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    Carenado CT182T Cessna Turbo Skylane w/ G1000 Glass Panel


    Gaiiden

    The Carenado Cessna T182T is based on a real world 2006 model located near their design office in Chile. To replicate the real world model, this one comes with the Carenado designed Garmin1000 PFD and MDF panels and navigation system.

    Carenado has considerable experience building our favorite Cessna 182 models for FSX. Their Cessna 182Q has been a FSX mainstay for several years. There are many models and variations of Skylanes, with most being produced by Carenado for our pleasure. My personal choice was the 182RG model as I just like the looks of the smooth bottom without the fixed gear sticking out. Others actually prefer the fixed gear model, while those wearing Top Siders wouldn’t trade their float model or amphibian model for anything.
     

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    Each of these models have a slightly different panel with some variations in interior trim, colors and textures. As the models progressed, we had smoother and sharper instruments, more capable and easier to use autopilots and avionics, and recently we have various panel mounted Garmin GPS’ and 3D instruments with special lighting. Many of us have the Reality XP gauges and GNS models for upgrades with better clarity, expanded features and more up-to-date databases.

    When the Skylane was introduced with much fan fair back in 1956 it looked a far cry different than this newest Carenado CT182T. This was the tricycle gear version of the well-respected Cessna 180. Of note was the two bladed propeller, no wheel fairings, a cramped small 4-place cabin with bench seats and a panel that looks nothing like it does today and no rear window. The carbureted Continental O-470R 230hp engine was used up to and including the 182R model in 1986. The straight vertical stabilizer was soon replaced with the familiar angled one, omni-vison windows were added along with wheel fairings, a new pointy spinner up front and a 3-bladed prop. When the airplane appeared in 1956, the sticker price was $13,375. The 2012 Skylane TC lists for $443,500 with a long list of options not included in that price. Enhanced vision, Air conditioning and a few popular instrument upgrades adds an additional $78,000. This is before tax, title and delivery. Ouch.
     

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    From the earliest models to the most recent, the airplane has made use of all-aluminum construction, stout struts and heavy duty landing gear. Many of us learned to fly in the basic Cessna 150 or 152 and only graduated to the Cessna 172 Skyhawk a few hours after the ink dried on our private pilot’s license.

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    1955 Cessna 180 – almost original

    To our dismay we discovered that four seats in a Cessna does not at all imply that you can load 4 people, full fuel and a weekend’s worth of baggage and stay under the gross weight and within the CG envelope. To the rescue – a properly designed and properly powered 4 place airplane to carry a family. Plenty of leg room, head room, shoulder room, a throaty varoom sounding engine with a variable pitch propeller and a panel full of up-to-date avionics with a decent autopilot.

    As a matter of fact, the Cessna 182 Skylane has been in continuous production since 1956. Of course, there was a short break in production for all single engine Cessnas from 1986 – 1996. I guess a more accurate statement would be that anytime Cessna was building single engine planes, there was a line open for the Skylane. One reason for this success was the instant acceptance of the various configurations. Someone got the notion to adapt the Cessna 210’s retractable gear to the 182 in 1978 thus creating the C182RG model. Getting rid of all that drag added an additional 10% to the top end cruise, improved the climb capabilities and just flat looked good.
     

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    Then came the turbocharger in 1981, and the Skylane became a high flyer. So now we had a plane that could leap tall building, including most mountains and move you and your friends along at 160 – 170 knots.
     

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    Adding a set of Edo or Wipaire floats to the Skylane expands the playground tremendously, especially for the hunting and fishing crowd. Some choose the amphibian route and are able to land on dirt or water, while the purist elected the true floats and enjoy cleaning the barnacles off the bottom in the summertime.

    These Skylanes were so popular that the world needed them available a little closer to their home than Wichita, Kansas. To solve the delivery distance problem, Cessna granted production licenses to Reims Aviation in France and DINFIA in Argentina. Adding all the models and types together, we find over 23,000 Skylanes have been delivered worldwide. This makes the Skylane the second most popular general aviation airplane, exceeded only by the Cessna 172 Skyhawk.
     

