Circle-to-Land Approach Procedure

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Although a circle-to-land is a VFR approach, it is recommended to use whatever automation and equipment is available.  This includes the FMC to generate waypoints and radials to increase situational awareness

Landing can be a challenge to new virtual flyers, and this is especially so when there are so many different types of approaches that an airline pilot can use.  Often the approach selected is based on environmental conditions, the type of equipment used in the aircraft, and the type of equipment and technology available at the airport.

This article will explain the technique used in circle-to-land (CTL) approaches.  I have purposely tried to simply the details to cater to all levels of experience.  However, aviation often is not a simple subject; issues can be complex and overlap.

What is a Circle-to-Land

A circle-to-land approach is similar to entering a VFR traffic pattern, but you are following a published approach prior to entering the pattern directly.  A CTL is an hybrid between a standard non-precision visual approach and a precision approach; you use information gleaned from the circle-to-land information block on the chart in a 100% visual environment.   

The initial approach used can be either a precision or non-precision approach. RNAV (GPS), NDB, VOR and ILS approach types are allowed, however, only CAT 1 approaches can be used (CAT 2 & CAT 3 approaches cannot be used).   It is important to realise that if an ILS is used, you do not fly the ILS.  Rather, you fly the Localizer and use Vertical Speed (V/S) to descend at the appropriate rate of descent (following the ILS vertical guidance).

Although the approach is VFR, you still utilise whatever instruments necessary to increase spatial awareness and lower pilot workload.  The autopilot, autothrottle and vertical speed are often used during the approach, however, this is not a hard and fast rule and flying the aircraft manually is allowed.  Boeing recommend the use of the autopilot when intercepting the landing profile.

The approach is usually executed at a low altitude; typically 1000 feet AGL within a defined boundary around the airport (usually a 4.5 nautical mile ‘protection area’).  This is in contrast to a standard visual traffic pattern whereby an altitude of ~1500 feet AGL is used.  

Approach chart for Hobart, Tasmania (YMHB).  Note the circle-to-land information block outlined in red.  Also note the MDA and visibility for a Category C aircraft highlighted in yellow © Navigraph/Jeppesen

MDA and Speed Management

The minimum altitude that the CTL is to be flown is specified by the MDA, while the minimum required visibility and other pertinent points are displayed in the circle-to-land section of the approach chart (see chart diagram).   The general rule is that if something is not prohibited, then it is allowed.  If there is no note on the chart prohibiting a CTL then circling to land is implicit.

The MDA is the lowest altitude that you can descend to when conducting a CTL.  This said, there is absolutely no reason why you must descend to this altitude.  Providing horizontal visibility is within range, often a higher altitude (similar to a pattern altitude) will make the approach easier.  If using a higher altitude than the MDA, ensure you do not exceed the boundary as defined by the 'protected area'.

Speed management and a stabilised approach is paramount, as the aircraft is relatively low to the ground and is in landing configuration.  The aircraft’s speed should not be below Vref+15 (approximately 160 kias) as the aircraft will need to be banked in a standard 25 degree turn when it has reaches the MDA.  The final approach speed and descent occurs during the turn to short final and on final.

NOTE:  I purposely have not discussed ICAO and US TERPS.  If you want to read about the differences between the two protocols, navigate to Skybrary.

Circle-to-Land Procedure

  1. Consult the approach chart to determine the Minimum Descent Altitude (MDA).  Whatever this figure is, round the number up to a even number by adding 100.  For example, if the MDA is 1430 feet round the number to the nearest 100 feet, which is 1500 feet.  Dial this altitude into the altitude window on the MCP (if desired, a higher altitude to the published MDA can be used). 

  2. Fly the Localiser and use V/S to alter your rate of descent.  Speed management is important.  Although not required, it is a good idea to adjust your heading selector on the MCP to read 45 degrees either left or right of the localiser course.  This saves you doing it when the aircraft reaches the MDA.

  3. The landing gear and flaps(flaps 15) are to be extended no later than the MDA.  However, if necessary this can be done prior to the MDA to aid in establishing a stabilised approach (for example, between 10 and 7 nautical miles from the runway).  The speed brake should be armed.

  4. Fly the localiser to the MDA until ALT HOLD (ALT ACQ will be displayed on the FMA) and level off at the MDA.  Set the Missed Approach Altitude (MAA) in the altitude window on the MCP.  If you are not visual by this stage, a Go Around must be executed.  Note that is if VNAV is being used select ALT HOLD on the MCP (this will disable VNAV).

  5. Press Heading Select (HDG SEL) on the MCP.  The aircraft will turn 45 degrees L/R at a 25 degree bank (assuming you preset the HDG SEL as mentioned earlier).  Once the wings are level (more or less by a few degrees) continue to fly this course for 20 seconds.  Use the timer to record the elapsed time.

  6. After 20 seconds has elapsed (some procedures suggest 30 seconds), adjust your heading (HDG SEL) to fly downwind (the original localiser course).  Fly this heading until the aircraft is abeam of the runway threshold (the triangle that represents the aircraft on the ND should align with the end of the runway).  Either look out of the window to gauge your position and/or use the Navigation Display to check the aircraft’s position in relation to the runway.

  7. Start the clock when the aircraft is abeam of the runway and fly outbound for 3 seconds per 100 feet AGL.  For example, if the MDA is 1500 feet, you divide 1500 by 100 and times by 3 to determine the time (t) of the outbound leg – which is 45 seconds  (t=1500/100*3).

  8. When 45 seconds has elapsed, call for landing flaps, adjust the speed, and set the HDG SEL on the MCP to the runway heading.  Begin a descent using V/S at 300 fpm and complete the landing checklist. 

It is recommended to use the position trend vector on the Navigation Display, in conjunction with outside references (runway PAPI, etc), to judge the turn.  The aircraft’s bank should not exceed 25 degrees during the turn.  

The prevailing wind and distance from the runway will determine if the turn is continuous or to base and then final. 

If using the autopilot, remember to adjust the bank angle selector accordingly, otherwise the aircraft’s bank may exceed stipulated parameters.  Intercept the normal visual glide path (final) and disconnect the autopilot and autothrottle.  Verify that the missed approach altitude is set on the MCP and recycle the Flight Director switches (if required).

After disconnecting the autothrottle, an initial 'good' thrust setting is around 55%N1; from this point you can increase or decrease thrust to maintain Vref+5.  Also, as you turn to final, glance at the runway PAPI lights and adjust vertical speed accordingly.  As a  rough guide:

PAPI Lights

4 RED - do nothing (maintain V/S).

3 RED - increase V/S to 500 fpm.

2 RED - increase V/S 800-850 fpm

1 RED - increase V/S 1000 fpm

9. If the MDA is breached or visual references are lost, a Go Around must be executed.  Depending upon the aircraft’s position, climb to the Missed Approach Altitude (MAA) remaining in the ‘protected area’ (fly in circles) 

If a Go Around is executed prior to the final approach, always turn the aircraft in the direction of the runway, as this will ensure the aircraft remains in the ‘protected area’.

Winds

Any tail or crosswind must be taken into consideration.  Failure to do so will place the aircraft in the wrong position relative to the approach.

To correct for wind, you take half the tail component and subtract it from the outbound time.  For example, if the tail component is 5 knots and the outbound time is 24 seconds, you would subtract 5 from 24 giving you an adjusted time of 19 seconds.

Another way to determine this is to press the progress page (page 2) on the CDU (PROG)

and halve the tailwind component displayed.

The Navigation Display showing several aids that have been used to facilitate a circle-to-land on runway 30 at Hobart, Tasmania (YMHB).  A circle ring at 4 mile, a radial (030), and a point/bearing/distance waypoint (RW301).  The heading bug has been preset to a turn of 45 degrees

Aids to Increase Spatial Awareness

Although this is a visual only approach, there is no reason not to use whatever tools are at hand to increase spatial awareness and make the approach a little easier. 

Use the CDU to:

  1. Make a waypoint (Place/Bearing/Distance waypoint) at whatever distance desired that is adjacent to the runway.  This waypoint will act a point in space that the turn to base is made. 

  2. Note that this waypoint/fix is only for added reference and is not a point from which to create a route.

  3. Create a radial 90 degrees from the end of the runway.  This will display a straight line from the runway that will be a visual reminder when the aircraft is abeam of the runway.

  4. Create distance rings.  The rings are displayed on the Navigation Display.  At the very least, a ring should  be used to delineate the 'protected area' around the airport.  Further rings can be used to help show the MDA and other flight specific events.

  5. Use the Vertical Bearing Indicator (VBI).  The VBI provides a defined vertical speed that can be used as a reference to the correct 3 degree glide path.

How to make a distance ring, radial, waypoint, and use the Vertical Bearing Indicator (VBI)

Although this has been mentioned elsewhere on this website, a review is in order.  In the following examples I will use the approach chart YMHB Runway 30 (see chart diagram below).  This is a VOR approach, however, it could equally another approach type.  LSK1L means Line Select 1 Left.

NOTE:  There are differences between avionics suites.  ProSim737 use the acronym RW to define a runway.  PMDG use RWY.

Before continuing, the following functionality overlaps with each other.  Therefore, it is easy to become discombobulated.  When you are in the simulator you will find it makes sense.

Distance Rings

Distance rings are created from the FIX page in the CDU.

  1. Open the FIX page and type into the scratchpad a known waypoint or navaid (For example YMHB or RW30). 

  2. Up-select the identifier to the FIX page (LSK1L).   A dashed-green coloured circle will be displayed around the waypoint in the Navigation Display.

  3. To enlarge the ring to a desired distance around the waypoint, type into the scratchpad the distance (for example /2).  Up-select this to LSK2L.  This will display the ring around the waypoint at a distance of 2 miles.

Creating a Radial to a Specified Waypoint

To create a radial a set distance from a known point (waypoint/navaid).  For example RW30.

  1. Open the FIX page and type into the scratchpad the desired waypoint/navaid, bearing vector and distance. 

  2. Type into the scratchpad the bearing and distance of the radial wanted (for example 030/2).

  3. Up-select this to the appropriate line in the FIX page (LSK2L).  For example, entering RW30030/2 will create a green dashed line along the 030 bearing to intersect with a circle surrounding RW30 at a distance of 2 miles.

  4. If you want the point (where the line insects the circle) to become a waypoint, read the next section.

Creating a Specified Waypoint (Place/Bearing/Distance Waypoint)

There are a few ways to do this.   I have discussed one way (which works with ProSim737).

  1. Type into the scratchpad RW30.  This will create a green coloured circle around RW30 on the Navigation Display (ND).  

  2. Type in the scratchpad the bearing and distance (030/2). 

  3. Up-select this information to the FIX page (LSK2L).  This will place a green-coloured radial at 030 degrees from RW30 that intersects the circle at 2 miles on the ND.

  4. Next, select the 030/2 entry from the FIX page (press LSK2L).  This will copy the information to the scratchpad.  Note the custom-generated name - RW30030/2.

