ToLiss AirbusA320 Tutorial

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Simulation Solutions

ToLiss Aeronautical Simulation Solutions

ToLiss Airbus A320neo V1.0.1 – Tutorial flight


Version 1.0.1 from 2023/04/28

© 2023, ToLiss Inc. This software, digital art work and accompanying manuals are copyrights
and must not be reproduced or distributed without prior written consent from ToLiss Inc.

© Airbus 2023. AIRBUS, its logo and product & service marks are registered trademarks of
Airbus. All rights reserved. Officially licensed by Airbus.

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Simulation Solutions

Table of Contents
1 Introduction........................................................................................................................3
2 Setting the desired configuration after initial installation .................................................4
2.1 Set initial conditions .......................................................................................................5
3 Aircraft startup ..................................................................................................................8
3.1 Power up from cold and dark .........................................................................................8
3.2 Cockpit preparation ...................................................................................................... 17
4 FMGS initialization .......................................................................................................... 26
4.1 Active Flight Plan Programming ................................................................................. 33
4.2 Alternate Flight Plan Programming ............................................................................ 40
4.3 FMGS Performance Parameters ................................................................................... 43
4.4 Secondary flight plan preparation ................................................................................ 49
5 Getting ready to leave the gate........................................................................................ 53
5.1 Pushback ...................................................................................................................... 58
5.2 Engine start .................................................................................................................. 61
5.3 Taxi preparation and change of departure runway ...................................................... 64
5.4 Taxi to the runway....................................................................................................... 66
6 Take-off and initial climb ................................................................................................. 69
7 Climb and cruise .............................................................................................................. 77
7.1 Use of the ETP function............................................................................................... 79
7.2 Skipping through the plan and step climb at OMKIN ................................................ 80
8 Descent preparation and descent ..................................................................................... 84
9 Approach and go-around .................................................................................................. 91
10 Diversion to the alternate airport. ................................................................................... 97
11 Descent into the alternate airport. ................................................................................. 100
12 Approach and landing at the alternate airport .............................................................. 106
13 Taxi and shut-down ....................................................................................................... 111

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1 Introduction
Thank you for purchasing the ToLiss Airbus A320neo (A20N) and for trusting us to provide you
with one of the most realistic FBW simulation addons with complete custom systems for X-Plane.
This aircraft is the next evolution in our A319/A321 series with numerous 3d model
improvements, all system adapted and improved to meet the characteristics of an A320neo and lots
of new features, such as opening cockpit windows, moving tray tables, dimmable cabin lights and
more. The simulation supports accurate system behaviour in the presence of failures. For example,
following the failure of an electrical bus, associated equipment, i.e., cockpit displays, exterior lights,
certain computers, etc. fed by that bus will not be available anymore.
To improve the user experience, this model features situation saving and loading. Flights can
be stopped at any point in time and continued from the exact same conditions another day. The
model also provides situation autosaving; should something unforeseen happen during the flight,
the autosave allows resuming the flight to try again.
About the manual: The ToLiss Airbus A320neo comes with three manuals:
• A “simulation manual”: Describes installation, and setup of the model as well as usage of
the “Interactive Simulation Control System”.
• A “tutorial flight” (this manual), which provides a step-by-step description of a complete
flight from cold & dark to aircraft shut-down after landing. This is the best manual to learn
flying the aircraft.
• An “aircraft manual”, which is primarily intended as a reference after the tutorial has been
completed. It provides a reference for standard operating procedures, as well as a more in-
depth look into the different systems of the aircraft.

This tutorial provides a fairly comprehensive overview of the features implemented in the ToLiss
Airbus A320neo. We highly recommend to work through this tutorial first. The ToLiss Airbus
A320neo is a very complex product and its features cannot be learnt by trial and error. The tutorial
describes the following aspects of a flight:
• Starting the aircraft from cold and dark and shutting it down at the end of the flight
• Conducting a flight according to standard operating procedures (SOP)
• Entering a flight plan from the departure airport to the destination including fuel
requirements, standard departures and arrivals, as well as vertical navigation
• Modifying the flight plan prior to departure and in flight
• Swap between managed and selected autopilot operation
• Diversion to an alternate airport
Prior to working through this tutorial, please read the “simulation manual” which provides the
necessary knowledge to operate the simulator.
This tutorial describes each step for a complete flight from Sydney, Australia (ICAO code
YSSY) to Queenstown, New Zealand (ICAO code NZQN) with a go-around in Queenstown and
subsequent diversion to Christchurch (NZCH). In Christchurch, the arrival runway will be changed
a few minutes before landing.

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2 Setting the desired configuration after initial installation


This section assumes that the model has been installed and activated as described in the “Simulation
Manual.”
In order to prepare for this tutorial, a few of the default options that the model ships with need
to be modified: load the ToLiss Airbus A320 at Sydney airport (YSSY), and open the “Interactive
simulation control system ISCS” via the appropriate X-plane menu function:

In the ISCS, go to the tab “General Settings” which is the right-most tab:

In the right column “Startup Behaviour”, the following 2 settings need to be changed for this
tutorial:
• Set “Cold Start Type” to “Cold and Dark” – this ensures that the aircraft will be started
in the powered-down state.
• Make sure that the field “Start with bright displays” is set to OFF:

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All other settings in this tab can be left as they are.


Important: Hit “Save preferences and default values” at the bottom of the screen. The text will
light up orange for a short time to confirm that the preferences have been saved.

Next, go to the tab Situations and A/C Config, which is the left most tab:

In the right column “Aircraft Configuration”, the following setting need to be changed for this
tutorial:
• Check that all options in the Aircraft configuration are set to AUTO, except engine
type which will be set to PW1127G-JM

• Set “Auto Nav On GA” to ON – with this setting the procedure for the go around in
NZQN Queenstown will be exactly as described in this tutorial.

Important: Hit “Save A/C Config” at the bottom of the screen. The text will light up orange
for a short time to confirm that the preferences have been saved. After that, please close the ISCS
via the cross in the top right corner.

2.1 Set initial conditions


Now we set X-plane up for the tutorial flight. Choose the following settings in X-plane’s flight
configuration menu:

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• Select the ToLiss Airbus A320neo in the aircraft menu.


• Select the “Customize” button on the aircraft symbol:

• Make sure that the option “Start with engines running” is OFF. (Bottom-right)
• If you have an Air New Zealand livery installed, select it via the menu in the top-right.

• Set Sydney Kingsford Smith as airport and via the customize button, select a start at
Ramp 56:

Note that in X-plane 12, for some reason the gates at Sydney airport are listed twice, make sure
to select the upper of the two gate 56s.

For the weather, this tutorial uses preset conditions. Otherwise, departure/arrival runway etc.
might not match the meteorological conditions.
• Select “Customize” in the weather dialogue and perform the following settings:
o Bottom left – “Weather mode”: Set to “Manually configured” / “Manually Enter
Weather”
o Center top – “Select a Preset”: Set to CAVOK/Clear

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o Top right – “Atmospheric conditions”: Change temperature at nearest airport


to 8degC and “Barometric pressure at sea level” to 1002hPa
o Top left – “+Wind layer”: Add the following three wind layers:
Altitude 3000ft MSL: 300degrees magnetic, speed 10knots
Altitude 10000ft MSL: 270 degrees true, speed 20knots
Altitude 30000ft MSL: 230 degrees true, speed 50knots
• Select a “Time of day” sometime around mid-day to ensure sufficient daylight:

• Click on “Start New Flight” to load the ToLiss Airbus A320 at the desired location for
this Tutorial.

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3 Aircraft startup

3.1 Power up from cold and dark


If you step into the aircraft “cold and dark”, you have to assume it was unpowered for a while.
This requires a number of additional checks compared to stepping on an aircraft that already has
electrical power applied as you step in.
• Tilt the camera towards the pedestal and verify (see the “Simulation manual” how you
could use our preprogrammed commands to do this):
• Both engine master switches OFF
• Engine Mode selector in mode NORM

• On the WX radar panel, verify that the WX radar system switch is in position OFF
and the PWS switch is also in position OFF

• On the main panel, verify that the landing gear lever is in position “DOWN”

• In the overhead panel, verify that the windshield wipers are switched off:

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• Check that the battery voltages are above 25.5V with the batteries still selected off
(aircraft still in shut down state)

• Set both Battery switch to position AUTO, i.e. press both of them. As a result, the
switch integrated lights will now be available. The off light should not appear in either
of the two battery switches:

Switching Battery 1 to Auto Switching Battery 2 to Auto

• Activate external power; for this you need to first verify that external power is enabled
via the ISCS, Tab “Ground Services”:

Note that the chocks are currently also in place, we will have to remove those later prior to
push back.
After ensuring external power is available, you can switch it ON on the overhead panel, by
pressing the external power button:

You will now see all the displays powering up while they show a 40 second self-test message.

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• No LIGHTS visible in AIR COND panel (except PACK fault lights)

All lights OFF except


the two shown here

• Cross-bleed (located on overhead panel in the AIR COND panel) is in position AUTO
• Set temperature selection knobs as desired. (Vertically up is comfortable 22 degC)

• Switch OFF the dome light. This light is not normally used in flight:

• Perform an annunciator light test by placing the ANN LT button in position TEST:

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All integrated
lights light up

After test completion, place the ANN LT switch back in position BRT, which is the
appropriate setting for daytime flights.

• Adjust the display brightness:


o Primary Flight Display (PFD) and Navigation Display (ND) brightness are
besides their respective displays on the outboard side, i.e. to the left of the PFD
for the captain and to the right of the PFD for the co-pilot. Note that for the
ND brightness, the INNER knob controls the display brightness, the outer knob
controls the intensity of the weather radar or terrain display image.

PFD brightness ND brightness

WX radar / terrain
image intensity

o Engine Warning Display (EWD) and System Display (SD) brightness are on
the pedestal just forward of the thrust levers.

EWD brightness

SD brightness

o MCDU display brightness is controlled by two push buttons labelled “BRT”


(brighter) and “DIM” (less bright).

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• Check system status on the System Display


• Check crew oxygen level:
i. Press DOOR button on ECAM Control Panel

ii. Check that cockpit oxygen pressure is not boxed amber

• Check hydraulic fluid levels:


i. Press HYD button on ECAM Control Panel

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ii. Check that hydraulic fluid levels for all three systems are in the green
range:

• Check Engine Oil Quantity:


This requires FADEC power in order to receive a valid oil quantity signal from
the engines, to activate FADEC power, use the FADEC ground power switches
in the Maintenance section of the overhead panel:
i. Activate FADEC ground power for both engines:

ii. Press ENG button on ECAM Control Panel

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iii. Check that oil quantity for all engines is above 14.0:

iv. Switch OFF the FADEC ground power

v. Press the ENG button on the ECAM Control Panel again to deactivate
the ENG page.

