Adrian Pingstone · Public domain · 1966 Reims F172GThe Skyhawk developed from the tailwheel Cessna 170, adopting tricycle landing gear. The first 172 flew in 1955. Its combination of a practical cabin, fixed undercarriage and straightforward layout helped make it a familiar aircraft for personal flying and instruction.
The 172's long history includes different engines, panels and equipment. That variety is especially visible in simulation: a conventional-instrument aircraft, a G1000-equipped version and an add-on with persistent maintenance systems offer different experiences despite sharing the same basic silhouette.
Cessna 172 Skyhawk (G1000)
The 172 began with the tailwheel Cessna 170. Moving the third wheel to the nose helped create the aircraft that became familiar to generations of students. Its outline changed along the way: early examples had a straight fin, the swept fin arrived with the 172A, and the lowered rear fuselage and rear window followed with the 172D. A photograph of an early Skyhawk can therefore look surprisingly different from the training aircraft on a modern ramp.
First flight: June 12, 1955
Developed from: Cessna 170
Flying factory JT-A N688CS from San Marcos, Texas, Goyer immediately noticed how different the turbodiesel sounded. Its quieter whirr accompanied a climb that felt convincingly stronger than the earlier diesel Skyhawk the writer had evaluated. The cockpit also changed the pilot's relationship with the engine: one power lever requested output while electronic controls managed fuel and propeller settings. The report describes the Continental-powered JT-A and its Garmin NXi installation, rather than the conventional Lycoming-powered training aircraft that shares its silhouette.
Despite those changes, Goyer found the flight-control feel and most of the familiar Skyhawk flying manners intact. One difference appeared in landing: the demonstrator seemed inclined to float more when approach speed was not closely controlled. The writer suggested residual thrust as a possible explanation, explicitly as an interpretation.
Davisson's account of Jim Landers's restored 1957 aircraft explains why an early 172 can feel different before it even leaves the ground. The low instrument panel and more upright seating create an unusually open view over the nose. He describes the six-cylinder Continental as smoother than the later Lycomings and finds the aircraft's familiar, approachable character already present in this early version. Landers had moved up from a Cessna 150 chiefly to gain useful space for travelling with his wife and their baggage.
That extra space did not mean treating every seat as routinely available. Operating in Arizona, Landers generally used the aircraft as a two-person tourer and took high density altitude seriously when deciding on a load. His account also includes the less glamorous side of ownership: an engine failure inside the crankcase led to a rebuild, and the polished finish required considerable labour.
For Cox's 2009 review, student pilot Peggy Herrera offered a perspective quite different from a veteran test pilot's. She had been able to try a varied group of aircraft and was training in a recent, air-conditioned Skyhawk with Garmin G1000 instruments. What she appreciated most was the aircraft's unhurried response: gentle control behaviour, effective flaps and low speeds in the circuit left her time to understand what was happening. That mattered particularly while she was learning to land.
Her principal difficulty lay in the panel rather than the airframe. The G1000 initially felt overwhelming until its organisation began to make sense, and the tall instrument panel could restrict the view for a shorter pilot despite the adjustable seat. Cox set those observations alongside his own experience in numerous Skyhawks, including long trips, and described the model's appeal as a balance of useful qualities.
The Skyhawk developed from the tailwheel Cessna 170, adopting tricycle landing gear. The first 172 flew in 1955. Its combination of a practical cabin, fixed undercarriage and straightforward layout helped make it a familiar aircraft for personal flying and instruction.
The factory starting point selects Cessna 172 Skyhawk G1000 across MSFS 2024, MSFS 2020, X-Plane 12, X-Plane 11.
Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.
Valid trim provides the configured pressure relief. Autopilot following is enabled for supported control references.
C172 manuals describe mechanical cables and linkages operating the primary controls and an elevator trim tab operated from the cockpit wheel. Published handling accounts describe greater elevator effort than aileron effort and hands-off stability after trimming. These are qualitative accounts, not one fixed ratio for every Skyhawk or loading condition. Engine upgrades, float kits, taildragger conversions and analog or glass panels retain their own simulator scope.
The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.
施加於模型產出的一切、在裝置上限之前的最終整體輸出縮放。
調高: 一切(彈簧、載荷、效果)一同增強。
調低: 一切一同變柔。
設定理由: Scales overall profile strength while preserving effect balance, subject to device and output limits.
