ToLiss AirbusA319 V1.3.3 Tutorial - Copie

Simulation Solutions
ToLiss Aeronautical Simulation Solutions
ToLiss Airbus A319 V1.3.3 – Tutorial flight

Version 1.3.3 from 2019/08/01
© 2019, ToLiss Inc. This software, digital art work and accompanying manuals are copyrights
and must not be reproduced or distributed without prior written consent from ToLiss Inc.
© Airbus 2019. AIRBUS, its logo and product & service marks are registered trademarks of
Airbus. All rights reserved. Officially licensed by Airbus.
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Table of Contents
1 Introduction........................................................................................................................3
2 Setting the desired configuration after initial installation .................................................4
3 Aircraft startup ..................................................................................................................6
3.1 Power up from cold and dark .........................................................................................6
3.2 Cockpit preparation ...................................................................................................... 10
4 FMGS initialization .......................................................................................................... 15
4.1 Active Flight Plan Programming ................................................................................. 22
4.2 Alternate Flight Plan Programming ............................................................................ 28
4.3 FMGS Performance Parameters ................................................................................... 31
5 Getting ready to leave the gate........................................................................................ 38
5.1 Pushback ...................................................................................................................... 43
5.2 Engine start .................................................................................................................. 46
5.3 Taxi preparation and change of departure runway ...................................................... 48
5.4 Taxi to the runway....................................................................................................... 51
6 Take-off and intial climb .................................................................................................. 54
7 Climb and cruise .............................................................................................................. 59
7.1 Step climb at WRB ...................................................................................................... 62
8 Descent preparation and descent ..................................................................................... 64
9 Approach and go-around .................................................................................................. 70
10 Diversion to the alternate airport. ................................................................................... 77
11 Descent into the alternate airport. ................................................................................... 80
12 Approach and landing at the alternate airport ................................................................ 86
13 Taxi and shut-down ......................................................................................................... 91
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1 Introduction
Thank you for purchasing the ToLiss Airbus A319 and for trusting us to provide you with one of
the most realistic FBW simulation addons with complete custom systems for X-Plane.
This product has been developed since 2008. Its Fly-by-wire and Autopilot system are based on
the FBW technology provided by QPAC. The Flight Management System has been completely
reworked to provide a complete and accurate representation of the system in the real aircraft.
The hydro-mechanical and electrical systems of the aircraft model are also based on the latest
QPAC technology with numerous significant improvements. The simulation supports accurate
system behaviour in the presence of failures. For example, following the failure of an electrical bus,
associated equipment, i.e. cockpit displays, exterior lights, certain computers, etc. fed by that bus
will not be available anymore.
To improve the user experience, this model features situation saving and loading. Flights can
be stopped at any point in time and continued from the exact same conditions another day. The
model also provides situation autosaving; should something unforeseen happen during the flight,
the autosave allows resuming the flight to try again.
About the manual: The ToLiss Airbus A319 comes with three manuals:
• A “simulation manual”: Describes installation, and setup of the model as well as usage of
the “Interactive Simulation Control System”.
• A “tutorial flight” (this manual), which provides a step-by-step description of a complete
flight from cold & dark to aircraft shut-down after landing. This is the best manual to learn
flying the aircraft.
• An “aircraft manual”, which is primarily intended as a reference after the tutorial has been
completed. It provides a reference for standard operating procedures, as well as a more in-
depth look into the different systems of the aircraft.
This tutorial provides a fairly comprensive overview of the features implemented in the ToLiss
Airbus A319. We highly recommend to work through this tutorial first. The ToLiss Airbus A319 is
a very complex product and its features cannot be learnt by trial and error. The tutorial describes
the following aspects of a flight:
• Starting the aircraft from cold and dark and shutting it down at the end of the flight
• Conducting a flight according to standard operating procedures (SOP)
• Entering a flight plan from the departure airport to the destination including fuel
requirements, standard departures and arrivals, as well as vertical navigation
• Modifying the flight plan prior to departure and in flight
• Swap between managed and selected autopilot operation
• Diversion to an alternate airport
Prior to working through this tutorial, please read the “simulation manual” which provides the
necessary knowledge to operate the simulator.
This tutorial describes each step for a complete flight from Hamburg, Germany (ICAO code
EDDH) to Stuttgart, Germany (ICAO code EDDS) with a go-around in Stuttgart and subsequent
diversion to Munich (EDDM). In Munich, the arrival runway will be changed a few minutes before
landing.
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2 Setting the desired configuration after initial installation

This section assumes that the model has been installed and activated as described in the “Simulation
Manual.”
In order to prepare for this tutorial, a few of the default options that the model ships with need
to be modified: load the ToLiss Airbus A319 at Hamburg airport (EDDH), and open the “Interactive
simulation control system ISCS” via the appropriate X-plane menu function:
In the ISCS, go to the tab “Actions/Setting” which is the right-most tab:
In the right colum “Preferences”, the following 2 settings need to be changed for this tutorial:
• Set “Override XP Start Setting” to ON – this ensures that the aircraft will be loaded
with the start type selected below, no matter whether you selected “Start with engines
running” or not in the XP start-screen.
• The label of the field “Cold start type” will now change to “Startup type”. Set this field
to “Cold and Dark”
All other settings can be left as they are.

