Development milestones
Designer: Ted R. Smith
First flight: 1967
Biblioteca de aeronavesAerostar 600
No machine-readable author provided. CommonsHelper2 Bot assumed (based on copyright claims). · Public domain · Piper Aerostar — real-aircraft reference photograph.Aerostar 600
Ted Smith's piston twin, later produced by Piper as the Aerostar.
General aviation6 opções de perfil
Conheça o avião
The Aerostar began as a Ted Smith design for executive travel and light transport. Piper acquired the design in 1978 and continued production as the PA-60. That change of ownership explains the different manufacturer names found in references. The simulator entry represents the Aerostar 600; the specification tables identify the family models they describe.
Piper Aerostar · Specifications (700P) · real aircraft; source units retained
- Length
- 34 ft 9.75 in (10.61 m)↗
- Wingspan
- 36 ft 8 in (11.18 m)↗
- Height
- 12 ft 1 in (3.68 m)↗
- Wing area
- 178.2 sq ft (16.56 m² )↗
- Empty weight
- 4,275 lb (1,939 kg)↗
- Gross weight
- 6,315 lb (2,864 kg)↗
- Powerplant
- 2 × Avco Lycoming TIO-540-U2A flat six counter-rotating piston , 350 hp (261 kW) each↗
- Maximum speed
- 306 mph (492 km/h, 266 kn)↗
- Cruise speed
- 242 mph (390 km/h, 210 kn)↗
- Range
- 1,024 mi (1,648 km, 890 nmi)↗
- Service ceiling
- 25,000 ft (7,620 m)↗
- Rate of climb
- 1,840 ft/min (9.4 m/s)↗
Mais sobre esta aeronave no AirframeDB
Push-pull controls and electric trim
The A2A manual describes primary controls operated through push-pull tubes and bellcranks. Electric motors move the elevator and rudder trim tabs, with their positions shown in the cockpit. Its Fowler flaps use hydraulic actuators. This description is scoped to the 600 represented in the manual.
An owner’s experience behind the simulated 600
Gentile chose a normally aspirated Aerostar when buying his own aircraft, preferring its combination of solidity and responsiveness to the balance he perceived in the turbocharged version. He operated it for several years, and that direct experience later helped motivate A2A's choice to develop a simulated 600. His introduction is both an owner's recollection and a developer's explanation of a product in which he has a commercial interest.
One experience was especially memorable. A landing-gear failure during a test flight forced him and his son Jake to make a controlled gear-up landing. Gentile describes the aircraft settling onto its belly and both occupants getting out without incident. He presents the event as something that encouraged further curiosity and learning, alongside his continuing appreciation of the design.
A first launch in someone else’s family aircraft
Durden flew Stan Musick's modified 1977 Aerostar 601P with its owner in the right seat. The departure required him to think ahead as acceleration quickly carried the aircraft into a climb through low cloud. As speed increased, the initially unfamiliar control feel developed into a responsive, stable aeroplane. Once trimmed, it held its condition while he attended to radio calls and the climb toward 23,000 feet.
He later enjoyed steep turns, appreciated the extra overhead windows and found the cabin more spacious than its external appearance suggested. Musick had removed one middle-row seat to suit family travel. Durden also evaluated how a new Garmin display worked with the older autopilot, then returned to hand-flying for the enjoyment of it. The landing completed an enthusiastic report that still recognised the need to understand the aircraft's systems and maintain proficiency. This was a pressurised, turbocharged 601P with modifications, distinct from the normally aspirated 600 represented by A2A.
Decades of ferry flying leave a lasting attachment
Cox traces his affection for the Aerostar to a 1975 flight with Jim Miller in Texas. The view past the nearby spinner, the long nose and the rapidly passing landscape became a distinctive part of the experience for him. Over the following decades, ferrying roughly a dozen 700-series aircraft around the world gave him repeated opportunities to appreciate their speed and control response. He still hoped eventually to own one himself.
His recollections include working with Jim Christy on a television flying segment and delivering the specially prepared Spirit of Kai Tak to Britain before its London-to-Sydney race. Those experiences concerned higher-powered, modified Aerostars rather than the original 600. Cox's enthusiasm also acknowledges the fuel consumed when using their full cruising capability. He enjoyed the way the aircraft looked, responded and carried him over long distances, even while his own aeroplane remained a Mooney.
