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PFC.DLL User Guide - Flight Simulator Center

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1. Version 1 62 fixes a problem which seems to apply only to the Gear switch This can be re assigned in FSUIPC but then still retains its function in PFC This is fixed now for this switch and any others which may truly have been affected so that assignment in FSUIPC s Buttons page really does override that in the PFC DLL Version 1 61 contains a minor change to eliminate any delay before it subclasses the FS2004 window Apparently any sub classing done later increases the probability of FS2004 getting an apparent freeze with a black screen when changing between windowed and full screen modes This only applies to some systems but it can be quite consistent on those Version 1 60 is an important release with the following fixes and additions e The methods used to deal with the serial port connection to the PFC equipment efficiently turned out to be very inefficient on the recent Pentium 4 processors with Hyper Threading The method used in the DLL caused Windows to allocate one of the virtual processors completely to the serial port activity thus wasting a considerably part of the power of the new systems This has been fixed in this version by revising the timings in the serial port routines to be more co operative e Support for quadrant axis flaps has been added This is in anticipation of a new specialised jet quadrant with a flaps axis featuring proper d tentes but it can be used on any spare axis It supports up to 9 positions in
2. Test button The test sequence will begin with all the indicators lit then just the AP Eng indicator flashing with a beeping sound At the end of this the Autopilot is ready Second also standard with this type of autopilot you should engage the Flight Director FD first AP Engage will not normally work unless the FD is engaged Selecting FD modes such as ALT HDG instead will automatically engage the FD in any case Both of these restrictions can be optionally lifted and they are both removed automatically when using Project Magenta s MCP or Wilco s 767 which also change several aspects of the A P to make it more amenable to airliner type operations You will then also want to select the option to stop the A P Engage LED flashing and the PC beeping whenever the A P is disengaged That said here are the functions explained Description of actions available FD FD On those aircraft with a Flight Director this button switches it on and off See above for interactions with the other autopilot switches ALT ALT hold Sets the current altitude into the autopilot and engages altitude hold With Project Magenta s MCP the altitude is rounded to the nearest 100 feet The value used in the autopilot is the one registered by the altimeter so it is dependent upon the Kollsman pressure setting HDG HDG sel Engages Heading hold for the heading set by the heading bug or for airliners in the Heading register of the MCP To hold
3. The Automatic Setting mode can be used for this too and may be appropriate if your axis has no d tentes at all The automatic setting sets the correct number of d tente values for the currently loaded aircraft for example 9 including the up and full values for the 737 and 4 for the Cessna light aircraft Elevator Trim Aileron Trim Rudder Trim Trim axes are actually provided in the Jet Cockpit but can also be allocated on a quadrant and calibrated there In this case you don t have the luxury of response curve assignments but those shouldn t be needed in any case Steering tiller This can be calibrated to provide a separate steering capability to the rudders when on the ground When both rudders and a tiller are in use PFC DLL automatically gives more effect to the tiller at low speeds and gradually transfers that effect to the rudders as the ground speed increases By around 60 knots it will be all rudder The tiller has no effect in the air USER CONFIGURED QUADRANTS The driver provides slots for up to 15 quadrants where you the user can decide which lever does what Obviously to do this you ll need a real quadrant that is equipped with levers in the positions you want to use One example which we ll work through here is using the 4 jet quadrant to fly twin jets with the two spare throttle levers being used for proper analogue toe or rather in this case hand brakes Note that
4. Any one control console out of these Throttle Quadrant Console Cirrus I Console with built in Jetliner Beech or Mooney yoke Professional Flight Console with or without hardware trim mechanism Jetliner Console with built in Avionics Stack and Jet style RIC section Jet Cockpit built to emulate a 737NG series aircraft PFC 737NG MCP with optional EFIS switch boxes and six pack indicators The MCP can also be used in combination with one of the consoles provided the console is connected through the MCP and the latter is set to run at 9600 bps with the following connecting options e Rudder pedals with digital or analogue toe brakes e Avionics Stack except for Jetliner console and Jet Cockpit where it is built in e Remote Instrument Controller RIC connecting to the separate Avionics Stack e Separate yoke connected via the controller except for the Jet Cockpit Cirrus II and Professional Consoles where one is built in NOTE that this driver does not support Game Port connected controls such as those also made and supplied by PFC For Game Port connections you will need a normal joystick driver and will follow the standard installation and calibrations for joysticks in both Windows and Flight Simulator The same applies to other USB connected controls Also please note that the Rudder Trim knob on the consoles but not in the cockpit is a hardware trimming device and only applies to rudders actually connected through the con
5. Only check this to enable the facilities in PFC DLL which driver the stick shaker motor on stall or overspeed warnings and trim motor to turn the trim wheels if you have these fitted Do not enable them otherwise as there is a possibility that the version of firmware in your console might then cause odd things to happen most noticeably flashing of the gear indicator LEDs when trim is adjusted Electric Trim Switch on Yoke Same as for the Cirrus II Console see earlier Trim sensitivity Same as for the Cirrus II Console see earlier There is also the option to treat the button on the throttle lever as A T disconnect instead of TO GA Please see the Main Options page for this Yokes Page CTT CTT i x Hn cekon Ardonkor Options Fight Control Thota Duackarts Coneies VokeButcee aveis Baton Tew Hn cokone Adonkot Ontions Fight Contos Theale Dueckante Conoles Yoke Butcee Averics Baton Tow f Jirar ha Acton mben pressed Aepier Aron vivn wasise f Beech a Noorap Yoka Arson mben pressed oe Archon vivn sheared Lat et aches top che alf D No sden ar Lat ooie Wo E E AP dormant to to dicornect AT T AP damat to tro dicoret AT F List PS tte Let ck F Lint TEAC este ProdeinedSet 1 Prederi Sot 2 Dya F Unt lS cde Let Pico F Lint TEAC este ProdeinedSet 1 Preden Set 2 This page provides the programming facilities for the Jetliner Beech Mooney or Professional Console style of yoke Shown above are the Jetliner an
6. PFC recommend that you use both the rockers on the left handle is unison thus adjusting both the simulator s trim and the yoke centering together Practising will no doubt allow you to develop the best technique for achieving correct trim smoothly and precisely Note 2 All of the programmable yoke buttons can also be re programmed in FSUIPC s Buttons section when using FSUIPC version 3 30 or later See the section about Button and Switch Re programming later in this document Avionics Buttons Page kair giari Pig kCo wos Thake eadavs Cense deks Dusen fv orks Ion 7st Cutie of Avior cr een WET Newses Hato shi MOP ox a Fr Je och Here Line HE E curbe gt zj E EL aaa rai Moo aa e ee Fe pee o feee O M jora iaer SC hom Jeu sire nots ok BC Slama ad Po aa CMe sc asixse SIE fte siese Sn 41 ETE a ne eee ee ee Ge Cot eres rr o See ee e A RPFeSTAMR ft te x yx TE H t vc waga M aa sers Lar ct P bs eave Faim es Cw ee This page allows you to make your own button assignments for 12 different buttons on the Avionics stack or in the avionics sections of the Jetliner Console These are the six buttons along the bottom of the stack or on the front upright of the Jetliner concerned with simulator settings and a row of 6 buttons in the GPS section or on the Jetliner the buttons marked VOR NDB through to Std Baro SET Five of the six buttons hav
7. When any switch position button or rotary action has been successfully programmed in FSUIPC the normal documented action in the PFC driver is bypassed This is important to realise However all is not lost Just delete the programming in FSUIPC s Buttons page and the previous PFC action on that button or whatever will be instantly restored You can check whether FSUIPC has control of any particular switch by using PFC s Test mode Select the Test page in the PFC options and operate the switch In the log of its action in the right hand part of the display the annotation to FSUIPC will be present if the action is programmed in FSUIPC Note that there is no record of FSUIPC programming in anything concerned with PFC DLL All of the programming details are included in FSUIPC s INI file so if you delete that you will find that all of the PFC actions revert to the normal ones as documented here The PFC INI file You should not need to edit this file in any normal circumstances Nearly all of it is created and updated solely by the PFC DLL from choices you make in the Options and Settings pages However there are a few parameters not accessible in the on line pages and these are shown below Connection Debug 0 Port COM1 Speed 9600 SyncInit Yes AutoRestartTime 3000 ClearOnRestart No ReadSleepTime 20 WriteSleepTime 20 General ElevatorTrimMult 8 ElevatorTrimDelay 20 ElevatorTrimLatency 1024 IgnoreTrimDiffere
8. facing the console Magneto Left For props controls Magneto setting off right left both for the first or only engine See below for options with three and four engined aircraft Note also that the operation of Magneto switching on FS98 aircraft transposed into FS2000 is not correct The controls that are provided in FS98 to control these settings are broken in FS2000 except for FS2000 native aircraft or derivatives For jets this switch is only used to select between off and gen on the starter switches This actually duplicated the function of the Alternator switches Any position other than off on the Magneto switch selects gen Magneto Right As for the left switch but for the second or right engine on a twin See below for options with three and four engined aircraft Battery Master Operates the battery master switch of course Note that when this is off the optional PFC Avionics stack is also off unpowered When it is turned on the driver discards further input for about one second so that spurious signals from the avionics do not upset things Alternator Left Operates the left or only alternator switch if one is provided in the current aircraft In jets this also switches between off and gen actually overlapping in this function with the Magneto switches See below for options with three and four engined aircraft Another thing to note is that because of interlocks on some FS pa
9. 32 bit dword at offset 3BCC untested Set bit to 1 to light the indicator 0 to extinguish it The bit arrangements match the assignments in the PFC control command for these indicators 0 Left bottle discharge Right bottle discharge APU bottle discharge Wheel well Fault APU DET INOP nABWN eR o0 Engine 1 overheat 9 Engine 2 overheat 16 Left green 17 Right green 18 APU green 19 Engine 1 fire discharge switch 20 Engine 2 fire discharge switch 21 APU fire discharge switch If there s also a need to control the glareshield warning lights and six pack indications PM s offset 5530 should be used as documented for Project Magenta If PFC DLL has control of the MCP it will action these changes but otherwise it will have to be done by the PM MCP software or pmSystems 737NG cockpit stick shaker operation When PFC DLL is running without Project Magenta it operates the stick shaker when FS indicates overspeed or stall But if the PM MCP program is running it defers the control of the stick shaker to that program This is done via offset 556D 1 byte When this is non zero the stick shaker will be activated The value of this byte is decremented by 1 every timer tick SS5mSecs so that if the MCP program suddenly stops the stick shaker action will also stop within approximately 14 seconds at a maximum If the program wishes the action to continue it must keep writing a non zero value to 556D History Version 4 20 fo
10. 922 the driver does not attempt to run the elevator trim motor when the Autopilot is not in a vertical control mode Alt hold GS APP hold V S FLCH or VNAV This allows the trim motor to be exclusively controlled by the manual switches or turned directly via the trim wheels themselves Version 1 921 includes a correction to a small long standing bug The Carb heat anti ice control accessible in the assorted button assignment drop downs was wrongly classified as a PM control and so only appeared in the list if PM controls were enabled Version 1 92 is the first user release of the driver for some time A large number of changes have been made the most notable being the initial support for the developing 737NG cockpit Many of the changes for the new hardware are still in need of thorough testing but at least the main supporting elements are fully in place Apart from 737NG cockpit support these changes will affect most users e Connection checks have been added These operate as soon as FS is ready to fly and show as a new dialogue on screen This can be turned off once the main options screen is reached unless you configure the driver to support a 737NG cockpit in which case the checks are mandatory They will also occur if there is any problem with the version level of FSUIPC or the COM port itself The same checks also provide a new way to specify the COM port connection should this not have already been configured e The
11. If you ve not used this before it will be blank Yow Il get a menu listing all of the possible axis assignments you can make see picture on right this is an example only there are already additional facilities added Most of these will already be familiar to you and are described earlier The only extra ones you ll find here are elevator trim a combined Left Right Brake bothBrakes and a list of combination controls for engines 1 2 and 3 4 This elevator trim control is a direct analogue control over the pitch trim which is rather different in operation to the incremental trim used everywhere else lt none gt Ailerons Elevator Rudder LeftBrake RightBrake BothBrakes Throttle1 Throttle2 Throttle Throttle4 ThrottleR1 ThrottleR2 ThrottleR3 ThrottleR 4 Mixture Mixture2 Mixture3 Mixture Condition Condition2 Condition3 Condition4 PropPitch1 PropPitch2 PropPitch3 PropPitch4 PropPitchR1 PropPitchR2 PropPitchR3 PropPitchR4 ElevatorT rim Spoilers CarbHeat Reverser Throttle1 2 Throttle3 4 ThrottleR1 2 ThrottleR3 4 Mixture1 2 Mixture3 4 Condition 2 Condition3 4 PropPitch1 2 PropPitch3 4 PropPitchR1 2 PropPitchR3 4 The engine combination controls covering Throttle ThrottleR Mixture Condition PropPitch and PropPitchR are provided to allow you to run up to 4 engines with a 2 engined quadrant or possible 2 engines with a 1 engined quadrant 3 Having chosen one of the listed funct
12. Project Magenta but not to 767PIC Entries in the Page representing buttons that are not programmable are greyed out So are those lines in the Other Yokes page which represent buttons not provided on the Beech and Mooney yokes The method of programming the buttons and the choices available to you are described fully in the Button assignments section later in this document Note that yoke button actions can be programmed for different actions for when the button is pressed and released This is mainly of use in the settings using the twin right rockers on the Jetliner yoke as a view hat where pressing the button lets you look out a side window and releasing it returns you to a forward view automatically The Predefined Set 2 option sets these defaults and this set is shown in the illustrations above The Predefined set 1 assignments defaulted on initial installation give you panning controls instead Note that for the separate view controls to work properly in FS2002 you may need to add the line pan_in_cockpit_mode 1 to the CONTROLS section of the FS2002 CKFG file NOTE on Professional Console with hardware trim On this yoke the right hand rocker on the left handle is not detected by the driver and does not adjust the trim in the simulator To adjust that trim use the electric trim facilities by default programmed on the left rocker but also available in non autopilot control modes on the autopilot as described elsewhere
13. and what they do in Flight Sim by default Note that most switch positions are self synchronising in that the setting on the Console is automatically reflected in the Simulator However this isn t the case with some switches due to the way the firmware works in the unit itself and sometimes you may need to toggle some switches to make the simulator match their settings Also after switching on the Avionics by the Avionics switch on the Jetliner or this switch or the Battery switch on the Cirrus II wait for a few seconds for the avionics to correctly initialise before operating any other switches or buttons The driver automatically discards all signals for more than a second after these switches are enabled in order to try to avoid incorrect settings Also sometimes in my experience the avionics come up in a strange mode with some switches not working correctly the Gear switch seems prone to this If this happens switch off again count to 5 and try again It usually sorts itself out This phenomenon must be to do with hardware initialisation as it isn t detectable or correctable in the software Note All of the console buttons and switches can also be re programmed in FSUIPC s Buttons section when using FSUIPC version 3 30 or later See the section about Button and Switch Re programming later in this document Cirrus Il or Professional Flight Console The table below is in order from top left row by row to bottom right
14. be related to the Intel ICH5 ICHSR chipset though this is simply based on the only similarities between the two machines on which it is known to have happened e The clearing of the displays on restart is made optional and defaulted off and the beep sound is removed A log entry is made on every restart instead so that checking afterwards will suffice e The frequency of the thread based COM port polling is reduced from 100 times per second to 50 and is also made adjustable by new sleep time parameters e A facility is provided to automatically restart the COM port operations soon after first initialisation This has the benefit of synchronising most if not all of the PFC toggle and selector type switch settings in the simulation This is enabled by default e Operation of the fuel selector is extended on FS2002 and FS2004 only to all aircraft engine fuel selectors Versions 1 64 and 1 65 were experimental test versions never published widely Version 1 63 provides some serial port performance related changes First there are found activity counters maintained in FSUIPC s offsets 3370 3373 as described in the previous section Second the PFC driver will respond to a restart PFC driver Hot Key message by closing the serial port and both read and write threads and restarting them This may be useful if there are any problems on the COM port or the PFC power supply The hot key is supported in FSUIPC version 3 09 or later
15. by each control and the setting of specific positions or zones to represent important values To calibrate your controls in the Flight Controls page perform the following actions on them one at a time 1 Select an axis to calibrate click on the select button at the bottom of the column for that axis The column will be highlighted as shown for the Aileron axis in the picture above The select button will change into a Set automatic button and other setting buttons will appear to the left We ll look at the automatic facility after trying things manually as it is important you understand what is going on 2 Move the control to the extremes full forward and back or full left and right Note that the value shown in the column in the row labelled input value changes To make full use of this entire range when the input value reaches its highest click the top button on the left this may be called different things according to axis being set For the ailerons it will be the right most limit because to get those high numbers you will be turning the yoke to the right In generic cases this button will simply be labelled Set upper limit but it will be reasonably descriptive in all cases When you click it you will see the input value recorded in the selected column and in that row You can do the same with the lowest value using the left most limit button 3 This is all there is to basic r
