A2A Cessna 172 User Manual

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A2ASIMULATIONS

C172

ACCU-SIM C172 TRAINER

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RISKS & SIDE EFFECTS

Ergonomic Advice

Always maintain a distance of at least 45cm to the screen to avoid straining your eyes.

Sit upright and adjust the height of your chair so that your legs are at a right angle. The angle between your upper and forearm should be larger than 90º.

The top edge of your screen should be at eye level or below, and the monitor should be tilted slightly backwards, to prevent strains to your cervical spine.

Reduce your screen’s brightness to lower the contrast and use a flicker-free, low-radiation monitor.

Make sure the room you play in is well lit.

Avoid playing when tired or worn out and take a break (every hour), even if it’s hard…

Epilepsy Warning

Some people experience epileptic seizures when viewing flashing lights or patterns in our daily environment. Consult your doctor before playing computer games if you, or someone of your family, have an epileptic condition.

Immediately stop the game, should you experience any of the following symptoms during play: dizziness, altered vision, eye or muscle twitching, mental confusion, loss of awareness of your surroundings, involuntary movements and/or convulsions.

A2ASIMULATIONS

C172

ACCU-SIM C172 TRAINER

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-off 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.

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 aircraft 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.

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 aircraft.

100 CREDITS

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FOREWORD

Cessna 172/Skyhawk — the very definition of a classic aeroplane.

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		November 1955 when the first
	to be called “classic”, then the		year production history, since
			public, over 60,000 of these
	venerable and ubiquitous Cessna		C-172 was introduced to the
			been built, making it the most
	172 in all of its many variations		versatile aeroplanes have
			numerous aeroplane ever pro-

	surely deserves that title. It is a		duced, by far.
			All during its 57 year run

time-tested benchmark of aircraft ef-			(with no sign of going away) it
I			has been one of the most eco-
			nomical, utilitarian, versatile,
ficiency, utility and excellence; it is one			affordable, safe and easy to
of the most recognizable aeroplanes			fly aeroplanes ever produced,
			not to mention one of the
(although sometimes mistaken for its			most popular, most reliable
			and relied upon of all general
larger and more powerful brother, the			aviation aeroplanes. This, too,
			is no surprise. For all of these
Cessna 182/Skylane and vice versa);			years the Cessna 172 has been
			a relaxing, fun, simple and
its value has been and continues to			relatively inexpensive aero-
			plane to fly and operate. Ad-
be well-established and constant. The			ous forms has and still serves
Cessna 172 has endured goingon six			ditionally, the C-172 in its vari-
			Civil Air Patrol for search and
decades, and is an undisputedly tradi-			in the U. S. Border Patrol and
			over a dozen foreign air forces
tional design. Classic? Q.E.D.			rescue missions as well as in
			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-
If Piper aircraft are “Fords”, based upon William T. Pip-			promise and attention to what
		is required as well as to what is desired in a basic four-
er having been called “The Henry Ford of Aviation”, then		seat aeroplane. While many Cessna aeroplanes have
Cessna aircraft are surely at least “Chevys”. Of course, in		been ground - breaking and highly significant markers
both instances I am referring to the smaller, lower pow-		in the history of aviation, the simple, straight-forward,
ered, single-engine examples, the types of aeroplanes		and distinctly unspectacular C-172 may be Clyde Cess-
that most private pilots rent or fly as members of a club		na’s and his company’s greatest achievement.
— Piper’s Tomahawks and Cherokees, and Cessna’s 152s,		If this is so it is not because the 172 exhibits blinding
162s and, particularly, the venerable 172/Skyhawk.		performance or is so extraordinarily lovely to behold.
These Pipers and Cessnas are the aviation industry’s		No, the 172 is a modest and ordinary looking aero-
entry-level aeroplanes, just as lower-priced Fords and		plane, an efficient short-hauler with moderate-payload
Chevys are their automotive equivalent (No slight or dis-		and range. Stable and pilot-friendly it is also surpris-
respect is intended towards any of the other automo-		ingly nimble and quick on the controls when needs be.
bile manufacturers who also offer excellent entrylevel		The 172 is a mostly docile (except for a sharp stall break
automobiles). It might be hard to find a private pilot		under certain conditions), some might say pedestrian
who has not taken some dual and/or soloed in a Cessna		aeroplane, purposely designed to be able to be flown
172. It is not unusual for many examples of the C-172		safely even by the dimmest bulb on the pilot tree. Not
to be seen at just about any and every general aviation		a fast cruiser or a rapid climber, it is, however, an hon-
airport, and this is no surprise. After all, in its fifty-seven		est, solid and reliable aircraft, neither overly forgiving