  5. Open the LEGS page and up-select the copied information to the route.  Press EXECUTE. 

  6. RW30030/2 will now have an amended name - RW301.  Note that RW301 will form part of the active route.

  7. Copy RW301 to the scratchpad.

  8. Open a new FIX page (there are 6 FIX pages that can be used). 

  9. Up-select RW301 to the FIX page (LKL1L).  This will create a circle around RW301 on the ND.

  10. To remove the waypoint (RW301) from the route, open the LEGS page and delete the entry. 

  11. Press EXECUTE. 

RW30 will be displayed on the Navigation Display

There is a less convolted way to do this, however, the method is not supported by ProSim737.

VBI

To input a variable into the VBI, an appropriate approach must be selected from the ARRIVALS page.  This approach information can be deleted from the route after the information for the VBI has been generated.

  1. Select the DEP/ARR page in the CDU.

  2. Select ARR and then select RW30. RW30 is shown on the last page.

  3. Choose a desired distance to generate a runway extended line (RWY EXTLSK3R).

  4. Open the LEGS page and close any discontinuity; or,

  5. Delete all entries except RW30 (unless wanting them).  Ensure RW30 is the active leg (LSK1L).  The entry will be coloured magenta. 

  6. Press EXECUTE. 

Open the VBI by pressing DES on the CDU.  RW30 should be displayed in the VBI.

Important Points:

  • A quicker way to do this is to select RW30 to the scratchpad and then up-select to the upper most entry (LSK1L).  This will delete all entries except this one (assuming you do not want other entries).

  • When loading an approach, often a RX-XX will be displayed.  The RX-XX waypoint is not part of the database but is a generated waypoint based on the approach type selected (it will have a different altitude).  Do not use the RX-XX entry (delete it).

 

Diagram 1: representing a circle-to-land approach © Boeing FCOM

 

Go Around

To perform a Go Around using a published missed approach you need to enter the missed approach details into the FMC (the missed approach is displayed in the LEGS page immediately AFTER RW30).

  1. Select DEP/ARR in the CDU and select an approach for Runway 30.  This will display in the LEGS page an appropriate approach, runway and a missed approach.

  2. Open the LEGS page and delete all entries prior to runway 30 (RW30) and clean up any discontinuity.  Check the LEGS page to ensure the runway and missed approach are correct.

Important Points:

  • A circle-to-land approach can only be conducted when the pilot flying is able to see the airport and runway.  If at anytime visual reference is lost, a Go Around must be executed.

  • The aircraft must not descend below the Minimum Descent Altitude (MDA)  stipulated on the approach chart.  Although the aircraft must not descent below the MDA, a higher MDA can be used if desired.

  • The initial approach can be flown using one of several chart types.  If using an ILS approach it is recommended to not engage the ILS mode (if you do, ensure you do not accdently descend past the MDA - change out to V/S prior to reaching the MDA).  If using an RNAV approach make sure that VNAV is disengaged at the MDA.

  • Speed management is critical as you are flying at low altitude in landing configuration.  A stable approach is paramount.

  • Do not construct a route in the CDU to overlay onto the circle-to-land route.  The procedure is designed to be flown using HDG SEL. 

  • The circle-to-land is VFR.  Do not end up 'tail-up' with your head in the CDU.  Look outside!

      To learn why an overlay is not recommended, watch this video by Mentour Pilot.

Recommended Actions:

To aid in spatial awareness the following actions are suggested:

  • If the Captain is flying the aircraft, try and turn right as this will place the airport on the left side of the aircraft enabling the pilot flying better visual reference.  Vice versa if the First Officer is the pilot flying (unless the direction is stipulated otherwise in the approach chart).

  • Use the CDU to create distance rings and a waypoint/radial.  Use the VBI.

Flight Simulation - avionics suite

Unfortunately, not all flight simulation avionics suites are identical to each other.  This is readily apparent when using the CDU to program the FMC.  Users report subtle difference between ProSim737, PMDG and the real aircraft.  If any of the above commands do not function correctly, you will need to try and find a workaround; often this is quite easy, but does require a little lateral thought.  Hopefully, one day all major suites will be identical.

Variability

Many things in aviation can be done multiple ways.  The rules concerning the circle-to-land procedure are for the most part solid.  It would be foolish to descend below the MDA, navigate outside the 'protected area' or to continue landing when viability has obscured the runway. 

Wind, however, is one aspect that can alter the time used to fly the various legs; 30 seconds may be more prudent than 20 seconds, while an initial 40 degree turn may be more effective than a 45 degree turn.

Likewise, the boundary of the 'protected area' and the pilot's ability and confidence will determine the distance from the runway they fly.  One pilot will be confident flying a tight pattern with a continuous descending turn from downwind to final while another may want to extend the distance to enable more time to carry out the landing.  Variably is allowed provided you keep within the parameters discussed earlier.

Airline Operator Policy

In the real world, an operator will often publish their own approved limitations, including those for circling approaches. They are usually based on several factors, including the speed category of the aircraft and also a minimum height to fly at while carrying out any sort of visual approach (this is sometimes referred to as the Approach Ban).

The objective of the exercise is to fly the published procedure safely by remaining clear of cloud, in sight of the surface and keeping as close as possible to the landing runway.  This is best achieved by the pilots flying at a familiar height which is typical of a normal visual circuit.

Video and Discussion Paper

Useful Points:

  • Using the ILS during the initial approach is not recommended as the aircraft can easily descend below the MDA (unless you are vigilant).  Use the localiser and V/S.

  • If the ILS glideslope is used, enter into the altitude window the MDA + 500 feet.  Then, when the altitude horn sounds (750 feet ASL) change the descent mode to V/S with an appropriate descent rate.  This will ensure that the aircraft does not descent below the MDA.

  • As you descend to the MDA dial the offset heading into the heading window (rather than wait until you reach the MDA).  Then, when you reach the MDA and ALT HOLD is displayed on the MDA select the HDG selector.

  • When turning to the offset course, always use a 45 degree turn left or right for roughly 20 seconds (factor in wind).

  • Change the degree of bank selector to 20 degrees (if using the MCP to navigate the aircraft).

  • To aid in spacial awareness, set-up a suitable approach in the FMC so that navigational cues can be followed when turning to final (for example, an IAN Approach will display diamond markers on the PFD.  Using the Vertical Bearing Indicator (VBI) in CDU will display a rate of descent to the runway threshold).

  • When flying downwind, it can be advantageous to fly a little longer than the time calculated.  This enables more time to turn to final and stabilise the aircraft prior to reaching 1000 feet ASL.

  • Select gear down when adjacent to the runway (if not before).  Then, after flying the stipulated downwind time select landing flaps, set speed, and set a 300 feet descent rate using V/S.  Then begin the turn to final.

  • At 300 feet AGL the aircraft wings should be level and the aircraft aligned to the runway.

Final Call

The circle-to-land approach is not difficult, however, depending upon your flight simulator set-up, it can be challenging because you cannot look out of a physical window and see the airport.  By far the most important variables are speed management and a stabilised approach regime.

Review and Updates

Released 27 May 2022. 

Updated 01 June 2022.

Changing the Font Style and Colour in CDU

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OEM 737-800 font style (courtesy Mick.C ©).  An interesting point about this picture is the condition of the flightdeck which is far from the pristine appearance of many simulators

This article will discuss how to change the font style displayed in the Control Display Unit (CDU). Although the ProSim737 avionics suite comes with a default font style, many enthusiasts wish to change the font, colour and size to more closely mimic the font used in the OEM CDU, or so the information can be more easily read (not all of us are 20 years old…)

The font styles displayed in a simulator are linked to the fonts that have been installed in the computer’s operating system.  Any font style can be displayed in the CDU – as long as the font style has been included in the style library used by Windows.

important Parameters

There are two parameters which depict how a font style is displayed:  the actual font style itself and the CDU config file.  

  • The location of the font style library is C:\\Windows\fonts (Windows 10/11).  

Any of the fonts located in this library can be used to display parameters in the CDU.  Likewise, if you have a preferred font that is not in the library then it can easily be added to the library (copy/paste).

  • The location of the config file is the CDU folder of the ProSim737 avionics suite.  

To edit the config file, you must right click the file and select edit, otherwise the file will open in read only (HTML text).  Once the config file is opened, it will become apparent that all the settings related to the CDU: screen location, screen size, font style, display parameters, etc are recorded in the file.  

With a little experience, it is often easier to make setup changes to the CDU by opening and editing the config file, rather than opening the options box from the CDU display window.  If editing the config file directly, always make a back-up copy of the file prior to making and saving any changes.

ProSim737 options box.  The options box is opened by right clicking the CDU screen and selecting config

Selecting a Font Style and Colour

How to initially configure the CDU (line setting, screen position, frame settings, etc) is addressed in the ProSim737 manual (2012 edition) or in the wikipedia manual.

To alter the font style, open the options box by right clicking the CDU screen and selecting config; the options box is linked to the Windows style library discussed earlier.  To change a font style, scroll through the styles available.  Once a style has been selected, you can change the font size by either changing the size variable associated with the font, or by selecting +- in the ProSim options box.

Another way to change the font style is to open the config file and edit the line entry that relates to the small and large font sizes.  If this method is used, ensure you transcribe the font style and size accurately to avoid errors.

To alter the font’s colour, the config file must be opened.  Once opened search for the following two lines:

<smallFontColor>Lime</smallFontColor>

<largeFontColor>White</largeFontColor>

Type the required colour replacing the bolded section above.

ProSim737 CDU config file.  The lines that need to be altered to change the style and colour are in red.  With experience, other attributes can also be altered, however, always make a copy of the file prior to changing anything

OEM

OEM is an acronym for original equipment manufacturer.  It refers to the hardware and software used in the real aircraft.  In the Boeing aircraft the font colours displayed in the CDU can be readily changed. 

The font style is more or less standardised across the Boeing fleet, however, variations to the font style can be found, and in part depend upon the software option selected by the airline when the aircraft was initially purchased, the U version in use, and the manufacturer of the CDU (Smiths, Collins and Honeywell).

Colour Conventions

The FMC software supports 5 colour conventions: green, cyan, magenta, white and amber.   Bill Bulfer examines the text displayed for each colours in the FMC Guide. The information provided is from U10.2.

Final Call

Changing the font style, size and colour can be easily accomplished by editing the config file either directly from the CDU display or by opening the config file itself.  If a specific style is needed, then this can be added to the Windows style library.

Replacing Bulbs In The Boeing Fire Suppression Panel

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Plastic cover removed and internal bulb holder raised to ninety degrees to facilitate bulb change.  Note the lug on the side of the plastic cover.  Boeing 737-800 Fire Suppression Panel

The Fire Suppression Panel (often called the fire handles) resides in the forward part of the center pedestal.  The three fire handles control the fire suppression used to counter any fire that may develop in the engines or the auxiliary power unit (APU). 

When a fire occurs, the fire bell will sound, the fire warning annunciator on the Master Caution System will illuminate, and the handle on the fire panel, that pertains to the particular engine or APU will illuminate.

The three red-coloured handles are illuminated by four 28 volt incandescent bulbs.  These bulbs are very bright and if the bulbs are not extinguished soon after being illuminated the heat they generate can be substantial.  Although the bulbs have an exceptionally long life cycle, regular testing of the fire handles (every flight) and heat can shorten their lifespan, facilitating a bulb replacement.

