Development milestones
First flight: 2 November 1992 ( 1992-11-02 )
Developed from: Airbus A300
Aircraft libraryAirbus A330 family
4300streetcar · CC BY 4.0 · Delta Air Lines A330-300Airbus A330 family
A long-haul twin whose family spans passenger, freight and specialist transport roles.
Airliner19 profile choices
Know the plane
Airbus developed the A330 alongside the four-engine A340. The two programmes shared substantial airframe and cockpit work, but the A330 used two engines. The initial A330-300 entered service in 1994; the shorter A330-200 followed in 1998.
The family includes several engine choices, different fuselage lengths and later A330neo developments. These distinctions reach inside the cockpit: engine indications and fuel arrangements are not identical across every version. The simulator products cover different variants, each with its own developer documentation.
More about this aircraft on AirframeDB
Taking a twin-engine airliner to the Antarctic ice
Mirpuri's log describes the preparation behind Hi Fly's A330 mission from Cape Town to Wolf's Fang. The aircraft carried fuel for the return as well as the outward journey, and the team monitored fuel temperature, destination weather and runway condition throughout the flight. Forecast discussions began days beforehand. Ground power and starting equipment at the remote strip were also part of making the twin-engine operation possible.
Four pilots shared the long duty, supported by engineers, cabin crew, a ground coordinator and colleagues at both bases. Mirpuri recalls touching down just before midnight local time, when the Antarctic summer sun was still above the horizon and katabatic winds were beginning to rise. The aircraft stopped as planned, turned and taxied to parking before returning to Cape Town later. His airline-published account stresses the contribution of the whole team to a landing intended to feel uneventful.
A familiar flight deck and a sharper response on approach
Gerzanics flew the A330-800 test aircraft F-WTTO from Toulouse with Airbus test pilot Thomas Wilhelm. Although he did not routinely fly Airbus aircraft, the common cockpit felt familiar. The aircraft was still contributing to flight-control development, and a special display helped him practise the consistent sidestick input needed for the takeoff test. In the air, he found it easy to establish bank angles and roll out accurately on a heading.
On the return, the instrument landing system's glideslope went out of service. Wilhelm suggested using the head-up display while setting up an alternative ground-augmented satellite approach. Gerzanics then assessed the aircraft's response by deliberately offsetting from, and rejoining, the final approach course. He found the response crisp and the landing straightforward. This was an organised evaluation in an instrumented A330-800, including test manoeuvres.
Learning to wait for a larger aircraft’s response
After thirteen years flying the A320 family around Europe, Harder was preparing to return to long-haul work on the A330. He describes receiving the training assignment after applying for a conversion, then working through technical material at home before moving into procedural and full-flight simulators. His Airbus experience shortened part of the training, but the new aircraft still had different systems to learn.
Asked how the A330 felt in the simulator, he noticed a more delayed response to control inputs, reminding him of his earlier experience as a Boeing 747 first officer. He had to allow a little time for the larger aircraft to respond. At the time of the interview, his simulator check and line training still lay ahead. His conversion training took place in the simulator; he had not yet completed his A330 qualification.
Public sources 21
- Airbus A330Research background · Wikipedia revision 1373820047 · retrieved 2026-09-12
- Airbus A330
- Microsoft Flight Simulator aircraft manuals
- MSFS 2024 FAQ and edition aircraft inventory
- Airbus Beluga XL
- Airbus A330-300 POH
- X-Plane 12 Desktop Manual
- X-Plane aircraft and avionics manuals
- A330-900 change log
- A330 900Official developer / designated store catalogue · checked 2026-09-12
- Captain’s log: landing the first Airbus A330 in AntarcticaCarlos Mirpuri · 5 December 2025
- The flight test of Airbus’s refreshed widebody – the A330neoMike Gerzanics · 2019
- Umschulung auf den Airbus A330 – Upgrade für einen KapitänClaus Harder · 5 May 2023
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- Aerosoft Aircraft A330 neoProduct listing captured 28 September 2026; A330-900neo, MSFS 2024
- A330-300Product listing captured 2026-09-24; edition scope from the reviewed catalogue
- A339X A330-900neoProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
- JARDesign 330 Airliner -JARDesign-A330Product listing captured 2026-09-30; edition scope from the reviewed catalogue
- Airbus A330-200 exact product reviewProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
- Airbus A330-300 exact product reviewProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
- Airbus A330-900neo exact product reviewProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
How the profile models it
Headwind Simulations A339X A330-900 / ACJ330neo
Free + ProMSFS 2020Headwind Simulations
Airbus developed the A330 alongside the four-engine A340. The two programmes shared substantial airframe and cockpit work, but the A330 used two engines. The initial A330-300 entered service in 1994; the shorter A330-200 followed in 1998.
This profile selects Headwind Simulations A339X A330-900 / ACJ330neo for MSFS 2020.
