A2A C172 Pilot's Manual
A2A C172 Pilot's Manual
A2A C172 Pilot's Manual
C172
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A2ASIMULATIONS
C172
ACCU-SIM
C172 TRAINER
CONTENTS
6 FOREWORD
CESSNA 172/Skyhawk – The Very Defi-
nition of a Classic Aeroplane
22 DESIGNER’S NOTES
24 QUICK-START GUIDE
Everything you need to get cleared
for take-off as soon as possible.
38 PROPELLERS
What you need to know about the pro-
peller as and Accu-Sim pilot.
42 SPECIFICATIONS
As a pilot you must always be aware of what
your aircraft can do … and what it can’t.
46 NORMAL OPERATIONS
Airspeeds for normal operation of the C172.
48 CHECKLISTS
Normal operations checklists and proce-
dures for the Accu-Sim C172 Trainer.
60 PERFORMANCE CHARTS
What you need to know to plan your flights.
66 EMERGENCIES
Emergency procedures and checklists.
72 EMERGENCIES EXPLAINED
A more detailed look at the emer-
gency procedures.
98 CREDITS
Cessna 172 has endured going- on six serves in the U. S. Border Patrol
and Civil Air Patrol for search
decades, and is an undisputedly tradi- and rescue missions as well as
in over a dozen foreign air forc-
tional design. Classic? es since its introduction.
All of this has not come
about by chance. The Cessna
172 is an example of what can
be achieved by intelligent com-
promise and attention to what
If Piper aircraft are “Fords”, based upon William T. is required as well as to what is desired in a basic four-
Piper having been called “The Henry Ford of Aviation”, seat aeroplane. While many Cessna aeroplanes have
then Cessna aircraft are surely at least “Chevys”. Of been ground- breaking and highly significant markers
course, in both instances I am referring to the smaller, in the history of aviation, the simple, straight-forward,
lower powered, single-engine examples, the types of and distinctly unspectacular C-172 may be Clyde Cess-
aeroplanes that most private pilots rent or fly as mem- na’s and his company’s greatest achievement.
bers of a club — Piper’s Tomahawks and Cherokees, If this is so it is not because the 172 exhibits blinding
and Cessna’s 152s, 162s and, particularly the venerable performance or is so extraordinarily lovely to behold.
172/Skyhawk. No, the 172 is a modest and ordinary looking aero-
These Pipers and Cessnas are the aviation indus- plane, an efficient short-hauler with moderate-payload
try’s entry-level aeroplanes just as lower-priced Fords and range. Stable and pilot-friendly it is also surpris-
and Chevys are their automotive equivalent (No slight ingly nimble and quick on the controls when needs be.
or disrespect is intended towards any of the other au- The 172 is a mostly docile (except for a sharp stall break
tomobile manufacturers who also offer excellent entry- under certain conditions), some might say pedestrian
level automobiles). It might be hard to find a private aeroplane, purposely designed to be able to be flown
pilot who has not taken some dual and/or soloed in a safely even by the dimmest bulb on the pilot tree. Not
Cessna 172. It can be seen, often many examples, at just a fast cruiser or a rapid climber it is, however, an hon-
about any and every general aviation airport, and this is est, solid and reliable aircraft, neither overly forgiving
Photos of
the 1937-38
Luscomb 8a nor overly challenging. Accordingly, it is one of the best Of the 60K Cessna172/Skyhawks that have been built
choices for both VFR and IFR training. With its high wing, since its debut in November 1955, more than 20,000 of
granting an unobstructed downwards view, it is ideal those which remain are based and flying in the United
for sightseeing, aerial photography and for patrol and States; the rest are scattered over virtually every corner
surveillance duties. of the world.
FBOs and flying clubs love 172s because there are
always excellent examples available in the market for THE RISE OF A CLASSIC AEROPLANE
purchase/lease, they are reasonably priced, cost effec- So then, from where and whence did this ubiquitous
tive to operate, are durable, and if well-maintained, work horse of the general aviation fleet come?
hold their value well. Parts are plentiful and available Anyone seeking proof that evolution exists need
but, as it is with all aeroplanes, they may be expensive look no further than the Cessna 172. Its design is a
depending upon which part(s) is/are needed. Pilots new mélange, hybrid and accumulation of those designs of
to the 172 find that they offer no unpleasant surprises, a number of previously successful aeroplanes. Many
are a quick study and require little time to check out in. histories of this aeroplane start from the point when
They have an excellent safety record, keeping hull and Cessna decided to put a nose wheel on their popular
liability insurance premiums to the minimum. They are 170 model; but that does not go back far enough. It is
not fuel guzzlers and can withstand a lot of pilot abuse. clear that many of the specific design characteristics of
Renters find that they are not walletbusters, either. the 172 gradually took shape and form from its immedi-
On the debit side, 172s cabins are snug with lim- ate predecessors going back to just after World War II.
ited shoulder and headroom for all but the smallest The 172’s real forefathers are the humble 120/140/140A
and slightest people. “Full sized” adults will find them models, the elementary, 85-90 h.p., single engine, high
an uncomfortable or even prohibitively small environ- wing, two seat tail wheel aeroplanes which came into
ment. Like many “four-seat” GA aeroplanes, the 172’s this world in 1946 as part of the virtually universally pre-
average 900 lb. useful load does not permit full tanks dicted General Aviation (GA) boom which so many sup-
plus four hefty adults on board. With standard tanks (43 posed would blossom and thrive after World War II as a
gal.) on board, only 642 lbs. of available load remains. matter of course, but which never happened.
Of course, if you and your friends weigh and average of You see, the makers of general aviation aeroplanes
no more than 160 lbs. or so each, no worries. In the real thought, and to be fair not without sound reason, that
world (my world, anyway) this may not be the case. thousands of returning military pilots would be more
172s are slow; there is no way around it. It’s a 120k than anxious to jump at the chance of owning and flying
(138 m.p.h.) aeroplane and that is all. Fully loaded it their own aeroplanes now that they had experienced
may climb at 600-700 fpm at sea level. The cabin is loud, (on Uncle Sam’s dime, if you please) the “wonderful
even at cruise settings the engine produces a distinc- world of flying”. Sounds good, right? Wrong.
tive and pervasive low-midrange drone that makes ca- The real story which the virtually drooling after-war
sual conversation in the air without an intercom system aeroplane manufacturers did not ken was that for all
somewhat difficult. However, from the “R” model for- too many of these brave and valiant pilots their experi-
ward, some attention to cabin soundproofing has been ences in the air during the war ran from deadly dull to
addressed. just deadly; and with not much in between. Fortunately,
Photos of
the 1946
Cessna 120
The 1950C-140A
na’s landing gear legs have changed from steel leaf but literally life-saving and life-changing introduction to
to tapered tubular spring over time, their profile and and involvement with aviation. The airplane he bought
general appearance have remained essentially un- and learned to fly in was a Cessna 140.
changed. The 140A had toe brakes which were not at The Cessna 120/140 is one of the most gentle and
all common in light aeroplanes at that time. Cessna forgiving of the classic tailwheel aeroplanes; however,
was afraid that pilots new to this kind of brake control interestingly (bafflingly), a few 140As have been spotted
system would nose the 140A over too easily by braking with nose wheel conversions, turning them into sort-of
too hard. Accordingly, the main gear was moved for- Cessna 150s. Most ironically, there are and have been
ward to put the C. G. farther behind the main wheels. for some time a number of companies offering a tail-
Later, some 120s and 140s were retrofitted with land- wheel conversion for the Cessna 150/152 turning them
ing gear extension modifications which moved their into sort-of Cessna 140A’s! Madness, I say; madness.
wheels forward as well. Pilots being the myriad, mul-
tifarious, magpies that they are, some have managed THE CESSNA 170 – GETTING
to nose over their 140As anyway. CLOSER TO HOME.
