4 hours ago, antic81 said:

 

Spinning the 172 would actually depend on the particular airframe, some would enter the spin easier than others. I remember you had to give a bunch of rudder to get it to enter the spin, although I do also remember scaring myself and my instructor once when I actually got us pointing slightly inverted at the ground while trying it once! (we were at 7 and a half thousand feet at the time) But man the speed goes from stall to into the yellow band scarily quickly! Especially during the power on stall. Suddenly your staring at the ground and the sound of rushing air is getting mighty loud!

 

 

This is in UK? All 172N I ever instructed were not certified for spins in normal category. We usually use C150/152 Aerobat for that. In any case, spin training is not required in US unless person is working one CFI. 172N power off stalls with 40 degrees  are not that dramatic. I can't say the same about going around with 40 degrees flaps LOL

I really see not much differences in engine between R and N model. They are both 160hp. The only thing about fuel injected vs carbonated is starting procedure .  Carburated harder to start in winter, fuel injected in a summer. Also Cessna stripped 40 degrees flaps starting with P model.

18 hours ago, sd_flyer said:

This is in UK? All 172N I ever instructed were not certified for spins in normal category. We usually use C150/152 Aerobat for that. In any case, spin training is not required in US unless person is working one CFI. 172N power off stalls with 40 degrees  are not that dramatic. I can't say the same about going around with 40 degrees flaps LOL

I really see not much differences in engine between R and N model. They are both 160hp. The only thing about fuel injected vs carbonated is starting procedure .  Carburated harder to start in winter, fuel injected in a summer. Also Cessna stripped 40 degrees flaps starting with P model.

No all my 172 flying was in South Africa. All my UK flying was on the PA28's. PA 28's far fewer in SA. 172 is way more common over there. Here in the UK I have found the opposite to be true, loads of PA28's, not so many 172's.

To be fair the spinning was supposed to be the incipient spin training, however the airframe wasn't really playing ball so I was leaning on the rudder, when she went, she went quick! 

I was flying in SA to build hours towards ATPL, so it was 5 hours of basic manoeuvres and orientation. Africa a lot bigger, more room to get lost! Beautiful place to fly. Also some slightly different radio procedures in SA in comparison to UK. SA is depart and then contact an area and announce your intentions. UK mostly controllers and traffic advisory services.  

For what its worth, I have been using A2A as the "litmus test" for MSFS GA planes, but for a long time now, my comparisons have been to "vaporware". Having said that, I know it takes a lot of time to build a quality product with all the systems simulation they are known for. Hope to see the Comanche soon, but there are other vendors trying to improve the realism, so I am rooting for them more and more.

Question, does anyone know if A2A said that their MSFS offering(s) is(are) going to have ALL the realism features their P3D planes did? (if so, it will be worth the wait).