A2A Cessna 172 User Manual
A2ASIMULATIONS
C172
ACCU-SIM C172 TRAINER
ACCU-SIM C172 TRAINER
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A2ASIMULATIONS
C172
ACCU-SIM
C172 TRAINER
CONTENTS
6
22
24
26
30
34
FOREWORD
Cessna 172/Skyhawk — the very
definition of a classic aeroplane.
DESIGNER’S NOTES
FEATURES
What you can expect from your
A2A Accu-Sim C172 Trainer.
QUICK-START GUIDE
Everything you need to get cleared
for take-o as soon as possible.
ACCU-SIM AND THE C172 TRAINER
Experience flight simulation like
never before with Accu-Sim.
ACCU-SIM AND THE
COMBUSTION ENGINE
The basic principles of how your engine
produces power and allows you to fly.
4
40
44
48
50
PROPELLERS
What you need to know about the
propeller as and Accu-Sim pilot.
SPECIFICATIONS
As a pilot you must always be aware of what
your aircra can do … and what it can’t.
NORMAL OPERATIONS
Airspeeds for normal operation of the C172.
CHECKLISTS
Normal operations checklists and procedures
for the Accu-Sim C172 Trainer.
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PROCEDURES EXPLAINED
A more in-depth look at the normal
operation procedures.
62
68
74
78
92
100
PERFORMANCE CHARTS
What you need to know to plan your flights.
EMERGENCIES
Emergency procedures and checklists.
EMERGENCIES EXPLAINED
A more detailed look at the
emergency procedures.
AIRPLANE & SYSTEMS DESCRIPTION
A detailed look at the various parts
and systems of the C172.
AIRPLANE HANDLING, SERVICE
& MAINTENANCE
Navigating the 2D panels and
taking care of your aircra.
CREDITS
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5
FOREWORD
Cessna 172/Skyhawk — the very
definition of a classic aeroplane.
by Mitchell Glicksman ©2013
Merriam /Webster’s dictionary defines “classic” as:
a : serving as a standard of excellence, of recognized value.
b : traditional, enduring, i.e., a classic design.
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F ANY AEROPLANE ever deserved
to be called “classic”, then the
venerable and ubiquitous Cessna
172 in all of its many variations
I
surely deserves that title. It is a
time-tested benchmark of aircra efficiency, utility and excellence; it is one
of the most recognizable aeroplanes
(although sometimes mistaken for its
larger and more powerful brother, the
Cessna 182/Skylane and vice versa);
its value has been and continues to
be well-established and constant. The
Cessna 172 has endured going- on six
decades, and is an undisputedly traditional design. Classic? Q.E.D.
If Piper aircra are “Fords”, based upon William T. Piper having been called “The Henry Ford of Aviation”, then
Cessna aircra are surely at least “Chevys”. Of course, in
both instances I am referring to the smaller, lower powered, single-engine examples, the types of aeroplanes
that most private pilots rent or fly as members of a club
— Piper’s Tomahawks and Cherokees, and Cessna’s 152s,
162s and, particularly, the venerable 172/Skyhawk.
These Pipers and Cessnas are the aviation industry’s
entry-level aeroplanes, just as lower-priced Fords and
Chevys are their automotive equivalent (No slight or disrespect is intended towards any of the other automobile manufacturers who also oer excellent entry- level
automobiles). It might be hard to find a private pilot
who has not taken some dual and/or soloed in a Cessna
172. It is not unusual for many examples of the C-172
to be seen at just about any and every general aviation
airport, and this is no surprise. Aer all, in its fiy-seven
is required as well as to what is desired in a basic fourseat aeroplane. While many Cessna aeroplanes have
been ground - breaking and highly significant markers
in the history of aviation, the simple, straight-forward,
and distinctly unspectacular C-172 may be Clyde Cessna’s and his company’s greatest achievement.
If this is so it is not because the 172 exhibits blinding
performance or is so extraordinarily lovely to behold.
No, the 172 is a modest and ordinary looking aeroplane, an eicient short-hauler with moderate-payload
and range. Stable and pilot-friendly it is also surprisingly nimble and quick on the controls when needs be.
The 172 is a mostly docile (except for a sharp stall break
under certain conditions), some might say pedestrian
aeroplane, purposely designed to be able to be flown
safely even by the dimmest bulb on the pilot tree. Not
a fast cruiser or a rapid climber, it is, however, an honest, solid and reliable aircra, neither overly forgiving
year production history, since
November 1955 when the first
C-172 was introduced to the
public, over 60,000 of these
versatile aeroplanes have
been built, making it the most
numerous aeroplane ever produced, by far.
All during its 57 year run
(with no sign of going away) it
has been one of the most economical, utilitarian, versatile,
aordable, safe and easy to
fly aeroplanes ever produced,
not to mention one of the
most popular, most reliable
and relied upon of all general
aviation aeroplanes. This, too,
is no surprise. For all of these
years the Cessna 172 has been
a relaxing, fun, simple and
relatively inexpensive aeroplane to fly and operate. Additionally, the C-172 in its various forms has and still serves
in the U. S. Border Patrol and
Civil Air Patrol for search and
rescue missions as well as in
over a dozen foreign air forces
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 compromise and attention to what
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FOREWORD
Photos of
the 1937-38
Luscomb 8a
nor overly challenging. Accordingly, it is one of the best
choices for both VFR and IFR training. With its high wing,
granting an unobstructed downwards view, it is ideal
for sightseeing, aerial photography and for patrol and
surveillance duties.
FBOs and flying clubs love 172s because there are
always excellent examples available in the market for
purchase/lease, they are reasonably priced, cost eective to operate, are durable, and if well-maintained,
hold their value well. Parts are plentiful and available
but, as it is with all aeroplanes, they may be expensive
depending upon which part(s) is/are needed. Pilots new
to the 172 find that they oer no unpleasant surprises,
are a quick study and require little time to check out in.
They have an excellent safety record, keeping hull and
liability insurance premiums to the minimum. They are
not fuel guzzlers and can withstand a lot of pilot abuse.
Renters find that they are not walletbusters, either.
