Start here
A few places to begin, from the aircraft’s story to the people who fly it.
Meet the aircraft
The Brazilian Air Force Academy describes the Tucano’s introduction as a replacement for the Cessna T-37 and records the start of fourth-year cadet instruction on 1 July 1984. Its historical entry follows the aircraft through training, demonstration and other service roles. The simulator product represents the EMB 312/T-27; the later Super Tucano is a separate aircraft.
Aircraft background
Brazilian Air Force Academy · Read more ↗Into the cockpit
YouTube Eric Moya Walkaround
Embraer EMB 312 Tucano Formation Flight from the Cockpit
A cockpit view during a formation flight.
Real EMB 312 Tucano; Honduran Air Force
Watch on YouTube ↗
YouTube Eric Moya Walkaround · 6 min ·
Embraer EMB 312 Tucano, Fuerza Aerea Hondureña, Aeroshow Desde la Cabina
Cockpit and exterior footage of a Honduran Air Force Tucano display.
Real aircraft · Embraer EMB 312 Tucano
Watch on YouTube ↗Preview images are served by AirframeDB. Videos open on YouTube only when you choose to watch.
Meet Embraer EMB 312 Tucano
The Brazilian Air Force Academy describes the Tucano’s introduction as a replacement for the Cessna T-37 and records the start of fourth-year cadet instruction on 1 July 1984. Its historical entry follows the aircraft through training, demonstration and other service roles. The simulator product represents the EMB 312/T-27; the later Super Tucano is a separate aircraft.
History & design
A Brazilian turboprop trainer
Embraer introduced the EMB 312 Tucano while expanding its military-aircraft work at the beginning of the 1980s. The programme pursued the training role with turboprop propulsion, seeking lower operating costs than contemporary jet trainers.
Embraer · Embraer historical chronology ↗Embraer EMB 312 Tucano history
The public debut in August 1980
The manufacturer’s chronology records the prototype’s public presentation and official first-flight ceremony on 19 August 1980. That wording identifies the documented milestone without assuming every earlier development movement was a public flight. The EMB 312 history belongs to the original Tucano, not the later Super Tucano.
Embraer · Embraer historical chronology ↗Embraer EMB 312 Tucano history
Replacing the Academy’s jet trainer
The Brazilian Air Force Academy describes the T-27 as a replacement for its Cessna T-37 and dates fourth-year cadet instruction on the Tucano to 1 July 1984. Its cockpit was intended to familiarize students with the layout of a fighter. The Academy also records the type in demonstration, attack and flight-test roles, with designations that changed by mission and period. Its T-27 reference lists the PT6A-25C at 750 shp and an 11.14 m span.
Brazilian Air Force Academy · T-27 Tucano FAB 1337 ↗Brazilian Air Force Academy T-27 reference; original EMB 312
In your simulator
No released simulator product is listed for this aircraft in the developers reviewed. Announced products are excluded.
Manuals & resources
Read the original documentation from the people who created it. Manuals open on their publisher’s website.
Aircraft background
T-27 Tucano: Academy aircraft historyBrazilian Air Force Academy · Aircraft background; checked 2026-09-14Aircraft documentation
Embraer historical chronologyEmbraer · Manufacturer historical timeline: EMB 312 context and official 19 August 1980 presentation T-27 Tucano FAB 1337Brazilian Air Force Academy · Academy aircraft history and specificationsBuilt-in force-feedback profiles
Read the documentary basis, editable starting settings and remaining questions for the aircraft you fly. Each explanation refers to the exact profile revision shown.
Catalogue programme-20261022-v1 · 1 profile choice
Embraer EMB 312 Tucano
Free and Pro · Revision 1 · Partial review
Aircraft reference · Manual starting point
Embraer EMB 312 Tucano: The chosen resistance accompanies the turboprop trainer’s control configuration.
Embraer EMB 312 Tucano
Embraer EMB 312 Tucano: The chosen resistance accompanies the turboprop trainer’s control configuration.
