CDU by Flight Deck Solutions - Review

Pro Mx CDU by Flight Deck Solutions

The Control Display Unit (CDU) is the pilot interface to the Flight Management Computer (FMC).  The FMC integrates with the Flight Management System (FMS) of the aircraft.  The FMS contains the navigational database.

Historical Context 

The first true FMC was introduced in 1984 with the release of the Boeing 737-300.  In its most basic description, the FMC can be described as a computer that can store flight and navigation data and perform detailed and comprehensive assessments of the stored data, providing the pilot with up date information that is relative to safe and accurate flight.

Flight Management Computer (FMC) & Control Display Unit (CDU)

The CDU interface enables the flight crew to interact with the FMC and FMS to access, amougst other things: the navigational database, autopilot, flight director, auto-throttle and internal reference system (IRS).

An aircraft will only have one CDU installed, however, dependent upon company regulations, air safety and routing (flying over water), many operators will have two CDU units installed for redundancy and independent use by the Captain and First Officer.  Think of the CDU as a keyboard to the FMC which in turn is a component of the FMS.

This said, the acronyms CDU and FMC are often used interchangeable in aviation parlance.

Flight Management System (FMS)

The FMS is an integrated system of which the FMC and CDU is just one component.  The FMS is capable of four dimensional area navigation (latitude, longitude, altitude & time) while optimizing performance to achieve the most economical flight possible.  

The FMS stores the navigation database and route information which the autopilot will fly when in LNAV mode. When given data such as YMHB & KSEA, it takes inputs from the fuel summation unit to give a gross weight and best speeds for take off, climb, cruise, descent, holding, approach, etc. These speeds can all be flown directly by the autopilot & auto-throttle in VNAV mode.

Flight Deck Solution's PRO Mx CDU

The CDU manufactured by Flight Deck Solutions (FDS) is an outstanding piece of simulation engineering.  The unit is well built, solid, and replicates a real B737 style CDU 1:1.

The CDU body and bezel (front plate) is manufactured from high grade metal while the rear section that houses the electronics is plastic.  A USB and VGA cable connects to the video card output on the computer. The connections to the cable are located on the rear of the unit allowing easy connectivity to the computer.  The CDU has been painted in the correct Boeing grey colour and the paint has been applied professionally in several thin layers; the paint does not chip or wear off with use.  Importantly, for those using genuine aviation parts, the unit is DZUS complaint and drops into the rails in the CDU bay with perfect precision.  FDS includes four DZUS fasteners to allow connection to the rails.

High Fidelity Dimable Keyboard

The keyboard used in the CDU is made from high definition injection-molded plastic and the keys are dimpled and back-lit.  The keys are very tactile and when depressed an audible click is heard ensuring you know the key has been depressed.  

For night operations, the unit has a knob that can be rotated to dim the back-lighting brightness level of the keys.  A functional metal carry bracket, that folds out from the edge of the bezel is also included.  This replicates the carry handle on the real CDU.

Functionality - Software (Sim Avionics & ProSim737)

It is important to understand that the functionality of the CDU is not generated by software that comes bundled with the unit, but by the avionics suite you have chosen to use.  Therefore, I have chosen not to discuss the various options that each software suite may or may not replicate.  In the real world, airline companies have the opportunity to purchase specific options they believe are relevant to their flight operations.  This said, many of the variations have been replicated in both software suites.

I have used the CDU with Sim Avionics and ProSim737; both software suites provide excellent functionality and work flawlessly with the unit.

The CDU is used throughout a flight; therefore, reliability is expected.  The solid construction of the FDS CDU has not let me down and after endless pressing on keys they still function as you would expect them to. 

The CDU at night showing only illumination from the unit.  The backlighting is adjustable and able to be dimmed by turning the dim knob on the unit

Navigation Database

The unit does not ship with navigation data included.  The navigational database which includes STARS and SIDS, Runways, airports must be purchased separately from Navigraph and then installed into your avionics software suite.  Download and installation of the database is very easy and most of the installation is automated.

WOW Factor

The best feature of the CDU I have left to last – the display.  'WOW' is the only word to describe the display.

