Airbus Series Evolution Vol.2

Pilots Guide - Guide du Pilote

(c) 2007 Wilco Publishing www.wilcopub.com - www.FeelThere.com 3

WELCOME ABOARD ! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A. InstallationB. ExtraC. Quick Start D. 2D & 3D CockpitsE. Cabin & Doors

TUTORIAL FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

SETUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

FLY-BY-WIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

AUTOFLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

FMGC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

APPENDICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100

TABLE OF CONTENTS

Airbus Series Vol.2

For Microsoft Flight Simulator use only. Not for use in real aviation.2

PRODUCERSVictor Racz & Fred Goldman

PROGRAMMEREric Marciano

3D ARTISTSDen Okan, Tamas Szabo & Victor Racz

2D ARTISTSPeter Balogh, Tamas Szabo& Victor Racz

REPAINTSPeter Balogh, Kittisak RukkaewStphane OBER

FLIGHT DYNAMICSRob Young

SOUNDMike Hambly,Eric Marciano& Victor Racz

MANUALEric Marciano, Eric Belvaux

CREDITS

Airbus Series Vol.2

The code used in Wilco Publishing products may under no circumstances be used for any other purposes without the permission of Wilco Publishing and its developers.

Microsoft and Windows are trademarks or registered trademarks of Microsoft Corporation in theUnited States and/or other countries.

Acrobat Reader is a registered trademark of Adobe.

QUALITY FIRST !By not making illegal copies and purchasing only original

WILCO PUBLISHING products, you will allow us to continue developing and improving the quality of our software.

THANK YOU.

World map on the Corporate Jetliner plasma screens is provided by www.absolutezero.de

Order your Airbus Series Volume 1 version !

Complete your Airbus Series collection with the following elements :- Airbus A318, A319, A320, A321, - Airbus Corporate Jetliner- 60 minutes of videos (Just Planes) featuring breathtaking

take-offs & landings .

For more information, please visit www.wilcopub.com

PRODUCERS:Fred Goldman, Victor Racz

PROGRAMER:Eric Marciano

LEAD ARTIST:Tamas Szabo

3D ARTIST:Tamas Szabo, Victor Racz, VyacheslavFomin

PANEL ART:Peter Balogh

2D ARTIST:Peter Balogh, Tamas Szabo, ChristopheModave, Victor Racz

FLIGHT DYNAMICS:Rob Young

SOUND:Mike Hambly, Eric Marciano, VictorRacz

USER HANDBOOK:Eric Marciano, Eric Belvaux

TESTERS:Chip Barber, Charlie, Les Dillon, W.David Scobie, Craig Smoothey, NeilPerrin

A very special thanks to: Marc Brodbeck


F1View), also available from our website. Thisutility is kindly offered by Flight 1.This module requires a wheel-mouse (acenter wheel that also acts as a centermouse button).Note that this utility is not needed underFlight Simulator X as you can access cabinview through a right-click sub-menu option.Virtual Cockpit Wheel forward moves you forward and

wheel backward moves you back. CTRL+forward moves right and CTRL

+ backward moves left. SHIFT+forward moves up and SHIFT

+ backward moves down. CTRL+SHIFT+forward zooms out

and CTRL+SHIFT+backward zooms in.

While in Pan Mode (mouse wheel pressed andheld down) inside the Virtual Cockpit : Mouse to the left rotates view to the left. Mouse to the right rotates iew to the right. Moving the mouse forward, away from the

user, rotates the view up. Moving the mouse backward, towards the

user, rotates the view down.

Please refer to the manual for other featureslist. Under Flight Simulator X, press SPACE toswitch to pan mode. Wheel mouse serve aszoom in/out while in pan mode.

The DoorsTo open the external doors :SHIFT + E for the passengers door. SHIFT + E + 2 for the cargo door (from ext).

To expand/retract the A330 MRTT refuelingboom, it is necessary to assign the FSshortcut defined for Tailhook.

TUTORIAL FLIGHTThis tutorial describes all the phases of a flightfrom Toulouse Blagnac (home of the Airbusaircrafts) to Paris Orly, from the cold & darksituation to the landing at destination.

FLIGHT SETUPCold & DarkThis tutorial is supposed to begin with a cold &dark aircraft. In order to be in this situation,you can press the "Cold & Dark" button on theconfiguration window and place your aircraftat LFBO (Toulouse Blagnac) on a parking place.Batteries ONOn the overhead panel press both batteryswitches to turn on the batteries.All Generators ONEven if engines are not running yet, turn thegenerators on (they are in fault mode becausethe engines are not running).NAV Lights ONAs soon as the aircraft is energized, NAV lightshould be turned on.Radio Management Panels ONOn the pedestal, turn the Radios on using theRMP master switch.External PowerCheck the overhead panel. If an externalpower source (GPU) is available, press the EXTPWR switch.FMGC InitializationIf the MENU page is displayed, press the FMGC1L key or press the INIT key on the MCDU todisplay the INIT A page. FROM/TO : Enter the departure and arrival

airports in the scratchpad and press1R LFBO/LFPO > 1R

The route selection page appears. A routeexists between LFBO and LFPO, namedLFBOLFPO1.Lets use it by pressing INSERT (6R)

Align the IRS by pressing 3R Enter the flight number in the scratchpad

and press 3L Enter the cruise altitude in the scratchpad

and press 6L33000 > 6L or 330 > 6L or FL330 > 6L

Press NEXT PAGE to jump to the INIT B page. ZFWCG/ZFW : Enter the ZFWCG and ZFW

in the scratchpad and press 1R25/59.1 > 1R or use assistance for this (inBeginner and Intermediate modes only) :press 1R with empty scratchpad, the 1R

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A. INSTALLATIONInstallation is automatic. Insert the CD (ordouble-click on the downloaded file) andAutorun will take you to the start-up screen.If Autorun is disabled on your system, openWindows Explorer or My Computer, browse toyour CD Rom drive and double clickWilco_Airbus2_x.exe (where x is yourversion).

Once setup is running, follow the on-screenprompts and ensure that the installationpoints directly to the Microsoft FlightSimulatorfolder (usually C:\Program Files\MicrosoftGames\FlightSimulator...).

B. EXTRA (for CD-Rom version only)We have included a full set of files and videoson your CD-Rom. Use your Windows Explorerto locate them into the EXTRA WILCOdirectory.

To fully enjoy the 3D Virtual Cockpit, theTrack IR lets you control your field of view inflight simulators by simply looking around byfew degrees.Track IR is available from Wilco Publishinghttp://www.wilcopub.com.

C. QUICK START1. To Pilot one of the Airbus1. Start Flight Simulator2. From the menus, select AIRCRAFT

3. Choose feelThere/Wilco Airbus SeriesVol.24. Select the Aircraft Model of your choice.5. Select the livery of your choice

The liveries are installed on your CD-Rom oravailable from Wilco Publishing website if youbought the download version.

2. Engines Start UpUse CTRL+E to start the engines.

To start up engines from a 'Cold & DarkCockpit', please refer to the next pages forcomplete procedures.

D. 2D & 3D COCKPITS2D Panel ViewsThe following 2D panel views are availableusing the following key combinations :

SHIFT+1 = Main Panel BackgroundSHIFT+2 = Main PanelSHIFT+3 = PedestalSHIFT+4 = OverheadSHIFT+5 = MCDUSHIFT+6 = PFDSHIFT+7 = NDSHIFT+8 = EWDSHIFT+9 = SD

3D Virtual Cockpit ViewsDisplay the different Cockpit views using thenormal Flight Simulator keystroke, S underFS 2004 and A under FS X. All controls foundon the main 2D panels are functional withinthe virtual cockpit. Mouse clicking on the FMCopens the 2D FMC in a separate window.

Mouse clicking on some specific screens opena 2D window : FMS, EADI...

E. CABIN & DOORSThe CabinUnder Flight Simulator 2004, to move andwalk inside the cabin, we have included autility on the CD-Rom (directory : EXTRA /

WELCOME ABOARD !

Airbus Series Vol.2

CHECK OUTWILCO PUBLISHING WEBSITE :

http://www.wilcopub.comYOU WILL FIND INFORMATION, NEWS, AND

FREQUENTLY ASKED QUESTIONS.


External PowerIf external power was used, turn it off now bypressing the EXT PWR switch.APU Bleed ONTurn on the APU bleed by pressing the APUBLEED switch on the overhead.Beacon Lights ONAs the engines will soon be started, thebeacon lights must be turned on now using theswitch on the overhead panel.Strobes AUTO or ONStrobe lights should be turned on as soon asthe aircraft is moving. If you select AUTO,they will automatically turn on as soon as theaircraft is airborne.SignsTurn Seat Belts and No Smoking signs on, orset the auto position to have them automa-tically managed.Engine StartThe APU is available and APU bleed isengaged. The engines are now ready to start. On the pedestal, set the ENG Mode switch

to the IGN/START position.You can check on the E/WD that the FADEChave turned on because the amberinformation is replaced by active displays.

ENG 2 Master Switch ON.Check the engine is correctly starting onthe E/WD and SD. Wait for the engine 2 tobe started completely.

ENG 1 Master Switch ON.Monitor the E/WD and SD.

When all engines are running, set the ENGmode switch back to the NORM position.

2 minutes after engine start, the takeoffmemo will appear on the E/WD.

