Purchase Guidelines - Avoid Being Disappointed

Based on feedback from my previous journal post, I’ve decided to write a few lines dealing with what we, as simmers and virtual pilots, should expect from manufacturers and sellers.  This post is more directed to those entering the hobby rather than experienced builders; those that have been in the "game" long enough already know the "do and don'ts".

In comparison to other more main-stream hobbies, flight simulation is relatively uncommon and specialized, and as with fishing, hiking, dog grooming and gardening, a plethora of companies have sprouted to supply the enthusiast with an assortment of “essential” add ons from panels and quadrants to books and magazines.  Some manufacturers are large companies and others small “one man bands”.

“Caveat Emptor”

It’s unfortunate, that even in our small community; all potential buyers must be conversant with the term “Caveat Emptor” meaning in Latin “Let the buyer beware”.  No one is immune from the unscrupulous seller whose only want is to remove the hard-earned cash from your wallet or pocket book.

Since beginning the development of the B737 simulation two years ago, I’ve come into contact with many companies and individuals; some respectable, reliable and very honest, and others that live in the silt, that swirls around in the bottom of the barrel.

Supply, Demand & Payment

One theme common to many suppliers is the time it takes to supply a customer with their product.  This is especially evident when commissioning manufacturers to produce and supply hardware associated items such as yokes, panels and the like. 

LEFT:  Main Instrument Panel (MIP), yokes and throttle unit.  As stated later in this post, building a simulator is very much a "detail intensive" activity.  (click to view larger)

Suppliers always want their money up front and nearly always promise supply forthwith.  Unfortunately, this rarely happens.  Any number of excuses are promulgated: I’m busy, too many orders, lack of staff, waiting on parts, postal service delays, sickness – and the worst of all, no contact.

This is not to say that all companies and individuals selling flight simulation products have a poor reputation; this would be incorrect.  There are many sellers that provide first rate service that cannot be bettered.  It’s unfortunate that everyone doesn't subscribe to this.

Forums

It’s an easy task to “troll” through one of several flight simulation forums and read the common threads evident in many of the posts published by disgruntled customers.  If a common theme is duplicated in several threads, such as: delay, problems, glitches, bad communication or minimal contact, then why expect your experience to be different.

"past experience is a prime indicator to future performance".

Do Not Accept the Risk

I think anyone who has been involved with the industry for any length of time, has a horror story to tell.  

It ceases to amaze me that many potential buyers that have read the threads on the forum and asked the correct questions, still proceed with an order and send full payment to an unscrupulous company or individual.  It’s almost as if they want the product so badly that they are happy to accept the risk!  Then, after they have been let-down they post their story to a forum.  

Unfortunately, this behavior only goes to strengthen the resolve of the suppliers that continue to behave in this manner.  If you look at the supplier’s point of view, why should they improve their performance if there is any number of purchasers willing to order and pay for something in advance. 

There is no incentive to change!

The only way the supplier will alter their behavior is if you, the customer, alter your behavior.

I'm not suggesting that a vendor will "run" with your money, but there have been instances of vendors suffering financial problems which culminated in them liquidating their business.  If you have paid in full and this occurs, then retrieving your money will probably be difficult.

Purchase Guidelines

Before any purchase:

• Do your research.  Know your product and know what you want for your set-up.
• Ask others regarding their experiences with a company or individual.
• Read the forums, learn to use the search functionality on each forum and contact members who use the same item you wish to purchase.
• Ask on a forum whether a manufacturer is reliable, prompt and does good work.  Building a flight deck is a detail thing; it’s not hammer and nails mentality.  Why employ someone who is not into detail...
• Try to only pay a deposit, despite being told otherwise. 
• You are the customer and you have a right (obligation) to ask anything you want of a manufacturer.
• Secure an accurate time-line in writing to when an item will be supplied.
• Ask about a return policy should you not be happy with the items purchased.
• Finally, if the information you are told by several people is identical – then BELIEVE this information and don’t make the purchase. 

Instead, contact the supplier and tell them your concerns and reasons why you will not be buying from them.  Often when you do this, the supplier will alter their behavior to accommodate you.  After all, they want your money!

Have I been caught before – of course!  Will I get caught again – not likely…….

What are your thoughts on this subject? 

In my next post we'll get back to more aviation-minded business...

SISMO Soluciones - Avionics Review: My Negative Experience

 I initially wasn't going to document my negative experience with Sismo Soluciones as many simmers use SISMO products and are fiercely loyal to this company.  This post has sat unpublished for close to 10 months until a friend convinced me otherwise, saying that bad reviews can be beneficial, especially to new simmers who are undecided on what and whom to purchase from.

This is the first negative review I have written and in doing so realize that I will no doubt annoy some people, especially loyal SISMO customers.  My aim is not to annoy, intimidate or create malicious rumours.  Rather, it is to share with others my experience with this company. Due to the negative nature of this review, it WILL NOT be posted to any forum.

I purchased the following units from SISMO:

• ADF radios (2)
• Transponder / ATC radio
• Audio Control Panel 
• rudder trim module

At the time, I was using Sim Avionics as my avionics suite.

I had issues with: aesthetics, quality assurance and the SC Pascal script usage.  

When you initially look at the modules offered by SISMO, they do look attractive; however, it's often the small things that count and SISMO, in many respects, lacks quality and attention to detail.

• This post is a little different.  I've made a basic review of the modules, then discussed the issues I had with the panels/modules and the company.

Module Construction and Appearance

The modules are constructed from acrylic and painted in Boeing grey.  CNC machining produces a crisp finish resulting in lettering cut-outs that are well defined allowing backlighting to illuminate the lettering.  Buttons and switches are machine injection moulded and secured to rotary stems via two small grub screws. The electronics are not sealed within the unit (such as in CP Flight) but are visible.  DZUS fasteners are not included although holes have been drilled in the appropiate position (although these holes are too small to fit genuine DZUS fasteners).  The backing plate is made from plastic.

Paint Work

The paint work used by SISMO is not of a high quality.  The paint wears thin on the panel beneath the knobs and switches after minimal use.  The paint also chips very easily and is not evenly applied to include the side of the unit.  Although I don’t know how many layers of paint have been used, I’d suggest it’s minimal.  Minimal paint saves time and expense, but does not lend itself to high quality and longevity.

Integrated Back-Lighting (IBL)

SISMO does not utilise real aircraft bulbs for backlighting.  Rather they use a number of strategically placed LED lights.

LEFT:  SISMO ADF unit & FDS NAV1 unit.  Note the difference in backlighting and module colour between the two units.  FDS use real aircraft bulbs. 

There are several arguments for and against the use of bulbs and LEDs.  The former provide a realistic throw of light at the correct colour temperature, while LED’s are usually more pin point, require less power to run and usually appear colder in colour temperature.

The Backlighting on the SISMO modules is reasonable; however there is not an even throw of light across the rear of the modules to allow complete illumination of all cut out lettering, nor does a light skirt inhibit stray light from illuminating the outer edge of the modules  The backlighting is powered by 12 volts.  The colour of the LEDS is amber yellow or warm orange.

I had an issue with two LED lights; The LED lights stopped working.  SISMO informed me I would have to repair this myself.  Shortly thereafter, a third LED light failed. This suggests that SISMO may have a quality issue in relation to LEDS (at least in the batch I received).

Electronics

The upper panel of the module is attached to the electronic circuitry within the lower section by a backing plate.  This backing plate is made from plastic.  It should be constructed from metal to aid in strength.  The electronics “appears” substantial and to be well built.  

System and IO-Sim Cards

The modules are not stand-alone devices.  Depending upon your requirements, the modules require connection to various system and sim cards for complete operation.  As an example, to operate the ADF units and rudder trim module requires three GIC connection cards, an Ethernet motherboard card, and three servo-daughter cards – seven cards in total!  

Although there is nothing wrong with this method of operation, it does pose a challenge to find a suitable location to mount the cards.  The cards appear to be constructed to a high standard and are very solid; they do not feel or look like cheap Chinese cards.

The main Ethernet mother board requires a 5 volt power supply.

I’ve included, for interest, a schematic wiring and card diagram of the module set-up for the Captain-side ADF radio. (click the image to enlarge the picture). 