Fontes públicas 7
- Piper AerostarResearch background · retrieved 2026-09-12
- Accu-Sim Aerostar 600Official developer / designated store catalogue · checked 2026-09-12
- Accu-Sim Aerostar 600 ManualScott Gentile · 2025, page 4
- Family rocketRick Durden · September 2011
- Aerostar 702: Still The FastestBill Cox · 1 November 2007
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- FAA JO 7360.1K — aircraft type designatorsActive FAA order; checked 2026-09-14
Como o perfil o modela
Aerostar 600
Free + ProMSFS 2024MSFS 2020
The Aerostar began as a Ted Smith design for executive travel and light transport. Piper acquired the design in 1978 and continued production as the PA-60. That change of ownership explains the different manufacturer names found in references. This entry includes the Aerostar 600 simulation, while family specifications identify their particular model.
This starting point selects Aerostar 600. Its aircraft-level settings do not select a particular developer’s custom systems.
Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.
Valid trim provides the configured pressure relief. Autopilot following is enabled for supported control references.
Controls and trim
A2A's Aerostar manual describes push-pull tubes and bellcranks operating the primary surfaces without control cables. Electric elevator and rudder trim tabs serve separate axes. Its custom Century IV autopilot can retain reduced-authority pitch-servo operation with autotrim disabled. The detailed hydraulic landing-gear description takes precedence over introductory shorthand; gear hydraulics do not establish powered primary controls.
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%
A escala final de saída aplicada a tudo que o modelo produz, antes do teto do dispositivo.
Mais: tudo (mola, cargas, efeitos) fica mais forte junto.
Menos: tudo amacia junto.
Por que aqui: Scales overall profile strength while preserving effect balance, subject to device and output limits.
Forces
Spring strength74%
A força base de centragem que puxa o manche de volta ao centro. Todas as outras forças se empilham sobre ela. Baixa demais e o manche parece frouxo em voo normal; alta demais e ele briga com sua mão e mascara os sinais menores por cima.
Mais: uma centragem mais firme que resiste mais à mão.
Menos: um manche mais mole que depende só da carga aerodinâmica.
Por que aqui: Push-pull primary controls motivate aerodynamic yoke loading; the linkage construction does not supply an absolute hand-force calibration. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 90 KIAS.
Accu-Sim Aerostar 600 ManualAccu-Sim Aerostar 600Spring deadband4%
Uma pequena zona neutra ao redor do centro onde a mola fica quieta, para que movimentos mínimos em repouso não trepidem. Mais larga é mais calma porém mais solta; mais estreita é mais precisa mas pode tremer no centro.
Mais: um centro mais calmo porém mais solto, com mais folga.
Menos: um centro mais apertado que pode tremer em repouso.
Por que aqui: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Overall aerodynamic load80%
Uma escala mestra sobre as duas cargas sustentadas de eixo, aplicada antes do balanço independente delas. Os perfis normalmente a deixam quieta e ajustam as duas cargas de eixo.
Mais: os dois eixos carregam mais forte.
Menos: os dois eixos aliviam juntos.
Por que aqui: The aerodynamic-load gain is 0.8 with an indicated-speed reference of 185 KIAS. This supplies speed-dependent loading alongside the spring.
Airspeed blendingTrue
Ativa a janela de engate da mola em baixa velocidade (nós de início/pleno acima). Desligado, a mola é constante em todas as velocidades.
Por que aqui: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Low-speed spring floor50%
Quanto da mola sobrevive parado, antes que a velocidade possa gerar força aerodinâmica. Um piso alto mantém o manche estacionado firme; um piso baixo dá a sensação solta, de cabos com folga, de um avião leve estacionado.
Mais: um manche mais firme estacionado e no táxi.
Menos: um manche mole estacionado que só desperta com velocidade.
Por que aqui: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring engagement start20 kt
A velocidade em que a mola começa a subir do piso de baixa velocidade rumo à força plena: os comandos "ganhando vida" na corrida de decolagem.
Por que aqui: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
Spring engagement full90 kt
A velocidade em que a mola atinge força plena. Entre o início e este ponto, a centragem endurece progressivamente à medida que o fluxo de ar cresce sobre os comandos.
Por que aqui: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
Velocidade de ajuste de força185
A velocidade indicada em que a carga aerodinâmica atinge seu nível pleno de projeto. Ela ancora toda a curva de carga à faixa real de velocidades do avião: um 172 carrega por volta de 110 nós, um jato bem depois.
Mais: as cargas chegam mais tarde; o manche fica leve até mais velocidade.
Menos: as cargas chegam antes e o cruzeiro pesa mais.
