SISMO Soluciones - Avionics Review: My Negative Experience

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  This post has sat unpublished for close to 10 months until a friend convinced me otherwise, saying that bad reviews can be beneficial, especially to new simmers who are undecided on what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

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

I purchased the following units from SISMO:

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

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

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

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

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

Module Construction and Appearance

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

Paint Work

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

Integrated Back-Lighting (IBL)

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

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

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

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

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

Electronics

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

System and IO-Sim Cards

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

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

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

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

Wiring

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

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

Too Many Cards

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

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

The Power of Ethernet

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

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

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

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

Using a Real B737 Center Pedestal – Not Drop & Fly

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

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

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

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

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

Misleading and Incorrect Information

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

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

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

Support and Communication

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

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

SISMO Modules – a closer look

ADF Radio Modules

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

Problems

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

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

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

Poor Quality Knobs and Switches

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

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

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

My rating 4/10

Audio Control Panel (ACP)

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

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

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

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

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

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

My rating 2-10

Rudder Trim Module

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

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

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

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

The remainder of the module is aesthetically pleasing.

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

My rating 4/5-10

ATC (Transponder) Module

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

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

My rating based solely on appearance is 8-10

Reliability and Performance – Software and Modules

Software – SC-Pascal Scripts

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

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

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

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

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

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

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

Script Problems

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

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

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

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

Quick List – Pros & Cons

PROS

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

CONS

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

Overall Opinion

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Brief Recap

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

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

Stab Trim Switches

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

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

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

Replacement Late Model Throttle & Three-Bay Center Pedestal

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

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

Complete NG Conversion

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

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

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

Main Differences - NG TQ Verses Classics TQ

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

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

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

737NG Thrust Levers – NG Skirt & TO-GA

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

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

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

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

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

Time-Line, Functionality & Conversion

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

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

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

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

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

Missing The Two-Bay Pedestal.....

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

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

B737 Auto Brakes - Converting & Using a Genuine Auto Brake

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

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

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

Aviation Scrap Yard to Me

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

Larger, Robust and More Complication

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

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

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

Auto Brake Mechanism – A Lot Simpler Than Most

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

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

Conversion and Retrofit

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

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

Fitting the Rotary Nut – Enlarging the Plate Recess

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

Wiring

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

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

TABLE 1:  Terminal number and function

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

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

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

Aligning Rotary on MIP

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

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

Is There a Difference?

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

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

Korry Annunciators

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

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

Auto Brake Usage

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

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

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

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

Important Facet

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

My Preferences and Anti-Skid

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

Future Posts

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

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

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

B737 Blanking Plates - Cover That Unsightly Gap

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

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

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

Genuine Blanking Plates

Why not use the real part….  

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

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

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

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

737 Classic Flight Deck - Scrap to Home Flight Deck

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

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

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

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

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

B737 Training - Videos by Angle of Attack (AoA) - Basic Review

 “In the later part of the evening and occasionally into the wee hours of the morning, a hearty group of individuals - most of them seemingly rational, grown men and women with professional daytime jobs - sit perched in front of computer monitors with sweaty palms tightly clenching flight yokes.  Distant cries of "Honey, come to bed" have long since fallen on deaf ears as, with razor-sharp concentration, these virtual airmen skilfully guide their chosen aircraft down glide paths to airports across the world.  The late night silence is shattered by screeches of virtual rubber on the runway immediately followed by the deafening whine of reverse engine thrusters and finally a sign of relief from the flight deck - also known, in many instances as a desk! “

Why do we enjoy flight simulator?  

Is it the technical challenge learning integrated computer generated management systems, or the enjoyment of landing a virtual jetliner on a runway in limited visibility and a crosswind.  Perhaps it’s the perception of travelling to far flung locations that you probably would never visit, or maybe it’s the enjoyment received from constructing something from nothing (a flight deck).  

Which Aircraft Today - Basic Airmanship

There are many people very happy messing about with whatever they are flying.  Some will be using home computers and a joystick, others small generic style flight decks – all will have, to some degree, a level of airmanship. 

