AeroGenesis A330-300 (RR / PW / GE)
AeroGenesis A330-300 (RR / PW / GE): Fixed sidestick centering represents the Airbus control arrangement while keeping aircraft control-law behavior separate from hardware resistance.
Aircraft and simulator scope
- AeroGenesis A330-300 (RR / PW / GE) · AeroGenesis · X-Plane 12 · Add-on starting point
The simulator model and controls
Airbus developed the A330 alongside the four-engine A340. The two programmes shared substantial airframe and cockpit work, but the A330 used two engines. The initial A330-300 entered service in 1994; the shorter A330-200 followed in 1998.
This profile selects AeroGenesis A330-300 (RR / PW / GE) for X-Plane 12.
How this profile feels
The spring stays independent of airspeed. Directed aerodynamic loading is omitted.
Pitch-trim relief is off. Autopilot following is off.
Controls and trim
The A330 cockpit uses Airbus sidesticks and fly-by-wire. The bundled manual separates the -200/-300 fuel and trim-tank arrangements, while the Beluga XL has its own flight-control and autopilot guide. A330neo, passenger-to-freighter and corporate configurations retain their model identities. Aircraft trim and autopilot guidance belong to the flight-control system; they do not establish surface-airload feedback through a passive stick.
The selected implementation
AeroGenesis reworks Laminar's XP12 A330, with RR/PW/GE runtime engine choices. Later XP12.4 changes supersede some custom features; its older README version is not the current release label.
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.
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
InheritedThis profile selects AeroGenesis A330-300 (RR / PW / GE) for X-Plane 12.
Flight controls
InheritedThe A330 cockpit uses Airbus sidesticks and fly-by-wire. The bundled manual separates the -200/-300 fuel and trim-tank arrangements, while the Beluga XL has its own flight-control and autopilot guide. A330neo, passenger-to-freighter and corporate configurations retain their model identities. Aircraft trim and autopilot guidance belong to the flight-control system; they do not establish surface-airload feedback through a passive stick.
Trim
InheritedAircraft automatic trim is independent of the selected passive stick centre; the trim-tank arrangement is not a hardware trim command. Pitch relief is off, with stored authority 0; roll authority is 0.
Autopilot and stability
InheritedAutopilot 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.
Equipment
InheritedAeroGenesis reworks Laminar's XP12 A330, with RR/PW/GE runtime engine choices. Later XP12.4 changes supersede some custom features; its older README version is not the current release label.
Speeds and limits
InheritedThe indicated-speed references set the profile response scale; they are separate from aircraft operating limits.
Simulator integration
InheritedThe profile targets xplane12. Add-on-specific controls use only the supported references configured by this profile.
Force-feedback settings
InheritedThe 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 value0.55 | What it controls and whyFixed sidestick centering represents the Airbus control arrangement while keeping aircraft control-law behavior separate from hardware resistance. The baseline spring is 0.55. Low-speed spring blending is off. |
| 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 value0.24 | What it controls and whyThe stored 0.24 aerodynamic-load gain is inactive under the fixed-centre control law. |
| Force tuning speed/reference | Starting value250 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 value70 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 value0.65 | What it controls and whyRoll and pitch aerodynamic scales are 0.65 and 0.86, 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 | Starting value0.86 | What it controls and whyScales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Trim feel | Starting valueDisabled | What it controls and whyRetained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| Trim relief | Starting valueDisabled | 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. Separate neutral hold is on at strength 0.28, when a supported autopilot state admits it. |
| Autopilot neutral hold | Starting valueEnabled | 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 49 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 value0.55 | What it controls and whyFixed sidestick centering represents the Airbus control arrangement while keeping aircraft control-law behavior separate from hardware resistance. The baseline spring is 0.55. Low-speed spring blending is off. |
| Spring deadband | Starting value0.01 | What it controls and whySets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Starting centering force | Starting value0.03 | What it controls and whyThe centre preload is 0.03. It ramps outside the 0.01 deadband across 0.05 travel, shaping the passive centre independently of aircraft autotrim. |
| Center Starting Force Transition | Starting value0.05 | What it controls and whySets the travel used to ramp in centre preload. Wider intervals make its onset more gradual. |
| Profile force gain | Starting value0.24 | What it controls and whyThe stored 0.24 aerodynamic-load gain is inactive under the fixed-centre control law. |
| 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 valueDisabled | 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 value70 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 value250 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 | What it controls and whyAdds permitted spring resistance above the full-blend speed. Zero removes this high-speed increase. |
