SECTIONS WITHIN THIS DOCUMENT:
PREVIEW
INSTALLATION
GAUGES
FLIGHT
SPECIFICATIONS
DEDICATION
ACKNOLEDGEMENTS
LEGAL
PREVIEW
This Cessna 140 panel was conceived because there was none available. I am an active pilot who owned and learned to fly in a 1946 Cessna 140, the year this panel is modeled. Even though my Cessna 140 had a modern panel, I wanted an original panel, fresh from the Cessna factory in Wichita, KS.
Because I have the original 1946 Operation Manual, I have accurate photographs from which I referenced the design and painting of the panel. The shape, gauges, gauge placement, and details are accurate. The panel is completely hand painted.
INSTALLATION
1. Unzip the file using WinZip into a temporary folder.
2. Place the panel files into the panel folder of the airplane you wish to use.
3. Place the gauge files into the MS FS2002/4 Gauge folder. Do not open the GSN_C140 folder. Place it into the MSFS2002/4 Gauge folder complete.
Gauge Folder
GSN_C140_ALTIMETER.GAU
GSN_C140_AMPS.GAU
GSN_C140_CLOCK.GAU
GSN_C140_COMPASS.GAU
GSN_C140_FLAPS.GAU
GSN_C140_OIL_PRES.GAU
GSN_C140_OIL_TEMP.GAU
GSN_C140_RPM.GAU
GSN_C140_THROTTLE.GAU
GSN_C140_MIX.GAU
GSN_C140_TRIM.GAU
GSN_C140_TURN.GAU
GSN_C140_VSI.GAU
GSN_C140_AIRSPEED.GAU
GSN_C140_PARK.GAU
GSN_C170_ADF.GAU
GSN_C170_VOR.GAU
GSN_C140 FOLDER
GSN_C140_STARTER.XML with bmg
GSN_C140_PRIMER.XML with bmg
GSN_C140_PANEL_LIGHTS.XML with bmg
GSN_C140_NAV_LIGHTS.XML with bmg
GSN_C140_MASTER_SWITCH.XML with bmg
GSN_C140_LANDING_LIGHTS.XML with bmg
GSN_C140_CARB_HEAT.XML with bmg
Microsoft gauges used, but not included:
EXtra-300!Starter
SimIcons!Kneeboard Icon
SimIcons!ATC Icon
SimIcons!Map Icon
SimIcons!Avionics Icon
SimIcons!GPS Icon
Bendix_King_Radio!Bendix-King Radio Nav-Comm 1
Bendix_King_Radio!Bendix-King Radio ADF
Bendix_King_Radio!Bendix-King Radio Xpndr
GPS!GPS
Minicontrols
GAUGES
All gauges, except the MS Ignition gauge and SimIcons, have been completely repainted. They match the gauges on the original, factory delivered, 1946 Cessna 140. I will list and note the function of the gauges as they relate to the Cessna 140.
Airspeed Indicator
The Airspeed gauge is your most important gauge. The Cessna 140 requires sufficient airflow velocity over the wings to cause lift. When the airflow velocity is reduced, lift becomes insufficient to hold up the plane, and she falls from the sky. The point at which the wing ceases to lift is named a stall.
I write this brief lesson because the Cessna 140 has a very efficient structure and gains speed rapidly. Because she has an eighty-five hp engine, she also will loose speed easily. Speed management is critical in small aircraft. The AIR file and accompanying gauges reflect these characteristics accurately. All gauges work in tandem to inform you of the flight conditions of the aircraft. Monitor them continuously and manage them precisely. The control of the Cessna 140 you will experience will be rewarding.
V Speeds: (M.P.H. I.A.S.)
VA Design Maneuvering 80
VC Design Cruise 115 @ 2400 RPM
VFE Max w/Flaps Extended 82 High end of white arc
VLOF Lift-off 50
VNE Never Exceed 140 Red line
VNO Never ExceedNormal Operations 115 High end of Green arc
VS0 Stall Power Off Landing 45 Low end of white arc
VS1 Stall Power Off Clean 50 Low end of Green arc
VX Best Angle of Climb 65
VY Best Rate of Climb 73 (2250-2380 RPM)
Altimeter
The Altimeter is your second most important gauge. Use it, in concert with the Vertical Speed Indicator to monitor your elevation.
Prior to take-off set the altimeter to the elevation of the airport. During flight, set the altimeter to local barometric pressure conditions. Remember, From high to low, look out below.
Vertical Speed Indicator
The vertical speed indicator is used in concert with the altimeter to monitor your elevation. The VSI is sensitive and corrections should be limited.
AMP
The amp gauge will inform you of the condition and statues of the electrical system and battery charging. It will be activated when you turn on the master switch.
Oil Pressure
The oil pressure gauge is an important gauge that monitors the status of the engines oil pressure. This gauge must be monitored at start up and during flight to verify adequate oil in the engine. Start up minimum idling oil pressure should show 10 lbs. per sq. in. Cruise oil pressure should show 30 40 lbs. per sq. in.
