Development milestones
First flight: May 24, 1956
FlugzeugbibliothekPiper Comanche
Alan Radecki Akradecki · CC BY-SA 4.0 · Piper PA-24 Comanche picturedPiper Comanche
Piper's retractable-gear, all-metal touring single, developed through several engine and seating versions.
General aviation2 Profiloptionen
Kenne das Flugzeug
Piper's Comanche first flew in 1956 with an all-metal low-wing airframe, enclosed cabin and retractable tricycle gear. Later versions changed engine power and seating, alongside the separate Twin Comanche line.
Production ended after the 1972 flood at Piper's Lock Haven plant. A2A models a particular Comanche with persistent engine and airframe condition; its manual describes the loading, maintenance and mechanical systems included in the simulation.
Piper PA-24 Comanche · Specifications (PA-24-260C) · real aircraft; source units retained
- Length
- 25 ft 0 in (7.62 m)↗
- Wingspan
- 36 ft 0 in (10.97 m)↗
- Height
- 7 ft 6 in (2.29 m)↗
- Wing area
- 178 sq ft (16.5 m² )↗
- Empty weight
- 1,773 lb (804 kg)↗
- Max takeoff weight
- 3,200 lb (1,451 kg)↗
- Powerplant
- 1 × Lycoming IO-540 air-cooled six-cylinder horizontally-opposed engine, 260 hp (190 kW)↗
- Propellers
- 2-bladed Hartzell HC82XK1D metal constant-speed propeller , 6 ft 5 in (1.96 m) diameter↗
- Maximum speed
- 195 mph (314 km/h, 169 kn) at sea level↗
- Cruise speed
- 185 mph (298 km/h, 161 kn) at 6,300 ft (1,900 m) (max. cruise, 75% power)↗
Mehr über dieses Flugzeug auf AirframeDB
A moving tailplane and hand-operated flaps
The Comanche 250’s pitch control uses a stabilator: the horizontal tail moves as a unit instead of carrying a separate hinged elevator. Its anti-servo tab also provides longitudinal trim. A2A’s aircraft description pairs that arrangement with manually operated flaps and conventional yoke-and-pedal controls. This combination gives the cockpit several distinct mechanical controls, even before the separate engine and propeller levers are considered.
Landing gear connected by cables and a gear train
An electric motor and reduction mechanism beneath the floor move the three landing-gear units through push-pull cables. The nosewheel steering disconnects as the gear retracts, reducing the steering mechanism’s contribution to airborne rudder-pedal loads. The manual also describes a ground anti-retraction switch and separate indications for gear position. The selector operates the documented electrical and mechanical landing-gear system.
Documented detail
The list supplies trim-required lights and AP controls, and identifies the elevator trim handle with a standard SimVar requested in percent.
A restored 250 on a short grass runway
Unwin flew Mark Bonsall's refurbished 1963 Comanche 250 from Netherthorpe with instructor Nick Riddin. This particular aircraft had fuel injection and a three-blade propeller, so it was not an untouched factory example. With two aboard and partial fuel, it accelerated briskly from the grass strip. Unwin liked the harmonisation of the primary controls and their low initial resistance, although he found the older instrument and engine-control layout less intuitive than a modern cockpit. In airwork, his stalls gave clear warning and little inclination to drop a wing.
The landing and photo flights exposed different demands. He could feel the aircraft entering ground effect and thought excess approach speed would produce a long float; careful speed control rewarded him with successive satisfactory landings. Flying close formation for the photographer required more work, partly because the view from his chosen seat was restrictive. His overall appreciation was for a capable touring aircraft, with handling observations tied to the loading and modifications of the example he actually flew.
Why an experienced owner kept his 1958 Comanche
Wall's attachment to the Comanche began with a flying-club comparison in 1958. Interviewed by Bill Cox, he recalled flying a loaded Comanche 250 and a contemporary Bonanza between Burbank and Phoenix. He considered the Comanche the stronger performer in that particular comparison, while acknowledging the appeal of the Beechcraft's handling. Decades later, after a professional flying career, that experience helped draw him back to a 1958 Comanche of his own.
