a2a c172 manual

Accu-Sim C172 Trainer, including sounds, aircraft, and all content is under strict, and enforceable copyright law. 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 90. The top edge of your screen should be at eye level or be-low, and the monitor should be tilted slightly back-wards, to prevent strains to your cervical spine. Reduce your screens brightness to lower the con-trast 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 its hard Epilepsy WarningSome people experience epileptic seizures when viewing flashing lights or patterns in our daily environment. Consult your doctor before playing com-puter games if you, or someone of your family, have an epileptic condition.The Cessna 172 has endured going- on six decades, and is an undisputedly tradi-tional design. Classic? Q.E.D. If Piper aircraft are Fords, based upon William T. Pip-er having been called The Henry Ford of Aviation, then Cessna aircraft are surely at least Chevys. These Pipers and Cessnas are the aviation industrys entry-level aeroplanes, just as lower-priced Fords and Chevys are their automotive equivalent (No slight or dis-respect is intended towards any of the other automo-bile manufacturers who also offer excellent entry- level automobiles). 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. After all, in its fifty-seven 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 pro-duced, by far.

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In the meantime here is the Pilot's Manual for the Accu-sim C172 Trainer.. Manual.zip Many thanks, A2A Simulations Is it because I'm on my phone, or is there an issue with the link? Is it because I'm on my phone, or is there an issue with the link. Might be the phone, no issues here though its high demand so might be slower than normal. It is a zip file with the PDF inside too so not sure if it will open on all phones One more step toward the release of the bird. Thank You A2A - looking forward to flying her! Looking forward to this aircraft, and if anyone wants to do any multiplayer flying etc.Server info at digitalthemepark.blogspot.com. Use of their teamspeak channel is required, kind of a unicom, if flying on their servers. Congratulations, Team. I normaly don't speak English, so if I say something stupid, don't shoot me out of the sky. I've seen a couple of youtube vid's about the 172 but I couldn't find how to get to the pre-flight walk around and do all the checks. So I wonder, is there a user manual to be found somewere ??? I'm thinking on how to use auto pilot, the gps etc. I have some trouble with the brakes (which is not unusual I see). For the brakes I have to go to the FSUIPC.ini files and change the BreakReleaseThreshold to 0. I'm hoping to do it right because, as I said, not a computer Einstein. So far my first post. Awaiting some helpfull reply (hope so), kind regards, FLYING TIGER The official A2A users manual can be found here. Manual.pdf Shift 8 does bring up the preflight menu. The little arrows towards the top right control which section of the walk around you are on. Cheers, Torin Happy landings, Eddy. Discover everything Scribd has to offer, including books and audiobooks from major publishers. Start Free Trial Cancel anytime.Browse Books Site Directory Site Language: English Change Language English Change Language. All rights reserved.Published by A2A Simulations Inc. ATTENTION!

With its high wing, granting an unobstructed downwards view, it is ideal for sightseeing, aerial photography and for patrol and surveillance duties. 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 lim-ited shoulder and headroom for all but the smallest and slightest people. Full sized adults will find them an uncomfortable or even prohibitively small environ-ment. Like many four-seat GA aeroplanes, the 172s average 900 lb.With standard tanks (43 gal.) on board, only 642 lbs.Of course, if you and your friends weigh an average of no more than 160 lbs.In the real world (my world, anyway) this may not be the case. 172s are slow; there is no way around it. Its 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 distinc-tive and pervasive low-midrange drone that makes ca-sual conversation in the air without an intercom system somewhat difficult. However, from the R model for-ward, some attention to cabin soundproofing has been addressed. THE RISE OF A CLASSIC AEROPLANESo 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 mlange, hybrid and accumulation of those designs of a number of previously successful aeroplanes. Please note that you will need toPlease read ourThis will give you the info you need to get started flying and usingThere would be Cessna s falling out of the sky like splotches from a flock of seagulls.Generally you must be in level fligh and trimmed.