把搖桿拉回中央的基礎回中力。其他所有力都疊加在它之上。太低,正常飛行中搖桿會發軟;太高,它會與你的手較勁,並掩蓋疊加其上的細微提示。
調高: 更硬的回中,更抗手。
調低: 更軟的桿,只靠氣動載荷。
設定理由: Mechanical controls and published pitch-heavy handling motivate speed-dependent yoke resistance and a separately selected roll balance. The baseline spring is 0.82. Its low-speed blend reaches baseline strength at 55 KIAS.
Cessna-authored 172S POH preserved by aircraft operator; verify avionics and revisionCessna 172M manufacturer POHCessna 172 SkyhawkCessna 172 Skyhawk中央附近彈簧保持安靜的小中立區,讓靜止時的微小移動不會咔嗒作響。更寬更安穩但更松,更窄更精確但可能在中央附近抖動。
調高: 更安靜但更松的中央,曠量更大。
調低: 更緊的中央,靜止時可能抖動。
設定理由: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
設定理由: Adds smoothly ramped resistance outside the centre deadband. Zero removes this preload.
作用於兩條持續軸載荷的主縮放,在它們各自的獨立平衡之前施加。設定檔通常不動它,而是調校兩條軸載荷。
調高: 兩軸載荷一同加重。
調低: 兩軸一同減輕。
設定理由: The aerodynamic-load gain is 0.8 with an indicated-speed reference of 110 KIAS. This supplies speed-dependent loading alongside the spring.
彈簧達到全強度的空速。從起點到這裡,隨著氣流在操縱面上增強,回中逐漸變硬。
設定理由: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
在偏轉載荷之外,回中本身隨速度變硬的程度。零則中央手感恆定;越大,巡航時回中越硬,起落航線上越松。
調高: 中央隨速度明顯變硬。
調低: 任何速度下中央手感恆定。
設定理由: The high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 55 KIAS, with the squared-speed ratio capped at 5.
速度驅動的中央變硬上限,防止高速飛行把彈簧無限上緊。
調高: 高速允許更多總硬化。
調低: 硬化更早封頂。
設定理由: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
由副翼偏轉和空速產生的持續橫滾載荷,獨立於俯仰調校。與升降舵載荷一起,決定評測中常說的操縱協調比。
調高: 橫滾力更重。
調低: 副翼更輕更靈。
設定理由: Roll and pitch aerodynamic scales are 0.65 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.
由升降舵偏轉和空速產生的持續俯仰載荷,獨立於橫滾調校。這是決定機型俯仰重量的主槓桿。它不影響副翼、彈簧、配平或抖振力。
調高: 速度下持續俯仰力更重。
調低: 升降舵更輕,握持更省力。
設定理由: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
每個穩態俯仰或橫滾力到達裝置前的上限,防止猛烈機動中砸擊或飽和硬體。
調高: 削波前更高的穩態力峰值。
調低: 更柔的上限;猛烈機動更早被抹平。
設定理由: Caps directed-force output. Native spring effects and device limits remain separate.
設定理由: Sets the travel used to ramp in centre preload. Wider intervals make its onset more gradual.
啟用低速彈簧介入視窗(上面的起始/全強度節數)。關閉時彈簧在所有速度下恆定。
設定理由: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
在靜止、空速尚未產生氣動力之前,彈簧還剩多少。下限高,停機時搖桿結實;下限低,則是停放輕型飛機那種鋼索鬆弛的感覺。
調高: 停機和滑行時桿更結實。
調低: 停機時桿發軟,只隨速度甦醒。
設定理由: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
彈簧從低速下限開始向全強度攀升的空速:起飛滑跑中操縱面"甦醒"的那一刻。
設定理由: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
氣動載荷達到設計滿值的指示空速。它把整條載荷曲線錨定在飛機真實的速度範圍:172在110節就載滿,噴氣機要晚得多。
調高: 載荷來得更晚;桿輕到更高速度。
調低: 載荷來得更早,巡航更沉。
設定理由: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
升降舵配平緩解持續俯仰力、移動桿的安定位置的強度。在100 %時,配平得當的飛機不需要保持壓力——正是真實飛行中"用配平消掉載荷"的流程。
調高: 配平消掉更多持續力;100 %時滿配平可完全抵消。
調低: 即使配平也仍要持續用力。
設定理由: The elevator trim tab supports pitch-load relief. A ground-adjustable rudder tab is not a pilot-operated aileron-trim signal. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0.
