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Phoenix Simulation Software

A330 / A340

Systems Manual

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TABLE OF CONTENTS

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Panel Overview

3

Main Panel Components

5

General Notes

6

Primary Flight Display

7

Navigation Display

15

Engine / Warning Display

24

System Display

29

Autoflight

31

MCDU

41

Backup Instruments

67

Landing Gear

68

Controls on Center Pedestal

69

APU

72

Electrical System

73

Fuel System

76

Powerplant

78

Hydraulics

81

Pneumatics

83

Air Conditioning

85

Pressurization

87

GPWS

89

Other Controls

90

Chronometer

91

Panel Configuration utility

92

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PANEL OVERVIEW

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Panel views

The Phoenix Airbus A330/A340 panel has several pop-up windows and can be represented in different views, as shown below:

and can be represented in different views, as shown below: Full panel view is the default

Full panel view is the default view. It shows all EFIS displays and all gauges on the main panel.

Full panel view

displays and all gauges on the main panel. Full panel view Compact (“VFR”) panel view Compact

Compact (“VFR”) panel view

Compact panel view provides good outside view while includ- ing the most important displays, instruments and controls. To switch between Full and Compact view, click on the far left side of glareshield panel. Compact view can also be accessed by pressing SHIFT-3 key combination. To return to full panel view, press SHIFT-3 again.

To return to full panel view, press SHIFT-3 again. MCDU window shows expanded view and allows

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+4 key.

MCDU window open

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A330 / A340

Systems Manual

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PANEL OVERVIEW

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A330 / A340 Systems Manual P 4 PANEL OVERVIEW REV 01 SEQ 001 Expanded EFIS displays

Expanded EFIS displays

Each of EFIS displays presents a wealth of information. To help reading these displays, each of them can be expanded by clicking on it. Expanded displays are pop-up windows and can be moved and resized to your taste, or even undocked and dragged to another monitor. An expanded display can be closed by clicking on its upper right part. Shortcut keys for displays are, Shift+6 for PFD, Shift+7 for ND, Shift+8 for Upper ECAM, and Shift+9 for Lower ECAM.

The EFIS displays and their expanded versions use anti-aliasing technology to smooth jagged edges of graphics and improve the clarity and readability of the displays.

and improve the clarity and readability of the displays. Overhead panel contains controls for aircraft systems

Overhead panel contains controls for aircraft systems such as Electrical, Fuel, Pressurization 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.

Overhead panel view

, then press CTRL , then release both. Overhead panel view Central pedestal window open Central

Central pedestal window open

Central pedestal carries thrust levers, flaps and spoilers con- trols, engine starting controls, etc. Central pedestal window is opened and closed by pressing Shift+4 key.

Virtual cockpit view

and closed by pressing Shift+4 key. Virtual cockpit view Flight Simulator Virtual Cockpit view contains fully

Flight Simulator Virtual Cockpit view contains fully functional gauges and can be used instead of 2D panel.

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MAIN PANEL COMPONENTS

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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 Centralized 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

EFIS Control

Flight Control

button Panel Unit (FCU) Primary Flight Navigation Engine/Warning Gear panel Display (PFD) Display (ND) Display
button
Panel
Unit (FCU)
Primary Flight
Navigation
Engine/Warning
Gear panel
Display (PFD)
Display
(ND)
Display (E/WD)
Backup
GPWS
DDRMI
Clock
System Display
Instruments
indicatior
(SD)

MCDU

ECAM Control

Panel

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A330 / A340

Systems Manual

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GENERAL NOTES

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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 clicking at any place, 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 main FS window and placed anywhere on desktop, or on second monitor. The same can be done with MCDU pop-up window.

Thrust control

The A330/A340 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 cur- rent 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 A330/A340 thrust levers are not back-driven by autothrust system, and don’t move as the thrust is automatically adjusted. Unless needed, they are left in CL gate until synthesized 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 Autothrust discussion in Autoflight section of this manual for further information.

Flight controls

The PSS A330/A340 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 to exceed bank limits of ±67° bank. Forward-aft stick deflection controls aircraft G load. Neutral stick position commands load of 1 G, resulting in level flight or constant vertical speed, regardless of airspeed, altitude or weight. This is simulated in PSS panel by auto-trimming the aircraft, although this can be done only when the joystick is centered.

The joystick inputs to Flight Simulator are disabled when the autopilot is engaged. This is done to prevent joystick noise from interferring with autopilot operation.

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PRIMARY FLIGHT DISPLAY

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General

The Primary Flight Display (PFD) is the outer display on Captain and FO 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:

Airspeed

Flight Mode

Annunciations

Attitude and

Guidance

Airspeed Flight Mode Annunciations Attitude and Guidance Heading and Track Flight Mode Annunciations Altitude and

Heading and

Track

Flight Mode Annunciations

Altitude and

Vertical Speed

Flight Mode Annunciator (FMA) are indications of 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 Autoflight and FCU section.

