B737 Cockpit Companion Guide by Bill Bulfer - Review

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737 Cockpit Companion: required reading

The 737 Cockpit Companion is a well known guide within the flight simulation community, having been published in several formats; each dealing with a specific release of a Boeing 737 aircraft series.

The guide, written by retired airline Captain Bill Bulfer, are very specialized and unravel each of the many 737 aircraft systems.  The 737 NG Cockpit Companion 600/-700/-800/-BBJ & BBJ 2 provides a detailed explaination into the following:

The companion may look small, but the information it includes is detailed and informative.  The small size allows easy storing in the side pockets of the throttle quadrant .  In my opinion, this guide is essential reading and answers many questions often asked by flight deck builders and virtual pilots. 

CONTENTS

  • AFT Panel

  • Forward Overhead Panel

  • Glareshield Panel

  • Captain’s Panel

  • Center Panel

  • First Officer’s Panel

  • Forward Electronics Panel

  • Control Stand (throttle)

  • Aft Electronics Panel

Example of a page from the Cockpit Companion

It is important to note that this guide provides much more information than just indicating a name for something.  Each system's functionality is explained in detail along with comprehensive sketches, diagrams and fold out schematics.

For example, in the Captain’s Panel section, there are several pages that explain, the elements that make up the Pilots Flight Display (PFD) and Navigation Display (ND).  There are two pages that deal only with the speed tape providing information dealing with the various options indicated by the tape during ascents and descents. 

Another page details the intricacy of Navigation Performance Scales (ANP and RNP) providing operational information on how to read and decipher the scales in relation to whatever flight mode is set on the MCP. 

A final example is several pages that detail the functionality of the EFIS unit and what exactly occurs when you push a button on the EFIS unit.

Flight Deck Builders

The guide is essential if you are constructing a flight deck and want to simulate the 737 systems.  Apart from systems information, the guide indicates switch functionality and provides information to which lights illuminate for what functions and when.

The guide is not a procedures manual; it is a technical reference manual.  The content will not provide instruction on how to fly the 737.  Rather it provides a detailed study of each system and provides information explaining the relationship between systems. 

No matter what your skill level, It is a very handy reference and strongly recommended.  I often leaf through the pages to cross reference something that I don’t quite understand.

B737 Pocket Reference Guide

Pocket Reference - PFD / ND Flags and FMC Messages

Often when you fly, a message will show on the Pilot’s Flight Display (PFD) or Navigation Display (ND).  Remembering what all the abbreviations mean can be daunting, and often you don’t have the time to open a manual t wade through copious pages that have nothing to do with what you want.

Enter the pocket reference guide.  This small and very handy leaflet guide outlines all the PFD, ND flags and FMC messages and provides a brief description of the flag displayed.  The pocket reference is sold separately to the cockpit companion.  It's size is 10 cm x 5 cm.

Example of page from 737 Pocket Reference Guide

Written by an Aviator for Aviators (real or virtual)

The Cockpit Companion and Pocket Reference Guide, written by an aviator for aviators, is very concise, easy to read and understand.  As with its sister companion, the FMC Guide, it’s a high quality production.

If your serious about how you fly your simulator or are developing your own simulator project, the Cockpit Companion is certainly a must have in your training material.

The guide that is most relevant to the 737 Next Generation is titled: The 737 NG Cockpit Companion 600/-700/-800/-BBJ & BBJ 2

It can be purchased from Leading Edge Publishing.

I will be reviewing another of Bill Bulfer's text in the near future - FMC Guide.

My Rating 10/10

  • I am not affiliated with Leading Edge Publications and do not receive any commission from them.

Headset Communication - Flight Sound X Adapter - Review

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Occasionally you come across a device which really makes your simulation life simpler.  I wanted to use the David Clark headset (model H10-13-S) I have owned for sometime in the simulator; however, the two plugs on the headset are the large style plugs suitable for insertion into an appropriate audio module in the real aircraft – not a computer sound card.

Real Headsets Verses PC Headset

Apart from the obvious difference, a real aviation headset is constructed to a very high standard, is robust, and provides a high fidelity sound rarely replicated by an inexpensive PC style headset.  Unlike a PC headset, real aviation headsets are designed to produce excellent sound whilst providing maximum buffering of ambient sounds (aircraft engines, wind, etc). In the simulation world, ambient sound can be dogs barking, cars driving down the street or daughter's yelping... 

Flight Sound X

The Flight Sound X adapter allows you to use a variety of real aviation headsets with your simulator, to filter out engine and ambient noise and hear and communicate with air traffic control (VATSIM, etc).  It’s as easy as plugging in the two plugs from your headset into the device and flying – it is that easy!

The device does not require a separate power source, is small, and connects directly to the USB of your computer via a USB cable.  WIN7 64 bit recognises the device on start-up and additional software and drivers are not required.  A small LED light on the device indicates the unit is operational (red light).

Initial device set-up requires you open the sound module in Windows, navigate to the appropriate menu and change a few settings within your sound card to allow sound and microphone ability to be transferred to your headset.  Instructions (with pictures) are supplied with the device, so you cannot make a mistake – even if you do not read English.

A benefit to using this device is that it’s small and can fit more or less anywhere within your flight deck.  Another pleasant surprise is the device’s construction; it is made from aluminium (painted black) rather than plastic.  As such, it looks quite attractive and is far more robust than plastic counterparts.  Another benefit is the actual placement of the plugs which is at the side of the device rather than at the top of the device.  This ensures that your headset cable and plug are not in a position where you may accidentally stand on them!

Technical Details:

  • USB 1.1 and 2.0 compatible

  • Plug and Play with Windows 7/Vista/XP and Mac OS X

  • Uses standard General Aviation headset connectors (PJ-068 and PJ-055B)

  • Supports headset impedance of 100 to 600 Ohms

  • Supports Mono and Stereo Headsets

  • Compatible with standard microphone types (electric, dynamic and powered dynamic)

  • Powers microphone bias (+9V) from USB port (no external power needed)

  • Zero delay voice feedback (side tone) feature

  • Output frequency response (20Hz-20KHz)

  • Weight: 100g

  • Size: 65 mm(L), 55 mm(W), 25 mm(D)

  • Compact, robust, anodised aluminium enclosure  

Made in New Zealand

The device is made in New Zealand.  The Kiwis usually make innovative and functional products – good work New Zealand…

This device would have to be the simplest item I have purchased, set-up and used with flight simulator.  And it WORKS too!

My rating is 10/10

In a future post we will discuss how to separate sound, so you can hear engine sounds from one pair of speakers and ATC, call outs and navigational aids through the head set.

  • I am not affiliated with Flight Sound X and do not receive remuneration from them.

Navigation and Multi-COMM Radios by Flight Deck Solutions - Review

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Navigation and M-COMM radio.  Note the even backlighting and well defined seven -segmented displays.  Also note DZUS connectors

The avionics that are used in the center pedestal are important; they are used regularly, are always visible, must function correctly, and be robust to sustain long use.

This review will discuss the radios produced by Flight Deck Solutions (FDS). In particular, the navigation (NAV 1/2), multi-comm (M-COMM) and ADF (1/2) communication radios.

The navigation and M-COMM radios are USB driven, while the ADF radios use Ethernet.

  • For brevity, I’ll discuss the construction of the panels together, as each of the panels has been constructed and along similar grounds, and functions similarly.

The navigation radio is a single channel radio unit designed to handle navigation frequency selection and management.

The M-COMM is a multi-channel communications radio that replicates the latest radio used in the Next Generation airframe.  The radio encapsulates VHF 1, VHF 2 and VHF 3, HF, HF2 and AM.  For simulation purposes, the M-COMM is an advantage to those who only wish to purchase one communications radio, rather than the two radios (COM 1 and COM 2) traditionally used.

fds ADF radio with rear of radio in background.  The finish of the panel is above par.  Note that the ADF/ANT and OFF/ON switches can be toggled, but are not functional

Appearance and Construction

The panels are constructed using the same technique that FDS to fabricate their Main Instrument Panel (MIP).  

Each upper panel is made from CNC machined acrylic which produces a very crisp finish and allows any stencilled letter cut-outs to be very well defined.  Each of the radios use a dual concentric rotary encoder with a stainless steel stem.

High Quality

The knobs and switches, which are custom machine injected, are true to life and are tactile in feel.  As you click through the frequencies the movement is stable and well defined.  There is no catching from the encoder as the knobs are turned.  The push keys are plastic moulded, back-lit and work flawlessly; they do not stick in the down position when depressed, and click back into position when pressure is released.  The frequency displays are seven-segmented display and are very easy to read.  

The colours of the digits are amber yellow for the navigation and ADF radios and warm white for the M-COMM radio.  The seven segmented display in the ADF radio is a slightly different font to the those in the navigation and M-COMM radios.  The colour is also a tad more orange in hue.  Although slightly different, this doesn’t distract from the overall appearance.

Layer cake design to accommodate the circuitry and the easy to use push clips to connect 5 Volt power (IBL).  Also, note that the circuitry board is not flush to the edge of the panel, enabling the radio to drop easily onto DZUS rails (drop & fly).  Also note the inclusion of OEM DZUS fasteners

Construction

The electronic components needed for the radios to function are contained within each panel. 

As such, The radios do not require interfacing with an interface card and are literally ‘plug and fly’.   The decision by FDS to incorporate all the circuitry within the panels minimises the wiring required, and the problem in finding space to attach an interface card.  

