The maximum permitted takeoff weight of the aircraft, as defined by the aircraft manufacturer, in lbs.

Defaults to the max_gross_weight value if not supplied.

The maximum permitted landing weight of the aircraft, as defined by the aircraft manufacturer, in lbs.

Defaults first to max_takeoff_weight if a value is not supplied. If that paramater isn't defined then it defaults to the max_gross_weight value.

The position of the Datum Reference Point relative to the model center. A three value list - z, x, y - with values in ft.

IMPORTANT! The reference datum position should always be defined in the common folder of the modular aircraft, and it should not be changed by presets or attachments. Setting or changing the datum in presets or attachments may cause issues with multiple simulation systems.

List of 3 Floats

List of 3 Floats

Forward limit of the CG as a Percent Over 100. For example, 0.11 is equal to 11% MAC.

NOTE: This parameter is only valid for airplanes.

Aft limit of the CG as a Percent Over 100. For example, 0.4 is equal to 40% MAC.

NOTE: This parameter is only valid for airplanes.

The forward limit (longitudinal offset) of the CG expressed in ft from the Datum Reference Point.

NOTE: This parameter is only valid for helicopters.

The aft limit (longitudinal offset) of the CG expressed in ft from the Datum Reference Point.

NOTE: This parameter is only valid for helicopters.

The right-side (lateral offset) limit of the CG expressed in ft from the Datum Reference Point.

NOTE: This parameter is only valid for helicopters.

The left-side (lateral offset) limit of the CG expressed in ft from the Datum Reference Point.

NOTE: This parameter is only valid for helicopters.

When set to TRUE (1) this activates mach limitation depending on CG position.

Default for most aircraft is FALSE (0).

When set to TRUE (1) this activate CG limitation depending on the mach value.

Default for most aircraft is FALSE (0).

This parameter can be used multiple times to define each of the payload stations up to the maximum defined by the max_number_of_stations value (note that counting starts at 0, so for 15 stations N would be from 0 to 14). The parameter takes a comma separated list with the following format:

weight, z, x, y, name

The weight is in lbs, (z, x, y) is the offset from the Datum Reference Point and in ft, and the name is a localisable string.

Note that for legacy aircraft, there is an additional parameter, type:

weight, z, x, y, name, type

The type can be one of the following integer values:

1. - 0 (Unknown)
2. - 1 (Pilot)
3. - 2 (Copilot)
4. - 3 (Passenger)
5. - 4 (Front Passengers)
6. - 5 (Rear Passengers)
7. - 6 (Baggage)

List of 5 or 6 Values

This parameter defines a name that will be used in the payload dialog, and has a 15 character limit. Omission of this will result in a generic station name being used. This parameter can be used multiple times to define names for each of the payload stations up to the maximum defined by the max_number_of_stations value (note that counting starts at 0, so for 15 stations N would be from 0 to 14).

The pitch when at rest on the ground, in degrees, where a positive value is "up" and a negative value is "down".

IMPORTANT: Static pitch is only used when the physics simulation for the aircraft is not active: for example in the Hangar or in ready-to-take-off RTCs.

The altitude of the CG when at rest on the ground, in ft.

IMPORTANT: Static CG height is only used when the physics simulation for the aircraft is not active: for example in the Hangar or in ready-to-take-off RTCs.

Integer:

1. 0 = electrical
2. 1 = hydraulic
3. 2 = pneumatic
4. 3 = manual
5. 4 = none
6. 5 = undefined

Integer:

1. 0 = None
2. 1 = Pump
3. 2 = Gravity
4. 3 = Hydraulic backup reserve (Needs [HYDRAULIC_SYSTEM])

This defines the maximum angle of the tailwheel when locked, in radians. Default is 0.

Sets whether the hydraulic systems for the landing gear require power to function (1, TRUE) or not (0, FALSE). Default value is 1, TRUE.

NOTE: This parameter is only taken into consideration when the gear_system_type parameter is set to 1 (hydraulic).

This can be used to change the way how the 10th parameter in the point.N list will be used. If set to 1 (true) then the 10th parameter specifies the maximum compression of contact points (in feet) instead of their maximum-to-static compression ratio (which is by default, unitless).

Default value is 0 (false).

This parameter is only required to fix a potential issue related to the 17th parameter in the point.N definition, "Exponential Constant". When this exponential constant is greater than 1, or very close to 1, the default algorithm lowers the spring force if compression is low. When this is set to 1 (TRUE), if the exponential constant is greater than 1 then it becomes the denominator for the linear spring force curve in the low compression range, and the power of this curve in the high compression range. For more information, see Notes On The Exponential Constant below.

Default value is 0 (FALSE).

This parameter is a scalar used to modify the water friction for all contact points on the Z axis.

Default value is 1.

This parameter is a scalar used to modify the water friction for all contact points on the X axis.

Default value is 1.

This parameter is a scalar used to modify the water friction on the X axis for water rudders.

Default value is 1.

Hash Map

Table that contains all the information about the interactive point.

This sets the type of contact point being defined. Please refer to the following notes for additional information that will be important depending on the type contact point being defined:

1. Notes On Skids
2. Notes On Tailwheels
3. Notes On Floats
4. Note On Collision Damage / Wear And Tear (for scrape points)
5. Note On Ground Contact Model

Integer:

1. 1 = wheel
2. 2 = scrape points
3. 3 = skids
4. 4 = float
5. 5 = water rudder
6. 16 = ski
7. 17 = propeller
8. 18 = liquid dropping system scoop

Integer:

1. 1 = brake on left gear
2. 2 = brake on right gear
3. 3 = brake on both gears

The static compression coefficient constant (which is used to compute spring reaction when on the ground), in ft. If the contact point is rigid, then set this to 0.

Please see Notes On Spring/Damping Factors for more information.

If the set_max_compression parameter is set to 1 (true) then this specifies the maximum compression of the contact point, in feet. If the parameter is set to 0 (false) then this sets the maximum-to-static compression ratio for the contact point (a unitless value).

Please see Notes On Spring/Damping Factors for more information.

The damping ratio constant (used to compute ground reaction damping). A value between 0.0 (un-damped) and 1.0 (critically damped)

Please see Notes On Spring/Damping Factors for more information.

Integer:

1. 0 = Center Gear
2. 1 = Auxiliary Gear
3. 2 = Left Gear
4. 3 = Right Gear
5. 4 = Fuselage Scrape
6. 5 = Left Wing Scrape
7. 6 = Right Wing Scrape
8. 7 = Aux1 Scrape
9. 8 = Aux2 Scrape
10. 9 = Tail Scrape

Airspeed above which gear is damaged, in kias.

For more information see here: Landing Gear Damage.

The extension mode to use for landing gear. This parameter defines how an extendable contact point should react to the gear handle moving, which can be one of the following values:

• 0: manual - the gear goal will not follow the gear handle position (meaning that the "goal" position when extending/retracting the landing gear can be set from an external source)
• 1: automatic - the gear goal will follow the gear handle position

If omitted then the default behaviour will be automatic (1).

This parameter is used to set up a collision "profile" which can be used elsewhere. This profile is comprised of the following key/value pairs:

• Name: The name of the profile
• Contact Point: The name of the contact point to associate the profile with (must be of the type scrape point).
• Factor: The factor to multiply the damage from the contact point with.

For example:

CollisionDamage.0 = Name:LeftWingLightDamage # ContactPoint:Wing_Left # Factor:0.1

Once you have this profile, you can assign it to various parts (as listed here) and if the contact point is involved in a collision, then damage will be propagated to the parts that reference the profile based on the factor used in the profile. A factor of 1 means that 100% of the damage will be propagated, and 0 means no damage will be propagated.

Hash Map

This is used to assign one or more damage profiles to the left aileron. The information is given as a hash map with the following key:

• WearAndTearCollision: A list of damage profile names, as defined in the CollisionDamage.N parameter, to associate with the aileron.

For example:

AileronLeft = WearAndTearCollision : LeftWingLightDamage, LeftWingHeavyDamage

Hash Map

This is used to assign one or more damage profiles to the left aileron control cable. The information is given as a hash map with the following key:

• WearAndTearCollision: A list of damage profile names, as defined in the CollisionDamage.N parameter, to associate with the aileron control cable.

For example:

AileronLeftCable = WearAndTearCollision : LeftWingLightDamage, LeftWingHeavyDamage

Hash Map

This is used to assign one or more damage profiles to the right aileron. The information is given as a hash map with the following key:

• WearAndTearCollision: A list of damage profile names, as defined in the CollisionDamage.N parameter, to associate with the aileron.

For example:

AileronRight = WearAndTearCollision : RightWingLightDamage, RightWingHeavyDamage

Hash Map

This is used to assign one or more damage profiles to the right aileron control cable. The information is given as a hash map with the following key:

• WearAndTearCollision: A list of damage profile names, as defined in the CollisionDamage.N parameter, to associate with the aileron control cable.

For example:

AileronLeft = WearAndTearCollision : RightWingLightDamage, RightWingHeavyDamage

Hash Map

This is used to assign one or more damage profiles to the rudder. The information is given as a hash map with the following key:

• WearAndTearCollision: A list of damage profile names, as defined in the CollisionDamage.N parameter, to associate with the rudder.

For example:

Rudder = WearAndTearCollision : LeftWingLightDamage, RightWingLightDamage

Hash Map

This is used to assign one or more damage profiles to the rudder control cable. The information is given as a hash map with the following key:

• WearAndTearCollision: A list of damage profile names, as defined in the CollisionDamage.N parameter, to associate with the rudder control cable.

For example:

RudderCable = WearAndTearCollision : LeftWingLightDamage, RightWingLightDamage

Hash Map

This is used to assign one or more damage profiles to the elevator. The information is given as a hash map with the following key:

• WearAndTearCollision: A list of damage profile names, as defined in the CollisionDamage.N parameter, to associate with the elevator.

For example:

Elevator = WearAndTearCollision : LeftWingLightDamage, RightWingLightDamage

Hash Map

This is used to assign one or more damage profiles to the elevator control cable. The information is given as a hash map with the following key:

• WearAndTearCollision: A list of damage profile names, as defined in the CollisionDamage.N parameter, to associate with the elevator control cable.

For example:

ElevatorCable = WearAndTearCollision : LeftWingLightDamage, RightWingLightDamage

Hash Map

This is used to assign one or more damage profiles to the left flaps. The information is given as a hash map with the following key:

• WearAndTearCollision: A list of damage profile names, as defined in the CollisionDamage.N parameter, to associate with the left flaps.

For example:

FlapsLeft = WearAndTearCollision : LeftWingLightDamage, LeftWingHeavyDamage

Hash Map

This is used to assign one or more damage profiles to the left flaps control cable. The information is given as a hash map with the following key:

• WearAndTearCollision: A list of damage profile names, as defined in the CollisionDamage.N parameter, to associate with the left flaps control cable.

For example:

FlapsLeftCable = WearAndTearCollision : LeftWingLightDamage, RightWingLightDamage

Hash Map

This is used to assign one or more damage profiles to the right flaps. The information is given as a hash map with the following key:

• WearAndTearCollision: A list of damage profile names, as defined in the CollisionDamage.N parameter, to associate with the right flaps.

For example:

FlapsRight = WearAndTearCollision : RightWingLightDamage, RightWingHeavyDamage

Hash Map

This is used to assign one or more damage profiles to the right flaps control cable. The information is given as a hash map with the following key:

• WearAndTearCollision: A list of damage profile names, as defined in the CollisionDamage.N parameter, to associate with the flaps control cable.

For example:

FlapsRightCable = WearAndTearCollision : LeftWingLightDamage, RightWingLightDamage

Hash Map

This parameter permits you to assign a damage profile to one or more landing gear. The parameter is indexed from 1, and indices must be consecutive. Indices refer to a contact point of the type wheel where index 1 is the first one defined in the contact point section, regardless of it's position in the contact point list. Index 2 wll be the second defined wheel, 3 the third, etc...

The information for each landing gear is given as a hash map with the following key:

• WearAndTearCollision: A list of damage profile names, as defined in the CollisionDamage.N parameter.

For example:

LandingGear.1 = WearAndTearCollision:LeftWingLightDamage
LandingGear.2 = WearAndTearCollision:RightWingLightDamage

Hash Map

This parameter permits you to assign a damage profile to one or more engines. The parameter is indexed from 1, and indices must be consecutive. Indices refer to the engine the profile should be applied to, counting from left to right.

The information for each engine is given as a hash map with the following key:

• WearAndTearCollision: A list of damage profile names, as defined in the CollisionDamage.N parameter.

For example:

Engine.1 = WearAndTearCollision:LeftLightDamage
Engine.2 = WearAndTearCollision:RightLightDamage

Hash Map

This parameter permits you to assign a damage profile to one or more engine oil tank. The parameter is indexed from 1, and indices must be consecutive. Indices refer to the engine the profile should be applied to.

The information for each oil tank is given as a hash map with the following key:

• WearAndTearCollision: A list of damage profile names, as defined in the CollisionDamage.N parameter.

For example:

EngineOilTank.1 = WearAndTearCollision:LeftLightDamage
EngineOilTank.2 = WearAndTearCollision:RightLightDamage

Hash Map

Comma separated list of values that defines the tank. List values are:

z, x, y, total_fuel_capacity, unusable_fuel_capacity

(z, x, y) is offset from the Datum Reference Point and in ft, and the fuel capacity values are in Gallons. If any tank is not used, simply supply the list with all values set to 0.

List of 5 Values

The fuel type for the engines.

Integer:

1. 1 = OCTANE 100
2. 2 = JET A
3. 3 = OCTANE 80
4. 4 = AUTO GAS
5. 5 = JET B

Defines a fuel transfer pump N, where N starts at 0. Table contents are:

Source, Destination, Rate in lbs/s, Pump ID

Source and Destination are one of the values given here for the different tanks: Fuel Tank Selection. The Pump ID is an integer value used to identify the pump and link it to a circuit.

To toggle the pump on or off you need to have first created a circuit of the type CIRCUIT_FUEL_TRANSFER_PUMP using the circuit.N parameter of the systems.cfg file, and the circuit Type index needs to be the same as the Pump ID.

The pump can then be toggled on/off using the FUEL_TRANSFER_CUSTOM_INDEX_TOGGLE key event, or using the ELECTRICAL_CIRCUIT_TOGGLE key event.