• Check control levers and switches in the appropriate positions:

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• Flap/Slat lever matches the ECAM surface position indication

Flap/Slat lever in position 0


and flaps/slats shown retracted

• Spoiler lever retracted and NOT armed (white band not visible)

• Verify the brake accumulator pressure (This instrument is located on the main
instrument panel next to the gear lever.)

The Accu pressure must be in the green band. If that is not the case (as shown here), use the
electrical yellow hydraulic pump to charge the accumulator:
i. Switch on the yellow electric pump

ii. Wait 20 seconds, then switch the pump off again.

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The blue ON light extinguishes.

• Ensure that the Parking brake is ON. (Park brake switch is located at the rear end of
the pedestal.)

• Verify the brake accumulator pressure and the brake pressure indicators. Brake
accumulator should be at the green mark. With parking brakes ON, the left and right
brakes are about 2000psi.

• Probe/Window heat button (located on overhead panel) is in position AUTO, i.e. no


light visible in the switch

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3.2 Cockpit preparation


If you selected to start the aircraft “Cold and Dark” or with external power applied, but IRUs off,
you need to perform all the steps from this section onward.
You may need to also adjust display brightness, depending on the ISCS setting for the display
brightness during cold starts.

• Switch off all white lights in the overhead panel, i.e. switch ON all fuel pumps, and
press the switches of any other white light you see on the OHP:

• Switch on the Crew Oxygen button – the white off label in the button extinguishes

• Perform the CVR test:


o Switch ON the Recorder GND CTL
o Then PRESS and HOLD the CVR TEST button:

First, switch Then, press and


this ON HOLD this

You will hear a continuous 800Hz sound indicating a successful test.

• Power up the ADIRUs to initiate alignment; move the switches for each ADIRU into
position NAV one at a time:

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Verify for each ADIRU that the “ON BAT” light lights up after turning the switch to
NAV mode. This confirms that the battery backup for the ADIRU works. Wait until
the ON BAT extinguishes before turning on the next ADIRU. When all three ADIRUs
are on, the panel should look like this:

Alignment takes approximately 10 minutes, and it must be completed before the aircraft
moves – during taxi, ADIRU alignment cannot work.
Note: The ADIRUs are directly connected to the battery bus as a backup. For that
reason, they have to be switched off before shutting down the aircraft; otherwise, the
ADIRUs could drain the batteries.

• Verify that both PFDs now show airspeed, altitude and attitude information; note that
altitude and speed information appears almost immediately, whereas it takes about 30s
after switching on the ADIRUs before the attitude information appears:

After 30 seconds

• Set the exterior lights as required:


o Switch the Strobe Light to AUTO

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o Switch to NAV & Logo lights to position 1 (or 2)


o All other external lights are OFF for now

• Set the internal light switches as follows:


o Seat belts to “ON”
o No Smoking to “AUTO”
o Emer Exit Lt to ARM (OFF label next to the switch extinguishes)

• Ensure that the CABIN PRESS Landing Elevation knob is in position AUTO

• Set the PACK FLOW selector to the appropriate setting:


o Select LO, if you have less than 141 passengers
o Select NORM if you have 141 passengers or more – this is the setting we will
use for this tutorial
o If you are flying in very humid or hot conditions (e.g. Singapore or Bangkok),
select HI while on the ground.

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• Check the electrical part of the overhead panel. Make sure that there are no amber
lights except the GEN FAULT lights:

Next we need to initiate a charging cycle for the batteries to ensure they are properly charged
for this flight.
• Press the ELEC button on the ECAM control panel located below the System Display:

• Switch each battery switch in the Overhead panel first OFF, then ON:

• Check on the System Display ELEC page that both batteries are charging and that the
charging current is less than 60A after 10s:

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• Press the ELEC button on the ECAM control panel located a second time to deselect
the page:

After the completed battery check and charge cycle initiation, we continue the system checks.
• Perform and Engine and APU fire warning and extinguishing check:
o Check that the fire push buttons for engines and APU are IN and that their
guards are closed
o Also check that the lights in the “AGENT” buttons on the fire panels are OFF

o Perform the following action for each engine (1 and 2) and the APU - you can
use the EWD popup to see the warnings while depressing the switch.:
▪ Press the fire TEST push button
▪ Check that the associated FIRE pushbutton lights up RED
▪ Check that the SQUIB and DISCH lights in the AGENT push button(s)
light up
▪ Check that the Master Warning lights up and that the continuous chime
can be heard.
▪ Note: Check the Loudspeaker volume if you cannot hear this sound.
Master Warning stops automatically as soon as the test button is released.

• Make sure the audio switching knob (located in the upper part of the OHP) is in
position norm:

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• Check that all lights in the ventilation panel are off:

• On the third Audio Control Panel (located in the overhead panel), enable PA reception:

• Check that all lights in the Maintenance panel are off:

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• Check that there are no warning flags on the Integrated Standby Instrument and that
attitude, speed and altitude show reasonable values:

• Make sure that the A/SKID and N/W STRG switch is in position ON:

• Switching panel, make sure all knobs in position NORM:

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• Ensure the thrust levers are in position IDLE:

Note: If your thrust levers are above idle with the TCA throttle quadrant levers being at idle,
you may have to switch on the option “REV on same axis” in the ISCS in the Joystick tab.

• Both engine master switches OFF


• Engine Mode selector in mode NORM

• Repeat the parking brake check from section 3.1:


• Verify brake accumulator pressure on the green mark,
• Verify parking brake on
• Verify parking brake pressure about 2000psi.
• Check that the gravity gear extension lever is in the stowed position:

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• Make sure that the Transponder is set to mode STBY and the ATC SYS set to
system 1:

• Make sure that all 3 Radio Management Panels (RMPs) are switched on. Two are
located in the pedestal, one is located in the Overhead panel.
• Also make sure that the green backup NAV light is OFF

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4 FMGS initialization
This section needs to be performed for all flights, independent of the startup mode that you selected.
The flight for this tutorial is a flight from Sydney, Australia (YSSY) to Queenstown, New
Zealand (NZQN) with Christchurch, New Zealand (NZCH) as the alternate airport. The respective
flight routes have been determined with the help of http://www.simbrief.com/. For the initial plan,
the route is as follows.
Note that the routes listed are for X-plane 12 with the default database. If the route differs in
X-Plane 11 with the default database, it is listed in parentheses.
o Departure from YSSY via Standard Instrument Departure (SID) SY2 (SY1)
o From the manual leg in SY2 (SY1) Direct To waypoint OPTIC
o Airway Y84 from OPTIC to TONIM
o Airway P766 from TONIM to ADKOS
o Arrival into NZQN on runway 23 with approach RNAV 23-Y with VIA UGPED
using Standard Arrival (STAR) UBDA4B (UPDA2B), transition ADKOS
Cruise altitude for this flight will start at FL360 with a step climb to FL380 at MIKEL (on
airway P766).
The alternate route from NZQN to NZCH is as follows:
o Departure from NZQN runway 23 via SID ANPO3F, transition TIMJO
o Airway Y153 to DOPKI
o Arrival in NZCH on runway 02 using an ILS approach without a VIA using
Standard Arrival (STAR) DOPK4A (DOPK3A)

In order to program the Flight Management and Guidance System (FMGS) for this route,
perform the following steps:
• Popup the left MCDU by clicking on the screen of the MCDU (mouse pointer becomes
a magnifying glass to show that it will trigger a popup display)
• Verify that you have the correct aircraft and engine type set:
o A320-271N
o PW1127G-JM
Note that if you have the wrong engine type (CFM LEAP engine), please go into the
ISCS (via x-plane menu “Plugins/ToLiss/Open ISCS Screen”. Go to the tab “AC
configuration tab” and manually select the engine type “PW1127G-JM”. Aircraft type
will adapt accordingly.

Click here to open


popup MCDU
Verify Aircraft
and engine type

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The following step is only required, if you have custom navdata installed. If you fly only with
the default x-plane database, AIRAC cycle ABV1802001 (X-plane 11) or ABV2112001 (X-plane
12) will already be active and you can skip the following step.
For this tutorial, we recommend reverting to the default x-plane database in order to have
procedures matching this tutorial. In order to do so, click on the LSK next to the SECOND DATA
BASE prompt:

Click here

Notes:
- After selection of the second data base, X-Plane will freeze for up to 1 minute while all
the data bases are reloaded. (Time depends on the speed of your computer.) This is
normal, as the choice of database is done only once at the beginning of the flight.

To begin flight planning, perform the following actions:

• Click on the INIT button of the MCDU keyboard; the INIT page appears.

Click here

• If required, press the CLR key to remove the message “GPS Primary Lost” from the
MCDU scratchpad.
• Now, as first step to enter the flight plan, you enter the string “YSSY/NZQN” into the
MCDU. You can either do this by clicking the respective MCDU keys with the mouse
or by using your computer keyboard while the mouse pointer is hovering over the popup
MCDU. (This only works for the popup MCDU!)
The string will appear in the bottom line of the MCDU which is referred to as the
“scratchpad”:

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Click here to place the


text in the scratchpad
into the adjacent field.

• Place this string into the “FROM/TO” field by clicking on the Line selector key (LSK) 1R,
i.e. the key next to the red boxes in the top right corner. This is the way you tell the FMGS
your departure airport (YSSY) and your destination airport (NZQN).

Important note: If your x-plane installation contains an fms plan going from Sydney to
Queenstown, the route selection page will open. If it does simply press RETURN in order
to return to the tutorial workflow

If a page like this appears,


(only IF), click return to
continue the tutorial flight.

• The airports appear in blue in the top right line of the MCDU and all other fields on this
page are now enabled:
Departure and Arrival
airport have now been set.

• In a similar fashion, set the alternate airport: type NZCH in the scratchpad and click on
the line selection key (LSK) 2L

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2. Click LSK 2L
→ NZCH is set
as alternate

1. Type NZCH
in scratchpad

Important note: Similarly to the main flight plan, if your x-plane installation contains a
flight plan from Queenstown to Christchurch, the route selection will open. Again, press
return on that page to return to the tutorial workflow.
• Now using the same method of typing in the scratchpad and inserting the text via line
selection keys (LSK), set the following variables:
o Flight number: ANZ232
o Cost index 20; the cost index determines the trade-off between fuel consumption
and the time the aircraft takes for the flight. A Cost index of 0 means flight with
minimum fuel consumption. 100 or higher is flying as fast as possible.
o Cruise flight level of FL360 (temperature will be inserted automatically.)
When you are finished, the MCDU INIT page should look like this:

The only remaining action is to Verify IRS alignment on the IRS init page.
• Go to the IRS INIT page by clicking the LSK 3R on the INIT page:

Unless you were really quick to get to this stage, IRS alignment will be finished and show the
current aircraft position:

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As an exercise we will verify these data against the current GPS position:
• Pop up the co-pilot MCDU, and go to the DATA page (Press button DATA on MCDU
keyboard). On the data page, hit the Line select key (LSK) 3L, which is next to the label
“GPS Monitor”

We can see that the IRS coordinates and the GPS coordinates match; IRS alignment was
successful and there is no further action required for this.

