FSX GUIDE

FS LABS A320 By Chuck

LAST UPDATED: 04/10/2018

1
 TABLE OF CONTENTS
• PART 1 – INTRODUCTION
• PART 2 – COCKPIT LAYOUT
• PART 3 – FLIGHT PLANNING
• PART 4 – START-UP PROCEDURE
• PART 5 – TAXI
• PART 6 – TAKEOFF, CLIMB & CRUISE
• PART 7 – AUTOPILOT
• PART 8 – PROTECTION SYSTEMS
• PART 9 – APPROACH & LANDING

Special thanks to Paul "Goldwolf" Whittingham for creating the guide icons. 2
 The Airbus A320 family consists of short- to medium-range, narrow-body, commercial
passenger twin-engine jet airliners manufactured by Airbus. The family includes
the A318, A319, A320 and A321, as well as the ACJ business jet. Its first flight took place in
A320

1987, therefore it is still a fairly young jet by aviation standards. The A320 family pioneered
the use of digital fly-by-wire flight control systems, as well as side-stick controls, in
commercial aircraft. There has been a continuous improvement process since introduction.

Other improvements over older aircraft designs included a streamlined and more structured
cockpit ergonomically speaking. It was a drastic change from the cockpits of its direct
competitor, the Boeing 737. Most switches are logically placed and easy to access. The
addition of multiple system monitoring pages allowed a much better and user-friendly way for
the pilot to monitor the state of various systems. The A320 has a great level of automation,
and at some point you might feel that you are more some sort of “systems operator” instead
of an actual pilot. This automation can be a blessing or a curse if someone is not trained
properly to know the inner workings of the plane.

The Airbus design philosophy is based on four "Golden Rules" (used to be more, but they cut A320 first flight in 1987
them down recently):

• Fly, navigate, and communicate, in that order

PART 1 – INTRODUCTION

• Use the correct level of automation for the task at hand.

• Know your Flight Mode Annunciator at all times.
• If things on automation are not going as expected, take over immediately.

Overall, the eternal Boeing vs Airbus rivalry can be summed up like this:
Boeing focuses on the pilot having more authority on the aircraft, while Airbus focuses on
system automation to reduce pilot workload and minimize the risk of human error. Both
approaches are quite different and offer different solutions to the same problem: how to fly.

In December 2010, Airbus announced a new generation of the A320 family, the A320neo with
a new engine option. The A320neo offers new, more efficient engines, combined with
airframe improvements and the addition of winglets, named sharklets by Airbus.

A320 Neo
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 Flight Sim Labs offers two engine variants of the A320 “X”: the IAE and
A320 the CFM engines.

CFM 56 (CFM56-5-B4):

CFM International is a joint venture between GE Aviation, a division of

General Electric and Safran Aircraft Engines (formerly known as
SNECMA), a division of Safran. The “CFM56” product line is derived from
the two parent companies’ commercial engine designations: GE’s CF6
and SNECMA’s M56. The CFM engine is equipped with a
clamshell door type thrust reverser and uses N1 (fan speed) as its thrust
reference on the ECAM (Electronic Centralised Aircraft Monitor).
CFM Engine IAE Engine

IAE V2500 (V2527-A5):

“International Aero Engine” (IAE) is a joint venture engine consortium for

PART 1 – INTRODUCTION

the V2500 engine program between Pratt & Whitney, Rolls-Royce,

Japanese Aero Engines Corporation (Kawasaki Heavy Industries, IHI,
Mitsubishi Heavy Industries) and MTU Aero Engines. The IAE engine is
equipped with a cascade type thrust reverser and uses EPR (Engine
Pressure Ratio) as its thrust reference on the ECAM.

The CFM and IAE engines are different. The IAE engine has a longer start-
up time, is noisier, is more fuel/oil efficient, has a more effective reverse
thrust and has a higher idle thrust (more braking needed during taxi). The
CFM engine is quieter, starts quicker, has a lower idle thrust, higher
reliability but also higher fuel and oil consumption.

4
 EPR OR N1? WHAT? WHY? HOW?!?

You may be wondering… but why would different engine manufacturers use different units for
A320

power settings?

Pratt & Whitney and Rolls-Royce use the Engine Pressure Ratio (EPR) for engines like the IAE
V2500 , while GE Aviation (General Electric) uses the engine Fan Speed (N1) for engines like the
CFM 56. This difference originates from the way the two companies want the pilot to define his
thrust reference.

EPR is defined as the ratio between the pressure at the engine outlet and the engine inlet, and is
dependent on the prevailing atmospheric conditions as pressure is affected by temperature and
aircraft altitude.
• This is a somewhat more accurate indication of thrust reference since it’s the result of simple physics:
Thrust = Pressure x Area of Application.
No matter the condition of the engine, a given EPR in the same atmospheric conditions is guaranteed to
deliver the same amount of thrust.
• EPR relies on two pitot probes, and they are susceptible to foreign object damage, such as insects, icing,
clogging… which can lead to faulty EPR readings. In multi-spool engines, there is also an issue of stability
in control of thrust since filtering of noise from sensors delays response time.
PART 1 – INTRODUCTION

N1 is defined as the speed of the engine compressor or fan, which is independent of the prevailing
local atmospheric conditions.
• The N1 sensors are not prone to failure, are more reliable and provide a much better response time. The
measurement of speed is a lot more accurate, which allows for excellent stability in control. The N
readings do not fluctuate with atmospheric variations, unlike EPR. For this reason, when penetrating a
turbulent region in flight, N1 values are used as reference, even if EPR readings are available.
• N1 is a less accurate indication of thrust since it does not take into account engine degradation, which
can generate less thrust for the same N1 . However, the presence of an N1 indication can allow the crew
to recognize performance degradation.

Check out “The Flying Engineer” website for more information:

http://theflyingengineer.com/flightdeck/cockpit-design-epr-vs-n1-indication/

5
 A320
TUTORIAL STRUCTURE
Before you even step foot in your virtual cockpit, you need to know where you are, where you are going, how you will get
there, what you need to get there. This document is structured like a short tutorial flight.

The flight tutorial is structured as follows:

• Familiarize yourself with the cockpit layout

• Plan your flight
• Determine the flight route, fuel & cargo loads
• Spawn the aircraft and set it in a Cold & Dark state
• Provide aircraft with power
• Begin navigation system alignment phase
• Program the FMGC (Flight Management & Guidance Computer)
• Start–up the aircraft and make it ready for flight
•
PART 1 – INTRODUCTION

Taxi
• Takeoff
• Climb and cruise
• Introduction to autopilot and flight control laws
• Approach and land

6
 A320
BEST RESOURCES

DISCLAIMER: Do not use this guide for real life flying. I mean it.

Airbus Driver Website

http://www.airbusdriver.net/

Blackbox711 Youtube Channel

https://www.youtube.com/channel/UCe9fggL9PwEqSyMDrlLubVw

Blackbox711 Basic Training Playlist:

https://www.youtube.com/watch?v=E-PsdxhEs-s&list=PL24XRTIr2OjIe7PvRwS50Lf74nZFUeE9x
PART 1 – INTRODUCTION

Blackbox711 Advanced Training Playlist:

https://www.youtube.com/watch?v=ts1aoPdSGNY&list=PL24XRTIr2OjIHo36UtqEp5GCge9u_wkFW

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PART 2 – COCKPIT LAYOUT A320

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PART 2 – COCKPIT LAYOUT A320 Front Flight Deck

9
PART 2 – COCKPIT LAYOUT A320

Cockpit Window Handle

10
 A320

Thumb Rest dimple

Nose Wheel Steering Tiller

(used to steer aircraft on the ground)

Side Stick

Takeover Priority Switch

Disconnects Autopilot
PART 2 – COCKPIT LAYOUT

Pedal Disconnect
Button

11
PART 2 – COCKPIT LAYOUT A320

Controls
Flood Light

12
 A320

Chronometer Button

Master Caution Light Master Warning Light

Level 2 Cautions Level 3 Warnings
PART 2 – COCKPIT LAYOUT

AUTO LAND Light

Side Stick Priority Light

13
 EFIS (Electronic Flight Instrument System) Control Panel
Note 1: The EFIS is a flight deck instrument display system that displays flight
data electronically rather than electromechanically. An EFIS normally consists
of a primary flight display (PFD), multi-function display (MFD), and
A320

an Electronic Centralized Aircraft Monitoring (ECAM) display.

Note 2: The complex electromechanical attitude director indicator (ADI)
and horizontal situation indicator (HSI) were the first candidates for
replacement by EFIS.

Data Display Buttons

CSTR: Flight Plan Constraints
WPT: Waypoints
VOR.D: VHF Omnidirectional Range / Doppler
NDB: Non-Directional Beacon ND (Navigation Display) Mode Selector
ARPT: Airport Rose ILS
Rose VOR
Rose NAV
ARC NAV-Weather Radar
Barometric PLAN FCU (Flight Control Unit) Panel
Reference
PART 2 – COCKPIT LAYOUT

Barometric Unit Selector

(Black Circle)

Barometric
Setting Selector

ND (Navigation Display)
Range Selector (nm)

Flight Director Switch ILS (Instrument Landing VOR/ADF (VHF Omnidirectional Range/ 14
System) Switch Automated Direction Finder) Selector 1 & 2
 A320

Flight Director Display Mode Indicator

Flight Director Display Mode

HDG V/S: Heading - Vertical Speed
TRK FPA: Track -Flight Path Angle

Autopilot Heading/Track Window

Autopilot Speed/Mach Window

PART 2 – COCKPIT LAYOUT

Autopilot Speed/Mach Unit Selector

Autopilot Speed/Mach Value Selector

Autopilot Heading/Track Selector

Autopilot LOC (Localiser) Switch Autothrottle

Engage Button 15
Autopilot 1 & 2 Engage Buttons
 A320

Autopilot V/S / FPA

(Vertical Speed / Flight
Autopilot Altitude Window Path Angle) Window

Metric Altitude Button

Autopilot Vertical Speed / Flight

Path Angle Value Selector
Rotated: Changes value
Pushed: Airplane levels off
Pulled: Vertical Speed Engages
PART 2 – COCKPIT LAYOUT

APPR (Approach)
Autopilot Mode Button

EXPED (Expedite) Autopilot

Autopilot Altitude Value Selector
Mode Button
Inner: Altitude Change
(Maximum Vertical Gradient)
Outer: Altitude Change Scale (100 vs 1000 ft)
16
 PFD (Primary Flight Display)
Brightness Control Ground Speed (kts)
Flight Mode Annunciations
A320

PFD/ND Transfer Switch True Airspeed (kts)

ND (Navigation Display) Brightness Control Bank Angle Scale

ND Mode shown: ROSE NAV
GPWS – G/S (Ground Proximity Vertical Speed
Warning System – Glide Slope) Indicator (x1000 ft/s)
Indicator & Test Button
PART 2 – COCKPIT LAYOUT

Altitude Indicator (ft)

Foot Warmer Switch Attitude Indicator

Console/Floor Lighting Barometric Pressure

Selector Calibrated Airspeed
(inches of Hg or HPa)
Indicator (kts)
Loudspeaker
Volume Knob ND (NAVIGATION DISPLAY)
Heading and Track Indicator PFD (PRIMARY FLIGHT DISPLAY)
17
 A320

ECAM (Engine Centralized

Aircraft Monitoring)
(Boeing Equivalent: EICAS )

Upper ECAM Display Unit (DU)

EWD (Engine Warning Display)
Displays engine system warnings and indications

Lower ECAM Display Unit (DU)

System Display page
Displays system synoptics (a synopsis
PART 2 – COCKPIT LAYOUT

of various system statuses)

18
 Thrust Limit Mode
A320

N1 (Fan Speed/Low Pressure Compressor Speed) Indication (%RPM)

EGT (Exhaust Gas Temperature) Indication (deg C)

N2 (High Pressure Compressor Speed) Indication (%RPM)

Fuel Flow Indication (kg/hour) Actual Flap/Slat

Position Indicator
ISIS (Integrated Standby
Instrument System) Indicator FOB (Fuel On Board) Quantity (kg)
Memo/Failure
Information Window
PART 2 – COCKPIT LAYOUT

Terrain Map Display on ND Memo/Failure

page button Information Window

19
 A320

Digital Distance & Radio

Magnetic Indicator
Fuel Used (kg)

Oil Quantity (Qt)

Oil Pressure (PSI)

Oil Temperature (deg C)

PART 2 – COCKPIT LAYOUT

N1 Vibration Level

N2 Vibration Level

Gross Weight

Total Air Temperature

(TAT) (deg C)

Static Air Temperature Clock

(SAT) (deg C)

20
 Landing Gear Brake Fan switch
Landing Gear Indicator Light For cooling brakes
UNLK (Red): Gear is not locked in
A320

selected position.
Green: Gear is locked down. Anti-Skid (A/SKID) and
Nosewheel Steering
AUTO/BRK switches (N/W STRG) Switch
Arms required braking/deceleration rate
LO: Selected for landing (low intensity)
MED: Selected for landing (medium intensity)
MAX: Selected for takeoff (maximum intensity)
Note: Blue (ON) light is for positive arming, Green (DECEL) light is when
actual airplane deceleration corresponds to 80 % of selected rate.