Wiring

SISMO provides you the opportunity to either use their prefabricated flat wiring or to wire everything yourself.  I choose the former and this saved a lot of time and frustration wiring and soldering.  The flat wiring packs are each fitted with heavy duty plastic clips for attachment to the cards.  Connection is straightforward and SISMO provide large A3 colour wiring sheets so you know exactly what wire plugs into what card.

When you do utilise the flat wiring, it’s necessary to include in your system a number of additional cards that act as joiners between the different system cards and modules. These cards are called Generic Interface Cards (GIC), and are little larger than a credit card in size. 

Too Many Cards

The amount of wiring and number of cards needed to use SISMO products is ridiculous!  With four modules connected, the interior of the center pedestal is a mass of wires leading to and from various interface cards.  There are far better and easier alternatives available from other manufactures.  

LEFT:  SISMO modules, power and flat cabling.  There is a lot of cabling and several required interface cards that are required.

The Power of Ethernet

SISMO’s product range utilises Ethernet technology rather than USB.  According to SISMO literature, USB was not designed to carry the volume of information necessary for flight simulation.  Although USB is practicable and does work very well, it can on occasion malfunction (drop out) or slow the operation of the intended device by creating a bottleneck for information flow.  Ethernet, on the other hand, has been designed at the onset to allow for high information flows ensuring fast and consistent transfer of information.

Another benefit of Ethernet is that it doesn’t matter if the computer that your modules are connected to is not a high-end machine, as the speed of Ethernet flow far outweighs the need for a high-end machine as a client PC. 

An Ethernet cable is required to link the main Ethernet mother board, either directly to the computer or to a switch if using two or more networked computers.

Although the theory is sound, speed wise I don’t believe there is a great difference between using Ethernet or USB for the transmitted information loads (at least for the center pedestal).

Using a Real B737 Center Pedestal – Not Drop & Fly

An important point to note is that the ADF and ATC radios will not drop directly onto the DZUS rails fitted within a real B737 center pedestal. 

SISMO modules have been designed so that the electronic boards, mounted directly beneath the panel, are flush to the edge of the module.  What this means is that the unit cannot be placed directly onto a rail, as the electronics board abuts the edge of the rails. 

LEFT:  The two tabs overlap the DZUS rails.  You must cut the DZUS rails to allow the module to fit the pedestal.

To allow correct placement in a genuine center pedestal requires that the DZUS rails be cut in the appropriate position.

All the other SISMO modules, other than the ATC and ADF modules drop onto the rails without an issue.

Misleading and Incorrect Information

During my initial research, I asked SISMO if their modules fitted a genuine center pedestal.  Juan Ma stated they were compliant and did fir genuine DZUS fasteners; however, when they didn't fit the rails, Juan Ma claimed he had misunderstood my question due to his poor understanding of the English language!

To utilise genuine DZUS fasteners, you will need to enlarge the attachment holes in each of the modules to allow the fastener to fit the hole.  A word of caution here – SISMO use plastic backing boards which will crack easily if you are overzealous with a power drill. 

This is why I mentioned earlier that modules that incorporate metal plates in their construction are a better investment.

Support and Communication

Support for SISMO is either directly via e-mail or by their dedicated forum.  All e-mails are answered quickly (in English or Spanish).  

All my e-mail communication with JuanMa and Cristina has been on a very professional level (although they seem to say what you want to hear).  They are courteous, exceptionally patient and very helpful; both strive to help you as much as they can.  

SISMO Modules – a closer look

ADF Radio Modules

Initially you’re impressed when you look at the ADF modules.  The seven segment displays, illuminated in either amber yellow or warm orange are easy to read, well lit and look similar to the displays you would see on a real aircraft.  As you turn the rotary knobs to change the frequencies there is no catching as the knobs are turned and the push-to-activate buttons do not stick in the down position when depressed. 

Problems

One small issue I immediately noticed was that the tinted window plate which sits over the frequency display is not secured; as opposed to other manufacturer’s modules that incorporate the plate into the actual construction of the module.  If you invert the modules the cover plate will fall out of the recess.  I decided this wasn’t a problem as how often are simulators inverted, and securing the plate is an easy exercise; a small piece of double-side tape is all that is needed.

My problems began after roughly four hours of use.  The frequency push-to-activate button was temperamental and would not allow the stand-by and active frequency to be changed with one push; several pushes were required.   The problem is intermittent, but it suggests an issue with clicking mechanism or the button itself.

The next issue to develop was with the rotary knob; turning the knob caused the frequencies to jump digits.  As with the push-to-activate button, the problem was intermittent but, was rectified when you closed and reopened the SC Pascal script.  Perhaps the script needed tweaking.

Poor Quality Knobs and Switches

I was disappointed with the switch knobs used by SISMO.  The two ADF-ANT switches are hand injected low quality “plastic” (?) and have several small injection holes within each of the knobs.   For the minor cost involved, it would have been nice to use high quality machine-injected knobs.  

Each of the ADF-ANT switches slides onto and over the plastic circular shaft of the switch mechanism.  The knob is then secured to the shaft by two grub screws each side of the knob.  It doesn’t take too long for the grub screws to become loose resulting in the knob slipping. 

Other companies have solved this potential problem by using D-shaped shafts or higher quality rotary switches incorporating metal shafts instead of plastic.

My rating 4/10

Audio Control Panel (ACP)

The Audio Control Panel (ACP) replicates the audio system of the B737 (navigation radios, etc).  The ACP occupies a large piece of real estate in the center pedestal and the ability to turn on and off navigation audio sounds should not be dismissed.

LEFT:  SISMO ACP unit does not look realistic with inexpensive poorly moulded buttons and very stark backlighting.  Note that some of the rectangular buttons are not in alignment.  This unit has been constructed with very poor attention to detail.

The main ACP switch is of similar construction to the ADF-ANT switches on the ADF module; it is poor quality with injection holes readily observed.  The clear push buttons used to turn on and off the various audio sounds are of low quality.  The buttons are fashioned from clear acrylic and lack detail and definition.  

I was disappointed that when the ACP unit was fitted onto the pedestal, light from the rear LEDS seeped through along the edge of the module.  I have also noted that some of the buttons are not accurately aligned with one another. 

Often it’s the small things that count and push a product to the next level. 

I was not impressed with the quality and attention to detail on the SISMO ACP unit; therefore, have decided to convert two real B737-500 ACPS to simulator use.

My rating 2-10

Rudder Trim Module

The rudder module incorporates a large knob that is center-spring loaded.  The knob allows the rudder to be deflected in either direction and be recorded in degrees of offset on the scale.  The movement of the defection needle is made possible with the use of small servo motor fitted beneath the module and powered by 12 volts.

The rudder trim knob is poorly moulded and shows hollow holes left over from the injection process.  For those searching for aesthetics, replacement using a real B737 knob is very easy (if you can find a real knob).

LEFT:  SISMO rudder trim module.  Note the very poor moulding on the knob and colour shift with lighting.

The trim needle, at least on my module, is a little lop-sided.  As with the ACP module, stray light from the LED back lighting is readily seen around the edge of the module.  The module does not have a light skirt to stop straying light.

The remainder of the module is aesthetically pleasing.

The rudder trim is one of the modules that is necessary to complete a center pedestal, but unless one is regularly flying with one engine, the module is seldom used.  Therefore; this module from SISMO, even with the irregularities, is a reasonably priced alterative to some of the more expensive counterparts available.

My rating 4/5-10

ATC (Transponder) Module

This is one of the better produced modules from SISMO.  The switches and knobs are well presented, there are no injection holes in the knobs, and the operation is very smooth when altering frequencies. The digital read out is crisp, yellow amber in colour, and the tinted window, which falls out easily on the ADF modules seems to be more secure (although it is the same drop in type).   As with the ADF modules, this module will require you to cut the DZUS rails if you are using a genuine 737 center pedestal.

As a script was never supplied with this module (SISMO did not send it), I cannot provide information to how well it operated.  

My rating based solely on appearance is 8-10

Reliability and Performance – Software and Modules

Software – SC-Pascal Scripts

The modules require SC-Pascal scripts to be installed on the computer of your choice. 

