Development milestones
First flight: 27 April 2005 ( 2005-04-27 )
VliegtuigbibliotheekAirbus A380
Maarten Visser from Capelle aan den IJssel, Nederland · CC BY-SA 2.0 · Emirates A380Airbus A380
A full-length double-deck airliner built for very high passenger capacity.
Airliner3 profielkeuzes
Ken het vliegtuig
The A380 arranged two passenger decks within a very large four-engine airframe. Its programme targeted heavily travelled routes and major hub airports. The aircraft's wide wing and extensive landing gear reflect the scale of the design.
Airline interiors vary substantially, so a single seating figure does not describe every A380. The simulator products also differ in the cockpit functions and systems they model.
Meer over dit vliegtuig op AirframeDB
A huge aircraft, a surprisingly light touch
Mark flew an A380 from Toulouse before the 2009 Paris Air Show, joining a demonstration of new braking and traffic-avoidance functions. The cockpit was unusually spacious and quiet, and taxi cameras made keeping the aircraft on the centreline easier than he expected. Takeoff brought an odd mismatch between the speed indicated on the instruments and his muted visual sense of acceleration. Once airborne, small movements of his wrist were enough to guide the large aircraft through banked turns.
On his landing, he kept off the brake pedals while the brake-to-vacate system slowed the aircraft for the selected exit. He also watched demonstrations using artificial traffic targets and an artificially shortened runway entry. These were planned tests, not encounters with real conflicting traffic or an actual runway emergency.
An approachable giant, with room to improve the cockpit
After flying the first A380 test aircraft from Toulouse, Gerzanics told Max Kingsley-Jones that its handling felt closer to an A320 than an A340. Taxi cameras helped him position the nose gear accurately, and the cockpit height and landing-gear geometry made ground manoeuvring less daunting than its enormous wingspan suggested. The aircraft was well below its maximum takeoff weight on this particular evaluation flight.
He found the low-speed handling agile around the airport and the touchdown and lowering of the nose notably smooth. He welcomed larger displays and graphical changes to the flight plan, but his assessment was not unqualified praise: separate controls for the flight-management system, aircraft monitoring and information terminal made the integration less satisfactory than in contemporary business jets.
A dream aircraft, and the work behind every departure
Kashwani had wanted to fly the A380 from its launch, and his opportunity arrived in 2008. On his first walk-around, the scale of its wings and engines left a lasting impression. In Airbus's interview, the Emirates captain describes a responsive aircraft that he considered especially stable among the jetliners he had flown. Seeing people photograph it at takeoff or landing continued to bring back that initial sense of occasion.
His working day was more methodical than the spectacle outside suggested. He liked to reach the aircraft an hour before departure so the large crew had time to prepare, check the systems and receive the passengers. Automation provided support in cruise, while the pilots still had to identify and navigate around thunderstorms. Airbus published the interview with Kashwani.
The emergency continued after the landing
Evans was the supervising check captain in an observer seat when QF32 suffered an uncontained engine failure after departing Singapore on 4 November 2010. He describes a flood of warnings that required the five pilots to establish what still worked, discuss conflicting indications and judge which actions were appropriate. While Richard de Crespigny flew the aircraft and the operating crew worked through the problems, Evans also helped keep passengers informed. The assessment took nearly two hours before the crew returned to land.
For Evans, the period after stopping was particularly worrying. One engine continued running, fuel was leaking and the brakes were hot. The crew weighed an immediate slide evacuation against keeping passengers aboard with the cabin crew ready to act. They eventually disembarked through stairs. He emphasises shared judgement, communication and cabin-crew work during the emergency.
Openbare bronnen 12
- Airbus A380Research background · Wikipedia revision 1374387538 · retrieved 2026-09-12
- A380X SOP
- Microsoft Flight Simulator aircraft manuals
- A380 Airliner for MSFS-2024Official developer / designated store catalogue · checked 2026-09-12
- Flying the Airbus A380Robert P. Mark · June 2009
- Flying Airbus’s gentle giant – test-pilot’s first impressionsMike Gerzanics · 18 September 2006
- Behind the scenes with Airbus A380 pilotsAli Kashwani · April 2019
- Exclusive – Qantas QF32 flight from the cockpitDavid Evans · 8 December 2010
- Installer Guide - FlyByWire Simulations DocumentationOfficial developer / designated-store reference · checked 2026-09-14
- INOP System - FlyByWire Simulations DocumentationOfficial developer / designated-store reference · checked 2026-09-14
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- iniBuilds A380 Airliner for MSFS – iniBuilds StoreProduct listing captured 2026-09-30; edition scope from the reviewed catalogue
Hoe het profiel het modelleert
Airbus A380
Free + ProMSFS 2024MSFS 2020
The A380 arranged two passenger decks within a very large four-engine airframe. Its programme targeted heavily travelled routes and major hub airports. The aircraft's wide wing and extensive landing gear reflect the scale of the design.
