diff --git a/Docs/README.yasim b/Docs/README.yasim
index f21ef7ff6..7879bb1be 100644
--- a/Docs/README.yasim
+++ b/Docs/README.yasim
@@ -1,833 +1,835 @@
-Coordinate system notes: All positions specified are in meters (which
-is weird, since all other units in the file are English).  The X axis
-points forward, Y is left, and Z is up.  Take your right hand, and
-hold it like a gun.  Your first and second fingers are the X and Y
-axes, and your upwards-pointing thumb is the Z.  This is slightly
-different from the coordinate system used by JSBSim.  Sorry.  The
-origin can be placed anywhere, so long as you are consistent.  I use
-the nose of the aircraft.
-
-XML Elements
-------------
-
-airplane: The top-level element for the file.  It contains only one
-          attribute:
-          mass: The empty (no fuel) weight, in pounds.
-
-approach: The approach parameters for the aircraft.  The solver will
-          generate an aircraft that matches these settings.  The element
-          can (and should) contain <control> elements indicating pilot
-          input settings, such as flaps and throttle, for the
-          approach.
-          speed: The approach airspeed, in knots TAS.
-          aoa:   The approach angle of attack, in degrees
-          fuel:  Fraction (0-1) of fuel in the tanks.  Default is 0.2.
-
-cruise:   The cruise speed and altitude for the solver to match.  As
-          above, this should contain <control> elements indicating
-          aircraft configuration.  Especially, make sure the engines
-          are generating enough thrust at cruise!
-          speed: The cruise speed, in knots TAS.
-          alt:   The cruise altitude, in feet MSL.
-          fuel:  Fraction (0-1) of fuel in the tanks.  Default is 0.2.
-
-cockpit:  The location of the cockpit (pilot eyepoint).
-          x,y,z: eyepoint location (see coordinates note)
-
-fuselage: This defines a tubelike structure.  It will be given an even
-          mass and aerodynamic force distribution by the solver.  You
-          can have as many as you like, in any orientation you please.
-          ax,ay,az: One end of the tube (typically the front)
-          bx,by,bz: The other ("back") end.
-          width:    The width of the tube, in meters.
-          taper:    The approximate radius at the "tips" of the fuselage
-                    expressed as a fraction (0-1) of the width value.
-          midpoint: The location of the widest part of the fuselage,
-                    expressed as a fraction of the distance between A and B.
-          idrag:    Multiplier for the "induced drag" generated by this
-                    object. Default is one. With idrag=0 the fuselage
-                    generates only drag.
-          cx,cy,cz: Factors for the generated drag in the fuselages "local
-                    coordinate system" with x pointing from end to front,
-                    z perpendicular to x with y=0 in the aircraft coordinate
-                    system. E.g. for a fuselage of a height of 2 times the
-                    width you can define cy=2 and (due to the doubled front
-                    surface) cx=2.
-
-wing:     This defines the main wing of the aircraft.  You can have
-          only one (but see below about using vstab objects for extra
-          lifting surfaces).  The wing should have a <stall> subelement to
-          indicate stall behavior, control surface subelements (flap0,
-          flap1, spoiler, slat) to indicate what and where the control
-          surfaces are, and <control> subelements to map user input
-          properties to the control surfaces.
-          x,y,z:     The "base" of the wing, specified as the location of
-                     the mid-chord (not leading edge, trailing edge, or
-                     aerodynamic center) point at the root of the LEFT
-                     (!)  wing.
-          length:    The length from the base of the wing to the midchord
-                     point at the tip.  Note that this is not the same
-                     thing as span.
-          chord:     The chord of the wing at its base, along the X axis
-                     (not normal to the leading edge, as it is
-                     sometimes defined).
-          incidence: The incidence angle at the wing root, in degrees.
-                     Zero is level with the fuselage (as in an
-                     aerobatic plane), positive means that the leading
-                     edge is higher than the trailing edge (as in a
-                     trainer).
-          twist:     The difference between the incidence angle at the
-                     wing root and the incidence angle at the wing
-                     tip.  Typically, this is a negative number so
-                     that the wing tips have a lower angle of attack
-                     and stall after the wing root (washout).
-          taper:     The taper fraction, expressed as the tip chord
-                     divided by the root chord.  A taper of one is a
-                     hershey bar wing, and zero would be a wing ending
-                     at a point.  Defaults to one.
-          sweep:     The sweep angle of the wing, in degrees.  Zero is
-                     no sweep, positive angles are swept back.
-                     Defaults to zero.
-          dihedral:  The dihedral angle of the wing.  Positive angles
-                     are upward dihedral.  Defaults to zero.
-          idrag:     Multiplier for the "induced drag" generated by this
-                     surface.  In general, low aspect wings will
-                     generate less induced drag per-AoA than high
-                     aspect (glider) wings.  This value isn't
-                     constrained well by the solution process, and may
-                     require tuning to get throttle settings correct in
-                     high AoA (approach) situations.
-          camber:    The lift produced by the wing at zero angle of
-                     attack, expressed as a fraction of the maximum
-                     lift produced at the stall AoA.
-
-hstab:    These defines the horizontal stabilizer of the aircraft.
-          Internally, it is just a wing object and therefore works the
-          same in XML.  You are allowed only one hstab object; the
-          solver needs to know which wing's incidence to play with to
-          get the aircraft trimmed correctly.
-
-vstab:    A "vertical" stabilizer.  Like hstab, this is just another
-          wing, with a few special properties.  The surface is not
-          "mirrored" as are wing and hstab objects.  If you define a
-          left wing only, you'll only get a left wing.  The default
-          dihedral, if unspecified, is 90 degrees instead of zero.
-          But all parameters are equally settable, so there's no
-          requirement that this object be "vertical" at all.  You can
-          use it for anything you like, such as extra wings for
-          biplanes.  Most importantly, these surfaces are not involved
-          with the solver computation, so you can have none, or as
-          many as you like.
-
-mstab:    A mirrored horizontal stabilizer. Exactly the same as wing, but
-          not involved with the solver computation, so you can have none,
-          or as many as you like.
-
-stall:    A subelement of a wing (or hstab/vstab/mstab) that specifies the
-          stall behavior.
-          aoa:   The stall angle (maximum lift) in degrees.  Note that
-                 this is relative to the wing, not the fuselage (since
-                 the wing may have a non-zero incidence angle).
-          width: The "width" of the stall, in degrees.  A high value
-                 indicates a gentle stall.  Low values are viscious
-                 for a non-twisted wing, but are acceptable for a
-                 twisted one (since the whole wing will not stall at
-                 the same time).
-          peak:  The height of the lift peak, relative to the
-                 post-stall secondary lift peak at 45 degrees.
-                 Defaults to 1.5.  This one is deep voodoo, and
-                 probably doesn't need to change much.  Bug me for an
-                 explanation if you're curious.
-
-flap0, flap1, slat, spoiler:
-          These are subelements of wing/hstab/vstab objects, and specify
-          the location and effectiveness of the control surfaces.
-          start:  The position along the wing where the control
-                  surface begins.  Zero is the root, one is the tip.
-          end:    The position where the surface ends, as above.
-          lift:   The lift multiplier for a flap or slat at full
-                  extension.  One is a no-op, a typical aileron might
-                  be 1.2 or so, a giant jetliner flap 2.0, and a
-                  spoiler 0.0.  For spoilers, the interpretation is a
-                  little different -- they spoil only "prestall" lift.
-                  Lift due purely to "flat plate" effects isn't
-                  affected.  For typical wings that stall at low AoA's
-                  essentially all lift is pre-stall and you don't have
-                  to care.  Jet fighters tend not to have wing
-                  spoilers, for exactly this reason.  This value is
-                  not applicable to slats, which affect stall AoA
-                  only.
-          drag:   The drag multiplier, as above.  Typically should be
-                  higher than the lift multiplier for flaps.
-          aoa:    Applicable only to slats.  This indicates the
-                  angle by which the stall AoA is translated by the
-                  slat extension.
-
-thruster: A very simple "thrust only" engine object.  Useful for
-          things like thrust vectoring nozzles.  All it does is map
-          its THROTTLE input axis to its output thrust rating.  Does
-          not consume fuel, etc...
-          thrust:   Maximum thrust in pounds
-          x,y,z:    The point on the airframe where thrust will be
-                    applied.
-          vx,vy,vy: The direction of the thrust in airframe
-                    coordinates.  The vector will be normalized
-                    automatically, so any non-zero vector will work
-                    fine.
-
-jet:      A turbojet/fan engine.  It accepts a <control> subelement to map a
-          property to its throttle setting, and an <actionpt> subelement
-          to place the action point of the thrust at a different
-          position than the mass of the engine.
-          x,y,z:          The location of the engine, as a point mass.
-                          If no actionpt is specified, this will also
-                          be the point of application of thrust.
-          mass:           The mass of the engine, in pounds.
-          thrust:         The maximum sea-level thrust, in pounds.
-          afterburner:    Maximum total thrust with afterburner/reheat,
-                          in pounds [defaults to "no additional
-                          thrust"].
-          rotate:         Vector angle of the thrust in degrees about the
-                          Y axis [0].
-          n1-idle:        Idling rotor speed [55].
-          n1-max:         Maximum rotor speed [102].
-          n2-idle:        Idling compressor speed [73].
-          n2-max:         Maximum compressor speed [103].
-          tsfc:           Thrust-specific fuel consumption [0.8].
-                          This should be considerably lower for modern
-                          turbofans.
-          egt:            Exhaust gas temperature at takeoff [1050].
-          epr:            Engine pressure ratio at takeoff [3.0].
-          exhaust-speed:  The maximum exhaust speed in knots [~1555].
-          spool-time:     Time, in seconds, for the engine to respond to
-                          90% of a commanded power setting.