Whatever level, every individual will require at some point instruction in “how to fly” and "how to use the various avionics and instrumentation" - more so in B737 than a Cessna 172.

Flight Training –Remove Automation

A high-end simulator is a substantial investment both in time and funds.  Therefore, to obtain the best “Bang for Buck” as the Americans say, it’s more satisfying to accomplish a flight the correct way rather than the wrong way.  The B737 has numerous interfacing flight management systems and it’s important to understand what these systems do and how they interact with each other in certain phases of flight.

Flying the B737 in auto pilot mode is not difficult; the Flight Management System (FMS) does most of calculations and work for you and if you use autoland - well what else is there to do but watch.  But flying this way can be counterintuitive as you don’t really have full control of the aircraft; to fully appreciate the aircraft for what it is, you must deactivate the auto pilot and other automation and fly “hands on”.

Once the automation is deactivated, task levels multiply as several layers of information present themselves; information that must be assimilated quickly to enable correct decisions to made.  There's little room for second guessing and you must have a good working knowledge of how the various flight controls and systems interact with each other.  Add to this, inclement "virtual" weather, limited visibility, navigational challenges, landing approaches, charts, STARS, NDBS, VORS and a crosswind, and you'll find you have a lot to do in a relatively short space of time; if you want to land your virtual airliner in one piece.  And, this is not mentioning your pet dog nuzzling your leg wanting immediate attention or your girlfriend querying why the dirty dinner dishes haven't be washed!!

Technical Publications

A lot of information is readily obtainable from technical publications, on-line sources, and from the content of forums.  There are several excellent texts available that go into depth regarding the technical aspects of the B737 and cover off on a lot of the topics a real and virtual pilot may need to know (I will be looking at a few of them in future posts).  But, for the most part these texts are technical in nature and are do not include the "how to" of flight training.

One very good source of information is the B737 Flight Crew Operations Manual (FCOM).

LEFT:  A page scanned from the B737-800 FCOM.  Whilst such books contain a lot of information, they rely on the reader to already have a good understanding of the B737 systems. 

Tutorials - PMDG

Two “how to” tutorials written by Tom Metzinger and Fred Clausen are in circulation.  These tutorials deal with the Precision Manuals Development Group (PMDG) B737 NG. These tutorials provide an excellent basis to learning how to fly the B737 and what you need to do during certain phases of flight.  Two further tutorials are available for the B737 NGX, however, they are not freely obtainable unless you have purchased the PMDG B737 NGX software package.

Fred Clausen's tutorial can be downloaded from this site in the Training & Documents section.

That Nagging Feeling……Correct or incorrect ?

Despite the books, tutorials and manuals, there's always that nagging feeling that something has not been covered, is incorrect, or has been misunderstood.  We all have heard the saying “there are several ways to skin a cat”; flying is no different.  A B737 line instructor informed me that there is "a huge amount of technique allowed when flying the B737".  "There are certainly wrong ways to do things; but, there is often no single right way to do something".  Often the method selected is not at the discretion of the pilot flying, but more the decision of airline management, company policies and ATC.

Visit any FS forum and you will quickly realize that many virtual flyers do things differently.  So where does this leave the individual who wants to learn the correct way?

Short of enrolling into a real flight class, which is time consuming, very expensive and a little “over the top” for a hobby, the next option is to investigate various on-line training schools.  To my knowledge, there aren’t many formal style training classes available that provide training in the B737.  

Angle of Attack Flight Training (AoA)

Angle of Attack has developed a reasonably priced and thorough training program that incorporates ground, line and flight training for a number of differing aircraft types.   Only recently has AoA completed their B737 ground and flight training video presentations, in what amounts to many hours of valuable training.

Much of the training material is presented in video format which can either be downloaded to your computer, mobile device or viewed on-line. The content of the videos is very high resolution, well structured, professionally narrated, easy to follow, and most importantly – interesting and informative.  