Around 525 140As were built, including a few C-140A Given the time it takes for design development and pro-
“Patroller” types, anticipating the 1949 L-19 (O-1) “Bird- totype testing, the C-170, introduced to the public on 27
dog”, a derivative of the C-170. These aeroplanes were February 1948, a year before the debut of the C-140A,
designed for use by police departments who had vast it is clear that as early as 1947 that Cessna was already
areas of highway to patrol such as are found in and committed to producing a four-seat version of their
around the deserts of the southwest U.S. They had see- 120/140 models.
through Plexiglas doors, 42 gallon fuel tanks for long Like the 120/140, the new C-170 was initially pro-
range/long loitering time; and most curiously, a tube in duced with an all-metal fuselage and fabric-covered
the floor which could ostensibly be utilised for dropping wings which had no dihedral and were called “straight-
messages and/or for more basic biological necessities. wings”. The fin/rudder had no dorsal fin. The engine was
The Cessna 140 has a special place in the hearts of upgraded to the reliable flat, six-cylinder, horizontally
all of those (me) who were first introduced to the re- opposed 145 hp Continental C-145-2 (later the O -300A)
ality that we could actually go flying by the late and with three of the C-140’s fuel tanks totaling 42 US gal-
much missed Frank Kingston Smith who, amongst his lons installed in the wings to accommodate the larger
many books and magazine articles wrote the delightful, engine. The lift struts were the same “V”, two- strut de-
“Weekend Pilot”. Therein he tells of how as a much be- sign as on the 120/140. In every way this new aeroplane
leaguered young Philadelphia attorney in the mid 1950s was just a slightly larger 120/140; but changes were to
he almost succumbed to a depressing syndrome of ul- come soon which would transform this aeroplane into
cers and emotional dysfunction but for his accidental, the father of the 172.
Photos of 1955
Cessna 170C
Photo of 1961
C-172A/Skyhawk
Cessna 172/Skyhawk
w/ new fuselage
SIBLINGS AND RELATIONS bulge in the cowling to make room for the rather large
THE CESSNA 175/SKYLARK and bulky engine gear box. This at least makes the
By 1958, the popularity and commercial success of C-175/Skylark an excellent choice for a rather tricky
the C-172/Skyhawk was firmly established. Cessna “name that plane” contest.
perceived that there was market for a more powerful The C-175/Skylark was not a successful aeroplane
C-172 but was unwilling to risk its star seller’s reputa- for Cessna. Firstly, it did not much improve the C-172/
tion and “brand” recognition by going too far in alter- Skyhawk’s performance all that much. Those who de-
ing the basic design. Accordingly a new Cessna, the sired the spectacular and legendary performance of a
C-175 was developed. C-180 simply chose it instead, and those who desired
Intended to take its place between the heavier and a C-180 with tricycle gear chose the C-182/Skylane.
more powerful Cessna 180 and the C-172/Skyhawk, the Secondly, the C-175/Skylark’s ill-starred GO-300 en-
C-175 and the “Skylark”, a more luxurious version, was gine was, perhaps hastily and unfairly perceived to
intended to be both close enough and different enough be unreliable, possibly because of its low TBO, and
to the “Skyhawk” to maintain a familial connection. The accordingly the C-175/Skylark was largely ignored.
powerplant chosen was the Continental GO-300 which Eventually realising that it had clearly made a serious
is a geared and beefed up 175 h.p. version of the 145 h.p. marketing mistake, Cessna wisely dropped the aero-
Continental C-145 engine which powered the Skyhawk. plane from its production lines after only four years
This turned out to be a poor choice of engine. Because of tepid sales.
it is essentially a 145 h.p. engine pushed to put out 30
more horsepower by gearing the propeller, its TBO (time THE CESSNA REIMS - FR172J “REIMS ROCKET”
between overhaul) is only 1,200 hours of operation, Built in the mid ‘60s through the mid ‘70s by the French
whist the un-geared C-145 (O-300)’s TBO is within the aviation company known alternatively as “Societè Nou-
industry standard at 1,800 hours. velle Max Holste, and “Reims Aviation”, the pleasantly
While there are a number of structural details that named FR172J “Reims Rocket” is essentially a heavily
differ from the C-172/Skyhawk to accommodate its modified C-172F. Reims Aviation also produced modifi-
greater power and weight, the C-175/Skylark looks cations of other Cessna aircraft: F150 , F152, F172, F177,
much like the C-172/Skyhawk, except for a distinct F182, F337, and the Reims-Cessna F406 “Caravan”.
The Rocket was powered by a fuel-injected, Conti- modified U. S. A. F. T-41A “Mescalero” primary trainer
nental IO-360D of 210 h.p. (takeoff), 195 h.p. (continu- (see below).
ous) which was built by Rolls Royce, with a constant
speed, controllable propeller, which is also basically the THE T-41A,B “MESCALERO” – U.S.
same powerplant which is installed in the twin-engined AIR FORCE PRIMARY TRAINER
Cessna 336/337 series. In 1964 the U.S. Air Force chose the C-172A to be the
It was the first 172 to have electrically operated aeroplane used for Undergraduate Pilot Training (UPT),
flaps instead of the former manual, lever-operated later called Initial Military Flight Screening (IMFS) air-
flaps (which I personally like a lot better). The Re- craft, naming it the T-41A. The Air Force rightly figured
ims Rocket was the prototype aircraft for the further that if a prospective Flight Training Cadet could not
learn to fly this most docile and forgiving aeroplane in
a fairly short time then he or she was not a likely candi-
date for their most rigourous flight- training program, of
which your author has some practical knowledge.
1972 Cessna “Reims Rocket The T-51A “Mescalero”, named after the “Mescalero
Apache” tribe of New Mexico, was initially a stock 172.
The following year the Air Force, influenced by the in-
creased performance of the Cessna Reims - FR172J “Re-
ims Rocket”, modified the T-41A with the installation of
the same 210 h.p. (takeoff), 195 h.p. (continuous) Con-
tinental IO-360 engine with a constant-speed control-
lable propeller in place of the stock 145 hp Continental
O-300 and its 7654 fixed-pitch propeller as was installed
in the factory C-172A. This was the T-41B.
Additionally, in 1968 the U. S. Air Force acquired 52 T-
41Cs, which had the same engine as the T-41B but with
a fixed-pitch climb propeller for the Air Force Academy
in Colorado Springs, Colorado, a climb propeller be-
ing most useful in that largely vertical territory. Three
1965 T-41A,B “Mescalero” of these remain at the school and are used by, among
others, the Academy’s prestigious show -flying team. A
later “D” model of this aeroplane included more sophis-
ticated avionics including a proprietary military TACAN
(Tactical Air Navigation System) receiver; essentially a
hyper-accurate VOR/DME.
The T-41 in its various incarnations was the U.S. Air
Force’s Initial Military Flight Screening (IMFS) aircraft
until 1993 when it was gradually phased out in place of
the ill-fated and too-occasionally deadly Slingsby T-3A
Firefly. The Air Force has since utilised the Diamond DA2
for this purpose.
R172K HAWK XP
Built both in Wichita and Reims between 1977 and ’81
1980 R172K Hawk had a fuel injected, Continental IO-360K (IO-360KB) a
XP on floats 210 h.p. engine which was soon derated to 195 h.p. to
increase its TBO from 1,500 hours in 1977- early ’78 to
2,000 hours thereafter, with a constant speed, control-
lable propeller. The Hawk XP was basically Cessna’s
homegrown answer to the French Reims Rocket and
could cruise at 131 knots as opposed to the plain-jane
172’s 120 k cruise. This slight increase in speed was not
considered by some to be worth the extra purchase
price and operating costs.
However, the one place that the R172K Hawk XP re-
ally shines is on the water. A standard 172 is not power-
ful enough to be an effective four-passenger floatplane;
however, the Hawk XP on floats is one of GA’s nicest C-172 go faster. To do so cost US$19,000 more than
four-seat floatplanes, with its excellent takeoff perfor- the standard 172 so that the landing gear would get
mance and cruise speed of around 125K, which is very out of the way of the oncoming air. However, at the
good for a floatplane in its class. (more unimportant in- end of the day the RG’s best cruise speed is only 140
formation; I often flew a Hawk yea’ years ago from the knots compared to the 120 or so knots cruise of the
old, now long gone and much missed “Suburban Sea- standard and much less expensive 172. The extra ex-
plane Base” in Island Park, N.Y., located near the Long pense of purchase, maintenance and annual inspec-
Beach /Island Park Bridge; and it was a class act with tion of a C-172 with retractable gear was not greeted
lots of get up and go) with enthusiasm by many. Additionally, for some, the
idea of an aeroplane with wing struts hanging out in
THE CESSNA 172RG “CUTLASS” the breeze and retractable gear seems and looks pre-
Sometimes humourously (or maybe not so humour- posterous, and perhaps it is.
ously) called the 172 “RRR” (Pirates, Cutlass…whatev- In any event, the C-172RG was a case of not enough
er), the “RG” stands for the fact that this 172’s landing go for the buck; and, accordingly, it did not find much
gear retracts. Introduced in 1980 and actually appear- favour in the mass GA market. The beginning of a world-
ing on the Cessna 175’s FAA type certificate, the 172 wide slump in new GA aircraft sales in 1980 didn’t help,
RG is officially considered to be a variant of the C-175 either. The RG found a small niche for itself, however, in
and not of the C-172. It is powered by the venerable flight schools which found it to be a relatively low-cost
Lycoming O-360-F1A6 engine of 180 h.p. (also the fa- aeroplane for giving pilots the requisite complex aircraft
miliar powerplant of the Piper “Comanche 180”, “Ar- (controllable propeller - retractable landing gear) expe-
cher” and many others), with a constant-speed, con- rience necessary to obtain a Commercial Pilot’s Certifi-
trollable propeller. The idea was to make the 120 knot cate in the U.S.
ed cabin for the pilot’s seat. A soft, roll-up pad was used
as sleeping accommodations for the pilot not on duty.
