Photo: Olga Ernst, CC BY-SA 4.0, via Wikimedia Commons
Power-steering-light boosted cyclic with a noticeably quick linkage; the profile models a force-trim-equipped ship.
Sources: Airbus H125 flight manual; EASA TCDS R.008; Airbus published data.
The H125 is the world's default high-performance utility helicopter: fire, rescue, power-line work, and more mountain landings than any type in history. An AS350 landed on Everest's summit; the H125 is that airframe with today's engine and avionics.
For a simmer it is the modern boosted single: light, immediate cyclic through hydraulics, the smoother three-blade beat where the JetRanger drums, and power reserves that make the collective the busy hand. The textures are finer and faster than the 206's, and the profile reflects that.
The AS350 Écureuil flew in 1974 as Aérospatiale's replacement for the Alouette, with the Starflex glass-fiber rotor head cutting parts and maintenance dramatically. Through Eurocopter and Airbus renamings it simply never stopped selling.
Some seven thousand of the family have been delivered, and in the mountains and on fire lines it remains the standard tool. The H125 modeled here is the current Arriel 2D production aircraft.
Each finding pairs our reading with the evidence it rests on. Fly the type and read something wrong? Every claim links straight to the corrections form.
Force trim arrives with the AFCS/SAS retrofits (Garmin GFC 600H, HeliSAS, the Airbus AFCS option), not the stock ship. The profile deliberately models a trim-equipped aircraft because that fit is widespread; stock-ship flyers can turn force trim off in Tuning → Helicopter.
The hydraulically boosted cyclic carries almost no aerodynamic feedback and the linkage is described as noticeably quick; an unaugmented hover wants a small cyclic or pedal input every second.
In high-g, high-speed maneuvering, aerodynamic loads can exceed servo power and feed an uncommanded right-aft cyclic force for a few seconds. Not modelable with the current force pipeline; recorded as the type's signature missing effect.
| Gate | Knots | Notes |
|---|---|---|
| VneNever exceed | 155 | TSB A05F0025 — type documentation on hydraulics-off loads |
| VyBest rate of climb | 55 | Representative |
The complete starter profile, in the same order and with the same names as the desktop Tuning page. Highlighted rows cite evidence. Hover a row to see its profile-JSON path.
The final overall output scale applied to everything the model produces, before the device cap.
▲ More: everything (spring, loads, effects) gets stronger together. ▼ Less: everything softens together.
Why here: Class default 85%.
Why here: Rotorcraft, hydraulically boosted. Feel lives in cues, not loads.
The base centring force that pulls the stick back to centre. Every other force stacks on it. Too low and the stick feels limp in normal flight; too high and it fights your hand and masks the smaller cues layered above it.
▲ More: firmer centring that resists your hand at all times. ▼ Less: a limper stick that leans on aerodynamic load alone.
Boosted controls have effectively no aerodynamic centering; hover feel is carried by damping, not a spring.
A small neutral zone around centre where the spring stays quiet, so tiny movements at rest don't chatter. Wider is calmer but looser; narrower is more precise but can twitch around centre.
▲ More: a calmer but looser centre with more free play. ▼ Less: a tighter centre that may chatter at rest.
Why here: 2%: nothing between hand and servos worth modeling.
How much of the spring survives at a standstill, before airspeed can build any aerodynamic force. A high floor keeps the parked stick firm; a low floor gives the loose, cable-slack feel of a parked light aircraft.
▲ More: a firmer stick while parked and taxiing. ▼ Less: a floppier parked stick that only wakes up with airspeed.
Why here: 100%: constant centering hover to Vne; helicopters do not stiffen with airspeed.
The sustained pitch load from elevator deflection and airspeed, balanced independently of roll. This is the main lever behind a type's pitch weight. It does not touch aileron, spring, trim, or buffet forces.
▲ More: heavier sustained pitch forces at speed. ▼ Less: a lighter elevator that takes less muscle to hold.
Why here: Symmetric cyclic axes.
The sustained roll load from aileron deflection and airspeed, balanced independently of pitch. Together with the elevator load it sets the control-harmony ratio reviewers talk about.
