A380v2 PilotsGuide UK PDF

Airbus A380v2 (FSX) Airbus A380v2 (FSX)
TABLE OF CONTENTS
WELCOME ABOARD ! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
PRODUCERS:
PRODUCERS SOUND:
REPAINTS A. Installation
Fred Goldman, Victor B. Extra
Victor Racz & FredRacz
Goldman Mike Hambly,
Peter EricKittisak
Balogh, Marciano,Rukkaew
Victor
Racz C. Quick Start
PROGRAMER: Stéphane OBER D. 2D & 3D Cockpits
PROGRAMMER
Eric Marciano USER HANDBOOK: E. Cabin & Doors
Eric Marciano Eric Marciano,
FLIGHT Eric Belvaux
DYNAMICS F. Cabin Crew Voices
LEAD ARTIST: G. Missions / Tutorial
Tamas Szabo
Rob Young
TESTERS:
3D ARTISTS Chip Barber, Charlie, Les Dillon, W. TUTORIAL FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
DenARTIST:
3D Okan, Tamas Szabo David Scobie, Craig Smoothey, Neil
SOUND INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Tamas Szabo, Victor Racz, Vyacheslav Perrin SETUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
& Victor Racz Mike Hambly,
Fomin FLY-BY-WIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Eric
A veryMarciano
special thanks to:
AUTOFLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
PANEL ART:
2D ARTISTS Marc Brodbeck
& Victor Racz EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Peter
PeterBalogh
Balogh, Tamas Szabo SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
& 64
2DVictor Racz MANUAL FMGC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ARTIST:
Peter Balogh, Tamas Szabo, Christophe Eric Marciano, Eric Belvaux APPENDICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Modave, Victor Racz
Manual ADDENDUM located into your A380 folder
(ex: Program Files\Microsoft Games\Microsoft Flight Simulator X\SimObjects\Airplanes\Wilco A380)
FLIGHT
World mapDYNAMICS:
on the Corporate Jetliner plasma
screens
Rob is provided by www.absolutezero.de
Young To optimize FSX performances, we highly recommend the FSX Service Packs 1 and 2 installation,
freely available from www.fsinsider.com - Downloads.
IMPORTANT FOR WINDOWS VISTA USERS :

please refer to the Vista paragraph on page 95.
Flight dynamics and systems have been developed based on manufacturer specifications,
QUALITY FIRST ! within limits of Airbus confidentiality and information availability.
By not making illegal copies and purchasing only original
WILCO PUBLISHING products, you will allow us to continue developing
and improving the quality of our software. Complete your Airbus collection !
Available from the same publisher :
THANK YOU.
Airbus Series Vol.1 Airbus Series Vol.2
The code used in Wilco Publishing products may under no circumstances be used for any other Airbus A318-A319-A320-A321 Airbus A330-A340
purposes without the permission of Wilco Publishing and its developers.
& Corporate Jetliner A330 Multi-Role Tanker
Microsoft and Windows are trademarks or registered trademarks of Microsoft Corporation in the
United States and/or other countries.
For more information, please visit www.wilcopub.com
Acrobat Reader is a registered trademark of Adobe.
2 For Microsoft Flight Simulator use only. Not for use in real aviation. (c) 2008 Wilco Publishing www.wilcopub.com 3
WELCOME ABOARD ! TUTORIAL FLIGHT
A. INSTALLATION 4. Select the Aircraft of your choice. To open the external doors : FLIGHT SETUP
Installation is automatic. Insert the CD (or 5. Select the livery of your choice SHIFT + E for the passengers door. Cold & Dark
double-click on the downloaded file) and SHIFT + E + 2 for the cargo door (from ext). This tutorial is supposed to begin with a cold &
Autorun will take you to the start-up screen. 2. Engines Start Up dark aircraft. In order to be in this situation,
If Autorun is disabled on your system, open Use CTRL+E to start the engines (beginner you can press the "Cold & Dark" button on the
Windows Explorer or My Computer, browse to mode). F. CABIN CREW VOICES configuration window and place your aircraft
your CD Rom drive and double click To start up engines from a 'Cold & Dark Wilco A380 brings you a set of digitalized crew at LFBO (Toulouse Blagnac) on a parking place.
“A380v2_FSX_v10.exe” (where x is your Cockpit', please refer to the next pages for voices. They are played automatically or on Batteries ON
version). complete procedures. Pilots' request. On the overhead panel press both battery
switches to turn on the batteries.
Once setup is running, follow the on-screen D. 2D & 3D COCKPITS • Welcome 1 when doors are closed. All Generators ON
prompts and ensure that the installation 2D Panel Views • Welcome 2 when engines are started. Even if engines are not running yet, turn the
points directly to the Microsoft Flight The following 2D panel views are available • Fasten Seat Belt ON and OFF when seat generators on (they are in fault mode because
Simulator folder (usually C:\Program using the following key combinations : belt sign is turned ON or OFF. the engines are not running).
Files\Microsoft Games\FlightSimulator...). • Bar Open when the cruise altitude is NAV Lights ON
SHIFT+1 = Main Panel reached. The cruise altitude must be As soon as the aircraft is energized, NAV light
SHIFT+2 = Pedestal programmed into the FMGC before take- should be turned on.
SHIFT+3 = Overhead off. It will calculate the waypoint altitude Radio Management Panels ON
SHIFT+4 = MCDU and display the vertical visualization on On the pedestal, turn the Radios on using the
CHECK OUT SHIFT+5 = PFD zoom popup the ND. RMP master switch.
WILCO PUBLISHING WEBSITE : SHIFT+6 = ND zoom popup • Descent when the aircraft begins to External Power
SHIFT+7 = EWD zoom popup descend from the cruise altitude. Check the overhead panel. If an external
http://www.wilcopub.com SHIFT+8 = SD zoom popup • Landing when the aircraft touches the power source (GPU) is available, press the EXT
SHIFT+9 = GPS ground upon landing.
YOU WILL FIND INFORMATION, NEWS, AND PWR switch.
FREQUENTLY ASKED QUESTIONS. FMGC Initialization
3D Virtual Cockpit Views If the MENU page is displayed, press the FMGC
Display the different Cockpit views using the G. MISSIONS / TUTORIAL 1L key or press the INIT key on the MCDU to
Tu launch one of the FSX missions provided,
normal Flight Simulator keystroke : “A” under display the INIT A page.
please refer to the manual
FS X. About all controls found on the main 2D A380v2_Missions_UK located into your aircraft • FROM/TO : Enter the departure and arrival
B. EXTRA (for CD-Rom version only) panels are functional within the virtual folder, or available through the Windows airports in the scratchpad and press
We have included a full set of files and videos cockpit. button of your computer, Programs, Wilco 1R LFBO/LFPO > 1R
on your CD-Rom. Use your Windows Explorer Mouse clicking on some specific screens open Publishing. • The route selection page appears. A route
to locate them into the EXTRA WILCO a 2D window : FMGS, EADI... exists between LFBO and LFPO, named
directory. This Flight Simulator X mission, supplied in LFBOLFPO1.
different complexity levels, allow beginner Let’s use it by pressing INSERT (6R)
To fully enjoy the 3D Virtual Cockpit, the and expert pilots alike to train through a step- • Align the IRS by pressing 3R
Track IR lets you control your field of view in E. CABIN & DOORS by-step tutorial, from cold and dark cockpit to • Enter the flight number in the scratchpad
flight simulators by simply looking around by The Cabin full kiss landing. and press 3L
few degrees. To move and walk inside the cabin, please • Enter the cruise altitude in the scratchpad
Track IR is available from Wilco Publishing refer to the FSX manual. and press 6L
http://www.wilcopub.com. Under Flight Simulator X, you can access cabin 33000 > 6L or 330 > 6L or FL330 > 6L
view through a right-click sub-menu option. TUTORIAL FLIGHT Press NEXT PAGE to jump to the INIT B page.
C. QUICK START Press SPACE to switch to pan mode. Wheel • ZFWCG/ZFW : Enter the ZFWCG and ZFW
1. To Pilot one of the Airbus mouse serve as zoom in/out while in pan This tutorial describes all the phases of a flight in the scratchpad and press 1R
1. Start Flight Simulator mode. from Toulouse Blagnac (home of Airbus) to Paris 25/59.1 > 1R or use assistance for this (in
2. From the menus, select AIRCRAFT Orly, from the cold & dark situation to the landing Beginner and Intermediate modes only) :
3. Under Publisher, choose Wilco Publishing The Doors at destination. press 1R with empty scratchpad, the 1R
TUTORIAL FLIGHT TUTORIAL FLIGHT
again to enter it in the FMGC. information is used as a reminder only for External Power speed managed, heading managed, and
• When ZFW is entered, the Block line the crew. If you are in Beginner or If external power was used, turn it off now by altitude managed with a target altitude
appears. Enter the block fuel and press 2R Intermediate mode, the information is pressing the EXT PWR switch. higher than the acceleration altitude.
(assistance is also available). also used by the system if you request APU Bleed ON
assistance for the reference speeds. Turn on the APU bleed by pressing the APU Check the FMA and make sure the CLB and NAV
Press the F-PLAN key on the MCDU to display Suggestion : Use Flap 1 configuration. BLEED switch on the overhead. modes are armed. If not, reset the FCU by
the F-PLN page. • Enter the FLEX TEMP and press 4R. This Beacon Lights ON turning the FD off then on again. CLB and NAV
• On the first line, the departure airport temperature will be used by the FADEC if As the engines will soon be started, the should appear in blue on the FMA.
(LFBO) is shown. Press 1L to display the you takeoff using FLEX thrust. beacon lights must be turned on now using the
Lateral Revision page for this airport. Suggestion : A value of 50° is an average switch on the overhead panel.
• On the LAT REV page, press 1L to display value that should work fine. Strobes AUTO or ON PUSHBACK
the DEPARTURE page. • Enter V1, VR and V2 in the 1L, 2L and 3L Strobe lights should be turned on as soon as Flaps
• Select the departure runway and the SID fields. These speeds are important for the the aircraft is moving. If you select AUTO, Set the flap configuration according to what
(or NO SID). SRS mode during takeoff. As soon as these they will automatically turn on as soon as the you have entered in the PERF TO page.
• Press INSERT (6R) to validate, the F-PLN speeds are entered, the red message ‘SPD aircraft is airborne. Spoilers ARMED
page appears again. SEL’ disappears from the PFD and the Signs Arm the ground spoilers in case of a rejected
• Resolve the discontinuity. reference speeds appear on the speed Turn Seat Belts and No Smoking signs on, or takeoff.
• Scroll down to the arrival airport (LFPO) or tape. set the auto position to have them automa- Autobrake RTO
press the AIRPORT key on the MCDU to Remember you can use the assistance if tically managed. The autobrake should be set to MAX/RTO in
jump directly to the arrival airport. you are not in Expert mode. Engine Start case of a rejected takeoff only (never use MAX
• Press the left button adjacent to the • Thrust reduction altitude and acceleration The APU is available and APU bleed is for landing).
arrival airport to display its Lateral altitude can be entered. By default, both engaged. The engines are now ready to start. Parking Brake RELEASED
Revision page. altitudes are set to 1500 feet above the • On the pedestal, set the ENG Mode switch Release the parking brake to get ready for
• Press 1R to display the ARRIVAL page. departure airport altitude. You can leave to the IGN/START position. pushback.
• Select arrival runway and STAR (or NO this value for the thrust reduction You can check on the E/WD that the FADEC Taxi Lights ON
STAR). altitude, but the acceleration should be have turned on because the amber Turn on the taxi light before taxiing.
If the arrival runway changes because of 1500 feet higher than the thrust reduction information is replaced by active displays. Cleared for pushback
the weather (especially because of wind altitude. • ENG 2 Master Switch ON. Ask the ATC for pushback clearance and press
direction or IFR conditions), you will be To leave the thrust reduction altitude Check the engine is correctly starting on the corresponding key (Shift-P by default) to
able to update it during the flight. unchanged and update the acceleration the E/WD and SD. Wait for the engine 2 to start the pushback.
• Press INSERT (6R) to validate, the F-PLN altitude to 3200 feet ; /3200 > 5L be started completely.
page appears again. Press NEXT PHASE to display the other PERF • ENG 1 Master Switch ON. Note : You can also change this sequence by
• Resolve the discontinuity. pages for climb, cruise, descent and approach Monitor the E/WD and SD. starting the engines during the pushback, as it
At this time, with all the data entered in the (PERF CLB, CRZ, DES, APPR). Make sure all • When all engines are running, set the ENG is often done on the real aircraft.
FMGC and no discontinuity in the flight plan, parameters are OK for you. You should mode switch back to the NORM position.
the predictions are computed and displayed especially check the Cost Index, which • 2 minutes after engine start, the takeoff
with the flight plan. determines the speed used for climb, cruise memo will appear on the E/WD.
If you wish, you can enter the Estimated Time and descent if you use managed speed. APU Stop TAXI
of Departure (ETD) by pressing the right key As both engines are started, check the Cleared to Taxi
adjacent to the departure airport. The ENGINE START generators are turned on. The APU is not When pushback is finished and the aircraft is
Vertical Revision page appears and you can APU Start necessary any more. properly positioned, you can ask the ATC for
enter the UTC CSTR by pressing 2R. Before being able to start the engines, the Press the APU BLEED switch to turn air bleed taxi clearance to the departure runway.
Now it is time to set the performance data. APU must be started. On the overhead, press off, and press the APU Master Switch to turn Thrust
Press the PERF key on the MCDU and the PERF the APU Master Switch ON. the APU off. During taxi, move the thrust lever in the
TO appears to set the takeoff performance. Then press the START button. FCU manual range. Around 40 % N1 should be
• Enter the takeoff flap configuration (1, 2 Monitor the APU start sequence of the SD and Check the “dash-ball-dash-ball-ball-dash” on enough to move the aircraft. Taxiing should be
or 3) and press 3R. In the real aircraft, this wait for the APU to be available. the FCU to make sure all the settings are OK : operated at 20 knots, with 10 knots during the
TUTORIAL FLIGHT TUTORIAL FLIGHT
turns. As soon as the aircraft moves, idle IRS The takeoff can not be rejected so the ground select a lower altitude (you can select 3.000 feet)
thrust should be enough to keep it going. For your information, the IRS are spoilers can be disarmed. on the FCU and push the ALT knob (left mouse
Flight Controls CHECKED automatically aligned with the GPS position at click).
Move all the flight controls in all possible this time. If the IRS were not perfectly aligned CLIMB Deceleration
directions and check their movement on the before, you may see the alignment on the ND. Thrust Reduction Altitude As the aircraft descends, it will reach the
F/CTL SD page, which appears automatically FMA When the THR RED altitude is reached deceleration point, shown as a big D on the
when a flight control moves on the ground. As soon as the thrust levers are in the FLEX (1.800 feet in this example), a flashing ‘LVR ND. At this time, the approach phase
Takeoff Configuration TEST detent, check that the FMA displays : CLB’ message appears on the FMA (1st column). automatically engages and the target speed is
On the ECAM control panel (located on the • MAN FLEX 50 in the 1st column Move the thrust lever back to the CL detent. changed to the Vapp speed, which should be
pedestal), press the TO CONFIG key (or press • SRS in green in the 2nd column, in addition Note : As the thrust reduces when the levers around 140 knots in this case.
Shift-Control-T on your keyboard). This action to the blue CLB (armed mode) that was are moved back to the CL detent, the pilot Note that even if Vapp is shown as the target
simulates takeoff thrust power and checks all already displayed. should anticipate the pitch reduction caused speed, the actual target speed will be the
the important settings for takeoff. • RWY in green in addition to the NAV by this thrust reduction. maneuvering speed before flaps are fully
Landing Lights ON message already displayed in blue in the Acceleration Altitude deployed in landing configuration.
Turn the landing lights on to get ready for 3rd column. Check the CLB mode becomes active on the
takeoff. • A/THR in blue in the 4th column to indicate FMA (2nd column). If you decide to be guided by the Flight
Parking Brakes SET the autothrust is armed. The aircraft will now accelerate to the target Simulator ATC, it is highly probable that your
Before entering the runway for takeoff, set Stick Position speed of 250 knots. aircraft will never cross the D point. In this
the parking brakes. During the takeoff roll, the stick should be S Speed case, you have to manually set the approach
Takeoff Memo GREEN pushed half way forward until the speed As the aircraft accelerates, you must retract phase by pressing the ACTIVATE APPROACH
On the takeoff memo displayed on the E/WD, reaches 80 knots. This stick position can be the flaps and slats when the S speed is PHASE (6L) in one of the PERF pages.
make sure all the items are green and no blue monitored on the PFD. reached and let the aircraft accelerate to 250 ILS ON
item remains. Yaw Bar knots. As the approach phase is engaged, the ILS is
Cleared for takeoff As soon as the takeoff thrust is applied, and if 10.000 feet automatically tuned to the arrival runway ILS.
Ask the ATC for a takeoff clearance. the runway has an ILS, the yaw bar appears on At 10.000 feet, the 250 knots speed limit You can press the ILS button at this time to
the PFD to help you in guiding the aircraft disappears, so the aircraft accelerates to the have the ILS information displayed on the
ALIGN AND TAKEOFF along the runway centerline. target climb speed. If you did not change the PFD.
Parking Brakes RELEASED Stick Position default cost index of 50, the target speed is Flaps Extension
As soon as the takeoff clearance is received, When the speed is over 80 knots, the stick can 300 knots. As the aircraft descends, you can extend the
release the parking brakes to enter the be released to come back to the neutral Barometric Setting PULL flaps to help it decelerating and to keep good
runway. position. When the transition altitude is reached lift while the airspeed is decreasing.
Thrust Rotation (18.000 feet by default in Flight Simulator), Suggestion : Extend Flaps 1 at around 5.000
Like for taxiing, use around 40% N1 to taxi to When VR is reached (indicated with a blue the barometric setting flashes. Pull the feet.
line up on the runway. circle on the PFD speed tape), pull the stick barometric knob to set the STD value. As the aircraft keeps decelerating, you can
TCAS Mode ABV for the rotation. If the FD is not perfectly Cruise Altitude extend flaps as soon as the VFE NEXT speed is
On the pedestal, set the TCAS mode to ABV stable at this time, take a 15° pitch angle. As soon as the cruise altitude is reached, reached.
(above) to get ready for climb and watch for Landing Gear UP check the FMA displays ‘ALT CRZ’ in the 2nd Suggestion : Extend Flaps 2 and 3 as the
potential intruders 8000 feet above the As soon as positive climb is achieved, the column. speed decreases.
aircraft. landing gear can be retracted. Landing Configuration
Takeoff Thrust The autobrake will automatically turn off 10 DESCENT & APPROACH Keep following the flight plan (or the ATC
If you are cleared for takeoff, push the thrust seconds later. TCAS instructions if you are guided by ATC). It
levers to 60-70 % N1 and monitor the E/WD to Landing Light OFF Before engaging the descent, set the TCAS should align you with the runway.
make sure thrust is available. If everything is Even if the landing light is automatically mode to BLW (below) to monitor potential At around 2.000 feet, get ready for landing:
OK, you can push to the FLEX detent. You can turned off when the gear is retracted, it intruders below the aircraft during the • Extend the landing gear
use the TOGA detent for takeoff, but in this should be turned off using the overhead descent. • Extend full flaps
flight we decide to save some fuel and use switch. Engage Managed Descent • Set LOC mode on the FCU
FLEX thrust takeoff. Ground Spoilers DISARMED When the top of descent point (T/D) is reached, • Set Autobrake MED
TUTORIAL FLIGHT / INTRODUCTION / SETUP SETUP
• Ground Spoilers ARMED Last Turn throttle device, if possible.

