All of them ? If you ’re talking about a commercial airliner , then there ’s hundreds and hundreds . There are big , fat manuals describing what they all do . But , since you ask , buckle up .
Every airplane is different . Unlike learning to drive a car , you ca n’t just hop-skip from one plane to another . A fender necessitate familiarisation ( and in some cases , a whole newfangled eccentric of license ) to fly a unlike kind of plane . Some are piston - powered ; some are jet - power . Some have electrically - ride control ; some are hydraulicly - driven . Some have emergency oxygen ; some do n’t . And so on . All the electrical switch , dials , and knobs in the cockpit control the various aircraft system , and every aircraft has different systems .
get ’s take a very popular airliner , the 737 . And of course of action , unlike 737s are dissimilar , so lease ’s just invent a 737 that we can use . A typical one . Here ’s a photo of a 737 .
Pretty typical small - physical structure airliner . For our example , we ’re snuff it to be fly a737 - 600 , a modernized 737 with methamphetamine - cockpit displays and digital avionics .
So , before we can talk about what all the switches in the cockpit do , we need to recognize what systems the 737 - 600 has onboard . So without further hustle , here is a non - accomplished leaning of all the systems that the pilot or co-pilot might need to manage :
Engine : Our 737 has two CFM56 - 7 turbojet engine engines with thrust - reversing capacity . The engines are started by an APU ( auxiliary power unit ) — the APU is itself a mini - special K locomotive that is used to go the two big boy under the wing . ( The APU is started by the barrage , if you ’re curious . ) Fuel flow rate to the engines is electronically controlled .
Fuel : The 737 has three fuel tanks : one in each offstage , and a heart storage tank in the fuselage . Electrically - power fuel pumps transfer fuel from the storage tank to the engines . Each tank has two extra fuel pumps , for a total of six . The shopping mall cooler run out first , then the wing tank . Normally the left heart fuel heart sends fuel to the left engine , and frailty versa , but there is a crown of thorns feed valve that open to tolerate the left middle pump to provide fuel pressure to the right engine in the event the proper centre pump fails ( or frailty versa ) .
Hydraulics : The engine power three excess hydraulic systems ( systems A and B , and the standby organization ) which actuate the flight controls ( elevator , rudder , ailerons ) that head the aircraft in flight . The hydraulic scheme also powers the landing appurtenance , flaps , and slats , thrust reversers , as well as a few other minor thing . System A and B each power a subset of the preceding list , with the standby system providing emergency hydraulic power to the decisive systems only .
electric : Each engine ( admit the APU ) has its own author that can power the aircraft ’s electronics ( lights , avionics , galley , in - flying entertainment , etc . ) . When the engines are off , the aircraft habituate an onboard electric battery to power its systems . There is also a standby battery in the upshot the main shelling is drain . The aircraft can also accept extraneous priming coat king from a mobile generator . Each electrical author ( battery , generator , ground power ) can be hooked up to one of two transferral buses that move the electrical energy to aircraft systems . Typically in flight of stairs each locomotive engine source is hooked up to one of the transfer autobus . In the event one electrical beginning ( APU , battery ) must power both transfer buses , a bus draw arrangement link the two buses .
Bleed air : Bleed strain ( siphon from each railway locomotive ) powers the air conditioner and anti - ice organisation , and pressurizes the hydraulic and fuel pumps . The plane is split into two freestanding “ zones ” which can have their own temperature configurations . The aircraft can also take extraneous air from a mobile airwave cart .
Oxygen : The 737 has two independent oxygen systems — one for flight gang and one for passengers . In the upshot of depressurization , the O masks will drop and atomic number 8 canister will render pressurized oxygen to the rider and flying gang .
sailing : The 737 is equipped with two independent GPS antennas and three IRUs ( inertial reference social unit ) . An IRU is a gyro that put down change in acceleration . By integrating these changes over time , the airplane can track its situation , though it gets increasingly inaccurate over prison term .
wireless : The 737 has three communication ( COMM ) radios and three piloting ( NAV ) wireless . The COMM radios let the pilot babble to ATC and the NAV receiving set let the pilot burner voyage to or from soil wireless navigation stations . There ’s also an onboard weather radar that institutionalise out radio moving ridge ahead of the plane expect for violent storm cloud .
OK , let ’s get pop out . I ’ll start with the pilot film ’s side of the main panel .
The two main displays in front of the airplane pilot are the PFD ( primary flight presentation ; allow ) and ND ( navigational display ; right ) . The pilot light and co-pilot each have a set , and there is a pair of shared DUs ( display units ) in the center ( arrange top - and - bottom ) . Each can independently display one of a few unlike screens of selective information . In the above picture , the top DU is showing engine selective information and the bottom DU is blank .
The information shown on the PFD is the airspeed tape ( lead side ) , the attitude index number ( shopping mall — show the sky and primer coat pictorially ) , the altitude tape ( right side ) , and the rate - of - climb index number ( far right ) . Along the top , the current automatic pilot mode is testify ( autopilot is currently off ) . On the bottom is the heading indicator . The yellow textbook are some warning and the green textbook is the altimeter determine ( more on that later ) . The purple textual matter is the autopilot amphetamine and altitude setting ( more on that later too ) .
The navigation information shown is the current gallery ( solid stock ) and the course dial into the FMC ( flight of stairs management computer ; more on that later — it ’s the dotted royal line ) . Two white blocks of school text show information about the next waypoint and and some general place entropy . The green text edition shows information about how accurately the jet plane can guess its position .
The locomotive engine information shown : On the top left field are two dials ; they indicate the N1 pose for the odd and right engine . N1 is a measure of engine force — at 100 % N1 , the engine is producing maximum power ( decent now the engines are at 22.5 % N1 ) . The 2nd row shows the locomotive ’s EGT ( exhaust gas temperature , currently 411 ° vitamin C ) , another measure of engine power and also an important thing to monitor — if the exhaust gas is too hot , you ’re in difficulty . To the right wing of the dial is a power grid where railway locomotive warnings would pop up . On the bottom rightfield are the fuel gauges ; it shows the fuel in each of the three tanks and the total fuel onboard ( 40,200 gallons ) .
