Batch Files & Flight-1 Program Launcher - Time Savers

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Using Flight Simulator from a flight deck is not as straightforward as many may believe.  Before a flight can commence several programs must be started on two or more computers.  These programs include, but are not limited to; Flight Simulator, ProSim737 (main module, MCP, audio, instructor station, CDU & display modules), FSRAAS, Electronic Flight Bag, WideFS, PM Sounds and so on... 

Although it's not exceptionally time consuming, it does become tiresome using the mouse to activate each program, even if you have shortcuts established on the Microsoft shortcut bar. 

There are numerous methods that can be used to open programs: FSUIPC, WideFS, add on programs such as Flight-1, or a batch file.  However, many virtual pilots lack the necessary skills or confidence to successfully interpret FSUIPC or write a batch file that works the way it's supposed to.

Flight-1 Program Launcher user interface

Flight-1 Program Launcher

Flight-1 Program Launcher is a very easy program that makes starting a flight session exceptionally easy.  In two mouse clicks you can have ALL the required programs opened and ready to use.

Simplicity

The program is standalone, meaning it can reside anywhere on your computer system and does not install into the flight simulator folder directory.  The program interface is very easy to use.

After installation you need to create a list of programs you want the launcher to open.  To do this you click the browse button on the launcher's interface and search for the executable file (.exe) of the target program, and add it to the list and save. 

The Flight-1 Launcher only opens programs, it does not close them

You can select which program starts first, second and so forth....  When you save your preferences a small autostart.cfg file is created in the Flight-1 program folder; this is your preference list (example at left).

Flight-1 launcher - works out of the box

I've been using this nifty program for a few weeks now and have had no issues what-so-ever with it.  It works "out of the box" as designed, and best of all it's shareware!

Flight-1 Program launcher is a free add on available at Flight-1 website.

Writing Your Own Batch File

It's a simple process to bypass the above-mentioned program and write your own batch file.  If you write your own batch file you can also include a batch that closes the programs in addition to opening them.  I've outlined how to make a batch file to close programs.  The same can be done for opening programs but, with different syntax.

  1. Open Notepad ad the editor. Go to "Start" and click on "Accessories." Select "Notepad" from the menu.

  2. Find the file names of the programs you want to close. With the programs running that you want to close, right-click on the task bar and click the "Task Manager" option. Select the "Processes" tab to view a list of file names that are currently running.

  3. Use the "taskkill" command (or whatever command you wish) along with the file names you got from Task Manager. Write a separate command for each file you want to close. Each command line should look like the following example: taskkill /im filename.exe. If one of the programs you are closing is Firefox, the command line would read: taskkill /im firefox.exe.

  4. Save your new application as a .BAT file. Select "Save As" and manually type ".BAT" at the end of the file name you gave to the batch file you just created.

  5. Run the batch file. Double-click on the new application to run it. All the programs you included in the batch file should shut down properly.

A shortcut can then be made to the created file and placed into your shortcut folder.  To edit the batch file, right click the file and select edit.

The syntax required to ensure a batch file works correctly can vary between computer operating systems and your requirements.  I'd recommend a quick search on the Internet to determine the best syntax to use (Google "how to write a opening batch file").

A benefit of using a batch file is that you have to only click one button with your mouse to open or close all the programs required to operate Flight Simulator.

A typical batch file used to open programs is outlined below.  This batch file refers to the main flight simulator computer.

  • @Echo off

  • Echo. Loading software.  ALPHA MAIN COMPUTER (alpha is the name of the computer)

  • start /d "C:\pmSounds" pmSounds.exe

  • TIMEOUT 2

  • start /d "C:\Pro Sim\ProSim737" Prosim737.exe

  • TIMEOUT 9

  • start /d "C:\Pro Sim\ProSimMCP" ProsimMCP.exe

  • TIMEOUT 7

  • start /d "C:\Pro Sim\ProSimAudio" ProsimAudio.exe

  • TIMEOUT 3

  • start /d "C:\FsRaas20" FsRaas20.exe

  • TIMEOUT 2

  • start /d "C:\LOLA" LoLa17.exe

  • TIMEOUT 3

  • start /d "C:\FS10" fsx.exe

Another method of writing the above batch file is outlined below - although the syntax between the batch files is different the outcome is identical.

