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QPAC A320-232 with Full Fly-by-wire V1.0 Final and V1.1 Final

Quick Start Guide

Version 1.05 from 28/03/2012

Valid for aircraft models version 1.0 final or higherRequires X-Plane 9.40+ or X-Plane 10.05+

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Record of RevisionEdition Date Authors Modifications Affected

paragraphs1.0 10/12/2010 Torsten Liesk Initial release All1.01 15/12/2010 Torsten Liesk Added Park Brake command Page 7

1.02 13/01/2011 Torsten Liesk Added AP1/AP2 commandsTransponder manualAdditional info descent planning

Page 7Page 50-51Page 33-35

1.03 03/03/2011 Torsten Liesk Added plugin trouble-shooting3rd party software compatibilityA real quick startConstraints in CLBADIRU initializationTake-off runSRS modeFINAL APP disengagementA/BRK Max modeTransponder

Page 6

Page 8

Pages 9-10Page 11Page 15Page 21Page 29Page 32Page 50Page 52

1.04 29/09/2011 Torsten Liesk New managed speed profile during the approach phase

Page 41

1.05 28/03/2012 Torsten Liesk 3rd party FMS interfacingJoystick requirementsDetails on add-on Liveries

Page 9Page 7Page 6

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Table of Contents1 Introduction.................................................................................................................................52 Aircraft and Livery installation..................................................................................................6

2.1 Liveries for V1.0 and V1.1..................................................................................................62.2 Screen resolutions................................................................................................................62.3 Joystick setup.......................................................................................................................7

2.3.1 Custom commands........................................................................................................83 Compatibility with 3rd party add-ons.........................................................................................94 A genuinely Quick Start...........................................................................................................105 Flight planning..........................................................................................................................12

5.1 Flight planning interface....................................................................................................145.2 Data entry into the right MCDU........................................................................................15

6 Aircraft startup and pushback...................................................................................................177 Taxi, take-off and initial climb.................................................................................................20

7.1 Take-off run initiation........................................................................................................227.2 Initial climb........................................................................................................................24

8 Auto flight system briefing.......................................................................................................258.1 Auto Thrust System...........................................................................................................25

8.1.1 Active vs. Armed Auto Thrust....................................................................................258.1.2 Thrust limitation.........................................................................................................268.1.3 Auto Thrust Engagement and Disengagement...........................................................268.1.4 Auto Thrust Active Modes.........................................................................................27

• 8.1.4.1 Speed modes........................................................................................................27• 8.1.4.2 Thrust modes.......................................................................................................288.1.5 Managed and Selected speed targets..........................................................................28

8.2 Auto Pilot modes...............................................................................................................298.2.1 Lateral guidance modes..............................................................................................308.2.2 Vertical Guidance modes............................................................................................318.2.3 Combined modes........................................................................................................33

9 Fly-by-wire briefing..................................................................................................................359.1 Flight control behaviour....................................................................................................359.2 Flight envelope protection.................................................................................................35

10 Descent and approach preparation..........................................................................................3710.1 Descent initiation.............................................................................................................3710.2 Descent monitoring..........................................................................................................3810.3 Descent pilot actions........................................................................................................3910.4 ILS Approach preparation...............................................................................................4010.5 RNAV-GPS Approach preparation.................................................................................4110.6 Other approach types.......................................................................................................42

11 Approach and Landing...........................................................................................................4311.1 Landing............................................................................................................................4411.2 Roll-out............................................................................................................................4511.3 Go-around........................................................................................................................45

12 Systems briefing.....................................................................................................................4712.1 ATA21 – Air Conditioning and Cabin Pressurization.....................................................4812.2 ATA24 – Electrical..........................................................................................................4812.3 ATA 28 – Fuel System....................................................................................................49

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12.4 ATA29 – Hydraulics system...........................................................................................5112.5 ATA30 – Ice protection...................................................................................................5112.6 ATA31 – Indicating and recording..................................................................................5112.7 ATA32 – Landing Gear...................................................................................................52

12.7.1 Landing Gear Extension and Retraction System (LGERS).....................................5212.7.2 Braking system........................................................................................................5312.7.3 Nose wheel steering.................................................................................................54

12.8 ATA33 – Lighting...........................................................................................................5412.8.1 External Lighting.....................................................................................................5412.8.2 Internal lighting.......................................................................................................55

12.9 ATA34 –Navigation........................................................................................................5512.10 ATA36 – Pneumatics.....................................................................................................56

13 X-Plane failure mapping........................................................................................................5714 Copyright and licensing..........................................................................................................5915 Appendix – Abbreviations .....................................................................................................60

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1 IntroductionThere is a joke among pilots. How do you recognize an Airbus pilot? He’s the one who goes: “Hey? What’s it doing now?” And how do you recognize an experienced Airbus pilot? He’s the one who goes: “Look! It’s doing THAT again.”

With the QPAC A320-232 for X-Plane you have decided to fly the most realistic Airbus simulation on X-Plane, so you might find yourself saying one of these two exclamations rather more often than you might like. With Version 1.0, the QPAC A320 provides you with a precise simulation of the Airbus Fly-by-wire system in “Normal Law” as well as highly realistic interaction on the Flight Control Unit. Hence, expect a steep learning curve, especially at the beginning. But it is absolutely worth it, as all the processes you will learn are similar to real life.

The most important difference between a real Airbus and the QPAC A320 is the Flight Planning capability, provided by the “MCDU” (Multipurpose Control and Display Unit) and the “FMGS” (Flight Management and Guidance System) in the Airbus World. As this is a freeware product, the Flight Management is based on the X-Plane FMS, which provides much less functionality than Airbus’ MCDU and FMGS. However, we have extended X-Planes native FMS by features such as “Fly-by” vs. “Overfly” Waypoints and enhanced altitude constraints allowing the programming of more realistic flight plans.

This Quick-Start guide has been written to help you getting started with the aircraft and understand the most basic features. Due to the high complexity of the systems, this short guide cannot explain everything in detail. For a more detailed description you can either check the original A320 Flight Crew Operating Manuals available on http://www.smartcockpit.com or alternatively, you can buy the A380 from petersaircraft.com. The A380 is equipped with QPAC’s Autopilot and Fly-By-Wire plugin and it comes with a detailed manual on the Fly-By-Wire, the Autopilot and Flight-Planning as well as many tutorial flights. In the near future, Peter will also publish an A321 based on this plugin but with much better MCDU features.

This is also the right moment to say a big thank you to Peter Hager. He had a significant part in the development of this plugin and the awesome outcome. He performed sheer endless tests which helped ensure a high level of maturity for this code. He also helped a lot to understand precisely how the Autoflight system works. Without all the discussions we had on particularities of this system we could have never achieved this level of realism! Thanks Peter, it is a pleasure working with you!

And now: Please fasten your seat and enjoy your flight!

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2 Aircraft and Livery installationThe installation of the aircraft is very simple. Just unzip the file and copy the resulting folder entirely into your “Aircraft/Heavy Metal” folder (or any other aircraft folder of your choice.) DO NOT move the plugin to the Resources/plugins folder. The plugin delivered with this aircraft is a so-called FAT-plugin and has to remain in the aircraft folder under “A320-232_FullFBW/plugins/AirbusFBW”.

The figure to the left shows the correct folder structure, including the location of the plugin and the location of add-on liveries.

For maximum functionality, the livery names should start with the registration of the aircraft. If you are using XP9.50 or newer, the plugin will be able to extract the registration from the livery name and update the rego placard in the cockpit accordingly. The figure shows examples for correctly named liveries as well as wrongly named ones.

Plugin Trouble-Shooting: On some Mac-Computers, the plugin can not be recognized if the overall path to the plugin is too long. If the aircraft instrument panel looks screwed up on startup, although you left the plugin where it belongs, this is most likely what happened.

To rectify this issue, reduce the name of the Aircraft to “A320_QPAC”. That normally does the job.

2.1 Liveries for V1.0 and V1.1The difference between Versions 1.0 and 1.1 is in the external 3D model. Derek Jacob has completely reworked the 3D model for Version 1.1 giving is a much better look and feel. Unfortunately, the rework means that: Addon liveries for V1.0 will not work for version 1.1. This is the key reason, why we kept version 1.0 out there so that you can still enjoy the 100s of addon liveries out there.

All liveries published before April 2012 will only work with version 1.0. Livery authors creating liveries after this date should specify explicitly which version the livery is for. Thank you! A paint kit for version 1.1 will be available shortly!

2.2 Screen resolutionsThe recommended resolution for this aircraft is a width of 1600 pixels or less. At higher resolutions, the instrument bitmaps are scaled up which leads to undesired effects. Also, the center post of the cockpit windows starts blocking your view of the runway. You can run the aircraft with such a resolution at full screen. Just select e.g. 1600x900 pixels in X-Plane's rendering settings screen and check the box for full screen.

The aircraft is fully functional at any resolution, but for the sake of better frame rate and avoidance of scaling effects we cannot recommend to run it at too high res.

The plugin has to remain here!

Correctly named liveries

Incorrect livery naming.

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2.3 Joystick setupFor the use of this aircraft, you will need a joystick that has a yaw axis available. Without yaw axis, you will not be able to deflect the nose wheel steering or the rudder.

For an optimal flight experience with this aircraft, we also recommend to have at least these features assigned to joystick buttons:

• Autopilot instinctive disconnect (it is different from pressing the button on the FCU!)

• Regular brakes hold and, if possible maximum brakes hold (unless you have brake pedals)

• Reverse thrust toggle (unless you have dedicated reverse levers)

All other commands can also be done via keyboard commands if no more joystick buttons are available. The buttons above should be on the joystick, because these features are on the actual flight controls in the real aircraft, and the pilot can use them without taking his hands of the controls. All other commands, such as gear, flaps, spoilers are commands for which in real life you need to take one of your hands of the controls. (OK, in real life you got a co-pilot for those.)

Most of the native X-Plane commands work well with this aircraft too. However for all autopilot related features, only the commands shown in the figure below are mapped to the respective plugin commands:

AP Instinctive disconnect button

A/THR Instinctive disconnect

A/THR Button on FCU push

ALT selector knob PULL

HDG selector knob PULL

HDG selector knob PUSH

APPR button on FCU

VS selector knob PULL

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2.3.1 Custom commands

From Version 1.0Beta4, the plugin also provides custom commands to trigger custom functions. You can assign any of these commands to keys or joystick buttons of your liking using the box in the top-right corner of the Joystick button configuration dialogue. (Where it says: “custom cmnds from plugins”)

- Custom command to toggle the park brake lever on the pedestal:

airbus_qpac/park_brake_toggle

- Custom commands to trigger pushing the AP-buttons on the FCU:

airbus_qpac/ap1_pushairbus_qpac/ap2_push

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3 Compatibility with 3rd party add-onsThe QPAC A320 is fully compatible with

• AutoGate

• X-Pushback

It is partially compatible with the Goodway flight planner. By partially compatible I mean that you can generate your flight plan in Goodway as usual, however you will have to review the altitude information of each waypoint after loading it into X-Plane! Without this step you won’t be able to profit from the enhanced flight plan features described in the next section.

Issues with Simple Pushback: Simple pushback requires rudder deflections for steering the aircraft during pushback. As the engines are off during pushback, you will not have and hydraulic power available to deflect the rudder. A work-around for this is to switch on the “Hydraulic Yellow Electric Pump” during push-back. Don’t forget to switch it back off after pushback.

3rd party FMS programs:

Fhe aircraft is compatible with UFMC 2.4, vasFMC 2.10, and X-FMC 1.5. Refer to the manuals of these products for use with this aircraft.

The correct UFMC config file is included in the distribution of the A320. Please do not modify this file, it is optimized for optimal integration between the two products.

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4 A genuinely Quick StartThis section aims to allow the impatient user to get the aircraft off the ground quickly without having to bother with all the details on how an Airbus works.

This section is the minimum amount of reading required to enjoy the aircraft. Unless you fly the Airbus professionally, you will not be able to use the aircraft without reading this section. (Not matter how much XP experience you have.)

• Initialize the aircraft on the runway with engines running, using the default XP weight, which is about 59t.

• Move the flaps one notch down, so that the indication “1+F” appears in the E/WD.

• Select Autobraking “Max”

• Arm the spoilers (speedbrake lever one notch towards retract)

• Switch on the landing lights and the nose wheel light

• Turn on the fasten seat belt signs and no smoking signs.

