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Attitude source for the autopilot: 10 = AHRS, 11 = elec gyro, 12 = vacuum gyro, 13 = turn coordinator and absolute pressure transducer

Step increment for autopilot altitude

Directional gyro source for the autopilot: 10 = AHRS, 11 = elec gyro (HSI or DG), 12 = vacuum gyro (DG)

0=X-Plane custom, 1=Airliner, 2=GFC-700, 3=S-Tec 55, 4=S-Tec 55 with altitude preselect, 5=KAP-140 single axis, 6=KAP-140 dual axis, 7=KAP-140 dual axis with altitude preselect, 8=Piper Autocontrol, 9=Rockwell/Collins FCS-65

Step increment for radio altimeter decision height

Whether the autopilot is strictly single axis (bank) only.

Step increment for autopilot VVI

Drag coefficient for fuselage

[PART] Drag coefficient for all parts. From V12, only body parts (56 to 95) are accessible.

Enter 0.0 to be able to deflect the controls as fast as the pilot can move the stick or the art stab system can command a deflection. If the plane has a hydraulic system and a max rate of control deflection, though, enter how long it takes to go from center to fully-deflected.

The amount of aileron deflection (as a ratio of max) induced by the aerodynamic effect of static trim tabs.

The speed of trim time, expressed as a ratio, where 1.0 means it takes 20 seconds to fully move trim from one extreme to the other. 2.0 means trim is twice as fast.

The total time taken for the aileron trim to go from one extreme to the other.

Enter 0.0 to be able to deflect the controls as fast as the pilot can move the stick or the art stab system can command a deflection. If the plane has a hydraulic system and a max rate of control deflection, though, enter how long it takes to go from center to fully-deflected.

The amount of elevator deflection (as a ratio of max) induced by the aerodynamic effect of static trim tabs.

The speed of trim time, expressed as a ratio, where 1.0 means it takes 20 seconds to fully move trim from one extreme to the other. 2.0 means trim is twice as fast.

The total time taken for the elevator trim to go from one extreme to the other.

At this detent of the flap lever, the actual flap extension in degrees can be selected by the pilot.

The maximum degrees deflection down for a horizontal stabilizer that moves during trim

The maximum degrees deflection up for a horizontal stabilizer that moves during trim

The PTU can power one hydraulic system from the other with no fluid transfer. Aircraft is euipped with: 0=No PTU, 1=unidirectional left-to-right, 2=unidirectional right-to-left, 3=bidirectional PTU

Maximum aileron upward trim, expressed as a ratio of maximum aileron upward travel

Maximum nose-up trim, expressed as a ratio of maximum nose-up elevator deflection

Maximum rudder right trim, expressed as a ratio of maximum rudder right travel

Maximum aileron downward trim, expressed as a ratio of maximum aileron downward travel

Maximum nose-down trim, expressed as a ratio of maximum nose-down elevator deflection

Maximum rudder left trim, expressed as a ratio of maximum rudder left travel

Prop idle speed radians/second

Minimum prop speed with governor on, radians/second

Max prop speed radians/second

Enter 0.0 to be able to deflect the controls as fast as the pilot can move the stick or the art stab system can command a deflection. If the plane has a hydraulic system and a max rate of control deflection, though, enter how long it takes to go from center to fully-deflected.

The amount of rudder deflection (as a ratio of max) induced by the aerodynamic effect of static trim tabs.

The speed of trim time, expressed as a ratio, where 1.0 means it takes 20 seconds to fully move trim from one extreme to the other. 2.0 means trim is twice as fast.

The total time taken for the rudder trim to go from one extreme to the other.

Speedbrake time to extend.

Speedbrake time to retract.

The trim position for takeoff expressed as a ratio, 1 = max up trim, -1 = max down trim.

NOTE : This is now the same as acf_trq_max_en in v7