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Found 13 results

  1. The Long Cross-Country Solo in a Cessna 152 By PhrogPhlyer The Long Cross-Country (XC) As you progress towards your Private Pilot Certificate, one of the most important tasks you will perform is your solo long cross-country flight. This task allows you to exercise all your skills and knowledge to travel on a course that will include three airports and at least 150 miles total distance. As a Sim Pilot, many of the tasks performed by real world pilots are overlooked or not clearly understood. We will approach this flight from a real-world perspective, with the flight portion being done in FSX. Gaining an understanding and appreciation for the efforts needed to obtain an FAA Pilots Certification will make you a better Sim aviator and allow you to experience your sim flights to their fullest, no matter what version of Flight Simulator you may use. For this cross-country flight I chose as the starting point my personal home field, Trenton-Robbinsville (N87) NJ. The first leg will take us to Aeroflex-Andover (12N) NJ, and then to Reading-Spaatz (KRDG) PA. I selected these airports so to land at both controlled and uncontrolled airports. Additionally, enroute to KRDG I will have to navigate through the Allentown Class C airspace surrounding Lehigh Valley Intl. Airport (KABE). My flight instructor has requested that I do not use the VOR or NDB for navigation. This is to build my skill at dead reckoning (flight by identifying ground references). Requirements U.S. Federal Aviation Regulation (FAR) 61.109(a)(5)(ii) requires that a student pilot make one solo cross-country flight of 150 nautical miles total distance, with full-stop landings at three points, and one segment of the flight consisting of a straight-line distance of more than 50 nautical miles between the takeoff and landing locations. FAR 91.103 identifies specific information you must review. Each pilot in command (PIC) shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include runway lengths at airports of intended use, and takeoff and landing distance information relating to aircraft performance under expected values of airport elevation and runway slope, aircraft gross weight, and wind and temperature. The "all available information concerning that flight" statement in the FARs is basically a catch-all phrase that could allow the FAA to say a pilot acted in an unsafe and reckless manner for almost anything out of the ordinary. Declaring an emergency for low fuel even if you had the required destination + reserve amount, having to divert due to icing that was not forecast but the "conditions" could have been conducive to icing, and even maintenance issues or inactions that may have been identified with an in-depth review of the aircraft logbooks have all been used by the FAA to take certificate action against the PIC. Remember, even as a Student Pilot, when you solo you are the PIC. This is not intended to lead you to believe that the FAA is "out to get you" but rather it is highlighting that you must be diligent in your flight planning. Additionally, FAR 61.93(c)(1) requires that your flight instructor make an endorsement in your pilot's logbook for the specific make and model aircraft to be flown, and that endorsement remains current for solo flight privileges, provided an authorized instructor updates the student's logbook every 90 days thereafter. Reviewing my logbook, I find the following endorsement dated three days prior to the planned cross-country date: Prior To The Flight First, I collect all available and pertinent information for the aircraft, airspace, airports, and weather. Aircraft You must have the following documents in the aircraft during the flight. Aircraft Pilot Operating Handbook (POH)/Flight Manual Different aircraft manufacturers may refer to the POH as an Information Manual, Flight Manual. Operations Manual, Pilot Handbook, or similar naming. Within the POH for this Cessna 152, identified as an Information Manual on the cover, there is the statement "At the time of issuance, this Information Manual was an exact duplicate of the official Pilot's Operating Handbook and FAA approved Airplane Flight Manual." This document is the primary source of information for the safe operation of the aircraft. It should be for the same Make, Model, and Year as the aircraft you are going to fly. Also, updated information for performance or weight & balance may be available for the specific airframe. Weight and Balance for all three legs of the flight I will use the same weight and balance calculations for all three legs of the flight. I will get fuel at each of the stops. This is another technique used by my flight instructor to get the student to interact with personnel at unfamiliar locations. The actual steps for performing a weight and balance are not part of this discussion. Of note is that by placing the aircraft's weight and moment onto the Center of Gravity (CG) chart this flight starts with a forward CG. This is a very stable condition. However, if the CG is forward of the range, it would be nose heavy and could be difficult to pitch up (raise the nose). Airworthiness Certificate The airworthiness certificate is required to be in the aircraft. Also, make sure that you review the Aircraft Logbooks at the office/hangar. The aircraft logbooks are required equipment, and you must review them to determine if the aircraft's inspections are up to date. If a required inspection is missing or out of date, the aircraft is not airworthy. The aircraft should have multiple maintenance logbooks_there should be one dedicated to the airframe, one for the powerplant and propeller, and a book for the airworthiness directives. There is often a separate logbook for supplemental type certificates if any apply to the airplane. Depending on the age of the aircraft there may be multiple logbooks for each item. The most recent information is found in the back of the books, so the books are read back to front. You can find what you need in the logbooks using the acronym AAVIATE. Airworthiness directives Annual inspection (FAR 91.409) or progressive inspection VOR (if installed and used for IFR flight, it needs to be checked every 30 days per FAR 91.171), often this is done by a pilot and recorded in their logbook or reliable This does not require a mechanic's signature. I (actually a "1") for 100-hour inspection (FAR 91.409), if the aircraft is used for compensation or hire. Altimeter for the pitot-static system every 24 months (FAR 91.411) Transponder for every 24 months (FAR 91.413) Emergency locator transmitter (ELT), every 12 months (FAR 91.207) The details and items checked during inspections are listed under FAR Part 43. Signoffs for inspections should be noted in the logbooks, to include: when the work was done, the details of the work, and the name and certificate number of the mechanic who performed the work. Read the entries carefully as it is not uncommon for a mechanic to do other required inspections such as the transponder or pitot-static system at the same time as the annual inspection. These would be noted in the sign-off for the annual. For example, here is the endorsement for the annual inspection: Airspace and Airports Publications New York Section Chart Sectional Aeronautical Charts