The display is a colour VGA display unit sporting 800 x 600 resolution.  What this means is that the script on the display is VERY clean, VERY readable and VERY sharp.  Being a colour display means that differing colours (white, green and magenta) can be used for the fonts that your avionics software generates.  The use of colour helps distinguish between functions that are activated or in stand-by mode, not to mention enhancing the units display readability.

The display is equally distinguishable in full daylight and in darkness and does not exhibit screen cut off when viewed at an angle (as some laptop screens are prone).

Configuring the CDU

Configuring the CDU using Sim Avionics was relatively painless.  You must designate which CDU you are installing (Captain, First Officer or Instructor), edit a few lines in the .ini file to ensure it recognises the correct CDU, and configure the display location.  The only teething issue I had was ensuring that the monitor display window size was correctly positioned on the screen for the location of the CDU.  It took quite a few attempts to get the position 'just right'.

The set-up with ProSim737 is equally straightforward, however, to ensure correct operation you must install and enable additional software supplied by ProSim737.  Installing and initiating the software is relatively straightforward, however, it's important to follow the provided instructions to ensure trouble free operation.

Manual and Tuition

A manual explaining the functions of the CDU and/or tutorial is not included.  In my opinion, FDS should develop a video tutorial that runs you through the basic functions of the unit including a simulated flight.  This said, there are several dozen excellent tutorials that can be found on U-Tube that provide basic and advanced CDU use. 

When you purchase the CDU a basic manual explaining the installation and set-up procedure is included..

The FMC Guide written and sold by Bill Bulfer is strongly recommended as this guide provides basic and advanced tuition in how to use the CDU.  A review of the FMC Guide can be read here.

I cannot fault the CDU unit manufactured by Flight Deck Solutions and believe it to arguably be the best piece of reproduction hardware currently available.

My Rating 10/10

Please note that this review is not endorsed by Flight Deck Solutions (FDS) or by any other reseller.

 
 

A short video depicting some of the more commonly used keystrokes of the Flight Deck Solutions CDU.  No particular key sequence has been followed. The video is to demonstrate the screen resolution and the uptake speed after depressing a key.  Double click video to view full screen.  Note that this video was produced using Sim Avionics software suite.  ProSim737 software provides slightly different options.

Update

on 2016-01-10 23:27 by FLAPS 2 APPROACH

The CDU was purchased in February 2012 and has seen solid use to January 2016 in both Sim Avionics and ProSim-AR avionics suites.  During this time, the unit has worked perfectly. 

For any reproduction item to operate over a four year period without any problems, can only support my view that Flight Deck Solutions (FDS) produces high quality hardware that has not been designed to fail after a short period of time.

Update - B737 Project - Flight Deck Snapshot - February 1, 2012

flight simulator in 2012. A lot more to do before it is completed

I thought I'd post an image of the flight deck to date (February 1, 2012).  It's still a a little messy, but most of the major things have been completed.

MIP, InterfaceIT & CDU

The MIP is now finished and installed on the custom-made platform.  InterfaceIT software is installed and tested.  Apart from some minor switching assignment issues there were no problems and all MIP functionality is operational.  The CDU has been fitted and operates well; the only minor problem I had with the installation was getting the window positioned appropriately.  I'll be doing a review of the CDU at a later date.

The MCP and EFIS unit has not been installed.  The unit I did have from CP Flight proved problematic  and has been returned to CPF in Italy for evaluation and possible repair.  I'm confident that the new unit will have minimal installation problems.

B737 Throttle Quadrant & Center Pedestal (Avionics Bay)

The throttle quadrant has been fitted and is functional, while the avionics bay requires some modules to be fitted to bring it up to specification. Namely: two ADF modules, a rudder trim module and maybe a cargo door module.  I have yet to decide which vendor will supply these modules.

The audio modules currently in the bay are real modules that still require conversion to FS.  I haven't decided whether I'll do a conversion or just purchase a reproduction audio panel and save the conversion challenge for a later date. 

I also must install the microphone and telephone to the rear of the bay. I managed to find a genuine telephone and microphone that came from a scrapped 737-500, but its taken some time to find  the correct cradle to attach the phone and mike to the end of the bay.

