ProSim-AR produces a dedicated visual flight model (VFM) that can be used with ProSim737. The VFM reflects the aerodynamics and flight parameters of the real-world Boeing 737 in addition, to displaying a visual representation of the aircraft in a selected number of real-world airline liveries.
Read MoreThe user interface in the Instructor Operator Station (IOS) allows the user to customise several functions, in addition to enabling or disabling specific options. Whilst most of the functions are straightforward, there are several options that are unconventional and therefore, probably not clearly understood.
Read More
Upper unit is a MeanWell switch-mode power supply with internal cooling fan. The lower unit is a generic Chinese made power supply with no internal cooling fan; ventilation is provided by the perforated outer case and by inclusion of an internal aluminium heat sink. Note that the MeanWell power supply has easier access to the terminals and is much thinner in depth than the lower unit
Every simulator needs some type of power supply, whether it be a converted multi-volt computer power supply, a plug in the wall type power pack, or a dedicated set voltage AC/DC switching power supply. I dare say that most flight simulators have an assortment of different types that convert 240/110 Volts AC power to DC power at a specific wattage and amperage.
In this article, I will discuss switching power supplies (switch-mode). I will also very briefly address how to measure amperage using a multimeter.
Switch-mode Power Supplies
There are many types of power supplies. However, for the most part a switch-mode power supply is the most versatile.
A switch-mode power supply is an electronic power supply that incorporates a switching regulator to convert electrical power efficiently from a higher AC voltage to a lower specified lower DC voltage. This is done by converting the incoming mains power into a frequency between 20-kHz to 500-kHz AC that is then stepped down to a lower voltage (using a small integrated transformer). The voltage is then rectified, filtered and regulated.
Clean Power
Clean power refers to power that is filtered and regulated, meaning the power is clean and is regulated to a predefined voltage. This is important in the simulator environment because many interface cards and OEM components do not tolerate inconsistent voltage which can easily be the cause of inconsistent operation and USB disconnects.
In general, a less expensive power supply will generate unclean power.
Power Supply Selection
Several companies produce power supplies – most of them are manufactured in China. However, one company that stands out from the many is MeanWell (MW). MeanWell is a Taiwanese company (not Chinese) that is a leading manufacturer of power supplies, and their switch-mode power supplies provide many advantages to the flight simulator builder.
Some of the advantages of using MeanWell power supplies are summarised below:
Constant source of clean power rated at 20% above the certification provided. What this means is that if you run the power supply at 100% it has a further 20% before the unit will be damaged.
Protection from short circuit, overload and over voltage.
Fixed switching at 25 kHz (produces a cleaner and better regulated power).
Two or three year replacement warranty (model dependent).
Internal cooling fan (model dependent). Fan opersation is temperature controlled.
Audible alarm that sounds if operating temperature is exceeded (model dependent).
Adjustable voltage (the voltage can be manually adjusted up or down (-+) to ensure correct voltage).
Wide range of operating conditions (-25 Celsius to 70 Celsius).
Solid enclosure with perforated holes (efficient heat sink and cooling).
Easy screw attachment point or ability to use a rail system.
How Many Power Supplies Do I Need ?
This is a difficult question to answer as every simulator platform is different.
The most effective way to determine the number and size of each power supply is to calculate the amperage draw of the items that will be connected to the power supply. Armed with this information, you can decide what power supply and amperage is needed.
A flight simulator will usually require switch-mode power supplies in 5, 12 and 28 volts of varying amperages, and the cost of each unit will increase as the amperage rating increases.
While it’s possible to wire a number of lower amperage rated power supplies together, I believe using two or three individual larger amperage units is better than several smaller amperage units.
Amperage Draw and Calculating Amperage
Every item that draws power uses amperage, and the amount of amperage necessary for the component to operate must be calculated prior to selecting a power supply of a set amperage. Using a power supply that is over-rated, in other words has more amperage than is necessary for a given situation is not a problem, however, using a power supply that does not have enough amperage for the attached device will result in either partial or complete failure of the connected device (for example, a bulb or LED may not illuminate to full intensity).
Amperage is the strength of electricity flowing through a circuit, usually from positive to negative.
To calculate amperage draw for a specific component, for example a 5 volt bulb, you will require a multimeter that has the capacity to read amperage.
There are several U-Tube videos on the Internet that provide guidance in how to use a multimeter to read amperage, so I will not replicate what is available.
To begin, the mulimeter's red wire from is placed into the AMP outlet and the black lead is placed into the COM outlet of the multimeter.
You then break the closed circuit of the Korry by removing the Korry from its holder. You connect the red wire (AMP) from the multimeter to the positive side of the Korry. The black wire (COM) is attached to the connector (holder) that the Korry was removed from.
Essentially you are closing the circuit with the multimeter in-line. Make sure the multimeter is set to read amperage (A). Then turn on the DC power to the Korry. The multimeter will read the amperage draw when the Korry is illuminated.
Important Point:
Prior to connecting the wires from the multimeter, check that the fuse (usually 10 amps) is functioning inside the multimeter. If you have a blown fuse and connect power to the multimeter, you may damage the device’s internal components. Every multimeter is slightly different, therefore, consult the operating manual
Rather than duplicate what already has been done, below are three links to U-Tube videos that explain how to use a multimeter to measure amperage.
Installation of Switch-mode Power Supplies
An advantage of using the same type/brand of power supply is the ease in mounting the power supplies. Most power supplies have a number of screw holes that enable the unit to be screwed to a prefabricated bracket, or mounted to a solid board; some can also be attached to a rail system.
My Simulator Set-Up
In my simulator, I have installed what is called a Power Supply Rack (PSR) which is located forward of the Main Instrument Panel (MIP) on the platform floor.
The rack is essentially an open frame L-shaped bracket made from wood (nothing fancy). To this the power supplies are mounted. The individual power supplies are wired together in parallel (wire connects between positive terminals on each power supply) to enable connection to the mains power by one power cable.
The open frame L-bracket has several advantages: all the power supply units are located in the one location, it’s straightforward to add another power supply as needed, and an open frame structure enables good ventilation and airflow; power supplies when operated for an extended period of time can generate considerable heat.
Present on all power supplies is the voltage regulator. This enables the outgoing voltage to be adjusted, usually to a few volts either side of the advertised voltage. Also note the barriers between each of the terminals and the nomenclature marking above each of the terminals
Safety
Switch-mode power supplies usually have at the end of the unit a terminal bar. The incoming mains power (three wires) is connected to the two AC and Earth terminals. Directly adjacent are four or six terminals marked +V and -V (outgoing). This is where you connect the +- wires from your device. The two AC terminals (incoming) when connected to mains power are always LIVE; touching these terminals will cause a life-threatening electric shock. Therefore, it’s paramount that these terminals are covered.
Some power supplies come with a plastic protective cover that is clipped in place after the wires are connected; all have plastic barriers between each terminal to minimise the accidental touching of wires.
If the power supply does not have a cover, one can easily be made using a piece of plastic and held in place by electrical tape. Clear silicon or hot glue can also be used to cover the AC and Earth terminals; the advantage of hot glue being that it’s easily removed by applying 80% alcohol. At the minimum, red-coloured electrical tape should be used to tape over the terminals.
Safety is important when working around 240/110 volts AC and strict protocols should be followed at all times. If in doubt, always disconnect the power supply from the mains power prior to doing any maintenance.
Single circuit busbar and multiple circuit terminal bar
Power Distribution (busbars and terminal blocks)
Any flight simulator requires various voltages to function. For example, backlighting requires 5 volts DC while OEM annunciators (Korrys) require 28 volts DC.
Power distribution, depending upon your skill level, can become quite elaborate and complicated, but at its simplest level is the use of busbars and terminal blocks.
Busbars and terminal block appear similar, however, are used for differing applications.
The main difference is that a busbar gathers multiple wires together for power distribution in a single circuit (one voltage). In contrast, a terminal block has separate circuits where each wire is paired with an outgoing wire. A simple way to think about it is, that a busbar is a single circuit whereby a terminal block is multiple circuits.
There are as many manufacturers as there are types of busbars available; it's also relatively straight forward to convert an inexpensive terminal bar into a busbar by routing the power wire between each terminal/circuit (the wires look like the letter U between each of the circuits/terminals). Doing this enables one terminal to be allocated to incoming power (for example 5 Volts) rather than an incoming power wire being connected to each circuit.
Importantly, when wiring busbars or other items care must be taken to the gauge of wire used. You don't want to use a thin piece of wire (minimal number of wire strands) when connecting to a high amperage item. If you do, the wires will become very warm and the amperage that travels through the wire will drop (which may cause inconsistent operation or a USB dropout - if the wired item is connected to the computer by a USB cable). A worse case scenario is the wire will melt and a fire may occur.
Blue Sea Systems busbar with transparent cover
My Simulator Set-Up
In my simulator, installed behind the Main Instrument Panel (MIP) is a small shelf on which three heavy duty high amperage busbars are mounted (5, 12 and 28 volts respectively). Each busbar connects directly to various components.
A further 5 and 12 volt busbar has been installed to the inside of the center pedestal, and these busbars provide 5 and 12 volt power to OEM panels, Belkin USB hubs and an Ethernet switch.