16. current heading you need to set the bug first NAV vor LOC Engages a hold on the NAVI radial specified by the OBS1 value in either the To or From direction as indicated on the OBI You should be on or close to the desired radial and in the correct direction first The NAV indicator in the A P flashes until the correct course is locked On Project Magenta and 767PIC this engages LOC mode which operates similarly for VOR signals or provides Localiser only approaches with ILS signals APR APP Engages an Approach course on both localiser and glideslope if both are available When using FS s autopilot the APR light flashes until the localiser is acquired and the GS light illuminates when the glideslope is acquired Whether this occurs with other autopilots depends upon their implementation Airliner MCP indications are not the same BC AP 2 For FS panels this is similar to APR but for a Back Course If you are using Project Magenta s MCP or 767PIC this button instead enables the other autopilot when you are in the correct position to be able to use it On Project Magenta you can enable either A P but only both on approach On 767PIC with the option selected see below you can only operate this autopilot if the other one on the A P button is enabled first and you are on approach This difference is simply because of the need in 767PIC to use the main A P disconnect bar below the A P buttons There s no separate disco
17. digital filtering facilities are now available for all axes but are separately selectable for the main control axes e The 2 engine axis equalisation facilities are now extended to deal with 3 and 4 engined aircraft With 4 engines the equalisation operates with 1 4 and 2 3 separately i e outboard and inboard balancing With 3 engines the equalisation is between engines 1 and 3 but a close value of the centre engine 2 will bring that in too The centre engine action can be disabled in the INI file if desired e General improvements in serial port handling and minor bug fixes are also incorporated Version 1 90 is a fairly major update including e Full decodes of all the new protocol codes for the PFC jet cockpit are added Where there are matching functions in default FS and or PM these are implemented but the majority are simply passed on to the pmSystems module if it is running The interface to pmSystems matches that defined for the 737NG in pre release build 30 e The new protocol for the PFC 737NG MCP and its associated EFIS switch panels is supported e Trim and steering tiller axes as implemented in the Jet Cockpit are supported e New outputs to control stick shaker and trim wheel motors are supported e Facilities are provided via new FSUIPC offsets to disconnect PFC axes and supply the raw values for application program use e A number of small improvements are made to the serial port handling and should help prevent
18. for FSX then it may be a good idea to check the option on the Main options page to suppress possible interference from Game Port throttle assignments Otherwise you should make sure there are no remnant assignments to Throttle axes in the Flight Simulator CFG file in the main FS folder Unfortunately this option cannot be defaulted on because the 767PIC auto throttle uses the same joystick controls to manage the throttle inputs The Phoenix PSS series of airliners also do this and additionally in this case I don t think many of the autopilot functions work anyway with the PFC provisions the PSS aircraft seem to use their own entirely independent autopilot There will certainly be other add on packages that do something similar 8 Finally for each Throttle Quadrant you own you ll want to fix it to the Console and enable it and calibrate it in the Throttle Quadrants page For the Jet cockpit the selection will almost certainly be the 737NG quadrant which will be selected automatically for you Main Options Page First after installation you must select the correct Comm Port also known as a serial port This is the one to which your PFC equipment is connected The sockets may be marked A and B or 1 and 2 but these equate to the ports named COM1 and COM2 respectively You may even have extra boards installed or USB serial adapters giving you more serial ports Only those found available will be listed here If you did not s
19. it has not been tested with those Microsoft simulators If it does work the functionality will not be as complete as with FS2000 2 4 for which it has been optimised It cannot be used with CFS3 PFCFSX dll is a module for FSX but it is loaded by FSUIPC4 not directly by FSX You must have previously installed FSUIPC4 correctly Then you can place PFCFSX dll into the Modules folder created by the FSUIPC4 installation The FSUIPC4 package is not included here With only one minor difference the action and operation of the two versions of the PFC driver is identical The difference is only where in FS you find the options menu entry Installation For FS9 FS2004 and earlier copy the PFC DLL file into your flight simulator Modules folder Do the same with FSUIPC DLL if you haven t already installed this module For FSX you must install FSUIPC4 first if you ve not already done so The FSUIPC4 installer will create a Modules folder and it is onto that folder you then must copy the PFCFSX DLL IMPORTANT If you cannot see the DLL please go to the Explorer s View menu Select Folder Options and then the View Tab Then choose either the Show all files button or the Do not show hidden files anything but the Do not show hidden or system files button Windows 98 now seems to regard all DLLs as system files and not the application extensions they usually are That s it WARNING FS9 and
20. one shown in the illustration for Ailerons to the right The response curve setting only appears when the control is selected and is remembered for each of the three main controls independently Adjust the flatness to suit your controls and your FS aircraft models by using the scroll bar to the right of the graph This adjustment is most useful on rudders which can often seem too fierce in Flight Sim but you may reeur wt ah also find it improves your control over the other flight control surfaces too Eat he abot Throttle Quadrants Page Lain option Axiceies Options Fight Consol Throtie Quadiarts Conenies Yoke Buttonas Avionics Bumont Test F Quahart Enabled Assigto mca Sedis qi E SOSSC S S S iwo Tiwo _Revese The PFC throttle quadrant system provides interchangeable controls with varying numbers of axes up to a maximum of six There are at the time of writing ten different quadrants available with some variations for the Jetliner console with its additional button capability and the PFC DLL is pre programmed to handle each of these correctly assigning the correct labelled lever to the appropriate Flight Sim control The selection of quadrant can be done specifically by you the user or automatically according to the name or the type of aircraft loaded But always remember the DLL cannot tell what quadrant you have actually bolted to the console For automatic select
21. pitch and mixture setting synchronisation for multi engined aircraft has been added This is assignable as a new control see the table of additional controls earlier in the document On aircraft equipped with an FS prop sync control this will do the same thing The synchronisation works by applying engine 1 values to all engines the inputs from the other engine controls being ignored whilst the sync switch is enabled Version 1 71 fixes some switch reprogramming problems introduced by the changes in version 1 62 These problems had the effect of treating two batches of switches as re programmed in FSUIPC if any one or more in the batch was re programmed The batches affected are AutoThrottle Anti Ice EICAS and G A on the Jetliner Console and Taxi Landing Strobe and Nav lights on the Jetliner and Cirrus consoles Version 1 70 incorporates these changes most of them based on experiments in 1 64 e The RIC adjustments are now mostly implemented with dual speed operation turning the knob faster accelerates the changes typically ten fold This applies to FS and Project Magenta operations only not including the ND range mode setting nor any 767 PIC facilities e The restart facility is operated automatically if no data is received from the PFC device within a specific time defaulting to 3 seconds The idea of this is to attempt automatic recovery from stoppages in COM port operation on some systems So far it seems these may
22. some problems with hangs or crashes when restarts occur in Windows XP systems e A bug in the user selection of the PropPitch12 axis is fixed Version 1 844 includes just two changes e The heading changes from the RIC or Jetliner Console are now made to multiples of 10 degrees when turned quickly and 1 degree when turned slowly Previously the fast turning was incrementing the 10 s digit but odd slow indications input at the same time made it more difficult to set the value quickly and exactly This applies to the FS default A P heading and to Project Magenta e The limits for axis equalisation are now user configurable in the INI file only Separate limits are available for Throttle Prop pitch and Mixture Conditioning Version 1 84 includes a number of changes e A potential problem with the Auto restart facility is fixed If for any reason there were many of these occurring the driver could get into a state when one is instigated before the other completes That would probably crash or hang Flight simulator or at least do some damage Of course the problem would never have arisen in the first place if there were not some serious problem elsewhere in the system as the restarts are only instigated on the lapse of incoming data from the PFC equipment for more than a certain time 3 seconds by default 1 second at minimum setting e A digital filter option for quadrant and toe brakes axes is now provided This is designed to elimina
23. the user has added the undocumented MakelItVersionFS2002 option to the FSUIPC INI file e A new calibrated axis type SpoilersD is available for notched spoiler lever movements with two d tentes one for the Armed position and the other for the maximum Flight deployment e The PFC driver now automatically sets ground spoiler deployment i e 100 if reverse is engaged with any of the defined reverser levers only when on the ground at an airspeed of 60 knots or more e The new 737NG quadrant with notched spoilers notched flaps and twin reversers is now supported as a standard type though it isn t subject to automatic selection e User configured quadrant calibration pages can now be re named by the user e The COM2 radio in FS2002 and FS2004 is now fully supported both on the separate Avionics stack with its two PFC COM radios and even with the Jetliner console on which the radio use can be easily exchanged between COM1 and 2 e Standby frequencies in FS2002 4 COM1 COM2 NAV1 and NAV2 are now handled When they change in FS they are reflected correctly in the PFC avionics However for efficiency the FS values are not updated when the PFC ones are adjusted except when the active standby values are swapped over At that time both frequencies in FS are corrected Version 1 73 fixed some problems with the new Throttle Sync implementation mainly through it s ill fated connection to the FS Prop Sync switch but the rel
24. to swap between displaying the top four integer digits nnnn and the lower four digits nnn n You can never see them all at once except on FS s panel ADF To make it more confusing I cannot show the decimal point as that is inaccessible with this hardware so the only way you can tell which part is displayed is by the ANT and ADF indicators When the ADF indicator is lit or flashing then the integer portion is being displayed When the ANT indicator is lit then the lower part including the fraction is being displayed The indicator is flashing only when a valid NDB signal is being received When the fractional part is being displayed i e the ANT indicator is lit the BFO button is used to select the fraction for changing with the inner knob The BFO indicator is lit when this is the case When the higher part is displayed the BFO button does nothing and the indicator will not light Note that all of this is optional For flying in parts of the world with no fractional NDB frequencies you can simplify it all by switching the option off as discussed below In the simple mode the ADF button merely toggles the ANT ADF indicators and the BFO button merely toggles the BFO indicator Neither have any function in Flight Sim itself As with the NAV and COM radios the knob adjusts the standby frequency with the FRQ button swapping them over In Timer modes the standby frequency is lost in favour of the timer value so then the knob adjusts the acti
25. 240 FSUIPC okay 241 COM port okay 212 Aileron controls okay 283 Elevator controls okay 2 4 Rudder controls okay 245 Throttle quadrant controls okay at least two levers not parked 2 6 Avionics Radio stack seen switches may need to be manipulated 247 MCP detected either the PFC hardware MCP or PM s MCP program 248 PM s CDU or RCDU detected 249 spare 0 2410 Quit FS selected 2411 Checks were aborted 2 12 Checks were bypassed not possible with 737NG cockpit selected 2 13 Checks completed bar further retries 2 14 Checking finished 2415 0 737NG cockpit fire control system The following FSUIPC offsets can be used to deal with the fire control subsystem in the Jet Cockpit Switch indicators 16 bit word at offset 3BD0 Bit Meaning when set 0 Engine 1 Fire Handle Left 1 Engine 1 Fire Handle Right 2 Engine 2 Fire Handle Left 3 Engine 2 Fire Handle Right 4 APU Fire Handle Left 5 APU Fire Handle Right 6 Engine 1 overheat test a 7 Engine 1 overheat test b 8 Engine 2 overheat test a 9 Engine 2 overheat test b 10 Fault test inop 11 Fault test fire overheat 12 Extinguish test left 13 Extinguish test right 14 Bell cutout 15 not used The bell cutout indication is held on for half a second after it goes off to ensure it can be read If any of the others are momentary they may warrant the same treatment but at present I m assuming they are either latching or held by the pilot Indicator controls
26. Avionics Stack been incorporated into the Jetliner console and in this case two of its knobs have different roles Those changes can be selected for use on the external RIC if you like The functions of the knobs on the RIC are as follows from Left to Right Description of actions available ADF RA DH Whether labelled ADF RA or DH this turns the ADF bearing dial if the aircraft panel you are using has such an adjustable gauge but if you are using Project Magenta or Wilco s 767PIC and have this option selected it normally controls the Decision Height instead There s also an option in this section DH is CRS2 which when selected will make this knob adjust the course for the second NAV radio i e OBI2 instead If this option is selected it does not matter what software you are running with Flight Simulator The RIC options are shown in the right part of the Avionics Options page CRS DG CRS For the Jetliner this always adjusts the OBI bearing dial associated with the NAV1 radio or the Course associated with the HSI or ND in VOR ILS modes It is also known as OBS1 There s an option CRS does 1 2 for both OBS1 and OBS2 to be synchronised and controlled together This can be useful when the VOR1 and VOR2 displays are used for pilot and co pilot For the external RIC you can select between having this do the same or adjusting the gyro compass to correct for drift The latter is probably more appropriate on the light a
27. D 1 parameter included to prevent Flight simulator adding them again Version 1 21 added Logging facilities operated by extra checkboxes on the Test page This version never went on general release Version 1 20 includes many changes to support the new Jetliner Console as well as some other improvements Users of previous versions should particularly note the following changes e The optional RIC assignment of IAS Mach speed settings to the OBS1 2 knob and toggle switch is removed that control is now used for ND map mode and range settings The speed control is moved to the previously unused GPS section e All buttons and knobs in the erstwhile GPS section are now assigned autopilot related functions or are user programmable as before e The spoiler lever facility in the throttle quadrant now includes a centre setting so that the spoilers can be armed for automatic deployment simply by positioning the lever correctly GOOD FLYING Published by Peter L Dowson 6 March 2007
28. I failures and consequent auto throttle errors Fuel Boost Left On jet aircraft this controls the fuel switch for Engine number 1 on the left in a twin It needs to be on to allow the engine to start normally you turn the turbine with the starter till N2 reaches 20 then switch on the fuel To stop the engine turn this switch off On other aircraft fitted with fuel pumps this operates the fuel pump for the first or left engine Whether the aircraft needs the fuel actively pumped depends on a variety of circumstances See below for options with three and four engined aircraft Fuel Boost Right Same as the switch for Fuel Boost Left except operating the fuel for the second or right engine on twins See below for options with three and four engined aircraft Fuel Tank Selector Selects the fuel tank to feed the engines off left both or right as marked This applies exactly to non jet aircraft so equipped or as near as possible to others usually with both interpreted as all On jets this is made a little more useful The off is still off the both selects all but Left selects Crossfeed Left to Right and Right selects Crossfeed Right to Left Note that some jet fuel switch gauges actually indicate crossfeed incorrectly or at least ambiguously If you want to check the selected setting look in the Aircraft Fuel menu in FS In FS2002 and maybe befo
29. OLE OPTIONS Parking brake is a switch There are two different parking brake switches which can be fitted on the Console One is a simple push button You push it to engage the parking brake and push it again to disengage it The other type is a push pull switch as provided for the Alternate Air control In this case you should pull the switch to engage the parking brake and push it back in to release it This more accurately reflects real aircraft parking brake operation The driver cannot tell which sort of parking brake switch your Cirrus II console has fitted By default it assumes it is a simple push button so check this option if you have the more realistic push pull switch Accessing engines 4 and 3 engined aircraft The Cirrus II Console has a number of switches that refer to twin engines the two Magneto switches off right left both the Starter a single left right switch sprung to centre the Alternator Left and Right and the Fuel boost switches also Left and Right With all of these the Left switch always operates the first or left most engine or its fuel In a twin there s no ambiguity the Right switch operates the number 2 or right engine or its fuel In three engined aircraft you can have Left controlling 1 2 i e left AND centre and Right still controlling right or have left controlling 1 2 and Right controlling the number 2 or centre engine In four engined aircraft you can have Left controlling 1 2 i e both left en
30. PFC DLL Precision Flight Controls interfacing module for Microsoft Flight Simulator Freeware by Pete Dowson 6 March 2007 Support Forum http forums simflight com viewforum php f 54 PFC is Precision Flight Controls Inc makers of quality flight simulation controls and displays see http www flypfc com Version 2 20 of PFC dll for FS9 and before and Version 4 20 PFCFSX DLL for FSX and beyond Note All my Windows based software is always available in the latest versions from http www schiratti com dowson Selected modules are also available elsewhere This is not my web site I have none but the list is there courtesy of Enrico Schiratti PFC dll also needs FSUIPC Version 3 53 or later for correct operation The current version is 3 731 PFCFSX dlIl needs FSUIPC4 for FSX any version but latest is best The current version is 4 081 This package contains the following parts PFC dll PFC version 2 module for FS9 and earlier PFCFSX dll PFCFSX version 4 module for FSX and hopefully succeeding versions PFC DLL User Guide doc This document please read it Word 97 format PFC DLL User Guide pdf This document in Adobe Acrobat format USERS OF PREVIOUS VERSIONS SHOULD REFER TO IMPORTANT CHANGES IN THE HISTORY SECTION Introduction what is PFC DLL This program is a Microsoft Flight Simulator driver for the COM port connected equipment produced by PFC Inc It currently handles the following PFC products
31. This means that with the 1 2 3 4 arrangement you cannot start Engine 2 before 1 or Engine 4 before 3 With the 1 4 2 3 arrangement the order is 1 then 4 2 then 3 If you have an engine failure this could prove problematic depending which engine is failing Flaps switch repeats when held This is a simple option which if selected allows the flaps to continue to lower or raise whilst the switch is held in the appropriate position It is defaulted off which means you have to operate it repeatedly for each flap d tente you want to move to but this is the more accurate option without a genuine flap lever with specific d tentes Trim shaker motors fitted Only check this to enable the facilities in PFC DLL which driver the stick shaker motor on stall or overspeed warnings and trim motor to turn the trim wheels if you have these fitted Do not enable them otherwise as there is a possibility that the version of firmware in your console might then cause odd things to happen most noticeably flashing of the gear indicator LEDs when trim is adjusted Electric Trim Switch on Yoke the options here allow you to decide what happens to the autopilot when you operate the electric trim The reason there are options here is that there seems to be quite a lot of variation in real life as to what happens and you will no doubt want to match the simulator operation to your real flying experience as closely as possible The options more or less speak for th