List of 4 Values

Integer:

1. 0 = Off
2. 1 = All
3. 2 = Left
4. 3 = Right
5. 4 = Left Aux.
6. 5 = Right Aux.
7. 6 = Center 1
8. 7 = Center 2
9. 8 = Center 3
10. 9 = External 1
11. 10 = External 2
12. 11 = Right Tip
13. 12 = Left Tip
14. 13 = Crossfeed
15. 14 = Crossfeed
    
    Left-to-Right
16. 15 = Crossfeed
    
    Right-to-Left
17. 16 = Both
18. 17 = All External
19. 18 = Isolate
20. 19 = Left Main
21. 20 = Right Main

This is a table of fuel tanks to indicate the order in which they should be used. You list the highest priority first, and then subsequent priorities, for example:

fuel_tank_priority = LeftMain-RightMain, Center1

As you can see, dashes can be used to indicate 2 (or more) fuel tanks sharing the same priority, and in this example both the left and right main tanks are priority 1, then Center1 is priority 2. The following strings can be used to indicate the fuel tanks you want to assign a priority to:

1. Center1
2. Center2
3. Center3
4. LeftMain
5. LeftTip
6. LeftAux
7. RightMain
8. RightTip
9. RightAux
10. External1
11. External2

List of Values

This value corresponds to the various versions of the modern fuel system and is used to permit you to maintain compatibility with already published aircraft as the modern fuel system evolves. The following values are currently accepted:

1. 1: uses the Fuel System as released in Microsoft Flight Simulator 2020 SimUpdate 8 - this was the initial release of the new fuel system and had a bug where (under some conditions) an aircraft would have "infinite" fuel.
3. 2: uses the Fuel System as updated in Microsoft Flight Simulator 2020 SimUpdate 9 - this update fixed the infinite fuel bug, but had an issue with reduced fuel flow through junctions (under some conditions).
5. 3: uses the Fuel System as updated in Microsoft Flight Simulator 2020 SimUpdate 10 - this update fixed the reduced fuel flow through junctions bug, however it had an issue loading and saving of junction settings inside of FLT files (sometimes it would save the wrong value which meant you would be on the wrong option when loading the file).
7. 4: uses the Fuel System as updated in Microsoft Flight Simulator 2020 SimUpdate 11 - this update fixed the issue loading and saving junction setting inside of FLT files.
9. 5: uses the Fuel System as updated in Microsoft Flight Simulator 2020 SimUpdate 14 - this update fixed the issue loading and saving junction setting inside of FLT files.
11. Latest: Using this value means that the aircraft will always use the latest available version of the fuel system (currently the initially updated Microsoft Flight Simulator 2024 version). Note that using this option is potentially problematic when publishing an aircraft to the Marketplace, as it may mean that a future SimUpdate could break how the fuel system works.

Sets the fuel type to be used by the engine or burner. This can be one of the following:

1. 0 - NONE
2. 1 - OCTANE 100
3. 2 - JET_A
4. 3 - OCTANE 80
5. 4 - AUTO GAS
6. 5 - JET B
7. 6 - LIQUID PROPANE

Defines one or more burners (up to a maximum of 16) that form a part of the fuel system. Details on the burner map contents are given here: Burner.N

Note that burners require that the fuel_type be set to 6 (Liquid Propane).

Hash Map

This defines an APU for the fuel system. You can have multiple APU's per system, numbered from 1 upwards. Details on the APU map contents are given here: APU.N

Defines one or more engines (up to a maximum of 16) that form a part of the fuel system. Details on the engine map contents are given here: Engine.N

Defines one or more fuel tanks that form a part of the fuel system. Details on the tank map contents are given here: Tank.N

Defines one or more lines that form a part of the fuel system. Details on the line map contents are given here: Line.N

Defines one or more junctions that form a part of the fuel system. Details on the junction map contents are given here: Junction.N

Defines one or more valves that form a part of the fuel system. Details on the valve map contents are given here: Valve.N

Defines one or more fuel pumps that form a part of the fuel system. Details on the pump map contents are given here: Pump.N

List of Values

Total area of the top surface of the wing from tip-to-tip, in sqft. The wing area impacts the target lift and drag forces. For example it directly impacts lift proportionally to the area:

\(L = 0.5 \times p \times v \times v \times WingArea \times C_L\)

The horizontal distance between the two wing tips, in ft. The wing span impacts the distribution of the forces over the aircraft, and the larger the wing span the greater the increase in the roll and yaw moment of ailerons and also the resistance to the roll movement of the aircraft.

Length of the wing Chord at the intersection of the wing and the fuselage, in ft. The chord over the wing will be automatically computed based on the area, the span and the chord at the root. To get a rectangle shaped wing, enter the average chord into the root chord. To get a triangle shaped wing enter a root chord larger than the average chord.

The wing local thickness, calculated as:

\({\textrm{local\_chord}} (x) \times \textrm{wing\_thickness\_ratio}\)

where \(x = \textrm{lateral coord}\)

Value is in ft.

This is the angle between the wing leading edge and a horizontal line parallel to the ground, as seen when looking at the front of an aircraft. Technically defined as the dihedral angle Lambda, in degrees. The wing dihedral impacts secondary effects such as induced roll and adverse yaw.

Sets the "virtual" dihedral. This values is added to the actual dihedral value, but without moving the surface, proportional to the vertical position of the wing. Note that high wings have more positive virtual dihedral, and low wings have more negative virtual dihedral. You can use this parameter to simulate the pressure build up between wing and fuselage when side slipping.

Default value is 5.0.

This is the angle (in degrees) the mean wing Chord makes with a horizontal line parallel to the ground, as seen when looking at the side of an aircraft from the wing tip.

This base wing incidence is calculated when the aircraft surfaces are initially "built" in the simulation and before the normalization of the lift table. The base incidence impacts the zero AoA lift and should be set as closely as possible to the real wing incidence so that the normalization has as little work to do in order to reach the target lift polar. The normalization will readjust this incidence in order to match the target lift coefficient.

This is the difference in wing incidence from the root Chord and the tip Chord of the wing (in degrees). Technically defined as the wing twist epsilon.

Most aircraft have twisted wings in order to increase aileron authority close to and during a stall. This also causes higher incidences towards the root of the wing and will cause these regions to stall earlier, which will cause more symmetrical stalls.

The wing Oswald Efficiency Factor (non dimensional) measures the aerodynamic efficiency of the wing, where a theoretically perfect wing will have a factor of 1.0.

This is the "e" in:

\(C_{Di} = \frac {(C_L)^2} {pi \times AR \times e}\)

While the aspect ratio is defined by the geometry, this factor impacts the induced drag, and most planes have an oswald factor in the order of 0.7.

Sets whether the aircraft has winglets (TRUE, 1) or not (FALSE, 0). This parameter is not directly used to define the aircraft geometry, however if the aircraft goes through the normalization process that normalizes the performance to the desired drag, then that drag value will include the winglet drag if it is enabled using this parameter.

The angle of the wing with the lateral axis. This is the angle the leading edge of the wing makes with a horizontal line perpendicular to the fuselage, as seen when looking down on top of an aircraft (expressed in degrees).

Wing sweep has an important impact on secondary effects but also on the location of the wing on the longitudinal axis. The wing will be positioned to align the default 25% aerodynamic center with the aero_center_lift value and a swept wing will have the root in front of the aerodynamic center while the tip will be in the back. The wing will be automatically skewed to align with the target aerodynamic center position.

Vertical (y) distance of the wing apex - as measured at the centerline of the aircraft - from the Datum Reference Point in ft. This distance is measured positive in the "up" direction.

This sets the aircraft AoA at which the wing's parasitic drag is minimal (lift induced drag is always minimal when lift is minimal).

Default value is 0.

Area of the static part of the horizontal stabilizer (not counting the elevator area), in sqft. The horizontal stabilizer and elevator will be simulated as a single wing with surfaces positioned in a way that the overall incidence matches the current control surface deflection. This single surface will have the area of htail_area and elevator_area combined. However, we recommend entering the exact area of each surface. This area will impact the pitch moment caused by the elevator deflection as well as the pitch moment caused by the horizontal stabilizer.

The horizontal span of the htail and elevator surface, in ft. A large htail span will impact the roll moment of the propeller wash but also resist the aircraft roll movement.

Longitudinal (z) distance of the horizontal tail apex and elevator surface - as measured at the centerline of the aircraft - from the Datum Reference Point in ft. This distance is measured positive in the forward (aircraft nose) direction.

The longitudinal position of the htail impacts the pitch moment of the htail and elevator surfaces. The htail force vectors should be aligned with the real surface.

Vertical (y) distance of the horizontal tail apex and elevator surface - as measured at the centerline of the aircraft - from the Datum Reference Point in ft. This distance is measured positive in the "up" direction.

Depending on the vertical position of the htail, it can get into turbulences created by the wing located in front of it. In extreme situations this can create a deep and unrecoverable stall.

The default incidence of the htail and elevator surface combination. This is the angle the mean horizontal tail Chord makes with a horizontal line parallel to the ground, as seen when looking at the side of an aircraft from the horizontal tail tip (in degrees).

The aircraft surfaces will be build with this default incidence setting and all performance normalization will be calculated with this incidence. This means that the target lift and drag coefficients will match the aircraft with this htail_incidence default elevator angle. Any other elevator angle will generate different drag and lift coefficients.

We recommend setting the htail_incidence so that the aircraft flies level at cruise speed without any required elevator input and zero elevator trim. This means that the htail_incidence will be the neutral trim for cruise speed. By doing this the lift and drag coefficients of the aircraft will perfectly match the target values during cruise and the drag force will be the most accurate and match the target performance during cruise. This also means that during any other phase, the drag performance of the aircraft won't perfectly match the target formula because of the added drag caused by the added elevator deflection required to maintain a level flight at any other speed. This target formula is expressed as:

\({C_D} = {C_{D0}} + K(C_L - C_{L0})^{2}\)

However, it is possible to chose a different speed than cruise and set the htail_incidence for that speed.

The horizontal tail local thickness, calculated as:

\({\textrm{local\_chord}} (x) \times \textrm{htail\_thickness\_ratio}\)

where \(x = \textrm{lateral coord}\)

Value is in ft.

The fuselage-to-tip area of the static part of the vertical stabilizer (not counting the rudder area), in sqft. The vertical stabilizer and rudder will be simulated as a single wing with surfaces positioned in a way such that the overall incidence matches the current control surface deflection. This single surface will have the area of vtail_area and rudder_area combined. However, we recommend entering the exact area of each surface. This area will impact the yaw moment caused by the rudder deflection as well as the yaw moment caused by the vertical stabilizer.

The vertical tail span is the vertical distance from the vertical tail-fuselage intersection to the tip of the vertical tail, in ft.

A large vtail span will impact the roll moment of the propeller wash but also resist the aircraft roll movement. It will also counter adverse yaw and counter induced roll during rudder inputs.

Longitudinal (z) position of the vtail and rudder surface - as measured at the centerline of the aircraft - from the Datum Reference Point in ft. This distance is measured positive in the forward (aircraft nose) direction.

The longitudinal position of the vtail impacts the yaw moment of the vtail and rudder surfaces. The vtail force vectors should be aligned with the real surface.

Vertical position of the vtail and rudder surface - as measured at the centerline of the aircraft - from the Datum Reference Point in ft. This distance is measured positive in the "up" direction.

Depending on the vertical position of the vtail, it can get into turbulences created by the wing located in front of it. The vertical position of the vtail will impact the roll moment created by the surface.

The vertical tail local thickness, calculated as:

\({\textrm{local\_chord}} (x) \times \textrm{vtail\_thickness\_ratio}\)

where \(x = \textrm{lateral coord}\)

Value is in ft.

The approximate fuselage diameter, in ft. This value is used to limit the the drone camera and for other things like POI notification placement, etc...

If this parameter is not included in the file, then the diameter will be inferred from the wing mean chord length and other data.

List of 3 Floats

The approximate width of the cockpit area, in ft.

If you include this parameter then you should also include the cockpit_height parameter. If neither are used, then the width/height will be inferred from the fuselage_diameter.

The approximate height of the cockpit area, in ft.

If you include this parameter then you should also include the cockpit_width parameter. If neither are used, then the width/height will be inferred from the fuselage_diameter.

Area of the moving part of the horizontal stabilizer (not counting the htail area), in sqft.

The horizontal stabilizer and elevator will be simulated as a single wing with surfaces positioned in a way that the overall incidence matches the current control surface deflection. This single surface will have the area of htail_area and elevator_area combined. However, we recommend entering the exact area of each surface. This area will impact the pitch moment caused by the elevator deflection as well as the pitch moment caused by the horizontal stabilizer.

Scales the elevator deflection angle in relation to the aileron deflection angle.

Default value is 0.

Area of the moving part of the vertical stabilizer (not counting the vtail area),in sqft.

The vertical stabilizer and rudder will be simulated as a single wing with surfaces positioned in a way that the overall incidence matches the current control surface deflection. This single surface will have the area of vtail_area and rudder_area combined. However, we recommend entering the exact area of each surface. This area will impact the yaw moment caused by the rudder deflection as well as the yaw moment caused by the vertical stabilizer.

Upper angular limit of the elevator and htail combined control surface, in degrees.

This should be the maximum elevator deflection angle possible and will be scaled down by the elasticity table and the elevator_maxangle_scalar.

Lower angular limit of the elevator and htail combined control surface, in degrees (absolute values only).

This should be the maximum elevator deflection angle possible and will be scaled down by the elasticity table and the elevator_maxangle_scalar.

Upper angular limit of the aileron and wing combined control surface, in degrees.

This should be the maximum aileron deflection angle possible and will be scaled down by the elasticity table and the aileron_effectiveness.

Lower angular limit of the aileron and wing combined control surface, in degrees (absolute values only).

This should be the maximum aileron deflection angle possible and will be scaled down by the elasticity table and the aileron_effectiveness. An excessive aileron down limit may increase the chance of the related wing surface stalling.

The aileron to rudder ratio, used to link the two.

If set to a value other than 0, the rudder will be controlled by the aileron controller axis instead of the rudder controller axis. The scale defines the ratio between the aileron input applied to the rudder and the original aileron input.

The outboard aileron span, expressed as a Percent Over 100.

This is the ratio of wing length from the tip to the end of the aileron surface. A larger aileron will increase the roll moment of aileron deflection, but it will also increase the local drag generated by aileron deflection.

