Aerocardal Chile · CC BY-SA 2.0 · Panther conversion with four-blade propellersPiper built the PA-31 Navajo for commuter, cargo and corporate transport, using a low wing, twin engines and tricycle gear. Production ran from 1967 to 1984, including licensed manufacture in Latin America. Versions differed in cabin layout and capability. Simulator enhancement packages identify the base aircraft they require.
Piper PA-31 Navajo · Specifications (PA-31 Navajo) · real aircraft; source units retained
Piper introduced the original Navajo in 1967. The later Chieftain added a 24-inch fuselage extension ahead of the main spar and 350 hp engines, creating more passenger and cargo space. Winter’s history treats the pressurised Navajo and Mojave separately.
First flight: 30 September 1964
Leighton’s company collected its Navajo in California after the required transition training, then took it home to Florida with stops in Las Vegas and at the Grand Canyon. That long introduction grew into a working relationship over the following months. He valued its loading flexibility, the passenger-friendly airstair and the steady feel when flying instruments.
Older equipment remained part of the experience. The radar and original autopilot needed familiarity, but he found them useful once understood. Maintenance was generally manageable for his operation, although tasks such as bleeding the brakes were distinctly less enjoyable. The company eventually sold the aircraft when commercial insurance economics pushed it towards turboprops. His positive recollection is rooted in that particular aircraft and business, rather than a promise that every Navajo will have the same costs or condition.
Winter’s introduction was abrupt. After a checkride in a Cessna 310, her employer told her to take another in a Navajo and then fly it back to the remote base. She had never been inside one, and its sheer height was intimidating. Memorising the cockpit and aircraft figures got her through, but she remained critical of the employer’s casual approach to training.
As familiarity replaced that first anxiety, Winter found the Navajo unusually gentle and comfortable to fly. Later experience across short-body versions and the Chieftain gave her a more detailed view of their loading and handling differences. She remembered the family as useful working aircraft with cabin space passengers appreciated. Even finding a suitable hangar could become part of the ownership decision once its wingspan and tall tail were considered.
Hughes chose the Chieftain when his family’s needs outgrew the Aztec he had owned for years. Adult children, their families and baggage made space valuable, while his wife particularly wanted air conditioning. The longer cabin helped decide the choice. He retained much of the aircraft’s older equipment while making selected navigation and communications improvements.
At home, the tall tail would not fit through his hangar door. Hughes devised a lifting tug that raised the nose enough to lower the tail beneath the opening. The story captures both the utility and the practical complications of a large personal twin. Asked what she liked best, his wife immediately picked the air conditioning; her remaining wish was a cabin tall enough to stand up in fully.
Davy enjoyed the sense of occasion before the engines even started: the airstair entrance, substantial luggage space and comfortable seats made the Chieftain feel like a small airliner. Reaching the cockpit also meant negotiating the spar across the cabin floor, which caught him out. Once airborne, he was surprised by how approachable the large twin felt.
Formation work with the camera aircraft showed him light, effective controls, although engine response still required patience. Returning to Blackbushe, he turned in more tightly than Tim had intended and had to revise the descent. The mains touched gently, quickly followed by the nosewheel, a landing characteristic Tim recognised from his own recent experience. Davy left enthusiastic enough to welcome the suggestion of a future group trip to Europe.
Piper built the PA-31 Navajo for commuter, cargo and corporate transport, using a low wing, twin engines and tricycle gear. Production ran from 1967 to 1984, including licensed manufacture in Latin America. Versions differed in cabin layout and capability. Simulator enhancement packages identify the base aircraft they require.
This profile selects JetStream / CIS PA-31-350 Navajo Chieftain for X-Plane 12.
The profile supplies the piston twin’s selected yoke loading. Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.
Electric pitch trim and CWS have separate manual and automatic-flight functions. Valid trim provides the configured pressure relief. Autopilot following is off.
The reviewed Navajo products have electric pitch-trim/AP checks and separately specified KFC200/CWS equipment. Thranda’s PA31-350 and REP’s Carenado Navajo retain different airframe and integration scope.
JetStream/CIS models the PA31-350 with its own KFC200/CWS, input-response system and navigation integrations.
The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.
モデルが生み出すすべてに適用される最終的な全体出力スケール。デバイス上限の前に適用されます。
上げると: すべて(バネ、荷重、効果)が一緒に強まります。
下げると: すべてが一緒に和らぎます。
この値の理由: Scales overall profile strength while preserving effect balance, subject to device and output limits.
