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

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

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

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

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

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

Background

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

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

  • Yokes (buttons and elevator trim).

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

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

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

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

Joystick Calibration User Interface displaying opening menu and calibration menu

Registration and Calibration (Primary Calibration)

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

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

Important Point:

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

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

Handy Shortcut:

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

Corruption of joy.cpl File.

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

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

The Solution

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

Important Points:

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

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

Screen grab of the Sytem32 folder showing joy.cpl file

How to Repair the joy.cpl File

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

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

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

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

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

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

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

Important Points:

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

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

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

Backup Configuration Settings

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

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

Important Point:

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

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

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

  • P3Dv4\modules\FSUIPC.ini

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

  • C:\Windows\System32\joy.cpl.

Final Call

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

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

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OEM NG style thrust lever

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

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

Historical Context

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

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

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

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

Important Point:

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

ProSim-AR - Direct Calibration

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

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

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

Pololu JrK Interface card

Pololu Jrk Interface Card

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

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

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

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

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

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

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

(i)      Download and install the Pololu software;

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

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

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

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

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

Important Point:

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

Subtle Differences (Hardware)

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

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

(i)     Type of 12 Volt DC motor used;

(ii)    Variable output between DC motors;

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

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

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

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

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

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

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

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

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

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

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

Installing the Pololu JrK Card Software and Initial Configuration

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

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

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

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

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

Recommendation:

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

Limitation

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

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

Confirming the Pololu Card Connection

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

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

Calibrating Thrust Levers in ProSim737

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

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

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

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

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

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

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

(1) Located in adjacent drop down box.

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

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

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

Important Points:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Consistency and Reliability

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

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

Important Point:

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

Advantages Using a Pololu JrK Card

The benefits of using Pololu Jrk cards cannot be underestimated. 

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

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

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

Will I Notice A Difference Using a Pololu JrK Card

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

Final Call

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

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

Further Information

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

Acronyms and Glossary

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

  • MCP – Mode Control Panel

  • PCU – Pololu Configuration Utility

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

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

SimSounds 3.1 - Review

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Engines, landing gear, spoilers and drag all create noise and vibration.  To ensure an immersive environment is created, these sounds (and others) must be replicated as closely as possible to the real sound (Ian Gratton from Sutton-n-Craven, North Yorkshire, England, JET2 Boeing 737, G-GDFY, 'Jet2 Kefalonia' (25453408186), CC BY 2.0)

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

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

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

SimSounds

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

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

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

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

Review Limitations

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

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

This review addresses SimSounds V3.1

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

What Does SimSounds Do

In essence SimSounds provides the following:

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

(ii)      Cabin calming mood music;

(iii)     Aircraft sounds (some speed dependent);

(iv)     Cabin sounds;

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

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

Let’s examine some of these sounds more closely.

Cabin Announcements (crew)

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

(i)          CA: Boarding complete;

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

(iii)        CA: Safety instructions;

(iv)        CA: After takeoff information;

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

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

(vii)       CA: Decent information;

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

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

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

(xi)        CA: Parking Position;

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

(xiii)      CIC: 'Cabin is ready'.

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

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

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

Aircraft Sounds

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

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

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

(iii)      Landing gear up sound;

(iv)      Landing gear down sound;

(v)       Falling rain sound (speed dependent);

(vi)      Wind sound (speed dependent);

(vii)     Flaps sounds (speed dependent);

(viii)    Opening and closing front door sounds;

(ix)      Turbulence;

(x)       Engines;

(xi)      Reverse thrust (engines);

(xii)     Tail Strike;

(xiii)    Parking Brake activation and deactivation;

(xiv)    Spoilers (speed brakes);

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

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

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

Cabin Sounds

Cabin sounds include the following:

(i)       Cockpit fans;

(ii)      Doors opening and closing;

(iii)     Seat belt chime;

(iv)     No smoking chime;

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

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

(vii)    Clapping sound; and,

(viii)   Screaming sound.

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

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

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

Flexibility - Independent Volume and Speed Dependency Functionality

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

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

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

Installation, Setup and Before Purchase Evaluation

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

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

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

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

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

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

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

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

System Requirements

SimSounds requires the following to function correctly:

(i)      An active internet connection;

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

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

(iv)    FSUPIC and WideFS.

ProSim-AR Users (ProSim737 Avionics Suite)

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

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

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

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

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

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

Program/Software Manual, Help and Updates

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

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

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

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

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

Important Point:

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

User Interface (UI)

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

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

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

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

Interactive Coloured Tabs

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

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

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

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

(iii)    Blue colour – sound currently playing.

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

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

Sub-pages (User Interface)

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

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

Aircraft Sounds / Roll Page (an example)

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

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

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

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

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

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

Changing Sound File and Location

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

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

Important Points:

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

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

Test Mode

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

Reliability and System Resources

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

SimSounds works out of the box with minimal computer configuration.

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

Accuracy of Sounds - Artistic License

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

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

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

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

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

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

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

(i)      Wind (without flaps sound);

(ii)      Roll sound;

(iii)     Bump sound;

(iv)     Touchdown sound;

(v)      Doors opening sound;

(vi)     Doors closing sound;

(vii)     Landing gear up sound; and,

(viii)    Landing gear down sound.

Sound Configuration (my simulator)

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

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

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

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

Location of Speakers

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

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

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

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

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

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

Butt-Kicker

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

Final Call

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

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

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

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

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

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

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

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

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

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

Unfortunately some of us are now EXTINCT...

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

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

Thank you

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

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

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

Throttle Quadrant Rebuild - Flaps Lever Uses String Potentiometer

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Flaps lever set to Flaps 30.  The throttle quadrant is from a Boeing 737-500 airframe. The flaps lever arc is the curved piece of aluminium that has has cut-out notches that reflect the various flap positions.  It was beneath this arc that micro-buttons had been installed

There are several ways to enable the flaps lever to register a particular flaps détente when the flaps lever is moved to that position on the flaps arc.

In the earlier conversion, the way I had chosen worked reasonably well.  However, with constant use several inherent problems began to develop.

In this article, we'll examine the new system.  But before going further, I'll briefly explain the method that was previously used.

Overview of Previously Used System

In the earlier conversion, nine (9) micro-buttons were used to register the positions of the flaps lever when it was moved (Flaps UP to Flaps 40). 

The micro-buttons were attached to a half moon shaped piece of fabricated aluminium.  This was mounted beneath the flaps lever arc and attached to the quadrant.  Each micro-button was then connected to an input on a PoKeys 55 interface card.  Each input corresponded to an output.

Calibration was straightforward as each micro-button corresponded to a specific flaps position.

Problems

The system operated reasonably well, however, there were some problems which proved the system to be unreliable.  Namely:

(i)    The vertical and lateral movement of the chain located in the OEM throttle quadrant interferred with the micro-buttons when the trim was engaged; and,

(ii)  The unreliability of the PoKeys 55 interface card to maintain an accurate connection with the micro-buttons.

Movement of OEM Chain

The chain, which is similar in appearance to a heavy duty bicycle chain, connects between two of the main cogs in the throttle quadrant.  When the aircraft is trimmed and the trim wheels rotate, the chain revolves around the cogs.  When the chain rotates there is considerable vertical and some lateral movement of the chain, and it was this movement that caused three micro-buttons to be damaged; the chain rubbed across the bottom section of the micro-buttons, and with time the affected buttons became unresponsive.

First Officer side of a disassembled throttle quadrant  (prior to cleaning and conversion).  The large notched cog is easily seen and it's around this cog that the OEM chain rotates (the chain has been removed)

It took some time to notice this problem, as the chain only rotates when the trim buttons are used, and the micro-buttons affected were primarily those that corresponded to Flaps 5, 10 and 15.  The chain would only rub the three micro-buttons in question when the flap lever was being set to Flaps 5, 10 or 15 and only when the trim was simultaneously engaged.

The cog and chain resides immediately beneath the flaps arc (removed, but is attached to where you can see the four screws in the picture). 

Although there appears to be quite a bit of head- space between the cog and the position where the flaps arc is fitted, the space available is minimal.  Micro-buttons are small, but the structure that the button sits is larger, and it was this structure that was damaged by the movement of the chain (click to enlarge).

An obvious solution to this problem would be to move the chain slightly off center by creating an offset, or to fabricate a protective sleeve to protect the micro-buttons from the movement of the chain.     However, the design became complicated and a simpler solution was sought.

Replacement System

Important criteria when designing a new system is: accuracy, ease of installation, calibration, and maintenance.  Another important criteria is to use the KIS system.  KIS is an acronym used in the Australian military meaning Keep It Simple.

The upgraded system has improved reliability and has made several features used in the earlier system redundant.  These features, such as the QAMP (Quick Access Mounting Plate) in which linear potentiometers were installed, have been removed.

String Potentiometer Replaces Micro-buttons

Single-string potentiometer enables accurate calibration of flaps UP to flaps 40.  The potentiometer is mounted on a customised bracket screwed to the First Officer side of the throttle quadrant superstructure.  The terminal block in the image is part of the stab trim wheel system

A Bourne single-string potentiometer replaced the micro-buttons and previously used linear potentiometers.  The string potentiometer is mounted to a custom-designed bracket on the First Officer side of the throttle quadrant.  The bracket has been fabricated from heavy duty plastic.

A string potentiometer was selected ahead of a linear potentiometer because the former is not limited in throw; all the flap détentes can be registered from flaps UP through to flaps 40.  This is not usually possible with a linear potentiometer because the throw of the potentiometer is not large enough to cater to the full movement of the flaps lever along the arc.

A 'string' is also very sensitive to movement, and any movement of the string (in or out) can be accurately registered.

Another advantage, is that it's not overly important where the potentiometer is mounted, as the string can move across a wide arc, whereas a linear potentiometer requires a straight direction of pull-travel.

Finally, the string potentiometer is a closed unit.  This factor is important as calibration issues often result from dust and grime settling on the potentiometer.  A closed unit for the most part is maintenance free.

The end of the potentiometer string is attached to the lower section of the flaps lever.  As the flaps lever moves along the arc, the string moves in and out of the potentiometer. 

The ProSim737 software has the capability to calibrate the various flap détentes.  Therefore, calibration using FSUIPC is not required.  However, if ProSim737 is not used, then FSUIPC will be needed to calibrate the flap détente positions.

Advantages

Apart from the ease of calibration, increased accuracy, and repeatability that using a string potentiometer brings, two other advantages in using the new system is not having to use a Pokeys 55 card or micro-buttons.

Unreliability of PoKeys 55 Interface Card

The PoKeys card, for whatever reason, wasn't reliable in the previous system.  There were the odd USB disconnects and the card was unable to maintain (with accuracy and repeatability) the position set by the micro-buttons.

I initially replaced the PoKeys card, believing the card to be damaged, however, the replacement card behaved in a similar manner.  Reading the Internet I learned that several other people, who also use ProSim737 as their avionics suite, have had similar problems.

Micro-buttons can and do fail, and replacing one or more micro-buttons beneath the flaps arc is a time-consuming process.  This is because the upper section of the throttle quadrant must be completely dismantled and the trim wheels removed to enable access to the flaps arc.

Registering the Movement of the Flaps Lever in Windows

The movement of the flaps lever, prior to calibration must be registered by the Windows Operating System.  This was done using a Leo Bodnar 086-A Joystick interface card.  This card is mounted in the Throttle Interface Module (TIM).    The joystick card, in addition to the flaps lever, also registers several other button and lever movements on the throttle quadrant.  

Final Call

The rebuild has enabled a more reliable and robust system to be installed that has rectified the shortfalls experienced in the earlier system.  The new system works flawlessly.

  • This article displays links to the majot journal posts concerning the 737 throttle: OEM Throttle Quadrant. 

Acronyms and Glossary

  • OEM - Original Aircraft Manufacture (real aircraft part).

How to Update and Troubleshoot Problems with the ProSim737 Avionics Suite

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The backbone of the simulator is the avionics suite, and for the simulator to run effectively this software must be reliable, feature rich, and robust. 

There are several avionics suites available to simulate the avionics and functionality of the Boeing 737; Project Magenta, Sim Avionics, and ProSim-AR being the most popular.  I have not mentioned Precision Manuals Development Group (PMDG), as PMDG is marketed as a desktop simulation not used widely in a hardwired simulation.