Note that the landing memo appears when the Just before arriving at the gate, you should SETUP Control Sensitivities and Null Zones
aircraft reaches 1.500 feet in approach. start the APU to get ready to stop the engines. The sensitivities and null zones of the stick
Glideslope capture • APU Master Switch ON FS SETUP controller (PC joystick or yoke) must be
As soon as the localizer is captured (LOC* or • APU START Key Assignments adjusted to have the fly-by-wire working as
LOC displayed on the FMA), you can set the At the Gate Some key assignments are suggested for efficiently as possible. These settings are
approach mode (APPR) on the FCU. When the aircraft is stopped at the gate, shut optimal use of the panel. Some of them are described in detail in the section dedicated to
If you want to make an autoland, you can it down : not defined by default in Flight Simulator, so the fly-by-wire system.
engage the second autopilot at this time. • Parking Brakes SET their definition is recommended if it has not Throttle Setup
Landing Memo GREEN • ENG 1 Master Switch OFF been done already. In the real aircraft, the throttle levers have
Make sure all the items on the landing memo • ENG 2 Master Switch OFF detents that correspond to specific throttle
are green. If not, take the corrective actions. (Remember that the right mouse button must The key assignment is available in FSX through settings. This is detailed in the Autoflight
Short Final be used to shut down the engines) Options > Settings > Controls... section (“thrust levers” paragraph).
Follow the localizer and glideslope, or let the External Power If you have a single or multiple throttle
autopilot do it in autoland if you wish. One minute after the aircraft has stopped and device, no specific setup is required. The
As the aircraft gets closer to the ground, the the engines are shut down, the GPU becomes throttle device is acquired to determine if the
LAND mode engages, then the FLARE mode. available. Press the EXT PWR switch on the throttle lever is in a specific detent or not.
They are shown on the FMA. If you fly overhead to use it. If you don’t have any throttle device and use
manually, just follow the flight director and it APU Shut Down the keyboard to control the engines,
will be fine. As soon as the external power source is everything works without needing any specific
Thrust RETARD available, you can save fuel and turn off the setup, but the use of a throttle device is
At around 20 feet, an aural warning “Retard, APU by pressing the APU Master Switch. highly recommended.
Retard” is heard. Pull the thrust levers back to
idle and let the aircraft gently touch the INTRODUCTION USER SETUP
ground. The aircraft configuration window is
HOW TO READ THIS MANUAL ? accessible through the Wilco Airbus
This manual describes the panels and the configuration software :
LANDING aircraft systems. Reading this manual is very The suggested key assignments as follows :
Reverse Thrust & Braking important to understand how the panels and • Standby frequency swap :
As soon as the wheels have touched the the systems work, in order to use them This commands swaps the active and
ground, you can engage the thrust reversers if efficiently. standby frequencies on the Radio
you wish. Within this manual, you will find some notes Management Panel (RMP). This device is
The autobrake makes the aircraft decelerate about the usage of these aircrafts in Flight described later in this documentation.
on the ground. You can take the control at any Simulator. They are written in italics. Each • Autopilot arming switch :
time by using the brakes. Any action on the time you read a section in italics, remember This command is mapped to the ‘Z’ key by
brakes automatically disconnects the it is something related to the implementation default.
autobrake system. of a system in the Flight Simulator context. It simulates the autopilot disconnect
Exit Runway You will also find some advice provided by real button located on the sidestick in the real
Exit runway when able. life pilots who fly real Airbus aircraft. This is aircraft. This is why it should be assigned The configuration window is accessible by
As soon as it is done, retract the flaps and very useful and aids understanding about how to one of your joystick button, if possible. pressing the top button labeled
disarm the ground spoilers to retract them. some systems are used. For example, it will • Autothrottle arming switch : “Configuration”. The Load Manager, key
Taxi to the Gate help you to answer the question: “Why should I This command is mapped to the “Shift-R” configurator and Fuel Planner will be
As you taxi to the arrival gate, you may notice use the TRK/FPA guidance mode instead of the key by default. described in other sections.
the FMGC resets 1 minute after the aircraft HDG/VS mode?” It may also let you know when It simulates the thrust lever instinctive
has touched the ground. Its memory is cleared a system should be used, and when it pushbuttons located on the throttle levers Note : Than when you configure the aircraft
to make it ready for the next flight. The FMA shouldn’t. in the real aircraft. For this reason, it through this configuration tool, any change is
is also cleared. should be assigned to a button on your taken into account the next time the aircraft
SETUP SETUP
is loaded into FSX. Weight Unit quantities of documentation to start the ‘L’ key, an ‘L’ character is entered in the
You can select the unit used to display weights engines and fly the aircraft. Intermediate MCDU and the aircraft lights don’t
This cascade menu lets you configure the (aircraft weight, fuel weight...) The possible users will have more realism while enjoying change. Pressing the Scroll Lock key
aircraft with several options, described in the choices are kilograms (KG) and pounds (LB). some FS “shortcuts”. Expert users will have to again turns the keyboard back in a
following paragraphs. European pilots may prefer the metric system follow carefully all the required procedures to normal state.
(KG), while US pilots may prefer to use fly this aircraft.
Imperial measures. The table explains in detail the differences Note 1 : Remember that when a locker
In FSX, the configuration window is accessible only between the various levels of realism. key (such as Scroll Lock) is used, EVERY
through the Wilco Airbus configuration software. Panel Sound Volume In summary, if you set the realism to key stroke is redirected to the MCDU.
The panel has its own sounds: warning sounds, beginner, you will be able to start the Don’t be amazed if the ALT key doesn’t
GPWS altitude callouts, etc. This slider lets engine, take off and land without reading a display the FS menu any more. This is
you adjust the panel sound volume single page of this manual. Otherwise, you because this key is also intercepted.
independently from the other FS sound must read the documentation to set up the Press the locker key again for normal
settings, such as engine sound volume, aircraft properly for take off and flight. keyboard behavior.
cockpit sound volume, etc.
IRS Alignment Duration Note 2 : In FSX, this key is used to
User Experience (Realism) By default, the IRS alignment time depends on display/hide the ATC window, which can
This aircraft can be flown in different modes the level of realism, as shown in the table also be displayed/hidden using the
depending on the level of realism you are above. ‘accent’ key. For this reason, you should
expecting. Three realism levels are available: In the real aircraft, the alignment time is clear the ‘Scroll Lock’ assignment for the
beginner, intermediate and expert. To make it around 10 minutes. For easier use, you can ATC window and make this function
simple, beginner users will not have to read reduce this time and set the value you wish accessible through the ‘accent’ key only.
using the slider.
Beginner Intermediate Expert Remember that if you change the level of Startup
Engine Start FS shortcut allowed Full startup sequence Full startup sequence realism, the alignment time will be updated Press the “cold & dark” button to reset the
(Ctrl-E key operative) must be executed must be executed accordingly. aircraft in a cold and dark situation, with all
the engines and devices turned off.
RWY Mode Available on any runway, Available only if the runway Available only if the runway
MCDU Keyboard Input This feature is available only if the aircraft is
(runway lateral as long as the aircraft has a localizer and the has a localizer and the
mode) is aligned. departing runway has been departing runway has been You may want to use your PC keyboard to parked on the ground.
entered in the MCDU entered in the MCDU enter data into the MCDU. You can do this by
selecting a key modifier or a key locker : Pushback Type
Inertial Information Always available Available only when the IRS Available only when the IRS • A key modifier is supposed to be used in This aircraft allow you to choose the type of
(aircraft heading/track are aligned are aligned
combination with the keyboard keys. For pushback you want to use. The standard
and position)
example, if you select Shift-Control as pushback is the default pushback available in
Ref Speeds Automatically computed Automatically computed on Not automatically computed, the modifier, pressing Shift-Control-L will Flight Simulator, triggered by the Shift-P key
(V1, VR, V2) with average values request. A warning on the PFD the pilot has to enter them enter an ‘L’ character in the MCDU. (by default) with the 1 and 2 keys to steer the
no warning on the PFD if they are not entered in the MCDU. Otherwise, Note : A key combination may be in aircraft.
a warning appears on the PFD conflict with a FS command, such as Shift- The other pushback type simulates the use of
Gross Weight (GW) Automatically computed Must be entered in the MCDU Must be entered in the MCDU Control-L for the aircraft landing lights. a Power Push Unit (PPU). Unlike the standard
according to FS settings to compute the F, S, and Green to compute the F, S, and Green • The use of a key lock will intercept all pushback, this device is not a pushback
Dot speed (available on request)Dot speed (available on request) the keys to redirect them to the MCDU. vehicle attached to the nose wheel with a tow
Default IRS Alignment 10 seconds 1 minute 10 minutes For example, if you select Scroll Lock as bar. The PPU is a small remote controlled
duration the key lock and press the Scroll Lock vehicle attached to a main gear wheel that
Wind indication on Always visible Not visible if speed is too low Not visible if speed is too low key, the scroll lock LED lights up on your pushes the aircraft without steering it. When
the Navigation Display (unreliable inertial information)(unreliable inertial information) keyboard and any key typed on the using a PPU, the pilot has to steer the aircraft
keyboard enters a new character into in the same way as taxiing.
MCDU Assistance Available Available Not available
the MCDU. For example, if you press the
SETUP / FLY-BY-WIRE FLY-BY-WIRE
commanded through the stick. it has to increase lift, which means increasing
FLY-BY-WIRE If, for any reason (emergency situation for the load factor. Increasing the load factor to
PPU Simulation in FS : example), if the pilot wants to exceed the 33° 2.5 g corresponds to a 67° bank angle, and 2.0
To control the PPU, use the keys or the device (such OVERVIEW limit, he must continue the stick input to g corresponds to 45°. This is the
as rudder pedals) that you usually use to turn the This aircraft is equipped with a fly-by-wire maintain bank angle. As soon as the stick is explanation...
nose wheel. system managed by the Flight Augmentation returned to the lateral neutral position, the
Note that the PPU pushback type is not available in Computer (FAC) and the Elevator and Aileron aircraft comes back to a bank angle of 33°. In Pitch Angle
FSX. Computer (ELAC). It commands the flight any event, the aircraft cannot exceed a 67° When the pilot wants to command a climb or
controls electrically from the input given by bank angle in clean confi-guration (45° with descent, he pulls or pushes the stick. Instead
the pilot through the sidestick. In normal law, flaps) to limit the structural acceleration of of commanding an elevator position, the pilot
this system provides: 2.5 g in (2.0 g with flaps). commands a load factor change. As soon as
• Flight automation : bank angle and pitch is The flight directors automatically disappear the stick is in vertical neutral position, the
maintained as soon as the stick is released when the bank angle reaches 45°. current load factor is maintained in order to
to the neutral position. The bank angle control is illustrated by the maintain a constant pitch angle through the
• Flight envelope protection : the system figure below : auto-trim system.
Power Push Unit, designed to be attached on one of the prevents the aircraft from entering into The flight envelope protection system limits
dangerous situations, such as high bank the pitch angle to 30° in climb and 15° in
main landing gear.
angle or stall. descent. The flight directors automatically
Auto-Pause disappear when these limits are reached.
Checking this option automatically pauses FS In direct law, the aircraft is controlled like If the alpha protection triggers the alpha floor
when the next waypoint is the computed top any standard aircraft : the elevator and mode (high incidence angle protection), the
of descent point and the distance is less than aileron deflections are proportional to the alpha floor will automatically command a
20 NM. This is especially useful for long flights side stick movements. nose down situation until the incidence angle
returns to a correct value.
during which you might not be in front of your
The aircraft automatically switches to direct
computer when the aircraft is about to begin law when it is lower than 50 feet above the Why do these limits exist ? Fly-by-Wire management in Flight Simulator :
its descent. ground (100 feet if autopilot is active). The aircraft is limited in terms of The simulation of this system does not require any
The normal law protections are active only if acceleration, because of structural and additional module in Flight Simulator. It works with
FLIGHT RESET at least one FAC is operative. aerodynamic reasons. These limits are 2.5 g in the standard installation of FS. Nevertheless, it only
clean configuration and 2.0 g with flaps. works if a joystick is used to fly the aircraft.
An option is available to let you reset the
USAGE If the aircraft wants to maintain a constant Keyboard contro is possible, but it is not totally
current flight. This operation consists of the The pilot uses the sidestick to control the altitude in turn, it has to increase the lift to efficient. Any serious virtual pilot should not use the
following actions: aircraft. The stick's side to side movements counter the bank angle, so it naturally keyboard to fly...
• The flight phase is reset (the value is set command the bank angle. The stick's forward increases the load factor weight. The joystick sensitivities and null zones must be
according to the current aircraft and backward movements command the adjusted in order to make this system work
situation). Refer to the FMGC section to pitch, just like on any aircraft. efficiently in FS. These settings are found in the FSX
Bank Angle pull-down menu Options > Settings > Controls...
know more about the flight phase.
When the pilot wants to make the aircraft
• The flight plan is reset, which means the turn, he uses the sidestick to command a bank
next waypoint is the first waypoint of the angle. He doesn’t have to use the rudder
flight plan. pedals as the FAC manages the auto-
• The recorded fuel used by each engine coordination automatically. In normal
conditions, the bank angle should never
(displayed on the SD) is reset to 0.
exceed 33° (the autopilot always commands a
bank angle less or equal to 25°). When the With the help of some mathematics, we can
Pressing Ctrl-Shift-R resets the current flight. stick is returned to neutral position, the bank understand that the load factor depends on
A popup window confirms the operation. angle is maintained until a new bank angle is the bank angle: the more it banks, the more
FLY-BY-WIRE
settings (especially regarding the accuracy), you should

apply these settings.
Note : The flight control system modeled in Flight

Simulator is not designed for fly-by-wire systems. In the
real aircraft, there is no direct link between the sidestick
and the ailerons/elevators. The sidestick gives an order
to the computer, which computes an electronic order for
the ailerons and elevators. In FS, there is always a link
between the user joystick and the simulated aircraft
flight controls.
In order to get the best results from the fly-by-wire
system, move the joystick gently, and remember, this
• Null zone : The fly-by-wire system comes into aircraft is not designed for aerobatics, but for optimal
action when the joystick is in neutral position, passenger comfort. If you feel uncomfortable with the
in order to maintain the bank/pitch angle aircraft control, just release the stick and let the fly-by-
wire control the aircraft. Then you just have to adjust
commanded by the pilot. If you find this feature
the aircraft trajectory through small stick corrections.
does not work properly, it may be because the
null zone defined for the aileron or elevator axis
is too small. In this case, increase the null zone
so that the fly-by-wire system can identify the
null zone more easily.
• Sensitivity : The pitch control works better if the
elevator sensitivity is set to the maximum. It
provides a better reactivity to the system.
The following parameters provide good results :
Real pilots suggest pushing the sensitivity to the

maximum and reducing the null zone to the minimum.
If your hardware is good enough to support these
AUTOFLIGHT AUTOFLIGHT
choose if the airspeed is displayed in knots speed, in knots or Mach. If the speed is
or in Mach. managed, it is dashed and the managed
• The HDG-V/S / TRK-FPA pushbutton selects speed light is on.
the display mode. If HDG-VS mode is • The heading window displays the target
selected, the heading and the vertical heading or track. If the lateral navigation
speed (in feet per minute) are shown. If the is managed, it is dashed and the managed
TRK-FPA mode is selected, the track and the heading light is on.
flight path angle (in degrees) are displayed. • The altitude window shows the target
• The METRIC ALT pushbutton triggers the altitude. It is never dashed. The light is on as
display of the altitude in meters on the soon as the altitude displayed is higher than
Primary Flight Display. the acceleration altitude entered in the
• The six engagement pushbuttons (AP1, MCDU (refer to the FMGC section for more
AP2, A/THR, EXPED, LOC, APPR) will be details).
described later in this chapter. • The vertical speed window shows the
The four rotating knobs are the following : vertical speed in feet per minute, or the
flight path angle in degrees.
AUTOFLIGHT which the knob moves : Selected Functions

• If you push a knob, it moves in the When airspeed, heading or vertical speed
AUTOFLIGHT COMPONENTS direction of the aircraft systems, which value is selected, it can be adjusted by
The pilot interacts with the autoflight means you give the control to the turning the corresponding knob until the
management system through the following machine. • The airspeed knob controls the airspeed, desired value is displayed in the FCU window.
components : • If you pull a knob, it moves in your in knots or in Mach depending on the mode In the example shown below, the speed,
• The Flight Control Unit (FCU) located on direction, which means the control is given selected with the SPD/MACH pushbutton. heading and vertical speed are selected, and
the glareshield to the pilot. It can be pushed to have the speed their values are 210 knots, 12° heading and a
• The Multifunction Control and Display Unit FCU knob usage in Flight Simulator : managed by the flight management 2100 feet per minutes to climb to the altitude
(MCDU) located on the pedestal The actions on the FCU knobs are simulated by system. of 25000 feet (FL250).
• The thrust levers mouse click actions. Pushing a knob is simulated • The heading knob allows the pilot to
• The sidesticks by a left mouse button click, and pulling a knob select the heading or track, depending on
The autoflight status can be monitored on the is simulated by a right mouse click. the mode selected with the HDG-V/S /
following components : The following table summarizes the FCU knob actions : TRK-FPA pushbutton. It can be pushed to
• The FCU have the lateral navigation managed by
• The Primary Flight Display (PFD), especially Real world action FS simulated action Function the flight management system.
the Flight Mode Annunciator (FMA) and the Knob push Left-button mouse click Managed • The altitude knob controls the target FCU knob rotation in Flight Simulator :
Flight Director. Knob pull Right-button mouse click Selected altitude. It can be pushed to have the The knob rotation is simulated by clicking on the
Flight Control Unit vertical navigation managed by the flight left/right of the knob to decrease/increase the
Selected and Managed functions FCU Layout management system. corresponding value. For the vertical speed knob, you
The Flight Control Unit (FCU) has four rotating The FCU is composed of four rotating knobs, • The vertical speed (V/S) knob controls the have to click above/below the V/S knob to
knobs. It is a feature of the FCU that these nine pushbuttons and four display windows. vertical speed in feet per minute or the increase/decrease the value.
knobs can also be pushed or pulled. The nine pushbuttons act as follows : flight path angle (FPA), depending on the As soon as you move the mouse in one of the sensitive
If a knob is pulled, it means the pilot takes the mode selected with the HDG-V/S / TRK- area used for rotation, the hand cursor appears with a
decision to control the knob's function. In this FPA pushbutton. The vertical speed can + (plus) or a – (minus) to indicate the possible
case, the function is selected. not be managed. If the knob is pushed, it variation. If you click the left mouse button, it
If it is pushed, the pilot transfers functional triggers a level off action. commands a normal value change. If you click the
control to the flight management system. The The FCU has four windows, corresponding to right mouse button, it makes a bigger incremental
function is managed. the four knobs: change.
To remember this, think of the direction in • The SPD-MACH pushbutton lets the pilot • The speed window displays the target
result in an expedited climb or descent. 1 - Flight Director pushbutton : FD 6 - Expedite : EXPED

