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PSS A319 / A320 / A321: Systems Manual
PSS A319 / A320 / A321: Systems Manual
Systems Manual
February 23, 2002
A319/320/321
Systems Manual
P 2
TABLE OF CONTENTS
REV 01
Panel Overview
General Notes
Navigation Display
15
24
System Display
28
Autoight
30
MCDU
40
Backup Instruments
66
Landing Gear
67
68
APU
71
Electrical System
72
Fuel System
74
Powerplane
76
Hydraulics
77
Pneumatics
79
Air Conditioning
81
Pressurization
83
GPWS
85
Other Controls
86
Chronometer
87
88
SEQ 001
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PANEL OVERVIEW
P 3
REV 01
SEQ 001
Panel views
The Phoenix Airbus A3xx panel has several pop-up windows and can be represented in different views, as shown below:
Full panel view is the default view. It shows all EFIS displays
and all gauges on the main panel. To return to full view from
Compact or Overhead view, press NUMPAD 8 key.
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PANEL OVERVIEW
P 4
REV 01
SEQ 001
Central pedestal carries thrust levers, aps and spoilers controls, engine starting controls, etc. Central pedestal window is
opened and closed by pressing Shift+2 key.
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Systems Manual
REV 01
SEQ 001
The Airbus has a modern glass cockpit. Mechanical gauges are replaced by an Electronic Flight Instrument System (EFIS) which
includes six CRT displays representing all information in most convenient form. The displays include Captain and FO Primary Flight
Displays (PFD), Captain and FO Navigation Displays (ND), and two Electronic Centralized Aircraft Monitoring (ECAM) displays:
Engine/Warning Display (E/WD) and System Display (SD). Mechanical backup instruments are also provided.
Automatic ight is controlled from Flight Control Unit (FCU). Fully automatic ight along a programmed route is possible and is
guided by Flight Management System (FMS). The FMS is programmed and operated using Multi-function Control and Display
Units (MCDU).
Chronometer
button
Primary Flight
Display (PFD)
GPWS
indicatior
EFIS Control
Panel
Navigation
Display (ND)
Backup
Instruments
Flight Control
Unit (FCU)
Engine/Warning
Display (E/WD)
DDRMI
Gear panel
System Display
(SD)
MCDU
ECAM Control
Panel
Clock
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GENERAL NOTES
P 6
REV 01
SEQ 001
EFIS displays
EFIS displays contain a wealth of information. At standard display resolutions, they can be hard to read. To solve this, any display
can be expanded by clicking it with the mouse. This brings a pop-up window with enlarged display picture. Such windows are
standard Flight Simulator pop-up windows. They can be resized, moved to any position and arranged to your taste. You can drag
a window clicking at any place, except for the area in upper right corner - clicking there will close the window. A window can be
undocked by right-clicking it and selecting Undock in pop-up menu. This allows the window to be moved outside main FS window
and placed anywhere on desktop, or on second monitor. The same can be done with MCDU pop-up window.
Thrust control
The A320 aircraft thrust levers are different from those found on Boeing-type or other common aircraft. The thrust levers move
through distinct detents, or gates, marked MREV, IDLE, CL, FLX/MCT, and TO-GA. Takeoff power is applied by moving
the levers to TO-GA or FLX-MCT gate, which commands autothrust system to produce computed takeoff thrust corresponding
to current conditions. At thrust reduction altitude, thrust levers are retarded to CL gate, which automatically engages autothrust
system. From this point, the levers are normally left in CL detent through all the ight until just before touchdown.
Autothrust system controls engine thrust corresponding to active thrust modes and thrust limits. The A320 thrust levers are not
back-driven by autothrust system, and dont move as the thrust is automatically adjusted. Unless needed, they are left in CL gate
until synthesized voice announces RETARD 20 feet above landing runway.
Due to this, thrust control is implemented differently than on other Flight Simulator panels. Instead of using joystick throttle or Flight
Simulator keys, the panel uses custom keys (Numpad PLUS and Numpad MINUS by default) to move thrust levers between gates.
You can also use pedestal view and move levers with the mouse. Thrust levers position can be checked by looking at thrust Flight
Mode Annunciator on PFD, the thrust limit name on E/WD, or by checking the pedestal view.
Manual thrust control is still possible, using joystick throttle or Flight Simulator keys. Make sure that the panel-simulated thrust
levers are left at IDLE, or set at CL but the autothrust is disengaged.
Please check Autothrust discussion in Autoight section of this manual for further information.
Flight controls
The PSS A320 panel attempts to simulate electronic y-by-wire ight control system of the real aircraft. The conventional ight
yokes are replaced on Airbus aircraft with side-sticks, much like a computer joystick. Sidesticks send electronic signals to ight
computers, which drive the control surfaces.
Left-right stick deection controls bank rate, and computers will not allow to exceed bank limits of 67 bank.
Forward-aft stick deection controls aircraft G load. Neutral stick position commands load of 1 G, resulting in level ight or constant
vertical speed, regardless of airspeed, altitude or weight. This is simulated in PSS panel by auto-trimming the aircraft, although
this can be done only when the joystick is centered.
The joystick inputs to Flight Simulator are disabled when the autopilot is engaged. This is done to prevent joystick noise from
interferring with autopilot operation.
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SEQ 001
General
The Primary Flight Display (PFD) is the outer display on Captain and FO panels. It provides information on:
Attitude and Guidance commands
Airspeed
Barometric and radio altitude and vertical speed
Heading and track
Flight Mode Annunciations
Vertical and lateral deviations
The PFD is divided into several sections:
Flight Mode
Annunciations
Attitude and
Guidance
Airspeed
Altitude and
Vertical Speed
Heading and
Track
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Systems Manual
Attitude data
Roll Scale
P 8
REV 01
SEQ 001
Roll/Sideslip Index
Pitch Scale
Aircraft symbol
Attitude Limits
Radar Altitude
Aircraft symbol
Fixed aircraft symbol indicates position of aircraft relative to the horizon.
Roll Scale
The scale is graduated at 0, 10, 20, 30 and 45 bank degrees.
Roll/Sideslip Index
Upper part of the index indicates current bank. The lower part moves below roll part and shows amount of side slip.
Pitch Scale
Graduated each 2.5 degrees, indicates current aircraft pitch.
Attitude Limits
Green = symbols are displayed at 67 on roll scale, at 15 nose down and at 30 nose up on pitch scale. They represent the
pitch and bank limits of Normal law protections.
Radar Altitude
Radar altimeter readout is displayed when below 2500 feet AGL. At low altitudes, the white line which separates pitch scale and
solid bottom part, moves up as aircraft gets closer to the ground, covering the pitch scale, and meets the horizon line at touchdown.
Radar altimeter readout turns yellow when below DH, if it was set.
Ground roll
command bar
Sidestick position
Max sidestick
deection
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P 9
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SEQ 001
Guidance
Flight guidance commands generated by FMS are depicted by Flight Director
(FD) symbols. Flight Director system allows the pilot to manually y the aircraft
while following the guidance commands. The FD symbols are only visible when
FD button on EFIS control panel is illuminated.
There are two different modes of FD operation, with different symbology. The
displayed FD symbols corresponds to selection of HDG-V/S or TRK-FPA mode
on the FCU.
HDG-V/S Mode
In this mode, the FD symbols include two bars. Vertical
bar indicates commanded bank, and horizontal bar shows
commanded pitch.
To follow the commands, steer the aircraft so that the bars
cross at the center if static aircraft symbol.
In this example, a left bank and present pitch is commanded.
FD button,
EFIS Control Panel
HDG-V/S
TRK-FPA
Selector,
FCU
TRK-FPA Mode
In this mode, the FD symbols include a ight path vector symbol and a ight path director
symbol. Flight path vector symbol (Bird) represents the aircraft vertical ight path angle, drift
angle and bank. The command symbol (Moustache) shows commanded ight path angle, as
vertical distance between the symbols, and roll, as the difference in symbols rotation.
To follow the commands, steer the aircraft so that the two symbols are aligned.
In this example, a left bank and pitch up is commanded.
Drift angle
Bank
difference
Bank angle
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P 10
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SEQ 001
Guidance (continued)
ILS Indications
When ILS receiver is automatically tuned for destination airport approach by FMS, or ILS frequency is manually entered on MCDU
Rad Nav page, the localizer and glideslope deviation bars can be displayed on PFD. To do so, push the ILS button on EFIS control
panel. Second push removes ILS information from PFD.
Localizer deviation
Glideslope deviation
Localizer deviation
Glideslope deviation
The magenta indexes represent horizontal and vertical deviation from localizer and glideslope. In this example, the aircraft is to the
right and above the glide path. When a deviation diamond index reaches a limit of a scale, it turns to magenta arrow.
ILS front course
Magenta dagger on heading scale indicates the selected landing runway ILS course, or course manually entered on MCDU
Rad Nav page.
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Airspeed
Actual Airspeed
Indicated by a yellow line as referenced to speed tape moving behind the line.
If the airspeed is below 30 knots, the scale is xed at 30 knots.
Actual Airspeed
Speed Trend
Target Airspeed
Mach Number
VMAX
VLS
Alpha Protection
Alpha Max
Speed Trend
An arrow extending from the actual airspeed line shows aircraft acceleration and
displays the speed which will be attained in 10 seconds if present acceleration
remained constant.
Target Airspeed
Gives the active FMS speed target. If the target is outside the displayed scale, the
triangle is replaced by a numeric readout above or below the scale.
The triangle or readouts are magenta if target is Managed speed automatically
computed by FMS according to ight plan or active ight stage, and are cyan if the
target is speed manually selected on FCU.
Mach Number
Appears if current Mach number is greater than 0.5
VMAX
Lowest of:
- Maximum operating speed if in clean conguration
- Maximum gear down speed if gear down
- Maximum aps extended speed for current ap conguration
VLS
Mimimum selectable speed
Alpha Protection
Speed corresponding to angle of attack at which alpha protection becomes active
Alpha Max
Speed corresponding to maximum angle of attack that may be reached in pitch
normal law
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P 12
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SEQ 001
Airspeed (continued)
F speed
Minimum ap retraction speed, visible when
aps are in conguration 3, 2 or 1+F
S speed
Minimum slat retraction speed, visible when
aps are in conguration 1
VFE NEXT
Maximum aps extended speed for the next
(greater) ap lever position
Green Dot
Maneuvering speed in clean conguration
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P 13
REV 01
SEQ 001
Altitude
Target Altitude
Vertical Speed
Altitude
Baro Reference
Altitude
Displays current aircraft barometric altitude. If altitude is negative, white NEG
ag appears near the readout window. The window will ash yellow when aircraft
approaches altitude target, and ash amber when it deviates from the target. The
readout turns amber if aircraft descents below MDA (if dened).
Target Altitude
Indicates altitude selected on FCU. If the target is outside visible scale, it is
displayed in numeric form above or below the scale. If managed vertical guidance
mode (CLB or DES) and ight plan contains a constraint altitude which is closer
than one selected on FCU, displayed target shows this constraint in magenta
color.
Vertical Speed
The VS scale is marked at 500, 1000, 1500 and 2000 fpm. Digital readout appears
and moves together with the needle at greater than 200 fpm. Readout turns
amber at excessive climb or descent rates.