Problems arose early in the flight when the electric
generator, which was driven by the engine, failed. Un-
daunted by this setback, the innovative Timm and Cook
called for and hauled up a wind -driven generator from
an Aeronca Champion, duct-taped it to the right wing
strut and plugged it into the aeroplane’s cigarette lighter
receptacle, thereby providing electric power for the re-
mainder of the flight which went without a further hitch.
Once they knew that they had broken the world’s
record for endurance in flight, the pilots wisely decided
to end their flight as their faithful Cessna’s beleaguered
and tired engine was, after over 1,500 hours of continu-
ous operation, starting to lose power. Near the end of
the flight, the exhausted 172 could hardly climb away
after refueling and before all ended in tragedy the time
to call it quits was clearly on hand.
NOTEWORTHY FLIGHTS This world’s record breaking Cessna 172 can be seen
LONGEST TIME IN THE AIR WORLD’S on display in the passenger terminal at McCarran Inter-
RECORD FLIGHT national Airport, Las Vegas, Nevada.
As part of a clever and spectacular fund- raising scheme
for the Damon Runyon Cancer Fund Robert Timm and TO RUSSIA WITH LOVE
John Cook took off from McCarran Airfield, Las Vegas, NV On 28 May 1987 at approximately 7:00 p.m., 18 (or pos-
in Cessna 172 N9172B on December 4, 1958. What was sibly 19) year- old Mathias Rust, a German pilot with
different and newsworthy about this particular takeoff only around 50 hours of flight experience flew a rented
was that the next landing did not occur until 64 days, 22 German- registered Reims Cessna F172P, D-ECJB from
hours, 19 minutes and 5 seconds had elapsed when they Helsinki-Malmi Airport through Soviet airspace to a
landed back at McCarran Airfield on February 4, 1959. landing on a bridge near St. Basil’s Cathedral in Red
Timm and Cook pulled up all personal necessaries, Square, Moscow, U. S. S. R. Rust was detected by but not
such as food, water with buckets on ropes and through stopped by Soviet air defense forces.
the specially made accordion door on the passenger’s As it happens, Mr. Rust was luckier than he could
side from a truck which drove at full throttle down a have hoped for in that the overhead electric trolly wires
long, straight road with the Cessna flying overhead and that usually run along and above the bridge were under
matching its speed. Fuel was taken on board through a repair and had been taken down on the morning of day
hose which first fed a special auxiliary fuel tank in the he landed there and were replaced the next day. After a
belly of the aeroplane which, in turn, fed the two wing successful landing Rust then taxied off the bridge, past
tanks. Extra oil was carried on board and fed to the en- the famous Cathedral and came to a stop about 100 me-
gine through hole in the instrument panel and firewall. tres from the entrance to Red Square. His approach and
To accommodate all those cans of oil and other living landing was videotaped by a British doctor. Rust was
necessaries, there was only room in the snug and crowd- promptly arrested, tried and sentenced to 4 years in a
O
ER TEN YEARS ago, A2A (then Shockwave
V
Productions) entered the flight simulation
scene with strong opinions of what was
needed in our flight simulation industry.
And thus, began our quest to unwind and
re-define what the word “simulation” truly
means. Today and over a decade later, we
have released a new airplane, the Accu-Sim
C172 Trainer. This is one of our most ambi-
tious and important projects to date.
SYSTEM REQUIREMENTS
The A2A Simulations Accu-Sim C172
Trainer requires the following to run:
▶▶ Requires licensed copy of
Microsoft Flight Simulator X
▶▶ Service Pack 2 (SP2) required
OPERATING SYSTEM:
▶▶ Windows XP SP2
▶▶ Windows Vista
▶▶ Windows 7
▶▶ Windows 8
PROCESSOR:
▶▶ 2.0 GHz single core processor (3.0GHz and/or
multiple core processor or better recommended)
HARD DRIVE:
▶▶ 250MB of hard drive space or better
VIDEO CARD:
▶▶ DirectX 9 compliant video card with at least 128
MB video ram (512 MB or more recommended)
OTHER:
▶▶ DirectX 9 hardware compatibility and audio
card with speakers and/or headphones
INSTALLATION
Included in your downloaded
zipped (.zip) file, which you should
have been given a link to download
after purchase, is an executable
(.exe) file which, when accessed,
contains the automatic installer for
the software.
To install, double click on the ex-
ecutable and follow the steps pro-
vided in the installer software. Once
complete, you will be prompted
that installation is finished.
REALISM SETTINGS
The A2A Simulations Accu-Sim C172
Trainer was built to a very high de-
gree of realism and accuracy. Be-
cause of this, it was developed using
the highest realism settings avail-
able in Microsoft Flight Simulator X.
The following settings are rec-
ommended to provide the most ac-
curate depiction of the flight model.
Without these settings, certain fea-
tures may not work correctly and
the flight model will not perform ac-
curately. The figure below depicts
the recommended realism settings
for the A2A Accu-Sim C172 Trainer.
FLIGHT MODEL
To achieve the highest degree of real-
ism, move all sliders to the right. The
model was developed in this manner,
thus we cannot attest to the accuracy
of the model if these sliders are not
set as shown above. The only excep-
tion would be “Crash tolerance.”
K
eep the engine at or above 800 RPM. Fail-
ure to do so may cause spark plug fouling.
If your plugs do foul (the engine will sound
rough), try running the engine at a higher
RPM. You have a good chance of blowing
them clear within a few seconds by doing so.
If that doesn’t work, you may have to shut
down and visit the maintenance hangar.
B
e careful with high-speed power-on dives
(not recommended in this type of aircaft),
as you can lose control of your aircraft if
you exceed the max allowable speed.
Developed for
Aircraft
that it catches fire. However, it may persistence is craft are not like automobiles, in the conditions. So be aware, no longer
not catch fire; it may just quit, or one of the key sense that weight plays a key role in will your aircraft load with full fuel
may not run smoothly. This is Accu- features of Accu- the creation of every component. So, every time, it will load with the
Sim – it’s both the realism of all of Sim. Maintain almost every system on your aircraft same amount of fuel you left off
these systems working in harmony, your C172 from is created to be just strong enough to when you quit your last flight. You
flight to flight in
and all the subtle, and sometimes the Maintenance give you, the pilot, enough margin of will learn the easy or the hard way
not so subtle, unpredictability of Hanger. error to operate safely, but these mar- to make, at the very least, some ba-
it all. The end result is when flying gins are smaller than those you find in sic checks on your systems before
in an Accu-Sim powered aircraft, it an automobile. So, piloting an aircraft jumping in and taking off, just like a
just feels real enough that you can requires both precision and respect of real aircraft owner.
almost smell the avgas. the machine you are managing. Additionally, in each flight things
It is important that you always will sometimes be different. The
YOUR AIRCRAFT TALKS keep an eye on your oil pressure gauges and systems will never be
We have gone to great lengths to and engine temperature gauges. exactly the same. There are just
bring the internal physics of the air- On cold engine starts, the oil is too many moving parts, variables,
frame, engine, and systems to life. thick and until it reaches a proper changes, etc., that continuously al-
Now, when the engine coughs, you operating temperature, this thick ter the condition of the airplane, its
can hear it and see a puff of smoke. If oil results in much higher than engine and its systems.
you push the engine too hard, you can normal oil pressure. In extreme
also hear signs that this is happening. cold, once the engine is started, NOTE: Signs of a damaged engine may
Just like an actual pilot, you will get watch that oil pressure gauge and be lower RPM (due to increased friction),
to know the sounds of your aircraft, idle the engine as low as possible, or possibly hotter engine temperatures.
from the tires scrubbing on landing keeping the oil pressure under
to the stresses of the airframe to the 120psi. SOUNDS GENERATED
window that is cracked opened. BY PHYSICS
PERSISTENT AIRCRAFT Microsoft Flight Simulator X, like
BE PREPARED – STAY Every time you load up your Accu- any piece of software, has its limi-
OUT OF TROUBLE Sim C172 Trainer, you will be flying tations. Accu-Sim breaks this open
The key to successfully operating al- the continuation of the last aircraft by augmenting the sound system
most any aircraft is to stay ahead of which includes fuel, oil, coolant with our own, adding sounds to
the curve and on top of things. Air- levels along with all of your system provide the most believable and im-
ENGINE TEMPERATURE
All sorts of things create heat in an
engine, like friction, air temp, etc.,
but nothing produces heat like
COMBUSTION.