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PRIMARY FLIGHT DISPLAY

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Attitude data

 Aircraft symbol

‚ Roll Scale

ƒ Roll/Sideslip Index

 Aircraft symbol ‚ Roll Scale ƒ Roll/Sideslip Index „ Pitch Scale … Attitude Limits †
 Aircraft symbol ‚ Roll Scale ƒ Roll/Sideslip Index „ Pitch Scale … Attitude Limits †
 Aircraft symbol ‚ Roll Scale ƒ Roll/Sideslip Index „ Pitch Scale … Attitude Limits †

„ Pitch Scale

… Attitude Limits

† Radar Altitude

 Aircraft symbol

Fixed aircraft symbol indicates position of aircraft relative to the horizon.

‚ Roll Scale

The scale is graduated at 0, 10, 20, 30 and 45 bank degrees.

ƒ Roll/Sideslip Index

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

„ Pitch Scale Graduated each 2.5 degrees, indicates current aircraft pitch.

… 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.

† Radar Altitude Radar altimeter readout is displayed when below 2500 feet AGL. At low altitudes, the white line which separates pitch scale and solid bottom part, moves up as aircraft gets closer to the ground, covering the pitch scale, and meets the horizon line at touchdown. Radar altimeter readout turns yellow when below DH, if it was set.

Specific indications on ground

 Ground roll command bar

Specific indications on ground  Ground roll command bar ‚ Sidestick position ƒ Max sidestick deflection
Specific indications on ground  Ground roll command bar ‚ Sidestick position ƒ Max sidestick deflection
Specific indications on ground  Ground roll command bar ‚ Sidestick position ƒ Max sidestick deflection

‚ Sidestick position

ƒ Max sidestick deflection

 Ground roll command bar

Indicates ground roll guidance command in RWY mode, which keeps runway course

‚ Sidestick position

Indicates the position of sidestick (joystick). Appears after second engine start and is removed at takeoff power application.

ƒ Max sidestick deflection

Four corners define maximum sidestick deflection.

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PRIMARY FLIGHT DISPLAY

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Guidance

Flight guidance commands generated by FMS are depicted by Flight Director (FD) symbols. 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.

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.

to selection of HDG-V/S or TRK-FPA mode on the FCU. HDG-V/S Mode In this mode, the

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 center if static aircraft symbol. In this example, a left bank and present pitch is com- manded.

this example, a left bank and present pitch is com- manded. FD button, EFIS Control Panel

FD button, EFIS Control Panel

HDG-V/S

TRK-FPA

Selector,

FCU

FD button, EFIS Control Panel HDG-V/S TRK-FPA Selector, FCU TRK-FPA Mode In this mode, the FD
FD button, EFIS Control Panel HDG-V/S TRK-FPA Selector, FCU TRK-FPA Mode In this mode, the FD

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.

Drift angle

example, a left bank and pitch up is commanded. Drift angle Flight Path Vector symbol Bank
example, a left bank and pitch up is commanded. Drift angle Flight Path Vector symbol Bank

Flight Path Vector symbol

Bank angle

Vertical flight path angle

Path Vector symbol Bank angle Vertical flight path angle Flight Path Director commands Bank difference Vertical
Path Vector symbol Bank angle Vertical flight path angle Flight Path Director commands Bank difference Vertical
Path Vector symbol Bank angle Vertical flight path angle Flight Path Director commands Bank difference Vertical
Path Vector symbol Bank angle Vertical flight path angle Flight Path Director commands Bank difference Vertical

Flight Path Director commands

Bank

difference

Vertical flight path difference

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PRIMARY FLIGHT DISPLAY

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Guidance (continued)

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.

 Localizer deviation

removes ILS information from PFD.  Localizer deviation ‚ Glideslope deviation ƒ ILS front course 

‚ Glideslope deviation

ƒ ILS front course

 Localizer deviation ‚ Glideslope deviation 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.

ƒ ILS front course Magenta dagger on heading scale indicates the selected landing runway ILS course, or course manually entered on MCDU Rad Nav page.

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PRIMARY FLIGHT DISPLAY

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Airspeed

Manual P 11 PRIMARY FLIGHT DISPLAY REV 01 SEQ 001 Airspeed  Actual Airspeed ‚ Speed
Manual P 11 PRIMARY FLIGHT DISPLAY REV 01 SEQ 001 Airspeed  Actual Airspeed ‚ Speed

 Actual Airspeed

‚ Speed Trend

ƒ Target Airspeed

 Actual Airspeed ‚ Speed Trend ƒ Target Airspeed „ Mach Number  Actual Airspeed Indicated

„ Mach Number

 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.

‚ Speed Trend

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.

ƒ 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.

„ Mach Number

Appears if current Mach number is greater than 0.5

Number Appears if current Mach number is greater than 0.5  V MAX ‚ V LS
Number Appears if current Mach number is greater than 0.5  V MAX ‚ V LS

 V

MAX

‚ V

LS

ƒ Alpha Protection

„ Alpha Max

 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

‚ V LS

Mimimum selectable speed

ƒ Alpha Protection

Speed corresponding to angle of attack at which alpha protection becomes active

„ Alpha Max

Speed corresponding to maximum angle of attack that may be reached in pitch

normal law

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PRIMARY FLIGHT DISPLAY

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Airspeed (continued)

Decision Speed (V1) V1 speed selected through MCDU. Digitally shown in top part of the scale if outside 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 dis- played above airspeed scale.

