diff --git a/Aircraft-yasim/747.xml b/Aircraft-yasim/747.xml
deleted file mode 100644
index 153ea73d2..000000000
--- a/Aircraft-yasim/747.xml
+++ /dev/null
@@ -1,133 +0,0 @@
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diff --git a/Aircraft-yasim/README.j3cub b/Aircraft-yasim/README.j3cub
deleted file mode 100644
index f1f7f26bd..000000000
--- a/Aircraft-yasim/README.j3cub
+++ /dev/null
@@ -1,233 +0,0 @@
-PIPER J3 CUB PERFORMANCE DATA
-=============================
-
-[This information is copied from the 1946 J3C-65 owner's handbook.]
-
- FLYING HINTS
-
-The Piper Cub Special represents more than 15 years of diligent
-aircraft engineering and manufacturing experience. Its simplicity of
-design and construction, its low operating and maintenance costs, its
-inherent stability, ruggedness, and its outstanding safety and ease of
-flying, have made it the most popular airplane in aviation history.
-The Piper Cub Special is the time-tested product of millions of hours
-of flying under all conceivable conditions both in the military and in
-peace time.
-
-There are hints on starting, flying, stopping, and other related
-topics that are important to the owner who wants to conserve his
-airplane -- keep it in maximum airworthy condition -- and enjoy a full
-measure of flying satisfaction.
-
-
-First, each pilot should become familiar enough with his Piper Cub
-Special that he can accomplish a satisfactory pre-flight inspection.
-This check is simple and requires only a few minutes. See Section IX
-for check list. Daily check of airplane prior to flight should be the
-first in a number of safe flying habits the pilot should acquire.
-
-
-A. BEFORE STARTING ENGINE
-
-(1) Make routine check of gasoline supply. Visible fuel gauge is
-integral part of gas tank cap; it will not show number of gallons but
-will show proportion of fuel in tank by length of rod which extends
-upward from cap. A full tank of 12 U.S. gallons will be indicated by
-11 inches of rod extending beyond cap. Keep gas gauge rod clean and
-smooth with crocus cloth for accuracy and freedom of movement.
-
-(2) Check oil level in engine sump by removing oil cap and gauge. Oil
-stick should indicate oil level up to index mark of 4 quarts.
-
-(3) Check freedom of movement of flight and engine controls.
-
-
-B. STARTING ENGINE
-
-(1) Chock wheels, or have occupant who is familiar with controls set
-brakes in cabin.
-
-(2) Ignition switch OFF. Verify.
-
-(3) Set throttle approximately 1/10 open.
-
-(4) Push fuel shut-off ON.
-
-(5) Turn propeller through several times.
-
-(6) Turn ignition switch ON.
-
-(7) Start engine by pulling propeller through with a snap.
-
-CAUTION -- Always handle propeller as if switch were "ON." Stand as
-far in front of propeller as possible. Use both hands and grasp one
-blad approximately midway from tip. Do not overgrasp blade. Do not
-wear long, loose clothing. Make sure footing is sure to preclude
-possibility of feet slipping.
-
-(8) If engine does not start, turn switch OFF. Turn primer knob to
-unlock, pull out, pump three or four times, then reseat primer and
-lock by turning in opposite direction. In extremely cold weather a
-few strokes of the primer as the engine starts will enable it to keep
-running. NOTE -- Avoid excessive priming as it causes raw gasoline to
-wash lubricating oil from engine cylinder walls. Do not prime warm
-engine.
-
-(9) Repeat starting procedures 6, 7.
-
-(10) If engine loads up and refuses to start, turn ignition switch
-"OFF,", open throttle wide and turn propeller through backwards
-several times to unload excessive gas mixture in cylinders. Then
-close throttle and repeat starting procedure.
