PSS A320 Pilots Operating Manual

A320 Man_Inn (Eng) 10/5/02 11:39 am Page 1
A320 PROFESSIONAL
FOR MICROSOFT® FLIGHT SIMULATOR 2002
PILOT'S HANDBOOK
CONTENTS
Please note that A320 Professional is an expansion for Microsoft Flight Simulator 2002.
It will not operate without this program installed on your PC.
Introduction ..........................................................................................................................2
Installation............................................................................................................................7
Accessing the aircraft ........................................................................................................10
Getting the best from your system ....................................................................................10
Updates, Support, Registration ........................................................................................11
Aircraft Systems ................................................................................................................12
Panel Overview ..........................................................................................................12
Main Panel Components ............................................................................................16
General Notes ............................................................................................................17
Primary Flight Display ................................................................................................18
Navigation Display ......................................................................................................28
Engine / Warning Display............................................................................................38
System Display ..........................................................................................................42
Autoflight ....................................................................................................................45
MCDU ........................................................................................................................57
Backup Instruments....................................................................................................87
Landing Gear ..............................................................................................................88
Controls on Centre Pedestal ......................................................................................89
APU ............................................................................................................................93
Electrical System ........................................................................................................94
Fuel System ................................................................................................................97
Powerplane ................................................................................................................99
Hydraulics ................................................................................................................100
Pneumatics ..............................................................................................................103
Air Conditioning ........................................................................................................105
Pressurisation ..........................................................................................................107
GPWS ......................................................................................................................110
Other Controls ..........................................................................................................112
Chronometer ............................................................................................................113
Panel Configuration utility ........................................................................................114
Tutorial Flight ..................................................................................................................116
Credits & Copyright ..........................................................................................................148
Software Piracy ................................................................................................................149
1
INTRODUCTION The A320 marked Airbus Industrie's entry into the single-aisle market. It was designed in the 1980s for
airlines' anticipated fleet expansion, and as a next-generation replacement for the thousands of aging
A320 Professional is an expansion for Microsoft Flight Simulator 2002 Standard or Professional. As 150-seat category transports already in service. Airbus Industrie decided to make the A320 a truly new
any airliner Captain will tell you, there is no other airliner quite like an Airbus. From its joystick control aircraft, incorporating technologies that would provide the best operating efficiency and performance for
to its computerised fly-by-wire systems, it offers a totally new flying experience. This software airlines, and a high comfort level for passengers.
accurately reproduces the A319/320/321 in all its complexity, so we strongly recommend that you read
all the documentation, both printed and on CD, in order to learn as much as possible about this Building on the increasing use of computers in all modern transports, the consortium incorporated fly-
amazing aircraft and how it is flown. by-wire controls in the A320 – a first for commercial airliners. The A320 program was launched in March
1984, despite a downturn in airline aircraft purchases due to the recession of the 1980s. The decision
proved to be a sound one, correctly anticipating the need for a competitive transport to meet carriers'
Minimum System Requirements needs when the economy improved later in the decade. The A320 entered service in 1988 with Air France
MS Windows 95/98/Me/2000/XP and British Caledonian Airways. It proved to be a huge success
MS Flight Simulator 2002 In November 1989, Airbus Industrie gave the go-ahead for a stretched A320 version, designated the
A321. The fuselage of the basic A320 was lengthened with the addition of an eight-frame (4.26
Pentium III 600MHz meter/13.97 ft.) section forward of the wing, and a 5-frame (2.67 meter/8.75 ft.) section aft of the wing.
128Mb RAM Seating 185 passengers in a two-class layout, the A321 has a range of up to 5,500 km./3,000 naut. mi.
A developed version of the A321, called A321-200, was launched in April 1994 for a service startup in
700Mb hard disk space (for full livery install)
1997. The first aircraft, powered by International Aero Engines' V2533-A5 engines, made its maiden
SVGA video card flight in December, 1996 from the Daimler-Benz Aerospace Airbus facility in Hamburg-Finkenwerder
Germany. It has an additional centre fuel tank and an increased take-off weight of 89 metric
tons/196,200 lb.
Recommended
Another development of the A320 is the shortened-fuselage A319 derivative, which entered airline
Pentium III 1GHz or higher
service in 1996 with Swissair, powered by CFM International CFM56 engines. The A319 is seven
256Mb RAM fuselage frames shorter than the basic A320, and will seat 124 passengers in a typical two-class cabin
3D graphics accelerator card with 32 MB RAM layout. Maximum range is 6,500 km./3,500 naut. mi
The Airbus family all share the fly-by-wire controls designed and manufactured by Thales/SFENA.
Instead of a control column, the pilot and co-pilot each have a sidestick controller. The digital fly-by-wire
FSUIPC system is controlled by five dedicated computers and operates all the primary and secondary flight
During the installation process we will check to see if you have the FSUIPC module by Peter Dowson controls by a combination of electronic signalling and hydraulic jacks. Very high safety standards have
already installed. If you do not we will install it, as it is required by the A320 software. If you already been built into the flight control systems, with system redundancy and with flight envelope protection,
have this module installed we will check the version number/date of it and only install the item from which will not allow manoeuvres to exceed the aircraft's structural and aerodynamic limitations. It is, for
the A320 Professional CD ROM if you have an earlier version installed. example not possible for the aircraft to fly beyond the maximum operating speed for longer than a few
seconds. The aircraft's flight speed is maintained safely above the stall speed and the throttles are
automatically opened to achieve a successful positive climb.
THE AIRCRAFT
Today, the A320 has become Airbus Industrie's best selling aircraft, with well over 800 on order.
A319/320/321 family of airliners are built by Airbus Industrie, which is a consortium formed by EADS Typically seating 150 passengers in a two-class cabin, the A320 is capable of flying non-stop for up to
and BAE Systems. EADS, the European Aeronautic Defence and Space Company, was formed by a 5,500 km./3,000 naut. mi. Operators include Northwest, Air Canada, Indian Airlines, Lufthansa, United
merger of Aerospatiale-Matra of France, Daimler-Chrysler Aerospace of Germany and CASA of Spain Airlines, All Nippon Airways, Egyptair, Gulf Air, and Mexicana.
(former members of Airbus).
Having accumulated some 1,500 firm orders from international customers, Airbus Industrie's
A319/A320/A321 family represents one of the most successful civil aircraft programs in aviation
history. The A320 is the most economical and environmentally friendly aircraft in its category and
features the widest fuselage in its class. This provides a roomy passenger cabin and unmatched
underfloor cargo space.
2 3
A319 SPECIFICATIONS Numbers in parentheses are highest options. A320 SPECIFICATIONS Numbers in parentheses are highest options.
Aircraft Dimensions Aircraft Dimensions

Overall Length 111ft 0in/33.84m Overall Length 123ft 3in/37.57m
Cabin Length 78ft 0in/ 23.77m Cabin Length 90ft 3in/27.50m
Fuselage Diameter 0in/ 3.96m Fuselage Diameter 13ft 0in/ 3.96m
Max. Cabin Width 12ft 1in/ 3.70m Max. Cabin Width 12ft 1in/ 3.70m
Height 38ft 7in /11.76m Height 38ft 7in /11.76m
Wheelbase 36ft 3in/ 11.05m Wheelbase 41ft 6in/12.65m
Track 24ft 11in/7.59m Track 24ft 11in/7.59m
Wing Dimensions Wing Dimensions

Wing Span (geometric) 111ft 10in/34.09m Wing Span (geometric) 111ft 10in/34.09m
Wing Area (reference) 1320ft2/22.6m2 Wing Area (reference) 1320ft2/22.6m2
Sweep (25% chord) 25 degrees Sweep (25% chord) 25 degrees
Design weights Design weights

Max. Ramp Weight lb x 1,000 142.0 (167.3) Max. Ramp Weight lb x 1,000 162.9 (170.6)
Tonnes 64.4 (75.9) Tonnes 73.9 (77.4)
Max. Take-off Weight lb x 1,000 141.1 (166.5) Max. Take-off Weight lb x 1,000 162.0 (169.8)
Tonnes 64.0 (75.5) Tonnes 73.5 (77.0)
Max. Landing Weight lb x 1,000 134.5 (137.8) Max. Landing Weight lb x 1,000 142.2 (145.5)
Tonnes 61.0 (62.5) Tonnes 64.5 (66.0)
Max. Zero Fuel Weight lb x 1,000 125.7 (129.0) Max. Zero Fuel Weight lb x 1,000 134.5 (137.8)
Tonnes 57.0 (58.5) Tonnes 61.0 (62.5)
Max. Fuel Capacity USg 6,300 (7,835) Max. Fuel Capacity USg 6,300 (7,835)
Litres 23, 860 (29,660) Litres 23, 860 (29,660)
Typical Operating Weight Empty lb x 1,000 88.4 Typical Operating Weight Empty lb x 1, 000 90.4
Tonnes 40.1 Tonnes 41.0
Typical Volumetric Payload lb x 1 000 28.4 Typical Volumetric Payload lb x 1,000 35.9
Tonnes 12.9 Tonnes 16.3
Basic Operating Data Basic Operating Data

Powerplants two CFM56-5 or IAE V2500 Powerplants two CFM56-5 or IAE V2500
Thrust Range lb slst 25,000 – 27,000
Thrust Range lb slst 22,000 – 27,000
Typical Seating (two class) 150
Typical Seating (two class) 124
Range nm 2,650 (3,050)
Range nm 1,800 (3,700)
(with Max. Passengers) km 4,900 (5,700)
km 3,360 (6,800)
Max. Operating Mach No. (Mmo) M0.82
Max. Operating Mach No. (Mmo) M0.82
Containers Capacity Underfloor Seven LD3-46/46W
Containers Capacity Underfloor Four LD3-46/46W
Bulk Hold Volume 1322ft3/ 37.4m3
Bulk Hold Volume 976ft3/ 27.64m3
Total Volume (LD3 + Bulk) 978/1,097ft3
Total Volume (LD3 + Bulk) 848ft3/ 24.01m3 27.69/31.06m3
4 5
A321 SPECIFICATIONS Numbers in parentheses are highest options.
Aircraft Dimensions INSTALLATION

Overall Length 146ft 0in/44.51m
STARTING THE INSTALLATION
Cabin Length 113ft 0in/ 34.44m
1. Close all open programs and applications prior to installation. Place the A320 Professional CD in
Fuselage Diameter 13ft 0in/ 3.96m your CD-ROM drive.
Max. Cabin Width 12ft 1in/ 3.70m 2. If your computer has ‘Autorun’ enabled the installation program will start automatically. If so, skip
Height 38ft 7in /11.76m to item 4.
Wheelbase 55ft 6in/ 16.92m 3. If you do not have ‘Autorun’ activated (or the program does not start automatically) please carry out
Track 24ft 11in/7.59m the following:
Press the ‘Start’ button on the Windows taskbar, move up to ‘Run…’ and left click it.
Wing Dimensions Type in the ‘Open’ window: D:/start.exe (where ‘D’ is the drive letter of your CD-ROM drive), then
Wing Span (geometric) 111ft 10in/34.09m press ‘OK’. The CD will then start to run.
Wing Area (reference) 1320ft2/22.6m2 4. The first screen to appear will ask you to either ‘Install’ or ‘Exit’.
Sweep (25% chord) 25 degrees 5. You will then be asked to select a language to use during the installation. You may select one of the
language options from the drop-down list with the mouse. Once you have done this, click the ‘OK’
Design weights button to continue with the installation or the ‘Cancel’ button to exit without installing.
6. A ‘Welcome’ window will appear and you can continue with the installation by clicking the ‘Next’
Max. Ramp Weight lb x 1,000 183.9 (205.9)
button or exit by clicking ‘Cancel’.
Tonnes 83.4 (93.4)
The installation will now check the Windows Registry for the location of your installation of Flight
Max. Take-off Weight lb x 1,000 183.0 (205.0)
Simulator 2002. If it is unable to locate a valid entry for Flight Simulator a warning dialog will appear
Tonnes 83.0 (93.0)
informing you of this and telling you that you will have to browse manually to the folder where you
Max. Landing Weight lb x 1,000 162.0 (175.5) have Flight Simulator installed.
Tonnes 73.5 (77.8)
7. You will then see a window ‘Choose destination location’ to install A320 Professional to. This folder
Max. Zero Fuel Weight lb x 1,000 153.2 (162.7) has to be your valid Flight Simulator 2002 program folder.
Tonnes 69.5 (73.8) Normally you will find the path box already filled in with the correct folder name, but if you received
Max. Fuel Capacity USg 6,260 (7,790) a warning at step 6 then this box will be blank. You will need to click the ‘Browse’ button and choose
litres 23, 700 (29,500) the correct location of your Flight Simulator 2002 program folder.
Typical Operating Weight Empty lb x 1,000 105.6 The default path for Flight Simulator 2002 is C:\program files\Microsoft Games\Flight Simulator 2002.
Tonnes 47.7 This path will be correct unless you specified another location when you installed Flight Simulator 2002.
Typical Volumetric Payload lb x 1 000 46.0 8. When you are satisfied that the path shown is correct, click ‘Next’. If the folder you have selected is
Tonnes 21.0 not a valid Flight Simulator program folder containing the Flight Simulator program, then you will
be given a warning to this effect and you will have the option to use the ‘Back’ button to go back to
Basic Operating Data the previous window and browse to the correct location.
Powerplants two CFM56-5 or IAE V2500 9. A window will display the list of A320 Professional liveries that you can choose to install:
Thrust Range lb slst 30,000 – 33,000 A319
Typical Seating (two class) 185 Air Canada
Range nm 2,300 (3,000) Air Canada - TCA
Airbus House colours - IAE engines
km 4,350 (5,600)
Finnair
Max. Operating Mach No. (Mmo) M0.82 Frontier - Wolf
Containers Capacity Underfloor Ten LD3-46/46W Lufthansa
Bulk Hold Volume 1828ft3/ 51.76m3 Northwest
Sabena
Total Volume (LD3 + Bulk) 1300/1478ft3
37.04/41.85m3 Swissair
6 7
A320 UNINSTALLING A320 PROFESSIONAL

Aer Lingus
Air France To uninstall A320 Professional from your system please do so only in the following manner:
Airtours • Go to the Windows ‘Start’ button and click on it. Move to ‘Settings’ and click on ‘Control Panel’.
All Nippon • Double-click on the ‘Add-Remove Programs’ icon.
America West
Ansett Sidney • Locate ‘A320 Professional’ in the list and double-click on it.
Austrian Airlines • A dialog box will appear offering the options to 'Modify', 'Repair' or 'Remove' the Installation.
British Airways - Benyhone • A dialog box will appear asking you if you wish to remove A320 Professional.
British Midland - old livery
Condor Berlin • Clicking ‘Remove’ will remove A320 Professional from your system.
Edelweiss Air • Please note; you may be asked to insert the A320 Professional CD ROM during this process.
Iberia
• Uninstalling or deleting A320 Professional in any other way may cause problems when using this
Jet Blue - Blue Skies
program in the future or with your Windows set-up.
JMC Air
Spanair
TAP Air Portugal The FSUIPC module is not removed automatically from your system. It will cause no harm by staying
Virgin Sun on your system. If you wish to remove it manually you will find the file called FSUIPC.DLL in the
FS2002/modules folder.
A321
If you wish to learn more about FSUIPC module we have included their manuals in the ‘PSS\FSUIPC
Aer Lingus
extras’ folder inside Flight Simulator 2002.
Alitalia
British Airways - Union Jack.
British Midland - BMI New Union Jack livery ADDING/REMOVING LIVERIES
Iberia
Lufthansa To remove installed liveries and/or add liveries please do so only in the following manner:
S.A.S. - Go to the Windows 'Start' button and click on it. Move to 'Settings' and click on 'Control Panel'.
U.S. Airways - Double-click on the 'Add-Remove Programs' icon.
Virgin Atlantic
- Locate 'A320 Professional' in the list and double-click on it.
Tick the liveries you wish to install with the mouse or uncheck any that you don’t want. Click Next to continue. - A dialog box will appear offering the options to 'Modify', 'Repair' or 'Remove' the Installation
- Select 'Modify' by clicking the radio button, then click 'Next'
10. You will see a window with your chosen settings. Please check them and if you are happy press ‘Next’ - A list of the available A320 Professional liveries available to install or remove will appear with the
to continue, ‘Back’ to change your settings or ‘Cancel’ to exit. If you pressed ‘Next’, the install will begin. one marked that are currently installed.
11. When this screen closes and you are returned to your desktop, the installation is complete. - Select from the list the liveries you wish to install and/or unselect the liveries you wish to uninstall.
IMPORTANT! Once A320 Professional has been installed please re-boot your computer. - When you are satisfied with the change click 'Next' to apply the changes.
Please read the section ‘Getting the best from your system’ below to ensure you gain maximum results
from this program. Please note: Phoenix Simulation Software (PSS) will offer additional livery sets or single liveries for
separate purchase from their website www.phoenix-simulation.co.uk
These additional liveries only will be installable/removable with the installer program supplied by PSS.
They will not appear in the selection lists if you modify the CD liveries you have installed by using
'Add/Remove programs'. The Liveries added from sources other than the original CD can only be
removed manually. Note also that you must have a minimum of one CD livery installed for each Airbus
Model (A319, A320 and A321) in order for the main files for that model to be installed. Removing all
the CD liveries for a particular model will result in that model being removed entirely.
8 9
ACCESSING THE AIRCRAFT More information or for different language versions please view the Microsoft web page:
www.microsoft.com/directx/homeuser/downloads/default.asp
1. In FS2002 select the ‘Aircraft/Select aircraft’ menu and in the ‘Aircraft Manufacturer’ menu choose ‘Airbus’.
- Decreasing the demands on your video card and PC’s Processor can help with performance. This
2. In the ‘Aircraft model’ menu select one of the models (A319, A320, A321). The postfix "c" indicates can be carried out as follows:
a model with CFM engines, the postfix "v" stands for IAE engines. Thus for example in 'A320v' all
A320 models with IAE engines are grouped. In ‘Display Settings’ in Flight Simulator 2002, moving all the sliders to the far left will increase your
PC’s performance. These sliders, particularly those concerning ‘Scenery Autogen’, ‘Terrain Mesh
3. Choose the particular livery you wish to fly in the ‘Variant’ menu. Complexity’ and ‘Scenery Complexity’, are accessed through the Options/settings/display/image
4. Click ‘OK’. quality Tab. As the sliders are moved to the left less detail will appear in the scenery.
Moving the ‘Dynamic Scenery’ and ‘Scenery Complexity’ sliders to the left will increase your PC’s
ADDITIONAL DOCUMENTATION performance but will also display less detail in installed sceneries, especially add on sceneries.
All the documentation that is not printed is contained in Adobe Acrobat .PDF format. You can find the Turning ‘Off’ the ‘Aircraft shadows’ and ‘Ground Scenery Shadows’ on this page will increase
documentation files in the folder \PSS\Manuals\ on the CD. You will also need the Adobe Acrobat Reader display performance.
installed. Different language versions of the Adobe Acrobat Reader are in the Acrobat folder on the CD.
Browse to and double-click the language version that is correct for your location. If you do not find your Joystick Setup
language version, you can check http://www.adobe.com and you may find your language there. The flight models in this product have been designed with the Joystick Sensitivities set to DEFAULT.
To achieve the greatest accuracy of your flight model it is highly recommended to set your joystick back
ADDITIONAL SOFTWARE to these default sensitivities. Open Flight Simulator 2002 and go to the 'options' menu, scroll down to
The \PSS\ folder, located in your FS 2002 main directory, contains five additional tools, two fuel planners, 'Controls-Sensitivities'. Select the Joystick item in box labelled 'Joystick type' and you will see the
a panel configuration tool and two load editor programs. You can access these by browsing for the sliders for the control sensitivity. At the bottom of the window is a Reset defaults button. Just press
application EXE files or by clicking on the shortcuts in your Windows Start menu 'A320 Professional' the Button to reset your joystick settings. This will not affect any Custom Button Assignments
These tools are intended for advanced use which is either intuitive or described in help files, located in Flight Simulator Setup
the applications' folders.
From the menu 'Aircraft-Realism settings' please select 'Display indicated Airspeed' and set 'Current
realism settings' to 'Hard' for best results.
GETTING THE BEST FROM YOUR SYSTEM
To ensure that your PC is running at its best and you get the best from A320 Professional, we suggest UPDATES, SUPPORT, REGISTRATION
the following:
Make sure you check for the latest updates for this product at www.justflight.com. By the time you read this,
- Before running Flight Simulator, terminate as many programs running in Windows as possible. there may be a new update that takes care of issues, or have added new features. If you are experiencing
- Performance will be better if the default Microsoft scenery is installed onto the hard drive rather than problems with this software, please visit the Support section of our website at www.justflight.com
running form the Microsoft CD. Most problems can be cured by doing the following:
- Please ensure that if you have a 3D video accelerator card (highly recommended) installed it is set - Fully reading the manual with this product.
up and operating in the host simulation program correctly. Some video cards require that you press
the keyboard keys ALT+ENTER to go into 3D mode. - Checking for any updates or support materials at our website.
- Ensure that you have the latest set of video card drivers installed to your PC. Even though your PC may If you have a problem that cannot be solved by the above, then please fill in the technical support
be quite new, the video card drivers may well be out of date, as they are updated every few months. request form on our website as fully as possible.
Contact your video card supplier or download the latest drivers from the manufacturer’s website. By filling in and returning the product registration card included in this product you will be eligible for:
- Ensure that you have the latest version of Microsoft's Direct X drivers installed on your PC. We have - Technical support
included three ENGLISH ONLY versions of Direct X on the A320 Professional CD for your use. - Our regular free newsletter
Browse on the CD and you will see a folder called DirectX. In this folder are three more folders: - Special offers and upgrade details
For Windows 95 ONLY a folder called: DirectX Win 95 - Details on new product releases
For Windows 98, 98 SE and ME ONLY a folder called: Direct X Win 98-98SE-ME - Automatic entry into our regular prize draw
For Windows 2000 ONLY a folder called: Direct X Win 2000 Alternatively you can register online at through our website at www.justflight.com
Browse to the correct folder for your PC’s operating system and double click on the file in that folder Please note that you can remove yourself from our mailing list at any time and we will not sell or pass
to install Direct X. on your name or details to any third party. Full details of our Privacy Policy can be found on our website.
10 11
AIRCRAFT SYSTEMS
PANEL OVERVIEW
Panel views
The Phoenix Airbus A3xx panel has several pop-up windows and it can be represented in various
different views, as shown below:
MCDU window open
MCDU window shows expanded view and allows operation of Multipurpose Control Display Unit. This window
is opened or closed by clicking on MCDU screen image on main panel view, or by pressing Shift+2 key.
Full panel view

Full panel view is the default view. It shows all EFIS displays and all gauges on the main panel. To return
to full view from Compact or Overhead view, press NUMPAD 8 key.
Expanded EFIS displays
Each of EFIS displays presents a wealth of information. To help reading these displays, each of them
can be expanded by clicking on it. Expanded displays are pop-up windows and can be moved and
resized to your taste, or even undocked and dragged to another monitor. An expanded display can be
closed by clicking on its upper right part.
Shortcut keys for displays are,
Compact (VFR) panel view Shift+4 for PFD,
Compact panel view provides good outside view while including the most important displays, Shift+5 for ND,
instruments and controls. Compact view is accessed by pressing and holding NUMPAD 2 key. To keep Shift+6 for Upper ECAM, and
this view active, press and hold NUMPAD 2, then press CTRL, then release both. Shift+7 for Lower ECAM.
12 13
Overhead panel view

Virtual cockpit view
Overhead panel contains controls for aircraft systems such as Electrical, Fuel nd Pressurisation etc. Flight Simulator Virtual Cockpit view contains a full set of gauges. Although, due to FS limitations, the
Overhead view is accessed by pressing and holding NUMPAD 5 key. To keep this view active, press and custom-drawn (‘vector’) gauges are inoperative in Virtual Cockpit, and thus the EFIS displays are replaced
hold NUMPAD 5, then press CTRL, then release both. with different versions with some elements missing. Also, mouse clicks do not work in this mode.
Central pedestal window open
Central pedestal carries thrust levers, flaps and spoilers controls, engine starting controls, etc. Central
pedestal window is opened and closed by pressing Shift+2 key.
14 15
MAIN PANEL COMPONENTS GENERAL NOTES

The Airbus has a modern glass cockpit. Mechanical gauges are replaced by an Electronic Flight Instrument
System (EFIS) which includes six CRT displays representing all information in most convenient form. The EFIS displays
displays include Captain and FO Primary Flight Displays (PFD), Captain and FO Navigation Displays (ND),
and two Electronic Centralised Aircraft Monitoring (ECAM) displays: Engine/Warning Display (E/WD) and EFIS displays contain a wealth of information. At standard display resolutions, they can be hard to read.
System Display (SD). Mechanical backup instruments are also provided. To solve this, any display can be expanded by clicking it with the mouse. This brings a pop-up window
with enlarged display picture. Such windows are standard Flight Simulator pop-up windows. They can
Automatic flight is controlled from Flight Control Unit (FCU). Fully automatic flight along a programmed be resized, moved to any position and arranged to your taste. You can drag a window by clicking at
route is possible and is guided by Flight Management System (FMS). The FMS is programmed and any point on it, except for the area in upper right corner - clicking there will close the window. A window
operated using Multi-function Control and Display Units (MCDU). can be undocked by right-clicking it and selecting ‘Undock’ in pop-up menu. This allows the window
to be moved outside the main FS window and placed anywhere on your desktop, or on a second
Chronometer EFIS Control Flight Control Unit monitor. The same can be done with MCDU pop-up window.
button Panel (FCU)
Primary Flight Thrust control
Navigation Engine/Warning
Display (PFD) Display (ND) Display (E/WD) The A320 aircraft thrust levers are different from those found on Boeing-type or other common aircraft.
Gear panel
The thrust levers move through distinct detents, or gates, marked ‘MREV’, ‘IDLE’, ‘CL’, ‘FLX/MCT’, and
‘TO-GA’. Takeoff power is applied by moving the levers to TO-GA or FLX-MCT gate, which commands
autothrust system to produce computed takeoff thrust corresponding to current conditions. At thrust
reduction altitude, thrust levers are retarded to CL gate, which automatically engages autothrust system.
From this point, the levers are normally left in CL detent throughout the flight until just before touchdown.
The autothrust system controls engine thrust corresponding to active thrust modes and thrust limits.
The A320 thrust levers are not back-driven by autothrust system, and don’t move as the thrust is
automatically adjusted. Unless needed, they are left in CL gate until a synthesised voice announces
‘RETARD’ 20 feet above landing runway.
Due to this, thrust control is implemented differently than on other Flight Simulator panels. Instead of
using joystick throttle or Flight Simulator keys, the panel uses custom keys (Numpad PLUS and
Numpad MINUS by default) to move thrust levers between gates. You can also use pedestal view and
move levers with the mouse. Thrust levers position can be checked by looking at thrust Flight Mode
Annunciator on PFD, the thrust limit name on E/WD, or by checking the pedestal view.
Manual thrust control is still possible, using joystick throttle or Flight Simulator keys. Make sure that
the panel-simulated thrust levers are left at IDLE, or set at CL but the autothrust is disengaged.
Please check the autothrust discussion in the Autoflight section of this manual for further information.
Flight controls
The PSS A320 panel attempts to simulate electronic fly-by-wire flight control system of the real aircraft. The
conventional flight yokes are replaced on Airbus aircraft with side-sticks, much like a computer joystick.
Sidesticks send electronic signals to flight computers, which drive the control surfaces. Left-right stick
deflection controls bank rate, and computers will not allow the pilot to exceed bank limits of ±67° bank.
Forward-aft stick deflection controls aircraft G load. Neutral stick position commands load of 1G,
resulting in level flight or constant vertical speed, regardless of airspeed, altitude or weight. This is
Clock simulated on the A320-Pro panel by auto-trimming the aircraft, although this can be done only when
DDRMI System the joystick is centred.
GPWS indicator Backup Display
Instruments ECAM Control The joystick inputs to Flight Simulator are disabled when the autopilot is engaged. This is done to
MCDU (SD) prevent joystick noise from interfering with autopilot operation.
Panel
16 17
PRIMARY FLIGHT DISPLAY Flight Mode Annunciations

