The steam-gauge Cessna 172 in MSFS 2024: a 172S Skyhawk SP with round gauges, GNS 530/430 (or Avidyne
IFD550/540) and a KAP 140 autopilot. It's the same airframe and engine as the
172 G1000, so the speeds are identical. What changes is the scan, the radios and
the autopilot. EFB, keys and assists are in sim basics, radio calls in
ATC comms. Numbers come from the pre-G1000 Cessna 172S POH (172SPHUS,
revision 5, 2004) and FAA TCDS 3A12. Flows are paraphrased from that POH.
Sim vs real: we found no published stall or V-speed figures for the sim model. The SU3 notes list a sideslip drag
fix and new slip-ball physics for "Cessna 172 Skyhawk", so earlier builds flew slips differently.
Cockpit & avionics
Six-pack and scan
Image: FAA, Instrument Flying Handbook (FAA-H-8083-15B) fig. 6-17, public domain, via FAA (opens in a new tab).
Position
Instrument
Powered by
Tells you
top left
airspeed indicator
pitot-static
speed; colored arcs as in Speeds
top center
attitude indicator (AI)
vacuum
pitch and bank
top right
altimeter
static
altitude; set BARO in the Kollsman window
bottom left
turn coordinator (TC)
electric
rate of turn and the slip ball
bottom center
directional gyro (DG), with heading bug
vacuum
heading; drifts, so reset to the compass
bottom right
vertical speed indicator (VSI)
static
climb or descent rate, with lag
The scan (FAA Instrument Flying Handbook, radial scan): keep coming back to the attitude indicator, glance out to one
instrument, then back to the AI. The primary instrument is the one that shows the value you're holding:
Maneuver
Pitch
Bank
Power
straight and level
altimeter
DG
airspeed
standard-rate turn (3°/s)
altimeter
turn coordinator
airspeed
constant-airspeed climb
airspeed
DG
tachometer (full power)
constant-rate descent
VSI
DG
airspeed
Engine and systems gauges
Normal
tachometer
green 2,100–2,500 RPM at sea level, to 2,600 at 5,000 ft, to 2,700 at 10,000 ft; red line 2,700
vacuum gauge
4.5–5.5 in.Hg green
oil pressure / oil temperature
50–90 psi / 100–245 °F green
fuel flow
0–12 gal/h green
where
oil, fuel quantity, vacuum/ammeter and EGT/fuel flow gauges sit left of the six-pack in the real airplane
annunciator panel
fuel, oil pressure, low vacuum, low voltage (VOLTS)
Radios and GPS
Image: FAA, Instrument Flying Handbook (FAA-H-8083-15B) fig. 2-1, public domain, via FAA (opens in a new tab).
Unit
Role
Key controls
GNS 530 (top)
COM1, NAV1, GPS1 (usual setup)
big/small knobs; COM and VLOC flip-flop; CDI key switches the nav needle between GPS and VLOC (VOR/localizer)
GNS 430 (below)
COM2, NAV2, GPS2
same keys on a smaller screen
common keys
D→, FPL, PROC, MENU, CLR, ENT, OBS, MSG
same meanings as on the G1000
IFD550 + IFD540 (SU5 variants)
replace the two GNS units
touchscreen plus knobs; FMS, MAP and AUX pages
KAP 140
2-axis autopilot (roll and pitch)
see below
transponder, ADF
squawk code and mode; ADF tuning
present in the sim; exact models not verified
Differences from the G1000 172
Area
Classic
G1000
flight instruments
six-pack; AI and DG vacuum-driven
PFD with AHRS (solid-state gyros); vacuum drives only the standby attitude indicator
heading
DG drifts, reset to the compass
AHRS heading, no drift
engine gauges
round gauges, left sub-panel
MFD engine strip with exceedance colors
nav
GNS 530/430 or IFD, CDI needle(s) with OBS
G1000 NXi HSI with CDI softkey, synthetic map
autopilot
KAP 140: ROL, HDG, NAV, APR, REV, ALT, VS
GFC 700: adds FLC, VNAV, flight director, BC
altitude preselect
on the KAP 140 display
ALT SEL on the PFD
standby power
none; battery only
standby battery for at least 30 min
start
ignition key, no STBY BATT test
STBY BATT test, then key
electrical failure
lose the radios, GPS and autopilot; vacuum instruments keep working
PFD stays on the standby battery
learning value
instrument scan, partial panel
automation and flight-plan management
Normal procedures
Condensed from the 172S POH (non-G1000). Same order as the G1000 sheet, minus the standby battery and plus
round-gauge checks.