Aircraft and manual starting-point scope
- Embraer EMB 312 Tucano · Aircraft reference
Reference-only airframe identity; no released simulator implementation assigned.
The simulator model and controls
The Brazilian Air Force Academy describes the Tucano’s introduction as a replacement for the Cessna T-37 and records the start of fourth-year cadet instruction on 1 July 1984. Its historical entry follows the aircraft through training, demonstration and other service roles. The simulator product represents the EMB 312/T-27; the later Super Tucano is a separate aircraft.
This starting point selects Embraer EMB 312 Tucano. Its aircraft-level settings do not select a particular developer’s custom systems.
How this profile feels
The chosen resistance accompanies the turboprop trainer’s control configuration. Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.
Pitch relief is tied to the selected trim input and authority. Valid trim provides the configured pressure relief. Autopilot following is off.
Controls and trim
The EMB-312 Tucano combines tandem training seating with a turboprop engine and retractable gear. Its simulator equipment belongs to the represented trainer variant rather than the later EMB-314 Super Tucano.
About the values
The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.
What the documentation establishes
Embraer heritage page identifies EMB312/T-27 Tucano, distinct from modified Shorts Tucano and later EMB314/A-29. No simulator implementation is added to this reference row.
Documentary review and sources
These decisions describe the documentary basis and remaining gaps for this revision. Aircraft documentation and a starting setting describe different kinds of evidence.
Aircraft and variant
ReviewedThis starting point selects Embraer EMB 312 Tucano. Its aircraft-level settings do not select a particular developer’s custom systems.
Flight controls
Not yet reviewedThe EMB-312 Tucano combines tandem training seating with a turboprop engine and retractable gear. Its simulator equipment belongs to the represented trainer variant rather than the later EMB-314 Super Tucano.
Trim
Not yet reviewedPitch relief is tied to the selected trim input and authority. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0.14.
Autopilot and stability
Not yet reviewedAutopilot following is off; the configured spring and load retain the hardware feel.
Equipment
Not yet reviewedGear, flap and ground cues follow the selected settings and available simulator-reported states.
Speeds and limits
Not yet reviewedThe indicated-speed references set the profile response scale; they are separate from aircraft operating limits.
Simulator integration
Not yet reviewedThe profile targets . Add-on-specific controls use only the supported references configured by this profile.
Force-feedback settings
Not yet reviewedThe settings define the profile’s effect balance. Device output limits affect physical hand force.
Starting settings and their rationale
These configured values are starting estimates. The explanations describe what each setting controls; physical validation appears separately below.
| Setting | Starting value | What it controls and why |
|---|---|---|
| Spring strength | Starting value0.74 | What it controls and whyThe chosen resistance accompanies the turboprop trainer’s control configuration. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 90 KIAS. |
| Master force gain | Starting value0.85 | What it controls and whyScales overall profile strength while preserving effect balance, subject to device and output limits. |
| Profile force gain | Starting value0.68 | What it controls and whyThe aerodynamic-load gain is 0.68 with an indicated-speed reference of 180 KIAS. This supplies speed-dependent loading alongside the spring. |
| Force tuning speed/reference | Starting value180.0 kt | What it controls and whySets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Spring response reference speed | Starting value90 kt | What it controls and whySets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Aileron force scale | Starting value0.72 | What it controls and whyRoll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | Starting value1.0 | What it controls and whyScales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Trim feel | Starting valueEnabled | What it controls and whyRetained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| Trim relief | Starting valueEnabled | What it controls and whyAllows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| Autopilot follow | Starting valueDisabled | What it controls and whyAutopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot neutral hold | Starting valueDisabled | What it controls and whyPermits centering hold during a supported AP state, separate from following a moving target. |
| Output force limit | Starting value0.55 | What it controls and whyCaps directed-force output. Native spring effects and device limits remain separate. |
All 44 starting settings and their rationale
The settings define the profile’s effect balance. Device output limits affect physical hand force.