The spring stays independent of airspeed. Directed aerodynamic loading is omitted.
Pitch-trim relief is off. Autopilot following is off.
This exact revision has not been enabled for public installation.
Controls and trim
The A330 cockpit uses Airbus sidesticks and fly-by-wire. The bundled manual separates the -200/-300 fuel and trim-tank arrangements, while the Beluga XL has its own flight-control and autopilot guide. A330neo, passenger-to-freighter and corporate configurations retain their model identities. Aircraft trim and autopilot guidance belong to the flight-control system; they do not establish surface-airload feedback through a passive stick.
The selected implementation
Headwind's Trent 7000 A330-941 and corporate ACJ330neo share selected control architecture. A VIP cabin does not justify a different passive-stick spring.
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 strength55%
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: Fixed sidestick centering represents the Airbus control arrangement while keeping aircraft control-law behavior separate from hardware resistance. The baseline spring is 0.55. Low-speed spring blending is off.
Cockpit and flight control familiesAirbus A330Airbus Beluga XLSpring deadband1%
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.
Forces · Center starting force0.03
Why here: 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
Why here: Sets the travel used to ramp in centre preload. Wider intervals make its onset more gradual.
Overall aerodynamic load24%
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 stored 0.24 aerodynamic-load gain is inactive under the fixed-centre control law.
Airspeed blendingFalse
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 full70 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 speed250
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: Adds permitted spring resistance above the full-blend speed. Zero removes this high-speed increase.
Centre stiffening cap2
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 0.86, 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 load86%
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)0%
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: Aircraft automatic trim is independent of the selected passive stick centre; the trim-tank arrangement is not a hardware trim command. Pitch relief is off, with stored authority 0; roll authority is 0.
Cockpit and flight control familiesAirbus A330Airbus Beluga XLTrim relief (aileron)0%
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 rumble0%
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 bumps0%
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 buffet6%
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 buffet6%
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 buffet0%
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 buffet0%
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 shaker50%
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 thump0%
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 rumble0%
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 rumble0%
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 motion0%
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 authority5%
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.
Spring response
SpringResponse · Travel enabledTrue
Whether this feature is active in this profile.
Why here: Applies the configured pitch and roll spring travel curves.
SpringResponse · Output1
Why here: Sets response at the second pitch-curve point; it is an endpoint only if its input position is full travel.
SpringResponse · Output0.3
Why here: 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.
Why here: 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.
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 enabledFalse
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 enabledFalse
Whether this feature is active in this profile.
Why here: Enables rate damping with the configured coefficients and control law.
Autopilot
Autopilot · Follow enabledFalse
Whether this feature is active in this profile.
Why here: 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.
Why here: Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength0.28
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 index4
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 enabledFalse
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 · EnabledFalse
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 · EnabledFalse
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
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
| Parameter | Value | What it controls and why |
|---|---|---|
| Spring strength | 0.55 | Fixed sidestick centering represents the Airbus control arrangement while keeping aircraft control-law behavior separate from hardware resistance. 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 | 0.24 | The stored 0.24 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 | 0.55 | 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 | 70 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Force tuning speed | 250 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 | 2 | 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 0.86, 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 | 0.86 | 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 | Aircraft automatic trim is independent of the selected passive stick centre; the trim-tank arrangement is not a hardware trim command. 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. |
Public sources 23
- Airbus A330Research background · Wikipedia revision 1373820047 · retrieved 2026-09-12
- Cockpit and flight control familiesAirbus cockpit family descriptions; Airbus cockpit commonality, sidestick philosophy; Airbus cockpit commonality
- Airbus A330Airbus A330 family
- Airbus Beluga XLAirbus A330 family
- v0.8.1 README.mdv0.8.1 commit09203ddc README
- Microsoft Flight Simulator aircraft manuals
- MSFS 2024 FAQ and edition aircraft inventory
- Airbus A330-300 POH
- X-Plane 12 Desktop Manual
- X-Plane aircraft and avionics manuals
- A330-900 change log
- A330 900Official developer / designated store catalogue · checked 2026-09-12
- Captain’s log: landing the first Airbus A330 in AntarcticaCarlos Mirpuri · 5 December 2025
- The flight test of Airbus’s refreshed widebody – the A330neoMike Gerzanics · 2019
- Umschulung auf den Airbus A330 – Upgrade für einen KapitänClaus Harder · 5 May 2023
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- Aerosoft Aircraft A330 neoProduct listing captured 28 September 2026; A330-900neo, MSFS 2024
- A330-300Product listing captured 2026-09-24; edition scope from the reviewed catalogue
- A339X A330-900neoProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
- JARDesign 330 Airliner -JARDesign-A330Product listing captured 2026-09-30; edition scope from the reviewed catalogue
- Airbus A330-200 exact product reviewProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
- Airbus A330-300 exact product reviewProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
- Airbus A330-900neo exact product reviewProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
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