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 profile choices

Know the plane

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↗

More about this aircraft on 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.

Public sources 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

How the profile models it

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.

Download revision 2

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%

The final overall output scale applied to everything the model produces, before the device cap.

More: everything (spring, loads, effects) gets stronger together.

Less: everything softens together.

Why here: Scales overall profile strength while preserving effect balance, subject to device and output limits.

Forces

Spring strength80%

The base centring force that pulls the stick back to centre. Every other force stacks on it. Too low and the stick feels limp in normal flight; too high and it fights your hand and masks the smaller cues layered above it.

More: firmer centring that resists your hand at all times.

Less: a limper stick that leans on aerodynamic load alone.

Why here: 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%

A small neutral zone around centre where the spring stays quiet, so tiny movements at rest don't chatter. Wider is calmer but looser; narrower is more precise but can twitch around centre.

More: a calmer but looser centre with more free play.

Less: a tighter centre that may chatter at rest.

Why here: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.

Overall aerodynamic load25%

A master scale over both sustained axis loads, applied before their independent balance. Profiles normally leave this alone and tune the two axis loads instead.

More: both axes load up harder.

Less: both axes lighten together.

Why here: 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

Enables the low-speed spring engagement window (start/full knots above). Off, the spring is constant at all speeds.

Why here: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.

Low-speed spring floor55%

How much of the spring survives at a standstill, before airspeed can build any aerodynamic force. A high floor keeps the parked stick firm; a low floor gives the loose, cable-slack feel of a parked light aircraft.

More: a firmer stick while parked and taxiing.

Less: a floppier parked stick that only wakes up with airspeed.

Why here: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.

Spring engagement start20 kt

The airspeed where the spring begins climbing from its low-speed floor toward full strength: the controls "coming alive" on the takeoff roll.

Why here: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.

Spring engagement full90 kt

The airspeed where the spring reaches full strength. Between the start and this point, centring firms up progressively as airflow builds over the controls.

Why here: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.

Force tuning speed260

The indicated airspeed where aerodynamic load reaches its designed full level. It anchors the whole load curve to the aircraft's real speed range: a 172 loads up by 110 knots, a jet much later.

More: loads arrive later; the stick stays light up to a higher speed.

Less: loads arrive earlier and cruise feels heavier.

Why here: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.

Centre firmness vs speed0%

How much the centring itself stiffens with speed, on top of the deflection loads. Zero keeps centre feel constant; more makes the stick centre harder at cruise and looser in the pattern.

More: a centre that hardens noticeably as you go faster.

Less: constant centre feel at every speed.

Why here: 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

The upper limit on speed-driven centre stiffening, so very fast flight can't wind the spring up without bound.

More: more total stiffening allowed at high speed.

Less: stiffening clamps off sooner.

Why here: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.

Aileron load65%

The sustained roll load from aileron deflection and airspeed, balanced independently of pitch. Together with the elevator load it sets the control-harmony ratio reviewers talk about.

More: heavier roll forces.

Less: lighter, quicker-feeling ailerons.

Why here: 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%

The sustained pitch load from elevator deflection and airspeed, balanced independently of roll. This is the main lever behind a type's pitch weight. It does not touch aileron, spring, trim, or buffet forces.

More: heavier sustained pitch forces at speed.

Less: a lighter elevator that takes less muscle to hold.

Why here: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.

Max output force55%

A cap on each steady pitch or roll force before it reaches the device, guarding against slamming or saturating the hardware in strong maneuvers.

More: stronger peak steady forces before clipping.

Less: a gentler ceiling; hard maneuvers flatten out sooner.

Why here: Caps directed-force output. Native spring effects and device limits remain separate.

Trim

Trim relief (elevator)30%

How strongly elevator trim relieves held pitch force and shifts where the stick settles. At 100%, a properly trimmed aircraft needs no held pressure, the trim-away-the-load workflow of real flying.

More: trim removes more of the held pitch force; at 100% full trim zeroes it.

Less: you keep holding force even when trimmed.

Why here: 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%

The same relief for roll trim. Most GA types have no real aileron trim, so this stays at zero; types with roll trim get a matching value.

More: roll trim removes more held roll force.

Less: roll trim does less.

Why here: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.

Effect gains · ground

Runway rumble40%

Rolling surface vibration from wheel speed and surface type: pavement, grass, or gravel under the gear.