Depending on the radio, there are up to three layers that various electronic circuitry is attached, that includes integrated backlighting (IBL).  The front panel of the radio is backed by a piece of grey-coloured aluminium that adds strength to the unit and assists to dissipate heat from the 5 volt bulbs used to backlight the panel.  An electronics friend had a look at the electronics and was impressed with quality of the electronics board.  

What this amounts to is a well presented avionics panel that accurately replicates the radio in the Boeing 737 aircraft.  The radios are 1:1 in size.

Painting and Finish

All panels fabricated by Flight Deck Solutions, which includes the radios, are professionally painted in Boeing grey.  

Rather than one coat of paint which can easily be chipped, FDS apply several thin coats of paint to increase the durability of the final layer.  Although this point may appear token, the quality of paint and how it’s applied is important, because the radios will be used for many years, and during the course of operation you will be placing pens, clipboards, charts, coffee cups (etc) on the center pedestal and the radios.  Further, as the radio panels are flat, dust will accumulate requiring dusting and cleaning.  Low quality paint will scratch, fade and wear thin within a short period of time.  In my opinion, the quality of workmanship used by FDS, when it comes to painting is second to none.

DZUS Compliant

If you are using OEM parts in the simulator, in particular the center pedestal, then any panel that is DZUS compliant is advantageous, because it enables the panel to be dropped directly onto the DZUS rails to be secured by DZUS fasteners.  The radios can be placed directly onto the rails of an OEM center pedestal and the DZUS fasteners turned to secure the radio to the rail.

FDS IBL Series Distribution Expansion Board.  This board, the size of a credit card, enables 5 Volts to be distributed to several panels.  The coloured wires connect to 5 volts

Integrated Backlighting (IBL) and Power requirements

The radio panels are evenly backlit by FDS’s integrated backlighting (IBL).  IBL has been designed specifically to backlight panels in the identical fashion as is done in the real Boeing aircraft.

Rather than use LEDS for backlighting, FDS use OEM bulbs.  The primary advantage of IBL is the ‘throw of light’ which is greater from a single bulb than a LED (which is pin point).  The only way to achieve a similar light coverage to bulbs with an LED, is to use several LEDS mounted in close proximity to each other.  

Another point for consideration is that bulbs have a different colour temperature to LEDs.  Bulbs are warmer and produce a soft golden glow as opposed to LEDs that generate a harsher cooler light

The backlighting is superb.  The ‘throw of light’ covers all the stencilled letters and there are no dark or bright spots.  The only downside of IBL (if there is one), and this really doesn’t deserve mention, is that bulbs generate quite a bit of heat.  The life of a bulb is also less than a LED, however, FDS claim their bulbs have a life span of ~40,000 hours.

To power the backlighting will require a 5 volt power supply.  Although 5 Volts can be connected directly to the connectors on the rear of the panel, it’s recommended to use a IBL Series Distribution Expansion Board (FDS IBL DIST).

The expansion board will enable 5 volt power to be shared between several panels.  It’s all pretty straightforward and involves connecting some prefabricated wires with clips to the rear of each radio and to the card.  The card is then connected directly to the 5 Volt power supply.  The card I use is secured within the innards of the center pedestal.

To power the M-COMM 12 volts is required, in addition to 5 Volts for backlighting.

fds Ethernet switch and pen for scale

Connection and Set-up

If you are using avionics software other than ProSim737, software will need to be downloaded from the Flight Deck Solutions website (Texworx).

The software is very easy to use and installation self explanatory.  

Configuration of the radios is done via the software and involves indicating which NAV module is operated by which pilot (Captain or first Officer).  The M-COMM module uses the same software (you check the option for this panel during set-up).  The software is not required if using ProSim737.

If using ProSim737 avionic software, the ProSim-AR generic driver will recognise the FDS radios when they are plugged into your computer.  The radios will need to be configured (Captain or First Officer) and this is done in the config/driver section of ProSim737.

The concept of USB doesn’t need discussion, however, the ADF radios are connected via Ethernet. 

While it's possible to connect each radio separately to the main network switch, it’s easier to use a smaller network switch as a hub.  The switch I’ve used is supplied by FDS, is relatively small, can handle 8 Ethernet devices (expandability), and can be mounted into the center pedestal.  A single Ethernet cable then connects the FDS switch (hub) to the main network switch (and then to your computer).

If using Prosim737 avionics software, the radios (USB or Ethernet) can be connected to and run from the client computer.

Rear of ADF radio showing PCB, rear of encoders and push clips

Reliability and Performance

I’ve had the occasional dropout of the navigation and M-COMM radios, however, the ADF radios have worked flawlessly. 

I suspect that the reason for the navigation and M-COMM radios dropping out, is that the USB cables are connected to a powered hub, along with several other items.

I did trial the Tekworx software (using Sim Avionics) and I had several dropouts with the navigation radios that could not be rectified.  These dropouts stopped when I transferred to ProSim737.  

In some radios, there is a time lag when charging the radio frequency.  This time lag may be system dependent and/or a response to the limitations of USB.  This delay is not evident with the FDS radios.

Support

Support from FDS is either directly via e-mail or by a dedicated forum.  The support provided by FDS is outstanding and all e-mails are answered in a timely manner.  

Quick List (pros and cons)

PROS

  • Well designed & constructed (plug and fly).

  • Excellent workmanship.

  • Excellent painting.

  • Realistic Integrated Back-Lighting (IBL) with excellent illumination.

  • Realistic quality machine-injected switches & rotaries.

  • Size ratio is 1:1.

  • Very high attention to detail.

  • OEM DZUS compliant (drop & fly).

  • Easy to use and set-up software (if not using ProSim737).

  • M-COMM radio ideal if space is limited in pedestal.

  • Native support for Sim Avionics and  ProSim737.

CONS

  • Expensive price (subjective).

  • Tekworx software (V 1.8.8. & V 1.9.9) caused disconnection (drop-outs), however, no issues when using ProSim737.

Final Call

The radios are solid, well constructed and the attention to detail is as you would expect from Flight Deck Solutions.  The quality of the radios is very high and suits the high-end enthusiast to professional market.  

My rating for the Tekworx software is 5/10  (V1.8.8. & V 1.9.9)

My rating for the modules is 9/10

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

  • Updated 13 July 2020.

Populating the B737 Center Pedestal

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oem 7373400 center pedestal (two bay). avionics include cp flight, flight deck solution and oem. this pedestal has since been replaced with a three bay pedestal

The centre pedestal I’m using is a real aviation part procured from a South West 737-300 series aircraft. The pedestal came attached to the throttle quadrant and is the more uncommon two bay style. The Next Generation uses a three bay center pedestal.

I was reluctant to destroy a piece of aviation memorabilia, so rather than cut the pedestal from the throttle and discard it, I decided to keep the two bay pedestal and limit myself only to essential avionic modules.

Apart from the nostalgia of using an OEM pedestal, I really like the DZUS rails that are used in a OEM pedestal, which allow you to drop the various panels into place and secure them with a DZUS fastener.  To read about DZUS fasteners, navigate to my earlier post.

In this post I will discuss populating the center pedestal with panels, and touch on using the panels from a comparative newcomer - SISMO Solicones. I will also discuss some of the problems I had with installing reproduction panels to the OEM center pedestal.

No International Standard  - Variation

There is no international standard established to indicate which model/type avionics are installed in a center pedestal; more often than not, it will come down to the type of aircraft and a particular airline’s requirements.  Early series 737s were fitted with a two bay center pedestal which minimised the number of panels that could be fitted.  Later model 737 aircraft and the Next Generation aircraft series use a three bay center pedestal that enables installation of the latest navigation and communication equipment.  There are benefits to the thinner two bay pedestals, the main positive being more room to climb into the flightdeck.

All 737s will have as a minimum the following avionics installed:  Fire Suppression module, NAV1/2 COMS 1/2, ADF 1/2, audio, rudder trim and transponder.  The important modules will be duplicated for First Officer use and redundancy should a failure occur.  Depending upon the aircraft series, the following may also be installed: thermal printer, HUD set-up, radar, cargo door panel & floodlight switches, alternate communications, etc, etc (the list is almost endless).  Much of what is installed depends on the use of the aircraft, civil regulations in the country of use and the requirement of the particular airlines.

Module Location

As with colour, there is no standardization to the location within the pedestal for any particular panel - perhaps with the exception of the fire suppression panel and NAV 1/2 module which (usually) occupy the forward part of the center pedestal.  Modules are fitted wherever they fit and in line with whatever specification that the airlines requires.  For example, I have observed Audio Control Panels (ACP) mounted toward the rear of the pedestal, which I believe is the favoured position, and also towards to front of the pedestal.

Another interesting aspect to observe is the different knobs on the NAV and ADF radios.  Often simmers became mentally entangled in attempting to standardise everything across their simulator.  This is not necessary; it is realistic if you mix-match panels to a certain degree.

The center pedestal is populated with the following modules:

  • NAV-1 (Flight Deck Solutions)

  • NAV-2 (Flight Deck Solutions)

  • M-COMM (Flight Deck Solutions) new style module that incorporates all radios in one module

  • ADF-1 (CP Flight) - replaced with Flight Deck Solutions.

  • ADF-2 (CP Flight) - replaced with Flight Deck Solutions.

  • Rudder Trim (CP Flight) - replaced with OEM.

  • ATC (transponder) (CP Flight) - replaced with OEM.