-
-propeller: A propeller.  This element requires an engine subtag.
-           Currently <piston-engine> and <turbine-engine> are
-           supported.
-           x,y,z:         The position of the mass (!) of the
-                          engine/propeller combination.  If the point
-                          of force application is different (and it
-                          will be) it should be set with an <actionpt>
-                          subelement.
-           mass:          The mass of the engine/propeller, in pounds.
-           moment:        The moment, in kg-meters^2.  This has to be
-                          hand calculated and guessed at for now.  A
-                          more automated system will be forthcoming.
-                          Use a negative moment value for
-                          counter-rotating ("European" -- CCW as seen
-                          from behind the prop) propellers.
-                          A good guess for this value is the radius of
-                          the prop (in meters) squared times the mass
-                          (kg) divided by three; that is the moment of
-                          a plain "stick" bolted to the prop shaft.
-           radius:        The radius, in meters, or the propeller.
-           cruise-speed:  The max efficiency cruise speed of the
-                          propeller.  Generally not the same as the
-                          aircraft's cruise speed.
-           cruise-rpm:    The RPM of the propeller at max-eff. cruise.
-           cruise-power:  The power sunk by the prop at cruise, in horsepower.
-           cruise-alt:    The reference cruise altitude in feet.
-           takeoff-power: The takeoff power required by the propeller...
-           takeoff-rpm:   ...at the given takeoff RPM.
-           min-rpm:       The minimum operational RPM for a constant speed
-                          propeller.  This is the speed to which the
-                          prop governor will seek when the blue lever
-                          is at minimum.  The coarse-stop attribute
-                          limits how far the governor can go into trying
-                          to reach this RPM.
-           max-rpm:       The maximum operational RPM for a constant speed
-                          propeller.  See above.  The fine-stop attribute
-                          limits how far the governor can go in trying
-                          to reach this RPM.
-           fine-stop:     The minimum pitch of the propeller (high RPM) as a
-                          ratio of ideal cruise pitch.  This is set to 0.25
-                          by default -- a higher value will result in a
-                          lower RPM at low power settings (e.g. idle, taxi,
-                          and approach).
-           coarse-stop:   The maximum pitch of the propeller (low RPM) as
-                          a ratio of ideal cruise pitch.  This is set to
-                          4.0 by default -- a lower value may result in a
-                          higher RPM at high power settings.
-           gear-ratio:    The factor by which the engine RPM is multiplied
-                          to produce the propeller RPM.  Optional (defaults
-                          to 1.0).
-           contra:        When set (contra="1"), this indicates that the
-                          propeller is a contra-rotating pair.  It
-                          will not contribute to the aircraft's net
-                          gyroscopic moment, nor will it produce
-                          asymmetric torque on the aircraft body.
-                          Asymmetric slipstream effects, when
-                          implemented, will also be zero when this is
-                          set.
-
-piston-engine: A piston engine definition.  This must be a subelement
-               of an enclosing <propeller> tag.
-               eng-power:    Maximum BHP of the engine at sea level.
-               eng-rpm:      The engine RPM at which eng-power is developed
-               displacement: The engine displacement in cubic inches.
-               compression:  The engine compression ratio.
-               turbo-mul:    The turbo/super-charger pressure multiplier.
-                             Static pressure will be multiplied by this
-                             value to get the manifold pressure.
-               wastegate-mp: The maximum manifold pressure.  Beyond
-                             this, the gate will release to keep the
-                             MP below this number. (inHG).  This value
-                             can be changed at runtime using the
-                             WASTEGATE control axis, which is a
-                             multiplier in the range [0:1].
-               turbo-lag:    Time lag, in seconds, for 90% of a power change
-                             to be reflected in the turbocharger boost
-                             pressure.
-
-turbine-engine: A turbine engine definition.  This must be a subelement
-                of an enclosing <propeller> tag.
-                eng-power:   Maximum BHP of the engine at a suitable
-                             cruise altitude.
-                eng-rpm:     The engine RPM at which eng-power is
-                             developed.  Note that this is "shaft" RPM
-                             as seen by the propeller.  Don't use a
-                             gear-ratio on the enclosing propeller, or
-                             else you'll get confused. :)
-                alt:         The altitude at which eng-power is developed.
-                             This should be high enough to be lower (!)
-                             than the flat-rating power.
-                flat-rating: The maximum allowed power developed by
-                             the engine.  Most turboprops are flat
-                             rated below a certain altitude and
-                             temperature range to prevent engine
-                             damage.
-                min-n2:      N2 (percent) turbine speed at zero throttle.
-                max-n2:      N2 (percent) turbine speed at max throttle.
-                bsfc:        Specific fuel consumption, in lbs/hr per
-                             horsepower.
-
-
-actionpt: Defines an "action point" for an enclosing jet or propeller
-          element.  This is the location where the force from the thruster
-          will be applied.
-          x,y,z:  The location of force application.
-
-gear:     Defines a landing gear.  Accepts <control> subelements to map
-          properties to steering and braking. Can also be used to simulate
-          floats. Although the coefficients are still called ..fric, it
-          is calculated in fluids as a drag (proportional to the square
-          of the speed). In fluids gears are not considered to detect
-          crashes (as on ground).
-          x,y,z:  The location of the fully-extended gear tip.
-          compression:  The distance in meters along the "up" axis that
-                        the gear will compress.
-          initial-load: The initial load of the spring in multiples of
-                        compression. Defaults to 0. (With this parameter
-                        a lower spring-constants will be used for the
-                        gear-> can reduce numerical problems (jitter))
-                        Note: the spring-constant is varied from 0%
-                        compression to 20% compression to get continuous
-                        behavior around 0 compression. (could be physically
-                        explained by wheel deformation)
-          upx/upy/upz:  The direction of compression, defaults to
-                        vertical (0,0,1) if unspecified.  These are
-                        used only for a direction -- the vector need
-                        not be normalized, as the length is specified
-                        by "compression".
-          sfric:        Static (non-skidding) coefficient of
-                        friction.  Defaults to 0.8.
-          dfric:        Dynamic friction.  Defaults to 0.7.
-          spring:       A dimensionless multiplier for the automatically
-                        generated spring constant.  Increase to make
-                        the gear stiffer, decrease to make it
-                        squishier.
-          damp:         A dimensionless multiplier for the automatically
-                        generated damping coefficient.  Decrease to
-                        make the gear "bouncier", increase to make it
-                        "slower".  Beware of increasing this too far:
-                        very high damping forces can make the numerics
-                        unstable.  If you can't make the gear stop
-                        bouncing with this number, try increasing the
-                        compression length instead.
-          on-water:     if this is set to "0" the gear will be ignored if
-                        on water. Defaults to "0"
-          on-solid:     if this set to "0" the gear will be ignored if
-                        not on water. Defaults to "1"
-          speed-planing:
-          spring-factor-not-planing:
-                        At zero speed the spring factor is multiplied by
-                        spring-factor-not-planing. Above speed-planing this
-                        factor is equal to 1. The idea is, to use this for
-                        floats simulating the transition from swimming to
-                        planing. speed-planing defaults to 0,
-                        spring-factor-not-planing defaults to 1.
-          reduce-friction-by-extension: at full extension the friction is
-                        reduced by this relative value. 0.7 means 30% friction
-                        at full extension. If you specify a value greater
-                        than one, the friction will be zero before reaching
-                        full extension. Defaults to "0"
-          ignored-by-solver: with the on-water/on-solid tags you can have more
-                        than one set of gears in one aircraft, If the solver
-                        (who automatically generates the spring constants)
-                        would take all gears into account, the result would be
-                        wrong. E. G. set this tag to "1" for all gears, which
-                        are not active on runways. Defaults to "0". You can
-                        not exclude all gears in the solving process.
-
-launchbar: Defines a catapult launchbar or strop.
-           x,y,z:      The location of the mount point of the launch bar or
-                       strop on the aircraft.
-           length:     The length of the launch bar from mount point to tip
-           down-angle: The max angle below the horizontal the
-                       launchbar can achieve.
-           up-angle:   The max angle above the horizontal the launchbar
-                       can achieve.
-           holdback-{x,y,z}: The location of the holdback mount point
-                             on the aircraft.
-           holdback-length: The length of the holdback from mount
-                            point to tip.  Note: holdback up-angle and
-                            down-angle are the same as those defined
-                            for the launchbar and are not specified in
-                            the configuration.
-
-tank:     A fuel tank.  Tanks in the aircraft are identified
-          numerically (starting from zero), in the order they are
-          defined in the file.  If the left tank is first, "tank[0]"
-          will be the left tank.
-          x,y,z:    The location of the tank.
-          capacity: The maximum contents of the tank, in pounds.  Not
-                    gallons -- YASim supports fuels of varying
-                    densities.
-          jet:      A boolean.  If present, this causes the fuel
-                    density to be treated as Jet-A.  Otherwise,
-                    gasoline density is used.  A more elaborate
-                    density setting (in pounds per gallon, for
-                    example) would be easy to implement.  Bug me.
-
-ballast:  This is a mechanism for modifying the mass distribution of
-          the aircraft.  A ballast setting specifies that a particular
-          amount of the empty weight of the aircraft must be placed at
-          a given location.  The remaining non-ballast weight will be
-          distributed "intelligently" across the fuselage and wing
-          objects.  Note again: this does NOT change the empty weight
-          of the aircraft.
-          x,y,z: The location of the ballast.
-          mass:  How much mass, in pounds, to put there.  Note that
-                 this value can be negative.  I find that I often need
-                 to "lighten" the tail of the aircraft.