Important: Hit “Save preferences and default values” at the bottom of the screen. The text will
light up orange for a short time to confirm that the preferences have been saved. After that, please
close the ISCS via the cross in the top right corner.
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Now it’s time to load the aircraft at the departure airport in the desired configuration.
Unfortunately, X-plane 11 does not support a direct reload of an aircraft, so another aircraft needs
to be loaded first via the menu “Flight”/”Flight configuration”.
To set X-plane up for the tutorial flight, please choose the following settings in X-plane’s flight
configuration menu:
• Select the ToLiss Airbus A319 in the aircraft menu; if you installed a Lufthansa livery,
choose the this livery via the “Customize” button
• Set Hamburg-Fuhlsbuettel (now actually “Helmut-Schmidt-Airport”) as airport and via
the customize button, select a start at Ramp 8:
For the weather, this tutorial uses preset conditions. Otherwise, departure/arrival runway etc.
might not match the meteorological conditions.
• Select “Customize” in the weather dialogue and perform the following settings:
o Bottom left – “Weather mode”: Set to “Manually configured”
o Center top – “Select a Preset”: Set to CAVOK
o Top right – “Athmospheric conditions”: Change temperature at nearest airport
to 8degC and “Barometric pressure at sea level” to 1002hPa
o Top left – “+Wind layer”: Add the following three wind layers:
Altitude 3000ft MSL: 30degrees, speed 10knots
Altitude 10000ft MSL: 60 degrees, speed 20knots
Altitude 30000ft MSL: 80 degrees, speed 50knots
• Select a “Time of day” sometime around mid-day to ensure sufficient daylight:
• Click on “Start New Flight” to load the ToLiss Airbus A319 at the desired location for
this Tutorial.
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3 Aircraft startup
3.1 Power up from cold and dark

If you step into the aircraft “cold and dark”, you have to assume it was unpowered for a while.
This requires a number of additional checks compared to stepping on an aircraft that already has
electrical power applied as you step in.
• Tilt the camera towards the pedestal and verify (see the “Simulation manual” how you
could use our preprogrammed commands to do this):
• Both engine master switches OFF
• Engine Mode selector in mode NORM
• On the main panel, verify that the landing gear lever is in position “DOWN”
• Check that the battery voltages are above 25.5V with the batteries still selected off
(aircraft still in shut down state)
• Set both Battery switch to position AUTO, i.e. press both of them. As a result, the
switch integrated lights will now be available. The off light should not appear in either
of the two battery switches:
Switching Battery 1 to Auto Switching Battery 2 to Auto
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• Set the dome light level as required, for daytime flights, position BRT is appropriate:
• Ensure that the Parking brake is ON. (Park brake switch is located at the rear end of
the pedestal.)
• Verify the brake accumulator pressure and the brake pressure indicators. Brake
accumulator should be at about half way between 0 and the green mark. With parking
brakes ON, the left and right brakes are about 2000psi. (This instrument is located on
the main instrument panel next to the gear lever.)
• Activate external power; for this you need to first verify that external power is enabled
via the ISCS, Tab “Ground Services”:
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After ensuring external power is available, you can switch in on on the overhead panel,
by pressing the external power button:
You will now see all the displays powering up while they show a 40 second self test message.
• Check control levers and switches in the appropriate positions:

• Flap/Slat lever matches the ECAM surface position indication
Flap/Slat lever in position 0

and flaps/slats shown retracted
• Spoiler lever retracted and NOT armed (white band not visible)
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• Probe/Window heat button (located on overhead panel) is in position AUTO,

i.e. no light visible in the switch
• Cross-bleed (located on overhead panel in the AIR COND panel) is in position
AUTO
• No LIGHTS visible in AIR COND panel or ELEC panel (except EXT PWR
and engine generator Fault lights)
All lights OFF except the

three shown here
• Note that if you find the airflow noise too loud, you can reduce it by switching
off the cabin fans. This is acceptable as the outside air temperature is low and
the cabin will not heat up too quickly. Do not forget to switch it back on prior
to engine start though!
Note that even with cabin fans off, some airflow noises remain. These are due to the
cooling airflow over the avionics equipment including numerous items installed in the
cockpit.
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• Perform an annunciator light test by placing the ANN LT button in position TEST:
All integrated
lights light up
After test completion, place the ANN LT switch back in position BRT, which is the
appropriate setting for daytime flights.
3.2 Cockpit preparation

