CESSNA PRESSURIZED CENTURION 1978 Model.
========================================
Designer:

Copyright (C) 1997 by Gerald Smith (South Africa)
Email: smithg@intekom.co.za

My Homepage:

WEB page: http://home.intekom.co.za/gerald/index.htm

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Copyright and Distribution:

This aircraft is released as Freeware. Copyright (C) Gerald Smith.
As freeware you are permitted to distribute this archive subject to
the following conditions,

- The archive must be distributed without modification to the contents
  of the archive. Redistributing this archive with any files added,
  removed or modified is prohibited.

- The inclusion of any individual file from this archive in another
  archive without the prior permission of the author is prohibited.
  This means, for example, that you may not upload an archive that
  uses the visual or flight models with your own aircraft or include
  it in a package containing a panel or aircraft sounds without first
  obtaining the authors' permission.

- No charge may be made for this archive in any way !

- The authors' rights and wishes concerning this archive
  must berespected.

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This aircraft is for use with FS5.*, FS95, FS98 and FSFS.

Files included with this plane:
-------------------------------

CENTP1.ZIP   	        - The .ZIP file containing all the files.

CENTP1.AIR          	- Aircraft file. 

CENTP1.0AF to .8AF   	- Texture files.

CENTP1.TXT   		- You are reading it !

CENTP1.GIF		- Picture of Pressurized Centurion.

Installation:
---------------

FS5.* users:

("FS5" refers to whatever directory your own Flight Sim directory is.)


1) Copy CENTP1.AIR to your FS5\SIM directory. 

2) Copy CENTP1.0AF to CENTP1.9AF to your FS5\TEXTURE directory.

3) Start Flight Simulator and choose this aircraft (Cessna Pressurized
   Centurion) under the OPTIONS/AIRCRAFT menu options.

FS95 and FS98 users:

Use the appropriate Flight Simulator Convertor program to covert the
aircraft for use in these versions.


CESSNA PRESSURIZED CENTURION 1978 Model.
========================================

SPECIFICATIONS:
---------------

Speed:	Maximum at Sea Level:    	198 knots (TAS)		175 knots (IAS)
        Cruise, 75% power at 10000 ft: 	188 knots (TAS)		165 knots (IAS)

Range:	Max range at 20,000 ft with 534 lbs usable fuel: 1005 nm 7.0 hr
        Max range at 10,000 ft with 534 lbs usable fuel: 1020 nm 7.4 hr

Rate of climb (at sea level): 			930 ft/min

Service Ceiling: 				28,500 ft

Takeoff Performance:
	Ground roll:				1170 ft
	Total distance over 50 ft obstacle:	2030 ft

Landing Performance:
	Ground roll:				765 ft
	Total distance over 50 ft obstacle:	1500 ft

Stall speed, CAS (Calculated/Calibrated Airspeed):
	Flaps up, power off:			65 knots
	Flaps down, power off:			56 knots

Maximum Weight: 				4000 lb
						(3765 lb for this design.
						 This includes: 4 people
                                                 incl. pilot, full fuel
                                                 and 200 lb baggage.)

Empty Weight: 					2345 lb

Maximum Useful Load: 				1671 lb

Baggage Allowance: (Maximum with 4 people)	240 lb

Wing Loading:					21.7 lb/ sq ft

Power Loading:					13.3 lb/hp

Wing Span:					36 ft 9 in

Wing Area:					175 sq ft

Length:						28 ft 3 in

Height:						9 ft 8 in

Fuel Capacity, Total:				90 gal

Oil Capacity:					11 qt

Engine: Teledyne Continental TIO-520-M, Fuel Injection,Turbocharged: 310 hp at 2700 rpm

Propeller: Constant Speed, 3 blades, 80 inch diameter (2.03 m)


NOTE: I design all my aircraft using IAS (Indicated Airspeed) instead of 
====  the default TAS (True Airspeed) setting in Flight Simulator. IAS is
      much more accurate.

About the aircraft:
==================

(I designed this aircraft with South African markings of the actual plane.
 I hope you enjoy it. Read on !!!!)


