JEEHELL User Guide PDF

FMGS
User's Guide
1.Foreword....................................................................................... 6
2.Installation and customization....................................................7
2.1.Requirements.................................................................................................7
2.2.NavData...........................................................................................................7
2.3.Installation and updates................................................................................7
2.4.Airbus Style Fonts.........................................................................................8
2.5.Joystick axes setup / FMGS Config.............................................................9
2.6.Auto Pilot and Fly-By-Wire..........................................................................12
2.7.Resizing, rotating displays..........................................................................12
2.8.Flight Simulator Aircraft..............................................................................13
2.9.EGPWS terrain data.....................................................................................13
3.The Primary Flight Display (PFD)............................................. 15
3.1.General View.................................................................................................15
3.2.Attitude Indicator ........................................................................................16
3.3.Speed Tape...................................................................................................17
3.4.Altitude indications......................................................................................18
3.5.Vertical Speed...............................................................................................19
3.6.Heading Tape................................................................................................19
3.7.Flight Path Vector.........................................................................................20
3.8.Flight Director...............................................................................................21
3.8.1.HDG – V/S mode............................................................................................... 21
3.8.2.Track-FPA mode.................................................................................................22
3.9.ILS and V/DEV deviation scales..................................................................23
3.9.1.ILS trajectory deviation...................................................................................... 23
3.9.2.V/DEV.................................................................................................................24
3.10.Flight Mode Annunciator (FMA)................................................................24
3.11.Flags and messages..................................................................................25
4.The Navigation Display (ND)..................................................... 27
4.1.General..........................................................................................................27
4.2.ILS Rose mode.............................................................................................28
4.3.VOR Rose mode...........................................................................................29
4.4.NAV modes (Rose and Arc).........................................................................30
4.5.Plan mode.....................................................................................................32
4.6.EGPWS..........................................................................................................33
4.7.TCAS..............................................................................................................34
4.8.Chronometer.................................................................................................36
5.Engine / Warning Display E/WD................................................38
5.1.General..........................................................................................................38
5.2.Engine Parameters.......................................................................................39
5.2.1.N1.......................................................................................................................39
5.2.2.EGT....................................................................................................................40
5.2.3.N2 and Fuel Flow...............................................................................................41
5.2.4.Lever Setting......................................................................................................41
5.2.5.FOB and Flaps...................................................................................................42
6.System/Status Display – SD......................................................44
6.1.General..........................................................................................................44
6.2.Engine...........................................................................................................46
6.3.Bleed..............................................................................................................47
6.4.Cabin Pressure.............................................................................................48
6.5.Electrical System.........................................................................................49
6.6.Hydraulic.......................................................................................................51
6.7.Fuel................................................................................................................52
6.8.APU................................................................................................................53
6.9.Air conditioning............................................................................................54
6.10.Door.............................................................................................................55
6.11.Wheels.........................................................................................................56
6.12.Flight Controls............................................................................................57
6.13.Cruise..........................................................................................................58
6.14.Status..........................................................................................................59
6.15.Brakes Triple Indicator..............................................................................60
7.Flight Control Unit (FCU)........................................................... 62
7.1.General..........................................................................................................62
7.1.1.EFIS panel......................................................................................................... 64
7.1.2.Auto-Flight Control............................................................................................. 65
7.2.Airbus FCU philosophy...............................................................................67
8.Overhead Panel.......................................................................... 69
8.1.General..........................................................................................................69
8.2.Anti-ice, Lights, APU, Cabin Pressure,......................................................73
8.3.Emergency Electric Power, GPWS.............................................................74
8.4.Air conditioning............................................................................................75
8.5.Engine Manual Start.....................................................................................76
8.6.Electric Power..............................................................................................77
8.7.Hydraulic system.........................................................................................78
8.8.Fuel................................................................................................................79
8.9.Auto-Brake....................................................................................................79
8.10.Engine Start................................................................................................80
8.11.ADIRS..........................................................................................................81
8.12.Add-on menu interface..............................................................................83
9.MCDU........................................................................................... 85
9.1.General..........................................................................................................85
9.2.STATUS page................................................................................................88
9.3.INIT A Page....................................................................................................89
9.4.Wind Page.....................................................................................................91
9.5.INIT B.............................................................................................................92
9.6.FPLN page.....................................................................................................93
9.7.Duplicate page..............................................................................................96
9.8.Lateral Revision page..................................................................................98
9.8.1.Normal waypoint................................................................................................ 98
9.8.2.Hold page...........................................................................................................99
9.8.3.Airways page....................................................................................................100
9.8.4.Departure Lateral Revision.............................................................................. 101
9.8.5.Arrival Lateral Revision....................................................................................104
9.9.Vertical Revision page...............................................................................107
9.10.DIR TO page..............................................................................................108
9.11.PERF pages..............................................................................................109
9.11.1.PERF Take-Off............................................................................................... 109
9.11.2.PERF CLB...................................................................................................... 110
9.11.3.PERF CRZ and DES.......................................................................................111
9.11.4.PERF APPR....................................................................................................111
9.12.PROG pages.............................................................................................112
9.13.RAD NAV page..........................................................................................113
9.14.SEC FPLN page........................................................................................114
9.15.MCDU MENU page....................................................................................117
9.16.DATA page.................................................................................................119
9.16.1.General...........................................................................................................119
9.16.2.Position Monitor Page....................................................................................120
9.16.3.IRS Monitor Page...........................................................................................121
9.16.4.GPS Monitor Page......................................................................................... 122
10.AP/FD and A/THR logic.......................................................... 124
10.1.AP/FD modes............................................................................................124
10.1.1.Lateral modes................................................................................................ 124
10.1.2.Vertical modes............................................................................................... 125
10.1.3.Common AP/FD modes................................................................................. 129
10.2.A/THR modes............................................................................................130
10.3.FMA............................................................................................................131
11.Stand-By Instruments............................................................ 134
11.1.General......................................................................................................134
11.2.Standard Mechanical instruments..........................................................135
11.3.DDRMI........................................................................................................136
11.4.Clock..........................................................................................................137
11.5.ISIS.............................................................................................................138
12.FMGS operations – LFBO-LFMN example........................... 140
12.1.General......................................................................................................140
12.2.Pre-flight....................................................................................................140
12.2.1.INIT A............................................................................................................. 140
12.2.2.En-route routing............................................................................................. 141
12.2.3.Departure routing........................................................................................... 142
12.2.4.INIT B – Fuel settings.................................................................................... 144
12.2.5.PERF pages...................................................................................................144
12.2.6.Last checks before start-up............................................................................145
12.3.Take Off.....................................................................................................146
12.4.Climb.........................................................................................................149
12.5.Cruise........................................................................................................152
12.6.Descent.....................................................................................................157
12.7.Approach and landing.............................................................................159
13.Offsets Table ◄.....................................................................162
14.OpenCockpit's SIOC integration...........................................186
14.1.General Tab...............................................................................................187
14.2.MCDU tab..................................................................................................188
14.3.FCU, EFIS, OVHD, Misc tabs...................................................................190
14.4.Analog Axis...............................................................................................193
15.FAQ.......................................................................................... 194
1. Foreword
A320 FMGS software is a freeware solution to replicate the real Airbus A320's Flight
Management & Guidance System (FMGS) and main electronic instruments for Microsoft's
Flight Simulator®. My aim with this software is to achieve the greatest realism possible,
given the limitations of FS, my free time and my programming skills. As of this writing, the
following systems are (partially) modeled:
• FMGS
• AP/FD & FBW
• Primary Flight Display (PFD)
• Navigation Display (ND)
• Flight Control Unit (FCU)
• Multifunction Control & Display Unit (MCDU)
• Engine /Warning Display (E/WD)
• Status Display (SD)
• Overhead panel and subsequent ACFT systems
• Brakes triple indicator
• Stand-By instruments
The present guide will depict every functions implemented in the software. To do so,
I will first describe every instruments then we'll hop on-board an imaginary flight from
Toulouse Blagnac (LFBO) to Nice Côte d'Azur (LFMN), to master the FMGS operations.
DISCLAIMER:
This software is by no means related to Airbus, EADS or any affiliated group. It is

intended to use only as a recreational software together with Microsoft Flight Simulator. Do
not use as a part of training toward any kind or aeronautical certification, be it private pilot
or commercial pilot training.
This software should cause no harm to your computer. In the very unlikely event
damage occurred to your system, I won't take any liability. Use at your own risk.
I started this project to fit my homecockpit hardware. The commercial alternatives

are very expensive, their price tag is prohibitive regarding the money I want to spend on a
FS hobby.
All commands are interfaceable with hardware through FSUIPC.
If you use OpenCockpit's I/O cards, see chapter 14 for easy integration.
If you use FDS hardware (I/O cards or complete modules), you may use the FDS
module for easy integration. Check the relevant folder for more information.
If you have any questions, remarks or anything you want to say, you can do so
either via e-mail ( jeehell “at” jeehell.org) or through MyCockpit.org forums.
If you don't feel like reading the whole guide, please read at the very least the FAQ
(Chapter 15) at the end of this guide, or the First Steps Tutorial.
The use and distribution of this software in any professional environement is prohibited
without a proper licence. Check the License.txt file to know what are the rights you have
with this version.
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2. Installation and customization
2.1. Requirements
You need a PC with MS® Windows running. It has been tested successfully with
XP(32bits) and Seven (64bits), it should work with Vista, and won't work on any other OS
such as Linux, OSX, ... (unless you use some kind of windows API emulation).
The communication with Flight Simulator is based on Peter Dowson's FSUIPC
module. You'll need an up-to-date version. (At least FSX version V4.80, or FS9 V3.999).
You do not need the registered version, and for network applications, you don't need
Wideclient either, communication is done through proprietary software.
2.2. NavData
Before launching installation, you should install the navigation database. The format
used is derived from LevedlD's B767. The complete AIRAC is available from
http://www.navigraph.com. They also provide an old version for free as a trial. Take a note
of where you install the navdata, it will be used during installation process to populate the
A320 FMGS database!
2.3. Installation and updates

Simply use the installer provided. It will create all the folders needed, and help you
configure everything.
Avoid using a folder inside c:\program files !
You will be asked to choose which components you want to install. If you use
several computers on the network, launch the installer on each computer, and select
exactly which instruments/modules you need on that particular computer.
When asked for IP/Ports, use the default button if you don't know what to put in.
The navdata will be created using the folder of LevelD database (see previous
chapter). If this is the computer running the FMGS Server, it may take several minutes to
complete the database compilation, give it at least 5 minutes before seeking for help!
The installer will automatically configure a small software called Starter.exe. When
you launch (respectively close) this small application, it will automatically launch
(respectively close) all the FMGS applications installed (FMGS server, AP/FBW, PFD, etc)
on the current computer. If you're not an advance user, it is the preferred way to launch the
complete suite.
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The Starter tool also runs the updater tool, which checks online if there is any
update available. It can download directly the necessary files when a new version is
available, without you having to download the complete package again and going through
installation.
Some application will run in small windows, if they run then it means they ARE
needed, do not close them before you have finished using the FMGS.
If you're an advanced user, you may read the Advanced Users Setup guide, to help
you configure terrain data, and manually configure networking etc...
It is best to remove joystick assignments in FS and in FSUIPC as well, there can be

conflicts.
2.4. Airbus Style Fonts

Thanks to Christoph Paulus, the FMGS software comes with two fonts replicating
the Airbus style. The AirbusFMGSMCDU.ttf is dedicated to the MCDU while
AirbusFMGSScreens.ttf can be used for all other DU's (PFD, ND, E/WD and SD)
These fonts were kindly “donated” to my project, but remain the intellectual property
of Christoph. Do not redistribute them without his consent. You can contact him through his
web site www.dalpi.de.
The fonts will be installed automatically by the installer.
I really would like to thank Christoph for the work he has done!!
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2.5. Joystick axes setup / FMGS Config

It's launched automatically after installation of FMGS Server. You can of course
change it afterwards. Launch the FMGS Config.exe located in FMGS Server folder. Here
is what you should get:
This window will allow you to assign joysticks axis to the A320 controls. To do that,
simply click in the box next to the control you wish to setup, then move your joystick axis in
any direction, until it is detected automatically by the software.
You will then be prompted to calibrate the axis. Simply move your axis as asked and
click the corresponding buttons:
The slider shows the live output position the FBW will get, and the blue area shows the
neutral area.
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Concerning the THR LVRs, you can configure the detents through this window as
well. After assigning an axis to at least one of the levers, the lower part of the software
becomes active. Select in the dropdown list the LVR you want to define detents for, then
click the detent you want to set in the list on the left. Position your lever in the detent, set
an acceptable error around the detent, then click “Set”. If you leave an error of 0, or too
small according to your axis sensitivity, you will not be able to select the detent in-flight!
A good value to use is around 2% of the total lever movement.
If you use only one LVR, the software will automatically use that axis for BOTH
levers in-game.
The FLAPS axis is a bit different as well, the calibration window that will open will
ask you to set the 5 different detents for the lever. Simply put the lever in a position, then
click the corrsponding button. Again, do not forget to put a non-null error zone!
You can use SIOC axis here as well! To do that, you must have declared your SIOC
axis in SIOC Creator first (see chapter 14). Then, simply do exactly as you would with an
usual joystick!
you can also decalre Dimmer axis for the PFDs,NDs,MCDUs,SD and EWD.
FMGS Config also allows you to assign almost all hardware functions to joystick
buttons, click the “Joystick Buttons” button, and a new window will appear:
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When you push any joystick button, the corresponding joystick number and key
number will show up instead of no key selected. Then in the list to the right, choose an
action to perform. According to the action selected, you can assign it a toggle event or a
press/release event. You can also invert the push/press action.
Clicking Assign Action will save it, and Delete Action will remove it. When done,
click Finished, and don't forget to save from first screen!
Try to press one key at a time only. The last pressed/released button will be the one
selected.
We are now good to go!! You'll have to launch each instrument separately or use
the starter, as configured by the installer.
On start-up, the screens will be black, as not powered through the OVHD electric
power distribution. It doesn't mean they're not connected to the server. You can check the
actual connection to the server through the “options” window available in each instrument,
or directly on the server window.
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2.6. Auto Pilot and Fly-By-Wire

The AP/FD and the FBW is managed by an external module, located in the FMGS
server folder:
Important notice: Do not forget to launch the AP/FBW module, otherwise you won't be able
to fly the aircraft!!!!
If despite all, FBW (that is to say manual flight) is not working correctly, you can
select the “disable FBW” option. Doing so will result in loss of FBW capacities, and raw
joystick input will be directly linked to the flight governs. But this module still needs to be
running for Auto-pilot to function!
To be able to fly, you'll need to select “AP/FBW coefficients” in the drop-down menu.
By default, only PA320 coefficients are available, they should work with most single aisle
jet aircraft.
2.7. Resizing, rotating displays

You can freely move around any instrument/panel. Simply click on it and drag it
where you want.
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Each display can be resized and rotated. Make sure the “Hide border” option is not
checked in the right-click menu .Then, to resize, simply place the mouse cursor on the
contour of the instrument until the usual resizing cursor appears. To rotate a display, right
click on it then click on the direction you want to rotate (FCU, EFIS and overhead cannot
be rotated).
There are options to lock the displays position and to make them always stay on top
of other windows, again through the right click menu.
When you close the software, it stores the position, size and rotation of each
window in a file called configXXX.cfg, where XXX is the name of the instrument. If you
need to reset everything, just delete it.
2.8. Flight Simulator Aircraft

This software uses proprietary autopilot and FBW systems. They are only tuned to
the specially modded iFDG A320 package provided with the software (FS9 or FSX version
depending on your system)
2.9. EGPWS terrain data