  • Fire Suppression Module (OEM 737-400 converted for FS use) - replaced with 737-600 NG.

  • Audio Control Panel (2) (ACP) (OEM 737-400 unit – at the moment, wired only for backlighting)

Avionics Mania

Unless you have an unlimited budget, or have panel sickness, you may want to think about how often you will use a particular panel.  Navigation (NAV 1/2 & ADF 1/2) and communication (COM1/2) modules will be used on every flight; therefore, it’s best to purchase a high-end panel for consistency and reliability. 

The rudder trim module and Audio Control Panel (ACP) are rarely used, with the exception of engine out operations and for turning on/off the audio for the various navigational aids. 

This is a side benefit to using a two bay center pedestal:  there is only so much room available, so you are forced to decide on which panels take precedence over others.

Maintaining Brands – almost impossible

I had wanted to maintain the same brand of modules across the sim to minimise the number of different system cards and interfaces, however, this was difficult to do. 

Flight Deck Solutions, a premium upper shelf supplier of simulation parts to the professional and enthusiast market, do not at the time of writing, manufacture and sell an ADF navigation radio panel.   Further, FDS do not produce the older style ATC (transponder) panel; they only manufacture the newer push button type, and I favoured the older style.

As the MCP I am using is manufactured from CP Flight, and I also have an older style CP Flight transducer, I decided to opt for the CP Flight ADF navigation radios. CP Flight have an easy method to daisy chain panels together. Unfortunately due to supply issues this was not to be the case.

OEM Panels

Nothing beats OEM panels and I am hoping in time to replace many of the reproduction panels with OEM components. In the meantime, I will be using reproduction panels.

SISMO Solicones

A relative newcomer to the scene attracted my attention – a Spanish company called SISMO Solicones.  Their products are reasonable quality for the price paid, are 1:1 ratio to OEM panels, use Ethernet rather than USB, and relatively easy to configure. 

I was very keen to trial Ethernet as a method to connect the modules to the computer. 

SISMO SOLICONES. Note the electronics tab that needs to clear the DZUS rails for installation.  A poor panel design if using an OEM center pedestal

Module Size – Size Matters!

It’s very important to check that the panel will fit correctly to whatever pedestal you are using.  If you are building your own pedestal without rails, then this is not an issue as you can easily fashion a template to drop the panels into.  However, if you are using an OEM panel, you will need to ensure that the panels are built in such a way that they drop into the existing rail system in the pedestal, otherwise you may need to alter your rails.

ADF Navigation Radio Panels – Attaching to the DZUS Rails

The avionics panels made by Flight Deck Solutions are literally drop & forget as all FDS panels are DZUS compliant and fit OEM DZUS rails perfectly.  The ADF radios from SISMO are a different matter.  Each of the panels has a small tab on the electronics board which is too wide to navigate past the DZUS rail in the pedestal.  This is a major issue as the panel cannot be dropped onto the rails.  Why SISMO designed them this way is beyond me, as many serious simmers use OEM center pedestals.

Cutting the Rail – Delicate Operation

Although I was reluctant to cut the DZUS rail, I realized that this was the only method available to correctly fit the SISMO ADF panels.  The rail had to be cut and a portion removed that corresponded to the size of the tab. Removing a portion of the rail would allow the panel to then be dropped into the pedestal. 

OEM 737-300 CENTER PEDESTAL WITH RAIL CUT TO ENABLE REPRODUCTION PANEL TO BE INSTALLED

The DZUS rails are attached at regular intervals to the inner side of the pedestal by several aluminium rivets.  The rivets are not moveable and unfortunately a rivet was located directly where the rail was to be cut. 

After triple checking the measurements, I used a dremel power tool and small metal saw to gently cut into the aluminium rail until flush against the edge of the pedestal.  The cut piece of aluminium rail then was able to be removed; however, the rivet body remained.  I then used a metal file to carefully grind away the end of the rivet head until flush with the pedestal side. 

In addition to this, each of the attachment holes of the panelss needed to be enlarged slightly to accommodate the male end of the OEM DZUS fastener.  This job was relatively easy and I used a quality drill bit to enlarge the hole.  A word of caution here – SISMO do not use metal backing plates, so if you’re over zealous with a drill, you will probably crack the plastic board.

Once the sections of DZUS rails were removed, it was only a matter of dropping the panels into the pedestal and securing them with DZUS fasteners.

SISMO SOLICONES rudder trim and ADF module with power pack.  The rudder trim is A MEDIOCRE reproduction of the real unit. however, it lacks finesse in its final construction. I DO NOT RECOMMEND USING THESE PANELS

System Cards & Wiring – Location, Mounting & Access

I was very surprised at the number of cards required to use SISMO panels.  An Ethernet card is required as is a daughter and servo card.  There are also two power sources: 5 volt powers the small servo moto) that moves the rudder trim gauge and 12 volts powers the module backlighting. 

My main concern was where to mount the cards.  Initially, I was going to mount them under the main simulator platform, but access for maintenance was a problem. I decided to utilise the inside of the pedestal beneath the modules.  This area is rather cavernous and a good place to house the cards and wiring needed for the modules (out of sight and out of mind).

Constructing an Internal Board – to attach cards to

I cut a piece of thin MDF board to roughly the height of the pedestal interior and fitted it in such a way that it created a vertical partition.  To this board, using both sides, I attached the various cards needed.  To ensure that the flat cables had enough room to reach the various cards, I cut a slot in the center section of the board.  I also made sure there was enough room at each end of the board to allow cabling to snake around the partition. The most important point to remember is to ensure that none of the cards touch the metal sides of the pedestal or each other; to do so will cause an earthing problem. 

Wiring wasn’t much of an issue, as SISMO supplies prefabricated flat wiring with plastic clips.  All you need to do to attach the correct clips to correct attachment point on the card – very easy with absolutely no soldering.  As the Ethernet card is mounted within the pedestal, the only wires that need to be threaded through the lower throttle section of the pedestal are the power cable and the Ethernet cable.  The later connects to the Ethernet switch box that is mounted to the shelf of the FDS MIP.

The pedestal innards are now full of intestinal-looking wires attached to an assortment of cards.  It looks messy with all the wiring, but as the wires are flat wires with solid connectors, it is very secure and logically set out.  Access to the wiring and cards is achieved by removing two or three modules. 

Update

on 2012-07-25 05:48 by FLAPS 2 APPROACH

After trialling the panels manufactured by SISMO, I wasn't impressed.  The ADF navigation radio gave spurious results which were intermittent, and the frequency change switch did not provide consistent operation - sometimes it worked and at other times it was sticky and needed to pressed a few times to initiate the frequency change.

The rudder trim module also did not work correctly, even with the correct SC Pascal script. 

The Transponder ATC module looked OK, but never worked as a script was not supplied.  The Audio Control Module looked absolutely awful with poor quality switches and cheap and nasty-looking plastic buttons.

Rather than fight with cards, wires, and a software medium (SC Pascal scripts) which I don't have the knowledge to edit, I decided to box everything and send it back to SISMO for refund.

The SISMO panels have been replaced with panels made by CP Flight and OEM panels.

Look Dad - No Mouse! - CP Flight PRO MCP & EFIS Installed

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cp flight pro mcp

In an earlier Journal entry, I mentioned that the CP Flight main control panel (MCP) PRO version I had purchased last September (before I embarked on the B737 Project) appeared to be faulty.  For some reason the MCP would not register on the USB port of the computer.  After many hours of wasted time, I returned the unit to Italy for either repair or replacement.

Just before Easter I received a replacement unit.  Paolo from CP Flight had decided to replace the electronics. 

Installation & Configuration

Installation of the CPF software and configuration of this new unit worked first time without any problem whatsoever.  Configuring the MCP to operate with Sim Avionics was straightforward and required some basic changes to the Server.exe configuration files.  I also had to clone the TCP_Client.exe and MCP.exe folders and copy these to the main server computer that has FSX and the MCP installed.  These folders and files need to be installed on the same computer as the MCP software and hardware is installed to allow Sim Avionics to recognise the device.

Simulator Start-Up Procedure

So what happens now is that I start FSX on the main server computer, then once FSX is running and the flight is open, I activate the MCP.exe shortcut which turns on the CP Flight MCP.  The process of the MCP.exe been turned on triggers the TCP_Client.exe to open and search for it’s counterpart on the network.  Turning on the Sim-A Server.exe (via a batch start file located on the client computer) allows the programs to communicate and the appropriate software to open on the flight deck.

cp flight pro mcp backlighting

Backlighting – An Initial Mystery

To connect the CP Flight backlighting was a mystery until SIM-A support informed me that you can either select a check box within the SIM-A server display window which causes the backlighting to be permanently on, or create a FSUIPC offset to a switch using the aircraft’s storm lights for manual activation.  I choose the later and have the backlighting set to a toggle on a GoFlight module.  This will suffice as I do not as yet have an overhead installed.

My Opinion of the Unit

The CP Flight MCP and EFIS unit has been discussed many times in various reviews and on U-Tube; the consensus being that the majority of users are very happy with the product.

The unit is well made, is aesthetically pleasing, and works as it should.  The backlighting is very good and the green buttons that indicate whether a function is turned on or off are very visible.  The unit is quite light in weight compared with other MCPs on the market, so it must be installed solidly into the MIP to minimise movement when pushing buttons, etc.  The solenoid operated A/T switch is a nice change to the normal flick type switch and the use of replica DZUS fasteners is a nice touch.

