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Mission Statement 

The purpose of FLAPS-2-APPROACH is two-fold:  To document the construction of a Boeing 737 flight simulator, and to act as a platform to share aviation-related articles pertaining to the Boeing 737; thereby, providing a source of inspiration and reference to like-minded individuals.

I am not a professional journalist.  Writing for a cross section of readers from differing cultures and languages with varying degrees of technical ability, can at times be challenging. I hope there are not too many spelling and grammatical mistakes.


Note:   I have NO affiliation with ANY manufacturer or reseller.  All reviews and content are 'frank and fearless' - I tell it as I see it.  Do not complain if you do not like what you read.

I use the words 'modules & panels' and 'CDU & FMC' interchangeably.  The definition of the acronym 'OEM' is Original Equipment Manufacturer (aka real aicraft part).


All funds are used to offset the cost of server and website hosting (Thank You...)

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If you see any errors or omissions, please contact me to correct the information. 

Journal Archive (Newest First)

Entries in B737-800 Boeing 737 Flight Simulator (9)


Major Differences Between Classic and Next Generation Throttle Quadrants

The advent of high quality reproduction parts in association with advanced avionics suites produced by companies such as ProSim-AR and Sim Avionics, has led many flight simulator enthusiasts to strive closer to Microsoft’s claim ‘as real as it gets’.

LEFT:  There is little mistaking the tell-tale white-coloured handles and skirts of the Next Generation Throttle. (click to enlarge).

The availability of real parts formally used in classic airframes has never been greater, and many enthusiasts are purchasing various parts and converting them to flight simulator use.

The ‘holy grail’ of conversion has always been the Boeing throttle unit, and depending upon individual requirements, many older style throttle units have been retrofitted to appear very similar, if not near-identical, to their Next Generation counterparts.

This article will compare and contrast the major differences between the Boeing 737 classic throttle and the Next Generation throttle.  The word classic is usually used to refer to airframes belonging to the 200, 300, 400 and 500 series.  The Next Generation (NG) refers to the Boeing 600, 700, 800 and 900 series.

Historical Context

The throttle quadrant observed in a modern airliner has relatively old roots. 

LEFT:  Boeing 727-100 throttle quadrant.  Although there are obvious differences in that the 727 has three engines, the overall design and appearance of the quadrant is very similar to its modern counterpart.  Image copyright to Keven Walchler (click to enlarge).

The forbearer of the NG throttle was designed in the late 50's and early 60's and was initially used in the B707.  As aircraft types evolved, throttle design remained relatively static with similar-designed throttles being used in the Boeing 727, 717 and 737 series aircraft.

The B737-100 made its debut in April 1968, to be followed shortly by the 200 series with a slightly longer fuselage.  During the 1980’s Boeing released the classic series of airframes from the 300 through to the 500 series. 

During this time, the technology altered little and the design of the throttle quadrant reflected the ability of Boeing to reuse existing technology with minimal alterations.  This principle of reuse can save a company millions of dollars in redesign and development costs.

This Goes With That (Compare and Contrast)

The Boeing 737-800 NG is the airframe that many enthusiasts strive to duplicate in a flight simulator.  However, Next Generation parts are difficult to find and when found are expensive to procure.  Fortunately, for the simulation community, a throttle unit will function correctly within flight simulator no matter what airframe the throttle originated.

Many of the nuances between a classic and NG throttle quadrant are subtle and for the most part only the more knowledgeable will notice.  

The more obvious highlights of the NG are the white-coloured thrust lever shrouds, TOGA button assembly, flaps arc, speedbrake lever knob, and the moulded white-coloured side panels and panniers.  Whilst it is possible to alter many of the attributes of a classic throttle to conform with those of an NG, not every part can be easily transformed.  For example, the flaps arc between the classic and NG is very different in design and appearance and cannot be retrofitted.

TABLE 1 provides an overview to the main visual differences between the classic and NG throttle quadrants (courtesy Karl Penrose who kindly allowed the use of photographs taken of his 600 series throttle).  Note that there may be other subtle differences, some visual and others in design/operation.  The table does not address the center pedestal as pedestals vary greatly between airframes.  Retrofit 1 refers to the level of difficulty it is to make the classic throttle appear similar to the NG unit.

1 The words 'level of difficulty' is subjective; it depends on numerous factors such as experience and knowledge – neither of which is identical between individuals.

