Photo: Alf van Beem, public domain, via Wikimedia Commons
Artificial q-feel in pitch spanning roughly 8:1 across the envelope, a fixed spring-cam in roll, and a loud, startling column shaker.
Sources: Boeing 737-800 FCOM; Boeing published data; FAA TCDS A16WE.
The 737-800 is the workhorse of the world's short-haul fleets and the philosophical opposite of the Airbus across the ramp: a control column, hydraulically powered surfaces, and an artificial feel system that deliberately recreates the loads the hydraulics took away.
For a simmer that is the interesting part: Boeing engineered feel INTO the yoke: force that builds with airspeed, a heavy roll axis, and a stick shaker that is the type's signature stall warning. The profile models the feel system rather than raw aerodynamics, because that is what a 737 pilot's hands actually receive.
The 737 first flew in 1967 as a stubby short-hauler, and has been re-invented three times since. The Next Generation family of the late 1990s, with the -800 as its best seller, gave the type its modern wing and flight deck and made it the most-produced jet airliner in history.
More than five thousand NGs were delivered, and the -800 remains the backbone of low-cost carriers worldwide and the base of the P-8 Poseidon. The aircraft modeled here is the standard winglet-equipped -800 of current fleets.
Each finding pairs our reading with the evidence it rests on. Fly the type and read something wrong? Every claim links straight to the corrections form.
The elevator feel computer takes airspeed from the elevator pitot system and stabilizer position and simulates aerodynamic forces. The feel pressure spans roughly 180 psi at low speed to 1400 psi at max q — about an 8:1 pitch-force span across the envelope.
The aileron feel is purely spring — a cam, roller, and spring centering unit with a breakout-then-gradient shape that stays constant with airspeed. The real pitch-to-roll force ratio therefore grows with speed.
The OEM eccentric-mass column shaker is high amplitude and low frequency — "the vibrations startle you … quite loud". Elevator Feel Shift additionally quadruples column feel force near the stall, with no cockpit annunciation.
Line pilots describe the type as quite perky and easy to over-control if you're clumsy; manual reversion is the heaviness ceiling, not normal ops.
| Gate | Knots | Notes |
|---|---|---|
| VsoStall, landing configuration | 108 | Mid-massRepresentative |
| VrRotation | 145 | Representative |
| VyBest rate of climb | 180 | Representative |
| VappApproach | 145 | VREF30 ≈ 141–145 at mid massRepresentative |
| VleMaximum gear extended | 320 | Gear extended · FAA TCDS A16WE Rev. 45 |
| VmoMaximum operating | 340 | 340 KCAS / M 0.82 · FAA TCDS A16WE Rev. 45 |
The complete starter profile, in the same order and with the same names as the desktop Tuning page. Highlighted rows cite evidence. Hover a row to see its profile-JSON path.
The final overall output scale applied to everything the model produces, before the device cap.
▲ More: everything (spring, loads, effects) gets stronger together. ▼ Less: everything softens together.
Why here: 100%: the strongest master in the fleet. The 737's artificial feel is famously heavy, and the profile commits to it.
Hydraulically boosted with the q-blend as the feel-computer proxy.
The base centring force that pulls the stick back to centre. Every other force stacks on it. Too low and the stick feels limp in normal flight; too high and it fights your hand and masks the smaller cues layered above it.
▲ More: firmer centring that resists your hand at all times. ▼ Less: a limper stick that leans on aerodynamic load alone.
A strong spring with a tight breakout-style deadband — the cam shape.
A small neutral zone around centre where the spring stays quiet, so tiny movements at rest don't chatter. Wider is calmer but looser; narrower is more precise but can twitch around centre.
▲ More: a calmer but looser centre with more free play. ▼ Less: a tighter centre that may chatter at rest.
The cam's breakout-then-gradient centering.
How much of the spring survives at a standstill, before airspeed can build any aerodynamic force. A high floor keeps the parked stick firm; a low floor gives the loose, cable-slack feel of a parked light aircraft.
▲ More: a firmer stick while parked and taxiing. ▼ Less: a floppier parked stick that only wakes up with airspeed.
Why here: 55%: the column is firm even at the gate; hydraulics do not relax.
The airspeed where the spring reaches full strength. Between the start and this point, centring firms up progressively as airflow builds over the controls.
