Adding Liveries to ProSim737 Flight Model

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The livery for the JALTRANSOCEAN Air, which depicts a whale shark is spectacular.  Why would you not want to use liveries when some look like this.  The whale shark inhabits the waters that this particular airline fly to (southern Japan) - © DavE-JetPhotos

Flight simulator enthusiasts enjoy flying the livery of their choice, whether it be a cargo carrier such as FedEX, or a livery from one of the many passenger airlines that fly the Boeing 737 airframe.  

Airlines have unique liveries that identify the carrier.  Often the design is specific to the country or to a particular motif unique to the airlines.  For example, QANTAS depicts a red kangaroo on its tail and Aeroflot always depicts the Russian flag on its tail wing.  Some liveries relate to airline branding, others can be nationalistic (those carrying flags on their tail wings), and others can be just for fun - such as Taiwanese airline's Eva Air 'Hello Kitty' livery.  Wikipedia has an interesting list of airlines that have liveries that relate floral emblems, animals, flags and the like.

Some software companies, for example PMDG, have developed livery add-ons that can be installed by a self-extraditable .exe file;  it’s only a matter of clicking the .exe file and following the prompts, and the information, textures and changes are automatically installed behind the scenes by the software.  

The ProSim737 flight model (developed by ProSim-AR) does not at the time of writing provide a self-executable file for add-on liveries; users must install liveries manually.  Thankfully, the steps to install a livery are generic, and have been more or less the same since FS9 and FSX.

This article will address how to install an aircraft livery to the main aircraft folder for ProSim737 using the ProSim737-800-2018 Professional aircraft using Prepar3D (P3D). 

Important Points:

  • As of March 2020 there are a number of differing ProSim737 flight models, each generating a different folder name and a slightly different naming profile in the aircraft section in the aircraft.cfg file.   I have updated the relevant information in this article to reflect the 2020 Version 155 visual model and Version 2.42 flight model.

  • Liveries used in Version 2 flight and visual models are not compatible with the Version 3 flight and visual model.

For those users who use the ProSim737 Version 2 flight and visual model, the process of installing liveries is similar, however, the ProSim737 folder structure is different.  Also, the older liveries use a different method to create the textures (not PBR).

Back-up

Before proceeding with any amendment to the aircraft folder, make a backup of the ProSim737 aircraft folder BEFORE making changes.  It’s also wise to copy the default aircraft configuration file.  This can easily be done by right-clicking the file and saving as a copy.  The copy can reside in the same folder, as it will have the word ‘copy’ annotated to the file name.

It’s good policy to do this just in case a problem is experienced.   If a problem presents itself, it’s an easy matter of deleting the aircraft folder and replacing it with the original, or replacing the aircraft configuration file.

The Basics

We are interested in three components:  

(i)      The ProSim737 default aircraft folder;

(ii)     The add-on livery texture folder; and,

(iii)    The aircraft configuration file (aircraft.cfg).

Note that the default ProSim737 aircraft is installed via a self-executable file that installs the default 738 aircraft to the correct folder.

File and Folder Structure

The ProSim737 aircraft software installs the aircraft to the following folder: D://Documents/Prepar3D V4 Add Ons/ProSim-AR/Simobjects/Airplanes/ProSim737-800-2018 Professional. 

Important Points:

  • D:// may differ.  It depends upon what drive you installed ProSim-AR and whatever flight simulator platform you use.

  • The aircraft folder name may be different as this relates to what ProSim-AR call their newer released flight models).

One interesting livery is British Airways (BA).  All BA aircraft depict the Union Jack on their tail.  In the 18th Century, England had colonies throughout the world and it was often stated that ‘the sun never set on the Union Jack’.  With the loss of her colonies the sun definitely now sets on the Union Jack, however, it probably never sets on British Airways as there is always a BA aircraft somewhere in the world.  Screen grab of ProSim737 BA livery. © Matthew Fitzjohn

This folder falls outside the main P3D folder architecture, however, various files are automatically linked to P3D so they aircraft can be flown and seen in the game.  In my setup I have two drives, which is why the Prepar3D folder is located on D Drive rather than C Drive.  Your drive may feature a different drive letter.

Livery Texture Folder

An add-on livery is usually downloaded from the Internet in zip file format.  Once the zip file is extracted, you will see a number of folders and files.  At the very least there will be a texture folder, in which is stored the various bitmaps and images necessary to amend the default aircraft with that livery.   There may also be a thumbnail image of the livery and a ‘read_me’ file.

The ‘read_me’ file is important, as this often will contain the correct edits for the livery that need to be added to the aircraft configuration file.

Non-mipped Images

The developer of the livery may also have included additional folders such as non-mipped images.  Opening this folder will reveal an alternate texture folder.  

Textures developed from non-mipped images are displayed differently by P3D and often provide slightly better detail that standard textures.  This may be advantageous if you often zoom into the aircraft to view close-up detail.  There are many variables that affect the appearance of non-mipped textures, including graphic card settings, computer specifications, and P3D settings.  For most users, the use of non-mipped textures in not necessary.  However, ‘horses for courses’, so test and choose whatever is appropriate to your circumstances.  

Mip-Mapping

Mip mapping can be a confusing topic (the naming itself causing confusion). 

Basically, textures are created using one of two methods which generate textures that have been either mip-mapped or non mip-mapped.

With regard to the ProSim aircraft, the mip-mapped textures will always give you better performance, but less visible detail, whereas non mip-mapped textures will be sharper, crisper but will require more resources from your graphics processing unit (GPU).

Important P3D Settings

If using P3D and wanting to take full advantage of mip mapping (mip-maps), it is important to understand that mip-map textures are defined by the slider settings in P3D. 

The Texture Resolution setting in P3D has the most impact on how mip-map textures are displayed.  The maximum slider value is 4096x4096.  However, if the setting is set to a lower value (for example, 2048x2048), the highest resolution displayed will be that value (2048x2048).  If the aircraft texture us made from bitmaps that are 4096x4096, the 2048 setting will not enable the full resolution of the original bitmap to be seen; you will only see a second-order textures (textures at a lower resolution with less detail).

The same principle relates to the Texture Resolution slider setting that controls the vector-based scenery which simply regulates the largest mip-map to be called and displayed.

Another often forgotten variable, that can impact on both mip-maps and non mip-maps is the overall resolution the screen(s) being used.  A higher resolution screen will always display a better quality image irrespective of the mip-maps used.

Concerning frames rates (FPS).  Mip mapping has very little effect on frame rates.  However, using mip-maps will definitely ease and free up resources on the GPU.  Interestingly, this is in contrast to sceneries which can decrease frame rates considerably dependent upon the mip-mapping that has been used to create the scenery textures.  This is because the mapping affects a large area, whereby the mapping in the aircraft is minimal in comparison.

The Anti-liaising settings (AA settings) used in P3D can also have a marginal affect of how mip and non mip-mapped textures display.

Aircraft Configuration File

The aircraft configuration file is important as it contains, amongst other things, the necessary instructions to display whatever aircraft has been selected from the P3D aircraft list.  

The configuration file is set out logically with higher-level entries (top of page) identifying the various liveries that have been included in the main ProSim737 aircraft folder.  By default, the ProSim737 flight model installs a number of liveries to the aircraft folder and automatically amends the entries in the configuration file.

In the example below taken from the aircraft configuration file, the text that relates to the aircraft livery.  Bolded sections need to be edited for each livery.  If using the 2020 Version 3.42 flight model and Verson 1.55 visual model  see entries in blue (different folder naming).

  • [fltsim.XX]

  • title=Prosim_AR_737_800_PRO_2018_Virgin_Australia

  • sim=Prosim738_Pro

  • model=

  • panel=

  • sound=

  • //sound=cockpit

  • texture=VIRGIN

  • atc_heavy=0

  • atc_flight_number=209

  • atc_airline=Velocity

  • atc_model=737-800

  • atc_parking_types=GATE,RAMP

  • atc_parking_codes=VOZ

  • ui_manufacturer="Prosim_AR"

  • ui_createdby="ProSim-AR"

  • ui_type="737-800"

  • ui_variation="PROSIM_AR_Pro_2018_Virgin_Australia"

  • ui_typerole="Commercial Airliner"

  • atc_id=PS209

  • visual_damage=0

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

  • [fltsim.XX]

  • title=ProsimB738 PBR 2020 - Japan Airlines

  • sim=Prosim738_Pro

  • model=

  • panel=

  • sound=

  • texture=Japan Airlines

  • atc_heavy=0

  • atc_flight_number=887

  • atc_airline=ALL NIPPON

  • atc_model=737-800

  • atc_parking_types=GATE,RAMP

  • atc_parking_codes=JAL

  • ui_manufacturer="Prosim_AR"

  • ui_createdby="ProSim-AR"

  • ui_type="737-800"

  • ui_variation="ProsimB738 2020 Japan Airlines Livery"

  • ui_typerole="Commercial Airliner"

  • atc_id=PS209

  • visual_damage=0

Installing Textures to ProSim737 Aircraft

A: Copy the aircraft texture folder for the livery (from the download) and paste the folder into the ProSim737-800-2018 Professional folder located in simobjects/airplanes.

B: Open the aircraft configuration file (for editing). This file is located in the main aircraft folder.  Make sure you back-up this file or copy it BEFORE making changes.  This will enable to you to revert to the original file if a mistake is made.

C: Copy the aircraft details from the downloaded 'read_me' file and add them to the configuration file.  The correct place to add the details is below the last aircraft listed.  If the ‘read_me’ file does not have this information, then it will be necessary to add the information yourself.

By far the easiest method to do this is to copy/paste the last aircraft listing, and then re-name the segments accordingly.  In the example above, I have bolded the sections that need to be edited.

The most important edits are the texture= ?, title= ? and ui_variation= ?. These three entries directly influence whether you will see the livery in the P3D aircraft list and in the game.  It’s very important that the texture= ? be the exact name of the texture file in the aircraft folder; your livery will not be able to be seen if this is not done.  In some instances, the name of the texture folder may be an airline’s name (texture.virgin) or a three letter aircraft code such as texture.ual (United Airlines).  

D: The FLTSIM number also needs to be edited to reflect the correct sequence order in the configuration file. Make sure each aircraft has a sequential number. If you have three aircraft liveries, the files will be [fltsim.01], [fltsim.02], [fltsim.03].  Be especially vigilant to copy all brackets, equal signs and commas (syntax) as these are necessary to see your aircraft in P3D.

Problems and Troubleshooting

By far the easiest way to troubleshoot a problem, such as the aircraft not being visible in the P3D aircraft folder, is to delete the aircraft configuration file and reinstall the original backed up file.  Then redo your work ensuring there are no mistakes.  If your mistakes relate to the actual texture folders, then delete the complete folder and reinstall the original backed up folder and start again.  Most problems relate to typo errors such as forgetting to include the correct syntax (punctuation marks).

Screen capture showing the P3D aircraft selection folder.  Note the ‘show only favourites’ star, which when selected, will cause that livery to be displayed in the list at the expense of liveries not selected by the star.  Also, note the additional identifier in the vehicle type column (737-800 CARGO)

Setting Up the P3D Aircraft Folder for Ease of Use (favourites and type)

When you open P3D to select an aircraft, a graphical user interface (GUI) screen displays  the aircraft and liveries that are installed to the aircraft folder. 

This list can be long and unwieldy to navigate with the mouse, not to mention time consuming - you want to be able to identify your 738 liveries quickly and not wade through several versions of the aircraft you do not use.  To prune the number of aircraft you need to sort through, you can delete the unwanted aircraft from the aircraft folder, however, an easier method is to use the favourite functionality.

Select the favourite star for those aircraft/liveries you want to be see displayed in the aircraft list.   Once an aircraft /livery has been allocated as a favourite, it will always be displayed in the list, while those aircraft not ‘starred’ will not be displayed.  

If you have both cargo and passenger aircraft (or military versions of the B737), you may also want to segregate these aircraft by type.  This makes it easier to find a particular aircraft type.   This can easily be done by editing the title= ? and the ui_type= ? for that aircraft in the aircraft configuration file.  

In the example below the aircraft type has been edited to reflect a cargo aircraft (Aloha Air Cargo).  Editing the title is obvious as this changes the name in the P3D aircraft list.  However, editing the ui_type= ? enables you to change the aircraft type.  In the example below, I have included the word CARGO to differentiate cargo liveries from passenger liveries.  I have bolded the entries that need altering.