The basic script is downloaded from the SISMO website.  A further “customised” script is needed to configure the modules to the avionics software package you are using (Sim Avionics, Project magenta, ProSim737, Orion, etc) and FSX.  SISMO generate this script for you and all you need to do is run the executable file when you open a flight session.

SC-Pascal scripts are completely new to me, but a little research indicates that the script is used as a software interface between the actual functionality of the avionics modules and FSUPIC / FSX.

Once the scripts are installed and configured correctly, a folder is created in which is stored the config.ini file and the executable script.  The folder and files can be named and stored anywhere on your computer system.   Activation of the modules is achieved by activating the executable script.  

Optionally, direct access to the script can be made by adding the executable command to the auto start folder of your computer.  This option automatically starts the modules when the computer is turned on.  The script then runs in stand-by mode until FSX is activated.  This saves time and repetition having to turn on the SISMO modules separately.

As SISMO utilises Ethernet technology, the various IP addresses of the computer (s) you are using need to be correctly configured to allow communication between the computer and the modules.  This is basic networking knowledge and is relatively easy to learn.

Once the software is configured, the software and modules should operate flawlessly.  

Script Problems

I did have some issues with the SC Pascal script freezing when it was initiated.  The script also caused some issues which appeared to cause the ADF radios to incorrectly display frequencies.  To Juan Ma's credit, he did tweak the script somewhat, however, the problems still occurred.

As I know nothing about SC Pascal scripts, I do not know with certainty whether the problems experienced were caused by a script issue, hardware issue, or something particular to my system.  I believe the issue may have been the SC Pascal script.

For those who know me, I try to keep things simple, and running multiple scripts for this and that does not exactly fit into this "ethos".  There already is the proven and tested FSUPIC, WIDEFS and configuring functionality through ProSim737.  Why complicate matters..... (I have learnt this lesson from experience...)

It would be inaccurate to state that SC Pascal scripts don't work, because there are many simmers who have them operating perfectly.  But, I am not one of these individuals.

Quick List – Pros & Cons

PROS

• Fairly accurate 1:1 ratio (or close to)
• Easy to install and use software (knowledge of SC Pascal required if altering software)
• Laser cut and stencilled lettering
• Ethernet technology

CONS

• Plastic shafts on ADF-ANT knobs (should be metal/stainless)
• Poor quality knobs and switches on ADF, ACP and Rudder Trim module
• Average light coverage for LED back lighting
• ADF and ATC modules do not drop directly onto DZUS rails
• Large number of cards needed for operation
• Not DZUS complaint (requires existing holes to be enlarged)
• Plastic backing plate (easily damaged when enlarging holes for DZUS fasteners)
• Light seepage around edge of some modules from back-lighting (no light skirt)
• SC Pascal script troublesome and works intermittently.
• Poor quality paint work
• Considering the above, expensive

Overall Opinion

The modules are ideal for the budget-conscious flight simmer.  

The lack of quality knobs, switches and poor attention to detail detract aesthetically, while the large number of cards that need to be installed can make installation challenging.  Three failing LEDS and problems with the frequency selector switch on the ADF radio unit may point to quality assurance issues.  The use of Ethernet over USB is highly commended and may reduce information bottlenecks.

My rating for the software is 4/10 (The supplied scripts did not work with my system, which at that time was Sim Avionics and not ProSim737).

My rating for the modules is 3/4-10 (based on fitting issues, quality of knobs, poor attention to detail, poor painting, no light skirts and temperamental frequency selection switches on ADF).

Please note that this review is my opinion only and is not endorsed.

POST SCRIPT: - July 15 2012 – RETURNED MODULES TO SISMO FOR REFUND!

I have returned all the modules, cards and wiring  to SISMO for refund

Initially, SISMO offered me 10% of the value of the products purchased (this included I/O cards that had never been used).  

SISMO stated that the return period had been exceeded, and any products returned would be treated as second hand units.  It didn’t matter that SISMO had not, at that time, sent all the appropriate SC Pascal scripts to ensure correct operation of the modules.  

The writing of the SC Pascal scripts was delayed close on 2 months after I received the modules, and when received, the scripts did not operate as intended.  Excuses were; staff holidays, workloads, Easter break, and awaiting confirmation from another company to facilitate operation.  

Upon receipt of the returned items, SISMO claimed that many of my issues were incorrect or not relevant.

• They claimed that the modules had been damaged.
• They stated that I had broken the LEDS (I told them the LEDS were not working when I received the parcel).
• They claimed I had disassembled the units and damaged the paint and screws.
• They claimed I had re-painted portions of the units.
• They claimed sticky plaster was attached to one of the units. (this maybe true as I used tape to secure the wiring together when I returned the units)
• They charged me import duty and inspection fees when I returned the goods to Spain.
• They claimed I did not include paperwork (which I did). 
• They stated that as the ATC RADIO module was discontinued, a refund was not possible.

I am not going to go into a long account to what has transgressed.  But, I will say that this company cannot be trusted…..They promise the world to you, but if you are not happy with the products, they provide every excuse possible to NOT provide an adequate and reasonable refund.

For example, when I reported the failure of the LEDS to SISMO, their response was “they worked when they left here”.  They did offer to replace the LEDS but, at my shipping expense.  They did offer a discount on further purchases due to the inconvenience.

It should also be noted, that in my initial correspondence with SISMO, I asked whether there modules would drop directly into a real B737 center pedestal.  Juan Ma stated “YES”.  However, on receipt it was discovered that the modules were too large to fit directly onto the pedestal DZUS rails.  I queried Juan Ma from SISMO on this; he stated that it was a language misunderstanding.

Juan Ma understood perfect English when it came to avoiding refunding my purchase money.

Spanish legislation states that every purchase has a 7 day cooling off period, in which a return and refund can be made.  PayPal policy states you have 45 days in which to make a claim.  Without a script (which took two months to receive), how can testing of modules occur!  Further EU legislation states that refunds are possible if items do not function correctly - within set time frame.  Because of the two month delay on sending operating scripts to me, all these options had expired.

I cannot help but think that SISMO delayed the sending of the scripts so as to provide a reason for NOT refunding 100% of the purchase price.

SISMO Solicones appears to be a company that will ONLY support and stand by their products if you want to purchase something or want to use it.  If you ask for a refund on faulty components, components that do not work with your choosen avionics software suite, or scripts that do not function correctly, then expect NOTHING, or at the very least, a minimal refund (and you will have to fight to get this refund). 

What you can expect from SISMO, is e-mail after e-mail informing you that you have no right to refund, that you have damaged the items, that you did not follow SISMO policies, etc, etc.

After many e-mails I succeeded in gaining a E400 Euro refund for an initial E1400 Euro outlay.

I am sure there are many happy customers using SISMO product; however, I am not one and I do not recommend SISMO Solicones.  The quality of their products is poorly executed, attention to detail low, and attempt to maintain good customer relations non-existent (I was returning items)...

In my opinion, it is VITAL that a company standby and support their product-line, and this includes refunds if the product (for whatever reason) does not operate with your simulator set-up.

If you search the Internet, you will find very few comments regarding SISMO, other than company endorsed reviews. 

If you are searching for quality avionics modules, look no further than Flight Deck Solutions or CP Flight.  Both these companies are reliable, produce good products and provide exceptional after sales service.  They also offer a refund if your not 100% satisified with their product.  Whatever you do, don’t spend your money on inferior products from SISMO! (my opinion only).

• This review is rather negative towards SISMO Soluciones; however,  I have "toned down” my anger to this company to produce a balanced and accurate review.  Please understand that this is my experience with this company.  Your experience may well be positive. 

The avionics panels/modues I am currently using are genuine Boeing items converted to FS use and modules made by Flight Deck Solutions and CP Flight.

Feel welcome to make comments, either good or bad in the comments section.

Update on Tuesday, May 21, 2013 at 2:32PM by FLAPS 2 APPROACH

I wasn't expecting such a response to this post.  Nor was I expecting SISMO Soluciones to link this negative review to their website, face book account, and on several other prominent forums.

Whether an individual likes or dislikes a product based on aesthetics and, functionality is subjective; what I dislike, another simmer may like very much.  My main "gripe" with SISMO, is their non return option should you be in the former (dislike) category.