The feel keeps rising deep into the envelope, mirroring the 8:1 pressure span.
The sustained pitch load from elevator deflection and airspeed, balanced independently of roll. This is the main lever behind a type's pitch weight. It does not touch aileron, spring, trim, or buffet forces.
▲ More: heavier sustained pitch forces at speed. ▼ Less: a lighter elevator that takes less muscle to hold.
Why here: 90%: pitch is heavy but the roll axis is the famous one.
The sustained roll load from aileron deflection and airspeed, balanced independently of pitch. Together with the elevator load it sets the control-harmony ratio reviewers talk about.
▲ More: heavier roll forces. ▼ Less: lighter, quicker-feeling ailerons.
Device-envelope compensation, not aircraft truth: the certified roll force is a constant light spring, but this scale lets the profile use a device's wider roll envelope against its limited pitch cap (hardware-validated). Recorded so a future per-axis-spring engine can model the real constant-spring roll and retire the compensation.
A master scale over both sustained axis loads, applied before their independent balance. Profiles normally leave this alone and tune the two axis loads instead.
▲ More: both axes load up harder. ▼ Less: both axes lighten together.
Why here: 25%: the feel computer schedules force with airspeed, but far flatter than raw aerodynamics; combined with the linear curve this is that schedule.
The indicated airspeed where aerodynamic load reaches its designed full level. It anchors the whole load curve to the aircraft's real speed range: a 172 loads up by 110 knots, a jet much later.
▲ More: loads arrive later; the stick stays light up to a higher speed. ▼ Less: loads arrive earlier and cruise feels heavier.
Why here: 280 kt: high-speed climb and cruise on the tape.
How sharply stick load builds with airspeed. 1.0 is linear; about 2.0 matches real aerodynamics, where dynamic pressure grows with the square of speed, so controls are much lighter slow and firm up fast. Felt when holding the stick off centre, not at rest.
▲ More: lighter at low speed with a steeper rise toward cruise. ▼ Less: a more linear build that loads up earlier.
Why here: 1.0: the feel system's force schedule is engineered nearly linear, not a square law.
A cap on each steady pitch or roll force before it reaches the device, guarding against slamming or saturating the hardware in strong maneuvers.
▲ More: stronger peak steady forces before clipping. ▼ Less: a gentler ceiling; hard maneuvers flatten out sooner.
Why here: 70%: high ceiling; an out-of-trim 737 genuinely loads the arms.
For hydraulically-boosted or fly-by-wire types: how much of the raw aerodynamic load actually reaches the pilot's hand. 1.0 is a fully manual control run; lower values model the artificial-feel systems that isolate the pilot from true surface loads.
▲ More: more raw aerodynamic load reaching your hand. ▼ Less: more isolation, closer to pure artificial feel.
Why here: Active: scales how much of the aerodynamic load model leaks through alongside the artificial schedule.
How strongly elevator trim relieves held pitch force and shifts where the stick settles. At 100%, a properly trimmed aircraft needs no held pressure, the trim-away-the-load workflow of real flying.
▲ More: trim removes more of the held pitch force; at 100% full trim zeroes it. ▼ Less: you keep holding force even when trimmed.
Why here: 30%: the trim wheel spins constantly in real operation; relief matters and is used.
The same relief for roll trim. Most GA types have no real aileron trim, so this stays at zero; types with roll trim get a matching value.
▲ More: roll trim removes more held roll force. ▼ Less: roll trim does less.
Why here: 9%: aileron trim exists, used sparingly.
Extra spring stiffness as positive G rises above 1G: the pull-up loads your arm as well as the wing. Too little and steep turns feel weightless; too much and maneuvering becomes tiring.
▲ More: pull-ups and steep turns stiffen the stick more per g. ▼ Less: g has less effect; maneuvering stays light.
Why here: 16%: the feel computer includes G in its schedule; maneuvering firms the column.
Extra centre deadband added at parked and taxi speeds, narrowing away as airflow builds. It keeps the stick calm on the ramp without costing precision in flight.
▲ More: a calmer, looser stick on the ground. ▼ Less: ground handling as precise as flight, and as twitchy.
Why here: 3%: minimal; the column stays precise during taxi.
How far through the travel the edge-of-throw spring boost begins. High values leave most of the range linear and put a firm wall only near full deflection.