The hotter the metal, the weaker
its strength.
Aircraft engines are made of alu-
minum alloy, due to its strong but
lightweight properties. Aluminum
maintains most of its strength up
to about 150°C. As the temperature
approaches 200°C, the strength
starts to drop. An aluminum rod at
0°C is about 5× stronger than the
The hotter the
metal, the weaker same rod at 250°C, so an engine is
its strength. most prone to fail when it is run-
ning hot. Keep your engine tem-
peratures down to keep a healthy
running engine.
PERFORMANCE SPECIFICATIONS
Note that high speed figures are with wheel fairings.
Subtract 2 kias when removed. Performance data is
supplied for the “R” (or “160 HP”) model only.
SPEEDS
RANGE
TAKEOFF
LANDING
STALL SPEED
GENERAL
ENGINE MAX WEIGHTS
MANEUVER LIMITS
TAKEOFF
▶▶ Normal Climb Out: 70-80 kias
▶▶ Short Field Takeoff, Flaps 10°,
Speed at 50 Feet: 57 kias
LANDING APPROACH
▶▶ Normal Approach, Flaps Up: 65-75 kias
▶▶ Normal Approach, Flaps 30°: 60-70 kias
▶▶ Short Field Approach, Flaps 30°: 62 kias
BALKED LANDING
▶▶ Maximum Power, Flaps 20°: 55 kias
MAXIMUM DEMONSTRATED
CROSSWIND VELOCITY
▶▶ Takeoff or Landing: 15 kts
8. Master Switch — ON
9. Fuel Quantity Indicators — CHECK QUANTITY AND ENSURE LOW
FUEL ANNUNCIATORS (L LOW FUEL R) ARE EXTINGUISHED
10. Avionics Master Switch — ON
11. Avionics Cooling Fan — CHECK AUDIBLY FOR OPERATION
12. Avionics Master Switch — OFF
13. Static Pressure Alternate Source Valve — OFF
14. Annunciator Panel Switch — PLACE AND HOLD IN TST
POSITION and ensure all annunciators illuminate
NOTE: When Master Switch is turned ON, some annunciators will flash for
approximately 10 seconds before illuminating steadily. When panel TST
switch is toggled up and held in position, all remaining lights will flash un-
til the switch is released.
e. Engine RPM — INCREASE to approximately 1500 RPM (as engine RPM increases,
alternator output should increase to meet the system load requirements)
f. Ammeter and Low Voltage Annunciator – CHECK (the ammeter should
indicate in the positive direction, showing that the alternator is supplying
current and the Low Voltage Annunciator (VOLTS) should not be lighted)
NOTE: If the indications, as noted in Step “d” and Step “f”, are not observed, the electrical
system is not functioning properly. Corrective maintenance must be performed to provide for
proper electrical system operation before flight.
2. Throttle — FULL OPEN
3. Mixture — RICH (above 3000 feet,
LEAN to obtain maximumRPM)
Reverse the adjustment slowly in TAKEOFF checklist is com- pared to typical training operations
the rich direction until an EGT indi- plete re-lean the mixture as at full rich mixture. In addition, the
cation decrease is again just detect- described above until ready above procedures will minimize spark
able, then set the EGT index pointer for the TAKEOFF checklist. plug fouling since the reduction in fuel
to match the peak indication. The consumption results in a proportional
mixture may be leaned slightly to 2. Lean the mixture for maxi- reduction in tetraethyl lead passing
return to peak EGT or may be further mum RPM during full throttle through the engine.
richened to Recommended Lean climbs above 3000 feet. The
mixture as desired. Continuous op- mixture may remain leaned STALLS
eration at mixture settings lean of (maximum RPM at full throttle) The stall characteristics are con-
peak EGT is prohibited. Any change for practicing maneuvers such ventional and aural warning is pro-
in altitude or throttle position will as stalls and slow flight. vided by a stall warning horn which
require that peak EGT be redeter- sounds between 5 and 10 kias
mined and the desired mixture be 3. Lean the mixture for maximum above the stall in all configurations.
reset. Under some conditions, en- RPM during all operations
gine roughness may occur at peak at any altitude, including LANDING
EGT. In this case, operate at Recom- those below 3000 feet, when NORMAL LANDING
mended Lean mixture. using 80% or less power. Normal landing approaches can be
As noted in EGT Table, operation made with power on or power off
at peak EGT provides the best fuel NOTE: When cruising or maneuver- with any flap setting desired. Sur-
economy. Operation at peak EGT ing at 80% or less power, the mixture face winds and air turbulence are
results in approximately 4% greater may be further leaned until the EGT usually the primary factors in de-
range and approximately a 3 knot indicator needle peaks and is then termining the most comfortable ap-
decrease in airspeed from the fig- enrichened 50°F. This is especially proach speeds. Steep slips should
ures shown in the Performance sec- applicable to cross-country training be avoided with flap settings great-
tion of this handbook. Recommend- flights, but should be practiced dur- er than 20° due to a slight tendency
ed Lean mixture provides best level ing transition flight to and from the for the elevator to oscillate under
cruise performance(generally close practice area as well. Using the above certain combinations of airspeed,
to “best power” or maximum RPM). recommended procedures can provide sideslip angle, and center of gravity
fuel savings in excess of 5% when com- loadings.
NOTE: The EGT indicator requires
several seconds to respond to mixture
adjustments and changes in exhaust
gas temperature. More rapid changes
in EGT indication are neither neces-
sary nor desirable. Determining peak
EGT and setting the desired mixture
should take approximately one min-
ute when the adjustments are made
sufficiently slowly and accurately.
P
ERFORMANCE DATA CHARTS
on the following pages are
presented so that you may
know what to expect from
the airplane under various
conditions, and also, to facilitate the
planning of flights in detail and with
reasonable accuracy. The data in the
charts has been computed from ac-
tual flight tests with the airplane and
engine in good condition and approx-
imating average piloting techniques.
CRUISE PERFORMANCE
Pressure 20°C BELOW STANDARD STANDARD 20°C ABOVE STANDARD
Altitude RPM TEMPERATURE TEMPERATURE TEMPERATURE
(ft.) % BHP KTAS GPH % BHP KTAS GPH % BHP KTAS GPH
2000 2250 --- --- --- 79 115 9.0 74 114 8.5
2200 79 112 9.1 74 112 8.5 70 111 8.0
2100 69 107 7.9 65 106 7.5 65 105 7.1
2000 61 101 7.0 58 99 6.6 55 97 6.4
1900 54 94 6.2 51 91 5.9 50 89 5.8
CONDITIONS CONDITIONS
2450 Pounds 2450 Pounds
Recommended Lean Mixture for Cruise At All Recommended Lean Mixture for Cruise At
Altitudes Standard Temperature Zero Wind All Altitudes Standard Temperature
NOTES NOTE
1. This chart allows for the fuel used for engine start, taxi, 1. This chart allows for the fuel used for engine start,
takeoff and climb, and the distance during climb. taxi, takeoff and climb, and the time during climb.
2. Performance is shown for an airplane equipped
with speed fairings, which increase the cruise
speeds by approximately two kias.
▶▶ Maneuvering Speed
◆◆ 2450 lbs: 99 kias
◆◆ 2100 lbs: 92 kias
◆◆ 1600 lbs: 82 kias
Maximum Glide: 65 kias
Precautionary Landing With Engine Power: 60 kias
A more detailed
look at the emer-
gency procedures.