Baro Reference
STD (standard) or QNH altimeter settings in selected units, as selected on EFIS
control panel. If reference is STD and aircraft is below transition altitude, or
reference is QNH and aircraft is above transition level, the Baro indication will be
boxed in ashing yellow.
Select hPa
Select in Hg
Toggle
QNH / STD
Decrease
settings
Increase
settings
Baro controls,
EFIS control panel
Terrain indication
Ground level, based on radar altimeter.
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P 14
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SEQ 001
Heading
Actual Heading
Target Heading
or Track
Ground Track
ILS Course
Actual Heading
Shows current aircraft heading on the moving heading scale. The ticks on the scale are repeated on the horizon line of attitude
indicator.
Ground Track
Green diamond indicates current ground track, which will be different from aircraft heading in crosswind conditions.
Target Heading or Track
Blue triangle marks the heading or track selected in FCU Heading window. If indicator is outside visible scale, it is replaced by a
digital readout located at the side of heading scale which is closest to target heading. If aircraft is in managed lateral mode (NAV)
following ight plan route, the target heading indicator is removed.
ILS Course
Magenta dagger on heading scale indicates the selected landing runway ILS course, or course manually entered on MCDU Rad
Nav page. If indicator is outside visible scale, it is replaced by a digital readout located at the side of heading scale which is
closest to ILS course.
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P 15
NAVIGATION DISPLAY
REV 01
SEQ 001
General
Navigation displays (ND) are inboard displays on Captain and FO panels. The NDs present all information for navigating the aircraft,
including ight plan route display, moving map of database navaids / waypoints / airports, tuned navaid bearing pointers and
information, TCAS (Trafc Alert and Collision Avoidance system) display etc.
The navigation display has 5 different modes of operation: ROSE ILS, ROSE VOR, ROSE NAV, ARC and PLAN.
PLAN Mode
ND Modes
ND Modes are selected using selector knob on EFIS Control Panel. Another selector knob changes display Range, from 10 to
320 NM.
ROSE ILS and ROSE VOR modes are mainly used during ILS and VOR approaches; they display selected course needle, course
deviation indicator, and glideslope deviation indicator, along with all other common information. Other three modes display active
ight plan route. ROSE NAV and ARC modes show a map with overlaid route display, ROSE NAV mode showing full 360 degrees
around aircraft, and ARC showing forward sector. PLAN mode allows to review entered route by stepping and centering through
all waypoints on the route.
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NAVIGATION DISPLAY
ND Common information
P 16
REV 01
SEQ 001
Heading
Groundtrack
Selected heading
GS / TAS
Wind
Bearing pointers
Range marks
Selected Navaids
Heading
A yellow index marks present aircraft heading on the rotating heading rose.
Groundtrack
Green diamond mark displays current aircraft ground track, which is different from heading in crosswind conditions.
Selected heading
Blue triangle shows heading selected on FCU. It is removed when ying in managed lateral (NAV) mode. In ND ARC mode,
if selected heading is outside visible arc of heading rose, it is numerically displayed at the heading arc side closest to the
selected heading.
GS / TAS
Digital indication of current Groundspeed and True Airspeed.
Wind
Digital indication of current wind direction and speed. If wind is present, a green arrow shows wind direction relative to aircraft
heading.
Bearing pointers
Needles point to tuned navaid stations. Appear only when a navaid is selected for display on EFIS control panel (see below).
Selected Navaids
Information on tuned navaids, selected on EFIS control panel. Include selected receiver, navaid identier, and DME distance if
available. A letter M is added after navaid name if navaid is manually tuned on MCDU Rad Nav page. A letter R is added if a
frequency is manually tuned on Radio Management Panel (RMP, located on center pedestal). No letters are added when navaid is
autotuned by the FMS. Arrow symbols show which bearing pointer on the rose display represents this navaid.
Range marks
Located at range circles and dene corresponding circle range from the aircraft symbol. In ND ARC mode, the outer circle
represents the range selected on EFIS control panel. In all other (ROSE and PLAN) modes, the outer circle has half the range
selected on EFIS control panel.
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NAVIGATION DISPLAY
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SEQ 001
VOR 1
VOR 2
EFIS Control Panel,
Navaid selectors
ADF
Chronometer display
The ND can display an elapsed time chronometer independent from one on the aircraft clock. The ND chronometer is controlled by
a Chronometer button located on the glareshield above the ND. Pressing this button performs these functions:
First push: Starts the chronometer and displays it on ND
Second push: Stops the chronometer
Third push: Resets the chronometer and removes it from ND.
Chronometer
Display
Chronometer button,
glareshield
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NAVIGATION DISPLAY
P 18
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SEQ 001
ILS course
ILS info
Localizer deviation
Glideslope deviation
ILS course
Magenta dagger needle shows the selected ILS localizer course. It is automatically selected when an ILS is auto-tuned by FMS for
landing, or can be manually selected on MCDU Rad Nav page.
Localizer deviation
Magenta bar moving across a dotted scale represents lateral deviation from the localizer course.
Glideslope deviation
Magenta diamond shows vertical deviation from ILS glideslope. When deviation is greater than that represented by full scale, the
diamond turns into a half-diamond arrow.
ILS info
Additional ILS information includes:
ILS receiver (always ILS1),
ILS frequency,
Selected ILS course, and
ILS ID name.
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P 19
NAVIGATION DISPLAY
REV 01
SEQ 001
VOR information
Course deviation
TO-FROM indicator
VOR course
VOR course
Blue dagger needle shows the selected VOR radial. The radial selection is performed on MCDU Rad Nav page.
Course deviation
Blue bar moving across a dotted scale represents lateral deviation from the selected VOR radial course.
FROM-TO indicator
A blue arrow on the course deviation bar acts as a TO-FROM indicator. The arrow always points towards the station. If the
arrow is on the same side as the course dagger head, the aircraft ies TO the station. If it is on the other side, the aircraft
ies FROM the station.
VOR information
Additional VOR information includes:
VOR receiver (always VOR1, as this is Captains ND),
VOR frequency,
Selected VOR course, and
VOR ID name.
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NAVIGATION DISPLAY
P 20
REV 01
SEQ 001
TO waypoint info
Flight Plan
Database Map
TCAS contacts
Flight Plan
Displays the legs and waypoints of ight plan entered to the FMS. Different ight plan types can be recognized by different colors
used to draw ight plan segments. The color usage corresponds to that used on MCDU:
Active Flight Plan: Active route legs are drawn in green color. When the aircraft is in Managed lateral mode and guidance follows
the entered ight plan, the route lines are solid green. When aircraft is in Selected heading mode (HDG or TRK), the route
is dashed green.
Temporary Flight Plan: Most route modications done through MCDU result in creation of temporary ight plan, which can be
inserted in place of original ight plan, or cancelled. Temporary ight plan legs are drawn using dashed yellow color.
Alternate Flight Plan: The alternate ight plan, if entered, is displayed in dashed blue color.
Flight plan legs are not drawn for legs which dont have a dened trajectory (such as intercept XXX course to YYY legs on a SID or
STAR) and when a ight plan Discontinuity exists between waypoints.
Flight Plan waypoints
The waypoints forming the ight plan are drawn as diamonds. The active (TO) waypoint is shown in white, and all others
are in green.
If a waypoint has associated constraint, a circle is drawn around it. Circle is magenta if the aircraft follows ight plan and obeys
the constraint, and white if aircraft is not following the plan (ying a selected heading). Waypoint constraints can be viewed on
ND by pushing CSTR button on EFIS control panel.
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NAVIGATION DISPLAY
Systems Manual
REV 01
SEQ 001
EGLL
EGLL
09L
TO waypoint info
Information on active (TO) waypoint is displayed in the upper right corner. The information includes:
Waypoint name,
Bearing to waypoint,
Distance to waypoint,
Estimated Time of Arrival (ETA) at TO waypoint.
Database Map
ND can display a moving map of database navaids, waypoints or airports by pushing corresponding button on EFIS control panel.
Selected button is indicated by a light. Only one type can be selected at a time. Second push on lighted (selected) button removes
the map display. Displayed symbols are magenta.
Display
ight plan
constraints
Display
VORs
Display
Airports
Waypoint
VOR
NDB
Display
waypoints
Display
NDBs
Airport
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P 22
NAVIGATION DISPLAY
REV 01
SEQ 001
+20
-05
ARC Mode
ARC mode is similiar to ROSE NAV mode, and is the most used mode. It displays the same information as ROSE NAV mode, but
own aircraft symbol is shifted to the bottom of the display and displayed is forward sector ahead of the aircraft. This gives bigger
display area for controlling forward space while ying enroute.
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NAVIGATION DISPLAY
P 23
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SEQ 001
PLAN Mode
The PLAN mode allows the pilot to preview future portions of ight plan not displayed in ROSE NAV or ARC mode. In PLAN mode,
the display is north-oriented and displays a full compass scale with true north at the top.
The PLAN mode displays ight plan in similiar way to ROSE NAV or ARC modes, but centers the display on waypoint visible
on line 2 of MCDU F-Plan mode (or next line, if line 2 contains a pseudo waypoint or ight plan discontinuity). The pilot can
scroll through entire ight plan using MCDU slew keys, and ND display will shift together with scrolling, keeping centered on
second listed waypoint.
If present aircraft position is within displayed range, the yellow aircraft symbol indicates current position and course relative to
ight plan route.
The TCAS information, navaids and bearing pointers are not displayed in PLAN mode.
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P 24
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General
Engine / Warning Display (E/WD) is the upper of two Electronic Centralized Aircraft Monitoring (ECAM) displays. It is organized in
two areas, the Engine display and Warning / Memo display.
The aircraft equipped with CFM and IAE engines have different E/WD indications. CFM engines have N1 as main control parameter,
while IAE engines use EPR.
Secondary engine parameters can be displayed on lower ECAM (SD).
EPR
Thrust limit
EGT
FF
N1
FOB
N2
EPR
Engine Pressure Ratio
EGT
Exhaust Gas Temperature, in C
N1
LP Rotor speed, in %
N2
HP Rotor speed, in %
Thrust limit
Thrust limit mode - TO-GA, FLX, CL, MREV mode
selected by thrust lever. Corresponding EPR is shown.
FF
Fuel ow per engine, in current units (Lb/hour or Kg/hour)
FOB
Total fuel on board, in current units (Lbs or Kg)
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N1
Thrust limit
EGT
FOB
N2
FF
N1
LP Rotor speed, in %
EGT
Exhaust Gas Temperature, in C
N2
HP Rotor speed, in %
Thrust limit
Thrust limit mode - TO-GA, FLX, CL, MREV mode
selected by thrust lever. Corresponding EPR is shown.
FOB
Total fuel on board, in current units (Lbs or Kg)
FF
Fuel ow per engine, in current units
(Lb/hour or Kg/hour)
Command arc
Thrust limit
Actual value
REV indication
Actual value
Actual engine EPR or N1 is shown by a needle and displayed in digital readout.
Command arc
Arc extends from current thrust to value commanded by autothrust system. Visible only when A/THR is active.
Thrust limit
Shows thrust corresponding to current thrust limit mode.
REV indication
Appears in green when thrust reversers are fully opened. Amber if reversers are in transit.
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Flaps position
Selected position
Lever position
FLAP indicator
FLAP indication appears whenever aps or slats are not fully retracted. White when selected position is achieved, Blue when
aps in transit.
