Airbus PilotsGuide UK

Airbus Series Vol.1 Airbus Series Vol.
CREDITS TABLE OF CONTENTS
PRODUCERS REPAINTS WELCOME ABOARD ! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Victor Racz & Fred Goldman Peter Balogh A. Installation
B. Extra
C. Quick Start
PROGRAMMER FLIGHT DYNAMICS D. 2D & 3D Cockpits
Eric Marciano Rob Young E. Cabin & Doors
3D ARTISTS SOUND TUTORIAL FLIGHT ......................................................... 5

Den Okan, Tamas Szabo Mike Hambly,
INTRODUCTION ............................................................ 10
& Victor Racz Eric Marciano
& Victor Racz SETUP ..................................................................... 10
2D ARTISTS
Peter Balogh, Tamas Szabo MANUAL FLY-BY-WIRE .............................................................. 14
& Victor Racz Eric Marciano
AUTOFLIGHT .............................................................. 17
World map on the Corporate Jetliner plasma
screens is provided by www.absolutezero.de EFIS ........................................................................ 32
SYSTEMS .................................................................. 48
FMGC ...................................................................... 66
APPENDICES .............................................................. 96
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2 For Microsoft Flight Simulator use only. Not for use in real aviation. (c) 2007 Wilco Publishing www.wilcopub.com - www.FeelThere.com 3
Airbus Series Vol.1 Airbus Series Vol.1
WELCOME ABOARD ! TUTORIAL FLIGHT
A. INSTALLATION 3. Choose feelThere/Wilco Airbus Series F1View), also available from our website. This
Installation is automatic. Insert the CD (or Vol.1 utility is kindly offered by Flight 1. FLIGHT SETUP
double-click on the downloaded file) and 4. Select the Aircraft Model of your choice. This module requires a wheel-mouse (a Cold & Dark
Autorun will take you to the start-up screen. If 5. Select the livery of your choice center wheel that also acts as a center This tutorial is supposed to begin with a cold &
Autorun is disabled on your system, open mouse button). dark aircraft. In order to be in this situation, you
Windows Explorer or My Computer, browse to The liveries are installed on your CD-Rom or Note that this utility is not needed under Flight can press the "Cold & Dark" button on the
your CD Rom drive and double click available from Wilco Publishing website if you Simulator X as you can access cabin view configuration window and place your aircraft at
“Wilco_Airbus1_x.exe” (where x is your bought the download version. through a right-click sub-menu option. LFBO (Toulouse Blagnac) on a parking place.
version). Virtual Cockpit Batteries ON
2. Engines Start Up • Wheel forward moves you forward and On the overhead panel press both battery
Once setup is running, follow the on-screen Use CTRL+E to start the engines. wheel backward moves you back. switches to turn on the batteries.
prompts and ensure that the installation • CTRL+forward moves right and CTRL All Generators ON
points directly to the Microsoft Flight To start up engines from a 'Cold & Dark + backward moves left. Even if engines are not running yet, turn the
Simulator Cockpit', please refer to the next pages for • SHIFT+forward moves up and SHIFT generators on (they are in fault mode because
folder (usually C:\Program Files\Microsoft complete procedures. + backward moves down. the engines are not running).
Games\FlightSimulator...). • CTRL+SHIFT+forward zooms out NAV Lights ON
D. 2D & 3D COCKPITS and CTRL+SHIFT+backward zooms in. As soon as the aircraft is energized, NAV light
2D Panel Views should be turned on.
The following 2D panel views are available While in Pan Mode (mouse wheel pressed and Radio Management Panels ON
using the following key combinations : held down) inside the Virtual Cockpit : On the pedestal, turn the Radios on using the
CHECK OUT • Moving the mouse to the left rotates the RMP master switch.
WILCO PUBLISHING WEBSITE : SHIFT+1 = Main Panel Background view to the left. External Power
SHIFT+2 = Main Panel • Moving the mouse to the right rotates the Check the overhead panel. If an external
http://www.wilcopub.com SHIFT+3 = Pedestal view to the right. power source (GPU) is available, press the EXT
YOU WILL FIND INFORMATION, NEWS, AND SHIFT+4 = Overhead • Moving the mouse forward, away from the PWR switch.
FREQUENTLY ASKED QUESTIONS. SHIFT+5 = MCDU user, rotates the view up. FMGC Initialization
SHIFT+6 = PFD • Moving the mouse backward, towards the If the MENU page is displayed, press the FMGC
SHIFT+7 = ND user, rotates the view down. 1L key or press the INIT key on the MCDU to
SHIFT+8 = EWD display the INIT A page.
SHIFT+9 = SD Please refer to the manual for other features • FROM/TO : Enter the departure and arrival
B. EXTRA (for CD-Rom version only) list. Under Flight Simulator X, press SPACE to airports in the scratchpad and press
We have included a full set of files and videos 3D Virtual Cockpit Views switch to pan mode. Wheel mouse serve as 1R LFBO/LFBO > 1R
on your CD-Rom. Use your Windows Explorer Display the different Cockpit views using the zoom in/out while in pan mode. • The route selection page appears. A route
to locate them into the EXTRA WILCO normal Flight Simulator keystroke, “S” under exists between LFBO and LFPO, named
directory. FS 2004 and “A” under FS X. All controls found The Doors LFBOLFPO1.
on the main 2D panels are functional within To open the external doors : Let’s use it by pressing INSERT (6R)
To fully enjoy the 3D Virtual Cockpit, the Track the virtual cockpit. Mouse clicking on the FMC SHIFT + E for the passengers door. • Align the IRS by pressing 3R
IR lets you control your field of view in flight opens the 2D FMC in a separate window. SHIFT + E + 2 for the cargo door • Enter the flight number in the scratchpad
simulators by simply looking around by few (from external view). and press 3L
degrees. Mouse clicking on some specific screens open • Enter the cruise altitude in the scratchpad
Track IR is available from Wilco Publishing a 2D window : FMS, EADI... and press 6L
http://www.wilcopub.com. TUTORIAL FLIGHT 33000 > 6L or 330 > 6L or FL330 > 6L
E. CABIN & DOORS Press NEXT PAGE to jump to the INIT B page.
C. QUICK START The Cabin This tutorial describes all the phases of a flight • ZFWCG/ZFW : Enter the ZFWCG and ZFW
1. To Pilot one of the Airbus Under Flight Simulator 2004, to move and from Toulouse Blagnac (home of the Airbus in the scratchpad and press 1R
1. Start Flight Simulator walk inside the cabin, we have included a aircrafts) to Paris Orly, from the cold & dark 25/59.1 > 1R or use assistance for this (in
2. From the menus, select AIRCRAFT utility on the CD-Rom (directory : EXTRA / situation to the landing at destination. Beginner and Intermediate modes only) :
TUTORIAL FLIGHT TUTORIAL FLIGHT
press 1R with empty scratchpad, the 1R 3) and press 3R. In the real aircraft, this External Power speed managed, heading managed, and
again to enter it in the FMGC. information is used as a reminder only for If external power was used, turn it off now by altitude managed with a target altitude higher
• When ZFW is entered, the Block line the crew. If you are in Beginner or pressing the EXT PWR switch. than the acceleration altitude.
appears. Enter the block fuel and press 2R Intermediate mode, the information is also APU Bleed ON
(assistance is also available). used by the system if you request Turn on the APU bleed by pressing the APU Check the FMA and make sure the CLB and
assistance for the reference speeds. BLEED switch on the overhead. NAV modes are armed. If not, reset the FCU by
Press the F-PLAN key on the MCDU to display Suggestion : Use Flap 1 configuration. Beacon Lights ON turning the FD off then on again. CLB and NAV
the F-PLN page. • Enter the FLEX TEMP and press 4R. This As the engines will soon be started, the should appear in blue on the FMA.
• On the first line, the departure airport temperature will be used by the FADEC if beacon lights must be turned on now using the
(LFBO) is shown. Press 1L to display the you takeoff using FLEX thrust. switch on the overhead panel.
Lateral Revision page for this airport. Suggestion : A value of 50° is an average Strobes AUTO or ON PUSHBACK
• On the LAT REV page, press 1L to display value that should work fine. Strobe lights should be turned on as soon as Flaps
the DEPARTURE page. • Enter V1, VR and V2 in the 1L, 2L and 3L the aircraft is moving. If you select AUTO, they Set the flap configuration according to what
• Select the departure runway and the SID fields. These speeds are important for the will automatically turn on as soon as the you have entered in the PERF TO page.
(or NO SID). SRS mode during takeoff. As soon as these aircraft is airborne. Spoilers ARMED
• Press INSERT (6R) to validate, the F-PLN speeds are entered, the red message ‘SPD Signs Arm the ground spoilers in case of a rejected
page appears again. SEL’ disappears from the PFD and the Turn Seat Belts and No Smoking signs on, or takeoff.
• Resolve the discontinuity. reference speeds appear on the speed set the auto position to have them automa- Autobrake MAX
• Scroll down to the arrival airport (LFPO) or tape. tically managed. The autobrake should be set to MAX in case of
press the AIRPORT key on the MCDU to Remember you can use the assistance if Engine Start a rejected takeoff only (never use MAX for
jump directly to the arrival airport. you are not in Expert mode. The APU is available and APU bleed is landing).
• Press the left button adjacent to the arrival • Thrust reduction altitude and acceleration engaged. The engines are now ready to start. Parking Brake RELEASED
airport to display its Lateral Revision page. altitude can be entered. By default, both • On the pedestal, set the ENG Mode switch Release the parking brake to get ready for
• Press 1R to display the ARRIVAL page. altitudes are set to 1500 feet above the to the IGN/START position. pushback.
• Select arrival runway and STAR (or NO departure airport altitude. You can leave You can check on the E/WD that the FADEC Taxi Lights ON
STAR). this value for the thrust reduction altitude, have turned on because the amber Turn on the taxi light before taxiing.
If the arrival runway changes because of but the acceleration should be 1500 feet information is replaced by active displays. Cleared for pushback
the weather (especially because of wind higher than the thrust reduction altitude. • ENG 2 Master Switch ON. Ask the ATC for pushback clearance and press
direction or IFR conditions), you will be To leave the thrust reduction altitude Check the engine is correctly starting on the corresponding key (Shift-P by default) to
able to update it during the flight. unchanged and update the acceleration the E/WD and SD. Wait for the engine 2 to start the pushback.
• Press INSERT (6R) to validate, the F-PLN altitude to 3200 feet ; /3200 > 5L be started completely. If you have selected a PPU (option available in
page appears again. Press NEXT PHASE to display the other PERF • ENG 1 Master Switch ON. FS2004 only), you have to steer the aircraft
• Resolve the discontinuity. pages for climb, cruise, descent and approach Monitor the E/WD and SD. during the pushback.
At this time, with all the data entered in the (PERF CLB, CRZ, DES, APPR). Make sure all • When all engines are running, set the ENG Note : You can also change this sequence by
FMGC and no discontinuity in the flight plan, parameters are OK for you. You should mode switch back to the NORM position. starting the engines during the pushback, as it
the predictions are computed and displayed especially check the Cost Index, which • 2 minutes after engine start, the takeoff is often done on the real aircraft.
with the flight plan. determines the speed used for climb, cruise memo will appear on the E/WD.
If you wish, you can enter the Estimated Time and descent if you use managed speed. APU Stop TAXI
of Departure (ETD) by pressing the right key As both engines are started, check the Cleared to Taxi
adjacent to the departure airport. The Vertical ENGINE START generators are turned on. The APU is not When pushback is finished and the aircraft is
Revision page appears and you can enter the APU Start necessary any more. properly positioned, you can ask the ATC for
UTC CSTR by pressing 2R. Before being able to start the engines, the APU Press the APU BLEED switch to turn air bleed taxi clearance to the departure runway.
Now it is time to set the performance data. must be started. On the overhead, press the off, and press the APU Master Switch to turn Thrust
Press the PERF key on the MCDU and the APU Master Switch ON. the APU off. During taxi, move the thrust lever in the
PERF TO appears to set the takeoff Then press the START button. FCU manual range. Around 40 % N1 should be
performance. Monitor the APU start sequence of the SD and Check the “dash-ball-dash-ball-ball-dash” on enough to move the aircraft. Taxiing should be
• Enter the takeoff flap configuration (1, 2 or wait for the APU to be available. the FCU to make sure all the settings are OK : operated at 20 knots, with 10 knots during the
TUTORIAL FLIGHT TUTORIAL FLIGHT
turns. As soon as the aircraft moves, idle IRS spoilers can be disarmed. select a lower altitude (you can select 3.000 feet)
thrust should be enough to keep it going. For your information, the IRS are on the FCU and push the ALT knob (left mouse
Flight Controls CHECKED automatically aligned with the GPS position at CLIMB click).
Move all the flight controls in all possible this time. If the IRS were not perfectly aligned Thrust Reduction Altitude Deceleration
directions and check their movement on the before, you may see the alignment on the ND. When the THR RED altitude is reached As the aircraft descends, it will reach the
F/CTL SD page, which appears automatically FMA (1.800 feet in this example), a flashing ‘LVR deceleration point, shown as a big D on the ND.
when a flight control moves on the ground. As soon as the thrust levers are in the FLEX CLB’ message appears on the FMA (1st At this time, the approach phase automatically
Takeoff Configuration TEST detent, check that the FMA displays : column). Move the thrust lever back to the CL engages and the target speed is changed to
On the ECAM control panel (located on the • MAN FLEX 50 in the 1st column detent. the Vapp speed, which should be around 140
pedestal), press the TO CONFIG key (or press • SRS in green in the 2nd column, in addition Note : As the thrust reduces when the levers knots in this case.
Shift-Control-T on your keyboard). This action to the blue CLB (armed mode) that was are moved back to the CL detent, the pilot Note that even if Vapp is shown as the target
simulates takeoff thrust power and checks all already displayed. should anticipate the pitch reduction caused speed, the actual target speed will be the
the important settings for takeoff. • RWY in green in addition to the NAV by this thrust reduction. maneuvering speed before flaps are fully
Landing Lights ON message already displayed in blue in the Acceleration Altitude deployed in landing configuration.
Turn the landing lights on to get ready for 3rd column. Check the CLB mode becomes active on the
takeoff. • A/THR in blue in the 4th column to indicate FMA (2nd column). If you decide to be guided by the Flight
Parking Brakes SET the autothrust is armed. The aircraft will now accelerate to the target Simulator ATC, it is highly probable that your
Before entering the runway for takeoff, set the Stick Position speed of 250 knots. aircraft will never cross the D point. In this
parking brakes. During the takeoff roll, the stick should be S Speed case, you have to manually set the approach
Takeoff Memo GREEN pushed half way forward until the speed As the aircraft accelerates, you must retract phase by pressing the ACTIVATE APPROACH
On the takeoff memo displayed on the E/WD, reaches 80 knots. This stick position can be the flaps and slats when the S speed is PHASE (6L) in one of the PERF pages.
make sure all the items are green and no blue monitored on the PFD. reached and let the aircraft accelerate to 250 ILS ON
item remains. Yaw Bar knots. As the approach phase is engaged, the ILS is
Cleared for takeoff As soon as the takeoff thrust is applied, and if 10.000 feet automatically tuned to the arrival runway ILS.
Ask the ATC for a takeoff clearance. the runway has an ILS, the yaw bar appears on At 10.000 feet, the 250 knots speed limit You can press the ILS button at this time to
the PFD to help you in guiding the aircraft disappears, so the aircraft accelerates to the have the ILS information displayed on the PFD.
ALIGN AND TAKEOFF along the runway centerline. target climb speed. If you did not change the Flaps Extension
Parking Brakes RELEASED Stick Position default cost index of 50, the target speed is 300 As the aircraft descends, you can extend the
As soon as the takeoff clearance is received, When the speed is over 80 knots, the stick can knots. flaps to help it decelerating and to keep good
release the parking brakes to enter the be released to come back to the neutral Barometric Setting PULL lift while the airspeed is decreasing.
runway. position. When the transition altitude is reached (18.000 Suggestion : Extend Flaps 1 at around 5.000 feet.
Thrust Rotation feet by default in Flight Simulator), the As the aircraft keeps decelerating, you can
Like for taxiing, use around 40% N1 to taxi to When VR is reached (indicated with a blue barometric setting flashes. Pull the extend flaps as soon as the VFE NEXT speed is
line up on the runway. circle on the PFD speed tape), pull the stick for barometric knob to set the STD value. reached.
TCAS Mode ABV the rotation. If the FD is not perfectly stable at Cruise Altitude Suggestion : Extend Flaps 2 and 3 as the speed
On the pedestal, set the TCAS mode to ABV this time, take a 15° pitch angle. As soon as the cruise altitude is reached, decreases.
(above) to get ready for climb and watch for Landing Gear UP check the FMA displays ‘ALT CRZ’ in the 2nd Landing Configuration
potential intruders 8000 feet above the As soon as positive climb is achieved, the column. Keep following the flight plan (or the ATC
aircraft. landing gear can be retracted. instructions if you are guided by ATC). It should
Takeoff Thrust The autobrake will automatically turn off 10 DESCENT & APPROACH align you with the runway.
If you are cleared for takeoff, push the thrust seconds later. TCAS At around 2.000 feet, get ready for landing:
levers to 60-70 % N1 and monitor the E/WD to Landing Light OFF Before engaging the descent, set the TCAS • Extend the landing gear
make sure thrust is available. If everything is Even if the landing light is automatically mode to BLW (below) to monitor potential • Extend full flaps
OK, you can push to the FLEX detent. You can turned off when the gear is retracted, it should intruders below the aircraft during the • Set LOC mode on the FCU
use the TOGA detent for takeoff, but in this be turned off using the overhead switch. descent. • Set Autobrake MED
flight we decide to save some fuel and use Ground Spoilers DISARMED Engage Managed Descent • Ground Spoilers ARMED
FLEX thrust takeoff. The takeoff can not be rejected so the ground When the top of descent point (T/D) is reached, Note that the landing memo appears when the
TUTORIAL FLIGHT / INTRODUCTION / SETUP SETUP
aircraft reaches 1.500 feet in approach. • APU START Key Assignments This command is mapped to the “Shift-R”
Glideslope capture At the Gate Some key assignments are suggested for key by default.
As soon as the localizer is captured (LOC* or When the aircraft is stopped at the gate, shut it optimal use of the panel. Some of them are not It simulates the thrust lever instinctive
LOC displayed on the FMA), you can set the down : defined by default in Flight Simulator, so their pushbuttons located on the throttle levers
approach mode (APPR) on the FCU. • Parking Brakes SET definition is recommended if it has not been in the real aircraft. For this reason, it
If you want to make an autoland, you can • ENG 1 Master Switch OFF done already. should be assigned to a button on your
engage the second autopilot at this time. • ENG 2 Master Switch OFF The key assignment is available in FS2004 throttle device, if possible.
Landing Memo GREEN (Remember that the right mouse button must through the pull-down menu Options > Control Sensitivities and Null Zones
Make sure all the items on the landing memo be used to shut down the engines) Controls > Assignments... and in FSX through The sensitivities and null zones of the stick
are green. If not, take the corrective actions. External Power Options > Settings > Controls... controller (PC joystick or yoke) must be
Short Final One minute after the aircraft has stopped and adjusted to have the fly-by-wire working as
Follow the localizer and glideslope, or let the the engines are shut down, the GPU becomes efficiently as possible. These settings are
autopilot do it in autoland if you wish. available. Press the EXT PWR switch on the described in detail in the section dedicated to
As the aircraft gets closer to the ground, the overhead to use it. the fly-by-wire system.
LAND mode engages, then the FLARE mode. APU Shut Down Throttle Setup
They are shown on the FMA. If you fly As soon as the external power source is In the real aircraft, the throttle levers have
manually, just follow the flight director and it available, you can save fuel and turn off the detents that correspond to specific throttle
will be fine. APU by pressing the APU Master Switch. settings. This is detailed in the Autoflight
Thrust RETARD section (“thrust levers” paragraph).
At around 20 feet, an aural warning “Retard, INTRODUCTION If you have a single or multiple throttle device,
Retard” is heard. Pull the thrust levers back to no specific setup is required. The throttle
idle and let the aircraft gently touch the ground. HOW TO READ THIS MANUAL ? device is acquired to determine if the throttle
This manual describes the panels and the lever is in a specific detent or not.
LANDING aircraft systems. Reading this manual is very If you don’t have any throttle device and use
Reverse Thrust & Braking important to understand how the panels and the keyboard to control the engines,
As soon as the wheels have touched the the systems work, in order to use them everything works without needing any specific
ground, you can engage the thrust reversers if efficiently. setup, but the use of a throttle device is highly
you wish. Within this manual, you will find some notes recommended.
The autobrake makes the aircraft decelerate about the usage of these aircrafts in Flight
on the ground. You can take the control at any Simulator. They are written in italics. Each USER SETUP
time by using the brakes. Any action on the time you read a section in italics, remember it The aircraft configuration window is
brakes automatically disconnects the is something related to the implementation of accessible through the Wilco Airbus
autobrake system. a system in the Flight Simulator context. configuration software :
Exit Runway You will also find some advice provided by real The suggested key assignments as follows :
Exit runway when able. life pilots who fly real Airbus aircraft. This is • Standby frequency swap :
As soon as it is done, retract the flaps and very useful and aids understanding about how This commands swaps the active and
disarm the ground spoilers to retract them. some systems are used. For example, it will standby frequencies on the Radio
Taxi to the Gate help you to answer the question: “Why should I Management Panel (RMP). This device is
As you taxi to the arrival gate, you may notice use the TRK/FPA guidance mode instead of the described later in this documentation.
the FMGC resets 1 minute after the aircraft HDG/VS mode?” It may also let you know when • Autopilot arming switch :
has touched the ground. Its memory is cleared a system should be used, and when it This command is mapped to the ‘Z’ key by
to make it ready for the next flight. The FMA is shouldn’t. default.
also cleared. It simulates the autopilot disconnect
Last Turn button located on the sidestick in the real
Just before arriving at the gate, you should SETUP aircraft. This is why it should be assigned The configuration window is accessible by
start the APU to get ready to stop the engines. to one of your joystick button, if possible. pressing the top button labeled “Configuration”.
• APU Master Switch ON FS SETUP • Autothrottle arming switch : The Load Manager and Fuel Planner will be
SETUP SETUP
described in other sections. In FSX, the configuration window is accessible only combination with the keyboard keys. For
through the Wilco Airbus configuration software. Panel Sound Volume example, if you select Shift-Control as
Note : Than when you configure the aircraft The panel has its own sounds: warning the modifier, pressing Shift-Control-L
through this configuration tool, any change is sounds, GPWS altitude callouts, etc. This will enter an ‘L’ character in the MCDU.
taken into account the next time the aircraft is slider lets you adjust the panel sound volume Note : A key combination may be in conflict
loaded into FS2004 or FSX. independently from the other FS sound with a FS command, such as Shift-Control-
In FS2004 settings, such as engine sound volume, L for the aircraft landing lights.
In FS2004 only, the configuration window is cockpit sound volume, etc. • The use of a key lock will intercept all
also accessible when the aircraft is loaded in the keys to redirect them to the MCDU.
FS through a new menu that appears in the User Experience (Realism) For example, if you select Scroll Lock as
“Aircraft” pull-down menu. This aircraft can be flown in different modes the key lock and press the Scroll Lock
depending on the level of realism you are key, the scroll lock LED lights up on your
expecting. Three realism levels are available: keyboard and any key typed on the
beginner, intermediate and expert. To make it keyboard enters a new character into
simple, beginner users will not have to read the MCDU. For example, if you press the
Weight Unit quantities of documentation to start the ‘L’ key, an ‘L’ character is entered in the
You can select the unit used to display weights engines and fly the aircraft. Intermediate MCDU and the aircraft lights don’t
(aircraft weight, fuel weight...) The possible users will have more realism while enjoying change. Pressing the Scroll Lock key
This cascade menu lets you configure the choices are kilograms (KG) and pounds (LB). some FS “shortcuts”. Expert users will have to again turns the keyboard back in a
aircraft with several options, described in the European pilots may prefer the metric system follow carefully all the required procedures to normal state.
following paragraphs. (KG), while US pilots may prefer to use fly this aircraft.
In FSX Imperial measures. The table explains in detail the differences Note 1 : Remember that when a locker
between the various levels of realism. key (such as Scroll Lock) is used, EVERY
Beginner Intermediate Expert In summary, if you set the realism to key stroke is redirected to the MCDU.
Engine Start FS shortcut allowed Full startup sequence Full startup sequence beginner, you will be able to start the Don’t be amazed if the ALT key doesn’t
(Ctrl-E key operative) must be executed must be executed engine, take off and land without reading a display the FS menu any more. This is
single page of this manual. Otherwise, you because this key is also intercepted.
RWY Mode Available on any runway, Available only if the runway Available only if the runway
must read the documentation to set up the Press the locker key again for normal
(runway lateral as long as the aircraft has a localizer and the has a localizer and the
mode) is aligned. departing runway has been departing runway has been aircraft properly for take off and flight. keyboard behavior.
entered in the MCDU entered in the MCDU
IRS Alignment Duration Note 2 : In FS2004, the ‘Scroll Lock’ key is
Inertial Information Always available Available only when the IRS Available only when the IRS By default, the IRS alignment time depends on defined as the default locker. In FSX, this
(aircraft heading/track are aligned are aligned
the level of realism, as shown in the table key is used to display/hide the ATC
and position)
above. window, which can also be
Ref Speeds Automatically computed Automatically computed on Not automatically computed, In the real aircraft, the alignment time is displayed/hidden using the ‘accent’ key.
(V1, VR, V2) with average values request. A warning on the PFD the pilot has to enter them around 10 minutes. For easier use, you can For this reason, you should clear the
no warning on the PFD if they are not entered in the MCDU. Otherwise, reduce this time and set the value you wish ‘Scroll Lock’ assignment for the ATC
a warning appears on the PFD using the slider. window and make this function
Gross Weight (GW) Automatically computed Must be entered in the MCDU Must be entered in the MCDU Remember that if you change the level of accessible through the ‘accent’ key only.
according to FS settings to compute the F, S, and Green to compute the F, S, and Green realism, the alignment time will be updated
Dot speed (available on request) Dot speed (available on request) accordingly. Startup
Default IRS Alignment 10 seconds 1 minute 10 minutes Press the “cold & dark” button to reset the
duration MCDU Keyboard Input aircraft in a cold and dark situation, with all
Wind indication on Always visible Not visible if speed is too low Not visible if speed is too low You may want to use your PC keyboard to the engines and devices turned off.
the Navigation Display (unreliable inertial information) (unreliable inertial information) enter data into the MCDU. You can do this by This feature is available only if the aircraft is
selecting a key modifier or a key locker : parked on the ground.
MCDU Assistance Available Available Not available
• A key modifier is supposed to be used in
SETUP / FLY-BY-WIRE FLY-BY-WIRE
Pushback Type • The flight phase is reset (the value is set configuration and 2.0 g with flaps.
This aircraft allow you to choose the type of according to the current aircraft situation). USAGE If the aircraft wants to maintain a constant
pushback you want to use. The standard Refer to the FMGC section to know more The pilot uses the sidestick to control the altitude in turn, it has to increase the lift to
pushback is the default pushback available in aircraft. The stick's side to side movements counter the bank angle, so it naturally
about the flight phase.
Flight Simulator, triggered by the Shift-P key command the bank angle. The stick's forward increases the load factor weight.
(by default) with the 1 and 2 keys to steer the • The flight plan is reset, which means the and backward movements command the pitch,
aircraft. next waypoint is the first waypoint of the just like on any aircraft.
The other pushback type simulates the use of flight plan. Bank Angle
a Power Push Unit (PPU). Unlike the standard • The recorded fuel used by each engine When the pilot wants to make the aircraft turn,
pushback, this device is not a pushback vehicle (displayed on the SD) is reset to 0. he uses the sidestick to command a bank
attached to the nose wheel with a tow bar. The angle. He doesn’t have to use the rudder
In FS2004
PPU is a small remote controlled vehicle pedals as the FAC manages the auto-
attached to a main gear wheel that pushes the A flight reset can be triggered via the Aircraft
coordination automatically. In normal
aircraft without steering it. When using a PPU, pull-down menu, or by pressing Ctrl-Shift-R (a conditions, the bank angle should never
the pilot has to steer the aircraft in the same popup window confirms the reset operation). exceed 33° (the autopilot always commands a
way as taxiing. In FSX bank angle less or equal to 25°). When the With the help of some mathematics, we can
Pressing Ctrl-Shift-R resets the current flight. stick is returned to neutral position, the bank understand that the load factor depends on the
PPU Simulation in FS : angle is maintained until a new bank angle is bank angle: the more it banks, the more it has
A popup window confirms the operation.
To control the PPU, use the keys or the device (such commanded through the stick. to increase lift, which means increasing the
as rudder pedals) that you usually use to turn the If, for any reason (emergency situation for load factor. Increasing the load factor to 2.5 g
nose wheel. FLY-BY-WIRE example), if the pilot wants to exceed the 33° corresponds to a 67° bank angle, and 2.0 g
Note that the PPU pushback type is not available in limit, he must continue the stick input to corresponds to 45°. This is the explanation...
FSX. OVERVIEW
maintain bank angle. As soon as the stick is Pitch Angle
This aircraft is equipped with a fly-by-wire
system managed by the Flight Augmentation returned to the lateral neutral position, the When the pilot wants to command a climb or
Computer (FAC) and the Elevator and Aileron aircraft comes back to a bank angle of 33°. In descent, he pulls or pushes the stick. Instead
Computer (ELAC). It commands the flight any event, the aircraft cannot exceed a 67° of commanding an elevator position, the pilot
controls electrically from the input given by bank angle in clean confi-guration (45° with commands a load factor change. As soon as
the pilot through the sidestick. In normal law, flaps) to limit the structural acceleration of 2.5 the stick is in vertical neutral position, the
this system provides: g in (2.0 g with flaps). current load factor is maintained in order to
• Flight automation : bank angle and pitch is The flight directors automatically disappear maintain a constant pitch angle through the
Power Push Unit, designed to be attached on one of the when the bank angle reaches 45°. auto-trim system.
maintained as soon as the stick is released
main landing gear. to the neutral position. The bank angle control is illustrated by the The flight envelope protection system limits
Auto-Pause • Flight envelope protection : the system figure below : the pitch angle to 30° in climb and 15° in
Checking this option automatically pauses FS prevents the aircraft from entering into descent. The flight directors automatically
dangerous situations, such as high bank disappear when these limits are reached.
when the next waypoint is the computed top of
angle or stall. If the alpha protection triggers the alpha floor
descent point and the distance is less than 20
mode (high incidence angle protection), the
NM. This is especially useful for long flights alpha floor will automatically command a nose
In direct law, the aircraft is controlled like any
during which you might not be in front of your standard aircraft : the elevator and aileron down situation until the incidence angle
computer when the aircraft is about to begin deflections are proportional to the side stick returns to a correct value.
its descent. movements.
Fly-by-Wire management in Flight Simulator :
The aircraft automatically switches to direct The simulation of this system does not require any
FLIGHT RESET Why do these limits exist ? additional module in Flight Simulator. It works with
law when it is lower than 50 feet above the
An option is available to let you reset the ground (100 feet if autopilot is active). The aircraft is limited in terms of acceleration, the standard installation of FS. Nevertheless, it only
current flight. This operation consists of the The normal law protections are active only if at because of structural and aerodynamic works if a joystick is used to fly the aircraft.
following actions: least one FAC is operative. reasons. These limits are 2.5 g in clean Keyboard contro is possible, but it is not totally
FLY-BY-WIRE AUTOFLIGHT
efficient. Any serious virtual pilot should not use the