Float

Angular limit in degrees (absolute values only) of the rudder and vtail combined control surface.

This should be the maximum rudder deflection angle possible and will be scaled down by the elasticity table and the rudder_maxangle_scalar.

Angular limit in degrees (absolute values only) of the rudder trim.

This deflection adds to the rudder deflection. This should be the maximum rudder trim deflection angle possible and will be scaled down by the elasticity table and the rudder_trim_effectiveness.

Angular limit in degrees of the elevator trim. This deflection adds to the elevator deflection. This should be the maximum elevator trim deflection angle possible and will be scaled down by the elasticity table and the elevator_trim_effectiveness. Note that this value can be overriden by the elevator_trim_up_limit and elevator_trim_down_limit parameters.

If this value is omitted and the elevator_trim_up_limit and elevator_trim_down_limit have not been set, then the default behavior will be to have no elevator trim applied.

For many aircraft this will be the take off trim setting. The aircraft will start with this trim setting when starting on the ground. This trim setting is not used for performance normalizations nor to achieve the target lift and drag values, and is used for indicators only. The htail_incidence will be used for performance normalization.

Set the upper limit of the elevator trim deflection that makes the aircraft pitch up, in degrees (absolute values only). Note that this will override the value set in elevator_trim_limit, and will be scaled down by the elasticity table and the elevator_trim_effectiveness.

If this parameter is omitted, then the elevator_trim_limit value will be used, and if that parameter is also omitted, then the no elevator trim will be applied.

Set the lower limit of the elevator trim deflection that makes the aircraft pitch down, in degrees (absolute values only). Note that this value cannot be greater than the value set in elevator_trim_up_limit, and will override the value set in elevator_trim_limit. It will also be scaled down by the elasticity table and the elevator_trim_effectiveness.

If this parameter is omitted, then the elevator_trim_limit value will be used, and if that parameter is also omitted, then the no elevator trim will be applied.

This sets the angular limit of the wing spoilers on an aircraft, in degrees (absolute values only), when the spoiler is in ground configuration.

If this limit is 0, no spoilers exist for the aircraft.

Angular limit in degrees of the spoiler and wing combined control surface, in degrees (absolute values only) when the spoiler is in the air configuration.

If this value is not set, then it will default to the spoiler_limit value.

Indicates whether the spoilers also behave as spoilerons for roll control (if spoilers are available): 0 = FALSE (no spoilerons) or 1 = TRUE.

Spoilerons will add spoiler deflection to aileron deflection based on aileron_to_spoileron_gain and min_ailerons_for_spoilerons.

This value is used to indicate at what minimum aileron deflection angle the spoilers become active for roll control, in degrees (absolute values only). Based on aileron_to_spoileron_gain.

This is used to configure the airplane with manual controls for the spoiler deflections (TRUE, 1) or not (FALSE, 0).

Flap positive load limit when up. This is the positive limit - in G's - that is imposed on the aircraft when the flaps are up. The supplied value is multiplied by the load_safety_factor parameter before being compared to the current load factor to detect if the aircraft is beyond limits.

Note that if this parameter is not included, then none of the G-Limit flaps parameter will be read and will simply use the default values.

Default value is 4.

The aircraft will crash if the load factor reaches the G limit calculated using this parameter (For more information please see here: Overstress Damage). An aircraft with a load factor hold fly by wire system, will respect these limits as load factor limits.

Flap positive load limit when down. This is the positive limit - in G's - that is imposed on the aircraft when the flaps are down. The supplied value is multiplied by the load_safety_factor parameter before being compared to the current load factor to detect if the aircraft is beyond limits.

Note that this parameter is only read when the positive_g_limit_flaps_up has been defined.

Default value is 2.

The aircraft will crash if the load factor reaches the G limit calculated using this parameter (For more information please see here: Overstress Damage). An aircraft with a load factor hold fly by wire system, will respect these limits as load factor limits.

Flap negative load limit when up. This is the negative limit - in G's - that is imposed on the aircraft when the flaps are up. The supplied value is multiplied by the load_safety_factor parameter before being compared to the current load factor to detect if the aircraft is beyond limits.

Note that this parameter is only read when the positive_g_limit_flaps_up has been defined.

Default value is 1.5.

The aircraft will crash if the load factor reaches the G limit calculated using this parameter (For more information please see here: Overstress Damage). An aircraft with a load factor hold fly by wire system, will respect these limits as load factor limits.

Flap negative load limit when down. This is the negative limit - in G's - that is imposed on the aircraft when the flaps are down. The supplied value is multiplied by the load_safety_factor parameter before being compared to the current load factor to detect if the aircraft is beyond limits.

Note that this parameter is only read when the positive_g_limit_flaps_up has been defined.

Default value is 1.5.

The aircraft will crash if the load factor reaches the G limit calculated using this parameter (For more information please see here: Overstress Damage). An aircraft with a load factor hold fly by wire system, will respect these limits as load factor limits.

This is the multiplier on top of the design limits before which damage will begin to accrue. It is used by the autopilot and FBW systems as part of the pitch control limiter.

Default value is 7.5.

Sets whether fly-by-wire is available (TRUE, 1) or not (FALSE, 0).

A fly by wire control system disconnects the direct connection between yoke and rudder inputs and the control surfaces and adds a computer in between. This allows to activate control modes such as load factor hold.

NOTE: When enabled your aircraft may use the [STALL PROTECTION] system.

Set's the fly-by-wire mode. When set to 0 (FALSE), the fly-by-wire will be in load factor hold mode above 50ft and in direct mode below 50ft. When set to 1 (TRUE), the fly-by-wire will be in load factor hold mode when flaps are retracted and in direct mode when flaps are extended.

Default is 0 (FALSE).

A table that allows you to scale down the elevator control surface deflection angle depending on the current dynamic pressure. The table has a maximum of 5 values and has the following format:

dynamic_pressure:correction_factor,
dynamic_pressure:correction_factor,
etc...

Pressure is expressed as psf and the yoke correction factor is a Percent Over 100.

The dynamic pressure being airspeed dependent, this allows to reduce deflection based on speed. The [Dev Mode] aircraft debugging tools allow you to get the current dynamic pressure from the Speed debug window. The dynamic pressure can also be obtained with the following formula:

$$\textrm{dynamicpressure} = 0.5 \times \textrm{airdensity} \times \textrm{airspeed} \times \textrm{airspeed}$$

Default value is: 0.0:1.0

1D Curve of Floats

A table that allows you to scale down the aileron control surface deflection angle depending on the current dynamic pressure.

The table has a maximum of 5 values and has the following format:

dynamic_pressure:correction_factor,
dynamic_pressure:correction_factor,
etc...

Pressure is expressed as psf and the yoke correction factor is a Percent Over 100.

The dynamic pressure being airspeed dependent, this allows you to reduce deflection based on speed. The [Dev Mode] aircraft debugging tools allow you to get the current dynamic pressure from the Speed debug window. The dynamic pressure can also be obtained with the following formula:

$$\textrm{dynamicpressure} = 0.5 \times \textrm{airdensity} \times \textrm{airspeed} \times \textrm{airspeed}$$

Default value is: 0.0:1.0

1D Curve of Floats

A table that allows you to scale down the rudder control surface deflection angle depending on the current dynamic pressure. The table has a maximum of 5 values and has the following format:

dynamic_pressure:correction_factor,
dynamic_pressure:correction_factor,
etc...

Pressure is expressed as psf and the yoke correction factor is a Percent Over 100.

The dynamic pressure being airspeed dependent, this allows to reduce deflection based on speed. The [Dev Mode] aircraft debugging tools allow you to get the current dynamic pressure from the Speed debug window. The dynamic pressure can also be obtained with the following formula:

$$\textrm{dynamicpressure} = 0.5 \times \textrm{airdensity} \times \textrm{airspeed} \times \textrm{airspeed}$$

Default value is: 0.0:1.0

1D Curve of Floats

A table that allows you to scale down the elevator control surface deflection angle depending on the current dynamic pressure. The table has a maximum of 5 values and has the following format:

dynamic_pressure:correction_factor,
dynamic_pressure:correction_factor,
etc...

Pressure is expressed as psf and the yoke correction factor is a Percent Over 100.

The dynamic pressure being airspeed dependent, this allows to reduce deflection based on speed. The [Dev Mode] aircraft debugging tools allow you to get the current dynamic pressure from the Speed debug window. The dynamic pressure can also be obtained with the following formula:

$$\textrm{dynamicpressure} = 0.5 \times \textrm{airdensity} \times \textrm{airspeed} \times \textrm{airspeed}$$

Default value is: 0.0:1.0

1D Curve of Floats

The reactivity scalar for all controls, which can be used to adjust - at a global level - the responsiveness and behaviour of the control system. This value is clamped to a maximum of 1, regardless of what the actual input is set to.

If set to 1 (True), the control surface deflection will be based on an optional force simulation. When this simulation is on, use the elasticity table only for actual elasticity simulation, not to also simulate input force limit, or there will be a redundancy.

Default value is 0.

Defines the maximum input force (in lbs) a student pilot is capable to hold.

Default value is 10.

Defines the minimum input force (in lbs) below a student pilot will input to work against input lag causing motion resisting forces in the input.

Default value is 1.

Defines the maximum input force (in lbs) a pilot is capable to hold.

Default value is 20.

Defines the minimum input force (in lbs) below a pilot will input to work against input lag causing motion resisting forces in the input.

Default value is 2.

Defines the maximum input force (in lbs) a testpilot is capable to hold.

Default value is 40.

Defines the minimum input force (in lbs) below a test pilot will input to work against input lag causing motion resisting forces in the input.

Default value is 4.

Defines the holding force (in lbs) required for a maximum deflection at zero airspeed.

Default value is 1.

Defines the moving force (in lbs/ratio/second) required for change the control surface deflection at zero airspeed.

Default value is 2.

Defines ratio of the dynamic pressure that will be added to the required holding force in lbs.

Example: With a ratio of 1.0 and a dynamic pressure of 100, 100lbs of holding force will be required to maintain a 100% deflection.

Default value is 0.66.

Defines ratio of the dynamic pressure that will be added to the required moving force in lbs/ration/second.

Example: With a ratio of 0.1 and a dynamic pressure of 100, 10lbs of moving force will be required over 1 second to move the deflection to 100% over 1 second.

Default value is 0.1.

If set to 1 (TRUE), the control surface deflection will be based on an optional force simulation. When this simulation is on, use the elasticity table only for actual elasticity simulation, not to also simulate input force limit, or there will be a redundancy.

Default value is 0.

Defines the maximum input force (in lbs) a student pilot is capable to hold.

Default value is 20.

Defines the minimum input force (in lbs) below a student pilot will input to work against input lag causing motion resisting forces in the input.

Default value is 2.

Defines the maximum input force (in lbs) a pilot is capable to hold.

Default value is 40.

Defines the minimum input force (in lbs) below a pilot will input to work against input lag causing motion resisting forces in the input.

Default value is 4.

Defines the maximum input force (in lbs) a testpilot is capable to hold.

Default value is 80.

Defines the minimum input force (in lbs) below a test pilot will input to work against input lag causing motion resisting forces in the input.

Default value is 8.

Defines the holding force (in lbs) required for a maximum deflection at zero airspeed.

Default value is 2.

Defines the moving force (in lbs/ratio/second) required for change the control surface deflection at zero airspeed.

Default value is 4.

Defines ratio of the dynamic pressure that will be added to the required holding force in lbs.

Example: With a ratio of 1.0 and a dynamic pressure of 100, 100lbs of holding force will be required to maintain a 100% deflection.

Default value is 1.33.

Defines ratio of the dynamic pressure that will be added to the required moving force in lbs/ratio/second.

Example: With a ratio of 0.1 and a dynamic pressure of 100, 10lbs of moving force will be required over 1 second to move the deflection to 100% over 1 second.

Default value is 0.2.

If set to 1 (TRUE), the control surface deflection will be based on an optional force simulation. When this simulation is on, use the elasticity table only for actual elasticity simulation, not to also simulate input force limit, or there will be a redundancy.

Default value is 0.

Defines the maximum input force (in lbs) a student pilot is capable to hold.

Default value is 40.

Defines the minimum input force (in lbs) below a student pilot will input to work against input lag causing motion resisting forces in the input.

Default value is 4.

Defines the maximum input force (in lbs) a pilot is capable to hold.

Default value is 80.

Defines the minimum input force (in lbs) below a pilot will input to work against input lag causing motion resisting forces in the input.

Default value is 8.

Defines the maximum input force (in lbs) a testpilot is capable to hold.

Default value is 160.

Defines the minimum input force (in lbs) below a test pilot will input to work against input lag causing motion resisting forces in the input.

Default value is 16.

Defines the holding force (in lbs) required for a maximum deflection at zero airspeed.

Default value is 4.

Defines the moving force (in lbs/ratio/second) required for change the control surface deflection at zero airspeed.

Default value is 8.

Defines ratio of the dynamic pressure that will be added to the required holding force in lbs.

Example: With a ratio of 1.0 and a dynamic pressure of 100, 100lbs of holding force will be required to maintain a 100% deflection.

Default value is 2.66.

Defines ratio of the dynamic pressure that will be added to the required moving force in lbs/ration/second.

Example: With a ratio of 0.1 and a dynamic pressure of 100, 10lbs of moving force will be required over 1 second to move the deflection to 100% over 1 second.

Default value is 0.4.

This can be used to enable (1, TRUE) or disable (0, FALSE) the use of CFD within the simulation.

Default value is 0 (FALSE).

For more information, please see here: Debug Aircraft CFD.

This can be used to enable (1, TRUE) or disable (0, FALSE) the reinjection of the CFD output with that of the flight model, specifically affecting the airframe surface. Note that this needs to be set to 1 (TRUE) for CFD_ReinjectRotors, CFD_ReinjectVTailX, and CFD_ReinjectHTailY to work as well. If this is 0 (FALSE), then those parameters will have no effect.

Default value is 0 (FALSE).

For more information, please see here: Debug Aircraft CFD.

This can be used to enable (1, TRUE) or disable (0, FALSE) the re-injection of the CFD output with that of the flight model for rotors/propellers. Note that this parameter will have no effect if the CFD_ReinjectBody parameter is not set to 1 (TRUE).

Default value is 0 (FALSE).

For more information, please see here: Debug Aircraft CFD.
IMPORTANT! This requires that you have the prop_mod_use_modern parameter set to 1 (TRUE).