APU StopAs both engines are started, check thegenerators are turned on. The APU is notnecessary any more.Press the APU BLEED switch to turn air bleedoff, and press the APU Master Switch to turnthe APU off.FCUCheck the dash-ball-dash-ball-ball-dash onthe FCU to make sure all the settings are OK :

speed managed, heading managed, andaltitude managed with a target altitudehigher than the acceleration altitude.

Check the FMA and make sure the CLB and NAVmodes are armed. If not, reset the FCU byturning the FD off then on again. CLB and NAVshould appear in blue on the FMA.

PUSHBACKFlapsSet the flap configuration according to whatyou have entered in the PERF TO page.Spoilers ARMEDArm the ground spoilers in case of a rejectedtakeoff.Autobrake MAX (or RTO on the A340-600)The autobrake should be set to MAX/RTO incase of a rejected takeoff only (never use MAXfor landing).Parking Brake RELEASEDRelease the parking brake to get ready forpushback.Taxi Lights ONTurn on the taxi light before taxiing.Cleared for pushbackAsk the ATC for pushback clearance and pressthe corresponding key (Shift-P by default) tostart the pushback.If you have selected a PPU (option available inFS2004 only), you have to steer the aircraftduring the pushback.Note : You can also change this sequence bystarting the engines during the pushback, as itis often done on the real aircraft.

TAXICleared to TaxiWhen pushback is finished and the aircraft isproperly positioned, you can ask the ATC fortaxi clearance to the departure runway.ThrustDuring taxi, move the thrust lever in themanual range. Around 40 % N1 should beenough to move the aircraft. Taxiing should beoperated at 20 knots, with 10 knots during the

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again to enter it in the FMGC. When ZFW is entered, the Block line

appears. Enter the block fuel and press 2R(assistance is also available).

Press the F-PLAN key on the MCDU to displaythe F-PLN page. On the first line, the departure airport

(LFBO) is shown. Press 1L to display theLateral Revision page for this airport.

On the LAT REV page, press 1L to displaythe DEPARTURE page.

Select the departure runway and the SID(or NO SID).

Press INSERT (6R) to validate, the F-PLNpage appears again.

Resolve the discontinuity. Scroll down to the arrival airport (LFPO) or

press the AIRPORT key on the MCDU tojump directly to the arrival airport.

Press the left button adjacent to thearrival airport to display its LateralRevision page.

Press 1R to display the ARRIVAL page. Select arrival runway and STAR (or NO

STAR).If the arrival runway changes because ofthe weather (especially because of winddirection or IFR conditions), you will beable to update it during the flight.

Press INSERT (6R) to validate, the F-PLNpage appears again.

Resolve the discontinuity.At this time, with all the data entered in theFMGC and no discontinuity in the flight plan,the predictions are computed and displayedwith the flight plan.If you wish, you can enter the Estimated Timeof Departure (ETD) by pressing the right keyadjacent to the departure airport. TheVertical Revision page appears and you canenter the UTC CSTR by pressing 2R.Now it is time to set the performance data.Press the PERF key on the MCDU and the PERFTO appears to set the takeoff performance. Enter the takeoff flap configuration (1, 2

or 3) and press 3R. In the real aircraft, this

information is used as a reminder only forthe crew. If you are in Beginner orIntermediate mode, the information isalso used by the system if you requestassistance for the reference speeds.Suggestion : Use Flap 1 configuration.

Enter the FLEX TEMP and press 4R. Thistemperature will be used by the FADEC ifyou takeoff using FLEX thrust.Suggestion : A value of 50 is an averagevalue that should work fine.

Enter V1, VR and V2 in the 1L, 2L and 3Lfields. These speeds are important for theSRS mode during takeoff. As soon as thesespeeds are entered, the red message SPDSEL disappears from the PFD and thereference speeds appear on the speedtape.Remember you can use the assistance ifyou are not in Expert mode.

Thrust reduction altitude and accelerationaltitude can be entered. By default, bothaltitudes are set to 1500 feet above thedeparture airport altitude. You can leavethis value for the thrust reductionaltitude, but the acceleration should be1500 feet higher than the thrust reductionaltitude.To leave the thrust reduction altitudeunchanged and update the accelerationaltitude to 3200 feet ; /3200 > 5L

Press NEXT PHASE to display the other PERFpages for climb, cruise, descent and approach(PERF CLB, CRZ, DES, APPR). Make sure allparameters are OK for you. You shouldespecially check the Cost Index, whichdetermines the speed used for climb, cruiseand descent if you use managed speed.

ENGINE STARTAPU StartBefore being able to start the engines, theAPU must be started. On the overhead, pressthe APU Master Switch ON.Then press the START button.Monitor the APU start sequence of the SD andwait for the APU to be available.

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The takeoff can not be rejected so the groundspoilers can be disarmed.

CLIMBThrust Reduction AltitudeWhen the THR RED altitude is reached(1.800 feet in this example), a flashing LVRCLB message appears on the FMA (1st column).Move the thrust lever back to the CL detent.Note : As the thrust reduces when the leversare moved back to the CL detent, the pilotshould anticipate the pitch reduction causedby this thrust reduction.Acceleration AltitudeCheck the CLB mode becomes active on theFMA (2nd column).The aircraft will now accelerate to the targetspeed of 250 knots.S SpeedAs the aircraft accelerates, you must retractthe flaps and slats when the S speed isreached and let the aircraft accelerate to 250knots.10.000 feetAt 10.000 feet, the 250 knots speed limitdisappears, so the aircraft accelerates to thetarget climb speed. If you did not change thedefault cost index of 50, the target speed is300 knots.Barometric Setting PULLWhen the transition altitude is reached(18.000 feet by default in Flight Simulator),the barometric setting flashes. Pull thebarometric knob to set the STD value.Cruise AltitudeAs soon as the cruise altitude is reached,check the FMA displays ALT CRZ in the 2nd

column.

DESCENT & APPROACHTCASBefore engaging the descent, set the TCASmode to BLW (below) to monitor potentialintruders below the aircraft during thedescent.Engage Managed DescentWhen the top of descent point (T/D) is reached,

select a lower altitude (you can select 3.000 feet)on the FCU and push the ALT knob (left mouseclick). DecelerationAs the aircraft descends, it will reach thedeceleration point, shown as a big D on theND. At this time, the approach phaseautomatically engages and the target speed ischanged to the Vapp speed, which should bearound 140 knots in this case.Note that even if Vapp is shown as the targetspeed, the actual target speed will be themaneuvering speed before flaps are fullydeployed in landing configuration.

If you decide to be guided by the FlightSimulator ATC, it is highly probable that youraircraft will never cross the D point. In thiscase, you have to manually set the approachphase by pressing the ACTIVATE APPROACHPHASE (6L) in one of the PERF pages.ILS ONAs the approach phase is engaged, the ILS isautomatically tuned to the arrival runway ILS.You can press the ILS button at this time tohave the ILS information displayed on thePFD.Flaps ExtensionAs the aircraft descends, you can extend theflaps to help it decelerating and to keep goodlift while the airspeed is decreasing.Suggestion : Extend Flaps 1 at around 5.000feet.As the aircraft keeps decelerating, you canextend flaps as soon as the VFE NEXT speed isreached.Suggestion : Extend Flaps 2 and 3 as thespeed decreases.Landing ConfigurationKeep following the flight plan (or the ATCinstructions if you are guided by ATC). Itshould align you with the runway.At around 2.000 feet, get ready for landing: Extend the landing gear Extend full flaps Set LOC mode on the FCU Set Autobrake MED

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turns. As soon as the aircraft moves, idlethrust should be enough to keep it going.Flight Controls CHECKEDMove all the flight controls in all possibledirections and check their movement on theF/CTL SD page, which appears automaticallywhen a flight control moves on the ground.Takeoff Configuration TESTOn the ECAM control panel (located on thepedestal), press the TO CONFIG key (or pressShift-Control-T on your keyboard). This actionsimulates takeoff thrust power and checks allthe important settings for takeoff.Landing Lights ONTurn the landing lights on to get ready fortakeoff.Parking Brakes SETBefore entering the runway for takeoff, setthe parking brakes.Takeoff Memo GREENOn the takeoff memo displayed on the E/WD,make sure all the items are green and no blueitem remains.Cleared for takeoffAsk the ATC for a takeoff clearance.

ALIGN AND TAKEOFFParking Brakes RELEASEDAs soon as the takeoff clearance is received,release the parking brakes to enter therunway.ThrustLike for taxiing, use around 40% N1 to taxi toline up on the runway.TCAS Mode ABVOn the pedestal, set the TCAS mode to ABV(above) to get ready for climb and watch forpotential intruders 8000 feet above theaircraft.Takeoff ThrustIf you are cleared for takeoff, push the thrustlevers to 60-70 % N1 and monitor the E/WD tomake sure thrust is available. If everything isOK, you can push to the FLEX detent. You canuse the TOGA detent for takeoff, but in thisflight we decide to save some fuel and useFLEX thrust takeoff.

IRSFor your information, the IRS areautomatically aligned with the GPS position atthis time. If the IRS were not perfectly alignedbefore, you may see the alignment on the ND.FMAAs soon as the thrust levers are in the FLEXdetent, check that the FMA displays : MAN FLEX 50 in the 1st column SRS in green in the 2nd column, in addition

to the blue CLB (armed mode) that wasalready displayed.

RWY in green in addition to the NAVmessage already displayed in blue in the3rd column.

A/THR in blue in the 4th column to indicatethe autothrust is armed.