Additional 5 and 12 volt busbars are located within the Throttle Communication Module (TCM); a small box mounted to the forward firewall of the throttle quadrant.
For the most part, I have used marine-grade busbars manufactured by Blue Sea Systems (an American company). Although the clear acrylic covers are not necessary, they do minimise the chance of a short circuit occurring should something drop onto the busbar.
Dedicated Power Supply to Specific Aircraft Systems
It is preferable to dedicate individual power supplies to specific aircraft systems.
The advantage of linking a dedicated power supply to a particular aircraft system, is if a catastrophic failure should occur, the problem will be maintained within that system and any power leakage/spike will not be able to travel to other systems (located on a separate power supply).
A further benefit is that the amperage draw for each power supply can be easily measured to ensure it doesn't exceed 80% of the total draw available. Effectively, this should increase the longevity of each power supply as it will not be operating at full output.
Troubleshooting is also easier when you know what functions are connected to each power supply.
Operating OEM components requires a relatively high amperage draw, and whilst it's feasible to 'piggy back' two power supplies of the same amperage to effectively double your amperage, this is not advisable.
Maintenance
In general, power supplies do not require maintenance. However, depending upon the working environment, dust can build-up on the internal workings of the unit. If dust does build up, the unit should be routinely cleaned with a small vacuum cleaner or lint free cloth – this is especially so for those units that have an internally-driven fan which can ingest dust particles. If a ‘thick’ layer of dust is allowed to accumulate, there is a chance that the unit may operate at a slightly higher temperature, thereby minimising service life, and perhaps altering voltage output.
Final Call
There are several types of power supplies that can be used to power components in a flight simulator; the most versatile are switch-mode power supplies. MeanWell, a Taiwanese company, manufactures a number of switch-mode power supplies that in many ways are superior to its competition. However, prior to using any power supply the total amperage draw of the simulator’s components should be calculated to ensure that the most appropriate switch-mode power supply is used.
No matter which avionics suite is used, the navigational database and approach charts will need to be kept up-to-date. Navigraph (the company) have for many years been the mainstay in supplying accurate navigational data to the flight simulator community.
The navigation database and monthly updates can be downloaded from the Navigraph website, and can either be manually installed to Flight Simulator, or alternatively you can use Navigraph’s FMS Data Manager software to install the files.
This short article will benefit only those using the ProSim-AR (ProSim-737) avionics suite Version 3. ProSim-AR Version 2 uses a different file structure and navigation path.
Database Files and Installation
Navigraph is the navigation database used by ProSim737. The database is purchased separately to ProSim-AR and navigation updates (AIRAC cycles) are released monthly.
The correct navigational database for ProSim737 to download from the Navigraph website is: ProSim737 2.24b1 (and above).
When installed the database consists of three files:
cycle.json;
cycle_info.txt; and,
nd.bb3.
Cycle-info.txt is a text file that indicates which navigation database has been installed. This is the file you need to open if you are unsure of which AIRAC cycle has been installed. The other two files relate directly to the database.
Once the database is installed or updated, the ProSim737 main module (.exe file) must be run, and the database rebuilt.
To rebuild the database, open the ProSim main module, select Config/Database and Build Database. The process to rebuild the database will take around 5 minutes. When completed, the installed database AIRAC cycle number will be displayed.
Database Fails to Update
If the database does not update, there is a possibility that either the downloaded file is corrupt, or more than likely the database has been installed to the incorrect folder structure within ProSim-AR.
In this case, download the required files from Navigraph, uncompress the files to your computer desktop (or anywhere else) and copy the three database files to:
C:/Program Data/Prosim-AR/Navdata.
FMS Database Manager Mapping page. This is where you select the folder structure to upload the AIRAC cycle to
FMS Data Manager
Navigraph have an installer (FMS Data Manager) which is a standalone program that is free to use. The Data Manager is quite a powerful program and it’s worth the effort examining what this software can do.
When setup correctly, the installer will download, uncompress, and install the Navigraph files to the correct folder structure with ProSim. The installer also will create a backup of the existing database (if selected).
Navigraph FMS Data Manager main front page. This is the page where you select Update to update the navigational database with the latest AIRAC cycle
To ensure that the database is installed to the correct folder on your computer, the Data Manager must be configured correctly. This can be done a number of ways, however, the easiest and most straightforward way is to setup the folder structure manually.
Open the FMS Data Manager and select Addon Mappings.
Select the black coloured folder adjacent to the purple coloured box named Manual.
Select the correct folder in your computer (C:/Program Data) and save the configuration.
To update the database, navigate back to the front page of the manager and select the check box adjacent to ProSim737 2.24b1 and select update.
ProSim-AR (ProSim737) main menu showing the Config page open with the Build Database page overlaid
Important Points:
Whenever you install or update the Navigraph database, rebuild the database and check the AIRAC cycle.
Final Call
Maintaining the navigation database is important if you are to get the most from Flight Simulator. Navigraph AIRAC cycles are released monthly, and it stands to reason that the FMS Data Manager should be used to streamline the installation process. Problems, when they do occur, usually relate to the FMS Data Manager trying to install files to the incorrect folder structure.
Analogue meter mounted to the lid of the Throttle Interface Module (TIM). The meter, powered by 12 volts, records whenever power travels through the 12 volt system to the module
How many times have you underestimated the use of an item, to discover that the last time you changed the oil in the lawn mower was 15 years ago!
Aircraft, boats, heavy machinery and many other items, that require regular servicing, have an hour meter to provide an accurate time that a piece of equipment, such as an engine has been operating.
A flight simulator is made from many components. Some components will last for many hundreds, if not thousands of hours use, however, other parts have inbuilt obsolescence and will eventually fail.
Failing Power Supply
Recently, I had a problem whereby the internal hub in the Throttle Interface Module (TIM) would intermittently disconnect. The cause of the problem was the fluctuating output of the 5 volt mini power supply (MeanWell RS-15-5 Volt 3 amp) that amongst other things, powers the hub.
I was perturbed by the failure as I was sure the power supply was only a few years old. However, after consulting the service booklet I maintain for the simulator, I noted the unit had been installed 5 years ago and had been operating for 2054 hours. The part had, in my opinion, well and truly provided excellent service life considering the hours it had been operational.
Hour Meter
At the onset, when I designed the framework upon which the simulator would operate, I included two hour meters that would 'tick on endlessly' whenever power was turned on to the simulator or to specific systems within the simulator.
One meter resides in the Throttle Interface Module (TIM) and records the hours of use for the interface cards, motor controllers, power supplies, relays and other components that operate the throttle and autothrottle system. A separate, but similar meter records the overall use of the simulator (the time that the simulator has been receiving power).
An hour meter is straightforward to install and can be connected directly to a 12 volt power supply (or busbar) that is always receiving power. The meter (s) can easily be mounted anywhere on the simulator, whether it be inside the center pedestal, the rear of the Main Instrument Panel (MIP), or to a standalone module.
The meters I am using are analogue, however, digital meters can also be purchased. The downside of using an analogue meter is that as each increment moves through its cycle it generates a clicking sound; depending upon the location chosen to mount the meter the clicking sound may be annoying. However, an advantage of an analogue meter is that once the hours have been recorded on the meter, the information cannot be lost; a digital meter can loose the information if, for example, the backup battery fails.
Final Call
Memory for the most part is fickle, and unless trained, most people underestimate the time that a component has been used. An hour meter connected to the simulator, enables an accurate record to be kept to how long specific parts have been operating.
OEM 737-500 CL CDU
Specific information must be entered into the Control Display Unit (CDU) if the Flight Management Computer (FMC) and Flight Management System (FMS) is to function correctly. To ensure that all the appropriate data is entered, a flow sequence is usually used by a flight crew to enter data into the CDU.
Each aircraft is normally equipped with two Control Display Units; one on the Captain-side and one the First Officer-side. Each CDU can be used either in tandem or independently of each other.
In this article, I will discuss the preferred flow sequence that should be used to enter information into the CDU pre-flight. It should be noted that, like many aspects of aviation there are usually several ways to achieve a similar if not identical result. Often airline policy will dictate the sequence that the CDU is configured, and by which pilot. Therefore, the below information should be treated as a guideline rather than an inflexible set of rules.
The information used comes in part from the aircraft’s flight plan and load sheet.
The content of this article has been reviewed by a Boeing 737 Captain for accuracy.
FMC Software
The Flight Management System (FMS) is controlled by software and the software version used is often dependent on the age of the aircraft; not all software is identical. The information in this article refers to Software Version U10.8A. U10.8A is the version used by ProSim737 (other simulation avionics suites may differ). An earlier article discusses software variants.
Which Pilot Does What And When Is It Done
It is not uncommon for the pilot’s to share the task of setting up the CDU. Usually the pilot flying (PF) will enter parameters that are essential to flight, while the pilot not flying/monitoring (PM) will enter information pursuant to the route.
However, the hierarchy in a flight deck is that the Captain is the Pilot In Command (PIC), and it is assumed that the First Officer will complete most of the mundane, albeit important, navigation tasks leaving the Captain to deal with other matters.