Between the top DU and the pilot ’s ND are the standby flight legal document . In the event that the PFD fails , the airplane pilot can still get critical flight information from these backup instrumental role . The top one is the standby flight video display — it looks just like the even PFD . The big ashen node lay out the altimeter fix ( again , more on that later ) . The + and – buttons on the right side ascendence brightness . The APP button on the top - left toggles between two different displays associate to landing the aircraft : advance and back - trend . When these modes are active , the pilot gets extra help in guiding the carpenter’s plane down to the runway . The HP / IN push to the right of that button toggle switch between American and European units . The RST button on the bottom left readjust the instrument to exhibit straightforward and level , in case it “ tumbles ” during laborious maneuvering . ( You should only press this button when the plane in reality isstraight and level . )
Below the standby flight video display is the standby HSI ( horizontal situation indicator — it ’s a head indicator that also has the ability to navigate you to a waypoint ) . The knob on the standby PFD sets the altimeter setting ( again , more on that later ) . The two dials below the standby HSI set the track that the pilot would wish to fly to or from one of two radio seafaring fixes he would have tune up in ( for example , I care to fly to the Oakland VOR on the 090 ° course ) . The dials show the course you dialed in with the knobs , and indicate how accurately you are fly that course .
Above the standby mental attitude index number is a small telephone dial tag YAW DAMPENER . The yaw moistener helps the pilot smooth out turns by organize aileron and rudder stimulus . When the bar is centered , the turn is quiet . When the ginmill slide leave or right , the yaw dampener want to add together veracious or left rudder to the turn to smooth it out . This lets the pilot correspond if the yaw dampener is working decently .
There is one trivial light source above the PFD ; this is a warning igniter that tells the pilot film when that the below - glidesope alert is active . ( The glideslope is the right glide path down to a runway . If you ’re too far below it , you ’re go to get leaves in your engine . ) Pressing the lighter inhibits the warning , in case the cowcatcher really does know what he ’s doing .
To the right field of that Christ Within , above and between the PFD and ND , are two knobs ; these control what systems are tie to the pilot program ’s displays . unremarkably the left screen show the PFD and the right screen shows the ND , but if one of your screens fails , you could tack up which concealment displays which organization . These knob let you do that .
To the right hand of those knobs are a set of three lights in a well ; these light up to tell the original when the automatic pilot has disconnected , the machine throttle has unplug , or there is an error on the FMC ( again , FMC explained later ) . The electric switch to the right tests the lights . The switch to the right of that electric switch is the master warning light switch ; it controls the luminousness of all word of advice lights , and tests all admonition lights .
Below the well are three more lights . They get off up to recite the buffer when the swiftness brake is hold out , when the velocity brake should not be extended , and when the autopilot is neglect to clip the aircraft decently ( an aircraft is in trim when it can fly straight and tear down without uninterrupted input from the pilot light or automatic pilot ; an aircraft out of trim will slowly incline up or down ) .
To the left of the pilot ’s PFD is a digital clock with look up timekeeper and sweep second hired hand . The CHR button on the top leftfield of the clock face commence / occlusion / reset the chronometer . The two buttons on the top right are used to set the meter and toggle switch between local clip / UTC fourth dimension / date display . On the bottom - lead , the two clitoris moderate the go by time counter , which is used to time the intact flight . Lastly , on the bottom - right , the + and – push are used to set the clip .
Below that is a switch that toggle between the normal ( hydraulic system A ) or alternative ( hydraulic system B ) nose roulette wheel steering ( NWS ) organization . ( NWS turn the olfactory organ wheel on the ground and take into account the planer to channelise during taxicab . )
Alright , next up , the knob below the archetype ’s PFD and ND . On the very left is a pull - lever tumbler labeled FOOT AIR , to make the buffer ’s foot well-to-do , followed by WINDSHIELD AIR , which defogs the main windows .
To the right hand are five knobs . They control the brightness of the four displays ( PFD , ND , upper DU , and lower DU ) and the brightness of the panel itself ( floodlight light that light the whole panel ) .
Then to the right we ’ve got two more knobs , that control the luminousness of the backcloth twinkle , and another set of flood light that light up the top share of the panel ( which we ’ll see later ) .
Now to the right of those knobs we see a small sieve with a keyboard . That ’s the FMC , or trajectory management computer . This is a computer into which the original enters the itinerary he wants to fell , the altitude he wants to fly it at , and all sorts of other information about the flight . From that the computing machine bet the best speed to fly each leg of the escape , how long it will take , whether there ’s enough fuel , etc . The buffer can also get in in confinement ( ca n’t be above 250 knots below 10,000 feet , for example ) , and the autopilot will obey those restriction . The FMC has a multitude of other functions , like finding nearby airports in an emergency , or forecast holding patterns , etc . There ’s pages and Page of features .
To the right of the FMC is the depressed DU , and then the copilot ’s very own FMC . There ’s some stuff above his FMC that we ca n’t really see well , so let ’s take a closer feeling to the right hand of the previous persona .
The with child round grip is the landing place gear wheel lever tumbler . tear it up and the geartrain retract ; push it down and the gear extend . Above the lever are three landing place gear lights . They ’re green when the gear is down , reddened when the appurtenance is in motion or not full extended , and unilluminated when the gear is up . It ’s typically a upright idea to check for “ three park ” before land .
To the left of the gear lights is the flaps indicator . The tizzy are a pair of bland surface on each wing that can stretch forth outward to increase the surface arena of the wing . This allows the plane to pilot at dull speeds ( say , for landing place ) . aright now the needle shows the tizzy at 0 ° ( full retracted ) . They can be extend all the way out to 40 ° for very slow landings .
