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1 file version, leave this alone

670 Props
671 Wings
672 Misc Wings
673 Pylons
674 Fuselage
675 Misc Bodies
676 Nacelles
677 Fairings
678 Gear Doors
679 Speed Brakes
359 Wheels & Tires

680 Gear Door 1
681 Gear Door 2
682 Gear Door 3
683 Gear Door 4
684 Gear Door 5
685 Gear Door 6
686 Gear Door 7
687 Gear Door 8
688 Gear Door 9
689 Gear Door 10
690 Gear Door 11
691 Gear Door 12
692 Gear Door 13
693 Gear Door 14
694 Gear Door 15
695 Gear Door 16
696 Gear Door 17
697 Gear Door 18
698 Gear Door 19
699 Gear Door 20

750 Speedbrake 1
751 Speedbrake 2
752 Speedbrake 3
753 Speedbrake 4
754 Wheels
755 Tires
756 Struts 1
757 Struts 2
758 Struts 3
759 Struts 4
760 Struts 5
761 Struts 6
762 Struts 7
763 Struts 8
764 Struts 9
765 Struts 10


350 Viewpoint
383 Instrument Limits
351 Panel
353 Engines
352 Systems
355 Wings
386 Misc Wings
362 Engine Pylons
364 Fuselage
500 Misc Bodies
365 Engine Nacelles
374 Wheel Fairings/Skids
375 Control Geometry
376 Landing Gear
378 Weight & Balance

379 EXPERT: Foils
381 EXPERT: VTOL Controls
380 EXPERT: Special Controls
382 EXPERT: Artificial Stability
462 Default Weapons
588 Weapon Geo
660 EXPERT: Texture Region Selection

613 Default
661 View
662 Lights
700 Round
701 Digital
702 Description
703 Location
704 Limits 1
432 Limits 2
800 Arc Colors
268 Prop Plan
 72 SFC/Sound
705 Wing 1
706 Wing 2
707 Wing 3
708 Wing 4
709 Horiz Stab
710 Vert Stab 1
711 Vert Stab 2
720 Pylon 1
721 Pylon 2
738 Gear 1
585 Gear 2
739 Doors 1
584 Doors 2
242 Doors 3
654 Doors 4
655 Doors 5
740 Props
741 Wings
742 Add Wings
457 Pylons 1
460 Pylons 2
743 Weapons 1
744 Weapons 2
745 General
746 Propulsion
747 Guidance
748 Geometry
356 Section
357 Top/Bottom
360 Front/Back
349 Art Stab
504 Autopilot
419 FADEC
652 Controls
657 Trim & Speed
653 Speedbrakes

404 GENERAL ENGINE SPECS
405 SPECIAL ENGINE SPECS
406 PROP ENGINE SPECS
407 JET ENGINE SPECS
408 ROCKET ENGINE SPECS at sea level, optimum alitude, and vacuum

409 GENERAL ENGINE SPECS




461 ELECTRICAL
403 PRESSURIZATION
373 HYDRAULIC SOURCE
463 HYDRAULIC OUTPUT

529 starter|strength ratio { X-Plane comes up with reasonable averages for starter and battery strength, but if you like you can pump the ratio up or down a bit from 1.00 to perfectly match performance in these areas.
530 battery|strength ratio { X-Plane comes up with reasonable averages for starter and battery strength, but if you like you can pump the ratio up or down a bit from 1.00 to perfectly match performance in these areas.
324 maximum allowable pressurization|(psi) { This is maximum pressurization that the pressurization system can provide, in PSI.. Earth standard atmosphere is 14.7 at sea level.
 37 emergency pressurization altitude|(ft, cabin) { Hit the 'dump to emer alt' button (available in the 'pressurization' folder) to dump pressure or pressurize the craft to the emergency pressurization altitude that you specify here.
 
100 manual reversion|(ratio, if hydraulics lost) { If you loose hydraulics, then some craft will allow a 'manual reversion', where the yoke moves the trim tabs to move the controls a reduced amount... enter that amount here as a ratio to normal max control deflection, or zero if there is no manual reversion.




410 FOIL SPECS
411 ELEMENT SPECS (WING ROOT AT LEFT, WING TIP AT RIGHT)

412 BODY DATA
413 BODY LOCATION
586 BODY TEXTURE
414 CROSS-SECTIONS (Double-click on a node to 'LOCK' it, preventing smoothing operations from moving that node)
418 CONTROL SIZES
420 FLAP SPECS
421 BLOWN FLAP SPECS

424 GEAR RETRACTION AND NOSEWHEEL STEERING
663 WHEEL AND TIRE GEOMETRY
425 WHEEL AND TIRE TEXTURE COORDINATES
426 WATER RUDDER AND ANCHOR
719 LANDING GEAR FRICTION COEFFICIENTS

427 CENTER OF GRAVITY
428 WEIGHTS
429 AIRSHIP DISPLACEMENT
430 FUEL TANK LOCATIONS
431 SLUNG LOAD LOCATION
 95 RADII OF GYRATION
 
438 WING 1
439 WING 2
440 WING 3
441 WING 4
442 HSTAB
443 VSTAB 1
444 VSTAB 2

448 PARACHUTE
447 EQUIPMENT OPTIONS
445 JET ASSISTED TAKE-OFF
449 DIFFERENTIAL THRUST FOR MANUEVERING
446 SPECIAL CONTROL DEFLECTIONS
614 DYNAMIC FLAP ACTUATION
301 WING-TILT FOR MANUEVERING
665 AUTO-DEFLECTIONS

453 EXTRA INPUTS FOR ANYTHING
452 EXTRA INPUTS FOR JETS
451 EXTRA INPUTS FOR PROPS
450 VECTORED-THRUST STATS FOR ALL CRAFT
456 EXTRA INPUTS FOR AUTO-GYROS
455 EXTRA INPUTS FOR TILT-ROTORS AND HELOS

659 WEAPON SPECS

643 WEAPON THRUST: Three phases available. Enter zero thrust for drop-phase.

644 WEAPON GUIDANCE


415 TOP
416 SIDE
417 BOTTOM
361 FRONT
363 BACK


511 # { This is the tail number of the aircraft. Each plane in the world has it's own tail number.
287 author
288 descrip
372 ICAO code
286 viewpoint    landlight     landlight    taxilight    rotbeacon  rotbeacon     taillight     refuel
  0 Vmca { This is the minimum speed below which you can still steer the plane with an engine out and the other at full throttle. THESE NUMBERS ARE FOR AIRSPEED INDICATOR MARKINGS ONLY, AND ARE NOT USED IN THE FLIGHT MODEL! Enter 0 to not display an arc for this speed.
  1 Vso { This is the speed below which the airplane will stall with the flaps deployed. THESE NUMBERS ARE FOR AIRSPEED INDICATOR MARKINGS ONLY, AND ARE NOT USED IN THE FLIGHT MODEL! Enter 0 to not display an arc for this speed.
  2 Vs { This is the speed below which the airplane will stall with the flaps retracted. THESE NUMBERS ARE FOR AIRSPEED INDICATOR MARKINGS ONLY, AND ARE NOT USED IN THE FLIGHT MODEL! Enter 0 to not display an arc for this speed.
  3 Vyse { This is the best climb speed with one engine out. THESE NUMBERS ARE FOR AIRSPEED INDICATOR MARKINGS ONLY, AND ARE NOT USED IN THE FLIGHT MODEL! Enter 0 to not display an arc for this speed.
  4 Vfe-1|1st det { This is the maximum allowable speed for extended flaps. THESE NUMBERS ARE FOR AIRSPEED INDICATOR MARKINGS ONLY, AND ARE NOT USED IN THE FLIGHT MODEL! Enter 0 to not display an arc for this speed.
402 Vfe-2|2nd det { This is the maximum allowable speed for extended flaps. THESE NUMBERS ARE FOR AIRSPEED INDICATOR MARKINGS ONLY, AND ARE NOT USED IN THE FLIGHT MODEL! Enter 0 to not display an arc for this speed.

  5 Vle { This is the maximum allowable speed for extended gear. THESE NUMBERS ARE FOR AIRSPEED INDICATOR MARKINGS ONLY, AND ARE NOT USED IN THE FLIGHT MODEL! Enter 0 to not display an arc for this speed.
  6 Vno { This is the maximum allowable speed for flying in rough air. THESE NUMBERS ARE FOR AIRSPEED INDICATOR MARKINGS ONLY, AND ARE NOT USED IN THE FLIGHT MODEL! Enter 0 to not display an arc for this speed.
  7 Vne { This is the maximum allowable airspeed. The airframe will fail if you exceed this speed by more than about 25%. THESE NUMBERS ARE FOR AIRSPEED INDICATOR MARKINGS AND LIMIT-LOADS ONLY, AND ARE NOT USED IN THE FLIGHT MODEL!
  8 Mmo|(Mach) { This is the maximum allowable mach number, applicable to turbine machines only. THESE NUMBERS ARE FOR AIRSPEED INDICATOR MARKINGS ONLY, AND ARE NOT USED IN THE FLIGHT MODEL! Enter 0 to not display an arc for this speed.
  9 pos G|(limit) { This is the maximum allowable POSITIVE G-load, more than 50% above which you will suffer catastrophic airframe failure. Normal category: 3.8. Utility category: 4.4. (These are LIMIT loads, as the handbooks typically list, but the ULTIMATE (actual failure) loads are 50% higher!).
 10 neg G|(limit) { This is the maximum allowable NEGATIVE G-load, more than 50% above which you will suffer catastrophic airframe failure. Normal category: 1.5. Utility category: 1.8. (These are LIMIT loads, as the handbooks typically list, but the ULTIMATE (actual failure) loads are 50% higher!).
512 { Check here if there is a landing light.
513 { Check here if there is a second landing light.
514 { Check here if there is a third landing light.
515 { Check here if there is a rotating beacon.
516 { Check here if there is a second rotating beacon.
517 { Check here if there is a tail light.
518 { Check here if there is a refueling port for air-to-air refueling. THIS MAY EITHER BE THE PROBE THAT DISPATCHES THE FUEL, IN THE CASE OF THE REFUELER, OR THE RECEPTACLE, IN THE CASE OF THE PLANE THAT RECIEVES THE FUEL.
 11 long arm { pilot's viewpoint (and 2-D instrument panel) location
 12 lat arm { pilot's viewpoint (and 2-D instrument panel) location
 13 vert arm { pilot's viewpoint (and 2-D instrument panel) location
519 { landing light location
520 { rotating beacon location
521 { tail light location
 14 |feet, positive aft { refueling port location
 15 |feet, positive right { refueling port location
 16 |feet, positive up { refueling port location
 17 sideslip string X|pixels, 0 for none { yaw string location
 18 sideslip string Y|pixels, 0 for none { yaw string location
 19 view center X|pixels { This is where on the windshield the horizon will be, straight ahead, with the nose level. This is how many pixels right from the left side of the screen. 512 is recomended. It is also the HUD center location.
 20 view center Y|pixels { This is where on the windshield the horizon will be, straight ahead, with the nose level. This is how many pixels up from the bottom of the screen. 590 is recomended. It is also the HUD center location.
 21 HOOPS HUD width|pixels { This is the HOOPS HUD width in pixels.
 22 HOOPS HUD height|pixels { This is the HOOPS HUD height in pixels.
321 stall warn alpha|(deg) { This is the angle of attack at which the stall warning comes on. This is only used by the stall WARNING, and has no impact on the aerodynamics. If you do not have a stall warning (like for a helo, for example) then just enter zero here, and be sure not to put a stall warning instrument on the panel!
391 panel scroll up|(pix) { If you have an instrument panel that is taller than 1024x768, the default in X-Plane is to be able to scroll DOWN with the arrows to see items on the bottom of the panel. Some planes have overhead switches, though, and in those cases perhaps you would rather use the UP arrow to scroll UP as well! No problem! Simply enter the number of pixels that you would like to be able to scroll UP here. Remember, the instrument panel must be taller than 1024x768 to scroll!

