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

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Picture 68: Final Procedure - ILS Approach Profile LFMN04L

Green Dot

S -

F -

Vapp -

Speed

Picture 69: Speeds “Green Dot”, S, F and Vapp on PFD

5.21 Final

There are two main modes for the approach: Using “Managed Speed” or “Selected Speed (manually)”. Our

Checklist- and Copilot-Function uses the “Managed Speed” mode. This means that the speed is automatically

set by the MCDU and the flaps are manually deployed by the Copilot (based on the situation).

The Final CL activation is “independent” from the activation of the MCDU - PERF - APPR mode activation. The

FINAL checklist will be automatically started after the APPR CL has been completed.

FINAL

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

246

Appr. CL has been completed

Starts next Checklist / Co-Pilot - if selected

247

MCDU

PERF

APPR PHASE

ACTIVATE

CoP

248

MAIN PANEL

PFD

CALL: LOCALIZER ALIVE

CoP

2499

FCU

APPR

PUSH

250

MAIN PANEL

PFD

LOCALIZER CAPTURED

CHECK

241

MAIN PANEL

251

Green Dot Speed

252

PEDESTAL

FLAPS

FLAPS 1

SELECT

CoP

FSX: F7

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253

S-Speed

254

PEDESTAL

FLAPS

FLAP 2

SET

FSX: F7

OPTIONAL

255

Gkidescope becomes alive

256

FCU

Second AP

257

Glidescope captured

258

MAIN PANEL

PFD

G/S CAPTURE

CHECK

259

Rad. Alt. > 2.000 ft = LANDING MEMO

260

PEDESTAL

FLAPS

FLAPS 2

SELECT

CoP

FSX: F7

261

FCU

ALT

GO AROUND ALT

SET TO 2.000 FEET

CoP

Just enter - do not push knob

262

MAIN PANEL

GEAR

L/G DOWN

SELECT

CoP

FSX: G

263

PEDESTAL

SPEED-BR.

GROUND SPOILERS

ARM

CoP

Mouse click: right

264

OVERHEAD

EXT. LIGHTS

NOSE LIGHT (if not TAXI) = TO

CoP

265

When L/G down, below REF SPEED

266

PEDESTAL

FLAPS

FLAPS 3

SELECT

CoP

FSX: F7

267

Next REF SPEED:

268

PEDESTAL

FLAPS

FLAPS FULL

SELECT

CoP

FSX: F7 / Checklist complete

269

MAIN PANEL

EWD

LANDING MEMO

CHECK NO BLUE

270

FCU

SPD

Set speed to VApp

SET

= 126 (MCDU - PERF - APPR page)

271

PEDESTAL

TCAS

SET TO „TA ONLY“

272

MAIN PANEL

PFD

FMA

CHECK

273

MAIN PANEL

PFD

LOC CAPTURE

MONITOR

274

ECAM

ECAM WHEEL PAGE

CHECK

275

FCU

ATHR

A/THR

CHECK SPD

276

OVERHEAD

ANTI-ICE

WING ANTI ICE

CHECK OFF

247.

Initiate Approach Phase:

After the APPROACH CL has been finished the APPR PHASE in the MCDU PERF APPR page

immediately should be manually activated (RW procedure).

If the MCDU F-PLAN DECEL pseudo waypoint (calculated by the FMGC to initiate deceleration in

order to be stabilized at VAPP at a specified point on the approach profile, normally at 1000 feet

AGL) is different from the point at which the APPR PHASE automatically will be initiated (7.200 feet

radar altitude), it is ILS or NPA approach and distance to the airport less than 30 NM) a warning will

appear on the INFOBAR “MCDU: Manually activate APPR PHASE”.

• Manually activated by the user (MCDU - PERF - APPR page) if warning appears on the INFOBAR

“MCDU: Manually activate APPR PHASE”. In the “real world” the APPR PHASE is always activated

manually and never automatically.

• Automatically at the Deceleration Pseudo Waypoint

(please see picture below) if the

APPROACH CL has been finished; the flight level is below 7.200 feet radar altitude, the RNAV

mode is active and the distance to the airport is less than 30 NM. The (DECEL) pseudo waypoint

is calculated by the FMGC to initiate deceleration in order to be stabilized at VAPP at a specified

point on the approach profile, normally at 1000 feet AGL.

Deceleration Pseudo Waypoint

Picture 70: Deceleration Point

248.

• LOC Alive: Before NI17 the localizer becomes “alive” and this will be confirmed by a PM call

“LOCALIZER ALIVE”. The conditions for this call are: The angle to the runway must be smaller

than 90 ° and the Approach, Landing as well as BaroCheck are not active.

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Picture 71: LOC initiated near NI17

249.

APPR Button: Before passing NI17 (you are already flying at NI122) and after hearing the call

“LOCALIZER ALIVE” = press the APPR button on the FCU.

250.

LOC Capture: The “capture” will be confirmed i.e. lateral path has been caught. Please note: If you

are pushing the APPR button too early (before turning to NI17/NI122) it might happen that the

plane captures the localizer in the wrong direction. Please see also chapter 6.4 for details. First the

lateral path will be caught (LOC* or LOC displayed on the PFD -FMA)

Picture 72: LOC captured

251.

Green Dot Speed / CLEAN: After initiating the APPR Phase (#242) automatically the MCDU reduces

the speed to “Green Dot Speed” (195 knots). But if the plane is already on the glidescope it is not

going to change its pitch to reduce to “Green Dot Speed”.

252.

Flaps: During the approach the flaps will be slowly step by step extended from 1 (after reaching

“Green Dot Speed”) to FULL based on aircraft speed - The flaps will be extended to 1 at least

automatically 10 NM before the runway threshold if IAS is below VFE.

253.

S Speed: After the flaps are deployed by the Copilot to 1 the MCDU automatically reduces the speed

to S-Speed (172 knots). If the plane does not slow down to S-Speed then just use the speed brakes

until S-Speed is reached.

Some general information on the use of speed brakes:

Normally you can use them whenever wanted. But there are some SOP things which have to be

considered. The first one has to do with high altitude flying (FL300 and higher). You cannot yank

them to their full position at once. You have to be smooth as to not disrupt the airflow to sudden.

When on auto pilot the speed brake will not even fully open even if you put the lever at full. The

Airbus is limiting the deployment a bit.

The second thing is that you may not use the speed brakes with flaps three or full. This will cause a

roll moment that could impair controllability. Some models even have an autoretract when having

the speed brakes out at Flaps three/full.

The whole point of the speed brakes is to slowdown the aircraft or to make it descent faster. If the

autothrust is on and in SPEED mode it could be that the engine needs more thrust than idle to keep

the managed/selected speed and this will give a warning. Having the speed brakes out and throttling

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up is a no-no. It just does not make sense.

254.

FLAPS 2 (OPTIONAL): Another method to reduce to S-Speed is to manually deploy the flaps to 2

already just after setting the flaps to 1 but keep in mind the VFE limits. This method is also

supported by the Checklist- and Copilot-Function.

255.

Glideslope “alive”: When the Localizer has been captured (please see picture #70 above) soon after

the vertical glide slope becomes “alive” (magenta rhombus fully appears) which will be confirmed by

a call.

256.

Autopilot:

Only with an ILS approach programmed in the FMGC, the approach phase activated and the

APPR button pushed on the FCU you do have the possibility to select both AP’s at the same

time. This will show as AP 1+2 in the PFD FMA.

It is normal Airbus procedure to also select the second AP during an ILS approach. It does not

matter if this approach is a CAT 1, 2 or 3. The main reason for this is that if one AP goes offline

the other can take over. This is a principle that is called fail operational. Meaning that when one

AP disconnects for whatever reason the second one will take over immediately - without any

interference/action by the pilot. But in reality only one AP is doing the flying and the other one

is just standing by to take over if needed. To have both AP’s active is a requirement for CAT 3

approaches but it gives an added safety with CAT 1 and 2. So why not selected both during all

ILS approaches Airbus must have thought.

Autoland goes hand in hand with CAT 2 and 3 approaches but as a system it is separate.

Autoland is technically possible with 1 AP but certification of the airline, airport, and airplane

must all be met.

An ILS CAT 1 may be landed manual at all times. A CAT 2 may be landed manual but this is also

up to certification rules for the airline, airport and airplane - but normally an autoland is the

norm here. A CAT 3 must be made with an auto land system.

If autoland is used it means that there is no manual flight path interference of the pilots until

after touchdown and the aircraft is landing fully automatic.

In our case because LFMN ILS 04L allows only CAT 1 landings we will use both autopilots but will

make no “autoland”.

Additional information on the various CAT you will also find in #211.

258.

Glideslope “captured”: When the glideslope has been captured it will be confirmed by a call. After

the vertical glide path has been caught the display on the PFD-FMA looks as follows (please see

picture 71 below):

Vertical glide path

Lateral path

Picture 73: PFD - Glidescope captured - Vertical and lateral glide path

The middle of both fields shows the vertical and lateral position of the aircraft where as the

magenta rhombus shows the actual position on the glide path. This means that during the approach

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both rhombuses are moving to the center. The picture above shows a position at which the aircraft

is on the nearly ideal position for landing.

On the EFIS control panel please change the knob for the various views to LS. This view also shows

the glide path and the position of the aircraft to it.

Picture 74: ND - ILS view LFMN Rwy 04L

259.

Landing Memo: The conditions for the Landing Memo are:

•

< 2000 feet RA above runway altitude

•

Flight mode: Cruise or Approach

•

Both thrust levers at or below CL detent

The “LANDING” checklist is “interrupted” until the “Landing Memo” becomes available in the Upper

ECAM. The Copilot then continues with the settings i. e. flaps 2, gear down etc.

259a.

Speed Restriction 160 knots: On certain airports like p. e. EGLL speed restrictions apply like 160 kts

before till 4 NM before the runway. This is a bit difficult because on the other hand SOP states the

plane has to be fully established at 1000 feet RA. So Flaps 2, speed brakes and sometimes even gear

down is used to keep the 160 knots. If the Checklist, the Copilot and SPD SEL = 160 knots is used the

gear will not automatically be deployed at <2000 feet RA as well as the flaps not set to 3 and full -

only after SPD SEL is <160 knots or in MNGD mode.

260.

Flaps 2: At calculated speed (but must be lower than VFE = 200 knots) the flaps are automatically

extended to 2 by the copilot (if = ON). If the calculated flaps 2 extension speed is higher than VFE

the plane must be near MLW or even above. This means it is an emergency situation. In such a case

do not use “Managed Speed”, but set the speed manually to a value below VFE = 200 knots (e.g. 195

knots). The flaps then will be automatically extended by the copilot (if = ON). After the flaps have

been extended to 2 you can again use “Managed Speed” for landing.

261.

GoAround ALT: This is the altitude a plane has to fly to when using the GO AROUND procedure

(MCDU FPLAN waypoints in blue) in case a landing has to be aborted. Set the GoAround Altitude

according to the FPLAN e.g. change the set altitude on the FCU to the first altitude to be reached

after a “Go Around”. Please just change the altitude and do not press or pull the knob at this point.

In case the Copilot function is enabled it is automatically set by the copilot under following

conditions:

• FAF passed - plus 0.5 NM added

• Actual flight level below GA ALT

• Actual flight level below FCU set ALT

• Vertical speed below 250 knots

If the copilot function is set to ON the highest value is automatically inserted using the MCDU FPLAN

data. The value will be entered by the copilot in visible steps (with sound) and also considering the

100 and 1000 switch. Some values like 3.490 feet cannot be entered so the next possible higher

value which means for 3.490 = 3.500 has to be or are entered.

If no values are available in the F-PLAN or there is no GA flight path available in the NAV DB the

copilot sets the value to a value of (airport altitude rounded to next full 1.000) plus 4.000 feet e. g.

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normally to 5.000 feet.

269.

Landing Memo / blue entries - : Please check if there are no “blue” entries in the Landing Memo. If

for some reasons there are still “blue” entries (you might have forgotten to make certain settings)

then please make those settings now.

270.

Set VAPP: After the flaps are set to FULL and the landing gear is down the speed now should be

changed to Vapp speed in our example to 126 as calculated by the FMGC - MCDU (PERF APP). As we

are flying in “Managed Mode” the speed automatically is reduced to Vapp after the flaps are set to

FULL - i.e. nothing has to be done as we are using the “Managed Mode”.

It is the final approach speed and automatically be calculated / inserted by the system. It is

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. No additions are made for gusts.

275.

Auto Throttle: Leave the A/THR on…..

276.

Wing Anti Ice: Leave the Wing Anti Ice OFF

There are also various other approach procedures used depending on airline and weather condition (ILS- and

non-ILS-approaches).

5.22

Landing

LANDING

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

277

Flaps in Landing Config. (MCDU Settings)

Start next Checklist / Co-Pilot - if selected

278

MAIN PANEL

GEAR

LAND. GEAR = FULL EXTRACTED

CHECK

CoP

279

PEDESTAL

SP. BRAKEs

GROUND SPOILERS = ARMED

CHECK

CoP

FSX: Right mouse click

280

MAIN PANEL

AUTO BRAKE

AUTO BRAKES = MEDIUM

SET

CoP

281

OVERHEAD

EXT. LIGHTS

NOSE = TO or TAXI / LANDING L. = ON

CHECK

CoP

282

FCU

ALT

GO AROUND ALT

CHECK

CoP

283

AT DECISION ALTITUDE

284

FCU

OFF

CoP

FSX: Z

285

At 20 feet:

286

FLARE

PERFORM

287

MAIN PANEL

PDF

ALTITUDE

MONITOR

288

PEDESTAL

THR LEVER

THRUST LEVERS

IDLE

FSX: F1

289

At touchdown:

290

PEDESTAL

THR LEVER

REV

MAX

FSX: F2

291

BRAKES

AS REQUIRED

292

At 70 knots:

293

PEDESTAL

THR LEVER

REV

IDLE

FSX: F1

294

At taxi speed:

295

PEDESTAL

THR LEVER

REV

STOW

CoP

296

Before 30 knots:

297

MAIN PANEL

AUTO BRAKE

AUTOBRK

DISENGAGE

CoP

Checklist complete

298

FCU

AP (if applicable)

OFF

CoP

FSX: Z

280. Auto Brake: Set to MED (medium)

281. Exterior Lights: Just check if all Exterior Lights are on: Strobe, Beacon, Nav & Logo as well as Landing

Lights.

282. Go Around Altitude: Check if the GA has been set correctly according to #262.

283. BARO - DA (decision altitude): Please also see #211 - for LFMN ILS 04L according to the charts = 210

feet. At an altitude of 310 feet there will be a call “100 ABOVE”.

284. Autopilot: Because LFMN ILS 04L is ILS CAT1 we are not allowed to use “AUTOLAND” and have to

disconnect the autopilot at latest at the decision altitude of 210 feet. Some airlines require that if no

AP is used also the ATHR has to be switched off.

286. LAND and FLARE mode: As the aircraft gets closer to the ground the LAND mode engages, then the

FLARE mode. The actual modes are shown on the FMA.

288. Thrust Levers: IDLE: There is a callout: RETARD. A single callout if thrust levers are retarded in time,

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multiple callouts if not (auto landing = callout at 10 ft, manual landing = at 20 ft).Pull the trust levers

back to IDLE and let the aircraft gently touch the ground.

290. Trust Levers: REV: After touchdown the thrust reversers (by using F2 from the keyboard) might be

activated but not necessarily if noise abatement procedures prohibits it.

291. BRAKES: The autobrake makes the aircraft decelerate on the ground. You can also take the control at

any time by using the brakes. Any manual action on the brakes automatically disconnects the

autobrake system.

295. REV THRUST: If REV THRUST is used (#284 and #287) the levers are automatically stowed by the

Copilot.

298. AUTOPILOT: We switched the autopilot OFF because at LFMN ILS04L = ILS CAT1 we are not allowed to

make an “AUTOLAND”. But for ILS CAT2 and 3 landing (if the AP is ON) shortly after landing e. g. the

plane is still on the centerline the autopilot is automatically switched off and the warning signal goes

on. The signal will automatically be switched off by the Copilot.

