Airbus A318/A319, A320/A321. Manual (Version 01-03-002)

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COMMUNICATIONS

Unfortunately FSX is not very strong with radios and we really wanted to stck to the default commands of FSX

because a lot of people have hardware for these parts. So we went for practcality more than for getng the

simulaton exactly as the real aircraf. It’s a small price to pay for compatbility and usability.

COMMUNICATION RADIOS

Communicaton radios (VHF) are set using the Radio Management Panel on the pedestal while Navigaton radios

are set on the MCDU system. The backup Radio navigaton opton on the RMP is not implemented. The

communicaton radios VHF1 and VHF2 (FSX calls that COMS 1 and COMS 2) are set on the Radio Management

Panel on the center console. VHF1 is set on the Captain side (lef), VHF2 is set on the First Officer side (right).

1. ON / OFF sw: Toggles power to the panel

2. NAV key: Not implemented

3. STBY NAV keys: Not implemented

4. ROTATING KNOB: Outer wheel sets most significant digits, inner wheel sets least significant digits. When

a frequency has a COURSE atached to it the inner wheel sets the COURSE

5. TRANSFER KEY: When pressed the ACTIVE and STBY frequencies are interchanged.

6. STBY / CRS window: Shows STBY frequency or COURSE

7. ACTVIVE window: Shows the actve frequency of the selected radio system

8. BFO key: Not implemented

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AUDIO MANAGEMENT SYSTEM

The Audio Management System determines which sources you

will hear. With the buton depressed the source is not heard,

with the buton depressed and lit the corresponding source is

heard. Please note that FSX does not have a separate ILS receiver

and that is always linked to VOR 1.

DOORS AND WINDOWS

The external doors and cargo hatches can be opened using a simulated page in

the right MCD under the ACFT DOORS page. When the aircraf is stopped,

engines are off and the parking brakes (or chocks) are set, you can open the

doors via this menu. The door identfier will blink when the door is being

opened or closed. This menu is not available when the aircraf is not

statonary, with engines off and on parking brakes (or with wheel chocks

actvated).

All external doors in the Airbus A32x are

conventonal in design and operaton and all door

operaton can be monitored on the ECAM DOORS

page. The ECAM DOOR/OXY page will appear

automatcally:

 as the default ECAM system display page

with the engines shut down

 when any door is not closed and an engine

is running.

It may also be selected by depressing the DOOR pb

on the ECAM panel.

During taxying it is allowed to open the

cockpit windows.

The cargo doors should never be open

with the right engine running. The

cockpit door should stay locked in flight

and a small video camera (with a display

mounted above the door) allows the

crew to see who is behind the door.

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The windshields consist of mult layered glass and are

electrically heated to prevent icing. Two of the windows

have sliding mechanisms. To open the windows lef

mouse click on the handle. The window will be opened

by a ratle mechanism. To close the window, right mouse

click on the handle. Make sure the red ring underneath

the release buton is shown to indicate the window is

locked. The status of the windows is also shown in the

ECAM DOORS page.

ELECTRICAL

GENERAL

In normal operaton the generaton and distributon of electrical power is fully automated and does not need any

interacton. Even when there are failures the systems will almost always be able to correct or actvate alternate

systems when needed. As with all overhead panels a dark panel with all lights off indicates systems without fault

and in automatc mode.

AC GENERATION

AC power is distributed via the two AS buses. Each engine generator supplies one of the two buses but a te

connecton allows one of the generators to provide both buses. The APU generator can be used as the sole source

for all systems, excluding the galleys. Note that at high alttude the APU generator load capacity is decreased.

When available, Ground Power is able to provide all buses with electricity. The two bateries are connected to

the buses via a statc converter. An automated bus te system interconnects all systems.

AC BUSES

There are 5 buses for AC power:

1. AC1 Bus

2. AC2 Bus

3. AC ESS Bus

4. AC ESS SHED Bus

5. AC Ground/Flight (the later is ignored)

DC GENERATION

The DC system powers the DC components, and is needed to start the APU when no EXT PWR is available. The DC

electrical system is the first backup for the AC system and will power essental components when all AC

generators are offline. In normal operaton three transformer rectfiers (TRs) convert AC to DC and AC1 is the first

source for DC power.

Two NICAD bateries connect to their own hot batery bus that is always actve. The bateries are charged using

the DC BAT bus and disconnected from all buses when they are not needed and fully charged. The bateries use

proprietary code so they will not lose power as fast as standard FSX bateries. Depending on your use you should

be able to run the systems on batery for up to half an hour. Of course it is advised to either connect external

power of power up the APU to avoid your aircraf going cold and dead unexpected.

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PRIORITY LOGIC

The priority logic determines which source is used. When that source is lost the system will automatcally switch

to the next available source.

1. Engine Generators

2. External Power

3. APU Generator

4. Ram Air Turbine (not simulated)

5. Bateries

For example, if the aircraf is run from APU generator and EXT PWR comes online the system will automatcally

switch to EXT POWER but when engine generators come online they will be used.

GROUND POWER

Using the GROUND SERVICES menu on the right MCDU it

is possible to display a Ground Power Unit and to actually

let it supply the electrical power.

 EXT. POWER GPU: will actvate ground power

and will show a Ground Power Unit

 EXT. POWER: will actvate ground power but will

not show the Ground Power Unit (use this one in

combinaton with AES)

ECAM ELEC SYSTEM DISPLAYS

The ECAM ELEC pages show the configuraton of the electrical system and the relevant values of all systems.

 The batery indicatons (BAT 1 & BAT 2) normally appear white but will show in amber if voltage drops

below 25 volt. Voltage and Amperage is shown. Connecton lines or arrows between the batery and the

DC BUS icon show if the bateries are connected, discharging or charging.

 The TR indicatons (TR 1 & TR 2) display in green when the values are within normal limits and in amber

when these are exceeded. Output voltage (V) and amperage (A) are shown.

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 The generator indicatons (GEN 1 & GEN 2) show the load (%), voltage (V) and frequency (HZ) normally in

green, for any abnormal value the same is shown in amber. Connecton lines will show if the generator is

online.

 The External Power indicaton will show voltage (V) and frequency (HZ) and connectng lines but only

when external power is available.

ELEC OVERHEAD PANEL

All the normal operatons for the electrical system are done via pushbutons on the overhead ELEC panel.

 The batery voltage for both bateries is shown in the two small LCDs. These displays will always be on

when the batery is installed.

 The BAT pbs (BAT 1 & BAT 2) are off when in AUTO mode. The bateries will automatcally connect when

the APU is started without EXT PWR, when voltage drops below 26.5 (to charge) or when the aircraf is

on ground and no other electrical sources are available. They will show FAULT when the bateries are

disconnected because of a fault. When the pb is clicked OFF will show and the batery will be

disconnected.

 The IDG pb (IDG 1 & IDG 2) will disconnect the generator from the engine, only ground maintenance can

reset this. The switch is protected by a switch guard.

 The EXT PWR pb will be off when no external power is available. It will show AVAIL when power is

available. When pushed ON will show and the external power will be connected to the aircraf buses. It is

recommended to deselect EXT PWR before the ground crew disconnects.

 The ACC ESS pb makes it possible to select a different source for the aircraf essental bus. When pushed

ALTN will show and AC2 will be selected instead of AC1.Commercial and Galley are not simulated. They

connect the cabin systems (galleys, toilets, entertainment system etc) to the buses.



 The GEN pbs (GEN 1 & GEN 2) are dark in AUTO mode. FAULT will show when the generator is

inoperatve or the engine is not running. When pushed OFF will show and the generator will be

disconnected from the AC bus.

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 The APU GEN pb is normally in the ON positon (lights off) and the generator will be available when the

APU is running. When there is a problem FAULT will show. When pushed OFF will show and the APU

generator will be taken offline.

 The BUS TIE pb is normally in the AUTO positon (lights off) and will actvate when needed. When pushed

OFF will show and the buses will NOT interconnect.

EQUIPMENT

Most functons and systems are controlled by push-buton switches with integrated (light) indicatons that follow

the ‘light out’ principle:

 No light: system functoning normal

 Green: normal operaton

 Blue: normal operaton of temporary used system

 White: abnormal operaton / test

 Red: failure, needs immediate acton

 Amber: failure, needs atenton

During normal operaton only green lights can be illuminated permanently, blue lights are possible if not

permanently lit.

Buton positons:

 PRESSED IN: on, automatc, normal, open

 RELEASED OUT: off, manual, alternate, shut down

A push buton that shows two dots is only partally used.

FLIGHT CONTROLS

GENERAL

The Sidestcks are used to control pitch and roll. The input from the pilot is interpreted by the flight computers

and these move the flight controls. The flight computers however will ignore any input that would cause

excessive maneuvers or would put the aircraf outside the safe flight envelope.

The flight control surfaces are electrically controlled and hydraulically actvated.

COCKPIT CONTROLS

 Two side stck controllers for pitch and roll (these are not mechanically connected)

 Two pairs of pedals (interconnected) that mechanically control the rudder

 A speed brake control lever

 Two hand wheels to mechanically control Trimmable Horizontal Stabilizer (THS)

 A switch to control rudder trim

 A tller that is used to steer the aircraf at low speed on the ground (note this is animated but cannot be

used to steer.)

Note there is no aileron trim control.

COMPUTERS

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There seven flight control computers that process the pilot inputs:



2 ELAC’s (Elevator Aileron Computer)



3 SEC’s (Spoiler Elevator Computer)



2 FAC’s (Flight Augmentaton Computer)

PITCH CONTROL

The two elevators and THS control pitch. The pitch is normally controlled by ELAC 2 and uses the green and yellow

hydraulic systems. The THS uses three electrical motors. Mechanical control using the THS always overrides the

electrical controls, but has limited elevator travel.

ROLL CONTROL

One aileron and four spoilers on each wing control roll. Roll control is normally controlled by ELAC 1, using the

blue and green hydraulic systems. Spoiler control uses SEC 3, using the green, yellow of blue hydraulic systems.

YAW CONTROL

In flight yaw control is fully automatc and the yaw orders are computed by the ELACs and handled by the FACs.

One rudder surface is used. Mechanical control is always possible and overrides the electrical controls. The single

rudder surface is moved by 3 hydraulic jacks using the green hydraulic system with a yellow hydraulic backup.

Rudder deflecton is limited as a functon of speed.

Yaw trim is achieved by two electric motors. In automatc flight the FACs and FMCG controls the rudder. In

manual mode the RUD TRIM rotary control on the pedestal can be used. The reset buton will center the rudder.

Rudder trim and reset is NOT actve when A/P is used.

FLARE MODE

When passing 50 feet on landing the flight mode changes to flare mode and the attude is maintained. At 30 feet

the aircraf will start a pitch down maneuver to 2° nose down and gentle positve pilot acton is required.

SPEED BRAKES AND GROUND SPOILER CONTROL

Spoiler 2, 3 and 4 are used as speed brakes and controlled by the speed brake lever. Speed brakes cannot be used

in flaps configuraton 3 and FULL or when angle of atack protecton is actve.

Ground spoilers are armed when the speed brakes control lever is pulled in to armed positon. It uses spoiler 1 to

5. They will extend automatcally:

 At landing when both main wheels touch down and throtle is at forward idle

 At take off when reverse is selected on at least one engine and speed is over 75 knots.

OVERHEAD PANEL CONTROLS

There are two FLT CTL panels on the overhead panel. When the corresponding system is ON and without fault the

pb will be dark. When clicked OFF will show and the corresponding computer will be deactvated. When clicked

again the computer will reset and restart. The two panels are mixed so each crew member will be able to control

at least one ELAC, SEC and FAC.

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ECAM F/CTL & WHEEL PAGE

The ECAM F/CTL page provides full feedback on all control surfaces. Please note the spoiler/speed brakes

indicaton is also shown on the ECAM WHEEL page.

PROTECTIONS

The normal law provides complete flight envelope protecton:

 Load Factor limitaton

+2.5 g <-> -1.0 g flaps retracted

+2.0 <-> 0.0 g flaps extended

 Pitch Attude protecton

30° nose up in configuraton 0 to 3

25° nose up in configuraton full

15° nose down

 Bank Angle protecton

33° bank angle

When the sidestck is kept full right or lef the aircraf will bank to 67°, when sidestck is

released it bank angle will go back to 30°

 High Angle of Atack protecton

o When angle of atack exceeds α protecton the High Angle of Atach Protecton kicks in. It will

allow AoA to go to α max but not beyond. This protects against stall and windshear. A/P will

disconnect in this mode.

 High speed protecton

o When the speed exceeds safe limits the engines will throtle down and when needed, speed

brakes will be deployed.

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FLIGHT INSTRUMENTS

The flight instruments consist of the Electronic Instrument System (EIS) and several additonal instruments. The

EIS has six identcal displays and is made up of two subsystem, the Electronics Flight Instrument System (EFIS) and

the Centralized Aircraf Monitor System (ECAM).

ELECTRONIC FLIGHT INSTRUMENT SYSTEM

The EFIS has two displays on each side of the cockpit, Primary Flight Display (PFD) and Navigaton Display (ND).

The PFD consists of:

 Aircraf attude

 Flight director command bars

 Aircraf heading and/or track

 Aircraf alttude both in MSL and AGL

 Aircraf vertcal velocity and Vertcal path indicatons

 Traffic Alert and Collision Avoidance System (TCAS)

 Indicated airspeed

 Flight Mode Annunciatons (FMA)

 ILS informaton

The ND consists of:

 Range markers

 Flight Plan

 Navigaton Aids

 TCAS informaton

 Positon

 Heading

 Speed

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The colors on the EFIS show the importance of the informaton shown:

 RED: Failure requiring immediate acton

 AMBER: Failure requiring acton

 GREEN: Shows FMCG and NDB navigaton informaton, flight director and engaged flight guidance modes

 WHITE: Used for ttles, scales and VOR informaton

 BLUE: Used for armed flight modes, VOR, CDI and tuned navaids

 MAGENTA: Used for ILS navaids informaton.

EFIS CONTROL PANEL

The EFIS control panel is used to display or hide elements on the PFD and ND.

ELECTRONIC CENTRALIZED AIRCRAFT MONITOR

The ECAMs informs the pilot about aircraf systems and fault monitoring. The

upper display shows engine and warning informaton while the lower display

displays the System Display (SD) pages.

The colours on the ECAM show the relatve importance of the informaton

shown:

 RED: Failure requiring immediate acton

 AMBER: Failure requiring acton

 GREEN: For normal long tme operaton

 WHITE: Used for ttles and remarks

 BLUE: Used for informaton about limitatons

 MAGENTA: For additonal informaton

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When neither cauton nor warnings are present the page shown is controlled by flight phase.

 On the ground and engines off -> Doors page

 On the ground and engines on -> Wheels page

 Take-off run and untl reaching 1500 f AGL -> Engines page

 Above 1500 AGL -> Cruise page

If a cauton or warning is triggered the ECAM will show the page for the affected system and CLR buton will be lit.

Pressing CLR will show to next affected systems page (if any) otherwise it will return to the page relevant for the

flight phase. Pressing RCL will recall any existng warnings and cautons and again show the page for the affected

systems.

ECAM CONTROL PANEL

 T.O. CONFIG: when pressed the aircraf will simulate a take-off power applicaton to trigger warnings or

cautons that might prevent a take-off.

 EMER CANC: not simulated

 System pages: when pressed the selected page is shown on the lower ECAM

o ENG: enginesBLEED: bleed air systems

o PRESS: cabin pressure systems

o ELEC: electrical systems

o HYD: hydraulic systems

o FUEL: fuel systems

o APU: auxiliary power unit

o COND: air conditoning systems

o DOOR: door and cargo hatches

o WHEEL: gear and brake systems

o F/CTL: flight controls.

 ALL: when pressed all the system pages are shown at short intervals

 CLR: when lit it can be pressed to remove ECAM cauton or warnings

 STS: when pressed the STATUS page is shown on the lower ECAM

 RCL: when pressed the warnings and cautons statuses that have been suppressed by other warnings or

cautons (or new flight phase) are recalled,

STANDBY COMPASS

The standby compass is displayed when the access panel is pushed upwards shortly. It can be stored by pushing it

upwards. The standby compass should not be used for normal operaton.

STANDBY HORIZON

The standby horizon is a backup for the IRU and EFIS system and shows attude, alttude, speed and barometric

pressure. The standby horizon should not be used for normal operaton.

DDRMI

The digital distance and radio magnetc indicator provides a backup for the flight displays but is also useful in

normal operaton.

CLOCK

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The clock provides tme related informaton

 CHR: chronometer, start and stop with the CHR buton, reset with the RST buton

 UTC: shows UTC tme

 ET: shows flight tme (triggered by flight mode START)

VOR/DME RECEIVERS

There are two VOR/DME receivers and the informaton is supplied on the Digital Distance Radio Magnetc

Indicator (DDRMI) and the Navigaton Display (ND).

FLIGHT MODE ANNUNCIATOR

The Flight Mode Annunciator is shown at the top of the Pilot Flight Display and it perhaps the most important

display of the whole cockpit. It shows in detail in what mode the systems are operaton and what the pilot can

expect to happen. Understanding what is shown here means understanding what the aircraf is doing. If a pilot

enters the cockpit afer a sanitary break it is the first thing he will check. There are five columns with 3 lines each.

AUTO THRUST

AP/FD

APPROACH

AP, FD.

OPERATIONS

VERTICAL MODES

LATERAL MODES

CAPABILITIES

ENGAGEMENT

DH/MDA

STATUS

AUTO THRUST OPERATIONS ANNUNCIATIONS

MAN TOGA

A/THR is armed, at least one thrust lever is in TOGA detent

A/THR is armed; at least one thrust lever is in MCT/FLX detent, with FLX TO temp set at

MAN FLEX XX

XX°. The other thrust lever is at, or below, the MCT/FLX detent

A/THR is armed; at least one thrust lever is in the MCT/FLX detent, the other is at, or

MAN MCT

below, this detent

A/THR is armed and the most advanced thrust lever is above CL detent (2 engines

MAN THR

operatve, or one above MCT/FLX (engine-out) and not in a detent

A/THR is actve in thrust mode and the most advanced thrust lever is in the MCT/FLX

THR MCT

detent (engine-out).

THR CLB

A/THR is actve in thrust mode

THR IDLE

A/THR is actve in thrust mode and commands idle thrust

THR LVR

A/THR is actve in thrust mode with both thrust levers below CL detent

SPEED or

A/THR actve in SPEED or MACH mode

MACH

FLOOR

A/THR actve and commands TOGA thrust, in alpha FLOOR conditon

TOGA LK

A/THR actve and TOGA thrust locked (not in alpha FLOOR conditon)

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Flashing White

Set the thrust levers in CL detent

Flashing White

Set the thrust levers in MCT/FLEX DETENT

LVR ASYM

Only one thrust lever is in CL or MCT/FLX detent

AP/FD VERTICAL MODE ANNUNCIATIONS

SRS

Takeoff or go around mode engaged

CLB

Climb mode engaged, FMGS target above, ALT CSTR used

OP CLB

Open Climb mode engaged FCU target above, ALT CSTR disregarded

ALT *

Alttude Capture engaged, FCU selected alttude

ALT CSTR *

Alttude Capture engaged, ALT CSTR set alttude

ALT

Alttude Hold mode engaged, FCU selected alttude

ALT CSTR

Alttude Hold mode engaged, CSTR set alttude

ALT CRZ

Alttude Hold mode engaged, CRS FL is held

DES

Descent mode engaged, FMGS target below, ALT CSTR used

OP DES

Descent mode engaged, FMGS target below

G/S *

Glide Slope Capture mode engaged

G/S

Glide Slope mode engaged

V/S

Vertcal Speed Mode engaged, ALT RSTR disregarded

FPA

Flight Path Mode engaged, ALT RSTR disregarded

CLB

Climb mode armed

ALT

Alttude mode armed, FCU target

ALT

Alttude mode armed, ALT CSTR target

DES

Descent mode armed

G/S

Glide slope mode armed

ALT G/S

ALT and G/S mode armed

ALT G/S

ALT CSTRT and G/S mode armed

ALT FINAL

ALT CSTR and FINAL mode armed

AP/FD A/THR ENGAGEMENT ANNUNCIATIONS

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RWY

RWY mode engaged

HDG

HDG mode engaged

NAV

NAV mode engaged

LOC *

LOC capture mode engaged

LOC

LOC track mode engaged

APP NAV

NAV mode engaged for non ILS approach

NAV

NAV mode armed

LOC

LOC mode armed

APP NAV

NAV mode armed for non ILS approach

LAND

LAND mode engaged below 400 feet RA

FLARE

FLARE mode engaged

ROLL OUT

ROLL OUT mode engaged

FINAL APP

APP NAV and FINAL APP mode engaged during RNAV approach

APROACH CAPABILITIES ANNUNCIATIONS

CAT 1

CAT 1 capability available

CAT 2

CAT 3 capability available

CAT 3

CAT 3 capability available

SINGLE

CAT 3 capability available with FAIL PASSIVE conditon

DUAL

CAT 3 capability available with FAIL OPERATIONAL conditon

MDA xxxx

Minimum descent alttude inserted

DH xxxx

Decision height inserted

NO DH

No Decision height inserted

APPROACH CAPABILITIES ANNUNCIATIONS

AP 1+2

Autopilot 1 and 2 engaged (LOC/GS, Roll-out or Go-around mode armed or engaged

AP 1

Autopilot 1 engaged

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FUEL

GENERAL

The fuel system has the follow functons

 Store fuel in the tanks

 Supply the engines (and APU) with fuel

 Transfers fuel between tanks

 And, not simulated, cool the integrated drive generator and control the refueling operatons.

 Note there is no fuel dumping possible on A320/321

TANKS

Two wing tanks and one center tank store the fuel, with a vent surge tank in each wing tp.