Clear covers removed showing four 28 Volt bulbs

Replacing Bulbs

To replace one or all of the bulbs the plastic red-coloured cover must be removed from the handle housing.  This is done by carefully depressing the two 1 cm long lugs on each side of the plastic cover and pulling the cover off the housing.  Often the covers can be brittle, especially if the panel is quite old and well used (heat from the bulbs and UV light can cause the plastic cover to become brittle) therefore, care should be taken when depressing the lugs.

When the cover has been removed, the internal bulb holder (which holds four bulbs) can be lifted out to ninety degrees; the bulbs can now be assessed  Be aware that the bulb holder is not easily removable and is designed to swing out only to a ninety degree angle.

Bulb replacement can be by any voltage bulb, however, 28 volt bulbs are the norm.  Using a lower voltage bulb will lower the illumination (and potential heat) and may make it easier to wire in a simulator environment because a dedicated 28 volt power supply is not required.  

Amperage Draw

The amperage draw from 28 volt bulbs, for example during a lights test, is quite high (three handles, four bulbs in each handle is twelve bulbs), especially when combined with other bulbs being illuminated during the test.  This is why a dedicated 28 volt power supply is recommended for the fire handles.

Important Point:

  • The two lugs on the plastic cover can be easily broken, especially if the plastic is slightly brittle.

Final Call

The fire panel used in the 737 Next Generation has changed little from its predecessors; why redesign something that works flawlessly.  Bulb replacement is straightforward as long as care is taken when removing the plastic fire handle cover.  Although 28 volt bulbs are the norm, replacement can be made by lower voltage bulbs if amperage draw or heat is considered a problem.

Integrated Approach Navigation (IAN) - Procedures

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I have rewritten the previous article relating to IAN (published in 2015).  The new article is more in-line with current practices, has been streamlined. and I hope is easier to read and understand.  The original article had been linked to several outside websites, and to maintain the links and url, I have only replaced the content.

Hour Meter Records Service Life of Simulator Components

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Analogue meter mounted to the lid of the Throttle Interface Module (TIM).  The meter, powered by 12 volts, records whenever power travels through the 12 volt system to the module

How many times have you underestimated the use of an item, to discover that the last time you changed the oil in the lawn mower was 15 years ago!

Aircraft, boats, heavy machinery and many other items, that require regular servicing, have an hour meter to provide an accurate time that a piece of equipment, such as an engine has been operating.

A flight simulator is made from many components.  Some components will last for many hundreds, if not thousands of hours use, however, other parts have inbuilt obsolescence and will eventually fail.

Failing Power Supply

Recently, I had a problem whereby the internal hub in the Throttle Interface Module (TIM) would intermittently disconnect.  The cause of the problem was the fluctuating output of the 5 volt mini power supply (MeanWell RS-15-5 Volt 3 amp) that amongst other things, powers the hub. 

I was perturbed by the failure as I was sure the power supply was only a few years old.  However, after consulting the service booklet I maintain for the simulator, I noted the unit had been installed 5 years ago and had been operating for 2054 hours.  The part had, in my opinion, well and truly provided excellent service life considering the hours it had been operational.

Hour Meter

At the onset, when I designed the framework upon which the simulator would operate, I included two hour meters that would 'tick on endlessly' whenever power was turned on to the simulator or to specific systems within the simulator.

One meter resides in the Throttle Interface Module (TIM) and records the hours of use for the interface cards, motor controllers, power supplies, relays and other components that operate the throttle and autothrottle system.   A separate, but similar meter records the overall use of the simulator (the time that the simulator has been receiving power).

An hour meter is straightforward to install and can be connected directly to a 12 volt power supply (or busbar) that is always receiving power.  The meter (s) can easily be mounted anywhere on the simulator, whether it be inside the center pedestal, the rear of the Main Instrument Panel (MIP), or to a standalone module. 

The meters I am using are analogue, however, digital meters can also be purchased.  The downside of using an analogue meter is that as each increment moves through its cycle it generates a clicking sound; depending upon the location chosen to mount the meter the clicking sound may be annoying.  However, an advantage of an analogue meter is that once the hours have been recorded on the meter, the information cannot be lost; a digital meter can loose the information if, for example, the backup battery fails.

Final Call

Memory for the most part is fickle, and unless trained, most people underestimate the  time that a component has been used.  An hour meter connected to the simulator, enables an accurate record to be kept to how long specific parts have been operating.

Flow Sequence To Enter Information To Flight Management Computer (FMC)

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OEM 737-500 CL CDU

Specific information must be entered into the Control Display Unit (CDU) if the Flight Management Computer (FMC) and Flight Management System (FMS) is to function correctly. To ensure that all the appropriate data is entered, a flow sequence is usually used by a flight crew to enter data into the CDU.

Each aircraft is normally equipped with two Control Display Units; one on the Captain-side and one the First Officer-side.  Each CDU can be used either in tandem or independently of each other. 

In this article, I will discuss the preferred flow sequence that should be used to enter information into the CDU pre-flight.  It should be noted that, like many aspects of aviation there are usually several ways to achieve a similar if not identical result.  Often airline policy will dictate the sequence that the CDU is configured, and by which pilot.  Therefore, the below information should be treated as a guideline rather than an inflexible set of rules. 

The information used comes in part from the aircraft’s flight plan and load sheet.

  • The content of this article has been reviewed by a Boeing 737 Captain for accuracy.

FMC Software

The Flight Management System (FMS) is controlled by software and the software version used is often dependent on the age of the aircraft; not all software is identical.   The information in this article refers to Software Version U10.8A.  U10.8A is the version used by ProSim737 (other simulation avionics suites may differ).  An earlier article discusses software variants.

Which Pilot Does What And When Is It Done

It is not uncommon for the pilot’s to share the task of setting up the CDU.  Usually the pilot flying (PF) will enter parameters that are essential to flight, while the pilot not flying/monitoring (PM) will enter information pursuant to the route.

However, the hierarchy in a flight deck is that the Captain is the Pilot In Command (PIC), and it is assumed that the First Officer will complete most of the mundane, albeit important, navigation tasks leaving the Captain to deal with other matters.

CDU Verification and Cross Checking Procedure

The CDU is nothing more than a ‘glorified keypad’ and the maxim of ‘rubbish in rubbish out’ applies.  Until execution (pressing the illuminated execute button on the keypad), none of the information entered into the CDU will be reflected in the FMC and FMS.   Therefore, it is important that prior to execution, each pilot review and confirms the other’s inputs.  Cross checking and verification minimises the chance that incorrect information has been entered.  

At a minimum, a flight crew should compare the filed flight plan with the airways and waypoints entered on the ROUTE pages.  The flight plan total distance and estimated fuel remaining at the destination should also be reviewed on the progress page of the CDU.  If a discrepancy is noted, the LEGS page must be updated to ensure it is identical to the airways and waypoints in the filed flight plan.  A cross check using the Navigation Display in PLAN mode and the CDU in STEP function (LEGS page) will aid is verification of the flight plan and in determining if there are any discontinuities that need to closed.

Taxi and Flight

Before taxi, the Captain or First Officer may make CDU entries.  However, when possible, CDU entries should be made prior to taxi or when stopped.  If CDU entries must be made during taxi, the pilot monitoring makes the entries and the pilot flying concentrates on steering the aircraft. 

In flight, the pilot monitoring usually makes the CDU entries, however, the pilot flying may make simple CDU entries, but only when the workload allows.  Essentially, the pilot flying concentrates on flying the aircraft and if they wish to enter data to the CDU, then the responsibly of flying the aircraft should be transferred to the First Officer.

The pilot flying is responsible for setting up the approach page in the CDU.  To do this, the pilot flying will transfer command of the aircraft to the pilot not flying, and then make any amendments to  the approach in the CDU.  Upon completion, the command of the aircraft will be transferred and the pilot not flying will check the information.

Which Page in the CDU is Opened During Takeoff

The pilot flying usually will have the takeoff reference page displayed to enable the crew to have immediate access to V-speeds.  This is to counter against the rare event that the V-speeds are inadvertently removed from the airspeed display on the Primary Flight Display (PFD) due to a display failure.  Alternatively, the pilot flying may also elect (following the takeoff briefing in the Before Takeoff Procedure) to display the CLB page for takeoff.  

The pilot monitoring normally displays the LEGS page during takeoff and departure to allow timely route modification if necessary.

CDU Sequence Flow

There are numerous ways to flow from one CDU function to another.  The two commonly used methods are to use the Alpha Keys or the Line Select Keys (i.e. LSKL6).  For example, LSKL6 refers to line select key left 6 or the sixth lower button on the left hand side.

As stated, the pilot flying will enter any information relevant to the takeoff of the aircraft, while the pilot not flying will enter information pertaining to the route of the aircraft (i.e. route, legs).  

  • Bold CAPITALletters indicate that the command is an ALPHA menu key. 

PILOT NOT FLYING (PM)

  1. INIT REF / INDEX (LSKL6).

  2. POS (LSL2) – Enter airport identifier into Ref Airport.

  3. RTE or ROUTE (LSKR6) - Enter airport identifier (origin and destination), flight number (Flt No) and runway.

  4. DEP ARR – Enter departure information (DEP LSKL1) - SID and runway.

  5. LEGS– Enter airways, waypoints and navaids as required to a build a navigation route. 

  6. DEP ARR – Enter arrival information (ARR LSKL2) - STAR, approach, transition and runway. 

  7. On the EFIS, select PLAN and using the STEP function (LEGS Page) or PREV-NEXTPage, cycle through the waypoints checking the route on the Navigation Display.  Check the route and close any route discontinuities.  Return EFIS to MAP.

  8. ACTIVATE (LSKL6) / EXECor RTE / ACTIVATE (LSKR6) / EXEC.

PILOT FLYING (PF)

  1. INIT REF – Enter Zero Fuel Weight (ZFW), Fuel Reserves, Cost Index, Cruise Altitude (Crz Alt), Cruise Wind (Crz Wind), ISA Deviation (ISA Dev), Outside Air Temperature (T/C OAT) and Transition Altitude (Trans Alt).

  2. N1 LIMIT (or LSKR6) – Enter Derates as desired.

  3. LEGS / RTE DATA (LSKR6) – Enter wind (this determines fuel quantity on progress page).  Note #1.

  4. INIT REF / displays TAKEOFF REF page – Enter Flaps setting for departure and Centre of Gravity (Flaps and Trim).  Go to page 2/2 and input data to various fields as and if required.

  5. EXEC– Press illuminated execute key (this triggers the V-Speeds to be displayed on the TAKEOFF REF page).

  6. To select V-Speeds, press Line Select keys beside each V-Speed to activate (LSR1, 2 & 3). Note #2.

Notes:

  • NOTE #1:  Wind direction and speed (point 3) can be addedprior to or after the EXEC button has been selected.  The flow sequence will alter dependent upon when this information is added.  If the winds are not added, the flow will alter and TAKEOFF (LSKR6) will be selected instead of INIT REF.

