Designed to illustrate some of the features of the Boeing 737 Series. Scrollable.
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FSX X2 Versions ONLY

FSX X2 versions of the Boeing 737 Series contain far more detail than their FS9 counterparts. In total, over 1790 more parts, elements, features and effects can be found in the X2 versions over the FS9 versions. It is this high level of multiple animations and model and audio layering both in audio and special effects departments that firmly places X2 versions way ahead of its FS9 counterparts. Add to this the ability for FSX versions to run at faster FPS levels than X1 versions and it is clear that the time to convert up to FSX with these advanced series abilities is now.

Note: Feature-rich content is explained as being availanble on FS9 or FSX versions below.

Electronic Horizontal Situation Indicator EHSI

FSX & FS9. Each EHSI presents an electronically generated color display of conventional HSI navigation data (VOR/ILS and NAV modes). Each EHSI is also capable of displaying the airplane’s flight progress on a plan view map (MAP and CTR MAP modes), or the airplane’s flight plan on a plan view map oriented to true north (PLAN mode). Operation is in the FULL NAV, FULL VOR/ILS, and PLAN modes. During normal operation, each EHSI receives information from its own symbol generator. Each symbol generator receives data from a variety of aircraft systems to support the EHSI displays and emulated in logic control, generator software. Picture shows comparison EHSI PFD/ND version. Performance on vector versions within 2 vsps. Flight Director Bars are carrier-specifiable.

Primary and Secondary Engine Indications Center Forward Panel Control

FSX & FS9. The N1 SET Outer Knob will automatically set both reference N1 bugs set by FMC based on N1 limit page and takeoff reference page. Both displays show reference N1 bugs at active N1 limit for A/T. When set to BOTH both reference N1 bugs and readouts are manually set by turning the N1 SET inner knob. The respective N1 reference bug and readout controls the respective engine manually by turning N1 SET inner knob to 1 or 2. N1 SET Inner Knob Rotates and positions reference N1 bug(s) and readouts when N1 SET outer knob is set to BOTH, 1, or 2. Reference N1 Bugs are Displayed (in green) with the N1 SET outer knob in AUTO, 1, 2 or BOTH positions. N1 Redlines Display (in red) N1% RPM operating limit

MCP Mode Selector Switches

FSX & FS9. The mode selector switches are pushed to select desired command modes for the AFDS and A/T. The switch illuminates to indicate mode selection and that the mode can be deselected by pushing the switch again. While a mode is active, deselection can be automatically inhibited and is indicated by the switch being extinguished. When engagement of a mode would conflict with current AFS operation, pushing the mode selector switch has no effect. All AFDS modes can be disengaged either by selecting another command mode or by disengaging the A/P and turning the F/Ds off.

FSX ONLY. Accessed via the upper panel, both Orckwell and Sperry type MCP types can be switched literally on the fly. This option allows users to self-spec their own type of MCP to fly with offering greater depth to the setting up of personal flights.

IRS Display Unit

The IRS Display Unit is quite probably the most advanced of its type used around the world by pilots for IRS familiarisation training routines. The IRS logic is the airplanes sole source of altitude and heading information, except for the standby attitude indicator and standby magnetic compass logic. In Normal Navigation Mode, the logic produced by the IRS provides attitude, true and magnetic heading, acceleration, vertical speed, ground speed, track, present position, and wind data to approporate airplane systems. The IRS outputs are independent of external navigation aids. The IRS must be aligned and initialised with airplane present position before it can enter the navigation mode. The present position can uniquely be entered either via the FMC or directly into the IRS using its keyboard. Normal alignment between 78 degress 15 minutes North or South is initiated by rotating the MSU switch from OFF to NAV (ater alingment is cleared). The airplane must remain stationary during alignment and the period of alignment is hard-set to 2 minutes in the simulation (but can be rest manually to the 10 minutes real world (RW) alignment mode via the sophisticated INI system.

