Development milestones
First flight: 25 October 1991 ( 1991-10-25 )
Developed from: Airbus A300
Aircraft libraryAirbus A340
MarcelX42 · CC BY-SA 4.0 · Lufthansa A340-313Airbus A340
A four-engine Airbus wide-body developed in parallel with the A330.
Airliner7 profile choices
Know the plane
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.
More about this aircraft on 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.
Public sources 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
How the profile models it
Airbus A340-500
Free + ProMSFS 2020MSFS 2024X-Plane 12
A four-engine Airbus wide-body developed in parallel with the A330.
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.
Aircraft and configuration
The source identifies the A340-500 as a four-engine ultra-long-range widebody airliner.
About the values
Strengths are normalized hardware-feel settings. They set the effect balance; hand force depends on the device and its limits. The IAS reference is a tuning value.
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: This profile uses electronic-control centering for Airbus A340. The baseline spring is 0.55. Low-speed spring blending is off.
Overall aerodynamic load0%
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 aerodynamic-load gain is inactive under the fixed-centre control law.
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.
Elevator load100%
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.
Aileron load100%
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 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.
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.
Spring engagement start8 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 full65 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.
Spring 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.
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.
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.
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: The profile uses the trim behaviour configured below. Pitch relief is off, with stored authority 0; roll authority is 0.
Trim 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 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 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.
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 strength0.28
Why here: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
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.
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 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 | This profile uses electronic-control centering for Airbus A340. The baseline spring is 0.55. Low-speed spring blending is off. |
| Force gain | 0 | The stored 0 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. |
| Maximum output force | 0.55 | Caps directed-force output. Native spring effects and device limits remain separate. |
| Elevator force scale | 1 | Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| 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. |
| Force tuning speed | 250 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Spring wake-up speed | 8 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 | 65 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| 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 · Force trim enabled | False | Enables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| Autopilot · Follow enabled | False | Autopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot · Neutral hold enabled | False | Permits centering hold during a supported AP state, separate from following a moving target. |
| 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. |
| 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. |
| 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. |
| 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 · Elevator authority | 0 | The profile uses the trim behaviour configured below. 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 · 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 authority | 0.1 | Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| 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 | 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 | 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 14
- 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
- A340.htmlAirbus A340-500
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