VFR departure from KTCY in a G1000 equipped Cessna 172SP in May 2014 with IFR clearance into KPAO. Cessna 172 SP G1000 IFR KTCY to KPAO Norcal Flyer. Cessna 172 IFR KPAO KHAF - Duration.

Flight1 Cessna 172 For FSX By Andrew Herd (27 October 2007) he last time I reviewed the Flight1 Cessna 172 was back in 2004, at which time I thought the developer was pretty brave releasing a plane which so many people had flown, because anyone who does so leaves themselves open to a storm of criticism - which duly arrived. I gave the 172 an AAA gold at the time, which it richly deserved; what the addon did not deserve was to be ripped apart in the forums by people who failed to appreciate that Flight Simulator puts fundamental limitations on flight model design and that the 'aircraft' we fly in the sim can only be as real as Microsoft allows them to be. But that being said, the Flight1 Cessna 172 was one of the best releases ever made for FS2004 - now that we have a new version, the question is, have there been many changes and will it be as good in FSX?

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In 1948, when Cessna ran the first 170 up on its assembly line, it had five airplanes in production, the other four being the 120 and 140, the radial engined 190 and the 195. The 170 was a four seat version of the 140 but although Cessna sold over 5000 hulls it was yet another rag-wing taildragger at a time when every plane was a rag-wing taildragger.

Barely a year into the run, the design was updated with metal clad wings and bigger flaps (which extended to an impressive 50 degrees) and given the designation 170A. Though it had its drawbacks - including a poor rate of roll and an eye-watering stall - this plane was to sire one of the most successful light aircraft of all time, the Cessna 172. Cessna might have stuck with the170 had it not been for Piper's Tripacer, which was stealing the market. Piper's success was irritating to the conservatives who ran the aircraft industry in those days, the majority of whom believed that real airplanes ought to have tailwheels, despite the fact that many pilots had difficulty taxiing and landing them and ground accidents were frequent. When a successful after-market nosewheel mod for the 170 appeared, a team at Cessna responded by starting work on an official upgrade, but unbelievable though it may seem, they were told to destroy the project by the senior sales manager. Fortunately for the company, the team squirreled their work away, secure in the knowledge that one day it would be needed.

The call came only a few years later, but though the 172 project went ahead with the full backing of the board, it was shrouded in secrecy and most of the flight tests were conducted out in the boonies at a farm strip. Reworking the 170 was by no means a straight forward task and much work was needed to strengthen the fire wall; develop gear that kept the thrust line low, but high enough to avoid prop strikes; solve the stability problems; and to cure nose wheel shimmy. I guess they succeeded at pretty much everything except that last item. The plane that went on sale in 1956 had a 145 hp Continental O-300D driving a fixed pitch prop at a cost of $9250. Needless to say, it was an immediate success and over a thousand were sold in the first year, pretty much canning Tripacer sales in the process.

Computherm wireless thermo control system user manual. In 1960, Cessna updated the design by the radical method of sweeping the vertical tail, at the cost of somewhat reduced directional stability, although it improved the looks 100%; and a year later, they lowered the gear and raised the thrust line. After that, all that was left was to keep tweaking away, the most important changes being a switch to the Lycoming O-320 in 1968 - rumor having it that this was done to use up thousands of engines left over from a contract after the 177 failed to sell as expected.

The dorsal fin extension was incorporated in '72, compensating for the stability lost by the tail sweep and making it more difficult to enter a spin, and in '74 the cowling was redesigned, bringing a welcome improvement in cruise speed. Production ceased in the product liability crisis of 1985, after 35,773 had been built, but true to the promise Chairman Russ Meyer gave at the time, the line was restarted in 1997, producing much the same 172 as before, though with fuel injection as standard and a metal panel replacing the old Royalite. The latest models have cockpits like airliners, with Garmin glass everywhere - a far cry from the 170 that sired them. Now that the is no longer in production, the 172 is the aircraft of choice for many flight training schools and with such a long pedigree it is hard to question it as a choice.