Move a control. Hold it and the aircraft keeps rotating; centre it and the rotation stops, leaving the attitude where it got to. Controls command rates, not positions — that one idea explains most of how an aeroplane is flown.
Reading a deflection. A moving surface fills orange and draws in front of the rest of the airframe, with a dashed outline marking its neutral position; the gap between them is the deflection. The detail box in the corner shows the same surface on its own, from a fixed angle chosen for that control, so during a manoeuvre the only thing moving in the box is the surface itself rather than the whole aircraft.
What this is. The aerodynamics here apply to every aeroplane; the airframe is a Boeing 737-900ER because it had to be something. If you arrived from a different aircraft on the map, the principles are the same and the dimensions are not.
On the model. A teaching approximation, not a flight simulator. The airframe is lofted to published 737-900ER dimensions; the lift curve peaks near 16° and falls away past it, which is the shape that matters rather than the exact coefficients. Control deflection commands
a roll, pitch or yaw rate with realistic damping; bank produces a turn through the standard rate
formula at 250 kt; load factor assumes a level turn. Adverse yaw, roll damping and weathercock
stability are modelled because they carry the lessons. Compressibility, thrust, drag, weight
changes and Dutch roll are not. The hinge gaps are exaggerated so the panels read at this scale.