  • NOTE #2:  If V-Speeds on the Takeoff page are not displayed, it is because either the EXEC key has been pressed prior to the Takeoff Page being opened and data entered.  If this occurs, cycle the QRH (LSKR6) on and off.  The V-Speeds will then be displayed.  Another reason that the V-Speeds may not be displayed is failure to input other essential pre-flight information. 

There is often confusion to what the QRH designation means.  When QRH is not selected (turned off) the V-Speeds will be automatically promulgated.  If QRH is selected (turned on) the V-Speeds will be shown in green beside the appropriate line.  This enables the flight crew to change the V-Speeds prior to executing them (note that ProSim-AR enables this to be altered in the IOS/Settings).

Additional Information

I usually do not link to outside resources, however, this U-Tube video from Mentour Pilot demonstrates the procedure quite well.  Scroll to 0:31 seconds to begin video.

 
 

For those interested in reading more about how the CDU, FMC and FMS and how they interrelate concerning information input, Randy Walter from Smiths Industries has put together a very good article called Flight Management Systems. 

Final Call

The CDU is an essential item that must be configured correctly if the aircraft’s internal navigation database is to be used.  Likewise, LNAV or VNAV will only operate if the information has been entered into the CDU correctly.

The sequence you enter the information into the CDU is important, and although some latitude to the flow is accepted, a correct sequence flow will ensure all essential variables are inputted.   Finally, cross verification of data, or any change to the data, ensures correct and accurate information is being entered.

Acronyms and Glossary

  • ALPHA Menu Key - Refers to the menu function keys.

  • CDU - Control Display Unit (the keypad).

  • FMC - Flight Management Computer.

  • FMS - Flight Management System.

  • LSK - Line Select Key.  Used to enter lower level pages.

  • QRH - Quick Reference Handbook.

Fabricating a String Potentiometer

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Bespoke string potentiometer

String potentiometers are fast becoming the mainstay for those wanting to obtain accurate outputs when a lever is moved, such as the: ailerons, elevators, rudder, flaps, speedbrake, or thrust levers in the throttle quadrant.  This is because the slightest movement of a the string is registered by the potentiometer.

While commercial made string potentiometers can be purchased, they are not inexpensive, and if used will deliver an order of accuracy that isn’t necessary for the assigned tasks.

In the example discussed I I am not using a commercial string potentiometer.  Rather, a standard Bourne 3500-3501 rotary potentiometer has been adapted to use a string.

Requirements

You will need the following items:

  1. Bourne rotary potentiometer;

  2. Plastic housing box;

  3. 6 screws (to secure box lid and to fasten spool);

  4. One nut and washer (to secure potentiometer to box)

  5. A retractable spring-loaded spool and stainless steel ot nylon string;

  6. A cylindrical piece if moulded ABS plastic (or wood); and,

  7. A small dog leash type clip or other fastening device (not pictured).

It’s best to use a CNC machine to fabricate the correctly shaped box, however, any box can be used.  Boxes can be purchased from electronic shops that are used as a housing for interface cards.  These are suitable.

It’s difficult to document exactly how the process is done, but by carefully studying the pictures, you should be able to replicate the process.

Fabrication

  1. Make a small hole in the side of the box for the string.  Ensure the hole enables the string to have some lateral movement.  You may need to attach some type of protection to the inside or outside of the hole so that the string doesn’t rub the plastic.  I have used a soft piece of plastic for this task (Figure 1).  Equally suitable is piece of cork (wine bottle)

  2. Drill a circular hole in the top of the box to enable the shaft from the potentiometer to be inserted.  Secure the shaft with a nut and washer (Figure 2).  The main body of the potentiometer will be outside the box.

  3. Glue a piece of solid ABS plastic (or wood) to the lid of the box.  Make a small drill hole that enables a screw to be attached.  This screw is used to help secure the retractable spool (Figure 2, 4 & 6).

  4. You must fabricate, from a piece of ABS plastic or similar, a cylindrical attachment that is glued to the retractable spring-loaded spool.  This piece if plastic must a hole drilled that is the same circumference as the shard of the potentiometer (Figure 3).

  5. The retractable spring-loaded spool is glued to the bottom of the box in direct line with the shaft of the potentiometer.  The shaft must align with the hole in the spool (Figure 1).

  6. Drill a small hole into the side of the shaft of the potentiometer and the retractable spool.  The hole should be large enough to enable a small screw to secure the retractable spring-loaded spool to the shaft.  This is done to stop the spool from freely spooling.  When it’s secured, the string when pulled in or out will turn the shaft of the potentiometer (Figure 2, 3 & 6).

  7. When everything is complete, the string should move the shaft of the potentiometer as it is pulled out of the retractable spring-loaded spool.  To secure the spring to the control device, a small clip can be used which is attached to the end of the string.  I have used a small dog leash style clip, but any clip will work.

Photographs

The fabrication as seen in the gallery photographs appear quite rough.  This is because the example photographed was a prototype.  If you are carefully, work methodically, and have an eye for detail, then there is no reason why the end product will not look semi-professional.


OEM Trip Reminder Indicator

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Trip Reminder Indicator.  A small OEM part that is easily installed to any simulator

The trip reminder indicator (TRI) is a mechanical device installed to the right hand side of the yoke; it’s an airline option.  Basically, the device is three separate digits that can be rotated in any combination, from zero to nine.

The trip indicator is a memory device from which the crew historically used to record the flight number; the pilot uses his thumb to move the three digits to indicate the flight number.  However, over time flight numbers became longer than three digits and the use of the trip indicator, for it’s intended purpose, wanned

I use the trip indicator to dial in the Vref, as it’s often easier to quickly glance at the trip indicator to remind you of the Vref speed rather than look at the PFD or CDU.  Some dial in the Vref + wind speed.

Background

The trip indicator has a very long lineage beginning with the Boeing 707 aircraft.  The device was then ported to the 717, 727 and finally the 737 Classic and Next Generation airframes.

Installation and Backlighting

Because the OEM yoke already has the correctly shaped hole, installation of the trip indicator is straightforward.  If you are using an OEM yoke, you probably will need to carefully remove the blanking cover from the hole.

If a reproduction yoke is used, and the hole is not present, a circular hole will need to be cut from aluminium or plastic to enable the trip indicator to fit snugly into the yoke.  As the three dials are mechanical, there is no requirement to connect the device to an interface card.

Each of the digits on the indicator is backlit by a 5 volt incandescent aircraft bulb. 

The design of the trip indicator is ingenious, in that after the trip indicator has been removed from the yoke (two screws at the front of the yoke secure the indicator), a transparent acrylic slide can be unlocked to slide laterally from behind the three digits (see picture).  The acrylic slide accommodates three 5 volt bulbs, each in its own compartment.

To enable the backlighting to function requires two wires (positive & negative/common) to be connected to the appropriate connection on the rear of the trip indicator, and then to a 5 volt power supply.  The amperage draw from the three bulbs is minimal.  The wiring should be run through the yoke and down the control column so that it comes out at the bottom of the column.

In the aircraft, the backlighting for the trip indicator is connected to the panel light knob located on the center pedestal.  This enables the backlighting on the trip indicator to be turned on and off or dimmed. 

Final Call

The trip reminder indicator is but a small and unobtrusive item, however, it’s often the small things which add considerable immersion and enjoyment when using the simulator.  The trip indicator is also an OEM part that can be very easily installed to a reproduction yoke with minimal experience in fabrication and wiring.

Glossary

OEM - Original Equipment Manufacture.

Updating Firmware to Leo Bodnar BU0836A 12-Bit Joystick Controller and Button Box BBI 32/64 Cards

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BUO0836A Joystick Controller card with wires from the string potentiometer (ailerons)

Nearly every flight simulator has hardware devices that need to be connected to the server computer, whether it be to control the buttons and levers on the throttle quadrant, flight controls, or any other add-on device.

Most enthusiasts can recall a time when they experienced a problem with a hardware device.  Perhaps the device couldn’t be calibrated, or when calibrated, the settings were not maintained.  Worst case scenario was the device didn’t function and wasn’t recognised by the computer.  Many of these potential problems can be minimised by ensuring that the firmware on the card is the latest version release.

In this article, I’ll discuss how to update the firmware the BU0836A 12-Bit Joystick Controller card.  The same process can be completed to also update the Button Box BBI-32 or 64 card.  Both cards are manufactured by Leo Bodnar Electronics.

Background

To connect a device to the computer, so that it can device can be recognised by Windows (and subsequently ProSim737 and flight simulator), requires an interface card of some description.  

Often, there isn’t much thought to addressing the firmware for the selected card.  The premise is if it works leave the card alone, and often this is the case, until you purchase replacement computer, upgrade your operating system, or install updates to the operating system.  Then, all of a sudden telltale symptoms emerge such as calibration issues, or in the worse case scenario, the computer fails to recognise the card.

Firmware

Any advanced interface card requires firmware.  The firmware at its simplest, is a basic set of instructions to enable the card to communicate with the computer’s operating system (think double helix, chromosomes and DNA). 

When a card is purchased, the firmware is usually up-to-date so that the card will function with the latest operating system.  However, with time many aspects relating to the computer change (hardware, drivers, operating system, etc).  However, rarely is the firmware on the card updated.  Some manufacturers don’t update the firmware; instead preferring to sell another card.  However, a reliable manufacturer will nearly always offer upgraded firmware, from time time, especially after a period of time in which there has been major evolutionary computer change (for example, WIN XP/7 to WIN10).

At the time of writing, the latest release for the BUO086 card was Version 1.26.

Screen grab of the User Interface from the HID flash tool

Upgrading Firmware (flashing)

The process of upgrading the firmware on either of the above-mentioned cards is  called ‘flashing’, and if done correctly is a straightforward process. 

Prior to a card being flashed, it’s necessary to download (from the Leo Bodnar website) the HID flash tool and the firmware versions for the card.

The flash tool is a standalone program and is used to read any Leo Bodnar card connected to the computer.  Once a card has been read by the software its firmware version number can be ascertained.

Important Point:

  • The latest version of the firmware for the BU0836A and BBI cards, and the HID flash tool, can be downloaded from the Leo Bodnar website (towards bottom of page).

Important Suggestions:

  • Do not install the HID flash tool to the computer used by flight simulator.  Rather install the program to another computer.  Disconnect the card requiring flashing from the flight simulator computer and reconnect this card to the second computer.

  • Only connect one card at a time to the computer.  Looking at multiple cards simultaneously can be confusing, and you may inadvertently ‘flash’ the wrong card.

  • Always try and use the shortest USB cable possible when flashing a card.

How To 'Flash'

In this example, we will discuss upgrading the firmware to a BU0836A Joystick Controller card.  The process is identical for the BBI 32/64 cards.  As this article is quite short, including diagrams is difficult.  Therefore, a copy of the instructions including screen grabs can be downloaded in the Documents Section.

1:  Download the HID flash tool and firmware version zip files from the Leo Bodnar website and unzip the files to your desktop.

2:  Connect the Leo Bodnar card to the computer and open the HID flash tool as Administrator (mouse right click/open).  The software will open at the User Interface that displays various information for the selected card.  Take note of the firmware version number.  If it’s the latest firmware, then there is no need to flash the card (unless you suspect a problem with the firmware).