Final Call

The differences between a classic and NG throttle unit are largely cosmetic with some subtle design and operational differences.  Retrofitting a classic unit to appear similar to a Next Generation throttle is possible, however, there will be some aesthetics that will probably not be altered, such as the speedbrake lever knob, stab trim indicator tabs, side mouldings, paniers and flaps arc.  

This said, the ability to use an OEM throttle unit, no matter from which airframe, far supersedes any reproduction unit on the market.  OEM throttles are sturdy, robust and well-built.  Unless you do something particularly foolish, you will not damage an OEM throttle.

BELOW:  Two image galleries showing the various differences between the classic and Next Generation throttle quadrants.  Thanks to Karl Penrose who kindly allowed the use of photographs taken of his 600 series throttle.  To stop the slideshow, click the image and navigate by the numbered squares beneath the image.

B737 Classic Series Throttle Quadrant

B737 Next Generation (NG) Series Throttle Quadrant


B737 Center Pedestal Completed and Installed - Flight Testing Begins

After spending the best part of two weeks wiring the various panels into the center pedestal I am now pleased with the result. 

LEFT:  B737-500 center pedestal and custom panels.  The center pedestal from the 500 series is very similar to that of the NG (600 & above) (click image to see larger).

The center pedestal is from a Boeing 737-500 and is made from fibreglass.  The earlier series two-bay pedestals were made from aluminium.  The three bay pedestal allows much more room inside the pedestal to mount interface cards and house the wiring for the various panels (modules). 

However, as with every positive there often is a drawback.  In this case there are two drawbacks.  The first is a few spare holes must be covered with OEM blanking plates, and the second is the three bay pedestal is considerably wider than a two bay pedestal.  Whilst climbing into the flight deck is easy at the moment, once a shell is fitted, J-Rails will need to be fitted to the seats to allow easy access. 


Taking advantage of the extra internal space of a three bay, I have constructed a small shelf that fits inside the lower section.  The shelf is nothing fancy - a piece of wood that fits securely between the two sides of the pedestal.  Attached to this shelf are bus bars, a Leo Bodnar interface card and a FDS interface card.  A Belkin powered hub also sits on the shelf.  The power supply for the hub resides beneath the platform to the rear ( for easy access).

The bus bars provide power for the various OEM panels and backlighting, while the Leo Bodnar card provides the interface functionality for the two ACP units.  The FDS card is required for operation of the three FDS navigation and communication radios I am currently using.

My aim was to minimise cabling from the pedestal forward to the throttle unit.  The reason for this is the throttle is motorized and moving parts and USB cables do not work well together.  I have two cables that go forward of the pedestal to the computer; one USB cable from the powered Belkin hub and the other the cable required to connect the CP Flight panels.  Both cables have been carefully routed along the inner side of the throttle quadrant so as to not snag on moving internal parts.

Pedestal Colour

The original pedestal was painted Boeing grey which is the correct colour for a B737-500.  The unit was repainted Boeing white to bring it into line with the colour of the B737-800 NG pedestal.


The backlighting for the throttle quadrant and center pedestal is turned on or off by the panel knob located on the center pedestal.  Power is from a dedicated S-150 5 Volt power supply rated to 30 amps. 

LEFT:  On the Seventh day, GOD created backlighting and the backlighting was said to be good. (click image to see larger).

The light plates are mostly aircraft bulbs; however, a few of the panels, such as the phone and EVAC panel, are LEDS and operate on 28 Volts rather than the standard 5 Volts.

Size Does Matter...

It's important when you install the wiring for backlighting that you use the correct gauge (thickness) wire.  Failure to do this will result in a voltage drop (leakage), the wire becoming warm to touch, and the bulbs not glowing at their full intensity.  Further, if you use a very long wire from the power supply you will also notice voltage drop; a larger than normal wire (thickness) will solve this problem.  There is no need to go overboard and for average distances (+-5 meters) standard automotive or a tad thicker wiring is more than suitable to cater to the amp draw from incandescent bulbs.

To determine the amperage draw, you will need to determine how many amps the bulbs are using.  This can be problematic if you're unsure of exactly how many light plates you have.  There are several online calculators that can be googled to help you figure out the amperage draw.  Google "calculation to determine wire thickness for amps".

At the moment, I am not using a dimmer to control the backlighting, although a dimmer maybe installed at a later date.