keyboard to fly...
The joystick sensitivities and null zones must be
adjusted in order to make this system work
efficiently in FS. These settings are found in the
FS2004 pull-down menu Options > Controls >
Sensitivities... or in FSX through Options > Settings
> Controls...
AUTOFLIGHT which the knob moves :

• If you push a knob, it moves in the direction
AUTOFLIGHT COMPONENTS of the aircraft systems, which means you
The pilot interacts with the autoflight give the control to the machine.
management system through the following • If you pull a knob, it moves in your
components : direction, which means the control is given to
• The Flight Control Unit (FCU) located on the pilot.
the glareshield FCU knob usage in Flight Simulator :
Real pilots suggest pushing the sensitivity to the • The Multifunction Control and Display Unit The actions on the FCU knobs are simulated by
maximum and reducing the null zone to the minimum. (MCDU) located on the pedestal mouse click actions. Pushing a knob is simulated
If your hardware is good enough to support these • The thrust levers by a left mouse button click, and pulling a knob
settings (especially regarding the accuracy), you should • The sidesticks is simulated by a right mouse click.
apply these settings. The autoflight status can be monitored on the The following table summarizes the FCU knob actions :
• Null zone : The fly-by-wire system comes into following components :
Note : The flight control system modeled in Flight • The FCU Real world action FS simulated action Function
action when the joystick is in neutral position, Simulator is not designed for fly-by-wire systems. In the Knob push Left-button mouse click Managed
• The Primary Flight Display (PFD), especially
in order to maintain the bank/pitch angle real aircraft, there is no direct link between the sidestick Knob pull Right-button mouse click Selected
the Flight Mode Annunciator (FMA) and the
commanded by the pilot. If you find this feature and the ailerons/elevators. The sidestick gives an order
Flight Director.
does not work properly, it may be because the to the computer, which computes an electronic order for FCU Layout
Flight Control Unit
null zone defined for the aileron or elevator axis the ailerons and elevators. In FS, there is always a link The FCU is composed of four rotating knobs,
Selected and Managed functions
is too small. In this case, increase the null zone between the user joystick and the simulated aircraft nine pushbuttons and four display windows.
The Flight Control Unit (FCU) has four rotating
so that the fly-by-wire system can identify the flight controls. The nine pushbuttons act as follows :
knobs. It is a feature of the FCU that these
In order to get the best results from the fly-by-wire
null zone more easily. knobs can also be pushed or pulled.
system, move the joystick gently, and remember, this
• Sensitivity : The pitch control works better if the If a knob is pulled, it means the pilot takes the
aircraft is not designed for aerobatics, but for optimal
elevator sensitivity is set to the maximum. It decision to control the knob's function. In this
passenger comfort. If you feel uncomfortable with the
provides a better reactivity to the system. case, the function is selected.
aircraft control, just release the stick and let the fly-by-
If it is pushed, the pilot transfers functional
wire control the aircraft. Then you just have to adjust
The following parameters provide good results : control to the flight management system. The
the aircraft trajectory through small stick corrections.
function is managed. • The SPD-MACH pushbutton lets the pilot
To remember this, think of the direction in choose if the airspeed is displayed in knots
AUTOFLIGHT AUTOFLIGHT
or in Mach. managed, it is dashed and the managed result in an expedited climb or descent.
• The HDG-V/S / TRK-FPA pushbutton selects speed light is on. Managed Functions
the display mode. If HDG-VS mode is • The heading window displays the target If a knob is pushed, the corresponding function
selected, the heading and the vertical speed heading or track. If the lateral navigation is is managed by the Flight Management System.
(in feet per minute) are shown. If the TRK- managed, it is dashed and the managed The corresponding FCU display is then dashed
FPA mode is selected, the track and the heading light is on. and the managed guidance light turns on.
The value changes are summarized in the table
flight path angle (in degrees) are displayed. • The altitude window shows the target In this example, the speed, heading and
below :
• The METRIC ALT pushbutton triggers the altitude. It is never dashed. The light is on as vertical speeds are managed.
display of the altitude in meters on the soon as the altitude displayed is higher than
Function Button mouse click Variation
Primary Flight Display. the acceleration altitude entered in the MCDU
Airspeed (knots) Left +/- 1 knot
• The six engagement pushbuttons (AP1, (refer to the FMGC section for more details). Right +/- 10 knots
AP2, A/THR, EXPED, LOC, APPR) will be • The vertical speed window shows the Airspeed (MACH) Left +/- .01
described later in this chapter. vertical speed in feet per minute, or the Right +/- .10
The four rotating knobs are the following : flight path angle in degrees. Heading/Track Left +/- 1°
Right +/- 10° Notes :
Selected Functions Altitude Left +/- 100 feet • The vertical speed/flight path angle knob
When airspeed, heading or vertical speed Right +/- 1000 feet can not be managed. Pushing this knob
value is selected, it can be adjusted by turning Vertical Speed Left +/- 100 ft/min results in a level off action.
the corresponding knob until the desired value Right +/- 1000 ft/min • Even if the vertical navigation is managed,
is displayed in the FCU window. the FCU altitude window is never dashed.
• The airspeed knob controls the airspeed, In the example shown below, the speed, Mouse wheel usage :
in knots or in Mach depending on the mode heading and vertical speed are selected, and When the mouse cursor is moved over a knob or over Reminder :
selected with the SPD/MACH pushbutton. their values are 210 knots, 12° heading and a a variation zone, you can use the mouse wheel to Before taking off, the speed, heading and
It can be pushed to have the speed 2100 feet per minutes to climb to the altitude adjust the value. Turning the mouse wheel normally vertical speed are managed by default. To
managed by the flight management of 25000 feet (FL250). commands a normal variation. Turning the mouse make sure the FCU is correctly set for take off,
system. wheel while pressing one of the Shift keys remember the words “dash, ball, dash, ball,
• The heading knob allows the pilot to select commands bigger variations. ball, dash”. It means speed display is dashed
the heading or track, depending on the and speed light (ball) is on, heading is dashed
mode selected with the HDG-V/S / TRK- and heading light is on, altitude light is on and
FPA pushbutton. It can be pushed to have vertical speed is dashed (as shown on the
the lateral navigation managed by the image above).
flight management system. FCU knob rotation in Flight Simulator : This is especially important for the altitude
• The altitude knob controls the target The knob rotation is simulated by clicking on the light, which is illuminated only if the selected
altitude. It can be pushed to have the left/right of the knob to decrease/increase the If you want to change the altitude selection, altitude is higher than the acceleration
vertical navigation managed by the flight corresponding value. For the vertical speed knob, you you must first turn the altitude knob to display altitude. If it is lower, the initial climb will not
management system. have to click above/below the V/S knob to the desired target altitude. Then you can be correct.
• The vertical speed (V/S) knob controls the increase/decrease the value. initiate the climb or descent by one of the
vertical speed in feet per minute or the As soon as you move the mouse in one of the sensitive following actions : Engagement Pushbuttons
flight path angle (FPA), depending on the area used for rotation, the hand cursor appears with a • Pull the altitude knob. This will make the Seven engagement buttons are located on the
mode selected with the HDG-V/S / TRK- + (plus) or a – (minus) to indicate the possible altitude ‘selected’ and it will result in an FCU. They illuminate when their
FPA pushbutton. The vertical speed can variation. If you click the left mouse button, it open climb or open descent. corresponding mode is engaged.
not be managed. If the knob is pushed, it commands a normal value change. If you click the • Push the altitude knob. The altitude is now
triggers a level off action. right mouse button, it makes a bigger incremental ‘managed’ and it will result in a managed
The FCU has four windows, corresponding to change. climb or descent.
the four knobs: • Pull the V/S knob, and select a vertical
• The speed window displays the target speed.
speed, in knots or Mach. If the speed is • Press the EXPED pushbutton, which will 1 - Flight Director pushbutton : FD
This button is used to engage the flight Pressing this button initiates an expedited You will make your own opinion. detents in which the levers can enter. When
director. This is absolutely necessary before climb or descent. An expedited climb In case of strong wind, you may see the auto- the pilot moves the levers, he can feel “hard
engaging the autopilot. Remember that the corresponds to an open climb at green dot thrust is constantly updating the thrust. This points” when they reach one of the detents.
flight director determines how the aircraft speed. An expedited descent is an open may sound weird, but if you look carefully, this The four detents correspond to four possible
should be flown, and the autopilot just descent at the speed of 340 kts/M.0.80, is the best way to have the aircraft speed thrust modes:
executes the orders coming from the flight regardless of any speed constraint. conform to the FCU required selected or • IDLE
director (the FD is “the brain” and the AP is 7 - Approach : APPR managed speed. In my opinion, the impact of • CL for Climb
“the muscle”). When the aircraft is on an ILS approach, press the wind on the airspeed in FS is not totally • FLX/MCT for Flex/Maximum Continuous
2 - Localizer : LOC this button to engage the ILS approach mode. realistic, it is too strong. Thrust
This button is used to engage the localizer This will command the lateral and vertical Flying the aircraft manually • TOGA for Take off go-around
mode. When it is engaged, it commands the navigation to follow the localizer and glide If you disconnect the auto-pilot to fly the The thrust levers have two red buttons on the
lateral navigation to follow the localizer which slope. This mode has to be engaged to effect aircraft manually, many pilots suggest the use side, called instinctive buttons. They are used
frequency is tuned on NAV1 (ILS). an autoland. of TRK/FPA mode instead of HDG/V/S mode. In to disarm the autothrust system.
The LOC mode should be engaged before the If the LOC mode was previously engaged, TRK-FPA, the green flight path vector symbol,
APPR mode. engaging the APPR mode will turn the LOC called the "bird", shows the aircraft trajectory
3-4 - Autopilot pushbuttons : AP1 and AP2 light off. Nevertheless, the APPR will guide the in a way that is easier to understand by a
The pilot uses these buttons to engage the aircraft on the localizer and the glide slope. human pilot :
autopilots. Two autopilots are provided for • on the lateral plan, you can observe the
redundancy. You can engage either AP1 or Some Advice impact of the lateral wind and see where
AP2. However, AP1 and AP2 can be engaged LOC/APPR mode usage the aircraft is really heading,
simultaneously only in approach mode, to Real pilots say the LOC mode should ALWAYS • on the vertical plan, you see the angle of
increase the safety of an autoland. be engaged before the APPR mode. Even if descent that allows you to easily fly an
These pushbuttons should not be used to engaging the APPR mode before the LOC mode approach visually. Simulation of the lever movement in Flight Simulator :
disengage the autopilots. If this is done, a is possible, it should never be done. This is As your throttle control does not have detents, this
continuous alarm will sound due to this because the airport approach guides you on a Sidesticks and Rudder Pedals is simulated by a sound that is played each time a
abnormal procedure. The autopilot should be lateral and vertical path that avoids the In the real aircraft, the sidesticks are firmly lever enters or leaves a detent. When you move your
disconnected using the sidestick red button terrain. The terrain avoidance is totally held in their center position when an autopilot throttle, pay attention to this sound because it
(or assigned key stroke, eg Z). When this is reliable only if you descnd on the glide slope is engaged. A strong manual movement of a indicates when the levers have reached a detent. You
done, the warning sound is temporary. and when you are aligned with the runway, or sidestick or a rudder pedal input indicates that can also see the thrust mode indication on the
Sidestick button simulation in Flight Simulator : runway localizer. the pilot wants to take the control of the Engine/Warning Display (E/WD).
In the FS Setup section (Key Assignments), the Autoland aircraft. It disconnects the autopilot with an The autothrust system works properly if you control
assignment of the FS autopilot switch to a joystick In case of lateral wind, the autopilot will have aural warning. This warning indicates it is not the throttle through the keyboard. Nevertheless, the
button is recommended. If you can do so, it allows difficulties to follow the localizer. Real life the right way to disconnect the autopilot. This use of a throttle device is highly recommended.
you to simulate the real aircraft procedure that pilots say the autoland is NEVER used in case warning can be stopped by one of the following Simulation of the instinctive pushbuttons in Flight
consists in disconnecting the autopilot only through of lateral wind. The human pilot is much better actions: Simulator :
the joystick button, and not through the AP1/AP2 than the autopilot to make small and accurate • re-engaging the autopilot through the FCU The instinctive pushbutton function is mapped on
pushbuttons on the FCU. trajectory changes in order to fly a good ILS pushbutton, the FS auto-throttle system. You can map any key or
5 - Autothtrust : A/THR approach. The autoland is perfect for low • pressing the sidestick button to confirm button to the “Autothrottle arming switch”
Pressing this button engages or disengages visibility approaches, but not for windy ones. the Autopilot disconnection action. command and it will simulate the instinctive
the autothrust system. This system can also Autothrust usage In Flight Simulator, this feature is simulated by a pushbuttons.
be engaged or disengaged using the thrust Many pilots say you shouldn’t use the auto- strong movement of the joystick or rudder pedal. If When the thrust levers are in the manual
levers (discussed later in this chapter). thrust when flying the aircraft manually. This you move the joystick or rudder pedal to an extreme range (not in a detent), the levers command
This button illuminates when the autothrust is is because it may amplify the trajectory position, it disconnects the autopilot like in the real the engines like any other aircraft : the engine
armed or engaged. The only way to know the correction (especially in pitch) you make to fly aircraft. power is relative to the lever angle.
exact status of the autothrust is by looking at the aircraft along the glide slope. Other pilots The levers can be moved in :
the Flight Mode Annunciator (FMA). think the auto-thrust is reactive enough to be Thrust Levers • the IDLE detent : the autothrust system is
6 - Expedite : EXPED used even when the aircraft is flown manually. The thrust system of this aircraft has four automatically disconnected and idle power
is always applied, unless TOGA LOCK mode the FMA appears in white. not engaged and regardless of the thrust Typical FMA display when take off power is applied.
is engaged, • During the whole flight, the levers should levers' position). At the same time, the The first column shows FLEX power is selected,
• the CL detent : the Full Authority Digital remain in the CL detent, unless max power aircraft's pitch is decreased to reduce the and column 5 shows the autothrust system is armed.
Engine Control (FADEC) commands climb is needed in case of an emergency. incidence. A message A.FLOOR is displayed on
power, the FMA (1st column). When the autothrust system is armed, only the
• the FLX/MCT detent : FLX (flex) is used for On this aircraft, the throttle levers don’t When the incidence angle is correct again, the fixed thrust modes (constant thrust provided)
reduced thrust take off, and MCT (max move by themselves, even if thrust is alpha floor stops and the autothrust system are available :
continuous thrust) should be selected in commanded by the FADEC. They are locks the TOGA power. The TOGA LK message • TOGA - Take off / Go around :
single engine operation, supposed to stay in the CL detent when the is then displayed on the FMA (1st column). This mode provides the maximum thrust,
• the TOGA detent : whatever happens, full autothrust system is engaged. For this To unlock the TOGA LK mode, the pilot must “MAN TOGA” is displayed on the FMA
engine power is applied (for take off or go- reason, the pilots must be warned when idle follow the recommendations: (column 1).
around). thrust is commanded. This is shown on the 1. Move the trust levers to the TOGA detent to • FLX – Flex :
Standard Usage Engine/Warning Display (E/WD) with an IDLE avoid a thrust difference when the It is used for reduced thrust take off. The
The autothrust system should be used as often message that flashes for a few seconds. autothrust system is disengaged. provided thrust depends on the
as possible, even if some pilots say it shouldn’t Monitoring 2. Disengage the autothrust system by temperature that is entered in the MCDU
be used when the aircraft is flown manually. It The autothrust system can be monitored pressing the A/THR button on the FCU or PERF page. If the aircraft is on the ground,
should be turned on just after take off and through several autoflight components: by pressing an instinctive pushbutton. “MAN FLX” message is displayed on the
FMA (column 1) with the selected
should remain on until the aircraft has landed. • On the Engine/Warning Display (E/WD), the 3. Retard the levers to the CL detent.
temperature in blue.
The standard usage of the throttle is the engine power commanded by the 4. Re-engage the autothrust system by
If the flex mode is used for take off and no
following : autothrust system is shown with a blue arc pressing the A/THR button on the FCU again.
temperature has been entered in the
• The levers should be in the IDLE position on the N1 gauges.
MCDU, a message “FLX TEMP NOT SET”
when the engines are turned on. • On the E/WD, messages can be displayed
appears on the E/WD. In this case, the take
• They can be moved in the manual range for to indicate specific autothrust status (IDLE FLIGHT GUIDANCE off should continue in TOGA mode by
taxi. Note that the aircraft can taxi with idle or A.FLOOR). The flight guidance section covers all the
pushing the throttle levers into the TOGA
thrust, you just need a little thrust to • On the Flight Control Unit (FCU), the A/THR automatic flight modes : speed guidance,
detent. This removes the caution message.
initiate the roll. pushbutton light shows if the autothrust lateral guidance and vertical guidance.
• MCT - Maximum continuous thrust :
• For take off, the pilot decides if flex or take system is off (light off) or armed or It provides a fixed thrust that is the
off power should be applied. Use flex engaged (light on). Speed Guidance maximum continuous thrust depending on
power as often as possible to save the • On the Primary Flight Display (PFD), the It is mainly related to the autothrust system. the current conditions. This is the normal
engines. Maximum TOGA power should be first column shows the current autothrust lever position if an engine fails.
used on short or wet runways or when the mode, and the 5th column shows the Autothrust arming • CL – Climb :
weather conditions are bad (especially autothrust status (off, armed or engaged). If the autothrust system is off, it is armed Climb thrust is provided based on the
windshears). when the throttle levers are moved to the current conditions. A message “THR CLB”
As soon as take off power (FLX or TOGA) is Autothrust modes FLX/MCT or TOGA detent during take off, or is displayed on the FMA when the fixed
applied, the autothrust system The autothrust system has two kinds of when the levers are moved in the TOGA detent climb thrust is provided. The aircraft speed
automatically arms : the FCU A/THR light modes: while the aircraft is in flight and the flaps are is then controlled by the pitch (used for
turns on and A/THR appears in blue on the • The fixed thrust modes: a fixed thrust is extended (go around). climb).
FMA (5th column). commanded and the airspeed is controlled When the autothrust system is armed, the • IDLE :
• When airborne and the reduction altitude by adjusting the aircraft pitch. A/THR light illuminates on the FCU panel, and This mode provides fixed idle thrust. A
is reached (usually 1.500 feet AGL), the • The variable thrust modes: the speed is a blue A/THR message appears on the FMA. message “THR IDLE” is displayed on the
pilot is requested to engage the climb controlled by changing the thrust engine Note that the A/THR button light also FMA when the fixed idle thrust is provided,
mode by moving the levers into the CL power. illuminates when the autothrust is active. This and a flashing “IDLE” message is shown on