It appears that SISMO have the wrong "end of the stick".

Thanks for your lively comments.   Cheers,  F2A

Video Lecture on Automation Dependancy, Loosing The Ability To Fly

This is an excellent lecture video that discusses the reasons for and the solution to "Automation Dependency".  As aircraft become increasingly complex, higher levels of automation are made available to allow pilots to minimise task loading.  In the late 1990's pilots were often referred to as  flight managers, meaning they supervised how and when various automated systems controlled the aircraft.  Several air crashes during the last decade has revealed that pilots are loosing the raw ability to actual fly an aircraft and are relying increasingly on automation to solve issues during time of critical flight stress.  This lecture video discusses the implications arising from automation dependency and how airlines are attempting to solve the issue.  I found the presentation to be very informative, amusing in parts and helps to explain "What's it doing now"......   The video has been embedded directly from U-Tube.

Replacement Genuine 737 Throttle & Center Pedestal - Full Conversion to NG Style

The last few months have seen quite a bit of activity regarding the throttle quadrant and center pedestal, which has culminated in me selling my former TQ and pedestal and replacing it with an another "more suitable" unit.

Brief Recap

In an earlier post late in 2012, I mentioned I was converting my genuine 737-300 throttle to full automation.  A dilemma I faced was whether to keep the throttle unit as a 300 series throttle with the attached two-bay pedestal, or do a full conversion to make it similar to the Next Generation (NG) style. 

After careful consideration, I decided to convert the throttle quadrant to a full NG style, bringing the simulator in line with a 737 NG airframe for which the MIP is designed.

Stab Trim Switches

One of the biggest differences, apart from thrust lever handles, between early model throttle units and the NG units is the stab trim cut out switches.  On the earlier 300 series units, the switches are paddle / lever style switches while the NG uses toggles and T-Locks.  T-Locks are a safety feature and sit beneath the toggle switches and are spring loaded; the pilot must push down the T-Lock to activate the toggle.  

LEFT:  737-300 TQ with old style paddle-style stab trim levers.

To convert the trim switches requires cutting out the old switches and fitting new reproduction NG style switches.  This is a major task requiring precision work of a surgical nature.  Although reproduction switches can be made, the reproduction T-Locks don't operate as the real T-Locks should.  I did search for some genuine T-Locks and toggles, however, my search was fruitless as these parts appear to be reused by airlines.

Replacement Late Model Throttle & Three-Bay Center Pedestal

A friend of mine informed me that a late model 737 throttle quadrant was for sale.  This unit was in better shape than my existing throttle, included the genuine NG style stab trim switches complete with T-Locks and also had a three-bay center pedestal.  It appears provenance was shining on me as the new throttle appeared for sale a day before the stab trim switches were about to be removed (with a metal cutter...)

I purchased the new throttle and center pedestal (you only live once!).  The "old" 737-300 TQ has been sold to an enthusiast in Sweden.

Complete NG Conversion

To bring the new 737 throttle and center pedestal in-line with a NG airframe requires:

• Attachment of a NG style throttle lever shroud to existing aluminium levers
• Removal of TO-GA buttons and relocation to bring design in-line with a NG (the buttons are identical, but the housing is different)
• Painting of throttle housing and center pedestal from Boeing grey to Boeing white
• Painting of all throttle knobs from Boeing grey to Boeing white.

The biggest hurdle is usually replacing the trim stab switches, however, as these are already present on the new throttle, and are the NG style, I will save considerable time and expense in not having to replace them.

Main Differences - NG TQ Verses Classics TQ

The Boeing airframe that most people associate with today begins with the 737-200 and ends with the 737-800 NGX.  In between we have the classics which refer to the 737-300, 400 & 500 series airframes and the NG, which stands for Next Generation and incorporates the 737-600, 700, 800 & 900 series airframes.

The main differences between a classics and NG throttle quadrant are:

• The stab trim switches are slightly different; the classics having two flat levers while the NG has toggle-style buttons with T-locks
• The throttle thrust lever handles; the classics are bare aluminium and the NG is white aluminium that is ergonomically-shaped.  The TO/GA buttons are also positioned in a different place on the NG.  The knobs (handles) on the levers are also coloured white rather than off-grey
• The method that the throttle thrust levers move during automation.  The classics move both thrust levers together when auto throttle is engaged.  The NG moves each lever individually in what often is termed the throttle dance (this is due to the computerised fuel saving measures incorporated in the NG)
• The center pedestal in the classics is either a two-bay pedestal (early 300 series and before), but more likely a three-bay pedestal.  The NG always has a three-bay pedestal.  Base materials for the center pedestal are also different - aluminium verses a plastic composite material
• The speedbrake knob is very slightly more elongated on the NG unit
• The telephone, circuit breakers and mike assembly differ in type and location

737NG Thrust Levers – NG Skirt & TO-GA

Boeing when they designed the NG style throttle didn’t design everything from new; they added to existing technology.  All NG throttles utilise thrust levers which are identical to those of earlier units.  

Boeing designed a shroud or skirt that attaches over the existing thrust levers encapsulating the older thrust levers and sandwiching them between two NG style pieces.  The assembly is made from aluminium and is painted white.

The TO-GA buttons are located in a different position on the Next Generation units, although the buttons used are identical.

To alter the position of the TO-GA buttons you must detach  the small aluminium box from the 300 series thrust levers, remove the TO/GA buttons, and then re-solder the buttons in the appropriate location on the new unit.

I didn’t make the NG skirt for the thrust levers, but rather purchased a reproduction skirt from Northern Simulations in Florida.  The skirts are produced from aluminium and replicate the exact dimensions of the Boeing part.

Time-Line, Functionality & Conversion

The TQ is being converted to "basic" Flight Simulator use by Northern Flight Simulations

Following this, a good friend and I will be implementing quite a few new features to the throttle unit which will allow: full motorized functionality, full speed brake capability, accurate trim tab movement, alternate trim wheel spin speeds, correct park brake release, trim wheel braking and several other features. 

I want the functionality of the TQ to be as close as possible to that found in the real aircraft; therefore, the methods used to ensure this functionality will be slightly different from the norm.

When the TQ is fully functional and tested, I'll publish a post providing further information and detailed photographs of the various functions.

It's hoped evertyhing will be completed, and the TQ and pedestal installed by late May 2013.  The next month or so will be quite excting!!

Missing The Two-Bay Pedestal.....

I know I will miss the narrower two-bay center pedestal.  A major advantage that will be lost is the ease in climbing into and out of the flight deck; the two-bay provided more room between the pedestal and the seats.  At some stage, I probably will need to install J-Rails because the seats I'm using are fixed-claw feet Weber pilot seats; J-Rails will be needed to allow lateral seat movement.

BELOW:  Montage of several images showing main visual differences between 737-300 "classic" throttles and the 737 NG style throttle units. The 300 series TQ is my old throttle unit but, the NG TQ belongs to a mate of mine.

Batch Files & Flight-1 Program Launcher - Time Savers

Using Flight Simulator from a flight deck is not as straightforward as many may believe.  Before a flight can commence several programs must be started on two or more computers.  These programs include, but are not limited to; Flight Simulator, ProSim737 (main module, MCP, audio, instructor station, CDU & display modules), FSRAAS, Electronic Flight Bag, WideFS, PM Sounds and so on... 

Although it's not exceptionally time consuming, it does become tiresome using the mouse to activate each program, even if you have shortcuts established on the Microsoft shortcut bar. 

There are numerous methods that can be used to open programs: FSUPIC, WIDEFS, add on programs or a batch file; however, many virtual pilots lack the necessary skills or confidence to successfully interpret FSUPIC and WIDEFS or write a batch file that works the way it's supposed to.

Flight-1 Program Launcher

Flight-1 Program Launcher is a very easy program that makes starting a flight session exceptionally easy.  In two mouse clicks you can have ALL the required programs opened and ready to use.

LEFT:  Flight-1 Program Launcher interface (click to make image larger)

Simplicity

The program is standalone, meaning it can reside anywhere on your computer system and does not install into the flight simulator folder directory.  The program interface is very easy to use.