To the left of the flap indicant are the auto bracken controls . The auto brake can automatically start braking after landing . The top brightness level illuminates when the auto brake disarms due to a malfunction , reminding the fender that it ’s now his chore to stop the woodworking plane . The middle pommel set the braking intensity level , from OFF ( no auto braking ) up to 3 ( hard braking ) , with a special RTO setting ( disdain takeoff — hold on to your manus repose ) .
The two lightness below the flaps indicator light when the flaps are move or extended , respectively . The light below the auto pasture brake node illuminate when there is a malfunction in the anti - skid arrangement , warn the pilot not to apply excessive brake pressure and do a brake shoe .
To the left wing of all that are a pair of small knobs , a electric switch , and two pushbuttons . The right knob controls where the aircraft gets its calculated reference airspeeds — crucial airspeed that must be called out during sendup . They can be mechanically calculated by the FMC , or as a fallback , entered manually using this knob . The left thickening controls what max . N1 terminal point is exhibit on the upper DU . Like the reference airspeeds , it can be automatically calculated by the FMC or manually enter . The stage setting appears as a red tune on the N1 dials exhibit below on the DU .
The FUEL FLOW switch over below the N1 adjust knob controls the fuel stream index number ; usually it shows the fuel flow rate , but can temporarily roleplay as a fuel “ triptometer ” — evidence fuel used since the last reset , and marking a reset point .
The three buttons to the right wing of that switch control what ’s shown on the down DU , either locomotive selective information ( ENG ) or information on the aircraft ’s other systems ( SYS ) . The C / R push is cancel / recall — entreat it once to “ cancel ” any warnings show on the DU ( make them melt ) , and compress it again to “ call back ” those warning ( makes them reappear ) .
To the right of the landing gear lever are the copilot ’s PFD and ND , the copilot ’s cockpit illuminance controls , and air ascendency ( not shown ) . They mostly mirror the pilot ’s .
OK , let ’s move on to mode control dialog box ( MCP ) . It sits on top of the main panel :
On the left side are the controls for the original ’s ND . The top - leave knob ( MINS ) is where the pilot dials in the minimal approach altitude . This is the lowest the pilot can go before he must see the runway to bring down . If he ca n’t see the runway , he has to abort the landing place . fructify this pommel will let the plane say “ MINIMUMS ” when the fender reach this EL , as a monitor . Then , going justly , we ’ve got an FPV button that toggles showing of the flying itinerary vector on the PFD ( essentially a little roofy depict you where your aeroplane is trend ; e.g. , if it floats above the artificial horizon you lie with your plane is climb ) . Then a release ( MTRS ) that toggle between metric and English building block for international flight . And lastly a node ( BARO ) for change the altimeter setting : that ’s the outside aerofoil air air pressure . The pilot needs to do this so the altimeter indicate an accurate altitude .
Second row : The first switch ( VOR1 / ADF1 ) toggles the left data point block on the ND between VOR and ADF info . ( VOR and ADF are two kinds of receiving set navigation . ) Then we ’ve get a knob that sets which of the different screens the ND is displaying ( currently the MAP screen door ) . The ND can show an overhead map view ( as show ) , or a plan eyeshot , or an approach and landing place panorama , etc . The next knob over sets the range of the ND ( the soar pommel ) . And then there ’s another shift that ’s like the VOR / ADF switch on the left side , but for the veracious datum closure . ( These data block are not presently shown ND . )
The bottom row of buttons on-off switch on and off the display of different “ data layers ” on the ND . In the photo the ND is somewhat sparse — it ’s just bear witness the compass rise and course stemma . The pilot could use these buttons to show weather radar , nearby airports , topographic terrain , etc .
To the rightfulness of that cluster , span the remaining breadth of the MCP , are the autopilot controls . When the pilot is not actually flying the airplane by grabbing the yoke , he is dial in instructions to the autopilot using this panel .
At the very remaining side of the MCP is the course knob and window . This thickening set an inward or outbound course to flee towards a radio set navigation deftness ( e.g. , fly to the Newark VOR via the 270 ° radial-ply tire ) . Below and to the right of that node is the F / D ( flight conductor ) switch . Turning on the trajectory director is like “ aid autopilot ” : The autopilot does n’t actually fly the airplane , but shows you on the PFD what you should be doing to aviate the plane in the fashion it want you to . It ’s extra guidance for the pilot who still wishes to hired man - fly front .
Just above the F / D switch is a tiny small ignitor pronounce “ MA ” ( for master — though it ’s unilluminated so you could n’t tell ) . There are really two of these luminance ; one on the unexpended side and one on the rightfield — you may see the proper one on the other side of the photo . These correspond to the two FCCs ( flight mastery computers ) that power the autopilot . If the left illumination is on , the left FCC is doing the F / D calculations . If the right is on , the right FCC is doing the F / calciferol calculations . commonly the left FCC manages the pilot light ’s F / D , but if the original ’s FCC fails , it could be handle by the copilot ’s FCC .
move over to the right field , we ’ve got the A / T ( auto throttle ) arm switch . The auto throttle can control the throttles mechanically to assert a set airspeed or N1 . To the rightfulness of the switch is a pommel that telephone dial in the airspeed / N1 set , and above it a display depict the current airspeed / N1 sic . There are credit line moving out to the bottom - left and bottom - right , connected to button . These activate the different automobile gas pedal modes — N1 ( maintain an N1 ) , SPEED ( keep up an airspeed ) , and LVL CHG ( point change ; sets throttles appropriately for upgrade and parentage ) .
There ’s also a small button to the left wing of the thickening called C / O ( changeover ) , which toggle the show between airspeed ( in Calidris canutus ) and Mach number . At higher EL , speed in Mach becomes more crucial than speed in knots .
The other small button to the right of the pommel is the SPD INTV ( speed intervention ) shift . If your FMC is figure your speed for you , but you temporarily want to maintain a different speed , press this button and dial in your speed . Press it again to return to pilot the FMC ’s calculated speed .
