Development milestones
First flight: January 1957
Developed from: Cessna 182 Skylane
Biblioteca de aeronavesCessna 210 Centurion
Tomás Del Coro from Las Vegas, Nevada, USA · CC BY-SA 2.0 · Cessna 210 Centurion — real-aircraft reference photograph.Cessna 210 Centurion
Cessna's retractable-gear Centurion, a high-wing touring aircraft.
General aviation4 opções de perfil
Conheça o avião
The 210 first flew in January 1957 and remained in production until 1986. Its high wing and retractable landing gear combine the familiar Cessna cabin arrangement with a different performance and equipment class from the basic trainers. Capacity and performance changed as the family developed over that production run.
Cessna 210 Centurion · Specifications (T210N Turbo Centurion II) · real aircraft; source units retained
- Length
- 28 ft 2 in (8.59 m)↗
- Wingspan
- 36 ft 9 in (11.20 m)↗
- Height
- 9 ft 8 in (2.95 m)↗
- Wing area
- 175 sq ft (16.3 m² )↗
- Empty weight
- 2,303 lb (1,045 kg)↗
- Gross weight
- 4,000 lb (1,814 kg)↗
- Powerplant
- 1 × Continental Motors TSIO-520-R air-cooled turbocharged flat-six , 310 hp (230 kW)↗
- Propellers
- 3-bladed McCauley Type D3A34C402/90DFA-10 constant-speed propeller , 7 ft 6 in (2.29 m) diameter↗
- Maximum speed
- 204 kn (235 mph, 378 km/h) at 17,000 ft (5,200 m)↗
- Cruise speed
- 193 kn (222 mph, 357 km/h) at 20,000 ft (6,100 m) (80% power)↗
- Stall speed
- 58 kn (67 mph, 107 km/h) (power off, flaps down) ( CAS )↗
- Range
- 900 nmi (1,000 mi, 1,700 km) at 10,000 ft (3,000 m) (econ cruise)↗
Mais sobre esta aeronave no AirframeDB
A travelling couple finds the pressurised Centurion fits
The Cabots moved from a Skylane to a turbocharged Centurion before asking Cox to help them find a P210R. They bought a 1985 example in Phoenix and continued using it after retiring to Mexico, flying regularly to destinations in Texas, Arizona and California. Both were pilots, and their choice reflected experience with other aircraft as well as affection for Cessnas. Hal's height also mattered: the vertical space in the Centurion suited him better than the alternative he considered.
Michelee valued the room for four people and their belongings, while acknowledging that access to the small rear seats could be awkward. Hal particularly appreciated pressurisation on their journeys through the western United States. They generally chose middle altitudes that cleared the terrain while maintaining a comfortable cabin environment. Their account describes a durable match between aircraft and owners: enough speed, useful accommodation and relief from the inconvenience of routine oxygen equipment on the trips they wanted to make.
The appeal of a stable working aircraft
Collins's assessment of the Centurion accepts its reputation for heavy controls while explaining why pilots might value it anyway. He describes a marked change in elevator feel with loading: a forward centre of gravity gives substantial forces, while an aft loading makes the pitch response lighter. To him, the aircraft's strongest quality is its steadiness in instrument conditions. Once established in a climb, cruise or approach, it tends to hold the condition the pilot has selected.
He also distinguishes the normally aspirated, turbocharged and pressurised versions as different choices within the family. The additional performance available at altitude brings fuel-planning consequences, and he stresses the practical importance of knowing how much fuel is actually aboard. His tone is affectionate without being glamorous. The 210's attraction lies in carrying people and equipment effectively and providing a stable platform for travelling, rather than winning admiration for especially delicate handling.
Learning how to use an aeroplane beside Richard Collins
Haines was 27, with about ninety flying hours, when he first travelled cross-country with Richard Collins in P210 N40RC. The journey from Maryland to Florida introduced him to a pilot who treated the aircraft as everyday transport. At a familiar fuel stop in Florence, a controller recognised Collins's callsign and welcomed him back. For the young aviation writer, that exchange made the possibilities of personal flying feel unusually tangible.
