Integer:

1. 0 = Piston
2. 1 = Jet
3. 2 = None
4. 3 = Helo-turbine
5. 4 = Rocket (not supported)
6. 5 = Turboprop.

This is a scalar value for modifying the fuel flow required by the engine(s) with an impact on the rate at which fuel tanks empty only. Allows you to easily adjust the fuel consumption of the engine without changing any other aspect. A value of less than 1.0 causes a slower fuel consumption for a given power setting, a value greater than 1.0 causes the aircraft to burn more fuel for a given power setting.

The minimum fuel pressure required to get a combustion (in psf).

Default is 0.01.

Defines whether the master ignition switch is available (1, TRUE) or not (0, FALSE). If available, this switch must be on for the ignition circuit, and thus the engines, to be operable. Turning it off will stop all engines.

Default is 0 (FALSE).

The engine starter type.

Default is 0.

Integer:

1. 0 = Electric
2. 1 = Manual
3. 2 = Bleed Air

If set to 1 (TRUE), the engine may need to be primed before combustion (depending on temperature). Set to 0 (FALSE) otherwise.

Default is 0 (FALSE).

The ambient temperature below which engine vapor contrails will be turned on. For piston engines, the contrail effect is turned off unless a temperature value is set here, and for turbine engines the effect will occur automatically.

Default is -39.724 (for turbine engines above 27,362 ft), or set to -1 for no contrails.

This can be used to configure the percentage RPM threshold of detection for measuring how long the engine has been running.

Default is -1 (ie: no threshhold).

This can be used to configure the airspeed threshold of detection for measuring how long the engine has been running.

Default is 25 Knots.

Offset of the engine N thrust position from the Datum Reference Point. Each position takes a list of three values:

1. z (longitudinal distance)
2. x (lateral distance)
3. y (vertical distance)

Each location N specified increases the engine count (maximum of four engines allowed i.e: N is between 0 and 15), and all values are specified in ft. For propeller/turboprop aircraft, this point of thrust is where the propeller is on the engine, and for jet engines, it's the point of thrust output for the engine.

Note that these coordinates are important as they impact the rotation moments generated by engine thrust and will also impact the location of engine wash.

Default is 0, 0, 0.

Thrust pitch and heading angles (in degrees) for engine number N, expressed as two values:

• Value 1 is the pitch (theta x) where:
  1. <0° is pitch down
  2. >0° is pitch up
• Value 2 is the heading (theta y) where:
  1. <0° is heading left
  2. >0° is heading right.

This will affect the direction of thrust for the engine.

Default is 0, 0.

Cylinder displacement for each cylinder in cubic inches. This will affect the cylinder torque.

Scalar used to ponderate the max_rated_hp value, scaling the net torque / power output of the engine that is transferred to the propeller.

Here is a simplified formula to understand the engine torque output:

Torque = power_scalar * ((CylinderTorque * MechanicalEfficiency) - (CylinderFriction * OilViscosity))

This formula allows to understand how the power_scalar affects the net output.

Default is 1.0.

Sets whether the engine is a two stroke cycle engine (TRUE, 1) or not (FALSE, 0).

Default value is 0 (FALSE).

How sensitive the carburetor is to icing.

Default value is 0.25.

Time (in seconds) during which the starter will be enabled when toggled on.

Default is 1.5 seconds.

This parameter works in two "modes" depending on whether the turbocharged parameter is set to TRUE or not. When set to TRUE, this value indicates the maximum design manifold pressure supplied by the turbocharger, in inHg. When turbocharged is set to FALSE, this sets the value the manifold pressure regulator should not exceed (essentially the maximum value the regulator will authorize), in inHg.

Default value is 0.

If a turbocharger is present, this value indicates the minimum design manifold pressure supplied by the turbocharger, in inHg.

Default value is 0.

This value can be modified to increase/decrease the torque supplied by the starter to get the prop turning. Increase this value for a greater torque effect, decrease it for a lower torque setting, and the value cannot go below 0, and is usually less than 1.

Default value 0.3.

Sets whether auto-ignition is available (TRUE, 1) or not (FALSE, 0). When auto ignition is absent, magnetos need to be enabled for the engine to function. With auto ignition, there is no need to enable magnetos.

Default value is 0 (FALSE).

Gives the speed at which the shaft torque reaches its target value (not applicable for legacy FSX aircraft).

Default value is 2.

Gives the delta of temperature - in Rankine - when the carburetor Heater is activated.

Default value is 27.

An integer value indicating the method of engine cooling.

Default value is 0.

Integer:

1. 0 = air cooled
2. 1 = liquid cooled

Integer value indicating the emergency boost type available. The emergency boost system was originally designed to model the systems used on WWII aircraft, however it also models water/methanol systems available for more modern aircraft, and is a way to generate a power setting that is actually above the max continuous rating of the engine.

Default value is 0 (none).

Integer:

1. 0 = None
2. 1 = Water Injection
3. 2 = Methanol/Water Injection
4. 3 = WEP

The emergency boost duration (in seconds) When this time has elapsed, the engine will be considered as "damaged" and have greatly reduced power. Please see the Notes On Emergency Boost for more information.

If not specified, the default values are 315 seconds for WEP and 312 seconds for methanol-water injection.

Additional manifold pressure supplied by emergency boost, if available. Value is in inHg.

Default value is 0.

Defines the manifold pressure above which - when emergency boost is activated and running - the simulation will start measuring how much time you spent with emergency boost running until you reach the time limit. Value is in inHg. Please see the Notes On Emergency Boost for more information.

Default value is 0.

Multiplier on manifold pressure due to emergency boost. Value must be greater than 0.0 to have any effect.

Default value is 0.

Controls whether or not the Emergency Boost can be shut down after it is engaged.

Default value is 1 (TRUE).

Threshold at which the emergency boost will boost the engine. This is semi-automatic and will first require that the user activates war emergency power using the simulation input controls (key/gamepad/controller), and then emergency boost will activate when the throttle goes above the threshold set here. Note that this value is only relevant when the emergency_boost_type parameter is set to 3.

The default value is 0.99.

This is a factor (expressed as a Percent Over 100) on how much efficiency is affected when WEP is over-used. Value should be greater than 0.

Default value is 0.7.

Value to indicate if the engine is turbocharged (TRUE, 1) or not (FALSE, 0). Note that you cannot set this to TRUE if the manifold_pressure_regulator parameter is enabled, as they are mutually exclusive systems.

Default is 0 (FALSE).

Gives the relation between the ambient air density (in slug / ft³) and the volumetric multiplier of maximum displacement at sea level. In other words, this table scales the potential manifold pressure pre-wastegate.

For example, if you wanted to double the maximum available manifold pressure at a pressure altitude of 10,000ft (ISA density of 17.56 slug / ft³), you would use the following array: 17.56:2.0

Note that there are no default values for this table, and if it is simply omitted from the file, then the critical_altitude parameter will be used. If this parameter is included, the critical_altitude value will be ignored.

2D Table of Floats

(see Data Types for more information)

Altitude, in ft, at which the turbocharger - if present - will provide the maximum design manifold pressure. Above this altitude, the reciprocating engine will no longer produce its rated horsepower even with its throttle wide open.

Default value is 0.

Sets whether the engine is supercharged (1, TRUE) or not (0, FALSE). If the parameter new_supercharged is set to either 1 or 2, then this parameter should be set to FALSE (0), or be omitted from the CFG file. Please see the Notes On Supercharger section for additional information on this feature.

Default value is 0 (FALSE).

Bool

Set the engine to use the modern supercharger formulas using one of the 2 possible models, or set to 0 to use the legacy version. If set to 1 or 2, the supercharged parameter should be set to 0 or omitted from the CFG file. If set to 0, then the supercharged parameter may be used (although this is only recommended for legacy aircraft). Please see the Notes On Supercharger section for additional information on this feature.

Default value is 0 (FALSE).

Enum:

1. 0 = Off. Use for legacy aircraft.
2. 1 = Use a fixed formula to calculate the supercharger boost.
3. 2 = Use for multi speed supercharger support.

Gives the pressure altitude (in ft) at which the supercharger gear number N will be engaged. There are a maximum of 5 gears, numbered from 1. This parameter is only used when new_supercharged is set to 2, and also requires that supercharged = 0.

Default value for each gear is -1.

High end boost given by the supercharger when in gear N. There are a maximum of 5 gears, numbered from 1. This parameter is only used when new_supercharged is set to 2, and also requires that supercharged = 0.

Default value for each gear is 1.

Low end boost given by the supercharger when in gear N. There are a maximum of 5 gears, numbered from 1. This parameter is only used when new_supercharged is set to 2, and also requires that supercharged = 0.

Default value for each gear is 1.

Percent of horsepower required to drive supercharger.

Default value is 0.

Multiplier on manifold pressure at low RPM. The actual effect will depend on whether new_supercharged is enabled or not. If enabled, then it can ONLY be set to 1 (using 2 won't work). If supercharged = 1 then these parameters are valid, but new_supercharged must be set to 0.

Default value is 1.

Default value is 1.

Controls whether or not the engine has a manifold pressure regulator (1, TRUE) or not (0, FALSE). This regulator limits the air entering the manifold by opening or closing depending on the pressure need. To replicate this the waste gate is used as a limiting factor on the total boost instead of as a boosting factor like in the turbocharger. That means that the RECIP_ENG_WASTEGATE_POSITION SimVar will fluctuate between 0% and 100%, and can be monitored. The closer it is to 100% the more it limits the boost.

Note that you cannot have a manifold pressure regulator if the turbocharged parameter is set to TRUE, as they are mutually exclusive systems.

Default value is 0 (FALSE).

Manifold pressure (in inHg) at which the Manifold pressure regulator will start having an effect.

Default value is 0 inHg.

Manifold pressure time constant.

Default value is 0.0.

Gives the relation between the Throttle input and the effect on manifold - essentially giving a way to change the engine idle RPM. Each element of the the table - up to a maximum of 47 elements - is a point defined by a throttle position and an efficiency "scalar", so the table should look like this:

throttle_pos:manifold_efficiency,
throttle_pos:manifold_efficiency,
etc...