  • [fltsim.XX]

  • title=Prosim_AR_737_800_PRO_2018_Aloha_Air_Cargo

  • sim=Prosim738_Pro

  • model=

  • panel=

  • sound=

  • //sound=cockpit

  • texture=AAH

  • atc_heavy=0

  • atc_flight_number=211

  • atc_airline=Aloha

  • atc_model=737-800

  • atc_parking_types=GATE,RAMP

  • atc_parking_codes=AF

  • ui_manufacturer="Prosim_AR 2018"

  • ui_createdby="ProSim-AR"

  • ui_type="737-800 CARGO"

  • ui_variation="PROSIM_AR_Pro_2018_Aloha_Air_Cargo"

  • ui_typerole="Commercial Airliner"

  • atc_id=PS211

  • visual_damage=0

Livery List

Liveries for the Version 3 flight model can be downloaded from the ProSim-AR forum.

I also have a small collection of ProSim737 Version 3 liveries in the file download section.

Final Call

Adding various liveries can be fun and adds a element of realism, especially if you fly in different regions and enjoy looking at the aircraft, or are a videographer that creates flight simulator videos.   Paring down the aircraft list in P3D to display only the aircraft and liveries you want to see, and then segregating aircraft based on type, can save considerable time and mouse use.

The livery for JAL Transocean Air – another viewpoint.  There is also a pink coloured livery.   Japan is one of my favourite regions to fly in.

String Potentiometers - Are They Worthwhile

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Custom-made box housing Bourne 3500-3501 rotary potentiometer.  Note cable, dog lead clip, and JR Servo connection wires

A flight simulator enables us to fly a virtual aircraft in an endless number of differing scenarios.  The accuracy of the flight controls, especially when the aircraft is flown manually (hand flown) comes down to how well the aircraft’s flight controls are calibrated, and what type of potentiometer is being used to enable each control surface to be calibrated.

This article will examine the most common potentiometers used.  It will also outline the advantages in using string potentiometers in contrast to inexpensive linear and rotary potentiometers.

What is a Potentiometer

A potentiometer (pot for short) is a small sized electronic component (variable resister) whose resistance can be adjusted manually, either by increasing or decreasing the amount of current flowing in a circuit.

The most important part of the potentiometer is the conductive/resistance layer that is attached (printed) on what is called the phenolic strip. This layer of material, often called a track, is usually made from carbon, but can be made from ceramic, conductive plastic, wire, or a composite material.  

The phenolic strip has two metal ends that connect with the three connectors on the potentiometer.  It’s these connectors that the wires from a control device are soldered to.  The strip has a wiper-style mechanism (called a slider) that slides along the surface of the track and connects with two of the potentiometer’s connectors. 

The strip enables the potentiometer to transport current into the circuit in accordance with the resistance as set by the position of the potentiometer on the phenolic strip. 

As the potentiometer moves from one position to another, the slider moves across the carbon layer printed to the phenolic strip.  The movement alters the current (electrical signal) which is read by the calibration software.

Inexpensive rotary potentiometer.  This pot previously controlled the calibration of the ailerons.  The pot was inserted into the base of the control column (removed for picture) and held in place by the fabricated bracket.  It worked, but accurate calibration was time consuming

Types of Potentiometers (linear, rotary and string)

Potentiometers are used in a number of industries including manufacturing, robotics, aerospace and medical.  Basically, a potentiometer is used whenever the movement of a part needs to be accurately calibrated. 

For the most part, flight simulators use adjustable type potentiometers which, broadly speaking, are either linear or rotational potentiometers.  Both do exactly the same thing, however, they are constructed differently.  Another type of rotary potentiometer is the string potentiometer.

A linear potentiometer (often called a slider) measures changes in variance along the track in a straight line (linear) as the potentiometer's slider moves either in a left or right direction.  A linear potentiometer is more suitable in areas where there is space available to install the potentiometer. 

A rotary potentiometer uses a rotary motion to move the slider around a track that is almost circular. Because the potentiometer's track is circular, the size of a rotary potentiometer can be quite small and does not require a lot of space to install.

A very inexpensive linear potentiometer ($3.00).  The tracks on this pot are made from carbon and the body is open to dust and grime.  They work quite well, but expect their life to be limited once they begin to get dirty

Potentiometer Accuracy

The ability of the potentiometer to accurately read the position of the slider as it moves along the track is vital if the attached control device is to perform in an accurate and repeatable way. 

The performance, accuracy, and how long that accuracy is maintained, is governed by the internal construction of the potentiometer; in particular the material used for the track (carbon, cermet, composite, etc).  Of particular importance, is the coarseness of the signal and the noise generated (electrical interference). when the potentiometer has power running through it.

For example, cermet which is composite of metal and plastic produces a very clean low noise signal, where as carbon often exhibits higher noise characteristics and can generate a course output.  It’s the coarseness of the signal that makes a control device easy or difficult to calibrate.  It also defines how accurately the potentiometer will read any small movement.

Potentiometers that use carbon form the mainstay of the less expensive types, such as those used in the gaming industry, while higher-end applications that requite more exacting accuracy use cermet or other materials. 

Essentially, higher end potentiometers generate less noise and produce a cleaner output that is less course.  This translates to more accurate calibration.  This is seen when you trim the aircraft. 

A quality mid to high-end potentiometer, when calibrated correctly, will enable you to easily trim the aircraft, insofar that the trim conditions can be replicated time and time again (assuming the same flight conditions, aircraft weight, engine output, etc).

Simulators, Dust, Grime and Other Foreign Bodies

Flight simulators to control a number of moving parts, generally use a combination of linear and rotary potentiometers.  For example, a rotary potentiometer may be used to control the flight controls (ailerons, elevator and rudder) while a linear potentiometer may be used to control the movement of the flaps lever, speedbrake and steering tiller. 

Any component that has a current running through it will attract dust, and the location of the potentiometer will often determine how much dust is attracted to the unit.  A potentiometer positioned beneath a platform is likely to attract more dust than one located behind the MIP or enclosed in the throttle quadrant.

A rotary potentiometer is an enclosed unit;  it is impervious to dust, grime and whatever else lurks beneath a flight simulator platform.  In comparison, a linear potentiometer is open to the environment and its carbon track can easily be contaminated.  Once the track has become contaminated, the potentiometer will become difficult to calibrate, and its output will become inaccurate.

Sometime ago, I had a linear potentiometer that was difficult to calibrate, and when calibrated produced spurious outputs.  The potentiometer was positioned beneath the platform adjacent to the rod that links the two control columns.  When I removed the potentiometer, I discovered part of the body of a dead cockroach on the carbon track. 

This is not to say that linear potentiometers do not have a place – they do.  But, if they are to be used in a dusty environment, they must have some type of cover fitted.  A cover will minimise the chance of dust adhering to the potentiometer’s track. 

I use linear potentiometers mounted to the inside of the throttle quadrant to control the flaps and speedbrake.  The two potentiometers are mounted vertically on the quadrant’s sidewall.  This area is relatively clean, and the vertical position of the mounted potentiometers is not conducive to dust accumulation.

Ease of Installation

Both linear and rotary potentiometers are straightforward to install, however, they must be installed relatively close to the item they control.  Often a lever or connecting rod must be fabricated to enable the potentiometer to be connected with the control device.

String Potentiometers (strings)

Cross section diagram showing internals of string potentiometer. Diagram © TE Connectivity.

A string potentiometer (also called a string position transducer) is a rotary potentiometer that has a stainless steel cable connected to a spring-loaded spool. 

The string potentiometer is mounted to a fixed surface and the cable attached to a moveable part (such as a control device).  As the control device moves, the potentiometer produces an electrical signal (by the slider moving across the track) that is proportional to the cable’s extension or velocity.  This signal is then read by the calibration software. 

The advantages of using string potentiometers over a standard-issue rotary potentiometer are many:

(i)        Quick and easy installation;

(ii)       Greater accuracy as you are measuring the linear pull along a cable;

(iii)      Greater flexibility in mounting and positioning relative to the control device;

(iv)      No dust problems as the potentiometer is enclosed;

(v)       No fabrication is needed to connect the potentiometer to the control device (only cable and dog clip) and,

(vi)       Greater time span before calibration is required (compared to a linear potentiometer).

The importance of point (iii) cannot be underestimated.  The string can be extended from the potentiometer within a arc of roughly 60-70 degrees, meaning that the unit can be mounted more or less anywhere.  The only proviso is that the cable must have unimpeded movement. 

Attachment of the string to the control device can be by whatever method you choose.  I have used a small dog lead clip.  As the potentiometer is completely enclosed dust is not an issue, which is a clear advantage in that once the potentiometer calibrated, the calibration does not alter (as dust does not settle on the track).

I have used string potentiometers to calibrate the axis on the ailerons, elevators and rudder (one potentiometer per item), in addition to using  a dual-string potentiometer in the throttle quadrant to calibrate the two thrust levers.  Another single-string potentiometer controls the position of the flaps lever.

Cost

High-end commercial string potentiometers are not inexpensive.  Many are used in the medical industry where extremely tight tolerances must be met at all times.  The more accurate the potentiometer the more the potentiometer will cost.  But you have to look at the end product in use and the level of positional accuracy that's required.  While a high-end potentiometer can definitely be used, the accuracy you are paying for probably won't be needed or used by ProSim-AR.  Put another way, it's like buying a high tensile strength dog lead, when a piece of rope will do the same job.

If you search the Internet, you will find average priced string potentiometers, and these are the ones that will suit your application perfectly.

rotary String potentiometer.  This pot connects to the ailerons.  The stainless cable can be seen leaving the casing that connects with the aileron controls.  An advantage of string pots is that they can installed more or less anywhere, as long as there is unimpeded access for the cable to move

Fabricate Your Own String Potentiometer

As mentioned, whilst you can purchase ready-made string potentiometers, their cost is not inexpensive.  As a trial, a friend and I decided to fabricate our own string potentiometers.

The potentiometers used are manufactured by Bourns (3590S series precision potentiometer).  These units are a sealed, wire-wound potentiometer with a stainless steel shaft.  According to the Bourns specification sheet these potentiometers have a tolerance +-5%. 

Diagram showing spring-loaded spool. Diagram © TE Connectivity.

The potentiometer is mounted in a custom-made acrylic box in which a hole the size of the potentiometer's end, has been drilled into the lid.   Similar boxes can be purchased in pre-cut sizes, but making your own custom-sized box enables the potentiometer to be mounted inside the box in a position most advantageous to your set-up. It also enables you to place the mounting holes on the box in strategic positions.

Another small hole has been drilled in the side of the box to enable the stainless steel cable to move freely (see image at beginning of article).  If you want to allow the cable to move through an arc, this hole must be elongated to enable the cable to extend at an angle and move unimpeded. 

The cable (string) is part of a self-ratcheting spool (also called a retractor clip) which is glued to the inside of the box and connected directly with the stainless steel shaft of the potentiometer.  To stop the shaft of the potentiometer from spinning freely, a hole was drilled into the shaft.  A small screw secures the shaft to the inside the ratchet spool mechanism. 

The cable when attached to a solid point is kept taught by the tension of the self-ratchet spool (an internal spring controls the tension).   Ratchet spools are easily obtainable and come in many sizes and tensions.   Three standard JR servo wires connect the potentiometer to a Leo Bodnar BU0836A 12 bit Joystick Controller card.  A mini dog lead clip is used at attach the cable to the control device.

One of the major advantages when using string potentiometers is that the actual potentiometer does not have to be mounted adjacent to, or even close to the device it controls.  The line of pull on the cable can be anything within roughly a 70 degree arc. 

A string potentiometer that connects to the two thrust levers in the throttle quadrant

Applications

A string potentiometer can be used in the following applications: ailerons, elevators, thrust levers, speedbrake and flaps.  The string potentiometer can also be used for the rudder, however, as the input to the rudder is course, there probably is little advantage in using a string potentiometer in this application - a normal rotary potentiometer is suitable.

By far the most important of the above-mentioned applications are the ailerons, elevators and the thrust levers on the throttle quadrant.

Additional Information

Final Call

Previously, I used inexpensive linear and rotary potentiometers to control the main flight controls.  I was continually plagued with calibration issues, and when calibrated, the calibration was not maintained for more than few months.  Furthermore, manual flight was problematic as the output from each of the  (cheap) potentiometers was very course, which translated to less accuracy when using the ailerons and elevators.  Trimming the aircraft in any condition other than level flight was difficult.