We are done with the co-pilot MCDU, so we can close the popup:
• Click on the screen of the co-pilot MCDU popup to close the popup.

As next step, we provide fuel and payload data to the flight management system on the INIT
B page.
To get to the INIT B page, you can use the Left/Right slew (arrow) keys from the INIT A
page.
• Press RETURN on the IRS INIT page.
• Press the left or right slew key to go from the INIT A to the INIT B page.
The INIT B page looks like this:

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Three values in this field need to be provided: Zero Fuel Weight CG (ZFWCG), the Zero Fuel
Weight (ZFW) itself and the Block fuel. To determine these values, we go into the ISCS.
• Move the popup MCDU to the side of the screen and open the ISCS, in tab “Loading,
Perfo”.

o Adjust the payload to your liking, throughout the tutorial, we will simulate a full
Air New Zealand A320neo, which is 165 passengers and just enough cargo to reach
the Maximum Zero Fuel weight, i.e. 1100kgs in the forward cargo and 2400kgs in
the aft cargo compartment. Make sure that the ZFW value shown in the ISCS is
not shown in red.
o Hit “Apply these load settings”
o Note that just above the “Apply these load settings” button are the values for
ZWFCG and ZWF that need to be entered into the MCDU.
Important note:
The Gross weight needs to be entered in tons, not kgs!

Type these values into


the scratchpad.

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• Put the correct values for ZFWCG and ZFW into the the top right corner of the MCDU;
type the appropriate values in the scratch pad (see above) and hit the LSK 1R

• On the ISCS, move the fuel to 9000kgs of fuel. This will be the block fuel. Hit “Quick
de/refuel” to apply the fuel load.

• Enter the block fuel in tons (i.e. 9.0) into the scratchpad and place it into the BLOCK field
via the LSK 2R:

• Close the ISCS.

You will now see that the page title has changed to “init fuel prediction”. The following values
are shown:
o Trip fuel and time: An initial estimate is that we will use 5.1t of fuel for the trip
which lasts 2 hours and 32 minutes. This is for a direct line between the airports;
we haven’t entered the route yet. As we plan the route this value will change.
o We have a 5% fuel reserve as contingency in row 3. This means we add 5% to the
estimated route fuel to account for inaccurate weather etc.
o The time between destination and alternate airport is 34 minutes with an estimated
fuel consumption of 1.3tons. Again, this is at this stage a direct line between the
two airports.
o Next is the time allocation for holding at the destination. Default is 30minutes
waiting time, which at the projected landing weight leads to 1.0tons of fuel
consumed.

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oThe last line shows the extra fuel, i.e. fuel that we have beyond the legal
requirements. 1.1 tons and 33 minutes flight endurance of extra fuel appear a lot,
but you will notice as we plan the actual flight, this will go down quite a bit.
The init pages have been filled completely, now we need to fill the flight plan.
• Click on the F-PLN button of the MCDU.

Click here

The flight plan page appears. For now, it shows the departure and arrival airport in green,
separated by a discontinuity. Then in blue it shows the departure airport of the alternate route,
which is equal to the arrival airport of the active route. If you use the arrow keys to scroll down1,
you will see another discontinuity and then the arrival airport of the alternate flight plan, NZCH.
Note on discontinuities: Discontinuities are NOT a sign of something wrong with the flight plan,
they are simply an indication that you have not yet defined how to get from the point before the
discontinuity to the point behind the discontinuity. They do not require immediate deletion, in fact
you should avoid deleting them, but rather string the flight plan correctly as shown in this example.

4.1 Active Flight Plan Programming


• First step of editing the active flight plan is to define the departure route out of YSSY. As
written at the start of this section, we want to leave via Standard Instrument Departure
(SID) SY2 (or SY1 if you are flying with the X-plane 11 standard AIRAC cycle). Let’s
assume departure runway is 34R. To program this into the FMGS, perform the following:
o Click the LSK besides your departure airport YSSY; the lateral revision page
appears:

Click here

o Click the LSK besides the label “<DEPARTURE” to access the SID selection pages

1 The key convention is opposite from what you are used to on the computer, arrow up shows the
next line below, i.e. you move everything that is displayed one line up

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Click here

o Scroll down the list with the slew key up and select runway 34R as departure
runway by clicking the LSK next to it; the subsequent page shows all the SIDs that
exist for departure on runway 34R:

Click here

o Select SID SY2 (SY1 if applicable) and subsequently select “NONE” in the right
column for TRANS(ition):

Click here

Click here

o Press the LSK next to “TMPY INSERT” to move the temporary flight plan into
the active flight plan and return to the flight plan page:

Click here

o To check the flight plan visually, switch the ND into mode PLAN; in mode PLAN,
the center of the ND is the waypoint currently in the second row of the MCDU.
Note: Popup the ND for better clarity.

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Note: The departure route here consists of a simple straight line, a so-called manual leg. We
will show later how these legs are handled in flight.
Note: When IRS alignment is complete, the message “GPS PRIMARY LOST” displayed both
on the ND and on the MCDU will be replaced by the message “GPS PRIMARY” in white. This
message can be cleared by pressing the CLR button the MCDU. (Alternatively, you can use the
Backspace button on your keyboard with the mouse pointer hovering above the popup MCDU.)

• Next step is to program the first waypoint after the Manual leg, which in our case is OPTIC.
o Scroll down the flight plan such that you can see the Flight plan discontinuity after
the MANUAL leg.
o Enter OPTIC into the scratch pad.
o Click the LSK to the left of the discontinuity to enter the waypoint. The “Duplicate
Names” page opens, as there are two waypoints with the name OPTIC in the
database:

Then, click here

First, type OPTIC

• Select the first waypoint with the coordinates 34 deg South and 151 deg East:

Click here

Now we need to add the airways of our Tasman sea crossing, starting from Optic.

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• Click the LSK to the left of the newly added waypoint OPTIC:

Click here

• Got to the airways page by clicking on LSK 5R besides the label “AIRWAYS>”

Click here

As listed at the beginning of this chapter, we need to enter two airways:


▪ Airway Y84 from OPTIC to TONIM
▪ Airway P766 from TONIM to ADKOS
• Type Y84 in the scratchpad and place it into the top row on the left using LSK1L:

Click here

For the next airway, there are two options. You can enter the terminating waypoint of the first
airway (TONIM) in the TO field of the first line or you can simply enter the next airway and let
the FMGS find the intersection point.

• Enter the next airway “P766” into the VIA field below Y84:

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Click here

• As we do not have another airway, the terminating waypoint “ADKOS” of airway “P766”
needs to be entered manually in the TO field of row 2.
The airways page should look like this:

• Press the LSK next to “TMPY INSERT” to insert the tempy flight plan and return to the
flight plan page.
• Scroll down on the flight plan page while monitoring the flight plan on the ND in PLAN
mode:

Note that the top of climb (T/C), i.e. the point at which cruise altitude will be reached is
currently predicted to occur between OPTIC and TONIM. (This is not displayed on the ND unless
the FCU altitude is set to the cruise altitude of 36000ft.)

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• The last item to define the flight plan route is to define the arrival into Queenstown. Scroll
down until you have the waypoint “ADKOS” in the second row of the MCDU.

• Click the LSK 4L to the left of our destination airport NZQN. Important note: click the
LSK besides the green waypoint NZQN. The blue waypoint NZQN is part of the alternate
route. The lateral revision page appears.

Click here

• Click on the LSK 1R besides the label “ARRIVAL”

Click here

• The desired approach into Queenstown is the RNAV approach Y onto runway 23. Scroll
the list using the slew key up until you see RNV23-Y and click the LSK next to it.

Click here

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Our standard arrival route (STAR) is supposed to be UBDA4B (UPDA2B with the x-plane 11
default database).
• Scroll the list down and select STAR UBDA4B (UPDA2B).

Click here

The next page is the VIA selection page. A VIA is an additional approach procedure providing
the transition from the STAR to the final approach For this tutorial, we use VIA UGPED.
• Click the LSK next to UGPED.

Click here

The last step is to select the transition from the cruise (enroute) leg to the STAR, for which we
use the transition ADKOS to connect our cruise segment with the STAR:
• Click on ADKOS for the transition

Click here

• As last step, click on the LSK besides “TMPY INSERT” to copy the temporary into the
active flight plan and return to the flight plan page:

Click here

• Check the approach into NZQN on the ND by scrolling through the flight plan while the
ND is set to mode PLAN:

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The active flight plan route is now complete. As you can see the discontinuities disappeared on
their own as each leg that we added (SID, airways, or STARS) matched with respect to start and
end waypoint, with the exception of the discontinuity after the MANUAL leg, which is supposed
to be there.

4.2 Alternate Flight Plan Programming


The alternate flight plan is programmed with the same basic principles as the active flight plan.
We will therefore provide a more compact description of what needs to be done.
Let’s recap the alternate route as it was listed at the beginning of this section:
▪ Departure from NZQN runway 23 via SID ANPO3F, transition TIMJO
▪ Airway Y153 to DOPKI
▪ Arrival in NZCH on runway 02 using an ILS approach without a VIA
using Standard Arrival (STAR) DOPK4A (DOPK3A).
• Scroll the Flight plan, such that you can see the start airport of the alternate route, i.e.
your destination airport NZQN in blue. Click on the LSK next to NZQN (blue), then
click on departure.

Click here

Click here

• Select departure runway 23, SID ANPO3F, nroute TRANSisiton TIMJO.

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• Press Tempy Insert


• Scroll the flight plan down until you see the waypoint TIMJO.
• Press the left LSK next to TIMJO; on the next page select the option “AIRWAYS”

Click here
Click here

• We only have one airway to follow on the alternate route, airway Y153 to waypoint
DOPKI. Enter Y153 in the top left of the airways page and DOPKI in the top right of
the airways page.

• Press the Insert key at the bottom right


• Scroll the flight plan page to the waypoint DOPKI.

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Note that there is no waypoint between TIMJO and DOPKI.


Now we need to enter the STAR into NZCH to finalize the alternate flight plan.
• Scroll down the flight plan page until you see NZCH (blue).
• Click the LSK besides NZCH and on the next page select “ARRIVAL”.

Click here

Click here

• Select the approach for ILS02


• Scroll the list of available STARS until you see DOKP4A (DOPK3A in X-plane 11).
• Select STAR DOPK4A. (Note: If you are using XP11 with default database, this may
be labelled as DOPK3A.)

Click here
Click here

• On the next page select NO VIA,


• Select NONE for the transition.

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Click here

Click here

• Press Tempy Insert.

The alternate flight plan is now complete!

4.3 FMGS Performance Parameters


We have finished editing the lateral route. (Note: This would be a good occasion to perform a
situation save. Note that automatic situation save only works once airborne!)
Now we need to edit some performance parameters:
o Enroute winds
o A step climb to optimize fuel burn
o Take-off performance.
For the take-off performance, a performance calculator is included in the ISCS. The next steps
will show its usage.
• Go to the PERF(ormance) page on the MCDU, by clicking the PERF button.