ACE Yoke, Externals & Replacement Yokes, Columns & Rudder Pedals

The ACE yoke is fitted and functional without a chart holder; I am still waiting for Ali to send the chart holder he forgot to include with the shipment.  By the time the holder arrives, I'll have installed real B737 yokes and chart holders....

I haven't spent much time investigated what external visuals will be used. In the interim I'm using two computer displays; one to show the forward outside view and the other the instructor station for Sim Avionics.  Nothing fancy but its functional for the time being.

In April, I will be removing the ACE yoke and installing two genuine B737 yokes and columns along with duel linked rudder pedals.  Rudder guards, panels and a forward steering wheel will be added shortly after.

What Am I Doing Now

I'm testing, fine-tuning and and "bug hunting".  I'm also learning new skills.....and enjoying some time actually flying (even with the small external screen)  In contrast to my previous simulator, there is much to learn & discover.  Quite a bit of time is spent with my head in manuals figuring out the various relationships between on-board systems, CDU and how they represent their data on the PFD and ND. 

If you want to learn how to do things correctly, you will spend more time reading than actually flying - at least at the beginning of the project.  You get out of the simulator what you put in...

What's Next - The Future

For those that have not read  Blog in entirety, an overhead will be added at a later stage and possibly a shell.  This will coincide with the movement of the simulator from the upstairs spare room to a dedicated room to be built in the basement section of the house.

Tasks set for the near future, other than testing & bug-hunting are:

  • Populate the avionics bay with the required avionics modules

  • Install MCP and twin EFIS units to the glare panel

  • Install & configure dual real B737 yokes, columns & rudder pedals

  • Either add a 2nd CDU or use a dummy panel to the First Officer side of the MIP

  • Install a flaps gauge with servo to the MIP for real flap gauge movement (not MIP virtual movement)

  • Install a real B737 telephone & microphone to rear of the avionics bay (waiting on phone cradle)

  • Convert fire suppression module to semi-full functionality using Phidgets (only partially done at the moment)

  • Install & evaluate add on software (REX2 - textures only & ORBX scenery & airports)

  • Investigate external views - possibly a LCD television as an interim to overhead projectors

There is always something to do   :)   Thanks for stopping by.

Live ATC - Listen to ATC In Real Time

Many virtual aviators are confused when it comes to understanding the language used by air traffic control and pilots.  The three questions often asked are:

  • What to say ?

  • When to say it ?

  • How to say it ?

There are several on-line tutorials available to learn air traffic control and aviation language, however, often a far easier and more interesting method is to actually hear ATC talking to pilots and vice versa.  This in conjunction with a little reading can get you up and flying quickly without making mistakes  when flying on-line.

To listen to live ATC, go to Live ATC, select your airport code and frequency and sit back a listen.  The frequencies are already on the website, so all you need is the ICAO or IATA code of your airport. 

Live ATC can be be listened to either via the web or if your "on the move" and really cannot be without ATC, then your android or i-phone. ATC is a volunteer organization, so expect some adverts on their website.

Video - Weber Pilot Seat Adjustment Capabilities

A short video clip to follow up on the installation of two 737 Weber pilot seats (Captain and First Officer) that have been installed into the simulator. The seats were retrieved from a South West 737-400 that was destined for the wrecking yard. This video demonstrates the various positions that the seat can be adjusted.

To read additional information on the seats, see these other Journal entries.

 

weber seat adjustments

 

Flight Testing - The Good, The Bad & The Ugly

Flight Testing - Hardware & Flight Models

Now comes the fun and not so fun part - field testing.  Everything has been configured (throttle, MIP, yoke, etc) and requires flight testing to ensure correct operation.  Reliability is related to repeatability; therefore, to ensure reliability you must replicate the outcome several times before you can state something is working correctly.  This takes time and many takeoffs and landings.

As you can imagine, there are many systems that inter-finger to achieve the desired outcome, and all the systems, hardware, software and components must be correctly communicating between themselves to replicate flight.  Often a small problem can develop from something as insignificant as a loose wire or a incompatible computer part.  I've already had a few spanners thrown into the mix with faulty power packs, problematic USB cables and USB ports and a few user problems.

It's during this test period that I hope to iron out any niggle problems to ensure a robust and trouble-free system for the future.

