CH products - Pro Yoke LE USB - (P/N 200-608) http://www.chproducts.com/usb/fsy-le-usb.html CH products - Pro Pedals USB - (P/N 300-111) http://www.chproducts.com/usb/proped-usb.html
CH products - Pro Avionics USB - (P/N TBD) Pulling back the yoke provides a continuous range of Elevator and (in general) increases aircraft pitch attitude upward. And vice versa. <li> Rotating the yoke to the right provides a continuous range of Aileron and (in general) increases aircraft roll attitude to the right. And vice versa. <li> Pushing the large handle on top of the enclosure away provides a continuous range of Throttle settings and (in general) causes the aircraft to fly faster and/or to climb. And vice versa. <li> Pushing the rightmost spring-loaded switch on the enclosure down gradually lowers the flaps through a continuous range of positions. And vice versa. <li> Pushing the leftmost spring-loaded switch on the enclosure up or down will toggle the position of the carburetor heat engine control. <li> On the right horn of the yoke, the sideways toggle switch would provide an electric rudder trim capability for FGFS configurations whose aircraft implement it. The FGATD does not use this control. <li> On the right horn of the yoke, the circular button specifies the direction of view from the cockpit and is generally set to forward. For traffic scanning and other VMC activities, the pilot utilizes this control in equivalence to rotating the head around the neck. Although present and functional, it is not needed for FGATD training. <li> On the left horn of the yoke, pressing the upper red button once quickly will enrich the mixture one turn of the knob and holding it down moves the mixture to full rich. And vice versa for the lower red button. <li> On the left horn of the yoke, the pressing the upper end of the grey toggle switch provides a gradual nose-down change in the elevator trim, as though the aircraft has been upgraded with motorized electric elevator trim (as has occasionally been done). And vice versa. <li> The upper button on the left horn of the yoke, not visible in the picture, is the push-to-talk button for communications radios. <li> The lower button on the left horn of the yoke, not visible in the picture, is defined as being unassigned for the FGATD configuration. Its purpose is under instructor control; it can be tied to a wide variety of features within the simulation by the instructor, in order to assist in the training goals of specific scenarios. All PCATD tasks can be completed without using this button. <li> Pushing the right pedal away brings the left pedal towards you, since they are linked. This provides provides a continuous range of Rudder and (in general) will yaw the nose of the aircraft to the right. In common with the C172 aircraft, it also operates the nose wheel steering and (in general) will steer the nose to the right on the ground. And vice versa. <li> Pushing the top of the right pedal (without moving the pedal) provides a continous range of right main wheel brake activation. This will (in general) will slow the aircraft if moving on the ground and/or provides a right turning tendency. <li> The top of the left pedal controls the left main while brake similarly. The panel has a four-line LCD display and four <li> The upper portion of the panel contains four drawn rectangles, labelled "RADIO1" through "RADIO4". These rectangles (and their contents) are otherwise identical. They are intended to support COM, NAV, ADF radios or a panel GPS ... depending on the instruments that the instructor is making available to the pilot for the specific flight. Each rectangle contains a power-on style rotating knob in the lower left corner, a two position switch in the lower right corner, a pushbutton center left and two rotary stepping knobs center right. <li> A rectangle that is configured by the instructor as a COM radio uses these as power, selected, flipflop (if enabled by instructor), MHz, kHz. <li> A rectangle that is configured by the instructor as a NAV radio uses these as power, identify, flipflop (if enabled by instructor), MHz, kHz. <li> A rectangle that is configured by the instructor as a ADF radio uses these as power, tracking, test, 100s of kHz, 10s of kHz. <li> A rectangle that is configured by the instructor as a GPS panel unit has the power switch in common with the radios. The rest of the functions are context-specific with the instrument indications shown on the computer display. Note that this GPS option is a FGFS feature, not a FGATD capability. <li> A drawn rectangle at the lower edge of the panel contains six knobs. The leftmost has five positions labelled "off", "stby", "on", "alt", "test", the next is a pushbutton which is labelled "ID". The other four are in a row, all mechanically register into successive positions but can rotate freely in both directions. <li> The "Kollsman" setting of the altimeter is adjusted by the leftmost knob, capable of rotating through many turns. Clockwise turning of the knob provides a continuous range of increasing altimeter settings and (in general) causes altimeter hands to show correspondingly higher altitudes. And vice versa. <li> On the side of the Avionics panel is a connector socket, compatible with most of the push-to-record switch connectors of handheld microphones. Most rental C172 only provide the minimum timepiece needed to pass the IFR aircraft requirements, namely an analog or digital clock that has seconds displayed but is unable to operate like a stopwatch. The FGATD implements this minimum as an instrument drawn on the computer display. The instructor has the option of assigning the spare button, so that it provides a stopwatch capability on this clock display. <p> Many pilots fly their aircraft using a headset. <ol> <li> If choosing to operate FGATD in this manner, they must actually wear the headset. A cable is required, that feeds the computer output sound to the earphones and that feeds the boom microphone into the computer input sound. <li> The recommended training uses a conventional handheld microphone that plugs into the computer input sound connector. The microphone must have a switch attached to it, plugged into the appropriate receptacle on the Avionics. <li> Headset users need to be aware that one of the failures available to the instructor is that the yoke-mounted push-to-talk button becomes inoperable. They will then either continue the flight with reduced radio capability, or need to switch to using the handheld microphone, in accordance with the training scenario and/or accepted IFR lost-comm procedures. </ol> <p> Several common aircraft controls are not implemented in FGATD because they absent in the simulated aircraft. <ul> <li>No propeller control since the C172 has a fixed pitch propeller. <li> No gear control is provided by FGATD for the gear, since the standard C172 is a fixed gear aircraft. Several FGFS configurations implement retractable gear aircraft (including the C172-RG), and generally redefine the carburetor heat control to be the gear. <li> No cowl flaps control is provided by FGATD, since the standard C172 does not have them.