CDU Verification and Cross Checking Procedure
The CDU is nothing more than a ‘glorified keypad’ and the maxim of ‘rubbish in rubbish out’ applies. Until execution (pressing the illuminated execute button on the keypad), none of the information entered into the CDU will be reflected in the FMC and FMS. Therefore, it is important that prior to execution, each pilot review and confirms the other’s inputs. Cross checking and verification minimises the chance that incorrect information has been entered.
At a minimum, a flight crew should compare the filed flight plan with the airways and waypoints entered on the ROUTE pages. The flight plan total distance and estimated fuel remaining at the destination should also be reviewed on the progress page of the CDU. If a discrepancy is noted, the LEGS page must be updated to ensure it is identical to the airways and waypoints in the filed flight plan. A cross check using the Navigation Display in PLAN mode and the CDU in STEP function (LEGS page) will aid is verification of the flight plan and in determining if there are any discontinuities that need to closed.
Taxi and Flight
Before taxi, the Captain or First Officer may make CDU entries. However, when possible, CDU entries should be made prior to taxi or when stopped. If CDU entries must be made during taxi, the pilot monitoring makes the entries and the pilot flying concentrates on steering the aircraft.
In flight, the pilot monitoring usually makes the CDU entries, however, the pilot flying may make simple CDU entries, but only when the workload allows. Essentially, the pilot flying concentrates on flying the aircraft and if they wish to enter data to the CDU, then the responsibly of flying the aircraft should be transferred to the First Officer.
The pilot flying is responsible for setting up the approach page in the CDU. To do this, the pilot flying will transfer command of the aircraft to the pilot not flying, and then make any amendments to the approach in the CDU. Upon completion, the command of the aircraft will be transferred and the pilot not flying will check the information.
Which Page in the CDU is Opened During Takeoff
The pilot flying usually will have the takeoff reference page displayed to enable the crew to have immediate access to V-speeds. This is to counter against the rare event that the V-speeds are inadvertently removed from the airspeed display on the Primary Flight Display (PFD) due to a display failure. Alternatively, the pilot flying may also elect (following the takeoff briefing in the Before Takeoff Procedure) to display the CLB page for takeoff.
The pilot monitoring normally displays the LEGS page during takeoff and departure to allow timely route modification if necessary.
CDU Sequence Flow
There are numerous ways to flow from one CDU function to another. The two commonly used methods are to use the Alpha Keys or the Line Select Keys (i.e. LSKL6). For example, LSKL6 refers to line select key left 6 or the sixth lower button on the left hand side.
As stated, the pilot flying will enter any information relevant to the takeoff of the aircraft, while the pilot not flying will enter information pertaining to the route of the aircraft (i.e. route, legs).
Bold CAPITALletters indicate that the command is an ALPHA menu key.
PILOT NOT FLYING (PM)
INIT REF / INDEX (LSKL6).
POS (LSL2) – Enter airport identifier into Ref Airport.
RTE or ROUTE (LSKR6) - Enter airport identifier (origin and destination), flight number (Flt No) and runway.
DEP ARR – Enter departure information (DEP LSKL1) - SID and runway.
LEGS– Enter airways, waypoints and navaids as required to a build a navigation route.
DEP ARR – Enter arrival information (ARR LSKL2) - STAR, approach, transition and runway.
On the EFIS, select PLAN and using the STEP function (LEGS Page) or PREV-NEXTPage, cycle through the waypoints checking the route on the Navigation Display. Check the route and close any route discontinuities. Return EFIS to MAP.
ACTIVATE (LSKL6) / EXECor RTE / ACTIVATE (LSKR6) / EXEC.
PILOT FLYING (PF)
INIT REF – Enter Zero Fuel Weight (ZFW), Fuel Reserves, Cost Index, Cruise Altitude (Crz Alt), Cruise Wind (Crz Wind), ISA Deviation (ISA Dev), Outside Air Temperature (T/C OAT) and Transition Altitude (Trans Alt).
N1 LIMIT (or LSKR6) – Enter Derates as desired.
LEGS / RTE DATA (LSKR6) – Enter wind (this determines fuel quantity on progress page). Note #1.
INIT REF / displays TAKEOFF REF page – Enter Flaps setting for departure and Centre of Gravity (Flaps and Trim). Go to page 2/2 and input data to various fields as and if required.
EXEC– Press illuminated execute key (this triggers the V-Speeds to be displayed on the TAKEOFF REF page).
To select V-Speeds, press Line Select keys beside each V-Speed to activate (LSR1, 2 & 3). Note #2.
Notes:
NOTE #1: Wind direction and speed (point 3) can be addedprior to or after the EXEC button has been selected. The flow sequence will alter dependent upon when this information is added. If the winds are not added, the flow will alter and TAKEOFF (LSKR6) will be selected instead of INIT REF.
NOTE #2: If V-Speeds on the Takeoff page are not displayed, it is because either the EXEC key has been pressed prior to the Takeoff Page being opened and data entered. If this occurs, cycle the QRH (LSKR6) on and off. The V-Speeds will then be displayed. Another reason that the V-Speeds may not be displayed is failure to input other essential pre-flight information.
There is often confusion to what the QRH designation means. When QRH is not selected (turned off) the V-Speeds will be automatically promulgated. If QRH is selected (turned on) the V-Speeds will be shown in green beside the appropriate line. This enables the flight crew to change the V-Speeds prior to executing them (note that ProSim-AR enables this to be altered in the IOS/Settings).
Additional Information
I usually do not link to outside resources, however, this U-Tube video from Mentour Pilot demonstrates the procedure quite well. Scroll to 0:31 seconds to begin video.
For those interested in reading more about how the CDU, FMC and FMS and how they interrelate concerning information input, Randy Walter from Smiths Industries has put together a very good article called Flight Management Systems.
Final Call
The CDU is an essential item that must be configured correctly if the aircraft’s internal navigation database is to be used. Likewise, LNAV or VNAV will only operate if the information has been entered into the CDU correctly.
The sequence you enter the information into the CDU is important, and although some latitude to the flow is accepted, a correct sequence flow will ensure all essential variables are inputted. Finally, cross verification of data, or any change to the data, ensures correct and accurate information is being entered.
Acronyms and Glossary
ALPHA Menu Key - Refers to the menu function keys.
CDU - Control Display Unit (the keypad).
FMC - Flight Management Computer.
FMS - Flight Management System.
LSK - Line Select Key. Used to enter lower level pages.
QRH - Quick Reference Handbook.
Bespoke string potentiometer
String potentiometers are fast becoming the mainstay for those wanting to obtain accurate outputs when a lever is moved, such as the: ailerons, elevators, rudder, flaps, speedbrake, or thrust levers in the throttle quadrant. This is because the slightest movement of a the string is registered by the potentiometer.
While commercial made string potentiometers can be purchased, they are not inexpensive, and if used will deliver an order of accuracy that isn’t necessary for the assigned tasks.
In the example discussed I I am not using a commercial string potentiometer. Rather, a standard Bourne 3500-3501 rotary potentiometer has been adapted to use a string.
Requirements
You will need the following items:
Bourne rotary potentiometer;
Plastic housing box;
6 screws (to secure box lid and to fasten spool);
One nut and washer (to secure potentiometer to box)
A retractable spring-loaded spool and stainless steel ot nylon string;
A cylindrical piece if moulded ABS plastic (or wood); and,
A small dog leash type clip or other fastening device (not pictured).
It’s best to use a CNC machine to fabricate the correctly shaped box, however, any box can be used. Boxes can be purchased from electronic shops that are used as a housing for interface cards. These are suitable.
It’s difficult to document exactly how the process is done, but by carefully studying the pictures, you should be able to replicate the process.
Fabrication
Make a small hole in the side of the box for the string. Ensure the hole enables the string to have some lateral movement. You may need to attach some type of protection to the inside or outside of the hole so that the string doesn’t rub the plastic. I have used a soft piece of plastic for this task (Figure 1). Equally suitable is piece of cork (wine bottle)
Drill a circular hole in the top of the box to enable the shaft from the potentiometer to be inserted. Secure the shaft with a nut and washer (Figure 2). The main body of the potentiometer will be outside the box.
Glue a piece of solid ABS plastic (or wood) to the lid of the box. Make a small drill hole that enables a screw to be attached. This screw is used to help secure the retractable spool (Figure 2, 4 & 6).
You must fabricate, from a piece of ABS plastic or similar, a cylindrical attachment that is glued to the retractable spring-loaded spool. This piece if plastic must a hole drilled that is the same circumference as the shard of the potentiometer (Figure 3).
The retractable spring-loaded spool is glued to the bottom of the box in direct line with the shaft of the potentiometer. The shaft must align with the hole in the spool (Figure 1).
Drill a small hole into the side of the shaft of the potentiometer and the retractable spool. The hole should be large enough to enable a small screw to secure the retractable spring-loaded spool to the shaft. This is done to stop the spool from freely spooling. When it’s secured, the string when pulled in or out will turn the shaft of the potentiometer (Figure 2, 3 & 6).
When everything is complete, the string should move the shaft of the potentiometer as it is pulled out of the retractable spring-loaded spool. To secure the spring to the control device, a small clip can be used which is attached to the end of the string. I have used a small dog leash style clip, but any clip will work.