| Setting | Starting value | What it controls and why |
|---|---|---|
| Spring strength | Starting value0.74 | What it controls and whyThe chosen resistance accompanies the turboprop trainer’s control configuration. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 90 KIAS. |
| Spring deadband | Starting value0.05 | What it controls and whySets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Profile force gain | Starting value0.68 | What it controls and whyThe aerodynamic-load gain is 0.68 with an indicated-speed reference of 180 KIAS. This supplies speed-dependent loading alongside the spring. |
| Master force gain | Starting value0.85 | What it controls and whyScales overall profile strength while preserving effect balance, subject to device and output limits. |
| QBlend Enabled | Starting valueEnabled | What it controls and whyAllows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| QSpring Minimum Factor | Starting value0.55 | What it controls and whySets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| QSpring Start Knots | Starting value20 kt | What it controls and whySets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring response reference speed | Starting value90 kt | What it controls and whySets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Force tuning speed/reference | Starting value180.0 kt | What it controls and whySets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening gain | Starting value0.1 | What it controls and whyThe high-speed spring-stiffening gain is 0.1. It strengthens the permitted spring response above 90 KIAS, with the squared-speed ratio capped at 5. |
| Airspeed spring stiffening limit | Starting value5 | What it controls and whyLimits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | Starting value0.72 | What it controls and whyRoll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | Starting value1.0 | What it controls and whyScales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Output force limit | Starting value0.55 | What it controls and whyCaps directed-force output. Native spring effects and device limits remain separate. |
| Trim feel | Starting valueEnabled | What it controls and whyRetained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| Trim relief | Starting valueEnabled | What it controls and whyAllows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| Elevator Authority | Starting value0.3 | What it controls and whyPitch relief is tied to the selected trim input and authority. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0.14. |
| Aileron Authority | Starting value0.14 | What it controls and whyScales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| Force Trim Enabled | Starting valueDisabled | What it controls and whyEnables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| GLoad Enabled | Starting valueEnabled | What it controls and whyAllows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| Rate Damping Enabled | Starting valueEnabled | What it controls and whyEnables rate damping with the configured coefficients and control law. |
| Autopilot follow | Starting valueDisabled | What it controls and whyAutopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot follow authority | Starting value0.1 | What it controls and whySets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot neutral hold | Starting valueDisabled | What it controls and whyPermits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot neutral hold strength | Starting value0.6 | What it controls and whySets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| Enabled | Starting valueEnabled | What it controls and whyEnables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Gain | Starting value0.28 | What it controls and whySets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Gain | Starting value0 | What it controls and whySets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Gain | Starting value0.14 | What it controls and whySets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Maximum flap index | Starting value3 | What it controls and whySets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Minimum flap index | Starting value2 | What it controls and whySets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Gain | Starting value0.1 | What it controls and whySets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Shaker Enabled | Starting valueDisabled | What it controls and whyPermits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Stick shaker amplitude | Starting value0.5 | What it controls and whySets triggered shaker strength; inactive while the shaker feature is disabled. |
| Enabled | Starting valueEnabled | What it controls and whyEnables ground effects; each still needs its own strength and contact or motion telemetry. |
| Gain | Starting value0.42 | What it controls and whySets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Gain | Starting value0.32 | What it controls and whySets gear-bump texture during ground motion, separate from touchdown impact. |
| Gain | Starting value0.82 | What it controls and whySets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Gain | Starting value0.48 | What it controls and whySets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Enabled | Starting valueEnabled | What it controls and whyEnables engine cues with nonzero settings and valid running-engine telemetry. |
| Gain | Starting value0.06 | What it controls and whySets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Enabled | Starting valueEnabled | What it controls and whyEnables accessory cues with configured strengths and observed accessory movement. |
| Gain | Starting value0.12 | What it controls and whySets texture from observed flap movement; a command without movement does not establish the cue. |
| Gain | Starting value0.12 | What it controls and whySets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
Limits and open questions
- Controls, trim, autopilot, equipment details, speeds and force calibration remain unreviewed.
Physical validation
No physical force validation is recorded in this public catalogue for this revision. Documentary review and software checks do not establish how a particular device feels.
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