▲ More: the end-of-travel wall starts later, leaving more linear throw. ▼ Less: the wall begins earlier in the travel.
Why here: Wall from 88% travel.
How strong that edge-of-travel boost is once triggered: a soft warning versus a hard stop near full throw.
▲ More: a harder stop near full deflection. ▼ Less: a softer edge you can push through.
Why here: 22%: bounded stops.
Rolling surface vibration from wheel speed and surface type: pavement, grass, or gravel under the gear.
▲ More: louder surface texture through the stick. ▼ Less: a smoother taxi.
Why here: 40%: the NG's stiff gear reads pavement clearly; 737 cockpits are famously bumpy on taxi.
Short discrete bumps from expansion joints, ruts, and rough surface, punctuating the continuous rumble.
▲ More: sharper hits from joints and ruts. ▼ Less: softer ground detail.
Why here: 32%: expansion joints arrive sharply over the nosegear ahead of the cockpit.
Vibration under brake pressure while rolling. Invisible braking feels wrong; too much makes every stop feel like an anti-skid event.
▲ More: more shudder under braking. ▼ Less: quieter stops.
Why here: 44%: strong brake and autobrake feedback.
The rapid side-to-side wobble through the roll axis at taxi-rotation speeds, the classic worn-nosegear shimmy this type is or isn't known for.
▲ More: a livelier shimmy on the rollout. ▼ Less: a calmer nosewheel.
Why here: 16%: rare but not unknown on the type.
The fore-aft pull on the pitch axis from acceleration on the ground. The takeoff surge draws the column aft; braking pushes it forward.
▲ More: a stronger fore-aft pull under acceleration and braking. ▼ Less: a subtler surge cue.
Why here: 26%: full thrust at 174,000 lb shoves hard.
Airframe shake approaching the stall and while the stall warning is active: how loudly this wing announces it is unhappy. Types with a crisp break get modest buffet and let the horn carry the warning.
▲ More: a louder pre-stall shake. ▼ Less: a quieter wing; the horn carries the warning.
Why here: 30%: real pre-stall buffet exists on the type and precedes the shaker in some corners; both cues are modeled.
Airframe shake past the overspeed warning, the airframe's own protest at exceeding Vne/VMO.
▲ More: a harsher protest past the redline. ▼ Less: a gentler overspeed warning.
Why here: 64%: clacker territory is treated as the event it is.
Transonic buffet approaching the Mach limit. Meaningful for jets near MMO, zero for pistons and turboprops that never get there.
▲ More: stronger transonic buffet near the Mach limit. ▼ Less: a smoother high-Mach ride.
Why here: 44%: honest transonic buffet near Mmo.
Shake from deployed spoilers or speedbrakes at speed. Zero for types without them.
▲ More: more shake with boards out. ▼ Less: quieter speedbrakes.
Why here: 52%: speedbrake extension shakes the whole airframe; passengers feel it and so does the yoke.
Low-frequency airframe vibration with flaps extended into the airflow, in the speed window where they actually work the air.
▲ More: a rougher ride with flaps working the air. ▼ Less: smoother approach flap.
Why here: 36%: big triple-slotted flaps drum hard in the extension band.
Airframe drumming from retractable gear hanging in the airstream. Zero for fixed-gear types, where the airframe never changes shape.
▲ More: more drumming with the wheels hanging out. ▼ Less: cleaner gear-down flight.
Why here: 38%: gear-down flight is loudly tactile.
The dedicated stall stick-shaker buzz, fired by the aircraft's own stall-warning system. Only types with a real shaker get a value; everything else relies on aerodynamic buffet and the horn.
▲ More: a harder stick-shaker buzz. ▼ Less: a subtler shaker.
The certified column shaker is a forceful, unmistakable cue.
Random shake from short-term G variation in rough air, so bumpy air is felt and not just seen.
▲ More: rough air hits the stick harder. ▼ Less: calmer chop.
Why here: 30%: high wing loading, damped chop, firm ride.
Rollout vibration while reverse thrust or beta-range props are working. Zero for types without reverse.
▲ More: a rougher rollout under reverse. ▼ Less: quieter reverse.
Why here: 50%: buckets deployed at rollout rumble the entire airframe.