Minimum flap retraction speed, visible when flaps are in configuration 3, 2 or 1+Fred “SPD SEL” flag is dis- played above airspeed scale. F speed S speed Minimum slat

F speed

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

V FE NEXT V F E Maximum flaps extended speed for the next (greater) flap lever position Maximum flaps extended speed for the next (greater) flap lever position

Green Dot extended speed for the next (greater) flap lever position Maneuvering speed in clean configuration Managed Descent

Maneuvering speed in clean configuration

position Green Dot Maneuvering speed in clean configuration Managed Descent speed range When aircraft is in

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 minus 20 knots, accounting for flight plan speed limits and minimum and maximum operating speeds.

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PRIMARY FLIGHT DISPLAY

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Altitude

Manual P 13 PRIMARY FLIGHT DISPLAY REV 01 SEQ 001 Altitude ‚ Target Altitude ƒ Vertical
Manual P 13 PRIMARY FLIGHT DISPLAY REV 01 SEQ 001 Altitude ‚ Target Altitude ƒ Vertical

‚ Target Altitude

ƒ Vertical Speed

 Altitude

„ Baro Reference

 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).

‚ 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 color.

ƒ 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.

„ 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.

level, the Baro indication will be boxed in flashing yellow. Select hPa Toggle QNH / STD
level, the Baro indication will be boxed in flashing yellow. Select hPa Toggle QNH / STD

Select hPa

Toggle QNH / STD

Increase

settings

Select in Hg

Decrease

settings

QNH / STD Increase settings Select in Hg Decrease settings Baro controls, EFIS control panel Terrain
QNH / STD Increase settings Select in Hg Decrease settings Baro controls, EFIS control panel Terrain

Baro controls, EFIS control panel

in Hg Decrease settings Baro controls, EFIS control panel Terrain indication Ground level, based on radar

Terrain indication Ground level, based on radar altimeter.

Terrain indication Ground level, based on radar altimeter. Descent Path Indicator This symbol is automatically
Terrain indication Ground level, based on radar altimeter. Descent Path Indicator This symbol is automatically

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

path. In this example, the aircraft is slightly below the path. Maximum symbol movement represents ±500

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PRIMARY FLIGHT DISPLAY

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Heading

Manual P 14 PRIMARY FLIGHT DISPLAY REV 01 SEQ 001 Heading  Actual Heading ‚ Ground
Manual P 14 PRIMARY FLIGHT DISPLAY REV 01 SEQ 001 Heading  Actual Heading ‚ Ground

 Actual Heading

‚ Ground Track

ƒ Target Heading or Track

„ ILS Course

 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.

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

ƒ 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.

„ 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.

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NAVIGATION DISPLAY

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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.

of operation: ROSE ILS, ROSE VOR, ROSE NAV, ARC and PLAN. ROSE ILS Mode ARC Mode

ROSE ILS Mode

ROSE ILS, ROSE VOR, ROSE NAV, ARC and PLAN. ROSE ILS Mode ARC Mode ND Modes

ARC Mode

ND Modes

VOR, ROSE NAV, ARC and PLAN. ROSE ILS Mode ARC Mode ND Modes ROSE VOR Mode

ROSE VOR Mode

ARC and PLAN. ROSE ILS Mode ARC Mode ND Modes ROSE VOR Mode PLAN Mode ROSE

PLAN Mode

ROSE ILS Mode ARC Mode ND Modes ROSE VOR Mode PLAN Mode ROSE NAV Mode EFIS

ROSE NAV Mode

Mode ARC Mode ND Modes ROSE VOR Mode PLAN Mode ROSE NAV Mode EFIS Control Panel,

EFIS Control Panel, ND Mode and Range selectors

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 to review entered route by stepping and centering through all waypoints on the route.

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NAVIGATION DISPLAY

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ND Common information

 Heading ‚ Groundtrack ƒ Selected heading „ GS / TAS … Wind † Bearing
 Heading
‚ Groundtrack
ƒ Selected heading
„ GS / TAS
… Wind
† Bearing pointers
ˆ Range marks
‡ Selected Navaids

 Heading

A yellow index marks present aircraft heading on the rotating heading rose.

‚ Groundtrack Green diamond mark displays current aircraft ground track, which is different from heading in crosswind conditions.

ƒ 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.

„ GS / TAS Digital indication of current Groundspeed and True Airspeed.

… Wind Digital indication of current wind direction and speed. If wind is present, a green arrow shows wind direction relative to aircraft heading.

† Bearing pointers Needles point to tuned navaid stations. Appear only when a navaid is selected for display on EFIS control panel (see below).

‡ 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 center 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.

ˆ 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.

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NAVIGATION DISPLAY

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ND Common information (continued)

Bearing pointers Bearing pointers represent bearing to stations received by radios selected for display on EFIS control panel:

VOR 1 VOR 2 ADF
VOR 1
VOR 2
ADF
for display on EFIS control panel: VOR 1 VOR 2 ADF EFIS Control Panel, Navaid selectors

EFIS Control Panel, Navaid selectors

Chronometer display 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.

Chronometer

Display

• Third push: Resets the chronometer and removes it from ND. Chronometer Display Chronometer button, glareshield
• Third push: Resets the chronometer and removes it from ND. Chronometer Display Chronometer button, glareshield

Chronometer button, glareshield

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NAVIGATION DISPLAY

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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.