Other trips revealed the less glamorous side. Haines recalls an alternator failure en route to Ohio, followed by a stop in Akron where Collins produced a spare from the baggage compartment and arranged a repair over lunch. He also remembers the detailed weather preparation and performance notes surrounding these flights. The aircraft was not universally loved for its handling among the staff, but it became the setting for valuable mentorship. Haines credits Collins with teaching him how to make practical use of an aeroplane, beyond simply learning to fly one.
Fontes públicas 8
- Cessna 210 CenturionResearch background · retrieved 2026-09-12
- Reality Expansion Pack · Cessna 210 CenturionOfficial developer / designated store catalogue · checked 2026-09-12
- Cessna 210: High Wing CruiserMichelee and Hal Cabot, interviewed by Bill Cox · 3 November 2015
- Two Ten — Cessna T210 Turbo overviewRichard Collins · June 1988; AOPA fact-sheet reprint
- Waypoints: Tailwinds, RichardThomas B. Haines · July 2018
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- CT210N MSFS2020 – CarenadoProduct listing captured 2026-09-23; edition scope from the reviewed catalogue
- CT210N MSFS2024 – CarenadoProduct listing captured 2026-09-23; edition scope from the reviewed catalogue
Como o perfil o modela
SimCoders REP / Carenado T210M Centurion (XP12)
Free + ProX-Plane 12SimCoders
The 210 first flew in January 1957 and remained in production until 1986. Its high wing and retractable landing gear combine the familiar Cessna cabin arrangement with a different performance and equipment class from the basic trainers. The family evolved over that production run, so the named variant matters when reading capacity and performance figures.
This profile selects SimCoders REP / Carenado T210M Centurion (XP12) for X-Plane 12.
Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.
Valid trim provides the configured pressure relief. Autopilot following is off.
Controls and trim
The T210M is a turbocharged, unpressurized retractable-gear single. SimCoders' REP uses the Carenado X-Plane 11 base in X-Plane 12 and retains that installation path. Its hydraulic landing gear does not establish powered elevators or ailerons. Carenado's MSFS CT210N is a different model and implementation, while the T210M flap and gear limits belong to that particular checklist.
The selected implementation
REP v5.0.9h3 uses the Carenado XP11 T210M in XP12 with documented base activation. The turbocharged unpressurized M checklist is not an N-model/turboprop specification.
About the values
The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.
Master gain & control system
Master gain85%
A escala final de saída aplicada a tudo que o modelo produz, antes do teto do dispositivo.
Mais: tudo (mola, cargas, efeitos) fica mais forte junto.
Menos: tudo amacia junto.
Por que aqui: Scales overall profile strength while preserving effect balance, subject to device and output limits.
Forces
Spring strength74%
A força base de centragem que puxa o manche de volta ao centro. Todas as outras forças se empilham sobre ela. Baixa demais e o manche parece frouxo em voo normal; alta demais e ele briga com sua mão e mascara os sinais menores por cima.
Mais: uma centragem mais firme que resiste mais à mão.
Menos: um manche mais mole que depende só da carga aerodinâmica.
Por que aqui: The selected manual yoke response remains distinct from hydraulic landing-gear actuation and from engine boost. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 75 KIAS.
Carenado CT210M Centurion II for X-Plane 11CT210N MSFS2020 – CarenadoREP Cessna 210 productREP Cessna 210 manualREP Cessna 210 checklistsSpring deadband4%
Uma pequena zona neutra ao redor do centro onde a mola fica quieta, para que movimentos mínimos em repouso não trepidem. Mais larga é mais calma porém mais solta; mais estreita é mais precisa mas pode tremer no centro.
Mais: um centro mais calmo porém mais solto, com mais folga.
Menos: um centro mais apertado que pode tremer em repouso.