For example:

manifold_efficiency_table = 0:0.225, 1:0.97

The default values are: 0:0.2, 1:0.97

2D Table of Floats

(see Data Types for more information)

With this value you can correct the manifold pressure when the relative RPM does not match the throttle position, multiplying the difference using this coefficient. The value is given in inHg and is not limited.

Default value is -2.4885 inHg.

This value limits the minimum final value of the manifold pressure. The value is given is given in inHg and cannot be negative. Note that the final manifold pressure minimum will depend on atmospheric pressure as well, being whichever of the two is lower: this parameter, or the atmospheric pressure.

Default value is 4.949 inHg.

The manifold pressure (in psi) that if reached or exceeded will lead to the engine detonating.

Default value is -1 (disabled).

The minimum RPM for cruise speed.

The minimum required RPM to prevent the engine from shutting down.

Default value is 700.

This is a scalar value that can be modified to tune the mechanical efficiency of the engine at maximum RPM. Increase this value to increase the mechanical efficiency, decrease it to decrease the mechanical efficiency. Value must be greater than 0. This is a modifier that will be used along with the engine_mechanical_efficiency_table.

This is one of the mechanical efficiency scalars that will be applied to the torque formula:

Torque = power_scalar * ((CylinderTorque * engine_mechanical_efficiency_table) - (CylinderFriction * OilViscosity))

Default value is 1.0.

This is a scalar value that can be modified to tune the mechanical efficiency of the engine at idle RPM. Increase this value to increase the mechanical efficiency, decrease it to decrease the mechanical efficiency. Value must be greater than 0. This is a modifier that will be used along with the engine_mechanical_efficiency_table.

This is one of the mechanical efficiency scalars that will be applied to the torque formula:

Torque = power_scalar * ((CylinderTorque * engine_mechanical_efficiency_table) - (CylinderFriction * OilViscosity))

Default value is 1.0.

This scalar value is used to add a realistic shaking motion to piston aircraft based on the number and RPM of the engines.

Default value is 1.0.

This is a scalar value that can be modified to tune the internal friction of the engine at maximum RPM. Increase this value to increase the friction, decrease it to decrease the friction. Value must be greater than 0.

This is one of the friction scalars that will be applied to the torque formula:

Torque = power_scalar * ((CylinderTorque * engine_mechanical_efficiency_table) - (CylinderFriction * OilViscosity))

Default value is 1.0.

This is a scalar value that can be modified to tune the internal friction of the engine at idle RPM. Increase this value to increase the friction, decrease it to decrease the friction. Value must be greater than 0.

This is one of the friction scalars that will be applied to the torque formula:

Torque = power_scalar * ((CylinderTorque * engine_mechanical_efficiency_table) - (CylinderFriction * OilViscosity))

Default value is 1.0.

Gives the relation between the percentage maximum RPM and the percentage maximum oil pressure in a table with up to 47 elements. For example:
rpm_to_oil_pressure_table = 0:0, 0.1:0.3, 0.2:0.9, 0.519:1, 0.74:1 ;

Default values are: 0:0, 0.185:0.3, 0.519:1, 0.740:1

2D Table of Floats

(see Data Types for more information)

Gives the relation between the percentage maximum RPM and the percentage maximum fuel pressure in a table with up to a 47 elements. For example:

rpm_to_fuel_pressure_table = 0:0, 1000:0.3, 2800:1, 4000:1

The formula for calculating the fuel pressure is as follows:

FuelPress = fuel_press_tuning_constant * fuel_press_max * rpm_to_fuel_pressure_table

Default values are: 0.0:0.0, 500.0:0.3, 1400.0:1.0, 2000.0:1.0

2D Table of Floats

(see Data Types for more information)

Gives the relationship between the RPM (as a percentage of maximum) and the cylinder head temperature (as a percentage of maximum) in a table of up to 47 elements. For example:

rpm_on_cht_table = 0.26:0.93, 1:1 ;

Default values are: 0.2:0.6, 0.9:1.0.

2D Table of Floats

(see Data Types for more information)

This table represents the engine rotation speed (RPM) versus the different mechanical efficiency coefficients for the given speeds.

This is the mechanical efficiency table that will be applied to the torque formula, modified by the values in the tables max_rpm_mechanical_efficiency_scalar and idle_rpm_mechanical_efficiency_scalar. Essentially you can set this table as required and then tune it by using the other two table parameters. These tables are multipliers that will affect every entry in the table but with a different magnitude:

• max_rpm_mechanical_efficiency_scalar will have a greater effect on the last entries of the table (high rpm points)
• idle_rpm_mechanical_efficiency_scalar will have greater effect on the first entries of the table (low rpm points)

Here is a simplified version of the torque formula to understand how mechanical efficiency works:

Torque = power_scalar * (CylinderTorque * engine_mechanical_efficiency_table) - (CylinderFric * OilViscosity)

This is a 2D table of 8 paired values. Default values are: 0:0

2D Table of Floats

(see Data Types for more information)

Defines the friction/torque applied to the engine - especially when shutting down - using a 2D table of 8 paired values. Values are ftlbs for torques, and RPM for engine rotation speeds.

This is one of the friction scalars that will be applied to the cylinder friction of the torque formula.

Here is a simplified version of the torque formula to understand how mechanical efficiency works:

Torque = power_scalar * (CylinderTorque * engine_mechanical_efficiency_table) - (CylinderFric * OilViscosity)

Default values are: 0:0

2D Table of Floats

(see Data Types for more information)

The EGT tuning coefficient, which is a global scalar of the exhaust gas temperature.

This is the EGT calculation formula:

EGT = egt_tuning_constant * (egt_peak_temperature * egt_factor_from_pct_power + egt_delta_from_mixture_ratio)

Default value is 1.

The EGT peak temperature, in Rankine (calculated as °F + 460).

This is the EGT calculation formula:

EGT = egt_tuning_constant * (egt_peak_temperature * egt_factor_from_pct_power + egt_delta_from_mixture_ratio)

Default value is 0.

The EGT time constant, in seconds. This defines at which speed the effective EGT will reach the target EGT based on the current situation.

The time constant formula works like this:

CurrentEGT = (EGT - CurrentEGT) * DeltaTime * EGTtc

Default value is 0.

Gives the EGT temperature factor (to egt_peak_temperature) from the % of power (hp/maxhp).

This table can have up to 5 entries and the default values are:

0.000:0.500, 0.500:0.894, 0.640:0.956, 0.750:0.980, 1.000:1.000

2D Table of Floats

(see Data Types for more information)

Gives the EGT temperature delta (to current EGT value after factor is applied) from the mixture ratio.

This table has up to 7 entries and the default values are:

0.043:-100.000, 0.050:-89.7000, 0.067:-50.000, 0.070:0.000, 0.075:-4.900, 0.083:-80.000, 0.108:-120.500

2D Table of Floats

(see Data Types for more information)

Cylinder head temperature tuning constant, which is the global scalar of the cylinder head temperature.

This is the CHT calculation formula:

CHT = CHTTuningConst * ((CHTHeatingConst * RPMCHTTable) - (CHTCoolingConst * CHTCooling))
NOTE: The CHTCooling value is explained here: CowlFlapPct

Value must be 0 or greater to be valid.

Default value is 1.0.

Cylinder head temperature cooling constant, which is the scalar of the cylinder head temperature cooling.

This is the CHT calculation formula:

CHT = CHTTuningConst * ((CHTHeatingConst * RPMCHTTable) - (CHTCoolingConst * CHTCooling))
NOTE: The CHTCooling value is explained here: CowlFlapPct

Value must be 0 or greater to be valid.

Default value is 0.

Maximum cylinder head temperature in Rankine. This is the CHT calculation formula:

CHT = CHTTuningConst * ((CHTHeatingConst * RPMCHTTable) - (CHTCoolingConst * CHTCooling))
NOTE: The CHTCooling value is explained here: CowlFlapPct

Value must be 0 or greater to be valid.

Default value is 0.

Cylinder head temperature time constant, in seconds.

Default value is 0.

Maximum amount of temperature - in Rankine - that the liquid cooling system of the cylinder head temperature can dissipate.

Default value is 250.

Oil pressure tuning constant, which is an intermediate scalar of oil pressure.

This is the oil pressure formula:

OilPressure = oil_press_tuning_constant * (oil_press_max * oil_temp_factor_from_rpm + oil_temp_to_oil_pressure_table) + prop_lever_pos_to_oil_pressure_delta_table - AnyOilLeakage

Value must be 0 or greater to be valid.

Default value is 1.

The maximum permitted oil pressure in psf.

This is the oil pressure formula:

OilPress = oil_press_tuning_constant * (oil_press_max * oil_temp_factor_from_rpm + oil_temp_to_oil_pressure_table) + prop_lever_pos_to_oil_pressure_delta_table - AnyOilLeakage

Default value is 8640.

Oil pressure time constant used to define at which speed the effective oil pressure will reach the target oil pressure based on the current situation.

The time constant formula works like this:

CurrentOilPress = (OilPress - CurrentOilPress) * DeltaTime * OilPressTC

Default value is 0.8.

Oil temperature tuning constant, a global scalar of the oil temperature.

This is the oil temperature calculation formula:

OilTemp = oil_temp_tuning_constant * (oil_temp_heating_constant * OilTempFactorRPM) - (oil_temp_cooling_constant * OilCooling)

Default value is 1.0.

Oil temperature cooling constant, a scalar of the oil temperature cooling system.

This is the oil temperature calculation formula:

OilTemp = oil_temp_tuning_constant * (oil_temp_heating_constant * OilTempFactorRPM - oil_temp_cooling_constant * OilCooling)

Default value is 0.21.

Oil temperature heating constant defining the maximum oil temperature, in Rankine.

This is the oil temperature calculation formula:

OilTemp = oil_temp_tuning_constant * (oil_temp_heating_constant * OilTempFactorRPM - oil_temp_cooling_constant * OilCooling)

Default value is 700.

Oil temperature time constant, in seconds. This is used to define at which speed the effective oil temperature will reach the target oil temperature based on the current situation.

The time constant formula works like this:

CurrentOilTemp = (OilTemp - CurrentOilTemp) * DeltaTime * OilTempConst

Default value is 0.03.