FORCED LANDINGS down moment resulting from pow- wheel briskly forward far
If all attempts to restart the engine er reduction is an adverse factor enoughto break the stall.
fail and a forced landing is immi- and the airplane may land on the Full down elevator may
nent, select a suitable field and pre- nose wheel. Consequently, at flare, be required at aft center
pare for the landing as discussed the elevator trim control should be of gravity loadings to as-
under the Emergency Landing With- adjusted toward the full nose up sure optimum recoveries.
out Engine Power checklist. Trans- position and the power adjusted so 5. Hold these control inputs until
mit Mayday message on 121.5 MHz that the airplane will rotate to the rotation stops. Premature
giving location and intentions and horizontal attitude for touchdown. relaxation of the control inputs
squawk 7700. Before attempting Close the throttle at touchdown. may extend the recovery.
an “off airport” landing with engine 6. As rotation stops, neutralize
power available, one should fly over FIRES rudder, and make a smooth
the landing area at a safe but low al- Although engine fires are extremely recovery from the resulting dive.
titude to inspect the terrain for ob- rare in flight, the steps of the appro-
structions and surface conditions, priate checklist should be followed NOTE: If disorientation precludes a vi-
proceeding as discussed under the if one is encountered. After comple- sual determination of the direction of
Precautionary Landing With Engine tion of this procedure, execute a rotation, the symbolic airplane in the
Power checklist. Prepare for ditch- forced landing. Do not attempt to turn coordinator may be referred to for
ing by securing or jettisoning heavy restart the engine. The initial indi- this information.
objects located in the baggage area cation of an electrical fire is usually
and collect folded coats for protec- the odor of burning insulation. The ROUGH ENGINE OPERATION
tion of occupants’ face at touch- checklist for this problem should re- OR LOSS OF POWER
down. Transmit Mayday message sult in elimination of the fire. SPARK PLUG FOULING
on 121.5 MHz giving location and in- A slight engine roughness in flight
tentions and squawk 7700. Avoid a TOTAL VACUUM may be caused by one or more
landing flare because of difficulty in SYSTEM FAILURE spark plugs becoming fouled by
judging height over a water surface. If both the vacuum pumps fail in carbon or lead deposits. This may
The checklist assumes the avail- flight, the directional indicator and be verified by turning the ignition
ability of power to make a precau- attitude indicator will be disabled, switch momentarily from BOTH to
tionary water landing. If power is and the pilot will have to rely on the either L or R position. An obvious
not available, use of the airspeeds turn coordinator if he inadvertently power loss in single ignition op-
noted with minimum flap exten- flies into clouds. If an autopilot is in- eration is evidence of spark plug
sion will provide a more favorable stalled, it too may be affected. The or magneto trouble. Assuming that
attitude for a power off ditching. In following instructions assume that spark plugs are the more likely
a forced landing situation, do not only the electrically powered turn cause, lean the mixture to the rec-
set the AVIONICS MASTER switch coordinator is operative, and that ommended lean setting for cruis-
or the airplane MASTER switch to the pilot is not completely profi- ing flight. If the problem does not
the OFF position until a landing is cient in instrument flying. clear up in several minutes, deter-
assured. When these switches are mine if a richer mixture setting will
in the OFF position, the airplane SPINS produce smoother operation. If
electrical systems are de-energized. not, proceed to the nearest airport
Before performing a forced landing, NEVER INTENTIONALLY SPIN an air- for repairs using the BOTH position
especially in remote and mountain- craft that is not designed and built to of the ignition switch unless ex-
ous areas, activate the ELT trans- be spun (aerobatic aircraft). treme roughness dictates the use
mitter by positioning the cockpit- of a single ignition position.
mounted switch to the ON position. Should an inadvertent spin oc-
cur, the following recovery proce- MAGNETO MALFUNCTION
LANDING WITHOUT dure should be used: A sudden engine roughness or mis-
ELEVATOR CONTROL firing is usually evidence of magne-
Trim for horizontal flight (with an 1. Retard throttle to idle position. to problems. Switching from BOTH
airspeed of approximately 65 kias 2. Place ailerons in neu- to either L or R ignition switch po-
and flaps set to 20°) by using throttle tral position. sition will identify which magneto
and elevator trim controls. Then do 3. Apply and hold full rud- is malfunctioning. Select different
not change the elevator trim control der opposite to the di- power settings and enrichen the
setting; control the glide angle by rection of rotation. mixture to determine if continued
adjusting power exclusively. At the 4. Just after the rudder reaches operation on BOTH magnetos is
landing flare (round-out), the nose the stop, move the control possible. If not, switch to the good
COCKPIT FAMILIARIZATION 1. Oil Temp and Oil Pressure Indicator. 20. ADF Receiver.
The center panel contains various 2. Fuel Quantity Indicator. 21. Transponder.
avionics equipment arranged in 3. Vacuum Gauge and Ammeter. 22. Autopilot.
a vertical rack. This arrangement 4. EGT/Fuel Flow Indicator. 23. Hour Meter.
allows each component to be re-
5. Digital Clock/O.A.T. Indicator. 24. Cabin Air Control.
moved without having to access the
backside of the panel. Below the 6. Turn Indicator. 25. Cabin Heat Control.
panel are the throttle, mixture, alter- 7. Airspeed Indicator. 26. Flap Switch and Position Indicator.
nate static air and lighting controls. 8. Directional Gyro. 27. Mixture Control.
9. Attitude Indicator. 28. Alternate Static Air Control.
10. Tachometer. 29. Throttle Control.
11. Vertical Speed Indicator. 30. Radio and Panel Dimming Control.
12. Altimeter. 31. Glareshield and Pedes-
13. Annunciator Panel. tal Dimming Control.
14. ADF Bearing Indicator. 32. Avionics Master Switch.
15. Course Deviation and Glide 33. Pitot Heat Switch.
Slope Indicators. 34. External Lighting Switches.
16. GPS Receiver. 35. Fuel Pump Switch.
17. Audio Control Panel. 36. Battery Master Switch.
18. NAV/COM Radio #1 37. Ignition Switch.
19. NAV/COM Radio #2
GROUND CONTROL LANDING GEAR SYSTEM high or gusty winds occur, a control
Effective ground control while taxi- The landing gear is of the tricycle surface lock should be installed over
ing is accomplished through nose type, with a steerable nose wheel the vertical stabilizer and rudder.
wheel steering by using the rudder and two main wheels. Wheel fair- The control lock and any other type
pedals; left rudder pedal to steer left ings are optional equipment for of locking device should be removed
and right rudder pedal to steer right. both the main and nose wheels. prior to starting the engine.
When a rudder pedal is depressed, Shock absorption is provided by
a spring loaded steering bungee the tubular spring steel main land- ENGINE
(which is connected to the nose gear ing gear struts and the air/oil nose The airplane is powered by a hori-
and to the rudder bars) will turn the gear shock strut. Each main gear zontally opposed, four cylinder,
nose wheel through an arc of ap- wheel is equipped with a hydrauli- overhead valve, air cooled, fuel
proximately 10° each side of center. cally actuated disc type brake on injected engine with a wet sump
By applying either left or right brake, the inboard side of each wheel. lubrication system. The engine is
the degree of turn may be increased a Lycoming Model IO-360-L2A and
up to 30° each side of center. CONTROL LOCKS is rated at 160 horsepower at 2400
A control lock is provided to lock the RPM. Major accessories include a
WING FLAP SYSTEM aileron and elevator control surfac- starter and belt driven alternator
The single-slot type wing flaps, are es to prevent damage to these sys- mounted on the front of the engine,
extended or retracted by position- tems by wind buffeting while the air- and dual magnetos, dual vacuum
ing the wing flap switch lever on plane is parked. The lock consists of pumps, and a full flow oil filter
the instrument panel to the desired a shaped steel rod and flag. The flag mounted on the rear of the engine
flap deflection position. The switch identifies the control lock and cau- accessory case.
lever is moved up or down in a slot- tions about its removal before start-
ted panel that provides mechani- ing the engine. To install the control ENGINE CONTROLS
cal stops at the 10°, 20° and 30° lock, align the hole in the top of the Engine power is controlled by a
positions. To change flap setting, pilot’s control wheel shaft with the throttle located on the switch and
the flap lever is moved to the right hole in the top of the shaft collar on control panel above the center ped-
to clear mechanical stops at the the instrument panel and insert the estal. The throttle is open in the
10° and 20° positions. A scale and rod into the aligned holes. Installa- full forward position and closed in
pointer to the left of the flap switch tion of the lock will secure the aile- the full aft position. A friction lock,
indicates flap travel in degrees. The rons in a neutral position and the which is a round knurled knob, is
wing flap system circuit is protected elevators in a slightly trailing edge located at the base of the throttle
by a 10- ampere circuit breaker, la- down position. Proper installation and is operated by rotating the lock
beled FLAP, on the left side of the of the lock will place the flag over clockwise to increase friction or
control panel. the ignition switch. In areas where counterclockwise to decrease it.
ENGINE INSTRUMENTS
Engine operation is monitored by
the following instruments: oil pres-
sure/oil temperature indicator, ta-
chometer and exhaust gas tempera-
ture (EGT) indicator. In addition, the
annunciator panel contains a red OIL
PRESS annunciator which comes on
when the oil pressure is low.
