PSS A319 / A320 / A321

Tutorial Flight - A typical flight in an Airbus A320 -

February 23, 2002

Phoenix Simulations Software

A319 / 320 / 321 Tutorial Flight Dear fellow Airbus enthusiasts: Before attempting this tutorial flight it is essential that you have read the Airbus “Systems Manual”. This is not a Boeing aircraft!

Before we start with this tutorial, the simulator has to be configured correctly: PSS A3xx Setup from your desktop, select PSS A-3xx Configuration under Startup, click “Start with Cold and Dark Cockpit” click OK Flight Simulator Setup start FS2002 select SETTINGS, Display, Hardware, set “Hardware Lighting Effects to “8” click OK select International, set Units of measure” to Metric (Altimeter feet) click OK Select “CREATE A FLIGHT”, Current Aircraft Aircraft manufacturer Aircraft model Variation (or your choice of A320) click OK

> Airbus > A320 > PSS A320 CFM Airbus Livery

Current Location Airport ID Runway/ Starting click OK

> EGGD > 27

Current Date and Time Time click OK

>Day

click “FLY NOW!”

Phoenix Simulations Software

A319 / 320 / 321 Tutorial Flight

Introduction All airlines have their own Standard Operating Procedures (SOPs) and these invariably will differ from airline to airline. Airbus Industrie at Toulouse produce the manufactures recommended procedures and then these can be modified to suit the individual airline’s own particular way of doing things. Some airlines prefer a more “hands on” approach others relying on the outstanding automation of this aircraft to fly it. Some airlines use this aircraft for medium haul others for high-density mass transportation over short distances using lots of short sectors with rapid turn rounds to maintain profitability. The aircraft is popular with the charter airlines who require maximum utilisation of the airframe coupled with high reliability. The big selling point of this aircraft is that provided the pilots use the flight management guidance systems in flight for climb, cruise, let down and approach then its fuel consumption is simply unbeatable. Many airlines are turning to the Airbus to further their ambitions, it has a clear advantage over rivals – a true 21st Century passenger airliner its level of automation takes it about as far as it can and the concept of fly by wire simply adds to this dimension. The down side from a pilots point of view is that if the aircraft is flown as the manufacturer intends it to be, there is very little chance for hands on flying with the inevitable “dumbing down” of flying skill. The concept is that from engagement of the autopilot soon after take off until the aircraft comes to a halt on the destination runway, the pilot should not need to touch

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A319 / 320 / 321 Tutorial Flight the flight controls again. By simply turning, pushing and pulling knobs/buttons as required together with lowering and raising of undercarriage and flaps at the appropriate time in flight the pilot need make no further input. The pilot’s role is changed significantly to being a system and aircraft manager but never forgetting that in the end, this aircraft flies like any other according to the laws of aerodynamics and physics. The autopilot is simply outstanding and from my own experience I have seen it handle easily the aircraft in the most violent of thunderstorm activity and land the aircraft automatically in weather right up to the limits of its design. If the aircraft is not doing something it should or that you don’t expect then it will almost certainly be because the pilot has not done or set something right. Before that inevitable reaction of taking out the autopilot because it’s not doing what I want a quick check will inevitably reveal why. The biggest problem facing a pilot newly converted to this aircraft is not fully understanding the modes of operation and capability of the autopilot. It is this automatic reaction of taking the autopilot out if the aircraft is not doing what you expect that cause so many problems with newly converting pilots coming off more traditional aircraft types. The other feature of this type is cockpit commonality. A look at an A320 cockpit will not be that different to an A340. It is now possible to mix an A320 type rating with that of the A330 which from a pilots point of view creates a pleasant roster with a mix of short and long haul flying. A colleague of mine with another airline complained and not unreasonably, flying the A340 exclusively on long haul trips that on many occasions he felt he was only there for the “ride”. With four pilots, two only there for the cruise, he felt totally reduced to just watching a load of glass displays for hours on end. Every now and then he got the legal minimum of 1 landing every 28 days and that was his lot! Sometimes he needed to get that in a simulator so it’s not always what it’s made up to be. Arrival and Flight Planning Most airlines will roster pilots for a 1 hour before departure report and allowing about 10mins to get out to the aircraft and 30mins to prepare the aircraft for flight this only allows you some 20mins for this all important part. At busy international airports such as Gatwick and Manchester this is clearly impractical so I always plan to arrive with 15mins in hand. First I check in and familiarise myself with the crew composition (normally 2 + 5 for the A320) for the flight. Cabin staff will have arrived 30mins before and will be conducting their own pre flight brief. Both pilots will work together checking the NOTAMs for the route, the route itself (no point flying over Afghanistan at the moment!) and the weather. A check with our OPS indicates the likely passenger load and any freight. We are already starting to formulate a zero fuel weight in our minds. Will we tanker fuel? Fuel prices vary all over the world. We often depart with maximum fuel so that we don’t upload as much down route. Obviously we want to go with full fuel in this situation but don’t forget that its no use arriving at the destination with all this fuel only to find you are still above the maximum landing weight of the aircraft. The last and possibly most important part is to check you can get off from the runway at departure with all this weight. No problem at Gatwick or Manchester but just have a look at the limitations that Bristol’s 27/09 (EGGD) imposes on a big aircraft like this. Planning complete, the fuel figures are passed to the fuel controllers and all other relevant information to enable a load sheet

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A319 / 320 / 321 Tutorial Flight to be built up. We will be in possession of a computerised flight plan that very accurately tells us the fuel burn and winds aloft. We all meet, the Captain finalises and gives any instructions to the crew and we get the bus out to the aircraft. Flight Deck Preperation On arrival at the aircraft, the Captain conducts a walk round and the First Officer carries out his security check of the cockpit area. Both then prepare for flight and with only 30mins to go, time is tight. On top of the what interests you “flight simmers” there is a myriad of activity going on around you to ensure that you get off on time and it is important not to get detached from it. Has the catering arrived, are there any specials (wheel chair passengers, problem passengers – booze!!!), how is the fuelling going, has the powerful push back tug arrived yet – is it connected to the nose wheel, do we have a slot to achieve and then the Senior Crew Member comes forward to remind you that one of the centre aisle exit lights is out and must be fixed. Can we go with it not working? Check the Minimum Equipment List you would be amazed that safety equipment imposes some of the most stringent limitations on dispatch. No dispatch with it not working – get onto maintenance we need it fixed NOW! This multi million pound operation is shortly going to come to a grinding halt all because of a small light bulb! Like a cup of coffee? Yes please, now where was I! Cold and Dark If you arrive at a “Cold and Dark” aircraft first thing is to get power connected. On the upper panel, • check the battery switches are ON and a voltage of at least 26 shows Ensuring no refuelling is taking place and the APU exhaust will not throw onto anything • check APU BLEED is OFF • set PACKs to OFF • select APU MASTER SW to ON, this automatically brings up the APU panel on the lower ECAM panel Wait for the flap open message to appear on this panel and then, • press the APU START button, APU start up is automatic If external power was connected, the green AVAIL light is illuminated in the EXT PWR button, press this button to make ground power available to the busbar’s and you will now get an ON light appear here. If both the APU and ground power are connected, the ground power has priority over the APU. By now if you were on ground supplies you would want to be getting rid of it and running power from the APU which will always be more reliable for computer programming and engine start. NEVER just disconnect it by having the ground staff