After installation you need to create a list of programs you want the launcher to open.  To do this you click the browse button on the launcher's interface and search for the executable file (.exe) of the target program, and add it to the list and save. 

You can select which program starts first, second and so forth....  When you save your preferences a small autostart.cfg file is created in the Flight-1 program folder; this is your preference list (example at left).

The Flight-1 Launcher only opens programs, it does not close them.

Flight-1 Launcher -  Works Out-Of-The-Box

I've been using this nifty program for a few weeks now and have had no issues what-so-ever with it.  It works "out of the box" as designed, and best of all it's shareware!

Flight-1 Program launcher is a free add on available at Flight-1 website. 

If you would prefer you can download it directly from my site here FS Add On Downloads.

Writing Your Own Batch File

It's a simple process to develop your own batch file.  I've outlined how to make a batch file to close programs.  The same can be done for opening programs but, with different syntax.

1. Open Notepad ad the editor. Go to "Start" and click on "Accessories." Select "Notepad" from the menu.
2. Find the file names of the programs you want to close. With the programs running that you want to close, right-click on the task bar and click the "Task Manager" option. Select the "Processes" tab to view a list of file names that are currently running.
3. Use the "taskkill" command (or whatever command you wish) along with the file names you got from Task Manager. Write a separate command for each file you want to close. Each command line should look like the following example: taskkill /im filename.exe. If one of the programs you are closing is Firefox, the command line would read: taskkill /im firefox.exe.
4. Save your new application as a .BAT file. Select "Save As" and manually type ".BAT" at the end of the file name you gave to the batch file you just created.
5. Run the batch file. Double-click on the new application to run it. All the programs you included in the batch file should shut down properly.

A shortcut can then be made to the created file and placed into your shortcut folder.  To edit the batch file, right click the file and select edit.

The syntax required to ensure a batch file works correctly can vary between computer operating systems and your requirements.  I'd recommend a quick search on the Internet to determine the best syntax to use (Google "how to write a opening batch file").

A benefit of using a batch file is that you have to only click one button with your mouse to open or close all the programs required to operate Flight Simulator.

The batch file below is the file I use to open my programs on the main FS computer.

@Echo off
Echo. Loading software.  ALPHA MAIN COMPUTER
start /d "C:\pmSounds" pmSounds.exe
TIMEOUT 2
start /d "C:\Pro Sim\ProSim737" Prosim737.exe
TIMEOUT 9
start /d "C:\Pro Sim\ProSimMCP" ProsimMCP.exe
TIMEOUT 7
start /d "C:\Pro Sim\ProSimAudio" ProsimAudio.exe
TIMEOUT 3
start /d "C:\FsRaas20" FsRaas20.exe
TIMEOUT 2
start /d "C:\LOLA" LoLa17.exe
TIMEOUT 3
start /d "C:\FS10" fsx.exe

Another batch file that can be used which will do the identical action is:

@Echo off
Echo. Loading software.  ALPHA MAIN COMPUTER
ping -n 2 127.0.0.1 >nul
start /d "C:\pmSounds" pmSounds.exe
ping -n 2 127.0.0.1 >nul
start /d "C:\Pro Sim\ProSim737" Prosim737.exe
ping -n 4 127.0.0.1 >nul
start /d "C:\Pro Sim\ProSimMCP" ProsimMCP.exe
ping -n 2 127.0.0.1 >nul
start /d "C:\Pro Sim\ProSimAudio" ProsimAudio.exe
ping -n 2 127.0.0.1 >nul
start /d "C:\FsRaas20" FsRaas20.exe
ping -n 2 127.0.0.1 >nul
start /d "C:\LOLA" LoLa17.exe
ping -n 2 127.0.0.1 >nul
start /d "C:\FS10" fsx.exe

The numeral after TIMEOUT and png -n is the number of seconds allowed before the next program opens. 

For those that are curious, @Echo off triggers a command to prevent the command text from being visible when the batch file is executed.

Closing Programs - Batch Closure File

The best method to close your simulation dependent programs is to create a closure batch file that closes each program sequentially.

Although it's a simple task to closes programs simultaneously (end processes in Windows Task Manager), there is debate in the computer community to whether killing a program straight-out is a good idea; one school of thought suggests that killing several programs simultaneous may cause problems, if a program is writing files to its file structure and not enough time is allowed for this to be completed.

For this reason, I'm hesitant to close Flight Simulator (or other programs) using a closure batch file without a timeout or delay sequence.  Needless to say, it's an easy process to configure a time delay into a batch file to create a delay before closing each program.

TIME OUTS

Depending upon your computer specifications some programs may open and close at differing speeds.  If you want to ensure that a program is opened or closed before the next program, then a delay sequence will need to be timed into your batch file.  There are several ways to do this and the syntax varies. 

Below is the Batch Closure file I use on my main FS computer.

@Echo off
Echo. Closing software.  ALPHA MAIN COMPUTER
taskkill /im PMSounds.exe
TIMEOUT 3
taskkill /im wideclient.exe
TIMEOUT 5
taskkill /im ProSimAudio.exe
TIMEOUT 3
taskkill /im ProsimMCP.exe
TIMEOUT 5
taskkill /im Prosim737.exe
TIMEOUT 10
taskkill /im FsRaas20.exe
TIMEOUT 5
taskkill /im LoLa17.exe
TIMEOUT 5
taskkill /im FSRealTime.exe
TIMEOUT 2
taskkill /im fsx.exe

The TIMEOUT command is used to trigger a delay between the programs, ensuring that any read/write requirements are able to occur before the next program closes.  The numeral denotes seconds.  The timeout settings on this file are a little long and probably should be shortened.

IM specifies the image name of the process to be terminated.  For example, PMSounds.exe

You will note I've used Taskkill to close the programs.  Taskkill will cause the program to terminate gracefully (1), asking for confirmation if there are unsaved changes. To forcefully kill the same process, add the /F option to the command line. Be careful with the /F option as it will terminate all matching processes without confirmation.

(1)  Information regarding Taskkill obtained from several Internet resources.

Variable Syntax

Differing syntax can be used within a batch file to essentially acheive the same result.   I have uploaded to this site the four batch files I use:

• Batch open programs - Main FS computer
• Batch close programs - Main FS computer
• Batch open programs - ProSim737 Computer
• Batch close programs - ProSim737 computer

The files can be downloaded here (Training & Documents/FS Add On Downloads)

• Be aware that these batch files suit my purposes and the computers I use; you may have to edit these files to take into account the programs you use, their location on your computer, and the sequence you wish the programs to open and close. 

I am NOT a computer technician.  What I have done above has worked flawlessly on my system for over a year; therefore, I'm confident it will also work on your system. 

If you are like me and tire of opening and closing several programs with a mouse, then try a batch file, or at the very least download and trial the Flight-1 Program Launcher.

Reference Nav Data - CDU Functionality Explained

In past posts, I’ve documented some of the functionality of the Central Control Unit (CDU).  Following on with this theme, let’s look at four navigation data functions the CDU is capable of: Reference Nav Data, Nav Options, Nav Status and Nav Frequency Changes.

Before continuing, the CDU is controlled by the avionics suite you are using; whether it is ProSim737, Sim Avionics or whatever.  Each avionics suite provides differing functionality; therefore, if something does not operate as indicated, it maybe the limiting ability of your avionics suite.

Note:  This post follows standard terminology.  lsk3R means line select key 3 right.

------------------------------

A:  REFERENCE NAV DATA

Occasionally, you will need to cross check information and the frequency of a specific navaid.  

The Reference Nav Data display is part of the Nav Data page and can be assessed by the INDEX page:

INIT REF / INDEX / NAV DATA (lsk1R)

The screen will show three available options: Enter WPT Ident, Navaid Ident and Airport Ident.

Example:  Type HB into the navaid Ident.  Two pages will be displayed showing all the HB Idents from the navigation database.  Selection of the appropriate navaid (HB) will present a further page displaying the following information:  Navaid WPT, Airport and Ident code, Latitude, Longitude, Frequency, Elevation and magnetic variance.

NOTE:  If you cannot identify the ident by name use the Longitude and Latitude coordinates.

------------------------------

B:  NAV OPTIONS & NAV STATUS

Following on from the Reference Nav Data page are:  Nav Options and Nav Status.