Without doubt, the use of quality string potentiometers have resolved all the earlier calibration and accuracy issues I had been experiencing.  With the replacement potentiometers, the aircraft is easily hand-flown and can be trimmed more accurately.

Perhaps in the future I will ‘up the anti’ and purchase two commercial high-end string potentiometers (or use hall sensors), but for the time being the Bourns potentiometers suit my requirements.

Backlighting and Dimming with OEM and Reproduction Panels

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FDS-IBL-DIST-DIM.  A card that makes diming backlighting very easy.  Potentiometer is not shown

Many enthusiasts are now using Original Aircraft Equipment (OEM) panels in their simulators.  These panels are connected to Flight Simulator using a variety of interface cards.  Unless the flight deck uses all OEM panels, or all reproduction panels, there will be a difference in backlighting when the light plates are illuminated.

Reproduction panels, with the exception of expensive very high end types, will have exceptionally bright backlighting.  Manufacturers of reproduction panels want their panel to look good and appeal to a prospective buyer – this is why they have bright backlighting.  In contrast, OEM panels do not have  bright backlighting, and in some cases, depending upon the manufacturer of the panel, the backlighting will appear rather dim.  

Therefore, the brightness of the backlighting when using ‘run of the mill’ reproduction panels is not realistic in comparison to that observed in a real aircraft.

So how does a cockpit builder solve this conundrum of brightness if he or she has a mix of reproduction and OEM panels.  The solution is very simple – install a dimmer switch into your flight deck.

Dimmer Control

There are a number of 5 volt dimmer switches on the market and some are better than others.  For those with electrical knowledge it’s relatively straightforward to make your own dimmer switch, but what about the rest of us?  An excellent solution is the distribution board with built in dimmer control manufactured by Flight Deck Solutions (FDS).  The board keeps with the principle of KIS (keep it simple).  

FDS-IBL-DIST-DIM

The distribution board is well made, small, is fuse protected, and have the capability to connect up to 14 accessory LEDS or bulbs via propriety board connectors.  The board also can be used as a slave, meaning it can be daisy-chained to another board to increase the number items attached.

The distribution board includes a pre-wired metal potentiometer which allows all the LEDS/bulbs attached to the board to be dimmed from on to off or anywhere in-between.  The potentiometer is a standard size and fits the hole located in the panel lights panel on either a reproduction panel or an OEM panel.

One limiting feature that should be noted is that each distribution board will only support 10 amps - the rating of the fuse.  Therefore, depending upon the number of panels that you wish to connect to the board, it may be necessary to use two boards in parallel rather one board or an extension to the board.

Of more importance, the board operates flawlessly and is a very easy solution to maintaining an even brightness across reproduction and OEM panels; adjust the brightness of the reproduction panels to the same level as the OEM panels.

Connection

Connection is straightforward and requires +- 5 volts to be connected to the board.  Each LED (or bulb) that requires dim control is then connected to the board connectors.  If using an FDS panel this is very easy as the FDS panels already use the correct female attachment plugs (FDS also use bulbs and not LEDS).  Failing this, a little extra work is required to source the correct plugs and wire them to the +- wires that connect to the light plate.

Bulbs and LEDS

On another note, with the exception of late model airframes, the Next Generation B737 use 5 volt incandescent bulbs in their panels for backlighting.  This is in contrast to reproduction panels that, for the most part, use LEDS.  

The difference between bulbs and LEDS, other than construction, is the temperature they generate when turned on.  A bulb will generate considerable heat and the colour of the light will appear as a warmer hue.  A LED does not generate heat when turned on.  Therefore, an LED will have a cooler temperature and the colour of the light will be colder and more stark in its appearance.

However, before changing out all your bulbs or LEDS to maintain colour consistency, study the flight deck of a real aircraft.  Panels on all aircraft fail or need upgrading from time to time.  Therefore, it is not unrealistic to have a flight deck consisting of both LEDS and bulbs.  Airlines are in the business of making money, and pilots fly.  Neither are particularly interested in whether the ADF radio has a bulb or LED.

Additional Information

Soar-By-Wire has also discussed this subject.  Although his information relates to the Airbus, the same procedure can be done for Boeing OEM panels.

Disclaimer

I do not represent Flight Deck Solutions or any other manufacturer and have no received any fee or reward for discussing one of their interface components.

Further information pertaining to the distribution board can be found on the Flight Deck Solutions website.

A fellow enthusiast has written more information on his website about the distribution board as it relates to Airbus - Soarbywire.  What he has written is well worth the time reading.

MCP and EFIS By SimWorld - Review

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Mode Control Panel (MCP) by SimWorld.  The image looks impressive and the looks do not deceive as this MCP has many advantages over other panels. (promotional photograph © SimWorld

This article will review and evaluate the Mode Control Panel (MCP) and Electronic Flight Instrument System (EFIS) produced by SimWorld in Poland.  It will also briefly examine the use of the CANBUS controller system (SimBox). 

The MCP will be discussed first followed by the EFIS and CANBUS system.  Where some areas overlap they will be discussed together.  I use the word panel to denote either the MCP or EFIS.  Also, OEM is an acronym for Original Equipment Manufacturer (aka real aircraft part).  

This review is not endorsed by SimWorld and is entirely my view based on first-hand experience using the MCP and EFIS.  

Background

The mainstay for several years has been the MCP and EFIS produced by CP Flight in Italy.  For the most part, these panels have delivered consistent and reliable performance, despite their rather dated design and engineering.  

However, there are several distinct differences in aesthetics and functionality between the CP Flight units and OEM counterparts.  Furthermore, many CP Flight panels had connection problems caused by the nature of how the MCP was connected to the server computer (using a virtual communication port).  

Reason for Updating MCP and EFIS

Until updating to the SimWorld MCP and EFIS, I had used the panels manufactured by CP Flight (2015 Pro USB interface model), but technology is not idle.  The use of high-end CNC machines and electronics has enabled many parts to me made, that are in many respects indiscernible from the real item.

Initially, I attempted to find OEM panels.  Although the older non-Collins style MCP could be found, it wasn’t possible to find the newer Collins unit at an affordable price.   

SimWorld provides, at the time of writing, the closest resemblance to the OEM panels.  Furthermore, the use of the CANBUS enables trouble-free connection.

Pre-Sale

The MCP and EFIS are not inexpensive; add to this Government import charges and UPS freight and you have spent a considerable sum of money.   With an increased price comes the expectation of higher quality, reliability, robustness, and attention to detail; let’s examine how SimWorld shapes up to this maxim.

The SimWorld website provides considerable information, including photographs and a video demonstrating the MCP and EFIS.  Although imagery can save a thousand words, questions usually need to be asked.   Filip and Piotr spent considerable time answering my specific queries and e-mails were replied to in a timely manner.   Their customer focus has been top shelf in every respect.

Aesthetics, Manufacture and Detail - MCP

The Mode Control Panel (MCP) and Electronic Flight Instrument System (EFIS) are the main avionics panels used in a simulator, and most enthusiasts strive to replicate the appearance and functionality of these panels as closely as possible to the those in the real aircraft.  

Quick List – Main Advantages (SimWorld MCP):

(i)         1:1 in comparison to the OEM MCP;

(ii)         Correct Boeing-grey colour;

(iii)        Screws located in the correct location on the front panel;

(iv)        Flight Director thumb stops;

(v)         Use of externally protected printed circuit boards (PCBs);

(vi)        Motorised autothrottle arming switch with automatic release to off;

(vii)       Ambient sensor (2017 MCP model, not functional);

(viii)      Does not use seven-segmented displays;

(ix)       Ability to accurately display +- and other specialist fonts;

(x)        Push to engage annunciators are backlit in green (when depressed) and are separate to the colour of the backlighting;

(xi)       Integrated backlighting uses a built-in PCB for reliable dimming control;

(xii)      Correct styled knobs made from painted aluminum;

(xiii)     Correct smoky-coloured display windows positioned in frames identical to the OEM MCP;

(xiv)     Functionality that replicates the OEM MCP (depends on avionics suite used); and,

(xv)      Use of commercial grade rotary encoders.

External casing removed showing multiple Printed Circuit Boards

Internal Components

The components for the MCP and EFIS panels are for the most part machine-made; however, the components are assembled by hand on a market-demand basis.   To ensure production repeatability, SimWorld use a number of printed circuit boards (PCBs) sandwiched together to provide core functionality.

A PCB contains numerous ‘tracks and pads’, that are used for input and output devices, memory chips and processors, and various electrical components such as resistors and capacitors.  An advantage of using PCBs is that troubleshooting can be done via a tethered computer, and if a problem is detected, a board can easily be replaced.  This is because, theoretically, each PCB for each panel is identical in design, layout and population.

System Logic and Functionality

The MCP and EFIS are a hardware-user interface that has been designed from the outset to provide full flexibility in relation to functionality.   However, although the panels may have the appropriate hardware in place, the logic to enable the functionality to operate is supplied by the avionics suite in use (for example, ProSim-AR).  

MCP Light Plate

The light plate has been professionally made and the various pre-cut holes (cut-outs) are well finished.  The laser-engraved lettering on the light plate is precise, evenly cut, and does not differ across the unit.  Additionally, the colour of the paint is the correct Boeing gray and does not differ in hue between the MCP and EFIS light plates.

The manufacture of a light plate is quite involved, and an individual plate or batch will take on average 3 days to complete.   Prior to cutting, several thin layers of paint are applied to the light plate.  A laser is then used to engrave the required letters down to the white-coloured base layer.  The base layer is transparent to light, and when backlit, the lettering can easily be read.

SimWorld use the same technology (or very close to it), that is used to manufacture the OEM light plate.

Exterior Casing

The light plate is attached to a series of printed circuit boards (PCBs).  The PCBs and electronics are protected by a 1 mm thick exterior casing.  The casing is made from aluminum and measures 3 inches in depth perpendicular to the front of the light plate.  The casing is powder coated and coloured black.

On the rear of the panel is a female 12 Volt DC power connector, and a connection for the plug that connects the MCP to the CANBUS system.

Detail of heading knob and bank selector pointer.  Note the detail in the window bezel and the well defined laser engraving on the lightplate

Knobs

The appearance and colour of the knobs is very similar to the OEM knobs.  Each knob, with the exception of the vertical speed wheel, is made from machine-cut aluminum and is the correct colour.  The knobs are well finished with no sharp edges, or left over metal from the milling process.   One or two metal set screws secure each knob to the shaft of the rotary encoder.

The heading knob incorporates a functional bank selector pointer (made from plastic), and the vertical speed wheel is produced from high grade molded plastic.  There are no injection holes in the plastic and the end finish passes scrutiny.

The knobs are tactile (feel solid to touch) and when rotated generate a well-defined audible click (similar to the OEM knobs on the MCP).  

Rotary Encoders

Not all rotary encoders are made equal: a high-end encoder is constructed to an exacting standard predominately using metallic components.  To rotate such an encoder requires a mild effort; there is resistance – it isn’t difficult, but you can’t move it left or right with a flip of a finger.   

In comparison, hobbyist-style encoders are considerably cheaper to purchase, are made to a less exacting standard and usually have a shaft and body produced from plastic.  The encoders are easy to rotate and can also wear out prematurely with extended use.

SimWorld use quality Swiss made rotary encoders, rather than using low quality encoders from China.  Each encoder has a cylindrical metal shaft.  A metal shaft is important as a plastic shaft can wear prematurely, in addition to becoming damaged from overzealous tightening of set screws (which hold the knob in place).

I have been told that military specification (MilSpec) encoders are available, however, SimWorld use these encoders only for high-end commercial simulators.

Resistance When Rotating Knobs - Comparison With OEM Honeywell and Collins MCP

Resistance when rotating the knobs will depend on the MCP model.  The knobs on the older Honeywell models are very easy to rotate - A finger with just a ‘tad’ of pressure will move the knobs, however, the newer Collins model has more resistance, but the knobs are still very easy to rotate with minimal force.   As one First Officer stated: ‘You can definitely hear a soft click as you move the encoders - especially on the Honeywell models’.

By comparison, the resistance felt when rotating the knobs on the SimWorld MCP, although difficult to quantify, is similar to the resistance felt when rotating the knobs on the OEM MCP – It is realistic and does not feel ‘toy like’.  

The stray light is at the interface where the exterior casing joins the lightplate.  This area is covered by the MIP when the panel is mounted

Backlighting

The backlighting is controlled by a number of 5 Volt light emitting diodes (LEDs).  Each LED has been strategically located in the light plate to ensure even coverage and intensity of light.  