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    Airplanes are like football players and tend to bulk up as they mature. Accordingly, the Skylane is a little wider, a little taller, and a little heavier than the early days. Empty weight on the early 182s was about 1,550 pounds, while today’s empty Skylane is 2,075 pounds. The original gross weight was 2,550 pounds, and the modern 182 grosses out at 3,100 pounds.

    In other words, those original Skylanes featured useful loads of about 1,000 pounds, while today, the typical Cessna 182 offers about 1,100 useful pounds. The newest Skylanes offers pilots the option of carrying either 92 gallons of fuel in the long range tanks or filling the seats with friends and family or some balance of the two.

    What it comes down to is if you like Cessnas in general, then most likely you will love the Cessna 182 Skylane. It falls right in the middle of the single engine, high wing versions. I am still coming to grips with the beautiful Corvalis line but it is more like Cessna bought it rather than designed and built it like all the others.

    On the slower and smaller side is the all the 140, 150, 160 and 170 series models and there are plenty of really nice ones in this grouping. Of note is the Cessna 177 Cardinal and Cardinal RG and of course the ever popular Skyhawk and Skyhawk RG. On the faster and higher side we find the 195, 205, 206, 207, 208, 210 and Caravan series which is like a custom bus that flies. Directly on either side are the original inspiration Cessna 180 and 185 tail wheelers, the two most popular models for bush pilots, especially if it has oversized tires or can land on water more than once.
     

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    Should you ask a Skylane owner what he or she likes best about their plane, you may hear more than you really want to hear about the excellent performance, big roomy cabin, or maybe how easily it handles slow flight or about how you can walk faster than the landing speed when landing into a stiff breeze with those huge flaps. Some will mention the excellent instrument training capabilities or the outstanding safety record. Any given crash is far more likely attributed to pilot error than a structural failure of the airframe or a systems failure.

    When I fly a Cessna 182 Skylane, the word docile or gentle always come to mind. The visibility is excellent with the straight over the nose view not quite so good if you have a short torso, but that is why the seat has a vertical adjustment. I personally like the high wing design for the unrestricted downward view. Of course, I learned to fly in a Cessna 150 so I may be biased. Actually I have always thought of the Skyhawk as a slightly bigger Cessna 152, and the Skylane as a slightly larger Skyhawk. This logic works for most Cessnas until you get to the Caravan. It is in its own special class.

    If you accept the premise that the Skylane is one of the world’s most definitive singles, the Turbo Skylane represents, perhaps, the best of the best.

    - Bill Cox
    The Skylane also makes a perfect trainer, especially for big guys or girls. You can even take a friend along on some of the training flights. It has a great IFR panel, unusual attitudes are not unusual, stall recoveries are mostly lower the nose and level the wings, and normal approaches are just that if the attitude looks normal. As a bonus, you learn about cowl flaps and variable pitch propellers early on.

    It can get a little dicey for a minute or so on an aborted landing or go around in the full flap configuration if you are not expecting a rapid attitude change when you add full power with full flaps extended at or near touchdown speed. Just be ready to crank in plenty of down trim as you lower the nose and slowly ease those flaps up. The normal landing is with full flaps.

    The turbo charging and plumbing is a 100-pound penalty to the payload, and the result is the airplane will no longer carry four adults and full fuel. It’s more like a three-place plane with full fuel. If you fly with half fuel, however, you’ll can add the 4th person and a toothbrush, and still have two hours flying time with IFR reserves. Of course the big benefits of the turbo are higher speeds above about 10,000 feet, much further radio range, less traffic, less turbulence, and generally better weather.

    As with any given Cessna model, but especially the Skylane, there is a flying club or two just waiting for you to join and tell your story. The internet is loaded with enough downloadable information about Skylanes to fill that new terabyte data drive. I found some wonderful monthly magazines that have great Cessna stories and lots of photos and usually feature a full write up on a specific model each month. The archived issues are totally free.
     