If you wish to use EGPWS terrain display, please check the Advance User Setup
guide.
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3. The Primary Flight Display (PFD)
3.1. General View
1 3
4
6
5
• 1: Attitude Indicator (ADI)
• 2: Speed Tape QNH
• 3: Vertical speed
• 4: Altitude Tape
• 5: Compass Tape
• 6: Barometric setting.
• 7 : Flight Mode Annunciator
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3.2. Attitude Indicator

2
This is the heart of the PFD. It shows the ACFT attitude (pitch, bank, sideslip).
• 1: ACFT reference symbol.
• 2: Roll index.
• 3: Sideslip index
• 4: Pitch limits of Fly-By-Wire (FBW) (+30° and -15°)
• 5: Bank limits of FBW
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3.3. Speed Tape

3
4
10
9 12
5 3
11
6
7 13
.545 2
• 1: IAS index
• 2: Actual Mach number, shown if greater than 0.5.
• 3: IAS target. If speed target is out of scale range, then the numeric value is shown
either above or below the scale in the same color as the index.
• 4: Maximum IAS, red and black ribbon moving according to aircraft maximum
speeds (VFEs, VLE, MMO, VMO)
• 5: IAS trend. Shows the IAS to be reached in 10s if acceleration is constant.
• 6: VLS speed: this amber ribbon starts at the α-protection speed and stops at the
VLS speed (lowest selectable speed)
• 7: α-protection ribbon. Ranges from V stall to Vα-protection. If IAS drops inside this ribbon,
α-protection automatically engage and TOGA is applied.
• 8: Stall speed ribbon.
• 9: Flaps retraction speed
• 10: Next flap setting VFE
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• 11: Rotation Speed VR (not the real value shown)

• 12: Green dot, best lift/drag ratio in clean configuration.
• 13: Decision Speed V1 (not the real value shown)
3.4. Altitude indications
• 1: Actual altitude (in respect to the barometric setting)

• 2: Altitude target. If altitude target is out of scale range, then the numeric value is
shown either above or below the scale in the same color as the index.
• 3: Ground altitude ribbon
• 4: Radio altimeter value.
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3.5. Vertical Speed
The green line is an analog indicator and moves along the V/S scale .
Limits are ±2000 ft/min. The green number is the V/S in hundreds of ft/min
(here V/S is then +1100 ft/min)
3.6. Heading Tape

1
2 3
• 1: Magnetic heading index

• 2: Magnetic heading target. If target is out of scale range, then the numeric value is
shown either left or right of the scale in the same color as the index.
• 3: Actual magnetic track
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3.7. Flight Path Vector
2
The Flight Path Vector (FPV) is only shown when in Track/FPA mode (see FCU
section)
• 1: Flight Path Angle
• 2: Drift angle
• 3: Angle of attack
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3.8. Flight Director
3.8.1.HDG – V/S mode
In HDG-V/S mode, the FD shows two green bars: pitch and roll. To follow the FD
guidance, center the ACFT symbol on both bars.
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3.8.2.Track-FPA mode
FPV
FPD
In TK/FPA mode, the FD shows the Flight Path Director (aka the “Bird”). You need
to center the FPV on the FPD to achieve the correct pitch attitude, and roll in order to get
the FPD horizontal.
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3.9. ILS and V/DEV deviation scales
3.9.1.ILS trajectory deviation
1 2
3
4
The ILS scales appear when an ILS frequency is entered, either via the MCDU or
the Radio Management Panel (RMP), and the signal is received.
• 1: Localiser Course Deviation Indicator index and scale
• 2: Glidepath Deviation Indicator index and scale
• 3: Localiser magnetic course
• 4: ILS data : ID, frequency end DME distance if there is a DME co-implanted with
the GP.
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3.9.2.V/DEV
V/DEV
index
The V/DEV index appears at the engagement of descent (at TOD or on manual
activation of DES mode).
During a non precision approach, the V/DEV symbol should be a rectangle, but it's
not yet implemented.
3.10. Flight Mode Annunciator (FMA)

The FMA is a summary of FMGS mode status and will be discussed later on in the
AP/FD and A/THR section
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3.11. Flags and messages
Here are all the flags currently implemented. They appear when the corresponding
data is not available, which means that the ADIRS are not operational, check on the OVHD
to switch them on and align them.
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4. The Navigation Display (ND)
4.1. General
The ND has five modes, each representing different data:
• ILS rose mode
• VOR rose mode
• NAV rose mode
• NAV arc mode
• Plan mode
NAV arc and rose mode display the same data, but arc only shows the 90° forward
sector whereas rose modes show a 360° sector.
There are six range modes: 10NM, 20NM, 40NM, 80NM, 160NM and 320NM. They
do not affect the way data is displayed.
ND modes and range can be selected via the EFIS panel, next to the FCU.
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4.2. ILS Rose mode
4
5
3 6
• 1: Aircraft symbol
• 2: Magnetic Heading index (yellow line)
• 3: Magnetic Track (green line and diamond shape)
• 4: Ground speed, True Airspeed and Wind at the aircraft. The green arrow
represents the wind direction relative to the aircraft body.
• 5: ILS data block. Displayed only if a valid ILS signal is received on NAV1 receiver.
It shows the frequency, the magnetic track and the ID.
• 6: Glidepath deviation index and scale.
• 7: Localiser course deviation. Points toward the localiser track (automatically tuned
from database).
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4.3. VOR Rose mode
• 1: Heading target index (Autopilot)

• 2: VOR data block. Shown only if a valid signal is received from NAV receiver. It
shows frequency, course selected (via MCDU RAD NAV page) and ID.
• 3: Course Deviation Indicator. Pointing toward the selected course.
Captain ND will show NAV1 indications, FO ND will show NAV2 indications.
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4.4. NAV modes (Rose and Arc)

5
4
3
• 1: Active flight plan track. This green line is continuous if NAV mode engaged and
broken otherwise.
• 2: Active Point. The magenta number is a constraint (here below FL100)
• 3: Non active point.
• 4: Secondary Flight Plan track (if MCDU page is a SEC page)
• 5: Active point data block. It shows the name, the magnetic bearing and the
distance to the point.
• 6: Range mark.
• 7: Runway (length is at correct scale)
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• 1: Bearing pointer 1 and NAV1 data block.

• 2: Bearing pointer 2 and NAV2 data block.
• 3: Cross track error. 1.9L means the ACFT is 1.9 NM left of the FPLN track. R would
be right... (Here the aircraft is going in the wrong direction according to the FPLN)
The bearing pointers appear in all modes except Plan mode. The color is green for
ADFs and white for VORs. You can select to display them or not via the EFIS.
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4.5. Plan mode
The PLAN mode shows a map centered on the 2 nd line point in the MCDU FPLN
page. It is oriented relatively to the true north.
• 1: ACFT symbol
• 2: Map reference point and data block.
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4.6. EGPWS
When Terrain On ND is selected, the ND display (in all modes) the terrain elevation
according to the aircraft reference altitude in colors. The aircraft reference altitude is the
ACFT altitude or the altitude expected in 30s if descending more than 1000 ft/minute.
Color code:
• Deep blue: sea or ocean
• Black: 2000ft below reference altitude
• Light green: 2000 to 1000 ft below reference altitude
• dark green:
*500 to 1000 ft below reference altitude if gear is up
*250 to 1000 ft below reference altitude if gear is down
• Dark yellow: 500ft or 250ft (according to gear) below reference altitude to 1000ft
above reference altitude.
• Yellow: 1000ft to 2000ft above reference altitude
• Red: higher than 2000ft above reference altitude
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You can switch ON/OFF the EGPWS via the MCDU MENU (TERR ON ND button
on the main panel in the real ACFT), or with the corresponding FSUIPC offset (see offsets
table at the end of the guide).
4.7. TCAS
The Traffic Collision Avoidance System (TCAS) use the transponders of all aircraft
in the vicinity to detect risks of collision. It represents on the ND the position of other traffic
to help acquire a situation awareness.
It can detect traffic 40NM from ACFT position and ±9900ft from ACFT altitude.
There are four levels of risk, each represented by a different symbol on ND:
• 1: Proximate: No collision risk. Intruder within 6NM laterally and ±12000ft vertically
• 2: Traffic Advisory (TA): Potential collision risk. Estimated time of closest position
<= 40s.
• 3: Resolution Advisory (RA): real collision risk, Estimated time of closest position
<=25s
• 4: Other intruder: no risks of collision.
For each type of symbol, the number below is the altitude difference in hundred of
feet, and the arrow is the vertical trend (the difference between the two aircraft vertical
speed).
For TA alerts there is an aural warning 'TRAFFIC TRAFFIC', and if the ND range or
mode is not adequate, an amber flag appears on the ND.
For RA alerts there is an aural warning 'CLIMB CLIMB' or 'DESCEND DESCEND'

and a visual aid on the PFD vertical speed indicator. If the ND range or mode is not
adequate, a red flag appears on the ND.
When an RA or TA is over, an aural message 'Clear of conflict' is played.

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In order for the TCAS to function, you need to set your transponder on mode C, and
the TCAS on any mode besides STBY. You can do so via the MCDU MENU page.
TCAS modes are:

• STBY: TCAS doesn't provide any traffic information.
• TA: only TA alerts are provided (RA's are treated as TA's). Can be useful in some
cases such close runways, or emergency situation.
• TA/RA: all intruders displayed.
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It is possible to inhibit proximates and other intruders via the MCDU MENU page
(on the real aircraft via the transponder panel). TA's and RA's are always shown.
• ALL: Proximates and intruders are shown at all time if within ±2700 ft
• THRT: Proximates and intruders are shown only if within ±2700 ft AND a TA or RA
is present.
• ABV: Proximates and intruders are shown at all time if within +9900ft and -2700ft
• BLW: Proximates and intruders are shown at all time if within -9900ft and +2700ft
4.8. Chronometer
Both CPT and F/O NDs have a built-in chronometer. When active, it is displayed in
the lower left part of the ND:
There is only one control for it, located on the glareshield panel on the real aircraft.
In the software, you have two ways to activate it: either push C on the keyboard while the
ND window is focused, or through the FSUIPC offset 66D0 (see table).
One push starts and shows the chronometer, the second push freezes it, and the
third push resets and hide the chronometer.
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5. Engine / Warning Display E/WD
5.1. General
The E/WD, usually displayed on the upper ECAM, presents various important
information on the ACFT system.
It is divided into four parts. The upper left part part is reserved for engine
parameters. The upper right part is for fuel and flaps.
The lower two parts are for ECAM failure, warning and memo messages. For the
time being, only a few messages and C/L are displayed.
There are 2 different display for the E/WD, depending on the type of engines used.
If you use CFM, set the E/WD display to N1 aircraft configuration file.
The EPR version is just eye candy, in the sense the ATHR will still be working with
N1 values instead of EPR, but the displays should be OK. I won't detail this version until
it's more advanced.
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5.2. Engine Parameters
5.2.1.N1
The indicator shows the N1 in percentage of the maximum N1.
5
3 and 4
1
6
• 1: Analog pointer
• 2: Numeric value
• 3: Small white circle: position of Thrust lever.
• 4: Amber line: Max N1.
• 5: transient N1: difference between commanded N1 and actual N1. Only displayed
with A/THR on.
• 6: Max permissible N1: starts at 104%, it's the prohibited area of N1.
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5.2.2.EGT
This indicator show the Exhaust Gas Temperature in Celsius degrees.
1 4
• 1: Analog pointer
• 2: Numeric value
• 3: Max permissible EGT (starts at 950°C)
• 4: Max EGT (915°C)
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5.2.3.N2 and Fuel Flow
N2 is in percentage of maximum N2.

Fuel flow is in kg/hour.
5.2.4.Lever Setting
It shows the Thrust rating mode according to levers position, and the maximum
%N1 value A/THR can deliver when in that position. If the levers are not in a defined notch,
only the numerical value appears.
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5.2.5.FOB and Flaps
The FOB (Fuel On Board) shows the total fuel on-board in kg.
The Flap indicator shows the flaps (F) and slats (S) settings. The green triangles
show the actual position. The blue ones the selected position (via pedestal lever), they
disappear when selected and actual positions match.
The text below the indicator is the selected flaps position. It's green when selected
and actual positions match, and blue when flaps/slats are in transit.
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6. System/Status Display – SD
6.1. General
The SD is usually displayed on the lower ECAM, on the main panel. It displays
information on most aircraft system, through a set of system pages, in a total of 12 pages.
Here is a list of the pages, with the corresponding keypress to access it (with SD page
focused):
• Engine (E)
• Bleed (B)
• Cabin pressure (P)
• Electric power (L)
• Hydraulic (H)
• Fuel (F)
• APU (A)
• Air conditioning (O)
• Doors (D)
• Wheels/landing gear (W)
• Flight controls (G)
There are additional keyboard shortcuts for this window:

• Y and U respectively arms and disarms the ground spoilers
• T is the TO configuration Button on the ECAM control panel (ECP, located on the pedestal)
• R is the RCL button on the ECP
• BACKSPACE is the CLR button on the ECP
• DEL is the EMER CANC button on the ECP
The selection of a page can be either manual or automatic. By default, it's

automatic, and the page displayed depends on the flight phase, and aircraft configuration.
To manually select a page, push the key as in the list above. To get back to
automatic selection, push the same key again. If a page is displayed as a result of a
failure, you cannot manually override it to display another system page.
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The description of the pages in this chapter is intended to remain brief. Almost every
indicators and labels are modeled. For an in-depth description of SD pages and aircraft
systems, I suggest you read material such as FCOMs (see www.smartcockpit.com ).
The display is usually organized like in this picture:
• 1: System Page: varies according to the selected page (either automatically or

manually)
• 2: Permanent data. Shows the Total and Static Air Temperatures (TAT & SAT), the
G-load, UTC time, and the Gross Weight (GW) if weight data has been entered in
the MCDU.
Now let's see each page independently.