Above that button is the VNAV release , which work on the vertical navigation automatic pilot mode . This mode will fly the upright profile programmed into the FMC , begin mounting and descents as the FMC commands .
To the rightfulness of the VNAV button is the heading thickening and related button and window . This knob is used to set a header for the autopilot to fly . The button just below the knob turns on head modality , command the automatic pilot to vaporize that heading .
To the right of the node is a course of three buttons . The top turns on LNAV ( lateral navigation ) manner . This manner flies the aeroplane through the waypoints programmed into the FMC . Turning on both LNAV and VNAV mode will have the planing machine fly on the nose the 3D route programmed into the FMC . The middle clit wrench on VORLOC modality , where the planer flies to a VOR ( radio receiver navigation reparation ) using the onboard nav radio and the course dialed into the row windowpane . The bottom button is APP ( approach ) mode , where the aeroplane flies an ILS signaling down to a runway . ILS is a very precise radio navigation organization that can guide a plane exactly onto a runway for landing place .
Next column to the rightfulness is the altitude setting . We get a knob and a window for position the EL , and two mood buttons : ALT HLD ( height hold ) , and V / S , which view as a specified erect speed . To the right of the node is a modest ALT INTV ( altitude intervention ) release that make for like the SPD INTV button . Then we catch a boss and a windowpane for dialing in a desired vertical speed in foot per mo .
displace right is a power grid of four buttons . These control the two autopilot computers ( A and B ) . The top run-in of buttons turn on autopilot command style ( where it has total command over the aircraft ) , and the bottom run-in reverse on CWS ( program line with steering ) mode . CWS is a special mode where the fender agitate the controls to get the woodworking plane flying in the way he want , and then releases the controls — the robot pilot then takes over the flying . There are two supernumerary autopilot system , and both must be active to make an automatic pilot - control approaching and landing .
The freehanded bar below the power grid of buttons disengage the automatic pilot and yield the pilot program full control of the aircraft . To the right of that grid are some duplicated control from the left side that are in gentle reach of the copilot .
The other panel we can see in this image is the Ground Proximity Warning System ( GPWS ) . The panel is below the copilot ’s ND , containing three enceinte black switches .
The GPWS warns the cowcatcher when it detects that the aircraft may run into the ground . The three switch are used to turn on and off three types of ground - propinquity audio warning : “ TOO LOW – FLAPS ” ( when the airplane thinks you may have draw a blank to extend your flaps before landing ) , “ TOO LOW – GEAR”(when the plane think you may have forget to let down your gear before landing place ) , and “ TOO LOW – TERRAIN ” ( when the woodworking plane thinks you may have forgotten about that mountain between you and the runway ) .
Above and to the leftfield of the switch is a warning light indicating when the GPWS is inoperative , and a SYS TEST clit that tests the GPWS .
Now let ’s calculate above the primary board , on the glare shield :
The red Fire Warning sparkle is uncollectible tidings when it lights up , but you may hush the alarm bell by press it . The yellow Master Caution light is also bad news ; weight-lift it “ recognise ” the caution and turn off the igniter . To the right field of the Master Caution light is a grid of lights that indicate what is generally wrong with the plane . ( Nothing is illuminate mighty now , but examples are FLT CONT [ flight control ] and ELEC [ electrical system ] . ) The copilot has his own Fire Warning and Master Caution lights , as well as a separate power grid of dissimilar annunciators .
The CLOCK button on the very left operates the chronograph , same as the CHR release on the clock font .
lease ’s take a look at what ’s to the left of the pilot burner ’s hindquarters :
The wheel on the right side of the paradigm is the tiller wheel , used to steer the aeroplane on the ground . Below it are two knobs ; the forward one controls the luminance of the map twinkle ( the crimson - cap light on the odd side of the effigy ) . The rear knob has no function .
Behind the knobs is the pilot ’s emergency brake oxygen mask .
Let ’s move on to the gun console now !
At the center are the throttles . fight forward to burn more gas , pull back to save money . There ’s one for each engine . There are also paddles behind each throttle lever that control the thrust reversers . Pull up to practice rearward poke during landing place . There are release underneath each gas bobby pin ( not bear witness ) that engage TO / GA ( put-on / go - around ) musical mode . Press either push and the accelerator pedal automatically ready for either a takeoff or an aborted landing . The black buttons on the side of each gun adhesive friction cause the auto throttle to disengage , giving throttle control back to the pilot .
The twain of lever below the throttle are the fuel crosscut lever . pull either of these lever tumbler down will cut off fuel to that engine . They ’re used to shut the engines down in an emergency or as part of a quotidian shutdown .
The big wheel is the trimming steering wheel . If the planing machine is floating up hand - off , promote the wheel forward to apply forward clipping . And vice versa . Nurse the cycle as require to get the airplane to vanish straight without any air pressure on the yoke from the pilot . To the rightfield of the trim wheel is the trim indicator .
Next to the trimness wheel is the parking brake lever tumbler , and behind it a light that illumine when the parking brake is set . Also next to the trimness cycle is the speed brake lever tumbler — pull back to deploy the pillager and slow down ; force forward to clean up the plane and speed up .
To the right of the accelerator is the flapping lever , which pose the flap situation .
Below the flap lever tumbler are the stabiliser cut back cutout switch . There ’s one switch for the automatic pilot ’s reflexive dominance of trim , and another switch for the fender - controlled galvanizing trimness system . If either system were malfunctioning and trimming the aircraft wrong , you could disenable it and just trim the plane manually using the big passementerie wheel . mention that these are backup trim cutout switch — the normal trim cutout switch is on the twain .
OK , let ’s move away from the accelerator quarter-circle to the bottom portion of the substance console table . At the top are the bright reddened fervidness extinguisher handles , label “ 1 ” and “ 2 ” ( for locomotive engine 1 [ left ] and 2 [ right ] ) , and “ APU ” for the APU attack extinguisher . To the left field of the engine 1 fire extinguisher is the OVERHEAT switch , which selects between redundant A and B locomotive engine overheat detection circuits . Below that is a light that crystalise if an overheat is detect in the leftover engine , and below that a switch that try the A and B detection circuits .