 96 landing light power { This is how powerful the light is... 1.00 is the default. Enter a larger number for more power.
 97 landing light width|(deg) { This is the landing light angular width in degrees... 20.0 is a good default.

377 landing light heading|(deg) { This is the landing light lateral angle in degrees... enter a negative number to aim it left a bit if you like, positive to aim it right.
 23 landing light pitch|(deg) { This is the landing light vertical angle in degrees... enter a negative number to aim it down a bit if you like... we find a value of -5.0 works well.



337 tow-hook location|feet, positive aft
338 tow-hook location|feet, positive up

339 winching-hook location|feet, positive aft
340 winching-hook location|feet, positive up



 99 no-yes
 98 landing light steers { This indicates whether or not the landing and taxi lights (which must move together) steer with the nosewheel direction.
 25 none-hoops
 28 HOOPS HUD { This is what type of Highway In The Sky Heads Up Display, if any, your craft has. Be sure to enter some decent values for the HUD width and height in the fields above!

 26 general aviation-heavy metal-fighter-glider-helicopter-autogyro-gen av IFR-gyro twin-fighter IFR
 29 cockpit { This is what type of cockpit your craft has. If you do not like any of the choices, you can make your own custom cockpits. See the aicraft included with the program for samples.

269 flat-curved
270 windshield { This determines the flow pattern of the rain across the windshield when flying in wet conditions.

 24 MPH-knots
 27 speed units { This indicates if your craft uses miles per hour or knots for airspeed indication.
651 |aural stall warning { Check this if your plane has an audio stall warning near the stall... most planes have this.
240 |airliner aural warning system { Use this option if your aircraft has an aural warning system for things like sink rate and landing gear. This is normally used on airliners.
327 |fighter aural warning system { Use this option if your aircraft has an aural warning system for things like sink rate and landing gear. This is normally used on fighters.
 30 |aircraft is glossy { Check here if the plane has a gloss not matte finish.
664 |airspeed indicator shows autopilot airspeed setting
 31 |aircraft has standard nav lites { Check here if there are standard nav-lights and beacon visible from the outside.
384 |has marker beacon audio { Some planes have aural marker beacon warnings, others not.

 34 size{ This is the size of the instrument compared to the default size of 1. NOT ALL INSTRUMENTS CAN HAVE THEIR SIZE CONTROLLED, THOUGH.
 35 xy{ This is the x-location of the instrument on the panel in pixels, measured from the left.
 36 { This is the y-location of the instrument on the panel in pixels, measured from the bottom.
289 Reset
320 Import

 41 Drag the Interface

509 starter strength|(ratio to default)
510 battery strength|(ratio to default)

467 -ASI
468 -MACH
469 -VVI
470 -ALT
471 -TACH
472 -N1
473 -N2
474 -MPR
475 -EPR
476 -TRQ
477 -FF
478 -ITT
479 -EGT
480 -CHT
481 -OIL P
482 -OIL T
483 -HYD Q
484 -HYD P
485 -FUEL1
486 -FUEL2
487 -FUEL3
488 -DROPT
489 -FLAP
490 -VARIO
491 -AMPS
492 -VOLT
493 -VACUUM
494 -FUEL P
495 -AOA
496 -RADALT
497 -OATamb
498 -OATtot
499 -power

 94 { Manually set limits for this instrument. Don't want to? OK. Let X-Plane assign good defaults. IMPORTANT: THE ASI AND VVI SETTINGS ONLY APPLY TO THE ADAPTIVE ASI AND VVI INSTRUMENTS, NOT ALL THE ASI AND VVI INSTRUMENTS.

284 val{ This is the lowest value we can display.
285 { This is the highest value we can display.
292 ang{ This is the angle of the lowest value we can display. You can wrap from 0 to 720 for 2 rotations, or 0 to NEGATIVE 360 to go backwards once, for example! Enter any angles you like, even negative ones, and even values well greater than 360. Zero is obviously the top of the instrument.
293 { This is the angle of the highest value we can display. You can wrap from 0 to 720 for 2 rotations, or 0 to NEGATIVE 360 to go backwards once, for example! Enter any angles you like, even negative ones, and even values well greater than 360. Zero is obviously the top of the instrument.
297 |mirror { Mirror the indication left/right on multi-engine planes.
298 |label { Label the indicator. Some indicators have no labels.
347 offset { This is the offset of the number from default. Whatever number you enter here will be added to the X-Plane value that is displayed on the panel.
394 scale { This is the scale of the number from default. Whatever number you enter here will be multiplied by the X-Plane value that is displayed on the panel.
395 digits { This is how many digits we want this display to be, including any decimals.
396 |decimals { This how many decimals of display you want for this value.


 42 max forwards throttle { This is maximum throttle that the engine can be set to in X-Plane. ALL ENGINE SPECS (RPM, MANIFOLD PRESSURE, MAX EGT AND ITT, MAX POWER, EVERYTHING, ARE SET IN PLANE-MAKER FOR 100% POWER. GOING ABOVE 100% POWER WILL TAKE YOU ABOVE ALL THE MAX LIMITS THAT YOU ENTER HERE. (at sea-level, standard atmosphere)
 43 max reverse throttle { This is maximum throttle that the engine can be set to in X-Plane WHEN IN REVERSE. Go over 100% if you want to leave some reserve for emergency operations.
345 lo idle adjust { X-Plane picks good estimates for the engines to idle at. But you can adjust these numbers up or down a bit from 1.00 to adjust the idling speeds of the engines up or down in X-Plane.
346 hi idle adjust { X-Plane picks good estimates for the engines to idle at. But you can adjust these numbers up or down a bit from 1.00 to adjust the idling speeds of the engines up or down in X-Plane.
 90 -all propellers|can be linked through a common transmission { In this case, the props can be linked through a common transmission which connects all props and rotors. Helos, VTOLs, and autogyros that pre-rotate are likely to use this. Remember, there is a clutch option in the other engine screen to connect or disconnect from this common transmission, as autogyros do with their main rotor.
146 -all propellers|beta-range available { beta is neither forward nor reverse thrust. It is simply putting the prop at zero degrees pitch, throttle at idle. Doing this provides some drag without working the engine. Some twins have it. Check here if your airplane does.
 44 -all propellers|auto-feather after engine failure { Some twins have auto-feathering props. In this case, the prop will automatically feather to reduce drag after an engine failure. It would be certain death in a helicopter, as the rotor would automatically feather to produce no lift after an engine failure!
 88 all engines|reverse-thrust available { Prop can reverse.
 45 all engines|throttle-by-wire and automatic mixture { Some engines, such as the Corvette LS-1 and LS-6 used in some homebuilts, have drive-by wire throttles to maintain their RPM more precisely and keep the optimum fuel-air mixture, despite varying engine loads and air densities. Check that here.
322 feathered pitch of prop|(deg) { This is the pitch of the prop when feathered, if it is a featherable prop.
 46 reverse pitch of prop|(deg) { This is the pitch of the prop when in reverse, if it is reverse-equipped in the other engine screen. Be sure to enter a negative number if the pitch is negative, as it probably is!
 47 prop mass ratio|(compared to solid aluminum) { This is how heavy the prop or rotor is compared to one made of pure aluminum. Composite props, for example, are lighter. Heavier props speed up and slow down more slowly, and provide more auto-rotation ability in helicopters.
 48 tip weights on ROTORS|(pounds, each) { This is how many pounds of weight are in EACH rotor tip, increasing the rotor inertia, which is useful for helos and autogyros.
 49 tip mach at 100% power|(for constant-mach props) { If you selected a constant-mach prop as the prop type, then the prop governor will automatically adjust the prop pitch to speed or slow the prop to try to maintain this mach number at the prop tip at 100% power (interpolating across the throttle range of travel).
 50 tip mach at 50% power|(for constant-mach props) { If you selected a constant-mach prop as the prop type, then the prop governor will automatically adjust the prop pitch to speed or slow the prop to try to maintain this mach number at the prop tip at 50% power (interpolating across the throttle range of travel).
 53 max power|(hp) { This is the maximum horsepower output of the engine, obtained at sea level at standard temperature and density.
576 transmission losses|(part) { This is how much of the engine's power is lost to the transmission. You should have about 0.00 to 0.02 for regular airplanes, 0.04 for single-engine helos, and 0.06 for twin-engine helos. This should include all drags on the engine, including any generators, belts, chain-drives, etc. that detract from the full rated power.
 55 critical altitude|(feet) { Engines generally put out less power at high altitude due to thinner air, but turbocharging can keep packing in air even at high altitudes. The critical altitude is the highest altitude at which the engine can still put out FULL POWER. This altitude can be above sea-level either by putting a turbocharger on a reciprocating engine or down-rating a jet or turboprop. Enter 0 for the critical altitude here if you are doing neither.
 57 redline|(engine RPM) { This is the maximum allowable engine RPM.
 58 idle|(engine RPM) { This is the RPM at which the engine idles.
 59 top of green arc|(engine RPM) { This is the maximum RPM that can be obtained with the prop control.
 60 bottom of green arc|(engine RPM) { This is the minimum RPM that can be obtained with the prop control.