  • @Echo off

  • Echo. Loading software.  ALPHA MAIN COMPUTER

  • ping -n 2 127.0.0.1 >nul

  • start /d "C:\pmSounds" pmSounds.exe

  • ping -n 2 127.0.0.1 >nul

  • start /d "C:\Pro Sim\ProSim737" Prosim737.exe

  • ping -n 4 127.0.0.1 >nul

  • start /d "C:\Pro Sim\ProSimMCP" ProsimMCP.exe

  • ping -n 2 127.0.0.1 >nul

  • start /d "C:\Pro Sim\ProSimAudio" ProsimAudio.exe

  • ping -n 2 127.0.0.1 >nul

  • start /d "C:\FsRaas20" FsRaas20.exe

  • ping -n 2 127.0.0.1 >nul

  • start /d "C:\LOLA" LoLa17.exe

  • ping -n 2 127.0.0.1 >nul

  • start /d "C:\FS10" fsx.exe

The numeral after TIMEOUT and png -n relates to the number of seconds that must pass before the next program opens. 

For those that are curious, @Echooff triggers a command to prevent the command text from being visible on the screen when the batch file is executed.

Closing Programs - Batch Closure File

The best method to close your simulation dependent programs is to create a closure batch file that closes each program sequentially.

Although it's a simple task to closes programs simultaneously (end processes in Windows Task Manager), there is debate in the computer community to whether killing a program straight-out is a good idea; one school of thought suggests that killing several programs simultaneous may cause problems, if a program is writing files to its file structure and not enough time is allowed for this to be completed.

For this reason, I'm hesitant to close Flight Simulator (or other programs) using a closure batch file without a timeout or delay sequence.  Needless to say, it's an easy process to configure a time delay into a batch file to create a delay before closing each program.

Time-outs

Depending upon your computer specifications some programs may open and close at differing speeds.  If you want to ensure that a program is opened or closed before the next program, then a delay sequence will need to be timed into your batch file.  There are several ways to do this and the syntax varies. 

Below is a typical batch file used to close programs on the main flight simulator computer or server.

  • @Echo off

  • Echo. Closing software.  ALPHA MAIN COMPUTER

  • taskkill /im PMSounds.exe

  • TIMEOUT 3

  • taskkill /im wideclient.exe

  • TIMEOUT 5

  • taskkill /im ProSimAudio.exe

  • TIMEOUT 3

  • taskkill /im ProsimMCP.exe

  • TIMEOUT 5

  • taskkill /im Prosim737.exe

  • TIMEOUT 10

  • taskkill /im FsRaas20.exe

  • TIMEOUT 5

  • taskkill /im LoLa17.exe

  • TIMEOUT 5

  • taskkill /im FSRealTime.exe

  • TIMEOUT 2

  • taskkill /im fsx.exe

The timeout command is used to trigger a delay between the closure of the programs, ensuring that any read/write requirements are able to occur before the next program closes.  The numeral denotes seconds.  The timeout settings on this file are a little long and probably should be shortened.

IM specifies the image name of the process to be terminated.  For example, PMSounds.exe

You will note I've used Taskkill to close the programs.  Taskkill will cause the program to terminate gracefully (1), asking for confirmation if there are unsaved changes. To forcefully kill the same process, add the /F option to the command line. Be careful with the /F option as it will terminate all processes without confirmation or saving of data.

(1)  Information regarding Taskkill obtained from several Internet resources.

I am NOT a computer technician.  The batch files I created for my simulator set-up have worked flawlessly and I am confident, with the correct syntax for your system, they will also work for you. 

If you are like me and tire of opening and closing several programs with a mouse, then try a batch file, or at the very least download and trial the Flight-1 Program Launcher.

Reference Nav Data - CDU Functionality Explained

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In past posts, I’ve documented some of the functionality of the Flight Management Computer (FMC) as displayed by the Central Control Unit (CDU).  Following on with this theme, let’s look at four navigation data functions the FMC is capable of: Reference Nav Data, Nav Options, Nav Status and Nav Frequency Changes.