are the primary navigational reference medium used by the VFR pilot community. The 1:500,000 scale Sectional Aeronautical Chart Series is designed for visual navigation of slow to medium speed aircraft. The topographic information featured consists of the relief and a judicious selection of visual checkpoints used for flight under visual flight rules. The checkpoints include populated places, drainage patterns, roads, railroads, and other distinctive landmarks. The aeronautical information on Sectional Charts includes visual and radio aids to navigation, airports, controlled airspace, restricted areas, obstructions, and related data. These charts are updated every 56 days. For a low-time pilot, routes that cross boundaries between two charts can sometimes present a challenge. Be sure to review the route on the chart in detail before each flight. Chart Supplement Northeast U.S. (formerly the NE Airport and Facility Diagrams) The Chart Supplement publication is the FAA's official source of info for airports, heliports, seaplane bases, NAVAIDS, weather sources, communications data, and more. Published every 56 days, CSs contain the very latest information on such items as radio frequencies, telephone numbers, runway dimensions & layouts, fuel availability, lighting systems, and much, much more. They also highlight changes that have occurred since the most recent publication of various aeronautical charts (Sectionals, TACs, WACs, Helicopter Route Charts, etc.), as well as updates to instrument approach procedures. N87 Trento-Robbinsville Airport Runway length/width. 4275' x 75' Displaced thresholds due to trees. 100LL fuel is available. Noise abatement procedures. Numerous airport remarks (deer and birds, asphalt condition, wind indicator OTS, etc.) CTAF (Common Traffic Advisory Frequency) 12N Aeroflex-Andover Airport Runway length/width. 1981' x 50' Tree obstructions. 100LL fuel is available. Noise abatement procedures. Airport remarks. Weather information and CTAF frequencies. KRDG Reading Regional Airport Runway length/width. 6350' x 150' and 5151' x 150' Note grooved asphalt. Numerous tree obstructions. LAHASO (see below) 100LL fuel is available. Info: PAPI unusable beyond 3 deg left of centerline, birds. Weather information and CTAF frequencies. Airspace either Class D or Class E based on times of noncontinuous tower operation. Land And Hold Short Operations (LAHSO) Pilots may accept a LAHSO clearance only if the PIC determines that the aircraft can safely land and stop within the available landing distance (ALD data are published in the CS special notices section.) Pilots unfamiliar with LAHSO and student pilots should not participate. Notice to Air Missions, previously referred to as Notice to Airmen or NOTAMS (Received from Flight Service Station FSS when getting a weather briefing) Flight Route Planning I called FSS the night prior for a standard weather briefing. Whenever you call the FSS you should provide the briefer with information to help them gather all appropriate data for your flight. You should tell the briefer: Your qualifications (for example, if you are a student, private, or commercial pilot and if you are instrument rated). Type of flight planned_visual flight rules (VFR) or instrument flight rules (IFR). Aircraft N-number or pilot's name. Aircraft type. Departure point. Estimated time of departure. Proposed flight altitude(s). Proposed route of flight, if other than direct; specify any landing points along the way. Destination. Estimated time enroute. Calling the FSS toll-free number: "Good evening, this is PhrogPlyer. I'm a student pilot. I'm planning to fly N161YR, a Cessna 152, on a VFR three leg cross country tomorrow morning. N87 direct 12N direct KRDG direct N87. Departing Robbinsville at 1000 local (1400Z). Cruising between 3500 and 6500ft. With stops at each airport, total round trip will be 6.5 hours." She asks me to hold while she develops the brief. And then after a few minutes she says. "Weather information is from the closest reporting stations; for Robbinsville, Trenton is forecasting, winds 320 at 8kt, visibility greater than 6sm and ceiling scattered at 12,000ft. For Aeroflex-Andover, Teterboro is forecasting winds variable at 3kt, visibility greater than 6sm, few clouds at 15.000ft and ceiling scattered at 25,000ft. And Reading-Spaatz is forecasting winds 310 at 7kt, visibility greater than 6sm, and ceiling scattered at 20,000ft. This forecast covers the complete planned route time. VFR is recommended. Do you have any questions?" "Thank you for the brief, I have no questions. I'll call back to file my flight plan." Note that should you look up this data on https://www.AviationWeather.gov you would see: KTTN 032320Z 0400/0424 VRB03KT P6SM BKN200 FM041400 32008KT P6SM SCT120 KTEB 032326Z 0400/0506 30006KT P6SM FEW060 SCT250 FM040200 VRB03KT P6SM FEW150 SCT250 KRDG 032320Z 0400/0424 VRB03KT P6SM BKN200 FM041400 31007KT P6SM SCT200 With a good VFR weather forecast and minimal winds, I now plan the courses and times for the three legs to the fight. This article is not intended to provide in-depth instruction on the use of the E6B flight computer for wind correction angle and wind adjusted ground speeds and times. Therefore, I will use some basic numbers: Cruise airspeed and groundspeed of 100kt (100nm/hour. 10nm/6min, 5nm/3min). Climb groundspeed will be planned at 60kt (60nm/hour, 6nm/6min, 3nm/3min). Time to climb (legs 1 5,500' MSL and 9-minute climb, leg 2 5,500 MSL and 8-minute climb, leg 3 6,500' MSL and 12-minute climb). Finding Magnetic Course (MC). We utilize a magnetic compass, often referred to as the wet compass, to navigate. To assist us we also utilize a gyroscopic heading direction indicator (HDI). As part of the aircraft checklists, we will verify that the HDI is aligned with the MC. To determine the heading we will use to keep us on course we must first identify the True Course (TC). True Course is the course line in reference to True North (the North Pole). Draw course lines on the sectional chart (center of departure airport to center of destination airport). Place plotter along the line. Slide plotter to place a line of Longitude through the center hole of plotter. Read TC from the plotter. To adjust TC to MC we use this formula: TC+Dev=MC Draw course lines. Place the plotter along the drawn course and measure distance. Be sure to use correct scale, nautical or statute mile based upon your airspeed indicator (kt or mph). Also note that this plotter only has a ruler for the World Aeronautical Charts (1:1,000,000). Since we are using a Sectional Chart (1:500,000) we use 1/2 of what the plotter ruler indicates (126 means 63). Next, slide the plotter along a course line to align with a Line of Longitude (vertical lines that go from North to South poles. Read the TC from the protractor (arc) of the plotter. Correct TC to MC (Dev = 12W) TC+Dev=MC 098+12=110 Remember that MC is read on the magnetic (or wet) compass. Do the same for all legs and the flight planning looks like this. ------------------------------Cruise-Climb----Climb----- --------Distance-------MC-----GS-----GS-------Time---ETE Leg 1---48nm----------005-----100----60-------0+09--0+33 Leg 2---68nm----------249-----100----60-------0+08--0+44 Leg 3---63nm----------110-----100----60-------0+12--0+42 