Por que aqui: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Overall aerodynamic load80%
Uma escala mestra sobre as duas cargas sustentadas de eixo, aplicada antes do balanço independente delas. Os perfis normalmente a deixam quieta e ajustam as duas cargas de eixo.
Mais: os dois eixos carregam mais forte.
Menos: os dois eixos aliviam juntos.
Por que aqui: The aerodynamic-load gain is 0.8 with an indicated-speed reference of 150 KIAS. This supplies speed-dependent loading alongside the spring.
Airspeed blendingTrue
Ativa a janela de engate da mola em baixa velocidade (nós de início/pleno acima). Desligado, a mola é constante em todas as velocidades.
Por que aqui: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Low-speed spring floor50%
Quanto da mola sobrevive parado, antes que a velocidade possa gerar força aerodinâmica. Um piso alto mantém o manche estacionado firme; um piso baixo dá a sensação solta, de cabos com folga, de um avião leve estacionado.
Mais: um manche mais firme estacionado e no táxi.
Menos: um manche mole estacionado que só desperta com velocidade.
Por que aqui: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring engagement start21.0 kt
A velocidade em que a mola começa a subir do piso de baixa velocidade rumo à força plena: os comandos "ganhando vida" na corrida de decolagem.
Por que aqui: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
Spring engagement full75.0 kt
A velocidade em que a mola atinge força plena. Entre o início e este ponto, a centragem endurece progressivamente à medida que o fluxo de ar cresce sobre os comandos.
Por que aqui: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
Velocidade de ajuste de força150
A velocidade indicada em que a carga aerodinâmica atinge seu nível pleno de projeto. Ela ancora toda a curva de carga à faixa real de velocidades do avião: um 172 carrega por volta de 110 nós, um jato bem depois.
Mais: as cargas chegam mais tarde; o manche fica leve até mais velocidade.
Menos: as cargas chegam antes e o cruzeiro pesa mais.
Por que aqui: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Centre firmness vs speed15%
Quanto a própria centragem endurece com a velocidade, além das cargas de deflexão. Zero mantém a sensação de centro constante; mais faz o manche centrar mais duro em cruzeiro e mais solto no circuito.
Mais: um centro que endurece nitidamente com a velocidade.
Menos: uma sensação de centro constante em qualquer velocidade.
Por que aqui: The high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 75 KIAS, with the squared-speed ratio capped at 5.
Centre stiffening cap5
O limite superior do endurecimento de centro pela velocidade, para que voos muito rápidos não tensionem a mola sem freio.
Mais: mais endurecimento total permitido em alta velocidade.
Menos: o endurecimento corta antes.
Por que aqui: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron load72%
A carga sustentada de rolagem da deflexão dos ailerons e da velocidade, balanceada independentemente da arfagem. Junto com a carga do profundor define a razão de harmonia de comandos de que falam as resenhas.
Mais: esforços de rolagem mais pesados.
Menos: ailerons mais leves e vivos.
Por que aqui: Roll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.
Elevator load100%
A carga sustentada de arfagem da deflexão do profundor e da velocidade, balanceada independentemente da rolagem. É a alavanca principal por trás do peso de arfagem de um tipo. Não toca aileron, mola, compensador nem forças de buffet.
Mais: esforços sustentados de arfagem mais pesados em velocidade.
Menos: um profundor mais leve, com menos músculo para segurar.
Por que aqui: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Max output force55%
Um teto sobre cada força estável de arfagem ou rolagem antes de chegar ao dispositivo, protegendo contra pancadas ou saturação do hardware em manobras fortes.
Mais: picos de força estável mais altos antes do corte.
Menos: um teto mais suave; manobras duras achatam antes.
Por que aqui: Caps directed-force output. Native spring effects and device limits remain separate.
Trim
Trim relief (elevator)30%
Com que força o compensador de profundor alivia o esforço de arfagem mantido e desloca onde o manche assenta. Em 100 %, um avião bem compensado não precisa de pressão mantida: o fluxo de trabalho de compensar-a-carga do voo real.