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    The big high wing also makes a great shade tree in a pinch


    The model numbers started with the C182A model and proceeded through the alphabet, dropping a few letters here and there (I and O), but ended up with the T model starting in early 2001. In our chosen model this is the second or final T in the designation. The first T is for Turbocharged so we have the full designation as CT182T. This is important should you go Looking to download or purchase a POH or PIM. Our model has a 3 bladed prop with a Lycoming fuel injected and turbocharged 235hp engine and oxygen bottles and masks. Lycoming IO-540-AB1A5 (2006 T182T)

    OK, all that history was just leading up to our simulated version review.

    The interior and exterior 3D modeling is superb. Just as in the real world, Carenado is using new materials and textures with these HD Series models. You have to study the screenshots very closely to determine if you are looking at a FSX add on or a photo released by the Cessna marketing folks. The models and liveries are that good.
    Cessna first offered the G1000 as an optional upgrade in the 2005 model. Our 2006 year model was the first year the G1000 was standard equipment, of course at a cost. My best guess is our real world airplane’s sticker price was between $367,000 and $398,000. A new 2013 JT-A model using Jet A fuel will set you back a cool half million USD and more with a few options.

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    While the Carenado edition of the Garmin G1000 used in this add on is not meant to be a 100% equivalent, it is in essence what you need to fly the model in simulated flight. Carenado estimates this version to be on the order of 90 - 95% replication of the real world G1000 found in the real world 2006 Skylane TC.

    When compared to the G1000 found in the FSX default C172, the Carenado edition has a few less features and several new added features. Not to dwell on the negatives, but there are a couple of items that I would like to see added to this Carenado edition and should they choose to ignore my suggestions, then we can still fly this model day in and day out and have many very enjoyable flights, but with some limitations.
     

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    One key thought is this is not what you would find in the most recent C182 models that you may see or rent at the local airport. This model is 6 years old and uses the Bendix King KFC-225 panel mounted autopilot and is not equipped with the Garmin LRUs - GMC or GCU (autopilot and keypad controller). The OEM Garmin G1000 comes in several flavors and one of those was an external autopilot back in 2006.
     

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    (Left and Right) – Poster from Sporty’s Pilot Shop & Carenado CT182T for FSX


    Highlighted features of the Carenado G1000 (PFD and MFD) are

    • Normal and Emergency Checklist on screen
    • TAWS and TCAS
    • Fully customizable using a new AUX page in the MFD
    • Inset map with traffic, topo, and terrain awareness display option
    • 3 different wind option displays
    • Full engine section with fuel lean assistant (this is my favorite new section)
    • Full MFD map with traffic, topo, and terrain awareness display option
    • Audio panel included

    I’m sure one of our eager flight sim buddies will prepare a line-for-line comparison of the two.

    Here is a close-up taken of the opening screen of the default flight.

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    It is a coincidence that Carenado introduced the venerable Cessna 182Q Skylane for FSX the same year this newer model was being built in Wichita, Kansas. This is the first glass cockpit aircraft coming out of Carenado’s HD Series shop.

    As we enter this new glass panel era you can expect to see more airplanes added to the Carenado fleet using this technology. (Although the Carenado PA46 Malibu had the G500 instrument it is not considered a glass cockpit.)

    Should you not be inclined to go for the HD series with the ‘glass cockpit’ for some reason, Carenado still has their Skylane II 182Q model available with round gauges. This is an exceptionally realistic rendering of a 1977 model year Skylane with a full panel of ‘steam’ gauges’ with a full radio rack.

    This is a great flying add-on with good sound and will serve the flight simulator community well for many more years. I think it is a perfect model choice as it represents the near state of the art for the Cessna 182 prior to the production line closure in 1986.
     

