airbus fmc

PSS A319 / A320 / A321

Systems Manual

February 23, 2002

A319/320/321Systems Manual

P 2Phoenix Simulation Software

REV 01 SEQ 001TABLE OF CONTENTS

Panel Overview 3

Main Panel Components 5

General Notes 6

Primary Flight Display 7

Navigation Display 15

Engine / Warning Display 24

System Display 28

Autoight 30

MCDU 40

Backup Instruments 66

Landing Gear 67

Controls on Center Pedestal 68

APU 71

Electrical System 72

Fuel System 74

Powerplane 76

Hydraulics 77

Pneumatics 79

Air Conditioning 81

Pressurization 83

GPWS 85

Other Controls 86

Chronometer 87

Panel Conguration utility 88



REV 01 SEQ 001PANEL OVERVIEW

Panel views

The Phoenix Airbus A3xx panel has several pop-up windows and can be represented in different views, as shown below:

Full panel view

Compact (“VFR”) panel view

MCDU window open

Full panel view is the default view. It shows all EFIS displays and all gauges on the main panel. To return to full view from Compact or Overhead view, press NUMPAD 8 key.

Compact panel view provides good outside view while including the most important displays, instruments and controls. Compact view is accessed by pressing and holding NUMPAD 2 key. To keep this view active, press and hold NUMPAD 2, then press CTRL, then release both.

MCDU window shows expanded view and allows operation of Multipurpose Control Display Unit. This window is opened or closed by clicking on MCDU screen image on main panel view, or by pressing Shift+2 key.



REV 01 SEQ 001

Expanded EFIS displays

Overhead panel view

Central pedestal window open

Each of EFIS displays presents a wealth of information. To help reading these displays, each of them can be expanded by clicking on it. Expanded displays are pop-up windows and can be moved and resized to your taste, or even undocked and dragged to another monitor. An expanded display can be closed by clicking on its upper right part.Shortcut keys for displays are, Shift+4 for PFD,Shift+5 for ND,Shift+6 for Upper ECAM, andShift+7 for Lower ECAM.

Overhead panel contains controls for aircraft systems such as Electrical, Fuel, Pressurization etc. Overhead view is accessed by pressing and holding NUMPAD 5 key. To keep this view active, press and hold NUMPAD 5, then press CTRL, then release both.

Central pedestal carries thrust levers, aps and spoilers con-trols, engine starting controls, etc. Central pedestal window is opened and closed by pressing Shift+2 key.

PANEL OVERVIEW

Virtual cockpit view

Flight Simulator Virtual Cockpit view contains full set of gauges. Although, due to FS limitation, the custom-drawn (“vector”)

gauges are inoperative in Virtual Cockpit, and thus the EFIS displays are replaced with different versions with some ele-

ments missing. Also, mouse clicks do not work in this mode.



REV 01 SEQ 001MAIN PANEL COMPONENTS

The Airbus has a modern glass cockpit. Mechanical gauges are replaced by an Electronic Flight Instrument System (EFIS) which includes six CRT displays representing all information in most convenient form. The displays include Captain and FO Primary Flight Displays (PFD), Captain and FO Navigation Displays (ND), and two Electronic Centralized Aircraft Monitoring (ECAM) displays: Engine/Warning Display (E/WD) and System Display (SD). Mechanical backup instruments are also provided. Automatic ight is controlled from Flight Control Unit (FCU). Fully automatic ight along a programmed route is possible and is guided by Flight Management System (FMS). The FMS is programmed and operated using Multi-function Control and Display Units (MCDU).

Chronometer button

EFIS Control Panel

Flight Control Unit (FCU)

Primary Flight Display (PFD)

Navigation Display (ND)

Engine/Warning Display (E/WD)

Backup Instruments

DDRMI

MCDU

Gear panel

System Display (SD)

ECAM Control Panel

ClockGPWS indicatior



REV 01 SEQ 001GENERAL NOTES

EFIS displays

EFIS displays contain a wealth of information. At standard display resolutions, they can be hard to read. To solve this, any display can be expanded by clicking it with the mouse. This brings a pop-up window with enlarged display picture. Such windows are standard Flight Simulator pop-up windows. They can be resized, moved to any position and arranged to your taste. You can drag a window clicking at any place, except for the area in upper right corner - clicking there will close the window. A window can be undocked by right-clicking it and selecting “Undock” in pop-up menu. This allows the window to be moved outside main FS window and placed anywhere on desktop, or on second monitor. The same can be done with MCDU pop-up window.

Thrust control

The A320 aircraft thrust levers are different from those found on Boeing-type or other common aircraft. The thrust levers move through distinct detents, or gates, marked “MREV”, “IDLE”, “CL”, “FLX/MCT”, and “TO-GA”. Takeoff power is applied by moving the levers to TO-GA or FLX-MCT gate, which commands autothrust system to produce computed takeoff thrust corresponding to current conditions. At thrust reduction altitude, thrust levers are retarded to CL gate, which automatically engages autothrust system. From this point, the levers are normally left in CL detent through all the ight until just before touchdown.Autothrust system controls engine thrust corresponding to active thrust modes and thrust limits. The A320 thrust levers are not back-driven by autothrust system, and don’t move as the thrust is automatically adjusted. Unless needed, they are left in CL gate until synthesized voice announces “RETARD” 20 feet above landing runway.

Due to this, thrust control is implemented differently than on other Flight Simulator panels. Instead of using joystick throttle or Flight Simulator keys, the panel uses custom keys (Numpad PLUS and Numpad MINUS by default) to move thrust levers between gates. You can also use pedestal view and move levers with the mouse. Thrust levers position can be checked by looking at thrust Flight Mode Annunciator on PFD, the thrust limit name on E/WD, or by checking the pedestal view.

Manual thrust control is still possible, using joystick throttle or Flight Simulator keys. Make sure that the panel-simulated thrust levers are left at IDLE, or set at CL but the autothrust is disengaged.

Please check Autothrust discussion in Autoight section of this manual for further information.

Flight controls

The PSS A320 panel attempts to simulate electronic y-by-wire ight control system of the real aircraft. The conventional ight yokes are replaced on Airbus aircraft with side-sticks, much like a computer joystick. Sidesticks send electronic signals to ight computers, which drive the control surfaces.Left-right stick deection controls bank rate, and computers will not allow to exceed bank limits of ±67° bank.Forward-aft stick deection controls aircraft G load. Neutral stick position commands load of 1 G, resulting in level ight or constant vertical speed, regardless of airspeed, altitude or weight. This is simulated in PSS panel by auto-trimming the aircraft, although this can be done only when the joystick is centered.

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



REV 01 SEQ 001PRIMARY FLIGHT DISPLAY

General

The Primary Flight Display (PFD) is the outer display on Captain and FO panels. It provides information on: • Attitude and Guidance commands • Airspeed • Barometric and radio altitude and vertical speed • Heading and track • Flight Mode Annunciations • Vertical and lateral deviations

The PFD is divided into several sections:

Flight Mode Annunciations

Attitude and Guidance

Airspeed Altitude and Vertical Speed

Heading and Track

Flight Mode Annunciations

Flight Mode Annunciator (FMA) are indications of current status of FMS operation. The FMA is divided into 5 columns which indicate: • Thrust modes • Active and armed Pitch modes • Active and armed Roll modes • Approach capabilities • Autopilot, Flight Director and Autothrust engagement statusThe Flight Mode Annunciations are discussed in detail in Autoight and FCU section.



REV 01 SEQ 001

Attitude data

� Aircraft symbol

� Roll Scale � Roll/Sideslip Index

� Pitch Scale

� Attitude Limits

� Aircraft symbolFixed aircraft symbol indicates position of aircraft relative to the horizon.

� Roll ScaleThe scale is graduated at 0, 10, 20, 30 and 45 bank degrees.

� Roll/Sideslip IndexUpper part of the index indicates current bank. The lower part moves below roll part and shows amount of side slip.

� Pitch ScaleGraduated each 2.5 degrees, indicates current aircraft pitch.

� Attitude LimitsGreen ‘=’ symbols are displayed at ±67° on roll scale, at 15° nose down and at 30° nose up on pitch scale. They represent the pitch and bank limits of Normal law protections.

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

Specic indications on ground

� Ground roll command bar

� Sidestick position

� Max sidestick deection

� Ground roll command barIndicates ground roll guidance command in RWY mode, which keeps runway course

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

� Max sidestick deectionFour corners dene maximum sidestick deection.

PRIMARY FLIGHT DISPLAY

� Radar Altitude




Guidance

Flight guidance commands generated by FMS are depicted by Flight Director (FD) symbols. Flight Director system allows the pilot to manually y the aircraft while following the guidance commands. The FD symbols are only visible when FD button on EFIS control panel is illuminated.

There are two different modes of FD operation, with different symbology. The displayed FD symbols corresponds to selection of HDG-V/S or TRK-FPA mode on the FCU.

FD button,EFIS Control Panel

HDG-V/STRK-FPASelector,

FCU

HDG-V/S Mode

In this mode, the FD symbols include two bars. Vertical bar indicates commanded bank, and horizontal bar shows commanded pitch. To follow the commands, steer the aircraft so that the bars cross at the center if static aircraft symbol.In this example, a left bank and present pitch is com-manded.

TRK-FPA Mode

In this mode, the FD symbols include a ight path vector symbol and a ight path director symbol. Flight path vector symbol (“Bird”) represents the aircraft vertical ight path angle, drift angle and bank. The command symbol (“Moustache”) shows commanded ight path angle, as vertical distance between the symbols, and roll, as the difference in symbols rotation. To follow the commands, steer the aircraft so that the two symbols are aligned.In this example, a left bank and pitch up is commanded.

Flight Path Vector symbol

Flight Path Director commands

Vertical ight path angle

Bank angle

Drift angle

Vertical ight path difference

Bank difference




Guidance (continued)

ILS Indications

When ILS receiver is automatically tuned for destination airport approach by FMS, or ILS frequency is manually entered on MCDU Rad Nav page, the localizer and glideslope deviation bars can be displayed on PFD. To do so, push the ILS button on EFIS control panel. Second push removes ILS information from PFD.

� Localizer deviation � Glideslope deviation

� ILS front course

� Localizer deviation� Glideslope deviationThe magenta indexes represent horizontal and vertical deviation from localizer and glideslope. In this example, the aircraft is to the right and above the glide path. When a deviation diamond index reaches a limit of a scale, it turns to magenta arrow.

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




Airspeed

� Actual Airspeed� Speed Trend

� Target Airspeed

� Mach Number

� Actual AirspeedIndicated by a yellow line as referenced to speed tape moving behind the line.If the airspeed is below 30 knots, the scale is xed at 30 knots.

� Speed TrendAn arrow extending from the actual airspeed line shows aircraft acceleration and displays the speed which will be attained in 10 seconds if present acceleration remained constant.

� Target AirspeedGives the active FMS speed target. If the target is outside the displayed scale, the triangle is replaced by a numeric readout above or below the scale.The triangle or readouts are magenta if target is Managed speed automatically computed by FMS according to ight plan or active ight stage, and are cyan if the target is speed manually selected on FCU.

� Mach NumberAppears if current Mach number is greater than 0.5

� VMAX

� VLS

� Alpha Protection

� Alpha Max

� VMAX

Lowest of: - Maximum operating speed if in clean conguration - Maximum gear down speed if gear down - Maximum aps extended speed for current ap conguration

� VLS

Mimimum selectable speed

� Alpha ProtectionSpeed corresponding to angle of attack at which alpha protection becomes active

� Alpha MaxSpeed corresponding to maximum angle of attack that may be reached in pitch normal law




Airspeed (continued)

Managed Descent speed rangeWhen aircraft is in Managed Descent (DES) guidance mode, and in managed speed, the airspeed may vary to maintain the computed descent path. In these modes the target speed triangle is replaced by a = mark and two brackets indicate allowable airspeed range. The range is managed speed target plus minus 20 knots, accounting for ight plan speed limits and minimum and maximum operating speeds.

1

F

SDecision Speed (V1)V1 speed selected through MCDU. Digitally shown in top part of the scale if outside visible range. Displayed only on the ground. If V speeds are not selected, a red “SPD SEL” ag is dis-played above airspeed scale.

F speedMinimum ap retraction speed, visible when aps are in conguration 3, 2 or 1+F

S speedMinimum slat retraction speed, visible when aps are in conguration 1

O

VFE NEXTMaximum aps extended speed for the next (greater) ap lever position

Green DotManeuvering speed in clean conguration




Altitude

� Altitude

� Target Altitude

� Vertical Speed

� Baro Reference

� AltitudeDisplays current aircraft barometric altitude. If altitude is negative, white “NEG” ag appears near the readout window. The window will ash yellow when aircraft approaches altitude target, and ash amber when it deviates from the target. The readout turns amber if aircraft descents below MDA (if dened).

� Target AltitudeIndicates altitude selected on FCU. If the target is outside visible scale, it is displayed in numeric form above or below the scale. If managed vertical guidance mode (CLB or DES) and ight plan contains a constraint altitude which is closer than one selected on FCU, displayed target shows this constraint in magenta color.

� Vertical SpeedThe VS scale is marked at 500, 1000, 1500 and 2000 fpm. Digital readout appears and moves together with the needle at greater than ±200 fpm. Readout turns amber at excessive climb or descent rates.

� Baro ReferenceSTD (standard) or QNH altimeter settings in selected units, as selected on EFIS control panel. If reference is STD and aircraft is below transition altitude, or reference is QNH and aircraft is above transition level, the Baro indication will be boxed in ashing yellow.

Baro controls, EFIS control panel

Select in Hg

Decrease settings

Select hPa

Increase settings

Toggle QNH / STD

Terrain indicationGround level, based on radar altimeter.

Descent Path IndicatorThis symbol is automatically displayed during FMS

Descent and Approach phases. The indicator displays aircraft’s vertical relationship to computed descent path. In this example, the aircraft is slightly below the path. Maximum symbol movement represents

±500 ft deviation.




Heading

� Actual Heading

� Ground Track

� Target Heading or Track

� ILS Course

� Actual HeadingShows current aircraft heading on the moving heading scale. The ticks on the scale are repeated on the horizon line of attitude indicator.