Before continuing, the FMC/CDU is controlled by the avionics suite you are using; whether it is ProSim737, Sim Avionics or whatever.  Each avionics suite provides differing functionality; therefore, if something does not operate as indicated, it maybe a limiting factor of the avionics suite in use.

Note:  This post follows standard terminology.  lsk3R means line select key 3 right.

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A:  REFERENCE NAV DATA

Occasionally, you will need to cross check information and the frequency of a specific navaid.  

The Reference Nav Data display is part of the Nav Data page and can be assessed by the INDEX page:

INIT REF / INDEX / NAV DATA (lsk1R)

The screen will show three available options: Enter WPT Ident, Navaid Ident and Airport Ident.

Example:  Type HB into the navaid Ident.  Two pages will be displayed showing all the HB Idents from the navigation database.  Selection of the appropriate navaid (HB) will present a further page displaying the following information:  Navaid WPT, Airport and Ident code, Latitude, Longitude, Frequency, Elevation and magnetic variance.

NOTE:  If you cannot identify the ident by name use the Longitude and Latitude coordinates.

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B:  NAV OPTIONS & NAV STATUS

Following on from the Reference Nav Data page are:  Nav Options and Nav Status.

Nav Options and Nav Status can be assessed two ways:

1:  INIT REF/ INDEX / NAVDATA (lsk1R) / NAV OPTIONS (lsl6R)  

2:  PROG (progress) / NAV STATUS (lsk6R)  (use when in flight)

Two consecutive pages are available: Nav Options and Nav Status.  By default, Nav Status (page 2/2) is displayed.  Use the PREV and NEXT PAGE keys to cycle between the two pages.

Nav Status - page 1/2

This page provides you with a list of the closest navaids including frequencies.  It also indicates the currently set identifier and frequency for NAV 1 and NAV 2 (as set on the NAV 1/2 radio).

Nav Options - page 2/2

This page can be used to inhibit a particular waypoint or station.  By inhibiting a navaid, it will not be able to be used by the CDU to calculate a navigation solution.  By default all navaid types are activated.  At crew discretion, two VOR and two DME stations can be inhibited.  When you inhibit a navaid it will be removed from page 1/2 and not be visible in the Nav Status page list.  The inhibited navaid will be reset when you reset the CDU.  

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C: FREQUENCY CHANGE - ALTERING THE THE CDU

In usual practice, crew will alter the navigation, communication, ADF and transponder frequency on the actual panel located in the central pedestal.  However, often you may need to cross check frequencies, dial in a third frequency for positional awareness, or use a frequency from an avionics module not present in the pedestal or that is malfunctioning.

The alter Nav Data screen can be assessed by:

MENU / MAINT (lsk6R) / COM/NAV (lsk3L)

This will display a page showing all idents and frequencies currently being used.

COM 1, COM 2, NAV 1, NAV 2, ADF 1, ADF 2 AND EXPR

To alter a frequency, type into the scratch pad the frequency of the navaid and upload to the appropriate line.  To upload, select and press the key to the left or right of the nominated radio.  Changing a frequency in the CDU will also cause a corresponding change in the frequency of the selected radio (in the center pedestal).

Flow Route

When you work through the above four functions of the CDU, you will note that the INDEX function is always available.  This allows you to easily develop a flow route as you move between the various pages.  Once you know how the flow route operates, you will discover that the CDU is very much like a book with several hundred pages of information that is easily accessible via a few select menu keys.

As with all my posts, if you discover a discrepancy please contact me so it can be rectified.

BELOW:  Montage of images from the CDU showing various pages displayed within the Reference Nav Data.  CDU is manufactured by Flight Deck Solutions (FDS).  Click image to see larger.

Montage of images from the CDU showing various pages displayed within the Reference Nav Data.  CDU is manufactured by Flight Deck Solutions (FDS)

B737 Auto Brakes - Converting & Using a Genuine Auto Brake

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oem 737-500 auto brake rotary and squib

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

In the real aircraft, a pilot has the ability to select between auto brake OFF, 1, 2, 3, and MAX.  The first three brake indications and off are achieved by turning the knob in a clockwise or anticlockwise direction, however, the knob stops at MAX.  To engage MAX, the pilot must pull the knob out from a retainer and then move it a further click to the right. 