Managed Functions This button is used to engage the flight Pressing this button initiates an expedited
If a knob is pushed, the corresponding director. This is absolutely necessary before climb or descent. An expedited climb
function is managed by the Flight engaging the autopilot. Remember that the corresponds to an open climb at green dot
Management System. The corresponding FCU flight director determines how the aircraft speed. An expedited descent is an open
display is then dashed and the managed should be flown, and the autopilot just descent at the speed of 340 kts/M.0.80,
The value changes are summarized in the table
guidance light turns on. executes the orders coming from the flight regardless of any speed constraint.
below :
In this example, the speed, heading and director (the FD is “the brain” and the AP is 7 - Approach : APPR
vertical speeds are managed. “the muscle”). When the aircraft is on an ILS approach, press
Function Button mouse click Variation
2 - Localizer : LOC this button to engage the ILS approach mode.
Airspeed (knots) Left +/- 1 knot
Right +/- 10 knots This button is used to engage the localizer This will command the lateral and vertical
mode. When it is engaged, it commands the navigation to follow the localizer and glide
Airspeed (MACH) Left +/- .01
Right +/- .10 lateral navigation to follow the localizer slope. This mode has to be engaged to effect
Heading/Track Left +/- 1° which frequency is tuned on NAV1 (ILS). an autoland.
Right +/- 10° The LOC mode should be engaged before the If the LOC mode was previously engaged,
Altitude Left +/- 100 feet Notes : APPR mode. engaging the APPR mode will turn the LOC
Right +/- 1000 feet • The vertical speed/flight path angle knob 3-4 - Autopilot pushbuttons : AP1 and AP2 light off. Nevertheless, the APPR will guide
Vertical Speed Left +/- 100 ft/min can not be managed. Pushing this knob The pilot uses these buttons to engage the the aircraft on the localizer and the glide
Right +/- 1000 ft/min results in a level off action. autopilots. Two autopilots are provided for slope.
• Even if the vertical navigation is managed, redundancy. You can engage either AP1 or
Mouse wheel usage : the FCU altitude window is never dashed. AP2. However, AP1 and AP2 can be engaged Some Advice
When the mouse cursor is moved over a knob or over simultaneously only in approach mode, to LOC/APPR mode usage
a variation zone, you can use the mouse wheel to Reminder : increase the safety of an autoland. Real pilots say the LOC mode should ALWAYS
adjust the value. Turning the mouse wheel normally Before taking off, the speed, heading and These pushbuttons should not be used to be engaged before the APPR mode. Even if
commands a normal variation. Turning the mouse vertical speed are managed by default. To disengage the autopilots. If this is done, a engaging the APPR mode before the LOC mode
wheel while pressing one of the Shift keys make sure the FCU is correctly set for take continuous alarm will sound due to this is possible, it should never be done. This is
commands bigger variations. off, remember the words “dash, ball, dash, abnormal procedure. The autopilot should be because the airport approach guides you on a
ball, ball, dash”. It means speed display is disconnected using the sidestick red button lateral and vertical path that avoids the
dashed and speed light (ball) is on, heading is (or assigned key stroke, eg Z). When this is terrain. The terrain avoidance is totally
dashed and heading light is on, altitude light done, the warning sound is temporary. reliable only if you descnd on the glide slope
is on and vertical speed is dashed (as shown Sidestick button simulation in Flight Simulator : and when you are aligned with the runway, or
on the image above). In the FS Setup section (Key Assignments), the runway localizer.
This is especially important for the altitude assignment of the FS autopilot switch to a joystick Autoland
If you want to change the altitude selection, light, which is illuminated only if the selected button is recommended. If you can do so, it allows In case of lateral wind, the autopilot will have
you must first turn the altitude knob to altitude is higher than the acceleration you to simulate the real aircraft procedure that difficulties to follow the localizer. Real life
display the desired target altitude. Then you altitude. If it is lower, the initial climb will not consists in disconnecting the autopilot only through pilots say the autoland is NEVER used in case
can initiate the climb or descent by one of the be correct. the joystick button, and not through the AP1/AP2 of lateral wind. The human pilot is much
following actions : pushbuttons on the FCU. better than the autopilot to make small and
• Pull the altitude knob. This will make the Engagement Pushbuttons 5 - Autothtrust : A/THR accurate trajectory changes in order to fly a
altitude ‘selected’ and it will result in an Seven engagement buttons are located on the Pressing this button engages or disengages the good ILS approach. The autoland is perfect for
open climb or open descent. FCU. They illuminate when their autothrust system. This system can also be low visibility approaches, but not for windy
• Push the altitude knob. The altitude is corresponding mode is engaged. engaged or disengaged using the thrust levers ones.
now ‘managed’ and it will result in a (discussed later in this chapter). Autothrust usage
managed climb or descent. This button illuminates when the autothrust is Many pilots say you shouldn’t use the auto-
• Pull the V/S knob, and select a vertical armed or engaged. The only way to know the thrust when flying the aircraft manually. This
speed. exact status of the autothrust is by looking at is because it may amplify the trajectory
• Press the EXPED pushbutton, which will the Flight Mode Annunciator (FMA). correction (especially in pitch) you make to
fly the aircraft along the glide slope. Other The levers can be moved in : FMA).
pilots think the auto-thrust is reactive enough Thrust Levers • the IDLE detent : the autothrust system is As soon as the levers are retarded into the
to be used even when the aircraft is flown The thrust system of this aircraft has four automatically disconnected and idle CL detent, the autothrust system is auto-
manually. You will make your own opinion. detents in which the levers can enter. When power is always applied, unless TOGA matically engaged : the A/THR message on
In case of strong wind, you may see the auto- the pilot moves the levers, he can feel “hard LOCK mode is engaged, the FMA appears in white.
thrust is constantly updating the thrust. This points” when they reach one of the detents. • the CL detent : the Full Authority Digital • During the whole flight, the levers should
may sound weird, but if you look carefully, The four detents correspond to four possible Engine Control (FADEC) commands climb remain in the CL detent, unless max power
this is the best way to have the aircraft speed thrust modes: power, is needed in case of an emergency.
conform to the FCU required selected or • IDLE • the FLX/MCT detent : FLX (flex) is used for
managed speed. In my opinion, the impact of • CL for Climb reduced thrust take off, and MCT (max On this aircraft, the throttle levers don’t
the wind on the airspeed in FS is not totally • FLX/MCT for Flex/Maximum Continuous continuous thrust) should be selected in move by themselves, even if thrust is
realistic, it is too strong. Thrust single engine operation, commanded by the FADEC. They are
Flying the aircraft manually • TOGA for Take off go-around • the TOGA detent : whatever happens, full supposed to stay in the CL detent when the
If you disconnect the auto-pilot to fly the The thrust levers have two red buttons on the engine power is applied (for take off or go- autothrust system is engaged. For this
aircraft manually, many pilots suggest the use side, called instinctive buttons. They are used around). reason, the pilots must be warned when idle
of TRK/FPA mode instead of HDG/V/S mode. to disarm the autothrust system. Standard Usage thrust is commanded. This is shown on the
In TRK-FPA, the green flight path vector The autothrust system should be used as often Engine/Warning Display (E/WD) with an IDLE
symbol, called the "bird", shows the aircraft as possible, even if some pilots say it message that flashes for a few seconds.
trajectory in a way that is easier to shouldn’t be used when the aircraft is flown Monitoring
understand by a human pilot : manually. It should be turned on just after The autothrust system can be monitored
• on the lateral plan, you can observe the take off and should remain on until the through several autoflight components:
impact of the lateral wind and see where aircraft has landed. • On the Engine/Warning Display (E/WD),
the aircraft is really heading, The standard usage of the throttle is the the engine power commanded by the
• on the vertical plan, you see the angle of following : autothrust system is shown with a blue arc
descent that allows you to easily fly an • The levers should be in the IDLE position on the N1 gauges.
approach visually. Simulation of the lever movement in Flight Simulator : when the engines are turned on. • On the E/WD, messages can be displayed
As your throttle control does not have detents, this • They can be moved in the manual range to indicate specific autothrust status (IDLE
Sidesticks and Rudder Pedals is simulated by a sound that is played each time a for taxi. Note that the aircraft can taxi or A.FLOOR).
In the real aircraft, the sidesticks are firmly lever enters or leaves a detent. When you move your with idle thrust, you just need a little • On the Flight Control Unit (FCU), the
held in their center position when an throttle, pay attention to this sound because it thrust to initiate the roll. A/THR pushbutton light shows if the
autopilot is engaged. A strong manual indicates when the levers have reached a detent. You • For take off, the pilot decides if flex or autothrust system is off (light off) or
movement of a sidestick or a rudder pedal can also see the thrust mode indication on the take off power should be applied. Use flex armed or engaged (light on).
input indicates that the pilot wants to take Engine/Warning Display (E/WD). power as often as possible to save the • On the Primary Flight Display (PFD), the
the control of the aircraft. It disconnects the The autothrust system works properly if you control engines. Maximum TOGA power should be first column shows the current autothrust
autopilot with an aural warning. This warning the throttle through the keyboard. Nevertheless, the used on short or wet runways or when the mode, and the 5th column shows the
indicates it is not the right way to disconnect use of a throttle device is highly recommended. weather conditions are bad (especially autothrust status (off, armed or engaged).
the autopilot. This warning can be stopped by Simulation of the instinctive pushbuttons in Flight windshears).
one of the following actions: Simulator : As soon as take off power (FLX or TOGA) is Autothrust modes
• re-engaging the autopilot through the FCU The instinctive pushbutton function is mapped on applied, the autothrust system The autothrust system has two kinds of
pushbutton, the FS auto-throttle system. You can map any key or automatically arms : the FCU A/THR light modes:
• pressing the sidestick button to confirm button to the “Autothrottle arming switch” turns on and A/THR appears in blue on the • The fixed thrust modes: a fixed thrust is
the Autopilot disconnection action. command and it will simulate the instinctive FMA (5th column). commanded and the airspeed is controlled
In Flight Simulator, this feature is simulated by a pushbuttons. • When airborne and the reduction altitude by adjusting the aircraft pitch.
strong movement of the joystick or rudder pedal. If When the thrust levers are in the manual is reached (usually 1.500 feet AGL), the • The variable thrust modes: the speed is
you move the joystick or rudder pedal to an extreme range (not in a detent), the levers command pilot is requested to engage the climb controlled by changing the thrust engine
position, it disconnects the autopilot like in the real the engines like any other aircraft : the mode by moving the levers into the CL power.
aircraft. engine power is relative to the lever angle. detent (flashing LVR CLB message on the
Alpha Floor - Flight envelope protection illuminates when the autothrust is active. This message “THR IDLE” is displayed on the – The flight directors are turned off.
If the alpha protection system detects high is why the pilot must look at the FMA (column FMA when the fixed idle thrust is provided, • MACH
incidence angles, it engages the alpha floor 5) to determine if it is armed or active. and a flashing “IDLE” message is shown on It is the same as the SPEED mode. It is only
mode that automatically applies full TOGA the E/WD when the engine power is idle. available at high altitudes. The autothrust
engine power (even if the autothrust system is The aircraft speed is then controlled by system automatically switches from SPEED
not engaged and regardless of the thrust the pitch (used for open descent). to MACH and vice-versa at a
levers' position). At the same time, the Typical FMA display when take off power is applied. The autothrust mode is displayed on the FMA, predetermined altitude.
aircraft's pitch is decreased to reduce the The first column shows FLEX power is selected, column 1. When armed, the autothrust mode The autothrust system can be changed to
incidence. A message A.FLOOR is displayed on and column 5 shows the autothrust system is armed. is displayed in white inside a white bordered armed mode by moving the throttle levers
the FMA (1st column). box. forward into the FLX/MCT or TOGA detent.
When the incidence angle is correct again, the When the autothrust system is armed, only The autothrust is disarmed when the A/THR The autothrust is de-activated if the A/THR
alpha floor stops and the autothrust system the fixed thrust modes (constant thrust button is depressed on the FCU, or when the button is depressed on the FCU, or when the
locks the TOGA power. The TOGA LK message provided) are available : throttle levers are moved back to the IDLE throttle levers are moved back to the IDLE
is then displayed on the FMA (1st column). • TOGA - Take off / Go around : detent. detent. In this case, an “A/THR OFF” message
To unlock the TOGA LK mode, the pilot must This mode provides the maximum thrust, appears on the E/WD for a few seconds and a
follow the recommendations: “MAN TOGA” is displayed on the FMA Autothrust Active warning sound is heard.
1. Move the trust levers to the TOGA detent (column 1). If the autothrust system is armed, it becomes
to avoid a thrust difference when the • FLX – Flex : active when the throttle levers are moved Thrust Limitation
autothrust system is disengaged. It is used for reduced thrust take off. The into the CL detent. If it is off, it can be made During normal operations, the thrust levers
2. Disengage the autothrust system by provided thrust depends on the active by pressing the A/THR button on the should remain in the CL detent during the
pressing the A/THR button on the FCU or temperature that is entered in the MCDU FCU. whole flight. If the autothrust system is
by pressing an instinctive pushbutton. PERF page. If the aircraft is on the ground, When the autothrust system is active, the engaged and the levers are moved below the
3. Retard the levers to the CL detent. “MAN FLX” message is displayed on the A/THR light illuminates on the FCU panel, and CL detent (in the manual range), the thrust is
4. Re-engage the autothrust system by FMA (column 1) with the selected a white A/THR message appears on the FMA limited to the thrust lever position. If the
pressing the A/THR button on the FCU temperature in blue. (column 5). The thrust mode displayed in the thrust lever position is limiting the autothrust
again. If the flex mode is used for take off and no 1st column of the FMA appears in green. system, a master caution is generated and a
temperature has been entered in the When the autothrust is active, the fixed and message is displayed on the E/WD to indicate
MCDU, a message “FLX TEMP NOT SET” variable thrust modes are available. In this this. Repeated chime will sound until a
FLIGHT GUIDANCE appears on the E/WD. In this case, the mode only, the autothrust fully controls the corrective action if taken.
The flight guidance section covers all the take off should continue in TOGA mode by thrust to maintain selected or managed speed Thrust Lock
automatic flight modes : speed guidance, pushing the throttle levers into the TOGA in level flight or when the aircraft is following When the autothrust system is armed with the
lateral guidance and vertical guidance. detent. This removes the caution a specific vertical path (ILS approach for levers in the CL detent and the autothrust is
message. example). disengaged by pressing the FCU A/THR
Speed Guidance • MCT - Maximum continuous thrust : pushbutton, the engine thrust remains
It is mainly related to the autothrust system. It provides a fixed thrust that is the Variable thrust modes are : constant until the levers are moved out of the
maximum continuous thrust depending on • SPEED CL detent. This status is shown by a flashing
Autothrust arming the current conditions. This is the normal This mode is available only when the THR LK message on the FMA (1st column) and
If the autothrust system is off, it is armed lever position if an engine fails. autothrust system is active. A “SPEED” a message appears on the E/WD, asking the
when the throttle levers are moved to the • CL – Climb : message is displayed in green on the FMA pilot to move the thrust levers. Repeated
FLX/MCT or TOGA detent during take off, or Climb thrust is provided based on the (column 1) when this mode is engaged. chime will sound until a corrective action if
when the levers are moved in the TOGA current conditions. A message “THR CLB” The autothrust automatically switches to taken.
detent while the aircraft is in flight and the is displayed on the FMA when the fixed this mode when :
flaps are extended (go around). climb thrust is provided. The aircraft – the aircraft levels off from a climb or a Lateral Guidance
When the autothrust system is armed, the speed is then controlled by the pitch (used descent, The lateral guidance modes provide guidance
A/THR light illuminates on the FCU panel, and for climb). – a vertical guidance mode that commands along a lateral path according to the FCU
a blue A/THR message appears on the FMA. • IDLE : a specific vertical path (V/S or ILS mode) settings or to the flight plan stored in the
Note that the A/THR button light also This mode provides fixed idle thrust. A is engaged, FMGC.
The pilot can control the lateral guidance on the FMA). It will automatically become manually through the FCU by doing the engines power will be set to IDLE.
through the FCU, in which case it is a selected active shortly after take off. following actions : If the EXPED mode is engaged when the open
lateral mode. Or he may let the FMGC manage • Select a new altitude on the FCU using the descent mode is active, the aircraft will
it, in which case it is a managed lateral mode. Vertical Guidance altitude knob, descend as quickly as possible, using the
The vertical modes provide guidance along • Then select a vertical mode using the maximum speed of 340 kts/ Mach .80 as the
Automatic Lateral Modes the vertical flight plan, according to the FMGC altitude knob, the V/S knob or the EXPED target speed (potentially limited by the VMAX
During take off (as soon as the throttle levers flight plan and pilot inputs via the FCU. button. This action will determine the speed).
are in the FLEX or TOGA detent), the lateral The pilot can control the vertical guidance vertical mode that will be used to fly the
RWY (runway) mode automatically engages. manually through the FCU (selected vertical aircraft : V/S, FPA, Open Climb or Open The open descent mode can be engaged only
This mode is designed to help the pilot in mode) or let the FMGC manage the vertical Descent. when the autopilot and autothrust systems
following the runway heading. In fact, it guidance (managed vertical mode). are active, by the following actions :
automatically sets the ILS frequency (if it The vertical modes are always on the 2nd Open Climb (OP CLB) 3. Select an altitude that is lower than the
exists) and the yaw bar is displayed on the column of the FMA. The active mode is This mode is used to climb at a selected altitude current altitude on the FCU,
PFD to help the runway tracking. If the displayed in green on the first line, and the without taking care of any altitude constraint. 4. Pull the altitude knob.
runway has no ILS, no yaw bar is shown. armed mode is shown on the second line in This mode is linked to the THR CLB autothrust Note : The open descent should not be used at
blue. mode (fixed thrust mode with N1 set according low altitudes.
to the CLB thrust setting). When this mode is
Automatic Vertical Modes active, the current selected or managed target Vertical Speed / Flight Path Angle (VS or FPA)
Typical FMA display when take off power is applied. During take off (as soon as the throttle levers speed is held and the pitch is adjusted These modes let the pilot control the climb or
Column 3 shows the runway mode is engaged (green are in the FLEX or TOGA detent), the lateral SRS consequently. This is why the V/S FCU display is descent through the vertical speed or the
RWY), and the NAV mode is armed (blue NAV). (speed reference system) mode automatically dashed. flight path angle (depending on the FCU
engages if some conditions are fulfilled : If the EXPED mode is engaged when the open mode, V/S – HDG or TRK – FPA). Consequently,
When the aircraft reaches the altitude of 30 • The flaps are extended, climb mode is active, the aircraft will climb as the FCU V/S or FPA display shows the selected
feet above the ground, the NAV mode • V2 was entered in the MCDU Take off PERF quickly as possible, using the green dot speed value.
automatically engages if a flight plan is page. as the target speed. These modes are linked to the Speed/Mach
defined. If no flight plan is defined, or if the This mode is designed to manage the initial autothrust mode (variable thrust mode that
flight plan leads to a discontinuity, the RWY climb, from the ground to the acceleration The open climb mode can be engaged only adjusts the engine power according to the
TRK (runway track) mode automatically altitude. It will make the aircraft climb at the when the autopilot and autothrust systems speed target).
engages to help the pilot in following the highest possible rate of climb, keeping V2+10 are active, by the following actions : The FMA displays the selected mode (V/S or
runway track after take off until another knots if all engines are running, otherwise V2. 1. Select an altitude that is higher than the FPA) with the current selected value in blue.
lateral mode is selected. This mode is very helpful, you just have to follow current altitude on the FCU, In V/S mode, the FMA and FCU may look like
the flight director after take off to make a 2. Pull the altitude knob. this :
Selected Lateral Mode perfect climb. Note : If the altitude change is less than 1.200
The pilot can control the lateral guidance feet, the vertical speed will be set auto-
manually through the FCU by pulling the HDG matically to 1.000 feet/min and the FMA
(or TRK) knob on the FCU to select the indications don’t change.
heading (or track). Depending on the FCU Typical FMA display when take off power is applied. In open climb, the FMA looks like this :
mode, the heading or the track is selected. Column 2 shows the speed reference system mode is engaged
(green SRS),and the managed climb mode is armed (blue
Managed Lateral Mode CLB).
The crew can push the HDG knob to set the
heading managed mode. The NAV mode then As soon as the acceleration altitude is Open Descent (OP DES) In FPA mode, they may look like this :
becomes active (shown in green on the FMA) reached, the vertical mode automatically This mode is similar to the open climb mode,
and the aircraft follows the flight plan switches to CLB mode. used for the descent. It allows the descent at
entered in the FMGC. a selected altitude without honoring any
If the heading is in managed mode on the Selected Vertical Modes altitude constraint. It is linked to the THR
ground, the NAV mode is armed (shown in blue The pilot can control the vertical guidance IDLE autothrust mode, which means the
(managed lateral mode). To engage the speed and altitude information relative to the descent.
managed descent, an altitude lower than the 1. The descent target speed is shown with a
current altitude must be selected on the FCU, magenta = sign.
and the ALT knob must be pushed. 2. The FMGC can adjust the speed up to the
maximum managed descent speed, which
When the managed descent is initiated, the is the target speed + 20 knots.
aircraft will try to descend using idle thrust as 3. If the aircraft has to slow down the
Managed Vertical Modes
long as possible to save fuel. It will also respect aircraft, it can adjust the speed down to
In Managed vertical mode, the FMGC deter-
the constraints, especially the speed limitation the minimum managed descent speed,
mines the best climb or descent profile.
below the limitation altitude (usually, the speed which is the target speed - 20 knots.
By default, the CLB mode (climb mode) is
limit is 250 kt below 10,000 ft). In fact, the FMGC 4. The descent path indicator (magenta
armed when the aircraft is on the ground. It is
computes a ideal descent path it will do circle) shows the vertical deviation with
shown in blue on the FMA. It means the climb The top of descent point, computed by the FMGC,
everything possible to maintain the aircraft on the computed descent profile.
mode will be automatically activated as soon is shown with a white down arrow (1)
this path. For any reason, you may initiate the descent On this example, the aircraft is above the
as the aircraft reaches the acceleration
altitude set in the MCDU (refer to the FMGC As soon as you initiate the descent, the FMA before or after the computed top of descent descent path (the magenta circle is below the
section to know more about the acceleration looks like this : point. In this case, the FMGC will do its best to altitude yellow line), which is why the FMGC
altitude). put the aircraft back on the computed descent commands a speed higher than the descent
Managed Climb profile. If you descend before, the FMGC will target speed (300 knots) in order to increase
The managed climb can be set at any time by command a slow descent (at 1.000 feet per the angle of descent while keeping idle
selecting a higher altitude on the FCU and The thrust is reduced to idle, and a magenta minute) until it intercepts the computed descent thrust. The managed descent speed will not
pushing the ALT knob. The managed climb can circle appears on the altitude tape. It path. If you descent after, the FMGC will initiate exceed 320 knots. If this speed is still too low
be activated only if the NAV mode is active represents the vertical deviation between the a idle descent with a high rate of descent while to intercept the descent path, you can extend
(lateral mode managed). current altitude and the computed descent keeping the airspeed within the possible range the speed brakes, but you should be aware
The managed climb is very similar to the open path. In managed descent mode, the FMGC (+/-20 knots around the descent target speed). If that it will result in a VERY high descent rate.
climb mode described earlier. The only will adjust the vertical speed to minimize the the aircraft is very high above the descent
difference is that the managed climb mode vertical deviation. This will be done by profile, the FMGC may be unable to intercept the During the managed descent, additional
respects the altitude constraints. If there is adjusting the descent speed by +/-20 knots path because it would need a descent speed information is computed by the FMGC and
no constraint, the open climb and managed around the managed descent speed. This higher than the maximum authorized speed. If displayed on the ND with the pseudo-
climb modes are just the same. interval is shown on the speed tape by 2 half this happens, the only solution is to extend the waypoints. These waypoints are computed by
If an altitude constraint is defined on the next triangles showing the minimum and maximum speed brakes so that the angle of descent the FMGC and added in the flight plan when
waypoint, the managed climb mode respects it by speed the aircraft can take to manage the increases with the same airspeed. all the necessary information is entered by
limiting the target altitude to the altitude descent. The example below shows a managed descent the crew.
constraint value. In other words, the target The best option is to initiate the descent where the aircraft is above the computed The pseudo-waypoints are the following:
altitude will be the altitude constraint, even if the when you reach the Top of Descent point, descent path : • Speed Limit :
altitude displayed on the FCU is higher. In this displayed on the Navigation Display, unless It is displayed as a magenta filled circle. It
situation, the target altitude symbol appears in the ATC commands you to descend at another shows where the aircraft will accelerate
magenta on the altitude tape, and the ALT time... or decelerate to reach a new target speed.
message is shown in magenta on the FMA to On this example, this waypoint is
indicate the presence of a constraint. As soon as positioned where the aircraft crosses
the constrained waypoint is passed, the target 10,000 feet and it will accelerate from 250
altitude becomes the FCU altitude, unless another to 300 knots.
constraint is defined.
Managed Descent
The managed descent should be used only
when the aircraft is at cruise altitude. It can
be engaged only if the NAV mode is activated During a managed descent, the PFD displays
airport and the ILS signal is received, the pilot Applying the brakes manually disengages the
can initiated an ILS approach by engaging the auto-brakes.
LOC and APPR mode to follow the localizer The pilot is free to engage the reverse thrust
and the glide slope. Remember that the if necessary (this action will never be
localizer should always be captured before triggered by the autopilot). If the pilot makes
the APPR mode is armed for the glide slope no action, the aircraft will come to a
capture. complete stop.
As soon as the APPR mode is engaged, you can If the pilot wants to take control of the
switch on both autopilots. This is the only aircraft, he must disengage the autopilot. It
time you can turn them on simultaneously in looks obvious, but pilots often forget this and
order to provide redundancy for an autoland. don’t understand why they can’t control the
• Top of Climb (1) and Top of Descent (2) : Managed Descent with the FS ATC : If both autopilots are engaged and the ILS is aircraft to leave the runway...
They are shown with white arrows on the If you fly with the FS virtual ATC, there is a captured, you can just let the aircraft go and
flight plan. The top of climb is placed high probability that it asks you to initiate it will proceed to an automatic landing.
where the aircraft is supposed to reach your descent before the computed top of
When the aircraft reaches 400 feet AGL, the
the cruise altitude, and the top of descent descent point. This is not a problem, you can
LAND mode activates, as shown on the FMA :
is positioned where the crew should engage a managed descent. In this case, your
initiate the descent to follow the aircraft will be below the computed descent
computed descent path as closely as path for a certain time (descent at 1000 feet
p o s s i b l e . per minute) and it will finally intercept the
correct descent path.
As the aircraft comes closer to the ground, it
In addition, the ATC will probably ask you to
will automatically engage the flare, which is
turn to a certain heading before you reach the
also shown on the FMA :
deceleration point (D point). In this case, you
will have to select a heading manually, and
this will force you to leave the NAV mode
(managed lateral mode). Consequently, the
FMGC will not automatically switch to the During an autoland, the only action required
approach phase, you will have to do it of the pilot is to pull the thrust levers back to
manually through the PERF page. I suggest you the idle position when the "Retard, Retard"
do this when switching to the tower frequency call-out is heard 20 feet AGL.
• Deceleration point : to get the landing clearance.
It is displayed with a big ‘D’. It shows
where the aircraft will start Approach & Landing
decelerating for the approach. If the If the speed is managed when the approach When the aircraft touches the ground, the
aircraft is in managed descent and phase is active, the target speed will be: ROLL OUT mode engages to steer the aircraft
managed heading, the FMGC will • Green dot speed if the aircraft is in clean on the ground. If the auto-brake was engaged,
automatically switch to the approach configuration the aircraft automatically brakes to
phase. It means it will automatically • S speed if the slats are extended decelerate on the ground.
decelerate to green dot speed in • F speed if the flaps are extended
clean configuration, then to S, F and • Vapp if the flaps are in configuration 3 or
Vapp speed according to the aircraft FULL
configuration. In addition, the ILS These speeds are computed by the FMGC. The
frequency of the arrival runway will Vapp speed is continuously updated to take
be tuned, if it is an ILS approach. the current wind into account and make sure
the aircraft can land in safe conditions.
When the aircraft is close to the arrival
30 For Microsoft Flight Simulator use only. Not for use in real aviation. For Microsoft Flight Simulator use only. Not for use in real aviation. 31
EFIS EFIS
EFIS • Shift-8 for the E/WD