Stick PositionDuring the takeoff roll, the stick should bepushed half way forward until the speedreaches 80 knots. This stick position can bemonitored on the PFD.Yaw BarAs soon as the takeoff thrust is applied, and ifthe runway has an ILS, the yaw bar appears onthe PFD to help you in guiding the aircraftalong the runway centerline.Stick PositionWhen the speed is over 80 knots, the stick canbe released to come back to the neutralposition.RotationWhen VR is reached (indicated with a bluecircle on the PFD speed tape), pull the stickfor the rotation. If the FD is not perfectlystable at this time, take a 15 pitch angle.Landing Gear UPAs soon as positive climb is achieved, thelanding gear can be retracted.The autobrake will automatically turn off 10seconds later.Landing Light OFFEven if the landing light is automaticallyturned off when the gear is retracted, itshould be turned off using the overheadswitch.Ground Spoilers DISARMED

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SETUPFS SETUPKey AssignmentsSome key assignments are suggested foroptimal use of the panel. Some of them arenot defined by default in Flight Simulator, sotheir definition is recommended if it has notbeen done already.The key assignment is available in FS2004through the pull-down menu Options >Controls > Assignments... and in FSX throughOptions > Settings > Controls...

The suggested key assignments as follows : Standby frequency swap :

This commands swaps the active andstandby frequencies on the RadioManagement Panel (RMP). This device isdescribed later in this documentation.

Autopilot arming switch :This command is mapped to the Z key bydefault.It simulates the autopilot disconnect

button located on the sidestick in the realaircraft. This is why it should be assignedto one of your joystick button, if possible.

Autothrottle arming switch :This command is mapped to the Shift-Rkey by default.It simulates the thrust lever instinctivepushbuttons located on the throttle leversin the real aircraft. For this reason, itshould be assigned to a button on yourthrottle device, if possible.

Control Sensitivities and Null ZonesThe sensitivities and null zones of the stickcontroller (PC joystick or yoke) must beadjusted to have the fly-by-wire working asefficiently as possible. These settings aredescribed in detail in the section dedicated tothe fly-by-wire system.Throttle SetupIn the real aircraft, the throttle levers havedetents that correspond to specific throttlesettings. This is detailed in the Autoflightsection (thrust levers paragraph).If you have a single or multiple throttledevice, no specific setup is required. Thethrottle device is acquired to determine if thethrottle lever is in a specific detent or not.If you dont have any throttle device and usethe keyboard to control the engines,everything works without needing any specificsetup, but the use of a throttle device ishighly recommended.

USER SETUPThe aircraft configuration window isaccessible through the Wilco Airbusconfiguration software :

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Ground Spoilers ARMEDNote that the landing memo appears when theaircraft reaches 1.500 feet in approach.Glideslope captureAs soon as the localizer is captured (LOC* orLOC displayed on the FMA), you can set theapproach mode (APPR) on the FCU.If you want to make an autoland, you canengage the second autopilot at this time.Landing Memo GREENMake sure all the items on the landing memoare green. If not, take the corrective actions.Short FinalFollow the localizer and glideslope, or let theautopilot do it in autoland if you wish.As the aircraft gets closer to the ground, theLAND mode engages, then the FLARE mode.They are shown on the FMA. If you flymanually, just follow the flight director and itwill be fine.Thrust RETARDAt around 20 feet, an aural warning Retard,Retard is heard. Pull the thrust levers back toidle and let the aircraft gently touch theground.

LANDINGReverse Thrust & BrakingAs soon as the wheels have touched theground, you can engage the thrust reversers ifyou wish.The autobrake makes the aircraft decelerateon the ground. You can take the control at anytime by using the brakes. Any action on thebrakes automatically disconnects theautobrake system.Exit RunwayExit runway when able.As soon as it is done, retract the flaps anddisarm the ground spoilers to retract them.Taxi to the GateAs you taxi to the arrival gate, you may noticethe FMGC resets 1 minute after the aircrafthas touched the ground. Its memory is clearedto make it ready for the next flight. The FMAis also cleared.

Last TurnJust before arriving at the gate, you shouldstart the APU to get ready to stop the engines. APU Master Switch ON APU STARTAt the GateWhen the aircraft is stopped at the gate, shutit down : Parking Brakes SET ENG 1 Master Switch OFF ENG 2 Master Switch OFF(Remember that the right mouse button mustbe used to shut down the engines)External PowerOne minute after the aircraft has stopped andthe engines are shut down, the GPU becomesavailable. Press the EXT PWR switch on theoverhead to use it.APU Shut DownAs soon as the external power source isavailable, you can save fuel and turn off theAPU by pressing the APU Master Switch.

INTRODUCTION

HOW TO READ THIS MANUAL ?This manual describes the panels and theaircraft systems. Reading this manual is veryimportant to understand how the panels andthe systems work, in order to use themefficiently.Within this manual, you will find some notesabout the usage of these aircrafts in FlightSimulator. They are written in italics. Eachtime you read a section in italics, rememberit is something related to the implementationof a system in the Flight Simulator context.You will also find some advice provided by reallife pilots who fly real Airbus aircraft. This isvery useful and aids understanding about howsome systems are used. For example, it willhelp you to answer the question: Why should Iuse the TRK/FPA guidance mode instead of theHDG/VS mode? It may also let you know whena system should be used, and when itshouldnt.

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Weight UnitYou can select the unit used to display weights(aircraft weight, fuel weight...) The possiblechoices are kilograms (KG) and pounds (LB).European pilots may prefer the metric system(KG), while US pilots may prefer to useImperial measures.

Panel Sound VolumeThe panel has its own sounds: warning sounds,GPWS altitude callouts, etc. This slider letsyou adjust the panel sound volumeindependently from the other FS soundsettings, such as engine sound volume,cockpit sound volume, etc.

User Experience (Realism)This aircraft can be flown in different modesdepending on the level of realism you areexpecting. Three realism levels are available:beginner, intermediate and expert. To make itsimple, beginner users will not have to readquantities of documentation to start theengines and fly the aircraft. Intermediateusers will have more realism while enjoyingsome FS shortcuts. Expert users will have tofollow carefully all the required procedures tofly this aircraft.The table explains in detail the differencesbetween the various levels of realism.In summary, if you set the realism tobeginner, you will be able to start theengine, take off and land without reading asingle page of this manual. Otherwise, youmust read the documentation to set up the

aircraft properly for take off and flight.

IRS Alignment DurationBy default, the IRS alignment time depends onthe level of realism, as shown in the tableabove.In the real aircraft, the alignment time isaround 10 minutes. For easier use, you canreduce this time and set the value you wishusing the slider.Remember that if you change the level ofrealism, the alignment time will be updatedaccordingly.

MCDU Keyboard InputYou may want to use your PC keyboard toenter data into the MCDU. You can do this byselecting a key modifier or a key locker : A key modifier is supposed to be used in

combination with the keyboard keys. Forexample, if you select Shift-Control asthe modifier, pressing Shift-Control-L willenter an L character in the MCDU.Note : A key combination may be inconflict with a FS command, such as Shift-Control-L for the aircraft landing lights.

The use of a key lock will intercept allthe keys to redirect them to the MCDU.For example, if you select Scroll Lock asthe key lock and press the Scroll Lockkey, the scroll lock LED lights up on yourkeyboard and any key typed on thekeyboard enters a new character intothe MCDU. For example, if you press theL key, an L character is entered in theMCDU and the aircraft lights dontchange. Pressing the Scroll Lock keyagain turns the keyboard back in anormal state.

Note 1 : Remember that when a lockerkey (such as Scroll Lock) is used, EVERYkey stroke is redirected to the MCDU.Dont be amazed if the ALT key doesntdisplay the FS menu any more. This isbecause this key is also intercepted.Press the locker key again for normal

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The configuration window is accessible bypressing the top button labeledConfiguration. The Load Manager, keyconfigurator and Fuel Planner will bedescribed in other sections.

Note : Than when you configure the aircraftthrough this configuration tool, any change istaken into account the next time the aircraftis loaded into FS2004 or FSX.In FS2004

In FS2004 only, the configuration window isalso accessible when the aircraft is loaded inFS through a new menu that appears in theAircraft pull-down menu.

This cascade menu lets you configure theaircraft with several options, described in thefollowing paragraphs.In FSXIn FSX, the configuration window is accessible onlythrough the Wilco Airbus configuration software.

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Beginner Intermediate Expert

Engine Start FS shortcut allowed Full startup sequence Full startup sequence(Ctrl-E key operative) must be executed must be executed

RWY Mode Available on any runway, Available only if the runway Available only if the runway(runway lateral as long as the aircraft has a localizer and the has a localizer and themode) is aligned. departing runway has been departing runway has been

entered in the MCDU entered in the MCDU

Inertial Information Always available Available only when the IRS Available only when the IRS(aircraft heading/track are aligned are alignedand position)

Ref Speeds Automatically computed Automatically computed on Not automatically computed,(V1, VR, V2) with average values request. A warning on the PFD the pilot has to enter them

no warning on the PFD if they are not entered in the MCDU. Otherwise,a warning appears on the PFD

Gross Weight (GW) Automatically computed Must be entered in the MCDU Must be entered in the MCDUaccording to FS settings to compute the F, S, and Greento compute the F, S, and Green

Dot speed (available on request)Dot speed (available on request)

Default IRS Alignment 10 seconds 1 minute 10 minutesduration

Wind indication on Always visible Not visible if speed is too low Not visible if speed is too lowthe Navigation Display (unreliable inertial information)(unreliable inertial information)

MCDU Assistance Available Available Not available


FLY-BY-WIREOVERVIEWThis aircraft is equipped with a fly-by-wiresystem managed by the Flight AugmentationComputer (FAC) and the Elevator and AileronComputer (ELAC). It commands the flightcontrols electrically from the input given bythe pilot through the sidestick. In normal law,this system provides: Flight automation : bank angle and pitch is

maintained as soon as the stick is releasedto the neutral position.

