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Here is part 2 of 3 of the Accu-Sim C172 Trainer development video for Microsoft Flight Simulator X. Part 3 will be posted shortly after the product is released. Enjoy.
Narrator: To prime the fuel injected Lycoming 360 engine, we first turn on the electric fuel pump. Very carefully watch the flue flow gauge here as we advance the mixture. This is telling us the engine's being primed. After a few seconds we pull the mixture back, and then turn off the electric fuel pump. The engine is now primed and ready to start.
After shooting that earlier video of us cranking the engine, one of our developers, Chris Joffe [SP], wanted me to show everyone a little peek inside our actual Accu-Sim engine. So I'm going to crank this over just one more time, and when I do look at these four bars. These shows all for pistons positions during their compression stroke.
Now, we let the aircraft sit for quite a while so the primer has now evaporated. Now here we go. It is this compression that the starter has to overcome. When we release the starter it's the compression that wiggles the prop. You see that was the number 2 cylinder that stopped that prop. Okay, I think it's time we give our poor little Accu-Sim starter a break. Because it does heat up and it can burn out. So let's finally start this engine up.
Again, we prime the engine. Throttle cracked, mixture off, apply brakes, and the reel aircraft wheel clear prop, scan the area, then engage. Mixture in, oil pressure up. Okay, since the engine is cold, we'll idle at just below a 1000 RPM. And we need the mixture to help keep our spark plugs from fouling.
Male: Appropriate temperature. Okay.
Narrator: Just like all of our Accu-Sim planes, we measure the actual warm up times, and the Cessna 172 with its Lycoming 360 is no exception. Because right now, we sit here and wait and just watch the needle for any movement on that oil temperature before we apply any power.
One thing I wanted to show you here, watch the Ammeter when I turn the alternator on. Accu-Sim's electrical system is charging the battery. Overtime as the battery completely charges up that needle will drop just like your car.
Also after starting a cold engine, as it warms, it's normal to keep making minor adjustments, pulling the throttle back to maintain the same RPM. This is not unique to aircraft engines but true with most engines with a manual throttle control.
During our flight testing, we measured exactly how much throttle was needed to get the aircraft moving on the tarmac. We also measured the maximum turn rate at various speeds. The nose wheel on the Cessna 172 is moved by springs. And you need to use differential braking to make any sharp turns.
Man: Required brakes. Going about 10 miles an hour. Maximum left, maximum right, maximum left, pull it back.
Narrator: When taxing you usually have the wind at your tail, which means to keep the plane at a reasonable speed.
Man: We are at 17 miles an hour.
Narrator: We sometimes have chosen between either idling too low or using your brakes more often than you like. This is sometimes a painful balance for an aircraft owner. Because you don't want to have foul plugs. And you also don't want to have your brakes wearing out too fast. It took a lot of testing to get this just right with our Accu-Sim C 172.
We measured the 172R's acceleration and it's braking. So let's run it up. If an engine idles too low, especially with a rich mixture, lead in the fuel can collect and foul the spark plugs. For this reason, many flight schools insist that while on the ground that you idle above a certain RPM and lean aggressively while taxing.
Let's demonstrate what can happen if we completely ignore that advice and do the opposite. Now, keep in mind that on this aircraft, we have a dual ignition system. In the event that one system fails, the other will keep the engine running. This also means that foul plugs may go unnoticed until you do a mag check.
Right now, I know we have some plugs that are foul because I actually peeked inside the engine. Now if you listen very carefully, you'll notice that this engine is not quite running smoothly. But just like the real thing, they can be very difficult to know for sure.
So let's do an engine run and check our max. Okay, we're going to go to 1800 PRM. Let's check our left mag. Okay, we've a very slight drop. Right mag, all right. Now we have some foul plugs in the right side. So, what we're going to do is we're going to increase our throttle to full power, try to clear these plugs out.
Left mag, right mag, all right. We're still foul. What you can also do is you can lean the mixture a bit. You got to be careful with your engine temps. See the power coming down, hold it. All right let's try it again. Left is good. Right is pretty good. Okay.
Now, let me just quickly explain something about the spark plugs. Now, A2A simulations is very fortunate to have picked up a major sponsor, Champion Aerospace. We have both the traditional massive style spark plug and also the newer fine wire style spark plug.
The fine wire plug is very resistant to spark plug fouling. But it's not a common plug. So we recommend to our customers that you fly your C172 trainer with the massive style first, and develop proper spark plug management techniques.