Photographs
The fabrication as seen in the gallery photographs appear quite rough. This is because the example photographed was a prototype. If you are carefully, work methodically, and have an eye for detail, then there is no reason why the end product will not look semi-professional.
Additional information: String potentiometers: Are They Worthwhile.
BUO0836A Joystick Controller card with wires from the string potentiometer (ailerons)
Nearly every flight simulator has hardware devices that need to be connected to the server computer, whether it be to control the buttons and levers on the throttle quadrant, flight controls, or any other add-on device.
Most enthusiasts can recall a time when they experienced a problem with a hardware device. Perhaps the device couldn’t be calibrated, or when calibrated, the settings were not maintained. Worst case scenario was the device didn’t function and wasn’t recognised by the computer. Many of these potential problems can be minimised by ensuring that the firmware on the card is the latest version release.
In this article, I’ll discuss how to update the firmware the BU0836A 12-Bit Joystick Controller card. The same process can be completed to also update the Button Box BBI-32 or 64 card. Both cards are manufactured by Leo Bodnar Electronics.
Background
To connect a device to the computer, so that it can device can be recognised by Windows (and subsequently ProSim737 and flight simulator), requires an interface card of some description.
Often, there isn’t much thought to addressing the firmware for the selected card. The premise is if it works leave the card alone, and often this is the case, until you purchase replacement computer, upgrade your operating system, or install updates to the operating system. Then, all of a sudden telltale symptoms emerge such as calibration issues, or in the worse case scenario, the computer fails to recognise the card.
Firmware
Any advanced interface card requires firmware. The firmware at its simplest, is a basic set of instructions to enable the card to communicate with the computer’s operating system (think double helix, chromosomes and DNA).
When a card is purchased, the firmware is usually up-to-date so that the card will function with the latest operating system. However, with time many aspects relating to the computer change (hardware, drivers, operating system, etc). However, rarely is the firmware on the card updated. Some manufacturers don’t update the firmware; instead preferring to sell another card. However, a reliable manufacturer will nearly always offer upgraded firmware, from time time, especially after a period of time in which there has been major evolutionary computer change (for example, WIN XP/7 to WIN10).
At the time of writing, the latest release for the BUO086 card was Version 1.26.
Screen grab of the User Interface from the HID flash tool
Upgrading Firmware (flashing)
The process of upgrading the firmware on either of the above-mentioned cards is called ‘flashing’, and if done correctly is a straightforward process.
Prior to a card being flashed, it’s necessary to download (from the Leo Bodnar website) the HID flash tool and the firmware versions for the card.
The flash tool is a standalone program and is used to read any Leo Bodnar card connected to the computer. Once a card has been read by the software its firmware version number can be ascertained.
Important Point:
The latest version of the firmware for the BU0836A and BBI cards, and the HID flash tool, can be downloaded from the Leo Bodnar website (towards bottom of page).
Important Suggestions:
Do not install the HID flash tool to the computer used by flight simulator. Rather install the program to another computer. Disconnect the card requiring flashing from the flight simulator computer and reconnect this card to the second computer.
Only connect one card at a time to the computer. Looking at multiple cards simultaneously can be confusing, and you may inadvertently ‘flash’ the wrong card.
Always try and use the shortest USB cable possible when flashing a card.
How To 'Flash'
In this example, we will discuss upgrading the firmware to a BU0836A Joystick Controller card. The process is identical for the BBI 32/64 cards. As this article is quite short, including diagrams is difficult. Therefore, a copy of the instructions including screen grabs can be downloaded in the Documents Section.
1: Download the HID flash tool and firmware version zip files from the Leo Bodnar website and unzip the files to your desktop.
2: Connect the Leo Bodnar card to the computer and open the HID flash tool as Administrator (mouse right click/open). The software will open at the User Interface that displays various information for the selected card. Take note of the firmware version number. If it’s the latest firmware, then there is no need to flash the card (unless you suspect a problem with the firmware).
3: If more than one card is listed, select the correct card and click the 1. Bootloader tab. This will place the card into flash mode. The interface will display the word boot or bootloader.
4: Click the 2. Browse file tab and navigate to where you downloaded the various firmware versions. Select the correct firmware upgrade version. The firmware is documented as .bin files. I am told that all the bin files are identical, other than the number (more on this later).
5: Once the file is selected, click 3. Flash firmware. The firmware will be flashed to the new version.
Important Points:
If it’s not possible to update the firmware (old or damaged card), then the User Interface will indicate the card is still in boot or bootloader mode. In this case, an updated card will need to be purchased.
Renaming Cards
if you use mulitple cards. Flashing can be a good way to change the name of the card to avoid confusion when looking at the card names in ProSim737. Therefore, in Point 4 above, if you use .bin3, the card will be renamed to BU0836A_3 and if you choose .bin7, the card name will be BU0836_7 (and so forth).
Calibration Settings
It’s not uncommon for some calibration settings to be lost when a card is flashed. Whether the settings are lost, depends upon how the card was used in the first place. It's very likely the various axis will require re-calibration (ailerons, elevators, trim wheel and rudder), however, button settings should remain stable (because buttons are on/off and are connected to the terminals on the card).
Final Call
Computer hardware, operating system, and Windows updates can cause problems with various interface cards, especially if these cards are dated. Fortunately, many manufacturers offer firmware that can update the card to enable it to operate flawlessly with a new up-to-date system.
Additional Information
Norwegian landing showing various control surfaces that hardware devices mimic in flight simulator
Every flight simulator uses input devices, and these devices must be initially registered and calibrated in the Windows Operating System, prior to advanced calibration in ProSim737 or FSUIPC.
Occasionally, the User Interface used to register and calibrate the devices fails or crashes. One potential reason for the interface becoming unresponsive, can be caused by Windows 10 updates, that are automatically downloaded and installed to your computer.
While most updates are benign, some will tamper with settings that otherwise were thought to be ‘set in stone’.
In this article, I’ll discuss how the corruption of the joy.cpl file can lead to problems when attempting to register and calibrate joystick controllers.
Note that I use the word input device, game controller, joystick controller, and hardware device interchangeably. Also be aware that the joy.cpl file is used in all late Windows operating systems (XP onwards).
Background
Flight simulator uses several hardware devices. A basic list of the most commonly used is listed below:
Flight controls (aileron, elevators, steering tiller, rudder).
Yokes (buttons and elevator trim).
Throttle Quadrant (buttons, flaps lever, speedbrake lever, thrust levers, cut-off levers, parking brake).
Often, but not always, the items mentioned above are connected to the computer by a Leo Bodnar Joystick Controller or Button Box card (BU0836A and BBI-64 or similar). These cards must be registered, and the connected potentiometers calibrated in Windows, prior to more advanced calibration in ProSim737 or FSUPIC.
Registration and calibration occurs in the Windows Joystick Calibration User Interface (Game Controller Interface).
It's often easier to think of calibrating controls as a two-stage process - Primary Registration and Calibration (in Windows) and Secondary Calibration (in Prosim737, flight simulator, or FSUPIC).
Joystick Calibration User Interface displaying opening menu and calibration menu
Registration and Calibration (Primary Calibration)
By way of an example, let’s assume a yoke is being connected to the computer via a Leo Bodnar BU0836A 12-Bit Joystick Controller card. The movement of the ailerons and elevator (potentiometers) will need to be initially registered and calibrated in Windows.
To begin the registration process, open the Joystick Calibration User Interface and follow the prompts. During the registration and calibration process, each of the end points for the movement of the potentiometer will be recorded, and an axis assigned to the aileron and elevator. Initial calibration of each axis then occurs. This information is saved into a file called joy.cpl.
Important Point:
Calibration of any axis must involve moving the hardware device as far as possible (left, right, forward or backward). This ensures that the full range of movement from the potentiometer is recorded during the registration process.
A .cpl file is a .DLL file that stores information for other programs to access. It’s part of the game controller applet and creates an entry in the Windows registry. I don’t want to dwell any longer than necessary on the Windows infrastructure, as this information is readily available from the Internet.
Handy Shortcut:
There are several ways that the User Interface can be accessed: press 'WIN key and R' and then type either ‘joy’ or 'joy.cpl' into the search bar. Another way is to type ‘joy’ or 'joy.cpl' directly into the Cortana search bar (Windows 10).
Corruption of joy.cpl File.
Initially you may not realise there’s a problem, until you discover it’s not possible to calibrate a device accurately in ProSim737 or in FSUPIC. Or, if registering a new hardware device, the registration and calibration fails. Corruption of the joy.cpl file will usually cause the Game Controller Interface to crash.
How the joy.cpl file becomes corrupted is unknown (by me). I’ve read that Windows updates to sound drivers can sometimes cause an issue. However, when I recently experienced a problem when attempting to register a new joystick controller card, removing and replacing the sound drivers didn’t rectify the problem.
The Solution
Thankfully, the solution to this problem is relatively straightforward. The joy.cpl must be deleted and replaced with a fresh copy.
Important Points:
The corruption of the joy.cpl file is one of the most common reasons for registration and calibration problems, however, it may not be the only reason.
While Windows 10 updates can cause corruption of the joy.cpl file, there are other reasons that may cause this file to be corrupted.