HD Video, Tutorials, Flows & Checklists for all B737 Systems

AoA have followed the real-world aviation industry standard by providing a lot of system training using "flows".  A flow is a animated diagram showing step by step the correct method of doing something.  In many instances a .pdf document can be downloaded to provide a "memory jogger" for you to replicate the flow when in the simulator.

Many of the training videos build upon knowledge already gained from texts such as the Flight Crew Operations Manual (FCOM), and the use of video as oppossed to only reading, provides a differing method of education which helps you to develop a greater understanding.

Video flight tutorials which take you through from pushback to shutdown and demonstrate the correct procedure for conducting a flight.

AoA only provides training for the B737 NGX, however, much of the material is backwards compatible with the B737 NG series airframes.  The video training utilises the 737 NGX model produced by Precision Manuals Development Group (PMDG) and does not use a real aircraft.

Despite these two shortcomings (NGX & not a real aircraft), the training offered is exceptional, one of a kind, and in my opinion reasonably priced.  

Below is short video produced by AoA pertaining to the Traffic Collision Avoidance System (TCAS).  Navigate to the Angle of Attack website for further information. 

Thank you to AoA for allowing use of this video. 

Genuine Boeing 737 Stick-shaker Installed to Captain-side Yoke

The stick shaker is standard on all Boeing series aircraft; the NG having two units and the earlier classic series having one unit.  The stick shaker is mounted directly to the control column and is designed to vibrate if air speed degrades to stall speed.  The unit is manufactured by a company in New York and is operated by 28 Volts (27.5 Volts to be exact).  

Configuration to FS

Configuration of the stick shaker is a relatively easy task.  The electrical cable from the device is connected to 28 Volts or if this is not available 12 Volts;  12 Volts still produces enough power for the shaker to vibrate, although the intensity is not as great as if the unit was connected to 28 Volts. 

To allow Flight Simulator to connect to the stick shaker, a Phidget 024 card or a relay card is connected directly to the unit and then to the computer via a USB cable.  Calibration to indicate when the shaker should vibrate and at what air speed is set through the FS2Phidgets software interface.

LEFT:  Genuine B737 stick shaker installed to Captain-side yoke.  The lower section of device is what vibrates.

I was debating to re-paint the stick shaker, however, decided to keep it as it is.  I like the used look rather than the pristine "never been there" look.

Although the stick shaker is not essential, it’s often the smaller things and attention to detail which help bring the simulator to the next level.  I am using genuine control columns; therefore, adding the stick shaker seemed to be an obvious requirement.

Genuine B737 Control Columns - A Closer Look

The two control columns have been refurbished and installed into the simulator.  The control columns previously were used in a B737-500 owned by Croatian Airlines.  I consider myself fortunate to have been able to secure these columns, and although there is some wear on the yokes, all buttons, electric trim switches, chart holders and trip indicators are as used by the airline and have full functionality.  Further, an operational stick shaker is attached to the captain-side control column.

Mechanical Set Up

To allow the two columns to be fitted to the 5 inch high platform, the lower cogs have been removed and replaced with bearings.  The bearings support a high strength stainless shaft that connects to a rotating disc beneath each of the columns; whatever movement is made to the captain-side yoke is mimicked exactly on the first officer side.

LEFT:  Genuine B737-500 control column (captain-side).

Physical movement of the control column is registered by high-end potentiometers and movement converted to an electrical signal that can be read by the interface card.  The interface card used is a Leo Bodnar 836X joystick controller.

The interface card, electrical wiring and potentiometers are installed on a piece of plastic board that is attached to the platform superstructure beneath the floor.  Although everything is out of sight, they are easily assessable should the need arise.

Push and Pull Pressures

In the real Boeing 737 aircraft the control columns are hydraulically driven, and a fail-safe cable mechanism provides redundancy sholud the hydraulics fail.  The B737 is rather unique in that, although hydraulics control movement of the control column, the pressures needed to manipulate the columns are still quite stiff; flying a B737 can be quite tiring - you must use a little muscle to move and hold the controls in place.

