Steve Lynes · CC BY 2.0 · Airbus A350-941 at Farnborough

Airbus A350

A long-range twin designed around a new wide-body airframe and extensive composite construction.

Airlinerプロファイル候補：7

機体を知る

The A350 evolved from an early proposal related to the A330 into the clean-sheet A350 XWB programme. Its first flight took place in 2013. Rolls-Royce Trent XWB engines power the production family, with the A350-900 and longer A350-1000 serving different capacity needs.

The swept wings, curved wingtips and dark cockpit-window surround make the type readily recognisable. Inside, it belongs to Airbus's fly-by-wire wide-body lineage. The simulator manuals identify the included variants, flight-management features and equipment.

Aircraft / family

Propulsion: Twin jet↗
Configuration: Wide-body · Composite-intensive airframe↗

Airbus A350 · Specifications (A350-941, with Trent XWB-84 engines) · real aircraft; source units retained

Length: 66.80 m (219 ft 1.9 in)↗
Wingspan: 64.75 m (212 ft 5.2 in)↗
Wing area: 442 m² (4,760 sq ft)↗
Empty weight: 115,700 kg (255,075 lb)↗
Max takeoff weight: 283,000 kg (623,908 lb)↗
Powerplant: 2 × Rolls-Royce Trent XWB-84 high-bypass turbofan , 374.5 kN (84,200 lbf) thrust each↗
Maximum speed: 950 km/h (591 mph, 513 kn)↗
Cruise speed: 903 km/h (561 mph, 488 kn)↗
Range: 15,750 km (9,600 mi, 8,500 nmi)↗
Service ceiling: 13,100 m (43,100 ft)↗

AirframeDBでこの航空機について詳しく見る

Preparing a production aircraft for Project Sunrise

The A350-1000ULR programme responds to Qantas's Project Sunrise proposal for direct flights from eastern Australia to London and New York. Airbus's June 2026 account describes a distinctive challenge: the instrumented test aircraft, MSN707, was also intended for eventual airline service. Engineers had to install monitoring equipment while preserving its cabin and avoiding the invasive modifications possible on a permanent prototype.

The work brought together production mechanics, flight-test specialists and the airline. Sensors monitored the additional rear fuel tank, while heated passenger dummies helped the team study the cabin environment. Test flight engineer Laurent Rossignol described the responsibility of testing the customer's future aircraft. These were development and certification preparations at the time of the report, not an account of passenger service.

Development milestones

First flight: 14 June 2013 ( 2013-06-14 )

A new cockpit that still rewards attention to the basics

Wuerfel flew the first A350-1000 prototype from the left seat with Airbus test pilot Peter Chandler in command. He liked the wide cockpit view and the ability to share information on the displays without turning away from the other pilot. Hand flying felt precise and responsive for such a large aircraft. The demonstration also let him observe an automated emergency descent in reserved airspace, with air traffic control informed in advance.

Returning to Toulouse, he flew the final approach with manual thrust and found himself working to settle on the right power setting in gusts. The touchdown was smooth, and the braking system brought the aircraft towards the selected exit. Taxiing provided a small reminder that size still mattered: Chandler prompted him to slow for a sharp turn, and Wuerfel checked the groundspeed more carefully after underestimating it from the high cockpit. These are impressions of that lightly loaded prototype flight in 2018.

Accepting a new aircraft takes more than a delivery flight

Hazzard describes accepting Cathay Pacific's A350s at Toulouse as a sequence of preparation, ground checks, flight work and reporting. The acceptance team rehearsed the profile in a simulator when it had been some time since its previous test. Before the flying began, a conference with Airbus engineers covered the build and remaining defects. The first day of system checks could be long, while the pilots were still contending with jet lag after travelling from Hong Kong.

In the air, the crew followed a planned programme with dedicated air traffic control support, while cabin engineers checked the interior. Hazzard particularly notes the A350's responsive handling during low-speed protection checks. Returning to Toulouse usually included an autoland to check that function, followed by data collation and further reports. A different crew brought the aircraft home after technical acceptance and transfer of ownership.