Between the engine 1 and APU handles are light that warn of : a flak in the rack well , a fault in the A or barn fire detection circuit ( depending on the placement of the OVERHEAT switch ) , a fault in the APU fire detection circuit , or a put down APU bottle ( you only get one ! ) .
Between the APU and engine 2 attack extinguisher handle is a similar set of test switches and warning lights for the right railway locomotive , and a crowing black BELL CUTOUT button ( obscured ) that silences the flack warning bell if the airplane pilot should get gruesome of it . To the right of the engine 2 handle is the bottle test switch and Inner Light that tell apart the archetype that each of the three extinguisher bottles is shape properly . There are also a pair of Light Within signal that the left or ripe bottles have already been used .
Moving down to the very top - left side of the centre console table is the COMM1 wireless gore . The leftover windowpane show the dynamic oftenness : the frequency the pilot would be talk over if he were to key in the mic while COMM1 was set . Then to the right we have the standby windowpane , which is where the archetype dials in the next frequence he want to talk to . When he ’s ready to swap absolute frequency , he presses the carry-over clitoris in between the two windows , and he ’s on a new absolute frequency . The two node set the larger and small-scale digits of the standby frequency . There ’s also a trial button and an on / off button below the right and go out windows , respectively . The power grid of six buttons in the bottom center choose which radio the COMM1 panel is connected to : There are three VHF radios , two HF receiving set , and an AM radio . The HF SENS thickening is used to gear up the sensitivity when COMM1 is connect to the HF radio : HF is a very long - reach wireless system used in overwater flights , and can require delicately - tuning of sensitivity .
Moving right , we have the cargo single file instrument panel . We have two immature light that light up when the TEST release below it is held down , to show that the two cargo ardour extinguisher bottles are work . We got two small knobs that select between each of two fire detection circuit for the forward-moving and aft lading location ( so two circuits per location , two fix total ) . To the right is a luminousness that illuminates if a fault is detected in any fervency detecting lap . Below the knob are two luminosity that illuminate should a attack be detect in the forward-moving or aft cargo compartment . To the rightfield of those lights is a guard button ; flip the precaution and press down to blow out the cargo fire . It doubles as a luminance severalise you you ’ve already set down your bottle .
To the right of that is the COMM2 wireless , which works the same as the COMM1 receiving set .
Below the COMM1 radio control is the NAV1 tuner control . This works like the COMM receiving set except the pilot does n’t talk over the radiocommunication ; the plane uses the radio signal to voyage to a station . There ’s a test release that drives the NAV1 acerate leaf ( on the ND or the backup HSI ) to a known header ; if the needle is on that heading , the radio is working .
To the right hand of NAV1 are the weather radio detection and ranging command . The odd node set the addition ( sensitivity ) of the weather radar , and the correct knob is used to tilt the radar up or down , to scan for violent storm clouds above or below . The buttons select unlike display mode , such as WX ( weather condition only ) or WX+T ( conditions and upheaval ) . In case you ’re curious , the radar can detect turbulence by noticing when rainfall droplets commute direction as they fall .
Then , moving right , we ’ve get down the NAV2 radio , same as the NAV1 wireless .
Below the NAV1 tuner is the audio picker instrument panel . The top row of buttons readiness who the pilot is talking to when he describe in the mic . He can talk over COMM1 or COMM2 , he can talk to the flight attendants or to all the passengers , etc .
The two rows of knobs below that set the bulk for each of the many different radios and other audio beginning that go into the cowcatcher ’s headset .
The bottom right switching is a backup pushing - to - talk of the town switch for mic keying . ( The normal PTT switch is on the coupling . ) Move up to talk over the radio receiver , and move down to verbalize over the intercommunication system .
To the rightfield is the MASK / BOOM switch , which toggle between the atomic number 8 masquerade party microphone and the boom microphone for transmission system . The pilot program would only use the MASK position of the oxygen mask deployed in an parking brake .
The V - type B - radius node controls what audio is filtered out from nav tuner stations . In “ V ” , only atmospheric condition information is heard ( which is sometimes broadcast over a nav radio ) . In “ B ” , both weather condition selective information and the Morse code code identifier is heard . In “ gas constant ” , only the morse code identifier is find out ( to aver that the pilot tuned in the correct station , and the station is wreak decently ) .
The ALT - NORM switching on the right toggles between normal and emergency mode for the communicating system .
To the right hand of the pilot ’s intercom controls is the HGS ( heading direction organization ) control . The original uses this board to input information into the HGS . The HGS then exhibit telemetry to the pilot over the HUD ( more on that later ) to help him land . The original press a release on the left field ( such as RWY for runway distance ) , then enters the datum using the numerical keypad on the right . Once he ’s entered all the data , the HGS can then help guide him down to a landing . There ’s also a clear button and light controls along the bottom .
To the right is the copilot ’s mic and intercom controls , which are the same as the pilot ’s .
Below the buffer ’s intercom controls is the ADF panel , which controls the ADF , a very old variety of radio receiver sailing . The bottom - go out knob switches between ADF modality ( for sail to the radio signal ) and ANT modal value ( for heed to the radio receiver signal ) . The right knob deaf-mute and United Nations - mutes the wireless signal . The pilot would listen to the tuner signal to get a line the morse code and verify he ’s tuned the correct frequency , and ergo voyage to the correct station .
To the right of the ADF radio receiver is the transponder dominance . The transponder is a machine that intercept an incoming radar beam ( from an ATC radar ) and sends it back out with entropy about the aircraft . ATC use this information to get more information about an aircraft than it could from just an unmodified radar return .
The top leave boss selects between one of two redundant transponder . The middle windowpane is the transponder codification . Every aircraft is portion a four - digit computer code when it ’s under ATC control ; you dial it in with the two knobs below and on either side of the windowpane .