Many virtual flyers assume, that when they purchase an avionics suite, the software will replicate all the aircraft systems, be compatible with their computer and simulator hardware, and probably not need to be updated. Unfortunately, this is rarely the case.

In this article, I will discuss the following:

  • The ProSim User Interface;

  • The ProSim Version Manager;

  • Various troubleshooting protocols;

  • Other potential problems;

  • Updating the Navigational Database; and,

  • Updating the Flight Model.

Version 3

This article was primarily written for Version 2.30.  ProSim Version 3.00 introduced several new features to the Version Manager which enhance troubleshooting and backing up specific files.  Some of the more important changes have been added into this article.

The Reason and Need for Updates

Technology is rarely static, and developers if they are to encapsulate new technology must provide updates to their products.  This evolution can be likened to a game of ‘leap frog’; as something new is released, developers ‘tweak’ their software to take into account new technology while (hopefully) still maintaining compatibility with legacy systems.   

Another reason for updates is that there is not an avionics suite that completely encapsulates 100% of all systems (and functionality) used in the B737.  A possible close exception is PMDG, but as mentioned earlier, this is a desktop simulation (I am not including Level D/Type 7 simulators).

Each company that produces an avionics suite has a specific method to how its software is installed, maintained, and lastly kept up-to-date with improvements, fixes and software upgrades.  For example, Sim Avionics beta test changes and improvements themselves (or to a select group of individuals) and then release a version update.  This is in contrast to ProSim-AR, who release a beta for client appraisal.  Then, after bugs and shortcomings are rectified, release a final release.

ProSim-AR - frequent updates

The avionics suite developed by ProSim-AR for the Boeing 737 Next Generation is feature rich, easy to install and run, and the software is for the most part very robust.   The company ‘appears’ to be committed to ensuring that their software operates across a wide range of computer hardware, and interfaces with as many mainstream hardware components as possible (for example, CP Flight, SimWorld, Open Cockpits, Flight Deck Solutions, etc.).  In my opinion, the company is very proactive in interfacing with new technology to gain the maximum benefit that new technology brings, which includes increased market share and profitability (for ProSim-AR).

With this in mind, ProSim-AR release updates to their software on a very frequent basis.  

Understanding the Basics of the ProSim737 File Structure

It is important to understand the basics to how the ProSim737 file structure is set out, as this will provide guidance to the best way to install an update, and if a problem occurs, troubleshoot.

The ProSim737 suite contains the following modules, located in a folder of the same name.  

(i)      ProSim737 (main system module);

(ii)     ProSim-CDU;

(iii)    ProSim Audio;

(iv)    ProSim Display;

(v)     ProSim MCP (Version 2.30 only);

(vi)    ProSim Panel; and,

(vii)   ProSim737 Hardware Connector;

NOTE:  In Version 3.00 the ProSim MCP module has been amalgamated into the main ProSim 737 main module.

The folders can be installed to either a server (the computer that has flight simulator installed) or any number of clients (computers networked to the server computer).  Duplicate instances of the same module with the exception of the main system and MCP module, can also be installed.  

When installing duplicate modules (instances) of the same name (for example Captain and First Officer CDU or ProSim Display) to the same computer, do not rename the .exe file.  Rather, create a shortcut to the .exe file and rename the shortcut to a specific name (for example, CDU Capt and CDU F/O).

The ProSim737 folder and MCP folder (Version 2.30 only) must be installed to the server computer for optimal performance.  The other folders can be installed to the server or client computer, either as single or duplicate instances.

The ProSim737 folder contains the main system module and this is the module that interfaces with all other modules.

The folders can be installed anywhere on the computer, however, it’s not recommended to place them in the same folder (ROOT folder) where flight simulator is installed.

Important ProSim737 Files

Each ProSim737 folder contains a configuration (config) file.  The configuration file contains information pertaining to screen position, functionality, IP address, etc.  The most important configuration file is located in the main ProSim737 folder.  This file, amongst the things, holds the information that relates to specific hardware, functionality and button assignments.  All configuration files are named config.xml.

Important files, located in the main ProSim737 folder, are the:

(i)     Companyroutes.xml;

(ii)    Config.xml;

(iii)   ConfigMCP.xml (Version 2.30 only);

(iv)   TransitionAltitudes.xml; and the,

(v)    Cockpitsetup.xml.

The configuration files are important.  These files should be regularly backed up.

Other files that relate to the update process are the updatelog.txt and changelog.txt. The updatelog.txt contains information concerning to the latest update, while the changelog.txt provides a list of changes that has occurred in the various ProSim737 releases.   

Important Points:

  • The most important configuration file is the config.xmlfile located in the main ProSim737 folder.  This file contains all information that relates to configuration, customization, and hardware.  It should be regularly backed up.

  • For optimal performance it's recommended to install the main ProSim and MCP module to the server computer.

  • When installing duplicate modules to the same computer, always create and rename a shortcut to the .exe file.  Do not rename the actual .exe file.

User Interface and Version Manager

The User Interface enables you to customise the avionics suite, configure hardware components, update, and troubleshoot problems.

The interface is straightforward to use and I urge you to become familiar with its tab /page layout and content.  I will discuss some of the troubleshooting features of the interface later in this article.

Included in the interface is a Version Manager that can be used to update the avionics suite.  When connected to the Internet, the Version Manager compares the release date of the currently installed avionics suite to the latest available release. 

The Version Manager enables the avionics suite to be updated from within ProSim737.  It's accessible from the User Interface (help/updates).

The Version Manager has three tabs:  Releases, Add-ons and Pre-releases.

Releases tab will display a list of final ProSim737 releases (along with release information and the date it was available).  To install the latest release, or to roll back to an earlier release, you select the install link in the Actions title.  This will cause the selected release to download and be installed to your computer copying over (and updating) a previous release installed.

Add-ons tab displays various add-ons that ProSim-AR have made available.  An example being the ProSim737 aircraft flight model.

Pre-release tab will display a list of beta releases.  Operation is identical to the releases tab discussed above.

One of the advantages of the Version Manager is that it enables you to quickly update the avionics suite to a beta pre-release, final release, or roll backwards to an earlier release.  It also provides information concerning the beta release (Release Notes tab), in addition to enabling you to monitor respective updates to the 737-flight model (Add-ons tab).

Three methods can be used to update the ProSim737 avionics suite:

(i)     Download the latest release from the ProSim-AR website (standalone requiring installation);

(ii)    Download the latest release from the Version Manager (zip file); or

(iii)   Download and install from the Version Manager a beta pre-release or final release.

There is no preferred method, however, option (iii) is the easiest way.

Version 3.00 Improvements to the Version Manager

In Version 3.00 additional improvements have been made to the Version Manager to aid in troubleshooting and the backing up of important files.

Opening the main ProSim menu and selecting Options (located beneath Connected Hardware) will open a Configuration File Manager & Mapping page.  This page displays the hardware family, type and mapping and whether the hardware is in use or not by ProSim (denoted by the colour).

Highlighting an item (text will change to red) and clicking the mappings section will open an additional table that displays a description of each function and its output port number for that particular interface card.  If you click the mappings table number a page opens displaying what function that card is connected.

Finally, at the bottom of the table are two tabs that enable you to create or restore a backup of the config.xml file (discussed in detail later on). 

A backup of the file is saved to C:\Program Data\ProSim-AR\ProSimB738\Backup\.  The config.xml backup is date named enabling consecutive backups of this file to be made and saved.

Beta Pre-release or Final Release ?

ProSim-AR regularly adds functionality and improvements to their avionics suite via beta pre-releases.  A beta pre-release enables users to test their hardware set-up with a release prior to it being finalised.  As such, beta pre-releases often have bugs, shortfalls and other problems associated with them. 

ProSim-AR have a dedicated web-based forum, and request that beta users provide feedback on a pre-release.  This enables issues to be rectified prior to making available a final release via the Version Manager.

The Updating Process

The ProSim737 Version Manager (if used) is smart enough to replace all files within the ProSim737 folder system, with the exception of configuration files and any file ending in .xml (these files are kept intact). 

However, if a release is downloaded from the ProSim-AR website, or the ZIP file option is used, then it will be necessary to manually insert the configuration files to their respective folders.  

ProSim737 updates in sequence.  This means, that after the software has been downloaded, the main ProSim737 module will be installed and run  first.  Then as each .exe file for each additional module is run, that module will update. 

A pop-up box will display 'updating configuration' as each module updates its content and synchronises with the main ProSim737 folder.  When an update to a module has been completed, the software will generate the updatelog.txt file (as discussed earlier). 

The time taken to update across a network between server and client computers depends upon your network speed; usually less than 30 seconds.  

Although theoretically not required, the Scenery Database (config/database) should be checked to ensure it's path is connected to the correct folder in Flight Simulator.  It also doesn't hurt to rebuild the database.  Rebuilding the Database following an update ensures that the link between the database, ProSim737 and Flight Simulator has not been corrupted.

Important Point:

  • Configuration files are generated in each folder as the .exe for each module is opened (run).

Customising How ProSim737 Updates

There are three ways that the User Interface can be set-up to update the avionics suite:

(i)     Manual updating;

(ii)    Ask before updating; and,

(iii)   Automatic updating.

The method is customised in the User Interface, accessible from the drop down box (config/configuration/updates).  The interface also has a box that an be checked/ticked if you want the interface to monitor when a beta release becomes available; a screen pop-up will be displayed when you open the avionics suite.

Backups and Install from Backup

I recommend keeping a complete copy of each ProSim737 folder from the server and client computer.  By backing up the complete folder, you are also backing up the configuration and other important .xml files.

Theoretically, the Version Manager negates the necessity to maintain a backup of ProSim737 (or the configuration file), as the configuration and other .xml files are maintained intact.  However, by keeping a complete copy of the last ‘working’ release, it’s easy to ‘change out’ between releases (roll back or forward).  

All you need to do is delete the ProSim737 folders from the computer, and then copy/paste the earlier folders to the same locations.  All the files are intact and ProSim737 will load whatever release has been installed.

If you don't want to keep a complete copy of the folders and files, then it's also straightforward to roll back to an earlier release by using the Version Manager. The manager will download the selected release from the ProSim-AR server and install it overwriting the newer release on the computer.

My preference is to keep a complete copy the release and copy/paste if you want to roll back.

Automatic Backup of Config.xml File

The Version Manager has a handy tool automated within the software. It will now examine and compare the config.xml file during the updating process.  If the file is different between the two copies, the Version Manager will create a back-up copy called config-old.xml.

The auto backup provides a second level of protection to this important file.

Version 3.00 introduced the ability to easily backup and restore the config file.  Open the User Interface and select the small arrow (adjacent to options).  This will open a second window that examines what interface cards and hardware ProSim is connected with.  At the bottom of the page there is a command that enables you to save the config file or restore a backed up config file.  The file is saved within the ProSim file structure or you can select a preferred folder.

Important Points:

  • Always make a backup up your configuration (config.xml) files.  The config.xml file is the most important file in ProSim as it records your configuration and various user selected settings.

  • If downloading and installing a fresh copy of a release from the ProSim-AR website, then the configuration files will need to be manually added to each folder (from your backed up files).

  • Updates using the Version Manager replace all files within the ProSim737 folder system, with the exception of configuration files and any file ending in .xml.

  • The Version Manager displays the current release of ProSim737 you have installed.

  • A good idea to backup a copy of all the ProSim737 folders on both server and client computers.  Doing so allows you the option to easily replace a ProSim737 release with an earlier release number.

  • After running any update, the ProSim737 Scenery Database should be rebuilt.

Troubleshooting Updates

This section is not the ‘Holy Grail’ to resolve all problems.  Rather, it’s what should be done prior to requesting help from the ProSim-AR Development Group.  Some of the methods used to troubleshoot are quite simple, yet effective.

Occasionally there may be a problem with an update.  The update may cause one of the module’s .exe files to loop continually (open/close/open/close), or there may be limited functionality, or perhaps the ProSim737 main module will continually crash.