The specifications for the real aircraft state that the control column has a 37 pounds push/pull value +- 4 pound, while the roll pressures are 12 pounds +- 3 pound.  These pressures can differ from aircraft to aircraft, but fall within the published specifications. To replicate the "push, pull and roll" forces as accurately as possible,  four heavy duty springs have been fitted to the column mechanism.  The control column pressure can be adjusted by either replacing the springs with higher or lesser tension springs, or by disengaging the outer springs.  A pressure test determined that push/pull pressure is 20 pounds and roll pressure 15 pounds.  The push/pull pressure is on the low side, however, will be left as is for the time being.

Be sure to watch the short video which demonstrates the linkage mechanism and springs in motion (at bottom of this post).

Configuration - Movement and Buttons

Configuration of the control columns is straightforward. Although there are two control columns, each column is linked to the other; therefore, only one interface card is required. 

Configuration of the yoke is initially set up in the Windows joystick calibration software, and buttons on the yoke are connected to each button output on the interface card.  Further calibration is accomplished in the set-up menu of flight simulator and further fine-tuning of the yoke is done via FSUPIC.  Although it's possible to assign buttons directly via the FS set-up menu, I prefer to use the more sophisticated and reliable FSUPIC to assign button functionality.

Back Lighting (Trip Indicators)

The yoke does not have any back lighting; any illumination of the yoke is achieved by focusing the map light which is attached to the overhead panel.  The only back lighting on the yoke illuminates the numbers in the trip indicator.  Trip indicators are not a standard component of a Boeing yoke but are a special order item specific to an airline.  Pilots use the trip indicator to "scribe" the flight number of the flight, however, more often they are not used at all.  I often use the trip indicator as a ready memory pad to scribe in the landing speed for an approach.  The back lighting for trip indicator is powered by 5 Volts.

Chart Holders

The chart holder is used to secure the approach plate or paper chart, in an area that it can easily be read during flight operations.  The chart holders have a folding type mechanism beneath the plate that allows the holder to be either pushed flat against the yoke, or positioned at a user-selected angle. 

Another function of the chart holder is to provide a ready memory jogger for specific flight operational modes (check list).  The adhesive transfer on which this information is printed is specific to each aircraft type.  illumination of the chart plate, like the yoke, is achieved using the map light.

Genuine Verses Reproduction Yoke

There are several control column reproductions on the market: Precision Flight Controls (PFC), CH Products, Revolution-Sim and Ace Engineering to name a few.  Over the years I've used products from ACE, CH Products and PFC.  Without transgressing into a tit for tat argument, you get what you pay for.  

A CH yoke retailing at $100.00 cannot be compared with an ACE yoke retailing around $1300.00; these products have been manufactured to cater towards differing segments of the market.  This said, the difference between ACE and PFC is very marginal.  I cannot comment on Revolution-Sim having not used their products. 

So what is the different between a high-end reproduction yoke and a genuine B737 yoke and column?

The main difference is the feel and finesse of the genuine item which is difficult to replicate in a reproduction unit.  Boeing has spent a lot of money (more than PFC, ACE or Revolution-Sim combined) in the development and engineering of the control column, and this is very difficult to replicate in a reproduction unit.

The genuine yoke and column is engineered to provide faithful service for many years.  It is also built to suffer use and abuse from real-world pilots; I'm sure anything a virtual pilot can throw at it, won't cause any damage.  The buttons and electric trim switches are solid, feel good to touch and are reliable.

Performance

The control columns have zero slop in movement - to explain, the yokes move left and right with a smooth silky feel and there is absolutely no staggering, binding or rough patches as the yoke moves across its full range of movement.  Any staggering is caused by the user not being accustomed to the forward, aft and roll pressures of the yoke.  The same can be stated for the control columns: silky smooth in movement.