 61 throttle advance time|(sec) { This is how many seconds it will take the throttle to bring in full torque (from idle) if the throttle is instantly punched to max. For a turbine, this is really how fast N1 speeds up to bring in torque when the throttle is firewalled.
 65 propeller engine inertia|(ratio) { This is an indication of how much inertia the engine has, relative to the prop... enter close to 0 for very little engine inertia, 1.0 for as much inertia as the prop itself. A larger number here will result in an engine that spools up more slowly. Atmoshperic conditions, heavy propellers, and throttle advance time can also affect the spool-up time.
348 turbine (free-turbine and jet) spoolup time|(ratio) { This is an indication of how much inertia the engine has. A larger number here will result in an engine that spools up more slowly. For a turbine, this is really how long N1 takes to speed up to max when the throttle is firewalled. Atmoshperic conditions, heavy propellers, and throttle advance time can also affect the spool-up time.

 62 thrust at 100% N1|(lb) { This is the thrust output of the engine at 100% N1, obtained at sea level at standard temperature and density. NOTE: MANY ENGINE MANUFACTURERES RATE THEIR ENGINE AT TAKE-OFF THRUST, WHICH IS OFTEN NOT 100% N1, SO BE CAREFUL WHAT THRUST YOU ENTER HERE!
 63 afterbuner thrust inc|(lb) { This is the additional thrust provided by afterburners, if any.
 66 max efficient inlet mach|(mach) { This is the maximum mach number at which the inlet can pass air to the engine efficiently. Above this mach number, losses in shock waves around the inlet will reduce engine efficiency.
 64 compressor area|(square feet) { This is the frontal area of the engine compressor... it is 3.14 times the engine radius squared. This is used to compute the DRAG of the jet engine at low throttle settings. 
 67 thrust { This is the maximum thrust of the rocket engine at sea level. In X-Plane, it is fully throttle-able, though real rocket engines are not always quite so flexible!
 54 { This is the maximum thrust of the rocket engine at it's design altitude. In X-Plane, it is fully throttle-able, though real rocket engines are not always quite so flexible!
 68 |(lb) { This is the maximum thrust of the rocket engine in a vacuum. In X-Plane, it is fully throttle-able, though real rocket engines are not always quite so flexible!
 69 optimum altitude|(feet) { This is the altitude at which the rocket gets it's maximum thrust. In X-Plane, it is fully throttle-able, though real rocket engines are not always quite so flexible!
 70 nozzle exit area|(square feet) { This is the nozzle exit area... it is 3.14 times the engine radius squared. This is used for visible rocket flame, that's all.

 39 # { This is the total number of engines.
 52 # { This is the total number of thrust points... usually the same as the number of engines, but could be different for helos or autogyros.

294 fixed-constant RPM-manual pitch-main rotor-const tip mach-tail rotor-lift fan-VTOL cyclic
526 { This indicates what type of prop your craft has, if any. 'Constant-RPM' is normally referred to as 'Constant-Speed' or 'Variable-Pitch' in aviation circles. We use the term 'Constant-RPM' to differentiate it from the 'Constant Mach' prop which adjusts it's speed so that the tips always see a constant mach number, usually resulting in more efficient flight than constant RPM props.
 86 carb recip-injected recip-turboprop (free)-electric-low bypass jet-high bypass jet-rocket-tip rocket-turboprop (fixed)
527 { The engine type will effect sounds, fuel flow, etc.

 71 number blades| { This is the number of blades on EACH propeller.
 40 { The prop direction will indicate which way the engine torques the craft under power. You can select to view the craft with moving controls in the 'Special' menu to see the prop turning and confirm the direction.
 87 CW-CCW
 89 |clutched { This is an autogyro main rotor, or maybe a helicopter main rotor, which has a clutch to dis-engage it from the engine.
 92 |ducted { This is a ducted fan, or maybe a fenestron tail rotor, or maybe a lift fan, that is ducted to give a bit more low-end thrust thanks to having no tip losses, since the duct wall is flush with the blade tips.
 91 engine|gear ratio { This is THE NUMBER OF TIMES THE ENGINE ROTATES FOR EACH ROTATION OF THE PROP. For helos, I recomend 1.00 for the main rotor, using the rotor speed for all engine limits, and using a number less than 1.00 for the tail rotor, which actually has a 'lower' ratio since it spins FASTER than the main rotor!
 73 long arm|(ft) { prop hub or engine thrust center
 74 lat arm|(ft) { prop hub or engine thrust center
 75 vert arm|(ft) { prop hub or engine thrust center

 76 vert cant|(deg) { This is how many degrees above horizontal the thrust aims. (It is the vertical cant of the prop or engine, if any).
 77 side cant|(deg) { This is how many degrees to the right the thrust aims. (It is the lateral cant of the prop or engine, if any).

 78 prop radius (ft) { This is the radius of the propeller, which is the DISTANCE FROM THE PROPELLER HUB OUT TO THE PROPELLER TIPS
647 |vectors { This engine vectors up and down with the thrust vector if the vectored thrust option is chosen in the Helos and VTOLs window.
 79 root and tip chord { This is the root CHORD of each propeller blade, which is the distance from the leading edge to the trailing edge of the blade. It is about 5 or 6 inches for light planes.
 80 -|(inches) { This is the tip CHORD of each propeller blade, which is the distance from the leading edge to the trailing edge of the blade. It is about 5 or 6 inches for light plane.
 81 min and max pitch { This is the minimum pitch that the prop should be able to go to. Zero degrees is a typical 'flat' pitch.
 82 -|(deg) { This is the maximum pitch that the prop should be able to go to.
 83 design RPM|(RPM) { This is the PROP RPM that you want you prop to be optimized for.
 84 design spd acf, prop { This is the airspeed through the prop disc that you want your prop to be optimized for.
 85 -|(kt) { This is the maximum airspeed that you want to allow on the prop (tip speed). Plane-Maker will sweep the prop for you to maintain at or below this tip speed. Enter a very large number for unswept props.

578 speed that wind sound was recored at|(KIAS, used for setting the sounds in X-Plane) { Leave these numbers at default if you are not using your own custom sounds that you recorded.
579 rpm that the propeller sound was recorded at|(rpm, used for setting the sounds in X-Plane) { Leave these numbers at default if you are not using your own custom sounds that you recorded.
580 rpm that the recip-engine sound was recorded at|(rpm, used for setting the sounds in X-Plane) { Leave these numbers at default if you are not using your own custom sounds that you recorded.
581 N1 that the jet or turboprop engine sound was recorded at|(N1, used for setting the sounds in X-Plane) { Leave these numbers at default if you are not using your own custom sounds that you recorded.


101 semi-length|(wing semi-length, root to tip, ALONG THE 25% CHORD, not span (ft) { This is the LENGTH of EACH WING from the root to the tip, measured along a straight line going through the center of the wing, 25% of the way back from the leading edge.
102 root chord|(ft) { This is the distance from the leading edge of the wing to the trailing edge of the wing at the root (base) of the wing.
103 tip chord|(ft) { This is the distance from the leading edge of the wing to the trailing edge of the wing at the tip (outside edge) of the wing.
104 sweep|(deg) { The sweep is the angle that the wings are swept BACK from sticking straight out the side of the airplane. Wing sweep is used to allow high-speed travel (above Mach 0.7 or so), because the wing does not have to attack the air head-on.
105 dihedral|(deg) { The dihedral is the angle that the wings are lifted UP from sticking straight out the side of the airplane. Dihedral helos keep the aircraft wings-level in flight, but makes it difficult for you to yaw the aircraft without the wings rolling in respsonse.
106 long arm|(ft) { 25% chord of the wing root
107 lat arm|(ft) { 25% chord of the wing root
108 vert arm|(ft) { 25% chord of the wing root

385 -Egnine Has Pylon { This indicates whether this engine has a pylon or not
109 # { This is the number of pieces that the wing is broken down into mathematically, with X-Plane finding the force on each piece many times per second. The Pieces are evenly spaced along the wing, working from the root out to the tip of the wing.

110 -incidence { The angle of incidence is how much each part of the wing is aimed UP in the front... this is used to gain extra lift from the wing in cruise, and cause only certain points of the wing to stall (done by increasing the incidence of only that part of the wing.
113 -aileron 1 { This indicates whether this part (element) of the wing is equipped with ailerons. Ailerons move differentially on either wing to control ROLL. 2 sets of ailerons are provided so you can have inboard and outboard ailerons with different deflections.
114 -aileron 2 { This indicates whether this part (element) of the wing is equipped with ailerons. Ailerons move differentially on either wing to control ROLL. 2 sets of ailerons are provided so you can have inboard and outboard ailerons with different deflections.
115 -roll spoiler 1 { This indicates whether this part (element) of the wing is equipped with spoilers. Spoilers deflect on one side of the plane at a time only (left or right) to spoil lift on that wing and cause it to drop, allowing roll control. Ailerons are linked (possibly via a fly-by-wire system) to the control stick.
392 -roll spoiler 2 { This indicates whether this part (element) of the wing is equipped with spoilers. Spoilers deflect on one side of the plane at a time only (left or right) to spoil lift on that wing and cause it to drop, allowing roll control. Ailerons are linked (possibly via a fly-by-wire system) to the control stick.
119 -drag rudder { This indicates whether this part (element) of the wing is equipped with drag rudders, which split open on the wingtips to create drag. These are used on flying-wings to control yaw. Drag-rudders are linked (possibly via a fly-by-wire system) to the rudder pedals.
117 -elevator 1 { The elevators are mounted on the canard or horizontal stabilizer, and deflect up or down to increase or decrease lift, thus causing the plane to pitch up or down. Elevators are linked (possibly via a fly-by-wire system) to the control stick.
138 -elevator 2 { The elevators are mounted on the canard or horizontal stabilizer, and deflect up or down to increase or decrease lift, thus causing the plane to pitch up or down. Elevators are linked (possibly via a fly-by-wire system) to the control stick.
118 -rudder 1 { This indicates whether this part (element) of the vertical stabilizer is equipped with rudder pedals. Rudders are used to yaw the aircraft in flight. The rudders are linked (possibly via a fly-by-wire system) to the rudder pedals.
 32 -rudder 2 { This indicates whether this part (element) of the vertical stabilizer is equipped with rudder pedals. Rudders are used to yaw the aircraft in flight. The rudders are linked (possibly via a fly-by-wire system) to the rudder pedals.
111 -flap 1 { This indicates whether this part (element) of the wing is equipped with flap-set 1, which increase the amount of lift (and, incidentally, drag) that the wing produces when the flaps are deployed (which is accomplished with a large white handle in the cockpit).
302 -flap 2 { This indicates whether this part (element) of the wing is equipped with flap-set 2, which increase the amount of lift (and, incidentally, drag) that the wing produces when the flaps are deployed (which is accomplished with a large white handle in the cockpit).
112 -slat { This indicates whether this part (element) of the wing is equipped with slats, which allow the wing to get to a higher angle of attack before it stalls.
116 -speed brake { This indicates whether this part (element) of the wing is equipped with speedbrakes, which can be deployed by a small white handle in the cockpit to reduce lift and increase drag, thus speeding descent.
335 -incidence with ail1 { This indicates whether this part (element) of the wing changes incidence with aileron input.
147 -incidence with ail2 { This indicates whether this part (element) of the wing changes incidence with aileron input.
142 -incidence with elevator 1 { This indicates whether this part (element) of the wing changes incidence with elevator input.
656 -incidence with elevator 2 { This indicates whether this part (element) of the wing changes incidence with elevator input.
143 -incidence with rudder 1 { This indicates whether this part (element) of the wing changes incidence with rudder input.
 33 -incidence with rudder 2 { This indicates whether this part (element) of the wing changes incidence with rudder input.
336 -incidence with vector { This indicates whether this part (element) of the wing changes incidence with thrust vector.
296 -incidence with trim { This indicates whether this part (element) of the wing changes incidence with trim (like for flying stabilizers on airliners and Mooneys).