Cessna-authored 172S POH preserved by aircraft operator; verify avionics and revisionCessna 172M manufacturer POHCessna 172 SkyhawkCessna 172 Skyhawk橫滾配平的同類緩解。多數通航機型沒有真正的副翼配平,所以保持為零;有橫滾配平的機型獲得相應的值。
調高: 橫滾配平消掉更多持續力。
調低: 橫滾配平作用更小。
設定理由: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
由輪速和地面型別(鋪裝、草地、礫石)產生的滾動振動。
調高: 桿上更強的地面質感。
調低: 更平滑的滑行。
設定理由: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
來自伸縮縫、車轍和粗糙地面的短促離散顛簸,為持續隆隆聲打上標點。
調高: 接縫與車轍的衝擊更清晰。
調低: 更柔的地面細節。
設定理由: Sets gear-bump texture during ground motion, separate from touchdown impact.
由飛機自身失速警告系統觸發的專用抖桿器振動。只有真有抖桿器的機型才有值;其餘全靠氣動抖振和喇叭。
調高: 更硬的抖桿器。
調低: 更含蓄的抖桿器。
設定理由: Sets triggered shaker strength; inactive while the shaker feature is disabled.
接近失速及失速警告響起時的機體抖動:這副機翼宣告不滿的音量。斷失乾脆的機型抖振收斂,讓喇叭承擔警告。
調高: 更強的失速前顫抖。
調低: 更含蓄的機翼;警告交給喇叭。
設定理由: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
接近馬赫極限的跨音速抖振。對接近MMO的噴氣機有意義,對到不了那裡的活塞機和渦槳機為零。
調高: 接近馬赫極限時更強的跨音速抖振。
調低: 高馬赫下更平滑的飛行。
設定理由: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
襟翼伸入氣流後機體的低頻振動,發生在它們真正做功的速度視窗內。
調高: 襟翼做功時更粗糙的飛行。
調低: 更柔的進近襟翼。
設定理由: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
可收放起落架懸在氣流中引起的機體鼓振。固定起落架機型為零,它們的機體外形從不改變。
調高: 放起落架時更多鼓振。
調低: 放起落架飛行更乾淨。
設定理由: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
機輪觸及跑道那一下的單次衝擊,按下沉率縮放:輕柔著陸是耳語,結實到達是一記悶響。
調高: 觸地時更硬的一擊。
調低: 更柔的到達。
設定理由: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
反推或槳葉beta區工作時的滑跑振動。無反推機型為零。
調高: 反推下更粗糙的滑跑。
調低: 更含蓄的反推。
設定理由: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
從慢車到全功率跟隨轉速的持續動力裝置振動——前方有東西在燒油的永恆提醒。
調高: 桿裡更多引擎。
調低: 更含蓄的引擎。
設定理由: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
僅在模擬器報告襟翼舵面確實移動時的持續振動。它跟隨真實作動器的運動和故障,而非估算的計時器。
調高: 襟翼移動中更多振動。
調低: 更含蓄的襟翼行程。
設定理由: Sets texture from observed flap movement; a command without movement does not establish the cue.
自動駕駛指令可以讓桿實際移動多遠。在MSFS中保持極小,因為移動的軸可能被讀回為飛行員輸入;零則完全停用跟隨。
調高: 自動駕駛讓你的桿移動得明顯更多。
調低: 幾乎察覺不到的跟隨。
設定理由: Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Whether this feature is active in this profile.
設定理由: Following is on at 0.1 authority when a supported, valid autopilot control reference is available.
Whether this feature is active in this profile.
設定理由: Permits centering hold during a supported AP state, separate from following a moving target.
設定理由: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Whether this feature is active in this profile.
設定理由: Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
Whether this feature is active in this profile.
設定理由: Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
Whether this feature is active in this profile.
設定理由: Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.
Whether this feature is active in this profile.
設定理由: Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
Whether this feature is active in this profile.
設定理由: Enables rate damping with the configured coefficients and control law.
Where this effect reaches full strength (or has fully faded, for washouts).
調高: a more gradual build to a later peak.
調低: a quicker build.
設定理由: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Where this effect begins fading in.
調高: the effect begins later.
調低: it begins earlier.
設定理由: Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Whether this feature is active in this profile.
設定理由: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Whether this feature is active in this profile.
設定理由: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Whether this feature is active in this profile.
設定理由: Applies the configured pitch and roll spring travel curves.
設定理由: Sets response at the second pitch-curve point; it is an endpoint only if its input position is full travel.
設定理由: Sets response at the second roll-curve point; its input position and other points determine the travel law.
