AVSIM Commercial FSX Aircraft Review
Cessna T210M Centurion II
Download Size: 124 MB
Reviewed by: Ray Marshall - AVSIM Contributing Reviewer - January
7, 2012
Let’s get a crowd together and go get high.
To accomplish this, you will need one pilot, 5 friends and a
Carenado Cessna Centurion T210M. The Cessna 210 is at the top of a
short list of high wing retractable single engine aircraft that
will actually takeoff with all 6 seats occupied, full fuel and
overnight luggage. You can climb to the thin air at say FL240 and
gaze at the airspeed as you zoom along at a needle width over 200
knots in very nice creature of comfort. The turbocharger feature
enables the high altitude flight but that of course requires oxygen
rebreathers for all aboard above 13,000 feet.
http://www.avsim.com/pages/0112/Carenado/210.html (1 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
This is possible due to several design factors that have been
refined over the last 50 years. The original Cessna 210 made its
debut in 1960 as a four place retractable with wing struts. Since
then, a steady stream of updates and model changes has taken place.
I don’t know of any general aviation aircraft that has more model
numbers. Although, they skipped a few letters, the model
designation was at R when production ceased in 1986.
It is practically impossible to know all the minor changes from
year to year, but the one that Carenado picked for their FSX model
just might be the best of the bunch. This was the model that got
the cumulative update with the 3- bladed prop, 10 extra horses for
takeoff, 200 additional pounds of increased gross weight; nose
mounted landing lights, modern 24 volt electrical system, some
slick aerodynamic smoothing that added eight knots to the cruise
speed, and the last model with fully enclosed landing gear.
This one has the 310 hp turbocharged Continental engine spinning a
McCauley 3 bladed propeller up to a service ceiling of FL285 while
carrying a pilot and 5 full sized passenger in plush comfort. I can
almost smell that leather. And it is a real looker with that big
cantilevered wing with the missing struts and the functional droopy
tips, big scenic windows all around, and retractable landing gear
that is totally hidden when not being used.
With the turbocharger engaged it comes screaming off just about any
runway in a little over 1,100 feet and clawing upward at more than
1,000 FPM with a full load of fuel, passengers and baggage. Should
something not be quite right for the trip, you can turn around and
make a full flap landing in 765 feet at 56 knots stall speed.
It comes with a full complement of silky smooth modern 3D gauges, a
full stack of modern avionics highlighted by the Garmin 430/530
combo that can be exchanged for the Reality XP models, and the
Bendix/King 3 axis auto flight system that includes a flight
director. As mentioned earlier, the oxygen system is modeled, and
the detailed interior, also in HD, is something to behold. Just
wait ‘til you see the full screen images. Oh my.
Not only is this a high flyer, it is a speedy one also. Most owners
realize some pleasure in blowing past the A36 Bonanzas and the
Piper wannabes. With that cantilevered high wing, everyone has a
perfect unobstructed view as you cruise along on the fast side of
200 knots just guzzling that virtual aviation fuel and paying for
it with a matching virtual credit card.
By using an existing real world aircraft Carenado has captured all
the nuances along with all the HQ digital stereo sounds to enhance
our experience to levels only imagined when Clyde Cessna was
dreaming of such an exotic flying machine.
Being the top of the line for Cessna singles and carrying the
flagship title of Centurion II it comes with a bold, gold badge to
show off its heritage. Carenado has provided their best HD textures
in five color schemes plus one
http://www.avsim.com/pages/0112/Carenado/210.html (2 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
all white texture and included the same textures in a Lite version
for the less beefy computer systems. A quick check at Airliners.net
with a search on the exact year and model yielded an even 144
unique paint schemes. The freeware painters should have a field day
with this one. Carenado developed the T210M, with the ‘T’
representing Turbo and model ‘M.’ Although, they skipped a few
letters, the model designation was at R when production ceased in
1986. Those are just the basic model designators; there are Ts and
Ps to add-on. T for the turbocharged versions and P for the
pressurized cabin variants with those small windows.
The Cessna 210 first took to the air in 1957 as the four seat
Cessna
182B with retractable landing gear, a swept tail and a new wing. As
the model evolved over time there were 26 variants built up until
the last year of production in 1986.
Over those 20 years, several updates were made, more powerful
engines added, a third side window, and a rear window added. In
1967, the big change was the all-new cantilever wing, eliminating
the struts. The windows on the side cut from three to two (the
second being elongated) and cowling rounded and smoothed.
The most extensive model change of the Cessna 210 occurred with the
P210, the turbocharged and pressurized version, easily identified
by the 4 small side windows. The pressurized 210 was one of only
three cabin-class singles to be successfully marketed. The other
two being the Mooney M22 Mustang (only 36 produced) and the Piper
Malibu.
Not every flight is all work. The wraparound windows of Cessna's
high wing piston models allow both passengers and pilot to enjoy
panaramic views of
their surroundings.
The 210M model which is the one Carenado has modeled is a six
seater, powered by the turbocharged Continental TSIO-520-R engine
producing 310hp. 1,381 M models were built from 1977 to 1980.
Flight Model. A quote from the Carenado website:
Carenado’s CT210M Centurion II has been tested by real T210 pilots.
The aircraft was tested in several conditions of flights such
as: takeoff, climb, cruise, descend, approach, landing and specific
manoeuvres. After several versions and lot of feedback,
the aircraft was approved by all real pilots who tested it.”
The Developer
As most of you know, Carenado is one of the quality add-on
developers for general aviation aircraft for FS9, FSX and more
recently for X-Plane. Based in Chile, they have a very large
following by sim pilots and many just automatically purchase
whatever Carenado produces on the day of release.
This is based on their track record of providing near real world
type add-ons that are usually tested by real world pilots, and with
options such as floats, amphibians, skis, bush, etc. They have a
mix of singles, twins, tail draggers
http://www.avsim.com/pages/0112/Carenado/210.html (3 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
(some of the best available), tricycle gear, low wing, high wing,
simple panels, complex panels, you name it they have one for
you.
“This is weird, but we will check it immediately. If there is
something
wrong, we will fix it.”
Carenado
The Carenado AVSIM Forums provide the unofficial support for their
fleet. It is not uncommon to see users posting useful add-ons or
tweaks for these aircraft. Carenado follows the forums on a regular
basis and is usually quick to provide any necessary patches and to
make available Service Pack (SP) type updates when appropriate.