スティックを中央へ引き戻す基本のセンタリング力。他のすべての力はこの上に積み重なります。低すぎると通常飛行でスティックが頼りなく、高すぎると手に逆らい、上に重なる細かな手がかりを覆い隠します。
上げると: 手により強く抵抗する、固いセンタリング。
下げると: 空力荷重だけに頼る、柔らかいスティック。
この値の理由: The profile supplies the piston twin’s selected yoke loading. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 65 KIAS.
Carenado PA-31-350 Chieftain for X-PlaneCarenado PA-31 Navajo HD SeriesJetStream / CIS PA-31-350 Navajo Chieftain exact product / manualREP PA-31 Navajo productREP PA-31 Navajo manualREP PA-31 Navajo checklists中央付近でバネが沈黙する小さなニュートラルゾーン。静止時の微小な動きがガタつかないようにします。広いほど落ち着きますが緩くなり、狭いほど精密ですが中央で震えることがあります。
上げると: より静かだが緩い、遊びの多い中央。
下げると: 静止時に震えうる、締まった中央。
この値の理由: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
両軸の持続荷重にかかるマスタースケールで、各軸の独立バランスの前に適用されます。プロファイルは通常これに触れず、二つの軸荷重を調整します。
上げると: 両軸がより強く荷重します。
下げると: 両軸が一緒に軽くなります。
この値の理由: The aerodynamic-load gain is 0.8 with an indicated-speed reference of 165 KIAS. This supplies speed-dependent loading alongside the spring.
低速のバネ立ち上げ窓(上記の開始/全強度ノット)を有効にします。オフではバネは全速度で一定です。
この値の理由: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
停止状態で、速度が空力を生む前にバネがどれだけ残るか。床が高いと駐機中のスティックはしっかりし、低いと駐機した軽飛行機のケーブルが緩んだような感触になります。
上げると: 駐機・タキシー時により固いスティック。
下げると: 速度でしか目覚めない、駐機時の柔らかいスティック。
この値の理由: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
バネが低速の床から全強度へ立ち上がり始める速度。離陸滑走で操縦系統が「目を覚ます」ポイントです。
この値の理由: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
バネが全強度に達する速度。開始点からここまでの間、舵面上の気流が増すにつれセンタリングは徐々に固まります。
この値の理由: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
空力荷重が設計上の満量に達する指示対気速度。荷重カーブ全体を機体の実際の速度域に固定します。172は110ノットで荷重が乗り、ジェットはずっと後です。
上げると: 荷重の到来が遅くなり、より速くまでスティックが軽いまま。
下げると: 荷重が早く到来し、巡航がより重く。
この値の理由: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
舵角荷重に加えて、センタリング自体が速度でどれだけ固くなるか。ゼロなら中央の感触は一定、大きくすると巡航で固く、場周で緩くなります。
上げると: 速度とともに明確に固くなる中央。
下げると: どの速度でも一定の中央感覚。
この値の理由: The high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 65 KIAS, with the squared-speed ratio capped at 5.
速度によるセンター硬化の上限。超高速飛行でバネが際限なく巻き上がるのを防ぎます。
上げると: 高速でより多くの総硬化を許容。
下げると: 硬化がより早く頭打ちに。
この値の理由: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
エルロン舵角と速度による持続的なロール荷重で、ピッチとは独立に調整されます。エレベーター荷重と合わせて、レビューで語られる操縦調和の比率を決めます。
上げると: より重いロール力。
下げると: より軽く機敏なエルロン。
この値の理由: Roll and pitch aerodynamic scales are 0.75 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.
エレベーター舵角と速度による持続的なピッチ荷重で、ロールとは独立に調整されます。機種ごとのピッチの重さを決める主レバーです。エルロン、バネ、トリム、バフェットの力には触れません。
上げると: 速度での持続ピッチ力がより重く。
下げると: 保持する力の軽い、より軽やかなエレベーター。
この値の理由: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
各定常ピッチ・ロール力がデバイスへ届く前の上限。強い機動でハードウェアを叩いたり飽和させたりしないための保護です。
上げると: クリップ前の定常力ピークがより高く。
下げると: より柔らかい天井。激しい機動が早く平らに。
この値の理由: Caps directed-force output. Native spring effects and device limits remain separate.