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Click here

On this page, 6 fields have to be filled prior to take-off:


o The take-off speeds V1, Vr and V2. (Decision speed, rotation speed and
minimum safe initial climb speed)
o The flex temperature for the take-off thrust. This is used to take-off with
reduced thrust if the available runway length does not require a take-off with
full power. This field can be left empty, if you plan on doing a full thrust take-
off.
o The flap setting for the take-off. This can be either setting 1, 2, or 3. Other
values are not permitted.
o The horizontal stabilizer trim position (also known as pitch trim) for take-off.
All of the values above are provided by the ISCS take-off performance calculator. The other
values, “TRANS(ition) ALT”, THR RED/ACC (Thrust reducation and acceleration altitudes) and
ENG OUT ACC (Acceleration altitude if an engine failed during the take-off) are typically filled
automatically with reasonable values.
The Transition altitude is filled automatically with the data provided for the SID, once the SID
has been selected.
• Open the ISCS and go to the tab “Loading, Perfo”. The TO performance calculator is
in the bottom right corner.

• Select the slat/flap configuration “1+F” for take-off.


For airports in the mountains, a runway slope can also be selected. In YSSY (Sydney), this is
not necessary. As soon as the slat/flap configuration has been selected, the TO performance
calculator computes the appropriate data for the take-off. It automatically retrieves all other data,
like runway length, aircraft weight, temperature, wind, air pressure, etc.

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The data need to be manually transferred into the MCDU. The real aircraft does not support
automatic upload of the take-off speeds for safety reasons.
Note that the values that you say may differ slightly from the ones shown here. We recommend
copying the values that you get for the performance instead of the ones shown here.
To transfer the data, display the MCDU alongside the ISCS and copy the data field by field.
Data entry works as usual in the MCDU: enter the value into the scratchpad and then place it into
the desired field via the Line Selection Key (LSK)
• Enter 148 into the scratchpad and place it into the field V1 via LSK 1L.
Click here

• Do the same with the value 154 for VR and 156 for V2.
• Enter 73 into the scratchpad and place it into the field “FLEX TO TEMP” (Note: The
higher the value, the less thrust you will have during a flex take-off.)

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• For flap setting and THS, enter the string 1/UP0.0 into the scratchpad. The value
before the slash is the flap/slat setting. The value behind the slash is the horizontal
stabilizer trim setting. Press LSK 3R to place this into the appropriate field.
The MCDU PERF page should now look like this:

Note: UP0.0 and DN0.0 are the same value for the THS setting.
Note: The line “PACKS: ON” in the ISCS TO performance calculator indicates that we can
conduct the take-off with packs on. That means we do not need to worry about turning the Packs
off prior to initiating the take-off.
Note: If your altimeter setting is different from the QNH of 1002 chosen for this tutorial, the
thrust reduction and acceleration altitudes (fifth line in the MCDU) may be different from what is
shown above. This will adjust automatically, once the correct altimeter setting is selected.
• Close the ISCS; work with the TO performance calculator is finished.

As next item, we enter the winds expected in route.


• Return to the flight plan page by pressing the FPLN button.

Click here

The wind data are part of the “vertical” flight planning, which is accessible via the right LSKs.
• Press the right LSK next to the waypoint OPTIC to access the vertical revision page.

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Click here

• Click the LSK next to the label “Access Wind Data” to get to the wind data page. The
waypoint from which we selected the wind data page was part of the “departure route”,
therefore the climb winds page opens.

Click here

On the wind page, you can either enter the winds in the format “True wind direction”/”wind
speed”/”altitude”, e.g. 090/50/20000 for 50knots wind from the east (direction 090) at 20000feet.
Or, you can use the wind request feature. This feature is available for Climb winds prior to
departure and it is available for descent winds short before reaching the top of descent. (We’ll get
to that later.)
• To use the wind request feature, press the LSK to the right of “Wind request”. The
FMGS will automatically insert x-plane’s current wind setting into the FMGS:

Click here

We also need to check the cruise wind to ensure appropriate fuel and time predictions.
• Note the highest wind on this page (230 degrees with 50knots at 30000ft)
• Press “Next Phase”

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Click here

You can see that the wind data for the cruise winds have been uploaded also. If you want to,
you can scroll through the waypoints with the vertical slew buttons to check the wind at different
waypoints.
• Press return twice to return to the flight plan page.

The last missing item is the step altitude at waypoint OMKIN.


• Scroll the flight plan to any cruise waypoint, e.g. MIKEL
• Press the right LSK next to the waypoint to go again into the vertical revision page.

Click here

• Enter the Step altitudes page by clicking on the LSK next to “STEP ALTS”

Click here

We want to increase our cruise altitude from FL360 to FL380 at waypoint OMKIN.
• Enter 380/OMKIN in the scratchpad and place it into the right field with LSK 1L:

Click here

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Note that besides the step altitude and the associated waypoint we can now see the distance
and the time to that point.
• Return to the flight plan page by pressing “Return” twice.
FMGS programming for this flight is now complete. As a last check we should verify the fuel
requirements for this flight, now that the flight path and the meteorological conditions along the
route have been entered.
• Press the INIT button on the MCDU and use the slew keys left/right to get to the INIT
B page.

Compared to the initial predictions, the extra fuel has reduced to 0.6tons (initially 1.1tons) due
to the exact definition of the route. This is a lot of extra fuel and a useful reserve for a Tasman sea
crossing.
This would be another good moment for a SITUATION SAVE!

4.4 Secondary flight plan preparation


In real life, there is always the possibility of a runway change short before departure. If it can be
foreseen what the possible alternative runway is, it may be worth it to plan for a departure from
that runway while still at the gate, as this is less stressful.
You can use the secondary flight plan to plan such a departure from another runway. Another
use of the secondary flight plan is to preplan a return to the departure airport in case of technical
issues. We will use it to plan the departure from runway 33.
• To access the secondary flight plan, press the “SEC F-PLN” button on the MCDU.

Click here

We will simply copy the active flight plan into the secondary in order to initialize the secondary
flight plan. This is the easiest as practically all of the secondary flight plan will be the same, apart
from the departing runway and the SID.

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• Click LSK 1L next to the label “Copy Active”. The active flight plan will be copied into
the secondary plan, and the secondary flight plan page will open.

Click here

We want to plan an alternative departure from runway 34L. In order to modify the secondary
plan, we use the same procedure as for the main plan:
• Click the LSK left of YSSY34R, the lateral revision page appears. Then click on the
LSK next to “Departure”.

Click here Click here

• On the Departure Page, scroll the list of runways down and select runway 34L and
subsequently select SID SY2 (or SY1).

Click here

Click here

• Select NONE for transition and click LSK 6R next to INSERT.

First, Click here

Then, Click here

The departure route for the secondary flight plan is now updated to runway 34L. If you set the
ND range to 20NM and look at the ND in PLAN mode, you can see the two different departures.
The active in green, and the secondary in white:

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Scrolling down the secondary flight plan, while keeping the ND in mode PLAN shows that from
point OPTIC, the active and the secondary flight plan are identical.

As we changed the departure runway, we need to perform the TO calculation for the new
runway for the secondary flight plan. Do the following to enter the secondary TO PERF page:
• Click on the SEC F-PLN button on the MCDU, then click the LSK next to PERF:

Click here

Click here

The secondary plan TO PERF page opens. We need to also open the ISCS to compute the TO
performance data.
• Open the ISCS, tab “Loading/Perfo”; in the TO performance calculator, select the
secondary flight plan and select flap/slat configuration 1+F:

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Choose these values

We can see that there is not a big difference between the TO performance on runway 34R and
runway 34L. Rotations speed VR and initial climb speed V2, as well as the flex temp are the same.
However, as 34L is longer than 34R, we have a higher V1 giving more safety margin for the take-
off. We need to transfer the new values to the SEC TAKE OFF performance page:
• Enter 154 in the field V1
• Enter 154 in the field VR
• Enter 156 in the field V2
• Enter 1/UP0.0 in the field FLAPS/THS.
• Enter 73 in the field FLEX TO TEMP
When done, the secondary TAKE OFF performance page needs to look like this:

• Close the ISCS


• Close MCDU popups and ND popups
The preparation of the secondary flight plan is complete.

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5 Getting ready to leave the gate


Before we can leave the gate, we have to ensure that all the switches on the glareshield, main
panel and pedestal are in the right position. The first item is the baro reference (also called altimeter
setting) In this case, we know that the correct setting is 1002hPa, as we set this in the weather
dialogue at the start of this tutorial. However, for other flights, we might not know, so we have to
tune ATIS. ATIS frequency for YSSY is 126.25
• Move the camera to look at the Radio Management panel on the pedestal (next to the
thrust levers).
• Ensure that VHF1 is selected:

• Using the rotary knobs turn the frequency 126.25 into the right window of the RMP.
The large knob changes the digits before the comma, the small knob changes the digits
behind the comma.

• Now press the button with the green double-sided arrow to place this frequency into
the ACTIVE frequency field.

You will now see and hear the ATIS for Sydney. If the weather has been set as discussed in the
beginning of this tutorial, it will state an Area QNH of 1002.
• Adjust the baro setting to 1002 (or appropriate for your x-plane weather settings.)
Important: Baro pressure must be set on captain and co-pilot side, as well as on the
standby instrument.

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Note: To simplify your life, you can select the option “Sync baro settings” in the ISCS, tab
General Settings. In this case any change you do to the baro setting is automatically transferred to
the other side.
• Stop the ATIS announcement by going back to RMP1 and switch the frequency back
to the original frequency in VHF1. (In our case 126.850):

• Check that the FD buttons are on – both on pilot and co-pilot side. Leave the LS
buttons OFF for now.

• Set the Navigation display to mode ARC and range 10NM:

• Check the Flight Control Unit (FCU) status:


o Speed/Mach window displays dashes
o Heading window displays dashed

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o Altitude window: Dial in 5000ft – we assume that we got that as first clearance
altitude from ATC.

Use this knob to adjust the FCU


altitude in the window above

• Check the loud speaker volume next to the PFD, set to about 70%.

Note: You might want to set the co-pilot side volume also. The aural volume is a mix of the
two volume settings (left and right)
• Ensure that the Nosewheel steering and anti-skid switch is in the ON position.

• Check the transponder setting. (Transponder is located on the pedestal to the right of
the thrust levers.) We don’t discuss ATC in this tutorial and simply assume a squawk
of 5576.
o Using the number keys set code 5576
o Set the XPDR/TCAS mode switch to position XPNDR
o Ensure system 1 is selected

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TCAS should not be switched on before reaching the holding point for the departure runway,
as the TCAS emissions may interfere with radar surveillance systems.
System 1 is selected (unless failed), as this system is supplied even in emergency electrical
configuration.
Now it’s time to become independent from external power. We’ll start the APU for that.
• Go to the overhead panel and press first the APU master switch and then, 5 seconds
later, the APU start switch.