Nav Options and Nav Status can be assessed two ways:

1:  INIT REF/ INDEX / NAVDATA (lsk1R) / NAV OPTIONS (lsl6R)  
2:  PROG (progress) / NAV STATUS (lsk6R)  (use when in flight)

Two consecutive pages are available: Nav Options and Nav Status.  By default, Nav Status (page 2/2) is displayed.  Use the PREV and NEXT PAGE keys to cycle between the two pages.

Nav Status - page 1/2

This page provides you with a list of the closest navaids including frequencies.  It also indicates the currently set identifier and frequency for NAV 1 and NAV 2 (as set on the NAV 1/2 radio).

Nav Options - page 2/2

This page can be used to inhibit a particular waypoint or station.  By inhibiting a navaid, it will not be able to be used by the CDU to calculate a navigation solution.  By default all navaid types are activated.  At crew discretion, two VOR and two DME stations can be inhibited.  When you inhibit a navaid it will be removed from page 1/2 and not be visible in the Nav Status page list.  The inhibited navaid will be reset when you reset the CDU.  

------------------------------

C: FREQUENCY CHANGE - ALTERING THE THE CDU

In usual practice, crew will alter the navigation, communication, ADF and transponder frequency on the actual panel located in the central pedestal.  However, often you may need to cross check frequencies, dial in a third frequency for positional awareness, or use a frequency from an avionics module not present in the pedestal or that is malfunctioning.

The alter Nav Data screen can be assessed by:

MENU / MAINT (lsk6R) / COM/NAV (lsk3L)

This will display a page showing all idents and frequencies currently being used.
COM 1, COM 2, NAV 1, NAV 2, ADF 1, ADF 2 AND EXPR

To alter a frequency, type into the scratch pad the frequency of the navaid and upload to the appropriate line.  To upload, select and press the key to the left or right of the nominated radio.  Changing a frequency in the CDU will also cause a corresponding change in the frequency of the selected radio (in the center pedestal).

Flow Route

When you work through the above four functions of the CDU, you will note that the INDEX function is always available.  This allows you to easily develop a flow route as you move between the various pages.  Once you know how the flow route operates, you will discover that the CDU is very much like a book with several hundred pages of information that is easily assessable via a few “select” menu keys.

As with all my posts, if you discover a discrepancy please contact me so it can be rectified.

BELOW:  Montage of images from the CDU showing various pages displayed within the Reference Nav Data.  CDU is manufactured by Flight Deck Solutions (FDS).  Click image to see larger.

B737 Auto Brakes - Converting & Using a Genuine Auto Brake

Enthusiasts don’t normally give a second thought to the rotary- type auto brake mechanism on the Main Instrument Panel (MIP); it works and that’s all that matters.  However, the rotary’s operation does not replicate the correct operation of the auto brake in a Boeing 737 aircraft.

LEFT:  Genuine B737-500 auto brake rotary (click image for larger view).

In the real aircraft, a pilot has the ability to select between auto brake OFF, 1, 2, 3, and MAX.  The first three brake indications and off are achieved by turning the knob in a clockwise or anticlockwise direction, however, the knob stops at MAX.  To engage MAX, the pilot must pull the knob out from a retainer and then move it a further click to the right.  The reason for this is quite simple; engaging auto brake MAX results in severe deceleration which can be stressful and uncomfortable for passengers, as well as creating undue wear and tear on the braking mechanism of the aircraft.

Aviation Scrap Yard to Me

To my knowledge, the auto brakes operate and use the identical rotary mechanism throughout the Boeing aircraft series, the exception being the size of the actual knob mounted on the rotary.  The early model auto brake assemblies have a largish style knob, while the 500 series aircraft has a smaller knob that is identical to the NG airframe, with the exception of the parallel black strips.  

Larger, Robust and More Complication

If you have inspected any genuine aviation part, you will have noted that the size of the item is usually quite large in contrast to reproduction simulator part.  This is because a real part must be manufactured to take into account the nuances of pressure, fatigue, vibration, water and dust proofing, and be made as sturdy as possible to ensure operational longevity.  Genuine parts regularly are designed to military specifications and can withstand considerable abuse.   

Similarly, the wiring within and from a real part can appear complex with several wire lumes and connection outlets.  Aviation parts frequently use Canon-style rotary plugs which can contain up to 32 different pin-outs.  In a real aircraft, these wires connect to circuit breakers and a magnitude of interconnecting electrical components and power sources; however, in flight simulator a lot of these wires are not needed.

With so many variables, it’s a “tricky” business determining which is the correct pin-out or outlet to use. 

Auto Brake Mechanism – A Lot Simpler Than Most

The auto brake assembly is a lot simpler to convert than a more sophisticated avionics item. 

You are only replacing the rotary with another rotary, and connecting the wires already connected to your interface card to the correct connectors on the rotary.  The only “tricky” part is determining which outlet on the real rotary to connect the wires to.  Determining this is either by trial and error or finding a schematic diagram for the rotary.  I was fortunate in that I had access to the later…

Conversion and Retrofit

Remove from the MIP the “plastic” auto brake rotary and front light plate.  Check to determine if the shaft of the genuine rotary will fit through the panel and MIP wall; the circumference of the hole may need to be widened.   If this is necessary, it’s important that you do not damage any IBL backlighting that maybe used in the light plate.  IBL is usually sandwiched between the back and front of the panel.

I used a dremel tool to gently and very carefully remove part of the light plate to allow the rotary to fit through the hole in the plate.  Do NOT use a drill as this may fracture the light plate.  

Fitting the Rotary Nut – Enlarging the Plate Recess

The rotary is securely connected to the MIP via a hexagonal-shaped nut.  Depending on your MIP manufacture, you may need to enlarge the hole on the rear of the plate to enable this hex nut to be recessed in the plate.  If you are using a MIP made by Flight Deck Solutions you will not need to do this as FDS have designed their MIP to fit genuine parts.  Use the dremel to gently enlarge the recess on the rear of the plate.  Be VERY careful not to damage the light plate; use the dremel tool very lightly.  

Wiring

The genuine rotary appears to look like a squid with an assortment of wires emanating from screw connectors.

Remove all the wires and screws and thoroughly clean the unit with a suitable cleaner.  Do not discard the wires and connectors as you can probably reuse the high grade aviation wire; remember recycling is good and helps the environment.  You will note that each connector is marked by a printed number.  
Table 1 provides a key to which connectors you use to connect the rotary to Flight Simulator

TABLE 1:  Terminal number and function

NUMBER        FUNCTION
31             Common or Earth
32             RTO
33             OFF
34             1
35             2
36             3
37             MAX

Replace the screws in the appropriate connectors you will need to use.  Then add a section of wire (use the old wire first) to the connectors.  If you cannot reuse the sturdy clips, then use automobile electrical tabs.

If you have not done so already, before you cut the wires from the (to be replaced) “plastic” rotary, mark with tape and pen which wires connect to what function – RTO, OFF, 1, 2, 3 & MAX.  This will make it an easier task when reconnecting the wires.

Aligning Rotary on MIP

The “plastic” rotary you removed from the MIP has a small plastic tab that allows you to align the rotary in the correct position, so the knob on the plate aligns to the correct operation of the rotary; the genuine rotary does not have this convenience, so before you secure the rotary in place make sure the RTO and MAX correspond to the correct knob position on the panel.  I marked the rotary with a permanent marker – RTO and MAX to avoid mounting the unit in the incorrect position.

Connect the wires from the new rotary to those cut from the removed “plastic” rotary either by solder or a terminal strip.

Is There a Difference?

Can I notice and feel the difference between the older rotary and the genuine rotary?  In a nutshell - a resounding YES. 

The genuine rotary is firmer to turn, engages with a distinctive audible click, and feels more robust.  The knob also feels different to the reproduction knob; probably because the reproduction knob is made totally from arcylic and a genuine knob, although made from similar material, has a stainless shroud around the inside of the knob.  This "may" cause the knob to feel more secure on the rotary.