Indicator (HSI), and is used during ILS approaches.  ILS course „ ILS info ‚ Localizer
Indicator (HSI), and is used during ILS approaches.  ILS course „ ILS info ‚ Localizer
Indicator (HSI), and is used during ILS approaches.  ILS course „ ILS info ‚ Localizer

 ILS course

„ ILS info

is used during ILS approaches.  ILS course „ ILS info ‚ Localizer deviation ƒ Glideslope

‚ Localizer deviation

ƒ Glideslope deviation

 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.

‚ Localizer deviation

Magenta bar moving across a dotted scale represents lateral deviation from the localizer course.

ƒ 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.

„ ILS info

Additional ILS information includes:

• ILS receiver (always ILS1),

• ILS frequency,

• Selected ILS course, and

• ILS ID name.

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NAVIGATION DISPLAY

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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.

(HSI), and is used during VOR approaches or VOR navigation. ‚ Course deviation ƒ TO-FROM indicator

‚ Course deviation

ƒ TO-FROM indicator

VOR navigation. ‚ Course deviation ƒ TO-FROM indicator  VOR course „ VOR information  VOR
VOR navigation. ‚ Course deviation ƒ TO-FROM indicator  VOR course „ VOR information  VOR

 VOR course

‚ Course deviation ƒ TO-FROM indicator  VOR course „ VOR information  VOR course Blue

„ VOR information

 VOR course

Blue dagger needle shows the selected VOR radial. The radial selection is performed on MCDU Rad Nav page.

‚ Course deviation

Blue bar moving across a dotted scale represents lateral deviation from the selected VOR radial course.

ƒ FROM-TO indicator

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.

„ VOR information Additional VOR information includes:

• VOR receiver (always VOR1, as this is Captain’s ND),

• VOR frequency,

• Selected VOR course, and

• VOR ID name.

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NAVIGATION DISPLAY

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SEQ 001

ROSE NAV Mode

ROSE NAV mode, or similiar 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, like when being vectored around airport prior to approach, or navigating using VORs to keep head and tails of bearing needles visible.

 Flight Plan

 Flight Plan

of bearing needles visible.  Flight Plan  Flight Plan ‚ TO waypoint info ƒ Database
of bearing needles visible.  Flight Plan  Flight Plan ‚ TO waypoint info ƒ Database
of bearing needles visible.  Flight Plan  Flight Plan ‚ TO waypoint info ƒ Database

‚ TO waypoint info

ƒ Database Map

„ TCAS contacts

Displays the legs and waypoints of flight plan entered to the FMS. Different flight plan types can be recognized by different colors used to draw flight plan segments. The color usage corresponds to that used on MCDU:

Active Flight Plan: Active route legs are drawn in green color. 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 color.

Alternate Flight Plan: The alternate flight plan, if entered, is displayed in dashed blue color.

Flight plan legs are not drawn for legs which don’t 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.

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.

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NAVIGATION DISPLAY

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SEQ 001

ROSE NAV Mode (continued)

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 then 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 color. If a runway is not selected, and 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.

oriented, and labelled with airport ID and runway name. D á EGLL EGLL 09L ‚ TO
oriented, and labelled with airport ID and runway name. D á EGLL EGLL 09L ‚ TO
oriented, and labelled with airport ID and runway name. D á EGLL EGLL 09L ‚ TO
D
D

áEGLL

and labelled with airport ID and runway name. D á EGLL EGLL 09L ‚ TO waypoint
EGLL 09L
EGLL
09L

‚ 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.

ƒ 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 Display Display flight plan VORs Airports constraints
Display
Display
Display
flight plan
VORs
Airports
constraints

Display

waypoints

Display

NDBs

Waypoint

Waypoint

VOR

VOR

NDB

NDB

Airport

á

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NAVIGATION DISPLAY

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SEQ 001

ROSE NAV Mode (continued)

„ TCAS contacts Traffic Alert and Collision Avoidance system utilizes transponder returns from other aircraft. It determines range, bearing, and relative altitude of other aircraft and displays a map of aircraft contacts on ND.

An aircraft is represented by a white diamond. If contact is at different altitude than own ship, the altitude difference, in 100s of feet, is displayed above or below the symbol. If contact aircraft is climbing or descending, an arrow is drawn beside the symbol to indicate this. In the example, the left aircraft is 2000 feet above and flies level, and the right aircraft is 500 ft below and is climbing.

Displayed is the traffic at up to 40 nm distance and within 2700 feet vertically.

Traffic alerts and advisories are not modelled.

ARC Mode

+20

+20 -05

-05

ARC mode is similiar 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.

forward sector ahead of the aircraft. This gives bigger display area for controlling forward space while

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NAVIGATION DISPLAY

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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.

The PLAN mode displays flight plan in similiar way to ROSE NAV or ARC modes, but centers 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 centered 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.

course relative to flight plan route. The TCAS information, navaids and bearing pointers are not displayed

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ENGINE / WARNING DISPLAY

REV 01

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General

Engine / Warning Display (E/WD) is the upper of two Electronic Centralized Aircraft Monitoring (ECAM) displays. It is organized in two areas, the Engine display and Warning / Memo display.

The aircraft equipped with different engines have different E/WD indications. General Electrics engines have N1 as main control parameter, while Pratt & Whitney and Rolls Royce engines use EPR.