Flight Mode Annunciator (FMA) indicates current status of FMS operation. The FMA is divided into 5
General columns which indicate:
The Primary Flight Display (PFD) is the outer display on the Captain and First Officer’s panels. • Thrust modes
It provides information on:
• Active and armed Pitch modes
• Attitude and Guidance commands
• Active and armed Roll modes
• Airspeed
• Approach capabilities
• Barometric and radio altitude and vertical speed
• Autopilot, Flight Director and Autothrust engagement status
• Heading and track
• Flight Mode Annunciations The Flight Mode Annunciations are discussed in detail in the Autoflight and FCU section.
• Vertical and lateral deviations
Attitude data
The PFD is divided into several sections: 2. Roll Scale 3. Roll/Sideslip Index
• Flight Mode Annunciations
• Attitude and Guidance
• Airspeed
• Altitude and Vertical Speed
• Heading and Track 4. Pitch Scale
Flight Mode Attitude and 1. Aircraft symbol 5. Attitude Limits

Annunciations Guidance
6. Radar Altitude
Airspeed Attitude and

Vertical Speed 1) Aircraft symbol
Fixed aircraft symbol indicates position of aircraft relative to the horizon.
2) Roll Scale
The scale is graduated at 0, 10, 20, 30 and 45 bank degrees.
3) Roll/Sideslip Index
Upper part of the index indicates current bank. The lower part moves below roll part and shows amount
Heading and Track of side slip.
18 19
4) Pitch Scale Guidance

Graduated each 2.5 degrees, indicates current aircraft pitch. Flight guidance commands generated by FMS are depicted by Flight Director (FD) symbols. The Flight
Director system allows the pilot to manually fly the aircraft while following the guidance commands.
The FD symbols are only visible when FD button on EFIS control panel is illuminated.
5) Attitude Limits
Green ‘=’ symbols are displayed at ±67° on roll scale, at 15° nose down and at 30° nose up on pitch scale.
They represent the pitch and bank limits of Normal law protections.
6) Radar Altitude
Radar altimeter readout is displayed when below 2500 feet AGL. At low altitudes, the white line which
separates pitch scale and solid bottom part, moves up as aircraft gets closer to the ground, covering the
pitch scale, and meets the horizon line at touchdown. Radar altimeter readout turns yellow when below
DH, if it was set.
Specific indications on ground

FD button on EFIS Control Panel
1. Ground roll command bar 2. Sidestick position
3. Max sidestick deflection
HDG-V/S TRK-FPA Selector, FCU

This needs to be annotated using the following arrowed captions, as per image on page 8 of the PDF manual:
There are two different modes of FD operation, with different symbology. The displayed FD symbols
1) Ground roll command bar corresponds to selection of HDG-V/S or TRK-FPA mode on the FCU.
Indicates ground roll guidance command in RWY mode, which keeps runway course
2) Sidestick position
Indicates the position of sidestick (joystick). Appears after second engine start and is removed at takeoff
power application.
3) Max sidestick deflection
Four corners define maximum sidestick deflection.
20 21
HDG-V/S Mode ILS Indications

In this mode, the FD symbols include two bars. Vertical bar indicates When ILS receiver is automatically tuned for destination airport approach by FMS, or ILS frequency is
commanded bank, and horizontal bar shows commanded pitch. manually entered on MCDU Rad Nav page, the localizer and glideslope deviation bars can be displayed
on PFD. To do so, push the ILS button on EFIS control panel. Second push removes ILS information
To follow the commands, steer the aircraft so that the bars cross at the
from PFD.
centre of the static aircraft symbol. In this example, a left bank and
present pitch is commanded.
TRK-FPA Mode
In this mode, the FD symbols include a flight path vector symbol and a
flight path director symbol. Flight path vector symbol (‘Bird’) 2. Glideslope deviation
represents the aircraft vertical flight path angle, drift angle and bank.
The command symbol (‘Moustache’) shows commanded flight path
angle, as vertical distance between the symbols, and roll, as the 1. Localizer deviation
difference in symbols rotation.
To follow the commands, steer the aircraft so that the two symbols are
aligned.
In this example, a left bank and pitch up is commanded.
Drift angle
3. ILS front course
Bank difference
Bank angle
1) Localizer deviation
2) Glideslope deviation
Vertical
Vertical The magenta indexes represent horizontal and vertical deviation from localizer and glideslope. In this
Flight Path Vector symbol flight path Flight Path Director commands
flight path example, the aircraft is to the right and above the glide path. When a deviation diamond index reaches
difference
angle a limit of a scale, it turns to magenta arrow.
3) ILS front course

Magenta dagger on heading scale indicates the selected landing runway ILS course, or course
manually entered on MCDU Rad Nav page.
22 23
Airspeed
Decision Speed (V1)
1) Actual Airspeed
V1 speed selected through MCDU. Digitally shown in top part of the scale if outside
Indicated by a yellow line as referenced to speed tape visible range. Displayed only on the ground. If V speeds are not selected, a red
moving behind the line. ‘SPD SEL’ flag is displayed above airspeed scale.
If the airspeed is below 30 knots, the scale is fixed at
30 knots.
F speed
2) Speed Trend Minimum flap retraction speed, visible when flaps are in configuration 3, 2 or 1+F
An arrow extending from the actual airspeed line
1. Actual Airspeed shows aircraft acceleration and displays the speed
which will be attained in 10 seconds if present
2. Speed Trend acceleration remained constant. S speed
Minimum slat retraction speed, visible when flaps are in configuration 1
3) Target Airspeed
3. Target Airspeed
Gives the active FMS speed target. If the target is
outside the displayed scale, the triangle is replaced by
a numeric readout above or below the scale. VFE NEXT
The triangle or readouts are magenta if target is Maximum flaps extended speed for the next (greater) flap lever position
Managed speed automatically computed by FMS
4. Mach Number according to flight plan or active flight stage, and are
cyan if the target is speed manually selected on FCU.
Green Dot
4) Mach Number
Manoeuvring speed in clean configuration
Appears if current Mach number is greater than 0.5
1) V MAX
Managed Descent speed range
1. V MAX Lowest of:
When aircraft is in Managed Descent (DES) guidance mode, and in managed
- Maximum operating speed if in clean configuration speed, the airspeed may vary to maintain the computed descent path. In these
- Maximum gear down speed if gear down modes the target speed triangle is replaced by a = mark and two brackets indicate
- Maximum flaps extended speed for current flap allowable airspeed range. The range is managed speed target plus or minus 20
configuration knots, accounting for flight plan speed limits and minimum and maximum
operating speeds.
2) V LS
2. V LS
Minimum selectable speed
3. Alpha Protection 3) Alpha Protection

Speed corresponding to angle of attack at which alpha
protection becomes active
4. Alpha Max
4) Alpha Max
Speed corresponding to maximum angle of attack that
may be reached in pitch normal law
24 25
Altitude Terrain indication

2. Target Altitude 1) Altitude Ground level, based on radar altimeter
Displays current aircraft barometric altitude. If altitude
is negative, white ‘NEG’ flag appears near the readout
3. Vertical Speed window. The window will flash yellow when aircraft
approaches altitude target, and flash amber when it
deviates from the target. The readout turns amber if
aircraft descents below MDA (if defined).
1. Altitude 2) Target Altitude

Indicates altitude selected on FCU. If the target is outside Descent Path Indicator
visible scale, it is displayed in numeric form above or This symbol is automatically displayed
below the scale. If managed vertical guidance mode (CLB during FMS Descent and Approach
or DES) and flight plan contains a constraint altitude phases. The indicator displays aircraft’s
which is closer than one selected on FCU, displayed vertical relationship to computed
target shows this constraint in magenta colour. descent path. In this example, the
4. Baro Reference aircraft is slightly below the path.
3) Vertical Speed Maximum symbol movement
The VS scale is marked at 500, 1000, 1500 and 2000 represents ±500 ft deviation.
fpm. Digital readout appears and moves together with
the needle at greater than ±200 fpm. Readout turns
amber at excessive climb or descent rates.
Heading
4) Baro Reference
STD (standard) or QNH altimeter settings in selected 1. Actual Heading 3. Target Heading
units, as selected on EFIS control panel. If reference is or Track
STD and aircraft is below transition altitude, or
reference is QNH and aircraft is above transition level, 2. Ground Track
the Baro indication will be boxed in flashing yellow.
4. ILS Course
Select in Hg Select hPa
1) Actual Heading
Shows current aircraft heading on the moving heading scale. The ticks on the scale are repeated on the
horizon line of attitude indicator.
Decrease settings Toggle QNH / STD 2) Ground Track
Green diamond indicates current ground track, which will be different from aircraft heading in
Increase settings crosswind conditions.
Baro controls, EFIS control panel
26 27
3) Target Heading or Track ND Modes

Blue triangle marks the heading or track selected in FCU Heading window. If indicator is outside visible scale, ND Modes are selected using selector knob on EFIS Control Panel. Another selector knob changes
it is replaced by a digital readout located at the side of heading scale which is closest to target heading. If display Range, from 10 to 320 NM. ROSE ILS and ROSE VOR modes are mainly used during ILS and
aircraft is in managed lateral mode (NAV) following flight plan route, the target heading indicator is removed. VOR approaches; they display selected course needle, course deviation indicator, and glideslope
4) ILS Course deviation indicator, along with all other common information. Other three modes display active flight
plan route. ROSE NAV and ARC modes show a map with overlaid route display, ROSE NAV mode
Magenta dagger on heading scale indicates the selected landing runway ILS course, or course manually showing full 360 degrees around aircraft, and ARC showing forward sector. PLAN mode allows pilot to
entered on MCDU Rad Nav page. If indicator is outside visible scale, it is replaced by a digital readout review entered route by stepping and centring through all waypoints on the route.
located at the side of heading scale which is closest to ILS course.
ND Common information
NAVIGATION DISPLAY
1. Heading
2. Ground Track 3. Selected heading
General
Navigation displays (ND) are inboard displays on Captain and FO panels. The NDs present all
information for navigating the aircraft, including flight plan route display, moving map of database
navaids/waypoints/airports, tuned navaid bearing pointers and information, TCAS (Traffic Alert and
Collision Avoidance system) display etc. 4. GS / TAS
The navigation display has 5 different modes of operation: ROSE ILS, ROSE VOR, ROSE NAV, ARC and PLAN.
5. Wind 6. Bearing pointers
8. Range marks
ROSE ILS Mode ROSE VOR Mode ROSE NAV Mode
7. Selected Navaids
1) Heading
A yellow index marks present aircraft heading on the rotating heading rose.
2) Ground Track
ARC Mode PLAN Mode EFIS Control Panel, ND Green diamond mark displays current aircraft ground track, which is different from heading in
Mode and Range selectors crosswind conditions.
28 29
3) Selected heading Chronometer display

Blue triangle shows heading selected on FCU. It is removed when flying in managed lateral (NAV)
mode. In ND ARC mode, if selected heading is outside visible arc of heading rose, it is numerically Chronometer Display
displayed at the heading arc side closest to the selected heading.
4) GS / TAS
Digital indication of current Groundspeed and True Airspeed.
5) Wind
Digital indication of current wind direction and speed. If wind is present, a green arrow shows wind
direction relative to aircraft heading.
6) Bearing pointers
Needles point to tuned navaid stations. Appear only when a navaid is selected for display on EFIS
control panel (see below).
Chronometer button, glareshield
7) Selected Navaids
Information on tuned navaids, selected on EFIS control panel. Include selected receiver, navaid The ND can display an elapsed time chronometer independent from one on the aircraft clock. The ND
identifier, and DME distance if available. A letter ‘M’ is added after navaid name if navaid is manually chronometer is controlled by a Chronometer button located on the glareshield above the ND. Pressing
tuned on MCDU Rad Nav page. A letter ‘R’ is added if a frequency is manually tuned on Radio this button performs these functions:
Management Panel (RMP, located on centre pedestal). No letters are added when navaid is autotuned • First push: Starts the chronometer and displays it on ND
by the FMS. Arrow symbols show which bearing pointer on the rose display represents this navaid.
• Second push: Stops the chronometer
• Third push: Resets the chronometer and removes it from ND.
8) Range marks
Located at range circles and define corresponding circle range from the aircraft symbol. In ND ARC
mode, the outer circle represents the range selected on EFIS control panel. In all other (ROSE and
PLAN) modes, the outer circle has half the range selected on EFIS control panel.
Bearing pointers
Bearing pointers represent bearing to stations received by radios selected for display on
VOR 1
VOR 2
ADF
EFIS Control Panel, Navaid selectors
30 31
ROSE ILS Mode ROSE VOR Mode

ROSE ILS mode provides ILS deviation display similar to a conventional Horizontal Situation Indicator ROSE VOR mode provides localizer deviation display similar to a conventional Horizontal Situation
(HSI), and is used during ILS approaches. Indicator (HSI), and is used during VOR approaches or VOR navigation.
4. VOR information
4. ILS info
1. ILS course
2. Course deviation
2. Localizer deviation 3. Glideslope deviation

3. TO-FROM indicator
1. VOR course
1) VOR course
1) ILS course Blue dagger needle shows the selected VOR radial. The radial selection is performed on MCDU Rad Nav page.
Magenta dagger needle shows the selected ILS localizer course. It is automatically selected when an
ILS is auto-tuned by FMS for landing, or can be manually selected on MCDU Rad Nav page. 2) Course deviation
2) Localizer deviation Blue bar moving across a dotted scale represents lateral deviation from the selected VOR radial course.
Magenta bar moving across a dotted scale represents lateral deviation from the localizer course.
3) TO-FROM indicator
3) Glideslope deviation A blue arrow on the course deviation bar acts as a TO-FROM indicator. The arrow always points
Magenta diamond shows vertical deviation from ILS glideslope. When deviation is greater than that towards the station. If the arrow is on the same side as the course dagger head, the aircraft flies TO
represented by full scale, the diamond turns into a half-diamond arrow. the station. If it is on the other side, the aircraft flies FROM the station.
4) ILS info 4) VOR information

Additional ILS information includes: Additional VOR information includes:
• ILS receiver (always ILS1), • VOR receiver (always VOR1, as this is Captain’s ND)
• ILS frequency, • VOR frequency
• Selected ILS course, and • Selected VOR course and VOR ID name
• ILS ID name.
32 33
ROSE NAV Mode Flight Plan waypoints

ROSE NAV mode, or the similar ARC mode, are the primary modes used during the flight. They display The waypoints forming the flight plan are drawn as diamonds. The active (‘TO’) waypoint is shown in
aircraft position with reference to active flight plan route, moving map of selected type of database white, and all others are in green.
navaids/waypoints / airports, as well as all other common information. ROSE NAV is preferred to ARC
mode when it is desired to monitor the area behind the aircraft. For example, when being vectored around
airport prior to approach, or navigating using VORs to keep head and tails of bearing needles visible. If a waypoint has associated constraint, a circle is drawn around it. Circle is magenta if the aircraft follows
flight plan and obeys the constraint, and white if aircraft is not following the plan (flying a selected
heading). Waypoint constraints can be viewed on ND by pushing CSTR button on EFIS control panel.
2. TO waypoint info
Pseudo waypoints
During vertical flight profile calculation, the FMS automatically inserts Pseudo Waypoints into flight
plan. These waypoints represent points on flight plan route where aircraft will start climb or descent or
1. Flight Plan 3. Database Map will level off. They are displayed on ND as follows:
Level off: A point where the aircraft will level off at

altitude constraint or at cruise altitude (Top of
4. TCAS contacts Climb). Constraint level-offs are drawn in magenta,
TOC is in blue.
Top of Descent: A point where descent from cruise

altitude should start.
Symbol is white before descent mode is armed, and
is blue when descent is armed.
Speed change: A point where the aircraft will

automatically accelerate or decelerate to meet speed
1) Flight Plan constraint or speed limit.
Displays the legs and waypoints of flight plan entered to the FMS. Different flight plan types can be
recognised by different colours used to draw flight plan segments. The colour usage corresponds to DECEL: Deceleration point is automatically inserted
that used on MCDU: before approach segment. Overflying this waypoint
Active Flight Plan: Active route legs are drawn in green. When the aircraft is in managed lateral mode will engage Approach flight stage and aircraft will
D
and guidance follows the entered flight plan, the route lines are solid green. When aircraft is in selected automatically decelerate to approach speed.
heading mode (HDG or TRK), the route is dashed green.
Temporary Flight Plan: Most route modifications done through MCDU result in creation of temporary Airports and runways
flight plan, which can be inserted in place of original flight plan, or cancelled. Temporary flight plan legs
Origin and destination airports and runways are
are drawn using dashed yellow.
depicted on ND in white. If a runway is not selected,
Alternate Flight: Plan The alternate flight plan, if entered, is displayed in dashed blue. an asterisk with airport identifier is displayed.
EGLL
Flight plan legs are not drawn for legs which don’t have a defined trajectory (such as ‘intercept XXX When a runway is specified, it is drawn to scale and
EGLL
course to YYY’ legs on a SID or STAR) and when a flight plan discontinuity exists between waypoints. properly oriented, and labelled with airport ID and
runway name.
09L
34 35
2) TO waypoint info ARC Mode

Information on active (TO) waypoint is displayed in the upper right corner. The information includes: ARC mode is similar to ROSE NAV mode, and is the most used mode. It displays the same information as
• Waypoint name, ROSE NAV mode, but own aircraft symbol is shifted to the bottom of the display and displayed is forward
sector ahead of the aircraft. This gives bigger display area for controlling forward space while flying enroute.
• Bearing to waypoint,
• Distance to waypoint,
• Estimated Time of Arrival (ETA) at TO waypoint.
3) Database Map
ND can display a moving map of database navaids, waypoints or airports by pushing corresponding button
on EFIS control panel. Selected button is indicated by a light. Only one type can be selected at a time.
Second push on lighted (selected) button removes the map display. Displayed symbols are magenta.
Display flight plan Display VORs Display Airports

constraints
Waypoint PLAN Mode

The PLAN mode allows the pilot to preview future portions of flight plan not displayed in ROSE NAV or
ARC mode. In PLAN mode, the display is north-oriented and displays a full compass scale with true
north at the top.
VOR The PLAN mode displays flight plan in similar way to ROSE NAV or ARC modes, but centres the display
on waypoint visible on line 2 of MCDU F-Plan mode (or next line, if line 2 contains a pseudo waypoint
or flight plan discontinuity). The pilot can scroll through entire flight plan using MCDU slew keys, and
ND display will shift together with scrolling, keeping centred on second listed waypoint.
NDB
If present aircraft position is within displayed range, the yellow aircraft symbol indicates current
Display waypoints Display NDBs
position and course relative to flight plan route.
Airport The TCAS information, navaids and bearing pointers are not displayed in PLAN mode.
4) TCAS contacts
Traffic Alert and Collision Avoidance System utilises transponder returns from other aircraft. It determines
range, bearing, and relative altitude of other aircraft and displays a map of aircraft contacts on ND.
An aircraft is represented by a white diamond. If it is at a different altitude
+20 to your own aircraft then the altitude difference, in hundreds of feet, is
displayed above or below the symbol. If the contact aircraft is climbing or
descending, an arrow is drawn beside the symbol to indicate this. In the
-05 example, the left aircraft is 2,000 feet above and flying level, whilst the
right aircraft is 500 ft below and climbing.
The traffic up to 40 nm distance and within 2,700 feet vertically is displayed.
Traffic alerts and advisories are not modelled.
36 37
ENGINE / WARNING DISPLAY Engine parameters - CFM engines
General
1. N1 5. Thrust limit
Engine / Warning Display (E/WD) is the upper of two Electronic Centralised Aircraft Monitoring (ECAM)
displays. It is organised in two areas, the Engine display and Warning / Memo display. 6. FOB
2. EGT
The aircraft equipped with CFM and IAE engines have different E/WD indications. CFM engines have N1
as main control parameter, while IAE engines use EPR. 3. N2
Secondary engine parameters can be displayed on lower ECAM (SD)
4. FF
1) N1 5) Thrust limit
LP Rotor speed, in % Thrust limit mode - TO-GA, FLX, CL, MREV mode
2) EGT selected by thrust lever. Corresponding EPR is
shown.
Exhaust Gas Temperature, in °C
6) FOB
3) N2
Total fuel on board, in current units (lb or Kg)
HP Rotor speed, in %
4) FF
E/WD, IAE engines E/WD, CFM engines Fuel flow per engine, in current units (lb/hour or
Kg/hour)
Engine parameters - IAE engines
5. Thrust limit
Main control parameter
1. EPR
The topmost indicator, EPR (IAE engines) or N1 (CFM engines), has several additional elements:
2. EGT 6. FF 2. Command arc 3. Thrust limit
1. Actual value
3. N1 4. REV indication
7. FOB
4. N2
1) EPR 5) Thrust limit

1) Actual value
Engine Pressure Ratio Thrust limit mode - TO-GA, FLX, CL, MREV mode
selected by thrust lever. Corresponding EPR is Actual engine EPR or N1 is shown by a needle and displayed in digital readout.
2) EGT
shown. 2) Command arc
Exhaust Gas Temperature, in °C
6) FF Arc extends from current thrust to value commanded by autothrust system. Visible only when A/THR is
3) N1 active.
Fuel flow per engine, in current units (lb/hour or
LP Rotor speed, in % Kg/hour) 3) Thrust limit
4) N2 7) FOB Shows thrust corresponding to current thrust limit mode.
HP Rotor speed, in % Total fuel on board, in current units (lb or Kg) 4) REV indication
Appears in green when thrust reversers are fully opened. Amber if reversers are in transit.
38 39
Flaps / Slats indicator STROBE LT OFF Strobe light is off while airborne
SPEED BRK Speed brakes extended
4. Flaps position GND SPLRS ARM Ground spoilers are armed
1. FLAP indicator
CTR TK FEEDG Any pump in centre tank is running
5. Selected position FUEL X FEED Fuel crossfeed is on
2. Positions
HYD PTU Hydraulic power transfer unit is in use
3. Lever position RAT OUT Ram air turbine is not in stowed position
PARK BRK Parking brake applied
1) FLAP indicator APU AVAIL APU is running and available
‘FLAP’ indication appears whenever flaps or slats are not fully retracted. White when selected position APU BLEED APU bleed is selected ON
is achieved, Blue when flaps in transit. RAM AIR ON RAM AIR button is selected ON
MAN LDG ELEV Landing elevation selector is not in AUTO position
2) Positions ENG A.ICE Engine anti-icing is activated
White dots mark selectable positions. Not displayed when in clean configuration. WING A.ICE Wing anti-icing is activated
LDG LT Landing lights are on
3) Lever position GPWS FLAP 3 LDG FLAP 3 is selected on GPWS panel
Flap lever position - 0, 1, 1+F, 2, 3, or FULL. Green when selected position is achieved, Blue when flaps GPWS FLAP OFF GPWS Flaps alerts are inhibited
in transit.
T.O INHIBIT Some messages are automatically inhibited during takeoff
4) Flaps position LDG INHIBIT Some messages are automatically inhibited during landing
Actual slats and flaps position indicated by green arrows.
Takeoff Memo
5) Selected position A takeoff memo is automatically displayed on
Blue marks indicate selected position. Marks disappear when selected position is achieved. the left side of message area 2 minutes after
second engine start. Pressing T.O CONFIG
button on ECAM control panel also displays the
Warning / Memo display takeoff memo.
This area is used to display Memo messages, takeoff and
landing checklists, and warning and caution messages.
Takeoff Memo contains a checklist of items required prior to takeoff. Uncompleted items are shown in
Blue. Completed items are displayed in Green.
Memo messages Last item, ‘T.O CONFIG...TEST’ requires a push of T.O CONFIG button on ECAM control panel. This push
Memo messages are used to remind that certain system is in use. They are normally displayed in simulates application of takeoff power and will generate appropriate warnings if something is not
green. Following messages can be displayed: properly configured.
SEAT BELTS ‘Seat Belts’ passenger signs are on Takeoff memo disappears at application of takeoff power. During takeoff, a magenta ‘T.O INHIBIT’
NO SMOKING ‘No Smoking’ passenger signs are on memo is displayed.
OUTER TK FUEL XFRD Fuel is transferred from outer wing tanks into inner wing tanks
N.WHEEL STRG DISC Nose wheel steering is disconnected during pushback
40 41
Landing Memo Phase of Flight

Landing memo is automatically displayed prior The SD automatically displays specific pages as next phase of flight becomes active:
to landing, below 1,500 feet when gear down, Power up DOOR/OXY
or below 800 feet with gear up. Landing memo
1st engine start WHEEL
disappears at touchdown.
T/O power ENGINE
1500 ft CRUISE
The FLAPS...FULL or FLAPS...CONF 3 item depends on selection of GPWS LDG FLAP 3 button and Gear down WHEEL
requires corresponding flap selection.
Engine shutdown DOOR/OXY
During landing, a magenta ‘LDG INHIBIT’ message is displayed. System monitoring

