I've been giving some thought to doing a long cross-country flight in FS2004 using one of my payware GA piston singles--maybe the F1 Cessna 172, or the Carenado 182RG, or the oldie-but-still-goodie Dreamfleet C177B, or the Dreamfleet Bonanza A36, something like that. Something single-engined, piston, and unpressurized so I've got to plan and think about what I'm doing with regards to terrain and weather. I've got a few questions, though, since I want to do this "right".- I see references in some readmes and checklists to "% power". The F1 172 gives cruise performance using % power (example: at 8000 feet, 80% power gives 2400 RPM, 9.2 GPH fuel flow, and 122 KTAS). The C177 and C182 both say cruise is "15-24 inches MAP, no more than 75% power". What is this % power setting, does it directly translate to throttle position? Because if it does, I can't get anywhere near book performance figures. Example with the F1 C172: If I'm at 7500' and set throttle to 80% according to the tooltip, I don't get anywhere near 2400 prop RPM, more like 2100, and my speed is well under 110 knots true. I typically cruise at more like 85% to 90% on the tooltip; at 7500 feet that gives me about 100 knots indicated but only 2200 RPM.- Related to climb and cruise, what's the most efficient way to transition from climb to cruise power? Do you leave climb power on after you level out until you reach cruise speed, then back throttle and prop down to cruise settings, or do you pull them back to cruise earlier on and let the plane just accelerate more slowly? I've seen people mention getting 130+ KIAS cruises out of the Carenado 182RG, but I sure can't do that! I wonder if I should be leaving climb power on much longer than I do, and the plane isn't accelerating because it's got too high an angle of attack when I cut the power back.- Is it ever permissible for a plane flying VFR to enter a cloud, icing conditions notwithstanding? I know non-fuel-injected pistons are supposed to use carb heat whenever visible moisture is present and the temperature is below 40F, but what about if you're at low altitude and it's warm, can you cut through the edge of a cloud just for a few seconds? What about flying between cloud layers, where you're socked in above and below but you can see laterally around you for a fair distance?- One more thing--is it true that FS2004 overdoes the torque and prop effects? I'd like to be able to trim my plane to fly pretty much hands-off, as I've heard you can do with most GA planes, but I can't do that with all the flight realism effects turned up to max. And to be honest, I'd rather use an autopilot less than I usually do...feels like cheating somehow when I'm having to use it in a 172 just so I can not be constantly bumping the stick every fifteen seconds. :)Thanks in advance.Lewis "Moose" GregoryRichmond, Virginia

If flying in the US I'd pick the Beech A36 for a cross country especially if you have one of the road packages. The Garmin GPS unit has all major roads in the US so with that and a good road atlas you'll not get lost easily. It's also a lot of fun navigating by real life roads.Can't help with the power question. I can't get the published performances either. Usually I just adjust for a good/realstic fuel flow value and make do with that.Clouds: The VFR pilot is responsible for remaining in weather conditions that will permit seeing and avoiding other aircraft. That's not a iron clad "NO" but don't be surprised if the silver lining of that cloud happens to be another airplane. Best bet, don't. Flying between cloud layers is about the same. It's possible and permissible but not smart.

>>- One more thing--is it true that FS2004 overdoes the torque>and prop effects? I'd like to be able to trim my plane to fly>pretty much hands-off, as I've heard you can do with most GA>planes, but I can't do that with all the flight realism>effects turned up to max. And to be honest, I'd rather use an>autopilot less than I usually do...feels like cheating somehow>when I'm having to use it in a 172 just so I can not be>constantly bumping the stick every fifteen seconds. :)>No time to answer everything, but do keep in mind to "lean" the engine, or you'll be loosing power, especially above 6000' in FS2004. Also, at higher altitude, indicated airspeed is lower than actual ground speed. Check the gps for ground speed with no wind conditions. A non-turbo or super charged charged engine, also looses power output as you climb. You can find most of this info in the operating manuals.As to torque & prop effects, the answer varies with a persons hardware controls & the airplane designer. For example, my Thrustmaster pedals work great for even the default Cessna 172 & it's drift to the left. Using a keyboard or twist grip, it can feel more twitchy. Note............ the default Cub, may or may not act very screwed up with it's torque effects. It has a programming file problem that isn't always a problem..............if that makes any sense.As to auto-pilots & long cross-countries, they are made for each other! Watching the altitude drift up and down for long periods of time, is NOT all that fun in real life. Very seldom, can you nail a constant altitude with trim. Use the A/P to get there, and then hand fly the approaches, around scenic areas, etc. It's NOT cheating, and only a "simmer" might make you believe that it is! :D L.Adamson