The reason for this is quite simple; engaging auto brake MAX results in severe deceleration which can be stressful and uncomfortable for passengers, as well as creating undue wear and tear on the braking mechanism of the aircraft.  The function of pulling the knob is not replicated in reproduction auto brake switches.

Aviation Scrap Yard to Me

To my knowledge, the auto brakes operate and use the identical rotary mechanism throughout the Boeing aircraft series, the exception being the size and style of the actual knob mounted on the rotary.  The early model auto brake assemblies have a slightly larger knob, while those used in the 737-500 have a smaller knob that is identical to that used in the Next Generation aircraft (with the exception of the parallel black strips which is distinctly Next Generation) 

rear of own autobrake squib

Larger and Robust

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

Canon Plugs

The wiring used with an OEM part can appear complex with several wiring harnesses and a multitude of connections.  In a real aircraft, these wires connect to circuit breakers and a magnitude of interconnecting electrical components and power sources. All Boeing 737 aircraft use Canon plugs. Canon plugs make removing a panel straightforward for a technician and also provide a fail safe mechanism to ensure that specific wires are connected to their correct mate. Each Canon plug is different and can contain up to 32 differently arranged pin-outs. It is almost impossible to miss-mate two Canon plugs.  

With so many variables, it can be frustrating slow process determining which is the correct pin-out to use. 

Autobrake Mechanism -  Simpler than Most Conversions

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

If you already have an auto brake rotary and installed to your MIP, all you are doing is replacing the reproduction plastic rotary with a real OEM rotary.  The wires then connect to your interface card.  The only tricky part is determining which connection outlet on the real rotary to connect the wires to.  Determining this is either by trial and error or finding a schematic diagram for the rotary.  I was fortunate that I had access to the later…

using a dremel bit to carefully enlarge the hole in the panel so that the rotary shaft will fit correctly

Conversion and Retrofit

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

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

Fitting the Rotary Nut - Enlarging the Plate Recess

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

owm 737-500 auto brake squib showing multiple connectors and pin out codes

Wiring

The genuine rotary appears to look like a squid (the sea animal) with an assortment of wires emanating from screw connectors.

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

The numbered keys for the autobrake squib keys and function are outlined below:

  • 31 - common or earth

  • 32 - RTO

  • 33 - OFF

  • 34 - autobrake 1             1

  • 35 - autobrake 2

  • 36 - autobrake 3

  • 37 - autobrake MAX

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

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

Aligning Rotary on MIP

Aligning the autobrake rotary is important if you want the selector knob to align correctly with the engravings on the MIP.  If you look carefully at a reproduction rotary you will notice a circular lug that often is mated with a hole in the receiving metal - this stops the rotary from spinning on its own axis.  OEM parts do not have such a lug.  Rather, they have a circular washer that has a lug attached to it.  This washer slides over the shaft of the rotary along a defined groove.  The lug on the washer then meets with an appropriately positioned hole in the MIP to stop the rotary from swivelling.

Interface Card

If you are replacing a reproduction unit with an OEM unit, then an interface card is not necessary - connect the wires from the new rotary to those cut from the removed from the plastic reproduction rotary either by solder or using a terminal block.

However, if this is a new installation a Phidget 0/16/16 interface card will be required to assign the appropriate locations of the knob to their respective functions.

Is There a Difference?

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

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

Annunciators

The autobrake has two annunciators - the Anti Skid INOP and the Autobrake Disarm korrys.   The simulator uses OEM annunciators and although these korrys have been wired separately, their connection with the autobrake is done through the avionics software in use.

Below is a short video showing the use of the auto brake assembly.  Ignore the speed reference knobs and fuel reset switch that need to be replaced with OEM knobs.

 
 

Auto Brake Usage

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

RTO and MAX provide similar braking power (3000 PSI).  1, 2, 3 and MAX provide an indication to the severity of braking that will be applied when the aircraft lands.   Often, but not always the airline will have a policy to what level of braking can or cannot be used; this is to either minimize aircraft wear and tear or to facilitate passenger comfort.  