Minor Problem - Earth Issue

A small problem which took considerable time to solve was an earth issue.  The problem manifested by arcing occurring and the backlighting dimming.  I attempted to solve the problem by adding an earth wire from the pedestal to the aluminium flooring; however, the issue persisted.  The issue eventually was tracked down to an OEM radar panel which was "earthing" out on the aluminum DZUS rails via the DZUS fasteners.  To solve the problem, I sealed the two metal surfaces with tape.


The panels I am currently using are a mixture of Flight Deck Solutions (FDS), CP Flight, 500 and NG series. 

  • NAV 1/2 (FDS)
  • M-COM (FDS)
  • ADF 1/2 (CP Flight)
  • Light Panel (OEM)
  • Radar Panel (OEM)
  • EVAC Panel (OEM)
  • Phone Panel (OEM)
  • Rudder Trim Panel (CP Flight)
  • ATC Transducer Radio (CP Flight)
  • ACP Panel x 2 (OEM)
  • Fire Suppression Panel (fire handles) (OEM)

In time a ACARS printer will be added and some of the non NG style panels (namely the ACP panels) will be replaced with OEM NG style ACP panels.  The OEM panels installed are fully operational and have been converted to be used with Flight Simulator and ProSim737.  I will discuss the conversion of the panels, in particular the Fire Suppression Panel, in separate journal posts.

The more observant readers will note that I am missing a few of the "obvious" panels, namely the cargo fire door panel and stab trim panel.  Whilst reproduction units are readily available, I'm loathe to purchase them preferring to wait; eventually I'll source OEM panels.  Rome was not built in a day.

Panel Types

If you inspect any number of photographs, it will become apparent that not all airframes have exactly the same type or number of panels installed to the pedestal.  Obviously, there are the minimum requirements as established by the relevant safety board; however, after this has been satisfied it's at the discretion of the airline to what they order and install (and are willing to pay for...).  It's not uncommon to find pedestals with new and old style panels, incandescent and LED backlighting, colour differences and panels located in different positions.

Telephone Assembly

Purists will note that the telephone is not an NG style telephone and microphone.  I have keep the original B737-500 series telephone and microphone as the pedestal looks a little bare without them attached. 

LEFT:  500 series telephone assembly.  Although not NG style the assembly completes the pedestal (click image to see larger).

If at some stage I find a NG communications assembly I'll switch them, but for the time being it will stay as it is.

More Pictures (less words...)

To see further pictures, navigate to the Image Gallery (tabs on main menu at top of page).

Flight Testing - Replication

The throttle quadrant and center pedestal are more or less finished.  The next few weeks will be spent testing the unit, it's functionality, and how well it meshes with ProSim737 in various scenarios.  This process always takes an inordinate amount of time as there are many scenarios to examine, test and then replicate. 

Replication is very important as, oddly, sometimes a function will work most times; however, will not work in certain circumstances.  It's important to find these "gremlins" and fix them before moving onto the next level. 

KIS - Keep It Simple

Although everything is relatively simple in design (OEM part connects to interface card then to ProSim737 software), once you begin to layer functions that are dependent on other functions working correctly, complexity can develop.   It's important to note that the simulator is using over a dozen interface and relay cards, most mounted within the Interface Master Module (IMM) and wired to an assortment of OEM parts configured to operate with ProSim737's avionics suite. 


Wiring the Simulator - Aviation Wire

When I first began to work on my simulator, I used whatever wire was available; usually this was automotive electrical wire.  The wire was inexpensive and seemed to do the job; however, there were several shortcomings.  

To carry the appropriate amperage the wire selected was quite large in thickness; therefore, quite inflexible.  This inflexibility resulted in the wire coming loose at connections quite easily.  The thickness also made routing numerous wires quite challenging and at one stage, my simulator looked like a rat’s nest of snaking coloured wires.

After a few connection issues, I began to rethink my approach.  

I have since replaced the automotive wiring with a wire grade more suitable for the purpose.  The wire I use is aviation wire which is available in various gauges (thicknesses) and colour options.  The benefits in using this wire are it:

  • Withstands physical abuse during and after installation 
  • Has a good high and low temperature properties  
  • Is very flexible and small enough to be run in tight places
  • Can be obtained in varying gauges and colours
  • Has a high flex life  
  • Has good out-gassing characteristics
  • Has a fair cold flow property (probably not that important as the simulator is not going to altitude)

The wire can easily be obtained in rolls from supply chain stores or from e-bay.  Enter the following wire reference code into either e-bay or google:  Part Number: 22759-16-22-9; 22 AWG WHITE TEFZEL WIRE.

