Development milestones
First flight: 25 October 1991 ( 1991-10-25 )
Developed from: Airbus A300
Bibliothèque d'appareilsAirbus A340
MarcelX42 · CC BY-SA 4.0 · Lufthansa A340-313Airbus A340
A four-engine Airbus wide-body developed in parallel with the A330.
Airliner7 choix de profil
Connaître l'avion
The A340 shared substantial programme work with the A330 but used four engines for long-haul operations. The initial -200 and -300 were followed by the much larger -500 and -600 developments, which brought different engines and significant airframe changes.
The A340-600 has its own dimensions, fuel system and equipment. ToLiss's simulator documentation describes the specific flight-control and hydraulic modelling of its implementation.
En savoir plus sur cet aéronef sur AirframeDB
Finding a runway in a white landscape
Mirpuri's log follows the 2 November 2021 flight of A340-313HGW 9H-SOL from Cape Town to Wolf's Fang. Preparation had taken months, including an advance visit by another captain. Much of the equipment needed to establish the season's operation travelled in the aircraft's own hold. During the flight, updated weather and runway-friction reports helped the crew confirm that conditions remained suitable.
The final approach presented a distinctive visual problem: the ice runway blended into the surrounding white landscape, making height judgement difficult. Mirpuri describes the intense reflection, the importance of the monitoring pilot's calls and the satisfaction of a landing that matched the plan. Applause from the cabin followed as the aircraft slowed. The crew then inspected the setting on foot before an uneventful return. This airline-published account attributes the result to preparation, ground support and crew coordination as well as the aircraft.
Teaching the next crew, and learning from them
In their conversation for Iberia, Ordovás recalls moving through the 727 and A320 before travelling to Miami for A340 training. By the time of the interview, he was an instructor and examiner on the A330 and A340. Menéndez, his friend and former colleague, had taught successive generations of pilots and continued instructing after his airline retirement. Their families' flying careers had crossed repeatedly.
They discuss how instruction had developed beyond technical drills to include judgement, attitudes and cooperation. Ordovás valued the humility needed to identify weaknesses and improve them, while Menéndez felt that teaching gave him energy in return. Both describe professional simulators as convincing enough to produce the physical reactions of a real flight. The joint interview concerns the careers and training work of instructors associated with the A340.
Long-haul flying, changing technology and life between countries
Lindegren describes a career that eventually brought him to the A330 and A340 after the DC-9, MD-11 and A320. In Remo Müller's SWISS profile, he reflects on the continuing need to adapt as paper manuals gave way to tablets and younger colleagues arrived fluent in the new tools. Long-haul flying had captivated him during what was meant to be a temporary assignment to Swissair, and he stayed.
The appeal came with costs. Maintaining a working life in Switzerland while his family lived in Sweden meant missing ordinary time together, as well as visiting distant cities. Near retirement from permanent employment, he was preparing a final rostered trip with friends as his crew and arranging to continue part-time flying. This is a personal account of an A330/A340 captain's working life; the interview does not identify every recalled journey with one specific aircraft variant.
Sources publiques 13
- Airbus A340Research background · Wikipedia revision 1373352164 · retrieved 2026-09-12
- X-Plane aircraft and avionics manuals
- A340-600 productOfficial developer / designated store catalogue · checked 2026-09-12
- ToLiss A340-600 change log
- ToLiss A340-600 published specification
- A340 Airliner for MSFS-2024Official developer / designated store catalogue · checked 2026-09-12Official developer / designated-store reference · checked 2026-09-14
- Hi Fly lands its first Airbus A340 in Antarctica – captain’s logCarlos Mirpuri · 22 November 2021
- Leading flight instructors past and presentJosé María Ordovás and Ventura Menéndez · November 2017, pages 91–94
- Too tall for fighter jets – perfect for the big wide worldFredrik Lindegren · 15 May 2026
- Simbrief Profiles - A340 Airliner - FAQs - iniBuilds ForumOfficial developer / designated-store reference · checked 2026-09-14
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- JARDesign 340-500 Airliner-JARDesign-JD340Product listing captured 2026-09-30; edition scope from the reviewed catalogue
- A340-600 Pro MSFS20/24 by Aerosoft / ToLiss | Contrail ShopProduct listing captured 2026-09-30; edition scope from the reviewed catalogue
Comment le profil le modélise
Airbus A340-300
Free + ProMSFS 2024X-Plane 11X-Plane 12
The A340 shared substantial programme work with the A330 but used four engines for long-haul operations. The initial -200 and -300 were followed by the much larger -500 and -600 developments, which brought different engines and significant airframe changes.