Positions
White dots mark selectable positions. Not displayed when in clean conguration.
Lever position
Flap lever position - 0, 1, 1+F, 2, 3, or FULL. Green when selected position is achieved, Blue when aps in transit.
Flaps position
Actual slats and aps position indicated by green arrows.
Selected position
Blue marks indicate selected position. Marks disappear when selected position is achieved.
T.O INHIBIT
LDG INHIBIT
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Takeoff Memo
A takeoff memo is automatically displayed on the left side of message
area 2 minutes after second engine start. Pressing T.O CONFIG button on
ECAM control panel also displays the takeoff memo.
Takeoff Memo contains a checklist of items required prior to takeoff.
Uncompleted items are shown in Blue color. Completed items are displayed in Green color.
Last item, T.O CONFIG...TEST requires a push of T.O CONFIG button on
ECAM control panel. This push simulates application of takeoff power and
will generate appropriate warnings if something is not properly congured.
Takeoff memo disappears at application of takeoff power. During takeoff, a
magenta T.O INHIBIT memo is displayed.
Landing Memo
Landing memo is automatically displayed prior to landing, below 1500 feet
when gear down, or below 800 feet with gear up. Landing memo disappears
at touchdown.
The FLAPS...FULL or FLAPS...CONF 3 item depends on selection of
GPWS LDG FLAP 3 button and requires corresponding ap selection.
During landing, a manenta LDG INHIBIT message is displayed.
P 27
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SYSTEM DISPLAY
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General
System display (SD), the lower of ECAM displays, has multiple pages dedicated to different aircraft systems. The pages include:
BLEED
PRESS
ELEC
HYD
ENGINE
FUEL
APU
COND
DOOR/OXY
WHEEL
F/CTL
CRUISE
SD Page selection
The SD will automatically display a page corresponding to current ight phase or for monitoring of certain systems. Manual selection
can also be performed using ECAM control panel. Manual selection overrides automatic page sequencing.
Phase of Flight
The SD automatically displays specic pages as next phase of ight becomes active:
Power up
1st engine start
T/O power
1500 ft
Gear down
Engine shutdown
DOOR/OXY
WHEEL
ENGINE
CRUISE
WHEEL
DOOR/OXY
System monitoring
The SD automatically displays appropriate page for monitoring of a system status:
When APU Master button switched ON, SD will display APU page. It is removed 1.5 minutes after APU is running.
During engine start, ENGINE page is automatically displayed.
On the ground, before takeoff, if control stick or rudder pedals are moved, F/CTL page will be displayed to allow
checking the operation of control surfaces. Page is removed 20 seconds after controls are returned to neutral.
During landing gear retraction or extension, WHEEL page is displayed.
Manual page selection
Any page except CRUISE can be manually displayed by pushing corresponding button on ECAM control panel. Selected button
is lighted, and selection overrides automatic page switching. To return to automatic operation, deselect the page by pushing
lighted button again.
SD BLEED page
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SYSTEM DISPLAY
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CRUISE page
The CRUISE page is automatically displayed in ight, above 1500 feet when landing gear is up. The cruise page displays most
important information gathered from different aircraft systems. CRUISE page cannot be manually called via ECAM control panel.
Engine N1 vibration
Engine N2 vibration
Oil quantity
Landing elevation
Cabin differential
pressure
Cabin zone
temperatures
Cabin altitude
Gross weight
Aircraft gross weight is a sum of zero fuel weight and total fuel quantity. Until ZFW is entered through MCDU, the gross weight is
not available and amber XX is shown in this readout.
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AUTOFLIGHT
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SEQ 001
Overview
The Autoight system is a part of Flight Management System (FMS). It controls the Autopilots, Flight Directors, and Autothrust
system laterally and vertically throughout the ight. Fully automatic ight on the programmed route is possible from takeoff to
landing.
The aircraft can be own automatically by using Autopilots and Autothrust. The pilot can manually y the aircraft following the Flight
Director commands, which tell what the autopilot would do if it was controlling. The Autothrust system is independent of autopilot
and can be used when manually ying.
The operation modes of Autoight system are selected using the Flight Control Unit (FCU), located on glareshield. All ight
plan information, performance data and other initialization is done via Multi-purpose Control and Display units (MCDU) on center
pedestal (separate pop-up window in PSS A-3xx panel). Autothrust modes are automatically controlled by moving the thrust levers
through different gates.
The ight plan entry and operation of MCDU is discussed in separate chapter, MCDU.
The operation modes and status of FMS is displayed in Flight Mode Annunciations area of the Primary Flight Display.
The four knobs on FCU provide control of airspeed, lateral, and vertical modes. Each knob can be rotated, pushed and pulled.
Knobs are springloaded to neutral position.
If a knob is pulled, the pilot takes direct control of this function. This is called a Selected Guidance. If a knob is pushed, the
control is given to FMS which guides the aircraft according to entered route and optimum values according to current ight phase.
This is Managed Guidance.
Turning a knob selects a value in corresponding FCU window, which becomes a target for active modes if in Selected guidance.
If a function is in Managed Guidance, a white dot appears in corresponding window, and the window is dashed.
Altitude window is never dashed, and vertical speed knob doesnt have a managed guidance function.
Flight Directors
Flight directors are controlled with FD button on EFIS control panel. Two different ight director types are
displayed depending on HDG-VS / TRK-FPA mode selection (see PFD chapter).
When FD is switched on with autopilot off, default guidance modes are engaged. In ight, the default
modes are HDG and V/S (or TRK and FPA, depending on selection). On the ground, CLB and NAV
are armed.
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Autopilots
The Airbus has two identical autopilots. The autopilots are engaged or disengaged by pressing AP1 or
AP2 button on FCU. Normally, only one autopilot autopilot can be engaged. Selecting second autopilot
automatically disengages rst one. On approach stage, however, with LOC/GS modes armed or active, both
autopilots can be simultaneously engaged for ILS approach and autolanding.
Autopilot can be engaged immediately after takeoff.
If ight director was previously engaged, an autopilot will engage in current active modes. If FD was off,
engaging autopilot will engage default guidance modes, which are HDG/VS in ight.
Autothrust
The Autothrust (A/THR) system automatically controls engine thrust according to vertical guidance modes and speed target. Several
modes of autothrust operation include:
Fixed thrust, engines maintain constant computed thrust.
Variable thrust, the system adjusts thrust to maintain target airspeed.
The A/THR system can be in one of following states:
OFF: The thrust isnt controlled.
Armed: Thrust is xed and corresponds to thrust levers position. A/THR changes to active when thrust levers are moved
to A/THR active range (see below).
Active: A/THR is automatically controlling thrust. Thrust modes automatically change according to active vertical modes.
Thrust levers
The A320 aircraft thrust levers are different from those found on Boeing-type or other
common aircraft. The thrust levers move through distinct detents, or gates, marked
MREV, IDLE, CL, FLX/MCT, and TO-GA. Takeoff power is applied by moving
the levers to TO-GA or FLX-MCT gate, which commands autothrust system to produce
computed takeoff thrust corresponding to current conditions. At thrust reduction altitude,
thrust levers are retarded to CL gate, which automatically engages autothrust system.
From this point, the levers are normally left in CL detent through all the ight until just
before touchdown.
Autothrust system controls engine thrust corresponding to active thrust modes and
thrust limits. The A320 thrust levers are not back-driven by autothrust system, and dont
move as the thrust is automatically adjusted. Unless needed, they are left in CL gate
until synthesized voice announces RETARD 20 feet above landing runway.
Due to this, thrust control is implemented differently than on other Flight Simulator
panels. Instead of using joystick throttle or Flight Simulator keys, the panel uses custom
keys (Numpad PLUS and Numpad MINUS by default) to move thrust levers between gates. You can also use pedestal view and
move levers with the mouse. Thrust levers position can be checked by looking at thrust Flight Mode Annunciator on PFD, the thrust
limit name on E/WD, or by checking the pedestal view.
Manual thrust control is still possible, using joystick throttle or Flight Simulator keys. Make sure that the panel-simulated thrust
levers are left at IDLE, or set at CL but the autothrust is disengaged.
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A/THR status
Initially, with thrust levers in IDLE (0) detent, the A/THR is OFF.
During takeoff, when levers are moved into TO-GA or FLX, A/THR becomes Armed. The
engines are providing computed Takeoff, Go-around or Flex thrust.
At thrust reduction altitude, levers are moved back to CL gate. The area between IDLE
and CL gates is Active A/THR range. This means that, as the A/THR was Armed,
it will automatically switch to Active status. A/THR will automatically
control thrust according to any thrust demands. Thus, thrust levers
are normally left in CL gate for the duration of ight.
Retarding levers to IDLE (0) de-activates A/THR system.
When A/THR is Armed or Active, a light on FCU A/THR button is
illuminated. Pushing this button allows to disarm or deactivate A/THR
system. Pushing this button with A/THR off will Activate the system if
levers are at CL, or Arm the system if levers are ahead of CL.
Autothrust modes
TOGA
Autothrust provides xed maximum takeoff / go around thrust. This mode is active when thrust levers are in TO-GA gate, and
A/THR.
FLX
Flex thrust, used at reduced thrust takeoffs. The xed reduced thrust is calculated based on an assumed temperature entered on
MCDU Perf Takeoff page. The reduced thrust is equal to the takeoff thrust that would be available at the assumed temperature.
This mode is active when thrust levers are moved to FLX/MCT gate.
CLB
Fixed thrust equal to the climb thrust rating available at current ambient conditions. This mode is available only with A/THR Active,
and is automatically used during climbs, with airspeed controlled by pitch.
IDLE
Autothrust commands xed idle thrust. This mode is available only with A/THR Active, and is automatically used during descents.
SPEED
Autothrust controls engine thrust to maintain selected or managed airspeed. This mode is available only with A/THR Active, and is
automatically used in level ights, ights with selected VS or FPA, or when the aircraft is following a specied vertical path.
MACH
This mode is identical to SPEED but is used when target is Mach number. The SPEED mode automatically transitions to MACH
at predetermined altitude, and vice versa.
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A/THR Status
Thrust modes
Fixed TO-GA and FLX mode are shown in white and are boxed in white frame. MAN is
added above mode name. For FLEX mode, assumed temperature is shown.
Other, active autothrust modes, are shown in green. THR is added before xed thrust
modes. When a mode automatically changes, the new mode is surrounded in white box
for several seconds.
MAN
FLX 42
THR CLB
A/THR status
When autothrust is armed, A/THR is shown in status column in Blue.
When autothrust is active, A/THR is shown in status column in White.
No indication is present with A/THR off.
Thrust reduction prompt
After takeoff, when passing Thrust reduction altitude which defaults to 1500 ft AGL, the
system reminds you to move thrust levers back to CL detent, so that A/THR can become
active. White LVR CLB ashes on thrust mode FMA until levers are placed in CL.
MAN
TOGA
LVR CLB
Alpha Floor
To aid in recovering from low speed / high angle of attack conditions, Alpha Floor autothrust mode is provided. Alpha Floor
automatically activates below a predetermined airspeed, if above 100 feet radio altitude, and commands TOGA thrust. Alpha Floor
engages regardless of A/THR status, and is available even with autothrust off and thrust levers at IDLE.
A.FLOOR
When Alpha Floor activates, green A.FLOOR in amber box ashes on thrust FMA.