Please note, this is the wire I use (and many other builders).  There is a wide variety of wire available in the market that is suitable for building, so don't become overly concerned if you've already used a different type of wire.  The main point to remember is that wire is rated to the application and voltages your intending to use.  The wire mentioned is ideal for all wiring requirements of the simulator with the exception of very high voltage requirements.  High voltage requires a wire of lower gauge (thicker wire) to ensure minimal voltage drop over distance. 

The same type of wire as mentioned above can be purchased in differing gauges (thicknesses).  I find 22 gauge is a good overall gauge to use.  Remember that voltage (amps) is rarely being applied to the wire continuously (exception is from power supplies).

Easy Connect/Disconnect Connectors

Often there is a need to connect a piece of wire to another piece of wire or part and have the ability to be able to disconnect the wires easily and quickly.  For example, often panels must be removed from the center pedestal; having the ability to disconnect wires easily allows complete removal of the item without destroying the attachment wires!

There are dozens of connectors available for joining or extending wires – some are better than others.

I use (where possible and when voltage/amp requirements dictate) JR servo wire security clips.  These little clips allow three wires to enter to either side of the connection, are made from heavy duty plastic, and have a guaranteed clipping mechanism that will not unplug itself.  Search the Internet for JR extension servo clips. 

For applications requiring more than three wires, or higher voltage/amps, I use a high quality terminal block, Canon style plug or a D-Sub plug.  The later two requiring each wire to be very carefully soldered into the appropriate wire reciprocal in the plug.  I also use Mylar quick release plugs for some applications.

All other wires that require a permanent connection are usually soldered together with wire shrink wrap.  Soldering always provides the best connection.


Avoiding Confusion: Acceleration Height, Thrust Reduction Height, Derates, Noise Abatement and the Boeing Quiet Climb System

During preparation for takeoff, three similar functions that deal with how the autothrottle calculates N1 thrust can be altered in the CDU: Acceleration Height (AH), Thrust Reduction Height (TRH) and the Quiet Climb System (QCS).  Although there are similarities, each function is used independently of each other. 

Confusion can also occur deciphering the different methods used to alter N1 thrust, such as: Derated Thrust, Assumed Temperature and Derated Thrust Climb.

Acceleration Height (AH) 

Acceleration Height is the altitude above ground level (AGL) that a pilot accelerates the aircraft by reducing the aircraft’s pitch, to allow acceleration to a speed safe enough to raise flaps and slats, and then reach the desired climb speed.

LEFT: Thompson B738NG transitioning to Acceleration Height, Manchester, UK.  Click to see full size.

Part 23 of Federal Aviation Regulations (USA) dictates that the airplane is able to climb at a certain rate in this configuration up to a safe altitude.

The acceleration height is the altitude that the aircraft transitions from takeoff speed (V2+15/20) to climb out speed.  This altitude is usually between 1000 and 1500 feet, but may be as low as 800 feet; however, can differ due to noise abatement, airline policy, or airport specifics such as obstacles, etc.

The reason for acceleration height is to allow a safety envelope below this altitude should an engine problem develop after rotation; engines are set to maximum thrust, and the plane is pitched for V2 safety speed (V2+15/20).

Acceleration Height is altered in the CDU 'Init/Ref Index/Takeoff Ref Page (lsk4R) Accel HT ---- AGL'

Practical Application

Once the Acceleration Height has been reached, the pilot flying will reduce attitude pitch by pushing the yoke forward to increase speed.  As the speed increases Flaps 5 is retracted.  At this time the speed will need to be increased in the MCP speed window from V2 to climb speed, followed by further flap retraction on schedule. 

Although crews use slightly varying techniques; I find the following holds true for a non-automation climb to 10,000 feet AGL.

  • Set the MCP to V2
  • Fly the Flight Director cues to Acceleration Height (which will be at V2+15/+20).
  • At Acceleration Height, push yoke forward reducing pitch.
  • As forward speed increases you will quickly pass through the schedule for initial flap retraction – retract flaps 5.
  • Dial into the MCP speed window the appropriate 'clean up' speed (reference the top bug on the speed tape of the PFD, usually 210-220 kias).
  • Continue to retract flaps as per schedule.
  • After flaps are retracted, engage automation (if wanted) and increase speed to 250 kias or as indicated by Air Traffic Control.