Sharing the flight deck on an exceptionally long test mission

Pepin describes the July 2026 development flights of A350-1000ULR MSN707 between Toulouse and Melbourne, including his role as captain on the return journey. Fuel-system and cabin-temperature measurements filled the long hours: the outward flight completed much of the programme, leaving additional test points for the return. Two Qantas pilots joined for that leg to gain experience in the ULR variant alongside the Airbus crew.

Managing fatigue was part of organising the work. Pepin explains that four-hour pilot shifts overlapped, with a change every two hours to support handovers. The crew slept in the rear cabin-crew rest area because instrumentation occupied the new pilot-rest compartments. At least one Airbus test pilot remained in a pilot seat when a Qantas pilot was at the controls. Pepin valued the chance to exchange knowledge during the mission. This manufacturer interview concerns an instrumented development flight, with no airline passengers aboard.

公開資料 11

Airbus A350Research background · Wikipedia revision 1374281088 · retrieved 2026-09-12
A350 aircraft manual
A350 aircraft manual post
Microsoft Flight Simulator aircraft manuals
A350 XWB AdvancedOfficial developer / designated store catalogue · checked 2026-09-12
A350 Airliner for MSFS-2024Official developer / designated store catalogue · checked 2026-09-12
Aviation Week flies the Airbus A350-1000Tim Wuerfel · 6 July 2018
Regional report: Hong Kong – aircraft acceptanceChris Hazzard · June 2023, pages 12–13
Extending the horizon: inside the A350-1000ULR’s longest development flightXavier Pepin · July 2026
Flight testing the A350-1000ULRJune 2026 · production-aircraft instrumentation and test preparation
ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03

プロファイルによるモデル化

Airbus A350-900ULR

Free + Pro

MSFS 2020MSFS 2024X-Plane 11X-Plane 12

This starting point selects Airbus A350-900ULR. Its aircraft-level settings do not select a particular developer’s custom systems.

The spring stays independent of airspeed. Directed aerodynamic loading is omitted.

Pitch-trim relief is off. Autopilot following is off.

この正確なリビジョンは、まだ公開インストールに対応していません。

Controls and trim

The iniBuilds A350 manual describes load-factor sidestick demand, one-g automatic trim and sidestick priority. The -900, -1000 and -900ULR are separate configurations. FlightFactor's implementation has its own normal-law, autopilot and hydraulic systems. Annunciated autopilot or flight-director modes identify guidance state; they do not supply a moving sidestick reference.

Cockpit and flight control families A350 XWB developer-authorized XP12 product A350 aircraft manual

About the values

The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.

Master gain & control system

Master gain85%

モデルが生み出すすべてに適用される最終的な全体出力スケール。デバイス上限の前に適用されます。

上げると: すべて(バネ、荷重、効果)が一緒に強まります。

下げると: すべてが一緒に和らぎます。

この値の理由: Scales overall profile strength while preserving effect balance, subject to device and output limits.

Forces

Spring strength55%

スティックを中央へ引き戻す基本のセンタリング力。他のすべての力はこの上に積み重なります。低すぎると通常飛行でスティックが頼りなく、高すぎると手に逆らい、上に重なる細かな手がかりを覆い隠します。

上げると: 手により強く抵抗する、固いセンタリング。

下げると: 空力荷重だけに頼る、柔らかいスティック。

この値の理由: Fixed centering follows the A350's passive sidestick arrangement instead of interpreting load-factor demand as aerodynamic hand force. The baseline spring is 0.55. Low-speed spring blending is off.

Cockpit and flight control families A350 XWB developer-authorized XP12 product A350 aircraft manual

Spring deadband1%

中央付近でバネが沈黙する小さなニュートラルゾーン。静止時の微小な動きがガタつかないようにします。広いほど落ち着きますが緩くなり、狭いほど精密ですが中央で震えることがあります。

上げると: より静かだが緩い、遊びの多い中央。

下げると: 静止時に震えうる、締まった中央。

この値の理由: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.