By the 2005 article, Wall had accumulated more than a thousand hours in the type and restored his aircraft extensively. He distinguished brochure claims from his experience: the advertised climb figure seemed optimistic to him, while maximum cruise was closer to what he observed. His usual choice was an economical high-altitude cruise rather than maximum speed. As an owner and mechanic, he also valued access for maintenance and familiarity with the systems he had rebuilt. These are the preferences and reported results of one experienced owner, rather than a controlled comparison of all Comanches and Bonanzas.
An unannounced Comanche with considerably more power
Looking back on his test-flying years, Kershner remembered the Comanche 400 as one of the aircraft that stood out. He identified the two final test aircraft and explained Pug Piper's interest in obtaining high-altitude performance without turbocharging. The extra power gave him an impression reminiscent of a fighter, but he also recalled substantial fuel consumption and troublesome hot starts during the flight-test period. His account concerns the eight-cylinder 400, a different proposition from the familiar 180 and 250.
One flight supplied the story's human detail. Over Lock Haven, he overtook a conventional Comanche and made further passes that prompted its pilot to ask what version he was flying. Kershner gave an evasive answer over the radio, then returned to a reprimand for drawing attention to an aircraft Piper had not yet announced. He also remembered watching the fuel indication move towards empty.
The owner whose Comanche became the simulation
In the manual's developer notes, Gentile explains why A2A chose his own Comanche 250, N6229P, for its new Accu-Sim system. He had owned and operated the aeroplane for more than a decade. That familiarity gave the team continuing access to an aircraft they could examine and fly while investigating questions raised during development. His account describes the connection between an owner's long experience and the choice of a simulation subject.
Gentile's affection is equally explicit. He values the Comanche's combination of speed, load-carrying ability, cabin room and manageable handling, and says the aircraft has become part of the family. The appeal began with its appearance and deepened over years of operation. This is an enthusiastic owner's introduction, written by the developer selling the simulation, rather than an independent comparison flight.
Öffentliche Quellen 10
- Piper PA-24 ComancheResearch background · Wikipedia revision 1371634258 · retrieved 2026-09-12
- Comanche Pilot Manual
- Comanche variables list
- Microsoft Flight Simulator aircraft manuals
- Accu-Sim Comanche · native MSFS 2024Official developer / designated store catalogue · checked 2026-09-12
- Accu-Sim Comanche · MSFS 2020Official developer / designated store catalogue · checked 2026-09-12
- Flight Test: Piper’s Classic Cruiser – The ComancheDave Unwin · 30 March 2017. Modified PA-24-250 N61970, Netherthorpe, United Kingdom.
- Piper’s First Retractable SingleRobert Wall, interviewed by Bill Cox · 1 March 2005. Owner account of a 1958 Comanche 250, including a recalled 1958 comparison.
- Practice Area: Inimitable Airplanes, within New PilotWilliam K. Kershner · May 1997. Retrospective by Piper test pilot William K. Kershner; PA-24-400 subsection.
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
Wie das Profil es modelliert
A2A Comanche 250
Free + ProMSFS 2020MSFS 2024A2A
Piper's Comanche first flew in 1956 with an all-metal low-wing airframe, enclosed cabin and retractable tricycle gear. Later versions changed engine power and seating, alongside the separate Twin Comanche line.
This profile selects A2A Comanche 250 for MSFS 2020, MSFS 2024.
The stabilator/anti-servo arrangement motivates reversible yoke loading. Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.
The anti-servo tab supplies pitch relief; ALT-mode trim lamps request manual action. Valid trim provides the configured pressure relief. Autopilot following is enabled for supported control references.
Diese genaue Revision wurde noch nicht für die öffentliche Installation freigegeben.