309 SWITCH EDITING MODES
310 RESET THIS SECTION TO VERTICAL
311 RESET ALL SECTIONS TO VERTICAL
312 LOAD TOP BACKGROUND BITMAP
333 CLEAR TOP BACKGROUND BITMAP
313 LOAD LEFT BACKGROUND BITMAP
334 CLEAR LEFT BACKGROUND BITMAP

300 RESET EDITING OFFSETS (arrows and +/- to change)
299 SWITCH EDITING MODES

124 body radius|(ft) { This is simply the width in feet of the grids below, which you should set to be just big enough to draw all the cross-sections of the aircraft.
125 body coeff of drag|(based on BODY FRONTAL AREA) { This is the coefficient of drag for this body, which will give the total drag for the body when multiplied by the body frontal area, air density squared, airspeed squared, and then divided by 2. A value of 0.1 is appropriate for airplanes of average sleekness. 0.05 would apply to very low-drag aircraft.
120 |-aircraft has fuselage (might be no for flying wings) { The fuselages and other bodies in X-Plane contribute drag, and even some lift and sideforce, based on their frontal, side, and top areas. They also change the moments of inertia of the craft by distributing the aircraft's mass across the surface of the fuselage, wings, stabilizers, and other bodies. Like every part on the plane in X-Plane, they have aerodynamic as well as visual consequences.
123 |-aircraft has this external fuel tank, float, or other external body
121 |-aircraft has a nacelle over this engine { The fuselages and other bodies in X-Plane contribute drag, and even some lift and sideforce, based on their frontal, side, and top areas. They also change the moments of inertia of the craft by distributing the aircraft's mass across the surface of the fuselage, wings, stabilizers, and other bodies. Like every part on the plane in X-Plane, they have aerodynamic as well as visual consequences.
532 long arm|(ft) { fuel tank, float, or other external body
533 lat arm|(ft) { fuel tank, float, or other external body
534 vert arm|(ft) { fuel tank, float, or other external body

535 { this fuselage cross section

126 aileron 1 chord ratio| { Ailerons are mounted on the wingtips and move in opposite directions to ROLL the airplane. The chord ratio is the fraction of the wing, from leading edge to trailing edge, that the control surface takes up. Controls typically have a chord ratio of about 0.2 to 0.3. Two sets of ailerons are provided so you can have inboard and outboard ailerons with different deflections. THIS IS THE CHORD RATIO AT THE ROOT THEN TIP OF THE CONTROL.
127 aileron 2 chord ratio| { Ailerons are mounted on the wingtips and move in opposite directions to ROLL the airplane. The chord ratio is the fraction of the wing, from leading edge to trailing edge, that the control surface takes up. Controls typically have a chord ratio of about 0.2 to 0.3. Two sets of ailerons are provided so you can have inboard and outboard ailerons with different deflections. THIS IS THE CHORD RATIO AT THE ROOT THEN TIP  OF THE CONTROL.
128 elevator 1 chord ratio| { Elevators are mounted on the horizontal stabilizer (tail) of the airplane and move to PITCH the airplane. The chord ratio is the fraction of the wing, from leading edge to trailing edge, that the control surface takes up. Controls typically have a chord ratio of about 0.2 to 0.3. THIS IS THE CHORD RATIO AT THE ROOT THEN TIP  OF THE CONTROL.
658 elevator 2 chord ratio| { Elevators are mounted on the horizontal stabilizer (tail) of the airplane and move to PITCH the airplane. The chord ratio is the fraction of the wing, from leading edge to trailing edge, that the control surface takes up. Controls typically have a chord ratio of about 0.2 to 0.3. THIS IS THE CHORD RATIO AT THE ROOT THEN TIP  OF THE CONTROL.
129 rudder 1 chord ratio| { Rudders are mounted on the vertical stabilizer (tail) of the airplane and move to YAW the airplane. The chord ratio is the fraction of the wing, from leading edge to trailing edge, that the control surface takes up. Controls typically have a chord ratio of about 0.2 to 0.3. THIS IS THE CHORD RATIO AT THE ROOT THEN TIP  OF THE CONTROL.
650 rudder 2 chord ratio| { Rudders are mounted on the vertical stabilizer (tail) of the airplane and move to YAW the airplane. The chord ratio is the fraction of the wing, from leading edge to trailing edge, that the control surface takes up. Controls typically have a chord ratio of about 0.2 to 0.3. THIS IS THE CHORD RATIO AT THE ROOT THEN TIP  OF THE CONTROL.
130 spoiler 1 chord ratio| { Spoilers are mounted on the wingtips and move one at a time to ROLL the airplane. The chord ratio is the fraction of the wing, from leading edge to trailing edge, that the control surface takes up. Controls typically have a chord ratio of about 0.2 to 0.3. THIS IS THE CHORD RATIO AT THE ROOT THEN TIP  OF THE CONTROL.
401 spoiler 2 chord ratio| { Spoilers are mounted on the wingtips and move one at a time to ROLL the airplane. The chord ratio is the fraction of the wing, from leading edge to trailing edge, that the control surface takes up. Controls typically have a chord ratio of about 0.2 to 0.3. THIS IS THE CHORD RATIO AT THE ROOT THEN TIP  OF THE CONTROL.
131 drag rudder chord ratio| { Drag rudders are mounted on the wingtips of flying wings and open up to create drag to YAW the airplane. The chord ratio is the fraction of the wing, from leading edge to trailing edge, that the control surface takes up. Controls typically have a chord ratio of about 0.2 to 0.3. THIS IS THE CHORD RATIO AT THE ROOT THEN TIP  OF THE CONTROL.
132 speedbrake chord ratio| { Speedbrakes are mounted anywhere on the wing and open up to increase drag and decrease lift to slow the airplane. The chord ratio is the fraction of the wing, from leading edge to trailing edge, that the control surface takes up. Controls typically have a chord ratio of about 0.2 to 0.3. THIS IS THE CHORD RATIO AT THE ROOT THEN TIP  OF THE CONTROL.

137 |control surface up/down { Ailerons are mounted on the wingtips and move in opposite directions to ROLL the airplane. They might move 20 degrees typically.
139 |aircraft nose up/down { Elevators are mounted on the horizontal stabilizer (tail) of the airplane and move to PITCH the airplane. They might move 20 degrees typically.
133 |rudder left/right { Rudders are mounted on the vertical stabilizer (tail) of the airplane and move to YAW the airplane. They might move 30 degrees typically.
134 |spoiler up { Spoilers are mounted on the wingtips and move one at a time to ROLL the airplane. They might move 30 degrees typically.
135 |drag rudder def { Drag rudders are mounted on the wingtips of flying wings and open up to create drag to YAW the airplane. They might open 45 degrees typically.
136 |speedbrake def { Speedbrakes are mounted anywhere on the wing and open up to increase drag and decrease lift to slow the airplane.  They might open 30 degrees in flight typically.

140 stab trim, NOSE up then down { This is how many degrees the entire stabilizer can move up or down for trim control. Most airplanes can NOT move the entire stabilizer for trim control, and they should have ZERO here. Airliners are the exception, which must move their entire stabilizer to trim the aircraft.
141 |(degrees, if you want the stabilizer to move in trim) { This is how many degrees the entire stabilizer can move up or down for trim control. Most airplanes can NOT move the entire stabilizer for trim control, and they should have ZERO here. Airliners are the exception, which must move their entire stabilizer to trim the aircraft.

144 corrugated with gaps-smooth with gaps-smooth with no gaps-high energy slots
148 control surface type { This will impact how effective the control surfaces are in X-Plane.

145 plain flap-slotted flap-slotted fowler-double slotted fowler-triple slotted fowler-split flap
303 krueger flap-slat

304 slat type { This will control how much angle of attack gain you get before stalling in X-Plane.
149 flap 1 { This will control how much lift, drag, and moment the flaps produce in X-Plane.
587 flap 2 { This will control how much lift, drag, and moment the flaps produce in X-Plane.


150 Plain flaps are the simplest type of flap. It is simply control surface that pivots down, producing some extra lift and bit of drag.
151 Slotted flaps are a more effective type of flap. A 'slot' (or gap) between the flap and the wing SPEEDS THE AIR UP AS IT PASSES OVER THE FLAP, producing more lift. The wing pitches down more, though.
152 Slotted Fowler flaps move BACK AND DOWN when deployed. A 'slot' along the flap SPEEDS THE AIR UP OVER THE TOP OF THE FLAP, and keeps it from stalling as well, producing lots of extra lift.
153 Slotted Double-Fowler flaps moves BACK AND DOWN when deployed. Multiple 'slots' along the flap SPEED THE AIR UP OVER THE TOP OF THE FLAP, and keep it from stalling as well, producing lots of extra lift.
154 Slotted Triple-Fowler flaps moves BACK AND DOWN when deployed. Multiple 'slots' along the flap SPEED THE AIR UP OVER THE TOP OF THE FLAP, and keep it from stalling as well, producing lots of extra lift.
155 Split flaps lower the bottom surface of the wing, but the top surface of the wing remains stationary! This produces a high-drag 'wedge'. You get lots of lift, but tons of drag!
305 A Krueger flap extends out of the LEADING EDGE of the wing to manage the airflow to delay the onset of a stall, allowing slower flight at higher angles of attack without stalling.
306 A slat extends forwards out of the LEADING EDGE of the wing to manage the airflow and form a slot to allow hi-energy air to flow through it to delay the onset of a stall, allowing slower flight at higher angles of attack without stalling.