Clock
PART 2 – COCKPIT LAYOUT

Landing Gear Lever

UP: Gear UP
DOWN: Gear DOWN
Left-Click and Drag to move Lever

Brake Accumulator Pressure Indicator

Left & Right Brake Pressure Indicators

21
PART 2 – COCKPIT LAYOUT A320

Pedestal

22
 Air Data (or ADIRU, Air Data Inertial Reference Unit) Selector
CAPT 3: ADR 3 (Air Data Reference) replaces ADR 1. ECAM (Electronic Centralized Aircraft Monitoring) /ND Transfer Selector
NORM: ADR 1 supplies data to PFD 1, ND1 and RMI/DOR DME. ADR 2 supplies data to PFD2 and ND 2. CAPT: Transfers SD (System Display) to Captain’s ND (Navigation Display)
F/O 3: ADR 3 (Air Data Reference) replaces ADR 2. NORM: SD appears on lower ECAM display
A320

F/O: Transfers SD to First Officer’s ND.

ATT HDG (Attitude Heading) Selector

CAPT 3: IR (Inertial Reference) 3 replaces IR 1
NORM: IR 1 supplies data to PFD 1, ND1 and RMI/DOR DME. IR 2
supplies data to PFD2 and ND 2.
F/O 3: IR 3 replaces IR 2

EIS DMC (Electronic Instrument System, Display

Management Computer) Selector
CAPT 3: DMC 3 replaces DMC 1
NORM: DMC 1 supplies data to PFD 1, ND 1 & upper ECAM display. DMC 2
supplies data to PFD 2, ND2 & lower ECAM display.
F/O 3: DMC 3 replaces DMC 2.
PART 2 – COCKPIT LAYOUT

FMS (Flight Management System) MCDU (Multifunction Control

Display Unit)

• An FMS is a specialized computer system that automates a wide variety of

in-flight tasks, reducing the workload on the flight crew to the point that
modern civilian aircraft no longer carry flight engineers or navigators. A
primary function is in-flight management of the flight plan.
• The FMS is controlled through the MCDU physical interface.
• The FMS sends the flight plan for display to the Electronic Flight Instrument
System (EFIS), Navigation Display (ND), or Multifunction Display (MFD). 23
 A320

Emergency Cancel Key

TO (Takeoff) Configuration Button Cancels aural warnings, MASTER WARN lights
Simulates takeoff power application to trigger and caution messages.
a warning if the airplane is not properly
configured for takeoff.

ECAM Upper Display

Brightness Control
PART 2 – COCKPIT LAYOUT

System Page (System Display, SD) Keys

Toggles system pages on ECAM displays.
ECAM Lower Display
Brightness Control
ENG: Engines page
BLEED: Bleed Air Systems page
PRESS: Cabin Air Pressure page
ELEC: Electrical Systems page
HYD: Hydraulic Systems page
FUEL: Fuel Systems page
APU: Auxiliary Power Unit page
CLR (Clear) Button COND: Air Conditioning page
Clears error messages on EWD. DOOR: Door status page
WHEEL: Wheel brake page
STS (Status) Button F/CTL: Flight Controls page
RCL (Recall) Button STS: Status page
System Status Page is displayed
Recalls warning and caution ALL: All system pages displayed in succession
on lower ECAM display.
messages that have been
suppressed with CLR key. 24
 A320

System Page (System Display, SD)

ENG: Engines page
BLEED: Bleed Air Systems page
PART 2 – COCKPIT LAYOUT

25
 A320

System Page (System Display, SD)

PRESS: Cabin Air Pressure page
ELEC: Electrical Systems page
PART 2 – COCKPIT LAYOUT

26
 A320

System Page (System Display, SD)

HYD: Hydraulic Systems page
FUEL: Fuel Systems page
PART 2 – COCKPIT LAYOUT

27
 A320

System Page (System Display, SD)

APU: Auxiliary Power Unit page
COND: Air Conditioning page
PART 2 – COCKPIT LAYOUT

28
 A320

System Page (System Display, SD)

DOOR: Door status page
WHEEL: Wheel brake page
PART 2 – COCKPIT LAYOUT

29
 A320

System Page (System Display, SD)

F/CTL: Flight Controls page
STS: Status page
ALL: All system pages displayed in succession
PART 2 – COCKPIT LAYOUT

30
 Throttle
A320

Autothrottle Disconnect Button

Thrust Reverser Lever

Throttle Detents
TOGA: Takeoff / Go Around
FLX/MCT: Max Continuous Thrust
CL: Max Climb Thrust
IDLE: Idle Thrust Throttle Scale (in degrees)
REV IDLE: Reversed Idle Thrust

Note: FLEX is the standard takeoff thrust

Engine Master (ENG MASTER) Switch
setting used on Airbus aircraft. FLEX means • Right-Click and HOLD to UNLOCK/PULL
PART 2 – COCKPIT LAYOUT

that the aircraft uses reduced thrust on takeoff switch up

in order to reduce noise, prevent engine wear • Left-Click to MOVE switch FWD
and prolong engine life. “Flexible (MASTER) or AFT (OFF)
temperature” means that the engine controller
will force the engine to behave as if outside air
temperature was higher than it really is,
causing the engines to generate less thrust
since higher air temperatures diminish an aero- Engine Mode Selector
engine’s thrust generating capabilities. FLEX is CRANK: Engine cranks without ignition
also known in other companies as “Assumed NORM: Continuous Ignition when engine is running
Temperature Derate”, “Assumed Temperature IGN/START: Continuous Ignition if ENG MASTER
Thrust Reduction” or “Reduced Takeoff Thrust” switch is ON and N2 is at IDLE or greater
or “Factored Takeoff Thrust”.

Stabilizer Pitch Trim Wheel

Full Reverse
Stabilizer Pitch Trim Position Scale Throttle Range
Engine Fire / Fault light
31
 Thrust Reversers
Unarmed (levers down)
A320

Throttle at IDLE

No Reverse Thrust Generated

PART 2 – COCKPIT LAYOUT

Thrust Reversers
Armed (levers up)

The Thrust Reverser lever can be moved by pressing and holding the “Throttle (decrease
quickly)” control mapped to your joystick. Make sure that the “Repeat” slider is set fully
to the right. The default key binding is “F2”.

Take note that the Reverse Thrust lever can only be engaged if your throttle is at IDLE.
The reason for that is a mechanical stopper that prevents you from engaging thrust
Throttle at MAX REV
reversers at high throttle settings.
Reverse Thrust Generated
32
 A320

Radio Panel

DFDR (Digital Flight Data

PART 2 – COCKPIT LAYOUT

Recorder) Event Flag Button

Audio Control Panel AIDS (Aircraft Integrated

Data System) Print Button

Main Panel & Control Pedestal

Integral Brightness Control

Control Pedestal Flood

Main Panel Flood lights
33
lights Brightness Control
Brightness Control
 A320

Weather Radar Control Panel

TCAS/ATC (Traffic Alert &

Collision Avoidance System / Air
Traffic Controller) Control Panel
PART 2 – COCKPIT LAYOUT

Flaps Control Lever

Speed Brake / Ground Spoiler Settings: 0, 1, 2, 3, FULL
Arming Lever

34
 FLAPS & SLATS
Flaps and slats are deployed with the Flaps Flaps at FULL
lever. Flaps and slats are used to create
A320

additional lift at low speeds.

SPEED BRAKES & GROUND SPOILERS

Flaps Deployed
The speed brake and ground spoiler system,
however, will be automatically deployed only if Speed Brake at
certain conditions are respected (see next RETRACTED
page). A “spoiler” is the physical panel, while
the “speed brake” and “ground spoiler”
expressions are functions of these spoilers.
Simply put, spoiler panels have either speed
brake or ground spoiler functions. The speed
brake function is used to bleed off speed while Flaps & Slats Deployed
in the air, while the ground spoiler is used to Slats Deployed
“dump” lift once you landed and need to bleed
off lift as soon as possible.
PART 2 – COCKPIT LAYOUT

Speed brakes can be actuated in the air while in

certain conditions but they can’t be actuated on
the ground.

Ground spoilers can only be actuated on the

ground (which is why you need to “arm” them
first while in the air) and will only actuated if
certain conditions are met.

Speed35
Brake Retracted
 Ground Spoilers Armed
(Lever UP)
Flaps & Slats Retracted
A320

Flaps Not at FULL

Throttle Below MCT

Speed Brake at 1/2

SPEED BRAKES (spoilers 2, 3 & 4) Ground Spoilers Deployed

Speed brakes can be deployed in flight if the GROUND SPOILERS (all spoilers)
throttle is below MCT, Flaps are NOT at FULL, if Speed Brake Deployed Ground spoilers can only be deployed on landing
alpha floor protection is not active and if there are or during a rejected takeoff (speed must be above
PART 2 – COCKPIT LAYOUT

no flight control faults. 72 kts) if the Ground Spoiler lever is ARMED (UP)
and if the landing gears are being compressed
(weight on wheels).

Ground
Spoilers

Speed Brakes

36
Main Landing Gear is compressed
 A320

Rudder Trim Indicator (deg)

PART 2 – COCKPIT LAYOUT

Rudder Trim Control

Rudder Trim Reset Button

Cockpit Door Control

Parking Brake
(shown in OFF position)

Emergency Landing
Gear Extension Lever 37
PART 2 – COCKPIT LAYOUT A320

Overhead Panel

38
 A320 Audio Panel

ADIRS (Air Data Inertial Fire Detection & Protection Panel

Reference System) Panel Radio Panel

Hydraulics Panel

Flight Control Panel Fuel Panel

Flight Control Panel

Evacuation & Emergency
Electrical Panel Electrical Panel
PART 2 – COCKPIT LAYOUT

GPWS (Ground Proximity

Warning) Panel Ventilation Panel

Flight Recorder Panel Air Conditioning Panel

Oxygen Panel

Anti-Ice & Heating Panel Cabin Pressure Panel Engine Manual Start Panel
Miscellaneous Panel

APU Miscellaneous Panel

Lights Panel Lights Panel
Panel

39
 A320

GPWS (Ground Proximity

Warning System) Mode Selector

RCDR (Cockpit Voice

Recorder) Control Panel

Crew Oxygen Supply

Pushbutton

High Altitude Passenger Oxygen Supply ON light

Landing
PART 2 – COCKPIT LAYOUT

Pushbutton Oxygen Mask Door Manual

Control Pushbutton

Rain Repellant
Button
Windshield
Wiper Control
Ground Mechanic
Communication Button Forward & Aft Call
Emergency Call
Light Button (for
Button 40
flight attendants)
 Ram Air Inlet Valve Control Pushbutton Cockpit, Forward Cabin and Aft Cabin
Air Temperature Controls
A320

PACK (Pneumatic Air

Conditioning Kit) Flow Selector

PACK 1 (Pneumatic Air Crossbleed

Conditioning Kit) Pushbutton Selector Valve

Engine 1 Bleed Pushbutton

Engine 1 & 2 Anti-Ice Pushbuttons APU Bleed Pushbutton

Engine 2 Bleed Pushbutton
PART 2 – COCKPIT LAYOUT

Wing Anti-Ice Pushbutton

Probe/Window Heat
Control pushbutton
Beacon Lights Control Switch Navigation & Logo Lights Control Switch
1: Light set 1 ON / 2: Light set 2 ON
OFF: Lights OFF

Strobe Lights Control Switch APU (Auxiliary Power Unit) Master Switch

Wing Lights Control Switch

Runway Turn OFF Lights

APU (Auxiliary Power Unit) Start Switch
Control Switch
Nose Lights Control Switch 41
Landing Lights Control Switch
 FWD Cargo Fire Smoke Detected and Discharge Light

Cargo Fire Agent Discharge Switch Cargo Hot Air Pressure

A320

PACK 2 (Pneumatic Air Regulating Valve Pushbutton

Conditioning Kit) Pushbutton Hot Air Pressure Regulating
Valve Pushbutton
Aft Isolation Valve
pushbutton
Ditching Switch

LDG ELEV Mode Selector Cargo Temperature Control

Cabin Pressure Mode Cargo Compartment

Select Pushbutton Smoke Test Button

Manual Vertical Speed (V/S) Cargo Fire Agent Discharge

Target Valve Control Switch Switch
Ice Indicator & Standby AFT Cargo Fire Smoke
Compass Light Control Switch
PART 2 – COCKPIT LAYOUT