Gives the pressure differential (in psf) of the oil depending on the temperature (in Rankine) of the oil (not applicable to legacy FSX aircraft) in a table of up to 47 elements. For example:
oil_temp_to_oil_pressure_table = 0:0, 500:-1, 700:-600 ;

This is the oil pressure formula:

OilPress = oil_press_tuning_constant * (oil_press_max * oil_temp_factor_from_rpm + oil_temp_to_oil_pressure_table) + prop_lever_pos_to_oil_pressure_delta_table - AnyOilLeakage

Default values are: 0:0, 500:-1, 700, -600

2D Table of Floats

(see Data Types for more information)

Gives the oil temperature factor (to oil_temp_heating_constant) from RPM in a table of up to 5 elements. Table values are given as:

RPM:temp_factor,
RPM:temp_factor,
etc...

Default values are: 0:0.8, 250:0.8, 500:0.8, 2000:1, 4000:1

2D Table of Floats

(see Data Types for more information)

Maximum temperature - in Rankine - that the oil coolant flaps can dissipate.

Defaults value is 0.

This table defines the delta in psf of the oil pressure depending on the propeller lever position (from 0 - 1) in a table of up to 47 elements.

Default values are: 0:2160, 1:0.

NOTE: This parameter can also be applicable to TURBOPROP engines, but only when the aircraft has featherable propellers.

2D Table of Floats

(see Data Types for more information)

Radiator cooling constant which is used to scale the radiator cooling.

This is the radiator temperature calculation formula:

RadTemp = RadTuningConst * ( RadHeatConst * RadTempTable - RadCoolConst * RadCool)

Default value is 0.

Radiator heating constant, defining the maximum radiator temperature.

This is the radiator temperature calculation formula:

RadTemp = RadTuningConst * ( RadHeatConst * RadTempTable - RadCoolConst * RadCool)

Default value is 0.

Radiator time constant which defines the speed at which the effective radiator temperature will reach the target radiator temperature based on the current situation.

The time constant formula works like this:

CurrentRadTemp = (RadTemp - CurrentRadTemp) * DeltaTime * RadTempConst

Default value is 0.

Radiator tuning constant, used as a global scalar of the radiator temperature.

This is the radiator temperature calculation formula:

RadTemp = RadTuningConst * ( RadHeatConst * RadTempTable - RadCoolConst * RadCool)

Default value is 1.0.

Maximum temperature - in Rankine - that the radiator coolant flaps can dissipate.

Defaults value is 0.

If set to 1 (TRUE) then the engine is a diesel engine, in which case it will have no mixture and no magneto. If set to 0 (FALSE) then the engine is not a diesel engine.

Default value is 0 (FALSE).

An integer value to indicate the fuel metering type, which is the ECU or the ICU deciding how much fuel to inject into the cylinder.

Default value is 1.

Integer:

1. 0 = Fuel Injected
2. 1 = Gravity Carburetor
3. 2 = Aerobatic Carburetor

Sets whether the automixture is available (TRUE, 1) or not (FALSE, 0). If present the mixture will automatically be set for maximum performance. When set to manual, the mixture needs to be manually adjusted to maintain the required performance.

Default value is 0 (FALSE).

This value sets the specific fuel consumption at the best power mixture ratio per currently produced unit of net output power. Value must be 0 or greater. This value is used in the fuel flow / fuel consumption formula.

Default value is 0.49.

Fuel pressure tuning constant, which is the global scalar of the fuel pressure.

This is the fuel pressure calculation formula:

FuelPress = fuel_press_tuning_constant * fuel_press_max * rpm_to_fuel_pressure_table

Default value is 1.0.

NOTE: This is for legacy [FUEL] flow only.

Maximum permitted fuel pressure, in psf.

This is the fuel pressure calculation formula:

FuelPress = fuel_press_tuning_constant * fuel_press_max * rpm_to_fuel_pressure_table

Default value is 2370.

NOTE: This is for legacy [FUEL] flow only.

Fuel pressure time constant, in seconds.

Default value is 2.0.

NOTE: This is for legacy [FUEL] flow only.

Sets whether the engine simulation uses a volumetric based fuel flow computation (TRUE, 1) instead of the computation based on  (FALSE, 0). In this mode, the fuel flow will be based on the current mass air flow through the engine multiplied by the mixture ratio, with the volume of air per engine cycle defined by:

number_of_cylinders * cylinder_displacement * volumetric_efficiency

The volumetric efficiency for this fuel calculation can be adjusted per RPM using the optional parameter, which, if not present, defaults to 0.85 (85% volumetric efficiency) for all RPM values. Fuel will continue to flow based on metered volume even if no power is being delivered (too rich or too lean), except in the case of fuel injected engines with no power to at least one magneto.

Default value is 0 (FALSE).

Gives the relationship between RPM and pre-boost volumetric efficiency from 0 (0% volumetric efficiency) to 1 (100% volumetric efficiency. The table is used to scale the volume of air ingested by the engine per engine cycle as part of the fuel consumption computations if, which allows the fuel consumption of the engine to be adjusted across the RPM range. This table only affects the fuel consumption computation if the  parameter is set to 1 (TRUE).

The table can hold up to 47 values, and the default values are: 0.00:0.850

2D Table of Floats

(see Data Types for more information)

Sets whether the engine simulation uses the post-boost air density to compute the mixture ratio (TRUE, 1), instead of the ambient air density (FALSE, 0). This allows the fuel/air mixture ratio to follow the boost density so that leaning is not required until the compressor can no longer supply sea level or above density air to the engine. Only has an effect on engines where emergency_boost_type is set or supercharged, new_supercharged, or turbocharged is enabled.

The default value is 0 (FALSE).

Gives the relation between the mixture lever position (from 0 to 1) to the fuel/air mixture ratio at sea level, defined as a decimal of the ratio of fuel over air. In a piston engine, the stoichiometric fuel/air ratio is generally given as 1/14.7 or 0.068027.

Default values are: 0.000:0.000, 0.210:0.049, 0.450:0.067, 0.600:0.078, 0.750:0.083, 0.900:0.086, 1.000:0.090

2D Table of Floats

(see Data Types for more information)

Describes what the desired fuel consumption scalar is at a given fuel mixture ratio.

Default values are:         0.000:0.000, 0.059:0.786, 0.067:0.932, 0.083:1.000, 0.090:1.066, 0.105:1.1

2D Table of Floats

(see Data Types for more information)

Gives the relation between the fuel/air mixture ratio and the engine power efficiency scalar, with 1.0 giving the maximum defined power output. Values beyond 1.0 can be given to exceed the maximum defined engine power. This table can be used to adjust the ideal power to mixture ratio curve for a given engine design.

Default values are: 0.024:0.000, 0.049:0.705, 0.060:0.889, 0.067:0.940, 0.083:1.000, 0.110:0.950, 0.120:0.780, 0.133:0.000

2D Table of Floats

(see Data Types for more information)

Number of magnetos in the engine.

Default value is 2.

Sets the order of the magneto switch direction. When set to TRUE (1) this will be:

OFF - LEFT - RIGHT - BOTH - START

When set to FALSE (0), this will be:

OFF - RIGHT - LEFT - BOTH - START

Default value is 0 (FALSE).

Gives the efficiency ratio of the engine if it is designed for 2 magnetos but only 1 is currently active. Value is a Percent Over 100.

Default value is 0.97.

This defines whether the aircraft has a plasma ignition system (TRUE, 1) or not (FALSE, 0).

Default value is 0.

This value is used to indicate the percentage of power delivered when only the plasma is on compared to when both the plasma and magneto are on. The value is expressed as a Percent Over 100, where 1 would mean that the plasma has the same power as both the magneto and plasma working together.

Default value is 0.99.

Gives the amplitude of the motion made by a reciprocating engine while it is having a spring compression behavior after it stops producing work (not applicable to legacy FSX aircraft).

Default value is 90.

Gives the amount of torque in % restituted when reaching its max arc by a reciprocating engine while it is having a spring compression behavior after it stops producing work (not applicable to legacy FSX aircraft).

Default value is 0.8.

Gives the percentage max RPM at which a reciprocating engine that stopped producing work will start having a spring compression behavior (not applicable to legacy FSX aircraft).

Default value is 0.04.

Factor on how much friction affects the reciprocating engine while having a spring compression behaviour (not applicable to legacy FSX aircraft).

Default value is 2.

This sets the propeller type.

IMPORTANT! This parameter is mandatory, as without it the simulation will consider the file being loaded as a legacy AIR file.

Default value is 0.

Integer:

1. 0 = Constant Speed
2. 1 = Fixed Pitch

When set to 1 (TRUE) the simulation will use the modern version of the propeller model, instead of the legacy version. This means that the parameters prefixed by prop_mod_* will be used instead of - or in addition to - the equivalent parameters to determine the behaviour and effects of the propellers on an aircraft.

Default value is 0 (FALSE).

When set to 0 (FALSE), the simulation will partially switch to the modern prop simulation but not feed back the modern absorbed torque value into the engine system. When set to 1 (TRUE) the full modern prop simulation for the absorbed torque will be used.

Default value is 0 (FALSE).

This sets the diameter of propeller blades from tip to tip, in ft. Will define the propeller disc area and therefore the amount of air mass that will be accelerated by the propeller. Disc area, RPM and pitch will impact the absorbed power and therefore propeller thrust.

IMPORTANT! This parameter is mandatory, as without it the simulation will consider the file being loaded as a legacy AIR file.

If the max_rated_hp value is less than 300 this will default to 6.883 otherwise it will default to 6.1667.

This value indicates the number of blades on the propeller. Value can be 2, 3, or 4 only. Propellers with more blades absorb more power and provide more thrust but should be less efficient.

IMPORTANT! This parameter is mandatory, as without it the simulation will consider the file being loaded as a legacy AIR file.

Default value is 2.

This parameter can be used to define the aspect ratio of a single propeller blade (a value usually between 4 and 6). A smaller aspect ratio increases the area of the propeller and therefore the output thrust/power, but it also increases the absorbed torque and therefore requires more engine power.

Default value is 6.

This defines the lift slope gradient of the propeller surface lift polar, a value usually between 3 and 6 (the theoretical maximum for a "perfect" propeller is \(2\pi\) ). Note that this will directly impact the propeller power output.

Default value is 3.1.