detent (flashing LVR CLB message on the Alpha Floor - Flight envelope protection is why the pilot must look at the FMA (column the E/WD when the engine power is idle.
FMA). If the alpha protection system detects high 5) to determine if it is armed or active. The aircraft speed is then controlled by the
As soon as the levers are retarded into the incidence angles, it engages the alpha floor pitch (used for open descent).
CL detent, the autothrust system is auto- mode that automatically applies full TOGA The autothrust mode is displayed on the FMA,
matically engaged : the A/THR message on engine power (even if the autothrust system is column 1. When armed, the autothrust mode
is displayed in white inside a white bordered forward into the FLX/MCT or TOGA detent. This mode is designed to help the pilot in mode) or let the FMGC manage the vertical
box. The autothrust is de-activated if the A/THR following the runway heading. In fact, it guidance (managed vertical mode).
The autothrust is disarmed when the A/THR button is depressed on the FCU, or when the automatically sets the ILS frequency (if it The vertical modes are always on the 2nd
button is depressed on the FCU, or when the throttle levers are moved back to the IDLE exists) and the yaw bar is displayed on the PFD column of the FMA. The active mode is
throttle levers are moved back to the IDLE detent. In this case, an “A/THR OFF” message to help the runway tracking. If the runway has displayed in green on the first line, and the
detent. appears on the E/WD for a few seconds and a no ILS, no yaw bar is shown. armed mode is shown on the second line in
warning sound is heard. blue.
Autothrust Active
If the autothrust system is armed, it becomes Thrust Limitation Automatic Vertical Modes
active when the throttle levers are moved into During normal operations, the thrust levers Typical FMA display when take off power is applied. During take off (as soon as the throttle levers
the CL detent. If it is off, it can be made active should remain in the CL detent during the Column 3 shows the runway mode is engaged (green are in the FLEX or TOGA detent), the lateral SRS
by pressing the A/THR button on the FCU. whole flight. If the autothrust system is RWY), and the NAV mode is armed (blue NAV). (speed reference system) mode automatically
When the autothrust system is active, the engaged and the levers are moved below the engages if some conditions are fulfilled :
A/THR light illuminates on the FCU panel, and CL detent (in the manual range), the thrust is When the aircraft reaches the altitude of 30 • The flaps are extended,
a white A/THR message appears on the FMA limited to the thrust lever position. If the feet above the ground, the NAV mode • V2 was entered in the MCDU Take off PERF
(column 5). The thrust mode displayed in the thrust lever position is limiting the autothrust automatically engages if a flight plan is page.
1st column of the FMA appears in green. system, a master caution is generated and a defined. If no flight plan is defined, or if the This mode is designed to manage the initial
When the autothrust is active, the fixed and message is displayed on the E/WD to indicate flight plan leads to a discontinuity, the RWY climb, from the ground to the acceleration
variable thrust modes are available. In this this. Repeated chime will sound until a TRK (runway track) mode automatically altitude. It will make the aircraft climb at the
mode only, the autothrust fully controls the corrective action if taken. engages to help the pilot in following the highest possible rate of climb, keeping V2+10
thrust to maintain selected or managed speed Thrust Lock runway track after take off until another knots if all engines are running, otherwise V2.
in level flight or when the aircraft is following When the autothrust system is armed with the lateral mode is selected. This mode is very helpful, you just have to follow
a specific vertical path (ILS approach for levers in the CL detent and the autothrust is the flight director after take off to make a perfect
example). disengaged by pressing the FCU A/THR Selected Lateral Mode climb.
pushbutton, the engine thrust remains The pilot can control the lateral guidance
Variable thrust modes are : constant until the levers are moved out of the manually through the FCU by pulling the HDG
• SPEED CL detent. This status is shown by a flashing (or TRK) knob on the FCU to select the heading
This mode is available only when the THR LK message on the FMA (1st column) and (or track). Depending on the FCU mode, the Typical FMA display when take off power is applied.
autothrust system is active. A “SPEED” a message appears on the E/WD, asking the heading or the track is selected. Column 2 shows the speed reference system mode is engaged
message is displayed in green on the FMA pilot to move the thrust levers. Repeated (green SRS),and the managed climb mode is armed (blue
(column 1) when this mode is engaged. chime will sound until a corrective action if Managed Lateral Mode CLB).
The autothrust automatically switches to taken. The crew can push the HDG knob to set the
this mode when : heading managed mode. The NAV mode then As soon as the acceleration altitude is
– the aircraft levels off from a climb or a Lateral Guidance becomes active (shown in green on the FMA) reached, the vertical mode automatically
descent, The lateral guidance modes provide guidance and the aircraft follows the flight plan entered switches to CLB mode.
– a vertical guidance mode that commands along a lateral path according to the FCU in the FMGC.
a specific vertical path (V/S or ILS mode) settings or to the flight plan stored in the If the heading is in managed mode on the Selected Vertical Modes
is engaged, FMGC. ground, the NAV mode is armed (shown in blue The pilot can control the vertical guidance
– The flight directors are turned off. The pilot can control the lateral guidance on the FMA). It will automatically become manually through the FCU by doing the
• MACH through the FCU, in which case it is a selected active shortly after take off. following actions :
It is the same as the SPEED mode. It is only lateral mode. Or he may let the FMGC manage • Select a new altitude on the FCU using the
available at high altitudes. The autothrust it, in which case it is a managed lateral mode. Vertical Guidance altitude knob,
system automatically switches from The vertical modes provide guidance along the • Then select a vertical mode using the
SPEED to MACH and vice-versa at a Automatic Lateral Modes vertical flight plan, according to the FMGC altitude knob, the V/S knob or the EXPED
predetermined altitude. During take off (as soon as the throttle levers flight plan and pilot inputs via the FCU. button. This action will determine the
The autothrust system can be changed to are in the FLEX or TOGA detent), the lateral The pilot can control the vertical guidance vertical mode that will be used to fly the
armed mode by moving the throttle levers RWY (runway) mode automatically engages. manually through the FCU (selected vertical aircraft : V/S, FPA, Open Climb or Open
Descent. active, by the following actions : shown in blue on the FMA. It means the climb everything possible to maintain the aircraft on
3. Select an altitude that is lower than the mode will be automatically activated as soon this path.
Open Climb (OP CLB) current altitude on the FCU, as the aircraft reaches the acceleration As soon as you initiate the descent, the FMA
This mode is used to climb at a selected altitude 4. Pull the altitude knob. altitude set in the MCDU (refer to the FMGC looks like this :
without taking care of any altitude constraint. Note : The open descent should not be used at section to know more about the acceleration
This mode is linked to the THR CLB autothrust low altitudes. altitude).
mode (fixed thrust mode with N1 set according to Managed Climb
the CLB thrust setting). When this mode is active, Vertical Speed / Flight Path Angle (VS or FPA) The managed climb can be set at any time by The thrust is reduced to idle, and a magenta
the current selected or managed target speed is These modes let the pilot control the climb or selecting a higher altitude on the FCU and circle appears on the altitude tape. It
held and the pitch is adjusted consequently. This descent through the vertical speed or the pushing the ALT knob. The managed climb can represents the vertical deviation between the
is why the V/S FCU display is dashed. flight path angle (depending on the FCU mode, be activated only if the NAV mode is active current altitude and the computed descent
If the EXPED mode is engaged when the open V/S – HDG or TRK – FPA). Consequently, the (lateral mode managed). path. In managed descent mode, the FMGC
climb mode is active, the aircraft will climb as FCU V/S or FPA display shows the selected The managed climb is very similar to the open will adjust the vertical speed to minimize the
quickly as possible, using the green dot speed value. climb mode described earlier. The only vertical deviation. This will be done by
as the target speed. These modes are linked to the Speed/Mach difference is that the managed climb mode adjusting the descent speed by +/-20 knots
autothrust mode (variable thrust mode that respects the altitude constraints. If there is no around the managed descent speed. This
The open climb mode can be engaged only adjusts the engine power according to the constraint, the open climb and managed climb interval is shown on the speed tape by 2 half
when the autopilot and autothrust systems are speed target). modes are just the same. triangles showing the minimum and maximum
active, by the following actions : The FMA displays the selected mode (V/S or If an altitude constraint is defined on the next speed the aircraft can take to manage the
1. Select an altitude that is higher than the FPA) with the current selected value in blue. waypoint, the managed climb mode respects it by descent.
current altitude on the FCU, In V/S mode, the FMA and FCU may look like limiting the target altitude to the altitude The best option is to initiate the descent when
2. Pull the altitude knob. this : constraint value. In other words, the target altitude you reach the Top of Descent point, displayed
Note : If the altitude change is less than 1.200 will be the altitude constraint, even if the altitude on the Navigation Display, unless the ATC
feet, the vertical speed will be set auto- displayed on the FCU is higher. In this situation, the commands you to descend at another time...
matically to 1.000 feet/min and the FMA target altitude symbol appears in magenta on the
indications don’t change. altitude tape, and the ALT message is shown in
In open climb, the FMA looks like this : magenta on the FMA to indicate the presence of a
constraint. As soon as the constrained waypoint is
passed, the target altitude becomes the FCU
altitude, unless another constraint is defined.
Open Descent (OP DES) In FPA mode, they may look like this : Managed Descent
This mode is similar to the open climb mode, The managed descent should be used only
used for the descent. It allows the descent at a when the aircraft is at cruise altitude. It can be
selected altitude without honoring any altitude engaged only if the NAV mode is activated
constraint. It is linked to the THR IDLE (managed lateral mode). To engage the The top of descent point, computed by the FMGC,
autothrust mode, which means the engines managed descent, an altitude lower than the is shown with a white down arrow (1)
power will be set to IDLE. current altitude must be selected on the FCU, For any reason, you may initiate the descent
If the EXPED mode is engaged when the open and the ALT knob must be pushed. before or after the computed top of descent point.
descent mode is active, the aircraft will In this case, the FMGC will do its best to put the
descend as quickly as possible, using the When the managed descent is initiated, the aircraft back on the computed descent profile. If
maximum speed of 340 kts/ Mach .80 as the aircraft will try to descend using idle thrust as you descend before, the FMGC will command a
target speed (potentially limited by the VMAX Managed Vertical Modes long as possible to save fuel. It will also respect slow descent (at 1.000 feet per minute) until it
speed). In Managed vertical mode, the FMGC deter- the constraints, especially the speed limitation intercepts the computed descent path. If you
mines the best climb or descent profile. below the limitation altitude (usually, the speed descent after, the FMGC will initiate a idle descent
The open descent mode can be engaged only By default, the CLB mode (climb mode) is limit is 250 kt below 10,000 ft). In fact, the FMGC with a high rate of descent while keeping the
when the autopilot and autothrust systems are armed when the aircraft is on the ground. It is computes a ideal descent path it will do airspeed within the possible range (+/-20 knots
around the descent target speed). If the aircraft is will result in a VERY high descent rate. • Deceleration point : Approach & Landing
very high above the descent profile, the FMGC It is displayed with a big ‘D’. It shows If the speed is managed when the approach
may be unable to intercept the path because it During the managed descent, additional where the aircraft will start phase is active, the target speed will be:
would need a descent speed higher than the information is computed by the FMGC and decelerating for the approach. If the • Green dot speed if the aircraft is in clean
maximum authorized speed. If this happens, the displayed on the ND with the pseudo- aircraft is in managed descent and configuration
only solution is to extend the speed brakes so that waypoints. These waypoints are computed by managed heading, the FMGC will • S speed if the slats are extended
the angle of descent increases with the same the FMGC and added in the flight plan when all automatically switch to the approach • F speed if the flaps are extended
airspeed. the necessary information is entered by the phase. It means it will automatically • Vapp if the flaps are in configuration 3 or
The example below shows a managed descent crew. decelerate to green dot speed in clean FULL
where the aircraft is above the computed The pseudo-waypoints are the following: configuration, then to S, F and Vapp These speeds are computed by the FMGC. The
descent path : • Speed Limit : speed according to the aircraft Vapp speed is continuously updated to take the
It is displayed as a magenta filled circle. It configuration. In addition, the ILS current wind into account and make sure the
shows where the aircraft will accelerate or frequency of the arrival runway will be aircraft can land in safe conditions.
decelerate to reach a new target speed. On tuned, if it is an ILS approach.
this example, this waypoint is positioned When the aircraft is close to the arrival airport
where the aircraft crosses 10,000 feet and and the ILS signal is received, the pilot can
it will accelerate from 250 to 300 knots. initiated an ILS approach by engaging the LOC
and APPR mode to follow the localizer and the
glide slope. Remember that the localizer
should always be captured before the APPR
mode is armed for the glide slope capture.
As soon as the APPR mode is engaged, you can
switch on both autopilots. This is the only time
During a managed descent, the PFD displays you can turn them on simultaneously in order
speed and altitude information relative to the descent. to provide redundancy for an autoland. If both
1. The descent target speed is shown with a Managed Descent with the FS ATC : autopilots are engaged and the ILS is
magenta = sign. If you fly with the FS virtual ATC, there is a captured, you can just let the aircraft go and it
2. The FMGC can adjust the speed up to the high probability that it asks you to initiate will proceed to an automatic landing.
maximum managed descent speed, which • Top of Climb (1) and Top of Descent (2) : your descent before the computed top of When the aircraft reaches 400 feet AGL, the
is the target speed + 20 knots. They are shown with white arrows on the descent point. This is not a problem, you can LAND mode activates, as shown on the FMA :
3. If the aircraft has to slow down the aircraft, flight plan. The top of climb is placed engage a managed descent. In this case, your
it can adjust the speed down to the where the aircraft is supposed to reach the aircraft will be below the computed descent
minimum managed descent speed, which cruise altitude, and the top of descent is path for a certain time (descent at 1000 feet
is the target speed - 20 knots. positioned where the crew should initiate per minute) and it will finally intercept the
4. The descent path indicator (magenta the descent to follow the computed correct descent path. As the aircraft comes closer to the ground, it
circle) shows the vertical deviation with the descent path as closely as possible. In addition, the ATC will probably ask you to will automatically engage the flare, which is
computed descent profile. turn to a certain heading before you reach the also shown on the FMA :
On this example, the aircraft is above the deceleration point (D point). In this case, you
descent path (the magenta circle is below the will have to select a heading manually, and
altitude yellow line), which is why the FMGC this will force you to leave the NAV mode
commands a speed higher than the descent (managed lateral mode). Consequently, the During an autoland, the only action required of
target speed (300 knots) in order to increase FMGC will not automatically switch to the the pilot is to pull the thrust levers back to the
the angle of descent while keeping idle thrust. approach phase, you will have to do it idle position when the "Retard, Retard" call-
The managed descent speed will not exceed manually through the PERF page. I suggest you out is heard 20 feet AGL.
320 knots. If this speed is still too low to do this when switching to the tower frequency
intercept the descent path, you can extend the to get the landing clearance.
speed brakes, but you should be aware that it
AUTOFLIGHT
When the aircraft touches the ground, the

ROLL OUT mode engages to steer the aircraft
on the ground. If the auto-brake was engaged,
the aircraft automatically brakes to decelerate
on the ground. This action is shown through the
auto-brake pushbuttons with a “DECEL” signal:
Applying the brakes manually disengages the

auto-brakes.
The pilot is free to engage the reverse thrust if
necessary (this action will never be triggered
by the autopilot). If the pilot makes no action,
the aircraft will come to a complete stop.
If the pilot wants to take control of the aircraft,
he must disengage the autopilot. It looks
obvious, but pilots often forget this and don’t
understand why they can’t control the aircraft
to leave the runway...
EFIS EFIS
EFIS the overhead window. to provide the pilot with access to the FCU,
EFIS CP,...
PFD – PRIMARY FLIGHT DISPLAY
The PFD shows all the essential information
Left/Right passenger views : these required to fly the aircraft.
PANEL GENERAL USAGE
icons let your passengers see
The panel is composed of several windows
that can be popped-up using the auto-hidden from the left/right of the aircraft. These views
icon bar or the following keys: are very useful during replays.
• Shift-3 for the pedestal
• Shift-4 for the overhead panel Show/hide the pedestal window EFIS USAGE
• Shift-5 for the MCDU (equivalent to Shift-3). Just like the
The icon bar is located in the bottom left area overhead, the pedestal also has an auto-hidden All the EFIS (PFD, ND, E/WD and SD) are
of the main panel, as shown here : close icon that appears only when the mouse is expandable (pop-up), detachable, resizable
moved over it. and their brightness is adjustable.
When the mouse is over any EFIS central zone,
also called “active zone” (shown here in PFD, aircraft stopped on the ground
magenta), you can :
• Pop-up the EFIS by clicking with the left
mouse button. When it is popped-up, you
can drag it by clicking in the outer zone
Show/hide the MCDU (similar to Shift-5). (shown in green) to move it around the
The MCDU also has an auto-hidden close screen or on an additional monitor if you
icon. have one. You can also resize it by dragging
The icons are invisible to avoid disturbing the a border or a corner.
panel view. They become visible when the mouse • Adjust the brightness by turning the
is moved over the icon bar, and the hovered icon mouse wheel.
is highlighted in red. It is composed of 6 icons : • Reset the brightness by clicking the middle PFD in flight
button (on many mice, this corresponds to It is composed of several parts :
This icon lets you show/hide the clicking the wheel itself). • Attitude indicator, also known as the
overhead panel (similar to Shift-4). When This icon shows/hides the zoomed panel artificial horizon (center)
the overhead panel is visible, you can click this icon view. This view displays the 3 main EFIS • Flight director
again to hide it. You can also move the mouse over (PFD, ND, E/WD) in a large view that takes all • Speed indicator (left)
the top right corner of the overhead panel the possible space and hides the standby • Altitude indicator (right)
where a close icon appears allowing you to close instruments. The glareshield remains visible • Heading/Track indicator (bottom part)
• Flight Mode Annunciator FMA (upper part)
• ILS guidance (localizer and glide slope)
• Radio-altitude
All these components will be described in this
You can also use the number keys combined chapter.
with Shift to pop-up an EFIS, which is
especially useful when the EFIS is not visible If IRS is not aligned, some information is
on the screen (i.e. when an outside view is unavailable and can not be displayed on the
active): PFD, which shows as following :
• Shift-6 for the PFD
• Shift-7 for the ND
• Shift-8 for the E/WD
• Shift-9 for the SD.
EFIS EFIS
When the aircraft is on the ground with