Forces · Center starting force0.03

この値の理由: The centre preload is 0.03. It ramps outside the 0.01 deadband across 0.05 travel, shaping the passive centre independently of aircraft autotrim.

Forces · Center starting force transition0.05

この値の理由: Sets the travel used to ramp in centre preload. Wider intervals make its onset more gradual.

Overall aerodynamic load4%

両軸の持続荷重にかかるマスタースケールで、各軸の独立バランスの前に適用されます。プロファイルは通常これに触れず、二つの軸荷重を調整します。

上げると: 両軸がより強く荷重します。

下げると: 両軸が一緒に軽くなります。

この値の理由: The stored 0.04 aerodynamic-load gain is inactive under the fixed-centre control law.

Airspeed blendingFalse

低速のバネ立ち上げ窓(上記の開始/全強度ノット)を有効にします。オフではバネは全速度で一定です。

この値の理由: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.

Low-speed spring floor50%

停止状態で、速度が空力を生む前にバネがどれだけ残るか。床が高いと駐機中のスティックはしっかりし、低いと駐機した軽飛行機のケーブルが緩んだような感触になります。

上げると: 駐機・タキシー時により固いスティック。

下げると: 速度でしか目覚めない、駐機時の柔らかいスティック。

この値の理由: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.

Spring engagement start20 kt

バネが低速の床から全強度へ立ち上がり始める速度。離陸滑走で操縦系統が「目を覚ます」ポイントです。

この値の理由: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.

Spring engagement full90 kt

バネが全強度に達する速度。開始点からここまでの間、舵面上の気流が増すにつれセンタリングは徐々に固まります。

この値の理由: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.

フォース調整速度275

空力荷重が設計上の満量に達する指示対気速度。荷重カーブ全体を機体の実際の速度域に固定します。172は110ノットで荷重が乗り、ジェットはずっと後です。

上げると: 荷重の到来が遅くなり、より速くまでスティックが軽いまま。

下げると: 荷重が早く到来し、巡航がより重く。

この値の理由: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.

Centre firmness vs speed0%

舵角荷重に加えて、センタリング自体が速度でどれだけ固くなるか。ゼロなら中央の感触は一定、大きくすると巡航で固く、場周で緩くなります。

上げると: 速度とともに明確に固くなる中央。

下げると: どの速度でも一定の中央感覚。

この値の理由: Adds permitted spring resistance above the full-blend speed. Zero removes this high-speed increase.

Centre stiffening cap5

速度によるセンター硬化の上限。超高速飛行でバネが際限なく巻き上がるのを防ぎます。

上げると: 高速でより多くの総硬化を許容。

下げると: 硬化がより早く頭打ちに。

この値の理由: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.

Aileron load100%

エルロン舵角と速度による持続的なロール荷重で、ピッチとは独立に調整されます。エレベーター荷重と合わせて、レビューで語られる操縦調和の比率を決めます。

上げると: より重いロール力。

下げると: より軽く機敏なエルロン。

この値の理由: Roll and pitch aerodynamic scales are 1 and 1, respectively. These stored weights do not create directed aerodynamic loading while that term is inactive. The pitch spring-travel curve reaches output 1 at input 1. The roll spring-travel curve reaches output 0.3 at input 1. Spring-travel response contributes separately to axis balance.

Elevator load100%

エレベーター舵角と速度による持続的なピッチ荷重で、ロールとは独立に調整されます。機種ごとのピッチの重さを決める主レバーです。エルロン、バネ、トリム、バフェットの力には触れません。

上げると: 速度での持続ピッチ力がより重く。

下げると: 保持する力の軽い、より軽やかなエレベーター。

この値の理由: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.

Max output force55%

各定常ピッチ・ロール力がデバイスへ届く前の上限。強い機動でハードウェアを叩いたり飽和させたりしないための保護です。

上げると: クリップ前の定常力ピークがより高く。

下げると: より柔らかい天井。激しい機動が早く平らに。

この値の理由: Caps directed-force output. Native spring effects and device limits remain separate.