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A319 / 320 / 321 Tutorial Flight pull the plug out – quickest way to a large spark and injury there is. First, having started the APU, push the EXT PWR button to change the indication from ON to AVAIL. Only when the green AVAIL light is illuminated have the ground staff remove the ground connection. You will now be on the APU power. Now work your way round the upper panel, to ensure you have switches set correctly. • APU BLEED to ON • PACKs 1 and 2 to ON In general, you will know that everything is correctly set when all the lights on the upper panel except two are out. The only two lights remaining will be the GEN1 and GEN2 amber fault lights and that is because you obviously don’t have the engines running yet. Now down to the centre console. • check ENG 1 and 2 master switches OFF • MODE SEL to NORM • FLAPS up • GND SPLRS in the RET gate Set the other switches as you require. Obtain the ATIS and decide the most likely runway for departure. Now the fun starts! Let’s program the MCDU! MCDU Set Up • call up the MCDU panel, (shift+2 or press hot spot for MCDU) • confirm INIT page Type into the scratch pad (bottom line of the MCDU display) your departure and destination airports. I shall go through a typical flight so we shall go from Bristol to Tenerife. • type EGGD/GCTS press the Line Select Key next to the field entry, LSK 1R. Until you have this information in you are going nowhere as far as the MCDU is concerned. Insert the alternate airfield into the ALTN RTE airfield Gran Canaria. • type GCLP press LSK 2R Insert the flight number • type PSS1 press LSK 3L The cost index tells the flight management guidance computer the fuel burn strategy and this comes from the airline OPS dept who decide the policy for how they want the fuel economy to run. Zero (0) means burn the least amount of fuel possible for the journey, time is not important and it will be a long slow boring flight.

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A319 / 320 / 321 Tutorial Flight The highest (999) means get there as fast as possible, ignore the fuel economy. Setting cost index 0 will give a cruise of about M.76 whilst 999 gives a cruise of about M .81 at FL 350. • check COST INDEX is 50 (a good compromise) Insert the intended cruise level, I suggest it will be of the order of FL 330 until KORUL then a step climb to FL370 as fuel gets burnt making the aircraft lighter. Check the lat and long, this should be the reference point for the departure airport. Pressing the LSK next to the wind button brings up the wind page but don’t do this yet we don’t have the route in yet. • type 330 press LSK 6L for CRZ FL/TEMP • press the right LSK next to the ALIGN IRS prompt and we can move on • press the F-PLN button, this should bring up the basic flight plan you have just created The top line shows the departure airport with F-PLN DISCONTINUITY followed by the destination. • press LSK 1L next to EGGD • press LSK 1L next to DEPARTURE • press LSK 3L for runway 27 • press LSK 6R to INSERT Because there is no SID selected, the Airbus default will be to insert a climb ahead on runway track to 1500 ft AGL. EGGD is already at 622ft AGL so this will show as a floating waypoint with the identifier of “2122”. Now create the route. Go to your computer generated flight plan print out the airline gave you and insert the route exactly as it is flight planned. (We don’t have a computer plan here so I will make it up) • type EXMOR • press LSK 4L ,after the F-PLN DISCONTINUITY • press LSK 1L for 51N/003W The route will then go UA25/BHD and if the phoenix database is correct it should take it but if not then I am afraid you will have to build up the route piece by piece inserting each waypoint as it follows the track. • press LSK4L next to EXMOR to call up the lateral revision page • type UA25/BHD • press LSK2R for VIA/GO TO • press LSK6R for INSERT

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A319 / 320 / 321 Tutorial Flight If it responds database not found then press the RETURN button (LSK 6L) to go back to the F-PLN page and insert each waypoint one after another. To do this, type into the scratch pad TIVER and then press the LSK to the left and immediately below EXMOR. If you make a mistake, press the CLR button until you see the letters CLR in the scratch pad and then press the LSK alongside the waypoint you want to remove. The Flight plan route is EXMOR, UA25/BHD as above • scroll to BHD • press LSK next to BHD to call up LAT REV from BHD • type UA29/SALCO • press LSK 2R for VIA/GO TO • press LSK 6R for INSERT continue with the following, SALCO

UR107/QPR

QPR

UN866/KONBA

Hopefully, that is all you will have to input but if you find you need to insert each waypoint then the route is, EGGD27 2122 F-PLN DISCONTINUITY EXMOR, TIVER, TINAN, DAWLY, BHD, SALCO, RUSIB, QPR, KEREB, COQUE, KOLEK, KORUL, STG, AGADO, TERVA, ORSOS, BEXAL, KUBIL, LUPEX KONBA F-PLN DISCONTINUITY If you inserted it correct, there should be no F-PLN DISCONTINUITY between any of these waypoints. If you do find a F-PLN DISCONTINUITY in between waypoints then to remove it press the CLR button so the letters CLR appear in the scratch pad and then press the LSK on the left side alongside the F-PLN DISCONTINUITY. • remove the DISCONTINUITY after KONBA To check that the route is correct and that you have not input some other waypoint by mistake, select PLAN on the EFIS panel and scale 160 or 320 (as required) and then scroll the route up or down to see how it looks. On the F-PLN page, when the F-PLN button on the MCDU is pressed, the initial part of the route should be EGGD27, 2122, F-PLN DISCONTINUITY, EXMOR. To scroll the F-PLN page on the MCDU, press the up or down arrows on the MCDU pad. Always, the waypoint second down from the top on the MCDU panel will show in the centre of the PLAN display on the Navigation Display.

