A320 PROFESSIONAL FOR MICROSOFT FLIGHT SIMULATOR 2002 PILOT'S HANDBOOK CONTENTS

Please note that A320 Professional is an expansion for Microsoft Flight Simulator 2002. It will not operate without this program installed on your PC. Introduction ..........................................................................................................................2 Installation............................................................................................................................7 Accessing the aircraft ........................................................................................................10 Getting the best from your system ....................................................................................10 Updates, Support, Registration ........................................................................................11 Aircraft Systems ................................................................................................................12 Panel Overview ..........................................................................................................12 Main Panel Components ............................................................................................16 General Notes ............................................................................................................17 Primary Flight Display ................................................................................................18 Navigation Display ......................................................................................................28 Engine / Warning Display............................................................................................38 System Display ..........................................................................................................42 Autoflight ....................................................................................................................45 MCDU ........................................................................................................................57 Backup Instruments....................................................................................................87 Landing Gear ..............................................................................................................88 Controls on Centre Pedestal ......................................................................................89 APU ............................................................................................................................93 Electrical System ........................................................................................................94 Fuel System ................................................................................................................97 Powerplane ................................................................................................................99 Hydraulics ................................................................................................................100 Pneumatics ..............................................................................................................103 Air Conditioning ........................................................................................................105 Pressurisation ..........................................................................................................107 GPWS ......................................................................................................................110 Other Controls ..........................................................................................................112 Chronometer ............................................................................................................113 Panel Configuration utility ........................................................................................114 Tutorial Flight ..................................................................................................................116 Credits & Copyright ..........................................................................................................148 Software Piracy ................................................................................................................149

INTRODUCTION
A320 Professional is an expansion for Microsoft Flight Simulator 2002 Standard or Professional. As any airliner Captain will tell you, there is no other airliner quite like an Airbus. From its joystick control to its computerised fly-by-wire systems, it offers a totally new flying experience. This software accurately reproduces the A319/320/321 in all its complexity, so we strongly recommend that you read all the documentation, both printed and on CD, in order to learn as much as possible about this amazing aircraft and how it is flown. Minimum System Requirements MS Windows 95/98/Me/2000/XP MS Flight Simulator 2002 Pentium III 600MHz 128Mb RAM 700Mb hard disk space (for full livery install) SVGA video card Recommended Pentium III 1GHz or higher 256Mb RAM 3D graphics accelerator card with 32 MB RAM FSUIPC During the installation process we will check to see if you have the FSUIPC module by Peter Dowson already installed. If you do not we will install it, as it is required by the A320 software. If you already have this module installed we will check the version number/date of it and only install the item from the A320 Professional CD ROM if you have an earlier version installed. THE AIRCRAFT A319/320/321 family of airliners are built by Airbus Industrie, which is a consortium formed by EADS and BAE Systems. EADS, the European Aeronautic Defence and Space Company, was formed by a merger of Aerospatiale-Matra of France, Daimler-Chrysler Aerospace of Germany and CASA of Spain (former members of Airbus). Having accumulated some 1,500 firm orders from international customers, Airbus Industrie's A319/A320/A321 family represents one of the most successful civil aircraft programs in aviation history. The A320 is the most economical and environmentally friendly aircraft in its category and features the widest fuselage in its class. This provides a roomy passenger cabin and unmatched underfloor cargo space.

The A320 marked Airbus Industrie's entry into the single-aisle market. It was designed in the 1980s for airlines' anticipated fleet expansion, and as a next-generation replacement for the thousands of aging 150-seat category transports already in service. Airbus Industrie decided to make the A320 a truly new aircraft, incorporating technologies that would provide the best operating efficiency and performance for airlines, and a high comfort level for passengers. Building on the increasing use of computers in all modern transports, the consortium incorporated flyby-wire controls in the A320 a first for commercial airliners. The A320 program was launched in March 1984, despite a downturn in airline aircraft purchases due to the recession of the 1980s. The decision proved to be a sound one, correctly anticipating the need for a competitive transport to meet carriers' needs when the economy improved later in the decade. The A320 entered service in 1988 with Air France and British Caledonian Airways. It proved to be a huge success In November 1989, Airbus Industrie gave the go-ahead for a stretched A320 version, designated the A321. The fuselage of the basic A320 was lengthened with the addition of an eight-frame (4.26 meter/13.97 ft.) section forward of the wing, and a 5-frame (2.67 meter/8.75 ft.) section aft of the wing. Seating 185 passengers in a two-class layout, the A321 has a range of up to 5,500 km./3,000 naut. mi. A developed version of the A321, called A321-200, was launched in April 1994 for a service startup in 1997. The first aircraft, powered by International Aero Engines' V2533-A5 engines, made its maiden flight in December, 1996 from the Daimler-Benz Aerospace Airbus facility in Hamburg-Finkenwerder Germany. It has an additional centre fuel tank and an increased take-off weight of 89 metric tons/196,200 lb. Another development of the A320 is the shortened-fuselage A319 derivative, which entered airline service in 1996 with Swissair, powered by CFM International CFM56 engines. The A319 is seven fuselage frames shorter than the basic A320, and will seat 124 passengers in a typical two-class cabin layout. Maximum range is 6,500 km./3,500 naut. mi The Airbus family all share the fly-by-wire controls designed and manufactured by Thales/SFENA. Instead of a control column, the pilot and co-pilot each have a sidestick controller. The digital fly-by-wire system is controlled by five dedicated computers and operates all the primary and secondary flight controls by a combination of electronic signalling and hydraulic jacks. Very high safety standards have been built into the flight control systems, with system redundancy and with flight envelope protection, which will not allow manoeuvres to exceed the aircraft's structural and aerodynamic limitations. It is, for example not possible for the aircraft to fly beyond the maximum operating speed for longer than a few seconds. The aircraft's flight speed is maintained safely above the stall speed and the throttles are automatically opened to achieve a successful positive climb. Today, the A320 has become Airbus Industrie's best selling aircraft, with well over 800 on order. Typically seating 150 passengers in a two-class cabin, the A320 is capable of flying non-stop for up to 5,500 km./3,000 naut. mi. Operators include Northwest, Air Canada, Indian Airlines, Lufthansa, United Airlines, All Nippon Airways, Egyptair, Gulf Air, and Mexicana.

A319 SPECIFICATIONS Aircraft Dimensions Overall Length Cabin Length Fuselage Diameter Max. Cabin Width Height Wheelbase Track Wing Dimensions Wing Span (geometric) Wing Area (reference) Sweep (25% chord) Design weights Max. Ramp Weight Max. Take-off Weight Max. Landing Weight Max. Zero Fuel Weight Max. Fuel Capacity Typical Operating Weight Empty Typical Volumetric Payload

Numbers in parentheses are highest options.

A320 SPECIFICATIONS Aircraft Dimensions Overall Length Cabin Length Fuselage Diameter Max. Cabin Width Height Wheelbase Track Wing Dimensions Wing Span (geometric) Wing Area (reference) Sweep (25% chord) Design weights Max. Ramp Weight Max. Take-off Weight Max. Landing Weight Max. Zero Fuel Weight Max. Fuel Capacity Typical Operating Weight Empty Typical Volumetric Payload Basic Operating Data Powerplants Thrust Range Typical Seating (two class) Range (with Max. Passengers) Max. Operating Mach No. (Mmo) Containers Capacity Underfloor Bulk Hold Volume Total Volume (LD3 + Bulk)

Numbers in parentheses are highest options.

111ft 0in/33.84m 78ft 0in/ 23.77m 0in/ 3.96m 12ft 1in/ 3.70m 38ft 7in /11.76m 36ft 3in/ 11.05m 24ft 11in/7.59m

123ft 3in/37.57m 90ft 3in/27.50m 13ft 0in/ 3.96m 12ft 1in/ 3.70m 38ft 7in /11.76m 41ft 6in/12.65m 24ft 11in/7.59m

111ft 10in/34.09m 1320ft2/22.6m2 25 degrees

111ft 10in/34.09m 1320ft2/22.6m2 25 degrees

lb x 1,000 Tonnes lb x 1,000 Tonnes lb x 1,000 Tonnes lb x 1,000 Tonnes USg Litres lb x 1,000 Tonnes lb x 1 000 Tonnes

142.0 (167.3) 64.4 (75.9) 141.1 (166.5) 64.0 (75.5) 134.5 (137.8) 61.0 (62.5) 125.7 (129.0) 57.0 (58.5) 6,300 (7,835) 23, 860 (29,660) 88.4 40.1 28.4 12.9

lb x 1,000 Tonnes lb x 1,000 Tonnes lb x 1,000 Tonnes lb x 1,000 Tonnes USg Litres lb x 1, 000 Tonnes lb x 1,000 Tonnes

162.9 (170.6) 73.9 (77.4) 162.0 (169.8) 73.5 (77.0) 142.2 (145.5) 64.5 (66.0) 134.5 (137.8) 61.0 (62.5) 6,300 (7,835) 23, 860 (29,660) 90.4 41.0 35.9 16.3

Basic Operating Data Powerplants Thrust Range Typical Seating (two class) Range Max. Operating Mach No. (Mmo) Containers Capacity Underfloor Bulk Hold Volume Total Volume (LD3 + Bulk)

lb slst nm km

two CFM56-5 or IAE V2500 22,000 27,000 124 1,800 (3,700) 3,360 (6,800) M0.82 Four LD3-46/46W 976ft3/ 27.64m3 848ft3/ 24.01m3

lb slst nm km

two CFM56-5 or IAE V2500 25,000 27,000 150 2,650 (3,050) 4,900 (5,700) M0.82 Seven LD3-46/46W 1322ft3/ 37.4m3 978/1,097ft3 27.69/31.06m3

A321 SPECIFICATIONS Aircraft Dimensions Overall Length Cabin Length Fuselage Diameter Max. Cabin Width Height Wheelbase Track Wing Dimensions Wing Span (geometric) Wing Area (reference) Sweep (25% chord) Design weights Max. Ramp Weight Max. Take-off Weight Max. Landing Weight Max. Zero Fuel Weight Max. Fuel Capacity Typical Operating Weight Empty Typical Volumetric Payload Basic Operating Data Powerplants Thrust Range Typical Seating (two class) Range Max. Operating Mach No. (Mmo) Containers Capacity Underfloor Bulk Hold Volume Total Volume (LD3 + Bulk)

Numbers in parentheses are highest options.

INSTALLATION
146ft 0in/44.51m 113ft 0in/ 34.44m 13ft 0in/ 3.96m 12ft 1in/ 3.70m 38ft 7in /11.76m 55ft 6in/ 16.92m 24ft 11in/7.59m

STARTING THE INSTALLATION

1. Close all open programs and applications prior to installation. Place the A320 Professional CD in your CD-ROM drive. 2. If your computer has Autorun enabled the installation program will start automatically. If so, skip to item 4. 3. If you do not have Autorun activated (or the program does not start automatically) please carry out the following: Press the Start button on the Windows taskbar, move up to Run and left click it. Type in the Open window: D:/start.exe (where D is the drive letter of your CD-ROM drive), then press OK. The CD will then start to run. 4. The first screen to appear will ask you to either Install or Exit. 5. You will then be asked to select a language to use during the installation. You may select one of the language options from the drop-down list with the mouse. Once you have done this, click the OK button to continue with the installation or the Cancel button to exit without installing. 6. A Welcome window will appear and you can continue with the installation by clicking the Next button or exit by clicking Cancel. The installation will now check the Windows Registry for the location of your installation of Flight Simulator 2002. If it is unable to locate a valid entry for Flight Simulator a warning dialog will appear informing you of this and telling you that you will have to browse manually to the folder where you have Flight Simulator installed. 7. You will then see a window Choose destination location to install A320 Professional to. This folder has to be your valid Flight Simulator 2002 program folder. Normally you will find the path box already filled in with the correct folder name, but if you received a warning at step 6 then this box will be blank. You will need to click the Browse button and choose the correct location of your Flight Simulator 2002 program folder. The default path for Flight Simulator 2002 is C:\program files\Microsoft Games\Flight Simulator 2002. This path will be correct unless you specified another location when you installed Flight Simulator 2002. 8. When you are satisfied that the path shown is correct, click Next. If the folder you have selected is not a valid Flight Simulator program folder containing the Flight Simulator program, then you will be given a warning to this effect and you will have the option to use the Back button to go back to the previous window and browse to the correct location. 9. A window will display the list of A320 Professional liveries that you can choose to install: A319 Air Canada Air Canada - TCA Airbus House colours - IAE engines Finnair Frontier - Wolf Lufthansa Northwest Sabena Swissair

111ft 10in/34.09m 1320ft2/22.6m2 25 degrees

lb x 1,000 Tonnes lb x 1,000 Tonnes lb x 1,000 Tonnes lb x 1,000 Tonnes USg litres lb x 1,000 Tonnes lb x 1 000 Tonnes

183.9 (205.9) 83.4 (93.4) 183.0 (205.0) 83.0 (93.0) 162.0 (175.5) 73.5 (77.8) 153.2 (162.7) 69.5 (73.8) 6,260 (7,790) 23, 700 (29,500) 105.6 47.7 46.0 21.0

lb slst nm km

two CFM56-5 or IAE V2500 30,000 33,000 185 2,300 (3,000) 4,350 (5,600) M0.82 Ten LD3-46/46W 1828ft3/ 51.76m3 1300/1478ft3 37.04/41.85m3

A320 Aer Lingus Air France Airtours All Nippon America West Ansett Sidney Austrian Airlines British Airways - Benyhone British Midland - old livery Condor Berlin Edelweiss Air Iberia Jet Blue - Blue Skies JMC Air Spanair TAP Air Portugal Virgin Sun A321 Aer Lingus Alitalia British Airways - Union Jack. British Midland - BMI New Union Jack livery Iberia Lufthansa S.A.S. U.S. Airways Virgin Atlantic Tick the liveries you wish to install with the mouse or uncheck any that you dont want. Click Next to continue. 10. You will see a window with your chosen settings. Please check them and if you are happy press Next to continue, Back to change your settings or Cancel to exit. If you pressed Next, the install will begin. 11. When this screen closes and you are returned to your desktop, the installation is complete. IMPORTANT! Once A320 Professional has been installed please re-boot your computer. Please read the section Getting the best from your system below to ensure you gain maximum results from this program.

UNINSTALLING A320 PROFESSIONAL

To uninstall A320 Professional from your system please do so only in the following manner: Go to the Windows Start button and click on it. Move to Settings and click on Control Panel. Double-click on the Add-Remove Programs icon. Locate A320 Professional in the list and double-click on it. A dialog box will appear offering the options to 'Modify', 'Repair' or 'Remove' the Installation. A dialog box will appear asking you if you wish to remove A320 Professional. Clicking Remove will remove A320 Professional from your system. Please note; you may be asked to insert the A320 Professional CD ROM during this process. Uninstalling or deleting A320 Professional in any other way may cause problems when using this program in the future or with your Windows set-up. The FSUIPC module is not removed automatically from your system. It will cause no harm by staying on your system. If you wish to remove it manually you will find the file called FSUIPC.DLL in the FS2002/modules folder. If you wish to learn more about FSUIPC module we have included their manuals in the PSS\FSUIPC extras folder inside Flight Simulator 2002.

ADDING/REMOVING LIVERIES
To remove installed liveries and/or add liveries please do so only in the following manner: Go to the Windows 'Start' button and click on it. Move to 'Settings' and click on 'Control Panel'. Double-click on the 'Add-Remove Programs' icon. Locate 'A320 Professional' in the list and double-click on it. A dialog box will appear offering the options to 'Modify', 'Repair' or 'Remove' the Installation Select 'Modify' by clicking the radio button, then click 'Next' A list of the available A320 Professional liveries available to install or remove will appear with the one marked that are currently installed. Select from the list the liveries you wish to install and/or unselect the liveries you wish to uninstall. When you are satisfied with the change click 'Next' to apply the changes.

Please note: Phoenix Simulation Software (PSS) will offer additional livery sets or single liveries for separate purchase from their website www.phoenix-simulation.co.uk These additional liveries only will be installable/removable with the installer program supplied by PSS. They will not appear in the selection lists if you modify the CD liveries you have installed by using 'Add/Remove programs'. The Liveries added from sources other than the original CD can only be removed manually. Note also that you must have a minimum of one CD livery installed for each Airbus Model (A319, A320 and A321) in order for the main files for that model to be installed. Removing all the CD liveries for a particular model will result in that model being removed entirely.

ACCESSING THE AIRCRAFT

1. In FS2002 select the Aircraft/Select aircraft menu and in the Aircraft Manufacturer menu choose Airbus. 2. In the Aircraft model menu select one of the models (A319, A320, A321). The postfix "c" indicates a model with CFM engines, the postfix "v" stands for IAE engines. Thus for example in 'A320v' all A320 models with IAE engines are grouped. 3. Choose the particular livery you wish to fly in the Variant menu. 4. Click OK.

ADDITIONAL DOCUMENTATION
All the documentation that is not printed is contained in Adobe Acrobat .PDF format. You can find the documentation files in the folder \PSS\Manuals\ on the CD. You will also need the Adobe Acrobat Reader installed. Different language versions of the Adobe Acrobat Reader are in the Acrobat folder on the CD. Browse to and double-click the language version that is correct for your location. If you do not find your language version, you can check http://www.adobe.com and you may find your language there.

More information or for different language versions please view the Microsoft web page: www.microsoft.com/directx/homeuser/downloads/default.asp - Decreasing the demands on your video card and PCs Processor can help with performance. This can be carried out as follows: In Display Settings in Flight Simulator 2002, moving all the sliders to the far left will increase your PCs performance. These sliders, particularly those concerning Scenery Autogen, Terrain Mesh Complexity and Scenery Complexity, are accessed through the Options/settings/display/image quality Tab. As the sliders are moved to the left less detail will appear in the scenery. Moving the Dynamic Scenery and Scenery Complexity sliders to the left will increase your PCs performance but will also display less detail in installed sceneries, especially add on sceneries. Turning Off the Aircraft shadows and Ground Scenery Shadows on this page will increase display performance.

Joystick Setup
The flight models in this product have been designed with the Joystick Sensitivities set to DEFAULT. To achieve the greatest accuracy of your flight model it is highly recommended to set your joystick back to these default sensitivities. Open Flight Simulator 2002 and go to the 'options' menu, scroll down to 'Controls-Sensitivities'. Select the Joystick item in box labelled 'Joystick type' and you will see the sliders for the control sensitivity. At the bottom of the window is a Reset defaults button. Just press the Button to reset your joystick settings. This will not affect any Custom Button Assignments

ADDITIONAL SOFTWARE
The \PSS\ folder, located in your FS 2002 main directory, contains five additional tools, two fuel planners, a panel configuration tool and two load editor programs. You can access these by browsing for the application EXE files or by clicking on the shortcuts in your Windows Start menu 'A320 Professional' These tools are intended for advanced use which is either intuitive or described in help files, located in the applications' folders.

Flight Simulator Setup

From the menu 'Aircraft-Realism settings' please select 'Display indicated Airspeed' and set 'Current realism settings' to 'Hard' for best results.

GETTING THE BEST FROM YOUR SYSTEM

To ensure that your PC is running at its best and you get the best from A320 Professional, we suggest the following: - Before running Flight Simulator, terminate as many programs running in Windows as possible. - Performance will be better if the default Microsoft scenery is installed onto the hard drive rather than running form the Microsoft CD. - Please ensure that if you have a 3D video accelerator card (highly recommended) installed it is set up and operating in the host simulation program correctly. Some video cards require that you press the keyboard keys ALT+ENTER to go into 3D mode. - Ensure that you have the latest set of video card drivers installed to your PC. Even though your PC may be quite new, the video card drivers may well be out of date, as they are updated every few months. Contact your video card supplier or download the latest drivers from the manufacturers website. - Ensure that you have the latest version of Microsoft's Direct X drivers installed on your PC. We have included three ENGLISH ONLY versions of Direct X on the A320 Professional CD for your use. Browse on the CD and you will see a folder called DirectX. In this folder are three more folders: For Windows 95 ONLY a folder called: DirectX Win 95 For Windows 98, 98 SE and ME ONLY a folder called: Direct X Win 98-98SE-ME For Windows 2000 ONLY a folder called: Direct X Win 2000 Browse to the correct folder for your PCs operating system and double click on the file in that folder to install Direct X.

UPDATES, SUPPORT, REGISTRATION

Make sure you check for the latest updates for this product at www.justflight.com. By the time you read this, there may be a new update that takes care of issues, or have added new features. If you are experiencing problems with this software, please visit the Support section of our website at www.justflight.com Most problems can be cured by doing the following: - Fully reading the manual with this product. - Checking for any updates or support materials at our website. If you have a problem that cannot be solved by the above, then please fill in the technical support request form on our website as fully as possible. By filling in and returning the product registration card included in this product you will be eligible for: - Technical support - Our regular free newsletter - Special offers and upgrade details - Details on new product releases - Automatic entry into our regular prize draw Alternatively you can register online at through our website at www.justflight.com Please note that you can remove yourself from our mailing list at any time and we will not sell or pass on your name or details to any third party. Full details of our Privacy Policy can be found on our website.

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AIRCRAFT SYSTEMS
PANEL OVERVIEW Panel views
The Phoenix Airbus A3xx panel has several pop-up windows and it can be represented in various different views, as shown below:

MCDU window open MCDU window shows expanded view and allows operation of Multipurpose Control Display Unit. This window is opened or closed by clicking on MCDU screen image on main panel view, or by pressing Shift+2 key.

Full panel view Full panel view is the default view. It shows all EFIS displays and all gauges on the main panel. To return to full view from Compact or Overhead view, press NUMPAD 8 key.

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

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Overhead panel view Virtual cockpit view Overhead panel contains controls for aircraft systems such as Electrical, Fuel nd Pressurisation etc. Overhead view is accessed by pressing and holding NUMPAD 5 key. To keep this view active, press and hold NUMPAD 5, then press CTRL, then release both. Flight Simulator Virtual Cockpit view contains a full set of gauges. Although, due to FS limitations, the custom-drawn (vector) gauges are inoperative in Virtual Cockpit, and thus the EFIS displays are replaced with different versions with some elements missing. Also, mouse clicks do not work in this mode.

Central pedestal window open Central pedestal carries thrust levers, flaps and spoilers controls, engine starting controls, etc. Central pedestal window is opened and closed by pressing Shift+2 key.

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MAIN PANEL COMPONENTS

The Airbus has a modern glass cockpit. Mechanical gauges are replaced by an Electronic Flight Instrument System (EFIS) which includes six CRT displays representing all information in most convenient form. The displays include Captain and FO Primary Flight Displays (PFD), Captain and FO Navigation Displays (ND), and two Electronic Centralised Aircraft Monitoring (ECAM) displays: Engine/Warning Display (E/WD) and System Display (SD). Mechanical backup instruments are also provided. Automatic flight is controlled from Flight Control Unit (FCU). Fully automatic flight along a programmed route is possible and is guided by Flight Management System (FMS). The FMS is programmed and operated using Multi-function Control and Display Units (MCDU). Chronometer button Primary Flight Display (PFD) EFIS Control Panel Navigation Display (ND) Flight Control Unit (FCU) Gear panel

GENERAL NOTES
EFIS displays
EFIS displays contain a wealth of information. At standard display resolutions, they can be hard to read. To solve this, any display can be expanded by clicking it with the mouse. This brings a pop-up window with enlarged display picture. Such windows are standard Flight Simulator pop-up windows. They can be resized, moved to any position and arranged to your taste. You can drag a window by clicking at any point on it, except for the area in upper right corner - clicking there will close the window. A window can be undocked by right-clicking it and selecting Undock in pop-up menu. This allows the window to be moved outside the main FS window and placed anywhere on your desktop, or on a second monitor. The same can be done with MCDU pop-up window.