-
-weight:   This is an added weight, something not part of the empty
-          weight of the aircraft, like passengers, cargo, or external
-          stores.  The actual value of the mass is not specified here,
-          instead, a mapping to a property is used.  This allows
-          external code, such as the panel, to control the weight
-          (loading a given cargo configuration from preference files,
-          dropping bombs at runtime, etc...)
-          x,y,z:      The location of the weight.
-          mass-prop:  The name of the fgfs property containing the
-                      mass, in pounds, of this weight.
-          size:       The aerodynamic "size", in meters, of the
-                      object.  This is important for external stores,
-                      which will cause drag.  For reasonably
-                      aerodynamic stuff like bombs, the size should be
-                      roughly the width of the object.  For other
-                      stuff, you're on your own.  The default is zero,
-                      which results in no aerodynamic force (internal
-                      cargo).
-
-solve-weight:
-          Subtag of approach and cruise parameters.  Used to specify a
-          non-zero setting for a <weight> tag during solution.  The
-          default is to assume all weights are zero at the given
-          performance numbers.
-          idx:    Index of the weight in the file (starting with zero).
-          weight: Weight setting in pounds.
-
-
-control-input:
-          This element manages a mapping from fgfs properties (user
-          input) to settable values on the aircraft's objects.  Note
-          that the value to be set MUST (!) be valid on the given
-          object type.  This is not checked for by the parser, and
-          will cause a runtime crash if you try it.  Wing's don't have
-          throttle controls, etc...  Note that multiple axes may be
-          set on the same value.  They are summed before setting.
-
-          axis:  The name of the double-valued fgfs property "axis" to
-                 use as input, such as "/controls/flight/aileron".
-          control: Which control axis to set on the objects.  It can have
-                   the following values:
-                  THROTTLE - The throttle on a jet or propeller.
-                  MIXTURE - The mixture on a propeller.
-                  REHEAT - The afterburner on a jet
-                  PROP - The propeller advance
-                  BRAKE - The brake on a gear.
-                  STEER - The steering angle on a gear.
-                  INCIDENCE - The incidence angle of a wing.
-                  FLAP0 - The flap0 deflection of a wing.
-                  FLAP1 - The flap1 deflection of a wing.
-                  SLAT - The slat extension of a wing.
-                  SPOILER - The spoiler extension for a wing.
-                  CYCLICAIL - The "aileron" cyclic input of a rotor
-                  CYCLICELE - The "elevator" cyclic input of a rotor
-                  COLLECTIVE - The collective input of a rotor
-                  ROTORENGINEON - If not equal zero the rotor is rotating
-                  WINCHRELSPEED - The relative winch speed
-                  {... and many more, see FGFDM.cpp ...}
-          invert: Negate the value of the property before setting on
-                  the object.
-          split:  Applicable to wing control surfaces.  Sets the
-                  normal value on the left wing, and a negated value
-                  on the right wing.
-          square: Squares the value before setting.  Useful for
-                  controls like steering that need a wide range, yet
-                  lots of sensitivity in the center.  Obviously only
-                  applicable to values that have a range of [-1:1] or
-                  [0:1].
-          src0/src1/dst0/dst1:
-                  If present, these defined a linear mapping from the
-                  source to the output value.  Input values in the
-                  range src0-src1 are mapped linearly to dst0-dst1,
-                  with clamping for input values that lie outside the
-                  range.
-
-control-output:
-          This can be used to pass the value of a YASim control axis
-          (after all mapping and summing is applied) back to the
-          property tree.
-
-          control: Name of the control axis.  See above.
-          prop:    Property node to receive the value.
-          side:    Optional, for split controls.  Either "right" or "left"
-          min/max: Clamping applied to output value.
-
-control-speed:
-          Some controls (most notably flaps and hydraulics) have
-          maximum slew rates and cannot respond instantly to pilot
-          input.  This can be implemented with a control-speed tag,
-          which defines a "transition time" required to slew through
-          the full input range.  Note that this tag is
-          semi-deprecated, complicated control input filtering can be
-          done much more robustly from a Nasal script.
-
-          control: Name of the control axis. See above.
-          transition-time: Time in seconds to slew through input range.
-
-control-setting:
-          This tag is used to define a particular setting for a
-          control axis inside the <cruise> or <approach> tags, where
-          obviously property input is not available.  It can be used,
-          for example, to inform the solver that the approach
-          performance values assume full flaps, etc...
-
-          axis:  Name of the control input (i.e. a property name)
-          value: Value of the control axis.
-
-hitch:    A hitch, can be used for winch-start (in gliders) or aerotow (in
-          gliders and motor aircrafts) or for external cargo with helicopter.
-          You can do aerotow over the net via multiplayer (see j3 and bocian
-          as an example).
-          
-          name:  the name of the hitch. must be aerotow if you want to do
-                 aerotow via multiplayer. You will find many properties
-                 at /sim/hitches/name. Most of them are directly tied to
-                 the internal variables, you can modify them as you like.
-                 You can add a listener to the property "broken", e. g. for
-                 playing a sound.
-          x,y,z: The position of the hitch
-          force-is-calculated-by-other: if you want to simulate aerotowing
-                 over the internet, set this value to "1" in the motor
-                 aircraft. Don't specify or set this to zero in gliders.
-                 In a LAN the time lag might be small enough to set it on
-                 both aircrafts to "0". It's intended, that this is done
-                 automatically in the future.
-
-tow: The tow used for aerotow or winch. This must be a subelement
-               of an enclosing <hitch> tag.
-          length: upstretched length in m
-          weight-per-meter: in kg/m
-          elastic-constant: lower values give higher elasticity
-          break-force: in N
-          mp-auto-connect-period: the every x seconds a towed multiplayer
-                 aircraft is searched. If found, this tow is connected
-                 automatically, parameters are copied from the other
-                 aircraft. Should be set only in the motor aircraft, not
-                 in the glider
-
-winch: The tow used for aerotow or winch. This must be a subelement
-               of an enclosing <hitch> tag.
-          max-tow-length:
-          min-tow-length:
-          initial-tow-length: all are in m. The initial tow length also 
-                 defines the length/search radius used for the mp-autoconnect
-                 feature
-          max-winch-speed: in m/s
-          power: in kW
-          max-force: in N
-
-
-rotor:    A rotor. Used for simulating helicopters. You can have one, two
-          or even more.
-          There is a drawing of a rotor in the Doc-directory
-          (README.yasim.rotor.png) Please find the measures from this drawing
-          for several parameters in square brackets [].
-          If you specify a rotor, you do not need to specify a wing or hstab,
-          the settings for approach and cruise will be ignored then. You have
-          to specify the solver results manually. See below.
-          The rotor generates downwash acting on all stabs, surfaces and
-          fuselages. For all fuselages in the rotor downwash you should
-          specify idrag="0" to get realistic results.
-
-          name:    The name of the rotor.
-                   (some data is stored at /rotors/name/)
-                   The rpm, cone angle, yaw angle and roll angle are stored
-                   for the complete rotor. For every blade the position
-                   angle, the flap angle and the incidence angle are stored.
-                   All angles are in degree, positive values always mean "up".
-                   This is not completely tested, but seem to work at least
-                   for rotors rotating counterclockwise.
-                   A value stall gives the fraction of the rotor in stall
-                   (weighted by the fraction the have on lift and drag
-                   without stall). Use this for modifying the rotor-sound.
-          x,y,z:   The position of the rotor center
-          nx,ny,nz: The normal of the rotor (pointing upwards, will be
-                   normalized by the computer)
-          fx,fy,fz: A Vector pointing forward, if not perpendicular to the
-                   normal it will be corrected by the computer
-          diameter: The diameter in meter [D]
-          numblades: The number of blades
-          weightperblade: The weight per blade in pounds
-          relbladecenter: The relative center of gravity of the blade. Maybe
-                   not 100% correct interpreted; use 0.5 for the start and
-                   change in small steps [b/R]
-          chord:     The chord of the blade its base, along the X axis
-                     (not normal to the leading edge, as it is
-                     sometimes defined). [c]
-          twist:     The difference between the incidence angle at the
-                     blade root and the incidence angle at the wing
-                     tip.  Typically, this is a negative number so
-                     that the rotor tips have a lower angle of attack.
-          taper:     The taper fraction, expressed as the tip chord
-                     divided by the root chord.  A taper of one is a
-                     bar blade, and zero would be a blade ending
-                     at a point.  Defaults to one. [d/c]
-          rel-len-where-incidence-is-measured: If the blade is twisted,
-                     you need a point where to measure the incidence angle.
-                     Zero means at the base, 1 means at the tip. Typically
-                     it should be something near 0.7
-          rel-len-blade-start: Typically the blade is not mounted in the
-                   center of the rotor [a/R]
-          rpm:     rounds per minute.
-          phi0:    initial position of this rotor
-          ccw:     determines if the rotor rotates clockwise (="0") or
-                   counterclockwise (="1"), (if you look on the top of the
-                   normal, so the bo105 has counterclockwise rotor).
-                   "true" and "false" are not any longer supported to
-                   increase my lifespan. ;-)
-          maxcollective: The maximum of the collective incidence in degree
-          mincollective: The minimum of the collective incidence in degree
-          maxcyclicele: The maximum of the cyclic incidence in degree for
-                   the elevator like function
-          mincyclicele: The minimum of the cyclic incidence in degree for
-                   the elevator like function
-          maxcyclicail: The maximum of the cyclic incidence in degree for
-                   the aileron like function
-          mincyclicail: The minimum of the cyclic incidence in degree for
-                   the aileron like function
-          airfoil-incidence-no-lift: non symmetric airfoils produces lift
-                   with no incidence. This is is the incidence, where the
-                   airfoil is producing no lift. Zero for symmetrical airfoils
-                   (default)
-          incidence-stall-zero-speed:
-          incidence-stall-half-sonic-speed: the stall incidence is a function
-                   of the speed. I found some measured data, where this is
-                   linear over a wide range of speed. Of course the linear
-                   region ends at higher speeds than zero, but just
-                   extrapolate the linear behavior to zero.