The lower half of the Engine Warning Display should look something like this, except for cabin ready, which is still partly blue. (We will ignore that for now.)

• Select a sufficiently high altitude on the FCU (at least 3000ft above airport level)

• Release the park brake

• Move the thrust levers fully forward until “MAN TOGA” appears in the top-left corner of the PFD.

• Rotate the aircraft to a pitch attitude of 10 degrees at about 135kts IAS

• After lift-off: Follow the flight director to avoid getting too fast or too slow.

• Retract the gear

• Disarm the spoilers

• Switch off the nose gear light.

• Continue following the flight director or use the Auto-Pilot (for now)

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Now comes the absolutely crucial part:

• At about 1500ft RALT, the text “LVR CLB” will start flashing under the “MAN TOGA” box in the top left corner of the PFD. Move the thrust levers into the CLB detent. As long as a white text with “MAN” in the first line is apparent in the top-left corner of the PFD, the levers are forward of the CLB detent. In this configuration, the A/THR cannot work. (Want to know why? Read Section 8)If the text reverts to green “THR CLB”, you have correctly placed the levers in the climb detent. If the text reverts to green “THR LVR”, you are below the climb detent and should move them slightly forward again. As long as the text in the top-left corner of the PFD is green, the A/THR is active and works. It may be limited in its authority though, if the text is “THR LVR”. (Again, section 8 provides more detail)

Now you are at the choice point: Fly automatic or manual?

• Fly with Auto-pilot and Auto-Thrust: A/THR is already active due to the motion of the thrust levers from the previous item. To engage the AP, select either AP1 or AP2.To select the HDG the aircraft shall fly, click on the HDG-selector knob. The third column in the top-line of the PFD changes from “RWY TRK” to “HDG”. Now the AP will follow the Heading you adjust on the FCU.If you want the aircraft to get to a certain altitude and maintain it, select the desired altitude on the FCU and click on the altitude selector knob. If you want to fly a particular vertical speed, click on the V/S selector knob and then choose the desired vertical speed.To set the desired speed target yourself rather than using the automatic speed target, click on the speed selector knob and then adjust the speed target yourself.

• Fly manually using the Flight director with Auto-Thrust:Same steps as above, just don’t engage the AP. Use your joystick to keep the flight director bars in the middle

• Fly manually without flight director and Auto-Thrust:For this case, it is best to turn the flight directors off completely. Press both FD buttons on the FCU (one for the captain, one for the first officer) so that the green bar in them extinguishes.Auto-Thrust will remain operational in speed mode. To select the target speed, click once on the speed-selector knob and select your target speed on the FCU. All other parts of the FCU are non-functional with both FD and both AP off.

• Fly manually without flight director and with manual thrust:Same as above, you just have to disconnect the auto-thrust. Click on the A/THR button in the FCU so that the green bar over it extinguishes. You will get a warning in the ECAM, which can be removed with the CLR button at the lower end of the panel

Enjoy messing around with the aircraft!

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5 Flight planningThe flight planning tool of the QPAC A320 is based on the standard X-Plane FMC. However, it has a couple of additions to it that I would like to present here.

In X-Plane’s default FMC, you can only set waypoints (Either radio-navaids, airports, fixes or an arbitrary set of coordinates) and assign altitudes to these. In X-Plane’s VNAV mode, the airplane then flies in straight lines between the waypoints with a vertical speed that makes the aircraft reach the altitude of the next waypoint at the same time it reaches the waypoint.

For the QPAC A320, we have extended this system by a few features to make it more realistic. The first feature is the definition of overfly waypoints. In real life, most waypoints are flyby waypoints, meaning the aircraft initiates the turn before reaching the waypoint in order to swing into the next leg without overshoot. However, especially in SIDs/STARs you often find overfly waypoints. At overfly waypoints, the aircraft stays on the track until it reaches the waypoint. The turn into the next leg is only initiated, once the waypoint has actually been passed.

Fly-by waypoints with very strong changes in track direction can also lead to overshoot of the next leg, as the aircraft initiates the turn at the earliest 7NM before the waypoint.

The second added feature is that altitude constraints can be classified as “at”, “at or above”, and “at or below” constraints.

During the climb phase, the aircraft levels off at “at” and “at or below” constraints, until the associated waypoint is passed. “At or above” constraints have no impact on the flight profile. In real life, the aircraft will warn you, if a “at or above” constraint will not be met, but it is up to the pilot to take proper action to meet the constraint.

During the descent, the aircraft levels off at “at” and “at or above” constraints. Analogously to the climb phase, there is no algorithm in place yet that ensures that the aircraft descends fast enough to reach the constraint when reaching the waypoint. Hence, “at or below” waypoints are ineffective during descent. In contrast to the climb phase, there are differences between “at” and “at or above” waypoints during the descent. When flying to or from a waypoint with an “at or above” constraint, the aircraft will perform a

Regular Fly-by waypoint Overfly waypoint Fly-by waypoint with pointy angle

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idle descent, i.e. the engines will be at idle, and the autopilot adjusts the descent rate to maintain the desired airspeed. When the aircraft is flying between two waypoints that each have a “at” altitude constraint, the aircraft will fly a geometric path that connects both waypoints on a constant slope.

Pay attention not define these slopes too steep, otherwise the aircraft will build up undesired speed during the geometric path segment, as the engines cannot produce less thrust than idle! Use the speedbrakes, if necessary!

The third added feature is the definition of Non-Precision Approaches. To achieve a valid Non-Precision approach, the following structure needs to be observed.

The NPA section has to end with two waypoints, a Lat/Lon Waypoint defining the coordinates of the runway threshold with the altitude of this waypoint set to the runway threshold height plus 30 feet. This waypoint must be followed by an “airport” waypoint representing the destination airport. For the airport waypoint enter the airport elevation as altitude.

Before the waypoint representing the runway threshold, enter all waypoints of the Non-Precision-Approach up to the Final Approach Fix, including altitude information. At the FAF-waypoint, select “Set FAF” in the Flight management computer. All subsequent waypoints will be configured correctly for the Non-precision approach.

Take-off Landing

Waypoint with „At or below“ altitude constraint

Waypoint with „At“ altitude constraint

FCU selected altitude

Waypoints without altitude constrains

Descent initiation(requires pilot action!)

Waypoint with „At or above“ altitude constraint

Waypoints with „At“ altitude constraints

Climb Cruise Descent

Idle pathGeometric

path

NPA PointSet automaticallyAltitude 1500ft

FAFSet as FAFAltitude 3000ft

RWY ThresholdSet automaticallyAltitude 50ft

Airport waypointAltitude 23ft

Set as OverflyAltitude 4200ft

Initial Approach FixSet as OverflyAltitude 4900ft

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If you are programming a complex RNAV approach that includes a well-defined path before the FAF, set all the waypoints from the start of the RNAV approach to the FAF as “overfly” waypoints. Make sure to assign the correct altitude information for each waypoint, so that the computer can fly the correct geometric path during the descent. During the RNAV approach the altitude of the next waypoint must never be above the altitude of the previous waypoint.

5.1 Flight planning interfaceThe additional features described above are accessible through the right-side “line selection keys” of X-Plane’s standard FMC. The flags for these features are stored in the altitude information, so that the information remains available, if you store the flightplan as regular FMS-flightplan.

This coding leads to the following restrictions for the altitude data in each waypoint: You can only enter the altitude rounded to the nearest 10 feet. For altitudes above 20000feet, you are only allowed to enter altitudes rounded to the nearest 100 feet. Only airport waypoints can receive the exact airport elevation as altitude value.

With most flight plans imported from Goodway, the plugin should understand that the altitude values are Goodway values and will round them to comply with the rules above. Under some rare circumstances it can occur that all values provided by Goodway can be interpreted as valid flag codings. Then you will receive a flight plan with apparently random selections of overfly flags and “At”, “At or above” and “At or below” constraints. For this reason we highly recommend that you verify the extra features carefully after importing a Goodway flight plan. Once you verified and set all the flags correctly, saving the flight plan will give you a valid flight plan, that will retain these settings upon loading.

Waypoints with an altitude value of zero are considered as waypoints without altitude constraint. For these waypoints, the CST TYPE button has no effect.

For waypoints from the FAF to the Runway threshold, the text “SET FAF” next to the right line selection key 1 changes to “FAF” or “NPA” indicating the category of this waypoint.

The function of the CLR button has also been modified from the standard X-Plane behaviour. Instead of just emptying the values of the current waypoint, it entirely removes the waypoint from the flight plan, and the flight plan continues immediately with the next waypoint.

Use this button to set this waypoint as the Final Approach Fix(Requires correct constellation of the waypoints.)

Use this button to toggle this waypoint between overfly and fly-byA triangle behind the waypoint name indicates that this is an overfly waypoint.

Use this button to select the type of altitude constraint for this waypoint.(Only possible, if altitude for waypoint not zero.)

Designates type of altitude constraint:No symbol: “At” constraintPlus-Symbol: “At or above” constraint (Used during descent)Minus-Symbol: “At or below” constraint (Used during climb)

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5.2 Data entry into the right MCDUThe right MCDU allows entering data needed for some of the advanced features of the QPAC A320. These data are the take-off speeds V1, VR, and V2, the Flex Temperature in Degrees Celsius as well as the thrust reduction altitude, the acceleration altitude and the cruise altitude. Also, the decision height for ILS Approaches and the OBS for Nav 1 can be set here.

The flex temperature determines how much to reduce the thrust for a flex take-off. The logic behind the flex temperature is as follows: In principle, jet engines produce less thrust at higher ambient air temperatures due to the reduction in air density and the limit on the maximum turbine entry temperature. However, up to a certain temperature, modern jet-engines are flat-rated. That means they produce the same thrust for all temperatures up to the flat-rated temperature. Above the flat-rated temperature, the turbine entry temperature becomes the limiting factor and the thrust drops significantly as the ambient temperature increases further.

The flex temperature is now used to express how much thrust I want to have during my flex takeoff. For a flex temperature of x°C the engine will produce that amount of thrust, that it can produce maximally if the outside air temperature was x°C. This leads to the following consequences:

• The FLEX temperature must not be less than the Outside Air Temperature

• For FLEX temperatures that are below the flat-rated temperature of the engine, the engine will produce TOGA thrust even during a FLEX takeoff.

The flat-rated temperature of the engine depends on the airport altitude. For higher altitudes the flatrated temperature decreases. For the V2527-A5 engine, it is 51°C at sea level and 30°C at 5000ft. At 10000ft, it has already reduced to 20°C.

To have properly reduced thrust during take-off, choose a flex temperature about 10-20°C above the flat-rated temperature. Unfortunately, I cannot provide data here on how to compute V1/VR/V2 and the associated FLEX temperature depending on runway length, wind and weight.

Thrust reduction and acceleration altitudes are important for the time immediately after take-off. The Thrust reduction altitude determines at which altitude the aircraft will request from the pilot to retard the thrust levers from the TOGA or the FLEX detent into the CL detent. (LVR CLB flashing in the first column of the Flight Mode Annunciator) The acceleration altitude determines at which altitude the

Use this LSK to set the decision height

ScratchpadKeyboard input ends up here!

Use these LSK to copy the Scratchpad value to either V1, VR or V2.

Use this LSK to set the Nav1 OBS

Copy scratchpad value into Flex TemperatureThrust reduction and acceleration altitudes. (In ft above sea level!)

Copy scratchpad value into Cruise Altitude

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autopilot switches from the SRS into the (OP) CLB mode leading to an increase in speed target to allow for flap/slat retraction.

It is also important to enter a cruise altitude so that the aircraft enters the cruise mode upon leveling off at an altitude that is equal or greater than the cruise altitude entered in the MCDU. Only, if the AP switches to cruise mode, the speed profile during the descent will be correct ensuring that the speed is less than 250 knots upon passing through 10.000 feet.

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6 Aircraft startup and pushbackIf you have your X-Plane options set to “Start with Engines off”, the aircraft will be initialized with the engines and the APU shut down upon X-Plane startup. It will be electrically supplied by external power, and the ADIRUs are already initialized.1

• Once you have finished all your flight planning, start up the APU by pressing the APU Master Switch in the Overhead Panel and then pressing the APU Start button.

Unless another page is preselected, the APU page appears on the system display and shows that the Air inlet flap for the APU is open and you can see the APU speed increase. Once the APU revolutions reach 95%, the APU generator is operational and you can receive APU bleed air.

• Switch off the external power supply, the APU generator now takes over.

