Development milestones
First flight: 3 April 1982 ( 1982-04-03 )
Developed from: Airbus A300
VliegtuigbibliotheekAirbus A310-300
MarcelX42 · CC BY-SA 4.0 · Pakistan International Airlines A310-308Airbus A310-300
A shorter wide-body Airbus from the transition to two-pilot, electronic-instrument cockpits.
Airliner3 profielkeuzes
Ken het vliegtuig
Airbus developed the A310 to serve a market below the larger A300. The first prototype flew in 1982, and the type entered airline service the following year. Its broad fuselage and two underwing engines retain the family resemblance, but it brought a new wing and a shorter cabin.
The A310-300 extended the design's range and used fuel in the horizontal stabilizer for trim management. Electronic displays and flight management sit alongside controls that predate the A320's sidestick fly-by-wire family.
Airbus A310 · Specifications (A310-325) · real aircraft; source units retained
- Length
- 46.66 m (153 ft 1 in)↗
- Wingspan
- 43.90 m (144 ft 0.3 in)↗
- Height
- 15.867 m (52 ft 0.7 in) at operating empty weight↗
- Wing area
- 219.00 m² (2,357.3 sq ft)↗
- Empty weight
- 79,166 kg (174,528 lb)↗
- Max takeoff weight
- 164,000 kg (361,557 lb)↗
- Powerplant
- 2 × Pratt & Whitney PW4156A high bypass turbofan , 249.08 kN (56,000 lbf) thrust each↗
- Maximum speed
- Mach 0.84↗
- Range
- 9,540 km (5,930 mi, 5,150 nmi)↗
- Service ceiling
- 12,530 m (41,100 ft)↗
Meer over dit vliegtuig op AirframeDB
Helping create a new weightless laboratory
Delesalle helped develop the A310 Zero G's special parabolic-flight display and carried out many of its tests. In DLR's interview, his attachment to the aircraft is clear: the programme combined developing a new tool with the demanding manual flying he already enjoyed on the A300. Development-simulator work helped the team design the display and introduce pilots to it, followed by training flights in the actual aircraft.
Comparing the two research aircraft, he preferred the A310's newer navigation equipment and more comfortable operation, while their shared systems architecture made the conversion familiar. He also found the shorter aircraft easier to fly. Thousands of parabolas had not removed the challenge. He describes the concentration and accuracy the manoeuvres require, and the satisfaction of hearing that the scientists obtained good results. The campaign's close contact between flight crew and researchers was part of its appeal.
Learning the Airbus as East Germany changed
Hakansson recalls being selected for A310 first-officer duties in 1988 after years alternating between navigator and pilot work on Interflug's Tu-134s. Airbus conversion training took him to Toulouse in autumn 1989. He remembers following the political changes at home on television in France while learning the new aircraft. The A310 subsequently carried him to destinations including Havana, Beijing, Bangkok and Dubai.
His memories connect that long-haul opportunity with the circumstances of being an East German airline pilot. Permission to fly outside socialist countries had previously been restricted and withdrawn, then restored before the change of government. Flying brought access to places and people many of his compatriots could not visit, but long absences were difficult for his family when international calls were expensive. In this 2018 career interview, the Airbus marks a personal and historical transition; he does not offer a detailed handling assessment.
A remembered approach into Kathmandu
Asked about the happiest moments in her flying career, Pflaum returns to Kathmandu in the A310. The rotation ran from Frankfurt through Karachi, where the crew stayed overnight, before continuing to Nepal and returning by the same route. She remembers the daylight view and the demanding arrival into the high-elevation airport with particular enthusiasm. That specific trip stands out within a much longer career across several Airbus and McDonnell Douglas types.
The wider interview explains why the experience stayed with her: curiosity about places and a continuing enjoyment of aircraft remained central to the job. By the 2024 interview, she was also an instructor who emphasised constructive feedback, teamwork and decision-making. Her Kathmandu recollection is an airline pilot's personal memory, accompanied by that later professional perspective; the article supplies no detailed account of the A310's approach procedure or handling.
Openbare bronnen 10
- Airbus A310Research background · Wikipedia revision 1369233900 · retrieved 2026-09-12
- A310_MSFS_Manual v2
- Microsoft Flight Simulator aircraft manuals
- MSFS 2024 FAQ and edition aircraft inventory
- MSFS 2020 FAQ and edition aircraft inventory
- Interview: flying the A310 Zero GDLR brochure, August 2015 imprint; PDF pp.11–12 / printed pp.20–23. Modified A310 Zero G; complete interview read.