Whether this feature is active in this profile.
設定理由: Enables ground effects; each still needs its own strength and contact or motion telemetry.
Whether this feature is active in this profile.
設定理由: Enables engine cues with nonzero settings and valid running-engine telemetry.
Whether this feature is active in this profile.
設定理由: Enables accessory cues with configured strengths and observed accessory movement.
The strength of this effect.
調高: a stronger effect.
調低: a weaker one.
設定理由: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
| 引數 | 數值 | 控制作用及原因 |
|---|---|---|
| Spring strength | 0.82 | Mechanical controls and published pitch-heavy handling motivate speed-dependent yoke resistance and a separately selected roll balance. The baseline spring is 0.82. Its low-speed blend reaches baseline strength at 55 KIAS. |
| Spring deadband | 0.045 | Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Forces · Center starting force | 0 | Adds smoothly ramped resistance outside the centre deadband. Zero removes this preload. |
| Force gain | 0.8 | The aerodynamic-load gain is 0.8 with an indicated-speed reference of 110 KIAS. This supplies speed-dependent loading alongside the spring. |
| Master gain | 0.85 | Scales overall profile strength while preserving effect balance, subject to device and output limits. |
| Spring full-strength speed | 55 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Airspeed spring stiffening | 0.15 | The high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 55 KIAS, with the squared-speed ratio capped at 5. |
| Airspeed stiffening cap | 5 | Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | 0.65 | Roll and pitch aerodynamic scales are 0.65 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | 1 | Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Maximum output force | 0.55 | Caps directed-force output. Native spring effects and device limits remain separate. |
| Autopilot · Follow enabled | True | Following is on at 0.1 authority when a supported, valid autopilot control reference is available. |
| Autopilot · Follow authority | 0.1 | Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot · Neutral hold enabled | False | Permits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot · Neutral hold strength | 0.6 | Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| StickFeel · Trim feel enabled | True | Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| StickFeel · Trim relief enabled | True | Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| Aero · Max flap index | 3 | Sets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Aero · Min flap index | 2 | Sets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Aero · Amplitude | 0.5 | Sets triggered shaker strength; inactive while the shaker feature is disabled. |
| Forces · Center starting force transition | 0.05 | Sets the travel used to ramp in centre preload. Wider intervals make its onset more gradual. |
| Dynamic-pressure blend | True | Allows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| Minimum spring factor | 0.5 | Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| Spring wake-up speed | 15 kt | Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| 力回饋調校速度 | 110 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| SpringResponse · Travel enabled | False | Applies the configured pitch and roll spring travel curves. |
| SpringResponse · Output | 1 | Sets response at the second pitch-curve point; it is an endpoint only if its input position is full travel. |
| SpringResponse · Output | 1 | Sets response at the second roll-curve point; its input position and other points determine the travel law. |
| StickFeel · Elevator authority | 0.3 | The elevator trim tab supports pitch-load relief. A ground-adjustable rudder tab is not a pilot-operated aileron-trim signal. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0. |
| StickFeel · Aileron authority | 0 | Scales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| StickFeel · Force trim enabled | False | Enables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| StickFeel · G load enabled | True | Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| StickFeel · Rate damping enabled | True | Enables rate damping with the configured coefficients and control law. |
| Aero · Enabled | True | Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Aero · Gain | 0.35 | Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Aero · Gain | 0 | Sets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Aero · Gain | 0.18 | Sets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Aero · Gain | 0 | Sets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Aero · Shaker enabled | False | Permits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Ground · Enabled | True | Enables ground effects; each still needs its own strength and contact or motion telemetry. |
| Ground · Gain | 0.4 | Sets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Ground · Gain | 0.25 | Sets gear-bump texture during ground motion, separate from touchdown impact. |
| Ground · Gain | 0.65 | Sets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Ground · Gain | 0 | Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Engine · Enabled | True | Enables engine cues with nonzero settings and valid running-engine telemetry. |
| Engine · Gain | 0.2 | Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Mechanical · Enabled | True | Enables accessory cues with configured strengths and observed accessory movement. |
| Mechanical · Gain | 0.12 | Sets texture from observed flap movement; a command without movement does not establish the cue. |
| Mechanical · Gain | 0 | Sets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
如果你的真機經驗表明本頁有誤,請在此指正。
本頁基於引用資料構建,而真機經驗勝過任何引用。 請引用有誤的主張,並告訴我們真機的實際表現。糾錯 將交由維護者稽核,並納入本研究的下一次修訂。