  • Flight testing occurs whenever a new component is added, changed, or the avionics software is updated.

Word of Advice - Go Slow & Be Methodical

To determine the solution to any problem that may arise, it's important to know which hardware or software is causing the problem.  When in the test phase, it's best to only have the basic software installed.  When your happy with the result, add another piece of software and test.  This is the best way to build a robust system.  The temptation is to install everything and then field test, only to find an issue and not be able to work out what is causing the problem.  Develop and build in stages, try to take your time, be methodical, take notes and replicate the results before moving on.  It's a slow and often tedious process.

One benefit of going slow is that you will have the opportunity to learn your software and know what it can do and more importantly what it can't do. 

Bugs

Often individuals will state a piece of software has bugs as it doesn't do what they believe it should be doing.  Certainly some software is bug prone and should be avoided, however, for the most part high-end software and hardware more than often operates correctly and is trouble free. 

A piece of software or hardware can only function within the specifications of the, motherboard and other software you have installed.  It is not uncommon for one individual to state a bug whilst another has no issues what-so-ever.  Before crying BUG, it's best to check, double check and then check again.  Often the fault will be your computer set-up or your lack of knowledge to what the software can or cannot do with regard to the computer and computer components you are using.

Examining The Flight Models

Testing also includes evaluating the two flight models that interest me: the PMDG FS9 and default FSX 737.  At the moment I prefer the former; probably because this is the aircraft model I've used since it was release.  Each model has its differences and nuances.

I'll post a separate entry in the Journal outlining my thoughts on the two models in due course, although this is a personal preference.

Unfortunately, the CP Flight MCP PRO I purchased appears to be faulty and have been returned to Italy.  Using the virtual Sim Avionics MCP achieves the same outcome, but it's a bit ungainly using a mouse and separate MCP screen.  Hopefully a replacement MCP will arrive in a few weeks time which will flying easier and more enjoyable.

Testing Duration

To test anything properly requires at least a few weeks; as mentioned above repeatability must occur.

Eye Candy

The outside model, what the Americans call eye candy is not of great importance to me.  Most of the time I like to fly IFR in inclement weather, so looking out the front or at the exterior is not that important; I spend most of my time reading instruments, manuals and looking at charts (yes I like paper charts although I do also have an electronic flight bag).

External Visuals

At the moment, during the initial flight testing stage I am using a rather small computer display; functional when building and testing, but not that exciting to fly with.  Following construction, more suitable external visuals will be looked at.

Update

on 2013-06-17 23:00 by FLAPS 2 APPROACH

Time has been limited, however, I have completed several flights using the two flight models that interested me - the default B737 FSX and the PMDG (FS9 version) B737.  Although both flight models depict the same aircraft, there is considerable variation in how each model behaves. Many of the differences are small and probably would not be noticed by a casual flier who has only experienced one flight model.

Easy to Nit Pick

It's easy to fall into the trap comparing flight models for entirety and nit-pick each to death without coming to a conclusion.  Put simply, it's about compromise.  Each model has its benefits and failings.  After considerable time and effort, I've decided that the PMDG FS9 model is suitable to my style of flying (at the present time).

Main Differences - PMDG FS9 Model & Default FSX 737 Model Using ProSim737

The main differences that I have noted is that the default B737 model, in many respects, is VERY EASY to fly.  Its responsive to flight inputs and generally speaking is not challenging when flying - even in a cross wing.  Some of the methods in which instrumentation interact with the model is also slightly different. For instance, when flying in command mode (auto pilot on), the default B737 will not allow you any roll CWS using the yoke.  You must depress the CWS button on the MCP to allow the aircraft to be rolled whilst the auto pilot is controlling the aircraft.

In contrast, the PMDG FS9 flight model is generally more difficult to fly and control.  Landing in a cross wing requires far more concentration as does a normal take off and climb to altitude.  Interestingly, the CWS issue mentioned above is not a problem with the PMDG model.  If the aircraft is in autopilot mode with command activated and you wish to alter course, all you need do id move the yoke and CWS roll or pitch is activated whilst the auto pilot is maintained.  This has obvious benefits.