During high alpha conditions, engaged Alpha Floor mode is the only possible autothrust
mode. When engagement conditions no longer exist, the thrust remains locked at TOGA
power. This condition is called TOGA LOCK. To unlock the thrust, the A/THR system must
be rst deactivated.
TOGA LK
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Speed guidance
Selected speeds
Pilot uses selected speed guidance to manually set the desired speed. The target speed is displayed in
FCU SPD/MACH window, and is selected with SPD selector knob. Regardless of selected speed, the
autothrust will not exceed maximum or minimum aircraft speed limits for current conguration.
Selected speed guidance is activated by Pulling the SPD selector knob. This action opens the
SPD/MACH window to current airspeed or mach. Selector knob can be rotated to select desired
speed target.
SPD/MACH button toggles between Airspeed and Mach modes. In Mach mode, the FCU window
shows mach number. The current mode automatically switches from Speed to Mach at predetermined
altitude, and vice versa.
Managed speeds
Managed speed guidance automatically controls computed speeds according to ight plan performance speeds, speed constraints and limits, or default ight phase speeds if ight plan is not followed.
Managed speed guidance is activated by Pushing the SPD selector knob. The FCU speed window
becomes dashed, and a white dot appears next to the window indicating that this function is in
managed guidance mode.
Push or Pull
knob
The selector knobs are controlled with mouse.
To Push a knob, click its center with LEFT mouse button.
To Pull a knob, click its center with RIGHT mouse button.
To rotate, click to the left or right of the knob. Right-clicking will turn the knob with increased rate.
You can also turn knobs by moving the mouse to one if its sides and scrolling the mouse wheel.
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Lateral guidance
Selected lateral modes
Two selected lateral modes are available, HDG and TRACK. These modes maintain selected heading
or ground track.
Selected lateral guidance is activated by pulling the HDG/TRK selector knob. HDG/TRK window opens
with current heading or track.
With selected lateral guidance active, turning the HDG selector knob will select a new heading or
track. The aircraft will turn towards the new target in the direction of knob turn. The turn will continue
in this direction even if a turn of more than 180 will be required. This is different to Boeing aircraft
which will reverse the turn when the heading window is scrolled through the heading reciprocal to the
existing one.
The guidance is toggled between HDG and TRACK by pushing the HDG-VS / TRK-FPA button on FCU. When such toggle occurs,
the value in HDG window switches from heading to track and back.
Managed NAV mode
NAV mode provides lateral guidance along the ight plan entered into FMS. It is manually engaged by
pushing the HDG/TRK selector knob. NAV mode is also automatically armed on the ground after a ight
plan is entered.
In managed lateral modes, the HDG/TRK window is dashed and a white managed guidance dot is visible.
NAV mode disengages and switches to selected HDG mode when aircraft enters a ight plan discontinuity.
Armed NAV mode automatically engages several seconds after takeoff.
LOC mode
LOC mode is used during approaches to track localizer front course signals. It is armed by pressing the LOC button on FCU.
Pressing APPR button arms both LOC and G/S modes for an ILS approach. LOC mode can only be armed if the ILS frequency is
tuned. LOC mode cannot be used to track VOR radials.
Armed modes appear in blue color below active mode indication on Flight Mode Annunciator.
To disarm armed LOC mode, press the lighted LOC button.
Armed LOC mode engages (becomes active) at localizer capture.
LOC* mode
LOC* mode is a submode which occurs during localizer capture. It is an indication that localizer intercept is in progress but
not yet completed.
RWY mode
RWY mode is automatically engaged at takeoff, if NAV is not armed. It keeps ground track equal to the departure runway course.
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Vertical guidance
Open Climb (OP CLB)
Open Climb is a selected guidance mode. It is used when climbing directly to selected altitude. No ight plan
constraints are honored.
Open Climb mode uses THR CLB autothrust mode to maintain climb thrust, and maintains target airspeed
by controlling aircraft pitch.
Open Climb mode is engaged by Pulling the ALT selector knob, if altitude selected in ALT window is above
current aircraft altitude. When approaching selected altitude, the aircraft will start to level off, and modes will
switch to ALT and SPEED (or MACH).
Open Climb is automatically engaged at the acceleration altitude if managed CLB mode doesnt engage
(aircraft is not following a ight plan).
Expedite modes
Expedite Climb (EXP CLB) and Expedite Descent (EXP DES) modes use pitch to control aircraft speed similiar to OP CLB and
OP DES. Although, these modes engage managed speed guidance. EXP CLB mode commands Green Dot speed or maneuvering
speed if not in clean conguration, while EXP DES commands 340 kts or 0.8 Mach.
Expedite modes are engaged by pushing the EXPED button on FCU. If altitude selected in FCU ALT window is above current
altitude, EXP CLB will engage. If selected altitude is below, EXP DES engages.
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Autoland
Automatic landing is initiated with LOC and G/S modes engaged, at 400 ft above runway. The guidance mode controls on FCU
become locked until touchdown, autopilot disconnect or go-around initiation.
The LAND mode becomes active lateral and vertical mode. LAND mode maintains ILS localizer and glideslope. At about 40-50
feet, LAND mode is replaced by FLARE mode, which reduces vertical speed prior to touchdown. At about 10 feet, aural RETARD
call is heard which instructs the pilot to move thrust levers to IDLE position. At touchdown, ROLLOUT mode engages.
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Lateral
Active
Vertical
Armed
Lateral
Armed
Autoight
status
Autothrust
modes
Approach
capabilities
Active vertical and lateral modes are normally shown in green, armed modes are displayed in blue. When a mode is replaced by
another mode, its indication is boxed in white for several seconds.
When autoland common modes LAND, FLARE or ROLLOUT are active, the mode name is written across lateral and vertical
mode columns.
Approach capabilities are only shown when LOC and G/S modes are armed or active. This column also displays Decision Height
(DH) or Minimum Descent Altitude (MDA), if an entry is made on MCDU.
Autoight status column includes information on active autopilots, active ight directors, and autothrust status. A/THR is shown in
blue when autothrust is armed, in white when it is active, and is removed if autothrust is off.
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Overview
The Multi-Function Control and Display Unit (MCDU) is the primary pilot
interface with the ight management system. It is used ight plan entry,
monitoring and revision, insertion of gross weight, fuel, temperatures, etc.
The MCDU contains a display screen, line select keys, and a keyboard.
The color MCDU screen has 14 lines. The top line displays page title.
Most pages contain data elds, with labels above them. MCDU keyboard
input appears on the bottom line, called the Scratchpad. Left and right Line
Select Keys (LSK) are located next to screen lines. LSKs are used to insert
information from scratchpad into corresponding eld, to select on-screen
prompts, etc.
Some pages have additional sub-pages avaiable. In this case, a next page
arrow is drawn in the top right corner of the screen, on the title line. Next
page in a page set is displayed by pressing the NEXT PAGE button on
MCDU keyboard.
Some pages, such as F-PLAN page shown here, contain many lines and
some of them do not t on the display. This is indicated by white Scroll
arrows in bottom right corner of the display. The display can be scrolled line
by line using the Slew (arrow) keys on the MCDU keyboard.
Data is entered into any displayed eld by typing the data on MCDU
keyboard - the entry appears on scratchpad - and then pressing a Line
Select Key (LSK) adjacent to desired eld.
Some elds contain prompts. Fields marked with Carets (< or >) will call
up different MCDU page when selected with LSK. Fields containing an
arrow prompt will perform certain action when selected.
Color use
Different colors are used to simplify interpretation of displays. These general rules are used:
WHITE is used to display titles, data eld labels, page selection prompts, and messages. Data regarding TO waypoint and
destination is also white.
BLUE indicates data which can be modied by the pilot. Alternate ight plan is also shown in blue.
AMBER indicates mandatory entry elds, and prompts which require pilot conrmation.
GREEN is used to display data that cannot be modied by pilot. Active route waypoints except TO are also shown in green.
YELLOW is used to display a temporary ight plan.
Keyboard
The keyboard contains alpha-numeric keys for data entry, page selection keys, and some special keys. Page selection keys in
the upper part call up corresponding MCDU page. CLR key erases input from the scratchpad, character at a time. If scratchpad
is empty, pushing CLR will display CLR on scratchpad; this is used to clear or revert to defaults the data elds which support
clearing.
OVFY key is used to mark a waypoint on ight plan as Overy waypoint.
Slash (/) is used to separate parts of entries for elds which support two entries at once (for example, speed and altitude entry
for constraint waypoint).
For ease of MCDU keyboard entry, you can use your PC keyboard. The input method is dened using the Panel Conguration
Utility. It defaults to holding down Ctrl and Windows keys while performing an entry.
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General principles
Flight plans
The ight plans represent the routing between the origin and destination airports, and consist of a set of waypoints. A ight plan can
be manually entered on F-PLN pages. Flight plans can be saved to les, and later can be loaded from a le. Entering a company
route name on INIT page also allows to automatically load a ight plan, if a le with such name exists.
A lateral ight plan can include the following elements:
Takeoff runway
Standard instrument departure (SID)
Enroute waypoints and airways
Standard terminal arrival route (STAR)
Landing runway and approach
Alternate ight plan
An alternate airport and alternate ight plan can be specied. If diversion is desired, the alternate destination can be activated at any
point, and alternate ight plan will be inserted into active ight plan starting from a selected waypoint.
Performance data
The MCDU accepts entries of such gures as Cost Index, Cruise FL, Zero Fuel Weight, Block Fuel, Assumed temperature, etc.
Based on this entry, FMS automatically computes engine thrust limits, economy speeds for all phases of ight, ight envelope limits,
and other parameters required for automatic ight.
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Optimum Speed
V2+10
CLIMB
ECON CLB
Reaching Cruise FL
CRUISE
ECON CRZ
DESCENT
ECON DES
APPROACH
Vapp
GO AROUND
DONE
Managed speed guidance in DESCENT phase allows speed variation within certain range of target speed. This is done to maintain
descent path while minimizing fuel consumption. The speed may vary for up to 20 knots above or below target speed, if existing
speed limits and constraints permit so.
When APPROACH phase becomes active, the managed speed guidance will automatically decelerate the aircraft to maneuering
speed for current conguration. As aps are extended, the speed target will decrease and Vapp will be commanded when landing
aps conguration is reached.
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1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
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INIT A page
INIT A page is accessed by pressing INIT key. The ight crew uses this page to initialize the ight plan. A subpage, INIT B, is
available by pressing the NEXT PAGE key.
1L
1R
1L
1R
2L
2R
2L
2R
3L
3R
3L
3R
4L
4R
4L
4R
5L
5R
5L
5R
6L
6R
6L
6R
1L
CO RTE: Company route name. If entry is made, and a saved route le exists with such name, a route selection page
appears allowing you to load this route le. If ight plan will be manually entered, this entry is not necessary.
2L
3L
FLT NBR: Flight number. Any ight number can be entered here. Flight number is displayed on F.PLN and PROG pages.
4L
LAT: Displayed is the latitude of origin airport, for IRS alignment. The value can be changed by selecting it with LSK 4L
(slew arrows appear) and using MCDU slew keys.
5L
COST INDEX: Cost index is used in economy speed computation. Effective range is 0..100. Lower value results in lower
speeds and lower fuel consumption, higher value gives higher speeds and increased fuel costs.