On the debit side, 172s cabins are snug with limited shoulder and headroom for all but the smallest
and slightest people. “Full sized” adults will find them
an uncomfortable or even prohibitively small environment. Like many “four-seat” GA aeroplanes, the 172’s
average 900 lb. useful load does not permit full tanks
plus four hey adults on board. With standard tanks (43
gal.) on board, only 642 lbs. of available load remains.
Of course, if you and your friends weigh an average of
no more than 160 lbs. or so each, no worries. In the real
world (my world, anyway) this may not be the case.
172s are slow; there is no way around it. It’s a 120k
(138 m.p.h.) aeroplane and that is all. Fully loaded it
may climb at 600-700 fpm at sea level. The cabin is loud,
even at cruise settings the engine produces a distinctive and pervasive low-midrange drone that makes casual conversation in the air without an intercom system
somewhat diicult. However, from the “R” model forward, some attention to cabin soundproofing has been
addressed.
Of the 60K Cessna172/Skyhawks that have been built
since its debut in November 1955, more than 20,000 of
those which remain are based and flying in the United
States; the rest are scattered over virtually every corner
of the world.
THE RISE OF A CLASSIC AEROPLANE
So then, from where and whence did this ubiquitous
work horse of the general aviation fleet come?
Anyone seeking proof that evolution exists need look
no further than the Cessna 172. Its design is a mélange,
hybrid and accumulation of those designs of a number of
previously successful aeroplanes. Many histories of this
aeroplane start from the point when Cessna decided to put
a nose wheel on their popular 170 model; but that does
not go back far enough. It is clear that many of the specific
design characteristics of the 172 gradually took shape and
form from its immediate predecessors going back to just
aer World War II. The 172’s real forefathers are the humble
120/140/140A models, the elementary, 85-90 h.p., single
engine, high wing, two seat tail wheel aeroplanes which
came into this world in 1946 as part of the virtually univer
sally predicted General Aviation (GA) boom which so many
supposed would blossom and thrive aer World War II as a
matter of course, but which never happened.
You see, the makers of general aviation aeroplanes
thought and to be fair, not without sound reason, that
thousands of returning military pilots would be more
than anxious to jump at the chance of owning and flying
their own aeroplanes now that they had experienced
(on Uncle Sam’s dime, if you please) the “wonderful
world of flying”. Sounds good, right? Wrong.
The real story which the virtually drooling aer-war
aeroplane manufacturers did not ken was that for all
too many of these brave and valiant pilots their experiences in the air during the war ran from deadly dull to
just deadly; and with not much in between. Fortunately,
most service pilots’ closest brush with the Grim Reaper
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whilst flying came from being bored to death on seemingly endless flights of all kinds in all kinds of turbulence
and rough weather during which their most ardent, fervent wish was to return safely, and soon to terra firma,
the more firma the less terra.
For those far fewer souls who found themselves,
mostly by o - regretted choice, in harms way at altitude, the experience of flying was mostly as described
by U. S. M. C. Colonel Gregory “Pappy” Boyington: “Flying is hours and hours of boredom sprinkled with a few
seconds of sheer terror.” Enough said.
So, between the recently bored and/or terrified exaeroplane jocks a far smaller realistic potential clientele for Pipers, Taylorcras, Cessnas, Stinsons and the
like than had been so optimistically imagined actually
existed. Still, aer the enthusiastic, if unrealistic, postwar glut on the market of various GA aircra types and
makes, a few managed to survive, some by virtue of the
brilliance of their design, most by virtue of the fact that
they were relatively inexpensive to own and operate.
In 1946, aviation fuel cost around US .20 per gallon
(worth approximately US$2.50 in 2013). This was not too
bad; better anyway than the just over US$6.00 for 100LL
in most places in the U.S. in 2013. In 1946, a brand new
Cessna 120 cost a bit over US$3,000.00 (worth approximately US$37,198.00 in 2013); just about the price of a
new, well-equipped BMW 3-Series 328i Sedan or Buick
LaCrosse Hybrid Sedan (before taxes, etc.) in 2013.
For comparison, in 2013 1946 Cessna 120s in
good condition were advertised for between a low of
US$17,000.00 and a high of US$30,000 depending upon
engine and propeller TBO, radios, etc. installed.
THE CESSNA 120/140 –WHERE IT BEGINS.
Piper, Taylorcra, Stinson and others had been producing light, two-seat, high wing aeroplanes before the war
slightly altering these aeroplanes for military use by the
services to great eect. Cessna, however, which had seen
its T-50 light twin used to great eect by the services as the
AT-17 multi-engine trainer as well as building 750 Waco CG4A-CE assault gliders of D-Day fame, had no similar light
single of its own at war’s end and therefore has to start
from scratch to catch up to the others. Looking around for
ideas, Cessna was sure to notice Don Luscomb’s excellent
1937 “8” series “Silvaire”, an aeroplane widely used in the
pre-war and wartime Civilian Pilot Training Program. (unimportant information: the very first aeroplane I ever flew
and trained in was a Luscomb 8A on floats). Numerous dis
tinct design similarities between the Luscomb 8 and the
120/140 are surely more than coincidental.
So, the great controversy continues; was the Cessna
120 a budget model of the 140, or was the 140 the deluxe model of the 120? While there are some distinct
dierences between them - the original 140 has flaps
(albeit somewhat questionable as to eectiveness),
and small “D” windows a of the main side windows, as
well as an electrical system which includes a starter - it
was not long before many 120s got retrofitted with, you
guessed it, “D” windows, an electrical system w/ starter,
and in some cases, flaps.
All original 120/140s had C-85 Continental four cylinder horizontally opposed engines and fixed-pitch propellers of the cruise (lower pitch) or climb (higher pitch)
variety.
As they came from the factory in 1946, the wings of
the Cessna 120/140 were fabric covered; however, most
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Photos of
the 1946
Cessna 120
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FOREWORD
1948 Cessna 140
have by now been since converted to metal covering.
Li struts extending from the bottom of the fuselage
to the wing s were of the “V” two-strut design. In 1948
the 140’s instrument panel was updated from the old
30’s/40’s central cluster (clutter?) to something resembling a useful layout.
THE CESSNA 140A – THE TRUE
ANCESTOR OF THE 172 EMERGES.
In 1949, disappointed by the poor sales and the short
customer lines of returning aviators (see above) Cessna
updated the 140 and the “A” model was introduced.