Flight envelope protection : the systemprevents the aircraft from entering intodangerous situations, such as high bankangle or stall.

In direct law, the aircraft is controlled likeany standard aircraft : the elevator andaileron deflections are proportional to theside stick movements.

The aircraft automatically switches to directlaw when it is lower than 50 feet above theground (100 feet if autopilot is active).The normal law protections are active only ifat least one FAC is operative.

USAGEThe pilot uses the sidestick to control theaircraft. The stick's side to side movementscommand the bank angle. The stick's forwardand backward movements command thepitch, just like on any aircraft.Bank AngleWhen the pilot wants to make the aircraftturn, he uses the sidestick to command a bankangle. He doesnt have to use the rudderpedals as the FAC manages the auto-coordination automatically. In normalconditions, the bank angle should neverexceed 33 (the autopilot always commands abank angle less or equal to 25). When thestick is returned to neutral position, the bankangle is maintained until a new bank angle iscommanded through the stick.

If, for any reason (emergency situation forexample), if the pilot wants to exceed the 33limit, he must continue the stick input tomaintain bank angle. As soon as the stick isreturned to the lateral neutral position, theaircraft comes back to a bank angle of 33. Inany event, the aircraft cannot exceed a 67bank angle in clean confi-guration (45 withflaps) to limit the structural acceleration of2.5 g in (2.0 g with flaps).The flight directors automatically disappearwhen the bank angle reaches 45.The bank angle control is illustrated by thefigure below :

Why do these limits exist ?The aircraft is limited in terms ofacceleration, because of structural andaerodynamic reasons. These limits are 2.5 g inclean configuration and 2.0 g with flaps.If the aircraft wants to maintain a constantaltitude in turn, it has to increase the lift tocounter the bank angle, so it naturallyincreases the load factor weight.

With the help of some mathematics, we canunderstand that the load factor depends onthe bank angle: the more it banks, the moreit has to increase lift, which means increasing

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keyboard behavior.

Note 2 : In FS2004, the Scroll Lock keyis defined as the default locker. In FSX,this key is used to display/hide the ATCwindow, which can also bedisplayed/hidden using the accent key.For this reason, you should clear theScroll Lock assignment for the ATCwindow and make this functionaccessible through the accent key only.

StartupPress the cold & dark button to reset theaircraft in a cold and dark situation, with allthe engines and devices turned off.This feature is available only if the aircraft isparked on the ground.

Pushback TypeThis aircraft allow you to choose the type ofpushback you want to use. The standardpushback is the default pushback available inFlight Simulator, triggered by the Shift-P key(by default) with the 1 and 2 keys to steer theaircraft.The other pushback type simulates the use ofa Power Push Unit (PPU). Unlike the standardpushback, this device is not a pushbackvehicle attached to the nose wheel with a towbar. The PPU is a small remote controlledvehicle attached to a main gear wheel thatpushes the aircraft without steering it. Whenusing a PPU, the pilot has to steer the aircraftin the same way as taxiing.

PPU Simulation in FS :To control the PPU, use the keys or the device (suchas rudder pedals) that you usually use to turn thenose wheel.Note that the PPU pushback type is not available inFSX.

Power Push Unit, designed to be attached on one of the

main landing gear.

Auto-PauseChecking this option automatically pauses FSwhen the next waypoint is the computed topof descent point and the distance is less than20 NM. This is especially useful for long flightsduring which you might not be in front of yourcomputer when the aircraft is about to beginits descent.

FLIGHT RESETAn option is available to let you reset thecurrent flight. This operation consists of thefollowing actions: The flight phase is reset (the value is set

according to the current aircraftsituation). Refer to the FMGC section toknow more about the flight phase.

The flight plan is reset, which means thenext waypoint is the first waypoint of theflight plan.

The recorded fuel used by each engine(displayed on the SD) is reset to 0.

In FS2004A flight reset can be triggered via the Aircraftpull-down menu, or by pressing Ctrl-Shift-R (apopup window confirms the reset operation).In FSXPressing Ctrl-Shift-R resets the current flight.A popup window confirms the operation.

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the load factor. Increasing the load factor to2.5 g corresponds to a 67 bank angle, and 2.0g corresponds to 45. This is theexplanation...Pitch AngleWhen the pilot wants to command a climb ordescent, he pulls or pushes the stick. Insteadof commanding an elevator position, the pilotcommands a load factor change. As soon asthe stick is in vertical neutral position, thecurrent load factor is maintained in order tomaintain a constant pitch angle through theauto-trim system.The flight envelope protection system limitsthe pitch angle to 30 in climb and 15 indescent. The flight directors automaticallydisappear when these limits are reached.If the alpha protection triggers the alpha floormode (high incidence angle protection), thealpha floor will automatically command anose down situation until the incidence anglereturns to a correct value.

Fly-by-Wire management in Flight Simulator :The simulation of this system does not require anyadditional module in Flight Simulator. It works withthe standard installation of FS. Nevertheless, it onlyworks if a joystick is used to fly the aircraft.Keyboard contro is possible, but it is not totallyefficient. Any serious virtual pilot should not use thekeyboard to fly...The joystick sensitivities and null zones must beadjusted in order to make this system workefficiently in FS. These settings are found in theFS2004 pull-down menu Options > Controls >Sensitivities... or in FSX through Options > Settings> Controls...

Null zone : The fly-by-wire system comes intoaction when the joystick is in neutral position,in order to maintain the bank/pitch anglecommanded by the pilot. If you find this featuredoes not work properly, it may be because thenull zone defined for the aileron or elevator axisis too small. In this case, increase the null zoneso that the fly-by-wire system can identify thenull zone more easily.

Sensitivity : The pitch control works better if theelevator sensitivity is set to the maximum. Itprovides a better reactivity to the system.

The following parameters provide good results :


Real pilots suggest pushing the sensitivity to themaximum and reducing the null zone to the minimum.If your hardware is good enough to support thesesettings (especially regarding the accuracy), you shouldapply these settings.

Note : The flight control system modeled in FlightSimulator is not designed for fly-by-wire systems. In thereal aircraft, there is no direct link between the sidestickand the ailerons/elevators. The sidestick gives an orderto the computer, which computes an electronic order forthe ailerons and elevators. In FS, there is always a linkbetween the user joystick and the simulated aircraftflight controls.In order to get the best results from the fly-by-wiresystem, move the joystick gently, and remember, thisaircraft is not designed for aerobatics, but for optimalpassenger comfort. If you feel uncomfortable with theaircraft control, just release the stick and let the fly-by-wire control the aircraft. Then you just have to adjustthe aircraft trajectory through small stick corrections.

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choose if the airspeed is displayed in knotsor in Mach.

The HDG-V/S / TRK-FPA pushbutton selectsthe display mode. If HDG-VS mode isselected, the heading and the verticalspeed (in feet per minute) are shown. If theTRK-FPA mode is selected, the track and theflight path angle (in degrees) are displayed.

The METRIC ALT pushbutton triggers thedisplay of the altitude in meters on thePrimary Flight Display.

The six engagement pushbuttons (AP1,AP2, A/THR, EXPED, LOC, APPR) will bedescribed later in this chapter.

The four rotating knobs are the following :

The airspeed knob controls the airspeed,in knots or in Mach depending on the modeselected with the SPD/MACH pushbutton.It can be pushed to have the speedmanaged by the flight managementsystem.

The heading knob allows the pilot toselect the heading or track, depending onthe mode selected with the HDG-V/S /TRK-FPA pushbutton. It can be pushed tohave the lateral navigation managed bythe flight management system.

The altitude knob controls the targetaltitude. It can be pushed to have thevertical navigation managed by the flightmanagement system.

The vertical speed (V/S) knob controls thevertical speed in feet per minute or theflight path angle (FPA), depending on themode selected with the HDG-V/S / TRK-FPA pushbutton. The vertical speed cannot be managed. If the knob is pushed, ittriggers a level off action.

The FCU has four windows, corresponding tothe four knobs: The speed window displays the target

speed, in knots or Mach. If the speed ismanaged, it is dashed and the managedspeed light is on.

The heading window displays the targetheading or track. If the lateral navigationis managed, it is dashed and the managedheading light is on.

The altitude window shows the targetaltitude. It is never dashed. The light is on assoon as the altitude displayed is higher thanthe acceleration altitude entered in theMCDU (refer to the FMGC section for moredetails).

The vertical speed window shows thevertical speed in feet per minute, or theflight path angle in degrees.

Selected FunctionsWhen airspeed, heading or vertical speedvalue is selected, it can be adjusted byturning the corresponding knob until thedesired value is displayed in the FCU window.In the example shown below, the speed,heading and vertical speed are selected, andtheir values are 210 knots, 12 heading and a2100 feet per minutes to climb to the altitudeof 25000 feet (FL250).

