Lockheed CP140 Aurora 
Maritime Patrol Aircraft
For FS98

Visual model by Eric Mitchell <mitchell@mars.ark.com>
Flight model by Mike Vidal

31 Dec 1997

MS FS98 Adventure and Aircraft converter required.


     THESE FILES ARE PROVIDED AS FREEWARE.  I ASSUME NO
     RESPONSIBILITY FOR ANY DETRIMENTAL EFFECTS BROUGHT ABOUT BY
     THE INSTALLATION, USE OR MISUSE OF THIS SOFTWARE.  USE IT AT
     YOUR OWN RISK.  This archive may be freely distributed by
     any means as long as it is kept intact in its original form. 
     It took many hours to create and is provided on the
     understanding that it be redistributed for no charge.

     This file is available at no charge on the internet at:

     The Comox Valley Flight Sim Stopover:
          http://wings.ark.com/

     Any updates to this file will first appear at that site.

Other P-3 aircraft
^^^^^^^^^^^^^^^^^^
A US Customs version of this model is available from VIP (Visually Incredible Panels) 
as a commercial product, along with an instrument panel and accurate sound files. Note 
that this panel is only compatible with MS FS98.

Visit their web site at http://ourworld.compuserve.com/homepages/vipgroup/vip98p3.htm

A much larger assortment of P-3 models (fourteen in all), along with the panel 
mentioned above and several other aircraft types, will be included on the VIP 
"Classic Wings for FS98" CD which is to be released early in 1998.

Contact VIP at:
                   Visually Incredible Panels
                   3500 South Millway, Unit 52
                   Mississauga, Ontario, L5L 3T8, CANADA

                   E-Mail =  vippanel@echo-on.net
                   Website = http://ourworld.compuserve.com/homepages/vipgroup/

                   Panels, Planes, Sounds,  Adventures for MS Flight Simulator


ACKNOWLEDGEMENTS
^^^^^^^^^^^^^^^^
I gratefully acknowledge the following individuals for their
participation in this project:

Mike Vidal created an excellent new flight model for this aircraft for FS98.
Thanks, Mike - this is the best one yet!

Siegfried "Siggy" Schwarz for creating the Landing Light utility, LLADD.EXE
(LLADD97.ZIP) which was used to provide this model with working landing lights. 
(Note: only this freeware version has been provided with landing lights, but 
the landing light definition file, cp140.ll, has been included for those who
wish to add landing lights to other P-3 or Electra aircraft using LLADD.)

Chris Squire, an Aurora pilot, for test flying the aircraft, and
providing me with feedback and some of the flight characteristics
for this text file.

Al Pelletier for his constant encouragement, for starting the web
page (and promoting my stuff on it), and for test flying the
CP140.  If you use FS freeware add-ons, you have probably
benefitted in some way or another from Al's efforts.  If you use
this airplane, you certainly have.

Kenneth J. Kerr of VIP for his thoughtful suggestions on improving the
visual model.


INSTALLATION
^^^^^^^^^^^^
Create the following directory in your FS98 \aircraft\ directory:

	\cp140-98\

Unzip or copy the following files into the \cp140-98\ directory:

	aircraft.cfg
	cp140-98.air
        p3_check.cfg

Create the following sub-directories under \cp140-98\

	\model\
	\panel\
	\sound\
	\texture\

Unzip or copy the following files into the \model\ directory:

	cp140-98.mdl
	model.cfg

The panel.cfg file goes into the \panel\ directory and the
sound.cfg file goes into the \sound\ directory. Note that custom
panels and sounds have not been included in this freeware package.

Unzip or copy the following files into the \texture\ directory:

	all cp140-98.*af files

The cp140.ll file is a landing light definition file that may be used 
with Siggy Schwarz's LLADD utility to add landing lights to other P-3
or Electra models in FS98. The lights have already been added to the
model in this zip archive, so there is no need to apply this file.
When in FS98, press CTRL-L to activate the landing lights (only 
visible after dusk to before dawn).

This aircraft is modelled as a jet so that thrust-reverse is
available.  You may wish to download a suitable turboprop sound
package such as atr_snd2.zip by Graham Waterfield.


FLIGHT MODEL
^^^^^^^^^^^^
     It's nice to see a Flight Shop airplane that looks good, but
it's even more important that it flies correctly.  After all, that's 
the aim of this "game".  Mike Vidal, who kindly provided the flight 
model for the original FS5 version of the CP140, has again created 
a masterpiece: this time a custom flight model tailored to FS98.