Mais: o compensador tira mais esforço mantido; em 100 %, todo compensado o anula.
Menos: você segue segurando esforço mesmo compensado.
Por que aqui: Pitch relief is an approximation of trim pressure reduction; the acquired product material does not calibrate a physical neutral or a universal C210 force curve. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0.
Carenado CT210M Centurion II for X-Plane 11CT210N MSFS2020 – CarenadoREP Cessna 210 productREP Cessna 210 manualREP Cessna 210 checklistsTrim relief (aileron)0%
O mesmo alívio para o compensador de rolagem. A maioria dos tipos de aviação geral não tem compensador de aileron real, então isto fica em zero; tipos com compensador de rolagem recebem um valor correspondente.
Mais: o compensador de rolagem tira mais esforço mantido.
Menos: o compensador de rolagem faz menos.
Por que aqui: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Effect gains · Ground
Runway rumble40%
Vibração de rolagem no solo pela velocidade das rodas e tipo de superfície: asfalto, grama ou cascalho sob o trem.
Mais: uma textura de superfície mais forte no manche.
Menos: um táxi mais liso.
Por que aqui: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Gear bumps25%
Solavancos curtos e discretos de juntas de dilatação, sulcos e superfície irregular, pontuando o ronco contínuo.
Mais: solavancos mais nítidos de juntas e sulcos.
Menos: detalhes de solo mais suaves.
Por que aqui: Sets gear-bump texture during ground motion, separate from touchdown impact.
Effect gains · Airframe
Stall buffet35%
Sacudida da célula ao se aproximar do estol e enquanto o aviso soa: quão alto esta asa anuncia que está infeliz. Tipos de quebra seca recebem buffet modesto e deixam a buzina levar o aviso.
Mais: um tremor pré-estol mais forte.
Menos: uma asa mais discreta; a buzina leva o aviso.
Por que aqui: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Mach buffet0%
Buffet transônico ao se aproximar do limite de Mach. Significativo para jatos perto de MMO, zero para pistões e turboélices que nunca chegam lá.
Mais: um buffet transônico mais forte perto do limite de Mach.
Menos: um voo mais liso em Mach alto.
Por que aqui: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Flap buffet10%
Vibração de baixa frequência da célula com flapes estendidos no fluxo, na janela de velocidade em que eles realmente trabalham o ar.
Mais: um voo mais áspero com flapes trabalhando.
Menos: flapes de aproximação mais suaves.
Por que aqui: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Gear buffet8%
Tamborilar da célula pelo trem retrátil pendurado na corrente de ar. Zero para tipos de trem fixo, onde a célula nunca muda de forma.
Mais: mais tamborilar com o trem embaixo.
Menos: um voo com trem embaixo mais limpo.
Por que aqui: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Stick shaker50%
O zumbido dedicado do stick shaker de estol, disparado pelo próprio sistema de aviso do avião. Só tipos com shaker real recebem valor; o resto confia no buffet aerodinâmico e na buzina.
Mais: um shaker mais duro.
Menos: um shaker mais discreto.
Por que aqui: Sets triggered shaker strength; inactive while the shaker feature is disabled.
Effect gains · Engine, mechanical & drag
Touchdown thump65%
O golpe único quando as rodas tocam a pista, escalado pela razão de descida: um pouso macio sussurra, uma chegada firme bate.
Mais: um golpe mais duro no toque.
Menos: chegadas mais suaves.
Por que aqui: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Reverse rumble0%
Vibração na corrida enquanto o reverso ou as hélices em beta trabalham. Zero para tipos sem reverso.
Mais: uma corrida mais áspera sob reverso.
Menos: um reverso mais discreto.
Por que aqui: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine rumble10%
Vibração contínua do grupo motopropulsor seguindo a rotação entre marcha lenta e potência máxima, o lembrete sempre presente de que algo queima combustível lá na frente.