5.23

Go Around

The GO AROUND flight path is displayed on the ND (in blue) if:

• A missed approach waypoint (MAP in blue) is displayed on the MCDU F-PLAN page (in line 2, 3, 4 and/or

5), while ND is in ROSE or ARC mode or

• Displayed on the MCDU F-PLAN page in line 2, while ND is in PLAN mode.

The GO AROUND procedure is as described below:

• After initialization of the GA „GO AROUND ACTIVE“ is displayed on the INFOBAR.

• After reaching GA ALT and the AFTER TO CHECKLIST has been finished "CLIMB OR CONTINUE FOR NEW

APPROACH“ is displayed on the INFOBAR.

• If additionally to the GA ALT a higher altitude is selected:

o Up to 10.000 ft: Nothing has to be done and there is no INFOBAR display.

o Higher than 10.000 ft: The checklist function changes into CLIMB- and after that as usual into

CRUISE-, and DESCENT PREP-mode (initialization maybe without delay because no T/D is

available). The remaining procedure is according to a normal approach.

• Generally the Approach CL will be initialized after a GA 30 NM and automatically started 25 NM before

the destination airport. A message is displayed on the INFOBAR: APPR. CL STARTS IN x MILES OR

MANUALLY START CL …… E. g. it can be manually started using „1“ from the keyboard or from the

MCDU2 menu itself.

• When the APPR. CL has been finished manually start the MCDU PERF APPR. PHASE (also a respective

message appears on the INFOBAR)

GO AROUND

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

PEDESTAL

THR LEVER

GA thrust is set

SET

Start Checklist / Co-Pilot - if selected

PEDESTAL

FLAPS

“GO AROUND FLAPS”

FLAPS ONE STEP BACK = 3

CoP

FSX: F6

“Positive climb”

Radio Alt >50 ft, VS > 100 ft/min

MAIN PANEL

GEAR

“Gear up”

GEAR UP

CoP

FSX: G

MAIN PANEL

GEAR

GEAR STOWED

“Gear up , Flaps 3”

PEDESTAL

SPEED-BR.

GROUND SPOILERS

DISARM

CoP

FSX: /

OVERHEAD

EXT. LIGHTS

RUNWAY / NOSE = OFF

„Off“

CoP

MAIN PANEL

BRAKES

AUTOBRAKES

„Off“

CoP

At Thrust Red. / Acceleration Alt.

PEDESTAL

FLAPS

“Flaps 1”

SELECT

CoP

FSX: F6

PEDESTAL

THR LEVER

SET LEVERS TO

"CLIMB THRUST"

Blinking announcement in FMA

FCU

AUTIOPILOT

At “Green Dot Speed” / “S-Speed”

PEDESTAL

FLAPS

“Flaps up”

SELECT

CoP

FSX: F6

“Flaps up”

Checklist complete

FCU

AUTOPILOT 2

„Off“

CoP

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Thrust Levers: TOGA: If there is an emergency situation and “Go-around” should be performed e.g.

the runway is blocked by another aircraft or if there is a problem with the aircraft itself just set the

thrust levers to the most forward position = MAN TOGA and this GO AROUND procedure- and

checklist will start automatically. Please fly using the procedure and checklist as in the table above.

“Go Around Flaps”: After this PF call the copilot automatically sets the flaps one position back e. g. in

our case as we used FULL: From FULL to 3.

Thrust Reduction Altitude: When the THR RED altitude is reached (1.512 feet in our example) a

flashing LVR CLB message appears on the FMA (1st column).

Flaps: The copilot sets the flaps back to 1. In our case from 3 to 1.

Thrust Levers: Move the thrust levers back to the CL detent = THR CLB (FMA displays SPEED because

the speed is limited to 200 kts). 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.

Autopilot: Because for an ILS CAT 1 landing at LFMN LIS04L we switched the autopilot OFF now the

autopilot has be engaged again. If in connection with other landings the autopilot is still set to ON

then the PF just confirms the setting.

M. Green Dot / S-Speed: At “Green Dot / S-Speed the PF calls “Flaps up”

Flaps UP: The copilot sets the flaps to UP.

2^nd Autopilot: Automatically set to OFF after the Thrust Reduction Altitude has been reached (if

applicable).

Setting the Thrust Levers to MAN TOGA the GA flight path on the ND changes to “green” (in the MCDU too) and

becomes active. The plane will climb to 2.000 feet which is the GA altitude for the last GA waypoint = NERAS

and automatically follow the GA flight path (for LFMN ILS04L those are the waypoints 320, INTCPT and NERAS).

Also automatically the flight path for another approach (including GA) at the same runway is entered into the

MCDU on the FPLAN pages. This another approach flight plan is divided from the active flight plan by a F-PLAN

DISCONTINUITY and only consists of the final waypoints for ILS04L and does not include any TRANS or VIA

waypoints.

As ATC advises us to fly a holding at NERAS at an altitude of 4.000 feet we have to climb from 2.000 (set GA

ALT) to 4.000 feet. So change the altitude on FCU ALT to 4000 and push the knob. Then the plane will climb to

FL40.

Descent or Climb-to-Altitude On the Infobar you will see the following message: CHANGE FCU ALT FOR NEW

APPROACH OR START APPROACH CL (MCDU OR KEY 1).

Picture 75: ND - G/A flight path for LFMN ILS04L

Before reaching NERAS we will enter a holding into the F-PLAN to wait for further instructions from ATC.

• MCDU FPLAN: Scroll to NERAS (should be at the beginning e. g. before the FPLAN DISCONTINUITY) and

push the respective LSK L.

• HOLD: Push LSK 3L

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• INBOUND COURSE: Enter 298 according to the aeronautical charts (LSK 1L)

• DISTANCE: Enter “/5.0” as distance of the holding (LSK 3L)

Picture 76: MCDU - F-PLAN - Entering a holding at NERAS

• TEMPORARY F-PLAN: Push LSK 6L

• TEMPORARY INSERT: Insert the TEMPORARY F-PLAN - Push LSK 6R

A “HOLD R” is entered into the FPLAN after NERAS (please see picture below).

Picture 77: After entering a holding at NERAS

Now there are two options to continue the flight:

A. Another attempt to land at LFMN ILS04L

• Only the FINAL waypoints for LFMN ILS04L (NI77 and NI51) have automatically been added to the

FPLAN.

• But we are advised to use TRANS/VIA “NERAS” again for our approach. So please push LSK6L,

then ARRIVAL LSK1R and using LSK2L (VIA) select NERAS. Between F-PLAN DISCONTINUITY and

NI77 now the waypoint for the NERAS approach are inserted.

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Picture 78: After entering VIA NERAS for new approach

• Delete = CLR the FPLAN-DISCONTINUITY between HOLD R and NERAS (first waypoint for another

approach at LFMN ILS04L).

Picture 79: After deleting F-PLAN DISCONTINUITY

• If the F-PLAN DISCONTINUITY is not cleared and NERAS (last waypoint of the GA flight path) is reached

or HOLD R is left, the FMGS will go into PPOS Mode, where it will revert to Basic AP Modes (HDG and

VS/ALT/ALT*).

• EXIT HOLD R: Push the respective LSK R on the F-PLAN page to exit the holding

Picture 80: After EXIT the holding

• Fly another approach.

As in the “real” Airbus there are no ALT/SPD PREDICTIONS available in GA phase. Also, there is no DECEL

point calculated and symbol displayed on the ND during GA phase. The APPR PHASE (MCDU - PERF - APPR)

has to be manually activated as well as previously the APPROACH CL (MCDU or Key 1). In our case start

both after leaving the holding on the way to AZR26.

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Picture 81: ND - After activating flight path for another attempt

If there is no ALT change to your next waypoint please start the APPR CL manually (MCDU 2 or from the

keyboard using “1”). As in our case there is no ALT change between NERAS and AZR26 (= 4.000 feet) so

after leaving HOLD R start the APPR CL manually.

B. Diversion to another Airport

Please see chapter 7.2 - Alternate Destinations - for details.

5.24

After Landing

AFTER LANDING

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

299

Ground Speed >35 / Dir. to runway > 15 °

Start Checklist / Co-Pilot - if selected

300

GLARESHIELD

CHRONO

STOP

Push upper right button

301

OVERHEAD

EXT. LIGHTS

NOSE LIGHTS

CoP

302

OVERHEAD

EXT. LIGHTS

LANDING LIGHTS

OFF

CoP

303

OVERHEAD

EXT. LIGHTS

STROBE LIGHT = OFF or AUTO

If ON = OFF

CoP

304

PEDESTAL

TCAS

TCAS MODE SEL

STBY

CoP

305

PEDESTAL

FLAPS

RETRACT

CoP

FSX: F6

306

PEDESTAL

ENGINE

ENG MODE SEL

NORM

Cop

307

PEDESTAL

WXR

WXR: SET system to OFF

SET

Cop

308

EFIS

FD / ILS

ILS LOCALIZER (LS)

OFF

CoP

EFIS

309

OVERHEAD

APU

APU MASTER and APU START

310

PEDESTAL

SP.BRAKES

GRND SPLRS

DISARM

CoP

FSX: /

311

ECAM

WHEEL PAGE

BRAKE TEMP all wheels = > 300 degrees

CHECK

Checklist complete

301. Exterior Lights: Set “NOSE” light to „ON“.

309. APU START: Becomes available 10 seconds after starting APU MASTER

AES

Open the AES (CTRL+SHIFT+W) or GSX (CRTL + F12) window. In AES / GSX select the option “F2 -

GSX: Increment Position” until you see the gate position: A14 and then select “F3 - Request Follow-Me to

selected Position”. Follow the car. When you are at the gate and have set the parking brakes to ON

you will hear “Blocks in position” i.e. you have reached the right position.

5.25

Parking

PARKING

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

312

PEDESTAL

RADIO

ATC (if no AUTO position)

STBY / OFF

313

OVERHEAD

ANTI-ICE

ANTI ICE (WING and ENGINES 1&2)

CHECK = OFF

314

PEDESTAL

RADIO

GROUND CONTACT

ESTABLISH

If ATC is used

315

PEDESTAL

P.BRAKE

PARKING BRAKE ON

SET ON

FSX: CTRL + . (period)

316

PEDESTAL

ENGINE

ENG MASTER 1 & 2

OFF

Start Checklist / Co-Pilot - if selected

317

MCDU R

GRND SERV

CHOCKS

SET

CoP

318

PEDESTAL

P.BRAKE

PARKING BRAKE

OFF

CoP

FSX: . (period)

319

OVERHEAD

SIGNS

SEAT BELTS

OFF

CoP

320

OVERHEAD

EXT. LIGHTS

BEACON LIGHT

OFF

CoP

321

OVERHEAD

EXT. LIGHTS

TAXI LIGHT.

OFF

CoP

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322

OVERHEAD

ANTI-ICE

WING & ENGINE ANTI ICE = OFF

CHECK

Cop

323

OVERHEAD

FUEL

FUEL PUMPS

OFF

CoP

OFF should appear / Checklist complete

324

MCDU R

GRND SERV

CONES

SET

325

MCDU R

GRND SERV

ESTABLISH EXTERNAL POWER

CONNECT

326

OVERHEAD

EXT POWER

EXT. POWER = AVAILABLE

SET TO ON

327

OVERHEAD

APU

APU MASTER

SET TO OFF

328

MCDU

ACFT DOORS

DOORS

OPEN (AS REQUIRED)

318. CHOCKS / PARKING BRAKE: Because the brakes have to cool off after landing, the parking brake can

be released after the chocks have been set. The plane is then just held by the chocks only.

325. EXT POWER: Depending on the situation at the airport direct external power or delivered by a GPU is

used to deliver the power needed. Please select the equivalent. For Vienna we just use EXTERNAL

POWER (no GPU).

327. APU: After the connection to external power is established the APU can be set to OFF.

AES

Open the AES (CTRL+SHIFT+W) or GSX window (CRTL + F12) and select your options.

GSX:

5 Minutes after the “Parking CL” has been finished the complete system (incl. MCDU) is automatically reset

and you are able to prepare for a “turnaround” e. g. starting again with the “Cockpit Preparation CL”. A

specific information is available in the infobar.

5.26

Securing Aircraft

SECURING AIRCRAFT

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

329

OVERHEAD

ADIRS

ADIRS (1 + 2 + 3)

OFF

330

OVERHEAD

EXT. LIGHTS

NAV. LIGHTS

OFF

331

OVERHEAD

SIGNS

NO SMOKING & EMERGENCY LIGHT

OFF

332

MCDU

ACFT DOORS

DOORS

CLOSE (AS REQUIRED)

333

OVERHEAD

EXT. PWR

EXT PWR

AS REQUIRED

334

OVERHEAD

ELEC

GEN 1 + 2 (Electric Generators)

PRESS

OFF should appear

335

PEDESTAL

INT. LIGHT

INTEG LT

OFF

336

MAIN PANEL

PFD LIGHT

SWITCH

OFF

337

MAIN PANEL

ND LIGHT

SWITCH

OFF

338

ECAM

DIMMER

SWITCH UPPER and LOWER

OFF

339

PEDESTAL

RADIO

RADIO CONTROL PANEL

OFF

340

PEDESTAL

TCAS

TCAS = STBY

SET

341

OVERHEAD

BATTERIES

BAT 1 + 2

OFF

330. Exterior Lights: Switch off all exterior lights.

XXX. Cockpit „COLD DARK“: Now the status of the cockpit should be “COLD DARK”. All systems and switches

should be “OFF”. Before switching the batteries to OFF the panel should look like in the following

picture:

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6. Vector Approach using DIR TO and RADIAL IN

This part of the tutorial uses also the flightplan LOWILFMN01 (Innsbruck to Nice) but covers only the descent from

cruise level and the vector approach into Nice = LFMN 04L. It is mainly based on input from Frank “The Dude” (a RW-

pilot) how a RW vector approach is flown into LFMN ILS 04L.

FLIGHTPATH APPROACH LFMN ILS04L

Picture 83: Vector approach flight path into LFMN

MCDU F-PLAN

Actual flight path

ATC only makes us leave our cruising altitude when they have some sort of ATC competence boundary where they

have to hand us over to somebody else. On our flight to Nice that would be BORDI. This is the ATC border between

Italy and France. The French want us in FL170 when entering their airspace. The reason is that Nice outbound planes

going towards Italian airspace. So the Italian ATC would clear us well ahead of BORDI.

After passing EVANO we will receive ATC instructions for descent::

o ATC - AUA319 Cleared FL170 - reach latest at BORDI. Call me leaving

o PM - AUA319 Cleared FL170 - reach latest at BORDI. Will call you when leaving

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Because we are at FL310 this means a descent of 14000’ equivalent to app. 42 NM (1000’ descent every 3

miles at a V/S of -2500). Adding some “reserve” we should therefore start our descent app. 15 NM before

ENOBA.

6.1 Prepare the MCDU PERF APPR page

Picture 84: MCDU PERF APPR page

6.2

20 NM before ENOBA manually start the DESCENT PREPARATION CL

Picture 85: Start of DESC PREP CL

6.3 Set the FCU ALT to 17000’.

6.4

15 NM before ENOBA initiate descent to 17000’: Push the V/S knob and set the V/S rate to -2500 (FMA

= VS -2500)

Inform ATC that you are leaving your cruise altitude:

o PM - AUA319 left FL310 - descend FL170 at BORDI

o ATC - AUA319 leaving FL310 descend FL170 at BORDI

6.5 We will reach FL170 app. 5 NM before BORDI

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Picture 86: Reaching new FL170 before BORDI

Reaching BORDI we get further ATC instructions

o ATC - AUA319 Fly DIR TO PIRAM, descend FL080 - reach latest at PIRAM

o PM - AUA319 DIR TO PIRAM, descend FL080 - reach latest at PIRAM

6.6 Set the FCU ALT to 8000’.

6.7 Initiate descent to 8000’: Push the V/S knob and set the V/S rate to -2000 (FMA =

VS -2000)

6.8 MCDU / DIR TO select PIRAM and INSERT

Picture 87: ND after entering PIRAM as DIR TO

App. before PIRAM (below 10000 feet)

o PM - Nice approach, AUA319 requesting radar vectors ILS04L

o ATC - Roger AUA319 expect radar vectors

o PM - AUA319, expecting radar vectors

Reaching PIRAM we get further ATC instructions

o ATC - AUA319 - direct NERAS, FL040 reach at NERAS

o PM - AUA319 - direct NERAS, FL040 reach at NERAS

6.9 Enter FL040 into FCU and push the knob (no VS rate necessary because 4000’ is already an ALT CSTR

for NERAS in the F-PLAN (FMA = DES).

