Learn how to land an Airbus A340 in a flight simulator, including VAPP, flap setup, flare timing, autoland, reverse thrust and common fixes.
To land an Airbus A340 in a flight simulator, enter the approach data, fly the computed VAPP on a stabilised 3-degree path, select landing flap, arm spoilers and choose autobrake. Flare near 30 feet, move the thrust levers to idle at the RETARD callout, touch down on the main gear, then apply reverse and braking.
This is a general, cross-simulator technique for Microsoft Flight Simulator, X-Plane, Prepar3D and FSX. The aircraft package matters more than the host simulator: a detailed A340 may reproduce FMGS speed calculations, ground-speed-mini, autothrust and autoland, while a simpler model may require selected speeds and manual ILS tuning.
Airbus A340 landing procedure
The safest A340 landing starts with the correct performance data and a fully stabilised aircraft before the final 1,000 feet.
- Check landing weight and runway: choose a runway with enough landing distance for the variant, weight, wind and surface condition. The A340 is heavy and carries considerable momentum; do not assume that an airport suitable for a smaller Airbus gives comfortable stopping margins.
- Complete the approach page: enter the correct QNH, temperature, wind, decision height or minimum descent altitude, and intended flap configuration. Use the VAPP calculated by the FMGS. For an ILS, confirm the frequency, course and identifier rather than trusting automatic tuning without checking it.
- Select the landing configuration: arm the ground spoilers, choose an appropriate autobrake setting and verify anti-skid. CONF FULL is the normal choice when runway length is the priority; CONF 3 gives less drag but normally produces a higher approach speed and longer landing distance.
- Establish the approach: intercept an ILS glideslope from below or hold a steady visual 3-degree path. A useful estimate is groundspeed multiplied by five: 150 knots groundspeed requires about 750 feet per minute. Without an ILS, use a consistent aiming point and the visual glide-path and runway aiming technique.
- Configure in stages: select Flaps 1, then Flaps 2 as speed falls below the applicable flap limits. Extend the landing gear, select Flaps 3 and then FULL if planned. Follow the PFD speed markers and the add-on's checklist rather than extending flaps at a memorised speed from another A340 variant.
- Be stable by the gate: by roughly 1,000 feet above the runway in instrument conditions, the aircraft should be on path, near VAPP, in landing configuration and using only small corrections. A mistake we see constantly is trying to rescue an approach with large pitch, thrust or bank changes below 500 feet. Our stable-approach and flare guidance covers that underlying technique in more detail.
- Continue or go around: at minimums, land only with the required visual reference and an acceptable flight path. Keep the runway aiming point steady in the windscreen and avoid chasing every small instrument movement.
- Flare and stop: start a restrained flare near 30 feet, retard the thrust levers when called, touch down on the main landing gear and lower the nose smoothly. Verify spoiler deployment, apply reverse thrust as modelled and let the selected autobrake produce the planned deceleration.
| Selection | Choose it when | Main consequence |
|---|---|---|
| CONF FULL | Runway margin, lower approach speed or wet conditions matter most | More drag and normally less landing distance |
| CONF 3 | A long runway permits a reduced-drag landing | Higher VAPP and normally more landing distance; set the aircraft's landing-flap option where modelled |
| LOW autobrake | The runway is long and dry | Gentler deceleration |
| MED autobrake | A shorter runway, wet surface or early exit needs stronger deceleration | Firmer braking and greater stopping margin |
What is the correct Airbus A340 landing speed?
The correct speed is the VAPP calculated for that aircraft, weight, configuration and wind, not a universal A340 speed copied from a video or another add-on.
In a properly modelled FMGS, VAPP is based on VLS plus an approach correction. Entering the wind allows the system to calculate that correction; adding another arbitrary gust factor can make the aircraft float. A realistic Airbus system may also command a speed above displayed VAPP through ground-speed-mini as the headwind changes.
With autothrust active, leave the thrust levers in the CL detent during final approach and monitor the FMA. If the model lacks a working FMGS, use its supplied landing chart or speed bug. Different A340 variants and add-on flight models can require noticeably different speeds at the same apparent load.
When should you flare an A340?
Begin the A340 flare at about 30 feet radio altitude with a smooth, small aft input that raises pitch by roughly two or three degrees.
Do not haul the nose up or try to hold the aircraft off like a light aeroplane. At the RETARD callout—typically near 20 feet during a manual landing—move all thrust levers positively to idle. Holding thrust beyond the callout encourages floating; retarding it too early can produce a firm arrival.
The long A340-600 is particularly sensitive to excessive flare pitch, while every A340 has limited nacelle and tail clearance during banked touchdowns. In a crosswind, de-crab with rudder close to touchdown and use only enough into-wind roll to prevent drift. Our crab, de-crab and wing-low landing explanation covers the control sequence.
After main-gear touchdown, let the nose lower under control instead of holding it high. Ground spoilers should deploy automatically when armed and the model's touchdown logic is satisfied. Apply reverse symmetrically, reduce towards idle reverse around 70 knots and stow it before taxi speed, subject to the add-on's checklist.
Do not assume every reverser animation should move. Accurately modelled A340-200 and A340-300 aircraft normally have reverse thrust on the two inboard engines, whereas the A340-500 and A340-600 can use reversers on all four.
Can an Airbus A340 autoland in a simulator?
An Airbus A340 can autoland when the add-on models the function properly and the approach provides a suitable ILS, but localiser and glideslope capture alone do not establish autoland capability.
- Arm APPR and verify both LOC and G/S capture on the FMA.
- Engage the second autopilot when required by the aircraft model.
- Confirm the expected approach capability and subsequent LAND, FLARE and ROLLOUT annunciations.
- Configure the gear, flaps, spoilers and autobrake manually; autoland does not do this preparation for you.
- At the RETARD callout, move the thrust levers to idle unless the add-on documentation explicitly models another behaviour.
If the required landing modes do not appear, disconnect and land manually or go around. Simplified A340 packages may track an ILS but lack automatic flare and rollout. For the underlying logic, see how to arm and monitor simulator autopilot modes correctly.
Why does the A340 float, bounce or land hard?
Most poor A340 landings come from excess speed, an unstable descent, incorrect thrust timing or an oversized flare rather than from the touchdown itself.
| Problem | Likely cause | Fix |
|---|---|---|
| Long float | Too fast, extra wind correction, early flare or thrust not at idle | Use computed VAPP, make a small flare and retard at the callout |
| Hard touchdown | Low approach, early thrust reduction or late flare | Hold the 3-degree path and begin a progressive flare near 30 feet |
| Bounce | High descent rate, excess speed or abrupt pitch input | Do not force the nose down; go around after a high or hard bounce |
| Tail or nacelle strike | Excessive pitch or bank during touchdown | Use restrained pitch and bank; abandon an unstable crosswind landing |
| ILS overshoot | Intercepting from above, excessive intercept angle or wrong approach setup | Capture from below, reduce the intercept angle and verify the FMA |
| No spoilers or reverse | Spoilers not armed, throttle axis not reaching idle, or incorrect reverse bindings | Arm spoilers and calibrate the idle and reverse detents before the next approach |
When should you go around?
Go around if the A340 is unstable below the approach gate, exceeds a safe bank or descent rate, loses the runway reference, shows an unexpected autoland mode or makes a hard bounce.
Move the thrust levers to TOGA, follow the flight-director SRS command, select one flap stage up and retract the landing gear only after confirming a positive climb. At acceleration altitude, retract the remaining flaps on schedule. Trying to save a poor approach in a heavy, long-bodied A340 is far harder than flying another circuit.