If you selected to start the aircraft “Cold and Dark” or with external power applied, but IRUs off,
you need to perform all the steps from this section onward.
• Adjust the display brightness:
o Primary Flight Display (PFD) and Navigation Display (ND) brightness are
besides their respective displays on the outboard side, i.e. to the left of the PFD
for the captain and to the right of the PFD for the co-pilot. Note that for the
ND brightness, the INNER knob controls the display brightness, the outer knob
controls the intensity of the weather radar or terrain display image.
PFD brightness ND brightness
WX radar / terrain
image intensity
o Engine Warning Display (EWD) and System Display (SD) brightness are on
the pedestal just forward of the thrust levers.
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EWD brightness
SD brightness
o MCDU display brightness is controlled by a knob of the MCDU itself; it is

located to the bottom right of the MCDU screen. In the 3d model, the brightness
is changed via two push buttons labels “BRT” (brighter) and “DIM” (less bright).
On the popup screen (and in the 2d panel, if you downloaded the extra version),
the brightness regulation is a rheostat.
3d model Popup + 2d panel
• Power up the ADIRUs to initiate alignment; move the switches for each ADIRU into
position NAV one at a time:
Verify for each ADIRU that the “ON BAT” light lights up after turning the switch to
NAV mode. This confirms that the battery backup for the ADIRU works. Wait until
the ON BAT extinguishes before turning on the next ADIRU. When all three ADIRUs
are on, the panel should look like this:
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Alignment takes approximately 10 minutes, and it must be completed before the aircraft
moves – during taxi, ADIRU alignment cannot work.
Note: The ADIRUs are directly connected to the battery bus as a backup. For that
reason they have to be switched off before shutting down the aircraft; otherwise, the
ADIRUs could drain the batteries.
• Verify that both PFDs now show airspeed, altitude and attitude information; note that
altitude and speed information appears almost immediately, whereas it takes about 30s
after switching on the ADIRUs before the attitude information appears:
After 30 seconds
• Set the exterior lights as required:

o Switch the Strobe Light to AUTO
o Switch to NAV & Logo lights to position 1 (or 2)
o All other external lights are OFF for now
• Set the internal light switches as follows:

o Seat belts to “ON”
o No Smoking to “AUTO”
o Emer Exit Lt to ARM (OFF label next to the switch extinguishes)
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• Ensure that the CABIN PRESS Landing Elevation knob is in position AUTO
• Set the PACK FLOW selector to the appropriate setting:

o Select LO, if you have less than 115 passengers
o Select NORM if you have 115 passengers or more
o If you are flying in very humid or hot conditions (e.g. Singapore or Bangkok),
select HI while on the ground.
• Switch ON all fuel pumps via the switches in the overhead panel FUEL panel. After
this, there should be NO white lights in that panel:
• Perform and Engine and APU fire warning and extinguishing check:
o Check that the fire push buttons for engines and APU are IN and that their
guards are closed
o Also check that the lights in the “AGENT” buttons on the fire panels are OFF
o Perform the following action for each engine (1 and 2) and the APU:
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▪ Press the fire TEST push button

▪ Check that the associated FIRE pushbutton lights up RED
▪ Check that the SQUIB and DISCH lights in the AGENT push button(s)
light up
▪ Check that the Master Warning lights up and that the continuous chime
can be heard.
▪ Notes:
Check the Loudspeaker volume if you cannot hear this sound.
You can use the EWD popup to see the warnings while depressing the
switch.
Master Warning stops automatically as soon as the test button is released.
• Switch on the 3 Radio Management Panels (RMPs). Two are located in the pedestal,
one is located in the Overhead panel:
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4 FMGS initialization
This section needs to be performed for all flights, independent of the startup mode that you selected.
The flight for this tutorial is a flight from Hamburg, Germany (EDDH) to Stuttgart, Germany
(EDDS) with Munich, Germany (EDDM) as the alternate airport. The respective flight routes have
been determined with the help of http://onlineflightplanner.org/. For the initial plan, the route is
as follows:
o Departure from EDDH via Standard Instrument Departure (SID) IDEKO
(exact name changes with departure runway)
o Airway Y900 from IDEKO to TIMEN
o Airway UL126 from TIMEN to WRB
o Airway UN850 from WRB to KRH
o Airway T128 from KRH to BADSO
o Arrival into EDDS on runway ILS07 VIA LBU using Standard Arrival (STAR)
BADS2A
Cruise altitude for this flight will start at FL330 with a step climb to FL350 at WRB.
The alternate route from EDDS to EDDM is as follows:
o Departure from EDDS runway 07 via SID ABTAL
o Airway L173 to RIXED
o Arrival in EDDM on runway 08R without a VIA using Standard Arrival
(STAR) RIXED
In order to program the Flight Management and Guidance System (FMGS) for this route,
perform the following steps:
• Popup the left MCDU by clicking on the screen of the MCDU (mouse pointer becomes
a magnifying glass to show that it will trigger a popup display)
• Verify that you have the correct aircraft and engine type set:
o A319-112
o CFM56-5B6
Note that if you have the wrong engine type (IAE engine), please go into the ISCS (via
x-plane menu “Plugins/ToLiss/Open ISCS Screen”. Go to the tab “Audio-visual settings”
and manually select the engine type “CFM56-5B6”. Aircraft type will adapt accordingly.
Click here to open