Recommended Initial Troubleshooting Protocols

Before spending valuable time in advanced troubleshooting, I suggest you check/do the following:

(i)     Shutdown all computers and restart;

(ii)    Ensure that all modules within all folders on the server and client computers have been updated to the new release (check the update file in the folder or check the release version number by right clicking the screen display and selecting configuration);

(iii)    Close and open all ProSim737 modules on the server and client computers;

(iv)   Check to ensure that the correct IP address is recorded for each display window opened.  To check this, right click the opened screen and select configuration.  This will open the screen’s user interface.  Check that the correct IP address recorded in the server box;

(v)    Check the version of .Net Framework on your client and server computer (discussed later);

(vii)  Replace the configuration file (config.xml) in the main ProSim737 folder with a copy of your backup configuration file;

(viii)  Delete all ProSim737 folders from your server and client computers and download/install from the ProSim-AR website a fresh copy of ProSim737 (remember to replace the configuration files in the ProSim737 folders to maintain your functionality settings and screen position); and,

(ix)     Open the User Interface (config/configuration) and confirm that the correct simulator (ie: FSUPIC, Sim Connect, MSFS) is listed in the options box.  Also ensure the enable embedded MCP beta is not selected, all installed  I/O modules and software are operational, and the simulator is connected.  Furthermore, check that all appropriate drivers have been selected for the add-on components and software you are using (config/configuration/drivers).

Usually problems are resolved by restarting your computer, reinstalling the config.xml file, or reinstalling ProSim737 from a fresh download.  

On rare occasions, the configuration file in the main ProSim737 module may have become corrupted during the update process (jumbled and altered assignments).  If you suspect a problem with the config.xml file, copy/paste your backup configuration file to the main folder.

Often, the easiest and fastest method to alleviate issues and save considerable time is to DELETE all instances of ProSim737 from the server and client computers and reinstall.  Before doing this make sure you have a backup of any files you may wish to keep (configuration files, etc.). 

Download the latest release of ProSim737 from the ProSim-AR website.  Copy the folders to the same location and add a copy of the respective configuration file to each folder.  Then, download the beta release (if required).

A quick word when trying to detect where a problem may be occurring.  Always test with a minimal or vanilla setup.  By this I mean deactivate on-line weather and winds and do not connect any add-ons other than those installed into the flight simulator platform (P3d, etc).  Test with a minimal setup; if everything is OK, then add the next program and so forth.

Advanced Troubleshooting, Log Files and the Input Debugger

If the above-mentioned ideas have failed, or the problem relates to a switch, toggle or USB disconnection of hardware, then the next option is to use some of the features available in the User Interface.  Namely the: System tabs, Driver tab, Input Debugger, Logging features, and Debug Mode. (config/configuration/main tab/drivers tab).  Let's look at each in turn.

Main Tab

After opening the User Interface, the first tab that is usually seen is the Main tab.  The Main tab displays a list of registered and connected interface cards.  It also displays the add-on software components that are specific to your simulator configuration.  This screen is ‘live’ meaning that as you add or remove a device or interface card from the computer the connection (and list) will be updated.

The main tab is particularly helpful in identifying hardware USB disconnects (Windows USB disconnect ding-dong sound). 

In the case of USB disconnects, note any interface cards that you have connected that are either not displayed in the list, or flash on and off simultaneously with the ‘ding-dong’ sound; this will most likely be the offending card/device.  Often removing and replacing the USB connection will resolve a problem.

If the problem is a connection or functionality problem that relates to an add-on component (for example SimWorld MCP, CP Flight, Flight Deck Solutions, etc.).  Click the + symbol adjacent to the name of the device in the software list. This will expand the selected folder for the item in question.  Components not operating correctly, or not connected will be highlighted in red.

Enlarging on the above.   if you select option under I/O modules (located in the main menu) you are presented with 'storecurrentlistasrequired'.   This is a very handy feature in that it saves, as a profile, the interface cards used. If at anytime the cards connected to ProSim737 do not match this list, the disconnected card/harware will be displayed in red.

Important Point:

  • The list displayed in the Main tab includes all legacy components (for example, interface cards that previously may have been used but are now not connected).  To reflect the most up-to-date items, the configuration file in main ProSim737 folder must be edited.  This post in the ProSim-AR forum explains how to remove these entries: Removing Old Entries in Config File.

Drivers Tab

One of the advantages in using ProSim-AR, is that the developer has pre-installed and checked the connectivity of drivers for several add-on hardware components.  This removes the need to regularly update drivers.

The Drivers tab displays a list of all drivers that can be used with ProSim737.  For an add-on component to function, the driver specific to that component must be selected (checked/ticked/turned on).  If it isn't then the component will fail. 

If you have updated ProSim737 to a newer release, and have not used the Version Manager (manual update from the website), then there is a possibility that the correct drivers for your components have not been selected.

Functionality - Checking Inputs and Outputs (System Tabs and Input Debugger)

There are two ways that the User Interface can be used to check whether the movement of a component (input/output) is being registered by ProSim737 and operating correctly:  the System tabs and the Input Debugger.

System Tabs

The System tabs correlate to various aircraft and simulator systems, and when opened will display a list detailing the functionality of that particular system.

If the switch, toggle or whatever component in question is manipulated, there will be a corresponding indication shown in the Systems tab for that component.

I'm unsure if the System tabs were designed with problem troubleshooting in mind. Nevertheless, the various tabs can provide useful and helpful information and should form part of your troubleshooting system. 

Input Debugger

The Input Debugger (help/input debugger) is very easy to use, and the information it generates in its text box may help determine where a problem may reside.

The first time the Input Debugger is selected, a display window (debugger window) will open showing dozens of entries; the list can be confusing to read.  It's recommended to clear the list to make the debugger easier to use (press the clear list tab). 

With the Input Debugger open, you physically move the component in question (switch, toggle, lever, etc).  As soon as you move the component, you will note that its input, output and other related information is displayed in the debugger window.

The use of the Systems tab and Input Debugger is an ideal way to check that ProSim737 has registered the movement (input/output) of a component.

There is also a MCP debug option located in the config file of the MCP module (Version 2.30).  Opening the debug option in the MCP only displays information concerning the MCP.

Debug Mode

The debug mode is an advanced option that should only be used when requested by the Development Group (config/configuration/main/debug mode).   Some explanation of the mode is needed.

ProSim737 will only generate a crashlog.txt that relates to problems within its own software; it will not generate a crashlog.txt file if the problem is located outside of its software.  In such circumstances, the debug mode can be used to force ProSim737 to generate a crashlog.txt file.  This may aid in troubleshooting.

The debug mode will generate a large volume of entries, which to anyone but a software developer will be  nonsensical.  The generated files should be sent to the Development Group.

A further debug mode is located in the MCP tab (config/configuration/main/MCP).  As the name suggests this debugging tool should only be used when there are problems occurring with the MCP.

Important Points:

  • If the problem you are experiencing does NOT generating a crashlog.txt file (after deleting the file), then the problem is NOT related to the ProSim737 software, but rather to an outside source.

  • The debug mode should ONLY be used to generate the crashlog.txt file, after which it should be turned off.  Furthermore, it should only be used if requested by the Development Group.

Log Files

ProSim737 generates a number of log and crashlog files that can be examined to determine problems.

The two primary files, which are located in the main ProSim module folder are the log-System.txt and crashlog.txt files.

Further log files (log-Display.txt, crashlog,txt, log-Audio.txt, etc) can be found in the various ProSim modules (for example, display folders, CDU folder and audio folder).  Secondary log files can also be generated for LNAV and VNAV using HTP protocols.   Scrutinizing these files can often provide incite to the cause of a problem.

The log files, with time can become quite voluminous.  This is because additional information is added to the log every time ProSim737 is opened.  Often it’s easier to view a file that displays information that relates to the last simulation session. Therefore, when trying to troubleshoot an issue, it's a good idea to delete the log-System.txt and crashlog.txt files; the software will automatically generate both files from scratch when ProSim737 is re-run, and the resultant entries will only record the data from the last simulator session - this makes for easier reading.

Sometimes more detail is required in a log file.  To select more detailed (aka verbose) logging, open the User Interface (config/configuration/main/logging).  In the Main tab, beneath Logging and Updates, there is a drop down box - select either normal or verbose logging. 

It’s recommended, when using the simulator, to leave logging set to normal (unless testing).  The reason for this is because the verbose option will generate a significant increase in the number of entries to the various logs with a subsequent increase in system resources.  

If a crash log file is not generated for some reason, navigate to the Windows Event Viewer.  The Event Viewer may provide further information (Google Event Viewer if you are unsure what this is).

In addition to the primary log files, secondary log files can be used to harvest information pertinent to a specific system; for example, VNAV and LNAV.  These files should only be enlisted when requested from the Development Group. 

LNAV log files can be viewed by opening your web browser and selecting 127.0.0.1:8080/lnav or vnav (you replace the address with your own address).

An additional log, that more or less duplicates the information found in the system-log.txt file can be viewed by accessing the web-based URL (help/web access URL's) - http//10.1.1.6 8080/log.  A shortcut to this can be found under the help tab in the ProSim User Interface window.  Web-based URL's were used in earlier versions of ProSim

Important Points:

  • ProSim737 will generate a new log-System.txt and crashlog.txt file if either of the files are deleted. 

  • Whenever posting to the ProSim-AR forum a question concerning a problem, its a very good idea to attach the log-System.txt and crashlog.txt files to the thread.  These files can then be perused by the Development Group.

Other Potential Causes of Problems

The list could be infinite!  However, the following 'potential culprits' seem to regularly cause problems for some users.

Opening Sequence of ProSim737 Modules and Flight Simulator

Sometimes following an update, ProSim737 will crash (drop-out).  If this should occur, there may be an issue with the sequence that the various programs are opened (run).

Theoretically, all the ProSim737 modules should connect automatically with the main ProSim737 module no matter what sequence they are opened. This said, changing the sequence that the ProSim737 main module is opened can resolve the issue.

Some users have reported that opening P3d/FSX before ProSim737 resolves drop-out issues, while others indicate the opposite.  Likewise, some users report that the main ProSim737 module should be opened prior to opening the other ProSim737 modules.

Whatever the sequence, changing the sequence that programs are opened should form part of your initial troubleshooting regime.

Important Point:

  • Always start of the ProSim737 System module using 'Administrator Rights'.

Windows Power Management Settings

If a USB device disconnect occurs after a period of elapsed time, then the computer’s Power Management Settings should be checked.

The Power Management Settings  enable the computer to turn off a device to save power; this is done following a period of elapsed time, or after a device has not been used for some time (for example, USB devices and display monitors).

Earlier operating systems maintained the settings established in Power Management, however, Windows 10 has a nasty habit of changing the Power Management settings without warning.  Therefore, the first check should be the device manager to check that the settings are as they should be.  

In the Device Manager dialog box, expand the Universal Serial Bus controllers tab, right-click each USB Root Hub, and click Properties. In the USB Root Hub Properties dialog box, click the Power Management tab.  The setting that allows the computer to turn off the device must be turned OFF (do not tick/check).

Additionally, check the Power and Sleep options. Depending on the operating system used, there may also be other tabs associated with power options.  Search Advanced Power Settings/USB/ and suspend/disable power management or sleep function.

USB Disconnects and Other Hardware Issues

The list is almost infinite.  However, for those using a number of interface cards and relays, a potential problem can be located with the USB cable, cleanliness and tightness of USB connections (including any USB hub), and loose wiring (especially if connectors have been used).

Clean the USB connections with a quality cleaner to ensure cleanliness and make sure the USB connectors are tight.  If the connectors need tightening, this can easily be done by pushing the small tabs inward on the female USB connection.

Surprisingly, wires that have been connected to relays by connectors can also work their way loose either from the connector blade on the relay or from the connector themselves.  This is caused by the continually opening and closing of the connected relays (movement and vibration), and by the continual heating and cooling of the wires (which can loosen wires from the connector).

Terrain Database (DEM) Installation

The Terrain Database is a separate folder downloaded from the ProSim-AR website.  The data when downloaded is in a zip file which when uncompressed should install the terrain data to a folder called DEM located at:  C:/Program Data/ProSim-AR/. 