Korry Annunciators

I didn’t use the genuine Korry annunciators for the auto brake, but maintained the use of the FDS reproduction lights; genuine Korry annunciators may look good, however, connection and operation is fraught with issues.  Korrys require high amperage, connection to analogue cards and often require voltages in excess of 5 and 12 volts.  While converting genuine Korrys is possible, it’s not without substantial expense.  Also, once you replace one annunciator light with a genuine Korry, you need to replace them all for consistency in colour and luminance intensity…, which entails several interface cards.

Below is a short video showing the use of the auto brake assembly.

Auto Brake Usage

The auto brake is designed as a deceleration aid to slow an aircraft on landing or in rejected take off.  The rotary switch has four settings: RTO (rejected take off), 1, 2, 3 and MAX (maximum).  The brake can be disengaged by turning it to OFF, by activating the toe brakes, or by advancing the throttles; which deactivation method used depends upon the circumstances and pilot discretion.  

RTO and MAX provide similar braking power.  1, 2, 3 and MAX provide an indication to the severity of braking that will be applied when the aircraft lands.   Often, but not always the airline will have a policy to what level of braking can or cannot be used; this is to either minimize aircraft wear and tear or to facilitate passenger comfort.  

In general, setting 1 and 2 are the norm with 3 being used for wet runways or very short runways.  MAX is very rarely used and when activated the braking potential is similar to that of a rejected take off; passenger comfort is jeopardized and it’s common for passenger items sitting on the cabin floor to move forward during a MAX braking operation.  This “safety feature” is the reason why Boeing airframes have been designed so that the pilot must pull the auto brake knob before selecting MAX.

If a runway is very long and environmental conditions good, then a pilot may decide to not use auto brakes favoring manual braking.

Important Facet

It’s important to grasp that the 737 NG does not use the maximum braking power for a particular setting (maximum pressure), but rather the maximum programmed deceleration rate (predetermined deceleration rate).  You can only obtain maximum braking pressure using either RTO or when depressing the brake pedals.  Therefore, each setting (other than RTO) will produce a predetermined deceleration rate, independent of aircraft weight, runway length, type, slope and environmental conditions.

My Preferences and Anti-Skid

My preference for using auto brakes is, that when conditions are not ideal (shorter and wet runways, crosswinds) - I devote my attention to the use of rudder (for directional control) without concern for "braking"... the "machine does the braking", and I take care of keeping the aircraft on the center-line...
Anti—skid automatically activates during all auto braking operations and is designed to give maximum efficiency to the brakes, preventing brakes from stopping the rotation of the wheel, thereby insuring maximum braking efficiency.

Future Posts

I hope this conversion and explanation of use is helpful to you.  If you note an obvious discrepancy, please let me know so it can be rectified.

In future posts, we will look at replacing other gauges and switches on the MIP with genuine aircraft parts.

BELOW:  Photo montage of auto brake assembly.  Final conversion lower right picture - ready to install to MIP.

B737 Blanking Plates - Cover That Unsightly Gap

No matter what style of simulator you’re using or have constructed, you’ll most likely have a center pedestal installed.  The pedestal will be either a two-bay or three-bay type and be a genuine aviation part incorporating DZUS fastener rails, or a reproduction unit manufactured from wood, metal or plastic.

LEFT:  An assortment of Boeing blanking plates complete with DZUS fasteners recently removed from a scrapped B737 - the dirt and dust is still on them!  Note three differing sizes - 1/2", 2" and 4".  (click image for larger view)

The two-bay pedestals, once allotted the standard Boeing avionics suite, usually have no  space remaining for additional avionics; however, the three-bay pedestals have substantially more "real estate" and often there are gaps where avionics modules are not required.  Most enthusiasts either leave this space open which looks very unsightly, or manufacture their own plate to cover the gap.

Genuine Blanking Plates

Why not use the real part….  

Boeing produces several blanking plates in varying sizes to be used by technicians to cover any “gaps” not used in either the center pedestal, MIP or overhead assembly.  These plates are machine-grade light weight steel (or aluminum), are already painted Boeing grey, and incorporate the required number of DZUS fasteners for attachment to DZUS rails.  The plates come in a variety of sizes with 1 inch, 2 inch and 4 inch being the norm.

These plates are inexpensive and usually retail between $5.00 - $20.00 USD, and not only fulfill the task of covering an unsightly gap, but are easy to install, come precut, are painted Boeing grey, with installed DZUS fasteners. 

If not using real DZUS rails and your pedestal in made from wood or plastic, then it’s relatively easy to remove the fasteners and replace them with reproduction screw-type DZUS available from GLB Products.

Most aircraft wrecking yards carry these plates, as airlines regularly purchase them.  Failing this E-Bay often has blanking plates for sale.  It’s not important whether they are Boeing 737 type plates as the plates are identical between all Boeing airframe types.

Speed & Altitude Intervention (SD INTV & ALT INTV) & V-NAV - How to Use It

There are numerous levels of automation that can be used when flying the Boeing 737, and selection is accomplished via the Control Display Unit (CDU), or engagement of several modes available via the Mode Control Panel (MCP).   

The MCP has several features that can be used to control the outputs from the auto pilot:  Level Change (LVL CHG), Vertical Speed (V/S), Cross Wheel Steering (CWS), Lateral Navigation (L-NAV), Vertical Navigation (V-NAV), Speed Intervention (SD INTV) and Altitude Intervention (ALT INTV). 

In this post we will examine the use of altitude and speed intervention and demonstrate the use of these modes in flight with V-NAV and L-NAV engaged.  It's assumed you already know the basics of what V-NAV is and what it can do.

Before continuing, you must realize that there is a lot of interconnection between the differing avionics of the 737 aircraft.  When you alter one aspect, often a corresponding change within another system may occur.  These systems are replicated in the flight avionics suite that you are using, however, functionality is often dependent upon which software suite you are using.  The following information pertains only to ProSim737’s avionics suite.  

V-NAV can be confusing

Understanding V-NAV and the use of Speed and Altitude Intervention can often be a confusing subject to grasp; real-world pilots with years of training can become perplexed to how the flight computer is controlling the aircraft.  A report commissioned by Honeywell (Cognitive Engineering Anaylsis of Vertical Navigation, 2000) indicated that "the use of V-NAV are well known sources of operator confusion, and explain, in part, the operational issues experienced by airline pilots".  This report can be downloaded in pdf from the Training & Documents section.

I've attempted to convey this information succinctly; however, please treat this as a introduction. I’d recommend reading the appropriate section in the Flight Crew Operations Manual (F-COM) for a more thorough understanding.

V-NAV, MCP & FMA

An often misunderstood facet of the MCP is that the illuminated lights indicate whether a function/mode is turned on or off.  This is not entirely correct.  Illuminated lights indicate modes that can be switched off.  Active modes that cannot be switched off, extinguish their light on the MCP.  A pilot (virtual or otherwise) would be foolhardy to rely solely on this method to determine the operational status of a mode or function and cross referencing with the FMA and CDU is considered wise.

The Flight Mode Annunciator (FMA) seen above the Primary Flight Display (PFD) displays various alerts and status messages and it’s prudent to cross reference between the FMA, MCP and CDU to determine what exactly is happening at any given time.  When a function is about to be executed, the FMA will draw a green rectangle around the function.  

• If in doubt, always disengage V-NAV and then reengage after studying your predicament.

Speed Intervention (SD INTV) & Altitude Intervention (ALT INTV) – Why?

The flight deck can be an extreme work environment, especially during the high-task descent approach phase of the flight; speed and altitude intervention were designed to allow pilots to easily and quickly change either the speed or altitude of their aircraft without re-programming the CDU or disengaging V-NAV.  The intervention buttons are strategically located on the MCP and when engaged (pressed) allow you to quickly change either speed or altitude level on "the fly".  To engage these buttons they must be depressed for one to two seconds.

Scenario

You are flying at FL280 (28,000’) at 300 kias (.54 Mach).  The CDU has a flight plan engaged (Company Route) and the CDU LEGS page specifies speed and altitude constraints.  V-NAV, L-NAV and CMD (A or B) is engaged.  The speed window located on the MCP should be blank (one indication that V-NAV is engaged) and the V-NAV, L-NAV and CMD A or B indication buttons will be illuminated.