All during its 57 year run (with no sign of going away) it has been one of the most eco-nomical, utilitarian, versatile, affordable, 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 aero-plane to fly and operate. Ad-ditionally, the C-172 in its vari-ous 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 com-promise and attention to what is required as well as to what is desired in a basic four-seat 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 Cess-nas and his companys 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 aero-plane, an efficient short-hauler with moderate-payload and range. Stable and pilot-friendly it is also surpris-ingly 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 hon-est, solid and reliable aircraft, neither overly forgiving 8 A2ASIMULATIONS::: C172 MANUAL www.a2asimulations.com FOREWORD nor overly challenging. Accordingly, it is one of the best choices for both VFR and IFR training.

You mention switches stop working. Sounds like a bad install on your side. Try downloading it again, reinstalling and activating the aircraft maybe. Oh, best not try to alter any of it's files manually afterwards I think.No changes to the plane, no changes to my system. NO OTHER MANUFACTURER I have does this.so, why is this not their fault and why is it mine. Why are the forums across the flight sim community talking about this if this is something I did and not a problem with the product. I have one of every developer from the Flight Shop. None do this. Yes.I DO blame the developer! Full checklists and performance charts are also provided for you to start studying. Click on the link above, or here, to download the manual. To find out more, read our Cookie Policy I am OK with that My Options Cookies Policy Out of these cookies, the cookies that are categorized as necessary are stored on your browser as they are essential for the working of basic functionalities of the website. We also use third-party cookies that help us analyze and understand how you use this website. These cookies will be stored in your browser only with your consent. You also have the option to opt-out of these cookies. But opting out of some of these cookies may have an effect on your browsing experience. Folks, this is it. This is the one we have all been eagerly awaiting. There may be other Cessna Skyhawks one day soon, but, this one falls into the here and now category and it is even better than expected. This extraordinary team includes 15 pilots all of which have Cessna 172 flying experience. A few weeks prior to the official release of the C172 Trainer, Scott Gentile, who is also a pilot, ran the test flight program and posted a couple of YouTube videos to show off some of the more innovative features. Several additional feature specific videos are in work to be used as short tutorials to clarify certain aspects of the airplane operation.

But I dont use the autopilot.Fly manually straight and level like mjrhealth says and then press crtl-Z. This should make the autopilot fly the plane straight and level. On some planes you may have to hit Z (to turn on autopilot) then crtl-Z. It varies by plane.I don't have the C172 but I do have the C182, with the same Autopilot. A2A aircraft are the best there is in GA for FSX and Avionics is so well modelled that you can use the real Manuals from the real Manufacturer. In this case, get the KAP 140 Autopilot System Pilot's Manual from Bendix King. You can also download it from the A2A Forum where you will find lots of info about avionics, including tutorial videos. Cheers, PS. Just keep in mind that a 2-axis Autopilot doesn't fly the aircraft for you (doesn't have control on throttle, has a limited bank authority, etc) so, as a rule, you should have your aircraft manually set for a certain flight condition and use the Autopilot just to give you some (just some) freedom to take care of other things, or enjoy the view.There would be Cessna s falling out of the sky like splotches from a flock of seagulls.If that doesn't work, I'd bring it up on the A2A Simulations C172 forum, where they are very heipful.I read the manuals, both the Autopilot Bendix Manual, and the A2A manual. I did the updates, I trimmed the aircraft as much as I could do prior to engaging autopilot, this plane does not trim correctly, then of course to add to the misery, the Virtual Cockpit switches stopped working. I have been with Flight SIm since the Monochrome Sub Logic days. SO I am very familiar with Sim Aircraft etc. Massive numbers of Cessna s will be falling out of the sky. This is A2A, and this is below their reputation for excellence.I have been with Flight SIm since the Monochrome Sub Logic days. I flew the real thing for a while. I took advantage of the Flightsim.com sales over the last three years and have probably every manufacturer sold here. Only A2A is giving me any trouble.