Secondary engine parameters can be displayed on lower ECAM (SD).

engine parameters can be displayed on lower ECAM (SD). E/WD, A330 Pratt & Whitney engines E/WD,

E/WD, A330 Pratt & Whitney engines

on lower ECAM (SD). E/WD, A330 Pratt & Whitney engines E/WD, A330 General Electrics engines E/WD,

E/WD, A330 General Electrics engines

& Whitney engines E/WD, A330 General Electrics engines E/WD, A330 Rolls Royce engines E/WD, A340 General

E/WD, A330 Rolls Royce engines

Whitney engines E/WD, A330 General Electrics engines E/WD, A330 Rolls Royce engines E/WD, A340 General Electrics

E/WD, A340 General Electrics engines

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ENGINE / WARNING DISPLAY

REV 01

SEQ 001

Engine parameters - A330 Pratt & Whitney / Rolls Royce engines

parameters - A330 Pratt & Whitney / Rolls Royce engines  EPR ‚ EGT ƒ N1
parameters - A330 Pratt & Whitney / Rolls Royce engines  EPR ‚ EGT ƒ N1

 EPR

‚ EGT

ƒ N1

„ FOB

… Thrust limit

† N2 / N3

‡ FF



Engine Pressure Ratio

EPR

‚ EGT

Exhaust Gas Temperature, in °C

ƒ N1

LP Rotor speed, in %

„ FOB

Total fuel on board, in current units (Lbs or Kg)

… Thrust limit

Thrust limit mode - TO-GA, FLX, CL, MREV mode selected by thrust lever. Corresponding EPR is shown.

† N2 / N3

HP Rotor speed, in %. N2 is shown for P&W engines, N3 is shown for RR engines.

‡ FF Fuel flow per engine, in current units (Lb/hour or Kg/hour)

Engine parameters - A330 CFM engines

(Lb/hour or Kg/hour) Engine parameters - A330 CFM engines  N1 ‚ EGT ƒ N2 „
(Lb/hour or Kg/hour) Engine parameters - A330 CFM engines  N1 ‚ EGT ƒ N2 „
(Lb/hour or Kg/hour) Engine parameters - A330 CFM engines  N1 ‚ EGT ƒ N2 „

 N1

‚ EGT

ƒ N2

„ FF

… Thrust limit

† FOB



LP Rotor speed, in %

N1

‚ EGT

Exhaust Gas Temperature, in °C

ƒ N2

HP Rotor speed, in %

„ FF

Fuel flow per engine, in current units

(Lb/hour or Kg/hour)

… Thrust limit

Thrust limit mode - TO-GA, FLX, CL, MREV mode selected by thrust lever. Corresponding EPR is shown.

† FOB

Total fuel on board, in current units (Lbs or Kg)

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ENGINE / WARNING DISPLAY

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Engine parameters - A340 CFM engines

DISPLAY REV 01 SEQ 001 Engine parameters - A340 CFM engines  N1 ‚ EGT ƒ

 N1

‚ EGT

ƒ N2

„ FF

parameters - A340 CFM engines  N1 ‚ EGT ƒ N2 „ FF … Thrust limit
parameters - A340 CFM engines  N1 ‚ EGT ƒ N2 „ FF … Thrust limit
parameters - A340 CFM engines  N1 ‚ EGT ƒ N2 „ FF … Thrust limit

… Thrust limit

† FOB

 N1

LP Rotor speed, in %

‚ EGT

Exhaust Gas Temperature, in °C

ƒ N2

HP Rotor speed, in %

„ FF

Fuel flow per engine, in current units (Lb/hour or Kg/hour)

… Thrust limit Thrust limit mode - TO-GA, FLX, CL, MREV mode selected by thrust lever. Corresponding EPR is shown.

† FOB Total fuel on board, in current units (Lbs or Kg)

Main control parameter

The topmost indicator, EPR (PW and RR engines) or N1 (GE engines) , has several additional elements:

‚ Command arc

ƒ Thrust limit

additional elements: ‚ Command arc ƒ Thrust limit  Actual value „ REV indication  Actual
additional elements: ‚ Command arc ƒ Thrust limit  Actual value „ REV indication  Actual

 Actual value

„ REV indication

 Actual value Actual engine EPR or N1 is shown by a needle and displayed in digital readout.

‚ Command arc Arc extends from current thrust to value commanded by autothrust system. Visible only when A/THR is active.

ƒ Thrust limit Shows thrust corresponding to current thrust limit mode.

„ REV indication Appears in green when thrust reversers are fully opened. Amber if reversers are in transit.

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ENGINE / WARNING DISPLAY

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Flaps / Slats indicator

 Positions

ƒ Flaps position

001 Flaps / Slats indicator  Positions ƒ Flaps position ‚ Lever position „ Selected position
001 Flaps / Slats indicator  Positions ƒ Flaps position ‚ Lever position „ Selected position
001 Flaps / Slats indicator  Positions ƒ Flaps position ‚ Lever position „ Selected position

‚ Lever position

„ Selected position

 Positions White dots mark selectable positions. Not displayed when in clean configuration.

‚ Lever position Flap lever position - 0, 1, 1+F, 2, 3, or FULL. Green when selected position is achieved, Blue when flaps in transit.