Oil Temperature
The oil temperature gauge monitors the status of the engines oil temperature. After two to three minutes running at 800 r.p.m., open the throttle gradually to 1200-1500 r.p.m. and allow to run for three to five minutes. Warm-up may be accomplished during taxiing. The temperature maximum is 2200 F.
Whiskey Compass
This gauge is your only navigation gauge. For many of you, it will be your first experience using a compass as an integral part of flying. A compass is a physical device that interacts with the lines of magnetic force sounding the earth. North on the card will point to Magnetic North Pole, not Geographic North Pole. It also will move in variable directions according the position and movement of the Cessna 140. You should study an appropriate source on Whiskey compasses and their use in aviation.
Throttle and Carburetor Mixture Control
The Throttle Control, when pushed in, advances the acceleration of the Cessna 140.
The Carburetor Mixture Control regulates the gasoline / air mixture in the carburetor. It should be always set at full rich for starting and take-off purposes. Pulling out on the control leans the fuel mixture. The mixture control is not a device for cutting down fuel consumption, but rather a device for obtaining better engine operation and performance at altitudes above 5000 feet. The mixture control should be used cautiously to lean mixtures to give maximum engine r.p.m. when flying above 5000 feet pressure altitude. Too lean a mixture will cause excessive heating and result in damage.
Carburetor Heat
The Carburetor Heat gauge is actuated by clicking on the Carburetor Heat knob. You can also use keyboard H. Carburetor heat is used when decreasing r.p.m. and when flying through atmospheric conditions when ice formation will likely form.
Tachometer
The tachometer is used to monitor your engine r.p.m. A maximum r.p.m. is indicated by a red line at 2,575 r.p.m.
Clock
The clock is a standard 12 hr., eight-day clock. Clicking on the control will advance or retard the hours. Clicking on the face will advance or retard MSFS game time.
Turn and Bank
The turn and bank indicator is an electrical gauge that indicates the turning and banking of the airplane. It is sometimes refereed to as the needle and ball. The sensitive element of the turn and bank indicator is a spinning gyro that is mounted in a frame. A needle is located at the top to indicate left and right turns. An inclinometer at the bottom is used to indicate if the airplane is slipping to the inside or outside of the turn.
When the needle is aligned with either mark, sometimes refereed to as the doghouse, the Cessna 140 will turn 180o in one minute.
When the ball is resting in the center of the inclinometer, the Cessna 140 is performing a coordinated maneuver.
Trim
This gauge has been re-painted. The trim gauge does not exist on the original Cessna 140 panel. Trim is actuated by a wheel located between the seats. It exists on this panel because we are required to monitor its position. Rudder trim is actuated by Ctrl+number pad enter=right, and Ctrl+number pad zero=left.
Flaps
This gauge has been re-painted. The flap gauge does not exist on the original Cessna 140 panel. Flaps are actuated by a four-position lever located between the seats. It exists on this panel because we are required to monitor its position.
GPS
A window, accessed via Shift+3, will provide the Microsoft GPS.
Navigation Lights - Landing Lights - Panel Lights
The navigation lights knob, landing lights knob, and panel lights knob, are actuated by clicking on them on the panel, or use keyboard L.
Parking Brake
The parking brake is actuated by clicking on the Parking Brake knob on the panel, or use keyboard Ctrl + (.).
Master Switch
The master switch operates the solenoid switch located at the battery turning on and off all electrical power. In the event of a malfunction of the electrical system, the master switch may be turned off and the engine will continue to run on the magneto ignition system.
NOTE:
A radio-navigation system used shortly after the above-described radio is named the A/N navigation system. The system consisted of a radio transmitter about three miles from the airport. Ten poles were arranged in a circle approximately 100 yards in diameter. It had wire wrapped around the top of the poles in a loop for an antenna. As you approached the transmitter, you would hear, using Morse code, the letter A (.-) in your left head speaker, or the letter N (-.) in the right head speaker. When you heard a steady signal, you were in the middle of the beam. If you heard only the letter A (.-) you were left of the center of the beam. If you heard the letter N (-.), you were to the right of the center of the beam. When you heard silence, you were over the transmitter. After passing
the transmitter at a specified altitude, you maintained your heading as
you descended to the airport.
A two-way radio was offered by Cessna as an accessory. It was required for night flying for hire, as was the standard equipment. An operational flare was also required.
A window, which is accessed via a click on the Avionics Switch, will provide an active COM-NAV, VOR, and ADF. See screen shot above. It can also be accessed via Shift+2
Minicontrol
A window, accessed via Shift+4, will provide a Minicontrol for visual monitoring the Cessna 140s three axis and throttle positions.
Pull Start
There is a pull start on the original Cessna 140. Click on the pull start knob and the engine will start.
Primer
There is a primer on the original Cessna 140. Click on the primer knob to prime the engine prior to starting the engine.
Avionics Switch
An avionics switch is provided. Click on the SimIcon avionics switch to actuate the radio group.