popup MCDU
Verify Aircraft
and engine type
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For this tutorial, we recommend reverting the the default x-plane database in order to have
procedures matching this tutorial. In order to do so, click on the LSK next to the SECOND DATA
BASE prompt:
Click here
Notes:
- After selection the second data base, Xplane will freeze for up to 1 minute while all the
data bases are reloaded. (Time depends on the speed of your computer.) This is normal,
as the choice of database is done only once at the beginning of the flight.
- If you save situations throughout this tutorial, you have to reselect the database before
resuming your situation. Unfortunately, due to technical constraints, the situation does
not reinstate the selected database.
To begin flight planning, perform the following actions:
• Click on the INIT button of the MCDU keyboard; the INIT page appears.
Click here
• Press the CLR key to remove the message “GPS Primary Lost” from the MCDU
scratchpad.
• Now, as first step to enter the flight plan, you enter the string “EDDH/EDDS” into the
MCDU. You can either do this by clicking the respective MCDU keys with the mouse
or by using your computer keyboard while the mouse pointer is hovering over the popup
MCDU. (This only works for the popup MCDU!)
The string will appear in the bottom line of the MCDU which is referred to as the
“scratchpad”:
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• Place this string into the “FROM/TO” field by clicking on the Line selector key (LSK) 1R,
i.e. the key next to the red boxes in the top right corner. This is the way you tell the FMGS
your departure airport (EDDH) and your destination airport (EDDS). The airports appear
in blue in the top right line of the MCDU and all other fields on this page are now enabled:
Departure and Arrival
airport have now been set.
Click here to place the

text in the scratchpad
into the adjacent field.
• In a similar fashion, set the alternate airport: type EDDM in the scratchpad and click on
the line selection key (LSK) 2L
2. Click LSK 2L
→ EDDM is set
as alternate
1. Type EDDM
in scratchpad
• Now using the same method of typing in the scratchpad and inserting the text via line
selection keys (LSK), set the following variables:
o Flight number: DLH543
o Cost index 30; the cost index determines the trade off between fuel consumption
and the time the aircraft takes for the flight. A Cost index of 0 means flight with
minimum fuel consumption. 100 or higher is flying as fast as possible.
o Cruise flight level of FL330 (temperature will be inserted automatically.)
When you are finished, the MCDU INIT page should look like this:
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The only remaining action is to align the IRS to the current departure position. The latitude
and longitude currently shown in the MCDU are the coordinates of the airport reference point. We
are located at Gate 8, so we need to adapt these coordinates.
The easiest way to get the current position is by checking the GPS coordinates:
• pop up the second MCDU, and go to the DATA page (Press button DATA on MCDU
keyboard). On the data page, hit the Line select key 3L, which is next to the label “GPS
monitor”
Click this LSK
The coordinates shown in row four of the INIT page need to be adapted to the coordinates
shown by the GPS. You can see the up-down arrows next to the label “LAT”:
This means that pressing the “slew keys” (i.e. the arrow or cursor keys) on the MCDU up or
down changes the value in this field. However, you can see that with the selected gate, the latitude
displayed on the INIT page does not match the latitude reported by the GPS:
• Use the slew keys (up/down arrows) to adjust the Latitude displayed on the INIT page to
show 5337.7N. Note: With the mouse pointer hovering over the popup MCDU, you can also
use the arrow keys on your keyboard to modify the values.
For longitude, we need to change the value from the currently shown 9º59.1' to 10º00.1':
• Click on the LSK next to the LONG field, then use the slew (arrow) keys to adjust the
value.
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Click this LSK.