However, the MCP does exhibit slight light bleed along the join between the light plate and the protective casing.  This is not a problem as when the MCP is mounted into the MIP, the stray light is not noticeable.  If necessary, cloth tape can be placed over the join to eliminate any stray light.

Backlight Dimming - Dimmer Interface Card (DIC)

The MCP and Captain-side EFIS can be dimmed together, while The First Officer EFIS is capable of being dimmed independent of the Captain side EFIS.  This is how it occurs in the real aircraft.

To enable the panel backlighting to be dimmed, SimWorld have used a dedicated PCB (DIC).  The use of a PCB ensures that dimming is reliable, accurate, and highly controllable.   The PCB is standalone, is roughly the size of two credit cards and can be mounted anywhere.

The DIC is connected to the CANBUS system via the custom wiring harness and then to the appropriate potentiometer that controls panel backlighting.   Panel backlighting can be dimmed from off to any brightness level.  

To enable dimming, a potentiometer must be wired to the PCB (DIC).  

Power

The MCP requires 12 Volt power, while the backlighting uses 5 Volt power that is connected to the DIC.

MCP Annunciators

The annunciators are not glorified micro-switches, but are push on/off buttons that when depressed emit an audible click.  The resistance felt as the button is pressed, is slightly less than the pressure required to engage an OEM annunciator.  The square push button and frame is made from plastic, and the cylindrical shaft that the button connects with is made from metal.  

SimWorld have replicated each of the square-shaped buttons exceptionally well, and for the most part their external appearance is identical to the OEM counterpart.

Each annunciator is connected to the primary MCP PCB, thus eliminating the use of wires.  If an annunciator is broken during the course of its life, replacement is relatively straightforward and involves soldering the connection of the replacement annunciator to the PCB.

Status Checkerboard and Legend

Each annunciator on the MCP comprises a square push button, a rectangular-shaped checkerboard, and a legend.

The checkerboard is made by engraving a number of holes that, when the annunciator is pressed, enables green-coloured light to be transmitted through the checkerboard.  The checkerboard is similar to the OEM panel and has the same number of engraved holes.

Each annunciator has a legend that uses multi layer technology (proprietary to SimWorld).  Multi layer technology is what enables the backlighting of the checkerboard and legend to be a different colour.  The name of each annunciator (speed, VNAV, N1, etc.) has been engraved into the legend.   

The detail of the annunciators is very good and the jagged appearance of the lettering only becomes apparent when they are backlit.  The backlight intensity is set to 100%

Unfortunately, the engraved letters are not as defined as you would expect; the lettering is slightly jagged in appearance (enlarge above image). 

This is noticeable only when observed very close-up; from a normal distance (seated) this is barely noticeable and therefore, not really an issue.   However, the ability of the legend to transmit light evenly through the cut-out lettering is noticeable as the jagged appearance causes the names to appear slightly ‘furry’ (brighter or dimmer) depending upon the amount of light that can travel through the lettering, and your viewing position.

The annunciator legends and the checkerboard, are illuminated by strategically-placed LEDs.  

Window Bezels and Liquid Crystal Displays (LCDs)

The two main differences that separate an OEM MCP from a reproduction MCP are the design and appearance of the bezels that surround the display window, and how the actual characters (digits) are displayed.

SimWorld have used a black-coloured bezel that surrounds each of the display windows.  The bezel is identical to the bezels in the OEM MCP, and the join between the bezel and the display frame is seamless.

Equally, the use of custom-made Liquid Crystal Displays (LCDs), with each display backlit by one LED, is what causes SimWorld’s design to stand-out above its competition.  

The checkerboard is identical in appearance across all annunciators.  Note the ambient sensor and + character in the vertical speed window.  Also the very slight difference in the illumination of the + sign  Backlightng is set ~50% intensity

The combined use of LCDs and LEDs enables each character (digit) to be displayed in the correct shape, colour and size.  This is in addition to displaying the specific characters used in the speed window (under and overspeed conditions) and the +- symbols displayed in the vertical speed window.

Although appearing rudimentary, this is similar to how the OEM displays are illuminated.  To my knowledge, all other manufacturers of reproduction MCPs use seven-segmented displays.

While the use of this type of display is a positive step forward, it is not without its negatives; if the LEDS are incorrectly positioned, or the throw of light is not even across the rear of the LCD, then the characters will not be evenly lit.  This may cause some of the characters in a display to be brighter or dimmer (hot or cold spot).

To counter against this, quality assurance (QA) must be exceptionally thorough.  I will discuss QA later in this article.

Backlighting at full intensity is excellent

LCD Brightness

As discussed earlier, each LCD is backlit by a single LED (this is how the characters (digits) are illuminated).

The brightness of the digits is linked to the intensity of the backlight dimming.  Therefore, as backlighting is dimmed, the brightness of the LEDs behind each LCD is lowered.   Although this is exactly how dimming operates in the real aircraft, I find that during the day in bright conditions, with the backlighting turned off, it’s difficult to read the digits as their intensity is not very bright.  At night and in low light conditions this is not an issue as the digits can easily be read. 

A solution to this issue is for SimWorld to enable an alternate method (although not as done in the real aircraft) to allow the brightness of the LEDs to be independent of backlighting.

Autothorttle (A/T)

The A/T toggle, controlled by a solenoid-release mechanism, resembles the OEM toggle.

The system logic SimWorld use in the toggle is slightly different to other reproduction MCPs, in that the toggle can only be engaged when certain conditions are met (system logic).

If the correct conditions are not met, then the toggle cannot be engaged; the toggle will not stay in the engaged position (up) but flick back to the disengaged position (down).  Be aware that for this functionality to operate, the avionics suite in use must also have this capability.

Captain-side EFIS panel with backlighting at full intensity.  The lightplate is well made and the laser engraving is well defined enabling even illumination of backlighting accross the panel.  The BARO STD knob has purposely been left slightly left of center.  When the BARO knob is released it will spring back to the central position

Electronic Flight Instrument System (EFIS)

Disregarding OEM panels, the SimWorld EFIS is probably the best on the market (at the time of writing).   Each EFIS replicates its OEM counterpart in both appearance and functionality, and is the correct size (1:1).

Two noticeable positives are the concave-designed push in/out function buttons on the lower portion of the unit, and the use of independent duel rotaries that are centrally spring-loaded.  

Quick List – Main Advantages (SimWorld EFIS):

(i)      Correct size and dimensions (1:1);

(ii)     Use of externally protected printed circuit boards (PCB);

(iii)    Correct Boeing-grey colour;

(iv)    Accurate aluminum knobs with set screws;

(v)     Independent backlighting between Captain-side and F/O side EFIS units;

(vi)    Two speed rotary encoders which auto-center (BARO and MINS);

(vii)   Well defined laser-cut lettering on light plate; and,

(viii)  Concave-designed push buttons.

First Officer side EFIS.  Knob length, functionality and detail are as per the real aircraft as is concave function buttons and well defined lettering and even backlighting across the lightplate

Manufacture and Detail - EFIS

The EFIS has been manufactured and assembled in a similar way to the MCP.  The EFIS panels are 1:1, are the correct shaded grey colour, include the appropriate screws located in the correct location, and have the correct styled knobs.  As with the MCP, the EFIS use printed circuit boards which are then protected by an exterior aluminium casing.

EFIS Light Plate, Backlight Dimming and Exterior Casing

The laser-cut lettering on the light plate is crisp and sharp, and when the EFIS is backlit the light is evenly spread at the same intensity across the panel. 

Both EFIS panels are dimmed through the same dimmer interface card (DIC) used for the MCP, however, the F/O EFIS panel can be dimmed separately to the Captain-side panel (as it is done in the real aircraft).  

The protective casing that each EFIS resides measures 5 inches in depth perpendicular to the light plate.   On the rear of the unit is a female 5-volt DC power connector, and a connection for the plug that connects the EFIS to the CANBUS system.

First Officer side EFIS.  The lettering and black disc is well made.  The metal set screw that attaches the upper knob to the dual rotary can be observed.  The upper knob is self centering

Knobs

The manufacture of the knobs is similar to the knobs used on the MCP, with the exception that a centrally-placed disc has been laser engraved to enable the function name to be backlit.  The lettering on the discs is crisp and sharp.  The knobs are held securely to the rotary shaft by two metal set-screws.  

The pointer (black & white line) on the function selector knob is a transfer that has been glued to the outside of the knob.  The adhesive has been solidly applied and I doubt the transfer will come loose.

Rotary Encoders

The rotary encoders are similar to those used in the MCP and have a metal cylindrical shaft.  Each of the encoders is a double encoder meaning that it has dual functionality.

Specialist Functionality - BARO and MINS

The barometric pressure (BARO) and radio altitude/pressure (minimums) function exactly as those in the real aircraft.  The outer knobs are spring-loaded, and when rotated and released, self-center with the label resetting to the horizontal position.  The knobs also are push to reset.

Each knob has two speeds: a slight turn left or right turn will alter the single digits, while holding the encoder left or right for a longer period of time will change the double digits, and cause the digits to change at a higher rate of speed.   

The below video, taken inside the flight deck of a B73-800 aircraft shows the operation of the OEM BARO and MINS (courtesy Shrike 200).  The SimWorld BARO and MINS knobs operate the same way.

 
 

Concave-shaped Function Buttons

The function buttons on the EFIS are concave in shape and made from plastic (this differs to the rubberized buttons seen on several OEM EFIS panels).  Each button has the name of the function engraved into the button.  The engraved letters are crisp and sharp and when the panel is backlit, the letters are evenly illuminated without hot or cold spots.  

Each button’s mechanism is made from plastic, and while the use of plastic is understandable, metal probably would increase the mechanism’s service life.  

Minor Problem - Sticky EFIS Button

A minor issue developed after installation of the EFIS into the bracket.  Two function buttons when pressed, would not automatically reset themselves (click in and click out).  The problem only presented when the panel was mounted into the bracket faceplate.

After carefully examining the bracket and protective casing, it was found that when the EFIS was mounted into the MIP, the casing was compressed against the button.  This caused the button to remain pushed in.

The problem was resolved by slightly bending the aluminum external casing so that it did not rub against the button’s mechanism. 

Functionality

The functionality of the EFIS is identical to the OEM EFIS.

SimWorld propriety bracket to mount MCP and EFIS into the SimWorld MIP.  The bracket is solid and very well made

MCP and EFIS Bracket

SimWorld provide a sturdy bracket that is used to mount the MCP and EFIS panels to the Main Instrument Panel (MIP).

The bracket consists of a front faceplate and a rigid bracket framework.  Both items are made from 1 mm thick, black-coloured, powder coated aluminum.  The faceplate is precut to allow fitment of the MCP and EFIS.  The framework provides stability to stop the EFIS panels from wobbling in the precut hole.  

Mounting The Bracket To The MIP

The bracket is designed to be used with SimWorld’s propriety MIP, however, the bracket can be used with other MIPs.  Take note that, depending upon which MIP is used, the bracket/MIP may need to be modified.

I retrofitted the bracket to a Flight Deck Solutions (FDS) MIP which was not without its problems. 

Problems Retrofitting The Bracket to the FDS MIP

The FDS MIP, the distance between the Captain-side and F/O-side glarewings did not allow enough room to enable the bracket faceplate to be fitted; the bracket was approximately 1 mm too long, and the bracket framework was too deep to easily slide into the recess of the FDS MIP.

These shortcomings were rectified by shaving away a small portion of the inner side of each glarewing.  This enabled the bracket faceplate to fit snugly between the glarewings.  

To use the bracket framework (which is quite deep), the internal structure of the FDS MIP has to be cutaway, an act that may affect the structure of the MIP.  Therefore, the framework was discarded and only the bracket faceplate was used.  

Without the framework to provide stability, the EFIS panels wobbled somewhat in the bracket faceplate.  To stop the EFIS from wobbling, small wedges made from wood were fabricated and installed between the EFIS and the inside edge of each glarewing.  Once the wedges were installed, the EFIS did not wobble.  The MCP is secured to the bracket faceplate by four screws which inhibits any movement.

A facsimile of the piece of metal that covers the underneath portion of the MCP was made from thin metal, painted black, and the appropriate screws added.