• Switch on the beacon, the fasten seatbelt and no smoking signs as well as APU bleed air. Ensure that the NAV/LOGO lights are in the position 1 and the strobes in AUTO.

1 ADIRU initialization is not simulated on the QPAC A320 freeware.

Press APU Master Switch After that, press APU

Starter Switch APU revolutions increasing

APU air inlet flap is open

Indications that APU is available.

Switch on the beacon

Switch on the FSB/NS signs

APU Bleed On External Power Off

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If you have a pushback plugin installed, request the pushback. For pushback to begin you will have to release the park brake. This is only possible using the lever on the pedestal, as X-Plane has no joystick command for the park brake. Attention: On Airbus aircraft the pedal brakes have no effect, if the park brake is set. Only after releasing the park brake, the regular brake commands will be effective.

Once the pushback is finished, set the park brake again and initiate engine start up.

• Turn the engine mode selector to position “IGN/START”.

• Check that both thrust levers are in the idle position.

• Flip on the master switch for engine 2.

On A320 family aircraft, engine 2 is generally started first. Engine 2 powers the yellow hydraulic system, which supplies the park brake. Hence, starting this engine first ensures that the brake has enough pressure.

• When the startup procedure for Engine 2 is completed, switch on the Master Switch for Engine 1 and also monitor the startup sequence.

• When Engine 1 has reached idle, turn the Engine Mode Switch back into position normal.

After a short delay the Wheel page will appear on the System Display.

Park Brake On Park Brake Off

First, turn ENG mode selector to IGN/START

Second, switch on ENG Master Switch

ENG2 N2 starts spooling up

Fuel injection begins at about 18% N2

Oil pressure rises at about 30% N2

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• Turn the APU Bleed off on the Overhead panel and shut down the APU by depressing the APU Master Switch.

Engine Startup complete.

Set mode selector back to normal

The System Display changes to the Wheel page after a short delay.

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7 Taxi, take-off and initial climb• For taxiing, switch on the Taxi-Light and release the park brake. (As mentioned in the previous

chapter, you can only release the park brake using the switch on the pedestal. All X-Plane brake commands apply to pedal brakes only. On Airbus aircraft, pedal brake commands are overridden by the park brake.)

For taxiing, only a slight increase in thrust is necessary, and at the default weight, the aircraft maintains a ground speed of about 15 knots with the engines at idle.

During the taxi to the runway perform the take-off preparation:

• Arm the ground spoilers by selecting the airbrake lever “one notch up”. The “GNDSPLRS ARMED” memo appears in the Engine/Warning Display. The speedbrake lever shows a white band to indicate arming of the spoilers.

• Set the Flaps to Take-off position. (Normally 1+F. If the aircraft is heavy and/or the runway short, also positions 2 or 3.) The take-off memo appears on the Engine Warning Display.

• Perform a flight controls check. Moving the side stick will automatically call the F/CTL page on the ECAM. Move the stick fully left-right, then fully up-down, and also the rudder fully left-right. Make sure the respective indication on the System Display follows your commands.

• Also check on the F/CTL page that the pitch trim is zero.

Take-off memo:Green lines are doneBlue lines still require action

Pitch trim must be zero for take-off

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• Select automatic brakes to MAX.

• Obtain the cabin report to make sure the cabin is ready for take-off.

The take-off memo should now be all green.

We are almost ready for take-off now. The last, but very important item is to set the autopilot configuration correctly for take-off.

• First of all, you have to set the correct selected altitude on the FCU. If you fly with ATC, this is the first altitude, the ATC has cleared you for after departure. Otherwise it is the first cruise flight level. A frequent mistake is that people forget this step. The FCU altitude is then probably set to the last value before the previous landing, i.e. a very low altitude. This will lead to a very early level-off, probably with the engines still at Take-off thrust.

Secondly, you need to choose the desired lateral mode after lift-off. When flying with a flight plan, the aircraft will by default enter NAV mode at 30ft AGL and follow the flight plan. If this is what you desire, you do not need to do any further action on the FCU. Just ensure that the FCU and the FMA look like this:

Push the purser call button to get the cabin ready signal

Before Take-off, set the first cleared altitude (flight with ATC) or the first cruise level (flight w/o ATC) in the FCU.Here: First cleared altitude of 8000ft.

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If you do not want to follow the flight-plan immediately after Take-off, or you do not have a flight-plan, you should take-off in the mode “Heading Preselect”.

• To choose heading preselect mode, turn the heading selector knob to choose your preselected heading. This does not need to be the runway heading. In “Heading Preselect” mode, the aircraft will fly the runway track after take-off until the pilot pulls the heading selector knob. (In X-Plane: Click on the heading selector knob.) After the pilot action, the aircraft will initiate a turn to the preselected heading.

If you accidentally engaged preselected mode, but want to take-off with NAV mode armed, you can revert to this state by pushing the Heading-Selector-Knob. (In X-Plane: Click in the area between the HDG-Selector-Knob and the heading indication on the FCU.)

7.1 Take-off run initiationEverything is set now for a proper take-off. Once you are aligned with the runway axis perform the following actions:

• Switch on the landing lights.

• Release park-brake (Lever on the pedestal). On short runways use regular pedal-brakes (joystick-button or similar) to keep the aircraft from moving.

• Increase both engines to an EPR of about 1.05.

• After both engines stabilized at EPR 1.05 with similar N1 values, move the thrust levers forward into the FLX or the TOGA detent. If you are standing on the brakes, release them now.

Moving the thrust levers into the FLX or TOGA detent activates the SRS mode for vertical guidance and the RWY mode for lateral guidance. If you have tuned the ILS or LOC of the departure runway in Nav1, the FMA will look like this (For the case of performing a Flex Take-off for a flight with flight-plan. Heading is not preselected):

The white dots indicate arming of a “managed mode”

FMA indicates that after take-off the modes CLB and NAV will engage

FMA indicates that OP CLB mode engages after take-off. No lateral mode armed, i.e. the aircraft remains in RWY TRK mode until pilot action.

FCU shows that no managed modes armed or active. Preselected Heading is 210 degrees.

Manually selected thrust:FLEX Thrust for a flex temperature of 65°C

Active vertical guidance mode: SRSArmed mode: CLB (Engages at acceleration altitude)

A/THR is armed, but not active.

Active lateral guidance mode: RWYArmed mode: NAV (Engages at 30ft RALT)

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Without the ILS/LOC of the departure runway tuned, the RWY mode still activates internally but does not do anything until 30ft RALT. In case of preselected heading, the RWY mode remains active after 30ft RALT and guides the aircraft along the runway track. (RWY TRK indicated in the FMA.) Otherwise the NAV mode engages normally at 30 ft RALT.

As the RWY mode does not do anything during the take-off run if the correct navaid is not tuned, it is NOT displayed on the FMA. In this case, for a take-off with TOGA thrust and preselected heading, the FMA looks like this:

• At 80 kts perform the regular cross check that all parameters are normal (Speed indications, engine parameters)

• If you lose an engine before V1, abort the take-off by moving the thrust levers back into idle. The ground spoilers will come out, if you were faster than 72 knots and the auto-brake will provide maximum braking. Attention: The RTO Autobrake stops braking when the speed drops below 40knots. Use pedal brakes to stop the aircraft.

• If at V1 all parameters are still ok, you have to continue the take-off

• At Vr start pulling the side stick to rotate the aircraft to a nose-up attitude of about 10 degrees (ignore the FD bar for now!) and achieve lift-off when reaching V2.

• Once airborne, adapt the pitch to keep the horizontal FD bar in the middle or engage the auto-pilot to do the task for you. (If the captain is the pilot flying, engage AP1, if the co-pilot is the pilot flying, engage AP2)

• At 30ft, the vertical flight director bar becomes active to providing lateral guidance. Adapt the bank angle to keep this bar in the middle, if you fly manually. Otherwise the auto-pilot will do this job for you.

• Select Landing Gear up.

• Push speed brake lever to disarm ground spoilers

• Select nose gear light off.

Manually selected TOGA thrust A/THR armed but not active

RWY mode internally active, but not shown, as it will only provide guidance after lift-off as mode RWYTRK. No armed modes.

Vertical guidance mode: SRSArmed mode: OPEN CLB. (Engages at acceleration altitude)

Engage AP1, if you are simulating the captain to be the pilot flying.If the co-pilot is the pilot flying, engage AP2.

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7.2 Initial climbDuring the initial climb, the flight director will guide you to maintain the speed at V2+8kts, or the AP will ensure that the speed target is maintained. If you fly manually, make sure that the horizontal flight director bar stays in the middle, otherwise you will fly too fast or too slow! Don’t be scared of high pitch angles. If you take-off with an almost empty aircraft and TOGA power, you will climb like a rocket. But don’t worry, the Fly-by-wire won’t allow you to pitch up more than 30 degrees. For aircraft with very little payload/fuel, we highly recommend the use of FLEX take-off.

When the aircraft has reached the thrust reduction altitude, the “LVR CLB” will start flashing in the first column of the FMA:

• At this point, the pilot must retard the thrust levers into the CLIMB Detent. This will activate the A/THR. (Before it was only armed.) After correct retarding of the levers, the FMA looks like this:

This step is crucial for the safe and comfortable continuation of the flight. Make sure, that the A/THR mode indication in the first column of the FMA is green, and that the A/THR status indication in the fifth column is white indicating an active A/THR system.

Normally, after thrust reduction altitude, the A/THR system operates in the mode “THR CLB” mode. This means that the A/THR provides maximum climb thrust and the speed is maintained via the aircraft pitch. If you have the Auto-pilot on, it will take care of this for you. If you fly manually, it is again the same rule: Keep the horizontal bar of the flight director in the middle to maintain the desired speed correctly!2

After the thrust reduction, the aircraft still maintains the same speed target of V2+8knots, until it reaches the acceleration altitude. At the acceleration altitude, the vertical guidance mode changes from SRS to CLB and the speed target increases to allow for slat/flap retraction.

The Autopilot will reduce the aircraft pitch/the Flight Director will guide you to reduce the aircraft pitch and the airspeed will increase.

• If take-off with flaps in position 2 or 3: Retract flaps to 1+F, once IAS is above F-Speed.

• When IAS exceeds S-Speed: Retract Flaps/Slats fully.

Take-off and initial climb compete!

2 The A/THR adjusts the thrust of the engines to maintain the aircraft speed, only if the active mode indicated in green in the FMA is “SPEED” or “MACH”. This mode is active for example during level flight when maintaining a fixed altitude or during the approach for landing. SPEED/MACH also becomes active, if the autopilot tracks a selected Vertical Speed. On the Airbus, this is a rare exception (except during approach.)

The LVR CLB message appears above the thrust reduction altitude. Retard the thrust levers to the CL detent!

Green A/THR mode indicator announces active A/THR mode.

A/THR text in the fifth column has changed from blue (armed) to white, indicating A/THR is now active.

Vertical guidance mode has changed from SRS to CLB. The new armed mode is ALT, which will engage, when the aircraft approaches 8000ft.

Speed target has increased to 210kts. (Vfe with flaps 1+F is 215kts.) After slat retraction, it will increase to 250kts. (speed limit below FL100.)

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8 Auto flight system briefingThis section gives a quick rundown on the “must-knows” about the Airbus Auto Flight System. It has no guarantee for completeness or correctness. In the original Airbus Flight Crew Operating Manual, this section is over 100 pages long. These few pages here can hence not get remotely close to the comprehensiveness of the official manuals.

The ideal starting point to understand the Airbus Auto Flight System is to forget everything that you knew about the X-Plane Auto Pilot. Start on this section with an open and virgin mind and you will understand it easily.

8.1 Auto Thrust SystemExperience with the previous V0.9.x releases of this aircraft has shown that the users struggle most with the Auto Thrust system. Again, this system is quite different from the A/THR systems that you have encountered in X-Plane so far.

The basic philosophy of the system is that pilot inputs on the thrust levers always have priority over the Auto Thrust inputs. If a thrust reduction is needed, the pilot can pull the thrust levers back and reduce the amount of thrust produced, no matter whether the A/THR system is active or not. Unless the pilot pulls the levers all the way into idle, the A/THR will remain active. But it will be limited in how much thrust it may produce.

If the pilot decides that he needs more thrust (e.g. evasive maneuvers, go around), he can push the thrust levers forward of the CL detent and the engines will immediately produce the respective increased thrust. In this case, the Auto-Thrust system changes from active to armed and the thrust lever position commands the desired thrust. When the evasive maneuver is finished, moving the thrust levers back into the CL detent will reactivate the A/THR and it will continue its operation normally.