Detected and Discharge Light

Overhead Integral
Lighting Control Switch Cabin Ventilation Fans
Pushbutton

Ventilation Extract
Seatbelt Sign Light Pushbutton
Control Switch
Ventilation Blower Pushbutton

Engine 1 & 2 Manual Start Pushbuttons

Rain Repellant Pushbutton

Annunciator Light
No Smoking Sign Light Control Switch Windshield Wiper Control
Control Switch
42
Dome Light Control Switch Emergency Exit Light Control Switch & Indicator
 A320

Evacuation Alert Command Switch

ELAC 1 (Elevator & Aileron Computer) Switch

Evacuation Horn Shut Off

SEC 1 (Spoiler & Elevator Galley & Cabin Electrical Switch

CAPT & PURS
Computer) Switch
Evacuation Alert
FAC 1 (Flight Augmentation Battery 1 Voltage
Computer) Switch
Battery 1 Pushbutton

Battery 2 Pushbutton
PART 2 – COCKPIT LAYOUT

Battery 2 Voltage

AC Essential Bus
Emergency Feed Pushbutton
Generator
Test
IDG 2 (Integrated
Drive Generator)
Generator 1

RAT (Ram Air Turbine) Emergency Electrical Bus Tie

Generator 1 Power RAT Manual IDG 1 (Integrated External
Line Switch
& Emergency APU Pushbutton Generator43
2
Generator Fault Light Switch Drive Generator) Generator Power
 RAT (Ram Air PTU (Power Transfer
Engine 1 Hydraulic Turbine) Manual
Pump Pushbutton Blue Hydraulic Unit) Pushbutton
A320
Extension Switch
System Electrical
Pump Pushbutton Engine 2 Hydraulic
Pump Pushbutton

Radio Panel
Left Fuel Tank
Pump 1 Pushbutton Yellow Hydraulic System
Electrical Pump Pushbutton
PART 2 – COCKPIT LAYOUT

Left Fuel Tank Pump 2 Pushbutton

Center Fuel Tank Pump 1 Pushbutton

Fuel Pump Mode AUTO Selection Switch

Center Fuel Tank Pump 2 Pushbutton

Right Fuel Tank Pump 1 Pushbutton

Right Fuel Tank Pump 2 Pushbutton

ELAC 2 (Elevator & Aileron Computer) Switch

SEC 2 (Spoiler & Elevator Computer) Switch

SEC 3 (Spoiler & Elevator Computer) Switch

44
FAC 2 (Flight Augmentation Computer) Switch
 ADIRS (Air Data Inertial Reference System) Data Display Window
A320

Engine Fire
Test Button

Engine 1 Agent 1 Switch

Engine 1 Fire Light & Switch

Engine 1 Agent 2 Switch

ADR 1, 3 & 2 (Air Data

APU (Auxiliary Power Unit) Agent Switch
Reference) Fault Lights
PART 2 – COCKPIT LAYOUT

IR 1, 3 & 2 (Inertial Reference) APU Fire Light & Switch

Status Lights (ALIGN/FAULT)
APU Fire Test Button

Engine 2 Agent 1 Switch

IR 1, 3 & 2 (Inertial Reference) Mode Reference
Pushbuttons Engine 2 Fire Light & Switch
OFF: Deactivates ADIRU (Air Data Inertial Reference Unit)
NAV: Full Inertial Data
ATT: Attitude and Heading data only Engine 2 Agent 2 Switch

Engine Fire Test Button

45
 A320

Fuse Panel
Circuit Breakers
PART 2 – COCKPIT LAYOUT

Captain Reading
Light Control Knob

46
 Avionics Compartment
Maintenance Oxygen Light Switch
Timer switch
A320

Service Interphone
Override Switch

Hydraulic System Blue

Pump Override switch

APU (Auxiliary Power

Unit) Test Switch

APU (Auxiliary Power

Unit) Reset Switch
Engine 1 & 2 FADEC
Ground Power Switches
PART 2 – COCKPIT LAYOUT

Green (G), Blue (B) & Yellow (Y)

Hydraulic System Leak Measurement
Valve Test Switches

Flight Officer Reading

Light Control Knob

Lavatory Toilet Occupied Light

Audio Switching Control

Data Loading Selector Panel 47
 A320

Logo Light Upper Beacon Light

Wing Light
PART 2 – COCKPIT LAYOUT

Left Landing Light

Right Landing Light

Lower Beacon Light
• Landing Lights: used to illuminate runway during landing
• Runway Turnoff Lights: used to aid the crew in seeing the turn in the taxiway/runway
• Taxi Lights: used to illuminate area in front of nosewheel during taxi
• Beacon (Anti-Collision) Lights: flashing red light used to prevent collisions and warn others that aircraft is active and engines are running
• Navigation (Position) Lights: red, green and white lights help you know the direction of an aircraft (red is on the left, green on the right,
white on the tail).
• Strobe (Anti-Collision) Lights: pulsating white lights used when aircraft enters a runway in use to increase visibility
• Wing Lights: used to check wing at night (i.e. verify if there is ice accumulation on the wing) 48
• Logo Light: used to illuminate the airline’s logo painted on the tail
 Navigation (Red) Light
A320

Navigation (Green) Light

Strobe (Flashing White Light)

Navigation (White) Light
PART 2 – COCKPIT LAYOUT

Strobe (Flashing White Light)

Taxi Light
Takeoff Light

Runway Turnoff Lights

Strobe (Flashing White Light)

49
 PLANNING THE FLIGHT
In real life, you cannot just fly an A320 wherever and whenever you please.
A320

Just like on land, the sky is littered with an intricate network of waypoints
and aerial highways. Therefore, it is necessary to plan your flight route and
to determine how much fuel you will need to carry in order to reach your
destination.

In order to do this, we will use a tool called “Online Flight Planner”

available here: http://onlineflightplanner.org/

There are a number of fuel planners available online. These estimates may
or may not be very accurate. There are specific charts created by Airbus to
come up with accurate fuel estimates which are unfortunately not available
to the public. Therefore, for the sake of simplicity we will just use a rule of
thumb that’s good enough for the purpose of this tutorial.
PART 3 – FLIGHT PLANNING

50
 PLANNING THE FLIGHT
Today’s flight will start from AMSTERDAM-SCHIPHOL (EHAM) and our destination will be
A320

LONDON-HEATHROW (EGLL).

Using the “Online Flight Planner” available here: http://onlineflightplanner.org/ we will

enter the Departure airport (EHAM), the Destination airport (EGLL) and the AIRAC Cycle
desired (we will use the AIRAC cycle 1609 as explained on the next page).

Click on CREATE PLAN to generate a flight plan.

PART 3 – FLIGHT PLANNING

Airbus A320

Choose your fuel units: KGs in our case

51
Click CREATE PLAN
 PLANNING THE FLIGHT
In aviation, an Aeronautical Information Publication (or AIP) is defined by the International Civil Aviation Organization as a publication issued by or with the authority of a state and
A320

containing aeronautical information of a lasting character essential to air navigation. It is designed to be a manual containing thorough details of regulations, procedures and other information pertinent to flying
aircraft in the particular country to which it relates. It is usually issued by or on behalf of the respective civil aviation administration. AIPs are kept up-to-date by regular revision on a fixed cycle. For operationally
significant changes in information, the cycle known as the AIRAC (Aeronautical Information Regulation And Control) cycle is used: revisions are produced every 56 days (double AIRAC cycle) or every 28 days
(single AIRAC cycle). These changes are received well in advance so that users of the aeronautical data can update their flight management systems (FMS). (Source:
https://en.wikipedia.org/wiki/Aeronautical_Information_Publication )

In other words, some Youtube tutorials might show you flight routes with certain waypoints that got changed with more recent AIRAC updates. Some waypoints or even airports may not exist anymore.
Therefore, you have two options:
1. Plan your flight using the default AIRAC cycle programmed in the FMGC when it was first released by FS Labs during late August (period 09) 2016 (AIRAC cycle 1609), which is what we will do for this tutorial.
This option is free and simple if you fly alone. However, if you fly with online ATCs in multiplayer that use the latest AIRAC database, you should go for the second option.
2. Plan your flight using the latest AIRAC cycle. You will need to update your AIRAC, SID and STAR database by using a paid subscription service called “Navigraph”, which is available here
https://www.navigraph.com/FmsDataManualInstall.aspx .
PART 3 – FLIGHT PLANNING

52
 PLANNING THE FLIGHT
FUEL
A320

For a flight of approx. 200 nm, fuel planning can be estimated with the following
formula:
Imperial Units
Fuel for flight = (Number of 100 nm legs) x (2200 lbs)
= 2 x 2200 lbs = 4400 lbs
Reserve Fuel = 5500 lbs
Total (Block) Fuel = Fuel for Flight + Reserve Fuel = 9900 lbs
Metric Units
Fuel for flight = (Number of 100 nm legs) x (1000 kg)
= 2 x 1000 kg = 2000 kg
Reserve Fuel = 2500 kg
Total (Block) Fuel = Fuel for Flight + Reserve Fuel = 4500 kg

FLIGHT ROUTE
PART 3 – FLIGHT PLANNING

The flight route we will take is:

EHAM SID GORLO UL980 XAMAN L980 LOGAN STAR EGLL

Write this route down.

But what does it all mean? Here is a breakdown of this route:

• Depart from Schiphol Airport (EHAM)

• Follow the SID (Standard Instrument Departure) route from EHAM to GORLO
• Navigate to GORLO VOR
• Follow UL980 airway
• Navigate to XAMAN VOR
• Follow L980 airway
• Navigate to LOGAN VOR
• Follow the STAR (Standard Terminal Arrival Route) from LOGAN to EGLL
• Land at Heathrow Airport (EGLL)

53
 A320
WHAT IS A SID AND A STAR?

A SID (Standard Instrument Departure) is a small initial route which leads an

aircraft from the runway they've just taken off from to the first point in
his/her intended route. An airport usually has a lot of aircraft departing from
it's runways. To save confusion (and for safety), a busy airport will publish
standard routes from it's runways to the various routes away from that
airport. This way a controller can be sure that even if a steady stream of
aircraft is leaving the airport they will all be following in a nice neat line, one
behind the other (that's the idea anyhow!).

Standard routes are the preferred method to fly from airport to airport. This
is why we use a flight plan generator. Arriving at an airport is just the same.
The STARs (STandard Arrival Routes) are also published in chart form and
allow you to fly into an airport using standard procedures. This way, less
communication is again needed with the controllers as (once you have
declared your intention or been given a route to fly by name) the controller
and you both know exactly how you are going to approach the airport. The
end of the STAR route will normally leave your aircraft at a position where
PART 3 – FLIGHT PLANNING

controllers can give you final instructions to set you up for a landing.

SIDs and STARs are quite similar to highways; they have speed limits and
altitude restrictions at certain waypoints to make sure the air traffic is flying
safely and on the same trajectory. The FMGC (Flight Management &
Guidance Computer) will automatically try to respect these restrictions.

In other words, you can see SIDs and STARs like road junctions in the sky that
lead to other waypoints and airways from or to your desired airport. One
airport has many SIDs and STARs.

Typically, SIDs and STARs are provided by the ATC (Air Traffic Controller).
Since we’re doing a tutorial, I will just give you the SID and STAR to plug in
the FMGC.

54
 PLANNING THE DEPARTURE - SID
These charts are for the SID (Standard
A320

Instrument Departure) from Schiphol (EHAM)

to GORLO. We intend to:

1. Spawn at Gate F6 (personal preference)

2. Taxi towards runway 09 (orientation: 090)
using taxiways A16, Bravo (B) and holding
point N5.
3. Depart from EHAM using the SID from
EHAM to GORLO (GORL2N) to a target
altitude of 6000 ft (FL060)
4. Climb to a cruising altitude of 24,000 ft

1: Gate F6 2: Runway 09
(holding point N5)
PART 3 – FLIGHT PLANNING

3: SID towards GORLO

55
 PLANNING THE
APPROACH - STAR
A320

These charts are for the STAR (Standard

Terminal Arrival Route) from LOGAN to EGLL.
We intend to:

1. Come from LOGAN waypoint

2. Fly from LOGAN towards the BIG1E arrival
route.
3. Follow the STAR (BIG1E -> KOPUL -> TANET -
> DET -> BIG)
4. Select an AIF (Approach Initial Fix) from the
FMGC database (in our case CI27L) and
follow the approach towards the runway,
guided by the EGLL airport’s ILS
(Instrumented Landing System).
5. Land at Heathrow (EGLL) on runway 27L
(orientation: 270 Left)
PART 3 – FLIGHT PLANNING

56
 PLANNING THE FLIGHT - SUMMARY
So there it is! This is more or less all the information you need to plan your flight!
A320

Flight Plan Input to FMGC

PART 3 – FLIGHT PLANNING

57
 A320
MCDU/FMGC IN A NUTSHELL

Most of the aircraft setup and flight planning will be done with the help of the MCDU, which
encompasses various systems such as the FMGC system.