The SD automatically displays appropriate page for monitoring of a system status:
SYSTEM DISPLAY • When APU Master button switched ON, SD will display APU page. It is removed 1.5
minutes after APU is running.
General
• During engine start, ENGINE page is automatically displayed.
System display (SD), the lower of ECAM displays, has multiple pages dedicated to different aircraft
systems. The pages include: • On the ground, before takeoff, if control stick or rudder pedals are moved, F/CTL page will
be displayed to allow checking the operation of control surfaces. Page is removed 20
seconds after controls are returned to neutral.
• BLEED (air bleed system)
• During landing gear retraction or extension, WHEEL page is displayed.
• PRESS (pressurizsation)
• ELEC (electrical) Manual page selection
• HYD (hydraulic) Any page except CRUISE can be manually displayed by pushing corresponding button on ECAM
• ENGINE control panel. Selected button is lighted, and selection overrides automatic page switching. To return
to automatic operation, deselect the page by pushing lighted button again.
• FUEL
• APU (auxiliary power unit)
• COND (air conditioning)
• DOOR/OXY (doors / oxygen)
• WHEEL (landing gear)
• F/CTL (flight controls)
ECAM control panel, BLEED page selected
• CRUISE (common reference data)
Individual pages are described in detail in chapters dedicated to corresponding systems.
SD Page selection
The SD will automatically display a page corresponding to current flight phase or for monitoring of
certain systems. Manual selection can also be performed using ECAM control panel. Manual selection
overrides automatic page sequencing.
SD BLEED page
42 43
CRUISE page AUTOFLIGHT

The CRUISE page is automatically displayed in flight above 1,500 feet when landing gear is up. The
cruise page displays most important information gathered from different aircraft systems. CRUISE Overview
page cannot be manually called via ECAM control panel.
The Autoflight system is a part of Flight Management System (FMS). It controls the Autopilots, Flight
Directors, and Autothrust system laterally and vertically throughout the flight. Fully automatic flight on
Engine N1 vibration the programmed route is possible from takeoff to landing.
Fuel used per engine
The aircraft can be flown automatically by using Autopilots and Autothrust. The pilot can manually fly
Oil quantity Engine N2 vibration the aircraft following the Flight Director commands, which tell what the autopilot would do if it was
controlling. The Autothrust system is independent of autopilot and can be used when manually flying.
Cabin differential The operation modes of Autoflight system are selected using the Flight Control Unit (FCU), located on
pressure glareshield. All flight plan information, performance data and other initialization is done via Multi-purpose
Landing elevation Control and Display units (MCDU) on centre pedestal (separate pop-up window in PSS A-3xx panel).
Autothrust modes are automatically controlled by moving the thrust levers through different gates.
Cabin zone Cabin climb rate
The flight plan entry and operation of MCDU is discussed in a separate chapter headed MCDU.
temperatures
Cabin altitude The operation modes and status of FMS is displayed in Flight Mode Annunciations area of the Primary
Flight Display.
Flight Control Unit (FCU)

The FCU is centrally located on the glareshield. It provides control of autopilots and flight directors,
Permanent data display control of airspeed, horizontal modes, climb/descent modes, and vertical speed or flight path angle.
The bottom section of SD display is common and is displayed on all SD pages.
Total Air Temperature Gross weight
Static Air Temperature
UTC Clock display
Aircraft gross weight is a sum of zero fuel weight and total fuel quantity. Until ZFW is entered through The four knobs on FCU provide control of airspeed, lateral, and vertical modes. Each knob can be
MCDU, the gross weight is not available and amber XX is shown in this readout. rotated, pushed and pulled. Knobs are springloaded to neutral position.
If a knob is pulled, the pilot takes direct control of this function. This is called a Selected Guidance. If
a knob is pushed, the control is given to FMS which guides the aircraft according to entered route and
optimum values according to current flight phase. This is Managed Guidance.
Turning a knob selects a value in corresponding FCU window, which becomes a target for active modes
if in Selected guidance.
If a function is in Managed Guidance, a white dot appears in corresponding window, and the window
is dashed.
Altitude window is never dashed, and vertical speed knob doesn’t have a managed guidance function.
44 45
Flight Directors Thrust levers

Flight directors are controlled with FD button on EFIS control panel. Two
different flight director types are displayed depending on HDG-VS / TRK-
FPA mode selection (see PFD chapter).
When FD is switched on with autopilot off, default guidance modes are

engaged. In flight, the default modes are HDG and V/S (or TRK and FPA,
depending on selection). On the ground, CLB and NAV are armed.
Autopilots
The Airbus has two identical autopilots. The autopilots are engaged or
disengaged by pressing AP1 or AP2 button on FCU. Normally, only one
autopilot autopilot can be engaged. Selecting second autopilot
automatically disengages first one. On approach stage, however, with
LOC/GS modes armed or active, both autopilots can be simultaneously
engaged for ILS approach and autolanding.
Autopilot can be engaged immediately after takeoff.

The A320 aircraft thrust levers are different from those found on Boeing-type or other common aircraft.
If flight director was previously engaged, an autopilot will engage in current active modes. If FD was The thrust levers move through distinct detents, or gates, marked ‘MREV’, ‘IDLE’, ‘CL’, ‘FLX/MCT’, and
off, engaging autopilot will engage default guidance modes, which are HDG/VS in flight. ‘TO-GA’. Takeoff power is applied by moving the levers to TO-GA or FLX-MCT gate, which commands
autothrust system to produce computed takeoff thrust corresponding to current conditions. At thrust
reduction altitude, thrust levers are retarded to CL gate, which automatically engages autothrust system.
A/P and F/D indications on FMA From this point, the levers are normally left in CL detent through all the flight until just before
The last column of FMA display on PFD shows touchdown.
engagement status of autopilots and flight directors.
First line is autopilot status, which can be AP 1, AP 2,
AP 1+2 (both a/p engaged), and blank (none engaged). Autothrust system controls engine thrust corresponding to active thrust modes and thrust limits. The
A320 thrust levers are not back-driven by autothrust system, and don’t move as the thrust is
Second line shows FD status, which is 1FD2 (FDs automatically adjusted. Unless needed, they are left in CL gate until synthesised voice announces
engaged) or blank (FDs switched off). ‘RETARD’ 20 feet above landing runway.
Autothrust
The Autothrust (A/THR) system automatically controls engine thrust according to vertical guidance Due to this, thrust control is implemented differently than on other Flight Simulator panels. Instead of
modes and speed target. Several modes of autothrust operation include: using joystick throttle or Flight Simulator keys, the panel uses custom keys (Numpad PLUS and
• Fixed thrust, engines maintain constant computed thrust. Numpad MINUS by default) to move thrust levers between gates. You can also use pedestal view and
• Variable thrust, the system adjusts thrust to maintain target airspeed. move levers with the mouse. Thrust levers position can be checked by looking at thrust Flight Mode
Annunciator on PFD, the thrust limit name on E/WD, or by checking the pedestal view.
The A/THR system can be in one of following states:
OFF: The thrust isn’t controlled. Manual thrust control is still possible, using joystick throttle or Flight Simulator keys. Make sure that
Armed: Thrust is fixed and corresponds to thrust levers position. A/THR changes to active the panel-simulated thrust levers are left at IDLE, or set at CL but the autothrust is disengaged.
when thrust levers are moved to A/THR active range (see below).
Active: A/THR is automatically controlling thrust. Thrust modes automatically change
according to active vertical modes.
46 47
A/THR status Autothrust Flight Mode Annunciations

The Flight Mode Annunciator (FMA) on PFD shows current modes and status of A/THR system. A/THR
Initially, with thrust levers in IDLE (0) detent, the A/THR is OFF. modes are shown in first FMA column, and last column indicates current status of A/THR.
During takeoff, when levers are moved into TO-GA or FLX, A/THR
becomes Armed. The engines are providing computed Takeoff, Go-
around or Flex thrust. A/THR Mode
A/THR Status
At thrust reduction altitude, levers are moved back to CL gate. The
area between IDLE and CL gates is Active A/THR range. This means
that, as the A/THR was Armed, it will automatically switch to Active
status. A/THR will automatically control thrust
according to any thrust demands. Thus, thrust levers
are normally left in CL gate for the duration of flight.
Thrust modes
Retarding levers to IDLE (0) de-activates A/THR system.
Fixed TO-GA and FLX mode are shown in white and are boxed in white frame.
When A/THR is Armed or Active, a light on FCU A/THR button is illuminated. Pushing MAN is added above mode name. For FLEX mode, assumed temperature is MAN
this button allows to disarm or deactivate A/THR system. Pushing this button with shown. FLX 42
A/THR off will Activate the system if levers are at CL, or Arm the system if levers are Other, active autothrust modes, are shown in green. ‘THR’ is added before fixed
ahead of CL. thrust modes. When a mode automatically changes, the new mode is surrounded
in white box for several seconds.
Autothrust modes
TOGA THR CLB
A/THR status
Autothrust provides fixed maximum takeoff / go around thrust. This mode is active when thrust levers
are in TO-GA gate, and A/THR. When autothrust is armed, A/THR is shown in status column in Blue.
FLX When autothrust is active, A/THR is shown in status column in White.
Flex thrust, used at reduced thrust takeoffs. The fixed reduced thrust is calculated based on an No indication is present with A/THR off.
assumed temperature entered on MCDU Perf Takeoff page. The reduced thrust is equal to the takeoff
thrust that would be available at the assumed temperature. Thrust reduction prompt
This mode is active when thrust levers are moved to FLX/MCT gate. After takeoff, when passing Thrust reduction altitude which defaults to 1500 ft MAN
CLB AGL, the system reminds you to move thrust levers back to CL detent, so that TOGA
Fixed thrust equal to the climb thrust rating available at current ambient conditions. This mode is available A/THR can become active. White ‘LVR CLB’ flashes on thrust mode FMA until
only with A/THR Active, and is automatically used during climbs, with airspeed controlled by pitch. levers are placed in CL.
LVR CLB
IDLE
Autothrust commands fixed idle thrust. This mode is available only with A/THR Active, and is
automatically used during descents.
SPEED
Autothrust controls engine thrust to maintain selected or managed airspeed. This mode is available
only with A/THR Active, and is automatically used in level flights, flights with selected VS or FPA, or
when the aircraft is following a specified vertical path.
MACH
This mode is identical to SPEED but is used when target is Mach number. The SPEED mode
automatically transitions to MACH at predetermined altitude, and vice versa.
48 49
Alpha Floor Using selector knobs in Flight Simulator

To aid in recovering from low speed / high angle of attack conditions, Alpha Floor A FLOOR
autothrust mode is provided. Alpha Floor automatically activates below a
predetermined airspeed, if above 100 feet radio altitude, and commands TOGA
thrust. Alpha Floor engages regardless of A/THR status, and is available even
with autothrust off and thrust levers at IDLE.
When Alpha Floor activates, green A.FLOOR in amber box flashes on thrust FMA.
During high alpha conditions, engaged Alpha Floor mode is the only possible Turn knob right
Turn knob left
autothrust mode. When engagement conditions no longer exist, the thrust TOGA LK
remains locked at TOGA power. This condition is called TOGA LOCK. To unlock
the thrust, the A/THR system must be first deactivated.
Speed guidance
Push or Pull knob

Selected speeds
Pilot uses selected speed guidance to manually set the desired speed. The
target speed is displayed in FCU SPD/MACH window, and is selected with The selector knobs are controlled with mouse.
SPD selector knob. Regardless of selected speed, the autothrust will not
To Push a knob, click its centre with LEFT mouse button.
exceed maximum or minimum aircraft speed limits for current configuration.
To Pull a knob, click its centre with RIGHT mouse button.
Selected speed guidance is activated by Pulling the SPD selector knob. This
action opens the SPD/MACH window to current airspeed or mach. Selector To rotate, click to the left or right of the knob. Right-clicking will turn the knob at an increased rate.
knob can be rotated to select desired speed target. You can also turn knobs by moving the mouse to one of its sides and scrolling the mouse wheel.
SPD/MACH button toggles between Airspeed and Mach modes. In Mach
mode, the FCU window shows mach number. The current mode automatically Lateral guidance
switches from Speed to Mach at predetermined altitude, and vice versa.
Selected lateral modes

Managed speeds Two selected lateral modes are available, HDG and TRACK. These modes
Managed speed guidance automatically controls computed speeds according maintain selected heading or ground track.
to flight plan performance speeds, speed constraints and limits, or default
Selected lateral guidance is activated by pulling the HDG/TRK selector knob.
flight phase speeds if flight plan is not followed.
HDG/TRK window opens with current heading or track.
Managed speed guidance is activated by Pushing the SPD selector knob. The
FCU speed window becomes dashed, and a white dot appears next to the With selected lateral guidance active, turning the HDG selector knob will select
window indicating that this function is in managed guidance mode. a new heading or track. The aircraft will turn towards the new target in the
direction of knob turn. The turn will continue in this direction even if a turn of
more than 180° will be required. This is different to Boeing aircraft which will
reverse the turn when the heading window is scrolled through the heading
reciprocal to the existing one.
The guidance is toggled between HDG and TRACK by pushing the HDG-VS / TRK-FPA button on FCU.
When such toggle occurs, the value in HDG window switches from heading to track and back.
50 51
Managed NAV mode Open Descent (OP DES)

NAV mode provides lateral guidance along the flight plan entered into FMS. It Open Descent mode is used to descend directly to selected altitude. It controls aircraft pitch to maintain
is manually engaged by pushing the HDG/TRK selector knob. NAV mode is target speed, and commands idle thrust.
also automatically armed on the ground after a flight plan is entered.
Open Descent mode is engaged by Pulling the ALT selector knob, if altitude selected in ALT window is
In managed lateral modes, the HDG/TRK window is dashed and a white below current aircraft altitude.
managed guidance dot is visible.
When approaching selected altitude, the aircraft will level off and switch to ALT mode.
NAV mode disengages and switches to selected HDG mode when aircraft
enters a flight plan discontinuity. Armed NAV mode automatically engages
several seconds after takeoff. Expedite modes
Expedite Climb (EXP CLB) and Expedite Descent (EXP DES) modes use pitch to control aircraft speed
LOC mode similar to OP CLB and OP DES. Although, these modes engage managed speed guidance. EXP CLB
LOC mode is used during approaches to track localizer front course signals. It is armed by pressing the mode commands Green Dot speed or manoeuvring speed if not in clean configuration, while EXP DES
LOC button on FCU. Pressing APPR button arms both LOC and G/S modes for an ILS approach. LOC commands 340 kts or 0.8 Mach.
mode can only be armed if the ILS frequency is tuned. LOC mode cannot be used to track VOR radials. Expedite modes are engaged by pushing the EXPED button on FCU. If altitude selected in FCU ALT
Armed modes appear in blue colour below active mode indication on Flight Mode Annunciator. window is above current altitude, EXP CLB will engage. If selected altitude is below, EXP DES engages.
To disarm armed LOC mode, press the lighted LOC button.
Armed LOC mode engages (becomes active) at localizer capture. Vertical Speed (V/S)
V/S mode controls vertical speed selected in V/S window. The autothrust
LOC* mode maintains target speed using SPEED or MACH mode.
LOC* mode is a submode which occurs during localizer capture. It is an indication that localizer V/S window is dashed unless V/S or FPA mode is engaged.
intercept is in progress but not yet completed.
The V/S mode can be engaged in two ways. Pulling the V/S knob will engage
V/S mode and will open V/S window to the existing vertical speed. Pushing
RWY mode this knob will engage V/S mode and open the window with zero vertical
RWY mode is automatically engaged at takeoff, if NAV is not armed. It keeps ground track equal to the speed, which will result in aircraft levelling off.
departure runway course. The selected vertical speed can be changed by turning the selector knob.
Vertical guidance
Flight Path Angle (FPA)
Open Climb (OP CLB)
FPA mode will be used instead of V/S mode if TRK-FPA is set with HDG-VS /
Open Climb is a selected guidance mode. It is used when climbing directly to TRK-FPA selector button. Its use and operation is the same, except that this
selected altitude. No flight plan constraints are honoured. Open Climb mode uses mode will maintain selected Flight Path Angle, shown in degrees in V/S
THR CLB autothrust mode to maintain climb thrust, and maintains target airspeed window.
by controlling aircraft pitch.
Open Climb mode is engaged by Pulling the ALT selector knob, if altitude selected
in ALT window is above current aircraft altitude. When approaching selected Managed vertical guidance
altitude, the aircraft will start to level off, and modes will switch to ALT and SPEED The managed vertical modes, CLB, DES and ALT CST, provide automatic
(or MACH). vertical control of aircraft, following vertical profile associated with flight plan
Open Climb is automatically engaged at the acceleration altitude if managed CLB entered into the FMS. Autothrust modes are automatically selected to comply
mode doesn’t engage (aircraft is not following a flight plan). to speed profile of flight plan. All speed and altitude constraints and speed
limits entered in flight plan are obeyed. Speed guidance can be set to selected
speeds; in this case the speed profile will be ignored.
52 53
Managed vertical guidance is engaged by Pushing the altitude selector knob. Engagement is indicated Speed Reference System
by white managed guidance dot next to FCU altitude window.
Speed Reference System (SRS) vertical mode is automatically engaged at takeoff or a go-around,
FCU altitude window is not dashed when in managed guidance. The altitude selected in ALT window ensuring optimum climb performance. This mode commands aircraft pitch to maintain reference
always have priority over vertical flight plan profile. For example, if managed guidance is performing a speed. During takeoff, this speed is V2+10. During go-around, the reference speed is Vapp or speed
climb to FL340, and altitude window is set at 18000, the aircraft will level off at 18000 ft and selected existed at go-around initiation, whichever is higher.
ALT mode will engage. To resume climb, select higher altitude (or cruise FL) and push altitude selector.
The SRS mode automatically disengages and is replaced by CLB after passing acceleration altitude.
CLB mode is used during climbs. It maintains target airspeed using aircraft pitch, with thrust fixed at CLB. This doesn’t happen, however, if FCU altitude is set below acceleration altitude.
DES mode follows computed descent vertical path. This path is automatically calculated by FMS and
uses thrust setting near IDLE.
Approach and landing modes
If NAV managed lateral mode is active, the managed CLB mode will automatically engage when aircraft
LOC and G/S modes
climbs above acceleration altitude, which defaults to 1500 ft AGL.
These two modes are used for ILS approaches. Both modes are armed by pushing APPR button on
When flight plan contains altitude constraints, the aircraft will level off at such constraints, and ALT CST
FCU. LOC and G/S modes can only be armed when an ILS frequency is tuned (automatically or
mode will engage. As soon as a waypoint with the constraint is passed, the climb or descent will
manually). During localizer and glidesplope interception, LOC* or G/S* modes are activated, which
continue automatically.
change to LOC and G/S after capture. Armed LOC and G/S modes can be disarmed by pressing APPR
When cruise altitude is reached, the aircraft levels off and ALT CRZ mode engages. The descent doesn’t button second time, if autoland procedure is not yet active.
start automatically. To initiate the descent when near Top of Descent point displayed on ND, change
When LOC and G/S are armed or active, second autopilot can be engaged for enhanced redundancy.
FCU altitude window to a lower altitude, and push the altitude selector - this will engage managed DES
mode. If DES mode is not engaged after passing the Top of Descent point, a white ‘DECELERATE’
message will appear under Flight Mode Annunciators on PFD. Autoland
Sometimes the computed descent profile can contain a steep segment and guidance will be unable to Automatic landing is initiated with LOC and G/S modes engaged, at 400 ft above runway. The guidance
keep target speed even using idle thrust. In this case, a white ‘MORE DRAG’ message is displayed mode controls on FCU become locked until touchdown, autopilot disconnect or go-around initiation.
asking you to add more drag by partially extending speed brakes.
The LAND mode becomes active lateral and vertical mode. LAND mode maintains ILS localizer and
When flying at cruise altitude and it is desired to change the cruise FL, select new altitude on FCU and push glideslope. At about 40-50 feet, LAND mode is replaced by FLARE mode, which reduces vertical speed
ALT selector knob. This action will update the cruise FL entered in the FMS, and initiate flight level change. prior to touchdown. At about 10 feet, aural ‘RETARD’ call is heard which instructs the pilot to move
thrust levers to IDLE position. At touchdown, ROLLOUT mode engages.
Altitude acquire modes
The acquire modes, ALT*, ALT CRZ* and ALT CST*, provide the transition between previous vertical
modes and altitude hold
(ALT / ALT CRZ / ALT CST) mode. When acquire modes engage, the speed guidance switches to SPEED
or MACH, and vertical speed is gradually decreased as aircraft approaches the level-off altitude.
Vertical mode reversions

Certain conditions or pilot actions will cause the active vertical mode to be switched to another mode.
This happens in following cases:
• If descending in V/S or FPA, and aircraft approaches maximum speed limit (Vmax), OP DES engages.
• If climbing in V/S or FPA, and aircraft approaches minimum speed limit (Vls), OP CLB engages.
• If climbing in OP CLB or EXP CLB, and FCU altitude window is changed to a value below current
altitude, V/S is engaged with current vertical speed.
• If descending in OP DES or EXP DES, and FCU altitude window is changed to a value above current
altitude, V/S is engaged with current vertical speed.
54 55
Flight Mode Annunciation MULTI-FUNCTION CONTROL AND DISPLAY UNIT

