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A very expensive 'piece of kit' (about GB£460) , but
worth every penny if you are looking for the realism an MCP can give
you in the 'Pit'. I have it configured through the 737kbd
file to command the PMDG 737 and it does it very well with one minor
discrepancy, there is no SPD or ALT Intervention modelled.
And the level of expansion it allows when used with the MCPEX1 and
MIP737 boards
is awesome. I have almost all my systems working at the time of
writing which makes the whole experience quite realistic.
Lets Take A Closer look at the CPFlight
MCP and how it works with the PMDG
PMDG allow access to the MCP and EFIS controls by the use of simple
keystrokes. They also allow access to their product through
several offsets via Pete Dowson's FSUIPC. If you have the PMDG
installed in your FS2004, you can assign keystrokes to a list of
MCP/EFIS functions in the Keyboard Commands page under PMDG in the
Menu Bar when FS is in windowed mode. PMDG store these
commands in a file called 737kbd.ini which you will find in the PMDG
folder inside FS. Now here's the clever bit, when you install
the CPFlight software, you copy the 737kbd.ini file into the CPFlight
software folder. Now CPFlight read that file and use it to communicate
with the PMDG via their FS_COM utility because it knows what command
to send for every function you have assigned a key to. You
have the choice of keys or you can use the recommended one's which CPFlight
show on their website. There
Are Three Modes of Control
Ok so the engines are running and all
systems are set and operational. You are flying the Aircraft 'Hands
On'. That is you have control of the Throttles
and all Flight Control Surfaces. None of the Auto or Semi-Auto systems
are engaged. 'You Have Control - It Is Your Aircraft'. The MCP is
doing nothing at this stage.
Engaging the Autopilot, the Autothrottle and Flight Director sets the
control system up for using the MCP in it's lower level of control 'Selected
Mode'. Previously you had directional and speed control
based on your inputs by way of the throttles and the Yoke/Rudders. Now
with the MCP doing the work for you, command of speed,heading,altitude
and vertical speed is controlled by dialling in the numbers and
selecting which mode of control you want.
Finally, the highest level of control is achieved when LNAV and VNAV
are brought into play. You must have an active Flightplan
entered into the CDU/FMC for these functions to be 'selectable'.
This is 'Managed Mode'.
That is the CDU/FMC is controlling every variable of the flight
envelope from efficient power management thru navigating the aircraft
in three dimensions and at given or computed speeds right down
to the touchdown zone on any runway at any airport it is instructed to
do. AMAZING :o)
The CPFlight MCP emulates the BOEING B737 Mode Control Panel
exactly. Lets start from the left hand (Captains) side and
discover what this awesome piece of equipment can do.
COURSE Rotary Switch with LED readout between 0 & 359. When
Nav 1 is tuned to a station which is recognised as being either an ILS
or VOR frequency, this is the radial (either to or from that the
navigation system will lock and steer to when the VOR/LOC
Button is selected. When tuned to an active radio station, the radial
will also be displayed on the ND in green and annotated with its
identifying radial no. Usually this is set to the OBS when
performing an ILS approach so that when you switch to ILS mode on the
ND the display is orientated to the direction of the runway.
FLIGHT DIRECTOR When
selected, on the ground you will see a light green 'rising runway'
appear on the PFD and in the air two magenta crosshair bars appear
showing the reference path that the aircraft should be on. Look for
the green FD symbol in the PFD Annunciator Bar on the PFD when on.
AUTO THROTTLE
When selected, the green LED is on and the Auto Throttle State is
displayed in the top left hand corner of the PFD. In the ARMED
position, A/T engages automatically when the following AUTOMATIC
FLIGHT MODES are engaged:
LVL CHANGE, ALT ACQ, V/S, VNAV ALT HOLD, Glideslope Capture, and
TO/GA. When the Auto
Throttle is selected, there are several ways in which it will control
the speed of the aircraft. The most basic is that with the Speed
Button selected, the engine power will be controlled to keep the
aircraft at a given airspeed. So for example, when ATC tells you
'Speed Back to 200 or less', you can select 200 in the IAS window and
select the speed button and the aircraft will decelerate to the
commanded speed (assuming that the MCP is engaged and the Autothrottle
is on). This is MCP Speed.
