What do Boeing 737 cockpit controls and displays do?
Understand the main Boeing 737 cockpit controls and displays, including the PFD, ND, MCP, FMC/CDU, throttle quadrant, pedestal and overhead.
The Boeing 737 cockpit is organised around flight controls, primary and navigation displays, the Mode Control Panel, two FMC control-display units, engine/system displays, the centre pedestal and overhead panels. Together, these let the crew fly, navigate, manage thrust, configure the aircraft and monitor every major system.
For this Aviation & Real-World Flying explanation, we use the 737 Next Generation arrangement most simmers recognise. Classic 737s have more electromechanical instrumentation, while the 737 MAX uses larger display formats. Operator options, retrofits and simulator fidelity also change individual panels.
How is the Boeing 737 cockpit laid out?
The 737 groups controls by task so that frequently used flight controls sit directly in front of or between the pilots, while aircraft systems occupy the overhead panel.
| Area | Main equipment | Purpose |
|---|---|---|
| Glareshield | EFIS panels and Mode Control Panel | Configures displays and selects autopilot, flight-director and autothrottle targets |
| Main instrument panel | PFDs, NDs, engine displays, standby instruments and warning lights | Shows flight, navigation, engine and aircraft-status information |
| Control stand | Thrust, reverse-thrust, flap, speedbrake and stabiliser-trim controls | Controls thrust and aircraft configuration |
| Centre pedestal | CDUs, radios, audio panels, transponder and fire controls | Manages navigation data, communications and selected systems |
| Overhead panel | Electrical, fuel, hydraulic, pneumatic, anti-ice and lighting controls | Configures and monitors aircraft systems |
What do the main 737 flight controls do?
The yoke, pedals and control-stand levers provide direct or powered control over attitude, thrust, braking and configuration.
- Control wheel and column: Turning the wheel commands roll through the ailerons and flight spoilers; moving the column commands pitch through the elevators. The wheels and columns are mechanically linked between the pilots.
- Rudder pedals: The pedals command yaw through the rudder and provide limited nose-wheel steering on the ground. Toe-brake movement operates the wheel brakes; a tiller is used for larger ground-steering inputs.
- Thrust levers: These set forward thrust. When the autothrottle is active, it physically moves the levers, so their position remains visible to the crew.
- Reverse-thrust levers: Lifting these after landing commands the thrust reversers, subject to the aircraft's deployment logic.
- Speedbrake lever: This controls the flight spoilers and arms the ground spoilers for automatic deployment after touchdown or during a rejected take-off.
- Flap lever: Each gated position selects a scheduled combination of trailing-edge flaps and leading-edge devices. The flap-position indication confirms movement; the lever position alone does not prove that the surfaces reached their commanded position.
- Stabiliser-trim switches and wheels: Thumb switches on the control wheel command electric stabiliser trim, while the large wheels provide position feedback and manual control. They may spin rapidly during electric or autopilot trim operation and must not be obstructed.
- Landing-gear lever: This raises or lowers the landing gear. Separate lights indicate gear movement and whether each gear is safely locked.
The conventional yoke, moving autothrottle levers and visible trim wheels are major differences from Airbus practice. Our comparison of 737 and A320 control philosophy explains those contrasts without duplicating the full cockpit layout here.
What do the PFD, ND and engine displays show?
The forward displays answer three immediate questions: how the aircraft is flying, where it is going and whether its engines and systems are operating normally.
Primary Flight Display
The Primary Flight Display (PFD) combines attitude, indicated airspeed, altitude, vertical speed, heading, flight-director commands and selected approach guidance. It replaces the separate instruments found in older 737 cockpits.
The most consequential information is the Flight Mode Annunciator (FMA) across the top. It identifies the active and armed autothrottle, roll and pitch modes. A mode-selector button may have been pressed, but the FMA tells the crew what the aircraft is actually doing.
Navigation Display
The Navigation Display (ND) shows heading or track, the active FMC route, waypoints, navigation aids and range information. Depending on equipment and selections, it can also overlay weather-radar returns, terrain and traffic.
The ND is a presentation of navigation data, not proof that LNAV is engaged. The aircraft can display a valid magenta route while flying a heading selected on the MCP.
Engine, system and standby displays
The central displays show primary engine parameters such as fan speed, exhaust-gas temperature and fuel flow, with secondary engine and selected system information available on the associated display. Exact formats vary between 737 generations.
The 737 does not use the full EICAS architecture found on larger Boeing aircraft. Warnings and cautions are presented through fire-warning and master-caution lights, system annunciators, dedicated panel lights and display indications. Standby flight instruments preserve basic attitude, airspeed and altitude information after a main-display failure.
What does the 737 Mode Control Panel do?
The Mode Control Panel (MCP) sets the targets and guidance modes used by the flight directors, autopilot and autothrottle.
- Speed/Mach selector: Sets a target for MCP-controlled speed modes.
- Heading selector: Sets the heading used by HDG SEL and provides a heading reference.
- Altitude selector: Sets the cleared altitude and acts as a limit or permission gate for several vertical modes.
- Vertical-speed selector: Commands a chosen climb or descent rate when V/S mode is active.
- LNAV and VNAV: Request lateral and vertical guidance calculated by the FMC.
- LVL CHG: Uses pitch to maintain speed while thrust is set appropriately for a climb or descent.
- VOR/LOC and APP: Arm or capture radio approach guidance when a valid signal and suitable intercept exist.
- CMD and autothrottle controls: Engage the autopilot channels and arm the autothrottle system.
Setting a lower MCP altitude does not, by itself, start a descent. A suitable vertical mode must also be active. In VNAV, lowering the MCP altitude is normally required before descent, but the FMC path, aircraft position and mode logic still determine what happens.