Continuous powerplant vibration following RPM between idle and full power, the ever-present reminder that something is burning fuel up front.
▲ More: more engine through the stick. ▼ Less: a quieter powerplant.
Why here: 11%: wing-pylon turbofans barely reach the column.
The one-shot kick when the wheels meet the runway, scaled by sink rate: a greaser whispers, a firm arrival thumps.
▲ More: a harder kick at touchdown. ▼ Less: softer arrivals.
Why here: 90%: the 737's firm-arrival reputation is honored in full.
The short shudder of gear extension and retraction in motion. Zero for fixed-gear types.
▲ More: a stronger shudder while the gear cycles. ▼ Less: a subtler gear cue.
Why here: 75%: the gear cycle on the NG is a violent, whole-airframe thunk, and crews would call anything less wrong.
Continuous vibration only while the sim reports the flap surfaces actually travelling. It follows real actuator motion and failures, not an estimated timer.
▲ More: more vibration while the flap surfaces travel. ▼ Less: quieter flap runs.
Why here: 34%: the flap tracks grind audibly and tactilely while running.
The small airframe settle when flap-surface travel completes, driven by the surface arriving, not the handle command.
▲ More: a firmer settle as flaps reach the notch. ▼ Less: a softer arrival.
Why here: A firm settle per detent.
The short mechanical click on each flap-handle detent. The handle, not the surfaces.
▲ More: a sharper detent click. ▼ Less: a fainter click.
Why here: 45%: the flap lever gates are heavy and deliberate.
The sustained pitch-force change from flap drag at airspeed. Extending flaps should change what your hand holds, not just make noise.
▲ More: a bigger stick-load change when the flaps come out. ▼ Less: less trim shift from flap.
Why here: 4%: the feel system masks most configuration drag at the column; the trim wheel absorbs it.
The sustained load change from deployed spoilers. Zero for types without them.
▲ More: a bigger load change from the boards. ▼ Less: less.
Why here: 6%: same masking.
The trim-like load change from gear hanging in the airflow. Zero for fixed-gear types.
▲ More: a bigger load change from the gear. ▼ Less: less.
Why here: 4%: same.
Resistance proportional to the aircraft's pitch rotation rate. It settles the stick after abrupt pitch inputs; zero on both axes turns rate damping off.
▲ More: the stick settles harder against pitch rotation. ▼ Less: less resistance to quick pitch changes.
Why here: 12%: hydraulically damped surfaces settle firmly; the highest damping in the fixed-wing fleet.
The roll-axis counterpart: damping against roll rate to stop post-input wobble.
▲ More: more resistance to roll rate. ▼ Less: a livelier roll axis.
Why here: Matching heavy damping.
The airspeed where the forward slump has fully faded, typically almost as soon as airflow builds on the takeoff roll.
▲ More: the slump lingers further into the takeoff roll. ▼ Less: it vanishes almost as soon as you roll.
Why here: Standard fade as pressure and airflow arrive.
How far autopilot commands may physically move the stick. Kept tiny in MSFS, where a moved axis can read back as pilot input; zero disables following entirely.
▲ More: the autopilot visibly moves your stick further. ▼ Less: a barely perceptible follow.
Why here: 10%: unlike the Airbus, the 737's column really moves with the autopilot; follow is on and visible.
How firmly the stick holds the autopilot's commanded position while following is active.
▲ More: a firmer hold on the AP's commanded position. ▼ Less: softer, easy to override.
Why here: Enough hold to feel the A/P fly the column.
Research pass validated the transport feel work already landed: q-blend as feel-computer proxy, cam-breakout spring, loud shaker. The roll-scale device compensation is documented against the measured constant-spring truth.
Initial starter baseline.
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Column force in pounds at approach versus cruise is unpublished — only the psi span and the Elevator Feel Shift multiplier are documented; absolute magnitudes are bench-set.
The real column's neutral does not move with trim; the current trim model couples relief with a centering shift, so this stays unmodeled until a decoupled trim capability exists.
Elevator Feel Shift (×4 column force near stall) and speed-trim go-around heaviness are recorded, unmodeled — no engine mechanism ties spring force to shaker state.
Open conversation about flying and tuning the Boeing 737-800, in the community forum. Corrections above go privately to the maintainer; hangar talk is public.