This starting point selects Airbus A340-300. Its aircraft-level settings do not select a particular developer’s custom systems.
The spring stays independent of airspeed. Directed aerodynamic loading is omitted.
Pitch-trim relief is off. Autopilot following is off.
Cette révision précise n’est pas encore autorisée à l’installation publique.
Controls and trim
Airbus's A340 uses passive sidesticks within its fly-by-wire cockpit philosophy. iniBuilds documents an A340-300 with custom rotation and flare behavior, while ToLiss and Aerosoft's A340-600 products have their own hydraulic, actuator and control-law modeling. A modeled actuator can float or jam without producing a corresponding movement of a passive sidestick. The -300 and -600 retain distinct airframe and engine scope.
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%
L'échelle globale finale appliquée à tout ce que produit le modèle, avant la limite du périphérique.
Plus : tout (ressort, charges, effets) se renforce ensemble.
Moins : tout s'adoucit ensemble.
Pourquoi ici : Scales overall profile strength while preserving effect balance, subject to device and output limits.
Forces
Spring strength55%
La force de rappel de base qui ramène le manche au neutre. Toutes les autres forces s'empilent dessus. Trop faible, le manche paraît mou en vol normal ; trop forte, elle lutte contre la main et masque les signaux plus fins.
Plus : un centrage plus ferme qui résiste davantage à la main.
Moins : un manche plus mou qui ne compte que sur la charge aérodynamique.
Pourquoi ici : The selected fixed spring approximates passive sidestick resistance; actuator hinge moments are not passed through as direct hand forces. The baseline spring is 0.55. Low-speed spring blending is off.
Cockpit and flight control familiesA340600Pro, versions, variants and downloadsA340 Airliner for MSFS-2024A340 600Spring deadband1%
Une petite zone neutre autour du centre où le ressort reste muet, pour que les micro-mouvements à l'arrêt ne vibrent pas. Plus large, c'est plus calme mais plus lâche ; plus étroite, plus précis mais parfois nerveux au neutre.
Plus : un centre plus calme mais plus lâche, avec plus de jeu.
Moins : un centre plus serré qui peut vibrer au repos.
Pourquoi ici : Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Forces · Center starting force0.03
Pourquoi ici : 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
Pourquoi ici : Sets the travel used to ramp in centre preload. Wider intervals make its onset more gradual.
Overall aerodynamic load4%
Une échelle maîtresse sur les deux charges d'axe, appliquée avant leur équilibre individuel. Les profils la laissent en général en place et règlent les deux axes.
Plus : les deux axes chargent plus fort.
Moins : les deux axes s'allègent ensemble.
Pourquoi ici : The stored 0.04 aerodynamic-load gain is inactive under the fixed-centre control law.
Airspeed blendingFalse
Active la fenêtre d'engagement basse vitesse du ressort (début/plein en nœuds ci-dessus). Désactivé, le ressort est constant à toute vitesse.
Pourquoi ici : Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Low-speed spring floor50%
La part du ressort qui survit à l'arrêt, avant que la vitesse ne crée la moindre force aérodynamique. Un plancher haut garde le manche ferme au parking ; un plancher bas donne le jeu de câbles d'un avion léger au parking.
Plus : un manche plus ferme au parking et au roulage.
Moins : un manche mou au parking qui ne s'éveille qu'avec la vitesse.
Pourquoi ici : Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring engagement start20 kt
La vitesse à laquelle le ressort quitte son plancher basse vitesse vers la pleine raideur : le début du réveil des commandes au roulage de décollage.
Pourquoi ici : Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
Spring engagement full90 kt
La vitesse où le ressort atteint sa pleine raideur. Entre le début et ce point, le centrage se raffermit avec le vent relatif.
Pourquoi ici : Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
Vitesse de réglage des forces270
La vitesse indiquée où la charge aérodynamique atteint son niveau de conception. Elle ancre toute la courbe au domaine réel : un 172 charge dès 110 nœuds, un jet bien plus tard.
Plus : les charges arrivent plus tard ; le manche reste léger jusqu'à plus vite.
Moins : les charges arrivent plus tôt et la croisière pèse davantage.
Pourquoi ici : Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Centre firmness vs speed0%
Combien le centrage lui-même se raidit avec la vitesse, en plus des charges de braquage. Zéro garde un centre constant ; plus fait centrer dur en croisière et souple en tour de piste.