8.1.1 Active vs. Armed Auto Thrust

For the newbie one of the more confusing features is the differentiation between Active and Armed auto-thrust. In both bases, the green light on the A/THR button on the FCU is lit up; but only if the A/THR is active, does it control the engine thrust. Whether A/THR is active or armed can be seen on the FMA.

Whether the Auto Thrust System is active or armed depends solely on the thrust lever position.

• A/THR is armed if: The green light on the A/THR button is lit, and the thrust levers are forward of the CL detent. (If you are flying with one engine out, if the live thrust lever is forward of the MCT detent.) Thrust is determined by the Thrust lever position.

• A/THR is active if: The green light on the A/THR button is lit, and the thrust levers are both in the CL detent or below. (Flying with one engine out, if the live thrust lever is in the MCT detent or below.) Thrust is determined by the A/THR system.

A/THR button is lit with A/THR being active and armed!

A/THR armed:- A/THR text in blue- Mode indication in white

A/THR active:- A/THR text in white- Mode indication in green

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The Auto Thrust System goes from armed to active, when both thrust levers are placed in the A/THR active range. (At or below the CL detent, or if one engine is out, at or below the MCT detent.)

Analogously, the Auto Thrust System goes from active back to armed, when both thrust levers are placed above the CL detent, or if one thrust lever is placed above the MCT detent.

8.1.2 Thrust limitation

As discussed in the previous chapter, the position of the thrust levers determines whether the A/THR system is armed or active. This does not yet explain the effect of the thrust lever position within the active range.

The thrust lever position determines the maximum thrust that the A/THR may command. This means:

• If A/THR is active and the thrust levers are in the CL detent, the A/THR can command thrusts from idle to Maximum Climb thrust. (This is the default for flights with active A/THR.)

• If you have A/THR active, and your thrust levers are in idle, then the A/THR can only command thrust from idle to idle.

This logic dictates that ideally the thrust levers should be in the CL detent during a flight with A/THR active, as this gives the auto thrust system the maximum possible authority. For flights with one engine out, the live thrust lever should be in the MCT detent for the same reason.

If the thrust levers are below the CL detent, the warning “AUTO FLT: ATHR LIMITED” appears in the ECAM informing the pilot that the A/THR is limited in its authority. Furthermore, the command “LVR CLB” flashes in the first column of the FMA, requesting from the pilot to move the levers into the CL detent.

If one lever is correctly in the CL detent and the other lever is not, the warning “LVR ASYM” is displayed in the first column of the FMA in amber.

8.1.3 Auto Thrust Engagement and Disengagement

The engagement of the system can be done in three different fashions:

• On take-off: When the thrust levers are placed in the FLX or the TOGA detent, the A/THR system is automatically armed. It becomes active, when the thrust levers are placed in the CL detent at thrust reduction altitude.

• On go around: A go around is initiated by moving both thrust levers into the TOGA detent during an approach with Slats or Flaps extended. This automatically arms the A/THR system, which

A/THR is active, when the thrust levers are in this range.

A/THR is armed, when the thrust levers are in this range.

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becomes active as soon as the thrust levers are moved into the CL detent at thrust reduction altitude.

• In flight: If the A/THR is off in flight, you can engage it at any time, by pressing the A/THR button on the FCU. If the thrust levers are in the active range, the A/THR system will become active, otherwise it will become armed.

Auto thrust system disengagement can be done as standard disconnection or non-standard disconnection. There are two standard disconnection methods:

• Moving the thrust levers into idle disconnects the auto-thrust. This is normally used during the flare at landing.

• Pressing the “Instinctive disconnect buttons” on the thrust levers disconnects the auto-thrust. The pressing of these buttons is mapped to the standard X-Plane command: sim/autopilot/autothrottle_off

There is one implemented non-standard disconnection method:

• Pressing the A/THR button on the FCU also disconnects the Auto-Thrust, if the Auto-Thrust was armed or active before. As this is a non-standard disconnection method, it triggers an ECAM caution.

8.1.4 Auto Thrust Active Modes

The Auto-Thrust can operate in a variety of modes, which depend on the active vertical guidance mode of the AP/FD (Auto Pilot/Flight Director). There are two fundamentally different modes in which the Auto Thrust System may operate. In speed mode, the Auto Thrust System adapts the engine thrust to maintain a given Speed or Mach target. In thrust mode, the Auto Thrust System commands a constant thrust, and the speed is maintained by the AP/FD by adapting the aircraft pitch.

8.1.4.1 Speed modesThere are two speed modes: In the mode SPEED, the Auto Thrust System maintains a given IAS target. In the mode MACH, it maintains a given MACH target.

These modes are active, if

• The AP/FD system is off. I.e. both APs and both FDs are switched off.

• The AP/FD system operates in one of the following modes

o Vertical Speed (V/S)

o Altitude and Altitude Capture modes (ALT, ALT CST, ALT CRZ, ALT*, ALT CST*)

o Descent with the geometric descent path (DES)

o Glide Slope and Glide Slope Capture (G/S, G/S*)

o Final mode (FINAL, FINAL APP)

The system determines the difference between SPEED and MACH mode based on the type of speed target. (IAS in kts, versus a Mach number.)

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8.1.4.2 Thrust modesThere are three thrust modes: Thrust Climb (THR CLB), Thrust Idle (THR IDLE) and Thrust Flare, which is currently identical with thrust idle. These modes are active, if the AP/FD is in the following modes:

• Climb modes (CLB/OP CLB): THR CLB

• Descent modes (OP DES and DES with idle path) : THR IDLE

• Flare during an autoland: (Mode FLARE): THR IDLE

In these modes, the A/THR command a fixed engine thrust and the speed is maintained by the respective AP/FD mode. In one engine out operation, the THR CLB mode is replaced by the THR MCT mode.

8.1.5 Managed and Selected speed targets

Independent of the mode that the A/THR operates in, you can choose to fly with a managed or a selected speed target.

The managed speed target considers automatically the speed evolution during climb and descent, including the 250 knots speed limit below FL100/10000ft. It also calculates an optimized speed profile during the approach allowing for flap extension without slowing down too early. Autoland is recommended to be flown with managed speed target only, as the managed speed includes features such as ground speed mini and wind compensation, that are hard to implement flying with selected speed.

To switch between selected and managed speed, you need to push or pull the speed selector knob on the FCU. The key philosophy with Airbus is that pushing means, you push the aircraft away from you (revert to managed mode). With pulling, you pull the aircraft towards you, and get control over this parameter. (Selected mode.)

In our X-Plane model, pushing and pulling are implemented with two different click zones:

Click-Area for pulling the Speed-Selector-Knob. (Engages Selected speed.)

Click-Area for pushing the Speed-Selector-Knob. (Engages Managed speed.)

The white dot indicates that managed speed is active.

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8.2 Auto Pilot modesOn the FBW-family of Airbus aircraft the Auto Flight system is often also referred to as AP/FD which stands for Auto Pilot / Flight Director. The system is normally active throughout the entire flight, no matter whether you fly manually or let the auto pilot do the job. In normal operation, the Flight Directors are never turned off, except for during the last 400ft of a non-precision (non-rnav) approach.

In manual flight, the pilot follows the Flight director commands, if the autopilot is engaged the flight director commands are followed by the AP.

We recommend for people who want to fly manually to try following the flight director. After months of tuning, keeping the bars in the middle has become really smooth now.

Concerning the guidance that the AP/FD provides, there are two fundamentally different possibilities available, selected guidance and managed guidance.

Selected guidance is normally used for short term changes to the flight path, e.g. during ATC radar vectoring or weather related deviations from the flight plan. In selected guidance, the AP/FD follows flight path targets provided on the Flight Control Unit (FCU). For lateral guidance these targets are predefined headings, for vertical guidance it can be a new altitude target as well as vertical speed targets.

Managed guidance provides automatic flight along the flight plan programmed in the FMS. The target for lateral guidance in this case is provided by the Flight Management and Guidance Computer (FMGC), the respective window on the FCU shows dashes only. For vertical guidance, the pilot still chooses the desired final altitude target on the FCU, but the FMGC ensures that altitude constraints and geometric descent paths defined in the flight path are met. For managed modes, you cannot select a vertical speed. The respective window in the FCU shows dashes.

The control of the AP/FD system is done primarily via the Flight Control Unit. The selector knobs on the unit can be used to set the selected targets. Pushing or pulling the selector knobs as well as pressing the push buttons on the FCU is used to select the desired mode of the AP/FD system.

The basic Airbus philosophy about pushing or pulling is the following:

• When you push a selector knob on the FCU, you push the aircraft away from you towards the FMGC. I.e. you hand the aircraft over to the FMGC and engage managed mode.

• When you pull a selector knob on the FCU, you pull the aircraft away from the FMGC towards you. You engage selected mode and gain control over the target of this mode.

Active and armed modes of the AP/FD(Left column: Vertical guidance mode, Right column: Lateral guidance mode)

FD bars:Horizontal bar commands desired pitchVertical bar commands desired bank

AP Engagement status

FD Engagement status for each PFD

ATHR Engagement status(see previous section)

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To implement the distinguishing between pushing and pulling the selector knob, we have implemented two click zones at each of the FCU selector knobs.

8.2.1 Lateral guidance modes

The lateral guidance modes guide the horizontal trajectory of the aircraft. The following list gives a quick overview of the modes implemented, what guidance they provide and how they are engaged.

• RWY mode: The runway mode is engaged automatically when the pilot sets the thrust levers into the FLX or the TOGA detent during the take-off run. The mode splits into two submodes:

o The RWY mode that provides guidance during the take-off run to maintain the runway middle. This mode provides guidance only, if the ILS/LOC for the departure runway is tuned in Nav1 when you commence the take-off run. If the correct ILS or LOC is not tuned, the mode will become active but remain passive in the background.

o The RWY TRK guidance activates after lift-off when the aircraft passes through 30ft RALT. (Unless NAV mode engages.) This submode provides guidance to maintain the track that the aircraft was flying at mode engagement.

• NAV mode: If you have a flight plan for your flight programmed into the FMC, you can use the NAV mode to guide the aircraft automatically along the flight plan. If you did not use “HDG preselect” for take-off, the NAV mode will engage automatically when the aircraft passes through 30ft. To activate the NAV mode in flight after flying in a different lateral guidance mode, you need to do three steps:

o Make sure that the waypoint displayed on the FMC is the TO-waypoint of the flight plan leg you want to intercept.

o Make sure that the aircraft flies a track that actually intercepts this flight plan leg

o Push the HDG Selector button. (Click zone slightly above the HDG selector knob.)

Upon pushing the heading selector button, the AP/FD verifies whether the current track of the aircraft intersects the flight plan leg that corresponds to the waypoint displayed in the FMC. If it detects an intersection, the waypoint displayed in the FMC becomes the active TO-waypoint, and the NAV mode is armed. (NAV appears in blue in the second line of the FMA and the white circle next to the heading window in the FCU lights up.)

Speed Selector knob PUSH (managed target)

Speed Selector knob PULL (selected target)

Heading Selector knob PUSH (arms NAV mode)

Heading Selector knob PULL (engage HDG mode)

Altitude Selector knob PUSH (engages CLB or DES mode)

Arm LOC modeAltitude Selector knob PULL (engages OP CLB or OP DES mode)

EXPED button. Engages EXP CLB or EXP DES mode (Selected modes!)

V/S selector knob PUSH(Engages VS modewith target 0fpm)(selected mode)

V/S selector knob PULL(Engages VS modeon current VS)(selected mode)

Arm LOC and GS mode

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As soon as the aircraft is sufficiently close to the current leg, the NAV mode activates and the AP/FD will guide the aircraft to intercept the leg smoothly. The Heading window in the FCU now shows dashes.

• HDG mode: At any point during the flight (except in LAND mode), you can pull the heading selector knob (click on the knob) to engage the heading mode. The AP/FD will then follow the heading indicated in the heading window on the FCU.

• GA TRK: This mode is similar to the RWY TRK mode, with the difference that it engages during a Go Around. A go around is initiated by moving the thrust levers into the TOGA detent, when the slats/flaps are extended and the aircraft is in the air or has been on the ground less than 30s. The GA TRK mode guides the aircraft along the track it was flying at mode engagement. From GA TRK you can revert to HDG mode by pulling the Heading selector knob or to NAV mode by pushing the heading selector knob. You cannot revert directly to an approach mode from GA TRK.