Screen grab of the Sytem32 folder showing joy.cpl file
How to Repair the joy.cpl File
Rectifying the problem is a two-part process involving deleting the joy.cpl file and replacing it with a fresh copy (non-corrupted) copy.
The joy.cpl is located in the Windows System32 folder (C:\Windows\System32).
Each computer system is slightly different, and depending on the file’s protection status, deleting the file may be difficult. When attempting to delete this file, always log in as Administrator.
If the file still can’t be deleted, a standalone unlocking program will be required. As the name suggests, this program ‘unlocks’ the file (or any other file selected) so that it can be deleted. There are several free unlocking programs available from the Internet. I used a program called UnLocker.
Install UnLocker to the computer and follow the prompts after which the joy.cpl file should be able to be deleted.
Next, open the SysWOW64 folder (C:\Windows\SysWOW64). Scroll downwards and find the file joy.cpl file. This is a copy of the file keep by Windows. COPY this file and paste it into the System32 file.
After this has been done, registration and calibration of any hardware device should be possible.
Important Points:
It’s standard practice to always make a copy of any file prior to deletion (so you can rollback if necessary).
Always COPY the file from the SysWOW64 folder. NEVER cut and paste.
When you replace the joy.cpl file, any settings previously held in registration may no longer exist. If this occurs, registration and calibration will need to be done again for ALL hardware devices.
Backup Configuration Settings
The file that contains the configuration settings is the joy.cpl.
This file contains the information Windows needs to be able to load the settings obtained during Primary Calibration. This file should be backed up.
Important Point:
If a problem develops at some point, it's an easy matter to replace the joy.cpl file with the backed up copy. if the problem persists, then replacement of the file (from the SysWOW64 folder may be necessary).
Although Secondary Calibration has not been addressed in this article, it's recommended to backup these settings (included for completeness). Recommended files to backup.
C:\Users\Your_Name\AppData\Roaming\Lockheed Martin\Prepar3D v4\Controls\Standard.xml, controls.xml and/or joysticks.xml
P3Dv4\modules\FSUIPC.ini
Prosim737\config.xml (located in ProSim737 main system folder)
C:\Windows\System32\joy.cpl.
Final Call
Not being able to register a hardware device in Windows can be frustrating and time consuming. The registration and calibration information of any hardware device is recorded in the joy.cpl file. If this file is corrupted, initial registration and calibration of hardware devices won’t be possible. Prior to troubleshooting elsewhere, the first point of call should be to delete the corrupted file and replace it with another copy.
Engines, landing gear, spoilers and drag all create noise and vibration. To ensure an immersive environment is created, these sounds (and others) must be replicated as closely as possible to the real sound
The definition of immersion is a perception of being physically present in a non-physical world. This perception is created by surrounding the user in images, sound and other stimuli that provide an engrossing total environment.
When this is done correctly, the illusion is complete. However, the immersion effect is downgraded when something doesn't replicate or mimic its real-world counterpart effectively.
Flight simulator enthusiasts go to exuberant lengths to create the illusion of flight. Purpose built flight decks, aircraft shells, real aviation equipment and stunning external visuals all add to the immersion effect. But, what about sound – in particular realistic aircraft, cabin and environmental sounds.
SimSounds
SimSounds is a small standalone program developed by Thomas Langenkamp in Germany. The design of the program is very simple in that it enables you to preselect and configure a number of add-on sounds that are often missing in Flight Simulator. This is in addition to playing airline cabin announcements and cabin calls at pre-defined phases in a flight.
By its inclusion of airliner cabin announcements, SimSounds has targeted the airliner market (in particular Boeing and Airbus). However, there is no reason why SimSounds can't be used for general aviation aircraft and other airliner types.
To increase immersion further, several sounds used by SimSounds can be sent to Butt-Kicker to generate vibrations when a particular sound is played.
SimSounds can be configured to work alongside several avionics suites and other programs such as ProSim-AR (737 & A320), Sim Avionics, PMDG (NGX), P3D and FSX.
Review Limitations
The software generates numerous sounds, and the conditions in which the sounds are played is quite exhaustive. To delve into each sound and occurrence condition would take longer than one article.
Therefore, I will concentrate on the main aspects of the software that are of particular relevance to the flight deck builder. I will also include a few screen captures of the program’s User Interface which is more or less identical across all pages. This review will not include how SimSounds interacts with Butt-Kicker. (I do not own or use a Butt-Kicker).
This review addresses SimSounds V3.1
If you wish to read other user reviews of SimSounds, I suggest you navigate to SimMarket. A video created by the developer can also be viewed on U-Tube
What Does SimSounds Do
In essence SimSounds provides the following:
(i) Cabin crew announcements (automatic phase flight detection for cabin announcements);
(ii) Cabin calming mood music;
(iii) Aircraft sounds (some speed dependent);
(iv) Cabin sounds;
(v) Environmental sounds (some speed dependent); and,
(vi) Sounds that are compatible for use with Butt-Kicker (vibrations).
Let’s examine some of these sounds more closely.
Cabin Announcements (crew)
A prerecorded cabin announcement (CA) and cabin intercom call (CIC) will play during the following flight phases:
(i) CA: Boarding complete;
(ii) CA: Welcome with flexible Captain's name and dynamic local time detection;
(iii) CA: Safety instructions;
(iv) CA: After takeoff information;
(v) CA: Cruise (service and duty free);
(vi) CA: Seat belt sign on during cruise;
(vii) CA: Decent information;
(viii) CA: Approach information (placeholder only);
(ix) CA: Landing information (placeholder only);
(x) CA: After landing (with dynamic airport detection based on useable airports);
(xi) CA: Parking Position;
(xii) CIC: 'Passengers fastened'; and,
(xiii) CIC: 'Cabin is ready'.
The nationality and sex of the voice is selected from the User Interface: English, French, German, Dutch or Portuguese. English and German are the default languages, and other language packs (crew packs) can be purchased separately. There is also an option to add your own voice (prerecorded .wav file).
The Approach and Landing information (viii & ix) will only be played for preinstalled airports (at the time of writing there are 92 defined airports worldwide that can be used). SimSounds automatically detects the airport in use, and provided the option is selected in the User Interface, the airport name will be used in all airport-related cabin announcements.
The cabin announcements and intercom calls are automatically generated and are triggered by the aircraft’s phase of flight (SimSounds refers to this as 'Automatic Flight Phase Detection'). There is no calibration or setup required for this to occur. The logic a has been embedded into the program.
Aircraft Sounds
The following aircraft sounds, some which are speed dependent, are included:
(i) Roll and wheel bump sounds for main gear and nose wheel (speed dependent);
(ii) Touch down sounds for main gear and nose wheel (vertical speed dependent);
(iii) Landing gear up sound;
(iv) Landing gear down sound;
(v) Falling rain sound (speed dependent);
(vi) Wind sound (speed dependent);
(vii) Flaps sounds (speed dependent);
(viii) Opening and closing front door sounds;
(ix) Turbulence;
(x) Engines;
(xi) Reverse thrust (engines);
(xii) Tail Strike;
(xiii) Parking Brake activation and deactivation;
(xiv) Spoilers (speed brakes);
(xv) Auto brakes lever sound (as speed brakes deploy on landing); and,
(xvi) Wind sound enhancement when landing gear is deployed.
You can individually select these sounds from the User Interface. Furthermore, speed dependent sounds have the flexibility of being preset to only become audible when a specific speed has been reached. All sounds have independent volume control.
Cabin Sounds
Cabin sounds include the following:
(i) Cockpit fans;
(ii) Doors opening and closing;
(iii) Seat belt chime;
(iv) No smoking chime;
(v) Passenger background noise and boarding (mainly low talking and scuffling) ;
(vi) Cabin calming music (boarding, after landing and parking);
(vii) Clapping sound; and,
(viii) Screaming sound.
For the seat belt and no smoking chime (iii & iv) to function correctly, it’s necessary to define a FSUIPC offset (discussed later in this article).
For the cabin calming mood music (vi) to play you will need to correctly map and configure the doors of the aircraft. Failure to do this will result in the music not playing.
The clapping and screaming sound (vii & viii) is an audio of people clapping or screaming. Both sounds and their volume can be adjusted to play following a landing at a specific vertical speed (V/S).
Flexibility - Independent Volume and Speed Dependency Functionality
It’s important to note that SimSounds is VERY flexible in how, when, and at what volume any sound is played. Each sound has independent control enabling the user to turn the sounds on or off, alter the sound’s volume, or adjust when the sound will become audible (sounds with speed dependency).
Speed dependency is when a sound will play only when the simulator aircraft reaches a certain airspeed or ground speed. In the User Interface for the specific sound, a sliding tab is used to preset the speed at which the sound will play. Similarly, another sliding tab will allow you to preset the volume of the sound. It’s this flexibility in how and when sounds are played that makes SimSounds rather unique.
User Interface / Aircraft Sounds / Wind. The active button is selected, meaning that the sound is active. The 'wind' sound file will play when the ground roll of the aircraft reaches 80 knots (the timing which the sound is played is linked to the ground speed of the aircraft). The sound will then slowly increase in volume, reaching the maximum volume (as indicated by the maximum volume % slider tab) at 201 knots)
Installation, Setup and Before Purchase Evaluation
The Installation is VERY easy. Once downloaded, the program is installed to either one or more computers (server and clients). FSUIPC and WideFS is required if you wish to run SimSounds from one or more client computers.