Press this
button first.

Then press
this button.

Follow the APU start on the System Display (SD) APU page. If no SD page is manually
selected, the APU page is selected automatically. Opening of the APU flap takes about 20s, after
that APU rotational speed N starts increasing until it reaches 100%:

Once APU start is complete you will see APU avail in the EWD.

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Now we can disconnect the external power. (Ensure before that the APU GEN pushbutton is
on, i.e. no white light in the button.)
• Press the EXT PWR button in the overhead panel.

Ensure, no light Press this button to


in this button switch off external power.

The next step is to disconnect the external power from the aircraft and to remove the chocks.
Before removing the chocks, we need to ensure that the parking brake is set and sufficient brake
pressure is applied:
• Ensure that the Parking brake is ON.

• Verify the brake accumulator pressure and the brake pressure indicators. Brake
accumulator should be at about half way between 0 and the green mark. With parking
brakes ON, the left and right brakes are about 2000psi.

Should the parking brake pressure be zero, start the yellow electric pump for 20 seconds prior
to the next steps:

Switch pump on
for 20s, if the
brake accumulator
is empty

• To disconnect the external power plug from outside the airplane, we can either use the
ISCS, tab “Ground Services” or we can ask the ground crew to remove it via the
“Interactive Audio Control Panel” (IACP).

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• Click on the intercom button on the ACP to open the IACP screen for ground crew
communications:

•Click on the EXT POW button to remove ground power. If Chocks are still present,
remove them also as we start pushback soon.
The AVAIL light in the external power button extinguishes.

• Switch on APU bleed.

5.1 Pushback
We are ready for pushback. As the aircraft will start moving now, we have to switch on the
beacon, or anti-collision light.
• Set the beacon switch in the Overhead panel (section Ext LT) to ON.

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• Ensure thrust levers are at idle.


• Start the block time counter on the main panel clock by moving the switch from position
STP (stop) into position RUN.

The Elapsed Time (ET) starts counting now.

• Initiate pushback via the ISCS: Open the ISCS on page ground services, move the slider
for rotation to fully tail left and the slide for distance to 68m; then click on “START
AUTO PUSHBACK (NOSE WHEEL)”
Note: It is also possible to perform a manual pushback, we recommend to do this very slowly,
as the task is quite challenging. Joystick pitch controls speed; joystick roll controls pushback truck
steering angle.

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• Close the ISCS


Note: It is also possible to initiate the pushback via the IACP.

After a short moment, the pushback truck arrives and connects to the nose wheel. You can see
that it has connected to the nose wheel, when the memo “NW STRG DISC” appears on the EWD.

• Once the pushback truck is attached to the nose wheel (i.e. it stopped moving), release
the parking brake.
Pushback begins.
Note: you can also remove the parking brake via the default x-plane command for “Max Brake
toggle”. (If the “Smart park brake” option is selected in the ISCS.)

Note that in this tutorial, we wait with the engine start until after pushback is finished, but it
is possible to start the engines now.
When the airplane and the truck stop, the pushback has ended.

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• Apply the parking brake.


The truck will now disconnect from the nose wheel and return to the gate we left from.

5.2 Engine start


• Switch the ENG mode switch to position IGN/START

• Switch on Dual Cooling in the overhead panel to reduce overall engine startup time.

• Move the ENGine 2 Master switch to position ON.

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Now Engine 2 and 1 will spool up to 10% N2 to perform the cooling dry crank cycle.

Once both cooling timers are down to 0, engine 1 will spool down again and engine 2 is beginning
its automatic start-up procedure.
• Monitor the engine start on both ECAM displays and wait until N1 has stabilized
around 19%. The end of the engine start is indicated by the AVAIL box appearing in
the N1 dial for 10 seconds.

When start
is complete.

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• Once the start of engine 2 is complete, move the Master Switch for engine 1 to position
ON.

Once engine 1 has stabilized around 19%, engine start is complete.


• Set engine mode switch back to norm

• Switch off dual Cooling.

• Switch off APU Bleed to avoid ingesting the engine exhaust.

Engine start complete.

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5.3 Taxi preparation and change of departure runway


• Arm the ground spoilers by pulling up the speed brake lever on the pedestal. (You can
also use the x-plane command to retract speed brakes by one notch.) A visible white
band on the speed brake lever indicates speed brakes armed:

• Set flaps to position 1+F. In order to do so, move the flap/slat lever (located in the
pedestal) to position 1. You can also use the X-plane command to extend the flaps by
one notch.

• Ensure rudder trim is zero (within +/- 0.2degrees). The easiest way to bring the trim
back to zero is to press the trim reset button. Note: The rudder trim panel is located
on the pedestal between the flap/slat lever and the speed brake lever.

• Set pitch trim to the position determined by the TO performance calculator (in our
case: 0.0 degrees, so no need to do anything actually.) (Check position via pitch trim
position drum besides the thrust levers.)

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• Switch off APU. In order to do so, press the APU master switch on the OHP. The ON
light extinguishes. The AVAIL light will remain until 120s have passed since the APU
Bleed has been switched off. Once the time has passed, the APU will shut down and
the AVAIL light will extinguish.

As thing happen in real life, ATC now decides to change the departure runway from 34R to
34L. (Less taxi and a longer runway, but some FMGS rework.). Lucky for us, we foresaw this and
all we need to do is make the secondary flight plan the active flight plan with 2 easy clicks
• Go into the MCDU Secondary flight plan page
• Click the left LSK next to “Activate Sec”.

Then click here

First, click here

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The message “CHECK TAKE OFF DATA” reminds us to verify that the V-speeds have been
correctly copied over from the secondary flight plan.
• Put MCDU in take-off configuration:
o Takeoff PERFormance page on pilot side
o Flight plan (FPLN) page on co-pilot side

• Verify that the take-off data on the PERF TAKE OFF page match what we
programmed earlier. (V1=154, VR=154, V2=156, Flaps 1, THS 0.0DN and Flex temp
of 73 degrees.)
• If any value is missing, enter it the usual way.
Clear the “CHECK TAKE OFF DATA” message.

5.4 Taxi to the runway


• Switch on the nosewheel light (position TAXI). The switch is located on the overhead
panel, in the EXT LT panel.

• Release the parking brake


• Apply a little bit of thrust to get moving. More than 30% N1 not necessary.
• While taxiing to runway 34L (taxi routing: H and A):
o Perform a brakes check: press the brake pedals (or use an appropriate x-plane
command.) and verify that the aircraft slows down.
o Perform a flight control sweep. Check the system display to monitor the
movement of all flight control surfaces. Note that the system display
automatically switches to the F/CTL page when the sidestick is moved.

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The image above shows the deflection of the ailerons and the speed brakes in response to a
sidestick deflection right.
Note that moving the pedals while taxiing will deflect the nosewheel. There is a command to
disconnect the nosewheel steering from the pedals which simulates pressing the button located on
the nosewheel tiller in the real aircraft. See the simulation manual, section 2.7.3, for details.
o Set Autobrakes to max

o Press the TO CONFIG switch (on pedestal forward of thrust levers)

You will most likely get a caution message about low oil temperature. Leave these messages in
the ECAM. They will clear automatically once the oil is warm enough; once they are cleared you
can conduct the take-off.
o To clear the cabin item in the TO checklist, press one of the purser call buttons
on the Overhead panel.

o Check that the TO memo on the EWD has no blue items left.

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• Stop at the holding point A6 for runway 34L.

Take-off preparation is now complete.

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6 Take-off and initial climb


We are performing a take-off on a long runway, so we are not performance limited. Therefore,
it is not required to switch off the air-conditioning packs prior to take-off.
• Switch on the external lights:
o Nose wheel light to TO
o Landing lights ON
o Runway turnoff lights ON
o Strobes ON

• Set the TCAS to mode TA/RA: In this mode, we will be able to receive Traffic
advisories in case of aircraft in the vicinity as well as Resolution Advisories in case, a
collision must be avoided:

Optional: Set this switch to ON to always


see aircraft in the vicinity on the ND.

For the beginning we suggest to set the target filter switch (top left of the ATC/TCAS panel)
to ON. If this is set to AUTO, no TCAS targets are displayed on the ND, unless a Traffic or
Resolution Advisory is issued.
• Set the WX radar system to System 1. In principle, it is not needed to switch on the
WX radar when flying in CAVOK conditions, however to demonstrate the right time
to switch it ON or OFF, we included this action in the tutorial.
• Also set the PWS switch to position AUTO. (The PRED W/S STBY memo in the
ECAM disappears).

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• Taxi onto the runway and align with runway heading. Perform a full stop.
• Start the Chrono (button on the glareshield above to the sidestick priority lights.) The
chronometer will be displayed in the bottom left of the ND

• Perform the take-off (feel free to popup the PFD for this):
o Set engines to 50% N1 and wait until engines stabilized at this value. The thrust
levers are set to 50% N1, if the little blue circle is next to the tick mark “5”.
o Release the brakes
o Move thrust levers into the FLEX detent. The thrust levers are in the right
detent, if the top left corner of the PFD says “MAN FLEX +73”
o Push the stick halfway forward until the aircraft reaches 80kts. Beyond 80knots
gradually release the stick until it is neutral at 100knots. (This serves to keep
pressure on the nosewheel which improves directional control.)
The Flight Mode Annunciator
(FMA) must look like this during
the take-off run.

Apply half stick down


until reaching 80kts

o Note that there is a bit of crosswind from the left. It is necessary to apply a bit
of pedal right to maintain the runway heading.
o At rotation speed VR, start pulling gradually; stabilize the pitch attitude around
15 degrees.
• Follow the flight director bars (perform small sidestick inputs to keep the green cross
centered.)

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Keep the green cross centered:


- Push, if the horizontal green bar is below the
yellow square
- Pull, if the horizontal green bar is above the
yellow square
- Move the stick to the right, if the vertical bar is
to the right of the yellow square (and vice versa)

• Once you established a solid climb rate (500feet per minute or higher), retract the gear
Vertical speed here is 1800fpm.
Select gear lever up.
Landing Gear indicators show red
“UNLK” until gear is fully retracted.

• After reaching 400ft Above Ground Level (AGL), engage AP1. You are above 400ft
radio altitude, if the numbers displayed at the bottom of the artificial horizon indicate
400 or greater. (Note, if no numbers are displayed you are above 2500ft above ground
level.)

Then press this button.

Check that this value is


greater than 400.

At 1500ft AGL, the aircraft passes the acceleration altitude and the thrust reduction altitude.
The autopilot mode changes from SRS to CLB, and the advisory “THR LVR” flashes under the
A/THR mode on the PFD:
• Move the thrust levers into the CLB detent.
There levers are in the correct detent, if the A/THR text (left-most column on PFD)
shows “THR CLB”. If it shows “THR LVR”, the levers need to be moved a bit forward,
if it shows “MAN THR” (or anything else with MAN for that matter), the levers need

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to be moved back a bit. There is an audible click associated with placing the levers in
the right detent.