     Modelling a turboprop as a jet is a compromise, just as it
would be if modelled as a reciprocating-engine propeller
aircraft.  In real life, the CP140 engines normally run at 100%
RPM, and power changes are made by changing the angle of the
variable-pitch propellers.  The flight crew monitors the Turbine
Inlet Temperature and Shaft Horsepower much more closely than the
RPM.  The response of the turboprop to power setting changes is
significantly faster than for a turbofan, and this cannot be
modelled in FS.

It is also difficult to correlate the %N1 and %N2 settings with
turboprop performance.  My advice is just to watch your airspeeds
and climb and descent rates.  Start with a nice long runway (you 
should have at least 5,000' on a good day). On approach, stay a 
little on the high side of airspeed until you get used to things.
Initially, I found that it's better to be a little fast (by 10 KIAS 
or so) during the initial phase, because the speed bleeds off quite
quickly with landing gear and flaps down, and it's very hard to get
it back again - partly because this is really a turbofan engine and
the response is slower than a turboprop.  When you get used to it
you can cut it a little closer.  The main advantage in using the
turbofan is that you get thrust reverse on landing which is 'de
rigueur' for this aircraft.  I can't recall any landing (in real
life) when prop reverse wasn't used.


SUMMARY OF FLIGHT CHARACTERISTICS
^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^

Here are some general procedures and round numbers to get you
started.

Takeoff   120K
Climb     220K
Raise landing gear before 195K

10 miles from airport slow to 180K
Downwind  160k
Approach  140K to 150K
Land      130K
Lower landing gear at any speed

First flap below  275K
Second flap below 195K
Third flap below  170K

Although the real CP-140 is not equipped for it, this model will
complete a coupled Autopilot approach.

NORMAL OPERATING PROCEDURES
^^^^^^^^^^^^^^^^^^^^^^^^^^^

TAKEOFF
^^^^^^^
Taxi to take-off position, line up on the runway and apply brakes.
Set flaps to second position (F7 key).  This aircraft does not
have spoilers so there is no need to ensure retraction.

Smoothly advance the power levers full forward.  When RPM reaches
100%+, release the brakes.  (You can also do a rolling start if
you want, but the brake parts are free on this simulated
airplane, so why not?)  The wings are at a negative AOA when the
aircraft is on the ground so it should not tend to lift off on
its own and no down elevator input is required.  If you want to set
7 units of 'up' trim, the aircraft should fly off by itself at
take-off speed with very little yoke rotation.

Rotate gently at 120 KIAS, raising the nose to
approximately 5 to 8 degrees initially.  Don't over-rotate: there's a
lot of airplane behind the main wheels! Retract landing gear
when a positive rate of climb is established (and definitely
before reaching 195 KIAS).  Raise flaps after a minimum 140 KIAS,
increase climb rate and continue to accelerate to a climb speed
of 220 KIAS.

Note: for the post-takeoff procedure at weights above 120,000  select 
flaps to manoeuver (first setting - F6 key) at 160 KIAS and fully 
retract above 180 KIAS).

CRUISE
^^^^^^
For maximum range cruise at normal landing weight 107,000 lb,
climb to 32,000'.  As fuel burns you can climb a bit higher (max
34,400' at 70,000 lb).  If you takeoff at max design takeoff weight
(135,000 lb), initial cruise altitude would be about 25,000'.  For 
short trips, you can use this rule of thumb:

     distance x 100 = altitude

     e.g.: transit 60 nm, climb to 6,000'

To determine the cruise speed, use the following formula for four
engine operation up to 30,000':

     KIAS = 205 + .5*(gross weight/1000) - (pressure altitude/1000)

     e.g.: weight 107,000 lbs, alt 25,000: cruise speed = 246 KIAS.

********

     [From the Lockheed Electra text file:  FAN at 65, TURB 83 will
     give approx 250 knot straight and level, trimmed.]

*********


DESCENT, APPROACH AND LANDING
^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
Initiate descent by reducing power about 10% from cruise speed. 
If the aircraft is properly trimmed, no down elevator should be
required to bring the nose down, and you don't want the TACNAV to
spill his/her coffee now, do you?!

********

     [From Lockheed Electra text file: Descend at 250 knots, 
     approx FAN 42, TURB, 68, adjust as needed for rate.]

