I've owned a P-210 for over 25 years. Fuel burn is 16.5 gph @ 100 degrees rich of lean. I can't give you a specific maintenance cost because it varies by age of engine, flight hours per year, etc. However, you asked about the cost of turbo and pressurization. Turbos are always going to be higher maintenance than non-turbo because they are working harder and at higher temps. The exhaust system on the P-210 is maintenance prone and requires an inspection every 50 hours (I actually think that this is a problem on all Cessna turbo planes but am not sure) The pressurization system has been relatively maintenance free. I've replace door seals a couple of times and also replace or overhauled the outflow valves once. Other engine maintenance is typical of a Continental turbo charged engine. As you may well, know, the high performance Continentals can be tough on cylinders.

Obviously, I think the P-210 is a great plane since I've flown one so long. I love the pressurization as it gets you above a lot of traffic, is quiter and affords great performance in a comfortable environment. It also has a terrific useful load. It is a travelling machine and not a plane you would want to fly around the patch a lot or on short trips. It really shines on longer cross country flights.

Hope this helps.

I had just posted this over on the red board (AOPA) and decided it might have a home here also.

This is how I manage my P210 with the TSIO-520-P

I've been running my P210 two ways since I purchased it. Full rich or 60-70Deg. LOP. Full rich for climb and 60-70 Deg LOP at all other times. Many consider Turbo Ops. LOP to be simpler then NA LOP as the red box is not a moving target for them. Your manual turbo may change this somewhat, I'm not sure, hopefully Walter will pitch in here.

Here's what I do in a turbo P210.

Climb

I run Max MP (36.5") and pull RPMs back to 2600 while full rich in the climb. I need to bring the rpms down to 2600 as my plane has a limit on takeoff power and 2600 brings me back to 285HP from 310. In the summer I may have to pull power back a little to keeps Temps down. The Temps I'm concerned with are TIT and CHTs. I keep the TIT under 1650 and the CHTs under 380. Running full rich keeps the TIT in check for the climb, so I mainly watch CHTs and vary speed and power to keep them under 380.

Cruise

I level off, get it trimmed, close cowl flaps and let it pick up speed and cool the CHTs some. This take a few minutes. Then I do the BMP (big mixture pull).
Grab the mixture and slowly but firmly pull it out until I get a noticeable power drop...I'm now LOP. I can now en-richen with an eye on my TIT and CHTs...the same numbers apply 1650/380. That's it in a nut shell. Once you do this a bit you will shoot for a target FF when pulling the mixture.


The previous owner of my plane ran WOT pretty much all the time giving him 36" into the flight levels. I have been running at 32" in cruise with occasional forays to WOT. We both have run at 2600 RPM..the plane is smoothest there even though it's balanced at 2500. At WOT the plane will easily do over 200 KTAS. I'm happy at 32" and 195 KTAS...But I'm getting braver.

Fuel flows in cruise run between 17-17.5 at 32" and about 18 while WOT all keeping the TIT and CHT well below the Temps listed above.

Hope this helps.

Jeff

Not to stray too far off topic but what's the difference in TBO between the NA and various turbocharged models? I think I saw where the early A-G models only made it to 1500 hrs. but there was some fix that got them up in the 1800 range. Did I have that right? Similarly, I also think I heard the TBO for all the turbo charged models was 1400 hrs. but none of them made it that far.

I'm just repeating rumors that didn't originate with actual owners so would appreciate hearing what the qualified opinionators have to say.

Steve

I bought my 1978 P210N two years ago after a Bonanza and two Mooneys. The P210 is by far the better airplane. It is much more comfortable, more stable, more roomy, faster, will fly above most weather, and will haul almost anything I can put into it.

I agree with Charles Paulk that the P210 is not a putt-around airplane, but is a serious cross country bird. This is exactly what I need. I climb out at 32" and full rich which keeps cylinder temps below 400 degrees. At altitude, I run lean of peak, 2,500 rpm, and 31" to 32" cruising 12,000 to 16,000'(higher when necessary), and see 16.5 to 17.0 gallons per hour.

I have had no issues with the pressurization other than leaky door seals. I installed inflatable seals which cured my problems.

Living in Montana (10,000' mountains coupled with 16,000' cloud tops) makes turbocharging a necessity unless you are willing to fly only 30% of the time. The P210 is perfect for these conditions. A line of thunderstorms over the mountains still keeps me on the ground, but the t-storms usually last only a few hours.

I installed TKS since my plane as did not have boots, and this has been such a blessing. I no longer have to toss and turn during the night before a winter flight, or chew my fingernails during a flight worrying about the descent through potential icing at the destination. I hated paying the price for the TKS ($35,000), but it has made flying fun again! At 56 years of age, I no longer have the risk tolerance I once had, and TKS has removed a bunch of the risk.

My pet peeve on the P210 is the cost of insurance with large increases both of the last two years. Anyone have any suggestions?

Cole