Engine/Warning Display (E/WD)

Thrust control
The A320 aircraft thrust levers are different from those found on Boeing-type or other common aircraft. The thrust levers move through distinct detents, or gates, marked MREV, IDLE, CL, FLX/MCT, and TO-GA. Takeoff power is applied by moving the levers to TO-GA or FLX-MCT gate, which commands autothrust system to produce computed takeoff thrust corresponding to current conditions. At thrust reduction altitude, thrust levers are retarded to CL gate, which automatically engages autothrust system. From this point, the levers are normally left in CL detent throughout the flight until just before touchdown. The autothrust system controls engine thrust corresponding to active thrust modes and thrust limits. The A320 thrust levers are not back-driven by autothrust system, and dont move as the thrust is automatically adjusted. Unless needed, they are left in CL gate until a synthesised voice announces RETARD 20 feet above landing runway. Due to this, thrust control is implemented differently than on other Flight Simulator panels. Instead of using joystick throttle or Flight Simulator keys, the panel uses custom keys (Numpad PLUS and Numpad MINUS by default) to move thrust levers between gates. You can also use pedestal view and move levers with the mouse. Thrust levers position can be checked by looking at thrust Flight Mode Annunciator on PFD, the thrust limit name on E/WD, or by checking the pedestal view. Manual thrust control is still possible, using joystick throttle or Flight Simulator keys. Make sure that the panel-simulated thrust levers are left at IDLE, or set at CL but the autothrust is disengaged. Please check the autothrust discussion in the Autoflight section of this manual for further information.

Flight controls
The PSS A320 panel attempts to simulate electronic fly-by-wire flight control system of the real aircraft. The conventional flight yokes are replaced on Airbus aircraft with side-sticks, much like a computer joystick. Sidesticks send electronic signals to flight computers, which drive the control surfaces. Left-right stick deflection controls bank rate, and computers will not allow the pilot to exceed bank limits of 67 bank. Forward-aft stick deflection controls aircraft G load. Neutral stick position commands load of 1G, resulting in level flight or constant vertical speed, regardless of airspeed, altitude or weight. This is simulated on the A320-Pro panel by auto-trimming the aircraft, although this can be done only when the joystick is centred. The joystick inputs to Flight Simulator are disabled when the autopilot is engaged. This is done to prevent joystick noise from interfering with autopilot operation.

DDRMI GPWS indicator Backup Instruments MCDU

Clock System Display (SD) ECAM Control Panel

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PRIMARY FLIGHT DISPLAY

General
The Primary Flight Display (PFD) is the outer display on the Captain and First Officers panels. It provides information on: Attitude and Guidance commands Airspeed Barometric and radio altitude and vertical speed Heading and track Flight Mode Annunciations Vertical and lateral deviations The PFD is divided into several sections: Flight Mode Annunciations Attitude and Guidance Airspeed Altitude and Vertical Speed Heading and Track

Flight Mode Annunciations

Flight Mode Annunciator (FMA) indicates current status of FMS operation. The FMA is divided into 5 columns which indicate: Thrust modes Active and armed Pitch modes Active and armed Roll modes Approach capabilities Autopilot, Flight Director and Autothrust engagement status The Flight Mode Annunciations are discussed in detail in the Autoflight and FCU section.

Attitude data
2. Roll Scale 3. Roll/Sideslip Index

4. Pitch Scale

Flight Mode Annunciations

Attitude and Guidance

1. Aircraft symbol

5. Attitude Limits

6. Radar Altitude

Airspeed

Attitude and Vertical Speed

1) Aircraft symbol Fixed aircraft symbol indicates position of aircraft relative to the horizon. 2) Roll Scale The scale is graduated at 0, 10, 20, 30 and 45 bank degrees. 3) Roll/Sideslip Index

Heading and Track

Upper part of the index indicates current bank. The lower part moves below roll part and shows amount of side slip.

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4) Pitch Scale Graduated each 2.5 degrees, indicates current aircraft pitch. 5) Attitude Limits Green = symbols are displayed at 67 on roll scale, at 15 nose down and at 30 nose up on pitch scale. They represent the pitch and bank limits of Normal law protections. 6) Radar Altitude Radar altimeter readout is displayed when below 2500 feet AGL. At low altitudes, the white line which separates pitch scale and solid bottom part, moves up as aircraft gets closer to the ground, covering the pitch scale, and meets the horizon line at touchdown. Radar altimeter readout turns yellow when below DH, if it was set.

Guidance
Flight guidance commands generated by FMS are depicted by Flight Director (FD) symbols. The Flight Director system allows the pilot to manually fly the aircraft while following the guidance commands. The FD symbols are only visible when FD button on EFIS control panel is illuminated.

Specific indications on ground

FD button on EFIS Control Panel

1. Ground roll command bar

2. Sidestick position

3. Max sidestick deflection

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

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HDG-V/S Mode
In this mode, the FD symbols include two bars. Vertical bar indicates commanded bank, and horizontal bar shows commanded pitch. To follow the commands, steer the aircraft so that the bars cross at the centre of the static aircraft symbol. In this example, a left bank and present pitch is commanded.

ILS Indications When ILS receiver is automatically tuned for destination airport approach by FMS, or ILS frequency is manually entered on MCDU Rad Nav page, the localizer and glideslope deviation bars can be displayed on PFD. To do so, push the ILS button on EFIS control panel. Second push removes ILS information from PFD.

TRK-FPA Mode In this mode, the FD symbols include a flight path vector symbol and a flight path director symbol. Flight path vector symbol (Bird) represents the aircraft vertical flight path angle, drift angle and bank. The command symbol (Moustache) shows commanded flight path angle, as vertical distance between the symbols, and roll, as the difference in symbols rotation. To follow the commands, steer the aircraft so that the two symbols are aligned. In this example, a left bank and pitch up is commanded. 2. Glideslope deviation

1. Localizer deviation

Drift angle 3. ILS front course Bank angle Bank difference

1) Localizer deviation Vertical flight path angle Vertical flight path difference 2) Glideslope deviation Flight Path Director commands The magenta indexes represent horizontal and vertical deviation from localizer and glideslope. In this example, the aircraft is to the right and above the glide path. When a deviation diamond index reaches a limit of a scale, it turns to magenta arrow. 3) ILS front course Magenta dagger on heading scale indicates the selected landing runway ILS course, or course manually entered on MCDU Rad Nav page.

Flight Path Vector symbol

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Airspeed
1) Actual Airspeed Indicated by a yellow line as referenced to speed tape moving behind the line. If the airspeed is below 30 knots, the scale is fixed at 30 knots. 2) Speed Trend 1. Actual Airspeed 2. Speed Trend 3. Target Airspeed An arrow extending from the actual airspeed line shows aircraft acceleration and displays the speed which will be attained in 10 seconds if present acceleration remained constant. 3) Target Airspeed Gives the active FMS speed target. If the target is outside the displayed scale, the triangle is replaced by a numeric readout above or below the scale. The triangle or readouts are magenta if target is Managed speed automatically computed by FMS according to flight plan or active flight stage, and are cyan if the target is speed manually selected on FCU. 4) Mach Number Appears if current Mach number is greater than 0.5 1) V MAX 1. V MAX Lowest of: - Maximum operating speed if in clean configuration - Maximum gear down speed if gear down - Maximum flaps extended speed for current flap configuration 2) V LS Minimum selectable speed

Decision Speed (V1) V1 speed selected through MCDU. Digitally shown in top part of the scale if outside visible range. Displayed only on the ground. If V speeds are not selected, a red SPD SEL flag is displayed above airspeed scale. F speed Minimum flap retraction speed, visible when flaps are in configuration 3, 2 or 1+F

S speed Minimum slat retraction speed, visible when flaps are in configuration 1

VFE NEXT Maximum flaps extended speed for the next (greater) flap lever position

4. Mach Number

Green Dot Manoeuvring speed in clean configuration

Managed Descent speed range When aircraft is in Managed Descent (DES) guidance mode, and in managed speed, the airspeed may vary to maintain the computed descent path. In these modes the target speed triangle is replaced by a = mark and two brackets indicate allowable airspeed range. The range is managed speed target plus or minus 20 knots, accounting for flight plan speed limits and minimum and maximum operating speeds.

2. V LS

3. Alpha Protection 3) Alpha Protection Speed corresponding to angle of attack at which alpha protection becomes active 4. Alpha Max 4) Alpha Max Speed corresponding to maximum angle of attack that may be reached in pitch normal law

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Altitude 2. Target Altitude 1) Altitude Displays current aircraft barometric altitude. If altitude is negative, white NEG flag appears near the readout window. The window will flash yellow when aircraft approaches altitude target, and flash amber when it deviates from the target. The readout turns amber if aircraft descents below MDA (if defined). 2) Target Altitude Indicates altitude selected on FCU. If the target is outside visible scale, it is displayed in numeric form above or below the scale. If managed vertical guidance mode (CLB or DES) and flight plan contains a constraint altitude which is closer than one selected on FCU, displayed target shows this constraint in magenta colour. 4. Baro Reference 3) Vertical Speed The VS scale is marked at 500, 1000, 1500 and 2000 fpm. Digital readout appears and moves together with the needle at greater than 200 fpm. Readout turns amber at excessive climb or descent rates. 4) Baro Reference STD (standard) or QNH altimeter settings in selected units, as selected on EFIS control panel. If reference is STD and aircraft is below transition altitude, or reference is QNH and aircraft is above transition level, the Baro indication will be boxed in flashing yellow. 1. Actual Heading 2. Ground Track

Terrain indication Ground level, based on radar altimeter

3. Vertical Speed

1. Altitude

Descent Path Indicator This symbol is automatically displayed during FMS Descent and Approach phases. The indicator displays aircrafts vertical relationship to computed descent path. In this example, the aircraft is slightly below the path. Maximum symbol movement represents 500 ft deviation.

Heading

3. Target Heading or Track

4. ILS Course Select in Hg

Select hPa 1) Actual Heading Shows current aircraft heading on the moving heading scale. The ticks on the scale are repeated on the horizon line of attitude indicator.

Decrease settings

Toggle QNH / STD Increase settings Baro controls, EFIS control panel

2) Ground Track Green diamond indicates current ground track, which will be different from aircraft heading in crosswind conditions.

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3) Target Heading or Track Blue triangle marks the heading or track selected in FCU Heading window. If indicator is outside visible scale, it is replaced by a digital readout located at the side of heading scale which is closest to target heading. If aircraft is in managed lateral mode (NAV) following flight plan route, the target heading indicator is removed. 4) ILS Course Magenta dagger on heading scale indicates the selected landing runway ILS course, or course manually entered on MCDU Rad Nav page. If indicator is outside visible scale, it is replaced by a digital readout located at the side of heading scale which is closest to ILS course.

ND Modes
ND Modes are selected using selector knob on EFIS Control Panel. Another selector knob changes display Range, from 10 to 320 NM. ROSE ILS and ROSE VOR modes are mainly used during ILS and VOR approaches; they display selected course needle, course deviation indicator, and glideslope deviation indicator, along with all other common information. Other three modes display active flight plan route. ROSE NAV and ARC modes show a map with overlaid route display, ROSE NAV mode showing full 360 degrees around aircraft, and ARC showing forward sector. PLAN mode allows pilot to review entered route by stepping and centring through all waypoints on the route.

NAVIGATION DISPLAY
General
Navigation displays (ND) are inboard displays on Captain and FO panels. The NDs present all information for navigating the aircraft, including flight plan route display, moving map of database navaids/waypoints/airports, tuned navaid bearing pointers and information, TCAS (Traffic Alert and Collision Avoidance system) display etc. The navigation display has 5 different modes of operation: ROSE ILS, ROSE VOR, ROSE NAV, ARC and PLAN.

ND Common information
1. Heading 2. Ground Track 3. Selected heading

4. GS / TAS

5. Wind

6. Bearing pointers

8. Range marks ROSE ILS Mode ROSE VOR Mode ROSE NAV Mode

7. Selected Navaids 1) Heading A yellow index marks present aircraft heading on the rotating heading rose. 2) Ground Track ARC Mode PLAN Mode EFIS Control Panel, ND Mode and Range selectors Green diamond mark displays current aircraft ground track, which is different from heading in crosswind conditions.

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3) Selected heading Blue triangle shows heading selected on FCU. It is removed when flying in managed lateral (NAV) mode. In ND ARC mode, if selected heading is outside visible arc of heading rose, it is numerically displayed at the heading arc side closest to the selected heading. 4) GS / TAS Digital indication of current Groundspeed and True Airspeed. 5) Wind Digital indication of current wind direction and speed. If wind is present, a green arrow shows wind direction relative to aircraft heading. 6) Bearing pointers Needles point to tuned navaid stations. Appear only when a navaid is selected for display on EFIS control panel (see below).

Chronometer display
Chronometer Display

Chronometer button, glareshield 7) Selected Navaids Information on tuned navaids, selected on EFIS control panel. Include selected receiver, navaid identifier, and DME distance if available. A letter M is added after navaid name if navaid is manually tuned on MCDU Rad Nav page. A letter R is added if a frequency is manually tuned on Radio Management Panel (RMP, located on centre pedestal). No letters are added when navaid is autotuned by the FMS. Arrow symbols show which bearing pointer on the rose display represents this navaid. 8) Range marks Located at range circles and define corresponding circle range from the aircraft symbol. In ND ARC mode, the outer circle represents the range selected on EFIS control panel. In all other (ROSE and PLAN) modes, the outer circle has half the range selected on EFIS control panel. Bearing pointers Bearing pointers represent bearing to stations received by radios selected for display on VOR 1 VOR 2 ADF The ND can display an elapsed time chronometer independent from one on the aircraft clock. The ND chronometer is controlled by a Chronometer button located on the glareshield above the ND. Pressing this button performs these functions: First push: Starts the chronometer and displays it on ND Second push: Stops the chronometer Third push: Resets the chronometer and removes it from ND.

EFIS Control Panel, Navaid selectors

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ROSE ILS Mode

ROSE ILS mode provides ILS deviation display similar to a conventional Horizontal Situation Indicator (HSI), and is used during ILS approaches.

ROSE VOR Mode

ROSE VOR mode provides localizer deviation display similar to a conventional Horizontal Situation Indicator (HSI), and is used during VOR approaches or VOR navigation.

4. VOR information 4. ILS info 1. ILS course 2. Course deviation

2. Localizer deviation

3. Glideslope deviation 3. TO-FROM indicator

1. VOR course

1) VOR course 1) ILS course Magenta dagger needle shows the selected ILS localizer course. It is automatically selected when an ILS is auto-tuned by FMS for landing, or can be manually selected on MCDU Rad Nav page. 2) Localizer deviation Magenta bar moving across a dotted scale represents lateral deviation from the localizer course. 3) TO-FROM indicator 3) Glideslope deviation Magenta diamond shows vertical deviation from ILS glideslope. When deviation is greater than that represented by full scale, the diamond turns into a half-diamond arrow. 4) ILS info Additional ILS information includes: ILS receiver (always ILS1), ILS frequency, Selected ILS course, and ILS ID name. A blue arrow on the course deviation bar acts as a TO-FROM indicator. The arrow always points towards the station. If the arrow is on the same side as the course dagger head, the aircraft flies TO the station. If it is on the other side, the aircraft flies FROM the station. 4) VOR information Additional VOR information includes: VOR receiver (always VOR1, as this is Captains ND) VOR frequency Selected VOR course and VOR ID name Blue dagger needle shows the selected VOR radial. The radial selection is performed on MCDU Rad Nav page. 2) Course deviation Blue bar moving across a dotted scale represents lateral deviation from the selected VOR radial course.

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ROSE NAV Mode

ROSE NAV mode, or the similar ARC mode, are the primary modes used during the flight. They display aircraft position with reference to active flight plan route, moving map of selected type of database navaids/waypoints / airports, as well as all other common information. ROSE NAV is preferred to ARC mode when it is desired to monitor the area behind the aircraft. For example, when being vectored around airport prior to approach, or navigating using VORs to keep head and tails of bearing needles visible. 2. TO waypoint info

Flight Plan waypoints The waypoints forming the flight plan are drawn as diamonds. The active (TO) waypoint is shown in white, and all others are in green. If a waypoint has associated constraint, a circle is drawn around it. Circle is magenta if the aircraft follows flight plan and obeys the constraint, and white if aircraft is not following the plan (flying a selected heading). Waypoint constraints can be viewed on ND by pushing CSTR button on EFIS control panel. Pseudo waypoints During vertical flight profile calculation, the FMS automatically inserts Pseudo Waypoints into flight plan. These waypoints represent points on flight plan route where aircraft will start climb or descent or will level off. They are displayed on ND as follows: Level off: A point where the aircraft will level off at altitude constraint or at cruise altitude (Top of Climb). Constraint level-offs are drawn in magenta, TOC is in blue. Top of Descent: A point where descent from cruise altitude should start. Symbol is white before descent mode is armed, and is blue when descent is armed. Speed change: A point where the aircraft will automatically accelerate or decelerate to meet speed constraint or speed limit. DECEL: Deceleration point is automatically inserted before approach segment. Overflying this waypoint will engage Approach flight stage and aircraft will automatically decelerate to approach speed. Airports and runways Origin and destination airports and runways are depicted on ND in white. If a runway is not selected, an asterisk with airport identifier is displayed. When a runway is specified, it is drawn to scale and properly oriented, and labelled with airport ID and runway name.

1. Flight Plan

3. Database Map

4. TCAS contacts

1) Flight Plan Displays the legs and waypoints of flight plan entered to the FMS. Different flight plan types can be recognised by different colours used to draw flight plan segments. The colour usage corresponds to that used on MCDU: Active Flight Plan: Active route legs are drawn in green. When the aircraft is in managed lateral mode and guidance follows the entered flight plan, the route lines are solid green. When aircraft is in selected heading mode (HDG or TRK), the route is dashed green. Temporary Flight Plan: Most route modifications done through MCDU result in creation of temporary flight plan, which can be inserted in place of original flight plan, or cancelled. Temporary flight plan legs are drawn using dashed yellow. Alternate Flight: Plan The alternate flight plan, if entered, is displayed in dashed blue. Flight plan legs are not drawn for legs which dont have a defined trajectory (such as intercept XXX course to YYY legs on a SID or STAR) and when a flight plan discontinuity exists between waypoints.

EGLL

EGLL 09L
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2) TO waypoint info Information on active (TO) waypoint is displayed in the upper right corner. The information includes: Waypoint name, Bearing to waypoint, Distance to waypoint, Estimated Time of Arrival (ETA) at TO waypoint.

ARC Mode
ARC mode is similar to ROSE NAV mode, and is the most used mode. It displays the same information as ROSE NAV mode, but own aircraft symbol is shifted to the bottom of the display and displayed is forward sector ahead of the aircraft. This gives bigger display area for controlling forward space while flying enroute.

3) Database Map ND can display a moving map of database navaids, waypoints or airports by pushing corresponding button on EFIS control panel. Selected button is indicated by a light. Only one type can be selected at a time. Second push on lighted (selected) button removes the map display. Displayed symbols are magenta. Display flight plan constraints Display VORs Display Airports

Waypoint

PLAN Mode
The PLAN mode allows the pilot to preview future portions of flight plan not displayed in ROSE NAV or ARC mode. In PLAN mode, the display is north-oriented and displays a full compass scale with true north at the top.

VOR

The PLAN mode displays flight plan in similar way to ROSE NAV or ARC modes, but centres the display on waypoint visible on line 2 of MCDU F-Plan mode (or next line, if line 2 contains a pseudo waypoint or flight plan discontinuity). The pilot can scroll through entire flight plan using MCDU slew keys, and ND display will shift together with scrolling, keeping centred on second listed waypoint. If present aircraft position is within displayed range, the yellow aircraft symbol indicates current position and course relative to flight plan route. The TCAS information, navaids and bearing pointers are not displayed in PLAN mode.

NDB Display waypoints Display NDBs Airport

4) TCAS contacts Traffic Alert and Collision Avoidance System utilises transponder returns from other aircraft. It determines range, bearing, and relative altitude of other aircraft and displays a map of aircraft contacts on ND. +20 An aircraft is represented by a white diamond. If it is at a different altitude to your own aircraft then the altitude difference, in hundreds of feet, is displayed above or below the symbol. If the contact aircraft is climbing or descending, an arrow is drawn beside the symbol to indicate this. In the example, the left aircraft is 2,000 feet above and flying level, whilst the right aircraft is 500 ft below and climbing.

-05

The traffic up to 40 nm distance and within 2,700 feet vertically is displayed. Traffic alerts and advisories are not modelled.

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ENGINE / WARNING DISPLAY

General
Engine / Warning Display (E/WD) is the upper of two Electronic Centralised Aircraft Monitoring (ECAM) displays. It is organised in two areas, the Engine display and Warning / Memo display. The aircraft equipped with CFM and IAE engines have different E/WD indications. CFM engines have N1 as main control parameter, while IAE engines use EPR. Secondary engine parameters can be displayed on lower ECAM (SD)

Engine parameters - CFM engines

1. N1 2. EGT 3. N2 4. FF 5. Thrust limit 6. FOB

1) N1 LP Rotor speed, in % 2) EGT Exhaust Gas Temperature, in C 3) N2 HP Rotor speed, in % 4) FF E/WD, IAE engines E/WD, CFM engines Fuel flow per engine, in current units (lb/hour or Kg/hour) 5. Thrust limit 6. FF 1. Actual value 7. FOB 4. N2

5) Thrust limit Thrust limit mode - TO-GA, FLX, CL, MREV mode selected by thrust lever. Corresponding EPR is shown. 6) FOB Total fuel on board, in current units (lb or Kg)

Engine parameters - IAE engines

1. EPR 2. EGT 3. N1

Main control parameter

The topmost indicator, EPR (IAE engines) or N1 (CFM engines), has several additional elements: 2. Command arc 3. Thrust limit 4. REV indication

1) EPR Engine Pressure Ratio 2) EGT Exhaust Gas Temperature, in C 3) N1 LP Rotor speed, in % 4) N2 HP Rotor speed, in %

5) Thrust limit Thrust limit mode - TO-GA, FLX, CL, MREV mode selected by thrust lever. Corresponding EPR is shown. 6) FF Fuel flow per engine, in current units (lb/hour or Kg/hour) 7) FOB Total fuel on board, in current units (lb or Kg)

1) Actual value Actual engine EPR or N1 is shown by a needle and displayed in digital readout. 2) Command arc Arc extends from current thrust to value commanded by autothrust system. Visible only when A/THR is active. 3) Thrust limit Shows thrust corresponding to current thrust limit mode. 4) REV indication Appears in green when thrust reversers are fully opened. Amber if reversers are in transit.

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Flaps / Slats indicator

1. FLAP indicator 2. Positions 3. Lever position 4. Flaps position 5. Selected position

STROBE LT OFF SPEED BRK GND SPLRS ARM CTR TK FEEDG FUEL X FEED HYD PTU RAT OUT PARK BRK APU AVAIL APU BLEED RAM AIR ON MAN LDG ELEV ENG A.ICE WING A.ICE LDG LT GPWS FLAP 3 GPWS FLAP OFF T.O INHIBIT

Strobe light is off while airborne Speed brakes extended Ground spoilers are armed Any pump in centre tank is running Fuel crossfeed is on Hydraulic power transfer unit is in use Ram air turbine is not in stowed position Parking brake applied APU is running and available APU bleed is selected ON RAM AIR button is selected ON Landing elevation selector is not in AUTO position Engine anti-icing is activated Wing anti-icing is activated Landing lights are on LDG FLAP 3 is selected on GPWS panel GPWS Flaps alerts are inhibited Some messages are automatically inhibited during takeoff Some messages are automatically inhibited during landing

1) FLAP indicator FLAP indication appears whenever flaps or slats are not fully retracted. White when selected position is achieved, Blue when flaps in transit. 2) Positions White dots mark selectable positions. Not displayed when in clean configuration. 3) Lever position Flap lever position - 0, 1, 1+F, 2, 3, or FULL. Green when selected position is achieved, Blue when flaps in transit. 4) Flaps position Actual slats and flaps position indicated by green arrows.

LDG INHIBIT Takeoff Memo

5) Selected position Blue marks indicate selected position. Marks disappear when selected position is achieved. Warning / Memo display This area is used to display Memo messages, takeoff and landing checklists, and warning and caution messages. Memo messages Memo messages are used to remind that certain system is in use. They are normally displayed in green. Following messages can be displayed: SEAT BELTS NO SMOKING OUTER TK FUEL XFRD N.WHEEL STRG DISC Seat Belts passenger signs are on No Smoking passenger signs are on Fuel is transferred from outer wing tanks into inner wing tanks Nose wheel steering is disconnected during pushback

A takeoff memo is automatically displayed on the left side of message area 2 minutes after second engine start. Pressing T.O CONFIG button on ECAM control panel also displays the takeoff memo. Takeoff Memo contains a checklist of items required prior to takeoff. Uncompleted items are shown in Blue. Completed items are displayed in Green. Last item, T.O CONFIG...TEST requires a push of T.O CONFIG button on ECAM control panel. This push simulates application of takeoff power and will generate appropriate warnings if something is not properly configured. Takeoff memo disappears at application of takeoff power. During takeoff, a magenta T.O INHIBIT memo is displayed.