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A319 / 320 / 321 Tutorial Flight Now keeping the EFIS switch at PLAN, scroll the F-PLN until the destination airport appears and ensuring that this is scrolled to the second down position from the top (or as near to it as you can get), • press the left LSK alongside GCTS • press LSK 1R for ARRIVAL • press LSK 3L for ILS 08 the arrival You are now presented with the arrival options for runway 08 at Tenerife. You will recall that we ended the flight at KONBA point and you will see one of the options is the KONB1G arrival. This is the one we want so select it. • press LSK 3L for KONB1G Now pause! Notice almost every thing in yellow. This means that a TEMPORARY flight plan has been created which can either be insert or erase. Have a look at this on the navigation display, change the range scale as required to see it and ensure it is what you would expect. The yellow parts are what you are about to insert. If you are happy then, • press LSK 6R for INSERT and it is now part of the flight plan, which as far as the track is concerned is now complete. Note that pressing the F-PLN button always returns the F-PLN on the MCDU screen so that the nearest waypoint to you physically is put at the top of the display. • press the INIT button Note the arrow that appears at the top right corner indicating that another page is available. We need that page so that we can insert weights and C of G data to complete the required information. • press the NEXT PAGE button and insert the ZFWCG/ZFW data For an Airbus going on this flight to the Canary Islands on a charter flight typical data here would be 59.4 so insert this • type 59.4 • press LSK 1R for ZFWCG/ZFW The zero fuel weight and all other weights will come from the load sheet that the ramp agent will give you about 10 minutes before you go. Typical zero fuel weight for this charter flight will be 59,400kgs. Beware that the FS2002 air file for the aircraft you have selected to use must be in agreement for this zero fuel weight otherwise the aircraft actual weights i.e. what FS2002 sees will be different to what you enter and all the predictions will be strange. All the PSS aircraft show the zero fuel weight when you select them in FS2002 on the info panel. Now enter the block fuel, we would normally take about 14000kgs of fuel for this trip so enter 14.0. • type 14.0 • press LSK 2R for BLOCK

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A319 / 320 / 321 Tutorial Flight Ensure that the fuel you load onto the aircraft in FS2002 matches this figure. Immediately the TOW appears (73.2) so we are lifting at 73200kgs weight. The flight management guidance computer calculates the other information which appears soon after. Nearly there! The last information required is the performance, for this. • press the PERF button You now see the PERF page for the take off. Unlike a Boeing, V speeds are not pre calculated. These have to obtained from a table that applies to the particular runway you are departing from, entering the take off weight, pressure and temperature into this table will give take off V speeds. From the same table comes the take off power setting. Typically it will be around the Flex 42 mark for the CFM engine at this airport (almost TOGA thrust) on a cool day and the V speeds will be 128, 135 and 138 so enter this information accordingly. • type 128 • press LSK 1L for V1 • repeat 135 for VR and 138 for V2 • type 36, press LSK 4R for FLEX TO TEMP • type 3/DN .7 • press LSK 3R for FLAPS/THS The trans alt is 3000ft for EGGD and this information is usually inserted from the data base. • type 3000 • press LSK 4L for TRANS ALT The thrust reduction and acceleration altitude default to 1500ft agl. EGGD is 620 AMSL hence the figures of 2120/2120. Finally insert the nav aids you will use for this departure. • press the RAD NAV button • insert the NDB for EGGD (BRI = 380), enter 380 press LSK 5L • insert the VOR for the departure (BHD), enter BHD, press LSK 1L • insert the CRS, which is 190, enter 190, press LSK 2L for CRS This is the inbound track to BHD. On the FCU panel, both pilots set their respective ADF/OFF/VOR switches as required to ensure they get the aid they want to see display on the Navigation Display and now ensure the switch for the navigation display on the EFIS panel is set to ARC. Save this route to the secondary flt pln (just in case you loose it for some reason). • press DATA, LSK 1R for SAVE • type EGGDGCTS, press LSK 1L, press LSK 2L

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A319 / 320 / 321 Tutorial Flight Note, the plan is saved in the folder FS2002\PSS\Airbus A3XX\EGGDGCTS.afp For the take off the pilot flying has his MCDU set to the PERF page and the non flying pilot has the F-PLN page set. At last we have the MCDU prepared. • exit the MCDU Just one last important thing, • ensure the Flight director switches are set to ON Leaving the Ramp Note! For the purposes of the tutorial the flight starts on the runway. You may prefer to start at the gate and taxi to position. A check is made of the of all the system pages on the lower ecam page and both pilots will make sure the MCDU has the correct information. Remember with computers “rubbish in equals rubbish out!” Once all panels have been closed and all passengers embarked, the ramp marshaller will embark for a final time to remove the tech log pages pertinent to the flight, and the load sheet copy. Both pilots will now brief from the appropriate document for the intended departure, an emergencies brief to cover any eventualities on the take off and carry out the pre start checks. This will include Windows – closed and locked, • SEAT BELT signs to ON Fuel – contents sufficient, Altimeters – QNH set sensible readings, Thrust levers – Closed, Parking Brake- set to Park. Request a start and push clearance from the tower. We ask the ground engineer to commence the push back. During this time we will start both engines. Brakes off, push back commences. • switch the Beacon to ON (upper panel) • Fuel Pumps to Auto and ON • check the APU Bleed is ON (upper panel) On the Engine control panel (between the spoiler and flap lever) the pilot • set the MODE switch to IGN/START This causes the lower ecam display to change from the auto selected DOORS page on the ground to the ENG page. The upper panel also changes from the orange dials to the more familiar display. The right engine is normally started first and the pilot. • select the ENG MASTER for that engine to ON The start is fully automatic, once this engine is running the pilot. • select the ENG MASTER for the left engine to ON With the push back now complete, the pilot applies the parking brake and the push back tug is disconnected from the nose wheel.