The FMA section on PFD displays current armed and engaged modes, autoflight status, and approach
capabilities.
Overview
Vertical Active Lateral Active The Multi-Function Control and Display Unit (MCDU) is the
Autothrust modes Autoflight status primary pilot interface with the flight management system.
It is used flight plan entry, monitoring and revision,
insertion of gross weight, fuel, temperatures, etc.
The MCDU contains a display screen, line select keys, and
a keyboard.
The colour MCDU screen has 14 lines. The top line
Vertical Armed Lateral Armed Approach capabilities displays page title. Most pages contain data fields, with
labels above them. MCDU keyboard input appears on the
bottom line, called the Scratchpad. Left and right Line
Select Keys (LSK) are located next to screen lines. LSKs
Active vertical and lateral modes are normally shown in green, armed modes are displayed in blue. are used to insert information from scratchpad into
When a mode is replaced by another mode, its indication is boxed in white for several seconds. corresponding field, to select on-screen prompts, etc.
When autoland common modes LAND, FLARE or ROLLOUT are active, the mode name is written
across lateral and vertical mode columns. Some pages have additional sub-pages available. In this
case, a next page arrow is drawn in the top right corner of
Approach capabilities are only shown when LOC and G/S modes are armed or active. This column also the screen, on the title line. Next page in a page set is
displays Decision Height (DH) or Minimum Descent Altitude (MDA), if an entry is made on MCDU. displayed by pressing the NEXT PAGE button on MCDU
Autoflight status column includes information on active autopilots, active flight directors, and keyboard.
autothrust status. A/THR is shown in blue when autothrust is armed, in white when it is active, and is Some pages, such as F-PLAN page shown here, contain
removed if autothrust is off. many lines and some of them do not fit on the display. This
is indicated by white Scroll arrows in bottom right corner
of the display. The display can be scrolled line by line using the Slew (arrow) keys on the MCDU
keyboard.
Data is entered into any displayed field by typing the data on MCDU keyboard - the entry appears on
scratchpad - and then pressing a Line Select Key (LSK) adjacent to desired field.
Some fields contain prompts. Fields marked with Carets (‘<’ or ‘>’) will call up different MCDU page
when selected with LSK. Fields containing an arrow prompt will perform certain action when selected.
Colour use
Different colours are used to simplify interpretation of displays. These general rules are used:
WHITE is used to display titles, data field labels, page selection prompts, and messages. Data
regarding ‘TO’ waypoint and destination is also white.
BLUE indicates data which can be modified by the pilot. Alternate flight plan is also shown in blue.
AMBER indicates mandatory entry fields, and prompts which require pilot confirmation.
GREEN is used to display data that cannot be modified by pilot. Active route waypoints except ‘TO’ are
also shown in green.
YELLOW is used to display a temporary flight plan.
56 57
Keyboard Each waypoint can contain an associated Altitude and Speed constraints. Such constraints require that
The keyboard contains alpha-numeric keys for data entry, page selection keys, and some special keys. the waypoint is passed at, above, or below specific altitude, and at given speed.
Page selection keys in the upper part call up corresponding MCDU page. CLR key erases input from Speed limits set the maximum allowable speed below specific altitude. Speed limits can exist for origin
the scratchpad, character at a time. If scratchpad is empty, pushing CLR will display ‘CLR’ on and destination airports.
scratchpad; this is used to clear or revert to defaults the data fields which support clearing.
The computed vertical profile provides optimum climb, when possible, to cruise flight level, longest
OVFY key is used to mark a waypoint on flight plan as Overfly waypoint. possible flight on cruise FL, and descent path targetting minimum power settings.
Slash (‘/’) is used to separate parts of entries for fields which support two entries at once (for example,
After vertical flight plan is computed, the FMS automatically inserts floating Pseudo-waypoints into
speed and altitude entry for constraint waypoint).
flight plan which represent the points on the route where speed change, level off or start of descent
For ease of MCDU keyboard entry, you can use your PC keyboard. The input method is defined using the will occur. Pseudo waypoints can move on the flight plan or disappear as the vertical flight plan is
Panel Configuration Utility. It defaults to holding down Ctrl and Windows keys while performing an entry. recalculated, due to guidance mode or performance changes.
Performance data
General principles The MCDU accepts entries of such figures as Cost Index, Cruise FL, Zero Fuel Weight, Block Fuel, Assumed
temperature, etc. Based on this entry, FMS automatically computes engine thrust limits, economy speeds
for all phases of flight, flight envelope limits, and other parameters required for automatic flight.
Flight plans
The flight plans represent the routing between the origin and destination airports, and consist of a set Flight phases
of waypoints. A flight plan can be manually entered on F-PLN pages. Flight plans can be saved to files, The vertical flight plan is divided into flight phases. For each phase, FMS computes the optimum speed profile.
and later can be loaded from a file. Entering a company route name on INIT page also allows to
automatically load a flight plan, if a file with such a name exists.
Flight Phase Optimum Speed Switching condition to next phase
PREFLIGHT - SRS takeoff mode engaged, Takeoff power set
A lateral flight plan can include the following elements:
TAKEOFF V2+10 At acceleration altitude
• Takeoff runway
CLIMB ECON CLB Reaching Cruise FL
• Standard instrument departure (SID)
• Enroute waypoints and airways CRUISE ECON CRZ Descent initiation within 200 nm of destination
• Standard terminal arrival route (STAR) DESCENT ECON DES Overflying DECEL pseudo waypoint, or
manual activation of approach phase
• Landing runway and approach
• Alternate flight plan APPROACH Vapp To DONE: soon after landing
To GO AROUND: thrust levers set at TO-GA
An alternate airport and alternate flight plan can be specified. If diversion is desired, the alternate To CLIMB: inserting new Cruise FL
destination can be activated at any point, and alternate flight plan will be inserted into active flight plan GO AROUND Highest of Vapp or Current To APPROACH: manual activation of approach phase
starting from a selected waypoint.
To CLIMB: Above acceleration altitude
Vertical flight plan DONE - To PREFLIGHT: in several seconds
The vertical flight plan is automatically created by the FMS based on selected cruise flight level, entered
performance data, and all speed and altitude constraints associated with waypoints. Vertical flight plan Managed speed guidance in DESCENT phase allows speed variation within certain range of target
is computed to provide best performance altitude and speed profile of the flight. When vertical flight speed. This is done to maintain descent path while minimising fuel consumption. The speed may vary
plan is computed, the FMS is able to provide altitude, speed, time and fuel predictions for each for up to 20 knots above or below target speed, if existing speed limits and constraints permit so.
waypoint and for destination. When APPROACH phase becomes active, the managed speed guidance will automatically decelerate
the aircraft to manoeuvring speed for current configuration. As flaps are extended, the speed target will
decrease and Vapp will be commanded when landing flaps configuration is reached.
58 59
MCDU Menu page INIT A page
Pressing the MCDU MENU key displays the MCDU MENU page. INIT A page is accessed by pressing INIT key. The flight crew uses this page to initialise the flight plan.
A sub-page, INIT B, is available by pressing the NEXT PAGE key.
On real aircraft, the MCDU provides an interface to various systems. Such systems as DATA LINK or
AIDS are not modelled in this simulation. Due to this, the only available system is FMGC.
1L 1R 1L 1R
Selecting FMGC or RETURN prompt will open the INIT page.
2L 2R 2L 2R
3L 3R 3L 3R
4L 4R 4L 4R
5L 5R 5L 5R
6L 6R 6L 6R
1L 1R
2L 2R
CO RTE: Company route name. If entry is made, and a saved route file exists with such name,
3L 3R 1L a route selection page appears allowing you to load this route file. If flight plan will be
manually entered, this entry is not necessary.
4L 4R
2L ALTN RTE: Alternate route name. Not modelled.
5L 5R
6L 6R 3L FLT NBR: Flight number. Any flight number can be entered here. Flight number is displayed
on F.PLN and PROG pages.
4L LAT: Displayed is the latitude of origin airport, for IRS alignment. The value can be changed
by selecting it with LSK 4L (slew arrows appear) and using MCDU slew keys.
COST INDEX: Cost index is used in economy speed computation. Effective range is 0..100.
5L Lower value results in lower speeds and lower fuel consumption, higher value gives higher
speeds and increased fuel costs.
CRZ FL/TEMP: Cruise flight level and temperature at cruise FL. Flight level entry range is
6L 001...390. Both values can be entered at once, separated by a slash. If temperature is not
entered, it will be calculated using standard atmosphere model.
FROM/TO: Origin and Destination airport ICAO codes are entered here, separated by a slash.
1R Entry erases any previous flight plan and creates a new flight plan consisting of just two
airports. This entry is required.
60 61
ALTN: Alternate airport ICAO code can be entered here. Entry creates basic alternate flight RTE RSV%: Route fuel reserves, as quantity and percentage of trip fuel.
2R plan, which is added to the end of active flight plan.
3L
4L ALTN/TIME: Alternate trip fuel and time. Not modelled.
ALIGN IRS: When FROM/TO entry is made, the LAT/LON of origin airport appears at 4L and
3R 4R. Coordinates can be adjusted as needed. After this, the Inertial Reference System must be
FINAL/TIME: Hold fuel and time associated with continued flight to alternate airport. Not
aligned, this is indicated by amber ALIGN IRS prompt appearing here. Line select this prompt 5L modelled.
to align the IRS.
4R LONG: Displayed is the longitude of origin airport, for IRS alignment. The value can be 6L EXTRA/TIME: Extra fuel and time available. Equals to BLOCK - (TAXI+TRIP+RSV+ALTN+FINAL).
changed by selecting it with LSK 4R (slew arrows appear) and using MCDU slew keys.
ZFWCG/ZFW: Zero fuel weight Centre of Gravity, and Zero Fuel Weight. ZFWCG entry is not
5R WIND: Not modelled 1R modelled. Zero Fuel Weight is mandatory figure that allows the system to compute speed
management and predictions. Entered in 1000s of Lbs (Kg)
TROPO: Default tropopause altitude is 36,090 feet. It can be modified by entering new altitude
2R BLOCK: Displayed after ZFW is entered. Enter total fuel quantity here.
6R here. Clearing the field (Press CLR and Line Select this line) will reset it to default value.
4R TOW: Aircraft Takeoff weight. Displayed after ZFW and BLOCK entries are made.
INIT B page LW: Aircraft landing weight. Displayed after ZFW and BLOCK entry, when predictions become
5R available.
INIT B page is accessed from INIT A page pressing NEXT PAGE key. The flight crew uses this page to
initialise aircraft weights. All weights are displayed and entered in current units (lb or Kg), depending
on Flight Simulator International settings. FUEL PRED page
FUEL PRED page is used in flight to display fuel and time predictions at destination airport. It is
accessed by pressing FUEL PRED key on MCDU.
1L 1R 1L 1R
2L 2R 2L 2R
3L 3R 3L 3R
1L 1R
4L 4R 4L 4R
2L 2R
5L 5R 5L 5R
3L 3R
6L 6R 6L 6R
4L 4R
5L 5R
6L 6R
1L TAXI: Fuel used for taxi. Default value is 400 lbs. Another quantity may be entered.
2L TRIP/TIME: Trip fuel and time are displayed when predictions become available.
62 63
AT - UTC/TIME - EFOB: Displayed is destination airport, time and fuel predictions at FLIGHT PLAN A page
1L destination. Before takeoff, TIME of flight is displayed. After takeoff, UTC time is displayed.
The flight plan pages display all waypoints of the active and alternate flight plans, along with associated
2L ALTERNATE: Trip fuel and time predictions for alternate airport are not modelled. predictions. The pilot can make all revisions to the lateral and vertical flight plans through these pages.
Left line selection keys perform lateral revisions, and right LSKs are used for vertical revisions. The page
can be scrolled using MCDU slew keys. If Navigation Display is in PLAN mode, its map is centred on
3L GW/CG: Aircraft gross weight and centre of gravity is displayed after weights are initialised waypoint displayed in line 2 (or next line if line 2 contains flight plan discontinuity or pseudo waypoint).
on INIT B page.
F-PLN B page is accessed by pressing NEXT PAGE key.
4L RTE RSV%: Route fuel reserves, as quantity and percentage of trip fuel.
5L FINAL/TIME: Hold fuel and time associated with continued flight to alternate airport. Not
modelled. 1L 1R
2L 2R
6L EXTRA/TIME: Extra fuel and time available. Equals to BLOCK -
(TAXI+TRIP+RSV+ALTN+FINAL). 3L 3R
4L 4R
1R FOB: Fuel on board, computed from Fuel Flow (FF) and fuel quantity sensor (FQ)
5L 5R
2R CRZ TEMP/TROPO: Cruise FL temperature and tropopause are displayed.
6L 6R
4R CRZ WIND: Cruise wind, not modelled.
Page Title
5R ALTN WIND: Alternate airport wind, not modelled.
This line displays flight number, if entered. ‘FROM’ is displayed if the page is not scrolled up and the
‘FROM’ waypoint is shown in line 1. When temporary flight plan is shown, this line displays ‘TMPY’.
Waypoints (Line 1..5)

Each line displays:
• Waypoint name
• Leg routing in white above waypoint name. This can be airway name, SID or STAR name, or special
procedure
• Time to go or UTC time of arrival at waypoint
• Distance between waypoints
• Speed and altitude predictions. An asterisk indicates that a constraint exists at this waypoint.
The active (‘TO’) waypoint is always shown in white, while the rest of waypoints are green (or blue, if
they belong to alternate route). For ‘TO’ waypoint, bearing to it and track to next waypoint is displayed.
64 65
Destination (Line 6) FLIGHT PLAN B page

Line 6 shows destination airport ICAO code, time predictions, distance to go and estimated fuel on board
at destination. Before takeoff, time to go is displayed. After takeoff, estimated UTC time of arrival is shown.
F-PLN B page is accessed by pressing NEXT PAGE from F-PLN A page, and displays fuel predictions
Route modification for all waypoints of the flight plan. Also displayed are wind predictions, which are not modelled. F-PLN
B page provides the same flight plan revision functions as F-PLN A page.
Pressing left Line Select Key brings up a Lateral Revision page based on selected waypoint. Pressing
Right LSK displays Vertical Revision page. These pages allow any route modifications to be performed.
Some revisions, although, can be done directly on F-PLN pages, as described below.
Inserting a waypoint
To insert a waypoint directly on F-PLN page, type its name on the scratchpad and press left Line
Selection Key at desired waypoint in flight plan. The selected waypoint will shift down, and new
waypoint will be inserted before it, followed by a Flight Plan Discontinuity. Flight Plan Discontinuity
indicates a break in the routing. It can be cleared with the CLR key.
If several waypoints with entered name exist, you will be presented with a DUPLICATE NAMES page,
which lists all waypoints with this name found in the database. For each entry, the distance from
present position, coordinates, and type of entry is displayed. Select desired entry from the list.
Custom waypoints can be inserted, which can be one of the following:

• LAT/LONG, entered as N5122.9/W00243.2 or 5122.9N/243.2W. Such waypoints are labelled LL01,
LL02 etc
• PLACE/BEARING/DISTANCE, entered as DET/065/15. Such waypoints are labelled PBD01, PBD02 etc
• PLACE-BEARING/PLACE-BEARING, for example, CPT-175/BDN-092. These entries are labelled
PBX01, PBX02 etc.
Lateral Revision pages
If the pilot inserts a waypoint which is already present in the flight plan, the segment between selected
waypoint, including it, and entered existing waypoint will be removed. This is used to quickly remove These pages give the pilot a list of lateral revisions which can be used to change flight plan. The pilot
several waypoints. calls up these pages from F-PLN page by pressing left LSK at desired waypoint.
Deleting a waypoint
Different lateral revisions are available for different waypoints.
A waypoint can be deleted by pressing CLR key - ‘CLR’ appears on scratchpad - and pressing left LSK
next to desired waypoint.
Deleting (SPD LIM) pseudo waypoint removes corresponding climb or descent speed limit. Deleting
other pseudo waypoints has no effect.
1L 1R 1L 1R
Setting waypoint constraints 2L 2R 2L 2R
Waypoint speed and altitude constraints can be entered directly on F-PLN page. Entry format is,
3L 3R 3L 3R
• SPEED,
4L 4R 4L 4R
• SPEED/ALTITUDE, or
• /ALTITUDE. 5L 5R 5L 5R
Speed entries above 100 are treated as Airspeed, entries between 0.15 and 0.82 are Mach numbers. 6L 6R 6L 6R
Altitude can be entered as either baro altitude (5 digits) or flight level (3 digits).
Both speed and altitude constraints can be cleared from a waypoint by pressing CLR key and selecting LAT REV at the origin LAT REV at a waypoint
waypoint with Right LSK.
66 67
Most functions on revision pages result in Departure pages

creation of temporary flight plan. Temporary flight
1L 1R Departure pages allow pilot to review departure procedures (Runway, SID, Transition) and enter them
plan is displayed on MCDU and ND in yellow and
into the active flight plan. These pages are accessed by selecting DEPARTURE prompt on a Lateral
can be reviewed before accepting. The ‘INSERT’ 2L 2R
Revision page for the origin.
prompt on temporary revision page accepts the
3L 3R
revision and inserts it in the active flight plan. First page lists available runways, second page shows
‘ERASE’ prompt, when selected, cancels the 4L 4R available SIDs and Transitions. NEXT PAGE key can be
revision and returns to F-PLN page. used to switch between the pages. Use slew keys to scroll
5L 5R
the pages to review all available choices.
6L 6R
Line select a desired runway. This displays temporary
selected runway in yellow in the top line, and SIDs page is
LAT REV at the destination automatically displayed. Only SIDs compatible with
selected runway are displayed. It is possible, though, to
select a SID without selecting a runway.
DEPARTURE: Gives access to Departure pages, where the pilot can select runways, SIDs and
1L Transitions.
When a selection is performed, it is highlighted in yellow,
and is displayed at the top line. If a SID contains different
enroute transitions, they are listed in the right column for
3L HOLD: Hold pages are not modelled. selection.
As soon as any choice is made, the bottom line displays
ERASE and INSERT prompts. INSERT prompt will accept
4L ENABLE ALTN: Allows you to enable alternate destination and switch to alternate flight plan
the selection and insert procedures into the active flight
at the revision waypoint. The alternate flight plan becomes active and replaces the segment
plan. ERASE will cancel any selections made and return to
from revision waypoint to destination airport.
original flight plan. You can select all portions including
Runway, SID and TRANS before inserting them.
5L ALTN: The alternate flight plans selection page is not modelled. SID or TRANS selection can be removed by selecting ‘NO
SID’ or ‘NO TRANS’ located at the bottom of the lists.
6L RETURN: Select this prompt to return to F-PLN page without performing any revisions. If a runway or SID was already selected before performing
the revision, it is displayed in green in choices list and in
top line. Temporary selected choices are yellow, and other
ARRIVAL: Accesses Arrival pages, where the pilot can select runways, STARs and
1R Transitions.
choices are blue.
Selecting a runway changes origin airport waypoint to a
runway waypoint. If only a runway and no SID has been
2R VIA/GO TO: Inserts an airway segment after revision waypoint. Enter airway name, a slash, selected, a ‘conditional’ waypoint is added after runway
and ending waypoint. waypoint, which instructs to climb straight ahead on
runway heading until reaching 1500 ft AGL.
3R NEXT WPT: Entering a waypoint name will insert this waypoint after revision one. Custom
waypoints can be entered.
Arrival pages
NEW DEST: Sets new destination airport, which erases all waypoints following revision
4R waypoint, and inserts new destination preceded by a flight plan discontinuity.
Arrival pages allow you to review arrival procedures (Approaches, VIAs, STARs, Transitions) and enter
them into the active flight plan. These pages are accessed by selecting ARRIVAL prompt on a Lateral
Revision page for the destination. Their organisation and functionality is the same as for Departure pages.
68 69
Direct To page Vertical Revision pages
Pressing the DIR key on MCDU keyboard brings up the Direct To page. It allows to create a direct leg These pages contain a menu of available vertical plan revisions that can be applied at a selected
from aircraft’s present position to any selected waypoint. This action automatically engages managed waypoint. The pilot calls up these pages by pressing right line select keys on F-PLN pages.
NAV lateral mode and the aircraft proceeds direct to selected waypoint.
1L 1R
1L 1R
2L 2R
2L 2R
3L 3R
3L 3R
4L 4R
4L 4R
5L 5R
5L 5R
6L 6R
6L 6R
CLB or DES SPD LIM: Climb or Descent speed limit, depending on which flight phase the
Waypoint entry at 1L activates the Direct To function, adding the present position (Turn Point, ‘T-P’)
2L waypoint belongs to. New speed and altitude values can be entered. Speed limit can be
waypoint followed by entered waypoint at the top of flight plan. cleared by using CLR key.
If the pilot enters a waypoint which is present in active flight plan, all waypoints before this waypoint SPD CSTR: Speed constraint for the waypoint. Airspeed is entered as 100..350, Mach is
are removed, and a direct leg to it is created. 3L entered as 0.15 .. 0.82. Entry can be cleared.
You can also select any waypoint from the list in lines 2-6, which will place the selected waypoint into 3R ALT CSTR: Altitude constraint. Entry can be cleared.
‘DIR TO’ field and produce the same result as manually entering waypoint name. The waypoint list is
identical to F.PLN A page and can be scrolled using slew keys.
If entered waypoint is not present in active flight plan, it is added on top of the flight plan following a
flight plan discontinuity.
70 71
PERF pages PERF TAKEOFF page
This page is displayed when pressing PERF key during preflight.

The flight plan is divided into several phases: PREFLIGHT, TAKEOFF, CLIMB, CRUISE, DESCENT,
APPROACH, GO-AROUND, DONE. Each phase except the preflight and done phases has a performance
(PERF) page. The PERF pages display performance data, speeds, and predictions.
Pressing the PERF key on MCDU calls up performance page for current active flight phase. Pages for next 1L 1R
phases can be viewed by selecting ‘NEXT PHASE’ prompt. Pages for phases already flown are not available.
2L 2R
The page title for PERF page corresponding to active flight phase is green. Titles of pages for next 3L 3R
phases are white
4L 4R
5L 5R
6L 6R
1L 1R
1L
2L 2R V1, Vr, V2: Takeoff V speeds. Speeds are NOT automatically computed, and pilot entry is
2L required as indicated by amber boxes. Airbus pilots use performance tables to determine these
3L 3R speeds. You can, however, make the FMS compute the V speeds by clicking the line select keys
3L with right mouse buttons.
4L 4R
4L TRANS ALT: Origin airport transition altitude. The barometric reference should be switched to
5L 5R STD when climbing above this altitude. Transition altitude is called up from database when
origin airport is entered on INIT page.
6L 6R 5L THR RED/ACC: Thrust reduction and acceleration altitude. At thrust reduction altitude, the pilot
retards thrust levers and thrust is reduced from TO to CLB. At acceleration altitude the SRS
pitch mode is replaced by CLB mode, and speed target changes from V2+10 to climb speed.
Both altitudes default to field elevation plus 1500 feet.
PREV PHASE: Select this prompt to access PERF page for previous phase. Not available for 6L UPLINK TO DATA: Data link is not modelled.
6L phases already flown.
1R RWY: Selected departure runway is displayed here. Runway entry cannot be performed
through this field
ACTIVATE APPR PHASE: Shown on page corresponding to active phase. Selecting and
6L confirming this prompt will activate APPROACH phase. 2R TO SHIFT: Distance between takeoff position and runway threshold, used to update FMS
navigation computation. Entry is not required.
6R NEXT PHASE: Select this prompt to access PERF page for next phase. 3R FLAPS/THS: Takeoff flaps and trimmable horizontal stabiliser settings for takeoff. This field
allows entry and is used for reminder only.
Note: When APPROACH phase is activated, the managed speed guidance will target Vapp speed or 4R FLEX TO TEMP: Assumed temperature for FLEX takeoff thrust calculation is entered here, if
manoeuvring speed for current aircraft configuration. If APPROACH phase is activated by a mistake derated takeoff is desired. Entering high assumed temperature will reduce the takeoff thrust.
using PERF pages, the CLIMB phase can be activated by re-inserting the Cruise FL value at PROG or
INIT page. 5R ENG OUT ACC: Engine out acceleration altitude.
The centre column shows computed Flap retraction, Slat retraction, and Green Dot speed.
72 73
PERF CLIMB page PERF CRUISE page
1L 1R 1L 1R
2L 2R 2L 2R
3L 3R 3L 3R
4L 4R 4L 4R
5L 5R 5L 5R
6L 6R 6L 6R
ACT MODE: Active target speed (ECON, selected SPD/MACH, or EXPEDITE). The pilot cannot ACT MODE: Active target speed (ECON or selected SPD/MACH). The pilot cannot modify it
1L modify it through this field. 1L through this field.
2L CI: Cost Index, as entered on INIT page. Field accepts entry of new cost index. 2L CI: Cost Index, as entered on INIT page. Field accepts entry of new cost index.
ECON: ECON is the optimum speed considering cost index, altitude, and gross weight. Speed
3L limits and speed constraints, if any, may prevent the aircraft from flying at the ECON speed. 3L ECON: ECON is the optimum speed considering cost index, altitude, and gross weight. Speed
limits and speed constraints, if any, may prevent the aircraft from flying at the ECON speed.
4L SPD/MACH: If CLIMB phase is not yet active, the pilot can preselect climb speed by entry in
this field. When CLIMB phase becomes active, if speed was preselected, the speed guidance SPD/MACH: If CRUISE phase is not yet active, the pilot can preselect climb speed by entry
changes to Selected, and FCU speed opens with preselected speed. In climb, entry in this
4L in this field. When CRUISE phase becomes active, if speed was preselected, the speed
field cannot be made. Pushing the Speed selector knob on FCU reverts to managed speed guidance changes to Selected, and FCU speed opens with preselected speed. In cruise, entry
guidance and blanks this field. in this field cannot be made. Pushing the Speed selector knob on FCU reverts to managed
speed guidance and blanks this field.
74 75
PERF DESCENT page PERF APPROACH page
1L 1R 1L 1R
2L 2R 2L 2R
3L 3R 3L 3R
4L 4R 4L 4R
5L 5R 5L 5R
6L 6R 6L 6R
QNH: Entry field for destination sea-level atmospheric pressure. Entry can be made either in
1L hPa (for example 1003) or in in Hg (29.92).
ACT MODE: Active target speed (ECON, selected SPD/MACH, or EXPEDITE). The pilot cannot
1L modify it through this field.
2L TEMP: Entry field for destination temperature.
2L CI: Cost Index, as entered on INIT page. Field accepts entry of new cost index.
3L MAG WIND: Entry field for destination magnetic wind direction and speed. Entry example is
15/270
ECON: ECON is the optimum speed considering cost index, altitude, and gross weight. Speed
3L limits and speed constraints, if any, may prevent the aircraft from flying at the ECON speed. TRANS ALT: Transition altitude for destination airport. When aircraft descends below this
4L altitude, barometric reference should be changed from STD to QNH and destination pressure
selected on BARO panel. Transition altitude is called up from database when destination
SPD/MACH: If DESCENT phase is not yet active, the pilot can preselect climb speed by entry airport is entered on INIT page.
4L in this field. When DESCENT phase becomes active, if speed was preselected, the speed
guidance changes to Selected, and FCU speed opens with preselected speed. In descent, VAPP: The FMS computes this approach speed, using the formula Vapp = Vls + 5 +1/3 -
entry in this field cannot be made. Pushing the Speed selector knob on FCU reverts to 5L Headwind. The pilot can modify this computed value. Clearing the field returns it to the
managed speed guidance and blanks this field. computed speed.
1R FINAL: Selected landing runway is shown. The pilot cannot modify it through this field.
MDA: Minimum descent altitude can be entered here. If DH is entered in 3R, the field is
2R blanked.
3R DH: Decision height can be entered here. If MDA is entered in 2R, the field is blanked.
4R LDG CONF: Two fields at 4R and 5R list possible landing flaps configurations, CONF 3 and
FULL. Selected configuration is shown in large font, and second configuration is in small
font. Select desired configuration by pressing corresponding LSK.
5R
The centre column shows computed flap retraction, slat retraction, green dot speed, and Vls.
76 77
PERF GO AROUND page PROG pages
Progress pages allow selecting of new cruise FL, monitoring optimum and maximum cruise flight
levels, checking navigation accuracy, and monitoring descent.
1L 1R
2L 2R
3L 3R 1L 1R
4L 4R 2L 2R
5L 5R 3L 3R
6L 6R 4L 4R
5L 5R
6L 6R
THR RED/ACC: Thrust reduction and acceleration altitude. At thrust reduction altitude, the
5L pilot retards thrust levers and thrust is reduced from TO to CLB. At acceleration altitude the
SRS pitch mode is replaced by CLB mode, and speed target changes from V2+10 to climb
speed. Both altitudes default to field elevation plus 1500 feet.
PAGE TITLE: Shows current speed mode (ECON, selected SPD/MACH, EXPEDITE) and flight phase.
5R ENG OUT ACC: Engine out acceleration altitude.