• Wait until the aircraft accelerated beyond S-speed (the little green S on the speed band).
Once above S-speed retract the flaps to position 0. This can be achieved either by
moving the lever in the 3d cockpit with the mouse or via the x-plane keyboard/joystick
command for “flaps retract one notch”.

• Disarm the spoilers by pushing the speed brake lever back in. (White band around the
lever is now invisible.) Note that you can use the joystick command “speed brakes one
notch out” for this.

• Switch off the nose wheel lights and the runway turnoff light.

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The aircraft will now level off at 5000 feet, as this is the altitude we set on the FCU. When
levelled off at 5000ft, we will go from the MANUAL leg towards the next flight plan point OPTIC.
• Increase ND range to 160NM in mode NAV to localize our next plan point OPTIC

Manual legs are designed for receiving vectors from ATC prior to continuing on your plan. Let’s
assume, ATC instructs us to fly a heading of 90degrees. Pull the HDG selector knob, i.e., click it
when the mouse pointer shows 2 dots:

• Using the mouse wheel (up) over the heading knob, select a heading of 90degrees:

The flight plan line on the ND becomes dashed to indicate we are not following the flight plan
anymore. The aircraft now starts turning to achieve a heading of 90degrees.
Once you are on a heading of 90degrees, prepare a Direct To (DIRTO) OPTIC in the FMGS
to intercept the ongoing part of the flight plan:
• Click on the MCDU button DIR to access the Direct To page, then click the left LSK
next to OPTIC:

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Then, click here

First, click here

The FMGS now computes a Direct To path to OPTIC, which is in the above example 48NM
from the current position and will be reached at 06h58Z. Note that times and distances will likely
be different in your case.
• Press “Dir To Insert” to activate the Direct To:

Click here

The Direct To Path is now the active flight plan. The aircraft automatically reverts to NAV
mode and initiates the turn to OPTIC.

• Set the Navigation Display to mode ARC, as all of our route is in front of us now:

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We are currently still cruising at a constant altitude of 5000ft. It can be seen on the flight plan
page of the MCDU, that the predictions continue to go to the selected cruise altitude of FL360.
For the predictions, the FMS assumes that the pilot will initiate a climb immediately. Fly at 5000ft
for a bit and see how the Top of Climb moves as the predictions are continuously updated.

While levelled off at 5000ft, the


predicted cruise level top of climb moves
further away from OPTIC, i.e. distance
between T/C and OPTIC increases.

• Dial 36000ft into the FCU and push the altitude selector knob (mouse click, when the
mouse cursor shows a single dot) to engage managed “CLB” mode again.

As the aircraft climbs through 10000ft, the following actions must be performed:
• Switch off the landing lights
• Switch off the Fasten seat belt signs. (Maybe someone needs to go to the toilet.)

• The Australian transition altitude is also 10000ft. Press the baro adjustment knob
(captain and co-pilot side, as well as standby instrument!) to revert to standard setting.
The numbers 1002 are replaced by the text “Std”.

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Note, if the baro setting is changed on one side only, the baro setting mismatch ECAM caution
message will appear.

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7 Climb and cruise


To showcase a bit more the operation of the FMGS, we will demonstrate a reversion to heading
mode and back to navigation mode. (Note: if this is the first time you fly an airliner with this level
of complexity, we suggest you skip the following items and continue straight at section 7.1.)
• Once stabilized on the straight leg following waypoint OPTIC, pull the heading knob.
(Pulling action is shown by 2 dots visible in the mouse pointer.)
Autopilot modes change to HDG for lateral navigation and OP CLB for vertical navigation.

• Rotate the heading knob to the left (mouse wheel DOWN) for a heading of 090 degrees.

• Fly like this, until the lateral deviation shows 2.0L or more.

Now let’s return to managed navigation mode:


• Press the heading knob. (left mouse click with one dot visible in the mouse pointer) You
will see NAV armed (in blue) in the PFD and the MCDU will show the message NO
NAV INTERCEPT.

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• Rotate the heading knob right (mousewheel UP) to a course of 150 degrees.

• Once the aircraft heading is such that the current leg can be intercepted before the next
waypoint (TONIM), the intercept path will be shown on the ND.

• After reaching this stage, clear the “NO NAV INTERCEPT” message on the MCDU by
pressing the CLR button on the MCDU. (On the popup MCDU, the backspace button
of the computer keyboard acts as the CLR button.)
• Wait until the aircraft merges onto the flight plan, i.e. the NAV mode engages again.
Then reengage managed CLB mode. (Press the ALT selector knob with one dot shown
in the mouse pointer.)

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7.1 Use of the ETP function


The tutorial flight contains an ETOPS segment, i.e. a segment in which the diversion to the
closest airport will be more than 60 minutes. In this case, the “Equitime point” (ETP) function
comes in handy to know at which point it is better to return around in case of failure in which case
it is better to continue the flight.
In our specific case, the airports closest to the beginning of the ETOPS segment is our departure
airport, and the airport closest to the end of the ETOPS segment is our destination airport as the
only other airport that can accommodate an A320 on New Zealand’s south island is Christchurch
NZCH.
• To access the Equitime point function, click on the DATA page button in the MCDU and then
click on LSK 6L next to “EQUITIME POINT”:

Then click here

First, click here

As the ETOPS entry and ETOPS exit airports are the same as our departure and destination,
we do not need to reenter them. (Note that this is not always the case.) However, we need to update
the wind data. A diversion, e.g. following an engine failure, would be performed at the drift down
altitude, which is somewhere around FL200. Hence, it makes sense to use a windspeed between the
wind at FL100 (270/20kts) and FL300 (230/50kts), which would be 250/35kts.
• Enter 250/35 into the TRU WIND fields for both YSSY and NZQN.
The page should look like this:

The ETP will be computed once you reached cruise altitude.


• Wait until the aircraft reaches its initial cruise level of 360.

The page will now display the Equitime point:

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The values on this page show the following:


1. We are currently 133NM from YSSY, in case of a direct routing from the current
position to YSSY we would reach YSSY at 6h32.
2. We are currently 914NM from NZQN, in case of a direct routing from the current
position to NZQN, we would reach NZQN at 8h10.
3. The ETP is located 270.9NM before OMKIN
4. The distance from the current A/C position to the ETP is 351NM and we will reach
the ETP at 6h58.

7.2 Skipping through the plan and step climb at OMKIN


The tutorial flight duration is a total of 2 hours, most of which is in cruise over water and
therefore not overly adventurous. The ToLiss A320neo provides means to shorten the cruise
segment, namely the “Jump to next waypoint” or “Jump 200NM” function.
This function is available under the following conditions:
• AP lateral mode NAV
• AP vertical mode ALT CRZ
• Bank angle almost zero
• Cross track error on flight path almost zero (i.e., no lateral offset shown on ND)
• Distance to next waypoint at least 1NM.
If the distance to the next waypoint is less than 200NM, the available function is “Jump to next
waypoint”, otherwise it will be “Jump 200NM”.
In our tutorial flight, the conditions for waypoint jumping are fulfilled once the aircraft reached
cruise altitude on its way to TONIM and is flying straight and level, and the lateral offset has
subsided to less than 0.1NM:

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• Set the ND range to 320NM.


• Open the ISCS and go to the tab “Joystick/Actions”:

Jump to next waypoint


function is now enabled.

• Click on “Jump to next waypoint”


The aircraft will now be put directly before the transition turn at the next waypoint. The
corresponding amount of fuel that would have been consumed during this segment is removed from
the tanks.

• Once the turn at TONIM is complete, the function will be available again with the label
“JUMP 200NM”. Execute the jump to arrive short before MIKEL.

Click here

Wait until we passed Mikel. You can also see that we will pass the ETP in about 80NM. From
that point on it will be better to continue to NZQN rather than turning around to YSSY.
Time for a fuel check.
• Verify the Estimated FOB at destination on the MCDU FPLN page:

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We now have 3.7t of FOB predicted for our arrival in NZQN. At departure, this was 3.6t, so
we saved 0.1t compared to the prediction, which is most likely the contingency fuel that was not
used.
A look at the fuel page shows a nice symmetric usage of fuel, indicative that there is no fuel
leak:

Note that there are 20kgs of fuel less on the left side due to the APU feeding of that side while
it was running.
We can do another 200NM jump towards OMKIN, but then we need to stop jumping as OMKIN
has a step climb.
• Press “Jump 200NM” in the ISCS

Click here

Now we will have to wait until we are close enough to OMKIN for the step climb. In the
meanwhile, we can verify on the MCDU PROG page, if we have the right weight to perform the
step climb:

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Click here

Our maximum altitude is higher than our target step climb altitude of FL380, so we are light
enough to execute the climb. However, it is not necessarily fuel optimal to do so at this point as
the optimal altitude is still FL359. However, to demonstrate this function, we will execute the step
climb anyway.

• 20 NM before reaching OMKIN, the message “STEP NOW” will appear in the MCDU
scratchpad. You can execute the step climb at any point from the appearance of the
message until passing the waypoint WRB.

• To execute the step climb, select FL380 (38000ft) on the FCU and push the altitude
selector knob. After a short time, the STEP NOW message will be replaced by the
message “NEW CRZ ALT 38000”. You can clear the message by pressing CLR.

The rest of the cruise, we’ll just watch the show and maybe explore the cabin or the 3d model.
We cannot execute a jump to DADLU as we need to start preparing our descent prior to reaching
DADLU. From the end of the step climb, it will take about 10 minutes to get to the beginning of
the next section.

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8 Descent preparation and descent


You have to start preparing the descent 10 minutes before reaching the Top of Descent (T/D).
You can see the top of descent on the ND (little white arrow pointing down) and on the MCDU
FPLN page. The distance to the T/D is shown on the PERF CRZ page:

Click here to access


PERF CRZ page

Alternatively, you can also check the report page:


• On the MCDU, click the PROG button to access the progress page.
• Click the LSK next to “REPORT”. Report page opens.

Then, click here to


access Report page

First, click here to


access PROGress page

The fifth line on this page shown the time at which the Top of descent will be reached and the
distance to the top of descent.
• Wait until the distance to Top of descent is 60NM, then perform the following actions.
(Note: The “ENTER DEST DATA” message may have appeared on the MCDU.)
• Go to the Electronic Flight Bag (EFB) located in the left cockpit window. Select LDG
PERF. The page will show the METAR for our arrival in NZQN:

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The METAR as shown tells us that:


o QNH in Queenstown (NZQN) is 1002. (String Q1002 at the end.)
o Temperature in NZQN is 8 degC with a dewpoint of -18degC. (String 08/M18)
o Wind is from direction 288 with 10knots. (String 28810KT)
These data must be entered into the MCDU PERF page as follows
• Press the PERF button to access the performance page.
• Press twice LSK 6R next to the label NEXT PHASE, so that the title of the PERF
page is APPR

Then, click here twice (2x)


to access Approach phase
performance

First, click here to access


PERFormance page

• Enter 1002 into the scratchpad and place it into the top left field (QNH) with LSK 1L
• Enter 08 into the scratchpad and place it into the second line (TEMP) with LSK 2L
• Enter 288/10 into the scratchpad and place it into the field MAG WIND with LSK 3L.