engines started, the sidestick position is
shown on the attitude indicator :
3. Bank angle reference : on the top of the In TRK/FPA (track/flight path angle) mode, the flight
Attitude Indicator
attitude indicator, ticks represent bank angles director is displayed as a line with 2 triangles (1) and the
of 10, 20, 30 and 45°. flight path vector, also called “the bird”, is shown as an
4. Bank angle indicator : this yellow index aircraft symbol (2). To follow the flight director in this
1. Maximum sidestick deviation box
moves as the aircraft banks. It can be moved in mode, you should align the bird with the flight director
2. Sidestick position indicator
symbol.
front of one of the tick to manage a turn with an Flight Director
accurate bank angle. This is especially useful to Some Advice
The flight director shows the pilot what directions
manage procedure turns when flying in manual Flight Director Usage
must be taken to follow the aircraft guidance
mode. When the aircraft is flown by the autopilot,
calculated by the FMGC. When the aircraft is
remember that the flight director is “the
flown manually, the pilot in command is in charge
brain”, and the autopilot “the muscle”. The
of following the flight director in order to fly the
FMGC and the flight director “think” and
aircraft as required by the FCU settings. When
1. Horizon line : representation of the calculate the right flight control movements to
the autopilot is active, it will do exactly the same
horizon on the attitude indicator. Ticks are guide the aircraft on the right trajectory. The
byl commanding the aircraft to follow the flight
drawn every 10° to visualize the heading autopilot is in charge of moving the flight
director. If you want to fly the aircraft manually
variation, especially useful during turns. The image shows a right turn with a controls according to the orders given by the
without taking the FCU settings into account, you
When the flight director is off, a vertical blue maintained bank angle of 25°. flight director.
should disconnect the flight director.
line on the horizon shows the heading or track The yellow bank angle indicator is also a side This means you can replace the autopilot and
The fly-by-wire system automatically hides
selected on the FCU. This is very useful when slip indicator. The bottom part slides on the fly the aircraft manually, following the
the flight director bars when the bank angle
landing manually with cross wind. left or right when the turn is not coordinated. directions provided by the flight director. Your
reaches preset limits.
This never happens in normal law because the actions on the sidestick will merely replace
fly-by-wire system handles the auto- The flight director has 2 different shapes, the actions taken by the autopilot.
coordination. accor-ding to the guidance mode selected on Many pilots say the flight director should be
5. Reference bars : two bars represent the the FCU : turned off when flying the aircraft manually.
aircraft wings. They are the pitch reference. For example, imagine you plan to land on
6. Fly-by-wire limitations : the green lines runway 25 at Paris Orly (LFPO). At the very last
show the limitations the fly-by-wire will respect. moment, you change your mind (or ATC asks
On the left and right of the attitude indicator, the you to do so) and you have to land on runway
green lines show the bank angle limitation (67° 26 instead. In this case, no time to re-program
or 45° in normal law). On the pitch ladder, green the FMGC, you switch FD off and finish your
2. Pitch indicator : the pitch indicator, also lines show the +30°/-15° pitch angle limitation. approach on runway 26 manually, helped by
called “pitch ladder”, shows the pitch angle, in In normal law, the fly-by-wire system will the ILS.
degrees, with a line every 2.5 degrees. The top prevent the pilot from passing these limits.
image shows a pitch of about 5°. Resetting the FCU
The vertical and horizontal green lines are the In HDG/VS (heading/vertical speed) mode, the flight When you switch the flight director off, it
flight director. It will be described later in this director shows a horizontal and a vertical trend bars to clears the FCU memory. This is why many
section. guide the aircraft on the vertical and lateral path. pilots switch the FD off and on at the very
beginning of the flight, in order to reset the
EFIS EFIS
FCU and make sure no mode remains engaged Standard Information The alpha protection system will not a minimal speed (you can
because of the previous flight. 1. Scrolling speed tape. The minimum trigger when the airspeed fly the aircraft below this
airspeed registered here is 40 knots. reaches this value. It is speed), but it is the
Choosing HDG/VS or TRK/FPA guidance mode 2. Target speed entered on the FCU (if displayed as black and amber “standard” speed that should
The choice between these two modes is a selected) or managed by the FMGC. The rectangles next to the speed be used for procedures such
matter of personal preference. Some pilots triangle index showing the target speed is tape. as holding
say that TRK/FPA mode should be used when magenta if the speed is managed and blue
flying the aircraft manually without using the if the speed is selected.
flight director. If the target speed value is not visible on
Alpha max (3) patterns or final approach.
My advice is that you should use your personal the speed tape, it is displayed above the
This speed corresponds to the maximum If the speed is managed during
experience. In my opinion, the TRK/FPA mode speed tape if higher than the highest
angle of attack. approach, the maneuvering speed will
is very useful when you land manually with displayed speed, and below if it is lower
It is shown as a red ribbon. be used as the target speed.
strong cross winds. You shouldn’t use the than the lowest displayed speed. Again, it Note : If you fly the aircraft below the
• At high speeds, the maximum speeds are
auto-pilot and autoland is such situations. is displayed in magenta if managed and in maneuvering speed, the autopilot
displayed
Guiding the aircraft manually along its final blue if selected. bank angle will be automatically
VMAX (1)
approach trajectory is made easy by the use of 3. Mach speed. It is shown only when mach limited to 15°, instead of 25° in normal
This is the maximum speed the aircraft
the “bird” in TRK/FPA mode. First, set the speed is greater or equal to 0.50. conditions.
can take, depending on its configuration. It
TRACK value to the runway orientation. Then 4. Speed trend: shows the airspeed the is shown by a red scale on the speed tape : When the autopilot and autothrust are active,
use the ILS indication to put the aircraft on the aircraft will achieve in 10 seconds. • VMO/MMO in clean configu- the actual target speed will never be higher
localizer and glide slope. When the aircraft is ration than the current maximum speed, and it will
aligned with the ILS, you just have to keep the Additional Information • VLE if landing gear is extended never be lower than VLS.
bird aligned with the heading vertical blue The speed tape also shows additional • VFE is flaps/slats are exten- For example, if you select a speed of 250 knots
line (lateral guidance) and keep the bird at 3° information: ded (varies with the flap on the FCU when the landing gear is extended,
on the pitch ladder (vertical guidance). • VFE NEXT (1) configuration) a target speed of 210 knots (VLE) will be taken
Remember that the “bird” (flight path vector) This is the VFE (maximum speed Max speed = VMO + 6 knots (2) into account by the FCU.
shows you where the aircraft is actually going. with flaps extended) that Speed at which the fly-by-wire
This visual assistance helps you in following corresponds to the next flap/slat system will take corrective
Managed Descent Information
the ILS indication very easily. Try it, and you position. You should make sure the actions to reduce speed.
In the managed descent mode, the PFD displays
• During take off
will appreciate it, even with strong cross actual airspeed is below VFE NEXT additional speed information. During a managed
V1 (1), speed at which takeoff
winds. before extending more flaps. descent, the FMGC is allowed to adjust the
can not be aborted shown with
It is shown with an amber = sign. a ‘1’ and a blue line target speed by +/-20 knots around the target
Speed Indicator • Green dot speed (2) VR (2), rotation speed shown as speed. This is shown on the speed tape as
It is shown with a green circle on the a blue circle follows :
speed tape. It is the best lift over drag V2 (3), speed at which the
speed. In clean configuration, it is the aircraft can climb safely shown
maneuvering speed. as a magenta triangle (target
It is used as the target speed during single speed)
engine climb and during expedite climb. • In flight
• At low speeds, the minimum safe speeds Maneuvering speed
are displayed This is the normal procedure speed that
depends on the aircraft configuration:
VLS (1)
• Green Dot speed in clean configuration
It is shown with an amber line next to the • S speed (1) if slats are deployed (flap
The current airspeed The current airspeed The current airspeed speed tape. It is the lowest selectable
is 276 knots is 296 knots is 298 knots handle in position 1)
speed. If the pilot selects a • F speed if the flaps are
(Mach 0.56) and (Mach 0.59) and (Mach 0.6) and
the target speed is the target speed is the target speed is speed below VLS, the autothrust deployed (flaps in position 2, 1. The target speed (300 knots in this
290 knots (managed). 250 knots (selected) 310 knots (selected). system limits the speed to VLS. 3 or FULL) example)
Alpha Protection (2) The maneuvering speed is 2,3.The minimum and maximum speed the
EFIS EFIS
aircraft can take to stay on the computed 5. In this case, the target altitude is lower indicator range, it is displayed on the left
descent path. than the lowest displayed altitude, so it is or on the right (6). The crew should always look at the FMA to
4. Vertical path indicator (refer to the altitude displayed below the tape altitude. As the 4. Magenta cross showing the ILS course. know the autothrust status. The A/THR
tape section for more information) aircraft is above the transition altitude, the 5. If the ILS course is out of the current light on the glareshield turns on when the
target altitude is displayed in flight level. heading range, it is displayed in magenta autothrust is armed or engaged. Only the
Refer to the Autoflight section for more in a window on the left or the right of the FMA shows the true autothrust status.
information about the managed descent. Vertical Speed indicator heading tape.
It is located on the right of the altitude ND – NAVIGATION DISPLAY
Altitude Indicator indicator. It shows the current vertical speed Flight Mode Annunciator (FMA) The ND is designed to show the aircraft's
The altitude tape displays the altitude just like with a needle and a numerical value (in It is located in the top part of the PFD. It is the position as it flies along the programmed
the speed tape displays the speed. hundreds of feet per minute). most important indicator showing in what flight plan.
mode the aircraft is currently flying.
It is composed of 5 columns. The first column

shows the speed guidance mode. The second
and third columns show the vertical and
Altitude tape Altitude tape Altitude tape lateral guidance modes. Refer to the
when the aircraft (in flight) during
is on the showing the FCU descent. Autoflight section to know more about speed
ground. target altitude. guidance, vertical and lateral guidance.
1. Current altitude value shown in the The vertical speed indicator turns amber when The fourth column shows the approach mode : Typical ND in rose mode.
altitude window. The altitude is shown in the vertical speed is too critical. The maximum • Line 1 : Category of the current ILS
green in normal conditions, in amber when vertical speed depends on the aircraft approach, if any. It is CAT 1 if the aircraft is
the aircraft altitude is below the MDA configuration. flown manually or CAT 3 if the autopilot is
(Minimum Descent Altitude, entered in the engaged.
MCDU). Heading Indicator • Line 2 : SINGLE or DUAL depending on the
The yellow frame flashes when the aircraft number of autopilots engaged during an
is near the target altitude. It is amber ILS approach.
when the aircraft is too high or too low • Line 3 : Decision height (DH) or the
according to the FCU altitude mode. minimum descent altitude (MDA) entered
2. Red ribbon showing the ground altitude. in the MCDU. If a value has been entered in
3. FCU target altitude: this symbol is shown the MCDU, it is displayed on the FMA when Tyypical ND in arc mode.
in blue, except when the target altitude is the aircraft is within 200 NM of the
limited by an altitude constraint on the destination. If no IRS is aligned, the ND looks like this :
next waypoint. In this case, it is magenta. 1. Heading reference line (yellow) shows the
When the target altitude is higher than the current aircraft heading. The last column shows the automatic modes:
highest altitude displayed (or lower than 2. Track : the green diamond shows the • Line 1 : Autopilot mode: AP1 for the first
the lowest altitude displayed), the target current track, which is the direction in autopilot, AP2, for the second autopilot,
altitude is displayed numerically above (or which the aircraft really flies. There is no AP1+2 for both.
below) the altitude tape. It is displayed in difference between heading and track • Line 2 : Flight Directors: 1FD for the
feet or as a flight level (FLxxx), depending when the wind is null. On this example, captain FD, FD2 for first officer FD, 1FD2
on the altimeter setting. there is a light crosswind from the right. for both.
4. During the descent, the magenta circle 3. Triangle showing the FCU target heading. • Line 3 : Autothrust status: A/THR is
shows the deviation between the current It is hidden if the heading is managed. displayed in blue if autothrust is armed, in
altitude and the computed descent path. If the target heading is out of the heading white if autothrust is engaged.
EFIS EFIS
Rose mode. 4. NDB pushbutton : Show/hide the NDB stations reference waypoint displayed in the center is
(non-directional beacons), represented as the waypoint selected on the second line of the
magenta circles. MCDU Flight Plan page. You can visualize the
5. Airport pushbutton (ARPT) : Show/hide the entire flight plan by scrolling the waypoint on
airports, drawn with magenta stars. The the MCDU FPLN page.
departure/arrival airport is drawn as a
white star, until the departure/arrival General Information
runway is defined. The ND also shows permanent information
Only one pushbutton can be selected. When VOR Mode : The VOR1 needle is displayed in that appears in all modes except PLAN mode.
the pilot presses one of them, the others are blue with the course deviation indicator. The
deselected. If he presses a selected button, VOR1 name, course and frequency are
the function is turned off. displayed in the top right corner.
Arc mode. TCAS information is visible.
The EFIS control panel also has 2 rotating
EFIS Control Panel knobs :
The ND can be used in different modes as 6. Mode selector : ILS, VOR, NAV, ARC or PLAN.
selected on the EFIS Control Panel located on It lets the crew select the ND mode,
the glareshield. explained later in this section.
This control panel is composed of 5 selection 7. Range selector (from 10 to 320 NM) : It lets
pushbuttons that are used when the ND is in you select the ND range.
NAV, ARC or PLAN mode to show/hide 1. Ground Speed (GS) : This is the aircraft’s
NAV Mode : The flight plan entered in the FMGC
elements in the aircraft’s vicinity : The EFIS control panel also selects the navaid speed relative to the ground. This
is displayed in ROSE mode. The next waypoint
information displayed on the ND : information is visible only when at least
name, bearing, distance and estimated time of
8. Left navaid selection: It can be set to ADF, one of the IRS is aligned (if you are in
arrival (ETA) is displayed in the top right
VOR or nothing. The left navaid information Beginner mode, the IRS are always
corner. TCAS information is visible.
is displayed on the ND bottom left corner. aligned).
9. Right navaid selection: It can be set to ADF, 2. True Air Speed (TAS) : This is the real aircraft
VOR or nothing. The right navaid airspeed. It is different from the Indicated Air
information is displayed on the ND bottom Speed (IAS) because the IAS varies with
right corner. altitude (the air is thinner at high altitudes). If
there is no wind at all, the TAS is equal to the
ND Modes GS. Just like for the GS, the TAS is not
accessible if no IRS is aligned, unless you are
ARC Mode : The flight plan is displayed in ARC in Beginner mode.
1. Constraint pushbutton (CSTR) : This mode. The next waypoint is displayed in the top 3. Wind Speed & Direction : This indicator
button is used to show/hide constraints on right corner like on NAV mode. In this example, provides the wind speed (in knots) and the
waypoints on the waypoints where a the surrounding waypoints are also displayed heading from which it comes. It is
constraint is defined. A waypoint that has a (the WPT button is lit on the EFIS CP). displayed with numbers and with a rotating
constraint is drawn with a magenta circle. arrow that represents the wind direction.
Its altitude and/or speed constraints are 4. Left Navaid : The left navaid symbol, type,
displayed with numbers. ILS Mode : The ILS needle is displayed in name/frequency and distance are shown. If
2. Waypoint pushbutton (WPT) : Show/hide magenta with the course deviation indicator a navaid name is extracted from the signal
the intersections on the ND. The and the glideslope indicator. The ILS name, received on the corresponding frequency it
intersections are represented as magenta course and frequency are displayed in the top is displayed on the ND, otherwise the
triangles. right corner. TCAS information is visible. frequency is displayed. The navaid type
3. VOR/DME pushbutton (VOR.D) : Show/hide (VOR, ADF or nothing) is selected on the
the VOR, DME or VOR-DME. PLAN Mode : The flight plan is displayed. The EFIS control panel.
EFIS EFIS
5. Right Navaid : Same as above for the right the heading is selected, it is a dashed The pseudo-waypoints are displayed with A340-300 CFM56-5 N1
navaid. green line. specific symbols: A340-500/600 RR Trent 500 EPR
6. TCAS : The ND also shows TCAS informa- The flight plan waypoints are represented 1,2.A white arrow shows the computed top of
tion. Refer to the TCAS section to know with green diamonds, except the next climb (1) and top of descent (2). According to the E/WD logic and panel
more about this system. waypoint, which is drawn in white. generation, the E/WD screen looks like the
7. Aircraft Symbol : It represents the current posi- 5. Auto-tuned navaid: When the FMGC auto- following images :
tion of the aircraft. It is always used as the center tunes the VOR1 or VOR2 navaid, it is
reference of the ND, except in PLAN mode. displayed in blue on the ND. In this
8. Lateral Deviation : If the aircraft is not on example, AGN is the auto-tuned VOR2 and
the programmed route, this number shows it is the next waypoint. This is why AGN is
the lateral deviation (in NM) between the drawn both in white and in blue.
aircraft and the route.
Flight Plan Information 3. A magenta point shows a speed limit
Navigation Information Runways waypoint where the aircraft will have to
The ND displays some navigation specific If the crew has not defined the departure/ respect a speed limit. Usually, there is a
information. arrival runways, the departure/arrival speed limit of 250 knots below 10.000 feet.
airports are displayed as white stars. 4. A magenta circled ‘D’ represents the Typical E/WD layout on an old-generation panel with
When the runway information is entered in the deceleration waypoint. This is the waypoint N1 logic (such as an A320 equipped with CFM56
MCDU, the runways are represented on the where the aircraft will decelerate to the engines).
flight plan display as a white rectangle. The green dot speed and the approach phase
rectangle length and orientation represent the will be activated.
actual runway length and orientation.
Waypoints
The flight plan waypoints are displayed as
green diamonds. The next waypoint of the
flight plan is shown in white and its
information (name, distance, ETA) is shown in
1. The vertical yellow line shows the current the top right corner.
aircraft heading. Constraints
2. Autopilot heading : The blue triangle If a waypoint has a speed or altitude E/WD – ENGINE/WARNING DISPLAY E/WD layout on an old-generation panel with EPR
shows the target heading selected on the constraint, it is represented with a magenta This EFIS shows the important engine logic (such as an A320 equipped with IAE engines).
FCU. If the heading is managed, this circle (1). If the crew wants to have more information. It also displays warning and alert
triangle does not appear. information about the constraints, the CSTR messages.
3. The green diamond shows the current button of the EFIS control panel can be General Information
It can be presented with various layouts,
track, which is the direction in which the pressed to activate the constraint display for
depending on the panel generation and on the
aircraft is actually flying. In this example, each constrained waypoint. The altitude
engine type. The following table shows the
as the wind comes from the right, the track and/or speed constraint is then displayed in
interchange between engine type (on all the
is on the left of the heading. If there is no magenta (2).
Airbus Series aircrafts) and E/WD logic :
wind, the heading and the track are the
same.
Aircraft Engine Type E/WD logic
If the heading is selected, a full green line
A318 CFM56-5 N1
is drawn from the aircraft position to the P&W 6000 EPR E/WD layout on an new-generation panel with N1
track diamond to visualize the aircraft A319/320/321 CFM56-5 N1
logic (such as an A318 equipped with CFM56
trajectory. IAE V2500 EPR engines).
4. The flight plan entered in the FMGC is A330-200/300 GE CF6-80C2 N1
drawn in green. If the heading is in P&W 4000 EPR
managed mode, it is a solid green line. If Pseudo-Waypoints RR Trent 700 EPR
EFIS EFIS
value is normal, amber if the value is too high. If are inhibited during takeoff and landing to
a value is not available, amber XX are displayed. avoid catching the attention of the crew
2. The red zone shows the maximum value that during these critical flight phases.
should never be reached. If by any chance the
value overpasses the maximum, a red bar shows
the maximum value that was reached. It can be SD – SYSTEM DISPLAY
cleared only by maintenance on the ground. 1. The current flap and slat position is displayed in The content of this EFIS depends on the ECAM
3. The yellow bar shows the maximum value you green. Control Panel located on the pedestal. If no
can get if you push the thrust levers to the TOGA 2. The target flap and slat position is shown in blue page is selected on the ECAM CP, the page
detent. It is computed by the FADEC (Full when the flaps or slats are moving. This depends displayed on the SD is automatically selected
E/WD layout on an new-generation panel with EPR Authority Digital Engine Control). on the flap handle position. according to the flight phase and possible
logic (such as an A330 equipped with Rolls-Royce 4. The white ball shows the current position of the 3. The target position is displayed in blue when the
alerts. The system automatically displays the
engines). thrust levers. When they are in the manual range, flaps or slats are moving, and in green when
their position determines the required thrust, they don’t move. right page at the right time.
Whatever the layout, the E/WD shows the and the FADEC computes the corresponding N1 6. Warning/Alert area : It is dedicated to
important engine information and the or EPR that corresponds to this request. warning and alert messages. Their color Whatever page is displayed, the SD also shows
warning/alert messages. 5,6.For each information, the name is indicated in white, depends on the severity: green messages common information in the bottom part of the
and the unit is in blue. On this example, N1 is displa- are for information, amber messages are screen.
yed in % and EGT (Exhaust Gas Temperature) in °C. warnings and red messages are serious
2. The current thrust mode is shown alerts. Please refer to the system section
underlined in blue. This display depends for more information about the messages
on the position of the thrust levers. If they that can be displayed here.
are not in a detent, nothing is displayed This area is also used to display the take 1. TAT : Total Air Temperature, in °C
here, except if you set the FLEX off and landing check-lists. They show a 2. SAT : Saturated Air Temperature, in °C
temperature when the aircraft is on the list of item that must be checked before 3. Clock (UTC time)
ground. In this case, 'CL' is shown here to takeoff/ landing. Each item is shown in 4. GW : Gross Weight, in kg or lbs (depending
indicate that climb thrust is set and aircraft blue until the corresponding action is on the unit system selected on the
speed is controlled by pitch. taken. They are shown in green if the item
3. The thrust value that corresponds to the configuration page). The gross weight is
status is correct.
thrust mode is displayed here. It is a N1 computed by the FMGC according to the
value (in %) for the N1 driven engines, or data entered in the MCDU INIT pages. If no
an EPR value. It is regularly updated by the data was entered, the FMGC is unable to
1. This area is dedicated to the engine FADEC because it depends on the aircraft calculate the gross weight and amber XX is
information. It varies depending on the altitude and the external temperature. If shown.
panel generation and the engine type. In the autothrust system is active, the engine
every case, the information that is used to thrust will be commanded to maintain this
command the engine is displayed first. It value, according to the thrust mode. For information, all the SD pages are shown here.
can be N1 or EPR. 4. The Fuel on Board (FOB) quantity is They are detailed in the aircraft system section.
displayed here, in kg or in lbs (depending
on the setup). It is the total quantity of fuel The takeoff checklist shows the autobrakes, the signs
available in the aircraft. If the total quantity (seat belts/no smoking) and the flaps are correctly
of fuel is not usable, an amber mark is set for takeoff, but the spoilers should be armed and
displayed below the FOB (this can happen the takeoff config should be checked prior to takeoff.
if a fuel pump fails). 7. Status message area : Like for the warning/
5. The flaps (F) and slats (S) position is alert messages, their color depends on the
This example shows a CFM56 engine E/WD, managed displayed graphically here : message severity. The only exceptions are
by N1 : the takeoff and landing inhibit messages,
1. For each information, the current value is shown with which are displayed in magenta. These
a needle and a numerical value. They are green if the messages indicate that low severity alerts Air Conditioning Page APU Page
EFIS
Air Bleed Page Cabin Pressure Page
Door Page Electricity Page
Engine Page Flight Controls Page
Fuel Page Hydraulics Page
Wheel Page
SYSTEMS SYSTEMS
SYSTEMS 4. PRESS : This page displays information