-
-
-C. ENGINE WARM-UP
-
-(1) As soon as engine starts, advance throttle slightly to idle at 700
-R.P.M. Check engine instruments. If oil pressure gauge does not
-indicate pressure within 30 seconds, stop engine immediately, check
-and correct trouble before any further operation. Oil temperature
-during operating should not rise above 200° F. and oil pressure should
-not fall below 30 pounds. With engine warm, idling speed should be
-550-600 R.P.M.
-
-(2) Rev engine up to 2100 R.P.M. on both magnetos. Switch to LEFT and
-RIGHT magnetos. R.P.M. drop should not be over 75 R.P.M. CAUTION
---Do not operate engine on either single magneto for more than 30
-seconds at a time, as this tends to foul the non-operating spark plugs
-in the ignition circuit of the magneto that is switched off.
-
-
-D. STOPPING ENGINE
-
-(1) Never cut switch immediately after landing as this causes engine
-to cool too rapidly.
-
-(2) Idle engine, especially in high temperature operating conditions,
-for several minutes. It is advisable to switch to each magneto for 30
-second intervals to allow gradual cooling of engine. This helps to
-prevent overheating of spark plug insulators and will lessen tendency
-for "after-firing."
-
-(3) Check for carburetor heat OFF during idling.
-
-
-E. TAXIING
-
-(1) Open throttle to start airplane in motion; then close throttle to
-a setting sufficient to keep airplane rolling. Do not keep throttle
-advanced so that it is necessary to control taxi speed of airplane
-with brakes. This causes unnecessary wear and tear on brakes and
-tires.
-
-(2) Taxi slowly (speed of a fast walk) controlling direction with
-rudder which is connected to a steerable tail wheel. Use brakes only
-for positive, precision ground control when necessary.
-
-(3) Taxi upwind with stick back; downwind with stick foreward. When
-ground winds are in excess of 15 M.P.H., turn into wind using ailerons
-in direction of turn; apply ailerons away from the turn when turning
-downwind. This procedure helps to prevent the wind "picking up" a
-wing during windy, gusty conditions. Always make ground turns slowly.
-
-
-F. GENERAL FLYING
-
-(1) For takeoff use full throttle, heading into wind. Airplane loaded
-will become airborne at approximately 39 M.P.H. Best climb speed is
-an indicated 55 M.P.H.
-
-(2) Indicated R.P.M. for cruising speed of 73 M.P.H. is 2150.
-Take-off R.P.M. is 2300. Do not fly at full throttle over 3 minutes.
-
-(3) Use CARBURETOR AIR HEAT when engine runs "rough" and tachometer
-shows drop in R.P.M. which may be due to ice forming in carburetor.
-Tachometer should recover to within 50 R.P.M. below normal when using
-carburetor heat. Push heater to "OFF" position, and if icing
-condition has been cleared, R.P.M. should return to normal. Continued
-use of carburetor heat will only cause increased fuel consumption and
-loss of power.
-
-(4) Maximum permissible diving speed is 122 M.P.H.
-
-
-G. APPROACH AND LANDING
-
-(1) Push carburetor heat ON prior to throttling back for glide, or for
-any other flight maneuver.
-
-(2) Glide between 50-60 M.P.H. depending upon loading of airplane and
-gust conditions.
-
-NOTE -- "Clear" engine by opening throttle gently, every 200-250 feet
-of descent during a long glide so that engine temperature will be
-maintained.
-
-Throttle action on the part of the pilot should be smooth and gentle
-at all times.
-
-
-H. PARKING AND MOORING
-
-(1) After termination of flight, enter flying time in aircraft and
-engine log books.
-
-(2) Turn ignition and fuel OFF.
-
-(3) Chcok the wheels of airplane.
-
-(4) If airplane is not to be flown for some time, it should be
-hangared or tied down. Use good quality 1/2" - 5/8" diameter rope.
-Secure to lift assist handle at aft end of fuselage; also at upper end
-of both front wing lift struts where they attach to wing. Make sure
-that rope passes between aileron cable and lift strut. Mooring ropes,
-when airplane is tied down, should have no slack.