The top right knob turns on the transponder and fix its mode . XPNDR turn on altitude reportage , which institutionalise back the plane ’s current elevation ( which can be hard for radio detection and ranging alone to determine ) with the radar beam of light . TA to boot transmits the plane ’s unique identifier . And TA / RA will also allow the transponder to meet information broadcast from ATC to all nearby aircraft over the microwave radar beam . This datum include the locations of other aircraft that the radar is pick up .
mention that the four - digit kick code is unlike from the unique ID channel in TA mode — the four digit bitch code can be reused many time in a day , whereas the unique Mode S ID is assigned once to one aircraft for all time .
The bottom left pommel band whether to utilize the pilot ’s or copilot ’s altimeter when reporting altitude back . The center IDENT button do an recognition use . This causes the aircraft to “ light up ” on ATC ’s radar . ATC will often require an aircraft to “ ident ” to figure out who they ’re talking to . The top middle light show a transponder bankruptcy .
To the rightfulness of the transponder controls , below the copilot ’s intercom panel , is the COMM3 radio venire , same as the COMM1 and COMM2 gore .
The bottom left panel controls the brightness of the center panel and flood lights .
At bottom center are extra shipshape control . The aileron clipping restraint are on the bottom leave , allowing the pilot to trim left - annexe - down or right - annex - down if the plane is drifting left or right . The index number is in on the yoke . The knob on the bottom right is rudder trim , and its indicator is above the knob
To the right of that is the stabiliser trim override switch . In the NORM position , the dyad trimness cutout electrical switch is operational . In the OVRD perspective , the two trim cutout switches on the throttle quadrant ( discussed above ) are operational .
At the very bottom right are the cockpit threshold control . The doorway can be unlocked , locked , or automatically control using the proper knob . The two light point when the door is unlocked and when the lockup chemical mechanism has failed .
We ’re almost done — let ’s do the overhead console table ! permit ’s start with the top one-half .
The violent electric switch at top - leave controls the in - trajectory WiFi ; it can be in normal or overthrow - off mode .
Below that switch are the IRU control . At the top we have a windowpane that displays info , and a knob that see to it what data is display . It can display the current lat / lon , the farting direction and speed , the plane aim and speed , etc . All of this entropy come from the IRS ( inertial reference system ) .
Below that is a node that toggles the exhibit between using the left or correct IRS ( there are two after all ) . To the right is a keypad used to put down in the initial lat / lon of the aircraft . ( Remember that the IRUs only measure change in position , so without an initial position , they ca n’t give any useful info . ) Normally this is done using the FMC , but it ’s here too as a backup .
Below the IRS panel are some warning lights show when an IRU has failed , or is on assault and battery reliever ability , and a pair of knob that set the left and ripe IRU way . IRUs have to spin up and align before they can be used for navigation , a process that take aim 10 minutes . So the IRU must first be put into ALIGN way for 10 bit or so before it can be affect into NAV mood . If the pilot is in a hastiness , he can put the IRU into the emergency ATT ( attitude - only ) mode , but he will get no billet information and only attitude information .
To the left are two slanted sets of Light Within : That ’s the leading - sharpness flaps indicant . The flaps in reality have two components : The part that extend backward and the part that extends onward ( the slat ) . These luminance show whether the slats are in move , draw out , or retracted .
Below the slats indicators is a single , lone cautiousness light . It illumine when the PSEU ( proximity switch electronic building block ) has failed . The PSEU monitors the detector that mold if the landing gear is up or down , if the aircraft is fly or on the ground , etc .
To the right of the IRS dialog box is the SERVICE INTERPHONE substitution , which turns on a backup system for talking with the flight attendants . Below that is the DOME WHITE transposition , that turns on and off the bright white dome ignitor that floods the whole cockpit . ( Not good for night sight . )
Then , one tower to the right hand at the top , is an intercommunication system panel for the beholder ( a third flight pack of cards appendage who sits in an observer seat ) .
Below the beholder intercom panel are two driving force reverser forethought lights that enlighten if there is a problem with the unexpended or right thrust reverser . Below that are two switch and lights that toggle between the primary and alternate EEC ( electronic locomotive engine information processing system ) . Each locomotive has two EECs , one for backup . The EEC controls the flow of fuel into the locomotive to get a desired power , as localise by the accelerator , but will also limit power as necessary to keep damage the locomotive engine .
Below the EEC controls is the emergency oxygen indicator . The flight of steps crew has its own sovereign pinch oxygen organization , and this dial bear witness how much oxygen is left in that system .
To the right hand of that is a switch and a igniter — flip the switch to make the rider atomic number 8 valve come down down from the ceiling . The light shed light on to show that the rider O is on and flow to the masquerade .
Below that are three backup gear - down lights ; in cause the main ones go out , the pilot can still be certain his gear is down before he lands .
On the very ripe is the flight registrar transposition , used to test the trajectory recorder ( that record telemetry to the shameful box in example of a crash ) . The light to the right of it illuminates if the flight recorder fails . The two buttons to the right of the lite test the airspeed monition organisation that sounds an alarm when the plane fall apart its maximum airspeed .
Then below that we ’ve induce two stall warning mental test buttons . Press them to test each of the two redundant stand admonition systems . ( A cubicle fall out when the aircraft is no longer flying tight enough to generate face lift . It ’s bad enough to warrant an aural admonition . )
On to the lower portion of the overhead control panel :
At the top - leave corner are the flight ascendency system . The two dark switches at the top twist on and off the A and B hydraulic flight of stairs control systems , which set aside the pilot to steer the spurt in the air . The warning light to the rightfield of and below those replacement admonish the pilot if there is n’t enough hydraulic pressure to power the flight controls . There is also a STBY RUD position on each switching that switch rudder dominance to the standby hydraulic organization .
The bright red switch in the middle of that gore turns on the alternative fuss system , which uses the standby hydraulic system to get the flaps down or up in an emergency . The red switch turns on the system , and then the smaller switch to the right bring up or frown the flaps .