-          lift-factor-stall: In stall airfoils produce less lift. Without
-                   stall the c-lift of the profile is assumed to be
-                   sin(incidence-"airfoil-incidence-no-lift")*liftcoef;
-                   And in stall:
-                   sin(2*(incidence-"airfoil-incidence-no-lift"))*liftcoef*...
-                   ..."lift-factor-stall";
-                   Therefore this factor is not the quotient between lift
-                   with and without stall. Use 0.28 if you have no idea.
-          drag-factor-stall: The drag of an airfoil in stall is larger than
-                   without stall.
-                   Without stall c-drag is assumed to be
-                   abs(sin(incidence-"airfoil-incidence-no-lift"))...
-                   ..*dragcoef1+dragcoef0);
-                   With stall this is multiplied by drag-factor
-          stall-change-over: For incidence<"incidence-stall" there is no stall.
-                   For incidence>("incidence-stall"+"stall-change-over") there
-                   is stall. In the range between this incidences it is
-                   interpolated linear.
-
-          pitch-a:
-          pitch-b: collective incidence angles, If you start flightgear
-                   with --log-level=info, flightgear reports lift and needed
-                   power for theses incidence angles
-          forceatpitch-a:
-          poweratpitch-b:
-          poweratpitch-0: old tokens, not supported any longer, the result are
-                   not exactly the expected lift and power values. Will be
-                   removed in one of the next updates.directly.Use "real"
-                   coefficients instead (see below) and adjust the lift with
-                   rotor-correction-factor.
-
-          The airfoil of the rotor is described as follows:
-          The way is to define the lift and drag coefficients directly.
-          Without stall the c-lift of the profile is assumed to be
-                   sin(incidence-"airfoil-incidence-no-lift")*liftcoef;
-          And in stall:
-                   sin(2*(incidence-"airfoil-incidence-no-lift"))*liftcoef*...
-                   ..."lift-factor-stall";
-          Without stall c-drag is assumed to be
-                   abs(sin(incidence-"airfoil-incidence-no-lift"))...
-                   ..*dragcoef1+dragcoef0);
-          See above, how the coefficients are defined with stall.
-          The parameters:
-          airfoil-lift-coefficient: liftcoef
-          airfoil-drag-coefficient0: dragcoef0
-          airfoil-drag-coefficient1: dragcoef1
-                   To find the right values: see README.yasim.rotor.ods
-                   (Open Office file) or README.yasim.rotor.xls (Excel
-                   file). With theses files you can generate graphs of the
-                   airfoil coefficients and adjust the parameters to match
-                   real airfoils. For many airfoils you find data published
-                   in the internet. Parameters for the airfoils NACA 23012
-                   (main rotor of bo105) and NACA 0012 (tail rotor of bo105?)
-                   are included.
-
-          rotor-correction-factor:
-                   If you calculate the lift of a heli rotor or even of a
-                   propeller, you get a value larger than the real measured
-                   one. (Due to vortex effects.) This is considered in the
-                   simulation, but with a old theory by Prantl, which is known
-                   to give still too large. This is corrected by this token,
-                   default: 1
-          flapmin: Minimum flapping angle. (Should normally never reached)
-          flapmax: Maximum flapping angle. (Should normally never reached)
-          flap0:   Flapping angle at no rotation, i.e. -5
-          dynamic: this changes the reactions speed of the rotor to an input.
-                   normally 1 (Maybe there are rotors with a little faster
-                   reaction, than use a value a little greater than one.
-                   A value greater than one will result in a more inert,
-                   system. Maybe it's useful for simulating the rotor of the
-                   Bell UH1
-          rellenflaphinge: The relative length from the center of the rotor
-                   to the flapping hinge. Can be taken from pictures of the
-                   helicopter (i.e. 0 for Bell206, about 0.05 for most
-                   rotors) For rotors without flapping hinge (where the blade
-                   are twisted instead, i.e. Bo 105, Lynx) use a mean value,
-                   maybe 0.2. This value has a extreme result in the behavior
-                   of the rotor [F/r]
-          sharedflaphinge: determines, if the rotor has one central flapping
-                   hinge (="1") for the blades (like the Bell206 or the tail
-                   rotor of the Bo 105), default is "0".
-          delta3: Some rotors have a delta3 effect, which results in a
-                   decreasing of the incidence when the rotor is flapping.
-                   A value of 0 (as most helicopters have) means no change in
-                   incidence, a value of 1 result in a decreases of one degree
-                   per one degree flapping.
-                   So delta3 is the proportional factor between flapping and
-                   decrease of incidence. I.e. the tail rotor of a Bo105 has
-                   a delta3 of 1.
-                   In some publications delta3 is described by an angle. The
-                   value in YASim is the atan of this angle
-          delta:   A factor for the damping constant for the flapping. 1 means
-                   a analytical result, which is only a approximation. Has a
-                   very strong result in the reaction of the rotor system on
-                   control inputs.
-                   If you know the flapping angle for a given cyclic input you
-                   can adjust this by changing this value. Or if you now the
-                   maximum roll rate or ...
-          translift-maxfactor: Helicopters have "translational lift", which
-                   is due to turbulence. In forward flying the rotor gets less
-                   turbulence air and produces more lift. The factor is the
-                   quotient between lift at high airspeeds to the lift at
-                   hover (with same pitch).
-          translift-ve: the speed, where the translational lift reaches 1/e of
-                   the maximum value. In m/s.
-          ground-effect-constant: Near to the ground the rotor produces more
-                   torque than in higher altitudes. The ground effect is
-                   calculated as
-                   factor = 1+diameter/altitude*"ground-effect-constant"
-          number-of-parts:
-          number-of-segments: The rotor is simulated in "number-of-parts"
-                   different directions.
-                   In every direction the rotor is simulated at
-                   number-of-segments points. If the value is to small, the
-                   rotor will react unrealistic. If it is to high, cpu-power
-                   will be wasted. I now use a value of 8 for
-                   "number-of-parts" and 8 for number-of-segments for the main
-                   rotor and 4 for "number-of-parts" and 5 for
-                   "number-of-segments" for the tail rotor.
-                   "number-of-parts" must be a multiple of 4 (if not, it
-                   is corrected)
-          cyclic-factor: The response of a rotor to cyclic input is hard to
-                   calculate (its a damped oscillator in resonance, some
-                   parameters have very large impact to the cyclic response)
-                   With this parameter (default 1) you can adjust the
-                   simulator to the real helo.
-          downwashfactor: A factor for the downwash of the rotor, default 1.
-          balance: The balance of the rotor. 1.0: the rotor is 100% balanced,
-                   0.0: half of the blades are missing. Use a value near one
-                   (0.98 ... 0.999) to add some vibration.
-          tiltcenterx:
-          tiltcentery:
-          tiltcenterz: The center for the tilting of the complete rotorhead/
-                       mast. Can be used for simulating of the Osprey or small
-                       autogyros.
-          mintiltyaw:
-          mintiltpitch:
-          mintiltroll:
-          maxtiltyaw:
-          maxtiltpitch:
-          maxtiltroll: The limits (in degree) for tilting the rotor head
-
-          All rotor can have <control> subelements for the cyclic
-          (CYCLICELE, CYCLICAIL) and collective (COLLECTIVE) input.
-          and can have <control> subelements for the tilting the whole rotor
-          head around the y-axis (TILTPITCH), the x-axis (TILTROLL) and the
-          z-axis (TILTYAW). ROTORBALANCE is a factor for the balance.
-
-rotorgear: If you are using one ore more rotors you have to define a
-          rotorgear. It connects all the rotors and adds a simple engine.
-          In future it will be possible, to add a YASim-engine.
-          max-power-engine: the maximum power of the engine, in kW.
-          engine-prop-factor: the engine is working as a pd-regulator. This
-                   is the width of the regulation-band, or, in other words,
-                   the inverse of the proportional-factor of the regulator.
-                   If you set it to 0.02, than up to 98% of the rotor-rpm
-                   the engine will produce maximum torque. At 100% of
-                   the engine will produce no torque.  It is planned to use
-                   YASim-engines instead of this simple engine.
-          engine-accel-limit: The d-factor of the engine is defined as the
-                   maximum acceleration rate of the engine in %/s,
-                   default is 5%/s.
-          max-power-rotor-brake: the maximum power of the rotor brake, in kW
-                   at normal rpm (most? real rotor breaks would be overheated
-                   if used at normal rpm, but this is not simulated now)
-          rotorgear-friction: the power loss due to friction in kW at normal
-                   RPM
-          yasimdragfactor:
-          yasimliftfactor: the solver is not working with rotor-aircrafts.
-                   Therefore you have to specify the results yourself.
-                   10 for drag and 140 for lift seem to be good starting
-                   values. Although the solve is not invoked for aircrafts
-                   with at least one rotor, you need to specify the cruise
-                   and the approach settings. The approach speed is needed to
-                   calculate the gear springs. Use a speed of approx. 50knots.
-                   They do not need to match any real value.
-
-          The rotorgear needs a <control> subelement for the engine
-          (ROTORGEARENGINEON) and can have furhter <control> subelements:
-                   ROTORBRAKE: rotor brake
-                   ROTORRELTARGET: the target rpm of the engine relative to
-                               the "normal" value for the governor. Default is
-                               1.
-                   ROTORENGINEMAXRELTORQUE: the maximum torque of the engine
-                               relativ to the torque defined by the engine-
-                               power. Default is 1. By setting the rel-target
-                               to a large number you get control over the
-                               engine by this control.