Total--179nm----------------------------------------1+59 With the time for the flight determined I can complete the VFR flight plan. The Day Of The Flight It is finally time to put all the hard planning into action. I call the FSS and request an abbreviated weather briefing. And abbreviated brief will include only items that have changed from the time you received your standard briefing. Calling the FSS toll-free number: "Good morning, this is PhrogPlyer. I'm a student pilot. I'm flying N161YR, a Cessna 152. I received a standard briefing last night. Requesting an abbreviated weather briefing. And I'd like to file my VFR flight plan." "OK, there are no changes from last night. There is a NOTAM for hot-air balloons in the vicinity of Solberg up to 3000msl that is valid for the next four hours. VFR is still recommended. Call us on 122.2 after departure to open your flight plan. And please be sure to close your flight plan with Millville upon completion of this flight. Do you have any questions?" "No and thank you. [Read the flight plan box by box to the briefer.] I'll call to open after departing Robbinsville." As I walk to the airplane, I remind myself to be sure to use the POH checklists for each step of the flight from preflight to post landing. Preflight - A good preflight is your last chance to identify anything that may hinder you having a safe and successful flight. The POH lists the minimum required items that you must inspect. I will perform a preflight before departing at each of the stops today. Engine Start - After making one last check that the wing tie-downs and wheel chocks are removed, I follow the Engine Start checklist in the POH to ensure that I don't miss any required steps. "Clear" Taxi-out - Announce on the CTAF; "Robbinsville Traffic, Cessna 161YR taxiing to Runway 26 via Alpha." Even though Robbinsville only has one named taxiway (Alpha) it is a good habit to always state the taxiway you will be using. Part of the reason for a solo cross-country is to allow an opportunity to use and reinforce sound operating procedures. FIRST LEG - N87 to 12N During the planning for the flight, I marked some possible visual checkpoints that I hope will guide me along the route. During the actual flight, some of these may not be actually identified. Don't get frustrated as this happens on real flights. An aviation chart presents the basic areas of development, and geographical features. It does not have the level of detail as a satellite view you may be accustomed to using online mapping applications. After listening on the CTAF for any other aircraft radio calls, and visually verifying that the base and approach area is clear, I announce on CTAF; "Robbinsville traffic, Cessna 161YR is taking off Runway 26, departing to the North." The long cross country begins... Once safely airborne and turning onto course, I call Millville FSS; "Millville Radio, Cessna 161YR VFR to Aeroflex-Andover. Please open my VFR flight plan," I hear, "Roger 161YR, Millville has opened your flight plan at 1215 local." After the initial right turn onto the planned route, I see out my left side the first set of check points, a distinctively shaped lake, a large 989' tall antenna, and KTTN airport in the distance. This helps orient me correctly right from the beginning. The straight-line course is shown in magenta and the initial ground track is shown in green. Princeton Airport is the next checkpoint. Often a busy field, it is quiet today. Central Jersey Airport is easily identified next to a river, with a railroad track crossing my path. I couldn't miss identifying Solberg. Just as the NOTAM stated, there are hot air balloons flying today. Next, I come upon Somerset Airport and a large Interstate highway. Just as shown on the Sectional, high tension electrical lines are identified by their metal towers. Budd Lake and the town of Stanhope a verified by the numerous highways crisscrossing through the area. I now have 12N in sight. Time to tune the Comm radio to CTAF 122.8 and listen for other aircraft that might be in the pattern or airport area. After the initial CTAF call when I entered the landing pattern. I now announce, "Cessna 161YR turning downwind to base for Runway 21 Aeroflex-Andover." CTAF "Cessna 161YR on final for Runway 21 Aeroflex-Andover." Almost there. CTAF "Cessna 161YR cleared the runway." Taxiing towards the fuel pump. I must remember to ask the guy in the hangar to sign my logbook. This is a method used by many flight instructors to verify that the student has actually made the landings, not just flew around for a few hours. Second Leg - 12N to KRDG After the pre-flight and before starting the engine, I refamiliarize myself with the checkpoints for the next leg of the flight. After a pre-flight then engine start, I tune CTAF on 122.8 and announce, "Cessna 161YR taxying to Runway 21 Aeroflex-Andover." After listening on the CTAF for any other aircraft radio calls, and visually verifying that the base and approach area is clear, I announce on CTAF; "Aeroflex-Andover traffic, Cessna 161YR is taking off Runway 21, departing to the West." First check point, Weiss Farm private strip. A combination of Mathews private strip, towers and antennas next to a river, and high-tension poles tell me the I'm just about to be over Belvedere, approximately 20nm from Allentown. Per the note on the sectional chart, I call Allentown Approach on 124.45 due to the Class C airspace surrounding Lehigh Valley Intl. Airport. "Allentown Approach, Cessna 161YR, student pilot, 6,500' over Belvedere, transiting the area direct to Reading, squawking 1200." I hear "Cessna 161YR squawk 4225 and ident." I set the transponder/ADS-B to standby, set 4225, and set back to on. I immediately hear "Cessna 161YR you are in radar contact, continue your current course, contact me upon reaching Kutztown, maintain 6,500." I do as my instructor taught me and read back what I was told. Maintaining my course, I still look for my next visual checkpoints, Brandon Airpark and the town of Phillipsburg. There's Lehigh Valley Intl. directly below me. As I scan this busy piece of airspace, I take time to enjoy the lush green view with Lehigh Valley below me and Slatington Airport to my right. Over Kutztown I call "Allentown Approach, Cessna 161YR over Kutztown at 6,500." "Cessna 161YR, squawk 1200, good day." Responding, "Cessna 161YR, 1200, good day." At this point it is clear that all roads lead to Reading. I reviewed the airport diagram then tuned the radio to 127.1 and listen to the Automatic Terminal Information Service (ATIS) for Reading. ATIS allows the pilot to obtain information pertaining to the airport by listening to a recoded message that includes the following: Airport/facility name. Phonetic letter code. Time of the latest weather sequence (UTC). Weather information consisting of: Wind direction and velocity. Visibility. Obstructions to vision. Present weather consisting of: sky condition, temperature, dew point, altimeter, a density altitude advisory when appropriate, and other pertinent remarks included in the official weather observation. Always include weather observation remarks of lightning, cumulonimbus, and towering cumulus clouds. "Reading Regional Airport Information Foxtrot, 1630, Wind two five zero at eight. Visibility one zero. Ceiling eight thousand five hundred