Aircraft with more than 10,000 hours of airframe time were grounded immediately pending a visual inspection. On, the airworthiness authority responsible for the design, the US Federal Aviation Administration, issued an Emergency Airworthiness Directive requiring 3,665 of the cantilever-wing Cessna 210s to be inspected for cracks in the spar cap, wing spar, and wing. The Centurion II was an option introduced in 1970 with improved avionics, and was available in both normally aspirated and turbocharged versions (Turbo Centurion II) The aircraft was offered in a normally aspirated version, designated the model 210, as well as the turbocharged T210 and the pressurized P210 versions.
Some models featured deicing boots as an option. The tubular spring struts retract into shallow channels along the bottom of the fuselage and the wheels fit snugly in closed depressions on the underside of the fuselage. In 1979, the 210N model eliminated the folding doors, which previously covered the two retracted main wheels. This allowed the tires to be nested farther to the rear of the fuselage, making room for the full-sized rear seats. This was achieved by replacing the flat leaf springs used for the retractable main landing gear struts (undercarriage) with tapered tubular steel struts of greater length.
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In 1970, the 210K became the first full six-seat model. Its planform changed to a constant taper from root chord to tip chord. In 1967, the model 210G introduced a cantilever wing replacing the strut-braced wing.
The 1964 model 210D introduced a 285 hp (213 kW) engine and two small child seats, set into the cavity that contained the mainwheels aft of the passengers. To compensate for the reduced aileron span, the aileron profile was changed and its chord enlarged. FAA certification regulations state that a single-engined aircraft must have a flaps-down, power-off stall speed no greater than 70 miles per hour (110 km/h). The wing planform remained the same constant 64-inch (160 cm) chord from centerline to 100 inches (250 cm) out, then straight taper to 44-inch (110 cm) chord at 208 inches (530 cm) from centerline, but the semi-Fowler flaps (slotted, rear-moving) were extended outboard, from wing station 100 to Wing station 122, which allowed a lower landing speed. In 1961, the fuselage and wing were completely redesigned: The fuselage was made wider and deeper, and a third side window was added. It was essentially a Cessna 182B to which was added a retractable landing gear, swept tail, and a new wing. The early Cessna 210 (210 and 210A) had four seats with a Continental IO-470 engine of 260 hp (190 kW). A 1967 Cessna 210G modified with a leading edge cuff and flaperons for improved low speed performance characteristics
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