Real action marker manual download

The developer will be required to provide privacy details when they submit their next app update. With Family Sharing set up, up to six family members can use this app. App Store Preview. Screenshots iPad iPhone. May 7, Version 5. Bug fixes and improvements. Ratings and Reviews. Ron C. App Privacy. Information Seller RealNetworks, Inc. Size Compatibility iPhone Requires iOS 9. Mac Requires macOS Price Free. Enter zero for wheels that do not steer at all. The first parameter sets the amount, in degrees, that the wheel rotates around its own axis when it is retracted.

The strut compression parameter sets the amount, in feet, that the strut collapses on itself when the gear is retracted. In some aircraft, like the F—4 Phantom II, the gear compresses on itself like this to save space.

Finally, at the bottom of the dialog box are four checkboxes. The box below that toggles whether the gear is retractable or not. The top box on the right side of the group is for castors. Check this box if the wheel castors freely all the time. These structures are used to reduce the drag the gear generates by presenting a streamlined surface for the air to interact with. Using the parameters above, you can create a basic gear with wheels and a simple strut.

When creating a retractable gear, you will need to specify a few properties in addition to the size, position, and type. With this un checked, the aircraft will sense that the gear is bearing the weight of the craft when it is on the ground and will thus not allow you to retract the gear. This is useful for preventing damage to the aircraft.

Check the box directly below for seaplanes which have no landing gear and must take off and land on the water. However, any time a gear door opens up to let a wheel out, it also opens the gear wells. If a landing gear is retractable, there will often be a speed above which it is not safe to have the gear extended the maximum landing gear extended speed, V le and a speed above which it is not safe to extend or retract the gear the maximum landing gear operating speed, V lo.

Additional gear warnings can be configured in the Systems dialog, chosen from under the Standard menu. Once below the activation speed, the values in the throttle and flap fields will also trigger the warning sound.

Using the preceding sections, you can build a landing gear with the right wheel configuration, the right position, and even the right retraction characteristics. These control how far, in degrees, the wheels responsible for steering can deflect while going slowly. If the aircraft does not use the typical nosewheel steering configuration and instead uses free caster wheels which are controlled using differential braking, set this parameter to zero.

Note that nosewheel steering is a general term for steering by moving the wheels—it applies to taildraggers that steer with the tail wheel also. These parameters, found in the bottom of the Gear Data tab, are shown in Figure 3.

The rolling coefficient of friction the box on the left controls how much friction is produced by the weight of the airplane on the wheels when rolling on pavement. A value of 0. The maximum coefficient of friction, the box on the right in Figure 3. The final gear parameters we will consider here are those controlling the wheel and tire geometry. Thus, a lateral separation ratio of 2 here puts the tires touching each other side by side. Thus, a ratio of 2 here puts the tires touching along their edges as they rotate.

For each of your gears created in the Gear Loc tab of the Landing Gear dialog box, you can choose to add a streamlined fairing. Sometimes known as a wheel pant or spat, a fairing is designed to reduce the drag generated by a landing gear by presenting a streamlined surface for the air to interact with. Before actually designing your fairings, you must tell Plane Maker which gears have them.

Each fairing you specified has its own tab here at the top of the dialog box. With one possible fairing per gear, and ten possible gears, that makes for a total of ten fairing tabs at the top of the dialog box. What about everything else? Some extra bodies have their own special dialog boxes for modeling. These include engine pylons, engine nacelles, weapons, and slung loads. For information on engine pylons and engine nacelles, read on to the following sections of the manual.

To create the body of the engine like the tip of the propeller or the body of a jet engine , you must add an engine nacelle. Like every surface in X-Plane, these nacelles will have both visual and aerodynamic consequences. The Engine Nacelles dialog box is used to model these bodies.

There are eight tabs at the top of this dialog box, corresponding to the maximum of eight engines you can specify in the Engine Specs dialog box. This box cannot be checked for engines the aircraft does not have. This makes sense; the nacelles are attached to a particular engine, not to the aircraft as a whole. Note the large black dot on the left side of the nacelle in the wireframe view.

This point serves as the reference point for this nacelle. Engine pylons—the hardpoints of an aircraft designed to have engines mounted to them—are modeled using the Engine Pylons dialog box, launched from the Standard menu. Modeling a pylon is very similar to modeling a wing—a pylon just ends up being a short, stubby, oddly shaped wing, which might itself be attached to a real wing.