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Landing Memo Landing memo is automatically displayed prior to landing, below 1,500 feet when gear down, or below 800 feet with gear up. Landing memo disappears at touchdown. The FLAPS...FULL or FLAPS...CONF 3 item depends on selection of GPWS LDG FLAP 3 button and requires corresponding flap selection. During landing, a magenta LDG INHIBIT message is displayed.

Phase of Flight The SD automatically displays specific pages as next phase of flight becomes active: Power up 1st engine start T/O power 1500 ft Gear down Engine shutdown System monitoring The SD automatically displays appropriate page for monitoring of a system status: When APU Master button switched ON, SD will display APU page. It is removed 1.5 minutes after APU is running. During engine start, ENGINE page is automatically displayed. On the ground, before takeoff, if control stick or rudder pedals are moved, F/CTL page will be displayed to allow checking the operation of control surfaces. Page is removed 20 seconds after controls are returned to neutral. During landing gear retraction or extension, WHEEL page is displayed. Manual page selection Any page except CRUISE can be manually displayed by pushing corresponding button on ECAM control panel. Selected button is lighted, and selection overrides automatic page switching. To return to automatic operation, deselect the page by pushing lighted button again. DOOR/OXY WHEEL ENGINE CRUISE WHEEL DOOR/OXY

SYSTEM DISPLAY
General
System display (SD), the lower of ECAM displays, has multiple pages dedicated to different aircraft systems. The pages include: BLEED PRESS ELEC HYD ENGINE FUEL APU COND DOOR/OXY WHEEL F/CTL CRUISE (auxiliary power unit) (air conditioning) (doors / oxygen) (landing gear) (flight controls) (common reference data) (air bleed system) (pressurizsation) (electrical) (hydraulic)

ECAM control panel, BLEED page selected

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

SD Page selection
The SD will automatically display a page corresponding to current flight phase or for monitoring of certain systems. Manual selection can also be performed using ECAM control panel. Manual selection overrides automatic page sequencing.

SD BLEED page

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CRUISE page
The CRUISE page is automatically displayed in flight above 1,500 feet when landing gear is up. The cruise page displays most important information gathered from different aircraft systems. CRUISE page cannot be manually called via ECAM control panel.

AUTOFLIGHT
Overview
The Autoflight system is a part of Flight Management System (FMS). It controls the Autopilots, Flight Directors, and Autothrust system laterally and vertically throughout the flight. Fully automatic flight on the programmed route is possible from takeoff to landing. The aircraft can be flown automatically by using Autopilots and Autothrust. The pilot can manually fly the aircraft following the Flight Director commands, which tell what the autopilot would do if it was controlling. The Autothrust system is independent of autopilot and can be used when manually flying. The operation modes of Autoflight system are selected using the Flight Control Unit (FCU), located on glareshield. All flight plan information, performance data and other initialization is done via Multi-purpose Control and Display units (MCDU) on centre pedestal (separate pop-up window in PSS A-3xx panel). Autothrust modes are automatically controlled by moving the thrust levers through different gates. The flight plan entry and operation of MCDU is discussed in a separate chapter headed MCDU. Cabin altitude The operation modes and status of FMS is displayed in Flight Mode Annunciations area of the Primary Flight Display.

Fuel used per engine Oil quantity Cabin differential pressure Cabin zone temperatures

Engine N1 vibration Engine N2 vibration

Landing elevation Cabin climb rate

Flight Control Unit (FCU)

Permanent data display The bottom section of SD display is common and is displayed on all SD pages. The FCU is centrally located on the glareshield. It provides control of autopilots and flight directors, control of airspeed, horizontal modes, climb/descent modes, and vertical speed or flight path angle.

Total Air Temperature Static Air Temperature UTC Clock display

Gross weight

Aircraft gross weight is a sum of zero fuel weight and total fuel quantity. Until ZFW is entered through MCDU, the gross weight is not available and amber XX is shown in this readout.

The four knobs on FCU provide control of airspeed, lateral, and vertical modes. Each knob can be rotated, pushed and pulled. Knobs are springloaded to neutral position. If a knob is pulled, the pilot takes direct control of this function. This is called a Selected Guidance. If a knob is pushed, the control is given to FMS which guides the aircraft according to entered route and optimum values according to current flight phase. This is Managed Guidance. Turning a knob selects a value in corresponding FCU window, which becomes a target for active modes if in Selected guidance. If a function is in Managed Guidance, a white dot appears in corresponding window, and the window is dashed. Altitude window is never dashed, and vertical speed knob doesnt have a managed guidance function.

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Flight Directors
Flight directors are controlled with FD button on EFIS control panel. Two different flight director types are displayed depending on HDG-VS / TRKFPA mode selection (see PFD chapter). When FD is switched on with autopilot off, default guidance modes are engaged. In flight, the default modes are HDG and V/S (or TRK and FPA, depending on selection). On the ground, CLB and NAV are armed.

Thrust levers

Autopilots
The Airbus has two identical autopilots. The autopilots are engaged or disengaged by pressing AP1 or AP2 button on FCU. Normally, only one autopilot autopilot can be engaged. Selecting second autopilot automatically disengages first one. On approach stage, however, with LOC/GS modes armed or active, both autopilots can be simultaneously engaged for ILS approach and autolanding. Autopilot can be engaged immediately after takeoff. If flight director was previously engaged, an autopilot will engage in current active modes. If FD was off, engaging autopilot will engage default guidance modes, which are HDG/VS in flight. The A320 aircraft thrust levers are different from those found on Boeing-type or other common aircraft. The thrust levers move through distinct detents, or gates, marked MREV, IDLE, CL, FLX/MCT, and TO-GA. Takeoff power is applied by moving the levers to TO-GA or FLX-MCT gate, which commands autothrust system to produce computed takeoff thrust corresponding to current conditions. At thrust reduction altitude, thrust levers are retarded to CL gate, which automatically engages autothrust system. From this point, the levers are normally left in CL detent through all the flight until just before touchdown. Autothrust system controls engine thrust corresponding to active thrust modes and thrust limits. The A320 thrust levers are not back-driven by autothrust system, and dont move as the thrust is automatically adjusted. Unless needed, they are left in CL gate until synthesised voice announces RETARD 20 feet above landing runway. Due to this, thrust control is implemented differently than on other Flight Simulator panels. Instead of using joystick throttle or Flight Simulator keys, the panel uses custom keys (Numpad PLUS and Numpad MINUS by default) to move thrust levers between gates. You can also use pedestal view and move levers with the mouse. Thrust levers position can be checked by looking at thrust Flight Mode Annunciator on PFD, the thrust limit name on E/WD, or by checking the pedestal view. Manual thrust control is still possible, using joystick throttle or Flight Simulator keys. Make sure that the panel-simulated thrust levers are left at IDLE, or set at CL but the autothrust is disengaged.

A/P and F/D indications on FMA

The last column of FMA display on PFD shows engagement status of autopilots and flight directors. First line is autopilot status, which can be AP 1, AP 2, AP 1+2 (both a/p engaged), and blank (none engaged). Second line shows FD status, which is 1FD2 (FDs engaged) or blank (FDs switched off).

Autothrust
The Autothrust (A/THR) system automatically controls engine thrust according to vertical guidance modes and speed target. Several modes of autothrust operation include: Fixed thrust, engines maintain constant computed thrust. Variable thrust, the system adjusts thrust to maintain target airspeed. The A/THR system can be in one of following states: OFF: The thrust isnt controlled. Armed: Thrust is fixed and corresponds to thrust levers position. A/THR changes to active when thrust levers are moved to A/THR active range (see below). Active: A/THR is automatically controlling thrust. Thrust modes automatically change according to active vertical modes.

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A/THR status
Initially, with thrust levers in IDLE (0) detent, the A/THR is OFF. During takeoff, when levers are moved into TO-GA or FLX, A/THR becomes Armed. The engines are providing computed Takeoff, Goaround or Flex thrust. At thrust reduction altitude, levers are moved back to CL gate. The area between IDLE and CL gates is Active A/THR range. This means that, as the A/THR was Armed, it will automatically switch to Active status. A/THR will automatically control thrust according to any thrust demands. Thus, thrust levers are normally left in CL gate for the duration of flight. Retarding levers to IDLE (0) de-activates A/THR system. When A/THR is Armed or Active, a light on FCU A/THR button is illuminated. Pushing this button allows to disarm or deactivate A/THR system. Pushing this button with A/THR off will Activate the system if levers are at CL, or Arm the system if levers are ahead of CL.

Autothrust Flight Mode Annunciations

The Flight Mode Annunciator (FMA) on PFD shows current modes and status of A/THR system. A/THR modes are shown in first FMA column, and last column indicates current status of A/THR.

A/THR Mode

A/THR Status

Thrust modes Fixed TO-GA and FLX mode are shown in white and are boxed in white frame. MAN is added above mode name. For FLEX mode, assumed temperature is shown. Other, active autothrust modes, are shown in green. THR is added before fixed thrust modes. When a mode automatically changes, the new mode is surrounded in white box for several seconds.

MAN FLX 42

Autothrust modes
TOGA Autothrust provides fixed maximum takeoff / go around thrust. This mode is active when thrust levers are in TO-GA gate, and A/THR. FLX Flex thrust, used at reduced thrust takeoffs. The fixed reduced thrust is calculated based on an assumed temperature entered on MCDU Perf Takeoff page. The reduced thrust is equal to the takeoff thrust that would be available at the assumed temperature. This mode is active when thrust levers are moved to FLX/MCT gate. CLB Fixed thrust equal to the climb thrust rating available at current ambient conditions. This mode is available only with A/THR Active, and is automatically used during climbs, with airspeed controlled by pitch. IDLE Autothrust commands fixed idle thrust. This mode is available only with A/THR Active, and is automatically used during descents. SPEED Autothrust controls engine thrust to maintain selected or managed airspeed. This mode is available only with A/THR Active, and is automatically used in level flights, flights with selected VS or FPA, or when the aircraft is following a specified vertical path. MACH This mode is identical to SPEED but is used when target is Mach number. The SPEED mode automatically transitions to MACH at predetermined altitude, and vice versa.

THR CLB
A/THR status When autothrust is armed, A/THR is shown in status column in Blue. When autothrust is active, A/THR is shown in status column in White. No indication is present with A/THR off. Thrust reduction prompt After takeoff, when passing Thrust reduction altitude which defaults to 1500 ft AGL, the system reminds you to move thrust levers back to CL detent, so that A/THR can become active. White LVR CLB flashes on thrust mode FMA until levers are placed in CL.

MAN TOGA LVR CLB

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

A FLOOR

Using selector knobs in Flight Simulator

TOGA LK

Turn knob left

Turn knob right

Speed guidance
Selected speeds Pilot uses selected speed guidance to manually set the desired speed. The target speed is displayed in FCU SPD/MACH window, and is selected with SPD selector knob. Regardless of selected speed, the autothrust will not exceed maximum or minimum aircraft speed limits for current configuration. Selected speed guidance is activated by Pulling the SPD selector knob. This action opens the SPD/MACH window to current airspeed or mach. Selector knob can be rotated to select desired speed target. SPD/MACH button toggles between Airspeed and Mach modes. In Mach mode, the FCU window shows mach number. The current mode automatically switches from Speed to Mach at predetermined altitude, and vice versa. Managed speeds Managed speed guidance automatically controls computed speeds according to flight plan performance speeds, speed constraints and limits, or default flight phase speeds if flight plan is not followed. Managed speed guidance is activated by Pushing the SPD selector knob. The FCU speed window becomes dashed, and a white dot appears next to the window indicating that this function is in managed guidance mode. Push or Pull knob

The selector knobs are controlled with mouse. To Push a knob, click its centre with LEFT mouse button. To Pull a knob, click its centre with RIGHT mouse button. To rotate, click to the left or right of the knob. Right-clicking will turn the knob at an increased rate. You can also turn knobs by moving the mouse to one of its sides and scrolling the mouse wheel.

Lateral guidance
Selected lateral modes Two selected lateral modes are available, HDG and TRACK. These modes maintain selected heading or ground track. Selected lateral guidance is activated by pulling the HDG/TRK selector knob. HDG/TRK window opens with current heading or track. With selected lateral guidance active, turning the HDG selector knob will select a new heading or track. The aircraft will turn towards the new target in the direction of knob turn. The turn will continue in this direction even if a turn of more than 180 will be required. This is different to Boeing aircraft which will reverse the turn when the heading window is scrolled through the heading reciprocal to the existing one. The guidance is toggled between HDG and TRACK by pushing the HDG-VS / TRK-FPA button on FCU. When such toggle occurs, the value in HDG window switches from heading to track and back.

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Managed NAV mode NAV mode provides lateral guidance along the flight plan entered into FMS. It is manually engaged by pushing the HDG/TRK selector knob. NAV mode is also automatically armed on the ground after a flight plan is entered. In managed lateral modes, the HDG/TRK window is dashed and a white managed guidance dot is visible. NAV mode disengages and switches to selected HDG mode when aircraft enters a flight plan discontinuity. Armed NAV mode automatically engages several seconds after takeoff. LOC mode LOC mode is used during approaches to track localizer front course signals. It is armed by pressing the LOC button on FCU. Pressing APPR button arms both LOC and G/S modes for an ILS approach. LOC mode can only be armed if the ILS frequency is tuned. LOC mode cannot be used to track VOR radials. Armed modes appear in blue colour below active mode indication on Flight Mode Annunciator. To disarm armed LOC mode, press the lighted LOC button. Armed LOC mode engages (becomes active) at localizer capture. LOC* mode LOC* mode is a submode which occurs during localizer capture. It is an indication that localizer intercept is in progress but not yet completed. RWY mode RWY mode is automatically engaged at takeoff, if NAV is not armed. It keeps ground track equal to the departure runway course.

Open Descent (OP DES) Open Descent mode is used to descend directly to selected altitude. It controls aircraft pitch to maintain target speed, and commands idle thrust. Open Descent mode is engaged by Pulling the ALT selector knob, if altitude selected in ALT window is below current aircraft altitude. When approaching selected altitude, the aircraft will level off and switch to ALT mode.

Expedite modes Expedite Climb (EXP CLB) and Expedite Descent (EXP DES) modes use pitch to control aircraft speed similar to OP CLB and OP DES. Although, these modes engage managed speed guidance. EXP CLB mode commands Green Dot speed or manoeuvring speed if not in clean configuration, while EXP DES commands 340 kts or 0.8 Mach. Expedite modes are engaged by pushing the EXPED button on FCU. If altitude selected in FCU ALT window is above current altitude, EXP CLB will engage. If selected altitude is below, EXP DES engages.

Vertical Speed (V/S) V/S mode controls vertical speed selected in V/S window. The autothrust maintains target speed using SPEED or MACH mode. V/S window is dashed unless V/S or FPA mode is engaged. The V/S mode can be engaged in two ways. Pulling the V/S knob will engage V/S mode and will open V/S window to the existing vertical speed. Pushing this knob will engage V/S mode and open the window with zero vertical speed, which will result in aircraft levelling off. The selected vertical speed can be changed by turning the selector knob.

Vertical guidance
Open Climb (OP CLB) Open Climb is a selected guidance mode. It is used when climbing directly to selected altitude. No flight plan constraints are honoured. Open Climb mode uses THR CLB autothrust mode to maintain climb thrust, and maintains target airspeed by controlling aircraft pitch. Open Climb mode is engaged by Pulling the ALT selector knob, if altitude selected in ALT window is above current aircraft altitude. When approaching selected altitude, the aircraft will start to level off, and modes will switch to ALT and SPEED (or MACH). Open Climb is automatically engaged at the acceleration altitude if managed CLB mode doesnt engage (aircraft is not following a flight plan).

Flight Path Angle (FPA) FPA mode will be used instead of V/S mode if TRK-FPA is set with HDG-VS / TRK-FPA selector button. Its use and operation is the same, except that this mode will maintain selected Flight Path Angle, shown in degrees in V/S window.

Managed vertical guidance The managed vertical modes, CLB, DES and ALT CST, provide automatic vertical control of aircraft, following vertical profile associated with flight plan entered into the FMS. Autothrust modes are automatically selected to comply to speed profile of flight plan. All speed and altitude constraints and speed limits entered in flight plan are obeyed. Speed guidance can be set to selected speeds; in this case the speed profile will be ignored.

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Managed vertical guidance is engaged by Pushing the altitude selector knob. Engagement is indicated by white managed guidance dot next to FCU altitude window. FCU altitude window is not dashed when in managed guidance. The altitude selected in ALT window always have priority over vertical flight plan profile. For example, if managed guidance is performing a climb to FL340, and altitude window is set at 18000, the aircraft will level off at 18000 ft and selected ALT mode will engage. To resume climb, select higher altitude (or cruise FL) and push altitude selector. CLB mode is used during climbs. It maintains target airspeed using aircraft pitch, with thrust fixed at CLB. DES mode follows computed descent vertical path. This path is automatically calculated by FMS and uses thrust setting near IDLE. If NAV managed lateral mode is active, the managed CLB mode will automatically engage when aircraft climbs above acceleration altitude, which defaults to 1500 ft AGL. When flight plan contains altitude constraints, the aircraft will level off at such constraints, and ALT CST mode will engage. As soon as a waypoint with the constraint is passed, the climb or descent will continue automatically. When cruise altitude is reached, the aircraft levels off and ALT CRZ mode engages. The descent doesnt start automatically. To initiate the descent when near Top of Descent point displayed on ND, change FCU altitude window to a lower altitude, and push the altitude selector - this will engage managed DES mode. If DES mode is not engaged after passing the Top of Descent point, a white DECELERATE message will appear under Flight Mode Annunciators on PFD. Sometimes the computed descent profile can contain a steep segment and guidance will be unable to keep target speed even using idle thrust. In this case, a white MORE DRAG message is displayed asking you to add more drag by partially extending speed brakes. When flying at cruise altitude and it is desired to change the cruise FL, select new altitude on FCU and push ALT selector knob. This action will update the cruise FL entered in the FMS, and initiate flight level change. Altitude acquire modes The acquire modes, ALT*, ALT CRZ* and ALT CST*, provide the transition between previous vertical modes and altitude hold (ALT / ALT CRZ / ALT CST) mode. When acquire modes engage, the speed guidance switches to SPEED or MACH, and vertical speed is gradually decreased as aircraft approaches the level-off altitude. Vertical mode reversions Certain conditions or pilot actions will cause the active vertical mode to be switched to another mode. This happens in following cases: If descending in V/S or FPA, and aircraft approaches maximum speed limit (Vmax), OP DES engages. If climbing in V/S or FPA, and aircraft approaches minimum speed limit (Vls), OP CLB engages. If climbing in OP CLB or EXP CLB, and FCU altitude window is changed to a value below current altitude, V/S is engaged with current vertical speed. If descending in OP DES or EXP DES, and FCU altitude window is changed to a value above current altitude, V/S is engaged with current vertical speed.

Speed Reference System Speed Reference System (SRS) vertical mode is automatically engaged at takeoff or a go-around, ensuring optimum climb performance. This mode commands aircraft pitch to maintain reference speed. During takeoff, this speed is V2+10. During go-around, the reference speed is Vapp or speed existed at go-around initiation, whichever is higher. The SRS mode automatically disengages and is replaced by CLB after passing acceleration altitude. This doesnt happen, however, if FCU altitude is set below acceleration altitude.

Approach and landing modes

LOC and G/S modes These two modes are used for ILS approaches. Both modes are armed by pushing APPR button on FCU. LOC and G/S modes can only be armed when an ILS frequency is tuned (automatically or manually). During localizer and glidesplope interception, LOC* or G/S* modes are activated, which change to LOC and G/S after capture. Armed LOC and G/S modes can be disarmed by pressing APPR button second time, if autoland procedure is not yet active. When LOC and G/S are armed or active, second autopilot can be engaged for enhanced redundancy. Autoland Automatic landing is initiated with LOC and G/S modes engaged, at 400 ft above runway. The guidance mode controls on FCU become locked until touchdown, autopilot disconnect or go-around initiation. The LAND mode becomes active lateral and vertical mode. LAND mode maintains ILS localizer and glideslope. At about 40-50 feet, LAND mode is replaced by FLARE mode, which reduces vertical speed prior to touchdown. At about 10 feet, aural RETARD call is heard which instructs the pilot to move thrust levers to IDLE position. At touchdown, ROLLOUT mode engages.

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Flight Mode Annunciation

The FMA section on PFD displays current armed and engaged modes, autoflight status, and approach capabilities. Vertical Active Autothrust modes Lateral Active Autoflight status

MULTI-FUNCTION CONTROL AND DISPLAY UNIT

Overview
The Multi-Function Control and Display Unit (MCDU) is the primary pilot interface with the flight management system. It is used flight plan entry, monitoring and revision, insertion of gross weight, fuel, temperatures, etc. The MCDU contains a display screen, line select keys, and a keyboard.

Vertical Armed

Lateral Armed

Approach capabilities

Active vertical and lateral modes are normally shown in green, armed modes are displayed in blue. When a mode is replaced by another mode, its indication is boxed in white for several seconds. When autoland common modes LAND, FLARE or ROLLOUT are active, the mode name is written across lateral and vertical mode columns. Approach capabilities are only shown when LOC and G/S modes are armed or active. This column also displays Decision Height (DH) or Minimum Descent Altitude (MDA), if an entry is made on MCDU. Autoflight status column includes information on active autopilots, active flight directors, and autothrust status. A/THR is shown in blue when autothrust is armed, in white when it is active, and is removed if autothrust is off.

The colour MCDU screen has 14 lines. The top line displays page title. Most pages contain data fields, with labels above them. MCDU keyboard input appears on the bottom line, called the Scratchpad. Left and right Line Select Keys (LSK) are located next to screen lines. LSKs are used to insert information from scratchpad into corresponding field, to select on-screen prompts, etc. Some pages have additional sub-pages available. In this case, a next page arrow is drawn in the top right corner of the screen, on the title line. Next page in a page set is displayed by pressing the NEXT PAGE button on MCDU keyboard. Some pages, such as F-PLAN page shown here, contain many lines and some of them do not fit on the display. This is indicated by white Scroll arrows in bottom right corner of the display. The display can be scrolled line by line using the Slew (arrow) keys on the MCDU keyboard. Data is entered into any displayed field by typing the data on MCDU keyboard - the entry appears on scratchpad - and then pressing a Line Select Key (LSK) adjacent to desired field. Some fields contain prompts. Fields marked with Carets (< or >) will call up different MCDU page when selected with LSK. Fields containing an arrow prompt will perform certain action when selected. Colour use Different colours are used to simplify interpretation of displays. These general rules are used: WHITE is used to display titles, data field labels, page selection prompts, and messages. Data regarding TO waypoint and destination is also white. BLUE indicates data which can be modified by the pilot. Alternate flight plan is also shown in blue. AMBER indicates mandatory entry fields, and prompts which require pilot confirmation. GREEN is used to display data that cannot be modified by pilot. Active route waypoints except TO are also shown in green. YELLOW is used to display a temporary flight plan.

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Keyboard The keyboard contains alpha-numeric keys for data entry, page selection keys, and some special keys. Page selection keys in the upper part call up corresponding MCDU page. CLR key erases input from the scratchpad, character at a time. If scratchpad is empty, pushing CLR will display CLR on scratchpad; this is used to clear or revert to defaults the data fields which support clearing. OVFY key is used to mark a waypoint on flight plan as Overfly waypoint. Slash (/) is used to separate parts of entries for fields which support two entries at once (for example, speed and altitude entry for constraint waypoint). For ease of MCDU keyboard entry, you can use your PC keyboard. The input method is defined using the Panel Configuration Utility. It defaults to holding down Ctrl and Windows keys while performing an entry.