Por que aqui: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Centre firmness vs speed15%
Quanto a própria centragem endurece com a velocidade, além das cargas de deflexão. Zero mantém a sensação de centro constante; mais faz o manche centrar mais duro em cruzeiro e mais solto no circuito.
Mais: um centro que endurece nitidamente com a velocidade.
Menos: uma sensação de centro constante em qualquer velocidade.
Por que aqui: The high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 90 KIAS, with the squared-speed ratio capped at 5.
Centre stiffening cap5
O limite superior do endurecimento de centro pela velocidade, para que voos muito rápidos não tensionem a mola sem freio.
Mais: mais endurecimento total permitido em alta velocidade.
Menos: o endurecimento corta antes.
Por que aqui: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron load72%
A carga sustentada de rolagem da deflexão dos ailerons e da velocidade, balanceada independentemente da arfagem. Junto com a carga do profundor define a razão de harmonia de comandos de que falam as resenhas.
Mais: esforços de rolagem mais pesados.
Menos: ailerons mais leves e vivos.
Por que aqui: 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%
A carga sustentada de arfagem da deflexão do profundor e da velocidade, balanceada independentemente da rolagem. É a alavanca principal por trás do peso de arfagem de um tipo. Não toca aileron, mola, compensador nem forças de buffet.
Mais: esforços sustentados de arfagem mais pesados em velocidade.
Menos: um profundor mais leve, com menos músculo para segurar.
Por que aqui: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Max output force55%
Um teto sobre cada força estável de arfagem ou rolagem antes de chegar ao dispositivo, protegendo contra pancadas ou saturação do hardware em manobras fortes.
Mais: picos de força estável mais altos antes do corte.
Menos: um teto mais suave; manobras duras achatam antes.
Por que aqui: Caps directed-force output. Native spring effects and device limits remain separate.
Trim
Trim relief (elevator)30%
Com que força o compensador de profundor alivia o esforço de arfagem mantido e desloca onde o manche assenta. Em 100 %, um avião bem compensado não precisa de pressão mantida: o fluxo de trabalho de compensar-a-carga do voo real.
Mais: o compensador tira mais esforço mantido; em 100 %, todo compensado o anula.
Menos: você segue segurando esforço mesmo compensado.
Por que aqui: Electric elevator trim supports pitch-load relief. The rudder trim tab is a yaw control and does not supply aileron relief. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0.
Accu-Sim Aerostar 600 ManualAccu-Sim Aerostar 600Trim relief (aileron)0%
O mesmo alívio para o compensador de rolagem. A maioria dos tipos de aviação geral não tem compensador de aileron real, então isto fica em zero; tipos com compensador de rolagem recebem um valor correspondente.
Mais: o compensador de rolagem tira mais esforço mantido.
Menos: o compensador de rolagem faz menos.
Por que aqui: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Effect gains · Ground
Runway rumble40%
Vibração de rolagem no solo pela velocidade das rodas e tipo de superfície: asfalto, grama ou cascalho sob o trem.
Mais: uma textura de superfície mais forte no manche.
Menos: um táxi mais liso.
Por que aqui: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Gear bumps25%
Solavancos curtos e discretos de juntas de dilatação, sulcos e superfície irregular, pontuando o ronco contínuo.
Mais: solavancos mais nítidos de juntas e sulcos.
Menos: detalhes de solo mais suaves.
Por que aqui: Sets gear-bump texture during ground motion, separate from touchdown impact.
Effect gains · Airframe
Stall buffet35%
Sacudida da célula ao se aproximar do estol e enquanto o aviso soa: quão alto esta asa anuncia que está infeliz. Tipos de quebra seca recebem buffet modesto e deixam a buzina levar o aviso.
Mais: um tremor pré-estol mais forte.
Menos: uma asa mais discreta; a buzina leva o aviso.
Por que aqui: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Mach buffet0%
Buffet transônico ao se aproximar do limite de Mach. Significativo para jatos perto de MMO, zero para pistões e turboélices que nunca chegam lá.
Mais: um buffet transônico mais forte perto do limite de Mach.
Menos: um voo mais liso em Mach alto.
Por que aqui: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Flap buffet14%
Vibração de baixa frequência da célula com flapes estendidos no fluxo, na janela de velocidade em que eles realmente trabalham o ar.
Mais: um voo mais áspero com flapes trabalhando.
Menos: flapes de aproximação mais suaves.
Por que aqui: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Gear buffet10%
Tamborilar da célula pelo trem retrátil pendurado na corrente de ar. Zero para tipos de trem fixo, onde a célula nunca muda de forma.