Approach modes:

The AP provides two different approach modes, depending on the type of the approach available. If a Non-precision Approach is defined in the Flight Plan (See Section 3), and the aircraft is already in the Non-Precision Approach part pressing the APPR button will arm the

• APP NAV mode: The APP NAV mode is very similar to the NAV mode and guides the aircraft along the path of the Non-precision approach of the flight plan. The APP NAV mode is armed by pressing the APPR button on the FCU while the aircraft is in the NPA segment of the flight plan. If the NAV mode is active when pressing the APPR button, the APP NAV mode will engage immediately.

If no FAF point is defined in the flight plan before the next airport, and a ILS or a LOC is tuned in the Nav 1 receiver, you can engage the

• LOC mode: If a LOC is tuned in Nav1, pressing the LOC button on the FCU will arm the LOC mode. If an ILS is tuned you can use either the LOC or the APPR button on the FCU to arm the LOC mode. The difference between the LOC and the APPR button is that the LOC buttons arms only the lateral LOC mode, whereas the APPR button also arms the vertical G/S mode. Hence, the APPR button works only, if the navaid tuned in Nav1 is an ILS.The LOC mode goes from armed to active, when the aircraft approaches the Localizer-beam. It then turns the aircraft onto the localizer and maintains the localizer.

8.2.2 Vertical Guidance modes

The vertical guidance modes control the vertical flight path profile of the aircraft. There is a large variety of modes available, that I will quickly introduce here:

• SRS mode: The Speed Reference System mode guides the aircraft during take-off, initial climb and after a Go-Around. It command the aircraft pitch in order to maintain a speed target that is slightly above the current stall speed allowing for a quick gain in altitude. The pitch-up command is limited to 18 degrees nose up, so that with a light aircraft and a lot of thrust, the speed will stabilize above the speed target.The SRS mode automatically reverts to the CLB or the OP CLB mode when reaching the acceleration altitude. If the FCU selected altitude or a Flight Plan Altitude constraint is below the acceleration altitude, the SRS mode will revert to the ALT capture or the ALT CST capture mode upon approaching the respective altitude.

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CLIMB and DESCENT modes: Altitude changes are normally done using either one of the CLIMB modes (CLB, OP CLB, EXP CLB) for achieving a higher altitude or one of the DESCENT modes (DES, OP DES, EXP DES). These modes have all in common that they are so-called pitch modes. (Except for the DES mode, when it follows a geometric path) In a pitch mode, the A/THR system commands a constant thrust level and the aircraft pitch is adjusted to maintain the aircraft speed.

The fundamental difference between the CLIMB and the DESCENT modes is the amount of thrust commanded by the A/THR system. The AP/FD the modes perform more or less the same task in CLIMB and DESCENT modes: It adjusts the pitch to maintain the aircraft speed target. If you are flying with manual thrust this means: If you engage a CLIMB mode and command idle thrust on the engines, the aircraft will descend! Vice versa if you engage a Descent mode and leave the engines at a high thrust setting, the aircraft will climb! This shows the importance of the correct interaction between the A/THR and the AP/FD systems.

• OP CLB and OP DES: The open climb and descent modes are considered the selected modes for flight level change. They are engaged by pulling the ALT selector knob on the FCU with an FCU selected altitude that is above (OP CLB) or below (OP DES) the current aircraft altitude. The aircraft will initiate a climb or a descent to the new selected altitude without considering any altitude constraints given in a flight plan. In the case of OP CLB, the A/THR commands Maximum Climb thrust or – if the thrust levers are below the CL detent the thrust limit given by the thrust levers. In the case of OP DES, the A/THR commands Idle thrust, independent of the thrust lever position. (Attention: If A/THR is active only, of course, see section 6.1)

• CLB and DES: The CLB and DES modes are the managed modes for flight level changes. They are engaged by pushing the ALT selector knob on the FCU with an FCU selected altitude that is above (OP CLB) or below (OP DES) the current aircraft altitude. In contrast to the OPEN Modes, these modes level off at Altitude constraints defined in the flight plan, until the waypoint with the constraint is sequenced. After sequencing the waypoint the mode CLB or DES is resumed until the next altitude constraint or the FCU selected altitude is reached.CLB and DES can only be activated, if the lateral guidance is in mode NAV or APP NAV. With other lateral guidance modes, OP CLB and OP DES will be engaged instead.

• EXP CLB and EXP DES: The expedited climb or expedited descent modes are activated by pushing the EXPED pushbutton on the FCU with a FCU selected altitude that is above (EXP CLB) or below (EXP DES) the current aircraft altitude. These modes are very similar to the OPEN climb and descent modes. Possible altitude constraints in the flight plan are ignored and the mode only disengages when the FCU selected altitude is reached, or another mode is actively engaged by the pilot. The different between the EXPED and the OPEN modes is the speed target that the aircraft assumes. In EXP CLB, the speed target is reduced to green dot speed in order to ensure the highest possible climb rate. In EXP DES, the speed target is increased to close to maximum permissible speed in order to ensure the highest possible rate of descent.

ALTITUDE modes: There is a variety of different Altitude capture and Altitude maintain modes depending on the circumstances:

• ALT and ALT* mode: The Altitude (ALT) and the Altitude Capture (ALT*) modes engage automatically, when the aircraft approaches the FCU selected altitude and one of the climb or descent modes is active or the VS mode is active. Upon approaching the altitude target, the ALT* mode engages and guides the aircraft to a level off when the selected altitude is reached. Upon reaching the Altitude, the ALT mode engages.

• ALT CRZ mode: This mode is practically identical with the ALT mode, only that the FCU selected Altitude has to be at or above the Cruise Altitude defined in the MCDU. Engagement of the ALT CRZ mode also engages the Cruise Phase for the Autopilot and marks the end of the Climb Phase.

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• ALT CST and ALT CST* mode: The Altitude Constraint (ALT CST) or Altitude Constraint capture (ALT CST*) mode engages, when the aircraft approaches a relevant altitude constraint in the flight plan and is either in mode CLB or DES. Upon approaching the Altitude Constraint, the ALT CST* mode engages and the previously active mode (CLB or DES) becomes armed. The ALT CST* mode guides the aircraft to ensure smooth level off upon reaching the altitude constraint. When the constraint is reached, the ALT CST mode engages. Once the waypoint with the constraint is sequenced, the aircraft automatically resumes its climb or descent towards the FCU selected altitude.

Vertical Speed mode: The Vertical Speed mode is rarely used on the Airbus. One of the possible uses is if you get an ATC clearance that demands an explicit vertical speed. Another use is ILS glide-slope capture from above, in which case you use the VS mode to ensure that your rate of descent is high enough to catch the glide slope before reaching the airport. Non-precision approaches could also require the use of this mode, if the flight plan does not provide vertical guidance.

For a normal, correctly planned flight without ATC clearances, you should not need this mode except during approach!!

Approach modes: Analogously to the lateral guidance, the vertical modes during the approach depend on the approach type defined in the FMC. If the approach for the next airport in the FMC contains a FAF and the aircraft is in the Non-Precision Approach Part of the Flight Plan, pressing the APPR button will arm the

• FINAL mode: In final mode the aircraft is guided along the vertical flight path defined in the Flight Plan. For this guidance to work correctly, two items are of highest importance:- The NPA approach defined in the FMC ends with the runway threshold and the FMC altitude information at the Threshold waypoint corresponds to the threshold elevation +30 feet.- The altimeter setting corresponds to the QNH of the destination airport.The guidance in the mode is purely based on the barometric altimeter information. If your altimeter is set wrong or the runway threshold height is defined wrong, the AP will fly the aircraft into the ground! (And it’s not the plugins fault!)The final mode engages automatically after passing the Final Approach Fix (FAF). Once the final mode engaged, you should set the FCU selected altitude to the Go-around altitude.

If the flight plan contains no Non-precision part for the next airport and an ILS is tuned in Nav1, pressing the APPR button on the FCU will arm the

• Glideslope mode: The glideslope (G/S) and the glideslope capture (G/S*) mode guide the aircraft along the glide slope of the ILS. The G/S* mode ensures a smooth transition during glideslope capture and is automatically followed by the G/S mode, once the Glideslope is sufficiently well captured.If you are above the glide slope and not descending fast enough to capture the glide slope, the mode will disarm. The APPR button light will extinguish, and the LOC button lights up instead.

8.2.3 Combined modes

The guidance during the approach is frequently done in combined modes, as the approach requires a good synchronization between lateral and vertical guidance.

The FINAL APP mode during non-precision approaches is a combined mode that covers lateral and vertical guidance. Attention: This mode does not perform an Autoland, you have to disconnect the autopilot latest 200ft above ground and fly the rest manually. (In real life, this is often 400ft AGL!)

The ILS approach modes LOC and GS revert to the LAND mode when descending through 400ft AGL. When performing an Autoland, the LAND mode is followed by the FLARE mode at around 30ft AGL and then the ROLL OUT mode upon touch down. These modes work purely on ILS data basis. Especially

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with custom scenery, the ILS is often not aligned correctly with the runway, in these cases the aircraft will land, where the ILS beam guides it to. It does not know, where the runway is!

For LAND mode, the only way to get out of this mode is by initiating a go-around! To initiate a go-around, push the thrust levers into the TOGA detent. If you are high enough, you can retard them back into the CL detent immediately as soon as the SRS and the GA TRK guidance modes are engaged on the FMA.

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9 Fly-by-wire briefingThis section gives a brief overview over the functionality that the fly-by-wire system provides. On the QPAC A320, the fly by wire will remain in Normal law throughout the entire flight, independent of system failures. The degenerated Alternate Law and Direct Law are not implemented in the freeware version.

9.1 Flight control behaviourFly-by-wire is a lot more than just transmission of the pilot commands via electrical wires instead of steel cables. In normal law, there is no direct correlation anymore between the side stick deflection in the cockpit and the deflection of the control surfaces.

The side stick in the cockpit commands a desired motion of the aircraft and the fly-by-wire system ensures that the aircraft performs exactly the desired motion. This means in detail for the roll and pitch axes:

• Roll axis: For lateral control, the sidestick deflection represents a roll rate demand. For neutral sidestick, the desired roll rate is 0 and the aircraft maintains its bank angle. A maximum lateral deflection of the side stick corresponds to a commanded roll rate of 15 degrees/second.

• Pitch axis: The pitch axis control law is a so-called C*-law which is a mix between load factor demand and pitch rate demand. At high speeds, it is primarily a load factor demand, at low speeds primarily a pitch rate demand. Neutral side-stick corresponds to a load factor of 1g (compensated for pitch and roll up to 33° roll angle) and a pitch rate of 0deg/s. That means with neutral side stick the aircraft maintains its pitch angle and its flight path angle.3

o A fully aft stick represents a desired load factor of +2.5g for a clean wing and +2g for flaps/slats extended. A fully forward stick represents a desired load factor of –1g for clean wing and 0g for flaps/slats extended.

o The corresponding pitch rate demands at lower speeds are the result of a too complex algorithm for a quick introduction here. You’ll just need to get a feel for it by flying a lot. The key rule at speeds below maneuver speed is that a fully aft stick always corresponds to the creation of the maximum feasible amount of lift, and the pitch rate generated is in accordance with this.

o During the flare for landing, the FBW system introduces a gradually increasing nose-down input so that the pilot needs to apply backstick pressure to keep the nose up. This simulates the landing of a conventional aircraft.

• Yaw axis: The Fly-by-wire system has a integrated yaw damper. You will not need to use the rudder at any stage in flight except for take-off, flare and rollout. The yaw damper cannot be switched on or off separately.

9.2 Flight envelope protectionThe second important task of the fly-by-wire system is the protection of the flight envelope. This feature ensures that the pilot cannot lose control over the aircraft and that the aircraft cannot by structurally overloaded.

• Attitude protection: In order to avoid that the aircraft can get into abnormal attitudes, the fly-by-wire system does not permit pitch attitudes above 30 degree nose up or below 15 degrees

3 If you accelerate, you will notice an increase in vertical speed and a decrease of the aircraft pitch angle. This is a compromise of trying to maintain constant pitch and constant flight path angle at the same time. During acceleration, your angle of attack decreases, so the difference between pitch and flight path angle reduces. The fly-by-wire system decreases pitch and increases the flight path angle in a try to keep the load factor close to 1 (constant FPA) and the pitch rate close to 0 (constant pitch).