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

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

The pressure in PSI applied to the auto brake and the applicable deceleration is a follows:

  • Auto brake setting 1 - 1250 PSI / 4 ft per second.

  • Auto brake setting 2 - 1500 PSI / 5 ft per second.

  • Auto brake setting 3 - 2000 PSI / 7.2 ft per second.

  • Auto brake setting MAX and RTO - 3000 PSI / 14 ft per second (above 80 knots) and 12 ft per second (below 80 knots).

To activate the auto brake it must be armed by selecting the appropriate setting using the auto brake selector knob (1, 2, 3 or MAX).  Furthermore, for the auto brake to engage the throttle thrust levers MUST BE in the idle position at touchdown.  If the auto brake has not been selected before landing, it can still be engaged providing the aircraft is travelling no slower than 60 knots.

The auto brakes can be disengaged by either pilot by applying manual braking or selection the auto brake selector knob to OFF.  Either action will cause the auto brake disarm annunciator to illuminate for 2 seconds before extinguishing.

Important Facet

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

Auto Brake Disarm Annunciator

The auto brake disarm annunciator is coloured amber and illuminates when the following conditions are met:

  • Self test when RTO is selected on the ground.

  • A malfunction of the system (annunciator stays illuminated - takeoff prohibited)

  • Disarming the system by manual braking during an RTO or landing

  • Disarming the system by moving the speed brake lever from the UP position to the DOWN detente position.

  • If a landing is made with the selector knob set to RTO (not cycled through off).  If this occurs the auto brakes are not armed and will not engage.  The annunciator will remain illuminated

The annunciator will extinguish in the following conditions;

  • Auto brake logic is satisfied and auto brakes are in armed mode.

  • If the thrust levers are advanced during an RTO or landing ( 3 seciond delay is allowed after the aircraft has landed).

Personal Preference and Anti-skid

My preference for using auto brakes is, that when conditions are not ideal (shorter and wet runways, crosswinds) - I devote my attention to the use of rudder (for directional control) without concern for braking... the machine does the braking, and I take care of keeping the aircraft on the center-line...

Anti-skid automatically activates during all auto braking operations and is designed to give maximum efficiency to the brakes, preventing brakes from stopping the rotation of the wheel, thereby insuring maximum braking efficiency.

To read more on this subject navigate to: Rejected Takeoff (RTO) - Review and Procedures.

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

Photo montage of oem 737-500 auto brake.  Final conversion lower right picture - ready to install to MIP

B737 Blanking Plates - Cover That Unsightly Gap

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OEM blanking plates complete with DZUS fasteners recently removed from a scrapped 737 - the dirt and dust is still on them!  Note three differing sizes - 1" 2" and 4"

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

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

OEM Blanking Plates

Why not use the real part….  

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

These plates are inexpensive and usually retail between $5.00 - $20.00 USD, and not only fulfill the task of covering an unsightly gap, but are easy to install, come pre-cut, are painted the right colour, and usually have DZUS fasteners attached to them. 

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

Most aircraft wrecking yards carry these plates, as airlines regularly purchase them.  Failing this E-Bay often has blanking plates for sale. 

737 Classic Flight Deck - Scrap to Home Flight Deck

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oem 737 cl scraped flightdeck ©

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

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

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

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

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

Why do we enjoy flight simulator?  

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

Which Aircraft Today - Basic Airmanship

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

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

Flight Training –Remove Automation

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

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

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

books contain a lot of information, however, they rely on the reader already having a good understanding of the 737 systems

Technical Publications

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

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

Tutorials - PMDG

Two “how to” tutorials written by Tom Metzinger and Fred Clausen are in circulation.  These tutorials deal with the Precision Manuals Development Group (PMDG) B737 NG. These tutorials provide an excellent basis to learning how to fly the B737 and what you need to do during certain phases of flight.  Two further tutorials are available for the 737 NGX, however, they are not freely obtainable unless you have purchased the PMDG B737 NG or NGX software package.

That Nagging Feeling……Correct or incorrect ?