-
-(5) Lock aileron and elevator controls by wrapping front seat belt
-completely around rear control stick, tighten and buckle.
-
-(6) Under excessively wind conditions, airplane should be tailed into
-wind for mooring.
-
-
-
-
-[Here is my older information.]
-
-These are the only numbers I could find. They are for a J3 Cub with
-an 85HP engine rather than 65 hp, so some adjustments may be
-necessary. The source is
-
- http://www.evergreenfs.com/planedata.htm
-
-
-Speeds
-------
- Best rate of climb (Vy): 65 mph (57 kt)
- Best angle of climb (Vx): 55 mph (48 kt)
- Cruise: 70 mph (61 kt)
- Never-exceed (Vne): 122 mph (106 kt)
- Best Glide (Vglide): 60 mph (52 kt)
- Stall (Vs): 38 mph (33 kt)
- Maneuvering (Va): 70 mph (61 kt)
- Approach: 50-60 mph (44-52 kt)
-
-Power
------
- Take off: full
- Climb: 50 rpm below full
- Cruise: 2300 rpm
- Approach: 1200 rpm
- Practice stalls: 1200 rpm
-
-Distances
----------
- Take-off: 450-800 ft
- Landing: 200-800 ft
-
-Fuel
-----
- Total fuel: 12 gal US
- Usable fuel: 12 gal US
- Grade: 80/87
- GPH: 5 gal US/hr
diff --git a/Aircraft-yasim/README.p51d b/Aircraft-yasim/README.p51d
deleted file mode 100644
index d087b6975..000000000
--- a/Aircraft-yasim/README.p51d
+++ /dev/null
@@ -1,60 +0,0 @@
-P-51D Information
-=============
-
-FLYING HINTS
-
-NOTE: the yasim config file for this aircraft currently starts up with
-the booster in 1st stage.
-
-TAKE OFF:
-Set prop pitch to full increased rpm.
-Start engine with throttle at idle.
-Set BOOST stage one (CTRL-b keybinding cycles through stage 0 (off), 1,
-and 2). Default startup for p51-d should have stage one already on.
-Set throttle to 40 inHG Manifold Pressure (MP).
-Be ready to actuate rudder. When the tail first lifts, the torque will
-pull the nose to the left.
-After tail lifts off slowing move throttle to full open which with
-stage 1 booster engaged should be about 61 inHG Manifold Pressure.
-Hang on. Stay on top of rudder control with small adjustments or you'll
-do a ground loop.
-Rotate at 150 mph or so.
-
-CLIMB:
-Back off MP to 46 inHG.
-Adjust propeller pitch to 2700 rpm.
-Keep adding throttle as you climb to maintain 46 inHG until you hit full throttle.
-At 18,000 feet turn on second stage (hit CTRL-b) and back off throttle to 46 inHG.
-
-FLYING:
-Trim and Cruise at about 2400 rpm.
-Do not exceed 2700 rpm sustained.
-Do not exceed 3000 rpm military power (aerobatics)
-Do not exceed 3500 rpm in dives.
-Do not exceed 61 inHG Mainfold Pressure (military power), except 71 inHG for
-maximum of 7 minutes (war emergency power). Note that war emergency
-power is not for flying fast, rather it is for dogfighting at < 200mph.
-
-LANDING:
-A single long sweeping turn from the downwind leg into a short approach
-seems to work best. Make sure you are below 250mph before starting the
-turn. Use forward slip as necessary to bleed off speed and altitude at the
-same time.
-Start applying flaps at 250mph, gear at 175mph, and full flaps
-at 165mph or less.
-
-Excessive braking can cause you to nose over. Some recommend raising
-flaps immediately after touchdown.
-
-
-PERFORMANCE:
-
-This information is gleaned from various sources:
-
-Maximum Speed: 437 mph
-Cruise Speed: 363 mph
-Landing Speed: 100 mph
-Initial Climb Rate: 3475 feet per minute
-Sustained Climb Speed: 175 mph
-Service Ceiling: 41,900 (with 2nd Stage booster).