USABLE FUEL

WING TANKS

CENTRE TANK

TOTAL

2 X 7750 LITERS

8800 LITERS

23700 LITERS

VOLUME

2 X 2047 US GALLONS

2166 US GALLONS

6260 US GALLONS

2 X 6048 KG

6437 KG

18605 KG

WEIGHT

2 X 13,140 LB

14,190 LB

41,010 LB

ENGINE FEED

The main fuel pumps feed fuel from the wing tanks to the engines using two fuel pumps in each wing tank.

MAIN COMPONENTS

 Tank pumps, two in each wing tank, normally both actvated.

 Cross feed valve, allows the lef and right systems to be connected and to feed both engines from one

wing tank, normally closed.

 Engine low pressure valves, when closed (by using the engine master switch or the ENG FIRE PUSH

buton) they cut the fuel flow to the engine, normally open.

 Sucton valves, when open they allow the engines to be gravity-fed from the wing tanks. Normally the

fuel pump acton will close these valves.

FUEL FEED SEQUENCE

 During engine start (and for 2 minutes afer engine start) engines are fueled from the wing tanks.

 When slats are extended engines are fueled from the wing tanks.

 When wing tanks are full engines are fueled from the wing tanks (to allow fuel expansion) untl an ‘under

level’ sensor is triggered. While engines are fueled from the wing tanks, fuel is transferred from the

center tank to the wing tanks. When the inner wing tank reaches 750 kg of fuel, the outer wing tank fuel

content will be transferred to the inner tanks.

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CENTRE FUEL TANK TRANSFER

The Fuel Level Sensing Control Unit (FLSCU) controls the transfer of fuel from the centre tank to the wing tanks.

When 500 KG of fuel has been used (from a wing tank) the FLSCU will start the transfer of fuel from the centre

tank to the wing tank. When the FLSCU senses the wing tank is full the transfer is stopped. This system ensures

that the wing tanks are always as full as possible and that the wing tanks fuel levels are always as equal as

possible.

NOTE: to avoid an incorrect fuel load, always fill the wing tanks complete before adding

fuel to the center tank. If you see the MODE SEL buton light up with a amber FAULT the

most obvious cause is that the center contains too much fuel and the wing tanks too litle.

OVERHEAD PANEL

TK PUMPS (push buton switch), pump the fuel from the wing tanks to the engines.

 ON

Pump is energized

 OFF

Pump is deactvated

 FAULT

When the delivery pressure drops FAULT will be lit in amber, suppressed when OFF setng is

selected

CTR TK XFR (push buton switch), pump the fuel from the center tank to the wing tanks

 ON

XFR valve is open when MODE selector is in MANual mode

 OFF

XFR valve is closed

 FAULT

Lit in amber in case of wing tank overflow

MODE SEL (push buton switch),

 AUTO Center tank XFR is automatc, open when wing tanks are not full, closed when centre tank is

empty

 MAN Center tank XFR is manually controlled with CTR TK XFRpush buton switches

 FAULT Lit in amber when:

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HYDRAULIC SYSTEM

GENERAL

There are three separate and fully independent hydraulic systems, Green, Blue and Yellow, each with its own

pump(s), reservoir and accumulator. In normal operaton the system is fully automated and does not need any

interacton.

 The Green system can be pressurized by an engine-driven pump and can use the Yellow system via the

connecton Power Transfer Unit (PTU).

 The Yellow system can be can be pressurized by an engine-driven pump and can use the Green system

via the connectng PTU. Additonally an electric and a hand pump (not simulated) can be used.

 The Blue system is powered by an electric pump or the Ram Air Turbine (not simulated) and is mainly

intended as a backup emergency system.

 The Power Transfer Unit is used to transfer pressure between the Green and Yellow systems when

differental pressure exceeds a set limit.

ECAM HYD PAGE

All pumps are indicated by triangles on the ECAM. When the pump is off it is a white open triangle, when the

pump is ON and pressure is normal a green triangle is shown. An amber triangle means the pump is on but

pressure too low.

HYD OVERHEAD PANEL

The Hydraulic panel on the overhead panel allows the crew to interact with the system in case of failures. As with

all overhead panels a completely dark panel indicates is in AUTO mode and there are no problems.

 The ENG PUMP pb (ENG 1 PUMP & ENG 2 PUMP) are dark in AUTO mode (ON and pressure within

limits). When there is a problem FAULT will show. When pushed OFF will show and the pump will be

offline and the system depressurize.

 The Blue Electric Pump pb (ELEC PUMP) is always actve when one of the AC buses has power. When

pushed (afer lifing the switch guard) OFF will show and the system will depressurize. When the pump

is on but pressure too low FAULT will show. The ECAM will show more details on that.

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 The Yellow Electric Pump pb (ELEC PUMP) is dark by default, indicatng it is not actve. When pushed ON

will show and the pump will energize. FAULT will show if there are problems, check the ECAM for more

details. Note the Yellow system will pressurize the flight controls (via the PTU) when the main engines

are off!

 The Power Transfer Unit (PTU) is default dark and in AUTO mode. When differental pressure is detected

it will pressurize the low pressure system. When clicked OFF will show and the Green and Yellow systems

will not be connected. FAULT will show if there is a problem, the ECAM will display the problems.

ICE AND RAIN PROTECTION

Using the ice and rain protecton systems allow the unrestricted use of the aircraf in severe icing conditons and

heavy rain fall. Electrical heatng is provide for flight compartment windows, probes, pitot tubes, statc ports and

waste water drains (though the later is not simulated). Hot bleed air heatng is provided for the engines nacelle

leading edges and outboard leading edge of each wing.

Rain protecton comes in the form of wipers on the front windshields and an optonal rain repellent system.

WING ANTI-ICE PROTECTION SYSTEM

To prevent ice buildup on the outboard wing slats, hot engine bleed air is sent into ducts on the wing leading

edge. The WING pb on the ANTI ICE overhead panel controls the system and this is displayed by the wing ant-ice

valve symbols on the ECAM BLEED system display.

PROBE / WINDOW ANTI-ICE PROTECTION SYSTEM

The probe heat computers provide automated protecton

using electrical heatng coils against icing on the front

windows, pitot tubes, statc ports, TAT probe and AoA

probes. It can be manually controlled (overriding the

automated systems) using the PROBE/WINDOW HEAT pb.

When the pb is not illuminated the system is running in

automated mode.

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ENGINE ANTI-ICE PROTECTION SYSTEM

To prevent ice buildup on the engine nacelle leading edges, hot engine bleed air is used. It is manually controlled

by the PROBE/WINDOW HEAT pb. When engine ant-ice is selected engine idle speed will increase and contnuous

igniton is automatcally selected.

RAIN REMOVAL

Both front windshields have individual windshield wipers

controlled by three positon switches on the overhead

panel. Actvatng them on a dry windshield might cause

damage to the windshield. Using the wipers at airspeed

over 240 knots might result is not advised.

LANDING GEAR AND BRAKES

GENERAL

The landing gear consists of a steerable nose gear with two wheels and two main landing gears with two wheels.

The nose gear retracts forward and does not have any brakes. The main gear retracts inboard and is equipped

with carbon disk brakes. An auto brake system and ant-skid systems are available to assist the crew in haltng the

aircraf under less favorable conditons. An interlock system prevents gear retracton when the aircraf is on the

ground. In case of total hydraulic failure the gear can be extended with a manual crank handle. On retracton the

main gear is automatcally braked using the normal brakes. The nose gear is braked with a fricton band on

retracton.

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NOSEWHEEL STEERING

The nosewheel can be steered using the rudder pedals and the steering handwheels (not simulated). Nosewheel

steering is available when:

 The A/SKID & N/W STRG controls are actvated

 At least one engine is running

 Aircraf speed is under 130 knots

 Aircraf is on ground

 Green hydraulic pressure is available

MAIN WHEEL BRAKES

The brakes are operated by the brake pedals or the autobrake system via the Green hydraulic system.

Temperature sensors in each main wheel display the temperature on the ECAM WHEELS page. Takeoff is not

allowed before the brakes are below 300°C.

ANTI-SKID

The ant-skid system operates when wheel skid is detected and will provide maximum brake efficiency. The

system is always actve, when running from an alternate source it might not be available.

AUTOBRAKES

The autobrake system has three setngs. LOW, MED or MAX selected by pbs. ON will show on the selected

setng. When the aircraf is close to the selected rate a green DECEL will show. Pressing the illuminated pb

deactvates the system. Green hydraulic pressure has to be available and the A/SKID & NW STRG needs to be

actve. The brakes are actvated by spoiler extension.

BRAKE-FAN

The brake fans provide additonal cooling when the brakes are overheatng (amber temperature displayed).

Actvate them during taxi.

LANDING GEAR LEVER AND INDICATOR PANEL

The landing gear lever controls extension and retracton. The three indicator lights will be off when the gear is up

and show red UNLK when the gear is in transit. Three green triangles will show the gear is down and locked. Next

to the gear lever is a red arrow that will light when the gear is not extended and the aircraf is in landing

configuraton. When the two-positon Gear Lever is moved and speed is below 260 knots

 Landing gear doors open,

 Gear will move to the new positon

 All doors close

ECAM WHEEL PAGE

The ECAM WHEEL page shows indicatons for landing gear, brakes and ant-skid system. It is show automatc on

the ground with engine running before takeoff and in flight when gear is commanded, in case of any abnormal

indicatons.

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ACCU-PRESS/BRAKE GAUGE

The ACCU PRESS gauge shows the Yellow accumulator pressure (top indicaton) and the Yellow hydraulic pressure

applied to the brakes (two lower indicatons). When brakes are applied the pressure increase will be shown here.

PARKING BRAKE

The parking brake is commanded with the PARK BRK handle. Verify the parking brake is on by checking the ACCU-

PRESS gauge. Normally the aircraf is not parked with the parking brakes applied, but with chocks to keep it in

place. However during icing conditons, refueling or with high winds parking brakes are used.

LIGHTING

COCKPIT LIGHTING

Compared to many other airliners the cockpit lightng is very simple and controlled by panels on the front console

and overhead panel.

 INSTRUMENTS and PANEL LIGHTS: ON / OFF (all instruments and panels are integrally lit)

 ANNUNCIATOR LT TEST BRT / TEST.

Switch to TEST to test the functonality of all annunciator lights. Switch back to BRT for standard

operaton. DIM setng is ignored.

EXTERNAL LIGHTS

The external lights are controlled by switches on the overhead panel. Please note that some of the lights (most

notceably landing lights) are not created using the standard FSX lights and do not react to the standard FSX light

commands.

1. BEACON: ON / OFF

2. NAVIGATION: ON / OFF

3. RWY TURN: ON / OFF

4. LANDING: ON (extended and

on)/OFF (extended and of) /

RETRACT

5. NOSE: T.O. (both lights on) /

TAXI (taxi light on) / OFF

6. STROBE: ON / AUTO (of when

gear on ground) / OFF

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MASTER CAUTION, MASTER WARNING & AUTOLAND WARNING

The MASTER WARN pb and MASTER CAUT pb alert the pilot to a problem in one of the systems or an unsafe

conditon. The MASTER WARN pb is accompanied by a contnuous chime while the MASTER CAUT pb only sounds

a single chime. When pushed the cauton and warning system is reset.

NAVIGATION

The navigaton system has the following main components

 Navigaton receivers

 Radar altmeter, transponders

 Two ADIRS

 Two FMGCs

Pilot interacton with these system uses:

 Multfuncton Control and Display Units (MCDUs),

 Flight Control Unit (FCU)

 Transponder control panels

 ADIRS control panel

 Radio Management Panels (RMPs)

ADIRS

The Air Data Inertal Reference

System supplies data such as baro

alttude, speed, angle of atack,

temperature, attude, track,

heading, acceleraton and aircraf

positon. The Inertal Reference

System uses three separate units to

determine its positon, and these

have to be aligned before the

aircraf is moved.

 The ON BAT light will be

illuminated when one or more IRS is supplied only by the aircraf batery; it will also light up for a short

while at the beginning of alignment.

 The IR pb sw will display OFF when the system is not connected to the other systems and FAULT when

the when IRS alignment is lost.

 The three rotary mode selectors will switch between OFF, NAV (normal mode or operaton) and ATT (not

simulated).

 The ADR pb sw can be pushed to disconnect one or more of the systems (OFF) and will display FAULT

when the ECAM systems detected a fault in the Air Data Reference data.

Note: There are differences in setup of ADIRS systems between Airbus models and even airlines, this also means

there are slight differences in how the ADIRS is being used.

RADIO NAVIGATION

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NAVIGATION RADIOS

The navigaton radios are set in the MCDU on the RADIO NAV page. You enter this page by pressing the RADNAV

key. Tuning to a staton is as simple as entering the frequency (like 117.50) or the name (like SPA) on the

scratchpad and then clicking the buton next to the radio you want to tune. If there is more than one staton with

the same name or frequency the nearest is always selected.

GPWS

The Ground Proximity Warning System (GPWS) generates audio and visual warnings when the aircraf is in a

dangerous conditon;

 Mode 1: Excessive rate of descent

 Mode 2: Excessive ground closure rate

 Mode 3: Alttude loss afer takeoff

 Mode 4: Unsafe terrain clearance

 Mode 5: Excessive deviaton from glide path

Note that some airports have approaches that will trigger the GPWS warnings. Be prepared for this.

RUNWAY AWARENESS AND ADVISORY SYSTEM

The Runway Awareness and Advisory System (RAAS) is designed to provide to crews informaton about the

aircraf's positon relatve to an airport's runway while operatng at an airport. RAAS is a sofware upgrade to the

later-model Enhanced Ground Proximity Warning Systems. It is designed to prevent runway incursion incidents.

The RAAS is automatcally triggered and does not have any user interface. See Vol1 for more informaton.

 Approaching Runway (on ground)

 Approaching Runway (in air)

 On Runway

 Runway End

 Taxiway Take-off

 Insufficient Runway Length

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 Extended Holding on Runway

 Approaching Short Runway (in air)

 Taxiway Landing

 Flaps Setng (Take-off and Landing)

 Landing Distance Remaining

 Distance Remaining (Rejected Take-off)

 Excessive Approach Speed

 Excessive Approach Angle

 Unstable Approach

 Altmeter setngs (above and below Transiton)

RADIO ALTIMETER / TCAS

Two radio altmeters (one for each side of the cockpit provide the alttude above the ground and trigger the

automatc call out in the final stages of the landing. The Traffic Collision and Avoidance System (TCAS) will warn of

traffic that could cause danger to the aircraf. Transponder codes are set with the number keys.

TCAS / XPDR Selector:

 OFF: System deactvated

 STBY: TCAS and Transponder are in warm-up mode

 ALT EPTG OFF: Test mode

 XPDR: Transponder is ON, TCAS in warm-up mode

 TA ONLY: ATC/TCAS system is ON, advisories OFF

 TA/RA: ATC/TCAS system is ON, advisories ON

Above and Below Switch:

 Mode “N”: >= - 2700 f and <= +2700 f

 Mode “ABV: >= - 2700 f and <= +7000 f

 Mode “BLW”: >= - 7000 f and <= +2700 f

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POWER PLANT

The Airbus A320 and A321 are powered by two CFM56 or IAE V2500 turbofan engines. Though these engines

have slightly different characteristcs, these differences are hard to notce for the crew as they are controlled by

FADEC systems. The type ratng of an Airbus pilot does not even menton the engine type.

FADEC

The Full Authority Digital Engine Control system (also called the Electronic Control Unit ECU) performs these

functons:

 Gas Generaton Control (fuel flow, acceleraton, idle setngs)

 Engine Limit Protecton (overspeed and EGT monitoring)

 Power Management (thrust ratng)

 Automatc Startng Sequence

 Thrust Reverser Control

 Fuel Recirculaton Control

 ECU Cooling

 Detecton, Isolaton and Recording of failures.

THRUST CONTROL SYSTEM

Thrust Control is managed by the FADEC on each engine. Thrust selecton is done by means of the thrust levers

when in manual mode or by the FMGS when in automatc mode. Thrust ratng limit (maximum amount of power)

is provided by the thrust lever positon.

THRUST LEVERS

In automatc mode the trust levers should

be seen as mode selectors and in many

flights the throtles are not touched in the

complete flight (from shortly afer take-off

to shortly before landing) and stay in CLIMB

mode the whole flight.

The thrust levers can only be moved

manually between 5 detents (stops) over 4

operatng segments. Auto throtle is on only

actve in the range between idle and climb

(including bit detents). Thrust Ratng limit is

computed from the thrust lever positon,

when between detents the FADEC will

select the ratng limit of the higher detent.

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MANUAL MODE

The engines are in manual mode when the thrust levers are outside the operatng range and the ATS is not

actvated. In manual mode the pilot operates the engines by moving the thrust levers between idle and T.O./G.A.

The FADEC will calculate the optmal N1 ratng for each positon.

When on ground and the thrust levers are in the FLEX detent the FADEC will select a thrust ratng based on flex

T.O temperature (set in MCDU) greater than the current TAT. If no flex temperature is set MCT thrust will be

used. MAX TO power is always available by pushing the levers full forward.

AUOMATIC MODE

In autothrust mode (A/THR actvated) the thrust is calculated by the FMGC but limited to the mode setng of the

thrust levers. When an alpha-floor conditon is detected the FMCG will automatcally select alpha-floor mode and

full power is available.

The FMA will flash white LVR CLB to remind the pilot to select climb mode above the thrust reducton alttude.

RADIO NAVIGATION

Radio Navaids are used to display positonal informaton and by the aircraf computer to calculate it’s positon.

Tuning can be done automatcally by the FMGC or manually using the MCDU RADNAV or PROG pages. When the

FMGC fails the Radio Management Panel can be used. Manual tuning always has priority.

NAVAID SELECTION ON MCDU PAGES

The navaids that are tuned by the FMGC can be seen on three MCDU pages:

 RADIO NAV page

Tuning can here be done by entering the frequency or name.

The nearest navaid that matches will be used.

 PROG page

 SELECTED NAVAIDS page

AUTOTUNE VOR

The following priority rules are used for VOR tuning:

 Approach navaid

 Radio positon computaton

 Navaid specifically for the actve leg

AUTOTUNE ADF/DME

The following priority rules are used for DME and ADF tuning:

 ADF in F-PLN and/or fix in the approach is a TO waypoint

 Radio positon computaton

AUTOTUNE ILS

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An ILS is autotuned when the departure runway has a ILS (during PREFLIGHT AND TAKE OFF mode) and when the

F-PLN approach mode has an ILS in all other modes.

SEATBELT/NO SMOKING

The no smoking signs should be lef ON during all operatonal flights. The seatbelt sign behavior is semi-

automated when in AUTO and the seatbelts sign will be lit when the aircraf is below 10,000 feet. Any tme the

indicaton for the passengers changes a chime is played in the cabin.

WEATHER RADAR

The Collins WXR (weather radar) detects precipitatons by means of a high frequency radar. The radar beam

reflects of rain drops or hail and is received by the system. The radar returns are then displayed in a calibrated

gain color system. When the radar beam hits the ground (or other solid objects) it is also returned. The Collins

WXR is able to eliminate ground cluter to provide a clearer image. However the Ground Mapping opton does

allow the user to scan the ground and pick up coastlines and other important ground features.

The fully automated multscan mode sets the gain and tlt automatc to the ideal setngs for each stage of the

flight, reducing pilot workload. Multscan operates the weather radar as a highly experienced would do manual.

The pilot is advised to keep in mind that at the cold top of

clouds the water is mostly in ice crystals and super cooled

water. These so not reflect the radar very effectvely.

Scanning a cloud from top to botom using the manual scan

will reflect that as reflectons will increase near the botom

of the cloud where all the precipitaton is in the form of

liquid water and the density of droplets highest.

As radar beams travel in a straight line the curvature of the

earth is important. Low clouds can be invisible at a distance

because they are hidden by the curvature of the surface

even though they are in range. In multscan mode the radar

is able to skim the radar horizon (tltng the beam so it

remains just above the horizon). Keep in mind that over a

distance of 320 NM the curvature of the earth causes the

earth’s surface to move down approximately 65,000 feet. So

if the aircraf is at 25,000 feet the earth’s surface is about

90,000 feet below the aircraf 320 NM in front of the

aircraf. The antenna is stabilized up a 45 degree bank,

meaning the radar sweep will be level with the horizon up to 45 degrees. It is also stabilized for pitch.

AUTO MULTISCAN MODE

In auto mode (MULTISCAN switch set to AUTO) the tlt is automatcally controlled. Two beams (upper and lower)

are merged together to become one picture representng weather in the possible vertcal flight path of aircraf.

Also in MULTISCAN AUTO mode the GCS (ground cluter suspension) is usually in AUTO mode and so the ground

cluter will be suppressed. Only when GCS switch is set to spring loaded OFF-Positon the ground cluter would be

visible but GCS is also only available in MULTISCAN AUTO mode, not in MAN mode!

