Airbus A318/319/320/321. FLIGHT CREW TECHNIQUES MANUAL (2005-2022)

PROCEDURES

ABNORMAL AND EMERGENCY PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

SMOKE

TECHNIQUES MANUAL

INTRODUCTION

Ident.: PR-AEP-SMOKE-00019269.0001001 / 15 NOV 21

Applicable to: ALL

Fire, smoke or fumes in the fuselage may lead to potential hazardous situations. The flight crew

will have to deal with the emergency itself, but also with the passengers who may possibly panic

if they become aware of the situation. It is essential therefore, that action to control the source of

combustion is not delayed.

An immediate diversion should be considered as soon as the smoke/fumes are detected. If the

source is not immediately obvious, accessible and extinguishable, an immediate diversion should be

initiated without delay.

SMOKE / FUMES DETECTION AND PROCEDURE APPLICATION

Ident.: PR-AEP-SMOKE-00019270.0002001 / 15 NOV 21

Applicable to: ALL

The smoke or fumes will be identified either by an ECAM alert, or by the crew without any ECAM

alert.

If the smoke or fumes are detected by the crew, without any ECAM alert, the flight crew will refer

directly to the [QRH] SMOKE / FUMES / AVNCS SMOKE procedure.

If the AVIONICS SMOKE alert is activated, the flight crew can refer directly to the [QRH] SMOKE /

FUMES / AVNCS SMOKE procedure, or apply first the ECAM actions, before entering the QRH.

The AVIONICS SMOKE alert should be applied only IF SMOKE / FUMES ARE PERCEPTIBLE.

The smoke or fumes are perceptible if the flight crew can confirm it visually or by smell.

If smoke or fumes are not perceptible, the flight crew should consider a spurious alert and therefore

stop the AVIONICS SMOKE procedure.

If another ECAM SMOKE alert (e.g. LAVATORY SMOKE) is triggered, the flight crew must apply the

ECAM procedure. If any doubt exists about the smoke/fumes origin, the flight crew will then refer to

the [QRH] SMOKE / FUMES / AVNCS SMOKE procedure.

PIA A318/A319/A320/A321 FLEET

PR-AEP-SMOKE P 1/10

FCTM

A to B →

23 NOV 21

PROCEDURES

ABNORMAL AND EMERGENCY PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

SMOKE

TECHNIQUES MANUAL

SMOKE / FUMES / AVNCS SMOKE QRH PROCEDURE

Ident.: PR-AEP-SMOKE-00019272.0001001 / 22 NOV 21

Applicable to: ALL

GENERAL

The [QRH] SMOKE / FUMES / AVNCS SMOKE procedure implements a global philosophy that is

applicable to both cabin and cockpit smoke/fumes cases. This philosophy includes the following

main steps:

- Diversion to be anticipated

- Immediate actions.

If smoke/fumes source not immediately isolated:

- Diversion initiation

- Smoke/fumes origin identification and fighting.

Furthermore, at any time during the procedure application, if smoke/fumes become the greatest

threat, the boxed items will be completed.

The main steps of this global philosophy may be visualized in the [QRH] SMOKE / FUMES /

AVNCS SMOKE procedure.

PIA A318/A319/A320/A321 FLEET

PR-AEP-SMOKE P 3/10

FCTM

D →

23 NOV 21

PROCEDURES

ABNORMAL AND EMERGENCY PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

SMOKE

TECHNIQUES MANUAL

SMOKE/FUMES ORIGIN IDENTIFICATION AND FIGHTING

The crew tries to identify the smoke/fumes source by isolating systems. Some guidelines may help

the crew to identify the origin of smoke/fumes:

- If smoke/fumes initially come out of the cockpit's ventilation outlets, or if smoke/fumes are

detected in the cabin, the crew may suspect an AIR COND SMOKE/FUMES. In addition,

very shortly thereafter, several SMOKE alerts (cargo, lavatory, avionics) will be triggered. The

displayed ECAM procedures must therefore be applied.

- Following an identified ENG or APU failure, smoke/fumes may emanate from the faulty item

through the bleed system and be perceptible in the cockpit or the cabin. In that case, it will be

re-circulated throughout the aircraft, until it completely disappears from the air conditioning

system.

- If only the AVIONICS SMOKE alert is triggered, the crew may suspect an AVIONICS SMOKE.

- If smoke/fumes are detected, while an equipment is declared faulty, the crew may suspect that

smoke/fumes are coming from this equipment.

- The crew may also perceive fumes with odors: to help the identification of the possible source

and to enhance the communication coordination with the cabin crew, the table below gathers

some of the fumes with odors that may occur on board, with the suspected causes.

SUSPECTED CAUSE

DESCRIPTION OF ODORS

(MOST REPORTED LISTED FIRST)

Electrical Equipment/IFE

Acrid

Engine Oil Leak

Electrical Equipment

Burning

Galley Equipment

Bird Ingestion

Contaminated Bleed Ducts

Chemical

APU Ingestion

Smoke Hood

Chlorine

Blocked Door Area Drain

Electrical

Electrical Equipment

Dirty Socks

APU or Engine Oil Leaks

Foul

Lavatories

Fuel

APU FCU/Fuel Line

Oil

Engine or APU Oil Leak

Skydrol

Engine Hydraulic

Wiring

Sulphur

Avionics Filter Water Contamination

Light Bulb

PIA A318/A319/A320/A321 FLEET

PR-AEP-SMOKE P 6/10

FCTM

← D →

23 NOV 21

PROCEDURES

ABNORMAL AND EMERGENCY PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

SMOKE

TECHNIQUES MANUAL

According to the source he suspects, the crew will enter one of the 3 paragraphs:

1. IF AIR COND SMOKE/FUMES SUSPECTED…

2. IF CAB EQUIPMENT SMOKE/FUMES SUSPECTED…

3. IF AVNCS/COCKPIT SMOKE/FUMES SUSPECTED…

Since electrical fire is the most critical case, the flight crew will also enter paragraph 3 if the

source of the smoke/fumes is not identified, or if the application of paragraph 1 and/or 2 has been

unsuccessful.

In this part of the procedure, the flight crew must consider setting the Emergency Electrical

Configuration, to shed as much equipment as possible. This is in order to attempt to isolate the

smoke/fumes source.

If at least one battery is charging when one side and then the other side of the electrical system

are shed, the DC1, DC2, and BAT bus bars become inoperative for the remainder of the flight.

Therefore, the procedure for attempting to partially shed the electrical system was removed from

the smoke/fumes procedure. This change in the procedure is to enable the flight crew to recover

the normal electrical configuration for landing, particularly to recover normal braking.

If the flight crew sets the electrical emergency configuration following a smoke/fumes detection

in the avionic compartment (AVIONICS SMOKE alert triggered), the ECAM does not display the

same procedure as the one displayed following the loss of main generators. In fact in this case,

the ECAM displays a specific procedure that takes into account the smoke detection: As the flight

crew has voluntarily set the electrical emergency configuration, the purpose of the ELEC EMER

CONFIG procedure is not to try to restore the generators, but to remain in electrical emergency

configuration, and restore generators before landing to perform the landing in normal electrical

configuration.

BOXED ITEMS

These items (applying [QRH] REMOVAL OF SMOKE / FUMES procedure, setting electrical

emergency configuration, or considering immediate landing) may be applied at any time, in the

procedure (but not before the immediate actions).

Once the first step of the [QRH] REMOVAL OF SMOKE / FUMES procedure have been applied,

the flight crew will come back to the [QRH] SMOKE / FUMES / AVNCS SMOKE procedure, to

apply the appropriate steps, depending on the suspected smoke/fumes source while descending

to FL 100. Reaching FL 100, the [QRH] REMOVAL OF SMOKE / FUMES procedure will be

completed.

PIA A318/A319/A320/A321 FLEET

PR-AEP-SMOKE P 7/10

FCTM

← D

23 NOV 21

PROCEDURES

ABNORMAL AND EMERGENCY PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

SMOKE

TECHNIQUES MANUAL

LITHIUM BATTERY FIRE IN THE COCKPIT

Ident.: PR-AEP-SMOKE-00019273.0001001 / 04 OCT 19

Applicable to: ALL

Several electronic devices contain lithium batteries, for example:

- Laptop computers,

- Mobile phones,

- Portable electronic tablets, etc.

Fire or smoke from lithium battery is due to thermal runaway in the battery cells.

It is important to know that fire extinguishers are efficient on flames but cannot stop thermal runaway.

The treatment for thermal runaway of lithium battery is to cool the battery by pouring water or

non-alcoholic liquid on the device.