� Ground TrackGreen diamond indicates current ground track, which will be different from aircraft heading in crosswind conditions.

� Target Heading or TrackBlue triangle marks the heading or track selected in FCU Heading window. If indicator is outside visible scale, it is replaced by a digital readout located at the side of heading scale which is closest to target heading. If aircraft is in managed lateral mode (NAV) following ight plan route, the target heading indicator is removed.

� ILS CourseMagenta dagger on heading scale indicates the selected landing runway ILS course, or course manually entered on MCDU Rad Nav page. If indicator is outside visible scale, it is replaced by a digital readout located at the side of heading scale which is closest to ILS course.



REV 01 SEQ 001NAVIGATION DISPLAY

General

Navigation displays (ND) are inboard displays on Captain and FO panels. The NDs present all information for navigating the aircraft, including ight plan route display, moving map of database navaids / waypoints / airports, tuned navaid bearing pointers and information, TCAS (Trafc Alert and Collision Avoidance system) display etc.

The navigation display has 5 different modes of operation: ROSE ILS, ROSE VOR, ROSE NAV, ARC and PLAN.

ROSE ILS Mode ROSE VOR Mode ROSE NAV Mode

ARC Mode PLAN Mode

EFIS Control Panel, ND Mode and Range selectors

ND Modes

ND Modes are selected using selector knob on EFIS Control Panel. Another selector knob changes display Range, from 10 to 320 NM. ROSE ILS and ROSE VOR modes are mainly used during ILS and VOR approaches; they display selected course needle, course deviation indicator, and glideslope deviation indicator, along with all other common information. Other three modes display active ight plan route. ROSE NAV and ARC modes show a map with overlaid route display, ROSE NAV mode showing full 360 degrees around aircraft, and ARC showing forward sector. PLAN mode allows to review entered route by stepping and centering through all waypoints on the route.




ND Common information� Heading

� Groundtrack � Selected heading

� GS / TAS

� Wind

� Bearing pointers

� Selected Navaids

� Range marks

� HeadingA yellow index marks present aircraft heading on the rotating heading rose.

� GroundtrackGreen diamond mark displays current aircraft ground track, which is different from heading in crosswind conditions.

� Selected headingBlue triangle shows heading selected on FCU. It is removed when ying in managed lateral (NAV) mode. In ND ARC mode, if selected heading is outside visible arc of heading rose, it is numerically displayed at the heading arc side closest to the selected heading.

� GS / TASDigital indication of current Groundspeed and True Airspeed.

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

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

� Selected NavaidsInformation on tuned navaids, selected on EFIS control panel. Include selected receiver, navaid identier, and DME distance if available. A letter “M” is added after navaid name if navaid is manually tuned on MCDU Rad Nav page. A letter “R” is added if a frequency is manually tuned on Radio Management Panel (RMP, located on center pedestal). No letters are added when navaid is autotuned by the FMS. Arrow symbols show which bearing pointer on the rose display represents this navaid.

� Range marksLocated at range circles and dene corresponding circle range from the aircraft symbol. In ND ARC mode, the outer circle represents the range selected on EFIS control panel. In all other (ROSE and PLAN) modes, the outer circle has half the range selected on EFIS control panel.




ND Common information (continued)

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

EFIS Control Panel, Navaid selectors

VOR 1

VOR 2

ADF

Chronometer displayThe ND can display an elapsed time chronometer independent from one on the aircraft clock. The ND chronometer is controlled by a Chronometer button located on the glareshield above the ND. Pressing this button performs these functions: • First push: Starts the chronometer and displays it on ND • Second push: Stops the chronometer • Third push: Resets the chronometer and removes it from ND.

Chronometer Display

Chronometer button, glareshield




ROSE ILS Mode

ROSE ILS mode provides ILS deviation display similar to a conventional Horizontal Situation Indicator (HSI), and is used during ILS approaches.

� ILS course

� Localizer deviation � Glideslope deviation

� ILS info

� ILS courseMagenta dagger needle shows the selected ILS localizer course. It is automatically selected when an ILS is auto-tuned by FMS for landing, or can be manually selected on MCDU Rad Nav page.

� Localizer deviationMagenta bar moving across a dotted scale represents lateral deviation from the localizer course.

� Glideslope deviationMagenta diamond shows vertical deviation from ILS glideslope. When deviation is greater than that represented by full scale, the diamond turns into a half-diamond arrow.

� ILS infoAdditional ILS information includes: • ILS receiver (always ILS1), • ILS frequency, • Selected ILS course, and • ILS ID name.




ROSE VOR Mode

ROSE VOR mode provides localizer deviation display similar to a conventional Horizontal Situation Indicator (HSI), and is used during VOR approaches or VOR navigation.

� VOR course

� Course deviation

� VOR information

� TO-FROM indicator

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

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

� FROM-TO indicatorA blue arrow on the course deviation bar acts as a TO-FROM indicator. The arrow always points towards the station. If the arrow is on the same side as the course dagger head, the aircraft ies TO the station. If it is on the other side, the aircraft ies FROM the station.

� VOR informationAdditional VOR information includes: • VOR receiver (always VOR1, as this is Captain’s ND), • VOR frequency, • Selected VOR course, and • VOR ID name.




ROSE NAV Mode

ROSE NAV mode, or similiar ARC mode, are the primary modes used during the ight. They display aircraft position with reference to active ight plan route, moving map of selected type of database navaids / waypoints / airports, as well as all other common information. ROSE NAV is preferred to ARC mode when it is desired to monitor the area behind the aircraft, like when being vectored around airport prior to approach, or navigating using VORs to keep head and tails of bearing needles visible.

� Flight Plan � Database Map

� TCAS contacts

� Flight Plan

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

Active Flight Plan: Active route legs are drawn in green color. When the aircraft is in Managed lateral mode and guidance follows the entered ight plan, the route lines are solid green. When aircraft is in Selected heading mode (HDG or TRK), the route is dashed green.

Temporary Flight Plan: Most route modications done through MCDU result in creation of temporary ight plan, which can be inserted in place of original ight plan, or cancelled. Temporary ight plan legs are drawn using dashed yellow color.

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

Flight plan legs are not drawn for legs which don’t have a dened trajectory (such as “intercept XXX course to YYY” legs on a SID or STAR) and when a ight plan Discontinuity exists between waypoints.

Flight Plan waypointsThe waypoints forming the ight plan are drawn as diamonds. The active (“TO”) waypoint is shown in white, and all others are in green.

If a waypoint has associated constraint, a circle is drawn around it. Circle is magenta if the aircraft follows ight plan and obeys the constraint, and white if aircraft is not following the plan (ying a selected heading). Waypoint constraints can be viewed on ND by pushing CSTR button on EFIS control panel.

� TO waypoint info




ROSE NAV Mode (continued)

Pseudo waypointsDuring vertical ight prole calculation, the FMS automatically inserts Pseudo Waypoints into ight plan. These waypoints represent points on ight plan route where aircraft will start climb or descent or will level off. They are displayed on ND as follows:

Level off: A point where the aircraft will level off at altitude constraint or at cruise altitude (Top of Climb). Constraint level-offs are drawn in magenta, TOC is in blue.

Top of Descent: A point where descent from cruise altitude should start.Symbol is white before descent mode is armed, and is blue then descent is armed.

Speed change: A point where the aircraft will automatically accelerate or decelerate to meet speed constraint or speed limit.

DECEL: Deceleration point is automatically inserted before approach segment. Overying this waypoint will engage Approach ight stage and aircraft will automatically decelerate to approach speed.

D

Airports and runwaysOrigin and destination airports and runways are depicted on ND in white color. If a runway is not selected, and asterisk with airport identier is displayed.When a runway is specied, it is drawn to scale and properly oriented, and labelled with airport ID and runway name.

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� TO waypoint infoInformation on active (TO) waypoint is displayed in the upper right corner. The information includes: • Waypoint name, • Bearing to waypoint, • Distance to waypoint, • Estimated Time of Arrival (ETA) at TO waypoint.

� Database MapND can display a moving map of database navaids, waypoints or airports by pushing corresponding button on EFIS control panel. Selected button is indicated by a light. Only one type can be selected at a time. Second push on lighted (selected) button removes the map display. Displayed symbols are magenta.

Displayight plan constraints

DisplayVORs

DisplayAirports

Displaywaypoints

DisplayNDBs

á

Waypoint

VOR

NDB

Airport




ROSE NAV Mode (continued)

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

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

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

Trafc alerts and advisories are not modelled.

+20

-05

ARC Mode

ARC mode is similiar to ROSE NAV mode, and is the most used mode. It displays the same information as ROSE NAV mode, but own aircraft symbol is shifted to the bottom of the display and displayed is forward sector ahead of the aircraft. This gives bigger display area for controlling forward space while ying enroute.




PLAN Mode

The PLAN mode allows the pilot to preview future portions of ight plan not displayed in ROSE NAV or ARC mode. In PLAN mode, the display is north-oriented and displays a full compass scale with true north at the top.

The PLAN mode displays ight plan in similiar way to ROSE NAV or ARC modes, but centers the display on waypoint visible on line 2 of MCDU F-Plan mode (or next line, if line 2 contains a pseudo waypoint or ight plan discontinuity). The pilot can scroll through entire ight plan using MCDU slew keys, and ND display will shift together with scrolling, keeping centered on second listed waypoint.

If present aircraft position is within displayed range, the yellow aircraft symbol indicates current position and course relative to ight plan route.

The TCAS information, navaids and bearing pointers are not displayed in PLAN mode.



REV 01 SEQ 001ENGINE / WARNING DISPLAY

General

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

The aircraft equipped with CFM and IAE engines have different E/WD indications. CFM engines have N1 as main control parameter, while IAE engines use EPR.

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

E/WD, IAE engines E/WD, CFM engines

Engine parameters - IAE engines

� EPR

� EGT

� N1

� N2

� Thrust limit

� FF

� FOB

� EPREngine Pressure Ratio

� EGTExhaust Gas Temperature, in °C

� N1LP Rotor speed, in %

� N2HP Rotor speed, in %

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

� FFFuel ow per engine, in current units (Lb/hour or Kg/hour)

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



REV 01 SEQ 001

Main control parameter

The topmost indicator, EPR (IAE engines) or N1 (CFM engines) , has several additional elements:

� Actual value

� Thrust limit

� REV indication

� Command arc

Engine parameters - CFM engines

� N1

� EGT

� N2

� FF

� Thrust limit

� FOB

� N1LP Rotor speed, in %

� EGTExhaust Gas Temperature, in °C

� N2HP Rotor speed, in %

� FFFuel ow per engine, in current units (Lb/hour or Kg/hour)

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

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

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

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

� Thrust limitShows thrust corresponding to current thrust limit mode.

� REV indicationAppears in green when thrust reversers are fully opened. Amber if reversers are in transit.

ENGINE / WARNING DISPLAY




Flaps / Slats indicator

� FLAP indicator

� Positions

� Lever position

� Flaps position

� Selected position

� FLAP indicator“FLAP” indication appears whenever aps or slats are not fully retracted. White when selected position is achieved, Blue when aps in transit.

� PositionsWhite dots mark selectable positions. Not displayed when in clean conguration.

� Lever positionFlap lever position - 0, 1, 1+F, 2, 3, or FULL. Green when selected position is achieved, Blue when aps in transit.

� Flaps positionActual slats and aps position indicated by green arrows.

� Selected position Blue marks indicate selected position. Marks disappear when selected position is achieved.

Warning / Memo display

This area is used to display Memo messages, takeoff and landing checklists, and warning and caution messages.

Memo messagesMemo messages are used to remind that certain system is in use. They are normally displayed in green color. Following messages can be displayed:

SEAT BELTS “Seat Belts” passenger signs are onNO SMOKING “No Smoking” passenger signs are onOUTER TK FUEL XFRD Fuel is transferred from outer wing tanks into inner wing tanksN.WHEEL STRG DISC Nosewheel steering is disconnected during pushbackSTROBE LT OFF Strobe light is off while airborneSPEED BRK Speed brakes extendedGND SPLRS ARM Ground spoilers are armedCTR TK FEEDG Any pump in center tank is runningFUEL X FEED Fuel crossfeed is onHYD PTU Hydraulic power transfer unit is in useRAT OUT Ram air turbine is not in stowed positionPARK BRK Parking brake appliedAPU AVAIL APU is running and availableAPU BLEED APU bleed is selected ONRAM AIR ON RAM AIR button is selected ONMAN LDG ELEV Landing elevation selector is not in AUTO positionENG A.ICE Engine anti-icing is activatedWING A.ICE Wing anti-icing is activatedLDG LT Landing lights are onGPWS FLAP 3 LDG FLAP 3 is selected on GPWS panelGPWS FLAP OFF GPWS Flaps alerts are inhibited

T.O INHIBIT Some messages are automatically inhibited during takeoffLDG INHIBIT Some messages are automatically inhibited during landing




Takeoff MemoA takeoff memo is automatically displayed on the left side of message area 2 minutes after second engine start. Pressing T.O CONFIG button on ECAM control panel also displays the takeoff memo.

Takeoff Memo contains a checklist of items required prior to takeoff. Uncompleted items are shown in Blue color. Completed items are dis-played in Green color. Last item, “T.O CONFIG...TEST” requires a push of T.O CONFIG button on ECAM control panel. This push simulates application of takeoff power and will generate appropriate warnings if something is not properly congured.

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

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

The FLAPS...FULL or FLAPS...CONF 3 item depends on selection of GPWS LDG FLAP 3 button and requires corresponding ap selection.

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



REV 01 SEQ 001SYSTEM DISPLAY

General

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

• BLEED (air bleed system) • PRESS (pressurization) • ELEC (electrical) • HYD (hydraulic) • ENGINE • FUEL • APU (auxiliary power unit) • COND (air conditioning) • DOOR/OXY (doors / oxygen) • WHEEL (landing gear) • F/CTL (ight controls) • CRUISE (common reference data)

Individual pages are described in detail in chapters dedicated to corresponding systems.

SD Page selection

The SD will automatically display a page corresponding to current ight phase or for monitoring of certain systems. Manual selection can also be performed using ECAM control panel. Manual selection overrides automatic page sequencing.