Sometimes the installer doesn't function correctly.  If this happens, uncompress the files to your computer's desktop (or wherever) and copy the folder called DEM (and its files) to the location above.  When done correctly you should have folder called DEM in C:/Program Data/Prosim-AR/DEM. 

Once the files are installed, run the ProSim737 main module (.exe file) and enter the menu at the top of the User Interface.  Select CONFIG and rebuild the database.  The User Interface should have displayed 'Terrain Database Available'.

The information from the terrain database is recorded in the logdbbuild.txt file located in the main ProSim module folder.

Navigraph Data Installation

Navigraph is the navigation database used by ProSim737.  It is a purchased separately to ProSim. 

The correct navigation database (at time of writing) to download from the Navigraph website is ProSim737 2.24b1 (and above).

Navigraph have an installer (FMS Data Manager) which a standalone program that is free to use.  When setup correctly, the installer will download, uncompress, and install the Navigraph files to the correct folder structure on yuor computer.

Once the database is installed or updated, the ProSim737 main module (.exe file) must be run, and the database rebuilt (User Interface - select CONFIG and rebuild the database).   The database AIRAC cycle number will be displayed in the User Interface.

If the database does not update, there is a possibility that either that downloaded file is corrupt, or more than likely the database has been installed to the incorrect folder structure.

In this case, uncompress the downloaded files to your computer desktop (or anywhere) and copy the database to C:/Program Data/Prosim-AR/Navdata.  

Important Point:

  • Whenever you install the Navigraph database, rebuild the database and check the AIRAC cycle.

.Net Framework

Without going into detail, .Net Framework (pronounced Dot Net) is a language that is designed to bridge other computer languages so that they can be understood.  .Net Framework is designed and written by Micro$oft, and ProSim-AR have used it in newer releases of ProSim737.  

.Net Framework must be installed to all client and server computers.

Windows 10 Updates

Windows 10 has a feature that automatically updates essential files (as determined by Micro$oft) when the computer is connected to the Internet.  Often, the user is unaware that the files have been updated, as the update occurs in the background.

Sometimes a problem will occur when a Windows update deselects features in ProSim737 that are required.  For example drivers.

The Windows 10 updating feature can be deactivated if you use Windows 10 Professional, however, it cannot be deactivated in the Home edition (without registry hacking and other work-arounds). 

Batch Files and Shortcuts

It’s common for individuals to use a batch file to open ProSim737, or at the very least to use a shortcut to the original .exe file within a specific folder.  It’s also commonplace to rename the .exe file to something meaningful other than ProSim Display (of which there are several instances).  

DO NOT rename the original .exe file.  Rather make a shortcut to the file (right click and make shortcut) and rename this file.  If you do rename the original .exe file, the Version Manager will not replace the renamed .exe file and the release update will fail.

Hardware/Mapping

The config.xml file contains the information needed for ProSim to connect with whatever hardware you are using.  Often this hardware changes as items become obsolete and are replaced - for example, interface cards may be updated.  The Hardware/Mappings section of the config file will not these changes.  Rather, it will add new hardware mappings to the list.

To clean up the mappings section, it is necessary to open the config.xml file in a text editor and delete all entries between the <Hardware> section headers.  When the ProSim main menu is opened, a new hardware/mappings section will be generated that includes only the current hardware connected.

ProSim737 Flight Model

ProSim737 has a dedicated flight model for P3D and MSFS-2020.

The flight model has a built in installer which makes the process of installing straightforward - providing you follow the instructions as written by the developer in the opening screen.  The flight model is installed to the main P3D folder or to the community folder if using MSFS-2020.  If using the later, the flight model can be installed to a generic folder outside of the community folder and then linked to the community folder.

Prior to installing a new flight model, it is recommended to uninstall the earlier flight model.  This can be done by using the add/remove program options in Windows or by opening the uninstaller program that comes with the flight model.  Whichever option is selected, you must understand that the installation of the newer flight model will replace any existing files that relate to the model.

The files that are affected are those that reside in the aircraft folder.  The below folder is the location of the folder in my computer running MSFS-2020.  Your location will be different, however, the bolded entry is generic for all users.

D:\\Flight Simulator\MSFS2020Community Folder\Aircraft\prosim-B738-v2023\SimObjects\Airplanes\prosim-b738-2023.

Installation of a new flight model will replace any altered files, additional sound files, and added aircraft liveries with default files.  I strongly recommend that you backup the aircraft folder prior to updating the flight model.  After the new flight model is installed, you can then change-out any files that you want from the previous model.

Important Point:

Always backup the aircraft folder.  Uninstalling or installing a new flight model will delete and replace any files within the aircraft folder with default files.

Dedicated Forum and Requesting Help

ProSim-AR has a dedicated forum that is actively monitored by the Development Group. 

If unable to resolve your issue, the log.txt and crashlog.txt files can be posted to the forum along with a detailed subject line and description of the problem.  In most cases, the Development Group rectify problems quickly.  Failing this, you can submit a support ticket via the ProSim-AR website.

Important Points:

  • I cannot emphasis the importance of a detailed subject line.  It's counter intuitive to think that someone will open a thread that says "Help Me" or "Problem PS Doesn't Work" as opposed to "Marker Sound Not Working With PS Audio", or "MCP Disconnects when Opening ProSim".

  • When your issue has been resolved, open the thread and write RESOLVED in the title line.  This will stop forum members from opening your post to offer help, when in fact the problem is solved.

Disclaimer

The above mentioned information is valid as at the time of writing with Release Version 2.28b3.  However, ProSim-AR frequently update their software, and a future update may change what I have documented.

Final Call

The procedure to update the ProSim737 avionics suite is relatively straightforward, and the updating process streamlined and effective.   Nevertheless, the avionics suite is a complex piece of software and problems can occur following an update.  

The User Interface and Version Manager are powerful tools that can be used to customize the way that ProSim737 is updated and configured, and be used to troubleshoot problems.  Additionally, highly detailed logs can be generated which can be used by the Development Group to aid in rectifying problems.  This said, often the easiest solution to resolve a problem is to reinstall ProSim737 to its virgin state (from the ProSim-AR website), and reinstall your backed up configuration files.

This article has dealt primarily with updating and some of the potential problems that may develop; troubleshooting has only been briefly addressed.  Despite this, the above-mentioned recommendations should rectify most of the problems that may present when updating the avionics suite.

Acronyms and Glossary

  • Development Group - ProSim737 Development Group (software developer).

  • Level D/Type 7 Simulation - Full flight simulator (FFS) is a term used by national (civil) aviation authorities (NAA) for a high technical level of flight simulator. ... A Level D/Type 7 simulator simulates all aircraft systems that are accessible from the flight deck and are critical to training.

  • Manipulate - A term to mean move.  It could be a switch, toggle, button, lever or anything else that can be physically moved.

  • Run - Term meaning to run or open a program.

  • User Interface - The User Interface used to access the customizable features of ProSim737.  The User Interface is accessible by clicking the ProSim737 icon.

  • Version Manager – ProSim737 user interface used to configure and customise the ProSim737 avionics suite.

Update

  • Updated 11 April 2020

  • Updated 19 March 2023 (amended to include important changes made to the Version Manager in Version 3)

Correcting Lag in ProSim737 Weather Radar

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This short article relates only to the ProSim737 avionics suite.

The software that controls the avionics suite enables many features to be displayed on the Primary Flight Display (PFD) and Navigation Display (ND), and it's paramount that the PFD and ND display the best possible rendentation of the avionics that is possible.  Anything less will detract from the simulation experience.

ProSim-AR (the developers of ProSim737) are constantly updating their software to facilitate new features, functionality, and improve on existing functionality within the avionics suite.

One area of improvement recently implimented has been the detail that the terrain and weather (from the weather radar) is displayed on the ND.  

Performance Issue

Although the improvement is welcomed, many enthusiasts have reported performance issues when the terrain, or more specifically, the weather radar is displayed.  The condition usually becomes worse when other functionality, such as waypoints, airports, stations, and data are also selected on the EFIS to display on the ND (in addition to terrain and weather radar).  

The performance spike presents as a stuuter, lag, or pause, and this becomes more evident when the aircraft is climbing or banking; the altitude tape in the PFD stutters, as does the compass rose as it moves to a new course heading.

Attempting to Resolve Lag

ProSim-AR have attempted to resolve the issue of lagging, by releasing an alterative method to how the software interprets and displays the data (Direct2D).  Although the use of Direct2D has been ‘more or less’ resolved the display lag or stutter, other problems have surfaced such as the positioning and clarity of the displayed fonts.

It’s important to realize that the lagging issue is not a direct result from a low performance computer or graphics card.  Although using a high-end computer and graphics card will help to provide the necessary ‘grunt’ to display the data without any lagging.

Possible Solution to Lag

On my simulator set-up, I was using one computer monitor and one instance of ProSim737 (ProSim Display) to display the data on the PFD and ND.  Using this combination, my set-up always exhibited lagging and stuttering.  

Recently, I decided to run one instance of ProSim Display for the PFD and another for the ND, while displaying both the PFD and ND on the same computer monitor.  In other words, I separated the resources that are used to display the PFD and ND.

I was surprised that this combination resolved the lagging problem.  I can now operate the ND with waypoints, airports, stations and data, and change between the weather and terrain display without any major lagging being evident on the altitude tape of the PFD or ND compass rose (assuming the aircraft is climbing and/or banking).

Configuration

Setting up the two instances of ProSim Display to feed directly to one computer screen is straightforward.  However, configuring the position of the PFD and ND so that they are adjacent to each other and can be seen simultaneously can be ‘tricky’.  It does take a little bit of time to set up.

Prior to changing anything, always make a back-up copy of your config file.  This file, amongst other things, contains the last position of your various displays on the computer monitor.  The config file is located with the ProSim Display folder.

Excess Data Display

The ND will often display the words 'Excess Data'.  This message indicates that the ND is not capable of displaying all information.  If you deselect an ND option on the EFIS, the display will usually extinguish.  The display also appears on the the ND in the real aircraft.

The message can be disabled in the ProSim737 Instructor Station.

Final Call and Disclaimer

This simple procedure resolved the issue of display lagging on my simulator, however your ‘mileage’ may differ.  Each computer is unique.

If it doesn’t work, then delete the config file and replace it with the backed-up copy.  This will revert the position of the displays to your earlier set-up.  

At the time of writing this article, I was using ProSim737 Version 219b10 with Lockheed Martin P3d Version 4.4 and 4.5.

Repair Backlighting on Throttle Quadrant

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The rear of the First Officer side trim lightplate showing one of the two terminals that the wiring loom connects to

During a recent flight, I noticed that the bulbs that illuminate the backlighting for the trim and flaps lightplate (First Officer side) had failed, however, the backlighting on the Captain-side trim lightplate was illuminated.  My first thought was that the 5 volt bulbs that are integrated into the lightplate had burned out; after all, everything has an end life.

Backlighting - Wiring Loom

The wiring loom that supplies the power for the backlighting enters the throttle quadrant via the front firewall, and initially connects with the trim lightplate and parking brake release light on the Captain-side.  A Y-junction bifurcates the wire loom from the Captain-side to the First Officer side of the quadrant, before it snakes its way along the inside edge of the quadrant firewall to connect with the First Officer side trim lightplate, and then the flaps lightplate.  The wiring loom is attached securely to the inside edge of the throttle casing by screwed cable clamps.

The backlighting for all lightplates is powered by 5 volts and the backlighting on the throttle quadrant is turned on/off/dimmed by the pedestal lighting dimmer knob located on the center pedestal. 

Finding the Problem

Ascertaining whether the bulbs are burned out is uncomplicated, however, assessing the terminals on the rear of each lightplate, and the wiring loom the connects to the lightplates, does involve dismantling part of the throttle quadrant.

The upper section of the throttle quadrant must be dismantled (trim wheels, upper and side panels, and the saw tooth flaps arc).  This enables the inside of throttle quadrant to be inspected more easily with the aid of a torch (lamp/flashlight).  When removing the trim wheels, be especially vigilant not to accidently pull the spline shaft from its mount, as doing so will cause several cogs to fall out of position causing the trim mechanism to be inoperable.

