#AIRFOIL LABS C172 SOFTWARE#

Its's the gradual change in bank over time that makes it susceptible to graveyard spirals. That is, a sudden bank change (less then 25 degrees) will result in a rather quick return to level flight. With that said, I agree with the OP that any bank in the real thing, less than 25 degrees, will return to approximately level.

#AIRFOIL LABS C172 SOFTWARE#

Must be a feature of a software model rather than the real aerodynamic thing. And the same applies to the Fresca sim that the flying club owns.

For reasons that I will never understand, the real a/c has the issue that it is more stable in nose up/down pitch and less stable in the bank attitude than any of the sims that I have flown since 1994, including all of the FS versions, XP, and even the ASA instrument sims. I always find it fascinating however, that there are so many different facets to this 'hobby' that people can enjoy. I appreciate the fact that mathematics and physics, or rather, our quest to understand and overcome the limits imposed by mathematics and physics, has been a primary factor in the evolution of aeronautical design, but I've never really had the desire to actually interpret anything beyond the type of pilot report that Larry gave above.ДЇor example, I enjoy reading about how undesirable flight characteristics in a given aircraft caused engineers to make changes to try and remove those characteristics, which in turn may of had other effects and forced other design changes in turn, but that's as far down the rabbit hole as I ever care to go. I understand the above, but my passion in regards to aviation has always been more about the history, design, and operation of the equipment itself. I don't think in terms of rotating the yoke a quarter circle, or whatever. My objective with a desktop yoke or stick, is just to get the plane to do what I want. I also never compared the actual movement of the yoke or stick, to the real thing (arc wise dimensions).

I never entertained the idea of using a sim model to predict what the real plane would actually do. Too many planes were different to make assumptions that apply in the majority of cases. Now.as to how I feel about real life, and the exact modeling, I could care less. For the Piper low wings after a certain point of roll, it could tighten up to a steeper bank. I don't remember any sim models doing the same. The plane would quickly roll back to neutral & past it. Never went to the point of testing it.ДЄnother item I tried in the Cessna 172 for flight sim purposes years ago, was to quickly roll the yoke & then let go. As to how long the RV stayed there, I don't remember. More along the lines of aerobatic low & mid wings. My Vans RV6, just stayed where you let go of the aileron. Mild roll, and the plane returns to neutral. Going back to what I remember about 172s. In my glider most of the time I use a lot of outside/ opposite stick at 45+Вє bank angles in coordinated tursn, but that's another story - coordinated turn in a glider, at high bank angles. ( * ) Although my point refers to sideslip situations. Why? Well I am not going to start here a 'Principles of Flight' or 'Roll Stability' thread, because my point was exactly to point out that something is obviously wrong with the roll stability in this C172 FDM. Whatever you do, and that's the problem, overbanking will be the end result. You can either pull the yoke to avoid diving and gaining speed or simply leave the controls, and you can coordinate or not with rudder ( * ). But, I also though what I wrote was clear - namely, that, at any speed, load ( leaving out asymmetric fuel and payload situations ), power settings, trim settings, if, you're flying level, descending, or climbingВ in this C172 and bank either right, or left, not more than 10Вє ( first mark ).

Airfoil labs c172