The first step of the procedure establishes appropriate tasksharing and communication.

If necessary, transfer control to the flight crew member seated on the opposite side of the fire.

The Pilot Flying (PF) contacts the cabin crew to request initiation of the CCOM “STORAGE

PROCEDURE AFTER A LITHIUM BATTERY FIRE".

This CCOM procedure specifies that the cabin crew must fill a container with water or non-alcoholic

liquid and must immerse the device in it.

If there is no cabin crew on board (e.g ferry flight, etc.), the Pilot Monitoring (PM) must apply the

steps of the CCOM procedure.

If there are flames, the PM must use the fire extinguisher.

Before discharging the fire extinguisher, it is important to protect the flight crew respiratory system:

the PF must wear the oxygen mask and the PM must wear the smoke hood .

If there are no flames, or when the flames are extinguished, the PM must assess if the device can be

removed or not from the cockpit.

If the device is attached to a cable that cannot be easily disconnected, then the device must be

considered not removable from the cockpit, and water or non-alcoholic liquid must be poured on it.

The device must then be regularly monitored to ensure that the thermal runaway is successfully

stopped. If the device is removable, then it must be put in the container prepared in advance by the

cabin crew member who takes over the procedure.

If, at any time of the procedure, the smoke becomes the greatest threat, the flight crew must consider

applying the SMOKE/FUMES REMOVAL procedure.

Finally, if at any time of the procedure, the situation becomes unmanageable an immediate landing

must be considered.

PIA A318/A319/A320/A321 FLEET

PR-AEP-SMOKE P 8/10

FCTM

23 NOV 21

PROCEDURES

ABNORMAL AND EMERGENCY PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

SMOKE

TECHNIQUES MANUAL

CARGO SMOKE

Ident.: PR-AEP-SMOKE-00019274.0001001 / 20 MAR 17

Applicable to: ALL

The crew should be aware that, even after successful operation of the cargo fire bottle, the CARGO

SMOKE warning might persist due to the smoke detectors being sensitive to the extinguishing agent.

On the ground, the crew should instruct the ground crew not to open the cargo door until the

passengers have disembarked and fire services are present.

If SMOKE warning is displayed on ground with the cargo compartment door open, do not initiate an

AGENT DISCHARGE. Request the ground crew to investigate and eliminate the smoke source. On

ground, the warning may be triggered due to a high level of humidity.

PIA A318/A319/A320/A321 FLEET

PR-AEP-SMOKE P 9/10

FCTM

23 NOV 21

PREVENTING IDENTIFIED RISKS

A318/A319/A320/A321

FLIGHT CREW

TECHNIQUES MANUAL

INTRODUCTION

Ident.: PIR-00005742.0001001 / 19 MAY 17

Applicable to: ALL

The aim of this chapter is to highlight some of the risks and potential consequences that the flight

crew may encounter, in order to improve:

- The awareness of the flight crew with regards to these risks

- The risk management.

CATEGORY OF RISKS, AND ASSOCIATED SYMBOL

7 categories of risks may be encountered:

Categories

Potential Consequences

Symbol

HANDLING

The handling or the control of the aircraft may be affected.

NAVIGATION

The navigation may be affected.

PAX

Possibility of injury to passengers.

RISKS RELATED TO FLIGHT PHASES

In normal operations, some risks may be encountered during specific flight phases.

For each risk, a dedicated table provides:

- The flight phase, where the risk may be encountered

- A description of the risk

- A description of the consequences, if the flight crew does not correctly manage the risk

- The type of the consequences of the risk (who, or what is affected) illustrated with the

appropriate risk symbol

- When applicable, a reference to the FCTM part, where the related explanations and

recommendations (for prevention and/or recovery) are developed.

Refer to PIR Risks related to Flight Phases.

RISKS RELATED TO SYSTEM OPERATIONS/FAILURES

Some risks may be encountered during the interaction of the flight crew with systems, or in the

case of system failure.

PIA A318/A319/A320/A321 FLEET

PIR P 2/10

FCTM

← A →

23 NOV 21

PREVENTING IDENTIFIED RISKS

A318/A319/A320/A321

FLIGHT CREW

TECHNIQUES MANUAL

For each risk, a dedicated table provides:

- The aircraft system related to the risk

- A description of the risk

- A description of the consequences, if the flight crew does not correctly manage the risk

- The type of the consequences of the risk (who, or what is affected) illustrated with the

appropriate risk symbol

- When applicable, a reference to the FCTM part, where the related explanations and

recommendations (for prevention and/or recovery) are developed.

Refer to PIR Risks related to System Operations/Failures.

RISKS RELATED TO FLIGHT PHASES

Ident.: PIR-00005743.0001001 / 22 NOV 21

Applicable to: ALL

Flight phase

Risk

Consequences

Refer to

Exterior

During the exterior

Refer to PR-NP-SOP-50

- In-flight loss of the fan

Walkaround

walkaround, the flight

Exterior Walkaround.

cowl doors

crew does not check

- Structural damage to

that the fan cowl doors

the aircraft

are properly closed and

- Danger to people on

latched.

ground.

Cockpit

The flight crew does not

The flight crew

Preparation

correctly adjust the outer

awareness of the weather

ring of the ND brightness

and the terrain will be

knob to the maximum.

reduced in flight.

Cockpit

The flight crew does

Erroneous trajectory.

Refer to PR-NP-SOP-60

Preparation

not check that the

FMGS Preparation.

FMS SID (including the

constraints) is correct.

Continued on the following page

PIA A318/A319/A320/A321 FLEET

PIR P 3/10

FCTM

← A to B →

23 NOV 21

PREVENTING IDENTIFIED RISKS

A318/A319/A320/A321

FLIGHT CREW

TECHNIQUES MANUAL

Continued from the previous page

Flight phase

Risk

Consequences

Refer to

Takeoff

The flight crew

Engine check not valid.

Refer to

announces “THRUST

PR-NP-SOP-120

SET” before the thrust

Takeoff Roll.

reaches the target thrust

value.

Climb/Descent

The flight crew uses the

Climb or descent does

V/S knob without setting

not stop.

a target.

Descent

During descent

If the QNH is not

Refer to FCOM DSC

Preparation

preparation, the flight

correct, the CPC

22-20-50-10 PERF

crew does not properly

computes erroneous

APPR Page.

insert/check the QNH,

cabin pressurization

TEMP or BARO in the

segment, that may trigger

PERF APPR page.

pressurization related

ECAM alert and lead

to undue emergency

descent.

Descent

In managed descent,

The autothrust increases

Refer to

the flight crew uses

thrust to remain on the

PR-NP-SOP-170

the speed brakes in

computed profile. The

Guidance and

an attempt to descend

expected increased rate

Monitoring.

below the computed

of descent will not be

profile.

reached. In addition,

fuel consumption will

increase.

Descent

The flight crew does not

Reduced situational

set the TERR ON ND

awareness.

sw to ON. In addition,

the flight crew does

not correctly adjust the

brightness.

Continued on the following page

PIA A318/A319/A320/A321 FLEET

PIR P 4/10

FCTM

← B →

23 NOV 21

PREVENTING IDENTIFIED RISKS

A318/A319/A320/A321

FLIGHT CREW

TECHNIQUES MANUAL

Continued from the previous page

Flight phase

Risk

Consequences

Refer to

Approach

One flight crewmember

The other flight

Refer to PR-NP-GEN

activates the approach

crewmember may

Communication.

phase without

perceive the speed

crosschecking with the

change as abnormal, and

other one.

may react to it.

Approach

The flight crew uses

NAV mode arms. If NAV

Refer to

DIR TO or DIR TO

mode is not appropriate,

PR-NP-SOP-190-CONF

RAD IN functions to

it may lead to an

F-PLN Sequencing.

sequence the F-PLN,

erroneous trajectory.

and the aircraft is in radar

vectoring.

Approach

The flight crew does not

Any erroneous

sufficiently monitor raw

computation leads to an

data.

erroneous trajectory.

ILS Approach

The glide slope is

The aircraft descends

Refer to

intercepted from above

through the glide slope,

PR-NP-SOP-190-GUI

and the G/S mode is not

without intercepting it.

Glide Slope Interception

armed.

from Above.

Continued on the following page

PIA A318/A319/A320/A321 FLEET

PIR P 5/10

FCTM

← B →

23 NOV 21

PREVENTING IDENTIFIED RISKS

A318/A319/A320/A321

FLIGHT CREW

TECHNIQUES MANUAL

Continued from the previous page

Flight phase

Risk

Consequences

Refer to

Non Precision

When the aircraft

The AP may not

Approach

reaches the minimum

disconnect until landing

height for use of AP, the

and autoland is not

flight crew does not set

provided on NPA.

the AP to OFF.