32. all the engines and ignores the inputs from the other axes When toggled off the current settings for the other axes are re instated This is not related to the Prop Sync switch fitted to some aircraft There is an option in the INI file only to have the settings based on the Engine 2 values instead Only change this if you think your engine 2 axes behave better than your engine 1 axes PM MCP A complete set of push button facilities to control the Project Magenta MCP PMND A complete set of selectors and buttons to control the assorted display modes on the Project Magenta ND PM PED Decision Ht Dec Controls for adjusting the Project Magenta PFD decision height PM PED Decision Ht Inc PM_EICAS Controls for selecting Project Magenta EICAS pages and display options B767PIC A complete set of controls linked to keyboard shortcuts defined for Wilco s 767 Pilot in Command panel Use these control names rather than define the keystrokes explicitly so that the PFC driver can automatically track any key re assignments you may make in future provided you reload a Flight or change aircraft after making such re assignments These will not work on Windows 95 or earlier nor on versions of NT before SP3 Note on CWS pitch sync This control is probably the most complex one provided Its job depends on whether you are flying with autopilot control or not If you are flying without A P c
33. ange calibration However you should consider leaving a dead zone at both extremes This is an area of control movement very small at either end in which the value being used in the program doesn t get larger or smaller despite the input value changes By doing this you can guarantee full range in Flight Sim even across variations in the values returned by your controls Set dead zones either end by doing the minimum and maximum calibration as in step 2 but with the control moved away from the extreme position so that it returns a slightly lower or higher value Once you ve done this you should find the Scaled output value which is the one actually sent to Flight Sim always ranges from its minimum to its maximum for that particular control type The aileron elevator and rudder controls have a full range of 16383 to 16383 Your calibration should enable this to be achieved 100 of the time 4 With these particular controls but not with them all the centre position is also very important Your flight controls should self centre themselves automatically when released Again because of variations the values actually returned for their stable central hands off position will not always be the same You need to set a small range of values which the driver will interpret as meaning centred and for which it will always return to FS the same centre value 0 5 To do this hold the control slightly off centre to the hig
34. ard action through FSUIPC needs FSUIPC version 2 93 or later e A BothBrakes axis control is provided so if necessary a single throttle quadrant lever can be allocated for proportional and symmetric braking e The prop side of the Avionics AUX POS button programming facility could not easily be used to assign a keyboard action due to a windoing problem This is fixed Version 1 45 fixes some odd behaviour with the Yaw Damper when Project Magenta is being used and offers the option to leave the yaw damper alone when operating the AP ENG button and the equivalent on PFC yokes On Project Magenta it also turns all three autopilots off if any of them are on when the AP ENG button or yoke equivalent is pressed Version 1 44 includes much better integration with the MCP of Wilco s 767PIC provided you are using version 1 3 or later with FS2002 The update can be obtained from the Wilco site and from www mcp747 com As well as better MCP operations this also gives a working autobrake switch However there seems to be an elevator spiking action with the newer 767PIC drivers so you may want to check the spike removal facilities in the recent versions of FSUIPC Version 1 44 also turns off the Project Magenta PFD ND and EICAS displays when the Avionics switch is turned off and vice versa This is not synchronised initially hoever to avoid mistaken concerns that there is something wrong with the displays Version 1 43 includes a ne
35. ards the end of this document for more experienced users With the appropriate PFC DLL correctly installed and Flight Simulator running and ready look at the Menu Press ALT to bring it up if it is hidden On FS9 or earlier there should be a PFC item On FSX you will have to first select the Add Ons menu entry and then you should see the PFC entry next to the FSUIPC one Either way select it now You will get the first page of the PFC Options display very similar to the one shown here the version number date will be different and there may be other minor differences Precision Plight Contrats xj Man Avorics Plight Corina Tiime Steeting Quadaris Consoles Yoke Buttons Aviorice Buton Tet Versan Thetis Console PEE PSSC vives Version 4 03 18h December 2006 Copyright c Peter L Dower 2006 Fot Giver supoart Inet hancerarel see my Forani on fonse cinallight cone FF Run connection checks at statup et 2 Engnes a E Wak troh PMsecterne dalected W Select gahan atoretically F Supper pocsbile rtefeence kore Connechon Game Pod thectile sseugnmnents 75 eestor bs lids F Thote butions disconmect T Grim Ta be cecnected to a teda Comen pert I eoh Sota iteig to quadrant ant peat pofo a which hat n heen made tolok kaa COM pon aca F Equine close vae engine ance by asepa sie drvar x ra Before going on to look briefly at each page of Options provided by the DLL a quick word about how to operate the w
36. are available and connected through the PFC system These controls are not all enabled by default as they can produce unwanted interference with game port or USB connected joysticks and pedals if you are using those for any of the main flight control in Flight Sim Only you know which devices you have connected where There is no automatic way the driver can configure this Check the little check boxes for each of these devices you are using through the PFC system Make sure the others are not checked In the picture above left three of the controls are enabled and the Rudder is shown selected ready for calibration Note also the response curve top left This is shown with its default setting a linear response You can set different curves for each control to get the responsiveness the feel you prefer Note that even if they are not enabled the sliders shown on this page will move when you operate the controls assuming that you do have them connected through the PFC system However they will only be effective in FS if you check the appropriate enabling checkboxes In the unlikely event that any of the sliders move in the wrong direction check the relevant RVS for reverse checkbox This will make the driver interpret the incoming values in the opposite sense Do this before attempting calibration as described next otherwise you will probably have to re calibrate in any case The checkboxes marked F operate a s
37. atically arms it Similarly the A T is disarmed when the mode is cancelled unless some other mode needs it This is not done for 767PIC as there s no way the driver can detect whether the A T is armed or not MSG VNAV Not used except with Project Magenta or 767PIC where it operates the VNAV button This requires the Auto Throttle to be armed but there is no specific AT Arm switch on the separate avionics stack To handle this if the Auto Throttle is not armed when VNAV mode is engaged the driver automatically arms it Similarly the A T is disarmed when the mode is cancelled unless some other mode needs it ENT LNAV Not used except with Project Magenta or 767PIC where it operates the LNAV button GPS knob SPD knob Adjusts the speed setting whether Mach or IAS The outer adjuster changes the IAS in 10 knot increments the inner in 1 knot For mach the increment is normally 01 for either There are currently some problems with MACH setting in Project Magenta NAV VOR NDB Programmable except for Project Magenta where it selects VOR and or NDB locations for display on the ND The button can be set to switch both VOR and NDB together the default or to cycle through VOR NDB both neither The option appears in the Jetliner section of the Consoles page WPT WPT Programmable except for Project Magenta where it selects Waypoint fixes and intersections for display on t
38. be different for the button press and button release but all the others are separately programmable for Jet and other aircraft Each button assignment section operates the same with the button description on the left then a column for the Press or Jet assignment a column to specify the repeat rate per second if any and a column for the release or non jet assignment In the Press Release situation the repetition rate obviously only applied to the Press action but in the Jet non jet cases the repeater is applied to both In case the button description is not clear or you just want to check its operation when the driver detects that a listed button is pressed you will see a mark 8 to its left To assign an action to any button click on the drop down button in the appropriate column If a keypress has been assigned you ll need to click the Reset button instead which will be visible against the keypress currently assigned The list of controls you get in the drop down can be very long If you have checked the List All FS Controls checkbox in the bottom left corner then the list will include all the controls listed in Flight Sim s CONTROLS module Similarly there are options to include extras for Project Magenta PM and if you selected Wilco 767PIC support in the Main Options all those B767PIC controls too Many of the FS controls will be useless or meaningless in this context which is why by default only a Selected li
39. before Do NOT keep multiple versions of PFC or any other module in the Modules folder with simple renaming If they are in that folder and still have the file type DLL they will still be loaded and used by Flight Simulator The name is actually not relevant at all Flight Simulator looks at all DLL files in that folder and loads all those that show the right external links If you want to keep older versions of any modules make a separate folder e g OldModules and put them in there with any name you like This warning is not applicable to FSX Okay Now make sure you know which COM port is being used for your PFC equipment This will usually be COMI or COM2 but it is possible to install more than two COM ports on a PC If possible use a serial port adapter for USB instead of a real COM port these give much more reliable operation especially on Windows XP installations When using one of these you also install an appropriate driver supplied with the adapter and this effectively adds another COMn port probably COM3 or one more than the number of COM ports already installed If you are using a PFC 737NG MCP see Note below please not that it already has a USB adapter built in and can be connected directly to a PC USB port The driver should have been supplied with it Use the USB connection in preference to the serial connection If you have another console such as the Jetliner connect that by serial cable to the MCP At
40. ble you to change back the program is recording the maximum and minimum values as you move the axis So move it to both extremes several times then leave it in the centre 2 Having measured the maximum and minimum positions the calibration is set 10 units away from those extremes to give a safety margin a definite null zone at either extreme This may be too much or too little it is not possible in automatic calibration mode for the program to do better You may want to go back to manual mode to adjust these extremes 3 With axes having centre positions after moving the axis to either extreme several times leave the axis still selected in its central or parked position for several seconds and watch the two centre values They will automatically adjust to give a central range of about 12 units 6 either side of your parked position Again this may be too much or not enough to assure you of a good stable centre For the ARM position of the Spoiler axis mentioned later you will most certainly need to calibrate manually Sensitivity changes Response Curves The three main flight controls aileron elevator and rudder can if connected through the PFC console be subjected to some adjustment in the driver The values fed to Flight Sim can be made to change more slowly near the centre whilst still reaching the extremes by faster adjustment further over This produces a sort of S curve response like the
41. brake deployment to be activated by the Flight d tente on the SpoilersD calibrated axis setting These parameters relate to the scaled axis values seen for Throttle Propeller pitch and Mixture respectively They set the limit below which values for Engines and 2 are equalised if the axis equalisation option is enabled Note that the limit operates on the scaled values the ones related to the range expected by Flight Sim The default of 512 is effectively twice the expected resolution of the actual axes in the PFC quadrant Set this to No only if you are running Project Magenta s pmSystems and you do not want the PFC driver to handle the MCP s sixpack annunciator lights on Boeing airliners Serial Port Thread Monitor The PFC DLL updates four separate counters in FSUIPC s address space to indicate the thread activity The offsets are viewable using FSUIPC s Monitor facility see its Logging page or via something like FSInterrogate These are the offsets and uses 3370 1 byte Updated whilst the serial port READ thread is alive and working 3371 1byte This now actually indicates trim motor operation 0 off 1 up 2 down 3372 1 byte Updated whilst the serial port WRITE thread is alive and working 3373 1 byte Updated whilst PFC DLL is receiving calls from FS unless this is happening none of the other three will be seen even if the threads are working From version 3 09 FSUIPC provides a Hot Key facility for
42. cking operation of the PFC enubmarnt Version of supporting FEAF module FRUIPC is okay Ad options available 2470 v COM peral post port connection COMI open okay df Yoke aileron control 29239 gt gt Noreruls seen at alll x VYoke elevatce control 232223 gt gt Nores seen at all x Pedals sudder controt 32292 gt gt Norerilts reen atalll x Thetis quadrant operation gt gt gt gt gt gt gt gt NoreruRs seen ataill x Atonics J rado stack connection gt gt 2 gt gt gt gt gt No expected resuks received x Mode Control Panel MCP connection 332222 gt Noexpecind results received x Project Magenta COU connecion gt gt gt gt gt gt gt gt Nether PM COU nor RCOU seed x Press RETRY and move ce fx controls within 8 seconds PRC dewerversion 192 QutFS Cosrtenue FS The driver should normally work directly after the COM port is selected but in some cases you will have to restart FS once the COM port is selected To do this simply click the Quit FS button and load FS again Hopefully you will get something more like this depending upon what you have connected Checking operation of the PFC equipment Vernon of supporting FEUIPC module FRUIPC is okay All options erailable 3 470 Y COM serial port port connachon COMI open okay Y Yoks aileron corto Okay vi Voke tlevator cortral Okay vi Pedels rudder control Okayi i Throttle quadract operation Okazi Y fanana f radio stack commectorc gt Okay v Mode Coral Pane
43. cluding the up and full end positions e An option is provided on the Yoke pages to make the A P disconnect button also disconnect the Auto Throttle if it is engaged Of course the A T toggle switch will need re cycling later to get it back into synchrony Note also that because the A P Eng button on the Avionics is indistinguishable from the A P button on the yoke the option also affects that e The EICAS toggle switch on the Jetliner console is now user re programmable even when Project Magenta is running Version 1 55 includes changes to deal with some unexpected inconsistencies in FS2004 s Controls table in CONTROLS DLL These otherwise would make the key assignments to some of the new FS controls including all the GPS ones go wrong Most of the problems were caused by a double entry in the table for Add Fuel Quantity Version 1 54 is almost identical to 1 53 featuring only minor cosmetic changes Version 1 53 includes A fix to allow the special programmable control for Roger Wilco PTT via WideFS to work with WideFS versions 5 and later Addition of separate assignable Reverser axes for engines and 2 Support for forthcoming Flight Simulator FS2004 A Century of Flight This will need the appropriate version of FSUIPC when available Version 1 50 includes these changes On the avionics stack and the front vertical of the Jetliner Console the two time adjustment buttons the left most two are no
44. craft that engine is brought into line with the other two if it is close but it doesn t influence the other two The limits can be changed but only in the INI file see section near the end of this document Avionics Options Page Precision Flight Controls x Man Avionics Faget Controte Trine Steering Quadrar s Conschis Yoke Bumtons Avionics Buttons Ter Anionic Options Remote Instrument Conmcker P Marker bescon lights faih T Vesrreponctes lieni ight tores Rodo Option P FS avionics iwitch acts an PPC avionics W COMI rede ratectabie iro FS T NAY rado reception males port Aash D Esanded ADF kegani neend F Siad sirios extennion Ie ADF reception fledhes ADF JANT kohi W Paumed PS treenes ADE tinere I Use RMI N12 toggle for OME select Batogdet ond MCP Options Your FiO eto opose oe Standard but usag CAS OG tee OG Jet PRE wah DH and ND modes W Mus Tasi and oanstie AD to use AP HAN kirkad Couse indios CRS2 F Dont iishbeepon P Deconned Select whch roterp contrito ups Get dskasts gt Provade A P contect for Wilco 287 FIC r eum wares F Domt tet yur compet on AP Ens CAS does both CASIHCRS2 I Range inch adas CAS F VORUIDB button cycles PMI hile dansade Qn Corcel Remote Instrument Controller This henceforth known as RIC is the accessory with several knobs and a switch which connects to the rear of the Avionics stack and provides additional facilities The RIC has along with the
45. d is now set according to FS s ground but remaining at SpoilerFlightPercent in the Air on ground flag 100 on I think this represents pretty closely what the real thing does well except that you can t pull it back passed flight detente in the air For the non notched axis setting the active spoiler values above the ARM position are also now scaled from 7 to 100 deployment e In conjunction with the FSUIPC release 3 537 or later PFC axes which are read by the PFC DLL driver can now be assigned in FSUIPC s Axis Assignment facility This greatly enriches the number of things you can do Note that as with FS FSUIPC assignment does not override any use PFC DLL makes of the axis To avoid having multiple actions for the same control be sure to disable uncheck in PFC s options all the axes you are assigning in FSUIPC For the quadrant this applies to all possible quadrant and user configuration attachments FSUIPC is not aware of your choices there e Connection checks added with option to turn them off once first loaded and set with operating COM port e Many changes have been made for the PFC 737NG cockpit including major PMsystems support for the overhead panel and the six pack warning annunciators e The 737NG cockpit configuration now cannot be enabled except with PFC installer assistance This is to ensure correct set up Once installed correctly by PFC trained technicians the driver is then not reconfi
46. d Beech Mooney pages For a Professional Flight Console with the built in hardware trim option use the third page which specifically shows the right hand rocker on the left handle reserved for the hardware trim mechanism More on this below For a Professional Console without the hardware trim action refer to the most appropriate one of the above two pages most probably the Jetliner Yoke page two rockers and two buttons on each handle The Jetliner has 12 buttons 8 paired in rocker switches and the Mooney and Beech yokes each have 6 buttons 4 paired in rocker switches Of these three are actually pre assigned in the hardware firmware electric trim down and up on one rocker and AP Engage Disconnect on one button To the driver the latter is actually indistinguishable from the AP Eng button on the Avionics autopilot so it cannot be user programmed But the electric trim actually provides a different code to the driver from the trim rocker on the autopilot so is re programmable Note that there s an option for the A P disconnect button to also disconnect the Auto Throttle A T If you apply this option it actually changes the control in the dropdown list from A P disconnect to A P A T disconnect so it will affect anything else you ve programmed to operate this control It will also affect the A P Eng button on the Avionics since that it indistinguishable from the yoke button This dual action applies to FS auto throttle and to