This can be used to enable (1, TRUE) or disable (0, FALSE) the re-injection of the CFD output with that of the flight model, specifically affecting the tail control surfaces. Note that this parameter will have no effect if the CFD_ReinjectBody parameter is not set to 1 (TRUE).

Default value is 0 (FALSE).

For more information, please see here: Debug Aircraft CFD.

This can be used to enable (1, TRUE) or disable (0, FALSE) the re-injection of the CFD output with that of the flight model, specifically affecting the tail control surfaces. Note that this parameter will have no effect if the CFD_ReinjectBody parameter is not set to 1 (TRUE).

Default value is 0 (FALSE).

For more information, please see here: Debug Aircraft CFD.

Set the air incompressibility when the CFD simulation is active. This is essentially the divergence term of the the Navier Stokes equations used by the CFD simulation, and sets the rate at which the pressure of a voxel will be impacted by the local divergence.

Default value is 1.0, and the value will only be used when the CFD_EnableSimulation parameter is set to 1 (TRUE).

For more information, please see here: Debug Aircraft CFD.

Set the scale of the voxel volume for CFD simulation. At 1, this will create a volume that is 150% that of the aircraft wingspan, and the volume will be comprised of n³ voxels (where n is set by the CFD_VoxelNbVoxels parameter).

Default value is 1.0, and the value will only be used when the CFD_EnableSimulation parameter is set to 1 (TRUE).

For more information, please see here: Debug Aircraft CFD.

This can be used to set the number of voxels that will be cubed to make the sample volume for the CFD simulation.

IMPORTANT! This may have a serious impact on performance if set to values greater than the default value, due to it currently having a time complexity of O(n3).

Default value is 20.0, and the value will only be used when the CFD_EnableSimulation parameter is set to 1 (TRUE).

For more information, please see here: Debug Aircraft CFD.

This parameter allows you to offset the ground collision vertically by N voxels. With a value of 0 voxels, the ground collision lets the air penetrate up to 1 voxel into the ground, ie: the ground is a "soft collision layer" of about 1 voxel thickness that starts at ground level and ends 1 voxel into the ground. By setting this to 1 voxel, the soft ground collision starts 1 voxel above the ground and stops airflow before it touches the ground. Adjusting this value will have an impact on the strength of the ground effect that is applied on the aircraft. It is worth noting that ground effect is calculated taking into account the ground conditions, so things like icing will have an effect on the drag and lift.

Default value is 0.0, and the value will only be used when the CFD_EnableSimulation parameter is set to 1 (TRUE).

For more information, please see here: Debug Aircraft CFD.

Defines how much lift will be added to the overall lift formula based on the current pitch rotation speed.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section.

Defines how much lift will be added to the overall lift formula based on the current angle of attack variation rate.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section.

Defines how much lift will be added to the overall lift formula based on the current elevator deflection angle.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section.

Defines how much lift will be added to the overall lift formula based on the current yaw angle of the aircraft.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section.

Defines the lift coefficient that will be added to the target lift coefficient obtained with the lift_coef_aoa_table of the aircraft when at maximum spoiler expansion on the ground. This allows you to correctly tune the spoilers for ground usage where there is very strong drag and very strong loss in lift. Essentially this is the coefficient for the deflection of 1 radian.

The lift value is multiplied by the spoiler deflection in radians, so this coefficient is necessary to compensate for the scale by the deflection angle (also in radians), in order to reach 100%.

NOTE: This value will also be used when the aircraft is airborne, unless the lift_coef_air_spoilers value is set.

Defines the lift coefficient that will be added to the target lift coefficient obtained with the lift_coef_aoa_table of the aircraft when at maximum spoiler expansion in the air. This allows to correctly tune the spoiler behaviour in the air where you have strong drag, and little loss in lift. The lift value is multiplied by the spoiler deflection in radians, so this coefficient is necessary to compensate for the scale by the deflection angle (also in radians), in order to reach 100%.

NOTE: This value overrides the value set by lift_coef_spoilers.

Defines the target drag of the airplane in clean configuration (ie: no propeller, no turbulence, no engine wash, no gears, no flaps, no spoilers, no deflections...), when there is zero lift. This is usually also called the \(C_{D0}\) or \(C_{DZeroLift}\). Zero lift may occur at an angle of attack of zero - reason for which \(C_{D0}\) is sometimes the drag at an AoA of 0 - but most of the time, zero lift occurs at an angle of attack that is negative and the \(C_{D0}\) does not correspond to the drag at AoA 0.

In the legacy FSX flight model, this defines the actual \(C_{D0}\). In the modern flight model, this defines the target \(C_{D0}\) that will be distributed over all the surfaces of the aircraft when building the airplane used in the aerodynamic surface simulation. Once the aircraft is built, it will then be normalized to match exactly the target \(C_{D0}\).

Defines the drag of the gears that will be applied at the location of the gear contact points and create the appropriate angular moment.

If the aircraft features retractable gears, this coefficient will be zero once the gears are retracted. For non retractable gears this will always be present. All aircraft which feature gears, retractable or not, should define a drag coefficient for gears. This drag coefficient should not be baked into the drag_coef_zero_lift otherwise the gear angular moment calculations will be wrong. Also note that if the aircraft has no landing gear, this value will STILL have an effect and as such should be set to 0 in those cases.

Defines the target drag added when spoilers are fully extended on the ground, where there is very strong drag and very strong loss in lift. The drag value is multiplied by the spoiler deflection in radians, so this coefficient is necessary to compensate for the scale by the deflection angle (also in radians), in order to reach 100%.

NOTE: This value will also be used when the aircraft is airborne, unless the drag_coef_air_spoilers value is set.In the legacy FSX flight model, this defines the actual flap drag. In the modern flight model, this defines the target spoiler drag that will be distributed over all the spoiler surfaces of the aircraft when building the airplane used in the aerodynamic surface simulation. Once the aircraft is built, it will then be normalized to match exactly the target spoiler drag.

Defines the target drag added when spoilers are fully extended in the air, where you have strong drag, and little loss in lift. The drag value is multiplied by the spoiler deflection in radians, so this coefficient is necessary to compensate for the scale by the deflection angle (also in radians), in order to reach 100%.

NOTE: This value overrides the value set by drag_coef_spoilers.

Ratio of the stall AoA at which the airflow will start detaching from the wing.

Default value is: 0.9

Ratio of the stall AoA at which the airflow will be completely detached from the wing.

Default value is: 1.1

Power of the ratio curve that controls the airflow detaching from the wing between start and end.

Default value is: 0.8

In Radians, minimum angle between the stall AoA at which the airflow starts detaching and at which it is fully detached.

Default value is: 0.025

In ratios per second, speed at which the airflow will be detaching.

Default value is: 1.0

In ratios per second, speed at which the airflow will be attaching.

Default value is: 1.0

Degrees added to the stall AoA at the ailerons.

Default value is: 0.0

Degrees added to the stall AoA at the wingtips.

Default value is: 2.0

Virtual added wing twist to reduce stall at the wingtips.

Default value is: 2.5

Scale ratio of the virtual added wing twist.

Default value is: 0.9

Defines the theoretical average alpha (AoA) at which the aircraft will stall, in degrees.

If the parameter is omitted from the file, then - when the aircraft is first instantiated - the stall alpha is measured on the actual flight model by performing lift measures at various AoA to find the point where the lift goes down when the AoA goes up. This precalculated value will be used as the default value.

Defines the theoretical average alpha (AoA) at which the aircraft will stall in full-flap configuration, in degrees.

If the parameter is omitted from the file, then - when the aircraft is first instantiated - the stall alpha is measured on the actual flight model by performing lift measures at various AoA to find the point where the lift goes down when the AoA goes up. This precalculated value will be used as the default value.

This parameter sets the rigidity of the fuselage. If set to -1 then the fuselage will be considered as having "infinite" rigidity, while values greater than 0 will mean that applied forces will affect the airframe. The approximate value for this parameter can be calculated as follows:

• fuselage_rigidity = distance from the CG in ft at which a force applied yields 50% of it's effect on the entire airframe after 1 second.

Note that low rigidity will increase the aircraft oscillations, and if the rigidity is low enough for the time accumulation to correspond to the oscillation frequency, then you can even get a situation of resonance that will cause the entire airframe to "flutter" wildly.

Default value is -1, and the value is in ft.

This parameter sets the inertia for the fuselage, and works in harmony with the fuselage_rigidity parameter. However, if that parameter is less than or equal to zero, then this parameter will have no effect. Generally you want to set this to 1 to start with then tweak it up or down to get the aircraft behaviour that you require.

Default value is 1.

Defines how much side force will be generated when the yaw angle is non zero (during a side slip).

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, use fuselage_lateral_cx to modify the side drag coefficient of the fuselage and rudder_lift_coef to modify the forces generated by the rudder.

Defines how much side force will be generated when the aircraft has some roll speed (during a roll).

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, the side force resulting from a roll is a complex combination of the effect of all the aircraft surfaces that cannot be directly controlled. Making sure the aircraft surfaces are correctly aligned and feature correct areas and coefficients will result in a realistic side force when rolling.

Defines how much side force will be generated when the yaw angle is changing.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, use fuselage_lateral_cx to modify the side drag coefficient of the fuselage and rudder_lift_coef to modify the forces generated by the rudder.

Defines how much side force will be generated when the rudder is deflected.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, use rudder_lift_coef to modify the forces generated by the rudder deflection.

Defines how much pitch moment will be generated when the aircraft is yawing.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, use the rudder trim and, rudder area and rudder vertical position to modify the pitch moment generated generated by the rudder at zero deflection.

Defines how much pitch moment will be generated when the elevator is deflected.

This is a legacy FSX parameter and the actual value here is not normally used in the modern flight model, but the sign of the value is used and it is necessary to set a value other than 0 for the autopilot (see the notes below). In the modern flight model the effect that this parameter is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, use the elevator_lift_coef, elevator longitudinal position and elevator area to adjust this effect.

NOTE: The absolute value of this parameter is ignored by the modern flight model but it's sign is used to invert the elevator input angle when it is negative. This may be useful for aircraft that need an inverted elevator (elevator in the front).

NOTE: Even in the modern flight model, the autopilot system may still use this variable to calculate the elevator deflection necessary to find a required pitch moment. The PID will usually compensate for wrong values, but this variable cannot be set to zero or very far off and must be relatively close to reality. You can use the legacy flight model tool to calculate the correct value that will then usually work with the autopilot.

Defines how much pitch moment will be generated when the elevator trim is deflected.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, use the elevator_lift_coef, elevator longitudinal position and elevator area and scale the trim effect to adjust this effect.

Defines how much the pitch velocity will be dampened when the plane is pitching.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, use the elevator_lift_coef, elevator longitudinal position, fuselage_lateral_cx, and elevator area to adjust this effect. The wings and even the rudder may also contribute to this effect.

Defines how much the pitch moment will be generated at AoA 0.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, use the htail_incidence as the primary variable to impact the 0 AoA pitch moment.

Defines how much the alpha velocity will be dampened when the plane is changing incidence.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, use the elevator_lift_coef, elevator longitudinal position, fuselage_lateral_cx and elevator area to adjust this effect. The wings and even the rudder may also contribute to this effect.

Defines how much pitch moment will be generated when the flaps will be deflected.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, refer to the flaps documentation to see how to move the flap lift on the longitudinal axis in order to control the pitch moment at each flap level.

Defines how much the pitch moment will be generated because of the gears.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, use the drag_coef_gear and the position of the gear contact points to change the angular moments generated by gears.

Defines how much pitch moment will be generated when the spoilers will be deflected.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, this will be automatically simulated and there is no way yet to change the pitch moment generated by spoilers. It will be an automatic effect of the spoiler deflection and mostly dependent on the drag generated by the spoilers and the vertical position of the wings.

Defines how much pitch moment will be generated when the elevator is deflected and there is a propeller spinning (prop wash).

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model this is automatically simulated based on how air is accelerated by the propeller and blown onto the control surfaces. However one can use the elevator_lift_coef, elevator longitudinal position and elevator area to adjust this effect. In the modern flight model, this effect only works if the propeller is blowing air onto the control surfaces. If the propeller is under a wing, far from any surface, this effect will not occur.

Defines how much pitch moment will be generated when the plane is pitching and there is a propeller spinning (prop wash).

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model this is automatically simulated based on how air is accelerated by the propeller and blown onto the control surfaces. However one can use the elevator_lift_coef, elevator longitudinal position and elevator area to adjust this effect. In the modern flight model, this effect only works if the propeller is blowing air onto the control surfaces. If the propeller is under a wing, far from any surface, this effect will not occur.

Defines how much roll moment will be generated when the aircraft is yawing or side slipping.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, most of the roll will be induced by the difference in lift between one wing and the other, and the rudder will work against this effect. Adjust the shape of the wing via wing_sweep, wing_dihedral, wing_twist, wing_camber, the position of the wing, and the vertical position of the rudder, the rudder area and rudder lift coefficient to adjust this effect. Some of these parameters will work against each other. Induced roll is a very complex effect to balance which will depend on many factors.

Defines how much the roll speed will be dampened based on the current roll speed.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, most of the roll damping will be the result of the wings, the elevator and the rudder resisting roll. You can also use roll_stability and roll_gyro_stability to add more roll damping.

Defines how much roll moment will be generated when the aircraft is rotating around the yaw axis.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, most of the roll will be induced by the difference in lift between one wing and the other, and the rudder will work against this effect. Adjust the shape of the wing via wing_sweep, wing_dihedral, wing_twist, wing_camber, the position of the wing, and the vertical position of the rudder, the rudder area and rudder lift coefficient to adjust this effect. Some of these parameters will work against each others. Induced roll is a very complex effect to balance which will depend on many factors.

Defines how much roll moment will be generated when the spoilers will be deflected.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, this will be automatically simulated and there is no way yet to change the roll moment generated by spoilers.

Defines how much roll moment will be generated when the ailerons are deflected.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, use the aileron_span_outboard, aileron_effectiveness and the aileron up and down angles to control this effect.

Defines how much roll moment will be generated when the rudder is deflected.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, most of the roll will be induced by the difference in lift between one wing and the other, and the rudder will work against this effect. Adjust the shape of the wing via wing_sweep, wing_dihedral, wing_twist, wing_camber, the position of the wing, and the vertical position of the rudder, the rudder area and rudder lift coefficient to adjust this effect. Some of these parameters will work against each other. Induced roll is a very complex effect to balance which will depend on many factors.