3:  If more than one card is listed, select the correct card and click the 1. Bootloader tab.  This will place the card into flash mode.  The interface will display the word boot or bootloader.

4:  Click the 2. Browse file tab and navigate to where you downloaded the various firmware versions.  Select the correct firmware upgrade version.  The firmware is documented as .bin files.  I am told that all the bin files are identical, other than the number (more on this later). 

5:  Once the file is selected, click 3. Flash firmware.  The firmware will be flashed to the new version.

Important Points:

  • If it’s not possible to update the firmware (old or damaged card), then the User Interface will indicate the card is still in boot or bootloader mode.  In  this case, an updated card will need to be purchased.

Renaming Cards

if you use mulitple cards.  Flashing can be a good way to change the name of the card to avoid confusion when looking at the card names in ProSim737.   Therefore, in Point 4 above, if you use .bin3, the card will be renamed to BU0836A_3 and if you choose .bin7, the card name will be BU0836_7 (and so forth).

Calibration Settings

It’s not uncommon for some calibration settings to be lost when a card is flashed.  Whether the settings are lost, depends upon how the card was used in the first place.  It's very likely the various axis will require re-calibration (ailerons, elevators, trim wheel and rudder), however, button settings should remain stable (because buttons are on/off and are connected to the terminals on the card).

Final Call

Computer hardware, operating system, and Windows updates can cause problems with various interface cards, especially if these cards are dated.  Fortunately, many manufacturers offer firmware that can update the card to enable it to operate flawlessly with a new up-to-date system.

Additional Information

Corruption of joy.cpl File Leading to Problems With Registration and Calibration in Windows 10

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Norwegian landing showing various control surfaces that hardware devices mimic in flight simulator

Every flight simulator uses input devices, and these devices must be initially registered and calibrated in the Windows Operating System, prior to advanced calibration in ProSim737 or FSUIPC.

Occasionally, the User Interface used to register and calibrate the devices fails or crashes.  One potential reason for the interface becoming unresponsive, can be caused by Windows 10 updates, that are automatically downloaded and installed to your computer.

While most updates are benign, some will tamper with settings that otherwise were thought to be ‘set in stone’.

In this article, I’ll discuss how the corruption of the joy.cpl file can lead to problems when attempting to register and calibrate joystick controllers.

Note that I use the word input device, game controller, joystick controller, and hardware device interchangeably.  Also be aware that the joy.cpl file is used in all late Windows operating systems (XP onwards).

Background

Flight simulator uses several hardware devices.  A basic list of the most commonly used is listed below:

  • Flight controls (aileron, elevators, steering tiller, rudder).

  • Yokes (buttons and elevator trim).

  • Throttle Quadrant (buttons, flaps lever, speedbrake lever, thrust levers, cut-off levers, parking brake).

Often, but not always, the items mentioned above are connected to the computer by a Leo Bodnar Joystick Controller or Button Box card (BU0836A and BBI-64 or similar).  These cards must be registered, and the connected potentiometers calibrated in Windows, prior to more advanced calibration in ProSim737 or FSUPIC.

Registration and calibration occurs in the Windows Joystick Calibration User Interface (Game Controller Interface).

It's often easier to think of calibrating controls as a two-stage process - Primary Registration and Calibration (in Windows) and Secondary Calibration (in Prosim737, flight simulator, or FSUPIC).

Joystick Calibration User Interface displaying opening menu and calibration menu

Registration and Calibration (Primary Calibration)

By way of an example, let’s assume a yoke is being connected to the computer via a Leo Bodnar BU0836A 12-Bit Joystick Controller card.   The movement of the ailerons and elevator (potentiometers) will need to be initially registered and calibrated in Windows.

To begin the registration process, open the Joystick Calibration User Interface and follow the prompts.  During the registration and calibration process, each of the end points for the movement of the potentiometer will be recorded, and an axis assigned to the aileron and elevator.  Initial calibration of each axis then occurs.  This information is saved into a file called joy.cpl.  

Important Point:

Calibration of any axis must involve moving the hardware device as far as possible (left, right, forward or backward).  This ensures that the full range of movement from the potentiometer is recorded during the registration process. 

A .cpl file is a .DLL file that stores information for other programs to access.  It’s part of the game controller applet and creates an entry in the Windows registry.  I don’t want to dwell any longer than necessary on the Windows infrastructure, as this information is readily available from the Internet.

Handy Shortcut:

  • There are several ways that the User Interface can be accessed: press 'WIN key and R' and then type either ‘joy’ or 'joy.cpl' into the search bar.   Another way is to type ‘joy’ or 'joy.cpl' directly into the Cortana search bar (Windows 10).

Corruption of joy.cpl File.

Initially you may not realise there’s a problem, until you discover it’s not possible to calibrate a device accurately in ProSim737 or in FSUPIC.  Or, if registering a new hardware device, the registration and calibration fails.  Corruption of the joy.cpl file will usually cause the Game Controller Interface to crash.

How the joy.cpl file becomes corrupted is unknown (by me).  I’ve read that Windows updates to sound drivers can sometimes cause an issue.  However, when I recently experienced a problem when attempting to register a new joystick controller card, removing and replacing the sound drivers didn’t rectify the problem.  

The Solution

Thankfully, the solution to this problem is relatively straightforward.  The joy.cpl must be deleted and replaced with a fresh copy.  

Important Points:

  • The corruption of the joy.cpl file is one of the most common reasons for registration and calibration problems, however, it may not be the only reason.

  • While Windows 10 updates can cause corruption of the joy.cpl file, there are other reasons that may cause this file to be corrupted.

Screen grab of the Sytem32 folder showing joy.cpl file

How to Repair the joy.cpl File

Rectifying the problem is a two-part process involving deleting the  joy.cpl file and replacing it with a fresh copy (non-corrupted) copy.

The joy.cpl is located in the Windows System32 folder (C:\Windows\System32).

Each computer system is slightly different, and depending on the file’s protection status, deleting the file may be difficult.  When attempting to delete this file, always log in as Administrator.  

If the file still can’t be deleted, a standalone unlocking program will be required.  As the name suggests, this program ‘unlocks’ the file (or any other file selected) so that it can be deleted.  There are several free unlocking programs available from the Internet.  I used a program called UnLocker.

Install UnLocker to the computer and follow the prompts after which the joy.cpl file should be able to be deleted.

Next, open the SysWOW64 folder (C:\Windows\SysWOW64).  Scroll downwards and find the  file joy.cpl file.  This is a copy of the file keep by Windows.  COPY this file and paste it into the System32 file.

After this has been done, registration and calibration of any hardware device should be possible.

Important Points:

  • It’s standard practice to always make a copy of any file prior to deletion (so you can rollback if necessary).

  • Always COPY the file from the SysWOW64 folder.  NEVER cut and paste.

  • When you replace the joy.cpl file, any settings previously held in registration may no longer exist.  If this occurs, registration and calibration will need to be done again for ALL hardware devices.

Backup Configuration Settings

The file that contains the configuration settings is the joy.cpl.

This file contains the information Windows needs to be able to load the settings obtained during Primary Calibration.  This file should be backed up.

Important Point:

  • If a problem develops at some point, it's an easy matter to replace the joy.cpl file with the backed up copy.  if the problem persists, then replacement of the file (from the SysWOW64 folder may be necessary).

Although Secondary Calibration has not been addressed in this article, it's recommended to backup these settings (included for completeness).  Recommended files to backup.

  • C:\Users\Your_Name\AppData\Roaming\Lockheed Martin\Prepar3D v4\Controls\Standard.xml, controls.xml and/or joysticks.xml

  • P3Dv4\modules\FSUIPC.ini

  • Prosim737\config.xml (located in ProSim737 main system folder)

  • C:\Windows\System32\joy.cpl.

Final Call

Not being able to register a hardware device in Windows can be frustrating and time consuming.  The registration and calibration information of any hardware device is recorded in the joy.cpl file.   If this file is corrupted, initial registration and calibration of hardware devices won’t be possible.  Prior to troubleshooting elsewhere, the first point of call should be to delete the corrupted file and replace it with another copy.

Using a Pololu JrK Card to Fine-tune the Calibration of Thrust Levers

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OEM NG style thrust lever

The throttle quadrant for many enthusiasts is the ‘holy grail’ of the simulator, and many individuals strive to ensure that the throttle operates as close as possible to its real world counterpart. 

The automated systems in the 737 aircraft drive the movement of the thrust levers in a coordinated manner, and it’s the accuracy, speed, and  synchronised movement that enthusiasts try to replicate.

Historical Context

Individuals often use Leo Bodnar Joystick cards, PoKeys, Arduino, and Phidget Advanced Servo cards to interface the throttle quadrant (and other hardware) with some using SIOC (a programming language) to connect propriety throttle quadrants.  Calibration, more often than not, was done via FSUPIC, or in a rudimentary way through ProSim737.

Although the throttle quadrant functioned, the position of the levers didn’t match the correct position for the commanded thrust (%N1), and the thrust levers would often be offset against each other and not move in a synchronised manner.  These shortcomings lead to the throttle being used only in ‘manual mode’, as the feedback from the software to the throttle didn’t generate consistent and reliable results. 

Two innovations have changed this – the introduction of Direct Calibration in ProSim-AR, and the development of the Pololu Jrk Interface Card. 

In this article, I’ll explain how to the calibrate the thrust levers using Direct Calibration in ProSim737.  I’ll also show you how to initially calibrate, and then fine-tune the Pololu Jrk card, to enable seamless integration with ProSim737.  Finally, I’ll discuss some advantages that using a Pololu card brings.

Important Point:

  • The calibration settings displayed in the various figures (Figures 1-5) are specific to one simulator.  The Pololu card settings in your simulator will be similar, however, some settings will be different because of subtle differences in the hardware being used.

ProSim-AR - Direct Calibration

ProSim-AR enables direct calibration of the various flight controls and surfaces directly within ProSim737.  This has been inline with their philosophy of trying to keep everything in-house (homogeneous) within ProSim-AR.  This not only enables ProSim-AR to maintain control of how the calibration process occurs, but it also aids in troubleshooting should a problem occur. 

Direct Calibration is a step forward in keeping ‘everything under one roof’ as opposed to using FSUPIC or another programming language to connect aircraft-related assignments.  It’s possible to use direct calibration for the: throttle levers, flaps lever, tiller, speedbrake, aileron, elevator and rudder.

On a side note, Direct Calibration is one of the strengths of ProSim-AR, in addition to built-in native support (via their SDK and generic driver) for various interface cards (which includes the Pololu card).

Pololu JrK Interface card

Pololu Jrk Interface Card

The Pololu Jrk Interface card is a powerful and highly configurable 12v12 brushed DC motor controller, that provides a stable and robust solution to interface the automated movement of the thrust levers in a simulator environment.  Not only are the cards small, but they have been trialled extensively in robotic assignments; NASA uses an upmarket version of the Pololu JrK card to control aspects of the Mars Lander.

The card comes packed with a number of advanced features that enable you to tweak the interaction of the card with ProSim737 which, when combined with a quality 12 volt DC motor and string potentiometer will guarantee higher accuracy and better performance than when other calibration methods are used. 