The IRS Display Unit can either be programmed in-situ from inside the virtual cockpit or called up as a 2d panel (2d pop up panels can also be undocked for positioning off-display and/or on other displays)

Standard or Compact Displays

The Boeing Ng Series developed for Microsoft's Flight Simulator 9 (FS2004) platform represents a quantum leap in technology for small CO2 footprint, desktop and laptop procedural training and familiarisation. The Boeing range (Boeing 737-600/700/800/900/900ER) all feature standard PFD/ND display sets or optional, EFIS Displays fitted as standard software sets. In compact format, the primary and secondary engine indications are combined on the same display. The N1 and EGT indications are displayed as they are normally. All other indications change to digital readouts only. N2, oil temperature, and oil pressure digital readouts turn red or amber if an exceedance occurs. The N2 digital display is framed with a red box after engine shutdown on the ground if an inflight exceedance occurred. Primary and secondary engine indications are displayed in compact format on the upper DU when the secondary engine indications are selected for display (manually or automatically) and the lower DU is unavailable. Alternatively, the compacted indications are displayed on the lower DU if the upper DU is unavailable.

Click on the word: SELECT to be taken directly to the Boeing 737-600 product page --->

Primary Display Types

Primary Display selection is achieved via the main aircraft menu in the simulator program. Options include aircraft type; Boeing 737-600/700/800/900/900ER/BBJ1, display type (PFD/ND or EFIS); engine fitment (CMI - CFM567b: 18/20/22/24/26/27) and carrier (in this case for the Boeing 737-900ER it is the launch customers; Continental; Futura; Lion etc.) Displays can be selected prior to each flight and are set once pre-flight is engaged. Engine types are fitted based on Boeing Production Line (LN) Data and include the correct engine design configuration which has an accurately emulated, thrust model which is logically programmed into the different performance tables (speed vs mach etc.) included on the FMC type (see FMC pages).

Interior Control Panel - Galley

The Interior Control Panel is located on the Attendant Panel. The airstair 'tread lights' are controlled by the Tread Lights Switch and illuminate when the airstairs makes contact with the ground during ramp enplaning/deplaning. The interior control panel has two modes of operation; Normal and Standby. Standby provides an alternative means of electrical operation via a back up power unit. Normal Operation requires 115v AC while standby operation requires the battery switch to be on. Both operating modes require the entry door to be open. During Normal Operation the momentary extend or retract switches are depressed to operate the stairs. To operate in Standby Mode, the momentary standby switch must be depressed followed by the extend or retract switches.
The far right of the panel controls interior lighting for the galley entrance, the flight deck access and also the main passenger lighting so that lights can be dimmed during take off and landing.

FSX ONLY. Galley management is more complex than in FS9. As well as more complex features there are new ones too. A new interactive, Audio Panel. AI. Animations.
Examples: Standby power is supplied on entry to the aircraft via the FWD pax door. Door entry in three part; unlock, open, secure. The Galley Management Flight Att Panel features a much higher level of detail and complex systems. From the sophisticated AI of the 'DIM lighting' feature that plays a courtesy advice audio recording made by your virtual flight attendant, during the evening only, on take off and landing phases to the multiple levels of lighting inside this area. The galley features every switch and button sound with multiple sounds governing certain cover opening and then switch depression and accompanying sound/s in addition.

FliTUNES EXCLUSIVE. Add to this the first ever, FliTUNES music feature that allows users to record or play their own music while they fly, the depth of the X2 Series aircraft is unprecedented.

Landing Gear Deployment & Retraction

System B hydraulic pressure is available for raising the gear if the No. 1 engine (N2) RPM drops below a limit value. When a low RPM is detected and the gear lever is positioned UP, the landing gear transfer valve automatically switches to system B. The logic on the Flight Panel Overhead simulates access to the hydraulic controls for the A and B logic components. Turning off these systems can simulate a loss of systems or better, certain systems can be represented in the logic table via the main Flight Simulator 'failure' menu using the command module available in 'kiosk' remote modes.

During gear retraction, automatic braking is applied to the main gear wheels. Nose wheel rotation is stopped by snubbers. When the main gear is fully retracted, a blade-type rubber seal and an over-size hubcap complete the fairing of the outboard wheel. When the nose wheel is retracted, it is enclosed by doors which are mechanically linked to the nose gear. With the landing gear lever in the OFF position, hydraulic pressure is released from all landing gear hydraulic lines and actuators. Software is used to control landings at all stages of touchdown; compression and roll and over-exertive forces will have the same effect that weight-to-balance ratios would with the advanced physics model.