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nose down. The roll angle is limited to bank angles below 67 degrees. For bank angles between 33 and 67 degrees, the system levels the wings automatically when the stick is neutral until the bank angle is less than 33 degrees. To maintain 67 degree bank you need to keep the stick laterally fully deflected.

• Load factor protection: As discussed above, the fly-by-wire system does not allow g-loads in excess of –1g/2.5g for clean wings and 0g/2g for flaps/slats extended. This protection is to ensure the structural integrity of the aircraft.

• High Speed Protection: When the aircraft speed exceeds VMO/MMO (350kts/M0.84), the fly-by-wire system automatically introduces a pitch up moment in order to reduce the aircraft speed. This is coupled with the spiral dive protection. When the high speed protection is active, the maximum permissible bank angle is reduced to 45 degrees and with the side stick neutral, the system will fully level the wings.

• High Angle of Attack Protection: The high angle of attack protection activates, when the actual angle of attack of the aircraft exceeds the activation limit “Alpha Prot”. The side stick now commands a desired angle of attack. Neutral side stick corresponds to the angle Alpha Prot, fully aft stick corresponds to the maximum permissible angle of attack, providing the maximum possible amount of lift. The E/WD will display a warning: ALPHA PROT and the Autopilot disconnects. For deactivation make sure you are fast enough and push the stick slightly forward to reduce the angle of attack below Alpha Prot.

• Low speed protection: The low-speed protection is also triggered by a too high angle of attack. If the angle of attack exceeds the Alpha Floor limit (which is higher than the Alpha Prot limit), the A/THR system engages and commands TOGA thrust in order to provide a quick increase in speed or available climb performance. (Don’t forget: This event is triggered either because you fly too slow or because you pull strongly on the stick.) The engagement of Alpha Floor is displayed in the first column of the FMA with the message A.FLOOR. When the angle of attack drops below the alpha floor limit, the A/THR mode changes from A.FLOOR to TOGA LK indicating that TOGA thrust is locked on the engines. Once TOGA LK appears in the FMA, you can deactivate this protection by disconnecting the A/THR system. (E.g. pull the thrust levers to idle or any other A/THR disconnect method.)

For more details on this system, please refer to the official documentation from Airbus.

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10 Descent and approach preparationThe descent needs to be initiated manually when reaching the “Top of descent (T/D)”. There exists no function for an automated descent initiation on real life Airbusses as the descent always requires an ATC clearance and hence some kind of pilot interaction.

10.1 Descent initiationUnfortunately, we have no indication of the Top of Descent (T/D) available at the moment. This section is intended to help you find a good estimate for the T/D. As most people will try to use some sort of published arrival route to their destination airport, the descent planning will be demonstrated here at the example of the “KORRY 3” Standard Arrival Route (STAR) into New York’s La Guardia airport (KLGA).

The respective arrival chart can be found here: http://204.108.4.16/d-tpp/1101/00289KORRY.PDF

Coming from COLIN, you will notice that there are seven waypoints, that have altitude information:RIDGY FL270, ENO FL240, SKIPY FL190, BESSI 17000, DAVYS 13000, BRAND 11000, KORRY 10000.

Besides the actual altitude value associated with the waypoint, the type of altitude constraint is important to notice. Looking closely at the chart, you will see, that the altitude values for each waypoint are underlined, with the exception of KORRY, for which the altitude information has a line below and one above! This means:

1. The first 6 waypoints have a minimum altitude. (That is what the underlining means.) I.e. you can cross RIDGY at FL270 or higher. (I.e. FL390 at RIDGY is OK!)

2. Only KORRY has an "AT" altitude constraint - you have to cross KORRY at 10000ft. (not higher, not lower.)

As the only full constraint is to cross KORRY at 10000ft, you should plan your approach to reach 10000ft at KORRY in an idle descent! As long, as you do not violate any of the minimum altitudes at the waypoints before, this is the most efficient way of flying.

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This principle applies to pretty much any STAR. Find the first waypoint with an “At” constraint (or an “At or below” constraint) and initiate your descent such that you will reach the height restriction at this waypoint in an idle descent path. (Unless instructed otherwise by ATC of course.)

To find the T/D, a good rule of thumb is to initiate the descent 30NM per 10000ft of altitude difference to the target. To reach 10000ft at KORRY, this gives:

1. Cruise altitude FL300: (20000ft above the target alt at KORRY): Initiate the descent 60NM before KORRY.

2. Cruise altitude FL350: (25000ft above the target alt at KORRY): Initiate the descent 75NM before KORRY.

With RIDGY being 87NM before KORRY, you would initiate your descent directly above RIDGY, if you cruise at FL390. For heavy aircraft or tailwind start the descent a bit earlier. With a light aircraft or head wind start a bit later.

10.2 Descent monitoringThe QPAC A320 does not feature vertical flight planning. Hence, the pilot has to monitor the descent himself. A idle-descent profile looks like this:

As you can see, the descent is steepest when the aircraft flies a constant Mach number. In this case, the ground speed remains constant or even slightly increases during the descent requiring more altitude loss to maintain the speed. (With the air getting warmer as you descend, the sonic speed rises.)

Once the aircraft switches to IAS-mode, the slope flattens. This is because flying with a constant IAS means that the ground speed reduces continuously as you descend and the reduction in kinetic energy allows the aircraft to descent slower. (You trade kinetic energy (speed) for potential energy (height))

Short before reaching 10000ft, the speed target reduces to 250kts in order to comply with the speed limit below 10000ft. The aircraft will fly this speed reduction almost horizontally, so you will fly a few nautical miles without any height loss, until the speed dropped far enough to continue the descent.

For your descent monitoring this means:

1. Do corrections only, when the aircraft maintains a constant IAS. It is hard to foresee, how the slope angle will change at the switch-over altitude.

2. If your target waypoint is at or below 10000ft aim to arrive a few nautical miles before the waypoint to allow for the speed reduction segment just before descending through 10000ft.

To determine whether you are above or below the profile, you can check the time to your destination waypoint and cross-check with the current vertical speed. For example, if you are 5 minutes from your waypoint (according to FMC) and your descent rate is 1800fpm, you should be 1800fpm*5min = 9000feet above your target altitude. (Corrected by the deceleration phase at 10000ft of course.)

FL100

~FL260(Mach-IAS switch-

over altitude)

Descent with constant Mach-number(ground speed constant or even slightly increasing)

Descent with constant IAS(Permanent reduction of ground speed)

Speed reduction to comply with SPD limit below FL100

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If you have the impression, you are coming in too high, extend your speedbrakes. If you think, you are too low, change to manual speed and reduce the speed target by 10-20 knots.

10.3 Descent pilot actionsThe descent generally requires the pilot actions described below.

• To initiate the descent you dial your new ATC clearance altitude or a descent target altitude of your choice into the FCU altitude window and either push or pull the altitude selector knob.

If you pull the knob (by clicking on it), you will engage the OPEN DES mode and the aircraft will descend directly to the FCU selected altitude ignoring any altitude constraints given in the flight plan. If you push the knob (clicking slightly above it), you will engage the DES mode. In this mode, altitude constraints in the flight plan are considered, and if geometric legs are defined in the flight plan, they will be tracked. However, the Descent will end at the FCU selected altitude.

• When passing through the transition level, switch the altimeter setting back from Standard to QNH. (Get the QNH for your destination from ATC or use the weather menu dialogue.)

For switching from Standard to QNH click on the altimeter setting knob. The altimeter setting will change back to the QNH value that was selected before switching to Standard.

CAUTION: Only change the altimeter setting while in mode (OP) DES. If you are in mode ALT (CST), the altimeter setting will change and most likely the ALT mode will revert to VS mode. In this case you need to reselect the necessary vertical guidance mode.

• Choose the desired AutoBrake setting. LO for long runways, MED for short or contaminated runways. You cannot engage MAX A/BRK in flight on this aircraft.

• Set Anti Ice as necessary.

• When passing through 10000ft (or according to destination airport regulations), switch on the landing lights.

When approaching 10000ft, the managed speed target will reduce to 250kts in order to respect the speed limit below 10000ft. If you fly with selected speed, make sure to reduce the speed target in time to reduce the speed to 250kts before descending below 10000ft.

If you have the impression that you are coming in too high for the ILS approach or the vertical geometry of the RNAV-GPS approach, use the speedbrakes to increase descent rate while maintaining the selected IAS.

Clicking on the baro selector changes the setting from Standard to the last selected QNH value

The PFD indication changes accordingly

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• Depending on the turbulence situation, switch on the Fasten Seat Belt signs (and no smoking signs).

The cockpit approach preparation depends on the type of approach for the destination airport.

10.4 ILS Approach preparationIf an ILS approach will be performed at the destination airport, the Flight Plan may end at a waypoint in line with the ILS Localizer beam. It may also run parallel to the Localizer beam for a while. If the flight plan ends before ILS intercept, use the HDG mode to guide the aircraft to the localizer manually.

• Tune the frequency of the ILS into Nav1.

• Switch on the PFD landing scales to show the ILS deviation scales.

When the ILS is tuned correctly and ready for use with the AP, the PFD will show the ILS information as magenta text in the bottom left corner.

You can arm the APPR mode for an ILS landing only, if the magenta ILS information is displayed in the PFD and if no FAF is defined in the FMS Flight Plan.

• Arm the approach mode by pressing the APPR button once the aircraft is in the area shown below. (Don’t arm it earlier or you risk faulty interception of the localizer.)

• Engage the second Autopilot to enable DUAL CAT III landing.

Click on the LS-button on the Glare shield to switch on the Landing Scales. (Separate switches for Captain and FO PFD.)

Indicates that an ILS is tuned and ready for use with the AP/FD

ILS deviation scales – displayed only if the LS button on the EFIS control panel is selected.

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Until the Localizer and the glideslope are captured, you are responsible to ensure that the aircraft path intersects both. For Glideslope capture, we recommend capturing it from below. When capturing from above, use VS mode to ensure a high enough rate of descent to ensure intersection with the glide path sufficiently before the runway threshold! The APPR mode will revert to LOC mode, if you are above glide slope and the rate of descent is insufficient!

10.5 RNAV-GPS Approach preparationAn RNAV-GPS approach is based purely on information in the flight plan, and does not require any ground installation navigation aids. To perform an RNAV-GPS approach with this aircraft, the flight-plan needs to fulfill the following conditions:

1. The RNAV-GPS approach path ends with a Lat/Lon waypoint that describes exactly the runway threshold. (Otherwise the plugin can’t know, where the runway is.) This waypoint also needs to have the correct altitude information of the runway threshold elevation coded (Threshold elevation + 20-30 feet.)

2. The waypoint after the runway threshold waypoint is your destination airport as “airport waypoint” with the airport elevation as Altitude value. (This tells the plugin, where the RNAV-GPS approach ends.)

3. The waypoint before the runway threshold is in line with the runway centerline and contains a valid altitude setting for a smooth descent towards the runway. (This tells the plugin the orientation of the runway.)

4. One of the waypoints before the threshold waypoint is marked as “Final Approach Fix (FAF)” and all subsequent waypoints have valid altitude information. (See section 4 for more details)

If your flight plan fulfills all these conditions you can conduct a RNAV-GPS approach. (In a future update, we will try to extract these data from databases to facilitate flight planning.)

The approach preparation for this type of approach is very similar to the ILS approach:

• Switch on the PFD landing scales to display the FMS deviation scales.

ILS beam

Arm APPR only when in this sector!

RWY

Representation of the deviation scales on the PFD. The representation is that of the new RNP approach developed by Airbus.Vertical deviation: 100ft/dotLateral deviation : 0.1NM/dot

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• Make sure, the baro setting is correctly set to QNH. The vertical deviation is computed purely based on altimeter information. A wrong QNH will let you reach the runway too high or too low. (CFIT!)

• As soon as the deviation scales are displayed on the PFD, you can arm the APPR mode by pressing the APPR button on the FCU. If in mode NAV, the lateral mode APP NAV will engage. For vertical guidance, the FINAL mode will be armed.

• You can engage the second AP as soon as the APPR button is armed.

10.6 Other approach typesLOC Approach: You can conduct a LOC approach similarly to the ILS approach, however there will be no vertical guidance.

• Use the LOC button on the FCU instead of the APPR button.

• Set the FCU altitude to the Minimum Descent altitude of the approach, when runway is visual set it to the go-around altitude.