156 flap root chord ratio| { This is the fraction of the total wing CHORD (from leading-edge to trailing-edge) taken up by the flap. THIS IS THE CHORD RATIO AT THE ROOT EDGE OF THE CONTROL.
536 flap tip chord ratio| { This is the fraction of the total wing CHORD (from leading-edge to trailing-edge) taken up by the flap. THIS IS THE CHORD RATIO AT THE TIP EDGE OF THE CONTROL.
157 flap Cl| { This is the flap's increment of coefficient of lift at max flap deflection FOR THE INFINITE-WING CASE, Finite-wing effects will be applied.
158 flap Cd| { This is the flap's increment of coefficient of PARASITE drag at max flap deflection FOR THE INFINITE-WING CASE, Finite-wing effects will be applied.
159 flap Cm| { This is the flap's increment of coefficient of moment at max flap deflection FOR THE INFINITE-WING CASE, Finite-wing effects will be applied.
165 flap detents| { This is the number of detents (stop-points) in the flap deflection cycle.
160 flap def time|(sec) { This is the time required (in seconds) to go from retracted to full flaps.
161 min flap to engage flap blowing|(rat) { This is the minimum flap deflection (in ratio to full) at which engine air will be blown over the part of the wing that has flaps. Blowing will be DIS-engaged at smaller flap deflections, and progressively ENGAGE at higher flap deflections until full engagement at full flaps.
162 thrust diversion|(part) { This is the part reduction in the effective engine throttle when the flaps are lowered, caused by bleeding air off the engine to blow over the flaps.
163 flap speed increase|(kt) { This is the speed added to the entire part of the wing that has flaps or other controls when the flaps are deployed and the engine is at full throttle. This speed ramps up directly with throttle, and phases in with flap deflection. This number is ZERO unless you have blown flaps, which blow engine bleed-air over the flaps. Remember that propwash is already simulated by X-Plane, and need not be added here!
328 Blow ALL flight controls, not just the flaps.|Do this for low-speed control. { Once you get too slow, the flight controls are not effective enough to fly... so duct air over them too!
164 increase in stall angle from L.E.D. deployment|(deg) { Slats allow the wing to go to a higher angle of attack without stalling (running out of lift). Slats may allow the wing to gain an additional 8 degrees of angle of attack without stalling.

308 slat { This is the slat deflection in ratio at this flap detente.
422 flap 1 { This is the flap deflection in degrees at this flap detente.
523 flap 2 { This is the flap deflection in degrees at this flap detente.

307 { This is the slat deflection in ratio at this flap detente.
537 { This is the flap deflection in degrees at this flap detente.

167 gear type { This is the type of landing gear used on this particular strut. It will affect the frontal area of the gear, which will determine drag when the gear is down!
166 none-skids-single-2 lateral-2 long-4 truck-6 truck-4 lateral-2/4 truck-3 lateral
168 |-gear has fairing { This indicates whether a streamlined wheel fairing is over the gear, which will signifigantly reduce the drag of the landing gear. This will have some impact on the pitch-down moment from having drag below the centerline, a well as the overall drag on the craft.
 51 |-this gear steers { Just check here which gear you want to steer.

169 long arm|(ft) { attach point of the strut to the fuselage
170 lat arm|(ft) { attach point of the strut to the fuselage
171 vert arm|(ft) { attach point of the strut to the fuselage
172 lon angle extended|(deg) { This is the angle in degrees FORWARD from vertical of the gear when extended.
173 lat angle extended|(deg) { This is the angle in degrees RIGHT from vertical of the gear when extended.
174 lon angle retracted|(deg) { This is the angle in degrees FORWARD from vertical of the gear when retracted.
175 lat angle retracted|(deg) { This is the angle in degrees RIGHT from vertical of the gear when retracted.
176 leg length|(ft) { This is the length of the gear leg when extended.
177 tire radius|(ft) { This is the radius (not diameter) of the tire in feet.
 93 tire semi-width|(ft) { This is half of the width of the wheel in feet in the hub.
178 retract axis, strut compress { This is the amount the gear rotates about it's own axis during retraction to fit inside the aircraft.
465 |(deg, ft) { This is the amount the gear legs compress during the retraction cycle, as done on the F-4 Phantom for example to save space.
179 cycle time|(sec) { This is the time it takes to raise or lower the gear, if retractible.
181 max gear door size|-(ft) { This is the maximum landing gear door size, for use in the next screen.
180 gear is retractable { Use this to indicate if the gear can retract to lower drag. Be sure to put a gear handle in the cockpit so that you can actually use this feature!
507 start craft on water { Use this to indicate that the plane has no landing gear, and you really want the plane to start off on the water, as a seaplane!
182 nosewheel steering|(deg, low-speed, enter 0 for free-castor) { This is the maximum amount that the nosewheel or tailwheel of the aircraft can steer from full rudder deflection BELOW the transition speed. ENTER ZERO FOR FREE-CASTORING NOSE OR TAILWHEEL. This will cause ground-steering to be done with differential braking rather than nosewheel steering.
183 transition speed|-(kt) { This is the speed at which we transfer from low-speed to high-speed nosewheel steering. This is where we stop using the brakes in free-castoring-gear planes, stop using the tiller in airliners, and turn off the nosewheel steering in fighters, for example.
184 nosewheel steering|(deg, high-speed, enter 0 for free-castor) { This is the maximum amount that the nosewheel or tailwheel of the aircraft can steer from full rudder deflection ABOVE the transition speed. ENTER ZERO FOR FREE-CASTORING NOSE OR TAILWHEEL. Even with free castoring gear, there will be no differential braking above this speed!
718 nosewheel spring force|(lb, per degree offset) { If the gear that steers is connected to the steering command via spring, then enter the constant here in pounds of sideforces on the wheel per degree of deflection of that wheel from commanded. ENTER ZERO IF THE WHEEL IS HARD-LOCKED TO THE PILOT STEERING COMMAND.
185 water rudder long arm|-(ft) { water rudder location
186 water rudder area|-(square feet) { This is how big the water rudder is in square feet for seaplanes and flying boats.
187 water rudder deflection|-(deg) { This is how many degrees the water rudder delects with full rudder for seaplanes and flying boats.
122 rolling co friction { This is the coefficient of friction of the tires on pavement when rolling. 0.025 is typical of real planes... or in other words the weight of the airplane times 0.025 (2.5%) is the drag of the wheels on pavement when rolling. X-Plane will automatically increase that friction on grass and off airport.
577 |maximum co friction { This is the maximum coefficient of friction available from the tires on the pavement from braking or sideloads... wet or icy runways will reduce this number in the sim, as will being on grass or off the runway.






540 { This is the speedbrake or landing gear door type.
246 none-body mounted
188 none-open while extended-attached to strut-closed while extended


189 axis of rotation|(deg, heading for doors, roll for speedbrakes) { This is the HEADING of the axis about which the door rotates, and the ROLL of the axis about which the speedbrakes rotate.
190 arms { center of the top of the speedbrake or gear door
538 { center of the top of the speedbrake or gear door
244 |(ft) { center of the top of the speedbrake or gear door
539 door angles { This is the angle of the speedbrake or gear door when retracted.
191 | (deg, speebrakes are POSITIVE EXTENDED) { This is the angle of the speedbrake or gear door when extended.










192 long CG { center of gravity (or balance point) forwards limit
599 { center of gravity (or balance point) when opening the craft in X-Plane
193 |(forward limit, default, aft limit) { center of gravity (or balance point) aft limit
194 vert CG|(ft) { center of gravity (or balance point)
195 empty weight|(lb) { This is the weight of the aircraft when empty of fuel or payload, but with oil and other fixed weight on board.
196 fuel load|(lb) { This is the total weight of fuel that the aircraft can carry.
197 JATO weight|(lb, from 'Special Controls' screen) { This is the maximum weight that can be jettisoned from the aircraft. It can include bombs, water for forest fires, Jeeps pushed out the back of cargo planes, sling loads for helos, or anything else.
198 jettisonable load|(lb) { This is the maximum weight that can be jettisoned from the aircraft. It can include bombs, water for forest fires, Jeeps pushed out the back of cargo planes, sling loads for helos, or anything else.
199 maximum weight|(lb) { This is the maximum allowable weight for the aircraft to take off.
200 displaced weight|(lb, for blimps and dirrigibles) { This is weight of air displaced by the craft... enter zero for planes, the weight of the craft for blimps, zeppelins, dirigibles, or other such machines.
201 |-this load is SLUNG { Use this to indicate if the jettisonable load is slung on a cable beneath the craft. This will be an extra challenge to fly, with the resulting torques pulling on the craft!
343 |-this load is WATER { Use this to indicate if the jettisonable load is really water that can be scooped up by skimming a lake or ocean. Then fly over a forest fire and hit the 'r' key to release the water and put it out!

646 |-this load is AIRCRAFT { Use this to indicate if the jettisonable load is really another aircraft! This would be the attach point under the wing of the B-52 for the X-15 to hook up, for example. If this is the plane that GETS CARRIED, then this is the attach point to the mothership. Bottom line: This will be the point on the craft that attaches to whatever plane is attached to it.

202 # tanks| { Enter 0 tanks to simply put the fuel at the CG. Enter 1 to put it where you like. Enter 2 to do left and right (in that order). Enter 3 to do left, center, and right (in that order).
317 fuel|ratio { This is the fraction of the total fuel that goes in this tank.
203 long tank CG location|(ft) { fuel tank center
204 lat  tank CG location|(ft) { fuel tank center
205 vert tank CG location|(ft) { fuel tank center
206 long tank CG location|(ft) { fuel tank center
207 lat  tank CG location|(ft) { fuel tank center
208 vert tank CG location|(ft) { fuel tank center
209 long water jettison / slung load attach|(ft) { slung load attach point
210 lat  water jettison / slung load attach|(ft) { slung load attach point
211 vert water jettison / slung load attach|(ft) { slung load attach point
344 slung load cable length|(ft) { This is the slung load cable length.
503 center of displaced air|(ft) { center of bouyancy

397 lo Re { This is the airfoil section that the plane will use at this wing's ROOT. The default airfoil assigned by Plane-Maker is usually adequate for most purposes if you are not sure about which airfoil to select. The airfoil you select will decide the cross-section shape of the wing and resulting flight performance.
398 hi Re { This is the airfoil section that the plane will use at this wing's ROOT at a second, higher, Reynolds number. If you enter a different airfoil file for the second, higher, Reynolds number (optional) then X-Plane will linearly interpolate airfoil results between the two foils depending on the Reynolds number in flight.
399 { This is the airfoil section that the plane will use at this wing's TIP. If it is different than the foil you have selected for the ROOT, then X-Plane will linearly interpolate airfoil results across the wing from root to tip. If you want more foil control than this, then you can join multiple wings together to form one big wing.
433 { This is the airfoil section that the plane will use at this wing's TIP at a second, higher, Reynolds number. If you enter a different airfoil file for the second, higher, Reynolds number (optional) then X-Plane will linearly interpolate airfoil results between the two foils depending on the Reynolds number in flight.