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6.2. Engine
This page show various information for each engine, in addition to the EWD.
6
2
• 1: Fuel used in kilograms

• 2: Oil quantity, in %, for each engine
• 3: Oil pressure in PSI
• 4: Oil temperature in Celsius degrees
• 5: Start valve position (here closed)
• 6: N1 fan vibrations.
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6.3. Bleed
It displays the status of the air bleed system.
7
8
6
9
3
10
2
• 1: High Pressure valve

• 2: Engine Bleed valve
• 3: Engine bleed pressure and temperature
• 4: Pack flow control valve, and flow indicator
• 5: Pack compressor outflow temperature
• 6: Pack By-pass valve
• 7: Pack outlet temperature
• 8: RAM air valve
• 9: X-Bleed valve
• 10: APU bleed valve
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6.4. Cabin Pressure

It displays the cabin pressurization system status.
2
4
• 1: Landing runway elevation, either selected manually or automatically (cf

overhead)
• 2: Pressure ΔP (PSI)
• 3: Cabin vertical speed in ft/min
• 4: Cabin altitude (feet)
• 5: Safety valve
• 6: Packs status
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6.5. Electrical System

This page shows the electric power generation and distribution to the different
buses.
8
7
5
4
9
3
2
10
• 1: Normal electric generation status (Voltage, load and frequency). Engine1 &2
generators, APU electric generator and ground power.
• 2: AC buses 1 & 2
• 3: AC essential bus
• 4: Transformer Rectifier 1 & 2
• 5: DC essential bus
• 6: DC buses 1 & 2
• 7: DC battery bus
• 8: Batteries 1 & 2 voltage and current
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• 9: Essential TR and Emergency Generator

• 10: Galley Shed, if a part of the commercial equipment is shed to save electric
power.
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6.6. Hydraulic
This page shows the hydraulic system status.
2 7
3
4
• 1: Hydraulic fluid pressure in G, B & Y circuits

• 2: Power Transfer Unit (PTU)
• 3: RAT driven electric pump
• 4: Hydraulic pumps
• 5: Fire valve
• 6: Hydraulic fluid quantity
• 7: Yellow electric pump
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6.7. Fuel
This page displays the fuel system status.
3
4
9
10

• 2: Engine LP fuel valves
• 3: Fuel On Board in kilograms
• 4: APU LP fuel valve
• 5: Fuel X-feed valve
• 6: Wing tanks fuel pumps
• 7: Center tank fuel pumps
• 8: Outer wing tanks fuel quantity
• 9: Inner wing tanks fuel quantity
• 10: Center tank fuel quantity
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6.8. APU
This page shows the Auxiliary Power Unit status.
4
1
5
2
6
• 1: APU electric generator status

• 2: APU fan N in percentage of maximum N
• 3: APU Exhaust Gas Temperature in Celsius degrees
• 4: APU bleed valve
• 5: APU bleed air pressure in PSI
• 6: APU flap indication (appears if flap open only)
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6.9. Air conditioning

This page shows the air conditioning status.
1
2 7
4
8
9
6
• 1: Cockpit, forward & aft compartments actual temperature (°C)

• 2: Cockpit, forward & aft compartments desired temperature (°C)
• 3: Trim air valves position
• 4: Forward & aft cargo compartments actual temperature (°C)
• 5: Forward & aft cargo compartments desired temperature (°C)
• 6: Cargo trim air valves
• 7: Cabin hot air valve
• 8: Cargo isolation valves
• 9: Cargo hot air valve
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6.10. Door
This page shows the status of cabin & cargo doors.
• 1: Forward doors
• 2: Emergency escape doors and slides arming indication
• 3: Aft doors
• 4: Cargo door
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6.11. Wheels
This page shows the status of the landing gear, the brakes and the spoilers.
• 1: Landing gear & gear bay doors status

• 2: Brake temperature
• 3: Autobrake Ready indication
• 4: Autobrake status
• 5: Spoilers indication. Here fully retracted.
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6.12. Flight Controls

This page shows the position of the flight controls, as well as the functioning of
relevant hydraulic circuits.
• 1: Speed brakes. Here, left SBs are retracted and right SBs are extended.
• 2: L & R Ailerons and corresponding hydraulic circuit (Blue and Green)
• 3: Pitch Trim and hydraulic circuits (Green and Yellow)
• 4: Elevators and hydraulic circuits (Green, Blue and Yellow)
• 5: Rudder and hydraulic circuits (Green, Blue and Yellow)
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6.13. Cruise
This page shows a summary of engine, air conditioning and pressurization status.
1 5
3
7
4

• 2: Oil quantity in percentage
• 3: ΔP in PSI
• 4: Cabin compartments temperature
• 5: Engine N1 vibrations
• 6: Landing elevation in feet
• 7: Cabin vertical speed Ft/min
• 8: Cabin altitude in Ft
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6.14. Status
This page shows information about the status of the aircraft after failures occurred.
The left part contains procedures as well as operational information. The right part
shows which system are declared inoperative.
If there many lines displayed that an overflow occur (green arrow at the bottom of
the vertical white line), you can browse through successive pages with the CLR key The
STS key will then put the first page back on.
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6.15. Brakes Triple Indicator

This is not so to speak part of the SD, but since it's located near the lower ECAM, I
decided to implement it in the same executable. You can open it via a right click on the SD,
then “Show Brakes”.
• 1: Brakes accumulator pressure.

• 2: Brakes pressure applied. They'll show the pressure only if the brakes are
powered by the yellow hydraulic circuit (in case of G failure, or ALTN braking law).
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7. Flight Control Unit (FCU)
7.1. General
The FCU is located on the glareshield. It is one of the main interface between the
pilots and the FMGS, along with the MCDU. The real unit has 3 panels: 2 EFIS on each
side (CPT and F/O) and the autoflight control.
You can launch the FO EFIS separately, it's logic is the same as the captain one. The two
EFIS are independent, they act on the corresponding PFD and ND. QNH values are
independent as well.
EFIS AutoFlight Control
The software logic implemented regarding switches ans selectors is quite intuitive:
• Simple switches are pushed with a single click (left or right).
• Rotary encoders (HDG, SPD, ALT, VS and QNH) :
▪ turn with the mouse-wheel.
▪ Push with left click
▪ Pull with right click
• Rotary switch (ND modes and range):Turn with left (clockwise) and right (anti
clockwise) click.
• You can click the text next to rotaries or NAV selectors to select what you want
directly (i.e. click on 'ARC' to set ND in ARC mode, on 'inHG' to set QNH in inHG, or
on 'ADF' to set nav pointers to ADF.)
Response is not necessarily immediate (network and FSUIPC delays issue), so

don't triple or quadruple click...
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The Master Warning and the Master Caution push-buttons located on the glare
wings are not displayed, but functionnal.
If you disconnect the AP throught the FCU buttons, the cavalry charge will sound
until you press the MW button!!
In the same way, if you disconnect A/THR through the FCU button, a single chime
will sound and an ECAM alert will show up on E/WD. If THR levers are in CL gate, the N1
value delivered by the FADEC will be locked, shown by an amber “THR LK” on the FMA.
To remove the ECAM messages, you have to push the MC push-button. To unlock the
thrust, you have to move the THR levers out of the CL gate.
The standard way to disconnect the AP and A/THR:

• AP: red “Take Over button” located on both sticks, shortcut “A”
• A/THR: red “Instinctive Disconnect button” located on both THR levers
shortcut “T”.
The MW and MC buttons are available in the offset list, and via keyboard shortcuts
as well when FCU window is focused:
MW: “W”
MC: ”C”
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7.1.1.EFIS panel
8
1
7
3
5
4
• 1: Additional ND data display: (only one can be engaged)

◦ CSTR: shows constraints in magenta next to flight plan points
◦ WPT: shows fixes that are not in the FPLN
◦ NDB: shows NDBs that are not in the FPLN
◦ VOR: shows VORs that are not in the FPLN
◦ ARPT: shows airports
• 2: ND range selection
• 3: ND mode selection
• 4: ND bearing pointers selection
• 5: ILS scales on PFD
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• 6: FD bars or FPD on PFD

• 7: Switch barometric pressure between standard (pull) and QNH (push) setting
• 8: QNH displays, in mb or in.Hg. If set to standard, it reads “STD”
7.1.2.Auto-Flight Control
2 8
4 15 6
1
3 7
11 5
16 9
12 14 10
13
• 1: SPD/MACH switch: click to switch between SPD and Mach mode

• 2: Speed display: shows selected speed or mach number if in selected mode,
otherwise shows dashes '---' and white dot next to it shows up.
• 3: Speed controls:
◦ Pull to enter selected speed modes
◦ Push to enter managed speed modes
◦ Mouse-wheel change value by 1 knot or 0,01 mach number
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• 4: Heading display:shows selected heading or track if in selected mode, otherwise

shows dashes '---' and white dot next to it shows up.
• 5: HDG controls:
◦ Pull to enter selected lateral modes
◦ Push to enter managed lateral modes
◦ Mouse-wheel to change value by 1°
• 6: Altitude Display: displays altitude selected. Even in managed mode, you need to
select an altitude, the managed mode will only manage the vertical profile up(or
down) to the selected altitude (which should always be the ATC cleared altitude).
When in managed mode, the white dot shows up.
• 7:Altitude controls:
◦ Pull to enter selected vertical modes
◦ Push to enter managed vertical modes
◦ Mouse-wheel change value by 100ft or 1000 ft.
• 8: Vertical speed display: Shows the selected vertical speed / Flight Path Angle or
dashes '-----' if vertical mode is either managed or OP CLB/DES
• 9: V/S controls:
◦ Level off: push
◦ VS: pull to enter V/S mode
◦ Mouse-wheel change value by 100 ft/min or by 0.1°
• 10: APPR button: click to engage the approaches modes (LOC or G/S if ILS
approach entered in FPLN, APP-NAV / FINAL modes if non precision approach
selected).
• 11: LOC pushbutton: arm/disarms LOC only mode
• 12: A/THR pushbutton: arms/disarms A/THR. To disarm/disengage ATHR, use the
instinctive buttons (located on the THR levers on the real ACFT)
• 13: AP1 & AP2 pushbuttons: engage/disengage auto pilot. To disarm/disengage
ATHR, use the instinctive button (located on the stick on the real ACFT)
• 14: EXPED pushbutton: engages expedite mode (green dot in climb, VNE/MMO in
descent)
• 15: HDG / TRK selector: click to switch between HDG-V/S and TRK-FPA lateral
modes. The corresponding modes show up above HDG and VS displays.
• 16: Metric ALT switch (to toggle the display of altitude in meters on PFD and SD).
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7.2. Airbus FCU philosophy

The FMGS Guidance part is controlled via the Auto Flight Control panel.
Selected mode means the pilots decide of the trajectory of the ACFT whereas
Managed means the FMGS computes the trajectory according to the FPLN entered via the
MCDU.
On the real airbuses, the selectors for SPD, HDG and ALT are push/pull rotating
knobs. To enter selected modes, you'd pull toward you to be in control. To enter managed
modes, you'd push toward the FCU to give the ACFT control.
You can read more about selected/managed, guidance & management in the
AP/FD and A/THR section.
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8. Overhead Panel
8.1. General
The overhead panel is the main pilot/aircraft interface concerning the aircraft
systems such as bleed air, electric power or hydraulic circuits. It is divided in smaller
groups of switches, push-buttons, indicators, etc, according to the concerned system.
For the sake of readability over a computer screen, I decided to divide the overhead
panel in two, which we'll call the lower & upper overhead panels (please note the upper
OVHD here has nothing to do with the circuit breakers panel on the real A320).
The lower panel is launched whenever you launch the overhead software. If you
close this panel, the software will close as well. You can fire up the upper panel with a right
click on the panel then “Show upper OVHD”. Both panels are resizeable, and position/size
will be stores for next start-up.
The main type of switch is the “korry”. It's a pushbutton with one or two leds built-in.
Usually, the lower part is the sate of a function. Depending on the korry, the light will come
up only if it's ON (in blue) or OFF (in white). The upper part indicates if the function is faulty
(amber or red LED) or available (green LED). The upper part is not always present.
Korry
There are 2 or 3 positions switches such as this one for the strobe light:
You can choose the position you want by clicking on the label directly. So for
example, if you want to set the strobe light to automatic mode, just click the “AUTO” label
to its right (red arrow).
The same principle goes for the rotary buttons, only you can as well directly click left
or right on it, to respectively turn clockwise and counter-clockwise the button.
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Click the
labels
Or left/right click
the rotary
Some of the rotaries (such as cabin temperature or landing levation), won't move
even if clicked. To see the value selected, just move the mouse cursor over the rotary and
a small label with the value will appear.
On the upper OVHD, you can show two additional panel, which are not placed on
the OVHD on the actual aircraft. They are the AutoBrake panel and the Engine start panel.
Since my software simulates the real operations of engine start and autobrake, it seemed
necessary to have those controls in handy. However, if you prefer to only use the FSUIPC
offsets, you can hide them via the options window of the overhead panel (accessible via a
right click on the lower OVHD).
Some switches are guarded, you can only operate them when unguarded. To do so,
simply click on the cover. To guard the switch back, simply click on the remaining visible
part. If you use the FSUIPC offsets, guarded/unguarded state is ignored.
The gray spots where you can imagine there is a korry will maybe be filled later on...
Please note that when you launch the OVHD, it will default to cold and dark mode,
meaning the engines will stop running, and all sources of power are shut (electric and
pneumatic). In that state, all korryes and indicators are switched OFF. It looks close to the
OVHD status when in-flight and everything is working correctly, except that the battery
voltage displays are OFF as well. Everything remains off until you connect EXT PWR, or
you switch one battery ON.
Lower overhead
Upper Overhead
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8.2. Anti-ice, Lights, APU, Cabin Pressure,...

All those functions are located on the same sub-panel:
To operate the wing or engine anti-ice systems, simply click on the corresponding
korry. The blue light will illuminate.
Probe/Window Heat activates the windshield heating and the various probes (Pitot,
AoA, TAT, etc). When on AUTO mode (no light), the heating is automatic, and will be on as
long as the aircraft is in the air. If ON (blue ON), the heating will be on even on the ground.
The exterior lights and interior signs are quite simply operated, click the labels. For
the right side landing light, you have to click on invisible spots, placed in the same way as
for the left side one. Please, do not use FS standards FSUIPC offsets for lights, only those
I provide.
To operate APU, if starting condition are met, you first have to turn ON the master
switch, then push the start korry. When APU power is available, the green AVAIL label
comes up.
Cabin pressure is managed either automatically, or manually. If you want to use
automatic mode, make sure MODE SEL korry is not illuminated. You can select the landing
elevation with the rotary (eihter automatic by clicking AUTO label, or manually with
left/right clicks). If you want to control pressure manually, make sure MAN is illuminated,
then select the cabin climb rate by clicking and maintaining mouse button down on the up
or right label of MAN V/S CTL. This switch is spring-loaded to neutral position. There are
two different calculators managing pressurization, you can switch by maintaining MODE
SEL button pushed down 10 seconds.
Other functions are not yet modeled.

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8.3. Emergency Electric Power, GPWS
The emergency electric power is produced by a generator driven by the Ram Air
Turbine (RAT). The RAT automatically deploys in flight when all other generators are lost.
To manually extend it, unguard the red switch and push the korry. The RAT cannot be
stowed in flight, it needs maintenance actions on the ground. The korry to the left is not
pushable, it simply shows the status of the emergency generator. EMER GEN TEST is not
operational.
The GPWS korrys arm/disarm the following system (from left to right):
• SYS: Overall GPWS
• G/S MODE: “glideslope” announcement
• FLAP MODE: “too low flaps” announcement
• LDG FLAP 3 : if landing configuration is flap 3 and not flaps full, then arm this korry
to avoid unnecessary warnings on final approach.
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8.4. Air conditioning
This panel allows the management of bleed air, used for air conditioning and engine
starting.
Bleed air can be obtained from different sources:
• GND HP: if on the ground, and engine bleeds are not available (click GND HP label
to activate, or see the add-on menu)
• APU bleed: if APU is running
• ENG1 & 2 bleed, if corresponding engine is running.
The bleed air is then used either to feed the start valves, or the PACKs, which are
compressors to cool air, then thus regulating cabin temperature.
The X-Bleed valve is used to provide bleed air to one side if not available on the
other (example: APU bleed to feed engine 2 start valve). Three positions: Shut, Auto or
open.
You can select the flow of the PACKs with the PACK FLOW rotary. You can select
target temperature in the cabin with the three rotaries labeled COCKPIT, FWD CABIN and
AFT CABIN. They are not animated. To select the temperature, you can click on the cold
(18°C) or hot labels (30°C), or the green arrow (24°C). To select intermediate
temperatures, left or right click to respectively increase/decrease temperature by 1°C.
HOT AIR opens/closes the hot air valve, used to regulate the cold air coming from
the PACKs.
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This panel controls the temperature in the cargo hold compartments. Temperature is
selected in the same way as the cabin compartments. The korrys control the cargo hot air
valve and the isolation valves.
8.5. Engine Manual Start
These guarded korrys are used to start the engines manually, see later on.
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8.6. Electric Power
This panel is used to manage electric generation and distribution. Use the GEN1&2,
APU GEN to produce electricity with engines or APU running. Use EXT PWT to use
electricity coming from a ground generator plugged in, possible only on ground (…) if
AVAIL light is on (ground connection via the Add-on menu, see later on).
BUS TIE and AC ESS FEED are used to modify distribution of power between
generators and AC buses.
GALLEY is used to shed commercial equipment when the generators cannot
provide enough power to meet the load of essential aircraft equipment.
BAT 1 & 2 are used to connect the batteries to the DC BAT BUS. Batteries remain
connected to DC ESS BUS or the static invertor even if selected OFF. The LCD windows
show batteries voltage.
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8.7. Hydraulic system
There are 3 hydraulic circuits on the A320 family:

• Green: pressurized thanks to the ENG 1 Pump
• Blue: pressurized by an electric pump, or an emergency pump, powered by the RAT
• Yellow: pressurized thanks to the ENG 2 Pump, or an electric pump
In case of low pressure in green or yellow circuit, the Power Transfer Unit (PTU) can
pressurize the two simultaneously (on ground with one or no engine running or pump
failure in flight).
You can extend the RAT, here as well, via the red guarded switch.
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8.8. Fuel
This panel manages the fuel pumps and the fuel X-bleed. If all pumps are ON and
MODE SEL is not MAN, then pumps are operated automatically by the aircraft. Otherwise,
the center pumps are operated.
X-Bleed allows fuel from one side to feed the opposite engine.
8.9. Auto-Brake
Located on the main instrument panel on the actual aircraft, it controls the auto-
brake and anti-skid systems.
Click the korrys to select the level of autobrake desired (push twice to deactivate
autobrake). The A/SKID switch is straight forward...
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8.10. Engine Start
To start an engine automatically:

• Make sure start valve has pressure
• Select MODE IGN/START
• Select MASTER switch ON
To start an engine manually:

• Make sure start valve has pressure
• Select MODE IGN/START
• Select ENG MAN START ON on lower OVHD
• Select MASTER switch ON when N2>20%
The fuel LP and HP valves are operated automatically. To abort start or stop an
engine, select MASTER switch off.
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8.11. ADIRS
• 1: LCD display
• 2: Display data selector
• 3: System selector
• 4: Battery usage light
• 5:IRs status lights
• 6: IRs mode selectors
• 7: ADRs korries
This panel is used to control the ADIRS: Air Data Inertial Reference System. The
ADRs send Air Data (I.e. IAS, altitude and attitude) to the PFDs. You need to switch at
least ADR1 or 3 for the captain side, and ADR2 or 3 for the FO side.
The IRs provide inertial data (i.e. latitude/longitude and heading) to the PFDs and
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NDs. Again, IR 1 or 3 is necessary for CAPT side, and IR 2 or 3 for the FO side.
To work correctly, the IRs need to be “aligned”. To do so, you must put the IRs mode
selector on NAV, then the “ALIGN” light comes on. When it comes off, the corresponding
IR is aligned. Full alignment takes around 10 minutes. There is a fast alignment feature,
which takes only 30s. To do so, when on NAV, switch back to OFF then NAV again in less
than 5 seconds. (Fast alignment is always possible, unlike on the real ACFT).
The ATT mode is not yet fully functional, the ADIRS will only provide Air data. Later
on, it will be possible to enter manually the HDG when in ATT.
The keyboard is not working either, and the only way to initialize the IRS position is
via the INIT page on the MCDU (“ALIGN IRS” prompt). It is not possible yet to change the
value of LAT/LON through the MCDU, so the real LAT/LON is always used and there won't
be any drift for the time being.
The LCD displays shows various information on the ADIRS, according to what you
selected via the Data selector (2), and the System selector (3).
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8.12. Add-on menu interface

Some options are only related to ground handling, such as connection of ground
HP, ground PWR and stowing of the RAT. To simulate ground crew communications, the
software adds 3 items in the Add-on menu in the FS tool bar:
• Of course, “Start IVAP” and “FSUIPC” items are not related to the FMGS software...
• EXT PWR connects/disconnects the external electrical power
• GND HP connects/disconnects the ground high pressure supply
• RAT stows the ram air turbine (even in flight unrealistically)
It seems there is a bug, which prevents the menu to populate. If you miss an item in
the menu, try closing down the overhead software and launch it again 30s later.
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9. MCDU
9.1. General
The Multifunction Control & Display Unit (MCDU) is the heart of the Management
part of the FMGS. The original unit looks like this:
1 2
3
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• 1: Left Selection Keys: LSK

• 2: Right Selection Keys: RSK
• 3: Alphanumeric keyboard
• 4: MCDU pages selection
The MCDU face as currently modeled:
You can either simply use your own keyboard (see table next page)), while making
sure the MCDU window is focused ( i.e. click on it...), or you can as well use FSUIPC
offsets, which are available for every buttons on the MCDU (see offsets table).
Both CPT and FO MCDU are available, and are independent.
All keys are effective except the ATC COMM one.
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You can hide the keyboard to only display the screen via a right click then “Display
only option”.
The MCDU programming consist in filling a succession of different pages, each
representing different aspects of the flight we want to conduct. Let's see every pages
individually.
➢ As long as we talk about the MCDU, the line showing “INIT” on next picture
will be the Title Line. The CO RTE line is the left Caption 1 and the empty line
right below is left line 1, which we'll respectively name LC1 and L1.
Incidentally, we'll have LC1 to LC6 and L1 to L6
The line below L6 is called “Srcatchpad”. Every data you want to enter will be
written here before you assign it to a line via the LSK or RSK.
➢ The orange squares are fields that need to be filled for a correct setup of the
flight plan.
➢ Blue text usually is data that can be modified to fit the actual conditions of the
flight. Green text is calculated and cannot be changed.
Keyboard table:
Input Action
A-Z A-Z
0-9 0-9
+ + (if pushed twice, it'll output a -)
- -
/ /
F1-F6 LSK1-LSK6
F7-F12 RSK1-RSK6
Arrows (without Shift and Ctrl key down) Arrows
Shift + Arrows Resizes the display
Ctrl + Arrows Moves the display
Shift + F1 through F6 First line of Page keys
Shift + F7 through F12 Second line of Page keys
Shift + O Overfly
Shift + B or D BRT or DIM
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9.2. STATUS page

This is the page that shows up when you launch the MCDU. You can bring it up
anytime through the DATA page.
It shows some information on the aircraft type (as declared in the aircraft.cfg file in
your FS folder) and the navdata used. For the moment, only one database can be
installed.
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9.3. INIT A Page

This page is brought up by pressing the INIT key on the MCDU. It asks for the basic
information about the FPLN.
• R1 is where you enter departure and arrival airports. Syntax is ABCD/WXYZ where
ABCD is the departure ICAO code and WXYZ is the arrival ICAO code.
• L1: CO RTE: Input the saved route name here to load it. See MCDU Menu Page to
save Company Routes.
• R2: empty.
• L2: ALTN/CO RTE: Either enter the ALTN ICAO code, or “/”+CORTE from arrival to
ALTN. Not mandatory.
• L3: FLT NBR: input here your flight number (ex BAW31CE, or AF905HI).
• R4 and L4: longitude and latitude (cannot be changed)
• R5: push RS5 to prompt the winds page.
• L5: Cost index input. The value entered here doesn't have an effect on vertical
profile yet.
• R6: Tropopause altitude. By default 36090ft, you can change it but no effect on
flight profile.
• L6: Cruise flight level has to input here. The number after the “/” automatically
updates to predict temperature at cruising altitude, according to tropopause altitude.
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If a FROM/TO couple is entered, “ALIGN IRS” in R3: push the RSK3 to initialize the
IRS and display all attitude and position data on PFD and ND (if ADIRS are ON and
alignment is finished).
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9.4. Wind Page
Only the climb wind page is modeled for the moment and it is pure eyecandy: it
doesn't have any effect on flight profile. This page is accessed via INIT A page.
• L1 to L5: enter different winds for different altitudes. Syntax: XXX/YY/ZZZ where
XXX is true wind direction, YY is wind speed in knots and ZZZ is a flight level
(1000ft is thus FL10)
• R5: no effect.
• L6: cancel any new value entered and back to INIT A page.
• R6: Accepts new values entered and back to INIT A page.
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9.5. INIT B
Also called INIT Fuel Prediction. Once a route has been entered, you need to enter
here fuels values in order to initialize fuel calculations. INIT B is accessed on ground via
Right or Left arrow when INIT A is shown. (the arrows in title line indicate you can switch
pages).
• L1: Input Taxi time in tons.
• R1: input here the ZFWCG (Zero Fuel Weight Center of Gravity) and the ZFW (Zero
Fuel Weight in tons). Syntax:
◦ ZFWCG/ZFW if you want to change both
◦ ZFWCG or /ZFW if you only want to change one.
◦ You can get them from “ground handling” if you click RSK3.
• L2: flight plan fuel in tons and in time. 2.2/0027 means the flight plan route will need
2.2 tons of fuel and will last 00h27min, without any reserve.
• R2: Total fuel before start-up, in tons. You can uplink it via RSK3
• L3: Route fuel reserve: input a percentage of route fuel to consider as reserve fuel.
You can only input a percentage, but the MCDU calculates the equivalent in tons.
Here, reserve is 0.1 ton, which is equivalent to 5% of route fuel.
• R3: Use RSK3 to get ZFWCG, ZFW and block fuel via datalink.
• L4: Alternate route trip fuel and length.
• R4: Take Off Weight as calculated the following way: TOW = ZFW + block – taxi
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• L5: Final reserve. Input syntax: XXYY where XX is hours and YY minutes. Even if
there are zeroes, input four number (ex: 0030 for 30 minutes). The number shown
before reserve time is weight equivalent in tons (here 2.4 tons for 30 mlinutes
reserve).
• R6: Landing Weight as calculated following way: LW = TOW – RTE
• L6: Extra fuel in tons and time (here 13.5 tons, 09 hours 35 minutes).
Extra = block – taxi – trip – RTE – RSV – ALTN
9.6. FPLN page

This page is where the flight plan route is entered, including SID, STAR and
approach procedure. It can be accessed via FPLN key on MCDU.
2
1
Lines 1 to 5 show points.

• 1: Overfly point
• 2: Altitude constraint (magenta if met, amber otherwise)
• 3: Speed constraint (magenta if met, amber otherwise)
L6 shows destination predictions (time of arrival, distance to go and estimated fuel
on board).
A normal flight plan has more than 5 points, so you can scroll through all points via the
vertical arrows:
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DN
arrow
UP
arrow
L6 is reserved for destination airport. When on the ground, and FPLN hasn't been
scrolled down, L1 shows departure airport.
To add a waypoint, enter the name of the waypoint (VOR, NDB, fix) in the
scratchpad, then push the LSK adjacent to the point you want to insert the waypoint
before:
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If you push LSK next to AMFOU, here is what will happen:
The line labels between two points show the magnetic track and the distance in
nautical miles between the two points.
The numbers on the right are the speed and altitude profiles at each point, in knots
and feet. They are shown only when calculation is possible when weight and speeds data
are input.
If nothing is entered in the scratchpad, pushing a LSK will prompt the Lateral
Revision page, and a RSK will prompt the Vertical Revision page. If an airport is displayed
on the corresponding line, RSK won't have any effect.
If the points characters are displayed in yellow color, the plan shown is the
“Temporary FPLN”, and is not the active FPLN, but a preview of the modifications done to
the FPLN. The ND shows the related route with a yellow dashed line. To enter the revised
TPY FPLN, click the RSK6. To cancel the TMPY FPLN, press the LSK6 (once to undo last
revision, or twice if more than one revision has been made).
➢ To delete a waypoint, push CLR button then the adjacent LSK.
➢ You can as well add a waypoint with latitude and longitude, place/bearing/distance
or place-bearing/place-bearing. Syntax is:
✔ LAT/LON where:
▪ LAT starts with the letter N or S (North or South) then one or two digits for
degrees of arc then two digits for minutes of arc, and eventually a decimal
part for minutes of arc.
▪ LON starts with the letter E or W (East or West) then one to three digits for
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degrees of arc then two digits for minutes of arc, and eventually a decimal
part for minutes of arc.
Example: N4401.8/E00715 stands for 44°0.8' North and 007°15' East
✔ Place/bearing/Distance: where :
▪ Place is the ID of a VOR, NDB or FIX
▪ bearing is the bearing in degrees
▪ distance is the distance in nautical miles
Example: AZR/090/5 is the point 5NM east of AZR VOR.
✔ place1-bearing1/place2-bearing2 where:
▪ place1 is the ID of a VOR, NDB or fix number1
▪ bearing1 is the bearing from place1
▪ place2 is the ID of a VOR, NDB or fix number2
▪ bearing2 is the bearing from place2
Example: CGS-090/AZR-180 is the the crossing between the 090° radial
from CGS and the 180° radial of AZR.
Whenever you make a modification to the active FPLN, the FPLN page will change
to the TEMPORARY FPLN page. The waypoints will be shown in yellow to mark the
difference. Before the modifications you made become active, you can review them on the
MCD and on the ND. When happy with all mods, you can insert the TEMP FPLN (RSK6),
and it will become the active FPLN (green).
9.7. Duplicate page

If you insert a waypoint ID (VOR, NDB or fix) which corresponds to several points
worldwide, the next page is prompted:
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It lists the five nearest points, in increasing distance from ACFT. To select the
desired waypoint, push the adjacent LSK.
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9.8. Lateral Revision page
9.8.1.Normal waypoint
Accessed via LSK 1 to 5 in FPLN page. This page allows you to modify the lateral
trajectory from the selected point.
• L3: Push LSK3 to add an holding circuit at the selected point.
• R3: enter a new waypoint in the scratchpad then push RSK3 to add that waypoint
AFTER the selected point.
• L4: activates the ALTN FPLN, starting at the active point.
• R4: Enter ICAO code to start diversion to that airport. The FPLN will be deleted
after the selected point, and the destination airport will change.
• R5: click RSK5 to enter the airways page, to follow airways to another point.
• LSK6 to go back to FPL page.
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9.8.2.Hold page
Accessed via preceding page. It allows you to add an holding pattern at a point with
desired characteristics.
• L1: inbound magnetic course toward holding fix.
• L2: direction of turns. R for right and L for left.
• L3: outbound track length, either in time or distance:
◦ input XX.X for time in decimal minutes
◦ input /YY.Y for decimal nautical miles.
• Press RSK6 to insert the holding pattern, or LSK6 to cancel.
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9.8.3.Airways page
This pages is accessed via lateral revision page. It allows you to add to the flight
plan several waypoints from airways easily.
• First, enter an airway which connects at the selected revision point, and push LSK1.
• Then, you can successively enter airways which connect with the preceding one,
via LSK 2 to 5. The connecting point between two AWY is automatically entered in
R1 to 4.
• Once you have selected all the AWYs you need, enter the last waypoint of the last
AWY via the RSKs1 to 5 (according to the number of AWYs used).
In the screenshot above, AWY UM733 was entered, then UN871. Those two
connect at GIPNO point. We wanted to exit UN871 at OMASI, so we entered it in R2 line.
When you are happy with the AWYs entered, push RSK6 to accept the route, or
LSK6 to get back to lateral revision page.
All the points along the selected AWYs to the last point are automatically entered in
the FPLN (in our example, all points between BARSO and OMASI, on UM733 then
UN871):
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9.8.4.Departure Lateral Revision
In FPLN page, if L1 displays the departure airport, pushing LSK1 prompts this page.
Push LSK1 again to access departure RWY selection page:
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The first line shows dashes if it's the first time this pages is accessed during
preflight. The lines 2 to 5 show the available runways at departure APT, with length in
meters, ILS frequency and course if available.
If a RWY and SID had previously been selected, the next page shows up instead
with green characters in line1:
To select a RWY simply push the LSK adjacent to it. If more than 4 RWYs are
available, you can scroll with vertical arrows. When selecting a runway, it prompts you
automatically to the SID selection page:
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In the same way, you can select the desired SID via LSK 2 to 5 and scroll with
vertical arrows if more than 4 are available. When selected, the arrow before the SID
name disappears (here BODRU 4E SID was selected):
The line 1 updates, and if for that particular SID transitions are available, you can
select one with the RSK1 to 5 (here none are available). Once everything is selected and
verified, push RSK6 to insert the SID in the FPLN.
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9.8.5.Arrival Lateral Revision

In FPLN, pushing LSK6 prompts the next page:
From that page you can access the STAR and approach selection pages. Pushing
RSK1 prompts the approach selection page:
Select the desired approach with LSK 3 to 5. You can scroll if more than 3 are
available, using the vertical arrows keys. Each procedure is for ONE RWY only, and the
length in meters, as well as ILS data (if available) are displayed. Clicking the desired LSK
prompts the STAR selection page:
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The available STARs are selectable with LSK 3 to 5. To connect a STAR to the
approach procedure, you may need to add a “VIA”. To do so push the LSK2:
Note:The VIAs available depend on the approach procedure selected, and in fact
connect the IAF to the final segments of the approach procedure. The STARs connect the
en-route phase to the IAF.
Select the VIA you need via LSK 2 to 5. Doing so will prompt you back to STARs
selection page. You can chose 'NO VIA' if you don't need any VIA. Some approach
procedures can come without any via.
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Once you've selected your VIA (or no VIA) and your STAR, you might have to chose
between STAR transitions, in the same way as SID transition, using the RSK3 to 5.
Once you're done, push RSK6 to insert the terminal procedures in the FPLN.
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9.9. Vertical Revision page

In FPLN page, pushing RSK1 to 5 prompts this page if scratchpad is empty.
• L2: CLB or DES Speed limitations, by default 250kts below FL100.