• Use the VS mode to follow the vertical flight path. (The aircraft will level off at the FCU altitude, unless you disconnect the AP and fly the rest manually)

All other approaches: These are NDB, VOR, etc. These approaches are currently not supported by the FMS solution. You can fly them using the basic modes VS and HDG and using the regular navigational equipment to adjust the HDG and VS according to your desired flight path.

APP NAV mode engagesFinal mode is armed

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11 Approach and LandingThis section assumes that you have armed the approach mode of the aircraft as described in the previous section and that the aircraft is guided correctly towards the ILS for the case of ILS approach.

Managed speed profile during approach: During the approach phase the managed speed profile will allow a continuous flap/slat extension down to landing configuration. The QPAC A320 switches into the approach phase:

• If your flight plan goes all the way to the destination airport, the approach phase is initiated 18NM from touch down. (Replacement of the real-life feature that switches to the approach phase at the “deceleration pseudo waypoint”.)

• When you arm the approach or localizer mode. (Replacement of the real-life possibility to manually activate approach phase in the MCDU.)

The activation of the approach phase can be seen by the new managed speed target being in the range of 120 to 140kts, depending on your aircraft weight. The indicated speed target is now the final approach speed for landing configuration. As long as you are NOT in landing configuration, the A/THR system will maintain a higher speed target that is safe for the current configuration.

With a clean wing, the aircraft will slow down to 220kts to allow for slats extension.

Once you have extended the slats to configuration 1, the speed target reduces to S-Speed to allow flap extension to configuration 2 as well as slat retraction in case approach abortion. (Remember: The indicated speed target, i.e. the magenta triangle shows the final approach target speed during the entire approach.)

After slat/flap extension to configuration 2, the speed target will be F-speed until you are in landing configuration. Once you are in landing configuration, the speed target corresponds to the magenta triangle shown on the side of the airspeed indicator.

Approaches without possibility to switch to the approach phase:If your approach does not fulfill any of the two conditions shown above for switching to the approach phase, you will have to fly the approach with selected speed target.

Upon approach phase activation:Once the approach phase is activated, make sure that the aircraft slows down to a speed at which you can safely extend the slats to configuration 1. If the aircraft does not slow down fast enough, use the speed brakes or consider early gear extension. Remember to retract the speed brake latest when you are in configuration 2.

At 2000ft above airport level:

• Extend flaps to position 2 (make sure that you are below 200kts IAS before doing so!)

• Arm the speed brakes

• Select Landing Gear down (once flaps are in position 2)

• Confirm Auto-Brake Setting

• Obtain cabin report by clicking on one of the cabin call buttons.

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Go-around preparation:Perform these steps only, once the G/S(*) or the FINAL APP mode have become active. If flying with VS mode for vertical guidance set the Go-around altitude when you are below the go-around altitude, so the VS mode does not capture this altitude.

• Set the go around altitude on the FCU. (DO NOT push or pull the selector knob.)

Final landing preparations:

• Switch on Nose Gear light, ensure Landing lights are on.

• Wing Anti Ice off. (Unless in severe icing conditions)

• Check that A/THR is in mode “SPEED” or Off.

• Set Flaps to 3. (When Speed below 180kts)

• Set Flaps to FULL (When speed at VAPP or slightly above.)

• Check landing memo all green.

11.1 LandingILS approach: When flying an ILS approach, the aircraft can perform a fully automatic landing including rollout and autobraking to a full stop. The only actions required in this case are:

• Monitor approach. Take over manually if necessary.

• At 20ft RALT: Retard thrust levers to idle.

Landing memo all green

The WHEEL page appears on landing gear extension.Make sure, all items are green.

Shows the selected Auto Brake level.

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All other approaches: All other approach types do not allow for automatic landing. You will have to take the aircraft over manually at some point during the approach.

• At the Minimum Descent Altitude (at the latest), disengage the AP.

• Switch off both flight directors, as the approach will be flown visually from here.

• During flare, retard the thrust levers to idle, otherwise A/THR will maintain the current aircraft speed during flare.

Important: If the thrust levers are not in idle on touch-down, the speed brakes will not extend and Auto Brake will not engage.

11.2 Roll-outUpon touch-down perform the following actions:

• Monitor speed brake engagement

• Select reverse thrust on both engines, choose level of reverse thrust depending on runway length.

• Monitor deceleration rate indicated by the green “DECEL text on the autobrake button.

At 70 knots:

• Set thrust reverse to idle.

At taxi speed:

• Set thrust to forward idle

You can disengage the auto brake at any time by applying pedal brakes. (E.g. via X-Plane’s hold regular brakes command.) You should disengage the auto brake at 20kts ground speed to avoid jerky behaviour at low speeds.

If you performed an Auto-Land, the AP will disconnect automatically, when you turn off the runway. You can of course disconnect it at your leisure during the roll-out.

11.3 Go-aroundIf at the decision height or the minimum descent altitude, you do not yet have the runway visual or your approach is not stable, you have to perform a go-around.

• Move both thrust levers into the TOGA detent (i.e. fully forward) to engage the Go-around mode. (This works at any point in the approach as soon as the slats or the flaps are extended.)

Indicates that at least 80% of the deceleration rate is reached that is associated with this A/BRK setting.

Vertical guidance in Go-around is SRS mode

Lateral Guidance is GA TRK, maintaining the aircraft track at GA initiation

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• Select Landing Gear up

• Retract flaps to flaps 3 immediately on GA initiation.

If your flight plan includes the go-around flight path re-engage the Navigation mode as soon as possible:

• Push the Heading Selector knob (by clicking slightly above it.)

The rest is very similar to the initial climb. See section 6.

If you perform your go-around at a high altitude that does not require TOGA thrust, you initiate the Go-around by moving both thrust levers into the TOGA detent and immediately back into the climb detent.

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12 Systems briefingThis aircraft comes with a highly complex simulation of the systems of the A320. A detailed description of each of the system can be found on www.smartcockpit.com. Here, I will just describe the basics of system usage.

Basic rule for the A320 systems use: You do not need to do anything! All systems are fully automated and unless you have system failures, you do not need to touch almost any of the switches in the OHP panel.

The image below shows all the switches that need to be operated in normal operations. While most OHP switches are operational, you don’t need to press any of those, unless you encounter system failures.

In this graphic, the landing elevation switch for the cabin pressurization system is included in the switches for normal operations. This is because on the QPAC A320, the Cabin pressurization system does not receive landing elevation information from the Flight Management System. On the real Airbus, this switch is left in position “Auto” during normal ops.

The color coding of the lighting in the OHP switches is as follows:

Green: Normal system status (E.g. APU Avail indication)Amber: Abnormal system status (E.g. all the Fault lights.)Blue: Temporarily acceptable switch position in normal operationsWhite: Abnormal switch position

In standard ops, only these switches are used.

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What this means, is that the OHP is only in a normal state, if it is completely dark. During standard operations, the only acceptable lights in the OHP are either green or blue. None of these should be illuminated during the entire flight.

12.1 ATA21 – Air Conditioning and Cabin PressurizationThe Air Conditioning and the Pressurization system work fully automatic. Bleed air is taken from both engines (or the APU, if APU bleed is selected on) and brought to the correct temperature in 2 air conditioning packs. The conditioned air is then distributed in cabin and cockpit via nozzles in the aircraft ceiling area.

The cabin pressure is regulated by 2 Cabin Pressure Controllers that control the opening of a single outflow valve in the bottom rear of the aircraft. The opening angle determines the amount of air leaving the aircraft hence adjusting the cabin pressure.

The following area of the OHP is used to control the Air Conditioning system:

Pilot actions required in normal operations:

• Phase Take-off : For take-offs on short runways, consider switching off both packs to improve engine performance. Switch the packs back on at the thrust reduction altitude.

• Phase Descent and Landing: Over reasonably flat or hilly terrain, the Cabin Pressure control works very well with the landing elevation switch set to Auto. In highly mountainous areas, set the landing elevation switch to a value close to your destination airport elevation. (In real life, the CPC receives the landing elevation from the Flight Management and Guidance System.)

• Any flight phase: You can set the desired temperature for the different zones (Cockpit, Forward and Aft Cabin) to your liking. In real life, you’ll probably get complaints about too hot or too cold, no matter which temperature you choose.

12.2 ATA24 – ElectricalIn flight, the electrical system is normally powered by one engine driven generator in each engine. The generator on the left engine powers the AC1 bus, the generator on the right engine powers the AC2 bus. If the APU is running, the APU generator can power the system also; however, it only does so, if the engine generator does not power the associated bus. (E.g. engine or generator fault) On ground, the system can also be powered by external power. After engine failure, the remaining generator will automatically supply both the AC1 bus and the AC2 bus.

Select the desired temperature for the cockpit, the forward and the aft cabin (range: 16-28°C)

Switches the left and right pack on and off.

Pack flow. (Leave in norm, except in single pack operation after system failures.)

Switches off hot air for temperature regulation. (Leave on in normal ops)

Sets the elevation of the destination airport. (Up is AUTO)

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All system reconfigurations are fully automatic and do not require any pilot action. Especially, do not select any of the generator switches to OFF, unless the ECAM asks you to do so!

The OHP switches to control the electrical system are:

Pilot actions required in normal operations:

• Phase preflight, before Push-back: Switch off external power supply. (Make sure you started the APU before!)

• Phase done, after reaching the stand, before engine shut-down: Switch on external power supply.

In normal ops, there are no other actions required for the electrical system.

12.3 ATA 28 – Fuel SystemAs all the other systems, the fuel system works fully automatic and does not require pilot interaction in normal ops.

The fuel is stored in 5 tanks, a left and right outer wing tank, a left and right main wing tank and a center tank. The refueling and fuel usage sequence is designed to minimize the wing bending moment. This is achieved by leaving fuel in the outer tanks as long as possible, and only having fuel in the center tank, if really necessary. Unless you are digging into your fuel reserve, the outer wing tanks should never empty during the flight!

During refueling, the tanks get filled in the following sequence:

1. Outer wing tanks until full

2. Main wing tanks until full

3. Center tank

The fuel is used in the opposite fashion:

1. Fuel is used from the center tank

Transfer the supply of the AC Essential bus from AC1 to AC2. (Required on AC1 Bus Fault)

Switch off commercial electrical loads (IFE, Galleys, Cabin lights, etc)(required in electrical emergency or fire.)

Battery switches. On during the entire flight. Some airlines ask to switch them off, when the aircraft is parked.

Engine and APU generator switches. Do not switch them off, unless asked to do so by the ECAM!

External power switch. Use it to activate external power supply when reaching parking position before engine shutdown.

Bus tie. Leave it on, unless requested otherwise by the ECAM!

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2. When center tank is empty, fuel is used from the main wing tanks

3. When the main wing tanks approach low level, fuel is transferred from the outer to the main tanks.

The sequence above is slightly simplified. When feeding from the center tank, the return fuel from the engines is deposited in the wing tanks. Hence, the wing tanks need to have the space to accommodate the return fuel. Hence, center tank feeding occurs only, if the wing tanks are not completely full.

The logic, when the center tank pumps run, is fully automated, if you leave the center tank pumps in automatic mode. No pilot action is required to achieve the correct feeding sequence!

The following switches on the OHP are used to control the fuel system:

Pilot actions required in normal ops:

NONE. (Except for fuel quantity monitoring of course.)

Abnormal procedures:

• Gravity feed: The Engines can consume fuel from the wing tanks on gravity feed, i.e. with the Left (Right) Fuel Boost pumps off. The engines cannot consume fuel from the center tank without the center tank pumps running.

• Left-right fuel transfer: If you encounter an engine failure or a significant fuel imbalance between the left and the right side, you can transfer the fuel between the two main wing tanks as follows:

1. Open the cross feed valve. The “OPEN” light needs to light up within 2 seconds.

2. Switch off the boost pumps on the side, where the fuel shall go. I.e. if you want to transfer fuel to the right wing tank, switch the right Boost pumps 1 and 2 off.

3. Monitor the fuel transfer on the Lower ECAM FUEL Page.

4. When fuel transfer finished, switch the boost pumps back on and close the cross feed valve.

Opens and closes the cross-feed valve

Left main tank fuel pump switches(Leave always on in normal ops)

Right main tank fuel pump switches(Leave always on in normal ops)

Center tank fuel pump switches(Normally on, even if fuel pumps don’t run)

Switch center tank pumps into manual mode (not needed in normal ops)

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12.4 ATA29 – Hydraulics systemThe hydraulic system – you guessed it – works fully automatic. The A320 has three independent hydraulic systems, the green, the blue and the yellow. The green system is powered by the engine driven pump (EDP) on Engine number 1. The yellow system is driven the by the Engine Driven Pump on Engine number 2. The blue system is powered by a electrical pump that requires AC power from the AC1 bus.