-Stall Speed (9000lbs) Gear/Flaps Up: 102mph Gear/Flaps Down: 95mph
diff --git a/Aircraft-yasim/README.pa28-161 b/Aircraft-yasim/README.pa28-161
deleted file mode 100644
index 968a9bfc1..000000000
--- a/Aircraft-yasim/README.pa28-161
+++ /dev/null
@@ -1,43 +0,0 @@
-PIPER WARRIOR II PERFORMANCE DATA
-=================================
-
-These numbers apply to the 160 hp variant of the Warrior II; they come
-from the Piper POH.
-
-Speeds
-------
- Vne (never exceed): 160 KIAS
- Vno (max. cruise): 126 KIAS
- Vfe (max. flaps): 103 KIAS
- Va (maneuvering): 111 KIAS (2440 lb) - 88 KIAS (1531 lb)
- Vs (clean stall): 50 KIAS
- Vso (flaps stall): 44 KIAS
- Vglide (best glide): 73 KIAS
- Vx (best climb angle): 63 KIAS
- Vy (best climb rate): 79 KIAS
- Enroute climb: 87 KIAS
- Approach (no flaps): 70 KIAS
- Approach (full flaps): 63 KIAS
-
- Cruise (75%, 8000 ft): 124 KTAS (107 KIAS)
- Cruise (55%, 8000 ft): 103 KTAS (89 KIAS)
-
-Power
------
- Take off: full
- Climb: full
- 75% power at 8,000 ft: 2665 rpm
- 75% power at 4,000 ft: 2570 rpm
- 75% power at sea level: 2480 rpm
- 55% power at 12,000 ft: 2470 rpm
- 55% power at 8,000 ft: 2375 rpm
- 55% power at 4,000 ft: 2285 rpm
- 55% power at sea level: 2195 rpm
-
-Fuel
-----
- Total fuel: 50 gal US
- Usable fuel: 48 gal US
- Grade: 100LL/100 (Avgas)
- GPH (75%, 8000 ft): 10.0 gph
- GPH (55%, 8000 ft): 7.0 gph
diff --git a/Aircraft-yasim/a10-yasim.xml b/Aircraft-yasim/a10-yasim.xml
deleted file mode 100755
index 1fb071f54..000000000
--- a/Aircraft-yasim/a10-yasim.xml
+++ /dev/null
@@ -1,146 +0,0 @@
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diff --git a/Aircraft-yasim/a10cl-yasim.xml b/Aircraft-yasim/a10cl-yasim.xml
deleted file mode 100644
index 475a9918b..000000000
--- a/Aircraft-yasim/a10cl-yasim.xml
+++ /dev/null
@@ -1,143 +0,0 @@
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diff --git a/Aircraft-yasim/a10fl-yasim.xml b/Aircraft-yasim/a10fl-yasim.xml
deleted file mode 100755
index ac8eb3821..000000000
--- a/Aircraft-yasim/a10fl-yasim.xml
+++ /dev/null
@@ -1,155 +0,0 @@
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diff --git a/Aircraft-yasim/a10wl-yasim.xml b/Aircraft-yasim/a10wl-yasim.xml
deleted file mode 100644
index 6f41ba73e..000000000
--- a/Aircraft-yasim/a10wl-yasim.xml
+++ /dev/null
@@ -1,223 +0,0 @@
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diff --git a/Aircraft-yasim/a4.xml b/Aircraft-yasim/a4.xml
deleted file mode 100644
index 9701aeb40..000000000
--- a/Aircraft-yasim/a4.xml
+++ /dev/null
@@ -1,122 +0,0 @@
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diff --git a/Aircraft-yasim/b52-yasim.xml b/Aircraft-yasim/b52-yasim.xml
deleted file mode 100755
index 7b8675d02..000000000
--- a/Aircraft-yasim/b52-yasim.xml
+++ /dev/null
@@ -1,289 +0,0 @@
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diff --git a/Aircraft-yasim/c172.xml b/Aircraft-yasim/c172.xml
deleted file mode 100644
index 3b6dda405..000000000
--- a/Aircraft-yasim/c172.xml
+++ /dev/null
@@ -1,93 +0,0 @@
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diff --git a/Aircraft-yasim/c310.xml b/Aircraft-yasim/c310.xml
deleted file mode 100644
index 7899393e5..000000000
--- a/Aircraft-yasim/c310.xml
+++ /dev/null
@@ -1,129 +0,0 @@