Oil pressure signals are generated
from an oil pressure line/transducer
combination. An oil pressure line is
routed from the upper front of the
engine case to the rear engine baffle. strument panel to the right of the mocouple. As the mixture is leaned
At the baffle, the oil pressure line pilot’s control wheel. The instru- (from full rich), the exhaust gas
is connected to a transducer. This ment is calibrated in increments of temperature will increase to a maxi-
transducer produces an electrical 100 RPM and indicates both engine mum value as the stoichiometric
signal which is translated into a pres- and propeller speed. An hour meter (most chemically efficient) fuel-air
sure reading by the oil pressure gage in the lower section of the dial re- ratio is achieved and will decrease if
located on the LH instrument panel. cords elapsed engine time in hours the mixture continues to be leaned.
In addition, a separate low oil and tenths. Instrument markings
pressure indication is provided include the normal operating range MY ENGINE IS SMOKING
through the panel annunciator. This (green arc) from 1900 to 2400 RPM. Remember, your engine is a piston-
annunciator is wired to a pressure The exhaust gas temperature powered air pump. Valves open, a
switch located on the rear of the en- (EGT) indicator is located on the LH piston sucks in air / fuel, ignites it,
gine accessory case. instrument panel as part of the EGT/ another valve opens on the next
When oil pressure is below 20 Fuel Flow indicator. Since exhaust stroke, and it ejects the burned mix-
PSI, the switch grounds and com- gas temperature varies with fuel-air ture out the exhaust. During this
pletes the annunciator circuit, illu- ration (mixture), density altitude, time, oil below is lubricating those
minating the red OIL PRESS light. throttle position and RPM, the in- cylinder walls and piston rings keep
When pressure exceeds 20 PSI, the strument is a useful aid in adjust- that oil below and out of the com-
ground is removed and the OIL ing the mixture for best economy bustion chamber. Also, there are
PRESS annunciator goes out. or performance. The EGT indicator water cooling channels that pass in
allows the pilot to lean (reduce the between these areas, and gaskets
NOTE: The low oil pressure switch is proportion of fuel in the fuel-air keeping that water in those chan-
also connected to the hour (Hobbs) mixture) to a known value using nels and out of these high-vacuum
meter. When pressure exceeds 20 PSI, the maximum or “peak” exhaust combustion chambers. Well, all the
a ground is supplied to the hour meter, gas temperature as a reference. above is how things are supposed
completing the hour meter circuit. An index pointer which can be po- to work, but as all things in life,
sitioned manually is provided for nothing is perfect.
Oil temperature signals are gener- the pilot to mark the location of the
ated from a resistance-type probe lo- peak. Never lean using EGT when BLUE SMOKE
cated in the engine accessory case. As operating at more than 80% power If your cylinders are worn or dam-
oil temperature changes, the probe The EGT system uses a thermo- aged, the cylinders can suck oil up
resistance changes. This resistance is couple in the in the engine exhaust past these rings. This oil is then
translated into oil temperature read- (tailpipe) to supply a voltage pro- present when the chamber com-
ings on the cockpit indicator. portional to exhaust gas tempera- busts, burning it, and ejecting it.
The engine driven mechanical ture. The EGT indicator responds to Two things happen. You will see
tachometer is located on the in- the voltage developed by the ther- blue smoke coming out the exhaust
FUEL VENTING
Fuel system venting is essential to
system operation. Blockage of the
system will result in decreasing fuel
strainer sump. If any evidence of try to jump start a car with a dead and watch how these little changes
fuel contamination is found, it must battery and nothing happens? You affect these systems. Remember,
be eliminated in accordance with have to disconnect the dead battery your electrical system has a bat-
the Preflight Inspection checklist. and try again, since the dead bat- tery and an engine driven electri-
If takeoff weight limitations for the tery is stealing all the electricity). cal generator. The battery puts out
next flight permit, the fuel tanks The physical laws governing elec- about 24 volts, while the genera-
should be filled after each flight to tricity are inexorable as those which tor puts out a little more (about 28
prevent condensation. govern running water. Our latest volts). This allows your generator
and most sophisticated version to not only drive all of the systems,
BRAKE SYSTEM of Accu-Sim accurately replicates but charge the battery at the same
The airplane has a single-disc, hy- those physical laws and permits time. Remember, your generator is
draulically actuated brake on each you to see the electrical system at powered by the engine speed, and
main landing gear wheel. Each work, via the ammeter on your elec- it does not reach it’s full capacity
brake is connected, by a hydraulic trical panel and through sounds until about 1,500 RPM. Watch your
line, to a master cylinder attached and behaviour of the various elec- meters, and you will see and enjoy a
to each of the pilot’s rudder ped- trically driven systems. genuine electrical system in action.
als. The brakes are operated by ap- In addition, weather affects a
plying pressure to the top of either VOLTS, AMPS, WATTS, WHAT battery’s performance. Fortunately,
the left (pilot’s) or right (copilot’s) DOES THIS ALL MEAN? you can always visit your mainte-
set of rudder pedals, which are in- Without getting too technical, the nance hangar for a quick charge or
terconnected. When the airplane pilot in command must understand replacement. If you use your bat-
is parked, both main wheel brakes the basics of what is happening in tery wisely and correctly, it will last
may be set by utilizing the parking the aircraft’s electrical system and a long time.
brake which is operated by a handle components. Volts X Amps = watts.
under the left side of the instrument If we use a water hose as an analogy, ELECTRICAL SYSTEM
panel. To apply the parking brake, volts would be the water pressure, DESCRIPTION
set the brakes with the rudder ped- amps would be the hose width, and The airplane is equipped with a 28-
als, pull the handle aft, and rotate it watts would be the amount / rate volt, direct current electrical sys-
90° down. of water coming out the end. You tem. The system is powered by a
For maximum brake life, keep could have, for example, a 120 volt, beltdriven, 60-amp alternator and
the brake system properly main- 1 amp light bulb would be the same a 24-volt battery, located on the left
tained, and minimize brake usage brightness as a 12 volt, 100 amp forward side of the firewall. Power
during taxi operations and land- bulb. The high voltage system is is supplied to most general electri-
ings. sending high pressure down a small cal circuits through a split primary
With Accu-Sim, we increase the pipe, and the low voltage system is bus bar, with an essential bus wired
likelihood of hearing brake noise sending low pressure down a large between the two primaries to pro-
and squeals as the breaks age. pipe, but each putting out the same vide power for the master switch,
Hearing the occasional squeal is amount of water (watts). annunciator circuits and interior
normal, but if your breaks start If you take a huge draw, for ex- lighting.
making noise regularly, bring the ample running an electric engine Each primary bus bar is also con-
plane into the maintenance hangar starter, voltage will plummet as nected to an avionics bus bar via a
for a check. the battery struggles to supply this single avionics master switch. The
current. Your Ammeter will show primary buses are on anytime the
ELECTRICAL SYSTEM the current draw. However, play master switch is turned on, and are
AND BATTERY with your lights, pitot heat, etc. not affected by starter or external
Accu-Sim installs an authentic power usage. The avionics buses
period battery into a feature-rich are on when the master switch and
electrical system, thanks to close avionics master switch are in the
consultation with our own on-staff ON position.
electrical engineer and high time The airplane uses a power distri-
pilots. Batteries suffer from reduced bution module (J-Box), located on
capacity as they age, have a limited the left forward side of the firewall,
output (34 amp hours), can over- to house all relays used throughout
heat if you demand too much from the airplane electrical system. In
them, and can even load up your addition, the alternator control unit
entire system if you have a brand and the external power connector
new, but dead battery on-line. (ever are housed within the module.
ANNUNCIATOR PANEL all electrical power to the airplane. With the switch in the off posi-
An annunciator panel (with integral The left half, labeled ALT, controls tion, no electrical power will be
toggle switch) is located on the left the alternator. applied to the avionics equipment,
side of the instrument panel and regardless of the position of the
provides caution (amber) and warn- CAUTION: Prior to turning the master master switch or the individual
ing (red) messages for selected por- switch on or off, starting the engine or equipment switches. The avionics
tions of the airplane systems. The applying an external power source, power switch should be placed in
annunciator is designed to flash the avionics power switch, labeled the OFF position prior to turning
messages for approximately 10 sec- avionics power, should be turned off the master switch on or off, starting
onds to gain the attention of the to prevent any harmful transient volt- the engine, or applying an external
pilot before changing to steady on. age from damaging the avionics equip- power source.