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A319 / 320 / 321 Tutorial Flight Once both engines are running, the pilot. • selects the MODE to NORM on the engine control panel This now causes the WHEEL page to automatically appear on the lower ecam page. • APU BLEED to OFF (upper panel) • GND SPLRS to ARMED (pedestal panel, shift+3) • FLAPS to 3 • AUTOBRK to MAX • ENG ANTI ICE (if required, upper panel) • APU MASTER to OFF Call for taxi clearance and apply engine power as necessary. As soon as the aircraft moves carry out a brake check. Always taxi with the WHEEL page on the lower ecam so that you can monitor brake temps. On the way out the pilot carries out a flight control check by displacing the side stick in each direction and checking the response on the F-CTRL page. The F-CTRL page automatically displays as soon as the side stick is moved and returns to the auto selected WHEEL page 10 secs after the last movement. On the ECAM control panel, • press the TO CONFIG button to ensure all is in the take off configuration If correct, you get a green advisory on the upper ecam panel. • press the DOOR page to ensure that all the doors are closed and armed Obtain your clearance from the tower and ensure you select the SSR code on the box and adjust the clearance altitude on the FCU. • set ALT on FCU panel to 9,000 • switch OFF the PACKs prior to line up and obtain permission for take off. • set the navigation display to ARC with10 nms and have airports selected for the take off Take - Off On receiving a clearance for take off, • select the bottom row of light switches all to ON (upper panel) • set STROBES to ON • set NAV and LOGO to ON • PARKING BRAKE to OFF The most likely clearance from Bristol will be,

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A319 / 320 / 321 Tutorial Flight “Standard jet departure then, clear direct EXMOR, climb to and maintain FL90, PSS1 is clear take off” Before application of power the FMA should read CLB and NAV in blue. Noise issues are much in focus at Bristol (aren’t they anywhere) and a standard jet departure from Rwy 27 is straight ahead to 3000ft then left or right as required. Because we selected a Flex (reduced power take off), • initially move the thrust levers forward (F3 on keyboard) to set 50% N1 to get the engines accelerating, call stabilised when they have reached 50%N1 • move the thrust levers forward through the first notch (the CLB gate) to the FLEX/MCT gate (press “+” on keypad twice) Watch the engines continue to accelerate and when they have reached the FLEX 36 N1 setting call “Thrust set”. check the FMA annunciation’s, they should read MAN FLEX 36 || SRS || RWY || (all in green) with CLB || NAV || underneath in blue We now allow the aircraft to accelerate gracefully down the runway. As speed passes through 100knots call “100 knots” then “V1 • ROTATE at 135kts, VR” Rotate the aircraft at 3 degree per sec to 10 nose up pause allow the aircraft to leave the ground then continue the rotation progressively to about 17 nose up. Check the rad alt shows a climb and call “positive climb” “gear up”. • GEAR UP • confirm GND SPLRS to RET At 30 ft RAD ALT, the flight director cross wires come live and the FMA will now read MAN FLEX 36 || SRS || NAV || (all in green) with || CLB || underneath in blue The Nav track will show a solid green line out to the floating waypoint “2122” (which lies ahead by about 2½ miles) where it will then end. At 100ft or above engage one of the autopilots and the aircraft from now on flies itself! • press AP1 on FCU panel (“Z” on keyboard) The aircraft will settle in the climb at V2+10 at about 2500ft per min. You will notice the “F” speed appear at about 300ft. on the speed tape.

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A319 / 320 / 321 Tutorial Flight The aircraft continues like this until it reaches the thrust reduction and acceleration altitude which you will recall from the PERF take off page on the MCDU was at 2120ft. Notice that you see LVR CLB now flashing at you underneath MAN FLEX 42, telling you to retard the thrust levers one notch back to the CLB gate. At the same time the flight director commands a nose down to about 10 nose up to allow the aircraft to accelerate whilst still climbing. • set THRUST to CL (press “-“ on number pad” or mouse control) Notice that the magenta speed triangle has now increased to 250knots which becomes the new managed speed target. As soon as you retard the thrust levers back to the climb gate, check the new FMA annunciation’s which will be THR CLB || CLB || HDG (all in green) • switch on the air conditioning packs. As the aircraft accelerates you must now bring in the flaps. Don’t forget do this because the aircraft simply continues to accelerate and you will seriously damage the flaps by exceeding their max speed limits. At the same time, the aircraft will be reaching 2122ft altitude and will pass the floating waypoint of “2122”. As this happens the aircraft has no Nav track to follow and automatically the FMA will change from NAV to HDG with the aircraft now flying on the heading it was on as it passed the waypoint “2122”. • first go straight to FLAPs 1 as you pass through the “F” speed Now notice an “S” speed appears, as the aircraft passes through the “S” speed • set FLAPs to zero You will now notice the appearance of the “green dot” speed as the aircraft continues to accelerate towards 250knots. This speed which only shows when the aircraft is in a clean configuration is the minimum drag speed (the speed for best fuel economy, and which requires the least power to remain airborne). As the altitude goes through 3000ft, notice the QNH numbers flash at you on the PFD, remember this was the TRANS ALT in the INIT A page on the MCDU. The flashing is to remind you to set the standard pressure setting 1013 and you do this simply by pulling the altitude selector knob on the FCU. Note that the letters STD now appear where the QNH used to be on the PFD. Also, at 3000 ft you were cleared to turn direct towards EXMOR. • press the DIR button on the MCDU • press LSK for EXMOR check the new FMA annunciation’s which will be THR CLB || CLB || NAV || (all in green)

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A319 / 320 / 321 Tutorial Flight We see a solid green line from the aircraft symbol on the navigation display towards EXMOR and then following the rest of the NAV track. Always set the navigation display to be able to show the next waypoint so for this I recommend you now increase the scale to 40 nms. The aircraft is now in the climb to FL90 at 250 knots and will settle at about 2000ft per min climb at this stage. Climb To CRZ Alt As we approach EXMOR Bristol radar hand us over to London control who will probably clear us to FL 290 following the NAV TRK. “PSS1 is clear join controlled airspace at EXMOR climb and maintain FL170” • set FL170 in the FCU and PULL the altitude selector We are now in a selected climb to FL170 Call out the new FMA annunciation’s, (it is always recommended to call out the FMA annunciation’s whenever they change, that way if an autopilot reversion occurs automatically, you will be aware of it). Notice that whenever an FMA annunciation occurs it has a white box round it for 10 seconds. You should now see, THR CLB || OP CLB || NAV || on the FMA “PSS1, traffic avoidance turn left heading 150” • set 150 in the FCU heading window and PULL the heading selector We are now in selected heading mode and turning left onto a heading of 150. Read out the new FMA it should be THR CLB || OP CLB || HDG || Have a look at the navigation display. This has also changed and the NAV TRK is now a broken dotted green line and from the aircraft symbol appears a straight green line out to the compass rose. This is the actual track the aircraft is flying. I recommend that in the climb and descent you adopt a procedure of setting the navigation display range scale between 40 nms and the max (360nms) every so often. This enables you to see any close in TCAS contacts as you climb or descend whilst alternating with the long range “whole picture”. After a little while, London control clears you to resume the NAV TRK,