Each waypoint can contain an associated Altitude and Speed constraints. Such constraints require that the waypoint is passed at, above, or below specific altitude, and at given speed. Speed limits set the maximum allowable speed below specific altitude. Speed limits can exist for origin and destination airports. The computed vertical profile provides optimum climb, when possible, to cruise flight level, longest possible flight on cruise FL, and descent path targetting minimum power settings. After vertical flight plan is computed, the FMS automatically inserts floating Pseudo-waypoints into flight plan which represent the points on the route where speed change, level off or start of descent will occur. Pseudo waypoints can move on the flight plan or disappear as the vertical flight plan is recalculated, due to guidance mode or performance changes. Performance data

General principles
Flight plans The flight plans represent the routing between the origin and destination airports, and consist of a set of waypoints. A flight plan can be manually entered on F-PLN pages. Flight plans can be saved to files, and later can be loaded from a file. Entering a company route name on INIT page also allows to automatically load a flight plan, if a file with such a name exists. A lateral flight plan can include the following elements: Takeoff runway Standard instrument departure (SID) Enroute waypoints and airways Standard terminal arrival route (STAR) Landing runway and approach Alternate flight plan An alternate airport and alternate flight plan can be specified. If diversion is desired, the alternate destination can be activated at any point, and alternate flight plan will be inserted into active flight plan starting from a selected waypoint. Vertical flight plan The vertical flight plan is automatically created by the FMS based on selected cruise flight level, entered performance data, and all speed and altitude constraints associated with waypoints. Vertical flight plan is computed to provide best performance altitude and speed profile of the flight. When vertical flight plan is computed, the FMS is able to provide altitude, speed, time and fuel predictions for each waypoint and for destination.

The MCDU accepts entries of such figures as Cost Index, Cruise FL, Zero Fuel Weight, Block Fuel, Assumed temperature, etc. Based on this entry, FMS automatically computes engine thrust limits, economy speeds for all phases of flight, flight envelope limits, and other parameters required for automatic flight. Flight phases The vertical flight plan is divided into flight phases. For each phase, FMS computes the optimum speed profile. Flight Phase PREFLIGHT TAKEOFF CLIMB CRUISE DESCENT APPROACH Optimum Speed V2+10 ECON CLB ECON CRZ ECON DES Vapp Switching condition to next phase SRS takeoff mode engaged, Takeoff power set At acceleration altitude Reaching Cruise FL Descent initiation within 200 nm of destination Overflying DECEL pseudo waypoint, manual activation of approach phase To DONE: soon after landing To GO AROUND: thrust levers set at TO-GA To CLIMB: inserting new Cruise FL GO AROUND DONE Highest of Vapp or Current To APPROACH: manual activation of approach phase To CLIMB: Above acceleration altitude To PREFLIGHT: in several seconds or

Managed speed guidance in DESCENT phase allows speed variation within certain range of target speed. This is done to maintain descent path while minimising fuel consumption. The speed may vary for up to 20 knots above or below target speed, if existing speed limits and constraints permit so. When APPROACH phase becomes active, the managed speed guidance will automatically decelerate the aircraft to manoeuvring speed for current configuration. As flaps are extended, the speed target will decrease and Vapp will be commanded when landing flaps configuration is reached.

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MCDU Menu page

Pressing the MCDU MENU key displays the MCDU MENU page. On real aircraft, the MCDU provides an interface to various systems. Such systems as DATA LINK or AIDS are not modelled in this simulation. Due to this, the only available system is FMGC. Selecting FMGC or RETURN prompt will open the INIT page.

INIT A page
INIT A page is accessed by pressing INIT key. The flight crew uses this page to initialise the flight plan. A sub-page, INIT B, is available by pressing the NEXT PAGE key.

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CO RTE: Company route name. If entry is made, and a saved route file exists with such name, a route selection page appears allowing you to load this route file. If flight plan will be manually entered, this entry is not necessary. ALTN RTE: Alternate route name. Not modelled. FLT NBR: Flight number. Any flight number can be entered here. Flight number is displayed on F.PLN and PROG pages. LAT: Displayed is the latitude of origin airport, for IRS alignment. The value can be changed by selecting it with LSK 4L (slew arrows appear) and using MCDU slew keys. COST INDEX: Cost index is used in economy speed computation. Effective range is 0..100. Lower value results in lower speeds and lower fuel consumption, higher value gives higher speeds and increased fuel costs. CRZ FL/TEMP: Cruise flight level and temperature at cruise FL. Flight level entry range is 001...390. Both values can be entered at once, separated by a slash. If temperature is not entered, it will be calculated using standard atmosphere model. FROM/TO: Origin and Destination airport ICAO codes are entered here, separated by a slash. Entry erases any previous flight plan and creates a new flight plan consisting of just two airports. This entry is required.

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ALTN: Alternate airport ICAO code can be entered here. Entry creates basic alternate flight plan, which is added to the end of active flight plan. ALIGN IRS: When FROM/TO entry is made, the LAT/LON of origin airport appears at 4L and 4R. Coordinates can be adjusted as needed. After this, the Inertial Reference System must be aligned, this is indicated by amber ALIGN IRS prompt appearing here. Line select this prompt to align the IRS. LONG: Displayed is the longitude of origin airport, for IRS alignment. The value can be changed by selecting it with LSK 4R (slew arrows appear) and using MCDU slew keys. WIND: Not modelled

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RTE RSV%: Route fuel reserves, as quantity and percentage of trip fuel. ALTN/TIME: Alternate trip fuel and time. Not modelled. FINAL/TIME: Hold fuel and time associated with continued flight to alternate airport. Not modelled. EXTRA/TIME: Extra fuel and time available. Equals to BLOCK - (TAXI+TRIP+RSV+ALTN+FINAL). ZFWCG/ZFW: Zero fuel weight Centre of Gravity, and Zero Fuel Weight. ZFWCG entry is not modelled. Zero Fuel Weight is mandatory figure that allows the system to compute speed management and predictions. Entered in 1000s of Lbs (Kg) BLOCK: Displayed after ZFW is entered. Enter total fuel quantity here. TOW: Aircraft Takeoff weight. Displayed after ZFW and BLOCK entries are made. LW: Aircraft landing weight. Displayed after ZFW and BLOCK entry, when predictions become available.

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TROPO: Default tropopause altitude is 36,090 feet. It can be modified by entering new altitude here. Clearing the field (Press CLR and Line Select this line) will reset it to default value.

INIT B page
INIT B page is accessed from INIT A page pressing NEXT PAGE key. The flight crew uses this page to initialise aircraft weights. All weights are displayed and entered in current units (lb or Kg), depending on Flight Simulator International settings.

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FUEL PRED page

FUEL PRED page is used in flight to display fuel and time predictions at destination airport. It is accessed by pressing FUEL PRED key on MCDU.

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TAXI: Fuel used for taxi. Default value is 400 lbs. Another quantity may be entered. TRIP/TIME: Trip fuel and time are displayed when predictions become available.

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AT - UTC/TIME - EFOB: Displayed is destination airport, time and fuel predictions at destination. Before takeoff, TIME of flight is displayed. After takeoff, UTC time is displayed. ALTERNATE: Trip fuel and time predictions for alternate airport are not modelled. GW/CG: Aircraft gross weight and centre of gravity is displayed after weights are initialised on INIT B page. RTE RSV%: Route fuel reserves, as quantity and percentage of trip fuel. FINAL/TIME: Hold fuel and time associated with continued flight to alternate airport. Not modelled. EXTRA/TIME: Extra fuel and (TAXI+TRIP+RSV+ALTN+FINAL). time available. Equals to BLOCK -

FLIGHT PLAN A page

The flight plan pages display all waypoints of the active and alternate flight plans, along with associated predictions. The pilot can make all revisions to the lateral and vertical flight plans through these pages. Left line selection keys perform lateral revisions, and right LSKs are used for vertical revisions. The page can be scrolled using MCDU slew keys. If Navigation Display is in PLAN mode, its map is centred on waypoint displayed in line 2 (or next line if line 2 contains flight plan discontinuity or pseudo waypoint). F-PLN B page is accessed by pressing NEXT PAGE key.

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FOB: Fuel on board, computed from Fuel Flow (FF) and fuel quantity sensor (FQ) CRZ TEMP/TROPO: Cruise FL temperature and tropopause are displayed. CRZ WIND: Cruise wind, not modelled. ALTN WIND: Alternate airport wind, not modelled. Page Title

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This line displays flight number, if entered. FROM is displayed if the page is not scrolled up and the FROM waypoint is shown in line 1. When temporary flight plan is shown, this line displays TMPY. Waypoints (Line 1..5) Each line displays: Waypoint name Leg routing in white above waypoint name. This can be airway name, SID or STAR name, or special procedure Time to go or UTC time of arrival at waypoint Distance between waypoints Speed and altitude predictions. An asterisk indicates that a constraint exists at this waypoint. The active (TO) waypoint is always shown in white, while the rest of waypoints are green (or blue, if they belong to alternate route). For TO waypoint, bearing to it and track to next waypoint is displayed.

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Destination (Line 6) Line 6 shows destination airport ICAO code, time predictions, distance to go and estimated fuel on board at destination. Before takeoff, time to go is displayed. After takeoff, estimated UTC time of arrival is shown. Route modification Pressing left Line Select Key brings up a Lateral Revision page based on selected waypoint. Pressing Right LSK displays Vertical Revision page. These pages allow any route modifications to be performed. Some revisions, although, can be done directly on F-PLN pages, as described below. Inserting a waypoint To insert a waypoint directly on F-PLN page, type its name on the scratchpad and press left Line Selection Key at desired waypoint in flight plan. The selected waypoint will shift down, and new waypoint will be inserted before it, followed by a Flight Plan Discontinuity. Flight Plan Discontinuity indicates a break in the routing. It can be cleared with the CLR key. If several waypoints with entered name exist, you will be presented with a DUPLICATE NAMES page, which lists all waypoints with this name found in the database. For each entry, the distance from present position, coordinates, and type of entry is displayed. Select desired entry from the list. Custom waypoints can be inserted, which can be one of the following: LAT/LONG, entered as N5122.9/W00243.2 or 5122.9N/243.2W. Such waypoints are labelled LL01, LL02 etc PLACE/BEARING/DISTANCE, entered as DET/065/15. Such waypoints are labelled PBD01, PBD02 etc PLACE-BEARING/PLACE-BEARING, for example, CPT-175/BDN-092. These entries are labelled PBX01, PBX02 etc. If the pilot inserts a waypoint which is already present in the flight plan, the segment between selected waypoint, including it, and entered existing waypoint will be removed. This is used to quickly remove several waypoints. Deleting a waypoint A waypoint can be deleted by pressing CLR key - CLR appears on scratchpad - and pressing left LSK next to desired waypoint. Deleting (SPD LIM) pseudo waypoint removes corresponding climb or descent speed limit. Deleting other pseudo waypoints has no effect.

FLIGHT PLAN B page

F-PLN B page is accessed by pressing NEXT PAGE from F-PLN A page, and displays fuel predictions for all waypoints of the flight plan. Also displayed are wind predictions, which are not modelled. F-PLN B page provides the same flight plan revision functions as F-PLN A page.

Lateral Revision pages

These pages give the pilot a list of lateral revisions which can be used to change flight plan. The pilot calls up these pages from F-PLN page by pressing left LSK at desired waypoint. Different lateral revisions are available for different waypoints.

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Setting waypoint constraints Waypoint speed and altitude constraints can be entered directly on F-PLN page. Entry format is, SPEED, SPEED/ALTITUDE, or /ALTITUDE. Speed entries above 100 are treated as Airspeed, entries between 0.15 and 0.82 are Mach numbers. Altitude can be entered as either baro altitude (5 digits) or flight level (3 digits). Both speed and altitude constraints can be cleared from a waypoint by pressing CLR key and selecting waypoint with Right LSK.

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LAT REV at the origin

LAT REV at a waypoint

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Most functions on revision pages result in creation of temporary flight plan. Temporary flight plan is displayed on MCDU and ND in yellow and can be reviewed before accepting. The INSERT prompt on temporary revision page accepts the revision and inserts it in the active flight plan. ERASE prompt, when selected, cancels the revision and returns to F-PLN page.

Departure pages
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Departure pages allow pilot to review departure procedures (Runway, SID, Transition) and enter them into the active flight plan. These pages are accessed by selecting DEPARTURE prompt on a Lateral Revision page for the origin. First page lists available runways, second page shows available SIDs and Transitions. NEXT PAGE key can be used to switch between the pages. Use slew keys to scroll the pages to review all available choices. Line select a desired runway. This displays temporary selected runway in yellow in the top line, and SIDs page is automatically displayed. Only SIDs compatible with selected runway are displayed. It is possible, though, to select a SID without selecting a runway. When a selection is performed, it is highlighted in yellow, and is displayed at the top line. If a SID contains different enroute transitions, they are listed in the right column for selection. As soon as any choice is made, the bottom line displays ERASE and INSERT prompts. INSERT prompt will accept the selection and insert procedures into the active flight plan. ERASE will cancel any selections made and return to original flight plan. You can select all portions including Runway, SID and TRANS before inserting them. SID or TRANS selection can be removed by selecting NO SID or NO TRANS located at the bottom of the lists. If a runway or SID was already selected before performing the revision, it is displayed in green in choices list and in top line. Temporary selected choices are yellow, and other choices are blue. Selecting a runway changes origin airport waypoint to a runway waypoint. If only a runway and no SID has been selected, a conditional waypoint is added after runway waypoint, which instructs to climb straight ahead on runway heading until reaching 1500 ft AGL.

LAT REV at the destination

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DEPARTURE: Gives access to Departure pages, where the pilot can select runways, SIDs and Transitions. HOLD: Hold pages are not modelled. ENABLE ALTN: Allows you to enable alternate destination and switch to alternate flight plan at the revision waypoint. The alternate flight plan becomes active and replaces the segment from revision waypoint to destination airport. ALTN: The alternate flight plans selection page is not modelled. RETURN: Select this prompt to return to F-PLN page without performing any revisions. ARRIVAL: Accesses Arrival pages, where the pilot can select runways, STARs and Transitions. VIA/GO TO: Inserts an airway segment after revision waypoint. Enter airway name, a slash, and ending waypoint. NEXT WPT: Entering a waypoint name will insert this waypoint after revision one. Custom waypoints can be entered.

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Arrival pages
NEW DEST: Sets new destination airport, which erases all waypoints following revision waypoint, and inserts new destination preceded by a flight plan discontinuity. Arrival pages allow you to review arrival procedures (Approaches, VIAs, STARs, Transitions) and enter them into the active flight plan. These pages are accessed by selecting ARRIVAL prompt on a Lateral Revision page for the destination. Their organisation and functionality is the same as for Departure pages.

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Direct To page
Pressing the DIR key on MCDU keyboard brings up the Direct To page. It allows to create a direct leg from aircrafts present position to any selected waypoint. This action automatically engages managed NAV lateral mode and the aircraft proceeds direct to selected waypoint.

Vertical Revision pages

These pages contain a menu of available vertical plan revisions that can be applied at a selected waypoint. The pilot calls up these pages by pressing right line select keys on F-PLN pages.

1L 1L 2L 3L 4L 5L 6L 1R 2L 2R 3L 3R 4L 4R 5L 5R 6L 6R

1R 2R 3R 4R 5R 6R

Waypoint entry at 1L activates the Direct To function, adding the present position (Turn Point, T-P) waypoint followed by entered waypoint at the top of flight plan. If the pilot enters a waypoint which is present in active flight plan, all waypoints before this waypoint are removed, and a direct leg to it is created. You can also select any waypoint from the list in lines 2-6, which will place the selected waypoint into DIR TO field and produce the same result as manually entering waypoint name. The waypoint list is identical to F.PLN A page and can be scrolled using slew keys. If entered waypoint is not present in active flight plan, it is added on top of the flight plan following a flight plan discontinuity.

2L

CLB or DES SPD LIM: Climb or Descent speed limit, depending on which flight phase the waypoint belongs to. New speed and altitude values can be entered. Speed limit can be cleared by using CLR key. SPD CSTR: Speed constraint for the waypoint. Airspeed is entered as 100..350, Mach is entered as 0.15 .. 0.82. Entry can be cleared. ALT CSTR: Altitude constraint. Entry can be cleared.

3L 3R

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PERF pages
The flight plan is divided into several phases: PREFLIGHT, TAKEOFF, CLIMB, CRUISE, DESCENT, APPROACH, GO-AROUND, DONE. Each phase except the preflight and done phases has a performance (PERF) page. The PERF pages display performance data, speeds, and predictions. Pressing the PERF key on MCDU calls up performance page for current active flight phase. Pages for next phases can be viewed by selecting NEXT PHASE prompt. Pages for phases already flown are not available. The page title for PERF page corresponding to active flight phase is green. Titles of pages for next phases are white

PERF TAKEOFF page

This page is displayed when pressing PERF key during preflight.

1L 2L 3L 4L 5L 6L

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1L 2L 3L 4L 5L 6L

1R
1L

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2L

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3L 4L

V1, Vr, V2: Takeoff V speeds. Speeds are NOT automatically computed, and pilot entry is required as indicated by amber boxes. Airbus pilots use performance tables to determine these speeds. You can, however, make the FMS compute the V speeds by clicking the line select keys with right mouse buttons. TRANS ALT: Origin airport transition altitude. The barometric reference should be switched to STD when climbing above this altitude. Transition altitude is called up from database when origin airport is entered on INIT page. THR RED/ACC: Thrust reduction and acceleration altitude. At thrust reduction altitude, the pilot retards thrust levers and thrust is reduced from TO to CLB. At acceleration altitude the SRS pitch mode is replaced by CLB mode, and speed target changes from V2+10 to climb speed. Both altitudes default to field elevation plus 1500 feet. UPLINK TO DATA: Data link is not modelled. RWY: Selected departure runway is displayed here. Runway entry cannot be performed through this field TO SHIFT: Distance between takeoff position and runway threshold, used to update FMS navigation computation. Entry is not required. FLAPS/THS: Takeoff flaps and trimmable horizontal stabiliser settings for takeoff. This field allows entry and is used for reminder only. FLEX TO TEMP: Assumed temperature for FLEX takeoff thrust calculation is entered here, if derated takeoff is desired. Entering high assumed temperature will reduce the takeoff thrust. ENG OUT ACC: Engine out acceleration altitude. The centre column shows computed Flap retraction, Slat retraction, and Green Dot speed.

5R 6R
5L

6L 6L 6R

PREV PHASE: Select this prompt to access PERF page for previous phase. Not available for phases already flown. ACTIVATE APPR PHASE: Shown on page corresponding to active phase. Selecting and confirming this prompt will activate APPROACH phase. NEXT PHASE: Select this prompt to access PERF page for next phase.

6L 1R 2R 3R 4R 5R

Note: When APPROACH phase is activated, the managed speed guidance will target Vapp speed or manoeuvring speed for current aircraft configuration. If APPROACH phase is activated by a mistake using PERF pages, the CLIMB phase can be activated by re-inserting the Cruise FL value at PROG or INIT page.

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PERF CLIMB page

PERF CRUISE page

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ACT MODE: Active target speed (ECON, selected SPD/MACH, or EXPEDITE). The pilot cannot modify it through this field. CI: Cost Index, as entered on INIT page. Field accepts entry of new cost index. ECON: ECON is the optimum speed considering cost index, altitude, and gross weight. Speed limits and speed constraints, if any, may prevent the aircraft from flying at the ECON speed. SPD/MACH: If CLIMB phase is not yet active, the pilot can preselect climb speed by entry in this field. When CLIMB phase becomes active, if speed was preselected, the speed guidance changes to Selected, and FCU speed opens with preselected speed. In climb, entry in this field cannot be made. Pushing the Speed selector knob on FCU reverts to managed speed guidance and blanks this field.

1L 2L 3L 4L

ACT MODE: Active target speed (ECON or selected SPD/MACH). The pilot cannot modify it through this field. CI: Cost Index, as entered on INIT page. Field accepts entry of new cost index. ECON: ECON is the optimum speed considering cost index, altitude, and gross weight. Speed limits and speed constraints, if any, may prevent the aircraft from flying at the ECON speed. SPD/MACH: If CRUISE phase is not yet active, the pilot can preselect climb speed by entry in this field. When CRUISE phase becomes active, if speed was preselected, the speed guidance changes to Selected, and FCU speed opens with preselected speed. In cruise, entry in this field cannot be made. Pushing the Speed selector knob on FCU reverts to managed speed guidance and blanks this field.

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PERF DESCENT page

PERF APPROACH page

1L 2L 3L 4L 5L 6L

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ACT MODE: Active target speed (ECON, selected SPD/MACH, or EXPEDITE). The pilot cannot modify it through this field. CI: Cost Index, as entered on INIT page. Field accepts entry of new cost index. ECON: ECON is the optimum speed considering cost index, altitude, and gross weight. Speed limits and speed constraints, if any, may prevent the aircraft from flying at the ECON speed. SPD/MACH: If DESCENT phase is not yet active, the pilot can preselect climb speed by entry in this field. When DESCENT phase becomes active, if speed was preselected, the speed guidance changes to Selected, and FCU speed opens with preselected speed. In descent, entry in this field cannot be made. Pushing the Speed selector knob on FCU reverts to managed speed guidance and blanks this field.

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QNH: Entry field for destination sea-level atmospheric pressure. Entry can be made either in hPa (for example 1003) or in in Hg (29.92). TEMP: Entry field for destination temperature. MAG WIND: Entry field for destination magnetic wind direction and speed. Entry example is 15/270 TRANS ALT: Transition altitude for destination airport. When aircraft descends below this altitude, barometric reference should be changed from STD to QNH and destination pressure selected on BARO panel. Transition altitude is called up from database when destination airport is entered on INIT page. VAPP: The FMS computes this approach speed, using the formula Vapp = Vls + 5 +1/3 Headwind. The pilot can modify this computed value. Clearing the field returns it to the computed speed. FINAL: Selected landing runway is shown. The pilot cannot modify it through this field. MDA: Minimum descent altitude can be entered here. If DH is entered in 3R, the field is blanked. DH: Decision height can be entered here. If MDA is entered in 2R, the field is blanked. LDG CONF: Two fields at 4R and 5R list possible landing flaps configurations, CONF 3 and FULL. Selected configuration is shown in large font, and second configuration is in small font. Select desired configuration by pressing corresponding LSK.

5L 1R 2R 3R 4R 5R

The centre column shows computed flap retraction, slat retraction, green dot speed, and Vls.

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PERF GO AROUND page

PROG pages
Progress pages allow selecting of new cruise FL, monitoring optimum and maximum cruise flight levels, checking navigation accuracy, and monitoring descent.

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1R 2R 3R 4R 5R 6R 1L 2L 3L 4L 5L 6L 1R 2R 3R 4R 5R 6R

5L

THR RED/ACC: Thrust reduction and acceleration altitude. At thrust reduction altitude, the pilot retards thrust levers and thrust is reduced from TO to CLB. At acceleration altitude the SRS pitch mode is replaced by CLB mode, and speed target changes from V2+10 to climb speed. Both altitudes default to field elevation plus 1500 feet. ENG OUT ACC: Engine out acceleration altitude.

PAGE TITLE: Shows current speed mode (ECON, selected SPD/MACH, EXPEDITE) and flight phase.

5R

The centre column shows computed Flap retraction, Slat retraction, and Green Dot speed.

CRZ: Cruise flight level. Cruise FL can be changed by entering a new value here. Also, when flying at cruise FL, the pilot can select a higher altitude in FCU altitude window and push ALT selector knob; this will automatically insert the new selected cruise FL into the FMS. OPT: The field shows optimum flight level, based on gross weight, cost index and temperature. REC MAX: Recommended maximum altitude. VDEV: Field is displayed only during descent and approach. Vertical deviation from computed vertical profile is shown. BRG/DIST TO: The pilot can enter any waypoint in the TO field. After this, the BRG/DIST field constantly shows computed bearing and distance to this waypoint. DIST: The two fields show required distance to land, following the routing of active flight plan, and direct distance to destination airport. ACCUR: The line displays estimated navigation accuracy, required accuracy for current flight phase, and accuracy level (LOW or HIGH).

2 4 5 6

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DATA INDEX page

DATA INDEX page provides a menu which gives access to different pages concerning the navigation data. The index page is displayed by pressing DATA key.

WAYPOINT page
WAYPOINT page is called from DATA INDEX page and allows to lookup any waypoint stored in navigation data base. After an entry is made at 1L, the field at 2L displays waypoint latitude and longitude.

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1R 1L 2R 2L 3R 3L 4R 4L 5R 5L 6R 6L 6R 5R 4R 3R 2R 1R

1L 2L 3L 4L 5L 6L 1R 2R 3R 5R

WAYPOINTS: lookup any waypoint in data base. NAVAIDS: lookup any navaid in data base. RUNWAYS: lookup any runway in data base ROUTES: not implemented A/C STATUS: aircraft status page
1L 1R 2R 3R 4R 5R 6R

NAVAID page
NAVAID page is called from DATA INDEX page and allows to lookup any navaid stored in navigation data base. After an entry is made at 1L, the navaid information is displayed which includes navaid class, latitude and longitude, radio frequency, and station magnetic variation.