MCDU: Multifunction Control Display Unit

MAIN MENU page:

• FMGC -> Flight Management & Guidance Computer
• Fundamental component of a modern airliner's avionics. The FMGC is a component
of the FMGS (Flight Management & Guidance System), which is a specialized
computer system that automates a wide variety of in-flight tasks, reducing the
workload on the flight crew to the point that modern civilian aircraft no longer
carry flight engineers or navigators. A primary function is in-flight management of
the flight plan. All FMS contain a navigation database. The navigation database
contains the elements from which the flight plan is constructed. The FMGS sends
the flight plan for display to the Electronic Flight Instrument System (EFIS),
PART 3 – FLIGHT PLANNING

Navigation Display (ND), or Multifunction Display (MFD).

• ATSU -> Air Traffic Services Unit, not fully simulated
• Digital datalink system for transmission of short messages between aircraft and
ground stations via airband radio or satellite.
• OPTIONS-> Setup various aircraft options
• Allows you to change fuel loads, payloads, ground carts for power and air, door
controls, cabin lights or pushback controls. This is a fictional custom interface built
by FS Labs as a tool for you to work with.
• Allows you to configure aircraft equipment installed on your current airframe,
customize various parameters like display parameters, unit system, ADIRUS
alignment time, setup cold & dark and other panel states, and configuration of
aircraft malfunctions/failures.
• FAILURES-> Flight Simulation Failures MCDU MAIN MENU PAGE
• Allows you to configure various aircraft malfunctions and failures for training
purposes (i.e. engine flameout).

Note: The FMGC and ATSU menus only appear if the aircraft is powered on.
58
 MCDU/FMGC IN A NUTSHELL
LSK: Line Select Keys
A320

• FMGC -> Flight Management & Guidance Computer

• DIR : “Direct to” page modifies the flight plan by creating a direct leg from
the aircraft’s present position to any selected waypoint
• PROG : “Progress” page displays dynamic flight information and data related
to the primary flight plan
• PERF : “Performance” page provides performance data, speeds and various
vertical predictions associated with each flight phase
• INIT : Initialization pages INIT A (flight plan initialization, departure point,
etc.) and INIT B (zero fuel CG, zero fuel weight, block fuel)
• DATA : navigation data index page
• F-PLN : displays flight plan data
• RAD NAV : “Radio Navigation” page displays NAVAIDS (navigation aids like
VOR beacons, NDBs, etc.) tuned by the FMGS or selected by the pilot
• FUEL PRED : fuel and time prediction information and fuel management data
• SEC F-PLN : displays secondary flight plan data
PART 3 – FLIGHT PLANNING

• ATC COMM : displays the ATSU (Air Traffic Service Unit) menu
• AIRPORT : displays the F-PLN page, which includes the next airport along the
current flight plan

• MCDU MENU: view the main menu page (see previous page)
• ARROWS (SLEW KEYS) : Cycles through previous and next page of selected
FMGC page
• BRT: Brightens MCDU page
• DIM: Dims MCDU page
• CLR: Used to clear message or data from the scratchpad or a data field
• OVFY: Overfly key enables the pilot to change the transition from a fly-by to a
fly-over, and vice-versa.

59
 SPAWN COLD & DARK
In FSX, you will generally spawn with your engines running. A “cold & dark”
A320

start-up means that your aircraft is in an unpowered state with engines and
every other system off. Here is the procedure to spawn in such a state:

1. Spawn like you normally would at Gate F6 in EHAM (departure airport) in

the “AirCreation Trike Ultralight”. Press and hold “CTRL+SHIFT+F1” to
automatically shut down the aircraft
2. Replace Trike Ultralight by the FS Labs A320
a) Press ALT to open FSX menu
b) Click on “Aircraft”, and then “Select Aircraft”
c) Select “Flight Sim Labs” tab and choose desired A320
1a
d) Click “OK”
e) Aircraft should be set to Cold and Dark configuration as shown
PART 3 – FLIGHT PLANNING

1b
1: Gate F6

60
 SPAWN COLD & DARK
2c
In FSX, you will generally spawn with your engines running. A “cold & dark”
A320

start-up means that your aircraft is in an unpowered state with engines and
every other system off. Here is the procedure to spawn in such a state:

1. Spawn like you normally would at Gate F6 in EHAM (departure airport) in

the “AirCreation Trike Ultralight”. Press and hold “CTRL+SHIFT+F1” to
automatically shut down the aircraft 2c
2. Replace Trike Ultralight by the FS Labs A320
a) Press ALT to open FSX menu
b) Click on “Aircraft”, and then “Select Aircraft”
c) Select “Flight Sim Labs” tab and choose desired A320
d) Click “OK”
e) Aircraft should be set to Cold and Dark configuration as shown

2d
PART 3 – FLIGHT PLANNING

2b
2e

61
 POWER UP AIRCRAFT
3. On Overhead panel, press the BAT 1 and BAT 2 switches to set battery
A320

power
4. Go on MCDU main menu to install wheel chocks, connect ground power unit 3a
(GPU) to the aircraft
a) Power up FMGC by pressing and holding the BRT button on the
MCDU 4a
b) Select OPTIONS menu
c) Select “EXT CTRLS” (External Controls) menu
d) Make sure the GPU (Ground Power Unit), Air Starter, GND A/C and
GND CHOCKS all display “CONNECT”, which means that they are
currently all disconnected. 3b
e) Click on the “GPU - CONNECT” LSK to set ground power. The MCDU
will then display “GPU – DISCONNECT”.
f) Click on the “GND CHOCKS - CONNECT” LSK to set chocks. The MCDU
will then display “GND CHOCKS – DISCONNECT”.
g) Return to main MCDU MENU
4b
5. On Overhead panel, confirm that the “EXT PWR” indication is illuminated
6. Click on the “EXT PWR” switch to power the aircraft
PART 3 – FLIGHT PLANNING

4c

4d

6a

GPU: Ground Power Unit

Air Starter: External pressurized air used for engine start
GND A/C: External air conditioning to the aircraft to
4e
control cabin temperature
6b GND Chocks: places chocks around the nose and main
gear 4f 62 4g
 START ADIRS ALIGNMENT 7a – not engaged

7. Engage Parking Brake (aircraft movement can screw up your

A320

navigation system alignment) by right-clicking on the handle

to pull it and set it to the ON position. Note that left clicking
the handle sets it to OFF while right clicking sets it to ON.
8. On Overhead panel, set ADIRS System 1 (Air Data Inertial
Reference System) switch to NAV. The “ON BAT” caution
will illuminate during the ADIRU’s self-test phase, then
extinguish once the self-test is complete.
9. Repeat step 8 for ADIRS System 2.
10. Repeat step 8 for ADIRS System 3.

NOTE: This alignment phase usually takes between 7 and 10

minutes. ADIRS alignment is complete once a full PFD (Primary 7b – engaged
Flight Display) and ND (Navigation Display) are displayed on your ALIGNMENT TIME REMAINING
display units. Alignment time remaining is displayed on the EWD
(Engine Warning Display) on the upper ECAM display once you IR in Alignment > 7 minutes
cleared the EWD caution messages using the “CLR” button on
the MCDU.
PART 3 – FLIGHT PLANNING

Use “CLR” button to clear

messages on EWD
8 10 9
9 CLR BUTTON 63
 11b
FMGC SETUP – UNITS & TILLER SETUP
11. Go on MCDU main menu and set aircraft fuel weight units to your
A320

desired system (lbs or kg) and set desired aircraft tiller axis options.
We will choose KGs and a single-axis tiller setup (meaning that you
do not want to assign any separate joystick axis for the tiller and
want to use the simpler “RUDDER PEDAL DISCONNECT” button
mapped to the “Comma” key by default in order to use nosewheel
steering).

a) Select MCDU OPTIONS page

11f
b) Select UNITS page
c) Click on LSK next to “WEIGHT LBS/KG” to switch the weight
unit system to KG as shown.
d) Click on LSK next to “RETURN” to return to the OPTIONS
menu
e) Cycle to OPTIONS page 3/3 using the arrow slew keys
11e
f) Select the CONTROLS page
g) Select RUDDER PEDALS page 11c
h) Make sure PEDALS CONTROL NWS is ON and the PEDALS
PART 3 – FLIGHT PLANNING

DISC BTN STICKY is ON.

i) Return to main MCDU MENU 11d

11g

11a

11h 11i

64
 FMGC SETUP – DATA DIFRIP NOTE: We will prepare the MCDU using the “DIFRIP” flow. DIFRIP is just an acronym to
help you remember what to initialize and in what order.
12. Go on FMGC (Flight Management & Guidance Computer) and initialize D: DATA
A320

your flight plan I: INIT

a) Press the DATA page button F: F-PLN (Flight Plan)
b) Select “A/C STATUS” menu R: RADIOS
c) Check that engine type and active navigation database are I: INIT ZFG/ZFWCG
correct (we will assume that they are). P: PERFORMANCE
PART 3 – FLIGHT PLANNING

12c

12b

12a

65
 FMGC SETUP – INIT A DIFRIP
13. Go on FMGC (Flight Management & Guidance Computer) and initialize
A320

your flight plan in the INIT A page 13b

a) Press the INIT page button
b) Type “EHAM/EGLL” on the MCDU keypad and select LSK next
to FROM/TO since we spawned at Schiphol Airport (EHAM)
and intend to land at Heathrow (EGLL)
c) Type “EGKK” (Gatwick Airport) on the MCDU keypad and
select LSK next to ALTN/CO RTE (Alternate / Company Route)
in order to set an alternate destination (legally required).
d) Type your flight number (i.e. Flight No. AFR106) on the MCDU
keypad and select LSK next to FLR NBR
e) Type “30” on MCDU keypad and select LSK next to COST
INDEX (cost index is generally given to you by the airline 13c
company, so you shouldn’t really care about it within the
scope of this simulation)
f) Set cruising altitude to FL240 (24000 ft) by typing “240” on the 13d
MCDU keypad and selecting CRZ FL/TEMP.
PART 3 – FLIGHT PLANNING

13e

13f

13a

The “GPS PRIMARY LOST” amber

message may still be displayed
during ADIRS alignment phase.

66
 FMGC SETUP – FLIGHT PLAN DIFRIP
14. Go on FMGC (Flight Management & Guidance Computer) and set flight
A320

plan departure and SID 14b

a) Press the F-PLN page button
b) Click on the LSK next to EHAM to set Schiphol as your
14d
Departure (FROM) airport
c) Click on the LSK next to the DEPARTURE menu to select your 14a
desired departure runway
d) Click on the LSK next to “09” to select Runway 090 as
determined when we generated our flight plan.
e) Select SID (Standard Instrument Departure) route for GORL2N 14f
as determined when we generated our flight plan.
f) Click on the LSK next to “TMPY INSERT” to insert SID.
14c
14e

Runway 09
PART 3 – FLIGHT PLANNING

Gate F6

67
 FMGC SETUP – FLIGHT PLAN DIFRIP
NOTE: Flight Plan = EHAM SID GORLO UL980 XAMAN L980 LOGAN STAR EGLL
A320

SID: GORL2N STAR: BIG1E

15. Go on FMGC (Flight Management & Guidance Computer) and set flight waypoints and
airways
a) Cycle the list of waypoints towards GORLO using the arrow slew UP key
b) Select GORLO
c) Click on AIRWAYS to set up airway followed after GORLO waypoint 15c
d) Type “UL980” on the MCDU keypad and click on the LSK next to the VIA space on the 15a
left column (AIRWAYS) to set your next Airway.
e) Type “XAMAN” on the MCDU keypad and click on the LSK next to the squared line on
the right column (WAYPOINTS) to set your next Waypoint to XAMAN.
f) Enter remaining Airways and Waypoints as shown in steps d) and e) to complete the
flight (L980, LOGAN). See picture to see the final result. We will enter the approach
to Heathrow later while in the air.
g) Click on the LSK next to “TMPY INSERT” to insert flight plan.
PART 3 – FLIGHT PLANNING

15a

15g
15e
15b

15f

15d

68
 FMGC SETUP – FLIGHT PLAN DIFRIP 15j

NOTE: Flight Plan = EHAM SID GORLO UL980 XAMAN L980 LOGAN STAR EGLL
A320

SID: GORL2N STAR: BIG1E

15. Go on FMGC (Flight Management & Guidance Computer) and set flight waypoints and airways
h) Cycle the list of waypoints towards the arrival airport EGLL using the arrow slew UP/DOWN keys
i) Select EGLL
j) Click on ARRIVAL to set up our arrival approach
k) Select ILS 27L as our landing runway
l) Select STAR (Standard Terminal Arrival Route) for BIG1E as determined when we generated our flight
plan.
m) Click on the LSK next to “TMPY INSERT” to insert flight plan.
NOTE: by setting the ILS27L runway we will use for our approach via the F-PLN page, the ILS frequency
(109.50, course 271) and course are automatically set in the RAD NAV page.
PART 3 – FLIGHT PLANNING