Using ProSim737 and a Pololu Jrk Card to Calibrate Thrusts Levers 1 and 2

The engineering required to enable movement of the thrust levers is comparatively simple.

Each thrust lever is connected with a string potentiometer that in turn connects with a Pololu JrK card.  The Pololu card then connects directly to the computer by a USB connection.  This creates a closed loop system in which the Pololu card reads the movement of the potentiometers and sends this information to ProSim737 and then to flight simulator.

Obviously, two Pololu cards and two potentiometers are needed; one for each thrust lever, and the calibration of each thrust lever must be carefully done to enable both levers to move together in unison.  Additionally, two 12 volt DC motors are needed to provide the power to move the thrust levers.

To connect and calibrate a Pololu JrK card requires three steps (in sequential order):

(i)      Download and install the Pololu software;

(ii)     Turn on Pololu support in ProSim737 (Configuration/Drivers);

(iii)    Configure the initial settings in the Pololu Configuration Utility (PCU);

(iv)    Calibrate the thrust levers in ProSim737 (Configuration/Levers); and

(v)     Fine-tune the calibration in the Pololu JrK card using the Pololu Configuration Utility (PCU).

Once Pololu support has been selected in ProSim737, the Pololu card will be read automatically by ProSim-AR, and the calibrated settings sent to flight simulator. 

Important Point:

  • Initial configuration in the Pololu card (iii) must be done prior to calibrating the thrust levers in ProSim737 (iv).

Subtle Differences (Hardware)

Every throttle quadrant is different as we use different hardware, potentiometers, and DC motors.  It’s important to understand that, subtle differences in the hardware used in the throttle quadrant, will affect which settings are used to configure the Pololu card.

The following may have a direct effect on the accuracy, speed, synchronisation, and movement of the thrust levers.

(i)     Type of 12 Volt DC motor used;

(ii)    Variable output between DC motors;

(iii)   Type of potentiometer and the manufacturing variance (+/-) between units;

(iv)   The friction generated by each of the thrust levers; and,

(v)    The manufacturing variance (+/-)between each of the Pololu cards.

The type of potentiometer used will make a difference to how accurately the Pololu card can read the movement of the thrust levers.  If an inexpensive linear potentiometer is used, then the accuracy will continually degrade as the carbon trail on the potentiometer is slowly destroyed.  This will lead to frequent recalibration and fine-tuning of the settings. Using a string potentiometer will resolve this issue as contamination leading to loss in calibration is minimal. Use of a Hall sensor will deliver an even greater degree of accuracy (as these sensors are extremely accurate), although it’s debateable to exactly how much more accuracy will be achieved in the movement of the thrust levers, and whether this will be noticed. 

High-end string potentiometers and Hall sensors are often used in the medical industry where the tiniest input movement needs to be accurately measured.  In comparison, the movement of the thrust levers (input) is quite rough.

Performance can also be affected by the type of 12 volt DC Motor used.  If the motor has an amperage either too high or low, or the incorrect gear ratio, the thrust levers may be over or under powered, and no matter what finesse in calibration, the results will be less than optimal. 

Also, depending on the type of throttle you’re using, the friction caused by the thrust levers moving will also be different; some levers move relatively easily while others require additional torque from the DC motor to move.

Interestingly, if you’re using an OEM throttle, there may also be differences between throttle unit builds, as each throttle quadrant is manufactured to be within a range of specific tolerances (manufacturing variance).  For example, the friction needed to be overcome to move the thrust levers is often different between throttle quadrants, and even respective levers on the same quadrant.

RAW data from thrust lever 1 during automated flight.  The upward and downward spikes signify major departure from acceptable operation.  The red line demonstrates how the spikes can be flattened when a Pololu card is used

Calibration of the thrust levers in ProSim737 without using a Pololu card does a reasonable job, however, the output is often quite rough – think of a graph with lots of upward and downward spikes. 

For consistent smooth operation the spikes shown in Figure 6 must be smoothed down.  A Pololu card enables fine-tuning of this output to achieve a consistent and repeatable output

Installing the Pololu JrK Card Software and Initial Configuration

Although ProSim-AR will automatically read the Pololu card, you’ll still need to install the Pololu software to enable access to the Pololu Configuration Utility (PCU).

Two Pololu JrK cards installed to Throttle Interface Module (TIM).  The compact size of the cards is readily apparent.  These cards deliver a big ‘punch’ for such a small size

After downloading the software from Pololu, open the ZIP archive and run ‘Setup.exe’. If the installer fails, you may have to extract all the files to a temporary directory, right click ‘Setup.exe’, and select ‘Run As Administrator’.

The installer will guide you through the steps required to install the Pololu Jrk Configuration Utility, the JrK Command-line Utility (JrkCmd), and the JrK drivers on your computer.

Once the software has been installed, there should be an entry for the JrK in the ‘Pololu USB Devices’ category of the Device Manager. This represents the card’s native USB interface, and it is used by the configuration software. 

Recommendation:

  • Create a shortcut to the Pololu Configuration Utility (PCU) and save this shortcut to your desktop or menu system.  This will enable quicker and easier access to the utility.

Limitation

For brevity and simplicity, I haven’t discussed every configuration setting in the PCU.  Instead, I’ve included several screen captures (Figures 1-5) that show the various configuration settings for reference.  These settings should provide a benchmark to enable you to configure the card. 

Notwithstanding this, I have enlarged on the two most important settings in the PCU that have a direct influence on the accuracy, and synchronised movement of the thrust levers. 

Confirming the Pololu Card Connection

After the initial configuration settings in the Pololu card have been configured, it’s a good idea to test the card’s functionality to confirm connection with ProSim737.  This is done by opening the Pololu Configuration Utility (PCU) and setting a manual target speed (Figure 1).  To engage the target speed, select ‘Apply’. 

Pressing ‘Apply’ will command the card to determine the position of the thrust lever as indicated by the potentiometer.  If the thrust lever is not at the same position on the throttle arc as indicated by the settings in the PCU (and it probably won’t be), the thrust lever will move to the commanded position.  If this movement occurs, it’s a good sign that everything is functioning correctly.

Calibrating Thrust Levers in ProSim737

Assuming everything is working, the next step is to calibrate the thrust levers in ProSim737.

Calibrating the movement of the thrust levers is comparatively straightforward.  Each thrust lever must be calibrated independently of each other, otherwise both levers will not move in unison when the automation (aircraft autopilot) is selected.

(i)     Enable Pololu support in Configuration/Drivers tab in the ProSim737 User Interface;

(ii)    Open the Configuration/Levers tab and assign for each throttle lever the Pololu input and output;

(iii)   Select the appropriate Pololu card for the analogue input and select ‘Feedback input’(1);

(iv)   Select the appropriate Pololu card for server output and then select ‘Motor output’(1); and,

(v)    Move the virtual sliding tab with the mouse (you should see the respective thrust lever moving).

(1) Located in adjacent drop down box.

To calibrate each thrust lever the virtual sliding bar is moved with the mouse device.  To register the position the ‘Min’ and ‘Max’ is selected. 

Slide the bar until the physical thrust lever rests in the idle position (the physical thrust lever should move as you slide the bar).  When the thrust lever is in the idle position select ‘Set Min’.  Next, move the virtual sliding bar until the position of the physical throttle lever rests in the fully forward position.  When it does select ‘Set Max’. 

For calibration to occur, the minimum and maximum positions must be registered.  This process must be completed for both thrust levers.

Important Points:

  • On some set-ups the ProSim737 software reads the throttle movements backwards.  In other words the position of the thrust lever will move in the wrong direction.  If this occurs, reverse the order - press ‘Set Max’ instead of ‘Set Min’ and ‘Set Min’ instead of ‘Set Max’.

  • Calibration occurs when the virtual sliding bar is moved with the mouse device.  Calibration is NOT done by physically moving the thrust levers.

  • To improve accuracy, select ‘Min’ and ‘Max’ only when the physical thrust lever has reached the end of its movement cycle.  This task may need to be done a few times to ensure the most accurate position is registered by the calibration process.

  • Ensure the option ‘closed loop autothrottle’ is NOT selected within the ProSim737 MCP software (right click the virtual MCP to open the MCP Config menu.

  • It’s recommended to use string potentiometers or Hall sensors to register the incremental movements of the thrust levers.  These will provide a greater degree of accuracy.

  • Always calibrate the thrust levers in ProSim737 prior to fine-tuning the Motor and PID in the PCU Interface.

  • It’s at the discretion of the user to calibrate and fine-tune the Pololu card to a level of accuracy they believe is a reasonable compromise between the position of the thrust levers on the throttle arc, and the speed at which the thrust levers move.

Fine-tuning Using The Pololu Configuration Utility (PCU) Tabs

To fine-tune the outputs from the throttle quadrant, the PCU must be opened.  The two tabs that are used to determine the accuracy, position, speed, and synchronisation of the thrust levers are the Motor and PID tabs.

The Motor Tab in the PCU (Figure 4) can be used to alter the current (amperage) and the duty cycle.  Both settings affect the output of the motor (which in turn alters the speed that the thrust levers move).

If the motor has an amperage either too high or low, then the speed that the thrust levers move at, may either be too slow or too fast.  Furthermore, DC motors often exhibit manufacturing variances (+/-)and it’s common to have 2 identical motors with slightly differing output.

If the output is not equalised between the two motors, the position of the thrust levers will be staggered and synchronisation between each of the levers won’t be possible.  Likewise, a different power output may be required to overcome the internal friction of the thrust lever, to enable movement of the lever to occur, . 

Tweaking the motor duty cycle will help eliminate these differences enabling synchronisation of the thrust levers.

The PID Tab in the PCU (Figure 3), an acronym for proportional coefficient, enables in-depth fine- tuning to be applied to the already completed calibration done in ProSim737.

Depending on the power (torque) of the DC motor and the hardware used in the throttle quadrant, the thrust levers may jitter (backward and forward movement when a constant %N1 is set).  To eliminate jitter, the PID is fine-tuned until a happy medium is discovered.

Consistency and Reliability

For the most part, Pololu Jrk cards are manufactured to a high quality and are very reliable; you shouldn’t experience a problem with a card.  Even so, there may be manufacturing variance (+/-)between respective cards.  However, because of the nature of the card, any subtle differences in output can easily be controlled through fine-tuning. 

The above said, the calibration of the thrust levers includes many variables that are interrelated, and to achieve consistent results, the components that provide information to the card, in particular the potentiometers and DC motors, must be of the highest quality.

Important Point:

  • If something doesn’t work as expected, try again using different variables.

Advantages Using a Pololu JrK Card

The benefits of using Pololu Jrk cards cannot be underestimated. 

(i)    Direct support (reading of card) by ProSim-AR;

(ii)   Small size enabling mounting almost anywhere; and,

(iii)  Fine-tuning and increased accuracy through use of the PSU User Interface.

Will I Notice A Difference Using a Pololu JrK Card

The question frequently asked is: ‘will I see a difference if a Pololu card is used’  The answer is not straightforward, as there are several interrelated variables (already discussed).  If the calibration is done carefully in ProSim737 and the variables tweaked in the Pololu PCU, there is no reason why there shouldn’t be a marked improvement.