Preflight
Item
Action / value
weight, fuel
EFB: 2,550 lb max, 53 gal usable
walkaround
covers, chocks, tie-downs off (as the variant shows them)
DG
will be set to the compass after start
Before start
Image: FAA, Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C) fig. 7-31, public domain, via FAA (opens in a new tab).
Item
Action / value
seats, belts, brakes
adjusted; brakes tested and set
circuit breakers, including avionics
in
electrical equipment, avionics master
off
fuel selector / shutoff
BOTH / on (pushed in)
Engine start
Image: FAA, Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C) fig. 7-20, public domain, via FAA (opens in a new tab).
Item
Action / value
throttle
open ¼ inch
mixture
idle cutoff
prop area
clear
master switch, beacon
on
prime (cold only)
aux fuel pump on, mixture full rich 3–5 s until fuel flow shows, mixture cutoff, pump off
ignition key
START; release when it fires
mixture
smoothly to rich
oil pressure
rising into the green
nav lights, avionics master, radios
on
flaps
retract
Before taxi / taxi
Item
Action / value
ATIS, altimeter
Kollsman window set, compare field elevation
GNS/IFD
COM1 ground, COM2 tower or ATIS; flight plan loaded; CDI on GPS or VLOC
DG
set to the compass (or runway heading on the runway)
KAP 140
self-test done (real unit: runs at power-up); BARO matches the altimeter
transponder
code set
taxi
brakes checked; in turns, TC and DG turn the right way, ball swings out, AI stays level
Run-up
Image: FAA, Instrument Flying Handbook (FAA-H-8083-15B) fig. 11-4, public domain, via FAA (opens in a new tab).
Item
Action / value
parking brake, doors, belts
set, closed, secure
flight controls
free and correct
flight instruments
checked and set
fuel quantity, mixture, selector
checked, rich, BOTH
1,800 RPM
mag drop ≤ 150 RPM each, ≤ 50 RPM difference; vacuum 4.5–5.5; engine gauges and ammeter checked
annunciators
none lit
idle
check, then ≤ 1,000 RPM
radios and avionics, NAV/GPS source
set
autopilot
off (the KAP 140 must be off for takeoff and landing)
electric trim
check if installed
elevator trim, flaps
takeoff mark; 0°–10°
brakes
release
Takeoff
Item
Action / value
power
full throttle; mixture rich (above 3,000 ft, lean for max RPM)
rotate
55 KIAS
climb
70–80 KIAS; flaps up
short field
flaps 10°, full power on the brakes, 56 KIAS until clear, flaps up slowly after 60
Climb
Item
Action / value
airspeed
70–85 KIAS (Vy 74, Vx 62)
power, mixture
full throttle; rich, lean for max RPM above 3,000 ft
Cruise
Item
Action / value
power
2,100–2,700 RPM, no more than 75%
trim, mixture
adjust; lean with the EGT gauge
DG
re-check against the compass in straight, level flight (common practice: every 15 min)
Descent
Item
Action / value
power, mixture
as needed; mixture full rich for idle power
altimeter, NAV/GPS source
set
fuel selector
BOTH
flaps
0°–10° below 110 KIAS, 10°–30° below 85
Approach
Item
Action / value
seats, belts
upright, secured
fuel selector, mixture
BOTH, rich
landing and taxi lights
on
autopilot
off
Landing
Item
Action / value
speeds
65–75 KIAS flaps up, 60–70 KIAS flaps down
touchdown
main wheels first, nose down gently, minimum braking
short field
flaps 30°, 61 KIAS, idle over the obstacle, brake hard, flaps up
go-around
full throttle, flaps to 20°, 60 KIAS; flaps 10° until clear, then up at a safe height and 65 KIAS
After landing
Item
Action / value
flaps
up
lights, transponder
per procedure (common practice: strobes and landing light off)
Shutdown
Item
Action / value
parking brake
set
electrical equipment, autopilot, avionics master
off
mixture
idle cutoff
ignition key
off
master switch
off
control lock
installed
fuel selector
LEFT or RIGHT (stops crossfeeding)
Flying it in the sim
Step
Action
plan
EFB → SEND TO AVIONICS. If your variant doesn't take it, enter the route on the GNS: FPL, then waypoints with the small and big knobs.