The program is standalone and can be installed anywhere on your computer system. It’s not a requirement to install the software to your main C Drive; it can easily be run from the desktop or from a second drive. If required, a shortcut can be made from the executable file, or the command line can be added to a batch file (for automatic opening of all programs with one mouse click).
SimSounds does not require extensive calibration and setup to function. With the exception of indicating what sounds are to be played and their parameters, the following will need to be done from the main page of the User Interface:
(i) SimSounds/License Key – Enter license key (after purchase).
(ii) Settings/Common – Select either PMDG offsets, PS737/A320, or leave blank.
(iii) Settings/Sound Cards – Select sound card for aircraft sounds, cabin sounds and flight deck sounds.
Additionally, for full functionality (music and chimes) you will need to synchronise the door logic to flight simulator and define a FSUPIC offset for the no smoking and seatbelt signs.
A complete and fully functional SimSounds is available as a free download from the SimSounds website. The evaluation period is a generous 30 days.
System Requirements
SimSounds requires the following to function correctly:
(i) An active internet connection;
(ii) Windows 7, 8 or 10 operating system;
(iii) Microsoft Flight Simulator 10 (FSX) or Prepar3D Version 4.1 to 4.5; and,
(iv) FSUPIC and WideFS.
ProSim-AR Users (ProSim737 Avionics Suite)
Thomas (the developer of Simsounds) has worked closely with the developers of ProSim-AR to ensure that the software is 100% compatible with the ProSim737 avionics suite.
SimSounds does not replace the sounds in the ProSim audio folder used by ProSim737, but rather uses its own dedicated folder. However, some sounds are duplicated. Therefore, it’s a matter of choosing which specific sounds (.wav files) you wish to use (select sounds from either SimSounds or ProSim Audio).
For the cabin calming mood music to be automatically played when the aircraft doors are open, ProSim737 users will need to correctly map and configure the doors of the aircraft. The process to do this varies between proSim737 releases.
Similarly, for the seatbelt and no smoking chime to function correctly (when you manipulate a switch), a FSUIPC offset will need to be defined. The offset is defined in CONFIG/MISC menu of ProSim737 using a GATE.
Seat belt sign – FSUIPC offset 8 bit U: 0x341D.
No smoking sign – FSUIPC offset 8 but U: 0x341C.
Program/Software Manual, Help and Updates
The developer has elected to not provide a comprehensive manual. However, a very basic on-line manual and Frequently Asked Question section can be found on the website.
To be frank, I prefer reading a manual prior to using any program. But, considering the program’s flexibility and exhaustive content, writing a manual would be very time consuming and would probably be confusing and counterproductive. This software is very much a ‘hands-on’ learning experience.
To learn what the program can do, you must install the software and experiment with the various sounds and cabin settings.
SimSounds does not have a dedicated forum. However, the developer is very active on the ProSim737 forum and is eager to provide help to anyone needing assistance. He is also open to suggestions and recommendations to improve the software.
Improvements to the software and beta releases are published on the SimSounds website. If the 'check for updates' is selected from the User Interface, the program will alert you to when an update has been released.
Important Point:
The best way to test this program to determine its usefulness is to install the software and trial the various features.
User Interface (UI)
SimSounds is a relatively powerful program and it's control centre is the main page and sub-pages accessible from the menu-style tab system.
The control center of the SimSounds program is the User Interface. The main page displays setup information, current state of buttons and sounds, and pertinent flight parameters. Each of the tabs is interactive which enables individual sounds to be activated ‘on the fly’
SimSounds will always display the main page (front page) of the User Interface. This page (Figure left) is important in that, in addition to providing an interface to enter into the program’s sub-pages, it also displays setup information and various flight parameters. The flight parameters are ‘live’, meaning the parameters are continually updated during a flight.
Also displayed are the active continuous sounds that have been configured to play (continuous sounds play all the time). This is in addition to the current state of the no smoking and seat belt buttons, and the door state. There is also a pause button to pause flight simulator.
Interactive Coloured Tabs
The dozen or so tabs located at the lower right of the main page provide a visual indication to what sounds have been configured to play in SimSounds. These tabs are interactive, meaning that by pressing the tab, the sound can be manually turned on or off, or if the sound is currently playing, it can be cancelled (paused).
Three colours and the use of solid-filled text are used to indicate various sound states:
(i) Neutral (no colour) text solid filled – sound configured to play.
(ii) Neutral (no colour) text not filled – sound not configured to play.
(iii) Blue colour – sound currently playing.
(iv) Pink colour – Sound configured to play, but has been manually turned off (by pressing the tab/button with your mouse).
The use of interactive tabs enables configured sounds to be turned on, off, or paused 'on the fly'.
Sub-pages (User Interface)
Each page is well laid out and easy to follow. I will not explain every page as many are self explanatory.
As an example, we will examine the Aircraft Sounds / Roll page (Figure 1 below).
Aircraft Sounds / Roll Page (an example)
This page has several interactive tabs that align with the top of the main page. Each tab relates to a specific sound.
At the upper left of the page is a check box named ‘active’(on/off). This is where you can either turn the sound on or off.
User Interface / Aircraft Sounds / Roll. The active button is selected meaning that the sound is active (turned on). The 'aircraft roll' sound file will play when the ground roll of the aircraft reaches 12 knots. The sound will then slowly increase in volume, reaching the maximum volume (as indicated by the maximum volume % slider tab) at 97 knots. All the tabs in the User Interface have a similar graphical interface which is very easy to understand and manipulate
The box named 'Sound File' is the location of the sound file that is to be played.
The three sliding blue-coloured tabs are self explanatory. One slider sets the maximum volume that the sound will play at, while the other two sliders relate to speed dependency. One slider is used to set the speed at which the sound will begin to play, and the other is used to alter the speed at which the sound will reach full volume (as set in the maximum volume slider).
The ‘Add’ (so many knots) box enables the user to fine tune the volume of the played sound. For example, the volume (of the 'roll' sound) increases with increasing speed. If you want the 'roll' sound to start earlier, this value can be altered in the ‘add’ box resulting in a higher volume of the 'roll' sound at lower speeds.
Changing Sound File and Location
Any sound or cabin announcement can be replaced with another customised sound or recorded cabin announcement. To replace a sound it’s a matter of replacing the sound in the SimSounds sound folder and linking the new sound file to the software.
To do this, the two boxes to the right of the 'Sound File' box are opened. This reveals a dialogue box that enables you to select a new file location and sound file. The small speaker icon enables the sound to be played to check the volume prior to saving the configuration (‘Apply and OK’).
Important Points:
Any of the pre-selected sounds can be cancelled (paused) from the front page of the User Interface. This is done by pressing the appropriate tab. This can be done ‘on the fly’.
The User Interface is very intuitive and straightforward to use.
Test Mode
The developer has had the forethought to include a test mode in the program (‘Test’). The Test Mode is accessible from the main page and includes a list of all configured sounds. Each sound can be individually played at the configured volume. This is very handy if you want to review (and hear) what sounds you have configured in SimSounds.
Reliability and System Resources
During my testing, the software was very reliable and robust. The software played all sounds as configured and I didn’t experience any drop outs or failure of the software to open correctly (I use a batch file).
SimSounds works out of the box with minimal computer configuration.
Concerning system resources. During my testing, I didn't note any depreciable use of system resources running SimSounds on a server and client computer.
Accuracy of Sounds - Artistic License
There has been a certain amount of artistic licence taken in relation to the accuracy of some of the sounds.
For example, when sitting in the flight deck of a real Boeing 737 aircraft, you cannot hear the flaps move when the flaps lever is manipulated (apart from anything else, there is too much ambient noise in the flight deck). Nor can you hear air whistling, or increased whistling, as the flaps are deployed from flaps UP to flaps 40.
Similarly, you cannot hear the speed brakes (aka spoilers) when they are moved to the up position (you do, however, feel the increased drag).
The use of these sounds should not be seen as a shortfall, as many enthusiasts like to hear these sounds (like they can hear in the cabin), and it’s an easy matter to turn the sounds off in the User Interface if they are not wanted.
Also, bear in mind that SimSounds has been developed for a broad audience. Light aircraft users will want to hear these sounds, as in a light aircraft you will hear the flaps move, and hear the wind whistling over the flap surfaces as the flaps are deployed.
Not all the sounds have been recorded from a real 737; some sounds have been fabricated. For purists, it’s a straightforward process to remove the fabricatedsounds and replace them with genuine sounds.
The following sounds have been recorded from a real Boeing 737:
(i) Wind (without flaps sound);
(ii) Roll sound;
(iii) Bump sound;
(iv) Touchdown sound;
(v) Doors opening sound;
(vi) Doors closing sound;
(vii) Landing gear up sound; and,
(viii) Landing gear down sound.
Sound Configuration (my simulator)
No setup is identical when it comes to sound; what works for one individual may not work for another.
The beauty of SimSounds is that you can run multiple instances of the program and select multiple sound cards. This allows you to select to which speakers the sound is directed, enabling considerable flexibility in generating sound from differing directions. This adds to immersion.