FCU knob rotation in Flight Simulator :The knob rotation is simulated by clicking on theleft/right of the knob to decrease/increase thecorresponding value. For the vertical speed knob, youhave to click above/below the V/S knob toincrease/decrease the value.As soon as you move the mouse in one of the sensitivearea used for rotation, the hand cursor appears with a+ (plus) or a (minus) to indicate the possiblevariation. If you click the left mouse button, itcommands a normal value change. If you click theright mouse button, it makes a bigger incrementalchange.

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AUTOFLIGHTAUTOFLIGHT COMPONENTSThe pilot interacts with the autoflightmanagement system through the followingcomponents : The Flight Control Unit (FCU) located on

the glareshield The Multifunction Control and Display Unit

(MCDU) located on the pedestal The thrust levers The sidesticksThe autoflight status can be monitored on thefollowing components : The FCU The Primary Flight Display (PFD), especially

the Flight Mode Annunciator (FMA) and theFlight Director.

Flight Control UnitSelected and Managed functionsThe Flight Control Unit (FCU) has four rotatingknobs. It is a feature of the FCU that theseknobs can also be pushed or pulled.If a knob is pulled, it means the pilot takes thedecision to control the knob's function. In thiscase, the function is selected.If it is pushed, the pilot transfers functionalcontrol to the flight management system. Thefunction is managed.To remember this, think of the direction in

which the knob moves : If you push a knob, it moves in the

direction of the aircraft systems, whichmeans you give the control to themachine.

If you pull a knob, it moves in yourdirection, which means the control is givento the pilot.

FCU knob usage in Flight Simulator :The actions on the FCU knobs are simulated bymouse click actions. Pushing a knob is simulatedby a left mouse button click, and pulling a knobis simulated by a right mouse click.The following table summarizes the FCU knob actions :

Real world action FS simulated action FunctionKnob push Left-button mouse click ManagedKnob pull Right-button mouse click Selected

FCU LayoutThe FCU is composed of four rotating knobs,nine pushbuttons and four display windows.The nine pushbuttons act as follows :

The SPD-MACH pushbutton lets the pilot

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1 - Flight Director pushbutton : FDThis button is used to engage the flightdirector. This is absolutely necessary beforeengaging the autopilot. Remember that theflight director determines how the aircraftshould be flown, and the autopilot justexecutes the orders coming from the flightdirector (the FD is the brain and the AP isthe muscle).2 - Localizer : LOCThis button is used to engage the localizermode. When it is engaged, it commands thelateral navigation to follow the localizerwhich frequency is tuned on NAV1 (ILS).The LOC mode should be engaged before theAPPR mode.3-4 - Autopilot pushbuttons : AP1 and AP2The pilot uses these buttons to engage theautopilots. Two autopilots are provided forredundancy. You can engage either AP1 orAP2. However, AP1 and AP2 can be engagedsimultaneously only in approach mode, toincrease the safety of an autoland.These pushbuttons should not be used todisengage the autopilots. If this is done, acontinuous alarm will sound due to thisabnormal procedure. The autopilot should bedisconnected using the sidestick red button(or assigned key stroke, eg Z). When this isdone, the warning sound is temporary.Sidestick button simulation in Flight Simulator :In the FS Setup section (Key Assignments), theassignment of the FS autopilot switch to a joystickbutton is recommended. If you can do so, it allowsyou to simulate the real aircraft procedure thatconsists in disconnecting the autopilot only throughthe joystick button, and not through the AP1/AP2pushbuttons on the FCU.5 - Autothtrust : A/THRPressing this button engages or disengages theautothrust system. This system can also beengaged or disengaged using the thrust levers(discussed later in this chapter).This button illuminates when the autothrust isarmed or engaged. The only way to know theexact status of the autothrust is by looking atthe Flight Mode Annunciator (FMA).

6 - Expedite : EXPEDPressing this button initiates an expeditedclimb or descent. An expedited climbcorresponds to an open climb at green dotspeed. An expedited descent is an opendescent at the speed of 340 kts/M.0.80,regardless of any speed constraint.7 - Approach : APPRWhen the aircraft is on an ILS approach, pressthis button to engage the ILS approach mode.This will command the lateral and verticalnavigation to follow the localizer and glideslope. This mode has to be engaged to effectan autoland.If the LOC mode was previously engaged,engaging the APPR mode will turn the LOClight off. Nevertheless, the APPR will guidethe aircraft on the localizer and the glideslope.

Some AdviceLOC/APPR mode usageReal pilots say the LOC mode should ALWAYSbe engaged before the APPR mode. Even ifengaging the APPR mode before the LOC modeis possible, it should never be done. This isbecause the airport approach guides you on alateral and vertical path that avoids theterrain. The terrain avoidance is totallyreliable only if you descnd on the glide slopeand when you are aligned with the runway, orrunway localizer.AutolandIn case of lateral wind, the autopilot will havedifficulties to follow the localizer. Real lifepilots say the autoland is NEVER used in caseof lateral wind. The human pilot is muchbetter than the autopilot to make small andaccurate trajectory changes in order to fly agood ILS approach. The autoland is perfect forlow visibility approaches, but not for windyones.Autothrust usageMany pilots say you shouldnt use the auto-thrust when flying the aircraft manually. Thisis because it may amplify the trajectorycorrection (especially in pitch) you make to

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The value changes are summarized in the tablebelow :

Function Button mouse click VariationAirspeed (knots) Left +/- 1 knot

Right +/- 10 knots

Airspeed (MACH) Left +/- .01Right +/- .10

Heading/Track Left +/- 1Right +/- 10

Altitude Left +/- 100 feetRight +/- 1000 feet

Vertical Speed Left +/- 100 ft/minRight +/- 1000 ft/min

Mouse wheel usage :When the mouse cursor is moved over a knob or overa variation zone, you can use the mouse wheel toadjust the value. Turning the mouse wheel normallycommands a normal variation. Turning the mousewheel while pressing one of the Shift keyscommands bigger variations.

If you want to change the altitude selection,you must first turn the altitude knob todisplay the desired target altitude. Then youcan initiate the climb or descent by one of thefollowing actions : Pull the altitude knob. This will make the

altitude selected and it will result in anopen climb or open descent.

Push the altitude knob. The altitude isnow managed and it will result in amanaged climb or descent.

Pull the V/S knob, and select a verticalspeed.

Press the EXPED pushbutton, which will

result in an expedited climb or descent.Managed FunctionsIf a knob is pushed, the correspondingfunction is managed by the FlightManagement System. The corresponding FCUdisplay is then dashed and the managedguidance light turns on.In this example, the speed, heading andvertical speeds are managed.

Notes : The vertical speed/flight path angle knob

can not be managed. Pushing this knobresults in a level off action.

Even if the vertical navigation is managed,the FCU altitude window is never dashed.

Reminder :Before taking off, the speed, heading andvertical speed are managed by default. Tomake sure the FCU is correctly set for takeoff, remember the words dash, ball, dash,ball, ball, dash. It means speed display isdashed and speed light (ball) is on, heading isdashed and heading light is on, altitude lightis on and vertical speed is dashed (as shownon the image above).This is especially important for the altitudelight, which is illuminated only if the selectedaltitude is higher than the accelerationaltitude. If it is lower, the initial climb will notbe correct.

Engagement PushbuttonsSeven engagement buttons are located on theFCU. They illuminate when theircorresponding mode is engaged.

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The levers can be moved in : the IDLE detent : the autothrust system is

automatically disconnected and idlepower is always applied, unless TOGALOCK mode is engaged,

the CL detent : the Full Authority DigitalEngine Control (FADEC) commands climbpower,

the FLX/MCT detent : FLX (flex) is used forreduced thrust take off, and MCT (maxcontinuous thrust) should be selected insingle engine operation,

the TOGA detent : whatever happens, fullengine power is applied (for take off or go-around).

Standard UsageThe autothrust system should be used as oftenas possible, even if some pilots say itshouldnt be used when the aircraft is flownmanually. It should be turned on just aftertake off and should remain on until theaircraft has landed.The standard usage of the throttle is thefollowing : The levers should be in the IDLE position

when the engines are turned on. They can be moved in the manual range

for taxi. Note that the aircraft can taxiwith idle thrust, you just need a littlethrust to initiate the roll.

For take off, the pilot decides if flex ortake off power should be applied. Use flexpower as often as possible to save theengines. Maximum TOGA power should beused on short or wet runways or when theweather conditions are bad (especiallywindshears).As soon as take off power (FLX or TOGA) isapplied, the autothrust systemautomatically arms : the FCU A/THR lightturns on and A/THR appears in blue on theFMA (5th column).

When airborne and the reduction altitudeis reached (usually 1.500 feet AGL), thepilot is requested to engage the climbmode by moving the levers into the CLdetent (flashing LVR CLB message on the

FMA).As soon as the levers are retarded into theCL detent, the autothrust system is auto-matically engaged : the A/THR message onthe FMA appears in white.

During the whole flight, the levers shouldremain in the CL detent, unless max poweris needed in case of an emergency.

On this aircraft, the throttle levers dontmove by themselves, even if thrust iscommanded by the FADEC. They aresupposed to stay in the CL detent when theautothrust system is engaged. For thisreason, the pilots must be warned when idlethrust is commanded. This is shown on theEngine/Warning Display (E/WD) with an IDLEmessage that flashes for a few seconds.MonitoringThe autothrust system can be monitoredthrough several autoflight components: On the Engine/Warning Display (E/WD),

the engine power commanded by theautothrust system is shown with a blue arcon the N1 gauges.