エレベータートリムが保持ピッチ力をどれだけ和らげ、スティックの落ち着き位置をずらすか。100 %では正しくトリムされた機体は保持圧が不要になり、実機の「荷重をトリムで消す」手順そのものです。
上げると: トリムがより多くの保持力を除去。100 %ではフルトリムで打ち消し。
下げると: トリムしても力を保持し続けます。
この値の理由: Electric pitch trim and CWS have separate manual and automatic-flight functions. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0.12.
Carenado PA-31-350 Chieftain for X-PlaneCarenado PA-31 Navajo HD SeriesJetStream / CIS PA-31-350 Navajo Chieftain exact product / manualREP PA-31 Navajo productREP PA-31 Navajo manualREP PA-31 Navajo checklistsロールトリムの同じ軽減。多くのGA機には本物のエルロントリムがないためゼロのまま。ロールトリムを持つ機種には相応の値が入ります。
上げると: ロールトリムがより多くの保持力を除去。
下げると: ロールトリムの効きが弱く。
この値の理由: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
車輪速度と路面種別(舗装、草、砂利)による転がりの振動。
上げると: スティックの路面テクスチャがより強く。
下げると: より滑らかなタキシー。
この値の理由: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
伸縮継ぎ目や轍、荒れた路面からの短い個別の衝撃で、連続的なゴロゴロに句読点を打ちます。
上げると: 継ぎ目と轍の衝撃がより鋭く。
下げると: より柔らかな地面のディテール。
この値の理由: Sets gear-bump texture during ground motion, separate from touchdown impact.
失速接近時と失速警報作動中の機体の震え。この翼が不満をどれだけ大声で告げるかです。切れ味よく落ちる機種は控えめなバフェットになり、警報音に警告を任せます。
上げると: より強い失速前の震え。
下げると: より控えめな翼。警報音が警告を担います。
この値の理由: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
マッハ限界接近時の遷音速バフェット。MMO付近のジェットには意味があり、そこへ到達しないレシプロやターボプロップではゼロです。
上げると: マッハ限界近くのより強い遷音速バフェット。
下げると: 高マッハでより滑らかな飛行。
この値の理由: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
フラップが実際に空気を掴む速度窓で、気流に展開されたフラップによる機体の低周波振動。
上げると: フラップ作動中のより荒い飛行。
下げると: より柔らかな進入フラップ。
この値の理由: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
気流中に垂れた引込脚による機体のドラミング。機体形状が変わらない固定脚の機種ではゼロです。
上げると: 脚下げ時のドラミングが増加。
下げると: 脚下げ飛行がより綺麗に。
この値の理由: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
機体自身の失速警報システムが発火させる専用のスティックシェーカーの振動。本物のシェーカーを持つ機種だけに値が入り、他はすべて空力バフェットと警報音に頼ります。
上げると: より固いシェーカー。
下げると: より控えめなシェーカー。
この値の理由: Sets triggered shaker strength; inactive while the shaker feature is disabled.
車輪が滑走路に触れる瞬間の単発のキック。沈下率でスケールされ、グリーサーはささやき、固い接地はドンと響きます。
上げると: 接地のより固い衝撃。
下げると: より柔らかな到着。
この値の理由: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
逆推力やベータ域のプロペラが働いている間の滑走振動。リバースのない機種ではゼロです。
上げると: リバース中のより荒い滑走。
下げると: より控えめなリバース。
この値の理由: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
アイドルから全出力まで回転数に従う連続的な動力装置の振動。前方で何かが燃料を燃やしている、常に存在する注意喚起です。
上げると: スティックのエンジンが増加。
下げると: より控えめなエンジン。
この値の理由: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
シミュレーターがフラップ舵面の実際の移動を報告している間だけの連続振動。推定タイマーではなく、実際のアクチュエーター動作と故障に従います。
上げると: フラップ移動中の振動が増加。
下げると: より控えめなフラップ走行。
この値の理由: Sets texture from observed flap movement; a command without movement does not establish the cue.
オートパイロットの指令がスティックを物理的にどこまで動かせるか。動いた軸がパイロット入力として読み返されうるMSFSでは極小に保ちます。ゼロで追従は完全に無効です。
上げると: オートパイロットがスティックを目に見えて多く動かします。
下げると: ほぼ気づかない追従。
この値の理由: Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Whether this feature is active in this profile.
この値の理由: Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
Whether this feature is active in this profile.
この値の理由: Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
Whether this feature is active in this profile.
この値の理由: Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.
Whether this feature is active in this profile.
この値の理由: Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
Whether this feature is active in this profile.
この値の理由: Enables rate damping with the configured coefficients and control law.