In my simulator, I have two instances of SimSounds running; one from the server and one from client computer I always have the main User Interface open on the client computer and positioned in such a way that it's easily viewable on the client's display along with the instructor station (FS Flight Control). This enables me, if necessary, to cancel (pause) specific sounds. Note that in newer ProSim737 releases the use of the FS Flight Control instructor station is not necessary as ProSim737 has its own dedicated IOS.
Each instance of SimSounds is linked to a dedicated speaker system that is mounted in different areas of the flight deck. This ensures two things. First, that cabin announcements, cabin intercom calls, and mood music (generated by SimSounds) is heard from a different speaker to avionics call outs, and second, the other sounds generated by SimSounds (aircraft, cabin and environmental sounds) are played from a speaker, and at a location, that is different from the speaker that plays the engine sounds.
Location of Speakers
I’m not a big user of cabin announcements. However, when selected, all cabin announcements are played through a dedicated speaker mounted behind the Captain’s seat, while specific speed dependent sounds, such as the 'wheel rolling' sound and 'rolling bump' sound are played through another speaker mounted forward of and under the platform (for the nose wheel landing gear), and behind and under the platform (for the main landing gear).
I also play the variable volume 'wind' sound from a speaker mounted forward of the flight deck (to mimic the wind blowing over the nose of the aircraft).
I particularly like the easily adjustable 'wind' sound, 'nose wheel rolling' sound, and 'rolling bump' sound, which if set to a reasonable volume and speed (speed dependency), greatly improve sound immersion.
Other sounds I use are the ‘clapping’ sound that plays to indicate a landing at a very low vertical speed, and the 'tail strike' sound. The speed dependent 'rain' sound, if the correct volume is configured, is also very realistic.
Another attribute I find useful, is the display on the User Interface of the vertical speed (V/S) at landing. This is useful in determining if a landing has been made within safety parameters.
he Butt-Kicker tab is selected from the main User Interface. When opened, the sub-menu allows various sounds to be activated within the Butt-Kicker program
Butt-Kicker
Although this article does not discuss the butt-kicker functionality, the figure below shows the page used to configure what sounds are used by Butt-Kicker.
Final Call
The use of sound should not be underestimated when trying to create an immersive environment; it’s often the small nuances that a sound brings to a simulation that makes the experience more pleasing and enjoyable.
SimSounds is a small but powerful program that, when setup correctly, greatly enhances the sound capability of the simulator. The program is reliable, robust, seamless in its application, and very flexible in when, and at what volume the sounds are generated.
It’s obvious from the onset, that Thomas has designed SimSounds to encapsulate a number of parameters (sounds, announcements, cabin calls and flight data information) that have previously only been available by using multiple programs. This, and the ability to easily configure a speed dependency sound, is what makes this program worthy of investment.
Finally, the developer of SimSounds is proactive and is open to suggestions on ways to improve his software. The software is available for trial at https://www.simsounds.de/ or purchase at SimMarket.
OEM 737 CDU page displaying the U version of software used by the Flight Management Computer. The page also displays the current NavData version installed in addition to other information
The procedure to takeoff in a Boeing 737 is a relatively straightforward process, however, the use of automation, in particular pitch and roll modes (Lateral and Vertical Navigation), when to engage it, and what to expect once it has been selected, can befuddle new flyers.
In this article I will explain some of the differences between versions of software used in the Flight Management System (FMS) and how its relates to Lateral and vertical Navigation (LNAV & VNAV).
It’s assumed the reader has a relatively good understanding of the use of LNAV and VNAV, how to engage this functionality, and how they can be used together or independently of each other.
FMS Software Versions
There are a several versions of software used in the FMC; which version is installed is dependent upon the airline, and it’s not unusual for airframes to have different versions of software.
The nomenclature for the FMC software is a letter U followed by the version number. The version of software dictates, amongst other things, the level of automation available. For the most part, 737 Next Generation airframes will be installed with version U10.6, U10.7 or later.
Boeing released U1 in 1984 and the latest version, used in the 737 Max is U13.
Later versions of FMC software enable greater functionality and a higher level of automation – especially in relation to LNAV and VNAV.
Differences in Simulation Software
The FMS software used by the main avionics suites (Sim Avionics, Project Magenta, PMDG and ProSim-AR) should be identical in functionality if they simulate the same FMS U number.
As at 2018, ProSim-AR uses U10.8A and Sim Avionics use a hybrid of U10.8, which is primarily U10.8 with some other features taken from U11 and U12. Precision Manuals Development Group (PMDG) uses U10.8A.
Therefore, as ProSim-AR and PMDG both use U10.8A, it’s fair to say that everything functional in PMDG should also be operational in ProSim737. Unfortunately, as of writing, PMDG is the only software that replicates U10.8A with 97+-% success rate.
To check which version is being used by the FMC, press INIT REF/INDEX/IDENT in the CDU.
Writing about the differences between FMC U version can become confusing. Therefore, to minimise misunderstanding and increase readability, I have set out the information for VNAV and LNAV using the FMC U number.
Roll Mode (LNAV)
U10.6 and earlier
(i) LNAV will not engage below 400 AGL;
(ii) LNAV cannot be armed prior to takeoff; and,
(iii) LNAV should only be engaged when climb is stabilised, but after passing through 400 feet AGL.
U10.7 and later
(i) If LNAV is selected or armed prior to takeoff, LNAV guidance will become active at 50 feet AGL as long as the active leg in the FMC is within 3 NM and 5 degrees of the runway heading.
(i) If the departure procedure or route does not begin at the end of the runway, it’s recommended to use HDG SEL (when above 400 feet AGL) to intercept the desired track for LNAV capture;
(ii) When an immediate turn after takeoff is necessary, the desired heading should be preset in the MCP prior to takeoff; and,
(iii) If the departure procedure is not part of the active flight plan, HDG SEL or VOR LOC should be used until the aircraft is within range of the flight plan track (see (i) above).
Important Point:
• LNAV (U10.7 and later) can only be armed if the FMC has an active flight plan.
Pitch Mode (VNAV)
U10.7 and earlier
(i) At Acceleration Height (AH), lower the aircraft’s nose to increase airspeed to flaps UP manoeuvre speed;
(ii) At Thrust Reduction Altitude (800 - 1500 feet), select or verify that the climb thrust has been set (usually V2+15 or V2+20);
(iii) Retract flaps as per the Flaps Retraction Schedule (FRS); and,
(iv) Select VNAV or climb speed in the MCP speed window only after flaps and slats have been retracted.
Important Points:
VNAV cannot be armed prior to takeoff.
Remember that prior to selecting VNAV, flaps should be retracted, because VNAV does not provide overspeed protection for the leading edge devices when using U10.7 or earlier.
U10.8 and later
(i) VNAV can be engaged at anytime because VNAV in U10.8 provides overspeed protection for the leading edge devices;
(ii) If VNAV is armed prior to takeoff, the Auto Flight Direction System (AFDS) remains in VNAV when the autopilot is engaged. However, if another pitch mode is selected, the AFDS will remain in that mode;
(iii) When VNAV is armed prior to takeoff, it will engage automatically at 400 feet. With VNAV engaged, acceleration and climb out speed is computed by the FMC software and controlled by the AFDS; and,
(iv) The Flaps should be retracted as per the flaps retraction schedule;
(v) If VNAV is not armed prior to takeoff, at Acceleration Height set the command speed to the flaps UP manoeuvre speed; and,
(vi) If VNAV is not armed prior to takeoff, at Acceleration Height set the command speed to the flaps UP manoeuvre speed.
Important Points:
VNAV can be armed prior to takeoff or at anytime.
At thrust reduction altitude, verify that climb thrust is set at the point selected on the takeoff reference page in the CDU. If the thrust reference does not change automatically, climb thrust should be manually selected.
Although the VNAV profile and acceleration schedule is compatible with most planned departures, it’s prudent to cross check the EICAS display to ensure the display changes from takeoff (TO) to climb or reduced climb (R-CLB).
Auto Flight Direction System (AFDS) – Operation During Takeoff and Climb
U10.7 and earlier
If the autopilot is engaged prior to the selection of VNAV:
(i) The AFDS will revert to LVL CHG;
(ii) The pitch mode displayed on the Flight Mode Annunciator (FMA) will change from TOGA to MCP SPD; and,
(iii) If a pitch mode other than TOGA is selected after the autopilot is engaged, the AFDS will remain in that mode.
U10.8 and later
(i) If VAV is armed for takeoff, the AFDS remains in VNAV when the autopilot is engaged; and,
(ii) If a pitch mode other than VNAV is selected, the AFDS will remain in that mode.
Preparing for Failure
LNAV and VNAV have their shortcomings, both in the real and simulated environments.
To help counteract any failure, it’s good airmanship to set the heading mode (HDG) on the MCP to indicate the bearing that the aircraft will be flying. Doing this ensures that, should LNAV fail, the HDG button can be quickly engaged with minimal time delay; thereby, minimising any deviation from the aircraft’s course.
Final Call
I realise that some readers, who only wish to learn the most recent software, will not be interested in much of the content of this article. Notwithstanding this, I am sure many will have discovered something they may have been forgotten or overlooked.