scattered. Temperature sic eight. Dew point four five. Altimeter three zero one zero. Departing Runway Three One. Advise on initial contact you have Information Foxtrot." Then switching the radio to 119.9. "Reading tower, Cessna 161YR, student pilot, eight miles East for landing with Information Foxtrot" "Cessna 161YR this is Reading Tower, you are cleared into the Reading airspace, plan for a two-mile final to runway 31 direct from your present position. Report three miles." "Roger, Cessna 161YR, runway 31, report three miles," "Cessna 161YR this is Reading Tower, you are cleared into the Reading airspace, plan for a two-mile final to runway 31 direct from your present position. Report three miles." "Roger, Cessna 161YR, runway 31, report three miles." "Reading Tower, Cessna 161YR three miles. Runway in sight." "Cessna 161YR is in sight, cleared to land runway 31." "161YR, cleared to land." Note that once the tower shortened the call sign by not stating "Cessna", at that point the pilot may also shorten the call sign. When safely on the ground I hear, "161YR say intentions." "Tower, 161YR would like to refuel and then park at the Mid-Atlantic Air Museum. I have no preference of FBO." FBOs, or Fixed Base Operators, are the businesses that provide aircraft services at the various airports. "161YR, continue taxi down the runway to taxiway Foxtrot, the third right from your present position. Contact ground on 121.9 when clear the active on Foxtrot." Letting me know exactly when to turn on Foxtrot was a great help. Don't ever be afraid to state that you are a Student Pilot. You will find that the aviation world is more than happy to assist you as you grow in this community. "Roger, right on Foxtrot, contact ground on 121.9 when clear. Thank you." "Reading Ground, 161YR on Foxtrot, request taxi to FBO closest to the Air Museum." "161YR, taxi to Reading Jet Center, you should see it to your right." "161YR is taxing to Reading Jet Center. Thank you." Parked at the Reading Jet Center waiting for the fuel truck. After refueling it's just a short taxi down the ramp to the Mid-Atlantic Air Museum. Time to stretch my legs and relax a bit. Third Leg - KRDG to N87 Planned checkpoints for leg three, After a couple hours walking around the air museum, and a brief lunch, I do another pre-flight and start the airplane. Rechecking the ATIS, it has not changed. "Reading Ground, Cessna 161YR Student Pilot with Information Foxtrot, at the Mid-Atlantic Air Museum ramp, request taxi to Runway 31." "161YR, winds are now light and variable, you are cleared to taxi to Runway 18 via taxiway Gulf. Contact tower on 119.9." "Reading Tower, 161YR, ready for takeoff Runway 18 at Echo. Departing to the East" "161 YR, you are cleared to take off on Runway 18. After passing 1000 feet you are cleared to turn left onto course." "Roger tower, 161YR cleared to take off Runway 18, left turn after 1000 feet" Airborne again, last leg. The tower must be keeping an eye on this Student Pilot, as I hear, "Cessna 161YR, you are leaving Readings airspace to the East. Have a good day." "Roger Reading Tower, thank you for your assistance, good day." I remain on the Tower frequency for a while to listen for any possible arriving or departing aircraft that might be in the area. While climbing out, I see that this area is rather congested compared with Aeroflex-Andover and Robbinsville. Ensure that you initially fly the planned magnetic course and start looking for checkpoints. Remember to scan for other aircraft. High tension powerlines are visible by spotting the metal towers and the cleared trees. Parallel power lines and a major highway crossing this ridgeline match the sectional chat representation perfectly. This is definitely Pottstown to my right, with the power plant stacks and airport clearly identified. Green Lane Reservoir is clearly a good checkpoint. You can see the Visual Check Point flag on the Sectional Chart. Again, power lines and a major highway match the sectional chat representation perfectly. Something you don't get too often, three airports close together, clearly identified on the Sectional Chart and on the ground. The reservoir was an added verification bonus. Approaching the Delaware River at Trenton. Back in my local flying area I can quickly identify the Trenton Mercer Airport, and the roads/bridges crossing the river. I-95 to the North and Route 1 to the South. Robbinsville Airport is about seven miles ahead, start maneuvering to the downwind leg of the pattern. Over CTAF I announce, "Robbinsville traffic, Cessna 161YR entering the downwind for runway 29." I hear no response, but I still keep my eyes open and alert for possible traffic. Settling onto final from the base leg. VSI shows on glideslope. CTAF again. "Robbinsville traffic, Cessna 161YR on final for runway 29." This is not the time to get sloppy. Over the fence, clear the displaced threshold, then landing on the numbers. CTAF "Robbinsville traffic, "Cessna 161YR is clear the runway." Stop when clear of the runway and perform the after-landing checklist. Now to park, follow the shutdown checklist. Mumbling to self, don't forget to close my flight plan. What a day this has been, but there's no place like home (airport). Post Flight Review At this stage in flight training, this is a very mentally demanding flight. Three legs, two to unfamiliar airports with both controlled and uncontrolled fields. Taking a couple hours at the Mid-Atlantic Air Museum was a needed break, even though it did make for a longer day. A brief refresher on the difference in communication between a controlled and uncontrolled airport. At an uncontrolled field you state what you are going to do "Airport traffic, Cessna 161YR is taxiing to Runway 18." At a controlled airport you request what you desire to do "Ground control, Cessna 161YR requests taxi to Runway 18." Not using any electronic navigation aids was quite a challenge but was also a great confidence builder. Although we did not focus on ground speed and timing to checkpoints, remember that with a steady wind there could make quite a difference. With a headwind or tailwind, and if it is from right or left of your course, there could be a significant difference in timing and magnetic heading to be able to maintain your course. Even though I was diligently searching, I did miss a few of the planned checkpoints. I expected this, but it still surprised me that it actually happened. Now, no matter what aircraft you choose or which flight sim you utilize, I challenge you to pick a couple of airports, review the routes on the sectional chart, pick out checkpoints, turn off all your nav equipment, and get out there and have fun.
  2. Here is my first trailer made on Flight Simulator 2020. Hope you will enjoy it ! AIRCRAFTS : - Cessna 152 Aerobat - Cessna 172 - Beechcraft Baron G58 - Airbus A320 neo - Boeing B747-8i - Diamond DA 62 - CRJ 550 - Diamond DV 20 - Cessna 152 - Pitts Special S2S - Beechcraft Bonanza G36 - Robin Cap 10 - Diamond DA 40-TDI - Diamond DA 40-NG - Mooney M20 Ovation - Daher TBM 930 LOCATIONS : - Washington, USA - Dubaï, UNITED ARAB EMIRATES - Rio de Janeiro, BRAZIL - Uluru rock, AUSTRALIA - Paris, FRANCE - San Francisco, USA - Shangai, CHINA - Chamonix, FRANCE - Los Angeles, USA - Cairo, EGYPTH - Moscow, RUSSIA - Taj Mahal, INDIA - Niagara falls, USA