47. d Throttle Quadrants pages If the button knob or switch has been re programmed in FSUIPC version 2 93 or later then the labelling here will show to FSUIPC after the function is identified This is one way to double check whether you ve re programmed any of them The choice at top left in this page between the Jetliner and other yokes is simply so that the decoded descriptions can match your yoke correctly when you use the Test page to check your yoke buttons There s no other significance in this choice although it will also decide which yoke button page is shown to you first It is remembered in the PFC INI file so you don t need to set it correctly each time you visit the page One thing this page will illustrate well the short spate of invalid or misinterpreted codes seen from the Avionics stack when it is first switched on either by application of power directly or by use of the Master Battery or Master Avionics switches This is because it comes on in Elite mode rather than using PFC s own protocol The driver sets it into the correct mode as soon as it can and discards everything received for over a second immediately after seeing the switching but it is still sometimes possible for some Elite codes to get through On the whole these do no harm as subsequent interactions sort out any discrepancies Note that the discard period is not operating in Test mode Logging The PFC driver always creates a small tex
48. d VOR or ILS signal is indicated by a flashing decimal point in the active frequency display The Ident button toggles the Flight Sim Morse VOR ILS ID sounder if a valid signal is being received ADF radio This device is quire complex As well as being a receiver for NDB radio signals it is also a flight and elapsed timer and count down time with alert Pll describe the main NDB reception facilities first NDB frequencies range from 200 0 to 1799 9 though FS has an upper limit of 1699 9 making quite a few South American facilities untunable In the USA and Canada most if not all current NDB frequencies have zero in the fractional part and so a simple 4 digit display is adequate in that part of the world This is why the PFC NDB has unfortunately only 4 display digits for the active frequency In Europe there are many NDB frequencies with 5 fractional parts and there may be areas in the world where other fraction values are used With a real ADF receiver in the real world being a fraction off the correct frequency might not matter so much The reception might be weaker but it may not be cut off altogether Flight Sim is not that lenient You have to be spot on So the ADF operation on the PFC Avionics stack is actually and optionally more complex than the ones you see in real life I ve used the ADF and BFO buttons to swap between display modes and selection of fractions In the optional full 5 digit nnnn n mode you use the ADF button
49. e bnew af lca cs risl jr Sf rere ah af wired ie Monta ets 2a fre 1541 fle ol at Lone IMPORTANT If you are using the Throttle Quadrant Console not a Cirrus II Professional Jetliner Console or Jet Cockpit then you should uncheck the option saying that a Cirrus is being used CIRRUS II console button codes enabled Otherwise since this is defaulted you may get spurious switch changes when starting FS If you are using a Jetliner Console be sure to uncheck the top right option in the Cirrus Pro section and then check the option to enable the Jetliner console button codes in its own section If you have both console codes enabled which is allowed for development and testing purposes then the Cirrus II button codes and assignments take precedence If you are in a Jet Cockpit disable the Cirrus selection and enable only the Jet Cockpit one There are several options applicable to the Cirrus II and Professional Consoles including three user programmable buttons But the way PFC equipment buttons are assigned is very similar throughout all parts of the driver so this subject will be covered together for Avionics Console and Yoke buttons see Button Assignments later in this document The other options on this page are related to differences in the ways the other switches and buttons can be made to behave Before going into those I will review the switches and buttons available on both current consoles
50. e fixed uses with Project Magenta and cannot be programmed when the PM MCP is running The method of programming the buttons and the choices available to you are described fully in the Button assignments section later in this document Note All of the avionics buttons knobs and switches can be re programmed in FSUIPC s Buttons section when using FSUIPC version 3 30 or later See the section about Button and Switch Re programming later in this document Test Page ber giai Pig eCc wos Thistle Iradat Conse eks Dusen Avaris tow Tst en EEEE TEEPE TRE E E e ede ablisic for aac Sjrepiebtoe a xb inn Lo sac acche domes gt This pags shes ym x check meyk sora aichcn yea TTS cones tivp Sos sical g fle nus m ad bee dace Theine daler ace qx Ila basi sa sIhitsal n reel rz Opies Ibesik TTI OG vhs k cds ddel M Loga 204 pal salo w I Inja TAN iwe mitn ae JesSazks 3 CCO Jebazts F lng beea acwm tenge i ila an hilda 3 och FSUI U ike tel gi Ce This page provides a way for you to check out your connected PFC equipment For every button dial knob or switch this page displays the actual codes returned in hexadecimal and the driver s understanding of what it means The only parts of your PFC equipment it does not show are the returns from the analogue axes throttle levers rudder and toe brakes aileron and elevator to check those refer to the Flight Controls an
51. ease was never made public as it was soon superseded by the more significant 1 80 version Version 1 72 includes these important changes e The restart facilities introduced in version 1 63 and augmented since then do not work under Windows 98 or Me only Windows 2000 and XP In fact they crash FS to the desktop on Windows 98 Me I have not been able to find a way to fix this so the DLL now automatically switches the facilities off under those operating systems e The problems with re programming some but not all buttons in a group present since 1 62 also applied to the Yoke buttons if one was re programmed in FSUIPC they all had to be This is now fixed e Small axis jitter less than 5 PFC axis units is now eliminated if it occurs within a specific timeframe The time defaults to 500 milliseconds but is adjustable by a new parameter AxisSmoothTime documented above Jitter is defined as a change in direction up then down or vice versa with a small difference less than 5 within the specified time The option can be turned off by defining a zero time Note that PFC DLL has performed short term jitter smoothing for any sized spiking for some time since version 1 27 but to avoid responsiveness problems this was restricted to times of 150 milliseconds or less and it is not adjustable Setting the AxisSmoothTime to 150 or less will therefore revert the smoothing to the previous method only e A facility for throttle propeller
52. eeing Avionics On or Battery On switch operations Version 1 23 fixed a bug that could cause FS to crash if the List All FS Controls option was selected in any of the button assignments and the drop down then used on any button entry Response curves S sensitivity changes were provided for the main three flight control inputs It also contained some minor changes to make the NAV VOR APP and GS indicators in the Autopilot behave more like they do in a Bendix King Autopilot even if Project Magenta s MCP is being used Version 1 22 contained just one important change the automatic suppression of Game Port or USB connected throttle inputs was made optional and defaulted off This was because it was found that some third party aircraft Wilco s 767PIC in particular use the same input controls to drive the auto throttle With previous versions of the PFC DLL the auto throttle in 767PIC was inoperative The checkbox for the option is within the throttle quadrant section of the Main Options page Note that it is still just as important to avoid interference from other throttle inputs Apart from re enabling the PFC suppression the only other way is to make sure Flight Simulator isn t trying to read any Game Port or USB throttles This is down to the CFG file in the main FS folder e g FS2000 CFG Look for entries in the JOYSTICK sections with THROTTLE names The assignments have to be removed and a LOCKE
53. emselves but a few words here may be useful You can have the simulator completely ignore the operation of the electric trim buttons when the autopilot is controlling vertical mode as in Alt VS or APR modes This is the documented action on the Bendix King KFC150 and KAP150 autopilots You can always and easily either completely disconnect the Autopilot a pre programmed button on all the yokes or temporarily override it with the CWS Control Wheel Steering button programmed on one of the user programmable buttons on the Jetliner Alternatively you can have the autopilot automatically disconnect its vertical control modes without affecting the lateral control Heading NAV This is said to be implemented in some aircraft This option is not usable when flying the Wilco 767 PIC since the driver cannot read the A P modes in order to know what to change Finally you can choose to have the electric trim totally disconnect the autopilot with the usual warning beeps This is also said to be implemented on some aircraft but it seems rather extreme to me and even redundant with the AP disconnect button available already right next to the electric trim Trim sensitivity The electric trim from the yoke or assigned buttons operates by altering the pitch trim by a fixed small amount but doing this something like 18 times per second The small amount actually used can be adjusted to give the trim a faster but less sensitive action or v
54. equested will be obeyed When V S mode is disengaged the ALT mode will be retained If the previously set target has been passed the current altimeter reading is set as the altitude to hold after rounding up or down according to direction to the nearest 500 feet If however the previously set altitude value has not yet been attained it is restored And FLCH mode ensues This last action was added in version 1 31 of the DLL ARM ALT FLCH This engages ALT hold mode without changing the altitude register Set the altitude to the target value using the knob with the VS ALT switch set to Alt If you are using Project Magenta or 767PIC this button sets FLCH mode not ALT hold VS ALT VS Alt Use this toggle switch to select which of V S and ALT you adjust with the rotary knob SET SEL Set the V S or Altitude with this after selecting one with the VS ALT switch On the Jetliner Console there s also an AT ARM switch which operates the auto throttle arm facility in FS and on the Project Magenta and 767PIC panels and possibly a TO GA button on the throttle lever for Engine 1 The latter operates TO GA in most FS panels and in Project Magenta or either N1 or GA in 767PIC depending on whether the aircraft is on the ground or not at the time and if so whether the indicated airspeed is less than 50 knots or not Note that in all the above the facilities for Wilco s 767PIC panel only operate i
55. ere is an option in this section for treating throttle quadrant buttons as AutoThrottle Disconnect These buttons are available with certain Jetliner console quadrants and by default operate the TO GA Take off Go around feature also operating as N1 or THR modes on some implementations such as Project Magenta If you elect to use the A T disconnect feature note that it operates by temporarily disarming the auto throttle This is the only sure way of ensuring all possible A T links are severed SPD Mach or IAS modes TO GA N1 or THR modes and the speed component of VNAV The A T will be re armed a second or so afterwards when the current throttle lever positions will also be re read and sent to the simulator The other two options the digital filtering and the Engine equalisation are to help deal with those who suffer any difficulty getting exactly symmetric thrust consistently The filtering operates for relative fast changing jitter only 2Hz or better and applies to all axes except the main flight controls aileron elevator rudder etc The equalisation makes port and starboard values of throttle propeller pitch or mixture equal by averaging when they are very close by default within twice the expected resolution of the axes themselves On 4 engined aircraft the outboard 1 and 4 and inboard 2 and 3 controls are equalised separately There is extra equalisation for the third 2 centre engine on three engined air
56. et the COM port in the initial Connections Check set it now Click on the drop down u button and select the correct entry either using the mouse or the cursor keys If you are a Project Magenta user and run Pmsystems some of the switches on your console especially in the 737NG cockpit and on the Jetliner Console will be routed via Pmsystems when it is running instead of directly to FS If you do not want this to happen uncheck the Work through Pmsystems if detected option If you do not use Pmsystems this option is not relevant in any case The other options on this page related to the Throttle Quadrant selection are now described Throttle Console The picture shown on this page shows the separate Throttle Quadrant Console but everything specific to throttle quadrants detailed here applies equally to the throttle quadrant portion of the Cirrus II Professional and Jetliner consoles and the Cockpit On the Main Options page you can select the specific quadrant you wish to use by clicking on the appropriate one in the drop down list or specify to the DLL that it should select the quadrant automatically depending upon the specific aircraft you have loaded into Flight Sim For the automatic facility to work correctly you must do two things 1 Go through all the Quadrants in the Throttle Quadrants Page enabling all those quadrants which you have available to affix to the console Do this by checking the Enabled checkbox
57. f you have not de selected the option to detect the 767PIC panel see Avionics Options below Simulator buttons Along the bottom of the Avionics stack and on the front vertical face of the Jetliner Console there are six buttons which have labels relating them more to simulator actions than anything to do with real flying These are all programmable by you the user as described in later sections but also come with some pre defined default actions as follows RESET Free for user programming START Free for user programming FREEZE Pauses or un pauses the simulation MAP Toggles the view between the normal cockpit forward view and the top down map view Same as the keyboard Ctrl S key CON Cycles through all the views in FS same as the keyboard S key INSTR Toggles between full screen scenery view and normal panel scenery view Same as the keyboard W key Note All of the A P and GPS buttons knobs and switches can be re programmed in FSUIPC s Buttons section when using FSUIPC version 3 30 or later See the section about Button and Switch Re programming later in this document THE AVIONICS OPTIONS Marker beacon lights flash This option makes the Marker Beacon lights at the top of the Avionics stack flash when indicating a marker rather than just hold steady The flashing pattern is correct for the beacon type matching the sound dots and dashes which should be made b
58. for CRS2 if selected Additionally as indicated in the table above the same actions are available for Wilco s 767PIC but for this to operate automatically you need to select one of the avionics options described below This action is needed because of the possibility that the driver mistakenly identifies the use of 767PIC by module naming changes Note adjusting heading and other MCP registers in the 767PIC is not as quick nor as precise as I d like it to be unless you are using version 1 3 of the 767PIC panel or later with FS2002 It is the best I can do with the keystroke based interface the earlier versions of this panel provides If you are a 767PIC user in FS2002 you would do well to get the latest update Note 2 All functions of the R I C or its Jetliner equivalent can be re programmed in FSUIPC s Buttons section when using FSUIPC version 3 30 or later See the section about Button and Switch Re programming later in this document Avionics Options These are an assortment of operating options for the separate Avionics stack and the avionics sections on the Jetliner Console and Jet Cockpit Before going into the details for each of these in turn here s a summary of the way the avionics buttons and indicators work with the PFC DLL driver COM radios The frequency required is set on the standby part then swapped into the active part for use On the separate stack on FS2000 and before if only one COM radio is in use tha
59. gines and Right controlling both right engines or have left controlling the outermost 1 4 engines and Right controlling the innermost 2 3 engines The option is provided because one method the default is more obvious and less confusing whilst the other method is actually potentially more useful To explain imagine you have landed your 747 and are either not confident that you have enough fuel to get you to the gate or you are cost conscious and want to save fuel in any case In this circumstance you should cut two of your four engines and continue taxiing on the other two Now obviously you want symmetric thrust available so you cut engines 2 3 or possible 1 4 You wouldn t cut both engines on the same side because this would give you some steering difficulty and type wear to say the least You stop a jet engine by cutting off its fuel If the Fuel Boost switches are configured to operate Left 1 2 and Right 3 4 you can only stop both engines on one wing or the other Anyway it is your choice If you don t fly 3 or 4 engined aircraft there s nothing to decide The other point to note here is the way the Starter switch operates with 3 and 4 engined aircraft You cannot start more than one engine at the same time so the starter switch is designed to operate the starter of the first engine assigned to the direction you press it Left Right if that engine is not already running and otherwise start the second such engine
60. gurable on line The user can run tests and view the action of the axes but cannot reassign switches nor re calibrate axes NOTE If you have enabled the 737NG cockpit codes and now find yourself locked out of all of the setting up facilities please delete your PFC INI and start again e The motorised trim is now making use of the move trim to position x facilities included in the very latest 737NG firmware e Squawkbox3 s transponder control via FSUIPC offsets 7B91 and 7B93 is supported on the PFC transponder switches The selector switch settings Standby Off and Test are signalled as Standby and the On and Alt selections are signalled as normal The Ident key triggers but only in normal modes e Support for SB3 s Private Voice PTT PVT is added This will work as and when the matching update for SB3 is released e COM ports above COM8 are now supported e Minor problems in the button displays in the axis calibration sections of the options are fixed These did no operational harm as soon as an axis is selected they correct themselves but looked odd e A serious error causing corruption in the Ist slope selection for the main flight controls is corrected This only happened when the dual throttle mapping was in use i e Throttle amp 2 and Throttles 3 amp 4 each on one lever The result was odd jitter in parts of the range on the main flight controls if the 1st flattened slope had been selected In Version 1
61. hand name PIN U15 as used in the calibration lines However the DLL cannot do a blanket update of all the AircraftQuadrants entries This is an INI file accessed using Windows Profile API and it has to know the parameter name to read write the parameters Since the parameter names are the Aircraft names the DLL doesn t know any of them until you load the aircraft So the entries there will only be updated if you delete assignments and make re assignments For those upgrading from before 1 80 direct to 1 81 the DLL fixes the AircraftQuadrants quadrant numbers on loading if they are 7 or higher it adds 1 It does not re write the parameters that is only done when you assign For those few who may have already used 1 80 and corrected the parameters already they will be best served if they do it again for 1 81 e delete assignments and re assign Sorry about that there is an alternative fiddle explained in the IMPORTANT read me text file included in the ZIP Version 1 80 represents a significant development encompassing just about all requests for changes received to date Here is the list e The sounds A P test and disconnect now work in FS2004 e The throttle sync control added in 1 72 now works well and has no relation whatsoever to the FS prop sync switch This ill considered link in 1 72 seemed to be responsible for some odd and unwanted behaviour e The PFC driver now works fine in FS2004 even if
62. he ND FPL ARPT Programmable except for Project Magenta where it selects airports for display on the ND CALC DATA Programmable except for Project Magenta where it operates the route waypoint data times and restrictions for display on the ND AUX POS Programmable except for Project Magenta where it selects VOR ILS positional data as in an HSD for display on the ND APT VOR Std Baro SET Programmable but pre programmed by default to toggle the altimeter between the last set QNH value and the standard Barometric Pressure 29 92 or 1013 2 mb for flying Flight Levels ENG VS V S This engages Vertical Speed mode Set the vertical speed using the knob with the VS ALT switch set to VS NOTE With 767PIC or Project Magenta this merely passes on the V S mode request For FS panels it gets a little more complicated FS doesn t truly simulate V S mode as such Setting it doesn t make much difference In ALT hold mode or FLCH you can adjust both altitude and V S and the simulator will try to abide by both providing the power is available It seems to give priority to the V S rather than the Speed setting but this may vary from flight model to flight model So PFC DLL provides V S mode in FS by setting FCH ALT mode if it isn t already set and also if a different altitude target is not already set setting an extremely high or low depending on direction target altitude so that the V S r