Note the arrows appearing
next to “LONG”
• Once the coordinates match, press the LSK next to “ALIGN IRS”:
Click here
If you have more than 3 minutes of IRS alignment time left, this action will not have any
immediate effect other than the label “ALIGN IRS” in the MCDU disappearing. If there is 3 minutes
or less left in IRS alignement, the HDG flag will disappear on HDG and ND and the current aircraft
heading will be displayed instead.
As next step, we provide fuel and payload data to the flight management system on the INIT
B page.
• To get to the init B page, you can use the Left/Right slew (arrow) keys. The INIT B page
looks like this:
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Three values in this field need to be provided: Zero Fuel Weight CG (ZFWCG), the Zero Fuel
Weight (ZFW) itself and the Block fuel. To determine these values, we go into the ISCS.
• Move the popup MCDU to the side of the screen and open the ISCS, in tab aircraft
configuration.
o Adjust the payload to your liking, throughout the tutorial, we will use maximum
passengers (145) and 50% cargo, i.e. 1134kgs in the forward and 2259kgs in the aft
cargo hold. (See Simulation Manual for details on this page.)
o Hit “Apply these load settings”
o Note that just above the “Apply these load settings” are the values for ZWFCG and
ZWF that need to be entered into the MCDU.
Important note:
The Grossweight needs to be entered in tons, not kgs!
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Type these values into

the scratchpad.
o On the ISCS, move the fuel to 7000kgs of fuel. This will be the block fuel. Hit
“Quick refuel/defuel” to apply the fuel load.
o Close the ISCS.

• Put the correct values for ZFWCG and ZFW into the the top right corner of the MCDU;
type the appropriate values in the scratch pad (see above) and hit the LSK 1R
• Enter the block fuel in tons (i.e. 7.0) into the scratchpad and place it into the BLOCK field
via the LSK 2R:
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You will now see that the page title has changed to “init fuel prediction”. The following values
are shown:
o Trip fuel and time: An initial estimate is that we will use 1.9t of fuel for the trip
which lasts 46 minutes. This is for a direct line between the airports; we haven’t
entered the route yet. As we plan the route this value will change.
o We have a 5% fuel reserve as contingency in row 3. This means we add 5% to the
estimated route fuel to account for inaccurate weather etc.
o The time between destination and alternate airport is 20 minutes with an estimated
fuel consumption of 0.9tons. Again, this is at this stage a direct line between the
two airports.
o Next is the time allocation for holding at the destination. Default is 30minutes
waiting time, which at the projected landing weight leads to 1.1tons of fuel
consumed.
o The last line shows the extra fuel, i.e. fuel that we have beyond the legal
requirements. 2.7 tons and 1h15 flight endurance of extra fuel appear a lot, but you
will notice as we plan the actual flight, this will go down quite a bit.
The init pages have been filled completely, now we need to fill the flight plan.
• Click on the F-PLN button of the MCDU.
Click here
The flight plan page appears. For now, it shows the departure and arrival airport in green,
separated by a discontinuity. Then in blue it shows the departure airport of the alternate route,
which is equal to the arrival airport of the active route. If you use the arrow keys to scroll down1,
you will see another discontinuity and then the arrival airport of the alternate flight plan, EDDM.
Note on discontinuities: Discontinuities are NOT a sign of something wrong with the flight plan,
they are simply an indication that you have not yet defined how to get from the point before the
discontinuity to the point behind the discontinuity. They do not require immediate deletion, in fact
you should avoid deleting them, but rather string the flight plan correctly as shown in this example.
4.1 Active Flight Plan Programming