MAN MULTISCAN MODE

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The recommended TILT setngs for the various FLIGHT PHASES based on ALTITUDE and ND-RANGE according to

AIRBUS documentaton (Flight Operatons Briefing Notes) are:

Flight

Recommendatons

Remarks

Phase

Taxi

Set ND to 10 NM range -

Radar check

must be

Tilt down, then up: Check appearance / disappearance of ground returns

performed

away from

people

Takeoff

Scan up to 15° UP for weather return, if significant weather is suspected- Select

Scan along

tlt at +4° UP for takeoff

the departure

path

Climb

Select negatve tlt, maintain ground returns on top of ND as the aircraf climbs

Change TILT

(suggestons):

according to

alttude and

ND-Range

ND range

Flight Level

160

TILT SETTING

5.000

-0.9°DN

-0.1°DN

10.000

-2.7°DN

-0.8°DN

-0.5°DN

-0.4°DN

15.000

-4.5°DN

-1.4°DN

-1.0°DN

-0.9°DN

20.000

-6.3°DN

-2.8°DN

-1.6°DN

-1.5°DN

25.000

-8.8°DN

-4.3°DN

-2.4°DN

-2.1°DN

30.000

-10.8°DN

-5.4°DN

-2.8°DN

-2.4°DN

Cruise

Select negatve tlt and maintain ground returns on top of ND. As a rule of thumb

No ground

use the following suggestons:

returns

beyond line of

ND-Range

sight:

Flight Level

160

320

FL370 => 240

TILT-Setng

FL250 => 200

31.000

-12.1°DN

-5.8°DN

-3.1°DN

-2.5°DN

Descent

Adjust tlt to maintain ground returns on top of ND. As a rule of thumb:

ND-Range

Flight Level

160

TILT SETTING

30.000

~ +3.0 °UP

25.000

~ +2.5 °UP

20.000

~ +2.0 °UP

15.000

~ +3.0 °UP

10.000

~ +2.0 °UP

5.000

~ +1.0 °UP

3.000

~ +0.5 °UP

Approach

Select tlt: +4° UP

To avoid

ground

returns

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CONTROLS

The following features are modeled respectvely can be operated in the Aerosof A318/319 Airbus:

 GAIN (-15<>+15): Sets the sensitvity of the receiver.

 MULTISCAN (MAN and AUTO): Multscan mode is in Auto, off in Man.

 GCS (OFF and AUTO): Ground Cluter Suppression.

 TILT ( -15° <> +15°): Controls the pitch of the radar transmiter.

 Range control: Range control is set by the standard Navigaton Display Range setng.

Whereas the range control is handled on the EFIS for the other setngs the WXR panel is used. To get the

maximum range / display it is necessary to have set FSX SETTINGS / WEATHER / CLOUD DRAW DISTANCE to the

maximum (if a weather tool is used apply the same setngs to it).

WEATHER RADAR DISPLAY

The weather radar display is depicted on the ND in any mode except PLAN. The selected ND range scale will

control the weather radar range.

The radar returns will appear in black, green, yellow, red or magenta depending on the precipitaton intensity.

The antenna tlt angle will be displayed in the lower right-hand corner of the ND and is the angle between the

horizon and the radar beam axis. When MULTISCAN manual calibraton mode is selected, MAN and the setng

appear in blue whereas in AUTO mode the setng appears in green.

If the TERR ON ND is selected on, the ND displays the surrounding terrain from the stored database, and the

weather radar display will be suppressed.

OPERATION

In standard operaton the weather radar is kept in automatc multscan mode and will always use the most

suitable tlt angle for the current flight stage. These optmized setngs are a good reference for manual mode.

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Creatng a mental image of the weather using the weather radar is a complex task where experience is very

important. Areas to avoid are large areas with strong rain or smaller areas with tght color bands meaning there is

only a small area where the rain increases in density.

Keep in mind that strong fronts hide whatever is behind them. Use the manual tlt and gain to look below the

weather in front untl ground cluter starts to appear. If the region directly behind the weather remains dark and

ground cluter appears on either side it indicates a possible radar shadow.

A quick way to test operaton of the weather radar on a clear day is to tlt it down and increase gain with Ground

Cluter Suppression set to off. If you do not see ground returns the system is malfunctoning.

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GLOSSARY

ABV

Above (TCAS)

ADF

Automatc Directon Finder

A/C

Aircraf

AGL

Above Ground Level

A.FLOOR

Alpha Floor

AMP

Audio Management Panel

ANN

Annunciator

A/THR

Autothrust

Air Conditoning

ADIRS

Air Data Inertal Reference System

AIRAC

Aeronautcal Informaton Circular

ALT

Alttude

Autopilot

APPR

Approach (Key on FCU)

APU

Auxiliary Power Unit

ATC

Air Traffic Control

BLOCK

Fuel Weight (kg)

BLW

Below (TCAS)

BRG

Bearing

CFM

Engine Manufacturer GE + SNECMA

CL or CLB

Climb

CLR

CLEAR (Key on MCDU Keyboard)

CO RTE

Company Route

CRZ FL

Cruise Flight Level

DES

Descent

Decision Height

DIR

Direct

DME

Distance Measuring Equipment

ECAM

Electronic Centralized Aircraf Monitoring

EFIS

Electronic Flight Instrument System

EFOB

Estmated Fuel On Board

ELAC

Elevator and Aileron Computer

ENG

Engine

ETD

Estmated Time of Departure

E/WD

Engine/Warning Display

EXPED

Expedite (FCU Key)

EXT PWR

External Power

EXT LT

External Lights

FAC

Flight Augmentaton Computer

FADEC

Full Authority Digital Engine Control

FCU

Flight Control Unit

Flight Director

FDR

Flight Data Recorder

Fuel Flow

Flight Level

FLEX

Flexible

FLX/MCT

Flexible/Maximum Contnuous Thrust

FMA

Flight Mode Annunciator

FMGC

Flight Management and Guidance Computer

First Officer

FOB

Fuel On Board

FPA

Flight Path Angle

F-PLAN

Flight Plan (MCDU Page)

Fuel Quantty

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GPU

Ground Power Unit

GPWS

Ground Proximity Warning System

Glide Slope

Gross Weight

HDG

Heading

hPa

Air Pressure Unit of Measurement (hector Pascal)

IAE

Int. Aero Engines = Engine Manufacturer RR, P&E, MTU + JAEC

ILS

Instrument Landing System

In Hg

Air Pressure Unit of Measurement (Inch Mercury)

INIT

Initaton (MCDU Page)

Kilogram

IRS

Inertal Reference System

L/G

Landing Gear

Lock

LOC

ILS Localizer

LSK

Line Select Key

MCDU

Multfuncton Control and Display Unit

MDA

Minimum Descent Alttude

MKR

Marker

N/W

Nose Wheel

Navigaton Display

NDB (ADF)

Nondirectonal Beacon (Automatc Directon Finder)

Nautcal Miles

Push Buton

PERF

Performance (MCDU Page)

PFD

Primary Flight Display

PPU

Power Push Unit

PROG

Progress (MCDU Page)

QNH

Barometric Pressure Reported By A Staton

PSI

Pounds Per Square Inch

PTU

Power Transfer Unit

RAD/NV

Radio/Navigaton (MCDU Page)

RAAS

Runway Awareness and Advisory System

RMP

Radio Management Panel

RTO

Rejected Takeoff

RWY

Runway

System Display

SEC

Spoiler and Elevator Computer

SID

Standard Instrument Departure

SRS

Speed Reference System

STAR

Standard Terminal Arrival Route

STDBY

Standby (TCAS)

Switch

Traffic Advisory (TCAS)

TA/RA

Traffic Advisory & Resoluton Advisory

TAS

True Airspeed

T/C

Top of Climb

TCAS

Traffic Alert and Collision Avoidance System

T/D

Top of Descent

TERR

Terrain Proximity Alert (GPWS)

THR

Thrust

THR RED

Thrust Reducton

THRT

TCAS Threat

THS

Trimmable Horizontal Stabilizer

TOGA

Takeoff Go-Around

TOW

Takeoff Weight

TRANS

Transiton

Aerosof

Vol

05-03-1

NORMAL CHECKLIST

Airbus A320/A321

28 October 2014

COCKPIT CREW CHECK

Preflight Briefing

PERFORMED

ADIRS

NAV

Cabin Signs

ON/AUTO

Fuel Quantty

______KG

TO Data

INSERTED

Altmeters

Cockpit Crew Checklist Completed

BEFORE START

Windows/Doors

CLOSED

Beacon

Thrust Levers

IDLE

Parking Brake

AS RQRD

Before Start Checklist Completed

AFTER START

APU

AS RQRD

Ant Ice

AS RQRD

ECAM Status

CKD

Flaps

FLAPS _____

Spoilers

ARMED

Pitch/Rudder Trim

____/ZERO

Hand Signal

RECEIVED

Afer Start Checklist Completed

TAXIING

Flight Controls

CKD

Flight Instruments

CKD

V1 ,VR, V2, CLEAN

CKD

Auto Brake

MAX

TO Config

SET/TESTED

Transponder

AUTO/SET

TO Briefing

PERFORMED

Cabin Report

OBTAINED

Taxiing Checklist Completed

BEFORE TAKE OFF

Engine Mode Selector

AS RQRD

Packs

TO Memo

ALL GREEN

Before Take Off Checklist Completed

AFTER TAKE OFF

Engine Mode Selector

AS RQRD

Spoilers

DISARMED

Flaps

RETRACTED

Landing Gear

UP/LTS OUT

Exterior Lights

RET/OFF

Packs

Altmeters

STD

Afer Take Off Checklist Completed

Aerosof

Vol

05-03-2

NORMAL CHECKLIST

Airbus A320/A321

28 October 2014

DESCENT

APP/DESC Briefing

PERFORMED

Minimum Safe Alt

CKD

LDG Elevaton

____ FT

Altmeters

SET

Afer Descent Checklist Completed

APPROACH

ECAM Status

CKD

Cabin Signs

ON/AUTO

DH/MDA

SET

Altmeters

SET

Engine Mode Selectors

AS RQRD

Approach Checklist Completed

FINAL

A/THR

SPEED/OFF

Altmeters

Autobrake

SET ____

LDG Memo

ALL GREEN

Afer Start Checklist Completed

AFTER LANDING

Spoilers

DISARMED

Flaps

RETRACTED

Eng Mode Selectors

NORM

APU

AS RQRD

Afer Landing Checklist Completed

PARKING

Engine Master Switch

OFF

Parking Brake

AS RQRD

Exterior Lights

AS RQRD

Ant Ice

OFF

Fuel Pumps

OFF

Parking Checklist Completed

LEAVING THE AIRCRAFT

Oxygen

OFF

ADIRS

OFF

No Smoking

OFF

APU

AS RQRD

Bateries

AS RQRD

Leaving the Aircraf Checklist Completed

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Airbus A318/319/320/321

Step-By-Step Tutorial

25 October 2015

Aerosoft Airbus

A318/319/320/321

Volume 6

Step By Step Tutorial

Rolf Fritze

Version 06-01-09

RECORD OF REVISIONS

Revision n^o

Issue date

Description

01-01

19/09/2014

First issue

• WXR - Turbulences added (2.1.3)

• Save and Load a flight (3.5)

• MCDU - AIRCRAFT USER STATES: Deleted from MCDU2 menu (4.3)

• Ground Crew Sound/Calls: Volume to menu added (4.6.1)

• MCDU Menu - define FS - Infobar set lower (4.6.2)

• CL Config Menü AES Pusback ON/OFF and Infobar: GSX added (4.6.3)

• AES/GSX und AFTER START CL: Timing aligned (4.6.3)

01-07

07/04/2015

• Connected Flight Deck (4.9)

• Pushback: Distance set to minimum value = 9m (5.7.1 #89)

• ECAM Instruction - BRAKE TOO HOT: Values changed to 150/100° (5.10 #149)

• Explanations for the use of speedbrakes (5.21 #253)

• Use of 2^nd Autopilot (5.21 - #256)

• Appr. Speed Restr. FINAL CL - Landing Memo - <160 kts added as condition 5.21 #259a)

• VECTOR APPROACH and use of DIR TO / RADIAL IN for tutorial flight (6.)

•

#55 F-PLAN DISCONTIUITY (new page

01-08

25/05/2016

•

#284 Use of ATHR during landings without AP

•

(4.7) Trim from LOAD/FUEL PLANNER are displayed in LOAD FUEL MENU

01-09

25/10/2015

•

(4.7) Modified pax weight is saved

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25 October 2015

Table of Content

Chapter

Content

Page

Start FSX-Settings

1.1

Start FSX

1.2

General FSX Settings

1.3

Simulation Rate / Time Compression

Panels and Instruments

2.1.

Glareshield and Main Panel

2.1.1

PFD - Primary Flight Display / ISIS

2.1.2

ND - Navigations Display (Standard)

2.1.3

ND - Navigations Display (WXR - Weather Radar))

2.1.4

ND - Navigations Display (EGPWS - Terrain on ND))

2.1.5

EFIS - Electronic Flight Information System

2.1.6

FCU - Flight Control Unit

2.1.7

E/WD - Engine- / Warning-Display

2.2

Overhead Panel

2.3

FMGC - MCDU - Multifunctional Control and Display Unit

2.4

ECAM - Electronic Centralized Aircraft Monitoring

2.5

Pedestal

General Information / Tips

3.1

Additional Information

3.2

Pictures

3.3

Procedure- and Checklist

3.4

Switching ON and OFF function- changing values

3.5

Saving a certain flight and aircraft state

3.6

Saving Flight Plans

3.7

Sound (background)

3.8

Tutorial Flight with Aerosoft A319 CFM

Flight Preparation

4.1

Fuel and Payload Planning

4.2

Calculation of Takeoff Performance Data

4.3

MCDU 2 Menu - Aircraft State

4.4

MCDU 2 Menu - Aircraft Doors

4.5

MCDU 2 Menu - Ground Services

4.6

MCDU 2 Menu - Options

4.6.1

Options - Sound

4.6.2

Options - Views

4.6.3

Options - Checklists

4.6.4

Options - Flight Data Recorder

4.6.5

Options - Flight

4.6.6

Options - Aircraft

4.7

MCDU 2 Menu - Load / Fuel

4.8

MCDU 2 Menu - Checklists

4.9

Connected Flight Deck

4.10

Voice packs for PF and PM

4.11

Saving all settings

4.12

RAAS - Runway Alert and Advisory System

Tutorial Flight / Checklists and Procedures

5.1

Basic Information - Setup

5.2

Basic Preparation Procedure

5.3

Cockpit Preparation - Part 1

5.4

FMGS / MCDU - Data Insertion

5.5

Cockpit Preparation - Part 2

5.6

Before Pushback and Start

5.7

Engine Start

5.7.1

Engine Start with Pushback

5.7.2

Engine Start

5.8

After Engine Start

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5.9

Taxi

5.10

Before Takeoff

5.11

Takeoff (Part 1)

5.12

Abort Takeoff

5.13

Takeoff (Part 2)

5.14

After Takeoff

5.15.

Climb

5.16

Cruise

5.17

MCDU PERF APPR Page

5.18

Descent Preparation

5.19

Descent

5.20

ILS-Approach

5.21

Final

5.22

Landing

5.23

Go Around

5.24

After Landing

5.25

Parking

5.26

Secure Aircraft

Vector Approach using DIR TO and RADIAL IN

Non Precision Approach

7.1

Introduction

7.2

Settings / Flightplan for Tutorial

7.3

Weather LGKR

7.4

Checklist- and Copilot Function

7.5

Charts used for this NPA at LGKR RWY 35

7.6

Approach Brief

7.7

Required PFD Symbology Knowledge

7.8

Descent Preparation and Descent

7.9

Initial Approach Fix (IAF)

7.10

Deceleration Point

7.11

Final Approach Fix (FAF)

7.12

Minimum Decision Altitude (MDA)

7.13

Summary

A318 - STEEP APPROACH

8.1

Introduction

8.2

Settings / Flightplan

8.3

Weather EGLC

8.4

Checklist- and Copilot Function

8.5

Flight Path and charts

8.6

MCDU PERF APPR PAGE

8.7

Descent Preparation

8.8

Descent

8.9

Approach

8.10

Final

8.11

Landing

101

Alternate Company Routes and Destinations

103

9.1

Alternate Company Routes

103

9.2

Alternate Destinations

106

10.

Tips and Tricks

110

10.1

Adjusting Views

110

10.2

Keeping / Saving adjusted views

110

10.3

Working with real flight plans

110

10.4

“Capturing” the ILS Glide Path

110

10.5

Transfer document to iPad

111

10.6

MCDU (left) on an external device

111

10.7

Use of Procedure- and Checklist

111

10.8

Manually entered Waypoints

111

11.

Appendix - Glossary

112

12.

Appendix - Procedure- and Checklist A318/319/320 and 321

115

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PICTURE 1: DEFAULT VC VIEW, SELECTED WITH THE [S] KEY AND WHERE NEEDED CYCLED TO THIS VIEW WITH THE [A] KEY

PICTURE 2: MAIN PANEL AND GLARESHIELD VIEW (SIMILAR TO A 2D PANEL) SELECTED WITH [F9]

PICTURE 3: ECAM AND UPPER PEDESTAL VIEW, SELECTED WITH [F10]

PICTURE 4: PEDESTAL VIEW, SELECTED WITH [F11]

PICTURE 5: OVERHEAD VIEW, SELECTED WITH [F12]

PICTURE 6: GLARESHIELD AND MAIN PANEL (F9)

PICTURE 7: PFD - PRIMARY FLIGHT DISPLAY / ISIS

PICTURE 8: ND - NAVIGATION DISPLAY (STANDARD)

PICTURE 9: ND - SYMBOLS

PICTURE 10: ND - NAVIGATION DISPLAY (WXR)

PICTURE 11: WXR - REFLECTIVITY

PICTURE 12: WXR-PANEL (PEDESTAL 2.5. # 11)

PICTURE 13: ND - NAVIGATION DISPLAY (TURBULENCES -MAGENTA - )

PICTURE 14: ND - NAVIGATION DISPLAY (TAKEOFF AT LOWI 08)

PICTURE 15: EFIS - ELECTRONIC FLIGHT INFORMATION SYSTEM

PICTURE 16: FCU - FLIGHT CONTROL UNIT

PICTURE 17: E/WD-ENGINE WARNING DISPLAY WITH IAE / RESP. PLANE WITH CFM ENGINES

PICTURE 18: OVERHEAD PANEL (F12)

PICTURE 20: ECAM (F10)

PICTURE 19: MCDU (SHIFT+2)

PICTURE 21: PEDESTAL (F11)

PICTURE 22: FLIGHTPATH INNSBRUCK (LOWI) TO NICE (LFMN)

PICTURE 23: AIRBUS A318/319/320/321 FUEL PLANNER (ADVANCED PLANNING MODE)

PICTURE 24: TOTAL WEIGHT SETTINGS IN LOAD-MANAGER

PICTURE 25: AIRCRAFT STATE MENU

PICTURE 26: AIRCRAFT DOORS MENU

PICTURE 27: GROUND SERVICES

PICTURE 28: OPTIONS MENU

PICTURE 29: SOUNDS CONFIGURATION MENU

PICTURE 30: VOLUME CONFIGURATION MENU

PICTURE 31: VIEW CONFIGURATION MENU

PICTURE 32: VC PANEL BAR (DAY AND NIGHT VERSION)

PICTURE 33: 2D PANEL BAR (DAY AND NIGHT VERSION)

PICTURE 34: VERTICAL PANEL BAR

PICTURE 35: HORIZONTAL PANEL BAR

PICTURE 36: WING VIEW BAR

PICTURE 37: CHECKLISTS CONFIGURATION MENU

PICTURE 38: INFO BAR

PICTURE 39: FLIGHT DATA RECORDER

PICTURE 40: FLIGHT DATA RECORDER MENU

PICTURE 41: FLIGHT DATA RECORDER - DETAILS -

PICTURE 42: FLIGHT DATA RECORDER - RESULT IN GOOGLE EARTH -

PICTURE 43: FLIGHT OPTIONS

PICTURE 44: AIRCRAFT OPTIONS

PICTURE 45: LOAD/FUEL OPTIONS

PICTURE 46: LOAD/FUEL MENU AFTER INIT LOADSHEET

PICTURE 47: LOAD/FUEL MENU AFTER LOADING COMPLETED

PICTURE 48: CHECKLISTS MENU (PAGE A)

PICTURE 49: CONNECTED FLIGHT DECK MENU

PICTURE 51: DETAILED FLIGHT PLAN LOWI - LFMN

PICTURE 50: TABLE COST INDEX

PICTURE 52: CG (CENTRE OF GRAVITY)/ THS

PICTURE 53: PUSHBACK GAUGE

PICTURE 54: ND - ON THE RUNWAY - READY FOR TAKEOFF

PICTURE 55: THRUST LEVER POSITIONS

PICTURE 56: JOYSTICK: ON THE RUNWAY (ATTITUDE INDICATOR)

PICTURE 57: FLIGHT DIRECTOR: DURING TAKEOFF

PICTURE 58: LOWI - RUNWAY 08 - SID RTT2J

PICTURE 59: LOWI - RUNWAY 08 - CLIMB PROFILE

PICTURE 60: 10.000 FEET

PICTURE 61: T/C - TOP OF CLIMB = 31.000 FEET

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PICTURE

62: MCDU - PERF - APPR PAGE (A319 AND A320)

PICTURE

63: LFMN ILS04L - CHART STAR „BORDI“ / TRANS “NERAS”