  3. Newest flight video Getting Current To Take Passengers At Night KPYM Plymouth, MA to KEWB New Bedford, MA and Back
  4. Maneuver safely around busy airfields. Textron Aviation Cessna 152.
  5. Techniques for a successful touchdown. Textron Aviation Cessna 152.
  6. Getting airborne then staying true. Textron Aviation Cessna 152.
  7. Sedona Airport (KSEZ). Textron Aviation Cessna 152.
  8. Attitudes & Instruments: The fundamentals of flight management. Textron Aviation Cessna 152.
  9. Basic Controls & Cameras: Familiarize yourself with flight environment.
  10. Hello all - MSFS 2020 has brought me back after many years away from the flight sim world. First impressions have been mostly positive and fortunately, I haven't had any serious issues with installation and performance. I know there are several options for sale of various qualities but I wanted to make my own GA (Cessna type) Push-Pull throttle. I will be using a real-world throttle from Aircraft Spruce priced at around 90 us dollars a linear potentiometer and a Leo Bodnar BU0836A 12-Bit Joystick Controller board. I have very little experience making peripherals but would like to get started and I thought this would be the most useful item for me. 2 questions Has anyone used this board with MSFS 2020 yet and if so any issues. I am looking at a BOURNS 10K Ohm Slide Potentiometer, 100mm Travel Linear Taper, Carbon Film POT- does this sound like a good choice? I am guessing but maybe completely wrong that when calibrated the longer travel of the potentiometer will allow a closer approximation of the real world travel distance of the throttle. Of course, any advice or insight would be most welcome. I do realize that places like Desktop Aviator have parts or completed push-pull throttles but again, I wanted to learn and build myself with real-world components. I am using Windows 10 Home - AMD CPU and Nvidia 1070 graphics - Logitech Extreme 3D Pro Joystick, Saitek Cessna Rudder Pedals Thanks - Roy
  11. Cessna 152Publisher: Just FlightReview Author: Stuart McGregorSuggested Price: $41.99/images/fsc/wbicons/store-buy-now-button.pngWhen less is often more... In today'sever-changing hectic world where the relentless pursuit of technologydevelopment means that everything from the humble refrigerator tomultimillion dollar commercial passenger aircraft often resemblesomething from your favorite sci-fi movie rather than a domesticappliance, occasionally, just occasionally, it is nice to get allnostalgic and pause for a moment to enjoy some back to basics nofrills flying. Now, I must stress, that for those of us who werearound in the 1970's, this virtual stroll down memory lane doesn'tmean a poor user experience unlike many of the time saving gadgetsback then. In fact, for some like myself, quite the opposite. So, whatam I talking about? /images/reviews/justc152/t/jf_c152_1.jpg /images/reviews/justc152/t/jf_c152_2.jpgWell, in my opinion, the recent release of the Cessna 152 from theJust Flight team (in partnership with Thranda Design), is just onegreat example of this. This is where the simplicity of 1970's designand engineering dovetails ever so nicely with X-Plane 11 and today'smodern 21st century world of flight simulation. No matter if you area long-term fan of GA aircraft looking for help with polishing yourflight training skills, or are normally at 39,000 feet in a wide-bodiedjet and are now looking for your first purchase in this category,please brush off those kipper ties, pull on your best flares andplatform shoes, and read on. The aircraft being reviewed in thisarticle may very well be what you have been waiting for. Download, Documentation, Installation & Initial ThoughtsThe C152 retails at $41.99.You can purchase direct from the development teamover at their sitewww.justflight.comhowever for simplicity I just went to my usual retailer. The price isthe same at both, so I guess it is down to personal choice. At firstglance, $41.99 is a pretty hefty price tag for a basic trainer, sothis may put a few potential buyers off if budgets are tight, buthopefully this review will at least provide users with an insight intoits features and possibly some help in deciding if it is worth theentrance fee. /images/reviews/justc152/t/jf_c152_3.jpg /images/reviews/justc152/t/jf_c152_4.jpgWithin the X-Plane world, Just Flight's C152 is only available forX-Plane 11, so for anyone still on older versions such as 9 or 10, Iam afraid you will just have to look away now or upgrade. Thedescription provided at both sites along with the screen shots andvideo footage gives you an initial insight of what to expect if youdecide to go ahead and purchase the C152. According to the informationprovided, the model has been inspired by a real-life aircraft based inthe UK which in my experience is generally a very good place tostart. Having unlimited access to a real-world aircraft gives thedevelopment team the opportunity to get up close and personal with allthe nooks and crannies of the aircraft rather than looking at onlydesign documentation, drawings and photographs. That has to be a goodthing. /images/reviews/justc152/t/jf_c152_5.jpg /images/reviews/justc152/t/jf_c152_6.jpgFor anyone still unfamiliar with the C152, I should just point outthat it is a basic two-seater, piston-engine aircraft equipped with afixed tricycle landing gear. It has a 110 hp four-cylinder engine witha fixed-pitch propeller which makes it an ideal aircraft for polishingup those flight training skills or touring your favorite part of thecountryside on a bank holiday weekend. This could be a goodalternative to the default C172 that comes with X-Plane 11 if youwould just like a variation on the GA theme, and in fact the defaultCessna provides a pretty decent benchmark to compare against. In GAterms, it really doesn't come much more basic than what is on offerhere. /images/reviews/justc152/t/jf_c152_7.jpg /images/reviews/justc152/t/jf_c152_8.jpgPurchase is simple, as is installation (essentially drag and dropinto your Aircraft folder), and once downloaded, you will be asked toenter the license key on your first start up. This is a prettypainless exercise assuming you have an internet connection, and oncethat is complete you are good to go. One thing to note is that as theC152 is marketed as an aircraft that is designed to make the most ofX-Plane 11's new visual rendering features, you will need a computerthat is capable of dealing with a high load to make the most ofit. You really don't want to spend all that money to find you have aframe rate in single figures, so I strongly advise you check all ofthis before you take the plunge. As a minimum, you will need a CPUwith an Intel Core i5 6600K at 3.5 GHz or faster, at least 8 GB of RAM,and a DirectX 12-capable graphics card from Nvidia, AMD or Intel withat least 4 GB VRAM (GeForce GTX 1070 or better or similar fromAMD). The C152 is designed to be compatible across all the usualplatforms such as Windows 10, 7, Vista and XP, as well as MAC OS 10.10(or higher) or Linux. Although not specifically mentioned, I can alsovouch for it working well on Windows 8.1 and I will come back to myown system performance a bit later. Inside the downloaded aircraft folder, you will find aDOCUMENTATION folder which includes a Photoshop based paint kit, whichis very handy if you wish to create your own liveries. You will alsofind two manuals. /images/reviews/justc152/t/jf_c152_10.jpg /images/reviews/justc152/t/jf_c152_11.jpgFirstly, a well laid out and detailed 56-page Operations Manual,and secondly a smaller 10-page Operating Data Manual with variousoperational charts and tables regarding Takeoff, Climb, Level Flightand Landing Performance. The Operations Manual is jammed packed with all sorts ofinformation regarding the operation of the aircraft as well as how