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.

Airliner3 profielkeuzes

Ken het vliegtuig

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↗

Meer over dit vliegtuig op AirframeDB

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.

Openbare bronnen 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

Hoe het profiel het modelleert

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.

Revisie 2 downloaden

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%

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: 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%

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: 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%

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

Geschatte profielinstellingen
Parameter	Waarde	Wat het regelt en waarom
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.
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	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.

Openbare bronnen 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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Hangarpraat

Open gesprek over het vliegen en afstellen van de Airbus A300-600R, op het communityforum. Correcties hierboven gaan privé naar de maintainer; hangarpraat is openbaar.

Nog geen hangarpraat over de Airbus A300-600R. Wees de eerste.

Community

Communityprofielen voor dit toestel

Nog geen communityprofielen voor dit toestel. Op jouw manier afgesteld? Deel een profiel en het verschijnt hier.