The content of this short article came out of a discussion on a pilot’s forum. If there is doubt, always consult the Flight Crew Training Manual (FCTM) which provides information specific to the software version used at that particular airline.
Glossary
CDU – Computer Display Unit.
EFIS – Electronic Flight Instrument System.
FMA – Flight Mode Annunciator.
FMC – Flight Management Computer.
FMS - Flight Management System.
LVL CHG – Level Change.
LNAV – Lateral Navigation.
MCP – Mode Control Panel.
ND – Navigation Display.
PFD – Primary Flight Display
VNAV – Vertical Navigation.
OEM ISFD (Image copyright Driven Technologies INC)
The Integrated Standby Flight Display (ISFD) is mounted in the stand-by instrument cluster in the Main Instrument Panel (MIP). The ISFD provides redundancy should the Primary Flight Display (PFD) on the Captain or First Officer fail.
The ISFD is not a common panel to find second hand, and working units are expensive to purchase. I don't have an OEM ISFD, but rather (at least for the moment) use a working virtual image displayed by ProSim737.
ISFD knob. Two versions: one replicates the taller NG style while the other is slightly shorter. Although not functional, they provide a better representation of the plastic knob that previously was installed
Conversion of an OEM unit is possible, however, the unit would need to be fully operational, and finding a working unit at a reasonable price is unlikely. ISFDs are expensive and reuse is common. If a unit does not meet certification standard, it's disposed of because it's broken and cannot be economically repaired.
ISFD Knob
The ISFD knob that came bundled with the MIP I purchased is very mediocre in appearance – in fact it's a piece of plastic that barely looks like a realistic knob. I purposely have not included an image, as the design would be an embarrassment to the company that produced the MIP.
A friend of mine is a bit of a wizard in making weird things, so I asked him if he could make a knob for me. He made two knobs – one based on the standard design seen in the Next Generation airframe and the other knob a shorter version of the same type.
Knob being fabricated on a lathe
Attention to Detail
Attention to detail is important and each knob has the small grub screw and cross hatch design as seen on the OEM knob. The knobs have been made from aluminum and will be primed and painted the correct colour in the near future.
A 2 axis CNC lathe was used to fabricate the knobs. The use of a computer lathe enables the measurements of a real knob to be accurately duplicated, in addition to any design characteristic, such as cross hatching or holes to install grub screws.
OEM 737 CDU showing WIND CORR display in Approach Ref page
Wind Correction (WIND CORR)
The approach page in the CDU has a field named WIND CORR (Wind Correction Field or WCF).
WIND CORR can be used by a flight crew to alter the Vref + speed (speed additive) that is used by the autothrottle during the final approach. This is to take into account wind gusts and headwind that is greater than 5 knots.
Changing the Wind Correction to match increased headwind and gusts increases the safety margin that the autothrottle operates, and ensures that the autothrottle command a speed is not at Vref.
WIND CORR Explained
The algorithm of the autothottle includes a component that includes a speed additive. The speed additive is 1.23 times greater than the stall speed of the aircraft (at whatever flap setting). When the autothrottle is engaged, the speed additive is automatically added to Vref. This provides a safety buffer to ensure that the autothrottle does not command a speed equal to or lower than Vref. This added speed is usually 'bled off' during the flare ensuring landing is at Vref.
Although the autothrottle algorithm is a sophisticated piece of software, there is a time lag between when the sensors register a change in airspeed to when the physcial engines increase or decrease their spool (power). By having a speed additive (based on headwind and gust component) the speed of the aircraft (as commanded by the autothrottle) should not fall below Vref.
A Vref+ speed higher than +5 can be inputted when gusty or headwind conditions are above what are considered normal. By increasing the additive speed (+xx), the speed commanded by the autothrottle will not degrade to a speed lower than that inputted.
The default display is +5 knots. Changing this figure will alter how the algorithm calculates the command speed for the autothrottle; any change will be reflected in the LEGS page, however not in the APPROACH REF page.
The data entered into the Wind Correction field will only be used by the Flight Management System (FMS) when the aircraft is following an RNAV approach, or when using VNAV to fly an approach that has been manually constructed in the CDU. This is because these approach modes use the data from the FMS to fly the approach (as opposed to an ILS or other mode that doesn't use the FMS data).
If hand flying the aircraft, or executing another approach type, Wind Correction is advisory (you will need to add the speed additive (Vref+ xx knots) by mental mathematics).
Important Points:
Wind Correction is automatically added to Vref when flying an RNAV approach, or when using VNAV to fly an approach that has been manually constructed in the CDU.
Wind Correction is advisory for all other approach types or when manually flying an approach; +xx knots must be added to Vref by mental mathematics.
How To Use WIND CORR
The WIND CORR feature is straightforward to use.
Virtual CDU (ProSim737) showing the difference in landing speed with a Vref between a +5 and +13 Knot (Wind Correction) change. Vref altered from 152 knots to 160 knots
Navigate to the approach page in the CDU (press INIT REF key to open the Approach Reference page). Then double press the key adjacent to the required flaps for approach (for example, flaps 30). Double selecting the key causes the flap/speed setting to be automatically populated to the FLAP/SPD line.
Type the desired additive into the scratch pad of the CDU and up-select to the WIND CORR line. The revised speed will change the original Vref speed and take the headwind component into account. If you navigate to the LEGS page in the CDU, you will observe the change.
If the headwind is greater than 5 knots, then WIND CORR can be used to increase the additive from the default +5 knots to anything up to but not exceeding 20 knots.
It’s important to understand that the figure generated in the CDU is the Vref speed. This is the speed that the aircraft should be at when crossing the runway threshold or at a altitude of approximately 50 feet.
To this speed you must add the appropriate wind correction - either by mental mathematics or by using WIND CORR (if flying an FMS generated approach).
Boeing state that the +XX knots should be bled off during the flare procedure ensuring that touchdown speed is at Vref, however this rarely occurs in real life.
Recall from above, that any change using the Wind Correction field will have no bearing on calculations, unless the aircraft is being flown in RNAV / VNAV, or the approach has been manually constructed in the CDU.
For a full review on how to calculate wind speed, refer to this article: Crosswind landing Techniques - Calculations. A prompt sheet is displayed for quick reference.
Wind calculation cheat sheet
Important Variables - Aircraft Weight and Fuel Burn
To obtain the most accurate Vref for landing, the weight of the aircraft must be known minus the fuel that has been consumed during the flight.
Fortunately, the Flight Management System updates this information in real-time and provides access to the information in the CDU. It's important that if an approach is lengthy (time consuming) and/or involves holds, the Vref data displayed on the CDU will not be up-to-date (assuming you calculated this at time of descent); the FLAPS/Vref display will show a different speed to that displayed in the FLAP/SPD display. To update this data, double press the key adjacent to the flaps/speed required and the information will update to the new speed.
How To Manually Calculate Fuel Burn
If wishing to manually calculate the final approach speed well before the approach commences, then it's necessary to manually calculate the fuel burn of the aircraft. Open the PROGRESS PAGE on the CDU and take note of the arrival fuel. Subtract this value from how much fuel you have in the tanks - this is the fuel burn (assuming all variables are constant).
Interestingly, the difference that fuel burn and aircraft weight can play in the final Vref speed can be substantial (assuming all variables, except fuel, are equal). To demonstrate:
Aircraft weight at 74.5 tonnes with fuel tanks 100% full – flaps/Vref 30/158.
Aircraft weight at 60.0 tonnes with fuel tanks 25% full – flaps/Vref 30/142.
Important Points:
During the approach, V speeds are important to maintain. A commanded speed that is below optimal can be dangerous, especially if the crew needs to conduct a go-around, or if winds suddenly increase or decrease. An increase or decrease in wind may cause pitch coupling.
If executing an RNAV Approach or using VNAV, it's important to update the WIND CORR field to the correct headwind speed based on wind conditions. This is because an RNAV approach and VNAV use the data from the Flight Management System (to which Wind Correction is added).
If an approach is lengthy (for example, during a STAR or when requested to hold), the Vref speed will need to be updated to take into account the fuel that has been used by the aircraft during the holding time.
Changing the WIND CORR speed in the CDU, does not alter the Vref speed displayed on the Primary Flight Display (PFD). Nor is the APPROACH REF page on the CDU updated. The change is only reflected in the LEGS page.
Boeing state that the speed additive should be 'bled off' during the flare so that the actual landing speed is Vref.
Autoland
Autolands are rarely done in the Boeing 737, however, if executing an autoland, the WIND CORR field is left as +5 knots (default). The autoland and autothrottle logic will command the correct approach and landing speed.
Simulated in Avionics Suite
WIND CORR may or may not be functional in the avionics software you use. Wind Correction is functional in the ProSim737 avionics suite.
Additonal Information
A very good video that discusses this in detail can be viewed at FlightDeck2Sim.
Acronyms
CDU – Control Display Unit
FMC – Flight Management Computer
FMS – Flight Management System (comprising the FMC and CDU)
Vref - The final approach speed is based on the reference landing speed
Vapp – Vapp is your approach speed, and is adjusted for any wind component you might have. You drop from Vapp to Vref usually by just going idle at a certain point in the flare
Updated 21 March 2022 (increased clarity)
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