The last item to set on this page is the Minimum Descent Altitude (MDA, or BARO in the
MCDU). Looking at the charts for NZQN, the RNAV23-Y approach has an MDA of 1875 if the
aircraft supports an RNP of 0.15NM.
• Enter 1875 into the scratchpad and place it into the field BARO with LSK 2R.
• If not already done so: Clear the MCDU message “ENTER DEST DATA”

The approach performance page should look like this:

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Note: Instead of using the EFB you can also try to get the data from NZQN ATIS on 126.4.
However, X-plane’s reception range for ATIS is too small and you can only get the ATIS data after
you passed the T/D.

To have the correct descent profile, it is also necessary to provide the descent wind data in
order to have a correctly calculated descent profile. This can be done automatically if we are close
enough to the destination airport.
Perform the following:
• Go to the flight plan page and scroll the plan such that you have the Top of descent
(T/D) in the top row. Click on the RIGHT LSK next to any waypoint below (after) the
T/D, e.g. BEVKO.

3) Click any of these LSK (e.g.


the one next to BEVKO) to
access VERTical Revision page

1) click here to access


Flight-Plan page

2) Use slew-key up/down to


scroll (T/D) into top row

• Click the LSK next to “ACCESS WIND DATA”.

Click here

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• If you are close enough to the destination, you will see an asterisk-symbol next to the
WIND REQUEST label. If you don’t see the asterisk, you’ll have to wait a bit to get
closer to the destination airport.
• Press the LSK next to WIND REQUEST. The current x-plane wind profile will be
copied into the fields providing the descent wind.

Click here, if the asterisk is


visible. The wind data will
be filled automatically.

Now, the FMGS has all the data required to compute an idle descent profile into NZQN.
• Return the MCDU to the flight plan page by pressing the F-PLN button.
• Reduce ND range to 80NM.

When the distance to the Top of descent is 5NM, initiate the descent:
• Dial an altitude of 3000 feet into the altitude window of the FCU. This altitude is
just below the FAF altitude of 3300ft and the aircraft will have transitioned to
FINAL mode by the time we reach 3000ft.
• Push the Altitude selector knob. (I.e. mouse click, when one dot is visible in the
mouse pointer.)

A number of things will happen:


1. Autopilot vertical mode becomes DES (managed descent mode). Depending on the exact
point where you initiated the descent, the A/THR will either stay in mode MACH
(below profile), or command THR IDLE (on or above profile).

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2. The flight phase has transitioned from CRZ to DES (this can be checked on the MCDU
PERF or PROG page.) The PROG page now shows the current deviation from the
descent profile. The descent was initiated a bit early, therefore the aircraft is BELOW
the descent profile.

3. The PFD now shows an economic speed range. As long as the aircraft speed stays within
this range, there will be very little engine thrust adjustments. This saves fuel.

4. Note the green circle next to the altitude band, that shows the altitude of the descent
profile at the current location. Once on the profile, this donut should remain close to
the central yellow marker of the altitude band.

Note: If you initiated the descent after passing the T/D, it may be useful to extend the
speedbrakes to ensure convergence onto the descent profile.

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We also need to do a landing performance computation to validate that we can in fact land on
the runway in NZQN and to determine the autobrake setting.
• Go to the EFB, on the LDG PERF page
• Verify the data on the page for the landing conditions, i.e. QNH, wind, and temperature.
• Enter our expected landing weight into the LW field. In the tutorial we use the
maximum landing weight of 67.4t for this.
• Select MED for the BRK MODE. The runway is fairly short and LO autobrake will not
be sufficient.

• Once all the fields have been entered with the correct data, press COMPUTE. You will
get the expected landing performance data:

The calculator confirms that the runway is long enough and that with MED autobrake we have
about 395m or margin.
• Press the Auto/Brk MED button and verify that the ON light lights up. (Button
location: To the right of the Engine/Warning Display)

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When passing through 15000ft (New Zealand transition altitude), do the following:
• Set QNH to 1002 on both sides
• Set TERR ON ND to ON

When passing through 10000ft perform the following actions:


• switch on the landing lights,
• switch on the fasten seat belt signs,

• Select CSTR overlay for the ND –constraints are now shown on ND


• Set the ND range to 20NM

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9 Approach and go-around


The aircraft should pass through 10000ft at roughly waypoint UGPED. At this point, the speed
target has already been reduced to green dot speed, as the procedure has a 210kts speed limit.
In order to be able to fully comply with the speed limit, we extend the flaps to position 1:
• Ensure that the speed is less than 230kts, if not use speed brakes
• Extend flaps to position 1, if speed is below 230kts:

“VFE Next”: You can extend


the flaps to the next position, if
you are below this speed

Extend flaps to position 1 as


soon as your speed is below
“VFE Next”

The descent remains automatically managed following the precomputed descent profile.
• Press the APPR button on the FCU.
This is the most important step in the entire approach; without this step, the aircraft will not
transition to final mode and will level of at the FCU altitude.
Following the press of the APPR button, APP NAV mode engages immediately and FINAL
mode is shown in blue, i.e. armed, on the Flight Mode Annunciator (FMA).

Around the waypoint QN779, the aircraft will pass the DECELeration point, shown by a
magenta D on the ND. When passing the point, the aircraft will transition into the approach phase,
and the speed target will be reduced to allow flap/slat extension.

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Deceleration point – leads to


activation of approach phase
and reduction of speed target

The speed will now drop to S-Speed.

The aircraft will keep following the descent path. Once the aircraft reaches the Initial Approach
Fix QN774, the autopilot mode will be the combined mode FINAL APP with autothrust mode
SPEED. Also, the V/DEV and L/DEV scales will have appeared in the PFD.

• Select the ND range to 10NM, leaving it in mode ARC.

• At 4500ft barometric altitude, verify your speed, if it is above 200kts, extend speed
brakes to slow down.
• Extend the flaps to position 2 when passing the 4000ft barometric altitude (short
after passing QN755).

• Extend the gear immediately after setting flaps to position 2.

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• Arm the spoilers by pulling up the speed brake lever

• Go to the overhead panel and perform the following actions:


o Switch on Nosewheel light (position Taxi)
o Switch on Runway turnoff lights
o Press one of the purser call buttons to clear the CABIN CHECK item from the
memo.

• After passing QN745 move the flaps to position 3 and immediately after flap
extension is finished, move it to position FULL. Ensure that your speed is below “VFE
Next” before doing this!

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You are ready to land, your cockpit should look like this:

Note that there are no blue items left in the memo line of the E/WD.

DO NOT LAND! We want to practice a go-around.

• Set FCU altitude to the go-around altitude of 9000feet for the first portion of the go
around path (until RUXAK).

• When reaching the MDA of 1875ft (callout MINIMUM and altitude indication becomes
Amber) move both thrust levers fully forward. This engages go-around mode.
The autopilot changes to modes:
o SRS vertical mode
o NAV lateral mode. Note: For RNP approaches, it is important that NAV mode
engages straight away rather than the old version with GA TRK engaging and
the pilot having to reengage NAV manually.

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Move thrust levers to


maximum forward
(TOGA) position, using
• joystick thrust levers
• keyboard F2

• Retract flaps one notch to position 3.
• Once a positive rate of climb is established, select gear up.
• Retract flaps one notch to position 2.
• Move the thrust levers into the CLB-detent once the message LVR CLB starts flashing
in the FMA. Note: Autopilot has changed to OP CLB mode.

Thrust levers into CL


detent see section 6 for
additional details.

There is a 160kts speed limit all the way until QN737. In order to fly 160kts, we maintain
configuration 2 for now.
Waypoint RUXAK has a 9000ft or below altitude constraint, but in the Airbus, managed climb
modes that support altitude constraints are not available during go around. Therefore, we maintain
the FCU altitude of 9000ft until passing RUXAK.
• After passing RUXAK, dial 10000ft into the FCU
• Dial a Vertical speed of +500fpm into the FCU and pull the V/S knob (click then knob
when 2 dots are visible)

The aircraft will now climb to 10000ft with a slow rate of 500fpm. For small altitude differences,
this method gives a smoother altitude transition than using OPEN CLB mode.
• Once the aircraft passed QN737 and speed is above F-speed retract flaps one notch to
position 1+F.
• After acceleration above S-speed, retract flaps/slats fully.
• Disarm the ground spoilers by pushing the speed brake lever back in.
• Switch off the Nose Wheel light
• Switch off the runway turnoff light.

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The Go-around route of NZQN ends with a holding pattern at SUNGU and we will wait until
the aircraft entered the holding before we decide what to do next.

• Change ND mode to 20NM to see the upcoming holding pattern. It is a holding pattern
with teardrop entry and it will be visible, once the aircraft passed QN878.

Once the aircraft passed SUNGU, it will enter the holding and remain there until we tell it
what to do next.
• Wait until we are in the holding racetrack pattern before proceeding to the next section.

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10 Diversion to the alternate airport.


We’ve decided to divert to Christchurch (NZCH). Now we need to tell the airplane about our
decision.
• On the MCDU flight plan page, click on LSK 6L (the one next to the white text
NZQN23)

Click here

• Lateral revision page for the destination appears.


• Click the LSK next to “ENABLE ALTN”.

Click here

• Click TEMPY INSERT.

Click here

The alternate flight plan has now been appended to our original flight plan and the destination
has changed to NZCH02. Note that the entire approach into NZQN is still part of the flight plan
though. The “Enable alternate” function only appends the alternate flight plan it does not delete
any waypoints in the current flight plan.
Note also that the cost index for the alternate plan is automatically set to 0 in order to minimize
fuel consumption for the diversion.
• Clear the scratchpad message “Using Cost index – 0” using the CLR key.

We use the direct-to function in order to get out of the holding and straight onto our diversion
to NZCH.
• Press the DIR page on the MCDU.

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Click here to access


DIRect-to page

• Scroll the list of waypoints until you see the waypoint VAPLI in the list.

Use slew-keys up/down


to scroll the list until
ABTAL is visible

• Click the LSK next to VAPLI. A temporary flight plan going from the current position
to VAPLI is created.

Click here

• Click the LSK next to DIR TO INSERT*.

Click here

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The aircraft exits the hold and heads directly to VAPLI and will then follow the subsequent
flight plan.
We want to perform our diversion at FL310 which is a standard altitude for longer distance
diversions.
• Select 31000ft in the FCU Altitude window and push the altitude selector knob. (mouse
click with ONE dot visible in the mouse pointer)

The aircraft will initially remain at 10000ft due to altitude constraints in the departure route
until waypoint DULUL.
Once you passed DULUL and the aircraft climbs above 10000ft, perform the following:
• Deselect the CSTR option for the NDs.
• Increase ND range to 80.