In light of this, the controls found in the Engine Pylons dialog box are identical to those in the Wings dialog box, with a couple exceptions. Monniaux for the photo. Since engines in Plane Maker are just points from which thrust is generated, this works well. Up to two pylon designs can be created for each aircraft. These engines are numbered as they are in the Engine Specs dialog box; the engine on the far left in the Engines 2 tab of that dialog box corresponds to the checkbox on the far left here, and so on.

The position of these features of the body will only be visible when using the wireframe view toggled using the spacebar. In addition, you can set what ground service vehicles, such as food, baggage, or fuel trucks, will service the aircraft in this screen.

In addition to influencing the flight model as appropriate, these systems can be set to fail in X-Plane, allowing pilots to practice dealing with contingencies. The Engines 2 tab of the Engine Specs dialog box is the best place to start.

There, you can set the number, type, location, and other properties of all types of engines. The parameters available here will vary depending on what type of engine s you choose. To begin, set the number of engines present on the aircraft using the box at the top of the dialog box.

A number of columns will appear, one for each engine you specified. Use the drop down menu at the top of each column to set the type of each engine. The engine type will determine what further parameters are available for the engines. It will also affect, among other things, the sounds produced by the engine and the fuel flow it draws.

It uses a carburetor to mix air with fuel at low pressure. It uses a fuel injector to mix air with fuel at high pressure. Fuel-injected engines are far more common today than carbureted ones, due partly to their increased reliability. This is roughly modeled after Garret turboprops. This setting is primarily for backwards compatibility for aircraft saved before version The N2 is the power turbine in the hot section, spinning up and down as fuel is applied.

Independently from that, the N1 is spun by the torque generated from N2, spinning the bypass fan. This is more accurate, since N2 can surge while N1 takes some time to respond, and N1 can windmill briskly even if N2 is shut down and barely spinning. There are, however, a few features that all engine types have in common. Regardless of the engine type selected in the Engines 2 tab, a few characteristics of the engine must be set.

All engine types must have a position specified in the Engines 2 tab. Positive values for the vertical cant will cause the engine to point upward. Positive values for the side cant will cause the engine to angle right clockwise when viewing the aircraft from above.

All engine types also have the option to be vectored, using the checkbox beneath the side cant parameter. In addition to their location, all engines must have a few characteristics of their throttle set. Figure 4. The first of these are max throttle with one engine failed, and max throttle with all engines running.

It is not uncommon to use a maximum throttle of, say, 0. Max throttle with one engine failed sets the maximum throttle available when an engine failure has occurred. Note that all engine specifications in Plane Maker are set with respect to full throttle. Thus, if you move the maximum throttle away from 1. Next are the low and high idle adjustment boxes.

Plane Maker will automatically estimate where the engine idles, both in a low-idle situation and a high-idle one. Use this box to change the idle speed, as a ratio of the default Plane Maker estimate. Beneath these is the afterburner setting. Leave this at zero to allow the panel-switch to control the burner level. Both Beta and reverse modes are virtually ubiquitous in both turboprops and jet engines. Likewise, they are uncommon in reciprocating engines.

Some aircraft automatically set the prop RPM based on throttle position. To manually set the RPM with the power lever at idle, partway, and maximum, check this box and then adjust the values in the three additional fields that appear. Without modification, most engines put out less power the higher they go. The thinner air at high altitudes simply provides less oxygen to burn. Because of this, most aircraft have a critical altitude-a height above sea level above which they can no longer produce full power.

At altitudes below this, full power is still available. One advantage to having a FADEC is that it can keep the engine from exceeding the maximum allowable thrust, as the checkbox in Figure 4. This can also be done by the automatic wastegate in a turbocharger-in this case, the same box should be checked.

All combustion engines both jet and reciprocating can have a boost applied to them. This can come in two forms: an anti-detonant, or a nitrous oxide N 2 O boost. It also serves to cool the engine, allowing it to run at a higher RPM than it otherwise would be able to. Nitrous oxide, on the other hand, decomposes quickly when it is injected into an engine.

When it does, it increases the amount of oxygen available during combustion. Like an anti-detonant, the vaporization of N 2 O also cools the engine. X-Plane will not differentiate between the source of your boost, whether anti-detonant or nitrous oxide. Instead, it just needs to know how much of a boost your method gives. To use the boost in X-Plane, simply push the throttle to its maximum; the boost will automatically kick in.