Your butt will also be checking for small changes in vibration levels and may be the first to notice a previously unnoticed thump or thud. So, in addition to a well-tuned PC system for FSX or P3D you will want a good sound system with a subwoofer and a good headset. The large USB Cessna Trim Wheel will look and feel just like the one in the C172 Trainer panel. All my flight hardware comes from Saitek with several having the Cessna logo. We’re tough to please.” Examples are a true propeller simulation, electric starter with accurate cranking power including accurate battery drain.Now when you start the engine, you will need to pay close attention to the temperature gauges as the engine requires a proper warm-up. Sparkplugs can clog and eventually foul if you allow the engine to idle too low for too long. Airflow, air density and temperature not only affect the airplane performance but also how the internal systems operate. The upper limits of that white band on your airspeed indicator and those speed placards now have meaning when flying this simulation. The mixture can be tuned using the EGT, by ear, or by using tool tips for % mixed. Even primer-only starts are possible with Accu-Sim monitoring the fuel injection. This has been a historical irritation for those with yoke and hand controllers and the interpretation of the deflection or movement.This should be a very welcome improvement and more realistic. All seats provide very good visibility both on the ground and in the air, and are comfortable for a flight of a few hours. This airplane has never been confused with or even compared to the higher performance constant-speed prop, retractable gear planes. This one will always be flown lower and slower but will be reliable and safe provided you observe the speed limitations, don’t exceed the passenger and baggage weight limits or the CG envelope and for goodness sakes don’t ever run out of gas.

Fortunately, it comes with an excellent free paint kit and new paints are arriving daily. Many reflecting nostalgic paint schemes similar to the ones used for primary flight training many years ago as best remembered by the new owners. This is because both simulations properly reflect the real world model. I have always thought the visual model found in FSX was one of the better models. Once you get a little closer to the A2A C172 Trainer you will immediately note there is no longer any comparison between the two. Clyde Cessna saw the writing on the wall and secretly organized a team to counter the Tri-Pacer.Later models added the now common swept tail and the full glass wrap-around view, more power, fuel injection, electric flaps, nicer interior, better panels and instruments, upgraded radios, floats, etc. The Skyhawk name was first used in 1961 on an upscale model, eventually all models were called Skyhawks. Good abbreviated history also. Although not a superior performer for the value, the RG did meet the criteria for a complex aircraft for flight schools to meet the Commercial Pilot’s Certificate requirements. In 1994 then President Clinton signed the General Aviation Revitalization Act which limited the manufacturer’s liability for light GA airplane accidents and Cessna immediately cranked up the production line. Larger fuel tanks, dual vacuum pumps, tinted windows, easy to read backlit instruments and a systems annunciator panel rounded out the upgrades. You can now, more than ever, visually see the state and condition 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. 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. All of these are in the game-changer category for me.

Using their Accu-Sim engines and accumulated system knowledge obtained designing and building complex warbirds, A2A has designed something special for the broad base of flight simmers. Even those that learned to fly in one of the low-wing trainers probably have some logged flight time in a C172. With more than 60,000 Skyhawks out there someplace, with production starting in 1956 and continuing almost non-stop it is no wonder A2A chose this particular one for their general aviation Trainer debut. Those not familiar with Accu-sim are in for a real boost toward reality and almost unbelievably realistic flight characteristics, sounds and eye-popping surprises. The Accu-sim core program is being constantly updated from many sources and the Trainer is constantly being updated, even in-between formal updates. The A2A forum is open to everyone, even those that have not purchased any A2A simulations so you can read and see what is going on daily. Further, all A2A Simulation models are backed by a pledge for your happiness or you can request a refund. Even more astounding is that they have chosen not to use any intrusive copy protection schemes that impede your installation and enjoyment. Why don’t you read what I thought about it in that review here and I won’t have to repeat it. For those in a hurry to get the end of this one, suffice to say Accu-sim is on the leading edge of simulated reality and a large cut above most of the competitors. Not just military aircraft as the A2A Piper Cub is still near the front of my hangar and the one on floats is moored nearby and the classic Boeing 377 Stratocruiser is something to behold. You can read my thoughts about the Cub and Accu-sim in this review. Again, for those not interested in jumping to another review, I received my real world Seaplane rating in the J-3 Cub at Jack Brown’s Seaplane Base near Orlando many years ago. I think it’s a revelation.