PRINT FUNCTION: not implemented SAVE ROUTE: save active flight plan into file LOAD ROUTE: load previously saved flight plan IMPORT FS ROUTE: imports a route generated and saved by Flight Simulator built-in flight planner POSITION MONITOR: displays current position computed by different systems

2L 3L 4L 5L 6L

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RUNWAY page
RUNWAY page is called from DATA INDEX page and allows to lookup any runway stored in navigation data base. Enter ICAO airport code and runway at 1L. After this, the screen displays runway coordinates, runway length, course, and ILS frequency if runway has an ILS.

SAVE ROUTE page

SAVE ROUTE page is called from DATA INDEX page and allows to save the flight plan currently entered in FMS into a file. First, enter a name into 1L, then select STORE prompt at 2L. If CO RTE prompt is selected without entering name, the name is automatically created from origin and destination airport IDs merged together. Please note that a route should be saved before flight, as passed waypoints are removed from flight plan. Routes are stored in PSS/Airbus A3xx subfolder of Flight Simulator installation directory, and have file extension of .AFP
1L 2L 3L 4L 5L 6L 1R 2R 3R 4R 5R 6R 1L 2L 3L 4L 5L 6L 1R 2R 3R 4R 5R 6R

STATUS page LOAD ROUTE page

STATUS page is called from DATA INDEX page and displays aircraft model and engine types, and version of navigation data base. LOAD ROUTE page is called from DATA INDEX page and allows to load one of previously saved flight plans. The page contains a list of saved routes.

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Selecting any route from the list opens the LOAD ROUTE confirmation page. This page displays the routing of saved flight plan, and provides options for Inserting the selected route into active flight plan, or cancelling the selection. This page is also displayed when an entry is made into CO RTE prompt on INIT page, and a saved flight plan with entered name exists.

POSITION MONITOR page

POSITION MONITOR page is called from DATA INDEX page and allows to monitor present position calculated by different systems. The page shows positions computed by the two identical FMGCs installed on the aircraft, position calculated from received navaid bearings, average position of the three IRSes, and deviation of each IRS position from FMS reference position. The FREEZE prompt at 6L allows you to freeze displayed data for close inspection. The prompt then changes to UNFREEZE and selecting it will restore constant display update.

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1R 2R 3R 4R 5R 6R

IMPORT FS ROUTE page

IMPORT FS ROUTE page is called from DATA INDEX page and allows to import one of routes generated by Flight Simulator built-in flight planner. The page contains a list of routes found in Flights\myflts folder in Flight Simulator installation directory. Selecting any entry will display a LOAD ROUTE confirmation page, with prompts for inserting selected route into active flight plan or cancelling the selection.

5L 6L

1L 2L 3L 4L 5L 6L

1R 2R 3R 4R 5R 6R

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RADIO NAV page

RADIO NAV page is used to monitor and control the navigation radios. It is displayed by pressing RAD NAV key. The FMS automatically tunes NAV1 and NAV2 radios to the closest stations. Also, when approaching destination airport and ILS approach is selected, the ILS frequency is automatically tuned. You can manually set any radio frequency, which overrides the autotuning.

BACKUP INSTRUMENTS
Standby instruments
Standby instruments serve as a backup to provide vital air data in case of electronic instrument system failure. The instruments include analog airspeed indicator, single-needle altitude indicator with numeric readout, and attitude indicator.

1L 2L 3L 4L 5L 6L

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1L 2L 3L

VOR1/FREQ: Station ID and frequency of NAV1 radio. Autotuned frequencies are shown in small font. You can enter new frequency or station ID, which will be displayed in large font. This overrides the autotuning. To resume autotuning, clear the field using CLR key. CRS: VOR1 course can be entered here. If an entry is made, the VOR1 autotuning stops. ILS/FREQ: ID and frequency of ILS. When an ILS is automatically tuned for approach, the data is displayed in small font. Manual entry is possible and is displayed in large font. Manual entry can be cleared. Until ILS is automatically or manually tuned, the field shows --NAV--. This is because Flight Simulator has only one radio for both NAV1 and ILS, and this radio is used as NAV unless ILS is needed. ADF1/FREQ: Frequency of ADF radio. New frequency can be entered in this field. VOR2/FREQ: Station ID and frequency of NAV2 radio. Autotuned frequencies are shown in small font. You can enter new frequency or station ID, which will be displayed in large font. This overrides the autotuning. To resume autotuning, clear the field using CLR key. CRS: VOR2 course can be entered here. If an entry is made, the VOR2 autotuning stops.

DDRMI
The Digital Distance and Radio Magnetic Indicator displays DME distances and bearings to the tuned VOR stations. Bearing pointers are overlaid on magnetic heading compass rose. VOR1 needle is single dashed, and VOR2 needle is double solid.

5L 1R 2R

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LANDING GEAR
Gear panel
Gear controls and indicators include gear lever, gear indicator lights, autobrake system controls, and brake pressure indicator. Gear lever can be controlled with the mouse, or using standard Flight Simulator keys. Three indicator lights show status of left, nose and right gear. Green triangle indicates gear down and locked, red UNLK is shown when gear unlocked (in transit). No indication means gear up and locked, and bay doors closed. Autobrake system provides automatic braking, and has 3 modes, LO, MED and MAX. Modes are armed and disarmed by pushing corresponding button. LO and MED modes are used for landings. At touchdown, if one of these modes is armed (blue ON is visible), the anti-skid brakes will be automatically applied. LO and MED modes provide different deceleration rates. When autobraking is in process, a green DECEL is illuminated on selected button. MAX autobrake mode is used for takeoffs. In case of rejected takeoff, with MAX autobrake armed, speed above 80 knots and throttles retarded to IDLE or MREV, the system will automatically apply maximum braking. BRAKES indicator gauge shows hydraulic brake accumulator pressure and pressure applied to left and right main wheel brakes.

3) Brake temperature Brakes temperature, amber when in caution range. 4) Temperature indication Green arcs appear when brake temperature rises, and turn amber if the temperature is in caution range. 5) Release signals Green bars appear in flight, and on ground when amount of braking activates anti-skid system. 6) Autobrake mode Appears when any autobrake mode is armed or active, and shows selected mode.

CONTROLS ON CENTRAL PEDESTAL

Thrust levers
The modelled thrust levers have 5 positions, REV, 0 (IDLE), CL, FLX/MCT, and TO/GA. They can be moved between these positions (gates) by dragging with the mouse, or using special keyboard shortcuts (Numpad PLUS and MINUS). The levers do not move when autothrust system is active and adjusts thrust. Manual control of thrust is still possible. Leave the levers at IDLE or CL with A/THR off, and use joystick throttle or Flight Simulator keyboard commands. You can monitor resulting thrust on upper ECAM display (E/WD) engine indicators.

ECAM WHEEL page

1. Gear status 3. Brake temperature

2. Bay door position 4. Temperature indication

Engine panel
The engine panel contains fuel and ignition controls. The use of this panel during engine startup and shutdown is described in POWERPLANT chapter.

5. Release signals

6. Autobrake mode

1) Gear status Triangles are green when gear down and locked, amber with gear unlocked, and not displayed when gear locked up. 2) Bay door position Position of bay doors is shown, in green when doors are closed, and amber when doors are not closed.

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Speed brakes
The speed brake handle controls extending and retracting of speed brakes. The handle is dragged to desired position with the mouse. To arm ground spoilers for automatic deployment at touchdown, click the GND SPLRS ARMED label above the handle. Please note that in Flight Simulator you cannot arm spoilers while on ground, as they automatically deploy if thrust is at idle.

Radio Management Panels

The Radio Management Panels (RMP) are used to tune COM1 and COM2 radios. Also, they can be used for standby nav tuning of NAV and ADF radios. If standby tuning is activated, it overrides automatic FMS and manual radios tuning performed through RAD NAV page of MCDU. 3. Swap button 1. Active freq 5. VHF1 2. Standby freq 4. Tuning knob

Flaps
Flaps lever controls flaps and slats position. Lever positions are UP, 1, 2, 3, and FULL. If lever is moved into position 1 on the ground, the CONF 1+F (flaps+slats) configuration is commanded. In flight, moving the lever into position 1 commands CONF 1 (slats only). Also, if in flight and in CONF 1+F, the flaps will automatically retract and CONF 1 reached at airspeed above 215 knots. 6. VHF2

7. NAV 1) Active freq

8. VOR

9. ADF

This window shows active frequency of selected radio. Active frequency cannot be changed directly. 2) Standby freq Standby frequency for selected radio. This frequency can be selected using the tuning knob, and then swapped into the active frequency window for activation. 3) Swap button Parking brake is set and released by using this lever. Pushing this button swaps the frequencies in Active and Standby window, thus making the frequency selected in Standby window the active tuned frequency of currently selected radio 4) Tuning knob Rotating the tuning knob changes the value displayed in Standby frequency window. The knob has Inner and Outer parts. Rotating Inner part, which is done by clicking left or right of it with LEFT mouse button, changes the fractional part of displayed frequency. Rotating Outer part by clicking with the RIGHT mouse button changes the whole part of frequency. 5) VHF1 Pushing this button selects COM1 radio and displays its active and standby frequencies. The selected radio has a green triangle light illuminated above its button. 6) VHF2 Selects COM2 radio for tuning. 7) NAV The guarded NAV button, when pushed, activates standby nav tuning, and enables the bottom row of buttons for selection. This overrides the automatic and manual nav radio tuning via FMS. Pushing lighted NAV button a second time deactivates standby tuning.

Parking brake

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8) VOR Selects a NAV radio for tuning, if standby tuning is enabled. Left Radio Management Panel controls NAV1 radio, and right RMP tunes NAV2 radio. 9) ADF Selects ADF radio for tuning, if standby tuning is enabled.

AUXILLIARY POWER UNIT

Overview
The Auxiliary Power Unit (APU) is a small jet engine located in the aircraft tailcone. It allows the aircraft to be independent of external pneumatic and electrical power supplies. The APU can provide bleed air for starting engines and for air conditioning, and drives a generator that provides electrical power. The APU can be started and used on ground and in the air.

Transponder
The transponder panel is used to set the Squawk code assigned by ATC. The transponder has a numeric keyboard for code input. New code is entered by first pushing the CLR button, which displays dashes on code display. First dash blinks, which indicates input position. The four digits of the code are entered by pressing corresponding buttons. After a digit is entered, the next dash starts to blink, until all four are entered. Any input mistake can be erased by pushing CLR button, which erases last entered digit. The active transponder code is not altered until the new entry is complete.

APU Controls and indications

The APU is controlled from APU panel on the overhead. Its operating status can be monitored on ECAM APU page, which is automatically displayed during APU startup. The MASTER SW button controls the power supply for automatic sequencing and protection during start up, operation, and shutdown. When selected ON - blue ON illuminates - the APU system is armed for automatic startup sequence. The APU intake flap automatically opens. Pushing the button with APU running extinguishes the ON light and initiates automatic shutdown sequence, during which the APU rpm decreases for a brief cooling period, after which APU is stopped. The START button initiates APU startup sequence. It cannot be selected until APU intake flap opens, which is indicated by green FLAP OPEN indication on ECAM APU page. When the START button is pushed, blue ON light illuminates on the button. APU spools up. After automatic startup is complete, ON light disappears and green AVAIL light illuminates. AVAIL is also shown on ECAM APU page. From this moment, the APU is available. The ECAM APU page shows gauges for APU rpm percentage and exhaust gas temperature. Also, when APU is running, the APU generator load, voltage and frequency is displayed, along with APU bleed air pressure and position of APU bleed valve. The fuel for APU operation is automatically fed from left inboard wing tank. Fuel is normally available from tank pumps. If tank fuel pumps are selected off, the APU uses its own dedicated pump to supply fuel.

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ELECTRICAL SYSTEM
Overview
The electrical power system consists of an AC system and a DC system. The power is normally provided by engine driven generators installed on each engine. The APU generator can be used before engine start. On the ground, external power can be used. In case of loss of normal generation in flight, the aircraft can be supplied by an emergency generator driven by automatically deployed ram air turbine. An automatic bus tie maintains power to AC1 and AC2 buses regardless of power sources being used: engine generators, single generator, APU or external power. Bus ties can be manually opened using BUS TIE overhead switch. The power sources are prioritized. Each AC bus will use the first available source in this order: Own engine generator, External power, APU, opposite engine generator, Emergency generator, Batteries. If APU power was used and external power is connected, the external power takes over the supply and APU is disconnected. If, after this, engine generator comes online, it replaces the external power. A bus can be powered only from a single power source. Each generator, and EXT PWR, can power entire aircraft electrical system with this exceptions: On the ground, if single engine generator powers entire system, the Main Galley is shed. In flight, if Any single generator powers entire system, the Main Galley is shed. The AC ESSential bus powers most vital aircraft systems, and is normally fed from AC 1 bus. If AC 1 is unpowered, the AC ESS can be powered from AC 2 using AC ESS FEED switch on the overhead. If both AC buses are un-powered in flight, the Ram Air Turbine is automatically deployed which powers AC ESS bus via Emergency Generator. RAT is disabled with landing gear down, and when this occurs, the AC ESS bus is fed from Batteries via Static Inverter. Two DC buses are fed from respective AC buses via Transformer Rectifiers (TRs), and power the DC BAT bus. if one of AC buses is un-powered, the corresponding DC bus is fed from opposite DC bus via DC BAT bus. If both AC buses are un-powered, the DC 1 and 2 buses are lost. The DC ESSential bus is powered by DC BAT bus, or (DC1 and DC2 buses off) by AC ESS bus via ESS TR, or directly by batteries. The two batteries are used for starting the APU and providing power when other sources are unavailable. The batteries automatically charge from DC BAT bus when their voltage is below a certain level. Before flight, you must ensure that the batteries are charged above 26 volts. 4. GEN 5. APU GEN 6. BUS TIE 1) BAT The BAT buttons control the connection/disconnection of the corresponding battery to the aircraft electrical system. NO LIGHT: Auto, a battery is automatically connected by the system logic for providing power or recharging. OFF: A battery is manually disconnected. 2) Bat voltage The LCD windows show battery voltage. The readouts are always powered, and can be read without applying any power to the aircraft. 3) AC ESS FEED Controls the selection of power source for AC essential bus. NO LIGHT: Default, AC ESS is powered by AC1 bus. ALTN: AC ESS is powered by AC2 bus. 7. EXT PWR 8. GALY & CAB Each bus is represented by a gray rectangle with the name of the bus. The name is green when bus is powered, and amber when bus is un-powered. AC generators - GEN1, GEN2 and APU GEN - are shown as white boxes. Listed are generator load percentage, voltage and frequency. When a generator is selected OFF, this is indicated by white OFF. EXT PWR box, when available, shows voltage and frequency. Transformer-rectifier units (TRs) are shown as TR1 and TR2, listing output voltage and amperage. Two battery indications show voltage and current. Power flow is indicated by green lines, connecting power sources to the buses. When the batteries are connected, green arrows to or from DC BAT bus indicate charging or discharging. ELEC control panel (overhead) 1.BAT 2. Bat voltage 3. AC ESS FEED

Controls and indications

ECAM ELEC page The ECAM ELEC page shows electrical sources, buses, and power flow.

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4) GEN Allows you to manually disconnect engine 1 or 2 generator from the system. NO LIGHT: Default, a generator is connected to the electrical system if an engine is running and electrical parameters are normal. OFF: A generator is disconnected from the electrical system. FAULT light is illuminated when a generator is selected ON and is not providing power. This is normally seen prior to engine start. 5) APU GEN Allows you to manually disconnect APU generator from the system. NO LIGHT: Auto, APU generator is automatically connected to the electrical system when APU is running, electrical parameters are normal and there are no higher-priority power sources available (Engine generator or EXT PWR). OFF: APU generator is disconnected from the electrical system. 6) BUS TIE Controls the bus tie logic. NO LIGHT: Auto, the bus tie automatically splits or connects the two AC buses to provide single source to each bus. OFF: The bus tie opens, and the two AC buses are isolated. 7) EXT PWR Used for selection and deselection of external power. If external power is plugged to the aircraft and power parameters are in normal range, the green AVAIL light illuminates. In the PSS Airbus panel, the external power is always available when engines are shut down and parking brake is set. Pushing the button when AVAIL light is on connects external power source to the electrical system. Blue ON light is illuminated, and AVAIL light extinguishes. Pushing the button again with EXT PWR connected (ON illuminated) disconnects the external power from the system (it stays physically plugged to the aircraft though, and is disconnected by ground personnel). 8) GALY & CAB Controls power supply to the main galley bus. NO LIGHT: Auto, the galley is powered unless it is automatically shed by the system logic. OFF: Removes electrical power to all galley equipment.

FUEL SYSTEM
Overview
The fuel is contained in one centre and two wing tanks. The centre tank is generally filled last and used first. The wing tanks are divided into outer and inner cells by sealed ribs with transfer valves installed. The fuel is drawn by fuel pumps. There are two pumps in centre tank and each wing tank inner cell. The operation of fuel pumps is fully automatic. The wing tank fuel pumps are always used to supply fuel to the engines during takeoff and landings; centre tank pumps are automatically deactivated when slats are extended. The wing tank fuel pumps are fitted with pressure reducing valves to allow the centre tank fuel pumps to preferentially supply the engines when the centre tank pumps are operating. This ensures that the centre tank is emptied first. Wing tank fuel is drawn from inner cells. When fuel quantity in either inner cell reaches a preset level, all outer tank transfer valves open to allow fuel from the outer cells to flow into the inner cells. A crossfeed valve is located between the left and right fuel systems. It allows both engines to be fed from one wing tank to balance the fuel load, or one engine to be fed from both sides to utilise all the fuel in a single engine situation. A dedicated APU pump is located in left fuel manifold and automatically supplies fuel for APU if main pumps are not energised.

Controls and indications

ECAM FUEL page This page shows a schematic diagram of fuel system operation. The total fuel on board (FOB) is displayed, along with quantities in each tank and cell. Wing transfer valves are represented as doors which open when a valve opens. Tank pumps are represented by boxes: Pump is working Pump is commanded OFF by system logic Pump is manually selected OFF Circles represent the position of engine and APU LP valves and crossfeed valve.

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Fuel used by each engine is displayed above corresponding engine valve. It is shown in amber when engine is not running, and automatically resets to zero at engine start. Fuel temperature readouts are displayed below each wing tank. FUEL control panel (overhead) 4. X FEED

POWERPLANT
Controls and indications
The engine startup controls and indicators include engine panel on the central pedestal, manual engine start panel on overhead, Engine/Warning Display (upper ECAM, see dedicated chapter) and ECAM ENG page of the Systems Display. Engine panel The engine panel is located on central pedestal. It contains engine MASTER switches for both engines, and MODE selector with three positions, CRANK, NORM and IGN/START. This panel is used for initiating automatic engine startup and shutdown sequences. Manual engine start panel This panel located on the overhead is used for manually starting up the engines. It includes two guarded pushbuttons which select manual startup mode. ECAM ENG page The Systems Display ENG page is automatically displayed during engine startup, and can be manually called up using ECAM control panel. It includes the following: Fuel used per engine readouts, Oil quantity gauges, Oil pressure gauges, Oil temperature readouts, Engine nacelle temperature readouts, N1 and N2 vibration readouts. Engine startup requirements

1. Wing Pumps 1) Wing Pumps

2. Centre pumps

3. MODE SEL

The pump buttons control wing tank pumps. NO LIGHT: Fuel pump is energised. OFF: Fuel pump is deactivated. FAULT: Amber FAULT light is illuminated if tank fuel quantity is low. It is inhibited when a pump is selected off. 2) Centre pumps The pump buttons control centre tank pumps. NO LIGHT: Fuel pump is enabled and operates when commanded by system logic. OFF: Fuel pump is deactivated. 3) MODE SEL Selects automatic or manual operation of centre tank pumps. NO LIGHT: Automatic, centre pumps work when commanded by system logic. MAN: Centre pumps are controlled by position of CTR TK PUMP buttons. 4) X FEED Controls the position of fuel crossfeed valve. NO LIGHT: Default, the valve is closed. ON: Crossfeed valve opens. OPEN light is illuminated green when crossfeed is selected ON and crossfeed valve fully opens.

Engine startup procedure requires supply of fuel, electrical power, and bleed air. Electrical power and bleed air can be provided by starting the APU or connecting the external power. If external power is used, the X BLEED switch on the AIR COND panel must be moved from AUTO to OPEN position to provide bleed air for right side engine. Without electrical power or bleed air, the engines WILL NOT START.

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Automatic startup The automatic startup sequence is performed for each engine by following steps: Rotate MODE selector to IGN/START position, this identifies engine start. Move desired engine MASTER switch to ON position. The automatic startup sequence initiates. After engine is started, return MODE selector to NORM. Engines can also be started using standard Flight Simulator Autostart key combination (Ctrl-E). Electrical and bleed air supply must still be established. Manual startup To start an engine manually, do the following: Rotate MODE selector to IGN/START position, this identifies engine start. Push corresponding MAN START button on overhead, this identifies manual start and opens engine start valve. Monitor N2 rpm, at 15% move corresponding MASTER switch to ON. This opens fuel valve and engages the igniters. After engine is started, return MODE selector to NORM. Shutdown To shutdown an engine, move corresponding MASTER switch to OFF. After engines shutdown, the fuel pump buttons on overhead panel are normally switched to OFF.

Controls and indications

HYD control panel (overhead) 5. RAT MAN ON 6. PTU

4. ELEC PUMP

1. ENG 1 PUMP

2. ENG 2 PUMP

3. ELEC PUMP

1) ENG 1 PUMP 2) ENG 2 PUMP Control operation of engine pumps. NO LIGHT: On, a pump pressurises its hydraulic system when the engine is running. OFF: Pump is depressurized. 3) ELEC PUMP Control operation of blue electrical pump. NO LIGHT: Auto, the pump operates when AC power is supplied and any engine is running. OFF: Pump is deenergized. 4) ELEC PUMP Control operation of yellow electrical pump. NO LIGHT: Off, the pump is deenergized. ON: Pump constantly works if AC power is available. 5) RAT MAN ON This guarded button, when pushed, extends the Ram Air Turbine to pressurise the Blue system. 6) PTU Controls the operation of Power Transfer Unit. NO LIGHT: Auto, the PTU automatically operates if the differential pressure between the Green and Yellow systems exceeds a predetermined limit. OFF: The PTU is deactivated.

HYDRAULICS
Overview
The hydraulic system is made up of three separate and independent systems: Green, Blue, and Yellow. Each is supplied by its own hydraulic reservoir. Each system provides pressure to operate many major components, such as flight controls, slats and flaps, landing gear, cargo doors, and the emergency generator. Each system has its own pump (or pumps), reservoir, accumulator, and except for the Blue system, a fire valve. The Green system is powered by Engine 1 driven pump. The Yellow system is powered by Engine 2 driven pump, or a backup electrical pump. The Blue system is powered by an electrical pump, or by the Ram Air Turbine in case of emergency. The Green and Yellow hydraulic systems have a power transfer unit (PTU) installed. The PTU allows transfer of pressure between the Green and Yellow systems. When there is a predetermined pressure difference between the Green and Yellow systems, the PTU operates to pressurise the low system.

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ECAM HYD page

PNEUMATICS
Overview
The pneumatic system is designed to provide air pressure for air conditioning, engine starting, wing anti-icing and hydraulic reservoir pressurisation. High pressure air can be supplied by engine bleed systems, APU bleed, or external power. Engine 1 and 2 bleed systems are connected by a common duct. APU and ground air sources are also connected to the duct. System logic prevents the pneumatic duct from being pressurised by more than one source of air. Engine bleed air is normally bled from the intermediate pressure (IP) stage of the engines high pressure compressor. This minimises fuel penalties. If pressure and/or temperature from the IP stage are not adequate, air is bled from a high pressure (HP) stage of the same compressor. Engine bleed air pressure is regulated by the engine bleed valve, which also functions as a shutoff valve. The engine bleed valve closes during engine start, or when APU bleed valve opens.

This page shows a diagram of hydraulics operation. The Green, Blue and Yellow systems are shown with their components. The displayed components are (bottom to top): Hydraulic reservoir and hydraulic fluid level Fire shutoff valves (Green and Yellow systems) Pumps Hydraulic pressure readout. The pumps are represented by boxes. Following indications are used: Pump is selected ON

Air supplied by the APU compressor is available on the ground and in flight. A crossbleed valve in the common duct allows the engine bleed systems to be connected or isolated.