212 -variable-sweep { Indicate here if this wing is variable sweep. If so, enter the sweep of the wings when fully swept here. Enter the sweep of the wings when UNswept in the primary wing screens.
213 -variable-dihedral { Indicate here if this wing is variable dihedral. If so, enter the dihedral of the wings when fully activated here. Enter the dihedral of the wings when UNactivated in the primary wing screens.
583 -variable-incidence { Indicate here if this wing is variable incidence. If so, enter the incidence that can be added here. There is an incidence control handle that you can add in the Panel window.
214 maximum sweep|(deg) { This is the maximum sweep that the wing can go to... Enter the minimum value in the standard wing window if the wing has variable-sweep wings. Variable-sweep wings allow wings-out flying for low-speed performance, and wings-swept flying for flight above Mach 0.7 or so.
215 maximum dihedral|(deg) { This is the maximum dihedral that the wing can go to... Enter the minimum value in the standard wing window if the wing has variable-dihedral wings.
582 maximum incidence|(deg) { This is the maximum incidence that can be ADDED to the incidence entered in the various Wing windows. This is used for variable-incidence aircraft.

435 flaps-1 with pitch input|(deg) { This is how much the flaps move (in degrees) with full roll input from pilot, in addition to any existing flap setting... flaps can move down only.
501 flaps-2 with pitch input|(deg) { This is how much the flaps move (in degrees) with full roll input from pilot, in addition to any existing flap setting... flaps can move down only.
434 flaps-1 with roll input|(deg) { This is how much the flaps move (in degrees) with full roll input from pilot, in addition to any existing flap setting... flaps can move down only.
502 flaps-2 with roll input|(deg) { This is how much the flaps move (in degrees) with full roll input from pilot, in addition to any existing flap setting... flaps can move down only.
505 |hi-dep { This is the deployment mode. If checked, the flaps will only come in ABOVE 50% CONTROL DEFLECTION. Otherwise they will deploy smoothly along with any flight controls.

436 weight-shift weight|(lb) { This is the weight you want to shift around with control input, as done in hang-gliders. This much of your total weight from the weight and balance screen will be shifted.
437 weight-shift each direction lateral|(ft) { This is how much you shift left and right from center, in feet. This is the distance you can move the weight from center. Useful for Hang-Gliders.
454 weight-shift each dir longitudinal|(ft) { This is how much you shift fore and aft from center, in feet. This is the distance you can move the weight from center. Useful for Hang-Gliders.
 38 wing-tilt each direction lateral|(deg) { This is how much you tilt the wing left and right in degrees with control input to roll the plane.
522 wing-tilt each dir longitudinal|(deg) { This is how much you tilt the wing up and down in degrees with control input to pitch the plane.


216 JATO long arm| { JATO exhaust nozzle
217 JATO vert arm| { JATO exhaust nozzle
218 JATO angle|(deg, 0 is aft, 90 is down) { This is the JATO (Jet Assisted Take Off) angle from the horizontal.
219 JATO thrust|(lb) { This is the thrust that the JATO (Jet Assisted Take Off) puts out during it's burn.
220 JATO duration|(sec, will determine JATO weight) { This is how long the JATO (Jet Assisted Take Off) burns before it burns out.
221 JATO specific weight|(will determine JATO weight) { This is how many pounds of rocket fuel are burned per pound-hour of thrust.




222 differential elevator & stabilator with roll|(max degrees, as in F-14) { The stabilators or elevators (on the horizontal stabilizer or tail) can deflect differentially to assist in roll control. The F-14 and other fighters do this.
223 differential elevator & stabilator with yaw|(max degrees, as in Bonanza) { The stabilators or elevators (on the horizontal stabilizer or tail) can deflect differentially to provide yaw control if the horizontal stabilizer has a dihedral above 45 degrees or so. The Beech Bonanza does this.
224 ailerons 1 with pitch|(degrees, positive opposite elevator) { The ailerons can droop as you pull back on the stick to provide extra lift for pull-ups. We are aware of no planes that actually do this. 2 sets of ailerons are provided so you can have inboard and outboard ailerons with different deflections.
226 ailerons 2 with pitch|(degrees, positive opposite elevator) { The ailerons can droop as you pull back on the stick to provide extra lift for pull-ups. We are aware of no planes that actually do this. 2 sets of ailerons are provided so you can have inboard and outboard ailerons with different deflections.
225 ailerons 1 with flaps|(degrees, positive droop down with flaps) { The ailerons can droop as the flaps are deployed to provide extra lift for take-off and landing. Short-take-off and landing aircraft, as well as some complex fighters, do this. 2 sets of ailerons are provided so you can have inboard and outboard ailerons with different deflections.
227 ailerons 2 with flaps|(degrees, positive droop down with flaps) { The ailerons can droop as the flaps are deployed to provide extra lift for take-off and landing. Short-take-off and landing aircraft, as well as some complex fighters, do this. 2 sets of ailerons are provided so you can have inboard and outboard ailerons with different deflections.


464 rudder with aileron|(ratio) { This links the rudders to the ailerons, as is done in the Ercoupe, which has no rudder pedals.
228 elevator with flaps|(ratio) { Move the pitch control this much ratio (in addition to any other input) with full flap extension.
393 aileron-1 cutout speed|(KIAS) { The OUTER ailerons on many modern jets dis-engage above a certain indicated airspeed, leaving only the inner ailerons for roll control. Enter a cutout here to center the outer ailerons above this speed.
229 aileron-2 cutout speed|(KIAS) { The OUTER ailerons on many modern jets dis-engage above a certain indicated airspeed, leaving only the inner ailerons for roll control. Enter a cutout here to center the outer ailerons above this speed.
371 spoiler-1 cutout speed|(KIAS) { The spoilers may dis-engage above a certain indicated airspeed, leaving only the ailerons for roll control.
648 spoiler-2 cutout speed|(KIAS) { The spoilers may dis-engage above a certain indicated airspeed, leaving only the ailerons for roll control.




230 thrust vector with pitch input|(deg) { The thrust will vector up or down with the flight control deflection to aid in pitch control. Used in some new fighters.
231 thrust vector with roll input|(deg) { The thrust will vector up or down with the flight control deflection to aid in roll control. This will only help with planes with more than one engine, so the up-down will help with roll. Used in some new fighters.
232 thrust vector with yaw input|(deg) { The thrust will vector left or right with the flight control deflection to aid in yaw control. Used in some new fighters.

366 throttle with pitch input|(part) { Throttle will go up or down on either fore/aft of the craft with pitch deflection to aid in pitch control. Used in hovering configurations.
367 throttle with roll input|(part) { Throttle will go up or down on either side of the craft with roll deflection to aid in roll control. Used in hovering configurations.
233 throttle with yaw input|(part) { Throttle will go up or down on either side of the craft with yaw deflection to aid in yaw control. Used in flying wings for yaw control.

318 |-full on at 90 deg { VTOLs like the V-22 use thrust-vectoring for manuevering when the vector is at 90 degrees, but lock the rotors as the vector goes to zero. Do this here with your thrust-vectoring, if desired.
332 |-full on at 0 deg { A plane like the F-22 vectors thrust when going forwards. Do this here.



234 |auto speedbrake deploy on touchdown { Use this option if you want the speedbrakes (if equipped) to automatically deploy when the craft touches down. This is normally used on airliners.
235 |auto wheelbrake on touchdown { Use this option if you want the wheel brakes to automatically activate when the craft touches down. This is normally used on airliners.
326 |auto reverse on touchdown { Automatically reverse thrust on touchdown. The Swedish Viggen fighter does this.

236 |auto wing-sweep with flaps { Use this option if you want the wings to automatically sweep with flap deployment. This is used on the Beech Starship to keep the craft in trim in all configurations.
400 |auto wing-sweep with vector { Use this option if you want the wings to automatically sweep as the thrust vector comes aft.
325 |auto flaps with gear { Use this option if you want the flaps to automatically deploy with the landing gear. This is used on the JA-37 Jatviggen to simplify cockpit workload.
329 |auto flaps with vector { Use this option if if your craft automatically brings in flaps as you lower the thrust vector. Helps lower cockpit workload.
237 |auto slats near stall { Use this option if you want the slats to automatically deploy when the wing gets close to a stall to prevent the stall. This is used on many fighters.
506 |auto flaps near stall { Use this option if you want the flaps to automatically deploy when the wing gets close to a stall. This is used on some fighters.

319 |auto-trim pitch loads { Use this option if if your craft is automatically trims out pitch loads. This system is used on some fly-by-wire aircraft.
238 |anti-ice equipped { Use this option if your craft has anti-ice equipment to keep ice from forming in visible moisture near the freezing point.
239 |arresting gear equipped { Use this option if your craft has arresting gear, as used for aircraft carrier operations.
241 |gear warning horn equipped { Use this option if your craft is equipped with a simple warning that will activate if you do not lower your landing gear when you reduce power. This system is used on many light aircraft.
295 |lo-rotor RPM horn equipped { Use this option if you want a warning horn to go off whenever any rotor RPM drops below nominal operating.
 56 |hi-rotor RPM horn equipped { Use this option if you want a warning horn to go off whenever any rotor RPM goes above nominal operating.
649 |auto-tailwheel lock equipped { Use this option if you want the tailwheel to lock when the stick is pulled full aft, and unlock otherwise.