Mais: mais tamborilar com o trem embaixo.
Menos: um voo com trem embaixo mais limpo.
Por que aqui: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Stick shaker50%
O zumbido dedicado do stick shaker de estol, disparado pelo próprio sistema de aviso do avião. Só tipos com shaker real recebem valor; o resto confia no buffet aerodinâmico e na buzina.
Mais: um shaker mais duro.
Menos: um shaker mais discreto.
Por que aqui: Sets triggered shaker strength; inactive while the shaker feature is disabled.
Effect gains · Engine, mechanical & drag
Touchdown thump65%
O golpe único quando as rodas tocam a pista, escalado pela razão de descida: um pouso macio sussurra, uma chegada firme bate.
Mais: um golpe mais duro no toque.
Menos: chegadas mais suaves.
Por que aqui: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Reverse rumble0%
Vibração na corrida enquanto o reverso ou as hélices em beta trabalham. Zero para tipos sem reverso.
Mais: uma corrida mais áspera sob reverso.
Menos: um reverso mais discreto.
Por que aqui: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine rumble12%
Vibração contínua do grupo motopropulsor seguindo a rotação entre marcha lenta e potência máxima, o lembrete sempre presente de que algo queima combustível lá na frente.
Mais: mais motor no manche.
Menos: um motor mais discreto.
Por que aqui: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Flap motion12%
Vibração contínua apenas enquanto o simulador informa as superfícies de flape realmente em movimento. Segue o movimento e as falhas reais do atuador, não um cronômetro estimado.
Mais: mais vibração com os flapes em movimento.
Menos: cursos de flape mais discretos.
Por que aqui: Sets texture from observed flap movement; a command without movement does not establish the cue.
Autopilot follow
AP follow authority10%
Quanto os comandos do piloto automático podem mover fisicamente o manche. Mantido minúsculo no MSFS, onde um eixo movido pode ser lido de volta como entrada do piloto; zero desativa o seguimento por completo.
Mais: o piloto automático move seu manche visivelmente mais.
Menos: um seguimento quase imperceptível.
Por que aqui: 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.
Por que aqui: 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.
Por que aqui: 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.
Por que aqui: 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.
Por que aqui: 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.
Por que aqui: Enables rate damping with the configured coefficients and control law.
Autopilot
Autopilot · Follow enabledTrue
Whether this feature is active in this profile.
Por que aqui: Following is on at 0.1 authority when a supported, valid autopilot control reference is available.
Autopilot · Neutral hold enabledFalse
Whether this feature is active in this profile.
Por que aqui: Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength0.6
Por que aqui: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Aero
Aero · EnabledTrue
Whether this feature is active in this profile.
Por que aqui: 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).
Mais: a more gradual build to a later peak.
Menos: a quicker build.
Por que aqui: 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.
Mais: the effect begins later.
Menos: it begins earlier.
Por que aqui: 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.
Por que aqui: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Ground
Ground · EnabledTrue
Whether this feature is active in this profile.
Por que aqui: 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.
Por que aqui: Enables engine cues with nonzero settings and valid running-engine telemetry.
Mechanical
Mechanical · EnabledTrue
Whether this feature is active in this profile.
Por que aqui: Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain0.12
The strength of this effect.
Mais: a stronger effect.
Menos: a weaker one.
Por que aqui: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
Todas as configurações do perfil
| Parâmetro | Valor | O que controla e por quê |
|---|---|---|
| Spring strength | 0.74 | Push-pull primary controls motivate aerodynamic yoke loading; the linkage construction does not supply an absolute hand-force calibration. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 90 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 185 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 | 90 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Velocidade de ajuste de força | 185.0 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 90 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 | Electric elevator trim supports pitch-load relief. The rudder trim tab is a yaw control and does not supply aileron relief. 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 0.1 authority when a supported, valid autopilot control reference is available. |
| 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 | 0.14 | 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. |
Fontes públicas 7
- Piper AerostarResearch background · retrieved 2026-09-12
- Accu-Sim Aerostar 600 ManualAerostar Manual.pdf PDF pp.20-21 and 32-35Scott Gentile · 2025, page 4
- Accu-Sim Aerostar 600Product introduction and platform-specific features; Product platform-specific featuresOfficial developer / designated store catalogue · checked 2026-09-12
- Family rocketRick Durden · September 2011
- Aerostar 702: Still The FastestBill Cox · 1 November 2007
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- FAA JO 7360.1K — aircraft type designatorsActive FAA order; checked 2026-09-14
Comunidade e correções
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Papo de hangar
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