T-taps can damage wires causing connection issues, so should be viewed as a temporary set-up

Wiring Harness

SimWorld supply a high quality wiring lumen that consists of four colour-coded wires with connectors.  The wires connect to the MCP and EFIS, and then to a 5 and 12 Volt power supply, dimming interface card (DIC), and the CANBUS system.  The power connections are standard push pull plugs and the wires that connect the MCP and EFIS with CANBUS use wire tap connectors (T-taps).   The length of supplied wire approximately 12 feet and SimWorld provide a basic wiring diagram.

Wire Connectors

The use of wire tap connectors (wire chomper), although very convenient, should probably be looked at only as an initial connection when testing the panels.  For a more permanent connection, soldering the wires is preferable.  Soldering will remove the possibility of any troublesome connection.  

Let me explain,  the act of pressing the wire into this slotted metal piece bludgeons the wire. The concept behind this is fine – it’s supposed to strip back the insulation on the wire to make contact with the wire itself. The problem is that there is no guarantee that you won’t accidentally catch some of the wire in this process and tear some of the individual wire strands.  Additionally, if the insulation is broken over a wire, there is a possibility of corrosion (oxidation) occurring.  

Power plug and CANBUS connector.  Each panel is connected to CANBUS by one of these connectors, and then to the dimming interface card

Push-Pull Power Plugs

Although the use of a push/pull power plug is standard to many appliances, the connection is not tight.  If pressure is applied to the power cable, it is easy for the plug to become dislodged and loose connection with the MCP or EFIS.  

On a simulator with motion control, vibration could cause the plug to be dislodged.  An easy matter to rectify, the security of this connection should be improved in future designs.

CANBUS Controller System

The CANBUS system (also called Simbox or CAN controller) enables communication between the server computer and the MCP (and specific SimWorld panels) and is a vital part of the SimWorld architecture.

CAN is an acronym for Controller Area Network and is a bus standard designed to allow micro controllers and devices to communicate with each other.  Simply put, CANBUS translates the CANBUS signal, allowing for control and communication through the computer.

The CAN controller system (printed circuit board) resides in a ribbed-aluminum case with two connectors at each end of the case; one side connects with the computer via a standard USB cable while the other side connects, via a specialist connection, to the wiring harness, and then to the MCP and EFIS panels.  The CAN controller does not require a dedicated power supply.

CANBUS module.  Made from aluminium and housing a Printed Circuit Board (PCB), the CAN controller is what connects the MCP and EFIS tot he server computer.  During all trials, CANBUS performed flawlessly with no drop outs, lags or failures

CANBUS is small and light enough that it can be mounted anywhere between the MIP and server computer.  I have the CANBUS unit secured to the rear of the MIP via a Velcro strap.

Connection and Drivers

CANBUS does not require any drivers to operate as it’s detected by ProSim-AR when the software is turned on.  Connection is immediate, and whatever configuration is needed is done automatically through Windows the first time CANBUS in connected to the computer.  

There should not be any connection or communication issues provided you have checked (ticked) the enable SimWorld drivers within the configuration/drivers tab of the ProSim737 software.  

Compatibility

At the time of writing, CANBUS is compatible with ProSim-AR (plug and fly).  A dedicated driver for iFly and PMDG is under development.  Prior to purchase, I would seek the advice of SimWorld to whether CANBUS is compatible with the avionics suite you are using.

Reliability of CANBUS

In one word - 'perfect'.   I have not had the MCP, EFIS or CANBUS disconnect during a flight simulator session.  This is using FSX and ProSim-AR (version 1.49).  As a test, I disconnected the CAN controller during a flight, then reconnected it.  The flight was not disrupted and the re-connection occurred effortlessly.

Robustness and Service Life

The life and serviceability of a product has a direct relationship to how the product is used (or abused) and the duration of use.   Modern electronics are very forgiving, and electronic problems (if any) usually develop soon after an item begins its service life.  If problems are not detected after first use, then it is not unusual for an item to have a considerable service life.

Some of the more common problems that occur with reproduction panels include; failing encoders, damaged plastic encoder shafts, worn out set screws, slippage of knobs, and faulty switches and buttons.  Additionally, knobs may wear out with use, and paint on the lightplate may chip.  

SimWorld have countered potential problems by using printed circuit boards, commercial metal encoders, aluminum knobs, metal set-screws, and by replicated, as much as possible the same processes used in the manufacture of OEM light plates.  

The above said, it's wise to remember that reproduction panels rarely replicate the robustness and exacting standards of an OEM product; therefore, they should be treated with respect and with care.   I expect that in time the paint on knobs will chip and wear thin with use - this is normal wear and tear.  I don't mind this 'wear and tear' look as it is very seldom you a knob that is shiny new - unless the aircraft is new.

Quality Assurance (QA), Customer Service, and My Experience

Put bluntly, when anything is done by hand there must be a very high level of Quality Assurance (QA) to ensure that design specifications and tolerances are met.  QA can be an expensive process as time is needed to inspect each individual panel and then, if imperfections are noted, make required alterations/repairs.

There is a direct relationship between the price that an items costs and the amount and level of QA that is performed.  You would not expect an inexpensive item mass-produced in China to have high QA – and it doesn’t, which is why many Chinese-produced products fail after a short period of time or have obvious defects.   However, if you are purchasing a high-end product with a high price tag then the expectation is that this product will meet specification, will not have problems, and be sold with an excellent warranty and support.

SimWorld realize that enthusiasts demand quality and strive to meet this requirement.  However, not everything passes muster first time around and sometimes products are released that are not quite up-to-standard.   Whenever this occurs the reputation of the company is tested.

To ensure transparency, I have documented the issues below not to provide negative criticism of SimWorld, but to highlight their dedicated customer support and strong company ethics.  

My Experience

The first MCP and EFIS sent to me from SimWorld did not meet my expectations and had several issues.  Namely:  

(i)     Uneven brightness of the characters (digits) across the five LCDs with some characters presenting as hot spots;

(ii)     Rotary encoders cross-referencing values;

(iii)    A/T arming toggle not locking into the arm position (UP position);

(iv)    Crooked LCD in the course display window; and,

(v)     The light plate on the EFIS was not mounted parallel to the backing plate (crooked).

I contacted SimWorld and they requested that I return the panels to Poland (at their expense) for repair.  

The problems experienced were caused by:

(i)     The positioning of the LED behind the LCD was slightly off center.  This was rectified;

(ii)    The rotary encoders were faulty and had been tracked to a bad batch released from the manufacturer.  They were replaced;  

(iii)   The autothrottle toggle was not aligned correctly with the magnetic plate mounted behind the light plate. This was fixed by moving the toggle very slightly to the left;

(iv)    The crooked LCD was straightened.  As the LCDs are mounted by hand, careful attention must be paid to ensuring they are straight; and,

(v)     The misalignment of the F/O EFIS panel was rectified by making it straight against the backing plate.  

Repaired MCP and EFIS

Unfortunately, following receipt of the repaired MCP, the Captain-side course display would not illuminate.

Piotr at SimWorld organized for my computer to be tethered to their technician’s laptop to enable bench testing.   Unfortunately, the technician could not determine what was causing the problem, but thought it may be a faulty capacitor.  

Rather than attempt to repair the MCP again, Filip arranged for a replacement MCP panel to be sent to me by UPS.  

Replacement MCP Panel

The replacement MCP, by chance, was the newer panel manufactured in 2017.  I have not had any problems with the replacement 2017 model MCP and EFIS.  Both panels function flawlessly and the attention to detail on the panels is beyond reproach.  

Warranty and After-Sales Service

The MCP and EFIS is covered by 12-month unconditional warranty.

The after-sales service and warranty cannot be bettered, and I cannot stress the advantages of dealing with a company that treats its customers with respect and places customer service as a priority.  

In relation to the issues I had with the MCP and EFIS, SimWorld responded to my e-mails within 24 hours, followed up on my questions, provided reasons for the problem, and kept me updated with regard to repairs and/or replacement.   The after-sales service and support provided to me has been exemplary.  

Negatives - MCP and EFIS

It’s difficult to find any major negatives.  However, if pressed they are:

(i)    During the day, the digits displayed in the LCDs are difficult to read if the backlighting is dimmed 100%;

(ii)    The power connection on the rear of the MCP and EFIS is not secure.  If any pressure is applied to a cable, then it’s very easy for the connector to become dislodged from the panel;

(iii)    The laser cutting on the annunciator legends (Speed, V/S, RNAV, etc.) could be more precise (this really is not an issue unless you inspect your panel with a macro lens); and,

(iv)    The non-use of D-shaped shafts on the rotary encoders.  If used, this would minimise the chance of any knob slipping on the shaft of an encoder.

(v)   The brightness of the digits displayed in the LCD's, although more or less even across all characters, does show slight intensity differences.  This is caused by the positioning of the LED that sits behind each LCD. 

Pictures and Videos

I have not included many photographs in an attempt to keep the footprint of the article to a reasonable size. 

I have posted several 'very average' photographs in this gallery in an attempt to show you the appearance of the panels.  Promotional images and videos are fine, but they are always professionally made to show the product in its best light.  You will also see a few images of OEM panels in the gallery to compare.

Below are three professionally made videos courtesy of SimWorld.

The panels displayed in the video accurately reflect the appearance, detail and functionality of the MCP and EFIS.  Equally, CANBUS is as straightforwrd to connect as shown in the video.

 
 
 
 
 
 

Photography

A quick word about photography.  Detailed and close-up photographs will always show unwanted blemishes.  The better the lens the more blemishes will become obvious.  It's important to remember that you do not fly the simulator looking through a magnifying loop, but view panels from a moderate distance.  Even OEM panels show inconsistencies when viewed with a macro lens :)

Titbits

This article has taken several months to complete.  Originally it was three times the length and it's taken some time to condense the information to a length that is readable without it being bound in a book!

Final Call

The price paid to own the SimWorld MCP and EFIS is not inexpensive, however, it is nowhere near the price demanded of a OEM Collins panel, or a panel used in a commercial simulator trainer.

SimWorld's use of liquid crystal displays in lieu of seven-segmented displays, the resistance felt when turning the various knobs that closely match the OEM panels, and the close attention paid to detail: for example, the small tabs beside the Flight Director switches, detailed display bezels, ambient sensor, and realistic push to reset barometer and minimums knobs, is what separates this MCP and EFIS from its competition. 

If you want the appearance of the MCP and EFIS to be as close as possible to the OEM equivalent, and want accurate functionality, then you should not discount the panels produced by SimWorld.

Alternate Use for OEM Rudder Pedal Circuit Breakers

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OEM circuit breaker switch.  The two connectors on the rear of the switch are very easy to connect to an interface card for push/pull functionality

The picture at left is of an OEM circuit breaker that has been removed from an OEM rudder crank unit.  The front plate of the control mechanism has several circuit breakers on the Captain and First Officer-side of the flight deck.

Although connection of the circuit breakers, to the original functionality that was assigned to the switch in the aircraft, is not necessary (unless wanted), there is no reason why the circuit breakers cannot be used for additional functionality outside of the simulator environment.   Many enthusiasts have specially made panels that reside in the center pedestal to address such a need. 

The circuit breakers are basically an on/off push/pull switch.  Each switch can be easily wired to a standard interface card, such as a Pokeys or Leo Bodnar card, and then configured in ProSim-AR to a particular function.  If using FSUIPC, the functionality of the switch can be assigned to any on/off function.

For example, using FSUPIC (buttons) it is possible to assign each circuit breaker to a simulator function such as: pause, sim acceleration, jetway extension, etc.  The list is almost endless.

In my simulator, I have the Captain-side circuit breaker switches configured to simulator pause and simulator time acceleration.  These commands are readily accessible within the FSUIPC framework.

The circuit breaker switches are aesthetics, therefore, configuring the switches to regularly used commands is a way to minimize keyboard usage, and de-clutter the flight deck.

This post is not exactly a thrilling entry. 

I am working on three articles at the moment and a detailed review of the SimWorld MCP and EFIS.  I also am slowly updating previous articles to take into account changes to technology and ideas.

I hope to have these ready for publishing in the not to distant future.   Best,   F2A

Conversion of OEM CDU - Part One

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Completely gutted.  All unnecessary and unusable electronic components have been removed

One of the more advanced projects is the conversion of two OEM Control Display Units manufactured by Smiths.  The two CDUs came from a Boeing 500 series airframe that was retired from service in 2008 due to United Airlines decision to adopt the Airbus A-320.  A chronometer located on the rear of each unit, shows the hours of use - one unit has 5130 hours while the other has 1630 hours.