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    The noticeable items that were added after the ’77 Skylane II but before the total revamp in 1996 and the Garmin G1000 panel were:

    • Avionics master switch added a year later, EGT optional
    • Slight redesign of the Audio panel and marker beacon
    • Even more tweaking of the Flap position indicator
    • Black panel changed to grey, but this can be updated in FSX
    • Total fuel capacity increased to 92 gallons, 88 gal useable
    • Gross weight increased to 3,100 pounds, but landing weight remains 2,950 lbs
    • Increase in Flap extension speeds for 20% flaps to 120 kts

    Of course, there were many more updates and changes from ’77 to 1986 but most would not be noticeable in FSX. The downside of flying the ‘older’ Q model is the VC textures really show their age with blurred switch labels and fuzzy edges. But, on the plus side, the instruments are quite sharp and the pop-up control keys are a real bonus to aid you in getting around the cabin and cockpit. The 2d screens are as sharp as ever with a full set of panel views – VFR, IFR, etc.
     

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    The exterior rivets are nothing near the visually stunning texture levels found on the follow-on sister models with the HD textures, but, hey you can’t have it both ways. Well, maybe you could, but I seriously doubt Carenado would spend the time to bring the C182Q up to their modern HD series standards. Of course, we can always hope.

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    Why not get them both and choose to go retro or modern at any given time or flight?

    Tell me more about the new Carenado Cessna T182T model for FSX.

    The website states the model was coded and developed with the aid of real CT182T pilots and tweaked according to their input. The sounds are based on the real aircraft. The flight model is rock solid and feels a lot like the real deal. Nose heavy just like all 182s.

    I think getting really comfortable in the G1000 equipped Cessna is going to take a two pronged approach. One, you need to fly the airplane. This mean you need to know what all the other knobs, switches, handles, levers, etc. do and how to operate them and spend some time looking out the windows and windshield. This means you should not be studying the PFD or MDF and experimenting with which way to turn the knob or when to press or not press a switch or knob. It also means the hidden click spots should be where you expect them to be.

    This is going to require some time invested in learning the many features of the Garmin1000. A simple Google search will reveal several thousand returns for G1000 training. Some books are better than others, some CDs or better than other, online training is available at several locations with varying prices. YouTube has hundreds of ‘training videos’ that range from total trash to highly recommended. It all depends on your selected or preferred method of learning.
     

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    I doubt anyone was born with the knowledge to operate the G1000 screens and knowing which developer’s model has those extra or missing screens. As you may have guessed, the OEM versions of the G1000 are also aircraft specific. This also means developer specific, so some may be loaded with features and others may be more aligned with the FSX default version found in the Gold and Deluxe editions of FSX.

    The Carenado CT182T G1000 version has several pages that are new to me. The engine leaning and fuel monitoring should be well received by the flight sim community. I know I will enjoy using them. The flight planning pages for all the simulator editions seem to be on the ‘Lite’ side of implementation but, we must keep in mind that our total investment is under $40.00. A real G1000 glass panel installation in a real world Cessna costs way more than my first house and that is only the Garmin, not the aircraft.

    I am a little disappointed that Carenado did not include more detailed information on their implementation of the G1000. The included 20 page pdf file does not have much ‘meat’ in it. I would like to have some ‘how to’ sections and illustrations. This is a new tangent for simulator models and I guess we never had to be told how to read an airspeed gauge or altimeter when they were stand-alone round instruments. But now practically everything is packed into the PFD or MFD or both. Soft keys and hierarchy structure will be the way of the future for sure and we need to have a good solid base to build on. The Garmin G2000 is already starting to show up in the really high end singles at Cessna and they are supposed to be more intuitive and use a lot of touch screen technology.

    This is intended to be a review of the add-on and not a detailed critique of the Carenado G1000 but, there are a few things that should be mentioned. I am going on the assumption that we all expect any payware glass cockpit that is just now available to have as a minimum the functionality of the default C172 that comes with FSX Gold and Deluxe. If so, there are a couple of holes in this one. A very normal and expected feature is to be able to create and activate a flight plan using the G1000 unit. This is not coded into the Carenado G1000. You also cannot modify a flight plan that has been brought into the Carenado G1000. These are fairly severe limitations and will continue to provide fodder for the distracters and naysayers.
     

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    I suppose it is fair to state that the Carenado G1000 is an improvement over the default FSX G1000 in ‘look and feel’ but functionally, it is not much of an improvement.
    One item that was awkward for me was the inconsistent location and size of the hidden click spots to operate the knobs that require turning. The documentation is totally silent on this but, this could be easily corrected. An additional image or two in the pdfs could show the limits of the hot spots. Adding a few of those ‘almost invisible’ little arrows around the knobs that some of the developers use for things like this would work for me.