The fuselage and interior were le unchanged; however
some real aerodynamic improvements were included
such as an entirely new semi- tapered wing for better
roll response; and still a bit later, replacement of the
original thin-chord, ineectual flaps (which is why there
is little practical aeronautical dierence between the
120 and the 140) with slightly shorter but deeper real
Fowler flaps, which finally gave the 140’s flaps some authority.
(The Fowler type flap’s trailing edge flap extends
rearward of the wings as it descends on special tracks.
When deployed, wing area, camber and chord are increased and if there is a slot, or opening at the hinge line
to allow airflow over the top of the flap, boundary-layer
control may be improved. Fowlers provide the most li
per sq. . of surface of any type of flap; however, they
require a complicated linkage system and mechanism.)
At the same time that Fowler flaps were installed,
the powerplant was upgraded to the Continental C-90,
90 h.p. engine.
A big step on the way to the 172 was the new wing.
The fabric covering of the 140A’s original wing was replaced with a new design which was covered with
stressed aluminum, stiening the entire structure and
thus permitting a single li strut per wing rather than
the dual “V”, two-strut design of the 120/140. Additionally, the ailerons were lengthened and ran the length of
the tapered outer-wing section and the wing tips were
changed from rounded to what was thought to be a
more modern-looking squared o shape.
Also, the 140A received an improvement in its landing gear. The 1946 120/140s already had the familiar
Cessna flat spring leaf steel, main landing gear legs.
While the materials used and the exact design of
10
The 1950C-140A
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1948 Cessna 170
Cessna’s landing gear legs have changed from steel
leaf to tapered tubular spring over time, their profile
and general appearance have remained essentially
unchanged. The 140A had toe brakes which were not
at all common in light aeroplanes at that time. Cessna
was afraid that pilots new to this kind of brake control
system would nose the 140A over too easily by braking
too hard. Accordingly, the main gear was moved forward to put the C. G. farther behind the main wheels.
Later, some 120s and 140s were retrofitted with landing gear extension modifications which moved their
wheels forward as well. Pilots being the myriad, multifarious, magpies that they are, some have managed to
nose over their 140As anyway.
Around 525 140As were built, including a few C140A “Patroller” types, anticipating the 1949 L-19 (O-1)
“Birddog”, a derivative of the C-170. The “Patroller” was
designed for use by police departments, who had vast
areas of highway to patrol, such as are found in and
around the deserts of the southwest U.S. They had seethrough Plexiglas doors, 42 gallon fuel tanks for long
range/long loitering time; and most curiously, a tube in
the floor which could ostensibly be utilised for dropping
messages and/or for more basic biological necessities.
The Cessna 140 has a special place in the hearts of
all of those (me) who were first introduced to the reality that we could actually go flying by the late and
much missed Frank Kingston Smith who, amongst his
many books and magazine articles, wrote the delightful
“Weekend Pilot”. Therein he tells of how as a much beleaguered young Philadelphia attorney in the mid 1950s
he almost succumbed to a depressing syndrome of ulcers and emotional dysfunction but for his accidental,
but literally life-saving and life-changing introduction to
and involvement with aviation. The airplane he bought
and learned to fly in was a Cessna 140.
The Cessna 120/140 is one of the most gentle and
forgiving of the classic tailwheel aeroplanes; however,
interestingly (balingly), a few 140As have been spotted
with nose wheel conversions, turning them into sort-of
Cessna 150s. Most ironically, there are and have been
for some time a number of companies oering a tailwheel conversion for the Cessna 150/152 turning them
into sort-of Cessna 140A’s! Madness, I say; madness.
THE CESSNA 170 – GETTING
CLOSER TO HOME.
Given the time it takes for design development and prototype testing, the C-170, introduced to the public on 27
February 1948, a year before the debut of the C-140A,
it is clear that as early as 1947 that Cessna was already
committed to producing a four-seat version of their
120/140 models.
Like the 120/140, the new C-170 was initially produced with an all-metal fuselage and fabric-covered
wings which had no dihedral and were called “straightwings”. The fin/rudder had no dorsal fin. The engine was
upgraded to the reliable flat, six-cylinder, horizontally
opposed 145hp Continental C-145-2 (later the O -300A)
with three of the C-140’s fuel tanks totaling 42 US gallons installed in the wings to accommodate the larger
engine. The li struts were the same “V”, two- strut design as on the 120/140. In every way, this new aeroplane
was just a slightly larger 120/140; but changes were to
come soon which would transform this aeroplane into
the father of the 172.
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FOREWORD
Photos of 1950
Cessna 170A
THE CESSNA 170A - ARE WE THERE YET?
There is every reason to suspect that the initial C-170
was a temporary and somewhat hastily produced
aeroplane because before the year was out, Cessna
introduced the much slicker and more sophisticated
C-170A. The fin/rudder now had a dorsal fin and was
identical to that of the already established C-190/195
aircra which were introduced in 1947. This aero
plane sported a new wing, now covered with metal
and with slightly larger flaps. While these flaps were
not yet the more eective “Fowler” flaps to come on
the C-170B, they could be lowered to a whopping
50º! Like the C-170’s wing, this new wing had no dihe
dral; accordingly, the C-170 and C-170A are called the
“straight-wing” 170s.
In 1952 the pen-ultimate variant of the 170, the C170B was introduced and production of this aeroplane
continued until 1956, the year of the first C-172. The C170B was a massive and distinct refinement of the 170
model and set the stage for all of the subsequent C-172
s which were soon to begin to appear.
Larger “Fowler” flaps, first seen on the C-140A and
which were also used on the L-19 ‘Birddog” introduced
in 1950 were installed in the C-170B’s new wing. These
were termed “Para-Li flaps” by Cessna, but are more
commonly called “barn door flaps”. They initially could
be lowered to 20º, 30º and 40º; however, beginning in
1955 an additional 10º flap setting for short-field takeos was added.
Other aerodynamic refinements included a newly
designed stabilizer/elevator with an increased aerodynamic balance area at the tips which incorporated
within them an internal mass balance which reduced elevator control pressure. Also, in 1955, the rounded rear
side windows were changed to be more square shaped,
and a new, more durable type of tailwheel bracket was
installed.