• First step of editing the active flight plan is to define the departure route out of EDDH. As
written at the start of this section, we want to leave via Standard Instrument Departure
1 The key convention is opposite from what you are used to on the computer, arrow up shows the
next line below, i.e. you move everything that is displayed one line up
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(SID) IDEKO. Let’s assume departure runway is 05. To program this into the FMGS,
perform the following:
o Click the LSK besides your departure airport EDDH; the lateral revision page
appears:
Click here
o Click the LSK besides the label “<DEPARTURE” to access the SID selection pages
Click here
o Select runway 05 as departure runway by clicking the LSK next to it; the
subsequeny page shows all the SIDs that exist for departure on runway 05:
Click here
o Scroll down the page (reminder: arrow UP) until you see the SID “IDEK5C” which
the SID from runway 05 to the waypoint IDEKO. Select it and subsequently select
“NONE” in the right column for TRANS(ition):
Click here
Click here
o Press the LSK next to “INSERT*” to insert this route into the flight plan:
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Click here
o To check the flight plan visually, switch the ND into mode PLAN; in mode PLAN,
the center of the ND is the waypoint currently in the second row of the MCDU.
Note: Popup the ND for better clarity.
Note: When IRS alignment is complete, the message “GPS PRIMARY LOST” displayed both
on the ND and on the MCDU will be replaced by the message “GPS PRIMARY” in white. This
message can be cleared by pressing the CLR button the MCDU. (Alternatively, you can use the
Backspace button on your keyboard with the mouse pointer hovering above the popup MCDU.)
o Scroll the flight plan up until you see LBV in the center of the ND and select an
ND range of 80NM:
• Now we need to add the airways to get from IDEKO to the beginning of the Standard
Arrival route (STAR) into EDDS.
Click on the LSK to the left of IDEKO, the lateral revision page appears:
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Click here
o Got to the airways page by clicking on LSK 5R besides the label “AIRWAYS>”
Click here
Now we enter the airways 1 by 1 on this page, the left column, titled “VIA” takes the name of
the airway, the right column “TO” takes the last waypoint on that airway. Here is a quick recap of
the airways as listed at the beginning of this section:
▪ Airway Y900 from IDEKO to TIMEN
▪ Airway UL126 from TIMEN to WRB
▪ Airway UN850 from WRB to KRH
▪ Airway T128 from KRH to BADSO
o Type Y900 in the scratchpad and place it into the top row on the left using LSK1L:
Click here
o Now type TIMEN in the scratchpad and place it into the top row on the right using
LSK1R. The first airway is programmed and a new row has been opened for the
next airway.
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Click here
Do the same for the remaining three airways until your MCDU looks like this:
o Press the LSK next to “RETURN” to return to the flight plan page.
• Scroll down on the flight plan page while monitoring the flight plan on the ND in PLAN
mode:
Note that the top of climb (T/C), i.e. the point at which cruise altitude will be reached is
currently predicted to occur between ROBEG and PIROT. (This is not displayed on the ND unless
the FCU altitude is set to 33000ft.)
• The last item to define the flight plan route is to define the arrival into Stuttgart. Scroll
down until you have the waypoint “BADSO” in the second row of the MCDU.
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• Click the LSK 4L to the left of our destination airport EDDS. Important note: click the
LSK besides the green waypoint EDDS. The blue waypoint EDDS is part of the alternate
route. The lateral revision page appears.
Click here
o Click on the LSK 1R besides the label “ARRIVAL”
Click here
o The desired approach into Stuttgart is and ILS approach onto runway 07. Select
ILS 07.
Click here
Our standard arrival route (STAR) is supposed to start at waypoint BADSO; for runway 07,
this STAR is called BADS2A.
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o Select STAR BADS2A.
Click here
The next page is the VIA selection page. A VIA is an additional approach procedure providing
the transition from the STAR to the final approach (which in our case is ILS07.) For this tutorial,
we use the VIA LBU.
o Scroll down until you see LBU in the VIA list and click the LSK next to LBU.
Click here
The last step is to select the transition from the cruise (enroute) leg to the STAR, for which in
this case there are none.
o Click on NONE, and subsequently click on the LSK besides “INSERT”.
Click here Then click here
The active flight plan route is now complete. As you can see the discontinuities disappeared on
their own as each leg that we added (SID, airways, or STARS matched with respect to start and
end waypoint.)
4.2 Alternate Flight Plan Programming

The alternate flight plan is programmed with the same basic principles as the active flight plan.
We will therefore provide a more compact description of what needs to be done.
Let’s recap the alternate route as it was listed at the beginning of this section:
▪ Departure from EDDS runway 07 via SID ABTAL
▪ Airway L173 to RIXED
▪ Arrival in EDDM on runway 08R without a VIA using Standard Arrival
(STAR) RIXED
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• Scroll the Flight plan, such that you can see the start airport of the alternate route, i.e.
your destination airport EDDS in blue. Click on the LSK next to EDDS (blue), then
click on departure.
Click here
Click here
• Select departure runway 07, SID ABTA4H, no enroute TRANSisiton.
• Press insert
• Scroll the flight plan down until you see the waypoint ABTAL.
• Press the left LSK next to ABTAL; on the next page select the option “AIRWAYS”
Click here Click here
• We only have one airway to follow on the alternate route, airway L173 to waypoint
RIXED. Enter L173 in the top left of the airways page and RIXED in the top right of
the airways page.
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• Press the return key in the bottom left

• Scroll the flight plan page to the waypoint RIXED.
Note that there is no waypoint between ABTAL and RIXED, but the alternate route top of
climb at FL220 is predicted to be between these two waypoints.
Now we need to enter the STAR into EDDM to finalize the alternate flight plan.
• Scroll down the flight plan page until you see EDDM (blue).
• Click the LSK besides EDDM and on the next page select “ARRIVAL”.
Click here
Click here
• Select the approach for ILS08R

• Scroll the list of available STARS until you see RIXE3A.
• Select STAR RIXE3A. (Note: If you are using XP10 with default database, this may
be labelled as RIXE2A.)
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Click here
Click here
• On the next page select NO VIA,