▲ More: heavier roll forces. ▼ Less: lighter, quicker-feeling ailerons.
Why here: Symmetric.
A master scale over both sustained axis loads, applied before their independent balance. Profiles normally leave this alone and tune the two axis loads instead.
▲ More: both axes load up harder. ▼ Less: both axes lighten together.
Why here: 35%: the light residual through the boost.
The indicated airspeed where aerodynamic load reaches its designed full level. It anchors the whole load curve to the aircraft's real speed range: a 172 loads up by 110 knots, a jet much later.
▲ More: loads arrive later; the stick stays light up to a higher speed. ▼ Less: loads arrive earlier and cruise feels heavier.
Why here: 125 kt: H125 working cruise, a step faster than the JetRanger.
How sharply stick load builds with airspeed. 1.0 is linear; about 2.0 matches real aerodynamics, where dynamic pressure grows with the square of speed, so controls are much lighter slow and firm up fast. Felt when holding the stick off centre, not at rest.
▲ More: lighter at low speed with a steeper rise toward cruise. ▼ Less: a more linear build that loads up earlier.
Why here: 1.4: soft growth.
A cap on each steady pitch or roll force before it reaches the device, guarding against slamming or saturating the hardware in strong maneuvers.
▲ More: stronger peak steady forces before clipping. ▼ Less: a gentler ceiling; hard maneuvers flatten out sooner.
Why here: 55%: never slams.
For hydraulically-boosted or fly-by-wire types: how much of the raw aerodynamic load actually reaches the pilot's hand. 1.0 is a fully manual control run; lower values model the artificial-feel systems that isolate the pilot from true surface loads.
▲ More: more raw aerodynamic load reaching your hand. ▼ Less: more isolation, closer to pure artificial feel.
Why here: Active: the boost model.
The same relief for roll trim. Most GA types have no real aileron trim, so this stays at zero; types with roll trim get a matching value.
▲ More: roll trim removes more held roll force. ▼ Less: roll trim does less.
Why here: Symmetric.
Extra spring stiffness as positive G rises above 1G: the pull-up loads your arm as well as the wing. Too little and steep turns feel weightless; too much and maneuvering becomes tiring.
▲ More: pull-ups and steep turns stiffen the stick more per g. ▼ Less: g has less effect; maneuvering stays light.
Why here: 6%: minimal G play in normal rotorcraft maneuvering.
How strong that edge-of-travel boost is once triggered: a soft warning versus a hard stop near full throw.
▲ More: a harder stop near full deflection. ▼ Less: a softer edge you can push through.
Why here: 30%: cyclic limits announce themselves.
Helicopter force trim: how firmly the cyclic holds its trimmed position after the force-trim release, the magnetic-brake feel. Hold the FTR button to reposition freely; release and it holds there.
▲ More: the cyclic snaps back harder to its trimmed spot. ▼ Less: a softer magnetic hold you can lean through.
Why here: 55%: the trim release button and magnetic hold are core H125 technique.
Whether this feature is active in this profile.
Models the widespread trim-equipped fit; stock-ship users disable it in Tuning.
The transition shudder through effective translational lift (roughly 12 to 24 kt), felt accelerating away from a hover and again decelerating back into one. Rotorcraft only.
▲ More: a more pronounced translational-lift shudder. ▼ Less: a subtler transition cue.
Why here: 35%: the translational-lift shudder.
The settling-with-power buffet of descending into your own downwash, building with sink rate below translational lift. As much a safety cue as an effect: if the stick starts kicking in a slow, steep descent, fly forward and out. Rotorcraft only.
▲ More: a harsher settling-with-power kick. ▼ Less: a softer warning.
Why here: 45%: settling with power warns through the cyclic; mountain operators rehearse exactly this.
The signature steady vibration of helicopter forward flight, building from about 30 kt to cruise: a rhythm through the grip, not a buffet. Rotorcraft only.
▲ More: a stronger forward-flight rhythm through the grip. ▼ Less: a smoother ride.
Why here: 15%: labeled two-per-rev, tuned here as the Starflex head's finer three-blade thrum rather than the Bell's heavy beat.