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Picture 88: ND after passing PIRAM

6.10 Transition Altitude = 5.000’

At NERAS

o ATC - AUA319 turn right HDG 260 remain FL040, radar vectors ILS runway 04L

o PM - AUA319, turning right HDG 260 FL040

6.11 PF pulls HDG knob on FCU and selects HDG 260

6.12 PF selects MCDU / DIR TO= NI122 (= FAP) and RADIAL IN 224 (044° plus 180°)

Picture 89: Selecting DIR TO and RADIAL IN

Picture 90: ND flight path after DIR TO and RADIAL IN

6.13 PF pulls HDG knob again to disarm the blue NAV mode in the PFD

At app. 18 NM ND distance to VOR 2 STP = St. Tropez

o ATC - AUA319 turn right HDG 350 - intercept localizer - cleared ILS 04L

o PM - AUA319 turning right HDG 350 - intercept localizer -cleared ILS 04L

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Non Precision Approach (NPA)

7.1

Introduction

This part is meant to serve as a simple Non-Precision Approach Guide to pilots, unfamiliar with all the tools the

airbus provides for such an approach. This part of the guide is written by Joshua (developer) and a real world

Airbus A 320 pilot. But still there might be some deviations from Real World Procedures.

There are 3 different procedures to fly an NPA with an Airbus, but for all NPAs the „Bird“ is set to ON and used.

SELECTED MODE

• Selected Selected Mode

(Vertical and lateral path are selected in the FCU)

• Selected Managed Mode

(Vertical path is selected and lateral path in the FCU is „managed“)

MANAGED MODE

(Everything is in „managed“ mode e. g. FCU, FMGC and GPS should be „primary“, as well as the „accuracy“ =

set to high)

Additionally it is important, if a Stabilized Approach is flown, like Airbus recommends it for an NPA or if a

Decelerated Approach is used. Both procedures are explained below:

•

Stabilized Approach:

VAPP is set as a „speed constraint“ for the FAF (in our tutorial flight = GAR09)- if this is not happened

automatically - and the plane then is „fully configured” at this point. This means the procedure to

configure the plane for landing starts quite early. Even that Airbus recommends this procedure, most

ATC-Controllers do not accept if the plane flies so early already with app. 140kt. This is the reason why

in reality the Decelerated Approach is the “normal” procedure.

•

Decelerated Approach:

a. Lateral stabilized,

“APPR PHASE” activated - e. g. flying with “green dot” speed - ,

3 NM before FAF (in our tutorial flight = GAR09) = Flaps set to 1,

2000 ft AGL = (in our tutorial flight = MAPT / DMH), flaps set to 2, landing gear = down, spoilers

armed, taxi- and landing lights are switched on,

e. Below VFE = flaps are set to 3,

f. Next below VFE = flaps are set to FULL

g. Landing Checklist

If the Checklist- and Copilot- functions are switched on the necessary settings for points c to g are

automatically made by the PM.

7.1.2

Selected Mode:

As the name describes the PF is responsible to „select“ the right settings on the FCU. As soon as the

plane is “stabilized” (at latest 1nm before FAF = GAR09) the FPA is set to the chosen flight path angle (

-3.4° ) and activated 0.2 - 0.3 NM before FAF.

7.1.3.

Managed Mode:

After receiving the „clearance“ for the approach, push the APPR and the TRK/FPA pushbuttons on the

FCU. The FMA now should display APP NAV and FINAL in cyan = „armed“. Also the V/DEV („brick“)

should appear. But this happens only if the LS pushbutton is not set to ON. In case LS is ON the V/DEV

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should blink in amber.

To change now to the Final APP Mode the following must be given:

• Before the VIP (vertical interception point) the plane must be vertical as well as lateral stabilized (in

our tutorial flight at GAR09).

• The Approach Phase should be activated (happens automatically when passing the „Deceleration

Points“ which is app. 15nm before the landing or has to be activated manually in the FMGC)

• APP NAV must be engaged and FINAL APP “armed” (see FCU)

How to select the „managed“ or „selected“ mode, you know already e. g. to draw or push the required buttons

(drawing = „selected“ and pushing = „managed“).

Of course the PM assists the PF during the approach by calling the distances as well as altitudes so that it is

possible for the PF to check the “glide path”. But this is a brief check of the raw data only. At “Minimum” the

autopilot is switched off (happens automatically - 50 feet below “Minimum”) and the flight is continued

visually. If a landing is not possible under those conditions then a GOAROUND has to be performed.

The following short tutorial for a flight from Vienna to Corfu is an NPA in Managed Mode and using an

Decelerated Approach.

7.2

Settings / Flightplan used for the Tutorial

We are using the A319 for this flight with a ZFW of app. 48.445 kg (80 passengers and 2.000 kg cargo) as well

as a fuel load of 8.575 kg (according to the Load-/Fuel-Planner - in Advanced Mode -).

The flight plan will be as follows:

Departure: LOWW (Vienna/Austria) - Runway: 16 - SID: SASA2B

Flight: SASAL - UZ21 - BABIT - UT23 - TADAM - UM127 - VAL - UN732 - PITAS

Arrival: LGKR (Corfu/Greece) - Runway: 35 = VOR 35-Y - STAR: PITAS2J - TRANS: DIREX

You can manually enter the flight plan or use the existing one LOWWLGKR01. But after loading there is a

F-PLAN DISCONTINUITY between BETAK (end of STAR PITAS2J) and DIREX. Please CLR it.

7.3

Weather LGKR

The expected METAR data for our approach at LGKR are as follows:

Temperature: 25 degrees C

Wind: At 344 degrees at 4 knots

QNH: 1010 HPa

Please adjust the FSX weather settings accordingly.

This weather is perfect for using any approach, so we will use VOR35-Y and STAR PITA2J (marked in red on the

charts you will find in 6.5) and TRANS DIREX (marked in blue).

7.4

Checklist- and Copilot Function

We suggest using the Checklist as well as Copilot Function for this flight because then you are fully able to

concentrate on this NPA procedure.

7.5

Charts used for this NPA at LGKR Rwy35

The charts we need for this approach you will find below. Additional charts for this approach can be found

here http://www.hvacc.org/site/en/pilots/downloads/charts/category/33-corfu-lgkr

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7.6 Approach Brief

Picture 98: Vertical information for Rwy35-y for LGKR

This is the vertical information of the IAC Chart. Take note of the three things circled on the chart, namely IAF,

FAF or VIP, and MAPT.

The approach is divided into three following sections:

IAF is the Initial Approach Fix, which denotes the start of Initial Approach.

FAF is the Final Approach Fix and VIP (vertical Interception Point), which denotes the start of Final

Approach.

MAPT is the Missed Approach Point. At this point, the pilot must GO AROUND if he doesn’t have visual

with the runway or if the approach is not stable at that point.

Note: DECEL point is usually in-between IAF and FAF.

7.7

Required PFD Symbology Knowledge

Before we begin the actual tutorial, you should know the basic PFD symbology that will be used on this

approach.

The illustration here on the left hand side

of the page explains the Flight Path Vector

and Flight Path Director, also known as the

FPV/FPD or Birdie. This symbology appears

when the pilot selects TRK/FPA on the FCU.

It is important to be able to read,

understand and interpret the FPV/FPD in a

timely fashion as workload during a NPA

can be quite high.

Picture 99: Flight Path Vector and Flight Path Director 1

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Picture 100: Flight Path Vector and Flight Path Director 2

7.8 Descent Preparation and Descent

• Fill in the MCDU PERF Approach Page as follows:

QNH, TEMP and MAG/WIND are according to the

expected METAR data (6.3). The transition altitude

for LGKR is

5.000 feet and the BARO

= MDA

(minimum descent altitude) according to the chart =

2.000 feet.

Picture 101: MCDU PERF APPR page

• Set the “to descent to altitude” on the FCU to 2.900 feet = GAR09 where we will start our final

approach - but do not yet push the ALT knob.

• You will reach T/D app. a few miles before GRIBA.

Top of Descent (T/D)

Picture 102: Top of Descent

• Reaching T/D start descent by pushing the FCU ALT knob.

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7.12

Minimum Decision Altitude (MDA)

At MAP/MDA (which is set to 2.000 feet)

• Check LDG MEMO is all green.

• Approach is stable.

• Visual with runway.

If those conditions are met the captain will announce "LANDING".

• Disconnect AP and proceed to fly manually

• Turn FD off

• Set TRK on the FCU to runway track (=345).

Failure to disconnect AP by MDA will result in automatic AP disconnection at MDA-50 ft. The PFD altitude

display after passing the MDA will change to “yellow”.

Picture 110: Manual Approach after passing MDA (ND = ARC mode)

If decision is to GO AROUND, announce "GO AROUND".

• Set the thrust levers to MAN TOGA

• Set the AP to ON

• Fly the Missed Approach path

If the checklist- and copilot funtions are set ON just follow the checklist……

7.13

Summary

Position

Action

IAF

< 10.000 feet / 11.5 NM -> R256W

Arm APPR and TRK/FPA

D-Point

app. 7.5 NM before DIREX

V/DEV replaces “magenta dot” and FMA = FINAL APP

FAF/VIP

At GAR09

Plane starts to descent automatically

MDA

At 2.000 feet

Set AP and FD = OFF

Remember:

• If you are flying a GA-procedure in connection with an NPA please remember that compared to a normal

ILS-Approach below the Minimum Altitude the AUTOPILOT is OFF. So initiating the Go-Around you have to

set the AUTOPILOT again to ON.

• The same is valid in case of a new approach for the APPR. Set it to ON when clearing the F-PLAN

DISCONTINUITY between the last waypoint of the GA flightpath and the first waypoint of the new FINAL.

• During GA-procedure and in case of a new approach the automatic activation of the MCDU APPR PHASE

does not work. It has to be manually activated. There is also no DECEL-point displayed on the ND.

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A318 - Steep Approach

8.1 Introduction

This part is meant to serve as a simple A318 Steep Approach Guide to pilots, unfamiliar with all the tools the

airbus provides for such an approach. This part of the guide is edited by a real world Airbus A 320 pilot. But still

there might be some deviations from Real World Procedures.

MANAGED MODE

We are using for this “Managed Mode”.

8.2

Settings / Flightplan used for the Tutorial

We are using the A318 for this flight with a ZFW of app. 48.228 kg (80 passengers and 2.000 kg cargo) as well as

a fuel load of 7.419 kg (according to the Load-/Fuel-Planner - in Advanced Mode -).

The flight plan (using FL 310) will be as follows:

Departure:

EDDH (Hamburg/Germany) - Runway: 23 - SID: WSR9B

Flight:

WSR N125 DOBAK UN125 EEL UN872 PAM UL980 XAMAN L980 LOGAN

Arrival:

EGLC (London-City/ Great Britain) Runway: 27 = ILS27 - STAR: SPEA1B

You can manually enter the flight plan or use the existing one EDDHEGLC01. But after loading there is a F-PLAN

DISCONTINUITY between SPEAR (end of STAR SPEA1B) and LSR06 (FINAL). Please CLR it.

8.3

Weather EGLC

The expected METAR data for our approach at EGLC are as follows:

QNH:

1021 HPa

Temperature:

20 degrees C

Wind:

At 270 degrees at 7 knots

Please adjust the FSX weather or add-on settings accordingly. If you do not know how to do this then just select

“Fair Weather” in FSX. This weather is perfect for using runway 27, so we will use ILS27 and STAR SPEA1B

(marked in red on the charts you will find in 7.5).

8.4

Checklist- and Copilot Function

We suggest using the Checklist as well as Copilot Function for this flight because then you are fully able to

concentrate on this Steep Approach procedure.

8.5

Flight path and Charts used for this Steep Approach at EGLC Rwy27

The flight path and charts we need for this approach you will find below. Additional charts for this approach can

be found here http://www.ukvirtual.co.uk/dl/charts/eglc.pdf.

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8.6 MCDU PERF APPR PAGE

MCDU PERF APPR PAGE

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

MCDU

PERF

APPR

QNH, TEMP, MAG WIND

ENTER DATA

MCDU

PERF

APPR

TRANS ALT

ENTER DATA

= 6000

MCDU

PERF

APPR

BARO / RADIO

ENTER DATA

= BARO 550

MCDU

PERF

APPR

VAPP

ENTER DATA

MCDU

PERF

APPR

LDG CONF

CHECK

Picture 113: MCDU PERF APPR page

QNH; TEMP; MAG WIND: Enter data (for arrival airport EGLC) according to expected METAR data 7.3.

But if you use FSX “Fair Weather” then just enter QNH=1013/TEMP=20/and MAG/WIND=270/0.

TRANSITION LEVEL: (TRANS ALT) for EGLC = 6000 feet (because it is different from transition altitude of

departure airport EDDH = 5.000) it has to be entered.

BARO - DA (decision altitude): According to the chart for EGLC 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.

As we are flying an ILS CAT1 landing at EGLC 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 EGLC (London City) Runway 27 and ILS approach is according to the charts =

550 so 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.

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.

For STEEP APPROACH into EGLC it is necessary to add another 3 KTS to the calculated VAPP.

LDG CONF: (Landing Configuration) If no value is entered manually it defaults to FULL. For STEEP

APPROACH = FULL is required.

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8.7 Descent Preparation

DESCENT PREPARATION

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

1 min after CRZ level has been reached

Start Checklist / Co-Pilot - if selected

SEAT BELTS = ON or AUTO

CHECK and set to ON

Cop

OVERHEAD

ANTI-ICE

ANTI ICE = OFF

CHECK

PEDESTAL

RADIO

LANDING INFORMATION

RECEIVED

If ATC is used

EFIS

A.PRESSURE

BARO REF = STANDARD

CHECK

Cop

OVERHEAD

STEEP APPR

STEEP APPROACH BUTTON

PUSH

BRIEFING “STEEP APPROACH”

PERFORM

MCDU

PERF.

APPR

AIR PRESSURE ARRIVAL AIRPORT

“Checked” and readout

Cop

QNH= 1021

MCDU

PERF.

APPR

DECISION ALTITUDE

“Checked”

Cop

BARO = 550

MCDU

PERF.

APPR

LDG CONF (Flaps)

"Checked"

CoP

Checklist complete

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.

SEAT BELT SIGN : It is also OK if the switch is set to AUTO

ANTI ICE: Should be OFF but if ANTI ICE is ON it is also accepted - condition then will be confirmed

10.

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.

11.

STEEP APPROACH button: Push the button on the Overhead so that it lights up and show ON in

green.

Picture 114: Overhead Panel and STEEP APPR button

When this P/B is pressed in, all concerned computers (ELAC, SEC, FCDC, FAC, FMGC, FWC,

EGPWS/T2CAS) check if the STEEP APPR function is available. If yes, the P/B ‘ON’ light illuminates in

green, and the green memo ‘STEEP APPR’ appears on ECAM

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Picture 115: UPPER ECAM - Steep Approach Button = ON

12.