about the cabin pressurization system.
Batteries
This aircraft is equipped with 2 batteries that
switch to use this energy source. A blue ‘ON’
light then appears on the EXT PWR switch.
This section describes the aircraft systems. 5. ELEC : The electricity page shows the can provide electricity for a limited time. As
Most of them are controlled trough the aircraft electric circuit. soon as an external source is provided, the
overhead panel and can be monitored on the 6. HYD : This page displays the hydraulic batteries are charged if necessary.
various SD pages. system. Each battery voltage is displayed on the
You should always keep in mind that this 7. FUEL : The fuel page shows the fuel overhead panel. When the aircraft is cold and
aircraft is based on the “dark cockpit” information and all the aircraft fuel tanks. dark, the batteries should be turned on first, As soon as the aircraft moves on the ground,
philosophy. It means that when no light is on, 8. APU : This page shows information about even if a ground power unit is available. the external power becomes unavailable.
everything is all right. the APU.
9. COND : Shows information about air Auxiliary Power Unit (APU) ELEC Page
ECAM CONTROL PANEL conditioning. The APU is capable of providing electricity for The electric circuits can be monitored through
The SD EFIS is here to provide information 10. DOOR : This page shows the aircraft door the aircraft. A specific section is dedicated to the ELEC page.
about the aircraft systems. The SD page to status. the APU later in this chapter.
display is automatically selected when 11. WHEEL : This page shows the wheel and When the aircraft is cold and dark and no ground
needed. For example, when the crew starts brake status. power unit is available, the APU should be
the APU, the APU page is automatically 12. F/CTL : The flight control page shows the turned on as soon as possible because batteries
displayed during the starting sequence. position of all the flight controls and the can only provide electricity for a limited time.
If the crew wants to display a page at any time, flight control computer status.
the ECAM control panel should be used. It is 13. STS : The status page shows the current Generators
located on the upper part of the pedestal. It failure status. The generators provide electricity from the
provides one key for each page. If the pilot engine rotation. As soon as an engine is
presses a key, the associated light turns on and ELECTRICITY started, its generator can be used to provide
the corresponding page is displayed on the SD. The electricity circuit can be controlled from electricity to the aircraft and the APU and GPU 1. The white boxes show each battery status,
To give the control back to the system, the pilot the overhead ELEC section. can be turned off. with voltage and current.
can press the same key again. The light then When the engines are stopped, the generators 2. Generators associated to engines 1 and 2.
turns off, which means the system will are in fault mode because no energy can be Each white box shows the generator load,
automatically select the appropriate page provided. When the engines start, make sure the voltage and the frequency (amber XX
when necessary. the generators are turned on. are shown if the corresponding engine is
stopped).
Ground Power Unit (GPU) 3. APU GEN : This box is visible as soon as the
When the aircraft is parked on the ground, a APU is running and the APU GEN switch is on.
1.2. Battery switches. They are dark when ground power unit can be connected to the 4. EXT PWR : This box is visible as soon as a
batteries are on (default). The battery aircraft to provide electricity without needing GPU is available and provides electricity.
voltage is displayed next to each switch. to burn any fuel.
3.4. Generator switches. They are dark when in This is simulated in this aircraft. When you are Possible Electric Configurations
use. They are in fault when the corresponding parked on the ground, with parking brakes set The generators provide energy with the
engine is not running. An ‘OFF’ white light is and engines stopped, the ground power unit is highest priority. In flight, the standard
1. TO CONFIG : This button is used to check the visible if a generator is turned off. available 1 minute after the engines have configuration is shown in the following image,
takeoff configuration prior to departure. It 5. APU Generator. This switch controls the stopped. The external power (EXT PWR) with batteries and generators on, APU and
checks some elements of the aircraft configu- electric power that comes from the APU. It switch then shows the GPU is available. GPU off:
ration to make sure everything is OK for is on by default.
takeoff. 6. When an external power is available, a
2. ENG : The engine page displays green ‘AVAIL’ light turns on. The crew can
information about the engines. then press this button to use this
3. BLEED : This page shows information electricity source and ‘ON’ appears in blue.
about the air bleed system. At this time, the crew can press the EXT PWR
SYSTEMS SYSTEMS
overhead section looks like this : amber if the pressure is too low.
5. Yellow electric pump status. The white
triangle appears filled amber if this pump
is turned on through the overhead panel.
6. PTU status shows how the PTU is currently
Power Transfer Unit (PTU) used, displayed in amber if the PTU is off.
When only 1 engine is running, it can provide
hydraulic power to the whole system through Possible Hydraulic Configurations
the Power Transfer Unit. For example, if engine In standard configuration, with all engines
In case of an engine failure, the associated
1 is stopped, the Green hydraulic circuit is not running, it appears like this :
generator can not provide energy any more. The Alerts & Warnings
other engine provides AC current to the whole Message Color Reason
pressurized any more and the hydraulic
sytem: pressure decreases. When it is lower than a
ELEC BAT 1 OFF Amber Battery 1 has been turned off
specific threshold, the PTU activates to transfer
ELEC BAT 2 OFF Amber Battery 2 has been turned off
hydraulic pressure from the Yellow circuit to the
ELEC GEN 1 OFF Amber Generator 1 is off
while engine 1 is running Green circuit, allowing all the hydraulic
ELEC GEN 2 OFF Amber Generator 2 is off systems to keep working.
while engine 2 is running The PTU generates a very typical sound that
the passengers can hear in the cabin.
HYDRAULICS Note : The PTU does not activate if the parking
If an engine fails and the corresponding
The hydraulic system is controlled through the brakes are set. This is done to avoid having the
hydraulic circuit pressure drops, the PTU
‘HYD’ section of the overhead panel. PTU running when the engines are started one
comes in action to provide the missing
If the generators are off or the engines are This aircraft has 3 independent hydraulic after the other.
pressure. On this example, engine 1 is stopped
stopped (when parked on ground for example), circuits for redundancy, designated Green, Blue (shown with an amber ‘1’) :
the external power source (GPU) has the and Yellow. Green and Yellow circuits are HYD Page
priority. If it is not available, it is assumed the associated to engines 1 and 2 and the Blue The hydraulic system can be monitored on the
APU will provide energy, as shown here: circuit is pressurized by an electric hydraulic HYD SD page.
pump.
1.2. An hydraulic pump is associated with each The PTU arrows show that hydraulic pressure
engine. These switches allow the crew to is transferred from the Yellow to the Green
switch an engine pump off. If an engine is hydraulic circuit and the typical PTU motor
As soon as the external power becomes available stopped, the corresponding hydraulic sound can be heard in the cabin.
and is selected by the crew as the energy source, pump is in fault mode. 1. The 3 hydraulic reservoirs, with an arrow
it takes the priority over the APU. The APU source 3.4. In addition, 2 electric pumps can be run to showing the level. If the PTU is turned off through the overhead
is still available, but not used : provide hydraulic pressure even if all 2. The 3 hydraulic pumps. Their status depends panel switch, the PTU arrows appear amber
engines are stopped. In standard on the pump switches located on the overhead and the Green hydraulic pressure keeps decrea-
configuration, the Blue electric pump is on panel. sing. When it reaches a low level, it is
and the Yellow electric pump is off. 3. Engine references, which show the Green displayed in amber to indicate a potential
5. The Power Transfer Unit (PTU) can be circuit depends on engine 1, and Yellow danger :
turned off through this switch. The PTU is depends on engine 2. They are shown in
detailed later in this section. amber if the corresponding engine is off.
4. The 3 engine pressures, displayed in
When the engines are stopped, the hydraulic pound per square inch (PSI). It turns
SYSTEMS SYSTEMS
altitudes. If the fuel is not pumped out of the 8. Total fuel quantity on board, as displayed
tanks, the altitude increases the risk of on the E/WD.
creating an emulsion that will damage the 9. Fuel used by each engine since it was
engines. started.
10. APU fuel valve. It automatically opens
Manipulating the fuel pumps may be useful to when the APU is running to provide fuel to
reduce a fuel imbalance. If you have much more the APU.
fuel in one wing than in the other, you might 11. Cross feed fuel valve, controlled by the 1. Pack Flow. It lets the crew select the low,
want to shut off the fuel pumps to the less filled cross feed switch on the overhead panel. normal or high pack flow.
Alerts & Warnings
wing and pump fuel to the engines from the 2.3.4. Temperature knobs that let the crew
A green status message ‘HYD PTU’ appears on
other wing. On this aircraft, the maximum fuel Note : The fuel used (9) is reset when the flight adjust the temperature in the cockpit,
the E/WD when the PTU is active. imbalance is around 400 kg. is reset through the ‘Reset Flight’ menu forward cabin and aft cabin.
If, for any reason, part of the fuel on board is action. 5. Hot air valve can be closed using this switch.
FUEL unusable, an amber mark appears below the
The fuel system can be controlled through the 6.7. Pack switches.
FOB indication on the E/WD, as shown here : On the A321, the FUEL page has a slightly 8. Engine bleed switches. The engine bleed
FUEL overhead section.
The aircraft has fuel tanks in the wings and in different layout because this aircraft does not valves are opened in a standard configu-
the center fuselage. For each tank section, 2 have inner and outer wing tanks, it has a single ration. Pressing these buttons close them.
fuel pumps are available. fuel tank in each wing : 9. APU bleed switch. By default, it is closed.
The fuel system manages the fuel The crew must press this button to let the
automatically. Fuel is pumped from the center APU provide bleed air (necessary for initial
tank in priority, then from the wing tanks when engine start).
the center tank is empty. 10. Cross bleed (useful for restarting an
engine in flight, refer to the power plant
section for more information).
FUEL Page
The SD FUEL page shows the current fuel
The status of the air system can be monitored
configuration :
1. 2 switches are available for the 2 left fuel pumps. on several SD pages.
2. Center fuel pump switches. Alerts & Warnings COND Page
3. Right fuel pumps switches. The COND page shows the temperature in
4. Cross feed switch. Message Color Reason every part of the aircraft. If the hot air valve is
FUEL L WING TK LO LVL Red Left wing fuel tank level closed, no more hot air will be provided to heat
According to the dark cockpit philosophy, no is too low the aircraft cabin.
switch light is visible when everything is OK, FUEL R WING TK LO LVL Red Right wing fuel tank level
is too low
that is when all the fuel pumps are on.
FUEL L+R WING TK LO LVL Red Total wing fuel tank level
is too low
Fuel Pump Usage
FUEL CTR TK PUMPS OFF Amber Center tanks pumps are off
The fuel pumps should always be on. If a fuel tank 1. Left fuel pump status. while center tank is not empty
becomes empty, the corresponding fuel pump 2. Center fuel pump status. On this example,
FUEL GRVTY FUEL FEEDING Red Wing fuel pumps are off
automatically stops. This is a normal situation. they are closed but still green. This is so the engines are fed
If the crew turns the center pumps off, the fuel because the center tank is empty. The with gravity only
from the center tank can not feed the engines any center pumps are off, which is a normal CTR TK FEEDG Green Status message to indicate
more. However, if the crew turns the left or right situation. the fuel is pumped
pumps off, the engines can still get fuel by gravity 3. Right fuel pump status. from the center tank only
feed. 4. Wing outer tank fuel quantity. CAB PRESS Page
5. Wing inner tank fuel quantity. AIR The cabin pressure page shows the status of
Warning : If the engines are fed by gravity, 6. Center tank fuel quantity. The air system is controlled through the AIR the pressurization system.
there is a high risk of engine failure at high 7. Fuel tank temperature. COND overhead section.
SYSTEMS SYSTEMS
position. The APU fuel consumption is around 100kg per

7. APU bleed valve. hour.
8. Engine high-pressure valves
9. Wing anti-ice air bleed (visible only if wing APU Bleed
anti-ice is turned on). As soon as the APU is running, its air can be
10. Engine bleed valves, controlled by the ENG used to start the engines. To do this, the crew
BLEED overhead switches. must press the APU BLEED button in the AIR
COND overhead section (see the Air section for
ANTI-ICE APU Start & Stop more details).
The anti-ice protection system is controlled To turn the APU on, first press the master Note : If you are in Beginner mode, the APU is
1. LDG ELEV : This is the elevation of the
through the ANTI ICE overhead section. switch. The APU system is activated ('ON' blue not necessary to start the engines.
arrival airport. It is dashed when the
arrival airport is not defined. light appears on the master switch) and the
2. DeltaP : This is the pressure difference APU flap is opened to let the air enter into the APU Page
between inside and outside the aircraft. APU ('FLAP OPEN' message displayed on the The APU page appears automatically on the SD
3. Cabin V/S : This shows the vertical speed APU page). The APU page automatically during the APU start sequence. The crew can
felt by the cabin (the internal cabin pressure appears on the SD. also access this page by pressing the APU
variation). button on the ECAM control panel.
1. Wing anti-ice. Its status can be monitored
4. Cabin Altitude : This is the altitude that
corresponds to the current cabin pressure. on the BLEED page.
5. Pack valves, controlled by the pack switches 2. Engine anti-ice.
on the overhead panel. 3. Probe and Window anti-ice. It is fully
6.7.8. Inlet, extract and outflow valves. They automatic. It provides low heating when
are automatically controlled. the aircraft is on the ground (to avoid
9. Safety valve. It automatically opens if the delta having ground personnel burnt if they
P is too high, to prevent any aircraft damage. touch the probe) and provides full heating
as soon as the aircraft is airborne. If fuel is available, the START button can then
BLEED Page You can initiate full heating by pressing this be pressed, an 'ON' light appears on the
It shows the status of the air bleed system. button. An 'ON' light then appears. button. This launches the APU start sequence.
Alerts & Warnings The start sequence can be monitored on the 1. AVAIL message appears as soon as the
Status messages appear on the E/WD when APU page displayed on the SD. APU start sequence is finished and the
engine and wing anti-ice are used. When the APU is started, a green 'AVAIL' light APU is available.
replaces the blue 'ON' light on the START 2. FLAP OPEN message is displayed as soon
Message Color Reason switch. An 'AVAIL' message appears on the as the APU system is turned on and the
ENG A. ICE Green Engine anti-ice is on APU page and an ECAM message displays APU flap is opened to let air in.
WING A. ICE Green Wing anti-ice is on 'APU AVAIL'. The APU is now ready to provide 3. This white box displays the APU electric
air and electricity. information : load, voltage and frequency. The
AUXILIARY POWER UNIT (APU) box disappears if the APU is not available. The
It is managed through the APU section of the green arrow on top of the box disappears if
1. Pack outlet temperature overhead. the APU GEN is turned off on the overhead.
2. Pack compressor outlet temperature 4. This box shows the APU bleed information,
3. Pack flow pressure with the air bleed pressure. Amber XX is
4. Precooler inlet pressure displayed if the air bleed is not available.
5. Precooler outlet temperature 5. Bleed air valve; controlled by the APU
6. Cross bleed valve. If the overhead is AUTO, BLEED switch on the overhead.
the cross bleed valve status is the same as 6. APU rotation speed.
the APU bleed valve. Otherwise, it is open The APU can be started at any altitude and at 7. APU Exhaust Gas Temperature (EGT).
or shut according to the XBLEED knob any airspeed.
SYSTEMS SYSTEMS
Alerts & Warnings Note that this page can not be selected emergency, having the Yellow circuit under
Status messages appear on the E/WD when manually. It appears automatically on the SD pressure is safer.
the APU is used. as soon as the aircraft is above the transition
altitude. Start engine 2 by using the left mouse button to
Message Color Reason move the ENG 2 master switch up. You can
APU AVAIL Green The APU is up and running Engine Start & Stop on Ground monitor the start sequence via the E/WD and on
APU BLEED Green The APU is available and When the aircraft is parked on the ground and the SD ENG page that automatically appears. As
the bleed valve is open engines have to be started, the APU must be soon as engine 2 has started, you can start
started first in order to provide air bleed engine 1 by moving the ENG 1 master switch up.
necessary for the engine start sequence. Refer When engine 1 is started, you should return the
POWER PLANTS 1. Fuel used by each engine since last to the APU section for more information about engine mode switch to the NORM position.
The engines are managed by the Full Authority APU start and APU bleed.
startup.
Digital Engine Control (FADEC). This device Note : If you are in Beginner mode, you can just
2. Oil quantity, in quarts
controls the engine during the start sequence When the APU is started and APU bleed is on, press Ctrl-E to start the engines, without
3. Oil pressure, in Pound per Square Inch (PSI)
and during the flight to provide optimal usage. needing to start the APU. This function is
4. Oil temperature the engine start is managed through the ENG
5. Vibration on the first compressor stage section located on the pedestal, just below the inhibited in Intermediate and Expert modes.
Engine Monitoring
6. Vibration on the second compressor stage thrust levers :
Engine status is monitored through the
To stop the engines, the pilot just has to move
Engine/Warning Display (E/WD), which
The engine page is automatically displayed down each engine master switch. The crew
displays essential engine and FADEC
during engine start sequence. It can be should make sure the APU is running before
information. Information is also available
displayed at any time by pressing the ENG key stopping all engines because generators will
through the Engine and Cruise page of the SD.
on the ECAM control panel. stop providing electric energy.
Depending on the engine type and EFIS
generation, the E/WD can have different
During the cruise, the CRUISE page is 1.2. Engine Master Switch for engine 1 and 2 Engine Master Switch Usage in FS :
layouts. Refer to the EFIS section for more
automatically displayed on the SD. It shows 3. Engine mode switch. To move the engine master switches down
details. Anyway, the most important engine
important information about the engines and To start the engine, the engine mode switch (engine off), you must use the right mouse
information is always displayed on the E/WD.
the cabin pressurization and temperature, as must be placed on the IGN/START position. button and click the lower part of the switch. This
shown on the ENG and PRESS pages : This operation turns on the engine igniters was done to prevent an unintentional engine stop
and the FADEC (the E/WD engine information with a mouse click.
become active). This switch position can also
be used when the engines are running in case Restarting Engine in Flight
of heavy rain. It provides continuous ignition, If an engine must be restarted in flight, the
and it reduces the risk of having an engine crew can take advantage of the air bleed from
stop. the engine that is still running. To do this, the
cross bleed valve must be opened by setting
On this example, N1, EGT, N2 and Fuel Flow The engine master switches can then be used the XBLEED switch on the OPEN position
are displayed. In addition, FADEC information to initiate the engine start sequence. The crew (overhead, AIR COND section).
is displayed: the mode, which depends on the 1. Fuel Used by each engine, as shown on the just has to move each engine master switch up
thrust lever detent, and the max N1 that engine page and the FADEC does the rest to start the
depends on this mode. 2. Oil quantity (in quarts), as shown on the corresponding engine. On the twin-engine
engine page aircrafts, both engines can not be started
In addition, engine information is displayed on 3. Vibrations simultaneously because the APU does not
the ENG page : 4.5.6. Cabin DeltaP, vertical speed and altitude, provide enough air for 2 engines. Usually,
as shown on the PRESS page engine 2 is started first. This is because it Air bleed is then available and the pilot can use
7. Cabin temperature, as shown on the COND provides hydraulic pressure to the Yellow the engine mode switch and engine master
page. circuit, the one used by the brakes. If for any switch to start the engine as explained in the
reason the pilot needs to use the brakes in an previous paragraph.
SYSTEMS SYSTEMS
• STS-ALIGN xxx : This message indicates 1. Active frequency window shows the current
INERTIAL REFERENCE SYSTEM (IRS) the remaining time for IRS alignment. frequency used for the selected radio.
The Inertial Reference System (IRS) provides IRS usage with Flight Simulator : 2. Standby/Course window shows the standby
the aircraft position. To work properly, the 1. The IRS position entry through the IRS keyboard frequency for the selected radio. In case of
system must be aligned. The IRS measures is not implemented. It can be done only through a VOR/ILS setting, this window is also used
the aircraft accelerations and updates the the MCDU. to set the VOR/ILS course.
aircraft position, based on the original position 2. The IRS alignment time is configurable through 3. Swap button is used to swap active and
used during alignment. the aircraft configuration window (refer to the standby frequencies.
setup section for more information). In the real 4.5. Selection pushbuttons for the VHF radio
IRS Alignment aircraft, a full IRS alignment takes 10 minutes. channels.
1. Display selector : This switch lets the pilot select 3. The STS-ALIGN status message displays the 6. NAV pushbutton must be pressed if the
The IRS are aligned through the INIT A page of
the information displayed on the LCD screen. remaining alignment time in real seconds, crew wants to use the RMP for radio-
the MCDU (refer to the FMGC section for more The modes will be described later in this section.
information about this page). As soon as the regardless of the time configured by the user in navigation setting, which is not the
2. IRS selector : As this aircraft is equipped the configuration window. standard procedure. If this button is
FROM/TO airports are entered in the MCDU, with 3 Inertial Reference Systems, this
the IRS can be aligned with the departure depressed, the RAD NAV page of the MCDU
switch selects the one that is used to
airport as the original destination. Alerts & Warning is blocked (see the FMGC section for more
display information on the LCD screen.
While the IRS are aligning, a green information information).
3. Mode selector : For each IRS, a switch lets
message ‘IRS IN ALIGN’ appears on the E/WD, 7.8. VOR and ILS selection pushbuttons.
The IRS can detect if the departure airport the crew select the mode used for each IRS :
indicating the remaining time for alignment. Remember that the left RMP adjusts VOR1
position is significantly different from the • OFF : the IRS is turned off and requires a
This message turns amber if the engines are and right RMP adjusts VOR2.
actual aircraft location. This can happen if the new alignment before being used again.
started to indicate that the aircraft should not 9. ADF selection pushbutton.
crew makes an error when entering the • NAV : all the IRS and air data information
move during the IRS alignment phase. 10. ADF frequency oscillator switch.
FROM/TO airport information. In this case, an are used for navigation.
11. Radio master switch.
error message is displayed on the MCDU. • ATT : only the air data information is used
for navigation.
RADIO 12. Frequency/Course knob : The outside
Standard operation of the radio equipment knob sets the integer part and the inner
The crew should remember that the IRS
Display modes involves use of the MCDU for radio navigation knob sets the decimal part of the standby
alignment position taken into account when (in fact, the crew rarely interact with the radio frequency. In case of a course setting, the
aligning the IRS is the departure airport TEST : This mode is dedicated to the test of the
LCD screen. It shows characters that indicate navigation settings because the FMGC is in outer knob changes the course value by 10
reference location stored in the database. This charge of auto-tuning the VOR and ILS). The degrees and the inner knob by 1 degree.
is different from the actual aircraft position. In the digital display is working correctly.
TK/GS : This mode displays the current track radio management panels are used for voice
practice, you don't need to adjust the IRS radio. Nevertheless, the Radio Management In order to use an RMP to set a VOR or ILS, the
and ground speed computed by the IRS.
position before aligning. This is because this Panels can be used for radio-navigation NAV pushbutton must be pressed first to
PPOS : The current plane position is displayed
aircraft is equipped with a GPS system that settings in case of an FMGC failure. activate the NAV pushbuttons (7, 8, 9, 10). As
on the LCD screen.
will do this automatically when the takeoff soon as this is done, the FMGC can not be used
WIND : The wind direction and velocity
thrust is applied. It means the crew should not Radio Management Panels (RMP) to set the radio any more.
computed by the IRS are shown.
use the navigation display when taxiing HDG : The current true heading is displayed. Two Radio Management Panels are located on The crew can then set the VOR/ILS standby
because the IRS may not be perfectly aligned STS : This mode displays a status message of the pedestal. One is available for the captain and frequency using the frequency/course knob
at this time. the MCD screen. It can be one on the following one for the first officer. The Captain's RMP can be (12). When the swap button is pressed to
: used to set VOR1 and the FO's RMP for the VOR2. swap the frequencies, the standby window
IRS Unit • STS-ENTER PPOS : the IRS is not (2) changes and displays the VOR/ILS
This device is located on the upper part of the aligned, so the aircraft’s position is not course, which can be changed at this time
overhead panel. known and should be entered. using the frequency/course knob. After a
• STS-EXCESS MOTION : The aircraft should few seconds, the display turns back to
not move during the IRS alignment process. standby frequency.
This message is displayed if the aircraft is
currently moving during the alignment RMP usage in Flight Simulator :
process. Remember that the VHF1 and VHF2 buttons of the
SYSTEMS SYSTEMS
RMP correspond to the COM1 and COM2 radio • BLW : Intruders located within - 8.000 /
channels of Flight Simulator. + 2.700 ft are shown on the ND
Audio Management Panel (AMP) 6. TCAS Advisory mode
The audio management panel lets the crew • STDBY : The intruders are shown on the ND
select the radio channels heard on the cockpit according to the TCAS mode, but no advisory.
loud speakers. • TA : When an intruder is close to the aircraft 1. TERR : The terrain proximity alerts are
with a potential collision trajectory, an inhibited. These switches are supposed to be used in
aural warning 'TRAFFIC' is triggered. 2. SYS : The whole GPWS is turned off case of failure, to reset the flight control
• TA/RA : When an intruder is very close to 3. G/S MODE : The glideslope alert is inhibited. computers by turning them off and back on.
the aircraft with a potential collision 4. FLAP MODE : The landing aircraft configu- They are not designed to turn these computers
trajectory, an aural warning and a ration warning is inhibited. off.
resolution advisory is provided. 5. LDG FLAP 3 : The flap 3 landing configura- The FACs are in charge of the flight envelope
tion is selected, no flap alert will be protection, the auto-trim system and the auto-
Each pushbutton lets the crew activate/ Transponder Usage generated when landing in this coordination. If they are turned off, amber
deactivate the audio for each radio channel : To enter a transponder code, the transponder configuration. If you choose to land with Flap crosses appear on the PFD to indicate there is
1.2. VHF1 and VHF2 channels (called COM1 and should obviously be turned on. 3 configuration (refer to the PERF APPR no flight envelope protection: no bank angle
COM2 in Flight Simulator) Then any action on the keypad clears the page for more information), this switch must limit and no pitch angle limit.
3.4. OR1 and VOR2 channels existing code to enter a new one. Pressing the be pressed to avoid having a flap alert in
5. Marker channel (inner, middle and outer CLR key erases the code being entered. short final. Auto-coordination in Flight Simulator :
markers) The code entry is validated as soon as the 4 When you load this aircraft in Flight Simulator, the
6. ILS channel. Because of an FS limitation, digits have been entered. Alerts & Warning FS auto-coordination is turned on according to the
ILS channel is linked to the VOR1 channel. Message Color Reason FAC status. When the aircraft is unloaded from FS,
7. ADF channel. TCAS Usage GPWS SYS MODE OFF Green The GPWS is totally off the previous auto-coordination status is restored.
The only important thing to think about is to GPWS FLAP MODE OFF Green The flap mode is off
TRANSPONDER & TCAS change the TCAS mode according to the flight GPWS G/S MODE OFF Green Glideslope mode is off Speed Brakes & Ground Spoilers
The transponder & TCAS device is located on phase : GPWS FLAP 3 Green Flap 3 configuration Speed brakes and ground spoilers are
the pedestal. It allows the crew to enter the • ABV mode should be set prior to takeoff is selected for landing different, even if they are controlled through
transponder code required by the ATC to to monitor potential intruders above the the same handle and use the same aircraft
identify the aircraft and to configure the TCAS. aircraft during the takeoff and climb FLIGHT CONTROLS parts. The speed brakes can be deployed in
phases. Sidesticks & Rudder Pedals flight, they use 4 of the 5 moving panels on the
• BLW mode should be engaged just before There is not much to say about flight controls top of the wings and their movement is limited
the descent is initiated to monitor the as they were described in detail in the Fly-by- to approximately 50% of the maximum
potential intruders below the aircraft. Wire section. The only thing to keep in mind is deployment. The role of the speed brakes is to
that a strong action on the stick or on the reduce the lift and increase the drag to
GROUND PROXIMITY WARNING rudder pedals disconnects the autopilot. As decelerate the aircraft in flight. If they are
1. Transponder Mode SYSTEM (GPWS) this is not the standard procedure, it triggers deployed, a green message 'SPPED BRK' is
2. Transponder Channel The GPWS provides aural alerts to indicate an alarm that can be stopped by pressing the displayed on the E/WD.
3. TCAS Master Switch potential danger related to the ground A/P disconnection button.
4. Keypad for the transponder code entry proximity, such as excessive descent rate or The ground spoilers can be deployed on the
5. TCAS Mode bad aircraft configuration. Flight Control Computers ground only. They are used to reduce the
• THRT : Only the dangerous intruders are The GPWS is controlled through the switches Seven computers are in charge of the Fly-by- aircraft speed and to break the lift for optimal
shown on the ND, within a +/- 2.700 ft located in the GPWS section of the overhead Wire system: 2 Elevator and Aileron Computers break efficiency. When they are activated, all
altitude range panel. These switches let you turn off all or (ELAC), 2 Spoiler and Elevator Computers (SEC) the 5 panels deploy at their maximum angle.
• ALL : Intruders located within +/- 2.700 ft some of the GPWS warnings. and 2 Flight Augmentation Computers (FAC). The ground spoilers can be armed to deploy
are shown on the ND All these computers can be turned off using automatically during takeoff in case of a
• ABV : Intruders located within + 8.000 / the switches located in the 2 FLT CTL sections rejected takeoff or during approach to deploy
- 2.700 ft are shown on the ND of the overhead. when the aircraft touches the ground upon
SYSTEMS SYSTEMS
landing. When they are armed, a green