Defines how much roll moment will be generated when the aileron trim is are deflected.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, use the aileron_span_outboard, aileron_trim_effectiveness and aileron up and down angles to control this effect.

Defines how much yaw moment will be generated when the aircraft is yawing or side slipping.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, use fuselage_lateral_cx to modify the side drag coefficient of the fuselage and rudder_lift_coef to modify the forces generated by the rudder. The longitudinal position of the fuselage and rudder will have a big impact on the yaw moment. If most of the fuselage is behind the CG, the fuselage will have a stabilizing effect.

Defines how much yaw moment will be generated when the aircraft has some roll speed (during a roll).

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, the yaw moment resulting from a roll is a complex combination of the effect of all the aircraft surfaces that cannot be directly controlled. Adjusting the rudder surface parameters will have the largest effect here but the wing will have an effect too. Making sure the aircraft surfaces are correctly aligned and feature correct areas and coefficients will result in a realistic yaw moment when rolling.

Defines how much the yaw speed will be dampened based on the current yaw speed.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, most of the yaw damping will be the result of the rudder and fuselage, but the wings contribute as well. You can also use yaw_stability and yaw_gyro_stability to add more yaw damping.

Defines how much yaw moment will be generated when the plane is yawing and there is a propeller spinning (prop wash).

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model this is automatically simulated based on how air is accelerated by the propeller and blown onto the control surfaces. However one can use the rudder_lift_coef, rudder longitudinal position and rudder area to adjust this effect. In the modern flight model, this effect only works if the propeller is blowing air onto the control surfaces. If the propeller is under a wing, far from any surface, this effect will automatically not occur.

Defines how much yaw moment will be generated when the ailerons are deflected.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, this will mostly be caused by a difference in drag between both wings because of the difference in airspeed between both wings and the difference in deflection of both ailerons. Use the aileron_up_drag_coef, aileron_down_drag_coef and aileron up & down angles to control this effect.

Defines how much yaw moment will be generated when the rudder is deflected.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, use rudder_lift_coef to modify the moment generated by the rudder deflection. The longitudinal position of the rudder also plays an important role.

Defines how much yaw moment will be generated when the plane rudder is deflected and there is a propeller spinning (prop wash).

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model this is automatically simulated based on how air is accelerated by the propeller and blown onto the control surfaces. However one can use the rudder_lift_coef, rudder longitudinal position and rudder area to adjust this effect. In the modern flight model, this effect only works if the propeller is blowing air onto the control surfaces. If the propeller is under a wing, far from any surface, this effect will automatically not occur.

Defines how much yaw moment will be generated when the rudder trim is are deflected.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, use the rudder_trim_effectiveness, rudder area and rudder max deflection to control this.

Defines if the aerodynamic center longitudinal position should be placed computationally or manually. In legacy FSX, the aerodynamic center was in a constant position and computed based on the pitch moment data and moment of inertia values. This would still work with the modern flight model, but we recommend disabling the computation of the aerodynamic center - setting it to 0 (FALSE) - and positioning this manually with aero_center_lift.

When compute_aero_center is set to 0 (FALSE) this variable allows you to define the longitudinal position of the aerodynamic center, expressed in ft. The modern flight model does not force the position of the aerodynamic center during the simulation because the aerodynamic center is not static in this flight model - it is calculated as the result of complex pressure forces applied on the surfaces, which actually causes a moving aerodynamic center. It is, however, usually very close to 25% and will normally move between 20% and 30%. So, we use this variable to longitudinally align the wing surfaces with the wing geometry, considering that the aerodynamic center is located at 25% MAC. Again, this does not mean that the aero center will then stay at 25% MAC during the simulation, it will just be used to initialize the surface position once at start.

IMPORTANT! This is positioned relative to the (0,0,0) position in the 3D model reference, not the Reference Datum position.

Defines the drag added by upwards aileron deflection. This parameter has a significant impact on adverse yaw. Reduce upward deflection drag to get more adverse yaw. This parameter is multiplied by the aileron deflection angle and internal coefficients.

Default is 0.5. This can be scaled with the aileron_up_drag_scalar parameter in the [FLIGHT_TUNING] section and is further modified by internal coefficients.

Defines the drag added by upwards aileron deflection. This parameter has a significant impact on adverse yaw. Increase downward deflection drag to get more adverse yaw. This parameter is multiplied by the aileron deflection angle.

Default is 1. This can be scaled with the aileron_down_drag_scalar parameter in the [FLIGHT_TUNING] section and is further modified by internal coefficients.

Defines the lift coefficient slope of the elevator control surface. This will have a direct impact on elevator authority and pitch stability. The elevator lift coefficient slope is usually dependent on the elevator aspect ratio.

Default is 5.0, and generally values will always fall between 1.0 and 5.0, with a theoretical maximum of 2𝝅 and a recommended value between 2.0 (for less authority and stability) and 5.0 (for more authority and stability). This can be scaled with the elevator_effectiveness parameter in the [FLIGHT_TUNING] section.

Defines the lift coefficient slope of the rudder control surface. This will have a direct impact on rudder authority, yaw stability, adverse yaw and induced roll. The rudder lift coefficient slope is usually dependent on the rudder aspect ratio.

Default is 5.0, and generally values will always fall between 1.0 and 5.0, with a theoretical maximum of 2𝝅 and a recommended value between 2.0 (for less authority and stability) and 5.0 (for more authority and stability). This can be scaled with the rudder_effectiveness parameter in the [FLIGHT_TUNING] section.

This table allows you to define the AoA polar (in radians) against the clean aircraft lift coefficient. The AoA vs. lift table defines how much lift the aircraft generates at various AoAs. The table has a maximum of 47 entries with the following format:

AoA_alpha:lift_coef,
AoA_alpha:lift_coef,
AoA_alpha:lift_coef,
etc...

In the modern flight model, this is used during the aircraft surfaces construction as a lift target that the aircraft should achieve at various angles of attack. This will impact the wing surfaces only, but the total lift will consider all surfaces. It describes the lift in clean configuration (ie: zero slip, no propeller, no gears, no control surface deflection). Once the aircraft is created, if will be normalized so that the effective lift coefficients measured actually match the target lift coefficients.

NOTE: The lift coefficients are only matched between AoAs 0 and the stall AoA. For other AoAs all around the 360° of the polar, it will be a natural consequence of the setup of the aerodynamic surfaces and other parameters. The polar does not need to be accurately defined in detail for AoAs outside of the -10° to stall +10° range in this table.

This table allows you to scale the ground effect intensity. This defines the maximum ground effect on the lift component but will impact the maximum effect on the induced drag component proportionally as well. Even though this table allows you to define the ground effect at various mach levels, it is the primary way to set the ground effect intensity. The table has a maximum of 11 entries and the format:

mach:lift_coef,
mach:lift_coef,
mach:lift_coef,
etc...

Scales the lift coefficient based on the mach level. The table permits a maximum of 17 entries and has the following format:

mach:lift_coef,
mach:lift_coef,
mach:lift_coef,
etc...

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section.

1D Curve of Floats

Scales the delta elevator lift coefficient based on the mach level. The table has a maximum of 17 entries and the format:

mach:lift_coef,
mach:lift_coef,
mach:lift_coef,
etc...

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section.

1D Curve of Floats

Scales the lift coefficient impacted by the change in AoA based on the mach level. The table has a maximum of 17 entries and the format:

mach:lift_coef,
mach:lift_coef,
mach:lift_coef,
etc...

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, the lift coefficient at higher mach levels is automatically impacted by a progressive detaching of the laminar airflow over the surfaces.

1D Curve of Floats

Scales the lift coefficient impacted by the change in pitch based on the mach level. The table has a maximum of 17 entries and the format:

mach:lift_coef,
mach:lift_coef,
mach:lift_coef,
etc...

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, the lift coefficient at higher mach levels is automatically impacted by a progressive detaching of the laminar airflow over the surfaces.

1D Curve of Floats

Scales the lift coefficient impacted by the change in yaw based on the mach level. The table has a maximum of 17 entries and the format:

mach:lift_coef,
mach:lift_coef,
mach:lift_coef,
etc...

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model this effect is natively obtained through aerodynamic simulation of the surfaces defined in the [AIRPLANE_GEOMETRY] section. In the modern flight model, the lift coefficient at higher mach levels is automatically impacted by a progressive detaching of the laminar airflow over the surfaces.

1D Curve of Floats

Adds drag based on the mach level. In the modern flight model, the drag coefficient at higher mach levels is automatically impacted by a progressive detaching of the laminar airflow over the surfaces. However this table allows to add more drag at specific mach levels to simulate a mach wall or specific effects of drag due to turbulence at specific drag levels. Drag walls are not natively simulated yet and will need to be defined with this table. The table has a maximum of 17 entries and the format:

mach:drag_coef,
mach:drag_coef,
mach:drag_coef,
etc...

1D Curve of Floats

1D Curve of Floats

1D Curve of Floats

1D Curve of Floats

1D Curve of Floats

Influence CoL computation if not prescribed

Legacy FSX table, not used in the modern flight model.

1D Curve of Floats

AoA(alpha) is given in DEGREES

Legacy FSX table, not used in the modern flight model.

1D Curve of Floats

AoA(alpha) is given in DEGREES

Legacy FSX table, not used in the modern flight model.

1D Curve of Floats

AoA(alpha) is given in DEGREES

Legacy FSX table, not used in the modern flight model.

1D Curve of Floats

AoA(alpha) is given in DEGREES

Legacy FSX table, not used in the modern flight model.

1D Curve of Floats

\({C_L}\) (roll moment coefficient) versus AoA

Legacy FSX table, not used in the modern flight model.

\({C_n}\) (yaw moment coef) versus AoA.

Legacy FSX table, not used in the modern flight model.

Allows you to define a non linear elevator deflection curve on top of the input curve settings possible in the simulator. The table defines how the input value is scaled for each range of input values. The table has the following format (maximum 17 value pairs):

elevator_angle:scale,
elevator_angle:scale,
elevator_angle:scale,
etc...

Default is to scale all input values by 1, and that the angles should be expressed in radians.

Allows to define a non linear aileron deflection curve on top of the input curve settings possible in the simulator. The table defines how the input value is scaled for each range of input values. The table has the following format (maximum 17 value pairs):

aileron_angle:scale,
aileron_angle:scale,
aileron_angle:scale,
etc...

Default is to scale all input values by 1, and that the angles should be expressed in radians.

Allows to define a non linear rudder deflection curve on top of the input curve settings possible in the simulator. The table defines how the input value is scaled for each range of input values. The table has the following format (maximum 17 value pairs):

rudder_angle:scale,
rudder_angle:scale,
rudder_angle:scale,
etc...

Default is to scale all input values by 1, and that the angles should be expressed in radians.

Scaling of roll_moment_delta_aileron versus gravity forces.

Legacy FSX table, not used in the modern flight model.

When building the surfaces of the aircraft, the modern flight model allows us to use the following drag formula:

\({C_D} = {C_{D0}} + K(C_L - C_{L0})^{2}\)

This parameter represents the \({C_{L0}}\) parameter of this formula in the clean configuration. The aircraft is built trying to match this drag polar and then a normalization pass is done on all surfaces to perfectly match the target polar. This parameter has also been added to the legacy FSX flight model that now also allows \({C_{D0}}\) to not be always zero.

When building the surfaces of the aircraft, the modern flight model allows us to use the following drag formula:

\({C_D} = {C_{D0}} + K(C_L - C_{L0})^{2}\)

This parameter represents the \({C_{L0}}\) parameter of this formula in the landing configuration with flaps fully deployed. The aircraft is built trying to match this drag polar and then a normalization pass is done on all surfaces to perfectly match the target polar. This parameter has also been added to the legacy FSX flight model that now also allows \({C_{D0}}\) to not be always zero.

Defines the perpendicular drag coefficient of the fuselage, which occurs when the airflow is going perpendicular to the front axis (ie: sideways - left to right or right to left) but also going up and down. This coefficient has an impact on drag when side slipping, as well as a general impact on yaw stability and pitch stability. Faster aircraft with a larger reynolds number should usually have a larger lateral fuselage \(C_x\).

Please note that the drag calculation supposes that the fuselage shape seen from the side has the shape of a rectangle with skewed front and rear tips. A larger or smaller \(C_x\) may be necessary to compensate for different fuselage shapes. If the fuselage has edges and is different from a perfect cylinder, the \(C_x\) should be higher. If the fuselage's area, when seen from the side, is smaller than the area of a skewed rectangle, the \(C_x\) should be smaller to compensate. A longer aircraft, with a higher l/d ratio, will have a higher \(C_x\). A shorter aircraft with a smaller l/d ratio, will have a smaller \(C_x\). Therefore, when chosing a \(C_x\) it is important to consider the reynolds number and l/d ratio of the fuselage.

Default is 0.4 - which is approximately the lateral drag of a cylinder with a reynolds number of a small aircraft and a l/d ratio of about 5, compensated for the shape of most small aircraft fuselages. The value should usually fall between 0.2 and 1.2 for most aircraft (with a "soft" limit of 2, which would essentially be a box).

This can be set to 1 (true) to force the aircraft to use the modern flight model, regardless of what the user may have selected in the Microsoft Flight Simulator 2024 options.

Default value is 0 (false).

This can be set to 1 (true) to force the aircraft to use the legacy flight model, regardless of what the user may have selected in the Microsoft Flight Simulator 2024 options.

Default value is 0 (false).

This is only applicable to those aircraft that are using the legacy Flight Model. It was discovered that there was an issue with the acceleration integration calculations for the legacy flight model, and so this parameter exists to fix that. When set to 1 (true) the calculations will be correct, which may affect the handling of aircraft that have been calibrated using the "broken" flight model. When set to 0, the flight model will be the original one without the fix.

Default value is 0 (false).

This value allows you to define - in ft - a limit to the maximum deviation that will be allowed in the weight & balance UI menu (where users can change the empty CG position).

Default value is infinite, and it can also can accept 0.

With this value you can scale up or down the effects of icing on the plane. This will affects the effect of icing on lift and on the weight.

The default value is 1.0 (100% of the effect). Can accept 0.0 to remove all effects of icing.

Scales the target lift coefficient as looked up from lift_coef_aoa_table over the entire range of AoAs.

Default value is 1.

Scales the target drag coefficient as defined in drag_coef_zero_lift.