Briefing “Steep Approach”: with the following key points:

• Landing configuration (STEEP APPR P/B pushed + Gear Down + CONF FULL + SPD BRKS lever

position FULL)

• VLSPFD=VREF+8Kt in steep approach configuration

• Automatic call-outs “Standby / Standby / Flare”

• PM call-out “Flare” at 60ft RA for redundancy with automatic “Flare” call-out at 63ft

• Retard thrust levers to IDLE at flare initiation

• Below 2000ft, Final Approach interrupted for Amber or Red warning except if immediate landing is

safer (fire or smoke)

• In case of Go Around, SPD BRKS lever must be retracted by PF (redundant action with automatic

retraction)

8.8

Descent

DESCENT

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

FCU

ALT

INSERT NEW HEIGHT

INSERT

= 4.000

FCU

ALT

INITIATE DESCENT

PUSH KNOB

MAIN PANEL

PFD

DESCENT

MONITOR

PEDESTAL

SP BRAKES

SET

AS REQUIRED

Vert. Mode = DES / Desc.Prep.CL = compl.

Starts next Checklist / Co-Pilot - if selected

MAIN PANEL

PFD

FMA

CHECK

PEDESTAL

TCAS

TCAS = TILT BELOW

CHECK and SET

CoP

At 10.000 feet:

OVERHEAD

EXT. LIGHTS

LANDING LIGHTS

CoP

EFIS

FD / ILS

ILS LOCALIZER (LS)

PUSH

CoP

EFIS

At Transition Altitude

= 5000

EFIS

A PRESSURE

BARO REF to actual pressure value

SET / X CHECK

CoP

Checklist complete

16.

Descent to Altitude: Before the T/D (Top of Descent) point (near REFSO) is reached (marked on the

ND flight path by a white arrow showing down), the altitude should be set to 2.000 feet. But do not

push the knob before T/D is not reached

17.

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.

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T/D = 31.000 Feet

Picture 116: Top of Descent - Initiate descent

23.

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. 9 NM before TRIPO.

10.000 feet Deceleration Point

Picture 117: ND: Deceleration Point

The IAF (Initial Approach Fix) for EGLC RWY ILS27 is below 5.000 feet e. g. at the waypoint SPEAR. At

this point = IAF you should already have:

4. Filled in the MCDU Approach Page (7.6).

5. Already briefed on the Missed Approach Procedures.

6. Be cleared by ATC for the approach

When passing the IAF, you should begin to setup your displays to give you the necessary information

for your approach. You should (in no particular order):

• Switch the ND to Rose Mode = Rose NAV or to Arc Mode and set range to an appropriate range.

Picture 118: Settings for ND mode and range

24.

LS Pushbutton: If the button is used (normally when passing 10.000 feet) the “Vertical Glideslope” as

well as the “Lateral Localizer” shows up on the PFD. The ND display shows ILS27 on top as soon as the

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remaining distance to destination is 250 NM or less.

25.

Transition Altitude: Setting up the MCDU PERF APPR page we set it to 6.000 feet for the approach

(#2). So at this altitude the Barometric Reference Value will be set (as well as on ISIS) .

27.

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.

Picture 119: Descent Profile for RWY ILS27 into LGLC

8.9 Approach

APPROACH

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

5 NM before DECEL pseudo waypoint

Starts next Checklist / Co-Pilot - if selected

ECAM

ECAM MESSAGE

CHECK

SLIDING TABLE S - STOWED

STOWED

CoP

OVERHEAD

SIGNS

CABIN SIGNS = ON

CHECK or set to ON

MCDU

PROG

NAV ACCURANCY

CHECK

EFIS

A.PRESSURE

BARO REF CROSS CHECK

SET and Read out

CoP

Checklist complete

Initial approach:

OVERHEAD

SIGNS

SEAT BELTS

CHECK ON

AUTO is also OK

PEDESTAL

ENGINE

ENG MODE

CHECK NORM

Approx. 15 NM from touchdown:

MCDU

PROG

NAV ACCURANCY

MONITOR

MAIN PANEL

PFD

POSITIONING

MONITOR

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28.

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.

Deceleration Pseudo Waypoint Point

Picture 120: Decel Point

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.

29.

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.

30.

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.

31.

Cabin Signs: SEAT BELTS=ON or AUTO (if OFF Cop sets to ON), NO SMOKING=ON

33.

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.

8.10

Final

There are two main modes for the approach: Using “Managed Speed” or “Selected Speed (manually)”. Our

Checklist- and Copilot-Function uses the “Managed Speed” mode. This means that the speed is automatically

set by the MCDU and the flaps are manually deployed by the Copilot (based on the situation).

The Final CL activation is “independent” from the activation of the MCDU - PERF - APPR mode activation. The

FINAL checklist will be automatically started after the APPR CL has been completed.

FINAL

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

Appr. CL has been completed

Starts next Checklist / Co-Pilot - if selected

MCDU

PERF

APPR PHASE

ACTIVATE

CoP

Green Dot Speed

PEDESTAL

FLAPS

FLAPS 1

SELECT

CoP

FSX: F7

S-Speed

EWD

STATUS

Rad. Alt. > 2.100 ft = LANDING MEMO

PEDESTAL

FLAPS

FLAPS 2

SELECT

CoP

FSX: F7

MAIN PANEL

GEAR

L/G DOWN

SELECT

CoP

FSX: G

MAIN PANEL

PFD

CALL: LOCALIZER ALIVE

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FCU

APPR

PUSH

MAIN PANEL

PFD

CALL: LOCALIZER CAPTURED

CHECK

When L/G down, below REF SPEED

PEDESTAL

FLAPS

FLAPS 3

SELECT

CoP

FSX: F7

Next REF SPEED:

PEDESTAL

FLAPS

FLAPS FULL

SELECT

CoP

FSX: F7 / Checklist complete

PEDESTAL

SPEED-BR.

GROUND SPOILERS / SPEED BRAKE

FULL

CoP

FCU

ALT

GO AROUND ALT

SET TO 2.000 FEET

CoP

Just enter - do not push knob

OVERHEAD

EXT. LIGHTS

NOSE LIGHT (if not TAXI)

CoP

MAIN PANEL

EWD

LANDING MEMO

CHECK NO BLUE

FCU

SPD

Set speed to VApp

SET

= 135 (MCDU - PERF - APPR page)

PEDESTAL

TCAS

SET TO „TA ONLY“

MAIN PANEL

PFD

CALL: GLIDESLOPE ALIVE

MAIN PANEL

PFD

CALL: GLIDESLOPE CAPTURED

CHECK

MAIN PANEL

PFD

FMA

CHECK

MAIN PANEL

PFD

LOC / GS CAPTURE

MONITOR

ECAM

ECAM WHEEL PAGE

CHECK

FCU

ATHR

A/THR

CHECK SPD

OVERHEAD

ANTI-ICE

WING ANTI ICE

CHECK OFF

For the first waypoint (LSR06) of the FINAL waypoints into EGLC ILS RWY27 there is a speed constraint of 160

KTS. To comply with this constraint the speed just after passing SPEAR and before activation of the approach

phase is already reduced to “Green Dot” speed (197 KTS). After “Green Dot” has been reached the flaps are

set to 1 and the speed is reduced to S-Speed of 172 KTS. To further reduce the speed Flaps 2 are set and the

plane starts to decelerates again to F-speed =136 knots. But because of the speed constraint at LSR06 of 160

knots we use “Selected Speed” e. g. draw the FCU SPD knob and set it to 160. After passing LSR06 please

change the speed to 135 knots VAPP (please see #59 for details). This procedure is different from the normal

procedure as stated below.

41.

Initiate Approach Phase:

After the APPROACH CL has been finished the APPR PHASE in the MCDU PERF APPR page

immediately should be manually activated (RW procedure).

If the MCDU F-PLAN DECEL pseudo waypoint (calculated by the FMGC to initiate deceleration in

order to be stabilized at VAPP at a specified point on the approach profile, normally at 1000 feet

AGL) is different from the point at which the APPR PHASE automatically will be initiated (7.200 feet

radar altitude), it is ILS or NPA approach and distance to the airport less than 30 NM) a warning will

appear on the INFOBAR “MCDU: Manually activate APPR PHASE”.

• Manually activated by the user (MCDU - PERF - APPR page) if warning appears on the INFOBAR

“MCDU: Manually activate APPR PHASE”. In the “real world” the APPR PHASE is always activated

manually and never automatically.

• Automatically at the Deceleration Pseudo Waypoint

(please see picture below) if the

APPROACH CL has been finished; the flight level is below 7.200 feet radar altitude, the RNAV

mode is active and the distance to the airport is less than 30 NM. The (DECEL) pseudo waypoint

is calculated by the FMGC to initiate deceleration in order to be stabilized at VAPP at a specified

point on the approach profile, normally at 1000 feet AGL.

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Deceleration Pseudo Waypoint

Picture 121: Deceleration Point

42.

Green Dot Speed / CLEAN: After initiating the APPR Phase (#41) automatically the MCDU reduces

the speed to “Green Dot Speed” (197 knots).

43.

Flaps: During the approach the flaps will be slowly step by step extended from 1 (after reaching

“Green Dot Speed”) to FULL based on aircraft speed - The flaps will be extended to 1 at least

automatically 10 NM before the runway threshold if IAS is below VFE.

44.

S-Speed: After the flaps are deployed by the Copilot to 1 the MCDU automatically reduces the speed

to S-Speed (172 knots). If the plane does not slow down to S-Speed then just use the speed brakes

until S-Speed is reached.

45.

Landing Memo: The conditions for the Landing Memo are:

•

< 2100 feet RA above runway altitude for STEEP APPROACH

•

Flight mode: Cruise or Approach

•

Both thrust levers at or below CL detent

The “LANDING” checklist is “interrupted” until the “Landing Memo” becomes available in the Upper

ECAM. The Copilot then continues with the settings i. e. flaps 2, gear down etc.

46.

Flaps 2: At calculated speed (but must be lower than VFE = 200 knots) the flaps are automatically

extended to 2 by the copilot (if = ON). If the calculated flaps 2 extension speed is higher than VFE

the plane must be near MLW or even above. This means it is an emergency situation. In such a case

do not use “Managed Speed”, but set the speed manually to a value below VFE = 200 knots (e.g. 195

knots). The flaps then will be automatically extended by the copilot (if = ON). After the flaps have

been extended to 2 you can again use “Managed Speed” for landing.

48.

LOC Alive: Before LSR06 the localizer becomes “alive” and this will be confirmed by a PM call

“LOCALIZER ALIVE”. The conditions for this call are: The angle to the runway must be smaller than

90 ° and the Approach, Landing as well as BaroCheck are not active.

Picture 122: FINAL Flight Path

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49.

APPR Button: Before passing LSR06 (you are already flying at LSR34) and after hearing the call

“LOCALIZER ALIVE” = press the APPR button on the FCU.

50.

LOC Capture: The “capture” will be confirmed i.e. lateral path has been caught. Please note: If you

are pushing the APPR button too early (before turning to LSR06/LSR34) it might happen that the

plane captures the localizer in the wrong direction. Please see also chapter 9.4 for details. First the

lateral path will be caught (LOC* or LOC displayed on the PFD -FMA)

55.

GROUND SPOILERS: For STEEP APPROACH it is necessary to set the Ground Spoilers (Speed Brakes)

to FULL.

56.

GoAround ALT: This is the altitude a plane has to fly to when using the GO AROUND procedure

(MCDU FPLAN waypoints in blue) in case a landing has to be aborted. Set the GoAround Altitude

according to the FPLAN e.g. change the set altitude on the FCU to the altitude to be reached after a

“Go Around”. Please just change the altitude and do not press or pull the knob at this point. In case

the Copilot function is enabled it is automatically set by the copilot under following conditions:

• FAF passed - plus 0.5 NM added

• Actual flight level below GA ALT

• Actual flight level below FCU set ALT

• Vertical speed below 250 knots

If the copilot function is set to ON the highest value is automatically inserted using the MCDU FPLAN

data. The value will be entered by the copilot in visible steps (with sound) and also considering the

100 and 1000 switch. Some values like 3.490 feet cannot be entered so the next possible higher

value which means for 3.490 = 3.500 has to be or are entered.

If no values are available in the F-PLAN or there is no GA flight path available in the NAV DB the

copilot sets the value to a value of (airport altitude rounded to next full 1.000) plus 4.000 feet e. g.

normally to 5.000 feet.

58.

Landing Memo / blue entries - : Please check if there are no “blue” entries in the Landing Memo. If

for some reasons there are still “blue” entries (you might have forgotten to make certain settings)

then please make those settings now.

Picture 123: Landing Memo - Steep Approach

59.

Set VAPP: After the flaps are set to FULL and the landing gear is down the speed now should be

changed to Vapp speed in our example to 130 as calculated by the FMGC - MCDU (PERF APPR) or

manually adjusted like in our case for a STEEP APPROACH (please also see #4). As we are flying in

“Managed Mode” the speed automatically is reduced to Vapp after the flaps are set to FULL - i.e.

nothing has to be done in “Managed Mode”.

But using this speed of 130 knots we would be very near Alpha Protection and PFD VLS. We

therefore suggest (like it would be done in “real life”) to use “selected speed” mode e.g. draw the

FCU SPD knob and set it to 135 knots instead.

It is the final approach speed and automatically be calculated / inserted by the system. It is

calculated in the following way: VLS plus 1/3 of the tower headwind component. The value of VAPP

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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. No additions are made for gusts.

61.

Glideslope “alive”: When the Localizer has been captured (please see picture #70 above) soon after

the vertical glide slope becomes “alive” (magenta rhombus fully appears) which will be confirmed by

a call.

62.

Glideslope “captured”: When the glideslope has been captured it will be confirmed by a call.

The middle of both PFD fields shows the vertical and lateral position of the aircraft where as the

magenta rhombus shows the actual position on the glide path. This means that during the approach

both rhombuses are moving to the center. On the EFIS control panel please change the knob for the

various views to LS. This view also shows the glide path and the position of the aircraft to it.

Picture 124: G/S captured - LS view

66.

Auto Throttle: Leave the A/THR on…..

67.

Wing Anti Ice: Leave the Wing Anti Ice OFF

8.11

Landing

LANDING

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

Flaps in Landing Config. (MCDU Settings)

Start next Checklist / Co-Pilot - if selected

MAIN PANEL

GEAR

LAND. GEAR = FULL EXTRACTED

CHECK

CoP

PEDESTAL

SP. BRAKEs

GROUND SPOILERS = FULL

CHECK

CoP

FSX: Right mouse click

MAIN PANEL

AUTO BRAKE

AUTO BRAKES = MEDIUM

SET

CoP

OVERHEAD

EXT. LIGHTS

NOSE = TO or TAXI / LANDING L. = ON

CHECK

CoP

FCU

ALT

GO AROUND ALT

CHECK

CoP

BEFORE OR AT DECISION ALTITUDE

FCU

OFF

CoP

FSX: Z

CALL: STANDBY - STANDBY - FLARE

At 60 feet: (PM CALL = FLARE”)

FLARE

PERFORM

PEDESTAL

THR LEVER

THRUST LEVERS

IDLE

FSX: F1

At touchdown:

PEDESTAL

THR LEVER

REV

MAX

FSX: F2

BRAKES

AS REQUIRED

At 70 knots:

PEDESTAL

THR LEVER

REV

IDLE

FSX: F1

At taxi speed:

PEDESTAL

THR LEVER

REV

STOW

CoP

Before 30 knots:

MAIN PANEL

AUTO BRAKE

AUTOBRK

DISENGAGE

CoP

Checklist complete

70.

Ground Spoilers: Speed Brakes should already be set to FULL (see #55)

71.

Auto Brake: Set to MED (medium)

72.

Exterior Lights: Just check if all Exterior Lights are on: Strobe, Beacon, Nav & Logo as well as Landing

Lights.

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73.

Go Around Altitude: Check if the GA has been set correctly according to #56.

74.

BARO - DA (decision altitude): Please also see #3 - for EGLC ILS 27 according to the charts = 550 feet.