Both [inaudible 00:07:26] are model 172 R's with a course fixed pitch propeller, while 67 Quebec is a Skyhawk SP which comes with a much flatter fix pitch propeller. This means the Skyhawk SP will run at a higher RPM with a little more power. Whereas the 172R's with the courser prop will run at a lower RPM and also be a little quieter.
Man: All right. Aligned up on the runway. We're going to throttle up. Full power brakes on, see what RPM we reach. We're at 2100 RPM, just about 21, 160, 170 B. Here we go.
Narrator: Now, let's run our Accu-Sim C172R up to full power. We're also seeing about 2100 RPM. Now, let's take advantage of the fact that we're in a simulator and let's just throw on that flatter S prop while the engine is still running. Hear that, we're generating a lot more power. We're up at 2300 RPM now. It's the same engine. Just a different prop. Okay, let's put our stock prop back on and take off.
Before we do, I just want to show you something really neat here. Now listen very carefully when we put our headsets on. The sound isn't just turned down. Its actually muffled. All right, let's get rolling.
Remember, the Cessna has the spring-loaded nose wheel. Sometimes, it can take some getting used to, if you come from other aircraft with a direct connect. Now, we're just going to let the plane take itself off.
Just slightest back pressure and the plane just launches itself. This plane wants to fly, no doubt about it. All right, and we pitch and trim for 80 knots indicated. And away we go.
Okay, before we end this video I just want to give you a heads up on some new features.
This is a full featured Bendix/King Avionics sweep. And we're currently working on dedicated tutorial videos for each of the components. And for those who like to fly at night, we have some beautiful dynamic lighting. You can adjust the lighting on your radio stack. There you go. The fuel selector on the floor. The instrument panel, and the bright florescent light under the Glareshield.
But it doesn't stop there. You also have two switchable flood light. So you can have a nice dim cockpit or if you want it brighter you can turn them both on. As you can see, this Cessna's no slouch when it comes to its nighttime cockpit environment.
Moving on, we have three GPS configurations. One option is with the Garmin GNS400. We can take it out and fly with our traditional DME and while we have it up, just take a close look at those LED's. It's a true marriage between beautiful modeling and function.
And you can use the entire 100 page Bendix/King manual to operate this auto pilot. It's that complete. And the third option is to use a portable suction mounted Garmin GPS map 295.
Okay, as you can see in this little Cessna 172, there is a lot to cover. So keep an eye out for the third part of this development video and more videos to come.
As any flight simulation fan will know, A2A Simulations have been producing some of the most impressive work seen for various flight sims out there for a long time now. They’ve become a real staple brand for anyone who wants a bit more from their flight sim experience, and this second part of their ACCU-SIM trainer development videos will give you all the information that you need to really crack on.
This video details just how the actual aircraft is primed and ready for takeoff. It gives you a much greater understanding and depth of just how ACCU-SSIM works and changes the entire flight experience. It makes a huge difference to everything – from the way that your aircraft takes off to the way that it will actually be flying up in the skies. You’ll have so much more to learn and deal with that you can totally change your outlook and flying style.
They go through every last process of the warm-up, making sure that the RPM ratings are correct and that the various little extras such as the Ammeter and the alternator have been turned on. These various changes all go above and beyond what you would be used to doing in a normal flight simulator, so it really can help you turn the screw and start becoming a better pilot right away. For anyone who wants to find a simple route to learning all of those little tricks you’ve always wanted to have to encounter when using a flight simulator, this is what you need.
All of the little considerations that go above and beyond the usual FSX experience take you into something new entirely – you’ll not only get to act like a pilot, you’ll now be expected to think like one as well. It totally changes your perspective moving forward about how you will work and how you will operate when things don’t go according to plan.
This second part of the series is very useful for seeing how the thought process should become as you get more experienced and comfortable with everything that ACCU-SIM has to offer. For anyone who isn’t quite aware of how they should be taking off, or dealing with specific things like dealing with the elements and the speed that you should take in various conditions this can be the perfect education for you.
ACCU-SIM was produced to be more than a great way to spice up the FSX experience – it’s the example that many of us need if we want to become better pilots. It starts to improve and enhance the realism factor that is so important in any simulation, and totally transforms how you will be approaching situations and how you will evaluate each and every possible situation that can go wrong.
Part three looks at another aspect entirely of the aircraft simulation experience when you have on ACCU-SIM, so make sure that you take a look at that also.
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