This number is determined by the amount of inertia the engine has, and is applicable only to turbine engines, such as turboprops and jets. It is a measure of how long it takes the low-pressure compressor N 1 to speed up to its maximum when the throttle is brought instantly from idle to full. In X-Plane, the actual spool-up time will be affected by atmospheric conditions, the weight of the propeller if applicable , and the time it takes the pilot to advance the throttle.

This should be set for two altitudes, one low and one high, and each altitude should have a half-power and full power SFC. TSFC is calculated as fuel flow divided by thrust. For instance, if a given engine burned pounds of fuel per hour, and it had a horsepower engine, it would burn 0. If that was the fuel consumption at your low altitude at half power, you would enter 0. If your aircraft used 0. Some engines need to be capable of zero-G flight, or sustained flight at a pitch of 90 degrees.

This is most often seen in rockets and space ships. To model this in X-Plane, you must tell Plane Maker that the craft has an inverted fuel and oil system. Both of the reciprocating engines, as well as the turboprop, electric, and tip rocket engines all are used to turn propellers or rotors, as the case may be.

In this case, you must specify the number of propellers and their features using the Props 1 tab of the Engine Specs dialog box. Near the top of the dialog box, right beneath the engine number and type settings, are the settings for the number and type of propellers. In nearly all cases, there will be one propeller per engine.

VTOL cyclic — a large rotor in the style of a standard helicopter rotor. It varies its power in order to maintain constant RPM, but it can also change the direction of its thrust in order to facilitate vertical takeoff and landing. The Mach number is chosen in Engine 1 tab if a prop of this type is selected.

A blade is most efficient at a given angle of attack, so this increases or decreases pitch to set the right average angle of attack across the prop blade.

The angle of attack AOA is chosen in Engine 1 tab if a prop of this type is selected on the airplane. Each propeller you specified will have its own column of settings, just like each engine does; the propeller settings will be integrated to the engine settings columns.

This number can be set independently for each propeller. Immediately to the right of the number of blades is the direction of spin, also in Figure 4. This is set either to clockwise CW or counterclockwise CCW , as seen when looking at the aircraft from behind. Below the blade direction setting are checkboxes, seen in Figure 4. Ducted fans are also found in Fenestron tail rotors and lift fans as in the F—35B. A very straightforward ducted fan is found in the Martin Jetpack, as in Figure 4.

The first of the propeller specifications, the prop radius, sets the distance in feet from the center of the propeller to the tip of one of its blades. The fine and coarse pitch set the range, in degrees, over which the blade can change its angle of attack pitch. Constant-RPM and manual pitch propellers, among other propeller types, vary their blade pitch to achieve a desired thrust at a constant rotational speed.

Set the minimum pitch using the box on the left and the maximum using the one on the left. This is the speed of the air, in knots, that the propeller is optimized to have passing through it. For airplanes, this is approximately equal to the forward speed of the plane that you want to optimize for plus half the propwash.

This sets the speed, in revolutions per minute, that the propeller is optimized for. Setting this to about 2 degrees is recommended. A value of 2. Based on the radius, design RPM, and design speed of the propeller, Plane Maker will automatically calculate an angle of attack for the length of the propeller. The final setting for propellers is the engine-to-gear ratio, found at the bottom of the Engines 2 tab. This is the number of times the engine rotates for each rotation of the propeller.

This is most commonly set to 1. This is the maximum horsepower output at sea level with standard atmosphere. In the right column are the RPM values at which the engine redlines and idles. The redline RPM sets the maximum allowable rotations per minute for the engine, and the idle RPM sets the speed at which the engine turns when the throttle is set to zero.

Reciprocating engines typically redline between 2, and 3, RPM. The column has three additional boxes corresponding to three different engine RPM limits. This should probably be close to the engine redline RPM set above. This does not take into account reverse, Beta, or feathered modes. The propeller is initially created in the Engines 2 tab of the Engine Specs dialog box.

In many aircraft, though, there is much more to the propeller than that. To further customize the propeller, see the additional options in the Prop Engine Specs box of the Engines 1 tab. In the bottom left corner are four check boxes that deal with general behavior of all propellers on an aircraft.

The first two boxes determine if the propeller goes to its feathered pitch when the prop control is pulled back to minimum, or when the mixture control is at minimum, respectively. Check the third box to have all the propellers automatically feather to reduce drag after an engine failure. The final option in the column affects the engines, but is based on the propeller control; check this to shut off fuel when the control is pulled to minimum.