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diff --git a/Aircraft-yasim/dc3.xml b/Aircraft-yasim/dc3.xml
deleted file mode 100644
index 220fcec0b..000000000
--- a/Aircraft-yasim/dc3.xml
+++ /dev/null
@@ -1,124 +0,0 @@
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diff --git a/Aircraft-yasim/harrier.xml b/Aircraft-yasim/harrier.xml
deleted file mode 100644
index 4b873279f..000000000
--- a/Aircraft-yasim/harrier.xml
+++ /dev/null
@@ -1,170 +0,0 @@
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diff --git a/Aircraft-yasim/j22-yasim.xml b/Aircraft-yasim/j22-yasim.xml
deleted file mode 100644
index fe05a2095..000000000
--- a/Aircraft-yasim/j22-yasim.xml
+++ /dev/null
@@ -1,174 +0,0 @@
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diff --git a/Aircraft-yasim/j3cub.xml b/Aircraft-yasim/j3cub.xml
deleted file mode 100644
index 37ebad7a4..000000000
--- a/Aircraft-yasim/j3cub.xml
+++ /dev/null
@@ -1,141 +0,0 @@
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diff --git a/Aircraft-yasim/p51d.xml b/Aircraft-yasim/p51d.xml
deleted file mode 100644
index 48bd1a4aa..000000000
--- a/Aircraft-yasim/p51d.xml
+++ /dev/null
@@ -1,166 +0,0 @@
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diff --git a/Aircraft-yasim/pa28-161.xml b/Aircraft-yasim/pa28-161.xml
deleted file mode 100644
index 8b49d4056..000000000
--- a/Aircraft-yasim/pa28-161.xml
+++ /dev/null
@@ -1,93 +0,0 @@
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diff --git a/Aircraft-yasim/seahawk-WV908-yasim.xml b/Aircraft-yasim/seahawk-WV908-yasim.xml
deleted file mode 100755
index 7473d4cbe..000000000
--- a/Aircraft-yasim/seahawk-WV908-yasim.xml
+++ /dev/null
@@ -1,140 +0,0 @@
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diff --git a/Aircraft-yasim/seahawk-yasim.xml b/Aircraft-yasim/seahawk-yasim.xml
deleted file mode 100755
index 35dc96fdf..000000000
--- a/Aircraft-yasim/seahawk-yasim.xml
+++ /dev/null
@@ -1,135 +0,0 @@
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diff --git a/Aircraft-yasim/seahawkpair-yasim.xml b/Aircraft-yasim/seahawkpair-yasim.xml
deleted file mode 100755
index 21da1aaf0..000000000
--- a/Aircraft-yasim/seahawkpair-yasim.xml
+++ /dev/null
@@ -1,141 +0,0 @@
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diff --git a/Aircraft-yasim/tsr2-yasim.xml b/Aircraft-yasim/tsr2-yasim.xml
deleted file mode 100755
index 706d4656a..000000000
--- a/Aircraft-yasim/tsr2-yasim.xml
+++ /dev/null
@@ -1,139 +0,0 @@
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diff --git a/Aircraft-yasim/yf23-yasim.xml b/Aircraft-yasim/yf23-yasim.xml
deleted file mode 100644
index afa0fc137..000000000
--- a/Aircraft-yasim/yf23-yasim.xml
+++ /dev/null
@@ -1,179 +0,0 @@
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diff --git a/Aircraft/c172p/c172p-3d-jsbsim-set.xml b/Aircraft/c172p/c172p-3d-jsbsim-set.xml
new file mode 100644
index 000000000..fe227d1ce
--- /dev/null
+++ b/Aircraft/c172p/c172p-3d-jsbsim-set.xml
@@ -0,0 +1,37 @@
+
+
+
+
+
+
+
+ Cessna 172P (JSBSim, 3D cockpit)
+
+
+
+
+ false
+
+
+
+
+
+ true
+
+ -0.18
+ 0.30
+ 0.36
+ -12
+
+
+
+
+
+
+
diff --git a/Aircraft/c172p/c172p-3d-set.xml b/Aircraft/c172p/c172p-3d-set.xml
new file mode 100644
index 000000000..fc820a0b7
--- /dev/null
+++ b/Aircraft/c172p/c172p-3d-set.xml
@@ -0,0 +1,7 @@
+
+
+
+
+ Alias for c172p-3d-jsbsim.