ƒ Flaps position Actual slats and flaps position indicated by green arrows.

„ 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 color. Following messages can be displayed:

in green color. Following messages can be displayed: SEAT BELTS NO SMOKING OUTER TK FUEL XFRD

SEAT BELTS NO SMOKING OUTER TK FUEL XFRD N.WHEEL STRG DISC STROBE LT OFF SPEED BRK GND SPLRS ARM CTR TK FEEDG

FUEL X FEED Fuel crossfeed is on

“Seat Belts” passenger signs are on “No Smoking” passenger signs are on Fuel is transferred from outer wing tanks into inner wing tanks Nosewheel steering is disconnected during pushback Strobe light is off while airborne Speed brakes extended Ground spoilers are armed Any pump in center tank is running

HYD PTU

Hydraulic power transfer unit is in use

RAT OUT

Ram air turbine is not in stowed position

PARK BRK

Parking brake applied

APU AVAIL

APU is running and available

APU BLEED APU bleed is selected ON

RAM AIR ON RAM AIR button is selected ON

MAN LDG ELEV ENG A.ICE WING A.ICE

LDG LT Landing lights are on

Landing elevation selector is not in AUTO position Engine anti-icing is activated Wing anti-icing is activated

GPWS FLAP 3 GPWS FLAP OFF

LDG FLAP 3 is selected on GPWS panel GPWS Flaps alerts are inhibited

T.O INHIBIT

Some messages are automatically inhibited during takeoff

LDG INHIBIT

Some messages are automatically inhibited during landing

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ENGINE / WARNING DISPLAY

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Takeoff Memo

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 color. Completed items are dis- played in Green color.

Last item, “T.O CONFIG

ECAM control panel. This push simulates application of takeoff power and will generate appropriate warnings if something is not properly configured.

TEST”

requires a push of T.O CONFIG button on

configured. TEST” requires a push of T.O CONFIG button on Takeoff memo disappears at application of

Takeoff memo disappears at application of takeoff power. During takeoff, a magenta “T.O INHIBIT” memo is displayed.

Landing Memo

Landing memo is automatically displayed prior to landing, below 1500 feet when gear down, or below 800 feet with gear up. Landing memo disappears

at touchdown.

3 item depends on selection of

GPWS LDG FLAP 3 button and requires corresponding flap selection.

CONF

The FLAPS

FULL

or FLAPS

During landing, a manenta “LDG INHIBIT” message is displayed.

flap selection. CONF The FLAPS FULL or FLAPS During landing, a manenta “LDG INHIBIT” message is

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SYSTEM DISPLAY

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General

System display (SD), the lower of ECAM displays, has multiple pages dedicated to different aircraft systems. The pages include:

• BLEED

(air bleed system)

• PRESS

(pressurization)

• ELEC AC

(AC electrical)

• ELEC DC

(DC electrical)

• HYD

(hydraulic)

• ENGINE

• FUEL

• (auxiliary power unit)

APU

• COND

(air conditioning)

• DOOR/OXY

(doors / oxygen)

• WHEEL

(landing gear)

• F/CTL

(flight controls)

• (common reference data)

CRUISE

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.

Phase of Flight The SD automatically displays specific pages as next phase of flight becomes active:

Power up

DOOR/OXY

1st engine start

WHEEL

T/O power

ENGINE

1500 ft

CRUISE

Gear down

WHEEL

Engine shutdown

DOOR/OXY

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.

operation, deselect the page by pushing lighted button again. ECAM control panel, BLEED page selected SD

ECAM control panel, BLEED page selected

operation, deselect the page by pushing lighted button again. ECAM control panel, BLEED page selected SD

SD BLEED page

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SYSTEM DISPLAY

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CRUISE page

The CRUISE page is automatically displayed in flight, above 1500 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.

Fuel used per engine Engine N1 vibration Oil quantity Engine N2 vibration Landing elevation Cabin
Fuel used per engine
Engine N1 vibration
Oil quantity
Engine N2 vibration
Landing elevation
Cabin differential
pressure
Cabin climb rate
Cabin zone
temperatures
Cabin altitude

Permanent data display

The bottom section of SD display is common and is displayed on all SD pages.

Total Air Temperature

Static Air Temperature

all SD pages. Total Air Temperature Static Air Temperature UTC Clock display Gross weight Aircraft gross
all SD pages. Total Air Temperature Static Air Temperature UTC Clock display Gross weight Aircraft gross

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.

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AUTOFLIGHT

REV 01

SEQ 001

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 center ped- estal (separate pop-up window in PSS Airbus 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 separate chapter, MCDU.

The operation modes and status of FMS is displayed in Flight Mode Annunciations area of the Primary Flight Display.

Flight Control Unit (FCU)

The FCU is centrally located on the glareshield. It provides control of autopilots and flight directors, control of airspeed, horizontal modes, climb/descent modes, and vertical speed or flight path angle.

modes, and vertical speed or flight path angle. The four knobs on FCU provide control of

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 doesn’t have a managed guidance function.

Flight Directors

Flight directors are controlled with FD button on EFIS control panel. Two different flight director types are displayed depending on HDG-VS / TRK-FPA mode selection (see PFD chapter).