Go Around

When the flight crew

The SRS GA mode and

Refer to

initiates the go-around,

the FMS go-around

PR-NP-SOP-260 AP/FD

the PF does not set the

phase do not engage.

Go-Around Phase

thrust levers to the TOGA

Therefore, the AP/FD

Activation.

detent or the FLAPS

remain engaged in

lever is at 0.

approach, or landing

mode and the FMS

remains in APPR phase.

RISKS RELATED TO SYSTEM OPERATIONS/FAILURES

Ident.: PIR-00005745.0001001 / 04 NOV 20

Applicable to: ALL

Aircraft System

Risk

Consequences

Refer to FCTM

Auto Flight

In order to disconnect the

Immediate and undue

Refer to AS-FG-10-2 To

autothrust, the flight crew

thrust increase.

Set Autothrust To Off

presses the instinctive

disconnect pb on the

thrust levers before they

move the thrust levers to

the current thrust setting.

Auto Flight

The flight crew does not

TOGA thrust is

Refer to AS-FG-10-2 To

disconnect the autothrust

maintained, with an

Set Autothrust To Off

when Alpha floor/TOGA

undue thrust increase,

LOCK triggers.

and may lead to

overspeed.

Continued on the following page

PIA A318/A319/A320/A321 FLEET

PIR P 6/10

FCTM

← B to C →

23 NOV 21

PREVENTING IDENTIFIED RISKS

A318/A319/A320/A321

FLIGHT CREW

TECHNIQUES MANUAL

Continued from the previous page

Aircraft System

Risk

Consequences

Refer to FCTM

Auto Flight

The flight crew does not

Trajectory not correct.

use the correct knob

to change heading or

speed.

Auto Flight

The flight crew does not

Erroneous computation

Refer to

sequence the F/PLN.

(e.g. time, fuel) and

PR-NP-SOP-190-CONF

trajectory.

F-PLN Sequencing

Communications

Error in the use of RMP.

Loss of transmission to

ATC due to an erroneous

setting.

Engines

In the case of an engine

Performing the ECAM

Refer to PR-AEP-ENG

failure after takeoff, the

actions before the aircraft

Engine Failure after V1

flight crew does not

is stabilized on the flight

stabilize the flight path

path, reduces efficiency

before they perform

due to the PF’s high

ECAM actions.

workload, and may lead

to a trajectory error.

Engines

In the case of an engine

Pressing the EO CLR

Refer to PR-AEP-ENG

failure in cruise, the flight

key on the MCDU is an

Engine Failure During

crew presses the EO

irreversible action that

Cruise

CLR key on the MCDU.

leads to the loss of single

engine computation

(discrepancy between

the computation and real

aircraft status).

Continued on the following page

PIA A318/A319/A320/A321 FLEET

PIR P 7/10

FCTM

← C →

23 NOV 21

PREVENTING IDENTIFIED RISKS

A318/A319/A320/A321

FLIGHT CREW

TECHNIQUES MANUAL

Continued from the previous page

Aircraft System

Risk

Consequences

Refer to FCTM

Flight Controls

The flight crew does not

At takeoff:

Refer to PR-AEP-F_CTL

select the speed after slat

When slats/flaps are

Abnormal Flaps/Slats

or flap failure.

locked and if the flight

Configuration

crew does not select the

current speed, the aircraft

continues to accelerate

and possibly exceeds

Max Speed.

In approach:

When slats/flaps are

locked and if the flight

crew does not select the

current speed, the aircraft

continues to decelerate

down to a speed that

is not consistent with

the current aircraft

configuration.

Flight Controls -

In the case of flight with

Erroneous computation

Refer to PR-AEP-F_CTL

Landing Gear

slats/flaps extended or

(e.g. time, fuel), because

Abnormal Flaps/Slats

landing gear extended,

the FMS does not take

Configuration

the flight crew takes

into account the abnormal

into account the FMS

configuration.

predictions.

Fuel

The flight crew does not

Fuel loss.

Refer to PR-AEP-FUEL

check fuel before fuel

Fuel Leak

crossfeed.

Miscellaneous

For EMERGENCY

The flight crew does not

Refer to PR-AEP-MISC

DESCENT, the flight crew

detect that the descent

EMER DESCENT

turns but does not pull the

is not engaged. Delayed

ALT knob, or does both,

descent leads to limited

but not in the correct

oxygen for passengers.

sequence, with no FMA

crosscheck.

Continued on the following page

PIA A318/A319/A320/A321 FLEET

PIR P 8/10

FCTM

← C →

23 NOV 21

PREVENTING IDENTIFIED RISKS

A318/A319/A320/A321

FLIGHT CREW

TECHNIQUES MANUAL

Continued from the previous page

Aircraft System

Risk

Consequences

Refer to FCTM

Navigation

In order to set the ADR to

Irreversible loss of NAV

Refer to PR-AEP-NAV

OFF, the flight crew use

mode of the associated

ADR/IRS FAULT

the IR MODE selector

IR for the remainder of

instead of the ADR

the flight (the position

pb-sw.

LAT / LONG is lost).

Flight crew can recover

only the ATT mode of the

associated IR.

Surveillance

The flight crew performs

The autothrust mode

Refer to AS-TCAS

the TCAS resolution

may remain in THR CLB

TCAS

advisory procedure

or THR IDLE, whereas

without switching OFF the

it must be in SPEED

FDs for aircraft not fitted

mode. This may lead to

with the AP/FD TCAS, or

the activation of the high

when the AP/FD TCAS

speed/AOA protection.

function is failed.

PIA A318/A319/A320/A321 FLEET

PIR P 9/10

FCTM

← C

23 NOV 21

Aerosoft

The Airbus A318/319/320/321 in FSX

Vol

06-01-07 Page 1

Airbus A318/319/320/321

Step-By-Step Tutorial

07 April 2015

Aerosoft Airbus

A318/319/320/321

Volume 6

Step By Step Tutorial

Rolf Fritze

Version 06-01-07

RECORD OF REVISIONS

Revision n^o

Issue date

Description

01-01

19/09/2014

First issue

IAE behavior during startup added (#98 and 112) / Call #162 / Picture 67 / as well as chapter

01-02

22/09/2014

5.22 (FL change) changed

01-03

25/09/2014

Various changes based on pilot, developer and user feedback

#48 ATIS frequency, #148 start conditions, #234 start APPR CL, picture #22 LOAD-/FUEL

01-04

15/10/2014

PLANNER changed, #283 and 284 added, #59 changed, 4.6.5 und 4.6.6 = TILLER option added,

EXT Lights adjusted and STEEP APPROACH SOP added

Pause before T/D: Distance changed to 20 NM (chapter 4.6.5)

GO AROUND procedure modified (chapter 5.23)

01-05

09/11/2014

COG Calculation / THS aligned with VC Trim Scale and Fuelplanner (#59)

A320/321 added to document

01-06

16/11/2014

#89 Pushback details added, 4.7 limits added

 WXR - Turbulences added (2.1.3)

 Save and Load a flight (3.5)

 MCDU - AIRCRAFT USER STATES: Deleted from MCDU2 menu (4.3)

 Ground Crew Sound/Calls: Volume to menu added (4.6.1)

 MCDU Menu - define FS - P3D Infobar set lower (4.6.2)

 CL Config Menü AES Pusback ON/OFF and Infobar: GSX added (4.6.3)

 AES/GSX und AFTER START CL: Timing aligned (4.6.3)

01-07

07/04/2015

 Connected Flight Deck (4.9)

 Pushback: Distance set to minimum value = 9m (5.7.1 #89)

 ECAM Instruction - BRAKE TOO HOT: Values changed to 150/100° (5.10 #149)

 Explanations for the use of speedbrakes (5.21 #253)

 Use of 2^nd Autopilot (5.21 - #256)

 Appr. Speed Restr. FINAL CL - Landing Memo - <160 kts added as condition 5.21 #259a)

 VECTOR APPROACH and use of DIR TO / RADIAL IN for tutorial flight (6.)

Aerosoft

The Airbus A318/319/320/321 in FSX

Vol

06-01-07 Page 2

Airbus A318/319/320/321

Step-By-Step Tutorial

07 April 2015

Table of Content

Chapter

Content

Page

Start FSX-Settings

1.1

Start FSX

1.2

General FSX Settings

1.3

Simulation Rate / Time Compression

Panels and Instruments

2.1.