63. her side reading the input value and press the Set centre high button Then do the same with the control held to the low side and pressing Set centre low You may need to review these settings occasionally to be sure you always get a zero Scaled output value for hands off operation Repeat these steps for each active control The toe brake operation may be digital or analogue If it is digital then there s little calibration needed provided the Scaled output value is 200 when the brake is operated and 0 when released This is the braking range implemented in the DLL for Flight Sim Note that there is nothing permanent about anything you may do here The results are saved in the PFC INI file but you can revisit this page and re calibrate at any time The fact that you do not have to exit Flight Sim or even reload it makes it much easier and you can immediately test the results of your changes If you do think you ve made a real mess and want to start again just click the Set defaults button at top left This will restore the values to they way they were when you originally installed the PFC DLL AUTOMATIC Calibration facilities are now also included Once you have selected an axis for calibration you can toggle between manual setting and automatic setting using the button at the bottom of the selected axis column Automatic calibration works as follows 1 After selecting Set automatic the button changes to Set manual to ena
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65. ice versa a slower and more sensitive action The value defaulted is 16 This is about half of the trim change you get by one short tap on the Number Page 1 or 7 key when using keyboard trimming On the keyboard a quick double tap on the trim keys gives a change in trim amounting to some 256 units With the default sensitivity setting of 16 this would take nearly a second to achieve on the electric trim buttons 256 16 16 at 18 repeats per second So to allow fast massive trim corrections the electric trim is programmed to go much faster if the trim button is held down for longer than a certain time By default this is 8 times the normal trim i e 128 units and kicks in after the button is held for 2 seconds 20 tenths of a second You can adjust these two values if you like but only in the PFC INI file which means closing down FS editing the file then re loading FS PFC INI file entries are described at the end of this document Jetliner Console The table below is in order from top left row by row to bottom right looking down on the Jetliner Console The six buttons on the front upright are the Simulator Buttons as described earlier not here Engine Start switches 1 These operate the engine starters with OFF GEN and START positions The 4 Start position is spring loaded and for genuine FS2000 aircraft models needs to be held on till the Engine starts unless the auto latch option is selected Jet engines are star
66. imple digital filtering Enable these only if you get a fluttering on the controls The filter operates for changes in direction faster than 2Hz CALIBRATION Control axes such as those used in joysticks rudders yokes and throttles are almost always based on variable resistance provided by a potentiometer and moving wiper contact The game port USB or other interfacing circuitry converts this into a numerical value by electrical tricks such as timing how long it takes to charge or discharge a capacitor through the resistance This is simple it works and it is cheap However it does tend to give some variation in the readings obtained even for apparently the same positions of the operating lever and hence wiper contact These variations are due to an assortment of physical conditions including temperature humidity and simple mechanical movements Many applications of controls such as these do not need precise values in any case and the fact that it is going up or down is often sufficient However with flight controls there are certain positions which do need to be fairly precise for example the minimum or idle value for a throttle and the centre values for ailerons elevators and rudders Since the software drivers for your controls cannot predict with any accuracy the range of values it might see nor certainly the centre positions you need to perform some calibration This is simply the measurement of the range of values returned
67. indow The tabs at the top select between various pages of options You can visit all these make changes as you like but nothing is actually changed until you press the OK button If you press the ESCape key or Cancel or close the window using the close button at top right then none of the changes you have made on any page will be effective Pressing the OK button confirms all the changes made in all pages You can re visit any and all before confirming them in this way To get started The various Settings pages contain quite a lot of options and settings you will want to look at and maybe change later but to get started and try out your equipment you just initially need to pay attention to these parts 1 Selecting the correct COM port for the PFC connection You should have done this already in the Connection Checks dialogue If you need to change it this is in the Main Options page as shown selected above 2 The driver cannot detect what PFC equipment you have so you need to tell it where it matters The driver defaults to assuming you are using a Cirrus II console If you are NOT using one of these go to the Consoles page select Cirrus II Console in the left right selection window at the top if it is not already selected and uncheck the top right option which says you are using one If you don t do this and are using a Throttle Quadrant Console then you may get some spurious switch settings made when y
68. ion of this is fairly obvious The mode selector works as shown except that the ALT mode is incomplete on the PFC unit as there s no display position provided for the encoded altitude display Optionally see below the transponder has an intermittently flashing light showing it transmitting in response to an interrogation When you press the Ident button that indicator lights solidly for a few seconds whilst the complete identification encoding is transmitted None of this has any counterpart in Flight Sim but Squawkbox3 s transponder control FSUIPC offsets 7B91 and 7B93 is supported The selector switch settings Standby Off and Test are signalled as Standby and the On and Alt selections are signalled as normal The Ident key triggers but only in normal modes Autopilot Parts of the autopilot mechanisms occur in other places on the RIC in the Altitude Pre selector optionally in the GPS section or on the Jetliner the section below the Autopilot and even on the Yoke trim AP disconnect and CWS pitch sync operations For a full understanding please peruse all these parts Here I just concentrate on the buttons and indicators in the section made to look like a Bendix King autopilot and actually labelled Autopilot First with a standard Bendix King A P as depicted in the PFC Avionics stack none of the A P functions can be selected until you have successfully run the unit through its Test To do this simply press the
69. ion to work you need to tell the driver which quadrants you have at your disposal Do this by checking the Quadrant enabled checkbox at top left on each quadrant entry Change from one entry to another using the arrow buttons to either side of the quadrant description There are sections for 15 user configured quadrants as well Leave these alone for now first get all your quadrants working correctly the way they were originally intended For each quadrant you own you need to connect it find the right section in the Throttle Quadrants page check the operation of each of the levers ensuring they match what you see on screen and then proceed to calibrate each lever Calibration here is exactly as described above for flight Controls and this won t be repeated here Please follow the same directions However there are a few things to note for each control type CarbHeat Operates the carb heat on props or the anti ice on jets but only supported on the Throttle Quadrant for the single carburated prop This control is digital so should need no calibration The scaled output value is simply 0 or 1 and will change over somewhere near the centre of the lever s movement Condition The condition controls are actually the same to Flight Sim as the Mixture controls but provide a centre setting capability so that the Low Idle position on the notch can be calibrated This should be set to give a scaled output value of 8191 i e ha
70. ions for this lever you will see it described in the button at the top of the column Make sure you check the Check to enabled checkbox otherwise the axis won t be seen in Flight Sim Now check the direction of movement If necessary check the RVS reverse checkbox to ensure that the direction of travel meets your expectations If you are strangely inclined to allocate aileron or rudder control to a lever here then since the slider orientations are only vertical you ll need to know that the scaled output value needs to be negative for LEFT port positive for RIGHT starboard 5 Finally calibrate the axis just as described earlier Repeat all these steps for each lever you want to use You can also rename the set Instead of User Config n just edit the name there in the display The names are saved in the INI file and can be edited there as well if you like but do this when FS isn t running When you ve done when you press the OK button everything will be saved in the PFC INI file You may want to make a copy of that now to safeguard all this hard work Consoles Page Hae Gee os Fedt Cas Tania Decade Tansee YL Bogor de staan To Hae Ge ls Fede Cues Tintan Decade Tanet e Boge de staan n Dov bead views Dg uly H T ORR IC k n Jat oh onde al PERT C H MI awe eNinn e o eee oe er D Phy adi gee ce Ie T Tadic Deel vad ek D praat gee ce Ie Tiedt rrara t pare bedan
71. ircraft The RIC options are shown in the right part of the Avioincs Options page HDG HDG Adjusts the heading bug on the gyrocompass and in the autopilot or MCP ALT BARO Adjusts the pressure setting Kollsman for the altimeter to allow it to be correctly set for QNH QFE or standard 29 92 or 1013 2 mb settings OBS ND If you are using Project Magenta or Wilco s 767PIC and have this option selected then this adjusts either the ND mode MAP CTR ROSE PLAN or the range 10 640 nm according to the position of the toggle switch next to it see next entry If the external RIC is being used and either the Jet RIC option hasn t been selected or you are currently flying a prop then it adjusts either OBS1 or OBS2 depending upon the adjacent switch setting There is also an option primarily intended for use in the PFC Jet Cockpit to change the ND range operation to instead operate OBS2 CRS2 even when the Jet RIC option is selected NAV Mode This is only used in conjunction with the OBS ND switch above Its position is not Select Range independently detectable by the driver You will see from the above table that if you are using Enrico Schiratti s Project Magenta then the PFC DLL will detect when the Project Magenta PM MCP is running If it is then the RIC section automatically changes to operate the DH and ND Mode Range settings excepting the override to use ND range
72. knobs These change the related NAV frequency when the DME is in the mode displaying same e Added details of the Professional Flight Console to the options for the yoke and console programming These don t make any actual change in the way the driver works only in the way the options are presented e Added support for the upcoming FS2002 version of the Wilco 767PIC package though this is still unfortunatel only using the keystroke interface provided Version 1 31 included relatively minor changes to make the operation of the V S mode facility rather more friendly when used with FS aircraft panels other than 767PIC and Project Magenta A full explanation is provided in the main section on the Extended Autopilot Altitude Pre selector above Version 1 30 is the first official version supporting FS2002 through FSUIPC 2 73 or later The support for FS2000 continues unchanged Version 1 271 was issued on the same day as 1 27 to fix an error in the axis smoothing which could make the response poor on heavily loaded or slower PC systems Version 1 27 was preceded by a number of interim limited releases culminating in this which includes the following changes e Automatic axis smoothing has been added to prevent much higher frequency jitter which can presumably be caused by poorly smoothed power supplies e A revised multi threading method is used to prevent a crash occurring on Windows 2000 and probably XP e Throttle settings a
73. l MCP cornectorc gt 39 gt gt 9 gt gt No expected results recewed x Project Magerts COU connection 22222222 Neither PM COU nor ACDU seen x Prem RETRY and mows or i controls within 8 seconds FFC dives version 1 92 Retry Qua FS Here all of the main PFC connections are okay yoke pedals throttle quadrant and avionics stack but there s no Project Magenta CDU or RCDU and no MCP whether the hardware PFC MCP or the Project Magenta MCP program Note that the checks do not necessarily operate automatically all the time You may have to move the yoke or pedals and at least ensure that some levers on the quadrant are not parked firmly at idle By waiting or pressing Retry you get another few seconds in which to operate the controls to see if the driver recognises them correctly Or you can either Quit FS or elect to Abort the checks and continue with Flight Simulator Once in FS proper and ready to fly you can enter the PFC driver options via ALT P and tell it not to run these checks next time If you are using the PFC 737NG cockpit this is not allowed and in fact if you abort the checks then you will get a warning You can also change the COM port in the main PFC options but this is not really recommended However these procedures will be made clear in the following sections Setting PFC options Options in PFC are actually controlled by parameter settings in a file called PFC INI or PFCFSX INI respectively This is
74. le from PFC facilities are provided for you to program the six levers to do whatever you want Up to 15 such user configurations can be specified and saved more details are given later in the appropriate section of how to do this User configurations can be assigned to specific aircraft in automatic mode but will not be selected automatically without assignment Before actually using any throttle quadrant in Flight Sim you should turn to the appropriate section in the Throttle Quadrants page and calibrate each lever correctly Calibrations are saved for each throttle quadrant so you should only have to do this once for each More details in the appropriate section later The option for suppressing joystick throttle inputs is important It is there because if you are using any joystick or simply have one connected to a Game Port or USB but not in use with Flight Simulator it is possible for the simulator to make assignments for the throttles These appear in its CFG file automatically They can cause FS to read spurious values that prevent proper operation of the Throttle Quadrant throttle inputs The suppression cannot be on by default because Wilco s 767PIC and others uses the same input controls to operate the auto throttle Either enable this option here or make sure there are NO throttle assignments in the FS CFG file You may need to set LOCKED 1 for the joystick entry as well to stop FS adding the assignments back again Th
75. lfway in the full mixture range of 0 16383 Mixture There are up to four mixture controls although never more than two used on the default quadrants The scaled output range for these is 0 16383 PropPitch There are up to four of these but again only two ever used on default quadrants The range is 0 16383 PropPitchR The TurboProp uses reversible pitch propellers which require these controls which have a forward and reverse range just like the ThrottleR controls described above You need to set the centre dead zone to encompass the notch area which represents zero pitch or feathered props Reverser The jet reverser lever has a scaled output range of O full forward to 4096 full back This is how it should be calibrated The actual maximum reverse varies from aircraft to aircraft and for FS2002 or later PFC DLL detects this and re adjusts the 4096 value accordingly But this difference will not show during calibration In operation its effect is to modify the values sent by the other up to four throttle levers The reverser is ignored if any of the throttles are not at full idle scaled output of 0 As the reverser is pulled back all throttles simultaneously engage reverse and feed the range 0 to 4096 Or whatever to Flight Sim Differential reverse thrust can then be established by moving any individual throttle forward Only a quarter of the travel is used and pushing a throttle forward by that amoun
76. n using FSUIPC version 3 30 or later See the section about Button and Switch Re programming later in this document Extended autopilot features Jetliner Console OR GPS and Altitude Pre selector Avionics stack On the Jetliner console the larger section below the Bendix King style Autopilot section is totally dedicated to some more advanced autopilot and avionics functions applicable to modern airliners These functions are also available on the GPS and Altitude Pre selector sections of the separate Avionics stack the allocations being as illustrated here from the Jetliner ENGINE START niyii ON CUT OFF CUT OFF Hoc oom e Mm HOLD SELECT VOR L AUTOPILOT J Precision Flight Controis VERTICAL SPEED viS N a gt n STD a ammm 2al Note on GPS Although FS2000 and FS2002 are supplied with a GPS unit its functions are not accessible through controls or keypresses only though mouse actions on screen so the GPS functions on the PFC Avionics stack are re used for these other actions Except when flying with Project Magenta the bottom row of six buttons NAV to APT VOR on the external stack or VOR NDB to Std Baro SET on the Jetliner are all available for user programming See the section on Button programming for more details on the user programming facilities When using Wilco s 767PIC or most other advanced panels with their own Autopilot programming the LED indications on the PFC autopilot a
77. nce 257 MaxTrimMotorTime 60 AxisSmoothTime 500 ThrottleSyncEngine2 No Axis3Equalise Yes BeepWave Sound caapdis BellWave Sound caapdis SpoilerFlightPercent 75 ThrEqLimit 512 PropEqLimit 512 MixEqLimit 512 PMsixpacks Yes This parameter sets up debugging options producing immense details about the interaction between the DLL and the PFC control system These details are sent to a debugger that has to be running also There are some viewers that will show the details on screen one good one is DBGVIEW EXE If any debugging is needed on your system details of how to do all this will be provided This records the COM port in use COM1 COM8 It cannot be changed whilst FS is running but you can configure it here if you like rather than in FS This may be necessary if the port assigned belongs to something else and this is preventing FS from running well enough to get into the PFC dialogue This parameter is normally omitted All current PFC consoles connect at the fixed speed of 9600 bps The exception is the PFC MCP by default this connects at 19200 but has to be changed to operate at 9600 if you connect a console through it When using an unaltered MCP alone with PFC DLL you will need to edit this parater to read 19200 Win2000 XP only The driver will normally auto restart the serial port operations soon after initialising when FS is first started This has the advantage of synchronising most of the switches and
78. nels the alternator switches can get out of step with those on the panels Alternator Right As for the Left one this operates the right alternator where one is provided See below for options with three and four engined aircraft Avionics Master Operates the avionics switch where one is provided Note that when this is off the optional PFC Avionics stack is also off unpowered When it is turned on the driver discards further input for about one second so that spurious signals from the avionics do not upset things Rudder Trim This is handled completely within the Console and is not subject to any driver programming Landing Gear Operates the landing gear where applicable Note that the driver synchronises the state of the landing gear in FS with the position of this switch This can prove embarrassing if you ever reset your FS flight from one flying with gear retracted to one on the tarmac or runway the aircraft may immediately do a belly flop on loading Be sure to lower gear before selecting any new flight that starts on the ground Flaps Operates the flaps There s an option for making this a one hit switch or repeat whilst held See below Engine Start This operates starters for props and jets though FS98 props transposed into FS2000 may start up on magneto switching in any case see the comment on the Mag switches above With genuine FS2000 and FS2002 models for props you have to e