NOTE:  If the acceleration height has been entered into the CDU, then the Flight Director bars will command the decrease in pitch when the inputted altitude (RA) has been reached - all you do is follow the FD bars.

Thrust Reduction Height (TRH)

The main wear on engines, especially turbine engines, is heat. If you reduce heat, the engine will have greater longevity. This is why takeoff power is often time limited and a height established that thrust is reduced. The difference between takeoff thrust and climb thrust may only be a few percent, but the lowering of EGT reduces heat and extends engine life significantly. 

Thrust Reduction Height (TRH):  The thrust reduction height is where the transition from takeoff to climb thrust takes place.  TRH can be altered in the CDU 'Init/Ref Index/Takeoff Ref Page (lsk1R) Reduction AGL-- AGL'

The height usually used for thrust reduction, not taking into account noise abatement, can vary; but, 400 feet AGL is the minimum allowed. 

LEFT:  Figure showing Thrust Mode Display (TMD).  In this example it is displaying CRZ (cruise). Figure copyright FCOM.

Once takeoff has occurred, examination of the Thrust Mode Display (TMD) will alert the flight crew to the type of climb that has been choosen.  The TMD will display the acronym TO (takeoff) or R-TO (reduced takeoff thrust) and will alter to CLB (climb) once the Thrust Reduction Height has been reached.

Confusion between Acceleration Height and Thrust Reduction Height

Newcomers are often confused between the two similarly-sounding terms, possibly because they both occur at the interface between takeoff and climb-out.  Simply written:

Acceleration Height is when the nose is to be lowered to allow the aircraft to accelerate. When the aircraft starts accelerating is when the flight crew will retract flaps as per the schedule.  Thrust Reduction Height is when the autothrottle will decrease the engine power to the preselected climb thrust; thereby reducing engine wear and tear.  Both may occur simultaneously or at differing heights above ground level.  Both can be configured in the CDU.

Differing Methods to Alter Thrust:  Derated Thrust (CLB-1, CLB-2), Assumed Temperature & Derated Thrust

There are several methods available to flight crews to alter N1 thrust controlled by the autothrottle system, and with the exception of the N1 speed reference knobs on the Main Instrument Panel (MIP), all are accessed via the CDU interface.

Derated Thrust (Derates):  Derate is a term used for derated thrust (or reduced thrust). 

The CDU displays a list of fixed-rate derates which may differ between aircraft, the reason being that each airframe may have a different powered engine.

Derates can be accessed from the N1 Limit Page.

Assumed Temperature:  This method calculates thrust based on a higher than actual air temperature and requires the crew to input into the CDU a higher than normal outside temperature.  This will cause the on-board computer to believe that the temperature is warmer than what it actually is; thereby, reducing N1 thrust.

The outside air temperature can be altered in the N1 Limit Page (lsk1L) or from the Takeoff Ref Page 2/2 (lsk4L).

Derated Thrust Climb (CLB-1 & CLB-2):  Selecting CLB-1 or CLB-2 commands the autothrottle to reduce N1 thrust during any climb phase to a higher altitude.  

Rather than use maximum climb or rate, crews often select CLB-1 which is approximately a 10% derate of climb thrust (climb limit reduced by 3% N1), while  CLB-2 is approximately a 20% derate of climb thrust (climb limit reduced by 6% N1).   Flight crews routinely preselect a lower than maximum climb thrust before departure.

CLB-1 and CLB-2 can be accessed from the N1 Limit Page. 

The reduced climb thrust setting, no matter which method used, gradually increases to full rated climb thrust by 15,000 feet.

Quiet Climb System (QCS) - Abiding with Noise Abatement Protocols 

Boeing has developed the Quiet Climb System, an automated avionics feature for quiet procedures that causes thrust cutback after takeoff.  By reducing and restoring thrust automatically, the system lessens crew workload and results in a consistently less noisy engine footprint, which helps airlines comply with noise abatement restrictions. There are two variables to enter: Altitude reduction and altitude restoration.

During the take-off checklist procedure, the pilot selects the QCS and enters the altitude at which thrust should be reduced.  The thrust reduction altitude is greater or equal to 800 ft AGL and the thrust restored altitude is typically 3000 feet AGL, however the altitudes may alter depending on obstacle clearance and the noise abatement required. 

With the autothrottle system engaged, the QCS reduces engine thrust when the cutback altitude is reached to maintain the optimal climb angle and airspeed. When the airplane reaches the chosen thrust restoration altitude (typically 3,000 ft AGL or as indicated by noise abatement procedures), the QCS restores full climb thrust automatically.  Note that the minimum altitude that the QCS can be set is 800 feet AGL.  This allows the safety envelope dictated by Acceleration Height to remain active.