The first specific characteristic of a propeller that can be set is the feathered pitch of the prop, as seen at the top of Figure 4. This sets the pitch of the propeller, in degrees, when it is feathered. A feather-able propeller is one whose blades can be rotated to be parallel to the air flowing over them. In the case of engine failure, feathering a propeller reduces the drag it generates by a huge amount.

For instance, Figure 4. Beneath the feathered pitch of the propeller is its Beta pitch, seen in Figure 4. This sets the pitch of the propeller, in degrees, when it is in its Beta range. This defines the pitch of the propeller, in degrees, when it is in reverse-thrust mode.

Here you pick which side the prop governor fails to—fine, coarse, or feather pitch, or start lock. At this point, most of the characteristics of the propeller have been set, from its pitch settings to its weight. What we have not yet discussed is fine-tuning the shape of the propeller. What about the width of all the points in between? Each of these shape settings is controlled by the Props 2 tab of the Engine Specs dialog box, as shown in Figure 4.

Each blade of the propeller is broken into eleven pieces, with the various specs for each piece of the propeller from left to right ranging from root to tip. Each piece has four parameters that can be set. These parameters are the rib leading edge L. All of the offsets here are in chord lengths. So, if the leading edge was offset by 0.

Likewise, entering 0. The last option available in the Propeller tab is the angle of incidence for each piece. This is how much that piece of the propeller is aimed up to increase its lift. By default, Plane Maker will calculate an appropriate angle of incidence based on the radius, design RPM, and design speed of the propeller. Then, below these three settings, you see the resulting chord of each piece of the blade in inches, the mach number at each piece of the prop, and the angle of attack at each piece of the prop.

To define this, open the Airfoils dialog from the Expert menu. Shown in Figure 4. At noon, the sun puts out about watts of power per square meter in space, which is reduced to about watts per square meter at sea level. A good guess for middling altitudes is watts from the sun.

The equation to find the power in watts available from the solar cells is:. Wings surface area x Solar cell coverage x Solar cell efficiency x Power coming from the sun. Jet engines are much simpler to set up in Plane Maker than propeller-driving engines. For a jet engine, this center of thrust is usually the exhaust. Thus, the thrust specifications from a manufacturer may be under-rated.

At the top of the middle column in the Jet Engine Specs box is the compressor area, given in square feet. If fuel is introduced into the engine prior to this speed, a hot start a start that exceeds the maximum temperature the engine is designed to handle may ensue. It is, more accurately, the time it takes N 1 to bring in torque when the throttle is moved to full. The final parameter in the Jet Times box is the thrust-reverser deployment time, the time in seconds that it takes the thrust reverser to deploy and retract.

The Jets 1, 2 and 3 tabs of the Engine Specs dialog display power curves for N1 as function of N2, thrust with N1, and thrust with mach and altitude. In these screens you can set different values in the boxes on the left side and see how it affects the power curves.

Change the boxes on the right sides to get the exact measurement at a specific data point. These curves are very carefully modeled after real engines. Rocket engines, like jets, are quite simple to set up in Plane Maker. For a rocket engine, this center of thrust is usually the center of the exhaust nozzle. Here, there are three parameter boxes for thrust.

From left to right, these set the maximum thrust of the rocket engine, in pounds,. In X-Plane, the engine can put out full thrust in all three conditions, though real rockets are not always able to do so.

This is used only to calculate how large an exhaust flame to display in X-Plane. Specific fuel consumption in rocket engines is much simpler than in combustion engines; this parameter applies at all altitudes, at all power settings. Engines of the same type propeller-driving, jet, or rocket are assumed to have the same characteristics—that is, all propeller-driving engines on an aircraft will have the same maximum allowable horsepower, the same redline RPM, and so on.

This, of course, applies only to engines that turn propellers. Most aircraft designs will have one transmission per engine. Thus, a single-engine aircraft will have a single transmission, a twin-engine aircraft will have two transmissions, and so on. Exceptions are designs which use a common transmission to connect multiple engines to multiple propellers, as seen in the V—22 Osprey, as well as helicopter designs, where all rotors are geared together.

The amount of power the engine loses to the transmission s is set in the far left of the Transmission tab, and the number of transmissions is defined next to it, as seen in Figure 4.

All aircraft lose some power in the transference of energy from the engine to the actual turning of the propeller; this is power lost to the transmission. Thus, a value of 1. Airplanes typically have losses between 0. With multiple engines created in the Engines 2 tab, there will be one row of settings for each engine. Note that the topmost engine here corresponds to the leftmost engine in the Engines 1 tab, and the topmost propeller here corresponds to the leftmost propeller in the Props 1 tab.