After the lightplates have been removed, but still connected to the wiring loom, a multimeter is used to read the voltage of each respective terminal on the lightplate. If the mutlimeter indicates there is power to the terminals, then the bulbs should illuminate. 

What surprised me when this was done, was that the bulbs worked perfectly. Therefore, it was clear the problem was not bulb, but wire related.

Process of Elimination

The process of elimination is the easiest method to solve problems that may develop in complicated systems.  By reducing the components to their simplest form, a solution can readily be attained.

Alligator wire connects power from Captain-side lightplate to the First Officer lightplate.  Note the frayed outer layer of the white aircraft wire.  The gold colour is a thin layer of gold that acts as a fire retardant should the wiring overheat

If you suspect that the wiring is the problem, and don't have a multi meter, then a quick and fool safe method is to connect an alligator cable from the positive terminal of the Captain-side lightplate to the respective terminal on the First Officer lightplate.  Doing this removes that portion of the wiring harness from the circuit. 

In this scenario, the  bulbs illuminated on both trim lightplates.  As such, the problem was not bulb related, but was associated with the wiring loom.

It must be remembered that the wire used to connect the backlighting in the throttle quadrant is OEM wire.  As such, the age of the wire is the same age as the throttle quadrant.  

Inspecting the wire loom, I noticed that one of the wires that connected to the terminal of the lightplate was severed (cut in two).   I also noted that the original aircraft wires had begun to shed their protective insulation layer. 

Aircraft Wire and Insulation Layers

The high voltage and amperages that travel through aircraft wire can generate considerable heat.  This is why aircraft wire is made to very exacting standards and incorporates several layers of insulation that surround the stranded stainless steel wire.  The use of high-grade stainless steel also provides good strength and resistance to corrosion and oxidation at elevated temperatures.  

The green wire has been severed.  A possible scenario was that the wiring loom had been pulled slightly loose from the throttle chassis, and had become caught in the flaps mechanism.  When the flaps lever is moved, the mechanism can easily crimp (and eventually sever) any wire in its path.  If you observe the white wire you can see the insulation that is shedding

Interestingly, one of the insulating layers is comprised of gold (Au).  The gold acts as an effective fire retardant should the wires overheat.

The breakdown of the upper insulating layer is not a major cause for concern, as a 'shedding' wire still has enough insulation to not arc or short circuit.  However, the wire should be replaced if more than one layer is compromised, or the stainless threads of the wire are visible.

Possible Scenario

When inspecting the wiring loom, I noted that one of the screws that holds the cable clamp to the inside of the throttle casing was loose.  This resulted in part of the wire loom to 'hang' near the flaps arc mechanism.    It is possible that during the throttle’s operational use, the movement and vibration of the aircraft had caused the screw to become loose resulting in the wires hanging down further than normal.  It appears that the wire had been severed, because it became caught in the mechanism of the flaps lever.  

Unlike reproduction throttles, the parts used in an OEM throttle are heavy duty and very solid; they are designed to withstand considerable abuse.  The speedbrake lever, when activated can easily cut a pencil in two, and the repeated movement of the flaps lever, when moved quickly between the teeth of the flaps arc, can easily crimp or flatten a wire.

Rather than try to solder the wires together (soldering stainless wire is difficult) and possibly have the same issue re-occur, I routed the wires from both lightplates (trim and flaps) directly to the 5 volt bus bar located in the center pedestal. 

I could have removed the wire loom completely and replaced it with another loom, however, this would involve having to disassemble the complete upper structure of the throttle quadrant to access the wire loom attachment points on the inside of the throttle casing; something I was not keen to do.

Final Call

OEM parts, although used in a static and simulated environment can have drawbacks.  Apart from age, the repeated movement of mechanical parts and the vibration of the spinning trim wheels, can loosen screws and nuts that otherwise should be securely tightened. 

Acronyms

  • OEM – Original Equipment Manufacturer

  • Wire Loom – Several wires bundled together and attached to a fixed point by some type of clamp

Using OEM Panels in the MIP

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OEM Captain-side DU panel.  Note the thick engraving and specialist DZUS fasteners

The introduction of the Boeing 737 Max has meant that many carriers are updating their fleets and retiring earlier production 737 NG airframes.  This has flow on benefits for flight simulator enthusiasts, because more and more OEM NG parts are becoming available due to NG airframes being stripped down and recycled.  

Although some items, such as high-end avionics are priced outside the realm of the average individual, many other parts have become reasonably priced and are often a similar price to the equivalent reproduction part.

This article primarily relates to the panels used in the Main Instrument Panel (MIP), and lower kick stand.  The term panel means the aluminum plate that is secured to the framework of the MIP, and lightplate refers to the engraved plate that is secured to the panel.

Do You Notice The Difference

This is a common question.  The resounding answer is yes – the difference between OEM and reproduction parts can be noticed, especially if you compare the identical parts side by side.  This said, some high-end companies manufacturer panels that are almost indiscernible from the OEM panel.  These panels are bespoke, expensive, and usually are only made to a custom order.  Therefore, it really depends on which manufacturer/company you are comparing the OEM panel against.

Close up detail of OEM lightplate and general purpose knobs

By far the biggest difference between an OEM and reproduction panel, other than appearance, is the tactile feel of a knob, the overall robustness of the panel, and the firmness felt when rotating a commercial-grade switch; the later feels very accurate in its movement. 

There is litle compromise with backlighting as an OEM panel has a consistent colour temperature and intensity without hot and cold spots.  

Using a real panel helps to provide immersion and, as your're using a real aircraft part there is no second-guessing whether the panel is an accurate copy; using an OEM panel is literally 'as real as it gets'.  Furthermore, it’s  environmentally friendly to use second hand parts.  New parts (reproduction or otherwise) are made from  finite resources. 

Limitation

Not every OEM part can work in a home simulator.  For example, the OEM potentiometer responsible for the dimming function in the lower kickstand DU panels cannot be used.  This is because Boeing use a rheostat instead of a potentiometer.  Without going into detail, a rheostat is designed to take into account 115 volts AC commonly used in aircraft.  If using these panels. you will need to change the rheostat to a high-end commercial potentiometer.  

Table 1 outlines 'some' of the main differences between the OEM panels and their reproduction equivalents.

Table 1:  Main differences between OEM and reproduction panels (MIP only).

The information presented in the above table, should not be taken in a way that reflects poorly on the manufacturer of reproduction panels.  There are a few high-end companies whose panels are indiscernible from the real item; it’s the purchaser’s knowledge and the manufacturer’s skill that will define whether a reproduction panel replicates the real item.  ‘Caveat Emptor’should always be at the forefront of any purchase decision.

Potential Problems Using OEM Panels in the MIP

Potential problems often surface when attempting to mate OEM parts to the framework of the MIP.  This is because reproduction MIPs rarely echo the identical dimensions of their OEM counterpart. 

OEM Stand-by instrument panel. Although difficult to see from a picture, the overall robustness of this panel surpasses all but the very best reproductions

It's not possible to document every potential problem, as all reproduction MIPs are slightly different to each other.  However, some issues encountered may be the misalignment of screw holes between the MIP framework and the OEM panel, the inability to use the panel's DZUS fasteners, the panel being too large or too small for the MIP in question, or the open framework structure at the rear of the panel (which incorporates the wiring lume and Canon plugs) interfering with the infrastructure of the reproduction MIP, or the mounting of the computer screens.

In general, OEM panels cannot be mounted to a reproduction MIP without major work being done to the framework of the MIP.   The solution is to use a MIP that has been designed 1:1 with the OEM MIP, or fabricate a MIP in-house to the correct dimensions.

Specifics to the FDS MIP

The MIP used in the simulator is manufactured by Flight Deck Solutions (FDS), and although the MIP is made to a very high quality, the dimensions of the MIP are not 1:1. 

The most problematic issue is that the MIP length is slightly too narrow to enable the OEM panels to be fit correctly to the front of the framework.  For example, the OEM chronograph panel is 1 cm wider than the FDS chronograph panel.  Furthermore, most of the OEM panels (such as the standby instrument, chronograph and landing gear panel) measure 130 mm in height as opposed to the FDS panels that measure 125 mm in height.  This causes problems when trying to line up the bottom of each panel with the bottom of the display bezels. 

The standby instrument panel does fit, however, there is a few centimeters of space between the panel and the adjacent display bezel frame.  In the real aircraft, the display bezel and the edge of the standby instrument panel almost abut one another.  The autobrake panel does fit as do the lower kickstand panels.

FDS use screws to attach their panels to the upper MIP framework, however, OEM panels use DZUS fasteners.  The screw holes on the FDS MIP do not align with the position of the DZUS fasteners in the OEM panel.  The lower MIP panel (kickstand) in the real aircraft also incorporates a DZUS rail to which the panels are attached.  The FDS kickstand does not use a DZUS rail, and screws or reproduction DZUS fasteners are needed to secure the OEM kickstand panels.

The above said, FDS does not state that their MIP is I:1, and when asked will will inform you that OEM panels will not fit their products without considerable fabrication.

DZUS fastener that secures DU panel to the MIP framework

Specialist DZUS Fasteners

The OEM panels used in the upper MIP incorporate into the panel a specialist DZUS fastener.  This fastener is used to tightly secure the panel to the framework of the MIP; screws are not used.  Screws are only used to secure the lightplate to the panel. 

The DZUS fastener is shaped differently to the fasteners used to secure the panels located in the lower kickstand, overhead and center pedestal, and these parts are not interchangeable. 

Reproductions rarely replicate these DZUS fasteners.  However, like many things it's often the small things that make a difference (at least aesthetically).

Rear of OEM Captain-side DU panel.   Note heavy duty rotary switches (Cole & Jaycor brand), neat and sturdy wiring lume, and easy connect Canon plug.  The use of the correct bracket in the panel enables the AFDS unit to fit snugly to the panel.  Note the depth of the external frame which can cause placement issues

Advantages Using OEM Wiring Lume and Canon Plugs

A major plus using any OEM panel is that the part usually includes an expertly-made wiring lume that terminates at Canon plug.    If possible, the original wiring lume should be kept intact and additional wiring should be done from the Canon plug.  It’s very difficult to duplicate the same level of workmanship that Boeing has done in relation to the wiring.  Furthermore, the wire that has been used is high-end aviation grade wire.

OEM landing gear panel. Like any OEM part, the neatness in relation to the wiring is immaculate.  A Canon plug enables the panel to be connected to a lume which then connects with whatever interface card is in use

The Canon plug deserves further mention, as the use of a Canon plug (or any connector for that matter) enables you to easily remove the panel for service work should this be required.  If at all possible, the original Canon plug (and wiring) should be used because it’s neat and tidy and ensures a good connection.  However, if the correct Canon plug cannot be procured then a reproduction plug should be fabricated.  There is nothing worse than having to disconnect wires from an interface card to remove a part.

Configuring an OEM Panel

Configuring an OEM panel to use in flight simulator depends on which panel you are referring to. 

Panels with knobs, toggles and switches are relatively straightforward to interface with a respective interface card (Phidget card, PoKeys card, FDS SYS card or similar).  Determining the pinouts on the Canon plug that control backlighting requires the use of a multimeter, and then connection to a 5 volt power supply.  If the panel includes annunciators (korrys), then these will need to be connected to a 28 volt power supply (using the correct pinouts).

Technology is rarely static, and there are other ways to interface and configure OEM panels.  The ARINC 429 protocol is becomminginceasingly common to use along with specialist interface cards, and these will be discussed in separate articles.

Rear of DU panel showing korry connections and AFDS bracket

The Future

The FDSMIP can, with some work, be modified to mount the OEM panels.  However, an easier option is to find another MIP that has been designed to mount the panels, or fabricate a MIP in-house to OEM dimensions.

Final Call

Aesthetically, nothing beats the use of an OEM panel, and the panels used in the upper MIP and lower kickstand offer little comparison to their reproduction equivalents, with possible exception to bespoke reproductions. By far the biggest challenge is determining the pin-outs for the Canon plug, but once known, configuration using a Phidget or other traditional card is relatively straightforward. 

As straightforward as it may seem, potential problems surface when attempting to mate OEM panels to an existing reproduction MIP.  To resolve these issues, often a replacement MIP is needed that has been made to the identical dimensions of the OEM counterpart.