On the E/WD, messages can be displayedto indicate specific autothrust status (IDLEor A.FLOOR).

On the Flight Control Unit (FCU), theA/THR pushbutton light shows if theautothrust system is off (light off) orarmed or engaged (light on).

On the Primary Flight Display (PFD), thefirst column shows the current autothrustmode, and the 5th column shows theautothrust status (off, armed or engaged).

Autothrust modesThe autothrust system has two kinds ofmodes: The fixed thrust modes: a fixed thrust is

commanded and the airspeed is controlledby adjusting the aircraft pitch.

The variable thrust modes: the speed iscontrolled by changing the thrust enginepower.

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fly the aircraft along the glide slope. Otherpilots think the auto-thrust is reactive enoughto be used even when the aircraft is flownmanually. You will make your own opinion.In case of strong wind, you may see the auto-thrust is constantly updating the thrust. Thismay sound weird, but if you look carefully,this is the best way to have the aircraft speedconform to the FCU required selected ormanaged speed. In my opinion, the impact ofthe wind on the airspeed in FS is not totallyrealistic, it is too strong.Flying the aircraft manuallyIf you disconnect the auto-pilot to fly theaircraft manually, many pilots suggest the useof TRK/FPA mode instead of HDG/V/S mode.In TRK-FPA, the green flight path vectorsymbol, called the "bird", shows the aircrafttrajectory in a way that is easier tounderstand by a human pilot : on the lateral plan, you can observe the

impact of the lateral wind and see wherethe aircraft is really heading,

on the vertical plan, you see the angle ofdescent that allows you to easily fly anapproach visually.

Sidesticks and Rudder PedalsIn the real aircraft, the sidesticks are firmlyheld in their center position when anautopilot is engaged. A strong manualmovement of a sidestick or a rudder pedalinput indicates that the pilot wants to takethe control of the aircraft. It disconnects theautopilot with an aural warning. This warningindicates it is not the right way to disconnectthe autopilot. This warning can be stopped byone of the following actions: re-engaging the autopilot through the FCU

pushbutton, pressing the sidestick button to confirm

the Autopilot disconnection action.In Flight Simulator, this feature is simulated by astrong movement of the joystick or rudder pedal. Ifyou move the joystick or rudder pedal to an extremeposition, it disconnects the autopilot like in the realaircraft.

Thrust LeversThe thrust system of this aircraft has fourdetents in which the levers can enter. Whenthe pilot moves the levers, he can feel hardpoints when they reach one of the detents.The four detents correspond to four possiblethrust modes: IDLE CL for Climb FLX/MCT for Flex/Maximum Continuous

Thrust TOGA for Take off go-aroundThe thrust levers have two red buttons on theside, called instinctive buttons. They are usedto disarm the autothrust system.

Simulation of the lever movement in Flight Simulator :As your throttle control does not have detents, thisis simulated by a sound that is played each time alever enters or leaves a detent. When you move yourthrottle, pay attention to this sound because itindicates when the levers have reached a detent. Youcan also see the thrust mode indication on theEngine/Warning Display (E/WD).The autothrust system works properly if you controlthe throttle through the keyboard. Nevertheless, theuse of a throttle device is highly recommended.Simulation of the instinctive pushbuttons in FlightSimulator :The instinctive pushbutton function is mapped onthe FS auto-throttle system. You can map any key orbutton to the Autothrottle arming switchcommand and it will simulate the instinctivepushbuttons.When the thrust levers are in the manualrange (not in a detent), the levers commandthe engines like any other aircraft : theengine power is relative to the lever angle.

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message THR IDLE is displayed on theFMA when the fixed idle thrust is provided,and a flashing IDLE message is shown onthe E/WD when the engine power is idle.The aircraft speed is then controlled bythe pitch (used for open descent).

The autothrust mode is displayed on the FMA,column 1. When armed, the autothrust modeis displayed in white inside a white borderedbox.The autothrust is disarmed when the A/THRbutton is depressed on the FCU, or when thethrottle levers are moved back to the IDLEdetent.

Autothrust ActiveIf the autothrust system is armed, it becomesactive when the throttle levers are movedinto the CL detent. If it is off, it can be madeactive by pressing the A/THR button on theFCU.When the autothrust system is active, theA/THR light illuminates on the FCU panel, anda white A/THR message appears on the FMA(column 5). The thrust mode displayed in the1st column of the FMA appears in green.When the autothrust is active, the fixed andvariable thrust modes are available. In thismode only, the autothrust fully controls thethrust to maintain selected or managed speedin level flight or when the aircraft is followinga specific vertical path (ILS approach forexample).

Variable thrust modes are : SPEED

This mode is available only when theautothrust system is active. A SPEEDmessage is displayed in green on the FMA(column 1) when this mode is engaged.The autothrust automatically switches tothis mode when : the aircraft levels off from a climb or a

descent, a vertical guidance mode that commands

a specific vertical path (V/S or ILS mode)is engaged,

The flight directors are turned off. MACH

It is the same as the SPEED mode. It is onlyavailable at high altitudes. The autothrustsystem automatically switches from SPEEDto MACH and vice-versa at apredetermined altitude.

The autothrust system can be changed toarmed mode by moving the throttle leversforward into the FLX/MCT or TOGA detent.The autothrust is de-activated if the A/THRbutton is depressed on the FCU, or when thethrottle levers are moved back to the IDLEdetent. In this case, an A/THR OFF messageappears on the E/WD for a few seconds and awarning sound is heard.

Thrust LimitationDuring normal operations, the thrust leversshould remain in the CL detent during thewhole flight. If the autothrust system isengaged and the levers are moved below theCL detent (in the manual range), the thrust islimited to the thrust lever position. If thethrust lever position is limiting the autothrustsystem, a master caution is generated and amessage is displayed on the E/WD to indicatethis. Repeated chime will sound until acorrective action if taken.Thrust LockWhen the autothrust system is armed with thelevers in the CL detent and the autothrust isdisengaged by pressing the FCU A/THRpushbutton, the engine thrust remainsconstant until the levers are moved out of theCL detent. This status is shown by a flashingTHR LK message on the FMA (1st column) anda message appears on the E/WD, asking thepilot to move the thrust levers. Repeatedchime will sound until a corrective action iftaken.

Lateral GuidanceThe lateral guidance modes provide guidancealong a lateral path according to the FCUsettings or to the flight plan stored in theFMGC.

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Alpha Floor - Flight envelope protectionIf the alpha protection system detects highincidence angles, it engages the alpha floormode that automatically applies full TOGAengine power (even if the autothrust system isnot engaged and regardless of the thrustlevers' position). At the same time, theaircraft's pitch is decreased to reduce theincidence. A message A.FLOOR is displayed onthe FMA (1st column).When the incidence angle is correct again, thealpha floor stops and the autothrust systemlocks the TOGA power. The TOGA LK messageis then displayed on the FMA (1st column).To unlock the TOGA LK mode, the pilot mustfollow the recommendations:1. Move the trust levers to the TOGA detent

to avoid a thrust difference when theautothrust system is disengaged.

2. Disengage the autothrust system bypressing the A/THR button on the FCU orby pressing an instinctive pushbutton.

3. Retard the levers to the CL detent.4. Re-engage the autothrust system by

pressing the A/THR button on the FCUagain.

FLIGHT GUIDANCEThe flight guidance section covers all theautomatic flight modes : speed guidance,lateral guidance and vertical guidance.

Speed GuidanceIt is mainly related to the autothrust system.

Autothrust armingIf the autothrust system is off, it is armedwhen the throttle levers are moved to theFLX/MCT or TOGA detent during take off, orwhen the levers are moved in the TOGAdetent while the aircraft is in flight and theflaps are extended (go around).When the autothrust system is armed, theA/THR light illuminates on the FCU panel, anda blue A/THR message appears on the FMA.Note that the A/THR button light also

illuminates when the autothrust is active. Thisis why the pilot must look at the FMA (column5) to determine if it is armed or active.

Typical FMA display when take off power is applied.The first column shows FLEX power is selected,

and column 5 shows the autothrust system is armed.

When the autothrust system is armed, onlythe fixed thrust modes (constant thrustprovided) are available : TOGA - Take off / Go around :

This mode provides the maximum thrust,MAN TOGA is displayed on the FMA(column 1).

FLX Flex :It is used for reduced thrust take off. Theprovided thrust depends on thetemperature that is entered in the MCDUPERF page. If the aircraft is on the ground,MAN FLX message is displayed on theFMA (column 1) with the selectedtemperature in blue.If the flex mode is used for take off and notemperature has been entered in theMCDU, a message FLX TEMP NOT SETappears on the E/WD. In this case, thetake off should continue in TOGA mode bypushing the throttle levers into the TOGAdetent. This removes the cautionmessage.

MCT - Maximum continuous thrust :It provides a fixed thrust that is themaximum continuous thrust depending onthe current conditions. This is the normallever position if an engine fails.

CL Climb :Climb thrust is provided based on thecurrent conditions. A message THR CLBis displayed on the FMA when the fixedclimb thrust is provided. The aircraftspeed is then controlled by the pitch (usedfor climb).