toinstall and get updates direct from Just Flight. I would assume thatif you have ordered from a site other than Just Flight itself,updating will just require a re-download of the latest version, allpretty simple in my experience. /images/reviews/justc152/t/jf_c152_12.jpg /images/reviews/justc152/t/jf_c152_13.jpgThe manuals provided by the Just Flight team are some of the best Ihave come across, and the level of detail along with the screen shots,means that you should be able to easily find everything you need tounderstand how everything works. In addition to the usual forums, ifyou still have questions they also provide a link to their supportpages. One of the manual features I enjoyed the most was the tutorial onhow to set up and take a short training flight from Conington Airfieldin the UK. It explains everything from cold and dark procedures, rightthrough to shut down, and details how to use (and also get the mostout of) the various features provided in the aircraft. Even if youare a seasoned pro, I still think this is a nice feature and worth alook, as it is always good to refresh your basic skills andunderstanding of aircraft controls. Alternatively, if you are near thebottom end of the learning curve, I really believe this will help youalong the way in becoming a better virtual pilot. So, just to recap; Ihighly recommend reading the manual in full and keeping it handy forreference purposes. /images/reviews/justc152/t/jf_c152_14.jpg /images/reviews/justc152/t/jf_c152_15.jpgNow, if your flight sim habits are anything like mine, you may havefound (over the last few years) the vast range of free and paywareaircraft available in modern flight simulation to be a serioustemptation. I find that there is always the desire to flit from one tothe next and never really master anything, particularly when the nextlatest and greatest is released. However, from the outset, the C152from Just Flight may just be one of those rare aircraft that I believewill encourage many (including myself) to stop for a while and reallyget to grips with the basics of flight. I liken it to purchasing myfirst very used car, a wonderful bright yellow Ford Escort MKII,vintage 1978. Back then you could open the bonnet (or hood) and thebasic engine parts were all laid out in front of you just asking foryou to tinker with them on your days off. Not so today I am afraid,where you just plug in a computer to a black box and technology tellsyou if your car is for the chop shop or not! Being able to visualise,understand and really immerse yourself in the engineering andoperating fundamentals of any piece of equipment you trust your lifeto, has to be a good thing in my opinion, and for someone with myaverage level of sim experience, the C152 on review here is in thatcategory. /images/reviews/justc152/t/jf_c152_16.jpg /images/reviews/justc152/t/jf_c152_17.jpgLooking back for a moment, I dread to think how much I have spenton payware aircraft over the years, only for them to become friendswith the dust mites in my virtual hangar. This has typically beenbecause they really weren't "the latest and greatest", or were way toocomplicated for my average flight sim skills. One things for surethough, if I was to do this all over again, I would not be so quick tobuy more than a couple of high quality aircraft to compliment the finedefault aircraft that are already available with the basic sim, and Itherefore hope reviews like this one will perhaps help others makemore informed choices about where to spend their money. So, aircraft safely installed, manuals read and digested, off we go! Look & FeelOne of the first things I always like to do with any new aircraftis have a good look from the outside before I do anything else. Inthis case, I was really impressed. The C152 really has that "lived in1970's" look, with dirt and grime in all the right places across thefuselage, wings and tail sections. You can just imagine all the flyinghours and the numerous trainee pilots that have carried out theirpre-flight checks before stepping aboard. The riveting details areexquisite as well as the texturing of the tires, wheels and frontwheel landing gear. I believe this is where experienced developerssuch as Just Flight can take advantage of X-Plane 11's enhancedfeatures, and produce some truly remarkable high end products. /images/reviews/justc152/t/jf_c152_18.jpg /images/reviews/justc152/t/jf_c152_19.jpgIn the cold and dark state, you will find a couple of wing tiedowns as well as a towing pole and wheel chocks; all nice featureswhich add to the overall realism. These will disappear on aircraftstart-up, or can be removed via an easy to use pop out menu screenwhich seems to be a feature of Just Flight aircraft (at least the onesI have flown so far). The big on-screen buttons make it easy to accessthe various features, and even if you don't read the manual you willquickly work out what they are all for. This menu allows you to accessvarious features such as opening both cabin doors, internal lighting,windshield and instrument dial shadows, as well as the weight andbalance chart, interactive check lists, maintenance details, refilloptions where you can refuel and recharge the battery, log book, GPSpanel (default GNS unit), flight computer, fuel switch, etc. Inother words, lots of very useful details and features! You can alsoopen the glove box, which although is a nice feature, I'm not entirelysure what its usefulness is, other than something to fiddle with. Itis also worth mentioning that the liveries can be changed from thismenu, so you don't have to come out of the sim if you feel the need tochange the skin of the aircraft at any point. /images/reviews/justc152/t/jf_c152_20.jpg /images/reviews/justc152/t/jf_c152_21.jpgAs standard, the C152 comes with a number of nicely detailedliveries from a number of countries (UK, Canada, Germany, France andthe USA). Once you step inside, you will find a very authentic cabinenvironment. This is one area where X-Plane 11 really comes tolife. The details in the C152 are extremely nice and again theinterior has that lived in feel. It also feels small and compact,which is quite the opposite to other similar aircraft I used. From thecarpets to the seat coverings, to the reflections on various parts ofthe cabin, the attention to detail is superb. The instrument dialreflections are excellent, and if you don't like them or they impacton performance, they can be removed. Personally, I left these onthrough my tests as this level of detail is something I reallyenjoy. /images/reviews/justc152/t/jf_c152_22.jpg /images/reviews/justc152/t/jf_c152_23.jpgI found all the instruments very clear and easy to read, theswitches all worked with my Saitek panels with no additional scriptswhich I really appreciated, and the sounds were all crisp and clearwhen activating the various controls. The animated key fob is a nicetouch as is the fact that the various circuit breakers are alsoanimated and can be popped in and out as required. The only slightlytricky feature I came across was finding the fuel switch; however Ican see why this has been included in the pop out panel, as it makesaccessing it much easier. Again, the developers were thinking ahead onhow to improve the user experience. You will find quite an interesting set of sounds coming from theaircraft before the engine starts up what with all the electrics andavionics. However, how realistic they are I can't really say havingnever been in the real thing. My only real comment is that it felt abit more like a 737 than a C152, but with nothing to compare itagainst, I will have to leave you to decide on that one. There was onerather annoying sound that I could not find a way to stop and that wasa steady doubling clicking sound. Again, not entirely sure if this wasmeant to be, or if it was a