15k

15i

15m
15h

15l

69
 FMGC SETUP – FLIGHT PLAN DIFRIP
NOTE: Flight Plan = EHAM SID GORLO UL980 XAMAN L980 LOGAN STAR EGLL
A320

SID: GORL2N STAR: BIG1E

16. Go on FMGC (Flight Management & Guidance Computer) and verify all waypoints and any
look for any discontinuity
a) Cycle the list of waypoints towards the arrival airport EGLL using the arrow slew
UP/DOWN keys
b) If there is a route discontinuity between a waypoint and a SID or STAR, you would
need to find the F-PLN DISCONTINUITY section, click CLR on the MCDU keypad and
click on the LSK next to the F-PLN DISCONTINUITY line. This is not the case in this
tutorial, so you can skip that step

This is what a route discontinuity would look like (between SANDY and ALESO)

16b
PART 3 – FLIGHT PLANNING

In our case, no Flight

Plan Discontinuity!
16a

16b

70
 17b
FMGC SETUP – RADIOS DIFRIP 17e
17. Go on FMGC (Flight Management & Guidance Computer) and verify that
A320

radio navigation information is correct.

a) Press the RAD-NAV page button
b) VOR1/FREQ is already set automatically to SPL (Schiphol) VOR (VHF
17d
Omnidirectional Range) frequency, which is 108.40, as listed on our
SID chart.
c) VOR2/FREQ is also set to SPL. We can leave it as is, or we could set
the second one to the BIG VOR in our STAR. The next steps are not 17a
obligatory, but we’ll do it just for fun.
d) Type “BIG” on the MCDU keypad and click on the LSK next to
VOR2/FREQ to set VOR2 to BIG.
e) In the list of BIG duplicates, select LSK to set the BIG duplicate that
makes the most sense (the one set to a frequency of 115.10
corresponds to the one we have on our BIG 1E STAR chart).
f) We now have VOR1 set to SPL (Schiphol) VOR and VOR2 set to BIG
(Biggin) VOR. Ta-dah! Keep in mind that we set them up to use as
backups only. 17f
PART 3 – FLIGHT PLANNING

Note: The RAD NAV page is pretty much automatic if your flight plan is set up
correctly. If you don’t see anything in the ILS/FREQ field in the RAD NAV page
when you’re at the departure airport, it’s normal. The ILS frequency and
course will only appear once the aircraft is in range of the ILS.

17e

17b

71
 FMGC SETUP – INIT B (SET FUEL) DIFRIP
18b
NOTE: Remember our fuel calculations of earlier:
A320

Reserve Fuel = 2500 kg

Total (Block) Fuel = Fuel for Flight + Reserve Fuel = 4500 kg

18. Go to MCDU Main Menu and set fuel payload

a) Click on MCDU MENU
b) Select OPTIONS
c) Select FUEL 18c
d) Type “4500” on the MCDU keypad (since we need 4500 kgs) 18a
e) Click on “TOTAL” menu to set fuel payload 18h
f) Ta-dah! The aircraft fuel load is now properly set in the sim instead of
having to go through the FSX main menu
g) Click on the LSK next to “RETURN” to return to the OPTIONS menu
h) Select PAYLOAD
i) Write down the ZFW (Zero Fuel Weight) value and ZFW CG (center of
gravity), which are 57.0 (57.0 tons, which is 57,000 kg, or 114,000 lbs) 18i
and 27.3 % .
PART 3 – FLIGHT PLANNING

18f
18g
18e

72
 FMGC SETUP – INIT B DIFRIP 19b

19. Go on FMGC (Flight Management & Guidance Computer) and initialize your Zero Fuel Weight, CG and Fuel
A320

19c
parameters
a) Press the INIT page button and click on the arrow slew RIGHT key to access the INIT B page
b) On the MCDU keypad, type “57.0/27.3” and click on the LSK next to ZFW/ZFWCG to enter the zero
fuel weight (57.0 tons) and the zero fuel weight center of gravity (27.3 %) determined in the
previous page with the PAYLOAD page in the OPTIONS menu.
c) On the MCDU keypad, type “4.5” on MCDU keypad and click on the LSK next to BLOCK to enter
the total fuel quantity (Block) required for the flight determined by Fuel Planner tool (4.5 tons of
fuel, or 4500 kg)
d) And there you have it, your fuel predictions are now initialized.
PART 3 – FLIGHT PLANNING

You can also add Trip

Head Wind Value if you
have it. For this tutorial,
we will assume it to be 0.

19a

19d

73
 FMGC SETUP – PERFORMANCE DIFRIP 20b

20. Go to MCDU Main Menu and find out gross weight in order to set takeoff trim setting
A320

a) Click on MCDU MENU

b) Select OPTIONS
c) Select PAYLOAD
d) Write down the GW CG (Gross Weight Center of Gravity) value, which is 27.1%
21. Go on FMGC (Flight Management & Guidance Computer) and set performance parameters 20a
a) Press the PERF page button
b) Check TAKEOFF TRIM scale on the throttle using the GWCG found earlier (27.1 %). We obtain a
takeoff trim of approx. 0.5 deg UP.
c) Type “1/UP0.5” on MCDU keypad and select LSK next to “FLAPS/THS” to set takeoff flaps to 1
degree with a takeoff horizontal stabilizer trim of 0.5 degrees nose up.
d) Click twice on the LSKs next to V1, VR and V2 to automatically calculate and enter your V speeds.
e) Observe the resulting V1, VR and V2 speeds resulting of this flap setting and current aircraft
weight: V1 is the Decision Speed (minimum airspeed in the takeoff, following a failure of the
critical engine at VEF, at which the pilot can continue the takeoff with only the remaining
engines), VR is the rotation speed (airspeed at which the pilot initiates rotation to obtain the GROSS
TAKEOFF TRIM
scheduled takeoff performance), and V2 is Takeoff Safety Speed (minimum safe airspeed in the WEIGHT 18d
CG: 27.1 % APPROX.
second segment of a climb following an engine failure at 35 ft AGL).
PART 3 – FLIGHT PLANNING

0.5 DEG UP

20d

21b

21c

21d

21a
V1 Speed is 134 kts
VR Speed is 134 kts
V2 Speed is 135 kts
74
 FMGC SETUP – PERFORMANCE DIFRIP
22. Go on FMGC (Flight Management & Guidance Computer) and set remaining performance parameters (FLEX TO TEMP)
A320

a) Type “58” on MCDU keypad and click on the LSK next to “FLEX TO TEMP” to set your FLEX temperature in order to limit your
engines’ thrust to 58 degrees C.
b) Verify that the TRANS ALT (transition altitude) is set to 3,000 ft (transition altitude would be 18,000 ft in North America, and
3,000 ft in Europe). Correct it if necessary.
c) Type “1500/3000” on the MCDU keypad and click on the LSK next to THR RED/ACC (Thrust Reduction/Acceleration Height) to set
valid Thrust Reduction (1500 ft) and Acceleration (3000 ft) Heights in ft.
d) Type “1500” on the MCDU keypad and click on the LSK next to ENG OUT ACC (Engine Out Acceleration Height)

NOTE: THR RED/ACC and ENG OUT ACC Values are automatically generated. You could leave them as is if you wanted to.

A FLEX takeoff, or “flexible temperature” takeoff is a fancy way of

22a saying that the engine is de-rated during takeoff. De-rating means
that the aircraft uses reduced thrust on takeoff in order to reduce
engine wear, prolong engine life, reduce fuel consumption, and
PART 3 – FLIGHT PLANNING

22d more importantly comply with noise reduction and runway safety
requirements.

“Flexible temperature” means that the engine controller will force

the engine to behave as if outside air temperature was higher than it
22b
really is, causing the engines to generate less thrust since higher air
temperatures diminish an aero-engine’s thrust generating
capabilities. Therefore, the “FLEX TO TEMP” field of 58 deg C in the
22c
PERF page is the pilot telling the engine to behave as if the outside
air temperature was 58 deg C, which will result in less thrust, less
noise, and less fuel consumption.

FLEX/De-rating is also known in other companies as “Assumed

Temperature Derate”, “Assumed Temperature Thrust Reduction” or
“Reduced Takeoff Thrust” or “Factored Takeoff Thrust”.

75
 FMGC SETUP – PERFORMANCE DIFRIP
NOTE:
A320

The Thrust Reduction and Engine Out Acceleration Heights are automatically generated, but can be modified.
These heights may seem like plugging random numbers in a computer at first, but there is a valid reason for
that. Special heights for Thrust Reduction/Acceleration Height, and OEI Acceleration more often than not are
dependent on whether there is a NAP (Noise Abatement Procedure), or if there are some company SOP
(Standard Operating Procedure) for other factors like terrain clearance. You can consult Jeppesen charts to
see what these Noise Abatement procedures are for a particular airport. If no particular procedures are
listed, you can follow the standard procedures in the following document:
ICAO Document 8168, Vol 1, Section 7 - Noise Abatement Procedures
Link: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Like I said before, the main wear on engines, especially turbine engines, is heat. If you reduce heat, the
engine will have greater longevity. This is why takeoff power is often time limited and a height established
that thrust is reduced. The difference between takeoff thrust and climb thrust may only be a few percent,
but the lowering of EGT (Exhaust Gas Temperature) reduces heat and extends engine life
significantly. Acceleration Height is the altitude above ground level (AGL) that a pilot accelerates the aircraft
by reducing the aircraft’s pitch, to allow acceleration to a speed safe enough to raise flaps and slats, and then
PART 3 – FLIGHT PLANNING

reach the desired climb speed. The thrust reduction height is where the transition from takeoff to climb
thrust takes place.
Excerpt from ICAO Document
Acceleration Height (3,000 ft in our case) is when the nose is to be lowered to allow the aircraft to 8168, Vol 1, Section 7 - Noise
accelerate. When the aircraft starts accelerating is when the flight crew will retract flaps as per the Abatement Procedures
schedule. Our value was taken directly from the Jeppesen document.

Thrust Reduction Height (1,500 ft in our case) is when the autothrottle will decrease the engine power to the
preselected climb thrust; thereby reducing engine wear and tear. Both may occur simultaneously or at
differing heights above ground level. Both can be configured in the CDU. Our value was taken directly from
the Jeppesen document. If no such value was specified, then we’d have to use 800 ft as the minimal value as
per the ICAO document.

EO ACCEL HT (1,500 ft in our case) is is the safe altitude that you can lower the nose and
start accelerating the aircraft in the event of an engine failure. It is based mainly on company SOP or a
prescribed procedure (EO SID, as an example), which, unless someone gave you one, you wouldn't know
what the SOP value is. For the purposes of the sim, you can just leave it at 1,500 ft. Some UK pilots add the
airport elevation to this value. 76
 AUTOPILOT SETUP 26
25
A320

23. Set QNH mode to desired unit system (hPa in our case)
24. Set both FD (Flight Director) switches ON (illuminated)
25. Set ND (Navigation Display) mode to NAV
26. Set ND range scale to 10 nm
27. Set all ADF/VOR switches to VOR
28. Set FCU (Flight Control Unit) mode to HDG V/S 23
29. As per EHAM SID Chart, set Initial Altitude (FL060, or 6,000 ft) on FCU panel by
rotating ALTITUDE knob on glareshield until Altitude is set to 6,000 ft )
27
24

28
29
PART 3 – FLIGHT PLANNING

Flight Plan on ND
(Navigation Display)
77
 CABIN PRESSURE & DOORS SETUP
30. On overhead panel, make sure that CREW SUPPLY and
A320

PASSENGER oxygen switches are ON (dark)

31. Verify that all doors are closed by monitoring the DOOR SD
(System Description) page
32. If any door is still open, go in MCDU MENU -> OPTIONS ->
DOORS and shut remaining doors.

32b

32a

30a
PART 3 – FLIGHT PLANNING

PAX ON
CREW OFF

32c
31

30b
PAX ON
CREW ON
78
32d
 A320
ENGINE START-UP

APU APU GENERATOR

AUXILIARY
POWER UNIT APU BLEED AIR

GROUND EXTERNAL POWER

POWER CART FUEL

AIR PRESSURE IGNITION

EXTERNAL AIR ENGINE START
PART 4 – START-UP PROCEDURE

CART ELECTRICAL POWER

ENGINE GENERATOR
ENGINE (ENGINE CROSS-START)
AIR PRESSURE

ENGINE BLEED
(RUNNING) (ENGINE CROSS-START)

ENGINE MASTER SWITCH MASTER SWITCH ON & THROTTLE AT IDLE

& FUEL STARTER VALVE CONTROLS FUEL FLOW
THROTTLE POSITION CONTROLLED BY FADEC

ENGINE
SELECTION SELECTION SWITCH – IGNITION START
IGNITION CONTROLLED BY FADEC
SWITCH
79
 A320
ENGINE START-UP

NOTE: It is usually common practice to start your engines during pushback. We will start our engines before that for simplicity.