The roll-biased 'slow down' buffet approaching rotor Vne. The retreating blade runs out of lift first, so the shake leans to one side. Rotorcraft only.
▲ More: a harder, more roll-biased slow-down warning near VNE. ▼ Less: a gentler onset.
Why here: 30%: the slow-down shake near Vne.
The coarse grind of skid gear sliding through a run-on landing, harsher-edged than wheeled rumble. Rotorcraft only.
▲ More: a coarser run-on grind. ▼ Less: quieter skids.
Why here: 30%: skid slides during run-ons.
Rumble that follows the main rotor instead of the engine when the sim reports rotor RPM: a heavy chug at spool-up, a steady thrum at flight RPM, and it keeps turning in autorotation. Rotorcraft only.
▲ More: more rotor presence through the grip. ▼ Less: a smoother rotor.
Why here: 12%: rotor-following rumble through start, flight, and autorotation.
Rolling surface vibration from wheel speed and surface type: pavement, grass, or gravel under the gear.
▲ More: louder surface texture through the stick. ▼ Less: a smoother taxi.
Why here: 15%: brief soft skid contact.
The fore-aft pull on the pitch axis from acceleration on the ground. The takeoff surge draws the column aft; braking pushes it forward.
▲ More: a stronger fore-aft pull under acceleration and braking. ▼ Less: a subtler surge cue.
Why here: Light slide cue.
Airframe shake past the overspeed warning, the airframe's own protest at exceeding Vne/VMO.
▲ More: a harsher protest past the redline. ▼ Less: a gentler overspeed warning.
Why here: 10%: RBS carries the high-speed story.
Random shake from short-term G variation in rough air, so bumpy air is felt and not just seen.
▲ More: rough air hits the stick harder. ▼ Less: calmer chop.
Why here: 30%: the rotor eats gusts; mountain turbulence reads as disc activity, not jolts.
Continuous powerplant vibration following RPM between idle and full power, the ever-present reminder that something is burning fuel up front.
▲ More: more engine through the stick. ▼ Less: a quieter powerplant.
Why here: 12%: the Arriel whistles more than it shakes.
The one-shot kick when the wheels meet the runway, scaled by sink rate: a greaser whispers, a firm arrival thumps.
▲ More: a harder kick at touchdown. ▼ Less: softer arrivals.
Why here: 50%: skids arrive softly or you are doing it wrong.
Resistance proportional to the aircraft's pitch rotation rate. It settles the stick after abrupt pitch inputs; zero on both axes turns rate damping off.
▲ More: the stick settles harder against pitch rotation. ▼ Less: less resistance to quick pitch changes.
Why here: 12%: servo viscosity; the cyclic swims in oil.
The roll-axis counterpart: damping against roll rate to stop post-input wobble.
▲ More: more resistance to roll rate. ▼ Less: a livelier roll axis.
Why here: Matching.
The airspeed where the forward slump has fully faded, typically almost as soon as airflow builds on the takeoff roll.
▲ More: the slump lingers further into the takeoff roll. ▼ Less: it vanishes almost as soon as you roll.
Why here: Fades with pressure and airspeed.
How firmly the stick holds the autopilot's commanded position while following is active.
▲ More: a firmer hold on the AP's commanded position. ▼ Less: softer, easy to override.
Why here: Minimal.
Research pass validated the existing authenticity choices — no value changes; evidence attached to the force-trim decision.
If your time in the type says this page got something wrong, correct it here.
This page is built from cited references, and real time in the type beats a citation. Quote the claim that reads wrong and tell us what the actual aircraft does. Corrections go to the maintainer for review and feed the next revision of this research.
What the research could not pin down. If you fly the type, or can point at a source, a correction on any of these feeds the next revision directly.
No boosted-cyclic force measurements; the post-accumulator lateral figure needs verification before it can be quoted.
No AS350-specific ETL/VRS narratives found — the gates are FAA-generic.
Open conversation about flying and tuning the Airbus H125, in the community forum. Corrections above go privately to the maintainer; hangar talk is public.