Development milestones
First flight: September 26, 1981 ( 1981-09-26 )
Biblioteca de aeronavesBoeing 767
Richard Snyder; derivative by Altair78 · CC BY-SA 2.0 · Delta Air Lines Boeing 767-300Boeing 767
A twin-aisle Boeing designed alongside the 757's generation of two-pilot flight decks.
Airliner9 opções de perfil
Conheça o avião
The 767 first flew in 1981 and entered service in 1982. Its twin-engine wide-body layout served routes between smaller narrow-bodies and the largest long-haul aircraft. Stretched, extended-range and freight versions broadened the programme.
The -200, -300 and -400 are different airframes, and the -400 also brought substantial cockpit changes. Simulator products cover different parts of that range, identified by variant and developer.
Boeing 767 · Specifications (Boeing 767-300ER with PW4060 engines) · real aircraft; source units retained
- Length
- 180 ft 3 in (54.94 m)↗
- Wingspan
- 156 ft 1 in (47.57 m)↗
- Height
- 52 ft 7 in (16.03 m)↗
- Wing area
- 3,049.4 sq ft (283.30 m² )↗
- Empty weight
- 198,440 lb (90,011 kg)↗
- Max takeoff weight
- 412,000 lb (186,880 kg)↗
- Powerplant
- 2 × Pratt & Whitney PW4060 high-bypass turbofan engines, 60,000 lbf (270 kN) thrust each↗
- Maximum speed
- 410 mph (670 km/h, 360 kn) calibrated airspeed↗
- Cruise speed
- 528 mph (850 km/h, 459 kn) at 39,000 ft (12,000 m)↗
- Range
- 6,630 mi (10,670 km, 5,760 nmi)↗
Mais sobre esta aeronave no AirframeDB
The first jet, the mentor and the next horizon
After joining Ansett Express on the Fokker 50, Ferguson moved to the 767 as his first jet. He was surprised by how quickly he became comfortable in it, helped by a training captain and his existing knowledge of the company’s operation. He particularly remembers the feedback through the controls and the way the flight guidance reduced workload, while domestic and international sectors gave him different kinds of experience.
Captain Joe Wilson left a lasting impression through both handling skill and the atmosphere he created for the whole crew. Ferguson studied his flying and kept copies of his notes. Yet achieving a childhood ambition did not end his restlessness. A period flying the 767 for Air Mauritius brought European weather and routes across Africa, Asia and the Indian Ocean, refreshing his interest before he returned to Ansett.
Two weeks away, then two weeks at home
Showing a reporter around a UPS 767 at Louisville, Hoke describes cargo that could range from family parcels to electronics and seafood. His usual trip took him through Anchorage to Tokyo, followed by roughly a week and a half of flying within Asia. Away from home, much of the time between sectors went into resting, preparing for the next flight and keeping himself ready for the schedule.
After about two weeks abroad, another two weeks at home gave him a chance to share responsibilities his wife had carried while he was away. The interview connects the large aircraft and international network with ordinary family life. Hoke’s interest in flying had become a career after lessons during an airport-management course; decades later, the work still meant balancing the pleasure of aviation with long stretches of absence from home.
The extraordinary view during a break from flying
Borja’s camera became a way to share the atmospheric scenes he encountered from the 767. Carrying it regularly allowed him to combine flying with a growing interest in landscape photography. A storm over the Pacific south of Panama attracted particular attention, but he also valued sunrises, unusual clouds and the changing coastline on the aircraft’s routes between North and South America.
He explains that the opportunities came during commuting flights or breaks on long-haul sectors with an augmented crew, while other pilots operated the aircraft. Good conditions were far from guaranteed: clouds could hide the most interesting formations, and a clear view might appear only briefly. His recollection of the Pacific storm emphasises the contrast between the cloud’s visible power and the still air around the aircraft, a moment whose scale he wanted the photograph to convey.
Fontes públicas 12
- Boeing 767Research background · Wikipedia revision 1373987116 · retrieved 2026-09-12
- X-Plane aircraft and avionics manuals
- FlightFactor 767-300ER published specification
- FlightFactor products
- 767-400ER ProfessionalOfficial developer / designated store catalogue · checked 2026-09-12
- 767-300ER ProfessionalOfficial developer / designated store catalogue · checked 2026-09-12
- 767 Professional Avionics UpgradeOfficial developer / designated store catalogue · checked 2026-09-12
- 767 Professional Extended upgradeOfficial developer / designated store catalogue · checked 2026-09-12
- Interview with Andrew FergusonAndrew Ferguson interview · 21 December 2021
- LISTEN: What It’s Like To Be A UPS PilotRick Howlett interview with Ken Hoke · 31 March 2017
- Portfolios: Santiago BorjaSantiago Borja portfolio interview · 1 January 2017
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
Como o perfil o modela
Boeing 767-300ER
Free + ProX-Plane 11X-Plane 12
The 767 first flew in 1981 and entered service in 1982. Its twin-engine wide-body layout served routes between smaller narrow-bodies and the largest long-haul aircraft. Stretched, extended-range and freight versions broadened the programme.