check
FPL page on the GNS 530: departure, waypoints, approach
nav source
CDI key: GPS for the flight plan, VLOC for a VOR or ILS (tune it on the VLOC side)
heading bug
on the DG; in NAV, APR and REV modes it also gives the autopilot its course reference, so set it to the course
altitude preselect
KAP 140 rotary knobs; the autopilot captures it when climbing or descending in VS
engage
trimmed, above the pattern: AP (engages in ROL + VS at the current rate), then HDG or NAV
KAP 140 controls (Bendix/King supplement in the 172S POH):
Control
Does
AP
engage/disengage; starts in ROL (wing leveler) + VS (holds the current vertical speed)
HDG
follow the DG heading bug; press again to go back to ROL
NAV
capture and track the #1 CDI source: VOR, localizer or GPS
APR
approach: tighter tracking of VOR, GPS or localizer, plus glideslope capture on an ILS
REV
back-course localizer; no glideslope
ALT
hold the altitude you're at when you press it (overshoots about 10% of the current VS)
UP / DN
VS mode: ±100 fpm per press (held: 300 fpm per second). ALT mode: ±20 ft per press
rotary knobs, ARM
set the preselect altitude; arming for capture is automatic when you set it
BARO
shows the autopilot's baro setting for 3 s; set it to match the altimeter
A/P DISC (yoke)
disconnect; two-second tone and a flashing AP
The KAP 140 has no FLC and no VNAV. In a climb, hold airspeed yourself with VS: start at +500 fpm and cut it back
if the speed drops below about 75 KIAS.
Approach setup. GNS: PROC → select the approach → Load, then Activate when cleared. ILS: tune the localizer on
the 530's VLOC, press CDI until the needle shows VLOC, set the heading bug to the inbound course, then APR on the
KAP 140. GPS approach: the CDI stays on GPS, APR on the KAP 140.
Emergencies
Image: FAA, Instrument Flying Handbook (FAA-H-8083-15B) fig. 11-5, public domain, via FAA (opens in a new tab).
Immediate-action items are bold. Paraphrased from the 172S POH section 3.
70 KIAS flaps up / 65 flaps down; mixture cutoff, fuel shutoff off, ignition off, flaps as needed, master off, door unlatched, land straight ahead
engine failure in flight
68 KIAS; fuel shutoff on, selector BOTH, aux fuel pump on, mixture rich, ignition BOTH (START if the prop stopped); pump off once running (back on if fuel flow drops to zero)
engine fire in flight
mixture cutoff, fuel shutoff off, aux pump off, master off; cabin heat and air off; 100 KIAS; forced landing
electrical fire in flight
master off; vents and heat closed; extinguisher; then avionics master and all switches off
ammeter pegged high (overcharge)
alternator half of the master off; non-essential equipment off; land as soon as practical
low voltage (VOLTS) light
avionics master off, alternator field breaker in, master off then on, check the light is out, avionics back on; if it comes back: alternator off, shed load, land as soon as practical
vacuum failure
check vacuum gauge; if low, the AI and DG will fail: cover them, fly the turn coordinator, airspeed, altimeter and compass
lost in cloud, no vacuum
note the compass heading, standard-rate left turn on the TC for 60 s by the clock, roll level, check the compass shows the reciprocal
autopilot runs away
grasp the yoke, press and hold A/P DISC; avionics master off if it won't let go; don't re-engage
Memory items: best glide 68 · failure after takeoff 70/65 · fire: mixture, fuel, master · autopilot: yoke and
disconnect · squawk 7700. Calls: emergencies and lost comms.