BATTERY SWITCHES ON APU GENERATOR

APU
EXTERNAL POWER AUXILIARY
APU MASTER SWITCH & APU START SWITCH ON POWER UNIT APU BLEED AIR
PART 4 – START-UP PROCEDURE

MASTER SWITCH ON
THROTTLE AT IDLE FUEL STARTER VALVE

ENGINE START

SELECTION SWITCH – IGNITION START IGNITER

80
 ENGINE START-UP
1. On the Pedestal, select APU (Auxiliary Power Unit) SD
A320

page to monitor APU parameters.

2. On Overhead Panel, press on the APU MASTER SW
pushbutton
3. When APU MASTER SW light is ON, press the APU START 5
pushbutton to start the APU.
4. Once APU start cycle is finished, the APU AVAIL light will
illuminate. 3
5. Press the APU BLEED pushbutton
2
Note: You do not need to press the APU GEN pushbutton
since it is active by default. 4

4
PART 4 – START-UP PROCEDURE

1 81
 ENGINE START-UP
6. On the Pedestal, select the ENG SD page to monitor
A320

engine parameters.
7. Press all fuel pump pushbuttons to extinguish the OFF
lights
8. Set Engine Selection switch to IGN START
9. Make sure throttle is set to IDLE.
10. Right click and hold on ENG 2 Master Switch to pull it,
then left click to push it forward. Engine 2 (right engine)
will then start. 6
Note: You do not need to press the GEN 2 pushbutton since
it is active by default.
7a
PART 4 – START-UP PROCEDURE

7b

Right click and

10a
hold to pull
Left click to
10b push forward
9

82
 ENGINE START-UP
11. Engine 2 will reach IDLE once N2 reaches approx. 59 %
A320

and N1 reaches 18 %.
12. Right click and hold on ENG 1 Master Switch to pull it,
then left click to push it forward. Engine 1 (left engine) 11
will then start 13
13. Engine 1 will reach IDLE once N2 reaches approx. 59 %
and N1 reaches 18 %.
14. Set the Engine Selection switch to NORM
PART 4 – START-UP PROCEDURE

14

83
 ENGINE START-UP
High-pressure compressor and
A320

high-pressure turbine are driven

by the same shaft. This is N2
N2
speed in percentage of
N1 N2 maximum RPM.

N1

N2
PART 4 – START-UP PROCEDURE

N1 N1

Fan, low-pressure compressor and low-pressure turbine are driven by the same shaft.
This is N1 speed in percentage of maximum RPM.
84
 ENGINE START-UP
15. Press the “EXT PWR” switch to turn off ground power
A320

17a
16. On Overhead panel, confirm that the “EXT PWR” indication changes
from “ON” to “AVAIL”
17. Disconnect ground power cart and remove chocks via the MCDU
a) Select OPTIONS menu
b) Select “EXT CTRLS” (External Controls) menu
c) Make sure the GPU (Ground Power Unit) and GND CHOCKS all
display “CONNECT”, which means that they are currently all
connected. 15
d) Click on the “GPU - DISCONNECT” LSK to remove ground power.
The MCDU will then display “GPU – CONNECT”.
e) Click on the “GND CHOCKS - DISCONNECT” LSK to remove
chocks. The MCDU will then display “GND CHOCKS – CONNECT”.
f) Return to main MCDU MENU
PART 4 – START-UP PROCEDURE

17b

16

17f

17d

17e
85
 ENGINE START-UP
18. PACK FLOW (Pneumatic Air Conditioning Kit) switch – NORMAL
A320

19. Probe/Window Heat Control pushbutton – ON

20. Engine Anti-Ice / Wing Anti-Ice pushbuttons – As Required
21. APU BLEED switch – OFF
22. APU Master switch – OFF
21

18
22a
PART 4 – START-UP PROCEDURE

20

19

22b

86
 COMPLETE PRE-FLIGHT
23. Set Nose Light switch – TAXI
A320

24. Set Runway Turnoff Lights switch – ON 27 26 28

25. Set Landing Light switches – ON
26. Set Beacon Anti-Collision Light switch – ON
27. Set Strobe Position Lights switch – ON
28. Set Navigation & Logo Lights switch – 1 (lights set 1 ON)
29. Set Signs – Emergency Lights switch - ON 29
30. Set Transponder switch – AUTO
31. Set Transponder ALT RPTG (Altitude Reporting) switch – ON
32. Set Transponder frequency to 7000 (VFR standard squawk code for
most of European airspace, or 1200 if in North America) by pressing
CLR on the keypad and then 7000 24
33. Set TCAS (Traffic Collision and Avoidance System) selector to TA/RA
23
(Traffic Advisory/Resolution Advisory) using right-click.
PART 4 – START-UP PROCEDURE

25
34. On Weather Radar panel, set PWS (Predictive Windshear System)
switch to AUTO

32

30

33
34

31 87
 COMPLETE PRE-FLIGHT
37 41
35. In real life, you would set PACK 1 and PACK 2
A320

pushbuttons to OFF to ensure maximal engine

performance during takeoff and prolong engine life, but 39a
Not Armed
we don’t need to in this tutorial.
36. Press the AUTO BRK (Autobrake) – MAX pushbutton to
arm the autobrake system in the event of a rejected
takeoff
37. Press the TO CONFIG button on the central pedestal to
check normal takeoff configuration on the upper ECAM
display. We see in cyan what corrective actions we
need to take. We see that the signs (seat belts and no
smoking lights) need to be set to ON, that we need to 36
arm the speed brake, and that the flaps are not set in
takeoff position.
PART 4 – START-UP PROCEDURE

38. Set SEAT BELTS sign light to ON and NO SMOKING sign

light to AUTO
39. Arm Speed Brake by pulling (right-clicking) on it in the
ARMED position.
40. Set Flaps lever to 1 as specified in the FMGC
41. Press the TO CONFIG button again and confirm that
39b
everything is set for takeoff.
Armed

37
40

38

41

88
38
 COMPLETE PRE-FLIGHT
37 41
35. In real life, you would set PACK 1 and PACK 2
A320

pushbuttons to OFF to ensure maximal engine

performance during takeoff and prolong engine life, but 39a
Not Armed
we don’t need to in this tutorial.
36. Press the AUTO BRK (Autobrake) – MAX pushbutton to
arm the autobrake system in the event of a rejected
takeoff
37. Press the TO CONFIG button on the central pedestal to
check normal takeoff configuration on the upper ECAM
display. We see in cyan what corrective actions we need
to take. We see that the signs (seat belts and no
smoking lights) need to be set to ON, that we need to 36
arm the speed brake, and that the flaps are not set in
takeoff position.
PART 4 – START-UP PROCEDURE

38. Set SEAT BELTS sign light to ON and NO SMOKING sign

light to AUTO
39. Arm Speed Brake by pulling (right-clicking) on it in the
ARMED position.
40. Set Flaps lever to 1 as specified in the FMGC
41. Press the TO CONFIG button again and confirm that
39b
everything is set for takeoff.
Armed

37
40

38

41

89
38
 PUSHBACK
1c
1. Set Nosewheel Steering Pin via the MCDU
A320

a) Select OPTIONS menu -> “EXT CTRLS” (External Controls)

b) Make sure the NWS PIN displays “SET”, which means that it is currently removed.
1b
c) Click on the “NWS PIN” LSK to set nosewheel steering pin. The MCDU will then display “NWS 1d
PIN - REMOVE”, and the “NW STRG DISC” amber caution will illuminate on the upper ECAM
display.
d) Return to main MCDU MENU
2. Release parking brake
3. Set Anti-Skid and Nosewheel Steering (A/SKID & N/W STRG) switch to ON (UP)
4. Begin Pushback by holding SHIFT and P to initiate pushback. Once you have enough room to
steer the aircraft away from the gate, hold SHIFT and P a second time to stop the push.
5. Remove Nosewheel Steering Pin via the MCDU once pushback is complete as shown in step
2 – released
1). The MCDU will then display “NWS PIN - SET” and the “NW STRG DISC” amber caution
will extinguish on the upper ECAM display

3
PART 5 – TAXI

1d

90
PART 5 – TAXI A320
PUSHBACK

91
 TAXI
Unless you use a program called FSUIPC, we will assume that you cannot map a joystick axis to your
A320

nosewheel steering tiller. Therefore, in order to steer the aircraft, Flight Sim Labs programmed a
“Rudder Disconnect” keyboard command that allows you to use your rudder pedals like a tiller. By
default, this keyboard command is “Comma”. You can modify it by pressing ALT, then going in Add-
Ons-> FSLabs->Keyboard Commands.

When you press RUDDER DISCONNECT key (Comma) a first time:

Your rudder pedals will control the nosewheel steering, not the rudder.
Nosewheel range up to +/- 75 degrees turn. Rudder doesn’t physically move, but nosewheel does
move.

When you press RUDDER DISCONNECT key (Comma) a second time:

Your rudder pedals will control the both the rudder and the nosewheel steering.
Nosewheel range up to +/- 6 degrees turn. Rudder and NWS both move, but with less range.

RUDDER DISCONNECT ON RUDDER DISCONNECT OFF Nose Wheel Steering Tiller

Nosewheel range: +/- 75 Nosewheel range: +/- 6 (used to steer aircraft on the ground)
deg deg
PART 5 – TAXI

Pedal Disconnect Button.

Used to disconnect rudder pedals from nosewheel steering 92
system in order to do rudder pedal checks.
 TAXI
• Our Flight Number is AFR106 and we spawned at gate F6.
A320

• After we performed pushback from Gate F6, we would typically contact

the tower for guidance by saying “AFR106, requesting taxi.”
• The tower would then grant you taxi clearance by saying “AFR106, taxi to
holding position N5 Runway 09 via taxiways Alpha 16 (A16), Bravo (B).
• This means that we will follow the A16 line, then go to B, then turn right to
N5 and hold there until we get our clearance for takeoff.
• Throttle up to maximum 40 % N1 and maintain a taxi speed of 15 kts
maximum. Slow down to a maximum of 10 kts before making a 90 deg
turn.

Gate F6
PART 5 – TAXI

93
 A320

Check signs to follow the

taxi route towards the
PART 5 – TAXI

holding point (N5)

94
PART 5 – TAXI A320

95
 TAKEOFF
1. Line up on the runway and make sure parking brake is
A320

disengaged.
2. Click on the F/CTL menu and make sure your control
2
surfaces respond to pitch, roll and rudder input. If your
rudder doesn’t move, it means that you need to press the 5
“RUDDER DISCONNECT” key (comma).
3. Set Nose Light switch – TAKEOFF (T.O.)
4. Press and hold pedal brakes.
5. Throttle up until engines reach 50 % N1 and stabilize
6. Throttle up to FLEX/MCT power for a normal takeoff or
TO/GA for a max power takeoff. You should hear a “click”
when you hear the detent. Autothrottle will then engage
PART 6 – TAKEOFF, CLIMB & CRUISE

automatically.
7. Rotate smoothly and continuously when reaching VR (134
kts) until reaching 15 degrees of pitch angle
8. Follow the Flight Director (15 deg pitch)
9. Raise landing gear by left-clicking the landing gear lever and
2
dragging it to the UP position

6b

Rotate at
7 VR (134 kts) 6a
3
Throttle at
FLEX/MCT
96
 A320
TAKEOFF

Landing Gear DOWN

9a
PART 6 – TAKEOFF, CLIMB & CRUISE

Your current attitude

9b Landing Gear UP

8
Green Lines = Flight Path Reference
in lateral and vertical planes. You
must keep them centered in order
to follow the flight plan.