Controls and indications

AIR COND control panel (overhead)

2. ENG 2 BLEED

LO

Pump is selected ON but supplying low pressure Pump is selected OFF 1. ENG 1 PUMP 1) ENG 1 BLEED 3. APU BLEED

4. X BLEED

When PTU is operating, the arrows indicate the direction of power transfer.

2) ENG 2 BLEED Control operation of engine bleed valves. NO LIGHT: On, bleed valve opens when engine bleed air pressure and temp are normal, and the APU bleed valve is closed. OFF: Bleed valve closes.

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3) APU BLEED Control operation of APU bleed valve. NO LIGHT: Off, the APU bleed valve is closed. ON: APU bleed valve opens if APU bleed air is available. 4) X BLEED Controls the crossbleed valve. AUTO: Valve opens when APU bleed valve is open, and closes otherwise. OPEN: Valve opens and remains open. SHUT: Valve closes and remains closed.

AIR CONDITIONING
Overview
The air conditioning system provides ventilation, humidity, and temperature control for the cockpit and cabin. The air conditioning system allows air in three independent zones to be continuously refreshed and maintained at the selected temperature. The three zones are the cockpit, forward (FWD) cabin, and AFT cabin. The air conditioning system is supplied by hot air from the pneumatic system which is routed through the pack control valves to the two air conditioning packs. The conditioned air leaving the packs is then routed to the mixing unit, where re-circulated cabin air is added. This air is then distributed to the three zones. Hot bleed air which bypasses the packs can be added to conditioned air that is routed to a particular zone. The valves that allow this hot air to mix with air conditioned pack air are the trim air valves.

ECAM BLEED page The lower part of ECAM BLEED page is dedicated to bleed air compressed air supply.

In flight a ram air inlet can be opened to supply the mixing unit with ambient air if both packs fail or if smoke removal is necessary.

Controls and indications

AIR COND control panel (overhead)

3. PACK FLOW Engine number Crossfeed valve 1. PACK 1 Engine bleed valve Air PSI and temp 5. RAM AIR Compressor stages External power APU bleed 1) PACK 1 This page shows all sources of compressed air. For engine bleed, the engine bleed valve and HP bleed valve positions are displayed. Engine number is shown in amber when an engine is shut down. APU air flow is shown when APU bleed valve is open. Position of crossbleed valve is displayed on the common duct line. For each half of air duct, the air pressure and temperature is displayed. 2) PACK 2 Switch pack flow control valves. NO LIGHT: Auto, valve is regulating the pack flow. Valve closes during engine start. OFF: Pack flow control valve is closed.

4. HOT AIR

2. PACK 2

FAULT light is illuminated when a disagreement between the actual and selected position of the pack flow control valve exists, for example, when no bleed air is supplied. 3) PACK FLOW This selector allows the pack volume flow to be varied manually.

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4) HOT AIR Controls the hot air valve which supplies hot air to the zone trim valves. NO LIGHT: On, the hot air valve regulates hot air pressure. OFF: Hot air moves to fully closed position. 5) RAM AIR Guarded button is used to open the emergency ram air inlet. NO LIGHT: Off, the ram air inlet is closed. ON: Ram air inlet opens. ECAM BLEED page The upper part of ECAM BLEED page shows the air conditioning packs and mixing unit. Each pack is controlled by pack flow control valve. Valve position is indicated by a needle moving between LO and HI. For each pack, the pack compressor outlet temperature (lower), pack bypass valve position and pack outlet temperature (upper) are displayed. The packs are connected to the mixing unit, which is depicted as a horizontal line. It turns amber if no air supply is provided. Ram air inlet position is also displayed.

PRESSURISATION
Overview
The pressurisation system controls the aircraft cabin air pressure to maintain safe differential pressure between cabin air and ambient air. The cabin pressure is represented as cabin altitude. A cabin altitude of 2000 ft means that the cabin air pressure is the same as it would be in the standard atmosphere at 2000 ft above sea level. Rate of change of cabin pressure is represented by cabin vertical speed. The pressurisation system controls the cabin vertical speed by changing the position of the Outflow valve, which vents cabin air overboard. Cabin pressurisation can be controlled automatically by pressure controllers, or manually controlling the cabin vertical speed. Two safety valves prevent excessive positive or negative differential pressure.

Automatic pressure control

The pressure controllers control cabin altitude using different pressurisation modes, depending on flight phase: Ground - the aircraft is depressurized by fully opening the outflow valve. Takeoff - to avoid a pressure surge at rotation, the aircraft is pre-pressurised to cabin altitude of 400 ft below field elevation. Climb - cabin altitude is varied depending on the aircraft climb rate Cruise - the controllers maintain minimum cabin altitude compatible with maximum cabin differential pressure.

ECAM COND page ECAM COND page is used for monitoring zone temperatures and operation of conditioning system. The screen shows the cockpit, forward and aft cabin zones. For each zone, the zone temperature and air conditioning duct temperature are displayed. The position of trim valves (Cold-Hot) is displayed by the needles connected to the hot air valve symbol.

Descent - the cabin altitude is decreased to reach the cabin altitude of selected landing elevation before touchdown. Touchdown - residual cabin pressure is released gradually, then outflow valve fully opens.

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Controls and indications

CABIN PRESS control panel (overhead)

ECAM PRESS page This page is used to monitor the operation of pressurisation system.

3. LDG ELEV 1. MODE SEL

2. MAN V/S CTL 4. DITCHING

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

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GPWS (GROUND PROXIMITY WARNING SYSTEM)

Overview
The Ground Proximity Warning System provides aural and visual warnings when aircraft is in danger of ground impact. It detects numerous dangerous conditions and can produce the following warnings: SINKRATE: Warning of high barometric descent rate into terrain, or high sink rate near the runway threshold. The lower your altitude is, the lower descent rate will trigger this alarm. PULL UP: Excessive sink rate near ground, requires immediate action. TERRAIN TERRAIN: Excessive terrain closure rate. DONT SINK: Alerts to an inadvertent descent into terrain after takeoff. The alert is given after significant altitude loss, which allows for small sinking due to flap retraction etc. TOO LOW, TERRAIN: Insufficient terrain clearance while not in landing configuration. The warning envelope depends on airspeed and radio height. TOO LOW, GEAR: Too close to ground, at small airspeed and gear are not down. Can be inhibited. TOO LOW, FLAPS: Too close to ground, at small airspeed, gear down and flaps are not in landing position. Can be inhibited. GLIDESLOPE: Descending below glideslope. Active when ILS is available and gear down. The warning envelope contains two boundaries: soft warning and hard warning. Both boundaries are a function of glideslope deviation and radio altitude. When aircraft penetrates the soft alerting region, the pilot is given a calm warning; if the airplane subsequently enters the hard region, the warning becomes loud. The lower your altitude and the closer you are to glideslope transmitter, the higher is the amount of glideslope deviation required to trigger the warning.

1) SYS NO LIGHT: ON, the GPWS system works and generates all warnings. OFF: GPWS is disabled. No warnings will be generated.

2) G/S MODE NO LIGHT: ON, the GPWS system generates Glideslope warnings. OFF: Glideslope GPWS warnings are disabled.

3) FLAP MODE NO LIGHT: ON, the GPWS system generates Flaps warnings. OFF: Flaps GPWS warnings are disabled.

4) LDG FLAP 3 Selects landing flap configuration for TOO LOW FLAPS warning processing NO LIGHT: Landing configuration is CONF FULL. ON: Landing configuration is CONF 3.

GPWS - G/S button This button is located on the centre panel near the standby instruments (on real aircraft it is located on the wing of glareshield). When any GPWS warning is generated, an amber GPWS light is illuminated. When Glideslope warning is active, G/S is illuminated. Pushing this button while Glideslope warning is heard suppresses all glideslope warnings. This permits deliberate descent below the glideslope in order to utilise the full runway length under certain conditions.

Controls and indications

GPWS control panel (overhead) 3. FLAP MODE 1. SYS

4. LDG FLAP 3 2. G/S MODE

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OTHER CONTROLS
Other controls on overhead panel Wing anti ice Engine anti ice Window heating

CHRONOMETER
The chronometer is located on main panel. It includes an UTC time and date display, a chronometer and an elapsed time counter. Also, a selector switch is added which controls Flight Simulator simulation rate (time compression). DATE button Chronometer display Chronometer hand Sim rate switch

Time / date display Strobe lights Beacon lights Landing lights Wing lights Navigation and Logo lights Taxi lights No smoking switch Seat belts switch Elapsed time switch Elapsed time display

Second indicator

Chronometer button

Runway turnoff lights

Wing and engine anti-icing is controlled by corresponding button. When a button is switched to ON, the anti-icing is engaged. Probe and window heating is automatic with button deselected. Pushing the button - ON illuminates - manually engages the heating. Seat belts signs are switched on and off by the SEAT BELTS switch. NO SMOKING can be switched on, off, or set to AUTO. In this case NO SMOKING signs are automatically illuminated when landing gear are not locked up.

The central window displays UTC hours and minutes. The seconds indicator divides a minute into four parts. No marks are displayed from 0-14 seconds, one mark is displayed from 15-29 seconds, two marks are displayed from 30-44 seconds, and three marks are displayed from 45-59 seconds. A push of DATE button toggles the display between UTC and Date, showing month and day. The chronometer has a digital minutes window and an analog seconds hand. The chronometer is controlled by CHR button: First push starts the chronometer, Second push stops the chronometer and freezes the display and the hand, Third push resets the display and hand to zero. The elapsed time counter displays elapsed hours and minutes on a digital display. It is controlled by ET switch which has three positions: STOP: The chronometer is stopped. RUN: The chronometer is running. Moving the switch to STOP and then to RUN doesnt reset the chronometer. RST: Resets the chronometer. This position is springloaded to STOP. The Simulation rate switch allows toggling between 2x / 4x time compression and returning to normal time rate.

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PANEL CONFIGURATION UTILITY

The PSS Airbus panel package contains a panel configuration utility which allows to customise some features of the panel, and to create a keyboard shortcut for any control simulated by the panel.

MCDU Keyboard tab

The entry to the Multi-Purpose Control and Display Unit can be done from the computer keyboard. One of two methods can be used for this. First method is to hold down a shift key combination while typing the entry. This is the default method, and default shift key combination is Ctrl and Win keys held down. The second method is using the keyboard Lock keys. Any combination of NUM LOCK, SCROLL LOCK and CAPS LOCK can be used. While the selected key(s) are in the ON state, all keyboard input goes to the MCDU. When you use the selected combination of keys and the MCDU will accept the pushed keys, a blue K symbol flashes on the MCDU. It indicates that all keyboard input will be intercepted by the MCDU, and you cannot control other Flight Simulator functions with the keyboard.

Finishing the setting up

After all desired options are customised, the OK button saves the panel configuration and exits the utility. Pressing Cancel button will reset all modifications and exit the utility.

Startup tab
The two options define the panel state when Airbus aircraft is loaded into Flight Simulator: Start with Engines Off: The engines will be shut down upon panel load Start with Cold and Dark cockpit: The engines will be shut down, power sources disconnected and cockpit controls set according to total aircraft shutdown and securing. This allows to perform the entire aircraft startup procedure.

Pressing the Defaults button resets all settings to their default state and clears all added keyboard shortcuts. The panel configuration is saved in config.pnl file located in PSS\Airbus A3xx folder in Flight Simulation installation directory.

Panel Sound Volume tab

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

Keyboard Assignments tab

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

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A320 AIRBUS PROFESSIONAL TUTORIAL FLIGHT A TYPICAL FLIGHT IN AN AIRBUS A320 INTRODUCTION
All airlines have their own Standard Operating Procedures (SOPs) and these invariably differ from airline to airline. The Airbus manufacturer, Airbus Industrie based at Toulouse, produces a set of basic recommended procedures for each aircraft type and these are then modified to suit the individual airlines own particular way of operating. Some airlines prefer a more hands-on approach, while others rely on the A320s outstanding degree of automation to do the flying. This aircraft is employed by some airlines for medium haul and by others for high-density mass transportation over short distances, using lots of short sectors with rapid turnarounds to maintain profitability. The aircraft is popular with the charter airlines who require maximum utilisation of the airframe coupled with high reliability. The big selling point of the A320 range is that provided the pilots use the flight management guidance systems in flight for climb, cruise, let down and approach, then its fuel consumption is simply unbeatable. Many airlines are turning to the Airbus to further their ambitions and give them a clear advantage over their rivals. The A320 is a true 21st Century passenger airliner and the level of automation is taken to the limits of what can be achieved. The downside from a pilots point of view is that if the aircraft is flown as the manufacturer intended, then there is very little chance for hands-on flying. The Airbus concept is that from engagement of the autopilot soon after take off, until the aircraft comes to a halt on the destination runway, the pilot shouldnt have to touch the flight controls again. By simply turning, pushing and pulling the correct knobs and buttons as required, together with lowering and raising of undercarriage and flaps at the appropriate time in flight, the pilot need have no further input. The pilots role has changed significantly into that of a systems and aircraft manager, without forgetting that, like any other, the Airbus must obey the laws of aerodynamics and physics. The autopilot is simply outstanding and experienced pilots have seen it easily handle the aircraft in the most violent of thunderstorm activity and land in weather conditions that approach the design limits. If the aircraft is not doing something it should, or that you dont expect it to, then it will almost certainly be because the pilot has not done or set something correctly. Before taking out the autopilot because its not doing what you want, a quick check will inevitably reveal why. The biggest risk facing a newlyconverted Airbus pilot is when he or she doesnt fully understanding the operation and capability of the autopilot. Taking the autopilot out if the aircraft is not doing what they expect is what causes so many problems for pilots familiar with more traditional aircraft types. Another popular feature of this aircraft is cockpit commonality. A look at an A320 cockpit will not be that different to looking at an A340 cockpit. It is now possible to mix an A320 type rating with that of the A330, which from a pilots point of view creates a pleasant roster with a mix of short and long haul flying. An experienced Airbus pilot once complained, not unreasonably, that flying the A340 exclusively on long haul trips made him feel like he was virtually a passenger on many occasions. With four pilots, two only there for the cruise, he felt reduced to just watching an array of glass displays for hours on end. Every now and then he got to do the legal minimum of one landing every 28 days and that was his lot! Sometimes he needed to get that in a simulator to have a real fly, which goes to show that the real thing is not always as exciting as virtual aviation.

ARRIVAL AND FLIGHT PLANNING

Most airlines will roster pilots to arrive and report-in an hour before departure, thereby allowing about ten minutes for getting to the aircraft and thirty minutes to prepare it for the flight. This only leaves a further twenty minutes for the all-important flight planning. At busy international airports, such as Gatwick and Manchester, this is clearly impractical, so pilots usually plan to arrive with fifteen minutes in hand. Firstly they check in and familiarise themselves with the crew composition; normally two flight crew, plus five cabin staff for the A320. Cabin staff will have arrived thirty minutes earlier and will be conducting their own pre-flight brief. Both pilots will work together checking the NOTAMs (NOtices To AirMen) for the route, the route itself (no point flying over war zones!) and the weather. A check with our OPS (operations department) indicates the likely passenger load and any freight. We are already starting to formulate a zero fuel weight in our minds and we need to decide whether to upload fuel abroad (tanker fuel) because fuel prices vary all over the world. We often depart with maximum fuel so that we dont upload as much down the route. Obviously we want to go with full fuel in this situation, but dont forget that it is no use arriving at the destination with loads of fuel, only to find you are still above the maximum landing weight of the aircraft. The last and possibly most important part, is to check you can get off from the runway when departing with all this weight. No problem at Gatwick or Manchester, but just have a look at the limitations that Bristols (EGGD) 27/09 runway imposes on a big aircraft like this. Planning complete, the fuel figures are passed to the fuel controllers, and all the other relevant information enables a load sheet to be built up. We will be in possession of a computerised flight plan that very accurately tells us the fuel burn and winds aloft. We all meet, the Captain finalises and gives any instructions to the crew and we get the bus out to the aircraft.

PRE-FLIGHT SET UP
Before attempting this tutorial flight, we strongly recommend that you read the Systems section of the A320 manual.

A320 Professional Setup

Before starting FS2002 you need to set up the Airbus cockpit.

1. Press the Windows Start button, move up to programs select Just Flight, then A320 Professional, then Panel config. 2. At the top left of the Panel config menu in the Startup section, make sure the Start with Cold and Dark Cockpit is checked on. 3. Click OK.

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Flight Simulator Setup

It is important that FS2002 is set up for Airbus to operate correctly. 1. Start FS2002 2. On the FS2002 Opening screen select the Settings menu, select display, then Hardware. Set Hardware Lighting Effects to 8 3. Click OK 4. Select International, then set Units of measure to Metric (Altimeter feet). 5. Click OK. 6. Select Realism settings 7. In the Current realism settings drop down menu set Hard and in the Instruments and lights area set Display indicated airspeed to On. 8. Click OK.

Flight Deck Preparation

On arrival at the aircraft, the Captain conducts a walk round and the First Officer carries out his security check of the cockpit area. Both then prepare for flight and with only 30 minutes to go, time is tight. There are a myriad of different activities going on around you to ensure that you depart on time and it is important not to get detached from them. Has the catering arrived? Are there any specials (wheel chair passengers, problem passengers, drunk passengers, etc.)? How is the fuelling going? Has the powerful push-back tug arrived yet and is it connected to the nose wheel? Do we have a slot to achieve? Then the Senior Crew Member comes forward to remind you that one of the centre aisle exit lights is out and must be fixed. Are we legally allowed to fly with it not working? Check the Minimum Equipment List. You would be amazed how safety equipment imposes some of the most stringent limitations on aircraft. No dispatch with it not working get onto maintenance, we need it fixed NOW! This multi-million pound operation is shortly going to come to a grinding halt all because of a small light bulb! Like a cup of coffee? Yes please. Now, where were we?

IMPORTANT - As soon as the aircraft has loaded, you need to adjust the fuel levels as follows: To ensure that the aircraft has the correct amount of fuel loaded, press the FS2002 Aircraft menu, then move down and click on Fuel. In the left and right tanks, under the % heading, enter 75 in each. In the % centre tank column, enter 71. Click OK. This will give 14,000 Kgs of fuel, even though it is shown in imperial measurements in this section of FS2002.

Selecting the tutorial flight

1. Choose Select a flight 2. In Choose a category, select My Saved Flights 3. In Select a flight mouse click on Airbus Pro Tutorial. 4. Click OK

In the cockpit
Firstly check that the wheel brakes are set ON. (Ctrl + . to set the parking brakes to ON, or use the handle on the centre console). As we set Cold and Dark in the panel config menu, the aircraft is dead so the next thing to do is to get power connected. Select the Upper Panel (Numpad 5 to view Press SHIFT, then release NUMPAD 5 to get the Upper Panel displayed permanently).

IMPORTANT - To give a feel of real-world operations, we have included text in the tutorial that provides a similar atmosphere to that of a real airline. To avoid any confusion, the sections that refer to real world operations are displayed in Italic text. Also, certain radio transmissions that you would hear on a real-world flight are printed in italics, but these are included for added authenticity and you wont hear them in this tutorial flight.

FS2002 Air Traffic Control use

During this tutorial we will not be depending on the in-built FS2002 ATC system for directions. If you choose to have the ATC window on, then you will need to ignore any specific instructions and do your own thing! You can have some vocal ATC interaction by Requesting Flight Following and Airspace transitions.

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Take a few moments to view this panel and familiarise yourself with the locations of the various sections and switches. In the ELEC section, check both 1 and 2 battery switches are set ON and a voltage of at least 26 volts display. Then, ensure no refuelling is taking place and the APU exhaust will not discharge onto anything In the AIR COND section, check APU BLEED is OFF (Switch shows no indication). In the AIR COND section, set PACK 1 and Pack 2 to OFF. In the lower middle part of the upper panel in the APU section, set the MASTER SW to ON. Switch back to the main IFR panel (Press Numpad 5) and you will see that the APU panel has automatically displayed on the lower ECAM panel. Wait for the FLAP OPEN message to appear on this panel, and then return to the Upper panel (Press Numpad 5). On the upper panel in the APU section, press the START button, APU start up is automatic. Wait for the AVAIL light to show in the APU START button. If external power was connected, the green AVAIL light is illuminated in the EXT PWR button in the ELEC section. Press the EXT PWR button to make ground power available to the busbars and you will now get an ON light appear here. If both the APU and ground power are connected, the ground power has priority over the APU. By now, if you were on ground supplies, you would want to transfer and start obtaining power from the APU, which will always be more reliable for computer programming and engine start. NEVER just disconnect it by having the ground staff pull the plug out this is the quickest way to a large spark and possible injury. First, having started the APU, push the EXT PWR button to change the indication from ON to AVAIL. Only when the green AVAIL light is illuminated should you request the ground staff remove the ground connection. You will now be on the APU power. Now work your way round the upper panel, to ensure you have switches set correctly. In the AIR COND section, set the APU BLEED to ON. In the AIR COND section, set the PACK 1 and 2 switches to ON (It will not say ON and the switches will show no message). In general, you will know that everything is correctly set when all the lights on the upper panel are out. In the FUEL section the fuel pumps will show OFF and another two lights remaining will be the GEN1 and GEN2 amber FAULT lights and that is because you obviously dont have the engines running yet. Switch down to the main IFR panel console (Numpad 5) then bring up the centre console (Shift + 4) to view. In the ENG section check that the ENG 1 and ENG 2 master switches OFF. In the ENG section make sure the MODE selector knob is set to NORM Check the FLAPS are all set UP. Check the SPEED BRAKE - GRND SPLRS are set in the RET gate (position). Set the other switches as you require. Switch off the Centre console (Shift + 4). Now the fun starts lets program the MCDU!

MCDU Set Up
Call up the MCDU panel, (shift+3 or press the hot spot for MCDU). We shall go through a typical flight from Bristol to Tenerife. Confirm the page on the MCDU is the INIT page. Type in using the keys on the MCDU, your departure and destination airports. This text will appear in the Scratch pad area. This is the bottom line of the MCDU display. Type EGGD/GCTS (the / key is in the number section). Press the Line Select Key next to the field entry, LSK 1R (FROM/TO). The LSK 1R key is top right on the MCDU, LSK 2R is the second down on the right side and so forth. Until you have this information entered, you are going nowhere - as far as the MCDU is concerned. We now insert the alternate airfield of Gran Canaria into the ALTN field. Type GCLP press LSK 2R Insert the flight number Type PSS1 press LSK 3L The cost index tells the flight management guidance computer the fuel burn strategy and this comes from the airline OPS (operations) department who decide the policy for how they want the fuel economy to run. The lowest (Zero 0) means the aircraft will burn the least amount of fuel possible for the journey. Time is not important and it will be a long, slow, flight. The highest (999) means you will get there as fast as possible, ignoring fuel economy. Setting cost index 0 will give a cruise of about M.76 whilst 999 gives a cruise of about M .81 at FL 350. Check the cost index is set at 50 (a good compromise) Insert the intended cruise level. We suggest it should be in the order of FL 330 until KORUL, then a step climb to FL370 as the fuel gets burnt making the aircraft lighter. Check the lat and long, this should be the reference point for the departure airport. Dont do this yet (as we dont have the route set at the moment) but be aware that pressing the LSK next to the Wind button brings up the wind page. Type 330 press LSK 6L for CRZ FL/TEMP Press the right LSK next to the ALIGN IRS prompt and we can move on. Press the F-PLN button, this should bring up the basic flight plan you have just created. The top line shows the departure airport EGGD, with F-PLN DISCONTINUITY followed by the destination, GCTS. Press LSK 1L next to EGGD Press LSK 1L next to DEPARTURE Press LSK 3L for runway 27 Press LSK 6R to INSERT Because there is no SID (Standard Instrument Departure) selected, the Airbus default will be to insert a climb ahead on runway track to 1500 ft AGL. EGGD is already at 622ft AGL, so this will show as a floating waypoint with the identifier of 2122.