This one had a SP1 two week after release. Mostly minor, but
irritating issues were fixed. Com1 frequencies, cowl flaps
operation reversed, Reality XP GPS popup issue, VOR flag reversed,
that sort of stuff.”
I have been a pilot most of my adult life. I got my Private Pilots
license a day or so before I got married. Whew. I logged many hours
as a flight instructor and charter pilot in Florida in the early
days. Cessnas just seem to be the aircraft of choice on a day-in
day-out basis. I actually preferred the faster Mooney with Turbo
Boost (not a real turbo) line for strictly cross country
flights.
But when a neat charter to the Bahamas or other islands presented
itself, I was on the phone looking for a slick Cessna 210. This
always impressed the paying customers, especially if it was neat
and clean, as most high performance rentals were.
In those days, the formula was very simple. Sum up your expenses,
add $100 to the bottom line for profit, and present the bill to the
customer. Everyone got a good deal and it was, as they say, a
win-win situation.
I recall doing quite a few checkouts in the Cessna 210, and my
logbook has lots of 210 time. Those weekend island charters were
great. I remember how different a new 210 was vs. the old work
horse Cessna 205 in which I held partial ownership. It was a real
dog, ugly and always needing a wash and wax.
I also remember quite well, the adage: If you can fly a Cessna 150,
then you can fly a Cessna 172. If you can fly a 172 then you can
fly a 182. The Cessna 177 Cardinal fell in there someplace. But,
the break was when you let the gear up. We didn’t see many C182RG
or C177RG when I was actively flying with students.
All the Cessna 210s were retractable but they were so expensive to
operate and the insurance required a couple of hundred hours of
total time and maybe 20 hours constant speed, retractable time.
That is why there was never a last line that said if you can fly a
C182 then you can fly a 210.
The exception to the rule was my neighbor, Dick T. He called me one
day to ask if I could fly a Cessna 310. Sure I can, do you know
someone who has one? It turns out Dick is the only person I
personally know that got his private pilot’s license in a Cessna
210. I mean from day one, first solo in his own 210. If you ever
met him, it would be instantly obvious, why he didn’t go the
C152/172 route. His little brother was a lineman for the Houston
Oilers way back when and still tips the scales around the mid 300s.
He was a big guy and needed a big roomy cockpit with some hauling
power.
I asked him why he didn’t get a Cessna 182. ‘Too small and too
slow.’ OK,
http://www.avsim.com/pages/0112/Carenado/210.html (4 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
If I need to haul a load into a rough strip, I'll use the 206 (or
if it's really rough, the 185), but if I need to get somewhere fast
in a light single, the 210 is my preference every time.
BeaverDriver, Professional Pilot Northwind Air Cargo
fine with me. His first cross country with his PPL was from Houston
to Las Vegas. My kind of student. He graduated to a 310 mostly
because someone told him that twins were so much safer than those
little single engine Cessnas. I don’t think his was a Turbo, I just
can’t remember all the details.
I do remember the day I was to check him out is his shinny new
Cessna 310. The seat belt was not long enough to buckle him in.
Special order took almost a week for delivery of the one-off extra
long seat belt. This was evidently not that important to the local
salesman that had taken him up several times for flight
demos.
The Cessna 210 has been the top of the line single engine Cessna
since the day it was first introduced. The swept back tail,
retractable gear and 3 bladed propeller makes the 210 instantly
recognizable as something special. This was in the days of the
V-tail Bonanza, usually known as the Doctor’s choice of weekend
travel.
A vintage 1960 A model Cessna 210 has 4 cramped seats, no back
window, wing struts, pronounced chin, 2,900 lbs Gross weight, 1,000
lb useful load. The Cruise speed of 165 kts was moving in style and
could fly as high as FL200.
The Cessna 210 began as a retractable undercarriage version of the
Cessna 182 itself a tricycle-geared derivation of the tail-dragger
Cessna 180. It first flew as the "Model 185" at the beginning of
1957, and was the first Cessna model to start production life with
a swept fin (added on the second prototype in 1958 and renamed
"Model 210") with retracting landing gear.
This early aircraft had the straight rear fuselage and faired rear
cabin, but from the 210B, the "omni-vision" rear window and
accompanying narrow rear fuselage appeared. The type was known,
from the more powerful 210D in 1964, as the Centurion. Strutless
cantilevered wings appeared in 1967 as the 210G. These later
aircraft had a smaller, square rear window, rather than the
"omni-vision" style.
http://www.avsim.com/pages/0112/Carenado/210.html (5 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
The cantilevered wing had a distinct dihedral and was placed
further aft. The 210J lost the distinctive chin bump of earlier
models, with its more rounded cowling in 1969. Other developments
included elongated side windows on the 210K's larger cabin, widely
spaced nose landing lights on the 210L, and introduction of
optional turbo-charged F model onwards. In 1978, the fully
pressurized model P210N was introduced, with four distinctive small
windows on each side.
In 1970 Cessna introduced two new versions, the Centurion II and
Turbo Centurion II which incorporated a factory- installed package
of avionics and equipment as standard, these being produced
alongside the Centurion and Turbo Centurion. By then the Centurions
were of six-seat capacity and offered powerplant options of a
Continental IO-520-L for the Centurion and a TSIO-520-H for the
Turbo Centurion.
In November 1977 a new pressurized version of the Model 210, the
Pressurized Centurion, was announced. Generally similar to the
standard Centurion, it differed by having a pressure cabin and a
Continental TSIO-520-P which incorporated a high-capacity
turbocharger to support the pressurization system, and like the
earlier models was available in standard and Pressurized Centurion
II versions. When production ceased, a total of 8,453 Model 210s
and Centurions had rolled off the line together with 851
Pressurized Centurions.
The last model was the 210R/T210R of 1985, which was outrageously
expensive. Only 112 were built. Production of the 210 ended in
1986. In 1998 Cessna considered restarting production, but in the
end decided not to build any single engine retractable
airplanes.
Turbocharged Centurions have established several world records in
their class: including time-to-height records, a round the world
speed record of 127 mph and an altitude record of 42,339 feet. Here
is an interesting website listing all who have flown around the
world.