Below and to the left hand are another brace of blackened switches ; these turn on and off hydraulic A and B power to the speed brakes . The lights to the right warn of upper Pteridium aquilinum failure . Below that is the yaw dampener on / off switch and failure light .
Moving in good order , we have a solitary switch that turns on and off the cockpit video television camera , and then below it a digital display ; this shows entropy about the electrical organization ( amps and volt being put out by the bombardment and generators ) . Below that are three warning lights point when the battery is powering things that the source ought to be powering , or other electric failures . To the right field is the MAINT push button , which is used by primer coat personnel to try out the system .
Below the warning lights are the controls for the electrical system showing . It ’s split into two sides — the left is for DC equipment , and the right is for AC equipment .
On the right is a node that set which electric system ’s entropy is appearing on the show ; it can display information from the chief battery , standby battery , battery busbar , and each of three author transfer busses , as well as a trial run mode .
Below that pommel is the stamp battery on / off switch — this is the first electric switch you ’d want to flip when you entered the cockpit .
Moving to the right half of the panel ( the “ AC ” one-half ) , we ’ve get another node for setting which system ’s information is shown on the panel ( understudy battery , external ground king , engine 1/2 source , APU generator , battery inverter , or trial run mode ) , and two on - off switch for two electrical accessory system . Below it is a GALLEY substitution that supplies electrical power to the cookhouse for “ cooking ” airline business food .
Moving in good order , we ’ve got two knobs controlling the brightness of the circuit breaker light ( which are behind the copilot ’s ass ) and the overhead board lights .
Right again , and we get seven switches in two rows and a plethora of lights . These are the heating / anti - ice controls . The top quarrel of permutation moderate the window heating system ( defog / anti - ice ) . There are four heated windows ( four switches ) , and the heart electrical switch tests the overheat detection system . The lights illuminate when the heating system of rules is on or when it ’s overheated and automatically turn off .
Below that are the investigation heat switches . The pitot investigation stick out from the outside of the airplane and measures ram air pressure ; this is used to calculate airspeed . It must be heated to annul icing . The switches turn on probe heat , and the light illuminate when there is a job with the probe heater , or when the auxiliary probe heaters are set off .
The next panel down contains the anti - ice switches . On the left we have the wing anti - ice switch , and two lights showing that the anti - ice valves are unresolved . On the right hand , we have the engine anti - ice switches , one for each railway locomotive , and lights showing when each valve is open . The additional light signal job with the locomotive anti - ice system .
propel right , at the top , are the temperature ascendancy . The top halfway thickening sets whether the temperature dial below is showing the passenger cabin aviation temperature or supplying duct zephyr temperature . To the left and right are dials indicating how much inhuman outside air is being shuffle with hot engine air to produce the desired air temperature for each of the two rider cabin zones . At the bottom are two knobs that keep in line the temperature of each of the two zone . There is an machine setting and a manual cold / red-hot setting . The warning illumination point an overheat shape when there is not enough moth-eaten air to bring the live air down to the desired temperature .
travel back to the left side , in the eye , are the navigation source switches . Normally , the pilot ’s radio navigation instruments are powered by the NAV1 tuner , and the copilot ’s by the NAV2 radio , but this switch lets you set one radio to power both exercise set of instruments .
The IRS substitution does the same matter , but for the two IRSes , and the FMC substitution for the pilot and copilot FMCs . The exhibit source boss and displays control control panel transposition ascendance whether each DU controller panel and beginning switch ( discussed earlier ) configure its own DU , or whether the panels both configure the same DU .
To the right field of that is the standby barrage fire controls . The two cerise switches connect and unplug the standby batteries from DC ( left ) or AC ( right ) major power . The center electric switch turn on and off the standby stamp battery . The mediate warning Christ Within illuminates when the standby battery is off . The left and right lights shed light on when the standby barrage is power the DC or AC busses .
Moving right to the center column , there is an EQUIP cool board , with two switches and two lights . The switches control the equipment cooling lover ( supply and exhaust ) , which must be on to keep the avionics nerveless . The lighting indicate when the fans are off .
Below that are the emergency exit lights controls . The transposition twist on and off the hand brake exit lights , and the light indicates when the exit igniter are illuminated .
Moving right , we get a big clump of lights above and below four switches . These are the hydraulic pump switches . There are four hydraulic pumps : an electrically - powered and an locomotive engine - powered pump for each engine . The inboard switches power the electric ticker , and the outboard switches baron the engine - drive ticker . The top monition light indicate when a ticker observe low hydraulic liquid pressure or an overheat of an galvanising ticker .
One of the bottom clustering of luminosity will light up if any one of the many passing doors are undefended in the aircraft . All of these brightness level should be off before the sheet starts taxiing .
Moving right , we see a telephone dial above a lot of switches . These are the air system hold . The telephone dial indicate the line force per unit area in the aura duct . The switch above and to the right of it turns on and off the recirculating fan , which recirculates line ( and interesting smell ) throughout the cabin . Below that is the overheat mental testing clitoris that try out the overheat detectors .
The switching below and to the left and right of the dial control the left and correct packs . A plurality is an zephyr conditioning unit that provides conditioned zephyr to the cabin and other accessory — it can be turned off , placed in automobile style , and forced to maximum output ( HIGH ) . direct below the telephone dial is the isolation valve permutation , which controls the isolation valve . When the valve is fill up , each pack has its own independent source of zephyr . When the valve is open , the packs can share air between them .
The button below that shift reset a tripped overheat light . The lights to the remaining and rightfield of the clitoris indicate when a pack has overheat .
Below those Inner Light are three switches ; they command the source of breeze . The outboard motorboat switches prime bleed strain from the left and ripe locomotive ; the middle switch selects run air from the APU .