6L
CRZ FL/TEMP: Cruise ight level and temperature at cruise FL. Flight level entry range is 001...390. Both values can
be entered at once, separated by a slash. If temperature is not entered, it will be calculated using standard atmosphere
model.
1R
FROM/TO: Origin and Destination airport ICAO codes are entered here, separated by a slash. Entry erases any previous
ight plan and creates a new ight plan consisting of just two airports. This entry is required.
2R
ALTN: Alternate airport ICAO code can be entered here. Entry creates basic alternate ight plan, which is added to
the end of active ight plan.
3R
ALIGN IRS: When FROM/TO entry is made, the LAT/LON of origin airport appears at 4L and 4R. Coordinates can be
adjusted as needed. After this, the Inertial Reference System must be aligned, this is indicated by amber ALIGN IRS prompt
appearing here. Line select this prompt to align the IRS.
4R
LONG: Displayed is the longitude of origin airport, for IRS alignment. The value can be changed by selecting it with LSK 4R
(slew arrows appear) and using MCDU slew keys.
5R
6R
TROPO: Default tropopause altitude is 36090 feet. It can be modied by entering new altitude here. Clearing the eld
(Press CLR and Line Select this line) will reset it to default value.
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INIT B page
INIT B page is accessed from INIT A page pressing NEXT PAGE key. The ight crew uses this page to initialize aircraft weights. All
weights are displayed and entered in current units (LBS or KG), depending on Flight Simulator International settings.
1L
1R
1L
1R
2L
2R
2L
2R
3L
3R
3L
3R
4L
4R
4L
4R
5L
5R
5L
5R
6L
6R
6L
6R
1L
TAXI: Fuel used for taxi. Default value is 400 lbs. Another quantity may be entered.
2L
TRIP/TIME: Trip fuel and time are displayed when predictions become available.
3L
RTE RSV%: Route fuel reserves, as quantity and percentage of trip fuel.
4L
5L
FINAL/TIME: Hold fuel and time associated with continued ight to alternate airport. Not modelled.
6L
1R
ZFWCG/ZFW: Zero fuel weight Center of Gravity, and Zero Fuel Weight. ZFWCG entry is not modelled. Zero Fuel Weight
is mandatory gure that allows the system to compute speed management and predictions. Entered in 1000s of Lbs (Kg)
2R
BLOCK: Displayed after ZFW is entered. Enter total fuel quantity here.
4R
TOW: Aircraft Takeoff weight. Displayed after ZFW and BLOCK entries are made.
5R
LW: Aircraft landing weight. Displayed after ZFW and BLOCK entry, when predictions become available.
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1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
1L
AT - UTC/TIME - EFOB: Displayed is destination airport, time and fuel predictions at destination. Before takeoff, TIME of
ight is displayed. After takeoff, UTC time is displayed.
2L
ALTERNATE: Trip fuel and time predictions for alternate airport are not modelled.
3L
GW/CG: Aircraft gross weight and center of gravity is displayed after weights are initialized on INIT B page.
4L
RTE RSV%: Route fuel reserves, as quantity and percentage of trip fuel.
5L
FINAL/TIME: Hold fuel and time associated with continued ight to alternate airport. Not modelled.
6L
3R
FOB: Fuel on board, computed from Fuel Flow (FF) and fuel quantity sensor (FQ)
4R
5R
6R
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1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
Page Title
This line displays ight number, if entered. FROM is displayed if the page is not scrolled up and the FROM waypoint is shown in
line 1. When temporary ight plan is shown, this line displays TMPY.
Waypoints (Line 1..5)
Each line displays:
Waypoint name
Leg routing in white above waypoint name. This can be airway name, SID or STAR name, or special procedure
Time to go or UTC time of arrival at waypoint
Distance between waypoints
Speed and altitude predictions. An asterisk indicates that a constraint exists at this waypoint.
The active (TO) waypoint is always shown in white, while the rest of waypoints are green (or blue, if they belong to alternate route).
For TO waypoint, bearing to it and track to next waypoint is displayed.
Destination (Line 6)
Line 6 shows destination airport ICAO code, time predictions, distance to go and estimated fuel on board at destination. Before
takeoff, time to go is displayed. After takeoff, estimated UTC time of arrival is shown.
Route modication
Pressing left Line Select Key brings up a Lateral Revision page based on selected waypoint. Pressing Right LSK displays Vertical
Revison page. These pages allow any route modications to be performed. Some revisions, although, can be done directly on
F-PLN pages, as described below.
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Deleting a waypoint
A waypoint can be deleted by pressing CLR key - CLR appears on scratchpad - and pressing left LSK next to desired waypoint.
Deleting (SPD LIM) pseudo waypoint removes corresponding climb or descent speed limit. Deleting other pseudo waypoints has
no effect.
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1L
1R
1L
1R
2L
2R
2L
2R
3L
3R
3L
3R
4L
4R
4L
4R
5L
5R
5L
5R
6L
6R
6L
6R
Most functions on revision pages result in creation of temporary ight plan. Temporary ight plan is displayed on MCDU
and ND in yellow color, and can be reviewed before accepting.
The INSERT prompt on temporary revision page accepts
the revision and inserts it in the active ight plan. ERASE
prompt, when selected, cancels the revision and returns to
F-PLN page.
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LAT REV at a the destination
1L
DEPARTURE: Gives access to Departure pages, where the pilot can select runways, SIDs and Transitions.
3L
4L
ENABLE ALTN: Allows to enable alternate destination and switch to alternate ight plan at the revision waypoint. The
alternate ight plan becomes active and replaces the segment from revision waypoint to destination airport.
5L
6L
RETURN: Select this prompt to return to F-PLN page without performing any revisions.
1R
ARRIVAL: Accesses Arrival pages, where the pilot can select runways, STARs and Transitions.
2R
VIA/GO TO: Inserts an airway segment after revision waypoint. Enter airway name, a slash, and ending waypoint.
3R
NEXT WPT: Entering a waypoint name will insert this waypoint after revision one. Custom waypoints can be entered.
4R
NEW DEST: Sets new destination airport, which erases all waypoints following revision waypoint, and inserts new
destination preceeded by a ight plan discontinuity.
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Departure pages
Departure pages allow to review departure procedures (Runway, SID, Transition) and enter them into the active ight plan. These
pages are accessed by selecting DEPARTURE prompt on a Lateral Revision page for the origin.
First page lists available runways, second page shows available SIDs and Transitions. NEXT PAGE key can be used to switch between the pages. Use slew keys to
scroll the pages to review all available choices.
Line select a desired runway. This displays temporary selected runway in yellow in
the top line, and SIDs page is automatically displayed. Only SIDs compatible with
selected runway are displayed. It is possible, though, to select a SID without selecting
a runway.
When a selection is performed, it is highlighted in yellow, and is displayed at the
top line. If a SID contains different enroute transitions, they are listed in the right
column for selection.
As soon as any choice is made, the bottom line displays ERASE and INSERT
prompts. INSERT prompt will accept the selection and insert procedures into the
active ight plan. ERASE will cancel any selections made and return to original ight
plan. You can select all portions including Runway, SID and TRANS before inserting
them.
SID or TRANS selection can be removed by selecting NO SID or NO TRANS
located at the bottom of the lists.
If a runway or SID was already selected before performing the revision, it is displayed
in green in choices list and in top line. Temporary selected choices are yellow, and
other choices are blue.
Selecting a runway changes origin airport waypoint to a runway waypoint. If only a
runway and no SID has been selected, a conditional waypoint is added after runway
waypoint, which instructs to climb straight ahead on runway heading until reaching
1500 ft AGL.
Arrival pages
Arrival pages allow to review arrival procedures (Approaches, VIAs, STARs, Transitions) and enter them into the active ight plan.
These pages are accessed by selecting ARRIVAL prompt on a Lateral Revision page for the destination. Their organization and
functionality is the same as for Departure pages.
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Direct To page
Pressing the DIR key on MCDU keyboard brings up the Direct To page. It allows to create a direct leg from aircrafts present
position to any selected waypoint. This action automatically engages managed NAV lateral mode and the aircraft proceeds direct
to selected waypoint.
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
Waypoint entry at 1L activates the Direct To function, adding the present position (Turn Point, T-P) waypoint followed by entered
waypoint at the top of ight plan.
If the pilot enters a waypoint which is present in active ight plan, all waypoints before this waypoint are removed, and a direct
leg to it is created.
You can also select any waypoint from the list in lines 2-6, which will place the selected waypoint into DIR TO eld and produce
the same result as manually entering waypoint name. The waypoint list is identical to F.PLN A page and can be scrolled using
slew keys.
If entered waypoint is not present in active ight plan, it is added on top of the ight plan following by a ight plan discontinuity.
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1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
2L
CLB or DES SPD LIM: Climb or Descent speed limit, depending on which ight phase the waypoint belongs to. New speed
and altitude values can be entered. Speed limit can be cleared by using CLR key.
3L
SPD CSTR: Speed constraint for the waypoint. Airspeed is entered as 100..350, Mach is entered as 0.15 .. 0.82. Entry
can be cleared.
3R
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PERF pages
The ight plan is divided into several phases: PREFLIGHT, TAKEOFF, CLIMB, CRUISE, DESCENT, APPROACH, GO-AROUND,
DONE. Each phase except the preight and done phases has a performance (PERF) page. The PERF pages display performance
data, speeds, and predictions.
Pressing the PERF key on MCDU calls up performance page for current active ight phase. Pages for next phases can be viewed
by selecting NEXT PHASE prompt. Pages for phases already own are not available.
The page title for PERF page corresponding to active ight phase is green. Titles of pages for next phases are white
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
6L
PREV PHASE: Select this prompt to access PERF page for previous phase. Not available for phases already own.
6L
ACTIVATE APPR PHASE: Shown on page corresponding to active phase. Selecting and conrming this prompt will
activate APPROACH phase.
6R
NEXT PHASE: Select this prompt to access PERF page for next phase.
Note: When APPROACH phase is activated, the managed speed guidance will target Vapp speed or maneuvering speed for current
aircraft conguration. If Approach phase is activated by a mistake using PERF pages, the CLIMB phase can be activated by
re-inserting the Cruize FL value at PROG or INIT page.
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1L
2L
3L
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
V1, Vr, V2: Takeoff V speeds. Speeds are NOT automatically computed, and pilot entry is required as indicated by amber
boxes. Airbus pilots use performance tables to determine these speeds. You can, however, make the FMS compute the
V speeds by clicking the line select keys with right mouse buttons.
4L
TRANS ALT: Origin airport transition altitude. The barometric reference should be switched to STD when climbing above
this altitude. Transition altitude is called up from database when origin airport is entered on INIT page.
5L
THR RED/ACC: Thrust reduction and acceleration altitude. At thrust reduction altitude, the pilot retards thrust levers and
thrust is reduced from TO to CLB. At acceleration altitude the SRS pitch mode is replaced by CLB mode, and speed target
changes from V2+10 to climb speed. Both altitudes default to eld elevation plus 1500 feet.
6L
1R
RWY: Selected departure runway is displayed here. Runway entry cannot be performed through this eld
2R
TO SHIFT: Distance between takeoff position and runway threshold, used to update FMS navigation computation. Entry
is not required.
3R
FLAPS/THS: Takeoff aps and trimmable horizontal stabilizer settings for takeoff. This eld allows entry and is used
for reminder only.