Whether this feature is active in this profile.
この値の理由: Autopilot following is off; the configured spring and load retain the hardware feel.
Whether this feature is active in this profile.
この値の理由: Permits centering hold during a supported AP state, separate from following a moving target.
この値の理由: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Whether this feature is active in this profile.
この値の理由: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Where this effect reaches full strength (or has fully faded, for washouts).
上げると: a more gradual build to a later peak.
下げると: a quicker build.
この値の理由: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Where this effect begins fading in.
上げると: the effect begins later.
下げると: it begins earlier.
この値の理由: Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Whether this feature is active in this profile.
この値の理由: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Whether this feature is active in this profile.
この値の理由: Enables ground effects; each still needs its own strength and contact or motion telemetry.
Whether this feature is active in this profile.
この値の理由: Enables engine cues with nonzero settings and valid running-engine telemetry.
Whether this feature is active in this profile.
この値の理由: Enables accessory cues with configured strengths and observed accessory movement.
The strength of this effect.
上げると: a stronger effect.
下げると: a weaker one.
この値の理由: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
| パラメーター | 値 | 何を制御するのかとその理由 |
|---|---|---|
| Spring strength | 0.74 | The profile supplies the piston twin’s selected yoke loading. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 65 KIAS. |
| Spring deadband | 0.045 | Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Force gain | 0.8 | The aerodynamic-load gain is 0.8 with an indicated-speed reference of 165 KIAS. This supplies speed-dependent loading alongside the spring. |
| Master gain | 0.85 | Scales overall profile strength while preserving effect balance, subject to device and output limits. |
| Dynamic-pressure blend | True | Allows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| Minimum spring factor | 0.5 | Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| Spring wake-up speed | 8 kt | Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring full-strength speed | 65 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| フォース調整速度 | 165 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening | 0.15 | The high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 65 KIAS, with the squared-speed ratio capped at 5. |
| Airspeed stiffening cap | 5 | Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | 0.75 | Roll and pitch aerodynamic scales are 0.75 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | 1 | Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Maximum output force | 0.55 | Caps directed-force output. Native spring effects and device limits remain separate. |
| StickFeel · Trim feel enabled | False | Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| StickFeel · Trim relief enabled | True | Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| StickFeel · Elevator authority | 0.3 | Electric pitch trim and CWS have separate manual and automatic-flight functions. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0.12. |
| StickFeel · Aileron authority | 0.12 | Scales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| StickFeel · Force trim enabled | False | Enables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| StickFeel · G load enabled | True | Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| StickFeel · Rate damping enabled | True | Enables rate damping with the configured coefficients and control law. |
| Autopilot · Follow enabled | False | Autopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot · Follow authority | 0.1 | Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot · Neutral hold enabled | False | Permits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot · Neutral hold strength | 0.6 | Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| Aero · Enabled | True | Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Aero · Gain | 0.35 | Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Aero · Gain | 0 | Sets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Aero · Gain | 0 | Sets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Aero · Max flap index | 3 | Sets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Aero · Min flap index | 2 | Sets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Aero · Gain | 0 | Sets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Aero · Shaker enabled | False | Permits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Aero · Amplitude | 0.5 | Sets triggered shaker strength; inactive while the shaker feature is disabled. |
| Ground · Enabled | True | Enables ground effects; each still needs its own strength and contact or motion telemetry. |
| Ground · Gain | 0.4 | Sets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Ground · Gain | 0.25 | Sets gear-bump texture during ground motion, separate from touchdown impact. |
| Ground · Gain | 0.65 | Sets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Ground · Gain | 0 | Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Engine · Enabled | True | Enables engine cues with nonzero settings and valid running-engine telemetry. |
| Engine · Gain | 0.12 | Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Mechanical · Enabled | True | Enables accessory cues with configured strengths and observed accessory movement. |
| Mechanical · Gain | 0.12 | Sets texture from observed flap movement; a command without movement does not establish the cue. |
| Mechanical · Gain | 0.12 | Sets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
実機経験からこのページに誤りがあると思ったら、ここで訂正してください。
このページは引用文献に基づいていますが、実機での経験は引用に勝ります。 誤っている主張を引用し、実機が実際にどうかを教えてください。訂正は メンテナーが確認し、この調査の次の改訂に反映されます。
Piper PA-31 Navajoの操縦や調整についてのオープンな会話です(コミュニティフォーラム)。上の訂正はメンテナーに非公開で届きます。ハンガートークは公開です。