PICTURE

64: TOP OF DESCENT - INITIATE DESCENT

PICTURE

65: ND: DECELERATION POINT

PICTURE

66: CHART TRANS NERAS

PICTURE

67: CHART ILS 04L NICE

PICTURE

68: FINAL PROCEDURE - ILS APPROACH PROFILE LFMN04L

PICTURE

69: SPEEDS “GREEN DOT”, S, F AND VAPP ON PFD

PICTURE

70: DECELERATION POINT

PICTURE

71: LOC INITIATED NEAR NI17

PICTURE

72: LOC CAPTURED

PICTURE

73: PFD - GLIDESCOPE CAPTURED - VERTICAL AND LATERAL GLIDE PATH

PICTURE

74: ND - ILS VIEW LFMN RWY 04L

PICTURE

75: ND - G/A FLIGHT PATH FOR LFMN ILS04L

PICTURE

76: MCDU - F-PLAN - ENTERING A HOLDING AT NERAS

PICTURE

77: AFTER ENTERING A HOLDING AT NERAS

PICTURE

78: AFTER ENTERING VIA NERAS FOR NEW APPROACH

PICTURE

79: AFTER DELETING F-PLAN DISCONTINUITY

PICTURE

80: AFTER EXIT THE HOLDING

PICTURE

81: ND - AFTER ACTIVATING FLIGHT PATH FOR ANOTHER ATTEMPT

PICTURE

82: OVERHEAD PANEL BEFORE SWITCHING OFF BOTH BATTERIES

PICTURE

83: VECTOR APPROACH FLIGHT PATH INTO LFMN

PICTURE

84: MCDU PERF APPR PAGE

PICTURE

85: START OF DESC PREP CL

PICTURE

86: REACHING NEW FL170 BEFORE BORDI

PICTURE

87: ND AFTER ENTERING PIRAM AS DIR TO

PICTURE

88: ND AFTER PASSING PIRAM

PICTURE

89: SELECTING DIR TO AND RADIAL IN

PICTURE

90: ND FLIGHT PATH AFTER DIR TO AND RADIAL IN

PICTURE

91: ND FLIGHT PATH BEFORE CHANGING HDG 350°

PICTURE

92: ND FLIGHT PATH AFTER CHANGING HDG 350°

PICTURE

93: ND FLIGHT PATH AFTER ARMING APPR MODE

PICTURE

94: APPROACHING RADIAL IN

PICTURE

95: FINAL APPROACH FLIGHT PATH

PICTURE

96: STAR CHART (PITAS2J) FOR LGKR

PICTURE

97: RWY35-Y VOR CHART FOR LGKR

PICTURE

98: VERTICAL INFORMATION FOR RWY35-Y FOR LGKR

PICTURE

99: FLIGHT PATH VECTOR AND FLIGHT PATH DIRECTOR 1

PICTURE

100: FLIGHT PATH VECTOR AND FLIGHT PATH DIRECTOR 2

PICTURE

101: MCDU PERF APPR PAGE

PICTURE

102: TOP OF DESCENT

PICTURE

103: DESCENT FLIGHT PATH

PICTURE

104: AFTER PASSING 10.000 FEET = IAF

PICTURE

105: DECELERATION POINT

PICTURE

106: FINAL APP ACTIVATED AFTER PASSING DECEL POINT

PICTURE

107: PASSING DIREX - DIRECTION GAR09 AND LGKR VOR 35-Y

PICTURE

108: BEFORE FAF = GAR09

PICTURE

109: PASSING GAR09 = FAF

PICTURE

110: MANUAL APPROACH AFTER PASSING MDA (ND = ARC MODE)

PICTURE

111: FLIGHT PATH EDDH - EGLC

PICTURE

112: STAR CHART (SPEA1B) FOR EGLC

PICTURE

113: MCDU PERF APPR PAGE

PICTURE

114: OVERHEAD PANEL AND STEEP APPR BUTTON

PICTURE

115: UPPER ECAM - STEEP APPROACH BUTTON = ON

PICTURE

116: TOP OF DESCENT - INITIATE DESCENT

PICTURE

117: ND: DECELERATION POINT

PICTURE

118: SETTINGS FOR ND MODE AND RANGE

PICTURE

119: DESCENT PROFILE FOR RWY ILS27 INTO LGLC

PICTURE

120: DECEL POINT

PICTURE

121: DECELERATION POINT

100

PICTURE

122: FINAL FLIGHT PATH

100

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PICTURE 123: LANDING MEMO - STEEP APPROACH

101

PICTURE 124: G/S CAPTURED - LS VIEW

102

PICTURE 125: ENTERING ALTN DESTINATION - STEP 1

104

PICTURE 126: ENTERING ALTN DESTINATION - STEP 2

104

PICTURE 127: ENTERING ALTN DESTINATION - STEP 3

105

PICTURE 128: ENABLING ALTN DEST - STEP 1

105

PICTURE 129: ENABLING ALTN DEST - STEP 2

105

PICTURE 130: ENABLING ALTN DEST - STEP 3

106

PICTURE 131: ENTERING NERDU AS NEXT WPT AFTER THE REVISE POINT ALMER

106

PICTURE 132: TEMPORARY FLIGHT PLAN AFTER ENABLING ALTN

106

PICTURE 133: TEMPORARY F-PLAN AFTER MATCHING WITH ALT RTE

107

PICTURE 134: PRIMARY F-PLAN

107

PICTURE 135: ENTERING ALTN DEST = LOWW

107

PICTURE 136: NOT USING EXISTING CO RTE

108

PICTURE 137: INIT A PAGE WITH ALTN DESTINATION

108

PICTURE 138: ENABLING ALTN DEST - STEP 1

108

PICTURE 139: ENABLING ALTN DEST - STEP 2

109

PICTURE 140: ENABLING ALTN DEST - STEP 3

109

PICTURE 141: ACTIVE FLIGHT PLAN AFTER ENABLING ALTN

109

PICTURE 142: LOWW ARRIVAL

110

PICTURE 143: ACTIVE F-PLAN (BEFORE CLR)

110

PICTURE 144: ACTIVE F-PLAN EDDF - LOWW

110

PICTURE 145: ANGLE „CAPTURING“ A GLIDE PATH

111

PICTURE 146: MANUALLY ENTERED WAYPOINTS

112

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Start - FSX-Settings

1.1

Start FSX

Start the FSX with a “FREE FLIGHT” and use the following options:

Aircraft:

Aerosoft Airbus A319-112 CFM or IAE (any airline)

Weather:

Fair weather

Location:

Innsbruck/Austria (LOWI) at Parking 5 - RAMP GA LARGE

Time and Season:

Day - any season

The difference between CFM and IAE types are the engines built by different manufacturers.

Do NOT use default ATC and disable AI traffic. The reasons being are that ATC/AI can use different runways

than we use in our tutorial. This might end up

• LOWI - Departure Airport: AI may use 26 for approaches, causing immediate TA's and RA's on takeoff.

• LFMN - Arrival Airport: Apparently default ATC and AI use the opposing runway 22R.

If the aircraft it is not in the “COLD DARK” state when you load it (maybe you already set a DEFAULT aircraft

state - see chapter 4.3 for details), please set all knobs, switches and buttons to OFF so that no lights are ON

(Batteries 1 + 2 should be set OFF last) - please see chapter 5.25: Overhead Panel -. But the easiest way to

make those settings (and necessary for this tutorial flight) is to use the ACFT STATE function of the right MCDU

and set the aircraft state to “COLD DARK” (please see chapter 4.3 for details).

1.2

General FSX Settings

Adjust the FSX settings according to the Volume 1 (Vol1-InFSX EN) of the Aerosoft Airbus A318/319/320/321

documentation (chapter FSX Settings) which you will find in the FSX-folder under Aerosoft /Airbus318_A319 /

Documentation / or Aerosoft /Airbus320_A321 / Documentation /

1.3

Simulation Rate / Time Compression:

Especially during longer flights the simulation rate in the FSX Options Menu is often speeded up from normal

in order to shorten the flight. We recommend that you do not do this, as it can cause problems. This is because

the flight avionics of Airbus 318/319/320/321 are completely reprogrammed and do not use any FSX standard

features. This means that the avionics are not compatible with the time compression features of FSX.

Additionally it is depending on the performance of your computer. In the meantime we got the experience

that “time compression” works perfectly on some high-end machines.

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2. Panels and Instruments:

In the following paragraph the various panel and cockpit views are explained together with the terms used in

the tutorial, this will enable the user to find the knobs, switches and buttons that the tutorial refers to. They are

the Glareshield, Main Panel, MCDU, ECAM, Pedestal/Radio and the Overhead Panel.

The Aerosoft Airbus A318/319/320/321 does not have a 2D panel - only a virtual cockpit, therefore to make it

easier to use ,6 fixed virtual 2D cockpit views have been created. These views can be accessed using three

different methods.

• FSX Menu: Views - View Mode - Cockpit - ……..

• Keyboard: F9 = Glareshield - Main Panel, F10 = ECAM / left and right MCDU, F11 = Pedestal / Radio and

F12 = Overhead.

• Keyboard: F9 = Glareshield - Main Panel and then use the [A] key to toggle between the various views

like left MCDU, right MCDU, etc.

Picture 1: Default VC view, selected with the [S] key and where needed cycled to this view with the [A] key.

Picture 2: Main Panel and Glareshield View (similar to a 2D panel) selected with [F9]

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There is also a Panelbar available which allows you to get fast access to a lot of other fixed predefined views -

please see chapter 4.6 (OPTIONS).

Using the various keyboard combinations (please see details below) all views can be changed

• For all views the eye point can be changed except: 2 D Glareshield, 2D MCDU, Radio and TCAS

• For all views a "Pan Reset Function" is integrated e. g. after re-opening the view again the original view is

reset. This is important so that for some very special views like the FCU, Pedestal, Overhead etc. the views

do not end "somewhere" if opened again.

First open it e. g. to become the active window. Then the following key combinations are available:

• CTRL + Return

- Left

• CTRL + Backspace

- Right

• CTRL + SHIFT + Return

- Forward

• CTRL + SHIFT + Backspace

- Backwards

• SHIFT + Return

- Higher

• SHIFT + Backspace

- Lower

• SPACE BAR + Mouse wheel

- Zoom in or out

• SPACE BAR + Mouse

- Changing the view angle

2.1

Glareshield and Main Panel

Picture 6: Glareshield and Main Panel (F9)

1 = PFD (Primary Flight Display)

8 = Dimmer for PFD and ND

2 = ND (Navigation Display)

9 = Master Warning and Master Caution Lights

3 = EFIS (Electronic Flight Information System)

10 = A/Skid & Nose Wheel Steering

4 = FCU (Flight Control Unit)

11 = Brake Fan

5 = E/WD (Engine- and Warning Display)

12 = EGPWS - Terrain on ND switch

6 = Brakes

13 = ISIS - Standby Altimeter

7 = Chronometer

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2.1.1.

PFD - Primary Flight Display

Integrated Standby Instruments System (ISIS)

Picture 7: PFD - Primary Flight Display

1= FMA - Flight Mode Annunciator

2 = Speed Indicator

3 = Attitude Indicator - Artificial Horizon - Flight-Director Indicator

4 = Lateral and Vertical ILS Glide Path

5 = Altitude Indicator

6 = Vertical Speed Indicator

7 = ILS Identification

8 =Heading and Track Indicator

9 = Air Pressure

2.1.2. ND - Navigation Display (Standard)

Picture 8: ND - Navigation Display (Standard)

1= Speed (Ground Speed / True Air Speed) and wind (direction / speed)

2 = Next waypoint, degree, distance, time of arrival

3 = Lateral flight path

4= Chronometer time

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Indication

Description

Speed Change: Indicates the point where the aircraft will initiate an automatic

acceleration or deceleration from current speed to new computed speed in case of

SPD LIM, SPD CSTR, or HOLDING SPD (including 250 knots below 10,000).

Deceleration Point: Indicates where the aircraft will initiate an automatic

deceleration toward VAPP. Managed NAV mode and managed speed must be

engaged.

Altitude Constraints: Constraint is predicted to be met when the aircraft is in

managed lateral and vertical modes.

Position where the aircraft will level-off at the FCU selected altitude. The same

symbol will indicate a level-off from a managed climb (CLB) or selected climb (OP

CLB).

Position where the aircraft will level-off at the constrained altitude entered in the

MCDU. The managed CLB mode must be engaged for the altitude constraint symbol

to appear and be honored.

Position where the aircraft will level-off at the FCU selected altitude. The same

symbol will indicate a level-off from a managed decent (DES) or selected descent

(OP DES).

Position where the aircraft will level-off at the constrained altitude entered in the

MCDU. The managed DES mode must be engaged for the altitude constraint symbol

to appear and be honored.

Start of climb with the CLB mode armed.

Start of climb with the CLB mode not armed.

Top of Descent or continue descent with DES armed.

Top of Descent or continue descent with DES not armed.

Picture 9: ND - Symbols

2.1.3.

ND - Navigation Display (WXR - Weather Radar)

Ground Clutter (only available in

MAN mode)

Picture 10: ND - Navigation Display (WXR)

1= TILT setting (green = MULTISCAN AUTO mode / blue = MAN mode)

The Airbus WXR works with FSX weather as well as with any weather add-on and displays what is

“injected” into the FSX weather.

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Weather Radar Display

• The weather radar display is depicted on the ND in any mode except PLAN. The selected ND range

scale will control the weather radar range.

• The radar returns will appear in green, yellow and red depending on the precipitation intensity.

Black means “no” perception or perception with very low intensity (below level). The antenna tilt

angle will be displayed in the lower right-hand corner of the ND and is the angle between the

horizon and the radar beam axis. When MULTISCAN manual calibration mode is selected, MAN and

the setting appear in blue whereas in AUTO mode the setting appears in green.

• If the TERR ON ND is selected on, the ND displays the surrounding terrain from the stored database,

and the weather radar display will be suppressed.

Picture 11: WXR - Reflectivity

WXR-Panel

Picture 12: WXR-Panel (Pedestal 2.5. # 11)

1= System = ON =1 or OFF - 2 is not modeled

2 = Gain control

3 = MULTISCAN (Manual and Auto)

4 = Ground clutter suspension (Off and Auto) - only in MAN mode

5 = TILT (UP and DOWN)

6 = MODE

The following features are modeled respectively can be operated in the Aerosoft A318/319/320/321

Airbus:

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• GAIN control

• MULTISCAN (MAN and AUTO)

• GCS (OFF and AUTO)

• Antenna TILT

• Mode

• Range control of the ND (please see EFIS 2.1.5 #6)

Whereas the range control is handled on the EFIS for the other settings the WXR panel is used. To get

the maximum range / display it is necessary to have set FSX SETTINGS / WEATHER / CLOUD DRAW

DISTANCE to the maximum (if a weather tool is used apply the same settings to it).

AUTO MULTISCAN MODE

In auto mode (MULTISCAN switch set to AUTO) the tilt is automatically controlled. Two beams (upper

and lower) are merged together to become one picture representing weather in the possible vertical

flight path of aircraft.

Also in MULTISCAN AUTO mode the GCS (ground clutter suspension) is usually in AUTO mode and so

the ground clutter will be suppressed. Ground clutter can be suppressed by GCS in MULTISCAN mode

(AUTO), but not in manual mode (MAN) - using a lower tilt it will always be visible (except water

surface, which will be displayed in black).

MAN MULTISCAN MODE

In manual mode (MULTISCAN switch to MAN) the radar beam is controlled via the TILT rotary knob.

The flight crew uses the following three features to operate the Collins WXR2100 Weather Radar in the

Airbus A318/319/320/321 family (if MULTISCAN MAN is selected):

• Gain control, which adjusts the sensitivity of the receiver (and should usually be set to AUTO).

• Antenna tilt, that is the angle between the centre of the beam and the horizon

• Range control of the ND, which has an essential influence on the optimum tilt setting

The recommended TILT settings for the various FLIGHT PHASES based on ALTITUDE and ND-RANGE

according to AIRBUS documentation (Flight Operations Briefing Notes) are:

Flight

Recommendations

Remarks

Phase

Taxi

Set ND to 10 NM range -

Radar check

Tilt down, then up: Check appearance / disappearance of ground returns

must be

performed

away from

people

Takeoff

Scan up to 15° UP for weather return, if significant weather is suspected- Select

Scan along

the departure

tilt at +4° UP for takeoff

path

Climb

Select negative tilt, maintain ground returns on top of ND as the aircraft climbs

Change TILT

(suggestions):

according to

altitude and

ND-Range

ND range

Flight Level

160

TILT SETTING

5.000

-0.9°DN

-0.1°DN

10.000

-2.7°DN

-0.8°DN

-0.5°DN

-0.4°DN

15.000

-4.5°DN

-1.4°DN

-1.0°DN

-0.9°DN

20.000

-6.3°DN

-2.8°DN

-1.6°DN

-1.5°DN

25.000

-8.8°DN

-4.3°DN

-2.4°DN

-2.1°DN

30.000

-10.8°DN

-5.4°DN

-2.8°DN

-2.4°DN

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Cruise

Select negative tilt and maintain ground returns on top of ND. As a rule of thumb

No ground

use the following suggestions:

returns

beyond line of

ND-Range

sight:

Flight Level

160

320

FL370 => 240

TILT-Setting

31.000

-12.1°DN

-5.8°DN

-3.1°DN

-2.5°DN

FL250 => 200

Descent

Adjust tilt to maintain ground returns on top of ND. As a rule of thumb:

ND-Range

Flight Level

160

TILT SETTING

30.000

~ +3.0 °UP

25.000

~ +2.5 °UP

20.000

~ +2.0 °UP

15.000

~ +3.0 °UP

10.000

~ +2.0 °UP

5.000

~ +1.0 °UP

3.000

~ +0.5 °UP

Approach

Select tilt: +4° UP

To avoid

ground

returns

If you want to get more information on the WXR subject please have a look into the “Collins_WXR-

2100_Operators_Guide.pdf” as well as into AIRBUS documentation “Flight Operations Briefing Notes -

Adverse Weather Operations - Optimum Use of Weather Radar” which you can download from the

Internet.

MODE

Turbulence is displayed in magenta out to maximal 40 nautical miles for all selected ranges (as in real

Airbus). No detecting of clear-air turbulence as only areas of precipitation are evaluated.

WX:

Normal WX Radar as it was implemented so far (precipitation targets).

WX+T: Precipitation targets with turbulence information overlaid.

TURB: Only turbulence information without precipitation targets.

MAP: Enables display of all radar echoes including terrain and precipitation information, but the

receiver sensitivity for precipitation returns is decreased so that terrain characteristics are

pointed out. No turbulence information is displayed.

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Picture 13: ND - Navigation Display (Turbulences -magenta - )

2.1.4. ND - Navigation Display (EGPWS - Terrain on ND)

Picture 14: ND - Navigation Display (Takeoff at LOWI 08)

1= Lowest and highest elevation

EGPWS (Enhanced Ground Proximity Warning System) terrain picture

The ND displays the EGPWS terrain picture, when TERR ON ND switch is selected ON and the ND is not

in PLAN mode. The terrain picture replaces the weather radar image.

The EGPWS is automatically switched in case of a threat but suppressed if the following conditions are

met:

• Departure: During first 60 seconds after takeoff (after getting airborne). Therefore the FMA modes

for thrust levers (TOGA, FLX, MAN TOGA, MAN MCT) and the SimOnGround flag are taken into

account.

• Approach: Gear down + (Flaps 3 or 4 (full))

• Approach: ILS is tuned and successful received and glideslope and localizer have both a deviation of

less than 2 dots

• GoAround: During first 60 seconds after GO AROUND. Therefore the FMA modes for thrust levers

(TOGA, FLX, MAN TOGA, MAN MCT), flap position and flight status (GA) and the gear handle

movement into up position are taken into account.

Lowest and highest elevation

Minimum and maximum elevations encountered with selected range, are respectively displayed in this

square using the colors described below.

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Terrain Display

The terrain appears in different colors and densities according to its relative height. The reference

altitude is projected downward from the actual aircraft altitude to provide a 30 second advanced

display of terrain when descending at more than 1000 FPM.

Indication

Description

High density red: Terrain is at least 2000 ft. above aircraft altitude.

High density yellow: Terrain is between 1000 ft. and 2000 ft. above aircraft

altitude

Low density green: Terrain is between -250 ft (gear down) or -500 ft (gear up) to

1000 ft above aircraft altitude.

Medium density green: Terrain is between 250 ft. (gear down) or 500 ft. (gear up)

to 1000 ft. below aircraft altitude.

High density green: Terrain is between 1000 ft. to 2000 ft. below aircraft altitude.

2.1.5.

EFIS - Electronic Flight Information System

Picture 15: EFIS - Electronic Flight Information System

1 = Air Pressure Display

5 = ND mode setting knob

2 = AP (Hg or hPa selector and setting knob)

6 = ND range setting knob

3= Flight Director / ILS

7 = ADF / VOR 1 and 2 switch

4 = Flight Plan Information on ND

2.1.6.

FCU - Flight Control Unit

Picture 16: FCU - Flight Control Unit

1 = Speed (display and setting knob)

6 = ILS lateral localizer

2 = Heading (display and setting knob)

7 = Auto throttle

3 = Altitude (display and setting knob)

8 = Expedite

4 = Climb / Descent (display/setting knob)

9 = Approach ILS lateral / vertical localizer

5 = Autopilot 1 and 2

10 = Heading Track / V/S Flight Path switch

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2.3

FMGC - MCDU - Multifunction Control and Display Unit

Picture 19: MCDU (SHIFT+2)

1 = Display

2 = LSK 1-6L = Line Select Key 1-6 left

3 = LSK 1-6R = Line Select Key 1-6 right

4 = Scratch pad

5 = Page keys

6 = Keyboard (numeric)

7 = Keyboard (alphabetic)

8 = Switch for input via PC keyboard

2.4

ECAM (Electronic Centralized Aircraft Monitoring)

Picture 20: ECAM (F10)

1 = ECAM (Electronic Centralized Aircraft Monitoring)

2 = Gear

3 = MCDU - Multifunction Control and Display Unit - left and right

4 = Dimmer for Upper and Lower ECAM Display

5 = ECAM Panel

6 = CPDLC = Controller Pilot Data Link Communication system

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General Information / Tips:

3.1

Additional Information:

Users who want to get full and accurate information on this very complex product, its systems and function

will find a lot of information in the various manuals which you will find in the main FSX-folder under

Aerosoft/Airbus A318_A319/Documentation or Aerosoft/Airbus A320_A321/Documentation.

3.2

Pictures:

The following description of the tutorial flight and its steps refers to the previously mentioned pictures and

terms so that it is easier to find the knobs, switches and buttons.

3.3

Procedure- and Checklist:

Based on the original Airbus A320 CFM procedure- and checklist, an in content and sequence modified

procedure- and check list has been prepared for the Aerosoft Airbus A318/319/320 and 321. These lists are

part of and used in this tutorial as well as in the checklist function (please see chapter 4.7 and chapter 5.1 for

details).