Default value is 1.

Scales the induced drag target as defined by the target induced drag formula:

\({C}_{Di} = \frac {{C_l} ^{2}} {pi \times AR \times e}\)

This scalar applies to the FLAP 0 configuration (in clean configuration, ie: no propeller, no turbulence, no engine wash, no gears, no flaps, no spoilers, no deflections...).

Default value is 1.

Scales the induced drag target as defined by the target induced drag formula:

\({Cd}_{i} = \frac {Cl ^{2}} {pi \times AR \times e}\)

This scalar applies to the FULL FLAP configuration (ldg).

Default value is 1.

Lower AoA at which the aircraft's lift & drag is normalised to the theory curve.

Default value is 0.

Higher AoA at which the aircraft's lift & drag is normalized to the theory curve.

Default value is 12.4.

This scalar scales the elevator_lift_coef parameter in the [AERODYNAMICS] section.

Default value is 1.

Scales the deflection angle of the elevator control surface up to the max deflection indicated in elevator_xxx_limit and already scaled by the elevator_elasticity_table.

The default value is 1.0, yet if the limit angles are matching the real aircraft, this scalar should be smaller than one as the effective deflection will be aligned with the overall htail and elevator chord. A value between 0.5 and 0.75 will work with most airplanes.

Used to re-scale the elevator effectiveness using the following formula:

ratio = elevator_chordangle_scalar * elevator_area / (elevator_area + htail_area)

The ratio is then applied to the Clde, Cmde, CmdTrim and CmdePropwash.

Default value is -1.

Scales the elevator lift coefficient slope as defined in elevator_lift_coef in the [AERODYNAMICS] section. Increases or decreases elevator authority or "twitchyness" without affecting the deflection angle.

Default value is 1.

This scalar scales the rudder_lift_coef parameter in the [AERODYNAMICS] section. Values will increase or decrease lift authority or "twitchyness" without affecting the deflection angle.

Default value is 1.

Scales the deflection angle of the rudder control surface up to the max deflection indicated in rudder_limit and already scaled by the rudder_elasticity_table.

The default value is 1, and if the limit angles are matching the real aircraft, this scalar should be less than 1 as the effective deflection will be aligned with the overall vtail and rudder chord. A value between 0.5 and 0.75 will work with most airplanes.

Used to re-scale the rudder effectiveness using the following formula:

ratio = elevator_chordangle_scalar * elevator_area / (elevator_area + htail_area)

The ratio is then applied to the Cydr, Cldr, Cndr and CndrPropwash.

Default value is -1.

This scalar is used in the calculations that define the orientation of the elevator aerodynamic surfaces.

Default value is -1.

This scalar is used in the calculations that define the orientation of the rudder aerodynamic surfaces.

Default value is -1.

Sets a target value for aerodynamic resistance to pitch rotation for the plane. In the legacy flight model, this will scale the pitch_moment_pitch_damping variable. In the modern flight model, this will set a target aerodynamic resistance value that the flight model will try to reach by adding more rotation resistance to each surface. As this system can only add more resistance, there will be a minimum native aerodynamic resistance below which the system can't go. By setting a low target, such as 0.1, the target is usually below the native aerodynamic rotation resistance which means that this parameter will have no effect. To add more aerodynamic resistance, use larger values.

NOTE: Aerodynamic resistance to rotation is relative to the local air mass. If the local airmass is turbulent, increasing rotation resistance will make turbulence impact more on the aircraft.Default value is 1.

Sets a target value for aerodynamic resistance to roll rotation for the plane. In the legacy flight model, this will scale the roll_moment_roll_damping variable. In the modern flight model, this will set a target aerodynamic resistance value that the modern flight model will try to reach by adding more rotation resistance to each surface. As this system can only add more resistance, there will be a minimum native aerodynamic resistance below which the system can't go. By setting a low target, such as 0.1, the target is usually below the native aerodynamic rotation resistance which means that this parameter will have no effect. To add more aerodynamic resistance, use larger values.

NOTE: Aerodynamic resistance to rotation is relative to the local air mass. If the local airmass is turbulent, increasing rotation resistance will make turbulence impact more on the aircraft.Default value is 1.

Sets a target value for aerodynamic resistance to yaw rotation for the plane. In the legacy flight model, this will scale the yaw_moment_yaw_damping variable. In the modern flight model, this will set a target aerodynamic resistance value that the modern flight model will try to reach by adding more rotation resistance to each surface. As this system can only add more resistance, there will be a minimum native aerodynamic resistance below which the system can't go. By setting a low target, such as 0.1, the target is usually below the native aerodynamic rotation resistance which means that this parameter will have no effect. To add more aerodynamic resistance, use larger values.

NOTE: Aerodynamic resistance to rotation is relative to the local air mass. If the local airmass is turbulent, increasing rotation resistance will make turbulence more impacting on the aircraft.Default value is 1.

This variable controls pitch gyroscopic stability. Unlike aerodynamic stability - which is relative to the local airmass - gyroscopic stability is world relative and will not make the aircraft more sensitive to turbulence. It will have the opposite effect in reality: making the aircraft more stable relative to the world, it will become less sensitive to turbulent air. Gyroscopic stability in an aircraft is caused by turning parts such as the propellers or engine axis or turbines.

Default value is 0.

This variable controls roll gyroscopic stability. Unlike aerodynamic stability - which is relative to the local airmass - gyroscopic stability is world relative and will not make the aircraft more sensitive to turbulence. It will have the opposite effect in reality: making the aircraft more stable relative to the world, it will become less sensitive to turbulent air. Gyroscopic stability in an aircraft is caused by turning parts such as the propellers or engine axis or turbines.

Default value is 0.

This variable controls yaw gyroscopic stability. Unlike aerodynamic stability - which is relative to the local airmass - gyroscopic stability is world relative and will not make the aircraft more sensitive to turbulence. It will have the opposite effect in reality: making the aircraft more stable relative to the world, it will become less sensitive to turbulent air. Gyroscopic stability in an aircraft is caused by turning parts such as the propellers or engine axis or turbines.

Default value is 0.

Scales the elevator trim deflection angle and maximum trim deflection angle as defined in elevator_trim_limit.

Default value is 1.

Scales the aileron trim deflection angle and maximum trim deflection angle.

Default value is 1.

Scales the rudder trim deflection angle and maximum trim deflection angle as defined in rudder_trim_limit.

Default value is 1.

Scales the drag added by upwards aileron deflection as defined in aileron_up_drag_coef parameter in the [AERODYNAMICS] section. This parameter has a significant impact on adverse yaw. Reduce upward deflection drag to get more adverse yaw.

Default value is 1.

Scales the drag added by downwards aileron deflection as defined in aileron_down_drag_coef parameter in the [AERODYNAMICS] section. This parameter has a significant impact on adverse yaw. Increase downward deflection drag to get more adverse yaw.

Default value is 1.

Multiplier on the effects on roll at high angles of attack. This parameter is used in the legacy FSX flight model only to define the stall characteristics of the aircraft. It is not used anymore in the modern flight model.

The default value is 1.

Multiplier on the effects on yaw at high angles of attack. This parameter is used in the legacy FSX flight model only to define the stall characteristics of the aircraft. It is not used anymore in the modern flight model.

The default value is 1.

Scales the amount of p-factor induced yaw. P-factor is the result of the propeller providing asymmetric thrust when the propeller is not aligned with the trajectory.

The default value is 1.

Scales the amount of torque that is transmitted from the engine onto the aircraft. When the engine starts to roll into one direction, it will cause the aircraft to roll into the other direction.

The default value is 1.

Scales the amount of gyroscopic precession the engine causes on the aircraft's pitch.

The default value is 1.

Scales the amount of gyroscopic precession the engine causes on the aircraft's yaw.

The default value is 1.

Scales the impact that the engine wash will have on the control surfaces of the aircraft that causes the aircraft to roll.

The default value is 0.

Scales the amount of propeller wash that will affect the lift of the part of the wing right behind the propeller.

The default value is 1.

Scales the amount of added rudder trim compensating engine wash impact on roll. This parameter is separated from the actual rudder trim because it will be disabled with the engine wash on roll depending on piloting assistance's.

The default value is 1.

Wingflex is based on realistic lift force and gravity computations and default elasticity parameters for a standard wing. This scalar allows to scale the amount of wingflex written to the WING_FLEX_PCT SimVar.

Default value is 1.

This scalar can be used to modify how the actual aerodynamic surfaces are being flexed by the wingflex force. Set to 1, it should approximately do the correct wingflex, but it will depend on the aircraft wing stiffness.

Default value is 0.

Default value is 0.

This parameter cuts off some of the stalling ability in the modern flight model. In general we don't recommend using anything other than the default value for this parameter, except for aircraft that can fly at extreme AoAs, like delta-wings, for example.

Default value is 1.

In the Weight debug window, this parameter will impact the predicted MOI that is displayed and can be used to help configure the MOI.

IMPORTANT! This parameter is provided for debug information only and editing it will not affect the flight model.

Default value is 1.

In the Weight debug window, this parameter will impact the predicted MOI that is displayed and can be used to help configure the MOI.

IMPORTANT! This parameter is provided for debug information only and editing it will not affect the flight model.

Default value is 1.

When set to 1 (TRUE) this will disable all available assistance for the aircraft.

Default value is 0 (FALSE).

This parameter allows you to scale how much of the propeller acceleration moment is transferred back to the aircraft body. Note that this does not apply to the absorbed torque, only to the RPM acceleration moment.

Default value is 0.

This parameter represents the world speed (in ft per second) at which 0% of the crosswind effect is applied to the aircraft. This parameter will work in two different ways:

• With the ground rudder assistance enabled, at the given speed and below, the lateral (x) component of the wind is set to zero.
• With the ground rudder assistance disabled, crosswind is completely cancelled out below ground_crosswind_effect_zero_speed ft per seconds of IAS, and it is gradually blended in up to 100% at ground_crosswind_effect_max_speed ft per seconds of IAS.

Note that this value can be set to -1000 to have a 100% realistic simulation where the crosswind is never cancelled out.

Default value is 5.

This parameter represents the world speed (in ft per second) at which 100% of the crosswind effect is applied to the aircraft.

Note that this value can be set to -1000 to have a 100% realistic simulation where the crosswind is never cancelled out.

Default value is 80.

At high speeds, tires are rolling and - depending on their shape and width and how much they are inflated - they will more or less resist rotation or sideways motion. This parameter allows you to define how much a movable wheel resists static friction which goes sideways or resists rotation around the vertical axis. Essentially, it allows you to control how much the aircraft will move into the crosswind when rolling at higher speeds, and reducing the scalar will reduce the friction, so the aircraft is more likely to slide. Note that only the lateral forces are impacted by this value, so rolling friction and braking when your aircraft is rolling straight will not be influenced.

Default value is 1.

ground_high_speed_otherwheel_static_friction_scalar

At high speeds, tires are rolling and - depending on their shape and width and how much they are inflated - they will more or less resist rotation or sideways motion. This parameter allows you to define how much a non-movable wheel resists static friction which goes sideways or resists rotation around the vertical axis. Essentially, it allows you to control how much the aircraft will move into the crosswind when rolling at higher speeds, and reducing the scalar will reduce the friction, so the aircraft is more likely to slide. Note that only the lateral forces are impacted by this value, so rolling friction and braking when your aircraft is rolling straight will not be influenced.

Default value is 1.

This coefficient is used as part of the calculations involved with defining the predicted stall speed that will be used to guide the auto-pilot and FBW systems. The actual calculation is as follows:

stallSpeed = flapStallSpeed * (stall_coef_at_min_weight + (1 - stall_coef_at_min_weight) * weightPercent)

Default value is 0.5.

This defines the added compliance (ie: the inverse of the "stiffness") of the landing gears when the soft contact simulation physics is active. It is measured in ft per pound of force.

For more information, please see the Note On Ground Contact Model.

Default value is 0.0

This defines the added damping (energy dispersion in heat) of the landing gears with the new soft contact simulation physics enabled. It is measured in lbs per ft per second.

For more information, please see the Note On Ground Contact Model.

Default value is 0.0

This can be used to further reduce the sideways friction on wheels due to the effects of the rolling wheel. Value is expressed as a ratio where 1 is no effect.

For more information, please see the Note On Ground Contact Model.

Default value is 1

This defines the lateral speed, in ft per second, up to which the new contact model will be used for all non-steering wheels. Speeds greater than this will revert to the legacy contact model.

For more information, please see the Note On Ground Contact Model.

Default value is 0.1

This defines the lateral speed, in ft per second, up to which the new contact model will be used on all steering wheels only. Speeds greater than this will revert to the legacy contact model.

For more information, please see the Note On Ground Contact Model.

Default value is 0.1

This defines the longitudinal speed, in ft per second, up to which the new contact model will be used. Speeds greater than this will revert to the legacy contact model.

For more information, please see the Note On Ground Contact Model.

Default value is 1.0

This option enables the high accuracy world physics integration for the aircraft. When enabled, the simulation will take into account multiple sources of physics interactions that create oscillating/vibrating micro-movements in the aircraft, for example engine shaking, wind resonance, etc... when the aircraft is on the ground. If this is disabled, then these micro-movements are not accounted for.

For more information, please see the Note On Ground Contact Model.

Default value is 0

Speed at which the aircraft will stall when flaps are at full, in kias. Used in the Flight Assistant.

Default value is 0.

Speed at which the aircraft will stall when flaps are up, in kias. Used in the Flight Assistant.

Default value is 0.

The aircraft cruise speed, in ktas. Used in aircraft selection UI

Default value is 0.

NOTE: For gliders, this value will also affect the launch winch speed. The winch will accelerate at 1G until the aircraft reaches 75% of the design cruise speed, and then progressively reduce power once the glider has passed 30°.

The aircraft cruise speed, in Mach.

Default value is 0.

The aircraft crossover speed, in kias.

Default value is 0.

The maximum speed for the aircraft, in Mach. Used in aircraft selection UI.

NOTE: Only valid for Jet and Turboprop engines.

Default value is 0.9.

The maximum speed indicated in the aircraft UI, in kias.

Default value is 0.

The maximum aircraft speed with flaps extended, in kias. Used in the Flight Assistant.

Default value is 0.

The normal operating speed of the aircraft, in kias. Used in aircraft selection UI.

Default value is 0.

The maximum airspeed indicator value in the UI, in kias.

Default value is 0.