Controls and trim
The Comanche’s manually controlled stabilator uses an anti-servo tab for longitudinal trim. A2A’s S-TEC30 altitude hold has an elevator servo and lamps requesting pilot trim, without automatic pitch trim. Native 2024 GPSS supplies lateral steering as a separate addition.
The selected implementation
A2A’s native 2024 Comanche removes the earlier Elevator Force tablet input option and adds ST901 GPSS lateral guidance; S-TEC30 ALT still requests manual trimming.
About the values
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.
Master gain & control system
Master gain85%
Die letzte Gesamtskalierung über alles, was das Modell erzeugt, vor der Gerätegrenze.
Mehr: alles (Feder, Lasten, Effekte) wird gemeinsam stärker.
Weniger: alles wird gemeinsam weicher.
Warum hier: Scales overall profile strength while preserving effect balance, subject to device and output limits.
Forces
Spring strength74%
Die Grundzentrierkraft, die den Stick zur Mitte zieht. Jede andere Kraft baut darauf auf. Zu niedrig fühlt sich der Stick im Normalflug schlaff an; zu hoch kämpft er gegen deine Hand und überdeckt die feineren Signale.
Mehr: festere Zentrierung, die der Hand jederzeit mehr widersteht.
Weniger: ein schlafferer Stick, der sich allein auf die aerodynamische Last stützt.
Warum hier: The stabilator/anti-servo arrangement motivates reversible yoke loading. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 75 KIAS.
Comanche Pilot ManualComanche variables listExact product and documentation researchNative ComancheSpring deadband4%
Eine kleine neutrale Zone um die Mitte, in der die Feder ruhig bleibt, damit kleinste Bewegungen im Stand nicht flattern. Breiter ist ruhiger, aber lockerer; enger ist präziser, kann aber um die Mitte zittern.
Mehr: eine ruhigere, aber lockerere Mitte mit mehr Spiel.
Weniger: eine straffere Mitte, die in Ruhe zittern kann.
Warum hier: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Overall aerodynamic load80%
Ein Gesamtmaß über beide anhaltenden Achslasten, vor ihrer Einzelbalance angewendet. Profile lassen es normalerweise stehen und stimmen die beiden Achslasten ab.
Mehr: beide Achsen laden härter auf.
Weniger: beide Achsen werden gemeinsam leichter.
Warum hier: The aerodynamic-load gain is 0.8 with an indicated-speed reference of 150 KIAS. This supplies speed-dependent loading alongside the spring.
Airspeed blendingTrue
Aktiviert das Niedrigfahrt-Einblendfenster der Feder (Beginn/Voll in Knoten oben). Aus bleibt die Feder bei jeder Fahrt konstant.
Warum hier: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Low-speed spring floor50%
Wie viel Feder im Stillstand übrig bleibt, bevor Fahrt überhaupt aerodynamische Kraft aufbauen kann. Ein hoher Sockel hält den geparkten Stick straff; ein niedriger ergibt das lose Seilzuggefühl eines geparkten Leichtflugzeugs.
Mehr: ein festerer Stick beim Parken und Rollen.
Weniger: ein schlaffer geparkter Stick, der erst mit Fahrt aufwacht.
Warum hier: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring engagement start20 kt
Die Fahrt, ab der die Feder vom Niedrigfahrt-Sockel Richtung volle Stärke steigt: der Beginn des "Lebendigwerdens" der Ruder im Startlauf.
Warum hier: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
Spring engagement full75.0 kt
Die Fahrt, bei der die Feder volle Stärke erreicht. Zwischen Beginn und diesem Punkt strafft sich die Zentrierung zunehmend mit der Anströmung.
Warum hier: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
Geschwindigkeit zur Kraftabstimmung150
Die angezeigte Fahrt, bei der die aerodynamische Last ihr ausgelegtes Vollniveau erreicht. Sie verankert die gesamte Lastkurve am realen Geschwindigkeitsbereich: eine 172 lädt bis 110 Knoten auf, ein Jet viel später.