Phase of FlightThe SD automatically displays specic pages as next phase of ight becomes active:

Power up DOOR/OXY1st engine start WHEELT/O power ENGINE1500 ft CRUISEGear down WHEELEngine shutdown DOOR/OXY

System monitoringThe SD automatically displays appropriate page for monitoring of a system status: • When APU Master button switched ON, SD will display APU page. It is removed 1.5 minutes after APU is running. • During engine start, ENGINE page is automatically displayed. • On the ground, before takeoff, if control stick or rudder pedals are moved, F/CTL page will be displayed to allow checking the operation of control surfaces. Page is removed 20 seconds after controls are returned to neutral. • During landing gear retraction or extension, WHEEL page is displayed.

Manual page selectionAny page except CRUISE can be manually displayed by pushing corresponding button on ECAM control panel. Selected button is lighted, and selection overrides automatic page switching. To return to automatic operation, deselect the page by pushing lighted button again.

ECAM control panel, BLEED page selected

SD BLEED page



REV 01 SEQ 001SYSTEM DISPLAY

CRUISE page

The CRUISE page is automatically displayed in ight, above 1500 feet when landing gear is up. The cruise page displays most important information gathered from different aircraft systems. CRUISE page cannot be manually called via ECAM control panel.

Fuel used per engine

Oil quantity

Cabin differential pressure

Cabin zone temperatures

Engine N1 vibration

Engine N2 vibration

Landing elevation

Cabin climb rate

Cabin altitude

Permanent data display

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

Total Air Temperature

Static Air Temperature

UTC Clock display

Gross weight

Aircraft gross weight is a sum of zero fuel weight and total fuel quantity. Until ZFW is entered through MCDU, the gross weight is not available and amber XX is shown in this readout.



REV 01 SEQ 001AUTOFLIGHT

Overview

The Autoight system is a part of Flight Management System (FMS). It controls the Autopilots, Flight Directors, and Autothrust system laterally and vertically throughout the ight. Fully automatic ight on the programmed route is possible from takeoff to landing.

The aircraft can be own automatically by using Autopilots and Autothrust. The pilot can manually y the aircraft following the Flight Director commands, which tell what the autopilot would do if it was controlling. The Autothrust system is independent of autopilot and can be used when manually ying.

The operation modes of Autoight system are selected using the Flight Control Unit (FCU), located on glareshield. All ight plan information, performance data and other initialization is done via Multi-purpose Control and Display units (MCDU) on center pedestal (separate pop-up window in PSS A-3xx panel). Autothrust modes are automatically controlled by moving the thrust levers through different gates.

The ight plan entry and operation of MCDU is discussed in separate chapter, MCDU.

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

Flight Control Unit (FCU)

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

The four knobs on FCU provide control of airspeed, lateral, and vertical modes. Each knob can be rotated, pushed and pulled. Knobs are springloaded to neutral position.

If a knob is pulled, the pilot takes direct control of this function. This is called a Selected Guidance. If a knob is pushed, the control is given to FMS which guides the aircraft according to entered route and optimum values according to current ight phase. This is Managed Guidance.

Turning a knob selects a value in corresponding FCU window, which becomes a target for active modes if in Selected guidance.If a function is in Managed Guidance, a white dot appears in corresponding window, and the window is dashed.Altitude window is never dashed, and vertical speed knob doesn’t have a managed guidance function.

Flight Directors

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

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




Autopilots

The Airbus has two identical autopilots. The autopilots are engaged or disengaged by pressing AP1 or AP2 button on FCU. Normally, only one autopilot autopilot can be engaged. Selecting second autopilot automatically disengages rst one. On approach stage, however, with LOC/GS modes armed or active, both autopilots can be simultaneously engaged for ILS approach and autolanding.

Autopilot can be engaged immediately after takeoff.

If ight director was previously engaged, an autopilot will engage in current active modes. If FD was off, engaging autopilot will engage default guidance modes, which are HDG/VS in ight.

Autothrust

The Autothrust (A/THR) system automatically controls engine thrust according to vertical guidance modes and speed target. Several modes of autothrust operation include: • Fixed thrust, engines maintain constant computed thrust. • Variable thrust, the system adjusts thrust to maintain target airspeed.

The A/THR system can be in one of following states: OFF: The thrust isn’t controlled. Armed: Thrust is xed and corresponds to thrust levers position. A/THR changes to active when thrust levers are moved to A/THR active range (see below). Active: A/THR is automatically controlling thrust. Thrust modes automatically change according to active vertical modes.

Thrust levers

The A320 aircraft thrust levers are different from those found on Boeing-type or other common aircraft. The thrust levers move through distinct detents, or gates, marked “MREV”, “IDLE”, “CL”, “FLX/MCT”, and “TO-GA”. Takeoff power is applied by moving the levers to TO-GA or FLX-MCT gate, which commands autothrust system to produce computed takeoff thrust corresponding to current conditions. At thrust reduction altitude, thrust levers are retarded to CL gate, which automatically engages autothrust system. From this point, the levers are normally left in CL detent through all the ight until just before touchdown.

Autothrust system controls engine thrust corresponding to active thrust modes and thrust limits. The A320 thrust levers are not back-driven by autothrust system, and don’t move as the thrust is automatically adjusted. Unless needed, they are left in CL gate until synthesized voice announces “RETARD” 20 feet above landing runway.

Due to this, thrust control is implemented differently than on other Flight Simulator panels. Instead of using joystick throttle or Flight Simulator keys, the panel uses custom keys (Numpad PLUS and Numpad MINUS by default) to move thrust levers between gates. You can also use pedestal view and move levers with the mouse. Thrust levers position can be checked by looking at thrust Flight Mode Annunciator on PFD, the thrust limit name on E/WD, or by checking the pedestal view.

Manual thrust control is still possible, using joystick throttle or Flight Simulator keys. Make sure that the panel-simulated thrust levers are left at IDLE, or set at CL but the autothrust is disengaged.

A/P and F/D indications on FMAThe last column of FMA display on PFD shows engagement status of autopi-lots and ight directors. First line is autopilot status, which can be AP 1, AP 2, AP 1+2 (both a/p engaged), and blank (none engaged).Second line shows FD status, which is 1FD2 (FDs engaged) or blank (FDs swithced off).



REV 01 SEQ 001

A/THR status

Initially, with thrust levers in IDLE (0) detent, the A/THR is OFF.

During takeoff, when levers are moved into TO-GA or FLX, A/THR becomes Armed. The engines are providing computed Takeoff, Go-around or Flex thrust.

At thrust reduction altitude, levers are moved back to CL gate. The area between IDLE and CL gates is Active A/THR range. This means that, as the A/THR was Armed,

it will automatically switch to Active status. A/THR will automatically control thrust according to any thrust demands. Thus, thrust levers are normally left in CL gate for the duration of ight.

Retarding levers to IDLE (0) de-activates A/THR system.

When A/THR is Armed or Active, a light on FCU A/THR button is illuminated. Pushing this button allows to disarm or deactivate A/THR system. Pushing this button with A/THR off will Activate the system if levers are at CL, or Arm the system if levers are ahead of CL.

AUTOFLIGHT

Autothrust modes

TOGAAutothrust provides xed maximum takeoff / go around thrust. This mode is active when thrust levers are in TO-GA gate, and A/THR.

FLXFlex thrust, used at reduced thrust takeoffs. The xed reduced thrust is calculated based on an assumed temperature entered on MCDU Perf Takeoff page. The reduced thrust is equal to the takeoff thrust that would be available at the assumed temperature. This mode is active when thrust levers are moved to FLX/MCT gate.

CLBFixed thrust equal to the climb thrust rating available at current ambient conditions. This mode is available only with A/THR Active, and is automatically used during climbs, with airspeed controlled by pitch.

IDLEAutothrust commands xed idle thrust. This mode is available only with A/THR Active, and is automatically used during descents.

SPEEDAutothrust controls engine thrust to maintain selected or managed airspeed. This mode is available only with A/THR Active, and is automatically used in level ights, ights with selected VS or FPA, or when the aircraft is following a specied vertical path.

MACHThis mode is identical to SPEED but is used when target is Mach number. The SPEED mode automatically transitions to MACH at predetermined altitude, and vice versa.




Autothrust Flight Mode Annunciations

The Flight Mode Annunciator (FMA) on PFD shows current modes and status of A/THR system. A/THR modes are shown in rst FMA column, and last column indicates current status of A/THR.

A/THR Mode A/THR Status

MANFLX 42

Thrust modes

Fixed TO-GA and FLX mode are shown in white and are boxed in white frame. MAN is added above mode name. For FLEX mode, assumed temperature is shown.

Other, active autothrust modes, are shown in green. “THR” is added before xed thrust modes. When a mode automatically changes, the new mode is surrounded in white box for several seconds.

A/THR statusWhen autothrust is armed, A/THR is shown in status column in Blue. When autothrust is active, A/THR is shown in status column in White. No indication is present with A/THR off.

Thrust reduction promptAfter takeoff, when passing Thrust reduction altitude which defaults to 1500 ft AGL, the system reminds you to move thrust levers back to CL detent, so that A/THR can become active. White “LVR CLB” ashes on thrust mode FMA until levers are placed in CL.

THR CLB

MANTOGA

LVR CLB

Alpha Floor

To aid in recovering from low speed / high angle of attack conditions, Alpha Floor autothrust mode is provided. Alpha Floor automatically activates below a predetermined airspeed, if above 100 feet radio altitude, and commands TOGA thrust. Alpha Floor engages regardless of A/THR status, and is available even with autothrust off and thrust levers at IDLE.

When Alpha Floor activates, green A.FLOOR in amber box ashes on thrust FMA.

During high alpha conditions, engaged Alpha Floor mode is the only possible autothrust mode. When engagement conditions no longer exist, the thrust remains locked at TOGApower. This condition is called TOGA LOCK. To unlock the thrust, the A/THR system mustbe rst deactivated.

A.FLOOR

TOGA LK




Speed guidance

Selected speeds

Pilot uses selected speed guidance to manually set the desired speed. The target speed is displayed in FCU SPD/MACH window, and is selected with SPD selector knob. Regardless of selected speed, the autothrust will not exceed maximum or minimum aircraft speed limits for current conguration.

Selected speed guidance is activated by Pulling the SPD selector knob. This action opens the SPD/MACH window to current airspeed or mach. Selector knob can be rotated to select desired speed target.

SPD/MACH button toggles between Airspeed and Mach modes. In Mach mode, the FCU window shows mach number. The current mode automatically switches from Speed to Mach at predetermined altitude, and vice versa.

Managed speeds

Managed speed guidance automatically controls computed speeds according to ight plan perform-ance speeds, speed constraints and limits, or default ight phase speeds if ight plan is not followed.

Managed speed guidance is activated by Pushing the SPD selector knob. The FCU speed window becomes dashed, and a white dot appears next to the window indicating that this function is in managed guidance mode.

Using selector knobs in Flight Simulator

Turn knob left Turn knob right

Push or Pull knob

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




Lateral guidance

Selected lateral modes

Two selected lateral modes are available, HDG and TRACK. These modes maintain selected heading or ground track.

Selected lateral guidance is activated by pulling the HDG/TRK selector knob. HDG/TRK window opens with current heading or track.

With selected lateral guidance active, turning the HDG selector knob will select a new heading or track. The aircraft will turn towards the new target in the direction of knob turn. The turn will continue in this direction even if a turn of more than 180° will be required. This is different to Boeing aircraft which will reverse the turn when the heading window is scrolled through the heading reciprocal to the existing one.

The guidance is toggled between HDG and TRACK by pushing the HDG-VS / TRK-FPA button on FCU. When such toggle occurs, the value in HDG window switches from heading to track and back.

Managed NAV mode

NAV mode provides lateral guidance along the ight plan entered into FMS. It is manually engaged by pushing the HDG/TRK selector knob. NAV mode is also automatically armed on the ground after a ight plan is entered.

In managed lateral modes, the HDG/TRK window is dashed and a white managed guidance dot is visible.

NAV mode disengages and switches to selected HDG mode when aircraft enters a ight plan discontinuity.

Armed NAV mode automatically engages several seconds after takeoff.

LOC mode

LOC mode is used during approaches to track localizer front course signals. It is armed by pressing the LOC button on FCU. Pressing APPR button arms both LOC and G/S modes for an ILS approach. LOC mode can only be armed if the ILS frequency is tuned. LOC mode cannot be used to track VOR radials.

Armed modes appear in blue color below active mode indication on Flight Mode Annunciator.

To disarm armed LOC mode, press the lighted LOC button.

Armed LOC mode engages (becomes active) at localizer capture.

LOC* mode

LOC* mode is a submode which occurs during localizer capture. It is an indication that localizer intercept is in progress but not yet completed.

RWY mode

RWY mode is automatically engaged at takeoff, if NAV is not armed. It keeps ground track equal to the departure runway course.




Vertical guidance

Open Climb (OP CLB)

Open Climb is a selected guidance mode. It is used when climbing directly to selected altitude. No ight plan constraints are honored. Open Climb mode uses THR CLB autothrust mode to maintain climb thrust, and maintains target airspeed by controlling aircraft pitch. Open Climb mode is engaged by Pulling the ALT selector knob, if altitude selected in ALT window is above current aircraft altitude. When approaching selected altitude, the aircraft will start to level off, and modes will switch to ALT and SPEED (or MACH).Open Climb is automatically engaged at the acceleration altitude if managed CLB mode doesn’t engage (aircraft is not following a ight plan).

Open Descent (OP DES)

Open Descent mode is used to descend directly to selected altitude. It controls aircraft pitch to maintain target speed, and commands idle thrust. Open Descent mode is engaged by Pulling the ALT selector knob, if altitude selected in ALT window is below current aircraft altitude.When approaching selected altitude, the aircraft will level off and switch to ALT mode.

Expedite modes

Expedite Climb (EXP CLB) and Expedite Descent (EXP DES) modes use pitch to control aircraft speed similiar to OP CLB and OP DES. Although, these modes engage managed speed guidance. EXP CLB mode commands Green Dot speed or maneuvering speed if not in clean conguration, while EXP DES commands 340 kts or 0.8 Mach.Expedite modes are engaged by pushing the EXPED button on FCU. If altitude selected in FCU ALT window is above current altitude, EXP CLB will engage. If selected altitude is below, EXP DES engages.