MOI of the propeller, axis and all connected moving parts, in Slug sqft. This moment of inertia will define at what speed the engine will reach it's stable RPM. A large MOI results in an engine taking a lot of time going up into RPM, and the smaller this value is, the faster the propeller will adjust its RPM when the throttle is adjusted.

IMPORTANT! This parameter is mandatory, as without it the simulation will consider the file being loaded as a legacy AIR file.Default value will be calculated using the following formula:

0.7 * propeller_blades * (propeller_diameter / 2) ^ 3

Tells the 3rd person view HUD interface which unit to use for the RPM indication:

• 0 = engine RPM
• 1 = propeller RPM

These may not be the same depending on the gear ratio.

Default value is 0.

Maximum blade pitch angle in degrees for a constant speed prop (this is not used if propeller_type is set to fixed pitch).

IMPORTANT! This parameter is mandatory, as without it the simulation will consider the file being loaded as a legacy AIR file.Default value is 65.

The cruise blade pitch angle in degrees for a constant speed prop (this is not used if propeller_type is set to fixed pitch).

Default value is 30.

Minimum blade pitch angle in degrees for constant speed prop (this is not used if propeller_type is set to fixed pitch).

IMPORTANT! This parameter is mandatory, as without it the simulation will consider the file being loaded as a legacy AIR file.Default value is 15.

This is the ratio at which the prop beta is defined, as a Percent Over 100. Usually this value is in the POH plus 75%, which means that when you set propeller pitch to 20° at 75%, then the propeller angle is 20° at 75% outside.

Default value is 0.75 (75%).

The minimum RPM controlled by the governor for a constant speed prop. For variable pitch propellers, this will be the RPM the system will try to reach when the RPM lever is set to the minimum value.

IMPORTANT! This parameter is mandatory, as without it the simulation will consider the file being loaded as a legacy AIR file.

Time constant, in seconds, for the propeller pitch angle changes.

The formula used is:

CurrentPitch = (TargetPitch - CurrentPitch) * prop_tc * DeltaTime

IMPORTANT! This parameter is mandatory, as without it the simulation will consider the file being loaded as a legacy AIR file.Default value is 0.1.

The propeller governor controller P value. Part of the full PID definition for the propeller.

Default value is 10.

The propeller governor controller I value. Part of the full PID definition for the propeller.

Default value is 1.

The propeller governor controller D value. Part of the full PID definition for the propeller.

Default value is 10.

The propeller governor controller I boundary.

Default value is 100.

The propeller governor controller D boundary.

Default value is 1000.

Value of the propeller \(C_x\) when beta = 0.

Default value is 0.06.

Value of the propeller \(C_x\) when beta = beta_max.

Default value is 0.46.

This is the factor of the advance ratio on the effective beta.

Default value is 0.2.

No longer used by Microsoft Flight Simulator. For legacy aircraft this has been replaced by the table prop_power_cf, or is internally calculated when using the modern flight model.

Whether to use the legacy or modern calculation for \(C_x\). If set to 0 (FALSE), then the legacy interpolation equations will be used, if set to 1 (TRUE) then the modern parabolic equations will be used.

Default value is 0 (FALSE).

The reduction ratio from the engine output RPM to prop RPM.

IMPORTANT! This parameter is mandatory, as without it the simulation will consider the file being loaded as a legacy AIR file.Default value is 1.

The speed at which low-speed propeller theory gets blended into the high speed propeller theory, measured in ft per second.

This is for legacy FSX, and not used in the modern flight model and should be set to 0 for aircraft that are not legacy. With the legacy FSX propeller model, the simulation did not work at low airspeeds and a fall back simpler simulation was used at lower speeds. This variable allowed you to define the speed below which to change simulation. With the modern flight model, the propeller simulation works at all speeds, including reverse, and there is no need to fallback to the low speed theory.

IMPORTANT! This parameter is mandatory, as without it the simulation will consider the file being loaded as a legacy AIR file.Default value is 80.

Value of engine RPM below which the propeller is no longer engaged with the engine and becomes free.

Default value is -1.

Allows you to define the Percent of Max RPM at which the propeller is fully extended. The value is expressed as a Percent Over 100. If you set this to -1, then the propeller will always be fully extended.

Default is -1.

Speed at which the propeller engages when going above the RPM threshold.

Default value is 0.2.

Speed at which the propeller disengages when going below the RPM threshold.

Default value is 0.2.

Propeller pitch, in degrees, that will be used for fixed pitch propellers and all other pitch values will be ignored.

IMPORTANT! This parameter is mandatory, as without it the simulation will consider the file being loaded as a legacy AIR file.Default value is 20.

This indicates if propeller-sync is available (TRUE, 1) or not (FALSE, 0) for twin engine aircraft. If synchronization between propellers is available then both engines spin at the same RPM.

Default value is 0 (FALSE).

This indicates if propeller de-icing is available (TRUE, 1) or not (FALSE, 0).

Default value is 1 (TRUE).

The propeller thrust scalar - a global scalar of propeller thrust applied at the end of the thrust calculation.

Here is the thrust formula:

Thrust = ThrustScalar * ThrustEfficiency * PowerAbsorbed / Airspeed

Default value is 1 and the value must be greater than 0.

By default, propeller efficiency and power coefficients are calculated automatically by Microsoft Flight Simulator using the following parameters:

prop_scalepowerabs,

prop_effminval,

prop_effmaxsmooth,

prop_falloffpower,

prop_falloffcoef,

prop_lowbetareductionmid,

prop_lowbetareduction.

However you may prefer to tweak these values manually using "legacy" tables. If that is the case, then this parameter should be set to 1 (TRUE). Setting it to 1 (TRUE) means that the following tables will need to be filled in correctly: prop_efficiency_table, prop_power_cf. If you don't wish to use these tables the parameter can be set to 0 (FALSE) or omitted altogether.

Default value is 0 (FALSE).

A scalar value used when calculating the absorbed power by the propeller. Formula uses this value and the number of propeller blades divided by 2.

Only used when prop_uselegacytables is 0 (FALSE) or omitted.

Default value is 1.

The minimum thrust efficiency of the propeller.

Only used when prop_uselegacytables is 0 (FALSE) or omitted.

Default value is 0.1.

This parameter allows you to add more thrust efficiency at the upper range of the thrust efficiency curve.

Only used when prop_uselegacytables is 0 (FALSE) or omitted.

Default value is 1.

This is the propeller power curve falloff coefficient.

Only used when prop_uselegacytables is 0 (FALSE) or omitted.

Default value is 0.00045.

This parameter allows you to define the drop in power of the curve of thrust efficiency at the upper range of the curve.

Only used when prop_uselegacytables is 0 (FALSE) or omitted.

Default value is 8.0.

This parameter allows you to define the thrust efficiency reduction when the beta is far from prop_lowbetareductionmid.

Only used when prop_uselegacytables is 0 (FALSE) or omitted.

Default is 0.03.

This parameter allows you to define the beta at which the thrust efficiency will be maximum.

Only used when prop_uselegacytables is 0 (FALSE) or omitted.

Default is 1.4.

Specifies the scalar on the calculated propeller reverser effect. A value of 0 will cause no reverse thrust to be available. A value of 1.0 will cause the theoretical normal thrust to be available. Other values will scale the normal calculated value accordingly and must be between 0.0 and 1.0.

Default value is 0.

Minimum blade pitch angle when the aircraft is on the ground, in degrees.

Default value is 0.

Minimum blade pitch angle when the propeller is in reverse, in degrees.

Default value is 0.

This is the maximum backwards aircraft velocity, in ft per second, when the propeller is reversed. As you approach this maximum speed in reverse, the prop thrust is reduced to 0.

If prop_reverse_available is greater than 0, then this value must also be greater than 0.

Default value is 2.

This indicates if propeller feathering is available (TRUE, 1) or not (FALSE, 0). If feathered, the propeller will move to the beta_feather pitch.

Default value is 0 (FALSE).

This indicates if propeller auto feathering is available (TRUE, 1) or not (FALSE, 0). If feathered, the propeller will move to the beta_feather pitch.

NOTE: Please see the Note On Autofeathering for more information.

Default value is 0 (FALSE).

Minimum percentage N1 before the AutoFeather system arms itself.

NOTE: Please see the Note On Autofeathering for more information.

Default value is 0.

NOTE: This parameter is only used by turboprop engines and only when prop_auto_feathering_available is true.

max_n1_for_autofeather_actuated

alias: max_pct_torque_for_autofeather_actuated

The maximum percentage N1 below which the armed AutoFeather system starts to feather the propeller.

IMPORTANT! Due to a bug in the code, currently you should use the alias name max_pct_torque_for_autofeather_actuated and not max_n1_for_autofeather_actuated when using this parameter.

NOTE: Please see the Note On Autofeathering for more information.Default value is 0.

NOTE: This parameter is only used by turboprop engines and only when prop_auto_feathering_available is true.

Minimum RPM at which the prop will feather (if feathering is available).

Default value is 0.

This parameter permits you to define the percentage of maximum RPM at which the propeller is fully extended (expressed as a value between 0 and 1).

This parameter is only required for those specialist aircraft - usually gliders - that have a retractable propeller, and is usually included when the aircraft also has an [ELECTRIC_ENGINE]. Note that the default value is -1, which is the same as having the propeller fully extended.

Default value is -1.

Propeller pitch angle (in degrees) when feathered.

Default value is 0.

Coefficient of friction for power absorbed by a feathered propeller. More power absorbed means more torque and thus more power is required to spin the propeller, but this also means more thrust when the propeller spins.

For the modern flight model, this must be a value between 0.0 and 1.0, however when prop_mod_use_modern is set to 0 (FALSE), the value can be set to greater than 1.0. 

Default value is 0.

This is a scalar which is applied to the absorbed power of the propeller in normal mode.

NOTE: Setting this value is only required if the prop_power_cf is not used and prop_uselegacytables is 0 (FALSE) or omitted.

Default value is 1.0.

Value to indicate if de-feathering oil accumulators are available (TRUE, 1) or not (FALSE, 0).

Default value is 0 (FALSE).

Boolean indicating if feathering switches are available. 0 = FALSE, 1 = TRUE. Feathering switches (as found on the Douglas DC3), allow the pilot to automatically feather the propeller via a switch, regardless of the propeller lever position.

Default value is 0 (FALSE).