• L3: input speed constraint at point.
• R3: input altitude constraint at point (+/- signs for minimum/maximun altitude, no
sign for exact altitude).
If no value is entered, blue brackets appear (like ALT CSTR above). Otherwise the
numeric value appears in magenta (like SPD CSTR above).
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9.10. DIR TO page

Push DIR key on MCDU to access DIR TO page. This page allows you to go
directly to any point you want, either in the FPLN or not.
You can either scroll through the FPLN points in lines 2 to 5 or directly enter any
point name in L1. Then you need to select a DIR TO mode with RSK 2 to 5:
• DIRECT TO either deletes all points between ACFT position and selected FPLN
point (if in FPLN), or insert the new point instead of current active FPLN followed by
a FPLN discontinuity (if not a FPLN point).
• ABEAM PTS do the same as DIRECT TO but insert reference points on the new
track, abeam the old FPLN points.
• RADIAL IN allows you to join the waypoint after intercepting a specified radial to it.
The ACFT will fly in HDG/TRK mode until the radial is intercepted and NAV mode
engaged. It's up to the pilot to select a valid heading to intercept the radial.
• RADIAL OUT allows you to intercept a radial outbound the specified point. The
ACFT will fly in HDG/TRK mode until the radial is intercepted and NAV mode
engaged. It's up to the pilot to select a valid heading to intercept the radial;
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9.11. PERF pages

Those pages are accessed via the PERF key on the MCDU. According to the actual
phase of flight, the prompted page will differ. They are still only partially modeled,
especially the CLB, CRS and DES ones.
9.11.1. PERF Take-Off
This page can be accessed only during preflight. It allows you to input reference
speeds V1, VR, V2 (LSK1 to 3), the transition altitude (LSK4), the thrust reduction altitude
and the acceleration altitude (LSK 5).
• Speed syntax is simply the value in knots ex: 110
• Transition altitude is in feet ex: 5000
• Thrust reduction and acceleration altitudes are defined with the following
syntax:
◦ XXXX/YYYY where XXX and YYYY are the altitude value of respectively
THR RED and ACC altitude. Ex: 1000/1000.
◦ ACC altitude shouldn't be inferior to THR RED altitude.
• R1 shows the departure runway if it has already been entered via departure
lateral revision page.
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• R3 asks for take off flaps settings. V1/VR/V2 lower limit depends on that
value, and changing it for a lower value (2 to 1 for example), will resets those
speed values.
• R4 field: Flexible take-off temperature (°C) if you want to use FLEX
operations. Entry range is above OAT or TREF and below 68°C (TREF
depends on pressure altitude).
• Pushing RSK6 will prompt the next phase of flight PERF page, PERF CLB
9.11.2. PERF CLB
This page is directly accessible when in CLB mode. It is no longer accessible once
cruise phase is reached.
• L1 shows the speed mode that will automatically engage after setting the thrust
levers at the CLB notch on initial climb (for more details see the FMGS section).
• L2 shows the cost index that is input from INIT A page.
• L3 is the managed speed law. The IAS value changes according to the CLB SPD
LIM value (by default 250 kts below FL100, see LAT REV pages to change those
values).
• L4: input here an indicated airspeed if you want to fly with selected speed after TO
(to follow ATC clearance for example, or if expecting tight turns).
If there is an asterisk (*) before the IAS in lines 3 or 4 means that the corresponding
mode is not active (in picture above, managed mode is active, and there is an asterisk at
L4).
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9.11.3. PERF CRZ and DES

Those pages resemble PERF climb, and thus won't be detailed here.
9.11.4. PERF APPR
This page allows you to input approach data.
• L1: arrival airport QNH

• L2: arrival airport temperature ( Celsius degrees)
• L3: arrival airport surface wind. Syntax: XXX/YY where XXX is direction in degrees
and YY speed in knots
• L4: arrival airport transition altitude in feet
• L5: Approach Speed
• R2: Minimum Descent Altitude (if non precision approach selected) in feet.
• R3: Decision Height (if precision approach selected) in feet.
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9.12. PROG pages
This set of pages is accessed via PROG key on MCDU. It is very partially modeled.
• L1 shows the CRZ level chose in INIT A page
• L4 shows the bearing and distance to the point selected in R4 (VOR, NDB or fix)
• Lines 5 and Lines 6 are dummy for the moment.
During DES phase, it also displays in R2 the V/DEV numerical values:

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9.13. RAD NAV page
This page is accessed via the RAD NAV key on MCDU. Use it to tune the radio-
electric navaids (VORs, ILS ans NDBs). Navaids can no longer be tuned from within FS.
FSUIPC controls will be added soon.
• L1: VOR1 ID/frequency.

• R1: VOR2 ID/frequency.
• L2: VOR1 course selector.
• R2: VOR2 course selector.
• L3: ILS ID/frequency.
• L4: ILS course.
• L5: NDB1 ID/frequency
• L6: NDB2 ID/frequency
To tune a navaid, either input the ID or the frequency in the ID/frequency line. If you
input the ID and several navaids have the same ID throughout the world, the nearest one
will be tuned.
If you input a frequency or an ID, and the nearest corresponding navaid signal is not
received, only the frequency will show up.
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9.14. SEC FPLN page

The SEC FPLN key on the MCDU prompts the SEC INDEX page. It allows the pilot
to create a secondary FPLN, which is not followed by the auto pilot but can be activated
any time to replace the active FPLN. When no SEC FPLN exists, the SEC INDEX page is
like the picture below:
• Press LSK1 to copy the active FPLN in the SEC FPLN. The displays switch then to
SEC FPLN page.
• Press RSK1 to access the secondary INIT A page. (SEC INIT A has the same layout
as INIT A). The displays switch then to SEC FPLN page.
• Press LSK2 to access the SEC FPLN page (same layout as FPLN page, but all
lines are white instead of green).
Once a SEC FPLN has been created, the SEC INDEX page becomes:
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The INIT prompt at R1 disappears. To create a new SEC FPLN via INIT A page,
you'd have to delete the existing one with LSK3 “DELETE SEC”.
The LSK4 activates the SEC FPLN. The SEC FPLN becomes FPLN and FPLN
becomes SEC FPLN.
The SEC FPLN page:
All FPLN sub-pages are available in the SEC FPLN (lateral and vertical revisions,
SID, APPR, STAR selection).
When the MCDU active page is any of SEC FPLN sub-pages, and the SEC FPLN
isn't empty, the ND shows the SEC FPLN track in white:
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9.15. MCDU MENU page

This paged is accessed via the MCDU MENU key on the MCDU.
For the moment, it is not as in the real ACFT. I'm using this page to access options
that are not set via the FCU, but quite useful.
• LSK1 will prompt the TCAS page
• LSK2 will switch on/off EGPWS “Terrain On ND” feature.
• LSK 3 brings you to another page, allowing to store the current active FPLN in a
“Company Route” (CO-RTE)
• RSK1 prompts the display settings (allow to move MCDU lines up & down to match
hardware)
The TCAS page is used to set transponder and TCAS modes. See TCAS
description page 34
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Once you've completed INITA and FPLN page during preflight, you can save the
FPLN along with SID, STAR, APPR, and ALTN route in this page.
Simply enter the CO-RTE name in LSK4 then choose which options you want to
include, then RSK6 to save. It'll create several files in the FMGS server navdata's CORTE
subfolder.
If you want to include an ALTN CORTE, it needs to exist as a regular CORTE first
(between your arrival and alternate).
This page allows you to move each line to match your hardware faceplate (if you
have one...). Click on corresponding LSK (respectively RSK) to move line up (resp. down).
To move the Title line, click on left or right arrows, to move scratchpad line, click on
up and down arrows (or use corresponding FSUIPC offsets).
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9.16. DATA page
9.16.1. General
You can access this page with the data key on the MCDU.
This page allows you to access various other pages:

• LSK1: Position Monitoring
• LSK2: IRS monitoring
• LSK3: GPS monitoring
• LSK4: A/C Status (already described in chapter 9.2)
For the moment, all IRS, FMGC and GPS will compute the exact value of position,
HDG and track, there is no drift implemented, nor any possibility to induce a position error(
in INIT A page for example).
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9.16.2. Position Monitor Page
It shows the position computed by both FMGC, the GPS and a mix from the 3 IRS.
It also displays the status of the IRS (whether in ALIGN, NAV, ATT or OFF mode).
In-flight, you can press the LSK6 to freeze the display for a better readability.
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9.16.3. IRS Monitor Page
Displays the mode of the 3 IRS and allows you to display the status of each one, by
the LSK 1 to 3. If one IRS is in ATT mode and not aligned, you can enter the heading here
in R5. For the moment, no matter what heading you input, the real heading will be used.
Here is the detail of the IRS 2, as in Position monitor Page, you can freeze the
details (here frozen at 0918 UTC). It displays latitude, longitude, track, heading, ground
speed, win. “NEXT IRS” prompt will display the next IRS (or IRS1 if you're currently in
IRS3).
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9.16.4. GPS Monitor Page
Displays the details of both GPS.

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10. AP/FD and A/THR logic
10.1. AP/FD modes

The Auto Pilot/Flight Director has different vertical and lateral modes, depending on
flight phase and pilot selection through the FCU. To engage a mode, you need first to arm
it and it 'll engage by it's own when engagement conditions are met. Some modes work
together with the A/THR.
Here is a list of all AP/FD modes with arming and engagement conditions.
10.1.1. Lateral modes
HDG or TRK mode: these modes allow to fly along the heading or track selected
by the pilot in the FCU HDG/TRK window. You can switch between HDG or TRK with the
HDG V/S – TRK FPA pushbutton on the FCU.
• Engagement conditions (one of the following):

▪ pulling HDG selector knob on the FCU
▪ NAV mode automatically disengaged
▪ FINAL mode lost when in APP NAV mode
▪ LOC or LOC* mode lost
• HDG or TRK mode is disengaged by the engagement of any other lateral mode.
NAV mode: This mode guides the aircraft along the lateral flight plan entered in the
MCDU.
• Arming conditions (one of the following):
▪ ACFT on the ground and no other lateral mode armed
▪ Pushing the HDG selector knob on the FCU
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• Disarming conditions (one of the following):

▪ pulling HDG selector knob on the FCU
▪ LAND mode engages

▪ At 30ft RA if armed on the ground
▪ With a DIR TO order
▪ In-flight, when armed and near the FPLN track.
• Disengagement conditions (one of the following):

▪ An other lateral mode is engaged
10.1.2. Vertical modes

CLB mode: this mode controls the aircraft pitch to fly at either a selected or
managed speed, up to an altitude selected in the FCU altitude window. It takes into
account the FPLN waypoints speed and altitude constraints, and thus require the NAV
mode to be engaged.
• Arming conditions (one of the following):
▪ on the ground or when SRS mode is engaged, no other vertical mode is
engaged and ACCEL ALT is below FCU altitude
▪ in-flight when FCU altitude is above current aircraft altitude

▪ Another vertical mode is engaged
▪ FCU altitude lower than or equal to ACFT altitude
• Engagement conditions (all of the following):

▪ NAV mode engaged
▪ FCU altitude above ACFT current altitude
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▪ ACFT not flying an altitude constraint

▪ G/S mode is not active
CLB mode manually engaged when pilot pushes the altitude selector knob on the
FCU and conditions above are met.

▪ NAV mode disengages (vertical mode reverts to OP CLB)
▪ Another vertical mode engages
▪ Pilot selects an altitude lower than current ACFT altitude. (vertical mode
reverts to V/S mode)
OP CLB mode: open climb mode controls the aircraft pitch to maintain the target
speed (managed or selected), but disregards any FPLN altitude constraint.
▪ Pilot pulls the altitude selector knob
▪ ACFT reaches ACC ALT with CLB armed and NAV not engaged
▪ NAV mode lost when CLB is engaged
Also, the FCU altitude must be higher than actual ACFT altitude.

▪ Any other vertical mode engaged
FCU altitude set lower than actual ACFT altitude. (vertical mode reverts to V/S mode)
DES mode: this mode controls the aircraft pitch to fly along a calculated vertical
profile which takes into account the FPLN waypoint speed and altitude constraints, and
thus require the NAV mode to be engaged. The aim of the profile is to maintain idle thrust
to reduce fuel consumption. The target speed is maintained with a ±20 knots error margin.
• Arming conditions (all of the following):
▪ FCU altitude below current altitude
▪ NAV engaged
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▪ Another vertical mode is engaged
▪ FCU altitude higher than or equal to ACFT altitude
• Engagement conditions (all of the following):

▪ NAV mode engaged
▪ FCU altitude below ACFT current altitude
▪ ACFT not flying an altitude constraint
▪ TO, G/S, LAND, and FINAL mode not active
DES mode manually engaged when pilot pushes the altitude selector knob on the
FCU and conditions above are met.

▪ NAV mode disengages (vertical mode reverts to OPDES)
▪ Another vertical mode engages
▪ Pilot selects an altitude higher than current ACFT altitude. (vertical mode
reverts to V/S mode)
OP DES mode: open descent mode controls the aircraft pitch to maintain the target
speed (managed or selected), but disregards any FPLN altitude constraint.
▪ Pilot pulls the altitude selector knob
▪ NAV mode lost when DES is engaged
Also, the FCU altitude must be lower than actual ACFT altitude.

▪ Any other vertical mode engaged
▪ FCU altitude set higher than actual ACFT altitude. (vertical mode reverts to
V/S mode)
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ALT*, ALT CSTR*: altitude and altitude constraint acquire modes.

• They engage automatically when in CLB, OP CLB, DES, OP DES or V/S modes
and the ACFT is in the altitude capture zone around the FCU altitude target or
constraint altitude (in DES or CLB modes only).
• They disengage if the FCU altitude is modified and ACFT is no longer in capture
zone, or if ALT or ALT CSTR engage.
ALT, ALT CSTR: Altitude hold modes. They maintain either the FCU altitude of the
constraint altitude if vertical profile is managed.
• Arming conditions: whenever target altitude is different than actual altitude.
• Engagement conditions: automatically if altitude is within ±20ft of target altitude.
• Disengagement conditions: any other vertical mode engages.
V/S – FPA: These modes maintain a constant V/S or a constant flight path angle.
You can switch between the two with the HDG V/S – TRK FPA pushbutton on FCU.