FSX X2 ONLY. On FSX X2 versions, the gear has been significantly redefined and remodeled. The detail is of a much higher level. Pins. Chocks. Flags. More effective strut compression. More sensitive to load and movement as well as touchdown, the new version 700 series X2 will also feature several different types of wheels and gear.  With brakes ON the flight deck will sound a warning if overthrust is applied.

Landing Gear Note: Gear is normally operated by system A hydraulic pressure and is held in the up or down position, mechanically. The landing gear lever positions a software-linked valve logic which directs the necessary visual cues regarding hydraulic pressure for gear actuation showing on the main panel.

Similarly to the physical model, an air/ground safety logic 'solenoid lock' prevents the landing gear lever from being positioned to UP. (NB: The override trigger in the gear lever may not be used to bypass the lock in the FS9 version).

FSX ONLY. The override trigger in the gear lever is fully functional allowing sets to three positions and its LOCK function can be bypassed.

Click on the word: SELECT to be taken directly to the Boeing 737-700 product page --->

Two-Position Tail Skid - 900ER

Tail strike protection systems uses a combination of software and hardware to protect the airplane. Some models of the 737 have a tail skid that prevents damage from most takeoff tail strikes. However, these devices do not guarantee protection for landing tail strikes and some takeoff tail strikes. They reduce tail clearance distances and many of the longer-bodied boeing airplanes use relatively higher speeds than their shorter-bodied major models (e.g., the 757-300 versus the 757-200). The subsequent higher V1, Vr, and V2speeds or approach speeds are designed to improve the tail clearance.

The design enhancements to the 900ER include a multi-position tail skid that enables reduced approach speeds and protects the extensive rear section from damage.

Display Light Sensing and Brightness Control

There are two sets of ambient light sensors that automatically adjust the brightness of the EADI and EHSI displays. The Captain’s and F/O’s displays are independently adjusted. Two remote light sensors, located on the instrument glare shield, are emulated via a DPA software logic that adjusts brightness of the associated EADI and EHSI as a function of light coming through the forward windows. Two integral light sensors, located in the EADI and EHSI instrument bezels (one per display unit), use the same software emulation logic to work in parallel to adjust the brightness of the EADI and EHSI displays as a function of ambient light shining on the face of either display. Manual adjustment of the display brightness, above and below the brightness level set by the automatic system, is accomplished by adjusting the brightness controls on the associated EFIS control panel. (see illustration below)

FSX ONLY. All of the display lights sensor logic controls operate independantly. Not one is the same as the other. In addition, backlighting can be phased on or off and individual MCP and main panel lighting is selectable. A much higher level of detailed lighting is available on the FSX X2 flight deck series, making night flight much more of an interesting and realistic experience.

Flight Deck Number Two Windows

The Flight Compartment Number Two Windows utilise a latch trigger guard protector mechanism rod. The flight deck number two windows can be opened on the ground or in flight (max speed 84 knots) and can be used for emergency evacuation. To open the window, depress the trigger and turn the handle back and inboard. After the window moves inboard it moves back until it locks in the open position. To close the window, it must first be unlocked (pending speed limit). Pull forward on the latch mechanism rod to unlock the window. Depress the trigger and move the window forward and the handle will turn forward and outboard. When the trigger is released, the window latches.

FSX ONLY. On the advanced and highly featured FSX X2 flight deck, when windows open on the left, they are heard on the left. Same with sounds emanating from the right. Sounds of packs running, air packs, fans, cooling fans, the list runs to over 1000 events (one event being related to each sound oeration)! The number of sounds on the flight deck at any one time, can run to over 30 with no appreciable hit on FPS at all. Thanks to Synchresis, the sounds are all managed outside of the FSX sound-making environment.