At an altitude of 650 feet there will be a call “100 ABOVE”.

75.

Autopilot: Because EGLC ILS27 is ILS CAT1 we are not allowed to use “AUTOLAND” and have to

disconnect the autopilot at latest at the decision altitude of 550 feet.

76.

Standby - Standby - Flare: Beginning at 130 feet start automatic call-outs “Standby / Standby / Flare”

confirmed by the PM at 60 feet. Initiate FLARE at those calls e. g. at 55 feet.

77.

PM CALL “Flare”: At 60 feet redundant to the automatic call at 63 feet the PM confirms with “Flare”.

78.

LAND and FLARE mode: As the aircraft gets closer to the ground the LAND mode engages. The actual

modes are shown on the FMA. Flare has to be initiated manually at 55 feet.

79.

Thrust Levers: IDLE: There is a callout: RETARD (for SPEED APPROACH at 60 feet ). A single callout if

thrust levers are retarded in time, multiple callouts if not. Pull the trust levers back to IDLE at flare

initialization and let the aircraft gently touch the ground.

81.

Trust Levers: REV: After touchdown the thrust reversers (by using F2 from the keyboard) might be

activated but not necessarily if a noise abatement procedure prohibits it.

82.

BRAKES: The autobrake makes the aircraft decelerate on the ground. You can also take the control at

any time by using the brakes. Any manual action on the brakes automatically disconnects the

autobrake system.

86.

Thrust Levers: STOW: If REV THRUST is used (#81 and #84) the levers are automatically stowed by the

Copilot.

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9. Alternate Company Routes and Destinations

9.1

Alternate Company Routes

An alternate company route is a flightplan (company route) from the primary destination to an alternate

destination. The format and the location where those flightplans are saved are identical with those of primary

flightplans.

For our tutorial we use as a primary flightplan EDDFLOWG01 e.g. from EDDF (Frankfurt/Germany) to LOWG

(Graz/Austria). As alternate flightplan we will use LOWGLOWW01 e. g. from LOWG (Graz/Austria) to LOWW

(Vienna/Austria).

Load the primary flight plan EDDFLOWG01 and then on the MCDU INIT A page enter LOWW into the

scratchpad and then push LSK 2R.

Picture 125: Entering ALTN destination - step 1

This following page displays all the existing flightplans from LOWG to LOWW. Please select LSK 1L.

Picture 126: Entering ALTN destination - step 2

The MCDU INIT A page then looks as follows:

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Picture 127: Entering ALTN destination - step 3

Now the two flightplans are loaded and can be reviewed on the F-PLAN pages. The primary flightplan is

displayed in “green” whereas the GA waypoints and the alternate flightplan are displayed in “blue. Both

flightplans are separated by ------ END OF F-PLAN -------.

If for any reason ATC informs you that the airport in Graz is closed and you receive the ATC-permission to

divert at the revise point of ALMER to LOWW = Vienna. The information could be like “Cleared to divert to

LOWW, from ALMER direct to NERDU and use approach transition NER5L for runway 16”. Then do the

following: Scroll in the primary flightplan to the waypoint of ALMER and push the LSK L (in following

screenshot = LSK 3L).

Picture 128: Enabling ALTN DEST - step 1

Enable the alternate destination by pushing LSK 4L.

Picture 129: Enabling ALTN DEST - step 2

Then the following screen opens:

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Picture 130: Enabling ALTN DEST - step 3

Enter NERDU into “NEXT WPT” and push LSK3R

Picture 131: Entering NERDU as NEXT WPT after the revise point ALMER

Automatically you are then back to the temporary flightplan page.

If at any enroute waypoint of the active flightplan (except FROM) the alternate flightplan is enabled (please

see the picture #89) - the flightplan shrinks to:

• Active route until the revise point = ALMER in our example

• Waypoint entered as next waypoint = NERDU in our example

• F-PLAN DISCONTINUITY

• Complete alternate company route

Picture 132: Temporary flight plan after enabling ALTN

If another waypoint is entered after the revise point = ALMER and before the F-PLAN DISCONTINUITY (in our

example = NERDU) and this waypoint is also part of the alternative company route then the flightplan

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• As we will not use the existing ALTN CO RTE “LOWGLOWW01” please just go back to the INIT A page (

(=RETURN LSK 6L).

Picture 136: Not using existing CO RTE

• The INIT A page then looks as follows

Picture 137: INIT A page with ALTN destination

Now the two flightplans are loaded and can be reviewed on the F-PLAN pages. The primary flightplan is

displayed in “green” whereas the GA waypoints and the alternate flightplan (or just destination) are displayed

in “blue. Both flightplans are separated by ------ END OF F-PLAN -------. The alternate flightplan LOWG to LOWW

is also separated by a -----F-PLAN DISCONTINUITY ------ because no waypoints etc. are yet defined.

If for any reason ATC informs you that the airport in Graz is closed and you receive the ATC-permission to

divert at the revise point of ALMER to LOWW (Vienna) the information will be like “Cleared to divert to LOWW,

from ALMER direct to NERDU and then use transition NER5L for runway 16”. Then do the following: Scroll in

the primary flightplan to the waypoint of ALMER and push the LSK L (in following screenshot = LSK 3L).

Picture 138: Enabling ALTN DEST - step 1

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Enable the alternate destination by pushing LSK 4L.

Picture 139: Enabling ALTN DEST - step 2

Then the following screen opens:

Picture 140: Enabling ALTN DEST - step 3

Go back to the F-Plan and use TMPY INSERT = LSK 6R. The alternate flightplan now becomes the active primary

flightplan.

If at any enroute waypoint of the active flightplan (except FROM) the alternate flightplan is enabled (please

see the picture #98) - the flightplan shrinks to:

• Active route until the revise point = ALMER in our example

• F-PLAN DISCONTINUITY

• Alternate destination = LOWW

Picture 141: Active flight plan after enabling ALTN

Select the ARRIVAL for LOWW (LSK 6L) = ILS16 - no STAR - but just transition for runway 16 = NER5L and insert

the temporary flightplan (LSK 6R).

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10.

Tips and Tricks:

10.1

Adjusting views:

If you want to adjust one of the various available views first open it e. g. it becomes the active window. Then the

following key combinations are available:

• CTRL + Return

- Forward

• CTRL + Backspace

- Backwards

• CTRL + SHIFT + Return

- Left

• CTRL + SHIFT + Backspace

- Righ

• SHIFT + Return

- Higher

• SHIFT + Backspace

- Lower

• SPACE BAR + Mouse wheel

- Zoom in or out

• SPACE BAR + Mouse

- Changing the view angle

10.2

Keeping / saving adjusted views

After you adjusted the views (using the aforementioned key combinations) during the whole flight e. g. until you

close the FSX respectively change to another aircraft, those adjustments will be kept.

10.3

Working with real Flight Plans:

On the Internet there are several pages where “real” flight plans (like the one we used in this tutorial) are

available. Two of the addresses are

• http://vatroute.net or at

• http://rfinder.asalink.net/free/

On those pages you will find a lot of plans but you should know the airport codes (like in our example EDDF for

Frankfurt or LOWW for Vienna). But those codes can be found also using the Microsoft FS Flight Planner. Those

plans like in our example can be used for all Aerosoft Airbus A318/319/320/321 types.

10.4

„Capturing“ the ILS-Glide Path:

Sometimes the chosen flight path reaches the last waypoint before capturing the ILS glide path (13OEZ) in a way

that the angle would be too big to capture it. The ideal angle should not be greater than 45 degrees and in such

cases you then should fly a manually set course (see yellow dotted line) to catch the glide path the right way.

In the following example - Picture 65: Angle „capturing“ a glide path - (before we reach WW671) please press

LOC so that the lateral glide path will be caught. After catching the lateral glide and the vertical glide path starts

moving (please see Picture 60) press APPR (to also catch the vertical glide path) and prepare for a smooth

landing.

Picture 145: Angle „capturing“ a glide path

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10.5

Transfer this document to the iPad

If you do not want to print out this document (and have an iPad in your possession), another way to have it

always available during the flight is: Transfer it to your iPad. The easiest way to do this is:

• Download the ACROBAT Reader for the iPad from the Apple Store (it is for free) and install it on your

iPad. An ACROBAT icon will be created on your iPad.

• Connect / synchronize your iPad with the PC using iTunes.

• In iTunes select the iPad and change to the APPS page.

• At the bottom of the page you will see the ACROBAT icon and the list of documents which are already

available in ACROBAT. Use “ADD” to select this document (saved in your FSX folder under Aerosoft /

Airbus A318_A319 (or Airbus A320_321) / Documentation) and it will be transferred to your iPad.

• Open ACROBAT and select “Documents”. Now this tutorial should be available and can be opened and

used on your iPad.

10.6

MCDU (left only) on an external device

To use the web interface start AirbusXConnectExtended.exe that is located in FSX Main Folder\Aerosoft\Airbus

A318_A319 (or Airbus A320_321). You can do this before starting FSX or later. It will open a small window

showing you the ip address and the port, something like this: 123.123.123.123:4040. You can enter this address

into the address bar of the browser on any device that is connected to the same network. It will open showing

the MCDU and you can use it as you would in the aircraft.

10.7

Use of the Procedure and Checklist

After using this tutorial and flying the Aerosoft Airbus A318/319/320 or 321 several times you will not need the

explanations anymore. Then you can just use the complete procedure and checklist and fly the Airbus as a pilot

and nearly as in the real life. Just the procedure- and checklist you will find as Appendix 11.

10.8

Manually entered waypoints

It is possible to manually enter waypoints (FIXES) which are not available in the Navigation DB. If you enter a

waypoint which is not available in the DB a new MCDU window opens. Enter the values for latitude and

longitude into the scratchpad and then push LSK 2L.

Picture 146: Manually entered waypoints

The following formats are possible to enter:

54.14.19N 002.58.51W

= 5414.2N/00258.5W

54.235333,-2.971667

= 54.2N/2.9W

+ LAT=N/-LAT=S/+LONG=E/-LONG=W

n54 14.2 w002 58.5

= N5414.2/W00258.5

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11. Appendix / Glossary:

Abbreviation

Description

ABV

Above (TCAS)

ADF

Automatic Directon Finder

A/C

Aircraft

AGL

Above Ground Level

A.FLOOR

Alpha Floor

AMP

Audio Management Panel

ANN

Annunciator

A/THR

Autothrust

Air Conditioning

ADIRS

Air Data Inertial Reference System

AIRAC

Aeronautical Information Circular

ALT

Altitude

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 Aircraft Monitoring

EFIS

Electronic Flight Instrument System

EFOB

Estimated Fuel On Board

ELAC

Elevator and Aileron Computer

ENG

Engine

ETD

Estimated Time of Departure

E/WD

Engine/Warning Display

EXPED

Expedite (FCU Key)

EXT PWR

External Power

EXT LT

External Lights

FAC

Flight Augmentation 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 Continuous 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)

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Fuel Quantity

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

Initiation (MCDU Page)

Kilogram

IRS

Inertial Reference System

L/G

Landing Gear

Lock

LOC

ILS Localizer

LSK

Line Select Key

MCDU

Multifunction Control and Display Unit

MDA

Minimum Descent Altitude

MKR

Marker

N/W

Nose Wheel

Navigation Display

NDB (ADF)

Nondirectional Beacon (Automatic Direction Finder)

Nautical Miles

PERF

Performance (MCDU Page)

PFD

Primary Flight Display

PPU

Power Push Unit

PROG

Progress (MCDU Page)

QNH

Barometric Pressure Reported By A Station

PSI

Pounds Per Square Inch

PTU

Power Transfer Unit

RAD/NV

Radio/Navigation (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 & Resolution 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 Reduction

THRT

TCAS Threat

THS

Trimmable Horizontal Stabilizer

TOGA

Takeoff Go-Around

TOW

Takeoff Weight

TRANS

Transition

TRK

Track

UTC

Universal Coordinated Time

Speed at which takeoff cannot be aborted

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12. Checklists and Procedures A 319 CFM

12.1

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

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

12.2

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

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12.3

FMGS / MCDU - Data Insertion

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

Speeds and altitudes are now calculated

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

12.4

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

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

12.5

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

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12.6

Engine Start

12.6.1 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

12.6.2 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

12.7

After Engine Start

AFTER ENGINE START

PANEL

ACTION

NO.

REMARK

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

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12.8

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

12.9

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

12.10 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

12.11 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 # 128

Aerosoft

The Airbus A318/319/320/321 in FSX

Vol

06-01-09 Page 120

Airbus A318/319/320/321

Step-By-Step Tutorial

25 October 2015

12.12 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

12.13 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

12.14 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

12.15 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

Aerosoft

The Airbus A318/319/320/321 in FSX

Vol

06-01-09 Page 121

Airbus A318/319/320/321

Step-By-Step Tutorial

25 October 2015

12.16 MCDU PERF APPR page

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

12.17 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

12.18 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

12.19 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

Aerosoft

The Airbus A318/319/320/321 in FSX

Vol

06-01-09 Page 122

Airbus A318/319/320/321

Step-By-Step Tutorial

25 October 2015

12.20 Final

FINAL

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

246

Appr. CL has been completed

Starts next Checklist / Co-Pilot - if selected

247

MCDU

PERF

APPR PHASE

ACTIVATE

CoP

248

MAIN PANEL

PFD

CALL: LOCALIZER ALIVE

CoP

2499

FCU

APPR

PUSH

250

MAIN PANEL

PFD

LOCALIZER CAPTURED

CHECK

241

MAIN PANEL

251

Green Dot Speed

252

PEDESTAL

FLAPS

FLAPS 1

SELECT

CoP

FSX: F7

253

S-Speed

254

PEDESTAL

FLAPS

FLAP 2

SET

FSX: F7

OPTIONAL

255

Gkidescope becomes alive

256

FCU

SECOND AP

257

Glidescope captured

258

MAIN PANEL

PFD

G/S CAPTURE

CHECK

259

Rad. Alt. > 2.000 ft = LANDING MEMO

260

MAIN PANEL

EWD

LANDING MEMO

CHECK NO BLUE

261

PEDESTAL

FLAPS

FLAPS 2

SELECT

CoP

FSX: F7

262

FCU

ALT

GO AROUND ALT

SET TO 2.000 FEET

CoP

Just enter - do not push knob

263

MAIN PANEL

GEAR

L/G DOWN

SELECT

CoP

FSX: G

264

PEDESTAL

SPEED-BR.