Being one of the fastest, non-turbine, single engine general
aviation aircraft ever built, the Cessna 210 Centurion's strongest
attribute is speed. With all the later models having cruising
speeds around 200 knots, this airplane is not only a fast single,
and it will flat outrun many light twin aircraft. The Turbo
Centurion was the ‘cats meow’
I fondly remember when you timed your high altitude letdown
perfectly by trading attitude for speed for the last 20 miles, the
tower would chide you with "cleared straight in approach, be
advised maximum speed in airport traffic area is 200 knots, A curt
“Roger” would usually bring a come back of
“Say type aircraft”, “Roger, Centurion”, followed by the tower’s
comeback of “uh, uh, Roger” (just knowing everybody in the tower
will have binoculars trained on you to see what a Centurion looks
like). After the open question on the tower floor, “hey guys,
anyone know what the heck a Centurion is? Sure is a fast
mover.”
http://www.avsim.com/pages/0112/Carenado/210.html (6 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
We had a special procedure for landing at Grand Bahamas. After
flying along the beach for a few minutes to show the paying
customers what their hotel and private beach looked like from the
air we would then try to time our approach to blend in with the
DC-8s that always seemed to be in a big pattern making practice
approaches. Coming in really low, we would pop up to the proper
altitude at the outer marker, and mumble ‘unintelligible (#%*()
(#), outer marker inbound full stop’ which would bring a “Roger,
continue approach, cleared to land”.
Otherwise, if your engines weren’t hanging under the wings or
mounted on the tail, they would give you a holding pattern for
about 10 minutes to make sure their regular customers were not
inconvenienced by a puddle jumping Cessna. Should the British ask
us to say type on final, our “Roger, Centurion, Sir” would work
everytime.
One of the really nice things about the C210 is that it is hard to
over gross it and even more difficult to get the CG out of the
envelope. Even with full fuel, which we seldom used for charters,
four people usually did not have enough heavy baggage to affect the
CG envelope. A couple of hundred extra pounds
of passenger weight were not even noticeable. I guess Cessna was
paying attention because they eventually got an extra 200 pounds
approved to bring the Max Gross to an even 4,000 pounds without
adding any extra horses. The 300hp Piper Cherokee Six would also
allow five seats and some baggage but that fat low wing always made
it my second choice.
Good days are here.
Many flight simmers have been eagerly awaiting a really fast, good
looking, easy to fly, single engine Cessna. Wait no more. This is
the one for serious consideration. As a matter of fact, I don’t
think there is actually a second choice. I just wish the developers
would start adding the passengers to the add-on. Looking over my
shoulder at those 4 empty seats is depressing. I think Carenado’s
choice of the non-pressurized Turbo model was a good pick for FSX.
It will fly high and fast, land slow, and is stable for instrument
work and approaches and it sounds great. Did I mention it is a real
‘head turner’ for looks?
As you approach the Carenado Cessna 210 Turbo Centurion II, M
model, your eyes should be pleased with the smooth clean lines,
double entry doors, lots of glass, 3-bladed propeller, fancy paint
job and no wing struts in the way. That gold Centurion badge is a
classy touch.
As you get a little closer, you may notice a few weeks worth of
grease and grime has gathered underneath the clean lines of the
Centurion. I immediately loaded up the ‘white texture’ thinking it
would be ‘paint shop clean’ but was surprised that it is basically
the same as all the other painted textures, just without the paint.
I guess we need to find one of those youth groups that will wash
and wax an airplane for a donation of a couple of hundred dollars
or maybe just use our painting skills and make a crystal clean
texture for those that prefer to show off their hangar queen.
You can open up the large cabin for viewing with the standard FSX
keystrokes of Shift + E + 1, 2, or 3 for the Pilot’s door,
Passenger door, and baggage door.
One of the items that seemed a little strange is all the paint
dings in the otherwise clean blue/grey panel. My first impression
was that someone had locked a two year old in the plane with a big
set of car keys and he beat on
http://www.avsim.com/pages/0112/Carenado/210.html (7 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
the panel until he fell asleep. There just seems to be way too many
dings and a little too severe for my taste. I’m surprised that
whoever made all those dings didn’t break the glass face on the
backup instruments.
Fortunately, this has no affect whatsoever on the flying
characteristics of the plane and I know how to fix it. Search the
Avsim Library for a replacement texture file that cleans up the
paint dings.
As we look around the spacious interior, the choice of color for
the leather is spot on. The interior seems to be a bit cleaner than
the exterior. Oh wow, look up there at the Oxygen control
panel.
Last month I wrote the Avsim review of the Carenado Cessna 337H
Skymaster and was thoroughly impressed with
Carenado’s FSX version. One of my comments was how realistic the
pilot and co-pilot/passenger appeared in the simulation. Much to my
surprise, they are the same two guys that come with the CT210M.
Come on Carenado, let’s add a mustache, a different colored shirt,
a golf hat or something to make them look like it is a different
day at least.
Well, they still look good, and I will probably have them wearing
golf shirts soon.
Models, Models, and more Models I was curious as to where the Turbo
M Centurion model fell in the long list of 210 models. It turns out
there are lots of lists, some easier to read than others, but they
all have generally the same information. Here is a summary of what
I found.
What I can glean from the model history table is the Centurion
designation was first used with the D model in 1964,
http://www.avsim.com/pages/0112/Carenado/210.html (8 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
there are no I, O, P or Q model numbers. The pressurized models
start with P, as in P210N or P210R and can be instantly recognized
by the 4 small windows on each side.
It's like flying a souped up, sporty 206, except it's faster.
Glenn Davy
The models that are most like our Carenado simulator version are
the 210L, 210N and 210R Turbo Centurions. This is the green
highlighted area in the Model Summary Chart. Almost all the neat
improvements showed up in the CT210L model just prior to our M
model. Our model has 10 additional horsepower and an –R engine.
Over the next few years, due to the pesky landing gear door
problems, Cessna just eliminated the doors and called it an N
model. The R model has a slight elongated stabilizer and a few
really minor changes. Many real world owners have removed the gear
doors on their pre–N Models as a cost savings due to the heavy
maintenance.
So what this tells me is if you are looking for additional
documentation such as a Pilot Operating Handbook (POH) or Owner’s
Manual and you can find either the L, M, N or R model at a
reasonable price and it is for the TURBO model, then grab it. If it
is not for the Turbo version, I would recommend you pass it up. The
minor differences in these models will not be noticeable
in the simulator and you can always make corrections to the
manual.