Vertical Speed (V/S)

V/S mode controls vertical speed selected in V/S window. The autothrust maintains target speed using SPEED or MACH mode.

V/S window is dashed unless V/S or FPA mode is engaged.

The V/S mode can be engaged in two ways. Pulling the V/S knob will engage V/S mode and will open V/S window to the existing vertical speed. Pushing this knob will engage V/S mode and open the window with zero vertical speed, which will result in aircraft levelling off.

The selected vertical speed can be changed by turning the selector knob.

Flight Path Angle (FPA)

FPA mode will be used instead of V/S mode if TRK-FPA is set with HDG-VS / TRK-FPA selector button. Its use and operation is the same, except that this mode will maintain selected Flight Path Angle, shown in degrees in V/S window.




Vertical guidance (continued)

Managed vertical guidance

The managed vertical modes, CLB, DES and ALT CST, provide automatic vertical control of aircraft, following vertical prole associated with ight plan entered into the FMS. Autothrust modes are automatically selected to comply to speed prole of ight plan. All speed and altitude constraints and speed limits entered in ight plan are obeyed. Speed guidance can be set to selected speeds; in this case the speed prole will be ignored.

Managed vertical guidance is engaged by Pushing the altitude selector knob. Engagement is indicated by white managed guidance dot next to FCU altitude window.

FCU altitude window is not dashed when in managed guidance. The altitude selected in ALT window always have priority over vertical ight plan prole. For example, if managed guidance is performing a climb to FL340, and altitude window is set at 18000, the aircraft will level off at 18000 ft and selected ALT mode will engage. To resume climb, select higher altitude (or cruise FL) and push altitude selector.

CLB mode is used during climbs. It maintains target airspeed using aircraft pitch, with thrust xed at CLB.

DES mode follows computed descent vertical path. This path is automatically calculated by FMS and uses thrust setting near IDLE.

If NAV managed lateral mode is active, the managed CLB mode will automatically engage when aircraft climbs above acceleration altitude, which defaults to 1500 ft AGL.

When ight plan contains altitude constraints, the aircraft will level off at such constraints, and ALT CST mode will engage. As soon as a waypoint with the constraint is passed, the climb or descent will continue automatically.

When cruise altitude is reached, the aircraft levels off and ALT CRZ mode engages. The descent doesn’t start automatically. To initiate the descent when near Top of Descent point displayed on ND, change FCU altitude window to a lower altitude, and push the altitude selector - this will engage managed DES mode. If DES mode is not engaged after passing the Top of Descent point, a white “DECELERATE” message will appear under Flight Mode Annunciators on PFD.

Sometimes the computed descent prole can contain a steep segment and guidance will be unable to keep target speed even using idle thrust. In this case, a white “MORE DRAG” message is displayed asking you to add more drag by partially extending speed brakes.

When ying at cruise altitude and it is desired to change the cruise FL, select new altitude on FCU and push ALT selector knob. This action will update the cruise FL entered in the FMS, and initiate ight level change.

Altitude acquire modes

The acquire modes, ALT*, ALT CRZ* and ALT CST*, provide the transition between previous vertical modes and altitude hold (ALT / ALT CRZ / ALT CST) mode. When acquire modes engage, the speed guidance switches to SPEED or MACH, and vertical speed is gradually decreased as aircraft approaches the level-off altitude.

Vertical mode reversions

Certain conditions or pilot actions will cause the active vertical mode to be switched to another mode. This happens in following cases:

• If descending in V/S or FPA, and aircraft approaches maximum speed limit (Vmax), OP DES engages.• If climbing in V/S or FPA, and aircraft approaches minimum speed limit (Vls), OP CLB engages.• If climbing in OP CLB or EXP CLB, and FCU altitude window is changed to a value below current altitude, V/S is engaged with current vertical speed.• If descending in OP DES or EXP DES, and FCU altitude window is changed to a value above current altitude, V/S is engaged with current vertical speed.




Vertical guidance (continued)

Speed Reference System

Speed Reference System (SRS) vertical mode is automatically engaged at takeoff or a go-around, ensuring optimum climb performance. This mode commands aircraft pitch to maintain reference speed. During takeoff, this speed is V2+10. During go-around, the reference speed is Vapp or speed existed at go-around initiation, whichever is higher.

The SRS mode automatically disengages and is replaced by CLB after passing acceleration altitude. This doesn’t happen, however, if FCU altitude is set below acceleration altitude.

Approach and landing modes

LOC and G/S modes

These two modes are used for ILS approaches. Both modes are armed by pushing APPR button on FCU. LOC and G/S modes can only be armed when an ILS frequency is tuned (automatically or manually). During localizer and glidesplope interception, LOC* or G/S* modes are activated, which change to LOC and G/S after capture. Armed LOC and G/S modes can be disarmed by pressing APPR button second time, if autoland procedure is not yet active.

When LOC and G/S are armed or active, second autopilot can be engaged for enhanced redundancy.

Autoland

Automatic landing is initiated with LOC and G/S modes engaged, at 400 ft above runway. The guidance mode controls on FCU become locked until touchdown, autopilot disconnect or go-around initiation.

The LAND mode becomes active lateral and vertical mode. LAND mode maintains ILS localizer and glideslope. At about 40-50 feet, LAND mode is replaced by FLARE mode, which reduces vertical speed prior to touchdown. At about 10 feet, aural “RETARD” call is heard which instructs the pilot to move thrust levers to IDLE position. At touchdown, ROLLOUT mode engages.



REV 01 SEQ 001

Flight Mode Annunciation

The FMA section on PFD displays current armed and engaged modes, autoight status, and approach capabilities.

AUTOFLIGHT

Autothrust modes

Vertical Active

Lateral Active

Autoight status

Vertical Armed

Lateral Armed

Approach capabilities

Active vertical and lateral modes are normally shown in green, armed modes are displayed in blue. When a mode is replaced by another mode, it’s indication is boxed in white for several seconds.

When autoland common modes LAND, FLARE or ROLLOUT are active, the mode name is written across lateral and vertical mode columns.

Approach capabilities are only shown when LOC and G/S modes are armed or active. This column also displays Decision Height (DH) or Minimum Descent Altitude (MDA), if an entry is made on MCDU.

Autoight status column includes information on active autopilots, active ight directors, and autothrust status. A/THR is shown in blue when autothrust is armed, in white when it is active, and is removed if autothrust is off.



REV 01 SEQ 001MCDU

Overview

The Multi-Function Control and Display Unit (MCDU) is the primary pilot interface with the ight management system. It is used ight plan entry, monitoring and revision, insertion of gross weight, fuel, temperatures, etc.

The MCDU contains a display screen, line select keys, and a keyboard.

The color MCDU screen has 14 lines. The top line displays page title. Most pages contain data elds, with labels above them. MCDU keyboard input appears on the bottom line, called the Scratchpad. Left and right Line Select Keys (LSK) are located next to screen lines. LSKs are used to insert information from scratchpad into corresponding eld, to select on-screen prompts, etc.

Some pages have additional sub-pages avaiable. In this case, a next page arrow is drawn in the top right corner of the screen, on the title line. Next page in a page set is displayed by pressing the NEXT PAGE button on MCDU keyboard.

Some pages, such as F-PLAN page shown here, contain many lines and some of them do not t on the display. This is indicated by white Scroll arrows in bottom right corner of the display. The display can be scrolled line by line using the Slew (arrow) keys on the MCDU keyboard.

Data is entered into any displayed eld by typing the data on MCDU keyboard - the entry appears on scratchpad - and then pressing a Line Select Key (LSK) adjacent to desired eld.

Some elds contain prompts. Fields marked with Carets (‘<’ or ‘>’) will call up different MCDU page when selected with LSK. Fields containing an arrow prompt will perform certain action when selected.

Color use

Different colors are used to simplify interpretation of displays. These general rules are used:

WHITE is used to display titles, data eld labels, page selection prompts, and messages. Data regarding “TO” waypoint and destination is also white.BLUE indicates data which can be modied by the pilot. Alternate ight plan is also shown in blue.AMBER indicates mandatory entry elds, and prompts which require pilot conrmation.GREEN is used to display data that cannot be modied by pilot. Active route waypoints except “TO” are also shown in green.YELLOW is used to display a temporary ight plan.

Keyboard

The keyboard contains alpha-numeric keys for data entry, page selection keys, and some special keys. Page selection keys in the upper part call up corresponding MCDU page. CLR key erases input from the scratchpad, character at a time. If scratchpad is empty, pushing CLR will display “CLR” on scratchpad; this is used to clear or revert to defaults the data elds which support clearing. OVFY key is used to mark a waypoint on ight plan as Overy waypoint.Slash (‘/’) is used to separate parts of entries for elds which support two entries at once (for example, speed and altitude entry for constraint waypoint).For ease of MCDU keyboard entry, you can use your PC keyboard. The input method is dened using the Panel Conguration Utility. It defaults to holding down Ctrl and Windows keys while performing an entry.



REV 01 SEQ 001MCDU

General principles

Flight plans

The ight plans represent the routing between the origin and destination airports, and consist of a set of waypoints. A ight plan can be manually entered on F-PLN pages. Flight plans can be saved to les, and later can be loaded from a le. Entering a company route name on INIT page also allows to automatically load a ight plan, if a le with such name exists.

A lateral ight plan can include the following elements:• Takeoff runway• Standard instrument departure (SID)• Enroute waypoints and airways• Standard terminal arrival route (STAR)• Landing runway and approach• Alternate ight plan

An alternate airport and alternate ight plan can be specied. If diversion is desired, the alternate destination can be activated at any point, and alternate ight plan will be inserted into active ight plan starting from a selected waypoint.

Vertical ight plan

The vertical ight plan is automatically created by the FMS based on selected cruise ight level, entered performance data, and all speed and altitude constraints associated with waypoints. Vertical ight plan is computed to provide best performance altitude and speed prole of the ight. When vertical ight plan is computed, the FMS is able to provide altitude, speed, time and fuel predictions for each waypoint and for destination.

Each waypoint can contain an associated Altitude and Speed constraints. Such constraints require that the waypoint is passed at, above, or below specic altitude, and at given speed.

Speed limits set the maximum allowable speed below specic altitude. Speed limits can exist for origin and destination airports.

The computed vertical prole provides optimum climb, when possible, to cruise ight level, longest possible ight on cruise FL, and descent path targetting minimum power settings.

After vertical ight plan is computed, the FMS automatically inserts oating Pseudo-waypoints into ight plan which represent the points on the route where speed change, level off or start of descent will occur. Pseudo waypoints can move on the ight plan or disappear as the vertical ight plan is recalculated, due to guidance mode or performance changes.

Performance data

The MCDU accepts entries of such gures as Cost Index, Cruise FL, Zero Fuel Weight, Block Fuel, Assumed temperature, etc. Based on this entry, FMS automatically computes engine thrust limits, economy speeds for all phases of ight, ight envelope limits, and other parameters required for automatic ight.



REV 01 SEQ 001

General principles (continued)

Flight phases

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

MCDU

Flight Phase

PREFLIGHT

TAKEOFF

CLIMB

CRUISE

DESCENT

APPROACH

GO AROUND

DONE

Optimum Speed

-

V2+10

ECON CLB

ECON CRZ

ECON DES

Vapp

Highest of Vapp or Current

-

Switching condition to next phase

SRS takeoff mode engaged, Takeoff power set

At acceleration altitude

Reaching Cruise FL

Descent initiation within 200 nm of destination

Overying DECEL pseudo waypoint, or manual activation of approach phase

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

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

To PREFLIGHT: in several seconds

Managed speed guidance in DESCENT phase allows speed variation within certain range of target speed. This is done to maintain descent path while minimizing fuel consumption. The speed may vary for up to 20 knots above or below target speed, if existing speed limits and constraints permit so.

When APPROACH phase becomes active, the managed speed guidance will automatically decelerate the aircraft to maneuering speed for current conguration. As aps are extended, the speed target will decrease and Vapp will be commanded when landing aps conguration is reached.



REV 01 SEQ 001MCDU

MCDU Menu page

Pressing the MCDU MENU key displays the MCDU MENU page.

On real aircraft, the MCDU provides interface to various systems. Such systems as DATA LINK or AIDS are not modelled in this simulation. Due to this, the only available system is FMGC.

Selecting FMGC or RETURN prompt will open the INIT page.

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R



REV 01 SEQ 001MCDU

INIT A page

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

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

1L CO RTE: Company route name. If entry is made, and a saved route le exists with such name, a route selection page appears allowing you to load this route le. If ight plan will be manually entered, this entry is not necessary.

ALTN RTE: Alternate route name. Not modelled.

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

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

COST INDEX: Cost index is used in economy speed computation. Effective range is 0..100. Lower value results in lower speeds and lower fuel consumption, higher value gives higher speeds and increased fuel costs.

CRZ FL/TEMP: Cruise ight level and temperature at cruise FL. Flight level entry range is 001...390. Both values can be entered at once, separated by a slash. If temperature is not entered, it will be calculated using standard atmosphere model.

FROM/TO: Origin and Destination airport ICAO codes are entered here, separated by a slash. Entry erases any previous ight plan and creates a new ight plan consisting of just two airports. This entry is required.

ALTN: Alternate airport ICAO code can be entered here. Entry creates basic alternate ight plan, which is added to the end of active ight plan.

ALIGN IRS: When FROM/TO entry is made, the LAT/LON of origin airport appears at 4L and 4R. Coordinates can be adjusted as needed. After this, the Inertial Reference System must be aligned, this is indicated by amber ALIGN IRS prompt appearing here. Line select this prompt to align the IRS.

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

WIND: Not modelled

TROPO: Default tropopause altitude is 36090 feet. It can be modied by entering new altitude here. Clearing the eld (Press CLR and Line Select this line) will reset it to default value.

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R



REV 01 SEQ 001MCDU

INIT B page

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

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

1L TAXI: Fuel used for taxi. Default value is 400 lbs. Another quantity may be entered.

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

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

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

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

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

ZFWCG/ZFW: Zero fuel weight Center of Gravity, and Zero Fuel Weight. ZFWCG entry is not modelled. Zero Fuel Weight is mandatory gure that allows the system to compute speed management and predictions. Entered in 1000s of Lbs (Kg)

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

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

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

2L

3L

4L

5L

6L

1R

2R

4R

5R



REV 01 SEQ 001MCDU

FUEL PRED page

FUEL PRED page is used in ight to display fuel and time predictions at destination airport. It is accessed by pressing FUEL PRED key on MCDU.