The propeller thrust efficiency table formatted as an nD table (14 values per row, up to 12 rows) that defines thrust efficiency based on advance ratio and propeller pitch.

NOTE: This table is only required when the prop_uselegacytables parameter is set to 1 (TRUE), otherwise a formula using parameters is used instead. The advantage of the formula is to provide a continuous smooth result. The advantage of the table is detailed control.

Default values are:

0:0:0.2:0.4:0.6:0.8:1:1.2:1.4:1.6:1.8:2:2.2,
15:0.15:0.4:0.71:0.86:0.72:0.5:0.34:0.23:0.15:0.11:0.08:0.06,
20:0.1:0.3:0.62:0.79:0.86:0.8:0.55:0.42:0.3:0.19:0.12.0.09,
25:0.08:0.23:0.49:0.72:0.82:0.87:0.82:0.6:0.41:0.28:0.18:0.13,
30:0.07:0.18:0.33:0.50:0.72:0.82:0.87:0.85:0.56:0.42:0.26:0.19,
35:0.06:0.16:0.26:0.4:0.55:0.72:0.82:0.86:0.87:0.70:0.4:0.3,
40:0.05:0.12:0.23:0.33:0.45:0.57:0.7:0.81:0.86:0.87:0.85:0.5

nD-table

(see Data Types for more information)

The propeller power coefficient formatted as an nD table (14 values per row, up to 12 rows) that defines power absorption based on advance ratio and propeller pitch.

NOTE: This table is only required when the prop_uselegacytables parameter is set to 1 (TRUE), otherwise a formula using parameters is used instead. The advantage of the formula is to provide a continuous smooth result. The advantage of the table is detailed control.

Default values are:

0:0:0.2:0.4:0.6:0.8:1:1.2:1.4:1.6:1.8:2:2.2:2.4,
15:0.032:0.029:0.025:0.022:0.009:-0.057:-0.188:
-0.338:-0.522:-0.705:-0.915:-1.092:-1.22,
0:0.062:0.052:0.049:0.042:0.037:0.010:-0.074:
-0.188:-0.338:-0.525:-0.726:-0.942:-1.120,
25:0.098:0.094:0.088:0.08:0.07:0.05:0.02:-0.04:
-0.134:-0.272:-0.468:-0.717:-0.933,
30:0.138:0.132:0.128:0.120:0.110:0.099:
0.078:0.04:-0.017:-0.110:-0.248:-0.468:-0.741,
35:0.206:0.198:0.188:0.178:0.163:0.150:0.130:
0.105:0.070:0.023:-0.074:-0.254:-0.51,
40:0.25:0.242:0.233:0.223:0.214:0.204:0.19:
0.175:0.15:0.118:0.072:0.019:-0.059

nD-table

(see Data Types for more information)

This is the offset angle, in degrees, of the propeller's zero lift AoA. This means that the propeller will provide zero thrust at a pitch of the propeller beta minus the degrees of the AoA lift delta.

Default value is 6.

This is the stall scaler, which is a coefficient that controls the angle at which the airflow will detach from the surface (the propeller surface, like any wing surface, will have a stall behavior if the incoming air AoA angle exceeds a specific value of 15° to 25°). To simulate this stall behavior, the simulation will use an approximation function which is applied to the surface \(C_x\) (ie: the lift slope) and the surface drag efficiency.

Default value is 1.69.

This is the coefficient of the power function that is applied to the stall formula. Choosing a power different to the default (2) completely shifts the curve and requires a different scale value (see prop_mod_stall_aoa_scaler).

Default value is 2.

With this parameter you can add a delta - in degrees - to the propeller twist. When we say "twist" what we mean is that when a propeller has (for example) 20° pitch, it actually has 20° of pitch only at a specific ratio (usually 0.75). Outside of that ratio, the pitch is smaller, and inside of it the pitch is bigger. So this value can change the way it twists, making it more "flat" or more "twisted". This basically makes a propeller more optimum for take off or cruise.

Default value is 6.

This is the propeller surface induced drag coefficient.

Default value is 0.5.

This is the propeller surface based drag coefficient.

Default value is 0.01.

This can be used to reverse the direction of the propeller(s) on the left of the aircraft. Generally only used to align the propeller animation with the simulation.

Default value is 1 (TRUE).

This can be used to reverse the direction of the propeller(s) on the right of the aircraft. Generally only used to align the propeller animation with the simulation.

Default value is 0 (FALSE).

This can be used to reverse the direction of the propeller(s) on the center of the aircraft. Generally only used to align the propeller animation with the simulation.

Default value is 0 (FALSE).

This parameter can be used to offset the angle of rotation of the propeller(s) on the left of the aircraft. Generally only used to fully align the simulation forces with the animation (you can visualise these forces using The Aircraft Editor option to debug Sim Forces). Values are in degrees.

Default value is 0.

This parameter can be used to offset the angle of rotation of the propeller(s) on the right of the aircraft. Generally only used to fully align the simulation forces with the animation (you can visualise these forces using The Aircraft Editor option to debug Sim Forces). Values are in degrees.

Default value is 0.

This parameter can be used to offset the angle of rotation of the propeller(s) on the center of the aircraft. Generally only used to fully align the simulation forces with the animation (you can visualise these forces using The Aircraft Editor option to debug Sim Forces). Values are in degrees.

Default value is 0.

This parameter permits you to tweak the effect on the pitch moment of the propeller if the default values are too strong or weak. In general this value should not require setting.

Default value is 1.

This parameter permits you to tweak the effect on the yaw moment of the propeller if the default values are too strong or weak. In general this value should not require setting.

Default value is 1.

This parameter permits you to tweak the effect on the roll moment of the propeller if the default values are too strong or weak. In general this value should not require setting.

Default value is 1.

The fuel flow gain constant defining at what speed the effective fuel flow will reach the target fuel flow.

IMPORTANT: This Parameter is no longer used by Microsoft Flight Simulator, but is required to be present in the CFG definition (with a value of 0) otherwise you may have issues.

When set to 0 (FALSE) the fuel system will use the modern fuelflow calculations, based on the internal engine simulation corrected fuel flow computations, which means that this internal corrected fuelflow needs to be correctly parametered in order to get the desired consumption.

When set to 1 (TRUE) it will use the old FSX way of doing things, which requires setting the ThrustSpecificFuelConsumption and AfterBurnThrustSpecificFuelConsumption parameters (for Jets) or PowerSpecificFuelConsumption (for TurboProps).

Default value is 0 (FALSE).

When set to 1 (TRUE), this will calculate turbine fuel flow based on the gross thrust of the engine.

If set to 0 (FALSE) and use_old_fuelflow_simvar is set to 0 (FALSE) as well, fuel flow will be based on the fuel controller target.

If set to 0 (FALSE) and use_old_fuelflow_simvar is set to 1 (TRUE), fuel flow will be based on net thrust.

Default value is 0 (FALSE).

The engine nacelle inlet area, in sqft. This value will scale the ram drag of the turbine in order to use a normalized corrected_airflow_table.

IMPORTANT: This parameter will only affect jet engines, but is required to be present in the CFG definition for turboprop and helicopter engines too (with a value of 0).

The second stage compressor rated RPM at 100%.

IMPORTANT: This parameter will only affect jet engines, but is required to be present in the CFG definition for turboprop and helicopter engines too (with a value of 0).

The max rated static thrust at Sea Level, in lbs at 100% thrust.

IMPORTANT: This parameter will only affect jet engines, but is required to be present in the CFG definition for turboprop and helicopter engines too (with a value of 0).

This scalar value is used to set the power available when in reverse. When set to 0, reverser thrust will not be available, and values greater than 0 will be used as the thrust scalar when in reverse.

NOTE: This parameter is for JET engines only.Default value is 0.

This value allows you to define if a mach controller reverser nozzle is available. If 1 (TRUE) then it is, if 0 (FALSE) then it isn't. Mach controller reverser nozzles don't use the reverser_available scale but a mach based table scale instead.

NOTE: This parameter is for JET engines only.Default value is 0 (FALSE).

An integer value indicating the number of afterburner stages available. Must be 0 or greater.

IMPORTANT: This parameter will only affect jet engines, but is required to be present in the CFG definition for turboprop and helicopter engines too (with a value of 0).

Default value is 0 (FALSE).

The throttle range when the afterburner engages, expressed as a Percent Over 100.

NOTE: This parameter is for JET engines only.Default value is 1.

The rate of fuel burnt to produce a unit of thrust expressed as a percentage. This is specifically the ratio of fuel used in pounds per hour compared to thrust in pounds (applies at all speeds).

NOTE: This parameter is for JET engines only.

Default value is 0.5.

The rate of fuel burnt to produce a unit of thrust when afterburners are active. This is specifically the ratio of fuel used in pounds per hour compared to thrust in pounds (applies only when the afterburner is active and will be used instead of the default ThrustSpecificFuelConsumption parameter).

NOTE: This parameter is for JET engines only.Default value is 1.42.

This table takes the mach value and a thrust multiplier and outputs a scalar on thrust for maximum afterburner, scaled by the percentage of afterburner active. The table has a maximum of 2x10 values with the following format:

mach:net_thrust_multiplier,	mach:net_thrust_multiplier,
etc...

Default values are:

0.0:1.58, 0.4:1.69, 0.8:1.80, 1.2:1.84, 1.6:1.85, 2.0:1.85

This table is only used when afterburner_available is set to a value greater than 0.

NOTE: This parameter is for JET engines only.

2D Table

(see Data Types for more information)

Defines whether or not to use the n2_to_n1_table. When set to 1 (TRUE) this table will be used. When set to 0 (FALSE), the N1 will be calculated based on a formula using high_n1, low_idle_n1, high_n2, low_idle_n2 and mach_influence_on_n1.

NOTE: This parameter is for JET engines only.

Default is 0 (FALSE).

This table is used to convert N2 values into to N1 values based on the Mach value. The table has a maximum of 11x13 values with the following format:

0:mach:mach:mach:etc...,
n2:n1:n1:n1:etc...,
n2:n1:n1:n1:etc...,
n2:n1:n1:n1:etc...,
etc...