    The absence of any ‘how to’ illustrations should also be corrected with additional documentation. This should as a minimum highlight those areas of departure from the real world Garmin G1000 OEM unit or maybe even compared to the FSX default unit, but I would hate to see that option.

    An early conclusion is the Carenado G1000 looks good and at first appears to be an outstanding addition to their already excellent Cessna models, however, it doesn’t take long to start making a list of questions and not finding any answers. It is just a guess on my part, but I guess the LITE textures that we have come to expect with the HD Series liveries has been replaced with a LITE version of the G1000.

    There must be thousands of sim pilots that seldom or never file a flight plan and I’m sure there are many that don’t change their minds while flying their original flight plan and a few that will totally ignore ATC when cleared direct to a future waypoint in an activated flight plan. For those sim pilots, the Carenado CT182T with the existing G1000 glass panel could be just what they are looking for. Should you want more out of the G1000 and to be able to use real world documentation for training materials and reference then you may elect to keep shopping. Fortunately, we have developers that tend to make the same make and model aircraft at the same time. In this case there is another CT182T with a more polished and somewhat higher end G1000 glass panel for only a few more dollars.

    The Skylane TC

    I have never seen this in writing but I’m guessing the TC mean Turbo Charged. Fortunately for us simulator pilots, we can fly at the higher altitudes without the bother of an oxygen mask. We just simulate breathing O2. In real life, we would be on the ground trying to cut a deal for a pressurized Cessna and ditch the mask except in emergencies. On the practical side, while flying with FSX we can climb to FL120 - FL140 fairly quickly and gain a healthy increase in airspeed as compared to our normally aspirated friends at lower altitudes. Of course, we always have the option of climbing way high, it just takes longer.

    I have a 2007 CT182T PIM which is as close to the Carenado model as I can get. The Cruise table and specs are as follows:

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    Carenado has included several, eight to be exact, pdf files located in their folder in the main FSX folder. Assuming your folder is listed alphabetically like mine, the first one is the 4 page illustrated guide to using the Bendix/King Autopilot Flight System, KFC-225 with the G1000 PFD. Lots of screenshots and close-ups here.

    Next is the 20 page Carenado G1000. Three pages show and explain the buttons and features on the PFD and the remaining 15 pages are illustrations and explanations of the individual pages of the MDF. Some pages are very minimal, like the Utility page with one small box and 3 total items, others take two full pages to show and tell. The other two pages are the cover and TOC.
     

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    I personally do not think Garmin was hitting on all cylinders when they put this thing together and it comes off with a ‘designed by committee’ look and feel to me. It is not intuitive and I have to spend a lot of time with it to get comfortable. I seem to end up on dead end streets and can’t find the reverse button more often than I like. I generally know what I want to do, I just can’t find an easy path to get there. I keep telling myself that I am only one click from recovery or one click from success. I should be smart enough to know that if I keep doing the exact same thing, I will get the same exact results but that doesn’t seem to deter me. Duh. You do have to learn the limits of the hidden boxes for click spots around the inner and outer knobs and the key is the most used key. I think there is room for improvement here.

    Bottom line is these 18 pages are along the lines of ‘this is what it looks like and what we call it’. Absolutely nothing about how to use it or the purpose of having it there. Not a single ‘how to’ to be found. You will want to read about the System Setup page, maybe the System Status page, and for sure the Checklists page. The new engine fuel leaning pages are not even mentioned here.

    Continuing down the list. The Emergency and Normal procedures probably should be printed out along with the performance tables and the one page Reference sheet. If you are new to the Cessna 182 Skylane then these pages will be your best friend. The Normal Procedures are sufficiently detailed and appear to come directly out of the PIM or POH.

    The last pdf in the list is quite important as it shows the recommended and necessary slider settings to enjoy flying in FSX. You will want to fly with the Realism sliders full right at all times.