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

1L AT - UTC/TIME - EFOB: Displayed is destination airport, time and fuel predictions at destination. Before takeoff, TIME of ight is displayed. After takeoff, UTC time is displayed.

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

GW/CG: Aircraft gross weight and center of gravity is displayed after weights are initialized on INIT B page.

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

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

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

FOB: Fuel on board, computed from Fuel Flow (FF) and fuel quantity sensor (FQ)

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

CRZ WIND: Cruise wind, not modelled.

ALTN WIND: Alternate airport wind, not modelled.

2L

3L

4L

5L

6L

4R

5R

3R

6R



REV 01 SEQ 001MCDU

FLIGHT PLAN A page

Flight plan pages display all waypoints of the active and alternate ight plans, along with associated predictions. The pilot can make all revisions to the lateral and vertical ight plans through these pages. Left line selection keys perform lateral revisions, and right LSKs are used for vertical revisions.The page can be scrolled using MCDU slew keys. If Navigation Display is in PLAN mode, its map is centered on waypoint displayed in line 2 (or next line if line 2 contains ight plan discontinuity or pseudo waypoint).F-PLN B page is accessed by pressing NEXT PAGE key.

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

Page Title

This line displays ight number, if entered. “FROM” is displayed if the page is not scrolled up and the “FROM” waypoint is shown in line 1. When temporary ight plan is shown, this line displays “TMPY”.

Waypoints (Line 1..5)

Each line displays: • Waypoint name• Leg routing in white above waypoint name. This can be airway name, SID or STAR name, or special procedure• Time to go or UTC time of arrival at waypoint• Distance between waypoints• Speed and altitude predictions. An asterisk indicates that a constraint exists at this waypoint.

The active (“TO”) waypoint is always shown in white, while the rest of waypoints are green (or blue, if they belong to alternate route). For “TO” waypoint, bearing to it and track to next waypoint is displayed.

Destination (Line 6)

Line 6 shows destination airport ICAO code, time predictions, distance to go and estimated fuel on board at destination. Before takeoff, time to go is displayed. After takeoff, estimated UTC time of arrival is shown.

Route modication

Pressing left Line Select Key brings up a Lateral Revision page based on selected waypoint. Pressing Right LSK displays Vertical Revison page. These pages allow any route modications to be performed. Some revisions, although, can be done directly on F-PLN pages, as described below.



REV 01 SEQ 001MCDU

FLIGHT PLAN A page (continued)

Inserting a waypoint

To insert a waypoint directly on F-PLN page, type its name on the scratchpad and press left Line Selection Key at desired waypoint in ight plan. The selected waypoint will shift down, and new waypoint will be inserted before it, followed by a Flight Plan Discontinuity. Flight Plan Discontinuity indicates a break in the routing. It can be cleared with the CLR key.

If several waypoints with entered name exist, you will be presented with a DUPLICATE NAMES page, which lists all waypoints with this name found in the database. For each entry, the distance from present position, coordinates, and type of entry is displayed. Select desired entry from the list.

Custom waypoints can be inserted, which can be one of the following:• LAT/LONG, entered as N5122.9/W00243.2 or 5122.9N/243.2W. Such waypoints are labelled LL01, LL02 etc• PLACE/BEARING/DISTANCE, entered as DET/065/15. Such waypoints are labelled PBD01, PBD02 etc• PLACE-BEARING/PLACE-BEARING, for example, CPT-175/BDN-092. These entries are labelled PBX01, PBX02 etc.

If the pilot inserts a waypoint which is already present in the ight plan, the segment between selected waypoint, including it, and entered existing waypoint will be removed. This is used to quickly remove several waypoints.

Deleting a waypoint

A waypoint can be deleted by pressing CLR key - “CLR” appears on scratchpad - and pressing left LSK next to desired waypoint.Deleting (SPD LIM) pseudo waypoint removes corresponding climb or descent speed limit. Deleting other pseudo waypoints has no effect.

Setting waypoint constraints

Waypoint speed and altitude constraints can be entered directly on F-PLN page. Entry format is,• SPEED,• SPEED/ALTITUDE, or• /ALTITUDE.Speed entries above 100 are treated as Airspeed, entries between 0.15 and 0.82 are Mach numbers.Altitude can be entered as either baro altitude (5 digits) or ight level (3 digits).

Both speed and altitude constraints can be cleared from a waypoint by pressing CLR key and selecting waypoint wiht Right LSK.

FLIGHT PLAN B page

F-PLN B page is accessed by pressing NEXT PAGE from F-PLN A page, and displays fuel predictions for all waypoints of the ight plan. Also displayed are wind predictions, which are not modelled. F-PLN B page provides the same ight plan revision functions as F-PLN A page.



REV 01 SEQ 001MCDU

Lateral Revision pages

These pages give the pilot a list of lateral revisions which can be used to change ight plan. The pilot calls up these pages from F-PLN page by pressing left LSK at desired waypoint.

Different lateral revisions are available for different waypoints.

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

1L DEPARTURE: Gives access to Departure pages, where the pilot can select runways, SIDs and Transitions.

HOLD: Hold pages are not modelled.

ENABLE ALTN: Allows to enable alternate destination and switch to alternate ight plan at the revision waypoint. The alternate ight plan becomes active and replaces the segment from revision waypoint to destination airport.

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

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

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

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

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

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

3L

4L

5L

6L

LAT REV at the origin LAT REV at a waypoint

LAT REV at a the destination

2R

1R

3R

4R

Most functions on revision pages result in creation of tempo-rary ight plan. Temporary ight plan is displayed on MCDU and ND in yellow color, and can be reviewed before accepting. The “INSERT” prompt on temporary revision page accepts the revision and inserts it in the active ight plan. “ERASE” prompt, when selected, cancels the revision and returns to F-PLN page.



REV 01 SEQ 001MCDU

Departure pages

Departure pages allow to review departure procedures (Runway, SID, Transition) and enter them into the active ight plan. These pages are accessed by selecting DEPARTURE prompt on a Lateral Revision page for the origin.

First page lists available runways, second page shows available SIDs and Transi-tions. NEXT PAGE key can be used to switch between the pages. Use slew keys to scroll the pages to review all available choices.

Line select a desired runway. This displays temporary selected runway in yellow in the top line, and SIDs page is automatically displayed. Only SIDs compatible with selected runway are displayed. It is possible, though, to select a SID without selecting a runway.

When a selection is performed, it is highlighted in yellow, and is displayed at the top line. If a SID contains different enroute transitions, they are listed in the right column for selection.

As soon as any choice is made, the bottom line displays ERASE and INSERT prompts. INSERT prompt will accept the selection and insert procedures into the active ight plan. ERASE will cancel any selections made and return to original ight plan. You can select all portions including Runway, SID and TRANS before inserting them.

SID or TRANS selection can be removed by selecting “NO SID” or “NO TRANS” located at the bottom of the lists.

If a runway or SID was already selected before performing the revision, it is displayed in green in choices list and in top line. Temporary selected choices are yellow, and other choices are blue.

Selecting a runway changes origin airport waypoint to a runway waypoint. If only a runway and no SID has been selected, a “conditional” waypoint is added after runway waypoint, which instructs to climb straight ahead on runway heading until reaching 1500 ft AGL.

Arrival pages

Arrival pages allow to review arrival procedures (Approaches, VIAs, STARs, Transitions) and enter them into the active ight plan. These pages are accessed by selecting ARRIVAL prompt on a Lateral Revision page for the destination. Their organization and functionality is the same as for Departure pages.



REV 01 SEQ 001MCDU

Direct To page

Pressing the DIR key on MCDU keyboard brings up the Direct To page. It allows to create a direct leg from aircraft’s present position to any selected waypoint. This action automatically engages managed NAV lateral mode and the aircraft proceeds direct to selected waypoint.

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

Waypoint entry at 1L activates the Direct To function, adding the present position (Turn Point, “T-P”) waypoint followed by entered waypoint at the top of ight plan.

If the pilot enters a waypoint which is present in active ight plan, all waypoints before this waypoint are removed, and a direct leg to it is created.

You can also select any waypoint from the list in lines 2-6, which will place the selected waypoint into “DIR TO” eld and produce the same result as manually entering waypoint name. The waypoint list is identical to F.PLN A page and can be scrolled using slew keys.

If entered waypoint is not present in active ight plan, it is added on top of the ight plan following by a ight plan discontinuity.



REV 01 SEQ 001MCDU

Vertical Revision pages

These pages contain a menu of available vertical plan revisions that can be applied at a selected waypoint. The pilot calls up these pages by pressing right line select keys on F-PLN pages.

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

CLB or DES SPD LIM: Climb or Descent speed limit, depending on which ight phase the waypoint belongs to. New speed and altitude values can be entered. Speed limit can be cleared by using CLR key.

SPD CSTR: Speed constraint for the waypoint. Airspeed is entered as 100..350, Mach is entered as 0.15 .. 0.82. Entry can be cleared.

ALT CSTR: Altitude constraint. Entry can be cleared.

3L

2L

3R



REV 01 SEQ 001MCDU

PERF pages

The ight plan is divided into several phases: PREFLIGHT, TAKEOFF, CLIMB, CRUISE, DESCENT, APPROACH, GO-AROUND, DONE. Each phase except the preight and done phases has a performance (PERF) page. The PERF pages display performance data, speeds, and predictions.

Pressing the PERF key on MCDU calls up performance page for current active ight phase. Pages for next phases can be viewed by selecting “NEXT PHASE” prompt. Pages for phases already own are not available.

The page title for PERF page corresponding to active ight phase is green. Titles of pages for next phases are white

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

PREV PHASE: Select this prompt to access PERF page for previous phase. Not available for phases already own.

ACTIVATE APPR PHASE: Shown on page corresponding to active phase. Selecting and conrming this prompt will activate APPROACH phase.

NEXT PHASE: Select this prompt to access PERF page for next phase.

6L

6L

6R

Note: When APPROACH phase is activated, the managed speed guidance will target Vapp speed or maneuvering speed for current aircraft conguration. If Approach phase is activated by a mistake using PERF pages, the CLIMB phase can be activated by re-inserting the Cruize FL value at PROG or INIT page.



REV 01 SEQ 001MCDU

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

PERF TAKEOFF page

This page is displayed when pressing PERF key during preight.

V1, Vr, V2: Takeoff V speeds. Speeds are NOT automatically computed, and pilot entry is required as indicated by amber boxes. Airbus pilots use performance tables to determine these speeds. You can, however, make the FMS compute the V speeds by clicking the line select keys with right mouse buttons.

TRANS ALT: Origin airport transition altitude. The barometric reference should be switched to STD when climbing above this altitude. Transition altitude is called up from database when origin airport is entered on INIT page.

THR RED/ACC: Thrust reduction and acceleration altitude. At thrust reduction altitude, the pilot retards thrust levers and thrust is reduced from TO to CLB. At acceleration altitude the SRS pitch mode is replaced by CLB mode, and speed target changes from V2+10 to climb speed. Both altitudes default to eld elevation plus 1500 feet.

UPLINK TO DATA: Data link is not modelled.

RWY: Selected departure runway is displayed here. Runway entry cannot be performed through this eld

TO SHIFT: Distance between takeoff position and runway threshold, used to update FMS navigation computation. Entry is not required.

FLAPS/THS: Takeoff aps and trimmable horizontal stabilizer settings for takeoff. This eld allows entry and is used for reminder only.

FLEX TO TEMP: Assumed temperature for FLEX takeoff thrust calculation is entered here, if derated takeoff is desired. Entering high assumed temperature will reduce the takeoff thrust.

ENG OUT ACC: Engine out acceleration altitude.

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

The center column shows computed Flap retraction, Slat retraction, and Green Dot speed.



REV 01 SEQ 001MCDU

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

PERF CLIMB page

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

ACT MODE: Active target speed (ECON, selected SPD/MACH, or EXPEDITE). The pilot cannot modify it through this eld.

CI: Cost Index, as entered on INIT page. Field accepts entry of new cost index.

ECON: ECON is the optimum speed considering cost index, altitude, and gross weight. Speed limits and speed constraints, if any, may prevent the aircraft from ying at the ECON speed.

SPD/MACH: If CLIMB phase is not yet active, the pilot can preselect climb speed by entry in this eld. When CLIMB phase becomes active, if speed was preselected, the speed guidance changes to Selected, and FCU speed opens with preselected speed. In climb, entry in this eld cannot be made. Pushing the Speed selector knob on FCU reverts to managed speed guidance and blanks this eld.

1L

2L

3L

4L

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

PERF CRUISE page

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

ACT MODE: Active target speed (ECON or selected SPD/MACH). The pilot cannot modify it through this eld.



SPD/MACH: If CRUISE phase is not yet active, the pilot can preselect climb speed by entry in this eld. When CRUISE phase becomes active, if speed was preselected, the speed guidance changes to Selected, and FCU speed opens with preselected speed. In cruise, entry in this eld cannot be made. Pushing the Speed selector knob on FCU reverts to managed speed guidance and blanks this eld.

1L

2L

3L

4L



REV 01 SEQ 001MCDU

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

PERF DESCENT page

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

ACT MODE: Active target speed (ECON, selected SPD/MACH, or EXPEDITE). The pilot cannot modify it through this eld.



SPD/MACH: If DESCENT phase is not yet active, the pilot can preselect climb speed by entry in this eld. When DESCENT phase becomes active, if speed was preselected, the speed guidance changes to Selected, and FCU speed opens with preselected speed. In descent, entry in this eld cannot be made. Pushing the Speed selector knob on FCU reverts to managed speed guidance and blanks this eld.

1L

2L

3L

4L



REV 01 SEQ 001MCDU

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

PERF APPROACH page

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

QNH: Entry eld for destination sea-level atmospheric pressure. Entry can be made either in hPa (for example 1003) or in in Hg (29.92).

TEMP: Entry eld for destination temperature.

