Extract the complete download
Unzip the release to a normal folder such as Downloads or the Desktop. Keep these items together:
Install_A350_Advanced.batInstall_A350_Advanced.ps1Aerofly FS 4\
The project
A more involved A350 experience
A350 Advanced builds on the excellent Aerofly FS 4 A350 with deeper system behaviour, realistic failure consequences and maintenance features, with the long-term goal of delivering a study-level simulation experience.
The project expands system dependencies, ECAM and STATUS consequences, aircraft condition, maintenance and abnormal operations while preserving the strengths and accessibility of the original aircraft.
A350 experience
From the flight deck to the full aircraft
A350 Advanced combines an expanded systems simulation with the atmosphere of long-haul Airbus operations.
Getting started
Automatic installation
The included installer creates the Advanced aircraft from a clean copy of the original Aerofly FS 4 A350, applies the complete mod package and verifies the finished installation.
Open Final Installation Guide PDF
RECOMMENDED
Install automatically
The installer does not alter the original aircraft inside your Steam installation.
Close Aerofly and the Advanced Panel
Make sure Aerofly FS 4 and the FLIGHT-TECH A350 Advanced interface are not running.
Run the installer
Double-click Install_A350_Advanced.bat. The batch file starts the supplied PowerShell installer from the folder in which the release was extracted.
Allow the installer to complete
The installer locates the clean Steam A350 and your Aerofly documents folder, backs up an existing Advanced installation, creates a fresh a350_1000_adv aircraft and applies the complete Advanced, Dispatch and RAAS/QAR package.
Launch the Advanced Panel
Open the FLIGHT-TECH A350 Advanced interface, choose the required dispatch state, and then start Aerofly FS 4.
What the installer does
Protects the original
The stock A350 inside the Steam aircraft folder is read as the clean source and is never modified.
Creates a clean Advanced aircraft
The stock aircraft is copied to Documents\Aerofly FS 4\addons\aircraft\a350_1000_adv before the Advanced files are applied.
Backs up an existing installation
If a350_1000_adv already exists, it is preserved in a timestamped backup before replacement.
Installs the complete package
The aircraft modifications, Advanced interface, RAAS/QAR files and supplied bridge package are copied into their correct Aerofly locations.
Removes conflicting copied files
After confirming that the Advanced replacements are present, the installer deletes the copied stock a350_1000.tmc and a350_1000.tmd files from the new Advanced aircraft only.
Verifies the result
The installer checks the required folders and replacement files before reporting completion.
Manual installation fallback
- Back up any existing
a350_1000_advaircraft and A350 Advanced interface folders. - Copy the clean original Steam
a350_1000aircraft folder intoDocuments\Aerofly FS 4\addons\aircraft\. - Rename the copied folder to
a350_1000_adv. - Merge the downloaded
Aerofly FS 4folder intoDocuments\Aerofly FS 4, allowing the Advanced files to overwrite the copied aircraft files. - After confirming the Advanced replacement files are present, delete the copied stock
a350_1000.tmcanda350_1000.tmdfroma350_1000_adv. Never delete them from the Steam aircraft folder.
Your Steam aircraft remains untouched.
The installer works from a copy and creates a timestamped backup of any existing Advanced aircraft before replacing it.
How to use it
Tutorials
Refuelling and fuel-tank logic
Learn how to enter the planned fuel load, start refuelling and understand which tanks feed the engines in different aircraft configurations.
Fuel guide and videos
The full Aerofly forum guide explains the fuel entries used for refuelling and FMGS predictions. It also contains two video tutorials.
Preparing the fuel plan
- Enter BLOCK fuel as the total fuel required by the flight plan. The refuelling system uses this as its target.
- Enter the planned taxi and trip fuel in the applicable FMGS fields.
- Enter the required reserve value so the FMGS can calculate destination predictions and identify abnormal fuel loss.
- Use the Advanced Panel to confirm or apply the centre, left-wing and right-wing starting quantities.
- Start refuelling and monitor the FUEL page, the REFUEL IN PROGRESS memo and the changing tank quantities.
What happens under the hood
The mod stores fuel separately in the centre, left-wing and right-wing tanks. It does not treat the displayed fuel-on-board value as one unlimited tank.
- On the ground with FLAPS 1+F selected: the wing tanks feed the engines and centre-tank feed is inhibited.
- With the flaps retracted and sufficient centre fuel available: centre-tank fuel is prioritised before normal wing-tank feeding.
- At lower centre quantity: the left and right wing tanks become the primary engine-feed source.
- APU operation: fuel consumption is included, with additional demand when electrical generation or bleed air is used.
- Fuel jettison: operating the jettison system removes actual tank fuel and reduces the displayed fuel-on-board quantity.
Why this matters: flap position, APU demand and tank quantity can change where fuel is being taken from even when the total fuel-on-board figure appears normal.
Under the hood: the mod keeps the entered fuel plan, the physical tank quantities and the calculated aircraft weight aligned as closely as the simulator permits. Changing the fuel load therefore affects more than the number shown on the fuel page.
- Enter the planned total fuel load in the BLOCK field.
- Enter trip fuel plus taxi fuel in the TAXI field for the Advanced Mod workflow.
- The FMS then uses the entered fuel and load information to calculate aircraft weights such as gross weight, take-off weight and landing weight.
