Overview of Flight Deck Components

A full-scale realistic B-737 flight simulator requires the following flight deck hardware components. This article is a brief overview and summary. If desired, please see the separate and more detailed articles for each of these main components.

This is required for mounting the flight deck shell to, as well as the flight deck hardware that is mounted on the floor. Wheels are needed for platform mobility. Four inches of thickness are adequate. A platform can be easily constructed with 2 x 4 boards and plywood.

If synchronized fight controls are planned, the mechanism under the flight deck floor usually needs a space of 8 to 12 inches. It is possible to buy commercially made metal platforms that are designed for synchronized flight controls.

Although it is possible to construct a flight deck shell with wood, the complex geometry is a challenge. There are companies that produce a flight deck shell that is constructed from aluminum panels, already painted, and shipped disassembled. Assembly is not difficult nor time consuming. It is important to select a design that has multiple removable access panels, to allow for installation of items, wiring, and maintenance.

The flight deck shell will need an interior liner. This is usually made from plastic parts. Fitting and installation are usually more difficult than the aluminum shell construction.

Finally, windows need to be installed for a realistic finish. Most commonly plexiglass or polycarbonate window materials are used, but they have to be cut to match the unique shapes of the six windows.

The main instrument panel is the heart of a B-737 flight deck. While it is possible to purchase a single-seat training device, it would not be a prudent decision if the goal was to eventually build a full-scale B-737 simulator. The Mode Control Panel (MCP) is located at the top center. This incorporates the main controls for automated flight by the autopilot. On either side there is an EFIF Panel and an Annunciator Panel. The EFIS Panel has controls for the Navigation Display as well control for setting the altimeter setting and altitude minimums. The Annunciator Panel has lights that illuminate for a Master Caution or Fire Warning.

The center section of the main instrument panel has five large displays. On the left side there is the captain’s Primary Flight Display (PFD) and Navigation Display (ND). On the right side there is the first officer’s PFD and ND. In there center is an Engine Display. Other items on the main instrument panel are clocks, autopilot & auto throttle disconnect annunciators, auto brake control, flap position indicator, landing gear lever, and various other controls and indicator lights. On the bottom ledge there are controls for lighting, display brightness, and GPWS controls.

Attached to the center bottom of the main instrument panel is a large display for secondary engine indications and aircraft system indications. To either side of this display is a Control Display Unit (CDU), one for the captain and the other for the first officer. The CDU has a display screen and a keyboard. It is the pilot’s interface to the Flight Management Computers for flight plans, performance, etc.

The throttle quadrant is another central component of a B-737 flight simulator. The main controls are the dual engine thrust levers, with secondary reverse thrust levers. To the left of the thrust lever is the speed brake lever. To the right is the flap selector lever. Other controls are the parking brake, engine start levers, stabilizer trim wheels, and controls for stab trim cutout.

This is an expensive component because if realistic, there are many design requirements. For example, the speed brake lever locks in the down position but has to be pulled to lift up and allow movement. The flap lever has two gates, designed to catch retraction at a specific setting for a single or dual engine go-around. The reverse thrust levers are locked in the closed position unless the main engine thrust levers are pulled back to the idle position. In the real aircraft, many of these controls will move on their own. For example, the trim wheel moves when either pilot activates the trim switches on their control yokes. The speed brake lever, if armed, will automatically deploy when the aircraft lands. Main engine thrust lever movement is normally controlled by the auto throttle system through most phases of flight. To provide mechanical movement for all of these controls adds a considerable amount of complexity and expense.

It is possible to purchase an inexpensive throttle quadrant that is not motorized, that is constructed of plastic parts, and only roughly emulates the real aircraft part. If a flight simulator is being built in phases in order to control costs over time, this is a reasonable option.

Immediately aft of the throttle quadrant is the Fire Control Panel. Just behind it is the large rectangular pedestal box. It has three columns. The left column has the captain’s COMM radio, NAV radio, and Audio Panel. The right column has the same radios for the first officer. The center column has the cargo fire panel, the transponder, and weather radar panel. At the aft part, there are various controls for lighting, rudder & aileron trim, and cockpit door security.

The main overhead panel is organized into five columns of subpanels. The bottom (most forward) row is one column that spans the entire width. There is an extremely large number of switches, selectors, LED lights, LCD indicators, and gauges. Many of these are used during the beginning of a flight when the aircraft is brought from a cold & dark state to ready for takeoff. The main subpanels are for the flight controls systems, fuel pumps, electrical systems, window & probe heat, anti-ice systems, hydraulic systems, air conditioning, pressurization, APU, external lights, and engine start selectors.

The aft overhead panel is smaller and contains subpanels for the leading edge devices & flaps, IRS, EEC engine controls, emergency oxygen, stall warning & overspeed test switches.

The dual control yokes should ideally have a resistance and angular degree of movement for full deflection that emulates the real aircraft. Also, each control yoke should have buttons and switches for stabilizer trim, autopilot disconnect, and others. The rudder pedals should have a tilting movement that allows independent or simultaneous application of the left and right main brakes.

Flight controls can be unlinked. In this case, the software can average control deflection between both controls for input. More realistically, the controls can be linked so that deflection of one pilot’s control creates a mirrored movement with the other control. This emulates the real aircraft, but it introduces a degree of complexity and cost for the linkage, usually requiring a taller simulator platform for the mechanical linkage mechanism.

At the ultimate level, controls can be loaded for variable resistance using hydraulic mechanisms so that the feel of the controls would mimic the variable resistance to movement that is felt in the actual aircraft. The system would also create movement of the controls during automated flight. Unfortunately, this adds a huge amount of cost and complexity. Therefore, it is rarely done in a typical home flight simulator.

The steering tiller is mounted on the flight deck sidewall on the captain’s side only. During taxi, it is necessary to make turns. The rudder pedals can only deflect the nose wheel approximately 7 degrees left or right from center. The steering tiller allows up to 78 degrees of deflection.

In home flight simulators, realistic crew seats can be delayed for later if the simulator is being constructed in stages for cost control. Used automobile seats are sometimes used, but are problematic due to the control yoke column. Ideally, either salvaged pilot seats from a real aircraft, or a emulated aircraft seat are used. These are fairly expensive, so it is possible to just initially purchase the captain’s seat.

An important feature of the pilot seats is a J-rail mounting system that allows the seats to be moved a significant distance aft and then laterally away from midline. This is needed to allow for ingress and egress around the large pedestal. Also, the seat should allow for adjustment of elevation so the the proper eye-point can be set.

The last flight deck hardware components are the power supply and hardware interfacing for the hundreds of switches, controls, gauges, and indicator lights. For the DC power supply, it is common to use a heavy duty computer power supply, connected to a bus bar for distribution to the various components.

Interfacing of the hardware with the computer is commonly done with both USB and Ethernet. This usually requires two powered USB hub devices and an Ethernet switch device.