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Now we need to create the route. Go to your computer generated flight plan printout that the airline gave you and insert the route exactly as it is flight planned. (We dont have an airline computer plan here so we will build the flight plan up). Type EXMOR Press LSK 4L ,after the F-PLN DISCONTINUITY You will see two EXMORs shown. We need to select the correct one so; Press LSK 1L for 51N/003W Normally we could bring up a stored route with all the waypoints included, but as we do not have a database entry for our route we will have to set the route up bit by bit, inserting the waypoints as it follows the track we are going to fly. This is good practice on learning how to program the MCDU. Press LSK4L next to EXMOR to call up the lateral revision page Type UA25/BHD Press LSK2R for VIA/GO TO Press LSK6R for INSERT The Waypoints TIVER, TINAN, DAWLY and BHD will now be displayed on the MCDU. If it responds database not found then press the RETURN button (LSK 6L) to go back to the F-PLN page and insert each waypoint one after another. To do this, type into the scratch pad TIVER and then press the LSK to the left and immediately below EXMOR. If you make a mistake, press the CLR button until you see the letters CLR in the scratch pad and then press the LSK alongside the waypoint you want to remove. Pressing the scroll up and down arrow keys, scroll to BHD Press LSK next to BHD to call up the LAT REV page from BHD Type UA29/SALCO Press LSK 2R for VIA/GO TO Press LSK 6R for INSERT This will insert the SALCO waypoint. Continue to program the route as below: Press LSK next to SALCO to call up the LAT REV page from SALCO Type UR107/QPR Press LSK 2R for VIA/GO TO Press LSK 6R for INSERT This will insert RUSIB, BERAD and QPR waypoints. Press LSK next to QPR to call up the LAT REV page from QPR Type UN866/KONBA Press LSK 2R for VIA/GO TO Press LSK 6R for INSERT

This will insert KEREB, COQUE, KOLEK, KORUL, STG, AGADO, TERVA, ORSOS, BEXAL, KUBIL, LUPEX, KONBA waypoints. You may see TWO entries for BEXAL. You need to remove one of these. Scroll down using the (up/down arrow) keys until you have both BEXALs in view. Press the CLR button then click on the LSK next to the BEXAL entry that shows 0 in green to the right of it (not the other one that says 191!) This is normally the first one you come to in the flightplan scrolling towards the Canaries. This will remove the BEXAL entry that is not required. You should still have one BEXAL entry that says UN866 BEXAL 191. Hopefully, that is all you will have to input but if you find you need to insert each waypoint then the whole of the route is; EGGD27, 2122, F-PLN DISCONTINUITY, EXMOR, TIVER, TINAN, DAWLY, BHD, SALCO, RUSIB, QPR, KEREB, COQUE, KOLEK, KORUL, STG, AGADO, TERVA, ORSOS, BEXAL, KUBIL, LUPEX, KONBA, FPLN DISCONTINUITY On the F-PLN page, when the F-PLN button on the MCDU is pressed, the initial part of the route should show EGGD27, 2122, F-PLN DISCONTINUITY, EXMOR. This is correct! If you inserted the data correctly, the ONLY place you should see F-PLN DISCONTINUITY is just after 2122. If you do find a F-PLN DISCONTINUITY in between any other waypoints, you can remove it by pressing the CLR button so the letters CLR appear in the scratch pad and then press the LSK on the left side alongside the F-PLN DISCONTINUITY. Remove the F-PLN DISCONTINUITY after KONBA so it reads KONBA then GCTS. To check that the route is correct and that you have not entered some other waypoint by mistake, select PLAN on the EFIS panel and scale 160 or 320 (as required) and then scroll the route up or down using the MCDU keys (up/down arrow), to see how it looks. The plan should basically all go in the same direction. If it doesnt, then a waypoint has probably been wrongly entered.

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To scroll up and down on the F-PLN page on the MCDU, press the up or down arrows on the MCDU pad. The waypoint second down from the top on the MCDU panel will always show in the centre of the PLAN display on the Navigation Display. Now, keeping the EFIS switch set at PLAN, scroll the F-PLN until the destination airport appears, ensuring that this is scrolled to the second down position from the top (or as near to it as you can get). Press the left LSK alongside GCTS (The green coloured GCTS, not the white or blue coloured one right at the bottom of the display). Press LSK 1R for ARRIVAL Press LSK 3L for ILS 08 the arrival You are now presented with the arrival options for runway 08 at Tenerife. You will recall that we ended the flight at KONBA point and you will see one of the options is the KONB1G arrival. This is the one we want so select it. Press LSK 3L for KONB1G Now pause. Notice that almost everything is in yellow. This means that a TEMPORARY flight plan has been created which you can either choose to insert or erase. Have a look at this on the EFIS navigation display, change the range scale as required to see it and ensure it is what you would expect. The yellow parts are what you are about to insert. If you are happy then, Press LSK 6R for INSERT and it is now part of the flight plan, which as far as the track is concerned, is now complete. Note that pressing the F-PLN button always returns the F-PLN on the MCDU screen so that the nearest waypoint to you physically is put at the top of the display. Press the INIT button Note the arrow that appears at the top right corner indicating that another page is available. We need that page so that we can insert weights and C of G data to complete the required information. Press the NEXT PAGE button so we are able to insert the ZFWCG/ZFW data. For an Airbus A320 going on this flight to the Canary Islands on a charter flight typical data here would be 59.4 so insert it as follows: Type 59.4 Press LSK 1R for ZFWCG/ZFW The zero fuel weight and all other weights will come from the load sheet that the ramp agent will give you about 10 minutes before you go. Typical zero fuel weight for this charter flight will be 59,400kgs. Beware that the FS2002 air file for the aircraft you have selected to use must be in agreement for this zero fuel weight, otherwise the aircraft actual weights (i.e. what FS2002 sees) will be different to what you enter and all the predictions will be strange. All the PSS aircraft show the zero fuel weight when you select them in FS2002 on the info panel. IMPORTANT - We need to ensure that the aircraft has the correct amount of fuel loaded. This is detailed at the beginning of this tutorial. It is very important that this is correct!

Now enter the block fuel, we would normally take about 14000kgs of fuel for this trip, so enter 14.0 Type 14.0 Press LSK 2R for BLOCK IMPORTANT - Ensure that the fuel you load onto the aircraft in FS2002 matches this figure. Immediately the TOW appears (73.2) at LSK 4R, indicating that we are lifting at 73,200kgs weight. The flight management guidance computer calculates the other information which appears soon after. Nearly there! The last information required is the performance. For this you must: Press the PERF button You will now see the PERF page for the take off. Unlike a Boeing, V speeds are not pre-calculated. These have to be obtained from a table that applies to the particular runway you are departing from. Entering the take off weight, pressure and temperature into this table will give take off V speeds. From the same table comes the take off power setting. Typically it will be around the Flex 42 mark for the CFM engine at this airport (almost TOGA thrust) on a cool day and the V speeds will be 128, 135 and 138, so enter this information accordingly: Type 128 Press LSK 1L for V1 Repeat using LSK 2L entering 135 for VR Repeat using LSK 3L entering 138 for V2 Type 36 press LSK 4R for FLEX TO TEMP Type 3/DN.7 Press LSK 3R for FLAPS/THS The transition alt TRANS ALT is 3000ft for EGGD and this information is usually inserted from the data base. Type 3000 Press LSK 4L for TRANS ALT The thrust reduction and acceleration altitude THR RED/ACC figures default to 1500ft agl (Above Ground Level). EGGD is 620 feet AMSL, hence the figures of 2120/2120. Finally, we need to insert the navigation aids information you will use for this departure. Press the RAD NAV button Insert the NDB for EGGD (This is called BRI and the Freq is 380). Enter 380 press LSK 5L next to (ADF1/FREQ) Insert the VOR for the departure (BHD), enter BHD, press LSK 1L next to (VOR1/FREQ). Insert the CRS, which is 190, enter 190, press LSK 2L for CRS next to (CRS). This is the inbound track (course) to BHD. On the FCU panel, both pilots set their respective ADF/OFF/VOR switches as required, to ensure they get the aid they want to see displayed on the Navigation Display. Set the switch for the navigation display on the EFIS panel is set to ARC.

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Saving the flightplan

Press DATA LSK 1R for SAVE Type EGGDGCTS Press LSK 1L Press LSK 2L Note, the plan is saved in the folder FS2002\PSS\Airbus A3XX\EGGDGCTS.afp For the take off the pilot flying has his MCDU set to the PERF page and the non flying pilot has the F-PLN page set. Press the PERF button on the MCDU

LEAVING THE RAMP

Note - For the purposes of this tutorial, the flight starts on the runway. You may prefer to start at the gate and taxi to position. A check is made of all the system pages on the lower ECAM page and both pilots will make sure the MCDU has the correct information. Remember - with computers rubbish in equals rubbish out! Once all panels have been closed and all passengers embarked, the ramp marshaller will embark for a final time to remove the tech log pages pertinent to the flight and the load sheet copy. Both pilots will now brief from the appropriate document for the intended departure, conduct an emergencies brief to cover any eventualities on the take off and carry out the pre start checks. This will include Windows closed and locked, Fuel contents sufficient, Altimeters QNH set sensible readings, Thrust levers Closed, Parking Brake set to Park. Request a start and push clearance from the tower. We ask the ground engineer to commence the push back. During this time we will start both engines. Brakes off, push back commences. Bring up the upper panel and set:

At last we have the MCDU prepared. Exit the MCDU (Shift + 3). Just one last important thing: Ensure the Flight director switch is set to ON

SEAT BELT signs to ON NO SMOKING signs to ON Switch the Beacon to ON Set the fuel Pumps to Auto and ON (AUTO should already be set, No indication). Check the APU Bleed is ON. In the ELEC section switch the EXT PWR switch to AVAIL. Close the upper panel and bring up the centre console panel. On the Engine control panel (between the spoiler and flap lever) the pilot Set the MODE switch to IGN/START. This causes the lower ECAM display to change from the auto selected DOORS page on the ground to the ENG page. The upper panel also changes from the orange dials to the more familiar display. The right engine is normally started first. Select the ENG MASTER switch for the Right engine to ON The start is fully automatic, once this engine is running. Turn off the centre console to see the engine starting on the IFR Panel ECAM (shift + 4), then switch back to the centre console (shift + 4). Select the ENG MASTER switch for the left engine to ON Turn off the centre console to see the engine starting on the IFR Panel ECAM (shift + 4). Use the FS2002 Views menu and select Air Traffic Control. Press 2 on your keyboard and listen to the Bristol Airport ATIS. The ATIS report should reflect what you set in the weather menu at the start of the tutorial.

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At this point set the BARO switch on the main panel to the ATIS reported QNH, namely 29.86. To do this, click on the top left area near the BARO knob where it says in Hg. This will change the reading to Inches. Adjust the setting down to 29.86 by pressing to the left side 9 Oclock position of the BARO knob, then click on the top RIGHT area near the BARO knob where it says hPa. This will change the reading to Millibars/Hecto Pascals. It should now display 1011. With the push back now complete, the pilot applies the parking brake and the push back tug is disconnected from the nose wheel. Once both engines are running, the pilot now: Selects the MODE switch to NORM on the engine control panel. This now causes the WHEEL page to automatically appear on the lower ECAM page. On the upper panel, set the APU BLEED to OFF. On the centre console, ensure that the GND SPLRS are in the RET position. Set the FLAPS to 3 On the main IFR panel, set the AUTOBRK to MAX On the upper panel, set the ENG ANTI ICE (if required) in the ANTI ICE section. Also on the upper panel, set the APU MASTER to OFF For information (but it does not apply on this flight as we are lined up on the runway) we would call for taxi clearance and apply engine power as necessary. As soon as the aircraft moves, carry out a brake check. Always taxi with the WHEEL page on the lower ECAM so that you can monitor brake temps. On the way out the pilot carries out a flight control check by displacing the side stick in each direction and checking the response on the F-CTRL page. The F-CTRL page automatically displays as soon as the side stick is moved and returns to the auto selected WHEEL page 10 seconds after the last movement. On the ECAM control panel:

Set the ALT on FCU panel to 9,000

On the upper panel, switch OFF the Air Conditioning PACKs. Set the EFIS navigation display to ARC with10 nms and have airports selected for the take off.

Obtain permission for take off.

Press the TO CONFIG button to ensure all is in the take off configuration If correct, you get a green advisory on the upper ECAM panel. Press the DOOR page to ensure that all the doors are closed and armed Obtain your clearance from the tower and ensure you select the SSR code on the box and adjust the clearance altitude on the FCU.

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TAKE OFF
You may want to use the VFR panel instead of the IFR panel for take off and arrival. Use your keyboard shift + 2 keys to switch between the two. On receiving a clearance for take off, If you are using the FS2002 inbuilt ATC there is no ATC option to Depart as you are on the runway, so press keyboard 7 Request Taxi - Depart West, then press 2 to acknowledge Taxi clearance. Follow the on screen instructions to obtain permission to depart. Using the FS2002 ATC is NOT required for this tutorial flight and CAN be ignored, but you may wish to use it for fun, although you are on your own by incorporating it into the flight. On the upper panel in the EXT LT section, set all the bottom row of light switches to ON, plus, above those switches the following switches also need to be set to ON: Set STROBES to ON Set NAV and LOGO to ON On the centre pedestal, set the PARKING BRAKE to OFF The most likely clearance from Bristol will be, "Standard jet departure, clear direct EXMOR, climb to and maintain FL90, PSS1 is clear take of" Before application of power the FMA should read CLB and NAV in blue. Noise issues are much in focus at Bristol (arent they everywhere?) and a standard jet departure from Rwy 27 is straight ahead to 3000ft, then left or right as required. Because we selected a Flex (reduced power take off) we must carry out the following: Using your mouse to click (not drag), or press the Numpad + key TWICE. This will move the thrust levers forward through the first notch, the CL gate, to the FLEX/MCT gate to set the correct take off power. IMPORTANT - You will not see the thrust levers move when using a joystick. The ONLY way to set them properly is with the mouse click (NOT dragging) or via the Numpad + and keys. If you are using the mouse clicks to operate the throttle levers, then you will need to bring up the centre console. You may wish to bring up the ECAM panel (shift + 7) to view the engine instruments if you have the centre console in view. Watch the engines continue to accelerate and when they have reached the FLEX 36 N1 setting call Thrust set. Check the FMA annunciations, they should read MAN FLEX 36 || SRS || RWY || (all in green) with CLB || NAV || underneath in blue. We now let the aircraft to accelerate gracefully down the runway.

As speed passes through 100knots call 100 knots then V1 ROTATE at 135kts, VR Rotate the aircraft at 3 degrees per second, to give 10 degrees nose up. Pause and allow the aircraft to leave the ground, then continue the rotation progressively to about 17 degrees nose up. Check the radio altimeter shows a climb and call "positive climb, gear up". Set the GEAR UP. Confirm GND SPLRS to RET At 30 ft Radio Altimeter reading, the flight director cross wires come live and the FMA will now read MAN FLEX 36 || SRS || NAV || (all in green) with || CLB || underneath in blue The Nav track will show a solid green line out to the floating waypoint 2122 (which lies ahead by about 2_ miles) where it will then end. At 100ft Rad Alt, or above, engage one of the autopilots and from now on the aircraft flies itself! Press AP1 on FCU panel (Z on keyboard) The aircraft will settle in the climb at V2+10 at about 2500ft per min. You will notice the F speed appears at about 300ft. on the speed tape. The aircraft continues like this until it reaches the thrust reduction and acceleration altitude, which you will recall from the PERF take off page on the MCDU was at 2120ft. Notice that you see LVR CLB now flashing at you underneath MAN FLEX 36, telling you to retard the thrust levers one notch back to the CL gate. At the same time, the flight director commands a nose down to about 10 nose up, to allow the aircraft to accelerate whilst still climbing. Set the THRUST to CL (press - on numpad or mouse control) Notice that the magenta speed triangle has now increased to 250knots which becomes the new managed speed target. As soon as you retard the thrust levers back to the climb gate, check the new FMA annunciations which will be: THR CLB || CLB || HDG (all in green) On the upper panel switch on the air conditioning packs. As the aircraft accelerates you must now bring in the flaps. Dont forget to do this, because the aircraft simply continues to accelerate and you will seriously damage the flaps by exceeding their max speed limits. At the same time, the aircraft will be reaching 2122ft altitude and will pass the floating waypoint of 2122. As this happens the aircraft has no Nav track to follow and automatically the FMA will change from NAV to HDG, with the aircraft now flying on the heading it was on as it passed the waypoint 2122. First retract the flaps to FLAPS 1 as you pass through the F speed.

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Now notice an S speed appears, as the aircraft passes through the S speed When this happens, set the flaps to zero You will now notice the appearance of the green dot speed as the aircraft continues to accelerate towards 250knots. This speed, which only shows when the aircraft is in a clean configuration, is the minimum drag speed (the speed for best fuel economy, and which requires the least power to remain airborne). As the altitude goes through 3,000ft, notice the QNH numbers flash at you on the PFD. Remember, this was the TRANS ALT we set in the INIT A page on the MCDU. The flashing is to remind you to set the standard pressure setting 1013 and you do this simply by pulling the Altimeter Barometer setting knob on the FCU. (Put your mouse over the knob and click the RIGHT mouse button to PULL). Note that the letters STD now appear where the QNH used to be on the PFD. Also, at 3000 ft you were cleared to turn direct towards EXMOR. Bring up the MCDU Press the F-PLN button on the MCDU to display the Flight Plan. Press the DIR button on the MCDU Press LSK for EXMOR Check the new FMA annunciations which will be THR CLB || CLB || NAV || (all in green) We should now see a solid green line from the aircraft symbol on the navigation display towards EXMOR and then following the rest of the NAV track. Always set the navigation display to be able to show the next waypoint. For this flight we recommend you now increase the scale to 40 nms. The aircraft is now in the climb to FL90 at 250 knots and will settle at about 2000ft per min climb at this stage.

(It is always recommended to call out the FMA annunciations whenever they change. That way if an autopilot reversion occurs automatically, you will be aware of it). Notice that whenever an FMA annunciation occurs it has a white box round it for 10 seconds. You should now see, THR CLB || OP CLB || NAV || on the FMA As an exercise we will pretend to avoid some traffic. "PSS1, traffic avoidance turn left heading 150" Set 150 in the FCU heading window and PULL (Right mouse button) the heading selector We are now in selected heading mode and turning left onto a heading of 150. Read out the new FMA it should be THR CLB || OP CLB || HDG || Have a look at the navigation display. This has also changed and the NAV TRK is now a broken dotted green line. From the aircraft symbol you should see a straight green line out to the compass rose. This is the actual track the aircraft is flying. It is recommend that in the climb and descent you adopt a procedure of setting the navigation display range scale between 40 nms and the max (360nms) every so often. This enables you to see any closein TCAS contacts as you climb or descend, whilst alternating with the long range whole picture. After a little while, London control clears you to resume the NAV TRK, "PSS1 resume direct to Berry Head" On the MCDU: Press the DIR button and if the waypoint BHD does not show, scroll the F-PLN page down until it does (remove any text in the scratch pad area first using CLR). Press the left LSK alongside the waypoint BHD Note the new appearance of the F-PLN page, at the top now appears the waypoint T-P. This was the position the aircraft was at when you pressed the LSK to select waypoint BHD. Note the TO or next waypoint is now BHD. Note that all the in between waypoints from EXMOR to BHD have been removed. On the navigation display, note that you now have a solid green NAV TRK line from your present position to BHD and then the NAV TRK continues onwards from there. The aircraft should now be turning towards BHD. Read out the new FMA annunciations which will be THR CLB || OP CLB || NAV || "PSS1, continue the climb to FL290" Set 290 in the FCU altitude window, (right mouse click on the button to PULL), and note the new FL should also appear at the top of the altitude tape

Climb to CRZ Alt

As we approach EXMOR Bristol radar hand us over to London control that will probably clear us to FL 290 following the NAV TRK. "PSS1 is clear join controlled airspace at EXMOR. Climb and maintain FL170" Set FL170 (17000) in the FCU and PULL (right mouse button) the altitude selector We are now in a selected climb to FL170 Call out the new FMA annunciations,

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 Passing FL100, conduct an altimeter check, verify each altimeter and switch off the lower row of lights we switched on just before take off on the upper panel. Leave turned ON the Strobes and Navigation lights! The magenta speed target should now increase to the climb speed target Passing FL180, we switch off the passenger seat belt signs on the upper panel. As you approach the FIR boundary for entry into French airspace at SALCO you will be approaching FL250 approximately and you will be handed over to the French authorities. You will be talking to Brest control and, dependant on the traffic situation, you can expect to be cleared direct to QPR, or if really lucky to KORUL at the other end of the French boundary for entry into Spanish airspace. This is not a radio call to miss or neglect, because after the tragic events of the 11 September 2001 the French authorities are taking no chances. Airliners failing to make radio contact with the authorities WILL be intercepted by the French Air Force and you are guaranteed to find a Mirage fighter in close formation with you. (Genuinely there have been more than a few interceptions, including a much publicised one involving a well known budget airline). "PSS1 Bonjour, this is Brest. Continue the climb FL290 direct to QPR and KORUL. What FL do you want to cruise at?" We already are climbing to FL290, so no need to change anything here Press the DIR button, on the MCDU Press the left LSK alongside QPR and observe the Navigation Display (not the MCDU display) change to show waypoint T-P at the top with QPR as the next waypoint Notice all the waypoints between you and QPR are now removed. Press the left LSK alongside QPR to bring up the lateral revision page for this waypoint On the right side on this page the top field entry is VIA/GO TO which you should already be familiar with, the next down is NEXT WAYPOINT. Type KORUL into the scratch pad Press LSK 3R alongside the NEXT WPT field Notice it all goes yellow to show that a TEMPY (temporary) flight plan has been created. You can scroll up and down all the waypoints and this is a chance for the pilot to inspect his insertion before he makes it permanent. Notice there are no calculations shown for a temporary flight plan. Look at the navigation display and notice the broken yellow line that now appears between QPR and KORUL showing you the amendment you are about to make. Increase the range scale if necessary to see it. Having checked that you are satisfied with the proposed alteration, Press the right LSK alongside the amber INSERT at the bottom right of the MCDU display Notice that the F-PLN page returns to its familiar green and that KORUL is now the next waypoint after QPR with all the in between waypoints removed. Press the PROG button on the MCDU, you will see the top line shows the upper cruise flight level limits

The first is CRZ, which currently you have FL330 and appears in blue, then OPT which appears in green and the last one is REC MAX, which is in magenta. The OPT (optimum cruise flight level) is what you are looking for which is probably indicating about FL 350 and on this heading you can either go at FL330 or FL370. Looks like it has got to be FL 330. Report this to Brest control, who respond:PSS1 climb FL330 Set 330 in the FCU altitude panel, right mouse click (PULL) the knob and ensure this figure appears above the altitude tape On the navigation display alongside the green NAV TRK line you will see a white level off arrow appear and this is where the FMGC calculates that you will reach the top of the climb. As the aircraft reaches the top of the climb you will notice its rate of climb starting to drop off quite significantly. This is quite normal for an Airbus and don't be surprised to see only 500 fpm in the later stages. At FL320 call "one to go" and observe at about 400ft to 200ft to go, the FMA change to read MACH || ALT CRZ* || NAV || As the aircraft captures the FL, the FMA will read MACH || ALT CRZ || NAV The difference between ALT and ALT CRZ is that the later is the captured cruise altitude that you set into the INIT page at start up and modified as required in the PROG page on the MCDU as the flight progresses. In ALT, the aircraft rigidly holds the assigned FL adjusting power and pitch as necessary. If you did this for long periods it would be costly in fuel as the engine power goes up and down accordingly. ALT CRZ, sometimes referred to as a soft altitude capture, allows the aircraft some leeway (+ or 50ft) of the captured altitude so that the engines are not continuously going up and down hence improving fuel burn.