All of these refinements much improved the C-170;
however the most significant and longest lasting refinement was the wing. The “B”’s new wing became the
-
standard wing of all Cessna light single-engine aircra,
including the C-172, and is still incorporated to this day.
The wing incorporated all of the previous refinements
such as a stressed- skin metal covering, etc., and consists
of a constant 64” chord NACA 2412 centre section from
-
centerline outward to 100”, at that point tapering to 44-
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inch chord NACA 2412 section at 208” from centerline.
This new wing also now had 3º of dihedral with threeº
washout (forward twist) across the tapered section only
to prevent wing-tip from stalling before the wing-root.
All of these refinements were carried over to the C-172
and have appeared on all subsequent 172 models. The
172 was now only one step away from birth.
THE CESSNA 170C – ALMOST THERE, KIDS.
In January 1955, while the scene was set and lit and the
curtain seemed just about ready to rise on the Cessna
172, there was one more slight detour; the C-170C. Not
quite ready to abandon its latest and most successful
aeroplane, Cessna modified the C-170 one more time
creating the C-170C. The 145 hp
Continental C-145-2 engine used
in all previous C-170s was replaced
with the more modern flat six-cylinder, horizontally opposed, Continental 0-300-A. The O-300 is essentially a modernized C-145 and
has the same dimensions, weight,
bore, stroke, displacement, compression ratio and output. Both
the C-145 and O-300 use a direct,
un-geared drive to the propeller
and produce approximately 145
h.p. Many pilots appreciate and
are pleased by the smoothness of
the six-cylinder O-300, but are less
than pleased at their increased
overhaul bill caused by the extra
two cylinders.
The tail surfaces were once
again revised to incorporate an
even larger stabilizer/elevator (still
with the same aerodynamic and
mass balances of the C-170B) and
a very businesslike, “modern” squared-o fin/rudder.
This became the C-172’s tail section.
While this aeroplane was promoted as the latest and
the greatest of the C-170 series, Cessna had a trick card
up its sleeve, and it was an ace. On 12 June 1955, Cessna
unveiled what it had undoubtedly been working on for
a long time -- the first tricycle gear Cessna -- the C-170C
now had a nosewheel!
The 170’s FAA type certificate initially included an
additional provision for a “C-172” , which was done to
reduce usual bureaucratic certification time and fees.
Aer overwhelming approval of the tricycle geared 170
by the aviation community, a separate type certificate
was applied for and received for the new Cessna 172.
TOP: Photo of
1952 C-170B
BOTTOM LEFT: Photo
of early 1960’s era
Army L-19 Birddog
BOTTOM RIGHT: Photo
of Vietnam-era Air
Force L-19/0-1 Birddog
Photos of 1955
Cessna 170C
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FOREWORD
1955 Cessna 172
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THE CESSNA 172/SKYHAWK
- HOME AT LAST.
“Everything old is new again.”
The early to mid -1950’s were yet another in the long
series of periods of change in aviation since the Brothers started the whole shabang at Kitty Hawk on a frigid
morning on December 17, 1903. It sometimes seems
that there are no periods other than periods of change
in aviation; but no matter. This time the big change was
from GA aircra with tailwheels to those with nosewheels.
tiss pushers of the early 1900s most presciently sported
tricycle landing gear, i.e., having a wheel at the nose
instead of one at the tail, that particular landing gear
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configuration was diicult to design into an airframe
where the engine and its systems take up virtually all
of the available space in the very front of the fuselage.
The first military aircra with a nosewheel produced in
large numbers is believed by this author to have been
the Consolidated PBY “Catalina” amphibious light
bomber/patrol aircra, which first flew in March, 1935.
However, there was an even earlier GA aeroplane with a
nosewheel (aer the early Curtiss’), the W-1 designed by
Fred Weick and flown in 1934. Other early GA aeroplanes
with a nosewheel were the Stearman-Hammond Y-1 of
1936, followed by another, more famous Fred Weick de-
While some of the pioneering and innovative Cur-
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sign, the “Ercoupe” first flown in October. 1937.
By 1938 aer thousands of expensive and sometime
fatal nose - overs of their tailwheel aircra, the U. S.
Army Air Corps was ready to try a new idea in a military
Early nosewheeled aircraft:
▶ Replica 1910
Curtiss “Pusher”
▶ W.W. II era Consolidated
PBY”Catalina”
▶ 1934 Weick W-1
▶ 1936 Stearman-
Hammond Y-1
▶ 1937 Weick (Forney)
“Ercoupe”
▶ An early Me-262
aeroplane; it was ready for aeroplanes with nose wheels
and the beginning of a new era in aviation commenced.
What followed were the P-38 “Lightning” -27 Jan. 1939;
the P-39 “Airacobra” -April, 1939; the B-24 “Liberator”mid-1939 (the first A. A. C. bomber with a nosewheel, the
B-17 being the last A. A. C. bomber without one); B-25
“Mitchell” - late 1939; the B-26 “Marauder”-Nov. 1940.
Of course, once the jet-age began, tailwheels were as
useful as…well, whatever is not very useful (although,
interestingly, the first operational jet fighter, the Messerschmitt Me-262 was first designed and test - flown with
conventional tailwheel landing gear).
Aer World War II makers of GA aircra soon followed
the lead of the military. In 1951 Piper introduced its it’s
first tricycle landing gear aeroplane, the four-seat PA-22
Tri-Pacer. It was a huge success and it surely challenged
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FOREWORD
1951 Piper “Tripacer”
and tasked Cessna to step up and to introduce a tricycle
geared aeroplane of its own. Additionally, the impetus
for Cessna to produce a factory tri - gear 170 possibly
came because of the well - known tri - gear STC (Supplemental Type Certificate) for the 172 developed by MetCo-Air in Fullerton, California, a modification which was
being made by many C-170 owners.
In July 1955 the aeroplane destined to become one
of the most beloved in its class, the Cessna 172, was introduced to the public, touted to now be equipped with
“Land - O - Matic” (tri - cycle) landing gear. An overnight
sales success, more than 1,400 were built and sold during the first year aer its unveiling. Cessnas all-metal
and far sleeker - appearing entry into the tri - gear race
was more appealing to many than the fabric - covered,
and to many stodgy and foreshortened - looking Piper
Tri - Pacer.