SPEED Button When
engaged, the Button will illuminate and MCP Speed will be annunciated
in the PFD Display. Speed mode holds the aircraft at the speed
selected in the MCP speed window. This is also displayed in
magenta above the speed tape on the left of the PFD.
Going forward, there is a very complex
inter-relationship between the FMC and the Auto throttle. We now bring
into play N1, MCP Speed (described above) and FMC Speed. It is a very complex subject
which to understand, you really have to read and take in the
information contained in the PMDG Manual. Linked to the Speed/Autothrottle
is also the CO or change over button which allows the pilot to change
the display in the MCP from mach to knots. By default at flight level
260, the indication will change to mach automatically.
N1 Button engages A/T in N1
Mode if it is compatible with Automatic Flight Modes already selected.
Button will illuminate to show selection. In N1 mode, the A/T will
hold thrust to the limit set in the FMC. N1 engages
automatically when selecting LVL CHG or engaging VNAV in a climb.
MA This indicator
tells you which Autopilot has Authority. In the PMDG/CPFlight
configuration the left hand indicator will always indicate on.
 IAS/Mach
Display Indicates a default value of 110kts when
power is applied to the MCP. Target speed is displayed or input
here when a compatible Automatic Flight Mode is selected.
Display blanks when VNAV is engaged or the A/T is engaged in FMC
Speed. In conditions where the selected speed cannot be
reached, the IAS display will show a flashing symbol (either an
A for underspeed or an 8 for overspeed). I have put the aircraft
in a situation where the A has flashed in the display, but at
this time, I have been unable to reach a situation where the 8
has appeared in the CPFlight MCP.
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LEVEL
CHANGE Again linked to the Autothrottle, this
function allows the pilot to select a given altitude or FL
allowing the FMC or the MCP to control the speed of the aircraft
(see N1). When descending to a new level you will notice the
Autothrottle Indicator in the PFD will indicate a white RETARD
message followed by the white ARM message when
the Aircraft is either above or at the Target Airspeed. In a
climb, the Indicator will normally change to a GREEN indication
informing the pilot which system (FMC,N1 etc) is controlling the
Autothrottles. The Default setting in a climb is N1.
HEADING
The MCP controls the heading of the aircraft in it's most simple
form by simply dialing in a heading and pushing the heading
select button. Whatever is displayed in the heading indicator
will be relayed to the ND (indicated by a dotted magenta line)
and also to the heading rose at the bottom of the PFD. The
CPFlight MCP does not simulate the Bank Limit Function but use
airspeed/10 +7 to give the bank angle for rate 1 in low speed
manouvers (i.e. the hold, e.g.airspeed 180/10=18 +7 =25
degrees).
VNAV Button When
selected, the VNAV button illuminates. The FMC must have an
active route entered which has vertical constraints or targets
for the route. VNAV selection initiates VNAV Path or Speed and
annunciates on the PFD which mode the A/T is in (FMC Speed, N1,
Retard or ARM). The IAS/Mach Display will blank as the FMC now
has command of the speed. In the climb,
the A/T will hold FMC thrust limit and the Automatic Flight
System will hold the Target Speed. Automatic Level Off
will occur when the aircraft reaches MCP altitude or FMC
altitude whichever is reached first.  When
in the cruise, the A/T holds the target speed set in the
FMC. Automatic flight system holds the Cruise Altitude set in
the FMC. If a lower altitude is set in the MCP, the FMC is
automatically armed to begin the descent upon arrival at the top
of descent point. For the descent,
the aircraft can follow either VNAV Path or VNAV speed as
selected. In SPD mode, the A/T holds idle and the AUTOMATIC
FLIGHT system holds the aircraft at the FMC target speed. In
PATH mode, the A/T holds idle but can command the FMC Speed Mode
if Groundspeed becomes too low to maintain the FMC Vertical
Path. Automatic Level Off occurs at MCP altitude or FMC
altitude, whichever is reached first.
