Microsoft Flight Simulator X: Tutorial and Tips : Cessna 172 Takeoff in Microsoft Flight Simulator
How to operate a Cessna 172 for takeoff and cruise inMicrosoft Flight Simulator X; learn more about flight simulator software in this free instructional video. Expert: Dixon Gillette Bio: Dixon Gillette has been reviewing and testing video games for nearly Ten years. Currently Dixon’s hobby is to refurbish antique video game consoles and locate old games for them. Filmmaker: Dixon Gillette
The POH of a C-172SP says the rotation speed is 55 kts for a standard takeoff.
If doing other kinds of takeoffs rotation speed varies.
Just watch my videos, for God’s sake at least I don’t pop up every 2 seconds distracting you from what your supposed to be doing.
On soft field runways you pull the yoke (smoothly) all the way back as soon as you add full power, and for short fields you actually rotate at 50 kts, climb at 56 kts…oh whatever, just watch my tutorial.
and you will clog up your magnetos if you taxi with the mixture full, you want to lean it out before taxiing, and put it to full rich before takeoff, unless at above 3000 feet elevation. At least he did get one thing right.
OMFG people this a simulator/game these guy treat it like its real life!
you do know they use similar simulators to this game to train in flying.
are they stupid:
It’s 65 KTS nose up 7.5,
2 nose up, 75 KTS reduce speed to 2575 RPM.
Then TRIMM.
Horizontal,
20 feet before achieving the right altitude, nose down 3 nose down95 kts speed 2300 trimm
FSX has good graphics and all but the handling of the aircraft is still unrealistic. More focus and aircraft handling less focus on graphics.
What you do is Full throttle for take off down on the joystick ! fly around doin whatever then no Throttle and forward on the joysstick !! SIMPLES!
Rotate at 55kt, not 70kt. More information could be provided. Like checklists, run up, lights…not a complete tutorial.
Isn’t that why, in your run ups you run 1700rpm then check the mags.. If they’re ‘clogged’ or if one is ‘clogged’ set to BOTH, run up 2100rpm for 10 secs then try again, should be fine. I wouldn’t recommend taxiing at anything other than full rich
There is no set precedent for leaning out the mixture for taxiing. My first CFI never told me to do it. My instrument CFII introduced me to it, and this guy is a stickler for details, I swear he sleeps with his FAR/AIM under his pillow.
Leaning the mixture is one of those good things to do, and I do it all the time, especially if idling for a long time. Like awaiting your IFR clearance.
BTW, the POH in front of me says the runup is done at 1800 RPMs in a 172SP/G1000, the POH for the 172N says it is 1700. So like with everything in aviation, all we have to do is look up the POH.
Do you know what happens to a C-172 that is going 60 kts down the runway, let alone 80?
C-172 gets wobbly at 50 kts dude, at 80 youll be a tumbleweed going down the runway.
I want that plane off the ground as soon as I pass 50 kts, at least the nose wheel.
Then you’ve been a lucky man so far, just stay away from Southern California OK
True, I’ve never been privy to a glass cockpit so I haven’t seen that POH. Thanks for the info
You know, I hadn’t flown for 10 years before this April 2009, so I grew up flying the 1970’s Cessnas. Once you said 1700 RPM, I knew that was true for the older versions. So you are absolutely correct.
I like the galss cockpits, but the 172N’s (1979) are about half the price of the new G1000 (renting them). I really wish the place I rent from had an older one, I could get a lot more of my IFR training done.
Plus I’m a sttickler for learning to fly the proper way, with vacuum gauges.
C-172R Max Performance Takeoff:
-Flaps set to 10 degrees
-Line up on the runway using full length
-Hold on the brakes
-Apply full power
-Release the brakes and maintain slight back pressure on the yoke to extend the nose oleo
-Rotate at 51 KIAS if not airborne prior
-Climb at 57 KIAS to your obstacle clearance height
-Lower the nose slightly and retract the flaps through 60-65 KIAS
-Climb at 79 KIAS until clear of the aerodrome circuit, then cruise climb between 90 and 100 KIAS.
I fully agree with you on traditional cockpits.
I am currently learning to fly and ask for the traditional cockpit as the glass cockpit just feels wrong somehow – also there is more chance of chasing the gauges if you are in a glass cockpit when you should be looking out of the window most of the time.
If you are learning to fly, you really should learn in an older airplane, even ones without GPS. You can jump from a gauge cockpit right into the glass cockpit, but it isn’t as easy the other way around.
Two biggest differences are that the information is really simplified and bundled up together for you in a glass cockpit, and with gauges you actually have to keep a gauge to gauge scan going yourself.
And second, some of the gauges have a 1-2 second lag in then, so you HAVE to think ahead.
Thanks – yes I do not look forward to when I get to do recovery from spins and have to work out what is going on looking out of the window.
Fortunately the training manuals here in England are all based on traditional cockpits – my desire to fly has been there for some thirty years so for me it it feels like ‘coming home’ being in a traditional cockpit.
can you open the windows -not doors-?
I live in NM and i usually rotate at around 60 kts in my 172, no big deal man.
touché
whatever works for you
Dixon like something hard in his moutH@!