The minimum rotation speed required, in Knots.

Default value is -1.

The aircraft climb speed, in Knots. Used to define spawning conditions.

Default value is 0.

The aircraft cruise altitude, in ft.

Default value is 1500.

The aircraft takeoff speed, in Knots.

Default value is 55.

The spawn altitude, in ft.

Default value is 1500.

The spawn cruise altitude, in ft. Used to define spawning conditions.

Default value is 1500.

The spawn descent altitude, in ft. Used to define spawning conditions.

Default value is 500.

The best angle climb speed, in Knots.

Default value is 0.

The required approach speed, in Knots.

Default value is 0.

The best glide speed, in Knots.

Default value is 0.

The maximum speed with landing gear extended, in Knots.

Default value is 0.

This is the best single-engine rate of climb speed (the Blue line speed, \(V_{yse}\) ), in Knots.

Default value is 0.

This is the speed below which aircraft control cannot be maintained if the critical engine fails under a specific set of circumstances (generally known as the \(V_{mc}\) ). Value is in Knots.

Default value is 0.

This parameter refers to how the UI will display the relevant reference speeds for takeoff, climb, etc... When set to 1 (TRUE), the values will by dynamically generated by the simulation, and when set to 0 (FALSE) the values in the CFG file will be used. Note that this has no effect on the flight model.

Default is 0 (FALSE).

Whether Stall Protection is enabled (TRUE, 1) or not (FALSE, 0).

Default is 0.

Alpha below which the Stall Protection can be disabled, in degrees (if also below off_yoke_limit).

Default is 0.

Yoke position percentage below which the Stall Protection can be disabled (if also below off_limit).

Default is 0.

Alpha - in degrees - above which the Stall Protection timer starts.

Default is 0.

The alpha - in degrees - that the Stall Protection will attempt to reach when triggered.

Default is 0.

Duration, in seconds, that the alpha must be above on_limit before the Alpha Protection is triggered.

Default is 0.

Defines the flaps type.

Integer:

1. 0 = none
2. 1 = trailing edge
3. 2 = leading edge

Integer:

1. 0 = electrical
2. 1 = hydraulic
3. 2 = pneumatic
4. 3 = manual
5. 4 = none

If using electrical flaps, this parameter specifies the index of the flaps motor circuit.

Default is 0.

Outboard span area, as a Percent Over 100 This is how far out from the wing-root that the flaps stretch (the total span is considered as the distance between wing root and wing tip). On most planes this will be 1.0 - aileron_span_outboard. This value needs to be matching the lift and drag added by flaps. Small flap systems should add small amounts of lift.

Default value is 0.75, and note that any input value given is clamped between 0.4 and 1.0.

IMPORTANT! Despite the flaps span being defined in each flap section, the span is common to all the simulation will take the maximum span value defined in flap sections and clamp it between 0.4 and 1.0

Time it takes for the flap set to extend to the fullest deflection angle specified (in seconds).

Default value is 0.

If set, this specifies that these flaps should only start moving towards the down position when the flaps with the corresponding index have finished moving.

Default is -1, which means no such restriction should be applied.

If set, this specifies that these flaps should only start moving towards the up position when the flaps with the corresponding index have finished moving.

Default is -1, which means no such restriction should be applied.

Speed above which the flaps begins to get damaged, if extended, in Knots. For more information please see here: Flaps Damage and Blowout.

Default value is 0, which means no damage will be applied, regardless of the speed.

Speed above which the flaps are blown out, in Knots. For more information please see here: Flaps Damage and Blowout.

Default value is 0, which means no blowouts will occur, regardless of the speed.

Sets whether maneuvering flaps are available (TRUE, 1) or not (FALSE, 0).

Default value is 0 (FALSE).

Default value is 0.

Scalar that allows you to scale the lift contribution of a specific flap system. This is necessary to compensate for the scale by the deflection angle in radians, in order to reach 100%, ie: the computed lift coefficient is multiplied by the surface deflection, so you need to compensate for this deflection if it's inferior to 1 radian to reach 100% of your lift coefficient.
The flap lift formula is the following:

total_flap_lift = lift_coef_flaps * (system1.lift_scalar * system1.deflectionangleradians + system2.lift_scalar * system 2.deflectionangleradians...)

Default value is 1.

Scalar that allows you to scale the drag contribution of a specific flap system. It is necessary to compensate for the scale by the deflection angle in radians, in order to reach 100%, ie: the computed drag coefficient is multiplied by the surface deflection, so you need to compensate for this deflection if it's inferior to 1 radian to reach 100% of your drag coefficient.
The flap drag formula is the following:

total_flap_drag = drag_coef_flaps * (system1.drag_scalar * system1.deflectionangleradians + system2.drag_scalar * system 2.deflectionangleradians...)

Default value is 1.

The percentage of total pitch due to flap deflection that this flap set is responsible for at full deflection.

This is a legacy FSX parameter not used in the modern flight model. In the modern flight model, the pitch generated by flaps will depend on the lift added and the longitudinal position of the wings. The parameters of each flap level allow to move the wing longitudinally for each flap level to adjust the amount of pitch.

Default value is 1.

Specifies an altitude (in ft) above which the flaps cannot be extended.

Default is -1, which disables the feature.

This parameter provides one or more references to a damage profile that has been defined in the [COLLISION_DAMAGE] section of the flight model CFG file, and will be used to gauge the quantity of damage applied to the left flaps surfaces.

The information is given as a hash map with the key WearAndTearCollision, which will take a sting reference to a damage profile. For example:

FlapSurface_Left = WearAndTearCollision:LeftWingLight

For more information, please see here: Note On Collision Damage / Wear And Tear

Hash Map

The information is given as a hash map with the key WearAndTearCollision, which will take a sting reference to a damage profile. For example:

FlapSurface_Right = WearAndTearCollision:LeftWingRight

For more information, please see here: Note On Collision Damage / Wear And Tear

Hash Map

The information is given as a hash map with the key WearAndTearCollision, which will take a sting reference to a damage profile. For example:

FlapCable_Left = WearAndTearCollision:LeftWingHeavy

For more information, please see here: Note On Collision Damage / Wear And Tear

Hash Map

The information is given as a hash map with the key WearAndTearCollision, which will take a sting reference to a damage profile. For example:

FlapCable_Right = WearAndTearCollision:RightWingHeavy

For more information, please see here: Note On Collision Damage / Wear And Tear

Hash Map

This is a flap stage description, and you can have multiple definitions (starting at flaps-position.0) for each [FLAPS.N] section. The table of values takes the following 7 values in the given order:

• flap position - sets the flaps angular position for the stage, in degrees.
• airspeed limit - sets the airspeed limit for the stage, in Knots.
• drag scalar - sets a scalar to add or remove drag for the stage.
• lift scalar - sets a scalar to add or remove lift for the stage.
• area scalar - sets a scalar to add or remove area to the flap for the stage.
• add camber - sets an increase in the flap camber, raising the maximum lift coefficient or the upper limit to the lift a wing can generate. The value here is expressed in radians.
• add aft feet - sets the center of lift for the flaps stage, where a positive value will move the center of lift forward (generating more pitch up) and a negative value will move it back (generating more pitch down).
• add incidence - a scalar that lets you define how much of the additional lift is applied at 0° AoA. So, when set to 1 (100%), the additional lift is added constantly on the whole AoA range. When set to 0.5 (the default value), only 50% of the additional lift will be added at 0° of AoA and 100% at the stall AoA. The values in between depend on the normalization process.
  0.5 (50%) is the minimal value and you can go beyond 1.0, if required.

List of Floats

flaps-position-inhibit-or.i

Alias :

flaps-position-inhibit.i

This is a comma separated table of conditions which - if any of them are valid - will inhibit the flaps settings from affecting the flaps at position i. There can be multiple entries for this parameter, one for each flaps position, with i starting at 0 and up to number of positions - 1. Can be any of the following:

1. "air" - plane is in the air
2. "ground" - plane is on the ground
3. "increasing" - inhibit only if rising flaps level
4. "decreasing" - inhibit only if decreasing flaps level

By default this is set to "", "", "", "".

List of Strings

This is a coma separated table of conditions which - if all of them are valid - will inhibit the flaps settings from affecting the flaps at position i. There can be multiple entries for this parameter, one for each flaps position, with i starting at 0 and up to number of positions - 1. Can be any of the following:

1. "air" - plane is in the air
2. "ground" - plane is on the ground
3. "increasing" - inhibit only if rising flaps level
4. "decreasing" - inhibit only if decreasing flaps level

By default this is set to "", "", "", "".

List of Strings

This parameter sets the auto-retract rules for flaps. There can be multiple entries for this parameter, one for each flaps position, with i starting at 0 and up to number of positions - 1. The parameter requires a comma separated table of values in the following order:

1. - the flaps angle in degrees
2. - the airspeed in Knots at which the auto-retract triggers
3. - the new airspeed limit, in Knots

List of Floats

When set to 1 (TRUE) flaps position i will have a dynamic maneuvering flaps behavior rather than a static degree value. Set to 0 (FALSE) to disable this feature for the flaps. There can be multiple entries for this parameter, one for each flaps position, with i starting at 0 and up to number of positions - 1.

This parameter requires a table of values that set the correspondence between the speed (in Knots) of the plane and a factor (from 0 - 1) on the max angle of the flaps position i. For example:

flaps-position-speed-factor.0 = 0:1, 150:1, 240:0 ;

Here, between 0 and 150 you get the full flaps position, but above 150 it starts getting reduced linearly until 240 at which point it's 0.

There can be multiple entries for this parameter, one for each flaps position, with i starting at 0 and up to number of positions - 1.

1D Curve of Floats

This parameter sets the override rules for flaps at the given position when above a certain speed. There can be multiple entries for this parameter, one for each flaps position, with i starting at 0 and up to number of positions - 1. The parameter requires the following two values, separated by a comma:

• the flaps position to use as the override
• the speed (in Knots) above which the given flaps position is used instead of the current one.

List of Floats

This parameter sets the override rules for flaps at the given position when below a certain speed. There can be multiple entries for this parameter, one for each flaps position, with i starting at 0 and up to number of positions - 1. The parameter requires the following two values, separated by a comma:

• the flaps position to use as the override
• the speed (in Knots) below which the given flaps position is used instead of the current one.

List of Floats

This is used to enable (1) or disable (0) the standard Vertical Tail geometry for the aircraft.

Default value is 1.

This is used to enable (1) or disable (0) the standard Horizontal Tail geometry for the aircraft.

Default value is 1.

This is used to enable (1) or disable (0) the standard fuselage geometry for the aircraft.

Default value is 1.

This is used to enable (1) or disable (0) the standard wing geometry for the aircraft.

Default value is 1.

This is used to enable (1) or disable (0) the standard landing gear geometry for the aircraft.

Default value is 1.

This is used to enable (1) or disable (0) the standard external tank geometry for the aircraft.

Default value is 1.

This is used to enable (1) or disable (0) the standard rotor blade geometry for the aircraft.

Default value is 1.

Enum:

1. 1: Engine Cover
2. 2: Pitot Cover
3. 3: Static Cover
4. 5: Gear Pin
5. 6: Propeller Cover or Rotor Cover

The warning flag object is is created with physical properties which means that it will move around based on the wind and airflow around the aircraft. To prevent the object "clipping" into anything it shouldn't this parameter is used to set the relative position of the nearest collision surface. For example, you may have this flag on a static cover on the aircraft fuselage, and since it should not pass through the airframe model, you would set the position of the collision surface to be where the fuselage is.

This surface plane position is relative to the position of the flag, expressed as X, Y, Z values, in ft.

Here you give the unique GUID of the material to use for the warning flag. For consistency, we recommend that you use the default Microsoft Flight Simulator 2024 material which has the following GUID:

E48F59B9-94E0-4CA2-B261-8E5FFFF3CB03

A hash map that defines the name and properties of an interactive point.

Hash Map

List that contains all the information about the interactive point.

1. -

1. INTERACTIVE POINT POSZ

1. INTERACTIVE POINT POSX

1. INTERACTIVE POINT POSZ

Integer:

1. 0 = Main exit
2. 1 = Cargo exit/door
3. 2 = Emergency exit
4. 3 = Fuel hose
5. 4 = Ground Power cable
6. 5 = Air Start Unit
7. 6 = Tailhook
8. 7 = Drop Exit (for skydiving)
9. 8 = Window
10. 99 = Unknown (used for errors)

1. INTERACTIVE_POINT_TYPE

1. INTERACTIVE POINT PITCH

1. INTERACTIVE POINT BANK

1. INTERACTIVE POINT HEADING

1. INTERACTIVE POINT JETWAY LEFT BEND

1. INTERACTIVE POINT JETWAY LEFT DEPLOYMENT

1. INTERACTIVE POINT JETWAY RIGHT BEND

1. INTERACTIVE POINT JETWAY RIGHT DEPLOYMENT

1. INTERACTIVE POINT JETWAY TOP HORIZONTAL

1. INTERACTIVE POINT JETWAY TOP VERTICAL

Sets whether the simulation should generate the appropriate values for a yaw-string or not. Enabling this does nothing visually, but enables the SimVars YAW STRING ANGLE and YAW STRING PCT EXTENDED which can then be used to animate a yaw-string model.

For yaw-strings in Microsoft Flight Simulator 2024 please see: [OBJ_EA1_YAWSTRING.N]

When this parameter is set to 1 (TRUE) you may control the engine throttles directly using the appropriate SimVars, therefor bypassing (essentially disabling) the default internal simulation functionality.

Default value is 0 (FALSE).

This value scales the lateral cyclic trim position.

Default value is 1.

This value scales the longitudinal cyclic trim position.

Default value is 1.

The right trim increment value.

Default value is 0.005.

The front trim increment value.

Default value is 0.005.

This is the ratio of the rated RPM that the rotor RPM governor will try to achieve, expressed as a Percent Over 100.

Default value is 1.

This is the ratio of the rated RPM above which the governor will be enabled, expressed as a Percent Over 100. Note that this value must be positive and negative values will be clamped at 0.

Default value is 0.

This sets the limit on the maximum speed of throttle movement by the governor. The value given here is a a ratio between 0 and 1, where the limit is calculated as ratio / sec. If set to 0, then there is no limit imposed.

Default value is 1.

With this parameter you can scale the rotor braking torque.

Default value is 1.

This value adjusts the rotor braking torque. The value is in ftlbs per ft.