Aer the C-172’s appearance and huge success, the
GA “nosewheel revolution” continued throughout the
rest of the ‘50s and into the 60’s until very few GA aircra, except for special types intended for aerobatics,
crop dusting, bush and rough country flying and other
specific utility purposes were still being manufactured
with tailwheels.
1960 saw a new swept - back tail on the C-172A
which looked rakish, but didn’t actually increase performance in any way. In 1961 the first C-172 was available as a “Skyhawk”, an upscale, more luxurious version of the C-172B. However, aer a short while, all
C-172s were popularly called “Skyhawks” and the distinction gradually dissolved until 1977, when all C-172s
were then and thereaer oicially and simply named
“Skyhawks”.
A major change in the fuselage structure and in
the overall appearance of the C-172/Skyhawk came in
1963, one year aer the same modification was made
Photo of 1961
C-172A/Skyhawk
Cessna 172/Skyhawk
w/ new fuselage
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to the C-182 and to Cessna’s single-engine flagship, the
C-210 with the dropped rear fuselage and inclusion of
a wraparound rear-view window. Not being an aeroplane likely to ever be involved in aerial combat, unobstructed vision to the rear might be seen by some as
being somewhat superfluous in the 172; but it looked
modern, added welcome light and a feeling of extra
spaciousness to what is in the fastback versions of the
aeroplane a fairly cramped and formerly claustrophobic environment.
While the original C-172 evolved and was altered
over the years as to its appearance (swept fin/rudder,
rear view window), available equipment, electronics,
soundproofing, landing gear length and construction,
control refinements, engine swops, experiments with
cantilever wings, retractable landing gear, as well as
plans for diesel and electric power; it has always remained what it was from the first: a reliable, utilitarian
and good- mannered flying machine for four moderately sized people to fly for moderate distances at moderate altitudes and airspeeds.
Not an aeroplane which exhibits spectacular performance numbers, the C-172 nevertheless just keeps on
doing what it has done from the first, which is to provide the ordinary private pilot with an excellent, if most
moderate way to go aviating; and you know, sometimes
moderation is the wisest practice aer all, which during
its 43 years and counting, the ever-popular Cessna 172
has well and truly proved.
1959 Cessna 175/Skylark
Photo of 1957
Cessna 180
SIBLINGS AND RELATIONS
THE CESSNA 175/SKYLARK
By 1958, the popularity and commercial success of
the C-172/Skyhawk was firmly established. Cessna
perceived that there was market for a more powerful
C-172 but was unwilling to risk its star seller’s reputation and “brand” recognition by going too far in altering the basic design. Accordingly a new Cessna, the
C-175 was developed.
Intended to take its place between the heavier and
more powerful Cessna 180 and the C-172/Skyhawk, the
C-175 and the “Skylark”, a more luxurious version, was
intended to be both close enough and dierent enough
to the “Skyhawk” to maintain a familial connection. The
powerplant chosen was the Continental GO-300 which
is a geared and beefed up 175 h.p. version of the 145 h.p.
Continental C-145 engine which powered the Skyhawk.
This turned out to be a poor choice of engine. Because
it is essentially a 145 h.p. engine pushed to put out 30
more horsepower by gearing the propeller, its TBO (time
between overhaul) is only 1,200 hours of operation,
whist the un-geared C-145 (O-300)’s TBO is within the
industry standard at 1,800 hours.
While there are a number of structural details that
dier from the C-172/Skyhawk to accommodate its
greater power and weight, the C-175/Skylark looks
much like the C-172/Skyhawk, except for a distinct
bulge in the cowling to make room for the rather large
and bulky engine gear box. This at least makes the
C-175/Skylark an excellent choice for a rather tricky
“name that plane” contest.
The C-175/Skylark was not a successful aeroplane for
Cessna. Firstly, it did not much improve the C-172/Skyhawk’s performance all that much. Those who desired
the spectacular and legendary performance of a C-180
simply chose it instead, and those who desired a C-180
with tricycle gear chose the C-182/Skylane. Secondly,
the C-175/Skylark’s ill-starred GO-300 engine was, perhaps hastily and unfairly perceived to be unreliable,
possibly because of its low TBO, and accordingly the
C-175/Skylark was largely ignored. Eventually realising
that it had clearly made a serious marketing mistake,
Cessna wisely dropped the aeroplane from its production lines aer only four years of tepid sales.
THE CESSNA REIMS - FR172J “REIMS ROCKET”
Built in the mid ‘60s through the mid ‘70s by the
French aviation company known alternatively as “So
cietè Nouvelle Max Holste, and “Reims Aviation”, the
pleasantly named FR172J “Reims Rocket” is essen
tially a heavily modified C-172F. Reims Aviation also
produced modifications of other Cessna aircra: F150
, F152, F172, F177, F182, F337, and the Reims-Cessna
F406 “Caravan”.
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FOREWORD
The Rocket was powered by a fuel-injected, Continental IO-360D of 210h.p. (takeo), 195 h.p. (continuous) which was built by Rolls Royce, with a constant
speed, controllable propeller, which is also basically the
same powerplant that is installed in the twin-engined
Cessna 336/337 series.
It was the first 172 to have electrically operated
flaps instead of the former manual, lever-operated
flaps (which I personally like a lot better). The Re
ims Rocket was the prototype aircra for the further
1972 Cessna “Reims Rocket
1965 T-41A,B “Mescalero”
modified U. S. A. F. T-41A “Mescalero” primary trainer
(see below).
THE T-41A,B “MESCALERO” – U.S.
AIR FORCE PRIMARY TRAINER
In 1964 the U.S. Air Force chose the C-172A to be the
aeroplane used for Undergraduate Pilot Training (UPT),
later called Initial Military Flight Screening (IMFS) air-
-
cra, naming it the T-41A. The Air Force rightly figured
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 candidate for their most rigourous flight - training program, of
which your author has some practical knowledge.
The T-41A “Mescalero”, named aer the “Mescalero
Apache” tribe of New Mexico, was initially a stock 172.