CRZ: Cruise flight level. Cruise FL can be changed by entering a new value here. Also, when
1
flying at cruise FL, the pilot can select a higher altitude in FCU altitude window and push ALT
The centre column shows computed Flap retraction, Slat retraction, and Green Dot speed. selector knob; this will automatically insert the new selected cruise FL into the FMS.
OPT: The field shows optimum flight level, based on gross weight, cost index and
temperature.
REC MAX: Recommended maximum altitude.
VDEV: Field is displayed only during descent and approach. Vertical deviation from computed
2 vertical profile is shown.
BRG/DIST TO: The pilot can enter any waypoint in the ‘TO’ field. After this, the ‘BRG/DIST’
4 field constantly shows computed bearing and distance to this waypoint.
DIST: The two fields show required distance to land, following the routing of active flight plan,
5 and direct distance to destination airport.
ACCUR: The line displays estimated navigation accuracy, required accuracy for current flight
6 phase, and accuracy level (LOW or HIGH).
78 79
DATA INDEX page WAYPOINT page
DATA INDEX page provides a menu which gives access to different pages concerning the navigation WAYPOINT page is called from DATA INDEX page and allows to lookup any waypoint stored in
data. The index page is displayed by pressing DATA key. navigation data base. After an entry is made at 1L, the field at 2L displays waypoint latitude
and longitude.
1L 1R
1L 1R
2L 2R
2L 2R
3L 3R
3L 3R
4L 4R
4L 4R
5L 5R
5L 5R
6L 6R
6L 6R
1L WAYPOINTS: lookup any waypoint in data base.
2L NAVAIDS: lookup any navaid in data base. NAVAID page
3L RUNWAYS: lookup any runway in data base NAVAID page is called from DATA INDEX page and allows to lookup any navaid stored in navigation
data base. After an entry is made at 1L, the navaid information is displayed which includes navaid class,
latitude and longitude, radio frequency, and station magnetic variation.
4L ROUTES: not implemented
5L A/C STATUS: aircraft status page

1L 1R
6L PRINT FUNCTION: not implemented 2L 2R
3L 3R
1R SAVE ROUTE: save active flight plan into file
4L 4R
2R LOAD ROUTE: load previously saved flight plan 5L 5R
6L 6R
3R IMPORT FS ROUTE: imports a route generated and saved by Flight Simulator built-in flight
planner
5R POSITION MONITOR: displays current position computed by different systems
80 81
RUNWAY page SAVE ROUTE page

SAVE ROUTE page is called from DATA INDEX page and allows to save the flight plan currently entered in FMS
RUNWAY page is called from DATA INDEX page and allows to lookup any runway stored in navigation into a file. First, enter a name into 1L, then select STORE prompt at 2L. If CO RTE prompt is selected without
data base. Enter ICAO airport code and runway at 1L. After this, the screen displays runway entering name, the name is automatically created from origin and destination airport IDs merged together.
coordinates, runway length, course, and ILS frequency if runway has an ILS.
Please note that a route should be saved before flight, as passed waypoints are removed from flight plan.
Routes are stored in ‘PSS/Airbus A3xx’ subfolder of Flight Simulator installation directory, and have file
extension of ‘.AFP’
1L 1R
2L 2R 1L 1R
3L 3R 2L 2R
4L 4R 3L 3R
5L 5R 4L 4R
6L 6R 5L 5R
6L 6R
STATUS page
LOAD ROUTE page
STATUS page is called from DATA INDEX page and displays aircraft model and engine types, and
version of navigation data base. LOAD ROUTE page is called from DATA INDEX page and allows to load one of previously saved flight
plans. The page contains a list of saved routes.
1L 1R 1L 1R
2L 2R 2L 2R
3R 3L 3R
3L
4L 4R 4L 4R
5L 5R 5L 5R
6L 6R 6L 6R
82 83
Selecting any route from the list opens the LOAD ROUTE confirmation page. This page displays the POSITION MONITOR page
routing of saved flight plan, and provides options for Inserting the selected route into active flight plan,
or cancelling the selection. This page is also displayed when an entry is made into CO RTE prompt on
INIT page, and a saved flight plan with entered name exists. POSITION MONITOR page is called from DATA INDEX page and allows to monitor present position
calculated by different systems. The page shows positions computed by the two identical FMGCs
installed on the aircraft, position calculated from received navaid bearings, average position of the three
IRS’es, and deviation of each IRS position from FMS reference position.
1L 1R
The ‘FREEZE’ prompt at 6L allows you to freeze displayed data for close inspection. The prompt then
2L 2R
changes to ‘UNFREEZE’ and selecting it will restore constant display update.
3L 3R
4L 4R
1L 1R
5L 5R
2L 2R
6L 6R
3L 3R
4L 4R
IMPORT FS ROUTE page 5L 5R
6L 6R
IMPORT FS ROUTE page is called from DATA INDEX page and allows to import one of routes generated
by Flight Simulator built-in flight planner. The page contains a list of routes found in ‘Flights\myflts’ folder
in Flight Simulator installation directory. Selecting any entry will display a LOAD ROUTE confirmation
page, with prompts for inserting selected route into active flight plan or cancelling the selection.
1L 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L 6R
84 85
RADIO NAV page BACKUP INSTRUMENTS
RADIO NAV page is used to monitor and control the navigation radios. It is displayed by pressing RAD Standby instruments
NAV key.
Standby instruments serve as a backup to provide vital air data in case of electronic instrument system
The FMS automatically tunes NAV1 and NAV2 radios to the closest stations. Also, when approaching failure. The instruments include analog airspeed indicator, single-needle altitude indicator with numeric
destination airport and ILS approach is selected, the ILS frequency is automatically tuned. You can readout, and attitude indicator.
manually set any radio frequency, which overrides the autotuning.
1L 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L 6R
DDRMI
VOR1/FREQ: Station ID and frequency of NAV1 radio. Autotuned frequencies are shown in
1L small font. You can enter new frequency or station ID, which will be displayed in large font.
This overrides the autotuning. To resume autotuning, clear the field using CLR key. The Digital Distance and Radio Magnetic Indicator displays DME distances and bearings to the tuned
VOR stations. Bearing pointers are overlaid on magnetic heading compass rose.
2L CRS: VOR1 course can be entered here. If an entry is made, the VOR1 autotuning stops. VOR1 needle is single dashed, and VOR2 needle is double solid.
ILS/FREQ: ID and frequency of ILS. When an ILS is automatically tuned for approach, the data
3L is displayed in small font. Manual entry is possible and is displayed in large font. Manual
entry can be cleared. Until ILS is automatically or manually tuned, the field shows ‘--NAV--’.
This is because Flight Simulator has only one radio for both NAV1 and ILS, and this radio is
used as NAV unless ILS is needed.
5L ADF1/FREQ: Frequency of ADF radio. New frequency can be entered in this field.
VOR2/FREQ: Station ID and frequency of NAV2 radio. Autotuned frequencies are shown in
1R small font. You can enter new frequency or station ID, which will be displayed in large font.
This overrides the autotuning. To resume autotuning, clear the field using CLR key.
2R CRS: VOR2 course can be entered here. If an entry is made, the VOR2 autotuning stops.
86 87
LANDING GEAR 3) Brake temperature

Brakes temperature, amber when in caution range.
Gear panel
Gear controls and indicators include gear lever, gear indicator lights, 4) Temperature indication
autobrake system controls, and brake pressure indicator. Green arcs appear when brake temperature rises, and turn amber if the temperature is in caution range.
Gear lever can be controlled with the mouse, or using standard
Flight Simulator keys. 5) Release signals
Three indicator lights show status of left, nose and right gear. Green Green bars appear in flight, and on ground when amount of braking activates anti-skid system.
triangle indicates gear down and locked, red ‘UNLK’ is shown when
gear unlocked (in transit). No indication means gear up and locked, 6) Autobrake mode
and bay doors closed.
Appears when any autobrake mode is armed or active, and shows selected mode.
Autobrake system provides automatic braking, and has 3 modes,
‘LO’, ‘MED’ and ‘MAX’. Modes are armed and disarmed by pushing
corresponding button. LO and MED modes are used for landings. At
touchdown, if one of these modes is armed (blue ‘ON’ is visible), the CONTROLS ON CENTRAL PEDESTAL
anti-skid brakes will be automatically applied. LO and MED modes
provide different deceleration rates. When autobraking is in
process, a green ‘DECEL’ is illuminated on selected button. Thrust levers
MAX autobrake mode is used for takeoffs. In case of rejected
takeoff, with MAX autobrake armed, speed above 80 knots and throttles retarded to IDLE or MREV, the The modelled thrust levers have 5 positions, REV, 0 (IDLE), CL,
system will automatically apply maximum braking. FLX/MCT, and TO/GA. They can be moved between these positions
BRAKES indicator gauge shows hydraulic brake accumulator pressure and pressure applied to left and (gates) by dragging with the mouse, or using special keyboard
right main wheel brakes. shortcuts (Numpad PLUS and MINUS). The levers do not move
when autothrust system is active and adjusts thrust.
ECAM WHEEL page

Manual control of thrust is still possible. Leave the levers at IDLE or
CL with A/THR off, and use joystick throttle or Flight Simulator
1. Gear status keyboard commands. You can monitor resulting thrust on upper
2. Bay door position ECAM display (E/WD) engine indicators.
3. Brake temperature
4. Temperature indication
Engine panel
5. Release signals The engine panel contains fuel and ignition controls. The use of this
6. Autobrake mode panel during engine startup and shutdown is described in
POWERPLANT chapter.
1) Gear status
Triangles are green when gear down and locked, amber with gear unlocked, and not displayed when
gear locked up.
2) Bay door position

Position of bay doors is shown, in green when doors are closed, and amber when doors are not closed.
88 89
Speed brakes Radio Management Panels
The speed brake handle controls extending and retracting of speed

brakes. The handle is dragged to desired position with the mouse. To arm The Radio Management Panels (RMP) are used to tune COM1 and COM2 radios. Also, they can be used
ground spoilers for automatic deployment at touchdown, click the ‘GND for standby nav tuning of NAV and ADF radios. If standby tuning is activated, it overrides automatic
SPLRS ARMED’ label above the handle. Please note that in Flight FMS and manual radios tuning performed through RAD NAV page of MCDU.
Simulator you cannot arm spoilers while on ground, as they
automatically deploy if thrust is at idle. 3. Swap button
1. Active freq
2. Standby freq
5. VHF1
4. Tuning knob
Flaps
Flaps lever controls flaps and slats position. Lever positions are UP, 1, 2, 6. VHF2
3, and FULL. If lever is moved into position 1 on the ground, the CONF 1+F
(flaps+slats) configuration is commanded. In flight, moving the lever into
position 1 commands CONF 1 (slats only). Also, if in flight and in CONF 7. NAV 8. VOR 9. ADF
1+F, the flaps will automatically retract and CONF 1 reached at airspeed
above 215 knots.
1) Active freq
This window shows active frequency of selected radio. Active frequency cannot be changed directly.
2) Standby freq
Standby frequency for selected radio. This frequency can be selected using the tuning knob, and then
Parking brake swapped into the active frequency window for activation.
3) Swap button
Parking brake is set and released by using this lever. Pushing this button swaps the frequencies in Active and Standby window, thus making the frequency
selected in Standby window the active tuned frequency of currently selected radio
4) Tuning knob
Rotating the tuning knob changes the value displayed in Standby frequency window. The knob has
Inner and Outer parts. Rotating Inner part, which is done by clicking left or right of it with LEFT mouse
button, changes the fractional part of displayed frequency. Rotating Outer part by clicking with the
RIGHT mouse button changes the whole part of frequency.
5) VHF1
Pushing this button selects COM1 radio and displays its active and standby frequencies. The selected
radio has a green triangle light illuminated above its button.
6) VHF2
Selects COM2 radio for tuning.
7) NAV
The guarded NAV button, when pushed, activates standby nav tuning, and enables the bottom row of
buttons for selection. This overrides the automatic and manual nav radio tuning via FMS. Pushing
lighted NAV button a second time deactivates standby tuning.
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8) VOR AUXILLIARY POWER UNIT

Selects a NAV radio for tuning, if standby tuning is enabled. Left Radio Management Panel controls
NAV1 radio, and right RMP tunes NAV2 radio.
Overview
9) ADF
Selects ADF radio for tuning, if standby tuning is enabled.
The Auxiliary Power Unit (APU) is a small jet engine located in the aircraft tailcone. It allows the aircraft
to be independent of external pneumatic and electrical power supplies. The APU can provide bleed air
for starting engines and for air conditioning, and drives a generator that provides electrical power. The
Transponder APU can be started and used on ground and in the air.
The transponder panel is used to set the ‘Squawk’ code assigned by ATC. The transponder has a
numeric keyboard for code input. New code is entered by first pushing the CLR button, which displays APU Controls and indications
dashes on code display. First dash blinks, which indicates input position. The four digits of the code
are entered by pressing corresponding buttons. After a digit is entered, the next dash starts to blink,
until all four are entered. Any input mistake can be erased by pushing CLR button, which erases last The APU is controlled from APU panel on the overhead. Its operating status
entered digit. can be monitored on ECAM APU page, which is automatically displayed
during APU startup.
The active transponder code is not altered until the new entry is complete. The MASTER SW button controls the power supply for automatic
sequencing and protection during start up, operation, and shutdown. When
selected ON - blue ‘ON’ illuminates - the APU system is armed for automatic
startup sequence. The APU intake flap automatically opens.
Pushing the button with APU running extinguishes the ON light and initiates automatic shutdown
sequence, during which the APU rpm decreases for a brief cooling period, after which APU is stopped.
The START button initiates APU startup sequence. It cannot be selected until APU intake flap opens,
which is indicated by green ‘FLAP OPEN’ indication on ECAM APU page.
When the START button is pushed, blue ‘ON’ light
illuminates on the button. APU spools up. After automatic
startup is complete, ‘ON’ light disappears and green ‘AVAIL’
light illuminates. ‘AVAIL’ is also shown on ECAM APU page.
From this moment, the APU is available.
The ECAM APU page shows gauges for APU rpm
percentage and exhaust gas temperature. Also, when APU
is running, the APU generator load, voltage and frequency
is displayed, along with APU bleed air pressure and position
of APU bleed valve.
The fuel for APU operation is automatically fed from left
inboard wing tank. Fuel is normally available from tank
pumps. If tank fuel pumps are selected off, the APU uses its
own dedicated pump to supply fuel.
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ELECTRICAL SYSTEM
Each bus is represented by a gray rectangle with the name of the bus. The name is green when bus is
Overview powered, and amber when bus is un-powered.
AC generators - GEN1, GEN2 and APU GEN - are shown as white boxes. Listed are generator load
The electrical power system consists of an AC system and a DC system. The power is normally provided percentage, voltage and frequency. When a generator is selected OFF, this is indicated by white ‘OFF’.
by engine driven generators installed on each engine. The APU generator can be used before engine start. EXT PWR box, when available, shows voltage and frequency.
On the ground, external power can be used. In case of loss of normal generation in flight, the aircraft Transformer-rectifier units (TRs) are shown as TR1 and TR2, listing output voltage and amperage.
can be supplied by an emergency generator driven by automatically deployed ram air turbine.
Two battery indications show voltage and current.
An automatic bus tie maintains power to AC1 and AC2 buses regardless of power sources being used:
engine generators, single generator, APU or external power. Bus ties can be manually opened using BUS Power flow is indicated by green lines, connecting power sources to the buses. When the batteries are
TIE overhead switch. connected, green arrows to or from DC BAT bus indicate charging or discharging.
The power sources are prioritized. Each AC bus will use the first available source in this order: Own
engine generator, External power, APU, opposite engine generator, Emergency generator, Batteries. If
APU power was used and external power is connected, the external power takes over the supply and ELEC control panel (overhead)
APU is disconnected. If, after this, engine generator comes online, it replaces the external power. A bus
1.BAT 2. Bat voltage 3. AC ESS FEED
can be powered only from a single power source.
Each generator, and EXT PWR, can power entire aircraft electrical system with this exceptions:
• On the ground, if single engine generator powers entire system, the Main Galley is shed. 8. GALY & CAB
• In flight, if Any single generator powers entire system, the Main Galley is shed.
The AC ESSential bus powers most vital aircraft systems, and is normally fed from AC 1 bus. If AC 1
is unpowered, the AC ESS can be powered from AC 2 using AC ESS FEED switch on the overhead. If
both AC buses are un-powered in flight, the Ram Air Turbine is automatically deployed which powers
AC ESS bus via Emergency Generator. RAT is disabled with landing gear down, and when this occurs,
the AC ESS bus is fed from Batteries via Static Inverter.
Two DC buses are fed from respective AC buses via Transformer Rectifiers (TRs), and power the DC 4. GEN 5. APU GEN 7. EXT PWR
BAT bus. if one of AC buses is un-powered, the corresponding DC bus is fed from opposite DC bus via 6. BUS TIE
DC BAT bus. If both AC buses are un-powered, the DC 1 and 2 buses are lost.
1) BAT
The DC ESSential bus is powered by DC BAT bus, or (DC1 and DC2 buses off) by AC ESS bus via ESS
TR, or directly by batteries. The BAT buttons control the connection/disconnection of the corresponding battery to the aircraft
electrical system.
The two batteries are used for starting the APU and providing power when other sources are
unavailable. The batteries automatically charge from DC BAT bus when their voltage is below a certain NO LIGHT: Auto, a battery is automatically connected by the system logic for providing power or
level. Before flight, you must ensure that the batteries are charged above 26 volts. recharging.
OFF: A battery is manually disconnected.
Controls and indications 2) Bat voltage

ECAM ELEC page The LCD windows show battery voltage. The readouts are always powered, and can be read without
The ECAM ELEC page shows electrical sources, buses, and applying any power to the aircraft.
power flow. 3) AC ESS FEED
Controls the selection of power source for AC essential bus.
NO LIGHT: Default, AC ESS is powered by AC1 bus.
ALTN: AC ESS is powered by AC2 bus.
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4) GEN FUEL SYSTEM

Allows you to manually disconnect engine 1 or 2 generator from the system.
NO LIGHT: Default, a generator is connected to the electrical system if an engine is running and
Overview
electrical parameters are normal.
OFF: A generator is disconnected from the electrical system.
‘FAULT’ light is illuminated when a generator is selected ON and is not providing power. This is The fuel is contained in one centre and two wing tanks. The centre tank is generally filled last and used
normally seen prior to engine start. first. The wing tanks are divided into outer and inner cells by sealed ribs with transfer valves installed.
The fuel is drawn by fuel pumps. There are two pumps in centre tank and each wing tank inner cell.
5) APU GEN The operation of fuel pumps is fully automatic. The wing tank fuel pumps are always used to supply
Allows you to manually disconnect APU generator from the system. fuel to the engines during takeoff and landings; centre tank pumps are automatically deactivated when
slats are extended.
NO LIGHT: Auto, APU generator is automatically connected to the electrical system when APU is
running, electrical parameters are normal and there are no higher-priority power sources available The wing tank fuel pumps are fitted with pressure reducing valves to allow the centre tank fuel pumps
(Engine generator or EXT PWR). to preferentially supply the engines when the centre tank pumps are operating. This ensures that the
centre tank is emptied first.
OFF: APU generator is disconnected from the electrical system.
Wing tank fuel is drawn from inner cells. When fuel quantity in either inner cell reaches a preset level,
all outer tank transfer valves open to allow fuel from the outer cells to flow into the inner cells.
6) BUS TIE
Controls the bus tie logic. A crossfeed valve is located between the left and right fuel systems. It allows both engines to be fed
from one wing tank to balance the fuel load, or one engine to be fed from both sides to utilise all the
NO LIGHT: Auto, the bus tie automatically splits or connects the two AC buses to provide single source fuel in a single engine situation.
to each bus.
A dedicated APU pump is located in left fuel manifold and automatically supplies fuel for APU if main
OFF: The bus tie opens, and the two AC buses are isolated.
pumps are not energised.
7) EXT PWR
Used for selection and deselection of external power. If external power is plugged to the aircraft and Controls and indications
power parameters are in normal range, the green ‘AVAIL’ light illuminates. In the PSS Airbus panel, the
external power is always available when engines are shut down and parking brake is set. ECAM FUEL page
Pushing the button when AVAIL light is on connects external power source to the electrical system. This page shows a schematic diagram of fuel system
Blue ‘ON’ light is illuminated, and ‘AVAIL’ light extinguishes. operation.
Pushing the button again with EXT PWR connected (‘ON’ illuminated) disconnects the external power from The total fuel on board (FOB) is displayed, along with
the system (it stays physically plugged to the aircraft though, and is disconnected by ground personnel). quantities in each tank and cell. Wing transfer valves are
represented as doors which open when a valve opens.
8) GALY & CAB Tank pumps are represented by boxes:
Controls power supply to the main galley bus.
NO LIGHT: Auto, the galley is powered unless it is automatically shed by the system logic. Pump is working
OFF: Removes electrical power to all galley equipment.
Pump is commanded OFF by system logic
Pump is manually selected OFF
Circles represent the position of engine and APU LP valves and crossfeed valve.
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Fuel used by each engine is displayed above corresponding engine valve. It is shown in amber when POWERPLANT
engine is not running, and automatically resets to zero at engine start.
Fuel temperature readouts are displayed below each wing tank.
Controls and indications
FUEL control panel (overhead)

The engine startup controls and indicators include engine panel on the central pedestal, manual engine
4. X FEED
start panel on overhead, Engine/Warning Display (upper ECAM, see dedicated chapter) and ECAM ENG
page of the Systems Display.
Engine panel
The engine panel is located on central pedestal. It contains engine
MASTER switches for both engines, and MODE selector with three
positions, CRANK, NORM and IGN/START. This panel is used for
1. Wing Pumps 2. Centre pumps 3. MODE SEL initiating automatic engine startup and shutdown sequences.
1) Wing Pumps Manual engine start panel

The pump buttons control wing tank pumps. This panel located on the overhead is used for manually starting up
NO LIGHT: Fuel pump is energised. the engines. It includes two guarded pushbuttons which select
manual startup mode.
OFF: Fuel pump is deactivated.
‘FAULT’: Amber FAULT light is illuminated if tank fuel quantity is low. It is inhibited when a pump is
selected off. ECAM ENG page
The Systems Display ENG page is automatically
displayed during engine startup, and can be manually
2) Centre pumps
called up using ECAM control panel. It includes the
The pump buttons control centre tank pumps. following:
NO LIGHT: Fuel pump is enabled and operates when commanded by system logic. • Fuel used per engine readouts,
OFF: Fuel pump is deactivated. • Oil quantity gauges,
• Oil pressure gauges,
3) MODE SEL • Oil temperature readouts,
Selects automatic or manual operation of centre tank pumps. • Engine nacelle temperature readouts,
NO LIGHT: Automatic, centre pumps work when commanded by system logic. • N1 and N2 vibration readouts.
MAN: Centre pumps are controlled by position of CTR TK PUMP buttons.
Engine startup requirements
4) X FEED Engine startup procedure requires supply of fuel, electrical power, and bleed air. Electrical power and
Controls the position of fuel crossfeed valve. bleed air can be provided by starting the APU or connecting the external power. If external power is
used, the X BLEED switch on the AIR COND panel must be moved from AUTO to OPEN position to
NO LIGHT: Default, the valve is closed.
provide bleed air for right side engine.
ON: Crossfeed valve opens.
‘OPEN’ light is illuminated green when crossfeed is selected ON and crossfeed valve fully opens.
Without electrical power or bleed air, the engines WILL NOT START.
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Automatic startup Controls and indications

The automatic startup sequence is performed for each engine by following steps:
• Rotate MODE selector to IGN/START position, this identifies engine start. HYD control panel (overhead)
• Move desired engine MASTER switch to ON position. The automatic startup sequence initiates.
5. RAT MAN ON 6. PTU
• After engine is started, return MODE selector to NORM.
Engines can also be started using standard Flight Simulator ‘Autostart’ key combination (Ctrl-E).
Electrical and bleed air supply must still be established. 4. ELEC PUMP
Manual startup
To start an engine manually, do the following: 1. ENG 1 PUMP 2. ENG 2 PUMP 3. ELEC PUMP
• Rotate MODE selector to IGN/START position, this identifies engine start.
• Push corresponding MAN START button on overhead, this identifies manual start and opens engine 1) ENG 1 PUMP
start valve.
2) ENG 2 PUMP
• Monitor N2 rpm, at 15% move corresponding MASTER switch to ON. This opens fuel valve and
engages the igniters. Control operation of engine pumps.
NO LIGHT: On, a pump pressurises its hydraulic system when the engine is running.
• After engine is started, return MODE selector to NORM.
OFF: Pump is depressurized.
Shutdown
3) ELEC PUMP
To shutdown an engine, move corresponding MASTER switch to OFF. After engines shutdown, the fuel
pump buttons on overhead panel are normally switched to OFF. Control operation of blue electrical pump.
NO LIGHT: Auto, the pump operates when AC power is supplied and any engine is running.
OFF: Pump is deenergized.
HYDRAULICS
4) ELEC PUMP
Control operation of yellow electrical pump.
Overview
NO LIGHT: Off, the pump is deenergized.
ON: Pump constantly works if AC power is available.
The hydraulic system is made up of three separate and independent systems: Green, Blue, and Yellow.
Each is supplied by its own hydraulic reservoir. Each system provides pressure to operate many major
components, such as flight controls, slats and flaps, landing gear, cargo doors, and the emergency 5) RAT MAN ON
generator. Each system has its own pump (or pumps), reservoir, accumulator, and except for the Blue This guarded button, when pushed, extends the Ram Air Turbine to pressurise the Blue system.
system, a fire valve.
The Green system is powered by Engine 1 driven pump. The Yellow system is powered by Engine 2 6) PTU
driven pump, or a backup electrical pump. The Blue system is powered by an electrical pump, or by
Controls the operation of Power Transfer Unit.
the Ram Air Turbine in case of emergency.
NO LIGHT: Auto, the PTU automatically operates if the differential pressure between the Green and
The Green and Yellow hydraulic systems have a power transfer unit (PTU) installed. The PTU allows Yellow systems exceeds a predetermined limit.
transfer of pressure between the Green and Yellow systems. When there is a predetermined pressure
difference between the Green and Yellow systems, the PTU operates to pressurise the low system. OFF: The PTU is deactivated.
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ECAM HYD page PNEUMATICS
Overview
The pneumatic system is designed to provide air pressure for air conditioning, engine starting, wing
anti-icing and hydraulic reservoir pressurisation. High pressure air can be supplied by engine bleed
systems, APU bleed, or external power.
Engine 1 and 2 bleed systems are connected by a common duct. APU and ground air sources are also
connected to the duct.
System logic prevents the pneumatic duct from being pressurised by more than one source of air.
Engine bleed air is normally bled from the intermediate pressure (IP) stage of the engines’ high
pressure compressor. This minimises fuel penalties. If pressure and/or temperature from the IP stage
are not adequate, air is bled from a high pressure (HP) stage of the same compressor. Engine bleed air
pressure is regulated by the engine bleed valve, which also functions as a shutoff valve. The engine
bleed valve closes during engine start, or when APU bleed valve opens.
This page shows a diagram of hydraulics operation. The Green, Blue and Yellow systems are shown
Air supplied by the APU compressor is available on the ground and in flight.
with their components. The displayed components are (bottom to top):
A crossbleed valve in the common duct allows the engine bleed systems to be connected or isolated.
• Hydraulic reservoir and hydraulic fluid level

• Fire shutoff valves (Green and Yellow systems)
• Pumps
AIR COND control panel (overhead)
• Hydraulic pressure readout.
The pumps are represented by boxes. Following indications are used:
Pump is selected ON
2. ENG 2 BLEED
LO Pump is selected ON but supplying low pressure
Pump is selected OFF 1. ENG 1 PUMP 3. APU BLEED 4. X BLEED
1) ENG 1 BLEED
2) ENG 2 BLEED
When PTU is operating, the arrows indicate the direction of power transfer.
Control operation of engine bleed valves.
NO LIGHT: On, bleed valve opens when engine bleed air pressure and temp are normal, and the APU
bleed valve is closed.
OFF: Bleed valve closes.
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3) APU BLEED AIR CONDITIONING

Control operation of APU bleed valve.
NO LIGHT: Off, the APU bleed valve is closed. Overview
ON: APU bleed valve opens if APU bleed air is available.
The air conditioning system provides ventilation, humidity, and temperature control for the cockpit and cabin.
4) X BLEED The air conditioning system allows air in three independent zones to be continuously refreshed and
Controls the crossbleed valve. maintained at the selected temperature. The three zones are the cockpit, forward (FWD) cabin, and AFT cabin.
AUTO: Valve opens when APU bleed valve is open, and closes otherwise. The air conditioning system is supplied by hot air from the pneumatic system which is routed through
the pack control valves to the two air conditioning packs. The conditioned air leaving the packs is then
OPEN: Valve opens and remains open. routed to the mixing unit, where re-circulated cabin air is added. This air is then distributed to the three
SHUT: Valve closes and remains closed. zones.
Hot bleed air which bypasses the packs can be added to conditioned air that is routed to a particular
zone. The valves that allow this hot air to mix with air conditioned pack air are the trim air valves.
In flight a ram air inlet can be opened to supply the mixing unit with ambient air if both packs fail or if
ECAM BLEED page
smoke removal is necessary.
The lower part of ECAM BLEED page is dedicated to bleed air compressed air supply.
AIR COND control panel (overhead)
3. PACK FLOW
4. HOT AIR
Engine number Crossfeed valve
1. PACK 1
2. PACK 2
Engine bleed valve Air PSI and temp
5. RAM AIR
Compressor stages External power APU bleed
1) PACK 1
This page shows all sources of compressed air. For engine bleed, the engine bleed valve and HP bleed 2) PACK 2
valve positions are displayed. Engine number is shown in amber when an engine is shut down. Switch pack flow control valves.
NO LIGHT: Auto, valve is regulating the pack flow. Valve closes during engine start.
APU air flow is shown when APU bleed valve is open. OFF: Pack flow control valve is closed.
‘FAULT’ light is illuminated when a disagreement between the actual and selected position of the pack
Position of crossbleed valve is displayed on the common duct line. flow control valve exists, for example, when no bleed air is supplied.
3) PACK FLOW
For each half of air duct, the air pressure and temperature is displayed.
This selector allows the pack volume flow to be varied manually.
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4) HOT AIR PRESSURISATION