This starting point selects Airbus A380. 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.
Deze exacte revisie is nog niet beschikbaar voor openbare installatie.
Controls and trim
Airbus describes fully electric pitch trim, including its backup, for the A380; normal-law trim is automatic. Its hydraulic and electric actuator redundancy and gust/load alleviation act on surfaces independently of the sidesticks. iniBuilds distinguishes Trent 900 and GP7200 engines and early/modern software batches. FlyByWire's A380X operating procedures have separate scope from the A32NX systems API.
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%
De uiteindelijke totaalschaal over alles wat het model produceert, vóór de apparaatbegrenzing.
Meer: alles (veer, belastingen, effecten) wordt samen sterker.
Minder: alles wordt samen zachter.
Waarom hier: Scales overall profile strength while preserving effect balance, subject to device and output limits.
Forces
Spring strength55%
De basiscentreerkracht die de stick terug naar het midden trekt. Elke andere kracht stapelt hierop. Te laag en de stick voelt slap in normale vlucht; te hoog en hij vecht tegen je hand en maskeert de kleinere signalen erbovenop.
Meer: een steviger centreren dat de hand meer weerstaat.
Minder: een slappere stick die alleen op aerodynamische belasting leunt.
Waarom hier: Fixed spring centering represents the passive A380 sidestick; hydraulic/electric surface redundancy does not imply stick backdrive. The baseline spring is 0.55. Low-speed spring blending is off.
Cockpit and flight control familiesA380X SOPA380 Airliner for MSFS-2024A380 FAST special: control architecture and manual pitch trimSpring deadband1%
Een kleine neutrale zone rond het midden waar de veer stil blijft, zodat minieme bewegingen in rust niet ratelen. Breder is rustiger maar losser; smaller is preciezer maar kan rond het midden trillen.
Meer: een rustiger maar losser midden, met meer speling.
Minder: een strakker midden dat in rust kan trillen.
Waarom hier: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Forces · Center starting force0.03
Waarom hier: 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
Waarom hier: Sets the travel used to ramp in centre preload. Wider intervals make its onset more gradual.
Overall aerodynamic load4%
Een masterschaal over beide aangehouden asbelastingen, toegepast vóór hun onafhankelijke balans. Profielen laten dit normaal met rust en stemmen de twee asbelastingen af.
Meer: beide assen laden zwaarder.
Minder: beide assen worden samen lichter.
Waarom hier: The stored 0.04 aerodynamic-load gain is inactive under the fixed-centre control law.
Airspeed blendingFalse
Schakelt het lage-snelheidsvenster van de veeraangrijping in (start/vol-knopen hierboven). Uit betekent een constante veer op alle snelheden.
Waarom hier: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Low-speed spring floor50%
Hoeveel van de veer overleeft bij stilstand, voordat luchtsnelheid aerodynamische kracht kan opbouwen. Een hoge vloer houdt de geparkeerde stick stevig; een lage geeft het losse, kabelslappe gevoel van een geparkeerd licht vliegtuig.
Meer: een stevigere stick geparkeerd en tijdens taxiën.
Minder: een slappe stick geparkeerd die pas met snelheid ontwaakt.
Waarom hier: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring engagement start20 kt
De snelheid waarbij de veer vanaf zijn lage-snelheidsvloer richting volle sterkte begint te klimmen: de besturing die 'tot leven komt' tijdens de startrol.
Waarom hier: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
Spring engagement full90 kt
De snelheid waarbij de veer volle sterkte bereikt. Tussen het begin en dit punt wordt het centreren geleidelijk steviger naarmate de luchtstroom over de roeren groeit.
Waarom hier: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
Snelheid voor krachtafstemming275
De aangewezen snelheid waarbij de aerodynamische belasting haar ontworpen volle niveau bereikt. Hij verankert de hele belastingscurve aan het echte snelheidsbereik van het vliegtuig: een 172 laadt op tegen 110 knopen, een jet veel later.
Meer: belastingen komen later; de stick blijft langer licht.
Minder: belastingen komen eerder en de kruisvlucht weegt zwaarder.
Waarom hier: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Centre firmness vs speed0%
Hoeveel het centreren zelf met snelheid verstijft, bovenop de uitslagbelastingen. Nul houdt het middengevoel constant; meer laat de stick harder centreren op kruissnelheid en losser in het circuit.
Meer: een midden dat duidelijk verhardt met snelheid.
Minder: een constant middengevoel op elke snelheid.
Waarom hier: Adds permitted spring resistance above the full-blend speed. Zero removes this high-speed increase.
Centre stiffening cap5
De bovengrens van snelheidsgedreven centreerverstijving, zodat zeer snelle vlucht de veer niet onbegrensd kan opwinden.