CP Flight support is also beyond reproach.  Paolo is helpful, courteous, and attempts to find solutions when a problem is evident.  I had an issue with my first MCP and Paolo spent considerable time with me working through issues attempting to find a solution.  CP Flight is not a “buy and forget” you type of company.

cp flight mcp pro

Major Advantage

One of the major advantages in using products from CP Flight is the very easy connectivity with other CP Flight modules.  The CP Flight family of modules are connected together by a daisy chain system.  A 5 pin (5 pole) DIN cable connects each module to each other with the main power being supplied by the MCP and its external 6 Volt power pack.  Connection to the computer is via a single USB cable.  What this makes for is a very simple, clean and modular way of installation.  There are no cards to connect or to find homes for -  nor any messy wiring.

Caveat

The only caveat is that the size of the MCP and EFIS are not an exact 1:1 ratio to the OEM 737 MCP and EFIS.  The CP Flight instrument is slightly narrower that the OEM counterpart.  Whilst this is not a major issue, it does pose a slight problem if you are using an OEM MIP, or a MIP that is sized correctly to the real part. 

If you are using a MIP made by FDS, an additional bracket assembly is required, and even then there is a slight gap between the MIP and MCP unit.

This brings me to an interesting point.  Not all MIPS are the same size nor are they all an accurate 1:1 ratio.  CP Flight is used  exclusively with the MIP produced by Fly Engravity, so it stands to reason that the Fly Engravity MIP will fit the CP Flight products accurately.  if you are using another brand MIP, then it is best to check before hand to ensure that the CP Flight avionics will fit correctly.

Nice to Fly without a Mouse….

Whatever the difference in size, It’s very pleasing to be able to fly without a mouse and have something to fill the gaping hole in the MIP.  I’ve solved the issue of the spacing difference by cutting some thin acrylic to the appropriate size and painting it Boeing grey.  Once fitted, you barely notice the slight gap.  Sometimes you have to compromise...

Although this post is not a review, if pressed to give a rating it would be 8.5/10

Now that the MCP and Captain EFIS is fitted and working, I need to order an additional EFIS unit for the Flight Officer side. 

Next on the agenda will be to populate the avionics for the center pedestal. 

Update

on 2015-09-23 13:03 by FLAPS 2 APPROACH

The CP Flight connection issues that were occurring have been rectified by a software update from CP Flight. With connectivity reassured, I have ordered additional CP Flight panels (two ADF navigation radio panels and a rudder trim module).

First Officer EFIS

The second EFIS has arrived and has been installed into the simulator.  The ease of installation of CP Flight modules should not be taken lightly; they are literally plug and fly.  To install the second EFIS unit involved me connecting a 5 pin DIN cable from the Captain side EFIS to the FO EFIS unit.  I also had to move the small slider pin on the rear of the unit to reflect either captain or first officer.

I wish all panels were this easy to install.

Sim Avionics Flight Software - Review

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I've heard it said that a "simulated flight deck is as good as the software behind the scenes" and I agree with this comment: a flight deck with poor software is a hive for frustration, disappointment and time wastage.

It's easy to write about the features and functionality of Sim-A as they are plentiful; but, I don't want to become too bogged down in minute detail, otherwise I’d be writing a manual.  This review will not address in detail everything that Sim Avionics (Sim-A) software can or cannot do; if your interested in a full functionality list, it’s best to check their website, as functions are altered and improved upon on a regular basis. 

Before continuing, it should be noted that there are several flight avionics suites currently available on the market.  They all replicate the basic avionics functionality of the B737.  However, not everything is operational with each suite and some functions behave differently between suites.  Therefore, it’s a good idea to research what works and what doesn’t before your purchase. 

Sim Avionics is a complete avionics solution providing the avionics software needed to build a fully functioning home cockpit; no other software is required.  It has been designed to run on multiple PC's in various configurations interfacing with FS2004 (FS9) or FSX via FSUIPC and Wide Client.

Relative Newcomer

Although a newcomer to Sim-A and still learning some of the more advanced features of the software, I thought it pertinent that I make an "introductory review".

Reliability

Reliability is the most important aspect of any software.  To date, Sim-A has performed as one would expect from any high-end payware software. Overall, the software is reliable, performs well, and appears to be a robust and stable platform with consistent responses.

Certainly, it seems much more stable than some of the competitors on the market (if comments on flight simulation forums are anything to go by) and is far easier to use than some other well known brands.  But, it must be remembered that the software is only as good as the information inputted; therefore, if you try and do things that the aircraft & software is not designed to do, expect problems.

Further, you must bear in mind that no one computer (PC) is the same as another.  Different drivers, software, flight models and hardware configuration can cause any software to behave erratically from time to time.

This said, Sim-A can on occasion produce spurious results.  This is mainly associated with the more advanced auto pilot functionality and user operator errors!  

I’ve documented the issues and fixes, including some user operator errors, that troubled my installation below.

Issue 1 - Trim Tab Dancing

Now and again the trim tab will become unstable as the auto pilot continually recalculates the required pitch for the aircraft at the current speed.   The trim tab will “dance” causing the aircraft to pitch up and down. The trim dance (as I call it) occurs only on flights that have weather depicted, and it doesn’t occur on every flight.

FSUPIC to the Rescue

Although a little disconcerting, I believe the cause is not so much Sim-A, but the way the weather, especially aloft winds, are generated causing the elevator to continually move to counter weather differences.  There is a tab within FSUPIC that stops the elevator trim from operating when the aircraft is in auto pilot mode.  Since checking this FSUPIC setting (placing a tick in the box), the trim dance I was observing has decreased markedly and is now nonexistent.

Information for the auto pilot is located within the aircraft's configuration file.  If auto pilot trim issues persist then some minor tweaking of the numbers maybe required.  If this happens to you, then be rest assured that FDS and Sim-A staff will assist you with any minor tweaking to get you flying.

I’ve discovered that if the auto pilot does not provide consistent outputs (such as trim dancing), an easy method to often solve the issue is to switch the auto pilot command button off and then back on. 

Issue 2 - V-Nav Inconsistency

Replicating the more advanced B737 auto pilot functions requires complicated algorithms.  This is especially so with vertical navigation (V-Nav).  

Sim-A handles V-Nav reasonably well, although you have to keep an eye on what V-Nav is doing, espeially when transitioning from level flight to descent and approach.  On some flights, V-Nav honours the speed and altitude restrictions and transitioning the STAR to approach is accurate.  However, at other times restrictions are not followed and the aircraft will overshoot the height and speed restriction.

V-Nav always operates correctly on take-off utilizing a Standard Instrument Departure (SID).

There is no particular reason for this - it just happens from time to time.

Understanding V-Nav and what its doing can be challenging

The challenge, I have discovered when using V-Nav is two-fold.  First and foremost, you must use it within the designed capabilities of the program, and second, you must learn how and when to operate V-Nav.  If you enter data that the FMS cannot assimilate, such as an altitude that is too high or too low, for the time required to reach the waypoint, then expect an overfly of the entered restrictions.  This is not the fault of Sim-A.  It's user error. 

Sim-A, in my opinion is not alone with minor V-Nav issues; Project Magenta, Pro Sim 737 and others also have difficulties replicating this complicated algorithm. Indeed, real pilots are often confused understanding how V Nav operates and why it's doing whatever it's doing! 

This is one reason why V-Nav should only be used as a guide and not as an absolute.  If V-Nav, for whatever reason does not function in a method you believe to be correct, then turn it off and use the more reliable L-Nav, Level Change or Vertical Speed functions.

Issue 3 - Display Lag and Staggering

There is minimal display lag running Sim-A and FSX (using two computers). 

The gauge movement of the displays is fluid and there is no pausing as information is shuttled to and from the computer and Sim-A.  However, if “all waypoints” is selected to be displayed on the ND, then staggering becomes obvious on the Main Flight Display’s altitude tape, as the aircraft ascends or descends in altitude. 

I’ve been told by long-term Sim-A users that this is normal as the information required to display and update the “all waypoints” is very comprehensive and can easily generate an “information bottleneck”.  The solution is easy – turn off “all waypoints” when climbing, descending, or on approach.  Honestly, I rarely have "all waypoints" selected and only use this function if I am searching for the nearest waypoint to make an alteration to the flight plan.

I have not experienced any display lag or staggering issues with other EFIS functions. 

Issue 4 - Software Server.exe Lock-up

When you read this title, I can image the thoughts going through your mind.  But, this is one of those negative aspects that has a very positive twist. 

Although the software has never crashed to desktop, it has on occasion “locked up” requiring a reboot of the Sim-A server.exe.  The lock up usually occurs when I have been repeatedly doing something incorrectly, such as keying into the CDU  incorrect information, therefore; the lock-up caused by user error. 

If this issue should occur (for whatever reason), it's only a matter of closing the server.exe using the shutdown command tab and then reopening the server.exe window.  You do not need to close down Sim-A or FSX. 

This brings me to the positive twist I mentioned in the earlier paragraph.

Outstanding Sim-A Feature

Of the many features Sim-A has, the ability to historically re-set the software without loosing your flight details or actual flight (in real time) is probably one of the more beneficial. 

If a problem should transpire during a flight causing the server.exe display to freeze or something to stop working, you can re-set the software by closing the server.exe display and reopening it.  The interruption to your flight will be seamless, providing you depress the tab “last state” within ten seconds of reopening the server.exe display window.