-                               Alternativ you can use these two values for
-                               individual start-up sequences (see the s58)
-
+Coordinate system notes: All positions specified are in meters (which
+is weird, since all other units in the file are English).  The X axis
+points forward, Y is left, and Z is up.  Take your right hand, and
+hold it like a gun.  Your first and second fingers are the X and Y
+axes, and your upwards-pointing thumb is the Z.  This is slightly
+different from the coordinate system used by JSBSim.  Sorry.  The
+origin can be placed anywhere, so long as you are consistent.  I use
+the nose of the aircraft.
+
+XML Elements
+------------
+
+airplane: The top-level element for the file.  It contains only one
+          attribute:
+          mass: The empty (no fuel) weight, in pounds.
+
+approach: The approach parameters for the aircraft.  The solver will
+          generate an aircraft that matches these settings.  The element
+          can (and should) contain <control> elements indicating pilot
+          input settings, such as flaps and throttle, for the
+          approach.
+          speed: The approach airspeed, in knots TAS.
+          aoa:   The approach angle of attack, in degrees
+          fuel:  Fraction (0-1) of fuel in the tanks.  Default is 0.2.
+
+cruise:   The cruise speed and altitude for the solver to match.  As
+          above, this should contain <control> elements indicating
+          aircraft configuration.  Especially, make sure the engines
+          are generating enough thrust at cruise!
+          speed: The cruise speed, in knots TAS.
+          alt:   The cruise altitude, in feet MSL.
+          fuel:  Fraction (0-1) of fuel in the tanks.  Default is 0.2.
+
+cockpit:  The location of the cockpit (pilot eyepoint).
+          x,y,z: eyepoint location (see coordinates note)
+
+fuselage: This defines a tubelike structure.  It will be given an even
+          mass and aerodynamic force distribution by the solver.  You
+          can have as many as you like, in any orientation you please.
+          ax,ay,az: One end of the tube (typically the front)
+          bx,by,bz: The other ("back") end.
+          width:    The width of the tube, in meters.
+          taper:    The approximate radius at the "tips" of the fuselage
+                    expressed as a fraction (0-1) of the width value.
+          midpoint: The location of the widest part of the fuselage,
+                    expressed as a fraction of the distance between A and B.
+          idrag:    Multiplier for the "induced drag" generated by this
+                    object. Default is one. With idrag=0 the fuselage
+                    generates only drag.
+          cx,cy,cz: Factors for the generated drag in the fuselages "local
+                    coordinate system" with x pointing from end to front,
+                    z perpendicular to x with y=0 in the aircraft coordinate
+                    system. E.g. for a fuselage of a height of 2 times the
+                    width you can define cy=2 and (due to the doubled front
+                    surface) cx=2.
+
+wing:     This defines the main wing of the aircraft.  You can have
+          only one (but see below about using vstab objects for extra
+          lifting surfaces).  The wing should have a <stall> subelement to
+          indicate stall behavior, control surface subelements (flap0,
+          flap1, spoiler, slat) to indicate what and where the control
+          surfaces are, and <control> subelements to map user input
+          properties to the control surfaces.
+          x,y,z:     The "base" of the wing, specified as the location of
+                     the mid-chord (not leading edge, trailing edge, or
+                     aerodynamic center) point at the root of the LEFT
+                     (!)  wing.
+          length:    The length from the base of the wing to the midchord
+                     point at the tip.  Note that this is not the same
+                     thing as span.
+          chord:     The chord of the wing at its base, along the X axis
+                     (not normal to the leading edge, as it is
+                     sometimes defined).
+          incidence: The incidence angle at the wing root, in degrees.
+                     Zero is level with the fuselage (as in an
+                     aerobatic plane), positive means that the leading
+                     edge is higher than the trailing edge (as in a
+                     trainer).
+          twist:     The difference between the incidence angle at the
+                     wing root and the incidence angle at the wing
+                     tip.  Typically, this is a negative number so
+                     that the wing tips have a lower angle of attack
+                     and stall after the wing root (washout).
+          taper:     The taper fraction, expressed as the tip chord
+                     divided by the root chord.  A taper of one is a
+                     hershey bar wing, and zero would be a wing ending
+                     at a point.  Defaults to one.
+          sweep:     The sweep angle of the wing, in degrees.  Zero is
+                     no sweep, positive angles are swept back.
+                     Defaults to zero.
+          dihedral:  The dihedral angle of the wing.  Positive angles
+                     are upward dihedral.  Defaults to zero.
+          idrag:     Multiplier for the "induced drag" generated by this
+                     surface.  In general, low aspect wings will
+                     generate less induced drag per-AoA than high
+                     aspect (glider) wings.  This value isn't
+                     constrained well by the solution process, and may
+                     require tuning to get throttle settings correct in
+                     high AoA (approach) situations.
+          camber:    The lift produced by the wing at zero angle of
+                     attack, expressed as a fraction of the maximum
+                     lift produced at the stall AoA.
+
+hstab:    These defines the horizontal stabilizer of the aircraft.
+          Internally, it is just a wing object and therefore works the
+          same in XML.  You are allowed only one hstab object; the
+          solver needs to know which wing's incidence to play with to
+          get the aircraft trimmed correctly.
+
+vstab:    A "vertical" stabilizer.  Like hstab, this is just another
+          wing, with a few special properties.  The surface is not
+          "mirrored" as are wing and hstab objects.  If you define a
+          left wing only, you'll only get a left wing.  The default
+          dihedral, if unspecified, is 90 degrees instead of zero.
+          But all parameters are equally settable, so there's no
+          requirement that this object be "vertical" at all.  You can
+          use it for anything you like, such as extra wings for
+          biplanes.  Most importantly, these surfaces are not involved
+          with the solver computation, so you can have none, or as
+          many as you like.
+
+mstab:    A mirrored horizontal stabilizer. Exactly the same as wing, but
+          not involved with the solver computation, so you can have none,
+          or as many as you like.
+
+stall:    A subelement of a wing (or hstab/vstab/mstab) that specifies the
+          stall behavior.
+          aoa:   The stall angle (maximum lift) in degrees.  Note that
+                 this is relative to the wing, not the fuselage (since
+                 the wing may have a non-zero incidence angle).
+          width: The "width" of the stall, in degrees.  A high value
+                 indicates a gentle stall.  Low values are viscious
+                 for a non-twisted wing, but are acceptable for a
+                 twisted one (since the whole wing will not stall at
+                 the same time).
+          peak:  The height of the lift peak, relative to the
+                 post-stall secondary lift peak at 45 degrees.
+                 Defaults to 1.5.  This one is deep voodoo, and
+                 probably doesn't need to change much.  Bug me for an
+                 explanation if you're curious.
+
+flap0, flap1, slat, spoiler:
+          These are subelements of wing/hstab/vstab objects, and specify
+          the location and effectiveness of the control surfaces.
+          start:  The position along the wing where the control
+                  surface begins.  Zero is the root, one is the tip.
+          end:    The position where the surface ends, as above.
+          lift:   The lift multiplier for a flap or slat at full
+                  extension.  One is a no-op, a typical aileron might
+                  be 1.2 or so, a giant jetliner flap 2.0, and a
+                  spoiler 0.0.  For spoilers, the interpretation is a
+                  little different -- they spoil only "prestall" lift.
+                  Lift due purely to "flat plate" effects isn't
+                  affected.  For typical wings that stall at low AoA's
+                  essentially all lift is pre-stall and you don't have
+                  to care.  Jet fighters tend not to have wing
+                  spoilers, for exactly this reason.  This value is
+                  not applicable to slats, which affect stall AoA
+                  only.
+          drag:   The drag multiplier, as above.  Typically should be
+                  higher than the lift multiplier for flaps.
+          aoa:    Applicable only to slats.  This indicates the
+                  angle by which the stall AoA is translated by the
+                  slat extension.
+
+thruster: A very simple "thrust only" engine object.  Useful for
+          things like thrust vectoring nozzles.  All it does is map
+          its THROTTLE input axis to its output thrust rating.  Does
+          not consume fuel, etc...
+          thrust:   Maximum thrust in pounds
+          x,y,z:    The point on the airframe where thrust will be
+                    applied.
+          vx,vy,vy: The direction of the thrust in airframe
+                    coordinates.  The vector will be normalized
+                    automatically, so any non-zero vector will work
+                    fine.
+
+jet:      A turbojet/fan engine.  It accepts a <control> subelement to map a
+          property to its throttle setting, and an <actionpt> subelement
+          to place the action point of the thrust at a different
+          position than the mass of the engine.
+          x,y,z:          The location of the engine, as a point mass.
+                          If no actionpt is specified, this will also
+                          be the point of application of thrust.
+          mass:           The mass of the engine, in pounds.
+          thrust:         The maximum sea-level thrust, in pounds.
+          afterburner:    Maximum total thrust with afterburner/reheat,
+                          in pounds [defaults to "no additional
+                          thrust"].
+          rotate:         Vector angle of the thrust in degrees about the
+                          Y axis [0].
+          n1-idle:        Idling rotor speed [55].
+          n1-max:         Maximum rotor speed [102].
+          n2-idle:        Idling compressor speed [73].
+          n2-max:         Maximum compressor speed [103].
+          tsfc:           Thrust-specific fuel consumption [0.8].
+                          This should be considerably lower for modern
+                          turbofans.
+          egt:            Exhaust gas temperature at takeoff [1050].
+          epr:            Engine pressure ratio at takeoff [3.0].
+          exhaust-speed:  The maximum exhaust speed in knots [~1555].
+          spool-time:     Time, in seconds, for the engine to respond to
+                          90% of a commanded power setting.
+
+propeller: A propeller.  This element requires an engine subtag.
+           Currently <piston-engine> and <turbine-engine> are
+           supported.