The annunciator panel cannot be ment. Each avionics bus also incor-
turned off by the pilot. porates a separate circuit breaker
Inputs to the annunciator come Normally, both sides of the mas- installed between the primary bus
from each fuel transmitter, the low ter switch should be used simulta- and the avionics master switch. In
oil pressure switch, the vacuum neously; however, the BAT side of the event of an electrical malfunc-
transducers and the alternator con- the switch could be turned on sepa- tion, this breaker will trip and take
trol unit (ACU). Individual LED bulbs rately to check equipment while on the effected avionics bus off-line.
illuminate each message and may the ground. To check or use avion-
be replaced through the rear of the ics equipment or radios while on AMMETER
annunciator. Illumination intensity the ground, the avionics power The ammeter/vacuum gauge is lo-
can be controlled by placing the switch must also be turned on. The cated on the lower left side of the
toggle switch to either the DIM or ALT side of the switch, when placed instrument panel. It indicates the
DAY position. in the off position, removes the al- amount of current, in amperes,
The annunciator panel can be ternator from the electrical system. from the alternator to the battery
tested by turning the Master Switch With this switch in the off position, or from the battery to the airplane
On and holding the annunciator the entire electrical load is placed electrical system. When the engine
panel switch in the TST position. All on the battery. Continued opera- is operating and the master switch
amber and red messages will flash tion with the alternator switch in is turned on, the ammeter indicates
until the switch is released. the off position will reduce battery the charging rate applied to the
power low enough to open the bat- battery. In the event the alternator
NOTE: When the Master Switch is tery contactor, remove power from is not functioning or the electrical
turned ON, some annunciators will the alternator field, and prevent al- load exceeds the output of the al-
flash for approximately 10 seconds ternator restart. ternator, the ammeter indicates the
before illuminating steadily. When the battery discharge rate.
annunciator panel switch is toggled AVIONICS MASTER SWITCH
up and held in the TST position, all Electrical power for Avionics Bus LOW VOLTAGE ANNUNCIATION
remaining lights will flash until the 1 and Avionics Bus 2 is supplied The low voltage warning annuncia-
switch is released. through Primary Bus 2 and Primary tor is incorporated in the annuncia-
Bus 1, respectively. A rocker switch, tor panel and activates when volt-
MASTER SWITCH located between the primary and age falls below 24.5 volts. If low
The master switch is a split rocker avionics buses, controls current voltage is detected, the red annun-
type switch labeled MASTER, and flow to the avionics buses. Placing ciation VOLTS will flash for approxi-
is ON in the up position and off in the rocker switch in the up (ON) po- mately 10 seconds before illuminat-
the down position. The right half sition supplies power to both buses ing steadily. The pilot cannot turn
of the switch, labeled BAT, controls simultaneously. Placing the switch off the annunciator.
NOTE: Illumination of the low voltage ing, panel lighting, and radio light- amount of cabin heat. Additional
annunciator and ammeter discharge ing. Flood lighting is accomplished heat is available by pulling the knob
indications may occur during low RPM using two lights in the front and out farther; maximum heat is avail-
conditions with an electrical load on a single dome light in the rear. All able with the CABIN HT knob pulled
the system, such as during a low RPM flood lights are contained in the out and the CABIN AIR knob pushed
taxi. Under these conditions, the light overhead console, and are turned full in. When no heat is desired in
will go out at higher RPM. on and off with push type switches the cabin, the CABIN HT knob is
located near each light. pushed full in.
CIRCUIT BREAKERS AND Glareshield lighting is accom- Front cabin heat and ventilat-
FUSES [NOT MODELED ATM] plished using a fluorescent light ing air is supplied by outlet holes
All circuit breakers inside the air- recessed into the glareshield. Ped- spaced across a cabin manifold just
plane are of the “push to reset” or estal lighting consists of a single, forward of the pilot’s and copilot’s
“switch/breaker” type. The power hooded light located above the feet. Rear cabin heat and air is sup-
distribution module (J-Box) uses fuel selector. Panel lighting is ac- plied by two ducts from the mani-
either “push to reset” circuit break- complished using individual lights fold, one extending down each side
ers or spade type (automotive style) mounted in each instrument and of the cabin to an outlet just aft of
fuses. One glass type fuse is also gauge. the rudder pedals at floor level.
used to provide power to the clock. Windshield defrost air is also
On aircraft using spade type CABIN HEATING, supplied by two ducts leading from
fuses in the power distribution VENTILATING AND the cabin manifold to defroster
module (J-Box), a spare fuse is also DEFROSTING SYSTEM outlets near the lower edge of the
included. If the spare fuse is used, The temperature and volume of air- windshield. Two knobs control slid-
a replacement spare should be ob- flow into the cabin can be regulated ing valves in either defroster outlet
tained and reinstalled before the by manipulation of the push-pull to permit regulation of defroster air-
next flight. CABIN HT and CABIN AIR controls. flow. Separate adjustable ventila-
Both controls are the double-but- tors supply additional air; one near
LIGHTING SYSTEMS ton locking type and permit inter- each upper corner of the windshield
EXTERIOR LIGHTING mediate settings. For cabin ventila- supplies air for the pilot and copilot,
Exterior lighting consists of naviga- tion, pull the CABIN AIR knob out. and two ventilators are available for
tion lights on the wing tips and top To raise the air temperature, the rear cabin area to supply air to
of the rudder, a dual landing/taxi pull the CABIN HT knob out ap- the rear seat passengers. Addition-
light configuration located in the proximately 1/4 to 1/2 inch for a small ally, there are ventilators located on
left wing leading edge, a flashing
beacon mounted on top of the ver-
tical fin, and a strobe light on each
wing tip. In addition, two
courtesy lights are recessed into
the lower surface of each wing and
provide illumination for each cabin
door area.
The exterior courtesy lights
(and the rear cabin dome light) are
turned on by pressing the rear cabin
light switch. Pressing the rear cabin
light switch again will extinguish
the three lights. The remaining ex-
terior lights are operated by break-
er/switches located on the lower
left instrument panel. To activate
these lights, place switch in the UP
position. To deactivate light, place
in the DOWN position.
INTERIOR LIGHTING
Interior lighting is controlled by
a combination of flood lighting,
glareshield lighting, pedestal light-
ALTIMETER
Airplane altitude is depicted by a
barometric type altimeter. A knob
near the lower left portion of the in-
dicator provides adjustment of the
instrument’s barometric scale to
the current altimeter setting.
the forward cabin sidewall area just if the external static source is mal-
below the windshield sill area. functioning. This valve supplies VACUUM SYSTEM AND
static pressure from inside the cabin INSTRUMENTS
[I don ’ t know where these de - instead of the external static port. If The vacuum system provides suc-
froster controls are ] erroneous instrument readings are tion necessary to operate the atti-
suspected due to water or ice in the tude indicator and the directional
PITOT-STATIC SYSTEM pressure line going to the standard indicator. The system consists of
AND INSTRUMENTS external static pressure source, the two engine-driven vacuum pumps,
The pitot-static system supplies alternate static source valve should two pressure switches for measur-
ram air pressure to the airspeed be pulled on. Pressures within the ing vacuum available through each
indicator and static pressure to the cabin will vary with open heater/ pump, a vacuum relief valve, a vac-
airspeed indicator, vertical speed vents and windows. uum system air filter, vacuum oper-
indicator and altimeter. The sys- ated instruments, a suction gauge,
tem is composed of a heated pitot AIRSPEED INDICATOR low vacuum warning on the annun-
tube mounted on the lower surface The airspeed indicator is calibrat- ciator, and a manifold with check
of the left wing, an external static ed in kias. It incorporates a true valves to allow for normal vacuum
port on the lower left side of the for- airspeed window which allows system operation if one of the vacu-
ward fuselage, and the associated true airspeed (ktas) to be read off um pumps should fail.
plumbing necessary to connect the the face of the dial. In addition,
instruments to the sources. The the indicator incorporates a win-
heated pitot system consists of a dow at the twelve o’clock posi-
heating element in the pitot tube, tion. The window displays true
a 5-amp switch/breaker labeled PI- airspeed, and the window at the
TOT HEAT, and associated wiring. twelve o’clock position displays
The switch/breaker is located on pressure altitude overlayed with
the lower left side of the instrument a temperature scale. Limitation
panel. When the pitot heat switch is and range markings (in kias) in-
turned on, the element in the pitot clude the white arc (33 to 85 kias),
tube is heated electrically to main- green arc (44 to 129 kias), yellow
tain proper operation in possible arc (129 to 163 kias), and a red line
icing conditions. A static pressure (163 kias). To find true airspeed,
alternate source valve is installed first determine pressure altitude
below the throttle, and can be used and outside air temperature. Us-
ATTITUDE INDICATOR tor will precess slightly over a peri- vacuum indicator may indicate as
The attitude indicator is a vacuum od of time. Therefore, the compass low as 4.0 in. Hg. at 20,000 feet and
air-driven gyro that gives a visual card should be set with the magnet- still be adequate for normal sys-
indication of flight attitude. Bank ic compass just prior to takeoff, and tem operation.