MAG WIND: Entry eld for destination magnetic wind direction and speed. Entry example is 15/270

TRANS ALT: Transition altitude for destination airport. When aircraft descends below this altitude, barometric reference should be changed from STD to QNH and destination pressure selected on BARO panel. Transition altitude is called up from database when destinatiom airport is entered on INIT page.

VAPP: The FMS computes this approach speed, using the formula Vapp = Vls + 5 +1/3•Headwind. The pilot can modify this computed value. Clearing the eld reverts it to the computed speed.

FINAL: Selected landing runway is shown. The pilot cannot modify it through this eld.

MDA: Minimum descent altitude can be entered here. If DH is entered in 3R, the eld is blanked.

DH: Decision height can be entered here. If MDA is entered in 2R, the eld is blanked.

LDG CONF: Two elds at 4R and 5R list possible landing aps congurations, CONF 3 and FULL. Selected conguration is shown in large font, and second conguration is in small font. Select desired conguration by pressing corresponding LSK.

1L

2L

3L

4L

5L

1R

2R

3R

4R5R

The center column shows computed ap retraction, slat retraction, green dot speed, and Vls.



REV 01 SEQ 001MCDU

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

PERF GO AROUND page

THR RED/ACC: Thrust reduction and acceleration altitude. At thrust reduction altitude, the pilot retards thrust levers and thrust is reduced from TO to CLB. At acceleration altitude the SRS pitch mode is replaced by CLB mode, and speed target changes from V2+10 to climb speed. Both altitudes default to eld elevation plus 1500 feet.

ENG OUT ACC: Engine out acceleration altitude.

5L

5R

The center column shows computed Flap retraction, Slat retraction, and Green Dot speed.



REV 01 SEQ 001MCDU

PROG pages

Progress pages allow selecting of new cruise FL, monitoring optimum and maximum cruise ight levels, checking navigation accuracy, and monitoring descent.

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

PAGE TITLE: Shows current speed mode (ECON, selected SPD/MACH, EXPEDITE) and ight phase.

CRZ: Cruise ight level. Cruise FL can be changed by entering a new value here. Also, when ying at cruise FL, the pilot can select a higher altitude in FCU altitude window and push ALT selector knob; this will automatically insert the new selected cruise FL into the FMS.OPT: The eld shows optimum ight level, based on gross weight, cost index and temperature.REC MAX: Recommended maximum altitude.

VDEV: Field is displayed only during descent and approach. Vertical deviation from computed vertical prole is shown.

BRG/DIST TO: The pilot can enter any waypoint in the “TO” eld. After this, the “BRG/DIST” eld constantly shows computed bearing and distance to this waypoint.

DIST: The two elds show required distance to land, following the routing of active ight plan, and direct distance to destination airport.

ACCUR: The line displays estimated navigation accuracy, required accuracy for current ight phase, and accuracy level (LOW or HIGH).

1

2

4

5

6



REV 01 SEQ 001MCDU

DATA INDEX page

DATA INDEX page provides a menu which gives access to different pages concerning the navigation data. The index page is displayed by pressing DATA key.

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

WAYPOINTS: lookup any waypoint in data base.

NAVAIDS: lookup any navaid in data base.

RUNWAYS: lookup any runway in data base

ROUTES: not implemented

A/C STATUS: aircraft status page

PRINT FUNCTION: not implemented

SAVE ROUTE: save active ight plan into le

LOAD ROUTE: load previously saved ight plan

IMPORT FS ROUTE: imports a route generated and saved by Flight Simulator built-in ight planner

POSITION MONITOR: displays current position computed by different systems

1L

2L

3L

4L

5L

6L

1R

2R

3R

5R



REV 01 SEQ 001MCDU

WAYPOINT page

WAYPOINT page is called from DATA INDEX page and allows to lookup any waypoint stored in navigation data base. After an entry is made at 1L, the eld at 2L displays waypoint latitude and longitude.

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

NAVAID page

NAVAID page is called from DATA INDEX page and allows to lookup any navaid stored in navigation data base. After an entry is made at 1L, the navaid information is displayed which includes navaid class, latitude and longitude, radio frequency, and station magnetic variation.

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R



REV 01 SEQ 001MCDU

RUNWAY page

RUNWAY page is called from DATA INDEX page and allows to lookup any runway stored in navigation data base. Enter ICAO airport code and runway at 1L. After this, the screen displays runway coordinates, runway length, course, and ILS frequency if runway has an ILS.

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

STATUS page

STATUS page is called from DATA INDEX page and displays aircraft model and engine types, and version of navigation data base.

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R



REV 01 SEQ 001MCDU

SAVE ROUTE page

SAVE ROUTE page is called from DATA INDEX page and allows to save the ight plan currently entered in FMS into a le. First, enter a name into 1L, then select STORE prompt at 2L. If CO RTE prompt is selected without entering name, the name is automatically created from origin and destination airport IDs merged together.Please note that a route should be saved before ight, as passed waypoints are removed from ight plan.Routes are stored in “PSS/Airbus A3xx” subfolder of Flight Simulator installation directory, and have le extension of “.AFP”

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

LOAD ROUTE page

LOAD ROUTE page is called from DATA INDEX page and allows to load one of previously saved ight plans. The page contains a list of saved routes.

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R

Selecting any route from the list opens the LOAD ROUTE conrmation page. This page displays the routing of saved ight plan, and provides options for Inserting the selected route into active ight plan, or cancelling the selection. This page is also displayed when an entry is made into CO RTE prompt on INIT page, and a saved ight plan with entered name exists.

2L

1L

3L

4L

5L

6L

2R

1R

3R

4R

5R

6R



REV 01 SEQ 001MCDU

IMPORT FS ROUTE page

IMPORT FS ROUTE page is called from DATA INDEX page and allows to import one of routes generated by Flight Simulator built-in ight planner. The page contains a list of routes found in “Flights\myts” folder in Flight Simulator installation directory. Selecting any entry will display a LOAD ROUTE conrmation page, with prompts for inserting selected route into active ight plan or cancelling the selection.

2L

1L

3L

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5L

6L

2R

1R

3R

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5R

6R

POSITION MONITOR page

POSITION MONITOR page is called from DATA INDEX page and allows to monitor present position calculated by different systems. The page shows positions computed by the two identical FMGCs installed on the aircraft, position calculated from received navaid bearings, average position of the three IRS’es, and deviation of each IRS position from FMS reference position.

The “FREEZE” prompt at 6L allows to freeze displayed data for close inspection. The prompt then changes to “UNFREEZE”, selecting which will restore constant display update.

2L

1L

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6L

2R

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6R



REV 01 SEQ 001MCDU

RADIO NAV page

RADIO NAV page is used to monitor and control the navigaion radios. It is displayed by pressing RAD NAV key.

The FMS automatically tunes NAV1 and NAV2 radios to the closest stations. Also, when approaching destination airport and ILS approach is selected, the ILS frequency is automatically tuned. You can manually set any radio frequency, which overrides the autotuning.

2L

1L

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6L

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6R

VOR1/FREQ: Station ID and frequency of NAV1 radio. Autotuned frequencies are shown in small font. You can enter new frequency or station ID, which will be displayed in lagre font. This overrides the autotuning. To resume autotuning, clear the eld using CLR key.

CRS: VOR1 course can be entered here. If an entry is made, the VOR1 autotuning stops.

ILS/FREQ: ID and frequency of ILS. When an ILS is automatically tuned for approach, the data is displayed in small font. Manual entry is possible and is displayed in large font. Manual entry can be cleared. Until ILS is automatically or manually tuned, the eld shows “--NAV--”. This is because Flight Simulator has only one radio for both NAV1 and ILS, and this radio is used as NAV unless ILS is needed.

ADF1/FREQ: Frequency of ADF radio. New frequency can be entered in this eld.

VOR2/FREQ: Station ID and frequency of NAV2 radio. Autotuned frequencies are shown in small font. You can enter new frequency or station ID, which will be displayed in lagre font. This overrides the autotuning. To resume autotuning, clear the eld using CLR key.

CRS: VOR2 course can be entered here. If an entry is made, the VOR2 autotuning stops.

1L

2L

3L

5L

1R

2R



REV 01 SEQ 001Backup instruments

DDRMI

The Digital Distance and Radio Magnetic Indicator displays DME distances and bearings to the tuned VOR stations. Bearing pointers are overlaid on magnetic heading compass rose.

VOR1 needle is single dashed, and VOR2 needle is double solid.

Standby instruments

Standby instruments serve as a backup to provide vital air data in case of electronic instrument sytstem failure. The instruments include analog airspeed indicator, single-needle altitude indicator with numeric readout, and attitude indicator.



REV 01 SEQ 001Landing gear

Gear panel

Gear controls and indicators include gear lever, gear indicator lights, autobrake system controls, and brake pressure indicator.

Gear lever can be controlled with the mouse, or using standard Flight Simulator keys.

Three indicator lights show status of left, nose and right gear. Green triangle indicates gear down and locked, red “UNLK” is shown when gear unlocked (in transit). No indication means gear up and locked, and bay doors closed.

Autobrake system provides automatic braking, and has 3 modes, “LO”, “MED” and “MAX”. Modes are armed and disarmed by pushing corresponding button. LO and MED modes are used for landings. At touchdown, if one of these modes is armed (blue “ON” is visible), the anti-skid brakes will be automatically applied. LO and MED modes provide different deceleration rates. When autobraking is in process, a green “DECEL” is illuminated on selected button.

MAX autobrake mode is used for takeoffs. In case of rejected takeoff, with MAX autobrake armed, speed above 80 knots and throttles retarded to IDLE or MREV, the system will automatically apply maximum braking.

BRAKES indicator gauge shows hydraulic brake accumulator pressure and pressure applied to left and right main wheel brakes.

ECAM WHEEL page

� Gear status � Bay door position

� Brake temperature � Temperature indication

� Release signals

� Autobrake mode

� Gear statusTriangles are green when gear down and locked, amber with gear unlocked, and not displayed when gear locked up.

� Bay door positionPosition of bay doors is shown, in green when doors are closed, and amber when doors are not closed.

� Brake temperatureBrakes temperature, amber when in caution range.

� Temperature indicationGreen arcs appear when brake temperature rises, and turn amber if the temperature is in caution range.

� Release signalsGreen bars appear in ight, and on ground when amount of braking activates anti-skid system.

� Autobrake modeApprears when any autobrake mode is armed or active, and shows selected mode.



REV 01 SEQ 001Controls on central pedestal

Thrust levers

The modelled thrust levers have 5 positions, REV, 0 (IDLE), CL, FLX/MCT, and TO/GA. They can be moved between these positions (gates) by dragging with the mouse, or using special keyboard shortcuts (Numpad PLUS and MINUS). The levers do not move when autothrust system is active and adjusts thrust.

Manual control of thrust is still possible. Leave the levers at IDLE or CL with A/THR off, and use joystick throttle or Flight Simulator keyboard commands. You can monitor resulting thrust on upper ECAM display (E/WD) engine indicators.

Engine panel

The engine panel contains fuel and ignition controls. The use of this panel during engine startup and shutdown is described in POWERPLANT chapter.

Speed brakes

The speed brake handle controls extending and retracting of speed brakes. The handle is dragged to desired position with the mouse. To arm ground spoilers for automatic deployment at touchdown, click the “GND SPLRS ARMED” label above the handle. Please note that in Flight Simulator you cannot arm spoilers while on ground, as they automatically deploy if thrust is at idle.

Flaps

Flaps lever controls aps and slats position. Lever positions are UP, 1, 2, 3, and FULL. If lever is moved into position 1 on the ground, the CONF 1+F (aps+slats) conguration is commanded. In ight, moving the lever into position 1 commands CONF 1 (slats only). Also, if in ight and in CONF 1+F, the aps will automatically retract and CONF 1 reached at airspeed above 215 knots.

Parking brake

Parking brake is set and released by using this lever.




Radio Management Panels

The Radio Management Panels (RMP) are used to tune COM1 and COM2 radios. Also, they can be used for standby nav tuning of NAV and ADF radios. If standby tuning is activated, it overrides automatic FMS and manual radios tuning performed through RAD NAV page of MCDU.

� Active freq � Standby freq

� Swap button

� Tuning knob� VHF1

� VHF2

� NAV � VOR � ADF

� Active freqThis window shows active frequency of selected radio. Active frequency cannot be changed directly.

� Standby freqStandby frequency for selected radio. This frequency can be selected using the Tuning knob, and then swapped into the Active frequency window for activation.

� Swap buttonPushing this button swaps the frequencies in Active and Standby window, thus making the frequency selected in Standby window the active tuned frequency of currently selected radio

� Tuning knobRotating the tuning knob changes the value displayed in Standby frequency window. The knob has Inner and Outer parts. Rotating Inner part, which is done by clicking left or right of it with LEFT mouse button, changes the fractional part of displayed frequency. Rotating Outer part by clicking with the RIGHT mouse button changes the whole part of frequency.

� VHF1Pushing this button selects COM1 radio and displays its active and standby frequencies. The selected radio has a green triangle light illuminated above its button.

� VHF2Selects COM2 radio for tuning.

� NAVThe guarded NAV button, when pushed, activates standby nav tuning, and enables the bottom row of buttons for selection. This overrides the automatic and manual nav radio tuning via FMS. Pushing lighted NAV button second time deactivates standby tuning.

� VORSelects a NAV radio for tuning, if standby tuning is enabled. Left Radio Management Panel controls NAV1 radio, and right RMP tunes NAV2 radio.

� ADFSelects ADF radio for tuning, if standby tuning is enabled.




Transponder

The transponder panel is used to set the “Squawk” code assigned by ATC. The transponder has a numeric keyboard for code input. New code is entered by rst pushing the CLR button, which displays dashes on code display. First dash blinks, which indicates input position. The four digits of the code are entered by pressing corresponding buttons. After a digit is entered, the next dash starts to blink, until all four are entered. Any input mistake can be erased by pushing CLR button, which erases last entered digit.

The active transponder code is not altered until the new entry is complete.



REV 01 SEQ 001APU

Overview

The Auxiliary Power Unit (APU) is a small jet engine located in the aircraft tailcone. It allows the aircraft to be independent of external pneumatic and electrical power supplies. The APU can provide bleed air for starting engines and for air conditioning, and drives a generator that provides electrical power. The APU can be started and used on ground and in the air.