Engines, APU-Engine System

The Boeing 737 airplane is powered by two CFM56–7 engines. The engine is a dual–rotor, axial–flow turbofan. The N1 rotor consists of a fan, a low–pressure compressor and a low–pressure turbine. The N2 rotor consists of a high–pressure compressor and a high–pressure turbine. The N1 and N2 rotors are mechanically independent (phased via software logic that controls the flow of fuel and the performance and thrust to within 11 llbs accuracy per hour). The N2 rotor drives the engine gearboxes. A bleed–air–powered starter motor is connected to the N2 rotor. A dual–channel electronic engine control (EEC) regulates each engine. The EEC monitors autothrottle and flight crew inputs to automatically set engine thrust. Each engine has individual flight deck controls. Thrust is set by positioning the thrust levers. The thrust levers are positioned automatically by the autothrottle system or manually by the flight crew. The forward thrust levers control forward thrust from idle to maximum. (A software handler called 'Newton Logic' ensures that on throttle deployment, the load weight to the fitted engine power ratio causes a delay prior to forward motion). The reverse thrust levers control thrust from reverse idle to maximum reverse.

AFDS Mode Control Panel (MCP)

The automatic flight system (AFS) consists of the autopilot flight director system (AFDS) and autothrottle (A/T). The flight management computer (FMC) provides N1 limits and target N1 for the A/T and command airspeeds for the A/T and AFDS. The AFDS and A/T are controlled using the AFDS mode control panel (MCP) (which is selectable as a pop-up which can be repositioned for multi-monitor use). and the FMC. Normally, the AFDS and A/T are controlled automatically by the FMC to fly an optimized lateral and vertical flight path through climb, cruise and descent. AFS mode status is displayed on the flight mode annunciation on each pilot’s primary display.
The example shows 'pop up' 2d MCP placed atop a series of undockable, pop-up Primary, Map and Eicas displays positioned side-by-side. This type of 'designer displayability' is what makes the system a powerful tool for training pilots on awareness issues regarding display information.

Boeing Business Jet 1

Designed for corporate and VIP applications, the BBJ is a special, high-performance derivative of the Next-Generation 737-700. The addition of auxiliary fuel tanks provides owners with a business jet platform having a maximum range capability of 6,200 nautical miles (11,480 kilometers), while requiring less than 6,000 feet (1,829 meters) of runway. With cruising speeds of up to .82 Mach - equivalent to a ground speed of 550 miles per hour (870 kilometers per hour) - the BBJ can serve such routes as Los Angeles to London or Paris, New York to Buenos Aires, Argentina, or London to Johannesburg, South Africa. The same CFM56-7 engines used on the Next-Generation 737 commercial airplanes power the BBJ.

BBJ1 Mode Control Lights & Settings

On all BBJ1 models (7 in all)  light is controlled via a Mode Control Panel in the Entrance Lobby. Various settings of light and ambient lighting effects are available for the different phases of flight (take off, cruise and landing during night flights) or as to requirement. Furniture and fittings are accentuated with reflections and light-modeled areas internally are further enhanced by exterior lighting sources which combine to produce some of the warm and fascinating light effects the simulation produces during dusk and dawn transitions.

Integrated Standby Flight Displays

[Option - Sextant S231A120-1]. The integrated Standby Flight Display consists of an Approach (APP) Switch (Push – selects approach mode), an Approach Mode Annunciation Indicates approach mode selected). APP selects the ILS localizer and glideslope deviation data displayed. The BCRS (Back course) reverses sensing for localizer pointer during back course approaches. Attitude Display Displays airplane attitude and indicates bank in reference to the bank scale and indicates the horizon relative to the airplane symbol. Beyond 30 degrees pitch, large red arrowheads (V-shaped) indicate the attitude has become excessive, and the direction to the horizon line.

FSX ONLY. In the X2 FSX series, standby instruments like their MCP counterparts, can be switched at any time; on the ground or in flight allowing crews to choose which instruments they fly with and by: analog sets or mixed analogue and digital (as shown). The digital version in X2 also features an adjustment of the backlight thereby allowing adjustments to be made when the sun is reflecting off the display or later, during night phases.