*********

Begin the approach as directed by ATC and/or IAW published
information.  Reduce power to be at 180 KIAS when 10nm from
landing.  The landing gear should be down at this point.  The
landing gear can be lowered at any speed, but in real life would
not be lowered at speeds above 300 KIAS.  See the flaps section 
following for flap deployment maximum speeds.

Fly the downwind leg at 160 KIAS.

The final approach speed should be between 140 and 150 KIAS, and
the landing speed is about 130 KIAS.  At touchdown of the main
wheels, maintain runway heading, lower the nose wheel gently to
the ground, bring power levers back to idle and engage thrust
reverse (F2 key or numeric pad '3').  A Copilot and Flight
Engineer might come in handy at this point.  Raise the flaps to
increase braking effectiveness (yes, this does seem to have an
effect in FS!)  Otherwise you may find the aircraft sliding
around on the runway.  The effectiveness of propeller braking
diminishes with speed reduction, while wheel braking effectiveness
increases, so save your brakes until below 80 KIAS.

NOTE:  The landing speeds are given for normal landing weight (about
107,000 lbs AUW) Adjust for actual fuel state (lighter -> slower, 
heavier -> faster).  You can interpolate from the numbers below 
(at least in FS): 

Approach speed ranges from 130 KIAS at 75,000 lb to 170 KIAS at
140,000 lb.

Landing speed ranges from 111/135 KIAS (full flap/no flap) at
75,000 lb to 151/162 KIAS at 140,000 lb.

NOTE: Landings above 110,000 lbs AUW are for emergencies only!


FLAPS
^^^^^
     Maximum Flap Extension Speeds

     Manoeuver Flap (F6 key), first flap position: below 275 KIAS
     Approach Flap (F7 key), second flap position: below 190 KIAS
     Land Flap (F8 key), third flap position: below 170 KIAS

The Manoeuver Flap setting may be used if the aircraft is
remaining in the terminal area when flying circuits at relatively
low speeds, or maintaining low speed manoeuvering flight (for
identifying vessels or, in FS, for sight-seeing).


FUEL
^^^^

This aircraft is set to hold the maximum amount of fuel to a total
AUW of 135,000 lbs. However, as with all aircraft, you'll find she 
flies better with less: try setting the fuel tank levels to 20% to 
30% for "local area training" and landings will be easier.

Add more fuel for farther trips. The CP-140 burns about 4,000 lbs of fuel 
per hour in cruise.


VISUAL MODEL
^^^^^^^^^^^^

     The visual model depicts CP140 Aurora number 140117 of 407 
Squadron, based in Comox, British Columbia, Canada. I flew in 
this aircraft myself many times as a Navigator-Communicator and 
Acoustic Sensor Operator, including a memorable visit to Australia 
in 1984 to participate in the Fincastle ASW competition (the RAF 
won).  This is the low-visibility grey colour scheme which looks 
rather sharp and hides the dirt quite well!  (You'll see a few 
stains on the engine nacelles and flaps, but that can't be helped).  

     The CP140 is really a P-3, but with modified S-3A Viking 
mission systems and a few minor upgrades over the years.  The 
tactical crew layout is significantly different, too, with the 
main stations arranged in a wide 'u' down the side of the aircraft.

It's taken me a while to get used to sitting FRONTWARDS on
airplanes since then!  FS is helping with my recovery.

THE MODEL
^^^^^^^^^
     Like the flight model, the visual model is a compromise. 
This is because FSFS places a limit on the number of parts and
textures that can go into an aircraft.  While I chafe at the
restriction, I realize that I probably could have used twice as
many parts and would still want twenty more, bringing FS to a dead
crawl.  This sort of thing calls for prioritization, so here is the
order I followed, more or less:

1)  correct overall dimensions and shape

2)  try not to put too many "flat" surfaces (i.e. wings should
have suggestion of airfoil shape);

3)  plan ahead for placement of textures so that uniform pixel
resolution and aspect ratio should be maintained;

4)  provide basic landing gear;

5)  ensure in-flight systems are displayed (circles to show
propeller rotation, rotating beacon, navigation lights); and

6)  other display goodies, such as boarding ladder, propeller
blades when engines off, bomb bay doors opened, and so on - 
inspired by the Electra model.

     Unfortunately, I ran out of parts before I could do much of
item 6, so you won't see all those things (just the propellers).  
Anyway, in case anyone's wondering, that's why it looks like it does.  
(I am really happy with its appearance by the way).

Eric Mitchell,
Comox, BC, Canada
mitchell@mars.ark.com