IDLE :This mode provides fixed idle thrust. A

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manually through the FCU by doing thefollowing actions : Select a new altitude on the FCU using the

altitude knob, Then select a vertical mode using the

altitude knob, the V/S knob or the EXPEDbutton. This action will determine thevertical mode that will be used to fly theaircraft : V/S, FPA, Open Climb or OpenDescent.

Open Climb (OP CLB)This mode is used to climb at a selected altitudewithout taking care of any altitude constraint.This mode is linked to the THR CLB autothrustmode (fixed thrust mode with N1 set accordingto the CLB thrust setting). When this mode isactive, the current selected or managed targetspeed is held and the pitch is adjustedconsequently. This is why the V/S FCU display isdashed.If the EXPED mode is engaged when the openclimb mode is active, the aircraft will climb asquickly as possible, using the green dot speedas the target speed.

The open climb mode can be engaged onlywhen the autopilot and autothrust systemsare active, by the following actions :1. Select an altitude that is higher than the

current altitude on the FCU,2. Pull the altitude knob.Note : If the altitude change is less than 1.200feet, the vertical speed will be set auto-matically to 1.000 feet/min and the FMAindications dont change.In open climb, the FMA looks like this :

Open Descent (OP DES)This mode is similar to the open climb mode,used for the descent. It allows the descent ata selected altitude without honoring anyaltitude constraint. It is linked to the THRIDLE autothrust mode, which means the

engines power will be set to IDLE.If the EXPED mode is engaged when the opendescent mode is active, the aircraft willdescend as quickly as possible, using themaximum speed of 340 kts/ Mach .80 as thetarget speed (potentially limited by the VMAXspeed).

The open descent mode can be engaged onlywhen the autopilot and autothrust systemsare active, by the following actions :3. Select an altitude that is lower than the

current altitude on the FCU,4. Pull the altitude knob.Note : The open descent should not be used atlow altitudes.

Vertical Speed / Flight Path Angle (VS or FPA)These modes let the pilot control the climb ordescent through the vertical speed or theflight path angle (depending on the FCUmode, V/S HDG or TRK FPA). Consequently,the FCU V/S or FPA display shows the selectedvalue.These modes are linked to the Speed/Machautothrust mode (variable thrust mode thatadjusts the engine power according to thespeed target).The FMA displays the selected mode (V/S orFPA) with the current selected value in blue.In V/S mode, the FMA and FCU may look likethis :

In FPA mode, they may look like this :

SYSTEMS


The pilot can control the lateral guidancethrough the FCU, in which case it is a selectedlateral mode. Or he may let the FMGC manageit, in which case it is a managed lateral mode.

Automatic Lateral ModesDuring take off (as soon as the throttle leversare in the FLEX or TOGA detent), the lateralRWY (runway) mode automatically engages.This mode is designed to help the pilot infollowing the runway heading. In fact, itautomatically sets the ILS frequency (if itexists) and the yaw bar is displayed on thePFD to help the runway tracking. If therunway has no ILS, no yaw bar is shown.

Typical FMA display when take off power is applied.Column 3 shows the runway mode is engaged (greenRWY), and the NAV mode is armed (blue NAV).

When the aircraft reaches the altitude of 30feet above the ground, the NAV modeautomatically engages if a flight plan isdefined. If no flight plan is defined, or if theflight plan leads to a discontinuity, the RWYTRK (runway track) mode automaticallyengages to help the pilot in following therunway track after take off until anotherlateral mode is selected.

Selected Lateral ModeThe pilot can control the lateral guidancemanually through the FCU by pulling the HDG(or TRK) knob on the FCU to select theheading (or track). Depending on the FCUmode, the heading or the track is selected.

Managed Lateral ModeThe crew can push the HDG knob to set theheading managed mode. The NAV mode thenbecomes active (shown in green on the FMA)and the aircraft follows the flight planentered in the FMGC.If the heading is in managed mode on theground, the NAV mode is armed (shown in blue

on the FMA). It will automatically becomeactive shortly after take off.

Vertical GuidanceThe vertical modes provide guidance alongthe vertical flight plan, according to the FMGCflight plan and pilot inputs via the FCU.The pilot can control the vertical guidancemanually through the FCU (selected verticalmode) or let the FMGC manage the verticalguidance (managed vertical mode).The vertical modes are always on the 2nd

column of the FMA. The active mode isdisplayed in green on the first line, and thearmed mode is shown on the second line inblue.

Automatic Vertical ModesDuring take off (as soon as the throttle leversare in the FLEX or TOGA detent), the lateral SRS(speed reference system) mode automaticallyengages if some conditions are fulfilled : The flaps are extended, V2 was entered in the MCDU Take off PERF

page.This mode is designed to manage the initialclimb, from the ground to the accelerationaltitude. It will make the aircraft climb at thehighest possible rate of climb, keeping V2+10knots if all engines are running, otherwise V2.This mode is very helpful, you just have to followthe flight director after take off to make aperfect climb.

Typical FMA display when take off power is applied.Column 2 shows the speed reference system mode is engaged

(green SRS),and the managed climb mode is armed (blueCLB).

As soon as the acceleration altitude isreached, the vertical mode automaticallyswitches to CLB mode.

Selected Vertical ModesThe pilot can control the vertical guidance

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The top of descent point, computed by the FMGC,is shown with a white down arrow (1)

For any reason, you may initiate the descentbefore or after the computed top of descentpoint. In this case, the FMGC will do its best toput the aircraft back on the computed descentprofile. If you descend before, the FMGC willcommand a slow descent (at 1.000 feet perminute) until it intercepts the computed descentpath. If you descent after, the FMGC will initiatea idle descent with a high rate of descent whilekeeping the airspeed within the possible range(+/-20 knots around the descent target speed). Ifthe aircraft is very high above the descentprofile, the FMGC may be unable to intercept thepath because it would need a descent speedhigher than the maximum authorized speed. Ifthis happens, the only solution is to extend thespeed brakes so that the angle of descentincreases with the same airspeed.The example below shows a managed descentwhere the aircraft is above the computeddescent path :

During a managed descent, the PFD displays

speed and altitude information relative to the descent.1. The descent target speed is shown with a

magenta = sign.2. The FMGC can adjust the speed up to the

maximum managed descent speed, whichis the target speed + 20 knots.

3. If the aircraft has to slow down theaircraft, it can adjust the speed down tothe minimum managed descent speed,which is the target speed - 20 knots.

4. The descent path indicator (magentacircle) shows the vertical deviation withthe computed descent profile.

On this example, the aircraft is above thedescent path (the magenta circle is below thealtitude yellow line), which is why the FMGCcommands a speed higher than the descenttarget speed (300 knots) in order to increasethe angle of descent while keeping idlethrust. The managed descent speed will notexceed 320 knots. If this speed is still too lowto intercept the descent path, you can extendthe speed brakes, but you should be awarethat it will result in a VERY high descent rate.

During the managed descent, additionalinformation is computed by the FMGC anddisplayed on the ND with the pseudo-waypoints. These waypoints are computed bythe FMGC and added in the flight plan whenall the necessary information is entered bythe crew.The pseudo-waypoints are the following: Speed Limit :

It is displayed as a magenta filled circle. Itshows where the aircraft will accelerateor decelerate to reach a new target speed.On this example, this waypoint ispositioned where the aircraft crosses10,000 feet and it will accelerate from 250to 300 knots.

SYSTEMS


Managed Vertical ModesIn Managed vertical mode, the FMGC deter-mines the best climb or descent profile.By default, the CLB mode (climb mode) isarmed when the aircraft is on the ground. It isshown in blue on the FMA. It means the climbmode will be automatically activated as soonas the aircraft reaches the accelerationaltitude set in the MCDU (refer to the FMGCsection to know more about the accelerationaltitude).Managed ClimbThe managed climb can be set at any time byselecting a higher altitude on the FCU andpushing the ALT knob. The managed climb canbe activated only if the NAV mode is active(lateral mode managed).The managed climb is very similar to the openclimb mode described earlier. The onlydifference is that the managed climb moderespects the altitude constraints. If there isno constraint, the open climb and managedclimb modes are just the same.If an altitude constraint is defined on the nextwaypoint, the managed climb mode respects it bylimiting the target altitude to the altitudeconstraint value. In other words, the targetaltitude will be the altitude constraint, even if thealtitude displayed on the FCU is higher. In thissituation, the target altitude symbol appears inmagenta on the altitude tape, and the ALTmessage is shown in magenta on the FMA toindicate the presence of a constraint. As soon asthe constrained waypoint is passed, the targetaltitude becomes the FCU altitude, unless anotherconstraint is defined.

Managed DescentThe managed descent should be used onlywhen the aircraft is at cruise altitude. It canbe engaged only if the NAV mode is activated

(managed lateral mode). To engage themanaged descent, an altitude lower than thecurrent altitude must be selected on the FCU,and the ALT knob must be pushed.

When the managed descent is initiated, theaircraft will try to descend using idle thrust aslong as possible to save fuel. It will also respectthe constraints, especially the speed limitationbelow the limitation altitude (usually, the speedlimit is 250 kt below 10,000 ft). In fact, the FMGCcomputes a ideal descent path it will doeverything possible to maintain the aircraft onthis path.As soon as you initiate the descent, the FMAlooks like this :

The thrust is reduced to idle, and a magentacircle appears on the altitude tape. Itrepresents the vertical deviation between thecurrent altitude and the computed descentpath. In managed descent mode, the FMGCwill adjust the vertical speed to minimize thevertical deviation. This will be done byadjusting the descent speed by +/-20 knotsaround the managed descent speed. Thisinterval is shown on the speed tape by 2 halftriangles showing the minimum and maximumspeed the aircraft can take to manage thedescent.The best option is to initiate the descentwhen you reach the Top of Descent point,displayed on the Navigation Display, unlessthe ATC commands you to descend at anothertime...