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A319 / 320 / 321 Tutorial Flight “PSS1 resume direct to Berry Head” On the MCDU • press the DIR button and if the waypoint BHD does not show, scroll the F-PLN page down until it does • press the left LSK alongside the waypoint BHD Note the new appearance of the F-PLN page, at the top now appears the waypoint “TP”. This was the position the aircraft was at when you pressed the LSK to select waypoint BHD. Note the “TO” or next waypoint is now BHD. Note that all the in between waypoints from EXMOR to BHD have been removed. On the navigation display, note that you now have a solid green NAV TRK line from your present position to BHD and then the NAV TRK continues onwards from there. The aircraft should now be turning towards BHD. Read out the new FMA annunciation’s which will be THR CLB || OP CLB || NAV || “PSS1, continue the climb to FL290” • set 290 in the FCU altitude window and note the new FL should also appear at the top of the altitude tape • passing FL100, conduct an altimeter check, verify each altimeter and switch off the lower row of lights we switched on just before take off The magenta speed target should now increase to the climb speed target • passing FL180, we switch off the passenger seat belt signs As you approach the FIR boundary for entry into French airspace at SALCO you will be approaching FL250 approx. and will be handed over to the French authorities. You will be talking to Brest control and dependant on the traffic situation can expect to be cleared direct to QPR or if really lucky to KORUL at the other end of the French boundary for entry into Spanish airspace. This is not a radio call to miss or neglect because after the tragic events of the 11 Sept 01 the French are taking no chances. Airliners failing to make radio contact with the authorities WILL be intercepted by the French Airforce and you are guaranteed to find a Mirage fighter in close formation on you. (Genuinely there have been more than a few interceptions including a much publicised one involving a “cheap no frills” airline). “PSS1 Bonjour, this is Brest, continue the climb FL290 direct to QPR and KORUL, what FL do you want to cruise at?” We already are climbing to FL290 so no need to change anything here, • press the DIR button, on the MCDU • press the left LSK alongside QPR and observe the Navigation Display change to show waypoint “TP” at the top with QPR as the next waypoint

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A319 / 320 / 321 Tutorial Flight Notice all the waypoints between you and QPR are now removed. • press the left LSK alongside QPR to bring up the lateral revision page for this waypoint On the right side on this page the top field entry is VIA/GO TO which you should already be familiar with, the next down is NEXT WAYPOINT. • type KORUL into the scratch pad • press LSK 3R alongside this field Notice it all goes yellow to show that a TEMPY (temporary) flight plan has been created. You can scroll up and down all the waypoints and this is a chance for the pilot to inspect his insertion before he makes it permanent. Notice there are no calculations shown for a temporary flight plan. Look at the navigation display, notice the broken yellow line that now appears between QPR and KORUL showing you the amendment you are about to make. Increase the range scale if necessary to see it. Having checked that you are satisfied with the proposed alteration, • press the right LSK alongside the amber INSERT at the bottom right of the MCDU display Notice that the F-PLN page returns to its familiar green and that KORUL is now the next waypoint after QPR with all the in between waypoints removed. • press the PROG button on the MCDU, you will see the top line shows the upper cruise flight level limits The first is CRZ, which currently you have FL330 and appears in blue, then OPT which appears in green and the last one is REC MAX, which is in magenta. The OPT (optimum cruise flight level) is what you are looking for which is probably indicating about FL 350 and on this heading you can either go at FL330 or FL370. Looks like it has got to be FL 330. Report this to Brest control who respond “PSS1 climb FL330” • set 330 in the FCU altitude panel and ensure this figure appears above the altitude tape On the navigation display alongside the green NAV TRK line you will see a blue level off arrow appear and this is where the FMGC calculates that you will reach the top of the climb. As the aircraft reaches the top of the climb you will notice its rate of climb starting to drop off quite significantly. This is quite normal for an Airbus and don't be surprised to see only 500 fpm in the later stages. At FL320 call “one to go” and observe at about 400ft to go the FMA change to read MACH || ALT* || NAV ||

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A319 / 320 / 321 Tutorial Flight As the aircraft captures the FL, the FMA will read MACH || ALT CRZ || NAV The difference between ALT and ALT CRZ is that the later is the captured cruise altitude that you set into the INIT page at start up and modified as required in the PROG page on the MCDU as the flight progresses. In ALT, the aircraft rigidly holds the assigned FL adjusting power and pitch as necessary. If you did this for long periods it would be costly in fuel as the engine power goes up and down accordingly. ALT CRZ, sometimes referred to as a soft altitude capture, allows the aircraft some leeway (+ or – 50ft) of the captured altitude so that the engines are not continuously going up and down hence improving fuel burn. Maintaining The Cruise Once in the cruise, carry out a systems page check to ensure that all the systems are indicating correct after this prolonged period with everything working hard to get you to high altitude. • press each system page in turn on the ECAM control panel The managed speed target will be about .79 with the cost index of 50 set. You will know if you are flying with the managed speed target because it will be magenta in colour. If the speed target appears in blue you are flying with the selected speed target so PUSH the speed selector to get the managed speed target. • set the navigation range display to 360nm in the cruise and ARC Every so often, change it to ROSE NAV so that you can have a look at all the airports around you if you ever need to divert (always have the airports display selected in the cruise unless you need the others for any reason). This is where the pilots can now see the advantage of the Airbus design over the Boeing and pull their tables out to enable them to do their paper work in comfort. This table also provides an excellent meal table. It’s all designed like that to create the impression that the aircraft will look after itself. If you try to fly the aircraft manually up here you are completely defeating the whole object of Airbus philosophy which is to allow the flight management guidance computer to fly the aircraft using its advanced algorithms to ensure that the most efficient parameters are set. Always allow the aircraft to be flown in all “managed” modes up here. The pilot now becomes a systems manager who checks and ensures that the computer is doing what he wants it to and is ready to take over if it is obvious something is not right. The system is most impressive and it rarely goes wrong but one thing the simulator has taught me is that if it does go wrong it tends to do it in style! Every hour obtain met reports for your alternatives en-route, check the fuel consumption and time keeping.