To repeat, it must be the Turbo version or all the climb rates,
cruise tables, and a few other speeds and things will not be
correct. Look for the Cessna T210L (Turbo) through the T210R
(Turbo) manuals. Of course if you can find the exact one – the 1978
Cessna T210M Turbo – all the better. The real deal looks like
this.
Specifications for this Particular Model – 1978 Cessna 210M Turbo
Centurion II
Because this is a simulated version of a real aircraft, the
specifications should not be so critical.
However, it seems some people, and I include myself in this group,
like to know the exact specs used.
I am here to tell you that I do indeed have the real specs for the
real plane, and now, so do you.
Stall Speed (CAS)
Flaps Up, Power Off - 65 Kts Flaps Down, Power Off - 56 Kts
http://www.avsim.com/pages/0112/Carenado/210.html (9 of
28)07/01/2012 2:52:51 PM
Ok, back to the cabin orientation.
As I look up above the windshield I see a new addition to most
general aviation singles – an oxygen meter and a couple of
receptacles.
There are four more of these hose receptacles, one for each of the
passengers located above their respective window. A gentle slide of
the knob and the available quantity of oxygen is registered on the
gauge.
This serves as the emergency shut off valve. Make sure you add
oxygen quantity to your pre-start checklist. You never can tell
when you might want to go up to the Flight Levels. This model was
built to fly high and go far.
The oxygen system with the continuous flow masks and color coded
lines is good for operations up to Fl250. All the passenger masks
are the partial rebreathing type with vinyl plastic hoses and flow
indicators. The actual masks are disposable.
http://www.avsim.com/pages/0112/Carenado/210.html (10 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
The pilots mask is more permanent with a built in microphone and
larger flow rate and has the red color code. All passenger masks
are color coded orange. Notice on the Oxygen Duration Chart below,
the Pilot Only line has an obviously different duration, due to the
higher flow rate.
The two sun visors work with a click. Up or Down. OAT, Outside air
temperature, and whiskey compass are sharp and clear, easy to read.
Pilot’s door and passenger door opens with a click on the
respective interior door latch.
Each window opens independently with a click. I had to open the
door first to get a clear view of the window latch, then close the
door. I’m sure the TrackIR users can just lean forward and turn
their heads to see the window latch. No biggie, they work with a
click.
I see the Avionics Master switch mounted horizontally in with the
circuit breakers along the pilots left knee. None of the breakers
appear to have a modeled function. While I am testing the AVN PWR
on/off switch, I check to make sure the popup GNS530 is in sync
with the panel mounted GNS530.
Yep, switch Nav1 frequencies, both change, switch Com1 frequencies,
both change. GPS/Com1/Nav1 frequency test passes. Practically the
entire map area is the click spot to popup the GPS, same for
return. A simple one click anywhere in the map area. Nice.
Yoke check, both are independently clickable to remove, replace.
This is a nice feature for the non-purists so we can see the hidden
switches and lighting knobs on the pilot side. It also makes the
mag check a lot easier. The right yoke removal lets us adjust the
heat/air knobs and defroster.
Moving on, the parking brake pulls to lock and unlock with a mouse
click and drag. The rudders work properly with the rudder pedals or
with a turn of my joystick handle.
http://www.avsim.com/pages/0112/Carenado/210.html (11 of
28)07/01/2012 2:52:51 PM
Cowl Flaps Operation
The cowl flaps lever might need a little practice getting the hang
of using the mouse. At first, it may appear to work backwards,
meaning moving the mouse cursor Up moves the level Down and vice
versa. When you select the black knob on the Cowl Flap lever the
one finger icon becomes a closed fist. If the cowl flaps lever is
in the Open (up) position, a left click and hold with a good
positive movement straight up near the red mixture knob will close
the cowl flaps just about half way. Continuing the upward movement
up to near the autopilot will place the cowl flaps in the full
closed position.
A little practice and you can open or close the cowl flaps, ¼, ½,
3/4, whatever you wish. The opposite motion opens the cowl flaps.
So, provided the black knob is full down in the closed position,
placing the mouse cursor on the black knob will initially have the
standard windows pointing arrow as you move around the cockpit. As
soon as you select the cowl flaps knob, the cursor becomes the
pointy finger. One press and hold on the left mouse button and the
cursor becomes a fist. A positive downward movement will move the
cowl flaps lever up toward the Open position. It may take two or
three motions to achieve full Open depending on your zoom level or
selected view.
http://www.avsim.com/pages/0112/Carenado/210.html (12 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
If you use the ‘A’ keyboard key to select the pre-built view of the
cowl flap area, then one good positive mouse movement will fully
open or close the cowl flaps.
An alternate method of adjusting the cowl flaps is to use the mouse
center scroll wheel. You can make adjustments or movements as small
as 8% with a slight roll either up/down or forward/backwards with
the scroll wheel. Nice touch. The tool tips window will indicate
the precise % open or % closed.
You can also use the mouse scroll wheel to flip switches on and off
and to turn some of the knobs. It appears that the scroll wheel can
be used throughout the cockpit. It works great with the throttle,
prop, mixture, fuel selector switch, etc.
The pull/flip open/close of the small map compartment storage area
appears not to be modeled. I failed to find a method of opening the
little door. I guess that means there is not an iPod loaded with
music and moving maps hidden in there.
Daylight check of the light switches, indicators, and lights.
Next, I checked the Light Switch panel, to see if indeed the
switches were wired to the proper light or function and worked as
expected. First, Nav lights on/off red on the left, green on the
right wing, and white on the tail. All come on and go off with a
click of the switch. Further, the ‘tool tips’ indicate the proper
operation and function and the words are spelled correctly.
The next switch over to the right, the rotating beacon, works
correctly and the tool tips are correct.
The white strobe lights, one on each wing tip, flash with a
brilliant strobe looking rhythmic action work with a press of the
strobe switch for on or off and the tool tips are also
correct.
The taxi light is a single round light mounted in the nose of the
plane on the pilot’s side and works correctly. The landing light is
an identical twin mounted adjacent to the taxi light on the
passenger side in the nose of the aircraft. Both switches on makes
a nice dual beam landing light, whether taking off or landing. So
Left switch, left light, taxi; Right switch, right light, Landing
light. Tool tips correct again.