This is but one of several "smart" features that are often overlooked.

sim avionics server user interface

Functionality Controlled by Control Panel

Sim-A’s central access point is the control window (server.exe) which is always visible on your “flight configuration” monitor. 

The server.exe display window is the core of the program and shows the current “avionics” status of your aircraft (EFIS settings, weather, terrain, TCAS settings, aircraft details, engine, hardware settings, etc).  The display also provides a handy central area in which you can tweak the aircraft’s .cfg file, FSUPIC settings, offsets and so forth.   For more detail on this comprehensive display I direct you to the Sim-A website.

The Sim Avionics server user interface is where you can control all of the Sim Avionics variables.  It does look complicated and there is a lot of information on the screen; however, it took me less than 30 minutes to get a rough idea what was happening and get into the air.  Menu tabs open up further screens and all settings are automatically saved on a regular basis. 

Sim Avionics Features

At the minimum, the Sim Avionics avionics suite will display the following:

  • Captain and First Officer Primaryt Flight Display (PFD) and Navigation Display (ND)

  • EICAS Display (upper & lower) with fully integrated EICAS messaging

  • Virtual Main Control Panel (MCP)

  • Virtual EFIS Displays (2)

  • Virtual overhead panel

  • Virtual CDU Display

  • Multiple CDU Support

  • Support for Hardware MCP & EFIS

  • Complex Auto Pilot Functionality (SINGLE CH, LAND 3)

  • Sound module

  • EGPWS and TCAS

  • B737 system logic

  • Weather Radar (weather) & Terrain overlay displays

  • Virtual stand-by instruments (assorted selection)

  • Fuel & scenario loading platform (dispatcher console)

Other functionality, such as instructor station, and observer CDU is available depending upon which license type you purchase.

To see screen grabs of the display functionality of Sim-A (PFD, ND, radar, etc), navigate to the Sim Avionics website.

Of course, if you are operating a full flight deck with the appropriately supported hardware you will not require the virtual MCP, EFIS, CDU and overhead displays.

Support for Add On Hardware, Flight Models & Software Cloning

Speaking of hardware, SIM-A supports many of the popular hardwired instruments available on the market.  For instance, the CP Flight MCP and EFIS units are, with some minor .cfg  file alterations plug & fly.  Similarly, GoFlight and Flight Illusion products are easily configured for Sim-A use.

Currently SIM-A supports the B737 and the B777.  Several B737 and B777 aircraft configuration files (FS9 & FSX versions) are available within the software: default model, PMDG, Posky, Wilco, XPlane and Meljet.

Another feature of Sim-A is the ability to run certain aspects of the software from different computers.  For example, you can clone the sound module to run on different computers, thereby, playing aircraft sounds through one set of speakers, and ATC commands through another set of speakers (or headset).

CDU - Background Software

No review of Sim Avionics would be complete without a short segment on the CDU.

Sim-A is the controlling software that provides the intelligence behind the CDU.  It's amazing what this software can do, and do so with reliability and consistent behaviour. 

Most pages associated with a commercial CDU are modeled and updates continue to add new features and improve on existing functions.  Some of the basic features that are modeled by the software are:

  • Indent page on start-up (weights, fuel, cost index, etc)

  • Approach reference page with VREF selection

  • Route, LEGS, Arrival, Departures & Holding pages (user controlled including approaches, STARS & transitions)

  • Progress pages (fuel, distance to go, ETA, wind, crosswind component, cross track error, fuel prediction etc)

  • Cabin calls

  • METAR (real time)

  • V-Nav & L-Nav compliant (climb, cruise and descent)

  • GPWS overrides

  • NAV radio page (ADF, VOR & ILS data)

  • ACARS

  • Captain EFIS control

  • SIM control page (separate commands to control SIM instead of using keyboard)

To see screen grabs showing the various features available, navigate to the CDU page on the Sim Avionics website.

Further Functionality

I/O Interfacing and FSUPIC is fully supported as are FSUPIC offsets, and if your using an FDS MIP, a program called InterfaceIT provides an interface for connection of switches, lights and other modules to Sim-A. 

Documentation

A manual is supplied with the software and there are several documents (within the documentation section of the main Sim Avionics folder) that assist in the correct set up procedure. It is VITAL that you read all the documentation BEFORE installation. 

For a more in-depth look at how the autopilot functions, see the Autopilot Functional Examples - Sim Avionics booklet. The booklet can be downloaded from the documents section. This document provides an excellent review of MCP procedures in relation to takeoff, descent and landing (ILS & LAND 3).

Software Installation

Installation is uncomplicated.  However, there are a number of changes you need to make to several files to ensure correct operation.   Additionally, if you’re using two computers then basic networking knowledge is required, as are the programs Wide Client FS and a registered copy of FSUIPC.

Determining the correct location for the various avionics displays on the computer monitors (within the MIP) is straightforward, although fine-tuning the location on the monitor can take a little time.  Basically, you alter the length and width of the various displays within the config files.  Once you know how this is done, it's just a matter of altering the line numbers until your satisfied with the result.

When Sim-A is set-up correctly, everything is relatively painless and obvious - more or less “following your nose”.

Running a flight deck isn’t pressing a button and “presto” there it is… 

For the avionics suite to operate correctly, several programs or clones of the program must be loaded.  At the minimum this is:

  • Captain's PFD and ND;

  • ND, First Officer's PFD and ND;

  • CDU Captain;

  • EICAS;

  • CDU First Officer;

  • Server.exe;

  • Tcp Client;

  • InterfaceIT;

  • Wide FS and Sound; and,

  • The dispatcher console (if required).

The window displays are opened by clicking the .exe shortcut files. These shortcut menus are installed to your desktop when installing Sim Avionics.

To minimise the time in loading and to be user friendly, a handy program has been included with Sim-A, hidden within the documentation folder; it is a start-up batch file. This program allows to you start all the functions and displays with the click of one button.

I've compiled a short video showing how the program automatically opens and loads the software using the batch file. In my set-up, Sim-A is installed and operates from my second computer (client). 

BELOW: Batch file start of the Sim Avionics software.

 
 

BELOW: Various functionality available via the main Sim Avionics display server.exe user interface.

 
 

Ownership and Support

Sim Avionics is the preferred avionics suite of Flight Deck Solutions.  If you purchase an integrated MIP from FDS, Sim-A is the flight software that will be supplied. 

Support for Sim-A is provided by the software’s main engineer and FDS staff.  Help can be obtained either via the active support forum (on the FDS website) or via e-mail.

Continual Development & Financial Investment

Sim Avionics is not an inexpensive investment, however, it’s pleasing to see continued development of the software; updates that add or improve on existing functionality are released on a regular basis.  Furthermore, the software designer is open to suggestions from users on how to enhance the software.

At the time of writing, if you purchase Sim Avionics through Flight Deck Solutions then the price of the software includes full support and updates for an unlimited time period. 

Recommendation & Overall Score

Sim Avionics is a stable, well tested and tried software platform that provides most of the real-world avionics of a B737 jet-liner.  The software is easy to install and use, however, advanced knowledge is required to use some of the advanced features such as FSUIPC offsets and the like.  All avionics software has issues from time to time, and Sim-A is no different, but the ongoing development of this software and a solid support structure can only be seen as positive.

To investigate Sim Avionics more closely, visit their website.

My Rating is 8.9/10

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

Update

on 2014-12-15 21:31 by FLAPS 2 APPROACH

The Sim Avionics software has been updated to a newer version.  Therefore, the issues mentioned in this review may have been rectified.  I have not used the updated software. 

Wings & Arcade Games

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qantas embroided pilot wings

Real-world pilots, whether military or civilian based, earn their wings.  Wings are a symbol of the time, study, work and effort that an individual has gone through to receive their pilot rating.  

In the military, receiving your wings represents more than just training.  For many, it’s the inclusion of being part of group of similar-minded individuals and allegiance to a particular squadron or unit with its inherent history. 

For example pilots joining 19 Squadron in the Royal Airforce become part of the history of the squadron which began operations during the First World War and included during the Second World War, pilots who flew in the Battle of Britain.  QANTAS pilots become part of the history of the airline, which began in the Northern Territory and is one of the oldest airlines still flying today with its original name. 

So where am I going with this?  Most of us are NOT real-world pilots, although many “simmers” may have a flying rating of some type.  To fly (correctly) a fully functional simulator still requires in-depth knowledge, time, study and effort on behalf of the person building and flying the simulator.  All too often, the task of learning to fly the “right way” is lost with Flight Simulator. 

Many people enjoy using slight simulator; jumping into whatever aircraft they choose and flying over terrain that otherwise they may not have the opportunity to view.  There is nothing wrong with this.  But, to truly engage flight simulator and see what it can offer, you have to stop and step back from the actual playing, and enter a world similar to that of a real-world pilot: study, work, effort, and an expenditure of time to learn the basics of airmanship and grasp the technical aspects of flying whatever aircraft you have chosen to simulate.  Learning the theory, at least initially, far outweighs the actual time spent flying in the simulator.

In some respects, simulation flying is more frustrating than real flying, as finding the appropriate study material is not easy.  There is only a limit to what books can teach you, especially when you are learning a high end aircraft such as the Boeing 737.  At some stage, you will need the guidance of a real-world pilot to instruct you in the correct method to apply the techniques learned.  