Plus : un centre qui durcit nettement avec la vitesse.
Moins : une sensation de centre constante à toute vitesse.
Pourquoi ici : Adds permitted spring resistance above the full-blend speed. Zero removes this high-speed increase.
Centre stiffening cap5
La limite haute du raidissement lié à la vitesse, pour que le vol très rapide ne remonte pas le ressort sans borne.
Plus : plus de raidissement total permis à haute vitesse.
Moins : le raidissement se bride plus tôt.
Pourquoi ici : Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron load100%
La charge de roulis soutenue issue du braquage d'ailerons et de la vitesse, équilibrée indépendamment du tangage. Avec la charge de profondeur, elle fixe l'harmonie des commandes dont parlent les essais.
Plus : des efforts de roulis plus lourds.
Moins : des ailerons plus légers, plus vifs.
Pourquoi ici : Roll and pitch aerodynamic scales are 1 and 1, respectively. These stored weights do not create directed aerodynamic loading while that term is inactive. The pitch spring-travel curve reaches output 1 at input 1. The roll spring-travel curve reaches output 0.3 at input 1. Spring-travel response contributes separately to axis balance.
Elevator load100%
La charge de tangage soutenue issue du braquage de profondeur et de la vitesse, équilibrée indépendamment du roulis. Le levier principal du poids en tangage d'un type. Il ne touche ni ailerons, ni ressort, ni trim, ni buffet.
Plus : des efforts de tangage soutenus plus lourds en vitesse.
Moins : une profondeur plus légère, moins musclée à tenir.
Pourquoi ici : Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Max output force55%
Un plafond par force stable de tangage ou roulis avant le périphérique : la garde contre le claquement ou la saturation du matériel en manœuvre forte.
Plus : des pics de force stable plus élevés avant écrêtage.
Moins : un plafond plus doux ; les manœuvres dures s'aplatissent plus tôt.
Pourquoi ici : Caps directed-force output. Native spring effects and device limits remain separate.
Trim
Trim relief (elevator)0%
Combien le trim de profondeur soulage l'effort tenu et déplace le point de repos du manche. À 100 %, un avion bien compensé ne demande aucune pression : le geste réel de compenser la charge.
Plus : le trim retire plus d'effort tenu ; à 100 %, plein trim l'annule.
Moins : vous continuez à tenir de l'effort même compensé.
Pourquoi ici : Normal-law automatic trim changes the aircraft's stabilizer state independently of the fixed hardware centre. Pitch relief is off, with stored authority 0; roll authority is 0.
Cockpit and flight control familiesA340600Pro, versions, variants and downloadsA340 Airliner for MSFS-2024A340 600Trim relief (aileron)0%
Le même soulagement pour le trim de roulis. La plupart des avions légers n'ont pas de vrai trim d'ailerons, donc zéro ; les types qui en ont reçoivent une valeur adaptée.
Plus : le trim de roulis retire plus d'effort tenu.
Moins : le trim de roulis fait moins.
Pourquoi ici : Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Effect gains · Ground
Runway rumble0%
Vibration de roulement issue de la vitesse des roues et du revêtement : la texture du bitume, de l'herbe ou du gravier sous le train.
Plus : une texture de surface plus forte dans le manche.
Moins : un roulage plus lisse.
Pourquoi ici : Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Gear bumps0%
Chocs courts et distincts des joints, ornières et surfaces rugueuses : la ponctuation au-dessus du grondement continu.
Plus : des chocs plus nets des joints et ornières.
Moins : des détails de sol plus doux.
Pourquoi ici : Sets gear-bump texture during ground motion, separate from touchdown impact.
Effect gains · Airframe
Stall buffet6%
Buffet de cellule à l'approche du décrochage et pendant l'avertisseur : la voix de cette aile quand elle est mécontente. Les types à décrochage franc reçoivent un buffet modéré, le klaxon porte l'alerte.
Plus : un tremblement pré-décrochage plus fort.
Moins : une aile plus discrète ; le klaxon porte l'alerte.
Pourquoi ici : Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Mach buffet6%
Buffet transsonique près de la limite de Mach. Parlant pour les jets près de MMO, zéro pour pistons et turbopropulseurs qui n'y vont jamais.
Plus : un buffet transsonique plus fort près de la limite de Mach.
Moins : un vol plus lisse à haut Mach.