Final Call

Evolution is rarely static, with change being positive, negative or neutral. 

Direct calibration has enabled greater accuracy in calibrating the various control surfaces within ProSim737 and, in concert with using an advanced card such as the Pololu JrK card, has been a evolutionary step forward.  This has lead to greater accuracy in the position of the thrust levers on the throttle arc, and almost perfect synchronisation, when automation is selected.

Further Information

This is but a short introduction to calibrating the throttle quadrant (thrust levers) directly within ProSim737 using the Pololu Jrk interface card.  For further information concerning the Polulu Jrk card and it’s use with ProSim-TS navigate to the ProSim737 forum and search Polulu. The Polulu website is also worth reading at Pololu.

Acronyms and Glossary

  • Manufacturing Variance (+/-) – This is where identical items, although appearing exactly the same are very slightly different.  Usually the tolerance is so small that it’s indiscernible.  However, manufacturing variance in electronics often is the reason why some parts function and some fail soon after first use.  An acceptable tolerance will be defined at the point of manufacture.  Usually, if an item requires a higher (tighter) tolerance this leads to a higher manufacturing and purchase price.  Often, but not always, there is a direct relationship between the price paid for an item and the reliability and longevity of that item.

  • MCP – Mode Control Panel

  • PCU – Pololu Configuration Utility

  • Throttle Arc – The curved piece of aluminium that the thrust levers move within.

Figures 1–5 display the settings for each of the tabs in the Pololu Jrk Configuration Utility  (PCU).  Note that these settings are generic to all throttles, however, the variables will differ slightly depending upon hardware used.

SimSounds 3.1 - Review

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Engines, landing gear, spoilers and drag all create noise and vibration.  To ensure an immersive environment is created, these sounds (and others) must be replicated as closely as possible to the real sound

The definition of immersion is a perception of being physically present in a non-physical world.  This perception is created by surrounding the user in images, sound and other stimuli that provide an engrossing total environment. 

When this is done correctly, the illusion is complete.  However, the immersion effect is downgraded when something doesn't replicate or mimic its real-world counterpart effectively.

Flight simulator enthusiasts go to exuberant lengths to create the illusion of flight.  Purpose built flight decks, aircraft shells, real aviation equipment and stunning external visuals all add to the immersion effect.  But, what about sound – in particular realistic aircraft, cabin and environmental sounds.

SimSounds

SimSounds is a small standalone program developed by Thomas Langenkamp in Germany.  The design of the program is very simple in that it enables you to preselect and configure a number of add-on sounds that are often missing in Flight Simulator.   This is in addition to playing airline cabin announcements and cabin calls at pre-defined phases in a flight.

By its inclusion of airliner cabin announcements, SimSounds has targeted the airliner market (in particular Boeing and Airbus).  However, there is no reason why SimSounds can't be used for general aviation aircraft and other airliner types. 

To increase immersion further, several sounds used by SimSounds can be sent to Butt-Kicker to generate vibrations when a particular sound is played.   

SimSounds can be configured to work alongside several avionics suites and other programs such as ProSim-AR (737 & A320), Sim Avionics, PMDG (NGX), P3D and FSX. 

Review Limitations

The software generates numerous sounds, and the conditions in which the sounds are played is quite exhaustive.  To delve into each sound and occurrence condition would take longer than one article. 

Therefore, I will concentrate on the main aspects of the software that are of particular relevance to the flight deck builder.  I will also include a few screen captures of the program’s User Interface which is more or less identical across all pages.  This review will not include how SimSounds interacts with Butt-Kicker.  (I do not own or use a Butt-Kicker).

This review addresses SimSounds V3.1

If you wish to read other user reviews of SimSounds, I suggest you navigate to SimMarket.  A video created by the developer can also be viewed on U-Tube

What Does SimSounds Do

In essence SimSounds provides the following:

(i)       Cabin crew announcements (automatic phase flight detection for cabin announcements);

(ii)      Cabin calming mood music;

(iii)     Aircraft sounds (some speed dependent);

(iv)     Cabin sounds;

(v)      Environmental sounds (some speed dependent); and,

(vi)     Sounds that are compatible for use with Butt-Kicker (vibrations).

Let’s examine some of these sounds more closely.

Cabin Announcements (crew)

A prerecorded cabin announcement (CA) and cabin intercom call (CIC) will play during the following flight phases:

(i)          CA: Boarding complete;

(ii)         CA: Welcome with flexible Captain's name and dynamic local time detection;

(iii)        CA: Safety instructions;

(iv)        CA: After takeoff information;

(v)         CA: Cruise (service and duty free);

(vi)        CA: Seat belt sign on during cruise;

(vii)       CA: Decent information;

(viii)      CA: Approach information (placeholder only);

(ix)        CA: Landing information (placeholder only);

(x)         CA: After landing (with dynamic airport detection based on useable airports);

(xi)        CA: Parking Position;

(xii)       CIC: 'Passengers fastened'; and,

(xiii)      CIC: 'Cabin is ready'.

The nationality and sex of the voice is selected from the User Interface: English, French, German, Dutch or Portuguese.   English and German are the default languages, and other language packs (crew packs) can be purchased separately.  There is also an option to add your own voice (prerecorded .wav file).

The Approach and Landing information (viii & ix) will only be played for preinstalled airports (at the time of writing there are 92 defined airports worldwide that can be used).  SimSounds automatically detects the airport in use, and provided the option is selected in the User Interface, the airport name will be used in all airport-related cabin announcements.

The cabin announcements and intercom calls are automatically generated and are triggered by the aircraft’s phase of flight (SimSounds refers to this as 'Automatic Flight Phase Detection').  There is no calibration or setup required for this to occur.  The logic a has been embedded into the program.

Aircraft Sounds

The following aircraft sounds, some which are speed dependent, are included:

(i)        Roll and wheel bump sounds for main gear and nose wheel (speed dependent);

(ii)       Touch down sounds for main gear and nose wheel (vertical speed dependent);

(iii)      Landing gear up sound;

(iv)      Landing gear down sound;

(v)       Falling rain sound (speed dependent);

(vi)      Wind sound (speed dependent);

(vii)     Flaps sounds (speed dependent);

(viii)    Opening and closing front door sounds;

(ix)      Turbulence;

(x)       Engines;

(xi)      Reverse thrust (engines);

(xii)     Tail Strike;

(xiii)    Parking Brake activation and deactivation;

(xiv)    Spoilers (speed brakes);

(xv)     Auto brakes lever sound (as speed brakes deploy on landing); and,

(xvi)    Wind sound enhancement when landing gear is deployed.

You can individually select these sounds from the User Interface.  Furthermore, speed dependent sounds have the flexibility of being preset to only become audible when a specific speed has been reached.   All sounds have independent volume control.

Cabin Sounds

Cabin sounds include the following:

(i)       Cockpit fans;

(ii)      Doors opening and closing;

(iii)     Seat belt chime;

(iv)     No smoking chime;

(v)      Passenger background noise and boarding (mainly low talking and scuffling) ;

(vi)     Cabin calming music (boarding, after landing and parking);

(vii)    Clapping sound; and,

(viii)   Screaming sound.

For the seat belt and no smoking chime (iii & iv) to function correctly, it’s necessary to define a FSUIPC offset (discussed later in this article). 

For the cabin calming mood music (vi) to play you will need to correctly map and configure the doors of the aircraft.  Failure to do this will result in the music not playing.

The clapping and screaming sound (vii & viii) is an audio of people clapping or screaming.  Both sounds and their volume can be adjusted to play following a landing at a specific vertical speed (V/S).  

Flexibility - Independent Volume and Speed Dependency Functionality

It’s important to note that SimSounds is VERY flexible in how, when, and at what volume any sound is played.   Each sound has independent control enabling the user to turn the sounds on or off, alter the sound’s volume, or adjust when the sound will become audible (sounds with speed dependency). 

Speed dependency is when a sound will play only when the simulator aircraft reaches a certain airspeed or ground speed. In the User Interface for the specific sound, a sliding tab is used to preset the speed at which the sound will play.  Similarly, another sliding tab will allow you to preset the volume of the sound.  It’s this flexibility in how and when sounds are played that makes SimSounds rather unique.

User Interface / Aircraft Sounds / Wind.  The active button is selected, meaning that the sound is active.  The 'wind' sound file will play when the ground roll of the aircraft reaches 80 knots (the timing which the sound is played is linked to the ground speed of the aircraft).  The sound will then slowly increase in volume, reaching the maximum volume (as indicated by the maximum volume % slider tab) at 201 knots)

Installation, Setup and Before Purchase Evaluation

The Installation is VERY easy.  Once downloaded, the program is installed to either one or more computers (server and clients).  FSUIPC and WideFS is required if you wish to run SimSounds from one or more client computers. 

The program is standalone and can be installed anywhere on your computer system.  It’s not a requirement to install the software to your main C Drive; it can easily be run from the desktop or from a second drive. If required, a shortcut can be made from the executable file, or the command line can be added to a batch file (for automatic opening of all programs with one mouse click).

SimSounds does not require extensive calibration and setup to function.  With the exception of indicating what sounds are to be played and their parameters, the following will need to be done from the main page of the User Interface:

(i)       SimSounds/License Key – Enter license key (after purchase).

(ii)      Settings/Common – Select either PMDG offsets, PS737/A320, or leave blank.

(iii)     Settings/Sound Cards – Select sound card for aircraft sounds, cabin sounds and flight deck sounds.

Additionally, for full functionality (music and chimes) you will need to synchronise the door logic to flight simulator and define a FSUPIC offset for the no smoking and seatbelt signs.

A complete and fully functional SimSounds is available as a free download from the SimSounds website.  The evaluation period is a generous 30 days.

System Requirements

SimSounds requires the following to function correctly:

(i)      An active internet connection;

(ii)     Windows 7, 8 or 10 operating system;

(iii)    Microsoft Flight Simulator 10 (FSX) or Prepar3D Version 4.1 to 4.5; and,

(iv)    FSUPIC and WideFS.

ProSim-AR Users (ProSim737 Avionics Suite)

Thomas (the developer of Simsounds) has worked closely with the developers of ProSim-AR to ensure that the software is 100% compatible with the ProSim737 avionics suite.  

SimSounds does not replace the sounds in the ProSim audio folder used by ProSim737, but rather uses its own dedicated folder.  However, some sounds are duplicated.  Therefore, it’s a matter of choosing which specific sounds (.wav files) you wish to use (select sounds from either SimSounds or ProSim Audio).  

For the cabin calming mood music to be automatically played when the aircraft doors are open, ProSim737 users will need to correctly map and configure the doors of the aircraft.  The process to do this varies between proSim737 releases.

Similarly, for the seatbelt and no smoking chime to function correctly (when you manipulate a switch), a FSUIPC offset will need to be defined.  The offset is defined in CONFIG/MISC menu of ProSim737 using a GATE.  

  •  Seat belt sign – FSUIPC offset 8 bit U: 0x341D.

  • No smoking sign – FSUIPC offset 8 but U: 0x341C.

Program/Software Manual, Help and Updates

The developer has elected to not provide a comprehensive manual.  However, a very basic on-line manual and Frequently Asked Question section can be found on the website.