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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 effective 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 offer 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 hefty 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 difficult. 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 after 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 universally predicted General Aviation (GA) boom which so many supposed would blossom and thrive after 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 after-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 oft - 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, Taylorcrafts, Cessnas, Stinsons and the like than had been so optimistically imagined actually existed. Still, after the enthusiastic, if unrealistic, postwar glut on the market of various GA aircraft 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, Taylorcraft, 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 effect. Cessna, however, which had seen its T-50 light twin used to great effect by the services as the AT-17 multi-engine trainer as well as building 750 Waco CG- 4A-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 distinct 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 differences between them - the original 140 has flaps (albeit somewhat questionable as to effectiveness), and small “D” windows aft 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

Photos of the 1946 Cessna 120

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FOREWORD

1948 Cessna 140

have by now been since converted to metal covering. Lift 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 left unchanged; however

some real aerodynamic improvements were included such as an entirely new semitapered wing for better roll response; and still a bit later, replacement of the original thin-chord, ineffectual flaps (which is why there is little practical aeronautical difference 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 lift per sq. ft. 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, stiffening the entire structure and thus permitting a single lift 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 off 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

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 C- 140A “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 (bafflingly), 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 offering 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 145 hp 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 lift struts were the same “V”, twostrut 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 aircraft which were introduced in 1947. This aeroplane sported a new wing, now covered with metal and with slightly larger flaps. While these flaps were not yet the more effective “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 C- 170B was introduced and production of this aeroplane continued until 1956, the year of the first C-172. The C- 170B 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-Lift 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 takeoffs 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 aircraft, including the C-172, and is still incorporated to this day. The wing incorporated all of the previous refinements such as a stressedskin 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-cyl- inder, 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-off 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. After 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

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 aircraft with tailwheels to those with nosewheels.

While some of the pioneering and innovative Curtiss 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

configuration was difficult 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 aircraft with a nosewheel produced in large numbers is believed by this author to have been the Consolidated PBY “Catalina” amphibious light bomber/patrol aircraft, which first flew in March, 1935. However, there was an even earlier GA aeroplane with a nosewheel (after 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 design, the “Ercoupe” first flown in October. 1937.

By 1938 after thousands of expensive and sometime fatal nose - overs of their tailwheel aircraft, the U. S. Army Air Corps was ready to try a new idea in a military

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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).

After World War II makers of GA aircraft 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 Met- Co-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 after 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.

After 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 aircraft, 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, after a short while, all C-172s were popularly called “Skyhawks” and the distinction gradually dissolved until 1977, when all C-172s were then and thereafter officially 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 after 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 goodmannered 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 after all, which during its 43 years and counting, the ever-popular Cessna 172 has well and truly proved.

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 different 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 differ 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

1959 Cessna 175/Skylark

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/Sky- hawk’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 after 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 “Societè Nouvelle Max Holste, and “Reims Aviation”, the pleasantly named FR172J “Reims Rocket” is essentially a heavily modified C-172F. Reims Aviation also produced modifications of other Cessna aircraft: F150 , F152, F172, F177, F182, F337, and the Reims-Cessna F406 “Caravan”.

Photo of 1957

Cessna 180

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FOREWORD

The Rocket was powered by a fuel-injected, Continental IO-360D of 210 h.p. (takeoff), 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 Reims Rocket was the prototype aircraft for the further

1972 Cessna “Reims Rocket

1965 T-41A,B “Mescalero”

1980 R172K Hawk XP on floats

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) aircraft, 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 after 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 210 h.p. (takeoff), 195 h.p. (continuous) Continental IO-360 engine, with a constant-speed controllable 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 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) 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 DA20 for this purpose.