Trim

Trim relief (elevator)0%

エレベータートリムが保持ピッチ力をどれだけ和らげ、スティックの落ち着き位置をずらすか。100 %では正しくトリムされた機体は保持圧が不要になり、実機の「荷重をトリムで消す」手順そのものです。

上げると: トリムがより多くの保持力を除去。100 %ではフルトリムで打ち消し。

下げると: トリムしても力を保持し続けます。

この値の理由: The documented automatic pitch trim belongs to the aircraft's fly-by-wire response and leaves this profile's hardware centre independent. Pitch relief is off, with stored authority 0; roll authority is 0.

Cockpit and flight control families A350 XWB developer-authorized XP12 product A350 aircraft manual

Trim relief (aileron)0%

ロールトリムの同じ軽減。多くのGA機には本物のエルロントリムがないためゼロのまま。ロールトリムを持つ機種には相応の値が入ります。

上げると: ロールトリムがより多くの保持力を除去。

下げると: ロールトリムの効きが弱く。

この値の理由: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.

Effect gains · Ground

Runway rumble0%

車輪速度と路面種別(舗装、草、砂利)による転がりの振動。

上げると: スティックの路面テクスチャがより強く。

下げると: より滑らかなタキシー。

この値の理由: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.

Gear bumps0%

伸縮継ぎ目や轍、荒れた路面からの短い個別の衝撃で、連続的なゴロゴロに句読点を打ちます。

上げると: 継ぎ目と轍の衝撃がより鋭く。

下げると: より柔らかな地面のディテール。

この値の理由: Sets gear-bump texture during ground motion, separate from touchdown impact.

Effect gains · Airframe

Stall buffet6%

失速接近時と失速警報作動中の機体の震え。この翼が不満をどれだけ大声で告げるかです。切れ味よく落ちる機種は控えめなバフェットになり、警報音に警告を任せます。

上げると: より強い失速前の震え。

下げると: より控えめな翼。警報音が警告を担います。

この値の理由: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.

Mach buffet6%

マッハ限界接近時の遷音速バフェット。MMO付近のジェットには意味があり、そこへ到達しないレシプロやターボプロップではゼロです。

上げると: マッハ限界近くのより強い遷音速バフェット。

下げると: 高マッハでより滑らかな飛行。

この値の理由: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.

Flap buffet0%

フラップが実際に空気を掴む速度窓で、気流に展開されたフラップによる機体の低周波振動。

上げると: フラップ作動中のより荒い飛行。

下げると: より柔らかな進入フラップ。

この値の理由: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.

Gear buffet0%

気流中に垂れた引込脚による機体のドラミング。機体形状が変わらない固定脚の機種ではゼロです。

上げると: 脚下げ時のドラミングが増加。

下げると: 脚下げ飛行がより綺麗に。

この値の理由: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.

Stick shaker50%

機体自身の失速警報システムが発火させる専用のスティックシェーカーの振動。本物のシェーカーを持つ機種だけに値が入り、他はすべて空力バフェットと警報音に頼ります。

上げると: より固いシェーカー。

下げると: より控えめなシェーカー。

この値の理由: Sets triggered shaker strength; inactive while the shaker feature is disabled.

Effect gains · Engine, mechanical & drag

Touchdown thump0%

車輪が滑走路に触れる瞬間の単発のキック。沈下率でスケールされ、グリーサーはささやき、固い接地はドンと響きます。

上げると: 接地のより固い衝撃。

下げると: より柔らかな到着。

この値の理由: Sets landing-impact strength; landing telemetry and response shape determine the pulse.

Reverse rumble0%

逆推力やベータ域のプロペラが働いている間の滑走振動。リバースのない機種ではゼロです。

上げると: リバース中のより荒い滑走。

下げると: より控えめなリバース。

この値の理由: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.

Engine rumble0%

アイドルから全出力まで回転数に従う連続的な動力装置の振動。前方で何かが燃料を燃やしている、常に存在する注意喚起です。

上げると: スティックのエンジンが増加。

下げると: より控えめなエンジン。

この値の理由: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.