• Select NONE for the transition.
Click here
Click here
• Press insert. The alternate flight plan is now complete!
4.3 FMGS Performance Parameters

We have finished editing the lateral route. (Note: This would be a good occasion to perform a
situation save. Note that automatic situation save only works once airborne!)
Now we need to edit some performance parameters:
o Enroute winds
o A step climb – this is not really necessary on a short route like this, but we
want to demonstrate how this works.
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o Take-off performance.
For the take-off performance, a performance calculator is included in the ISCS. The next steps
will show its usage.
• Go to the PERF(ormance) page on the MCDU, by clicking the PERF button.
Click here
On this page, 6 fields have to be filled prior to take-off:

o The take-off speeds V1, Vr and V2. (Decision speed, rotation speed and
minimum safe initial climb speed)
o The flex temperature for the take-off thrust. This is used to take-off with
reduced thrust if the available runway length does not require a take-off with
full power. This field can be left empty, if you plan on doing a full thrust take-
off.
o The flap setting for the take-off. This can be either setting 1, 2, or 3. Other
values are not permitted.
o The horizontal stabilizer trim position (also know as pitch trim) for take-off.
All of the values above are provided by the ISCS take-off performance calculator. The other
values, “TRANS(ition) ALT”, THR RED/ACC (Thrust reducation and acceleration altitudes) and
ENG OUT ACC (Acceleration altitude if an engine failed during the take-off) are typically filled
with reasonable values.
When using X-plane 11 and a SID has been selected, the Transition altitude is filled
automatically with the data provided for the SID.
• Open the ISCS and go to the tab “Aircraft configuration”. The TO performance
calculator is in the bottom right corner.
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• Select the slat/flap configuration for take-off.

For airports in the mountains, a runway slope can also be selected. In EDDH (Hamburg), this
is not necessary. As soon as the slat/flap configuration has been selected, the TO performance
calculator computes the appropriate data for the take-off. It automatically retrieves all other data,
like runway length, aircraft weight, temperature, wind, air pressure, etc.
The data need to be manually transferred into the MCDU. The real aircraft does not support
automatic upload of the take-off speeds for safety reasons.
To transfer the data, display the MCDU alongside the ISCS and copy the data field by field.
Data entry works as usual in the MCDU: enter the value into the scratchpad and then place it into
the desired field via the Line Selection Key (LSK)
• Enter 149 into the scratchpad and place it into the field V1 via LSK 1L.
Click here
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• Do the same with the value 149 for VR and 152 for V2.
• Enter 58 into the scratchpad and place it into the field “FLEX TO TEMP” (Note: The
higher the value, the less thrust you will have during a flex take-off.)
• For flap setting and THS, enter the string 1/DN0.0 into the scratchpad. The value
before the slash is the flap/slat setting. The value behind the slash is the horizontal
stabilizer trim setting. Press LSK 3R to place this into the appropriate field.
The MCDU PERF page should now look like this:
Note: If your altimeter setting is different from the QNH of 1002 chosen for this tutorial, the
thrust reducation and acceleration altitudes (fifth line in the MCDU) may be different from what
is shown above. This will adjust automatically, once the correct altimeter setting is selected.
• Close the ISCS; work with the TO performance calculator is finished.
As next item, we enter the winds expected in route.

• Return to the flight plan page by pressing the FPLN button.
Click here
The wind data are part of the “vertical” flight planning, which is accessible via the right LSKs.
• Press the right LSK next to the waypoint DH150 to access the vertical revision page.
Click here
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• Click the LSK next to the label “Access Wind Data” to get to the wind data page. The
waypoint from which we selected the wind data page was part of the “departure route”,
therefore the climb winds page opens.
Click here
On the wind page, you can either enter the winds in the format “True wind direction”/”wind
speed”/”altitude”, e.g. 090/50/20000 for 50knots wind from the east (direction 090) at 20000feet.
Or, you can use the wind request feature. This feature is available for Climb winds prior to
departure and it is available for descent winds short before reaching the top of descent. (We’ll get
to that later.)
• To use the wind request feature, press the LSK to the right of “Wind request”. The
FMGS will automatically insert x-plane’s current wind setting into the FMGS:
Click here
We should also enter a cruise wind to ensure appropriate fuel and time predictions.
• Note the highest wind on this page (83 degrees with 50knots at 30000ft)
• Press “Next Phase”
Click here
• Enter your speed and direction of the highest wind into the scratchpad: 083/50, then
click LSK 1L to place it into the top row.
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Click here
Note that you only need to do this for the first cruise waypoint. The wind is automatically
promoted to subsequent points.
• Press return twice to return to the flight plan page.
The last missing item is the step altitude at waypoint WRB.