Above the air control panel are three lights ; they light up up to show cautions related to the air system , such as a “ dual bleed ” situation ( melodic phrase being fed from both engine and the APU at the same fourth dimension ) .
run back to the remaining side , below the navigation controls , is a dial surrounded by lighting . The telephone dial indicates the temperature of fuel in the tanks ( to view out for freezing fuel ) . The depressed lights to the left and right illuminate if a fuel valve is close . The blue light below and to the center illuminates if the hybridization provender valve is open . The orangish lights flank that tripping illuminate if either of the two fuel filter is being bypassed .
Below that are the fuel ticker controls . The big knob in the top heart and soul unfold or closes the crisscross feed valve . Below that are controls for the two center tank fuel pumps , and low - pressure warning luminance . Below those switching are controls and admonition Christ Within for the two fuel ticker for each of the extension tanks .
To the rightfulness , we have a unmarried switch , the earth power replacement , which toggles on and off extraneous land great power ( if it ’s hooked up to the plane ) . Below that are the generator controls . The big fateful electric switch in the middle turn on or off the automatic jalopy transfer arrangement , that mechanically transfers power between buses to ensure AC exponent is available . The lights to the remaining and right bespeak if the locomotive 1 or engine 2 transfer of training bus have give way .
Below that is a row of four switches . The outboard switching control the left over and right-hand locomotive generators , and the inboard switch control the two APU generators . The Inner Light illuminate when a author is not powering systems because another generator is doing the job for it .
Below that is a rowing of four caution brightness , bespeak fault in the generator system . Then below that we ’ve got an EGT telephone dial for the APU . ( Since the APU is itself a mini - K engine , its EGT must also be monitored . ) To the right is the pilot ’s windshield wiper pommel — park , intermittent , low- and high - upper ; the co-pilot ’s wiper controls are just to the rightfulness
Moving to the center editorial , we ’ve beget the No Smoking and Fasten Seatbelts switches ( though No smoke has been tap over with a Modern substance — “ chime ” ) , and two buttons . The left make a “ bing - bong ” gong that gets a flight attendant at your beck and call , and the right vocalize a cornet to external footing force working near your super C . The spark below the GRD CALL transposition indicates when a flight attendant or ground person would care to spill to you ( the reverse of the call buttons ) .
Moving the right way again , below the clump of lights , is the cockpit voice recorder ( CVR ) curb . The black wicket in the midsection is the cabin mic for the phonation recorder . The blood-red push erases the CVR ’s memory banks ( this can only be done when on the ground , before you get clever ) . The unripened button tests the CVR and shed light on the small sparkle to the rightfield if everything is working .
Below that is the cabin pressure dial . The telephone dial has two needles , one indicating the current cabin altitude ( the elevation that the cabin “ feels ” like it ’s at given the atmosphere pressing ) , and one indicating the divergence between the outside and inside airwave insistency . ( It ca n’t be too high . )
To the right of that is the ALT HORN CUTOUT button , that silences the landing place gear mechanism warning horn , if , for illustration , the pilot knows the landing place paraphernalia is down but for whatever grounds the airplane still think the gear is up , and is complaining loudly about it .
The dial below the cabin pressure telephone dial is the rate of alteration of cabin pressure — it indicates ear - popping “ descents ” or “ climbs ” in cabin pressure .
move over to the right , we see the cabin pressure controls . We have two windows and two thickening , for set the cruising ALT ( the cruising cabin pressure will be based on this ) and the elevation of the airdrome we ’re landing at ( so that by the time we land , the cabin air pressure has been equalize ) . To the right of those window is a telephone dial indicating the side of the fountain valve , which release surplus pressure to the ambient standard pressure .
Below that are the manual leak valve control . The top switch opens or closes the valve when in manual control , and the pommel below toggle between automatic , alternate automatic , and full manual ascendancy of the outflow valve .
Moving to the unexpended side of the very bottom row , we have a row of four wide switches . These turn on and off the landing lights , which illuminate the rail at dark . Then we have a pair of small switches — these are the runway negative stimulation light , which illuminate the left or ripe side of the aircraft . The substitution to the rightfield of that grow on the taxi lights , which are less blindingly bright than the landing lights .
Moving justly again , we have the APU start switching , which is used to power the APU . Once the APU is powered up , you may start the locomotive engine . Which brings us to …
The railway locomotive start dialog box is to the right of the APU startle switch . There are two knobs , that control the engine entrant for the left and correct engines . The starting motor has four modes : GRD ( earth start ) , OFF , CONT ( continuously monitor the locomotive engine and mechanically restart if it conk ) , and FLT ( in - flight restart ) . The permutation in the middle determines which igniters to use — only the odd or correct locomotive engine , or both engines .
move right again are a set of five more light switches . They control , in order , the logotype lights ( lights up the airline logo ) , office and stroboscope visible light ( to help other planes receive us at night ) , anti - collision lights ( same purpose ) , wing lights ( to mark the bound of our wingtips at nighttime ) , and wheel well lights ( to light up the steering wheel well for maintenance crews ) .
At the very bottom left is the HUD ( capitulum - up display ) , presently folded up . you’re able to deplumate it down to get helpful symbology superimposed over the view ahead . The knob control HUD brightness .
Below the overhead panel is the standby ambit and a switch controlling the compass light :
There are some controls sprouting out from the couplet too :
As you’re able to see , the pilot light has a handy checklist in the center of the yoke with a transferrable tab to keep his place . On the odd side , the two trim switches trim the plane nozzle - up and nozzle - down . The button on the side disengages the autopilot . On the correct side , the numeral display can be set so the pilot does n’t blank out his flight of steps number . Not shown is the push - to - public lecture switch , which is hold down when the fender wishes to speak over the radio receiver .
And in conclusion , behind the copilot ’s seat is a declamatory coin bank of electrical circuit breaker :
And that ’s it ! Now go get your pilot ’s license — you realise it .
Top image via Boeing ; In - channel image viaMicrosoft Flight Simulator
What do all the controls in an aeroplane ’s cockpit do?originally appeared onQuora . you’re able to follow Quora onTwitter , Facebook , andGoogle+ .
This reply has been light edited for grammar and clarity .
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