L-NAV will be controlling the lateral navigation of the aircraft while V-NAV will be controlling the altitude of the aircraft relative to the altitude and speed constraints that have been set in the CDU.

You have been asked by ATC to decrease your speed to 280 kias and lower your altitude to FL260.

Speed Intervention (SD INTV)

Engaging speed intervention you will immediately observe that the MCP speed window becomes active iand displays your current speed.  Dial in into the speed window the new speed requirement of 280 kias.  Notice on the PFD that the speed indicator value above the speed tape has changed from 300 kias to the new speed of 280 kias.  If you cross check with the cruise altitude (INDEX/PERF INT/CRZ ALT) in the CDU it will still indicate the cruise speed of 300 kias.  

If you wish to stay at this speed (280 kias), you will need to manually alter the cruise speed constraint in the CDU.  However, in this case the reduction in speed is momentary and ATC advise you to return to your original speed.  

To do this, you press the SD INTV button and your speed will return to the original speed.  Note the speed indication on the PFD changes from 280 kias back to 300 kias.  Also note that the MCP speed window is now blank (no actual speed display). 

If you practice this a few times, it will become second nature and will soon be your preferred method to alter speed momentarily, but maintaining the original speed constraint within the Vertical Navigation system.

Altitude Intervention (ALT INTV)

Altitude Intervention is little more convoluted compared to the simpler Speed Intervention.  This is because the relationship changes between whether the aircraft is ascending or descending.

In normal flight with V-NAV and L-NAV engaged the FMA will read FMC SPD / LNAV / VNAV PTH and the V-NAV, L-NAV and CMD buttons on the MCP will be illuminated.  

Descent using ALT INTV - Let’s assume the same scenario (FL280 to FL260)

Dial into the MCP altitude window the new altitude (FL260).  You will observe the PFD changes from the original altitude of FL280 to FL260.  Press the ALT INTV button and you will notice the FMA annunciates: FMC SPD / LNAV / VNAV PTH.   The aircraft will then descend at 1000 fpm until FL260 is reached.  

It’s a function of ALT-INTV that all descents are maintained at 1000 feet per minute.  Interestingly, this corresponds to the same decent rate when using “Descend Now” in the CDU.  

If you cross check with the cruise altitude (INDEX/PERF INT/CRZ ALT) in the CDU it will still show the original cruise altitude of FL280.  The CDU has NOT been automatically updated to the lower altitude (this is normal). 

To return to the original altitude level of FL280, dial into the MCP the previous altitude level (FL280), press ALT INTV and the aircraft will ascend to FL280.    

However, if you want to remain at FL260, you will need to manually update the cruise altitude in the CDU.   

• It’s important to remember that V-NAV will not engage unless the original altitude level (FL280) is manually dialed into the altitude window of the MCP.

ASCENT using ALT INTV - Let’s assume the same scenario (FL260 – FL280)

The ALT INTV button operates a little differently when you ascend.   For a start, it automatically updates the cruise altitude (CRZ ALT) to the new altitude level.  The FMA will annunciate:  N1 / LNAV / VNAV SPD during the climb phase of the flight, changing to FMC SPD / LNAV / VNAV PTH when the new altitude level is reached.

• It’s important to remember the main difference between using ALT INTV during an ascent or decent is the Cruise Altitude in the CDU ONLY updates for ascents and not descents.

Special Considerations – ALT INTV

When using ALT INTV, there are several variables pertaining to the altitude constraint that alter depending upon whether you are in V-NAV climb, cruise or descent.  Rather than re-word what already has been written, I’ve scanned the appropriate page from the Cockpit Companion by BIll Bulfer below.

Other Ways to Change Altitude Maintaining V-NAV

There are other ways to either ascend or descend to an assigned altitude and still use V-NAV.  You can engage Level Change (LVL CHG) or use Vertical Speed (V/S); using either will cause the aircraft to descend.  Level Change will cause a relatively fast descent whilst Vertical Speed allows you to input the descent rate – both of which can be greater than the 1000 fpm ALT INTV uses.  

Dial into the MCP altitude window the new altitude level and press either LVL CHG or V/S and the aircraft will descend to that altitude.  Note that the V-NAV light on the MCP extinguishes and the speed window becomes active showing the aircraft’s current speed.  To return to the original altitude level, dial into the altitude window the original altitude level and press the V-NAV button on the MCP.

I prefer to use LVL CHG or V/S to initiate a descent to be more reliable than using the ALT INTV (read on…..).

Reliability – Avionics Software Suite

In ProSim737 using Version 1.23, I've observed that the ALT-INTV occasionally exhibits difficulty in holding a lower altitude level. 

The Boeing system is designed in a way that once the V-Path is intercepted, the Flight Director cross hairs maintain the new altitude by pitch.  In ProSim737 this pitch is often difficult to hold and a resultant pitching of the aircraft (up and down) occurs as the system attempts to hold altitude.  When using Level Change or Vertical Speed this does not occur.

I’m unsure if this behavior is common only to my system or is more widespread; but  a way to solve the issue is to turn V-NAV off and on, or use Level Change or Vertical Speed.  When you deactivate V-NAV the aircraft will remain at the assigned altitude, but note the speed displayed in the MCP speed window will match your current speed as displayed on the PFD.  This is a danger to new players especially if the speed during the decent has been slower than expected.

When you want to return to the original altitude level, dial into the MCP window the original altitude and press V-NAV.  The aircraft will then return to that altitude and V-NAV will be active.

I find that V-NAV can cause confusion, especially if you are still learning the system and how it interacts with other variables in the CDU.

• If at anytime during a flight you observe a V-NAV discrepancy and become unsure of what the aircraft computer is doing, the best option is to turn V-NAV off and on again - usually this solves any potential problem.  

The developers at ProSim737 are continually tweaking these variables, so in the future version releases this issue probably will not be apparent.

Summary

During a flight there are many of reasons why you may need to alter speed and/or altitude; whether it is to divert around a localized weather pattern or to abide by an Air Traffic Control request.  Whatever the reason, often the new requirements are short-lived and a return to the original constraints necessary. 

Both the SD INTV and ALT INTV functions can be used as time savers to alter either speed or altitude without spending unnecessary time updating the CDU.  The time saved in the latter being especially important during the high-task descent and approach phase of the flight.

In this post I've attempted to explain the intervention functionality of the B737 and provide a "work-around" should V-NAV not operate as anticipated.  However, to fully understand the interrelationship between these systems, the CDU and flight dynamics I strongly recommend perusing the Flight Crew Operations Manual (FCOM) and the “Cockpit Companion” written by retired aircraft captain Bill Bulfer.  

If I’ve made any glaringly obvious mistakes in this post, please contact me so they can be rectified.

To read a review I made of the Cockpit Companion click here.

To download the FCOM click here.

Table 1:  ALT-INTV FMA indications and notes

Acronyms

FMA – Flight Mode Annunciator
V-NAV – Vertical Navigation
L-NAV – Lateral Navigation
MCP – Mode Control Panel
ALT-INTV - Altitude Intervention
SD-INTV - Speed Intervention
LVL CHG – Level Change
V/S – Vertical Speed
CDU – Control Display Unit
FMC – Flight Management Computer
PFD – Primary Flight Display

Update on Friday, March 1, 2013 at 8:44AM by FLAPS 2 APPROACH

Thanks to those readers who have e-mailed recommending suggestions and pointing out a few glaringly "obvious" spelling mistakes which crept into this post.  Cheers,   F2A

737 Classic Flight Deck - Scrap to Home Flight Deck

I thought I'd post an image of how a flight deck appears after removal from the aircraft. This is a flight deck belonging to a Boeing 737 classic series which is the model previous to the 737 NG; I think this deck belongs to either a 737-400 or 500 series airframe.  Anything of value is slowly being removed for either scrap metal, repair and reuse, or for possible inclusion in a home flight deck. 

One aspect of flight deck building I enjoy is finding and using recycled parts.  Who said recycling carn't be enjoyable  :)

I've made this image full size, so if you want to see it in more detail click the image (image use courtesy of Tim).

I published a journal post on using genuine aircraft parts in the simulator sometime back. 

In my next post we'll look more closely at the Speed and Altitude Interventon (SD INTV & ALT INTV) functionality.