The following year the Air Force, influenced by the increased performance of the Cessna Reims - FR172J “Reims Rocket”, modified the T-41A with the installation of
the same 210h.p. (takeo), 195 h.p. (continuous) Continental IO-360 engine, with a constant-speed controllable propeller in place of the stock 145hp 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 T41Cs, 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 being most useful in that largely vertical territory. Three
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 sophisticated 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) aircra
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
DA20 for this purpose.
1980 R172K Hawk
XP on oats
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R172K HAWK XP
Built both in Wichita and Reims between 1977 and ’81,
had a fuel injected, Continental IO-360K (IO-360KB) a
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 thereaer, with a constant speed, controllable 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 really shines is on the water. A standard 172 is not powerful enough to be an eective four-passenger floatplane;
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C172 MANUAL www.a2asimulations.com
Photos of 1980 Cessna
172RG “Cutlass
however, the Hawk XP on floats is one of GA’s nicest
four-seat floatplanes, with its excellent takeo performance and cruise speed of around 125K, which is very
good for a floatplane in its class. (more unimportant information; I oen flew a Hawk yea’ years ago from the
old, now long gone and much missed “Suburban Seaplane Base” in Island Park, N.Y., located near the Long
Beach /Island Park Bridge; and it was a class act with
lots of get up and go).
the 120 knot C-172 go faster. To do so cost US$19,000
more than the standard 172 so that the landing gear
would get out of the way of the oncoming air. How
ever, at the end of the day, the RG’s best cruise speed
is only 140 knots compared to the 120 or so knots
cruise of the standard and much less expensive 172.
The extra expense of purchase, maintenance and an
nual inspection of a C-172 with retractable gear was
not greeted with enthusiasm by many. Additionally,
for some, the idea of an aeroplane with wing struts
THE CESSNA 172RG “CUTLASS”
Sometimes humourously (or maybe, not so humourously) called the 172 “RRR” (Pirates, Cutlass…whatever), the “RG” stands for the fact that this 172’s
landing gear retracts. Introduced in 1980 and actually
appearing on the Cessna 175’s FAA type certificate,
the 172 RG is oicially considered to be a variant of
the C-175 and not of the C-172. It is powered by the
venerable Lycoming O-360-F1A6 engine of 180 h.p.
(also the familiar powerplant of the Piper “Coman
che 180”, “Archer” and many others), with a constantspeed, controllable propeller. The idea was to make
www.a2asimulations.com C172 MANUAL
hanging out in the breeze and retractable gear seems
and looks preposterous, and perhaps it is.
In any event, the C-172RG was a case of not enough
go for the buck; and, accordingly, it did not find much
favour in the mass GA market. The beginning of a worldwide slump in new GA aircra sales in 1980 didn’t help,
either. The RG found a small niche for itself, however, in
flight schools which found it to be a relatively low-cost
aeroplane for giving pilots the requisite complex aircra
-
(controllable propeller - retractable landing gear) experience necessary to obtain a Commercial Pilot’s Certificate in the U.S.
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FOREWORD
NOTEWORTHY FLIGHTS
LONGEST TIME IN THE AIR
WORLD’S RECORD FLIGHT
As part of a clever and spectacular fund- raising scheme
for the Damon Runyon Cancer Fund, Robert Timm and
John Cook took o from McCarran Airfield, Las Vegas, NV
in Cessna 172 N9172B on December 4, 1958. What was
dierent and newsworthy about this particular takeo
was that the next landing did not occur until 64 days, 22
hours, 19 minutes and 5 seconds had elapsed when they
landed back at McCarran Airfield on February 4, 1959.
Timm and Cook pulled up all personal necessaries,
such as food, water with buckets on ropes and through
the specially made accordion door on the passenger’s
side from a truck, which drove at full throttle down a
long, straight road with the Cessna flying overhead and
matching its speed. Fuel was taken on board through a
hose, which first fed a special auxiliary fuel tank in the
belly of the aeroplane which, in turn, fed the two wing
tanks. Extra oil was carried on board and fed to the engine through a hole in the instrument panel and firewall.
To accommodate all those cans of oil and other living necessaries, there was only room in the snug and
crowded cabin for the pilot’s seat. A so, 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. Undaunted 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
remainder 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, aer over 1,500 hours of continuous operation, starting to lose power. Near the end of
the flight, the exhausted 172 could hardly climb away
aer refueling and before all ended in tragedy, the time
to call it quits was clearly on hand.
This world’s record breaking Cessna 172 can be seen
on display in the passenger terminal at McCarran International Airport, Las Vegas, Nevada.
TO RUSSIA WITH LOVE
On 28 May 1987 at approximately 7:00 p.m., 18 (or possibly 19) year - old Mathias Rust, a German pilot with
only around 50 hours of flight experience, flew a rented
German - registered Reims Cessna F172P, D-ECJB from
Helsinki-Malmi Airport through Soviet airspace to a
landing on a bridge near St. Basil’s Cathedral in Red
Square, Moscow, U. S. S. R. Rust was detected by but not
stopped by Soviet air defense forces.
As it happens, Mr. Rust was luckier than he could
have hoped for in that the overhead electric trolly wires
that usually run along and above the bridge were under repair and had been taken down on the morning
of the day he landed there and were replaced the next
day. Aer a successful landing, Rust then taxied o the
bridge, past the famous Cathedral and came to a stop
about 100 metres from the entrance to Red Square. His
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approach and landing was videotaped by a British doctor. Rust was promptly arrested, tried and sentenced to
4 years in a labour camp. However, he did not actually
serve out his sentence in a labour camp, but instead at
the far less rigourous high security Lefortovo temporary
detention facility in Moscow. Rust had served less than
one year of his sentence, when he was released by order
of General Secretary Mikhail Gorbachev in August 1988
as a gesture of good will to the west.
YOUR CESSNA 172R SKYHAWK
This is the aeroplane that almost never was. In fact, there
almost were never any more light Cessna aeroplanes
built aer 1985. In the mid 1980s, the economy in the
United States was in very bad shape, something we know
all about again today. Also, a spate of what some might
consider unwise, unreasonable and draconian decisions
by various courts regarding product liability had crippled
manufacturers of light aircra such as Cessna and had
rendered their businesses untenable. Accordingly, unable to thrive in such a hostile insurance climate, Cessna
simply closed up shop. Almost ten years went by, but in
1994 President Clinton signed the General Aviation Revitalization Act, which eased and limited the manufacturer’s liability with regard to accidents in which there
occurred monetary or property damage and/or personal
injury as a result of the operations of a light GA aeroplane.