LNAV is short for
Lateral Navigation.To use LNAV functionality, there must be an
Active Route entered into the FMC containing waypoints which
the system can navigate the aircraft to. Automatic Commanded Flight must
be initiated by engaging CMD A or B (see section below). To
engage LNAV, there are several criteria which must be met in
addition to the above. You must be in the route segment
which is prior to the active waypoint indicated in Magenta at
the top right of the ND with the computed arrival time at that
waypoint. Within 3 miles of the route, the
aircraft will intercept the route from any heading. Outside of 3
miles, the aircraft needs to be on an intercept heading of 90
degrees or less or the error message will appear in the FMC CDU.
LNAV will automatically disengage when reaching the end of
route, when it encounters a route discontinuity,when the
aircraft intercepts a VOR radial to follow if the VOR/LOC button
has been selected (armed) or if there is a loss of capture
criteria.
So, between LNAV & VNAV, it is
theoretically possible to guide an aircraft from 2 given points
over several waypoints in 3 dimensions at predetermined
speeds...all clever stuff.
VOR/LOC Button
Pressing this button selects VOR Mode or ILS Mode whichever
frequency is tuned. VOR Mode intercepts and tracks the
selected Radial which is input in the course window. LOC
mode will intercept and track the Front Course of an ILS
Localiser irrespective of the Course display. Of course for
situational awareness it is prudent to input the correct OBS in
the course window. VOR/LOC mode can over-ride LNAV,HDG SEL and
CWS R.
APP Button Arms
Approach mode when at least one Nav Radio is tuned to an ILS
frequency. One Nav Radio tuned or just one Autopilot
selected will give a Yellow Indication in the PFD of 'Single
Channel'. But as is normal, both Nav Radios are tuned to the ILS
and both CMD A & B are selected, the annunciation in the PFD
changes to a Green CMD It is normal practise to tune
both Nav Receivers to the ILS Frequency and select both
Autopilots when cleared for an ILS approach. APP Mode
requires that the aircraft be on an intercept course with the
ILS. When the aircraft intercepts the Localiser it is
steered onto and follows the beam. As the Glideslope is
intercepted and captured, the aircraft will follow this on a
descent to the runway threshold.
Alt Window
Selected altitude is entered into here. For example an initial
cleared altitude or a descend and maintain flight level
instruction. With Vnav selected, the aircraft will arrive at top
of descent and then follow the Vnav path down to the entered
altitude or flight level. Or if the aircraft is below the
climb profile, in Vnav it will commence the climb to the next
computed level or cruise altitude whichever has priority.
Linked to Level Change so in automatic flight (Vnav Selected)
the FMC has command of the profile and with Pilot Managed Flight
(Level Change Selected) in conjunction with speed, the Pilot has
control.
V/S Function In a Pilot
Managed Climb or Descend profile,
Vertical speed management can be introduced by selecting the V/S
Button. This will overide Level Change and
illuminate the Vertical Speed Window with a Value.
This value can be increased or decreased using the selector
wheel and introducing a greater or lesser rate of climb/descent
as desired.
CMDA-CMDB & CWS Buttons
There are 2 Autopilots on the 737NG. Selecting either CMDA
or B will dictate which autopilot has authority. CWS
stands for Control Wheel Steering. Selecting one of these
buttons allows directional control from the Yoke.
Disengage Lever
Operation of this lever disengages all
autopilot systems from the Aircraft allowing full control to be
managed by the Pilot Flying.
F/O Course Indicator
Finally on the right of the MCP is the F/O Course Selector.
Primarily used in conjunction with Project magenta, it is
however used in the PMDG to alter VOR2 if you have one.
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The CPFlight MCP737
- Using It With The PMDG