97
 CLIMB
1. When reaching an altitude of 100 ft, you can engage autopilot by
A320

pressing the “AP1” button on the FCU. Your aircraft will now follow the
“green line” on your navigation display automatically. Since our SID
trajectory demands a sharp turn after takeoff, I would advise hand flying
the aircraft first by following the flight directory lines on the PFD, and 1
when you are in a straight line segment then engage autopilot.
2. When “LVR CLIMB” indication flashes on your PFD, throttle back to
CLIMB. You should hear a “click” when detent is reached. The indication
will change to “THR CLB” on your PFD.
3. To confirm that you have a normal climb, make sure you see THR CLB,
CLB and NAV all displayed in green on your FMA (Flight Mode
Annunciator).
PART 6 – TAKEOFF, CLIMB & CRUISE

2a

2c
3

2b

Set Throttle to CLB

98
 CLIMB Transition Altitude (U.S. system)

4. Once you pass transition altitude (3000 ft in Europe, 18000 ft in the

A320

US), right click on the Barometric Pressure knob to switch

barometric pressure to STANDARD pressure in order to use flight
levels as a reference. This means you will be using a standard
barometric pressure of 1013, which is also used by other aircraft in
the airspace instead of a local one given by an Air Traffic Controller.
If pilots don’t use a “standard” barometric pressure, different
aircraft may collide in flight since they don’t use the same pressure
to define their current altitude. This is why higher altitudes are
defined as “flight levels” (i.e. FL250 would be 25000 ft).
PART 6 – TAKEOFF, CLIMB & CRUISE

4b

Flashing “QNH” indication means that you

STD means that you are using 99
need to change barometric reference 4a 4c
standard barometric reference
 CLIMB 9
10 11
5. Once you have sufficient airspeed (green -S on the speed
A320

tape, for « slat & flaps retraction speed », set flaps to UP

by right-clicking the flaps lever
6. Set Nose Light switch – OFF
7. Set Runway Turnoff Lights switch – OFF
8. Set Landing Light switches – OFF
9. Set Beacon Anti-Collision Light switch – ON
10. Set Strobe Position Lights switch – AUTO
11. Set Navigation & Logo Lights switch – 1
12. Seat Belt signs light switch – OFF
13. You will reach your “TOP OF CLIMB” point at a blue
8 6 12
arrow on your navigation display
PART 6 – TAKEOFF, CLIMB & CRUISE

5a
13
“S” region on speed tape Blue Arrow = TOP OF CLIMB
means you can raise your flaps 5b

100
 CLIMB
Cruising Altitude
24000 ft
14. We will now begin our climb to our cruising altitude of 24000 ft. Set
A320

the ALTITUDE knob on the FCU (Flight Control Unit) to 24000.

15. Pull the autopilot ALTITUDE set knob (right click) to select this
cruising target altitude for the autopilot. It will override the altitude
target of the FMGS. SID Target Altitude
16. Set the autopilot Vertical Speed knob on the FCU to 2200 feet per (6000 ft)
minute (typical climb rate). This will ensure a smooth climb and
make the passengers not feel like they’re about to puke while riding
a roller coaster.
17. You will reach your “TOP OF CLIMB” point at a blue arrow on your
navigation display for your cruising altitude (24000 ft)
Takeoff
PART 6 – TAKEOFF, CLIMB & CRUISE

The orange dot means that the FMGS is managing this

parameter. Managed mode is achieved by pushing the
parameter knob (give control back to the aircraft).

No Orange dot means that the autopilot is trying to

maintain your selected parameter. Selected mode is
achieved by pulling the parameter knob (“my aircraft”,
you have control over the aircraft).
14
16
15

101
 A320 Introduction to Autopilot

Many newcomers in the flight simulation world have this idea that on the A320, the autopilot is the answer to EVERYTHING. And I mean: e-v-e-r-y-t-h-i-n-g. Spoiler alert: it’s
not. The autopilot is a tool to help you fly to reduce your workload, not a tool to replace the pilot.

Now, why am I saying this? Because some people’s knowledge of the autopilot system is summed up in “hit AP, then go watch an episode of Mayday while the aircraft does
all the work”. However, there are times where the autopilot can disconnect by itself (i.e. during major turbulence, or when the autopilot is trying to follow a flight profile
(SID or STAR) that exceeds safety limitations like bank or pitch angles). The autopilot isn’t smart: it will put you in dangerous situations if you ask him to. This is why you
need to constantly to be able to fly the aircraft manually if need be.

The autopilot should be seen as a system that can make your life easier. This is why you need to be familiar with its capabilities and be able to read what the FMA (flight
mode annunciator) is telling you.
Autopilot and Auto-Throttle Managed mode means the autopilot follows the flight management system plan.
Selected means the pilot chooses the parameter (speed, heading or altitude for
The autopilot is separated in three main components: the flight director, example), overriding the FMC. Some axes can be managed while others are selected.
the autopilot itself and the auto-thrust system. Aircraft pitch and attitude Autopilot and autothrottle will be affected depending on what mode is active
will help maintain the aircraft on a certain flight path. The throttle will
help maintain the aircraft on a certain speed. Depending on the phase of
flight (takeoff, climb, cruise, descent, final approach, etc.), the autopilot
will react differently. During a climb, the AP will want to maintain the
best, most fuel-efficient climb to save fuel. During a descent, the AP will
PART 7 – AUTOPILOT

want to slow down in order to approach the runway in a low-speed high-

lift configuration. The Auto-Thrust system will control the engines for you.
Take note that when auto-throttle is engaged, the physical throttles will
not move but the engines will respond to autopilot thrust commands.

The AP has two channels: A and B. This is why you need to be careful
when setting values on the MCP (Main Control Panel) by making sure
there are no conflicting AP commands on both the Captain and the First
Officer’s side.

Throttle

102
 A320

Autopilot Parameter Selectors Note: These speed, heading, altitude and vertical speed autopilot
commands can be combined together. It is very important to know
Tip: When pulling a knob, it’s YOUR aircraft (selected input will drive autopilot). When pushing whether you set them in “managed” (the FMGS flight plan restrictions
a knob, the FMGS takes over (managed aircraft flight plan will drive autopilot). drive the autopilot) or “selected” (your selected value drives the autopilot)
mode. “Managed” mode will display an orange circle. “Selected” mode
• SPD MACH: Change over airspeed unit (IAS (indicated airspeed) vs Mach), usually used will have no circle.
above FL260, or 26000 ft
• METRIC ALT: Toggles altitude unit system (metric vs imperial)
• SPEED Selector: When pulled, autopilot and auto-throttle will set the aircraft at the
selected speed. When pushed, autopilot and auto-throttle will set the aircraft at the
managed speed of the FMGS (flight plan).
• HEADING Selector: When pulled, autopilot and auto-throttle will set the aircraft at the
PART 7 – AUTOPILOT

selected heading. When pushed, autopilot and auto-throttle will set the aircraft at the
managed heading of the FMGS (flight plan).
• ALTITUDE Selector: When pulled, autopilot and auto-throttle will set the aircraft at the
selected altitude. When pushed, autopilot and auto-throttle will set the aircraft at the
managed altitude of the FMGS (flight plan). Note that the autopilot will not go below
waypoint altitude restrictions (in magenta on PFD altitude tape) in managed mode, while
in selected mode it will ignore such restrictions (i.e. if you get clearance from an Air Traffic
Controller).
• VERTICAL SPEED Selector: When pulled, aircraft will follow vertical speed selected. When
pushed, aircraft will level off.

103
 A320

Autopilot, Flight Director & Autothrottle Selectors

• Autothrottle (A/THR) ARM Switch : Arms A/T for engagement. Autothrottle engages automatically.
• Flight Director (FD) Switch: Arms flight director
• AP 1/2: Engages autopilot in selected mode.

Autoflight – Vertical Modes

PART 7 – AUTOPILOT

• EXPED: Engages EXPED mode to reach the altitude window with maximum vertical gradient.

Autoflight – Lateral Modes

.
• LOC: Tracks VHF Ominidirectional Range (VOR) localizer. Aircraft will only be controlled laterally. Used in case the ILS system is unserviceable.
• NOTE: LS is not an autopilot mode. Pressing this button displays ILS (Instrumented Landing System) information on the PFD.

Autoflight – Vertical + Lateral Mode

• APPR: Tracks localizer and glideslope during approach. Aircraft will be controlled laterally and vertically.

104
 A320
PART 7 – AUTOPILOT

FMA (Flight Mode Annunciator)

The FMA displays the status of the auto-throttle, vertical mode,

lateral mode, and autopilot systems.

First row is for ENGAGED systems, second row if for ARMED

systems, third row is for reminders.

105
Reference: http://www.airbusdriver.net/airbus_studyaids.htm
 A320 1: Autothrust 2: Vertical 3: Lateral 5: Autopilot
TOGA: autothrust armed, throttle at TOGA (Takeoff Go- SRS: Speed Reference System used for RWY: Runway mode AP: Autopilot Command
Around) detent takeoff and go-around Engaged
FLX 42: Autothrust armed, throttle at FLC/MCT detent ALT/ALT*: Altitude Hold/Capture mode RWY TRK: Runway Track mode FD: Flight Director Engaged (no
autopilot)
MCT: Single Engine – Autorthust armed, most forward ALT CRZ/CST: Altitude hold of the cruise GA TRK: Go Around Track mode A/THR: Autothrottle engaged
lever at MCT (Max Continuous Thrust) detent flight level / altitude constraint hold

CLB: Autothrust armed, throttle at CLB (Climb) detent V/S: Vertical Speed Mode TRACK: Track mode

IDLE: Auto thrust armed, IDLE power commanded CLB: Climb mode HDG: Heading mode

ASYM: Asymmetric thrust (autothrust armed but both DES: Descent mode NAV: Navigation mode
levers in different positions)
A. FLOOR: Autothrust engaged while in Alpha Floor OP CLB/DES: Open Climb or Descent mode. LOC/LOC*: Localizer track/capture mode
conditions FCU selected altitude is higher/lower than
actual altitude.
TOGA LK: TOGA lock is engaged following alpha floor EXP CLB/DES: Expedite mode in climb or APP NAV: Approach Navigation mode
engagement. descent
THR LK: Thrust locked at last known position (A/THR G/S: Glide slope mode
PART 7 – AUTOPILOT

failure or disconnect)
MAN TOGA/FLX/MCT/THR: Autothrust armed, at least FINAL: Final mode (non precision approach)
one throttle is at TOGA/FLX/MCT/Above CLB detent.
THR MCT/CLB/LVR/IDLE: Thrust mode active at FPA:Flight Path Angle mode
MCT/CLIMB/Undetermined Lever Position/Minimum
Thrust detent
SPEED: Autothrust armed in SPEED mode LAND: Landing mode engaged below 400 ft AGL
MACH: Autothrust armed in MACH mode FLARE: Flare mode
LVR CLB/MCT: Request to set thrust levers in CLB or MCT ROLL OUT: Roll out mode (Autoland)
detents.
LVR ASYM: Request to set both thrust levers in same FINAL APP: Final approach mode during a Non-ILS approach
position/detent. 106
 FLIGHT ENVELOPE PROTECTION
You will often hear people mention “Normal Law” or “Alternate Law”. These flight control laws are basically sets of automated protections applied to your flight control
A320

surfaces that will prevent your aircraft from doing unsafe manoeuvers or exceed limitations. Normal Law is always active unless you start pulling circuit breakers. Flight
Control Law changes happen automatically. Here is a great link to the Airbus Flight Control Laws: http://www.airbusdriver.net/airbus_fltlaws.htm

FLIGHT CONTROL LAWS

ABNORMAL
NORMAL LAW ALTERNATE LAW DIRECT LAW MECHANICAL BACKUP
ALTERNATE LAW
Normal operating configuration Activated by the aircraft if Activated by the aircraft if it Lowest level of computer flight In case of a complete loss of
of the system. Airplane cannot multiple failures of redundant enters an unusual attitude, control and occurs with certain electrical flight control signals,
be stalled in this law. systems occur.. Airplane can be allowing recovery from the multiple failures. Activated when the aircraft can be temporarily
stalled in this law. unusual attitude. landing gear is down while flying controlled by mechanical mode.
in alternate law.
PART 8 – PROTECTION SYSTEMS

Covers 3-axis control, flight Reduced protections in Pitch law becomes Alternate Pilot control inputs are Pitch control is achieved through
envelope protection and load comparison to Normal Law with without protections, while Roll transmitted unmodified to the the horizontal stabilizer by using
alleviation with 3 modes 3 modes according to phase of law becomes Direct law with control surfaces, providing a the manual trim wheel, lateral
according to phase of flight flight (Ground, Flight or Flare mechanical yaw control. direct relationship between control is accomplished using
(Ground, Flight or Flare Mode) Mode). sidestick and control surface. the rudder pedals (requires
hydraulic power).

ALTN LAW: PROT LOST caution USE MAN PITCH TRIM caution MAN PITCH TRIM ONLY caution
message on ECAM message on PFD message on PFD
PROTECTIONS PROTECTIONS PROTECTIONS PROTECTIONS PROTECTIONS

• High AoA Protection • Low Speed Stability • Load Factor Limitation • None • None
• Load Factor Limitation • Load Factor Limitation • Yaw Damping Only
• Pitch Attitude Protection • High Speed Stability
• High Speed Protection • Yaw Damping Only
• Flight Augmentation (Yaw)
• Bank Angle Protection
• Alpha Floor
107
 A320
FLIGHT ENVELOPE PROTECTION
There are seven flight control computers: the 3 SEC's (Spoiler Elevator Computers), the 2 ELAC's
(Elevator Aileron Computers) and 2 FAC's (Flight Augmentation Computers.

Their uses:

ELAC = Normal elevator and stabilizer control. Aileron control.

SEC = Spoiler control. Standby elevator and stabilizer control
FAC = Electrical Rudder control.