message ‘GND SPOILERS ARMED’ is
displayed on the E/WD. When the ground
spoilers have automatically deployed, the
action of disarming them will make them
retract. It has 3 positions :
• LOW / MED : Low/Medium braking
The table shows 2 flap/slat positions 1. LCD screen that displays the current pressure, can be used for landing
correspond to the same handle position. If the rudder trim position, preceded by L or R to • MAX : Maximum braking pressure, to be
handle is moved to the 1 position, the flap/slat indicate the trim direction. used for takeoff only in case of RTO
position is set according to the following 2. Reset button that triggers a rudder trim (rejected takeoff).
diagram : centering action. The MAX position must be used for takeoff
The upper and lower parts of the handle can 3. Rudder trim knob : Turning the knob to the only. For landing, MED should be used if the
be clicked to move the handle up and down. left/right moves the rudder trim accor- runway is short or wet, otherwise LOW should
Moving the handle higher than the RET dingly. be used.
position (retracted) arms the ground spoilers.
Moving the handle down deploys the speed GEAR, WHEELS & BRAKES When the autobrake is actually active to
brakes progressively. decelerate the aircraft, a green light ‘DECEL’
Landing Gear appears above the selected autobrake button.
Speed Brake/Ground Spoiler control in Flight The landing gear is controlled through the
Simulator : gear lever located on the main panel. If the autobrake is engaged, its status is
The standard FS keys can be used to arm/disarm the If the aircraft gets close to the ground during displayed on the E/WD.
ground spoilers and extend/retract the speed brakes. By descent and the gear is still retract, a alert Pressing the button of the currently selected
default, the ‘/’ key is used to extend/retract the speed 'L/G Gear Not Down' appears on the E/WD with position disarms the autobrake. When
brakes and Shift-/ is used to arm/disarm the spoilers. an aural warning. In addition, a red arrow light autobrake is switched off, a flashing message
The flap/slat position can be monitored on the is illuminated adjacent to the gear lever. ‘AUTOBRK OFF’ appears for 10 seconds on the
E/WD. Refer to the EFIS section for more The landing gear status can be monitored on WHEEL page.
Flaps
information. the SD (WHEEL page) and on the LDG GEAR
The flaps have specificity on this aircraft: the
section of the main panel. Brakes and Parking Brakes
flap handle has 4 positions while the flaps and
Trims The brake status can be monitored on the
slats can have 6 positions, as shown in the
Elevator Trim ECAM Wheel page, detailed later in this
following table :
This aircraft is equipped with an auto-trim section. The most important information is the
system managed by the fly-by-wire system. It brake temperature. If the brake temperature
Flap/Handle Flap/Slat Flap Slat Usage Max Speed
Position Position Angle Angle knots) means the crew is not supposed to interact is too high when the takeoff check is operated,
0 0 0° 0° Flight Vmo
with the elevator trim wheels located on the The lighted symbols indicate each landing an alert ‘HOT BRAKES’ is triggered. The crew
left and right of the thrust levers, except in gear status : must be aware that heat in the brakes makes
1 1 0° 18° Approach 230
or Takeoff/ case of a failure. • Green Triangle : The landing gear is them less efficient.
1+F 10° 18° Landing 215 Note that any manual action on the elevator down and locked
2 2 15° 22° Takeoff/ 200 trim disconnects the AP with an alarm. • Red ‘UNLK’ : The landing gear is Parking brakes can be manipulated through
Landing currently unlocked (in transition) the handle located on the pedestal or by using
3 3 20° 22° Takeoff/ 185 Rudder Trim • Nothing : The landing gear is retracted. the FS key (CTRL-. by default).
Landing The rudder trim is mainly used in case of an
FULL FULL 35° 27° Landing 177 engine failure, to counteract the dissymmetric Autobrake system
thrust. The autobrake system is dedicated to manage
The table also shows how the different aircraft brakes automatically when the takeoff
flap/slat configurations are to be used, and the is rejected or when the aircraft lands.
maximum airspeed for each configuration. The parking brake status appears on the E/WD :
• PARK BRK appears in green when
SYSTEMS SYSTEMS
parking brake is set. LIGHTING & SIGNS When the landing lights are on, a green With flood lighting, the main panel looks like this:
• PARK BRK turns to amber if the parking message ‘LDG LT’ appears on the E/WD.
brakes are set while engine power is External Lights
greater than idle. If strobe lights are off when the aircraft is
The aircraft lights are controlled through the
EXT LT section of the overhead panel. airborne, a warning message ‘STROBE LT
WHEEL Page
OFF’ appears on the E/WD.
The WHEEL page is automatically displayed
on the SD when the aircraft is on the ground
with engines started. It can also be selected Keep in mind the EFIS brightness can be adjusted
by pressing the WHEEL key on the ECAM Panel Lighting using the mouse wheel when the mouse is in the
control panel. At night, the lighting equipment provides EFIS central zone. This is very useful at night.
panel lighting. The panel lighting is turned on Seat Belts & No Smoking
1. Strobe lights : They should be on when the using the standard FS key for panel lights The Seat Belt & No Smoking signs are
aircraft is in flight. They can be turned on, controlled with the switches located on the
off or set in AUTO mode. If set to AUTO, (Shift-L by default). Turning the panel lighting
SIGNS section of the overhead panel.
they automatically turn on when the on during the day has no visible effect.
aircraft is airborne, and turn off when the
At night, the panel lighting looks as shown here:
aircraft is on the ground.
2. Beacon lights : Red lights located above
and below the aircraft. They should be Each switch has 3 positions : ON, OFF and AUTO.
switched on as soon as the engines are In AUTO mode, the seat belt sign turns on
1. Nose wheel status running or the aircraft moves. when the aircraft moves and turns off when
2. Left main gear status 3. Wing lights : These lights should be used the aircraft crosses 10.000 feet in climb. It
3. Right main gear status to taxi to the gate. They can be turned off turns back on when the aircraft reaches
These 3 indicators show the gear status. when the engines are stopped. 10.000 feet in descent, and turns off again
The lines represent the gear doors. They 4. Nav lights should be turned on as soon as when the aircraft is landed and the engines
the aircraft is energized. In addition, the panel lighting provides flood
are green when the gear doors are closed, are stopped.
amber when the doors are open or moving. 5. Runway turn off lights are designed to be In AUTO mode, the “no smoking” signs always
lighting that can be activated using the FLOOD
The triangles represent the landing gears. used with the taxi lights during taxi. turns on because all the flight today are non-
They are green if the landing gears are 6. Landing lights : These lights are big and can LT MAIN PNL knob on the pedestal. smoking flights.
down and locked and red if the gears are in be retracted into the aircraft belly. The
switches have 3 positions : RETRACT to The status of the seat belt and no smoking
transition. No triangle is displayed if the
retract the lights, OFF to extend them signs is displayed in green on the E/WD.
gears are retracted.
without switching them on and ON to turn
4.5.6. Gear tire pressure, in PSI
them on when the are extended. They
should be turned on as soon as the aircraft
7.8. Left and right brake temperature : is cleared to align on the runway for takeoff
The value is shown in green if the temperature and can be turned off when passing 10.000 The Ctrl-Shift-F key can also be used to turn
is normal. In turns amber over 300°C. A green feet.
arc appears over the hottest wheel when the flood lighting on/off.
7. Nose lights (or Taxi lights) must be turned
brake temperature is between 100°C and on just before the aircraft moves on the
300°C. An amber arc appears over the hottest ground. This is the best way for ground
wheel when its brake temperature is above personnel to see the aircraft is cleared for
300°C. taxi. It must be turned off when the landing
9. Ground spoiler status : vertical arrows gear is retracted, even if it is automatically
appear when they are deployed. turned off if the gear is up.
FMGC FMGC
FMGC DONE When the flight is finished and

the aircraft has landed.
the keypad with the mouse. It may be painful if
you have a lot of data to enter. This is why you
page.
PREAMBLE can also use your PC keyboard, using the keys

The Flight Management System is composed The FMGC also divides the flight into several in combination with a modifier or a locker, to
of the Flight Management and Guidance phases, used for the system internal use and enter data in the MCDU scratchpad. Refer to
Computer (FMGC) and the Multifunction for the alert management: the Setup section for more information about
Control and Display Unit (MCDU). the possible keyboard configuration.
The MCDU is the device used by the pilot as an You can also use the function keys (F1 to F12)
interface between him and the FMGC. It to simulate the 12 line select keys (F1 to F6 for
computes all kind of data to fly the aircraft 1L to 6L, F7 to F12 for 1R to 6R).
safely along its trajectory. The Scroll Lock key is the default locker,
which means that if you press this key, any key
During cockpit preparation, the MCDU is used typed on your keyboard will be directed to the
to insert a route, from departure to MCDU USAGE MCDU. Refer to the Setup section for more
destination. The FMGC computes vertical and The MCDU is composed of information.
speed profiles according to the ATC - 12 line select keys, 6 one the left (referenced When a locker key (such as Scroll Lock) is
constraints and the aircraft performance. The 1L to 6L) and 6 on the right (1R to 6R). used to enter data in the MCDU, the following
FMGC interacts with the flight directors, the - The page keys that give direct access to some keys simulate the page keys:
autopilots and the autothrust system to guide predefined pages,
the aircraft, taking account of any parameterf - The alpha and numeric keypads to enter data PC keyboard key MCDU page key
the pilot decides to manually select (speed, into the MCDU Ctrl-D DIR
V/S, heading, …). - The brightness control knob to modify the Ctrl-O PROG
display brightness. Ctrl-P PERF
During the flight, the MCDU displays data Ctrl-A DATA
computed by the FMGC, such as Estimated To enter any data into the MCDU, you can use Ctrl-N F-PLAN
Time of Arrival (ETA), fuel predictions, the keypads. All the characters typed in are Ctrl-R RAD NAV
constraint management... displayed on the bottom line of the screen, Ctrl-U FUEL PRED
called the scratchpad. When the data is typed, Ctrl-M MCDU MENU
FMGC PHASES & FLIGHT PHASES you click the line select key to enter it where Ctrl-Pg Down NEXT PAGE
The FMGC manages several phases during the you require. Ctrl-Up Arrow Up Arrow
flight. They are described in the following Ctrl-Down Arrow Down Arrow
table: Some lines contain two values, separated by a
‘/’ (slash). In this case, you can enter the 2 A vertical arrow in the bottom right corner
PREFLIGHT When the aircraft is on the values by separating them with a slash. If you The MCDU displays information on pages. shows the page can be scrolled upward.
ground, prior to take off power. want to enter the first value only, enter it When a page content can not be displayed on
TAKE OFF When take off power is applied directly. If you want to enter the second value single page, the pilot has to use specific keys
(FLEX or TOGA) and the aircraft is below 1500 only, precede it with a slash. to display the rest of the information:
feet AGL. - If the page can not display the whole
CLIMB From 1500 feet to the cruise The time information is displayed using a XXYY information on the 6 select key lines, the pilot
altitude format, where XX are the hours and YY are the can scroll the page using the 2 vertical arrow
CRUISE All along the cruise minutes. For example, 0120 means 1 hour 20 keys. On the bottom right corner, vertical
DESCENT During the descent from the minutes. Entering time information into the arrow symbols show if the page can be
cruise altitude MCDU must use the same convention, where scrolled upward, downward, or both.
APPROACH Final part of the descent, close XX can be omitted if null. - If the information is displayed on several
to the destination. different pages, a horizontal arrow on the top
GO AROUND If TOGA power is applied Keypad simulation in FS: left corner shows that another page exists. A left arrow in the top right corner shows a
before landing You can use the keypad by clicking any key in Pressing the NEXT PAGE key shows the next next page exist. Press NEXT PAGE to display it.
FMGC FMGC
MCDU MENU PAGE INIT A page when no information has been route exists, it just displays "NONE".
CHARACTERS AND COLORS The MENU page is accessed by pressing the entered. As soon as the FROM/TO field is filled, the 4L
The colors and the type of characters used to MAIN MENU page key. It shows the various and 4R select lines (LAT and LONG) are filled
display information is important as they systems the pilot can access through the with the departure airport coordinates. The 3R
respect a convention that helps the pilot in MCDU. line (ALIGN IRS) becomes active to establish
understanding each information type. an IRS alignment, based on these coordinates.
ALTN RTE (2L)
DATA TYPE > COLOR & CHARACTERS This field is dedicated to the alternate route.
Page title, comments, sratchpad You can enter any data in this field. The
> White, normal characters alternate route is not implemented in this
Modifiable / Selectable data > Blue version.
Mandatory data entry > Amber boxes ALTN (2R)
Optional data entry > Blue brackets This field lets you enter the alternate
Non modifiable data > Green destination. It is not simulated in this version.
Computed data > Small characters INIT A page when all the necessary FLT NBR (3L)
Constraints > Magenta information has been entered. The current flight number must be entered in
Data that impacts the flight plan this mandatory field. Assistance is available
> Followed by a ‘*’ The screen shows the name of the selected CO RTE (1L) for this value.
Primary flight plan > Green system in green, all others in white. At the MCDU initialization, this field is shown ALIGN IRS (3R)
Next flight plan waypoint > White with amber boxes, which means it is As soon as a Lat/Long position is defined (4L
Temporary flight plan > Yellow System simulation in FS: mandatory. The pilot can enter a company and 4R), this field appears to let the crew align
Secondary flight plan > White Only the FMGC option is valid in FS. The ACARS route name in this field. If the route exists in the IRS (Inertial Reference System) according
Features that don’t exist in the real aircraft and AIDS are not implemented at this time. the database, it is loaded in the FMGC. to this position. If no position is defined, this
(used for simulation only) > Grey Note that a route is composed of a departure field is empty.
INIT A PAGE airport, an arrival airport and waypoints. It LAT and LONG (4L and 4R)
ASSISTANCE This page can be accessed by pressing the INIT does not define the departure and arrival These fields show the position (in
For some MCDU data, you may request page key or by clicking the 1L key of the MENU runways, or the departure and arrival latitude/longitude), as soon as the departure
assistance. If you don’t know a value that page. procedures (SID/STAR). When a route is airport is defined. When the crew fills the
should be entered in an MCDU field, you can It is accessible only during the PREFLIGHT loaded, a discontinuity is created after the FROM/TO field (1R), the lat/long fields are
ask FS to assist you, and if FS knows the value, phase. departure airport and before the arrival automatically filled with the departure airport
it will be provided to you. To request airport. position.
assistance, just click on the select line with an Note that a right arrow is visible in the top If the pilot enters a departure and arrival At this time, you can see vertical arrows (next
empty scratchpad, and FS will fill the right corner because the INIT B page can be airport in the FROM/TO field, the CO RTE to LAT), which means you can adjust the
scratchpad with the value it has, if available. accessed from this page by pressing the ‘NEXT becomes optional (shown with blue brackets), latitude by pressing the MCDU vertical arrow
PAGE’ key of the MCDU. unless a company route has been selected in keys. You can press the 4R select key to move
For example, the pilot is supposed to enter the the route selection page. the arrows next to the longitude field, thus
aircraft “Zero Fuel Weight” (ZFW) in the 1R FROM/TO (1R) letting you adjust the longitude with the MCDU
line of the INIT B page. If you don’t know this When the MCDU is initialized, the field is arrow keys.
value, make sure the scratchpad is empty and mandatory. If a company route is selected, this When the LAT and LONG fields are defined or
click the 1R button. The scratchpad is then field is automatically filled with the modified, you can press the 3R select key to
filled with the ZFW value provided by FS. You departure/arrival airport of the route. align the IRS according to this position.
just have to click on the 1R button again to If you enter a departure/arrival airport in this
enter this value. field, the ROUTE SELECTION page Note: When you enter the FROM/TO airports,
automatically appears to let you select a route the position is initialized with the position of
³ Note that the assistance is never available if between the departure and arrival points, if the departure airport, which is not the exact
you are in Expert mode. indeed any route exists. If you select a route, it position of the aircraft. You don’t have to adjust
automatically fills the CO RTE field (1L). If no the aircraft position accurately because this
FMGC FMGC
aircraft is equipped with a GPS that will align TROPO (6R) are available. It is not modifiable by the crew. This is the predicted Landing Weight. It is
the IRS accurately when take off power will be The crew can define the altitude of the FINAL/TIME (5L) calculated by the FMGC when predictions are
applied. tropopause, which is 36090 feet by default. This field shows the fuel quantity and time to available and is not modifiable by the crew.
COST INDEX (5L) fly to the alternate airport or to the destination
This value is very important for the INIT B PAGE airport if no alternate is defined. The crew can ROUTE SELECTION PAGE
performance and prediction calculations. It This page is only accessible from the INIT A modify one of the values, and the FMGC This page is only accessible when the
determines how you want to use the aircraft. page by pressing the NEXT PAGE key. It is not computes the other. FROM/TO field has been filled in the INIT A
You can decide to fly at low speed with low fuel accessible if the engines are started. Pressing page.
consumption, or to fly fast and burn more fuel. the NEXT PAGE key again brings back the INIT Note: The time is displayed and should be The route selection page displays all the
Enter a cost index value of 0 corresponds to A page. If you start the engines while the INIT inserted using a XXYY format, where XX are database routes that exist with the FROM/TO
the lowest possible fuel consumption at low B page is displayed, it jumps to the FUEL PRED the hours and YY are the minutes. For airports that were defined in the INIT A page.
speed (long range), and a higher value page. example, 0120 means 1 hour 20 minutes. If several routes exist, you can see them by
corresponds to higher speed, with higher fuel Note that all the weights on this page are pressing the ‘NEXT PAGE’ key of the MCDU.
consumption. The cost index can vary from 0 to shown in tonnes or in 1000 LBS, depending on EXTRA/TIME (6L) If no route exists in the database for the
999. the unit system that has been selected in the This field shows the extra fuel quantity and the departure and arrival airports that were
WIND (5R) configuration window (metric or imperial available time for holding over the destination defined, “NONE” is displayed on the route
This will bring the WIND page that lets the system). or alternate airport. It is calculated by the selection page.
crew define the winds along the flight plan. It FMGC and is not modifiable by the crew.
will be described later. ZFCG/ZFW (1R)
CRZ FL/TEMP (6L) This field shows the Zero Fuel Center of
The crew can define the cruise altitude in this Gravity (ZFCG) and the Zero Fuel Weight
field, and the temperature at the cruise (ZFW). This entry is mandatory for the FMGC to
altitude if you wish. compute the Gross Weight (GW), which is
The altitude can be entered in feet, or in flight necessary to determine reference speeds.
level. If you want to enter an altitue in flight i Assistance is available for this field.
level, you can enter it directly or enter it by BLOCK (2R)
preceding it with ‘FL’. This is the block fuel quantity (quantity of fuel
available on board when initializing the
Value entered Cruise Altitude FMGC). It is mandatory to compute the Gross
8000 8000 feet TAXI (1L) Weight (GW) and the fuel predictions. No route exists between LFRS and LFMN. The
FL330 FL330 This field shows the fuel quantity for taxi. The i Assistance is available for this field. route selection page displays “NONE”, and you
(33000 feet AMSL) default value (shown in small characters) is just have to press RETURN (6L) to continue.
350 FL350 200 kg. > Entering the ZFW and the Block Fuel is
(35000 feet AMSL) TRIP/TIME (2L) very important to let the FMGC calculate the
This field shows the trip fuel and the trip time Gross Weight (GW). The GW is necessary to
You can also enter the cruise altitude that are calculated by the FMGC when the determine many data items by the FMGC,
temperature. If you enter both cruise altitude predictions are available. It is not modifiable including the predictions. If you forget to
and temperature, you must use a ‘/’ as a by the crew (green). enter this data, predictions are not available
separator. If you don’t enter the temperature, RTE RSV/% (3L) and some FMGC features may become
it is automatically calculated when the cruise This field displays the route reserve and the inoperative.
altitude is entered (in this case, it appears in corresponding percentage of the trip fuel. By
small characters). default, it represents 5% of the trip fuel. The TOW (4R)
Entering the cruise altitude is very important crew can modify one of the values, and the This field displays the Take Off Weight (TOW),
for the performance calculations and for the FMGC computes the other. which is calculated by the FMGC when the ZFW
flight phase sequencing. If you forget to enter ALTN/TIME (4L) and Block fuel fields are filled. It is not A route exists between LFRS and LFPO. You
this data, some features of the FMGC may not This field shows the alternate trip fuel and modifiable by the crew. can use it by pressing INSERT (6R), or ignore it
work properly. time that are calculated when the predictions LW (5R) by pressing RETURN (6L).
FMGC FMGC
If a route is defined, you can press INSERT (6R) The History Wind page shows the winds that
to use it. were recorded during the previous flight Left Column:
Note that a database route is supposed to be (small characters). We can see that the 2 – The FROM waypoint is the waypoint from
used as a base for the flight plan, is not a previous flight didn’t reach the FL330, which is where the aircraft comes. It is the origin
complete flight plan itself. why the wind is not defined for the cruise waypoint of the active leg.
It is composed of a departure and an arrival altitude. 3 – Name of the airway. In this example, the
airport, and waypoints that define the route airway name is automatically generated with
using airways or direct. A database route does the course to fly from the departure airport to
not contain the departure and arrival runway, the initial waypoint computed by the FMGC.
and does not contain the departure and arrival 4 – NEXT Waypoint: This is the waypoint to
procedures (SID and STAR). which the aircraft is currently flying. It is
When a route is inserted to create a flight plan, written with white characters.
a flight plan discontinuity exists between the Example of a flight plan where the predictions 5 – Overfly symbol: When this symbol is drawn
departure airport and the first waypoint, and have not been computed. near a waypoint, this waypoint will be
another one between the last waypoint and the overflown. If you want to have a waypoint
arrival airport. Managing these discontinuities overflown, press the OVFY key on the MCDU. A
will be explained in the flight plan section. white triangle then appears on the scratchpad
and you can select a waypoint to make it
WIND PAGE The wind has been defined for the FL330 (big overfly.
This page is accessible from the INIT A page by characters). Consequently, the page became
pressing the 5R select key. It lets the crew the Wind page. Center Column:
define the winds at different altitudes. 6 – TIME: This column indicates the time to fly
Wind Information (1L to 4L) to each waypoint. On this example, no time is
When it is displayed for the first time, it You can enter wind information at any altitude displayed because the predictions are not
displays the history winds. These are the by entering the wind direction and the wind available yet. If an Estimated Time of
winds recorded by the FMGC during the velocity (in knots), separated by a ‘/’. Departure (ETD) is entered, the UTC time is
previous flight. This is very useful if you fly the INSERT (6R) Example of a flight plan with predictions. displayed instead of the time.
same route back and forth. For example, if you Pressing the 6R select key validates the wind 7 – Bearing to fly from the FROM to the NEXT
fly from Paris Orly to Nice Cote d’Azur, there is information and enters it into the FMGC, which The layout of the flight plan page is explained waypoint.
a very high probability that you have the same will take this information into account for the here: 8 – Track to fly from the NEXT waypoint to the
winds if you fly back from Nice to Paris one future predictions. following waypoint.
hour later. Note the ‘*’ characters, which means the wind If you scroll the flight plan, the BRG and TRK
As soon as you modify or enter wind insertion may have an impact on the flight are always displayed between the first and
information, the HISTORY WIND page becomes plan. second waypoint displayed on the page.
the WIND page.
FLIGHT PLAN PAGE Right Column:
The flight plan page is accessible by pressing 9 – Predicted speed (in knots or in Mach) or
the F-PLAN key on the MCDU. Basically, the speed constraint at each waypoint. In this
flight plan page displays the flight plan stored example, speed predictions are not available.
in the FMGC memory. It also gives access to The speed prediction is displayed in green, the
the lateral and vertical revision pages. constraints are in magenta.
10 – Altitude prediction/constraint.
The altitude prediction is displayed in green,
the constraints are in magenta.
1 – The flight number is displayed in the top 11 – The distance between two consecutive
right corner, if it was entered in the INIT A waypoints is displayed here.
page.
FMGC FMGC
Bottom Line: DEPARTURE PAGE pressing its left adjacent key, and the
The bottom line shows all the information This page is accessible from the LAT REV page transition list is updated according to the SID
about the destination. of the departure airport. It is dedicated to the selection. You can then select a transition by
12 – Name of the destination airport. definition of the departure runway and SID. pressing its right adjacent key.
13 – Total flight time, if predictions are If you do not want to select a SID, you can
available. If an ETD is defined, the predicted scroll the SID list to the end. The last SID
arrival time (UTC) is displayed. displayed is named “NO SID”. If you select this
14 – Distance to destination. one, the transition selection automatically
15 – Estimated fuel on board (EFOB) at turns to “NO TRANS”, and a waypoint is
destination. automatically created in the runway alignment
at 5 NM of the runway threshold.
LATERAL REVISION PAGE After the SID and transition have been
It is accessible by pressing a MCDU button on LAT REV page at the arrival airport. selected, all the corresponding changes are
the left of any waypoint displayed in the flight set out in a temporary flight plan drawn in
plan list. Depending on the type of the DEPARTURE (1L) yellow on the Navigation Display. You must
waypoint, the LAT REV page has different This is available for the departure airport only. press INSERT (6R) to validate it or ERASE (6L)
aspects. It brings the Departure page, which allows the All the available runways of the departure to abort.
definition of the departing runway and SID. It airport are listed, with their length (in meters
is described later in this section. or in feet, depending on the selected unit ARRIVAL PAGE
ARRIVAL (1R) system), their orientation, and the ILS This page is accessible from the LAT REV page
This is available for the arrival airport only. It name/frequency, if any. You can select one of of the arrival airport. It is very similar to the
brings the Arrival page, which allows the the runways by pressing the left adjacent key. departure page. It lets the crew define the
definition of the arriving runway and STAR. It As soon as a runway is selected, the SID arrival runway and the STAR if needed.
is described later in this section. selection page is displayed.
HOLD (3L) If a runway has already been selected, it is
Available for the standard waypoints only. It shown without the arrow on the left to indicate
brings the HOLD page that lets the crew define the fact that it is already selected. In addition,
a holding pattern at this waypoint. you can directly jump to the SID selection page
VIA/GO TO (2R) by pressing the NEXT PAGE key on the MCDU.
LAT REV page at the departure airport. Available for the standard waypoints only.
Using this key lets the pilot use an airway to
add waypoints in the flight plan. Refer to the
Flight Plan Management section for more
information about this.
NEXT WPT (3R)
This key lets the crew add a new waypoint
after the revised waypoint. The process of
adding a new waypoint in the flight plan is
detailed in the next section (Flight Plan
Management).
NEW DEST (4R)
It allows the crew to define a new destination The “ELMAA7” SID has been selected, and
LAT REV page at a normal waypoint. from the revised waypoint. An airport name no transition has been selected yet.
must be provided here.
If you define a new destination airport, do not The SID selection page shows the Standard
forget that you will have to define the arrival Instrument Departures on the left and the
runway also. transitions on the right. You can select a SID by
FMGC FMGC
Just like on the departure page, the crew must 1L, 2L or 3L. As soon as a change is done, the at the revised waypoint, using the direction (in
first select the arrival runway. Then the STAR title changes to “HOLD” and the option magnetic degrees) and velocity (in knots).
page is displayed, allowing the selection of the “REVERT TO COMPUTED” appears on 3R. UTC CSTR (2R)
STAR and transition if needed. When the STAR This field appears on the departure airport
selection is validated, a course fix waypoint is INBOUND COURSE (1L) revision page only. It allows the pilot to define
automatically added before the arrival runway, The crew can change the heading of the the Estimated Time of Departure (ETD). As
in the runway alignment, at 10 NM of the holding pattern, which is the heading to the soon as this information is entered, the time
runway threshold for the final approach. revised waypoint by default. predictions are shown in UTC time instead of
TURN DIR (2L) duration.
HOLD PAGE This is the turning direction of the holding The time must be entered in UTC, using the
This page is dedicated to the definition of a pattern. It can be L for left or R for right. format XXYY, where XX are the hours and YY
holding pattern at the revised waypoint, which TIME/DIST (3L) are the minutes (i.e. 1050 for 10h50).
is called the hold fix. When you select it, a The pilot can enter the time or distance in this VERT REV page at a standard waypoint. QNH (4R)
default holding pattern is automatically field. Entering one information computes the This field appears on the arrival airport
computed and presented on the HOLD page, other. revision page only. It lets the crew define the
and it is added to the temporary flight plan If you enter the time (in minutes), the distance QNH at the arrival airport for better
(displayed in yellow on the ND). is computed according to the predicted speed predictions.
for the holding. The predicted speed is the
speed constraint at the revised waypoint if it is DATA PAGE
defined, or green dot speed. This page gives access to the FMGC navigation
If you want to enter the distance (in NM), it database content.
must be preceded by a ‘/’. The time is then
computed according to the predicted speed
also.
REVERT TO COMPUTED (3R)
Pressing this key brings back the default VERT REV page at the arrival airport.
holding pattern computed by the FMGC.
CLB SPD LIM or DES SPD LIM (2L)
VERTICAL REVISION PAGE This field defines the speed limit below a given
It is accessible from the flight plan page by altitude. By default, it is a 250 knots speed
pressing one of the right keys adjacent to a limit below 10,000 feet. The crew can change
listed waypoint. Depending on the revised these values. The climb speed limit is shown
waypoint type, the VERT REV page consists of only on the departure airport vertical revision
different components. page.
SPD CSTR (3L)
This field appears on the standard waypoint
revision page only. It lets the pilot define a
speed constraint on the revised waypoint.
ALT CSTR (3R) WAYPOINTS (1L)
This field also appears only on the standard Pressing this key gives access to the
waypoint revision page. It lets the pilot define waypoints stored in the database. The pilot is
The title of the page is “COMPUTED HOLD”. an altitude constraint on the revised waypoint. asked to enter a waypoint name whereupon
The default holding pattern takes the heading It must be preceded by a – (minus) or a + (plus) the corresponding information is displayed:
to the revised waypoint as the inbound course, to indicate if it is a minimum or maximum identifier and lat/lon coordinates.
turns on the right and the holding duration is 1 altitude constraint.
minute below 14000 feet, 1.5 above. WIND (5L)
You can change the holding pattern by using VERT REV page at the departure airport. This field lets the crew enter the wind forecast
FMGC FMGC
Note that the number displayed on 2R is the