When FD is switched on with autopilot off, default guidance modes are engaged. In flight, the default modes are HDG and V/S (or TRK and FPA, depending on selection). On the ground, CLB and NAV are armed.

flight, the default modes are HDG and V/S (or TRK and FPA, depending on selection). On

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AUTOFLIGHT

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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.

engage default guidance modes, which are HDG/VS in flight. A/P and F/D indications on FMA The

A/P and F/D indications on FMA

which are HDG/VS in flight. A/P and F/D indications on FMA The last column of FMA

The last column of FMA display on PFD shows engagement status of autopi- lots 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 swithced 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 isn’t 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.

Thrust levers

The A330/A340 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 Airbus thrust levers are not back-driven by autothrust system, and don’t move as the thrust is automatically adjusted. Unless needed, they are left in CL gate until synthesized voice announces “RETARD” 20 feet above landing runway.

voice announces “RETARD” 20 feet above landing runway. Due to this, thrust control is implemented differently

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.

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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, Go-around 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 nor- mally left in CL gate for the duration of flight.

are nor- mally left in CL gate for the duration of flight. Retarding levers to IDLE

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.

are at CL, or Arm the system if levers are ahead of CL. Autothrust modes TOGA

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.

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AUTOFLIGHT

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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

last column indicates current status of A/THR. A/THR Mode A/THR Status Thrust modes Fixed TO-GA and
last column indicates current status of A/THR. A/THR Mode A/THR Status Thrust modes Fixed TO-GA and

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 THR CLB
MAN
FLX 42
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.

Alpha Floor

MAN TOGA LVR CLB
MAN
TOGA
LVR CLB

To aid in recovering from low speed / high angle of attack conditions, Alpha Floor autothrust mode is provided. Alpha Floor automat - ically 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 TOGA LK
A.FLOOR
TOGA LK

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AUTOFLIGHT

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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.

Speed to Mach at predetermined altitude, and vice versa. Managed speeds Managed speed guidance automatically controls

Managed speeds

Managed speed guidance automatically controls computed speeds according to flight plan perform- ance 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.

indicating that this function is in managed guidance mode. Using selector knobs in Flight Simulator Turn

Using selector knobs in Flight Simulator

Turn knob left

Using selector knobs in Flight Simulator Turn knob left Push or Pull knob Turn knob right
Using selector knobs in Flight Simulator Turn knob left Push or Pull knob Turn knob right

Push or Pull knob

Turn knob right

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

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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.

scrolled through the heading reciprocal to the existing one. The guidance is toggled between HDG and

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.

Managed NAV mode

NAV mode provides lateral guidance along the flight plan entered into FMS. It is manually engaged by push- ing 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

engages several seconds after takeoff. LOC mode LOC mode is used during approaches to track localizer

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 color 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.

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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 honored. 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 cur- rent 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 doesn’t engage (air- craft is not following a flight plan).

engage (air- craft is not following a flight plan). Open Descent (OP DES) Open Descent mode

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 similiar to OP CLB and OP DES. Although, these modes engage managed speed guidance. EXP CLB mode commands Green Dot speed or maneuvering 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.

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.

and operation is the same, except that this mode will maintain selected Flight Path Angle, shown
and operation is the same, except that this mode will maintain selected Flight Path Angle, shown

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Vertical guidance (continued)

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.

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 doesn’t 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.

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Vertical guidance (continued)

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 doesn’t 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

Lateral

Autoflight

Active

Active

status

Autothrust

modes

Vertical Lateral Approach Armed Armed capabilities
Vertical
Lateral
Approach
Armed
Armed
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, it’s 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.

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MCDU

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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.

The color 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 avaiable. 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 key- board - 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.

an arrow prompt will perform certain action when selected. Color use Different colors are used to

Color use

Different colors 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.

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.

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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 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.

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

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.

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General principles (continued)

Flight phases

The vertical flight plan is divided into flight phases. For each phase, FMS computes the optimum speed profile.

Flight Phase

Optimum Speed

Switching condition to next phase

PREFLIGHT

-

SRS takeoff mode engaged, Takeoff power set

TAKEOFF

V2+10

At acceleration altitude

CLIMB

ECON CLB

Reaching Cruise FL

CRUISE

ECON CRZ

Descent initiation within 200 nm of destination

DESCENT

ECON DES

Overflying DECEL pseudo waypoint, or manual activation of approach phase

APPROACH

Vapp

To DONE: soon after landing To GO AROUND: thrust levers set at TO-GA To CLIMB: inserting new Cruise FL

GO AROUND

Highest of Vapp or Current

To APPROACH: manual activation of approach phase To CLIMB: Above acceleration altitude

DONE

-

To PREFLIGHT: in several seconds

Managed speed guidance in DESCENT phase allows speed variation within certain range of target speed. This is done to maintain descent path while minimizing 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 maneuering 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

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MCDU Menu page

Pressing the MCDU MENU key displays the MCDU MENU page.

On real aircraft, the MCDU provides 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.

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

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INIT A page

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

1L
1L
1L 1R 1L 1R
1R
1R
1L
1L
1L 1R 1L 1R
1R
1R
2L
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1L
1L

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.

2L
2L

ALTN RTE: Alternate route name. Not modelled.