Flap motion0%

シミュレーターがフラップ舵面の実際の移動を報告している間だけの連続振動。推定タイマーではなく、実際のアクチュエーター動作と故障に従います。

上げると: フラップ移動中の振動が増加。

下げると: より控えめなフラップ走行。

この値の理由: Sets texture from observed flap movement; a command without movement does not establish the cue.

Autopilot follow

AP follow authority5%

オートパイロットの指令がスティックを物理的にどこまで動かせるか。動いた軸がパイロット入力として読み返されうるMSFSでは極小に保ちます。ゼロで追従は完全に無効です。

上げると: オートパイロットがスティックを目に見えて多く動かします。

下げると: ほぼ気づかない追従。

この値の理由: Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.

Spring response

SpringResponse · Travel enabledTrue

Whether this feature is active in this profile.

この値の理由: Applies the configured pitch and roll spring travel curves.

SpringResponse · Output1

この値の理由: Sets response at the second pitch-curve point; it is an endpoint only if its input position is full travel.

SpringResponse · Output0.3

この値の理由: Sets response at the second roll-curve point; its input position and other points determine the travel law.

Stick feel

StickFeel · Trim feel enabledFalse

Whether this feature is active in this profile.

この値の理由: Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.

StickFeel · Trim relief enabledFalse

Whether this feature is active in this profile.

この値の理由: Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.

StickFeel · Force trim enabledFalse

Whether this feature is active in this profile.

この値の理由: Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.

StickFeel · G load enabledFalse

Whether this feature is active in this profile.

この値の理由: Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.

StickFeel · Rate damping enabledFalse

Whether this feature is active in this profile.

この値の理由: Enables rate damping with the configured coefficients and control law.

Autopilot

Autopilot · Follow enabledFalse

Whether this feature is active in this profile.

この値の理由: Autopilot following is off; the configured spring and load retain the hardware feel. Separate neutral hold is on at strength 0.28, when a supported autopilot state admits it.

Autopilot · Neutral hold enabledTrue

Whether this feature is active in this profile.

この値の理由: Permits centering hold during a supported AP state, separate from following a moving target.

Autopilot · Neutral hold strength0.28

この値の理由: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.

Aero

Aero · EnabledTrue

Whether this feature is active in this profile.

この値の理由: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.

Aero · Max flap index4

Where this effect reaches full strength (or has fully faded, for washouts).

上げると: a more gradual build to a later peak.

下げると: a quicker build.

この値の理由: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.

Aero · Min flap index2

Where this effect begins fading in.

上げると: the effect begins later.

下げると: it begins earlier.

この値の理由: Sets the first flap detent that admits buffet; this is a handle index, not degrees.

Aero · Shaker enabledFalse

Whether this feature is active in this profile.

この値の理由: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.

Ground

Ground · EnabledFalse

Whether this feature is active in this profile.

この値の理由: Enables ground effects; each still needs its own strength and contact or motion telemetry.

Engine

Engine · EnabledFalse

Whether this feature is active in this profile.

この値の理由: Enables engine cues with nonzero settings and valid running-engine telemetry.

Mechanical

Mechanical · EnabledTrue

Whether this feature is active in this profile.

この値の理由: Enables accessory cues with configured strengths and observed accessory movement.

Mechanical · Gain0

The strength of this effect.

上げると: a stronger effect.

下げると: a weaker one.

この値の理由: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.