For example:

n2_to_n1_table=
0.000000:0.000000:0.900000,
0.000000:0.000000:0.000000,
10.000000:2.000000:9.200000,
20.000000:7.000000:14.600000,
30.000000:10.200000:20.000000,
40.000000:15.100000:24.700001,
50.000000:20.100000:32.000000,
60.000000:28.000000:41.799999,
70.000000:38.000000:53.200001,
80.000000:52.000000:67.500000,
90.000000:70.000000:80.800003,
100.000000:89.400002:100.800003,
110.000000:112.000000:120.000000

NOTE: This parameter is for JET engines only.

nD Table

(see Data Types for more information)

Defines whether or not use the mach_0_corrected_commanded_ne_table and mach_hi_corrected_commanded_ne_table. When set to 1 (TRUE) these tables will be used. When set to 0 (FALSE), the commanded Ne will be a linear interpolation between idle N1 and 100% N1 based on the throttle input, and the commanded N2 will be equal to the commanded Ne and an N2 to N1 conversion will occur. However, when these tables are used, the commanded N1 will be equal to the commanded Ne.

NOTE: This parameter is for JET engines only.Default is 0 (FALSE).

The commanded N2 (corrected) vs. throttle table when at 0 Mach. This table of values (maximum 10x9) uses the delta pressure ratio and the throttle position to calculate a minimum mach which is then used to generate the corrected N2 value. The data in this table is formatted as follows:

lo_mach:PressureRatio0ft:PressureRatio70ft,
%throttle:PressureRatio0ft:PressureRatio70ft,
%throttle:PressureRatio0ft:PressureRatio70ft,
etc...

Note that we use the inverse of delta pressure ratio (Psl/P) so that values are in increasing order, and we give values at 0ft and at 70ft. For example:

mach_0_corrected_commanded_ne_table =
0.000000:1.000000:12.000000,
0.000000:22.000000:27.000000,
0.020000:70.000000:75.000000,
0.166667:74.800003:79.830002,
0.333333:79.699997:84.669998,
0.500000:84.500000:89.500000,
0.666667:89.300003:94.330002,
0.833333:94.199997:99.169998,
1.000000:99.000000:104.000000

NOTE: This parameter is for JET engines only. Please see the Note On Corrected Values as well for further information.

nD Table

(see Data Types for more information)

The commanded N2 (corrected) vs. throttle table when at HI Mach. This table of values (maximum 10x9) uses the delta pressure ratio and the throttle position to calculate a maximum mach which is then used to generate the corrected N2 value. The data in this table is formatted as follows:

hi_mach:PressureRatio0ft:PressureRatio70ft,
%throttle:PressureRatio0ft:PressureRatio70ft,
%throttle:PressureRatio0ft:PressureRatio70ft,
etc...

Note that we use the inverse of delta pressure ratio (Psl/P) so that values are in increasing order, and we give values at 0ft and at 70ft. For example:

mach_hi_corrected_commanded_ne_table =
0.900000:1.000000:12.000000,
0.000000:20.000000:25.000000,
0.020000:68.000000:73.000000,
0.166667:72.833336:77.830002,
0.333333:77.666664:82.669998,
0.500000:82.500000:87.500000,
0.666667:87.333336:92.330002,
0.833333:92.166664:97.169998,
1.000000:97.000000:102.000000

NOTE: This parameter is for JET engines only. Please see the Note On Corrected Values as well for further information.

nD Table

(see Data Types for more information)

Define whether or not use the corrected_n2_from_ff_table. When set to 1 (TRUE) this table will be used. When set to 0 (FALSE), the N2 will be calculated based on a formula using high_n2, low_idle_n2, high_fuel_flow and idle_fuel_flow.

NOTE: This parameter is for JET engines only. Please see the Note On Corrected Values as well for further information.Default is 0 (FALSE).

This table describes the relationship between the corrected fuel flow and N2. In the flight model calculations the input for the interpolation is the corrected_FF / static thrust scalar in order to "scale" the input for the engine power. The table requires a maximum of 10x2 inputs and they should have the following format:

corrected_n2:corrected_FF,		corrected_n2:corrected_FF,
etc...

Note that this table depends on the use_corrected_N2_from_FF_table parameter, and if that parameter is omitted or set to 1 (TRUE) then this table is required and has no default values.

NOTE: This parameter is for JET engines only. Please see the Note On Corrected Values as well for further information.

2D Table of Floats

(see Data Types for more information)

This table uses the corrected N1 and Mach as input and outputs a multiplier that will be applied - using bi-linear interpolation - to the gross thrust. The table can be a maximum of 11x21, and should have the following format:

0.0:mach:mach:mach:etc...,
n1:multiplier:multiplier:multiplier:etc...,
n1:multiplier:multiplier:multiplier:etc...,
n1:multiplier:multiplier:multiplier:etc...,
etc...

NOTE: This parameter is for JET engines only. Please see the Note On Corrected Values for further information.

nD Table of Floats

(see Data Types for more information)

0.0:mach:mach:mach:mach:etc...,
n1:airflow:airflow:airflow:airflow:etc...,
n1:airflow:airflow:airflow:airflow:etc...,
n1:airflow:airflow:airflow:airflow:etc...,
etc...

NOTE: This parameter is for JET engines only. Please see the Note On Corrected Values as well for further information.

nD Table of Floats

(see Data Types for more information)

The maximum EPR for the engine, as a percentage. The engine EPR is calculated with this formula:

EPR = epr_max * n2_and_mach_to_epr_table * DeltaPressRatio

NOTE: This parameter is for JET engines only.

Default value is 0.

The EPR time constant, in seconds, used to define at which speed the effective EPR will reach the target epr based on the current situation.

The time constant formula works like this:

CurrentEPR = (EPR - CurrentEPR) * DeltaTime * EPRTimeConst

NOTE: This parameter is for JET engines only.

Default value is 0.

The EPR tuning constant.

Default value is 1.0.

Not currently implemented in Microsoft Flight Simulator.

Oil temperature tuning constant, which is a global scalar of the oil temperature.

This is the oil temperature calculation formula:

OilTemp = oil_temp_tuning_constant * (oil_temp_heating_constant * N1OilTempTable)

NOTE: The N1OilTempTable is not exposed and defined directly in the code.

Default value is 1.0.

Oil temperature cooling constant.

Default value is 0.21.

Not currently implemented in Microsoft Flight Simulator.

Maximum oil temperature, in Rankine.

This is the oil temperature calculation formula:

OilTemp = oil_temp_tuning_constant * (oil_temp_heating_constant * N1OilTempTable)

NOTE: The N1OilTempTable is not exposed and defined directly in the code.

Default value is 700.

Oil temperature time constant, in seconds, which defines at which speed the effective oil temperature will reach the target oil temperature based on the current situation.

The time constant formula works like this:

CurrentOilTemp = (OilTemp - CurrentOilTemp) * DeltaTime * oil_temp_tc

Default value is 0.3.

Oil pressure tuning constant which is an intermediate scalar of oil pressure.

This is the oil pressure formula:

OilPress = oil_press_tuning_constant * oil_press_max * N1_to_oil_pressure_table + prop_lever_pos_to_oil_pressure_delta_table - OilLeakage

prop_lever_pos_to_oil_pressure_delta_table is used with turboprop engines only.

Default value is 1.

The maximum permitted oil pressure in psf.

This is the oil pressure formula:

OilPress = oil_press_tuning_constant * oil_press_max * N1_to_oil_pressure_table + prop_lever_pos_to_oil_pressure_delta_table - OilLeakage

prop_lever_pos_to_oil_pressure_delta_table is used with turboprop engines only.

Default value is 8640.

Oil pressure time constant, in seconds, which defines the speed at which the effective oil pressure will reach the target oil pressure based on the current situation.

The time constant formula works like this:

CurrentOilPress = (OilPress - CurrentOilPress) * DeltaTime * oil_press_tc

Default value is 0.8.

Set the ITT peak temperature value, in Rankine.

For jet engines the ITT formula is the following:

ITT = itt_tuning_constant * (itt_peak_temperature * (FuelFlow * (fuel_flow_max_itt_factor - fuel_flow_min_itt_factor) + fuel_flow_min_itt_factor) - ITTCooling)

For turboprop engines, the ITT formula is:

ITT = itt_tuning_constant * (itt_peak_temperature * (FuelFlow * (FuelFlowITTMax - FuelFlowITTMin) + FuelFlowITTMin) - ITTCooling)

NOTE: FuelFlowITTMin and FuelFlowITTMax are defined directly in code as 0.65 and 0.8 respectively. Also, ITTCooling is an abstraction of the calculations made by the simulation, based on airflow, which contribute to cooling the engine.Default value is 0.

Set the ITT time constant, in seconds, used to define the speed at which the effective ITT will reach the target ITT based on the current situation.

The time constant formula works like this:

CurrentEGT = (ITT - CurrentITT) * DeltaTime * itt_tc

Note that by default the final value (in degrees Rankine per second) is clamped between -50 and 50. However you can use the itt_maxcorrection parameter to change this.

Default value is 0.

Set the ITT tuning constant which is the Global scalar of the ITT temperature.

For jet engines the ITT formula is the following:

ITT = itt_tuning_constant * (itt_peak_temperature * (FuelFlow * (fuel_flow_max_itt_factor - fuel_flow_min_itt_factor) + fuel_flow_min_itt_factor) - ITTCooling)

For turboprop engines, the ITT formula is:

ITT = itt_tuning_constant * (itt_peak_temperature * (FuelFlow * (FuelFlowITTMax - FuelFlowITTMin) + FuelFlowITTMin) - ITTCooling)

NOTE: FuelFlowITTMin and FuelFlowITTMax are defined directly in code as 0.65 and 0.8 respectively. Also, ITTCooling is an abstraction of the calculations made by the simulation, based on airflow, which contribute to cooling the engine.

Default value is 1.

This parameter controls the maximum ITT change in degrees Rankine per second. Set this to a higher value if you have a large itt_tc and want a faster change of the ITT value to match.

Default value is 50.

Scalar of the ITT temperature at minimum fuel flow.

The ITT formula is the following:

ITT = itt_tuning_constant * (itt_peak_temperature * (FuelFlow * (fuel_flow_max_itt_factor - fuel_flow_min_itt_factor) + fuel_flow_min_itt_factor) - ITTCooling)

NOTE: This parameter is for JET engines only.

NOTE: ITTCooling is an abstraction of the calculations made by the simulation, based on airflow, which contribute to cooling the engine.