Controls the hot air valve which supplies hot air to the zone trim valves.
NO LIGHT: On, the hot air valve regulates hot air pressure. Overview
OFF: Hot air moves to fully closed position.
The pressurisation system controls the aircraft cabin air pressure to maintain safe differential pressure
5) RAM AIR between cabin air and ambient air.
Guarded button is used to open the emergency ram air inlet. The cabin pressure is represented as cabin altitude. A cabin altitude of 2000 ft means that the cabin air
NO LIGHT: Off, the ram air inlet is closed. pressure is the same as it would be in the standard atmosphere at 2000 ft above sea level. Rate of
change of cabin pressure is represented by cabin vertical speed.
ON: Ram air inlet opens.
The pressurisation system controls the cabin vertical speed by changing the position of the Outflow
valve, which vents cabin air overboard. Cabin pressurisation can be controlled automatically by
ECAM BLEED page pressure controllers, or manually controlling the cabin vertical speed.
The upper part of ECAM BLEED page shows the air Two safety valves prevent excessive positive or negative differential pressure.
conditioning packs and mixing unit.
Each pack is controlled by pack flow control valve. Valve
position is indicated by a needle moving between LO and HI. Automatic pressure control
For each pack, the pack compressor outlet temperature
(lower), pack bypass valve position and pack outlet
temperature (upper) are displayed. The pressure controllers control cabin altitude using different pressurisation modes, depending on
The packs are connected to the mixing unit, which is depicted flight phase:
as a horizontal line. It turns amber if no air supply is • Ground - the aircraft is depressurized by fully opening the outflow valve.
provided. • Takeoff - to avoid a pressure surge at rotation, the aircraft is pre-pressurised to cabin altitude of 400
Ram air inlet position is also displayed. ft below field elevation.
• Climb - cabin altitude is varied depending on the aircraft climb rate
• Cruise - the controllers maintain minimum cabin altitude compatible with maximum cabin
differential pressure.
• Descent - the cabin altitude is decreased to reach the cabin altitude of selected landing elevation
ECAM COND page before touchdown.
ECAM COND page is used for monitoring zone temperatures • Touchdown - residual cabin pressure is released gradually, then outflow valve fully opens.
and operation of conditioning system.
The screen shows the cockpit, forward and aft cabin zones.
For each zone, the zone temperature and air conditioning
duct temperature are displayed.
The position of trim valves (Cold-Hot) is displayed by the
needles connected to the hot air valve symbol.
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Controls and indications ECAM PRESS page

This page is used to monitor the operation of pressurisation system.
CABIN PRESS control panel (overhead)
3. LDG ELEV
1. MODE SEL
2. MAN V/S CTL
4. DITCHING
1) MODE SEL
NO LIGHT: AUTO, the pressurisation is controlled automatically by the active pressure controller. The three big gauges show cabin differential pressure, cabin vertical speed, and cabin altitude. Selected
landing elevation is displayed above the gauges.
MAN: Manual control, the pressure controllers are deactivated and outflow valve is manually controlled.
Pressurisation system is depicted in the lower part of the page. The system is controlled by one of the
two pressurisation controllers. The control is automatically switched between controller 1 and
2) MAN V/S CTL
controller 2 after each flight. The active controller is shown by ‘SYS 1’ or ‘SYS 2’ indication.
When MODE SEL button is set to MAN, this toggle switch gradually opens or closes the outflow valve.
The switch is spring-loaded to neutral position. Use ECAM PRESS page to monitor cabin V/S, altitude If MODE SEL is set to MAN (manual control), ‘MAN’ indication is visible.
and differential pressure
The aircraft pressurised area is depicted by the big rectangle with pressure valves shown. Position of
each valve is indicated by a needle.
3) LDG ELEV
Air flow from air conditioning packs is shown with arrows, which turn solid amber when a pack is not
Landing elevation selector switch. When set to AUTO, the database elevation of DEST airport entered supplying the air.
into FMS is used. Other positions are marked in 1000s of feet and manually select the landing elevation.
4) DITCHING
Pushing this guarded button will close all aircraft openings located below flotation line. The outflow ECAM CRUISE page
valve, emergency ram air inlet, avionics ventilation inlet and extract valves, and pack flow control valves The CRUISE page is automatically displayed in normal
are automatically closed. flight. Among other information, it shows cabin
differential pressure, vertical speed, altitude and landing
elevation. Also shown are the zone temperatures.
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GPWS (GROUND PROXIMITY WARNING SYSTEM) 1) SYS

NO LIGHT: ON, the GPWS system works and generates all warnings.
Overview OFF: GPWS is disabled. No warnings will be generated.
The Ground Proximity Warning System provides aural and visual warnings when aircraft is in danger 2) G/S MODE
of ground impact. It detects numerous dangerous conditions and can produce the following warnings:
NO LIGHT: ON, the GPWS system generates Glideslope warnings.
‘SINKRATE’: Warning of high barometric descent rate into terrain, or high sink rate near the runway
threshold. The lower your altitude is, the lower descent rate will trigger this alarm. OFF: Glideslope GPWS warnings are disabled.
‘PULL UP’: Excessive sink rate near ground, requires immediate action.
‘TERRAIN TERRAIN’: Excessive terrain closure rate. 3) FLAP MODE
‘DON’T SINK’: Alerts to an inadvertent descent into terrain after takeoff. The alert is given after NO LIGHT: ON, the GPWS system generates Flaps warnings.
significant altitude loss, which allows for small sinking due to flap retraction etc.
OFF: Flaps GPWS warnings are disabled.
‘TOO LOW, TERRAIN’: Insufficient terrain clearance while not in landing configuration. The warning
envelope depends on airspeed and radio height.
4) LDG FLAP 3
‘TOO LOW, GEAR’: Too close to ground, at small airspeed and gear are not down. Can be inhibited.
Selects landing flap configuration for ‘TOO LOW FLAPS’ warning processing
‘TOO LOW, FLAPS’: Too close to ground, at small airspeed, gear down and flaps are not in landing
position. Can be inhibited. NO LIGHT: Landing configuration is CONF FULL.
‘GLIDESLOPE’: Descending below glideslope. Active when ILS is available and gear down. The warning ON: Landing configuration is CONF 3.
envelope contains two boundaries: ‘soft’ warning and ‘hard’ warning. Both boundaries are a function
of glideslope deviation and radio altitude. When aircraft penetrates the ‘soft’ alerting region, the pilot is
given a ‘calm’ warning; if the airplane subsequently enters the ‘hard’ region, the warning becomes loud. GPWS - G/S button
The lower your altitude and the closer you are to glideslope transmitter, the higher is the amount of
glideslope deviation required to trigger the warning. This button is located on the centre panel near the standby instruments (on real aircraft it is located on
the wing of glareshield).
When any GPWS warning is generated, an amber ‘GPWS’ light is illuminated.
When Glideslope warning is active, ‘G/S’ is illuminated. Pushing this button while Glideslope warning
is heard suppresses all glideslope warnings. This permits deliberate descent below the glideslope in
order to utilise the full runway length under certain conditions.
GPWS control panel (overhead)
3. FLAP MODE
1. SYS
4. LDG FLAP 3
2. G/S MODE
110 111
OTHER CONTROLS CHRONOMETER
Other controls on overhead panel The chronometer is located on main panel. It includes an UTC time and date display, a chronometer
and an elapsed time counter. Also, a selector switch is added which controls Flight Simulator
Wing anti ice Engine anti ice simulation rate (time compression).
Window heating
DATE button Chronometer display Chronometer hand
Sim rate
switch
Time / date Second indicator

display
Strobe Beacon Wing Navigation No smoking

lights lights lights and Logo switch
lights Chronometer button
Landing Seat belts
Runway turnoff lights lights Taxi
switch
lights
Elapsed time switch Elapsed time display
The central window displays UTC hours and minutes. The seconds indicator divides a minute into four
Wing and engine anti-icing is controlled by corresponding button. When a button is switched to ON, parts. No marks are displayed from 0-14 seconds, one mark is displayed from 15-29 seconds, two
the anti-icing is engaged. marks are displayed from 30-44 seconds, and three marks are displayed from 45-59 seconds. A push
of DATE button toggles the display between UTC and Date, showing month and day.
Probe and window heating is automatic with button deselected. Pushing the button - ‘ON’ illuminates
- manually engages the heating. The chronometer has a digital minutes window and an analog seconds hand. The chronometer is
controlled by CHR button:
Seat belts signs are switched on and off by the SEAT BELTS switch.
• First push starts the chronometer,
NO SMOKING can be switched on, off, or set to AUTO. In this case NO SMOKING signs are
automatically illuminated when landing gear are not locked up. • Second push stops the chronometer and freezes the display and the hand,
• Third push resets the display and hand to zero.
The elapsed time counter displays elapsed hours and minutes on a digital display. It is controlled by
ET switch which has three positions:
STOP: The chronometer is stopped.
RUN: The chronometer is running. Moving the switch to STOP and then to RUN doesn’t reset the
chronometer.
RST: Resets the chronometer. This position is springloaded to STOP.
The Simulation rate switch allows toggling between 2x / 4x time compression and returning to normal
time rate.
112 113
PANEL CONFIGURATION UTILITY MCDU Keyboard tab
The PSS Airbus panel package contains a panel configuration utility which allows to customise some
The entry to the Multi-Purpose Control and Display Unit can be done from the computer keyboard. One
features of the panel, and to create a keyboard shortcut for any control simulated by the panel.
of two methods can be used for this.
First method is to hold down a shift key combination while typing the entry. This is the default method,
and default shift key combination is Ctrl and Win keys held down.
The second method is using the keyboard ‘Lock’ keys. Any combination of NUM LOCK, SCROLL LOCK
and CAPS LOCK can be used. While the selected key(s) are in the ‘ON’ state, all keyboard input goes
to the MCDU.
When you use the selected combination of keys and the MCDU will accept the pushed keys, a blue ‘K’
symbol flashes on the MCDU. It indicates that all keyboard input will be intercepted by the MCDU, and
you cannot control other Flight Simulator functions with the keyboard.
Finishing the setting up
After all desired options are customised, the OK button saves the panel configuration and exits the
utility. Pressing Cancel button will reset all modifications and exit the utility.
Pressing the Defaults button resets all settings to their default state and clears all added keyboard
Startup tab shortcuts.
The two options define the panel state when Airbus aircraft is loaded into Flight Simulator: The panel configuration is saved in ‘config.pnl’ file located in ‘PSS\Airbus A3xx’ folder in Flight
Simulation installation directory.
Start with Engines Off: The engines will be shut down upon panel load
Start with Cold and Dark cockpit: The engines will be shut down, power sources disconnected and
cockpit controls set according to total aircraft shutdown and securing. This allows to perform the entire
aircraft startup procedure.
Panel Sound Volume tab

The slider controls the volume of sounds generated by the panel, as their volume cannot be set from
Flight Simulator options.
Keyboard Assignments tab

Each control on the PSS Airbus panel can be assigned a keyboard shortcut.
The Command list displays all available panel functions. Selecting any entry in the list displays currently
assigned keyboard shortcut, if it is defined. If no shortcut is defined, the Key combo box shows NONE.
To assign a new shortcut, select a desired key and shift keys. Windows keyboard WIN and MENU keys
can be used as shift keys.
After this, push the Assign button.
To clear a shortcut, push the Clear button.
114 115
A320 AIRBUS PROFESSIONAL TUTORIAL FLIGHT ARRIVAL AND FLIGHT PLANNING

A TYPICAL FLIGHT IN AN AIRBUS A320
Most airlines will roster pilots to arrive and report-in an hour before departure, thereby allowing about
ten minutes for getting to the aircraft and thirty minutes to prepare it for the flight. This only leaves a
INTRODUCTION further twenty minutes for the all-important flight planning. At busy international airports, such as
Gatwick and Manchester, this is clearly impractical, so pilots usually plan to arrive with fifteen minutes
in hand. Firstly they check in and familiarise themselves with the crew composition; normally two flight
All airlines have their own Standard Operating Procedures (SOPs) and these invariably differ from crew, plus five cabin staff for the A320. Cabin staff will have arrived thirty minutes earlier and will be
airline to airline. The Airbus manufacturer, Airbus Industrie based at Toulouse, produces a set of basic conducting their own pre-flight brief. Both pilots will work together checking the NOTAMs (NOtices To
recommended procedures for each aircraft type and these are then modified to suit the individual AirMen) for the route, the route itself (no point flying over war zones!) and the weather. A check with
airline’s own particular way of operating. Some airlines prefer a more hands-on approach, while others our OPS (operations department) indicates the likely passenger load and any freight. We are already
rely on the A320’s outstanding degree of automation to do the flying. This aircraft is employed by some starting to formulate a zero fuel weight in our minds and we need to decide whether to upload fuel
airlines for medium haul and by others for high-density mass transportation over short distances, abroad (tanker fuel) because fuel prices vary all over the world. We often depart with maximum fuel
using lots of short sectors with rapid turnarounds to maintain profitability. The aircraft is popular with so that we don’t upload as much down the route. Obviously we want to go with full fuel in this situation,
the charter airlines who require maximum utilisation of the airframe coupled with high reliability. but don’t forget that it is no use arriving at the destination with loads of fuel, only to find you are still
The big selling point of the A320 range is that provided the pilots use the flight management guidance above the maximum landing weight of the aircraft. The last and possibly most important part, is to
systems in flight for climb, cruise, let down and approach, then its fuel consumption is simply check you can get off from the runway when departing with all this weight. No problem at Gatwick or
unbeatable. Many airlines are turning to the Airbus to further their ambitions and give them a clear Manchester, but just have a look at the limitations that Bristol’s (EGGD) 27/09 runway imposes on a
advantage over their rivals. The A320 is a true 21st Century passenger airliner and the level of big aircraft like this. Planning complete, the fuel figures are passed to the fuel controllers, and all the
automation is taken to the limits of what can be achieved. The downside from a pilot’s point of view is other relevant information enables a load sheet to be built up. We will be in possession of a
that if the aircraft is flown as the manufacturer intended, then there is very little chance for hands-on computerised flight plan that very accurately tells us the fuel burn and winds aloft. We all meet, the
flying. The Airbus concept is that from engagement of the autopilot soon after take off, until the aircraft Captain finalises and gives any instructions to the crew and we get the bus out to the aircraft.
comes to a halt on the destination runway, the pilot shouldn’t have to touch the flight controls again.
By simply turning, pushing and pulling the correct knobs and buttons as required, together with
lowering and raising of undercarriage and flaps at the appropriate time in flight, the pilot need have no PRE-FLIGHT SET UP
further input. The pilot’s role has changed significantly into that of a systems and aircraft manager,
without forgetting that, like any other, the Airbus must obey the laws of aerodynamics and physics.
Before attempting this tutorial flight, we strongly recommend that you read the ‘Systems’ section of
The autopilot is simply outstanding and experienced pilots have seen it easily handle the aircraft in the
the A320 manual.
most violent of thunderstorm activity and land in weather conditions that approach the design limits.
If the aircraft is not doing something it should, or that you don’t expect it to, then it will almost certainly
be because the pilot has not done or set something correctly. Before taking out the autopilot because
it’s not doing what you want, a quick check will inevitably reveal why. The biggest risk facing a newly-
A320 Professional Setup
converted Airbus pilot is when he or she doesn’t fully understanding the operation and capability of the Before starting FS2002 you need to set up the Airbus cockpit.
autopilot. Taking the autopilot out if the aircraft is not doing what they expect is what causes so many
problems for pilots familiar with more traditional aircraft types.
Another popular feature of this aircraft is cockpit commonality. A look at an A320 cockpit will not be 1. Press the Windows ‘Start’ button, move up to ‘programs’ select ‘Just Flight’, then ‘A320
that different to looking at an A340 cockpit. It is now possible to mix an A320 type rating with that of Professional’, then ‘Panel config’.
the A330, which from a pilot’s point of view creates a pleasant roster with a mix of short and long haul 2. At the top left of the Panel config menu in the ‘Startup’ section, make sure the ‘Start with Cold and
flying. An experienced Airbus pilot once complained, not unreasonably, that flying the A340 exclusively Dark Cockpit’ is checked on.
on long haul trips made him feel like he was virtually a passenger on many occasions. With four pilots,
two only there for the cruise, he felt reduced to just watching an array of glass displays for hours on 3. Click ‘OK’.
end. Every now and then he got to do the legal minimum of one landing every 28 days and that was
his lot! Sometimes he needed to get that in a simulator to have a ‘real’ fly, which goes to show that
the real thing is not always as exciting as virtual aviation.
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Flight Simulator Setup Flight Deck Preparation

On arrival at the aircraft, the Captain conducts a walk round and the First Officer carries out his security
check of the cockpit area. Both then prepare for flight and with only 30 minutes to go, time is tight.
It is important that FS2002 is set up for Airbus to operate correctly.
There are a myriad of different activities going on around you to ensure that you depart on time and it
1. Start FS2002 is important not to get detached from them. Has the catering arrived? Are there any ‘specials’ (wheel
chair passengers, problem passengers, drunk passengers, etc.)? How is the fuelling going? Has the
2. On the FS2002 ‘Opening screen’ select the ‘Settings’ menu, select display, then ‘Hardware’. Set powerful push-back tug arrived yet and is it connected to the nose wheel? Do we have a slot to
‘Hardware Lighting Effects’ to ‘8’ achieve? Then the Senior Crew Member comes forward to remind you that one of the centre aisle exit
3. Click ‘OK’ lights is out and must be fixed. Are we legally allowed to fly with it not working? Check the Minimum
Equipment List. You would be amazed how safety equipment imposes some of the most stringent
4. Select ‘International’, then set ‘Units of measure’ to ‘Metric (Altimeter feet)’. limitations on aircraft. No dispatch with it not working – get onto maintenance, we need it fixed NOW!
5. Click ‘OK’. This multi-million pound operation is shortly going to come to a grinding halt all because of a small
light bulb! Like a cup of coffee? Yes please. Now, where were we?
6. Select ‘Realism settings’
7. In the ‘Current realism settings’ drop down menu set ‘Hard’ and in the Instruments and lights area
set ‘Display indicated airspeed’ to On. IMPORTANT - As soon as the aircraft has loaded, you need to adjust the fuel levels as follows:
8. Click ‘OK’. To ensure that the aircraft has the correct amount of fuel loaded, press the FS2002 ‘Aircraft’ menu, then
move down and click on ‘Fuel’. In the left and right tanks, under the % heading, enter 75 in each. In
the % centre tank column, enter 71. Click OK. This will give 14,000 Kgs of fuel, even though it is shown
Selecting the tutorial flight in imperial measurements in this section of FS2002.
1. Choose ‘Select a flight’ In the cockpit

2. In ‘Choose a category, select ‘My Saved Flights’ Firstly check that the wheel brakes are set ON. (Ctrl + . to set the parking brakes to ON, or use the
handle on the centre console).
3. In ‘Select a flight’ mouse click on ‘Airbus Pro Tutorial’.
As we set ‘Cold and Dark’ in the panel config menu, the aircraft is ‘dead’ so the next thing to do is to
4. Click ‘OK’ get power connected.
Select the Upper Panel (Numpad 5 to view – Press SHIFT, then release NUMPAD 5 to get the Upper
IMPORTANT - To give a feel of real-world operations, we have included text in the tutorial that provides Panel displayed permanently).
a similar atmosphere to that of a real airline. To avoid any confusion, the sections that refer to real
world operations are displayed in Italic text. Also, certain radio transmissions that you would hear on
a real-world flight are printed in italics, but these are included for added authenticity and you won’t hear
them in this tutorial flight.
FS2002 Air Traffic Control use

During this tutorial we will not be depending on the in-built FS2002 ATC system for directions. If you
choose to have the ATC window on, then you will need to ignore any specific instructions and ‘do your
own thing!’ You can have some vocal ATC interaction by ‘Requesting Flight Following’ and ‘Airspace
transitions’.
118 119
Take a few moments to view this panel and familiarise yourself with the locations of the various MCDU Set Up
sections and switches.
• In the ‘ELEC’ section, check both 1 and 2 battery switches are set ON and a voltage of at least 26
• Call up the MCDU panel, (shift+3 or press the hot spot for MCDU).
volts display.
We shall go through a typical flight from Bristol to Tenerife.
Then, ensure no refuelling is taking place and the APU exhaust will not discharge onto anything
• Confirm the page on the MCDU is the INIT page.
• In the ‘AIR COND’ section, check APU BLEED is OFF (Switch shows no indication).
Type in using the keys on the MCDU, your departure and destination airports. This text will appear
• In the ‘AIR COND’ section, set ‘PACK 1’ and ‘Pack 2’ to OFF.
in the ‘Scratch pad’ area. This is the bottom line of the MCDU display.
• In the lower middle part of the upper panel in the ‘APU’ section, set the ‘MASTER SW’ to ON. Switch
• Type EGGD/GCTS (the / key is in the number section).
back to the main IFR panel (Press Numpad 5) and you will see that the APU panel has automatically
displayed on the lower ECAM panel. Wait for the ‘FLAP OPEN’ message to appear on this panel, and • Press the Line Select Key next to the field entry, LSK 1R (FROM/TO). The LSK 1R key is top right
then return to the Upper panel (Press Numpad 5). on the MCDU, LSK 2R is the second down on the right side and so forth.
• On the upper panel in the ‘APU’ section, press the ‘START’ button, APU start up is automatic. Wait Until you have this information entered, you are going nowhere - as far as the MCDU is concerned.
for the ‘AVAIL’ light to show in the APU START button. If external power was connected, the green We now insert the alternate airfield of Gran Canaria into the ALTN field.
‘AVAIL’ light is illuminated in the ‘EXT PWR’ button in the ‘ELEC’ section. Press the ‘EXT PWR’
• Type GCLP press LSK 2R
button to make ground power available to the busbar’s and you will now get an ON light appear here.
If both the APU and ground power are connected, the ground power has priority over the APU. Insert the flight number
By now, if you were on ground supplies, you would want to transfer and start obtaining power from • Type PSS1 press LSK 3L
the APU, which will always be more reliable for computer programming and engine start. NEVER just The cost index tells the flight management guidance computer the fuel burn strategy and this comes
disconnect it by having the ground staff pull the plug out – this is the quickest way to a large spark from the airline OPS (operations) department who decide the policy for how they want the fuel
and possible injury. First, having started the APU, push the EXT PWR button to change the indication economy to run. The lowest (Zero 0) means the aircraft will burn the least amount of fuel possible
from ON to AVAIL. Only when the green AVAIL light is illuminated should you request the ground staff for the journey. Time is not important and it will be a long, slow, flight. The highest (999) means
remove the ground connection. You will now be on the APU power. you will get there as fast as possible, ignoring fuel economy. Setting cost index 0 will give a cruise
Now work your way round the upper panel, to ensure you have switches set correctly. of about M.76 whilst 999 gives a cruise of about M .81 at FL 350.
• In the AIR COND section, set the APU BLEED to ON. • Check the cost index is set at 50 (a good compromise)
• In the AIR COND section, set the PACK 1 and 2 switches to ON (It will not say ‘ON’ and the switches Insert the intended cruise level. We suggest it should be in the order of FL 330 until KORUL, then a step
will show no message). climb to FL370 as the fuel gets burnt making the aircraft lighter. Check the lat and long, this should be
the reference point for the departure airport. Don’t do this yet (as we don’t have the route set at the
In general, you will know that everything is correctly set when all the lights on the upper panel are out.
moment) but be aware that pressing the LSK next to the ‘Wind’ button brings up the wind page.
In the FUEL section the fuel pumps will show ‘OFF’ and another two lights remaining will be the GEN1
and GEN2 amber FAULT lights and that is because you obviously don’t have the engines running yet. • Type 330 press LSK 6L for CRZ FL/TEMP
Switch down to the main IFR panel console (Numpad 5) then bring up the centre console (Shift + 4) • Press the right LSK next to the ALIGN IRS prompt and we can move on.
to view. • Press the F-PLN button, this should bring up the basic flight plan you have just created. The top line
• In the ENG section check that the ENG 1 and ENG 2 master switches OFF. shows the departure airport EGGD, with F-PLN DISCONTINUITY followed by the destination, GCTS.
• In the ENG section make sure the MODE selector knob is set to ‘NORM’ • Press LSK 1L next to EGGD
• Check the FLAPS are all set ‘UP’. • Press LSK 1L next to DEPARTURE
• Check the SPEED BRAKE - GRND SPLRS are set in the ‘RET’ gate (position). • Press LSK 3L for runway 27
Set the other switches as you require. Switch off the Centre console (Shift + 4). • Press LSK 6R to INSERT
Now the fun starts – let’s program the MCDU! Because there is no SID (Standard Instrument Departure) selected, the Airbus default will be to insert
a climb ahead on runway track to 1500 ft AGL. EGGD is already at 622ft AGL, so this will show as a
floating waypoint with the identifier of ‘2122’.
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Now we need to create the route. This will insert KEREB, COQUE, KOLEK, KORUL, STG, AGADO, TERVA, ORSOS, BEXAL, KUBIL, LUPEX,
Go to your computer generated flight plan printout that the airline gave you and insert the route exactly KONBA waypoints.
as it is flight planned. (We don’t have an airline computer plan here so we will build the flight plan up).
• Type EXMOR You may see TWO entries for BEXAL. You need to remove one of these.
• Press LSK 4L ,after the F-PLN DISCONTINUITY
Scroll down using the (up/down arrow) keys until you have both BEXAL’s in view. Press the CLR button
You will see two ‘EXMOR’s’ shown. We need to select the correct one so; then click on the LSK next to the BEXAL entry that shows 0 in green to the right of it (not the other one
• Press LSK 1L for 51N/003W that says 191!) This is normally the first one you come to in the flightplan scrolling towards the
Normally we could bring up a stored route with all the waypoints included, but as we do not have a Canaries. This will remove the BEXAL entry that is not required. You should still have one BEXAL entry
database entry for our route we will have to set the route up bit by bit, inserting the waypoints as it that says UN866 BEXAL 191.
follows the track we are going to fly. This is good practice on learning how to program the MCDU. Hopefully, that is all you will have to input but if you find you need to insert each waypoint then the
• Press LSK4L next to EXMOR to call up the lateral revision page whole of the route is;
• Type UA25/BHD
EGGD27, 2122, F-PLN DISCONTINUITY, EXMOR, TIVER, TINAN, DAWLY, BHD, SALCO, RUSIB, QPR,
• Press LSK2R for VIA/GO TO KEREB, COQUE, KOLEK, KORUL, STG, AGADO, TERVA, ORSOS, BEXAL, KUBIL, LUPEX, KONBA, F-
• Press LSK6R for INSERT PLN DISCONTINUITY
The Waypoints TIVER, TINAN, DAWLY and BHD will now be displayed on the MCDU.
On the F-PLN page, when the F-PLN button on the MCDU is pressed, the initial part of the route should
If it responds ‘database not found’ then press the RETURN button (LSK 6L) to go back to the F-PLN page
show EGGD27, 2122, F-PLN DISCONTINUITY, EXMOR. This is correct!
and insert each waypoint one after another. To do this, type into the scratch pad TIVER and then press the
LSK to the left and immediately below EXMOR. If you make a mistake, press the CLR button until you see If you inserted the data correctly, the ONLY place you should see F-PLN DISCONTINUITY is just after
the letters CLR in the scratch pad and then press the LSK alongside the waypoint you want to remove. ‘2122’. If you do find a F-PLN DISCONTINUITY in between any other waypoints, you can remove it by
pressing the CLR button so the letters CLR appear in the scratch pad and then press the LSK on the
• Pressing the scroll up and down arrow keys, scroll to BHD
left side alongside the F-PLN DISCONTINUITY.
• Press LSK next to BHD to call up the LAT REV page from BHD
• Remove the F-PLN DISCONTINUITY after KONBA so it reads KONBA then GCTS.
• Type UA29/SALCO
• Press LSK 2R for VIA/GO TO To check that the route is correct and that you have not entered some other waypoint by mistake, select
‘PLAN’ on the EFIS panel and scale 160 or 320 (as required) and then scroll the route up or down
• Press LSK 6R for INSERT
using the MCDU keys (up/down arrow), to see how it looks. The plan should basically all go in the
This will insert the SALCO waypoint. same direction. If it doesn’t, then a waypoint has probably been wrongly entered.
Continue to program the route as below:

• Press LSK next to SALCO to call up the LAT REV page from SALCO
• Type UR107/QPR
• Press LSK 2R for VIA/GO TO
This will insert RUSIB, BERAD and QPR waypoints.
• Press LSK next to QPR to call up the LAT REV page from QPR
• Type UN866/KONBA
• Press LSK 2R for VIA/GO TO
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To scroll up and down on the F-PLN page on the MCDU, press the up or down arrows on the MCDU Now enter the block fuel, we would normally take about 14000kgs of fuel for this trip, so enter 14.0
pad. The waypoint second down from the top on the MCDU panel will always show in the centre of the • Type 14.0
PLAN display on the Navigation Display.
• Press LSK 2R for BLOCK
Now, keeping the EFIS switch set at ‘PLAN’, scroll the F-PLN until the destination airport appears,
ensuring that this is scrolled to the second down position from the top (or as near to it as you can get). IMPORTANT - Ensure that the fuel you load onto the aircraft in FS2002 matches this figure.
Immediately the TOW appears (73.2) at LSK 4R, indicating that we are lifting at 73,200kgs weight.
• Press the left LSK alongside GCTS (The green coloured GCTS, not the white or blue coloured one
right at the bottom of the display). The flight management guidance computer calculates the other information which appears soon after.
• Press LSK 1R for ARRIVAL
• Press LSK 3L for ILS 08 the arrival Nearly there! The last information required is the performance. For this you must:
You are now presented with the arrival options for runway 08 at Tenerife. • Press the PERF button
You will recall that we ended the flight at KONBA point and you will see one of the options is the You will now see the PERF page for the take off. Unlike a Boeing, V speeds are not pre-calculated. These
KONB1G arrival. This is the one we want so select it. have to be obtained from a table that applies to the particular runway you are departing from. Entering
the take off weight, pressure and temperature into this table will give take off V speeds. From the same
• Press LSK 3L for KONB1G table comes the take off power setting. Typically it will be around the Flex 42 mark for the CFM engine
at this airport (almost TOGA thrust) on a cool day and the V speeds will be 128, 135 and 138, so enter
Now pause. Notice that almost everything is in yellow. This means that a TEMPORARY flight plan has this information accordingly:
been created which you can either choose to insert or erase. • Type 128
Have a look at this on the EFIS navigation display, change the range scale as required to see it and ensure • Press LSK 1L for V1
it is what you would expect. The yellow parts are what you are about to insert. If you are happy then, • Repeat using LSK 2L entering 135 for VR
• Press LSK 6R for INSERT and it is now part of the flight plan, which as far as the track is concerned, • Repeat using LSK 3L entering 138 for V2
is now complete.
• Type 36 press LSK 4R for FLEX TO TEMP
Note that pressing the F-PLN button always returns the F-PLN on the MCDU screen so that the nearest
waypoint to you physically is put at the top of the display. • Type 3/DN.7
• Press the INIT button • Press LSK 3R for FLAPS/THS
Note the arrow that appears at the top right corner indicating that another page is available. We need The transition alt ‘TRANS ALT’ is 3000ft for EGGD and this information is usually inserted from the data
that page so that we can insert weights and C of G data to complete the required information. base.
• Press the NEXT PAGE button so we are able to insert the ZFWCG/ZFW data. For an Airbus A320 going • Type 3000
on this flight to the Canary Islands on a charter flight typical data here would be 59.4 so insert it as • Press LSK 4L for TRANS ALT
follows: The thrust reduction and acceleration altitude ‘THR RED/ACC’ figures default to 1500ft agl (Above
• Type 59.4 Ground Level). EGGD is 620 feet AMSL, hence the figures of 2120/2120.
• Press LSK 1R for ZFWCG/ZFW Finally, we need to insert the navigation aids information you will use for this departure.
The zero fuel weight and all other weights will come from the load sheet that the ramp agent will give • Press the RAD NAV button
you about 10 minutes before you go. • Insert the NDB for EGGD (This is called BRI and the Freq is 380). Enter 380 press LSK 5L next to
Typical zero fuel weight for this charter flight will be 59,400kgs. Beware that the FS2002 air file for the (ADF1/FREQ)
aircraft you have selected to use must be in agreement for this zero fuel weight, otherwise the aircraft • Insert the VOR for the departure (BHD), enter BHD, press LSK 1L next to (VOR1/FREQ).
actual weights (i.e. what FS2002 sees) will be different to what you enter and all the predictions will be
strange. All the PSS aircraft show the zero fuel weight when you select them in FS2002 on the info panel. • Insert the CRS, which is 190, enter 190, press LSK 2L for CRS next to (CRS).
This is the inbound track (course) to BHD.
IMPORTANT - We need to ensure that the aircraft has the correct amount of fuel loaded. This is detailed On the FCU panel, both pilots set their respective ADF/OFF/VOR switches as required, to ensure they
at the beginning of this tutorial. It is very important that this is correct! get the aid they want to see displayed on the Navigation Display.
Set the switch for the navigation display on the EFIS panel is set to ARC.
124 125
Saving the flightplan LEAVING THE RAMP
• Press DATA Note - For the purposes of this tutorial, the flight starts on the runway. You may prefer to start at the
• LSK 1R for SAVE gate and taxi to position.
• Type EGGDGCTS A check is made of all the system pages on the lower ECAM page and both pilots will make sure the MCDU
has the correct information. Remember - with computers ‘rubbish in equals rubbish out!’ Once all panels
• Press LSK 1L
have been closed and all passengers embarked, the ramp marshaller will embark for a final time to
• Press LSK 2L remove the tech log pages pertinent to the flight and the load sheet copy. Both pilots will now brief from
the appropriate document for the intended departure, conduct an emergencies brief to cover any
eventualities on the take off and carry out the pre start checks. This will include Windows – closed and
Note, the plan is saved in the folder FS2002\PSS\Airbus A3XX\EGGDGCTS.afp locked,
For the take off the pilot flying has his MCDU set to the PERF page and the non flying pilot has the Fuel – contents sufficient, Altimeters – QNH set sensible readings, Thrust levers – Closed, Parking Brake -
F-PLN page set. set to Park. Request a start and push clearance from the tower. We ask the ground engineer to commence
the push back. During this time we will start both engines. Brakes off, push back commences.
• Press the PERF button on the MCDU
Bring up the upper panel and set:
At last we have the MCDU prepared. • SEAT BELT signs to ON
• Exit the MCDU (Shift + 3). • NO SMOKING signs to ON
• Switch the Beacon to ON
Just one last important thing: • Set the fuel Pumps to Auto and ON (AUTO should already be set, No indication).
• Ensure the Flight director switch is set to ON • Check the APU Bleed is ON.
• In the ELEC section switch the EXT PWR switch to ‘AVAIL’.
Close the upper panel and bring up the centre console panel.
On the Engine control panel (between the spoiler and flap lever) the pilot
• Set the MODE switch to IGN/START. This causes the lower ECAM display to change from the auto
selected DOORS page on the ground to the ENG page. The upper panel also changes from the orange
dials to the more familiar display.
The right engine is normally started first.
• Select the ENG MASTER switch for the Right engine to ON
The start is fully automatic, once this engine is running. Turn off the centre console to see the engine
starting on the IFR Panel ECAM (shift + 4), then switch back to the centre console (shift + 4).
• Select the ENG MASTER switch for the left engine to ON
Turn off the centre console to see the engine starting on the IFR Panel ECAM (shift + 4).
Use the FS2002 ‘Views’ menu and select ‘Air Traffic Control’. Press 2 on your keyboard and listen to
the Bristol Airport ATIS. The ATIS report should reflect what you set in the weather menu at the start
of the tutorial.
126 127
At this point set the BARO switch on the main panel to the ATIS reported QNH, namely 29.86. To do • Set the ALT on FCU panel to 9,000
this, click on the top left area near the BARO knob where it says ‘in Hg’. This will change the reading
to ‘Inches’. Adjust the setting down to 29.86 by pressing to the left side 9 O’clock position of the BARO
knob, then click on the top RIGHT area near the BARO knob where it says ‘hPa’. This will change the
reading to ‘Millibars/Hecto Pascals’. It should now display 1011.
With the push back now complete, the pilot applies the parking brake and the push back tug is
disconnected from the nose wheel.
Once both engines are running, the pilot now:

• Selects the MODE switch to NORM on the engine control panel. This now causes the WHEEL page to
automatically appear on the lower ECAM page.
• On the upper panel, set the APU BLEED to OFF.
• On the centre console, ensure that the GND SPLRS are in the RET position.
• On the upper panel, switch OFF the Air Conditioning PACKs.
• Set the FLAPS to 3
• Set the EFIS navigation display to ARC with10 nms and have airports selected for the take off.
• On the main IFR panel, set the AUTOBRK to MAX
• On the upper panel, set the ENG ANTI ICE (if required) in the ANTI ICE section.
• Also on the upper panel, set the APU MASTER to OFF
For information (but it does not apply on this flight as we are lined up on the runway) we would call for
taxi clearance and apply engine power as necessary. As soon as the aircraft moves, carry out a brake
check. Always taxi with the WHEEL page on the lower ECAM so that you can monitor brake temps. On
the way out the pilot carries out a flight control check by displacing the side stick in each direction and
checking the response on the F-CTRL page. The F-CTRL page automatically displays as soon as the side
stick is moved and returns to the auto selected WHEEL page 10 seconds after the last movement.
On the ECAM control panel:
Obtain permission for take off.
• Press the TO CONFIG button to ensure all is in the take off configuration
If correct, you get a green advisory on the upper ECAM panel.
• Press the DOOR page to ensure that all the doors are closed and armed
Obtain your clearance from the tower and ensure you select the SSR code on the box and adjust the
clearance altitude on the FCU.
128 129
TAKE OFF As speed passes through 100knots call ‘100 knots’ then ‘V1
• ROTATE at 135kts, ‘VR’
You may want to use the VFR panel instead of the IFR panel for take off and arrival. Use your keyboard Rotate the aircraft at 3 degrees per second, to give 10 degrees nose up. Pause and allow the aircraft
shift + 2 keys to switch between the two. to leave the ground, then continue the rotation progressively to about 17 degrees nose up.
Check the radio altimeter shows a climb and call "positive climb, gear up".
On receiving a clearance for take off, • Set the GEAR UP.
If you are using the FS2002 inbuilt ATC there is no ATC option to ‘Depart’ as you are on the runway, so • Confirm GND SPLRS to RET
press keyboard 7 ‘Request Taxi - Depart West’, then press 2 to acknowledge Taxi clearance. Follow the At 30 ft Radio Altimeter reading, the flight director cross wires come live and the FMA will now read
on screen instructions to obtain permission to depart. Using the FS2002 ATC is NOT required for this MAN FLEX 36 || SRS || NAV || (all in green) with
tutorial flight and CAN be ignored, but you may wish to use it for fun, although you are ‘on your own’
by incorporating it into the flight. || CLB || underneath in blue
• On the upper panel in the EXT LT section, set all the bottom row of light switches to ON, plus, above
those switches the following switches also need to be set to ON: The Nav track will show a solid green line out to the floating waypoint ‘2122’ (which lies ahead by about
• Set STROBES to ON 2_ miles) where it will then end.
• Set NAV and LOGO to ON At 100ft Rad Alt, or above, engage one of the autopilots and from now on the aircraft flies itself!
• On the centre pedestal, set the PARKING BRAKE to OFF • Press AP1 on FCU panel (‘Z’ on keyboard)
The most likely clearance from Bristol will be, The aircraft will settle in the climb at V2+10 at about 2500ft per min.
"Standard jet departure, clear direct EXMOR, climb to and maintain FL90, PSS1 is clear take of"’ You will notice the ‘F’ speed appears at about 300ft. on the speed tape.
Before application of power the FMA should read CLB and NAV in blue.
Noise issues are much in focus at Bristol (aren’t they everywhere?) and a standard jet departure from The aircraft continues like this until it reaches the thrust reduction and acceleration altitude, which you
Rwy 27 is straight ahead to 3000ft, then left or right as required. will recall from the PERF take off page on the MCDU was at 2120ft.
Because we selected a Flex (reduced power take off) we must carry out the following: Notice that you see LVR CLB now flashing at you underneath MAN FLEX 36, telling you to retard the
thrust levers one notch back to the CL gate. At the same time, the flight director commands a nose
Using your mouse to click (not drag), or press the Numpad + key TWICE. This will move the thrust levers down to about 10 nose up, to allow the aircraft to accelerate whilst still climbing.
forward through the first notch, the CL gate, to the FLEX/MCT gate to set the correct take off power.
• Set the THRUST to CL (press - on numpad or mouse control)
IMPORTANT - You will not see the thrust levers move when using a joystick. The ONLY way to set them
properly is with the mouse click (NOT dragging) or via the Numpad + and – keys. Notice that the magenta speed triangle has now increased to 250knots which becomes the new
managed speed target.
If you are using the mouse clicks to operate the throttle levers, then you will need to bring up the centre
console. You may wish to bring up the ECAM panel (shift + 7) to view the engine instruments if you As soon as you retard the thrust levers back to the climb gate, check the new FMA annunciation’s which
have the centre console in view. will be:
THR CLB || CLB || HDG (all in green)
Watch the engines continue to accelerate and when they have reached the FLEX 36 N1 setting call • On the upper panel switch on the air conditioning packs.
‘Thrust set’. As the aircraft accelerates you must now bring in the flaps.
Check the FMA annunciation’s, they should read Don’t forget to do this, because the aircraft simply continues to accelerate and you will seriously
MAN FLEX 36 || SRS || RWY || (all in green) with damage the flaps by exceeding their max speed limits.
CLB || NAV || underneath in blue. At the same time, the aircraft will be reaching 2122ft altitude and will pass the floating waypoint of
‘2122’. As this happens the aircraft has no Nav track to follow and automatically the FMA will change
We now let the aircraft to accelerate gracefully down the runway. from NAV to HDG, with the aircraft now flying on the heading it was on as it passed the waypoint
‘2122’.
• First retract the flaps to FLAPS 1 as you pass through the ‘F’ speed.
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Now notice an ‘S’ speed appears, as the aircraft passes through the ‘S’ speed (It is always recommended to call out the FMA annunciations whenever they change. That way if an
• When this happens, set the flaps to zero autopilot reversion occurs automatically, you will be aware of it).
You will now notice the appearance of the ‘green dot’ speed as the aircraft continues to accelerate towards Notice that whenever an FMA annunciation occurs it has a white box round it for 10 seconds.
250knots. This speed, which only shows when the aircraft is in a clean configuration, is the minimum drag You should now see,
speed (the speed for best fuel economy, and which requires the least power to remain airborne). THR CLB || OP CLB || NAV || on the FMA
As the altitude goes through 3,000ft, notice the QNH numbers flash at you on the PFD. Remember, this
was the TRANS ALT we set in the INIT A page on the MCDU.
As an exercise we will pretend to avoid some traffic.
The flashing is to remind you to set the standard pressure setting 1013 and you do this simply by
pulling the Altimeter Barometer setting knob on the FCU. (Put your mouse over the knob and click the "PSS1, traffic avoidance turn left heading 150"
RIGHT mouse button to PULL). • Set 150 in the FCU heading window and PULL (Right mouse button) the heading selector
Note that the letters STD now appear where the QNH used to be on the PFD. We are now in selected heading mode and turning left onto a heading of 150.
Also, at 3000 ft you were cleared to turn direct towards EXMOR. Read out the new FMA it should be
THR CLB || OP CLB || HDG ||
Bring up the MCDU Have a look at the navigation display. This has also changed and the NAV TRK is now a broken dotted
• Press the F-PLN button on the MCDU to display the Flight Plan. green line. From the aircraft symbol you should see a straight green line out to the compass rose. This
is the actual track the aircraft is flying.
• Press the DIR button on the MCDU
It is recommend that in the climb and descent you adopt a procedure of setting the navigation display
• Press LSK for EXMOR range scale between 40 nms and the max (360nms) every so often. This enables you to see any close-
in TCAS contacts as you climb or descend, whilst alternating with the long range whole picture.
Check the new FMA annunciation’s which will be
THR CLB || CLB || NAV || (all in green) After a little while, London control clears you to resume the NAV TRK,
"PSS1 resume direct to Berry Head"
We should now see a solid green line from the aircraft symbol on the navigation display towards
EXMOR and then following the rest of the NAV track. On the MCDU:
Always set the navigation display to be able to show the next waypoint. For this flight we recommend • Press the DIR button and if the waypoint BHD does not show, scroll the F-PLN page down until it
you now increase the scale to 40 nms. does (remove any text in the scratch pad area first using CLR).
The aircraft is now in the climb to FL90 at 250 knots and will settle at about 2000ft per min climb at • Press the left LSK alongside the waypoint BHD
this stage.
Note the new appearance of the F-PLN page, at the top now appears the waypoint ‘T-P’. This was the
position the aircraft was at when you pressed the LSK to select waypoint BHD. Note the ‘TO’ or next
Climb to CRZ Alt waypoint is now BHD. Note that all the in between waypoints from EXMOR to BHD have been removed.
As we approach EXMOR Bristol radar hand us over to London control that will probably clear us to FL On the navigation display, note that you now have a solid green NAV TRK line from your present
290 following the NAV TRK. position to BHD and then the NAV TRK continues onwards from there. The aircraft should now be
turning towards BHD.
Read out the new FMA annunciation’s which will be
"PSS1 is clear join controlled airspace at EXMOR. Climb and maintain FL170"
THR CLB || OP CLB || NAV ||
• Set FL170 (17000) in the FCU and PULL (right mouse button) the altitude selector
"PSS1, continue the climb to FL290"
We are now in a selected climb to FL170
• Set 290 in the FCU altitude window, (right mouse click on the button to PULL), and note the new FL
Call out the new FMA annunciations, should also appear at the top of the altitude tape
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• Passing FL100, conduct an altimeter check, verify each altimeter and switch off the lower row of The first is CRZ, which currently you have FL330 and appears in blue, then OPT which appears in green
lights we switched on just before take off on the upper panel. Leave turned ON the Strobes and and the last one is REC MAX, which is in magenta.
Navigation lights! The OPT (optimum cruise flight level) is what you are looking for which is probably indicating about
The magenta speed target should now increase to the climb speed target FL 350 and on this heading you can either go at FL330 or FL370. Looks like it has got to be FL 330.
• Passing FL180, we switch off the passenger seat belt signs on the upper panel. Report this to Brest control, who respond:‘PSS1 climb FL330’
• Set 330 in the FCU altitude panel, right mouse click (PULL) the knob and ensure this figure appears
above the altitude tape
As you approach the FIR boundary for entry into French airspace at SALCO you will be approaching
FL250 approximately and you will be handed over to the French authorities. You will be talking to Brest On the navigation display alongside the green NAV TRK line you will see a white ‘level off’ arrow appear
control and, dependant on the traffic situation, you can expect to be cleared direct to QPR, or if really and this is where the FMGC calculates that you will reach the top of the climb. As the aircraft reaches
lucky to KORUL at the other end of the French boundary for entry into Spanish airspace. This is not a the top of the climb you will notice its rate of climb starting to drop off quite significantly. This is quite
radio call to miss or neglect, because after the tragic events of the 11 September 2001 the French normal for an Airbus and don't be surprised to see only 500 fpm in the later stages.
authorities are taking no chances. Airliners failing to make radio contact with the authorities WILL be At FL320 call "one to go" and observe at about 400ft to 200ft to go, the FMA change to read
intercepted by the French Air Force and you are guaranteed to find a Mirage fighter in close formation MACH || ALT CRZ* || NAV ||
with you. (Genuinely there have been more than a few interceptions, including a much publicised one
involving a well known budget airline).
As the aircraft captures the FL, the FMA will read
"PSS1 Bonjour, this is Brest. Continue the climb FL290 direct to QPR and KORUL. What FL do you want MACH || ALT CRZ || NAV
to cruise at?" The difference between ALT and ALT CRZ is that the later is the captured cruise altitude that you set
We already are climbing to FL290, so no need to change anything here into the INIT page at start up and modified as required in the PROG page on the MCDU as the flight
progresses. In ALT, the aircraft rigidly holds the assigned FL adjusting power and pitch as necessary.
• Press the DIR button, on the MCDU If you did this for long periods it would be costly in fuel as the engine power goes up and down
• Press the left LSK alongside QPR and observe the Navigation Display (not the MCDU display) accordingly.
change to show waypoint ‘T-P’ at the top with QPR as the next waypoint ALT CRZ, sometimes referred to as a soft altitude capture, allows the aircraft some leeway (+ or – 50ft)
of the captured altitude so that the engines are not continuously going up and down hence improving
Notice all the waypoints between you and QPR are now removed. fuel burn.
• Press the left LSK alongside QPR to bring up the lateral revision page for this waypoint
On the right side on this page the top field entry is VIA/GO TO which you should already be familiar
with, the next down is NEXT WAYPOINT. MAINTAINING THE CRUISE
• Type KORUL into the scratch pad
• Press LSK 3R alongside the NEXT WPT field Once in the cruise, carry out a systems page check to ensure that all the systems are indicating correct
Notice it all goes yellow to show that a TEMPY (temporary) flight plan has been created. You can scroll after this prolonged period with everything working hard to get you to high altitude.
up and down all the waypoints and this is a chance for the pilot to inspect his insertion before he makes • Press each system page in turn on the ECAM control panel
it permanent. Notice there are no calculations shown for a temporary flight plan. The managed speed target will be about .79 with the cost index of 50 set.
Look at the navigation display and notice the broken yellow line that now appears between QPR and KORUL You will know if you are flying with the managed speed target, because it will be magenta in colour. If
showing you the amendment you are about to make. Increase the range scale if necessary to see it. the speed target appears in blue, then you are flying with the selected speed target, so push (Put your
Having checked that you are satisfied with the proposed alteration, mouse over the knob and click the LEFT mouse button to PUSH) the speed selector to get the managed
• Press the right LSK alongside the amber INSERT at the bottom right of the MCDU display speed target.
Notice that the F-PLN page returns to its familiar green and that KORUL is now the next waypoint after • Set the navigation range display to 320nm in the cruise and ARC
QPR with all the in between waypoints removed.
• Press the PROG button on the MCDU, you will see the top line shows the upper cruise flight level limits
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Every so often, change it to ROSE NAV, so that you can have a look at all the airports around you if you FS2002 has the ability to speed up or slow down the speed of flight but it needs to be done with care.
ever need to divert (always have the airports display selected in the cruise unless you need the others Only use the Simulation Rate option when flying on long, straight legs of the flight plan. Ensure you
for any reason). return to the Normal simulation speed well in advance of the next waypoint and use no more than X16
This is where the pilots can now see the advantage of the Airbus design over the Boeing and pull their rate. When returning to Normal speed, FS2002 has to reload its scenery textures and when the flight
tables out to enable them to do their paper work in comfort. re-commences there will be a few seconds of disturbance on screen. It is NOT recommended to use
the Simulation rate option on lower specified PCs, as this may cause crashes. In critical phases of the
It’s all designed like that to create the impression that the aircraft will look after itself. If you try to fly flight, especially on approach when working with this tutorial, you might want to take advantage of FS
the aircraft manually up here, you are completely defeating the whole object of Airbus philosophy, 2002's ability to slow down the speed of flight. In this case, select ‘Half Speed’ or ‘Slowest’.
which is to allow the flight management guidance computer to fly the aircraft using its advanced
algorithms to ensure that the most efficient parameters are set.
Always allow the aircraft to be flown in all ‘managed’ modes up here. To adjust the simulation rate access it through the FS2002, Options, Simulation Rate menu.
The pilot now becomes a systems manager who checks and ensures that the computer is doing what
he wants it to and is ready to take over if it is obvious something is not right. The system is very At AGADO we talk to Lisbon control, at BEXAL we talk to Casablanca (Morocco) control and finally at
impressive and it rarely goes wrong, but one thing their training teaches real pilots is that if it does go LUPEX we will be talking to Canarias control and getting ready to let down.
wrong, it tends to do it in style!
Every hour obtain met reports for your alternatives en-route, check the fuel consumption and time keeping. PREPARATION FOR THE LET DOWN
As we approach KORUL, have a look at the PROG page on the MCDU As we have been getting closer to our destination, a check of the gross weight confirms that we will
• Press the PROG button be below our maximum landing weight of 64,500kgs (brand new A320s are 66,000kg) for the landing.
You will probably notice that the OPT is now showing about FL370, or thereabouts, so it’s time to think We have been monitoring the VOLMET reports coming from Las Palmas on Gran Canary and updating
about climbing to the next available flight level on this heading (FL370). This can also be verified by the likely runway for our arrival, given the wind direction at Tenerife.
looking at the gross weight on the lower ECAM page at the bottom. If it is about 67,000Kg it is time to Within about one hour of our arrival, and certainly no less than 45 minutes, it is necessary to enter the
think about going up to FL 370. If the aircraft does NOT reach the 67,000Kg then do not attempt to arrival information into the MCDU.
climb higher and under no circumstances attempt to climb higher than the MAX altitude shown in the
MCDU PROG page. In the real world we would obtain the latest VOLMET for GCTS and update this with the ATIS, but
regrettably there is no VOLMET available in FS2002 and no ATIS at GCTS, so below are the ATIS
weather settings pre-programmed into the weather on this flight.
Wait for the French to hand you over to the Spanish at KORUL and make your request then. We are
now talking to Madrid control, ATIS Reported:
Visibility: 20, Winds: 108/08Knots, Temperature 15, QNH: 1020 MB / 30.12 Inches, Clouds: Scattered
“PSS1 Bonas Dias this is Madrid, climb to FL370 for the cruise and proceed as cleared." light at 4,900 feet.
• Set the ALT on the FCU to FL370 • Press the PERF button on the MCDU
• PULL (right mouse button) the altitude controller Because we are in the cruise, the CRZ Perf page comes up on the MCDU,
Read the FMA which will show: • Press the right LSK alongside the NEXT PHASE prompt, the DES(CENT) phase page next appears,
we need the APPROACH phase so:
THR CLB || OP CLB || NAV ||
• Press the right LSK alongside the NEXT PHASE prompt for a second time and the APPR Perf page
You will also get a message on the scratch pad of the MCDU, which reads
appears. Notice all the empty fields that will need filling in for the arrival. By entering the information
‘NEW CRZ ALT FL370’ ENTERED gained from the ATIS we can complete the fields on the left side.
This tells you that the cruise altitude has automatically been adjusted upwards, because you have a The QNH data is required for the pressurisation software to calculate the rate of change of cabin
target altitude set that is above the current one of FL330. If you now look at the PROG page, you will pressure, so that the aircraft arrives on the ground de-pressurised.
see this now appears in the top line in blue as 370 underneath CRZ. This is as high as we will go today.
The Airbus service ceiling is 39,100ft. We have almost three hours before we get to our destination
from here, so it’s time to fast forward the journey.
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The temp is required for the engine control software to calculate the power settings and finally the • Press the PROG button on the MCDU and check that the navigation accuracy is ‘High’. Do this by
wind, so that the approach software can calculate the approach speed at which we must fly. inserting a VOR into the field and compare the range and bearing this reports, against the actual
• Enter the ATIS information as outlined above. Don’t forget to CLR the last report on the scratch pad range and bearing the VOR is giving on the navigation display (tip: try TFS).
first: ‘NEW CRZ ALT FL370’. Now the most important thing – a briefing of the approach that the flying pilot intends to carry out.
Consult the aerodrome booklet to obtain the minima required for this approach by ILS at Tenerife. First, a check of NOTAMs for the arrival and alternates to ensure there are no hidden gremlins! No use
Looking at the booklet we have, it shows 430ft and 800metre. arriving expecting to do an ILS, if the ILS is off for maintenance!
• Type in the altitude minima of 430 Check the tech log for any maintenance entries and then brief the arrival from the arrival, approach and
landing plates in the airfield booklet.
• Press the MDA box LSK 2R (NOT repeat NOT the DH box)
If this sounds strange it is because all approach minima down to and including a CAT1 ILS approach
get entered in the MDA box. This ensures that the barometric altitude indications respond to the What to expect on the approach
minima inserted on the altitude tape. You only insert minima in the DH box if you are going to carry
out an ILS to CAT 2 or 3 minima, which use the RAD ALT for their minima. Pay special attention to the safety altitudes - there is a 12,500ft lump of pure solid granite on Tenerife called
You will notice the ‘O’ (green dot speed), ‘S’ and ‘F’ speed for this approach already calculated along Mount Teidie. A dormant volcano that has had more than a few airliners embedded into it over the years.
with the Vapp and VLs speeds. This makes the sector safety altitude in the direction from which we approach particularly high at 14,500
Vapp is the speed target the FMGC will aim to have the aircraft land at and VLs is the lowest selectable and this MUST be respected. Remember the runway is only 10 miles from the summit of the volcano.
speed for the approach. If you look at the KONBA 1G arrival you will note that provided you follow the assigned tracks which are based
Generally Vapp will be 5 knots above VLs in landing Config FULL. on VOR radials then you can actually descend lower than the 14500 sector safe altitude down to 6000ft initially.
Provided you are under a radar control and positively identified, you can be vectored in closer below
• Press the right LSK alongside the NEXT PHASE prompt and you are now into the GO AROUND PERF page the 14,500ft safety altitude towards the mountain. However, you must understand the significance of
Check the thrust reduction and acceleration altitude are as required (the default is the same as for take what you are doing, especially if you are not visual with the mountain.
off namely 2120). Notice the track the approach takes you around to the west of the island, with departures going to the east
Check also the ENG OUT accel altitude which is also default to 2120. on this runway. You should therefore have no conflict with outbound traffic going to Europe at Tenerife.
We suggest you leave these as the default for this approach. As you track to the west and south of Tenerife, you will pass GANTA.
• Press the RAD NAV button and insert the NAV aids you will require for the approach. This is very close to another island, La Gomera, which is up to 5,000ft high and very mountainous. No
Looking at the approach plate, use ‘barrelling in’ towards this waypoint at high speed and high rate of descent, because you are quite
likely to set off a GPWS ground proximity warning.
• Type 317 (TES) for the ADF, press LSK 5L
If you are in cloud at this point then you have no option other than to obey the warning and climb away.
• Type 109.7 into VOR 1, press LSK 1L. If you see the response “Format Error” in the scratch pad,
then press the CLR button to clear the scratch pad and then type in TRS and press LSK 1L. From the GANTA waypoint you can expect radar vectoring to intercept the ILS.
• Type 078 (the ILS inbound QDM) into the scratch pad then press LSK 2L. Observe also the speed restrictions imposed in the KONBA 1G arrival, particularly 250 knots below 15,000ft.
• Type TFS into VOR 2. Press LSK 1R. If you see the response “Format Error” in the scratch pad, then If you want to come in faster, you must seek approval from Canarias control.
press the CLR button to clear the scratch pad and then type in 116.40 and press LSK 1R. The standard Airbus database default for speed limit is 250knots below 10,000.
• Type 131 for VOR2 press LSK 2R (This is the final inbound track to the ILS before intercepting the For the landing we will select MEDIUM autobrake. Do that now, and we will use reverse idle.
ILS localizer) • set AUTOBRK to MED (not speedbrake, wheel brakes).
• Type 109.7 into the scratch pad and then press LSK 3L to enter the ILS frequency. If you see the The runway at GCTS is nice and long.
response “Format Error” in the scratch pad, then press the CLR button to clear the scratch pad and
Review the approach lighting and runway lights and most important, switch on the PAPI lights that will
then type in TRS and press LSK 3L.
guide you in the final stages of the approach.
Please note due to limitations in Flight Simulator some of the above procedures are not exact true to
Review the arrival fuel and how much time we have at Tenerife before we need to consider diverting to
life operations.
Gran Canary (GCLP).
In preparing for the arrival, call the senior crewmember to the flight deck and find out if there are any
At this point we are just about as ready as we will be for the descent.
‘specials’ (passengers in need of specific support such as a wheel chair at the destination).
The FMGC has calculated the ideal point from which to start the descent. It appears as waypoint ‘T/D’ in the
Prior to the descent, a check of the system pages is carried out by calling up each system in turn and
MCDU and has a corresponding descent arrow alongside the green nav track line on the navigation display.
checking everything is normal, plus a check of the status page to see if there are any equipment
deficiencies that the software has picked up. As we approach Waypoint LUPEX, Casablanca control hands us over to Canarias control for point of
entry to the Canary Islands Control Area.
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THE DESCENT This enables the pilot to see quickly how the aircraft is progressing on the profile. He may well decide
to use speed brake if too high above it.
You might be taken under radar control for vectoring to avoid other aircraft at this stage, so as a
"PSS1, this is Canarias, radar identified at FL 370, clear TFS via the KONBA 1G, descend when ready FL150" reminder set the desired heading in the FCU, then PULL the selector, read the new FMA, which most
likely will be SPEED, VS –1500, HDG.
• Set 150 altitude into ALT on the FCU but DO NOTHING ELSE YET. DO NOT PUSH OR PULL THE KNOB Assuming the aircraft was descending at 1500fpm rate of descent when you pulled the heading
• Check FL150 appears beneath the altitude tape selector, if you want to descend without power, then pull the altitude selector button and read the new
FMA which will be
We shall descend as the aircraft approaches the ‘descent arrow’ on the NAV TRK.
THR IDLE, OP DES, HDG.
The aircraft will now turn onto the new heading.
If you need to regain the NAV TRK press the DIR button on the MCDU, then enter the waypoint that
ATC told you to regain it at.
The FMA will read THR IDLE, OP DES, NAV.
With the aircraft now heading towards the selected waypoint, PUSH the altitude selector to put the
aircraft back into a managed descent profile and read the new FMA, which should be THR IDLE or
SPEED, DES, NAV.
• At FL200
• Press the ILS button on the EFIS panel to get the ILS to display on the PFD, it should show a green light
Before descent, stow away the pilot’s tables.