Glareshield and Main Panel

2.1.1

PFD - Primary Flight Display / ISIS

2.1.2

ND - Navigations Display (Standard)

2.1.3

ND - Navigations Display (WXR - Weather Radar))

2.1.4

ND - Navigations Display (EGPWS - Terrain on ND))

2.1.5

EFIS - Electronic Flight Information System

2.1.6

FCU - Flight Control Unit

2.1.7

E/WD - Engine- / Warning-Display

2.2

Overhead Panel

2.3

FMGC - MCDU - Multifunctional Control and Display Unit

2.4

ECAM - Electronic Centralized Aircraft Monitoring

2.5

Pedestal

General Information / Tips

3.1

Additional Information

3.2

Pictures

3.3

Procedure- and Checklist

3.4

Switching ON and OFF function- changing values

3.5

Saving a certain flight and aircraft state

3.6

Saving Flight Plans

3.7

Sound (background)

3.8

Tutorial Flight with Aerosoft A319 CFM

Flight Preparation

4.1

Fuel and Payload Planning

4.2

Calculation of Takeoff Performance Data

4.3

MCDU 2 Menu - Aircraft State

4.4

MCDU 2 Menu - Aircraft Doors

4.5

MCDU 2 Menu - Ground Services

4.6

MCDU 2 Menu - Options

4.6.1

Options - Sound

4.6.2

Options - Views

4.6.3

Options - Checklists

4.6.4

Options - Flight Data Recorder

4.6.5

Options - Flight

4.6.6

Options - Aircraft

4.7

MCDU 2 Menu - Load / Fuel

4.8

MCDU 2 Menu - Checklists

4.9

Connected Flight Deck

4.10

Voice packs for PF and PM

4.11

Saving all settings

4.12

RAAS - Runway Alert and Advisory System

Tutorial Flight / Checklists and Procedures

5.1

Basic Information - Setup

5.2

Basic Preparation Procedure

5.3

Cockpit Preparation - Part 1

5.4

FMGS / MCDU - Data Insertion

5.5

Cockpit Preparation - Part 2

5.6

Before Pushback and Start

5.7

Engine Start

5.7.1

Engine Start with Pushback

5.7.2

Engine Start

5.8

After Engine Start

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5.9

Taxi

5.10

Before Takeoff

5.11

Takeoff (Part 1)

5.12

Abort Takeoff

5.13

Takeoff (Part 2)

5.14

After Takeoff

5.15.

Climb

5.16

Cruise

5.17

MCDU PERF APPR Page

5.18

Descent Preparation

5.19

Descent

5.20

ILS-Approach

5.21

Final

5.22

Landing

5.23

Go Around

5.24

After Landing

5.25

Parking

5.26

Secure Aircraft

Vector Approach using DIR TO and RADIAL IN

Non Precision Approach

7.1

Introduction

7.2

Settings / Flightplan for Tutorial

7.3

Weather LGKR

7.4

Checklist- and Copilot Function

7.5

Charts used for this NPA at LGKR RWY 35

7.6

Approach Brief

7.7

Required PFD Symbology Knowledge

7.8

Descent Preparation and Descent

7.9

Initial Approach Fix (IAF)

7.10

Deceleration Point

7.11

Final Approach Fix (FAF)

7.12

Minimum Decision Altitude (MDA)

7.13

Summary

A318 - STEEP APPROACH

8.1

Introduction

8.2

Settings / Flightplan

8.3

Weather EGLC

8.4

Checklist- and Copilot Function

8.5

Flight Path and charts

8.6

MCDU PERF APPR PAGE

8.7

Descent Preparation

8.8

Descent

8.9

Approach

8.10

Final

8.11

Landing

101

Alternate Company Routes and Destinations

103

9.1

Alternate Company Routes

103

9.2

Alternate Destinations

106

10.

Tips and Tricks

110

10.1

Adjusting Views

110

10.2

Keeping / Saving adjusted views

110

10.3

Working with real flight plans

110

10.4

“Capturing” the ILS Glide Path

110

10.5

Transfer document to iPad

111

10.6

MCDU (left) on an external device

111

10.7

Use of Procedure- and Checklist

111

10.8

Manually entered Waypoints

111

11.

Appendix - Glossary

112

12.

Appendix - Procedure- and Checklist A318/319/320 and 321

115

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PICTURE

1: DEFAULT VC VIEW, SELECTED WITH THE [S] KEY AND WHERE NEEDED CYCLED TO THIS VIEW WITH THE [A] KEY

PICTURE

2: MAIN PANEL AND GLARESHIELD VIEW (SIMILAR TO A 2D PANEL) SELECTED WITH [F9]

PICTURE

3: ECAM AND UPPER PEDESTAL VIEW, SELECTED WITH [F10]

PICTURE

4: PEDESTAL VIEW, SELECTED WITH [F11]

PICTURE

5: OVERHEAD VIEW, SELECTED WITH [F12]

PICTURE

6: GLARESHIELD AND MAIN PANEL (F9)

PICTURE

7: PFD - PRIMARY FLIGHT DISPLAY / ISIS

PICTURE

8: ND - NAVIGATION DISPLAY (STANDARD)

PICTURE

9: ND - SYMBOLS

PICTURE

10: ND - NAVIGATION DISPLAY (WXR)

PICTURE

11: WXR - REFLECTIVITY

PICTURE

12: WXR-PANEL (PEDESTAL 2.5. # 11)

PICTURE

13: ND - NAVIGATION DISPLAY (TURBULENCES -MAGENTA - )

PICTURE

14: ND - NAVIGATION DISPLAY (TAKEOFF AT LOWI 08)

PICTURE

15: EFIS - ELECTRONIC FLIGHT INFORMATION SYSTEM

PICTURE

16: FCU - FLIGHT CONTROL UNIT

PICTURE

17: E/WD-ENGINE WARNING DISPLAY WITH IAE / RESP. PLANE WITH CFM ENGINES

PICTURE

18: OVERHEAD PANEL (F12)

PICTURE

20: ECAM (F10)

PICTURE

19: MCDU (SHIFT+2)

PICTURE

21: PEDESTAL (F11)

PICTURE

22: FLIGHTPATH INNSBRUCK (LOWI) TO NICE (LFMN)

PICTURE

23: AIRBUS A318/319/320/321 FUEL PLANNER (ADVANCED PLANNING MODE)

PICTURE

24: TOTAL WEIGHT SETTINGS IN LOAD-MANAGER

PICTURE

25: AIRCRAFT STATE MENU

PICTURE

26: AIRCRAFT DOORS MENU

PICTURE

27: GROUND SERVICES

PICTURE

28: OPTIONS MENU

PICTURE

29: SOUNDS CONFIGURATION MENU

PICTURE

30: VOLUME CONFIGURATION MENU

PICTURE

31: VIEW CONFIGURATION MENU

PICTURE

32: VC PANEL BAR (DAY AND NIGHT VERSION)

PICTURE

33:

2D PANEL BAR (DAY AND NIGHT VERSION)

PICTURE

34: VERTICAL PANEL BAR

PICTURE

35: HORIZONTAL PANEL BAR

PICTURE

36: WING VIEW BAR

PICTURE

37: CHECKLISTS CONFIGURATION MENU

PICTURE

38: INFO BAR

PICTURE

39: FLIGHT DATA RECORDER

PICTURE

40: FLIGHT DATA RECORDER MENU

PICTURE

41: FLIGHT DATA RECORDER - DETAILS -

PICTURE

42: FLIGHT DATA RECORDER - RESULT IN GOOGLE EARTH -

PICTURE

43: FLIGHT OPTIONS

PICTURE

44: AIRCRAFT OPTIONS

PICTURE

45: LOAD/FUEL OPTIONS

PICTURE

46: LOAD/FUEL MENU AFTER INIT LOADSHEET

PICTURE

47: LOAD/FUEL MENU AFTER LOADING COMPLETED

PICTURE

48: CHECKLISTS MENU (PAGE A)

PICTURE

49: CONNECTED FLIGHT DECK MENU

PICTURE

51: DETAILED FLIGHT PLAN LOWI - LFMN

PICTURE

50: TABLE COST INDEX

PICTURE

52: CG (CENTRE OF GRAVITY)/ THS

PICTURE

53: PUSHBACK GAUGE

PICTURE

54: ND - ON THE RUNWAY - READY FOR TAKEOFF

PICTURE

55: THRUST LEVER POSITIONS

PICTURE

56: JOYSTICK: ON THE RUNWAY (ATTITUDE INDICATOR)

