Aero Icarus from Zürich, Switzerland · CC BY-SA 2.0 · Airbus A300 pictured

Airbus A300-600R

Airbus's first production aircraft, built around a twin-engine wide-body layout.

Airlinerプロファイル候補：3

機体を知る

The A300 established Airbus in the airline market during the 1970s. Its broad fuselage and two underwing engines offered a new alternative among large transports. Later developments changed the cockpit, wing details and systems, with the A300-600 becoming a major branch.

Early A300s had a three-person flight deck; later versions used two pilots. The family also became important in freight service. Simulator manuals describe the flight deck and systems of their named A300 variant.

Aircraft / family

Propulsion: Twin jet↗
Configuration: Wide-body · Conventional control columns↗

AirframeDBでこの航空機について詳しく見る

The aircraft that brought the Airbus partners together

The A300 grew from European studies for a shared short-to-medium-haul airliner. Its design changed as prospective customers shaped the requirement: the A300B became smaller than the original proposal, with an eight-abreast cabin and space for two LD3 containers side by side below the floor. The project also required manufacturers in different countries to agree how to divide design, equipment and production responsibilities.

On 28 October 1972, the first A300B1 flew from Toulouse, a day later than planned because of fog. Max Fischl and Bernard Ziegler were at the controls, supported by the flight-test team. The return brought gusty winds and a crosswind landing. Airbus's anniversary history traces the later family development into the A310, A300-600 and freighters, while the original fuselage concept also contributed to the A330 and A340.

Development milestones

First flight: 28 October 1972 ( 1972-10-28 )

The satisfaction of a carefully flown parabola

Delesalle became involved with the A300 Zero G while leading flight testing at Sogerma, which converted the former Airbus prototype for its new research role. Familiarity with the aircraft brought him and flight-test engineer Serge Granereau into the operating crews. He continued flying it after moving to ATR. In his December 2012 interview, he describes the attraction of a task in which attitude and speed continually change and the crew must work with exceptional precision.

The specialised manoeuvre divides pitch, lateral control and thrust among crew members. Delesalle says the pleasure comes from holding the acceleration indication close to zero, even while tightly strapped into his seat. Time off duty in the cabin lets him share the passengers' weightlessness and understand what the scientists need. In particular, he values those visits for showing why smooth transitions matter to the people conducting experiments.

Every parabola is a fresh challenge

Le Barzic tells DLR how parabolic flying followed a long career testing military aircraft. As demanding fighter trials became less appealing, the French flight-test centre needed an experienced pilot for its weightlessness programme. He became captain of the A300 Zero G in 2000. His broad experience made conversion manageable, but he emphasises that each parabola remained difficult and different, even after thousands of repetitions.

Much of his account concerns the work surrounding the manoeuvres. Before flying, the crew reviews weather, agrees the route and manoeuvre periods with air traffic control, and determines the fuel requirement. A familiar, well-established team helps. Afterwards, he debriefs with engineers, discusses the quality of the weightlessness with scientists and prepares the next day's flight. The unusual aircraft still requires an ordinary pilot's planning discipline, followed by a demanding day of flying and coordination.

Straight from flight school to a classic freight cockpit

Brown describes joining a European parcel carrier on the A300 after completing flight training in the United States and converting his qualifications in Europe. Speaking in 2023, he says the widebody was his first airline type, so his personal handling comparisons were limited to training aircraft. The opportunity to begin his airline career on it still felt special as he approached five years with the company.

He enjoyed the A300's conventional control column and the visible cables, rods and pulleys in its avionics compartment. His aircraft was the A300-600, with two pilots rather than the earlier three-person flight deck. He describes nights carrying parcels across Europe and Africa, with fewer annual flying hours than many passenger operations. Despite other fleets at his company, he was in no hurry to change aircraft. This is a working pilot's affectionate account of his own freight operation.

公開資料 12

Airbus A300Research background · Wikipedia revision 1372527615 · retrieved 2026-09-12
A300 aircraft manual
A300 aircraft manual post
Microsoft Flight Simulator aircraft manuals
A300-600R Airliner for MSFS-2024Official developer / designated store catalogue · checked 2026-09-12
A300-600R Airliner for MSFSOfficial developer / designated store catalogue · checked 2026-09-12
A300B4 ProfessionalOfficial developer / designated store catalogue · checked 2026-09-12
50th anniversary of the first flight of the Airbus A30028 October 2022 · programme history
Interview with Eric Delesalle, Airbus Zero G captainDecember 2012 interview by Stéphane Sebile; modified A300B Zero G, not an airline A300-600. Full interview read.
Interview with Captain Gilles Le BarzicDLR brochure, August 2009 imprint; PDF pp.16–17 / printed pp.30–33. A300 Zero G research operations; complete interview read.
AvTalk 222: interview with Zac Brown2023 AvTalk 222 transcript; 37:35–41:26, PDF pp.19–21. A300-600 freight pilot; relevant interview segment read in full.
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 A300-600R

Free + Pro

MSFS 2024MSFS 2020

This starting point selects Airbus A300-600R. Its aircraft-level settings do not select a particular developer’s custom systems.

Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.

Valid trim provides the configured pressure relief. Autopilot following is enabled for supported control references.

リビジョン2をダウンロード

Controls and trim

The iniBuilds A300 cockpit manual shows a conventional yoke, pitch-trim wheels and rudder-trim controls. This is the A300-600R generation, distinct from the later Airbus passive-sidestick family. Passenger and freighter packages offer GE and Pratt & Whitney engine choices. The original package's MSFS 2024 compatibility path and the separate native Premium edition have different software scope.

Cockpit and flight control families A300-600R A300-600R A300 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 strength80%

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: The conventional yoke uses a powered-control approximation with artificial centering; A320-style passive sidestick assumptions are not applied. The baseline spring is 0.8. Its low-speed blend reaches baseline strength at 90 KIAS.