4R
FLEX TO TEMP: Assumed temperature for FLEX takeoff thrust calculation is entered here, if derated takeoff is desired.
Entering high assumed temperature will reduce the takeoff thrust.
5R
The center column shows computed Flap retraction, Slat retraction, and Green Dot speed.
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1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
1L
ACT MODE: Active target speed (ECON, selected SPD/MACH, or EXPEDITE). The pilot cannot modify it through this
eld.
2L
CI: Cost Index, as entered on INIT page. Field accepts entry of new cost index.
3L
ECON: ECON is the optimum speed considering cost index, altitude, and gross weight. Speed limits and speed
constraints, if any, may prevent the aircraft from ying at the ECON speed.
4L
SPD/MACH: If CLIMB phase is not yet active, the pilot can preselect climb speed by entry in this eld. When CLIMB
phase becomes active, if speed was preselected, the speed guidance changes to Selected, and FCU speed opens with
preselected speed. In climb, entry in this eld cannot be made. Pushing the Speed selector knob on FCU reverts to
managed speed guidance and blanks this eld.
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
1L
ACT MODE: Active target speed (ECON or selected SPD/MACH). The pilot cannot modify it through this eld.
2L
CI: Cost Index, as entered on INIT page. Field accepts entry of new cost index.
3L
ECON: ECON is the optimum speed considering cost index, altitude, and gross weight. Speed limits and speed
constraints, if any, may prevent the aircraft from ying at the ECON speed.
4L
SPD/MACH: If CRUISE phase is not yet active, the pilot can preselect climb speed by entry in this eld. When CRUISE
phase becomes active, if speed was preselected, the speed guidance changes to Selected, and FCU speed opens with
preselected speed. In cruise, entry in this eld cannot be made. Pushing the Speed selector knob on FCU reverts to
managed speed guidance and blanks this eld.
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1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
1L
ACT MODE: Active target speed (ECON, selected SPD/MACH, or EXPEDITE). The pilot cannot modify it through this
eld.
2L
CI: Cost Index, as entered on INIT page. Field accepts entry of new cost index.
3L
ECON: ECON is the optimum speed considering cost index, altitude, and gross weight. Speed limits and speed
constraints, if any, may prevent the aircraft from ying at the ECON speed.
4L
SPD/MACH: If DESCENT phase is not yet active, the pilot can preselect climb speed by entry in this eld. When
DESCENT phase becomes active, if speed was preselected, the speed guidance changes to Selected, and FCU speed
opens with preselected speed. In descent, entry in this eld cannot be made. Pushing the Speed selector knob on FCU
reverts to managed speed guidance and blanks this eld.
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SEQ 001
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
1L
QNH: Entry eld for destination sea-level atmospheric pressure. Entry can be made either in hPa (for example 1003)
or in in Hg (29.92).
2L
3L
MAG WIND: Entry eld for destination magnetic wind direction and speed. Entry example is 15/270
4L
TRANS ALT: Transition altitude for destination airport. When aircraft descends below this altitude, barometric reference
should be changed from STD to QNH and destination pressure selected on BARO panel. Transition altitude is called up
from database when destinatiom airport is entered on INIT page.
5L
VAPP: The FMS computes this approach speed, using the formula Vapp = Vls + 5 +1/3Headwind. The pilot can modify
this computed value. Clearing the eld reverts it to the computed speed.
1R
FINAL: Selected landing runway is shown. The pilot cannot modify it through this eld.
2R
MDA: Minimum descent altitude can be entered here. If DH is entered in 3R, the eld is blanked.
3R
DH: Decision height can be entered here. If MDA is entered in 2R, the eld is blanked.
4R
5R
LDG CONF: Two elds at 4R and 5R list possible landing aps congurations, CONF 3 and FULL. Selected conguration
is shown in large font, and second conguration is in small font. Select desired conguration by pressing corresponding
LSK.
The center column shows computed ap retraction, slat retraction, green dot speed, and Vls.
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1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
5L
THR RED/ACC: Thrust reduction and acceleration altitude. At thrust reduction altitude, the pilot retards thrust levers and
thrust is reduced from TO to CLB. At acceleration altitude the SRS pitch mode is replaced by CLB mode, and speed target
changes from V2+10 to climb speed. Both altitudes default to eld elevation plus 1500 feet.
5R
The center column shows computed Flap retraction, Slat retraction, and Green Dot speed.
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PROG pages
Progress pages allow selecting of new cruise FL, monitoring optimum and maximum cruise ight levels, checking navigation
accuracy, and monitoring descent.
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
PAGE TITLE: Shows current speed mode (ECON, selected SPD/MACH, EXPEDITE) and ight phase.
1
CRZ: Cruise ight level. Cruise FL can be changed by entering a new value here. Also, when ying at cruise FL, the
pilot can select a higher altitude in FCU altitude window and push ALT selector knob; this will automatically insert the
new selected cruise FL into the FMS.
OPT: The eld shows optimum ight level, based on gross weight, cost index and temperature.
REC MAX: Recommended maximum altitude.
VDEV: Field is displayed only during descent and approach. Vertical deviation from computed vertical prole is shown.
BRG/DIST TO: The pilot can enter any waypoint in the TO eld. After this, the BRG/DIST eld constantly shows
computed bearing and distance to this waypoint.
DIST: The two elds show required distance to land, following the routing of active ight plan, and direct distance to
destination airport.
ACCUR: The line displays estimated navigation accuracy, required accuracy for current ight phase, and accuracy level
(LOW or HIGH).
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1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
1L
2L
3L
4L
5L
6L
1R
2R
3R
IMPORT FS ROUTE: imports a route generated and saved by Flight Simulator built-in ight planner
5R
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WAYPOINT page
WAYPOINT page is called from DATA INDEX page and allows to lookup any waypoint stored in navigation data base. After an entry
is made at 1L, the eld at 2L displays waypoint latitude and longitude.
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
NAVAID page
NAVAID page is called from DATA INDEX page and allows to lookup any navaid stored in navigation data base. After an entry is
made at 1L, the navaid information is displayed which includes navaid class, latitude and longitude, radio frequency, and station
magnetic variation.
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
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RUNWAY page
RUNWAY page is called from DATA INDEX page and allows to lookup any runway stored in navigation data base. Enter ICAO
airport code and runway at 1L. After this, the screen displays runway coordinates, runway length, course, and ILS frequency if
runway has an ILS.
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
STATUS page
STATUS page is called from DATA INDEX page and displays aircraft model and engine types, and version of navigation data
base.
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
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1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
Selecting any route from the list opens the LOAD ROUTE conrmation page. This page displays the routing of saved ight plan, and
provides options for Inserting the selected route into active ight plan, or cancelling the selection. This page is also displayed when
an entry is made into CO RTE prompt on INIT page, and a saved ight plan with entered name exists.
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
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1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
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REV 01
SEQ 001
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
1L
VOR1/FREQ: Station ID and frequency of NAV1 radio. Autotuned frequencies are shown in small font. You can enter
new frequency or station ID, which will be displayed in lagre font. This overrides the autotuning. To resume autotuning,
clear the eld using CLR key.
2L
CRS: VOR1 course can be entered here. If an entry is made, the VOR1 autotuning stops.
3L
ILS/FREQ: ID and frequency of ILS. When an ILS is automatically tuned for approach, the data is displayed in small
font. Manual entry is possible and is displayed in large font. Manual entry can be cleared. Until ILS is automatically or
manually tuned, the eld shows --NAV--. This is because Flight Simulator has only one radio for both NAV1 and ILS, and
this radio is used as NAV unless ILS is needed.
5L
ADF1/FREQ: Frequency of ADF radio. New frequency can be entered in this eld.
1R
VOR2/FREQ: Station ID and frequency of NAV2 radio. Autotuned frequencies are shown in small font. You can enter
new frequency or station ID, which will be displayed in lagre font. This overrides the autotuning. To resume autotuning,
clear the eld using CLR key.
2R
CRS: VOR2 course can be entered here. If an entry is made, the VOR2 autotuning stops.
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Backup instruments
P 66
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SEQ 001
Standby instruments
Standby instruments serve as a backup to provide vital air data in case of electronic instrument sytstem failure. The instruments
include analog airspeed indicator, single-needle altitude indicator with numeric readout, and attitude indicator.
DDRMI
The Digital Distance and Radio Magnetic Indicator displays DME distances and bearings to the tuned VOR stations. Bearing
pointers are overlaid on magnetic heading compass rose.
VOR1 needle is single dashed, and VOR2 needle is double solid.
A319/320/321
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P 67
Landing gear
REV 01
Gear panel
Gear controls and indicators include gear lever, gear indicator lights, autobrake system
controls, and brake pressure indicator.
Gear lever can be controlled with the mouse, or using standard Flight Simulator keys.
Three indicator lights show status of left, nose and right gear. Green triangle indicates gear
down and locked, red UNLK is shown when gear unlocked (in transit). No indication means
gear up and locked, and bay doors closed.
Autobrake system provides automatic braking, and has 3 modes, LO, MED and MAX.
Modes are armed and disarmed by pushing corresponding button. LO and MED modes are
used for landings. At touchdown, if one of these modes is armed (blue ON is visible),
the anti-skid brakes will be automatically applied. LO and MED modes provide different
deceleration rates. When autobraking is in process, a green DECEL is illuminated on
selected button.
MAX autobrake mode is used for takeoffs. In case of rejected takeoff, with MAX autobrake
armed, speed above 80 knots and throttles retarded to IDLE or MREV, the system will
automatically apply maximum braking.
BRAKES indicator gauge shows hydraulic brake accumulator pressure and pressure applied
to left and right main wheel brakes.
Gear status
Brake temperature
Temperature indication
Release signals
Autobrake mode
Gear status
Triangles are green when gear down and locked, amber with gear unlocked, and not displayed when gear locked up.
Bay door position
Position of bay doors is shown, in green when doors are closed, and amber when doors are not closed.
Brake temperature
Brakes temperature, amber when in caution range.
Temperature indication
Green arcs appear when brake temperature rises, and turn amber if the temperature is in caution range.
Release signals
Green bars appear in ight, and on ground when amount of braking activates anti-skid system.
Autobrake mode
Apprears when any autobrake mode is armed or active, and shows selected mode.
SEQ 001
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P 68
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Thrust levers
The modelled thrust levers have 5 positions, REV, 0 (IDLE), CL, FLX/MCT, and
TO/GA. They can be moved between these positions (gates) by dragging with the
mouse, or using special keyboard shortcuts (Numpad PLUS and MINUS). The levers
do not move when autothrust system is active and adjusts thrust.
Manual control of thrust is still possible. Leave the levers at IDLE or CL with A/THR
off, and use joystick throttle or Flight Simulator keyboard commands. You can monitor
resulting thrust on upper ECAM display (E/WD) engine indicators.
Engine panel
The engine panel contains fuel and ignition controls. The use of this panel during engine
startup and shutdown is described in POWERPLANT chapter.
Speed brakes
The speed brake handle controls extending and retracting of speed brakes. The handle is
dragged to desired position with the mouse. To arm ground spoilers for automatic deployment
at touchdown, click the GND SPLRS ARMED label above the handle. Please note that in
Flight Simulator you cannot arm spoilers while on ground, as they automatically deploy if
thrust is at idle.
