README for 1930s DC-2 or DC-3 Panel
Dc2jcuv2 by James Underwood

Sperry autopilot by Arne Bartels
Gyro Compass by Richard Melville (modified by Underwood)
GPS by David Markovitch
Antique gauges by HGHB
Propliner Nav and Radios by Ernie Kennedy

USE WORDWRAP

INSTALLATION

Unzip the GAUGES file into the main fs98 gauge folder. It's OK to overwrite matching files.

Unzip the PANEL folder into the panel subfolder of the aircraft of your choice, first making sure that subfolder is EMPTY.

Unzip the SOUNDS file into the main fs98 sound folder.

PASSENGER VIEWS and HIDDEN GPS and HIDDEN ADF radio

SHIFT+2 brings up a simple GPS and ADF radio tunable to decimals (You can also bring these up by clicking on the gauge "RADIO" at the extreme left of the lower panel). The GPS is self explanatory: just click on "SET" and punch in the lat and long coordinates of your choice, then click OK and fly the needle as you would a VOR2 or ADF. This GPS does NOT link to the autopilot. It's heading is TRUE not magnetic.
The ADF radio will only tune to decimals if you have set fs98 to do so in the preferences dialogue box.

SHIFT+3 brings up RIGHT passenger view. It's a good idea to be in the RIGHT view when you do this, else you'll have both the panel and the view at the same time looking forward. Hit SHIFT+3 again to remove view.

SHIFT+4 brings up LEFT passenger view. Again, get in LEFT view first. Repeat SHIFT+4 to remove.

URGENT NOTE: THE AUTHOR WILL PROVIDE NO TECH HELP FOR THOSE WISHING TO USE THESE VIEWS WITH OTHER PANELS. I Do not mess with other people's stuff.

SPERRY AUTOPILOT

This is a slightly more modern Sperry, and behaves much like a modern autopilot. However, when you turn it on, hit ctrl+H immediately, or it will fly to whatever heading is set in the course selector. This is the gauge on the left of the Sperry that looks like an old fashioned radio dial. Course selector is upper dial: a gyro compass is the lower. You can set the course using the knob just above the right hand corner of this dial. Watch the Gyro compass in the dial move to match what you set as you fly.

Setting altitude is simple: Just climb or descend to the altitude you want and when you get there hit ctrl+Z and the plane will hold that altitiude.

WINDSPEED-DIRECTION and BAROMETRIC PRESSURE

I fly with Real Weather and Microsoft doesn't give us much weather info at smaller airports, so I included the windspeed gauge. It's heading is TRUE not magnetic.
When the red light goes on in the barometric pressure gauge, hit B to reset the altimeter. If flying on autopilot the plane will climb or descend to the original altitude. Watch your power and don't stall or overspeed.

GYRO COMPASS

By Richard Melville. Used with permission. I modified this excellent old fashioned Gyro, making its surrounding body rectangular and funkier. Like the magnetic compass and gyro compass on the Sperry, its numbers move OPPOSITE the familiar round disc gyro we're used to. In other words, if you are heading 060 and want to go to 090, 090 will appear to the LEFT, even though you'll make a right turn to get there. This takes some getting used to, but once you figure it out, you'll do fine. I've made the gauge BIG so you can read it easily.

ADF

There are no VORs or DMEs on this panel. The VORTAC system did not even begin until the 50s and was not completed until the early 70s. Pilots had to rely on non-directional beacons, as well as an aural system of Morse As and Ns between which signals they were to fly when on course. Lacking the latter, it's the ADF for us. You'll be surprised at how useful this instrument is. A pilot friend said that ADF flying is a "lost art." We may now revive it.
I strongly suggest that you get approach plates in one form or another (many are available on the web, although in a different format than the FAAs.) Why? Because FS98s data base doesn't tell us what runway - or even airport - a LOM is attahced to. Approach plates tell you. They also tell you at what altitude and heading to be on when you cross it.
Flying from point to point (NDB to NDB) is simple. Making an instrument approach from a LOM (Locater Outer Marker) is difficult. Basically, however, the idea is this: You want the aircraft on the runway heading and at the prescribed altitude when you cross the LOM. When the blue OMI (Outer Marker Indicator) light goes on you're almost to the LOM. You know you've crossed it when the arrow reverses direction. At this point adjust for wind and start a descent. (If there is no wind and you are on course and you crossed the LOM exactly, keep the arrow pointed directly backwards. When there is wind the needle will obviously angle somewhat away from center.)
Usually LOMS are 5.x miles from touchdown and you are supposed to be 1,800 to 2,000 feet above that point. If you fly in hot, descend faster than if slow. Ground speed is an issue because a head wind could slow your forward progress. If so, descend slower. I find, in the DC-3, that a ground speed of 90 knots requires a descent rate of about 350-400 fpm. This may vary, of course.
NOW, if you've done all this correctly, when you pop out of the clouds the runway should be ahead and you should be at the right altitude.
Yes, it takes practice. But pilots in the 30s routinely made instrument NDB approaches with ceilings of 300 feet.

CARB HEAT

Used when using low power, or when ice or extreme humidity are present. An off-on proposition, you can either click it or hit "h."

COWL FLAPS

I haven't found a fs98 DC-3 or DC-2 yet that has working cowl flaps, but the vertical white thing on the extreme upper left of the lower panel is there if you use this panel with a plane that has them. Just slide the horizontal part down with the mouse to open them.

ENGINE GAUGES (by HGHB)

RPMS are on top with manifold pressure under them. AT bottom is oil pressure. Oil temp is above this. EGT is dual needle (HGHB) and is next to the temperature gauge on the extreme lower right of the main panel.

PASSENGER VIEWS

VERY loosely based on some photos I took in 1964 while flying in a Central Airlines DC-3 in Kansas. If you've ever flown in a speedy three you'll remember that the main thing you see is wing. I've pushed the wings back a bit so some view is visible. This perspective is roughly from the pilots viewpoint.

ACKNOWLEDGEMENTS

We'd be dead meat were it not for the instrument designers. So, thanks to HGHB for the antique gauges; Richard Melville for the gyro compass; Ernie Kennedy for the radio and nav instruments; David Markovitz for the GPS; and Arne Bartels for the Sperry and its swirches.
Special thanks to Chuck Dome, for his gaugebitmap2 program, that allowed me to repaint the gyro - and for many other utilites and neat stuff.

LEGAL

HGHB gauges are free to the end-user. Any further use of them requires permission. Gyro compass by Richard Melville. Used with permission. Panel, cfg and passenger bitmaps by James Underwood are public domain. Do with them what you want but DO NOT sell them for money.
This panel has been tested extensively. It will cause no harm to your computer or software, but if you think it has, I accept NO LIABILITY.
Use at your own risk.

JAMES UNDERWOOD
Bloomington, IN
jcumus@bluemarble.net