Two more switches round out the lower left switch panel. The De-Ice
light which is a very directional little rectangular white light
mount flush in the forward left fuselage to shine a spot on the
leading edge of the left wing so the pilot can monitor any ice
buildup.
The other is the Pitot Heat switch. Other than going out and
checking if the pitot tube warms up with a flip of the switch, take
a look at the ammeter and see a bump of the needle when the switch
is turned on. This tells you the pilot heater is indeed drawing a
few amps.
Night time check of the lights.
http://www.avsim.com/pages/0112/Carenado/210.html (13 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
Hopefully, everyone knows how to change the time of day while in
the sim.
Rhythmic strobes look great in the dark. Rotating beacon mounted on
top of the vertical stabilizer looks good, nav lights look good.
Taxi and takeoff lights are not the super duper ones but do perform
the function correctly. The wing De-Ice light places a nice lighted
area on the leading edge of the left wing to check for ice
buildup.
I don’t see any lighting of the runway or taxiway, just the lights
come on or go off. Oops, I almost forgot - there is a check box in
the FSX Display Settings for the aircraft lights to shine on the
ground. That is where you select if the aircraft creates a shadow
on itself or on the ground or both. These are the typical Cessna
300 watt round landing lights in the real world and it appears they
are doing their job in the simulation with the equivalent virtual
wattage. Good Job, Carenado.
I’m not very impressed with the main panel lighting. Panel lights
appear to be either full on or full off with the on position
providing more light than I would prefer for night flying.
Unfortunately, you cannot see the airspeed indicator or altimeter
well enough to fly safely with the panel lights off. While in the
cockpit at night and taking screenshots, the lighting seems OK, but
trying to fly in a darkened room is not very nice. The panel is
much too bright for my taste.
This could be a nice tweak to provide some variable intensity panel
lighting or individual instrument lights or some sort of
controllable lighting for night flying.
Some of the instruments have very nice looking internal lighting,
like the backup altimeter and the power and fuel flow gauges, but I
can’t seem to dim the flood lights to make use of the individual
instrument lights. 2 demerits.
The lower panel switches and air flow panels have wonderful looking
backlighting that is easy on the eyes, but the flood lights
overpower everything in the cockpit. The dome light in the center,
top of the cabin works with the press of the ‘L’ keyboard key but
it doesn’t provide enough light to see the panel instruments. Drat.
I thought I might have found a way around the full bright panel
lights. Maybe one of those little high intensity flashlights. But,
you can talk to ATC while holding one of those in your mouth.
Carenado’s 3D Instruments.
The flight instruments have been upgraded to the new 3D version
which are probably smoother and more accurate than the Cessna round
instruments of 1978. All are bright, clear, and operate very
smoothly. I wish the they had taken the airspeed indicator one more
step and modeled the temperature/pressure altitude dial to compute
density altitude.
http://www.avsim.com/pages/0112/Carenado/210.html (14 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
The backup altimeter and artificial horizon are quality instruments
in the lower left of the panel.
The right side of the panel is home to the dual power gauges. Both
are crystal clear and easy to read accurately. Typical Cessna
manifold pressure, fuel flow and RPM.
Just above is the standard Hobbs meter and to the right is a
standard suction meter.
Rectangular green band cylinder head temperature and Oil
temperature meters adjacent to the Exhaust Gas Temperature, EGT
meter for tweaking the mixture leaning process are located just
under the standard Ammeter and Oil Pressure meter.
The red switch in the upper right is for operating the ELT,
Emergency Locator Transmitter.
I have so many of the Carenado FSX models that all the round gauges
are beginning to look alike. Maybe that is because they are alike
and they just keep using the same gauges over and over in the
different airplanes.
Kind of like using the same pilots. Hey, you need to make them a
little
http://www.avsim.com/pages/0112/Carenado/210.html (15 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
different if for no other reason, we will think we are getting
something new for our money.
Avionics Stack.
At first glance you see a nice big screen GPS530 which is more or
less the Carenado standard but when coupled with the GPS 430 they
make a great combination. The Com1/Nav1 radio is built into the
large 530 and Com2/ Nav2 is directly below in the 430. This saves
two full width panel slots and we get the autopilot mounted closer
to a good working height with the ADF and transponder completing
the stack.
I made a printable, colorful little reminder of where to find the
various click spots on the 530 GPS. The 430 click spots are almost
the same as these.
The 530 is just different enough from the default GPS500 to make
you think about what you are doing. I have limited
http://www.avsim.com/pages/0112/Carenado/210.html (16 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
grey matter so I have to make notes and charts to remind me. Then I
just have to remember where I put the notes. Duh.
Although sometimes overlooked until needed, the Garmin GMA 340
audio panel is found at the top of the stack as you would expect
and has all the necessary push to use buttons with properly colored
indicators and home of the approach beacon indicators. So when that
outer marker or middle marker start blasting in your headset you
should know where to look to silence that specific sound. (Top
left) This is usually on takeoff when you are climbing out. The
left side is for the pilot and right side for the copilot.
Those owners of the matching Reality XP upgrades can easily replace
these standard units with their enhanced versions. BTW just
upgrading either GPS to Reality XP is more expensive than the
Centurion add-on itself but the owners swear by them.
Two of the pdf files found in the Carenado folder in your FSX home
folder are user manuals for the 430/530 GPS. This is an overview of
the 430 graphics.
You will also find a 3 page overview of the Bendix/King KFC225
Autopilot (AP) Flight System. Notice this is more than just an
autopilot, it is a flight system. This is where you start your
Flight Director (FD) and engage the Heading Mode that you adjust on
the directional gyro. This is a slightly simplified version of the
real one but I don’t think you will miss any of the non-modeled
features. I especially like the nice big red ON button and the
lighted press to use buttons so you know at a glance what is turned
on or engaged. This model is one of the better ones for controlling
the pitch functions. Some of the previous models where nothing but
a headache.
A Google search and you can find some real world documentation of
this AP system with various illustrated approaches and more detail
than you would ever want to know. You can find the downloadable rw
pilot guide online.
You can find a wealth of avionics guides for downloading for
viewing.
This is an example for one of several illustrated approaches using
the Bendix AP flight system.
The KFC 225 three axis system provides lateral, vertical, and yaw
modes with altitude preselect. It doesn’t get any better than this
in a single engine plane.