The Control Display Unit (CDU) is the interface that the flight crew use to access and manipulate the data from the Flight Management Computer (FMC); it's basically a screen and keyboard.  The FMC in turn is but one part of a complex system called the Flight Management System (FMS).  The FMS is capable of four dimensional area navigation.  It is the FMS that contains the navigational database.  Often the words CDU and FMC are used interchangeably.

In this article I will discuss some of differences between OEM and reproduction CDUs. In addition to explaining some of the advantages that using an OEM unit brings.  A second article will deal with the actual conversion of the units to operate with ProSim737.

Port side of CDU with casing removed to show the electronic boards that are secured by lever clips.  Like anything OEM, the unit is constructed from solid component

Construction and Workmanship

The construction and workmanship that has gone into producing anything OEM is quite astounding. 

The CDU is built like a battleship and no amount of use or abuse can damage the unit.  The unit is quite large and heavy.  I was surprised at the eight, a good 6 kilograms.  Most of the weight is made up by the thick glass display screen  CRT, and other components that reside behind the glass within the sturdy aluminium case. 

A myriad number of small screws hold together the 1 mm thick aluminium casing that protects the internal components.  In addition to screws, there are two special DZUS fasteners, that when unlatched, enable the side of the unit’s casing to be removed for maintenance. 

When the casing of the CDU is removed, the inside is jammed full of components, from the large CRT screen to gold-plated electronic boards that are clipped into one of three internal shelves.

One aspect in using anything OEM is the ease at which the item can be inserted into the flight deck.  DZUS attachments enable the unit, once it has been slid into the CDU bay, to be securely fastened.  I use a MIP manufactured by Flight Deck Solutions and the CDU slides seamlessly into the CDU bay.

Detail of the keyboard and DIM knob.  Interestingly the DIM knob dims the actual CRT screen and not the backlighting

Tactile Differences

Aside from external build quality, one of the main differences you immediately notice between an OEM and reproduction CDU, is the tactile feeling when depressing the keys on the keyboard.  The keys do not wobble in their sockets like reproduction keys, but are firm to press and emit a strong audible click. 

Furthermore, the backlighting is evenly spread across the rear of the keyboard panel with each key evenly illuminated.

Aesthetic Differences – 500 Series and Next Generation

As the CDU dates from 2008, the external appearance isn’t identical to the CDU used in the Next Generation airframe, however, it is very close.

Main Differences:

  • The dim knob is a slightly different shape.

  • The display screen is rounded at the corners od the screen (the NG is more straight-edged).

  • The absence of the horizontal white lines located on the inside edge of the display frame bezel.

  • The display screen is different (cathode ray tube (CRT) in contrast to liquid crystal display (LCD).

  • The illumination is powered by bulbs.

In terms of functionality, as this is controlled by software (ProSim737) the functionality is identical.  This also holds true for the font type and colour.

To an absolute purist, these differences may be important, and if so, you will have to contend with a reproduction CDU, or pay an exorbitant amount for a decommissioned NG unit. 

OEM CDU installed to MIP functioning with ProSim737

Conversion for use with ProSim737

There are many ways to convert a real aircraft part for use in Flight Simulator.  By far the most professional and seamless is the integration of the real part using the ARINC429 protocol language (as used in the real aircraft).  However, using ARINC429 is not a simple process for all applications.  Not too mention that you often must use high voltage AC power.

For the most part I’ve used Phidgets to convert real parts, however, in this conversion I wanted to try a different approach.  I’m going to liaise with an Australian company called Simulator Solutions.  This company specialises in converting high-end electronic components used in commercial flight simulators, and manufactures an interface board that should enable seamless conversion of the CDU.

Glossary

  • ARINC 429 –  A standard used to  address data communications between avionics components.  The most widely used  standard is an avionics data bus.  ARINC 429 enables a single transmitter to communicate data to up to 20 receivers over a single bus.

  • OEM - Original Equipment Manufacture (aka real aircraft part).

Magnetic Declination and Navigation Database Update

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There's little point using real aircraft parts (OEM) when the underlying databases in flight simulator, that provide aeronautical information, are out-of-date.  A commonly encountered problem is: 'Why is the approach course on the simulator different to that published in the approach chart'

If wanting to achieve a high degree of realism when flying flight simulator, then up-to-date aeronautical information is vital. 

Navigraph strives to maintain the accuracy of their charts and database sets by releasing quarterly updates.  However, up-to-date data is pointless if the baseline navigational data in FS9, FSX or P3D is dependent upon outdated datum points, incorrect ILS data and runway identifiers, and various misplaced VORs and NDBs.  

The baseline navigational data that flight simulator uses is based on information that was available in 1988, and matching this dataset with any up-to-date dataset can cause navigational problems.  Furthermore, magnetic declination changes each year and after several years there is a major discrepancy in the accuracy of the data.  This discrepancy reports as incorrect approach course directions.  

File Location and 2017 Datasets

Flight simulator stores the aeronautical information as a .bgl file usually located in the scenery/base/scenery folder in the flight simulator route directory.  The file name is MagDec.bgl.  Replacing this file with an up-to-date MagDec.bgl file is very straightforward.

In January 2013, I wrote a similar article concerning this subject as it related to FS9 and FSX. This article was subsequently updated to include MSFS-2020: Magnetic Declination - FS9, FSX, P3d and MSFS-2020.

Herve Sorrs (o-la-la)

No this is not a French dish served with snails (laughing). 

Herve Sors is well known for his work developing programs and add-ons that enhance the accuracy of the datasets that flight simulator relies upon.  His website is a treasure trove of information that explains the reasons why datasets should be maintained; in addition to being a platform from which to download programs.

Correcting Magnetic Variation

The Magnetic Variation Data (MVD) package provides an updated set of magnetic declination (Magdec) .bgl files as of January 2017.  Replacing the default magdec.bgl file with the one provided in this package will result in a much better fit between displayed headings and current documentation data (runway, ILS and procedure headings).

The MVD package can be downloaded from his website.

Installation

Installation of the new MAGVAR.BGL files (copied from text file in the MVD).

(i)    Close FS9 or FSX/P3D, since you will not be allowed to replace the file while the simulator is running.

(ii)    Locate the MAGDEC.BGL file which is in the \SCENERY\BASE\SCENERY\ sub folder of your FS9/FSX-P3D install directory.

(iii)    Keep a copy of the old file.  Rename it MAGDEC.BGL.BAK (do not use a bgl extension if the file is kept in the same directory).

(iv)    In the provided package, select the updated file you want to use, either FS9, FSX or P3D.

(v)    Copy the new MAGDEC.BGL file in the \SCENERY\BASE\SCENERY\ sub folder of your FS9/FSX-P3D install directory.

Flight Simulator will rebuild its index at first launch and the new magnetic variations will be applied.

Updating NavAids (FSX and P3D)

To update the various NavAids, Herve has created a program called World Navaids (installer version 8.00).  This program comes with a self-extracting installer that provides an an easy to use interface to select, amongst other things, which NavAids you wish to update or install to which geographic region.  The interface also cross references the data and provides a conflict report if there is a discrepancy between the default and add-on scenery datasets.  Prior to any update occurring, the program will make a back-up of the existing dataset.

Flight Simulator Platforms

Software is available to update all flight simulator platforms. Be careful to select the correct software package for your platform and follow the directions located in the Read Me file.

Final Call

Herve Sors has taken it upon himself to maintain the accuracy of the flight simulator database and to provide, free of charge, many small programs that enhance out simulation experience.  Thank you Herve for your contribution.  His website is Flight Simulator Aircraft Dynamics and Navdata.

TaxiSigns HD - Review

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Example of the high definition sign showing night lighting which creates a pleasing  illumination in front of sign.  This feature is missing in the default textures

A small add-on program which may interest some is TaxiSigns HD.  Essentially this software replaces all the default taxiway signs in flight simulator (FS) with a selection of several higher resolution 3D images with enhanced lighting effects.  For those that spend considerable time taxiing the aircraft this program is sure to please.

Installation and Features

Installation is via a wizard installer which will ask where you wish to install the program and also ask which directory flight simulator is installed. 

Once installed, a sub menu (TaxiSigns HD) will be placed within the flight simulator Add-Ons menu.

TaxiSigns HD works be adding its own scenery area, called TaxiSigns HD layer, to the FS scenery library.  The default textures are not overwritten or deleted and outside of its own scenery area, the program does not modify any flight simulator files.  To uninstall the product, and restore the default signs, use the Windows Control Panel to uninstall the program.  

The program has a user interface screen accessible from the FS Add-Ons menu.  The interface enables the user to easily alter the 3D model, daytime and night textures, and whether the signs illuminate the ground at night.   

One of the main advantages, other than appearance (the signs actually look like signs), is the night lighting effects.  Each sign can be front lit to allow the ground in front of the sign to be illuminated.  

The following outlines the features of the program:

  •  3D taxiway signs instead of default rectangles 

  • Crystal clear text and FAA mandated font (high resolution textures) 

  • Choice of several 3D taxiway sign textures and shading effects (day and night) 

  •  Illumination of the ground in front of each taxiway sign 
 

The user interface in which various options can be selected.  Note the posts that hold the sign

Evaluation of TaxiSigns HD

If you spend considerable time taxiing or take photographs and video within flight simulator then this program is well worthwhile. 

The textures are very sharp and the signs are much easier to read than the default textures.  They are also much more attractive to look at in comparison to the default signage.

A problem observed in flight simulator (FSX) is the slight blurring of the signs as the aircraft taxis past the sign.  The replacement textures remain sharp and do not blur as do the default signs.  Furthermore, I could not discern any appreciable drop in frame rates.

Compatibility an Support

TaxiSigns HD is fully compatible with both DirectX 9 and DirectX 10 modes of FSX, and also with FS9 and Prepar3D (versions 1.0-5.0).  

A succinct manual is provided with the program and although the program is very simplistic, a support forum is available.

  • The program can be downloaded from the developers website and tested for a period of 10 minutes: TaxiSigns. HD

Note I do not have any affiliation with the software developer.

Assembly of Forward Overhead Panel

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Forward overhead using OEM parts

Construction of the simulator began in 2011.  It is now 2016 and I am perplexed to why the build has taken so long to complete.   Of course, opting to try and use OEM (Original Equipment Manufacture) parts whenever possible has added significant time to the project - especially the procurement of parts.

Most of the parts that make up the forward overhead have now been obtained and assembly of the components is well advanced.   Very soon the wiring from the panels to the Phidgets cards will begin.  This will be followed by several hours of testing to check correct functionality and to ensure perfect harmony between components and systems. 

A basic frame has been constructed to enable the overhead to be easily positioned to enable the wiring to be done with a little more ease.  After the forward overhead is completed, work on the aft overhead will commence.  Rome, it seems, was not built in a day.

Certainly, completion of the forward overhead will be the major project over the next few months.

FS-FlightControl Instructor Operating Station (IOS) - Review

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Opening screen for FS-FlightControl IOSon the server computer.  IOS can be easily configured to automatically open after Windows start-up

Virtual flyers can be grouped into three broad groups.  Those that are satisfied using a desktop simulator, those that gravitate toward a professional simulator, and those that strive to replicate, as close as possible, a Level D simulation.  No matter which group you belong, there is a requirement for a feature-rich, reliable, and stable Instructor Operator Station (IOS).

This post will introduce the Instructor Station FS-FlightControl, developed by AB-Tools GmbH, a company located in Germany.  The review is not meant to be comprehensive as such a document would be as long as the product’s operating manual.  Rather, we will examine some of the product’s features prior to making an assessment of the software’s reliability and ease of use.

What is IOS - Do I need It

IOS is an acronym for Instructor Operating Station.  At its simplest, it's the menu system in Flight Simulator that enables you to choose from several parameters to create a pre-programmed flight scenario. 

A dedicated instructor station is far more than a few options to alter the time, place, and scenario in the simulator.  A good instructor station should enable you to set basic flight scenarios, in addition to being able to monitor set tasks and parameters.  The software should provide clear and readable displays, be set out logically, be easy to operate, and also be able to initiate system failures.  Furthermore, the software must be stable, reliable and consistent in its output.

There are several Instructor Operating Stations available on the market and most high-level avionics suites come with a ready-made IOS as part of their software.  Therefore, the question must be asked - why is there a need to purchase a stand-alone IOS.  

Put bluntly, many generic instructor stations have been added at the back-end of an avionics suite.  These instructor stations can lack functionality, features, and ease of use.  Furthermore, their layout is often not optimal or configurable.