A few other variables that I was not happy with when using the default model are;

  • Instability in pitch during a VNAV descent

  • Instability in pitch when using the speed brake

  • Overpowering of engines during take off and climb

  • Flaps extension and retraction appears to be very fast

  • CWS roll/pitch requires engagement of CWS button & disengagement of auto pilot

  • Poor outside visuals (aircraft in spot mode)

Many of the above issues can be easily rectified by editing the constraints in the Air File.

One of the benefits of the default model is it allows connection and configuration to any of the standard FSX controls (aircraft lighting, various buttons, etc).  It's unfortunate that the same level of interaction is not possible when using the PMDG model (without further configuration & work around).  As an example, the navigation and strobe lights cannot easily be connected to an outside switch using PMDG.  This is because PMDG has configured their model outside the standard defaults of FSX.

I have no doubt that there are other nuisances that I've yet to discover. 

Which Flight Model - PMDG FS9...

Personally I prefer the PMDG FS9 model as it delivers greater flight accuracy than the default model.  For this reason I will most likely use the PMDG as a standard model.  This said, once some tweaks are made to the default model's Air File to counter the above mentioned dot points, the model flies quite well with full button capability.  However the CWS roll & pitch discrepancy, for me, places the PMDG FS9 model ahead of the default model.

Update

on 2012-06-20 03:30 by FLAPS 2 APPROACH

After spending the last few months on and off flight testing, I thought I'd share my final decision to which flight model the simulator will be using. 

ProSim 737 and JetStream B738

I spent May and June field tested ProSim 737 as an alternative to Sim Avionics.  ProSim737 can be used with a number of add on aircraft, however, they also produce a dedicated flight model to the their own software called the JetStream Advanced Flight Model B738.

I'm impressed  with the JetStream and believe it to be the par of the PMDG FS9 model.  Certainly, the external visuals do not match PMDG, but this is not the concept behind the JetStream.  The concept ProSim wanted to deliver was an aircraft model that provided a top shelf flight model compatible with ProSim's flight avionics suite.  As such, external visuals are as per the default FSX 737.

I'll be compiling and posting to the journal section  an evaluation of the JetStream shortly.

  • The avionics suite chosen is ProSim737 and the flight model is the JetStream 738 (as at June 2012).

Never Do This - Changing Voltage Will Destroy Your Computer

I am using two computers networked.  I was doing some tests in an attempt to separate the sound between the two computers so I can utilize a headset when I heard a horrible grating noise coming from one of the computers.  I've heard the sound before so knew what it was; one of the fans was either failing or required lubricant in the bearing.  A little odd considering both computer are less than 3 months old.

Variable Fan Switch

The computer has a variable fan switch on the rear toward the power cord.  I lent down behind the MIP to either turn the switch to low or off in the hope of isolating the fan noise.  As I selected the switch I heard "BLIP" and the computer stopped.  I closed the other computer down, found a torch (flashlight) and peered behind the computer console.  I saw the switch, but to my horror I also saw another switch.  Sliding the computer out from behind the MIP I authenticated what I had thought.  Instead of switching the variable fan switch I has tripped the switch that changes the computer from 240 volt to 110 volt.  Both switches reside almost side by side.

Voltage

Never change a voltage switch on the rear of the a computer from your countries voltage requirement.  Depending upon which direction you move the switch and what voltage you are current on, will indicate the resultant effect.  240 V - 110 V "blip"!  110 V to 240 V "BANG" with everything "fried" beyond repair.

In some respects I was lucky, I only "fried" my power source.  A replacement was relatively easy  and I had a IT friend check the computer to ensure there were no other issues.  Oh - and the noisy fan was isolated and replaced.  It was the fan on one of the video cards (there are three video cards.  The video card was replaced under warranty.

Advice For The Future

Use a piece of tape to cover the switch so it cannot be inadvertently tripped.

Landing Lights, But No Overhead - Go Flight Module

The 737 Project has been reasonably well mapped out and the work schedule revolves around specific aircraft systems. I try to finish work on one system (for example, the automation on the throttle) before moving to the next.

One of the provisos when I started this project was that I wanted the simulator to be working during construction. I was afraid that without using the simulator the project would loose traction.