FLIGHT
A typical flight around the pattern in a Cessna 140.
Once you have completed your pre-flight exterior check, climb in, and buckle your seat belt. First, check your fuel and select the tank with the most fuel. Never take off with less than 1/4 tank. Set the carburetor heat to off. Set the mixture control to full rich. Turn the master switch on, and give the engine three or four strokes with the primer. Turn magneto switches on. Open throttle to idle and pull starter. Check oil pressure. Set carburetor heat to ON, and run the engine for a few minutes. Set altimeter to ground elevation. Set trim to take-off position. Face into the wind and complete engine rpm check. Taxi to active runway and hold.
When clear of traffic, set carburetor heat to off, apply one notch of flaps, set full throttle, and take-off. Use adequate right rudder to maintain a straight line. The tail will raise around 40 m.p.h. Rotate at 50-55 m.p.h. Climb at full throttle. Best rate of climb airspeed is 70 M.P.H. indicated. The engine will turn 2150 to 2250 r.p.m. Raise the flaps when 100 feet over the nearest obstacle. Notice how she picks up speed when the flaps are raised. Trim the Cessna 140 with the trim wheel. Make your turn onto the crosswind leg, and then the down wind leg. Level off at 1000 feet above ground. The Cessna 140 will lose elevation when making a turn. This is normal and is caused by an inefficient configuration of the wings. Increase throttle when turning.
When abeam the chosen runways threshold, apply full carburetor heat, reduce throttle to 1800 r.p.m., and check mixture control to full rich. Lower flaps one notch when airspeed is at or below 82 m.p.h. Maintain no more than 500 feet per minute descent. Turn to base leg, watching airspeed and elevation. Lower flaps to second notch. Turn to final approach. Lower flaps to third notch. Check your airspeed, elevation, descent rate, and alignment to runway. Fly the Cessna 140 to the runway, aiming for a point just past the threshold. When the runway is made, lower the flaps to fourth notch, set the throttle to idle, and continue to fly the plane to the runway. Above the runway, level her out and slowly pull up on the yoke. Your goal is to decrease the planes speed by adding backpressure to the yoke, and therefore stalling the plane just prior to landing.
Taxi to your tie down with the yoke completely pulled toward you.
Raise flaps. Perform your normal shutdown procedures. Nice flight, you did great! Remember, in a conventional gear airplane, you cannot relax until you tie her down.
SPECIFICATIONS
Engine Continental 85 hp.
Cruising Range 4.5+ hr
Rate of Climb Sea level 680 ft. per min.
Service Ceiling 15,500 ft.
Weight Empty 890 lb.
Weight Gross 1,450 lb.
Fuel Capacity 25 gal
Span 32 - 10
Length 21 - 6
Height 6 3 1/4
Wing Area 159.3 sq. ft.
Wing Loading 9.1 lb. per sq. ft.
Power Loading 17.1 lb. per sq. ft.
Center of Gravity +13.5 to +17.7 in. aft of leading edge of the wing
Take Off Distance Sea Level - 600 F - 50 m.p.h. Flaps Up 663 ft.
Landing Distance Sea Level 600 F - 70 m.p.h. - Flaps Down 302 ft.
Normal / Best rate of climb Sea Level 600 F - Climb at 80 m.p.h. - Flaps Up 640 ft. per min.
ACKNOLEDGEMENTS
Microsoft Who provide us with an amazing product through which we are able to transverse the world of flight.
Ernie Kennedy Who re-wrote the code for the Airspeed gauge. He also wrote the original code for the Oil Pressure and Oil Temperature gauges. The oil gauges are his original gauges, not re-works of existing gauges. His work is excellent.
Benjamin Chen Who provided the Gauge Browser program with which I used to revise the gauges.
LEGAL IMPORTANT, PLEASE READ
The panel is freeware. The files making up the panel and plane (the files included in "GSN3C140.ZIP") have been tested very carefully with no problems found. If you encounter problems, please contact me at garysnorton@yahoo.com
Gary S. Norton shall not accept any liability, either expressed or implied, for any direct or indirect damage the files that make up this panel or plane may cause to the user or the user's hardware or software. Use at your discretion.
The design of this panel, the arrangement of the gauges and the bitmaps it consists are the property and copyright of the designer, Gary S. Norton. This panel may not be altered or redesigned in any form. It may be distributed freely only within the original and unaltered zipped archive, GSN3C140.ZIP. It may not be made part of any compilations on any medium, physical or electronic, without the designers written permission.
All copyright infringements will be prosecuted according to International Copyright Laws.
Thank you for flying my 1946 Cessna 140 Panel. I sincerely hope you enjoy using it as I had making it. For comments or questions, please contact me: garysnorton@yahoo.com. Also, please visit my web site, http://www.geocities.com/garysnorton, for information and any updates. There, you will find a beautiful 1953 Cessna 170B Panel that you will enjoy. In addition, there is a link to PayPal for those of you who would like to make a donation via PayPal or your credit card. Thank you.