attitude is presented by a pointer readjusted as required throughout
at the top of the indicator relative the flight. A knob on the lower left LOW VACUUM ANNUNCIATION
to the bank scale which has index edge of the instrument is used to Each engine-driven vacuum pump
marks at 10°, 20°, 30°, 60°, and 90° adjust the compass card to correct is plumbed to a common manifold,
either side of the center mark. Pitch for precession. A knob on the lower located forward of the firewall.
and roll attitudes are presented by right edge of the instrument is used From the tee, a single line runs
a miniature airplane superimposed to move the heading bug. into the cabin to operate the vari-
over a symbolic horizon area divid- ous vacuum system instruments.
ed into two sections by a white ho- VACUUM INDICATOR This tee contains check valves to
rizon bar. The upper “blue sky” area The vacuum indicator is part of the prevent back flow into a pump if it
and the lower “ground” area have vacuum/amp indicator, located fails. Transducers are located just
pitch reference lines useful for pitch on the lower left corner of the in- upstream of the tee and measure
attitude control. A knob at the bot- strument panel. It is calibrated in vacuum output of each pump. If
tom of the instrument is provided inches of mercury and indicates output of the left pump falls below
for in-flight adjustment of the sym- vacuum air available for operation 3.0 in. Hg., the amber L VAC mes-
bolic airplane to the horizon bar for of the attitude and directional indi- sage will flash on the annunciator
a more accurate flight attitude indi- cators. The desired vacuum range panel for approximately 10 seconds
cation. is 4.5 to 5.5 inches of mercury. Nor- before turning steady on. If output
mally, a vacuum reading out of this of the right pump falls below 3.0 in.
DIRECTIONAL INDICATOR range may indicate a system mal- Hg., the amber VAC R message will
The directional indicator is a vacu- function or improper adjustment, flash on the annunciator panel for
um air-driven gyro that displays air- and in this case, the indicators approximately 10 seconds before
plane heading on a compass card should not be considered reliable. turning steady on. If output of both
in relation to a fixed simulated air- However, due to lower atmospher- pumps falls below 3.0 in. Hg., the
plane image and index. The indica- ic pressures at higher altitudes, the amber L VAC R message will flash on
the annunciator panel for approxi-
mately 10 seconds before turning
steady on.
C172 HONEYWELL
KAP140 AUTOPILOT
Keep in touch with your local and the airplane should receive re-
Cessna Service Station and take petitive and required inspections.
advantage of their knowledge and Cessna does not condone modifi-
experience. Your Cessna Service cations, whether by Supplemen-
Station knows your airplane and tal Type Certificate or otherwise,
how to maintain it, and will re- unless these certificates are held
mind you when lubrications and and/or approved by Cessna. Other
oil changes are necessary, as well modifications may void warranties
as other seasonal and periodic on the airplane since Cessna has
services. The airplane should be no way of knowing the full effect
regularly inspected and main- on the overall airplane. Operation
tained in accordance with informa- of an airplane that has been modi-
tion found in the airplane main- fied may be a risk to the occupants,
tenance manual and in company and operating procedures and
issued service bulletins and service performance data set forth in the
newsletters. All service bulletins operating handbook may no lon-
pertaining to the aircraft by serial ger be considered accurate for the
number should be accomplished modified airplane.
FUEL CONTAMINATION this handbook, should be used, and ▶▶ Watch Engine Temps: this
Fuel contamination is usually the fuel additives should not be used warning will display if
result of foreign material present in unless approved by Cessna and the your engine temperature
the fuel system, and may consist of Federal Aviation Administration. is nearing danger limits.
water, rust, sand, dirt, microbes or Corrective action should
bacterial growth. In addition, addi- 2D PANELS be carried out immediately
tives that are not compatible with The 2D panels are there to provide if this warning appears.
fuel or fuel system components can the extra functionality needed ▶▶ Cabin Temperature: displays
cause the fuel to become contami- when there is so much additional how comfortable the tem-
nated. Before each flight and after information available to you, the perature of the cabin feels.
each refueling, use a clear sampler pilot. ▶▶ Ground Speed: this is your
cup and drain at least a cupful of fuel Each 2D panel is accessed by the speed in relation to the ground
from each fuel tank drain location key-press combination in parenthe- in miles/hour and knots.
and from the fuel strainer quick drain ses after the 2D panel title. ▶▶ Endurance: this figure tells you
valve to determine if contaminants approximately how long you
are present, and to ensure the air- PILOT’S NOTES (SHIFT 2) could remain in powered flight
plane has been fueled with the prop- ▶▶ Outside Temp: is the before running out of fuel. This
Pilot’s Notes
er grade of fuel. If contamination is are an excellent ambient temperature figure will update throughout
detected, drain all fuel drain points quick reference outside the aircraft. your flight, and as such you
including the fuel reservoir and fuel while flying. should take into account that
selector quick drain valves and then during a climb phase, the
gently rock the wings and lower the endurance will be less than
tail to the ground to move any addi- once the aircraft is settled
tional contaminants to the sampling in a cruise configuration.
points. Take repeated samples from ▶▶ Range: given in statute (sm)
all fuel drain points until all contami- and nautical miles (nm), this
nation has been removed. If, after figure will give you an ap-
repeated sampling, evidence of con- proximation of your maximum
tamination still exists, the airplane range under current fuel
should not be flown. Tanks should consumption and airspeed
be drained and system purged by conditions. Again, this
qualified maintenance personnel. figure will change depend-
All evidence of contamination must ing on your flight phase.
be removed before further flight. If ▶▶ Fuel Economy: is the cur-
the airplane has been serviced with rent fuel burn rate given in
the improper fuel grade, defuel com- gallons/hour (gph), miles/
pletely and refuel with the correct gallon (mpg) and nauti-
grade. Do not fly the airplane with cal miles/gallon (nmpg).
contaminated or unapproved fuel. ▶▶ Power Settings: this rep-
In addition, Owners/Operators who resents your clipboard,
are not acquainted with a particular showing you important
fixed base operator should be as- information for the correct
sured that the fuel supply has been settings for take off, climb
checked for contamination and is and cruise configurations.
properly filtered before allowing the ▶▶ Notes: these are a set of
airplane to be serviced. Fuel tanks pages (accessed by the small
should be kept full between flights, arrow to the right of the page
provided weight and balance con- number) that include infor-
siderations will permit, to reduce mation such as actions to be
the possibility of water condensing carried out when first entering
on the walls of partially filled tanks. the cabin, to landing checks.
To further reduce the possibility of
contaminated fuel, routine mainte- CONTROLS (SHIFT 3)
nance of the fuel system should be Initially designed to provide a
performed in accordance with the means to perform various in cockpit
airplane Maintenance Manual. Only actions whilst viewing the aircraft
the proper fuel, as recommended in from an external viewpoint, this
PRE-FLIGHT INSPECTION
(SHIFT 8)
The Pre-Flight Inspection is anoth-
er advancement in bringing real
life standard operating procedures
into FSX.
The inspection system is done
in such a way as to emulate mak-
ing your walkaround inspection
prior to flight.
There are 19 separate check
sheets which are accessed by click-
ing the arrows in the bottom right
corner of the aircraft top-down view
window.
As you select the next check
sheet, you will automatically be
moved to the relevant view around
the aircraft.
It’s not just a case of clicking
the next check sheet over and
over again however, as there are
actions to be carried out and vi-
sual checks to be made in order to
complete the pre-flight correctly.
If you miss something, maybe the
landing light lens cover on the
leading edge is smashed, expect
to be notified by your mechanic
in the Maintenance Hangar, as his
sharp eye will pick up anything
you miss.
The checklist itself shows an
overview of the aircraft, with
your walkaround route in black,
and dots to highlight the areas
where subsequent checks will be
carried out.
The check list starts with actions
to be carried out in the cockpit, pri-
or to your walkaround.
Ensure that the checklist is car-
ried out correctly, as checks and ac-
tions missed here, will prevent you
from carrying out the proper checks
during your walkaround.
The first of the external checks
covers the tail area. The checklist
now has an additional bottom sec-
tion in which specific actions can be
carried out, or additional views can
be accessed as a reference to what
to look out for.
By left clicking on an action but-
ton, it will either perform an action,
i.e. remove the tail tie down, or it
will bring up a reference picture. In
PROJECT MANAGEMENT:
Scott Gentile
AIRCRAFT PAINTING:
Martin Catney
PROGRAMMING:
Robert Rogalski, Michal Krawczyk
CONSULTANT:
Dudley Henriques
FLIGHT DYNAMICS:
SD Research
MANUAL:
Mitchell Glicksman, Scott Gentile & Matt Newton