Sim quirks
Quirk
Status
at launch the whole electrical system was dead (starter, flaps, GNS, lights)
(reported), marked fixed on the forum
SU3: new slip-ball physics, sideslip drag corrected, copilot now spawns, altimeter strip precision fixed
official SU3 notes
SU5: IFD550/540 variants added
official
SU6: GNS approach-loading calculations and IFD CDI validity fixed
official
DG drifts once gyro drift compensation is off
realistic; reset it to the compass
KAP 140 baro out of sync with the altimeter
(reported, MSFS 2020 era); press the set-altimeter key or match BARO by hand
GNS flight-plan catalog page missing: can't save or recall plans
(reported)
Standard edition: bought separately, then picked via Configure → "Basic" variant
(reported)
fuel priming and engine start feel don't match the real engine
(reported)
Recipes
Cold and dark to takeoff
The whole flow in one pass.
Brakes set, breakers in, avionics master off, selector BOTH, fuel shutoff in.
Throttle ¼ inch, mixture cutoff, master and beacon on.
Cold engine: aux pump on, mixture rich 3–5 s, cutoff, pump off.
Key to START, mixture rich, oil pressure up, avionics master on, radios on, flaps up.
ATIS, altimeter, DG to the compass, GNS plan, squawk. Taxi and check the instruments in turns.
Run-up at 1,800 RPM: mags, vacuum, gauges. KAP 140 off, trim set, flaps 0°–10°.
Full power, 55 KIAS rotate, 70–80 KIAS climb.
Pattern work
Same numbers as the G1000 pattern. On downwind, check the DG
against the runway heading and fly the airspeed indicator, not the attitude indicator.
Quick IFR setup
EFB plan → SEND TO AVIONICS AND ATC, or enter it on the GNS 530. Check the FPL page.
Altimeter and KAP 140 BARO set, preselect the initial altitude, heading bug on the runway heading.
After takeoff: AP (ROL + VS), set +500 fpm with UP/DN, then HDG or NAV.
For the approach: PROC → load, CDI to VLOC for an ILS, heading bug on the inbound course, APR.
Partial-panel practice
Turn gyro drift compensation off.
At a safe altitude, cover the AI and DG (a sticky note on the screen works).
Fly headings with the turn coordinator and compass. Compass turning error: roll out early when turning to
north, late when turning to south.
Do a timed 180° turn: standard rate for 60 s.
References
Cessna 172S Information Manual (POH/AFM 172SPHUS), revision 5, 19 July 2004,
copy hosted by BEFA (opens in a new tab): every speed, flow and
number, plus supplement 15, the Bendix/King KAP 140 autopilot
FAA Type Certificate Data Sheet 3A12, section XII Model 172S: read in Rev. 80; the current revision is
Rev. 88 on FAA DRS (opens in a new tab).
Engine, limits, weights, fuel
The sim doesn't state a model year. The Marketplace name "Skyhawk SP" (the 172S marketing name), the
third-party "172SP Classic Enhancement" mod built for it, and the electric fuel pump listed in forum bug reports
all point to the fuel-injected 172S (1998 on, 180 hp), not the carbureted 160 hp 172N. The POH used here is
the pre-G1000 172S one. ↩
Most edition lists (FSNews, FSElite, the MSFS forum's first-party list) and forum answers put it in
Deluxe. One beginner guide says Premium Deluxe. Standard owners can buy it separately. ↩
TCDS 3A12 lists one flap-extended speed, 85 KIAS. The POH adds 110 KIAS for flaps 10° only. ↩
Image: FAA, Instrument Flying Handbook (FAA-H-8083-15B) fig. 6-17, public domain, via FAA (opens in a new tab).
Image: FAA, Instrument Flying Handbook (FAA-H-8083-15B) fig. 2-1, public domain, via FAA (opens in a new tab).
Image: FAA, Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C) fig. 7-31, public domain, via FAA (opens in a new tab).
Image: FAA, Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C) fig. 7-20, public domain, via FAA (opens in a new tab).
Image: FAA, Instrument Flying Handbook (FAA-H-8083-15B) fig. 11-4, public domain, via FAA (opens in a new tab).
Image: FAA, Instrument Flying Handbook (FAA-H-8083-15B) fig. 11-5, public domain, via FAA (opens in a new tab).