Mais: mais motor no manche.
Menos: um motor mais discreto.
Por que aqui: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Flap motion7%
Vibração contínua apenas enquanto o simulador informa as superfícies de flape realmente em movimento. Segue o movimento e as falhas reais do atuador, não um cronômetro estimado.
Mais: mais vibração com os flapes em movimento.
Menos: cursos de flape mais discretos.
Por que aqui: Sets texture from observed flap movement; a command without movement does not establish the cue.
Autopilot follow
AP follow authority10%
Quanto os comandos do piloto automático podem mover fisicamente o manche. Mantido minúsculo no MSFS, onde um eixo movido pode ser lido de volta como entrada do piloto; zero desativa o seguimento por completo.
Mais: o piloto automático move seu manche visivelmente mais.
Menos: um seguimento quase imperceptível.
Por que aqui: Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Stick feel
StickFeel · Trim feel enabledTrue
Whether this feature is active in this profile.
Por que aqui: Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
StickFeel · Trim relief enabledTrue
Whether this feature is active in this profile.
Por que aqui: Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
StickFeel · Force trim enabledFalse
Whether this feature is active in this profile.
Por que aqui: Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.
StickFeel · G load enabledTrue
Whether this feature is active in this profile.
Por que aqui: Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
StickFeel · Rate damping enabledTrue
Whether this feature is active in this profile.
Por que aqui: Enables rate damping with the configured coefficients and control law.
Autopilot
Autopilot · Follow enabledFalse
Whether this feature is active in this profile.
Por que aqui: Autopilot following is off; the configured spring and load retain the hardware feel.
Autopilot · Neutral hold enabledFalse
Whether this feature is active in this profile.
Por que aqui: Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength0.6
Por que aqui: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Aero
Aero · EnabledTrue
Whether this feature is active in this profile.
Por que aqui: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Aero · Max flap index3
Where this effect reaches full strength (or has fully faded, for washouts).
Mais: a more gradual build to a later peak.
Menos: a quicker build.
Por que aqui: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Aero · Min flap index3
Where this effect begins fading in.
Mais: the effect begins later.
Menos: it begins earlier.
Por que aqui: Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Aero · Shaker enabledFalse
Whether this feature is active in this profile.
Por que aqui: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Ground
Ground · EnabledTrue
Whether this feature is active in this profile.
Por que aqui: Enables ground effects; each still needs its own strength and contact or motion telemetry.
Engine
Engine · EnabledTrue
Whether this feature is active in this profile.
Por que aqui: Enables engine cues with nonzero settings and valid running-engine telemetry.
Mechanical
Mechanical · EnabledTrue
Whether this feature is active in this profile.
Por que aqui: Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain0.1
The strength of this effect.
Mais: a stronger effect.
Menos: a weaker one.