Mehr: Lasten kommen später; der Stick bleibt bis zu höherer Fahrt leicht.
Weniger: Lasten kommen früher, und die Reise fühlt sich schwerer an.
Warum hier: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Centre firmness vs speed15%
Wie stark sich die Zentrierung selbst mit der Fahrt strafft, zusätzlich zu den Ausschlaglasten. Null hält das Mittengefühl konstant; mehr lässt den Stick im Reiseflug härter und im Anflug lockerer zentrieren.
Mehr: eine Mitte, die mit Fahrt spürbar härter wird.
Weniger: konstantes Mittengefühl bei jeder Fahrt.
Warum hier: The high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 75 KIAS, with the squared-speed ratio capped at 5.
Centre stiffening cap5
Die Obergrenze der fahrtabhängigen Mittenstraffung, damit sehr hohe Fahrt die Feder nicht grenzenlos aufzieht.
Mehr: mehr Gesamtstraffung bei hoher Fahrt erlaubt.
Weniger: die Straffung klemmt früher ab.
Warum hier: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron load72%
Die anhaltende Rolllast aus Querruderausschlag und Fahrt, unabhängig vom Nick balanciert. Zusammen mit der Höhenruderlast bestimmt sie die Ruderharmonie, von der Testberichte sprechen.
Mehr: schwerere Rollkräfte.
Weniger: leichtere, quirligere Querruder.
Warum hier: Roll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.
Elevator load100%
Die anhaltende Nicklast aus Höhenruderausschlag und Fahrt, unabhängig von der Rollachse balanciert. Der Haupthebel für das Nickgewicht eines Musters. Er verändert weder Querruder, Feder, Trimmung noch Schüttelkräfte.
Mehr: schwerere anhaltende Nickkräfte bei Fahrt.
Weniger: ein leichteres Höhenruder, das weniger Muskel braucht.
Warum hier: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Max output force55%
Eine Kappe je stetiger Nick- oder Rollkraft vor dem Gerät. Der Schutz davor, die Hardware in harten Manövern zu überfahren oder zu sättigen.
Mehr: stärkere Spitzenkräfte vor dem Abschneiden.
Weniger: eine sanftere Decke; harte Manöver flachen früher ab.
Warum hier: Caps directed-force output. Native spring effects and device limits remain separate.
Trim
Trim relief (elevator)30%
Wie stark Höhenrudertrimmung die gehaltene Nickkraft abbaut und den Ruhepunkt des Sticks verschiebt. Bei 100 % braucht ein sauber getrimmtes Flugzeug keinen gehaltenen Druck: das Wegtrimmen der Last wie im echten Fliegen.
Mehr: Trimmung nimmt mehr der gehaltenen Nickkraft; bei 100 % nullt volle Trimmung sie.
Weniger: du hältst auch getrimmt weiter Kraft.
Warum hier: The anti-servo tab supplies pitch relief; ALT-mode trim lamps request manual action. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0.
Comanche Pilot ManualComanche variables listExact product and documentation researchNative ComancheTrim relief (aileron)0%
Dieselbe Entlastung für Rolltrimmung. Die meisten GA-Muster haben keine echte Querrudertrimmung, daher bleibt sie bei null; Muster mit Rolltrimmung bekommen einen passenden Wert.
Mehr: Rolltrimmung nimmt mehr gehaltene Rollkraft.
Weniger: Rolltrimmung bewirkt weniger.
Warum hier: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Effect gains · Ground
Runway rumble40%
Rollende Untergrundvibration aus Radgeschwindigkeit und Oberflächenart: die Textur von Asphalt, Gras oder Schotter unter dem Fahrwerk.
Mehr: lautere Oberflächentextur durch den Stick.
Weniger: ruhigeres Rollen.
Warum hier: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Gear bumps25%
Kurze einzelne Stöße von Dehnfugen, Spurrillen und rauem Belag: die Interpunktion über dem kontinuierlichen Rumpeln.