Additional Information

The following articles may provide further information in relation to using OEM parts.

Acronyms

  • ARINC 429 - Aircraft communication protocol

  • DU - Display Unit

  • Lume - A harness that holds several wires in a neat way

  • OEM - Original Equipment Manufacturer

  • MIP - Main Instrument Panel

Adding Liveries to ProSim737 Flight Model

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The livery for the JALTRANSOCEAN Air, which depicts a whale shark is spectacular.  Why would you not want to use liveries when some look like this.  The whale shark inhabits the waters that this particular airline fly to (southern Japan) (lasta29, Japan Transocean Air, B737-400, JA8992 (18266031709), CC BY 2.0)

Flight simulator enthusiasts enjoy flying the livery of their choice, whether it be a cargo carrier such as FedEX, or a livery from one of the many passenger airlines that fly the Boeing 737 airframe.  

Airlines have unique liveries that identify the carrier.  Often the design is specific to the country or to a particular motif unique to the airlines.  For example, QANTAS depicts a red kangaroo on its tail and Aeroflot always depicts the Russian flag on its tail wing.  Some liveries relate to airline branding, others can be nationalistic (those carrying flags on their tail wings), and others can be just for fun - such as Taiwanese airline's Eva Air 'Hello Kitty' livery.  Wikipedia has an interesting list of airlines that have liveries that relate floral emblems, animals, flags and the like.

Some software companies, for example PMDG, have developed livery add-ons that can be installed by a self-extraditable .exe file;  it’s only a matter of clicking the .exe file and following the prompts, and the information, textures and changes are automatically installed behind the scenes by the software.  

The ProSim737 flight model (developed by ProSim-AR) does not at the time of writing provide a self-executable file for add-on liveries; users must install liveries manually.  Thankfully, the steps to install a livery are generic, and have been more or less the same since FS9 and FSX.

This article will primarily address how to install an aircraft livery to the main aircraft folder in ProSim737 using Prepar3D (P3D). 

The process is very similar in MSFS-2020, however, a with a few extra steps will need to be taken (see later in article).

Important Points:

  • As of March 2020 there are a several different versions of the ProSim737 flight model, each generating a different folder name and a slightly different naming profile in the aircraft section in the aircraft.cfg.

  • Take note that liveries used in Version 2 visual models are not compatible with the Version 3 visual model. Check the livery information to ensure you are using a compatible livery for the flight model being used.

  • Note that older liveries use a different method to create the textures (not PBR) and will display with slightly less detail.

Back-up

Before proceeding with any amendment to the aircraft folder, make a backup of the ProSim737 aircraft folder BEFORE making changes.  It’s also wise to copy the default aircraft configuration file.  This can easily be done by right-clicking the file and saving as a copy.  The copy can reside in the same folder, as it will have the word ‘copy’ annotated to the file name.

It’s good policy to do this just in case a problem is experienced.   If a problem presents itself, it’s an easy matter of deleting the aircraft folder and replacing it with the original, or replacing the aircraft configuration file.

The Basics

We are interested in three components:  

(i)      The ProSim737 default aircraft folder;

(ii)     The add-on livery texture folder; and,

(iii)    The aircraft configuration file (aircraft.cfg).

Note that the default ProSim737 aircraft is installed via a self-executable file that installs the default 738 aircraft to the correct folder.

File and Folder Structure

The ProSim737 aircraft software installs the aircraft to the following folder: D://Documents/Prepar3D V4 Add Ons/ProSim-AR/Simobjects/Airplanes/ProSim737-800-2018 Professional. 

Important Points:

  • D:// may differ.  It depends upon what drive you installed ProSim-AR and whatever flight simulator platform you use.

  • The aircraft folder name may be different as this relates to what ProSim-AR call their newer released flight models).

One interesting livery is British Airways (BA).  All BA aircraft depict the Union Jack on their tail.  In the 18th Century, England had colonies throughout the world and it was often stated that ‘the sun never set on the Union Jack’.  With the loss of her colonies the sun definitely now sets on the Union Jack, however, it probably never sets on British Airways as there is always a BA aircraft somewhere in the world (Andrew Thomas from Shrewsbury, UK, G-DOCT Boeing 737-436 (cn 25853 2409) British Airways. (7610860068), CC BY-SA 2.0)

This folder falls outside the main P3D folder architecture, however, various files are automatically linked to P3D so they aircraft can be flown and seen in the game.  In my setup I have two drives, which is why the Prepar3D folder is located on D Drive rather than C Drive.  Your drive may feature a different drive letter.

Livery Texture Folder

An add-on livery is usually downloaded from the Internet in zip file format.  Once the zip file is extracted, you will see a number of folders and files.  At the very least there will be a texture folder, in which is stored the various bitmaps and images necessary to amend the default aircraft with that livery.   There may also be a thumbnail image of the livery and a ‘read_me’ file.

The ‘read_me’ file is important, as this often will contain the correct edits for the livery that need to be added to the aircraft configuration file.

Non-mipped Images

The developer of the livery may also have included additional folders such as non-mipped images.  Opening this folder will reveal an alternate texture folder.  

Textures developed from non-mipped images are displayed differently by P3D and often provide slightly better detail that standard textures.  This may be advantageous if you often zoom into the aircraft to view close-up detail.  There are many variables that affect the appearance of non-mipped textures, including graphic card settings, computer specifications, and P3D settings.  For most users, the use of non-mipped textures in not necessary.  However, ‘horses for courses’, so test and choose whatever is appropriate to your circumstances.  

Mip-Mapping

Mip mapping can be a confusing topic (the naming itself causing confusion). 

Basically, textures are created using one of two methods which generate textures that have been either mip-mapped or non mip-mapped.

With regard to the ProSim aircraft, the mip-mapped textures will always give you better performance, but less visible detail, whereas non mip-mapped textures will be sharper, crisper but will require more resources from your graphics processing unit (GPU).

Important P3D Settings

If using P3D and wanting to take full advantage of mip mapping (mip-maps), it is important to understand that mip-map textures are defined by the slider settings in P3D. 

The Texture Resolution setting in P3D has the most impact on how mip-map textures are displayed.  The maximum slider value is 4096x4096.  However, if the setting is set to a lower value (for example, 2048x2048), the highest resolution displayed will be that value (2048x2048).  If the aircraft texture us made from bitmaps that are 4096x4096, the 2048 setting will not enable the full resolution of the original bitmap to be seen; you will only see a second-order textures (textures at a lower resolution with less detail).

The same principle relates to the Texture Resolution slider setting that controls the vector-based scenery which simply regulates the largest mip-map to be called and displayed.

Another often forgotten variable, that can impact on both mip-maps and non mip-maps is the overall resolution the screen(s) being used.  A higher resolution screen will always display a better quality image irrespective of the mip-maps used.

Concerning frames rates (FPS).  Mip mapping has very little effect on frame rates.  However, using mip-maps will definitely ease and free up resources on the GPU.  Interestingly, this is in contrast to sceneries which can decrease frame rates considerably dependent upon the mip-mapping that has been used to create the scenery textures.  This is because the mapping affects a large area, whereby the mapping in the aircraft is minimal in comparison.

The Anti-liaising settings (AA settings) used in P3D can also have a marginal affect of how mip and non mip-mapped textures display.

Aircraft Configuration File

The aircraft configuration file is important as it contains, amongst other things, the necessary instructions to display whatever aircraft has been selected from the P3D aircraft list.  

The configuration file is set out logically with higher-level entries (top of page) identifying the various liveries that have been included in the main ProSim737 aircraft folder.  By default, the ProSim737 flight model installs a number of liveries to the aircraft folder and automatically amends the entries in the configuration file.

In the example below taken from the aircraft configuration file, the text that relates to the aircraft livery.  Bolded sections need to be edited for each livery.  If using the 2020 Version 3.42 flight model and Verson 1.55 visual model  see entries in blue (different folder naming).

  • [fltsim.XX]

  • title=Prosim_AR_737_800_PRO_2018_Virgin_Australia

  • sim=Prosim738_Pro

  • model=

  • panel=

  • sound=

  • //sound=cockpit

  • texture=VIRGIN

  • atc_heavy=0

  • atc_flight_number=209

  • atc_airline=Velocity

  • atc_model=737-800

  • atc_parking_types=GATE,RAMP

  • atc_parking_codes=VOZ

  • ui_manufacturer="Prosim_AR"

  • ui_createdby="ProSim-AR"

  • ui_type="737-800"

  • ui_variation="PROSIM_AR_Pro_2018_Virgin_Australia"

  • ui_typerole="Commercial Airliner"

  • atc_id=PS209

  • visual_damage=0

----------------------------------------

  • [fltsim.XX]

  • title=ProsimB738 PBR 2020 - Japan Airlines

  • sim=Prosim738_Pro

  • model=

  • panel=

  • sound=

  • texture=Japan Airlines

  • atc_heavy=0

  • atc_flight_number=887

  • atc_airline=ALL NIPPON

  • atc_model=737-800

  • atc_parking_types=GATE,RAMP

  • atc_parking_codes=JAL

  • ui_manufacturer="Prosim_AR"

  • ui_createdby="ProSim-AR"

  • ui_type="737-800"

  • ui_variation="ProsimB738 2020 Japan Airlines Livery"

  • ui_typerole="Commercial Airliner"

  • atc_id=PS209

  • visual_damage=0

Installing Textures to ProSim737 Aircraft

A: Copy the aircraft texture folder for the livery (from the download) and paste the folder into the ProSim737-800-2018 Professional folder located in simobjects/airplanes.

B: Open the aircraft configuration file (for editing). This file is located in the main aircraft folder.  Make sure you back-up this file or copy it BEFORE making changes.  This will enable to you to revert to the original file if a mistake is made.

C: Copy the aircraft details from the downloaded 'read_me' file and add them to the configuration file.  The correct place to add the details is below the last aircraft listed.  If the ‘read_me’ file does not have this information, then it will be necessary to add the information yourself.

By far the easiest method to do this is to copy/paste the last aircraft listing, and then re-name the segments accordingly.  In the example above, I have bolded the sections that need to be edited.

The most important edits are the texture= ?, title= ? and ui_variation= ?. These three entries directly influence whether you will see the livery in the P3D aircraft list and in the game.  It’s very important that the texture= ? be the exact name of the texture file in the aircraft folder; your livery will not be able to be seen if this is not done.  In some instances, the name of the texture folder may be an airline’s name (texture.virgin) or a three letter aircraft code such as texture.ual (United Airlines).  

D: The FLTSIM number also needs to be edited to reflect the correct sequence order in the configuration file. Make sure each aircraft has a sequential number. If you have three aircraft liveries, the files will be [fltsim.01], [fltsim.02], [fltsim.03].  Be especially vigilant to copy all brackets, equal signs and commas (syntax) as these are necessary to see your aircraft in P3D.

Problems and Troubleshooting

One indication that there is a problem with a livery is when the aircraft livery in question is coloured hot pink or has a checkered design. This can be caused by an incorrectly named texture file. At other times, the livery may not be visible in the P3D aircraft folder.

By far the easiest way to troubleshoot a problem, such as the aircraft not being visible in the P3D aircraft folder, is to delete the aircraft configuration file and reinstall the original backed up file.  Then redo your work ensuring there are no mistakes.  If your mistakes relate to the actual texture folders, then delete the complete folder and reinstall the original backed up folder and start again.  Most problems relate to typo errors such as forgetting to include the correct syntax (punctuation marks).

If using MSFS-2020 and the livery is not visible in the aircraft folder, the most likely reason is failure to update the layout.json file (see later)/

Screen capture showing the P3D aircraft selection folder.  Note the ‘show only favourites’ star, which when selected, will cause that livery to be displayed in the list at the expense of liveries not selected by the star.  Also, note the additional identifier in the vehicle type column (737-800 CARGO)

Setting Up the P3D Aircraft Folder for Ease of Use (favourites and type)

When you open P3D to select an aircraft, a graphical user interface (GUI) screen displays  the aircraft and liveries that are installed to the aircraft folder. 