• Shift-9 for the SD.
PANEL GENERAL USAGE
The panel is composed of several windows PFD – PRIMARY FLIGHT DISPLAY
that can be popped-up using the auto-hidden The PFD shows all the essential information
icon bar or the following keys: required to fly the aircraft.
• Shift-3 for the pedestal
• Shift-4 for the overhead panel
• Shift-5 for the MCDU
3. Bank angle reference : on the top of the
Attitude Indicator
attitude indicator, ticks represent bank angles
EFIS USAGE of 10, 20, 30 and 45°.
4. Bank angle indicator : this yellow index
All the EFIS (PFD, ND, E/WD and SD) are moves as the aircraft banks. It can be moved in
expandable (pop-up), detachable, resizable front of one of the tick to manage a turn with an
and their brightness is adjustable. accurate bank angle. This is especially useful to
When the mouse is over any EFIS central zone, PFD, aircraft stopped on the ground
manage procedure turns when flying in manual
also called “active zone” (shown here in mode.
magenta), you can :
• Pop-up the EFIS by clicking with the left
mouse button. When it is popped-up, you
can drag it by clicking in the outer zone 1. Horizon line : representation of the
(shown in green) to move it around the horizon on the attitude indicator. Ticks are
screen or on an additional monitor if you drawn every 10° to visualize the heading
have one. You can also resize it by variation, especially useful during turns. The image shows a right turn with a
dragging a border or a corner. When the flight director is off, a vertical blue maintained bank angle of 25°.
• Adjust the brightness by turning the mouse line on the horizon shows the heading or track The yellow bank angle indicator is also a side
wheel. PFD in flight selected on the FCU. This is very useful when slip indicator. The bottom part slides on the
• Reset the brightness by clicking the middle It is composed of several parts : landing manually with cross wind. left or right when the turn is not coordinated.
button (on many mice, this corresponds to • Attitude indicator, also known as the This never happens in normal law because the
clicking the wheel itself). artificial horizon (center) fly-by-wire system handles the auto-
• Flight director coordination.
• Speed indicator (left) 5. Reference bars : two bars represent the
• Altitude indicator (right) aircraft wings. They are the pitch reference.
• Heading/Track indicator (bottom part) 6. Fly-by-wire limitations : the green lines
• Flight Mode Annunciator FMA (upper part) show the limitations the fly-by-wire will
• ILS guidance (localizer and glide slope) respect. On the left and right of the attitude
• Radio-altitude indicator, the green lines show the bank angle
All these components will be described in this limitation (67° or 45° in normal law). On the
chapter. 2. Pitch indicator : the pitch indicator, also pitch ladder, green lines show the +30°/-15°
You can also use the number keys combined called “pitch ladder”, shows the pitch angle, pitch angle limitation. In normal law, the fly-by-
with Shift to pop-up an EFIS, which is If IRS is not aligned, some information is in degrees, with a line every 2.5 degrees. The wire system will prevent the pilot from passing
especially useful when the EFIS is not visible unavailable and can not be displayed on the top image shows a pitch of about 5°. these limits.
on the screen (i.e. when an outside view is PFD, which shows as following :
active): The vertical and horizontal green lines are the
• Shift-6 for the PFD flight director. It will be described later in this
• Shift-7 for the ND section.
EFIS EFIS
director shows a horizontal and a vertical trend bars to pilots switch the FD off and on at the very 290 knots (managed). 250 knots (selected) 310 knots (selected).
When the aircraft is on the ground with guide the aircraft on the vertical and lateral path. beginning of the flight, in order to reset the
engines started, the sidestick position is FCU and make sure no mode remains engaged Standard Information
shown on the attitude indicator : because of the previous flight. 1. Scrolling speed tape. The minimum airspeed
registered here is 40 knots.
Choosing HDG/VS or TRK/FPA guidance mode 2. Target speed entered on the FCU (if
The choice between these two modes is a selected) or managed by the FMGC. The
matter of personal preference. Some pilots triangle index showing the target speed is
say that TRK/FPA mode should be used when magenta if the speed is managed and blue
flying the aircraft manually without using the if the speed is selected.
flight director. If the target speed value is not visible on
My advice is that you should use your personal the speed tape, it is displayed above the
In TRK/FPA (track/flight path angle) mode, the flight experience. In my opinion, the TRK/FPA mode speed tape if higher than the highest
director is displayed as a line with 2 triangles (1) and the
is very useful when you land manually with displayed speed, and below if it is lower
1. Maximum sidestick deviation box flight path vector, also called “the bird”, is shown as an
strong cross winds. You shouldn’t use the than the lowest displayed speed. Again, it
2. Sidestick position indicator aircraft symbol (2). To follow the flight director in this
auto-pilot and autoland is such situations. is displayed in magenta if managed and in
mode, you should align the bird with the flight director blue if selected.
symbol.
Guiding the aircraft manually along its final
Flight Director approach trajectory is made easy by the use 3. Mach speed. It is shown only when mach
The flight director shows the pilot what Some Advice speed is greater or equal to 0.50.
Flight Director Usage of the “bird” in TRK/FPA mode. First, set the
directions must be taken to follow the aircraft TRACK value to the runway orientation. Then 4. Speed trend: shows the airspeed the
guidance calculated by the FMGC. When the When the aircraft is flown by the autopilot, aircraft will achieve in 10 seconds.
remember that the flight director is “the use the ILS indication to put the aircraft on
aircraft is flown manually, the pilot in command the localizer and glide slope. When the
is in charge of following the flight director in brain”, and the autopilot “the muscle”. The Additional Information
FMGC and the flight director “think” and aircraft is aligned with the ILS, you just have
order to fly the aircraft as required by the FCU The speed tape also shows additional
calculate the right flight control movements to keep the bird aligned with the heading
settings. When the autopilot is active, it will do information:
to guide the aircraft on the right trajectory. vertical blue line (lateral guidance) and keep
exactly the same byl commanding the aircraft to • VFE NEXT (1)
The autopilot is in charge of moving the flight the bird at 3° on the pitch ladder (vertical
follow the flight director. If you want to fly the This is the VFE (maximum speed
controls according to the orders given by the guidance). Remember that the “bird” (flight
aircraft manually without taking the FCU settings with flaps extended) that
flight director. path vector) shows you where the aircraft is
into account, you should disconnect the flight corresponds to the next flap/slat
This means you can replace the autopilot and actually going. This visual assistance helps
director. position. You should make sure the
fly the aircraft manually, following the you in following the ILS indication very easily.
The fly-by-wire system automatically hides actual airspeed is below VFE NEXT
directions provided by the flight director. Your Try it, and you will appreciate it, even with
the flight director bars when the bank angle before extending more flaps.
actions on the sidestick will merely replace strong cross winds.
reaches preset limits. It is shown with an amber = sign.
the actions taken by the autopilot. • Green dot speed (2)
Many pilots say the flight director should be Speed Indicator
The flight director has 2 different shapes, It is shown with a green circle on the
accor-ding to the guidance mode selected on turned off when flying the aircraft manually. speed tape. It is the best lift over
the FCU : For example, imagine you plan to land on drag speed. In clean configuration, it
runway 25 at Paris Orly (LFPO). At the very is the maneuvering speed.
last moment, you change your mind (or ATC It is used as the target speed during single
asks you to do so) and you have to land on engine climb and during expedite climb.
runway 26 instead. In this case, no time to re- • At low speeds, the minimum safe speeds
program the FMGC, you switch FD off and are displayed.
finish your approach on runway 26 manually, VLS (1)
helped by the ILS. It is shown with an amber line next to
the speed tape. It is the lowest
The current airspeed The current airspeed The current airspeed
Resetting the FCU is 276 knots is 296 knots is 298 knots
selectable
When you switch the flight director off, it (Mach 0.56) and (Mach 0.59) and (Mach 0.6) and speed. If the pilot selects a
In HDG/VS (heading/vertical speed) mode, the flight clears the FCU memory. This is why many the target speed is the target speed is the target speed is speed below VLS, the autothrust
EFIS EFIS
system limits the speed to VLS. minimal speed (you can fly the information) 5. In this case, the target altitude is lower
Alpha Protection (2) aircraft below this speed), but it than the lowest displayed altitude, so it is
The alpha protection system will is the “standard” speed that Refer to the Autoflight section for more displayed below the tape altitude. As the
trigger when the airspeed should be used for procedures information about the managed descent. aircraft is above the transition altitude,
reaches this value. It is displayed such as holding the target altitude is displayed in flight
as black and amber rectangles patterns or final approach. Altitude Indicator level.
next to the speed tape. If the speed is managed during The altitude tape displays the altitude just
Alpha max (3) approach, the maneuvering speed will like the speed tape displays the speed. Vertical Speed indicator
This speed corresponds to the be used as the target speed.
It is located on the right of the altitude
maximum angle of attack. Note : If you fly the aircraft below the
maneuvering speed, the autopilot indicator. It shows the current vertical speed
It is shown as a red ribbon. with a needle and a numerical value (in
bank angle will be automatically
• At high speeds, the maximum speeds are hundreds of feet per minute).
limited to 15°, instead of 25° in
displayed
normal conditions.
VMAX (1)
When the autopilot and autothrust are active,
This is the maximum speed the
the actual target speed will never be higher
aircraft can take, depending on its
than the current maximum speed, and it will Altitude tape Altitude tape Altitude tape
configuration. It is shown by a red
never be lower than VLS. when the aircraft (in flight) during
scale on the speed tape :
For example, if you select a speed of 250 is on the showing the FCU descent.
• VMO/MMO in clean configu- ground. target altitude.
ration knots on the FCU when the landing gear is
extended, a target speed of 210 knots (VLE) 1. Current altitude value shown in the
• VLE if landing gear is extended
will be taken into account by the FCU. altitude window. The altitude is shown in
• VFE is flaps/slats are exten-
green in normal conditions, in amber when
ded (varies with the flap
configuration) Managed Descent Information the aircraft altitude is below the MDA
Max speed = VMO + 6 knots (2) In the managed descent mode, the PFD displays (Minimum Descent Altitude, entered in the The vertical speed indicator turns amber
Speed at which the fly-by-wire additional speed information. During a MCDU). when the vertical speed is too critical. The
system will take corrective managed descent, the FMGC is allowed to The yellow frame flashes when the maximum vertical speed depends on the
actions to reduce speed. adjust the target speed by +/-20 knots around aircraft is near the target altitude. It is aircraft configuration.
• During take off the target speed. This is shown on the speed amber when the aircraft is too high or too
V1 (1), speed at which takeoff tape as follows : low according to the FCU altitude mode. Heading Indicator
can not be aborted shown with 2. Red ribbon showing the ground altitude.
a ‘1’ and a blue line 3. FCU target altitude: this symbol is shown
VR (2), rotation speed shown as in blue, except when the target altitude is
a blue circle limited by an altitude constraint on the
V2 (3), speed at which the next waypoint. In this case, it is magenta.
aircraft can climb safely shown When the target altitude is higher than
as a magenta triangle (target the highest altitude displayed (or lower
speed)
than the lowest altitude displayed), the
• In flight
target altitude is displayed numerically
Maneuvering speed 1. Heading reference line (yellow) shows the
This is the normal procedure speed that above (or below) the altitude
current aircraft heading.
depends on the aircraft configuration: tape. It is displayed in
2. Track : the green diamond shows the
• Green Dot speed in clean feet or as a flight level (FLxxx),
1. The target speed (300 knots in this current track, which is the direction in
configuration depending on the altimeter
example) which the aircraft really flies. There is no
• S speed (1) if slats are deployed (flap setting.
2,3.The minimum and maximum speed the difference between heading and track
handle in position 1) 4. During the descent, the magenta
aircraft can take to stay on the computed when the wind is null. On this example,
• F speed if flaps are deployed (flaps circle shows the deviation between
in position 2, 3 or FULL) descent path. there is a light crosswind from the right.
the current altitude and the
The maneuvering speed is not a 4. Vertical path indicator (refer to the computed descent path. 3. Triangle showing the FCU target heading.
altitude tape section for more It is hidden if the heading is managed.
EFIS EFIS
If the target heading is out of the heading displayed in blue if autothrust is armed, in EFIS Control Panel
indicator range, it is displayed on the left white if autothrust is engaged. The ND can be used in different modes as
or on the right (6). selected on the EFIS Control Panel located on
4. Magenta cross showing the ILS course. The crew should always look at the FMA to the glareshield.
5. If the ILS course is out of the current know the autothrust status. The A/THR This control panel is composed of 5 selection
heading range, it is displayed in magenta light on the glareshield turns on when the pushbuttons that are used when the ND is in
in a window on the left or the right of the autothrust is armed or engaged. Only the NAV, ARC or PLAN mode to show/hide
heading tape. FMA shows the true autothrust status. elements in the aircraft’s vicinity :
Flight Mode Annunciator (FMA) Tail strike Protection System

It is located in the top part of the PFD. It is There is a potential risk of tail strike when the
Typical ND in rose mode.
the most important indicator showing in what aircraft is close from the ground, especially
mode the aircraft is currently flying. when the aircraft rotates for take off.
This is why this aircraft is equipped with a tail
strike protection system. It shows an
additional symbol on the PFD when the
aircraft is very close from the ground (during
It is composed of 5 columns. The first column take off and landing).
shows the speed guidance mode. The second The tail strike protection symbol is framed in
and third columns show the vertical and red on the following image:
lateral guidance modes. Refer to the 1. Constraint pushbutton (CSTR) : This
Autoflight section to know more about speed Tyypical ND in arc mode. button is used to show/hide constraints on
guidance, vertical and lateral guidance. waypoints on the waypoints where a
The fourth column shows the approach mode If no IRS is aligned, the ND looks like this : constraint is defined. A waypoint that has
: a constraint is drawn with a magenta
• Line 1 : Category of the current ILS circle. Its altitude and/or speed
approach, if any. It is CAT 1 if the aircraft constraints are displayed with numbers.
is flown manually or CAT 3 if the autopilot 2. Waypoint pushbutton (WPT) : Show/hide
is engaged. the intersections on the ND. The
• Line 2 : SINGLE or DUAL depending on the intersections are represented as magenta
number of autopilots engaged during an When rotating the aircraft, the pilot should triangles.
ILS approach. make sure the tail strike symbols always 3. VOR/DME pushbutton (VOR.D) : Show/hide
• Line 3 : Decision height (DH) or the remains about the center of the PFD. In fact, the VOR, DME or VOR-DME.
minimum descent altitude (MDA) entered it is easy and natural, but careful pilots should 4. NDB pushbutton : Show/hide the NDB stations
in the MCDU. If a value has been entered pay attention to this. (non-directional beacons), represented as
in the MCDU, it is displayed on the FMA Rose mode. magenta circles.
when the aircraft is within 200 NM of the ND – NAVIGATION DISPLAY 5. Airport pushbutton (ARPT) : Show/hide
destination. The ND is designed to show the aircraft's the airports, drawn with magenta stars.
position as it flies along the programmed The departure/arrival airport is drawn as a
The last column shows the automatic modes: flight plan. white star, until the departure/arrival
• Line 1 : Autopilot mode: AP1 for the first runway is defined.
autopilot, AP2, for the second autopilot, Only one pushbutton can be selected. When
AP1+2 for both. the pilot presses one of them, the others are
• Line 2 : Flight Directors: 1FD for the deselected. If he presses a selected button,
captain FD, FD2 for first officer FD, 1FD2 the function is turned off.
for both.
• Line 3 : Autothrust status: A/THR is Arc mode. The EFIS control panel also has 2 rotating
EFIS EFIS
knobs : 8. Lateral Deviation : If the aircraft is not on