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A319 / 320 / 321 Tutorial Flight As we approach KORUL, have a look at the PROG page on the MCDU • press the PROG button You will probably notice that the OPT is now showing about FL370 or near so its time to think about climbing to the next available flight level on this heading (FL370). This can also be verified by looking at the gross weight on the lower ecam page at the bottom. If it is about 67000kgs it is time to think about going up to FL 370. Wait for the French to hand you over to the Spanish at KORUL and make your request then. We are now talking to Madrid control, “PSS1 Bonas Dias this is Madrid, climb to FL370 for the cruise and proceed as cleared” • set ALT on the FCU to FL370 • PULL the altitude controller read the FMA which will show THR CLB || OP CLB || NAV || You will also get a message on the scratch pad of the MCDU, which reads “NEW CRZ ALT FL370” ENTERED This tells you that the cruise altitude has automatically been adjusted upwards as you have a target altitude set that is above the current one of FL330. If you now look at the PROG page you will see this now appears in the top line in blue as 370 underneath CRZ. This is as high as we will go today. The Airbus service ceiling is 39100ft. I think you will find we have almost 3 hours before we get to our destination from here so I am going to fast forward us. At AGADO we talk to Lisbon control, at BEXAL we talk to Casablanca (Morocco) control and finally at LUPEX we will be talking to Canarias control and getting ready to let down. Preparation For The Let Down As we have been getting closer to our destination, a check of the gross weight confirms that we will be below our maximum landing weight of 64500kgs (brand new A320s are 66000kg) for the landing. We have been monitoring the VOLMET reports coming from Las Palmas on Gran Canary and up dating the likely runway for our arrival given the wind direction at Tenerife. With about 1 hour and certainly no later than 45 minutes before our arrival it is necessary to enter the arrival information into the MCDU. First obtain the latest VOLMET for GCTS and update this with the ATIS (regrettably there is none available at GCTS!). • press the PERF button on the MCDU

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A319 / 320 / 321 Tutorial Flight Because we are in the cruise, the cruise PERF page comes up on the MCDU, • press the right LSK alongside the NEXT PHASE prompt, the DESCENT phase next appears, we need the APPROACH phase so • press the right LSK alongside the NEXT PHASE prompt for a second time and the APPR PERF page appears Notice all the empty fields that will need filling in for the arrival. By entering the information gained from the VOLMET/ATIS we can complete the fields on the left side. QNH data is required for the pressurisation software to calculate the rate of change of cabin pressure so that the aircraft arrives on the ground de - pressurised. The temp is required for the engine control software to calculate the power settings and finally the wind so that the approach software can calculate the approach speed to be flown at. Consult the aerodrome booklet to obtain the minima required for this approach by ILS at Tenerife. Looking at the booklet I have it shows 430ft and 800metre. • type the altitude minima of 430 • press the MDA box LSK2R (NOT repeat NOT the DH box) If this sounds strange it is because all approach minima down to and including a CAT1 ILS approach get entered in the MDA box. This ensures that the barometric altitude indications respond to the minima inserted on the altitude tape. You only insert minima in the DH box if you are going to carry out an ILS to CAT 2 or 3 minima, which use the RAD ALT for their minima. You will notice the “O” (green dot speed), “S” and “F” speed for this approach already calculated along with the Vapp and VLs speeds. Vapp is the speed target the FMGC will aim to have the aircraft land at and VLs is the lowest selectable speed for the approach. Generally Vapp will be 5 knots above VLs in landing Config FULL. • press the right LSK alongside the NEXT PHASE prompt and you are now into the GO AROUND PERF page Check the thrust reduction and acceleration altitude are as required (the default is the same as for take off namely 1500 agl). Check also the ENG OUT accel altitude which is also default to 1500ft agl. I suggest you leave these as the default for this approach. • press the RAD NAV button and insert the NAV aids you will require for the approach. Note that the ILS has already been tuned and inserted for you because you selected an ILS approach to RWY 08 during the pre flight MCDU input phase.

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A319 / 320 / 321 Tutorial Flight Looking at the approach plate, • type 317 (TES) for the ADFs, press LSK 5L • enter TFS (116.4) into both VOR/DME fields • enter 077 (the ILS inbound QDM) for VOR1, LSK 2L • enter 131 for VOR2, LSK 2R (the final inbound track to the ILS before intercepting the ILS localizer) In preparing for the arrival, call the senior crewmember to the flight deck and find out if there are any “specials” namely passengers in need of specific support such as a wheel chair lift off at the destination. Prior to the descent, a check of the system pages is carried out by calling up each system in turn and checking everything is normal and a check of the status page to see if there are any equipment deficiencies that the software has picked up. • press the PROG button on the MCDU and check that the navigation accuracy is “High” (do this by inserting a VOR into the field and compare the range and bearing this reports against the actual range and bearing the VOR is giving on the navigation display)., try TFS Now the most important thing – a briefing of the approach that the flying pilot intends to carry out. First a check of NOTAMs for the arrival and alternates to ensure there are no hidden gremlins! No use arriving expecting to do an ILS if the ILS is off for maintenance! Check the tech log for any maintenance entries and then brief the arrival from the arrival, approach and landing plates in the airfield booklet. Pay special attention to the safety altitudes - there is a 12500ft lump of pure solid granite on Tenerife called Mount Teidie. A dormant volcano that has had more than a few airliners embedded into it over the years. This makes the sector safety altitude in the direction from which we approach particularly high at 14500 and this MUST be respected. Remember the runway is only 10 miles from the summit of this volcano. If you look at the KONBA 1G arrival you will note that provided you follow the assigned tracks which are based on VOR radials then you can actually descend lower than the 14500 sector safe altitude down to 6000ft initially. Provided you are under a radar control and positively identified you can be vectored in closer below the 14500ft safety altitude towards the mountain but you must understand the significance of what you are doing especially if you are not visual with the mountain. Notice the track of the approach takes you around to the west of the island with departures going to the east on this runway. You should therefore have no confliction with out bound traffic going to Europe at Tenerife. As you track to the west and south of Tenerife you will pass GANTA. This is very close to another island, La Gomera which is up to 5000ft and very mountainous. No use “barrelling in” towards this waypoint at high speed and high rate of descent because you are quite likely to set off a GPWS ground proximity warning.