GROUND SPOILERS

ARM

CoP

Mouse click: right

265

OVERHEAD

EXT. LIGHTS

NOSE LIGHT (if not TAXI) = TO

CoP

266

When L/G down, below REF SPEED

267

PEDESTAL

FLAPS

FLAPS 3

SELECT

CoP

FSX: F7

268

Next REF SPEED:

269

PEDESTAL

FLAPS

FLAPS FULL

SELECT

CoP

FSX: F7 / Checklist complete

270

FCU

SPD

Set speed to VApp

SET

= 126 (MCDU - PERF - APPR page)

271

PEDESTAL

TCAS

SET TO „TA ONLY“

272

MAIN PANEL

PFD

FMA

CHECK

273

MAIN PANEL

PFD

LOC CAPTURE

MONITOR

274

ECAM

ECAM WHEEL PAGE

CHECK

275

FCU

ATHR

A/THR

CHECK SPD

276

OVERHEAD

ANTI-ICE

WING ANTI ICE

CHECK OFF

12.21 Landing

LANDING

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

277

Flaps in Landing Config. (MCDU Settings)

Start next Checklist / Co-Pilot - if selected

278

MAIN PANEL

GEAR

LAND. GEAR = FULL EXTRACTED

CHECK

CoP

279

PEDESTAL

SP. BRAKEs

GROUND SPOILERS = ARMED

CHECK

CoP

FSX: Right mouse click

280

MAIN PANEL

AUTO BRAKE

AUTO BRAKES = MEDIUM

SET

CoP

281

OVERHEAD

EXT. LIGHTS

NOSE = TO or TAXI / LANDING L. = ON

CHECK

CoP

282

FCU

ALT

GO AROUND ALT

CHECK

CoP

283

AT DECISION ALTITUDE

284

FCU

OFF

CoP

FSX: Z

285

At 20 feet:

286

FLARE

PERFORM

287

MAIN PANEL

PDF

ALTITUDE

MONITOR

288

PEDESTAL

THR LEVER

THRUST LEVERS

IDLE

FSX: F1

289

At touchdown:

290

PEDESTAL

THR LEVER

REV

MAX

FSX: F2

291

BRAKES

AS REQUIRED

292

At 70 knots:

293

PEDESTAL

THR LEVER

REV

IDLE

FSX: F1

294

At taxi speed:

295

PEDESTAL

THR LEVER

REV

STOW

CoP

296

Before 30 knots:

297

MAIN PANEL

AUTO BRAKE

AUTOBRK

DISENGAGE

CoP

Checklist complete

298

FCU

AP (if applicable)

OFF

CoP

FSX: Z

Aerosoft

The Airbus A318/319/320/321 in FSX

Vol

06-01-09 Page 123

Airbus A318/319/320/321

Step-By-Step Tutorial

25 October 2015

12.22 Go Around

GO AROUND

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

PEDESTAL

THR LEVER

GA thrust is set

SET

Start Checklist / Co-Pilot - if selected

PEDESTAL

FLAPS

“GO AROUND FLAPS”

FLAPS ONE STEP BACK = 3

CoP

FSX: F6

“Positive climb”

Radio Alt >50 ft, VS > 100 ft/min

MAIN PANEL

GEAR

“Gear up”

GEAR UP

CoP

FSX: G

MAIN PANEL

GEAR

GEAR STOWED

“Gear up , Flaps 3”

PEDESTAL

SPEED-BR.

GROUND SPOILERS

DISARM

CoP

FSX: /

OVERHEAD

EXT. LIGHTS

RUNWAY / NOSE = OFF

„Off“

CoP

MAIN PANEL

BRAKES

AUTOBRAKES

„Off“

CoP

At Thrust Red. / Acceleration Alt.

PEDESTAL

FLAPS

“Flaps 1”

SELECT

CoP

FSX: F6

PEDESTAL

THR LEVER

SET LEVERS TO

"CLIMB THRUST"

Blinking announcement in FMA

FCU

AUTOPILOT

At “Green Dot Speed” / “S-Speed”

PEDESTAL

FLAPS

“Flaps up”

SELECT

CoP

FSX: F6

“Flaps up”

Checklist complete

FCU

AUTOPILOT 2

„Off“

CoP

12.23 After Landing

AFTER LANDING

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

299

Ground Speed >35 / Dir. to runway > 15 °

Start Checklist / Co-Pilot - if selected

300

GLARESHIELD

CHRONO

STOP

Push upper right button

301

OVERHEAD

EXT. LIGHTS

NOSE LIGHTS

CoP

302

OVERHEAD

EXT. LIGHTS

LANDING LIGHTS

OFF

CoP

303

OVERHEAD

EXT. LIGHTS

STROBE LIGHT = OFF or AUTO

If ON = OFF

CoP

304

PEDESTAL

TCAS

TCAS MODE SEL

STBY

CoP

305

PEDESTAL

FLAPS

RETRACT

CoP

FSX: F6

306

PEDESTAL

ENGINE

ENG MODE SEL

NORM

Cop

307

PEDESTAL

WXR

WXR: SET system to OFF

SET

Cop

308

EFIS

FD / ILS

ILS LOCALIZER (LS)

OFF

CoP

EFIS

309

OVERHEAD

APU

APU MASTER and APU START

310

PEDESTAL

SP.BRAKES

GRND SPLRS

DISARM

CoP

FSX: /

311

ECAM

WHEEL PAGE

BRAKE TEMP all wheels = > 300 degrees

CHECK

Checklist complete

12.24 Parking

PARKING

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

312

PEDESTAL

RADIO

ATC (if no AUTO position)

STBY / OFF

313

OVERHEAD

ANTI-ICE

ANTI ICE (WING and ENGINES 1&2)

CHECK = OFF

314

PEDESTAL

RADIO

GROUND CONTACT

ESTABLISH

If ATC is used

315

PEDESTAL

P.BRAKE

PARKING BRAKE ON

SET ON

FSX: CTRL + . (period)

316

PEDESTAL

ENGINE

ENG MASTER 1 & 2

OFF

Start Checklist / Co-Pilot - if selected

317

MCDU R

GRND SERV

CHOCKS

SET

CoP

318

PEDESTAL

P.BRAKE

PARKING BRAKE

OFF

CoP

FSX: . (period)

319

OVERHEAD

SIGNS

SEAT BELTS

OFF

CoP

320

OVERHEAD

EXT. LIGHTS

BEACON LIGHT

OFF

CoP

321

OVERHEAD

EXT. LIGHTS

TAXI LIGHT.

OFF

CoP

322

OVERHEAD

ANTI-ICE

WING & ENGINE ANTI ICE = OFF

CHECK

Cop

323

OVERHEAD

FUEL

FUEL PUMPS

OFF

CoP

OFF should appear / Checklist complete

324

MCDU R

GRND SERV

CONES

SET

325

MCDU R

GRND SERV

ESTABLISH EXTERNAL POWER

CONNECT

326

OVERHEAD

EXT POWER

EXT. POWER = AVAILABLE

SET TO ON

327

OVERHEAD

APU

APU MASTER

SET TO OFF

328

MCDU

ACFT DOORS

DOORS

OPEN (AS REQUIRED)

Aerosoft

The Airbus A318/319/320/321 in FSX

Vol

06-01-09 Page 124

Airbus A318/319/320/321

Step-By-Step Tutorial

25 October 2015

12.25 Securing Aircraft

SECURING AIRCRAFT

PANEL

ACTION

NO.

REMARK

TYP

PART (Name)

PART (No.)

PF (PILOT FLYING)

PM (PILOT MONITORING)

329

OVERHEAD

ADIRS

ADIRS (1 + 2 + 3)

OFF

330

OVERHEAD

EXT. LIGHTS

NAV. LIGHTS

OFF

331

OVERHEAD

SIGNS

NO SMOKING & EMERGENCY LIGHT

OFF

332

MCDU

ACFT DOORS

DOORS

CLOSE (AS REQUIRED)

333

OVERHEAD

EXT. PWR

EXT PWR

AS REQUIRED

334

OVERHEAD

ELEC

GEN 1 + 2 (Electric Generators)

PRESS

OFF should appear

335

PEDESTAL

INT. LIGHT

INTEG LT

OFF

336

MAIN PANEL

PFD LIGHT

SWITCH

OFF

337

MAIN PANEL

ND LIGHT

SWITCH

OFF

338

ECAM

DIMMER

SWITCH UPPER and LOWER

OFF

339

PEDESTAL

RADIO

RADIO CONTROL PANEL

OFF

340

PEDESTAL

TCAS

TCAS = STBY

SET

341

OVERHEAD

BATTERIES

BAT 1 + 2

OFF

Aerosof

FSX Thrust Lever Setup

Vol

07-01-2

Airbus A320/A321

(only in case you have issues!)

28 October 2014

INTRODUCTION

STOP, if you got no problems with the throtles in the Aerosof

Airbus, stop reading and go and fly. This document is really only

needed for people whose setup is none standard.

The throtles of the real Airbus A320 series are not mechanical connected to the engines like seen on most other

aircraf. Instead electrical signals are send from the thrust levers to the FADEC (Full Authority Digital Engine Control)

and this computer will control the thrust the engine provide. Please note the throtles of an Airbus are called thrust

levers but we use both terms in this document.

Normally FSX will use your hardware throtles to set thrust directly. Therefore it was necessary to develop a special

module that detaches the hardware throtles from the FSX throtles and then control them outside FSX. For this to work

it is VERY important that your hardware throtles are setup correctly in both Windows and FSX. Most users will not have

to do anything special as it will work fine with a standard FSX.

For the Aerosof Airbus products you MUST have at least one analog throtle axis available - keys won´t work.

Please follow the sequence below and don´t skip any step, also if

you think you are sure that it is correct, ofen it reveals that it´s not!

CALIBRATE, ALWAYS CALIBRATE

The first thing you should do is to test and calibrate all your controllers in the Windows Control Panel / Hardware and

Sound/Devices and Printer menu:

Right click with the mouse on the Gaming device and select “Game Controller Setup” - a new menu box opens, then

select the controller you want to calibrate and select “Propertes” - yet another menu box opens. On that menu box you

will see a “Test” tab at the top as well as a testng area where all the axis’ and butons are shown. You can test but it is

beter to calibrate. Select Setngs/Calibrate and follow the instructons. Take your tme, this really is important. If you

ever get problems again, always calibrate first before doing anything else!

Aerosof

FSX Thrust Lever Setup

Vol

07-01-8

Airbus A320/A321

(only in case you have issues!)

28 October 2014

Please go through each and every controller you have atached to your system in the FSX controller menu and verify

that all axes for the various controllers are setup correctly, and more important, that there are no double assignments,

like “ENGINE 1 THROTTLE SET” assigned to both Your Throtle quadrant and Pedals.

If more than one hardware axis is setup for the same engine in FSX, the throtle(s) will simply NOT work with the Airbus.

We have seen quite a few customers where this had happened.

Afer assigning the various controllers and their axes, you should

close down FSX and restart it, otherwise the new setngs might not

be saved correctly.

USING FSUIPC WITH AXES NOT ASSIGNED IN FSXCONTROLLER MENU

We have seen a lot of users who define the axes not via the standard FSX routnes but via FSUIPC. Ofen this is simply

not needed!

You do NOT need FSUIPC for the Aerosof Airbus models, you will

only need FSX.

If using you are using FSUIPC assignment, make sure that the throtles are not assigned in the FSX controller menu.

Open the FSUIPC menu and go to Axis assignment and set a checkmark in Aircraf specific? Checkbox.

Setup each throtle axis to read like this:

Aerosof

Vol

8-03-2

The Weird And Wonderful Airbus Logic

Airbus A320/A321

28 October 2014

THE WEIRD AND WONDERFUL AIRBUS LOGIC

In the last few years we have seen that many pilot who were used to Boeing (and more ‘standard’ logic)

have problems understanding the logic of Airbus. We’ll try to discuss the most confusing and ofen illogical

aspect in this document.

This is not a highly technical document and people accustomed to Airbus logic will not need it. In fact they

might find it lacking in detail or inconsistent. But if you are a real Airbus virgin you will appreciate the

informaton.

AUTOMATION

Almost everything that can be automated is automated and handled without any need for operator

interventon. You just tell the aircraf what you want and it will try to do it. This seems logical these days

but when Airbus started with this it was a strange concept. A fine example is the window ant-icing systems.

As they are fully automatc and we do not spend a lot of tme on failures (as far as I could see a serious

problem resultng of a failure of the ant-icing system has never occurred in millions of flight hours) we

simply do not model them in our simulaton. There is no need to. As far as a real pilot is aware they simply

take care of the icing issues without bothering the crew.

Airbus pilots call it ‘automagically’. You should not always try to understand the logic of the systems

(certainly not when you are busy), just accept that the aircraf will try to assist you in every stage of the

flight.

FLY BY WIRE

Of course this is the big one and the thing that set Airbus Aircraf apart from others for a long tme. It’s a

simple concept, the pilot talks to the computer and the computer talks to the aircraf, but it has a profound

effect on every aspect of the flight. It is best explained by a comparison. As the pilot in a Boeing 737 pulls

hard on the yoke the aircraf will pitch up and it will keep pitching up untl thing go horribly wrong. If you

do the same in an Airbus the computers would try to figure out what you actually wanted and then try to

get it done for you. As it will understand you want to go up fast it will allow you to pitch up to a maximum

(but stll safe) angle and when you are running out of airspeed it will increase thrust to TOGO (Go Around,

the maximum amount of thrust possible). When even that does not keep enough air going over the wings it

will lower the nose to increase speed. The FBW systems also prevent the pilot from doing silly things like

stalling the aircraf or doing barrel rolls.

The controversy between FBW pilots and non FBW pilots will probably never end. There is a lot to be said

for each philosophy. While FBW will make flying inherently safer by preventng mistakes it also limits the

opton a pilot has to get out of a bad situaton. There is one fine example of a situaton where the

automaton helped. During the US Airways crash in the Hudson the pilot had to ditch with minimal ground

speed and minimal vertcal speed. To do this he simply had to pull the control fully back. The aircraf knew

the weight of the aircraf and the environmental conditons so it knew the stall speed. It sensed the stck

being pulled back fully but as it had no running engines it simple selected the best opton and that was to

slowly descend at a speed just above stall. In a Boeing the pilot would have to very carefully maintain that

minimal speed untl touch down. That is difficult in a normal situaton and neigh impossible in an

emergency.

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Another very important aspect of FBW is that when the pilot does not give any input the aircraf will stay

on its current flight path. Best explained with an example. Take an Airbus up to 5000 feet, bank it a bit and

let go of the side stck. Then go have diner. When you come back the aircraf will stll be at the same bank

and making large circles in the sky. A non FBW aircraf would be flying a straight course and it would level

out. This may sound not too important, but consider what happens when you extend the gear. That

increases drag and because they are positoned below the CoG they will cause a pitch down movement the

pilot has to correct. In an FBW aircraf this would happen automatcally and the aircraf would not pitch

down.

In very simple terms: When you point a FBW aircraf somewhere it will go there as long as it has enough

energy.

DARK COCKPIT CONCEPT

Airbus understood that the modern cockpit crew has a huge amount of informaton to process. To help

with that the cockpit is designed with the ‘dark cockpit concept’. Basically it means that if a system is

running normal there is no indicaton. No green light, no pressure indicaton, just nothing. Only when there

is an abnormality will the system try to draw your atenton. Even when there is a problem and the systems

were able to sort things out it might not be shown untl the flight is over! These days Boeing also adheres to

this concept in the 777 and to some degree in the MD11.

Of course some control do need to give some feedback and this is done in green (all okay) and blue (stll

okay).

THRUST LEVERS THAT ARE MODE SELECTORS

The thrust levers might be big and obvious things in the Airbus cockpit but they are hardly used. In a

standard flight the pilot only touches them a few tmes:

 TAXI: the thrust levers behave like normal Thrust Levers.

 TAKE-OFF: Pilot advances the thrust levers to the FLEX or TOGA indent.

 AFTER TAKE-OFF: Pilot puts Thrust Lever on CLIMB indent.

And now comes the funny part. It stays in climb setng the whole flight untl a few seconds before landing!

To remind the pilot he need to do something with those levers the aircraf even tells him exactly what to do

with the ‘retard…retard’ call. So the Airbus cruises, descends and lands with the Thrust Lever set in the CLB

(Climb) setng.

 AFTER LANDING: Pilot closes Thrust Lever and actvates reverse thrust.

So in the air the thrust Levers are used to select the FADEC (the computer that controls the thrust output of

the engines) mode and not the amount of thrust they provide.

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THOSE PESKY FCU BUTTONS

The butons on the FCU (the Flight Control Unit, on the glare shield) can be pushed or pulled and this leads

to endless confusion for new pilots. Yet there is a great way to remember what is what:

 PUSH: you push control from you to the aircraf and go into MANAGED MODE. The aircraf will

now fly the route (with alttudes and speed etc) programmed in.

 PULL: you pull control from the aircraf to yourself and go into SELECTED MODE. You now have to

tell the aircraf what to do.

You’ll never be confused again.

LAWS AND PROTECTIONS

Our airbus project is built to be used as 99.9% of all flights are flown. Without serious failures and without

the need for the systems to leave NORMAL law mode. However it is good to know about the modes!