+           x,y,z:         The position of the mass (!) of the
+                          engine/propeller combination.  If the point
+                          of force application is different (and it
+                          will be) it should be set with an <actionpt>
+                          subelement.
+           mass:          The mass of the engine/propeller, in pounds.
+           moment:        The moment, in kg-meters^2.  This has to be
+                          hand calculated and guessed at for now.  A
+                          more automated system will be forthcoming.
+                          Use a negative moment value for
+                          counter-rotating ("European" -- CCW as seen
+                          from behind the prop) propellers.
+                          A good guess for this value is the radius of
+                          the prop (in meters) squared times the mass
+                          (kg) divided by three; that is the moment of
+                          a plain "stick" bolted to the prop shaft.
+           radius:        The radius, in meters, or the propeller.
+           cruise-speed:  The max efficiency cruise speed of the
+                          propeller.  Generally not the same as the
+                          aircraft's cruise speed.
+           cruise-rpm:    The RPM of the propeller at max-eff. cruise.
+           cruise-power:  The power sunk by the prop at cruise, in horsepower.
+           cruise-alt:    The reference cruise altitude in feet.
+           takeoff-power: The takeoff power required by the propeller...
+           takeoff-rpm:   ...at the given takeoff RPM.
+           min-rpm:       The minimum operational RPM for a constant speed
+                          propeller.  This is the speed to which the
+                          prop governor will seek when the blue lever
+                          is at minimum.  The coarse-stop attribute
+                          limits how far the governor can go into trying
+                          to reach this RPM.
+           max-rpm:       The maximum operational RPM for a constant speed
+                          propeller.  See above.  The fine-stop attribute
+                          limits how far the governor can go in trying
+                          to reach this RPM.
+           fine-stop:     The minimum pitch of the propeller (high RPM) as a
+                          ratio of ideal cruise pitch.  This is set to 0.25
+                          by default -- a higher value will result in a
+                          lower RPM at low power settings (e.g. idle, taxi,
+                          and approach).
+           coarse-stop:   The maximum pitch of the propeller (low RPM) as
+                          a ratio of ideal cruise pitch.  This is set to
+                          4.0 by default -- a lower value may result in a
+                          higher RPM at high power settings.
+           gear-ratio:    The factor by which the engine RPM is multiplied
+                          to produce the propeller RPM.  Optional (defaults
+                          to 1.0).
+           contra:        When set (contra="1"), this indicates that the
+                          propeller is a contra-rotating pair.  It
+                          will not contribute to the aircraft's net
+                          gyroscopic moment, nor will it produce
+                          asymmetric torque on the aircraft body.
+                          Asymmetric slipstream effects, when
+                          implemented, will also be zero when this is
+                          set.
+
+piston-engine: A piston engine definition.  This must be a subelement
+               of an enclosing <propeller> tag.
+               eng-power:    Maximum BHP of the engine at sea level.
+               eng-rpm:      The engine RPM at which eng-power is developed
+               displacement: The engine displacement in cubic inches.
+               compression:  The engine compression ratio.
+               turbo-mul:    The turbo/super-charger pressure multiplier.
+                             Static pressure will be multiplied by this
+                             value to get the manifold pressure.
+               wastegate-mp: The maximum manifold pressure.  Beyond
+                             this, the gate will release to keep the
+                             MP below this number. (inHG).  This value
+                             can be changed at runtime using the
+                             WASTEGATE control axis, which is a
+                             multiplier in the range [0:1].
+               turbo-lag:    Time lag, in seconds, for 90% of a power change
+                             to be reflected in the turbocharger boost
+                             pressure.
+
+turbine-engine: A turbine engine definition.  This must be a subelement
+                of an enclosing <propeller> tag.
+                eng-power:   Maximum BHP of the engine at a suitable
+                             cruise altitude.
+                eng-rpm:     The engine RPM at which eng-power is
+                             developed.  Note that this is "shaft" RPM
+                             as seen by the propeller.  Don't use a
+                             gear-ratio on the enclosing propeller, or
+                             else you'll get confused. :)
+                alt:         The altitude at which eng-power is developed.
+                             This should be high enough to be lower (!)
+                             than the flat-rating power.
+                flat-rating: The maximum allowed power developed by
+                             the engine.  Most turboprops are flat
+                             rated below a certain altitude and
+                             temperature range to prevent engine
+                             damage.
+                min-n2:      N2 (percent) turbine speed at zero throttle.
+                max-n2:      N2 (percent) turbine speed at max throttle.
+                bsfc:        Specific fuel consumption, in lbs/hr per
+                             horsepower.
+
+
+actionpt: Defines an "action point" for an enclosing jet or propeller
+          element.  This is the location where the force from the thruster
+          will be applied.
+          x,y,z:  The location of force application.
+
+gear:     Defines a landing gear.  Accepts <control> subelements to map
+          properties to steering and braking. Can also be used to simulate
+          floats. Although the coefficients are still called ..fric, it
+          is calculated in fluids as a drag (proportional to the square
+          of the speed). In fluids gears are not considered to detect
+          crashes (as on ground).
+          x,y,z:  The location of the fully-extended gear tip.
+          compression:  The distance in meters along the "up" axis that
+                        the gear will compress.
+          initial-load: The initial load of the spring in multiples of
+                        compression. Defaults to 0. (With this parameter
+                        a lower spring-constants will be used for the
+                        gear-> can reduce numerical problems (jitter))
+                        Note: the spring-constant is varied from 0%
+                        compression to 20% compression to get continuous
+                        behavior around 0 compression. (could be physically
+                        explained by wheel deformation)
+          upx/upy/upz:  The direction of compression, defaults to
+                        vertical (0,0,1) if unspecified.  These are
+                        used only for a direction -- the vector need
+                        not be normalized, as the length is specified
+                        by "compression".
+          sfric:        Static (non-skidding) coefficient of
+                        friction.  Defaults to 0.8.
+          dfric:        Dynamic friction.  Defaults to 0.7.
+          spring:       A dimensionless multiplier for the automatically
+                        generated spring constant.  Increase to make
+                        the gear stiffer, decrease to make it
+                        squishier.
+          damp:         A dimensionless multiplier for the automatically
+                        generated damping coefficient.  Decrease to
+                        make the gear "bouncier", increase to make it
+                        "slower".  Beware of increasing this too far:
+                        very high damping forces can make the numerics
+                        unstable.  If you can't make the gear stop
+                        bouncing with this number, try increasing the
+                        compression length instead.
+          on-water:     if this is set to "0" the gear will be ignored if
+                        on water. Defaults to "0"
+          on-solid:     if this set to "0" the gear will be ignored if
+                        not on water. Defaults to "1"
+          speed-planing:
+          spring-factor-not-planing:
+                        At zero speed the spring factor is multiplied by
+                        spring-factor-not-planing. Above speed-planing this
+                        factor is equal to 1. The idea is, to use this for
+                        floats simulating the transition from swimming to
+                        planing. speed-planing defaults to 0,
+                        spring-factor-not-planing defaults to 1.
+          reduce-friction-by-extension: at full extension the friction is
+                        reduced by this relative value. 0.7 means 30% friction
+                        at full extension. If you specify a value greater
+                        than one, the friction will be zero before reaching
+                        full extension. Defaults to "0"
+          ignored-by-solver: with the on-water/on-solid tags you can have more
+                        than one set of gears in one aircraft, If the solver
+                        (who automatically generates the spring constants)
+                        would take all gears into account, the result would be
+                        wrong. E. G. set this tag to "1" for all gears, which
+                        are not active on runways. Defaults to "0". You can
+                        not exclude all gears in the solving process.
+
+launchbar: Defines a catapult launchbar or strop.
+           x,y,z:      The location of the mount point of the launch bar or
+                       strop on the aircraft.
+           length:     The length of the launch bar from mount point to tip
+           down-angle: The max angle below the horizontal the
+                       launchbar can achieve.
+           up-angle:   The max angle above the horizontal the launchbar
+                       can achieve.
+           holdback-{x,y,z}: The location of the holdback mount point
+                             on the aircraft.
+           holdback-length: The length of the holdback from mount
+                            point to tip.  Note: holdback up-angle and
+                            down-angle are the same as those defined
+                            for the launchbar and are not specified in
+                            the configuration.
+
+tank:     A fuel tank.  Tanks in the aircraft are identified
+          numerically (starting from zero), in the order they are
+          defined in the file.  If the left tank is first, "tank[0]"
+          will be the left tank.
+          x,y,z:    The location of the tank.
+          capacity: The maximum contents of the tank, in pounds.  Not
+                    gallons -- YASim supports fuels of varying
+                    densities.
+          jet:      A boolean.  If present, this causes the fuel
+                    density to be treated as Jet-A.  Otherwise,
+                    gasoline density is used.  A more elaborate
+                    density setting (in pounds per gallon, for
+                    example) would be easy to implement.  Bug me.
+
+ballast:  This is a mechanism for modifying the mass distribution of
+          the aircraft.  A ballast setting specifies that a particular
+          amount of the empty weight of the aircraft must be placed at
+          a given location.  The remaining non-ballast weight will be
+          distributed "intelligently" across the fuselage and wing
+          objects.  Note again: this does NOT change the empty weight
+          of the aircraft.
+          x,y,z: The location of the ballast.
+          mass:  How much mass, in pounds, to put there.  Note that
+                 this value can be negative.  I find that I often need
+                 to "lighten" the tail of the aircraft.
+
+weight:   This is an added weight, something not part of the empty
+          weight of the aircraft, like passengers, cargo, or external
+          stores.  The actual value of the mass is not specified here,
+          instead, a mapping to a property is used.  This allows
+          external code, such as the panel, to control the weight
+          (loading a given cargo configuration from preference files,
+          dropping bombs at runtime, etc...)