Speed Brakes and Deployment

The speed brakes consist of flight spoilers and ground spoilers. A main software Hydraulic system A logic powers all four ground spoilers, two on the upper surface of each wing (Hyd A can be selected & shut off from the Flight Deck Control Panel). The SPEED BRAKE lever controls the spoilers. When the SPEED BRAKE lever is actuated all the spoilers extend when the airplane is on the ground. The SPEEDBRAKES EXTENDED light provides an indication of spoiler operation in-flight and on the ground. During landing, the auto speed brake system operates when • SPEED BRAKE lever is in the ARMED position • SPEED BRAKE ARMED light is illuminated • radio altitude is less than 10 feet • landing gear strut compresses on touchdown. (Note: Compression of any landing gear strut enables the flight spoilers to deploy. Compression of the right main landing gear strut enables the ground spoilers to deploy). • both thrust levers are retarded to IDLE • main landing gear wheels spin up (more than 60 kts). The SPEED BRAKE lever automatically moves to the UP position and the spoilers deploy. If a wheel spin-up signal is not detected, when the air/ground system senses ground mode (any gear strut compresses) the SPEED BRAKE lever moves to the UP position and flight spoiler panels deploy automatically. When the right main landing gear strut compresses, a mechanical linkage opens the ground spoiler shutoff valve and the ground spoilers deploy.

Flight Controls-System Description Introduction

The Primary Flight Control System uses conventional control wheel, column and pedals linked mechanically to hydraulic power control units which command the primary flight control surfaces; ailerons, elevators and rudder. The flight controls are powered by redundant hydraulic sources; system A and system B. Either hydraulic system can operate all primary flight controls. The ailerons and elevators may be operated manually if required. The rudder may be operated by the standby hydraulic system if system A and system B pressure is not available. The secondary flight controls, high lift devices consisting of trailing edge (TE) flaps and leading edge (LE) flaps and slats (LE devices), are powered by hydraulic system B. In the event hydraulic system B fails, the TE flaps can be operated electrically. Under certain conditions the power transfer unit (PTU) automatically powers the LE devices. They can also be extended using standby hydraulic pressure.

Advanced-Technology Wing Design

The 737-900ER and BBJ1 models incorporate a new, advanced-technology wing design that emulates the same increased fuel capacity and efficiency, both of which increase range. On each wing, the chord is increased by about 20 inches (50 centimeters) and the total span by approximately 16 feet (5 meters). The total wing area is increased by 25 percent to 1,340 square feet (125 meters2), providing 30 percent more fuel capacity for a total of 6,875 U.S. gallons (26,020 liters). What is unique about the 737-900ER and the BBJ1 is the addition of a flexing model that not only flexes the wing in flight turbulence and during ground roll but also a multiply jointed flex design that passes along the length of the wing from the engine mount to the tip producing concentric movement whose effect is dependant on turbulence or ground conditions.

FSX ONLY. On the FSX Series X2 versions, the wing is far more detailed and complex and is sectioned into multiple parts thereby showing more of the conformative wing movement an aircraft features during take off and landing phases as well as in turbulence, depending on the rate. In addition to this modeling, light will reflect the nav lights on the ground, during rain and in ince conditions as well as during fog or low viz conditions, beams of light will emit from the wing lights as they would in reality, stretching out, depending on the levels of light and in clouds, especially during approaches. In addition to this feature, at night the beam of light emanating from the rearward facing wingtip lights will reflect light upwards onto the inner-facing advanced technology wingtips. Wing watching may take on an exceptionally new level and it will be far more interesting and exciting for passengers to watch from out of the window when landing in fog or low viz conditions.

Flight Control Panel

The Flight Control Panel consists of control for the Flight Control Switch, Alternate Flaps, Flight Spoiler and Yaw Damper Sections. The Standby Rudder activates the standby pump and opens the standby rudder shut off valve to pressurize the standby rudder power control unit. The alternate Flaps Master Switch closes the trailing edge flap bypass valve, activates the standby pump and arms the Alternate Flaps Position Switch. The Alternate Flaps Position Switch functions only when the Alternate Flaps Master Switch is in ARM. The Flight Spoiler Switch is used for Maint Only. A series of lights warn: Feel Differential Pressure, Speed Trim Fail, Mach Trim Fail and Auto Slat Fail.