Well, its early days, but having trained on a C152 I was really looking forward to at last getting a 'study level' model that had the right flight dynamics.
There is much to like about this 'plane, but there are some fundamentals which just take the edge off it for me.
I took some circuits with one passenger and about a half load of fuel which is typical for local VFR and circuits during training.
I spent ages trying to get the PIC view right in Chaseplane, before realising that there is an issue with the attitude of the plane when static on the ground.
Take a look a a photo of the real plane, G-BGAE for example on Google, then compare to the model standing on tarmac. Compared to the real thing it is nose up, and this affects the PIC view over the glareshield. Load does not affect the plane, its does not appear to be coded to change attitude as the weight changes - the real one is very light, the 2CV of the air, and 50lbs makes quite a bit of difference to the way it sits. This really impacts when flying, I found.
Taxiing in a 152 normally takes a bit of throttle to overcome inertia, then on dry grass 1700 will do it, and 1200 on tarmac. Any more and speed can get up quite quickly. The model needs far too much, as others have said, and will require tweaking.
RPM drop with magneto checks and carb heat seee accurate.
The sounds associated with the flaps are poor (clipped off at the end).
On starting the low voltage light should briefly light, before extinguishing; it doesn't.
Take off roll: Its a little unnerving! Normally a bit of left rudder is needed, and as I rolled down 08 at EGTE with 12kts at 130 this seemd OK, but when I lifted off at 65kts the plane snapped unrealistically to the right at the tail was pushed round by the wind - this would be more measured in life.
Climb out at 1533lbs with full throttle from 300ft ASL trimmed for 70kts gave over 1000 fpm, this settled to about 900'. Most C150s I have flown settle quickly to 750 to 800' at 70 kts at that load. Changing the load during the climb to see the effect, I can tell there is an impact, but not at all lifelike.
In turns I cannot get the slip indicator ball to move as it does in steep turns, making coordinated turns harder to judge. Whilst the turn, pitch up; level pitch down sequence is correct, both responses are too strong, and need calibrating. I do agree with other comments that the flight dynamics under flaps are the biggest disappointment. When turning base at 1000 above threshold level in a C152 its usual to set throttle to 1700, with carb heat, and holding the plane level wait for the speed to bleed off into the white arc, which normally takes only a few seconds. Then drop two stages of flaps and push the nose forward - like magic the plane settles at 70kts and -700 fpm descent. Doing this with the model results in rapid recent, and a very out of trim attitude. No problem I thought, correct with power - the C152 descent is usually a point and power plane in my experience, but power does not give a recovery, and you have to resort to pitch which is just all wrong.
Dropping last stage of flaps does not change the pitch and therefore view over the nose correctly, and the speed (after closing carb heat) needs to be corrected with far too much extra power.
Of course, It may be that I need many more circuits to see if some of this is just me, but hope these early impressions are helpful.
(I use FSUIPC to control axis assignment and calibration, but for this have not edited the calibration from default, Controls are disabled in P3D, and I use a CH yoke and rudder set).
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