This starting point selects Boeing 767-300ER. 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
FlightFactor's 767 family includes 200ER, 300ER, 200SF, 300F and 400ER configurations. The -400ER has a modern six-screen EFIS and its own three-channel autopilot and system scope. Its 777-like display arrangement does not make its controls a 777 installation. Passenger and freighter identities and engine choices remain separate from a shared family force starting point.
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 strength80%
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: The selected powered-control feel remains nominal; the -400ER's display and autopilot architecture does not calibrate hand force for other 767s. The baseline spring is 0.8. Its low-speed blend reaches baseline strength at 90 KIAS.
767-400ER ProfessionalSpring 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 load25%
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 0.25 with an indicated-speed reference of 270 KIAS. The hydraulic-load factor of 0.35 scales that modeled term; it is a selected artificial-feel approximation.
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 floor55%
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 força270
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 speed0%
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. No additional speed-driven stiffening is added; this does not disable independent aerodynamic loading.
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 load65%
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 0.65 and 0.65, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.
Elevator load65%
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: Pitch-trim response remains the profile's approximation and does not imply a documented force-output contract from the three-channel autopilot. Pitch authority 0.3 relieves permitted loading; hydraulic centre movement is off. Roll authority is 0.09.
767-400ER ProfessionalTrim relief (aileron)9%
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 bumps32%
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 buffet30%
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 buffet22%
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 shaker90%
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 thump90%
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 rumble50%
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 rumble6%
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 index6
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 enabledTrue
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 | 0.8 | The selected powered-control feel remains nominal; the -400ER's display and autopilot architecture does not calibrate hand force for other 767s. The baseline spring is 0.8. Its low-speed blend reaches baseline strength at 90 KIAS. |
| Spring deadband | 0.035 | Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Force gain | 0.25 | The aerodynamic-load gain is 0.25 with an indicated-speed reference of 270 KIAS. The hydraulic-load factor of 0.35 scales that modeled term; it is a selected artificial-feel approximation. |
| 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 | 0.55 | 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 | 270.0 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening | 0 | The high-speed spring-stiffening gain is 0. No additional speed-driven stiffening is added; this does not disable independent aerodynamic loading. |
| 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 | 0.65 | Roll and pitch aerodynamic scales are 0.65 and 0.65, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | 0.65 | 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 | Pitch-trim response remains the profile's approximation and does not imply a documented force-output contract from the three-channel autopilot. Pitch authority 0.3 relieves permitted loading; hydraulic centre movement is off. Roll authority is 0.09. |
| StickFeel · Aileron authority | 0.09 | 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 | 0.3 | Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Aero · Gain | 0.22 | 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 | 6 | 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 | True | Permits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Aero · Amplitude | 0.9 | 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 | 0.32 | Sets gear-bump texture during ground motion, separate from touchdown impact. |
| Ground · Gain | 0.9 | Sets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Ground · Gain | 0.5 | 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 | 0.06 | 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 12
- Boeing 767Research background · Wikipedia revision 1373987116 · retrieved 2026-09-12
- 767-400ER Professional767-400ER product descriptionOfficial developer / designated store catalogue · checked 2026-09-12
- X-Plane aircraft and avionics manuals
- FlightFactor 767-300ER published specification
- FlightFactor products
- 767-300ER ProfessionalOfficial developer / designated store catalogue · checked 2026-09-12
- 767 Professional Avionics UpgradeOfficial developer / designated store catalogue · checked 2026-09-12
- 767 Professional Extended upgradeOfficial developer / designated store catalogue · checked 2026-09-12
- Interview with Andrew FergusonAndrew Ferguson interview · 21 December 2021
- LISTEN: What It’s Like To Be A UPS PilotRick Howlett interview with Ken Hoke · 31 March 2017
- Portfolios: Santiago BorjaSantiago Borja portfolio interview · 1 January 2017
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
Comunidade e correções
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