To be frank, I prefer reading a manual prior to using any program.  But, considering the program’s flexibility and exhaustive content, writing a manual would be very time consuming and would probably be confusing and counterproductive.  This software is very much a ‘hands-on’ learning experience.  

To learn what the program can do, you must install the software and experiment with the various sounds and cabin settings.  

SimSounds does not have a dedicated forum.  However, the developer is very active on the ProSim737 forum and is eager to provide help to anyone needing assistance.  He is also open to suggestions and recommendations to improve the software.  

Improvements to the software and beta releases are published on the SimSounds website.  If the 'check for updates' is selected from the User Interface, the program will alert you to when an update has been released.

Important Point:

  • The best way to test this program to determine its usefulness is to install the software and trial the various features.

User Interface (UI)

SimSounds is a relatively powerful program and it's control centre is the main page and sub-pages accessible from the menu-style tab system. 

The control center of the SimSounds program is the User Interface.  The main page displays setup information, current state of buttons and sounds, and pertinent flight parameters.  Each of the tabs is interactive which enables individual sounds to be activated ‘on the fly’

SimSounds will always display the main page (front page) of the User Interface. This page (Figure left) is important in that, in addition to providing an interface to enter into the program’s sub-pages, it also displays setup information and various flight parameters.  The flight parameters are ‘live’, meaning the parameters are continually updated during a flight.

Also displayed are the active continuous sounds that have been configured to play (continuous sounds play all the time).  This is in addition to the current state of the no smoking and seat belt buttons, and the door state.  There is also a pause button to pause flight simulator.

Interactive Coloured Tabs

The dozen or so tabs located at the lower right of the main page provide a visual indication to what sounds have been configured to play in SimSounds.  These tabs are interactive, meaning that by pressing the tab, the sound can be manually turned on or off, or if the sound is currently playing, it can be cancelled (paused).

Three colours and the use of solid-filled text are used to indicate various sound states:

(i)      Neutral (no colour)  text solid filled –  sound configured to play.

(ii)     Neutral (no colour)  text not filled – sound not configured to play.

(iii)    Blue colour – sound currently playing.

(iv)    Pink colour – Sound configured to play, but has been manually turned off (by pressing the tab/button with your mouse).

The use of interactive tabs enables configured sounds to be turned on, off, or paused 'on the fly'.

Sub-pages (User Interface)

Each page is well laid out and easy to follow.  I will not explain every page as many are self explanatory. 

As an example, we will examine the Aircraft Sounds / Roll page (Figure 1 below).  

Aircraft Sounds / Roll Page (an example)

This page has several interactive tabs that align with the top of the main page.  Each tab relates to a specific sound. 

At the upper left of the page is a check box named ‘active’(on/off).  This is where you can either turn the sound on or off.  

User Interface / Aircraft Sounds / Roll.  The active button is selected meaning that the sound is active (turned on).  The 'aircraft roll' sound file will play when the ground roll of the aircraft reaches 12 knots.  The sound will then slowly increase in volume, reaching the maximum volume (as indicated by the maximum volume % slider tab) at 97 knots.  All the tabs in the User Interface have a similar graphical interface which is very easy to understand and manipulate

The box named 'Sound File' is the location of the sound file that is to be played.

The three sliding blue-coloured tabs are self explanatory.  One slider sets the maximum volume that the sound will play at, while the other two sliders relate to speed dependency.  One slider is used to set the speed at which the sound will begin to play, and the other is used to alter the speed at which the sound will reach full volume (as set in the maximum volume slider).  

The ‘Add’ (so many knots) box enables the user to fine tune the volume of the played sound.  For example, the volume (of the 'roll' sound) increases with increasing speed. If you want the 'roll' sound to start earlier, this value can be altered in the ‘add’ box resulting in a higher volume of the 'roll' sound at lower speeds.

Changing Sound File and Location

Any sound or cabin announcement can be replaced with another customised sound or recorded cabin announcement.  To replace a sound it’s a matter of replacing the sound in the SimSounds sound folder and linking the new sound file to the software.

To do this, the two boxes to the right of the 'Sound File' box are opened.  This reveals a dialogue box that enables you to select a new file location and sound file. The small speaker icon enables the sound to be played to check the volume prior to saving the configuration (‘Apply and OK’). 

Important Points:

  • Any of the pre-selected sounds can be cancelled (paused) from the front page of the User Interface.  This is done by pressing the appropriate tab.  This can be done ‘on the fly’.

  • The User Interface is very intuitive and straightforward to use.

Test Mode

The developer has had the forethought to include a test mode in the program (‘Test’).  The Test Mode is accessible from the main page and includes a list of all configured sounds.  Each sound can be individually played at the configured volume.  This is very handy if you want to review (and hear) what sounds you have configured in SimSounds.  

Reliability and System Resources

During my testing, the software was very reliable and robust.  The software played all sounds as configured and I didn’t experience any drop outs or failure of the software to open correctly (I use a batch file). 

SimSounds works out of the box with minimal computer configuration.

Concerning system resources.  During my testing, I didn't note any depreciable use of system resources running SimSounds on a server and client computer.

Accuracy of Sounds - Artistic License

There has been a certain amount of artistic licence taken in relation to the accuracy of some of the sounds.  

For example, when sitting in the flight deck of a real Boeing 737 aircraft, you cannot hear the flaps move when the flaps lever is manipulated (apart from anything else, there is too much ambient noise in the flight deck).  Nor can you hear air whistling, or increased whistling, as the flaps are deployed from flaps UP to flaps 40. 

Similarly, you cannot hear the speed brakes (aka spoilers) when they are moved to the up position (you do, however, feel the increased drag).   

The use of these sounds should not be seen as a shortfall, as many enthusiasts like to hear these sounds (like they can hear in the cabin), and it’s an easy matter to turn the sounds off in the User Interface if they are not wanted.

Also, bear in mind that SimSounds has been developed for a broad audience.  Light aircraft users will want to hear these sounds, as in a light aircraft you will hear the flaps move, and hear the wind whistling over the flap surfaces as the flaps are deployed.

Not all the sounds have been recorded from a real 737; some sounds have been fabricated.   For purists, it’s a straightforward process to remove the fabricatedsounds and replace them with genuine sounds.

The following sounds have been recorded from a real Boeing 737:

(i)      Wind (without flaps sound);

(ii)      Roll sound;

(iii)     Bump sound;

(iv)     Touchdown sound;

(v)      Doors opening sound;

(vi)     Doors closing sound;

(vii)     Landing gear up sound; and,

(viii)    Landing gear down sound.

Sound Configuration (my simulator)

No setup is identical when it comes to sound; what works for one individual may not work for another.

The beauty of SimSounds is that you can run multiple instances of the program and select multiple sound cards.  This allows you to select to which speakers the sound is directed, enabling considerable flexibility in generating sound from differing directions.  This adds to immersion.

In my simulator, I have two instances of SimSounds running; one from the server and one from client computer  I always have the main User Interface open on the client computer and positioned in such a way that it's easily viewable on the client's display along with the instructor station (FS Flight Control).  This enables me, if necessary, to cancel (pause) specific sounds. Note that in newer ProSim737 releases the use of the FS Flight Control instructor station is not necessary as ProSim737 has its own dedicated IOS.

Each instance of SimSounds is linked to a dedicated speaker system that is mounted in different areas of the flight deck.  This ensures two things.  First, that cabin announcements, cabin intercom calls, and mood music (generated by SimSounds) is heard from a different speaker to avionics call outs, and second, the other sounds generated by SimSounds (aircraft, cabin and environmental sounds) are played from a speaker, and at a location, that is different from the speaker that plays the engine sounds.

Location of Speakers

I’m not a big user of cabin announcements.  However, when selected, all cabin announcements are played through a dedicated speaker mounted behind the Captain’s seat, while specific speed dependent sounds, such as the 'wheel rolling' sound and 'rolling bump' sound are played through another speaker mounted forward of and under the platform (for the nose wheel landing gear), and behind and under the platform (for the main landing gear). 

I also play the variable volume 'wind' sound  from a speaker mounted forward of the flight deck (to mimic the wind blowing over the nose of the aircraft).

I particularly like the easily adjustable 'wind' sound, 'nose wheel rolling' sound, and 'rolling bump' sound, which if set to a reasonable volume and speed (speed dependency), greatly improve sound immersion.  

Other sounds I use are the ‘clapping’ sound that plays to indicate a landing at a very low vertical speed, and the 'tail strike' sound.  The speed dependent 'rain' sound, if the correct volume is configured, is also very realistic. 

Another attribute I find useful, is the display on the User Interface of the vertical speed (V/S) at landing.  This is useful in determining if a landing has been made within safety parameters.

he Butt-Kicker tab is selected from the main User Interface.  When opened, the sub-menu allows various sounds to be activated within the Butt-Kicker program

Butt-Kicker

Although this article does not discuss the butt-kicker functionality, the figure below shows the page used to configure what sounds are used by Butt-Kicker.

Final Call

The use of sound should not be underestimated when trying to create an immersive environment; it’s often the small nuances that a sound brings to a simulation that makes the experience more pleasing and enjoyable.

SimSounds is a small but powerful program that, when setup correctly, greatly enhances the sound capability of the simulator.  The program is reliable, robust, seamless in its application, and very flexible in when, and at what volume the sounds are generated.  

It’s obvious from the onset, that Thomas has designed SimSounds to encapsulate a number of parameters (sounds, announcements, cabin calls and flight data information) that have previously only been available by using multiple programs.  This, and the ability to easily configure a speed dependency sound, is what makes this program worthy of investment.

Finally, the developer of SimSounds is proactive and is open to suggestions on ways to improve his software.  The software is available for trial at https://www.simsounds.de/ or purchase at SimMarket.

Our Homes Are Gone - Please Help Australian Wildlife Bounce Back (Australian Bush Fires)

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"Our Homes Are GONE"  It's as simple as that... 

Many of us are dead, burned beyond recognition.  Others are thirsty and hungry as they have NO food or water, and then there are those who are injured.  The Australian bush fires are still burning...

We need YOUR help so that wildlife rescuers, carers and animal hospitals Australia-wide have enough resources to care for US.

The Fire Authorities have been given millions of dollars, but the people that help US still have very little.

Some of US are still here, some are injured, and some need of life saving drugs.  But the carers need to find us and that takes time, energy and MONEY.  The money pays for veterarians, it pays for petrol, it pays for drugs and other medical supplies.

Unfortunately some of us are now EXTINCT...

But there is HOPE for those remaining.  Please HELP US, as we have no voice and cannot ask for help.

Please make a donation to a wildlife charity.  The below links will take you to three on the ground charities that are helping us right NOW.

Thank you

  • This site receives roughly 95,000 individual visits (hits) on most months.  If everyone gave $1.00, then this amounts to $95,000 towards helping Australian wildlife.

  • I realize this is an aviation website, however, as an Australian, I am very connected with our unique wildlife.  As such, considering the magnitude of the destruction, I feel compelled to try and help.  I don't think one non aviation post is a problem.  

  • This is very heart breaking and I hope some of you can help.  Thank You,  WilloW