The result was that in 1995, a new C-172, the “R”
model would be produced. This new 172 was an improvement over the last 172, the “N”, built in 1985, in
that the “R” has the larger fuel injected Textron Lycoming IO-360-L2A engine. The last 172, the “N” had the
smaller, carburetted Lycoming O-320. This Lyc 360 was
de-rated from its usual average 180 h.p. to produce
only 160 h.p., which means that it lasts longer and has
a greater TBO. Also, the injected Lyc I0-360 produces
maximum power at only 2,400 r.p.m. ,making it quieter
and more fuel eicient than the faster- turning Lyc 320.
The “R” got a complete interior make-over with vertically adjustable, contoured, reclining, 26g seats and
an inertia-reel seat belt/harnesses (a responsive echo
from the old product liability lawsuits), an eicient
multi-level ventilation system (always an important feature for flight simmers), an intercom system for all four
seats, and extensive soundproofing which was sorely
needed in the aeroplane’s previously overly-loud interior environment.
Structurally, the “R” received stainless steel control
cables, dual vacuum pumps, epoxy corrosion protection, larger fuel tanks, tinted windows, better, back-lit,
non-glare instruments, a systems annunciator panel,
optional wheel fairings, and more radio package choices including GPS or IFR GPS.
An upgraded version, the 172S Skyhawk SP was offered in 1998 with the full-power Lyc IO-360 rated at 180
h.p., a larger propeller and a leather interior.
Not a generic “C-172”, A2A has specifically modelled
every aspect of the C-172R in every detail using the tremendous amounts of information of all kinds which
were derived from the pilots on our sta’s extensive
real-world flying of an excellent example of the Cessna
172R. Taking all of that information, we modelled the
most authentic and accurate flight-sim Cessna 172R
available, both visually and in its flight characteristics.
We do this because we have a passion for flying which
we want to share with you. Enjoy!
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DESIGNER’S NOTES
VER TEN YEARS ago, A2A (then Shockwave
Productions) entered the flight simulation
scene with strong opinions of what was
needed in our flight simulation industry.
O
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.
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The month preceding the public release of this aircra brought a new challenge, and that was “how do we
show our customers what this product is?” Everywhere
we look, we see brand new substance. While the Cessna
172 is a simple aircra to operate, reproducing and simulating all of the building blocks of this machine is not.
The conversations we’ve been having with many companies and people in aviation were dierent than most
were used too, because here comes this ambitious company A2A having to understand aspects of an airplane
that pilots, mechanics, and even many engineers don’t
have to know. But we do, because we must produce the
exact same product in a dierent world. The wonderful
and magical world of flight simulation.
Soon you will be reading and possibly participating
in discussions within our simulation community that
are virtually identical to the conversations taking place
right now throughout the aviation communities, with
questions like “what oil do you recommend during the
winter months?” “How do you like that propeller?” “Do
you lean your engine by ear or using the EGT gauge (exhaust gas temperature)?”
Your Accu-Sim airplane has been developed as we
go back and forth from the airport to our development
workstations. Not only does the aircra and its systems
persist from flight to flight, even engine temperatures
persist. So if you land at an airport on a cold day, park
the plane, turn your computer o, grab lunch and return
an hour later, you will find an engine that is still warm.
If you wait until the next morning to fly, it will be what
is known as “cold soaked.” However, if you plugged in
your electric engine heater you can come back anytime
and find a nice, warm engine waiting for you. Warm up
times will be much shorter, and your engine will actually last longer. This is what aircra owners talk about,
and do.
However, probably the most ambitious new feature in
the Accu-Sim C172 Trainer is the Pre-Flight Inspection (a
virtual walk-around). You can now, more than ever, visually see the state of the airplane. You can check for water
in the fuel, inspect various hinges, check the oil, tires, and
even wiggle the flaps by hand to see how secure they are.
In fact, this walk around system is so complete, that we
could hand this product to a future pilot who has never
even gotten close to a Cessna 172 and a week later, ask
him or her to perform a pre-flight inspection on the real
aircra. The result would be a person with a solid understanding of what parts and systems need to be checked
and why, and this would have all been learned without
realizing it since it was, in this case, interactive and fun.
“Fun” is a key word to learning and has been the core
of Accu-Sim since its inception. To be truly immersed in a
simulation, is to truly have fun. This is who we are, flight
simmers. We block out the world around us and want to
get ourselves lost in an alternate reality. This is simulation. But it must be true. When you do something as
simple as turn an ignition key and engage a starter, there
are things you can expect to happen…. physical things.
Much of our interpretation of the physical world around
us is known to us, subconsciously. We instinctively know
when something looks and feel right and conversely,
when something “just doesn’t seem right.” During our
development of our Accu-Sim aircra, we are continually
looking, probing, and testing all kinds of combinations of
things to make sure the physical world in Accu-Sim is as
true as we can make it to the natural world we all live in.
Pilots and aircra enthusiasts are a discerning, sensitive bunch. We’re tough to please, which helps define
who we are. We welcome everyone to the new AccuSim C172 Trainer. We hope you get not just hours, but
months if not years of growth and enjoyment from it.
THE AIR TO AIR SIMULATIONS TEAM
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FEATURES
24
A2ASIMULATIONS
What you can expect from your
A2A Accu-Sim C172 Trainer.
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C172 MANUAL www.a2asimulations.com
Experience one of the world’s most
popular trainer airplanes.
Pure3D Instrumentation now with natural 3D
appearance with exceptional performance.
Designed for both professional commer-
cial pilot training and entertainment.
Immersive pre-flight inspection system designed
by pilots while operating the actual Cessna 172.
A true propeller simulation.
Electric starter with accurate cranking power.
Dynamic ground physics including both
hard pavement and soft grass modeling.
Primer-only starts are now possible. Accu-Sim
monitors the amount of fuel injected and it’s
effectiveness to start and run the engine.
Persistent airplane where systems, cor-
rosion, and temperatures are simulated even when the computer is off.
Immersive in-cockpit, physics-driven sound
environment from A2A engineered recordings.