The first-ever 210 was flown more than 38 years ago. It was actually a 
Cessna 182 with retractable gear with a straight vertical tail. The
first production 210 had a swept tail and a substantially different cowl
from a 182's, but the cabin section was still the same. After that it has 
gone through four seperate airframe changes, becoming one of the most
successful singles ever. In its best year, 1979, almost 1000 were built !

The 210 has been a trailblazer in a lot of areas. It was the first single
with factory-installed deicing and later the first single approved for 
flight in icing conditions. It was also the first single offered with
factory-installed weather radar, with receiver/transmitter and antenna
mounted in a pod slung beneath the right wing. This Pressurized Centurion
has one under the wing. 

The 210 has a very wide allowable center of gravity range. You can
actually fly the 210 with six people on board. You must however watch
the amount of fuel you are carrying in order to stay within the weight
limits. With the 4000 lb max. weight you don't have too much of a problem.

The best-flying of all 210's is the normally aspirated one. The turbo one's
are a bit heavier on the controls due to the weight in the nose of the turbo-
charged engine. 

Flying the Pressurized Centurion:
=================================

The best procedure is a two-stage rotation for takeoff - lift the nose a 
little during the first part of the takeoff run and then, when reaching the
60 to 65 KIAS liftoff speed, rotate to about 10 degrees nose up. 
10 degrees flaps can be used for all normal takeoffs - without them
the takeoff run takes more effort and uses more runway. 

It is said that the 210 is one of the best aircraft in a crosswind ever.
The plane has excellent controlability, and runway handling and taxiing
in strong winds works well.

The 210's strongest point is in instrument flying. The plane is quite stable
and resists deflection from the straight and narrow. Once it is established,
whether during climb, cruise, or appraoch, it wants to stay put.

One thing you must keep in mind is that, even though the 210 has good
stability, it needs a pilot who knows his limits and the aircraft's for that
matter. What I mean is that, especially on take-off, one must be careful not
to pull too much back on the takeoff while doing a climb-out turn. The adverse
yaw on the plane will happen at such a rapid rate, that you will have loss of
control which leads to the inevitable ! You may however bull back hard, BUT
make careful use of your rudder. This is very important, don't get caught !
Watch your slip indicator ! (The rudder will not be important if you fly on
auto-coordination mode, but then you will stall much easier and go much quicker
into a diving turn, which you can correct by pulling back on the stick a bit.)

On takeoff you can use full throttle and 2700 rpm. You can maybe obtain a 
constant rate of climb of 1050 ft/min depending on your trim and power settings.
During the cruise you can use 2500 rpm max. This only makes sense if you fly in
realism mode.  You should be able to cruise at 165 knots IAS at 75% power at
altitude.

On the approach the 210 has a pitch-up with flaps extension. The approach speed
must not be over 80 KIAS or you will land far into the runway or overshoot. The
stall speed at max weight is about 60 knots IAS; 1.3 times that is 78 knots IAS,
so more than 80 knots IAS will only make landings difficult. I use a
70 knot IAS approach speed with 1 notch flaps. Also be careful not to pull back
too much when you start your flare for touchdown, since this will very easily 
cause you to "float" over the runway and touchdown much further into the runway.
The best way to do an approach is low and with a little bit of power.

All in all, the plane is quite easy to fly if you are careful with the power and
keep your eye on the speed when approaching. I have flown a Turbo Centurion 
myself and I can tell you that this plane is simply FUN TO FLY !

THIS PLANE (OR DESIGN) HAVE BEEN TESTED BY A FRIEND OF MINE WHO IS A COMMERCIAL
PILOT AND WHO HAS A LOT OF HOURS ON THE 210 CENTURIONS. SO, I TRUST THAT ALL YOU
SIM-PILOTS WILL FIND THIS PLANE A PLEASURE TO FLY.

PLEASE FEEL FREE TO COMMENT ME ON MY DESIGNS !

=====================================HAPPY LANDINGS============================== 