Rounding out the avionics stack is the King KR 87ADF receiver and
Garmin GTX 327. The ADF appears to be a bare bones model with
nothing more than an On knob and a digital frequency display. You
change the station by placing the mouse cursor on the individual
frequency digit and rolling the scroll wheel.
http://www.avsim.com/pages/0112/Carenado/210.html (17 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
The Garmin GTX 327 is also a bare bones modeling job with only the
most basic of features but does still have the digital flight
timer. It is exactly that, no count up or count down timers or
Pressure Altitude readouts like the real one. Oh, you can use it
for a transponder by selecting the proper codes or letting FSX
select them for you when using the default ATC function.
Download
OK, so what do I get in the download?
The Turbo Centurion II is listed at $34.95 USD, on the Carenado
website. Like many Carenado products, it can be purchased at other
websites such as the Avsim Store. Many forms of payment are
available and upon checkout, you will then be given the executable
to download or sometimes you may receive an email with the order
confirmation that will include a download link and serial number.
The ZIP file name is a little cryptic and does not have any
correlation to the CT210M that I can see. The exe file is 124MB,
the installation is simple and quick, and requires only a username
or email address and password as well as the FSX directory. If
using win7, ensure you have Admin privileges.
The text file states the installation should take less than a
minute once you unzip it, double click on the exe, add the user
name and serial when prompted and bingo. Grab your stop watch and
see how close to a minute it takes.
Documentation
The installation will place the necessary aircraft files in the
FSX/Simobjects folder including five repaints, and a new
Carenado/CT210M Centurion II folder in the main FSX directory
folder which contains 8 PDF files. This one does not come with an
Owner’s Manual or a Pilot’s Operating Handbook (POH) as many other
high end add-ons do. It does have some parts and pieces of a Cessna
CT210M Centurion II 30 year old Pilot’s Operating Handbook
lookalike . Here is what you will find for documentation in your
FSX/Carenado/CT210M Centurion II folder:
The meat of the documentation is the one large file – Normal &
Emergency Procedures – Performance tables - and covers the normal
& emergency checklists; engine out procedures, forced landings,
fires, landing gear malfunction, electrical failures, Icing, and 12
cruise performance charts. These cruise performance charts start at
2,000 ft and go up to FL240 in 2,000 increments.
http://www.avsim.com/pages/0112/Carenado/210.html (18 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
You will probably want to print out the reference sheet as it has
all the speeds that you need to learn.
FL220 seems to be a practical choice of altitude for long distance
cruise or maybe just to get over some local weather. The time it
takes to get up to these altitudes must be taken into account.
Sometimes it may be better to fly a few knots slower at the lower
altitudes. This chart is a cut and paste of three difference cruise
charts. Another one of those that may be handy to print and keep as
a reference.
http://www.avsim.com/pages/0112/Carenado/210.html (19 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
Remember to tap the brakes when you have positive rate of climb to
stop the wheel from spinning. That has always been a good reminder
for me to initiate the gear up sequence. I always taught my
advanced students to delay the gear up sequence in the Cessna 210
due to the excessive drag caused by the wheel well doors hanging
out. Raise that gear too early and your prop will be eating
concrete before you know it. You have a net increase in drag rather
than a net increase in lift when those huge doors are opened and it
seems to take forever for the ‘stow the gear’ sequence to
complete.
This plane has much higher drag when the gear doors are open. IRL
this caused a lot of crashes when people got just
barely airborne at maximum takeoff weight and tried to immediately
reduce the drag by retracting the gear.
Unfortunately exactly the opposite happens initially and the plane
settles back onto the runway.
Bstolle
Here is the abbreviated gear down sequence. This designer must have
been one hell of a salesman to convince Mr. Cessna that this is was
a solid long term solution for a retractable gear design. Once it
is either up or down, it is very slick, it is just the really wield
transition path that is amazing and entertaining from a distance.
He must have spent a lot time watching the ducks and geese. They
must have Canadian Geese in Wichita. Sure they do.
Learn to pay attention to the engine temperature.
Cowl flaps for engine cooling may be new to some of you so make
sure you read up on the when, why and how to save excessive wear
and tear on the engines. There are two cowl flaps, one on each side
of the bottom cowling. The one cockpit lever open and closes both
of them together. The cylinder head and oil temperature gauges
should be in your cockpit scan.
The mixture setting is also a means of cooling the engine.
http://www.avsim.com/pages/0112/Carenado/210.html (20 of
28)07/01/2012 2:52:51 PM
Exceptional screenshots by Soya, exceptional HD textures by
Carenado.
About Flying the Carenado Centurion in FSX
It doesn’t get much better than this. The VC is crystal clear, the
aircraft is generally modeled correctly, it has great sounds, it is
easy to fly and it looks good. Being the top of the line for Cessna
singles, once you master this one, the only step up will be one of
the Cessna twins if you desire to stay in the family.
I can easily recommend you look at the Carenado Cessna Skymaster
337H should you decide you would like to explore flying with more
than one engine. I think the Skymaster’s FDE may be closer to the
real thing than this one but, you must remember, this is a
simulation and as such it is practically impossible to relate the
roll rate or the feel from one desk setup to another.
One, it will be a logical and easy step for you, and two, both
aircraft have a lot in common and actually share many parts in the
RW. You can see my views on the Carenado C337H Skymaster.
If you are checking out in the Centurion, then let’s assume you
have some HPSE virtual flight time. This is High
http://www.avsim.com/pages/0112/Carenado/210.html (21 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
Performance Single Engine simulator time. This may or may not be
true but, we have to start with some assumptions. If yes, you will
find this one flies just like all its little brothers or sisters.
The single item that may be new is the wheels come up, fold away,
and the airspeed is higher than any of those siblings.
Usually high performance equates somewhat with more complex, but,
this is not really a complex aircraft. True, it has a constant
speed propeller, and that could be new to a few of you. Just read
up on Manifold Pressure and Propeller settings and check your power
settings like you do in say the Cessna 182or 206. Because this one
is turbocharged the performance is somewhat greater than the
normally aspirated Centurion but, the results are mostly a shorter
climb to altitude duration and a much higher cruising
altitude.
The view from the flight levels will be a new experience for some
of you. You can’t quite see the curvature of the earth, but you can
certainly see further than the typical 5,500 foot cruising altitude
and you can fly over some of the weather that you have been flying
around for years. This will require you practice some descent
planning to arrive at your destination airport at the correct speed
and altitude.