So, the next time someone suggests to you that you are just playing an arcade game, remind them of the time, study, work and effort that you’ve expended to be at whatever skill level you’re currently at. 

Wings, no matter if they are real or virtual, are earned (if only in the time spent reading) and are not given away!

737-300 Telephone & Microphone for 737-300 Center Pedestal

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737-300 internal communications

I have installed to the rear of the center pedestal the correct telephone and microphone for the 737-300 aircraft.  Neither item is necessary, but it adds to aesthetics and fills the empty gap where the telephone should have been installed.  Although the telephone and microphone are functional, they have not been configured to operate with the avionics suite or flight simulator.

The center pedestal and telephone are not from a 737-800 aircraft, nor would they ever be seen on a Next Generation aircraft; they fill a gap until the respective OEM components can be found.

Sometimes it’s a matter of what is available, or waiting until a part becomes available. In this case, I decided to use what was available.

This type of telephone and microphone (as well as other types depending upon manufacture) were used on the 737-300 through to the 737-500 aircraft.

As you can see from the photograph, this telephone has been there and done that!  The telephone is considerably scratched, but I prefer using part that shows service, rather than using a shinny new reproduction item.

Main Instrument Panel (MIP) by Flight Deck Solutions - Review

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Overview

The main instrument panel (MIP) is arguably one of the most important pieces of equipment in a flight deck; it is around the MIP that everything revolves.  Every enthusiast wants the MIP to be athletically pleasing and as real to the OEM product as possible.  Depending upon the end use, the MIP may act as a skeleton from which to add OEM parts, or standalone accommodating reproduction parts.

There are several companies that produce MIPS and each has its nuances.  After extensive research, Flight Deck Solutions (FDS) in Canada was commissioned to supply the MIP.

Note that in this review, reference is made to the term OEM which is an acronym for Original Equipment Manufacturer (aka real Boeing 737 aviation part).

The image above is the Duel Seat Training Device offered by Flight Deck Solutions (image courtesy and copyright FDS).

Information - Not Pretty Pictures

This post is not intended to be an exhaustive review of the FDS MIP or the parts attached to the MIP.  Rather, the intent of the review is to provide adequate information for enthusiasts to make an intelligent decision to which MIP to purchase.  

Furthermore, it is important to understand that all reproduction simulator parts are exactly that - a reproduction or facsimile of a real part.  Often reproduction parts are not to scale and have subtle differences to the real item.  Whether this is important is at your discretion and very much depends upon whether you intend to use OEM parts or solely reproduction parts.

To view images of the MIP, navigate to the image gallery. 

Interface cards have not been discussed for two reasons.  First, there are several differing types of cards that can be used, and second, Integrated Cockpit Systems (ICS) units come ready-made with all wiring and interface cards installed. 

ICS and Options

FDS provide two options when purchasing their MIP - naked (do it yourself) or as an integrated cockpit system (ICS).

The ICS route was chosen because of time constraints; by eliminated the task of wiring and soldering a multitude of interrelated electronic parts together, it would allow more time to concentrate on converting real aircraft parts to use in the simulator.  At the forefront of the B737 project, the MIP was to be a skeleton from which to hang OEM parts.

The MIP consists of two sections; the main instrument display including the lower display and glare shields (eyebrows), and the base structure incorporating the CDU mounting area, lower display and stand.

FDS landing gear lever is a good facsimile of the real lever; however, the lever does not recess between the two half moons.  Nor is the red trigger spring-loaded as in the OEM mechanism.  Despite these aesthetic shortfalls, the landing gear functions well.  The leather skirt is a step in the right direction concerning authenticity

UPPER MIP (Instrument Panel, Glareshield and Lower Panel/Kick Stand)

The panel is made from CNC machined acrylic and the glare shield from injection molded plastic. The panel and glare shields have been attached by screws to a light-weight powder coated aluminum frame which incorporates a 4 inch wide shelf on the rear side. 

The cut-out lettering, which allows the lettering to be back-lit, is very crisp with well defined edges.

The panel has been professionally painted in Boeing grey.  Although the panel is made from acrylic, the use of high quality flat paint removes the sheen that acrylic is renowned for.  In comparison to other plastic-looking panels on the market, the colour and appearance is very true to form.  It looks 'almost; like the OEM panel. and matches the real aircraft parts very well.  Furthermore, FDS apply the paint in several thin layers which makes the coating very resistant to chipping and scratching.

Switches have been mounted in the correct locations and the wiring from these switches has been secured within a wiring lumen or by plastic cable ties.  The switches and knobs replicate those of the real aircraft and have the correct feel, although the general purpose knobs (GPK) do not replicate the exact appearance of the OEM knob.  Where a panel has not been included (not stock B737 configurations) a blanking panel has been fitted.

The soldering work and connections on all switches are excellent; it is more than obvious that the person who did the soldering work is a professional with many years experience.

The gear lever is sturdy and feels solid.  To engage the landing gear, the lever must be pulled out of its recess and pushed up or down.  The detail to the lever is excellent and installation includes the correct-looking fiber sleeve.  The mechanism does not have the spring-loaded trigger; the trigger is a solid cast item attached to the lever.

Annunciator lights (six packs) and various warning lights are all functional; however, pale comparison to OEM parts and other high-end reproductions; they appear 'cheesy'.  The glare shield is strong textured ABS plastic and wraps over the top of the MIP.  A correctly sized chart pocket is screwed to the top of the shield.  The two glares either side of the MIP on the Captain and First Officer side are painted MDF wood and although not have a negative appearance they do not replicate the appearance of the OEM glare which is made from textured foam plastic.

The shelf system, located behind the main instrument panel, is an excellent idea.  The shelf, in addition to providing an area for the FDS monitor stands to be mounted, is a good platform to mount various cards, speakers and other items that may be required.

The FDS bracket, a novel design to hold the display units firmly in place.  The display unit bezel is made from plastic and does not hinge outwards as the real bezel does.  the knobs on the ISFD are not replicated

The lower display modules, which are mounted to the lower area of main panel, are installed using normal Phillips-head screws.  In a real B737, panels and modules are usually secured using DZUS  fasteners or skirted screws.  It would have been a nice touch to have replicated the use of DZUS fasteners on the panels in the lower kick stand.

Display Unit Covers

The protective displays that the computer monitor screens (display units) are made from 1.5 mm thick perspex.  I have found the perspex to be very reflective - especially so if the simulator is located in a well-illuminated room.    

Integrated Back-Lighting (IBL)

Integrated back Lighting (IBL) is the name FDS has coined to refer to their proprietary design in which FDS utilise aircraft bulbs rather than LEDs.  IBL is supplied to illuminate the back lighting in all FDS panels and modules.  

One of the main advantages of a bulb in contrast to that of a LED is the throw of the light and the colour temperature.  The area of coverage from bulbs is relatively even, where the coverage by an LED is more pinpoint and uneven.   The only way to achieve a similar light coverage to bulbs using LEDs is to use several LEDS mounted in close proximity to each other. 

One area that the use of bulbs  excels is the rear illumination of the stencil-cut lettering on the MIP.  Bulbs will completely illuminate the stencil cut-outs where LED lighting will often only illuminate part of the stencil cut-out (unless there are several LEDs).

Bulbs and LEDs have different colour temperatures.  A bulb transmits a warm colour (soft orange hue) whereby a LED transmits a cooler colour that appears more blue in comparison.

All Boeing airframes, with the exception of the newest airframes utilise 5 and 28 volt incandescent bulbs.

The only downside of IBL (if there is one) is that the bulbs generate quite a bit of heat.  The life of a bulb is also less than a LED.

Ground Proximity Panel showing use of Phillips head screws rather than the more usual DZUS fasteners

What the MIP Lacks

The non-use of DZUS fasteners in the lower panel (kick stand) and the failure to use skirted screws has been mentioned.

Stand-by instruments and clocks are not included.  FSD supply a stenciled backing card which is mounted behind the perspex to mimic the look of the yaw dampener, brake pressure, clock and flaps gauge. 

Considering the purchase price of a MIP, and considering the importance of a working flaps gauge, an operational analogue flaps gauge should be a stock item.  

The avionics suite (Sim Avionics) can display virtual stand-by instruments id required.

The speed reference panel and knobs are not functional. The knobs used in the speed reference panel do not replicate the OEM knobs used in the B737; the real aircraft uses double rotary encoder knobs. As with the flaps gauge, these knobs should be functional and, at least shoe some resemblance to the real part.

Software - Interface IT

The software to interface the MIP (InterfaceIT) seems to be well designed and robust.  It does require a learning curve to become proficent with the software, but once proficent the siftware is logical in layout and use.  Installation of the IT software is straightforward.

Additionally, there is a direct link between InterfaceIT and Sim Avionics which makes internal configuration and programming very easy.

Flight Avionics Suite

Duel Seat Training Devices (DSTD) and MIPS configured by Flight Deck Solutions use Sim Avionics as their flight avionics suite.  After you receive your MIP, FDS staff will e-mail to you a file which you import into InterfaceIT.  This file holds the data assignments for the MIP buttons and switches.

Although FDS recommend Sim Avionics, there is no obligation to use this software; the MIP will operate with whatever software you choose.  A seperate post will deal with a review of Sim Avionics.

The rear shelf located behind the MIP and the propriety bracket used to hold the display units (computer screens) firmly in place.  The bracket works exceptionally well and the shelf is very sturdy

Lower Base Structure

The base structure comprises the lower section of the MIP and includes the CDU bay structure and lower display screen.  The structure is made from aluminum which has been professionally powder coated in Boeing grey. 