MAINTAINING THE CRUISE

Once in the cruise, carry out a systems page check to ensure that all the systems are indicating correct after this prolonged period with everything working hard to get you to high altitude. Press each system page in turn on the ECAM control panel The managed speed target will be about .79 with the cost index of 50 set. You will know if you are flying with the managed speed target, because it will be magenta in colour. If the speed target appears in blue, then you are flying with the selected speed target, so push (Put your mouse over the knob and click the LEFT mouse button to PUSH) the speed selector to get the managed speed target. Set the navigation range display to 320nm in the cruise and ARC

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Every so often, change it to ROSE NAV, so that you can have a look at all the airports around you if you ever need to divert (always have the airports display selected in the cruise unless you need the others for any reason). This is where the pilots can now see the advantage of the Airbus design over the Boeing and pull their tables out to enable them to do their paper work in comfort. Its all designed like that to create the impression that the aircraft will look after itself. If you try to fly the aircraft manually up here, you are completely defeating the whole object of Airbus philosophy, which is to allow the flight management guidance computer to fly the aircraft using its advanced algorithms to ensure that the most efficient parameters are set. Always allow the aircraft to be flown in all managed modes up here. The pilot now becomes a systems manager who checks and ensures that the computer is doing what he wants it to and is ready to take over if it is obvious something is not right. The system is very impressive and it rarely goes wrong, but one thing their training teaches real pilots is that if it does go wrong, it tends to do it in style! Every hour obtain met reports for your alternatives en-route, check the fuel consumption and time keeping. As we approach KORUL, have a look at the PROG page on the MCDU Press the PROG button You will probably notice that the OPT is now showing about FL370, or thereabouts, so its time to think about climbing to the next available flight level on this heading (FL370). This can also be verified by looking at the gross weight on the lower ECAM page at the bottom. If it is about 67,000Kg it is time to think about going up to FL 370. If the aircraft does NOT reach the 67,000Kg then do not attempt to climb higher and under no circumstances attempt to climb higher than the MAX altitude shown in the MCDU PROG page. Wait for the French to hand you over to the Spanish at KORUL and make your request then. We are now talking to Madrid control, PSS1 Bonas Dias this is Madrid, climb to FL370 for the cruise and proceed as cleared." Set the ALT on the FCU to FL370 PULL (right mouse button) the altitude controller Read the FMA which will show: THR CLB || OP CLB || NAV || You will also get a message on the scratch pad of the MCDU, which reads NEW CRZ ALT FL370 ENTERED This tells you that the cruise altitude has automatically been adjusted upwards, because you have a target altitude set that is above the current one of FL330. If you now look at the PROG page, you will see this now appears in the top line in blue as 370 underneath CRZ. This is as high as we will go today. The Airbus service ceiling is 39,100ft. We have almost three hours before we get to our destination from here, so its time to fast forward the journey.

FS2002 has the ability to speed up or slow down the speed of flight but it needs to be done with care. Only use the Simulation Rate option when flying on long, straight legs of the flight plan. Ensure you return to the Normal simulation speed well in advance of the next waypoint and use no more than X16 rate. When returning to Normal speed, FS2002 has to reload its scenery textures and when the flight re-commences there will be a few seconds of disturbance on screen. It is NOT recommended to use the Simulation rate option on lower specified PCs, as this may cause crashes. In critical phases of the flight, especially on approach when working with this tutorial, you might want to take advantage of FS 2002's ability to slow down the speed of flight. In this case, select Half Speed or Slowest. To adjust the simulation rate access it through the FS2002, Options, Simulation Rate menu. At AGADO we talk to Lisbon control, at BEXAL we talk to Casablanca (Morocco) control and finally at LUPEX we will be talking to Canarias control and getting ready to let down.

PREPARATION FOR THE LET DOWN

As we have been getting closer to our destination, a check of the gross weight confirms that we will be below our maximum landing weight of 64,500kgs (brand new A320s are 66,000kg) for the landing. We have been monitoring the VOLMET reports coming from Las Palmas on Gran Canary and updating the likely runway for our arrival, given the wind direction at Tenerife. Within about one hour of our arrival, and certainly no less than 45 minutes, it is necessary to enter the arrival information into the MCDU. In the real world we would obtain the latest VOLMET for GCTS and update this with the ATIS, but regrettably there is no VOLMET available in FS2002 and no ATIS at GCTS, so below are the ATIS weather settings pre-programmed into the weather on this flight. ATIS Reported: Visibility: 20, Winds: 108/08Knots, Temperature 15, QNH: 1020 MB / 30.12 Inches, Clouds: Scattered light at 4,900 feet. Press the PERF button on the MCDU Because we are in the cruise, the CRZ Perf page comes up on the MCDU, Press the right LSK alongside the NEXT PHASE prompt, the DES(CENT) phase page next appears, we need the APPROACH phase so: Press the right LSK alongside the NEXT PHASE prompt for a second time and the APPR Perf page appears. Notice all the empty fields that will need filling in for the arrival. By entering the information gained from the ATIS we can complete the fields on the left side. The QNH data is required for the pressurisation software to calculate the rate of change of cabin pressure, so that the aircraft arrives on the ground de-pressurised.

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The temp is required for the engine control software to calculate the power settings and finally the wind, so that the approach software can calculate the approach speed at which we must fly. Enter the ATIS information as outlined above. Dont forget to CLR the last report on the scratch pad first: NEW CRZ ALT FL370. Consult the aerodrome booklet to obtain the minima required for this approach by ILS at Tenerife. Looking at the booklet we have, it shows 430ft and 800metre. Type in the altitude minima of 430 Press the MDA box LSK 2R (NOT repeat NOT the DH box) If this sounds strange it is because all approach minima down to and including a CAT1 ILS approach get entered in the MDA box. This ensures that the barometric altitude indications respond to the minima inserted on the altitude tape. You only insert minima in the DH box if you are going to carry out an ILS to CAT 2 or 3 minima, which use the RAD ALT for their minima. You will notice the O (green dot speed), S and F speed for this approach already calculated along with the Vapp and VLs speeds. Vapp is the speed target the FMGC will aim to have the aircraft land at and VLs is the lowest selectable speed for the approach. Generally Vapp will be 5 knots above VLs in landing Config FULL. Press the right LSK alongside the NEXT PHASE prompt and you are now into the GO AROUND PERF page Check the thrust reduction and acceleration altitude are as required (the default is the same as for take off namely 2120). Check also the ENG OUT accel altitude which is also default to 2120. We suggest you leave these as the default for this approach. Press the RAD NAV button and insert the NAV aids you will require for the approach. Looking at the approach plate, Type 317 (TES) for the ADF, press LSK 5L Type 109.7 into VOR 1, press LSK 1L. If you see the response Format Error in the scratch pad, then press the CLR button to clear the scratch pad and then type in TRS and press LSK 1L. Type 078 (the ILS inbound QDM) into the scratch pad then press LSK 2L. Type TFS into VOR 2. Press LSK 1R. If you see the response Format Error in the scratch pad, then press the CLR button to clear the scratch pad and then type in 116.40 and press LSK 1R. Type 131 for VOR2 press LSK 2R (This is the final inbound track to the ILS before intercepting the ILS localizer) Type 109.7 into the scratch pad and then press LSK 3L to enter the ILS frequency. If you see the response Format Error in the scratch pad, then press the CLR button to clear the scratch pad and then type in TRS and press LSK 3L. Please note due to limitations in Flight Simulator some of the above procedures are not exact true to life operations. In preparing for the arrival, call the senior crewmember to the flight deck and find out if there are any specials (passengers in need of specific support such as a wheel chair at the destination). Prior to the descent, a check of the system pages is carried out by calling up each system in turn and checking everything is normal, plus a check of the status page to see if there are any equipment deficiencies that the software has picked up.

Press the PROG button on the MCDU and check that the navigation accuracy is High. Do this by inserting a VOR into the field and compare the range and bearing this reports, against the actual range and bearing the VOR is giving on the navigation display (tip: try TFS). Now the most important thing a briefing of the approach that the flying pilot intends to carry out. First, a check of NOTAMs for the arrival and alternates to ensure there are no hidden gremlins! No use arriving expecting to do an ILS, if the ILS is off for maintenance! Check the tech log for any maintenance entries and then brief the arrival from the arrival, approach and landing plates in the airfield booklet.

What to expect on the approach

Pay special attention to the safety altitudes - there is a 12,500ft lump of pure solid granite on Tenerife called Mount Teidie. A dormant volcano that has had more than a few airliners embedded into it over the years. This makes the sector safety altitude in the direction from which we approach particularly high at 14,500 and this MUST be respected. Remember the runway is only 10 miles from the summit of the volcano. If you look at the KONBA 1G arrival you will note that provided you follow the assigned tracks which are based on VOR radials then you can actually descend lower than the 14500 sector safe altitude down to 6000ft initially. Provided you are under a radar control and positively identified, you can be vectored in closer below the 14,500ft safety altitude towards the mountain. However, you must understand the significance of what you are doing, especially if you are not visual with the mountain. Notice the track the approach takes you around to the west of the island, with departures going to the east on this runway. You should therefore have no conflict with outbound traffic going to Europe at Tenerife. As you track to the west and south of Tenerife, you will pass GANTA. This is very close to another island, La Gomera, which is up to 5,000ft high and very mountainous. No use barrelling in towards this waypoint at high speed and high rate of descent, because you are quite likely to set off a GPWS ground proximity warning. If you are in cloud at this point then you have no option other than to obey the warning and climb away. From the GANTA waypoint you can expect radar vectoring to intercept the ILS. Observe also the speed restrictions imposed in the KONBA 1G arrival, particularly 250 knots below 15,000ft. If you want to come in faster, you must seek approval from Canarias control. The standard Airbus database default for speed limit is 250knots below 10,000. For the landing we will select MEDIUM autobrake. Do that now, and we will use reverse idle. set AUTOBRK to MED (not speedbrake, wheel brakes). The runway at GCTS is nice and long. Review the approach lighting and runway lights and most important, switch on the PAPI lights that will guide you in the final stages of the approach. Review the arrival fuel and how much time we have at Tenerife before we need to consider diverting to Gran Canary (GCLP). At this point we are just about as ready as we will be for the descent. The FMGC has calculated the ideal point from which to start the descent. It appears as waypoint T/D in the MCDU and has a corresponding descent arrow alongside the green nav track line on the navigation display. As we approach Waypoint LUPEX, Casablanca control hands us over to Canarias control for point of entry to the Canary Islands Control Area.

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THE DESCENT
"PSS1, this is Canarias, radar identified at FL 370, clear TFS via the KONBA 1G, descend when ready FL150" Set 150 altitude into ALT on the FCU but DO NOTHING ELSE YET. DO NOT PUSH OR PULL THE KNOB Check FL150 appears beneath the altitude tape We shall descend as the aircraft approaches the descent arrow on the NAV TRK.

This enables the pilot to see quickly how the aircraft is progressing on the profile. He may well decide to use speed brake if too high above it. You might be taken under radar control for vectoring to avoid other aircraft at this stage, so as a reminder set the desired heading in the FCU, then PULL the selector, read the new FMA, which most likely will be SPEED, VS 1500, HDG. Assuming the aircraft was descending at 1500fpm rate of descent when you pulled the heading selector, if you want to descend without power, then pull the altitude selector button and read the new FMA which will be THR IDLE, OP DES, HDG. The aircraft will now turn onto the new heading. If you need to regain the NAV TRK press the DIR button on the MCDU, then enter the waypoint that ATC told you to regain it at. The FMA will read THR IDLE, OP DES, NAV. With the aircraft now heading towards the selected waypoint, PUSH the altitude selector to put the aircraft back into a managed descent profile and read the new FMA, which should be THR IDLE or SPEED, DES, NAV. At FL200 Press the ILS button on the EFIS panel to get the ILS to display on the PFD, it should show a green light

Before descent, stow away the pilots tables. When passing BRICK Set ND range to 80 When at the descent arrow on the NAV TRK; Now you can PRESS (left mouse click) the altitude selector knob. This will put the aircraft into a managed descent, with the flight management guidance computer adjusting the rate of decent to keep the aircraft descending on the optimum profile for fuel economy. Check the FMA, which should read either MACH SPEED or THR IDLE || DES || NAV || and display MDA 430 You will also notice that on the speed tape a magenta equals sign appears and two speed limit marks. The magenta equals is the target speed and the speed limits marks are the amount the speed is allowed to vary to maintain the descent profile (never more than + or 20 knots). The equals mark should be at M.78 at FL 370, M.77 at FL300, M.76 at FL250, and 290 knots at FL200 with the cost index of 50 set. If engine power is required to keep the aircraft on the profile you will see SPEED in the first part of the FMA and if no engine thrust is required, you will see THR IDLE instead. On the right side of the PFD, between the altitude tape and the attitude indication, appears a magenta dot that goes up or down the scale to indicate the aircraft displacement from the ideal profile either above or below it. Continue to monitor the descent profile, At FL180 On the upper panel set the SEAT BELTS sign to ON Set ND range to 40 Approaching FL150, you may have to nudge Canarias control for further descent. Allow the aircraft to slow down and if the aircraft is on the correct profile it should be reaching about FL150 as it passes waypoint ARACO and turning left now towards GANTA. Passing ARACO

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"PSS1 continue towards GANTA and descent 8000ft" Set the QNH for the Canaries Zone which today is 1020 Millibars (30.12 inches as ATIS have reported). PUSH the altimeter (BARO) setting knob on the EFIS panel, (Left mouse click). Twist the altimeter (BARO) knob to get 1020 (If the display shows in Inches left click on the area called hPa at the top right of the knob area). You will see it now shows in place of STD, just underneath the altitude tape PULL the knob for STD Rotate the ALT selector on the FCU to show 8000 PUSH (left mouse click) the ALT selector knob Read the new FMA, which should be: THR IDLE or SPEED || DES || NAV || and you should see the selected altitude of FL80 just under the altitude tape. Carry out an altimeter check to ensure you both have the correct QNH set and carry out the approach checks. These should include another check of the altimeters, a check of the correct MDA or DH set and showing on the PFD, that you have an autobrake setting applied, a review of the NAV AIDs you have selected, a check of the status page on the lower panel of the ECAM display and that you have reviewed your landing brief. As you pass through 10,000ft, carry out an altimeter check and On the upper panel switch on the landing lights (the two large switches between the RWY turn off and Nose lights on the upper panel) "PSS1 approaching GANTA, turn right 150 and descend 3000 ft for initial vectoring." You should now be about FL100 as you pass GANTA. Select 150 heading on the FCU and PULL (right mouse click) the heading select knob Select 3000 altitude on the FCU and PULL (right mouse click) the Altitude select knob Read the FMA, which should now read: THR IDLE || OP DES || HDG || Ensure you see FL30 as the selected altitude underneath the altitude tape. You should now be at 250 knots,descending at about 1500fpm and heading 150 in the clean configuration Passing 6,000ft, press the BARO button to show the local QNH. "SS1 you are cleared ILS runway 08, call localizer established." Press the LOC button on the FCU, it will indicate green. Note the appearance of LOC in blue on the FMA underneath HDG. If you are not in managed speed (the magenta target speed triangle showing) then you need to be so! PUSH the speed selector knob (you should see 250 knots as the target).

THE ILS APPROACH AND LANDING

As the aircraft approaches the target altitude of 3000ft, things are going to start happening quickly, and this is not a time to be thinking of other things! Firstly, you want to get the aircraft into the approach configuration. On the MCDU: Press the PERF button and you will see the DES Perf page with the prompt in blue at the bottom left, Activate APPR Phase Press the left LSK alongside this and you will receive another prompt in amber Confirm APPR Phase Press the left LSK alongside this and you will see the APPR Perf page appear The most significant thing about this is to note that the speed target has dropped off the speed tape and will appear below it at about 140 knots. The aircraft will now commence an automatic speed reduction to this speed but with stops at the green dot speed when the aircraft is in the clean configuration. As the speed reduces below 210 knots: Select FLAP 1 On the upper panel flick the NO SMOKING switch a couple of times to give a couple of bongs to the cabin crew so that they know we are about to land and the Captain wants a report that the cabin is secure for landing shortly. Notice the appearance of the S speed. The aircraft will now continue to reduce speed in FLAP 1 back as far as the S speed and no slower in managed speed. PULL (right mouse click) the speed selector on the FCU, then select a speed of 190 knots on the FCU. Note the blue speed target triangle appears at 190 knots. This is the best configuration and speed to be intercepting the ILS localizer. As the aircraft reaches 3000ft, note the change of the FMA to: SPEED || ALT* || HDG || and then SPEED || ALT || HDG || at 3000ft If you have got this all right and working at the right time, you should now be level at 3000ft, in FLAP 1, speed at 190 knots and just about to intercept the ILS localizer for runway 08 at GCTS. As the aircraft approaches the localizer (and you will have to judge this for yourself on the ND with about 3 miles to run to the localizer),

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"PSS1 turn left heading 120 and intercept the localizer, report established." Select a heading of 120 on the FCU (because you are already in heading mode theres no need to do anything else). As the localizer is intercepted, note LOC* appear The aircraft now turns to intercept the localizer. Once the aircraft is established on the localizer, the FMA will now read SPEED || ALT || LOC || Select FLAP 2 and notice the appearance of the F speed This speed is the lowest the aircraft will reduce to in Flap 2 or 3 if you are in managed speed. Select a speed of 160 knots in the FCU, allow the aircraft speed to reduce accordingly Report localizer established, "PSS1 is cleared descend with the ILS, call the tower." Press the APPR button on the FCU A lot of changes now take place on the FMA and you will now see G/S in blue underneath ALT In the fourth column you will see the landing capability appear Press to engage the second autopilot, AP2 As you watch the glidepath start to come down: Select GEAR down PUSH (Left mouse click) the speed selector on the FCU for managed speed Note the blue speed target triangle removed and the speed reduce to the F speed On the centre console arm the ground spoilers (shift+ / keys or use mouse) "PSS1, this is the tower, you are cleared to land runway 08." On the upper panel switch ON the remaining lower row of exterior lights. When the Glide Path is at one division above capture: Select FLAP 3. Again the speed is no lower than the F speed As the glidepath interception takes place: Select FLAP to FULL The magenta triangle should be at about 140, which will be the speed target. On the FMA, as the glide path is intercepted, you will see GS* appear followed by GS at glide path intercept.

The FMA should now read: SPEED || GS || LOC || Set the missed approach altitude, 5000 in the FCU altitude window. (Take great care here NOT to push or pull the knob accidentally or you will create the most hideous set of problems for yourself!) Now, settle down to monitor the approach and carry out the landing checks Cabin Crew warned autothrust SPEED landing memo Green The landing memo appears automatically at 2000ft and is a checklist of mandatory things to be carried out. It appears on the upper ECAM panel in the bottom left corner. Note; at around 2000ft you may receive a warning announcement of "Terrain, terrain". In this case it is not required to take any action. When you have carried out all the actions, the colour of the individual items changes from blue to green. Allow the aircraft to fly the ILS all the way down. At about 400ft on RAD ALT you will see LAND appear on the FMA. At 100ft above your decision altitude (530ft on the altitude tape), call 100 above and at decision altitude (430ft on the altitude tape), call DECIDE. The non-flying pilot makes a decision as to whether you can land the aircraft in the current weather and either calls LAND or GO AROUND. Hopefully you hear LAND! in which case look up for the runway, try to sight the PAPIs, which should be two white and two red if you have it right. You can either leave the autopilot engaged and let it land automatically, or take the autopilot out by pressing the autopilot button on the FCU and land it yourself. There is actually an autopilot disconnect button on the side stick for this purpose. At about 20ft above the ground, you will hear the verbal RETARD, RETARD call, at which point you should: Move the THRUST LEVERS to IDLE, (press - on keypad twice) This action automatically disconnects the autothrust. Dont forget this one, because if the autothrust stays active you will find the engines increasing thrust at this point to maintain the speed. Just what you dont need right now! Allow the aircraft to settle onto the runway and select reverse thrust, the autobrake and spoilers should both work to slow you down. Disconnect the autopilot (Z key), otherwise it will steer you off of the runway! As the ground speed (in the top left corner of the navigation display) slows, call 80 and 60 knots as appropriate. As speed goes below 40 knots the MCDU will completely dump the last flight plan and all you will see on the navigation display is the basic green track line from the aircraft symbol to the compass rose.

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 Manually apply the wheel brakes. This action will release the autobrake and taxi the aircraft off the runway to the stand. Disarm the spoilers Set FLAPS to zero (fully up) Set transponder to 2000 on the ground Wheel brake fans to on (to cool the brakes down) Switch off both the ILS and FD buttons on the EFIS panel Switch the bottom row of exterior lights off on the upper panel, but leave the TAXI light on and finally Start the APU as you did at the beginning of the flight. Monitor the lower ECAM panel, provided you have not selected any system pages to display (all ECAM control panel lights out), the auto sequence should show the WHEEL page and allow you to monitor the brake temps. Continue to taxi to the stand and when the aircraft is almost there you can switch off the TAXI light on the upper panel. As the aircraft comes to a complete halt: Apply the parking brake Switch on the APU Bleed (upper panel) Switch both engine masters to OFF, one at a time As the engines spool down, Switch off the Beacon light (upper panel) Switch off all fuel pumps Switch the seat belt signs off You are now on stand and can disembark passengers. Before the senior crew member allows cabin staff to open external doors, he or she will come to the flight deck to check with you that it is safe, Press the DOORS button on the ECAM controller to bring the DOORS page up on the lower panel, ensure that all exit doors have been disarmed then disembarkation can proceed. The pilots now have a check through all the ECAM system pages on the lower ECAM panel pressing each button in turn to make sure nothing is amiss and end with a check of the status page, to see if the software has detected any malfunction or if there are any maintenance messages. Ensure that all ECAM control panel lights are out and the auto sequence should return you to the DOORS page with the engines shut down. Once the passengers are all disembarked, we can prepare the aircraft for the return flight to the UK. We are usually allowed an hour in the A320 for this just enough time for a quick visit to the duty free shop!

If you want the aircraft completely shut down and intend to have a few beers in the local hotels and bars (we can recommend the Surrey Arms in Playa De Las Americas a fine example of a British pub in Tenerife), you must carry out the following procedures: Crew Oxygen to Off ADIRSs all three to Off No smoking lights to Off Emergency light switch to Off Air Conditioning PACKs one and two to Off APU bleed to Off Parking brake, set to park Warn every one you are about to take all power off, then APU master switch to Off After about one minute to allow for cooling and thermal expansion, the APU automatically shuts down. Battery switches, both Off We now have a dark and cold ship! Thats it! There are other procedures too numerous to mention and slightly beyond the scope of this quick insight into an Airbus operation, but we hope you found this flight enjoyable.

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CREDITS & COPYRIGHT

Developed by Phoenix Simulation Software Many thanks to Pete Dowson for the permission to use FSUIPC. Updates can be found at www.schiratti.com

SOFTWARE PIRACY
This A320 CD is copy protected by the SafeDisc system to prevent illegal copying of this product. We at Just Flight have invested significant time, effort and money to develop, manufacture and publish any of our flight simulation products. This includes rewarding the programmers and artists whose creativity contributes so much to the products we all enjoy. A pirate, otherwise known as a thief, simply pays a few pence for a gold disc, places it into a CD-writer, clicks a record button, and makes over 4.00 profit PER SALE for his troubles. This is actually more profit than the publishers and developers make from the sale of an original title. Piracy is not just the domain of the casual domestic user in his or her back room, but it is also a multi-million pound business conducted by criminals often with associations with the illegal drugs trade. Buying pirated copies of programs directly support these illegal operations. In addition to this there is the real risk that the pirate product will be of inferior quality and will often contain mechanisms that degrade the performance of the game. The people who really suffer from game piracy are the artists, programmers and other committed game development staff. Piracy & theft directly affects people, and their families. Loss of revenue to the games industry through piracy means many are losing their jobs due to cut-backs that have to be made to ensure developers and publishers survive. The logical outcome of this is that eventually there would be no more Flight Simulation programs commercially available. Some of the most highly regarded, hard-working and creative people in the UK and around the world are losing their jobs while the pirates line their own pockets with YOUR money. Where's the justice in that? It's not just copying software that is against the law, owning copied software also constitutes a criminal offence; so anyone buying from these people is also at risk of arrest and prosecution. To find out more about the implications of piracy please press the Piracy button on our website at www.justflight.com

Just Flight Team

Product Management: Wolfgang Schwarz Manual Editing: Wolfgang Schwarz, Dermot Stapleton (special thanks to AmphSO4) Installer: Martin Wright Operations & Logistics: Andy Payne Sales: Paul Hylsop Packaging and documentation designed by The Producers Translation: Thomas Moser

Phoenix Simulation Software

3d Modelling: Graham Waterfield. Gauge programming: Alex Bashkatov Panel Artwork: Lena Bashkatov Research and Administration: Robert Kirkland Aircraft Textures: Greg German Flight Dynamics: Johan C Dees Sounds: Mike Hambly Airac Nav Data: Prabal Ghosh Manual Assistance: John Helsby Manual Content: Peter Palm, Eric Parks TCAS Assistance: Enrico Schiratti FSUIPC: Peter Dowson Photographs: Klaus Jacob 2002 Phoenix Simulation Software, Just Flight Limited. All rights reserved. Published and distributed exclusively by Just Flight Limited. Just Flight and the Just Flight logo are trademarks of Just Flight Limited. Microsoft, Windows, Windows 95/98/ME/XP are either registered trademarks or trademarks of Microsoft Corporation in the United States and/or other countries. All trademarks and brand names are trademarks or registered trademarks of the respective owners. This product is neither produced nor endorsed Microsoft Corporation or by any other third party.

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