    This model has STP

    This newest model has the STP. What is STP you ask? The ‘Same Two Pilots’ that Carenado uses for all their models. I keep asking, and they keep ignoring me, that they come up with a couple of more pilots for their fleet. These actually are very high quality 3d images with good animation but, like most things, we need a little variety. Even the best steak will get old if that is all you have everyday.

    Maybe if we could add sunglasses or maybe an AirVenture ball cap or maybe blue or yellow golf shirts that would just make them look like it’s a different day in a different airplane. Can you imagine how many places around the world these two guys are flying at any given moment? I think every Caranedo airplane I have installed in the last 18 months has the two pilots. Whew, now I feel better. Sorry.
     

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    What is in the download?

    The exe file of about 118 MB that takes almost a full minute to install in FSX. You will need your email address and the Serial Number to run the installer. You get a full white, or unpainted model along with 5 gorgeous liveries with unique registration numbers. You can choose to have single pilot, or pilot and co-pilot, but not no pilot. This requires an entry in the aircraft.cfg file, ie, model= or model=1PLT. I’m sure this must be in the documentation, but I missed it.

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    One of the handy features is the removable yoke. Remember, this is VC only for the cockpit, no 2d panels, but lots of pre-built views. Yes, I noticed that also – you can read all the labels and even the amperage of each of the circuit breakers. Actually, these may be the clearest panel labels that I have seen on any FSX add-on.

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    Nighttime - these are taken at dusk and full darkness. Unretouched, a little dark.

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    Carenado has included several pop-ups that are activated by using the Shift+1 – Shift+6 key combinations. These start with crystal clear functional windows with the PFD and MFD displayed that can be unlocked, resized, relocated, and placed on a second monitor if desired. Shift+3 brings up the autopilot and ADF units that can also be unlocked and moved about. These are very nicely presented with realistic looking 3D buttons.

    Shift+4 has a collection of clickable boxes to turn on or off VC windows, instrument reflections, exterior static elements, and the final three boxes control the pilot’s door, passenger door and baggage door. Of course the old standby Shift + E, +1 +2, +3 will open and close the doors also. Shift+5 is called the Windows Manager has reminds us what the key combinations will do. Shift+6 brings up an image that illustrates the use of buttons on the mouse to operate switches and knobs.

    There may be some undocumented hidden click spots to bring up the PFD and MDF but I failed to find them. Having dedicated click spots would be so much easier than having to use the Shift+1 or Shift+2 keys. You use the same combinations to put the windows away.

    Having to use a keyboard to initiate the key combinations when using a yoke or joystick while flying the aircraft is quite cumbersome. Most folks will elect to map these keys combinations to buttons on the yokes or joystick for convenience.

    The windows and documentation don’t match up exactly but it’s not a big deal. Shift+7 may bring up a GPS for some.

    This would be a good place to add the selection criteria to dress up the pilots. Maybe start with the golf shirts and hat.
     

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    Real world photos of the Cessna 182 Skylane for comparison. (Cessna.com)

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    Some views taken at S45, one of Bill Womack’s neighborhood airports that is still being worked on for the Orbx Pacific Northwest.
     

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    Here are some excellent images found at the Carenado website.


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    The Carenado website has 26 screenshots of the CT182T that you can download as a zip file and watch as a slideshow. Here are most of the interior shots.


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    Some more screenshots.


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    Taxi and takeoff at S45, Siletz Bay State airport at Gleneden Beach, Oregon

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    Conclusion

    This is a fine presentation of the modern Cessna Skylane TC and an excellent choice of model for flight simulation. The Carenado G1000 glass panels are crystal clear as is the entire aircraft. The external modeling looks like the real thing in high definition and the interior screenshots could be used by the Cessna marketing people to show off their latest leather upholstery.

    By design the Skylane has a roomy, airy, cabin with picture windows all around. The TC Skylane is intended for slightly longer duration flights and maybe slightly longer distances to be covered. There ain’t no mountain high enough to hold back a good simulator flight in the Turbo powered C182T so pack those bags and load up.