Thus, in a twin-engine plane, the port-side engine might feed transmission 1, and the port-side propeller would be fed by transmission 1. The starboard-side engine, then, would feed transmission 2, and the starboard-side propeller would be fed by transmission 2.

The electrical and hydraulic sub-systems of an aircraft are used to drive instruments, lighting, and flight controls. The pressurization system keeps the air pressure in the cabin at a comfortable level. These systems are modeled in Plane Maker using the Systems dialog box, found in the Standard menu. The electrical system is configured using the Systems dialog box. The Electrical 1 tab sets the sources of electrical power, as well as the number of buses and inverters, so it is a good place to start when setting up the system.

Note that the aircraft will have one battery for every battery button present on the 2-D instrument panel, and one generator for every generator button on the panel. In the Sources box, shown in Figure 4. The battery will only be considered if more amperage is required by your electronics than is available from the generator, as might occur in a generator failure or when taxiing in some aircraft. A good estimate for light aircraft is a 1, watt-hour battery.

If the aircraft has an APU, check the options it provides, such as bleed air or generator. If the aircraft also has an air-driven backup generator to power the electrical system, check the box on the right side of the Sources portion of the dialog box. An aircraft will often have several different electrical distribution networks, called buses.

These buses are often separated and powered by separate generators and batteries so that the failure of one bus will not cause electrical failure across the rest of the aircraft. Inverters are most commonly used for backup power, turning DC power from the battery into AC power for most electronics.

For instance, in Figure 4. In addition to the subsystems, there may be a base load on each of the buses—that is, some number of amps drawn at all times, regardless of what other electronics are powered on. The base load for each bus is set in the upper left of the Bus 1 tab. Note that generator loads will be affected by the bus that each system is attached to, and the amperage drawn from it. If the bus powering a system fails in X-Plane—that is, if the battery and generator for the bus are off, the bus cross-tie is off, and there is no APU running for the bus—that system will fail.

X-Plane can model up to four hydraulic pumps: one powered by the electrical system, one powered by a ram air turbine, and two powered by the engine. Check the boxes in the Hydraulic Sources portion of the General tab corresponding to the pumps your aircraft uses.

The units on the maximum pressure are not specified; the hydraulics modeling is not detailed enough for the units to matter, so they can be anything. The only thing that matters here is the ratio between the different pumps, and it only matters then in the case of failure. To the right of the hydraulic sources are the systems that depend on the hydraulics. If the hydraulic pumps fail, the systems represented by each checked box will also fail. Most of the systems here are self-explanatory.

This is set as a ratio of their normal full operation. The group of settings in the middle specifies how the landing gear fails in the event of a hydraulic failure. Select the radio button appropriate for your aircraft here.

These located at the bottom of the Hydraulic Systems box. Standard atmosphere on Earth is Below the maximum allowable pressurization is the emergency pressurization altitude. Finally, you can enter an amount for bottled oxygen available to be used by crew in cases of pressurization failure. Later, when designing the instrument panel, you will add the specific instruments your aircraft uses.

This includes performance ranges, which are set in terms of red-line, yellow, and green ranges. These tabs are used to set the operational and limiting temperatures, pressures, voltages, etc. Note that this information is not used in the flight model; it controls only what the instruments display. To configure the colors used in the instrument displays, open the Systems dialog box from the Standard menu and select the Arc Colors tab.

Here, you can set the decimal RGB values for each of the three standard ranges. In setting the angles, 0 degrees is the top of the instrument. Angles can be positive or negative, and can even be greater than if you would like the dial to wrap around.

In the case of digital instruments, checking the box for a measurement allows you to set the offset, scale, and the number of digits used in displaying that measurement. In addition to red, green, and yellow ranges, the instruments need standard operating markings. With the exception of the g limits, these will not be factored into the flight model; they may, however, be used in the airspeed indicator.

To set these, open the Viewpoint dialog box from the Standard menu. There, on the left side of the General tab, you can set the following:. V mca , the minimum speed below which you can still steer the aircraft with one engine disabled and the other at full throttle.

If you cannot find official g limit values, 4. Note that, depending on your engine configuration, some of the values listed above may not be visible. Any of these markings can be left off the instruments by simply setting their values to zero. For general settings that control autopilot behavior, select the Systems dialog from under the Standard menu.

On the General 1 tab, start by choosing a preconfigured or custom autopilot. Preconfiugred options include:. This hides other configuration options and configures the autopilot internally to behave like the Garmin GFC—, which is a high-end position-based digital autopilot.