| Airspeed spring stiffening limit | Starting value2 | 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 value0.65 | What it controls and whyRoll and pitch aerodynamic scales are 0.65 and 0.86, 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 | Starting value0.86 | 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. |
| Travel Enabled | Starting valueEnabled | What it controls and whyApplies the configured pitch and roll spring travel curves. |
| Output | Starting value1 | What it controls and whySets response at the second pitch-curve point; it is an endpoint only if its input position is full travel. |
| Output | Starting value0.3 | What it controls and whySets response at the second roll-curve point; its input position and other points determine the travel law. |
| Trim feel | Starting valueDisabled | What it controls and whyRetained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| Trim relief | Starting valueDisabled | What it controls and whyAllows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| Elevator Authority | Starting value0 | What it controls and whyAircraft automatic trim is independent of the selected passive stick centre; the trim-tank arrangement is not a hardware trim command. Pitch relief is off, with stored authority 0; roll authority is 0. |
| Aileron Authority | Starting value0 | 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 valueDisabled | 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 valueDisabled | 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. Separate neutral hold is on at strength 0.28, when a supported autopilot state admits it. |
| Autopilot follow authority | Starting value0.05 | 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 valueEnabled | What it controls and whyPermits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot neutral hold strength | Starting value0.28 | 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 value0.06 | What it controls and whySets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Gain | Starting value0.06 | What it controls and whySets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Gain | Starting value0 | What it controls and whySets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Maximum flap index | Starting value4 | 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 | 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 valueDisabled | What it controls and whyEnables ground effects; each still needs its own strength and contact or motion telemetry. |
| Gain | Starting value0 | What it controls and whySets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Gain | Starting value0 | What it controls and whySets gear-bump texture during ground motion, separate from touchdown impact. |
| Gain | Starting value0 | What it controls and whySets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Gain | Starting value0 | What it controls and whySets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Enabled | Starting valueDisabled | What it controls and whyEnables engine cues with nonzero settings and valid running-engine telemetry. |
| Gain | Starting value0 | 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 | What it controls and whySets texture from observed flap movement; a command without movement does not establish the cue. |
| Gain | Starting value0 | What it controls and whySets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
Limits and open questions
- Force amplitudes, gradients, damping and cue onset are editable engineering estimates, not measured hand forces. Documentary and synthetic review do not establish installed or physical acceptance.
- No autopilot follow/hold, local force-trim release, surface-follow, hydraulic-failure load or simulator-axis injection. A cockpit switch or flight-director bar is not a calibrated inceptor demand.
- Actual flap and landing-gear position changes drive accessory textures. Commands, indicators, custom audio and visual vibration do not establish force telemetry.
- Documentary identities need a developer or distinctive package identifier. If the aircraft omits it, select the correct profile and save it as the aircraft default. No other developer is matched from ICAO alone.
- Passive centered Airbus sidestick: normal fixed feel, no q/G loading, artificial aircraft-rate torque or yoke backdrive.
- THS/autotrim and law transitions do not move the passive sidestick neutral. Both trim paths disabled.
- Native/custom AP can steer the aircraft without moving the sidestick. No AP physical targets or simulated protection kick.
- 250KIAS tuning reference, not cruiseTAS or VMO. Conventional stall and overspeed forces disabled for unsynchronized law/protection state.
- XP12.4 release scope; earlier listing1.2.0b2 is superseded. No XP11. Generic Laminar law description is not a verified current enum or FFB contract.
- 2026-10-01, Airbus passive sidestick law (docs/poh/a320neo-feel-spec.md, SAE 861801, BEA AF447 3.2): pitch spring 0.55 at master gain 0.85, constant with airspeed, G and trim; roll at 30 % of pitch (published pitch:roll 3-4:1, 10 daN at 16 deg pitch, 2-3.5 daN at 20 deg roll); a 0.03 centre starting force over a 0.01 deadband for the 0.5 daN breakout (5 % of full pitch force); autopilot neutral hold 0.28 for the 5 daN override of the neutral lock; weak stall and Mach buffet (0.06), which the BEA describes as weakly transmitted to the sidestick; no turbulence, overspeed, spoiler, flap, gear, ground, engine, mechanical or drag cues.
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.