3L
3L

FLT NBR: Flight number. Any flight number can be entered here. Flight number is displayed on F.PLN and PROG pages.

4L
4L

LAT: Displayed is the latitude of origin airport, for IRS alignment. The value can be changed by selecting it with LSK 4L (slew arrows appear) and using MCDU slew keys.

 
5L
5L

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.

 
6L
6L

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.

 
1R
1R

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.

2R
2R

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.

 
3R
3R

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.

4R
4R

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.

5R
5R

WIND: Not modelled

6R
6R

TROPO: Default tropopause altitude is 36090 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.

 

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INIT B page

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

1L
1L
1L 1R 1L 1R
1R
1R
1L
1L
1L 1R 1L 1R
1R
1R
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2L
2R
2R
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1L

TAXI: Fuel used for taxi. Default value is 400 lbs. Another quantity may be entered.

2L
2L

TRIP/TIME: Trip fuel and time are displayed when predictions become available.

3L
3L

RTE RSV%: Route fuel reserves, as quantity and percentage of trip fuel.

4L
4L

ALTN/TIME: Alternate trip fuel and time. Not modelled.

 
5L
5L

FINAL/TIME: Hold fuel and time associated with continued flight to alternate airport. Not modelled.

 
6L
6L

EXTRA/TIME: Extra fuel and time available. Equals to BLOCK - (TAXI+TRIP+RSV+ALTN+FINAL).

1R
1R

ZFWCG/ZFW: Zero fuel weight Center 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)

2R
2R

BLOCK: Displayed after ZFW is entered. Enter total fuel quantity here.

 
4R
4R

TOW: Aircraft Takeoff weight. Displayed after ZFW and BLOCK entries are made.

5R
5R

LW: Aircraft landing weight. Displayed after ZFW and BLOCK entry, when predictions become available.

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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.

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

2L
2L

ALTERNATE: Trip fuel and time predictions for alternate airport are not modelled.

3L
3L

GW/CG - FOB: Aircraft gross weight, center of gravity and total fuel onboard is displayed after weights are initialized on INIT B page.

4L
4L

RTE RSV%: Route fuel reserves, as quantity and percentage of trip fuel.

5L
5L

FINAL/TIME: Hold fuel and time associated with continued flight to alternate airport. Not modelled.

6L
6L

EXTRA/TIME: Extra fuel and time available. Equals to BLOCK - (TAXI+TRIP+RSV+ALTN+FINAL).

3R
3R

JETGW (A340 only): The pilot enters the jettison final gross weight here. The fuel jettison stops automatically when this weight is reached.

4R
4R

CRZ TEMP/TROPO: Cruise FL temperature and tropopause are displayed.

5R
5R

CRZ WIND: Cruise wind, not modelled.

6R
6R

ALTN WIND: Alternate airport wind, not modelled.

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FLIGHT PLAN A page

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 centered 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.

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

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.

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 Revison page. These pages allow any route modifications to be performed. Some revisions, although, can be done directly on F-PLN pages, as described below.

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FLIGHT PLAN A page (continued)

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.

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 wiht Right LSK.

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.

wind predictions, which are not modelled. F-PLN B page provides the same flight plan revision functions

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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.

1L 1R 1L 1R 2L 2R 2L 2R 3L 3R 3L 3R 4L 4R 4L
1L
1R
1L
1R
2L
2R
2L
2R
3L
3R
3L
3R
4L
4R
4L
4R
5L
5R
5L
5R
6L
6R
6L
6R
LAT REV at the origin
LAT REV at a waypoint
Most functions on revision pages result in creation of tempo-
rary flight plan. Temporary flight plan is displayed on MCDU
and ND in yellow color, 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.
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R

LAT REV at a the destination

1L
1L

DEPARTURE: Gives access to Departure pages, where the pilot can select runways, SIDs and Transitions.

3L
3L

HOLD: Hold pages are not modelled.

4L
4L

ENABLE ALTN: Allows 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.

5L
5L

ALTN: The alternate flight plans selection page is not modelled.

6L
6L

RETURN: Select this prompt to return to F-PLN page without performing any revisions.

1R
1R

ARRIVAL: Accesses Arrival pages, where the pilot can select runways, STARs and Transitions.

2R
2R

VIA/GO TO: Inserts an airway segment after revision waypoint. Enter airway name, a slash, and ending waypoint.

3R
3R

NEXT WPT: Entering a waypoint name will insert this waypoint after revision one. Custom waypoints can be entered.

4R
4R

NEW DEST: Sets new destination airport, which erases all waypoints following revision waypoint, and inserts new destination preceeded by a flight plan discontinuity.

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Departure pages

Departure pages allow 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 Transi- tions. 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.

Arrival pages

on runway heading until reaching 1500 ft AGL. Arrival pages Arrival pages allow to review arrival
on runway heading until reaching 1500 ft AGL. Arrival pages Arrival pages allow to review arrival
on runway heading until reaching 1500 ft AGL. Arrival pages Arrival pages allow to review arrival

Arrival pages allow 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 organization 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 aircraft’s present position to any selected waypoint. This action automatically engages managed NAV lateral mode and the aircraft proceeds direct to selected waypoint.

1L 1R 2L 2R 3L 3R 4L 4R 5L 5R 6L 6R
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
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 by a flight plan discontinuity.

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