The FMA remains the source of truth. Our explanation of how autopilot modes, flight directors and autothrottle interact covers the underlying relationship between these controls.
How do the EFIS panel and FMC/CDU fit in?
The EFIS panel changes how flight information is displayed, while the FMC calculates the route and performance guidance presented to the pilots.
EFIS control panel
The EFIS panel selects the ND format and range, map overlays, navigation pointers, barometric reference and decision-height or minimums information. Changing ND range only changes the display scale; it does not alter the route or autopilot mode.
An incorrect barometric setting creates an incorrect indicated altitude, so the pressure window is not merely cosmetic. Minimums settings generate approach references and alerts but do not make the aircraft level off automatically.
FMC and control-display units
The Flight Management Computer (FMC) stores the route, calculates performance and supplies LNAV and VNAV guidance. The Control-Display Unit (CDU) is the keypad and screen used to enter and review that information.
Typical entries include position initialisation, departure and arrival procedures, route legs, cruise altitude, weights, reserves, thrust limits and take-off data. Pressing EXEC activates a pending modification; entering data on a page does not necessarily make it active.
The two CDUs normally provide access to the same FMC installation rather than holding two unrelated flight plans. For the practical entry sequence, use our step-by-step 737 FMC setup for flight simulators.
What is controlled from the centre pedestal and overhead?
Centre pedestal and control stand
The centre area combines controls needed during most phases of flight: CDUs, radio tuning, audio selection, transponder and traffic controls, weather-radar controls and the throttle quadrant. The parking brake, stabiliser-trim cut-out switches, engine fuel-control levers and fire handles are also located in this general area.
Radio panels select active and standby frequencies, while audio panels determine which radios or navigation receivers each pilot hears and transmits on. The transponder supplies identification and altitude information and works with the traffic-alert system where fitted.
Overhead panel
The overhead panel controls the systems that make the aircraft operable rather than directly steering it.
- Electrical: Battery, generators, external power and bus configuration
- Fuel: Tank pumps and crossfeed control
- Hydraulics: Engine-driven and electric pump selection
- Pneumatics and air conditioning: Engine bleed air, APU bleed, packs and isolation
- Pressurisation: Cabin-altitude control and monitoring
- Anti-ice: Engine and wing anti-ice systems
- Engine start and APU: Starting, ignition and auxiliary-power controls
- IRS: Inertial-reference alignment and mode selection
- Lighting: Exterior, panel, emergency and passenger-sign controls
A common simulator mistake is to turn on every pump, bleed and electrical source. The correct combination depends on the phase of flight and available power sources; random switching can create conflicting configurations or warnings.
How do pilots use these controls together?
A normal 737 workflow uses the FMC for planning, the MCP for immediate clearance and guidance, and the displays to verify the result.
- Build and check the flight plan. Enter the route and performance data in the CDU, then inspect the active legs and resolve discontinuities deliberately.
- Set the display references. Select the required map range, barometric pressure, navigation display and minimums.
- Set the MCP targets. Enter the cleared speed, heading and altitude rather than blindly copying the FMC profile.
- Select the required guidance. Engage a manual MCP mode or arm LNAV, VNAV or approach guidance when its capture conditions are satisfied.
- Read the FMA. Confirm the active thrust, roll and pitch modes after every selection or automatic transition.
- Monitor the result. Check flight path, speed, engine indications and configuration, reverting to simpler modes or manual flight if automation does not behave as expected.
What are the most common 737 cockpit mistakes?
Most 737 automation errors come from confusing a selected target, an armed mode and an active mode.
| Mistake | What is really happening | What to check |
|---|---|---|
| Assuming an FMC route makes the aircraft follow it | The route can be displayed while HDG SEL or another roll mode remains active | Check the active leg, route discontinuities and FMA; use these LNAV and VNAV engagement checks if either mode refuses to work |
| Trusting an illuminated MCP button | The mode may only be armed, or its capture conditions may not be met | Read all three FMA columns |
| Expecting the altitude knob to start a climb or descent | The selector provides a target or limit, not a vertical command by itself | Select or verify VNAV, LVL CHG, V/S or another suitable pitch mode |
| Assuming A/T ARM means speed is being held | ARM makes the autothrottle available; an active thrust mode must still command the levers | Check the thrust-mode annunciation and physical lever movement |
| Thinking a blank MCP speed window means no speed target exists | VNAV may be using an FMC-calculated speed | Check the PFD speed bugs, FMC data and active mode |
| Using generic simulator bindings alongside cockpit controls | Duplicate axes or commands can move a lever twice or bypass an add-on's custom logic | Remove duplicate assignments and use mappings intended for that aircraft model |
Do all Boeing 737 cockpits have the same controls?
All 737 generations retain a recognisable Boeing layout, but their instruments, display formats and individual system panels are not identical.
| Generation | Typical cockpit distinction |
|---|---|
| Original and Classic | More analogue or electromechanical instruments, with equipment varying considerably by age and retrofit |
| Next Generation | PFD and ND glass displays with central engine/system displays and the familiar modern MCP/CDU arrangement |
| MAX | Larger-format displays and revised system details while retaining the basic yoke, throttle, MCP and CDU operating philosophy |
Head-up displays, standby instruments, radio panels and display-source controls can differ by operator. Simulator aircraft also range from simplified models to detailed systems simulations, so a switch that works fully in one 737 may be decorative or simplified in another.
For real-aircraft operation, this cockpit overview is orientation only. The aircraft's approved checklists, flight-crew manuals and operator procedures define how and when each control is used.