Screen shot showing the POSITION page display of IOS.  Note the easy to navigate menu at the bottom area of the screen (twelve modules).  This menu system is available on allIOS pages and enables quick and easy navigation between modules

IOS Features - FS-FlightControl

The features and functionality that are supported by IOS are extensive, however, bear in mind that the instructor station has been designed to operate across different simulator platforms and avionics suites; not every feature may operate with the intended avionics suite.  For example, flight plans can be generated and sent to FSX in the standard .pln format, but they cannot be send directly to ProSim-AR in the correct format (as at the time of writing).

I have purposely not duplicated what has already been written on the FS-FlightControl website.  The website provides a well detailed description of the features and functionality of the software and includes numerous screen shots.

Broadly speaking, IOS has been developed around 12 main modules.  Like-minded themes have been grouped into whatever module is specific to the subject.  If the information exceeds what can be displayed on one page, then one or more sub-pages (sub-tabs) are provided.  There is a gamut of features

Main Modules

Position:   Aircraft re-position, runway preference, aircraft scenario, approach presets, airport selection and re-position options.

Map:   Street map, satellite map and height map.   Navaids, AI aircraft, weather, aircraft location, compass and route/flight plan overlay.

Flight Planing: Route and flight plan generation with load tool.  Importing and exporting of data with flight plan generated onto roving MAP.

Conditions:   Environmental conditions relating to weather (artificial and real-time), visibility (CAT presets), winds, clouds, precipitation, altitude levels, barometric pressure, presets, time and season, accelerated time, and user-generated conditions.  This section is very detailed and is examined in several sub-tabs.  Many of the presets are as easy as clicking a button on the screen.  For example, ILS visibility conditions can be generated by clicking one of the CAT buttons (CAT I, II, III, IIIa/b/c).

Push back:   Graphical interface enabling push back of aircraft at any angle and distance.

Fuel/Load:   Fuel volume, passenger, crew and cargo weights, aircraft weights (ZFW), center of gravity (%CG) and load tool.

View/Slew:   Alters external camera views of aircraft and enables the slewing of aircraft.

Failures:   Aircraft system failure conditions that can be triggered immediately, at pre-defined times, or at random.

Statistics:   Approach statistics - Graphical representation of aircraft in relation to vertical and lateral position, aircraft position, ground altitude, vertical speed, pitch, and bank angle.  Results can be exported to Google Earth for further analysis.

Network:   Module to control all computers and software within your simulation network (server and any number of client computers).

Aircraft:   Selectable list of aircraft options re: altitude, speed, direction, radios, TCAS alert status, engine parameter outputs, throttle outputs, autopilot, light and switches, etc. 

Settings:   Customization of all aircraft, map, and program parameters: colours, fonts, map layouts, etc.  Additionally, other variables can be customised such as CAT visibilities and decision heights.

Favoured Features

I’ll be honest, the more I use IOS the more I enjoy my simulation experience.  At the very least, IOS provides a reliable way to store various approach scenarios to numerous airports at different times, seasons and weather conditions.   Granted, that this can be done from the flight simulator menu, however, it cannot be done as cleanly nor as quickly as it can from the IOS module.

Although I do not use all the features available in the program, there are several that I continually use.  It is these I will discuss in further detail.

POSITION:  Position refers to the position of the aircraft whether it be on the ground or in the air.  IOS enables the user to select from several ground positions such as the gate, runway, terminal, base approach, straight-in approach, etc. A click of the mouse will position your aircraft to any of several preset locations. 

I find this to be a very good time saver, especially if you do not want to simulate a long taxi or some other part of the flight but wish to concentrate only on one aspect – such as the approach phase.  In addition to various presets, this page also allows customized approaches to be generated and saved.

Another aspect of this page deserves mention; the ability to select a chosen aircraft livery, parameter list (fuel state, trim, radio frequencies, etc) and save this to custom-named 'slot'.  This is another time-saving feature and easy method to choose a pre-saved livery of an aircraft type.

STATISTICS:   For those who fly by the numbers and want to improve their approach techniques, the statistics section provides a graphical interface that records the vertical and lateral deviation of the approach.  It also records airspeed, vertical speed and several other characteristics.

CONDITIONS:   Conditions broadly refers to environmental and weather conditions at the airport selected, or at various pre-selected waypoints or weather stations.  Changing weather conditions, visibility, season and time is as easy as clicking a button.

This page is exceptionally feature-rich and the instructor station can generate live weather, weather from an imported METAR string or any number of pre-saved weather themes.  For those interested in setting up specific weather events, for flight training, it is very easy to do so.  

Screenshot showing MAP display page.  Many advanced features that can be displayed as a map overlay.  The tabs along the sides of the page can be clicked to turn features on or off

MAP:  The map is a hidden gem that enables you to overlay a wealth of information onto a street or satellite map of the area of operation. 

For example, the user aircraft and AI aircraft are graphically represented along with all navigation aids which includes VORS, NDBs, high and low jetways, ILS feathers and waypoints.  Wind direction and current barometric pressure can also be displayed along with the current SID, STAR or route.  Whilst on the ground all aprons, runways and taxiways are shown.  Navigating to an assigned runway could not be easier as the user aircraft icon shows the position of the aircraft at all times. 

As with all windows, the MAP can be displayed as a separate screen on another monitor.  Therefore, it is possible to have IOS open on two monitors with one monitor showing the MAP view while the other monitor displays a different view.

An added advantage is the ability to position your aircraft anywhere on the map and create a position fix along with altitude, direction, pitch, bank, airspeed and radio frequencies.  This information can be saved for future activation from the POSITION page.  This enables you to quickly and easily set-up an approach and save this approach for future use.

For those that fly on-line, VATSIM, IVAO and PilotEdge are supported.

NETWORK: IOS enables the user to program the software to control what programs open or close on any computer that is connected to the network.

For example, I use a batch file  to open and close flight simulator, ProSim-AR and other FS related programs (weather, flight analysis, etc).  IOS when turned on from the client will automatically execute the opening of the batch file on the server computer.  Likewise, when triggered, IOS will engage the batch file I use to close flight simulator and other ancillary programs.  Additionally, a time delay can be configured to cause a delay between the closure of programs and the turning off of the server computer.  

Screenshot showing the PUSH BACK display page

Installation of IOS - Server and Client

The software package is downloaded from the developer’s website and consists of a self-extracting .exe file. 

As IOS has networking capability, it's not necessary to install IOS to the computer that has flight simulator installed; it will operate on a client computer.  Additionally, a wizard is used to direct you through the installation process and configuration.  Networking to a client is done via SimConnect.  FSUPIC and WideFS are not required.

Although networking is achieved through the use of SimConnect which can, at times, be problematic, I did not experience any issues.

Configuration

Configuring the program to suit your requirements is done from the SETTINGS page.  Variables can be altered for each aircraft, and aircraft profiles can easily be created that save particular parameters or conditions.  Likewise, the software can be altered to enable a particular font style and colour to be displayed along with a zoom value and size.  The process is straightforward.

Pretty much everything in IOS is able to be configured to your liking.

One aspect of IOS I found to be very handy, was that when you close the instructor station it will keep the last known settings.  This means the parameters for the next flight session (if not altered) will be identical to the last.

Ease of Use

Screenshot showing the FAILURES display page.  Note the open conditions call-out box.  There are several sub-pages (sub-tabs) that deal with failures.  Failures are an important asset to enthusiasts striving for realism

The IOS program is set-out intuitively and the various pages (modules) follow a logical sequence with like-minded themes bundled together on the same page.  The twelve page main menu located at the bottom of each page is promulgated across all pages and enables quick access to various features. 

Unlike other instructor stations, all information relating to a specific theme is located on the one main page (for example, failures or position page); it is not necessary to navigate between several pages trying to find the information.  Furthermore, the screen display can resized to either fill your display or only part fill it.

Another advantage is the implementation of large-style buttons that enable quick and accurate identification of a module.  Everything is easy to find and access.

Program Administration

Program administration encapsulates the opening and closing of programs from one or multiple computers. 

Without an instructor station or the use of batch files, several programs must be opened on the client and server computer to begin a flight.  This takes time and the process can be unwieldy.

If the instructor station is configured correctly, it is a two-step process to begin a flight.  First the computers must be turned on.  Second, from the client the FS-ControlControl IOS icon is depressed.  Once IOS opens on the client computer it will communicate with the server computer (via SimConnect) and open any number of programs on the server (assuming they have been configured correctly in the IOS NETWORK page).  

Once Flight Simulator opens and you are on the flight line it’s only a matter of using the instructor station to alter any variables particular to the flight (airport, aircraft position, weather, fuel, weight, etc).  All changes are automatically promulgated across the network to Flight Simulator.

The important aspect to note, is that other than turning on the server and client computers, everything is done from the one screen on the client computer using the one mouse/keyboard.  Likewise, when closing the simulator session everything can be done, including turning off the server computer, from the instructor station.

Cross-Platform Operations

The IOS operates with Microsoft Flight Simulator X (FSX/FS10) including Steam Edition, and with Lockheed Martin Prepar3D® 1.x, 2.x and 3.x. in a Windows environment.  A separate APP is available for Android and Apple (iOS).  The software works traditionally using the keyboard and mouse in addition to being optimized for touch screens.  IOS can be run either on the computer that has Flight Simulator installed or from a networked client computer.

Stability and Speed

The last thing anyone wants is a crash to desktop caused by a bug-ridden piece of software that exhibits stability issues, poor performance, and does not operate consistently.  

The stability of the instructor station is excellent.  In my simulator set-up the IOS is installed on a client computer and networked to Flight Simulator located on a server computer.  The software loads quickly and interacts with the simulator seamlessly.  

The speed at which software interacts with Flight Simulator is important and it’s pleasing to note that IOS commands do not exhibit any significant time lag between the client and server computers.  There is no time lag when switching between any of the interface screens on the instructor station.  Surprisingly, this includes the MAP mode.  Often a high definition map with several overlays cannot generate its resultant map within an acceptable time. 

This said, internet connection speed may cause users to experience different speeds.

The time taken to open the instructor station from the icon on the client computer is approximately 10-15 seconds.

Screenshot showing the CONDITIONS display page.  This page has several sub-pages that deal with conditions.  For example, real weather, presets, season, ILS visibility and accelerated time.  Note the display box in the lower left side that shows the frame rates

Updates to IOS (Annual Fee)

The software developer is very proactive and software updates with improvements, minor fixes and new features are regularly provided free of charge.  

However, the update period is only for one year following purchase.  After this period has lapsed, an annual fee will need to be paid to enable future updates to be used.  The annual fee is only for updates, the original software will still function.

Do you need to update ?  If you are happy with what you have, then no.  However, if you are seeking specific functionality then an update may have this functionality.  A list showing the updates can be read in the INFO section of the software. 

The developer realizes that each person’s requirements for an instructor station is different, and as such, entertains ideas and suggestions for additional features or improvements from end-users.

Support

FS-FlightControl does not have a dedicated forum, however the developer replies promptly to all e-mails sent via the software help page.  

A benefit of sending e-mail directly from the software is that the log files from your system are automatically attached to any outgoing message.  This enables the developer to easily understand the issue, saves time in asking for further information, and leads to a faster resolution.

Dedicated Manual

A manual for any in-depth software is an absolute necessity.  It is pleasing to note that the developer has written a manual and does not rely on a forum to provide answers to common questions.

The manual, which reflects the latest software build, is accessed from the FS-FlightControl IOS website.  If necessary a .pdf is available on request.  

Additionally, the manual can also be accessed directly from the software.  Each page has several small question marks (?) that when clicked navigate the user to the appropriate help section in the manual.  If you find the questions marks unsightly, then they can be turned off from the SETTINGS page.

Software Trial

This review has only examined several of the features that the instructor station is capable of.  To enable a comprehensive examination of the software, IOS can be installed with full functionality (including any prospective updates) for a period of 14 days.  After this time has elapsed, the software will need to be purchased.

Final Call

Considering the scope of what an instructor station does and how it can be used to enhance the effectiveness of a simulator, there is little doubt that a good IOS is essential.    

I've spent considerable time using the FS-FlightControl IOS and although this review touches on but a few of the features of IOS, I believe this software to be superior to other contemporary products.   It certainly has enhanced how I use the simulator leading to a more enjoyable experience.

The IOS software and further information can be downloaded at FS-FlightControl IOS.