▪ Pull V/S FPA selector knob or push it (for immediate level off)
▪ Select a higher altitude than current ACFT altitude in DES or OP DES
modes.
▪ Select a lower altitude than current ACFT altitude in CLB or OP CLB modes.

▪ Pulling or pushing altitude selector knob
▪ Reaching FCU altitude
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10.1.3. Common AP/FD modes

During certain phases of flight, vertical and lateral modes are linked. Here are all
those common modes.
Take Off modes: Vertical SRS mode and lateral RWY mode. TO modes engage
during the TO run. Currently, RWY mode is not modeled. SRS maintains V2+10knots bt
adjusting pitch. It disengages when reaching ACC ALT.
ILS Approach modes: Vertical G/S or G/S* and lateral LOC or LOC* modes or
LAND, FLARE and ROLL OUT common mode. Selected approach must be ILS.
LOC* engages when APPR has been pushed, and ACFT is in the localizer
interception zone. It disengages when LOC engages, or ACFT loses localiser signal, or
APPR pushbuton is pushed a second time to cancel approach mode.
LOC engages when ACFT is established on localiser beam. It then follows the
localiser. It disengages when LAND mode engages, LOC signal is lost or APPR button
pushed again.
G/S* engages when APPR has been pushed, and ACFT intercepts the glideslope
signal. It disengages when G/S engages, or ACFT loses glidepath signal, or APPR
pushbuton is pushed a second time to cancel approach mode.
G/S engages when ACFT is established on G/S beam. It then follows the glidepath.
It disengages when LAND mode engages, GP signal is lost or APPR button pushed again.
LAND mode engages when ACFT established on GP and localiser and RA is

inferior to 400ft.
FLARE mode engages when in LAND mode and RA <=40ft.
ROLL OUT mode engages on touch down.
Non Precision approach modes: FINAL vertical mode and APP NAV lateral mode.
They arm by pressing APPR pushbutton. Selected approach is non-ILS.
APP NAV engage with same conditions as NAV mode.
FINAL engages if armed and APP NAV engaged.
They both disengage if APPR pushbutton is pushed again or another vertical mode
is engaged.
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10.2. A/THR modes

Auto Thrust (A/THR) controls the engines %N1 setting. It is used either to maintain
a constant N1 setting (THRUST mode) or to adjust speed/mach (SPEED/MACH mode).
When AP/FD is not engaged, A/THR always operates in SPEED/MACH mode.

When AP/FD is engaged, A/THR can operate either in SPEED/MACH or THRUST
mode, according to the AP/FD modes engaged.
• A/THR arming conditions (one of the following):

▪ A/THR pushbutton pushed on FCU
▪ Setting thrust levers to TOGA notch
• A/THR engagement conditions (all of the following):

▪ Thrust levers between idle and CL notches.
▪ A/THR is armed
• A/THR disengagement conditions (any of the following):

▪ FCU A/THR pushbutton
▪ Thrust levers at idle notch
When disengaged, A/THR is not re-armed, you need to re-arm A/THR manually.
• A/THR operates in THRUST modes while AP/FD vertical modes is one of the
following:
▪ CLB, OP CLB, DES (when in idle path), OP DES, SRS*
It delivers a thrust between idle power and the maximum thrust setting materialized
by thrust levers position (CLB, MCT, TOGA,...).
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• A/THR operates in SPEED/MACH modes while AP/FD vertical modes is one of the
following:
▪ AP/FD not engaged
▪ V/S – FPA, ALT, ALT CSTR, ALT*, ALT CSTR*, ALT CRZ, G/S*, G/S, FINAL,
DES (when in geometric path)
10.3. FMA
The Fligh Mode Annunciator displays the current armed and engaged AP/FD and
A/THR modes:
1 2 3 4 5
• Column 1 to 3 (respectively A/THR, vertical and lateral modes )show in green the
modes engaged and in blue the modes armed. White is used when A/THR armed
but not engaged.
• Column 4 show Approach capabilities
• Column 5 shows AP/FD and A/THR status: in white if engaged, in blue if armed.
On the picture above taken during take off roll, we can see that thrust levers are set
at TOGA, SRS is engaged, CLB, NAV and A/THR are armed.
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On this one, during climb, THRUST, CLB and NAV mode are engaged, as well as
AP1, FDs 1 and 2 and A/THR. ALT mode is armed.
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11. Stand-By Instruments
11.1. General
This software lets you decide which of the standby instruments you want to display.
On each instrument window, you can use the usual rotate, lock and other display features.
The folowing chapter will describe briefly each of them, and list the keyboard
shortcuts available. There are also FSUIPC and joysticks commands possible.
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11.2. Standard Mechanical instruments

The usual mechanical stand-by instruments are included:
• Indicated Airspeed
• Altimeter (feet or meters)
• Artificial Horizon
baro-settings is changed using “O” and “P”.

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11.3. DDRMI
The DDRMI (Digital Distance and Radio Magnetic Indicator) displays the DME
distances (if set to VOR1/VOR2), as well as the bearing to selected navaid (VOR or ADF).
The heading rose is moving and it's top arrow shows the magnetic heading of the aircraft.
If in the right click menu you check the “ADF” option, the DDRMI will be able to use
VORs or NDBs as references for the needle. If you uncheck this feature, it will only be
VOR capable (as per the picture above).
If ADF is checked, you can switch between VOR1/ADF1 by using F1 and F2 keys
respectively. And you can switch between VOR2/ADF2 by using F3 and F4 keys
respectively.
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11.4. Clock
The clock is a digital version. It can show the current GMT hour, as well as the date
(using Date function, “D” key).
The chronometer (CHR) is started/stopped with “C”, and reset with “R”. Counts a
maximum of 99 minutes 59 seconds.
The elapsed time (ET) function is a timer counting up. Starts with “S”, stops with “T”
and resets with “A”. Reseting stops the timer as well. Counts up to 99 hours 59 minutes.
It is possible to move/remove the labels between the digits, if you want to place the
display behing a MIP cover. The digits can be adjsuted in vertical position as well. Check
the clock.cfg file in the STBY folder.
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11.5. ISIS
Ther ISIS (Integrated Standby instruments System) is a small PFD with IAS,
altimeter and attitude information.
You can show ILS scales (above right picture) by pressing “L”.
The baro-pressure is adjusted as well with “O” and “P”. You can switch back to
standard 1013hpa pressure wih “M”.
The speed and altitude scals can show reference bugs. To do that, you need to
enter the Bugs menu using “B”:
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Then using “+” and “-” keys you can navigate through the different bug boxes. You
can adjust the desired bug (the box circled in magenta) using the “O” and “P” keys (the
same keys used for baro-pressure) and enable/disable it with “M”.
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12. FMGS operations – LFBO-LFMN example
12.1. General
In this chapter, we'll be flying an imaginary flight between Toulouse-Blagnac (LFBO),
where the historical Airbus factory is located, to Nice Riviera (LFMN), where I live. I'll try to
describe most of the FMGS functions throughout that flight.
12.2. Pre-flight
12.2.1. INIT A
So here we are, at the gate in LFBO. The PAX are slowly boarding the aircraft, and
we now have to start setting the FMGS with today's flight.
First thing, will be to align the IRS so we can get a map on the ND and the PFD
showing attitude data. To do so, first on the OVHD switch on all ADRs and put the ADIRS
on NAV mode to start alignment (you can perform a fast alignment as well), then go to the
INIT A page in the MCDU. There, insert the departure/destination airports couple in R1:
LFBO/LFMN. Finally, push the “Align IRS” prompt on R3. When IRS are fully aligned, the
map will show up on ND.
Now let's insert our flight plan details on the INIT A page. Today flight number will be
AF3002, let's write it down in L3.
Company cost index on this flight is 30, and cruising level is FL190, which is
respectively input in L5 and L6. Today weather is standard and wind is calm, so we won't
toy with R5 and R6.
INIT A should look like:
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12.2.2. En-route routing

Our Ops gave us the routing to Nice:
AFRIC – G39 - FJR – UY342 – SALIN – UY373 - ABILI – Q302 – AMFOU
Let's go to the FPLN page. For the moment it looks like:
Type AFRIC in the scratchpad then push LSK2 twice to enter lateral revision page
at AFRIC. Enter then the airways page.
Enter G39 in L1 then FJR in R1, and RSK6 to insert in FPLN:
L5 shows “---FPLN DISCONTINUITY---”. This message appears every time the

software cannot link the lateral revision with the FPLN, so it happens when the last point of
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a new leg is different that the point after it in the FPLN sequence. You can clear it with CLR
button.
From FJR, we'll follow UTY342, then UY373 and finally Q302. We can add all those
in a row, simply type the AWY names in the right order in L1 to L3 in FJR airway page, and
then our last point AMFOU:
After entering AMFOU in R3 push RSK6. Clear any FPLN discontinuity.
12.2.3. Departure routing

By the time we're done, boarding is almost over, and it's time to call the delivery for
our IFR clearance. Today the RWY in use is 32L (we listened to the ATIS), and the delivery
controller answers: “AF3002, start up to Nice is approved, squawk 4436, AFRIC 5B
departure, initial FL 140, report for push back”.
Let's first enter the transponder code (via FS) then in the FCU set the altitude to
14000ft as initially cleared, and push to managed mode:
Since we'll be flying in vertical managed mode, the white dot next to the altitude
window is on.
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Back to the MCDU, scroll all the way up to LFBO in the FPLN page, and click the
LSK1 twice to enter RWY selection page. Chose RWY 32L then AFRIC 5B, and insert in
FPLN.
(Before inserting you can note that our choice is summed up in line1)
FPLN page is now quite full; And you'll note that there is no discontinuity before
AFRIC point as it's the last point of the SID and the first point of the en-route phase.
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12.2.4. INIT B – Fuel settings

Go back to INIT A page then with one of the horizontal arrows, switch to INIT B. You
can now either manually input the various center of gravity and mass settings if you have
the load sheet, or use the data link function (RSK3).
Theses settings are just predictions and will probably be off by a few hundreds Kg
at our arrival.
12.2.5. PERF pages

Go to the PERF pages. If you have a precise speed references calculation tool, you
can use it to fill the take off page. Otherwise use speed values which are plausible
according to the stall speed of the aircraft. I usually set VR at 140 knots, V1 below VR, and
V2 at 160 knots.
Transition altitude depends on the airfield. In Toulouse it's 5000 feet. As for thrust
reduction and acceleration altitude I use around 1000ft AGL. In normal conditions, the two
of them are equal. You can enter a take off flap setting, we'll use 2.
Press RSK6 to enter CLB page. If you looked at our SID map, you know that shortly
after departure there is almost a 180° right turn. When there are tight turns, it can be a
good idea to fly at a smaller airspeed than the climb law's 250 kts below FL100. We'll be
using a 210kts limitations, by using a selected speed mode. Simply enter 210 in L4. The
dashes in the FCU speed windows should be replaced by the V2 value, meaning we are in
selected mode now. We the turn is complete, we'll resume the managed climb speed.
Next phases are not useful for the moment.
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12.2.6. Last checks before start-up

Almost there!! Usually, before pilots copy the active flight plan in the secondary, in
case they need to revert to the original FPLN (if they mess up with the FPLN for example).
Do so by going to the SEC FPLN page and LSK1 to copy the active FPLN. INIT and FPLN
pages as well as PERF ones are copied.
Now we need to tune the navaids needed to follow our SID in case of IRS failure.
We'll need TOU and GAI VORs, respective frequencies are 177.7 and 115.8. In the RAD
NAV page, enter TOU in VOR1 (radial 324) and GAI in VOR2. In the real aircraft, the ILS
receiver is different than the VOR1 receiver, and you would tune the active runway ILS in
case of emergency landing, but it's not possible here due to FS limitation. You could tune
ILS in VOR1 and TOU in VOR2, and wait to be high enough to change the tuning to GAI.
There is no auto-tuning facility yet.
We're now good to go, ask for pushback and taxi clearance!!
While taxiing, you can make sure everything is set. We'll be flying in lateral
managed mode, so press the managed heading button (dashes in HDG window, and white
dot). At the holding point, extend the flaps, transponder on mode C and TCAS on TA/RA.
Line up when cleared to and wait for take off clearance.
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12.3. Take Off

Once cleared for take off, slowly push the thrust levers to achieve 50% N1, then all
the way to TOGA notch.
On the FMA, MAN TOGA should appear in a box in the first column:
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If you have a FO, he will call outs speed references such as 100kts, V1 and rotate.
You can monitor the later two on the PFD speed scale. SRS vertical modes engages and
CLB and NAV mode arm.
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Note the white box and arrow on the PFD, they appear only on the ground and
show the stick input (lateral and vertical). The box materializes the governs limits. When
reaching VR, pull the stick full backward to raise the nose to around 7°.
When V/S is positive, raise the landing gear, and follow the speed target by
adjusting pitch. You can now switch the AP on by pushing the FCU's AP1 button. The AP
will maintain V2 +10 knots.
When reaching THR RED altitude, the message LVR CLB appears and flashes in
the FMA column 1:
You need to put back the thrust levers to the Climb notch. The AP will automatically
reduce N1% to climb N1 and maintain the first selected or managed speed. In our case,
the selected 210 knots, but since flaps are not retracted, we are limited to VFE which is
200kts here:
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THR CLB mode engages, along with CLB and NAV modes.
12.4. Climb
Passing 5000ft, pull the QNH rotary below the QNH window on FCU to set
barosetting at standard pressure.
Approaching TOU, the controller gives us a direct to AFRIC point. Go to DIR TO
page on the MCDU, scroll to AFRIC on the left, select DIRECT TO option then insert. The
ND will change from :
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to:
After contacting area control, we're cleared to climb to our CRZ level, FL190. Simply
change the FCU value to 19000ft. Once established on track to AFRIC, don't forget to
push managed speed button so that we accelerate to 250 while we're still under FL100.
Dashes and dot appear on the FCU speed window.
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Passing FL130, we're ask by ATC to turn right 20° for spacing (probably the TCAS
trafic 1400ft above us). The FO pulls the HDG knob and selects 110°.HDG mode engages
and the ACFT starts the right turn.:
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12.5. Cruise
Meanwhile, we've soon reached our cruise level:
When clear of the conflict, we're given a direct to SALIN point as a reward of our
cooperation. A320 operations recommends to use abeam points to keep track of the
original FPLN. Let's do that:
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Here is the new route:

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ABBRUSC and ABFJR are respectively the abeam point of BRUSC and FJR. Engage NAV
mode by pushing HDG selector knob, and here we go on our FPLN.
Our company informed us via datalink that the procedure in use in Nice is the ILS
approach RWY 04L. Not the usual one, but we can finish our FPLN with arrival and
approach routing.
Click on LSK6 in FPLN page, then RSK1.
We'll execute the ILS approach RWY 04L, lucky us it's the first one, so click LSK3.
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Our last en-route point is AMFOU, so we'll follow AMFOU 5R STAR. Again lucky us click
LSK3. To connect our STAR to the approach, click on LSK2 to see the choice of VIASs
available:
After looking on our paper chart, we know that AMFOU ends at MUS, so let's click
on LSK3 again. Then insert the whole arrival routing via RSK6.
You can check the whole routing with ND map mode. Notice that the FMGS has
calculated a TOD point, around AMFOU point, and that ILS APP appeared on the ND.
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Well this time no luck, we encounter heavy turbulence at FL190, and we ask for
FL210. The controller agrees, so let's set 21000ft in the FCU, and push managed button.
CRZ level is automatically updated in the MCDU. Note that the TOD has changed a little
bit to take the new CRZ level into account.
Approaching ABFJR, we're cleared direct ABILI. You know the drill now.
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12.6. Descent
Approaching now ABILI we get cleared to FL100. Set 10000ft in FCU and push
managed. That way, we force the descent before the TOD. Note the TOD is for reference,
as the aircraft won't start descent unless asked for it.
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The speed target becomes an interval around managed descent speed, and FMGS
can freely adjust pitch to maintain that interval and try to intercept calculated descent
profile, symbolized by V/DEV symbol. All that with engines at idle power.
Let's tune the ATIS (129.6). QNH is 1013, temperature 15°C and wind is calm. Let's
enter that data in the APPR PERF page, along with Nice transition altitude (5000ft),
Decision altitude DA (200ft), and approach speed Vapp. We'll choose 145 kts today:
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12.7. Approach and landing