• Switch off the fasten seat belt signs


• Switch off the landing lights.

• Press the baro adjustment knob (captain and co-pilot side!) to revert to standard
setting. The numbers 1002 are replaced by the text “Std”.

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11 Descent into the alternate airport.


You will notice that top of climb and top of descent are very close to each other. We need to
do our descent preparation already during the climb.
• Consult the METAR for NZCH in the Landing Performance page of the EFB.
Alternatively, you can also open the ISCS on tab “Loading Perfo” and check the METAR
for NZCH there:
o QNH 1002
o Wind 029/10knots
o Temperature 5deg C

• On the MCDU press the PERF button.


• Click on “NEXT PHASE” three times to get to the APPR PERF page.

Then click here


three times (3x)

First, click here

• Enter the values above for QNH, TEMPerature and MAGnetic WIND.

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In Christchurch, it is possible to do 0-visibility approaches and the approach can be conducted


without decision height.
• Enter “NO” in the scratchpad
• Click the LSK next to RADIO. The RADIO (Decision Height) field will now indicate
that NO DH is selected.

Click here

• Close the ISCS.

As for the descent into Queenstown, the wind data need to be renewed.
• Go to the MCDU F-PLAN page and scroll to a waypoint behind the Top of descent,
e.g. HODDE

Click here to access


flight plan page

Then use up/down


slew key to scroll
plan to HODDE.

• Press the right LSK next to the selected waypoint to access the vertical revision page.
(Note that if you selected HODDE, you will see that it has an altitude constraint of
6000ft or above.)

Click here

• Click the LSK next to “ACCESS WIND DATA”. Descent wind page opens.

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Click here

• Click the LSK next to WIND REQUEST*. In this tutorial, the wind does not change,
as the wind was set to being uniform throughout the world. With real weather activated,
the wind speeds listed on the page would change.
• Return to the flight plan page by pressing the F-PLN button twice on the MCDU.
Descent preparation is complete.

• Continue climb/cruise until reaching the top of descent.


Note: Most likely the top of descent is reached before reaching FL310. That is ok, the
autopilot will transition straight from CLB to DES phase. You just need to initiate the
descent as if the aircraft was at cruise altitude.
• 2NM before the top of descent, dial 4000feet into the FCU altitude window and press
the altitude selector knob. Make sure the vertical AP mode shown on the PFD changes
to DES.

• Christchurch has a reasonably long runway, and low autobrake is sufficient. Press the
Auto/Brk LO button and verify that the ON light lights up.

Note: You can of course consult the landing performance calculator in the EFB to validate that
LO autobrake is in fact sufficient.

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Simulation Solutions

While approaching DOPKI, the air traffic control decides to switch around runways in
Christchurch and operate on runway 20 instead of 02. We maintain same STAR though.
• On the MCDU FPLN page, press LSK 6L (next to the white text NZCH02) to access
the lateral revision page for the arrival airport.

Click here

• Click the LSK next to ARRIVAL.

Click here

• Now, select ILS20 (before we had 02).

Click here

• On the next page scroll down until you see STAR DOPK3B. Select this STAR. Note
that the STAR designation may end differently, with up-to-date navigation data cycles.

Click here
Scroll until you
see DOPK3B

• Select “NO VIA” and then “NONE” for TRANS.

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Simulation Solutions

Click here Then click here

You can now see two flight plans on the ND, the active one in green leading us to RWY02 and
the newly created temporary flight plan in yellow (dashed) leading us to RWY 20.

It is important to note that at the current location, the active and the temporary flight plan
are still identical. Therefore, it is possible to directly insert the temporary plan. If the tempy flight
plan differs from the active plan at the current position, it is mandatory to change to HDG/TRK
mode before inserting the temporary flight plan.
• Press the LSK next to “TEMPY INSERT”

Click here

The new flight plan guides the aircraft to RWY 20 instead of 02.
Note that the approach to runway 02 requires a much longer flying distances, therefore the
descent profile at the current location is about 5000ft above the profile onto runway 02. and the
aircraft descent rate will reduce to 1000fpm until the new profile is captured.

• When passing through 15000ft (New Zealand transition altitude), change the
altimeter setting from Std to 1002: Click on the baro selector and then rotate the baro
selector until you see 1002 in the window above. Don’t forget to do this for the pilot and
the co-pilot side.

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Simulation Solutions

• When passing through 10000ft perform the following actions:


o switch on the landing lights,
o switch on the fasten seat belt signs,

o Select CSTR overlay for the ND


o Press the LS button
o Reduce the ND range to 40NM

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Simulation Solutions

12 Approach and landing at the alternate airport


The approach into NZCH follows the same procedure that we used for the approach into NZQN.
• Monitor the approach, and if you end up above profile, use Speed brakes to get back
onto the profile.
• Reduce FCU ALT to 2000ft to allow correct ILS intercept. (If you are still in mode
DES, there is no need to push or pull the altitude knob)

Wait until we passed ERVAX, then do the following:


• Press the APPR button the FCU.
Following the press of the APPR button, the LOC and G/S modes appear in blue, i.e.
armed, on the Flight Mode Annunciator (FMA).

• Engage the second autopilot by pressing AP2 button.

• BIDEV has a speed constraint of 210kts, in order to be able to fly this slow, we have to
extend the Flaps/Slats to position 1:
• As soon as the speed drops below 230 knots (maximum speed with slats extended,
indicated by two amber bars), extend the flaps to position 1.

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Simulation Solutions

“VFE Next”: You can extend


the flaps to the next position, if
you are below this speed

Extend flaps to position 1 as


soon as the speed is below “VFE
Next”

• If you extended speed brakes to get back onto the profile, retract them as soon as you
are on profile.
Wait until we passed BIDEV, then
• Select the ND range to 10NM, leaving it in mode ARC.

Halfway between BIDEV and DIVSU, the aircraft will pass the DECELeration point, shown by
a magenta D on the ND. When passing the point, the aircraft will transition into the approach
phase, and the speed target will be reduced to allow flap/slat extension.

Deceleration point – leads to


activation of approach phase
and reduction of speed target

• Extend the flaps to position 2 as soon as the speed has decayed below 200kts:

The aircraft will now intercept glide-slope and localizer fully automatically. One established on
both, the autopilot modes will be LOC and G/S with autothrust mode SPEED:

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Simulation Solutions

• Ensure that autopilot mode G/S is active; then set the go-around altitude of
4000feet in the FCU altitude window.

Ensure that mode


G/S is active

Then set FCU


altitude to 4000ft

• Extend the gear immediately after.

• Arm the spoilers

• Go to the overhead panel and perform the following actions:


o Switch on Nosewheel light (position Taxi)
o Switch on Runway turnoff lights
o Press one of the purser call buttons to clear the CABIN CHECK item from the
memo.

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Simulation Solutions

• At 1500ft radio altitude (the numbers at the bottom of the artificial horizon) move
the flaps to position 3 and immediately after to position 4. Make sure that your speed is
below “VFE Next” prior to each extension.

And we are – for the second time – ready to land. The cockpit should look like this:

We will perform an automatic landing. In this case, the only action required by the pilot is to
retard the thrust levers at the right moment.
• When passing through 20feet radio altitude, (callout TWENTY), move the thrust levers
to position idle. (Using joystick axis or the F1 key.) As long as the thrust levers are not
at idle, the call-out: “RETARD” will be audible.
• After touch down, activate reverse thrust. (Using joystick buttons or key combination
“Shift” and “/”)
• Apply maximum reverse thrust until airspeed is 70kts. (Use the joystick axis or
keyboard commands F1 and F2 to modulate thrust)
• Reduce reverse thrust to idle.

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Simulation Solutions

• At 40knots speed, deactivate the reversers. (Using joystick buttons or key combination
“Shift” and “/”)
• At 30 knots apply the brakes momentarily to deactivate the auto-brake. (Using pedal
brakes, an assigned joystick button, or key “B”)
• Apply braking manually to reduce ground speed to 20knots or less.
• Choose a taxiway to the left to vacate the runway (most likely Alpha 5).
• Stop the Chrono in the navigation display.

This Chrono now shows your airborne time.


• Once on the taxiway, perform a full stop.

Landing complete.

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Simulation Solutions

13 Taxi and shut-down


Taxi to a gate of your choice. During the taxi, perform the following actions:
• Switch off the landing lights
• Set the strobe back to position AUTO

• Disarm the spoilers by pushing the speed brake lever back in. (White band around the
lever is now invisible.) Note that you can use the joystick command “speed brakes one
notch out” for this.

• Fully retract the flaps

• Switch TCAS off by setting the TCAS/Transponder mode switch to position XPNDR:

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Simulation Solutions

• Switch the WX radar to OFF; this is important in order to prevent exposing the ground
crew to excessive radiation from the antenna. Also, set the PWS switch to OFF.

Once you arrived at your gate, perform the following actions:


• Set the park brake. Note, you can also remove the parking brake via the default x-plane
command for “Max Brake toggle”.

• Stop the Elapsed Time counter (block time counter) by setting the switch to position
STP

• Open ISCS, tab “Ground Services”:


o Enable external power.
o Set the Chocks

Note: If you prefer, you can also use the Interactive Audio Control Panel (IACP) for this.
With the cocks in place, you can now remove the parking brake, if e.g. needed for brake cooling.

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Simulation Solutions

• On the overhead panel, switch on external power.

The aircraft electrical system is now supplied by the airport external power supply and we can
switch off the engines as we don’t need their power anymore.
• Move both engine master switches to position OFF.

• Switch off the Nose wheel light


• Switch off the runway turnoff light
• Switch off the seat belt sign.
• Switch off the Beacon

• Switch off the fuel pumps

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Simulation Solutions

• Set Transponder to Standby

• Select low brightness on the six display units and on the two MCDUs.

If the aircraft has another leg to fly on the same day, this would be the state in which you
would hand over the aircraft to the next crew.
If the aircraft is done flying for the day, perform a complete shut-down by performing the
additional following actions:
• Switch off crew oxygen supply

• Switch off the 3 ADIRUs

• Switch off the strobe light


• Switch off the Nav&Logo lights
• Switch off the no smoking sign
• Switch off the EMER Exit lights.

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Simulation Solutions

• Switch off external power

• Switch off the 2 batteries starting with battery 2.

• Go into the ISCS, tab “Ground services” and disable external power.

Note that with disabling external power, the AVAIL light in the ext power button extinguishes.

Congratulations! You powered the aircraft from cold+dark, flew to your destination, diverted
to your alternate airport, changed runways halfway through the arrival and shut the aircraft back
down to cold+dark. That’s quite an achievement.

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Simulation Solutions

© Airbus 2023. AIRBUS, its logo and product & service marks are registered
trademarks of Airbus. All rights reserved. Officially licensed by Airbus.

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