It’s been the only thing I’ve flown since I got it, and it has definitely retrained me back into some good habits. Like a lot of low-time pilots, the 172 is the only plane I have actual experience flying, and A2A’s version is absolutely spot-on to what I remember.” I know the feel and smell and sounds of what this C172 Trainer brings to the table. It is not just the thumps, thuds, bumps, clicks, and swishes that make it seem so real, it is the fact that you now have total ownership of the Skyhawk. This simulation features a persistent airplane where systems, corrosion, and temperatures are simulated even when the computer is off, something most flight simmers have not previously witnessed but will thoroughly enjoy. You will find your next flight, or better yet, even before your next flight, you will find the aircraft the way you left it from your last flight. If you noticed a squeaky brake when taxiing from that last cross country it will still be there for this next flight. I can see where those with a slant toward the mechanical side will be in hog heaven and spend most weekends in a dirty jumpsuit with grease under their fingernails.Records are kept so you will have a journal for reference. Wear and tear is the name of the game now so failures and routine maintenance actions will be an everyday part of your Skyhawk ownership. This can be both visual and aural so you will also develop a keen ear for those new sounds that may be changing over time. Vibration is also a key factor in monitoring performance of the Lycoming engine. The panel vibration is not just for visual entertainment; something is causing that shake or rattle. That rough running engine with the fouled sparkplugs may be first noticed as an erratic RPM needle or maybe an abnormal magneto drop or possibly just a hard to start engine. You will learn that maybe just revving up the engine to a higher RPM will clean those fouled plugs.

A2A recommends changing the oil at 25 hours if you are an occasional flyer and changing the filter at 50 hours. The enhanced sounds ranks up near the top also. The next 3 pages will give you just enough information to get you airborne and some hints on how to land. Do pay attention to the Realism Settings for FSX making sure all sliders are full right and the proper boxes do or do not have the checkmark. Special attention is called to the unchecked auto-mixture and auto-rudder boxes. The R model specs start on page 45 with some of the most comprehensive specs for any FSX airplane. Add a hot day, short field with tall trees at the end of the runway and you have a disaster waiting. Fortunately, this is only a simulation, but, if you want to keep it as real as it gets, use those charts and graphs for your preflight calculations. Performance charts and emergency procedures follow then beginning on page 78 you get a really well written and fully illustrated description of the airplane and systems. This chapter is worth reading 3 or 4 times. The balance of the Pilot’s Guide is devoted to explaining the handling, service and maintenance. This is where you master the 2d panels with all the options and selections. All the other requirements are pretty much standard stuff, see page 27 of the manual (free download prior to purchase) for the full Systems Requirements. This depends on whether or not you already have the Accu-Sim Core program already installed and up to date. The C172 Trainer is the first A2A simulation to actually come bundled with Accu-Sim. All the others require a separate purchase although you receive a small discount for the bundle. Most likely the first three choices will be the 3 repaints that were just installed. I suggest you select an airport with a familiar layout with plenty of parking and taxiways for your indoctrination.

If like me, you will want to spend some time looking around the new Trainer, clicking on the various 2d panels and seeing some of the results. Sounds are a large part of the simulation so make sure you can hear all those clicks, swishes, clunks and thuds. Without prior knowledge, you may not get it going on the first try. When you do get it fired up you will be rewarded with some wonderful sounds and a visual feast of smoke, bouncing needles and vibrating panels. Set your Parking Brake to On while you continue to explore. This is where you can configure or change some of the basics to personalize your Trainer. These are generally grouped as MISC items. This is also where you can click on the USED box and have an instant high time Trainer that will immediately show the proper sign of wear and tear. This seems to be a random assignment of accumulated hours so you will want to check with the Mechanic to see the condition of the systems and components. You can click on the GPS configuration box to try the No GPS, a bracket mounted GPS295 handheld unit or the panel mounted GNS400. Should you own some Reality XP units you can choose between the 430 and 530. Nothing else required. Neat. The metric vs. imperial selection is a toggle in the lower right. This is a huge improvement over most add-ons with the choices of pilot and passengers. I would like to see more choices and even some personalized choices but this alone is a nice step forward. You are always portrayed in the center of the map. One feature that I really like is when you click on APT (Airport) all visible airports will appear with their identifier, a second click and the airport name is added, a 3 rd click adds the runway elevation and longest runway length, and the 4 th click adds some useful frequencies. The next click removes the airports from the map but resets the cycle as detailed. It is so easy to identify that airport in the distance while flying in a new area.