AIRAC cycle number of the FeelThere
database. It may be useful for you if you plan to
update it regularly.
The performance factor shown in 6R is not
simulated in this version.
The runway identifier is displayed, followed by You can enter the name of the route in the
NAVAIDS (2L) its coordinates, the runway length (in meters scratchpad and press CO RTE (1L). This name
It works exactly like for the waypoints. All the or in feet, depending on the selected unit will be used later to retrieve this route for a
navaid’s relative information is displayed on system), the runway course and the associated future use.
the resulting page: identifier, class, position, ILS identifier, if any. You can press STORE ACTIVE F-PLN (2L) to
frequency, elevation, figure of merit (this is store the route that corresponds to the active
fake information not supported by the current ROUTES (4L) STORED WAYPOINTS, NAVAIDS, RUNWAYS flight plan by giving it an automatic name. In
database) and the magnetic variation at the You can explore the routes stored in the (1R, 2R, 3R) this case, the name is composed of the
station location (station dec). database through this function. Pressing the These functions are not implemented in this departure and arrival airports, followed by a
4L key displays a page requesting the route version. If you want to add waypoints, navaids number (i.e. LFBOLFPO1 for a route that goes
name (1L) or the from/to airports (1R). and runways, you can do it through the from Toulouse-Blagnac to Paris-Orly). If a
If you enter a route name, the corresponding FeelThere database modification tool. route with the same departure/arrival airports
route is immediately displayed. If you enter already exists, the number is automatically
the from/to airports, all the existing routes STORED ROUTE (4R) incremented to avoid erasing any existing
that correspond to these airports are This function allows you to store the existing route.
displayed. The title indicates the number of route in the database. Pressing 4R brings a
routes available and you can display them by page that shows the stored routes: Important Note:
pressing the NEXT PAGE key on the MCDU. When you save a route based on an existing
flight plan, only the route information is saved
including the departure/arrival airports and
all the waypoints and airways that composed
the flight plan. If you re-use a route later, you
RUNWAYS (3L) will have to define the departure/arrival
This is a little different because the pilot is runways and procedures (SID/STAR) to have a
requested to enter the airport ICAO name complete flight plan.
followed by the runway name. For example,
for the runway 32L at Toulouse-Blagnac, enter IMPORT FS FPLN (6R)
“LFBO32L”. You may notice this line is written in grey. It is
because it does not exist in the real aircraft. It
The only action you need take at this stage is to lets you create a route from the Flight
A/C STATUS (5L) press NEW ROUTE (6R) to store a new route in Simulator flight planner. You must open the FS
This page shows the current aircraft status. the database. The NEW ROUTE page appears flight planner, create an FS flight plan or add
The title is the aircraft type. The engine type and you are asked to enter information about an existing one and press this key on the
and navigation database version are also the route to save: MCDU to load it.
shown. As soon as this key is pressed, a temporary
FMGC FMGC
flight plan is created with the loaded flight Enter FROM/TO in the INIT A page.
plan. You just have to validate it. Refer to the
flight plan management section for more
information.
F-PLN page with only departure and arrival Runway 03 has been selected, it has no SID.
A route exists, select it by pressing INSERT airports.
(6R). It is now necessary to select a SID by clicking
one of the left buttons and a transition
(TRANS) by clicking one of the right buttons. If
FLIGHT PLAN MANAGEMENT you select NO SID, the TRANS selection is not
Now that you know the meaning of all the used. Whatever you select, a waypoint is
pages involved in the flight plan creation and automatically created in the runway
update (F-PLN, LAT REV, VERT REV, …), it is alignment, at 5 NM of the runway threshold
time to learn how to create and manage a with an altitude of 1500 feet above the ground,
flight plan. named with the altitude value. This is done to
force the aircraft to follow the runway
Flight Plan Creation direction after takeoff when the NAV mode
There are several ways of creating a flight engages.
plan, they will be explained here. Lateral revision page at departure LFRS. To validate the selection, press INSERT (6R) or
The route waypoints are added in the flight press ERASE (6L) to abort.
Creating a flight plan from a route plan with discontinuities after departure and On the lateral revision page, pressing 1L
When you enter the FROM/TO airports in the before arrival. brings up the DEPARTURE page. It shows the Validating makes the flight plan page appears
INIT A page, the ROUTE SELECTION page airport's available runways. Selecting a again, showing the waypoint created by the
appears. If a route is available and you select When a route is used to create a flight plan, runway brings up the SID selection page. FMGC with the overfly triangle icon. This is the
it, the contents appear as a basis for the you just have to define the departure and first waypoint of the flight plan.
creation of the flight plan. arrival runways, select the SID and STAR and
clear the discontinuities. Click the CLR key and You can repeat this procedure to select the
then the LSK adjacent to the discontinuity. runway and STAR at the arrival airport. A
waypoint point (course fix) will be created by
Creating a flight plan from scratch the FMGC, on the arrival runway alignment at
As soon as the departure and arrival airports 10 NM from the runway with an altitude
have been defined in the FROM/TO field of the constraint of 2000 feet AGL
INIT A page, the flight plan page appears with It is now time to create the other waypoints of
the departure and arrival airports together the flight plan. There are 2 ways of adding a
with their elevations displayed in magenta. waypoint: the immediate mode and the
Pressing the 1L key brings the departure temporary mode.
lateral revision page. LFRS has 2 runways: 21 and 03 with ILS NT.
Temporary Mode:
This is the standard way to add a waypoint. It is
FMGC FMGC
called “temporary mode” because a discontinuity.

temporary flight plan is created.
Click the left button of the waypoint after
which you want to add a waypoint. The lateral
revision page appears for this waypoint.
ANG is entered in the scratchpad. Pressing 3R From ARDOD, you want to fly airway UN873 to
defines it as the next waypoint. NAMAR is entered in the scratchpad, pressing SORAP. Enter UN873/SORAP in the scratchpad
3R inserts it in immediate mode before CHW. and press 2R.
Press 2L to add a new waypoint after the