6. Mode selector : ILS, VOR, NAV, ARC or PLAN. the programmed route, this number shows
It lets the crew select the ND mode, the lateral deviation (in NM) between the
explained later in this section. aircraft and the route.
7. Range selector (from 10 to 320 NM) : It
lets you select the ND range. Navigation Information
The ND displays some navigation specific
The EFIS control panel also selects the navaid information.
information displayed on the ND : NAV Mode : The flight plan entered in the FMGC
8. Left navaid selection: It can be set to ADF, is displayed in ROSE mode. The next waypoint
VOR or nothing. The left navaid name, bearing, distance and estimated time
1. Ground Speed (GS) : This is the aircraft’s
information is displayed on the ND bottom of arrival (ETA) is displayed in the top right speed relative to the ground. This
left corner. corner. TCAS information is visible. information is visible only when at least
9. Right navaid selection: It can be set to one of the IRS is aligned (if you are in
ADF, VOR or nothing. The right navaid Beginner mode, the IRS are always
information is displayed on the ND bottom aligned).
right corner. 2. True Air Speed (TAS) : This is the real aircraft
airspeed. It is different from the Indicated Air
Speed (IAS) because the IAS varies with
ND Modes altitude (the air is thinner at high altitudes). If 1. The vertical yellow line shows the current
there is no wind at all, the TAS is equal to the aircraft heading.
GS. Just like for the GS, the TAS is not 2. Autopilot heading : The blue triangle
ARC Mode : The flight plan is displayed in ARC accessible if no IRS is aligned, unless you are shows the target heading selected on the
mode. The next waypoint is displayed in the in Beginner mode. FCU. If the heading is managed, this
top right corner like on NAV mode. In this 3. Wind Speed & Direction : This indicator triangle does not appear.
example, the surrounding waypoints are also provides the wind speed (in knots) and the 3. The green diamond shows the current
displayed (the WPT button is lit on the EFIS heading from which it comes. It is track, which is the direction in which the
CP). displayed with numbers and with a aircraft is actually flying. In this example,
rotating arrow that represents the wind as the wind comes from the right, the
ILS Mode : The ILS needle is displayed in direction. track is on the left of the heading. If there
magenta with the course deviation indicator 4. Left Navaid : The left navaid symbol, type, is no wind, the heading and the track are
and the glideslope indicator. The ILS name, name/frequency and distance are shown. If the same.
course and frequency are displayed in the top a navaid name is extracted from the signal If the heading is selected, a full green line
right corner. TCAS information is visible. received on the corresponding frequency it is drawn from the aircraft position to the
is displayed on the ND, otherwise the track diamond to visualize the aircraft
frequency is displayed. The navaid type trajectory.
PLAN Mode : The flight plan is displayed. The (VOR, ADF or nothing) is selected on the 4. The flight plan entered in the FMGC is
reference waypoint displayed in the center is EFIS control panel. drawn in green. If the heading is in
the waypoint selected on the second line of 5. Right Navaid : Same as above for the right managed mode, it is a solid green line. If
the MCDU Flight Plan page. You can visualize navaid. the heading is selected, it is a dashed
the entire flight plan by scrolling the waypoint 6. TCAS : The ND also shows TCAS informa- green line.
on the MCDU FPLN page. tion. Refer to the TCAS section to know The flight plan waypoints are represented
VOR Mode : The VOR1 needle is displayed in more about this system. with green diamonds, except the next
blue with the course deviation indicator. General Information 7. Aircraft Symbol : It represents the current posi- waypoint, which is drawn in white.
The VOR1 name, course and frequency are The ND also shows permanent information tion of the aircraft. It is always used as the 5. Auto-tuned navaid: When the FMGC auto-
displayed in the top right corner. that appears in all modes except PLAN mode. center reference of the ND, except in PLAN tunes the VOR1 or VOR2 navaid, it is
TCAS information is visible. mode. displayed in blue on the ND. In this
EFIS EFIS
example, AGN is the auto-tuned VOR2 and 4. The Fuel on Board (FOB) quantity is
it is the next waypoint. This is why AGN is displayed here, in kg or in lbs (depending
drawn both in white and in blue. on the setup). It is the total quantity of
fuel available in the aircraft. If the total
Flight Plan Information quantity of fuel is not usable, an amber
Runways mark is displayed below the FOB (this can
If the crew has not defined the departure/ happen if a fuel pump fails).
arrival runways, the departure/arrival This example shows 2 engines (out of 4) E/WD, 5. The flaps (F) and slats (S) position is
airports are displayed as white stars. 3. A magenta point shows a speed limit managed by N1 : displayed graphically here :
When the runway information is entered in waypoint where the aircraft will have to 1. For each information, the current value is shown with
the MCDU, the runways are represented on respect a speed limit. Usually, there is a a needle and a numerical value. They are green if the
the flight plan display as a white rectangle. speed limit of 250 knots below 10.000 value is normal, amber if the value is too high. If
The rectangle length and orientation feet. a value is not available, amber XX are displayed.
represent the actual runway length and 4. A magenta circled ‘D’ represents the 2. The red zone shows the maximum value that
deceleration waypoint. This is the should never be reached. If by any chance the
orientation. value overpasses the maximum, a red bar shows
waypoint where the aircraft will 1. The current flap and slat position is displayed in
Waypoints the maximum value that was reached. It can be green.
decelerate to the green dot speed and the
The flight plan waypoints are displayed as cleared only by maintenance on the ground. 2. The target flap and slat position is shown in blue
approach phase will be activated.
green diamonds. The next waypoint of the 3. The yellow bar shows the maximum value you when the flaps or slats are moving. This depends
flight plan is shown in white and its can get if you push the thrust levers to the TOGA on the flap handle position.
information (name, distance, ETA) is shown in detent. It is computed by the FADEC (Full 3. The target position is shown with blue dots when
the top right corner. Authority Digital Engine Control). the flaps or slats are moving, and in green when
Constraints 4. The blue ball shows the current position of the they don’t move.
If a waypoint has a speed or altitude thrust levers. When they are in the manual range, 6. Warning/Alert area : It is dedicated to
constraint, it is represented with a magenta their position determines the required thrust, warning and alert messages. Their color
circle (1). If the crew wants to have more and the FADEC computes the corresponding N1 depends on the severity: green messages
information about the constraints, the CSTR E/WD – ENGINE/WARNING DISPLAY or EPR that corresponds to this request. are for information, amber messages are
button of the EFIS control panel can be 5,6.For each information, the name is indicated in white, warnings and red messages are serious
This EFIS shows the important engine
pressed to activate the constraint display for and the unit is in blue. On this example, N1 is displa- alerts. Please refer to the system section
information. It also displays warning and alert
each constrained waypoint. The altitude yed in % and EGT (Exhaust Gas Temperature) in °C. for more information about the messages
messages.
and/or speed constraint is then displayed in 2. The current thrust mode is shown that can be displayed here.
magenta (2). underlined in blue. This display depends This area is also used to display the take
General Information on the position of the thrust levers. If they off and landing check-lists. They show a
According to the E/WD logic and panel are not in a detent, nothing is displayed list of item that must be checked before
generation, the E/WD screen looks like the here, except if you set the FLEX takeoff/ landing. Each item is shown in
following image : temperature when the aircraft is on the blue until the corresponding action is
ground. In this case, 'CL' is shown here to taken. They are shown in green if the item
indicate that climb thrust is set and status is correct.
aircraft speed is controlled by pitch.
3. The thrust value that corresponds to the
thrust mode is displayed here. It is a N1
Pseudo-Waypoints value (in %) for the N1 driven engines, or
The pseudo-waypoints are displayed with an EPR value. It is regularly updated by
specific symbols: the FADEC because it depends on the
1,2 A white arrow shows the computed top of aircraft altitude and the external
climb (1) and top of descent (2). temperature. If the autothrust system is
Whatever the layout, the E/WD shows the active, the engine thrust will be
important engine information and the commanded to maintain this value,
warning/alert messages. according to the thrust mode. The takeoff checklist shows the autobrakes, the
EFIS EFIS
signs (seat belts/no smoking) and the flaps are

correctly set for takeoff, but the spoilers should be
armed and the takeoff config should be checked
prior to takeoff.
7. Status message area : Like for the warning/
alert messages, their color depends on the
message severity. The only exceptions are
the takeoff and landing inhibit messages,
which are displayed in magenta. These Air Conditioning Page APU Page Wheel Page Flight Controls Page
messages indicate that low severity alerts
are inhibited during takeoff and landing to
avoid catching the attention of the crew
during these critical flight phases.
SD – SYSTEM DISPLAY
The content of this EFIS depends on the ECAM
Control Panel located on the pedestal. If no
page is selected on the ECAM CP, the page Air Bleed Page Cabin Pressure Page
displayed on the SD is automatically selected
according to the flight phase and possible
alerts. The system automatically displays the
right page at the right time.
Whatever page is displayed, the SD also shows

common information in the bottom part of the
screen.
Door Page AC Electricity Page
1. TAT : Total Air Temperature, in °C

2. SAT : Saturated Air Temperature, in °C
3. Clock (UTC time)
4. GW : Gross Weight, in kg or lbs (depending
on the unit system selected on the
configuration page). The gross weight is
computed by the FMGC according to the
data entered in the MCDU INIT pages. If no DC Electricity Page Engine Page
data was entered, the FMGC is unable to
calculate the gross weight and amber XX is
shown.
For information, all the SD pages are shown

here. They are detailed in the aircraft system
section.
Fuel Page Hydraulics Page
SYSTEMS SYSTEMS
SYSTEMS about the cabin pressurization system. voltage is displayed next to each switch. are in fault mode because no energy can be
5. EL/AC : The AC electricity page shows the 5. APU battery switch: Like the battery 1 and 2 provided. When the engines start, make sure
AC electric circuit. switches, it is dark when the APU battery is on. the generators are turned on.
This section describes the aircraft systems.
Most of them are controlled trough the 6. EL/DC : The DC electricity page shows the 6. Generator switches (1 for each engine).
overhead panel and can be monitored on the DC electric circuit. They are dark when in use. They are in fault Ground Power Unit (GPU)
7. HYD : This page displays the hydraulic when the corresponding engine is not When the aircraft is parked on the ground, a
various SD pages.
system. running. An ‘OFF’ white light is visible if a ground power unit can be connected to the
You should always keep in mind that this
8. C/B : The circuit breaker page. generator is turned off. aircraft to provide electricity without needing
aircraft is based on the “dark cockpit”
9. APU : This page shows information about 7 APU Generator. This switch controls the to burn any fuel.
philosophy. It means that when no light is on,
the APU. electric power that comes from the APU. It This is simulated in this aircraft. When you are
everything is all right.
10. COND : Shows information about air is on by default. parked on the ground, with parking brakes set
conditioning. 8. When an external power is available, a and engines stopped, the ground power unit is
ECAM CONTROL PANEL available 1 minute after the engines have
The SD EFIS is here to provide information 11. DOOR : This page shows the aircraft door green ‘AVAIL’ light turns on. Two ground
status. power sources are available, EXT A and stopped. The external power (EXT PWR)
about the aircraft systems. The SD page to
12. WHEEL : This page shows the wheel and EXT B.The crew can then press one of switch then shows the GPU is available.
display is automatically selected when
needed. For example, when the crew starts brake status. these buttons to use this electricity source
the APU, the APU page is automatically 13. F/CTL : The flight control page shows the and ‘ON’ appears in blue.
displayed during the starting sequence. position of all the flight controls and the
If the crew wants to display a page at any time, flight control computer status. Batteries
the ECAM control panel should be used. It is 14. Fuel : TThe fuel page shows the fuel This aircraft is equipped with 3 batteries that
information with all the aircraft fuel can provide electricity for a limited time. As At this time, the crew can press the EXT PWR
located on the upper part of the pedestal. It switch to use this energy source. A blue ‘ON’
provides one key for each page. If the pilot tanks. soon as an external source is provided, the
light then appears on the EXT PWR switch.
presses a key, the associated light turns on and 15. STS : The status page shows the current batteries are charged if necessary.
the corresponding page is displayed on the SD. failure status. Each battery voltage is displayed on the
To give the control back to the system, the overhead panel according to the voltage
pilot can press the same key again. The light display selector switch. When the aircraft is
then turns off, which means the system will cold and dark, the batteries should be turned
automatically select the appropriate page on first, even if a ground power unit is
As soon as the aircraft moves on the ground,
when necessary. available.
the external power becomes unavailable.
Auxiliary Power Unit (APU) EL/AC Page
ELECTRICITY The APU is capable of providing electricity for The AC electric circuits can be monitored
The electricity circuit can be controlled from the aircraft. A specific section is dedicated to through the EL/AC page.
the overhead ELEC section. the APU later in this chapter.
When the aircraft is cold and dark and no
ground power unit is available, the APU should
be turned on as soon as possible because
1. TO CONFIG : This button is used to check batteries can only provide electricity for a
the takeoff configuration prior to limited time.
departure. It checks some elements of the
aircraft configu-ration to make sure Generators
everything is OK for takeoff. 1. Display selector: This switch determines the The generators provide electricity from the
2. ENG : The engine page displays voltage value displayed. It can be battery 1, battery engine rotation. As soon as an engine is
information about the engines. 2 or APU battery. started, its generator can be used to provide 1. Generators associated to the engines.
3. BLEED : This page shows information 2 - Voltage display screen. electricity to the aircraft and the APU and Each white box shows the generator load,
about the air bleed system. 3.4 Battery switches. They are dark when GPU can be turned off. the voltage and the frequency (amber XX
4. PRESS : This page displays information batteries are on (default). The battery When the engines are stopped, the generators are shown if the corresponding engine is
SYSTEMS SYSTEMS
stopped). energized through the corresponding AC bus Alerts & Warnings

2. APU GEN : This box is visible as soon as the through transformers/rectifiers. Message Color Reason
APU is running and the APU GEN switch is on. ELEC BAT 1 OFF Amber Battery 1 has been turned off.
3.4.EXT PWR : A and B: These boxes are ELEC BAT 2 OFF Amber Battery 2 has been turned off.
visible as soon as a GPU source is available
and provides electricity.
Possible Electric Configurations

All the electric sources are configured so that
the AC ESS bus has AC electricity. The
generators provide energy with the highest 1. AC buses (4 on the A380), which are the
priority. In flight, the standard configuration energy source for the DC buses. HYDRAULICS
is shown in the following image, with 2. Transformers rectifiers that transform AC The hydraulic system is controlled through the
batteries and generators on, APU and GPU off: electricity into DC. ‘HYD’ section of the overhead panel.
3. Batteries. These aircrafts have 3 This aircraft has 3 independent hydraulic
If 2 engines are off on the same side on the A380, circuits for redundancy, designated Green, Blue
batteries: battery 1, battery 2 and APU
the APU can provide energy to the corresponding and Yellow.
battery.
AC bus, as shown here;
Possible Electric Configurations
As soon as the external power becomes available
The DC electric configuration directly
and is selected by the crew as the energy source,
depends on the AC configuration, described in
it takes the priority over the APU. The APU
the previous section.
source is still available, but not used :
If the AC buses are properly energized, the DC
In case of an engine failure, the associated buses are energized accordingly:
generator can not provide energy any more. The 1. An hydraulic pump is associated with each
other engine provides AC current to the whole engine. These switches allow the crew to
sytem: switch an engine pump off. If an engine is
stopped, the corresponding hydraulic
pump is in fault mode.
2. In addition, 3 electric pumps can be run to
provide hydraulic pressure even if all
engines are stopped. In standard
configuration,they are off and nothing is
If not, the batteries energize the DC buses: lit, according to the dark cockpit
Alerts & Warnings philosophy. As soon as an electric pump is
Message Color Reason turned on, an 'ON' light appears in blue.
ELEC GEN 1 OFF Amber Generator 1 is off On the A380, the Blue electric pump is on by
If the generators are off or the engines are while engine 1 is running
stopped (when parked on ground for default, and on 'OFF' white light appears if it
ELEC GEN 2 OFF Amber Generator 2 is off
example), the external power source (GPU) is switched off.
while engine 2 is running
has the priority. If it is not available, it is ELEC GEN 3 OFF Amber Generator 3 is off
assumed the APU will while engine 3 is running
provide energy, as ELEC GEN 4 OFF Amber Generator 4 is off
shown here: while engine 4 is running HYD Page
The hydraulic system can be monitored on the
EL/DC Page HYD SD page.
The DC electric circuit can be monitored
through the EL/DC page. Each DC bus is
SYSTEMS SYSTEMS
4. Left standby pump 2 switch.

5. Center pump 1 switch. AIR
6. Center pump 2 switch. The air system is controlled through the AIR
7. Right main pump 1 switch. COND overhead section.
8. Right main pump 2 switch.
9. Right standby pump 1 switch.
10. Right standby pump 2 switch.
According to the dark cockpit philosophy, no

switch light is visible when everything is OK, 1 - Left main pump 1 status 1. Pack Flow. It lets the crew select the low,
1. The 3 hydraulic reservoirs, with an arrow
that is when all the fuel pumps are on. 2 - Left standby pump 1 status normal or high pack flow.
showing the level.
3 - Left main pump 2 status 2.3 Temperature knobs that let the crew
2. The 4 hydraulic pumps. Their status depends
Fuel Pump Usage 4 - Left standby pump 2 status adjust the temperature in the cockpit, and
on the pump switches located on the overhead
5 - Right main pump 1 status the cabin.
panel. The fuel pumps should always be on. If a fuel
6 - Right standby pump 1 status 4. Hot air valve can be closed using this
3. Engine references, shown in amber if the tank becomes empty, the corresponding fuel
7 - Right main pump 2 status switch.
corresponding engine is off. pump automatically stops. This is a normal
8 - Right standby pump 2 status
4. The 3 engine pressures, displayed in pound situation. 5. Pack switches.
9 - Center pump 1 status 6. Engine bleed switches. The engine bleed
per square inch (PSI). It turns amber if the If the crew turns the center pumps off, the fuel
10 - Center pump 2 status valves are opened in a standard configu-
pressure is too low. from the center tank can not feed the engines
11 - Fuel used by each engine ration. Pressing these buttons close them.
5. Electric pump status. The white triangle any more. However, if the crew turns the left or
12 - Total fuel used since startup
appears filled amber if this pump is turned right pumps off, the engines can still get fuel by 7. APU bleed switch. By default, it is closed.
13, 14 - Wing tank fuel quantities
on through the overhead panel. gravity feed. The crew must press this button to let the
15, 16 - Center and trim tank quantities
APU provide bleed air (necessary for initial
17 - High pressure valve status
FUEL Warning : If the engines are fed by gravity, engine start).
18 - Fuel tank temperature
The fuel system can be controlled through the there is a high risk of engine failure at high 8. Cross bleed (useful for restarting an
19 - Total fuel on board
FUEL overhead section. altitudes. If the fuel is not pumped out of the engine in flight, refer to the power plant
These aircraft have fuel tanks in the wings, in tanks, the altitude increases the risk of section for more information).
Note : The fuel used is reset when the flight is
the center fuselage and in the tail. For each creating an emulsion that will damage the 9. This knob lets the crew select the Crew
reset through the ‘Reset Flight’ menu action.
tank section, 2 fuel pumps are available. engines. Heater temperature.
The fuel system manages the fuel
Alerts & Warnings
automatically. Fuel is pumped from the center Manipulating the fuel pumps may be useful to The status of the air system can be monitored
and tail tanks in priority, then inthe wing reduce a fuel imbalance. If you have much on several SD pages.
Message Color Reason
tanks. more fuel in one wing than in the other, you FUEL L WING TK LO LVL Red Left wing fuel tank level
might want to shut off the fuel pumps to the is too low COND Page
The A380 has 2 main pumps and 2 standby less filled wing and pump fuel to the engines FUEL R WING TK LO LVL Red Right wing fuel tank level The COND page shows the temperature in
pumps for each wings, in addition to the 2 from the other wing. On this aircraft, the is too low every part of the aircraft (the cockpit and the
main center pumps. maximum fuel imbalance is around 400 kg. FUEL L+R WING TK LO LVL Red Total wing fuel tank level 3 cabin sections). If the hot air valve is closed,
is too low no more hot air will be provided to heat the
FUEL Page FUEL CTR TK PUMPS OFF Amber Center tanks pumps are off aircraft cabin.
The SD FUEL page shows the current fuel while center tank is not empty
configuration. FUEL GRVTY FUEL FEEDING Red Wing fuel pumps are off
so the engines are fed
with gravity only
1. Left main pump 1 switch. CTR TK FEEDG Green Status message to indicate
the fuel is pumped
2. Left main pump 2 switch.
from the center tank only
3. Left standby pump 1 switch.
SYSTEMS SYSTEMS
Alerts & Warnings and electricity.