243 parachute long, then vert arm { chute
245 |(ft) { chute
247 parachute front area|(square feet) { This is the frontal area (in square feet) of any parachutes. A few (rare) high-speed airplanes have these.
248 |vectored-thrust equipped { Indicate here if the craft can vector it's thrust for vertical take-offs and landings. Craft like the AV-8B Harrier and V-22 Osprey do this.
249 LONG and VERT distance from engine-2 screen location to thrust center { This is how far the pivot point entered in the Engine-2 screen is from the thrust center. It is the driveshaft length, since the engine is treated as being at the pivot point. It is approx the length of the nacelle for the V-22 Osprey. It could also be the length of a driveshaft for ANY plane, even if not vectored thrust.
341 |(ft) { This is how far the pivot point entered in the Engine-2 screen is from the thrust center. It is the chain length, since the engine is treated as being at the pivot point. It is approx displacement of the prop from the pivot point in a motorglider. It could also be the length of a driveshaft for ANY plane, even if not vectored thrust.
508 tilt rate|(deg/sec) { This is how many degrees per second the thrust vector rotates.
265 |auto-set the RPM from the top of the green to the minimum prop governor RPM as the vector changes { VTOLs like the V-22 and Bell-609 use high RPM in hover, low RPM in cruise. Enter the high and low values as the green arc in the engines screen and check this option to automatically phase between these RPM's in flight as you tilit the thrust vector.
342 |hide the prop from the airstream at vectors above 90 degrees (used to stow props) { Motorgliders use this option to stow their props.
250 PITCH then ROLL cyclic change in blade pitch { This is how much the pitch of the blades changes for with maximum pitch input from the pilot. THIS CYCLIC WILL BE WASHED OUT WHEN THE DISC TILTS THIS MUCH!
251 |(deg) { This is how much the pitch of the blades changes for with maximum roll input from the pilot. THIS CYCLIC WILL BE WASHED OUT WHEN THE DISC TILTS THIS MUCH!
252 flapping hinge arm from axis|(ft) { This is how far out from the axis of rotation of the rotor the flapping arm of the blades is. A larger number will result in a more powerful, precise, control authority as the centrifugal force of the rotor blades tries to pull the rotor hub into alignment with the rotor disc. So-called 'teetering' hubs have an arm of ZERO here, since they have the blades flapping right at the axis of rotation.
253 delta-3 for cyclic response|(degrees hinge offset, recommend zero) { This is the phase offset of the cyclic correction to get the disc to repsond faster and reduce flapping... though there is initial response in the wrong direction.
254 puffer PITCH|(ft-lb) { 'Puffers' are air-jets at the extremities of the airplane that can pitch, yaw, and roll the airplane in hover. They create pitch, roll, and yaw moments (torques) that can be entered here.
255 puffer ROLL|(ft-lb) { 'Puffers' are air-jets at the extremities of the airplane that can pitch, yaw, and roll the airplane in hover. They create pitch, roll, and yaw moments (torques) that can be entered here.
256 puffer YAW|(ft-lb) { 'Puffers' are air-jets at the extremities of the airplane that can pitch, yaw, and roll the airplane in hover. They create pitch, roll, and yaw moments (torques) that can be entered here.
257 rocket LONGITUDINAL|(lb) { Manuevering rockets are used on spacecraft to push you fore, aft, left, right, up or down. You may of course experiment with them on any craft. There are activation buttons in the instrument list that you can press to activate them.
258 rocket LATERAL|(lb) { Manuevering rockets are used on spacecraft to push you fore, aft, left, right, up or down. You may of course experiment with them on any craft. There are activation buttons in the instrument list that you can press to activate them.
259 rocket VERTICAL|(lb) { Manuevering rockets are used on spacecraft to push you fore, aft, left, right, up or down. You may of course experiment with them on any craft. There are activation buttons in the instrument list that you can press to activate them.
260 stab incidence change with speed|(deg change, at redline) { Some craft, like the Blackhawk, have the incidence of their stabilizers change on a pre-programmed schedule with speed. The CHANGE in incidence will be ZERO at ZERO speed, and the number at entered here at REDLINE, with linear interpolation in between.
261 tail-rotor increase with full collective|(deg) { Some helos interconnect the tail rotor to the collective to minimize pilot input when you change collective. You can do this here. Remember, ARTIFICIAL STABILITY WILL SUPPLEMENT WHATEVER YOU ENTER HERE!
262 differential collective with roll input|(deg, when in vertical thrust vector) { VTOLs like the Bell 609 will alter the collective pitch (lift) of the rotor on either side to roll the craft in hover. Enter the parameter for that here.
263 differential collective with yaw input|(deg, when in horizontal thrust vector) { VTOLs like the Bell 609 will alter the collective pitch (lift) of the rotor on either side to yaw the craft in forward flight (!) Enter the parameter for that here.
330 differential collective with pitch input|(deg, when in vertical thrust vector) { VTOLs like the X-19 have rotor towards front and towards the back of the craft... they can adjust their collective pitch in hover to pitch the aircraft.
264 differential longitudinal cyclic with yaw input|(deg, when in vertical thrust vector) { VTOLs like the Bell 609 or V-22 will tilt the rotors back and forth in opposite directions to yaw the craft in hover. Enter the parameter for that here.
331 differential lateral cyclic with yaw input|(deg, when in vertical thrust vector) { Helicopters like the CH-47 tilt the rotors left and right in opposite directions to yaw the craft in hover. Enter the parameter for that here.
266 max rotor trim aft when stick fully forward|(deg, from trim input only, not cyclic or elevator) { Some autogyros might deflect the rotor AND a stabilizer for pitch control. This is the amount you can trim the rotor seperately from the stabilizer to trim your rotor RPM. You better select a rotor trim handle for the cockpit to use this function!
267 max rotor trim aft when stick fully aft|(deg, from trim input only, not cyclic or elevator) { Some autogyros might deflect the rotor AND a stabilizer for pitch control. This is the amount you can trim the rotor seperately from the stabilizer to trim your rotor RPM. You better select a rotor trim handle for the cockpit to use this function!

541 longitudinal, lateral, and vertical weapon attach arm (ft)
645 { This is the default weapon for this hard-point. Create any weapons you like in the 'Create Weapons' window and apply them to the aircraft here.
423 Clear
544 attach point long arm|(ft) { weapon attach-point to the aircraft
545 attach point lat arm |(ft) { weapon attach-point to the aircraft
546 attach point vert arm|(ft) { weapon attach-point to the aircraft
547 center of gravity long arm|(ft) { center of gravity
548 center of gravity vert arm|(ft) { center of gravity
549 fin long arm|(ft)
550 fin root, tip chord
551 |(ft)
552 fin semi-length|(ft)
553 fin sweep|(deg)
554 control size, steering deg
555 |(rat, deg)
556 fin dihedral|(deg) { Enter 90 degrees for 'Vertical Stab' type, with one fin on top, one below.
615 New Weapon
616 Save Weapon AS
617 Save Weapon
618 Load Weapon

557 thrust|(lb)
558 duration|(sec)

572 acquisition field of view: target must remain in this field of view to be tracked
573 control input per degree of target off of missile boresight|(this is the 'aim strength', in faction of total control deflection)
574 control input per degree per second of target off of missile boresight|(this is the 'lead strength', in faction of total control deflection)
575 control input per degree per second rotation of missile|(this is the 'damping strength', in faction of total control deflection)

314 ground attitude: %1.2f deg, %1.2f ft.
315 CLEAR
316 BACKGROUND BITMAP

600 BE ADVISED
601 SAY INTENTIONS
602 Understood
603 Enter Name
604 Enter ID
605 Go Up a Level
606 Cancel
607 Save
608 Don't Save
609 Cancel
610 Save changes to 
611 first?
612 Version and Updates

542 |-laser { This is used for mock combat. The laser does not damage, but will indicate a hit, and is perfectly straight and instantaneous, with no ammo limit.
543 |-death-laser { This is used for actual combat. The laser destroys it's target, and is perfectly straight and instantaneous, with no ammo limit. Boeing is working on a prototype housed in a 747 to shoot down missiles.
589 |-gun { This is a machin-gun.
590 |-rockets (unguided) { This is a rocket-launcher You design the shape of the launcher here, not the rockets themselves.
591 |-air-to-air missile: heat-seaking { This is an air-to-air missile, tracking heat of target after fired and forgotten.
592 |-air-to-air missile: self radar-guide { This is an air-to-air missile, tracking radar signature of target after fired and forgotten.
593 |-air-to-air missile: your radar-guide { This is an air-to-air missile, whose target must remain in front of the firing aircraft to guide.
594 |-air-to-ground missile: TV-guided { This is an air-to-air missile, guided by you from the cockpit.
595 |-air-to-ground missile: GPS { This is an air-to-ground missile, GPS-guided.
596 |-air-to-ground bomb: GPS { This is an air-to-ground bomb, laser-guided.
597 |-air-to-ground bomb: laser-guided { This is an air-to-ground bomb, laser-guided.
598 |-air-to-ground bomb: TV-guided { This is an air-to-ground bomb, guided by you from the cockpit.
368 |-drop-tank { This is a drop-able fuel tank, from which fuel will automatically burn before the crafts internal tanks are tapped.

466 CROSS-SECTIONS, ALL STATIONS WITH RESPECT TO THE CENTER OF GRAVITY!

358 |This wing is on the LEFT side.

619 |-air-to-ground bomb: free-fall { This is an air-to-ground bomb, unguided free-fall.
620 mounting weight|(lb) { For lasers, this would be the total weight of the weapon. For guns, it would be the weight of the guns but not the ammo. For bombs and misssiles, it would just be the mounting racks. This weight is added to the existing aircraft weight, and the total bullet/bomb weight is added as well.
621 laser range|(ft) { This is how far away the laser will still be detected by the target for the hit.
622 convergence range|(feet) { 

623 rounds per second|(/sec) { 
624 rounds of ammo|(#) { 
625 muzzle speed|(fps) { 
626 each round weight|(lb) { 
627 each round frontal area|(square inches) { 
628 convergence range|(feet) { 
629 lateral aim with joystick when armed|(deg, rotated about attach point) { 
630 vertical aim with joystick when armed|(deg, rotated about attach point) { 
631 rockets salvos per second|(#) { 
632 rockets salvos avail|(#) { 
633 each rocket weight|(lb) { 
634 each rocket frontal area|(square inches) { 
635 convergence range|(feet) { 
636 TOTAL missile/bomb weight|(lb) { 
637 warhead weight|(lb) { 
638 conventional-napalm-nuclear
639 warhead type { Do you really need an explanation?
640 missile/bomb drag coefficient| { 
641 drag-chute equiv area|(ft*ft) { This is the equivalent frontal-area (Cd=1.0) of any parachutes, speedbrakes, streamers, or other devices that deploy to slow the weapon immediately after it is released.
642 { This is the airfoil section that the fin will use. The default airfoil assigned by Plane-Maker is usually adequate for most purposes if you are not sure about which airfoil to select. The airfoil you select will decide the cross-section shape of the wing and resulting flight performance.
369 total weight of drop tank and full fuel|(lb) { 
370 weight of fuel only in the drop tank|(lb) { 