Multiple Safety Features for Disconnect 

The Quiet Climb System incorporates multiple safety features and will continue to operate even with system failures. If a system failure does occur, there are several methods for exiting QCS.  In the most common method, the pilot selects the takeoff/go-around (TOGA) switches on the throttle control levers. The pilot can also take control of the throttles easily by disconnecting the auto throttle and controlling the thrust manually.

The Quiet Climb System, also known as 'cutback' can be accessed from the Takeoff Ref Page (lsk6R).  You will observe the name cutback with on/off.  You can also enter an altitude that you wish the system to restore full thrust.

For completeness, below is a copy of the current Noise Abatement Departure Procedures (NADP).  A copy of these procedures can be downloaded from the Training and Documents section on this website.  Click image for larger view.

Similarity of Terms

When you look at each of the above-mentioned three functions they appear similar in many respects. 

The way I remember them is as follows:

Acceleration Height (AH) is the altitude above ground level (AGL) that is set to ensure take-off speed (V2+15/20) is maintained for safety reasons. 

Thrust Reduction Height (TRH) is the altitude above ground level (AGL) that is set to reduce take-off thrust a few percent to maintain and increase engine life.

The Quiet Climb System (QCS) allows a minimum and maximum altitude to be set in the FMC; thereby, reducing engine power and engine noise.  The restoration altitude is the altitude that full climb power is restored.  The QCS is used only for noise abatement. 

Thrust Reduction Caveat

It must be remembered that any thrust reduction made within the CDU is accumulative.  For example, if you select a lower fixed-rate derate and then select a reduced N1 by the assumed temperature method, the thrust reductions will be added.  It is imperative that the crew actually look at the N1 power settings to ensure they are suitable for the weight of the aircraft, environmental conditions, and length of the runway.  To check and confirm the N1 settings, look at the Thrust Mode Display or the appropiate page in the CDU.

I urge you to read further by downloading the following documents located in the Training and Documents section on this site.

ProSim 737

As of June 2013, the ProSim737 avionics suite incorporates the Boeing Quiet Climb System and Thrust Reduction Height.  Acceleration Height is yet to be modelled.

Quality Assurance (QA)

This has been a long post dealing with items that are often confusing in their own right.   Rather than separate the similar topics into individual posts, I thought it easier to deal with them together.

When explaining procedures, I  attempt to keep the writing style simple and easy to understand for a wide range of audiences.  If I have failed, or you discover a mistake, please contact me so this can be rectified.

Acronyms Used

AH – Acceleration Height
AGL – Above Ground Level
CDU – Control Display Unit
CLB-1 & CLB-2 – Climb 1/2
DERATE – De-rated Thrust
FMC – Flight Management Computer
LSK1R – Line Select 1 Right (CDU)
PFD - Primary Flight Display
QCS – Quiet Climb System
R-TO – Reduced Takeoff (thrust)
RTC – Reduced Takeoff Climb
TRH – Thrust Reduction Height
TO – Takeoff (thrust)
TMD – Thrust Mode Display


Simulator Construction Update - June 2013

Building has been rather slow the last couple of months, although design wise quite a bit has been accomplished.  My main hurdle has been waiting for the replacement throttle quadrant and pedestal to arrive from the United States. 

The throttle has taken considerable time to correctly interface to allow full automation, and the initial brief has been changed to allow implementation of an Interface Module that will house many of the inaterface cards used to control the simulator.  The interface module is a trial to determine the feasability of a modular design.

it's unfortunate, that building cannot continue in earnest until the throttle, pedestal and master module is installed.

I’ve been reliably informed that the new unit is expected to arrive sometime in late August.  There are some surprises in store which I’m sure you will find interesting.

In the meantime, I’ve been busy searching for and purchasing second-hand Boeing parts for some panel additions to the center pedestal and acquiring OEM 737 toggles, switches and bits and pieces for the forward and aft overhead panels.

Construction posts will continue shortly, however, until then I’ll continue to publish posts pertaining to operational procedures for the 737-800.

As with all my posts, if you find a glaringly obvious mistake, please tell me so I can rectify the discrepancy.

Click here to read  the post regarding the replacement throttle unit.  There is also information located under the Flight Controls tab (above main menu).