STec 55 - High-end general aviation dual-axis rate-based digital autopilot. Most notably, this autopilot does not have buttons with toggle logic, so you cannot press the button of an active mode to go back to a default mode.

You always have to select a new mode to cancel an old mode. Used in the default analogue C KAP with alt - Hides other configuration options and configures the autopilot to behave like this single-axis general aviation rate-based autopilot. This acts on the roll axis only, does not have an elevator or trim servo, and defaults to zero turn rate wings level for roll mode. This autopilot supports GPSS through the heading mode. KAP without alt - dual-axis general aviation rate-based autopilot. Adds vertical speed hold and altitude hold to the functions of the KAP— KAP with alt presel - Like the dual-axis KAP—, but with an altitude pre-selector that allows arming altitude capture.

Piper Autocontrol - Hides other configuration options and configures the autopilot to behave like this generic low-tech non-microprocessor autopilot. Can be either rate-based or position-based. Has the usual dual-axis modes, but does not have any logic for automatic mode reversions. Will not change modes on its own, does not have advanced logic like dual-mode intercepts or altitude capture. For additional information on using the XP Custom is the backwards compatible option for all planes created prior to This is the most important setting.

It determines under which circumstances the autopilot will stay functional in abnormal situations. Next select the heading source. This determines what provides heading information to the autopilot and the kind of performance to expect from that. Then select the Nav course source. This is how the autopilot obtains the information on how to intercept and track a navigational source. Below the radio buttons are four columns of check boxes.

The first column boxes control how the autopilot interacts with the servos. The boxes of the second column are options for how the pre-selector is automatically loaded. To further configure a custom autopilot in Plane-Maker, or fine-tune an existing one, first go to the Expert menu and click on Artificial Stability.

A number of controls will appear that specify the autopilot constants for your airplane. The first box adjusts how quickly the autopilot changes the throttle setting. The last option controls the sensitivity of the autopilot in reacting to an error in speed. Higher numbers decrease the sensitivity, and the autopilot will wait longer before applying full throttle to correct a deviation. The roll prediction control is found in the middle box of the Autopilot tab, at the top of the left column, highlighted in blue in the following image.

If the plane tends to wander slowly left and right, always behind its mark, or it overshoots and then wanders slowly off in the wrong direction, then it clearly is not anticipating enough. In that case, an increase is required in the roll prediction to make the autopilot anticipate more. If, however, the airplane starts flopping back and forth hysterically every frame, the autopilot is clearly anticipating too much; a smaller roll prediction is needed.

This control lets the autopilot know how long it will take to see the results of the adjustments. When flying a real plane, a pilot decides on a roll angle to make a turn. He or she then decides to deflect the ailerons a certain amount of degrees to achieve the desired bank angle. This control specifies to the autopilot how many degrees off the aircraft must be from the desired roll angle before it puts in full aileron.

If this is set to a very small number, the autopilot will put in full aileron for even the tiniest of roll errors. This will cause the plane to over-control and flutter madly left and right like an over-caffeinated pilot! On the other hand, if this control is set to a very large number, then the autopilot will hardly put in any aileron input at all.

In that case, the plane will always wander off course a bit, because it will never move quickly enough to get back on course. What this control really determines is how aggressively the ailerons are applied. A good starting point for this control is 30 degrees. This means that if the roll angle is off by 10 degrees, the plane will apply one- third aileron to correct when at low speed—not a bad idea. Beneath this control is the roll rate, measured in degrees per second.

This tells the autopilot how fast to roll the plane. This should be based on what the aircraft is realistically capable of. The autopilot will overshoot turns if this is set too high, or fail to complete a turn in time if it is too low. In the real plane, a pilot will trim out any loads with trim if it is available. The roll tune time determines how long the autopilot takes to run the trim. If the autopilot waits too long to trim out the loads, it may be slow and late in getting to the correct angle.

A good starting point for this control is 5 seconds. This sets the number of degrees of heading change that the autopilot will pull for each degree of error on the localizer which is the same as saying for each dot of CDI deflection.

If the aircraft is off course by about one degree, and the autopilot corrects only one degree, the craft would be flying right towards the airport, never intercepting the localizer until it got to the transmitter on the ground. Thus, a good starting point for this control is 10 degrees, forcing the plane to nail that HSI now. Credit to your team - it was a great, fluid, business moment. I love it so much that I had to purchase the Pro version. It's so easy to show something on a homepage.

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