The runway orientation is depicted to aid in the proper identification. This is also a nice way to see what airports are within say 15 or 20 miles, with or without facilities, hard surface or grass, etc. Turn on the Battery side of the Master Switch and the Avionics Master (assuming you are on the ground without the engine running). Now right click again on the active screen and select the Radio Stack. Of course, you can unlock the small window and move it around the screen to a handy spot. An increment of.25 or.50 can be selected for COM1 or COM2. The ADF and Transponder can be quickly changed also.The programing makes good use of the center mouse wheel for many changes not just radio frequencies. Be sure to experiment with alternate methods. Links are provided to download the real world Bendix King Radio manuals. Upgraded models of the KAP-140 come with WAAS support. This upgrade could be easily implemented, provided we get one of the team members' attention and ask real nice. My idea of using the C172 Trainer for instrument training requires an up-to-date WAAS capable GPS and AP. I think today’s pilot has become accustomed to the advantages of modern up-to-date navigation systems and we should not be deprived of all those new LPV approaches while flying the C172 Trainer. The Reality XP GNS series is already WAAS certified, we just need a couple of internal switches flipped by the programming team for the KAP-140 to acknowledge the glide slope while in the GPS mode. I think the two of us may be using different versions (v1.03 vs. v1.022) After a week or two of growing pains with some brake issues and some mysteriously vanishing VC click spots being solved for most users, they have settled down to making minor adjustments here and there and adding new bits and pieces to the simulation. The version that I initially loaded already had most of the early issues resolved (v1.022).

I am just the opposite and greatly appreciate all the hard work by the development teams and beta testers and I am always willing to wait on the sideline while the inevitable early bugs are resolved. I personally think the A2A C172 is a marvelous simulation and will be even better as the team has the time to work on some improvements. Remember, the Skyhawk is not a complicated, high-performance airplane. As a matter of fact, it is just the opposite. It was designed and built to be a simple, stable, safe, family airplane and it continues in that same tradition today. The fact that the Skyhawk is by far the most popular airplane of all time supports these comments. The Cessna 172 holds the last spot on the engine failure list, meaning it is the least likely to experience an engine failure in flight. As for in-flight airframe failures, only the little brother Cessna 150 is safer with the C172 in the number two position. All the other charts have the Skyhawk rated in the top 10% or bottom 10% depending on how the numbers are compiled. They are reliable, easy to fly, and replacement parts are available everywhere” and “We feel very comfortable about insuring low time pilots in the 172 because the Skyhawk makes flying a family affair, and that generally makes for safer flying.” You can elect to use the Cessna published POH for the 172R and use the Bendix King avionics manuals to operate the real aircraft or the A2A simulation or use the provided Pilot’s Manual. Kind of seems like one in the same to me. Stable, predictable, smooth, easy to handle, comfortable. Am I taking about the real one or the A2A C172 Trainer? Yes. One of our experts was complaining that the C172 Trainer did not have enough rudder authority and was not properly designed for crosswind landings.

Using his own personal flying technique, that who knows where he may have learned, he had great difficulty holding position against the crosswind, ran out of rudder control way too early, and floated above the runway for way too long before landing with a thud in the last 3 rd of the available runway. I taught students to crab into the wind to hold position with the center line of the runway and depending on the severity of the crosswind to gradually transition to the low wing into the wind method when they were sure they had the runway made in case of engine failure, then to use enough rudder to align the aircraft with the runway prior to touchdown while maintaining the proper airspeed for the conditions. Nothing any more complicated than that. Not one of my students ever ground looped one of those Cessnas, never damaged the landing gear, and never made a fool of themselves. (Of course, we did not have forums back then.) BTW, I have never came close or even thought of running out of rudder either in any real world Cessna 172 or the A2a C172 Trainer. I don’t remember having any problems with crosswind landing in any of them or any problem floating way too long or ever running out of rudder authority. Each of these Cessna models are quite different and the power loading, panel layout and flight characteristics are sufficiently different to require a pilot that flies the different models often to pay special attention to those differences. I use one of my Cessna 150s for the commute. Can you imagine how simple that Cessna Trainer was after climbing out of an old, run-down DC-3 for the flight back home. I think that is why it is not uncommon for an airline pilot to have a J-3 cub for a personal airplane. Once I settle down at cruise altitude, I always seem to wish it was another 10 or 20 knots faster but then again, it’s a Trainer not a cross country airplane. It just seems do a lot of things right and does not have any faults.