APU Controls and indications

The APU is controlled from APU panel on the overhead. Its operating status can be monitored on ECAM APU page, which is automatically displayed during APU startup.

The MASTER SW button controls the power supply for automatic sequencing and protection during start up, operation, and shutdown. When selected ON - blue “ON” illuminates - the APU system is armed for automatic startup sequence. The APU intake ap automatically opens. Pushing the button with APU running extinguishes the ON light and initiates automatic shutdown sequence, during which the APU rpm decreases for a brief cooling period, after which APU is stopped.

The START button initiates APU startup sequence. It cannot be selected until APU intake ap opens, which is indicated by green “FLAP OPEN” indication on ECAM APU page.When the START button is pushed, blue “ON” light illuminates on the button. APU spools up. After automatic startup is complete, “ON” light disappears and green “AVAIL” light illuminates. “AVAIL” is also shown on ECAM APU page. From this moment, the APU is available.

The ECAM APU page shows gauges for APU rpm percentage and exhaust gas tem-perature. Also, when APU is running, the APU generator load, voltage and frequency is displayed, along with APU bleed air pressure and position of APU bleed valve.

The fuel for APU operation is automatically fed from left inboard wing tank. Fuel is normally available from tank pumps. If tank fuel pumps are selected off, the APU uses its own dedicated pump to supply fuel.



REV 01 SEQ 001Electrical system

Overview

The electrical power system consists of an AC system and a DC system. The power is normally provided by engine driven generators installed on each engine. The APU generator can be used before engine start.

On the ground, external power can be used. In case of loss of normal generation in ight, the aircraft can be supplied by an emergency generator driven by automatically deployed ram air turbine.

An automatic bus tie maintains power to AC1 and AC2 buses regardless of power sources being used: engine generators, single generator, APU or external power. Bus ties can be manually opened using BUS TIE overhead switch.

The power sources are prioritized. Each AC bus will use the rst available source in this order: Own engine generator, External power, APU, opposite engine generator, Emergency generator, Batteries. If APU power was used and external power is connected, the external power takes over the supply and APU is disconnected. If, after this, engine generator comes online, it replaces the external power. A bus can be powered only from a single power source.

Each generator, and EXT PWR, can power entire aircraft electrical system with this exceptions: • On the ground, if single engine generator powers entire system, the Main Galley is shed. • In ight, if Any single generator powers entire system, the Main Galley is shed.

The AC ESSential bus powers most vital aircraft systems, and is normaly fed from AC 1 bus. If AC 1 is unpowered, the AC ESS can be powered from AC 2 using AC ESS FEED switch on the overhead. If both AC buses are unpowered in ight, the Ram Air Turbine is automatically deployed which powers AC ESS bus via Emergency Generator. RAT is disabled with landing gear down, and when this occurs, the AC ESS bus is fed from Batteries via Static Invertor.

Two DC buses are fed from respective AC buses via Transformer Rectiers (TRs), and power the DC BAT bus. if one of AC buses is unpowered, the corresponding DC bus is fed from opposite DC bus via DC BAT bus. if both AC buses unpowered, the DC 1 and 2 buses are lost.

The DC ESSential bus is powered by DC BAT bus, or (DC1 and DC2 buses off) by AC ESS bus via ESS TR, or directly by batteries.

The two batteries are used for starting the APU and providing power when other sources are unavailable. The batteries automati-cally charge from DC BAT bus when their voltage is below a certain level. Before ight, you must ensure that the batteries are charged above 26 volts.

Controls and indications

ECAM ELEC page

The ECAM ELEC page shows electrical sources, buses, and power ow.

Each bus is represented by a gray rectangle with the name of the bus. The name is green when bus is powered, and amber when bus is unpowered.

AC generators - GEN1, GEN2 and APU GEN - are shown as white boxes. Listed are generator load percentage, voltage and frequency. When a generator is selected OFF, this is indicated by white “OFF”. EXT PWR box, when available, shows voltage and frequency.

Transformer-rectier units (TRs) are shown as TR1 and TR2, listing output voltage and amperage.

Two battery indications show voltage and current.

Power ow is indicated by green lines, connecting power sources to the buses. When the batteries are connected, green arrows to or from DC BAT bus indicate charging or discharging.



REV 01 SEQ 001Electrical system

Controls and indications (continued)

ELEC control panel (overhead)

� BAT � AC ESS FEED

� GEN � APU GEN

� BUS TIE

� EXT PWR

� GALY & CAB

� Bat voltage

� BATThe BAT buttons control the connection/disconnection of the corresponding battery to the aircraft electrical system. NO LIGHT: Auto, a battery is automatically connected by the system logic for providing power or recharging. OFF: A battery is manually disconnected.

� Bat voltageThe LCD windows show battery voltage. The readouts are always powered, and can be read without applying any power to the aircraft.

� AC ESS FEEDControls the selection of power source for AC essential bus. NO LIGHT: Default, AC ESS is powered by AC1 bus. ALTN: AC ESS is powered by AC2 bus.

� GENAllows to manually disconnect engine 1 or 2 generator from the system. NO LIGHT: Default, a generator is connected to the electrical system if an engine is running and electrical parameters are normal. OFF: A generator is disconnected from the electrical system.“FAULT” light is illuminated when a generator is selected ON and is not providing power. This is normally seen prior to engine start.

� APU GENAllows to manually disconnect APU generator from the system. NO LIGHT: Auto, APU generator is automatically connected to the electrical system when APU is running, electrical parameters are normal and there are no higher-priority power sources available (Engine generator or EXT PWR).OFF: APU generator is disconnected from the electrical system.

� BUS TIEControls the bus tie logic. NO LIGHT: Auto, the bus tie automatically splits or connects the two AC buses to provide single source to each bus.OFF: The bus tie opens, and the two AC buses are isolated.

� EXT PWRUsed for selection and deselection of external power. If external power is plugged to the aircraft and power parameters are in normal range, the green “AVAIL” light illuminates. In the PSS Airbus panel, the external power is always available when engines are shut down and parking brake is set.Pushing the button when AVAIL light is on connects external power source to the electrical system. Blue “ON” light is illuminated, and “AVAIL” light extinguishes.Pushing the button again with EXT PWR connected (“ON” illuminated) disconnects the external power from the system (it stays physically plugged to the aircraft though, and is disconnected by ground personnel).

� GALY & CABControls power supply to the main galley bus.NO LIGHT: Auto, the galley is powered unless it is automatically shed by the system logic. OFF: Removes electrical power to all galley equipment.



REV 01 SEQ 001Fuel system

Overview

The fuel is contained in one center and two wing tanks. The center tank is generally lled last and used rst. The wing tanks are divided into outer and inner cells by sealed ribs with transfer valves installed.

The fuel is drawn by fuel pumps. There are two pumps in center tank and each wing tank inner cell. The operation of fuel pumps is fully automatic. The wing tank fuel pumps are always used to supply fuel to the engines during takeoff and landings; center tank pumps are automatically deactivated when slats are extended.

The wing tank fuel pumps are tted with pressure reducing valves to allow the center tank fuel pumps to preferentially supply the engines when the center tank pumps are operating. This ensures that the center tank is emptied rst.

Wing tank fuel is drawn from inner cells. When fuel quantity in either inner cell reaches a preset level, all outer tank transfer valves open to allow fuel from the outer cells to ow into the inner cells.

A crossfeed valve is located between the left and right fuel systems. It allows both engines to be fed from one wing tank to balance the fuel load, or one engine to be fed from both sides to utilize all the fuel in a single engine situation.

A dedicated APU pump is located in left fuel manifold and automatically supplies fuel for APU if main pumps are not energized.


ECAM FUEL page

This page shows a schematic diagram of fuel system operation.

The total fuel on board (FOB) is displayed, along with quantities in each tank and cell. Wing transfer valves are represented as doors which open when a valve opens.

Tank pumps are represented by boxes:

Pump is working

Pump is commanded OFF by system logic

Pump is manually selected OFF

Circles represent the position of engine and APU LP valves and crossfeed valve.

Fuel used by each engine is displayed above corresponding engine valve. It is shown in amber when engine is not running, and automatically resets to zero at engine start.

Fuel temperature readouts are displayed below each wing tank.



REV 01 SEQ 001Fuel system


FUEL control panel (overhead)

� Wing Pumps � MODE SEL

� X FEED

� Center pumps

� Wing PumpsThe pump buttons control wing tank pumps. NO LIGHT: Fuel pump is energized. OFF: Fuel pump is deactivated.“FAULT”: Amber FAULT light is illuminated if tank fuel quantity is low. It is inhibited when a pump is selected off.

� Center pumpsThe pump buttons control center tank pumps. NO LIGHT: Fuel pump is enabled and operates when commanded by system logic. OFF: Fuel pump is deactivated.

� MODE SELSelects automatic or manual operation of center tank pumps. NO LIGHT: Automatic, center pumps work when commanded by system logic. MAN: Center pumps are controlled by position of CTR TK PUMP buttons.

� X FEEDControls the position of fuel crossfeed valve. NO LIGHT: Default, the valve is closed. ON: Crossfeed valve opens.“OPEN” light is illuminated green when crossfeed is selected ON and crossfeed valve fully opens.



REV 01 SEQ 001Powerplant


The engine startup controls and indicators include engine panel on the central pedestal, manual engine start panel on overhead, Engine/Warning Display (upper ECAM, see dedicated chapter) and ECAM ENG page of the Systems Display.

Engine panel

The engine panel is located on central pedestal. It contains engine MASTER switches for both engines, and MODE selector with three positions, CRANK, NORM and IGN/START. This panel is used for initiating automatic engine startup and shutdown sequences.

Manual engine start panel

This panel located on the overhead is used for manually starting up the engines. It includes two guarded pushbuttons which select manual startup mode.

ECAM ENG page

The Systems Display ENG page is automatically displayed during engine startup, and can be manually called up using ECAM control panel. It includes the following:• Fuel used per engine readouts,• Oil quantity gauges,• Oil pressure gauges,• Oil temperature readouts,• Engine nacelle temperature readouts,• N1 and N2 vibration readouts.

Engine startup requirements

Engine startup procedure requires supply of fuel, electrical power, and bleed air. Electrical power and bleed air can be provided by starting the APU or connecting the external power. If external power is used, the X BLEED switch on the AIR COND panel must be moved from AUTO to OPEN position to provide bleed air for right side engine.

Without electrical power or bleed air, the engines WILL NOT START.

Automatic startup

The automatic startup sequence is performed for each engine by following steps:• Rotate MODE selector to IGN/START position, this identies engine start.• Move desired engine MASTER switch to ON position. The automatic startup sequence initiates.• After engine is started, return MODE selector to NORM.

Engines can also be started using standard Flight Simulator “Autostart” key combination (Ctrl-E). Electrical and bleed air supply must still be established.

Manual startup

To start an engine manually, do the following:• Rotate MODE selector to IGN/START position, this identies engine start.• Push corresponding MAN START button on overhead, this identies manual start and opens engine start vave.• Monitor N2 rpm, at 15% move corresponding MASTER switch to ON. This opens fuel valve and engages the igniters.• After engine is started, return MODE selector to NORM.

Shutdown

To shutdown an engine, move corresponding MASTER switch to OFF. After engines shutdown, the fuel pump buttons on overhead panel are normally switched to OFF.



REV 01 SEQ 001Hydraulics

Overview

The hydraulic system is made up of three separate and independent systems: Green, Blue, and Yellow. Each is supplied by its own hydraulic reservoir. Each system provides pressure to operate many major components, such as ight controls, slats and aps, landing gear, cargo doors, and the emergency generator. Each system has its own pump (or pumps), reservoir, accumulator, and except for the Blue system, a re valve.

The Green system is powered by Engine 1 driven pump. The Yellow system is powered by Engine 2 driven pump, or a backup electrical pump. The Blue system is powered by an electrical pump, or by the Ram Air Turbine in case of emergency.

The Green and Yellow hydraulic systems have a power transfer unit (PTU) installed. The PTU allows transfer of pressure between the Green and Yellow systems. When there is a predetermined pressure difference between the Green and Yellow systems, the PTU operates to pressurize the low system.


HYD control panel (overhead)

� ENG 1 PUMP

� ENG 2 PUMP

� ELEC PUMP

� RAT MAN ON � PTU

� ELEC PUMP

� ENG 1 PUMP� ENG 2 PUMPControl operation of engine pumps. NO LIGHT: On, a pump pressurizes its hydraulic system when the engine is running. OFF: Pump is depressurized.

� ELEC PUMPControl operation of blue electrical pump. NO LIGHT: Auto, the pump operates when AC power is supplied and any engine is running. OFF: Pump is deenergized.

� ELEC PUMPControl operation of yellow electrical pump.NO LIGHT: Off, the pump is deenergized. ON: Pump constantly works if AC power is available.

� RAT MAN ONThis guarded button, when pushed, extends the Ram Air Turbine to pressurize the Blue system.

� PTUControls the operation of Power Transfer Unit. NO LIGHT: Auto, the PTU automatically operates if the differential pressure between the Green and Yellow systems exceeds a predetermined limit.OFF: The PTU is deactivated.



REV 01 SEQ 001Hydraulics


ECAM HYD page

This page shows a diagram of hydraulics operation. The Green, Blue and Yellow systems are shown with their components. The displayed components are (bottom to top):

• Hydraulic reservoir and hydraulic uid level• Fire shutoff valves (Green and Yellow systems)• Pumps• Hydraulic pressure readout.

The pumps are represented by boxes. Following indications are used:

Pump is selected ON

Pump is selected ON but supplying low pressure

Pump is selected OFF

When PTU is operating, the arrows indicate the direction of power transfer.

LO



REV 01 SEQ 001Pneumatics

Overview

The pneumatic system is designed to provide air pressure for air conditioning, engine starting, wing anti-icing and hydraulic reservoir pressurization. High pressure air can be supplied by engine bleed systems, APU bleed, or external power.

Engine 1 and 2 bleed systems are connected by a common duct. APU and ground air sources are also connected to the duct.System logic prevents the pneumatic duct from being pressurized by more than one source of air.