waypoint ‘1573’.
A temporary flight plan is displayed with ANG

following ‘1573’. NAMAR has been added before CHW without All the waypoints of the airway UN873 from
the creation of a temporary flight plan. A ARDOD to SORAP are added in the flight plan.
At this stage, you can: discontinuity is added between NAMAR and
- abort the modification by pressing ERASE CHW. Importing a flight plan from Flight Simulator
Lateral Revision page allows you to add a new (6L) This operation can be done from the DATA
waypoint. - confirm the modification and validate the Using Airways page, which will be described later in this
temporary flight plan by pressing INSERT (6R) In the process of creating a flight plan, you section. It is accessible by pressing the DATA
Enter the name of the next waypoint and press - continue modifying the temporary flight plan may want to use airways to avoid entering the key on the MCDU.
3R (NEXT WPT) to define it as the next by adding or removing waypoints before waypoints one by one. This can be done from In this page, an option that does not exist in the
waypoint. A temporary flight plan is then validating it. the lateral revision page by entering the name real aircraft has been added. This is why it is
created and displayed in yellow. of the airway and the name of the last written in grey. It is the IMPORT FS FPLN (6R)
Immediate Mode: waypoint you want to fly to. All the waypoints function.
To add a waypoint in immediate mode, enter of the selected airway are then automatically Pressing this button immediately imports the
its name in the scratchpad and click the button added to the flight plan. FS flight plan loaded or created in the flight
on the left of the waypoint before which your To do this, use the VIA/GO TO (2R) key on the planner. If no flight plan exists in the flight
waypoint will be inserted. This action LAT REV page: planner, an error message “NO FS FPLN
immediately inserts the new waypoint without LOADED” appears in the scratchpad.
needing any confirmation, but a flight plan
discontinuity appears after this waypoint. If
you want to fly direct, you must clear the
FMGC FMGC
Then you can select any waypoint displayed by To delete a holding pattern, the pilot can waypoint by pressing the left key adjacent to
pressing the button on its left and the waypoint delete the hold fix or the holding pattern itself this waypoint. Making a DIRECT to another
is deleted from the flight plan. (2L or 3L in this example). waypoint not listed in the flight plan is also
Note that the departure, arrival waypoints can possible by entering its name in the
not be deleted. If you are flying in NAV mode, Saving a route scratchpad and pressing 1L.
the NEXT waypoint can not be deleted either. After the flight plan is created, you may want
You must first leave NAV mode (by selecting to save it for future use. You can do this PERFORMANCE PAGES
HDG mode for example), then you can delete it. through the DATA page, which allows you to The performance pages are accessible by
save a route (refer to the DATA page section for pressing the PERF key on the MCDU.
Warning: The waypoint deletion is immediate more information). Remember that a route is Depending on the current flight phase,
and is not subject to any confirmation. not a flight plan. If you save the route, the different pages can be displayed, according to
Consequently, you should be careful when departure/arrival airports and all the the following table:
After loading or creating an FS flight plan, using this function. waypoints/airways used in the flight plan are
press DATA to display the data page and press saved. The departure/arrival runways, Flight Phase PERF Page
6R. Clearing a Discontinuity procedures (SID/STAR) and flight plan related PREFLIGHT TAKE OFF
A discontinuity appears in the flight plan when information (cruise altitude, cost index, …) are TAKE OFF TAKE OFF
the FMGC does not know how you want to fly not saved. CLIMB CLB
from one waypoint to another. If you want to fly The saved routes are accessible when the CRUISE CRZ
direct, you have to clear the discontinuity in FROM/TO airports have been entered in the DESCENT DES
the same way as you delete a waypoint: press INIT A page (see the ROUTE SELECTION page). APPROACH APPR
the CLR key, then press the button on the left GO AROUND GO AROUND
of the discontinuity to clear. DIR Page DONE APPR
This page is accessible by pressing the DIR key
Managing holding patterns on the MCDU. It allows the pilot to create a When a PERF page is displayed, you have the
The process of creating a hold pattern is DIRECT. This operation consists in flying ability to display the page that corresponds to
described earlier in the HOLD Page section. As directly to a waypoint instead of going through the next phases, but you can not access the
soon as a hold is defined, it is integrated in the all the waypoints of the flight plan. This previous phase pages.
The FS flight plan is imported in a temporary flight plan right after the hold fix (BELPA in operation is usually commanded by the air When a PERF page is displayed, its title is
flight plan with discontinuities after departure this example) with the predicted hold speed. traffic controller if traffic conditions allow the displayed in green if the corresponding phase
and before arrival. aircraft to fly its route as directly as possible. is active, otherwise in white.
This saves time and fuel.
When the flight plan is imported, a temporary When the flight is finished and the flight phase
flight plan is created (displayed in yellow) and is DONE, pressing the PERF key resets the
you can validate it (6R) or erase it (6L). All you flight phase to PREFLIGHT.
need do now is define the departure/arrival
runway, the SID/STAR and then clear the PERF TAKE OFF PAGE
discontinuities. This page is displayed when the flight phase is
PREFLIGHT or TAKE OFF. It lets the pilot enter
Flight Plan Modification all the necessary data for take off.
Deleting a Waypoint
A waypoint can be deleted when the flight plan
page is displayed, even if a temporary flight If the holding pattern has to be modified, the
plan is displayed. You just have to press the crew can press the left key adjacent to the hold
CLR key on the MCDU keypad (or press the fix (2L in this example). The LAT REV page Pressing the DIR key brings up the DIR page,
Backspace key on your keyboard if a locker is appears and pressing HOLD (3L) brings the which displays all the flight plan waypoints
active) and a CLR message appears on the hold page which allows modification of the from the NEXT to the arrival airport. The crew
scratchpad. hold settings. can command a DIRECT to an existing
FMGC FMGC
- If you are in Intermediate mode, assistance is aircraft begins to accelerate. The vertical This function is unnecesary on this aircraft
available to provide you average values if you mode switches to CLB (climb mode). The because the GPS provides a perfect IRS
wish. autopilot manages the pitch to accelerate to alignment as soon as the take off power is
- If you are in Expert mode, no help is initial climb target speed until the target applied. Consequently, the FMGC knows
available. altitude is reached. exactly the aircraft position during take off
without needing the TO shift.
> In Beginner or Intermediate mode, the Note: The FCU target altitude should always
assistance is available only if you have filled be higher than the acceleration altitude. If it is FLAPS/THS (3R)
line 3R to let the FMGC know which flap not the case, the FCU altitude LED is off. It This field is only a reminder for the crew, it is
setting you want to use for takeoff. means you should always check this light is not used by the FMGC. The pilot can enter here
illuminated prior to take off. the flap configuration and the Trimmable
TRANS ALT (4L) Horizontal Stabilizer (THS) position chosen for
The page appears like this when no data has This field displays the transition altitude, the take off.
been entered. Some fields are filled with altitude at which you should change from
default values, others are mandatory. altitude in feet to flight level by altering the In the real aircraft, this field is used as a
barometric setting from QNH to STD (1013 hPa reminder for the crew, the FMGC does not use
or 29.92 inHg). it. If you are in Beginner or Intermediate
By default, this altitude is set to 18000 feet The FCU target altitude (2500) is lower than mode, the flap setting you enter here is
(written is small characters) because this is the acceleration altitude (3000), the LVL/CH important because it determines the V1, VR,
the value that is taken into account by FS. You light is off. This is a wrong situation because V2 values provided for you as an assistance.
can change it as you wish, knowing that in real the aircraft will tend to descend when the
life, each airport has its own transition acceleration altitude is reached. FLEX TO TEMP (4R)
altitude. This field displays the temperature used for a
If you enter a value here, it appears in big FLEX take off. It's used to determine the
characters (entered by the crew). temperature for a reduced-thrust take off,
when the aircraft is below the Maximum Take
THR RED/ACC (5L) Off Weight (MTOW).
The same page with all the necessary data This field shows the altitude for throttle In order to enter this temperature, real pilots
entered. reduction and acceleration. By default, these The FCU altitude (5000) is higher than the have sheets that describe each airport runway
values are set 1500 feet above the departure acceleration altitude. This is perfect and safe. and that give these numbers in all possible
V1, VR, V2 (1L, 2L, 3L) airport altitude. You can alter these values When the acceleration altitude (3000) will be conditions.
The crew should enter the V1, VR and V2 (minimum value is 400 feet AGL), but reached, the aircraft will accelerate to 5000 ENG OUT ACC (5R)
speeds here. These speeds depend on the remember that acceleration altitude must be feet. This is the altitude at which you should
aircraft gross weight, the flap configuration, equal or greater than the reduction altitude. accelerate if an engine is out.
the weather (wind, rain on the runway, RWY (1R) NEXT PHASE (6R)
pressure) and the runway length. In order to The reduction altitude is the altitude at which This field displays the runway that has been Pressing 6R select key displays the climb
enter these speeds, real pilots have sheets the pilot in command should switch the selected for take off. It is dashed if the runway performance page.
that describe each airport runway and that throttle levers from take off power (FLEX or has not yet been selected. It is not modifiable F, S, O Speeds
give these numbers in all the possible TOGA) to the climb power (CLB). When the by the crew. In the center of the page, the F, S and Green
conditions. aircraft reaches this altitude, a flashing ‘LVR Dot speeds are displayed. They can be
As you may not have all this information, the CLB’ message appears on the FMA (column 1) TO SHIFT (2R) calculated only when the Gross Weight (GW) is
simulated FMGC can help you: to remind the pilot to pull the throttle levers to This field contains the Take Off Shift, in meters defined (INIT B page). They can not be
- If you are in Beginner mode, these fields are the CLB detent. The climb then continues in or in feet depending on the unit system. It is modified by the crew.
already filled with average speed values that SRS mode until the acceleration altitude is supposed to be used when the aircraft does The F speed is the speed at which the flaps can
should work in all situations. Even if they are reached. not take off from the beginning of the runway. be retracted, displayed on the PFD when the
filled, you can change the values in these The FMGC takes the shift value into account to flap configuration is 2 or more.
fields as you wish. On reaching the acceleration altitude the manage the take off and initial climb. The S speed is the speed at which the slats can
FMGC FMGC
be retracted, displayed when the flap for the climb: the SPEED xxx or MACH xxx speed mode.
configuration is 1. - ECON: the ECON speed/Mach combination When the climb phase is active, this field is not
The Green Dot speed is the best drag-to-lift displayed in the ECON field (3L) will be used. editable. The crew may select a new speed on
speed, used for expedite climb or for holding - SPEED xxx: the speed entered by the crew in the FCU (by pulling the SPD/MACH knob). In
patterns. It is displayed when the aircraft is in the SPD/MACH field (4L) will be used. this case, the FCU selected speed is displayed
clean configuration. - MACH xxx: the Mach entered by the crew in in this field.
the SPD/MACH field (4L) will be used. PREV PHASE or ACTIVATE APPR PHASE (6L)
PERF CLB PAGE - EXPEDITE: the expedite climb mode has If the climb phase is active, the 6L select line
This page can be accessed by pressing the been selected on the FCU. In this case, the shows ‘ACTIVATE APPR PHASE’. If you press
PERF key when the climb phase is active, or by aircraft climbs as efficiently as possible, using 6L, a confirmation is requested and the FMGC
pressing the 6R key in the PERF TO page. the green dot speed as the target speed. switches directly to the approach phase.
CI (2L) Consequently, the PERF APPR page is
This is the Cost Index used for the climb immediately displayed. This page is very similar to the PERF CLB
phase. As explained earlier (INIT A page), the If the climb phase is not active, the 6L select page. The speed management works exactly
cost index determines if you want to fly slow line lets you display the PERF TAKE OFF page. like for the climb, with select keys 1L to 4L.
and far (CI near 0) or fast and not far (CI near DEST EFOB (1R) DES FORECAST (2R)
999). This field displays the Estimated Fuel On Pressing the 2R select key brings the descent
On this page, the cost index value directly Board (EFOB) at the destination. It is not forecast page. This page lets the crew enter
impacts the ECON speed/Mach computed by modifiable by the crew. the wind information forecasted for the
the FMGC. The higher it is, the higher the PRED TO XXX (2R) descent.
speed will be, but the fuel consumption will This field lets you define the altitude for which
also be higher. the predictions will be computed on lines 3R, DES FORECAST PAGE
This field can be modified by the crew (blue) 4R and 5R. This altitude must be lower than This page can only be accessed from the PERF
The ECON speed/Mach computed by the FMGC only when the CLB phase is not active. the cruise altitude. CRZ page, by pressing the 2R select key.
will be used as a speed target during the climb Otherwise it is displayed in blue. Predictions (3R, 4R, 5R)
phase. ECON (3L) These fields show the predicted time and
This field displays the ECON speed/Mach distance to reach the altitude entered in 2R,
computed by the FMGC according to the cruise according respectively to the ECON
altitude and the cost index. It is not modifiable speed/Mach, the preselected speed/Mach and
by the crew. the expedite mode.
The aircraft will automatically switch from NEXT PHASE (6R)
airspeed to Mach when the crossover altitude Pressing 6R select key displays the cruise
is reached. performance page.
If a ‘*’ character is displayed in this field, it TIME or UTC
means this field is selectable. The pilot can On the center of the page, the time or the UTC
press the 3L select key to revert to the ECON to the destination is displayed, depending on
speed mode. the fact that the Estimated Departure Time
SPD/MACH (4L) (ETT) has been defined or not. WIND/ALT (1L to 4L)
The speed entered by the crew (290 kts) will be When the climb phase is not active, the crew The crew can enter the wind forecast for the
used as the speed target during the climb can enter a preselected speed, mach, or both PERF CRZ PAGE descent. Each information line is composed of
phase. in this field to set the speed target the FMGC This page can be accessed by pressing the the wind direction (in degrees), the wind
will use during the climb. When a value is PERF key when the cruise phase is active, or velocity (in knots) and the wind altitude (in feet
entered in this field, the ACT MODE by pressing the 6R key in the PERF CLB page. or in flight level). Don’t forget that if you enter
ACT MODE (1L) automatically switches to SPEED xxx or MACH an altitude in flight level, it should begin with
The value in this field depends on the other xxx. ‘FL’.
fields of the page. If a ‘*’ character is displayed in this field, the The wind information lines entered here are
This field displays the speed mode that is used pilot can press the 4L select key to revert to automatically sorted by altitude.
FMGC FMGC
CAB RATE (2R) ECON / AUTO SPD / AUTO MACH (3L) approach calculation. The MDA and the DH can not be defined
This field displays the default cabin rate used If the descent phase is not active, this field title TEMP (2L) together, you must choose one or the other. As
for pressurization. It is modifiable by the crew. is ECON until the crew enters a value in this Enter the temperature forecasted at the soon as one is filled, the other is erased. If DH
Clearing this value reverts the default value of field. As soon as a value is entered, the title arrival airport, in °C. is entered, an aural warning “minimums,
-350 feet/minute. switches to AUTO SPD xxx or to AUTO MACH MAG WIND (3L) minimums” is heard when the DH is reached.
xxx, and the ACT MODE (1L) is modified Enter the forecasted wind (direction/velocity) If MDA is entered, the digits in the PFD altitude
PERF DES PAGE accordingly, as shown here. at the arrival airport. This entry is optional, but window turn amber when the aircraft is below
This page can be accessed by pressing the if you have the information available, the this altitude.
PERF key when the descent phase is active, or FMGC will perform better predictions. LDG CONF (4R, 5R)
by pressing the 6R key in the PERF CRZ page. TRANS ALT (4L) The pilot can choose the flap landing
This is the transition altitude used for the configuration here. By default, FULL is
approach, which can be different from the selected (written in big characters) and CONF
transition altitude used at departure. By 3 is selectable (shown with a *).
default, it is set to 18000 feet because it is the This choice determines the content of the
default transition altitude managed by Flight landing check-list that will display the
Simulator (small characters). required flap configuration when the aircraft is
Clearing this line brings back the default close to land.
value. Note that if you select the CONF 3, you will still
VAPP (5L) have a GPWS warning “too low, flaps” when
A clearing action on this field reverts to the This is the approach speed. If it is drawn with the aircraft gets close to the ground. To avoid
ECON speed/Mach and updates the ACT MODE small characters, the value displayed is the this, press the GPWS flap button on the
accordingly. value computed by the FMGC, according to the overhead (refer to the system section for more
ACT MODE (1L) If the descent phase is active, this field can not aircraft gross weight and the current wind. You information about the GPWS).
The value in this field depends on the other be modified. can enter any other value in this field. Clearing NEXT PHASE (6R)
fields of the page. this line brings back the value computed by Displays the PERF GO AROUND page.
This field displays the speed mode that is used PERF APPR PAGE the FMGC. F, S, O Speeds
for the descent: This page is dedicated to the approach Vapp is the speed that will be used by the In the center of the page, the F, S and Green
- ECON: the ECON speed/Mach combination settings. It can be accessed by pressing the FMGC if the FCU is in managed speed during Dot speeds are displayed. They can be
displayed in the ECON field (3L) will be used. PERF key when the approach phase is active, the final approach, with landing flap calculated only when the Gross Weight (GW) is
- AUTO SPEED xxx: the speed entered by the or by pressing the 6R key in the PERF DES configuration. defined (INIT B page). They can not be
crew in the speed field (3L) will be used. page. PREV PHASE (6L) modified by the crew.
- AUTO MACH xxx: the Mach entered by the You can click 6L to come back to the PERF DES
crew in the speed field (3L) will be used. page, unless the approach phase is active. PERF GO AROUND PAGE
- SPEED xxx: if the descent phase is active and FINAL (1R) This page lets the crew set the aircraft ready
the speed is selected on the FCU, the target This is a reminder of the arrival runway. It is for a possible go around.
speed value is displayed here. not modifiable.
- MACH xxx: if the descent phase is active and MDA and DH (2R, 3R)
the Mach is selected on the FCU, the target MDA is the minimum descent altitude, DH is
Mach value is displayed here. the decision height. Remember that MDA is an
- EXPEDITE: the expedite descent mode has altitude, which is measured from the seal level
been selected on the FCU. In this case, the altitude, and DH is a height which is measured
aircraft descents as efficiently as possible, from the ground.
using the green dot speed as the target speed. The MDA is the minimum altitude at which the
CI (2L) QNH (1L) aircraft can descend safely, and the DH is the
This is the Cost Index used for the descent You can enter the QNH here in hecto-Pascals height at which the captain decides if the
phase. It impacts the ECON speed/Mach or in inches of mercury. It is mandatory aircraft lands or go around (especially
computed on line 3L. because it is used by the FMGC to perform the important with low visibility).
FMGC FMGC
This field is exactly the same as the one shown phase (TO for takeoff, CLB, CRZ, DES or APPR) the EFIS section for more information).
THR RED/ACC (5L) on the INIT B page. and the flight number. TO (4R)
Like on the PERF TAKE OFF page, this field FINAL / TIME (5L) This field lets the pilot enter a navaid name.
lets the crew select the thrust reduction This field is exactly the same as the one shown CRZ (1L) DIR DIST TO DEST (5R)
altitude and the acceleration altitude in case of on the INIT B page. This field displays the current cruise altitude. This information is visible during the descent
a go around. Remember that the acceleration EXTRA / TIME (6L) The crew can modify this value to change the and approach phases only, if you are not in
altitude must be equal or greater than the This field is exactly the same as the one shown cruise altitude during the flight (it is the only NAV mode. It shows the direct distance to the
thrust reduction altitude. on the INIT B page. way to do this as the INIT page is not destination approach. It is very useful if the
ENG OUT ACC (5R) Refer to the INIT B page section for more accessible during the flight). ATC makes you leave your flight plan and
This is the altitude at which you should information about these fields. This field is empty when the aircraft is in guides you with heading, in which case you use
accelerate if an engine is out. EFOB (1R) descent or approach phase. the HDG mode.
F, S, O Speeds This is the fuel prediction at destination. It is SEND POS (2L)
In the center of the page, the F, S and Green not modifiable by the crew. Pressing this key sends a position report. RAD NAV PAGE
Dot speeds are displayed. They can be FOB (3R) UPDATE AT (3L) This page is dedicated to the management of
calculated only when the Gross Weight (GW) is This field allows the crew to enter a FOB (Fuel This field allows the crew to update the IRS the radio equipment. Remember that any
defined (INIT B page). They can not be On Board) quantity. You should be very position with a navaid position. This function is information written with small characters is
modified by the crew. cautious when enter a value here because it not implemented in this aircraft because its generated by the FMGC, and big characters
can make the fuel predictions wrong. It can be position is updated by the GPS. correspond to information entered by the
FUEL PRED PAGE used only when engines are stopped. As soon BRG/DIST (4L) crew.
This page is accessible by pressing the FUEL as engines are started, the FOB information is As soon as a navaid name is entered in the
PRED key on the MCDU. It allows you to enter acquired from the fuel sensors again. “TO” field (4R), the bearing and distance to this
flight information like on the INIT B page. It is In addition, you have the ability to define how navaid is displayed and updated in real time.
especially useful if you forgot to enter data in the FOB quantity is computed:
the INIT B page and the engines are started - FF + FQ: the fuel flow and the fuel quantity
(the INIT B page is accessible only when the sensors are used
engines are stopped). - FF: the fuel flow sensors are used only
- FQ: the fuel quantity sensors are used only
CRZ TEMP/TROPO (4R)
This field displays the temperature at the
cruise altitude and the tropopause altitude.
Both values can be modified by the crew.
VOR1/FREQ (1L) and FREQ/VOR2 (1R)
PROG PAGE These two fields are dedicated to VOR1 and
The PROG page is a multifunction page. VOR2. They display the current VOR names
OPT (1 Center) and frequencies. If you see the identifier and
This value shows the optimal cruise flight the frequency both written is small
level computed by the FMGC, depending on the characters, it means the FMGC has autotuned
gross weight and the cost index. this VOR.
AT (1L) REC MAX (1R) The crew can enter a VOR identifier or
This is a reminder of the destination airport. It This is the maximum flight level, displayed in frequency in these fields.
is not modifiable by the crew. magenta. If a name is entered, the VOR frequency is
GW / CG (3L) VDEV (2R) fetched in the database, displayed here, and
This field contains the Gross Weight and the This field is visible during the descent and set on the VOR receiver. In this case, the
center of gravity. The gross weight information approach phases only. It shows the vertical identifier is written in big characters, and the
is mandatory, so amber boxes appear here if deviation between the current aircraft position frequency is in small characters.
this information is not available. and the computed flight plan. This information If a frequency is entered, the FMGC will fetch
RTE RSV / % (4L) The title is composed of the current flight is also shown on the PFD altitude tape (refer to the closest VOR that corresponds to this
FMGC FMGC
frequency. The found identifier is then written inactive as soon as you press the NAV page on 2 – Flight Plan
is small characters (set by the FMGC) and the any RMP and it appears like this: Press F-PLAN to access the flight plan page
frequency, entered by the crew, is in big and create the flight plan as necessary (refer
characters. to the flight plan management section for
As soon as an identifier or a frequency has more information).
been entered, the VOR can not be autotuned by Anyway, enter the DEPARTURE page through
the FMGC until it is released. To do so, press the lateral revision page of the departure
the CLR key on the MCDU and press 1L or 1R airport and define the departing runway and
to release the VOR1 or VOR2. As soon as the SID. Do the same at the arrival airport to
VOR is released, the FMGC will take back define arrival runway and STAR.
control and use it for autotune. As soon as the gross weight is defined, the
CRS (2L and 2R) flight plan is created and all the discontinuities
These fields let you enter the course for VOR1 are cleared, the predictions are computed by
and VOR2. the FMGC and appear on the flight plan page.
ILS/FREQ (3L) Refer to the Systems section for more
Just like for VOR1 and VOR2, this field shows information about the RMP usage. 3 – Performance Settings
the ILS identifier and frequency. You can set Press the PERF button to access the
the ILS identifier or frequency like for the PAGE SEQUENCING performance page. The PERF TO page
VORs. If the ILS is released, the FMGC will Now that you know the FMGC and all the appears. Set the FLEX temperature and V1, VR
automatically set the arrival runway ILS when MCDU pages, you may still be lost as to their and V2 speeds for takeoff. Remember that if
the approach phase becomes active. use… There are so many pages and you may you have entered the takeoff flap configuration
not know in which order you should use them. and you are in Beginner or Intermediate mode,
> Because of a limitation in Flight Simulator, So here is some further advice: assistance is available for these values.
the VOR1 and the ILS are linked and share the You can navigate to the climb, cruise, and
same frequency. Consequently, if you set the 1 - Initialization descent performance pages to make sure the
VOR1, the ILS setting is lost, and conversely. If the menu page appears, press FMGC (1L) to speeds and modes are correct, according to
This is why you should make sure VOR1 is bring the INIT A page. Otherwise, press the the cost index.
released if you want to have the ILS autotuned INIT button.
on approach. Enter the FROM/TO airports. If a route exists 4 – Done…
and you select it, it brings up the flight plan The FMGC is now set for takeoff. Do not forget
CRS (4R) page with a temporary flight plan. Validate it to turn the flight director on. All the FCU
This field lets you set the ILS course. If the ILS and come back to the INIT A page. modes will engage to help you during the
is autotuned on approach, the ILS course is Align the IRS if they are not already aligned. takeoff and climb phases.
automatically set by the FMGC. The alignment time will be useful to set the During the flight, you may have to use some
ADF1/FREQ (5R) flight plan and everything else. MCDU pages, such as RAD NAV to manually
This field lets you set the ADF in the same way Enter the flight number and the cruise set radio, flight plan to watch the flight along
as the VORs. altitude. Edit the cost index if the default value the plan and see the remaining distance to
ADF BFO (6R) is not appropriate for your flight. destination, or the PROG page to monitor your
This activates or stops the frequency descent and your distance to destination if not
oscillator. This feature is not used by Flight Then press NEXT PAGE to gain access to the in NAV mode.
Simulator. INIT B page and have the gross weight
computed. If the engines are started, you can
> The RAD NAV page is the standard way to not access this page and you have to define the
set radio equipment manually. You can also gross weight on the FUEL PRED page.
use the left and right Radio Management If INIT B is accessible, set the taxi fuel, route
Panels (RMP) located on the pedestal to do reserve, final etc, …
this. In this case, the RAD NAV page becomes
APPENDICES APPENDICES
APPENDIX A Suggestion:
In FS2004, a flight is automatically saved when you exit from FS (it is called 'Previous Flight'). You
can configure FS2004 with this flight as the default flight. Doing this, FS2004 always restarts where
FREQUENTLY ASKED QUESTIONS
it has previously stopped. In this case, the FMGC persistence works perfectly.
Even if you read the documentation carefully, you may still have some questions that are answered
in this section.
Flight Control Unit

APPENDIX B
When I push the ALT button to engage a managed climb or descent, nothing happens. Acronyms FD Flight Director
The lateral and vertical modes are not fully independent. The managed climb/descent is accessible FF Fuel Flow
only when the FCU is in NAV mode. For example, if you are in heading mode ("HDG" displayed on ABV Above (TCAS) FL Flight Level
the FMA), nothing happens when you push the ALT button. Nevertheless, you can pull the ALT A/C Aircraft FLX/MCT Flexible/Maximum Continuous
button to engage an open climb/descent. AGL Above Ground Level Thrust
A.FLOOR Alpha Floor FMA Flight Mode Annunciator
I have engaged the V/S mode to climb, and the FCU turns into Open Climb. AMP Audio Management Panel FMGC Flight Management and Guidance
This is called "mode reversion". It is just because you ask the aircraft to climb very steep. In this AMSL Above Mean Sea Level Computer
situation, if the airspeed becomes too low, the FCU automatically turns to Open Climb (OP CLB A/THR Autothrust FO First Officer
displayed on the FMA) to prevent a low speed situation. When in Open Climb, the aircraft will adjust AC Air Conditioning FOB Fuel On Board
the pitch to maintain a correct and safe airspeed. ADIRU Air Data Inertial Reference Unit FPA Flight Path Angle
AIRAC Aeronautical Information Circular F-PLAN Flight Plan (MCDU Page)
When the aircraft was on the ground, I have unintentionally pushed the thrust levers to the FLEX ALT Altitude FQ Fuel Quantity
or TOGA detent, so the SRS and RWY modes have engaged. How can I clear them? APPR Approach (Key on FCU) GPU Ground Power Unit
You just have to pull the thrust levers back to IDLE and reset the FCU by switching the FD off and APU Auxiliary Power Unit GPWS Ground Proximity Warning System
on. Real pilots often do this operation in the beginning of a flight to make sure no mode is active. ATC Air Traffic Control GS Glide Slope
BLW Below (TCAS) GW Gross Weight
EFIS BRG Bearing HDG Heading
All the systems are turned on, but the EFIS are still black. CL or CLB
Climb ILS Instrument Landing System
This is just because the EFIS brightness is set to 0 (full dark) like when they are off. You just have CLR CLEAR (Key on MCDU Keyboard) INIT Initiation (MCDU Page)
to move the mouse in the central zone of each EFIS and turn the mouse wheel to increase the DES Descent KG Kilogram
brightness, or press the mouse middle button to reset the brightness. DH Decision Height IRS Inertial Reference System
DIR Direct L/G Landing Gear
MCDU & FMGC DME Distance Measuring Equipment LK Lock
I press the MCDU INIT button, and nothing happens. ECAM Electronic Centralized Aircraft LOC ILS Localizer
This is because the INIT A page is accessible only when the engines are stopped. If you press the Monitoring LSK Line Select Key
INIT button with engines started, nothing happens. EFIS Electronic Flight Instrument MCDU Multifunction Control and Display
System Unit
My flight plan is set up, all the associated data are entered, but the flight plan predictions are not EFOB Estimated Fuel On Board MDA Minimum Descent Altitude
available. ELAC Elevator and Aileron Computer MKR Marker
Make sure all the necessary data (cruise altitude and gross weight) have been entered in the ENG Engine N/W Nose Wheel
MCDU. Also make sure the flight plan contains no discontinuity. The predictions can not be ETD Estimated Time of Departure ND Navigation Display
computed if any discontinuity is still in the flight plan. E/WD Engine/Warning Display NDB(ADF) Nondirectional Beacon
EXPED Expedite (FCU Key) (Automatic Direction Finder)
I have saved my flight in FS while the aircraft was in flight. When I tried to reload it, the FMGC EXT PWR Enternal Power NM Nautical Miles
status was inconsistent. FAC Flight Augmentation Computer OVFY Overfly (Key on MCDU Keypad)
This is normal. The MCDU & FMGC data is persisted in a file that is independent from the file where FADEC Full Authority Digital Engine PERF Performance (MCDU Page)
the FS flight is saved. Consequently, the FMGC data is retrieved correctly when the flight is Control PFD Primary Flight Display
reloaded in the same conditions. FCU Flight Control Unit PPU Power Push Unit
96 For Microsoft Flight Simulator use only. Not for use in real aviation. 97 Pour Flight Simulator uniquement. Ne peut être utilisé pour l'aviation réelle.
APPENDICES
PROG Progress (MCDU Page)

QNH Barometric Pressure Reported By
A Station
PSI Pounds Per Square Inch
PTU Power Transfer Unit
RAD/NV Radio/Navigation (MCDU Page)
RMP Radio Management Panel
RTO Rejected Takeoff
RWY Runway
SD System Display
SEC Spoiler and Elevator Computer
SID Standard Instrument Departure
SRS System Reference System
STAR Standard Terminal Arrival
STDBY Standby (TCAS)
TA Traffic Advisory (TCAS)
TA/RA Traffic Advisory & Resolution
Advisory
TAS True Airspeed
T/C Top of Climb
TCAS Traffic Alert and Collision
Avoidance System
T/D Top of Descent
TERR Terrain Proximity Alert (GPWS)
THR Thrust
THRT TCAS Threat
THS Trimmable Horizontal Stabilizer
TOGA Takeoff Go-Around
TOW Takeoff Weight
TRANS Transition
TRK Track
UTC Universal Coordinated Time
V1 Speed at which takeoff cannot be
aborted
V2 Minimum Takeoff Safety Speed
V/S Vertical Speed
Vfe Maximum Flap Extended Speed
VHF Very High Frequency
Vls Minimum Safe Speed
Vmax Maximum Operating Speed In
Current Conditions
Vmo/Mmo Maximum Operating Limit Speed
VOR Very High Frequency Omnirange
Station
Vr Rotation Speed
XFR Transfer
ZFW Zero Fuel Weight
ZFWCG Zero Fuel Weight Centre of Gravity

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CREDITS TABLE OF CONTENTS

PRODUCERS REPAINTS WELCOME ABOARD ! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

3D ARTISTS SOUND TUTORIAL FLIGHT ......................................................... 5

WELCOME ABOARD ! TUTORIAL FLIGHT

TUTORIAL FLIGHT TUTORIAL FLIGHT

TUTORIAL FLIGHT TUTORIAL FLIGHT

TUTORIAL FLIGHT / INTRODUCTION / SETUP SETUP

SETUP / FLY-BY-WIRE FLY-BY-WIRE

efficient. Any serious virtual pilot should not use the

AUTOFLIGHT which the knob moves :

When the aircraft touches the ground, the

Applying the brakes manually disengages the

When the aircraft is on the ground with

It is composed of 5 columns. The first column

Air Bleed Page Cabin Pressure Page

Door Page Electricity Page

Engine Page Flight Controls Page

Fuel Page Hydraulics Page

SYSTEMS 4. PRESS : This page displays information

position. The APU fuel consumption is around 100kg per

landing. When they are armed, a green

FMGC DONE When the flight is finished and

PREAMBLE can also use your PC keyboard, using the keys

Note that the number displayed on 2R is the

called “temporary mode” because a discontinuity.

Press 2L to add a new waypoint after the

A temporary flight plan is displayed with ANG

Flight Control Unit

PROG Progress (MCDU Page)

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