Status messages appear on the E/WD when
engine and wing anti-ice are used.
Message Color Reason

ENG A. ICE Green Engine anti-ice is on
WING A. ICE Green Wing anti-ice is on
1. Pack outlet temperature

AUXILIARY POWER UNIT (APU)
CAB PRESS Page It is managed through the APU section of the
The cabin pressure page shows the status of 2. Pack compressor outlet temperature The APU can be started at any altitude and at
overhead.
the pressurization system. 3. Pack flow pressure any airspeed.
4. Precooler inlet pressure The APU fuel consumption is around 100kg per
5. Precooler outlet temperature hour.
6. Cross bleed valve. If the overhead is AUTO,
the cross bleed valve status is the same as APU Bleed
the APU bleed valve. Otherwise, it is open As soon as the APU is running, its air can be
or shut according to the XBLEED knob used to start the engines. To do this, the crew
position. must press the APU BLEED button in the AIR
7. APU bleed valve. COND overhead section (see the Air section
8. Engine high-pressure valves for more details).
9. Wing anti-ice air bleed (visible only if wing APU Start & Stop
Note : If you are in Beginner mode, the APU is
anti-ice is turned on). To turn the APU on, first press the master
1. LDG ELEV : This is the elevation of the not necessary to start the engines.
10. Engine bleed valves, controlled by the switch. The APU system is activated ('ON' blue
arrival airport. It is dashed when the light appears on the master switch) and the
ENG BLEED overhead switches. APU Page
arrival airport is not defined. APU flap is opened to let the air enter into the
2. DeltaP : This is the pressure difference The APU page appears automatically on the SD
ANTI-ICE APU ('FLAP OPEN' message displayed on the during the APU start sequence. The crew can
between inside and outside the aircraft. APU page). The APU page automatically
The anti-ice protection system is controlled also access this page by pressing the APU
3. Cabin V/S : This shows the vertical speed appears on the SD.
through the ANTI ICE overhead section. button on the ECAM control panel.
felt by the cabin (the internal cabin
pressure variation).
4. Cabin Altitude : This is the altitude that
corresponds to the current cabin pressure.
5. Pack valves, controlled by the pack
switches on the overhead panel.
6.7.8. Inlet, extract and outflow valves. They 1. Wing anti-ice. Its status can be monitored
are automatically controlled. on the BLEED page.
9. Safety valve. It automatically opens if the 2. Engine anti-ice.
delta P is too high, to prevent any aircraft 3. Probe and Window anti-ice. It is fully If fuel is available, the START button can then
damage. automatic. It provides low heating when be pressed, an 'ON' light appears on the
the aircraft is on the ground (to avoid button. This launches the APU start sequence. 1. AVAIL message appears as soon as the APU
having ground personnel burnt if they The start sequence can be monitored on the start sequence is finished and the APU is
BLEED Page touch the probe) and provides full heating APU page displayed on the SD. available.
It shows the status of the air bleed system. as soon as the aircraft is airborne. When the APU is started, a green 'AVAIL' light 2. FLAP OPEN message is displayed as soon as
You can initiate full heating by pressing this replaces the blue 'ON' light on the START the APU system is turned on and the APU
button. An 'ON' light then appears. switch. An 'AVAIL' message appears on the APU flap is opened to let air in.
page and an ECAM message displays 'APU 3. This white box displays the APU electric
AVAIL'. The APU is now ready to provide air information : load, voltage and frequency.
SYSTEMS SYSTEMS
The box disappears if the APU is not FADEC does the rest to start the corresponding
available. The green arrow on top of the box engine. On the twin-engine aircrafts, both
disappears if the APU GEN is turned off on engines can not be started simultaneously
the overhead. because the APU does not provide enough air
4. This box shows the APU bleed information, for 2 engines. Usually, engine 2 is started first.
with the air bleed pressure. Amber XX is This is because it provides hydraulic pressure
displayed if the air bleed is not available. On these examples, N1, EGT, N2 and EPR (for to the Yellow circuit, the one used by the
5. Bleed air valve; controlled by the APU EPR-driven engines) are displayed. In brakes. If for any reason the pilot needs to use
1. Fuel Used by each engine, as shown on the
BLEED switch on the overhead. addition, FADEC information is displayed: the the brakes in an emergency, having the Yellow
engine page
6. APU rotation speed. mode, which depends on the thrust lever circuit under pressure is safer.
2. Oil quantity (in quarts), as shown on the
7. APU Exhaust Gas Temperature (EGT). detent, and the max N1 (or EPR) that depends
engine page
on this mode. Start engine 2 by using the left mouse button
3. Vibrations
Alerts & Warnings 4.5.6. Cabin DeltaP, vertical speed and altitude, to move the ENG 2 master switch up. You can
Status messages appear on the E/WD when In addition, engine information is displayed on monitor the start sequence via the E/WD and
as shown on the PRESS page
the APU is used. the ENG page : on the SD ENG page that automatically
7. Cabin and cockpit temperature, as shown
on the COND page. appears. As soon as engine 2 has started, you
Message Color Reason can start engine 1 by moving the ENG 1 master
APU AVAIL Green The APU is up and running Note that this page cannot be selected switch up. When engine 1 is started, you should
APU BLEED Green The APU is available and manually. It appears automatically on the SD return the engine mode switch to the NORM
the bleed valve is open
as soon as the aircraft is above the transition position.
altitude.
On the A380, the APU is powerful enough to
POWER PLANTS
let you start 2 engines at the same time. The
The engines are managed by the Full Authority
1. Fuel used by each engine since last procedure consists in starting the 2 engines of
Digital Engine Control (FADEC). This device
startup. the same side simultaneously.
controls the engine during the start sequence
2. Oil quantity, in quarts
and during the flight to provide optimal
3. Oil pressure, in Pound per Square Inch (PSI) Note : If you are in Beginner mode, you can
usage.
4. Oil temperature just press Ctrl-E to start the engines, without
5. Vibration on the first compressor stage Engine Start & Stop on Ground needing to start the APU. This function is
Engine Monitoring
6. Vibration on the second compressor stage When the aircraft is parked on the ground and inhibited in Intermediate and Expert modes.
Engine status is monitored through the
engines have to be started, the APU must be
Engine/Warning Display (E/WD), which
The engine page is automatically displayed started first in order to provide air bleed To stop the engines, the pilot just has to move
displays essential engine and FADEC
during engine start sequence. It can be necessary for the engine start sequence. down each engine master switch. The crew
information. Information is also available
displayed at any time by pressing the ENG key Refer to the APU section for more information should make sure the APU is running before
through the Engine and Cruise page of the SD.
on the ECAM control panel. about APU start and APU bleed. stopping all engines because generators will
Depending on the engine type, the E/WD can
have different layouts. Refer to the EFIS stop providing electric energy.
During the cruise, the CRUISE page is When the APU is started and APU bleed is on,
section for more details. Anyway, the most
automatically displayed on the SD. It shows the engine start is managed through the ENG
important engine information is always Engine Master Switch Usage in FS :
important information about the engines and section located on the pedestal, just below
displayed on the E/WD. To move the engine master switches down
the cabin pressurization and temperature, as the thrust levers : (engine off), you must use the right mouse
shown on the ENG and PRESS pages : button and click the lower part of the switch. This
1. Engine Master Switches was done to prevent an unintentional engine stop
with a mouse click.
To start the engine, the engine master
switches can then be used to initiate the
Restarting Engine in Flight
engine start sequence. The crew just has to
If an engine must be restarted in flight, the
move each engine master switch up and the
crew can take advantage of the air bleed from
SYSTEMS SYSTEMS
the engine that is still running. To do this, the aligning the IRS is the departure airport not move during the IRS alignment phase. 10. ADF frequency oscillator switch.
cross bleed valve must be opened by setting reference location stored in the database. 11. Radio master switch.
the XBLEED switch on the OPEN position This is different from the actual aircraft RADIO 12. Frequency/Course knob : The outside
(overhead, AIR COND section). position. In practice, you don't need to adjust Standard operation of the radio equipment knob sets the integer part and the inner
the IRS position before aligning. This is involves use of the MCDU for radio navigation knob sets the decimal part of the standby
because this aircraft is equipped with a GPS (in fact, the crew rarely interact with the frequency. In case of a course setting, the
system that will do this automatically when radio navigation settings because the FMGC is outer knob changes the course value by 10
the takeoff thrust is applied. It means the in charge of auto-tuning the VOR and ILS). The degrees and the inner knob by 1 degree.
crew should not use the navigation display radio management panels are used for voice
when taxiing because the IRS may not be radio. Nevertheless, the Radio Management In order to use an RMP to set a VOR or ILS, the
Air bleed is then available and the pilot can perfectly aligned at this time. Panels can be used for radio-navigation NAV pushbutton must be pressed first to
use the engine mode switch and engine settings in case of an FMGC failure. activate the NAV pushbuttons (7, 8, 9, 10). As
master switch to start the engine as explained IRS Unit soon as this is done, the FMGC can not be used
in the previous paragraph. This device is located on the upper part of the Radio Management Panels (RMP) to set the radio any more.
overhead panel. Two Radio Management Panels are located on The crew can then set the VOR/ILS standby
INERTIAL REFERENCE SYSTEM (IRS) the pedestal. One is available for the captain and frequency using the frequency/course knob
The Inertial Reference System (IRS) provides one for the first officer. The Captain's RMP can be (12). When the swap button is pressed to
the aircraft position. To work properly, the used to set VOR1 and the FO's RMP for the VOR2. swap the frequencies, the standby window
system must be aligned. The IRS measures the (2) changes and displays the VOR/ILS
aircraft accelerations and updates the aircraft course, which can be changed at this time
position, based on the original position used using the frequency/course knob. After a
during alignment. few seconds, the display turns back to
standby frequency.
IRS Alignment
The IRS are aligned through the INIT A page of RMP usage in Flight Simulator :
the MCDU (refer to the FMGC section for more 1-2-3. Mode selector : For each IRS, a switch Remember that the VHF1 and VHF2 buttons of the
information about this page). As soon as the lets the crew select the mode used for 1. Active frequency window shows the current RMP correspond to the COM1 and COM2 radio
FROM/TO airports are entered in the MCDU, each IRS : frequency used for the selected radio. channels of Flight Simulator.
the IRS can be aligned with the departure • OFF : the IRS is turned off and requires a 2. Standby/Course window shows the standby Audio Management Panel (AMP)
airport as the original destination. new alignment before being used again. frequency for the selected radio. In case The audio management panel lets the crew
• NAV : all the IRS and air data information of a VOR/ILS setting, this window is also select the radio channels heard on the cockpit
The IRS can detect if the departure airport are used for navigation. used to set the VOR/ILS course. loud speakers.
position is significantly different from the • ATT : only the air data information is 3. Swap button is used to swap active and
actual aircraft location. This can happen if used for navigation. standby frequencies.
the crew makes an error when entering the IRS usage with Flight Simulator : 4.5. Selection pushbuttons for the VHF radio
1. The IRS alignment time is configurable through channels.
the aircraft configuration window (refer to the 6. NAV pushbutton must be pressed if the
setup section for more information). In the real crew wants to use the RMP for radio-
aircraft, a full IRS alignment takes 10 minutes. navigation setting, which is not the
standard procedure. If this button is Each pushbutton lets the crew activate/
Alerts & Warning depressed, the RAD NAV page of the MCDU deactivate the audio for each radio channel :
FROM/TO airport information. In this case, an While the IRS are aligning, a green is blocked (see the FMGC section for more 1.2. VHF1 and VHF2 channels (called COM1
error message is displayed on the MCDU. information message ‘IRS IN ALIGN’ appears information). and COM2 in Flight Simulator)
on the E/WD, indicating the remaining time 7.8. VOR and ILS selection pushbuttons. 3.4. OR1 and VOR2 channels
The crew should remember that the IRS for alignment. Remember that the left RMP adjusts VOR1 5. Marker channel (inner, middle and outer
alignment position taken into account when This message turns amber if the engines are and right RMP adjusts VOR2. markers)
started to indicate that the aircraft should 9. ADF selection pushbutton. 6. ILS channel. Because of an FS limitation,
SYSTEMS SYSTEMS
ILS channel is linked to the VOR1 channel. bad aircraft configuration. case of failure, to reset the flight control
7. ADF channel. The GPWS is controlled through the switches computers by turning them off and back on.
located in the GPWS section of the overhead They are not designed to turn these
TRANSPONDER & TCAS panel. These switches let you turn off all or computers off.
The transponder & TCAS device is located on some of the GPWS warnings. The primary computer are in charge of the
the pedestal. It allows the crew to enter the flight envelope protection, the auto-trim
transponder code required by the ATC to system and the auto-coordination. If they are The upper and lower parts of the handle can
identify the aircraft and to configure the turned off, amber crosses appear on the PFD be clicked to move the handle up and down.
TCAS. to indicate there is no flight envelope Moving the handle higher than the RET
protection: no bank angle limit and no pitch position (retracted) arms the ground spoilers.
1. TERR : The terrain proximity alerts are angle limit. Moving the handle down deploys the speed
inhibited. brakes progressively.
2. SYS : The whole GPWS is turned off Auto-coordination in Flight Simulator :
3. G/S MODE : The glideslope alert is When you load this aircraft in Flight Simulator, the Speed Brake/Ground Spoiler control in Flight
inhibited. FS auto-coordination is turned on according to the Simulator :
1. Transponder Mode 4. FLAP MODE : The landing aircraft configu- primaru computer status. When the aircraft is The standard FS keys can be used to arm/disarm the
2. TCAS Master Switch ration warning is inhibited. unloaded from FS, the previous auto-coordination ground spoilers and extend/retract the speed brakes. By
3. Keypad for the transponder code entry Alerts & Warning status is restored. default, the ‘/’ key is used to extend/retract the speed
Message Color Reason brakes and Shift-/ is used to arm/disarm the spoilers.
Transponder Usage GPWS SYS MODE OFF Green The GPWS is totally off Speed Brakes & Ground Spoilers
To enter a transponder code, the transponder GPWS FLAP MODE OFF Green The flap mode is off Speed brakes and ground spoilers are Flaps
should obviously be turned on. GPWS G/S MODE OFF Green Glideslope mode is off different, even if they are controlled through The flaps have specificity on this aircraft: the
Then any action on the keypad clears the the same handle and use the same aircraft flap handle has 4 positions while the flaps and
existing code to enter a new one. Pressing the FLIGHT CONTROLS parts. The speed brakes can be deployed in slats can have 6 positions.
CLR key erases the code being entered. Sidesticks & Rudder Pedals flight, they use 4 of the 5 moving panels on
The code entry is validated as soon as the 4 There is not much to say about flight controls the top of the wings and their movement is
digits have been entered. as they were described in detail in the Fly-by- limited to approximately 50% of the maximum
Wire section. The only thing to keep in mind deployment. The role of the speed brakes is to
TCAS Usage is that a strong action on the stick or on the reduce the lift and increase the drag to
The only important thing to think about is to rudder pedals disconnects the autopilot. As decelerate the aircraft in flight. If they are
change the TCAS mode according to the flight this is not the standard procedure, it triggers deployed, a green message 'SPPED BRK' is
phase : an alarm that can be stopped by pressing the displayed on the E/WD. If the handle is moved to the 1 position, the
• ABV mode should be set prior to takeoff A/P disconnection button. flap/slat position is set according to the
to monitor potential intruders above the The ground spoilers can be deployed on the following diagram :
aircraft during the takeoff and climb Flight Control Computers ground only. They are used to reduce the
phases. Five computers are in charge of the Fly-by- aircraft speed and to break the lift for optimal
• BLW mode should be engaged just Wire system: 3 primaries and 2 secundaries. break efficiency. When they are activated, all
before the descent is initiated to All these computers can be turned off using the 5 panels deploy at their maximum angle.
monitor the potential intruders below the switches located in the 2 FLT CTL sections The ground spoilers can be armed to deploy
the aircraft. of the overhead. automatically during takeoff in case of a
rejected takeoff or during approach to
deploy when the aircraft touches the ground
GROUND PROXIMITY WARNING upon landing. When they are armed, a green
SYSTEM (GPWS) message ‘GND SPOILERS ARMED’ is displayed
The GPWS provides aural alerts to indicate on the E/WD. When the ground spoilers have
potential danger related to the ground automatically deployed, the action of
proximity, such as excessive descent rate or These switches are supposed to be used in disarming them will make them retract.
SYSTEMS SYSTEMS
The flap/slat position can be monitored on The autobrake system is dedicated to manage
the E/WD. Refer to the EFIS section for more aircraft brakes automatically when the WHEEL Page
information. takeoff is rejected or when the aircraft lands. The WHEEL page is automatically displayed
on the SD when the aircraft is on the ground
Trims with engines started. It can also be selected
Elevator Trim by pressing the WHEEL key on the ECAM
This aircraft is equipped with an auto-trim control panel.
1. Strobe lights : They should be on when the
system managed by the fly-by-wire system. It
aircraft is in flight. They can be turned on,
means the crew is not supposed to interact
off or set in AUTO mode. If set to AUTO,
with the elevator trim wheels located on the
they automatically turn on when the
left and right of the thrust levers, except in The autobrake system is controlled through a
aircraft is airborne, and turn off when the
case of a failure. knob and a pushbutton.
aircraft is on the ground.
Note that any manual action on the elevator 1 - The TO pushbutton is used for take off to
2. Beacon lights : Red lights located above
trim disconnects the AP with an alarm. engage the RTO setting (Rejected Take Off)
and below the aircraft. They should be
that will give maximum braking power is the
switched on as soon as the engines are
GEAR, WHEELS & BRAKES take off is aborted.
1. Nose, left, right and center wheel status running or the aircraft moves.
2 - The knob lets you select the autobrake
These indicators show the gear status. The 3. Wing lights : These lights should be used
Landing Gear setting for landing with more precision. You
lines represent the gear doors. They are green to taxi to the gate. They can be turned off
The landing gear is controlled through the have 6 autobrake settings, from OFF (no when the engines are stopped.
gear lever located on the main panel. autobrake) to HI (maximum braking power for when the gear doors are closed, amber when
the doors are open or moving. 4. Nav lights should be turned on as soon as
If the aircraft gets close to the ground during landing). the aircraft is energized.
descent and the gear is still retract, a alert The triangles represent the landing gears.
They are green if the landing gears are down 5. Runway turn off lights are designed to be
'L/G Gear Not Down' appears on the E/WD If the autobrake is engaged, its status is used with the taxi lights during taxi.
with an aural warning. In addition, a red displayed on the E/WD. and locked and red if the gears are in
6. Landing lights : These lights are big and can
arrow light is illuminated adjacent to the gear Pressing the button of the currently selected transition. No triangle is displayed if the gears
be retracted into the aircraft belly. They
lever. position disarms the autobrake. When are retracted.
should be turned on as soon as the aircraft
The landing gear status can be monitored on autobrake is switched off, a flashing message 2. Gear tire pressure, in PSI
is cleared to align on the runway for takeoff
the SD (WHEEL page) and on the LDG GEAR ‘AUTOBRK OFF’ appears for 10 seconds on the 3. Brakes temperatures:
and can be turned off when passing 10.000
section of the main panel. WHEEL page. The value is shown in green if the
feet.
temperature is normal. In turns amber over
7. Nose lights (or Taxi lights) must be turned
Brakes and Parking Brakes 300°C. A green arc appears over the hottest
on just before the aircraft moves on the
The brake status can be monitored on the wheel when the brake temperature is
ground. This is the best way for ground
ECAM Wheel page, detailed later in this between 100°C and 300°C. An amber arc
personnel to see the aircraft is cleared for
section. The most important information is appears over the hottest wheel when its brake
taxi. It must be turned off when the
The lighted symbols indicate each landing the brake temperature. If the brake temperature is above 300°C.
landing gear is retracted, even if it is
gear status : temperature is too high when the takeoff 4. Brake status
automatically turned off if the gear is up.
• Green Triangle : The landing gear is check is operated, an alert ‘HOT BRAKES’ is 5. Ground spoiler status : vertical arrows
down and locked triggered. The crew must be aware that heat appear when they are deployed. When the landing lights are on, a green
• Red ‘UNLK’ : The landing gear is in the brakes makes them less efficient. message ‘LDG LT’ appears on the E/WD.
currently unlocked (in transition) LIGHTING & SIGNS If strobe lights are off when the aircraft is
• Nothing : The landing gear is retracted. The parking brake status appears on the E/WD airborne, a warning message ‘STROBE LT OFF’
: External Lights appears on the E/WD.
• PARK BRK appears in green when parking The aircraft lights are controlled through the
brake is set. EXT LT section of the overhead panel. Seat Belts & No Smoking
• PARK BRK turns to amber if the parking The Seat Belt & No Smoking signs are
brakes are set while engine power is controlled with the switches located on the
Autobrake system greater than idle. SIGNS section of the overhead panel.
SYSTEMS
Each switch has 3 positions : ON, OFF and AUTO.