3.4

Using the Switches and Knobs, and changing values

To switch a button, knob or switch to ON, please use the left mouse button - whereas to switch it to OFF

please use the right mouse button. To change a “switch setting” or “values” just use the mouse wheel

• Switch setting:

to the right = forward / to the left = backwards

• Value:

increase = forward / decrease = backwards

3.5

Saving a certain flight and aircraft state

After installation of SP3 it is now possible to save a complete flight (situation and aircraft state - including all

MCDU2 settings) just with one click. Just use the FS-menu function to save the complete flight. It is not

necessary anymore to save the aircraft state separately and therefore this MCDU2 menu option has been

deleted.

When saving a certain “flight” with “state” and the checklist- / copilot function is set to ON, one checklist must

have been completely finished and the next one should be available. This means e.g. you can save a state

“ENGINE START” after the “BEFORE PUSHBACK AND START” checklist has been finished. So as a good “point”

for saving a flight we recommend are the above mentioned states or BEFORE TAKEOFF, DURING CLIMB, AT

CRUISE LEVEL, BEFORE T/D, BEFORE TRANS ALT or BEFORE 10.000 feet (which one ever comes first). But also

make sure that a certain FMA state is completely reached e. g. the FMA displays not ALT* anymore but just

ALT.

The saved flight can be loaded only from within FSX (not possible from the Free Flight Menu).

After the flight has been completely loaded (takes some time based on your system) just move the thrust

levers into the right position. On the INFOBAR the following message p. e. during CLIMB will be displayed:

This means on the FMA: THR CLB, SPEED or THR IDLE should be displayed after adjusting the thrust levers..

Saved flights can be completely deleted using the FS-option. But this is only valid for those files which are

saved in User\Own Documents\Flight Simulator X Files. The MCDU settings file which is automatically

saved in User \Own Documents\Aerosoft\Airbus has to be manually deleted.

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3.6

Saving flight plans

The Aerosoft Airbus A318/319/320/321 defaults to the realistic company route format e. g. flight plans (except

departure runway, SID, arrival runway and STAR / TRANS) can be saved and loaded. After entering the

complete flight plan into the MCDU change to MCDU Menu and select a name for that flight plan like

LOWILFMN01. The save will be confirmed

(folder: C:\User\Your Name\Own Documents\Aerosoft\

Airbus\FlightPlans).

If you want to use this flight plan just enter the given name into the scratchpad on the INIT A page and then

press LSK1L (CO RTE = Company Route). The other way is (if you do not know the exact name) just enter the

departure / destination airport (like LOWI/LFMN with LSK1R) and on the next page all saved company routes

for this departure / destination airport are displayed. Using the respective LSK?L you can select the wanted

route.

But if you prefer to save your company routes with runways and SID/STAR as well as TRANS use the

• Aerosoft. AirbusX.A318_19.Configurator (FSX Main Folder\Aerosoft\Airbus A318_A319)

• AirbusX.A320_21.Configurator (FSX Main Folder\Aerosoft\Airbus A320_A321)

to make you preferred settings.

3.7

Sound (background)

Using the right MCDU pages “MCDU2 MENU” and “SOUND” there are three background sounds available

CABIN CREW, FLIGHT CREW and ATC. To use these sounds just click on the respective LSK and the description

changes to green = ON.

3.8

Tutorial Flight with Aerosoft A319 CFM:

Even that this tutorial flight is originally written for the A319 it can also be used for flights with other models

because the layout of all planes is identical. Only certain data like fuel and payload as well as performance and

speed data may vary.

The flight goes from Innsbruck/Austria (ID: LOWI) to Nice/France (ID: LFMN) and the following original flight

plan will be used:

LOWI - INN UM726 BZO UM984 EVANO UZ185 BORDI - LFMN

Picture 22: Flightpath Innsbruck (LOWI) to Nice (LFMN)

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It is a “real” one also used by commercial airlines. The terminology of the above flight plan is as follows: We

are flying from Innsbruck (LOWI) to the first waypoint INN and then using the airway UM726 until the

waypoint BZO. From there we are using the airway UM984 to EVANO and then the airway UZ185 to BORDI.

From BORDI we are then flying to NICE (LFMN).

If you want to use such as the aforementioned “real” flight plan for further flights, those plans are available on

various websites - e.g. http://www.edi-gla.co.uk/fpl/search.php. To find aeronautical charts a very good

choice might be also www.skyvector.com .

To reach our first waypoint (INN) from Innsbruck (LOWI) we have to use a SID = RTT2J (Standard Instrument

Departure). From all big airports there are such SIDs available depending on the takeoff-runway and first

waypoint of the flight plan. The same is valid for our arrival in Nice (LFMN). There are various STARs (Standard

Arrival Routes) as well as TRANS (Transitions) from the last STAR waypoint to the Final Approach Point - FAP in

case of an ILS, or to the Final Approach Fix - FAF, in case of a Non Precision Approach available. FAP/FAF is the

point where the instrument approach begins which is NI122 in this tutorial. The selection of the STAR / TRANS

or VIA depends on the last waypoint of the flight plan (BORDI) and the landing runway (STAR = BORD6C and

TRANS = NERAS).

How to enter this flightplan into the MCDU is explained in chapter 5.4. There are tools like FS Commander, EFB

or PFPX available which you can use to prepare a flightplan and those tools also offer an export function of

flightplans to the Aerosoft Airbus A 318/319. But currently only flightplans created with FS Commander and

EFB are exported including runways, SID, STAR and TRANS/VIA. Those tools fully support the Aerosoft Airbus

A318/319/320/321 flightplan functionality.

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Flight Preparation:

4.1

Fuel and Payload Planning:

A planner for passengers, cargo and fuel is included in this package. After installation you should find the

respective icon on your desktop (the installer will have added a shortcut on your desktop but you can also find

the program in your FSX Main Folder under Aerosoft\Airbus_Fallback\Aerosoft.AirbusX.FuelPlanner.exe.

Please start the Fuel- and Payload-Planner and it will open in “Simple Mode”. The following assumptions are

used in “Simple Mode”:

• FL: 380

• Taxi time: 20 min

• APU time: 20 min

• Alt dist: 200 nm

• Holding time: 20 min

• Contingency time: 30 min

and no wind or temperature factor. If any of these values differs a considerable amount from your planned

flight, then “Advanced Mode” should be used to alter the value. Because we will use for our tutorial flight a FL

of 31.000 please change to the “Advanced Mode”.

• Set the “UNIT” = Kg

• Please select in “Aircraft Type” = A319

• Set the passenger load to app. 80 Pax

• Set the cargo load to app. 2.000 kg

• Enter LOWI for “departure” and LFMN for “arrival”

Picture 23: Airbus A318/319/320/321 Fuel Planner (advanced planning mode)

Please check if all of the “Weight” values are shown in “green” e. g. are within the limits for the Airbus.

“Auto load with aircraft” is ticked and

“Generate Loadsheet” is pushed afterwards those settings

automatically will be loaded to the A318/319/320 or 321 if the plane itself is loaded in FSX. But if you want to

do the loading manually by yourself, then just untick “Autoload with aircraft” and only push “Generate

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Loadsheet” (details for this functions please see chapter 4.7). Please also note that there might be small

differences between the values the “Fuel- and Payload-Planner” and FSX is stating after loading.

A319:

A320:

Empty weight

39.725 kg

Empty weight

41.243 kg

Payload

8.921 kg

Payload

8.921 kg

Zero Fuel Weight

48.646 kg

Zero Fuel Weight

50.164 kg

Fuel

6.862 kg

Fuel

7.615 kg

Gross Weight

55.508 kg

Gross Weight

57.779 kg

Picture 24: Total weight settings in Load-Manager

Please use the Aerosoft Airbus A318/319/320/321 Fuel- and Payload Planner only, not FSX to load the aircraft.

This is because the method of filling the tanks is different and the Aerosoft Planner is adjusted to Airbus

methodology.

4.2

Calculation of Takeoff Performance Data:

For programming the MCDU certain Takeoff Performance Data (ZFWCG, FLEX and THS, V1, VR and V2) are

required. In the original Airbus MCDU those data have to be manually entered by the crew during flight

preparation (based on various loading- and calculation sheets). In the Aerosoft Airbus A318/319/320/321 this

data is automatically calculated by the MCDU and displayed in the respective fields. Please note that V1, VR

and V2 can only be calculated after the takeoff flaps setting is entered into the MCDU.

If you want to use a more “sophisticated” way you have to calculate and manually enter those values yourself.

There are various tools available to calculate the takeoff performance data. One is the easy to use freeware

tool called TPC written by Roland Wukovits.

4.3

MCDU 2 MENU - ACFT STATE - Aircraft State Menu

Picture 25: Aircraft State Menu

To use the CHECKLIST and the COPILOT function it is necessary to load one of the menu - states. You access this

menu via the MCDU 2 Main Menu by selecting ACFT STATE. Please load COLD DARK STATE and the aircraft is

configured as you would find it on the first flight of the day, all systems are off.

After setting the aircraft to “COLD DARK STATE” also the screen for the MCDU 2 is dark (because of no power).

To power the plane up (as well as the MCDU 2 screen):

• Overhead Panel [F12] switch both batteries to ON section 4 (chapter 2.2)

• Overhead Panel [F12] switch External Power to ON section 6 (chapter 2.2)

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To power up the various screens (PFD, ND, upper and lower ECAM) please switch on the respective panel lights

(Glareshield #8 and ECAM #4) as well as if necessary the “night” illumination using Pedestal #3.

It is possible every time an Aerosoft Airbus A318/319/320/321 is loaded that it is loaded already in a certain

state e.g. if you want the plane always to be loaded as COLD DARK, please use the option DEF (LSK 1R). If the

option is selected DEF will be marked in “green” (please see the picture above). To deselect the option just

press LSK 5 R.

If you are loading the TAXI or TAKEOFF states please are aware that the engines are already running with a little

bit of thrust i.e. app. 19-22 N1. This might be enough to make the plane already moving slowly. To program the

MCDU when TAXI or TAKEOFF is selected, therefore in those states the parking brakes are set. Also using these

aircraft states please first program the MCDU and set the Checklist- and Copilot function afterwards to ON.

After Installation of SP3 it is not possible anymore to save / load a defined “USER STATE” (please see chapter

3.5).

4.4

ACFT DORS - Aircraft Doors Menu

Picture 26: Aircraft Doors Menu

You access this menu via the MCDU 2 Main Menu by selecting ACFT DOORS. The DOORS option allows you to

open the doors and cargo hatches. If a door is open the specific door is marked in “red” and the situation

highlighted in “green”. To close / open a door just click on the specific LSK (line select key) in our case to close

the FRONT LEFT door just use LSK 1 L. Check if the FRONT LEFT door is at least opened (should be opened

automatically if you previously loaded the ACFT STATE “COLD DARK”). If you wish you can open the other doors.

Closing left side passenger doors as well as cargo doors are blocked when pax boarding and cargo loading

(MCDU2 LOAD/FUEL menu) is ongoing. Doors can be closed only if pax boarding and cargo loading (MCDU2

LOAD/FUEL menu - PAX/FREIGHT/FUEL = are green).

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4.5

GROUND SERVICES - Ground Services Menu

Picture 27: Ground Services

You access the menu via the MCDU 2 Main Menu by selecting GROUNDSERVICES. The menu is available only if

the Wheel Chocks are SET or if the Parking Brake is ON (e. g. the aircraft now can park without Parking Brakes

set to ON).

The various options are only available if the following conditions are met:

• CHOCKS:

Parking Brake is set to ON

• CONES:

Only if CHOCKS are SET

• EXT POWER: Parking Brake is ON or Chocks are SET

The Ground Services menu allows you to select various options. If an option is used the specific option is

marked in “orange” and the situation highlighted in “green”. To select an option just click on the specific LSK

(line select key) in our case to disconnect the EXT POWER GPU just use LSK 3 L. Check if the EXTERNAL POWER

GPU is at least available (should be available if you previously loaded the ACFT STATE “COLD DARK”). You may

select the other options as you wish.

4.6

OPTIONS - Options Menu

Picture 28: Options Menu

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4.6.1 OPTIONS - SOUND

Picture 29: Sounds Configuration Menu

CABIN CREW

Background sounds by the purser like “Captain, all passengers are on board and the cabin is secured”

FLIGHT CREW

Background sounds by the flight crew like browsing in manuals, sneezing etc.

ATC

Background sounds from Air Traffic Controllers - instructions to other planes. There are 5 different channels

integrated (Ground, Tower, Departure, Center and Approach) playing according to the flight status.

Those options can be selected by clicking on the relevant left “LSK - Line Selection Key”. The relevant situation

(ON or OFF) is highlighted in “green”.

ENH GPWS - Enhanced Ground Proximity Warning System

If "ENH GPWS" is switched to ON the following sounds - callouts will be played:

• "2500"

• "1000"

• "500"

• "300"

•

“70”

•

“60”

• "10"

•

“5”

• "RETARD” - on autoland = at 10 ft RA (sequence “20” “RETARD” “5”) and on manual landing at 20 ft RA

(sequence “RETARD” “10” “5”)

• "100 Above" (100 feet above DH)

VOLUME

Picture 30: Volume Configuration Menu

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Various sound volumes can be adjusted as required. Just enter the required value into the scratchpad and push

the appropriate LSK. To set all values back to the original values please use “DEFAULT”.

4.6.2 OPTIONS - VIEWS

Picture 31: View Configuration Menu

VIEW SYSTEM

The VIEW OPTION can be completely disabled so that there are no interferences for users who use TrackIR and

EZDOC.

PANEL BAR

There is also a Panelbar (can be customized using the right MCDU - MCDU MENU - OPTIONS - VIEWS)

integrated in this version of Airbus A318/319/320/321. Those options can be selected by clicking on the second

left “LSK - Line Selection Key”. If selected the ON respectively OFF is highlighted in “green”.

There are two different types of panel views available: The VC- and the 2D-mode and each with day and night

views (nights views are automatically used depending on FSX “current time” setting).

VIEW MODE = VC (Virtual Cockpit Views)

16 views with pictures (day and night versions)

Picture 32: VC Panel Bar (day and night version)

The VC-mode bar can be closed or opened again clicking on the “grey” triangle left and right on the bar. The

views 11 to 17 can be accessed using the mouse wheel. To access the ADIRS view just select the Overhead view

and then use the right mouse button.

VIEW MODE = 2D (Two Dimensional Cockpit Views)

11 views with pictures (day and night versions)

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Picture 33: 2D Panel Bar (day and night version)

The 2D-mode bar can be closed or opened again by clicking on the “grey” triangle on the left of the bar. The

views 8 to 12 can be accessed using the mouse wheel. To access the upper overhead panel and ADIRS view just

select the overhead view and then use the right mouse button.

POSITION (VERTICAL or HORIZONTAL)

The bar can be either displayed horizontal or vertical on the left upper corner of the screen.

VERTICAL

Picture 34: Vertical Panel Bar

HORIZONTAL

Picture 35: Horizontal Panel Bar

WINGVIEW BAR

The bar can be either displayed horizontal or vertical on the right upper corner of the screen. There are in total

10 different views available (1 to 6 please see below). The views 7 to 10 can be accessed by going with the

mouse to the respective view then using the mouse wheel and clicking on it.

Picture 36: Wing View Bar

The bar can be closed or opened again by clicking on the “grey” triangle left and right on the bar.

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4.6.3 OPTIONS - CHECKLIST

Picture 37: Checklists Configuration Menu

CHECKLIST

Also an automatic checklist (with sound) is included in this Airbus A318/319/320/321 version. This option can

be selected by clicking on the first left “LSK - Line Selection Key”. If selected ON respectively OFF is highlighted

in “green”. The detailed checklist items you will find in chapter 5.2. etc. (marked in “green”).

But before setting the status to ON an original Aerosoft Airbus A318/319/320/321 panel or a user state should

be loaded, so that the system starts with right equivalent checklist state. In our case this should already have

been done e. g. the aircraft is already set to “COLD DARK”.

The checklists are connected to the used aircraft state e. g. if the “Taxi State” is chosen (MCDU MENU - ACFT

STATE) then after setting picture 4 LSK1L to “ON” the systems starts with the “Taxiing Checklist”. This is also

valid for saved user states if those are saved after a checklist has been finished.

If a checklist item is constantly repeated it means that the Airbus item setting is not correct and cannot be

handled by the copilot (if this function is used). Then please correct the settings manually and the checklist

sequence will automatically be continued.

For our tutorial flight we will use the CHECKLIST function so please set it to ON (= green)

COPILOT

If the automatic checklist function is set to ON a copilot function (handling all actions performed by the PM -

PILOT MONITORING) becomes available. This option can be selected by clicking on the first right “LSK - Line

Selection Key”. If selected ON respectively OFF is highlighted in “green”. It also can be switched ON and OFF

using “2” from the keyboard - but not if the ACFT DOORS MENU page is active.

There are 2 different possibilities / combinations possible to use the “Checklist” and “Copilot” option or just the

“Checklist” option only.

• If only “Checklist” is chosen then the duties of the copilot have to be handled manually by the user. In

this case the Copilot just reads the checklist items and waits until the correct settings are made - before

passing on to the next item. If settings are not made or are not correct the item is constantly repeated.

Certain items can also be skipped by using the SKIP ITEM function (see chapter 4.8).

• If the combination is chosen then the “Copilot” works timely aligned with the checklist i.e. performs his

duties when the task should be done according to the checklist. Only certain items have to be handled

manually by the user (in the checklist marked in “red”).

The detailed tasks performed by the Copilot you will find in chapter 5.2. etc. (marked in “yellow”).

For our tutorial flight we will use the COPILOT function so please set it to ON (= green).

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In case you want to use the Checklist- and Copilot function with TAXI and TAKEOFF states then please first

program the MCDU and set the Checklist- and Copilot function afterwards to ON.

INFOBAR

If “CHECKLIST” is set to ON this option becomes available. And if “INFOBAR” is activated on top of the screen an

info bar is displayed. This bar displays (based on the complete procedure list according to chapter 5.) the next

manually to be set action.

Picture 38: Info bar

This information appears after you loaded the ACFT STATE “COLD DARK” and the checklist- as well as the

copilot function has been set to ON. “MCDU: START CHECKLIST OR USE KEY ‘1’ means you can start the

“Cockpit Preparation Checklist” by clicking on the specific checklist in the menu or just press [1} on your PC-

keyboard.

In such cases the content of the infobar also contains a hint which keypad key alternatively can be used to start

the relevant checklist.

• Start "COCKPIT PREPARATION CL" using "1"

• Start “ENGINE START WITH PUSHBACK CL” using "1"

• Start “ENGINE START CL” using "2"

As we will use the CHECKLIST and COPILOT function for our tutorial flight you should set the INFOBAR to ON

(= green).

HOTKEY

For certain selections or commands of the checklist- and copilot function we use the “1” and “2” from the

keyboard. E.g. you can start the “Cockpit Preparation” checklist just using “1” instead of starting it from the

right MCDU. But for certain other programs this might be a problem because those keys are already used for

other function. If you are running such programs like EZDOC then please set the function to OFF. In this case if

you want to start a checklist you always have to start it from the checklist menu.

AES/GSX PUSH

AES or GSX are separate programs and are not included in the Aerosoft Airbus package e. g. they have to be

bought separately. If those programs are not installed then set the option to NO.

The Aerosoft Airbus A318/319/320/321 does not automatically detect an airport where AES can be used. If the

AES / GSX pushback function should be used it is necessary to set this function to YES. Then during pushback

the conversation between PF (pilot flying) and Ground is aligned, the AES / GSX pushback function will be used

as well as the checklist and copilot function to start the engines.

If only the AES / GSX clearance procedure but no pushback shall be used, leave this function to NO. Then after

the AES / GSX procedure has been finished the checklist “ENGINE START [2]” has to be used and started.

APP SPEED LIMITER - (only available if COPILOT is set to ON)

If selected the copilot checks the speed limit of 250 knots (below 10.000 feet) and if this limit is exceeded, the

copilot automatically (using the speed brakes) reduces the speed to 250 knots. This function works without any

calls and in “Managed” as well as in “Selected” speed mode.

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250 Knots LIMITER

If selected the copilot checks the speed limit of 250 knots (below 10.000 feet) and if this limit is exceeded, the

copilot gives a warning. No action is taken automatically.

4.6.4 OPTIONS - FLIGHT DATA RECORDER

Picture 39: Flight Data Recorder

Using this menu it is possible to switch ON and OFF the Flight Data Recorder e. g. if set to ON the flight data will

be automatically “recorded”. To see this recorded data please open the AS-Flightrecorder. The system is saved

in the FSX Main Folder under Aerosoft \ Flight Recorder \ AS-FlightRecorderManager.exe. After starting the

recorder the following main screen opens showing all saved flight records.

Picture 40: Flight Data Recorder Menu

Picture 41: Flight Data Recorder - Details -

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4.6.6 OPTIONS - AIRCRAFT

Picture 44: Aircraft Options

FLY BY WIRE ……

Using this menu option it is possible to switch ON and OFF the “FLY BY WIRE” function - OFF maybe necessary

for certain video recordings.

ACFT THRUST BUMP

This menu option (set to ON) enables an "unrealistic feature" where users can get additional thrust for takeoff

p. e. for “high” airports, at hot temperatures or short runways.

TILLER

The Tiller option allows you to de-activate the use of a standard Throttle 3 axis to control the tiller. On some

machines this axis is not available or already in use then set this option to OFF.

AUTO RUDDER

Setting Auto rudder in your FSX settings to ON you also need to set this in the right MCDU to ON. It disables the

Airbus A318/319/320/321 fly by wire function on the ground. This makes steering the Airbus A318/319/320/321

on the ground possible without using rudder pedals or a joystick with a rudder.