One big advantage in learning to fly a Centurion in FSX compared to
the real world equivalent is the savings in fuel and insurance
expenses, not to mention the non-existent monthly or quarterly
aircraft payment. Fuel cost
should not be a factor in selecting your cruising altitude and this
baby really wants to fly high. Take a look at the Fl220 cruise
chart.
Make sure you become familiar with the documentation. Read all the
fine print when using these charts. Learn a little about Pressure
Altitude, standard temperature for altitudes, conditions such as
gross weight, properly leaned mixture, position of cowl flaps,
etc.
Usually at these higher altitudes, you cannot over boost an engine
and have to work hard to match any given Cessna performance chart.
Your goal should be to cruise at the maximum speed and power
settings for that altitude and monitor your fuel flow rate.
At FL220 with a power setting of 2,500 RPM and 30 IN MP with all
the other standard conditions, you are trying to register a TAS of
202 knots. Usually Cessnas try to get to 75% power at altitude but,
you are turbocharged so you are shooting for 80%.
Remember, you have invested a lot of time just climbing to the rare
air, and you have been on oxygen for the last half hour so let’s
make it count.
You will also not be hampered with the real world P factor. Yes,
that is exactly what it sounds like, nothing to do with a
propeller. As soon as you are ready to announce that you finally
have everything tweaked properly, the EGT is perfect and the fuel
flow matches the tables, someone, usually your spouse, announces
she absolutely must go to the bathroom immediately. Believe me, you
cannot get down quick enough to make a difference. Just make sure
you don’t make any silly remarks about the funny way she is
walking once you do get on the ground again.
http://www.avsim.com/pages/0112/Carenado/210.html (22 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
It is not uncommon to have a tailwind, or if unlucky a headwind, of
50 knots or more at these higher altitudes. You will need to pay
more attention to winds and weather, even in the simulator. The
real weather settings for FSX introduce a whole new ball game to
many sim pilots when they ‘fly high’. Enjoy the simulation.
Learn More
There are almost unlimited tutorials, books, articles, and such and
Google will return way more sites than you can read but, here is
one that has a lot of depth in discussing flying the Cessna
Centurion. Their main focus is real world operations, but
practically everything that works the those guys and girls will
work for you in the virtual world.
Probably nothing is really essential other than FSX being
configured and running properly and the Carenado Centurion being
installed correctly, but, for those that would like to learn more
about flying high performance singles and specifically flying this
airplane, my recommendation would be to invest in Danielle and
Oleg’s Cessna 210 Training Manual, published by Red Sky Ventures. I
refer to this manual quite often and have been influenced by their
writings. If some of my statements sound like they came from the
book, they probably did. Fortunately, I have Danielle’s permission
to quote from their manual for this review. You will notice each
and every page of the Cessna 210 Training Manual has a copyright
notice at the top of the page. A lot of time, effort, and genuine
hard work goes into producing these types of
training manuals and the author’s copyright should be
respected.
Danielle has more than 1,000 logged hours in the Cessna 210 and
works as an airline pilot in South Africa flying 737s and various
charter aircraft.
Some things are really important.
Like making sure that you fully extend the landing gear prior to
landing. If you have a lot of flight time in the fixed gear Cessna
family it is easier than you think to forget to let the gear down.
A checklist is in order here. Some type of acronym works just fine.
It doesn’t really matter how long or how short or how you remember
it, just the fact that you do it EVERY TIME.
You can recover from many mistakes while flying, but landing gear
up is not one of them. Remember, it takes full power to taxi after
a gear up landing.
A short, simple memory jog that works for me is G U M P, Gas,
Undercarriage, Mixture, Props. It is not eloquent, definitive,
comprehensive, or sexy, but it works. It works, only because I use
it on each and every approach to a landing, whether the landing
gear is fixed or not. There are many variations of this short,
simple, little checklist. Find one that you like and use it.
For instrument approaches, I was taught the gear is to be down and
locked at the Outer Marker. If not, execute an immediate missed
approach. This sounds kind of silly, but I would much rather spend
the time and expense on a missed approach than on a new
http://www.avsim.com/pages/0112/Carenado/210.html (23 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
There are those pilots that have landed gear- up and there are
those pilots that will land gear-
up.
engine, prop and underbelly.
Some like to fly a standard traffic pattern in lieu of straight in
approaches or abbreviated or modified approaches. This has
something to do with when certain checklist items should be
completed. There are many items required for safe flight, but these
basic four must be near the top of most lists.
I read several of the posts at the Avsim Carenado support forum and
found the typical disappointments in the FDE for the Centurion. One
of them was on a tear about how he couldn’t get a good clean stall
with the CT210M. I don’t even bother with folks like that. This is
a normal category aircraft in real life and once you get to the
owner level or have a close friend with a 210, I seriously doubt
you will be spending much time doing stalls and barrel rolls.
Another one couldn’t figure out how to feather the prop. Say what?
Where do we find these guys?
This one should be your cross country and ‘Let’s get away for the
weekend’ add-on. You can click off a lot of distance at 200 knots
cruise speed. It is also great for keeping current with your
instrument approaches and occasional VFR on top. Oh, and if the
need should present itself, it makes a perfect choice for weekend
charters to the Bahamas or a few days in Las Vegas. Or checking out
the latest expansion of the FTX ORBX Pacific Northwest, or the
fjords, or the mountains. Did someone say mountains? No hill for
this climber.
I would bet the new FTX scenery for South Island, NZ will be a
magnet for the Turbo Centurion. So much scenery, so little time. I
understand there are some big hills down there and this is the
perfect plane for going high.
Rather than simply repeat or make a list of what Carenado has
posted at the website about their Cessna Centurion II for FSX, I
did a screen capture for you.
http://www.avsim.com/pages/0112/Carenado/210.html (24 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
This page is for those that want to compare the HD textures to the
LITE version. I don’t need to tell you which is which. Soya had to
reinstall this LITE version to make the screenshots. He stated he
had no use for them with his super powerful hardware so he never
installed them. I asked if he would install just one to show the
difference. The HD is 2048 x 2048 16 bit, the Lite is 1024 x 1024
16 bit which isn’t bad until you compare it to the HD
version.
Conclusion.
This is the section that I am not looking forward to writing. I am
torn between a full blown ‘atta boy” and a ‘wish list’ of items
that I wish was included or being worked on for a future SP or
patch.
