Yo dawg, we heard you like water, so we put some floats on your plane, so you can...FLY A FLOATPLANE!

Based on my 172RG, which is an overhauled version of BaconAircrafts' 172RG with a higher level of detail and realism.

Don't expect it to be fast, it's a cruiser that goes ~200 MPH at max like the real one. When you are travelling between islands, turn on the autopilot, make yourself a nice (Bacon-) sandwich and lean back! :)

Take-off should be done at ~100 MPH, rather a bit faster for the landing (~130 MPH on final approach, slowly dropping down to 90 MPH).
In the water you should put the flaps fully down and when you go over 60 MPH, pitch up a bit.

As Bacon's description still holds true and controls didn't change, I'll just copy it and add the things that are new:

CONTROLS:
VTOL: Flaps
TRIM: Trim
GEAR: Gear
CAM:1 Pilot POV
CAM2: Co-Pilot POV
ACTION GROUP 1: Landing lights
& normal contols.

FEATURES:
- Fully furnished cockpit
- Working artificial horizon (it's on free spin and can get out of alignment very quickly, tries to make it better have failed)
- Navigation system (input set to yaw)
- Fully working yokes that react to pitch and roll
- Fully working pedals that react to yaw and brake
- Realistic floats with retractable landing gear
- Working throttle

--> The second colour in the paint menu dictates the outline color (blue) feel free to change it to your favourite!

CREDITS:
Landing gear hinge: @FrankieB
Indicator lights: @Flightsonic

DESCRIPTION: Cessna introduced a retractable landing gear version of the 172 in 1980 and named it the Cutlass 172RG.

The Cutlass featured a variable-pitch, constant-speed propeller and a more powerful Lycoming O-360-F1A6 engine of 180 horsepower (130 kW). The 172RG sold for about US$19,000 more than the standard 172 of the same year and produced an optimal cruise speed of 140 knots (260 km/h), compared to 122 knots (226 km/h) for the contemporary 160 horsepower (120 kW) version.[15]

The 172RG did not find wide acceptance in the personal aircraft market because of higher initial and operating costs accompanied by mediocre cruising speed, but was adopted by many flight schools since it met the specific requirements for "complex aircraft" experience necessary to obtain a Commercial Pilot certificate (the role for which it was intended), at relatively low cost. Between 1980 and 1984 1177 RGs were built, with a small number following before production ceased in 1985.[citation needed]

While numbered and marketed as a 172, the 172RG was actually certified on the Cessna 175 type certificate.

Feedback and suggestions are appreciated.
Cheers! :)