If this function here is set to ON then there will be no “rudder check” during the “After Engine Start” checklist.

4.7

Load / Fuel

Picture 45: Load/Fuel Options

Conditions to use these functions (except LOAD INSTANT) are:

• All Load Requests: Engines = off and parking brakes or chocks are set

• Pax boarding: Front or aft door is open

• Cargo: Both cargo doors are open

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Init Loadsheet

Please push LSK6L and the data from the Fuelplanner Loadsheet (see chapter 4.1 for details) are automatically

loaded into the menu - but not into the plane (details you will find in the following paragraph “Load Process”).

But it is also possible to enter the data for PAX, CARGO and FUEL manually (within the limits according to the

model used -) please see table below:

A318

A319

A320

A321

Max. Passengers (Standard) No.

107

124

150

186

Max. Passengers (Special)

No.

132

156

180

220

Max. Cargo Weight

17.00

Max. Fuel Weight

19.15

Empty Weight

39.50

40.80

41.24

46.85

Max. TOW

68.00

75.50

77.40

89.00

If using the special seat configuration the pax weight should be adjusted accordingly. The defined weight per

passenger can be changed (SETUP = LSK5R) only in case of manual input - modifications are saved for future

flights. If the Fuelplanner Loadsheet data are used the weight is fixed with 84 kg/pax.

Picture 46: Load/Fuel Menu after INIT LOADSHEET

Load Process

If the loading process can be started the respective item is marked in “orange”. There are two ways to load pax,

cargo and fuel to the plane. INSTANT = Just push LSK4R and pax, cargo and fuel are immediately loaded whereas

using LSK1-3R the loading process takes some time like in the real world. The loading progress can be checked

by looking at the ACT values. During the loading process the respective items are flashing in “green” and if

loading is completed the flashing stops.

Using the TAXI or TAKEOFF aircraft state it is only possible to use LOAD INSTANT (if the parking brakes are set).

But for the 319 IAE also using LOAD INSTANT it is not possible to “load” fuel (due to FF custom fuel flow

simulation) if engines are running.

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Picture 47: Load/Fuel Menu after loading completed

4.8

Checklist

The following Checklist Menu can be accessed via right MCDU - MCDU2 MENU.

Picture 48: Checklists Menu (page A)

This menu shows all available checklists and contains the following function:

• The COCKPIT PREP checklist should be started (if blinking in orange) by clicking on the respective line

selection key = LSK3L. If it is marked in green (as on the picture above) it means it is already active.

• Additionally a solution to skip a checklist item (if the copilot is not used) has been implemented (MCDU

CHECKLIST PAGE A LSK2L). The “white” message “SKIP ITEM” appears in future if there is a user action

necessary. If you do not know what to do or how to handle the item and you want to skip this checklist

item please just press LSK2L and the checklist jumps to the next item. But this facility is not available

during the APPROACH CL for flaps setting as well as during the complete FINAL CL because it would

make no sense.

• Normally a call = checklist item is repeated various times until the right settings are made by the user.

But for “Barometric Check”, “Go-around-Altitude” and “Landing Memo” the call is repeated just three

times and then the checklist automatically jumps to the next item.

• The blinking “info line” at the bottom of the screen shows what has to be done next and is identical with

the text of the info-bar (please see chapter 4.6.3 for details).

• In such cases e. g. the checklist has to be started from the MCDU MENU - CHECKLIST the content of the

infobar also contains a hint which keypad key alternatively can be used to start the relevant checklist.

o Start "COCKPIT PREPARATION CL" using "1"

o Start “ENGINE START WITH PUSHBACK CL” using "1"

o Start “ENGINE START CL” using "2"

• The checklist menu has two pages (A and B). To toggle between the two pages just push the MCDU

arrow buttons showing left or right.

The following checklists are available and linked to the chosen Aerosoft standard ACFT STATE e. g. not to any

saved user state.

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• Cockpit Preparation

• Climb

• Before Start

• Cruise

• Start with Pushback - or Start (w/0 pushback)

• Descent Preparation

• After Start

• Descent

• Taxiing

• Approach

• Before Takeoff

• Final Landing

• Takeoff

• After Landing

• After Takeoff

• Parking

The detailed content of the checklists you will find in chapter 5.1 etc. (marked in “green”).

4.9

Connected Flight Deck

The following Connected Flight Deck Menu can be accessed via right MCDU - MCDU2 MENU.

Picture 49: Connected Flight Deck Menu

The feature will make it possible for to people to connect to each other and act as Captain and FO’s (Or PF and

PM). Details to this feature you will find in Vol 1 in chapter “Connected Flight Deck”.

CONNECTION TYPE

For the CFD to work, one of the users must be a master and the other a slave. This connection type must be

selected before turning connection on. The master has to start to initiate the connection and only there after

the slave can initiate his.

CONNECTION

Turning on will initiate connection, after turning on, turning it off have no effect.

SYNC DISPLAYS

With this option it is possible to synchronize the displays (ND range/mode etc and partially synchronized

altimeters) but with certain limitations.

SYNC ND OVERLAYS

With this option it is possible to synchronize terrain on ND and the weather radar panel, but not to

synchronize the weather itself.

4.10

Voice packs for PF and PM

For the checklists there are various voice packs for the Pilot Flying as well as the Pilot Monitoring available

(Standard, British, French, German and US). Those voice packs you want to use for your flight can be selected

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Tutorial Flight / Checklist and Procedures:

5.1

Basic Information - Setup

This tutorial flight describes all the phases of a flight from Innsbruck to Nice, from the “COLD DARK” situation

in Innsbruck to the landing at Nice, parking and securing the aircraft.

During the tutorial flight we are using the Aerosoft A318/319/320/321 procedure- and checklist which is based

on an original from Airbus. This list consists of a “running number” to identify the action to be performed and

in which panel, sub-panel the necessary knobs, switches and buttons can be found. The various panels

available and their terms are explained in chapter 2. If additional explanations for the actions are necessary

the row is marked in light yellow and the explanations can be found below the respective procedure- and

checklist using the “running number” as a reference.

Again using this tutorial the cockpit should be “COLD DARK”. After switching the batteries 1 +2 to ON it should

look like in Picture 76. If there are still some lights ON switch off all those lights on the Overhead Panel.

Another option (which is necessary to use the Checklist- and Copilot function) is to load the plane and then go

to the right MCDU view, MCDU MENU / ACFT STATE and select “COLD DARK” state.

After setting the aircraft to “COLD DARK” also the screen for the MCDU 2 is dark (because of no power). To

power the plane up (as well as the MCDU 2 screen):

• Overhead Panel [F12] switch both batteries to ON section 4 (chapter 2.2)

• Overhead Panel [F12] switch External Power to ON section 6 (chapter 2.2)

To power up the various screen (PFD, ND, upper and lower ECAM) please switch on the respective panel lights

(Glareshield #8 and ECAM #4) as well as if necessary the “night” illumination using Pedestal #3.

Also the “CHECKLIST” and “COPILOT” function should already have been set to ON (=green). Please see

chapter 4.7. Also certain “limiters” (for approach speed and 250 knots) are included in the copilot (PM)

function please see chapter 4.6 for details.

The different colors used in the following lists symbolize and explain the function:

Detailed description available - please see below -

Not supported by “Checklist” or “Copilot” function

Starting Conditions for Checklist

Checklist

- Check only

Checklist item

Copilot (announcem./ check)

Ground announcement

Checklist / Copilot - Action done by Copilot -

Checklist item

Copilot (action)

CoP

(if option “Copilot” is selected)

Checklist / Copilot - Action to be done “manually” -

Checklist item

User (action) - necessary

Checklist / Copilot - Action to be done “manually” -

Checklist item

User (action)

Now start this tutorial with the “Basic Preparation Procedure” as described in chapter 5.2.

5.2

Basic Preparation Procedure (aircraft in COLD DARK state)

BASIC PREPARATION PROCEDURE

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

FUEL PLANNER ADV. METH.

PAX-, CARGO- and FUEL LOAD

SET and GEN. LOADSHEET

Please see chapter 4.1 for details

MCDU R

MAIN MENU

ACFT STATE

COLD DARK = LSKL1

PUSH

Should already been done

OVERHEAD

ELEC

BAT 1 + 2 (Batteries)

ON (BOTH)

Should already been done

OVERHEAD

ELEC

EXT POWER

OVERHEAD

EXT. LIGHTS

EXT. LIGHTS (= Nav Lights)

MAIN PANEL

PFD LIGHT

SWITCH

MAIN PANEL

ND LIGHT

SWITCH

ECAM

ECAM LIGHTS

SWITCH UPPER and LOWER

PEDESTAL

INT. LIGHT

OVHD INTEG LT

MCDU R

OPTIONS

SOUND

Cabin & Flight Crew, ATC

[ON] or [OFF]

As required - Color switches to green

MCDU R

OPTIONS

VIEWS

Panel & Wing View Bars and others

[ON] or [OFF]

As required - Color switches to green

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MCDU R

OPTIONS

CHECKLISTS

CHECKL and COPILOT

ON (BOTH)

MCDU R

OPTIONS

CHECKLISTS

INFOBAR

MCDU R

OPTIONS

CHECKLISTS

Various LIMITERS ( APP & 250 KNOTS) & ILS

[ON] or [OFF]

As required - Color switches to green

MCDU R

OPTIONS

CHECKLISTS

AES

[ON] or [OFF]

As required - Color switches to green

MCDU R

LOAD/FUEL

INIT LOADSHEET or manually enter data

MCDU R

LOAD/FUEL

LOAD to PLANE

LOAD INSTANT or separately

9. Cockpit Lights: Because sometimes the panels are quite dark - depending on the position of the sun -

please switch the cockpit light to BRT.

16. Load to Plane: Conditions to use these functions (except LOAD INSTANT) are:

• All Load Requests: Engines = off and parking brakes or chocks are set

• Pax boarding: Front or aft door is open

• Cargo: Both cargo doors are open

For details please see chapter 4.7

5.3

Cockpit Preparation

COCKPIT PREPARATION

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

MCDU

MAIN MENU

CHECKLIST

A = PUSH LSK3L

PUSH

Start Checklist / Co-Pilot - if selected

OVERHEAD

ELEC

BAT 1 + 2 (Batteries)

CHECK ON (BOTH)

Cop

OVERHEAD

ELEC

EXT PWR (External Power)

CoP

(if available - see MCDU MENU / DOORS)

OVERHEAD

EXT. LIGHTS

NAV. LIGHTS

CHECK ON

CoP

PEDESTAL

ENG

ENG MASTER 1 + 2

CHECK OFF

CoP

PEDESTAL

ENG

ENG MODE SEL

CHECK NORM

CoP

ECAM

LAND GEAR

LANDING GEAR LEVER

CHECK DOWN

CoP

PEDESTAL

P. BRAKE

PARKING BRAKE

CHECKED = OFF

CoP

PEDESTAL

FLAPS

FLAPS LEVER

CHECK POSITION = 0

CoP

PEDESTAL

SP. BRAKE

SPEED BREAK LEVER

CHECK RETR. / DISARMED

CoP

PEDESTAL

THR LEVER

THRUST LEVERS

CHECK IDLE

PEDESTAL

RADIO

TRANSPONDER MODE

CHECKED STANDBY

PEDESTAL

RADIO

RADIO CONTROL PANEL

CoP

ECAM

ECAM RECALL (RCL) BUTTON

PRESS

CoP

MAIN PANEL

ANTI SKID

CHECK ON

CoP

MAIN PANEL

EFIS

FLIGHT DIRECTOR

CHECK ON

CoP

OVERHEAD

SIGNS

EMERGENCY LIGHTS

ARM

CoP

OVERHEAD

SIGNS

NO SMOKING SIGNS

CoP

OVERHEAD

SIGNS

WING & ENGINE ANTI ICE

CHECK OFF

Cop

OVERHEAD

PR.WI. HEAT

PROBE WINDOW HEAT

AUTO/OFF

OVERHEAD

AIR COND.

HOTAIR, ENG. BLEED L+R, PACKS L+R

CHECK ON

Cop

(no white signs)

OVERHEAD

VENTILATION

BLOWER, EXTRACT, CAB. FANS

CHECK ON

(no white signs - INOP not animated)

OVERHEAD

ELECTRIC

ENG. GENERATOR L+R

CHECK ON = FAULT

Cop

OVERHEAD

ELETRIC

APU GENERATOR

CHECK ON

(only if EXT. POWER is ON)

OVERHEAD

FUEL

ALL FUEL PUMPS

PRESS

CoP

OFF should disappear

OVERHEAD

FUEL

ALL FUEL PUMPS = ON

CHECK

OVERHEAD

HYDRAULICS

ACCU BREAK PRESS: ELEC. PUMP

(ON)

See explanation

OVERHEAD

GPWS

GPWS: ALL SWITCHES

CHECK ON

Cop

(no white signs)

OVERHEAD

EFCS

EFCS: ALL SWITCHES

CHECK ON

Cop

(no white signs)

OVERHEAD

ADIRS

ADIRS (3x)

CoP

COCKPIT

EM.EQUIPMENT

ALL EQUIPEMT AVAILABLE AND OK

CHECK ON

Checklist complete

PEDESTAL

RADIO

SET FREQUENCIES

SET

If ATC is used

PEDESTAL

RADIO

ATC CLEARANCE

OBTAIN

If ATC is used

In the Cockpit Preparation CL after a Turnaround only the “blue” marked actions / procedures (TA) are used.

17.

Start Checklist: Alternatively you can also use “1” from the keyboard to start the checklist.

41.

Fuel Pumps: If no external power is used - in our tutorial we use external power # 19 - even after

switching the fuel pumps to ON the warning FAULT will remain, because they are not yet running.

FAULT will automatically disappear when the engines are running up. All “white” lights should be

extinguished.

43.

HYDR. PUMPS: Only if accumulator pressure is below 500 PSI. The indication of the brake pressure

normally remains at zero.

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46.

ADIRS: All three switches have to be set to NAV

48.

RADIO - SET FREQUENCIES - As the ATIS frequency for Innsbruck is 126.020 set the VHF1 frequency in

STBY/CRS to 126.025 (using the mouse wheel you can select on the outside knob the figures from 118.

to 136. and with the inside knob between .000 and .975). Then press on the green arrow to switch the

previously entered value from STBY into ACTIVE. After a short period you will hear the ATIS

information (weather, winds, pressure and runways in use etc.). After all necessary information has

been obtained press the switch again.

AES

The loaded “COLD DARK” aircraft state is with parking brakes = OFF and chocks = SET (parking brakes

GSX: are normally OFF to cool down the brakes). AES since version 2.26 recognizes “chocks = SET” and does

not require

“parking brakes

= ON” anymore. Open the AES window (CTRL+SHIFT+W) or GSX

(CRTL+F12) In AES just select the option “F5 - Request Boarding now” or in GSX “ 4 - Request

Boarding”.

5.4

FMGS / MCDU - Data Insertion

Always use the following sequence for the data insertion into the MCDU: INIT A page, F-PLN, RAD NAV, INIT B

page, PERF = IFRIP.

COCKPIT PREPARATION - FMGS/MCDU DATA INSERTION

PANEL

ACTION

NO.

PART (Name)

PART

REMARK

TYP

PF (PILOT FLYING)

PM (PILOT MONITORING)

(No.)

MCDU

INIT 1

DEP and DEST AIRPORT

ENTER

LOWI/LFMN

MCDU

INIT 1

ALIGN IRS

PRESS

MCDU

INIT 1

FLT NBR (Flight Number)

ENTER

Par example =LH319

MCDU

INIT 1

COST INDEX

ENTER

MCDU

INIT 1

CRZ FL (Cruise Flight Level)

ENTER

=310 (31.000 feet)

MCDU

F-PLAN

FLIGHTPLAN

ENTER

MCDU

RAD NAV

ENTER ADF1 FREQUENCY

ENTER

RTT

MCDU

INIT 2

BLOCK

ENTER

6.8

MCDU

INIT 2

ZFWCG/ZFW

CHECK

25.0/49.5 - speeds and altitude are calculated

MCDU

PERF-TO

FLAPS / THS

ENTER

MCDU

PERF-TO

FLEX TO TEMP

CHECK

MCDU

PERF-TO

V1, VR and V2

CHECK

89/120/124

MCDU

PERF-CLIMB

DATA

CHECK

MCDU

PERF-CZR

DATA

CHECK

MCDU

PERF-DES/APPR

DATA

CHECK

MCDU

PERF-GO ARD

DATA

CHECK

Open the MCDU. If the data or menu page is displayed; use the INIT button so that page INIT A opens (INIT B

only can be opened if the engines are not running). The data input can either be done using the scratchpad or

the PC keyboard. To use the PC keyboard please just “left” click on the grey field beside ‘1’ on the scratchpad.

The change will be confirmed “KEYBOARD INPUT ON”. To change back to the MCDU scratchpad “right” click on

the same spot again.

50. FROM/TO: Enter LOWI/LFMN into the scratchpad and then press LSK1R. You will see that another page

automatically opens displaying the available company routes (LOWILFMN01). As we want to get

acquainted entering a flightplan ourselves we will not use this function. So just press the respective LSK

for RETURN.

XX. ALTN: Enter LFML as an alternative airport for Nice.

51. ALIGN IRS: Please press LSK 3R to start the IRS (Inertial Reference System). Aligning the IRS will take 6

minutes and the status is displayed on the E/WD in the status section. If the IRS is aligned the PFD and

ND change to the standard view.

XX. CO RTE - ALT/CO RTE: Leave CO RTE empty and ALT/CO RTE with NONE because we will currently not

use this function e. g. to use a predefined flight plan from Nice to an alternative airport for it. Please see

chapter 7.1and 7.2 for details on this function.

52. FLT NBR: Please enter the flight number using the MCDU keyboard - in our case DLH319 (for Lufthansa)

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- into the scratchpad and then use LSK 3L to cut and paste the data into the field FLT NBR.

53. COST INDEX: The Cost Index determines the speed used for climb, cruise and descent if managed speed

is used. Please enter using the MCDU keyboard a value of 30 and then use LSK 5L to cut and past the

value into the field COST INDEX. The cost index for fuel and maintenance of 30 is a low time cost and

medium fuel cost value (please see table below).

Picture 50: Table Cost Index

54.

CRZ FL: In our case it is 31.000 feet (so enter 310) and the outside temperature for this flight level then

automatically will be calculated = -47 degrees.

55.

F-PLAN: We will use the flight plan as explained in chapter 3.9 (LOWI - INN UM726 BZO UM984 EVANO

UZ185 BORDI - LFMN). Please use the F-PLAN button of the left MCDU to change to the F-PLAN page.

•

Push LSK1L (next to LOWI)

•

Push LSK1L (next to DEPARTURE)

•

Select takeoff runway: In our case we will use 08

•

Select SID = RTT2J by browsing (use the button with arrow showing up) and then push the respective LSK L)

•

Insert SID into temporary flightplan = LSK6R

•

Browse (using the button with arrow showing up) to RTT and push the respective LSK L next to RTT

•

Enter INN into the scratchpad and push the respective LSK 3R next to NEXT WPT

•

Select INN = LSK1L

•

Browse (using the button with arrow showing up or down) to INN and push the respective LSK L next to INN

•

Select AIRWAYS = LSK5R

•

Enter UM726 into the scratchpad and push LSK1L

•

Enter BZO into the scratchpad and push LSK1R

•

Enter UM984 into the scratchpad and push LSK2L

•

Enter EVANO into the scratchpad and push LSK2R

•

Enter UZ185 into the scratchpad and push LSK3L

•

Enter BORDI into the scratchpad and push LSK3R

•

nsert flightplan into temporary flightplan = LSK6R

•

Browse (using the button with the arrow showing up) until you see BORDI and F-PLAN-DISCONTINUITY

•

Push the CLR button - CLR will appear on the scratchpad

•

Push the respective LSK L to F-PLAN DISCONTINUITY

•

Confirm the “yellow” TMPY page (showing the new changed F-PLAN) with INSERT (LSK6R)

•

Select LFMN = Push LSK6L

•

Select ARRIVAL = Push LSK1R

•

Select landing runway: In our case we will use ILS04L. Browse (using the button with arrow showing up) to ILS04L

•

Select STAR = BORD6C by browsing (use the button with arrow showing up) and push the respective LSK L)

•

Select VIA (LSK2L) = NERAS (LSK4L)

•

Enter STAR into temporary flightplan = LSK6L

•

Enter Temporary Flightplan = LSK6R

•

Browse (use the button with arrow showing up) and look lines showing F-PLAN-DISCONTINUITY

•

If there are one, push the button CLR on the scratchpad and then the LSK L beside F-PLAN-DISCONTUNUITY

The complete flightplan then should look approximately as follows (speed and flight level are the

actual flight values):

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DIST.

(NM)

Actual

NO.

NAME

VIA

CSTR

to next WP

SPEED

ALT. (FT)

LOWI08

INNSBRUCK

C079°

124

1.900

INTCPT

C066°

250

5.700

ABSAMS

RTT2J

250

7.600

(LIM)

250

10.000

DOEJ

RTT2J

250

10.800

+4.800 feet

OEJ07

RTT2J

294

13.500

+6.700 feet

9500

RTT2J

294

17.300

+9.500 feet

RTT

RATTENBURG

RTT2J

294

17.300

INN

INNSBRUCK

UM726

294

31.000

T/C

UM726

294

31.000

BRENO

BRENNER

UM726

294

31.000

OGEPI

UM726

294

31.000

BZO

BOLZANO

UM726

294

31.000

RENTA

UM984

294

31.000

ATPED

UM984

294

31.000

LUSIL

UM984

294

31.000

RODRU

UM984

294

31.000

EVANO

UM984

294

31.000

ENOBA

UZ185

294

31.000

T/D

UZ185

294

31.000

BORDI

BORDI237°

294

28.800

NIZ/09

C143°

294

21.500

MIKRU

BORD6C

294

16.600

PIRAM

BORD6C

250

9.100

INTCPT

C112°

250

8.800

AZR35

35AZR

250

6.200

NERAS

250

4.000

4.000 feet

AZR26

NERAS

250

4.000

INTCPT

C298°

250

4.000

(DECEL)

200

4.000

NIZ27

27NIZ

179

4.000

200 knots

NI17

C043°

179

4.000

NI122

NERAS

179

4.000

4.000 feet

NI77

141

2.500

2.500 feet

NI51

134

1.600

1.600 feet

LFMN04L

Total :

448 NM

Picture 51: Detailed Flight Plan LOWI - LFMN

Waypoints like 4 (LIM), 10 (T/C), 20 (T/D), 25 (INTCPT) and 30 (DECEL) are at this stage not yet calculated

by the MCDU - will be inserted automatically after the MCDU programming is complete.