The electric trim switches are far more responsive than reproduction switches I have used.  A slight application of pressure on the switch activates the electric trim.  The electric trim switches response is a akin to a hair trigger on a firearm - it only needs a light touch to activate. 

The control columns, once fine-tuned in FSUPIC,  are very responsive and any movement is accurate; in roll mode the yoke if turned to 15 degrees measures 15 degrees exactly on the aileron tape.

Synchronisation

I was concerned that synchronisation between the two control columns would not be perfect, however, the use of high-end bearings at the end of the control linkages removes any slop that may have been apparent if bearings were not used. 

Appearance of Yoke - The Used Look

If you carefully study the pictures of the control column - especially the yoke, you will observe that the yoke is not pristine but shows solid use (and probably abuse when it was striped from the aircraft).  The baked-plastic covering of the yoke shows scratches and some of the metal has been rubbed clean of paint.  Some simmers dislike this look and prefer a brand new "out of the showroom" appearance.  If this is you, then I suggest that a genuine yoke may not be for you, unless you wish to completely overhaul the yoke and pay the large amount of money required to re-bake the plastic coating.

I like the "used" look and feel it adds to the simulator.  I've been in many cockpits and very rarely do you find a flight deck in brand new condition, other than in the first few months of flight service.  More often than not, gauges, yokes and panels are scratched, dented and stained from many hours of sustained use from individuals that are more interested in flying and going home after the flight, than maintaining the desk!

To view detailed pictures of the control columns, mechanism and interface card, navigate to the image gallery (flight controls and platform construction).

Below is a short video showing the under floor mechanism, springs and linkage rods.  If you listen carefully you will hear the springs creaking.  This is not an issue when the simulator is running as any noise is cancelled out by the noise of the engines.

  In a latter post we will discuss the rudder pedals.

Digital Chronometer Running ProSim737 Software

Main Instrument Panels (MIPS), unless a special order is made, usually do not include a chronometer.  Some MIPs have an empty bay whilst others have a picture of a chronometer or only a bezel.

After Market Chronometers

There are several after-market chronometers that can be purchased to install into the MIP.  SISMO Solicones produce a mechanical type that replicates the real world counterpart quite well, despite the awful orange-coloured backlighting.  Flight Illusion produces a quality instrument as does Flight Deck Solutions.  The later using a digital screen type which replicates the latest NG series airframes.  

No matter which type you decide, be prepared to shell out 250 plus Euro per chronometer; a reasonable sum for an item rarely used.

Whilst converting a genuine B737 mechanical chronometer is a valid option, finding one is difficult, as airlines frequently keep chronometers in service for as long as possible.

Another option is to use a virtual chronometer instead of a mechanical type.

Flight Deck Solutions and ProSim737

The MIP produced by Flight Deck Solutions (FDS) has accurate cut outs for the installation of a chronometer and includes a detailed bezel with buttons, but uses a picture card to give the illusion that the instrument is installed – not the best option.

ProSim737 as part of their avionics suite have available a virtual chronometer (image below).  This virtual manifestation can be displayed on a computer screen and manipulated via software.  The display is very crisp, the size is accurate (1:1 ratio), and the software allows complete functionality. 

LEFT:  Screen grab of the ProSim737 chronometer with included framework - which can be removed.  The pixel detail is excellent.

Chronometer

A good friend of mine wanted to make a chronometer for the simulator and configure it so it blended with the existing FDS bezel and four buttons (thank you CP).  The components needed were:  a small TFT LCD screen (purchased from e-bay), a standard POKEY interface card, several LEDS and electrical wire. 

The screen I used was 5.0" TFT LCD Module with a Dual AV / VGA Board 800x480 with a 40 Pin LED Backlight.  This size screen was the best fit for the space I had behind the FDS MIP, however, your MIP maybe different so ensure you measure it before ordering.

The screen was small enough that it just covered the circular hole of the cut out in the FDS MIP.  The TFT LCD screen uses a standard VGA connector cable, 12 Volt power supply and a USB cable to connect the POKEY card to the computer.  