Default value is 600.

This defines the decay per second (as a Percent Over 100) of the brake type. Value must be be greater or equal to 0

Default value is 0.5.

This value adjusts the speed at which the rotors will slow down after shutting off the engine. The value is in ftlbs per ft.

Default value is 0.

This parameter is used to give the nodes for the center of each rotor, where n increments by 1 for each engine with a node. This will be used to generate the blurring effect when the rotor is spinning. For example:

rotor_node.0 = NODES:rotor_L
rotor_node.1 = NODES:rotor_R

It is also possible to configure more than one node per engine (this allows to have 2 versions of a rotor with low or high detail), for example:

rotor_node.0 = NODES:rotor_L, rotor_L_blur
rotor_node.1 = NODES:rotor_R, rotor_R_blur

If the node is not part of the base model in a modular SimObject, then you can also supply an alias which is used in the merge process to ensure the correct node is selected, for example:

rotor_node.0 = SimAttachmentAlias:Exterior # Nodes:rotor_L
rotor_node.1 = SimAttachmentAlias:Exterior # Nodes:rotor_R

Hash Map

With this parameter you can scale the rotor torque effect. NOTE: This parameter will only be used when the use_modern_surfaces parameter is set to 0.Default value is 1.

This parameter scales the tail rotor thrust.NOTE: This parameter will only be used when the use_modern_surfaces parameter is set to 0.Default value is 1.

This parameter scales the rotor disk roll animation angle.

Default value is 1.

This parameter scales the rotor disk pitch animation angle.

Default value is 1.

This parameter scales the roll cyclic controls. Note that this will be applied to both the positive and negative input, unless cyclic_roll_control_scalar_negative is defined.

Default value is 1.

This parameter scales the roll cyclic controls.

Default value is 1.

This parameter scales the pitch cyclic controls. Note that this will be applied to both the positive and negative input, unless cyclic_pitch_control_scalar_negative is defined.

Default value is 1.

This parameter scales the pitch cyclic controls.

Default value is 1.

This parameter scales the pedal controls. This is a legacy parameter, and should only be used when use_modern_surfaces is set to 0 (FALSE).

Default value is 1.

This parameter scales the pedal controls. This should only be used when use_modern_surfaces is set to 1 (TRUE).

NOTE: This parameter can be used on legacy aircraft as well, but it will be cummulative with pedal_control_scalar, and so you should only use one or the other.

Default value is 1.

The size of the increments for the collective when using the COLLECTIVE_INCR and COLLECTIVE_DECR events. Value should be between 0 and 1.

Defaults value is 0.05.

Defines the ratio - from 0 to 1 - with which the collective lever control position is added to the twist grip throttle control position. This will then be applied to the engine(s). The actual equation looks like this:

throttle = throttle_control + collective_control * collective_to_throttle_correlator

Note that if the parameter is set to 0 or is omitted (and all other collective-to-throttle parameters are also omitted) then the engine throttle will work as a simple throttle twist grip control.

IMPORTANT: If you use this parameter, then you cannot use collective_to_throttle_correlator_1d or collective_to_throttle_correlator_2d.

This defines the relationship between the collective control position and the twist grip throttle. In this case the throttle applied to the engine(s) is calculated as the sum of the twist grip throttle control position and the result of linear interpolation from this table, depending on the collective control position:

throttle = throttle_control + f (collective_control)

There can be between 2 to 7 pairs of values in this table, and if the dimensions of the table are outside of these bounds, this parameter will be ignored. Values should be between 0 and 1.

Note that if the parameter has all values set to 0 or it is omitted (and all other collective-to-throttle parameters are also omitted) then the engine throttle will work as a simple throttle twist grip control.

IMPORTANT: If you use this parameter, then you cannot use collective_to_throttle_correlator or collective_to_throttle_correlator_2d.

List of Floats

This is a 2D table where

• The top row corresponds to the twist grip throttle control position, from 0 to 1
• The left column corresponds to the collective control position, from 0 to 1
• All other values correspond to the ratio between these two controls, also from 0 to 1.

Together they define the throttle control for all helicopter engines using a 2D linear interpolation of the given values. This can be used to help maintain nominal rotor RPM when the pilot moves the collective lever. For example:

throttle_correlator_table =
0.0    :0.0    :0.5     :1,
0.0    :0.0    :0.18    :0.36,
0.25   :0.0    :0.26    :0.52,
0.5    :0.0    :0.34    :0.68,
0.75   :0.0    :0.42    :0.84,
1      :0.0    :0.5     :1 ;

This parameter has no default values, but if it is omitted from the CFG file (and all other collective-to-throttle parameters are also omitted), or the size of the table exceeds the maximum permitted size (see the note below) then the engine throttle will work as a simple throttle twist grip control.

NOTE:
- You can have from 3 to N rows (including the top row with the twist grip throttle values)
- You can have from 2 to N columns (including the left column with the collective values).
- The combined number of entries (rows * columns) cannot exceed 49. So you could have, for example, 3 rows and 16 columns (48 entries) but not 5 rows and 10 columns (50 entries).

2D Table of Floats

This sets the limit on the maximum speed of movement by the collective. The value given here is a ratio that must be 0 or greater, where the limit is calculated as ratio / sec. If set to 0, then there is no limit imposed.

Default value is 1.

Default value is 1.

Default value is 1.

If a stabilizer is present and enabled, this is the ratio of assistance it will provide the cyclic.

Default value is 0.

If a stabilizer is present and enabled, this is the ratio of assistance it will provide the rudder.

Default value is 0.

This is the internal moment of inertia of the moving parts of one engine for the clutch simulation and the unclutched simulation, in lbs per ft2.

Default value is 0.25.

This is the clutch simulation maximum clutch torque when the engine RPM is pulled up, in lbf * ft.

Default value is 1000.

This is the clutch simulation maximum clutch torque when the engine RPM is pulled down, in lbf * ft.

Default value is 1000.

The time - in seconds - it takes for the clutch to go from 0% to 100% or from 100% to 0%.

Default value is 20.

Sets the minimum ratio of the engine rated RPM that can be set by the trimmer. Value is between 0 and 1. Note that this value will be used by the DECREASE_HELO_GOV_BEEP and INCREASE_HELO_GOV_BEEP key events.

As an example: if your rated rotor RPM is 1000RPM, setting the min to 0.9 and the max to 1.1 will allow you to set the trimmer to a value between 900RPM and 1100RPM.

Default value is 1.

Sets the maximum ratio of the engine rated RPM that can be set by the trimmer. Value must be 1 or greater (up to "inifnity"). Note that this value will be used by the DECREASE_HELO_GOV_BEEP and INCREASE_HELO_GOV_BEEP key events.

As an example: if your rated rotor RPM is 1000RPM, setting the min to 0.9 and the max to 1.1 will allow you to set the trimmer to a value between 900RPM and 1100RPM.

Default value is 1.

Sets the speed of change of the ratio of the engine rated RPM, calculated as RPM Ratio / sec. Note that this value will be used by the DECREASE_HELO_GOV_BEEP and INCREASE_HELO_GOV_BEEP key events.

Default value is 0.

This is used to center the assistance neutral input for the pitch cyclic, in degrees.

NOTE: See the Note On Flight Assistance for additional information.

Default value is -1.15.

This is used to center the assistance neutral input for the bank cyclic, in degrees.

NOTE: See the Note On Flight Assistance for additional information.

Default value is -5.7.

This ratio is used to center the assistance neutral input for the pedal.

NOTE: See the Note On Flight Assistance for additional information.Default value is 0.15.

This is the ratio of the yaw rotation velocity countering the proportional force.

NOTE: See the Note On Flight Assistance for additional information.Default value is 10.

This is the maximum input ratio for all assistance rudder input.

NOTE: See the Note On Flight Assistance for additional information.Default value is 0.5.

This is the maximum input ratio for the integral part of the assistance rudder input.

NOTE: See the Note On Flight Assistance for additional information.Default value is 0.2.

This is the ratio of the yaw rotational velocity countering the integral force.

NOTE: See the Note On Flight Assistance for additional information.Default value is 1.

This is the ratio of the pitch and bank rotational velocity countering the proportional force.

NOTE: See the Note On Flight Assistance for additional information.Default value is 0.

This is the ratio of the pitch and pitch angle countering the proportional force.

NOTE: See the Note On Flight Assistance for additional information.Default value is 2.

This is the ratio of the pitch and bank angle countering the proportional force.

NOTE: See the Note On Flight Assistance for additional information.Default value is 2.

This is the ratio of the forward speed countering the proportional force.

NOTE: See the Note On Flight Assistance for additional information.Default value is 0.01.

This is the ratio of the side speed countering the proportional force.

NOTE: See the Note On Flight Assistance for additional information.Default value is 0.01.

This parameter defines the maximum stabilization bank or pitch angle integral - in degrees - for horizontal motion, countering the bank angle integral.

NOTE: See the Note On Flight Assistance for additional information.Default value is 5.

This is the ratio of the horizontal speed for horizontal motion countering the bank angle integral.

NOTE: See the Note On Flight Assistance for additional information.Default value is 0.2.

This is the maximum input ratio for all assistance cyclic input.

NOTE: See the Note On Flight Assistance for additional information.Default value is 0.15.

This is the maximum speed - in ft per second - for the cyclic assistance. At a speed of 0 ft per second, the assistance works at 100%. At the specified maxspeed, or above, the assistance is disabled, and in between it gradually decreases.

NOTE: See the Note On Flight Assistance for additional information.Default value is 100.

This is the maximum speed - in ft per second - for the pedal assistance. At a speed of 0 ft per second, the assistance works at 100%. At the specified maxspeed, or above, the assistance is disabled, and in between it gradually decreases.

NOTE: See the Note On Flight Assistance for additional information.Default value is 133.

The PID to control the auto throttle governor. The table requires the following 5 inputs:

Proportional factor,
Integral factor,
Derivative factor,
I boundary,
D boundary

Default values are: 0, 0, 0, 0, 0

For more information on these PID controller parameters, please see the section on PID Parameters.

List of 5 Floats

(see Data Types for more information).

When this is set to 0, it will tell the simulation to use the "legacy" helicopter flight model. However setting this to 1 will select the modern flight model, based on surfaces and CFD calculations.

Default value is 0.

This is the drag coefficient of the front facing fuselage.

Default value is 0.

This is the drag coefficient of the side facing fuselage.

Default value is 0.

The pitch damping coefficient.

NOTE: This parameter will only be used when the use_modern_surfaces parameter is set to 0.Default value is 1.

The pitch stability coefficient.

NOTE: This parameter will only be used when the use_modern_surfaces parameter is set to 0.Default value is 1.

The roll damping coefficient.

NOTE: This parameter will only be used when the use_modern_surfaces parameter is set to 0.Default value is 1.

The yaw damping coefficient.

NOTE: This parameter will only be used when the use_modern_surfaces parameter is set to 0.Default value is 1.

The yaw stability coefficient.

NOTE: This parameter will only be used when the use_modern_surfaces parameter is set to 0.Default value is 1.

This sets the relative longitudinal position of the horizontal stabiliser, in ft, relative to the Datum Reference Point.

Default value is -20.

This sets the relative vertical position of the horizontal stabilizer, in ft, relative to the Datum Reference Point.

Default value is 0.

This sets the span of the horizontal stabiliser, in ft.

Default value is 5.

The area of the horizontal stabiliser, in sqft.

Default value is 0.

The angle of incidence of the horizontal stabiliser, in degrees.

Default value is 0.

This is the coefficient of the slope of lift over the AoA for the horizontal stabiliser.

Default value is 3.

This sets the longitudinal position of the vertical stabiliser, in ft, relative to the Datum Reference Point.

Default value is -20.

This sets the relative vertical position of the vertical stabiliser, in ft, relative to the Datum Reference Point.

Default value is 0.

This sets the span of the vertical stabaliser, in ft.

Default value is 5.

The area of the vertical stabiliser, in sqft.

Default value is 0.

The angle of incidence of the vertical stabiliser, in degrees.

Default value is 0.

This is the coefficient of the slope of lift over the AoA for the vertical stabiliser.

Default value is 3.

This is the scale of the rear end of the fuselage in relation to the main section.

Default value is 0.25.

The vertical position of the rear end of the fuselage in relation to the main section.

Default value is 3.

The position of the fuselage centre - in ft - relative to the Datum Reference Point. The table requires the following 3 inputs:

z, x, y

Default values are: 0, 0, 0.

List of 3 Floats

(see Data Types for more information).

Sets whether the rotor is a main rotor or a tail rotor. When set to 0, it's a horizontal lifting rotor, and when set to 1 this defines a secondary vertical stabilization rotor.

Default value is 0.

The position of the rotor center - in ft - relative to the Datum Reference Point. The table requires the following 3 inputs:

z, x, y

Default values are: 0, 0, 0.

List of 3 Floats

(see Data Types for more information).

This parameter will work in two different ways depending on the use_modern_surfaces setting:

• 0 (legacy): this is the maximum angle of the disk when cyclic inputs are at 100%
• 1 (modern): This is the blade beta when cyclic inputs are at 100%

Default value is 5.

The radius of the rotor, in ft.

Default value is 0.

The rated rotation speed of the rotor, in RPM.

Default value is 0.

The number of blades of the rotor.

Default value is 2.

This is the weight of a single blade of the rotor, in lbs.

Default value is 10.

This defines the weight to MOI ratio for a single blade depending on the mass distribution of the blade.

Default value is 0.577.

This defines the reference speed of airflow through the rotor, in ft per second.

NOTE: This parameter will only be used when the use_modern_surfaces parameter is set to 0.

Default value is 20.

The name - or index - of the electrical Circuit (of the type CIRCUIT_ROTOR_BRAKE) associated with the rotor brake. Use -1 if not electrical, or if this is a tail rotor (since rotor brakes are ignored on tail rotors).

Default is -1.

String

(or Integer)

This parameter permits you to align the simulated rotor to the model's visual mesh rotor.

Default value is 0.

This is the aspect ratio of the rotor blade length over width. This is used to determine the width of the rotor within the simulation.

Default value is 20.

This is the slope of the lift coefficient over the AoA for each blade.

Default value is 6.

This is the slope of the lift coefficient over the AoA for each blade when the blade is stalled.

Default value is 1.

This parameter sets the blade twist between tip and root, in degrees.

Default value is 7.

This value inversely scales the AoA angle at which the blade will stall, in degrees.