The overhead is not scheduled for sometime (it is one of the last systems to completion).  In the interim, I am using the Sim Avionics virtual overhead, and moving a mouse around a screen is hardly realistic.

There are a number of switches on the forward overhead panel that can be easily mapped and configured to a toggle switch, and the switch mounted somewhere within the simulator.  Although unrealistic it is a better option than the mouse.

I have several GoFlight modules from my earlier simulator that were gathering dust; therefore, I decided to use two Go Flight T8 button modules to act as a interim overhead. I use the module to turn on and off the various lights - such as landing, taxi, navigation, collision and beacon.  The toggles also operate the anti-ice, CDU mode, seat belts, no smoking lights, yaw dampener and re-circulation fans.

The modules have been mounted into the center pedestal.  Although rather crude and certainly not realistic it works and fills the gap until the overhead is completed; making it easier to access the landing and a few other switches that are are used on every flight.

Video - Operational Trim Wheels & Indicators

Now that the throttle quadrant is operational, USB hubs working and the Phidgets correctly configured, I thought I’d post a short video clip showing the trim wheel operation.  The wheel spin is controlled by inputs either from the auto pilot or from electric trim switches located on the yoke.  When the wheels spin, there is corresponding movement of the trim wheel indicator tabs; the indicators, which are coloured white show the pitch of the aircraft.

Currently, the trim wheels spin at only one speed (mono-speed adjustable in the Phidget settings).  Later on, when I have time I'll be altering the speed to variable-speed  This will allow the wheels to spin at differing speeds dependent upon whether the aircraft is being controlled manually or by the autopilot.  This configuration requires some extra time with Phidgets and is not essential at the present time.

The trim wheels are connected to a 12 volt DC servo motor.  The motor is mounted inside the throttle quadrant near the actual wheels. To control the power to the servo motor I have used a Phidget advanced servo motor controller.  Double click video to view full screen.

 
 

Safety First

The trim wheels have a white line painted on them for a very good reason (not invasion markings for D-Day 1944).  The spinning wheels are dangerous – keep your fingers well away when they are operational!  The white line, when spinning acts as a visual warning to pilots that the wheels are spinning.  It also provides a means with which to calibrate the rotation speed of the trim wheels.  Each wheel also has a pull out handle that can be used to control trim manually.  Like your fingers, if your knee is in front of the handle when the wheels spin expect a solid whack on your knee cap.  I’ve been told by a real world B737 Captain, that there have been several occasions when pilots have suffered injuries to knee caps from being whacked by spinning wheels, after inadvertently leaving the handle extended.  As for me, well when they first "spun" into action the cup of coffee that was resting slightly against the wheel spun across the floor  :)

Stab Trim Switch Cut Out

As you can image, spinning trim wheels can be slightly annoying and very noisy – especially if you’re flying at night and others in the house are attempting to sleep.  Therefore, to stop the trim wheels spinning, I have programmed the trim stabilizer (stab trim) switches on the throttle quadrant to cut the power to the servo motor.  Push the stab trim switches to normal and the wheel spin; push the switch down and spinning stops.  Although the spinning stops, the trim indicator tabs still move.

In a real B737 this switch is used to stop run away trim wheels, so there is a certain amount of authenticity connecting this functionality to this switch.

Trim Tabs – Why Are They Important?

The use of trim tabs (elevator & pitch) significantly reduces pilot’s workload during continuous  flight maneuvers (sustained climb to altitude after takeoff or descent prior to landing), allowing them to focus their attention on other tasks such as traffic avoidance or communication with ATC.

Trim affects the small trimming part of the elevator on jet airliners. Trim (controlled by the trim switch on the yoke) is used all the time after the flying pilot has disabled the autopilot, especially after each time the flaps are lowered or at every change in the airspeed, at the descent, approach and final.   Trim is most used for controlling the attitude at cruising by the autopilot.

Correct trim frees the pilot from exerting constant pressure on the pitch controls for a given airspeed / weight distribution. Typically, when the trim control is rotated forward, the nose is held down; conversely, if the trim wheel is moved back, the tail becomes heavy and the nose is held high.