If in flight the hydraulic pump of either engine provides low pressure, the system is powered by the Power Transfer Unit (PTU) that transfers power between the green and the yellow system. If required, the yellow system can also be powered by an electrical pump that needs to be actively switched on upon ECAM request.

In an emergency, the Ram Air Turbine (RAT) can provide power to the blue hydraulic system. In this case, the blue hydraulic system can also drive the emergency generator to supply the electrical system, if required.

The OHP contains the following switches to control the hydraulic system:

Pilot action required in normal ops:

NONE.

12.5 ATA30 – Ice protectionThe ice protection functions on the QPAC A320 are X-Plane standard. Use the following switches to control it.

12.6 ATA31 – Indicating and recordingThe instrumentation on the QPAC A320 is highly realistic concerning symbolics as well as functionality. We will just describe some features here, that might otherwise be hard to find or hard to know that they actually exist.

Engine 1 EDP switch (Leave on in normal ops.)

Engine 2 EDP switch(Leave on in normal ops.)

Switch for electrical yellow system pump.

Power Transfer Unit switch (Leave on in normal ops.)Blue system electrical pump

switch. (Leave on in normal ops.)

Manual RAT deployment(Do not use in normal ops.)

Wing Anti-Ice

Engine Anti-Ice

Electrical heating of probes and cockpit windows. (On real life-aircraft, these heaters are always on at a low level. This switch just changes the level from low to high.)

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SD Page Selection: If you want to consult another page on the system display other than the automatically displayed page, you can select the desired page on the ECAM control panel:

With the exception of the DOOR page, all System Display pages are available for display. To select a page, press the respective button on the ECAM control panel. The green bar on the button will light up, and the page will be displayed. To return to the automatic System Page sequencing, click the same button a second time. The green bar extinguishes, and the System Displays shows the page suitable for the current flight phase.

Display unit brightness control: The brightness of each of the six display units can be controlled separately. The brightness control knobs for the Engine Warning Display (E/WD) and the system display (SD) are shown in the graphic above.

The brightness controls for the Primary Flight Displays (PFD) and the Navigation Displays (ND) are shown here:

Clearing of ECAM warnings: Warnings displayed on the ECAM displayed can be cleared using the CLR-pushbutton on the ECAM control panel. Each push of the button will clear the first warning displayed on the E/WD independent, whether the associated ECAM actions have been performed or not. The green bars on the CLR button are lit, if the button can be pressed to remove warnings.

12.7 ATA32 – Landing GearThe landing gear system splits functionally into three principle parts: The extension/retraction system, the braking system, and the steering system.

12.7.1 Landing Gear Extension and Retraction System (LGERS)

On the A320, the LGERS is powered by the green hydraulic system. There are no alternative options, so the gear can only be retracted, if the green hydraulic system is available.

In case of loss of the green hydraulic system, the gear can be extended using the gear gravity extension, in which all the gear uplocks are removed and the gear falls into the extended position by gravity.

Brightness knob for the E/WD

Brightness knob for the SD

Buttons to select the desired System Page

Buttons to clear ECAM warnings

Brightness control of the captain’s

- Navigation Display

- Primary Flight Display

Brightness control of the first officer’s

- Navigation Display

- Primary Flight Display

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If gravity landing gear extension is required: Should it be necessary after a loss of the green hydraulic system to extend the gear by gravity perform the following actions:

• Actuate the gravity extension lever. (In real life, three turns of the handle, in XP just a click on it.)

• Subsequently, select the normal landing gear lever down.

12.7.2 Braking system

The aircraft brakes can be powered in many different ways. Normal braking with Anti-Skid is performed by the green hydraulic system. Alternate braking (with or without Anti-Skid) is performed by the yellow system. If both the green and the yellow hydraulic system have low pressure a brake accumulator provides enough pressure for at least 7 full brake applications after landing.

The brake pressure on each side and the state of the brake accumulator is shown on the triple pressure indicator.

Parking Brake: The parking brake overrides all other brake commands when set. To make use of X-Plane’s brake commands, which constitute pedal brake applications, you need to switch off the parking brake.

Auto Brakes: On the A320, you have three different levels of automatic braking available. LO and MED braking are used on landing depending on the available runway lengths. MAX is the Auto Brake mode for rejected take-offs. On some A320 versions, MAX cannot be selected in flight, so on the QPAC A320.

Auto-Brake control is performed via this panel:

Left and right brake pressure(In real life, only if the yellow system performs the braking. In X-Plane for easier use also when braking with the green system.)

Status of the brake accumulator.(Here: Accumulator fully charged.)

Park Brake On Park Brake Off

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12.7.3 Nose wheel steering

Nose wheel steering is also performed by the green system. It is hence only available, if the green hydraulic system is pressurized and also only, if the nose wheel steering switch is in the position on.

In X-Plane, the nose wheel steering angle is connected to the yaw axis of your joystick, however the plugin also supports the use of a separate axis for the nose wheel tiller.

The nose wheel steering angle is progressively reduced as the aircraft ground speed increases in order to provide smooth control throughout the entire take-off run.

12.8 ATA33 – LightingThe internal and external lighting of the aircraft has been implemented as realistically as possible within the limits defined by X-Plane.

12.8.1 External Lighting

The external lights are controlled via these switches on the OHP:

• Beacons: Need to be on at any point, when the aircraft moves.

• Strobes: With the switch in position “AUTO”, the strobes will be on, as soon as the aircraft is airborne. They will switch off again on touch-down.

• Navigation lights: These lights are on during the entire flight, and often also on the ground at night. The switch position chooses which system is used for these lights. (System 1 or 2)

Auto Brake mode for take-off

Auto Brake modes for landing

Indications:- Blue ON: Mode armed or active- Green DECEL: 80% of the deceleration rate for this ABRK level reached.

Strobe lights switch Navigation lights switch

Anti-Collision lights/Beacon switch

Landing light switchesNose wheel light switch

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• Landing Lights: The landing light switches have 3 positions. In position RETR, the landing light mounts are retracted into the wing. In position OFF, the landing light mounts are extended, but the lights are off. In position ON, the light mounts are extended and the lights are on.

• Nose Wheel Light: In real life, the nose wheel light comes in two intensities, Taxi and Take-off. X-Plane does not support this, so the switch only allows for the positions on and off. The light is switch off automatically, if the nose gear is not fully extended.

12.8.2 Internal lighting

There is a variety of switches to control the cockpit lighting. The cabin lighting is controlled automatically by the plugin depending on the outside brightness. The cabin lights are off automatically during the take-off run and during the final approach for landing.

There are two panels to control the cockpit lighting. One is in the Overhead panel, the other on the center pedestal:

12.9 ATA34 –NavigationThe transponder function on the QPAC A320 has also been implemented as in real-life providing a correct representation of the activation conditions and the power supply of the two transponder units installed on the aircraft.

Both transponders are controlled via the same panel, which is located on the pedestal:

With the transponder power switch in the “Auto” position, the transponder remains in “standby” while the aircraft is on the ground, and automatically goes to “on” once the aircraft is in the air. In normal operations, you do not need to move this switch. If you need the transponder to also work while on the ground, switch the switch to ON.

Controls the brightness of the Overhead Panel background lighting.

Brightness level of the cockpit overhead dome lights.

Brightness level of the cockpit flood lights.

Brightness level of the pedestal and main panel background lighting.

Switch altitude reporting on (Mode C) or off (Mode A).

Switch transponder on, auto, or off (Standby)

Select Transponder 1 or 2

Set the first two digits of the XPDR code.

Set the last two digits of the XPDR code.

Squawk Ident button

Selected XPDR Code

Reply light lights up when the transponder sends a reply in modes A or C

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There are two transponders on the aircraft, but only one operates at a time. You can choose between the two with the “Sys” switch. Transponder 1 is powered by the AC ESS (SHED) bus. It will not work, if the AC ESS bus is not powered, of if the message “AC ESS SHED” is displayed on the ECAM. Transponder 2 is powered by the “AC 2” bus and will hence only work, if this bus is powered.

If power to the transponder is lost, the display of the transponder code goes blank.

Pilot actions during normal operations:Only two actions are required during normal operations:- Set the XPDR code according to ATC instructions.- Press the Ident button, if requested by ATC.

12.10 ATA36 – PneumaticsOn the A320, the bleed system can be supplied by three on-board bleed sources. Engine 1 and the APU can supply the left side of the Bleed system, engine 2 supplies the right side of the bleed system. A Cross-Bleed valve allows to interconnect both sides, if only one of the sides is supplied with hot compressed air.

The following switches on the OHP control the pneumatics system.

Pilot actions during normal operations:In normal operations, the pilot only needs to control the APU bleed. For engine start, switch on the APU Bleed. Selection of APU Bleed overrides engine bleed air supply, so switch APU Bleed off immediately after engine start to avoiding ingestion of Engine exhaust gasses.

With the Cross-Bleed switch in the position AUTO, the cross bleed valve opens automatically, if APU bleed is selected. Otherwise the cross bleed valve is closed. In normal operations, there is no reason for this switch to be in any other position than AUTO.

Switches ENG1 Bleed on or off. (Leave in position on.)

Switches ENG2 Bleed on or off. (Leave in position on.)

APU Bleed switch

Cross-bleed switch(Leave in position AUTO)

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13 X-Plane failure mappingIf you consider flying with all systems operational too boring, you can fail some of them using X-Planes failure screen. The following graphics show which of X-Planes failures are mapped to failures of the customized systems.

X-Plane’s engine failure simulation is not affected by the plugin and works as usual. Only regular engine failure and engine fire are covered by the respective ECAM action lists, though.

Most of X-Plane failures that do not concern the highly customized systems (Electrics, Hydraulics, Fuel, Bleed, Air Conditioning) should work as normal. For the highly customized systems only the failures shown in the figures below are dealt with.

AC1 Bus Fault

AC2 Bus Fault

DC1 Bus Fault

DC2 Bus Fault

TR1 Fault

TR2 Fault

HYD G PUMP Fault

HYD Y PUMP Fault

HYD B PUMP Fault

HYD Y ELEC PUMP Fault

HYD G Leak

HYD Y Leak

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LGCIU 1 Fault

LGCIU 2 Fault

BSCU 1 Fault

BSCU 2 Fault

Work as usual (Ignored by gravity extension)

Work as usual

ENG 1 GEN Fault

ENG 2 GEN Fault

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14 Copyright and licensingThis is a high-quality X-Plane addon that is distributed free of charge to private end users for their personal entertainment. Commercial use is prohibited unless a written agreement with QualityPark AviationCenter GmbH is made.

The private end user is entitled to use this aircraft for personal purposes and to distribute it “as is”. The private end user is also entitled to modify the aircraft paint to their liking and publish the modified aircraft paints. However, no user is entitled to modify the aircraft, or use parts of the aircraft, including instrumentation textures, the panel, and the plugin for use with other aircraft unless authorized in writing by QualityPark AviationCenter GmbH.

Any type of commercial use including familiarization training requires an agreement in writing with QualityPark AviationCenter GmbH. For more info, please contact us on info@qpac.de

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15 Appendix – Abbreviations The following abbreviations are used frequently in this Quick Start Guide:

A/THR Automatic Thrust

ALT Altitude

AP Auto Pilot

AP/FD Auto Pilot and Flight Director

APPR Approach

APU Auxiliary Power Unit

ATC Air Traffic Control

ECAM Electronic Centralized Aircraft Monitoring

EDP Engine Driven Pump (Hydraulic Pump)

ENG Engine

E/WD Engine Warning Display

FAF Final Approach Fix.

FCU Flight Control Unit

FMC / FMS Flight Management Computer / Flight Management System (XP standard)

FMGS Flight Management and Guidance System

FPA Flight Path Angle

HDG Heading

ILS Instrument Landing System

MCDU Multipurpose Control and Display Unit

ND Navigation Display

NPA Non precision Approach

OHP Overhead Panel

PFD Primary Flight Display

PTU Power Transfer Unit (Hydraulics)

QPAC Quality Park Aviation Center

RALT Radio Altitude

RAT Ram Air Turbine (Hydraulics)

SD System Display

SID Standard Instrument Departure

SPD Speed

STAR Standard Arrival Routing

TOGA Take-Off / Go Around

VS (V/S) Vertical Speed