PICTURE

57: FLIGHT DIRECTOR: DURING TAKEOFF

PICTURE

58: LOWI - RUNWAY 08 - SID RTT2J

PICTURE

59: LOWI - RUNWAY 08 - CLIMB PROFILE

PICTURE

60:

10.000 FEET

PICTURE

61: T/C - TOP OF CLIMB = 31.000 FEET

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PICTURE

62: MCDU - PERF - APPR PAGE (A319 AND A320)

PICTURE

63: LFMN ILS04L - CHART STAR „BORDI“ / TRANS “NER S”

PICTURE

64: TOP OF DESCENT - INITIATE DESCENT

PICTURE

65: ND: DECELERATION POINT

PICTURE

66: CHART TRANS NERAS

PICTURE

67: CHART ILS 04L NICE

PICTURE

68: FINAL PROCEDURE - ILS APPROACH PROFILE LFMN04L

PICTURE

69: SPEEDS “GREEN DOT”, S, F AND VAPP ON PFD

PICTURE

70: DECELERATION POINT

PICTURE

71: LOC INITIATED NEAR NI17

PICTURE

72: LOC CAPTURED

PICTURE

73: PFD - GLIDESCOPE CAPTURED - VERTICAL AND LATERAL GLIDE PATH

PICTURE

74: ND - ILS VIEW LFMN RWY 04L

PICTURE

75: ND - G/A FLIGHT PATH FOR LFMN ILS04L

PICTURE

76: MCDU - F-PLAN - ENTERING A HOLDING AT NERAS

PICTURE

77: AFTER ENTERING A HOLDING AT NERAS

PICTURE

78: AFTER ENTERING VIA NERAS FOR NEW APPROACH

PICTURE

79: AFTER DELETING F-PLAN DISCONTINUITY

PICTURE

80: AFTER EXIT THE HOLDING

PICTURE

81: ND - AFTER ACTIVATING FLIGHT PATH FOR ANOTHER ATTEMPT

PICTURE

82: OVERHEAD PANEL BEFORE SWITCHING OFF BOTH BATTERIES

PICTURE

83: VECTOR APPROACH FLIGHT PATH INTO LFMN

PICTURE

84: MCDU PERF APPR PAGE

PICTURE

85: START OF DESC PREP CL

PICTURE

86: REACHING NEW FL170 BEFORE BORDI

PICTURE

87: ND AFTER ENTERING PIRAM AS DIR TO

PICTURE

88: ND AFTER PASSING PIRAM

PICTURE

89: SELECTING DIR TO AND RADIAL IN

PICTURE

90: ND FLIGHT PATH AFTER DIR TO AND RADIAL IN

PICTURE

91: ND FLIGHT PATH BEFORE CHANGING HDG 350°

PICTURE

92: ND FLIGHT PATH AFTER CHANGING HDG 350°

PICTURE

93: ND FLIGHT PATH AFTER ARMING APPR MODE

PICTURE

94: APPROACHING RADIAL IN

PICTURE

95: FINAL APPROACH FLIGHT PATH

PICTURE

96: STAR CHART (PITAS2J) FOR LGKR

PICTURE

97: RWY35-Y VOR CHART FOR LGKR

PICTURE

98: VERTICAL INFORMATION FOR RWY35-Y FOR LGKR

PICTURE

99: FLIGHT PATH VECTOR AND FLIGHT PATH DIRECTOR 1

PICTURE

100: FLIGHT PATH VECTOR AND FLIGHT PATH DIRECTOR 2

PICTURE

101: MCDU PERF APPR PAGE

PICTURE

102: TOP OF DESCENT

PICTURE

103: DESCENT FLIGHT PATH

PICTURE

104: AFTER PASSING 10.000 FEET = IAF

PICTURE

105: DECELERATION POINT

PICTURE

106: FINAL APP ACTIVATED AFTER PASSING DECEL POINT

PICTURE

107: PASSING DIREX - DIRECTION GAR09 AND LGKR VOR 35-Y

PICTURE

108: BEFORE FAF = GAR09

PICTURE

109: PASSING GAR09 = FAF

PICTURE

110: MANUAL APPROACH AFTER PASSING MDA (ND = ARC MODE)

PICTURE

111: FLIGHT PATH EDDH - EGLC

PICTURE

112: STAR CHART (SPEA1B) FOR EGLC

PICTURE

113: MCDU PERF APPR PAGE

PICTURE

114: OVERHEAD PANEL AND STEEP APPR BUTTON

PICTURE

115: UPPER ECAM - STEEP APPROACH BUTTON = ON

PICTURE

116: TOP OF DESCENT - INITIATE DESCENT

PICTURE

117: ND: DECELERATION POINT

PICTURE

118: SETTINGS FOR ND MODE AND RANGE

PICTURE

119: DESCENT PROFILE FOR RWY ILS27 INTO LGLC

PICTURE

120: DECEL POINT

PICTURE

121: DECELERATION POINT

PICTURE

122: FINAL FLIGHT PATH

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PICTURE 123: LANDING MEMO - STEEP APPROACH

100

PICTURE 124: G/S CAPTURED - LS VIEW

101

PICTURE 125: ENTERING ALTN DESTINATION - STEP 1

103

PICTURE 126: ENTERING ALTN DESTINATION - STEP 2

103

PICTURE 127: ENTERING ALTN DESTINATION - STEP 3

104

PICTURE 128: ENABLING ALTN DEST - STEP 1

104

PICTURE 129: ENABLING ALTN DEST - STEP 2

104

PICTURE 130: ENABLING ALTN DEST - STEP 3

105

PICTURE 131: ENTERING NERDU AS NEXT WPT AFTER THE REVISE POINT ALMER

105

PICTURE 132: TEMPORARY FLIGHT PLAN AFTER ENABLING ALTN

105

PICTURE 133: TEMPORARY F-PLAN AFTER MATCHING WITH ALT RTE

106

PICTURE 134: PRIMARY F-PLAN

106

PICTURE 135: ENTERING ALTN DEST = LOWW

106

PICTURE 136: NOT USING EXISTING CO RTE

107

PICTURE 137: INIT A PAGE WITH ALTN DESTINATION

107

PICTURE 138: ENABLING ALTN DEST - STEP 1

107

PICTURE 139: ENABLING ALTN DEST - STEP 2

108

PICTURE 140: ENABLING ALTN DEST - STEP 3

108

PICTURE 141: ACTIVE FLIGHT PLAN AFTER ENABLING ALTN

108

PICTURE 142: LOWW ARRIVAL

109

PICTURE 143: ACTIVE F-PLAN (BEFORE CLR)

109

PICTURE 144: ACTIVE F-PLAN EDDF - LOWW

109

PICTURE 145: ANGLE „CAPTURING“ A GLIDE PATH

110

PICTURE 146: MANUALLY ENTERED WAYPOINTS

111

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Start - FSX-Settings

1.1

Start FSX

Start the FSX with a “FREE FLIGHT” and use the following options:

Aircraft:

Aerosoft Airbus A319-112 CFM or IAE (any airline)

Weather:

Fair weather

Location:

Innsbruck/Austria (LOWI) at Parking 5 - RAMP GA LARGE

Time and Season:

Day - any season

The difference between CFM and IAE types are the engines built by different manufacturers.

Do NOT use default ATC and disable AI traffic. The reasons being are that ATC/AI can use different runways

than we use in our tutorial. This might end up

 LOWI - Departure Airport: AI may use 26 for approaches, causing immediate TA's and RA's on takeoff.

 LFMN - Arrival Airport: Apparently default ATC and AI use the opposing runway 22R.

If the aircraft it is not in the “COLD DARK” state when you load it (maybe you already set a DEFAULT aircraft

state - see chapter 4.3 for details), please set all knobs, switches and buttons to OFF so that no lights are ON

(Batteries 1 + 2 should be set OFF last) - please see chapter 5.26: Overhead Panel -. But the easiest way to

make those settings (and necessary for this tutorial flight) is to use the ACFT STATE function of the right MCDU

and set the aircraft state to “COLD DARK” (please see chapter 4.3 for details).

1.2

General FSX Settings

Adjust the FSX settings according to the Volume 1 (Vol1-InFSX EN) of the Aerosoft Airbus A318/319/320/321

documentation (chapter FSX Settings) which you will find in the FSX-folder under Aerosoft /Airbus318_A319 /

Documentation / or Aerosoft /Airbus320_A321 / Documentation /

1.3

Simulation Rate / Time Compression:

Especially during longer flights the simulation rate in the FSX Options Menu is often speeded up from normal

in order to shorten the flight. We recommend that you do not do this, as it can cause problems. This is because

the flight avionics of Airbus 318/319/320/321 are completely reprogrammed and do not use any FSX standard

features. This means that the avionics are not compatible with the time compression features of FSX.