The Pilot Operating Handbook lists the power settings for a specific altitude and what % of power they will provide. You may be able to find these details on the web if not you'll need to buy a POH. I think the % figure FS gives you in the tooltip is related to the position of the throttle not the actual power output.Use the ASPT method to level off after climb:A = Attitude: Hold the aeroplane in level flight; thenS = Speed: Let the speed build up the cruise speed while holding level; thenP = Power: Once cruise speed is reached set the power; thenT = Trim: Set the trim for level flight

>What is this power setting, does it directly translate to throttle>position? No. Although in some airplanes with advanced engine monitors, like the Cirrus, the monitor gives a % power readout. It is possible to get the same % power output with different throttle/mixture combinations

What's the most efficient way to transition from climb to cruise power?

In piston singles, pitch first for level flight then power back. Don't power back too far though.

I've seen people mention getting 130+ KIAS cruises out of the Carenado 182RG, but I sure can't do that!

Depends on altitude and whether your center of gravity is fore or aft. A rearward CG leads to better cruise. Also don't forget to adjust the prop pitch (blue knob between throttle & mixture) to the recommended cruise setting.

Is it ever permissible for a plane flying VFR to enter acloud, icing conditions notwithstanding?

Absolutely not. In fact, in different airspaces there are specific requirements for how far (up to 1000 feet) you must remain away from clouds.

What about flying between cloud layers, where you're socked in above and below but you can see laterally around you for a fair distance?

Absolutely legal. But in a single-engine piston especially it's not wise to do this too often, for two reasons: (1) if you lose your engine or otherwise need to land right away, you'll be stuck going through clouds & not knowing what's below, and (2) there's no guarantee even at your destination the undercast will be clear.Follow the rules and use realistic weather (continuously updated), and you'll discover some of the challenge of long cross-countries.

One more thing--is it true that FS2004 overdoes the torqueand prop effects?

Absolutely (in most planes). Some trim up pretty well, but most real planes I've flown, especially trucks like Cessnas and Pipers, can be easily trimmed for hands-off flying. Best of luck with your adventure, Moose!

Thanks to everybody for the advice, it's a huge help.I had two long GA flights in mind. One was as part of a Bush Flying Unlimited job, from Manitoba to Annette Island, AK--about 1200 miles--or perhaps the reverse, possibly in the Carenado C182RG, which is a plane I have just fallen in love with. The other was something I've been thinking about for a couple of months but haven't had the time to start yet, a cross-continent ferry flight of a piston single or light twin from Kotzebue, AK (PAOH) to Bermuda, probably using the Dreamfleet Bonanza A36, the tip-tank version, since it has insane range for a single and is really limited only by the pilot's bladder. :) The biggest factor on doing a flight like that is time, it'll take me weeks to do in two- and three-hour chunks, saving and reloading flights. It's the ultimate challenge, though, dealing with weather and terrain in a plane that can't really go over it, it's got to go around, and requires careful planning.Matt, I've got RXP stuff (GNS 430 or 530) in most of the GA planes I fly, and USA Roads, so I know what you mean about navigating by road. I love it. I have done a few flights with the Flight 1 C172 locally around Richmond where I pick out the highways and navigate by them, it's fantastic (probably too easy since the roads really stand out with the stock USA Roads textures).I love my heavies, but sometimes I've just got to get low and slow.Lewis "Moose" GregoryRichmond, Virginia

Lewis, When VFR generally in most airspace and in daylight you must keep 500 below, 1000 above and 2000ft laterally, minimum from a cloud. One very good reason for not cutting through a cloud is that there may be someone else cutting through on an IFR plan and you two will meet. In real life going through a cloud tends to be a bumpy affair. If you are not trained on flying by the gages you can end up very quickly in a few seconds in an unusual attitude. If you don't recover in a cloud properly and you can tear the wings off. On a more pratical note, the ride will be smoother when you are above the clouds. FS does not simulate even with its turbulence the teeth jaring turbulence you can get a low levels. I almost forgot. Real life flying without an autopilot to keep your altitude you are constantly working the yoke to keep within your altitude restraints. The newest active sky gives you a taste of what real world flying is like with turbulence in clouds and the vertical air motion. Mechanical turbulence will reach up in a lot of places and touch most GA aircraft in cruise. Night flying is the smoothest.