79. nnect bar on the PFC equipment AP eng A P or Engages or disengages the only or main autopilot See above regarding optional restrictions on AP ENG this If the Jet Cockpit is selected as the console this is only an AP disconnect button as is the red button on the yokes The AP buttons on the MCP are used to engage the A P Except in the Jet Cockpit PFC DLL enables the Yaw Damper when the autopilot is engaged with this button and disables it when the autopilot is disengaged using the same facility Normally in airliners the yaw damper is kept engaged at all times but this tends to make ground operations tricky in FS If you don t want this automatic YD switching check the box in the avionics options N B By default FS2002 4 s autopilot always engages the wing leveller whenever the Autopilot is switched on This is apparently correct for some A Ps but really it is not appropriate for the Bendix King type fitted in the Cessna and replicated in the PFC Avionics Stack To prevent the wing leveller coming on you need to edit each aircraft s AIRCRAFT CFG file adding these to lines to the Autopilot section adding that section too if it is missing use_no_default_pitch 1 use_no_default_bank 1 Take care as these may have some other side effects TRIM TRIM The trim rocker has three different functions as in the Bendix King KFC150 and KAP150 units e With no AP modes engaged it is identical
80. not supplied with PFC but it is generated the first time you run FS with PFC installed It sits next to PFC in the FS Modules folder If at any time you run into trouble always try deleting this INI file before running Flight Sim so that all the options are reset to defaults It is actually a good idea to do this when updating to later versions of the DLL too as some things may have been changed rendering some of the parameters in the INI file redundant or plain incorrect On the other hand if you have spent time setting up the equipment and the driver settings to your liking and it is all working well please do take the precaution of making a back up copy of the INI file in case it ever gets corrupted or deleted Also if you have a good working installation for say FS9 you can copy the PFC INI file over to your new FSX installation in with the PFCFSX DLL renaming it PFCFSX INI so that you don t have to set things up all over again for the new Sim Of course if you do lose your INI file or have cause to delete it and start again you will have to re specify the COM port and check your other settings as now described All of the options of general interest are accessible whilst running FS via a Menu entry This is by far the best and easiest way to access the more popular options There are some rather obscure ones which can only be accessed by editing the INI file but these are not useful to most users and are only briefly described tow
81. nsure a rich mixture setting then hold the starter on until the engine starts For FS2000 2002 jets you hold it on until N2 reaches 20 or more then switch on the fuel Fuel boost switch The starter switch is inoperable if the corresponding magneto switch is in the off position Pushing the switch left operates the left starter or number one engine On twins you push the switch right for the right or number two engine See below for options with three and four engined aircraft Yoke The yoke fitted to the Cirrus II Console may be a Jetliner with 12 button operations 4 rockers and 4 buttons or a Beech or Mooney each with 6 button operations 2 rockers and 2 buttons Many of these are user programmable and they are all described in the sections on the Yokes page There s an option concerning the electric trim action described below Lights The four light switches are active as applicable to the various aircraft or panels The four switches operate the following lights as available NAV Navigation Wing Recognition Instruments STROBE Strobes Beacon LDG Landing TAXI Taxi Logo Parking brake Controls the parking brake This may be a push button or a pull push switch See the option below The driver needs to know which type you have fitted Pitot Heat Controls the pitot heat switch in all panels and aircraft so equipped Always fly with pitot heat enabled or risk suffering AirSpeed Indicator AS
82. on the same PC as FS The control sends the Transmit command to RW when pressed and turns this off when released You do not and should not program an action for button release the driver does this part automatically for this control This is known to work with RW Mark I and Mark Ic but has not been tested with any others PTT Roger Wilco via WideFS This is for use with a copy of the Roger Wilco program running on a separate PC under WideFS You do not have to configure the WideClient ini file specifically for this function The control sends the Transmit command to RW when pressed and turns this off when released You do not and should not program an action for button release the driver does this part automatically for this control This is known to work with RW Mark I and Mark Ic but has not been tested with any others Electric Trim Down Electric Trim Up This is a specially programmed smooth pitch trim with adjustable sensitivity and pre defined autopilot interaction This is all described earlier in this document see Console Options A P disconnect Unlike the normal AP Eng control this disconnects the autopilot only Carb Heat Anti Ice Operates this FS control on all 4 engines at the same time Throttle Prop Mix Sync This toggles a facility to synchronise the settings of throttle propeller pitch and mixture on all engines Basically when enabled it uses the Engine values for
83. on and use the On Off button to not only switch them on and off but also select which one is connected to Flight Sim s COM1 The one being used has a flashing decimal point This option is not applicable to the Jetliner Console FS2002 FS2004 on the Avionics stack COM1 corresponds to FS s COM1 and COM2 corresponds to FS s COM2 You do not need anything further However for compatibility and convenience this option will allow you to use the on off button select either of the PFC COM radios into FS s COM1 and the other then maps to FS s COM2 Thus you effectively have one active and three standby frequencies for each radio The active COMI radio has a flashing decimal point On the Jetliner console which only sports a single COM radio the option is more important as it allows that radio to be used as COM or COM2 The decimal point flashes when it is COM1 NAV radio reception makes point flash With this option set the decimal point in the Use frequency flashes when a valid VOR or ILS station is tuned and received Extended ADF frequencies nnnn n This allows NDB stations with fractional parts in their frequencies to be tuned on the ADF receiver See the lengthy description above to find out how five digits are managed with only a four digit display ADF reception flashes ADF ANT light With this option set the ADF or ANT indicator whichever is currently applicable according to the use of the ADF button flashes when the ADF is
84. ontrol but using the Flight Director FD then the control is a pitch sync When you press the button the vertical speed setting is changed to match your actual vertical speed The idea is that the FD command bars synchronise to your current flying mode and thereafter allow you to keep doing the same by following the bars This works moderately well with some aircraft but it isn t entirely satisfactory due to the way the FS2000 flight director works Hopefully this may be improved in later drivers possibly for FS2002 in due course Under A P control the CWS action allows you to fly freely with the yoke and rudders without disconnecting the autopilot You have to keep the CWS button pressed for the whole time you want this control this is why by default it is provided on the Jetliner yoke When you finally release the CWS button the A P once more takes control It will attempt to resume the lateral modes heading LNAV as if you never took over but the vertical mode is altered to the way you left it upon releasing the CWS In ALT hold or FLCH the altitude you achieved will become the new hold and target value In V S climb and descent modes the vertical speed you set will become the set target value This works very well for most light aircraft but take care with the more complex airliners and indeed Project Magenta The interaction between V S VNAV FLCH and even SPEED N1 modes are very complex and you may not get the result yo
85. operates the B737 style autobrake switch included in the default FS2000 panel It works with standard panels and with Project Magenta but note that the Wilco 767PIC autobrake is more complex The driver attempts to synchronise matching settings for the 767PIC but it relies on keystrokes for incrementing or decrementing the switch position and these seem to be problematic with that panel the same problems skipping some positions occur even when using the keyboard directly Consequently you may sometimes need to use the mouse for this switch in the 767PIC Flaps Operates the flaps There s an option for making this a one hit switch or repeat whilst held See below Auto Throttle This operates the auto throttle arm switch The auto throttle needs arming for all speed TO GA N1 THR and VNAV operations Throttle Quadrant with optional attached TO GA or A T disconnect buttons The throttle quadrants are described elsewhere The optional button on the levers normally operates TO GA Take Off Go Around on standard FS panels N1 THR on Project Magenta and either N1 or GA on Wilco s 767PIC The one chosen in the latter case depends on whether the aircraft in the air or on the ground and in the latter case whether the IAS is below 50 knots or not Optionally you can have the button operate as an Auto Throttle Disconnect The choice in made in the Main Options page When you use A T disconnect what actuall
86. optional throttle lever button s available with certain Jetliner Console quadrants can be used a auto throttle disconnect buttons by default these operate the TO GA take off go around or N1 THR thrust modes Version 1 47 includes these changes This version is not so dependent on the version of FSUIPC installed Due to an error version 1 46 would crash FS if installed with a version of FSUIPC earlier than 2 93 The memory of previous quadrant axis settings is now erased whenever a different quadrant is selected whether manually or automatically This prevents odd things happening when quadrant axes are re assigned without first zeroing them For instance brakes may get stuck on and the reverse interlock may not be released because of the memory of the non idle throttle axis now not configured The operation of the Decision Height or MDA value in Project magenta is made rather more responsive and predictable by altering the value directly rather than relying on PM s increment and decrement facilities e Options are added to the Main page for different ways of controlling the OBI settings for the VOR indicators The DH knob can be used to control OBI2 or CRS2 instead or the CRS knob can be made to keep both OBI1 and OBI2 CRS1 and CRS2 settings synchronised and change them together Version 1 46 includes two new facilities and one bug fix e The buttons knobs and switches can now all be re programmed for any FS control or keybo
87. ou first load Flight Simulator 3 If you are using a Jetliner Console or Jet Cockpit go again to the Consoles page select Jetliner Console or Jet Cockpit in the left right selection window at the top and check the top right option to say you are using one NOTE if you are using a Cirrus II or Professional Flight Console you can select both the Cirrus and the Jetliner consoles in the driver but it will still act as if the Cirrus II or Pro is being used 4 For you lucky 737NG cockpit users there s a separate page for you to check If you do not say that you are using one of these you will find that most of the extra buttons and switches in that simulator will not function correctrly 5 Ifyou are using a Cirrus II Professional console or Cockpit or have a yoke connected through the PFC console and so into the same COM port you will need to enable the aileron and elevator axis in the Flight Controls page and perform the calibration there too more on calibration later These are not enabled by default to avoid interference with Game or USB port yokes 6 The same thing goes for rudder pedals and their toe brakes if connected through the PFC system PFC DLL handles both digital on off and analogue toe brakes See the Flight Controls page Currently the Trims and Steering assignments need only to be made for the Jet Cockpit 7 Tf you will not be using Wilco s 767 PIC not really supported well for FS2004 and cetainly not
88. p quadrant With these throttles a centre dead zone should be set to always encompass the notch in the lever slot being the idle position The region below this is then the reversing zone The forward thrust zone ranges from 0 idle to 16383 whilst the reverse zone goes from 0 to 4096 which in FS2002 or later is adjusted when used for each aircraft independently Flaps You can calibrate an axis for flaps control This is best done with an axis which has d tentes to provide positive positions for each setting but it is possible without those if you have visual feedback of your setting To calibrate the flaps first set the position for flaps up and flaps full These should be calibrated when slightly off the end stops to allow for small variations You will see the buttons marked appropriately when you select the flaps axis Then set up to 7 intermediate or interim flap settings It is best to start from the flaps up position and work down The two centre display boxes show each calibrate flaps value this will be the centre of that flap position range and the flap setting number 1 to 7 You add a new position using the Set Interim Detent button and clear the one displayed with the Clear Interim Detent button If you have already set 7 interim values making 9 positions in total further uses of the Set button merely alters the currently displayed centre unless it is up or full
89. r FSX has been changed to work well under Windows Vista Like FSUIPC4 on Vista it now places its INI and LOG files into the Flight Simulator X Files folder in Documents alongside saved Flights and Plans Version 2 20 for FS9 and before has an improved and more foolproof way of entering the optional Connection Checks dialogue at FS start up Previously the connection check menu item was available too early and if manually selected would give an error such as reporting FSUIPC version 0 000 Versions 2 10 and 4 10 are consolidations of a number of minor improvements made internally over the last few weeks There s nothing particularly changed from the user perspective except hopefully better running Versions 2 03 4 03 provide an option for disabling PMsystems support from the PFC driver in case you want to run Pmsystems in parallel with the PFC switches going direct to FS Version 2 02 is a fix for an error in PFC DLL only which prevented the Connect Checks from being run even if they are selected Oddly a section of the resources file did a walkabout but has been re captured and tied down correctly now Versions 2 01 4 01 are released with the only change being in the way the MCP 737 type six pack annunciators are driven when using pmSystems The bit assignments now correspond to the latest SYSVAR TXT assignments and if the PM MCP program is used this needs to be version 413c or later Version 2 00 PFC DLL and Ver
90. r above the full spoiler deployment Ground where when the aircraft is on the ground it moves immediately to 100 There is no adjustment between Flight and Ground deployment values When in flight the maximum deployment is the Flight deployment which can be adjusted Do this in PFC INI before loading FS via the parameter SpoilerFlightPercent Note that the PFC driver automatically activates 100 ground spoilers if Reverse is engaged using any of the Reverser axes when on the ground with an airspeed of 60 knots or higher The spoilers do not need arming for this to occur Throttle There are up to four throttles 1 4 corresponding to the maximum of four engines supported by Flight Sim The Scaled output values for the standard throttles operate from 0 idle to 16383 max thrust The jets with Reversers supply the capability of a reverse thrust range of 0 to 4096 adjusted for each aircraft but you won t see this in the calibration screens as there each control is treated separately There s no reverser interaction with throttles whilst calibrating Note that on the jet quadrants it is very important that the throttles can be reduced to complete idle i e a scaled output value of 0 If any of them do not reduce to idle when pulled right back you will not be able to engage reverse thrust with the reverser lever ThrottleR There are also up to four throttles with a reversing range These are used on the TurboPro
91. rand Caravan AP Altitude Pre Selector display it shows values like 1999 instead of 2000 The other displays for the same value such as in the Radio Stack A P and the airliner MCPs were okay The correction determined by experiment was by the addition of 0 0039 metres 1 256 Version 1 83 fixes the User Configuration throttle quadrant naming facility In versions 1 80 1 82 the new names were either not saved correctly in the PFC INI file or mis assigned on reload Version 1 82 includes e Fixed broken multiple engine fuel selector operation e Improved and corrected operation of COM radio selection sequences using the on off buttons e Option added to switch the PFC avionics according to the FS avionics switch Version 1 81 was released soon after 1 80 to correct an omission that results in bad quadrant assignments for those who use the specific aircraft assignment system This was caused by the insertion of the 737NG quadrant as 7 renumbering all those after that up one including the 15 User Configured quadrants The fix in version 1 80 was to delete every assignment and re assign or alternatively just edit the PFC INI and increment quadrant numbers over 6 in the AircraftQuadrants section by 1 However a better solution was needed which avoids this happening again and also to make the INI slightly less obscure So in this version both the QuadrantSet and all the AircraftQuadrants entries are now saved with the Quadrant short
92. re you will find some aircraft with multiple fuel selector switches whilst the PFC consoles only feature one The PFC driver now operates all engine fuel selectors together in FS2002 and FS2004 only providing these settings for the Cirrus II selector switch Off Both switches off Left Left to on right to crossfeed so both tanks feed the left engine Both Both switches on Right Left to crossfeed right to on so both tanks feed the right engine Thanks are due to Frank Oberbuchner for prompting this approach Cowl flaps This is a user programmable switch but is defaulted to operate the cowl flaps on aircraft so equipped not jets and the autobrakes on jets Alternate Air This is also a user programmable switch with default operations defined Whilst there appears to be some provision for alternate air in the inner workings of FS2000 and FS2002 there are no controls or indicators for this in the default aircraft The standard equivalent on the types of non jet aircraft implemented in FS is Carb Heat and this switch operates this function On jets the default action of this switch is to control the anti icing Note All of the console buttons and switches can be re programmed in FSUIPC s Buttons section when using FSUIPC version 3 30 or later See the section about Button and Switch Re programming later in this document CIRRUS II and PROFESSIONAL CONS
93. re by default the driver automatically switches the fuel on when the starter is operated and the N2 reading is over 20 and it cuts the fuel when the starter switch is set to Off If you are using fuel switches elsewhere or have programmed them on other Jetliner switches then disable this automatic action here For 1 2 engined jets use 3 4 switches for fuel If you fly single or twin jets then the starter switches for engines 3 and 4 are superfluous and so can be brought into use as fuel on off switches for engines 1 and 2 That s what this option enables In this mode the upward start position is not used If you load a 3 or 4 engined jet the switches automatically and temporarily revert to their normal operation Jet starters auto latch till combustion In a real airliner cockpit the jet start switches are normally spring loaded as in the Jetliner but they also usually latch automatically in the start position and are released to spring back to the central position when the starting sequence has completed To simulate this you can enable this latching option The program will continue the starting sequence even if you release the switch to cancel it you can press the switch in the other off direction The starter will remain engage until the jets are running as indicated by the combustion flag in Flight Sim Flaps switch repeats when held Same as for the Cirrus II Console see earlier Trim shaker motors fitted
