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Cessna 182S

4,993 bytes added, 10 March
m
FAQ
* autostart for beginners
* simulation of cabin heat and defrost
* simulation of icing to wings, propellers and engines in icing conditions
* High quality 3d-model, textures and animations
* fully simulated KAP140 autopilot
* fully simulated Davtron 803
* fully simualted simulated Bendix King avionics stack
* Realistic interior light effects in ALS-Renderer
* Interior shadows in ALS-Renderer
* interior galss glass frost and fog effects in ALS-Renderer
* Exterior 3d-shadow in ALS-Renderer
* selectable and fully simulated Winterization kit
[[File:c182-cockpit-at-night.jpg|600px|center|Cessna 182S panel illumination]]
 
== FAQ ==
'''''I wonder why would the 182s be easier to fly than the c172p?'''''
 
Is it? If you think the fdm is wrong: A fdm is only so good as the datas available. The c182s-fdm uses real coefficient data where available, but not all needed coeeficients could be found. Where not available, pilot reports had been used. And they are from a subjective view of the pilot.
 
'''''According to google, most pilots agree that the 182s is actually harder to fly than the 172p'''''
 
Not because of its flight characteristics. Though many pilot bends their firewalls on touchdown, due the nose heaviness of that aircraft. But a lot pilot likes the C182 more because of more power, more speed, higher possible altitudes, constant speed propeller, cowl-flaps and the IFR-equipement. And that`s the reason - due to that all it is much more challenging to fly than the Cessna 172. So FAA counts the Cessna 182 to the high perfomace aircraft. Imagine beeing in a crowded area like KLAX, approaching the airport while listening to Radio calls every few seconds, watching speed, altitude, manage the engine and prop speed, chasing VOR-needles and watching the traffic around at the same time in bad weather condition - challenging!
You might wanna read this: [https://pilotbrian.blogspot.com/2009/05/stepping-up-to-c182.html Stepping Up to a C182 ]
 
'''''Is the C182S made easier to fly, instead of more realistic to fly?'''''
 
No. The authors uses real numbers, datas, coefficients and more where available, aiming to get everything realistic as it can be. As an example it matches all the numbers given in the POH, and uses real aerodynamic coeffcients for the fdm where available. If it doesn`t fly as you expect, you might be used to FSX? Just kidding...
Anyway, if encounter something you think it isn`t right, file an Issue-report [https://github.com/HHS81/c182s/issues here], and we will find out.
 
'''''Why has the C182S a smaller left push tendency than the c172p?'''''
 
You propably uses a older version of the C182S, released before 6. february 2019. There was a single wrong sign used in the fdm, which reduced the left push tendency. The version released after 6. february 2019 has been fixed in [[FGAddon]] and in the [https://github.com/HHS81/c182s Dev-repo on github.com].
 
'''''At 3,000 ft, I can't get over 110 knots. MP: 23 RPM: 2450 FF: 14. What am I missing?'''''
 
The checklist! If it doesn`t get the speed as you expect, check: Mixture, prop rpm, cowl flaps, icing, engine damaged,... Probably you simply forget to close the cowl flaps.
Another reason could be that you mistake KTAS (Knots True AirSpeed) with KIAS (Knots Indicated AirSpeed). The tables and many publications gives the speeds in KTAS. So you have to read the KTAS-values from your instruments, not the KIAS. How to?- just read below.
 
''''' Where I can see my True Airspeed (KTAS)?'''''
 
The Air Speed Indicator has a dial at the upper part of the instrument face. So you simply dial in the pressure altitude in ft via the knob, and align it with the temperature mark just below.
Now you can read your true airspeed in the lower left window of your instrument.
 
'''''I flew in cold weather, but suddenly crashed because the aircraft slowed down. Where is the carb heat?'''''
 
The Cessna 182S uses an fuel-injected engine - like many modern cars. So there is no carburetor. But what you experienced is the icing of the prop and the aircraft body. Unfortunately there is indeed a bug: propeller icing of constant speed props can`t be simulated yet with JSBSim. The C182S-team tried to find a work-around, but might not have yet found the best solution....Not everything can be perfect! Anyway: with this type of aircraft you are not allowed to fly in known icing-conditions!
 
'''''Cessna 182S refuses to start'''''
 
First: you probably didn`t follow the checklist.
Second: you might have flooded the engine. Follow this procedure: Pull back mixture to cut off, advance throttle to about about little more than 50-60%, then operate the starter again for a while. If the engine fires, promptly advance the mixture to full rich and return throttle to Idle.
 
'''''Why I can`t see the wingtip and the cowl?'''''
 
The eye level position has been carefully set comapring informations from pictures showing the Cessna 182S or Cessna 182T and pilot reports. If you compare, you can see that the eye level of the pilot is sitting at the level of the upper edge of the side window frame. The wing root sits much higher, the wingtip even more. So it is impossible to see the wingtip.
The glareshield is quite high on the newer Cessna, and from you usual position you are not able to see the engine cowling in front of you.
And the eye level position is also set to the fact that a good landing is provided why you flare just before the touchdown. Your flare will be correct, when the upper edge of the glareshiels is virtually touching the horizon.
== Development status/Issues/TODO ==
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