+
+
diff --git a/Aircraft/c172p/c172p-base.xml b/Aircraft/c172p/c172p-base.xml
new file mode 100644
index 000000000..7169736d9
--- /dev/null
+++ b/Aircraft/c172p/c172p-base.xml
@@ -0,0 +1,42 @@
+
+
+
+
+
+
+
+
+ Aircraft/c172p/Models/c172p.xml
+
+
+
+
+
+
+ 70.0
+ 75.0
+ 500.0
+ 1000.0
+ 4000.0
+ 0.01
+ 0.45
+ 0.14
+
+
+
+
+
+
+ 20
+
+
+ 20
+
+
+
+
+
diff --git a/Aircraft/c172p/c172p-jsbsim-base.xml b/Aircraft/c172p/c172p-jsbsim-base.xml
new file mode 100644
index 000000000..ad8e57383
--- /dev/null
+++ b/Aircraft/c172p/c172p-jsbsim-base.xml
@@ -0,0 +1,24 @@
+
+
+
+
+
+
+ jsb
+ c172p
+
+
+
+
+
+
+ 0.027
+ 0.0
+
+
+
+
diff --git a/Aircraft/c172p/c172p-jsbsim-set.xml b/Aircraft/c172p/c172p-jsbsim-set.xml
new file mode 100644
index 000000000..860291cef
--- /dev/null
+++ b/Aircraft/c172p/c172p-jsbsim-set.xml
@@ -0,0 +1,36 @@
+
+
+
+
+
+
+
+ Cessna 172P (JSBSim, 2D panel).
+
+
+
+
+ Aircraft/c172/Panels/c172-vfr-panel.xml
+ true
+
+
+ Aircraft/c172/Panels/c172-trans-mini-panel.xml
+
+
+
+
+
+
+ -8
+
+
+
+
+
+
diff --git a/Aircraft/c172p/c172p-set.xml b/Aircraft/c172p/c172p-set.xml
new file mode 100644
index 000000000..95cf781a0
--- /dev/null
+++ b/Aircraft/c172p/c172p-set.xml
@@ -0,0 +1,7 @@
+
+
+
+
+ Alias for c172p-jsbsim.
+
+
diff --git a/Aircraft/ufo/ufo-set.xml b/Aircraft/ufo/ufo-set.xml
new file mode 100644
index 000000000..7c70b3b48
--- /dev/null
+++ b/Aircraft/ufo/ufo-set.xml
@@ -0,0 +1,36 @@
+
+
+
+
+
+
+
+ UFO from the 'White Project' of the UNESCO
+
+ ufo
+
+
+ true
+ Aircraft/ufo/ufo-sound.xml
+
+
+
+ false
+
+
+
+ Aircraft/ufo/Models/ufo.xml
+
+
+
+
+