Two-part Construction

The bezel of the FDS Chronometer doesn’t support direct back lighting, nor does it accommodate room for the tactile switches or the wiring!  Therefore, the bezel must be modified to accommodate the wiring for the switches and back lighting (LEDS).  The easiest way to approach this modification is to use a dremel rotary tool with a 9902 Tungsten Carbide Cutter.  

LEFT: The holes in the box provide ventilation.  The only portion of the box that is visible from the front of the MIP is the bezel and four buttons.

Place the bezel on a hard surface using a towel to avoid scratching and damaging the bezel.  Then, with surgical accuracy and steady hands carve out several channels at the rear of the bezel to allow room for the installation of miniature tactile switches, small LEDS and associated wiring.  To gain as much accommodation space as possible, the LEDS were shaved to remove excess material to enable them to fit into the excavated groove on the bezel.  Be very careful when using the carbide cutter to not punch out onto the other side of the bezel.  The ideal tool for this modification is a hobby CNC machine or dremel tool.  

The four front buttons of the chronometer (which came with the FDS MIP) need to be carefully removed from the bezel and attached to the miniature tactile switches using common ground leads, and then linked to the correct functionality on the POKEY card.  The wire used to connect the switches to the interface card is 26/28 AWG wire.

Constructing a Box

The second task is to construct a small box to house the screen, wiring and interface card.  The size of the box is controlled by the size of interface card and LCD screen.  The material used is plastic signage card; real estate agencies often use this type of sign.  The main advantage of this material being it’s not difficult to find, and is easy to cut, bend, and glue together with a glue gun.    

LEFT:  The box is not seen as it's attached to the rear of the MIP.  My friend's humour - several warning signs suggesting that I not tamper with his creation :)

After the signage card is cut to size, glued together to make a box, and the interface card and screen secured inside, the bezel is glued or taped to the front of the box, directly in front of the LCD screen.  A VGA and USB connector is mounted on the rear of the unit.    Small holes punched into the side of the container ensure the screen doesn’t overheat.  To conform to standard colours, the unit is painted in Boeing grey.

LED Back Lighting

If you look carefully at the back lighting you will notice the LED light coverage is not quite 100%.  There are two reasons as for this.

1. There is only a limited amount of space available behind the FDS bezel to accommodate the LEDS - add wiring to each LED and space becomes a premium
2. The material FDS use to construct the bezel is not transparent but slightly opaque.  This means that light from the LEDS cannot penetrate the opaque material as easily as if it was transparent – this translates to poor light transmission and coverage.  The only way to alleviate this is to replace the stock bezel with another made from a transparent material.  

Potential Problem

One potential issue you may have, is limited space to mount a a small LCD screen behind the MIP.  If your forced to use a smaller screen, the outcome will be that you may see the screen edges within the bezel.  For the most part this is not an issue, if you ensure your screen colour is set to black.  Remember you are looking at the chronometer from the flight seat and will not be viewing it close up.

Selecting and Positioning the Chronometer

This task is straightforward and follows the same method used to install and position the pilots flight displays and EICAS screens.  

Open ProSim737’s avionics suite and select the virtual chronometer from the static gauges:  resize and position the chronometer so that it sits behind and conforms to the size of the bezel.  To configure the buttons on the bezel so that ProSim737 recognizes them, you open the ProSim737 configuration screen and program the appropriate buttons from the switches menu.

Presto!  A chronometer that looks pleasing to the eye, has full functionality and is relatively inexpensive to produce.

Here is a short video (filmed at night) showing the new chronometer running the virtual ProSim737 software.

Update on Saturday, March 9, 2013 at 8:41PM by FLAPS 2 APPROACH

The chronometer can be started by depressing the CHR button on the top left of the clock.  But, the NG airframe MIP has the clock button located in the glare shield on the Captain and First Officer side; therefore, it should be this button that activates the chronometer.

LEFT:  Captain-side clock start button (CHR) as fited to the FDS MIP.