In AUTO mode, the seat belt sign turns on
when the aircraft moves and turns off when
the aircraft crosses 10.000 feet in climb. It
turns back on when the aircraft reaches
10.000 feet in descent, and turns off again
when the aircraft is landed and the engines
are stopped.
In AUTO mode, the “no smoking” signs always
turns on because all the flight today are non-
smoking flights.
The status of the seat belt and no smoking

signs is displayed in green on the E/WD.
CREW DIALOGS
The cabin intercom lets the pilot interact with
the cabin crew. The push button is located on the
bottom left part of the overhead panel.
Don't hesitate to call the cabin crew to make

sure everything is fine in the cabin, or if you
want a coffee…
FMGC FMGC
FMGC DONE When the flight is finished and You can use the keypad by clicking any key in left corner shows that another page exists.
the aircraft has landed. the keypad with the mouse. It may be painful Pressing the NEXT PAGE key shows the next
PREAMBLE if you have a lot of data to enter. This is why page.
The Flight Management System is composed of The FMGC also divides the flight into several you can also use your PC keyboard, using the
the Flight Management and Guidance phases, used for the system internal use and keys in combination with a modifier or a
Computer (FMGC) and the Multifunction for the alert management: locker, to enter data in the MCDU scratchpad.
Control and Display Unit (MCDU). Refer to the Setup section for more
The MCDU is the device used by the pilot as an information about the possible keyboard
interface between him and the FMGC. It configuration.
computes all kind of data to fly the aircraft You can also use the function keys (F1 to F12)
safely along its trajectory. to simulate the 12 line select keys (F1 to F6
for 1L to 6L, F7 to F12 for 1R to 6R).
During cockpit preparation, the MCDU is used The Scroll Lock key is the default locker,
to insert a route, from departure to MCDU USAGE which means that if you press this key, any
destination. The FMGC computes vertical and The MCDU is composed of key typed on your keyboard will be directed
speed profiles according to the ATC - 12 line select keys, 6 one the left to the MCDU. Refer to the Setup section for
constraints and the aircraft performance. The (referenced 1L to 6L) and 6 on the right (1R to more information.
FMGC interacts with the flight directors, the 6R). When a locker key (such as Scroll Lock) is used
autopilots and the autothrust system to guide - The page keys that give direct access to to enter data in the MCDU, the following keys
the aircraft, taking account of any parameterf some predefined pages, simulate the page keys:
the pilot decides to manually select (speed, - The alpha and numeric keypads to enter
V/S, heading, …). data into the MCDU PC keyboard key MCDU page key
- The brightness control knob to modify the Ctrl-D DIR
During the flight, the MCDU displays data display brightness. Ctrl-O PROG
computed by the FMGC, such as Estimated Ctrl-P PERF
Time of Arrival (ETA), fuel predictions, To enter any data into the MCDU, you can use Ctrl-A DATA
constraint management... the keypads. All the characters typed in are Ctrl-N F-PLAN
displayed on the bottom line of the screen, Ctrl-R RAD NAV
FMGC PHASES & FLIGHT PHASES called the scratchpad. When the data is Ctrl-U FUEL PRED
The FMGC manages several phases during the typed, you click the line select key to enter it Ctrl-M MCDU MENU
flight. They are described in the following where you require. Ctrl-Pg Down NEXT PAGE
table: Ctrl-Up Arrow Up Arrow
Some lines contain two values, separated by a Ctrl-Down Arrow Down Arrow
PREFLIGHT When the aircraft is on the ‘/’ (slash). In this case, you can enter the 2
ground, prior to take off power. values by separating them with a slash. If you
TAKE OFF When take off power is want to enter the first value only, enter it The MCDU displays information on pages. A vertical arrow in the bottom right corner
applied (FLEX or TOGA) and the aircraft is directly. If you want to enter the second value When a page content can not be displayed on shows the page can be scrolled upward.
below 1500 feet AGL. only, precede it with a slash. single page, the pilot has to use specific keys
CLIMB From 1500 feet to the cruise to display the rest of the information:
altitude The time information is displayed using a - If the page can not display the whole
CRUISE All along the cruise XXYY format, where XX are the hours and YY information on the 6 select key lines, the pilot
DESCENT During the descent from the are the minutes. For example, 0120 means 1 can scroll the page using the 2 vertical arrow
cruise altitude hour 20 minutes. Entering time information keys. On the bottom right corner, vertical
APPROACH Final part of the descent, into the MCDU must use the same convention, arrow symbols show if the page can be
close to the destination. where XX can be omitted if null. scrolled upward, downward, or both.
GO AROUND If TOGA power is applied - If the information is displayed on several
before landing Keypad simulation in FS: different pages, a horizontal arrow on the top
FMGC FMGC
PAGE’ key of the MCDU. unless a company route has been selected in
For example, the pilot is supposed to enter the route selection page.
the aircraft “Zero Fuel Weight” (ZFW) in the FROM/TO (1R)
1R line of the INIT B page. If you don’t know When the MCDU is initialized, the field is
this value, make sure the scratchpad is empty mandatory. If a company route is selected,
and click the 1R button. The scratchpad is this field is automatically filled with the
then filled with the ZFW value provided by FS. departure/arrival airport of the route.
You just have to click on the 1R button again If you enter a departure/arrival airport in this
to enter this value. field, the ROUTE SELECTION page
automatically appears to let you select a
³ Note that the assistance is never available if route between the departure and arrival
A left arrow in the top right corner shows a you are in Expert mode. points, if indeed any route exists. If you select
next page exist. Press NEXT PAGE to display it. a route, it automatically fills the CO RTE field
MCDU MENU PAGE INIT A page when no information has been (1L). If no route exists, it just displays "NONE".
CHARACTERS AND COLORS The MENU page is accessed by pressing the entered. As soon as the FROM/TO field is filled, the 4L
The colors and the type of characters used to MAIN MENU page key. It shows the various and 4R select lines (LAT and LONG) are filled
display information is important as they systems the pilot can access through the with the departure airport coordinates. The
respect a convention that helps the pilot in MCDU. 3R line (ALIGN IRS) becomes active to
understanding each information type. establish an IRS alignment, based on these
coordinates.
DATA TYPE > COLOR & CHARACTERS ALTN RTE (2L)
Page title, comments, sratchpad This field is dedicated to the alternate route.
> White, normal characters You can enter any data in this field. The
Modifiable / Selectable data > Blue alternate route is not implemented in this
Mandatory data entry > Amber boxes version.
Optional data entry > Blue brackets ALTN (2R)
Non modifiable data > Green This field lets you enter the alternate
Computed data > Small characters INIT A page when all the necessary destination. It is not simulated in this version.
Constraints > Magenta information has been entered. FLT NBR (3L)
Data that impacts the flight plan The current flight number must be entered in
> Followed by a ‘*’ The screen shows the name of the selected CO RTE (1L) this mandatory field. Assistance is available
Primary flight plan > Green system in green, all others in white. At the MCDU initialization, this field is shown for this value.
Next flight plan waypoint > White with amber boxes, which means it is ALIGN IRS (3R)
Temporary flight plan > Yellow System simulation in FS: mandatory. The pilot can enter a company As soon as a Lat/Long position is defined (4L
Secondary flight plan > White Only the FMGC option is valid in FS. The ACARS route name in this field. If the route exists in and 4R), this field appears to let the crew
Features that don’t exist in the real aircraft and AIDS are not implemented at this time. the database, it is loaded in the FMGC. align the IRS (Inertial Reference System)
(used for simulation only) > Grey Note that a route is composed of a departure according to this position. If no position is
INIT A PAGE airport, an arrival airport and waypoints. It defined, this field is empty.
ASSISTANCE This page can be accessed by pressing the INIT does not define the departure and arrival LAT and LONG (4L and 4R)
For some MCDU data, you may request page key or by clicking the 1L key of the MENU runways, or the departure and arrival These fields show the position (in
assistance. If you don’t know a value that page. procedures (SID/STAR). When a route is latitude/longitude), as soon as the departure
should be entered in an MCDU field, you can It is accessible only during the PREFLIGHT loaded, a discontinuity is created after the airport is defined. When the crew fills the
ask FS to assist you, and if FS knows the value, phase. departure airport and before the arrival FROM/TO field (1R), the lat/long fields are
it will be provided to you. To request airport. automatically filled with the departure
assistance, just click on the select line with Note that a right arrow is visible in the top If the pilot enters a departure and arrival airport position.
an empty scratchpad, and FS will fill the right corner because the INIT B page can be airport in the FROM/TO field, the CO RTE At this time, you can see vertical arrows (next
scratchpad with the value it has, if available. accessed from this page by pressing the ‘NEXT becomes optional (shown with blue brackets), to LAT), which means you can adjust the
FMGC FMGC
latitude by pressing the MCDU vertical arrow 350 FL350 200 kg.
keys. You can press the 4R select key to move (35000 feet AMSL) TRIP/TIME (2L) > Entering the ZFW and the Block Fuel is
the arrows next to the longitude field, thus This field shows the trip fuel and the trip time very important to let the FMGC calculate the
letting you adjust the longitude with the You can also enter the cruise altitude that are calculated by the FMGC when the Gross Weight (GW). The GW is necessary to
MCDU arrow keys. temperature. If you enter both cruise altitude predictions are available. It is not modifiable determine many data items by the FMGC,
When the LAT and LONG fields are defined or and temperature, you must use a ‘/’ as a by the crew (green). including the predictions. If you forget to
modified, you can press the 3R select key to separator. If you don’t enter the temperature, RTE RSV/% (3L) enter this data, predictions are not available
align the IRS according to this position. it is automatically calculated when the cruise This field displays the route reserve and the and some FMGC features may become
altitude is entered (in this case, it appears in corresponding percentage of the trip fuel. By inoperative.
Note: When you enter the FROM/TO airports, small characters). default, it represents 5% of the trip fuel. The
the position is initialized with the position of Entering the cruise altitude is very important crew can modify one of the values, and the TOW (4R)
the departure airport, which is not the exact for the performance calculations and for the FMGC computes the other. This field displays the Take Off Weight (TOW),
position of the aircraft. You don’t have to flight phase sequencing. If you forget to enter ALTN/TIME (4L) which is calculated by the FMGC when the
adjust the aircraft position accurately this data, some features of the FMGC may not This field shows the alternate trip fuel and ZFW and Block fuel fields are filled. It is not
because this aircraft is equipped with a GPS work properly. time that are calculated when the predictions modifiable by the crew.
that will align the IRS accurately when take TROPO (6R) are available. It is not modifiable by the crew. LW (5R)
off power will be applied. The crew can define the altitude of the FINAL/TIME (5L) This is the predicted Landing Weight. It is
COST INDEX (5L) tropopause, which is 36090 feet by default. This field shows the fuel quantity and time to calculated by the FMGC when predictions are
This value is very important for the fly to the alternate airport or to the available and is not modifiable by the crew.
performance and prediction calculations. It INIT B PAGE destination airport if no alternate is defined.
determines how you want to use the aircraft. This page is only accessible from the INIT A The crew can modify one of the values, and ROUTE SELECTION PAGE
You can decide to fly at low speed with low page by pressing the NEXT PAGE key. It is not the FMGC computes the other. This page is only accessible when the
fuel consumption, or to fly fast and burn more accessible if the engines are started. Pressing FROM/TO field has been filled in the INIT A
fuel. the NEXT PAGE key again brings back the INIT Note: The time is displayed and should be page.
Enter a cost index value of 0 corresponds to A page. If you start the engines while the INIT inserted using a XXYY format, where XX are The route selection page displays all the
the lowest possible fuel consumption at low B page is displayed, it jumps to the FUEL PRED the hours and YY are the minutes. For database routes that exist with the FROM/TO
speed (long range), and a higher value page. example, 0120 means 1 hour 20 minutes. airports that were defined in the INIT A page.
corresponds to higher speed, with higher fuel Note that all the weights on this page are If several routes exist, you can see them by
consumption. The cost index can vary from 0 shown in tonnes or in 1000 LBS, depending on EXTRA/TIME (6L) pressing the ‘NEXT PAGE’ key of the MCDU.
to 999. the unit system that has been selected in the This field shows the extra fuel quantity and If no route exists in the database for the
WIND (5R) configuration window (metric or imperial the available time for holding over the departure and arrival airports that were
This will bring the WIND page that lets the system). destination or alternate airport. It is defined, “NONE” is displayed on the route
crew define the winds along the flight plan. It calculated by the FMGC and is not modifiable selection page.
will be described later. by the crew.
CRZ FL/TEMP (6L) ZFCG/ZFW (1R)
The crew can define the cruise altitude in this This field shows the Zero Fuel Center of
field, and the temperature at the cruise Gravity (ZFCG) and the Zero Fuel Weight
altitude if you wish. (ZFW). This entry is mandatory for the FMGC
The altitude can be entered in feet, or in to compute the Gross Weight (GW), which is
flight level. If you want to enter an altitue in necessary to determine reference speeds.
flight level, you can enter it directly or enter i Assistance is available for this field.
it by preceding it with ‘FL’. BLOCK (2R)
This is the block fuel quantity (quantity of
Value entered Cruise Altitude fuel available on board when initializing the
8000 8000 feet TAXI (1L) FMGC). It is mandatory to compute the Gross
FL330 FL330 This field shows the fuel quantity for taxi. The Weight (GW) and the fuel predictions. No route exists between LFRS and LFMN. The
(33000 feet AMSL) default value (shown in small characters) is i Assistance is available for this field. route selection page displays “NONE”, and
FMGC FMGC
you just have to press RETURN (6L) to there is a very high probability that you have information and enters it into the FMGC,
continue. the same winds if you fly back from Nice to which will take this information into account
Paris one hour later. for the future predictions.
As soon as you modify or enter wind Note the ‘*’ characters, which means the wind
information, the HISTORY WIND page becomes insertion may have an impact on the flight
the WIND page. plan.
FLIGHT PLAN PAGE

The flight plan page is accessible by pressing
the F-PLAN key on the MCDU. Basically, the
flight plan page displays the flight plan stored
in the FMGC memory. It also gives access to
the lateral and vertical revision pages.
A route exists between LFRS and LFPO. You 1 – The flight number is displayed in the top
can use it by pressing INSERT (6R), or ignore it right corner, if it was entered in the INIT A
by pressing RETURN (6L). page.
If a route is defined, you can press INSERT (6R)
to use it. The History Wind page shows the winds that Left Column:
Note that a database route is supposed to be were recorded during the previous flight 2 – The FROM waypoint is the waypoint from
used as a base for the flight plan, is not a (small characters). We can see that the where the aircraft comes. It is the origin
complete flight plan itself. previous flight didn’t reach the FL330, which waypoint of the active leg.
It is composed of a departure and an arrival is why the wind is not defined for the cruise 3 – Name of the airway. In this example, the
airport, and waypoints that define the route altitude. airway name is automatically generated with
using airways or direct. A database route does the course to fly from the departure airport to
not contain the departure and arrival runway, Example of a flight plan where the predictions the initial waypoint computed by the FMGC.
and does not contain the departure and have not been computed. 4 – NEXT Waypoint: This is the waypoint to
arrival procedures (SID and STAR). which the aircraft is currently flying. It is
When a route is inserted to create a flight written with white characters.
plan, a flight plan discontinuity exists 5 – Overfly symbol: When this symbol is drawn
between the departure airport and the first near a waypoint, this waypoint will be
waypoint, and another one between the last overflown. If you want to have a waypoint
waypoint and the arrival airport. Managing overflown, press the OVFY key on the MCDU.
these discontinuities will be explained in the A white triangle then appears on the
flight plan section. scratchpad and you can select a waypoint to
make it overfly.
WIND PAGE The wind has been defined for the FL330 (big
This page is accessible from the INIT A page by characters). Consequently, the page became Center Column:
pressing the 5R select key. It lets the crew the Wind page. 6 – TIME: This column indicates the time to fly
define the winds at different altitudes. Example of a flight plan with predictions. to each waypoint. On this example, no time is
Wind Information (1L to 4L) displayed because the predictions are not
When it is displayed for the first time, it You can enter wind information at any The layout of the flight plan page is explained available yet. If an Estimated Time of
displays the history winds. These are the altitude by entering the wind direction and here: Departure (ETD) is entered, the UTC time is
winds recorded by the FMGC during the the wind velocity (in knots), separated by a displayed instead of the time.
previous flight. This is very useful if you fly ‘/’. 7 – Bearing to fly from the FROM to the NEXT
the same route back and forth. For example, INSERT (6R) waypoint.
if you fly from Paris Orly to Nice Cote d’Azur, Pressing the 6R select key validates the wind 8 – Track to fly from the NEXT waypoint to the
FMGC FMGC
following waypoint. information about this.

If you scroll the flight plan, the BRG and TRK NEXT WPT (3R)
are always displayed between the first and This key lets the crew add a new waypoint
second waypoint displayed on the page. after the revised waypoint. The process of
adding a new waypoint in the flight plan is
Right Column: detailed in the next section (Flight Plan
9 – Predicted speed (in knots or in Mach) or Management).
speed constraint at each waypoint. In this NEW DEST (4R)
example, speed predictions are not available. It allows the crew to define a new destination
The speed prediction is displayed in green, from the revised waypoint. An airport name
the constraints are in magenta. must be provided here.
10 – Altitude prediction/constraint. If you define a new destination airport, do not
The altitude prediction is displayed in green, forget that you will have to define the arrival The “ELMAA7” SID has been selected, and
the constraints are in magenta. LAT REV page at a normal waypoint. runway also. no transition has been selected yet.
11 – The distance between two consecutive DEPARTURE PAGE
waypoints is displayed here. This page is accessible from the LAT REV page The SID selection page shows the Standard
of the departure airport. It is dedicated to the Instrument Departures on the left and the
Bottom Line: definition of the departure runway and SID. transitions on the right. You can select a SID
The bottom line shows all the information by pressing its left adjacent key, and the
about the destination. transition list is updated according to the SID
12 – Name of the destination airport. selection. You can then select a transition by
13 – Total flight time, if predictions are pressing its right adjacent key.
available. If an ETD is defined, the predicted If you do not want to select a SID, you can
arrival time (UTC) is displayed. scroll the SID list to the end. The last SID
14 – Distance to destination. displayed is named “NO SID”. If you select this
15 – Estimated fuel on board (EFOB) at one, the transition selection automatically
destination. LAT REV page at the arrival airport. turns to “NO TRANS”, and a waypoint is
automatically created in the runway
LATERAL REVISION PAGE DEPARTURE (1L) alignment at 5 NM of the runway threshold.
It is accessible by pressing a MCDU button on This is available for the departure airport After the SID and transition have been
the left of any waypoint displayed in the flight only. It brings the Departure page, which All the available runways of the departure selected, all the corresponding changes are
plan list. Depending on the type of the allows the definition of the departing runway airport are listed, with their length (in meters set out in a temporary flight plan drawn in
waypoint, the LAT REV page has different and SID. It is described later in this section. or in feet, depending on the selected unit yellow on the Navigation Display. You must
aspects. ARRIVAL (1R) system), their orientation, and the ILS press INSERT (6R) to validate it or ERASE (6L)
This is available for the arrival airport only. It name/frequency, if any. You can select one of to abort.
brings the Arrival page, which allows the the runways by pressing the left adjacent key.
definition of the arriving runway and STAR. It As soon as a runway is selected, the SID ARRIVAL PAGE
is described later in this section. selection page is displayed. This page is accessible from the LAT REV page
HOLD (3L) If a runway has already been selected, it is of the arrival airport. It is very similar to the
Available for the standard waypoints only. It shown without the arrow on the left to departure page. It lets the crew define the
brings the HOLD page that lets the crew indicate the fact that it is already selected. In arrival runway and the STAR if needed.
define a holding pattern at this waypoint. addition, you can directly jump to the SID
VIA/GO TO (2R) selection page by pressing the NEXT PAGE key
Available for the standard waypoints only. on the MCDU.
Using this key lets the pilot use an airway to
add waypoints in the flight plan. Refer to the
LAT REV page at the departure airport. Flight Plan Management section for more
FMGC FMGC
distance is computed according to the