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A319 / 320 / 321 Tutorial Flight If you are in cloud at this point then you have no option other than to obey the warning and climb away. From GANTA waypoint you can expect radar vectoring to intercept the ILS. Observe also the speed restrictions imposed in the KONBA 1G arrival particularly 250 knots below 15000ft. If you want to come in faster you must seek approval from Canarias control. The standard airbus database default for speed limit is 250knots below 10000. For the landing we will select MEDIUM autobrake so do that now and we will use reverse idle. • set AUTOBRK to MED The runway at GCTS is nice and long. Review the approach lighting and runway lights and most important brief on the PAPI lights that will guide you in the final stages of the approach. Review the arrival fuel and how much time we have at Tenerife before we need consider diverting to Gran Canary (GCLP). I think we are now just about as ready as we will be for the descent. The FMGC has calculated the ideal point from which to start the descent, it appears as waypoint “TOD” in the MCDU and has a corresponding arrow alongside the green nav track line on the navigation display. As we approach Waypoint LUPEX, Casablanca control hands us over to Canarias control for point of entry to the Canary Islands Control Area. Descent at LUPEX “PSS1 this is Canarias, radar identified at FL 370, clear TFS via the KONBA 1G, descend when ready FL150” • set 150 into the FCU but DO NOTHING ELSE • check FL150 appears beneath the altitude tape We shall descend as the aircraft approaches the descent arrow on the NAV TRK. Before descent, stow away the pilot’s tables. • passing BRICK • set ND range to 80 When at the “descent arrow” on the NAV TRK • PRESS the altitude selector

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A319 / 320 / 321 Tutorial Flight This will put the aircraft into a “managed” descent with the flight management guidance computer adjusting the rate of decent to keep the aircraft descending on the “optimum profile for fuel economy”. Check the FMA, which should read either MACH SPEED or THR IDLE || DES || NAV || and display MDA 430 You will also notice that on the speed tape appears a magenta equals sign and two speed limit marks. The magenta equals is the target speed and the speed limits marks are the amount the speed is allowed to vary to maintain the descent profile (never more than + or – 20 knots). The equals mark should be at M.78 at FL 370, M.77 at FL300, M.76 at FL250, and 290 knots at FL200 with the cost index of 50 set. If engine power is required to keep the aircraft on the profile you will see SPEED in the first part of the FMA and if no engine thrust is required, you will see THR IDLE instead. On the right side of the PFD between the altitude tape and the attitude indication appears a magenta dot that goes up or down the scale to indicate the aircraft displacement from the ideal profile either above or below it. This enables the pilot to see quickly how the aircraft is progressing on the profile. He may well decide to use speed brake if too high above it. You may well be taken under radar control for vectoring to avoid other aircraft at this stage so a reminder, set the desired heading in the FCU, then PULL the selector, read the new FMA which most likely will be SPEED, VS –1500, HDG. (Assuming the aircraft was descending at 1500fpm rate of descent when you pulled the heading selector), if you want to descend without power, then pull the altitude selector button and read the new FMA which will be THR IDLE, OP DES, HDG. The aircraft will now turn onto the new heading. If required to regain the NAV TRK press the DIR button on the MCDU then enter the waypoint that ATC told you to regain it at. The FMA will read THR IDLE, OP DES, NAV. With the aircraft now heading towards the selected waypoint, PUSH the altitude selector to put the aircraft back into a managed descent profile and read the new FMA which should be THR IDLE or SPEED, DES, NAV. • at FL200 • press the ILS button on the EFIS panel to get the ILS to display on the PFD, it should show a green light Continue to monitor the decent profile, • at FL180

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A319 / 320 / 321 Tutorial Flight • SEAT BELTS to ON • set ND range to 40 Approaching FL150, you may have to “nudge” Canarias control for further descent. Allow the aircraft to slow down and if the aircraft is on the correct profile it should be reaching about FL150 as it passes waypoint ARACO and turning left now towards GANTA. • passing ARACO “PSS1 continue towards GANTA and descent 8000ft” set the QNH for the Canaries Zone which we shall say today is 1020. (Ensure you have FS2002 weather set correctly in accordance with whatever ATIS you desire). • PUSH the altimeter setting knob (on the EFIS panel) to get the QNH to display on the PFD • twist the altimeter knob to get 1020 you will see it show where once you last saw STD just underneath the altitude tape • PULL the knob for STD • rotate the ALTitude selector on the FCU to show 8000 • PUSH the ALTitude selector knob Read the new FMA, which should be THR IDLE or SPEED || DES || NAV || and you should see the selected altitude of 8000 just under the altitude tape. Carry out an altimeter check to ensure you both have the correct QNH set and carry out the approach checks. This should include another check of the altimeters, a check of the correct MDA or DH set and showing on the PFD, that you have an autobrake setting applied, a review of the NAV AIDs you have selected, a check of the status page on the lower panel of the ecam display and that you have reviewed your landing brief. As you pass through 10000ft, carry out an altimeter check and • switch on the landing lights (the two large switches between the RWY turn off and Nose lights on the upper panel) “PSS1 approaching GANTA, turn right 150 and descend 3000 ft for initial vectoring”. You should now be about FL100 as you pass GANTA. • select 150 on the FCU and PULL the heading select knob • select 3000 on the FCU and PULL the Altitude select knob

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A319 / 320 / 321 Tutorial Flight Read the FMA, which should now read THR IDLE || OP DES || HDG || Ensure you see 3000 as the selected altitude underneath the altitude tape. You should now be at 250 knots descending at about 1500fpm and heading 150 in the clean configuration • passing 6,000ft, press BARO button “PSS1 you are cleared ILS runway 08, call localizer established” • press the LOC button on the FCU Note the appearance of LOC blue on the FMA underneath HDG. If you are not in managed speed (the magenta target speed triangle showing) then I need you to be so PUSH the speed selector knob (you should see 250 knots as the target). The ILS Approach and Landing As the aircraft approaches the target altitude of 3000ft things are going to start happening quickly and this is not a time to be thinking of other things!” First you want to get the aircraft into the approach configuration. On the MCDU • press the PERF button and you will see the DES perf page with at the bottom left the prompt in blue, “Activate APPR Phase” • press the left LSK alongside this and you will receive another prompt in amber “Confirm APPR Phase” • press the left LSK alongside this and you will see the APPR perf page appear The most significant thing about this is to note that the speed target has dropped off the speed tape and will appear below it at about 140 knots. The aircraft will now commence an automatic speed reduction to this speed but with stops at the green dot speed when the aircraft is in the clean configuration. As the speed reduces below 210 knots • select FLAP 1 Flick the NO SMOKING a couple of times to give a couple of “bongs” to the cabin crew so that they know we are about to land and the Captain wants a report that the cabin is secure for landing shortly. Notice the appearance of the “S” speed. The aircraft will now continue to reduce speed in FLAP 1 back as far as the “S” speed and no slower in managed speed.