94. re re established after auto throttle modes are disengaged There is a small delay involved half a second for FS autopilot and 1 seconds for Project Magenta This is to allow time for the dis engagements to actually operate as trying to restore throttle values too early doesn t work Version 1 25 performs some additional checks on the facility used to send keystrokes to FS and thereby Wilco s 767PIC as well It appears the feature needed in Windows didn t appear till Windows 98 and SP3 for Windows NT The Jetliner console s fuel crossfeed switch is in the case that the console is being used with prop planes made to operate the fuel selectors Left Both Right but no Off position The Jetliner console s Avionics switch is now also made to operate FS s main Battery and Alternator switches as there are no separate switches for these actions Version 1 24 fixed a problem whereby multiple Key Up codes could be sent when running Wilco s 767PIC panel The logging entry for writes to FS through FSUIPC now also turns on logging for 767PIC keystrokes both key down and key up events so that these can be checked in the event of any problems The discarding of spurious Elite type codes from the avionics is now improved further by ignoring all received codes until a reasonable number of good recognised codes have been seen with no intervening illegal ones This check is in addition to the delay of a second or so after s
95. re unlikely to operate correctly The driver can read genuine FS settings and also Project Magenta settings but not those local to specific separately programmed systems These are the button allocations and actions Description of actions available NAV GPS N1 With Project Magenta and 767PIC this sets N1 or THR mode For other FS panels it operates the TO GA facility This requires the Auto Throttle to be armed but there is no specific AT Arm switch on the separate avionics stack To handle this on all standard FS panels and Project Magenta if the Auto Throttle is not armed when N1 THR mode is engaged the driver automatically arms it Similarly the A T is disarmed when the mode is cancelled unless some other mode needs it This is not done for 767PIC as there s no way the driver can detect whether the A T is armed or not ON OFF IAS Selects IAS or MACH on the MCP s speed dial For most FS panels this selection only operates MACH when the autothrottle is armed and speed mode engaged With Project Magenta and 767PIC the changeover should be immediate Direct To SPD Sets the IAS or Mach speed hold mode assuming the auto throttle is armed Whether IAS or Mach mode is used depends on the preceding button Note that there is no specific AT Arm switch on the separate avionics stack To handle this on all standard FS panels and Project Magenta if the Auto Throttle is not armed when SPD mode is engaged the driver autom
96. receiving a good NDB signal Paused FS freezes ADF timers If this option is not set then the timers continue counting even during pauses in FS Use RMI N1 2 toggle for DME select The RMI NAV select switch just below and apparently associated with the DME device is actually intended instead to select the NAV receiver to drive the NAV needle on the RMI gauge However those FS aircraft panels with such gauges unfortunately have no means other than mouse clicking to make such a selection This option allows that switch to be used to select which NAV receiver supplies the DME signal If selected the little N1 N2 Off slider merely acts as an On Off switch for the DME instead Must Test and enable FD to use AP Strict simulation of the original Bendix King autopilot should mean that you must run the self test before using any aspect of the autopilot and engage the Flight Director either directly or indirectly by selecting a control mode before engaging the AP itself Turn this option off if you want to be free of this If you use Project Magenta s MCP or the Wilco 767 PIC these requirements don t apply in any case Don t flash beep on A P disconnect The autopilot is modelled on General Aviation Bendix King types These flash the AP Engaged indicator and beep repeatedly when the AP is disengaged This is not wanted in an airliner cockpit environment and so an option is provided to turn it off Provide A P control for Wilco 767PIC If you o
97. restarting the PFC driver If ever the read or write threads seem inactive or the PFC devices are unresponsive try using the hot key If this happens often you should try another COM port or check the linking cables Better use a USB serial port adapter instead with Windows XP in particular the USB operation is noticeably superior and much less likely to suffer errors Application program axis handling When using FSUIPC version 3 30 or later application programs or modules can access the raw PFC axis values at offsets 3BA8 onwards One 16 bit word is allowed for each although currently all PFC axes have a maximum range of 0 to 127 this may change in future The axes are 3BA8 0 Aileron 3BAA 1 Elevator 3BAC 2 Rudder 3BAE 3 Quadrant axis 5 3BBO 4 Quadrant axis 3 3BB2 5 Quadrant axis 1 3BB4 6 Left toe brake 3BB6 7 Quadrant axis 6 3BB8 8 Quadrant axis 4 3BBA 9 Quadrant axis 2 3BBC 10 Right toe brake 3BBE 11 Elevator trim 3BC0 12 Aileron trim 3BC2 13 Rudder trim 3BC4 14 Steering tiller 3BC6 15 not used yet There are control flags to disconnect these axes at offset 3BC8 Each bit 240 to 215 can be set to disconnect the equivalent numbered axis above Connection check progress indication The progress of the connection checks are flagged in a 16 bit word at offset 556E This is primarily so that the indications can be shown on other screens particularly those maintained by Project Magenta The bits are used as follows
98. sion 4 00 PFCFSX DLL were released simultaneously with joint updated documentation and some minor improvements but no new facilities The version 4 00 release represents the first oficial release for FSX Version 1 999b only contained some changes specifically for the Cirrus II Pro console Version 1 998 was released with an accumulation of changes over many intervening test releases The main changes were e The initial connections checks have been improved as follows a They now work correctly first time on a new COM port connection b If there are errors the COM port used can be changed without closing FS and restarting c The Quit FS button now does what it says Previously it tended to hang FS instead e The COM port in use can now be changed in the main options page during an FS session without the need to reload FS as before e The spoiler speed brake implementation is now rather different With the notched spoiler control SpoilersD a The zone from minimum to the start of the ARM notch area gives 0 spoiler as before b The ARM zone sets the ARM flag and the FS internal Arm value also as before c The zone from the end of the Arm notch area to the flight detente provides spoiler extension from 7 the minimum supported by FS to the value set by the SpoilerFlightPercent parameter This should be around 60 70 for 737 s for example d The zone from the flight detente to the maximim and beyon
99. sole not those connected to a Game Port or USB input All functions are either pre programmed or user programmable with some exceptions often depending upon whether you are using standard FS panels or one of the special ones supported Project Magenta by Enrico Schiratti PM or 767 Pilot in Command by Wilco 767PIC For use with 767PIC you must be using Windows 98 or 2000 or later Earlier versions of Windows do not support the facilities used to send keystrokes and Win NT doesn t support FSUIPC which is needed Without the keystroke facilities you will not be able to successfully use the keystroke programming facilities nor the 767 PIC option Also be aware that the integration for the FS2002 version of 767PIC is much better if you upgrade to version 1 3 of the panel The update is available from the Wilco site and also from www mcp747 com 767PIC support is not extended to the Jet Cockpit or MCP implementations PFC dll is a module for FS2000 FS2002 or FS2004 and it should be placed into the Modules folder see the Installation section below It also needs the FSUIPC dll module installed of a suitable revision level The FSUIPC package is not included here Please note that updates to FSUIPC are quite frequent please check the appropriate web sites such as the Schiratti one mentioned above and certainly obtain the full package for the documentation This module may work with FS98 CFS1 and CFS2 but at the time of this Release
100. st of more useful ones is provided For details of most of Flight Simulator s controls please refer to my FS2000 Controls document available from www schiratti com Assignment of a control to a button here is similar to assigning them to Game Port joystick buttons in the FS CFG file The end result at least for all the FS controls is the same The extra non FS controls listed are 0 No action assigned As it says this means that the button will do nothing The odd numerical prefix here is merely to make sure this item comes at the top of the list which is sorted alphanumerically 1 Use Key Press Select this if you want the button to send a keypress combination to FS Any single combination of Shift Control and almost any other key but not all and certainly not Alt After making this selection you make the choice by actually pressing the keys To undo this and get back to the regular controls list press the reset button This will not work on Windows 95 or earlier nor on versions of NT before SP3 CWS Pitch Sync This is control wheel steering in AP controlled modes and Pitch Sync when the autopilot modes are not engaged For a full explanation of these actions please see the Note below Pitch trim reset This is a simple control which zeroes centres the elevator trim value PTT Roger Wilco local This is for use with a copy of the Roger Wilco program running
101. t s it On FS2002 FS2004 and FSX the standby frequency adjustments are not relayed to FS until you swap the active and standby but any changes made in FS for instance by loading a new Flight file will be reflected in the PFC avionics display Normally the On Off buttons turn off the whole set COM NAV On the Jetliner with only COM1 the on off button only affects the COM radio However the complete action of the On Off button depends on the option labelled COM2 radio selectable into FS with the Avionics Stack or COM on off swaps COM1 2 display with the Jetliner on FS2002 FS2004 and FSX On the separate stack if the option is selected then the On Off button cycles between being a COM radio selector and on off button With FS2000 and before which don t have a COM2 radio this is useful as it allows all 4 frequencies to be selected into FS These are the sequences for the two radios Avionics COM1 Sets FS COM1 Off Sets FS COM2 Sets FS COM1 Avionics COM2 Sets FS COM2 Sets FS COM1 Off Sets FS COM2 Note that in this mode only the COM receiver turns off not the complete set If both COMs are in use the one currently operating FS s COM radio has a flashing decimal point in the active frequency display In FS2002 and later if one of the PFC COM radios is off the on off button on the other does not change the assignment to COM1 COM2 it simply keeps the current assignment and alternately switches tha
102. t file in the Modules folder alongside the PFC DLL and PFC INI files This is PFC LOG and normally simply provides a start and end message If there are problems that need investigation various other messages can be sent to this file When displaying the Test page any messages shown in the window are also sent to the log otherwise in this page nothing else is logged The options for logging are shown bottom left on the Test page If any of these are needed to assist in determining the cause of your problem you will be asked to enable the appropriate ones re create the problem then close down FS and ZIP up the PFC LOG file and the PFC INI file and send them to me Don t forget to Clear the logging options afterwards press the Clear button on the Test page otherwise you might find some very large PFC LOG files being produced Button Assignments in PFC options The PFC driver provides for user assignments to a number of buttons on the yoke the Cirrus II console the Jetliner Console and the Avionics stack Note that since version 1 46 of the PFC DLL and 2 93 of FSUIPC all the PFC buttons knobs and switches can be re programmed in FSUIPC s Buttons section This way of doing things can provide more opportunities but is really only suited to the more experienced user For more details see the section below Button and Switch Re programming Back to the PFC options for programming For the yoke these assignments can
103. t radio off On the Jetliner console with FS2002 FS2004 or FSX the option allows the single PFC COM radio to display and operate either COM1 flashing point or COM2 not flashing The on off switch cycles between these two and off NAV radios When two frequencies are displayed the knob sets the standby that you then swap into the active Pressing the RAD button toggles into Radial display mode If you are receiving a valid VOR signal then the current radial is displayed in the standby position Otherwise this displays Note that ILS localisers do not provide radials Whilst the radio is in the Radial mode the knobs set the active radio This directly changes the radio values in Flight Sim so should be used carefully there can be a little lag if you turn the knobs too fast You can still swap frequencies with the one hidden behind the radial display The DME is also tied to the NAV frequency switchable on the DME between NAV1 and NAV2 There is no separately tunable DME receiver in Flight Simulator When the in use NAV frequency is also displayed on the DME it can be changed by the DME frequency knobs irrespective of the mode of the related NAV radio On FS2002 FS2004 and FSX standby NAV frequency adjustments are not relayed to FS until you swap the active and standby but any changes made in FS for instance by loading a new Flight file will be reflected in the PFC avionics display Optionally see below a vali
104. t will reduce the reverse thrust from that engine from maximum reverse back to idle Once reverse is engaged the throttles cannot be used for forward thrust again until the reverser is pushed full forward to the stowed position and the throttles returned to idle This latter interlock is to avoid sudden engagement of forward thrust after using asymmetric reversal Note that the PFC driver automatically activates ground spoilers if Reverse is engaged using the Reverser when on the ground with an airspeed of 60 knots or higher The spoilers do not need arming for this to occur Reverser 1 Reverser2 Separate jet reversers work just like the single reverser described above but relate just to Engine 1 or Engine 2 specifically This facility is only intended for use with twin jet aircraft Spoilers The analogue spoiler setting or speed brakes provides a scaled output range of 0 16383 as usual but note that the action is reversed full forward gives the spoilers down value of 0 The reversal is already built into the default quadrant settings where the spoilers are used You will also notice that the dialogue provides for a centre position for this lever This is so that you can set an arming position on your lever for auto deployment of full spoilers by FS on touchdown The range of values above full down a scaled output of 0 and up to and including the lower value for the centre is the ARM posi
105. te short term jitter at frequencies of 2 Hz or faster more effectively than the earlier method which is however still retained to deal with any longer term drifting The filter is switched out by default and is enabled in the main Options page e To try to eliminate small differences between engine 1 and 2 settings causing short term asymmetric thrust an option is now provided to equalise the throttle propeller pitch and mixture settings on engines 1 and 2 whenever they are relatively close basically within twice the apparent axis resolution This does not apply to three and four engined aircraft and is switched off by default The option is on the main Options page e An option is provided via an INI file change only to base the throttle prop mixture sync action on the Engine 2 values instead of the Engine values The only valid use of this would be where one of the engine axes was suffering more jitter or drift than the equivalent engine 2 axis e Many additional switches are now recognised for passing through and programming in FSUIPC These are mostly those related to extra PFC equipment associated with the 737NG jet cockpit and are destined to be fully supported in due course This part of the development is merely the first step Note that these changes have not yet been tested due to lack of access to the needed equipment Version 1 831 fixes an odd Altitude rounding difference which seemed to only affect the default G
106. ted by using the starter to turn the turbine until N2 reaches about 20 and then switching on the fuel There are no separate fuel switches on the console so there is an option defaulted on to switch the fuel on automatically when N2 reaches 20 or more The same option switches the fuel off when you set the starter switch to off This stops the jets normally the off position would only turn the generators off A separate option can be enabled which changes the starter switches for engines 3 and 4 into fuel switches for engines and 2 This is obviously only operational for 1 and 2 engined jets Landing Gear Operates the landing gear where applicable Note that the driver synchronises the state of the landing gear in FS with the position of this switch This can prove embarrassing if you ever reset your FS flight from one flying with gear retracted to one on the tarmac or runway the aircraft may immediately do a belly flop on loading Be sure to lower gear before selecting any new flight that starts on the ground Autopilot The whole of this section is described earlier in the table for the Avionics Pitch Trim This is handled within the Console and is not subject to any driver programming For normal trimming use the electric trim rocker on the yoke Parking brake Controls the parking brake This is a pull push switch It may need synchronising when starting a flight Autobrake This
107. the FS panel settings For the original operation add this parameter but set it to No It is set to No automatically under Windows 98 or Me Win2000 XP only This controls the automatic restart facility If the driver sees no data from the PFC devices within the given number of milliseconds amounting to 3 seconds by default then it will automatically restart the serial port connection All such restarts are logged If you get too many increase this value You can stop the automatic action by setting this parameter to 0 It is set to 0 automatically under Windows 98 or Me Win2000 XP only Set this to Yes if you want the avionics displays to clear and be refreshed on all restarts These control the polling rate for serial port input and the frequency with which the serial output is re charged when there s any data to go out The defaults of 20 milliseconds amount to 50 checks per second 1000 20 Users should not really change these except under advice The electric trim fast rate in this case 8 means 8 x 16 128 The electric trim delay till fast rate in tenths of a second Trim motor control this value is how close the incoming trim gets to the FS set trim when the motor is turned off it is the amount it is assumed the trim will still change after the off command is sent The units are FS units of a complete trim range 16384 to 16384 Trim motor control the difference between the FS setting and the axis set
108. the Jetliner MCP by default now operates as a toggle between the STD pressure setting 1013 2 hPa or 29 92 and the last QNH set This is in closer accordance with the real cockpit action On FS2002 the reverse throttle range is now automatically adjusted for differing maximum reverse settings for each aircraft model they are not all 4096 The same applies to the Reverser lever An FS throttle decrement control is sent when the reverse throttle range is first entered in case any third party panels need this to get out of flight idle and into ground idle This won t necessarily work however depending how the throttle control is programmed in the cockpit software Some additional attempts are now made to try to get the COM port configuration message box brought to the front on screen It still certainly isn t foolproof though With Win2k XP and FS set to start up in full screen mode the warning message box can still sometimes appear behind the main FS window so it appears FS has hung whilst it is only PRC DLL waiting for the Ok button to be pressed Version 1 48 the first release of 2003 added these facilities The number of user configurable quadrant settings is increased from 3 to 15 Each individually named aircraft in your FS2000 or FS2002 installation can have any one of the 24 available throttle quadrant settings assigned so that the correct one is selected every time you reload such aircraft The
109. the time of writing the MCP normally operates at 19200 bps but will have to be slowed to 9600 by internal jumper to allow the additional console to work Load up Flight Simulator When you run it the first time after installing PFC DLL or PFCFSX DLL it will execute some connection checks and will prompt you to configure the correct COM port as shown here F Contre Connections Check x Checking operation of the PFC equiprnent Version of supporting FSUIRC module FRBUIPC is okay All option eraileble 3470 Y COM serial port port connector Piete telectthe corrector Inone x Yote aileron corto Voke tlevator carral Pedels rudder control Throttle quadrant operation fason f radio stack commectore Mode Corarol Panel CP connector Project Magerts COU connection Press RETRY when OOM port n correctly selected PFC driver version 1 92 Retry Qua FS NOTE The PFC MCP normally operates at 19200 bps not the usual 9600 bps of other PFC devices The PFC driver cannot detect this If you have only the MCP connected and are using the PFC DLL for it rather than say the Project Magenta MCP EXE connection then you will need to add or change the following parameter in the PFC INI or PFCFSX INI file after running FS with the DLL installed for the first time Close down FS and edit the file Connection Speed 19200 Once you ve done this the connection checks will continue but you may get the results as shown below 5 Che