predicted speed for the holding. The
predicted speed is the speed constraint at the
revised waypoint if it is defined, or green dot
speed.
If you want to enter the distance (in NM), it
must be preceded by a ‘/’. The time is then
computed according to the predicted speed
also.
REVERT TO COMPUTED (3R)
Pressing this key brings back the default
holding pattern computed by the FMGC.
VERT REV page at the arrival airport.
VERTICAL REVISION PAGE
It is accessible from the flight plan page by CLB SPD LIM or DES SPD LIM (2L)
pressing one of the right keys adjacent to a This field defines the speed limit below a
listed waypoint. Depending on the revised given altitude. By default, it is a 250 knots
waypoint type, the VERT REV page consists of speed limit below 10,000 feet. The crew can
different components. change these values. The climb speed limit is
shown only on the departure airport vertical
revision page.
SPD CSTR (3L)
This field appears on the standard waypoint
revision page only. It lets the pilot define a
Just like on the departure page, the crew The title of the page is “COMPUTED HOLD”. speed constraint on the revised waypoint.
must first select the arrival runway. Then the The default holding pattern takes the heading ALT CSTR (3R)
STAR page is displayed, allowing the selection to the revised waypoint as the inbound This field also appears only on the standard
of the STAR and transition if needed. When course, turns on the right and the holding waypoint revision page. It lets the pilot define
the STAR selection is validated, a course fix duration is 1 minute below 14000 feet, 1.5 an altitude constraint on the revised
waypoint is automatically added before the above. waypoint. It must be preceded by a – (minus)
arrival runway, in the runway alignment, at 10 You can change the holding pattern by using or a + (plus) to indicate if it is a minimum or
NM of the runway threshold for the final 1L, 2L or 3L. As soon as a change is done, the VERT REV page at the departure airport. maximum altitude constraint.
approach. title changes to “HOLD” and the option WIND (5L)
“REVERT TO COMPUTED” appears on 3R. This field lets the crew enter the wind
HOLD PAGE forecast at the revised waypoint, using the
This page is dedicated to the definition of a INBOUND COURSE (1L) direction (in magnetic degrees) and velocity
holding pattern at the revised waypoint, The crew can change the heading of the (in knots).
which is called the hold fix. When you select holding pattern, which is the heading to the UTC CSTR (2R)
it, a default holding pattern is automatically revised waypoint by default. This field appears on the departure airport
computed and presented on the HOLD page, TURN DIR (2L) revision page only. It allows the pilot to define
and it is added to the temporary flight plan This is the turning direction of the holding the Estimated Time of Departure (ETD). As
(displayed in yellow on the ND). pattern. It can be L for left or R for right. soon as this information is entered, the time
TIME/DIST (3L) predictions are shown in UTC time instead of
The pilot can enter the time or distance in duration.
this field. Entering one information computes VERT REV page at a standard waypoint. The time must be entered in UTC, using the
the other. format XXYY, where XX are the hours and YY
If you enter the time (in minutes), the are the minutes (i.e. 1050 for 10h50).
FMGC FMGC
QNH (4R) It works exactly like for the waypoints. All the 4L key displays a page requesting the route version. If you want to add waypoints, navaids
This field appears on the arrival airport navaid’s relative information is displayed on name (1L) or the from/to airports (1R). and runways, you can do it through the
revision page only. It lets the crew define the the resulting page: identifier, class, position, If you enter a route name, the corresponding FeelThere database modification tool.
QNH at the arrival airport for better frequency, elevation, figure of merit (this is route is immediately displayed. If you enter
predictions. fake information not supported by the current the from/to airports, all the existing routes STORED ROUTE (4R)
database) and the magnetic variation at the that correspond to these airports are This function allows you to store the existing
DATA PAGE station location (station dec). displayed. The title indicates the number of route in the database. Pressing 4R brings a
This page gives access to the FMGC navigation routes available and you can display them by page that shows the stored routes:
database content. pressing the NEXT PAGE key on the MCDU.
RUNWAYS (3L) The only action you need take at this stage is
to press NEW ROUTE (6R) to store a new route
This is a little different because the pilot is A/C STATUS (5L)
in the database. The NEW ROUTE page
requested to enter the airport ICAO name This page shows the current aircraft status.
appears and you are asked to enter
followed by the runway name. For example, The title is the aircraft type. The engine type
information about the route to save:
for the runway 32L at Toulouse-Blagnac, enter and navigation database version are also
“LFBO32L”. shown.
Note that the number displayed on 2R is the
WAYPOINTS (1L) AIRAC cycle number of the FeelThere
Pressing this key gives access to the waypoints database. It may be useful for you if you plan
stored in the database. The pilot is asked to to update it regularly.
enter a waypoint name whereupon the The performance factor shown in 6R is not
corresponding information is displayed: simulated in this version.
identifier and lat/lon coordinates.
You can enter the name of the route in the

The runway identifier is displayed, followed scratchpad and press CO RTE (1L). This name
by its coordinates, the runway length (in will be used later to retrieve this route for a
meters or in feet, depending on the selected future use.
unit system), the runway course and the You can press STORE ACTIVE F-PLN (2L) to
associated ILS identifier, if any. store the route that corresponds to the active
flight plan by giving it an automatic name. In
ROUTES (4L) STORED WAYPOINTS, NAVAIDS, RUNWAYS this case, the name is composed of the
You can explore the routes stored in the (1R, 2R, 3R) departure and arrival airports, followed by a
NAVAIDS (2L) database through this function. Pressing the These functions are not implemented in this
FMGC FMGC
number (i.e. LFBOLFPO1 for a route that goes time to learn how to create and manage a
from Toulouse-Blagnac to Paris-Orly). If a flight plan.
route with the same departure/arrival
airports already exists, the number is Flight Plan Creation
automatically incremented to avoid erasing There are several ways of creating a flight
any existing route. plan, they will be explained here.
Important Note: Creating a flight plan from a route

When you save a route based on an existing When you enter the FROM/TO airports in the
flight plan, only the route information is INIT A page, the ROUTE SELECTION page
saved including the departure/arrival airports appears. If a route is available and you select
and all the waypoints and airways that it, the contents appear as a basis for the
composed the flight plan. If you re-use a route creation of the flight plan. The route waypoints are added in the flight Lateral revision page at departure LFRS.
later, you will have to define the plan with discontinuities after departure and
departure/arrival runways and procedures before arrival. On the lateral revision page, pressing 1L
(SID/STAR) to have a complete flight plan. brings up the DEPARTURE page. It shows the
When a route is used to create a flight plan, airport's available runways. Selecting a
IMPORT FS FPLN (6R) you just have to define the departure and runway brings up the SID selection page.
You may notice this line is written in grey. It is arrival runways, select the SID and STAR and
because it does not exist in the real aircraft. clear the discontinuities. Click the CLR key
It lets you create a route from the Flight and then the LSK adjacent to the
Simulator flight planner. You must open the FS discontinuity.
flight planner, create an FS flight plan or add
an existing one and press this key on the Creating a flight plan from scratch
MCDU to load it. As soon as the departure and arrival airports
As soon as this key is pressed, a temporary Enter FROM/TO in the INIT A page. have been defined in the FROM/TO field of
flight plan is created with the loaded flight the INIT A page, the flight plan page appears
plan. You just have to validate it. Refer to the with the departure and arrival airports
flight plan management section for more together with their elevations displayed in
information. magenta.
LFRS has 2 runways: 21 and 03 with ILS NT.
Pressing the 1L key brings the departure
lateral revision page.
A route exists, select it by pressing INSERT

(6R).
FLIGHT PLAN MANAGEMENT Runway 03 has been selected, it has no SID.

Now that you know the meaning of all the F-PLN page with only departure and arrival
pages involved in the flight plan creation and airports.
update (F-PLN, LAT REV, VERT REV, …), it is
FMGC FMGC
It is now necessary to select a SID by clicking 3R inserts it in immediate mode before CHW.
one of the left buttons and a transition
(TRANS) by clicking one of the right buttons.
If you select NO SID, the TRANS selection is
not used. Whatever you select, a waypoint is
automatically created in the runway
alignment, at 5 NM of the runway threshold
with an altitude of 1500 feet above the
ground, named with the altitude value. This is
done to force the aircraft to follow the
runway direction after takeoff when the NAV
mode engages.
To validate the selection, press INSERT (6R) or Press 2L to add a new waypoint after the A temporary flight plan is displayed with ANG
press ERASE (6L) to abort. waypoint ‘1573’. following ‘1573’. NAMAR has been added before CHW without
the creation of a temporary flight plan. A
Validating makes the flight plan page appears At this stage, you can: discontinuity is added between NAMAR and
again, showing the waypoint created by the - abort the modification by pressing ERASE CHW.
FMGC with the overfly triangle icon. This is (6L)
the first waypoint of the flight plan. - confirm the modification and validate the Using Airways
temporary flight plan by pressing INSERT (6R) In the process of creating a flight plan, you
You can repeat this procedure to select the - continue modifying the temporary flight plan may want to use airways to avoid entering the
runway and STAR at the arrival airport. A by adding or removing waypoints before waypoints one by one. This can be done from
waypoint point (course fix) will be created by validating it. the lateral revision page by entering the name
the FMGC, on the arrival runway alignment at of the airway and the name of the last
10 NM from the runway with an altitude Immediate Mode: waypoint you want to fly to. All the waypoints
constraint of 2000 feet AGL To add a waypoint in immediate mode, enter of the selected airway are then automatically
It is now time to create the other waypoints Lateral Revision page allows you to add a new its name in the scratchpad and click the added to the flight plan.
of the flight plan. There are 2 ways of adding waypoint. button on the left of the waypoint before To do this, use the VIA/GO TO (2R) key on the
a waypoint: the immediate mode and the which your waypoint will be inserted. This LAT REV page:
temporary mode. Enter the name of the next waypoint and action immediately inserts the new waypoint
press 3R (NEXT WPT) to define it as the next without needing any confirmation, but a flight
Temporary Mode: waypoint. A temporary flight plan is then plan discontinuity appears after this
This is the standard way to add a waypoint. It created and displayed in yellow. waypoint. If you want to fly direct, you must
is called “temporary mode” because a clear the discontinuity.
temporary flight plan is created.
Click the left button of the waypoint after
which you want to add a waypoint. The lateral
revision page appears for this waypoint.
From ARDOD, you want to fly airway UN873 to

SORAP. Enter UN873/SORAP in the scratchpad
and press 2R.
ANG is entered in the scratchpad. Pressing 3R

defines it as the next waypoint. NAMAR is entered in the scratchpad, pressing
FMGC FMGC
After loading or creating an FS flight plan, Consequently, you should be careful when route is not a flight plan. If you save the
press DATA to display the data page and press using this function. route, the departure/arrival airports and all
6R. the waypoints/airways used in the flight plan
Clearing a Discontinuity are saved. The departure/arrival runways,
A discontinuity appears in the flight plan when procedures (SID/STAR) and flight plan related
the FMGC does not know how you want to fly information (cruise altitude, cost index, …)
from one waypoint to another. If you want to are not saved.
fly direct, you have to clear the discontinuity The saved routes are accessible when the
in the same way as you delete a waypoint: FROM/TO airports have been entered in the
press the CLR key, then press the button on INIT A page (see the ROUTE SELECTION page).
the left of the discontinuity to clear.
DIR Page
All the waypoints of the airway UN873 from Managing holding patterns This page is accessible by pressing the DIR key
ARDOD to SORAP are added in the flight plan. The process of creating a hold pattern is on the MCDU. It allows the pilot to create a
described earlier in the HOLD Page section. As DIRECT. This operation consists in flying
Importing a flight plan from Flight Simulator The FS flight plan is imported in a temporary soon as a hold is defined, it is integrated in directly to a waypoint instead of going
This operation can be done from the DATA flight plan with discontinuities after the flight plan right after the hold fix (BELPA through all the waypoints of the flight plan.
page, which will be described later in this
departure and before arrival. in this example) with the predicted hold This operation is usually commanded by the
section. It is accessible by pressing the DATA
speed. air traffic controller if traffic conditions allow
key on the MCDU.
When the flight plan is imported, a temporary the aircraft to fly its route as directly as
In this page, an option that does not exist in
flight plan is created (displayed in yellow) and possible. This saves time and fuel.
the real aircraft has been added. This is why
you can validate it (6R) or erase it (6L). All
it is written in grey. It is the IMPORT FS FPLN
you need do now is define the
(6R) function.
departure/arrival runway, the SID/STAR and
then clear the discontinuities.
Flight Plan Modification

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

APPENDIX A are still black.
This is just because the EFIS brightness is set to
destination, or the PROG page to monitor your FREQUENTLY ASKED QUESTIONS 0 (full dark) like when they are off. You just
descent and your distance to destination if have to move the mouse in the central zone of
not in NAV mode. Windows Vista crashes to desktop when I each EFIS and turn the mouse wheel to
select one of the aircraft. increase the brightness, or press the mouse
Select the directory where your FS is (default : middle button to reset the brightness.
Program files\microsoft games\ ), right-click
and select the SECURITY tab. Click on your I press the MCDU INIT button, and nothing
username (not on Administrator) and then on happens.
Edit. Allow full rights and click OK to exit. This is because the INIT A page is accessible
only when the engines are stopped. If you
It is recommended to run the installation with press the INIT button with engines started,
the Administrator rights. nothing happens.
When I push the ALT button to engage a My flight plan is set up, all the associated data
managed climb or descent, nothing happens. are entered, but the flight plan predictions are
The lateral and vertical modes are not fully not available.
independent. The managed climb/descent is Make sure all the necessary data (cruise
accessible only when the FCU is in NAV mode. altitude and gross weight) have been entered
For example, if you are in heading mode in the MCDU. Also make sure the flight plan
("HDG" displayed on the FMA), nothing happens contains no discontinuity. The predictions can
when you push the ALT button. Nevertheless, not be computed if any discontinuity is still in
you can pull the ALT button to engage an open the flight plan.
climb/descent.
I have saved my flight in FS while the aircraft
I have engaged the V/S mode to climb, and the was in flight. When I tried to reload it, the
FCU turns into Open Climb. FMGC status was inconsistent.
This is called "mode reversion". It is just This is normal. The MCDU & FMGC data is
because you ask the aircraft to climb very persisted in a file that is independent from the
steep. In this situation, if the airspeed file where the FS flight is saved. Consequently,
becomes too low, the FCU automatically turns the FMGC data is retrieved correctly when the
to Open Climb (OP CLB displayed on the FMA) flight is reloaded in the same conditions.
to prevent a low speed situation. When in
Open Climb, the aircraft will adjust the pitch I cannot import the FS flight plan into the
to maintain a correct and safe airspeed. FMGC.
Make sure you have the FS flight plan loaded in
When the aircraft was on the ground, I have memory. If it still doesn't work, look into your
unintentionally pushed the thrust levers to FS\Modules directory and check that
the FLEX or TOGA detent, so the SRS and RWY "gps_export.dll" (6144 bytes) is included. It is
modes have engaged. How can I clear them? supplied by FS X but some add-ons remove or
You just have to pull the thrust levers back to replace it by an older one.
IDLE and reset the FCU by switching the FD off
and on. Real pilots often do this operation in
the beginning of a flight to make sure no mode
is active.
All the systems are turned on, but the EFIS
APPENDICES APPENDICES
APPENDIX B STDBY Standby (TCAS)

Acronyms Computer TA Traffic Advisory (TCAS)
FO First Officer
TA/RA Traffic Advisory & Resolution
ABV Above (TCAS) FOB Fuel On Board
A/C Aircraft FPA Flight Path Angle Advisory
AGL Above Ground Level F-PLAN Flight Plan (MCDU Page) TAS True Airspeed
A.FLOOR Alpha Floor FQ Fuel Quantity
AMP Audio Management Panel GPU Ground Power Unit T/C Top of Climb
AMSL Above Mean Sea Level GPWS Ground Proximity Warning System TCAS Traffic Alert and Collision
A/THR Autothrust GS Glide Slope
AC Air Conditioning GW Gross Weight Avoidance System
ADIRU Air Data Inertial Reference Unit HDG Heading T/D Top of Descent
AIRAC Aeronautical Information Circular ILS Instrument Landing System
TERR Terrain Proximity Alert (GPWS)
ALT Altitude INIT Initiation (MCDU Page)
APPR Approach (Key on FCU) KG Kilogram THR Thrust
APU Auxiliary Power Unit IRS Inertial Reference System THRT TCAS Threat
ATC Air Traffic Control L/G Landing Gear
BLW Below (TCAS) LK Lock THS Trimmable Horizontal Stabilizer
BRG Bearing LOC ILS Localizer TOGA Takeoff Go-Around
CL or CLB Climb LSK Line Select Key
CLR CLEAR (Key on MCDU Keyboard) MCDU Multifunction Control and Display TOW Takeoff Weight
DES Descent Unit TRANS Transition
DH Decision Height MDA Minimum Descent Altitude
TRK Track
DIR Direct MKR Marker
DME Distance Measuring Equipment N/W Nose Wheel UTC Universal Coordinated Time
ECAM Electronic Centralized Aircraft ND Navigation Display V1 Speed at which takeoff cannot be
Monitoring NDB(ADF) Nondirectional Beacon
EFIS Electronic Flight Instrument (Automatic Direction Finder) aborted
System NM Nautical Miles V2 Minimum Takeoff Safety Speed
EFOB Estimated Fuel On Board OVFY Overfly (Key on MCDU Keypad)
ELAC Elevator and Aileron Computer PERF Performance (MCDU Page) V/S Vertical Speed
ENG Engine PFD Primary Flight Display Vfe Maximum Flap Extended Speed
ETD Estimated Time of Departure PPU Power Push Unit
VHF Very High Frequency
E/WD Engine/Warning Display PROG Progress (MCDU Page)
EXPED Expedite (FCU Key) QNH Barometric Pressure Reported By Vls Minimum Safe Speed
EXT PWR Enternal Power A Station Vmax Maximum Operating Speed In
FAC Flight Augmentation Computer PSI Pounds Per Square Inch
FADEC Full Authority Digital Engine PTU Power Transfer Unit Current Conditions
Control RAD/NV Radio/Navigation (MCDU Page) Vmo/Mmo Maximum Operating Limit Speed
FCU Flight Control Unit RMP Radio Management Panel
FD Flight Director RTO Rejected Takeoff VOR Very High Frequency Omnirange
FF Fuel Flow RWY Runway Station
FL Flight Level SD System Display
Vr Rotation Speed
FLX/MCT Flexible/Maximum Continuous SEC Spoiler and Elevator Computer
Thrust SID Standard Instrument Departure XFR Transfer
FMA Flight Mode Annunciator SRS System Reference System
ZFW Zero Fuel Weight
FMGC Flight Management and Guidance STAR Standard Terminal Arrival
ZFWCG Zero Fuel Weight Centre of Gravity
96 Pour Flight Simulator uniquement. Ne peut être utilisé pour l'aviation réelle. (c) 2008 Wilco Publishing www.wilcopub.com 97

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Airbus A380v2 (FSX) Airbus A380v2 (FSX)

IMPORTANT FOR WINDOWS VISTA USERS :

WELCOME ABOARD ! TUTORIAL FLIGHT

TUTORIAL FLIGHT TUTORIAL FLIGHT

TUTORIAL FLIGHT TUTORIAL FLIGHT

TUTORIAL FLIGHT / INTRODUCTION / SETUP SETUP

• Ground Spoilers ARMED Last Turn throttle device, if possible.

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

settings (especially regarding the accuracy), you should

Note : The flight control system modeled in Flight

The following parameters provide good results :

Real pilots suggest pushing the sensitivity to the

AUTOFLIGHT which the knob moves : Selected Functions

result in an expedited climb or descent. 1 - Flight Director pushbutton : FD 6 - Expedite : EXPED

When the aircraft is close to the arrival

EFIS • Shift-8 for the E/WD

Flight Mode Annunciator (FMA) Tail strike Protection System

knobs : 8. Lateral Deviation : If the aircraft is not on

signs (seat belts/no smoking) and the flaps are

Whatever page is displayed, the SD also shows

1. TAT : Total Air Temperature, in °C

For information, all the SD pages are shown

Fuel Page Hydraulics Page

stopped). energized through the corresponding AC bus Alerts & Warnings

Possible Electric Configurations

4. Left standby pump 2 switch.

According to the dark cockpit philosophy, no

Alerts & Warnings and electricity.

Message Color Reason

1. Pack outlet temperature

Each switch has 3 positions : ON, OFF and AUTO.

The status of the seat belt and no smoking

Don't hesitate to call the cabin crew to make

FLIGHT PLAN PAGE

following waypoint. information about this.

distance is computed according to the

You can enter the name of the route in the

Important Note: Creating a flight plan from a route

A route exists, select it by pressing INSERT

FLIGHT PLAN MANAGEMENT Runway 03 has been selected, it has no SID.

From ARDOD, you want to fly airway UN873 to

ANG is entered in the scratchpad. Pressing 3R

Flight Plan Modification

plan and see the remaining distance to

All the systems are turned on, but the EFIS

APPENDIX B STDBY Standby (TCAS)

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