Additionally it is depending on the performance of your computer. In the meantime we got the experience

that “time compression” works perfectly on some high-end machines.

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2. Panels and Instruments:

In the following paragraph the various panel and cockpit views are explained together with the terms used in

the tutorial, this will enable the user to find the knobs, switches and buttons that the tutorial refers to. They are

the Glareshield, Main Panel, MCDU, ECAM, Pedestal/Radio and the Overhead Panel.

The Aerosoft Airbus A318/319/320/321 does not have a 2D panel - only a virtual cockpit, therefore to make it

easier to use ,6 fixed virtual 2D cockpit views have been created. These views can be accessed using three

different methods.

 FSX Menu: Views - View Mode - Cockpit - ͙͙..

 Keyboard: F9 = Glareshield - Main Panel, F10 = ECAM / left and right MCDU, F11 = Pedestal / Radio and

F12 = Overhead.

 Keyboard: F9 = Glareshield - Main Panel and then use the [A] key to toggle between the various views

like left MCDU, right MCDU, etc.

Picture 1: Default VC view, selected with the [S] key and where needed cycled to this view with the [A] key.

Picture 2: Main Panel and Glareshield View (similar to a 2D panel) selected with [F9]

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There is also a Panelbar available which allows you to get fast access to a lot of other fixed predefined views -

please see chapter 4.6 (OPTIONS).

Using the various keyboard combinations (please see details below) all views can be changed

 For all views the eye point can be changed except: 2 D Glareshield, 2D MCDU, Radio and TCAS

 For all views a "Pan Reset Function" is integrated e. g. after re-opening the view again the original view is

reset. This is important so that for some very special views like the FCU, Pedestal, Overhead etc. the views

do not end "somewhere" if opened again.

First open it e. g. to become the active window. Then the following key combinations are available:

 CTRL + Return

- Left

 CTRL + Backspace

- Right

 CTRL + SHIFT + Return

- Forward

 CTRL + SHIFT + Backspace

- Backwards

 SHIFT + Return

- Higher

 SHIFT + Backspace

- Lower

 SPACE BAR + Mouse wheel

- Zoom in or out

 SPACE BAR + Mouse

- Changing the view angle

2.1

Glareshield and Main Panel

Picture 6: Glareshield and Main Panel (F9)

1 = PFD (Primary Flight Display)

8 = Dimmer for PFD and ND

2 = ND (Navigation Display)

9 = Master Warning and Master Caution Lights

3 = EFIS (Electronic Flight Information System)

10 = A/Skid & Nose Wheel Steering

4 = FCU (Flight Control Unit)

11 = Brake Fan

5 = E/WD (Engine- and Warning Display)

12 = EGPWS - Terrain on ND switch

6 = Brakes

13 = ISIS - Standby Altimeter

7 = Chronometer

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2.1.1.

PFD - Primary Flight Display

Integrated Standby Instruments System (ISIS)

Picture 7: PFD - Primary Flight Display

1= FMA - Flight Mode Annunciator

2 = Speed Indicator

3 = Attitude Indicator - Artificial Horizon - Flight-Director Indicator

4 = Lateral and Vertical ILS Glide Path

5 = Altitude Indicator

6 = Vertical Speed Indicator

7 = ILS Identification

8 =Heading and Track Indicator

9 = Air Pressure

2.1.2. ND - Navigation Display (Standard)

Picture 8: ND - Navigation Display (Standard)

1= Speed (Ground Speed / True Air Speed) and wind (direction / speed)

2 = Next waypoint, degree, distance, time of arrival

3 = Lateral flight path

4= Chronometer time

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Indication

Description

Speed Change: Indicates the point where the aircraft will initiate an automatic

acceleration or deceleration from current speed to new computed speed in case of

SPD LIM, SPD CSTR, or HOLDING SPD (including 250 knots below 10,000).

Deceleration Point: Indicates where the aircraft will initiate an automatic

deceleration toward VAPP. Managed NAV mode and managed speed must be

engaged.

Altitude Constraints: Constraint is predicted to be met when the aircraft is in

managed lateral and vertical modes.

Position where the aircraft will level-off at the FCU selected altitude. The same

symbol will indicate a level-off from a managed climb (CLB) or selected climb (OP

CLB).

Position where the aircraft will level-off at the constrained altitude entered in the

MCDU. The managed CLB mode must be engaged for the altitude constraint symbol

to appear and be honored.

Position where the aircraft will level-off at the FCU selected altitude. The same

symbol will indicate a level-off from a managed decent (DES) or selected descent

(OP DES).

Position where the aircraft will level-off at the constrained altitude entered in the

MCDU. The managed DES mode must be engaged for the altitude constraint symbol

to appear and be honored.

Start of climb with the CLB mode armed.

Start of climb with the CLB mode not armed.

Top of Descent or continue descent with DES armed.

Top of Descent or continue descent with DES not armed.

Picture 9: ND - Symbols

2.1.3.

ND - Navigation Display (WXR - Weather Radar)

Ground Clutter (only available in

MAN mode)

Picture 10: ND - Navigation Display (WXR)

1= TILT setting (green = MULTISCAN AUTO mode / blue = MAN mode)

The Airbus WXR works with FSX weather as well as with any weather add-on and displays what is

“injected” into the FSX weather.

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Weather Radar Display

 The weather radar display is depicted on the ND in any mode except PLAN. The selected ND range

scale will control the weather radar range.

 The radar returns will appear in green, yellow and red depending on the precipitation intensity.

Black means “no” perception or perception with very low intensity (below level). The antenna tilt

angle will be displayed in the lower right-hand corner of the ND and is the angle between the

horizon and the radar beam axis. When MULTISCAN manual calibration mode is selected, MAN and

the setting appear in blue whereas in AUTO mode the setting appears in green.

 If the TERR ON ND is selected on, the ND displays the surrounding terrain from the stored database,

and the weather radar display will be suppressed.

Picture 11: WXR - Reflectivity

WXR-Panel

Picture 12: WXR-Panel (Pedestal 2.5. # 11)

1= System = ON =1 or OFF - 2 is not modeled

2 = Gain control

3 = MULTISCAN (Manual and Auto)

4 = Ground clutter suspension (Off and Auto) - only in MAN mode

5 = TILT (UP and DOWN)

6 = MODE

The following features are modeled respectively can be operated in the Aerosoft A318/319/320/321

Airbus:

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 GAIN control

 MULTISCAN (MAN and AUTO)

 GCS (OFF and AUTO)

 Antenna TILT

 Mode

 Range control of the ND (please see EFIS 2.1.5 #6)

Whereas the range control is handled on the EFIS for the other settings the WXR panel is used. To get

the maximum range / display it is necessary to have set FSX SETTINGS / WEATHER / CLOUD DRAW

DISTANCE to the maximum (if a weather tool is used apply the same settings to it).

AUTO MULTISCAN MODE

In auto mode (MULTISCAN switch set to AUTO) the tilt is automatically controlled. Two beams (upper

and lower) are merged together to become one picture representing weather in the possible vertical

flight path of aircraft.

Also in MULTISCAN AUTO mode the GCS (ground clutter suspension) is usually in AUTO mode and so

the ground clutter will be suppressed. Ground clutter can be suppressed by GCS in MULTISCAN mode

(AUTO), but not in manual mode (MAN) - using a lower tilt it will always be visible (except water

surface, which will be displayed in black).

MAN MULTISCAN MODE

In manual mode (MULTISCAN switch to MAN) the radar beam is controlled via the TILT rotary knob.

The flight crew uses the following three features to operate the Collins WXR2100 Weather Radar in the

Airbus A318/319/320/321 family (if MULTISCAN MAN is selected):

 Gain control, which adjusts the sensitivity of the receiver (and should usually be set to AUTO).