More: louder surface texture through the stick.

Less: a smoother taxi.

Why here: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.

Gear bumps32%

Short discrete bumps from expansion joints, ruts, and rough surface, punctuating the continuous rumble.

More: sharper hits from joints and ruts.

Less: softer ground detail.

Why here: Sets gear-bump texture during ground motion, separate from touchdown impact.

Effect gains · airframe

Stall buffet30%

Airframe shake approaching the stall and while the stall warning is active: how loudly this wing announces it is unhappy. Types with a crisp break get modest buffet and let the horn carry the warning.

More: a louder pre-stall shake.

Less: a quieter wing; the horn carries the warning.

Why here: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.

Mach buffet22%

Transonic buffet approaching the Mach limit. Meaningful for jets near MMO, zero for pistons and turboprops that never get there.

More: stronger transonic buffet near the Mach limit.

Less: a smoother high-Mach ride.

Why here: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.

Flap buffet14%

Low-frequency airframe vibration with flaps extended into the airflow, in the speed window where they actually work the air.

More: a rougher ride with flaps working the air.

Less: smoother approach flap.

Why here: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.

Gear buffet10%

Airframe drumming from retractable gear hanging in the airstream. Zero for fixed-gear types, where the airframe never changes shape.

More: more drumming with the wheels hanging out.

Less: cleaner gear-down flight.

Why here: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.

Stick shaker90%

The dedicated stall stick-shaker buzz, fired by the aircraft's own stall-warning system. Only types with a real shaker get a value; everything else relies on aerodynamic buffet and the horn.

More: a harder stick-shaker buzz.

Less: a subtler shaker.

Why here: Sets triggered shaker strength; inactive while the shaker feature is disabled.

Effect gains · engine, mechanical & drag

Touchdown thump90%

The one-shot kick when the wheels meet the runway, scaled by sink rate: a greaser whispers, a firm arrival thumps.

More: a harder kick at touchdown.

Less: softer arrivals.

Why here: Sets landing-impact strength; landing telemetry and response shape determine the pulse.

Reverse rumble50%

Rollout vibration while reverse thrust or beta-range props are working. Zero for types without reverse.

More: a rougher rollout under reverse.

Less: quieter reverse.

Why here: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.

Engine rumble6%

Continuous powerplant vibration following RPM between idle and full power, the ever-present reminder that something is burning fuel up front.

More: more engine through the stick.

Less: a quieter powerplant.

Why here: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.

Flap motion12%

Continuous vibration only while the sim reports the flap surfaces actually travelling. It follows real actuator motion and failures, not an estimated timer.

More: more vibration while the flap surfaces travel.

Less: quieter flap runs.

Why here: Sets texture from observed flap movement; a command without movement does not establish the cue.

Autopilot follow

AP follow authority10%

How far autopilot commands may physically move the stick. Kept tiny in MSFS, where a moved axis can read back as pilot input; zero disables following entirely.

More: the autopilot visibly moves your stick further.

Less: a barely perceptible follow.

Why here: 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.

Why here: 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.

Why here: 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.

Why here: 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.

Why here: 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.

Why here: Enables rate damping with the configured coefficients and control law.

Autopilot

Autopilot · Follow enabledTrue

Whether this feature is active in this profile.

Why here: 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.

Why here: Permits centering hold during a supported AP state, separate from following a moving target.

Autopilot · Neutral hold strength0.6

Why here: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.

Aero

Aero · EnabledTrue

Whether this feature is active in this profile.

Why here: 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).

More: a more gradual build to a later peak.

Less: a quicker build.

Why here: 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.

More: the effect begins later.

Less: it begins earlier.

Why here: 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.

Why here: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.

Ground

Ground · EnabledTrue

Whether this feature is active in this profile.

Why here: 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.

Why here: Enables engine cues with nonzero settings and valid running-engine telemetry.

Mechanical

Mechanical · EnabledTrue

Whether this feature is active in this profile.

Why here: Enables accessory cues with configured strengths and observed accessory movement.

Mechanical · Gain0.12

The strength of this effect.

More: a stronger effect.

Less: a weaker one.

Why here: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.

All profile settings

Estimated profile settings
Parameter	Value	What it controls and why
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.
Force tuning speed	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.

Public sources 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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