Pourquoi ici : Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Flap buffet0%
Vibration basse fréquence de cellule avec les volets dans le vent, dans la fenêtre où ils travaillent vraiment l'air.
Plus : un vol plus rugueux volets au travail.
Moins : des volets d'approche plus doux.
Pourquoi ici : Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Gear buffet0%
Le tambourinement du train rentrant sorti dans le flux. Zéro pour les trains fixes, dont la cellule ne change jamais de forme.
Plus : plus de tambourinement train sorti.
Moins : un vol train sorti plus propre.
Pourquoi ici : Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Stick shaker50%
Le vibreur de manche dédié, déclenché par l'avertisseur de décrochage de l'avion. Seuls les types à vrai vibreur reçoivent une valeur ; les autres comptent sur buffet et klaxon.
Plus : un vibreur plus dur.
Moins : un vibreur plus discret.
Pourquoi ici : Sets triggered shaker strength; inactive while the shaker feature is disabled.
Effect gains · Engine, mechanical & drag
Touchdown thump0%
Le coup unique au toucher, proportionnel au taux de chute : un kiss se murmure, une arrivée ferme cogne.
Plus : un coup plus dur au toucher.
Moins : des arrivées plus douces.
Pourquoi ici : Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Reverse rumble0%
Vibration de roulage sous inversion de poussée ou plage bêta. Zéro pour les types sans reverse.
Plus : un roulage plus rugueux sous reverse.
Moins : une reverse plus discrète.
Pourquoi ici : Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine rumble0%
Vibration continue du moteur suivant le régime du ralenti à la pleine puissance : le rappel permanent que quelque chose brûle du carburant devant.
Plus : plus de moteur dans le manche.
Moins : un moteur plus discret.
Pourquoi ici : Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Flap motion0%
Vibration continue seulement pendant que le simulateur signale les volets réellement en mouvement. Elle suit la course réelle et les pannes, pas un minuteur estimé.
Plus : plus de vibration volets en mouvement.
Moins : des courses de volets plus discrètes.
Pourquoi ici : Sets texture from observed flap movement; a command without movement does not establish the cue.
Autopilot follow
AP follow authority5%
Jusqu'où les ordres du pilote automatique peuvent bouger le manche physique. Minuscule dans MSFS, où un axe déplacé peut être relu comme entrée pilote ; zéro coupe le suivi.
Plus : le pilote automatique bouge visiblement plus votre manche.
Moins : un suivi à peine perceptible.
Pourquoi ici : 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.
Pourquoi ici : Applies the configured pitch and roll spring travel curves.
SpringResponse · Output1
Pourquoi ici : Sets response at the second pitch-curve point; it is an endpoint only if its input position is full travel.
SpringResponse · Output0.3
Pourquoi ici : 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.
Pourquoi ici : 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.
Pourquoi ici : 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.
Pourquoi ici : 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.
Pourquoi ici : 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.
Pourquoi ici : Enables rate damping with the configured coefficients and control law.
Autopilot
Autopilot · Follow enabledFalse
Whether this feature is active in this profile.
Pourquoi ici : 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.
Pourquoi ici : Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength0.28
Pourquoi ici : Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Aero
Aero · EnabledTrue
Whether this feature is active in this profile.
Pourquoi ici : 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).
Plus : a more gradual build to a later peak.
Moins : a quicker build.
Pourquoi ici : 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.
Plus : the effect begins later.
Moins : it begins earlier.
Pourquoi ici : 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.
Pourquoi ici : Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Ground
Ground · EnabledFalse
Whether this feature is active in this profile.
Pourquoi ici : 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.
Pourquoi ici : Enables engine cues with nonzero settings and valid running-engine telemetry.
Mechanical
Mechanical · EnabledTrue
Whether this feature is active in this profile.
Pourquoi ici : Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain0
The strength of this effect.
Plus : a stronger effect.
Moins : a weaker one.