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airport and the ILS signal is received, the pilotcan initiated an ILS approach by engaging theLOC and APPR mode to follow the localizerand the glide slope. Remember that thelocalizer should always be captured beforethe APPR mode is armed for the glide slopecapture.As soon as the APPR mode is engaged, you canswitch on both autopilots. This is the onlytime you can turn them on simultaneously inorder to provide redundancy for an autoland.If both autopilots are engaged and the ILS iscaptured, you can just let the aircraft go andit will proceed to an automatic landing.When the aircraft reaches 400 feet AGL, theLAND mode activates, as shown on the FMA :

As the aircraft comes closer to the ground, itwill automatically engage the flare, which isalso shown on the FMA :

During an autoland, the only action requiredof the pilot is to pull the thrust levers back tothe idle position when the "Retard, Retard"call-out is heard 20 feet AGL.

When the aircraft touches the ground, theROLL OUT mode engages to steer the aircrafton the ground. If the auto-brake was engaged,the aircraft automatically brakes todecelerate on the ground. This action is shownthrough the auto-brake pushbuttons with aDECEL signal:

SYSTEMS


Top of Climb (1) and Top of Descent (2) :They are shown with white arrows on theflight plan. The top of climb is placedwhere the aircraft is supposed to reachthe cruise altitude, and the top of descentis positioned where the crew shouldinitiate the descent to follow thecomputed descent path as closely asp o s s i b l e .

Deceleration point : It is displayed with a big D. It showswhere the aircraft will startdecelerating for the approach. If theaircraft is in managed descent andmanaged heading, the FMGC willautomatically switch to the approachphase. It means it will automaticallydecelerate to green dot speed inclean configuration, then to S, F andVapp speed according to the aircraftconfiguration. In addition, the ILSfrequency of the arrival runway willbe tuned, if it is an ILS approach.

Managed Descent with the FS ATC :If you fly with the FS virtual ATC, there is ahigh probability that it asks you to initiateyour descent before the computed top ofdescent point. This is not a problem, you canengage a managed descent. In this case, youraircraft will be below the computed descentpath for a certain time (descent at 1000 feetper minute) and it will finally intercept thecorrect descent path.In addition, the ATC will probably ask you toturn to a certain heading before you reach thedeceleration point (D point). In this case, youwill have to select a heading manually, andthis will force you to leave the NAV mode(managed lateral mode). Consequently, theFMGC will not automatically switch to theapproach phase, you will have to do itmanually through the PERF page. I suggest youdo this when switching to the tower frequencyto get the landing clearance.

Approach & LandingIf the speed is managed when the approachphase is active, the target speed will be: Green dot speed if the aircraft is in clean

configuration S speed if the slats are extended F speed if the flaps are extended Vapp if the flaps are in configuration 3 or

FULLThese speeds are computed by the FMGC. TheVapp speed is continuously updated to takethe current wind into account and make surethe aircraft can land in safe conditions.

When the aircraft is close to the arrival

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Applying the brakes manually disengages theauto-brakes.The pilot is free to engage the reverse thrustif necessary (this action will never betriggered by the autopilot). If the pilot makesno action, the aircraft will come to acomplete stop.If the pilot wants to take control of theaircraft, he must disengage the autopilot. Itlooks obvious, but pilots often forget this anddont understand why they cant control theaircraft to leave the runway...

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EFISEFIS


the possible space and hides the standbyinstruments. The glareshield remains visibleto provide the pilot with access to the FCU,EFIS CP,...

Left/Right passenger views : theseicons let your passengers see from

the left/right of the aircraft. These views arevery useful during replays.

EFIS USAGE

All the EFIS (PFD, ND, E/WD and SD) areexpandable (pop-up), detachable, resizableand their brightness is adjustable.When the mouse is over any EFIS central zone,also called active zone (shown here inmagenta), you can : Pop-up the EFIS by clicking with the left

mouse button. When it is popped-up, youcan drag it by clicking in the outer zone(shown in green) to move it around thescreen or on an additional monitor if youhave one. You can also resize it bydragging a border or a corner.

Adjust the brightness by turning the mousewheel.

Reset the brightness by clicking the middlebutton (on many mice, this corresponds toclicking the wheel itself).

You can also use the number keys combinedwith Shift to pop-up an EFIS, which isespecially useful when the EFIS is not visibleon the screen (i.e. when an outside view isactive): Shift-6 for the PFD Shift-7 for the ND Shift-8 for the E/WD Shift-9 for the SD.

PFD PRIMARY FLIGHT DISPLAYThe PFD shows all the essential informationrequired to fly the aircraft.

PFD, aircraft stopped on the ground

PFD in flightIt is composed of several parts : Attitude indicator, also known as the

artificial horizon (center) Flight director Speed indicator (left) Altitude indicator (right) Heading/Track indicator (bottom part) Flight Mode Annunciator FMA (upper part) ILS guidance (localizer and glide slope) Radio-altitudeAll these components will be described in thischapter.

If IRS is not aligned, some information isunavailable and can not be displayed on thePFD, which shows as following :


Airbus Series Vol.2

EFISPANEL GENERAL USAGEThe panel is composed of several windowsthat can be popped-up using the auto-hiddenicon bar or the following keys: Shift-3 for the pedestal Shift-4 for the overhead panel Shift-5 for the MCDUThe icon bar is located in the bottom leftarea of the main panel, as shown here :

The icons are invisible to avoid disturbing thepanel view. They become visible when the mouseis moved over the icon bar, and the hovered iconis highlighted in red. It is composed of 6 icons:

This icon lets you show/hide theoverhead panel (similar to Shift-4). When

the overhead panel is visible, you can click this iconagain to hide it. You can also move the mouse over

the top right corner of the overhead panelwhere a close icon appears allowing you to closethe overhead window.

Show/hide the pedestal window(equivalent to Shift-3). Just like the

overhead, the pedestal also has an auto-hiddenclose icon that appears only when the mouse ismoved over it.

Show/hide the MCDU (similar to Shift-5). The MCDU also has an auto-hidden

close icon.

This icon shows/hides the zoomed panelview. This view displays the 3 main EFIS

(PFD, ND, E/WD) in a large view that takes all

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When the aircraft is on the ground withengines started, the sidestick position isshown on the attitude indicator :

1. Maximum sidestick deviation box2. Sidestick position indicatorFlight DirectorThe flight director shows the pilot whatdirections must be taken to follow the aircraftguidance calculated by the FMGC. When theaircraft is flown manually, the pilot in commandis in charge of following the flight director inorder to fly the aircraft as required by the FCUsettings. When the autopilot is active, it will doexactly the same byl commanding the aircraft tofollow the flight director. If you want to fly theaircraft manually without taking the FCU settingsinto account, you should disconnect the flightdirector.The fly-by-wire system automatically hidesthe flight director bars when the bank anglereaches preset limits.

The flight director has 2 different shapes,accor-ding to the guidance mode selected onthe FCU :

In HDG/VS (heading/vertical speed) mode, the flightdirector shows a horizontal and a vertical trend bars to

guide the aircraft on the vertical and lateral path.

In TRK/FPA (track/flight path angle) mode, the flightdirector is displayed as a line with 2 triangles (1) and theflight path vector, also called the bird, is shown as anaircraft symbol (2). To follow the flight director in thismode, you should align the bird with the flight director

symbol.Some AdviceFlight Director UsageWhen the aircraft is flown by the autopilot,remember that the flight director is thebrain, and the autopilot the muscle. TheFMGC and the flight director think andcalculate the right flight control movementsto guide the aircraft on the right trajectory.The autopilot is in charge of moving the flightcontrols according to the orders given by theflight director.This means you can replace the autopilot andfly the aircraft manually, following thedirections provided by the flight director. Youractions on the sidestick will merely replacethe actions taken by the autopilot.Many pilots say the flight director should beturned off when flying the aircraft manually.For example, imagine you plan to land onrunway 25 at Paris Orly (LFPO). At the verylast moment, you change your mind (or ATCasks you to do so) and you have to land onrunway 26 instead. In this case, no time to re-program the FMGC, you switch FD off andfinish your approach on runway 26 manually,helped by the ILS.

Resetting the FCUWhen you switch the flight director off, itclears the FCU memory. This is why manypilots switch the FD off and on at the very


Attitude Indicator

1. Horizon line : representation of thehorizon on the attitude indicator. Ticks aredrawn every 10 to visualize the headingvariation, especially useful during turns.When the flight director is off, a vertical blueline on the horizon shows the heading or trackselected on the FCU. This is very useful whenlanding manually with cross wind.

2. Pitch indicator : the pitch indicator, alsocalled pitch ladder, shows the pitch angle,in degrees, with a line every 2.5 degrees. Thetop image shows a pitch of about 5.

3. Bank angle reference : on the top of theattitude indicator, ticks represent bank anglesof 10, 20, 30 and 45.4. Bank angle indicator : this yellow indexmoves as the aircraft banks. It can be moved infront of one of the tick to manage a turn with anaccurate bank angle. This is especially useful tomanage procedure turns when flying in manualmode.

The image sho

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