Trim Tabs - Technical Hype (the basics)

When a trim tab is employed, it is moved into the slipstream opposite to the control surface's desired deflection. For example, in order to trim an elevator to hold the nose down, the elevator's trim tab will actually rise up into the slipstream. The increased pressure on top of the trim tab surface caused by raising it will then deflect the entire elevator slab down slightly, causing the tail to rise and the aircraft's nose to move down. In the case of an aircraft where the deployment of flaps would significantly alter the longitudinal trim, a supplementary trim tab is arranged to simultaneously deploy with the flaps so that pitch attitude is not markedly changed.

Belkin Hubs - An essential Add On

 

BELKIN powered hub with external case removed

Throttle Commands Not Working

Refurbishing a throttle quadrant is not without its problems.  In an earlier post, I touched briefly on the issue of the throttle commands not responding.  The connection between flight simulator and the throttle would drop out and anything related to the throttle quadrant would cease to function.

Determining the problem was time consuming, however, the culprit was a faulty power supply that powered a Belkin USB powered hub.  The power supply I had been using was a standard computer power supply unit (PSU) and it was not new.  The PSU was overheating, and when it reached a particular temperature it would cause the powered Belkin hub to disconnect.  When the PSU returned to normal temperature (after being turned off) the Belkin hub worked perfectly.

USB Hubs - always use a powered hub

Hubs are an important piece of gear when putting together a simulator or running anything that has a lot of peripherals.  Unless you have a city of USB ports on the rear of your computer (unlikely) then you will need a hub.  Hubs are good as they minimize the number of USB cables that need to be connected to your computer.

When selecting a hub only use a powered hub. The reason being is that there is often a lot of information being transmitted, via the hub, between your device and the computer.  A powered hub helps maintain the integrity of the hub and stops information drop outs.  I only use non-powered hubs for devices such as keyboards and mouse.

Phidgets and Hubs

I learned from experience (computer crash & scrambled phidgets) that it is not a good idea to connect phidgets directly to your computer via the USB cable.  I'm not exactly sure why this is not possible, but it is recommended on the Phidget forum to always use one or two powered hubs when connecting phidgets to your computer.

Outstanding Service - You Tell Me....

Christmas and New Year is the worst time for anything technical and complicated to arrive - period.  Stores close, technicians take vacation, and managers and owners hide from the public.  For many, Christmas is a religious and/or festive day.  For most, it's a time to escape the pressures of work and relax with friends and family.

Software Installation & Configuration Questions

It was a few days before Christmas Day, the MIP had arrived a few days earlier. For some reason I couldn't get the FDS software to function correctly, I didn't have a registration key to unlock the software, and basically was a little clueless on how to get this animal moving! 

Several e-mails had transpired between Flight Deck Solutions and Sim Avionics - but it was slow going.  I was keen to get the basics set up so I could navigate through the various configuration options during the Christmas week.

Then, on Christmas eve - 2130 Canadian time my cell phone rang....  "Hi this is Peter Cos from Flight Deck Solutions, I hear you have a problem!  I can sort this out for you quickly.  I realize there are many systems to get in place and your feeling overwhelmed at the moment - no problems.  Let's work through each issue in turn and get you flying"  

From this post, you may think that the configuration of FDS and Sim Avionics software is difficult; this is far from the truth.  Once you are steered in the right direction, have the correct folder structure established on your computer, installation is very straightforward. 

Now, for those who are really bored and have read through this website in entirety, you may remember that one of the reasons I bought from Flight Deck Solutions was because of the backup service.  Tell me - what better service can you expect when the owner of the company rings you, from the sidewalk outside a restaurant in Canada, to try and solve your issue......ON CHRISTMAS EVE!

Following this phone call, I received prompt e-mails from Mark Hastings (United Kingdom) and Nat (Australia).

Thank you Peter Cos, Steven Cos, Mark Hastings and Nat for your time and patience.

  • All the issues were solved over the next few days via e-mail and telephone calls.

UPDATE - Progress Report

primary flight display sim avionics

Well, Christmas and new year has passed and I'm still working on the simulator.  There have been some niggle-like teething issues that every infant must succumb to.