On my set-up the MIP clock button was disconnected and it was a simple matter to connect two wires from the Captain-side clock button to the appropriate interface card.   The next step was opening the configuration module in ProSim737 and then the switches tab.  There are several listings referring to the chronometer and it was child's play to change the connection and input for the CHR function from the POKEY card (that the chronometer uses) to the FDS card. 

The same is to be done for the First Officer side chronometer if fitted.

Now, when I depress the clock button on the MIP the chronometer starts.  When I depress the button again it stops, and with a third press the chronometer is reset to zero.

Update on Saturday, March 23, 2013 at 11:47PM by FLAPS 2 APPROACH

Another flight deck builder has also constructed a chronometer using similar methods.  His chronometer requires less real estate as it doesn't incorporate a box.  The construction is well worth a look...  Flight Deck 737 BE

Modular Floor Structure / Base Platform Installed

It certainly has consumed more time than anticipated, but the second platform is now complete and has being installed.  The new design is constructed from aluminium flat tubing, is modular, and incorporates the mechanical hardware needed for operation of the genuine B737 rudder pedals, control columns and yokes.  Click images for larger view.

LEFT:  Portion of floor structure showing modules bolted together with control columns and rudder pedals installed to structure.

The modular design of the platform, which in addition to allowing easy disassembly and transport (if required), also allows the platform to be increased in size by adding further modules.  For instance, if I decide to add an instructor station in the future it will be straightforward to manufacture another module and bolt it to the existing framework.  The hollow underneath section also provides an ideal area for the hidden storage of wires, power boards, and other pieces of necessary equipment such as external speakers and sound systems. Access either being removal of the floor plate or via the side of the platform.  

LEFT: Centre platform with plastic floor structure attached. Note the shiny appearance.  This was later removed by painting. (click image for larger view).

The platform comprises ten modules which are bolted together at strategic locations to ensure the structure is rigid, strong and sturdy.  Each module has several cross stays that have been welded in place ensuring adequate support for the weight which will be placed on the platform (Weber seats, MIP, throttle unit and people).

The first three modules, which I call the command module, have been constructed as one unit and house the rudder pedals, control columns and incorporate the duel linkage rods and other mechanical hardware for control column and rudder pedal operation,.  Although this unit can be separated into the three modules (by removing the attachment bolts, springs and linkage rods), it’s best to leave them attached, as removing the steering mechanism and associated equipment is a complicated and timely operation.

LEFT:  Two aft modules with flooring fitted, rudder pedals in background on forward command module.

Behind the forward command module are three secondary modules to allow attachment of the two Weber seats and throttle quadrant.  The MIP is attached to two smaller and narrower modules bolted at the front of the command module; whilst at each side two longer and narrow modules provide side support. 

Platform Height & Size

The height of the platform measures 16 cm (6.3 inches) and the total weight, including the two rudder pedals, internal mechanisms, control columns and yokes, is approximately 160 kilograms (353 pounds).  At this weight, it certainly will not be sliding anywhere.

LEFT:  Half circle flange and seal around control column and drill holes through floor that match corresponding hole in aluminium framework.  Bolts have been used to secure Weber seats.  In the second picture of this series, you can see the claw feet secured by four bolts through the flooring to the support beneath.

The platform is not a full size platform as space availability at the current time is limited, however, if and when I wish to move into a full size platform, it will be easy to incorporate and bolt additional correctly sized modules to the existing structure.

Weber Seats Require Extra Support

The Weber seats need additional attention to detail as seat movement can generate stress at the connection point of the claw feet and floor.  To ensure the seats fitted securely and any stress of seat movement was absorbed by the platform and not just the floor structure, the claw feet bolt directly through the floor to the aluminium tubing structure.  Therefore, the platform absorbs the stress when the seats are moved rather than the flooring.

Platform Floor

Cockpit builders when sourcing material for the floor use many different products, ranging from MDF fibreboard, ply and aluminium to tin or plastic.  I was intending to use thin aluminium sheeting as a platform floor, however, when I discovered the price decided on using something less conventional.  