As with the upper section of the MIP, the attention to detail is obvious.  There are no sharp edges on the CDU bay structure, nor are there gaps where panels attach together.  Screws match their holes correctly.

The DZUS rails that line the internal section of the CDU bay marry perfectly with the DZUS fasteners used to secure the Control Display Unit (CDU/FMC) to the rails.    It does not matter whether a reproduction or OEM CDU unit is used as both will fit perfectly.

The lower display screen, which fits between the two gaps in which the CDUs reside, is identical in shape and manufacture to the upper display unit bezels.  Unlike the three upper bezels in which a standard computer monitor can be mounted, the lower screen requires a smaller monitor which is not an off the shelf item.

clock panel showing backlighting during the day. the fabrication of this panel and button is very good as is the stenciling

Dimensions, 1:1 ratio and Using OEM Parts

The ability of a manufacturer to produce a MIP that is the correct 1:1 ratio to the real item cannot be underestimated.  If an enthusiast is intending to only use instruments and panels produced by that manufacturer, then any size disparity is probably unnoticeable and probably not that important.  However, if OEM parts are to replace reproduction parts, then the base sizing become crucial to the correct and easy fitment of an OEM part.  In this area, the FDS MIP has some shortfalls.

The MIP has a number of holes and gaps that parts reside, for example for the AFDS and flaps gauge.  If the holes are incorrectly matched to the OEM part, either a new panel (aluminum backing plate) will need to be engineered and painted, or the hole may need to be enlarged.  Although enlarging a hole in a MIP is straightforward, the opposite is problematic and requires the design of a new panel.

Unfortunately, many of the holes in the FDS MIP do not correspond to the correct size when fitting OEM parts.  For example, the holes that the AFDS units reside must to be enlarged considerably to enable OEM AFDS units to be fitted.  Likewise, the holes to fit the annunciators need to be enlarged.  The hole that the flaps gauge is housed is far too large and a new panel needs to be designed to gt an OEM flaps gauge.

Detail of the angled shelf used to accommodate the I/O cards.  The multi-voltage computer power supply can also be seen mounted behind the perforated vents.  The terminal block caters to 5 and 12 volts.  The interface card is the FDS SYS card which comes standard with the ICS MIP

Power, System I/O Cards and Cabling

A multi-voltage computer power pack is used to power the MIP and has been mounted at the rear of the lower base structure. 

The position chosen is well suited to internal wiring and allows easy access should a problem develop.

An angled shelf has been engineered to fit immediately behind the CDU bay.  The design of the shelf is intended as an area on which to mount the various interface cards required to operate the simulator.

The interface cards required to operate the MIP have been secured to the angled shelf and all wiring has been expertly soldered or attached via solid electrical clips.  Cabling and connections are of the highest quality.  Each of the wires that are connected to the SYS board has been tagged with a plastic tag which indicates their function; a good idea if you need to change something at a later date or troubleshoot a particular problem.

There has been no compromises with regard to how the staff at FDS wired the MIP - it is beyond reproach.

3mm replacement side stand.  The replacement stand inhibits any movement of the MIP as the structure is not (at the moment) installed within a shell

Base structure (side stands)

The base structure (stand) has been designed to be mounted either directly to a base platform.  The mounting points are numerous holes along the lower angled edge of the stand.  A concern was that the structure would wobble, as it is quite high and made from light-weight aluminum. 

These concerns were short-lived; once each attachment point was secured with a screw the assembly was quite solid.  This said, if you energetically engage the landing gear lever, there is a very slight movement in the upper area of the MIP.  If you are mounting the MIP into a cockpit surround, any movement will cease as it will be attached to the outer skin of the shell.

To counteract any movement, it is a relatively easy matter to fabricate two replacement side stands from a thicker sheet of aluminum (3-5mm).  This will guarantee that there will be no movement when manipulating knobs, the landing gear, etc.

Navigate to this post to read about the replacement side walls.

Communication, Support and Delivery

Communication with FDS was excellent.  E-mails were always answered in a timely manner and Peter and Steven Cos are very professional in their approach. I was continually kept in the loop regarding construction and shipping.

Support if and when required is either via a dedicated forum, e-mail, or if necessary by telephone.  Peter and Steve Cos very approachable and helpful and their support is second to none.  I would go so far as to say that the support that FDS provides cannot be matched.

It is important to note that Flight Deck Solutions is not a mail order company with products in storage waiting to be shipped; products are assembled to order.  This means that often there is a timely wait until you receive your shipment.

The MIP I had delivered to Australia was packed in and attached (screwed) to the floor of a large wooden crate.  It arrived undamaged.

Quick List - Pros and Cons

PROS

  • Well designed & constructed

  • Excellent workmanship (metalwork and wiring)

  • Realistic and highly effective Integrated Back-Lighting (IBL)

  • Good functionality

  • Very clean appearance - wiring and cards favorably positioned

  • 1:1 (or as near possible) to the real MIP (exception if using OEM gauges)

  • Moderate to high attention to detail

  • Robust & functional software (InterfaceIT) if using Sim Avionics avionics suite

  • Excellent paint quality (several layers of paint) that resists chipping and scratching

  • Outstanding support - the best in the industry

CONS

  • No analogue flaps gauge, other than virtual version (rectified by spending more money)

  • No stand-by instruments or clock (rectified by spending more money)

  • Non use of DZUS fasteners in lower panels above 'kick stand' (small things do make a difference)

  • RMI knobs are very low quality

  • Speed reference knobs are very low quality & do not replicate OEM B737 knobs

  • Landing gear lever does not recess behind shield when in down position

  • Landing gear does not utilise the spring trigger as in the real aircraft

  • Section between upper and lower MIP (kick-stand) is not the correct shape.  It should be rounded and not be an angled piece of aluminum

  • Display unit covers are very reflective (easily rectified- remove or replace them with tinted displays)

  • Slightly inaccurate General Purpose Knobs (GPK) - poor stenciling on knobs

  • The MIP is not completely 1:1 and if using OEM parts, some engineering is required to fit OEM parts

  • The MIP is not an exact reproduction and artistic license has been taken in some areas (for example, the section between the upper and lower MIP (kick-stand).  The MIP also lacks various screws and fasteners seen on the OEM MIP

Important Point:

  • If you are intending to add OEM panels, switches and knobs to the FDS MIP, be aware that many of the panels do not fit the FDS MIP.  This is because the MIP frame is not exactly 1:1 with the OEM equivalent.  In some instances (such as when retrofitting panels) the MIP is out by up to 1 cm.  Also be aware that OEM korrys, flaps gauges and some of other avionics will not fit into the precut holes.  You will need to either enlarge the hole or make it smaller.

FDS GPK with backlighting. The knob has a slightly different shape to OEM knobs. the adjustable propriety backlighting is perfect

General Purpose Knobs (GPK)

The GPKs are of high quality, however fail in a number of areas.

The black line is a manually applied adhesive which depending upon which knob you are inspecting, may or may not be quite straight.  Being adhesive, with time the transfer lifts, especially at the ends.  The translucent line between the black outer lines is not as bright as that observed in the real aircraft.  Not all knobs have the transfers correctly aligned.

poor quality lower kickstand knobs. gpk showing excess plastic from manufacture process

The knobs are the incorrect shape and the grub screws are located in the wrong position on the knob.  The knob also does not have an inside metal shroud (circular retainer).  The retainer increases the longevity of the knob as it stops the acrylic from being worn down over time with continual use.

The knobs on the lower kick stand are also of poor quality bearing only a little resemblance to the OEM knobs

The knobs serve a function, but for the price of the MIP, knobs that reflect a more accurate representation would have been appreciated.

fds adf knob. WHY EVEN HAVE THIS AS IT IS NOTHING LIKE THE OEM RMI KNOB

RMI Selector Knobs

The knobs are made from acrylic with a transfer attached.  The knob has no functionality and is attached to the MIP in a recessed hole.  The RMI knob bears no resemblance to the OEM knob and is very poor quality.

Speed reference knobs are very low quality

Speed Reference Knobs (SRK)

The speed reference knobs supplied with the FDS MIP bear no resemblance to the OEM knobs. The OEM knob should be a double rotary encoder knob.  There has been no attempt to replicate this type of knob.

Used Fuel Reset Switch

FDS have used a normal two-way toggle which is incorrect.  There is no similarity to the OEM used fuel reset switch.  The OEM toggle has a large bulbous head and is a specially-designed three-way toggle.

fds Boeing warning system. although functional the displays fall short of replicating the oem items

Autopilot Flight Director System (AFDS) 

Although not an exact replica of the OEM part, FDS has done a good job replicating the functionality of the AFDS.  Unfortunately, if you wish to replace the FDS unit with an OEM AFDS unit, the hole in the backing plate that attaches to the MIP will need to be enlarged considerably to allow correct fitting of the OEM component.

Boeing Warning System (six packs)

Compared to the OEM counterpart, FDS’s offering is lacking. The two warning buttons can be depressed very easily where the OEM buttons are quite firm requiring a good push. The six packs work quite well, however, lack adequate light coverage when a warning is displayed.

Annunciators (korry condition lights)

The FDS MIP uses LED reproduction annunciators (korrys).  The LEDS are illuminated by two 5 volt LED lights which do not provide complete light coverage across the lens plate.  The brightness of the LEDS is also not as bright as the OEM annunciators. 