On the ‘atta boy’ side of the coin, Carenado has put so much good
stuff into this add-on it is almost a shame not to simply ignore my
wish list. I was just reviewing the text and got stuck on the page
of the close-up screenshots by Soya of the red/white livery. This
qualifies as seriously outstanding HD textures and appears to be
spot on accurate in all details. I can’t think of any general
aviation add-on that I have in my hangar that looks any better than
this one. Not one.
http://www.avsim.com/pages/0112/Carenado/210.html (25 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
I get back in the pilot’s seat and look around the well appointed
cabin and think, wow, this is really an extremely well done
interior. Look at all that detail. I play with the animations, work
the cowl flaps lever a few times, open the doors, open the windows,
flip the sun visors up and down a few times, click the big GPS
screen and watch it popup, click it again and put it back in the
avionics stack.
I glance over at that autoflight system and think, they finally
gave me the perfect autopilot mounted at the correct level. I check
the oxygen quantity one more time. I look over my shoulder at the
leather seats and headliner details. Boy, I wish those seats had
some passengers in them. Just the right amount of tint in the glass
for me. I really hate those dull, faded, dirty windows with fake
reflections that some developers are so fond of making – these are
clear and clean with just the correct amount of tint.
I get out and kick the tires, look at all those perfectly simulated
rivets, run my fingers down the leading edge of the propeller, no
dings, look at my reflection in the spinner. I gaze at the landing
lights and recall how well they light up the runway at night. I
wonder if that big beautiful wing has the laminar flow properly
modeled. I read the review yet another time and find more ways of
saying the same thing, yet again. This is a really nice model and
it is by far the best high wing single that we have in FSX. This is
that long awaited HPSE Cessna turbo. So what is the problem
here.
I think it is simply that I want too much. I want the night
lighting fixed. I want to be able to dim those panel lights, I want
to have a wee bit better tweaking on the roll rate, I want more
documentation. I want another ten pages from the POH/owners manual.
I want a truly clean white texture for my repaints, including the
underbelly. I want, I want, I want.
Then I go fly again.
I fly a simple traffic pattern. This is really nice, comes off the
runway all by itself, stable, hands off climb, nice, ease into that
climbing left turn, trim works good, sounds are excellent, is that
roll rate correct, I ask myself, it feels a bit weak. I do my GUMP
checklist on downwind, power back, bleed off that airspeed, trim
for the glide, a little more trim, slow descending turn to base,
speed correct.
Look right for traffic, all clear, OK, I turn on final, put in the
last of those big fowler flaps, trim for 75 knots, nice, now 70,
slowly take off that last little bit of power, over the fence now,
start a slow flare, easy now. I look out the window for the third
time to assure myself, yes, the gear is down and locked. I’m now in
ground effect, I float a little, raise the nose a little more,
nice. Check the horizon, attitude is just right, wings level, need
to keep the nose a little higher than most, this thing sits tail
low, last touch of up trim, that sure is a big wing with huge
flaps, any time now, a few more inches, touchdown.
I almost hear a squeak as both mains touch in unison. More like a
kiss. OK, hold that back pressure, hold it, hold it, ok, nose gear
touches. I thought I was going to run out of elevator there for a
minute there. Flaps up, cowl flaps open. Yep, this is a big fine
Cessna. Hard to believe this is a simulation.
Now I remember that sound, it is the sound of a butterfly landing
with sore feet. I taxi back for a virtual top off of those 90
gallon tanks thinking the next flight will be to FL240. Let’s get a
crowd together and go get high. This is fun. I will be the
pilot.
http://www.avsim.com/pages/0112/Carenado/210.html (26 of
28)07/01/2012 2:52:51 PM
AVSIM Online - Flight Simulation's Number 1 Site!
But, first I need to send an email to our Avsim review editor. I am
recommending the Carenado Cessna 210 Centurion Turbo for FSX for
the coveted Avsim Gold Star award. Please see the attached review.
Hope to get it published by Christmas. Merry Christmas everyone.
Thanks Robert, thanks Patrick, thanks Hernando.
Recommendation.
Go get it. Fly High, fly fast, often. I hope it’s not too late for
Santa to bring some of you lucky simmers a nice present. This will
sure make a good one. If we miss Christmas, there is always the
year end, then March madness, then July 4th, then Labor Day, oh
well, you get the drift, you may not even need an excuse, just do
it.
Photo credits. Old 1960 C210 Page 6, 3 photos from For sale ad by
Newberg Brothers Inc, N7425E posted on internet, Page 7 newer C210
panel photo, Copyright Alex McMahon, Airliners.net, Old cream
colored N7431E C210 flying, Copyright Mark Pasqualino,
Airport-Data.com, gear up landing photos, no copyrights
found,picasaweb.google.com James’s Gallery
Copyright credit for Cessna 210 Training Manual. Red Sky Ventures,
Danielle Bruckert & Oleg Roud, Used with Permission. Patrick
van der Nat, aka Soya, has provided practically all original
screenshots for this review. Patrick van der Nat, Screenshot Artist
extraordinaire, resident of Jersey, UK Channel Islands.
You can find some of Soya’s videos that show off the sceneries
online and Soya’s FSX screenshot library.
Reviewer's Note: Thanks to all the Avsim volunteers that work
behind the scenes to make these reviews possible, those that update
our front page every day, moderate our growing forums, keep our
download library working and up- to-date, run the store, do the
advertising, and all the other important things that we seldom even
think about.
Printing If you wish to print this review or read it offline at
your leisure, right
click on the link below, and select "save as"
Cessna T210M Centurion II
Comments?
Standard Disclaimer The review above is a subjective assessment of
the product by the author. There is
no connection between the product producer and the reviewer, and we
feel this review is unbiased and truly reflects the performance of
the product in the
simming environment as experienced by the reviewer. This disclaimer
is posted here in order to provide you with background information
on the reviewer and any presumed connections that may exist between
him/her and the contributing party.
Tell A Friend About this Review!
© 2012 - AVSIM Online All Rights Reserved
http://www.avsim.com/pages/0112/Carenado/210.html (27 of
28)07/01/2012 2:52:51 PM
http://www.avsim.com/pages/0112/Carenado/210.html (28 of
28)07/01/2012 2:52:51 PM
avsim.com