There are 5 laws (but each has a ground and flight mode):

1. NORMAL LAW

2. ALTERNATE LAW

3. ALTERNATE LAW (without speed stability)

4. DIRECT LAW

5. MECHANICAL BACK-UP

And you can now forget about that list because when the shit hits the fan and the systems degrade into

‘lower’ modes even extremely well trained pilots will not know in what modes they are. That’s fine as long

as you keep flying the aircraf. The laws are there to make sure you get at much help from the systems as

possible.

NORMAL LAW

In normal law the aircrafs computers will provide as much protecton as possible. When the aircraf

threatens to go into an abnormal flight conditon (in other words, gets too close the edge of the flight

envelope) the systems will try to prevent it. When the aircraf gets into an abnormal flight conditon the

systems will try to correct it. Here is what it does:

 LOAD FACTOR LIMITATION: prevents high G-loads that are unpleasant for the passengers and

potentally dangerous for the airframe. The system will try to stay between +2.5G and -1.0G. A

serious rollercoaster will be designed with these same limits in mind btw.

 PITCH ATTITUDE PROTECTION: if there is one thing that your passengers will not like is going

steeply up or down (they might be more bothered by the later and so should you). The system

will try to stay between 30° nose up and 15° nose down. At low speed and extended flaps the nose

up limitaton will lower to 20°)

 HIGH ANGLE OF ATTACK PROTECTION: as we all know your wings will stall when your angle of

atack (the angle between the wing and the oncoming air) is too great. That’s why the systems will

try to prevent the aircraf getng into this situaton.

 HIGH SPEED PROTECTION: going too slow is dangerous but going to fast as well. Your Airbus will

prevent you from racing other aircraf to the airport.

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 BANK ANGLE PROTECTION: another things your passengers will not like is to look out of the

window and stare direct at the ground. But also at high bank angles you will lose a lot of lif and

speed and G-loads will increase rapidly. That’s why the Airbus systems will prevent a very steep

bank. It will let you bank up to 67° and when you let go of the stck will return to 33°.

ALPHA FLOOR PROTECTION

A good example (and perhaps the most important) of the protectons is the alpha floor protecton. It’s

something every airbus pilot has to demonstrate on check flights and you can do the same. It’s safe and its

fun.

1. Disengage Auto-Pilot and Auto-Thrust Lever

2. Switch off the Flight Director

3. Retard Thrust Lever and let the speed go down to ‘green dot’ (the lowest safe speed at that

moment).

4. Now imagine an aircraf popping up and you have to avoid hitng it. Initate a move UP and RIGHT

(forcefully!) to avoid a midair collision and observe what happens.

Clearly the aircraf will rapidly run out of airspeed and something needs to happen. Thankfully the Airbus

systems will detect this problem and it will initate the alpha floor protecton. The trust will go into TOGA

(the maximum available) mode and will stay there untl the pilot tells it otherwise. The other protecton will

prevent you from startng a loop or a roll. Although very close to the edge of the flight envelope the aircraf

will stay controllable during the whole procedure!

Oh, you want to know how to get back to stabilized flight?

1. Push forwards on the stck to reduce the angle of atack

2. Level the wings and let the aircraf ‘fly out of’ the problem. But you are about to face a new

problem as speed will increase rapidly and you could go from too slow to too fast in seconds!

3. Disengage Auto-thrust again by pushing the side buton on the Thrust lever.

4. Select a safe speed on the FCU (for example 250 Knots).

5. Select both Flight Directors on again.

6. Re-engage Auto-thrust with the FCU A/THR buton.

7. Set Thrust lever in CLIMB detent.

8. Re-engage Auto-pilot and establish normal flight.

9. Might not be a bad idea to talk to the passengers and to tell the cabin crew to distribute drinks for

the adults and toys for the kids.

PHASES

In Airbus logic every flight is divided into stages and stages are very important to understand the logic of

the Airbus systems. Consider a stage to be a combinaton of system setngs and parameters. There are 8

phases:

 PREFLIGHT

 TAKE_OFF

 CLIMB (CLB)

 CRUISE (CRZ)

 DESCENT (DES)

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 APPROACH (APPR)

 LANDING

 GO AROUND

In a flight, even a very short one, all these stages will follow each other (or course expect the Go Around).

When this chain of phase is not completed some of the automaton of the aircraf systems will not be

available!

PHASE TRIGGERS

A phase trigger switches one phase into the next phase. These triggers (events) can be complex but can be

simplified like this:

 PREFLIGHT

o Thrust levers to FLX or TOGA

 TAKE_OFF

o Reaching ACCEL alttude that was set in the MCDU PERF page

 CLIMB (CLB)

o Reaching cruise alttude that was set in the MCDU PERF page

 CRUISE (CRZ)

o Manual actvaton of descent and leaving cruise alttude (keep in mind that in most

setngs the Airbus will not start to descent without pilot interacton!)

 DESCENT (DES)

o Manually actvate and confirm APPR in the MCDU PERF page

 APPROACH to LANDING

o Touchdown or Autopilot disconnected

 APPPROACH to DONE

30 seconds afer landing and INIT or PERF pb is pressed

Alternatve from APPROACH to LANDING:

 APPROACH to GO AROUND

o Thrust Levers to TOGA while in APPROACH phase

MODES

Next to phases you got to understand Modes. They are not as complex as Phases as there are only three (I

copied this from airbusdrivers.net, a great resource for any Airbus enthusiast) but as they change the way

controls work they are important.

 Ground Mode

o Actve when aircraf is on the ground.

o Direct proportonal relatonship between sidestck deflecton and flight control movement

o Direct proportonal relatonship between the Thrust Lever levers control setng and

thrust.

o Is actve untl shortly afer lifoff.

o At touchdown, ground mode is reactvated and resets the stabilizer trim to zero.

 Flight Mode

o Actve shortly afer takeoff and remains actve untl shortly before touchdown.

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o Sidestck deflecton and load factor imposed on the aircraf are directly proportonal,

regardless of airspeed.

o With sidestck neutral and wings level, system maintains a 1 g load in pitch.

o No requirement to change pitch trim for changes in airspeed, configuraton, or bank up to

33 degrees.

o At full af/fwd sidestck deflecton system maintains maximum load factor for flap

positon.

o Sidestck roll input commands a roll rate request.

o Roll rate is independent of airspeed.

o A given sidestck deflecton always results in the same roll rate response.

o Turn coordinaton and yaw damping are computed by the ELACs and transmited to the

FACs.

o No rudder pedal feedback for the yaw damping and turn coordinaton functons.

 Flare Mode

o Transiton to flare mode occurs at 50' RA during landing.

o System memorizes pitch attude at 50' and begins to progressively reduce pitch, forcing

pilot to flare the aircraf

o In the event of a go-around, transiton to flight mode occurs again at 50' RA.

MINIMUM GROUND SPEED

Minimum Ground Speed (or MINI GS) is rather clever system that protects the aircraf from the dangers of

microburst related windshear. A microburst is a downwards moving pocket of air that can be highly

dangerous to aircraf on approach. Not only because it will ‘push’ the aircraf down but even more because

the aircraf can get in a sudden tail wind situaton that will reduce list or cause a sudden and unexpected

stalls.

MINI GS functons by increasing the Final Operatng Airspeed thus enhancing the protecton against stall.

The increase in based on the wind speed (taken from ATIS) inserted by the crew in the MAG WIND item of

the PERF/APPR page and will only functon in MANAGED speed mode.

On the Professional Pilots Rumour Network it was explained by Chris Scot like this: “GS-MINI is, as the

name implies, based on a minimum ground speed. Before the approach, once the crew can predict with

reasonable confidence what the surface-wind is likely to be at the landing threshold, they enter the figure

into the approach Performance page. The FMS works out the correct Vapp, which is a threshold IAS based

on weight and headwind component.

Now: let's take the sea-level ISA case, where IAS=TAS; a Vapp of 130kts; and a predicted headwind of 10kts

entered into the Performance page. On a conventonal airplane stabilised at Vapp (130kts) at a height of

500f, if the headwind is 30 kts the GS will be 100kts. But when it comes over the threshold, where the

headwind is only 10kts, it will need to have accelerated to a GS of 120kts to maintain the required Vapp of

130. This will require a lot of extra energy (from the engines), which may cause problems, partcularly if the

loss of headwind happens suddenly (like at night).

It makes sense, therefore, to ensure that the GS remains at or above 120kts throughout the approach, even

though this initally results in a higher IAS (150kts at 500f in this case). The "managed" speed (IAS) target

on the ASI (used by the pilot and the autot hrotle) goes up and down with the headwind, but never below

Vapp. Reaching the threshold, provided the actual headwind equals the predicted figure, the speed target

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will be Vapp. If the wind is higher, the speed target will be above Vapp. This should not be a problem for

stopping in the runway length, because the GS will be no higher than originally planned.

In practce? Works very well, partcularly using manual Thrust Lever, provided the pilot uses the "managed"

speed as a target speed; not a minimum speed. The power changes required in windshear are far less than

on a conventonal aeroplane, because the GS (kinetc energy) is steady.”

Using MINI GS is not without drawbacks. You might see that your managed speed (and thus ground speed)

fluctuates and in a busy environment this could cause problem in the traffic flows.

SPEED REFERENCE SYSTEM

The Speed Reference System (SRS) will guide the aircraf along the vertcal path during the take-off phase

(and go around stage). It prevents the aircraf from climbing too steep and loosing airspeed.

It is armed when V2 in entered on the PERF page of the MCDU and flaps/slats not fully retracted.

It is triggered by the thrust levers placed in the take-off positon and will control pitch afer rotaton and it

will maintain an airspeed between V2+10 knots and V2+15 knots and at minimum a 120 FPM climb. When

vertcal speed drops below 120 FPM the system allows the speed to decrease to V2.

FLAPS 1

Another fine example of Airbus logic. If you move the flaps lever from 0 to 1 airborne, the flaps will not

move! Only the slat (at the front of the wing) will deploy. Of course that would be too easy so on the

ground flaps 1 WILL extend the flaps and when you retract them from 2 to 1 they will stay out. Don’t even

try to get your head around this, accept that the engineers thought about this and that it is best for the

aircraf.

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Welcome to your Mult Crew introducton course!

At the beginning let us discuss some of the details of mult crew operatons you may not be used to from

your previous operaton in single pilot cockpits. Even if you already have previous experience in a mult crew

cockpit you should read this secton to get comfortable with the way the Airbus should be operated to

ensure you and your crew member will fly it safely!

First of all you will notce the most obvious: There is someone else sitng next to you, including all the

advantages, but also all the weaknesses of humans. This is especially true concerning we are untrained

simmers, who, unlike professional pilots, do not have a type ratng.

As you might already know from your previous flight experience there are a few golden rules of operatng

an Airbus, which are especially important when flying it with two crew members.

You can find those in a very nice document by Airbus and the FAA here:

htp://lessonslearned.faa.gov/IndianAir605/AirbusSafetyLib_-FLT_OPS-SOP-SEQ03%20-

Take your tme to read and fully understand them. Always be aware of the Golden Rules when flying the

Airbus!

Now let's contnue with some specific aspects of operatng with another crew member. You may have flown,

or when no second pilot is available will stll fly, with addons providing a simulaton of a first officer. It will

not take long for you to notce that these are, as long as they understand your commands, more or less

“perfect” in doing their flows, etc.

This is not the case any longer!

Flying with a real person means he is going to make mistakes, not doing what you want him to do and

misunderstanding each other. This is normal and we have to deal with it. Over the last decades procedures

have been developed to counteract the human factors while flying. They can't prevent all kind of mistakes,

but they will help managing them!

Crew Resource Management (CRM)

What I'm outlining here is basically just a very small part of what real pilots learn in a CRM course. The real

course lasts several days and includes in depth discussions of how to react in certain situatons, etc.

Some people tend to put a CRM course on par with an actor training.

We're just doing a brief summary on this here, however once you have read and understood it, it will greatly

enhance your experience flying the Airbus in a mult crew environment.

All of the following sort of belongs to CRM, but for a beter readability I'll split it in several parts combined

with the most important informaton you need to fly the Airbus with a real person as your captain or first

officer:

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Know what your Crew member is doing

Probably the most important lesson to be learned is to check each other.

Just like a real crew that keeps watching each other you should also have a look at your crew member!

As we are all doing this in our free tme, sitng at home and probably having our

Wife/Husband/girlfriend/boyfriend/mistress/children around us we will do mistakes. This is normal and

there is nothing wrong with it.

Talk about it with your other crew member and let him know about mistakes you made. If he knows about

your mistakes he can watch you.

Flying is a constant learning experience and as such it is good to know which mistakes others make as you

may also make them without knowing about it!

My flight instructor always told me: “You should stop flying when you say you don't learn something new

any longer!”

So, keep watching your crew member and correct him when necessary. Doing mistakes is human and there

is nothing wrong with it as long as you acknowledge and correct them.

Sterile Cockpit

During high workload communicaton should be kept to a minimum necessary to operate the Airbus safely.

Such situatons are taxi, takeoff, climb out, approach and landing.

This not only includes communicaton, but also entering data into the systems (partcularly the FMGS), etc.

As a rule of thumb the Sterile Cockpit concept should be applied below FL100/10.000f, but also at any

other tmes of high workload.

Callouts

Just like in ATC communicaton there are certain standard phrases that are used for communicaton

between the crew in an Airbus (and in any other aircraf).

In the following document you can find some more informaton on this topic:

htp://www.airbus.com/fileadmin/media_gallery/files/safety_library_items/AirbusSafetyLib_-

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I will list the most important callouts and some standard calls for procedures you should be familiar with

which are not listed in the doc above:

 I have control/You have control

 Set Heading/Speed/Alttude xxx

→ If a change in FCU alttude is made always check it on the PFD and reply Alttude/FL xxxx to

make sure the correct value is set and „seen“ by the System! When flying in managed modes

keep in mind the FMGS may overwrite your set alttude due to a CSTR.



[Insert System name] ON/OFF



Gear UP/DOWN



Altmeter reset:

 PF: „altmeters“

 PM: „standard, passing FLxxx“

 PF: „standard, passing FLxxx“

 Approaching FCU alttude

 PM: „1000“

→ The PM has to call 1000 if the aircraf is 1000f before the assigned alttude. Some airlines

also have a 2000 or a 500 call, but 1000 is the most common one.

FMA Callouts

I'm making this as a separate secton as it is very important you are aware of these!

As you already know from the Golden Rules both pilots should always be aware of the FMA, regardless of

who the PF is and who is the PM. Therefore it is important that each change in the FMA is announced.

Announcements are to be made by the PF, however the PM shall announce the new mode if the PF does

not make a tmely announcement. Give him a short tme to notce the change though. Nothing can be more

annoying than someone always doing your announcements if you miss them by half a second!

A missing announcement may indicate an incapacitaton of the other crew member!

Task sharing/SOP

A proper sharing of tasks is needed in order to operate the aircraf in a professional and safe manner.

Following a Standard Operatng Procedures (SOP) is the only way to operate the aircraf tme and fuel

efficient and to create the base for proper CRM.

In the real world each operator creates their own SOP which tells exactly which tasks are to be performed

by which pilot. We have included a detailed SOP in this manual, which you should use to fly the Airbus.

If every pilot of our Airbus operates it according to the SOP we included you will have no problems, even

when flying with someone whom you have never seen or talked to before, so you could basically fly with

each and every pilot who has our Airbus!

Do not worry if you see something done differently in some video. Keep in mind each airline may do things

different than another.

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Briefing

The briefing is one of the parts most of us will not be very familiar with.

Even worse, many of us may have already adapted a wrong way of conductng a briefing as there are several

addons out there which include briefings, but to be honest, so far I haven't seen a single addon doing a

briefing correctly and as it would be done in real life.

Only a good briefing can lead to a good flight with both crewmembers knowing what will be done.

Knowing what the other pilot plans to do is the key element of flying with each other and to remain ahead

of the aircraf. In fact there is a lot more behind a briefing than most of us would think seeing a video of a

real crew conductng a briefing.