Pourquoi ici : Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
Tous les réglages du profil
| Paramètre | Valeur | Ce que cela contrôle et pourquoi |
|---|---|---|
| Spring strength | 0.55 | The selected fixed spring approximates passive sidestick resistance; actuator hinge moments are not passed through as direct hand forces. The baseline spring is 0.55. Low-speed spring blending is off. |
| Spring deadband | 0.01 | Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Forces · Center starting force | 0.03 | The centre preload is 0.03. It ramps outside the 0.01 deadband across 0.05 travel, shaping the passive centre independently of aircraft autotrim. |
| Forces · Center starting force transition | 0.05 | Sets the travel used to ramp in centre preload. Wider intervals make its onset more gradual. |
| Force gain | 0.04 | The stored 0.04 aerodynamic-load gain is inactive under the fixed-centre control law. |
| Master gain | 0.85 | Scales overall profile strength while preserving effect balance, subject to device and output limits. |
| Dynamic-pressure blend | False | Allows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| Minimum spring factor | 0.5 | Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| Spring wake-up speed | 20 kt | Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring full-strength speed | 90 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Vitesse de réglage des forces | 270.0 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening | 0 | Adds permitted spring resistance above the full-blend speed. Zero removes this high-speed increase. |
| Airspeed stiffening cap | 5 | Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | 1 | Roll and pitch aerodynamic scales are 1 and 1, respectively. These stored weights do not create directed aerodynamic loading while that term is inactive. The pitch spring-travel curve reaches output 1 at input 1. The roll spring-travel curve reaches output 0.3 at input 1. Spring-travel response contributes separately to axis balance. |
| Elevator force scale | 1 | Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Maximum output force | 0.55 | Caps directed-force output. Native spring effects and device limits remain separate. |
| SpringResponse · Travel enabled | True | Applies the configured pitch and roll spring travel curves. |
| SpringResponse · Output | 1 | Sets response at the second pitch-curve point; it is an endpoint only if its input position is full travel. |
| SpringResponse · Output | 0.3 | Sets response at the second roll-curve point; its input position and other points determine the travel law. |
| StickFeel · Trim feel enabled | False | Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| StickFeel · Trim relief enabled | False | Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| StickFeel · Elevator authority | 0 | Normal-law automatic trim changes the aircraft's stabilizer state independently of the fixed hardware centre. 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. |
Sources publiques 15
- Airbus A340Research background · Wikipedia revision 1373352164 · retrieved 2026-09-12
- Cockpit and flight control familiesAirbus cockpit family descriptions; Airbus cockpit commonality, sidestick philosophy; Airbus cockpit commonality
- A340600Pro, versions, variants and downloadsFlight dynamics, systems and aircraft-state features; Requirements and version1.0.3-1.0.5 history
- A340 Airliner for MSFS-2024A340 Airliner product and featuresOfficial developer / designated store catalogue · checked 2026-09-12Official developer / designated-store reference · checked 2026-09-14
- A340 600A340-600 specific featuresOfficial developer / designated store catalogue · checked 2026-09-12
- X-Plane aircraft and avionics manuals
- ToLiss A340-600 change log
- ToLiss A340-600 published specification
- Hi Fly lands its first Airbus A340 in Antarctica – captain’s logCarlos Mirpuri · 22 November 2021
- Leading flight instructors past and presentJosé María Ordovás and Ventura Menéndez · November 2017, pages 91–94
- Too tall for fighter jets – perfect for the big wide worldFredrik Lindegren · 15 May 2026
- Simbrief Profiles - A340 Airliner - FAQs - iniBuilds ForumOfficial developer / designated-store reference · checked 2026-09-14
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- JARDesign 340-500 Airliner-JARDesign-JD340Product listing captured 2026-09-30; edition scope from the reviewed catalogue
- A340-600 Pro MSFS20/24 by Aerosoft / ToLiss | Contrail ShopProduct listing captured 2026-09-30; edition scope from the reviewed catalogue
Communauté et corrections
Si votre expérience du type dit que cette page se trompe, corrigez-la ici.
Corrections de pilotes
Vous volez sur cet appareil ? Corrigez cette page.
Cette page repose sur des références citées, et l'expérience réelle du type vaut mieux qu'une citation. Citez l'affirmation erronée et dites-nous ce que fait l'appareil réel. Les corrections vont au mainteneur pour examen et nourrissent la prochaine révision de cette recherche.
Connectez-vous pour envoyer une correction. Pas de mot de passe, juste un lien e-mail à usage unique.
Se connecter
Discussions de hangar
Conversation ouverte sur le pilotage et le réglage du Airbus A340, sur le forum communautaire. Les corrections ci-dessus vont en privé au mainteneur ; les discussions de hangar sont publiques.
Connectez-vous pour la lancer. Pas de mot de passe, juste un lien e-mail à usage unique.
Se connecter
Communauté
Profils communautaires pour cet appareil
Pas encore de profils communautaires pour cet appareil.
Réglé à votre façon ? Partagez un profil et il apparaîtra ici.