Meer: meer totale verstijving toegestaan op hoge snelheid.
Minder: de verstijving stopt eerder.
Waarom hier: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron load100%
De aangehouden rolbelasting uit rolroeruitslag en snelheid, onafhankelijk van pitch gebalanceerd. Samen met de hoogteroerbelasting bepaalt dit de stuurharmonie waar recensenten het over hebben.
Meer: zwaardere rolkrachten.
Minder: lichtere, levendigere rolroeren.
Waarom hier: 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%
De aangehouden pitchbelasting uit hoogteroeruitslag en snelheid, onafhankelijk van rol gebalanceerd. Dit is de hoofdhendel achter het pitchgewicht van een type. Hij raakt rolroer-, veer-, trim- of buffetkrachten niet.
Meer: zwaardere aangehouden pitchkrachten op snelheid.
Minder: een lichter hoogteroer, minder spierkracht om vast te houden.
Waarom hier: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Max output force55%
Een plafond op elke gestage pitch- of rolkracht voordat die het apparaat bereikt, ter bescherming tegen beuken of verzadigen van de hardware bij stevige manoeuvres.
Meer: hogere gestage krachtpieken vóór afkapping.
Minder: een zachter plafond; harde manoeuvres vlakken eerder af.
Waarom hier: Caps directed-force output. Native spring effects and device limits remain separate.
Trim
Trim relief (elevator)0%
Hoe sterk hoogteroertrim de vastgehouden pitchkracht verlicht en verschuift waar de stick tot rust komt. Op 100 % heeft een goed getrimd vliegtuig geen vastgehouden druk nodig, de trim-de-last-weg-werkwijze van echt vliegen.
Meer: trim neemt meer vastgehouden kracht weg; op 100 % heft volle trim hem op.
Minder: je blijft kracht houden, zelfs getrimd.
Waarom hier: Automatic aircraft trim and the absence of a mechanical trim wheel keep hardware-centre movement separate from stabilizer operation. Pitch relief is off, with stored authority 0; roll authority is 0.
Cockpit and flight control familiesA380X SOPA380 Airliner for MSFS-2024A380 FAST special: control architecture and manual pitch trimTrim relief (aileron)0%
Dezelfde verlichting voor roltrim. De meeste GA-types hebben geen echte rolroertrim, dus dit blijft op nul; types met roltrim krijgen een passende waarde.
Meer: roltrim neemt meer vastgehouden kracht weg.
Minder: roltrim doet minder.
Waarom hier: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Effect gains · Ground
Runway rumble0%
Rollende oppervlaktetrilling uit wielsnelheid en ondergrondtype: asfalt, gras of grind onder het onderstel.
Meer: een sterkere oppervlaktetextuur in de stick.
Minder: gladder taxiën.
Waarom hier: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Gear bumps0%
Korte losse stoten van uitzetvoegen, sporen en ruw oppervlak, die het doorlopende gerommel accentueren.
Meer: scherpere stoten van voegen en sporen.
Minder: zachtere gronddetails.
Waarom hier: Sets gear-bump texture during ground motion, separate from touchdown impact.
Effect gains · Airframe
Stall buffet6%
Casco-schudden bij het naderen van de overtrek en terwijl de overtrekwaarschuwing actief is: hoe luid deze vleugel aankondigt dat hij ontevreden is. Types met een scherpe afbreek krijgen bescheiden buffet en laten de hoorn de waarschuwing dragen.
Meer: een sterker trillen vóór de overtrek.
Minder: een discretere vleugel; de hoorn draagt de waarschuwing.
Waarom hier: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Mach buffet6%
Transsoon buffet bij het naderen van de Machlimiet. Betekenisvol voor jets nabij MMO, nul voor zuigers en turboprops die er nooit komen.
Meer: een sterker transsoon buffet nabij de Machlimiet.
Minder: gladder vliegen op hoge Mach.
Waarom hier: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Flap buffet0%
Laagfrequente casco-trilling met kleppen uitgeslagen in de luchtstroom, in het snelheidsvenster waar ze de lucht echt bewerken.
Meer: ruwer vliegen met werkende kleppen.
Minder: zachtere naderingskleppen.
Waarom hier: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Gear buffet0%
Casco-getrommel van intrekbaar onderstel dat in de luchtstroom hangt. Nul voor types met vast onderstel, waar het casco nooit van vorm verandert.
Meer: meer getrommel met het onderstel uit.
Minder: schoner vliegen met onderstel uit.
Waarom hier: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Stick shaker50%
De speciale stall-stickshakerzoem, geactiveerd door het eigen overtrekwaarschuwingssysteem van het vliegtuig. Alleen types met een echte shaker krijgen een waarde; de rest steunt op aerodynamisch buffet en de hoorn.
Meer: een hardere shaker.
Minder: een discretere shaker.