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 thereafter, 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 effective four-passenger floatplane;

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Photos of 1980 Cessna 172RG “Cutlass

however, the Hawk XP on floats is one of GA’s nicest four-seat floatplanes, with its excellent takeoff performance and cruise speed of around 125K, which is very good for a floatplane in its class. (more unimportant information; I often 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 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 officially 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 “Comanche 180”, “Archer” and many others), with a constantspeed, controllable propeller. The idea was to make

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. However, 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 annual 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 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 aircraft 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 aircraft (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 fundraising scheme for the Damon Runyon Cancer Fund, Robert Timm and John Cook took off from McCarran Airfield, Las Vegas, NV in Cessna 172 N9172B on December 4, 1958. What was different and newsworthy about this particular takeoff 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 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. 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, after over 1,500 hours of continuous 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.

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. After a successful landing, Rust then taxied off 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 after 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 aircraft 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 efficient than the fasterturning 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 efficient 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 staff’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

OVER TEN YEARS ago, A2A (then Shockwave 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 ambitious and important projects to date.

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The month preceding the public release of this aircraft 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 aircraft 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 different 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 different 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 aircraft 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 off, 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 aircraft 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 aircraft. 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 aircraft, 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 aircraft 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

What you can expect from your

A2A Accu-Sim C172 Trainer.

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Experience one of the world’s most popular trainer airplanes.

Designed for both professional commercial 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, corrosion, and temperatures are simulated even when the computer is off.

Immersive in-cockpit, physics-driven sound environment from A2A engineered recordings.

Complete maintenance hangar internal 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.

Authentic Bendix King Avionics stack including the KMA 26 Audio Panel, two KX 155A NAV/COMMS, KR 87 ADF, KT 76C Transponder, KN 62A DME, and KAP 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 constructed, inside and out, down to the last rivet.

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.

3D Lights ‘M’ (built directly into the model).

Pure3D Instrumentation now with natural 3D appearance with exceptional performance.

A total audible cockpit and ound engineered by A2A sound professionals.

In cockpit pilot’s map for handy in-flight navigation.

Authentic fuel delivery includes priming 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 conditions, 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

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 capacity is based on temperature. The major draw comes from engine starting.

Oil pressure system is affected by oil viscosity (oil thickness). Oil viscosity is affected by oil temperature. Now when you start the engine, you need to be care-

ful 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.

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QUICK-START GUIDE

Everything you need to get cleared for take-off as soon as possible.

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CHANCES ARE, IF you are reading this manual, you have properly installed the A2A Accu-Sim C172 Trainer. However, in the interest of customer support, here is a brief description of the setup process, system requirements, and a quick start guide to get you up quickly and efficiently in your new aircraft.

SYSTEM REQUIREMENTS

The A2A Simulations Accu-Sim C172 Trainer requires the following to run:Requires licensed copy of

Lockheed Martin Prepar3DService 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 aircraft systems under such conditions, 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 after purchase, is an executable (.exe) file which, when accessed, contains the automatic installer for the software.

To install, double click on the executable and follow the steps provided in the installer software. Once complete, you will be prompted that installation is finished.

IMPORTANT: If you have Microsoft Security Essentials installed, be sure to make an exception for Lockheed Martin 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 exception would be “Crash tolerance.”

INSTRUMENTS AND LIGHTS

Enable “Pilot controls aircraft lights” as the name implies for proper control of lighting. Check “Enable gyro drift” 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.

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 off 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.

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QUICK FLYING TIPS

To Change Views Press A or SHIFT + A.

Keep the engine at or above 800 RPM. Failure 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.

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ACCU-SIM AND THE C172 TRAINER

Experience flight simulation like never before with Accu-Sim.

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+ 72 hidden pages

A2A Cessna 172 User Manual

CONTENTS

FOREWORD

DESIGNER’S NOTES

FEATURES

QUICK-START GUIDE

ACCU-SIM AND THE C172 TRAINER