  • Please note I have no affiliation with FS-FlightControl.  I have not been provided with ‘free’ software, nor did I receive a discount in return for a favourable review.  The comments and recommendations I have made are my own.

  • Flight Simulator, in this article, refers to the use FSX/FS10.  I use the B737 avionics suite developed by ProSim-AR.

Update

Since this review there have been several updated releases that have implemented a number of new ideas and rectified shortcomings.

ProSim-AR users will be pleased that an update includes the ability to import and export flight plans to the ProSim-AR database as an .xml file (10 character file name).  The update also enables synchronisation with the FMS, and display of the flight plan on the IOS map.

Trim Wheel Nut Tool - New Design

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The redesigned Trim Wheel Nut Tool. Fabricated from a solid piece of aluminium

A potential problem when using an OEM Boeing throttle unit, is removing the nut that secures the trim wheels to the side of the throttle.  The nut has been designed in such a way that loosening it can only be done with a specialised tool.  Attempting to use a screwdriver or pliers may burr the nut, or slip causing damage to the trim wheel.

In an earlier post I examined how a simple tool had been designed to easily remove the nut from the spline shaft that holds the trim wheels in place.   Although this tool was functional there was room for improvement in its design and manufacture.

New Design and Improved Engineering

The tool, has been redesigned and incorporates an aluminium cylinder that has been produced from a solid block of aluminium using a milling machine.  The inside of the cylinder has been milled and a set screw securely inserted.  The set screw mates with the screw that holds the spline shaft in place.

The outer flange, adjacent to the set screw has then been machined so that two ridges, approximately 1mm in height are either side of the set screw.  The set screw mates with the female located on the end of the spline shaft while the ridge provides extra purchase by mating with the indents in the nut. 

In addition, a circular hole 8mm in diameter has been drilled through the upper portion of the cylinder enabling a similar sized piece of metal, or the shaft of a screwdriver to be inserted.  This allows additional purchase and leverage should the nuts be difficult to loosen.   Finally, the aluminium on the outside of cylinder has been slightly scoured to facilitate better grip.

New design has easier mating which enables greater purchasing power for removing tight spline nuts

Round and Round

The trim wheels are continually rotating back and forth as the aircraft is trimmed.  This rotation causes the nut, that secures the trim wheels to the spline shaft to, over time, become tighter and therefore more difficult to loosen.  This firmness is often exacerbated if working on a throttle unit removed from a real aircraft, that has not had the spline nuts removed for several years; corrosion and caked grease can easily cement the nuts in place.

This tool, although not an OEM part, is more than adequate to loosen the most determined trim wheel nut.

Knobs Aren't Knobs - Striving for the Perfect Knob

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The real item – a Boeing Type 1 General Purpose Knob (GPK) and issue packet.  There can be nothing more superior to an OEM part, but be prepared to shell out a lot of clams

In Australia during the early 1980’s there was a slogan ‘Oils Ain't Oils’ which was used by the Castrol Oil Company.   The meaning was simple – their oil was better than oil sold by their competitors.  Similarly, the term ‘Knobs aren’t Knobs’, can be coined when we discuss the manufacture of reproduction knobs; there are the very good, the bad, and the downright ugly.

Boeing Knobs

As a primer, there are several knob styles used on the Main Instrument Panel, forward and aft overhead, various avionics panels, and the side walls in the 737-800 Next Generation. 

If you search the Internet you will discover that there are several manufacturers of reproduction parts that claim their knobs and switches are exactly identical to the OEM knobs used on Boeing aircraft – don’t believe them, as more often than not they are only close facsimiles.

In this article, I will primarily refer to the General Purpose Knobs (GPK) which reside for the most part on the Main Instrument Panel (MIP).  Boeing call these knobs Boeing Type 1 knobs.

oem 737 -800 next generation knob. note different location of set screw. knob used on overhead

Why Original Equipment Manufacturer (OEM) Knobs Are Expensive

Knobs are expensive, but there are reasons, be they not be very good ones.  

The average Boeing style knob is made from painted clear acrylic resin with a metal insert. On a production basis, the materials involved in their manufacture are minimal, so why do OEM knobs cost so much…   Read on.

There are two manufacturers that have long-term contracts to manufacture and supply Boeing and Airbus with various knobs, and both these companies have a policy to keep the prices set at an artificially high level.

Not all flight decks are identical, and the requirements of some airlines and cockpits are such that they require knobs that are unique to that aircraft model; therefore, the product run for knobs for this airframe will be relatively low, meaning that to make a profit the company must charge an inordinate amount of money to cover the initial design and production costs.

A high-end plastic moulding machine is used to produce a knob, and while there is nothing fancy about this type of technology and the process is automated, each knob still requires additional work after production.  This work is usually done by hand.

Cross section of a Boeing Type 1 General Purpose Knob

Once a knob has been produced, it must be hand striped and finished individually to produce a knob that is translucent and meets very strict quality assurance standards.  Hand striping is a complex, time consuming task. 

Additionally, each knob must undergo a relatively complex paint spraying procedure which includes several coats of primer and paint, and a final clear protective coating.  Spray too much paint and the translucent area (called the pointer) inside the twin parallel lines will not transmit light correctly.  Spray too little paint and the knob can suffer from light bleed.  There is a fine line during production when it is easy to ruin an otherwise good knob with a coat of thickly applied paint. 

Finally, any part made for and used by the aviation industry must undergo rigorous quality assurance, and be tested to be certified by the countries Aviation Authority.  Certifying a commercial part is not straightforward and the process of certification takes considerable time and expense.  This expense is passed onto the customer.

Often disregarded during the manufacture of reproduction knobs is the inner metal sleeve.  The sleeve protects the material from being worn out from continual use

Replicating Knobs - OEM Verses Reproduction

It’s not an easy process to replicate a knob to a level that is indiscernible from the real item.  Aside from the design and manufacture of the knob, there are several other aspects that need to be considered: functionality, painting, backlighting, robustness and appearance to name but a few. 

Backlighting and Translucency

To enable the knob to be back lit calls for the knob to be made from a translucent material.  Unfortunately many reproduction knobs fall short in this area as they are made from an opaque material.

The knob must also be painted in the correct colour, and have several coats of paint applied in addition to a final protective layer.  The protective layer safeguards against the paint flaking or peeling from the knob during normal use.  In the photograph below, you can see where extended use has begun to wear away part of the knob's paint work revealing the base material.

Detail of the grip and metal set screw.  The set screw is important as it enables the knob to be secured against the shaft of the rotary.  This knob previously was used in a Boeing 737-500

Set Screws and Metal Inserts

Often lacking in reproduction knobs is a solid metal set screw (grub screw).

The task of the set screw to secure the knob against the shaft of the rotary so that when you  turn/twist the knob it does not rotate freely around the shaft.  Plastic set screws can be easily worn away causing the knob to freely rotate on the shaft of the rotary encoder. 

The position of the set screws on the knob also deserves attention.  Correctly positioned set screws will minimize the chance of rotational stress on the shaft when the knob is turned.

Of equal concern is the hole on the underside of the knob where the rotary shaft is inserted.  The hole should be sheathed in metal.  This will increase the knob’s service life.  If the hole does not have a metal sheath, it will eventually suffer from wear (disambiguation) caused by the knob being continually being turned on its axis.   Finally, the knob must function (turn/twist) exactly as it does in the real aircraft.

Reproduction knobs may fail in several areas:

(i)    The knob has various flaws ranging from injection holes in the molded plastic to being the incorrect size or made from an inferior plastic material;

(ii)    The knob does not use metal set screws, and the set screws are not located in the correct position on the knob;

(iii)    The knob has a poorly applied decal that does not replicate the double black line on Next Generation General Purpose Knobs.  The adhesive may not be aligned correctly and may peel away from the knob;

(iv)    The knob is made from a material that does not have the ability to transfer light (translucent pointer);

(v)    The knob does not appear identical in shape to the OEM part (straight edge rather than curved);

(vi)    The paint is poorly applied to the knob and peels off.  OEM knobs have several thin coats of paint followed by hard clear coating of lacquer to ensure a long service life;

(vii)    The colour (hue) of the knob does not match the same hue of the OEM product; and,

(viii)    The circular hole in the rear of the knob, that connects with the shaft of the rotary encoder does not have inner metal sleeve.  

The time it takes to manufacture a knob is time consuming, and to produce a quality product, there must be a high level of quality assurance throughout the manufacturing process.

Older Classic-style Knobs

It's common knowledge that many parts from the classic series airframe (300 through 500) are very similar, if not identical to the parts used in the Next Generation airframe.  Unfortunately, while some knobs are identical most are not.

The knobs may function identically and be similarly designed and shaped, but their appearance differs.  Knobs used in the Next Generation sport a twin black-coloured line that abuts a translucent central line called the pointer, classic series knobs have only a central white line.

Rotary Encoders

Although not part of the knob, the rotary encoder that the knob is attached deserves mention.

A fallacy often quoted is that an OEM knob will feel much firmer than a reproduction - this is not quite true.  Whilst it is true that an OEM knob does has a certain tactile feel, more often than knot the firmness is caused by the rotary that the knob is attached to.

Low-end rotary encoders that are designed for the toy market are flimsy, have a plastic shaft, and are easy to turn.  In contrast, rotaries made for the commercial market are made from stainless steel and are firmer to turn.

Also, low end rotaries and knobs are made from plastic and with continual use the plastic will wear out prematurely resulting in the knob becoming loose.

Many reproduction knobs fit the bill, and for the most part look and feel as they should.   t's easy to criticize the injected plastic being a little uneven along the edge, but this is unseen unless you are using a magnifying glass

Final Call

Whether you use reproduction or OEM knobs in your simulator is a personal choice; It doesn't play a huge part in the operation of a simulator.  After all, the knobs on a flight deck are exactly that – knobs.  No one will know you have used a reproduction knob (unless low end reproductions have been chosen).

However, the benefit of using a real aircraft part is that there is no second guessing or searching for a superior-produced knob.  Nor is there concern to whether the paint is the correct colour and shade, or the knob is the correct shape and design – it is a real aircraft part and it is what it is.  But, using OEM knobs does have a major set-back - the amount of money that must be outlaid.  

But, second-hand OEM NG style knobs are not easy to find and often there is little choice but to choose ‘the best of the second best’.

Increasing Paint Longivity - Avionics Panels

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Testers Dullcote.  Although it can be applied by a brush, a better approach is to use an airbrush and spray a thin coat onto the panel. When applying Dullcote to a panel, it is best to spray an even thin coat

One of the most important items in a simulator is the panel; after all, you spend a lot of time looking at panels, and a scratch or major blemish can be rather off-putting.  

It is unfortunate, that the final grey-coloured coat of paint on many reproduction panels does not conform to the same level of quality assurance that Gables or Smiths provide on an OEM item. 

Some reproduction panels can easily be scratched and chipped, and after installing and removing a panel several times, or using it for a few months, the panel quickly can appear to look like a well-used item. 

Quality assurance is a term frequently used to discuss the quality of an item.  Many manufacturers of reproduction panels only apply one or two coats of paint which may or may not be applied over a primer.  The strength and longevity of the paint depends upon whether a primer has been used, the thickness of the paint, the quality of the paint and the number of applications.  Three thinly applied coats of grey-coloured paint over primer base is far better than one or two thick coats of paint without a primer. 

The final paint finish should not be shiny but be non-reflective.

So how can you improve the durability of paint after it has been applied? 

A product called Testers DullCote has been used in the modelling arena for many years.  Modelers apply a layer of Dullcoat to their models prior to applying other painting effects which may be damaging to the underlying base coat.   Dullcote dries to a clear matt texture that adds a layer of protection to the base coat of paint.  

The application of Dullcote can be either by rattle spray can, airbrush or by a standard modeling brush.  Whatever application method is chosen, always trial the product on a lesser item prior to applying to an expensive avionics panel.

If applied correctly, Dullcote will minimize the chance of a panel being scratched or blemished and provide a clear, durable, and flat texture that can easily be cleaned.  Additionally, if Dullcoat is applied to an OEM annunciator, the application will enhance the appearance of the annunciator making it appear clearer than possibly what it is.

Glossary

  • Gables and Smiths – Two manufacturers of OEM Boeing 737 avionics panels

  • Light Plate – The actual plate that contains the lighting array to backlight the cut-out sections on a panel

  • OEM – Original Equipment Manufacture aka real aircraft part

  • Panel – Used loosely to mean a avionics panel or module (for example Fire Suppression Panel or radio panel)