1200 PROPELLER 1
1201 PROPELLER 2
1202 PROPELLER 3
1203 PROPELLER 4
1204 PROPELLER 5
1205 PROPELLER 6
1206 PROPELLER 7
1207 PROPELLER 8
1208 LEFT WING 1
1209 RIGT WING 1
1210 LEFT WING 2
1211 RIGT WING 2
1212 LEFT WING 3
1213 RIGT WING 3
1214 LEFT WING 4
1215 RIGT WING 4
1216 LEFT H STAB
1217 RIGT H STAB
1218 VERT STAB 1
1219 VERT STAB 2
1220 MISC WING 1
1221 MISC WING 2
1222 MISC WING 3
1223 MISC WING 4
1224 MISC WING 5
1225 MISC WING 6
1226 MISC WING 7
1227 MISC WING 8
1228 MISC WING 9
1229 MISC WING 10
1230 MISC WING 11
1231 MISC WING 12
1232 MISC WING 13
1233 MISC WING 14
1234 MISC WING 15
1235 MISC WING 16
1236 MISC WING 17
1237 MISC WING 18
1238 MISC WING 19
1239 MISC WING 20
1240 ENG PYLN 1a
1241 ENG PYLN 2a
1242 ENG PYLN 3a
1243 ENG PYLN 4a
1244 ENG PYLN 5a
1245 ENG PYLN 6a
1246 ENG PYLN 7a
1247 ENG PYLN 8a
1248 ENG PYLN 1b
1249 ENG PYLN 2b
1250 ENG PYLN 3b
1251 ENG PYLN 4b
1252 ENG PYLN 5b
1253 ENG PYLN 6b
1254 ENG PYLN 7b
1255 ENG PYLN 8b
1256 FUSELAGE   
1257 MISC BODY 1
1258 MISC BODY 2
1259 MISC BODY 3
1260 MISC BODY 4
1261 MISC BODY 5
1262 MISC BODY 6
1263 MISC BODY 7
1264 MISC BODY 8
1265 MISC BODY 9
1266 MISC BODY 10
1267 MISC BODY 11
1268 MISC BODY 12
1269 MISC BODY 13
1270 MISC BODY 14
1271 MISC BODY 15
1272 MISC BODY 16
1273 MISC BODY 17
1274 MISC BODY 18
1275 MISC BODY 19
1276 MISC BODY 20
1277 NACELLE 1  
1278 NACELLE 2  
1279 NACELLE 3  
1280 NACELLE 4  
1281 NACELLE 5  
1282 NACELLE 6  
1283 NACELLE 7  
1284 NACELLE 8  
1285 W-FAIRING 1
1286 W-FAIRING 2
1287 W-FAIRING 3
1288 W-FAIRING 4
1289 W-FAIRING 5
1290 W-FAIRING 6
1291 W-FAIRING 7
1292 W-FAIRING 8
1293 W-FAIRING 9
1294 W-FAIRING 10











1443 HIGH-SPEED SYSTEM (for airplanes... tries to give constant angle of attack, sideslip, and roll-rate)
1444 LOW-SPEED SYSTEM (for helos and VTOLS... tries to give constant pitch, yaw, and roll-rates)

1445 Below 
1446 knots indicated airspeed, we will let full JOYSTICK pitch deflection command a 
1447 degrees per second pitch rate... NO MATTER THE ANGLE OF ATTACK! We will try to give you this pitch rate by moving the pitch controls 
1448 percent for each degree per second of pitch rate we are away from this target.
1449 Above 
1450 knots indicated airspeed, we will let full JOYSTICK pitch deflection command a 
1451 degrees of angle of attack. We will try to give you this pitch rate by moving the pitch controls 
1452 percent per degree error in the actual angle of attack from the target angle of attack. To try to avoid overshoots, we will move the pitch controls 
1453 percent for each degree per second of pitch rate.
1454 Above 
1455 knots indicated airspeed, we will let full JOYSTICK pitch deflection command a 
1456 G-units. We will try to give you this G-load by moving the pitch controls 
1457 percent per G-unit error in the actual G from the target G. To try to avoid overshoots, we will move the pitch controls 
1458 percent for each G per second of G-rate.

1399 |low-speed artificial stability tracks pitch and roll, not pitch and roll rates { If you check this box, the artificial stability system will command a pitch and roll with joystick input, not a pitch and roll RATE. In the case that you are tracking pitch and roll, not pitch and roll RATE, simply center your joystick to level the craft! This is an easier system to fly in the aircraft.

1400 pitch|target with fully-deflected stick { Move the stick all the way and the nose will raise or lower this many degrees.
1401 heading|target deg/sec yaw rate { The artificial stability system will attempt to give you this yaw rate with full-scale control deflection when in the low-speed mode,as defined above.
1402 roll|target with fully-deflected stick { Move the stick all the way and the nose will raise or lower this many degrees.

1403 pitch|target deg/sec pitch rate { The artificial stability system will attempt to give you this pitch rate with full-scale control deflection when in the low-speed mode, as defined above.
1404 heading|target deg/sec yaw rate { The artificial stability system will attempt to give you this yaw rate with full-scale control deflection when in the low-speed mode,as defined above.
1405 roll|target deg/sec roll rate { The artificial stability system will attempt to give you this roll rate with full-scale control deflection when in the low-speed mode, as defined above.

1406 pitch|target G-load { The artificial stability system will attempt to give you this G-load with full-scale control deflection when in the high-speed mode, as defined above.
1407 pitch|target deg angle of attack { The artificial stability system will attempt to give you this angle of attack with full-scale control deflection when in the high-speed mode, as defined above.
1408 heading|target deg sideslip { The artificial stability system will attempt to give you this sideslip with full-scale control deflection when in the high-speed mode, as defined above.
1409 roll|target deg/sec roll rate { The artificial stability system will attempt to give you this roll rate with full-scale control deflection when in the high-speed mode, as defined above.

1410 |fraction deflection per degree difference { This indicates how much the artificial stability system will move the controls (in addition to your own input) to obtain the aircraft rotations specified at left. The larger the number, the more aggressively the artificial stab system will move the controls to try to get the commanded pitch, heaing, or roll.
1411 |fraction deflection per degree difference { This indicates how much the artificial stability system will move the controls (in addition to your own input) to obtain the aircraft rotations specified at left. The larger the number, the more aggressively the artificial stab system will move the controls to try to get the commanded pitch, heaing, or roll.

1412 |fraction deflection per G-unit difference { This indicates how much the artificial stability system will move the controls (in addition to your own input) to obtain the aircraft rotations specified at left. The larger the number, the more aggressively the artificial stab system will move the controls to try to get the commanded pitch, heaing, or roll.
1413 |fraction deflection per degree difference { This indicates how much the artificial stability system will move the controls (in addition to your own input) to obtain the aircraft rotations specified at left. The larger the number, the more aggressively the artificial stab system will move the controls to try to get the commanded pitch, heaing, or roll.
1414 |fraction deflection per degree difference { This indicates how much the artificial stability system will move the controls (in addition to your own input) to obtain the aircraft rotations specified at left. The larger the number, the more aggressively the artificial stab system will move the controls to try to get the commanded pitch, heaing, or roll.

1415 |fraction deflection per degree per second difference { This indicates how much the artificial stability system will move the controls (in addition to your own input) to obtain the aircraft rotations specified at left. The larger the number, the more aggressively the artificial stab system will move the controls to try to get the commanded pitch, heading, or roll.
1416 |fraction deflection per degree per second difference { This indicates how much the artificial stability system will move the controls (in addition to your own input) to obtain the aircraft rotations specified at left. The larger the number, the more aggressively the artificial stab system will move the controls to try to get the commanded pitch, heading, or roll.
1417 |fraction deflection per degree per second difference { This indicates how much the artificial stability system will move the controls (in addition to your own input) to obtain the aircraft rotations specified at left. The larger the number, the more aggressively the artificial stab system will move the controls to try to get the commanded pitch, heading, or roll.

1418 |fraction deflection per G per second { This indicates how much the artificial stability system will move the controls (in addition to your own input) to obtain the aircraft G-load specified at left. The larger the number, the more aggressively the artificial stab system will move the controls to try to get the commanded pitch, heaing, or roll.
1419 |fraction deflection per degree per second { This indicates how much the artificial stability system will move the controls (in addition to your own input) to obtain the aircraft rotations specified at left. The larger the number, the more aggressively the artificial stab system will move the controls to try to get the commanded pitch, heaing, or roll.
1420 |fraction deflection per degree per second { This indicates how much the artificial stability system will move the controls (in addition to your own input) to obtain the aircraft rotations specified at left. The larger the number, the more aggressively the artificial stab system will move the controls to try to get the commanded pitch, heaing, or roll.
1421 |fraction deflection per degree per second difference { This indicates how much the artificial stability system will move the controls (in addition to your own input) to obtain the aircraft rotations specified at left. The larger the number, the more aggressively the artificial stab system will move the controls to try to get the commanded pitch, heaing, or roll.

1422 |THIS LOW-SPEED SYSTEM is in use below this speed { This is the airspeed (in knots indicated) below which the low-speed stability system will be in place. The stability system will phase smoothly between the low and high speeds.
1423 |THIS HIGH-SPEED SYSTEM is in use above this speed { This is the airspeed (in knots indicated) above which the high-speed stability system will be in place. The stability system will phase smoothly between the low and high speeds.


1424 throttle control per second|(fraction of throttle to allow per second)
1425 speed prediction|(how far in advance to predict the speed, seconds)
1426 speed error for full throttle|(how many knots off for full throttle, knots)

1427 roll prediction|(how far into the future to look to anticipate reaction, seconds)
1428 roll error for full aileron|(how much error will result in full deflection, degrees)
1429 roll tune-time|(how long to take to apply fine-tuning, seconds)
1430 localizer CDI prediction|(how far into the future to look to anticipate reaction, seconds)
1431 localizer CDI gain|(degrees heading change per degree deflection)

1432 pitch prediction|(how far into the future to look to anticipate reaction, seconds)
1433 pitch error for full elevator|(how much error will result in full deflection, degrees)
1434 pitch tune-time|(how long to take to apply fine-tuning, seconds)
1435 glideslope CDI prediction|(how far into the future to look to anticipate reaction, seconds)
1436 glideslope CDI gain|(degrees pitch change per degree deflection)

1437 pitch degrees per knot|(how many degress to change pitch per knot offset for speed-hold-with-pitch operations)

1439 |use custom FADEC constants
1440 displacement term|throttle increment per RPM difference from redline
1441 rate term|throttle increment per RPM rate of change from redline
1442 acceleration term|throttle increment per RPM acceleration of rate from redline

-1