110. ting is monitored If the difference is less than this value the motor isn t actuated Trim motor control this value simply limits the time the motor is kept going It is in seconds and is a safeguard in case the axis is reversed or not correctly connected This controls the small jitter smoothing interval in milliseconds Jitters in axis readings of less than 5 PFC units are ignored if they cause reversals up down or down up within this time Set this to 0 to switch this smoothing off or increase it for more effect but possibly less responsiveness Set this to Yes only if you wish to use the Throttle Prop Mix Sync option but have the values used based upon the engine 2 axes rather than the axis values Set this to No only if you want the centre engine 2 on a three engined aircraft to be excluded from the option to equalise nearly equal axis settings This provides the sound used for A P disconnection and the beeps heard at the end of an A P test The sound should be capable of being repeated smoothly to provide the 12 13 beeps at the end of the test The default is part of a standard FS installation and contains 4 beeps repeated 3 times and a bit The path is within the FS path This provides the sound used for the FireBell in the jet cockpit The default is the same beep as used for the Autopilot but should be replaced by a suitable bell wave The path is within the main FS path Sets the percentage of spoiler speed
111. tion Any range set from low centre to high centre is wasted it will give zero spoiler Then from the higher centre value to full up scaled output of 16383 gives the full range of manually set spoiler positions i e 0 100 deployed Calibrate the spoilers so that you have a range of movement for ARMing On the PFC quadrants featuring spoiler levers there is a position marked Arm Try to calibrate it so that the ARM read out for scaled output on the screen coincides with that area on the lever Make sure there s enough dead zone at the minimum end full up to guarantee a scaled output of 0 there Note that the PFC driver automatically activates 100 ground spoilers if Reverse is engaged using any of the Reverser axes when on the ground with an airspeed of 60 knots or higher The spoilers do not need arming for this to occur SpoilersD This is a special version of the Spoiler axis control designed for levers with two d tentes one for the ARM position and another for the FLIGHT position The two are calibrated as if they are either extremes of an extended centre follow the button labels on screen The position from spoilers retracted output 0 to the ARM calibrated notch plus 6 more units to allow for small jitter is treated as ARM Then the movement from the ARM notch 6 to the FLT notch 6 is calibrated for 7 minimum up to 75 default spoiler deployment smoothly It remains at 75 until the axis goes to o
112. to be able to use any user defined quadrant you will either need to switch off the automatic quadrant selection in the Main Options page and select them yourself or just press the Assign to aircraft button near the top of the quadrant window for each aircraft you want to use it with loading the aircraft first of course Here s a picture of a user quadrant configuration that is quite easy to set up following the steps below Men cptions Fight Corts Theeitia Quasars Concies Yoke Bkone Avionics Butara Tet F Quacert Enebled Asean ic crouse Satdetoss Afi Uses Corday Pares to esiga Spokss Thecedet Theomie l LobBrabe Aiaka Rna F p F F F Chack to enable x fF Avs e Ea F 13 pa se REI a a E o a r o E ea cone verte ae a a E Pe am f faa F Era ska sebu f se You can see that all six levers are allocated enabled and they are also all calibrated for use with the 4 engined jet quadrant but configured to fly a two engined jet with proportional hand brakes substituting for a lack of analogue toe brakes for example The steps to achieving something like this with any User Configuration are 1 Affix the actual quadrant you wish to use This is needed for both correct lever association and for calibration 2 Choose a lever you wish to use make sure the on screen slider moves with it then click the button in the Press to assign row at the top of the relevant column
113. to the electric pitch trim on the yoke e In AP altitude hold modes it adjusts your held altitude commanding a climb or descent of 500 fpm until released at which time the new altitude is held e In V S mode it adjusts the set V S by 100 fpm up or down for each second it is held When using Project Magenta these actions are approximated to quite well with the 500 fpm rate adjusted to the normal rate for the airliner However they are not likely to work well with 767PIC In the latter case the trim rocker should only be used in manual flight modes Note that as well as Wilco s 767PIC there are some other excellent but complex third party FS panels which provide highly integrated autopilot FMC and MCP operations but which do this by completely bypassing the FS autopilot or using some FS parts in other ways Examples are PSS 747 and 777 aircraft packages Please do not expect the PFC or for that matter any other external controls to be able to work correctly with such panels For those you will usually have to use the on screen facilities probably via mouse operations The special provisions in this driver for Wilco s 767PIC are only possible because they provide keyboard shortcuts for many of the needed controls and even then adjusting the values using anything but the mouse can be painfully slow or imprecise at best Note All of the Avionics buttons knobs and switches can be re programmed in FSUIPC s Buttons section whe
114. top left of each quadrant page 2 When you load and aircraft be sure to change the actual Quadrant affixed to the console to the most appropriate one corresponding to the aircraft type For FS2000 FS2002 FS2004 or FSX when you go to the specific Throttle Quadrant pages you will also see a button at the top labelled Assign to Aircraft For foolproof automatic selection of a specific quadrant to a specific aircraft by name click that button The driver will record the aircraft name and quadrant number in its INI file so that it will always use this quadrant for this aircraft provided you have the automatic facility checked of course When you have an aircraft loaded with a specifically assigned Quadrant the Quadrants section of the Main Options will have a button labelled Delete current aircraft assignment which simply undoes the assignment for the current aircraft Each quadrant can be assigned to any number of aircraft If you don t explicitly assign quadrants to aircraft the driver reverts to a simple system for determining the best fit This is not foolproof it can only select amongst the standard configurations and it will only be approximate when you have fewer quadrants than the variety of aircraft you fly If you do have any problems with automatic selection either use the assignment system or turn the option off and always select manually from the list As well as the ten different Quadrants currently availab
115. u expected It may not work at all with some aircraft even Wilco s 767 PIC for which other provision have been made in this driver Button and switch re programming with FSUIPC Buttons page With effect from PFC DLL version 1 46 and FSUIPC 2 93 all buttons switches and digital rotary knobs on the PFC devices but not the potentiometer or electromechanical trim adjusters are detected as joystick buttons in FSUIPC s Button programming page and therefore can be re programmed there The PFC joystick numbers seen in FSUIPC will be 16 and higher with button numbers ranging from 0 to 31 just like any real joystick button set The assignments of hardware buttons or switches to these joysticks are based on programming expediency and are not otherwise meaningful To re program a button or switch or rotary in FSUIPC just go to FSUIPC s Buttons page and press operate or turn the PFC device to see the joystick and button number come up on the screen ready for programming Please refer to the FSUIPC User Guide available with the full FSUIPC ZIP package for more details of how to program buttons there Note that rotary switches such as those on the avionics unit emulate a digital button that is being pressed and released as you turn the knob Each click is one press or one release Therefore to make the assigned action repeat once per click you need to program that action both on press and on release
116. u don t want this automatic YD switching check the box in the avionics options VOR NDB button cycles PM This option refers to the Jetliner avionics button labelled VOR NDB but it has an equal effect when using the separate Avionics stack and Project Magenta It allows the Project Magenta ND display options to be cycled between VOR NDB VOR NDB and off effectively combining two ND option buttons into one Note that on the regular Avionics Stack the button is the one labelled NAV in the GPS section Flight Controls and Trims Steering Pages Precison inane controls LCL Hae Gel ls Fede Cas Tanta naate lanes Ya ivan on es os Feda Caa Tantana 3 2a0 ans Ya ae ee H mB ps Ge stun n baed E D z a tin iaia batt sce s ea ewin Leen Iewa m a T PO clash w atna me ercl wer X R X I iI F r e cl Iwe I ir f 7 ae ue wee sie tn T oe v sats 1 t t aH ri ms r Mis Dis koel 7 a frees 0 E dan E Ee Tab tee um x im Arve v aw aee um um un Imee E E 2 cry aein i jen e mae paa ER He hi hen a a Al hevow hes a Enb pat a 0 310 Eob pt 1633 513 less 1633 Ekat de akat al jee jse tjes tese Ekat de akat tese an el jee cr cr Ca aa These pages are used to enable and calibrate the main flight controls trims and steering tiller if these
117. uges indicate crossfeed incorrectly or at least ambiguously Left to Right is indicated as Right If you want to check the selected setting look in the Aircraft Fuel menu in FS APU Starter This switch is intended for the APU engine with Off Gen and Start positions just like the main engine Starters However there are no standard FS aircraft with APU facilities that can be operated by the driver Therefore the switch is completely user programmable Pitot Heat Controls the pitot heat switch in all panels and aircraft so equipped Always fly with pitot heat enabled or risk suffering AirSpeed Indicator ASI failures and consequent auto throttle errors De Ice Operates the anti ice facility in FS This should always be used when flying through clouds and in cold conditions prior to take off Lights The four light switches are active as applicable to the various aircraft or panels The four switches operate the following lights as available TAXI Taxi Logo LDG Landing STROBE Strobes Beacon NAV Navigation Wing Recognition Instruments Note All of the console buttons and switches can be re programmed in FSUIPC s Buttons section when using FSUIPC version 3 30 or later See the section about Button and Switch Re programming later in this document JETLINER CONSOLE OPTIONS Operate fuel switch and cut off automatically There are no separate fuel on off switches on the console Therefo
118. ve frequency Unlike the NAV radios pressing the FRQ button when a timer is displayed does not swap frequencies but merely brings back the standby frequency display Press again to swap Timer operations are initiated by pressing the FLT button This is actually a FLT ET button and in timer mode toggles between the Flight Timer FLT and the Elapsed timer ET As there is no FT ET indicator they are distinguished by having a space preceding the flight time and a preceding the ET The time format is nn nn with minutes and seconds shown unless the value is one hour or more in which case hours and minutes are shown The ET can be reset to 0 by pressing the SET button Holding the SET button in for 2 seconds causes the ET to reset to 00 00 and flash You can now set a time in minutes and seconds with the knob Press SET or pretty much any other button and the Timer counts down When it reaches 00 00 again the right hand display in the ADF will flash irrespective of its current mode indicating the preset time having elapsed It will resume counting up at the same time The flashing continues for a number of seconds or it can be cancelled by pressing one of the buttons The timer operations abide by the specifications of the Bendix King KR87 series ADF units so please refer to the Bendix King manuals for further details DME unit This should emulate a separate receiver capable of being tuned independently to the other radios in the stack Howe
119. ver Flight Sim does not provide support for a separately tuneable DME radio so some aspects of the PFC one are redundant The operation of the RMT FREQ GST slider switch is correct except that the GST mode is identical to the RMT mode In both cases the Speed and Time are shown if available in the right hand part of the display but in both cases the values are related to the VOR being received on the selected NAV radio The FREQ mode is similar but shows a copy of the NAV radio frequency In this mode the tuning knobs on the DME can be used to change the related in use NAV frequency even if a standby frequency is displayed on that receiver The operation of the NAV1 NAV2 OFF slider is correct in its default mode selecting NAV1 or NAV2 for the DME reception or switching the unit off There is an option to use the NAV1 NAV2 RMI selector instead for NAV selection as the switch is bigger and it is easier to see what is currently selected Flight Sim has no RMI with NAV 1 2 selectable without mouse actions so if this latter option is not selected the RMI switch has no function The distance on left is in nautical miles and is always the slant distance to the ground based transmitter The speed is in knots where valid and the time is an estimate in minutes Both assume a direction directly to the radio aid in question and are not valid for any other direction or useful indications when close to the radio or high above it Transponder The operat
120. w facility and a small error correction Version 1 42 never made it to a general release as it only had a 24 hour life The new facility is the addition of axis assignments for engine combinations 1 2 and 3 4 usable in the quadrant User configurations The error correction is to the flashing of the decimal point in the NAV1 and NAV2 radio use frequency displays Previously this optional flash did not occur if the received VOR signals did not include DME Version 1 41 includes only two relatively minor changes e The range of output values for throttle prop pitch and mixture controls now extends to 16384 100 rather than 16383 which is just short of 100 This apparently matters for some aircraft implementations e When using FS2002 the fuel boost switches on the Cirrus II console operate independent fuel pump switches where they exist on propeller driven aircraft This follows discovery of how to access these switches on FS2002 Similar support is provided for FS2000 but this is not tested as no such aircraft could be located This enhancement needs version 2 851 of FSUIPC or later Version 1 40 included the following changes e Fixed an intermittent with button programming for keystrokes The symptom of this was occasional mis reading of the keys pressed when trying to assign them e Added the option for the external RIC CRS DG adjuster to adjust the gyro compass for drift e Enabled the DME frequency adjusting
121. w left unassigned by default They are for user programming This change is made because of FS2002 s habit of reloading all the textures each time the actual time is adjusted taking a long time for each attempt An option is added for the Jetliner ND Range knob to be used for OBS2 or CRS2 adjustment instead This is primarily aimed at the PFC Jet Cockpit implementation An error whereby the ADF indicator light was only half lit is corrected There are two actual LEDs behind that indicator and previously only one was enabled The axis calibration facilities have been changed so that in normal manual calibration mode the button descriptions on the left are more specifically descriptive of the action they take for the particular axis Also an automatic calibration facility has been added for the simpler cases when records maximum minimum and central readings and makes small adjustments on these to create the safety dead zones An option is provided to suppress the flashing and beeping when the Autopilot is disengaged This is a Bendix King style action which is less applicable to jet cockpits There is now an option to simulate the latching of the jet starter switches in the start position until combustion has occurred and the jets are running This latching can be cancelled prematurely by operating the starter in the opposite direction i e to the generator off position The Standard Baro option programmed onto
122. wn and use this aircraft and panel package the PFC driver can be set to automatically configure many of the avionics buttons dials and switches to operate the 767 s autopilot The driver detects when the panel is loaded by looking for the B767W module running in FS this is installed by Wilco into your Modules folder and the gauge B767WAFDS running at the time It will not perform these checks if you have this option de selected This should be used if you encounter any problems with similarly named modules The 767PIC options will not work on Windows 95 or earlier nor on versions of NT before SP3 The driver controls the 767PIC autopilot through the keyboard shortcuts provided If you change these you will need to reload a flight or change aircraft from and back to the 767 in order to force the PFC driver to read the revised keyboard assignments As well as the automatic re assignment of actions to suit the 767PIC panel you can assign any of the available 767PIC controls to any of the programmable buttons See the section later on user programming Don t set yaw damper on AP Eng Normally PFC DLL enables the yaw damper when the autopilot is engaged with the main AP ENG button or the yoke equivalent on PFC yokes and disables it when the autopilot is disengaged using the same facilities In airliners the yaw damper is usually engaged at all times except when an engine is out but this tends to make ground operations tricky in FS If yo
123. y Flight Sim The reason it is optional and defaulted off is that I found the beacon lights far too bright and having them flashing made this worse and very distracting lt G gt Transponder ident light flashes If this option is set the ident light on the left of the display flashes intermittently to simulate the transmitted responses to received inquiries There s nothing functional in this for Flight Sim it is just an extra attempt towards more realistic operation It does show that FS and the PFC driver are still active of course FS avionics switch acts on PFC avionics If this option is set then the operation of the Avionics switch in most FS panels will also toggle the PFC avionics displays on and off This is particularly useful for the avionics stack when connected through the Throttle Quadrant System which has no avionics switch of its own It may even be better using this than the hardware switch on the Cirrus and Jetliner consoles as the latter also removes power from the avionics controller board and when it is switched back on this can sometimes supply odd parameters or even fail to initialise correctly COM2 radio selectable into FS Avionics stack or COM on off swaps COM1 2 display Jetliner console on FS2002 and FS2004 This varies according to FS version FS2000 this only supports only one COM radio whilst the separate PFC Avionics stack has two COM radios You can either just never use the COM radio or set this opti
124. y happens is that the A T is disarmed which disconnects all possible auto throttle actions and then re armed a short time afterwards This ensures that the toggle switch indicating AT arming status remains consistent Adjusters for DH CRS HDG BARO and ND mode range See the table for the RIC earlier Rudder Trim This is handled completely within the Console Aileron Trim This is handled completely within the Console Radio navigation aids The NAV COM DME Transponder and ADF devices are all described earlier Avionics Master Operates simultaneously the avionics alternator and battery switches where these are provided Note that when this is off the PFC avionics are also off unpowered When it is turned on the driver discards further input for about one second so that spurious signals from the avionics do not upset things EICAS This is user programmable but by default it is used on Project Magenta to switch EICAS displays Note that although it has a double action up and down these are indistinguishable to the driver as they give the same code Therefore only one action can be programmed for it Fuel X feed This operates the fuel crossfeed switch in FS The central position is normal enabling fuel feed from all tanks Left selects Crossfeed Left to Right and Right selects Crossfeed Right to Left Note that the earlier default FS jet fuel switch ga

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