A supply of heavy duty PVC plastic was readily available; the advantage of this material being it doesn’t require painting as it’s already coloured Boeing grey, is easy to cut and work with, is of a thickness and weight that can withstand the intended weight and finally, doesn’t flex.  Rather than use one large sheet of board for the platform cover, which would be unmanageable, the sheet has been cut to fit each corresponding module.  The sheets are attached to the aluminium tubing of the module by normal stainless screws. If the material doesn’t hold up to my expectations, I’ll replace it with aluminium or quality ply board. 

Accommodating the Control Column, Rudder Pedals and Column Flange

The floor has been cut and the hole shaped to accommodate the control columns and rudder pedals.  The various linkage rods and internal mechanisms have either been either bolted or welded directly to the lower platform superstructure. 

The half circle flange (or whatever Boeing call it) that surrounds each control column on the floor was constructed from light metal.  To replicate the rubber-like seal that is often observed above at the lower end of each control column, a piece of recycled inner tyre tube was used.  The rubber was cut and easily stretched to fit beneath the half circle flange. 

ABOVE IMAGE:  Tyre inner tube cut and stretched to fit beneath control column flange.  The overlapping area of rubber tube sits over the bulbous part of the control column lever with the floor.

I'll discuss installation of the control columns and rudder pedals in a separate post.

Minor Issue

One drawback I didn't notice until the order of plastic had been fulfilled, is that the plastic appears very shiny in appearance and develops a slight electrostatic charge when walking on it; it's also slippery.    Rather than replace the material, I decided to paint the plastic with "Boeing grey" coloured paint. 

Preparation is the key to successfully painting plastic; paint usually does not adhere well to this material.  The plastic was cleaned thoroughly with detergent to remove any residue oils before being lightly scoured with low grade sandpaper - this makes a better surface for paint adhesion.  An epoxy plastic primer was applied before a coat a Boeing grey.  The shiny appearance is now gone, the surface is less slippery and the electrostatic charge non existent.

Computer and Sound System Location

The two computers that are needed to operate the simulator will be positioned at the front of the platform where access is relatively easy to both power supplies and the MIP.  The sound system, which comprises three speakers and a sub-woofer speaker, will be placed directly beneath the floor structure. In the first picture, you can just see the sub-woofer speaker towards the end of the platform.

New Platform Verses Former Platform

The first platform was constructed from wood and access to the underside of the platform was next to impossible.  The former floor was made from MDF fibreboard and although sealed and painted still appeared to release gases (MDF fibreboard releases gas and requires sealing for indoor use).  The former structure was solid, but I think the new platform is an improvement. 

Any custom-designed structure has minor inherent issues that need to be rectified - such as incorrectly positioned screws or overlooked excess metal that requires additional refinement.  After any "niggles" are fine-tuned, the Flight Deck Solutions (FDS) Main Instrument Panel (MIP) will be secured in the correct location on the platform.

Too view additional pictures navigate to the image gallery

BELOW:  Diagram layout of modular design.

Update on Tuesday, April 23, 2013 at 7:03PM by FLAPS 2 APPROACH

Platform Size

Several individuals have requested the dimensions of the platform, which is smaller than a standard platform; however, has the ability to be easily added to with further custom-made modules.

• Overall Length:  183 cm
• Overall Width:  183 cm
• Height:  16 cm
• Module M7: Overall Length: 183 cm (each piece left and right is 83.5 cm in length)
• Module M7: Width 15.5 cm
• Module M9: Length 167 cm
• Module M9: Width 15.5 cm
• Module M1, M2 & M3: Length 85 cm
• Module M1, M2 & M3: Width 53 cm
• Module M4, M5 & M6:  Length 81 cm
• Module M4, M5 & M6:  Width 53 cm

If you are attempting to accommodate a genuine B737 column linking mechanism, the height of the platform will need to be considerably higher to house the cog mechanism of the columns.