Engine bleed air is normally bled from the intermediate pressure (IP) stage of the engines’ high pressure compressor. This minimizes fuel penalties. If pressure and/or temperature from the IP stage is not adequate, air is bled from a high pressure (HP) stage of the same compressor. Engine bleed air pressure is regulated by the engine bleed valve, which also functions as a shutoff valve. The engine bleed valve closes during engine start, or when APU bleed valve opens.

Air supplied by the APU compressor is available on the ground and in ight.

A crossbleed valve in the common duct allows the engine bleed systems to be connected or isolated.


AIR COND control panel (overhead)

� ENG 1 BLEED

� APU BLEED � X BLEED

� ENG 2 BLEED

� ENG 1 BLEED� ENG 2 BLEEDControl operation of engine bleed valves. NO LIGHT: On, bleed valve opens when engine bleed air pressure and temp are normal, and the APU bleed valve is closed. OFF: Bleed valve closes.

� APU BLEEDControl operation of APU bleed valve. NO LIGHT: Off, the APU bleed valve is closed. ON: APU bleed valve opens if APU bleed air is available.

� X BLEEDControls the crossbleed valve.AUTO: Valve opens when APU bleed valve is open, and closes otherwise. OPEN: Valve opens and remains open. SHUT: Valve closes and remains closed.



REV 01 SEQ 001Pneumatics


ECAM BLEED page

The lower part of ECAM BLEED page is dedicated to bleed air compressed air supply.

Engine number

Engine bleed valve

Compressor stages

APU bleedExternal power

Air PSI and temp

Crossfeed valve

This page shows all sources of compressed air. For engine bleed, the engine bleed valve and HP bleed valve positions are displayed. Engine number is shown in amber when an engine is shut down.

APU air ow is shown when APU bleed valve is open.

Position of crossbleed valve is displayed on the common duct line.

For each half of air duct, the air pressure and temperature is displayed.



REV 01 SEQ 001Air conditioning

Overview

The air conditioning system provides ventilation, humidity, and temperature control for the cockpit and cabin. The air conditioning system allows air in three independent zones to be continuously refreshed and maintained at the selected temperature. The three zones are the cockpit, forward (FWD) cabin, and AFT cabin.

The air conditioning system is supplied by hot air from the pneumatic system which is routed through the pack control valves to the two air conditioning packs. The conditioned air leaving the packs is then routed to the mixing unit, where recirculated cabin air is added. This air is then distributed to the three zones.

Hot bleed air which bypasses the packs can be added to conditioned air that is routed to a particular zone. The valves that allow this hot air to mix with air conditioned pack air are the trim air valves.

In ight a ram air inlet can be opened to supply the mixing unit with ambient air if both packs fail or if smoke removal is necessary.


AIR COND control panel (overhead)

� PACK 1

� PACK FLOW � HOT AIR

� PACK 2

� PACK 1� PACK 2Switch pack ow control valves. NO LIGHT: Auto, valve is regulating the pack ow. Valve closes during engine start.OFF: Pack ow control valve is closed.“FAULT” light is illuminated when a disagreement between the actual and selected position of the pack ow control valve exists, for example, when no bleed air is supplied.

� PACK FLOWThis selector allows the pack volume ow to be varied manually..

� HOT AIRControls the hot air valve which supplies hot air to the zone trim valves.NO LIGHT: On, the hot air valve regulates hot air pressure. OFF: Hot air moves to fully closed position.

� RAM AIRGuarded button is used to open the emergency ram air inlet.NO LIGHT: Off, the ram air inlet is closed. ON: Ram air inlet opens.

� RAM AIR



REV 01 SEQ 001Air conditioning


ECAM BLEED page

The upper part of ECAM BLEED page shows the air conditioning packs and mixing unit.

Each pack is controlled by pack ow control valve. Valve position is indicated by a needle moving between LO and HI. For each pack, the pack compressor outlet temperature (lower), pack bypass valve postition and pack outlet tem-perature (upper) are displayed.

The packs are connected to the mixing unit, which is depicted as a horizontal line. It turns amber if no air supply is provided.

Ram air inlet position is also displayed.

ECAM COND page

ECAM COND page is used for monitoring zone temperatures and operation of conditioning system.

Depicted are the Cockpit, forward and aft cabin zones. For each zone, the zone temperature and air conditioning duct temperature are displayed.

The position of trim valves (Cold-Hot) is displayed by the needles connected to the hot air valve symbol.



REV 01 SEQ 001Pressurization

Overview

The pressurization system controls the aircraft cabin air pressure to maintain safe differential pressure between cabin air and ambient air.

The cabin pressure is represented as cabin altitude. A cabin altitude of 2000 ft means that the cabin air pressure is the same as it would be in the standard atmosphere at 2000 ft above sea level. Rate of change of cabin pressure is represented by cabin vertical speed.

The pressurization system controls the cabin vertical speed by changing the position of the Outow valve, which vents cabin air overboard. Cabin pressurization can be controlled automatically by pressure controllers, or manually controlling the cabin vertical speed.

Two safety valves prevent excessive positive or negative differential pressure.

Automatic pressure control

The pressure controllers control cabin altitude using different pressurization modes, depending on ight phase:

• Ground - the aircraft is depressurized by fully opening the outow valve.• Takeoff - to avoid a pressure surge at rotation, the aircraft is prepressurized to cabin altitude of 400 ft below eld elevation.• Climb - cabin altitude is varied depending on the aircraft climb rate• Cruise - the controllers maintain minimum cabin altitude compatible with maximum cabin differential pressure.• Descent - the cabin altitude is decreased to reach the cabin altitude of selected landing elevation before touchdown.• Touchdown - residual cabin pressure is released gradually, then outow valve fully opens.


CABIN PRESS control panel (overhead)

� MODE SEL � LDG ELEV

� DITCHING� MAN V/S CTL

� MODE SELNO LIGHT: AUTO, the pressurization is controlled automatically by the active pressure controller.MAN: Manual control, the pressure controllers are deactivated and outow valve is manually controlled.

� MAN V/S CTLWhen MODE SEL button is set to MAN, this toggle switch gradually opens or closes the outow valve. The switch is springloaded to neutral position. Use ECAM PRESS page to monitor cabin V/S, altitude and differential pressure

� LDG ELEVLanding elevation selector switch. When set to AUTO, the database elevation of DEST airport entered into FMS is used. Other positions are marked in 1000s of feet and manually select the landing elevation.

� DITCHINGPushing this guarded button will close all aircraft openings located below otation line. The outow valve, emergency ram air inlet, avionics ventilation inlet and extract valves, and pack ow control valves are automatically closed.



REV 01 SEQ 001Pressurization


ECAM PRESS page

This page is used to monitor the operation of pressurization system.

The three big gauges show cabin differential pressure, cabin vertical speed, and cabin altitude. Selected landing elevation is displayed above the gauges.

Pressurization system is depicted in the lower part of the page. The system is controlled by one of the two pressurization controllers. The control is automatically switched between controller 1 and controller 2 after each ight. The active controller is shown by “SYS 1” or “SYS 2” indication.

If MODE SEL is set to MAN (manual control), “MAN” indication is visible.

The aircraft pressurized area is depicted by the big rectangle with pressure valves shown. Position of each valve is indicated by a needle.

Air ow from air conditioning packs is shown with arrows, which turn solid amber when a pack is not supplying the air.

ECAM CRUISE page

The CRUISE page is automatically displayed in normal ight. Among other information, it shows cabin differential pressure, vertical speed, altitude and landing elevation. Also shown are the zone temperatures.



REV 01 SEQ 001GPWS

Overview

The Ground Proximity warning system will provide aural and visual warnings when aircraft is in danger of ground impact. It detectsnumerous dangerous conditions and can produce the following warnings:

“SINKRATE”: Warning of high barometric descent rate into terrain, or high sink rate near the runway threshold. The lower your altitude is, the lower descent rate will trigger this alarm.

“PULL UP”: Excessive sink rate near ground, requires immediate action.

“TERRAIN TERRAIN”: Excessive terrain closure rate.

“DON’T SINK”: Alerts to an inadvertent descent into terrain after takeoff. The alert is given after signicant altitude loss, which allows for small sinking due to ap retraction etc.

“TOO LOW, TERRAIN”: Insufciant terrain clearance while not in landing conguration. The warning envelope depends onairspeed and radio height.

“TOO LOW, GEAR”: Too close to ground, at small airspeed and gear are not down. Can be inhibited.

“TOO LOW, FLAPS”: Too close to ground, at small airspeed, gear down and aps are not in landing position. Can be inhibited.

“GLIDESLOPE”: Descending below glideslope. Active when ILS is available and gear down. The warning envelope contains two boundaries: “soft” warning and “hard” warning. Both boundaries are a function of glideslope deviation and radio altitdue. When aircraft penetrates the “soft” alerting region, the pilot is given a “calm” warning; if the airplane subsequently enters the “hard” region, the warning becomes loud. The lower your altitude and the closer you are to glideslope transmitter, the higher is the amount ofglideslope deviation required to trigger the warning.


GPWS control panel (overhead)

� SYS � FLAP MODE

� LDG FLAP 3� G/S MODE

� SYSNO LIGHT: ON, the GPWS system works and generates all warnings.OFF: GPWS is disabled. No warnings will be generated.

� G/S MODENO LIGHT: ON, the GPWS system generates Glideslope warnings.OFF: Glideslope GPWS warnings are disabled.

� FLAP MODENO LIGHT: ON, the GPWS system generates Flaps warnings.OFF: Flaps GPWS warnings are disabled.

� LDG FLAP 3Selects landing ap conguration for “TOO LOW FLAPS” warning processingNO LIGHT: Landing conguration is CONF FULL.ON: Landing conguration is CONF 3.

GPWS - G/S button

This button is located on the center panel near the standby instuments (on real aircraft it is located on the wing of glareshield). When any GPWS warning is generated, an amber “GPWS” light is illuminated. When Glideslope warning is active, “G/S” is illuminated. Pushing this button while Glideslope warning is heard suppresses all glideslope warnings. This permits deliberate descent belowthe glideslope in order to utilize the full runway length under certain conditions.



REV 01 SEQ 001Other controls

Other controls on overhead panel

Wing anti ice Engine anti ice Window heating

Strobe lights

Runway turnoff lights

Beacon lights

Landing lights

Wing lights

Navigation and Logo

lights

Taxi lights

Seat belts switch

No smoking switch

Wing and engine anti-icing is controlled by corresponding button. When a button is switched to ON, the anti-icing is engaged. Probe and window heating is automatic with button deselected. Pushing the button - “ON” illuminates - manually engages the heating.

Seat belts signs are switched on and off by the SEAT BELTS switch. NO SMOKING can be switched on, off, or set to AUTO. In this case NO SMOKING signs are automatically illuminated when landing gear are not locked up.



REV 01 SEQ 001Chronometer

The chronometer is located on main panel. It includes an UTC time and date display, a chronometer and an elapsed time counter. Also, a selector switch is added which controls Flight Simulator simulation rate (time compression).

DATE button Chronometer display

Chronometer hand

Sim rate switch

Time / date display

Elapsed time switch

Elapsed time display

Chronometer button

Seconds indicator

The central window displays UTC hours and minutes. The seconds indicator divides a minute into four parts. No marks are displayed from 0-14 seconds, one mark is displayed from 15-29 seconds, two marks are displayed from 30-44 seconds, and three marks are displayed from 45-59 seconds. A push of DATE button toggles the display between UTC and Date, showing month and day.

The chronometer has a digital minutes window and an analog seconds hand. The chronometer is controlled by CHR button:• First push starts the chronometer,• Second push stops the chronometer and freezes the display and the hand,• Third push resets the display and hand to zero.

The elapsed time counter displays elapsed hours and minutes on a digital display. It is controlled by ET switch which has three positions:STOP: The chronometer is stopped.RUN: The chronometer is running. Moving the switch to STOP and then to RUN doesn’t reset the chronometer.RST: Resets the chronometer. This position is springloaded to STOP.

The Simulation rate switch allows toggling between 2x / 4x time comression and returning to normal time rate.



REV 01 SEQ 001Panel conguration utility

The PSS Aibus panel package contains a panel conguration utility which allows to customize some features of the panel, and to create a keyboard shortcuts for any control simulated by the panel.

Startup tab

The two options dene the panel state when Airbus aircraft is loaded into Flight Simulator:Start with Engines Off: The engines will be shut down upon panel loadStart with Cold and Dark cockpit: The engines will be shut down, power sources disconnected and cockpit controls set according to total aircraft shutdown and securing. This allows to perform the entire aircraft startup procedure.

Panel Sound Volume tab

The slider controls the volume of sounds generated by the panel, as their volume cannot be set from Flight Simulator options.

Keyboard Assignments tab

Each control on the PSS Airbus panel can be assigned a keyboard shortcut.

The Command list displays all available panel functions. Selecting any entry in the list displays currently assigned keyboard shortcut, if it is dened. If no shortcut is dened, the Key combo box shows NONE.

To assign a new shortcut, select a desired key and shift keys. Windows keyboard WIN and MENU keys can be used as shift keys.After this, push the Assign button.

To clear a shortcut, push the Clear button.



REV 01 SEQ 001Panel conguration utility

MCDU Keyboard tab

The entry to the Multi-Purpose Control and Display Unit can be done from the computer keyboard. One of two methods can be used for this.

First method is to hold down a shift key combination while typing the entry. This is the default method, and default shift key combination is Ctrl and Win keys held down.

The second method is using the keyboard “Lock” keys. Any combination of NUM LOCK, SCROLL LOCK and CAPS LOCK can be used. While the selected key(s) are in the “ON” state, all keyboard input goes to the MCDU.

When you use the selected combination of keys and the MCDU will accept the pushed keys, a blue “K” symbol ashes on the MCDU. It indicates that all keyboard input will be intercepted by the MCDU, and you cannot control other Flight Simulator functions with the keyboard.

Finishing the setting up

After all desired options are customized, the OK button saves the panel conguration and exits the utility. Pressing Cancel button will reset all modications and exit the utility.

Pressing the Defaults button resets all settings to their default state and clears all added keyboard shortcuts.

The panel conguration is saved in “cong.pnl” le located in “PSS\Airbus A3xx” folder in Flight Simulation installation directory.

airbus fmc

Documents

main panel view

compact panel view

expanded view

overhead view

compact view

expanded displays

view active

default view