 Antenna tilt, that is the angle between the centre of the beam and the horizon

 Range control of the ND, which has an essential influence on the optimum tilt setting

The recommended TILT settings for the various FLIGHT PHASES based on ALTITUDE and ND-RANGE

according to AIRBUS documentation (Flight Operations Briefing Notes) are:

Flight

Recommendations

Remarks

Phase

Taxi

Set ND to 10 NM range -

Radar check

Tilt down, then up: Check appearance / disappearance of ground returns

must be

performed

away from

people

Takeoff

Scan up to 15° UP for weather return, if significant weather is suspected- Select

Scan along

the departure

tilt at +4° UP for takeoff

path

Climb

Select negative tilt, maintain ground returns on top of ND as the aircraft climbs

Change TILT

(suggestions):

according to

altitude and

ND-Range

ND range

Flight Level

160

TILT SETTING

5.000

-0.9°DN

-0.1°DN

10.000

-2.7°DN

-0.8°DN

-0.5°DN

-0.4°DN

15.000

-4.5°DN

-1.4°DN

-1.0°DN

-0.9°DN

20.000

-6.3°DN

-2.8°DN

-1.6°DN

-1.5°DN

25.000

-8.8°DN

-4.3°DN

-2.4°DN

-2.1°DN

30.000

-10.8°DN

-5.4°DN

-2.8°DN

-2.4°DN

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Cruise

Select negative tilt and maintain ground returns on top of ND. As a rule of thumb

No ground

use the following suggestions:

returns

beyond line of

ND-Range

sight:

Flight Level

160

320

FL370 => 240

TILT-Setting

31.000

-12.1°DN

-5.8°DN

-3.1°DN

-2.5°DN

FL250 => 200

Descent

Adjust tilt to maintain ground returns on top of ND. As a rule of thumb:

ND-Range

Flight Level

160

TILT SETTING

30.000

~ +3.0 °UP

25.000

~ +2.5 °UP

20.000

~ +2.0 °UP

15.000

~ +3.0 °UP

10.000

~ +2.0 °UP

5.000

~ +1.0 °UP

3.000

~ +0.5 °UP

Approach

Select tilt: +4° UP

To avoid

ground

returns

If you want to get more information on the WXR subject please have a look into the “Collins_WXR-

2100_Operators_Guide.pdf” as well as into AIRBUS documentation “Flight Operations Briefing Notes -

Adverse Weather Operations - Optimum Use of Weather Radar” which you can download from the

Internet.

MODE

Turbulence is displayed in magenta out to maximal 40 nautical miles for all selected ranges (as in real

Airbus). No detecting of clear-air turbulence as only areas of precipitation are evaluated.

WX:

Normal WX Radar as it was implemented so far (precipitation targets).

WX+T: Precipitation targets with turbulence information overlaid.

TURB: Only turbulence information without precipitation targets.

MAP: Enables display of all radar echoes including terrain and precipitation information, but the

receiver sensitivity for precipitation returns is decreased so that terrain characteristics are

pointed out. No turbulence information is displayed.

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Picture 13: ND - Navigation Display (Turbulences -magenta - )

2.1.4. ND - Navigation Display (EGPWS - Terrain on ND)

Picture 14: ND - Navigation Display (Takeoff at LOWI 08)

1= Lowest and highest elevation

EGPWS (Enhanced Ground Proximity Warning System) terrain picture

The ND displays the EGPWS terrain picture, when TERR ON ND switch is selected ON and the ND is not

in PLAN mode. The terrain picture replaces the weather radar image.

The EGPWS is automatically switched in case of a threat but suppressed if the following conditions are

met:

 Departure: During first 60 seconds after takeoff (after getting airborne). Therefore the FMA modes

for thrust levers (TOGA, FLX, MAN TOGA, MAN MCT) and the SimOnGround flag are taken into

account.

 Approach: Gear down + (Flaps 3 or 4 (full))

 Approach: ILS is tuned and successful received and glideslope and localizer have both a deviation of

less than 2 dots

 GoAround: During first 60 seconds after GO AROUND. Therefore the FMA modes for thrust levers

(TOGA, FLX, MAN TOGA, MAN MCT), flap position and flight status (GA) and the gear handle

movement into up position are taken into account.

Lowest and highest elevation

Minimum and maximum elevations encountered with selected range, are respectively displayed in this

square using the colors described below.

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Terrain Display

The terrain appears in different colors and densities according to its relative height. The reference

altitude is projected downward from the actual aircraft altitude to provide a 30 second advanced

display of terrain when descending at more than 1000 FPM.

Indication

Description

High density red: Terrain is at least 2000 ft. above aircraft altitude.

High density yellow: Terrain is between 1000 ft. and 2000 ft. above aircraft

altitude

Low density green: Terrain is between -250 ft (gear down) or -500 ft (gear up) to

1000 ft above aircraft altitude.

Medium density green: Terrain is between 250 ft. (gear down) or 500 ft. (gear up)

to 1000 ft. below aircraft altitude.

High density green: Terrain is between 1000 ft. to 2000 ft. below aircraft altitude.

2.1.5.

EFIS - Electronic Flight Information System

Picture 15: EFIS - Electronic Flight Information System

1 = Air Pressure Display

5 = ND mode setting knob

2 = AP (Hg or hPa selector and setting knob)

6 = ND range setting knob

3= Flight Director / ILS

7 = ADF / VOR 1 and 2 switch

4 = Flight Plan Information on ND

2.1.6.

FCU - Flight Control Unit

Picture 16: FCU - Flight Control Unit

1 = Speed (display and setting knob)

6 = ILS lateral localizer

2 = Heading (display and setting knob)

7 = Auto throttle

3 = Altitude (display and setting knob)

8 = Expedite

4 = Climb / Descent (display/setting knob)

9 = Approach ILS lateral / vertical localizer

5 = Autopilot 1 and 2

10 = Heading Track / V/S Flight Path switch

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2.2

Overhead Panel

Picture 18: Overhead Panel (F12)

1 = Hydraulic Panel

10 = APU-Master / -Start & -Bleed

2 = Fuel Panel

11 = Internal Lights (Cockpit - Test)

3 = Electric Panel

12 = Signs (No Smoking, Seat B. and Emergency)

4 = Batteries 1 and 2, Voltage

13 = Probe Window Heat

5 = Generators 1 and 2

14 = Ventilation

6 = External Power

15 = GPWS (Ground Proximity Warning System)

7 = Air Condition Panel

16 = Emergency Flight Control System

8 = Anti-Ice-Panel

17 = ADIRS

= External Lights

18 = STEEP APPR. Button (A318 only)

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2.3

FMGC - MCDU - Multifunction Control and Display Unit

Picture 19: MCDU (SHIFT+2)

1 = Display

2 = LSK 1-6L = Line Select Key 1-6 left

3 = LSK 1-6R = Line Select Key 1-6 right

4 = Scratch pad

5 = Page keys

6 = Keyboard (numeric)

7 = Keyboard (alphabetic)

8 = Switch for input via PC keyboard

2.4

ECAM (Electronic Centralized Aircraft Monitoring)

Picture 20: ECAM (F10)

1 = ECAM (Electronic Centralized Aircraft Monitoring)

2 = Gear

3 = MCDU - Multifunction Control and Display Unit - left and right

4 = Dimmer for Upper and Lower ECAM Display

5 = ECAM Panel

6 = CPDLC = Controller Pilot Data Link Communication system

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General Information / Tips:

3.1

Additional Information:

Users who want to get full and accurate information on this very complex product, its systems and function

will find a lot of information in the various manuals which you will find in the main FSX-folder under

Aerosoft/Airbus A318_A319/Documentation or Aerosoft/Airbus A320_A321/Documentation.

3.2

Pictures:

The following description of the tutorial flight and its steps refers to the previously mentioned pictures and

terms so that it is easier to find the knobs, switches and buttons.

3.3

Procedure- and Checklist:

Based on the original Airbus A320 CFM procedure- and checklist, an in content and sequence modified

procedure- and check list has been prepared for the Aerosoft Airbus A318/319/320 and 321. These lists are

part of and used in this tutorial as well as in the checklist function (please see chapter 4.7 and chapter 5.1 for

details).

3.4

Using the Switches and Knobs, and changing values

To switch a button, knob or switch to ON, please use the left mouse button - whereas to switch it to OFF

please use the right mouse button. To change a “switch setting” or “values” just use the mouse wheel

 Switch setting:

to the right = forward / to the left = backwards

 Value:

increase = forward / decrease = backwards

3.5

Saving a certain flight and aircraft state

After installation of SP3 it is now possible to save a complete flight (situation and aircraft state - including all

MCDU2 settings) just with one click. Just use the FS-menu function to save the complete flight. It is not

necessary anymore to save the aircraft state separately and therefore this MCDU2 menu option has been

deleted.

When saving a certain “flight” with “state” and the checklist- / copilot function is set to ON, one checklist must

have been completely finished and the next one should be available. This means e.g. you can save a state

“ENGINE START” after the “BEFORE PUSHBACK AND START” checklist has been finished. So as a good “point”

for saving a flight we recommend are the above mentioned states or BEFORE TAKEOFF, DURING CLIMB, AT

CRUISE LEVEL, BEFORE T/D, BEFORE TRANS ALT or BEFORE 10.000 feet (which one ever comes first). But also

make sure that a certain FMA state is completely reached e. g. the FMA displays not ALT* anymore but just

ALT.