• When passing BRICK
• Set ND range to 80
When at the ‘descent arrow’ on the NAV TRK;
• Now you can PRESS (left mouse click) the altitude selector knob.
This will put the aircraft into a ‘managed’ descent, with the flight management guidance computer
adjusting the rate of decent to keep the aircraft descending on the ‘optimum profile for fuel economy’.
Check the FMA, which should read either
MACH SPEED or THR IDLE || DES || NAV || and display MDA 430
You will also notice that on the speed tape a magenta equals sign appears and two speed limit marks. Continue to monitor the descent profile,
The magenta equals is the target speed and the speed limits marks are the amount the speed is allowed • At FL180
to vary to maintain the descent profile (never more than + or – 20 knots). • On the upper panel set the SEAT BELTS sign to ON
The equals mark should be at M.78 at FL 370, M.77 at FL300, M.76 at FL250, and 290 knots at FL200 • Set ND range to 40
with the cost index of 50 set. Approaching FL150, you may have to ‘nudge’ Canarias control for further descent. Allow the aircraft
If engine power is required to keep the aircraft on the profile you will see SPEED in the first part of the to slow down and if the aircraft is on the correct profile it should be reaching about FL150 as it
FMA and if no engine thrust is required, you will see THR IDLE instead. passes waypoint ARACO and turning left now towards GANTA.
On the right side of the PFD, between the altitude tape and the attitude indication, appears a magenta • Passing ARACO
dot that goes up or down the scale to indicate the aircraft displacement from the ideal profile either
above or below it.
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"PSS1 continue towards GANTA and descent 8000ft" THE ILS APPROACH AND LANDING
Set the QNH for the Canaries Zone which today is 1020 Millibars (30.12 inches as ATIS have reported).
As the aircraft approaches the target altitude of 3000ft, things are going to start happening quickly, and
• PUSH the altimeter (BARO) setting knob on the EFIS panel, (Left mouse click).
this is not a time to be thinking of other things!’
• Twist the altimeter (BARO) knob to get 1020 (If the display shows in ‘Inches’ left click on the area
called ‘hPa’ at the top right of the knob area). Firstly, you want to get the aircraft into the approach configuration.
You will see it now shows in place of STD, just underneath the altitude tape
• PULL the knob for STD On the MCDU:
• Rotate the ALT selector on the FCU to show 8000 • Press the PERF button and you will see the DES Perf page with the prompt in blue at the bottom
left, ‘Activate APPR Phase’
• PUSH (left mouse click) the ALT selector knob
Read the new FMA, which should be: • Press the left LSK alongside this and you will receive another prompt in amber ‘Confirm APPR Phase’
THR IDLE or SPEED || DES || NAV || • Press the left LSK alongside this and you will see the APPR Perf page appear
and you should see the selected altitude of FL80 just under the altitude tape. The most significant thing about this is to note that the speed target has dropped off the speed tape
and will appear below it at about 140 knots.
Carry out an altimeter check to ensure you both have the correct QNH set and carry out the approach The aircraft will now commence an automatic speed reduction to this speed but with stops at the green
checks. These should include another check of the altimeters, a check of the correct MDA or DH set dot speed when the aircraft is in the clean configuration.
and showing on the PFD, that you have an autobrake setting applied, a review of the NAV AIDs you have As the speed reduces below 210 knots:
selected, a check of the status page on the lower panel of the ECAM display and that you have reviewed
your landing brief. • Select FLAP 1
As you pass through 10,000ft, carry out an altimeter check and On the upper panel flick the NO SMOKING switch a couple of times to give a couple of ‘bongs’ to the
cabin crew so that they know we are about to land and the Captain wants a report that the cabin is
• On the upper panel switch on the landing lights (the two large switches between the RWY turn off secure for landing shortly.
and Nose lights on the upper panel)
Notice the appearance of the ‘S’ speed.
"PSS1 approaching GANTA, turn right 150 and descend 3000 ft for initial vectoring." You should now
be about FL100 as you pass GANTA. The aircraft will now continue to reduce speed in FLAP 1 back as far as the ‘S’ speed and no slower in
managed speed.
• Select 150 heading on the FCU and PULL (right mouse click) the heading select knob
• Select 3000 altitude on the FCU and PULL (right mouse click) the Altitude select knob • PULL (right mouse click) the speed selector on the FCU, then select a speed of 190 knots on the FCU.
Note the blue speed target triangle appears at 190 knots.
Read the FMA, which should now read: This is the best configuration and speed to be intercepting the ILS localizer.
THR IDLE || OP DES || HDG || As the aircraft reaches 3000ft, note the change of the FMA to:
Ensure you see FL30 as the selected altitude underneath the altitude tape. SPEED || ALT* || HDG || and then
You should now be at 250 knots,descending at about 1500fpm and heading 150 in the clean SPEED || ALT || HDG || at 3000ft
configuration
If you have got this all right and working at the right time, you should now be level at 3000ft, in FLAP
• Passing 6,000ft, press the BARO button to show the local QNH. 1, speed at 190 knots and just about to intercept the ILS localizer for runway 08 at GCTS.
As the aircraft approaches the localizer (and you will have to judge this for yourself on the ND with
"SS1 you are cleared ILS runway 08, call localizer established."
about 3 miles to run to the localizer),
• Press the LOC button on the FCU, it will indicate green.
Note the appearance of LOC in blue on the FMA underneath HDG.
If you are not in managed speed (the magenta target speed triangle showing) then you need to be so!
PUSH the speed selector knob (you should see 250 knots as the target).
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"PSS1 turn left heading 120 and intercept the localizer, report established." The FMA should now read:
SPEED || GS || LOC ||
• Select a heading of 120 on the FCU (because you are already in heading mode there’s no need to do • Set the missed approach altitude, 5000 in the FCU altitude window. (Take great care here NOT to push
anything else). or pull the knob accidentally or you will create the most hideous set of problems for yourself!)
As the localizer is intercepted, note LOC* appear Now, settle down to monitor the approach and carry out the landing checks
The aircraft now turns to intercept the localizer. Cabin Crew – warned
Once the aircraft is established on the localizer, the FMA will now read autothrust – SPEED
SPEED || ALT || LOC || landing memo – Green
• Select FLAP 2 and notice the appearance of the ‘F’ speed
This speed is the lowest the aircraft will reduce to in Flap 2 or 3 if you are in managed speed. The landing memo appears automatically at 2000ft and is a checklist of mandatory things to be carried
• Select a speed of 160 knots in the FCU, allow the aircraft speed to reduce accordingly out. It appears on the upper ECAM panel in the bottom left corner. Note; at around 2000ft you may
receive a warning announcement of "Terrain, terrain". In this case it is not required to take any action.
Report localizer established,

When you have carried out all the actions, the colour of the individual items changes from blue to
"PSS1 is cleared descend with the ILS, call the tower." green.
Allow the aircraft to fly the ILS all the way down.
• Press the APPR button on the FCU At about 400ft on RAD ALT you will see ‘LAND’ appear on the FMA.
A lot of changes now take place on the FMA and you will now see At 100ft above your decision altitude (530ft on the altitude tape), call ‘100 above’ and at decision
G/S in blue underneath ALT altitude (430ft on the altitude tape), call ‘DECIDE’.
In the fourth column you will see the landing capability appear The non-flying pilot makes a decision as to whether you can land the aircraft in the current weather and
• Press to engage the second autopilot, AP2 either calls ‘LAND’ or ‘GO AROUND’.
As you watch the glidepath start to come down: Hopefully you hear ‘LAND!’ in which case look up for the runway, try to sight the PAPIs, which should
be two white and two red if you have it right.
• Select GEAR down
You can either leave the autopilot engaged and let it land automatically, or take the autopilot out by
• PUSH (Left mouse click) the speed selector on the FCU for managed speed pressing the autopilot button on the FCU and land it yourself. There is actually an autopilot disconnect
Note the blue speed target triangle removed and the speed reduce to the ‘F’ speed button on the side stick for this purpose.
• On the centre console arm the ground spoilers (shift+ / keys or use mouse) At about 20ft above the ground, you will hear the verbal ‘RETARD, RETARD’ call, at which point you
should:
• Move the THRUST LEVERS to IDLE, (press ‘-’ on keypad twice)
"PSS1, this is the tower, you are cleared to land runway 08."
• This action automatically disconnects the autothrust.
• Don’t forget this one, because if the autothrust stays active you will find the engines increasing
• On the upper panel switch ON the remaining lower row of exterior lights.
thrust at this point to maintain the speed. Just what you don’t need right now!
• When the Glide Path is at one division above capture:
• Allow the aircraft to settle onto the runway and select reverse thrust, the autobrake and spoilers
• Select FLAP 3. Again the speed is no lower than the ‘F’ speed should both work to slow you down.
• As the glidepath interception takes place: • Disconnect the autopilot (Z key), otherwise it will steer you off of the runway!
• Select FLAP to FULL • As the ground speed (in the top left corner of the navigation display) slows, call 80 and 60 knots as
The magenta triangle should be at about 140, which will be the speed target. appropriate.
On the FMA, as the glide path is intercepted, you will see GS* appear followed by GS at glide path • As speed goes below 40 knots the MCDU will completely dump the last flight plan and all you will see
intercept. on the navigation display is the basic green track line from the aircraft symbol to the compass rose.
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• Manually apply the wheel brakes. This action will release the autobrake and taxi the aircraft off the If you want the aircraft completely shut down and intend to have a few beers in the local hotels and
runway to the stand. bars (we can recommend the ‘Surrey Arms’ in Playa De Las Americas – a fine example of a British pub
• Disarm the spoilers in Tenerife), you must carry out the following procedures:
• Set FLAPS to zero (fully up) • Crew Oxygen to Off
• Set transponder to 2000 on the ground • ADIRS’s all three to Off
• Wheel brake fans to on (to cool the brakes down) • No smoking lights to Off
• Switch off both the ILS and FD buttons on the EFIS panel • Emergency light switch to Off
• Switch the bottom row of exterior lights off on the upper panel, but leave the TAXI light on and finally • Air Conditioning PACKs one and two to Off
• Start the APU as you did at the beginning of the flight. • APU bleed to Off
Monitor the lower ECAM panel, provided you have not selected any system pages to display (all ECAM • Parking brake, set to park
control panel lights out), the auto sequence should show the WHEEL page and allow you to monitor Warn every one you are about to take all power off, then
the brake temps. • APU master switch to Off
Continue to taxi to the stand and when the aircraft is almost there you can switch off the TAXI light on After about one minute to allow for cooling and thermal expansion, the APU automatically shuts down.
the upper panel.
• Battery switches, both Off
As the aircraft comes to a complete halt:
We now have a dark and cold ship!
• Apply the parking brake
That’s it! There are other procedures too numerous to mention and slightly beyond the scope of this
• Switch on the APU Bleed (upper panel) quick insight into an Airbus operation, but we hope you found this flight enjoyable.
• Switch both engine masters to OFF, one at a time
As the engines spool down,
• Switch off the Beacon light (upper panel)
• Switch off all fuel pumps
• Switch the seat belt signs off
You are now on stand and can disembark passengers.

Before the senior crew member allows cabin staff to open external doors, he or she will come to the
flight deck to check with you that it is safe,
• Press the DOORS button on the ECAM controller to bring the DOORS page up on the lower panel,
ensure that all exit doors have been disarmed then disembarkation can proceed.
The pilots now have a check through all the ECAM system pages on the lower ECAM panel pressing
each button in turn to make sure nothing is amiss and end with a check of the status page, to see if
the software has detected any malfunction or if there are any maintenance messages.
Ensure that all ECAM control panel lights are out and the auto sequence should return you to the
DOORS page with the engines shut down.
Once the passengers are all disembarked, we can prepare the aircraft for the return flight to the UK.
We are usually allowed an hour in the A320 for this – just enough time for a quick visit to the duty free shop!
146 147
CREDITS & COPYRIGHT SOFTWARE PIRACY
Developed by Phoenix Simulation Software This A320 CD is copy protected by the SafeDisc system to prevent illegal copying of this product.
Many thanks to Pete Dowson for the permission to use FSUIPC. Updates can be found at We at Just Flight have invested significant time, effort and money to develop, manufacture and publish
www.schiratti.com any of our flight simulation products. This includes rewarding the programmers and artists whose
creativity contributes so much to the products we all enjoy.
Just Flight Team A pirate, otherwise known as a thief, simply pays a few pence for a gold disc, places it into a CD-writer,
clicks a record button, and makes over £4.00 profit PER SALE for his troubles. This is actually more
Product Management: Wolfgang Schwarz profit than the publishers and developers make from the sale of an original title. Piracy is not just the
Manual Editing: Wolfgang Schwarz, Dermot Stapleton (special thanks to AmphSO4) domain of the casual domestic user in his or her back room, but it is also a multi-million pound
Installer: Martin Wright business conducted by criminals often with associations with the illegal drugs trade. Buying pirated
copies of programs directly support these illegal operations.
Operations & Logistics: Andy Payne
In addition to this there is the real risk that the pirate product will be of inferior quality and will often
Sales: Paul Hylsop contain mechanisms that degrade the performance of the game.
Packaging and documentation designed by The Producers The people who really suffer from game piracy are the artists, programmers and other committed game
Translation: Thomas Moser development staff. Piracy & theft directly affects people, and their families. Loss of revenue to the
games industry through piracy means many are losing their jobs due to cut-backs that have to be made
to ensure developers and publishers survive. The logical outcome of this is that eventually there would
Phoenix Simulation Software be no more Flight Simulation programs commercially available.
3d Modelling: Graham Waterfield. Some of the most highly regarded, hard-working and creative people in the UK and around the world
Gauge programming: Alex Bashkatov are losing their jobs while the pirates line their own pockets with YOUR money. Where's the justice
in that?
Panel Artwork: Lena Bashkatov
It's not just copying software that is against the law, owning copied software also constitutes a criminal
Research and Administration: Robert Kirkland
offence; so anyone buying from these people is also at risk of arrest and prosecution.
Aircraft Textures: Greg German
To find out more about the implications of piracy please press the Piracy button on our website at
Flight Dynamics: Johan C Dees www.justflight.com
Sounds: Mike Hambly
Airac Nav Data: Prabal Ghosh
Manual Assistance: John Helsby
Manual Content: Peter Palm, Eric Parks
TCAS Assistance: Enrico Schiratti
FSUIPC: Peter Dowson
Photographs: Klaus Jacob
©2002 Phoenix Simulation Software, Just Flight Limited. All rights reserved. Published and distributed
exclusively by Just Flight Limited. Just Flight and the Just Flight logo are trademarks of Just Flight
Limited. Microsoft, Windows, Windows® 95/98/ME/XP are either registered trademarks or trademarks
of Microsoft Corporation in the United States and/or other countries. All trademarks and brand names
are trademarks or registered trademarks of the respective owners. This product is neither produced nor
endorsed Microsoft Corporation or by any other third party.
148 149
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What are the main components of the A320 aircraft?

What are the main components of the A320 aircraft?

What are some of the key aircraft systems covered in the manual?

What are some of the key aircraft systems covered in the manual?

A320 Man_Inn (Eng) 10/5/02 11:39 am Page 1

Aircraft Dimensions Aircraft Dimensions

Wing Dimensions Wing Dimensions

Design weights Design weights

Basic Operating Data Basic Operating Data

A321 SPECIFICATIONS Numbers in parentheses are highest options.

Aircraft Dimensions INSTALLATION

A320 UNINSTALLING A320 PROFESSIONAL

MCDU window open

Full panel view

Expanded EFIS displays

Overhead panel view

Central pedestal window open

MAIN PANEL COMPONENTS GENERAL NOTES

PRIMARY FLIGHT DISPLAY Flight Mode Annunciations

Flight Mode Attitude and 1. Aircraft symbol 5. Attitude Limits

Airspeed Attitude and

4) Pitch Scale Guidance

Specific indications on ground

1. Ground roll command bar 2. Sidestick position

3. Max sidestick deflection

HDG-V/S TRK-FPA Selector, FCU

HDG-V/S Mode ILS Indications

3) ILS front course

3. Alpha Protection 3) Alpha Protection

Altitude Terrain indication

1. Altitude 2) Target Altitude

Select in Hg Select hPa

Baro controls, EFIS control panel

3) Target Heading or Track ND Modes

5. Wind 6. Bearing pointers

ROSE ILS Mode ROSE VOR Mode ROSE NAV Mode

3) Selected heading Chronometer display

EFIS Control Panel, Navaid selectors

ROSE ILS Mode ROSE VOR Mode

2. Localizer deviation 3. Glideslope deviation

4) ILS info 4) VOR information

ROSE NAV Mode Flight Plan waypoints

Level off: A point where the aircraft will level off at

Top of Descent: A point where descent from cruise

Speed change: A point where the aircraft will

2) TO waypoint info ARC Mode

Display flight plan Display VORs Display Airports

Waypoint PLAN Mode

ENGINE / WARNING DISPLAY Engine parameters - CFM engines

1) EPR 5) Thrust limit

Landing Memo Phase of Flight

During landing, a magenta ‘LDG INHIBIT’ message is displayed. System monitoring

Individual pages are described in detail in chapters dedicated to corresponding systems.

CRUISE page AUTOFLIGHT

Flight Control Unit (FCU)

Total Air Temperature Gross weight

Static Air Temperature

UTC Clock display

Flight Directors Thrust levers

When FD is switched on with autopilot off, default guidance modes are