Mehr: schärfere Stöße von Fugen und Rillen.
Weniger: weichere Bodendetails.
Warum hier: Sets gear-bump texture during ground motion, separate from touchdown impact.
Effect gains · Airframe
Stall buffet35%
Zellenschütteln vor dem Überziehen und bei aktiver Überziehwarnung: wie laut diese Fläche ihr Unbehagen ankündigt. Muster mit sauberem Abriss bekommen moderates Schütteln, das Horn trägt die Warnung.
Mehr: lauteres Schütteln vor dem Überziehen.
Weniger: eine leisere Fläche; das Horn trägt die Warnung.
Warum hier: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Mach buffet0%
Transsonisches Schütteln nahe der Machgrenze. Relevant für Jets nahe MMO, null für Kolben und Turboprops, die nie dort ankommen.
Mehr: stärkeres transsonisches Schütteln nahe der Machgrenze.
Weniger: ruhigerer Flug bei hohem Mach.
Warum hier: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Flap buffet14%
Niederfrequente Zellenvibration mit Klappen im Fahrtwind, im Fenster, in dem sie wirklich Luft arbeiten.
Mehr: ein rauerer Lauf mit arbeitenden Klappen.
Weniger: ruhigere Anflugklappen.
Warum hier: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Gear buffet10%
Zellentrommeln vom ausgefahrenen Einziehfahrwerk im Fahrtwind. Null für Festfahrwerke, deren Zelle nie die Form ändert.
Mehr: mehr Trommeln mit hängendem Fahrwerk.
Weniger: saubererer Flug mit Fahrwerk.
Warum hier: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Stick shaker50%
Der dedizierte Stall-Stickshaker-Buzz, ausgelöst von der Überziehwarnanlage des Flugzeugs. Nur Muster mit echtem Shaker bekommen einen Wert; alle anderen verlassen sich auf Schütteln und Horn.
Mehr: ein härterer Shaker-Buzz.
Weniger: ein dezenterer Shaker.
Warum hier: Sets triggered shaker strength; inactive while the shaker feature is disabled.
Effect gains · Engine, mechanical & drag
Touchdown thump65%
Der Einmalstoß beim Aufsetzen, skaliert mit der Sinkrate: ein Butterlander flüstert, ein fester Aufsetzer wummst.
Mehr: ein härterer Tritt beim Aufsetzen.
Weniger: weichere Ankünfte.
Warum hier: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Reverse rumble0%
Ausrollvibration bei Schubumkehr oder Beta-Verstellung. Null für Muster ohne Umkehr.
Mehr: ein rauerer Ausrollvorgang unter Umkehrschub.
Weniger: leisere Umkehr.
Warum hier: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine rumble12%
Kontinuierliche Triebwerksvibration, die der Drehzahl von Leerlauf bis Volllast folgt: die allgegenwärtige Erinnerung, dass vorn etwas Kraftstoff verbrennt.
Mehr: mehr Triebwerk im Stick.
Weniger: ein leiseres Triebwerk.
Warum hier: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Flap motion12%
Dauervibration nur, solange der Simulator tatsächlich fahrende Klappenflächen meldet. Folgt echter Aktuatorbewegung und Ausfällen, keinem geschätzten Timer.
Mehr: mehr Vibration bei fahrenden Klappen.
Weniger: leisere Klappenläufe.
Warum hier: Sets texture from observed flap movement; a command without movement does not establish the cue.
Autopilot follow
AP follow authority100%
Wie weit Autopilotbefehle den physischen Stick bewegen dürfen. In MSFS winzig gehalten, weil eine bewegte Achse als Pilotene ingabe zurückgelesen werden kann; null schaltet das Folgen ab.
Mehr: der Autopilot bewegt deinen Stick sichtbar weiter.
Weniger: ein kaum wahrnehmbares Folgen.