Por que aqui: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
Todas as configurações do perfil
| Parâmetro | Valor | O que controla e por quê |
|---|---|---|
| Spring strength | 0.74 | The selected manual yoke response remains distinct from hydraulic landing-gear actuation and from engine boost. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 75 KIAS. |
| Spring deadband | 0.045 | Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Force gain | 0.8 | The aerodynamic-load gain is 0.8 with an indicated-speed reference of 150 KIAS. This supplies speed-dependent loading alongside the spring. |
| Master gain | 0.85 | Scales overall profile strength while preserving effect balance, subject to device and output limits. |
| Dynamic-pressure blend | True | Allows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| Minimum spring factor | 0.5 | Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| Spring wake-up speed | 21.0 kt | Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring full-strength speed | 75.0 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Velocidade de ajuste de força | 150 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening | 0.15 | The high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 75 KIAS, with the squared-speed ratio capped at 5. |
| Airspeed stiffening cap | 5 | Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | 0.72 | Roll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | 1.0 | Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Maximum output force | 0.55 | Caps directed-force output. Native spring effects and device limits remain separate. |
| StickFeel · Trim feel enabled | True | Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| StickFeel · Trim relief enabled | True | Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| StickFeel · Elevator authority | 0.3 | Pitch relief is an approximation of trim pressure reduction; the acquired product material does not calibrate a physical neutral or a universal C210 force curve. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0. |
| StickFeel · Aileron authority | 0 | Scales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| StickFeel · Force trim enabled | False | Enables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| StickFeel · G load enabled | True | Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| StickFeel · Rate damping enabled | True | Enables rate damping with the configured coefficients and control law. |
| Autopilot · Follow enabled | False | Autopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot · Follow authority | 0.1 | Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot · Neutral hold enabled | False | Permits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot · Neutral hold strength | 0.6 | Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| Aero · Enabled | True | Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Aero · Gain | 0.35 | Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Aero · Gain | 0 | Sets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Aero · Gain | 0.1 | Sets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Aero · Max flap index | 3 | Sets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Aero · Min flap index | 3 | Sets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Aero · Gain | 0.08 | Sets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Aero · Shaker enabled | False | Permits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Aero · Amplitude | 0.5 | Sets triggered shaker strength; inactive while the shaker feature is disabled. |
| Ground · Enabled | True | Enables ground effects; each still needs its own strength and contact or motion telemetry. |
| Ground · Gain | 0.4 | Sets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Ground · Gain | 0.25 | Sets gear-bump texture during ground motion, separate from touchdown impact. |
| Ground · Gain | 0.65 | Sets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Ground · Gain | 0 | Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Engine · Enabled | True | Enables engine cues with nonzero settings and valid running-engine telemetry. |
| Engine · Gain | 0.1 | Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Mechanical · Enabled | True | Enables accessory cues with configured strengths and observed accessory movement. |
| Mechanical · Gain | 0.07 | Sets texture from observed flap movement; a command without movement does not establish the cue. |
| Mechanical · Gain | 0.1 | Sets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
Fontes públicas 12
- Cessna 210 CenturionResearch background · retrieved 2026-09-12
- Carenado CT210M Centurion II for X-Plane 11Cessna 210 Centurion
- CT210N MSFS2020 – CarenadoExact product, simulator declarations and configuration featuresProduct listing captured 2026-09-23; edition scope from the reviewed catalogue
- REP Cessna 210 productBase-aircraft requirement, compatibility, equipment and dated version historyOfficial developer / designated store catalogue · checked 2026-09-12
- REP Cessna 210 manualPDF page 1
- REP Cessna 210 checklistsPDF page 17
- REP XP12 compatibility FAQCessna 210 Centurion
- Cessna 210: High Wing CruiserMichelee and Hal Cabot, interviewed by Bill Cox · 3 November 2015
- Two Ten — Cessna T210 Turbo overviewRichard Collins · June 1988; AOPA fact-sheet reprint
- Waypoints: Tailwinds, RichardThomas B. Haines · July 2018
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- CT210N MSFS2024 – CarenadoProduct listing captured 2026-09-23; edition scope from the reviewed catalogue
Comunidade e correções
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Correções de pilotos
Voa esta aeronave? Corrija esta página.
Esta página é construída com referências citadas, e experiência real no tipo vale mais que citação. Cite a afirmação errada e conte o que a aeronave real faz. As correções vão ao mantenedor para revisão e alimentam a próxima revisão desta pesquisa.
Entre para enviar uma correção. Sem senha, só um link de e-mail de uso único.
Entrar
Papo de hangar
Conversa aberta sobre voar e ajustar o Cessna 210 Centurion, no fórum da comunidade. As correções acima vão em particular ao mantenedor; o papo de hangar é público.
Entre para começar. Sem senha, só um link de e-mail de uso único.
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Comunidade
Perfis da comunidade para esta aeronave
Ainda não há perfis da comunidade para esta aeronave.
Ajustou do seu jeito? Compartilhe um perfil e ele aparecerá aqui.