+          x,y,z:      The location of the weight.
+          mass-prop:  The name of the fgfs property containing the
+                      mass, in pounds, of this weight.
+          size:       The aerodynamic "size", in meters, of the
+                      object.  This is important for external stores,
+                      which will cause drag.  For reasonably
+                      aerodynamic stuff like bombs, the size should be
+                      roughly the width of the object.  For other
+                      stuff, you're on your own.  The default is zero,
+                      which results in no aerodynamic force (internal
+                      cargo).
+
+solve-weight:
+          Subtag of approach and cruise parameters.  Used to specify a
+          non-zero setting for a <weight> tag during solution.  The
+          default is to assume all weights are zero at the given
+          performance numbers.
+          idx:    Index of the weight in the file (starting with zero).
+          weight: Weight setting in pounds.
+
+
+control-input:
+          This element manages a mapping from fgfs properties (user
+          input) to settable values on the aircraft's objects.  Note
+          that the value to be set MUST (!) be valid on the given
+          object type.  This is not checked for by the parser, and
+          will cause a runtime crash if you try it.  Wing's don't have
+          throttle controls, etc...  Note that multiple axes may be
+          set on the same value.  They are summed before setting.
+
+          axis:  The name of the double-valued fgfs property "axis" to
+                 use as input, such as "/controls/flight/aileron".
+          control: Which control axis to set on the objects.  It can have
+                   the following values:
+                  THROTTLE - The throttle on a jet or propeller.
+                  MIXTURE - The mixture on a propeller.
+                  REHEAT - The afterburner on a jet
+                  PROP - The propeller advance
+                  BRAKE - The brake on a gear.
+                  STEER - The steering angle on a gear.
+                  INCIDENCE - The incidence angle of a wing.
+                  FLAP0 - The flap0 deflection of a wing.
+                  FLAP1 - The flap1 deflection of a wing.
+                  FLAP[0/1]EFFECTIVENESS - a multiplier for flap lift, but not drag 
+                                           (useful for blown flaps
+                  SLAT - The slat extension of a wing.
+                  SPOILER - The spoiler extension for a wing.
+                  CYCLICAIL - The "aileron" cyclic input of a rotor
+                  CYCLICELE - The "elevator" cyclic input of a rotor
+                  COLLECTIVE - The collective input of a rotor
+                  ROTORENGINEON - If not equal zero the rotor is rotating
+                  WINCHRELSPEED - The relative winch speed
+                  {... and many more, see FGFDM.cpp ...}
+          invert: Negate the value of the property before setting on
+                  the object.
+          split:  Applicable to wing control surfaces.  Sets the
+                  normal value on the left wing, and a negated value
+                  on the right wing.
+          square: Squares the value before setting.  Useful for
+                  controls like steering that need a wide range, yet
+                  lots of sensitivity in the center.  Obviously only
+                  applicable to values that have a range of [-1:1] or
+                  [0:1].
+          src0/src1/dst0/dst1:
+                  If present, these defined a linear mapping from the
+                  source to the output value.  Input values in the
+                  range src0-src1 are mapped linearly to dst0-dst1,
+                  with clamping for input values that lie outside the
+                  range.
+
+control-output:
+          This can be used to pass the value of a YASim control axis
+          (after all mapping and summing is applied) back to the
+          property tree.
+
+          control: Name of the control axis.  See above.
+          prop:    Property node to receive the value.
+          side:    Optional, for split controls.  Either "right" or "left"
+          min/max: Clamping applied to output value.
+
+control-speed:
+          Some controls (most notably flaps and hydraulics) have
+          maximum slew rates and cannot respond instantly to pilot
+          input.  This can be implemented with a control-speed tag,
+          which defines a "transition time" required to slew through
+          the full input range.  Note that this tag is
+          semi-deprecated, complicated control input filtering can be
+          done much more robustly from a Nasal script.
+
+          control: Name of the control axis. See above.
+          transition-time: Time in seconds to slew through input range.
+
+control-setting:
+          This tag is used to define a particular setting for a
+          control axis inside the <cruise> or <approach> tags, where
+          obviously property input is not available.  It can be used,
+          for example, to inform the solver that the approach
+          performance values assume full flaps, etc...
+
+          axis:  Name of the control input (i.e. a property name)
+          value: Value of the control axis.
+
+hitch:    A hitch, can be used for winch-start (in gliders) or aerotow (in
+          gliders and motor aircrafts) or for external cargo with helicopter.
+          You can do aerotow over the net via multiplayer (see j3 and bocian
+          as an example).
+          
+          name:  the name of the hitch. must be aerotow if you want to do
+                 aerotow via multiplayer. You will find many properties
+                 at /sim/hitches/name. Most of them are directly tied to
+                 the internal variables, you can modify them as you like.
+                 You can add a listener to the property "broken", e. g. for
+                 playing a sound.
+          x,y,z: The position of the hitch
+          force-is-calculated-by-other: if you want to simulate aerotowing
+                 over the internet, set this value to "1" in the motor
+                 aircraft. Don't specify or set this to zero in gliders.
+                 In a LAN the time lag might be small enough to set it on
+                 both aircrafts to "0". It's intended, that this is done
+                 automatically in the future.
+
+tow: The tow used for aerotow or winch. This must be a subelement
+               of an enclosing <hitch> tag.
+          length: upstretched length in m
+          weight-per-meter: in kg/m
+          elastic-constant: lower values give higher elasticity
+          break-force: in N
+          mp-auto-connect-period: the every x seconds a towed multiplayer
+                 aircraft is searched. If found, this tow is connected
+                 automatically, parameters are copied from the other
+                 aircraft. Should be set only in the motor aircraft, not
+                 in the glider
+
+winch: The tow used for aerotow or winch. This must be a subelement
+               of an enclosing <hitch> tag.
+          max-tow-length:
+          min-tow-length:
+          initial-tow-length: all are in m. The initial tow length also 
+                 defines the length/search radius used for the mp-autoconnect
+                 feature
+          max-winch-speed: in m/s
+          power: in kW
+          max-force: in N
+
+
+rotor:    A rotor. Used for simulating helicopters. You can have one, two
+          or even more.
+          There is a drawing of a rotor in the Doc-directory
+          (README.yasim.rotor.png) Please find the measures from this drawing
+          for several parameters in square brackets [].
+          If you specify a rotor, you do not need to specify a wing or hstab,
+          the settings for approach and cruise will be ignored then. You have
+          to specify the solver results manually. See below.
+          The rotor generates downwash acting on all stabs, surfaces and
+          fuselages. For all fuselages in the rotor downwash you should
+          specify idrag="0" to get realistic results.
+
+          name:    The name of the rotor.
+                   (some data is stored at /rotors/name/)
+                   The rpm, cone angle, yaw angle and roll angle are stored
+                   for the complete rotor. For every blade the position
+                   angle, the flap angle and the incidence angle are stored.
+                   All angles are in degree, positive values always mean "up".
+                   This is not completely tested, but seem to work at least
+                   for rotors rotating counterclockwise.
+                   A value stall gives the fraction of the rotor in stall
+                   (weighted by the fraction the have on lift and drag
+                   without stall). Use this for modifying the rotor-sound.
+          x,y,z:   The position of the rotor center
+          nx,ny,nz: The normal of the rotor (pointing upwards, will be
+                   normalized by the computer)
+          fx,fy,fz: A Vector pointing forward, if not perpendicular to the
+                   normal it will be corrected by the computer
+          diameter: The diameter in meter [D]
+          numblades: The number of blades
+          weightperblade: The weight per blade in pounds
+          relbladecenter: The relative center of gravity of the blade. Maybe
+                   not 100% correct interpreted; use 0.5 for the start and
+                   change in small steps [b/R]
+          chord:     The chord of the blade its base, along the X axis
+                     (not normal to the leading edge, as it is
+                     sometimes defined). [c]
+          twist:     The difference between the incidence angle at the
+                     blade root and the incidence angle at the wing
+                     tip.  Typically, this is a negative number so
+                     that the rotor tips have a lower angle of attack.
+          taper:     The taper fraction, expressed as the tip chord
+                     divided by the root chord.  A taper of one is a
+                     bar blade, and zero would be a blade ending
+                     at a point.  Defaults to one. [d/c]
+          rel-len-where-incidence-is-measured: If the blade is twisted,
+                     you need a point where to measure the incidence angle.
+                     Zero means at the base, 1 means at the tip. Typically
+                     it should be something near 0.7
+          rel-len-blade-start: Typically the blade is not mounted in the
+                   center of the rotor [a/R]
+          rpm:     rounds per minute.
+          phi0:    initial position of this rotor
+          ccw:     determines if the rotor rotates clockwise (="0") or
+                   counterclockwise (="1"), (if you look on the top of the
+                   normal, so the bo105 has counterclockwise rotor).
+                   "true" and "false" are not any longer supported to
+                   increase my lifespan. ;-)
+          maxcollective: The maximum of the collective incidence in degree
+          mincollective: The minimum of the collective incidence in degree
+          maxcyclicele: The maximum of the cyclic incidence in degree for
+                   the elevator like function
+          mincyclicele: The minimum of the cyclic incidence in degree for
+                   the elevator like function
+          maxcyclicail: The maximum of the cyclic incidence in degree for
+                   the aileron like function
+          mincyclicail: The minimum of the cyclic incidence in degree for
+                   the aileron like function
+          airfoil-incidence-no-lift: non symmetric airfoils produces lift
+                   with no incidence. This is is the incidence, where the
+                   airfoil is producing no lift. Zero for symmetrical airfoils
+                   (default)
+          incidence-stall-zero-speed:
+          incidence-stall-half-sonic-speed: the stall incidence is a function
+                   of the speed. I found some measured data, where this is
+                   linear over a wide range of speed. Of course the linear
+                   region ends at higher speeds than zero, but just
+                   extrapolate the linear behavior to zero.