Faulty Power Supply

A problem developed with the throttle quadrant which had me baffled for several hours (read days).  The throttle quadrant would stop working or some of the controls/commands would give spurious results.  Was it incorrect FSUIPC offsets or was it dodgy wiring or loose connections (?).  I went through the construction and set up with a tooth comb.  Then the solution was found.  It was a power supply which was powering the Belkin hub that a few of the USB cables were connected through to the computer.  I noticed the power supply was quite warm and getting warmer, then it would just stop working to begin working again when it cooled. 

Replacing the power supply plug seems to have solved the issue.  This said, I'm a little wary of running too many important USB connections through a hub.  Therefore, tomorrow I intend to add another row of USB interface connectors to the motherboard and maybe an additional powered hub to help share the load.  One important snippet of information important to know when using Phidgets is NOT to connect them directly to your computer.  They should be connected to a powered hub (this comes from the Phidget forum).

Sim Avionics

As you know the MIP has arrived as has Sim Avionics and some other assorted software.  Everything is installed and I'm going through a learning stage with correct software set-up and operation.  It takes considerable time testing to ensure the best set-up.

Sim Avionics is complex, but no unfathomable.  The interface is very clean and very easy to use once set up correctly.  Currently, I've been put to the test remembering (or learning) flight operations that either I have forgotten or never knew!  A quick glance at the PFD display will give you a idea what this beast is capable of - amazing stuff when you think about it.  Reading, learning and asking questions takes time!

I'll put together a basic report on the MIP, CDU and Sim Avionics software in a few weeks time - once I've got a good handle on its functionality.

MCP Issue

The MCP I am using is produced by CP Flight in Italy.  For the last two weeks or so I've been struggling to get the MCP to connect correctly to flight simulator.  After in-depth testing with CP Flight and others, CP Flight have asked that I return the unit for replacement.  Over the years I've used many products from CP Flight, and for the most part all there products are exceptionally solid and robust.  Hopefully a replacement unit will soon land in Australia as flying using a virtual MCP isn't exactly easy and fun!

Other than this, I've been touching up some painting, cleaning up the wiring, fabricating two side panels to fit between the throttle quadrant and the front of the MIP and a few other bit and pieces here and there.

Installing Display Monitors to Flight Deck Solutions MIP

fds mip. the mip has a very handy shelf at the rear. propriety angled monitor display stands are very helpful in securing monitors to the rear of the mip. When positioned correctly, the bracket is tightened with Allen bolts

Over Christmas, I mounted the display monitors to the MIP.  Although an easy task, it’s a bit fiddly trying to match up the monitor display with the perspex panel in the MIP.

Monitor Display Stand

double sided cushion tape is used to frame each monitor. this avoids dust and stray light from entering the side of the monitor

I’m using two Viewsonic 19 inch wide screen monitors for the primary flight display and navigation display and an older HP 15 inch monitor for the centre EICAS.  After dismantling the plastic covers from the displays (how these clip together without screws only the Chinese can manage), I cleaned each screen before fitting to the rear of the MIP.  I’m glad I purchased from Flight Deck Solutions the monitor display holders, which make the attachment of the displays so much easier.  It’s only a matter of acquiring the correct position of the display, then moving the cradle forward, back, left or right and tightening the Allen screws.  It's a simple install and adjustment, but as mentioned, does take some time to ensure the screens are mounted in the correct position.

Concerned About Dust

I was concerned that dust and back light may stray onto the monitor display between the display and MIP Perspex.  This is because the lower side of the monitor does not sit entirely flush to the perspex.  I solved this potential issue by adding to each monitor frame a layer of adhesive padding.  The padding also provides a soft interface between the front of the display and the MIP.  The padding strips are readily available at hardware outlets and often are used in the fitting of glass shower screens.

I couldn't find black coloured adhesive , therefore, to minimise the chance of seeing the white adhesive, I used a permanent marker pen to colour in the inner edge.

One important thing to note when installing the displays is to make sure they are orientated the right way!  I installed them upside down – maybe because I live in Australia :)

Clean Up Wiring

Next on the list is to clean up the wiring from the MIP to the two computers.  As you can image there are a lot of wires, USB cables, power and monitor cables.  I used a wiring loom to keep things somewhat tidy; I dislike “rat-nest” wiring. 

What's Next?

After this, it’s onto installing Sim Avionics and other FDS software to get the MIP operational with full functionality.