Flaps
Flaps lever controls aps and slats position. Lever positions are UP, 1, 2, 3, and FULL. If lever is
moved into position 1 on the ground, the CONF 1+F (aps+slats) conguration is commanded. In
ight, moving the lever into position 1 commands CONF 1 (slats only). Also, if in ight and in
CONF 1+F, the aps will automatically retract and CONF 1 reached at airspeed above 215 knots.
Parking brake
Parking brake is set and released by using this lever.
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SEQ 001
Active freq
Standby freq
VHF1
Tuning knob
VHF2
NAV
VOR
ADF
Active freq
This window shows active frequency of selected radio. Active frequency cannot be changed directly.
Standby freq
Standby frequency for selected radio. This frequency can be selected using the Tuning knob, and then swapped into the Active
frequency window for activation.
Swap button
Pushing this button swaps the frequencies in Active and Standby window, thus making the frequency selected in Standby window
the active tuned frequency of currently selected radio
Tuning knob
Rotating the tuning knob changes the value displayed in Standby frequency window. The knob has Inner and Outer parts. Rotating
Inner part, which is done by clicking left or right of it with LEFT mouse button, changes the fractional part of displayed frequency.
Rotating Outer part by clicking with the RIGHT mouse button changes the whole part of frequency.
VHF1
Pushing this button selects COM1 radio and displays its active and standby frequencies. The selected radio has a green triangle
light illuminated above its button.
VHF2
Selects COM2 radio for tuning.
NAV
The guarded NAV button, when pushed, activates standby nav tuning, and enables the bottom row of buttons for selection. This
overrides the automatic and manual nav radio tuning via FMS.
Pushing lighted NAV button second time deactivates standby tuning.
VOR
Selects a NAV radio for tuning, if standby tuning is enabled. Left Radio Management Panel controls NAV1 radio, and right RMP
tunes NAV2 radio.
ADF
Selects ADF radio for tuning, if standby tuning is enabled.
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Transponder
The transponder panel is used to set the Squawk code assigned by ATC. The transponder has a numeric keyboard for code input.
New code is entered by rst pushing the CLR button, which displays dashes on code display. First dash blinks, which indicates input
position. The four digits of the code are entered by pressing corresponding buttons. After a digit is entered, the next dash starts to
blink, until all four are entered. Any input mistake can be erased by pushing CLR button, which erases last entered digit.
The active transponder code is not altered until the new entry is complete.
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Systems Manual
APU
P 71
REV 01
SEQ 001
Overview
The Auxiliary Power Unit (APU) is a small jet engine located in the aircraft tailcone. It allows the aircraft to be independent of
external pneumatic and electrical power supplies. The APU can provide bleed air for starting engines and for air conditioning, and
drives a generator that provides electrical power. The APU can be started and used on ground and in the air.
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Electrical system
P 72
REV 01
SEQ 001
Overview
The electrical power system consists of an AC system and a DC system. The power is normally provided by engine driven
generators installed on each engine. The APU generator can be used before engine start.
On the ground, external power can be used. In case of loss of normal generation in ight, the aircraft can be supplied by an
emergency generator driven by automatically deployed ram air turbine.
An automatic bus tie maintains power to AC1 and AC2 buses regardless of power sources being used: engine generators, single
generator, APU or external power. Bus ties can be manually opened using BUS TIE overhead switch.
The power sources are prioritized. Each AC bus will use the rst available source in this order: Own engine generator, External
power, APU, opposite engine generator, Emergency generator, Batteries. If APU power was used and external power is connected,
the external power takes over the supply and APU is disconnected. If, after this, engine generator comes online, it replaces the
external power. A bus can be powered only from a single power source.
Each generator, and EXT PWR, can power entire aircraft electrical system with this exceptions:
On the ground, if single engine generator powers entire system, the Main Galley is shed.
In ight, if Any single generator powers entire system, the Main Galley is shed.
The AC ESSential bus powers most vital aircraft systems, and is normaly fed from AC 1 bus. If AC 1 is unpowered, the AC ESS can
be powered from AC 2 using AC ESS FEED switch on the overhead. If both AC buses are unpowered in ight, the Ram Air Turbine
is automatically deployed which powers AC ESS bus via Emergency Generator. RAT is disabled with landing gear down, and when
this occurs, the AC ESS bus is fed from Batteries via Static Invertor.
Two DC buses are fed from respective AC buses via Transformer Rectiers (TRs), and power the DC BAT bus. if one of AC
buses is unpowered, the corresponding DC bus is fed from opposite DC bus via DC BAT bus. if both AC buses unpowered,
the DC 1 and 2 buses are lost.
The DC ESSential bus is powered by DC BAT bus, or (DC1 and DC2 buses off) by AC ESS bus via ESS TR, or directly by
batteries.
The two batteries are used for starting the APU and providing power when other sources are unavailable. The batteries automatically charge from DC BAT bus when their voltage is below a certain level. Before ight, you must ensure that the batteries are
charged above 26 volts.
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Systems Manual
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Bat voltage
AC ESS FEED
GEN
APU GEN
EXT PWR
BUS TIE
BAT
The BAT buttons control the connection/disconnection of the corresponding battery to the aircraft electrical system.
NO LIGHT: Auto, a battery is automatically connected by the system logic for providing power or recharging.
OFF:
A battery is manually disconnected.
Bat voltage
The LCD windows show battery voltage. The readouts are always powered, and can be read without applying any power to
the aircraft.
AC ESS FEED
Controls the selection of power source for AC essential bus.
NO LIGHT: Default, AC ESS is powered by AC1 bus.
ALTN:
AC ESS is powered by AC2 bus.
GEN
Allows to manually disconnect engine 1 or 2 generator from the system.
NO LIGHT: Default, a generator is connected to the electrical system if an engine is running and electrical parameters are normal.
OFF:
A generator is disconnected from the electrical system.
FAULT light is illuminated when a generator is selected ON and is not providing power. This is normally seen prior to engine
start.
APU GEN
Allows to manually disconnect APU generator from the system.
NO LIGHT: Auto, APU generator is automatically connected to the electrical system when APU is running, electrical parameters
are normal and there are no higher-priority power sources available (Engine generator or EXT PWR).
OFF:
APU generator is disconnected from the electrical system.
BUS TIE
Controls the bus tie logic.
NO LIGHT: Auto, the bus tie automatically splits or connects the two AC buses to provide single source to each bus.
OFF:
The bus tie opens, and the two AC buses are isolated.
EXT PWR
Used for selection and deselection of external power. If external power is plugged to the aircraft and power parameters are in
normal range, the green AVAIL light illuminates. In the PSS Airbus panel, the external power is always available when engines
are shut down and parking brake is set.
Pushing the button when AVAIL light is on connects external power source to the electrical system. Blue ON light is illuminated,
and AVAIL light extinguishes.
Pushing the button again with EXT PWR connected (ON illuminated) disconnects the external power from the system (it stays
physically plugged to the aircraft though, and is disconnected by ground personnel).
GALY & CAB
Controls power supply to the main galley bus.
NO LIGHT: Auto, the galley is powered unless it is automatically shed by the system logic.
OFF:
Removes electrical power to all galley equipment.
A319/320/321
Systems Manual
Fuel system
P 74
REV 01
SEQ 001
Overview
The fuel is contained in one center and two wing tanks. The center tank is generally lled last and used rst. The wing tanks are
divided into outer and inner cells by sealed ribs with transfer valves installed.
The fuel is drawn by fuel pumps. There are two pumps in center tank and each wing tank inner cell. The operation of fuel pumps
is fully automatic. The wing tank fuel pumps are always used to supply fuel to the engines during takeoff and landings; center tank
pumps are automatically deactivated when slats are extended.
The wing tank fuel pumps are tted with pressure reducing valves to allow the center tank fuel pumps to preferentially supply the
engines when the center tank pumps are operating. This ensures that the center tank is emptied rst.
Wing tank fuel is drawn from inner cells. When fuel quantity in either inner cell reaches a preset level, all outer tank transfer valves
open to allow fuel from the outer cells to ow into the inner cells.
A crossfeed valve is located between the left and right fuel systems. It allows both engines to be fed from one wing tank to balance
the fuel load, or one engine to be fed from both sides to utilize all the fuel in a single engine situation.
A dedicated APU pump is located in left fuel manifold and automatically supplies fuel for APU if main pumps are not energized.
A319/320/321
Systems Manual
Fuel system
P 75
REV 01
Wing Pumps
Center pumps
MODE SEL
Wing Pumps
The pump buttons control wing tank pumps.
NO LIGHT: Fuel pump is energized.
OFF:
Fuel pump is deactivated.
FAULT:
Amber FAULT light is illuminated if tank fuel quantity is low. It is inhibited when a pump is selected off.
Center pumps
The pump buttons control center tank pumps.
NO LIGHT: Fuel pump is enabled and operates when commanded by system logic.
OFF:
Fuel pump is deactivated.
MODE SEL
Selects automatic or manual operation of center tank pumps.
NO LIGHT: Automatic, center pumps work when commanded by system logic.
MAN:
Center pumps are controlled by position of CTR TK PUMP buttons.
X FEED
Controls the position of fuel crossfeed valve.
NO LIGHT: Default, the valve is closed.
ON:
Crossfeed valve opens.
OPEN light is illuminated green when crossfeed is selected ON and crossfeed valve fully opens.
SEQ 001
A319/320/321
Systems Manual
Powerplant
P 76
REV 01
SEQ 001
Manual startup
To start an engine manually, do the following:
Rotate MODE selector to IGN/START position, this identies engine start.
Push corresponding MAN START button on overhead, this identies manual start and opens engine start vave.
Monitor N2 rpm, at 15% move corresponding MASTER switch to ON. This opens fuel valve and engages the igniters.
After engine is started, return MODE selector to NORM.
Shutdown
To shutdown an engine, move corresponding MASTER switch to OFF. After engines shutdown, the fuel pump buttons on overhead
panel are normally switched to OFF.
A319/320/321
P 77
Hydraulics
Systems Manual
REV 01
SEQ 001
Overview
The hydraulic system is made up of three separate and independent systems: Green, Blue, and Yellow. Each is supplied by its
own hydraulic reservoir. Each system provides pressure to operate many major components, such as ight controls, slats and
aps, landing gear, cargo doors, and the emergency generator. Each system has its own pump (or pumps), reservoir, accumulator,
and except for the Blue system, a re valve.
The Green system is powered by Engine 1 driven pump. The Yellow system is powered by Engine 2 driven pump, or a backup
electrical pump. The Blue system is powered by an electrical pump, or by the Ram Air Turbine in case of emergency.
The Green and Yellow hydraulic systems have a power transfer unit (PTU) installed. The PTU allows transfer of pressure between
the Green and Yellow systems. When there is a predetermined pressure difference between the Green and Yellow systems, the
PTU operates to pressurize the low system.
PTU
ENG 1 PUMP
ELEC PUMP
ELEC PUMP
ENG 2 PUMP
ENG 1 PUMP
ENG 2 PUMP
Control operation of engine pumps.
NO LIGHT: On, a pump pressurizes its hydraulic system when the engine is running.
OFF:
Pump is depressurized.
ELEC PUMP
Control operation of blue electrical pump.
NO LIGHT: Auto, the pump operates when AC power is supplied and any engine is running.
OFF:
Pump is deenergized.
ELEC PUMP
Control operation of yellow electrical pump.