+          lift-factor-stall: In stall airfoils produce less lift. Without
+                   stall the c-lift of the profile is assumed to be
+                   sin(incidence-"airfoil-incidence-no-lift")*liftcoef;
+                   And in stall:
+                   sin(2*(incidence-"airfoil-incidence-no-lift"))*liftcoef*...
+                   ..."lift-factor-stall";
+                   Therefore this factor is not the quotient between lift
+                   with and without stall. Use 0.28 if you have no idea.
+          drag-factor-stall: The drag of an airfoil in stall is larger than
+                   without stall.
+                   Without stall c-drag is assumed to be
+                   abs(sin(incidence-"airfoil-incidence-no-lift"))...
+                   ..*dragcoef1+dragcoef0);
+                   With stall this is multiplied by drag-factor
+          stall-change-over: For incidence<"incidence-stall" there is no stall.
+                   For incidence>("incidence-stall"+"stall-change-over") there
+                   is stall. In the range between this incidences it is
+                   interpolated linear.
+
+          pitch-a:
+          pitch-b: collective incidence angles, If you start flightgear
+                   with --log-level=info, flightgear reports lift and needed
+                   power for theses incidence angles
+          forceatpitch-a:
+          poweratpitch-b:
+          poweratpitch-0: old tokens, not supported any longer, the result are
+                   not exactly the expected lift and power values. Will be
+                   removed in one of the next updates.directly.Use "real"
+                   coefficients instead (see below) and adjust the lift with
+                   rotor-correction-factor.
+
+          The airfoil of the rotor is described as follows:
+          The way is to define the lift and drag coefficients directly.
+          Without stall the c-lift of the profile is assumed to be
+                   sin(incidence-"airfoil-incidence-no-lift")*liftcoef;
+          And in stall:
+                   sin(2*(incidence-"airfoil-incidence-no-lift"))*liftcoef*...
+                   ..."lift-factor-stall";
+          Without stall c-drag is assumed to be
+                   abs(sin(incidence-"airfoil-incidence-no-lift"))...
+                   ..*dragcoef1+dragcoef0);
+          See above, how the coefficients are defined with stall.
+          The parameters:
+          airfoil-lift-coefficient: liftcoef
+          airfoil-drag-coefficient0: dragcoef0
+          airfoil-drag-coefficient1: dragcoef1
+                   To find the right values: see README.yasim.rotor.ods
+                   (Open Office file) or README.yasim.rotor.xls (Excel
+                   file). With theses files you can generate graphs of the
+                   airfoil coefficients and adjust the parameters to match
+                   real airfoils. For many airfoils you find data published
+                   in the internet. Parameters for the airfoils NACA 23012
+                   (main rotor of bo105) and NACA 0012 (tail rotor of bo105?)
+                   are included.
+
+          rotor-correction-factor:
+                   If you calculate the lift of a heli rotor or even of a
+                   propeller, you get a value larger than the real measured
+                   one. (Due to vortex effects.) This is considered in the
+                   simulation, but with a old theory by Prantl, which is known
+                   to give still too large. This is corrected by this token,
+                   default: 1
+          flapmin: Minimum flapping angle. (Should normally never reached)
+          flapmax: Maximum flapping angle. (Should normally never reached)
+          flap0:   Flapping angle at no rotation, i.e. -5
+          dynamic: this changes the reactions speed of the rotor to an input.
+                   normally 1 (Maybe there are rotors with a little faster
+                   reaction, than use a value a little greater than one.
+                   A value greater than one will result in a more inert,
+                   system. Maybe it's useful for simulating the rotor of the
+                   Bell UH1
+          rellenflaphinge: The relative length from the center of the rotor
+                   to the flapping hinge. Can be taken from pictures of the
+                   helicopter (i.e. 0 for Bell206, about 0.05 for most
+                   rotors) For rotors without flapping hinge (where the blade
+                   are twisted instead, i.e. Bo 105, Lynx) use a mean value,
+                   maybe 0.2. This value has a extreme result in the behavior
+                   of the rotor [F/r]
+          sharedflaphinge: determines, if the rotor has one central flapping
+                   hinge (="1") for the blades (like the Bell206 or the tail
+                   rotor of the Bo 105), default is "0".
+          delta3: Some rotors have a delta3 effect, which results in a
+                   decreasing of the incidence when the rotor is flapping.
+                   A value of 0 (as most helicopters have) means no change in
+                   incidence, a value of 1 result in a decreases of one degree
+                   per one degree flapping.
+                   So delta3 is the proportional factor between flapping and
+                   decrease of incidence. I.e. the tail rotor of a Bo105 has
+                   a delta3 of 1.
+                   In some publications delta3 is described by an angle. The
+                   value in YASim is the atan of this angle
+          delta:   A factor for the damping constant for the flapping. 1 means
+                   a analytical result, which is only a approximation. Has a
+                   very strong result in the reaction of the rotor system on
+                   control inputs.
+                   If you know the flapping angle for a given cyclic input you
+                   can adjust this by changing this value. Or if you now the
+                   maximum roll rate or ...
+          translift-maxfactor: Helicopters have "translational lift", which
+                   is due to turbulence. In forward flying the rotor gets less
+                   turbulence air and produces more lift. The factor is the
+                   quotient between lift at high airspeeds to the lift at
+                   hover (with same pitch).
+          translift-ve: the speed, where the translational lift reaches 1/e of
+                   the maximum value. In m/s.
+          ground-effect-constant: Near to the ground the rotor produces more
+                   torque than in higher altitudes. The ground effect is
+                   calculated as
+                   factor = 1+diameter/altitude*"ground-effect-constant"
+          number-of-parts:
+          number-of-segments: The rotor is simulated in "number-of-parts"
+                   different directions.
+                   In every direction the rotor is simulated at
+                   number-of-segments points. If the value is to small, the
+                   rotor will react unrealistic. If it is to high, cpu-power
+                   will be wasted. I now use a value of 8 for
+                   "number-of-parts" and 8 for number-of-segments for the main
+                   rotor and 4 for "number-of-parts" and 5 for
+                   "number-of-segments" for the tail rotor.
+                   "number-of-parts" must be a multiple of 4 (if not, it
+                   is corrected)
+          cyclic-factor: The response of a rotor to cyclic input is hard to
+                   calculate (its a damped oscillator in resonance, some
+                   parameters have very large impact to the cyclic response)
+                   With this parameter (default 1) you can adjust the
+                   simulator to the real helo.
+          downwashfactor: A factor for the downwash of the rotor, default 1.
+          balance: The balance of the rotor. 1.0: the rotor is 100% balanced,
+                   0.0: half of the blades are missing. Use a value near one
+                   (0.98 ... 0.999) to add some vibration.
+          tiltcenterx:
+          tiltcentery:
+          tiltcenterz: The center for the tilting of the complete rotorhead/
+                       mast. Can be used for simulating of the Osprey or small
+                       autogyros.
+          mintiltyaw:
+          mintiltpitch:
+          mintiltroll:
+          maxtiltyaw:
+          maxtiltpitch:
+          maxtiltroll: The limits (in degree) for tilting the rotor head
+
+          All rotor can have <control> subelements for the cyclic
+          (CYCLICELE, CYCLICAIL) and collective (COLLECTIVE) input.
+          and can have <control> subelements for the tilting the whole rotor
+          head around the y-axis (TILTPITCH), the x-axis (TILTROLL) and the
+          z-axis (TILTYAW). ROTORBALANCE is a factor for the balance.
+
+rotorgear: If you are using one ore more rotors you have to define a
+          rotorgear. It connects all the rotors and adds a simple engine.
+          In future it will be possible, to add a YASim-engine.
+          max-power-engine: the maximum power of the engine, in kW.
+          engine-prop-factor: the engine is working as a pd-regulator. This
+                   is the width of the regulation-band, or, in other words,
+                   the inverse of the proportional-factor of the regulator.
+                   If you set it to 0.02, than up to 98% of the rotor-rpm
+                   the engine will produce maximum torque. At 100% of
+                   the engine will produce no torque.  It is planned to use
+                   YASim-engines instead of this simple engine.
+          engine-accel-limit: The d-factor of the engine is defined as the
+                   maximum acceleration rate of the engine in %/s,
+                   default is 5%/s.
+          max-power-rotor-brake: the maximum power of the rotor brake, in kW
+                   at normal rpm (most? real rotor breaks would be overheated
+                   if used at normal rpm, but this is not simulated now)
+          rotorgear-friction: the power loss due to friction in kW at normal
+                   RPM
+          yasimdragfactor:
+          yasimliftfactor: the solver is not working with rotor-aircrafts.
+                   Therefore you have to specify the results yourself.
+                   10 for drag and 140 for lift seem to be good starting
+                   values. Although the solve is not invoked for aircrafts
+                   with at least one rotor, you need to specify the cruise
+                   and the approach settings. The approach speed is needed to
+                   calculate the gear springs. Use a speed of approx. 50knots.
+                   They do not need to match any real value.
+
+          The rotorgear needs a <control> subelement for the engine
+          (ROTORGEARENGINEON) and can have furhter <control> subelements:
+                   ROTORBRAKE: rotor brake
+                   ROTORRELTARGET: the target rpm of the engine relative to
+                               the "normal" value for the governor. Default is
+                               1.
+                   ROTORENGINEMAXRELTORQUE: the maximum torque of the engine
+                               relativ to the torque defined by the engine-
+                               power. Default is 1. By setting the rel-target
+                               to a large number you get control over the
+                               engine by this control.
+                               Alternativ you can use these two values for
+                               individual start-up sequences (see the s58)
+