The waypoints after #36 LFMN04L are automatically inserted because in case of “landing abort” those

are the next waypoints you should head to and to await new instructions by the ATC.

The flight plan itself i.e. departure airport LOWI, complete route and arrival airport LFMN (but except

departure runway, SID, STAR/TRANS and arrival runway) is already previously saved as a company route.

You can load it using the MCDU and the INIT A page entering into the scratchpad LOWILFMN01 and then

using LSK1L. Please note that the loading will take some time because the whole navigation DB has to be

searched for the respective data. If you use this option then after loading just add departure runway,

SID, arrival runway and STAR/TRANS.

56.

RAD NAV: Optional and not necessary because we are using “Managed Mode” for our flight: Enter RTT

into the scratchpad and then press LSK5L. To activate ADF please go to the 2.1.5 EFIS CONTROL PANEL

#7 and set the left switch to ADF.

XX.

INIT PAGE B or 2: Please press INIT and then use the button with the arrow showing right to change to

the INIT page 2 (INIT page 2 or B only can be opened if the engines are not running)

57.

BLOCK: Please enter 6.8 in the scratchpad and then press LSK 2R

58.

ZFWCG/ZFW: ZFWCG and ZFW are automatically calculated and displayed. If you want to change the

first value ZFWCG all you have to do is enter the new value and press the appropriate line select key, to

overwrite the leftmost value. The relation / calculation between TOW, Centre of Gravity in % of the MAC

(mean aerodynamic chord) and THS are content of the Load- and Fuelplanner (Advanced Mode).

XX.

PERF PAGE: Please change to the Performance Page by pressing the respective button on the MCDU.

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59. FLAPS/THS = Trimmable Horizontal Stabilizer: Please see below a picture showing the relation between

CG and THS.

Picture 52: CG (centre of gravity)/ THS

Make the necessary load- and fuel-calculations using the Fuelplanner. For our flight this would be a

value of 28 TOW %MAC (also content of the LOADSHEET) and a proposed trim of UP0.1.

As in our case we will use FLAPS 2 for the takeoff please enter “2/UP0.1” into the scratchpad and then

press LSK 3R so that the value is cut and pasted into the field FLAPS/THS (if the proposed THS value is 0.0

then please enter /UP0.0). But please remember the input of those values does not mean that at the

same time the real flaps- and trim setting are automatically made (only in case the Copilot- function is

set to ON). Otherwise you have to set the flaps position and trim manually. The exact trimming value is

displayed on the lower ECAM F/CTL page = PITCH TRIM.

60.

FLEX TO: The value is automatically calculated and displayed based on the selected flaps setting for

takeoff. If you want to change the value, just overwrite the content of this field. Because we will use

Flaps 2 and the runway at LOWI is quite short no value for FLEX takeoff is automatically calculated e. g.

MAN TOGA is proposed.

XX.

ENG OUT ACC: We leave the engine out / acceleration altitude as proposed by the MCDU (Ground level

plus 1500 = 3407 Feet).

61.

V1, V2 and VR: The values are automatically calculated and displayed. If you want to change those

values, just overwrite the content of the fields. Please note that those various speeds are only calculated

after FLAPS are entered (#57)

XX.

TRANS ALT: The transition altitude for Innsbruck is 11000 feet - so manually enter this value.

XX.

THR RED / ACC: We leave the thrust reduction / acceleration altitude as proposed by the MCDU (Ground

level plus 1500 Feet).

XX.

Performance Pages: Please also check the other PERF pages (CLB, CRZ, DES and APPR) by using LSK6R or

LSK6L. Make sure all parameters are OK. Especially the Cost Index should be checked, which determines

the speed used for climb, cruise and descent if managed speed is used

5.5

Cockpit Preparation - Part 2

COCKPIT PREPARATION - Part 2

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

EFIS

FD / ILS

Button: LS

OFF

EFIS

ND MOD/RGE

5 & 6

ND mode and range

SET

Mode: ARC / Range 10

EFIS

ADF/VOR

VOR / ADF select

AS REQUIRED

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FCU

ALTITUDE

First Altitude

SET TO 12.000 Feet

>than THR RED altitude

FCU

1 to 4

DASH-BALL-DASH-BALL-ALT-BALL-DASH

CHECK

ECAM

STATUS

CHECK

PEDESTAL

RADIO

ATC - FREQUNCY

SET

If ATC is used

PEDESTAL

RADIO

ATC CLEARANCE

OBTAIN

If ATC is used

GLARESHIELD

ND-DISPL.

IRS ALIGN

CHECK

MCDU

F-PLAN

F-PLAN PAGE

SET

67.

ND mode and range: Set ND mode during takeoff to ARC and range to 10.

69.

First Altitude: On the FCU (Flight Control Unit) - Altitude - using the respective knob please set the

1st to be reached altitude at 12.000 Feet. This value has to be in any case higher than the Thrust

Acceleration Altitude (in our example 3407 Feet). If this is the case then a ball appears to the right of

the altitude entered which means that the aircraft will fly in “managed mode” until this altitude is

reached. Please confirm the entry by pushing the knob. Then it is “confirmed” and can be seen as a

“blue” value on top of the “Altitude Indicator” on the PFD.

If you forgot to enter a “First Altitude” or if you started with the TAXI or TAKEOFF aircraft state the

copilot (if used) automatically sets the first altitude to 7.000 feet during TAXI or before TAKEOFF.

70.

FCU-Mode: Push FCU SPD and HDG knob so that the displays show SPD=“---●”

HDG=“---●” ALT=12000●”and “-----” e.g. SPD and HDG are in “managed mode”

AES

Open the AES (CTRL+SHIFT+W) or GSX window (CRTL + F12). In AES select the option “F6 - Prepare for

GSX: Departure” and then select the option “F1 - Yes, I need Pushback please, prepare now, wait for start

request” In GSX select: “4 - Prepare for Pushback and Departure”.

5.6

Before Pushback and Start

BEFORE PUSHBACK OR START

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

MCDUw

MAIN MENU

ACFT DOORS

CLOSE ALL DOORS

PUSH

Start Checklist / Co-Pilot - if selected

MCDU R

MAIN MENU

ACFT DOORS

ALL WINDOWS AND DOORS CLOSED

CHECK

CoP

OVERHEAD

APU

APU MASTER and START

CoP

START= available 10 sec after MASTER

OVERHEAD

APU

APU BLEED = ON

CoP

MCDU

ELEC

EXT PWR

OFF

CoP

OVERHEAD

SIGNS

SEAT BELT SIGNS / NO SMOKING = ON

CoP

For Seat Belts also AUTO is OK

PEDESTAL

THR LEVER

LEVERS

CHECK IDLE

PEDESTAL

P. BRAKE

PARKING BRAKE

SET to ON

CoP

FSX: CTRL + . (period)

MCDU2

MAIN MENU

GND SERV.

TRAFFIC CONES

REMOVE

CoP

MCDU2

MAIN MENU

GND SERV.

WHEEL CHOCKS

REMOVE

CoP

EFIS

AP SETTING

BARO REF

SET / X CHECK (Read out)

CoP

OVERHEAD

EXT. LIGHTS

BEACON

CoP

Checklist complete

76.

DOORS / START CL: Closing left side passenger doors as well as cargo doors are blocked when pax

boarding and cargo loading (MCDU2 LOAD/FUEL MENU) is ongoing. Checklist only starts if pax

boarding and cargo loading (MCDU2 LOAD/FUEL MENU) is completed = are green.

83.

PARKING BRAKE: The parking brakes were OFF when the “COLD DARK” aircraft state was loaded.

Now they are set to ON.

84.

TRAFFIC CONES: Are automatically removed without call.

85.

WHEEL CHOCKS: Are automatically removed without call

86.

BARO REF: As we are flying with “Fair Weather” it means that in Innsbruck there will be no surface

winds and for takeoff the runway 08 is in use. The air pressure currently is 1013 hPa and we have a

temperature of 15 degrees C. As this is the “standard value” nothing has to done. If the air pressure is

different the Copilot will automatically set the right value.

5.7

Engine Start

AES: Open the AES window (CTRL+SHIFT+W) or GSX (CRTL+F12). In AES select the option “F2 - Start

Pushback now - Nose to Right” or in GSX = 1 - Nose right / Tail left.

During pushback you can start the engines according to #97 - #101. The settings will be confirmed by

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the Pilot and the Copilot. When pushback has been finished set parking brake to ON and proceed with

chapter 5.9 .

If no pushback is required then please use the respective AES / GSX function and set the checklist AES

/ GSX PUSH function (please see 4.6.3) to NO. After AES / GSX has finished its procedure continue and

select the “Engine Start w/o Pushback” checklist and start it (5.7.2.). The reason is that AES / GSX are

closed programs and we cannot get any information when to start the Engine Start checklist if there is

no “moving” aircraft.

Engines can either be started during or after pushback (if necessary). Therefore also 2 different checklists are

available in the MCDU MENU - Checklists. Please select the one you want to use by clicking on the respective

LSK.

5.7.1 Engine Start with Pushback

ENGINE START - with pushback

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

MCDU

MAIN MENU

CHECKLIST

SELECT: “START WITH PUSH” = LSK5L

Starts next Checklist / Co-Pilot - if selected

MCDU right

SELECT TAXIWAX DIST and PB DIRECTION

SET

MCDU right

START PUSHBACK

START

„Flight Deck to Ground“

GROUND: „Go ahead“

„We have ATC clearance“

GROUND: „Roger“

„Confirm ground equipment = clear”

GROUND: “Clear”

“Starting pushback”

GROUND: “Roger”

PEDESTAL

P. BRAKE

PARKING BRAKE = OFF

SET to OFF

FSX: . (period)

GROUND: “OK. Starting Pushback”

PEDESTAL

ENGINE

ENG MODE SEL

IGN START

PEDESTAL

ENGINE

MASTER SW 2

MAIN PANEL

E/WD

No. 2 RUNNING UP

CHECK

100

PEDESTAL

ENGINE

MASTER SW 1

Engine 2 N1 > 20%

101

MAIN PANEL

E/WD

No. 1 RUNNING UP

CHECK

102

When in Position: Stop Pushback

STOP (SHIFT + P)

103

GROUND: „Pushback complete”

104

PEDESTAL

P. BRAKE

PARKING BRAKE

FSX: CRTL +.(period)

105

GROUND: “Have a good flight” - CL complete

89.

Taxiway Distance and Pushback Direction: After the checklist has been started automatically the

following right MCDU menu opens

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Picture 53: Pushback Gauge

Please set the distance to the taxiway (using LSK 3L or LSK 4L) as well as the pushback direction (using

LSK 3R or LSK 4R) in our case (S Parking 8 in LOWI) = 9 m and 90 degrees left. To set the correct value

you also can use the mouse scroll wheel.

The feature uses the FSX basic pushback function and is it a little bit "enhanced". The FSX function

consists of a time part "straight" and the turn part. The minimum time FSX uses / needs for “straight”

is app. 7-9m (based on aircraft model used) e. g. time is converted into distance. Additionally to that

the distance for the turn itself comes on top - a medium value for a 90° turn is app. 50m. But this

distance varies based on angle used and size of the plane e. g. for the A318 it is much smaller than for

the A321. But if needed you can always stop the pushback by using SHIFT+P.

90.

Start Pushback: Push “START” (LSK 6R) and the pushback starts….. There is no need to stop the

pushback - it automatically will stop when the previously set position is reached.

93.

Parking Brakes: Do not touch the parking brakes earlier than asked by the ground service crew! Only

then release the brakes.

98.

Engine Start: After setting the Engine Mode Selector to IGN START as well setting the Engine Master

Switch to ON, you can check on the EWD that the FADEC (Full Authority Digital Engine Control) have

turned on because the amber information is replaced by active displays.

CFM engines spool up to around N2 24% and then light up and produce an EGT rise. Normally this

takes some 15 sec max. But if IAE engines are installed it takes another 15 sec before the engine lights

up because IAE implemented an 30 sec "blow through" / dry crank sequence to get rid of any

remaining fuel/oil before starting the actual engine start sequence.

99.

Engine stabilized: The set limits are

101.

CFM: N1: 18.5 % N2: 64.0% and EGT: 350°C

IAE: EPR 1.010, N1: 21.0%, N2: 57.0% and EGT: 410°C

102.

Stop Pushback: To stop the pushback it is not necessary to do anything. The pushback will stop and

the defined position (see settings # 89). If needed you can always stop pushback by using SHIFT+P.

5.7.2 Engine Start without Pushback

ENGINE START

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

106

MCDU

MAIN MENU

CHECKLIST

SELECT: “START” = LSK6L

Starts next Checklist / Co-Pilot - if selected

107

„Flight Deck to Ground“

GROUND: „Go ahead“

108

„We have ATC clearance“

GROUND: „Roger“

109

„Confirm ground equipment = clear”

GROUND: “Clear”

110

„Starting engines“

GROUND: „Roger“

111

PEDESTAL

ENGINE

ENG MODE SEL

IGN START

112

PEDESTAL

ENGINE

MASTER SW 2

113

MAIN PANEL

E/WD

No. 2 RUNNING UP

CHECK

114

PEDESTAL

ENGINE

MASTER SW 1

Engine 2 N1 > 20%

115

MAIN PANEL

E/WD

No. 1 RUNNING UP

CHECK

116

“Both Engines running”

GROUND: „Roger“

117

GROUND: “Have a good flight” - CL complete

112. Engine Start: After setting the Engine Mode Selector to IGN START you can check on the EWD that the

FADEC (Full Authority Digital Engine Control) have turned on. The amber crosses will disappear when

setting the Engine Mode Selector to IGN/START. Only the N1 and N2 will have amber crosses now

which will disappear when you select the Engine Master to one.

CFM engines spool up to around N” 22% and then light up and produce an EGT rise. But if IAE engines

are installed observe the EGT after 30 sec. because IAE implemented an 30 sec "blow through" / dry

crank sequence to get rid of any remaining fuel/oil before starting the actual engine start sequence.

5.8

After Engine Start

AFTER ENGINE START

NO.

PANEL

ACTION

REMARK

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TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

118

ENGINE 1 & 2 are running for 15 sec

Start Checklist / Co-Pilot - if selected

119

PEDESTAL

ENGINE

ENG MODE SEL

NORM

CoP

120

OVERHEAD

APU

APU BLEED

OFF

CoP

121

OVERHEAD

APU

APU MASTER SW

OFF

CoP

122

PEDESTAL

SPEED-BR.

GROUND SPOILERS

ARM

CoP

Mouse click: right

123

PEDESTAL

RUDDER

RUDDER TRIM

SET to 0 degree

CoP

124

PEDESTAL

PITCH

PITCH TRIM

SET to THS Value

125

AILERON, ELEVATOR and RUDDER

CHECK ALL 6 POSITIONS

126

PEDESTAL

FLAPS

SET to 2

CoP

FSX: F7

127

OVERHEAD

ANTI-ICE

ENG ANTI ICE (1 &2)

ON / OFF

128

OVERHEAD

ANTI-ICE

WING ANTI ICE

ON / OFF

129

ECAM

ECAM STATUS

CHECK

130

ECAM

ECAM DOOR PAGE

CHECK

CoP

131

HAND SIGNAL RECEIVED

Checklist complete

122. GRD SPOILERS: In order to be able to arm the spoilers without extending them, please move the thrs

slightly out of idle. The problem is that FSX uses Boeing style spoilers, which extend when armed and

the thrust levers are in idle position. Another option is to click on the spoiler arm using the right

mouse button.

124. PITCH TRIM: Copilot sets value according to the THS value (MCDU - PERF page)

125. FLIGHT CONTROLS: Turn the sidestick to all positions e. g. FULL LEFT, FULL RIGHT, NEUTRAL, FULL UP,

FULL DOWN, NEUTRAL, RUDDER FULL LEFT and RUDDER FULL RIGHT (only if “AUTORUDDER” i. e. the

option in the right MCDU - FLIGHT OPTIONS is not set to ON). Each required position / check is

mentioned in the INFOBAR and the various checks are orally confirmed.

129. ECAM STATUS: If the CLR button is ON it is necessary previously to confirm a “warning message”.

5.9

TAXI

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

132

PEDESTAL

RADIO

TAXI CLEARENCE

OBTAINED

If ATC is used

133

PEDESTAL

P. BRAKE

PARKING BRAKE

OFF

FSX: . (period)

134

GS> 10 Knots

Start Checklist / Co-Pilot - if selected

135

OVERHEAD

EXT. LIGHTS

NOSE LIGHT

TAXI

CoP

136

PEDESTAL

THR LEVER

LEVERS

AS REQUIRED

137

PRESS BRAKES to listen for PM CALL

PRESS PEDAL / RELEASE

138

MAIN PANEL

AUTO BRAKE

SET TO

MAX

CoP

139

MCDU

TAKEOFF DATA

REVIEW

CoP

140

FCU

HDG / ALT

2 & 3

FCU HDG/ALT = DASH-BALL-DASH-BALL

SET or CHECK

IF ALT NOT SET CoP sets it to 7000ft

141

ALL DISPLAYS ARE ON

CHECK

142

ECAM

PANEL

TO CONFIG

PRESS

CoP

143

MAIN PANEL

E/WD

TO MEMO

CHECK NO BLUE

CoP

144

PEDESTAL

WXR

SET system to 1 (ON) and knob to WX-T

SET

CoP

Checklist complete

145

EFIS

FD / ILS

CHECK ON

146

PEDESTAL

TRANSPOND.

ATC CODE

CONFIRM / SET

If ATC is used

136. THRUST LEVERS: Set thrust levers to the manual range. Around 35 % N1 (EWD) should be enough to

start the aircraft moving. Then set the thrust levers back to ZERO. Taxiing should be operated at 20

knots, with 10 knots during turns. If you are getting too fast just use the brakes to reduce speed.

137. BRAKES: Just use the brakes for a moment.

139. Takeoff Data: Check data (- V1 - VR - V2 - Flaps - Flex Temperature - Destination Fuel on Board -)

which are available on the PERF TAKEOFF as well FUEL PRED page.

140. Altitude: The FCU ALT target value will be entered by the copilot in visible steps (with sound) and also

considering the 100 and 1000 switch.

142. ECAM PANEL - TO CONFIG: Just push the button on the ECAM panel.

144. WXR: Set the main switch to 1 (ON) and the WXR knob to WX-T. More information you will find in

chapter 2.1.3.

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5.10

Before Takeoff

BEFORE TAKEOFF

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

147

INFORMATION TO CABIN CREW

“Please prepare for Takeoff”

148

OVERHEAD

EXT. LIGHTS

TAXI TO RUNWAY HOLDING POINT

Start Checklist / Co-Pilot please see below

149

ECAM

WHEEL PAGE

BRAKE TEMP = below 150

CHECK

Cop

CoP set Brake Fans On if Brake Temp >150

150

MAIN PANEL

BRAKE FAN

BRAKE FANS

OFF

Cop

151

PEDESTAL

ENGINE

ENG MODE SEL = NORMAL

CHECK

152

PEDESTAL

TCAS

TCAS TA/RA plus TILT ABOVE

SET

CoP

153

OVERHEAD

EXT. LIGHTS

SET

CoP

Strobes, Land. and Nose Lights

154

PF SLIDING TABLE

STOWED

Cop

Checklist complete

155

PEDESTAL

WXR

TILT: UP and select 4 degrees up

SET

156

MAIN PANEL

N/SKID NW

A/SKID & NW STRG

CHECK = ON

157

PEDESTAL

RADIO

TAKEOFF / LINE UP CLEAR

OBTAIN

If ATC is used

158

PEDESTAL

RADIO

ATC (if no AUTO position)

If ATC is used

148. Start Before Takeoff CL: After the TAXI CL has been finished a message on the INFOBAR will pop up

displaying the options to manually start the checklist.

• You can start the CL manually using the MCDU 2 CHECKLIST menu option

• Just use “1” on the keyboard

For several reasons the automatic start of this checklist has been removed completely.

149. Brake Temperature: BRAKE TOO HOT: Values changed to 150/100°. Before Takeoff CL also accepts

brake temperature of >150° and proceeds if brake fans are ON.

152. TCAS: Use the ring of the knob to set the mode to TA/RA. But below 1000 ft the ND will display TA

ONLY.

153. Ext. Lights: STROBE=ON - BEACON=ON - WING=OFF - NAV&LOGO=2 - RWY TURN OFF=ON - LAND=

ON - NOSE = TO. If light is OFF the copilot sets the switch to ON.

157. Approach Path Clear: Look left and right and assure that the runway is clear. Then enter the runway

08 for takeoff.

5.11

Takeoff (Part 1)

TAKEOFF - Part 1

PANEL

ACTION

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

158

PEDESTAL

THR LEVER

SET LEVERS TO

MAN TOGA

159

GLARESHIELD

CHRONO

START

CoP

Push upper right button

158. Takeoff:

Picture 54: ND - On the runway - ready for TAKEOFF

At this time the IRS are now automatically aligned with the GPS position and the aircraft should be

displayed on the ND at the beginning of runway 08 (please see picture above).