bug; either way it was really annoying andtime to turn the stereo up! /images/reviews/justc152/t/jf_c152_24.jpg /images/reviews/justc152/t/jf_c152_25.jpgAccessing the pop out menu again, you will find an auto startbutton which will get you up and running instantly if you decide youdon't want to go through the manual process each time (you will alsoget on screen warnings about spark plug fouling if you are notcareful). I really did enjoy the richness of the engine sounds duringrun up and acceleration, and also the activation sounds for theflaps. These felt authentic and industrial as you would expect from anaircraft of this vintage. Taxiing the 152 was very easy and the level of control using my CHPedals was excellent. This was most obvious when taking off; theengine roared into life and down the runway I went. Maintaining astraight line was effortless and up I went smooth as silk. The soundfrom the engine during acceleration was really rich, and you genuinelydid get a sense of the 110 hp engine thumping away under thecowling. /images/reviews/justc152/t/jf_c152_26.jpg /images/reviews/justc152/t/jf_c152_27.jpgOnce at my cruising altitude, I found controlling the 152 very,very smooth. At the moment I am using a CH Pro Yoke and a Saitek TPMfor engine control, and I found the combination to work well with theC152. Sadly I have no real world flying experience, so I can't reallycomment on how realistic all of this is, however what I can say wasthat I found the 152 very nice to fly and certainly one of the bestout there in this category. I use a number of Saitek panels to controlthe various switches and features, however I can honestly say thateven if you don't have these, accessing the multitude of switches andcontrols using a mouse was actually pretty easy. In other similaraircraft I have flown, this can be really tricky when trying to latchon to a switch to make a change, and sometimes ends up being thereason it becomes another item in my virtual scrap heap. On a morepositive note, one final feature I wanted to mention was the squelchcontrol, as you can use this to reduce the overall volume in thecabin. This gives you an option to simulate having a head set on, andis a nice touch. The volume of a number of other individual systems(including the wind) can be adjusted via the pop out menu, all easy toaccess, and all very controllable. /images/reviews/justc152/t/jf_c152_28.jpg /images/reviews/justc152/t/jf_c152_29.jpgI carried out a number of test flights (both night and day) andthese included circuits, short flights and the like, and I found theaircraft a real joy to fly. It was very responsive to my inputsthroughout various manoeuvres, and on landing I was able to control mydescent and touchdown amazingly well. Once airborne it was just sorelaxing and effortless, and I never felt in a mad panic at any point,which is not always the case, believe me. I have tested a number of GA aircraft over recent months, and in myexperience it is unlikely that you will come across a real lemon thesedays, such is the quality of what is on offer from today's developers,however what I would say, is that they are not all the same. Assimulators get closer and closer to the real world, what arm chairpilots such as ourselves can experience from the safety and comfort ofour living rooms still amazes me, and I believe that withoutcompromising on quality, the C152 from Just Flight fills a gap in thecurrent market. The most basic of basic trainer aircraft. System PerformanceMy assessment of the C152 was using X-Plane 11.21 and flying aroundEGPD, the city of Aberdeen and rural Aberdeenshire on a summersday. /images/reviews/justc152/t/jf_c152_30.jpg /images/reviews/justc152/t/jf_c152_31.jpgMy current system consists of an Intel i7 5820K 3.3 GHz CPU(overclocked to 4.0 GHz), GTX1080Ti 11 GB GPU and 32 GB of Kingston RAMat its core. My system settings are typically at the high end of therange with objects on max, HDR on, although shadows switched off. Ialso use SkymaxxPro and this was on throughout, with a couple oflayers of clouds and midday to late afternoon time frame. Throughout the series of test flights, I was getting good framerates generally in the high 20's to mid-30's range when taxiing aroundthe airfield, and the even better news was that when flying over thecity itself, my frame rate didn't actually take too much of a hit onlydropping down to the mid to high 20's. You can see why you need apowerful machine to get the best out of the C152 when you are abroad,and I am afraid that this is just a sign of the times as we strive forperfection and realism. Final ThoughtsTesting the Cessna 152 from Just Flight really has been aremarkable experience, and ticks pretty much every box on my wishlist. I can honestly say that of all the aircraft I have tried andtested over the years, the combination of X-Plane 11 and the C152 hascreated a fabulous end user experience in my opinion. I am neverhappier than when faced with some basic controls that I can get myhands on and fully understand, all giving the sense of real grassroots flying. This all leads me to believe that if you are looking fora training aircraft and you want something even more simple than thedefault Cessna, the C152 is definitely worth considering. Part of thereason why I believe I have such an affinity for aircraft of thistype, is the fact that if I was ever to try this for real, it wouldmost likely be in an aircraft like this, so for me that combination ofmodern day simulation and my own imagination, means that the skyreally is the limit. /images/reviews/justc152/t/jf_c152_32.jpg /images/reviews/justc152/t/jf_c152_33.jpgWhen less is often more. I strongly believe that the C152 from JustFlight captures this sentiment perfectly, because my recent experiencehas reaffirmed that you don't need lots of bells, whistles andelectronics to enjoy flying, less can definitely be more... /images/notams/notams18/just0531.jpgStuart McGregor Purchase Just Flight - C152 For X-Plane 11
  12. /images/notams/notams18/just0531.jpgJust Flight, in partnership with Thranda Design, are proud topresent the C152 for X-Plane 11. Following on from their critically acclaimed Arrow III and TurboArrow III/IV for X-Plane 11, this highly detailed simulation of theC152 is being developed by Just Flight's in-house team followingcomprehensive, hands-on research with a real-life C152, G-BGAE, basedat Conington Airfield. The C152 is a two-seater, piston-engine aircraft equipped with afixed tricycle landing gear, 110hp four-cylinder engine andfixed-pitch propeller - an ideal aircraft for touring and flighttraining. The C152 is flown all around the world and our add-on reflects thatglobal popularity. In addition to our UK research aircraft, G-BGAE,the package features liveries from the UK, USA, Canada, France,Australia and Germany. The C152 for X-Plane 11 features PBR materials with real-timeenvironment reflections for superb quality and realism, HD texturesfor the highest possible texture clarity and immersion, stunning audioeffects, HDR lighting and numerous animations including doors,windows, air vents and even a realistically animated ignition keychainthat responds to G-forces! The aircraft also features full VR supportwith manipulators and camera snap points, a custom weight and balancemanager, and engine management. /images/notams/notams18/just0516.jpg1ModelAccurately modelled C152, built using real-world aircraft plans and comprehensive photography of the real aircraftNumerous animations, including windows, doors, air vents, sun visors, map compartment and realistically animated ignition keychain that responds to G-forcesGround equipment including chocks and tie-downsAuthentic labelling and placards based on those found in the real aircraft, including unique airworthiness documentation for each livery