This list can be long and unwieldy to navigate with the mouse, not to mention time consuming - you want to be able to identify your 738 liveries quickly and not wade through several versions of the aircraft you do not use.  To prune the number of aircraft you need to sort through, you can delete the unwanted aircraft from the aircraft folder, however, an easier method is to use the favourite functionality.

Select the favourite star for those aircraft/liveries you want to be see displayed in the aircraft list.   Once an aircraft /livery has been allocated as a favourite, it will always be displayed in the list, while those aircraft not ‘starred’ will not be displayed.  

If you have both cargo and passenger aircraft (or military versions of the B737), you may also want to segregate these aircraft by type.  This makes it easier to find a particular aircraft type.   This can easily be done by editing the title= ? and the ui_type= ? for that aircraft in the aircraft configuration file.  

In the example below the aircraft type has been edited to reflect a cargo aircraft (Aloha Air Cargo).  Editing the title is obvious as this changes the name in the P3D aircraft list.  However, editing the ui_type= ? enables you to change the aircraft type.  In the example below, I have included the word CARGO to differentiate cargo liveries from passenger liveries.  I have bolded the entries that need altering.

  • [fltsim.XX]

  • title=Prosim_AR_737_800_PRO_2018_Aloha_Air_Cargo

  • sim=Prosim738_Pro

  • model=

  • panel=

  • sound=

  • //sound=cockpit

  • texture=AAH

  • atc_heavy=0

  • atc_flight_number=211

  • atc_airline=Aloha

  • atc_model=737-800

  • atc_parking_types=GATE,RAMP

  • atc_parking_codes=AF

  • ui_manufacturer="Prosim_AR 2018"

  • ui_createdby="ProSim-AR"

  • ui_type="737-800 CARGO"

  • ui_variation="PROSIM_AR_Pro_2018_Aloha_Air_Cargo"

  • ui_typerole="Commercial Airliner"

  • atc_id=PS211

  • visual_damage=0

MSFS-2020

In general installing liveries in MSFS-2020 is as described above, however, there is one very important step that must be done to ensure the livery is visible - update the layout.json file after the livery has been installed, and then restart the simulator.

Layout.json File

MSFS uses layout.json files to record various changes made to the simulator.  Following any change to a file, the layout.json file must be updated.  Failure to do so will result in the changes not being implemented.   The layout.json file is located in the ProSim737 flight model folder (Aircraft\prosim-B738-v2023).

If you open the layout.json file (use any text editor such as notepad) you will observe that there are entries that refer to the default sound.  These entries must be edited to reflect the name of the audio files you have added.  As you can image, this process can be quite a chore, not too mention there is a strong possibility of making a typographical error.  Fortunately, there is a utility, called a generator file, that can be used to automate this process.

MSFS Layout Generator.exe File

The Layout Generator.exe file is a very handy utility that makes updating any layout.json file very easy.  The utility is a standalone program that can reside anywhere on your computer.  I keep a copy on my desktop.

After downloading the MSFS Layout Generator from the developer, open the file folder and you will see a file called Generator.exe.  Click and drag the layout.json file directly over the Layout Generator.exe icon.  As you drop the file onto the layout generator a  black-coloured pop-up screen will be briefly displayed.  That’s it – the layout.json file will now be updated to reflect any changes.

Important Points:

  • The layout.json file will need to be updated whenever a livery is added. 

  • The layout.json file will only update after MSFS has been restarted.

Livery List

Liveries for the Version 3 flight model can be downloaded from the ProSim-AR forum.

I also have a small collection of ProSim737 Version 3 liveries in the file download section.

Final Call

Adding various liveries can be fun and adds a element of realism, especially if you fly in different regions and enjoy looking at the aircraft, or are a videographer that creates flight simulator videos.   Paring down the aircraft list in P3D to display only the aircraft and liveries you want to see, and then segregating aircraft based on type, can save considerable time and mouse use.

The livery for JAL Transocean Air – another viewpoint.  Japan is one of my favourite regions to fly in.

  • Updated March 2020

  • Updated August 2024 (added MSFS-2020 section)

Toshi Aoki - JP Spotters, Boeing 737-4Q3, Japan TransOcean Air - JTA AN2228487, CC BY-SA 3.0

String Potentiometers - Are They Worthwhile

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Custom-made box housing Bourne 3500-3501 rotary potentiometer.  Note cable, dog lead clip, and JR Servo connection wires

A flight simulator enables us to fly a virtual aircraft in an endless number of differing scenarios.  The accuracy of the flight controls, especially when the aircraft is flown manually (hand flown) comes down to how well the aircraft’s flight controls are calibrated, and what type of potentiometer is being used to enable each control surface to be calibrated.

This article will examine the most common potentiometers used.  It will also outline the advantages in using string potentiometers in contrast to inexpensive linear and rotary potentiometers.

What is a Potentiometer

A potentiometer (pot for short) is a small sized electronic component (variable resister) whose resistance can be adjusted manually, either by increasing or decreasing the amount of current flowing in a circuit.

The most important part of the potentiometer is the conductive/resistance layer that is attached (printed) on what is called the phenolic strip. This layer of material, often called a track, is usually made from carbon, but can be made from ceramic, conductive plastic, wire, or a composite material.  

The phenolic strip has two metal ends that connect with the three connectors on the potentiometer.  It’s these connectors that the wires from a control device are soldered to.  The strip has a wiper-style mechanism (called a slider) that slides along the surface of the track and connects with two of the potentiometer’s connectors. 

The strip enables the potentiometer to transport current into the circuit in accordance with the resistance as set by the position of the potentiometer on the phenolic strip. 

As the potentiometer moves from one position to another, the slider moves across the carbon layer printed to the phenolic strip.  The movement alters the current (electrical signal) which is read by the calibration software.

Inexpensive rotary potentiometer.  This pot previously controlled the calibration of the ailerons.  The pot was inserted into the base of the control column (removed for picture) and held in place by the fabricated bracket.  It worked, but accurate calibration was time consuming

Types of Potentiometers (linear, rotary and string)

Potentiometers are used in a number of industries including manufacturing, robotics, aerospace and medical.  Basically, a potentiometer is used whenever the movement of a part needs to be accurately calibrated. 

For the most part, flight simulators use adjustable type potentiometers which, broadly speaking, are either linear or rotational potentiometers.  Both do exactly the same thing, however, they are constructed differently.  Another type of rotary potentiometer is the string potentiometer.

A linear potentiometer (often called a slider) measures changes in variance along the track in a straight line (linear) as the potentiometer's slider moves either in a left or right direction.  A linear potentiometer is more suitable in areas where there is space available to install the potentiometer. 

A rotary potentiometer uses a rotary motion to move the slider around a track that is almost circular. Because the potentiometer's track is circular, the size of a rotary potentiometer can be quite small and does not require a lot of space to install.

A very inexpensive linear potentiometer ($3.00).  The tracks on this pot are made from carbon and the body is open to dust and grime.  They work quite well, but expect their life to be limited once they begin to get dirty

Potentiometer Accuracy

The ability of the potentiometer to accurately read the position of the slider as it moves along the track is vital if the attached control device is to perform in an accurate and repeatable way. 

The performance, accuracy, and how long that accuracy is maintained, is governed by the internal construction of the potentiometer; in particular the material used for the track (carbon, cermet, composite, etc).  Of particular importance, is the coarseness of the signal and the noise generated (electrical interference). when the potentiometer has power running through it.

For example, cermet which is composite of metal and plastic produces a very clean low noise signal, where as carbon often exhibits higher noise characteristics and can generate a course output.  It’s the coarseness of the signal that makes a control device easy or difficult to calibrate.  It also defines how accurately the potentiometer will read any small movement.

Potentiometers that use carbon form the mainstay of the less expensive types, such as those used in the gaming industry, while higher-end applications that requite more exacting accuracy use cermet or other materials. 

Essentially, higher end potentiometers generate less noise and produce a cleaner output that is less course.  This translates to more accurate calibration.  This is seen when you trim the aircraft. 

A quality mid to high-end potentiometer, when calibrated correctly, will enable you to easily trim the aircraft, insofar that the trim conditions can be replicated time and time again (assuming the same flight conditions, aircraft weight, engine output, etc).

Simulators, Dust, Grime and Other Foreign Bodies

Flight simulators to control a number of moving parts, generally use a combination of linear and rotary potentiometers.  For example, a rotary potentiometer may be used to control the flight controls (ailerons, elevator and rudder) while a linear potentiometer may be used to control the movement of the flaps lever, speedbrake and steering tiller. 

Any component that has a current running through it will attract dust, and the location of the potentiometer will often determine how much dust is attracted to the unit.  A potentiometer positioned beneath a platform is likely to attract more dust than one located behind the MIP or enclosed in the throttle quadrant.

A rotary potentiometer is an enclosed unit;  it is impervious to dust, grime and whatever else lurks beneath a flight simulator platform.  In comparison, a linear potentiometer is open to the environment and its carbon track can easily be contaminated.  Once the track has become contaminated, the potentiometer will become difficult to calibrate, and its output will become inaccurate.

Sometime ago, I had a linear potentiometer that was difficult to calibrate, and when calibrated produced spurious outputs.  The potentiometer was positioned beneath the platform adjacent to the rod that links the two control columns.  When I removed the potentiometer, I discovered part of the body of a dead cockroach on the carbon track. 

This is not to say that linear potentiometers do not have a place – they do.  But, if they are to be used in a dusty environment, they must have some type of cover fitted.  A cover will minimise the chance of dust adhering to the potentiometer’s track. 

I use linear potentiometers mounted to the inside of the throttle quadrant to control the flaps and speedbrake.  The two potentiometers are mounted vertically on the quadrant’s sidewall.  This area is relatively clean, and the vertical position of the mounted potentiometers is not conducive to dust accumulation.

Ease of Installation

Both linear and rotary potentiometers are straightforward to install, however, they must be installed relatively close to the item they control.  Often a lever or connecting rod must be fabricated to enable the potentiometer to be connected with the control device.

String Potentiometers (strings)

Cross section diagram showing internals of string potentiometer. Diagram © TE Connectivity.

A string potentiometer (also called a string position transducer) is a rotary potentiometer that has a stainless steel cable connected to a spring-loaded spool. 

The string potentiometer is mounted to a fixed surface and the cable attached to a moveable part (such as a control device).  As the control device moves, the potentiometer produces an electrical signal (by the slider moving across the track) that is proportional to the cable’s extension or velocity.  This signal is then read by the calibration software. 

The advantages of using string potentiometers over a standard-issue rotary potentiometer are many:

(i)        Quick and easy installation;

(ii)       Greater accuracy as you are measuring the linear pull along a cable;

(iii)      Greater flexibility in mounting and positioning relative to the control device;

(iv)      No dust problems as the potentiometer is enclosed;

(v)       No fabrication is needed to connect the potentiometer to the control device (only cable and dog clip) and,

(vi)       Greater time span before calibration is required (compared to a linear potentiometer).

The importance of point (iii) cannot be underestimated.  The string can be extended from the potentiometer within a arc of roughly 60-70 degrees, meaning that the unit can be mounted more or less anywhere.  The only proviso is that the cable must have unimpeded movement. 

Attachment of the string to the control device can be by whatever method you choose.  I have used a small dog lead clip.  As the potentiometer is completely enclosed dust is not an issue, which is a clear advantage in that once the potentiometer calibrated, the calibration does not alter (as dust does not settle on the track).

I have used string potentiometers to calibrate the axis on the ailerons, elevators and rudder (one potentiometer per item), in addition to using  a dual-string potentiometer in the throttle quadrant to calibrate the two thrust levers.  Another single-string potentiometer controls the position of the flaps lever.

Cost

High-end commercial string potentiometers are not inexpensive.  Many are used in the medical industry where extremely tight tolerances must be met at all times.  The more accurate the potentiometer the more the potentiometer will cost.  But you have to look at the end product in use and the level of positional accuracy that's required.  While a high-end potentiometer can definitely be used, the accuracy you are paying for probably won't be needed or used by ProSim-AR.  Put another way, it's like buying a high tensile strength dog lead, when a piece of rope will do the same job.

