Exterior • Exterior Height: 8 ft 11 in • Wing Span: 36 ft 1 in • Length: 26 ft 11 in Interior • Cabin Height: 4 ft • Cabin Width: 3 ft 3 In • Cabin Length: 11 ft 10 In • Cabin Volume: 121 cu ft • Door Height: 3 ft 5 In • Door Width: 3 ft 1 In • Internal Baggage: 30 cu ft Occupancy • Crew: 1 • Passengers: 3 Operating Weights • Max T/O Weight: 2550 Lb • Max Landing Weight: 2550 Lb • Operating Weight: 1917 Lb • Empty Weight: 1642 Lb • Fuel Capacity: 53 gal Lb • Payload W/Full Fuel: 323 Lb • Max Payload: 633 Lb. Description The Cessna 172 Skyhawk is a four-seat, single engine, high wing, fixed-wing aircraft made by the Cessna Aircraft Company. First flown in 1955, more Cessna 172s have been built than any other aircraft. Measured by its longevity and popularity, the Cessna 172 is the most successful aircraft in history. Cessna delivered the first production models in 1956. As of 2015 Cessna and its partners had built more than 43,000. The Cessna 172S was introduced in 1998 and is powered by a Lycoming IO-360-L2A producing 180 horsepower (134 kW).

Special Features Version 1 1 Full FSX P3D v2 v3 v4 and Steam compatible G1000 with Navigraph. Special Features. Microsoft Flight Simulator FSX with SP1. What you do not get, of course, is any of the fancy glass G1000 gauges that you can load in the default Cessna 172 and that will put off some, although I should point out that those gauges reduce all but the fastest systems to their knees.

The maximum engine rpm was increased from 2,400 rpm to 2,700 rpm resulting in a 20 hp (15 kW) increase over the 'R' model. As a result, the maximum takeoff weight was increased to 2,550 lb (1,157 kg). This model is marketed under the name Skyhawk SP, although the Type Certification data sheet specifies it is a 172S.

Ivms 4200 client download. 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.