This product included BOTH the AIRCRAFT and it's associated ACCU-SIM expansion pack.
This software is licensed for commercial use for one year with the option to extend annually for $299.
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The Jack of All Trades and Master of All
The master of all trades? Well, perhaps that is a bit
elaborate; however, the Cessna 182 is the proven master of a great
many aeronautical “trades”, indeed. So, what are the “trades” that
we want a General Aviation (GA) aeroplane to be the master of? Well, we
want it to be fast, carry lots of fuel, people and baggage, climb well, stall
gently, be easy to land and fly, be economical to operate and maintain,
and generally be a safe and pleasant ride for us and our passengers --
that’s a lot to ask of one aeroplane. After all, the physical world is based
upon compromise and give and take; what is gained here is lost there, etc.
Because of this necessary compromise, when it comes to mastering all
of these “trades”, virtually every aeroplane fails to make the grade. Some
exhibit very high performance but are a handful to fly for the average
pilot and others are as gentle as a puppy, but do not perform so well.
That ubiquitous physical compromise is present in most instances.
Lycoming 540 engine
Most A&P mechanics refer to the Lycoming 540 as being
“bulletproof.” Consider that a Chevrolet big block in an early ‘70’s Corvette
is 454 cubic inches, a Skyhawk’s engine is either 320 or 360 cubic inches (like
small automobile V-8). The Skylane engine is 541.5 cubic inches, which is
bigger than the previously mentioned Chevy big block. I have the same engine
in my Comanche, and you feel this 50% bigger engine under the hood, just
rumbling and rattling, waiting to be opened up on takeoff. We expanded
Accu-Sim to capture the more aggressive nature of operating such a nice and
powerful GA engine.
Constant speed prop - propeller physics
We upgraded the propeller physics for the Skylane in several
areas. This was necessary to deliver the best experience when operating this new
system. For example, many people don’t realize that a 2-blade propeller will
generally cruise faster than a 3-blade at all but the very highest altitudes
(and I’m talking where oxygen is required). The Skylane manual is based on the
3-blade, so you can squeeze out even more speed by using a 2-blade. The high
cruise is just around 167 mph with a 3-blade, and around 170 mph with a 2-blade
(keep in mind every plane will have slightly different cruise speeds, which
speaks to the uniqueness of each airframe, engine, and prop). However, the 3-blade
propeller will, in general, pull harder off the line and perform better in
steep climbs. We also improved the modeling and sound of the propeller when it
both flattens out and cuts into the air, which is most noticeable during prop
checks on the ground.
Cruise management – beyond the book
This was an unexpected, but pleasant discovery when making
the Skylane: Our cruise performance accuracy actually exceeds the pilot’s
manual. Yes, we’re actually better than “by the book.” This is because some
figures in the POH are calculated / estimated. For example, in Accu-Sim, you
can realize the benefits of flying at lower RPM’s with higher manifold
pressure, or “over square” (higher manifold pressure X 100 than RPM). Some pilot’s
are still being told today that running a modern GA engine over square is bad, which
is a technique recommended on some older, larger radial engines of the past.
The fact is that most engines run better and more efficient at lower RPM and
higher manifold pressure, rather than high RPM and low manifold pressure (just
make sure you follow the guidelines in the pilot’s handbook for the airplane).
Accu-Sim models this efficiency, and we confirmed this on our actual flight
tests. So, you will be experiencing the same differences from the POH with
Accu-Sim than with the actual airplane. You will also find yourself thinking
hard about your mixture, how it affects your cruise performance, temperatures,
economy, etc., just like in the real aircraft. Just make sure, any real world
pilots out there reading this that you follow the recommended cruise settings
for your airplane because there is a limit to how much manifold pressure you
are able to use at certain a RPM. Also, some engines require you to avoid certain
power settings / RPM ranges due to vibration and balance issues. There is no
one size fits all approach, but this Accu-Sim Skylane will certainly help both pilots
and sim enthusiasts learn better flying skills and engine management practices.
Cowl flaps and advanced combustion physics
We further researched and developed engine temperatures,
both cylinder head and exhaust gas temps. We also re-formulated the impact of
mixture on the process and temperatures.
Expanded physical sound
The starter physics, engine starts, shutdowns, and in flight
physics are pushed even further. Try playing with the throttle, or kicking the
rudder at speed or doing a prop check. It’s a world of wonderful physics that
drives our sound engine.
We added a new feature, turning your flight stick or yoke
into a tow bar. It really gives the feel you are moving a large plane around,
and you can put it exactly where you want it, however you wish. Our own
Captain Jake said the other day “This towing is fun!” That’s a good sign
coming from a 14 year old J
true propeller simulation.
the world’s most popular high performance GA airplane.
for both professional commercial pilot training and entertainment.
pre-flight inspection system designed by pilots while operating the
actual Cessna 182.
starter with accurate cranking power.
ground physics including both hard pavement and soft grass modeling.
starts are now possible. Accu-Sim monitors the amount of fuel injected and
it’s effectiveness to start and run the engine.
airplane where systems, corrosion, and temperatures are simulated even when
the computer is off.
in-cockpit, physics-driven sound environment from A2A engineered recordings.
maintenance hangar internal systems and detailed engine tests including
combustion engine modeling. Air comes in, it mixes with fuel and ignites,
parts move, heat up, and all work in harmony to produce the wonderful sound of
a Lycoming 540 engine. Now the gauges look beneath the skin of your aircraft
and show you what Accu-Sim is all about.
Bendix King Avionics stack including the KMA 26 Audio Panel, two KX 155A
NAV/COMMS, KR 87 ADF, KT 76C Transponder, KN 62A DME, and KAP 140 Two Axis
Autopilot with altitude pre-selection.
in-sim avionics configurations including no GPS, GPS 295, or the GNS 400.
Built-in, automatic support for 3rd party GNS 430 and 530.
with every A2A aircraft, it is gorgeously constructed, inside and out, down to
the last rivet.
and built to be flown "By The Book."
Real-Time Load Manager, with the ability to load fuel, people, and baggage
naturally animated passengers that can sit in any seat including the
Lights 'M' (built directly into the model).
Instrumentation now with natural 3D appearance with exceptional
total audible cockpit and ound engineered by A2A sound professionals.
cockpit pilot's map for handy in-flight navigation.
fuel delivery includes priming and proper mixture behavior. Mixture can be
tuned by the book using the EGT or by ear. It’s your choice.
models include A2A specialized materials with authentic metals, plastics, and
density and its temperature not only affect the way your aircraft flies, but
how the internal systems operate.
conditions affect system conditions, including engine temperatures.
plugs can clog and eventually foul if the engine is allowed to idle too low for
too long. Throttling up an engine with oil-soaked spark plugs can help clear
can cause scoring of cylinder head walls which could ultimately lead to failure
if warnings are ignored and overly abused
airframe, cockpit panel and individual gauges tremble from the combustion
drag from the airframe and flaps
failures, including flaps that can independently jam or break based on the actual
forces put upon them. If you deploy your flaps at too high a speed, you could
find yourself in a very dangerous situation.
battery. The battery capacity is based on temperature. The major draw comes
from engine starting.
pressure system is affected by oil viscosity (oil thickness). Oil viscosity is
affected by oil temperature. Now when you start the engine, you need to be
careful to give the engine time to warm
commercial aviation sponsors have supported the project including Phillips
66 Aviation, Champion Aerospace, and Knots2u speed modifications.