If you search the Internet, you will find average priced string potentiometers, and these are the ones that will suit your application perfectly.

rotary String potentiometer.  This pot connects to the ailerons.  The stainless cable can be seen leaving the casing that connects with the aileron controls.  An advantage of string pots is that they can installed more or less anywhere, as long as there is unimpeded access for the cable to move

Fabricate Your Own String Potentiometer

As mentioned, whilst you can purchase ready-made string potentiometers, their cost is not inexpensive.  As a trial, a friend and I decided to fabricate our own string potentiometers.

The potentiometers used are manufactured by Bourns (3590S series precision potentiometer).  These units are a sealed, wire-wound potentiometer with a stainless steel shaft.  According to the Bourns specification sheet these potentiometers have a tolerance +-5%. 

Diagram showing spring-loaded spool. Diagram © TE Connectivity.

The potentiometer is mounted in a custom-made acrylic box in which a hole the size of the potentiometer's end, has been drilled into the lid.   Similar boxes can be purchased in pre-cut sizes, but making your own custom-sized box enables the potentiometer to be mounted inside the box in a position most advantageous to your set-up. It also enables you to place the mounting holes on the box in strategic positions.

Another small hole has been drilled in the side of the box to enable the stainless steel cable to move freely (see image at beginning of article).  If you want to allow the cable to move through an arc, this hole must be elongated to enable the cable to extend at an angle and move unimpeded. 

The cable (string) is part of a self-ratcheting spool (also called a retractor clip) which is glued to the inside of the box and connected directly with the stainless steel shaft of the potentiometer.  To stop the shaft of the potentiometer from spinning freely, a hole was drilled into the shaft.  A small screw secures the shaft to the inside the ratchet spool mechanism. 

The cable when attached to a solid point is kept taught by the tension of the self-ratchet spool (an internal spring controls the tension).   Ratchet spools are easily obtainable and come in many sizes and tensions.   Three standard JR servo wires connect the potentiometer to a Leo Bodnar BU0836A 12 bit Joystick Controller card.  A mini dog lead clip is used at attach the cable to the control device.

One of the major advantages when using string potentiometers is that the actual potentiometer does not have to be mounted adjacent to, or even close to the device it controls.  The line of pull on the cable can be anything within roughly a 70 degree arc. 

A string potentiometer that connects to the two thrust levers in the throttle quadrant

Applications

A string potentiometer can be used in the following applications: ailerons, elevators, thrust levers, speedbrake and flaps.  The string potentiometer can also be used for the rudder, however, as the input to the rudder is course, there probably is little advantage in using a string potentiometer in this application - a normal rotary potentiometer is suitable.

By far the most important of the above-mentioned applications are the ailerons, elevators and the thrust levers on the throttle quadrant.

Additional Information

Final Call

Previously, I used inexpensive linear and rotary potentiometers to control the main flight controls.  I was continually plagued with calibration issues, and when calibrated, the calibration was not maintained for more than few months.  Furthermore, manual flight was problematic as the output from each of the  (cheap) potentiometers was very course, which translated to less accuracy when using the ailerons and elevators.  Trimming the aircraft in any condition other than level flight was difficult.

Without doubt, the use of quality string potentiometers have resolved all the earlier calibration and accuracy issues I had been experiencing.  With the replacement potentiometers, the aircraft is easily hand-flown and can be trimmed more accurately.

Perhaps in the future I will ‘up the anti’ and purchase two commercial high-end string potentiometers (or use hall sensors), but for the time being the Bourns potentiometers suit my requirements.

Flight Management System (FMS) Software and its Relationship with LNAV and VNAV

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OEM 737 CDU page displaying the U version of software used by the Flight Management Computer.  The page also displays the current NavData version installed in addition to other information

The procedure to takeoff in a Boeing 737 is a relatively straightforward process, however, the use of automation, in particular pitch and roll modes (Lateral and Vertical Navigation), when to engage it, and what to expect once it has been selected, can befuddle new flyers.  

In this article I will explain some of the differences between versions of software used in the Flight Management System (FMS) and how its relates to Lateral and vertical Navigation (LNAV  & VNAV). 

It’s assumed the reader has a relatively good understanding of the use of LNAV and VNAV, how to engage this functionality, and how they can be used together or independently of each other.

FMS Software Versions

There are a several versions of software used in the FMC; which version is installed is dependent upon the airline, and it’s not unusual for airframes to have different versions of software.

The nomenclature for the FMC software is a letter U followed by the version number.  The version of software dictates, amongst other things, the level of automation available.  For the most part, 737 Next Generation airframes will be installed with version U10.6, U10.7 or later.

Boeing released U1 in 1984 and the latest version, used in the 737 Max is U13.

Later versions of FMC software enable greater functionality and a higher level of automation – especially in relation to LNAV and VNAV.

Differences in Simulation Software

The FMS software used by the main avionics suites (Sim Avionics, Project Magenta, PMDG and ProSim-AR) should be identical in functionality if they simulate the same FMS U number.  

As at 2018, ProSim-AR uses U10.8A and Sim Avionics use a hybrid of U10.8, which is primarily U10.8 with some other features taken from U11 and U12.  Precision Manuals Development Group (PMDG) uses U10.8A.  

Therefore, as ProSim-AR and PMDG both use U10.8A, it’s fair to say that everything functional in PMDG should also be operational in ProSim737.  Unfortunately, as of writing, PMDG is the only software that replicates U10.8A with 97+-% success rate.

To check which version is being used by the FMC, press INIT REF/INDEX/IDENT in the CDU.  

Writing about the differences between FMC U version can become confusing.   Therefore, to minimise misunderstanding and increase readability, I have set out the information for VNAV and LNAV using the FMC U number.   

Roll Mode (LNAV)

U10.6 and earlier

(i)    LNAV will not engage below 400 AGL;

(ii)    LNAV cannot be armed prior to takeoff; and,

(iii)    LNAV should only be engaged  when climb is stabilised, but after passing through 400 feet AGL.

U10.7 and later

(i)    If LNAV is selected or armed prior to takeoff, LNAV guidance will become active at 50 feet AGL as long as the active leg in the FMC is within 3 NM and 5 degrees of the runway heading.  

(i)    If the departure procedure or route does not begin at the end of the runway, it’s recommended to use HDG SEL (when above 400 feet AGL) to intercept the desired track for LNAV capture;

(ii)    When an immediate turn after takeoff is necessary, the desired heading should be preset in the MCP prior to takeoff;  and,

(iii)    If the departure procedure is not part of the active flight plan, HDG SEL or VOR LOC should be used until the aircraft is within range of the flight plan track (see (i) above).

Important Point:

•    LNAV (U10.7 and later) can only be armed if the FMC has an active flight plan.

Pitch Mode (VNAV)

U10.7 and earlier

(i)    At Acceleration Height (AH), lower the aircraft’s nose to increase airspeed to flaps UP manoeuvre speed;

(ii)    At Thrust Reduction Altitude (800 - 1500 feet), select or verify that the climb thrust has been set (usually V2+15 or V2+20);

(iii)    Retract flaps as per the Flaps Retraction Schedule (FRS); and,

(iv)    Select VNAV or climb speed in the MCP speed window only after flaps and slats have been retracted.

Important Points:

  • VNAV cannot be armed prior to takeoff.

  • Remember that prior to selecting VNAV, flaps should be retracted, because VNAV does not provide overspeed protection for the leading edge devices when using U10.7 or earlier.

U10.8 and later 

(i)    VNAV can be engaged at anytime because VNAV in U10.8 provides overspeed protection for the leading edge devices;

(ii)    If VNAV is armed prior to takeoff, the Auto Flight Direction System (AFDS) remains in VNAV when the autopilot is engaged.  However, if another pitch mode is selected, the AFDS will remain in that mode;

(iii)    When VNAV is armed prior to takeoff, it will engage automatically at 400 feet.  With VNAV engaged, acceleration and climb out speed is computed by the FMC software and controlled by the AFDS; and,

(iv)    The Flaps should be retracted as per the flaps retraction schedule;

(v)    If VNAV is not armed prior to takeoff, at Acceleration Height set the command speed to the flaps UP manoeuvre speed; and,

(vi)    If VNAV is not armed prior to takeoff, at Acceleration Height set the command speed to the flaps UP manoeuvre speed.

Important Points:

  • VNAV can be armed prior to takeoff or at anytime.

  • At thrust reduction altitude, verify that climb thrust is set at the point selected on the takeoff reference page in the CDU.  If the thrust reference does not change automatically, climb thrust should be manually selected.

  • Although the VNAV profile and acceleration schedule is compatible with most planned departures, it’s prudent to cross check the EICAS display to ensure the display changes from takeoff (TO) to climb or reduced climb (R-CLB).  

Auto Flight Direction System (AFDS) – Operation During Takeoff and Climb

U10.7 and earlier

If the autopilot is engaged prior to the selection of VNAV:

(i)    The AFDS will revert to LVL CHG;

(ii)    The pitch mode displayed on the Flight Mode Annunciator (FMA) will change from TOGA to MCP SPD; and,

(iii)    If a pitch mode other than TOGA is selected after the autopilot is engaged, the AFDS will remain in that mode.

U10.8 and later

(i)    If VAV is armed for takeoff, the AFDS remains in VNAV when the autopilot is engaged; and,   

(ii)    If a pitch mode other than VNAV is selected, the AFDS will remain in that mode.

Preparing for Failure

LNAV and VNAV have their shortcomings, both in the real and simulated environments.

To help counteract any failure, it’s good airmanship to set the heading mode (HDG) on the MCP to indicate the bearing that the aircraft will be flying.  Doing this ensures that, should LNAV fail, the HDG button can be quickly engaged with minimal time delay; thereby, minimising any deviation from the aircraft’s course.

Final Call

I realise that some readers, who only wish to learn the most recent software, will not be interested in much of the content of this article.  Notwithstanding this, I am sure many will have discovered something they may have been forgotten or overlooked.

The content of this short article came out of a discussion on a pilot’s forum.  If there is doubt, always consult the Flight Crew Training Manual (FCTM) which provides information specific to the software version used at that particular airline.

Glossary

  • CDU – Computer Display Unit.

  • EFIS – Electronic Flight Instrument System.

  • FMA – Flight Mode Annunciator.

  • FMC – Flight Management Computer.

  • FMS - Flight Management System.

  • LVL CHG – Level Change.

  • LNAV – Lateral Navigation.

  • MCP – Mode Control Panel.

  • ND – Navigation Display.

  • PFD – Primary Flight Display


  • VNAV – Vertical Navigation.

ISFD Knob Fabricated

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OEM ISFD (Image copyright Driven Technologies INC)

The Integrated Standby Flight Display (ISFD) is mounted in the stand-by instrument cluster in the Main Instrument Panel (MIP).  The ISFD provides redundancy should the Primary Flight Display (PFD) on the Captain or First Officer fail. 

The ISFD is not a common panel to find second hand, and working units are expensive to purchase.  I don't  have an OEM ISFD, but rather (at least for the moment) use a working virtual image displayed by ProSim737. 

ISFD knob.  Two versions: one replicates the taller NG style while the other is slightly shorter.  Although not functional, they provide a better representation of the plastic knob that previously was installed

Conversion of an OEM unit is possible, however, the unit would need to be fully operational, and  finding a working unit at a reasonable price is unlikely.  ISFDs are expensive and reuse is common.  If a unit does not meet certification standard, it's disposed of because it's broken and cannot be economically repaired.

ISFD Knob

The ISFD knob that came bundled with the MIP I purchased is very mediocre in appearance – in fact it's a piece of plastic that barely looks like a realistic knob.  I purposely have not included an image, as the design would be an embarrassment to the company that produced the MIP.

A friend of mine is a bit of a wizard in making weird things, so I asked him if he could make a knob for me.  He made two knobs – one based on the standard design seen in the Next Generation airframe and the other knob a shorter version of the same type. 

Knob being fabricated on a lathe

Attention to Detail

Attention to detail is important and each knob has the small grub screw and cross hatch design as seen on the OEM knob.  The knobs have been made from aluminum and will be primed and painted the correct colour in the near future.

A 2 axis CNC lathe was used to fabricate the knobs.  The use of a computer lathe enables the measurements of a real knob to be accurately duplicated, in addition to any design characteristic, such as cross hatching or holes to install grub screws.