Nice approach controller clears us for a standard ILS approach, on our request as
training purpose. Simply select 4000ft on the FCU (glideslope interception altitude), and
the FMGS will do the rest!!! We'll stay on the track, reduce speed to 250 kts when below
FL100, etc.... all automatically. Just don't forget to change the baro setting to QNH after
passing the TA (5000ft).
Flaps extension and spoilers arming is done manually. According to your flpas
settings, the ATHR wil reduce speed towards minimum control speed ( O, S, F, Vapp
speeds).
After passing the IF point, make sure the ILS frequency is set in RAD NAV and push
the APPR pushbutton once and watch the localizer then G/S capture. And display the ILS
scale on the PFD with the FCU ILS pushbutton.
The AP/FD landing capabilities and approach minimums are displayed in the FMA's
fourth column. During an ILS approach, it will for the moment always display CAT3 dual.
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The ILS should be correctly followed until the runway threshold. Sometimes the G/S
is lost and you'll have to finish manually. Sometimes everything goes right and autoland is
perfect...
On touchdown, if spoilers were armed they'll extend, remember to move back the
thrust levers to idle position just before T/D, and to reverse max if you wish to use reverse
thrust to slow down the aircraft.
The LAND and FLARE mode are implemented but do not work perfectly for now, it's
is good practice to finish the landing manually.
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A320 FMGS
13. Offsets Table ◄

This software is compatible with Peter Dowson's FSUIPC latest versions (3.98
FS2004 and 4.60 FSX as of this writing). As some offsets change between versions, I
won't support any other version. They are not definitive offsets, they may change in the
future.
You need to know how to read/write particular bits of an offset to use some
functions.
If you do not use the FSUIPC offsets to interact with the FMGS software, you can
simply remove the FSUIPCmodule.dll files in both the server and the OVHD folders, it will
give slightly improved performance.
Offset Length Function

(in bytes)
7390 1 Read bits to get LED status:
0 AP1
1 AP2
2 A/THR
3 APPR
4 LOC
5 EXPED
6 HDG-VS mode if set to 0, TRK-FPA mode if set to 1
7 Speed mode SPD if set to 0, MACH if set to 1

0 SPD DOT
1 LAT DOT
2 ALT DOT
3 CPT STD if set to 1
4 CPT QNH if set to 0; QFE if set to 1
5 CPT LS
6 CPT FD
7 CPT CSTR
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0 CPT WPT
1 CPT VOR
2 CPT NDB
3 CPT ARPT
4 FO STD if set to 1
5 FO QNH if set to 0; QFE if set to 1
6 FO LS
7 FO FD

0 FO CSTR
1 FO WPT
2 FO VOR
3 FO NDB
4 FO ARPT
5 Auto-Brake DECEL
6 Auto-Brake LO
7 Auto-Brake MED

0 Auto-Brake MAX
1 ECP DOOR
2 ECP ENG
3 ECP BLEED
4 ECP CAB PRESS
5 ECP ELEC
6 ECP HYD
7 ECP FUEL
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0 ECP APU
1 ECP COND
2 ECP WHEEL
3 ECP F/CTL
4 ECP CLR
5 ECP STS
6 MW
7 MC

0 GALLEY SHED FAULT
1 GALLEY SHED OFF
2 BAT1 FAULT
3 BAT1 OFF
4 BAT2 FAULT
5 BAT2 OFF
6 AC ESS FEED FAULT
7 AC ESS FEED ALTN

0 ELEC GEN1 FAULT
1 ELEC GEN1 OFF
2 ELEC GEN2 FAULT
3 ELEC GEN2 OFF
4 ELEC APU GEN FAULT
5 ELEC APU GEN OFF
6 BUS TIE OFF
7 ELEC EXT PWR AVAIL
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0 ELEC EXT PWR ON
1 RAT&EMER GEN FAULT
2 Reserved
3 GPWS SYS FAULT
4 GPWS SYS OFF
5 GPWS G/S OFF
6 GPWS FLAP OFF
7 GPWS LDG FLAP3 ON

0 PACK1 FAULT
1 PACK1 OFF
2 PACK2 FAULT
3 PACK2 OFF
4 ENG1 BLEED FAULT
5 ENG1 BLEED OFF
6 ENG2 BLEED FAULT
7 ENG2 BLEED OFF
739A 1 Read bits to get LED status:

0 BackLight Power ON/OFF
1 RAM AIR ON
2 APU BLEED FAULT
3 APU BLEED ON
4 WINDOWS/PROBE HEAT ON
5 HOT AIR FAULT
6 HOT AIR OFF
7 WING AI FAULT
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739B 1 Read bits to get LED status:
0 WING AI ON
1 ENG1 AI FAULT
2 ENG1 AI ON
3 ENG2 AI FAULT
4 ENG2 AI ON
5 CAB PRESS MODE FAULT
6 CAB PRESS MODE MAN
7 DITCHING ON
739C 1 Read bits to get LED status:

0 APU MASTER FAULT
1 APU MASTER ON
2 APU START AVAIL
3 APU START ON
4 FWD ISOL VALVE FAULT
5 FWD ISOL VALVE OFF
6 AFT ISOL VALVE FAULT
7 AFT ISOL VALVE OFF
739D 1 Read bits to get LED status:

0 CARGO HOT AIR FAULT
1 CARGO HOT AIR OFF
2 ENG1 MAN START ON
3 ENG2 MAN START ON
4 ENG1 HYD PUMP FAULT
5 ENG1 HYD PUMP OFF
6 ENG2 HYD PUMP FAULT
7 ENG2 HYD PUMP OFF
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739E 1 Read bits to get LED status:
0 BLUE ELEC PUMP FAULT
1 BLUE ELEC PUMP OFF
2 PTU FAULT
3 PTU OFF
4 YELLOW ELEC PUMP FAULT
5 YELLOW ELEC PUMP ON
6 FUEL XFEED OPEN
7 FUEL XFEED ON
739F 1 Read bits to get LED status:

0 LTK1 FAULT
1 LTK1 OFF
2 LTK2 FAULT
3 LTK2 OFF
4 RTK1 FAULT
5 RTK1 OFF
6 RTK2 FAULT
7 RTK2 OFF
73A0 1 Read bits to get LED status:

0 CTK1 FAULT
1 CTK1 OFF
2 CTK2 FAULT
3 CTK2 OFF
4 FUEL MODE SEL FAULT
5 FUEL MODE SEL MAN
6 ADR1 FAULT
7 ADR1 OFF
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0 ADR2 FAULT
1 ADR2 OFF
2 ADR3 FAULT
3 ADR3 OFF
4 ADIRU1 FAULT
5 ADIRU1 ALIGN
6 ADIRU2 FAULT
7 ADIRU2 ALIGN

0 ADIRU3 FAULT
1 ADIRU3 ALIGN
2 ON BAT
3 ELAC1 FAULT
4 ELAC1 OFF
5 ELAC2 FAULT
6 ELAC2 OFF
7 SEC1 FAULT

0 SEC1 OFF
1 SEC2 FAULT
2 SEC2 OFF
3 SEC3 FAULT
4 SEC3 OFF
5 FAC1 FAULT
6 FAC1 OFF
7 FAC2 FAULT
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0 FAC2 OFF
1 IDG1 FAULT
2 IDG2 FAULT
3 to Reserved for future usage
7
73A5 1 Triple Brake Indicator ACCU Pressure (0-255)

◄
73A6 1 Triple Brake Indicator Left Brake (0-255)
◄
73A7 1 Triple Brake Indicator Right Brake (0-255)
◄
73A8 20 Reserved for future usage.
to
73BB
73BC 2 BAT1 Voltage *10. If ACFT power is OFF, this offset reads -1.
73BE 2 BAT2 Voltage *10
73C0 1 FMGS Flight Phase. Read value:
0 None
1 Preflight
2 Take-Off
3 Climb
4 Cruise
5 Descent
6 Approach
7 Go-Around
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73C1 2 SPD value in kts or mach value in (mach)*100
-999 when display dashed
888 if in LED Test mode
73C3 2 HDG/TRK value in degrees
73C5 2 ALT value in (feet)/100
73C7 1 V/S in (ft/mn)/100 or FPA in (degrees)*10
-126 if in LED Test mode
73C8 2 CPT QNH Display. If value is below 1100 then unit is mb. otherwise,
value is (QNH in inHg)*100
STD is -999
73CA 2 FO QNH Display. If value is below 1100 then unit is mb. otherwise,
value is (QNH in inHg)*100
STD is -999
73CC 1 Select data pipe function (see offset 73CD):
0 None
1 SPD / Mach
2 HDG/TRK
3 ALT
4 VS(format is VS in ft/min) / FPA (format is FPA*10)
5 CPT QNH
6 FO QNH
7 LDG ELEV
8 Cockpit TEMP
9 FWD Cabin TEMP
10 AFT cabin TEMP
11 FWD Cargo TEMP
12 AFT Cargo TEMP
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73CD 2 Data Pipe. You can set data through this offset. Make sure that you
select the type of data you want to send from offset 73CC. This two
offsets should be written at the same time.
Data format is the same as used in read offsets, or raw data if not
explicitly written in offset 73CC list.
73CF 1 Miscellaneous controls. Set/clear bits separately:
Bit Action
0 Manual Braking (to override Auto-Brake)
1-7 Reserved for future use.
78E8 1 STBY instruments controls. Set Value:

Value Action
1 Start/Stop the Chronometer
2 Stops the ET timer
3 Starts the ET timer
4 Reset and stops the ET timer
5 Reset Chronometer
6 Date/UTC time switch
7 ILS scale switch
8 Bugs menu switch
9 ISIS "-" key
10 ISIS "+" key
11 ISIS rotary press button
12 decrease baro or bugs value(if in bugs page in ISIS)
13 increase baro or bugs value(if in bugs page in ISIS)
14 Receiver 1 set to VOR1
15 Receiver 1 set to ADF1
16 Receiver 2 set to VOR2
17 Receiver 2 set to ADF2
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78EB 1 FCU/EFIS controls. Set value:
Value Action
1 SPD Pull
2 SPD Push
3 HDG Pull
4 HDG Push
5 ALT Pull
6 ALT Push
7 V/S Pull
8 V/S Push
9 AP1
10 AP2
11 A/THR
12 APPR
13 LOC
14 EXPED
15 HDG-VS/TRK-FPA
16 SPD/MACH
17 METRIC ALT
18 CPT FD
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78EB 1 Continued...
Value Action
19 CPT LS
20 CPT QNH Pull
21 CPT QNH Push
22 CPT inHg
23 CPT mb
24 CPT QNH increase
25 CPT QNH decrease
26 CPT ND mode ILS
27 CPT ND mode VOR
28 CPT ND mode NAV
29 CPT ND mode ARC
30 CPT ND mode PLAN
31 CPT ND range 10
32 CPT ND range 20
33 CPT ND range 40
34 CPT ND range 80
35 CPT ND range 160
36 CPT ND range 320
37 CPT NAV1 VOR
38 CPT NAV1 ADF
39 CPT NAV1 OFF
40 CPT NAV2 VOR
41 CPT NAV2 ADF
42 CPT NAV2 OFF
43 FO FD
44 FO LS
45 FO QNH Pull
46 FO QNH Push
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78EB 1 Continued...
Value Action
47 FO inHh
48 FO mb
49 FO QNH increase
50 FO QNH decrease
51 FO ND mode ILS
52 FO ND mode VOR
53 FO ND mode NAV
54 FO ND mode ARC
55 FO ND mode PLAN
56 FO ND range 10
57 FO ND range 20
58 FO ND range 40
59 FO ND range 80
60 FO ND range 160
61 FO ND range 320
62 FO NAV1 VOR
63 FO NAV1 ADF
64 FO NAV1 OFF
65 FO NAV2 VOR
66 FO NAV2 ADF
67 FO NAV2 OFF
68 CPT CSTR
69 CPT WPT
70 CPT VOR-DME
71 CPT NDB
72 CPT ARPT
73 FO CSTR
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74 FO WPT
75 FO VOR-DME
76 FO NDB
77 FO ARPT
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78EC 1 MCDU Controls.Set value:
Value Action
1 to 26 A to Z
27 to 36 0 to 9
38 to 43 LSK1 to LSK6
44 to 49 RSK1 to RSK6
50 CLR
51 OVFY
52 SPACE
53 /
54 + (plus operator). If you push it twice, it'll output a -
55 . (decimal point)
56 DIR
57 PROG
58 PERF
59 INIT
60 DATA
61 FPLN
62 RAD NAV
63 FUEL PRED
64 SEC FPLN
65 MCDU MENU
66 AIRPORT
67 Left Arrow
68 Right Arrow
69 Up Arrow
70 Down Arrow
71 BRT
72 DIM
For FO side, simply add 183 to the value code in the table above
(e.g.: 247 is FO SEC FPLN key).
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78ED 1 Miscellaneous controls. Set value:
Value Function
1 Arm GND SPLRS
2 DisArm GND SPLRS
3 ECP TO CONF Key down (see value 47 for UP event)
4 ECP DOOR
5 ECP ENG
6 ECP BLEED
7 ECP CAB PRESS
8 ECP ELEC
9 ECP HYD
10 ECP FUEL
11 ECP APU
12 ECP COND
13 ECP WHEEL
14 ECP F/CTL
15 ECP CLR
16 ECP RCL Key down (see value 48 for UP event)
17 ECP STS
18 ECP EMER CANC Key down (see value 49 for UP event)
19 CPT Chrono
20 FO Chrono
21 ATHR Take over
22 MASTER WARNING
23 MASTER CAUTION
24 CPT AP Take Over Pressed
25 CPT AP Take Over Released
26 FO AP Take Over Pressed
27 FO AP Take Over Released
28 Auto-Brake LO
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78ED 1 Continued
Value Function
29 Auto-Brake MED
30 Auto-Brake MAX
31 Anti-Skid & NWS ON
32 Anti-Skid & NWS OFF
33 Connect/Disconnect EXT PWR
34 Connect/Disconnect GND HP
35 Stow RAT (even in-flight)
36 TCAS ALL
37 TCAS THRT
38 TCAS BLW
39 TCAS ABV
40 TCAS STBY
41 TCAS TA/RA
42 TCAS TA Only
43 CPT TERR ON ND
44 FO TERR ON ND
45 Connect FBW module
46 Disconnect FBW module
47 ECP TO CONF Key up
48 ECP RCL Key UP
49 ECP EMER CANC Key UP
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78EE 1 OVHD Controls. Set vlaue:
Value Function
1 WING AI
2 ENG1 AI
3 ENG2 AI
4 Strobes ON
5 Strobes OFF
6 Strobes AUTO
7 Beacon ON
8 Beacon OFF
9 Wing light ON
10 Wing Light OFF
11 NAV&Logo ON
12 NAV&Logo OFF
13 RWY turnoff ON
14 RWY turnoff OFF
15 Left LDG light ON
16 Left LDG light OFF
17 Left LDG light Retract
18 Right LDG light ON
19 Right LDG light OFF
20 Right LDG light Retract
21 Nose light TO
22 Nose light Taxi
23 Nose light OFF
24 APU MASTER
25 APU START
26 CAB PRESS Cabin Pressure MAN V/S UP
(see note at the end of table)
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78EE 1 Continued
Value key
27 Cabin Pressure MAN V/S DN (see note at the end of
table)
28 Cabin Pressure MODE SEL (see note at the end of
table)
29 LDG elevation AUTO
30 LDG elevation Increase
31 LDG elevation Decrease
32 DITCHING
33 Seat Belts Sign ON
34 Seat Belts Sign OFF
35 Seat Belts Sign AUTO
36 No Smoking Sign ON
37 No Smoking Sign OFF
38 No Smoking Sign AUTO
39 RAT
40 GPWS SYS
41 GPWS G/S
42 GPWS FLAP MODE
43 GPWS LDG FLAP 3
44 PACK Flow LO
45 PACK Flow NORM
46 PACK Flow HI
47 PACK1
48 PACK2
49 ENG1 BLEED
50 ENG2 BLEED
51 APU BLEED
52 RAM AIR
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78EE 1 Continued
Value key
53 HOT AIR
54 CKPT Temperature decrease
55 CKPT Temperature increase
56 CKPT Temperature 24°C
57 FWD Temperature decrease
58 FWD Temperature increase
59 FWD Temperature 24°C
60 AFT Temperature decrease
61 AFT Temperature increase
62 AFT Temperature 24°C
63 X-BLEED SHUT
64 X-BLEED AUTO
65 X-BLEED OPEN
66 FWD cargo ISOL. Valve
67 AFT cargo ISOL. Valve
68 CARGO HOT AIR
69 FWD cargo Temp. decrease
70 FWD cargo Temp. increase
71 AFT cargo Temp. decrease
72 AFT cargo Temp. increase
73 ENG1 MAN START
74 ENG2 MAN START
75 GALLEY SHED
76 GEN1
77 GEN2
78 APU GEN
79 EXT PWR
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78EE 1 Continued...
Value key
80 BUS TIE
81 AC ESS FEED
82 BAT1
83 BAT2
84 ENG1 HYD PUMP
85 ENG2 HYD PUMP
86 BLUE HYD PUMP
87 YELLOW ELEC PUMP
88 PTU
89 FUEL X-FEED
90 LTK1
91 LTK2
92 CTK1
93 CTK2
94 FUEL MODE SEL
95 RTK1
96 RTK2
97 ENG1 MASTER SW ON
98 ENG1 MASTER SW OFF
99 ENG2 MASTER SW ON
100 ENG2 MASTER SW OFF
101 ENG start CRANK
102 ENG start NORM
103 ENG start IGN/START
104 Cabin Pressure MAN V/S release (see note at the
end of table)
105 Cabin Pressure MODE SEL release (see note at the
end of table)
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78EE 1 Continued...
106 WINDOWS/PROBE HEAT
107 ADR1
108 ADR2
109 ADR3
110 IR1 OFF
111 IR1 NAV
112 IR1 ATT
113 IR2 OFF
114 IR2 NAV
115 IR2 ATT
116 IR3 OFF
117 IR3 NAV
118 IR3 ATT
119 ADIRS display TEST
120 ADIRS display TK/GS
121 ADIRS display PPOS
122 ADIRS display WIND
123 ADIRS display HDG
124 ADIRS display STS
125 ADIRS display SYS OFF
126 ADIRS display SYS1
129 ELAC1
130 ELAC2
131 SEC1
132 SEC2
133 SEC3
134 FAC1
135 FAC2
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78EE 1 Continued...
136 ANN LT TEST
137 ANN LT DIM
7B91 1 Transponder offset, as in SquawkBox and IVAP:

0= Mode C
1= STBY
Note for cabin pressure MAN V/S UP/DN and MODE SEL switches: those switches
must/can be held down in order to achieve their primary or a secondary function. They
need to know when they are pushed down and when they are released.
The “pushing down” action are the offset values 26, 27 & 28.
The “release action” are the offset values 104 & 105.
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14. OpenCockpit's SIOC integration

Coding the SIOC's ssi script to match the real aircraft hardware behavior is not
easy, and I'm aware that some of the offsets I provide are not very straightforward, but
since offsets allocation is not unlimited, I try to optimize their use.
SIOC might as well be a pain in the back when it comes to programming complex
interactions between hard- and soft-ware. Most of the programming is inside my software,
leaving SIOC the sole I/O function.
For now, the MCDU, both EFIS and the FCU, and the OVHD are integrated in the
FMGS server. Only thing needed is to give the FMGS server the input/output numbers (i.e.
the cabling...). To do so, you need to use the SIOC creator software included in the
package. This chapter will quickly guide you on how to use it.
SIOC creator is located inside the HardwareConnect folder. It will output different
files in that same folder, so if you've lost a file, look here it might be there.
1. BACKUP all your SIOC files, especially the SIOC.ini and the various SSI files you
were using before creating a new project in SIOC creator!
2. If you installed SIOC in the default directory (usually in “C:\Program files” folder),
SIOC will need Administrator rights to copy ssi files into that folder. If you don't know
how to do that, the easiest solution is to reinstall SIOC in another folder (maybe
C:\Games\SIOC, or even C:\SIOC will be fine...)
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14.1. General Tab

When you start SIOC creator, the “General” Tab appears:
Here you need to enter the SIOC.exe IOCP server IP and port, which you can set in
your SIOC.ini file. As mentioned in red, the SIOC.ini still has to be configured by the user!
Then you need to locate you SIOC folder, to do so simply click the button and
browse to your SIOC folder and select SIOC.exe.
In the “File” menu, you can create a new configuration from scratch, save the
current work or open an existing file.
“Apply configuration” is used when you have finished setting up your hardware, do
not forget to click on it, otherwise the configuration you created won't work...
You can include SIOC code contained in external text files to the final compiled
code. It allows you to easily add the functions not yet supported by SIOC Creator (such as
gear lever, radios, etc). To do so, click the “Add own SIOC code” button and browse to
your text file. You can add several files. If you wish to remove one particular file, select it in
the list then click “Remove” button. The only limitation is the numbering of the variables:
SIOC Creator will not check whether you declared variables with the same numbers as
SIOC Creator variables, so make sure you start numbering your variables at least beyond
500 (variable 0 however can be used freely, since it's the initialization variable and not
used by SIOC Creator).
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14.2. MCDU tab
On this tab, you can configure the keyboard of your MCDU. It has to be driven by
the USBkeys card from OC (the mounted version of the MCDU should work as well, but
not tested).
So if you want to drive the MCDU with my software, first check the “Use MCDU”
box. If the USB key card is connected to the same computer as the one running the
SIOC.exe, then check the first option, otherwise check the second option.
Then click “Start configuration”. A warning appears, make sure you that you follow
what it says... After clicking OK, it will start to configure SIOC to allow you to get the data
from the USBkey card.
A second warning will appear. It'll tell you to start SIOC. At this point if your card is
over a network, you will have to manually copy the IOCKeys.ini that SIOC creator just
computed, and overwrite the one located on your remote computer IOCKEYS folder. Then
you can run IOCKEYS.exe, and click OK to continue.
A new window will appear, prompting you to push the various keys on your MCDU:
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For each prompt, push the correct key on your MCDU. It will switch to the next key
automatically. When you're done, the window will close and you'll be back to the MCDU
tab. You might want to save at this stage.
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14.3. FCU, EFIS, OVHD, Misc tabs

Those tabs work the same way. It's a bit more complicated than the MCDU:
When you check the “Use FCU” (or “Use EFIS” etc...) box, the picture of the panel
will show up, with red rectangles. When you want to declare any hardware, you click inside
its corresponding red rectangle, and a box with options will appear below the picture.
All you have to do is declare the input/output numbers as you wired them on the
cards. For more information on Device Index number, see the OC documentation on
configuring the SIOC.ini.
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There are different types of hardware you can declare:

• Simple push-buttons
• Simple LEDs
• 7-segment displays
• Push-buttons with LED (separate declaration of the P/B and the LED)
• Push-Pull Encoders ((separate declaration of the P/Bs and the encoder)
• Korrys
• 2,3 (or more) -ways selectors
• Analog axis
Please note that if you only have a push button for the encoder, you can use a long
push as a pull if you check the appropriate box. A long push is detected when you release
the push 750ms after pushing in.
For the OVHD korrys, there is an option called “Latching”. If you're using
pushbuttons with two stable positions (like most of the real korrys), check this option. The
following korrys are not latching on the real aircraft, and thus you will have to use
momentary pushbuttons, even if you check the latching option:
-EXT PWR
-APU START
-Autobrake Lo,Med & Max
-Yellow electric pump
-ADR 1, 2 & 3
And there is a special one for the EFIS rotary selectors (mode and range selectors),
as well as the ADIRS rotaries. You can use two types of wiring, a simple one where each
position is considered as a P/B, or a binary version, where with only four inputs, you can
detect the 5 or 6 positions of those selectors. Here are the different prompts possible:
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Here the schematics to use the binary coding wiring for the range selector:
Please note the use of diodes to prevent short-circuits between two inputs.
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14.4. Analog Axis

There are 2 different ways to declare an analog axis. First one is for the OVHD
panel, there are a few rotaries accepting the use of an axis. It can be either an axis inside
FS, or a SIOC Analog axis. I won't go much in details, as they are not necessary controls.
The second way is through the Misc Tab:
It allows you to add up to 16 axis, that will be recognized in the FMGS Controls
Configuration software. The declaration is easy, it works just like you'd declare it manually
in an .ssi file.
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15. FAQ
Q. I want to see what the instruments look like, what do I have to do?
A. You need to install the FMGS on your FS computer, then simply run the instruments
separately. You NEED to launch the OVHD in order to switch on electrical power.
Electrical Power can be switched on by either:
• turning on the APU (make sure batteries and fuel pumps are ON)
• connecting the External Power (Add-on Menu EXT PWR) then click on the AVAIL
korry and make sure Bus tie is ON.
Q. I move my joysticks and throttle levers in all directions, but nothing moves inside FS?
A. You first need to setup your Controls in the FMGS Config.exe software! Check chapter
2.5 of this manual.
Q. When do I need to modify the network.cfg file? What to put in them?

A. Only when the corresponding instrument is not located on the FMGS SERVER
computer (which SHOULD be the FS computer).
IP field must be either the IP address or the computer name of the Server computer. The
port must be the same as the one of the FMGS server (by default, you may leave 8003).
Q. Can everything run on the network?

A. In theory yes. But it is MORE THAN LIKELY that you'll have troubles if you deport the
FMGS server and the AP/FBW. Those two modules should stay on the Flight Simulator
computer.
Q. All instruments and panels are black...

A. You need electrical power, see the first question...
Q. Is it mandatory to use analog axis for the side-sticks an thrust levers?

A. If you want to actually fly, yes. There is no way to accurately emulate the
joysticks/throttle with keyboard equivalents, you need at least 4 axis (on 1 or more
joysticks)
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Q. I use FSUIPC to command the OVHD inputs, do I nevertheless need to launch the
OVHD software? And what about the upper OVHD?
A. Yes, the OVHD software contains the whole logic as well as the graphic interface.
However, you can rescale it to your need or minimize it to the task bar, to hide it. The
upper OVHD can be closed, it's logic is contained in the lower OVHD process.
Q. Most cfg files in the FMGS folders are unreadable?

A. The files that are not readable must not be modified by hand, they are created and
modified by the software only.
Q. The instruments are ON, but PFD and ND only show red flags such as HDG or ATT?
A. You need to align the IRS. To do so on the upper OVHD:
• switch on the ADRs on the upper OVHD
• Switch the IRs selectors on NAV (normal alignment, for a quick alignment, select
them back OFF then back NAV again quickly)
When IRS alignment is complete, you need to initialize the IRS position through the MCDU
INIT A page, after departure and destination fields are filled.
Q. I cannot start the engines, help!!

A. To start an engine, it needs:
• Electricity: make sure batteries are on, and APU or External PWR is used
• Bleed Air: either from the APU Bleed (make sure it is switched ON) or from the
ground HP (add-on menu GND HP). For the Engine N°2, make sure the X-Bleed
valve is open.
Then on the upper OVHD, go to the Engine start panel (you can make it appear in the right
click menu). Place the mode selector on IGN/START, then flick the engine master switches
ON.
Q. I want to use only the PFD, ND and ECAMs, is it possible?

A. No. This software is designed as whole, if you want to skip the systems logic, you'd
miss a lot of the functions that are not by default in FS9 or FSX. The point of this software
is to produce a realistic complete A320 experience, without compromises.
Version 28
User's Guide
A320 FMGS
Q. I've just aligned the IRS1 and initialized the position on INITA page in the MCDU. The
captain ND is showing the map but the FO one is still displaying red flags.
A. Under normal operations, CAPT ND receives data from IR1, whereas FO ND receives
dat from IR2. The IR3 provides data for both sides as a backup. It is good practice to align
the three IRS at the same time, before engine start.
Q. I've upgraded my preexisting installation to the latest beta release of the suite. When I
launch an instrument (FCU, ND, etc) it shows the error “--- is not a valid Boolean value” or
a similar error.
A. You forgot to update some of the instruments. All .exe files have to be replaced, even on
clients computers.
Q. I'm having any kind of troubles, can I contact you?

A. Of course you can, but please first make sure you did setup everything right:
• FSUIPC is up to date (BUT NOT LATEST V4.7 for FSX, unknown incompatibility!!)
• Controls are set-up
• All instruments are running
• Network is set-up
• You went through the first steps tutorial

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FMGS

This software is by no means related to Airbus, EADS or any affiliated group. It is

I started this project to fit my homecockpit hardware. The commercial alternatives

2. Installation and customization

2.3. Installation and updates

It is best to remove joystick assignments in FS and in FSUIPC as well, there can be

2.4. Airbus Style Fonts

2.5. Joystick axes setup / FMGS Config

2.6. Auto Pilot and Fly-By-Wire

2.7. Resizing, rotating displays

2.8. Flight Simulator Aircraft

2.9. EGPWS terrain data

Intentionally left blank

3. The Primary Flight Display (PFD)

3.1. General View

3.2. Attitude Indicator

3.3. Speed Tape

• 11: Rotation Speed VR (not the real value shown)

3.4. Altitude indications

• 1: Actual altitude (in respect to the barometric setting)

3.5. Vertical Speed

3.6. Heading Tape

• 1: Magnetic heading index

3.7. Flight Path Vector

3.8. Flight Director

3.8.1.HDG – V/S mode

3.9. ILS and V/DEV deviation scales

3.9.1.ILS trajectory deviation

3.10. Flight Mode Annunciator (FMA)

3.11. Flags and messages

Intentionally left blank

4. The Navigation Display (ND)

4.2. ILS Rose mode

4.3. VOR Rose mode

• 1: Heading target index (Autopilot)

4.4. NAV modes (Rose and Arc)

• 1: Bearing pointer 1 and NAV1 data block.

4.5. Plan mode

For RA alerts there is an aural warning 'CLIMB CLIMB' or 'DESCEND DESCEND'

When an RA or TA is over, an aural message 'Clear of conflict' is played.

TCAS modes are:

Intentionally left blank

5. Engine / Warning Display E/WD

5.2. Engine Parameters

5.2.3.N2 and Fuel Flow

N2 is in percentage of maximum N2.

5.2.5.FOB and Flaps

Intentionally left blank

There are additional keyboard shortcuts for this window:

The selection of a page can be either manual or automatic. By default, it's

The display is usually organized like in this picture:

• 1: System Page: varies according to the selected page (either automatically or

Now let's see each page independently.

• 1: Fuel used in kilograms

• 1: High Pressure valve

6.4. Cabin Pressure

• 1: Landing runway elevation, either selected manually or automatically (cf

6.5. Electrical System

• 9: Essential TR and Emergency Generator