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A319 / 320 / 321 Tutorial Flight • select a speed of 190 knots on the FCU and PULL the speed selector Note the blue speed target triangle appear at 190 knots. This is the best configuration and speed to be intercepting the ILS localizer. As the aircraft reaches 3000ft note the change of the FMA to SPEED || ALT* || HDG || and then SPEED || ALT || HDG || at 3000ft If you have got this all right and working at the right time you should now be level at 3000ft, in FLAP 1, speed at 190 knots and just about to intercept the ILS localizer for runway 08 at GCTS. As the aircraft approaches the localizer (and you will have to judge this for yourself on the ND with about 3 miles to run to the localizer), “PSS1 turn left heading 120 and intercept the localizer, report established” • select a heading of 120 on the FCU (because you are already in heading mode no need to do anything else). As the localizer is intercepted, note LOC* appear The aircraft now turns to follow the localizer. Once the aircraft is established on the localizer, the FMA will now read SPEED || ALT || LOC || • select FLAP 2 and notice the appearance of the “F” speed This speed is the lowest the aircraft will reduce to in Flap 2 or 3 if you are in managed speed. • select a speed of 160 knots, allow the aircraft speed to reduce accordingly Report localizer established, “PSS1 is cleared descend with the ILS call the tower” • press the APPR button on the FCU A lot of changes now take place on the FMA and you will now see GS in blue underneath ALT In the fourth column you will see the landing capability appear • press to engage the second autopilot, AP2 As you watch the glidepath come in • select GEAR down • PUSH speed selector for managed speed Note the blue speed target triangle removed and the speed reduce to the “F” speed • arm the ground spoilers (shift+”/” or use mouse)

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A319 / 320 / 321 Tutorial Flight “PSS1, this is the tower, you are cleared to land runway 08” • switch ON the remaining lower row of exterior lights (upper panel) • with Glide Path at one division above • select FLAP 3 again the speed is no lower than the “F” speed • as the glidepath interception takes place • select FLAP to FULL The magenta triangle should be at about 140 which will be the speed target. On the FMA as the glide path is intercepted you will see GS* appear followed by GS at glide path intercept. The FMA should now read SPEED || GS || LOC || • set the missed approach altitude, 5000 on the FCU (take great care here NOT to push or pull the knob accidentally or you will create the most hideous set of problems for your self!!!!) Now settle down to monitor the approach, carry out the landing checks Cabin Crew – warned autothrust – SPEED landing memo – Green The landing memo appears automatically at 2000ft and is a checklist of mandatory things to be carried out. It appears on the upper ecam panel in the bottom left corner. When you have carried out all the actions the colour of the individual items changes from blue to green. Allow the aircraft to fly the ILS all the way down. At about 400ft on RAD ALT you see “LAND” appear on the FMA. At 100ft above your decision altitude (530ft on the altitude tape) call “100 above” and at decision altitude (430ft on the altitude tape), call “DECIDE”. The non-flying pilot makes a decision as to whether you can land the aircraft in the current weather and either calls “LAND” or “GO AROUND”. Hopefully you hear “LAND!” in which case look up for the runway, try to sight the PAPIs which should be two white and two red if you have it right. You can both leave the autopilot in and let it land automatically or take the autopilot out by pressing the autopilot button on the FCU and land it yourself. (There is actually an autopilot disconnect button on the side stick for this purpose). At about 20ft above the ground, you will hear the verbal “RETARD, RETARD” call in which case,

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A319 / 320 / 321 Tutorial Flight • move the THRUST LEVERS to IDLE, (press “-“ on keypad twice) This action automatically disconnects the autothrust. Don’t forget this one because if the autothrust stays active you will find the engines increasing thrust at this point to maintain the speed. Just what you don’t need right now! Allow the aircraft to settle onto the runway and select reverse thrust, the autobrake and spoilers should both work to slow you down. As the ground speed (in the top left corner of the navigation display) slows call 80 and 60 knots as appropriate. As speed goes below 40 knots the MCDU will completely dump the last flight plan and all you will see on the navigation display is the basic green track line from the aircraft symbol to the compass rose. Apply manually the foot brakes, this action will release the autobrake and taxi the aircraft off the runway to the stand. Disarm the spoilers, • AP1 to OFF • FLAPS to zero (fully up) • set transponder to 2000 on the ground • wheel brake fans to on (to cool the brakes down) • switch off both the ILS and FD buttons on the EFIS panel • switch the bottom row of exterior lights off on the upper panel, but leave the TAXI light on and finally • start the APU Monitor the lower ecam panel, provided you have not selected any system pages to display (all ecam control panel lights out) the auto sequence should show the WHEEL page to allow you to monitor the brake temps. Continue to taxi to the stand and when the aircraft is almost there you can switch off the TAXI light. As the aircraft comes to a complete halt, • apply the parking brake • switch on the APU Bleed (upper panel) • switch both engine masters to OFF, one at a time As the engines spool down, • switch off the Beacon light (upper panel) • switch off all fuel pumps • switch the seat belt signs off

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A319 / 320 / 321 Tutorial Flight You are now on stand and can disembark passengers. Before the senior crew member allows cabin staff to open external doors, he or she will come to the flight deck to check with you it is safe, • press the DOORs button on the ecam controller to bring the DOORS page up on the lower panel, ensure that all exit doors have been disarmed then disembarkation can proceed. The pilots now have a check through all the ecam system pages on the lower ecam panel pressing each button in turn to make sure nothing is amiss and end with a check of the status page to see if the software has detected any malfunction or if there are any maintenance messages. Ensure that all ecam control panel lights are out and the auto sequence should return you to the DOORS page with the engines shut down. Once the passengers are all disembarked, we can prepare the aircraft for the return flight to the UK. We are usually allowed an hour in the A320 for this – just enough time for a quick visit to the duty free shop! If you want the aircraft completely shut down and intend to have a few beers in the local hotels and bars then proceed as follows (I can recommend the “Surrey Arms” in Playa De Las Americas – a fine example of a U.K. pub in Tenerife)! • Crew Oxygen to Off • ADIRUs all three to Off • no smoking lights to Off • emergency light switch to Off • PACKs one and two to Off • APU bleed to Off • Parking brake, set to park Warn every one you are about to take all power off, then • APU master switch to Off After about one minute to allow for cooling and thermal expansion, the APU automatically shuts down. • Battery switches, both Off We now have a dark and cold ship! That’s it! There are other procedures too numerous to mention and I think beyond the scope of this quick insight into an Airbus operation to go through. These can include use of the secondary and alternate flight plans, non precision approaches, flying through altitude constraints and go – around procedures to name but a few. I hope you find this flight enjoyable.

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A319 / 320 / 321 Tutorial Flight CREDITS and COPYRIGHT Phoenix Simulation Software COPYRIGHT NOTICE

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