A detailed guide how to conduct a proper briefing is published by Airbus here:

htp://www.airbus.com/fileadmin/media_gallery/files/safety_library_items/AirbusSafetyLib_-

You should follow this guide at all tmes when briefing your other crew member.

Make sure to plan with enough tme to prepare and conduct the briefing.

Equally important is the usage of the same charts by both crew members, in order for both to get the same

informaton. Of course it's ideal if the charts even comply with the database. If they are not up to date make

sure to check the procedure entered in the FMGS with your charts to make sure no sudden surprise happens

during the approach!

Below you will find the flows for our SOP divided into Captain/First Officer and Pilot Flying/Pilot Monitoring

sectons.

We recommend always to fly according to these flows, even when flying the Airbus in a single pilot

operatons in order to get used to them.

I'm looking forward to see you in the air and wish you always three greens!

Emanuel Hagen

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COCKPIT PREPARATION FLOWS

PM / PNF

PFD/ND

BRTECAMS

BRT

FLOOD LT

AS RQRD

INTEG LT

AS RQRD

OVERHEAD PANEL

PEDESTAL

BATTERY 1+2

PARKING BRAKE

SET

EXT POWER

FLAPS

VERIFY 0

RCDR GND CTL

SPEEDBRAKE

RET/DISARM

ADIRS

NAV

ENG MASTER 1+2

OFF

ELEC HYD PUMP

ENG MODE SEL

NORM

FUEL PUMPS

THRUST LEVERS

IDLE

ENG GEN

ON/FAULT

TRANSPONDER

STBY

PACK 1+2

RADIO PANEL

ENG BLEED 1+2

FREQ

SET

HOT AIR

ENG ANTI ICE

OFF

ECAM / MAIN PANEL

PROBE HEAT

AUTO

ECAM RECALL

SELECT

EMER EXIT LT

ARM

L/G LEVER

DOWN

CABIN SIGNS

DOORS

OPEN/AS RQRD

NAV LT

ANTI SKID

GPWS

ATIS/ATC CLRN

OBTAIN

MCDU

SET

SQUAWK

SET

---------------------------- TAKEOFF BRIEFING -----------------------------

TAKEOFF BRIEFING

PERFORM

GLARESHIELD

BARO REF

SET

BARO REF

SET

AS RQRD

ND MODE/RANGE

SET

VOR/ADF

SELECT

FCU

SET

FCU

VERIFY AND COMPLETE

PEDESTAL

MCDU

CHECK IRS ALIGN

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BEFORE PUSHBACK / START FLOWS

PM / PNF

TO DATA

CHECK/REVISE

BOARDING

VERIFY COMPLETE

MCDU

PERF TO

FUELING

VERIFY COMPLETE

DOORS

PARKING BRAKE

APU

START

CHOCKS

REMOVE

APU BLEED

TRAFFIC CONES

REMOVE

EXT POWER

OFF

EXT POWER

DISCONNECT

--------------------- BEFORE START C/L TO THE LINE ----------------------

WINDOWS/DOORS

CHECK

PUSHBACK/START CLEAR

OBTAIN

THRUST LEVERS

IDLE

WINDOWS/DOORS

CHECK

PARKING BRAKE

AS RQRD

BEACON

------------------- BEFORE START C/L BELOW THE LINE --------------------

BEFORE START/PUSHBACK CHECKLIST

COCKPIT PREP

COMPLETED

WHEEL CHOCKS

REMOVED !pm!

CABIN SIGNS

ON/AUTO

ADIRS

NAV

FUEL QUANTITY

_____KG

TO DATA

SET

BARO REF

____SET !B!

-----------------------------------

WINDOWS/DOORS

!B!

BEACON

THRUST LEVERS

IDLE

PARKING BRAKE

AS RQRD

Aerosof Airbus

Vol

09-01-06 Page 8

CONNECTED FLIGHT DECK FLOWS

A318/A319/A320/A321

08 April 2015

ENGINE START FLOWS

CAPT

ENG MODE SEL

IGN/START

ANNOUNCE

“STARTING ENG 2”

MASTER SW 2

START VALVE

IGNITER

FUEL FLOW

EGT

CHECK

OIL PRESS

START VALVE CLOSE

50% N2 CFM

42% N2 IAE

ENG IDLE PARAMS

CHECK

ANNOUNCE

“ENG 1 OR 2 STABILIZED”

ANNOUNCE

“STARTING ENG 1”

REPEAT THE START SEQUENCE

AFTER START FLOWS

PM / PNF

ENG MODE SEL

NORM

APU BLEED

OFF

ENG ANTI ICE

AS RQRD

WING ANTI ICE

AS RQRD

APU MASTER

AS RQRD

GND SPLRS

ARM

PITCH TRIM

SETRUD TRIM

ZERO

FLAPS

SET

ECAM STATUS

CHECK

FLT CTL

check

Flt CTL

check

----------------------------- AFTER START C/L ------------------------------

AFTER START CHECKLIST

ANTI ICE

AS RQRD

ECAM STATUS

CKD

PITCH/RUD TRIM

____/ZERO

HAND SIGNAL

RECEIVED

Aerosof Airbus

Vol

09-01-06 Page 9

CONNECTED FLIGHT DECK FLOWS

A318/A319/A320/A321

08 April 2015

Taxi FLOWS

CAPT

NOSE LT

TAXI

TAXI CLEARANCE

OBTAIN

RWY TURN OFF

TAXI CLEARANCE OBTAINED:

PARKING brake

OFF

Elapsed time

as RQRD

Thrust levers

as RQRD

brakes

check

Brake press

check zero

Auto brake

max

FLT INSTR/FMA

check

FLT INSTR/FMA

check

RADAR

as RQRD

TO BRIEFING

CONFIRM

TO CONFIG

PRESS

TO MEMO

CHECK NO BLUE

-------------------- BEFORE TAKEOFF c/l to the line ---------------------

BEFORE TAKEOFF FLOWS

CAPT

Brake TEMP

check

Brake FANS

OFF

APPR PATH CLEAR OF TFC

check

TO/LU CLEARANCE

OBTAIN

CABIN CREW

ADVISE

ENG MODE SEL

AS RQRD

TCAS

TA OR TA/RA

THRUST BUMP

AS RQRD

EXT LT

SET

SLIDING TABLE

STOW

PACK 1+2

AS RQRD

SLIDING TABLE

STOW

------------------ BEFORE TAKEOFF c/l BELOW the line ------------------

WHEN LINED UP:

CONTROLS

HAND TO PF

BEFORE TAKEOFF CHECKLIST

FLT CTL

CKD!B!

FLT INSTR

CKD!B!

TAKEOFF BRIEFING

CONFIRMED

FLAPS CONF

FLAPS____!B!

V1, VR, V2, FLX TEMP . ___,___,___/___ !B!

ATC

SET

ECAM MEMO

TAKEOFF NO BLUE

-----------------------------------

CABIN CREW

ADVISED

TCAS

TA OR TA/RA

ENG MODE SEL

AS RQRD

PACK 1+2

AS RQRD

Aerosof Airbus

Vol

09-01-06 Page 10

CONNECTED FLIGHT DECK FLOWS

A318/A319/A320/A321

08 April 2015

TAKEOFF FLOWS

PM / PNF

ANNOUNCE

“TAKEOFF”

brakes

RELEASE

THRUST LEVERS

FLEX/TOGA

CHRONO

START

PFD/ND

SCAN

N1 (EPR)

CHECK

BELOW 80 KT:

ANNOUNCE

“POWER SET”

PFD/ENG PARAMS

SCAN

AT 100 KT:

ANNOUNCE

“100 KT”

ANNOUNCE

“Checked”

AT v1:

announce

“v1”

AT vr:

announce

“ROTATE”

When v/s positive:

announce

“POSITIVE CLIMB”

ORDER

“GEAR UP”

l/g

GRND SPLRS

DISARM

NOSE LT

OFF

RWY TURN OFF LT

OFF

AS RQRD

announce

“GEAR UP”

AT THRUST REDUCTION ALT:

THRUST LEVERS

ONE PACK

AT F SPEED:

ORDER

“FLAPS 1”

FLAPS 1

SELECT

ANNOUNCE

“SPD CKD FLAPS 1”

AT S SPEED:

ORDER

“FLAPS 0”

FLAPS 0

SELECT

ANNOUNCE

“SPD CKD FLAPS 0”

2ND PACK

Aerosof Airbus

Vol

09-01-06 Page 14

CONNECTED FLIGHT DECK FLOWS

A318/A319/A320/A321

08 April 2015

FINAL FLOWS

PM / PNF

AT GREEN DOT SPEED:

ORDER

“FLAPS 1”

FLAPS 1

SELECT

ANNOUNCE

“SPD CKD FLAPS 1”

CHECK OR SET S SPEED

TCAS

TA OR TA/RA

When established on approach:

GO AROUND ALT

SET

AT 2000 FT AGL

ORDER

“FLAPS 2”

FLAPS 2

SELECT

ANNOUNCE

“SPD CKD FLAPS 1”

CHECK OR SET F SPEED

WHEN FLAPS 2

ORDER

“GEAR DOWN”

L/G

DOWN

GRND SPLRS

ARM

AUTO BRAKE

AS RQRD

CONFIRM/ANNOUNCE

“GEAR DOWN”

WHEN L/G DOWN, BELOW VFE

ORDER

“FLAPS 3”

FLAPS 3

SELECT

ANNOUNCE

“SPD CKD FLAPS 3”

WHEN FLAPS 3, BELOW VFE

ORDER

“FLAPS FULL”

FLAPS FULL

SELECT

ANNOUNCE

“SPD CKD FLAPS FULL”

CHECK OR SET VAPP

A/THR

CHECK SPD OR OFF

WING ANTI ICE

AS RQRD

EXT LT

SET

SLIDING TABLE

STOWED

SLIDING TABLE

STOWED

CABIN REPORT

OBTAIN

CABIN CREW

ADVISE

-------------------------------- LANDING C/L --------------------------------

landing CHECKLIST

CABIN CREW

ADVISED

a/THR

speed/off

ECAM MEMO

LANDING NO BLUE !B!

Aerosof Airbus

Vol

09-01-06 Page 15

CONNECTED FLIGHT DECK FLOWS

A318/A319/A320/A321

08 April 2015

SHORT FINAL FLOWS

PM / PNF

FLT PARAMS

CHECK

Announce any deviaton in excess of:

V/S: 1000 f/min

IAS: speed target + 10 KT; VAPP - 5 KT

At dh/mda + 100 ft:

announce

“HUNDRED above”

At dh/mda:

announce

“minimum”

announce

“landing” or “ga/flaps”

LANDING FLOWS

PM / PNF

AT 20 FEET:

FLARE

PERFORM

ATTITUDE

MONITOR

THRUST LEVERS

IDLE

AT TOUCHDOWN:

REV

MAX

ANNOUNCE

“GRND SPLRS”

BRAKES

AS RQRD

ANNOUNCE

“REVERSE GREEN”

If decelerating:

ANNOUNCE

“DECEL”

AT 70 KT:

REV

CHECK IDLE

ANNOUNCE

“70 KT”

AT TAXI SPEED:

REV

STOW

BEFORE 20 KT:

AUTO BRAKE

DISENGAGE

GO AROUND FLOWS

PM / PNF

THRUST LEVERS

TOGA

ANNOUNCE

“GO AROUND”

ROTATION

PERFORM

FLAPS

RETRACT ONE STEP

ANNOUNCE

NEW FLAPS SETTING

ANNOUNCE

“POSITIVE CLIMB

ORDER

“GEAR UP”

L/G

ANNOUNCE

“GEAR UP”

NAV/HDG

SELECT

AT GA THRUST RED. ALTITUDE:

THRUST LEVERS

AT GA ACCEL ALTITUDE:

SPEED

MONITOR FLAPS

RETRACT ON SCHEDULE

Aerosof Airbus

Vol

09-01-06 Page 17

CONNECTED FLIGHT DECK FLOWS

A318/A319/A320/A321

08 April 2015

PARKING FLOWS

PM / PNF

ANTI ICE

OFF

PARKING BRAKE

SET

APU BLEED

ENG MASTER 1+2

OFF

FUEL PUMPS

OFF

GRND CONTACT

ESTABLISHED

ELAPSED TIME

STOP

BEACON LT

OFF

WHEEL CHOCKS

SET

EXT LT

AS RQRDEXT POWER

CONNECT

SEATBELTS

OFFECAM STATUS

CHECK

PARKING BRAKE

AS RQRD

BRAKE FAN

OFF

dUS

DIM

-------------------------------- PARKING C/L --------------------------------

PARKING CHECKLIST

APU BLEED

ENG MASTER 1+2

OFF

ANTI ICE

OFF

SEAT BELTS

OFF

EXT LT

AS RQRD

FUEL PUMPS

OFF

PARKING BRAKE

AS RQRD

SECURING THE AIRCRAFT FLOWS

PM / PNF

PARKING BRAKE

CHECK ON

ADIRS(1+2+3)

OFF

EXT LT

OFF

APU BLEED

OFF

APU MASTER

OFF

EMER EXIT LT

OFF

NO SMOKING

OFF

EXT POWER

AS RQRD

BATTERY 1+2

OFF

----------------------- SECURING THE AIRCRAFT C/L -----------------------

SECURING THE AIRCRAFT CHECKLIST

ADIRS

OFF

NO SMOKING

OFF

APU

OFF

BATTERY 1+2

OFF

Aerosof Airbus

Vol

09-01-06 Page 18

CONNECTED FLIGHT DECK FLOWS

A318/A319/A320/A321

08 April 2015

CHECKLISTS

BEFORE START/PUSHBACK CHECKLIST

APPROACH CHECKLIST

COCKPIT PREP

COMPLETED

APPROACH BRIEFING

CONFIRMED

WHEEL CHOCKS

REMOVED !pm!

ECAM STATUS

CKD

CABIN SIGNS

ON/AUTO

SEAT BELTS

ADIRS

NAV

BARO REF

____SET !B!

FUEL QUANTITY

_____KG

MDA/DH

____SET!B!

TO DATA

SET

ENG MODE SEL

AS RQRD

BARO REF

____SET !B!

-----------------------------------

WINDOWS/DOORS

CLOSED !B!

landing CHECKLIST

BEACON

CABIN CREW

ADVISED

THRUST LEVERS

IDLE

a/THR

speed/off

PARKING BRAKE

AS RQRD

ECAM MEMO

LANDING NO BLUE !B!

AFTER START CHECKLIST

AFTER landing CHECKLIST

ANTI ICE

AS RQRD

(FO SILENTLY)

ECAM STATUS

CKD

PITCH/RUD TRIM

____/ZERO

GRND SPLRS

DISARMED

HAND SIGNAL

RECEIVED

FLAPS

RETRACTED

ENG MODE SEL

NORM

APU

AS RQRD

BEFORE TAKEOFF CHECKLIST

FLT CTL

CKD !B!

PARKING CHECKLIST

FLT INSTR

CKD!B!

TAKEOFF BRIEFING

CONFIRMED

APU BLEED

ENG MASTER 1+2

OFF

FLAPS CONF

FLAPS____!B!

ANTI ICE

OFF

V1, VR, V2, FLX TEMP ___,___,___/___ !B!

SEAT BELTS

OFF

ATC

SET

EXT LT

AS RQRD

ECAM MEMO

TAKEOFF NO BLUE

FUEL PUMPS

OFF

-----------------------------------

PARKING BRAKE

AS RQRD

CABIN CREW

ADVISED

TCAS

TA OR TA/RA

ENG MODE SEL

AS RQRD

PACK 1+2

AS RQRD

SECURING THE AIRCRAFT CHECKLIST

ADIRS

OFF

NO SMOKING

OFF

APU

OFF

AFTER TAKEOFF CHECKLIST

BATTERY 1+2

OFF

L/G

FLAPS

RETRACTED

PACKS

-----------------------------------

BARO REF

STANDARD SET !B!

Airbus A318/A319, A320/A321. Manual (Version 01-03-002) - page 3