The saved flight can be loaded only from within FSX (not possible from the Free Flight Menu) whereas in

Prepar3D you can already use the Training Scenario Setup to load the saved flight.

After the flight has been completely loaded (takes some time based on your system) just move the thrust

levers into the right position. On the INFOBAR the following message p. e. during CLIMB will be displayed:

This means on the FMA: THR CLB, SPEED or THR IDLE should be displayed after adjusting the thrust levers..

Saved flights can be completely deleted using the FS-option. But this is only valid for those files which are

saved in User\Own Documents\Flight Simulator X Files or \Prepar3D v2 Files. The MCDU settings file which is

automatically saved in User\Own Documents\Aerosoft\Airbus has to be manually deleted.

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3.6

Saving flight plans

The Aerosoft Airbus A318/319/320/321 defaults to the realistic company route format e. g. flight plans (except

departure runway, SID, arrival runway and STAR / TRANS) can be saved and loaded. After entering the

complete flight plan into the MCDU change to MCDU Menu and select a name for that flight plan like

LOWILFMN01. The save will be confirmed

(folder: C:\User\Your Name\Own Documents\Aerosoft\

Airbus\FlightPlans).

If you want to use this flight plan just enter the given name into the scratchpad on the INIT A page and then

press LSK1L (CO RTE = Company Route). The other way is (if you do not know the exact name) just enter the

departure / destination airport (like LOWI/LFMN with LSK1R) and on the next page all saved company routes

for this departure / destination airport are displayed. Using the respective LSK?L you can select the wanted

route.

But if you prefer to save your company routes with runways and SID/STAR as well as TRANS use the

 Aerosoft. AirbusX.A318_19.Configurator (FSX Main Folder\Aerosoft\Airbus A318_A319)

 AirbusX.A320_21.Configurator (FSX Main Folder\Aerosoft\Airbus A320_A321)

to make you preferred settings.

3.7

Sound (background)

Using the right MCDU pages “MCDU2 MENU” and “SOUND” there are three background sounds available

CABIN CREW, FLIGHT CREW and ATC. To use these sounds just click on the respective LSK and the description

changes to green = ON.

3.8

Tutorial Flight with Aerosoft A319 CFM:

Even that this tutorial flight is originally written for the A319 it can also be used for flights with other models

because the layout of all planes is identical. Only certain data like fuel and payload as well as performance and

speed data may vary.

The flight goes from Innsbruck/Austria (ID: LOWI) to Nice/France (ID: LFMN) and the following original flight

plan will be used:

LOWI - INN UM726 BZO UM984 EVANO UZ185 BORDI - LFMN

Picture 22: Flightpath Innsbruck (LOWI) to Nice (LFMN)

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It is a “real” one also used by commercial airlines. The terminology of the above flight plan is as follows: We

are flying from Innsbruck (LOWI) to the first waypoint INN and then using the airway UM726 until the

waypoint BZO. From there we are using the airway UM984 to EVANO and then the airway UZ185 to BORDI.

From BORDI we are then flying to NICE (LFMN).

If you want to use such as the aforementioned “real” flight plan for further flights, those plans are available on

various websites - e.g. http://www.edi-gla.co.uk/fpl/search.php. To find aeronautical charts a very good

choice might be also www.skyvector.com .

To reach our first waypoint (INN) from Innsbruck (LOWI) we have to use a SID = RTT2J (Standard Instrument

Departure). From all big airports there are such SIDs available depending on the takeoff-runway and first

waypoint of the flight plan. The same is valid for our arrival in Nice (LFMN). There are various STARs (Standard

Arrival Routes) as well as TRANS (Transitions) from the last STAR waypoint to the Final Approach Point - FAP in

case of an ILS, or to the Final Approach Fix - FAF, in case of a Non Precision Approach available. FAP/FAF is the

point where the instrument approach begins which is NI122 in this tutorial. The selection of the STAR / TRANS

or VIA depends on the last waypoint of the flight plan (BORDI) and the landing runway (STAR = BORD6C and

TRANS = NERAS).

How to enter this flightplan into the MCDU is explained in chapter 0. There are tools like FS Commander, EFB

or PFPX available which you can use to prepare a flightplan and those tools also offer an export function of

flightplans to the Aerosoft Airbus A 318/319. But currently only flightplans created with FS Commander and

EFB are exported including runways, SID, STAR and TRANS/VIA. Those tools fully support the Aerosoft Airbus

A318/319/320/321 flightplan functionality.

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Flight Preparation:

4.1

Fuel and Payload Planning:

A planner for passengers, cargo and fuel is included in this package. After installation you should find the

respective icon on your desktop (the installer will have added a shortcut on your desktop but you can also find

the program in your FSX Main Folder under Aerosoft\Airbus_Fallback\Aerosoft.AirbusX.FuelPlanner.exe.

Please start the Fuel- and Payload-Planner and it will open in “Simple Mode”. The following assumptions are

used in “Simple Mode”:

 FL: 380

 Taxi time: 20 min

 APU time: 20 min

 Alt dist: 200 nm

 Holding time: 20 min

 Contingency time: 30 min

and no wind or temperature factor. If any of these values differs a considerable amount from your planned

flight, then “Advanced Mode” should be used to alter the value. Because we will use for our tutorial flight a FL

of 31.000 please change to the “ dvanced Mode”.

 Set the “UNIT” = Kg

 Please select in “Aircraft Type” = A319

 Set the passenger load to app. 80 Pax

 Set the cargo load to app. 2.000 kg

 Enter LOWI for “departure” and LFMN for “arrival”

Picture 23: Airbus A318/319/320/321 Fuel Planner (advanced planning mode)

Please check if all of the “Weight” values are shown in “green” e. g. are within the limits for the Airbus.

“ uto load with aircraft” is ticked and

“Generate Loadsheet” is pushed afterwards those settings

automatically will be loaded to the A318/319/320 or 321 if the plane itself is loaded in FSX. But if you want to

do the loading manually by yourself, then just untick “ utoload with aircraft” and only push “Generate

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Loadsheet” (details for this functions please see chapter 4.7). Please also note that there might be small

differences between the values the “Fuel- and Payload-Planner” and FSX is stating after loading.

A319:

A320:

Empty weight

39.725 kg

Empty weight

41.243 kg

Payload

8.921 kg

Payload

8.921 kg

Zero Fuel Weight

48.646 kg

Zero Fuel Weight

50.164 kg

Fuel

6.862 kg

Fuel

7.615 kg

Gross Weight

55.508 kg

Gross Weight

57.779 kg

Picture 24: Total weight settings in Load-Manager

Please use the Aerosoft Airbus A318/319/320/321 Fuel- and Payload Planner only, not FSX to load the aircraft.

This is because the method of filling the tanks is different and the Aerosoft Planner is adjusted to Airbus

methodology.

4.2

Calculation of Takeoff Performance Data:

For programming the MCDU certain Takeoff Performance Data (ZFWCG, FLEX and THS, V1, VR and V2) are

required. In the original Airbus MCDU those data have to be manually entered by the crew during flight

preparation (based on various loading- and calculation sheets). In the Aerosoft Airbus A318/319/320/321 this

data is automatically calculated by the MCDU and displayed in the respective fields. Please note that V1, VR

and V2 can only be calculated after the takeoff flaps setting is entered into the MCDU.

If you want to use a more “sophisticated” way you have to calculate and manually enter those values yourself.

There are various tools available to calculate the takeoff performance data. One is the easy to use freeware

tool called TPC written by Roland Wukovits.

4.3

MCDU 2 MENU - ACFT STATE - Aircraft State Menu

Picture 25: Aircraft State Menu

To use the CHECKLIST and the COPILOT function it is necessary to load one of the menu - states. You access this

menu via the MCDU 2 Main Menu by selecting ACFT STATE. Please load COLD DARK STATE and the aircraft is

configured as you would find it on the first flight of the day, all systems are off.

fter setting the aircraft to “COLD DARK STATE” also the screen for the MCDU 2 is dark (because of no power).

To power the plane up (as well as the MCDU 2 screen):

 Overhead Panel [F12] switch both batteries to ON section 4 (chapter 0)

 Overhead Panel [F12] switch External Power to ON section 6 (chapter 0)

Airbus A318/319/320/321. FLIGHT CREW TECHNIQUES MANUAL (2005-2022) - page 13