Cockpit and flight control families A300-600R A300-600R A300 aircraft manual

Spring deadband4%

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.

Overall aerodynamic load25%

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 aerodynamic-load gain is 0.25 with an indicated-speed reference of 260 KIAS. The hydraulic-load factor of 0.35 scales that modeled term; it is a selected artificial-feel approximation.

Airspeed blendingTrue

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 floor55%

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260

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: The high-speed spring-stiffening gain is 0. No additional speed-driven stiffening is added; this does not disable independent aerodynamic loading.

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 load65%

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 0.65 and 0.65, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.

Elevator load65%

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)30%

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 manual's stabilizer-trim controls support a pitch-trim context, but their presence alone does not calibrate the profile's trim-centre response. Pitch authority 0.3 relieves permitted loading; hydraulic centre movement is off. Roll authority is 0.09.

Cockpit and flight control families A300-600R A300-600R A300 aircraft manual

Trim relief (aileron)9%

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 rumble40%

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 bumps32%

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 buffet30%

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 buffet22%

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 buffet14%

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 buffet10%

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 shaker90%

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 thump90%

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 rumble50%

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 rumble6%

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 motion12%

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 authority10%

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.

Stick feel

StickFeel · Trim feel enabledTrue

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 enabledTrue

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 enabledTrue

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 enabledTrue

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 enabledTrue

Whether this feature is active in this profile.

この値の理由: Following is on at 0.1 authority when a supported, valid autopilot control reference is available.

Autopilot · Neutral hold enabledFalse

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 strength0.6

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 index3

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 enabledTrue

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 · EnabledTrue

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 · EnabledTrue

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 · Gain0.12

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	0.8	The conventional yoke uses a powered-control approximation with artificial centering; A320-style passive sidestick assumptions are not applied. The baseline spring is 0.8. Its low-speed blend reaches baseline strength at 90 KIAS.
Spring deadband	0.035	Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Force gain	0.25	The aerodynamic-load gain is 0.25 with an indicated-speed reference of 260 KIAS. The hydraulic-load factor of 0.35 scales that modeled term; it is a selected artificial-feel approximation.
Master gain	0.85	Scales overall profile strength while preserving effect balance, subject to device and output limits.
Dynamic-pressure blend	True	Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Minimum spring factor	0.55	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	260.0 kt	Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Airspeed spring stiffening	0	The high-speed spring-stiffening gain is 0. No additional speed-driven stiffening is added; this does not disable independent aerodynamic loading.
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	0.65	Roll and pitch aerodynamic scales are 0.65 and 0.65, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.
Elevator force scale	0.65	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.
StickFeel · Trim feel enabled	True	Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
StickFeel · Trim relief enabled	True	Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
StickFeel · Elevator authority	0.3	The manual's stabilizer-trim controls support a pitch-trim context, but their presence alone does not calibrate the profile's trim-centre response. Pitch authority 0.3 relieves permitted loading; hydraulic centre movement is off. Roll authority is 0.09.
StickFeel · Aileron authority	0.09	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	True	Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
StickFeel · Rate damping enabled	True	Enables rate damping with the configured coefficients and control law.
Autopilot · Follow enabled	True	Following is on at 0.1 authority when a supported, valid autopilot control reference is available.
Autopilot · Follow authority	0.1	Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Autopilot · Neutral hold enabled	False	Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength	0.6	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	0.3	Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Aero · Gain	0.22	Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Aero · Gain	0.14	Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Aero · Max flap index	3	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	0.1	Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Aero · Shaker enabled	True	Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Aero · Amplitude	0.9	Sets triggered shaker strength; inactive while the shaker feature is disabled.
Ground · Enabled	True	Enables ground effects; each still needs its own strength and contact or motion telemetry.
Ground · Gain	0.4	Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Ground · Gain	0.32	Sets gear-bump texture during ground motion, separate from touchdown impact.
Ground · Gain	0.9	Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Ground · Gain	0.5	Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine · Enabled	True	Enables engine cues with nonzero settings and valid running-engine telemetry.
Engine · Gain	0.06	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	0.12	Sets texture from observed flap movement; a command without movement does not establish the cue.
Mechanical · Gain	0.12	Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.

公開資料 15

Airbus A300Research background · Wikipedia revision 1372527615 · retrieved 2026-09-12
Cockpit and flight control familiesAirbus cockpit family descriptions; Airbus cockpit commonality, sidestick philosophy; Airbus cockpit commonality
A300-600RLegacy A300 product, compatibility notice and models
A300-600RA300 Premium product
A300 aircraft manualA300 manual PDF13-16,37
A300 aircraft manual post
Microsoft Flight Simulator aircraft manuals
A300-600R Airliner for MSFS-2024Official developer / designated store catalogue · checked 2026-09-12
A300-600R Airliner for MSFSOfficial developer / designated store catalogue · checked 2026-09-12
A300B4 ProfessionalOfficial developer / designated store catalogue · checked 2026-09-12
50th anniversary of the first flight of the Airbus A30028 October 2022 · programme history
Interview with Eric Delesalle, Airbus Zero G captainDecember 2012 interview by Stéphane Sebile; modified A300B Zero G, not an airline A300-600. Full interview read.
Interview with Captain Gilles Le BarzicDLR brochure, August 2009 imprint; PDF pp.16–17 / printed pp.30–33. A300 Zero G research operations; complete interview read.
AvTalk 222: interview with Zac Brown2023 AvTalk 222 transcript; 37:35–41:26, PDF pp.19–21. A300-600 freight pilot; relevant interview segment read in full.
ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03

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Airbus A300-600Rのハンガートークはまだありません。最初の一人になりましょう。

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