Complete maintenance hangar inter-
nal systems and detailed engine tests
including compression checks.
Piston combustion engine modeling. Air comes
in, it mixes with fuel and ignites, parts move,
heat up, and all work in harmony to produce the
wonderful sound of a Lycoming 360 engine. Now
the gauges look beneath the skin of your aircraft
and show you what Accu-Sim is all about.
A total audible cockpit and ound engi-
neered by A2A sound professionals.
In cockpit pilot’s map for handy
in-flight navigation.
Authentic fuel delivery includes prim-
ing and proper mixture behavior. Mixture can be tuned by the book using
the EGT or by ear. It’s your choice.
All models include A2A specialized materials
with authentic metals, plastics, and rubber.
Airflow, density and its temperature not
only affect the way your aircraft flies, but
how the internal systems operate.
Real-world conditions affect system condi-
tions, including engine temperatures.
Spark plugs can clog and eventually foul if
the engine is allowed to idle too low for too
long. Throttling up an engine with oil-soaked
spark plugs can help clear them out.
Overheating can cause scoring of cylinder head
walls which could ultimately lead to failure
if warnings are ignored and overly abused
Engine, airframe, cockpit panel and individual
gauges tremble from the combustion engine.
Authentic drag from the airframe and flaps
Authentic Bendix King Avionics stack includ-
ing the KMA 26 Audio Panel, two KX 155A
NAV/COMMS, KR 87 ADF, KT 76C Transponder, KN 62A DME, and K AP 140 Two Axis
Autopilot with altitude pre-selection.
Three in-sim avionics configurations including
no GPS, GPS 295, or the GNS 400. Built-in, automatic support for 3rd party GNS 430 and 530.
As with every A2A aircraft, it is gorgeously con-
structed, inside and out, down to the last rivet.
System failures, including flaps that can
independently jam or break based on the
actual forces put upon them. If you deploy
your flaps at too high a speed, you could find
yourself in a very dangerous situation.
Authentic battery. The battery capac-
ity is based on temperature. The major
draw comes from engine starting.
Oil pressure system is affected by oil vis-
cosity (oil thickness). Oil viscosity is affected by oil temperature. Now when you
Designed and built to be flown “By The Book.”
Visual Real-Time Load Manager, with the ability
to load fuel, people, and baggage in real-time.
Four naturally animated passengers that
can sit in any seat including the pilot’s.
start the engine, you need to be careful to give the engine time to warm
Eight commercial aviation sponsors have
supported the project including Phillips 66 Aviation, Champion Aerospace,
and Knots2u speed modifications.
3D Lights ‘M’ (built directly into the model).
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A2ASIMULATIONS
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QUICK-START GUIDE
Everything you need to get cleared
for take-off as soon as possible.
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HANCES ARE, IF you are reading this
manual, you have properly installed
the A2A Accu-Sim C172 Trainer. However, in the interest of customer support,
C
here is a brief description of the setup
process, system requirements, and a
quick start guide to get you up quickly
and eiciently in your new aircra.
SYSTEM REQUIREMENTS
The A2A Simulations Accu-Sim C172
Trainer requires the following to run:
▶ Requires licensed copy of
Lockheed Martin Prepar3D
▶ Service Pack 2 (SP2) required
NOTE: while the A2A Accu-Sim C172 Trainer may work
with SP1 or earlier, many of the features may not work
correctly, if at all. We cannot attest to the accuracy of
the flight model or aircra systems under such condi
tions, as it was built using the SP2 SDK. Only Service
Pack 2 is required. The Acceleration expansion pack is
fully supported but is NOT 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
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QUICK-START GUIDE
INSTALLATION
Included in your downloaded
zipped (.zip) file, which you should
have been given a link to download
aer purchase, is an executable
(.exe) file which, when accessed,
contains the automatic installer for
the soware.
To install, double click on the executable and follow the steps provided in the installer soware. Once
complete, you will be prompted
that installation is finished.
IMPORTANT: If you have Microso Se-
curity Essentials installed, be sure to
make an exception for Lockheed Mar
tin Prepar3D as shown on the right.
REALISM SETTINGS
The A2A Simulations Accu-Sim C172
Trainer was built to a very high degree of realism and accuracy. Because of this, it was developed using
the highest realism settings available in Lockheed Martin Prepar3D.
The following settings are recommended to provide the most accurate depiction of the flight model.
Without these settings, certain features may not work correctly and
the flight model will not perform accurately. The figure below depicts
the recommended realism settings
for the A2A Accu-Sim C172 Trainer.
-
FLIGHT MODEL
To achieve the highest degree of realism, 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.”
INSTRUMENTS AND LIGHTS
Enable “Pilot controls aircra
lights” as the name implies for
proper control of lighting. Check
“Enable gyro dri” to provide realistic inaccuracies which occur in gyro
compasses over time.
“Display indicated airspeed”
should be checked to provide a
more realistic simulation of the airspeed instruments.
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A2ASIMULATIONS
:::
C172 MANUAL www.a2asimulations.com
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ENGINES
Ensure “Enable auto mixture” is
NOT checked. The Spitfire has a
fully working automatic mixture
control and this will interfere with
our extensively documented and
modeled mixture system.
FLIGHT CONTROLS
It is recommended you have “Auto-
rudder” turned o if you have a
means of controlling the rudder
input, either via side swivel/twist
on your specific joystick or rudder
pedals.
ENGINE STRESS
DAMAGES ENGINE
(Acceleration Only). It is recommended you have this UNCHECKED.
QUICK FLYING TIPS
To Change Views Press A or SHIFT + A.
Keep 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.
On landing, once the airplane settles
slowly pull back on the stick for additional elevator braking while you use
your wheel brakes. Once the airplane has
slowed down you can raise your flaps.
Be 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.
For landings, take the time to line up
and plan your approach. Keep your
eye on the speed at all times.
Using a Simulation Rate higher than
4× may cause odd system behavior.
A quick way to warm your engines is to
re-load your aircraft while running.
www.a2asimulations.com C172 MANUAL
:::
A2ASIMULATIONS
29
ACCU-SIM AND THE C172 TRAINER
30
Experience flight simulation like
never before with Accu-Sim.
A2ASIMULATIONS
:::
C172 MANUAL www.a2asimulations.com
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