Furthermore, the hole in the MIP that the korrys reside is a tad on the small side; therefore, if you are intending to replace the reproduction korrys with Original Equipment Manufacture (OEM) annunciators, you will need to engineer the hole to a larger size.  This is unfortunate as a MIP should be manufactured 1:1 to allow reproduction parts to be replaced with OEM parts.

on the oem landing gear the red trigger sits flush with the two half moons

Landing Gear Lever

The landing gear lever requires more explanation.

In the real B737-800 NG the landing gear handle sits closer toward the main instrument panel.  The half circular shield is designed so that the red-coloured gear trigger sits between the two half moon shields when the lever is in the DOWN position.  In the FDS version, the trigger sits too far out from the front of the MIP and the trigger is not protected by the two shields.

Furthermore, the trigger is not spring-loaded as in the OEM mechanism; it is a solid piece of metal.

Lights Test / DIM Switch

A normal two-way momentary toggle is used which is incorrect.  The OEM switch is a three way non-momentary switch which allows the switch to be placed in any one of three positions.  The OEM toggle is also large than a standard toggle switch.

Final Call

The MIP is well made and has been finished with obvious care; parts line up correctly, screw heads have not been burred and paint not chipped.  Wiring, soldering, parts, switches, paint, colour, rotaries, blanking panels and display frames are of the highest quality.  It is obvious you are dealing with a premium product that provides an very good facsimile of a 737-800 instrument panel.

Downside is the lack of any hard-wired gauges, poor quality speed reference and general purpose knobs, lack of DZUS in lower panels, no flaps gauge, and a wrongly positioned landing gear lever (when in the down position).  Another issue is that the MIP is not 1:1 with its OEM counterpart, nor is it a 100% accurate rendition of an OEM MIP. 

This said, for many enthusiasts this will not be an issue as the differences are minor.  If you intend to use OEM parts then some parts of the MIP will need to be fabricated to enable the real parts to fit snugly into the MIP.

Depending upon your end use - a MIP with reproduction gauges, or a MIP skeleton to hang OEM parts - your views will alter.  Certainly, the FDS MIP is not to be discounted as a premium product; it is a pity that FDS did not take a few extra steps to make this MIP the 'Queen of the crop.

The closest rival to the FDS MIP is the MIP manufactured by Fly Engravity and SimWorld.  Other MIPS are available from other companies, but the FDS MIP, although lacking in some areas is superior in many ways. 

Rating is 7.5/10

Please note that this review is my opinion only..  Furthermore, note the date of the review.   Flight Deck Solutions may have updated their MIP after this review has been published. 

  • Thanks to Peter Cos, Flight Deck Solutions for allowing the use of the front image.

NOTE:  Before taking what you read as gospel, check the FDS website in case these shortcomings have been rectified since this post was published.

737 Fuel Management Program

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fuel planner user interface

Flight planning is a large part of flying the 737, in real life and virtually.

Yes you can fly with the three fuel tanks full, however, bear in mind that you will not be simulating a real flight.  Airlines rarely fly an aircraft between two locations with a full fuel load, unless it’s required for operational use or safety. 

Fuel is heavy, and the additional weight requires more power and fuel to move between locations.  This equates to an increased expense.  Airlines usually only carry enough fuel to reach their destination, taxi, and one or two alternate airports.

You can calculate the appropriate load sheets, distances between airports, winds, altitudes to be flown, and alternate airports. But this can be time consuming, and often you don’t want to simulate the paper trail that goes hand in hand with getting a 737 into the air. For those keen on paperwork and simulating everything, I recommend the program TOPCAT - Take-Off and Landing Performance Calculation Tool.

Ross Carlson has created a very handy and functional fuel management tool to use.  The program is stand-alone and does not need to be installed into the flight simulator directory or to C://drive/Programs; the software can be installed to and run from any folder including your desktop.   Initially designed to work with the Boeing 737NG developed by Precision Manuals Development Group, the utility works well for other 737 aircraft, provided they have the same operating limitations and fuel tank capacities that the software was designed.

The only issue to be wary of is that the aircraft you are flying matches the same weights as those used by PMDG.

  • Supports 737-600, 737-700, 737-800 and 737-900.

  • Values can be entered and displayed in pounds or kilograms.

  • Reads payload (passenger and baggage) weights via FSUIPC.

  • Calculates en route fuel burn based on cruise altitude and trip distance.

  • Calculates fuel burn to reach alternate airport.

  • Calculates increased or reduced fuel consumption due to forecast winds en route.

  • Allowances for taxi-out fuel burn, holding fuel burn, and minimum landing fuel.

  • Indicates if any parameters exceed aircraft operating limitations.

  • Sets actual fuel levels in your aircraft via FSUIPC.

  • One simple .exe file, no external DLL or data files required.

  • Loads first 1,000 pounds of fuel into the center tank to keep pumps submerged.

  • Accredited for use with registered non-registered copies of FSUIPC.

Operation

I've been using this fuel planner or quite sometime and it works quite well.  I open a flight and then run the fuel planner and change the variables as required.  Then, after I've boarded the fuel I exit the fuel planner program.

The only let down with the program, and this probably is an advanced feature not deemed necessary when the program was developed, is that it doesn't provide %CG which is used in a CDU to determine your takeoff trim.

Search google for PMDG fuel planner and you will find several sites that allow you to download the program.  Alternatively, download the software from the file download tab.

FMC Guide by Bill Bulfer - Review

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fmc users guide: required reading

The Control Display Unit (CDU) is the pilot interface to the FMC (Flight Management Computer).  It’s one of the more complex items that real and virtual aviators need to the master.

Historical Context

First introduced on the 737-200 in 1979 as the Performance Data Computer System (PDCS), the Flight Management Computer (FMC) was a technological step forward in in-flight navigation  The PDCS was trailed on two in-service  737-200 series aircraft and crew reports indicated a fuel saving of 2.95% and an increase in trip time (based on  a 71 minute trip).  As a result, the PDCS became a standard fit and over time was developed to be reincarnated as the FMC will see today in the later 737 series aircraft.

The FMC is only one component of the Flight Management System (FMS) which is defined as being capable of four dimensional area navigation (latitude, longitude, altitude & time).  The FMS contains the navigational database. 

Random page from the FMC Guide

Learning CDU Functionality can be Frustrating if not Adequately Trained

Many virtual aviators blunder through the CDU line detents trying to understand what they do; often failing.  For the most part, the uninitiated will blame buggy software  for the aircraft’s sudden dive or climb in response to a CDU command. The algorithm behind the functionality of a CDU is not simplistic – it is complex, and mastering the  CDU is not achieved overnight.

Real-world pilots attend lengthy pre-flight classes to understand the use of the CDU, and although there are several training guides available on the Internet, many are not peer-reviewed and fall short of being comprehensive.

Software Variations

One of the reasons that learning the CDU can be tiresome, is that the software that provides the intelligence behind the Flight Management System, has over time been upgraded to take into account technological advances.  This is in addition to there being several software variants available. Software variants have been developed to cater towards individual airline options; an airline may want, or not want a particular function available to its flight crews. 

Precision Manual Development Group (PMDG) produces a very good section in one of their manuals that deals with CDU usage  (PMDG 737 FMC Guide).  Tom Metzinger and Fred Clausen have also documented in their excellent tutorials, a segment on using the PMDG style variant CDU (PMDG use the latest software version). I suggest googling on the Internet to see if you can find these documents.

Invest in Education - FMC Guide

If you are serious about your virtual flying or have a bent for technology, I strongly recommend you purchase Captain Bill Bulfer’s FMC Guide. 

FMC Guide discussing fixed waypoints

The guide is a real-world guide designed for 737 pilots, and not only provides detailed information on a vast array of FMC commands, screens and nuances, but also examines many of the options relating to specific software versions. 

The guide is a high quality production and has been written in a style that provides clear and a concise guidance.  It can be purchased either in colour (recommended) or in black and white. 

Like anything in life, you get out what you put in.  With a good working knowledge gained from the study of this text, you will soon discover that the carrying out a procedural turn with altitude and speed restrictions, before flying a complex STAR and approach is not that difficult to fathom.

The information in this guide will allow you to be confidently and correctly operate the CDU.

To purchase a copy you can either navigate to Leading Edge Publishing.

I will be reviewing another of Bill Bulfer's text in the near future - The 737 Cockpit Companion.

My Rating 10/10

Please note that this review is not endorsed.

CDU by Flight Deck Solutions - Review

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Pro Mx CDU by Flight Deck Solutions

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

Historical Context 

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

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

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

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

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

Flight Management System (FMS)

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

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

Flight Deck Solution's PRO Mx CDU

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

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

High Fidelity Dimable Keyboard

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

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

Functionality - Software (Sim Avionics & ProSim737)

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

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

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

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

Navigation Database

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

WOW Factor

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

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

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

Configuring the CDU

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

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

Manual and Tuition

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

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

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

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

My Rating 10/10

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

 
 

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

Update

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

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

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

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

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

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

MIP, InterfaceIT & CDU

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

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

B737 Throttle Quadrant & Center Pedestal (Avionics Bay)

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

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

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

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

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

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

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

What Am I Doing Now

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

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

What's Next - The Future

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

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

  • Populate the avionics bay with the required avionics modules

  • Install MCP and twin EFIS units to the glare panel

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

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

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

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

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

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

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

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