Warum hier: Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Stick feel
StickFeel · Trim feel enabledTrue
Whether this feature is active in this profile.
Warum hier: Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
StickFeel · Trim relief enabledTrue
Whether this feature is active in this profile.
Warum hier: Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
StickFeel · Force trim enabledFalse
Whether this feature is active in this profile.
Warum hier: Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.
StickFeel · G load enabledTrue
Whether this feature is active in this profile.
Warum hier: Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
StickFeel · Rate damping enabledTrue
Whether this feature is active in this profile.
Warum hier: Enables rate damping with the configured coefficients and control law.
Autopilot
Autopilot · Follow enabledTrue
Whether this feature is active in this profile.
Warum hier: Following is on at 1 authority when a supported, valid autopilot control reference is available.
Autopilot · Neutral hold enabledFalse
Whether this feature is active in this profile.
Warum hier: Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength0.6
Warum hier: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Aero
Aero · EnabledTrue
Whether this feature is active in this profile.
Warum hier: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Aero · Max flap index3
Where this effect reaches full strength (or has fully faded, for washouts).
Mehr: a more gradual build to a later peak.
Weniger: a quicker build.
Warum hier: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Aero · Min flap index2
Where this effect begins fading in.
Mehr: the effect begins later.
Weniger: it begins earlier.
Warum hier: Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Aero · Shaker enabledFalse
Whether this feature is active in this profile.
Warum hier: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Ground
Ground · EnabledTrue
Whether this feature is active in this profile.
Warum hier: Enables ground effects; each still needs its own strength and contact or motion telemetry.
Engine
Engine · EnabledTrue
Whether this feature is active in this profile.
Warum hier: Enables engine cues with nonzero settings and valid running-engine telemetry.
Mechanical
Mechanical · EnabledTrue
Whether this feature is active in this profile.
Warum hier: Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain0.12
The strength of this effect.
Mehr: a stronger effect.
Weniger: a weaker one.
Warum hier: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
Alle Profileinstellungen
| Parameter | Wert | Was es steuert und warum |
|---|---|---|
| Spring strength | 0.74 | The stabilator/anti-servo arrangement motivates reversible yoke loading. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 75 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 150 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 | 20 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 | 75.0 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Geschwindigkeit zur Kraftabstimmung | 150.0 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 75 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 | 0.72 | Roll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | 1.0 | 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 | True | 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 | The anti-servo tab supplies pitch relief; ALT-mode trim lamps request manual action. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0. |
| StickFeel · Aileron authority | 0 | 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 | True | Following is on at 1 authority when a supported, valid autopilot control reference is available. |
| Autopilot · Follow authority | 1.0 | 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 | 0.14 | 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 | 0.1 | 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. |
Öffentliche Quellen 11
- Piper PA-24 ComancheResearch background · Wikipedia revision 1371634258 · retrieved 2026-09-12
- Comanche Pilot ManualComanche Pilot Manual PDF pp.24, 27-29 and 49
- Comanche variables listVariables list p.8, trim and autopilot indicators
- Exact product and documentation researchNative2024 addendum PDF pp.5 and 17-20
- Native ComancheNative2024 product introduction and upgrade explanationOfficial developer / designated store catalogue · checked 2026-09-12
- Microsoft Flight Simulator aircraft manuals
- Accu-Sim Comanche · MSFS 2020Official developer / designated store catalogue · checked 2026-09-12
- Flight Test: Piper’s Classic Cruiser – The ComancheDave Unwin · 30 March 2017. Modified PA-24-250 N61970, Netherthorpe, United Kingdom.
- Piper’s First Retractable SingleRobert Wall, interviewed by Bill Cox · 1 March 2005. Owner account of a 1958 Comanche 250, including a recalled 1958 comparison.
- Practice Area: Inimitable Airplanes, within New PilotWilliam K. Kershner · May 1997. Retrospective by Piper test pilot William K. Kershner; PA-24-400 subsection.
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
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