Let me explain....🙂....First of all, after recently seeing the venerable (likable, and, maybe, cute is not out-of-place, either) Cessna 140, around here, I recalled that I was not only flying freeware versions of this plane during my earliest days of SIM, but, also, that I have not, so far, picked up the Aeroplane Heaven C140, that has been available for years. So, I did finally pick it up today. There are very few early (era) GA planes that evoke the kind of nostalgia, as this tiny (Cessna) beauty does....so, I was delighted to see pictures of it, here, from MSFS.

Second, I'd recently accepted the challenge of (Queenstown) VOR/DME Rwy 23 approach, considered one of the most difficult in the world, as I'd illustrated in one of my previous posts...(virtually) piloting the (fast and powerful) twin turbo-prop Embraer 120. However, during the final, though I had the plane in control to within the last quarter mile or so, somehow, I had managed to mess up (I now realize, the (spirited) plane needed much finer adjustment of speed and pitch, than what I did), so, I'd landed off-center and well behind the proper touchdown zone (I was glad, however, I did not, at least, land on the adjoining grass, but, nonetheless, it has been bothering me a bit, since,...🙂...)...

So, today, I went back to the scene of action (Orbx(NZ-SI)), and flew the (NZQN) VOR/DME Rwy 23 approach, once again, but with my low-and-slow Cessna 140, which, I figured, would surely go a long way in assisting this (virtual) pilot master this challenging approach, and, indeed, it did. This time, I was able to do a proper touchdown into the Rwy 23...on the numbers...(see concluding images)...(after all, with 2 (full) notches of flaps set, the speed at TD was barely around 50 mph...so, this docile plane was no Emb-120, for sure...)

Below, please see the SimBrief screenshot, where I've mapped the last several Waypoints/Fixes of the VOR/DME B (Rwy 23) approach (e.g. AKDUX (8,200 ft), FF260 (5,700 ft), 40VOR (4,900 ft) etc.). For my flight, here, I've lifted off Rwy 23, westward, into the narrow section of Lake Wakatipu, known as the Frankton Arm (which is seen on my SimBrief screenshot, to the west of NZQN), climbed to 8,200 ft while staying over this (safe and mountain-free) body of water, then headed direct to AKDUX Fix, and descended down the approach path (along 260 degrees (QN) VOR in-bound radial), to finally make a visual landing into Rwy 23 (234 degrees heading). During my initial climb, the C140, with its single (85-hp/90-hp) Continental engine, had (thankfully) no trouble lifting me up to 8,200 ft, at a steady VS of 700 fpm.

And, regarding this (unique) post WWII plane, often classed together with (its sibling) 120, it should be noted that 120 was actually released a month after the 140, and among other differences, the 140 had wing-flaps (though, simple split-type flaps, not really much more than small speed brakes; the powerful Fowler flaps would appear first time, next, in the 150), while the 120 didn't have any flaps. In any case, the 120/140 were the (direct) precursors of the most popular trainer of all times, the 150. In my top-down shots of the plane, below, also notice  the curved control surfaces in the rear...graceful and reminds one of butterfly...🙂...(in the later C150, these would become more rectangular-ish...)...

For interest, I quote, below, a few items from the highly readable, and, delectably short (8-page only), Cessna Manual of this AH SIM:

1. "All the controls on the 140 are easy to use and laid out in a sensible orderly fashion, reminiscent of the motor-cars of the 1940s. On that note, we hope that you will agree that the instrument panels are very attractive and show a strong “art-deco” heritage in their design. The cockpit of a 140 is just a “nice place to be”." [Note: We couldn't agree more...It sure feels like being in the front-seat of an early-era automobile...]
2. "Your Cessna is fitted with a period “Altimatic” auto-pilot. Not the most reliable of instruments in its day, nor that stable in operation, but we had one lying around the workshop so we installed it to see how she goes." [Note: You can spot the Autopilot panel at extreme RHS edge of the flightdeck, and, yes, the autopilot certainly served me well...here...for my purpose...]
3. "What we have done, as you will discover, is add a few modern comforts for those wishing to do longer cross-country flights using more modern navigation processes." So, it features, "...a 'Secret' modern navigation suite fitted to the cockpit for IFR navigation...". [Note: This includes a hidden (but excellent) HSI gauge with Course Deviation and Glideslope Indicators (see below the Autopilot panel, in one close-up shot of the flightdeck), which, of course, wouldn't have been part of the original C140 avionics, but, here, in the SIM, when it's combined with the “Altimatic” autopilot, one is all set for IFR...🙂...(about four and a half hours of duration and ~500-mile range).]

Hope you enjoy the set of images, below, of this Cessna (taildragger) Classic trainer, helping me, here, (safely) maneuver down the treacherous path of this VOR/DME Rwy 23 approach. And, for livery, I've picked "Scribbles Air Services", with slogan Anything, anywhere, anytime, (btw, do also note the bold claim of the "Guaranteed" sign...on the fuselage and on the (right) wing top of this livery)...

Thanks for your interest...!!

[AH (C140), Orbx (NZSI/NZQN), REX]

Another nice set of shots !

cheers 😉

Perfect Aircraft for "Low-n-Slow"

Nice pics!

Thanks much, folks, for the comments...!!