- Those calculated weights feed the aircraft’s clean-speed and flap/slat-speed calculations so the displayed limits follow the current aircraft condition.
The A350 uses the Multi-Function Control and Display Unit, or MCDU, to enter and review the fuel and load data used by the flight-management system.
FMS fuel and load entry
Fuel temperature and cold soak
Fuel temperature changes gradually rather than instantly following outside-air temperature. During a long high-altitude sector, the centre and wing-tank fuel progressively cold-soaks toward the surrounding conditions.
- Fuel can begin at a realistic ground temperature rather than a fixed universal value.
- Long cruise segments gradually reduce tank temperature.
- After descent and landing, the fuel can remain cold even in warmer ground conditions.
- Tank temperature then recovers gradually instead of resetting immediately.
Operational lesson: the displayed fuel temperature reflects the aircraft’s recent flight history. A recently landed long-haul aircraft may still carry very cold fuel.
Normal, alternate and emergency braking
Understand which hydraulic source is stopping the aircraft and what changes after system or anti-skid failures.
Normal braking
Normal braking is supplied by the Green hydraulic system. With Green pressure and anti-skid available, the aircraft retains normal pedal braking and autobrake operation.
Alternate braking
If normal braking is lost, the aircraft changes to Yellow-system alternate braking. Braking remains available, but capability and protections may be reduced depending on the failure.
Emergency and parking-brake supply
The Yellow-system brake accumulator stores hydraulic pressure for the parking brake and limited emergency braking when the main hydraulic sources are unavailable. Each brake application consumes stored pressure.
- Accumulator pressure falls after repeated brake applications.
- Low pressure can produce an amber parking-brake indication and reduced braking capability.
- Yellow hydraulic pressure or the Yellow electric pump can recharge the accumulator.
- With Green and Yellow pressure lost and the accumulator depleted, meaningful braking capability is lost.
Anti-skid and autobrake
Anti-skid loss further reduces usable braking and increases the risk of wheel lock. Autobrake depends on the normal braking path and is not treated as a separate hydraulic source.
Read the aircraft: use ECAM/STATUS messages and wheel/brake indications to determine whether normal, alternate or accumulator-only braking remains before landing.
Landing distance, runway faults and RAAS
Learn how braking faults, touchdown position and runway remaining are combined into operational warnings.
What affects stopping distance
Landing distance is not based on runway length alone. The mod also considers the aircraft’s braking state, anti-skid availability, hydraulic supply and where the aircraft actually touches down.
- Normal braking provides the best available stopping capability.
- Alternate braking, anti-skid loss or other brake faults increase the required stopping distance.
- A late touchdown reduces the runway physically available for deceleration.
- Hard landings or tyre damage can create further rollout and maintenance consequences.
ROW/ROP warnings
The runway-overrun logic can issue RWY TOO SHORT when the calculated stopping requirement exceeds the usable runway, and MAX BRAKING MAX REVERSE when maximum deceleration is required.
RAAS long-landing monitoring
The integrated RAAS/QAR system compares touchdown position with the runway threshold and can record or announce a long landing when touchdown occurs beyond the configured acceptable zone.
Distance remaining
Runway remaining is calculated from the matched runway geometry and the aircraft’s live position. The recorder panel displays the remaining distance in metres. Optional voice callouts can present runway distance in feet where configured.
Operational lesson: a runway that is adequate with all systems available may become unsuitable after normal-brake, anti-skid, hydraulic or tyre faults. Reassess the landing rather than relying on the original flight-plan performance.
Aircraft states and dispatch
Learn how the Advanced Panel creates the aircraft condition that Aerofly loads.
- Close Aerofly FS 4 before replacing or applying the active aircraft state.
- Select engines off or the optional stock engines-running state.
- Choose the starting brake temperature and required fuel distribution.
- Select fluid leaks, failures or the Level-D-style checkride option.
- Apply the configuration, then launch the simulator.
The panel copies the appropriate aircraft-state files and overlays into the active Advanced aircraft. The selected condition therefore affects the simulation after loading rather than acting as a separate display-only menu.
Failures, damage and maintenance
Understand the difference between an ECAM message, a persistent aircraft fault and maintenance restoration.
- Failures can be immediate, delayed, altitude-triggered or phase-of-flight dependent.
- Clearing an ECAM message does not necessarily restore the affected system.
- Hard landings can cause tyre or wheel damage, abnormal ground vibration and a maintenance requirement.
- Flap or slat overspeed can create latched high-lift-system faults and approach limitations.
- The QAR can record unstable approaches, hard landings, long landings and selected warning events.
- The maintenance panel restores supported serviceable states after the aircraft has been assessed.
Reference library
Documents and links
FCOM
External
A350 operational reference
Use an authorised Airbus or operator source for the applicable FCOM.
PDF
Preparing
Mod user guide
Final installation, automatic installer, folder layout, first launch, updates and troubleshooting.
LOG
Preparing
Release notes
Compatibility changes and known limitations will be published with the updated release.
Release status
Updating to latest Aerofly Beta
The public download is temporarily unavailable while A350 Advanced is updated and verified against the latest Aerofly FS 4 Beta. The download and release notes will appear here when the compatibility build is ready.