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

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

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

Angle of Attack Flight Training (AoA)

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

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

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

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

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

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

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

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

Magnetic Declination - FS9, FSX, P3d and MSFS-2020

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VOR (VHF omnidirectional range), Fort Lauderdale-Hollywood International Airport, Florida (Sharon Hahn Darlin, VOR (VHF omnidirectional range), Fort Lauderdale-Hollywood International Airport, Florida June 2021 01, CC BY 2.0)

Flight simulator whether it be FS9 or FSX, is quite long in the tooth as far as software programs go.  These programs was released several years ago and during this time span there have been many improvements in computer technology and in real world flying procedures.  When released, FS9 and FSX contained the latest navigational data, including the correct declination, VOR, and ILS radio frequencies; however, these are now out of date with real world counterparts.  

Magnetic Declination

Magnetic declination has a very important influence on air navigation, beginning with the use of the standard compass and sectional flight chart.  Similarly, radio navigation aids on the ground, such as VORs use magnetic variation to ensure reliable and accurate in-plane navigation.  The direction of the runway also relies heavily on magnetic variation and runway directions often require updating to ensure that ILS systems operate as designed. 

Simply explained, magnetic declination is the difference between true north and magnetic north and the value changes each year.  Flight Simulator is referring to a value that was accurate when the software was developed but has changed considerably in the ten years plus since the program was released. 

I realized a problem existed when I noticed that the direction of the runway did not align correctly with the latest navigational database installed into ProSim737 (Navigraph).   The CDU continually issued advisory warnings informing me that the runway direction and database were not identical.  Although it's possible to ignore the warning advisory, it becomes tiresome to continually reset the CDU  whilst in the more demanding phase of approach and landing.

Updating Magnetic Variation

Screen grab of program interface

Updating this data is easy thanks to Herve Sors.   Herve has developed a free stand alone program that easily and quickly updates the magnetic variation in either FS9 or FSX whilst also providing the opportunity to rectify out of date and changed runway directions.  The information can be updated globally or by country region, and if necessary you can revert back to the old data.

Without going into unnecessary detail, the program decompresses, corrects, and compiles the necessary information within the .BGL files, located in the scenery folder of flight simulator; it's in this folder that the various navaids are recorded.

Do I need To Update ?

The ability of simulator to accurately simulate navigation is only as good as the navigational database installed.  Think of the database as a street directory or telephone book - do you want to search the directory for out-of-date information?  The update is a very simple process and takes but a few minutes and it's strongly recommended.

By updating virtual pilots will benefit at the very least from:

  • All VOR and NDB data will be up-to-date, allowing chart usage to easier with current charts.

  • Correct calibration of magnetic declination of navaids that provide an azimuth information (VOR/VORDME/NDB) that will be greatly improved matching the "as real as it gets" experience while navigating (tracking navaid radials will be as it is indicated on charts).

  • ILS data (for those that are corrected, Europe only at this time) will be correct.

To download the required software (FSX World NavAids 4.32 & MagVar Data) and investigate Herve's various other programs, navigate directly to his website at AeroSors NavAids.

The software also updates the database for Prepar3D and MSFS-2020.

Replacement Sidewalls for FDS MIP

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I have mentioned in an earlier post concerning the Main Instrument Panel (MIP) from Flight Deck Solutions, that the unit was a little wobbly due to the thin metal used on the side-walls.  Whilst this is not a huge problem and certainly not an issue when the MIP is locke" into a shell, it does pose a minor issue when used without a shell.   Therefore, I decided to fabricate some replacement side stands for the MIP from 3mm aluminium sheet.

AutoCad was used to copy the dimensions of the original FDS sidewalls, and a lazer cutter cut the aluminium sheeting to the exact measurement.  Using a standard pipe bender, I bent the sides out at 45 degrees to allow slightly larger spacing for the rudder pedals.  I also increased the surface area of the metal which is used to attach the MIP to the platform, this ensures a more stable and secure attachment point for the MIP.  To replicate the MIP side-walls exactly, I TIG welded the narrow section that folds behind the stand.

Currently the aluminum is unpainted.  At some stage in the near future I'll either have the two units powder-coated in Boeing grey to match the colour of the MIP, or more than likely I'll prime and paint them myself.

The MIP is now very stable and does not wobble at all.