It is through these seven computers and their associated software that programs like Alpha Floor and
speed & attitude protection work. If one or more of those computers fail or are switched off, you may
lose some of the protections, thereby going into alternate or direct law. But if all seven fail or there is a
complete electrical failure or if you switch all seven off, then you are in mechanical reversion. At that
point you only have cable operated rudder and cable operated stabilizer trim available for control. The
Great link on Flight Control Laws:
PART 8 – PROTECTION SYSTEMS

sidestick would be so much useless plastic because you need at least one of those computers running
for it to work. https://www.scribd.com/doc/64148571/Airbus-A320-Flight-Controls-Laws

SEC 1 (Spoiler & Elevator Computer) Switch

ELAC 2 (Elevator & Aileron Computer) Switch
FAC 1 (Flight Augmentation Computer) Switch

SEC 2 (Spoiler & Elevator Computer) Switch

SEC 3 (Spoiler & Elevator Computer) Switch

ELAC 1 (Elevator & Aileron Computer) Switch
FAC 2 (Flight Augmentation Computer) Switch
108
 As an example, we can “simulate” a change in flight control laws by forcing the aircraft to power off certain flight computers with the switches shown last page. Here are some tests I did
just for fun to illustrate this point:
A320

TEST 1: ELAC 1 and ELAC 2 off = ALTERNATE LAW TEST 2: ELAC 1 and ELAC 2 off and TEST 3: ALL ELAC, FAC & SEC switches
landing gear deployed = DIRECT LAW OFF = MECHANICAL BACKUP
PART 8 – PROTECTION SYSTEMS

109
 A320
FLIGHT ENVELOPE PROTECTION - NORMAL LAW
Normal Law is the normal operation of flight control systems. In theory, you should always be
operating with normal law unless something breaks in the aircraft due to a malfunction.
Normal Law covers the Flight Envelope Protection and Load Alleviation. Load Alleviation is
provided by dedicated accumulators to help move the ailerons and spoilers 4 and 5 very
rapidly to alleviate the load on the wings during turbulence.

Normal Law has a set of protections that work in conjunction with the flight control computers.

1. High AoA Protection

• When angle of attack (AoA) exceeds a certain angle, the elevator control changes to the “Alpha Protection” mode in which the AoA is proportional to sidestick
PART 8 – PROTECTION SYSTEMS

deflection. Alpha Max cannot be exceeded by the pilot even with full aft sidestick deflection
2. Load Factor Limitation
• Keeps pilot from exceeding g-loads in all configurations
3. Pitch Attitude Protection
• Pitch limited to +30 deg / - 15 deg
4. High Speed Protection
• Prevents exceedance of Vmo/Mmo (Maximum Operating Speed/Mach) by inducing a pitch up load factor demand, which cannot be overridden by the pilot
5. Flight Augmentation (Yaw)
• Controls yaw damper
6. Bank Angle Protection
• Bank angle limited to 67 deg
7. Low Energy Warning
• “Speed, speed!” aural warning warns the pilot in low energy states that require immediate throttle input. Available in Flaps Config 2, 3 or Full between 200 0 ft
and 100 ft RA (radar altimeter) when TOGA (Takeoff Go-Around) is not selected.
8. Alpha Floor
• Predictive function of the autothrust system. It activates based on the current trend if it predicts thrust will be required. Is normally available from immediately
after takeoff throughout the flight down 100 feet RA in flaps configuration 1 or greater.
As an example, if the aircraft starts stalling, the auto-thrust system will automatically set the engines to TOGA in order to keep the aircraft flying.

110
 PLANNING DESCENT
So, you’ve finally made it all the way up to your cruising
A320

altitude? Congrats! Now, we have a bit of planning to do.

First, let’s introduce you to the ILS (Instrument Landing

System). This system exists to guide you during your
approach.
• The Localizer is generally an array of antennas that
will give you a lateral reference to the center of the
runway. Localizer Array Station at Hannover Glide Slope Station at Hannover
• The Glide Slope station will help you determine the
descent speed you need in order to not smack the
runway in a smoldering ball of fire. Great video explanation of ILS
https://www.youtube.com/watch?v=KVtEfDcNMO8
PART 9 – APPROACH & LANDING

Lateral Axis

Vertical Axis 111

 A320
PLANNING DESCENT
These charts are for the STAR (Standard Terminal
Arrival Route) from LOGAN to EGLL. We intend
to:

1. Come from LOGAN waypoint

2. Fly from LOGAN towards the BIG1E arrival
route.
3. Follow the STAR (BIG1E -> KOPUL -> TANET -
> DET -> BIG)
4. Select an AIF (Approach Initial Fix) from the
FMC database (in our case CI27L) and follow
the approach towards the runway, guided by
the EGLL airport’s ILS (Instrument Landing
System).
PART 9 – APPROACH & LANDING

5. Land at Heathrow (EGLL) on runway 27L

(orientation: 270 Left)

112
 PLANNING DESCENT
Here is a great link to know how to read these
A320

Final Approach Course: 271

This is the heading you will take when charts properly:
approaching for final landing.
https://community.infinite-flight.com/t/how-
Minimums in BARO: 277 to-read-an-approach-chart/8952
This is the minimum “decision altitude”
(DA) during landing. If you go lower than
277 ft, you are committed to land no
matter what happens. Above 277 ft, you
can still miss your approach and go
around.

ILS Frequency: 109.50 MHz

This is the ILS system frequency you will
track to guide your aircraft for landing.
PART 9 – APPROACH & LANDING

Missed Approach Standby

Frequency: 113.60 MHz
VOR “LONDON” (LON) will be the beacon
we will track in case we miss our approach
and have to go around.

Missed Approach Procedure

In case we miss our approach, the
procedure is to climb straight ahead.
When passing 1080 ft, we climb LEFT on
heading 149 to 2000 ft. When passing VOR
beacon D6.0 LON, we must climb to 3000
ft and wait for instructions from the tower.

Transition Level & Transition Altitude

The transition altitude is the altitude at or below
which the vertical position of an aircraft is
controlled by reference to altitudes (6000 ft on
chart). The transition level is the lowest flight
level available for use above the transition
altitude. Our transition level is defined “by ATC”
(Air Traffic Controller). In that case, a rule of
thumb is to add 1000 ft to the transition altitude
which give us FL070, or 7000 ft.
113
 A320
PLANNING DESCENT 3b 8

1. We have already selected in our FMC our Arrival runway as ILS27L

and our arrival STAR “BIG1E” and our Initial Approach Fix “CI27L”
at the beginning. Normally, we do this before we begin our
approach. See the “FMGC SETUP – FLIGHT PLAN” section. 10
2. Go on FMGS PERFORMANCE page on the MCDU to set FMGC
parameters for your approach and arrival
3. Click on “NEXT PHASE” until you reach the “APPR” (approach) page 4
4. Set QNH (barometric pressure) setting to 1030 by typing “1030” on
5
MCDU keypad and clicking on LSK next to QNH 3a
5. Set temperature to 15 deg C by typing “15” on MCDU keypad and 6
clicking on LSK next to TEMP 7 2
6. Set magnetic heading and wind correction to 271 and 5 kts by
typing “271/05” on MCDU keypad and clicking on LSK next to MAG
WIND
PART 9 – APPROACH & LANDING

7. Set Transition Level to FL070 and by typing “70” on MCDU keypad

and clicking on LSK next to TRANS FL
8. Set MINIMUMS (Decision Height) to 277 ft by typing “277” on
MCDU keypad and clicking on LSK next to “DH”
9. Verify that LDG CONF (Landing Configuration) flaps setting is set to
FULL.
10. Set AUTOBRAKE to LO

All descent parameters are entered

114
 A320
PLANNING DESCENT
11. On FCU (Flight Control Unit), set Final Descent Altitude to 2000 ft. The aircraft will not start descending yet
because it hasn’t reached the Top of Descent point, represented with a white arrow.
12. Go in the PERFORMANCE page of the FMGC to monitor your flight progress. You can monitor your distance to
the Top of Climb for instance.
13. Go in the PROGRESS page of the FMGC and select the “REPORT” page to make sure that you have enough
distance to perform your approach at a 3 deg glide slope. You can use the following rule of thumb: Top of Descent
Required Descent Distance = (Altitude x 3)/1000 + (10 nm for deceleration)
= (24000 x 3)/1000 + 10 = 72 + 10 = 82 nm

11
PART 9 – APPROACH & LANDING

13b

13c

12 13a 115
 A320
DESCENT & APPROACH
1. Once you reach the Top of Descent point, set ALTITUDE knob to 2000 ft and press it (left
click) to engage a “managed mode” descent.
2. Once our descent profile is initiated, click on the “STD” BARO button to set barometric
pressure instead of standard pressure. In our case, we will assume the tower told us to
leave the barometric pressure at 1030 hPa.
3. When reaching FL100, set LANDING LIGHTS to ON and SEAT BELTS light to ON.
PART 9 – APPROACH & LANDING

1a 1b
SELECTED MODE MANAGED MODE
2a
2b

116
 A320
SECURING APPROACH
1. Before you reach the last waypoint of the STAR (BIG), the
tower should be able to clear us for open descent to 2000 ft.
2. Once you fly over the Deceleration Point (can be monitored
on the Navigation Display or the DECEL menu in the “F-PLN”
FMGC page), your aircraft will start losing speed and will
begin your approach.
3. Once you crossed the Deceleration Point, open up the PERF
page on your FMGC and click two times on the LSK next to
“ACTIVATE APPR PHASE”. 1
PART 9 – APPROACH & LANDING

3a
3b

2b

2a

3c

117
 A320
SECURING APPROACH
4. Press the “LS” button to show ILS information on the PFD.
5. Once you are at least 25 nm from ILS approach (a bit before Approach Fix CI27L),
press the “APPR” autopilot mode to arm both LOC (Localizer) and G/S (Glide
Slope) modes.
6. Press the “AP2” button to arm the Autoland autopilot mode (this mode requires
a second autopilot channel).
7. Set Navigation Display mode to LS to check for localizer and glide slope. 10
8. When LOC (localizer) is captured, the PFD will indicate in green that the “LOC”
autopilot mode is active. 4
9. Set Flaps lever to 1
10. Set Navigation Display mode back to NAV
11. When glide slope is captured,/the PFD will indicate in green that the “G/S”
autopilot mode is active.
12. Set Flaps lever to 2
PART 9 – APPROACH & LANDING

13. Once localizer (lateral guidance) and glide slope (vertical guidance) are both
captured, you can now set your autopilot altitude to the Go-Around Altitude of
3000 . 9

8
11

7a

12

5 118
7b
6
 A320
FINAL APPROACH
1. Once you are at 1500 ft on final approach, set landing gear down.
2. Set flaps to FULL.
3. Arm Speed Brake
4. Set all lights ON Glide Slope
5. The Autoland will use three autopilot modes. Deviation
• When flying at 400 ft, the autopilot will switch to LAND mode in order to set the (pink diamond)
aircraft in a proper altitude and attitude to flare properly.
• When flying at 50 ft, the autopilot will switch to FLARE mode in order to flare the
aircraft to have a smooth touchdown.
• On touchdown, the autopilot will switch to ROLLOUT mode. This mode will keep
the aircraft on the runway centerline.

Another procedure is to disconnect both Autopilot AP1 and AP2 switches and the
Autothrottle switch just before landing and follow the flight director to the runway
PART 9 – APPROACH & LANDING

by flying manually.
ILS Information
Frequency Localizer Deviation 3
Distance to ILS (pink diamond) Armed (UP)

3
Armed (UP) 2

1
119
 A320
LANDING
1. When you hear an audio cue “MINIMUM”, this means you
have reached your minimal decision altitude. You are now
committed to land.
2. At 20 ft, pull up slightly to reduce rate of descent
3. At 10 ft, throttle back to IDLE
4. On touchdown, push the nose into the ground to improve
adherence with the runway and maximize braking (the
Autobrake system will already brake for you)
PART 9 – APPROACH & LANDING

Glide Slope Captured

Localizer Captured

120
PART 9 – APPROACH & LANDING A320

121
 LANDING
Thrust Reversers
Unarmed (levers down)
A320

5. Press and hold “F2” (“Throttle decrease quickly” binding) to deploy thrust
reversers until you slow down enough to vacate the runway safely.

Throttle at IDLE
PART 9 – APPROACH & LANDING

No Reverse Thrust Generated

Thrust Reversers
Armed (levers up)

The Thrust Reverser lever can be moved by pressing and holding the “Throttle
(decrease quickly)” control mapped to your joystick. Make sure that the “Repeat”
slider is set fully to the right. The default key binding is “F2”.

Take note that the Reverse Thrust lever can only be engaged if your throttle is at IDLE. Throttle at MAX REV
The reason for that is a mechanical stopper that prevents you from engaging thrust
reversers at high throttle settings. Reverse Thrust Generated
122
PART 9 – APPROACH & LANDING A320

123
124