すべてのプロファイル設定

推定プロファイル設定
パラメーター	値	何を制御するのかとその理由
Spring strength	0.55	Fixed centering follows the A350's passive sidestick arrangement instead of interpreting load-factor demand as aerodynamic hand force. The baseline spring is 0.55. Low-speed spring blending is off.
Spring deadband	0.01	Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Forces · Center starting force	0.03	The centre preload is 0.03. It ramps outside the 0.01 deadband across 0.05 travel, shaping the passive centre independently of aircraft autotrim.
Forces · Center starting force transition	0.05	Sets the travel used to ramp in centre preload. Wider intervals make its onset more gradual.
Force gain	0.04	The stored 0.04 aerodynamic-load gain is inactive under the fixed-centre control law.
Master gain	0.85	Scales overall profile strength while preserving effect balance, subject to device and output limits.
Dynamic-pressure blend	False	Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Minimum spring factor	0.5	Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring wake-up speed	20 kt	Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
Spring full-strength speed	90 kt	Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
フォース調整速度	275.0 kt	Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Airspeed spring stiffening	0	Adds permitted spring resistance above the full-blend speed. Zero removes this high-speed increase.
Airspeed stiffening cap	5	Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron force scale	1	Roll and pitch aerodynamic scales are 1 and 1, respectively. These stored weights do not create directed aerodynamic loading while that term is inactive. The pitch spring-travel curve reaches output 1 at input 1. The roll spring-travel curve reaches output 0.3 at input 1. Spring-travel response contributes separately to axis balance.
Elevator force scale	1	Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Maximum output force	0.55	Caps directed-force output. Native spring effects and device limits remain separate.
SpringResponse · Travel enabled	True	Applies the configured pitch and roll spring travel curves.
SpringResponse · Output	1	Sets response at the second pitch-curve point; it is an endpoint only if its input position is full travel.
SpringResponse · Output	0.3	Sets response at the second roll-curve point; its input position and other points determine the travel law.
StickFeel · Trim feel enabled	False	Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
StickFeel · Trim relief enabled	False	Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
StickFeel · Elevator authority	0	The documented automatic pitch trim belongs to the aircraft's fly-by-wire response and leaves this profile's hardware centre independent. Pitch relief is off, with stored authority 0; roll authority is 0.
StickFeel · Aileron authority	0	Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
StickFeel · Force trim enabled	False	Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.
StickFeel · G load enabled	False	Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
StickFeel · Rate damping enabled	False	Enables rate damping with the configured coefficients and control law.
Autopilot · Follow enabled	False	Autopilot following is off; the configured spring and load retain the hardware feel. Separate neutral hold is on at strength 0.28, when a supported autopilot state admits it.
Autopilot · Follow authority	0.05	Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Autopilot · Neutral hold enabled	True	Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength	0.28	Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Aero · Enabled	True	Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Aero · Gain	0.06	Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Aero · Gain	0.06	Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Aero · Gain	0	Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Aero · Max flap index	4	Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Aero · Min flap index	2	Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Aero · Gain	0	Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Aero · Shaker enabled	False	Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Aero · Amplitude	0.5	Sets triggered shaker strength; inactive while the shaker feature is disabled.
Ground · Enabled	False	Enables ground effects; each still needs its own strength and contact or motion telemetry.
Ground · Gain	0	Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Ground · Gain	0	Sets gear-bump texture during ground motion, separate from touchdown impact.
Ground · Gain	0	Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Ground · Gain	0	Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine · Enabled	False	Enables engine cues with nonzero settings and valid running-engine telemetry.
Engine · Gain	0	Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Mechanical · Enabled	True	Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain	0	Sets texture from observed flap movement; a command without movement does not establish the cue.
Mechanical · Gain	0	Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.

公開資料 13

Airbus A350Research background · Wikipedia revision 1374281088 · retrieved 2026-09-12
Cockpit and flight control familiesAirbus cockpit family descriptions; Airbus cockpit commonality, sidestick philosophy; Airbus cockpit commonality
A350 XWB developer-authorized XP12 productRequirements, FBW/flight systems and version history; OIS/manual and flight planning descriptions
A350 aircraft manualA350 manual PDF19, fly-by-wire
A350 aircraft manual post
Microsoft Flight Simulator aircraft manuals
A350 XWB AdvancedOfficial developer / designated store catalogue · checked 2026-09-12
A350 Airliner for MSFS-2024Official developer / designated store catalogue · checked 2026-09-12
Aviation Week flies the Airbus A350-1000Tim Wuerfel · 6 July 2018
Regional report: Hong Kong – aircraft acceptanceChris Hazzard · June 2023, pages 12–13
Extending the horizon: inside the A350-1000ULR’s longest development flightXavier Pepin · July 2026
Flight testing the A350-1000ULRJune 2026 · production-aircraft instrumentation and test preparation
ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03

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