>- Is it ever permissible for a plane flying VFR to enter a cloud, icing conditions notwithstanding? ... but what about if you're at low altitude and it's warm, can you cut through the edge of a cloud just for a few seconds? What about flying between cloud layers, where you're socked in above and below but you can see laterally around you for a fair distance?http://www.asy.faa.gov/safety_products/air...class.htm#chartThomas

>>- Is it ever permissible for a plane flying VFR to enter a>cloud, icing conditions notwithstanding? ... but what about if>you're at low altitude and it's warm, can you cut through the>edge of a cloud just for a few seconds? What about flying>between cloud layers, where you're socked in above and below>but you can see laterally around you for a fair distance?<>>NO. >>The regs clearly state for VFR flying, pilots must:>- have 3 miles visibility, >- Stay CLEAR of clouds - 2000 ft Horizontally, 1000 ft above,>and 500 ft below (the idea being its easier to dive out of>trouble than climb)>- 1000 ft min Ceiling, 500 ft agl>- 1000 ft above obstacles near cities>>As for flying between layers, you better hope those layers>stay that way, and that you descend through a nice big hole or>you may have an FAA guy at your doorstep upon landing. >There's always a special VFR clearance if you need it. I>don't have any experience doing it, but I imagine the regs>guys don't like it.>>Don't confuse VFR On top with VFR. VFR On top starts out as>an IFR flight, and only changes to VFR when you request it>over the clouds.>>http://www.asy.faa.gov/safety_products/air...class.htm#chart>>ThomasStrange... VFR flying on top is always a VFR-flight, from the beginning to the end destination, at least here in Sweden and according to JAR. The same rules apply, stay clear of clouds, and the max cloud coverage at destination must not exceed SCT before you are allowed to fly on top, but it is still a VFR-flight.

On a quick search, I found this response to AOPA from the FAA regarding a VFR pilot flying VFR-On-TopDorr wrote: "VFR-on-top is an aircraft on an IFR clearance that has requested and received permission to operate at VFR altitudes of their choice in VMC from ATC, but is still considered to be an IFR aircraft. Although it is not prohibited by the regulations, [VFR-only] pilots who choose to fly on top need to consider their options in the event of a situation that might require an immediate landing. A simple need to land for some minor issue, such as a sick passenger, could turn into a life-threatening emergency." There is actually quite a long discussion about the question here:http://www.nwaac.com/article_vfr_on_top.htmThomas

This differs from our regulations according to JAR. A couple of years ago there was a minimum of flying hours required by the pilot before he was allowed to do an On Top VFR-flight (I think it was 100 or 150 fh). This rule was set by our then in country regulations (the so called BCL). But todays JAR do not have this minimum flying hours required before you are allowed to do an on top VFR-flight.The other requirements are that it must be max 4/8 clouds covering the sky at the departure airport and the destination airport so that you can climb and descend during VMC. On the leg/route between the airports it is ok with 8/8 (Overcast) as long as you are clear of clouds within the limits of a "normal" VFR-flight and also within the visibilty limits.So here you do not need to be flying on an IFR-clearence to get permission to climb on top during VMC, or descending during VMC.

Looks like most of your questions were answered. Just a few comments:Hands-off flying: In real life, the C172 can be fairly hands-off in smooth air, requiring only small adjustments every 30 seconds or so. I would say it feels more hands-off in a real C172 than on a computer simply because the position is more natural: left hand resting on the arm rest, moving the yoke with just the fingers. If the plane I flew had an autopilot, I would use it in real life, so don't think of it as cheating :) Actually, especially on the more compilcated planes doing IFR, you would be considered crazy for not using the autopilot to help manage the pilot workload.Flying in clouds: No. There is a widely quoted reference to a study showing VFR pilots loose control of an airplane 178 seconds after entering clouds, on average. I wasn't able to find the study itself, here is one of the pages explaining it: http://www.ronleon.com/178seconds.html. I've felt some of the disorienting effects during night VFR flight before, and they are surprisingly powerful.Flying above or between clouds: You have to consider your exit options. If something goes wrong, you may have to descend through the clouds.Cross-country flying: sounds like fun! I just finished crossing the US from California to New York in a C172 in flight simulator. You should download sectional charts to fly with, if you don't already have them. http://zovirl.com/2005/maps/sectionals/Sec...005_06_05/about

Hi Johan,"VFR-on-Top" is an IFR clearance here in the US, but I think this is a unique situation here- I believe in most (if not all) other countries it's as you say- a VFR flight. Bruce.