Default value is 0.9.

Scalar of the ITT temperature at maximum fuel flow.

The ITT formula is the following:

ITT = itt_tuning_constant * (itt_peak_temperature * (FuelFlow * (fuel_flow_max_itt_factor - fuel_flow_min_itt_factor) + fuel_flow_min_itt_factor) - ITTCooling)

NOTE: This parameter is for JET engines only.

NOTE: Also, ITTCooling is an abstraction of the calculations made by the simulation, based on airflow, which contribute to cooling the engine.

Default value is 2.

Scalar of the ITT temperature cooling.NOTE: This parameter is for JET engines only.

Default value is 0.01.

The EGT tuning constant which is a global scalar of the EGT temperature.

Default value is 1, and value must be 0 or greater.

The EGT peak temperature, in Rankine (typically calculated as °F + 460). The EGT temperature is calculated by remapping the ITT temperature to the egt_peak_temperature and correcting it to the temperature ratios.

Default value is 0.

The EGT time constant, in seconds, used to define the speed at which the effective EGT will reach the target EGT based on the current situation.

The time constant formula works like this:

CurrentEGT = (EGT - CurrentEGT) * DeltaTime * egt_tc

Default value is 0.

Fuel pressure tuning constant, which is the global scalar of the fuel pressure.

This is the fuel pressure calculation formula:

FuelPress = fuel_press_tuning_constant * fuel_press_max * rpm_to_fuel_pressure_table

Default value is 1.0.

NOTE: This is for legacy [FUEL] flow only.

Maximum permitted fuel pressure, in psf.

This is the fuel pressure calculation formula:

FuelPress = fuel_press_tuning_constant * fuel_press_max * rpm_to_fuel_pressure_table

Default value is 2376.

NOTE: This is for legacy [FUEL] flow only.

Fuel pressure time constant, in seconds.

Default value is 2.0.

NOTE: This is for legacy [FUEL] flow only.

Sets whether the variable inlet is activated (TRUE, 1) or not (FALSE, 0). If activated, the inlet Mach will be limited to 0.5. If deactivated, the inlet Mach will be limited to 1.0.

Default value is 0 (FALSE).

Sets whether the primary nozzle is activated (TRUE, 1) or not (FALSE, 0).

The primary nozzle formula works like this:

PrimaryNozzle = primary_nozzle_n_mach_to_nozzle_pos + primary_nozzle_afterburner_offset * primary_nozzle_available

Default value is 0 (FALSE).

Sets the primary afterburner nozzle offset, in ft.

The primary nozzle formula works like this:

PrimaryNozzle = primary_nozzle_n_mach_to_nozzle_pos + primary_nozzle_afterburner_offset * primary_nozzle_available

Default value is 0.14.

This table takes the N1 and Mach as input values, and outputs the nozzle position as a Percent Over 100. The table is a maximum of 4x3 values, and the format is as follows:

0.0:mach:mach,
n1:percent:percent,
n1:percent:percent,
n1:percent:percent

The primary nozzle formula works like this:

PrimaryNozzle = primary_nozzle_n1_mach_to_nozzle_pos + primary_nozzle_afterburner_offset * primary_nozzle_available

Default values are:

0:0:2,
53:0.66:0.1,
65:0.69:0.33,
96:0.7:0.44

nD Table of Floats

(see Data Types for more information)

This table allows you to tune the fuel flow to the engine depending on the ambient air density. The table can have up to 10x2 entries, roughly corresponding to the following altitudes:

1. - 60k feet
2. - 40k feet
3. - 35k feet
4. - 30k feet
5. - 25k feet
6. - 20k feet
7. - 15k feet
8. - 10k feet
9. - 5k feet
10. - 0k feet

and the parameter format is as follows (the table needs to go from low to high densities):

ambient_air_density:fuelflow_multiplier,
ambient_air_density:fuelflow_multiplier,
ambient_air_density:fuelflow_multiplier,
etc...

Default values are:

1.0:0.0,
1.0:0.0

NOTE: This table is for JETS only. For turboprop, use the density_on_ff_table parameter.

2D Table of Floats

(see Data Types for more information)

This table allows you to tune the torque that the engine will produce depending on the ambient air density. The table can have up to 10x2 entries, roughly corresponding to the following altitudes:

1. - 60k feet
2. - 40k feet
3. - 35k feet
4. - 30k feet
5. - 25k feet
6. - 20k feet
7. - 15k feet
8. - 10k feet
9. - 5k feet
10. - 0k feet

and the parameter format is as follows (the table needs to go from low to high densities):

ambient_air_density:torque_multiplier,
ambient_air_density:torque_multiplier,
ambient_air_density:torque_multiplier,
etc...

This is the torque formula for turbo prop engines:

Torque = min(torque_automatic_limit, maximum_torque * n1_to_shaft_torque_table * density_on_torque_table * RPM_on_TP_torque_table)

Default values are:

0.000225:0,
0.000587:0.8,
0.000739:0.83,
0.000891:0.89,
0.001144:0.93,
0.001268:0.970,
0.001496:1,
0.001756:1.025,
0.002049:1.050,
0.002377:1

NOTE: This table is for TURBOPROP only.

2D Table of Floats

(see Data Types for more information)

This table allows you to tune the fuel flow to the engine depending on the ambient air density. This affects the final fuel consumption fuel flow only, not the fuel input and engine performance calculations. Therefore it can be used as a density dependent engine thrust specific fuel consumption scalar.

The table can have up to 10x2 entries, roughly corresponding to the following altitudes:

1. - 60k feet
2. - 40k feet
3. - 35k feet
4. - 30k feet
5. - 25k feet
6. - 20k feet
7. - 15k feet
8. - 10k feet
9. - 5k feet
10. - 0k feet

and the parameter format is as follows (the table needs to go from low to high densities):

ambient_air_density:fuelflow_multiplier,
ambient_air_density:fuelflow_multiplier,
ambient_air_density:fuelflow_multiplier,
etc...

Default values are:

1.0:1.0

NOTE: This table is for TURBOPROP only. For jets, use the JET_Density_on_FF_table parameter.

2D Table of Floats

(see Data Types for more information)

This table allows you to tune the shaft torque generated by the engine based on the propeller RPM. The table can have up to 10x2 entries and the parameter format is as follows:

prop_rpm:torque_multiplier,
prop_rpm:torque_multiplier,
prop_rpm:torque_multiplier,
etc...

Default values are:

1.0:1.0

IMPORTANT! This is only relevant for TURBOPROP aircraft.

2D Table of Floats

(see Data Types for more information)

The percentage of maximum RPM that is reached using only the starter.

Default value is 12.

The rate at which the starter N1 increases.

Default value is 0.3.

This value specifies how auto ignition is handled when enabled. This is defined as a comma separated list containing any (or all) of the following:

1. Starter: Active when the starter is
2. Flaps: Active when the flaps are not at 0
3. AntiIce: Active when the engine's anti-ice system is enabled
4. N1: Active when the N1 is below 50%
5. N2: Active when the N2 is below 50%
6. TOGA: Active when the TOGA is active

Default value is Always On (ie: this parameter is an empty string or is omitted).

String (List)

The minimum position of the condition lever to obtain a combustion, expressed as a Percent Over 100

Default is 0.01.

The minimum N1 to sustain a combustion without the starter being active.

Default is 10.

The minimum N2 to sustain a combustion without the starter being active.NOTE: This parameter is for JET engines only.

Default is 19.4.

The minimum N1 at which the starter will be deactivated and the engine should continue to run on its own.

Default is 200 (this is an unreachable value, so that the starter never cuts off automatically).

The minimum N2 at which the starter will be deactivated and the engine should continue to run on its own.

NOTE: This parameter is for JET engines only.Default is 200 (this is an unreachable value, so that the starter never cuts off automatically).

The changing N1 acceleration factor during normal use of the engine.

Default value is 1.

The limiting N1 acceleration factor during starter use.

Default value is 1.

The limiting N1 acceleration factor during startup when combustion has started.

Default value is 2.

The percentage given by the starter that N2 will try to reach.

Default value is 25.0

Note that this value will only be considered if the starter_type is not of the "bleed air" type.

NOTE: This parameter is for JET engines only.

The rate at which N2 will reach the n2_raw_starter percentage.

Default value is 0.1.

Note that this value will only be considered if the starter_type is not of the "bleed air" type.

NOTE: This parameter is for JET engines only.

This can be used to set the maximum percentage per second rate that N2 can reach under low_idle_n2 (when starting the turbine usually). This is useful to cap values coming from existing bleed_air_on_n2_tc or n2_from_bleed_air_psi_table.

Default value is 1.0.

NOTE: This parameter is for JET engines only.

The idle fuel flow in lbs per hour.

Default value is 35.

Note that if you are using a turboprop condition lever (see the SimVar TURB_ENG_CONDITION_LEVER_POSITION for more information), then this needs to be set to the same value as idle_high_fuel_flow.

The idle high fuel flow in lbs per hour.

Default value is 40.

Note that if you are using a turboprop condition lever (see the SimVar TURB_ENG_CONDITION_LEVER_POSITION for more information), then this needs to be set to the same value as idle_fuel_flow.

Set the low idle value for N1, as a percent between 0 and 100, where 100 is the maximum rated N1.

Default value is 50.

Note that if you are using a turboprop condition lever (see the SimVar TURB_ENG_CONDITION_LEVER_POSITION for more information), then this needs to be set correctly.

Set the low idle value for N2, as a percent between 0 and 100, where 100 is the maximum rated N2.

NOTE: This parameter is for JET engines only.

Default value is 50.

Set the high value for N1, as a percent between 0 and 100, where 100 is the maximum rated N1.

Default value is 100.

Set the high value for N2, as a percent between 0 and 100, where 100 is the maximum rated N2.

NOTE: This parameter is for JET engines only.

Default value is 100.

Set the high idle value for N1, as a percent between 0 and 100, where 100 is the maximum rated N1.

Default value is 60.

Note that if you are using a turboprop condition lever (see the SimVar TURB_ENG_CONDITION_LEVER_POSITION for more information), then this needs to be set correctly.

The high fuel flow in lbs per hour. This is the fuel flow you get when N1 and N2 are operating at high_n1 and high_n2 speeds.