NO LIGHT: Off, the pump is deenergized.
ON:
Pump constantly works if AC power is available.
RAT MAN ON
This guarded button, when pushed, extends the Ram Air Turbine to pressurize the Blue system.
PTU
Controls the operation of Power Transfer Unit.
NO LIGHT: Auto, the PTU automatically operates if the differential pressure between the Green and Yellow systems exceeds
a predetermined limit.
OFF:
The PTU is deactivated.
A319/320/321
Systems Manual
Hydraulics
P 78
REV 01
SEQ 001
This page shows a diagram of hydraulics operation. The Green, Blue and Yellow systems are shown with their components. The
displayed components are (bottom to top):
Hydraulic reservoir and hydraulic uid level
Fire shutoff valves (Green and Yellow systems)
Pumps
Hydraulic pressure readout.
The pumps are represented by boxes. Following indications are used:
Pump is selected ON
LO
When PTU is operating, the arrows indicate the direction of power transfer.
A319/320/321
Systems Manual
Pneumatics
P 79
REV 01
SEQ 001
Overview
The pneumatic system is designed to provide air pressure for air conditioning, engine starting, wing anti-icing and hydraulic
reservoir pressurization. High pressure air can be supplied by engine bleed systems, APU bleed, or external power.
Engine 1 and 2 bleed systems are connected by a common duct. APU and ground air sources are also connected to the duct.
System logic prevents the pneumatic duct from being pressurized by more than one source of air.
Engine bleed air is normally bled from the intermediate pressure (IP) stage of the engines high pressure compressor. This
minimizes fuel penalties. If pressure and/or temperature from the IP stage is not adequate, air is bled from a high pressure (HP)
stage of the same compressor. Engine bleed air pressure is regulated by the engine bleed valve, which also functions as a shutoff
valve. The engine bleed valve closes during engine start, or when APU bleed valve opens.
Air supplied by the APU compressor is available on the ground and in ight.
A crossbleed valve in the common duct allows the engine bleed systems to be connected or isolated.
ENG 1 BLEED
ENG 2 BLEED
APU BLEED
X BLEED
ENG 1 BLEED
ENG 2 BLEED
Control operation of engine bleed valves.
NO LIGHT: On, bleed valve opens when engine bleed air pressure and temp are normal, and the APU bleed valve is closed.
OFF:
Bleed valve closes.
APU BLEED
Control operation of APU bleed valve.
NO LIGHT: Off, the APU bleed valve is closed.
ON:
APU bleed valve opens if APU bleed air is available.
X BLEED
Controls the crossbleed valve.
AUTO:
Valve opens when APU bleed valve is open, and closes otherwise.
OPEN:
Valve opens and remains open.
SHUT:
Valve closes and remains closed.
A319/320/321
P 80
Pneumatics
Systems Manual
REV 01
SEQ 001
Crossfeed
valve
Engine
number
Engine bleed
valve
Air PSI
and temp
Compressor
stages
External
power
APU bleed
This page shows all sources of compressed air. For engine bleed, the engine bleed valve and HP bleed valve positions are
displayed. Engine number is shown in amber when an engine is shut down.
APU air ow is shown when APU bleed valve is open.
Position of crossbleed valve is displayed on the common duct line.
For each half of air duct, the air pressure and temperature is displayed.
A319/320/321
Systems Manual
Air conditioning
P 81
REV 01
SEQ 001
Overview
The air conditioning system provides ventilation, humidity, and temperature control for the cockpit and cabin. The air conditioning
system allows air in three independent zones to be continuously refreshed and maintained at the selected temperature. The three
zones are the cockpit, forward (FWD) cabin, and AFT cabin.
The air conditioning system is supplied by hot air from the pneumatic system which is routed through the pack control valves to the
two air conditioning packs. The conditioned air leaving the packs is then routed to the mixing unit, where recirculated cabin air is
added. This air is then distributed to the three zones.
Hot bleed air which bypasses the packs can be added to conditioned air that is routed to a particular zone. The valves that allow this
hot air to mix with air conditioned pack air are the trim air valves.
In ight a ram air inlet can be opened to supply the mixing unit with ambient air if both packs fail or if smoke removal is necessary.
PACK FLOW
HOT AIR
PACK 1
PACK 2
RAM AIR
PACK 1
PACK 2
Switch pack ow control valves.
NO LIGHT: Auto, valve is regulating the pack ow. Valve closes during engine start.
OFF:
Pack ow control valve is closed.
FAULT light is illuminated when a disagreement between the actual and selected position of the pack ow control valve exists,
for example, when no bleed air is supplied.
PACK FLOW
This selector allows the pack volume ow to be varied manually..
HOT AIR
Controls the hot air valve which supplies hot air to the zone trim valves.
NO LIGHT: On, the hot air valve regulates hot air pressure.
OFF:
Hot air moves to fully closed position.
RAM AIR
Guarded button is used to open the emergency ram air inlet.
NO LIGHT: Off, the ram air inlet is closed.
ON:
Ram air inlet opens.
A319/320/321
Systems Manual
Air conditioning
P 82
REV 01
SEQ 001
A319/320/321
Systems Manual
P 83
Pressurization
REV 01
SEQ 001
Overview
The pressurization system controls the aircraft cabin air pressure to maintain safe differential pressure between cabin air and
ambient air.
The cabin pressure is represented as cabin altitude. A cabin altitude of 2000 ft means that the cabin air pressure is the same
as it would be in the standard atmosphere at 2000 ft above sea level. Rate of change of cabin pressure is represented by
cabin vertical speed.
The pressurization system controls the cabin vertical speed by changing the position of the Outow valve, which vents cabin
air overboard. Cabin pressurization can be controlled automatically by pressure controllers, or manually controlling the cabin
vertical speed.
Two safety valves prevent excessive positive or negative differential pressure.
MODE SEL
LDG ELEV
DITCHING
MODE SEL
NO LIGHT: AUTO, the pressurization is controlled automatically by the active pressure controller.
MAN:
Manual control, the pressure controllers are deactivated and outow valve is manually controlled.
MAN V/S CTL
When MODE SEL button is set to MAN, this toggle switch gradually opens or closes the outow valve. The switch is springloaded to
neutral position. Use ECAM PRESS page to monitor cabin V/S, altitude and differential pressure
LDG ELEV
Landing elevation selector switch. When set to AUTO, the database elevation of DEST airport entered into FMS is used. Other
positions are marked in 1000s of feet and manually select the landing elevation.
DITCHING
Pushing this guarded button will close all aircraft openings located below otation line. The outow valve, emergency ram air inlet,
avionics ventilation inlet and extract valves, and pack ow control valves are automatically closed.
A319/320/321
Systems Manual
Pressurization
P 84
REV 01
SEQ 001
A319/320/321
Systems Manual
P 85
GPWS
REV 01
SEQ 001
Overview
The Ground Proximity warning system will provide aural and visual warnings when aircraft is in danger of ground impact. It detects
numerous dangerous conditions and can produce the following warnings:
SINKRATE: Warning of high barometric descent rate into terrain, or high sink rate near the runway threshold. The lower your
altitude is, the lower descent rate will trigger this alarm.
PULL UP: Excessive sink rate near ground, requires immediate action.
TERRAIN TERRAIN: Excessive terrain closure rate.
DONT SINK: Alerts to an inadvertent descent into terrain after takeoff. The alert is given after signicant altitude loss, which
allows for small sinking due to ap retraction etc.
TOO LOW, TERRAIN: Insufciant terrain clearance while not in landing conguration. The warning envelope depends on
airspeed and radio height.
TOO LOW, GEAR: Too close to ground, at small airspeed and gear are not down. Can be inhibited.
TOO LOW, FLAPS: Too close to ground, at small airspeed, gear down and aps are not in landing position. Can be inhibited.
GLIDESLOPE: Descending below glideslope. Active when ILS is available and gear down. The warning envelope contains two
boundaries: soft warning and hard warning. Both boundaries are a function of glideslope deviation and radio altitdue. When
aircraft penetrates the soft alerting region, the pilot is given a calm warning; if the airplane subsequently enters the hard region,
the warning becomes loud. The lower your altitude and the closer you are to glideslope transmitter, the higher is the amount of
glideslope deviation required to trigger the warning.
SYS
FLAP MODE
G/S MODE
FLAP MODE
NO LIGHT: ON, the GPWS system generates Flaps warnings.
OFF:
Flaps GPWS warnings are disabled.
LDG FLAP 3
Selects landing ap conguration for TOO LOW FLAPS warning processing
NO LIGHT: Landing conguration is CONF FULL.
ON:
Landing conguration is CONF 3.
LDG FLAP 3
A319/320/321
P 86
Other controls
Systems Manual
REV 01
SEQ 001
Strobe
lights
Runway
turnoff
lights
Beacon
lights
Landing
lights
Window
heating
Wing
lights
Taxi
lights
Seat belts
switch
No smoking
switch
Navigation
and Logo
lights
Wing and engine anti-icing is controlled by corresponding button. When a button is switched to ON, the anti-icing is engaged.
Probe and window heating is automatic with button deselected. Pushing the button - ON illuminates - manually engages the
heating.
Seat belts signs are switched on and off by the SEAT BELTS switch.
NO SMOKING can be switched on, off, or set to AUTO. In this case NO SMOKING signs are automatically illuminated when
landing gear are not locked up.
A319/320/321
P 87
Chronometer
Systems Manual
REV 01
SEQ 001
The chronometer is located on main panel. It includes an UTC time and date display, a chronometer and an elapsed time counter.
Also, a selector switch is added which controls Flight Simulator simulation rate (time compression).
DATE button
Chronometer
display
Chronometer
hand
Time / date
display
Elapsed time
switch
Sim rate
switch
Seconds
indicator
Elapsed time
display
Chronometer
button
The central window displays UTC hours and minutes. The seconds indicator divides a minute into four parts. No marks are
displayed from 0-14 seconds, one mark is displayed from 15-29 seconds, two marks are displayed from 30-44 seconds, and
three marks are displayed from 45-59 seconds. A push of DATE button toggles the display between UTC and Date, showing
month and day.
The chronometer has a digital minutes window and an analog seconds hand. The chronometer is controlled by CHR button:
First push starts the chronometer,
Second push stops the chronometer and freezes the display and the hand,
Third push resets the display and hand to zero.
The elapsed time counter displays elapsed hours and minutes on a digital display. It is controlled by ET switch which has three
positions:
STOP: The chronometer is stopped.
RUN: The chronometer is running. Moving the switch to STOP and then to RUN doesnt reset the chronometer.
RST: Resets the chronometer. This position is springloaded to STOP.
The Simulation rate switch allows toggling between 2x / 4x time comression and returning to normal time rate.
A319/320/321
Systems Manual
P 88
REV 01
SEQ 001
The PSS Aibus panel package contains a panel conguration utility which allows to customize some features of the panel, and to
create a keyboard shortcuts for any control simulated by the panel.
Startup tab
The two options dene the panel state when Airbus aircraft is loaded into Flight Simulator:
Start with Engines Off: The engines will be shut down upon panel load
Start with Cold and Dark cockpit: The engines will be shut down, power sources disconnected and cockpit controls set according
to total aircraft shutdown and securing. This allows to perform the entire aircraft startup procedure.
A319/320/321
Systems Manual
P 89
REV 01
SEQ 001