- Interview with an Interflug pilotTed Wende interview, Austrian Wings, 8 April 2018. Retrospective A310 conversion and Interflug career account; full interview read.
- Interview with Lufthansa captain Cordula PflaumaeroTELEGRAPH interview, 14 April 2024. A310 Kathmandu recollection within a mixed-fleet career interview; full text read.
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- Airbus A310-304-CremonaSoft-A310Product listing captured 2026-09-23; edition scope from the reviewed catalogue
Hoe het profiel het modelleert
Airbus A310-300
Free + ProMSFS 2024MSFS 2020
Airbus developed the A310 to serve a market below the larger A300. The first prototype flew in 1982, and the type entered airline service the following year. Its broad fuselage and two underwing engines retain the family resemblance, but it brought a new wing and a shorter cabin.
This starting point selects Airbus A310-300. 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.
Controls and trim
The A310 manual identifies pitch and rudder trim, control-surface checks and separate AP1/AP2 engagement. Its cockpit predates the A320's sidestick controls. CremonaSoft's A310-304 and MRTT use the CF6-80C2 and their own hydraulic, electrical and autoflight systems; its version history records removal of CWS for further work. These are separate implementation details from the bundled iniBuilds guide.
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 strength80%
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: A conventional powered-control starting law supplies yoke resistance; the A310's autoflight state does not define an external servo position. The baseline spring is 0.8. Its low-speed blend reaches baseline strength at 90 KIAS.
Cockpit and flight control familiesA310_MSFS_Manual v2Spring deadband4%
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.
Overall aerodynamic load25%
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 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
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 floor55%
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 krachtafstemming260
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: 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
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 load65%
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 0.65 and 0.65, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.
Elevator load65%
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)30%
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: Pitch-trim setup is documented, but the profile's amount of trim-centre movement remains a selected approximation of powered-control feel. Pitch authority 0.3 relieves permitted loading; hydraulic centre movement is off. Roll authority is 0.09.
Cockpit and flight control familiesA310_MSFS_Manual v2Trim relief (aileron)9%
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 rumble40%
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 bumps32%
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 buffet30%
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 buffet22%
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 buffet14%
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 buffet10%
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 shaker90%
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 thump90%
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 rumble50%
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 rumble6%
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 motion12%
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 authority10%
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.
Stick feel
StickFeel · Trim feel enabledTrue
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 enabledTrue
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 enabledTrue
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 enabledTrue
Whether this feature is active in this profile.
Waarom hier: Enables rate damping with the configured coefficients and control law.
Autopilot
Autopilot · Follow enabledTrue
Whether this feature is active in this profile.
Waarom hier: 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.
Waarom hier: Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength0.6
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 index3
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 enabledTrue
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 · EnabledTrue
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 · EnabledTrue
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 · Gain0.12
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 | 0.8 | A conventional powered-control starting law supplies yoke resistance; the A310's autoflight state does not define an external servo position. 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. |
| Snelheid voor krachtafstemming | 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 | Pitch-trim setup is documented, but the profile's amount of trim-centre movement remains a selected approximation of powered-control feel. 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. |
Openbare bronnen 11
- Airbus A310Research background · Wikipedia revision 1369233900 · retrieved 2026-09-12
- Cockpit and flight control familiesAirbus cockpit family descriptions; Airbus cockpit commonality, sidestick philosophy; Airbus cockpit commonality
- A310_MSFS_Manual v2Airbus A310-300
- Microsoft Flight Simulator aircraft manuals
- MSFS 2024 FAQ and edition aircraft inventory
- MSFS 2020 FAQ and edition aircraft inventory
- Interview: flying the A310 Zero GDLR brochure, August 2015 imprint; PDF pp.11–12 / printed pp.20–23. Modified A310 Zero G; complete interview read.
- Interview with an Interflug pilotTed Wende interview, Austrian Wings, 8 April 2018. Retrospective A310 conversion and Interflug career account; full interview read.
- Interview with Lufthansa captain Cordula PflaumaeroTELEGRAPH interview, 14 April 2024. A310 Kathmandu recollection within a mixed-fleet career interview; full text read.
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- Airbus A310-304-CremonaSoft-A310Product listing captured 2026-09-23; edition scope from the reviewed catalogue
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