Default value is 50.

NOTE: This parameter is for JET engines only.

Default value is 15.

This is a scalar value that is applied to the inlet mach to create the corrected N1 value using the following formula:

raw_corrected_N1 += mach_influence_on_n1 * inletMach

Default value is 10.

This is the maximum fuel flow available under any circumstances. This value is used to clamp the computed corrected fuel flow value.

Default value is 10000.

The turbine flow controller P value. Part of the full PID definition for the turbine engine that controls the current fuel flow to reach a target fuel flow value.

Default value is 0.01.

This parameter is explored in more detail here:

• PID Parameters

The turbine flow controller I value. Part of the full PID definition for the turbine engine that controls the current fuel flow to reach a target fuel flow value.

Default value is 0.001.

This parameter is explored in more detail here:

• PID Parameters

The turbine flow controller D value. Part of the full PID definition for the turbine engine that controls the current fuel flow to reach a target fuel flow value.

Default value is 0.01.

This parameter is explored in more detail here:

• PID Parameters

The turbine flow controller I boundary.

Default value is 10.

This parameter is explored in more detail here:

• PID Parameters

The turbine flow controller D boundary.

Default value is 100.

This parameter is explored in more detail here:

• PID Parameters

The value of the torque triggering a protection by automatically limiting the fuelflow. A value of 0 is no protection.

Default value is 0.

The value at which the N1 triggers a protection by automatically limiting the fuelflow. A value of 0 is no protection.

Default value is 0.

The value at which the N2 triggers a protection by automatically limiting the fuelflow. A value of 0 is no protection.

Default value is 0.

The value at which the EGT triggers a protection by automatically limiting the fuelflow. A value of 0 is no protection.

Default value is 0.

Table which contains the N2 generated depending on the pressure of the bleed air from the APU (in psi). For example:

n2_from_bleed_air_psi_table = 0:0, 4:8, 10:18, 18:25 ;

Default values are:

0:0, 4:8, 10:18, 18:25

2D Table of Floats

(see Data Types for more information)

Time constant which contains the speed at which the bleed air pressure affects the N2 of the turbine, in seconds.

Default value is 1.0.

The percentage N1 to percentage max oil pressure, as a table with a maximum of up to 47 paired elements. For example:

N1_to_oil_pressure_table = 0:0, 0.21:0.88, 0.9:0.954, 1:1

This is the oil pressure formula:

OilPress = oil_press_tuning_constant * oil_press_max * N1_to_oil_pressure_table + prop_lever_pos_to_oil_pressure_delta_table - OilLeakage

prop_lever_pos_to_oil_pressure_delta_table is used with turboprop engines only.

Default values are:

0:0, 0.21:0.88, 0.9:0.954, 1:1

2D Table of Floats

(see Data Types for more information)

Minimum N2 at which the APU bleed air is automatically disabled.

NOTE: This parameter is for JET engines only.

Default is 200 (an unreachable value, so that the starter never cuts off automatically).

Sets the correspondence between the N2 and Mach to the EPR of the plane. This is defined as a table with a maximum size of 10x9, where:

• The first entry is a set of mach values (up to 10) - 0:mach:mach:mach
• Subsequent entries follow the format of n2:EPR:EPR:EPR

For example:

n2_and_mach_to_epr_table = 0.0:0.0:0.45:0.9, 0.0:0.0:0.0:0.0, 56.0:0.76:0.76:1.86, 90.0:1.11:1.11:3.28, 110.0:1.0:1.0:4.23

The engine EPR is calculated with this formula:

EPR = epr_max * n2_and_mach_to_epr_table * DeltaPressRatio

The default values are:

0:0:0.45:0.9,
0:0:0:0,
56:0.751:0.751:1.86,
90:0.957:0.957:3.28,
110.0:1.0:1:4.23

NOTE: This parameter is for JET engines only.

nD Table of Floats

(see Data Types for more information)

By default, ram-drag calculations are limited to a maximum Mach of 1. Setting this value to 1 will remove this limit, permitting supersonic calculations above mach1 for drag generated by the ingestion of air into the engine. For more information, please see Ram Drag.

Default value is 0.

Sets whether the variable inlet is activated (1, TRUE) or not (0, FALSE). For more information please see Turbine Engine Supersonic Inlet.

Default value is 0 (FALSE).

Table to correct the efficiency of the inlet depending on the flight Mach number. Table data should be formatted as 10 paired values, mach:efficiency

Default values are:

1:1, 1:1, 1:1, 1:1, 1:1, 1:1, 1:1, 1:1, 1:1, 1:1

2D Table of Floats

(see Data Types for more information)

The Mach number at which the airflow will be reduced in the inlet. Acts as a limit on inlet mach.

Default value is 0.5.

When set to 1 (TRUE), this will allow the inlet to have 50% more efficiency when above Mach 5.0. Useful for hypersonic flight but requires the correct tuning of the n1_and_mach_on_thrust_table and/or supersonic_inlet_efficiency_correction_table to model loss of power.

Default value is 0 (FALSE).

Scalar on the turboprop power, which is applied to the maximum_torque value.

Default value is 1.

The maximum torque available, in ftlbs at 100% torque.

This is the torque formula for turbo prop engines:

Torque = min(torque_automatic_limit, maximum_torque * n1_to_shaft_torque_table * density_on_torque_table * RPM_on_TP_torque_table)

This allows to set the maximum torque limit of the engine for those engines that feature a torque limit.

This is the torque formula for turbo prop engines:

Torque = min(torque_automatic_limit, maximum_torque * n1_to_shaft_torque_table * density_on_torque_table * RPM_on_TP_torque_table)

Default value is 100000000000000.

Defines the friction/torque applied to the engine - especially when shutting down - using a 2D table of up to 8 paired values. Values are ftlbs for torques, and RPM for engine rotation speeds.

Default values are: -1000:0.3, 0:0.3, 1000:0.3, 2000:0.3, 3000:0.3, 4000:0.3, 6000:0.3

No longer used by Microsoft Flight Simulator.

2D Table of Floats

(see Data Types for more information)

The increase of N1 idle at high mixture, as a percentage.

Default value is 8.

Note that if you are using a turboprop condition lever (see the SimVar TURB_ENG_CONDITION_LEVER_POSITION for more information), then this needs to be set to 0.

The throttle position of high idle, as a percentage.

Default value is 0.

Sets the correspondence between the corrected N1 and a torque multiplier. This is defined as a table with a maximum of 10 entries, formatted as:

corrected_n1:multiplier,
corrected_n1:multiplier,
corrected_n1:multiplier,
etc...

For example:

n1_to_shaft_torque_table = 0:0, 66:0.05, 100:1, 110:1.1

This is the torque formula for turbo prop engines:

Torque = min(torque_automatic_limit, maximum_torque * n1_to_shaft_torque_table * density_on_torque_table * RPM_on_TP_torque_table)

2D Table of Floats

(see Data Types for more information)

The rated shaft hp for the engine. Note that this is not used for performance calculations, and is only meant only for display purposes.

Default value is 0.

The fuel consumption based on specific power requirements. Will define the fuel consumption per unit of power of the engine. Scaled by density_on_ff_table.

Turboprops only.

Default value is 0.55.

Sets whether the engine a free turbine turbo propeller (1 - TRUE) or not (0 - FALSE).

Default value is 0 (FALSE).

Tuning scalar coefficient used to ponderate/multiply turbine engine static thrust.

Default value is 1.

The upper limit on the jet thrust.

Default value is 1000.

Gives the speed at which the shaft torque reaches its target value.

Default is 2.

Defines the friction/torque applied to the engine - especially when shutting down - using a 2D table of 8 paired values. Values are ftlbs for torques, and RPM for engine rotation speeds.

This is one of the friction scalars that will be applied to the cylinder friction of the torque formula.

Here is a simplified version of the torque formula to understand how mechanical efficiency works:

Torque = power_scalar * (CylinderTorque * engine_mechanical_efficiency_table) - (CylinderFric * OilViscosity)

Default values are: 0:0

2D Table of Floats

(see Data Types for more information)

This table represents the engine rotation speed (RPM) versus the different mechanical efficiency coefficients for the given speeds.

This is the mechanical efficiency table that will be applied to the torque formula, modified by the values in the tables max_rpm_mechanical_efficiency_scalar and idle_rpm_mechanical_efficiency_scalar. Essentially you can set this table as required and then tune it by using the other two table parameters. These tables are multipliers that will affect every entry in the table but with a different magnitude:

• max_rpm_mechanical_efficiency_scalar will have a greater effect on the last entries of the table (high rpm points)
• idle_rpm_mechanical_efficiency_scalar will have greater effect on the first entries of the table (low rpm points)

Here is a simplified version of the torque formula to understand how mechanical efficiency works:

Torque = power_scalar * (CylinderTorque * engine_mechanical_efficiency_table) - (CylinderFric * OilViscosity)

This is a 2D table of 8 paired values. Default values are: 0:0

2D Table of Floats

(see Data Types for more information)

The size of the ADI reservoir in Gallons.

Default value is 0.

The rate of flow in Gallons per minute.

Default value is 0.

This is a table of floats defining the x,y,z position of the ADI reservoir for the engine, relative to the Datum Reference Point point, in ft.

Default values are:0, 0, 0

ID Table of Floats

(see Data Types for more information)

This sets the manifold pressure above which ADI system cannot compensate. Value is defined in inHg

Default value is 0.

The size of the nitrous reservoir in Gallons.

Default value is 0.

The rate of flow in Gallons per minute.

Default value is 0.

The multiplier on manifold pressure, in inHg.

Default value is 0.

Float

Disables the fuel valve controls if TRUE (1) otherwise set to FALSE (0).

Default is 0.

Disables the fuel mixture controls if TRUE (1) otherwise set to FALSE (0).

Default is 0.

Note that if you are using a turboprop condition lever (see the SimVar TURB_ENG_CONDITION_LEVER_POSITION for more information), then this needs to be set to 1 (TRUE).

Disables the parking brake controls if TRUE (1) otherwise set to FALSE (0).

Default is 0.

Disables the propeller controls if TRUE (1) otherwise set to FALSE (0).

Default is 0.

Disables the autopilot controls if TRUE (1) otherwise set to FALSE (0).

Default is 0.