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If cleared for takeoff push the thrust levers to 60 - 70 % N1 (EWD) and monitor the EWD to make sure

thrust is available. If everything is OK, you can push the thrust levers to the TOGA detent (you will

hear three clicks) and it will be confirmed on the FMA. You can also use the FLEX detent (if the runway

is not short or not wet). But for this flight based on the short runway at LOWI we decide to use MAN

TOGA thrust takeoff.

Picture 55: Thrust Lever Positions

159. Start Chronometer: If takeoff thrust has been set (>50% N1) the copilot automatically starts the

chronometer (time is displayed in the lower left corner of the ND).

5.12

Takeoff Abort

ABORT TAKEOFF

PANEL

ACTION

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

PEDESTAL

THR LEVER

THRUST LEVERS

IDLE

FSX: F1

PEDESTAL

THR LEVER

REV

MAX

FSX: F2 (hold some time)

PEDESTAL

THR LEVER

REV

OFF

At 70 knots = FSX: 1

MAIN PANEL

BRAKES

AUTOBRAKES

OFF

At 35 knots

PEDESTAL

FLAPS

>12 knots

PEDESTAL

SPEED-BR.

GRD SPOILERS

DISARM

>12 knots

OVERHEAD

EXT. LIGHTS

STROBES

OFF

>12 knots

OVERHEAD

EXT. LIGHTS

LANDING LIGHTS

OFF

>12 knots

PEDESTAL

TCAS

STANBY

>12 knots

PEDESTAL

FLAPS

TO POSITION

PEDESTAL

SPEED-BR.

GRD SPOILERS

ARM

Please follow procedure again from # 132

If it is necessary to abort takeoff please just draw the thrust levers back to IDLE and set the reversers to

MAX (by using F2 from the keyboard).

Currently there is no special CL after “Takeoff Abort”. In such cases please load the TAXI STATE (chapter

4.3 of this manual) and start from there.

5.13

Takeoff (Part 2)

TAKEOFF - Part 2

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

160

Takeoff thrust is set

Start Checklist / Co-Pilot - if selected

161

“Takeoff”

162

“MAN” „TOGA“ and „SRS“

„Power set”

163

“100 Knots”

At 100

164

“Checked”

165

“V1”

At GS = V1

166

“Rotate”

At GS = VR

167

“Positive climb”

Radio Alt >50 ft, VS > 100 ft/min

168

MAIN PANEL

GEAR

“Gear up”

GEAR UP

CoP

FSX: G

169

PEDESTAL

SPEED-BR.

GROUND SPOILERS

DISARM

CoP

FSX: /

170

MAIN PANEL

GEAR

GEAR STOWED

“Gear is up , lights off”

Radio Alt >50 ft, VS > 100 ft/min

171

At Thrust Red. / Acceleration Alt.

172

PEDESTAL

THR LEVER

SET LEVERS TO

"CLIMB THRUST"

Blinking announcement in FMA

173

FCU

AUTOPILOT

"AUTOPILOT ON"

174

At “Green Dot Speed” / “S-Speed”

175

PEDESTAL

FLAPS

“Flaps zero”

SELECT

CoP

FSX: F6

176

“Flaps zero”

Checklist complete

177

FCU

ALTITUDE

Cruise Altitude

SET TO 31.000 feet

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163.

100 knots: There is no “100 knots” call if V1 is lower than 105 knots

166.

Rotate:

a. During the takeoff roll, the stick should be pressed half way forward until the speed reaches 80

knots. The stick position can be monitored on the PFD (please see picture 54).

b. As soon as the runway has been entered and if it has an ILS, the yaw bar appears on the PFD to

help guiding the aircraft along the runway centerline (please also see picture 54). But this not the

case at LOWI Rwy 08.

Sidestick-Position

Yaw Bar - Runway Position

(Because of no ILS it is not available at LOWI 08)

Picture 56: Joystick: On the runway (attitude indicator)

c. When the speed is over 80 knots, the stick can be released to come back to a neutral position.

d. When VR = 120 knots is reached (indicated by a magenta circle on the PFD speed tape), the

Copilot will announce “ROTATE” - then pull the stick for the rotation. If the FD (showing max. 18°

pitch angle) is not perfectly stable at this time, take a 15° pitch angle.

Flight Director

Picture 57: Flight Director: During takeoff

e. Shortly after takeoff the joystick position indicator and the runway yaw bar on the Attitude

Indicator will disappear and Flight Director Indicator will show up (please see picture above).

xxx. A.FLOOR: If you are flying with a too high pitch automatically the Alpha Floor mode (Display =

A.FLOOR in PFD / FMA section) will be switched on i.e. full thrust automatically will be set - not

considering the position of the thrust levers. As soon as the pitch is back to normal the thrust levers

will be automatically set back to TOGA LK (displayed on the FMA). This is a “locked” = fixed mode and

can only be switched off using the following procedure:

a. Set the thrust levers into the TOGA position

b. Switch off auto thrust using the FCU button

c. Now bring back the thrust lever to the CL position

d. Activate auto thrust again using the FCU button

e. If already activated the Autopilot has to be switched to ON again

170. Landing Gear - Autobrake: The autobrake will automatically turn off 10 seconds after the Landing

Gear is retracted

171.

Thrust Reduction Altitude: When the THR RED altitude is reached (3407 feet in our example - airport

172.

elevation plus 1500 feet) a flashing LVR CLB message appears on the FMA (1^st column). Move the

thrust levers back to the CL detent (two clicks back). As the thrust reduces when the levers are moved

back to the CL detent, you should anticipate the pitch reduction caused by this thrust reduction. Take

a 10° pitch angle.

XXX. Acceleration Altitude (normally = Thrust Reduction Altitude): At this altitude the CLB modus becomes

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active on the FMA (2^nd column). The aircraft will now accelerate to the target speed of 250 knots

(below 10.000 feet) if there are no speed restrictions.

175. FLAPS UP: If Flaps 2 are used for takeoff then at F-speed flaps will be set to “1”.

177. CLIMB / Altitude: Before the first set altitude of 12.000 feet will be reached (see # 69) please enter

the chosen cruise altitude from the MCDU = 31.000 feet into the FCU. If they plane already leveled off

at 12.000 feet (no point after 12.000 on the ALT display) then press the ALT button again i.e. managed

mode is selected.

5.14

After Takeoff

TAKEOFF - Part 2

NO.

PANEL

ACTION

REMARK

178

PEDESTAL

WXR

TILT: DOWN

SET

179

EFIS

INFOR.

EFIS OPTION

ARPT

180

PEDESTAL

RADIO

RADIO NAV

CHECK

181

PEDESTAL

ECAM

ECAM MENU

REVIEW

182

MCDU

PROG

OPT / MAX ALTITUDE

CHECK

183

FLAPS UP and RETRACTED

Start Checklist / Co-Pilot - if selected

184

PEDESTAL

ENGINE

ENG MODE SEL = NORMAL

CHECK

Cop

185

PEDESTAL

SPEED-BR.

GROUND SPOILERS

DISARMED

CoP

FSX: /

186

PEDESTAL

FLAPS

FLAPS UP and RETRACTED

CHECK

CoP

FSX: F6

187

ECAM

GEAR

GEAR IS UP and STOWED

„Gear is up, Lights off“

CoP

188

OVERHEAD

EXT. LIGHTS

RUNWAY / NOSE = OFF

OFF

CoP

189

OVERHEAD

AIR COND

1 ^st and 2^ND PACK are ON

CHECK

Cop

190

OVERHEAD

ANTI-ICE

ANTI ICE (1 &2)

AS REQUIRED

=OFF

191

PEDESTAL

TCAS

TCAS = TA/RA and TILT = ABV or N

CHECK and set to ABV

192

EFIS

A PRESSURE

BARO REF

X-CHECK (Read out)

Checklist complete

We are flying the SID according to the following chart:

Picture 58: LOWI - Runway 08 - SID RTT2J

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Picture 59: LOWI - Runway 08 - Climb Profile

5.15 Climb

CLIMB

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

193

CLIMB CHECKLIST

Start Checklist / Co-Pilot - if selected

194

At 10.000 feet

195

“Passing 10.000”

196

OVERHEAD

EXT. LIGHTS

LANDING LIGHTS

LIGHTS OFF

CoP

197

FCU

ALTITUDE

Cruise Altitude

CHECK

=31.000 feet

198

At Transition Altitude

= Checklist completed

199

GL.SH /EFIS

A PRESSURE

13 / 2

BARO REF to STD

SET / X CHECK

CoP

193. Start Climb Checklist: The checklist starts under the following conditions:

• "After TO" CL is no longer active

• Thrust levers are in Climb mode

• FMA State = CLB

195. At 10.000 feet: As soon as the altitude of 10.000 feet is reached it means that the speed restriction of

250 knots is no longer valid. Therefore the aircraft speeds up to the calculated value of 296 knots

(FMGC or MCDU) based on the COST INDEX used for this flight.

10.000 Feet

Picture 60: 10.000 Feet

196. Landing Lights: For high altitude airports (> 5.000 feet) the function has been changed as follows:

• During the CLIMB CL the 10.000 feet call is omitted and the landing lights are switched off by

the copilot after the Baro Check at the transition level.

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• During the DESCENT also already at the transition level (> 10.000 feet) the Landing Lights as

well as Landing System are set to ON by the copilot.

199. Transition Altitude: Setting up the MCDU we changed the proposed transition altitude (set to 11.000

feet for Innsbruck) i.e. now reaching this value of 11.000 feet the system has to be set to “STD =

Standard”. When the value starts blinking in the PFD please pull the “BARO” button. Please also check

the ISIS (Glareshield #13) e. g. the value is set to STD (right click on the knob at the bottom right)

5.16 Cruise

CRUISE

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

200

FMA “ALT / ALT CRZ”

Start Checklist / Co-Pilot - if selected

201

PEDESTAL

TCAS

TCAS TA or TA/RA plus TILT NORMAL

SET

CoP

202

OVERHEAD

SIGNS

SEAT BELTS = OFF or AUTO

CHECK and set to OFF

CoP

203

SLIDING TABLE - COPILOT

EXTENDED

CoP

Procedure complete

204

PEDESTAL

ECAM

ECAM MEMO / SYS PAGES

REVIEW

205

MCDU

Var.PAGES

FLIGHT PROGRESS

CHECK

206

MCDU

FUEL PRED

FUEL

MONITOR

207

MCDU

PROG

NAV ACCURANCY

CHECK

208

OVERHEAD

AIR COND

CABIN TEMP

MONITOR

200. Cruise Altitude: As soon as the cruise altitude of 31.000 feet has been reached (before passing the

waypoint INN and marked on the ND with a blue arrow showing up) the FMA data on the PFD should

change to MACH, ALT CRZ and NAV. The CRUISE procedure (#201 to #203) will automatically start if

the MCDU is fully programmed. But there are no “calls” for this procedure.

T/C = 31.000 Feet

Picture 61: T/C - Top of Climb = 31.000 Feet

203. Sliding Table: The Copilot’s sliding table will automatically be extended after reaching the cruise level.

5.17

MCDU PERF APPR PAGE

Before starting the Descent Preparation CL and before initiating Descent the MCDU PERF APPR page should be

checked respectively missing data added.

MCDU PERF APPR PAGE

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

209

MCDU

PERF

APPR

QNH, TEMP, MAG WIND

ENTER DATA

210

MCDU

PERF

APPR

TRANS ALT

ENTER DATA

= 5000

211

MCDU

PERF

APPR

BARO / RADIO

ENTER DATA

= BARO 210

212

MCDU

PERF

APPR

VAPP

CHECK

213

MCDU

PERF

APPR

LDG CONF

CHECK

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Picture 62: MCDU - PERF - APPR page (A319 and A320)

209.

QNH; TEMP; MAG WIND: Enter data (for arrival airport LFMN)

210.

TRANSITION LEVEL: (TRANS ALT) for LFMN = 5000 feet (because it is different from transition altitude

of departure airport = 11.000)

211.

BARO - DA (decision altitude): According to the chart for LFMN ILS04L it is a CAT1 ILS approach. Do

not get confused by the CAT 3 FMA on the PFD. This FMA only tells you what the airplane is capable of,

not what the airport is offering. You can only fly a CAT 3 approach if both the FMA says CAT3 and the

airport has a CAT3 ILS.

So as we are flying an ILS CAT1 landing at LFMN we have to enter a Barometric-altimeter DA (decision

altitude). Barometric-altimeter MDA/DA is used for NPA, RNAV as well as ILS CAT1 whereas RADIO-

altimeter DH (decision height) is used for ILS CAT2 and 3 landings. If there is no manual input a

standard BARO value of 200 will automatically be entered by the Copilot. But as the actual BARO-DA

value for our arrival airport LFMN (Nice) Runway 04L and ILS approach is according to the charts = 210

please enter this value.

The information about the available ILS CAT you can get from the charts. The category certification

entails a lot of things. The most important one for CAT2 and CAT3 is a monitoring of the validity of the

ILS signal and a backup power source. For charts there are a few different formats available but on

every ILS chart you will see the capability of the ILS by looking at the minimums. In LIDO charts it is

even spelled out CAT 1, Cat 2 etc. On Jeppesen/AIP charts you sometimes have an extra ILS CAT2/3

charts besides the ILS CAT 1 chart.

212.

VAPP: It is the final approach speed, will automatically be calculated / inserted by the system and

calculated in the following way: VLS plus 1/3 of the tower headwind component. The value of VAPP is

limited so that it is never less than VLS + 5 or more than VLS +15. As a result, VAPP is increased above

its minimum value for runway headwinds above 15 knots. VAPP correction is not increased further for

headwinds exceeding 45 knots.

Additionally the “groundspeed mini function” (GS mini) has been implemented, but it does not change

VAPP, instead, it increases the target (bug) speed when the headwind is greater than the expected

landing headwind - the wind that VAPP was based on. This is done in case the greater headwind

disappeared all at once (wind shear), the airplane would be at VAPP not VAPP minus the loss of wind.

The speed bug moves in response to the wind. For more information on “GS mini” look at

http://www.pprune.org/archive/index.php/t-408276.html.

213.

LDG CONF : (Landing Configuration)If no value is entered manually it defaults to FULL.

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5.18 Descent Preparation

DESCENT PREPARATION

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

214

1 min after CRZ level has been reached

Start Checklist / Co-Pilot - if selected

215

SEAT BELTS = ON or AUTO

CHECK and set to ON

Cop

216

OVERHEAD

ANTI-ICE

ANTI ICE = OFF

CHECK

217

PEDESTAL

RADIO

LANDING INFORMATION

RECEIVED

If ATC is used

218

EFIS

A.PRESSURE

BARO REF = STANDARD

CHECK

Cop

219

MCDU

PERF.

APPR

AIR PRESSURE ARRIVAL AIRPORT

“Checked” and readout

Cop

QNH= 1013

220

MCDU

PERF.

APPR

DECISION ALTITUDE

“Checked”

Cop

BARO = 210

221

MCDU

PERF.

APPR

LDG CONF (Flaps)

"Checked"

CoP

Checklist complete

214. DESCENT PREP. CL: It now can be manually started 1 min after reaching CRZ LVL. 40 NM before T/D

(CRUISE CL still active) - a specific information on the INFOBAR pops up also showing the distance to

the automatic start at 10 NM before the T/D. After the checklist has been finished a message on the

infobar pops up “INITIATE DESCENT”. Initiate descent when the T/D marker on the ND has been

reached.

215. SEAT BELT SIGN : It is also OK if the switch is set to AUTO

216. ANTI ICE: Should be OFF but if ANTI ICE is ON it is also accepted - condition then will be confirmed

218. BARO REF: As we are flying higher than the “transition altitude” it should already be set to “Standard”

i.e. nothing has to be done.

Picture 63: LFMN ILS04L - Chart STAR „BORDI“ / TRANS “NERAS”

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5.19 Descent

DESCENT

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

222

FCU

ALT

INSERT NEW HEIGHT

INSERT

= 4.000

223

FCU

ALT

INITIATE DESCENT

PUSH KNOB

224

MAIN PANEL

PFD

DESCENT

MONITOR

225

PEDESTAL

SP BRAKES

SET

AS REQUIRED

226

Vert. Mode = DES / Desc.Prep.CL = compl.

Starts next Checklist / Co-Pilot - if selected

227

MAIN PANEL

PFD

FMA

CHECK

228

PEDESTAL

TCAS

TCAS = TILT BELOW

CHECK and SET

CoP

229

At 10.000 feet:

230

OVERHEAD

EXT. LIGHTS

LANDING LIGHTS

CoP

231

EFIS

FD / ILS

ILS LOCALIZER (LS)

PUSH

CoP

EFIS

232

At Transition Altitude

= 5000

233

EFIS

A PRESSURE

BARO REF to actual pressure value

SET / X CHECK

CoP

Checklist complete

222. Descent to Altitude: Before the T/D (Top of Descent) point (near BORDI) is reached (marked on the

ND flight path by a white arrow showing down), the altitude should be set to 4.000 feet. But do not

push the knob before T/D is not reached

223. Initiating Descent: There are various methods for descent but we will use:

Managed Mode:. Reaching T/D or if the T/D marker disappears or DECELERATE is displayed on the

PFD (whatever happens first): Just push the knob. The aircraft will now start to descend automatically

according to the flight path calculated in the MCDU - F-PLN.

T/D = 31.000 Feet

Picture 64: Top of Descent - Initiate descent

229. At 10.000 feet: As soon as the altitude of 10.000 feet is reached the speed restriction of 250 knots

becomes valid. Therefore the aircraft automatically reduces the target speed to 250 knots already at

11.000 feet app. before PIRAM.

10.000 feet Deceleration Point

Picture 65: ND: Deceleration Point

231. LS Pushbutton: If the button is used the “Vertical Glideslope” as well as the “Lateral Localizer” shows

up on the PFD. The ND display shows ILS04L on top as soon as the remaining distance to destination is

250 NM or less. This normally happens at transition level or at 10.000 feet and depends on which of

Aerosoft

The Airbus A318/319/320/321 in FSX

Vol

06-01-09 Page 60

Airbus A318/319/320/321

Step-By-Step Tutorial

25 October 2015

the two value is higher.

232. Transition Altitude: Setting up the MCDU PERF APPR page we set it to 5.000 feet for the approach

(#210). So at this altitude the Barometric Reference Value will be set (as well as on ISIS) .

233. Baro Ref Cross Check: The QNH value entered in the MCDU PERF APPR page is used by the copilot. If

no value has been entered there then the current ambient pressure value will be used (= keyboard

[B]). It is not mandatory to fill the QNH-field in the MCDU - PERF - APPR page. But if a value is

entered the unit used (inHg or hPa) must be identical with the settings the FCU - QNH display. If the

unit is later changed the value in MCDU PERF APPR page automatically will be adjusted. The FSX

standard conversion ratio of 1.013 = 29.92 is used for this baro function.

Like in reality the copilot enters those figures in visible steps and not at once. Then there is a pause of

2 seconds - during which the user can enter a different value - before the checklists continues.

5.20

Approach

APPROACH

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

234

5 NM before DECEL pseudo waypoint

Starts next Checklist / Co-Pilot - if selected

235

ECAM

ECAM MESSAGE

CHECK

236

SLIDING TABLE S - STOWED

STOWED

CoP

237

OVERHEAD

SIGNS

CABIN SIGNS = ON

CHECK or set to ON

238

MCDU

PROG

NAV ACCURANCY

CHECK

239

EFIS

A.PRESSURE

BARO REF CROSS CHECK

SET and Read out

CoP

Checklist complete

240

Initial approach:

241

OVERHEAD

SIGNS

SEAT BELTS

CHECK ON

AUTO is also OK

242

PEDESTAL

ENGINE

ENG MODE

CHECK NORM

243

Approx. 15 NM from touchdown:

244

MCDU

PROG

NAV ACCURANCY

MONITOR

245

MAIN PANEL

PFD

POSITIONING

MONITOR

234. Approach CL: The APPROACH CL now is available for manually start (MCDU2 CHECKLIST MENU =

marked in orange) app. 10 NM before the DECEL pseudo waypoint and a message pops up on the

INFOBAR showing the distance and explains the start options. It starts automatically app. 5 NM

before DECEL pseudo waypoint.

For the start of the APPROACH CL it is not necessary anymore that the DESCENT CL has been finished.

Even if the BARO CHECK has not yet been completed the APPROACH CL can be started. As a reminder

in such a case “DESCENT CL” blinks on the right MCDU.

235. ECAM Message: There is a very important difference between caution (amber) and warning (red). If

the CLR button is ON it is necessary previously to confirm a “warning” or “caution” message.

236. Sliding Table: If the copilots sliding table had been extended at cruise level. Even if the copilots

function is set to OFF now the captains and copilots sliding tables will automatically be retracted.

237. Cabin Signs: SEAT BELTS=ON or AUTO (if OFF Cop sets to ON), NO SMOKING=ON

239. Baro Ref Cross Check: The QNH value entered in the MCDU PERF APPR page is used by the copilot. If

no value has been entered there then the current ambient pressure value will be used (= keyboard

[B]). It is not mandatory to fill the QNH-field in the MCDU - PERF - APPR page. But if a value is

entered the unit used (inHg or hPa) must be identical with the settings the FCU - QNH display. If the

unit is later changed the value in MCDU PERF APPR page will be automatically adjusted.

Like in reality the copilot enters those figures in visible steps and not at once. Then there is a pause of

2 seconds - during which the user can enter a different value - before the checklists continues. The

FSX standard conversion rate of 1.013 = 29.92) is used for this baro function.

Airbus A318/A319, A320/A321. Manual (Version 01-03-002) - page 2