based on the country of originHD textures are used to produce the highest possible texture clarity and immersionPBR (Physically Based Rendering) materials with real-time environment reflections for superb quality and realismHDR lighting (real-time illumination of interior and exterior surfaces)Detailed normal mapping for down-to-the-rivet precision of aircraft features /images/notams/notams18/just0516.pngCockpitA truly 3D virtual cockpit right down to accurately modelled seat belts and screw heads - every instrument is constructed fully in 3D with smooth animationsCockpit textures feature wear and tear based on reference photos taken in the real aircraft to produce an authentic environmentFull VR support (VR manipulators, camera snap points, tweaked for comfortable usage)Interactive checklists for every stage of flightAircraft configuration system that will allow you to choose between 'cold & dark' or 'ready for take-off' (if aircraft is stationary on the ground)Fully functional and comprehensive IFR capable avionics fit including:KMA 20 audio selector unitKX 175B COM 1 / NAV 1 radioRT-359A transponder unitADF 300 unit with ADF/REC/BFO modesInteractive logbook panel for logging your flight details (X-Plane native)Flight computer panel with useful information such as fuel burn, endurance, speed and wind speed/directionGoodWay compatibleAbility to change barometric units from InHG to MB in altimeter adjustmentOption to activate flashlight from within pop-up window, to aid in those pitch-black cold and dark starts at nightOption to remove window and instrument reflection effectsAnimated toe brakesRadio knob animations routed through plugin logic, for optimum movement fidelity and sound synchronisation /images/notams/notams18/just0531.pngAircraft SystemsCustom-coded electrical system with functional circuit breakers. Circuit breaker logic is linked to X-Plane's internal failure logic, so if the plane is set to fail a certain electrical component after a certain number of hours, the circuit breaker for that element will pop out.Realistic landing gear with slow/fast tyre rotation animation (blurry when rotating fast), and wheel chocks and tie-downsFunctioning carburettor heat and primer controlsDedicated interactive engine pop-up window displaying values such as fuel tank weights and imbalance, fuel pressure, oil pressure, oil temperature, battery charge (with quick charge option), and information about spark plug fouling and vapour lock conditionSimulated vapour lock condition, with warning pop-up and suggested actionsSimulated spark plug fouling condition, with indication of percentage of foulingLighting system includes separate lighting control for gauges (via rheostat) and realistic implementation of radio light rheostatCustom external light logic with custom strobe light pattern and custom light halos for added realismLiveriesThe C152 is supplied in the following eight paint schemes: G-BGAE (UK)G-BONW (UK)N5310H (USA)N95469 (USA)D-EBPC (Germany)F-GJCI (France)C-GQOP (Canada)VH-IVZ (Australia)Other FeaturesRealistic and accurate flight dynamics based on real-world performance and handling data, and input from C152 pilotsStunning audio effects - atmospheric distance, multi-layered engine, individual click spots, aerodynamic effects and electrical system sounds, made possible by X-Plane's state-of-the-art FMOD sound systemCustom sounds for switches, doors, warnings and more, featuring accurate location placement of sounds in the stereo spectrum, 3D audio effects, atmospheric effects, adaptive Doppler, exterior sounds spill in when window or door(s) are opened, different sound characteristics depending on viewing angle etc.Comprehensive manual with panel guide and performance dataPSD Paint Kit included so you can create your own paint schemesDedicated pop-up window for sound mixing, allowing for individual adjustment of the volume of exterior sounds, in-cockpit sounds and various effectsCustom weight and balance manager windowEnd-user configurability (via Manifest.json file) Purchase Just Flight - C152 for X-Plane 11
  13. /images/notams/notams18/just0417/just0417.jpgFollowing on from their award-winning TB-10 Tobago & TB-20Trinidad, Hawk T1/A Advanced Trainer and PA-28R Arrow III, this highlydetailed simulation of the C152 is being developed by Just Flight'sin-house team following comprehensive, hands-on research with areal-life C152, G-BGAE, based at Conington Airfield. The C152 is atwo-seater, piston-engine aircraft equipped with a fixed tricyclelanding gear, 110hp four-cylinder engine and fixed-pitch propeller -an ideal aircraft for touring and flight training. The C152 is flownall around the world and our add-on reflects that globalpopularity. In addition to our UK research aircraft, G-BGAE, thepackage features liveries from the UK, USA, Canada, France, Australiaand Germany. FeaturesModelAccurately modeled C152, built using real-world aircraft plans and comprehensive photography of the real aircraftAuthentic labeling and placards based on those found in the real aircraft, including unique airworthiness documentation for each livery based on the country of originNumerous animations including passenger doors, cockpit windows, sun visors, map compartment and engine exhaustGround equipment including chocks and tie-downsHD textures are used to produce the highest possible texture clarityBump and specular mapping used throughout the aircraft to produce a truly 3D feel /images/notams/notams18/just0417/c152-3.jpgCockpitA truly 3D virtual cockpit right down to accurately modelled seat belts and screw heads - every instrument is constructed fully in 3D with smooth animationsAuthentic fuel and RPM gauge needle 'wobble'Dimmable instrument and radio lighting, separately controllable to the dome lightingCockpit textures feature wear and tear based on reference photos taken in the real aircraft to produce an authentic environmentInteractive engine start checklistInteractive checklists for every stage of flightPanel state system which will automatically save the panel state whenever a flight is saved and reload the panel state whenever that flight is loadedAircraft configuration system that will allow you to choose between 'cold & dark' or 'ready for take-off'Fully functional and comprehensive IFR-capable avionics fit including: - KMA 20 audio selector unit - KX 175B COM 1 / NAV 1 radio - RT-359A transponder unit - ADF 300 unit with ADF/REC/BFO modesFlight computer panel with useful information such as fuel burn, endurance, speed and wind speed/directionFlight1 GTN and GNS integration in the virtual cockpit (Flight1 GTN/GNS sold separately)Functional control lock and removable ignition key for an immersive start-up experience /images/notams/notams18/just0417/c152-1.jpgAircraft SystemsCustom-coded electrical system with functional circuit breakers for isolating instruments and systemsFunctioning carburetor heat and primer controls, including primer simulation for cold weather operationsFailures including spark plug fouling, limited battery life, vapor lock and moreRefill menu for quick and easy refilling of fuel and oil, and recharging of the batteryLiveriesThe C152 is supplied in eight paint schemes: G-BGAE (UK)G-BONW (UK)N5310H (USA)N95469 (USA)D-EBPC (Germany)F-GJCI (France)C-GQOP (Canada)VH-IVZ (Australia) /images/notams/notams18/just0417/c152-2.jpgOther FeaturesRealistic and accurate flight dynamics based on real world performance and handling data, and input from C152 pilotsAuthentic sound set by Turbine Sound Studios (TSS)Custom sounds for switches, doors, primer control, wind noise and moreComprehensive manual with panel guide and performance dataPSD paint kit included so you can create your own paint schemes Purchase Just Flight - Cessna C152
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