Stinson Reliant AT-19

The final overall output scale applied to everything the model produces, before the device cap.

Why here: Scales overall profile strength while preserving effect balance, subject to device and output limits.

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.

Why here: X-Hangar's product represents the AT-19 in its simulator fleet. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 55 KIAS.

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.

Why here: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.

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.

Why here: The aerodynamic-load gain is 0.95 with an indicated-speed reference of 110 KIAS. This supplies speed-dependent loading alongside the spring.

Enables the low-speed spring engagement window (start/full knots above). Off, the spring is constant at all speeds.

Why here: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.

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.

Why here: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.

The airspeed where the spring begins climbing from its low-speed floor toward full strength: the controls "coming alive" on the takeoff roll.

Why here: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.

The airspeed where the spring reaches full strength. Between the start and this point, centring firms up progressively as airflow builds over the controls.

Why here: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.

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.

Why here: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.

How much the centring itself stiffens with speed, on top of the deflection loads. Zero keeps centre feel constant; more makes the stick centre harder at cruise and looser in the pattern.

Why here: The high-speed spring-stiffening gain is 0.1. It strengthens the permitted spring response above 55 KIAS, with the squared-speed ratio capped at 5.

The upper limit on speed-driven centre stiffening, so very fast flight can't wind the spring up without bound.

Why here: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.

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.

Why here: Roll and pitch aerodynamic scales are 0.6 and 0.78, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.

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.

Why here: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.

A cap on each steady pitch or roll force before it reaches the device, guarding against slamming or saturating the hardware in strong maneuvers.

Why here: Caps directed-force output. Native spring effects and device limits remain separate.

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.

Why here: The profile uses the trim behaviour configured below. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0.

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.

Why here: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.

Rolling surface vibration from wheel speed and surface type: pavement, grass, or gravel under the gear.

Why here: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.

Short discrete bumps from expansion joints, ruts, and rough surface, punctuating the continuous rumble.

Why here: Sets gear-bump texture during ground motion, separate from touchdown impact.

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.

Why here: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.

Transonic buffet approaching the Mach limit. Meaningful for jets near MMO, zero for pistons and turboprops that never get there.

Why here: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.

Low-frequency airframe vibration with flaps extended into the airflow, in the speed window where they actually work the air.

Why here: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.

Airframe drumming from retractable gear hanging in the airstream. Zero for fixed-gear types, where the airframe never changes shape.

Why here: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.

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.

Why here: Sets triggered shaker strength; inactive while the shaker feature is disabled.

The one-shot kick when the wheels meet the runway, scaled by sink rate: a greaser whispers, a firm arrival thumps.

Why here: Sets landing-impact strength; landing telemetry and response shape determine the pulse.

Rollout vibration while reverse thrust or beta-range props are working. Zero for types without reverse.

Why here: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.

Continuous powerplant vibration following RPM between idle and full power, the ever-present reminder that something is burning fuel up front.

Why here: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.

Continuous vibration only while the sim reports the flap surfaces actually travelling. It follows real actuator motion and failures, not an estimated timer.

Why here: Sets texture from observed flap movement; a command without movement does not establish the cue.

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.

Why here: 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.

Why here: Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.

Whether this feature is active in this profile.

Why here: Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.

Whether this feature is active in this profile.

Why here: Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.

Whether this feature is active in this profile.

Why here: 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.

Why here: Enables rate damping with the configured coefficients and control law.

Whether this feature is active in this profile.

Why here: Autopilot following is off; the configured spring and load retain the hardware feel.

Whether this feature is active in this profile.

Why here: Permits centering hold during a supported AP state, separate from following a moving target.

Why here: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.

Whether this feature is active in this profile.

Why here: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.

Where this effect reaches full strength (or has fully faded, for washouts).

Why here: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.

Where this effect begins fading in.

Why here: Sets the first flap detent that admits buffet; this is a handle index, not degrees.

Whether this feature is active in this profile.

Why here: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.

Whether this feature is active in this profile.

Why here: Enables ground effects; each still needs its own strength and contact or motion telemetry.

Whether this feature is active in this profile.

Why here: Enables engine cues with nonzero settings and valid running-engine telemetry.

Whether this feature is active in this profile.

Why here: Enables accessory cues with configured strengths and observed accessory movement.

The strength of this effect.

Why here: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.