Waarom hier: Sets triggered shaker strength; inactive while the shaker feature is disabled.
Effect gains · Engine, mechanical & drag
Touchdown thump0%
De eenmalige dreun als de wielen de baan raken, geschaald op daalsnelheid: een zachte landing fluistert, een stevige aankomst bonkt.
Meer: een hardere dreun bij de landing.
Minder: zachtere aankomsten.
Waarom hier: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Reverse rumble0%
Uitroltrilling terwijl reverse thrust of props in beta werken. Nul voor types zonder reverse.
Meer: ruwer uitrollen onder reverse.
Minder: een discretere reverse.
Waarom hier: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine rumble0%
Doorlopende motortrilling die het toerental volgt tussen stationair en vol vermogen, de altijd aanwezige herinnering dat er voorin iets brandstof verbrandt.
Meer: meer motor in de stick.
Minder: een discretere motor.
Waarom hier: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Flap motion0%
Doorlopende trilling alleen terwijl de sim meldt dat de klepvlakken daadwerkelijk bewegen. Volgt echte actuatorbeweging en storingen, geen geschatte timer.
Meer: meer trilling met bewegende kleppen.
Minder: discretere klepbewegingen.
Waarom hier: Sets texture from observed flap movement; a command without movement does not establish the cue.
Autopilot follow
AP follow authority5%
Hoe ver autopilootcommando's de stick fysiek mogen bewegen. Piepklein gehouden in MSFS, waar een bewogen as kan worden teruggelezen als pilooteninvoer; nul schakelt volgen volledig uit.
Meer: de autopiloot beweegt je stick zichtbaar meer.
Minder: een nauwelijks merkbaar volgen.
Waarom hier: 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.
Waarom hier: Applies the configured pitch and roll spring travel curves.
SpringResponse · Output1
Waarom hier: Sets response at the second pitch-curve point; it is an endpoint only if its input position is full travel.
SpringResponse · Output0.3
Waarom hier: 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.
Waarom hier: 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.
Waarom hier: 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.
Waarom hier: 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.
Waarom hier: 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.
Waarom hier: Enables rate damping with the configured coefficients and control law.
Autopilot
Autopilot · Follow enabledFalse
Whether this feature is active in this profile.
Waarom hier: 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.
Waarom hier: Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength0.28
Waarom hier: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Aero
Aero · EnabledTrue
Whether this feature is active in this profile.
Waarom hier: 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).
Meer: a more gradual build to a later peak.
Minder: a quicker build.
Waarom hier: 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.
Meer: the effect begins later.
Minder: it begins earlier.
Waarom hier: 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.
Waarom hier: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Ground
Ground · EnabledFalse
Whether this feature is active in this profile.
Waarom hier: 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.
Waarom hier: Enables engine cues with nonzero settings and valid running-engine telemetry.
Mechanical
Mechanical · EnabledTrue
Whether this feature is active in this profile.
Waarom hier: Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain0
The strength of this effect.
Meer: a stronger effect.
Minder: a weaker one.
Waarom hier: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
Alle profielinstellingen
| Parameter | Waarde | Wat het regelt en waarom |
|---|---|---|
| Spring strength | 0.55 | Fixed spring centering represents the passive A380 sidestick; hydraulic/electric surface redundancy does not imply stick backdrive. 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. |
| Snelheid voor krachtafstemming | 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 | Automatic aircraft trim and the absence of a mechanical trim wheel keep hardware-centre movement separate from stabilizer operation. 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. |
Openbare bronnen 14
- Airbus A380Research background · Wikipedia revision 1374387538 · retrieved 2026-09-12
- Cockpit and flight control familiesAirbus cockpit family descriptions; Airbus cockpit commonality, sidestick philosophy; Airbus cockpit commonality
- A380X SOPA380X standard operating procedures, control and autoflight flows
- A380 Airliner for MSFS-2024System features, productversion and requirementsOfficial developer / designated store catalogue · checked 2026-09-12
- A380 FAST special: control architecture and manual pitch trimAirbusFASTNovember2016PDF pp22,45
- Microsoft Flight Simulator aircraft manuals
- Flying the Airbus A380Robert P. Mark · June 2009
- Flying Airbus’s gentle giant – test-pilot’s first impressionsMike Gerzanics · 18 September 2006
- Behind the scenes with Airbus A380 pilotsAli Kashwani · April 2019
- Exclusive – Qantas QF32 flight from the cockpitDavid Evans · 8 December 2010
- Installer Guide - FlyByWire Simulations DocumentationOfficial developer / designated-store reference · checked 2026-09-14
- INOP System - FlyByWire Simulations DocumentationOfficial developer / designated-store reference · checked 2026-09-14
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- iniBuilds A380 Airliner for MSFS – iniBuilds StoreProduct listing captured 2026-09-30; edition scope from the reviewed catalogue
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