    Carenado has included animations for just about anything that will move, open or turn adding to the simulated realism.

    The glare of the sun, reflections based on weather conditions and time of day, exposed rivets, seams, chrome spinner, and just the right amount of window tint are all superb. One small item I noticed is the panel view from outside does not represent the panel settings in the cabin for your physical location. I was in Miami but looking in from outside it appears I may have been in Denver based on the colors of the MFD map page.

    I use a frame rate limiter set at 30 FPS and I didn’t see a single stutter or dip in FPS. I did notice this add-on does not come with any LITE texture versions as some of the Carenado Cessnas have in the recent past. Maybe it just wasn’t worth the extra effort.

    I’m sure the purist will scream that the Carenado G1000 is not up to their expected standards and they may be correct. But, I’m not sure how much accuracy and detail should be expected at this price level.


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    Ready for takeoff


    Some of the glaring omissions, like the absence of the ‘Direct To’ function while flying an active flight plan is, well, it is just that – a glaring omission. I would expect that to be corrected in a patch or SP. Any payware add on that sports a full glass cockpit should be able to generate and activate a flight plan in FSX. After all this is 2012.

    Meanwhile, there is a turbo powered up-to-date C182T with a glass cockpit and five outstanding liveries just waiting for you to press the download key.

    I recommend that you do exactly that.

    When you find the best training for the G1000 for simulator pilots please post it for your friends.

    Credits

    Cessna.com for media photos and screenshots throughout the review. www.cessna.com

    www.wikipedia.com Early C182 landing. N2047G photo from website. Wikimedia Commons.

    Cessna 180 in flight photo – Ken Stoltzfus (Sr) Collection – www.john2031.com

    C180 panel photo – 1955 original panel – www.bva-sales.com N3135D

    Model summary from www.Skytamer.com

    Bush wheel artwork – Alaskan Bushwheels – www.akbushwheel.com for artwork for big wheeled Cessna.

    Cessna Turbo Spec box - prepared by Bill Cox in magazine article, Cessna Owner Magazine, October 2010 issue. www.cessnaowner.org

    Bill Cox and Plane and Pilot Magazine for quotes and generally known but used anyway information about the C182. Search on ‘Bill Cox Cessna’ and you will find a very long list of excellent articles on just about any model Cessna and many other aircraft. He truly has been there and done that and knows how to tell the story with words and pictures.

    Wipaire, Inc. for photo of Cessna Skylane on floats showing off Wipline 3000 Floats General media use of sales info from website www.wipaire.com Lots of great links for those interested in the Cessna 182 found at this site.

    Cessna Owner.org and Cessna Owner Magazine for general information, model year details and other interesting articles.

    Cessna Pilots Association for something I’m sure.

    AOPA Air Safety Foundations for Cessna 182 Skylane Safety Highlights

    www.redskyventures.com for Cessna POH.

    Carenado.com for the add on and answering my questions.

    Link for free 1979 182Q POH http://www.abovealls...OH/C182-POH.pdf
    Link for free 2007 T182T PIM http://www.redskyven...-fromCessna.pdf

    Test System

    Hellfire FS liquid cooled Intel i7 2700 over clocked to 4.5 GHz, Win7-64, 8 GB RAM, nVidia GTX580 w/1.5 GB RAM. Crucial M4 256 GB SSD, WD Black 1TB data drive, WD My Passport 750 GB USB 3.0 External Drive, dual Dell 24 IN WS monitors, Full Mad Catz/Saitek hardware cockpit, Saitek Combat Rudder Pedals, Cessna Yoke System, 8 Saitek Flight Instrument Panels, BIP, Switch Panel, Multi Panel, TPM, dual power quadrants and Cessna Trim wheel. Saitek x52 Pro Flight Control System. Logitech wireless Keyboard and Mouse. Bose Companion 20 speakers. FSX w/Acceleration.

    Scenery used in screenshots is Orbx S45 for Pacific NorthWest by Bill Womack.

    Research – 40 hours
    Flight Testing – 40 hours
    Review Prep – 20 hours

    By Ray Marshall, Contributing Avsim Reviewer



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