Baupläne / Masse Homecockpit B737-800

Sonntag, 16. Januar 2011

Standby- Panel

Das Standby-Panel der B737-800NG

Das Standby-Panel von Simparts passt genau auf den dafür
Vorgesehen Platz am Rahmen.
Das Panel bietet Platz für 4 Gaugs aus dem Hause „Flight Illusion“

Panel Standby Instrument
  • mit Bohrungen und Aussparungen für Flightillusion und Simkits Instrumente
  • 2 mm Stahl beschichtet in RAL 7011

Physical characteristics
height 50 mm
width 70 mm
depth 37 mm
weight 140 gr
mounting 4 screws
Power requirements
power 5v/12 v
lights 1 LED/gauge  

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GSA33 - 737 Attitude Indicator

The attitude indicator is truly a piece of master engineering. The GSA34 comes completely assembled and tested. The revolutionary design allows for a very thin instrument that displays a smooth indication of pitch and roll, thanks to the unique G-STEP® technology. Roll indication is not limited and allows for 360° rolls.
GSA14 - 737 Digital Altimeter

The Altimeter comes completely assembled and tested and gives a smooth indication of the altitude thanks to the G-STEP® technology. The single pointer is driven through a stepper motor and indicates every 100 feet. the altitude is read out on a digital display, where thousands are indicated on a slightly larger LED than the hundreds. A second digital displashow the atmospheric pressure, which is regulated by a single encoder with a push button function to reset the pressure at transition altitude. The software lets you choose between inches or millibar. Physical characteristics height 83 mm
width 83 mm
depth 37 mm
weight 280 gr
mounting 4 screws 

Power requirements
power 5v/12 v
lights 2 LED

 GSA13 - 737 IAS Gauge

The Boeing 450 kts IAS gauge is based on a single needle large gauge and has the faceplate of the Boeing 737, ranging from 60 to 450 kts with a pointer for IAS and another for the barber pole.
The barber pole points at the VNe (velocity never to exceed) and this changes along with the altitude. The barber pole has the typical red/white hash and moves automatically.
The needle movement is very smooth due to the use of stepper motors.

(quelle: Wikipedia, Airspeed indicator)

Along with the altimeter and vertical speed indicator, the airspeed indicator is a member of the pitot-static system of aviation instruments, so named because they operate by measuring pressure in the pitot and static circuits.
Airspeed indicators work by measuring the difference between static pressure, captured through one or more static ports; and stagnation pressure due to "ram air", captured through a pitot tube. This difference in pressure due to ram air is called impact pressure.
The static ports are located on the exterior of the aircraft, at a location chosen to detect the prevailing atmospheric pressure as accurately as possible, that is, with minimum disturbance from the presence of the aircraft. Some aircraft have static ports on both sides of the fuselage or empennage, in order to more accurately measure static pressure during slips and skids. Aerodynamic slips and skids cause either or both static ports and pitot tube(s) to present themselves to the relative wind in other than basic forward motion. Thus, alternative placement on some aircraft.
Icing is a problem for pitot tubes when the air temperature is below freezing and visible moisture is present in the atmosphere, as when flying through cloud or precipitation. Electrically heated pitot tubes are used to prevent ice forming over the tube.
The airspeed indicator and altimeter will be rendered inoperative by blockage in the static system. To avoid this problem, most aircraft intended for use in instrument meteorological conditions are equipped with an alternate source of static pressure. In unpressurised aircraft, the alternate static source is usually achieved by opening the static pressure system to the air in the cabin. This is less accurate, but is still workable. In pressurised aircraft, the alternate static source is a second set of static ports on the skin of the aircraft, but at a different location to the primary source. 




The Central Interface module is needed to make the instruments interface with Flight Simulator.
The CIM can hold 4 strings of modules. Each string can have up to 16 modules connected, so a total of 64 modules can be attached.
A module can be a gauge, an Input/output module or a radio module.
For normal operations, 1 Central interface module is enough. Only when you want to drive the gauges by PMsystems from Project magenta, will you need another Central Interface module. This is due to the fact that each interface needs his own port.

The interface is powered by any PC power outlet (not delivered) and runs on 5/12 v (5 volts is needed to drive the stepper motors and 12 volts to power the lights)
A USB cable (not delivered) is needed to connect the interface to the computer.

So wurde die GSA55 bei mir eingebaut:

Es können bis zu 64 Gaugs an das Interface angeschloßen werden - Die Gaugs sind untereinander verbunden.


Es fehlen noch die jeweiligen rahmen um die Instrumente.


  1. Zunächst einmal möchte ich fir zu deinem Homecockpit und diesem Blog gratulieren - einfach toll. Alle Dinge sind so erklärt, dass auch ein "Normalo" wie ich sie nachvollziehen können.
    Allerdings eine Sache ist mir nicht ganz klar:
    Fürs ansteuern der Gauges brauche ich die GSA55 - so weit so klar - nur dann kommt der Satz den ich nicht verstehe -
    For normal operations, 1 Central interface module is enough. Only when you want to drive the gauges by PMsystems from Project magenta, will you need another Central Interface module.

    Heisst das, wenn ich PM benutze brauche ich für jedes Gauge eine GSA55?

  2. Hallo,vielen Dank!Betreibe meine gaugs am Main-Intrumenten-Panle (MIP), nur mit dem Interface-modul "GSA55". Ich Verwende einen Anschlussplatz für alle MIP gaugs, - Projekt Mangenta funktioniert ohne probleme.

  3. Hallo mir ist dieses Interface board von FI zu teuer, gibt es eine alternative ? Danke für die Antwort.


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