• Scroll the flight plan to waypoint WRB
• Press the right LSK next to the waypoint to go again into the vertical revision page.
Click here
• Enter the Step altitudes page by clicking on the LSK next to “STEP ALTS”
Click here
We want to increase our cruise altitude from FL330 to FL350 at waypoint WRB.
• Enter 350/WRB in the scratchpad and place it into the right field with LSK 1L:
Click here
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Note that besides the step altitude and the associated waypoint we can now see the distance
and the time to that point.
• Return to the flight plan page by pressing “Return” twice.
FMGS programming for this flight is now complete. As a last check we should verify the fuel
requirements for this flight, now that the flight path and the meteorological conditions along the
route have been entered.
• Press the INIT button on the MCDU and use the slew keys left/right to get to the INIT
B page.
Compared to the initial predictions, the extra fuel has reduced to 2.0tons (initially 2.7tons) due
to the exact definition of the route. This is a lot of extra fuel and in real life, the pilot would
probably reduce the block fuel to somewhere between 5.1tons (no extra fuel at all) and 5.5tons.
For the sake of this tutorial, we keep the 7 tons of fuel, as otherwise the take-off performance
would have to be recalculated.
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5 Getting ready to leave the gate

Before we can leave the gate, we have to ensure that all the switches on the glareshield, main
panel and pedestal are in the right position. The first item is the baro reference (also called altimeter
setting) In this case, we know that the correct setting is 1002hPa, as we set this in the weather
dialogue at the start of this tutorial. However, for other flights, we might not know, so we have to
tune ATIS. ATIS frequency for EDDH is 123.125
• Move the camera to look at the Radio Management panel on the pedestal (next to the
thrust levers).
• Ensure that VHF1 is selected:
• Using the rotary knobs turn the frequency 123.125 into the right window of the RMP.
The large knob changes the digits before the comma, the small knob changes the digits
behind the comma.
• Now press the button with the green double-sided arrow to place this frequency into
the ACTIVE frequency field.
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You will now see and hear the ATIS for Hamburg. If the weather has been set as discussed in
the beginning of this tutorial, it will state an Area QNH of 1002.
• Adjust the baro setting to 1002 (or appropriate for your xplane weather settings.)
Important: Baro pressure must be set on captain and co-pilot side.
Note: To simplify your life, you can select the option “Sync baro settings” in the ISCS, tab
Settings/Actions. In this case any change you do to the baro setting is automatically transferred to
the other side.
• Stop the ATIS announcement by going back to RMP1 and switch the frequency back
to the original frequency in VHF1. (In our case 118.075):
• Check that the FD buttons are on – both on pilot and co-pilot side. Leave the LS
buttons OFF for now.
• Set the Navigation display to mode ARC and range 10NM:
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• Check the Flight Control Unit (FCU) status:

o Speed/Mach window displays dashes
o Heading window displays dashed
o Altitude window: Dial in 5000ft – we assume that we got that as first clearance
altitude from ATC.
Use this knob to adjust the FCU

altitude in the window above
• Check the loud speaker volume next to the PFD, set to about 80%.
Note: You might want to set the co-pilot side volume also. The aural volume is the average of
the two volume settings (left and right)
• Ensure that the Nosewheel steering and anti-skid switch is in the ON position.
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• Check the transponder setting. (Transponder is located on the pedestal to the right of
the thrust levers.) We don’t discuss ATC in this tutorial and simply assume a squawk
of 5576.
o Using the number keys set code 5576
o Ensure XPDR/TCAS mode switch is set to position XPNDR
o Ensure system 1 is selected
TCAS should not be switched on before reaching the holding point for the departure runway,
as the TCAS emissions may interfere with radar surveillance systems.
System 1 is selected (unless failed), as this system is supplied even in emergency electrical
configuration.
Now it’s time to become independent from external power. We’ll start the APU for that.
• Go to the overhead panel and press first the APU master switch and then the APU
start switch.
Press this
button first.
Then press
this button.
Follow the APU start on the System Display (SD) APU page. If no SD page is manually
selected, the APU page is selected automatically. Opening of the APU flap takes about 20s, after
that APU rotational speed N starts increasing until it reaches 100%:
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Once APU start is complete you will see APU avail in the EWD.
Now we can disconnect the external power. (Ensure before that the APU GEN pushbutton is
on, i.e. no white light in the button.)
• Press the EXT PWR button in the overhead panel.
Ensure, no light Press this button to

in this button switch off external power.
• To disconnect the external power plug from outside the airplane, open the ISCS, tab
“Ground Services” and switch off the External power.
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• Switch on APU bleed.
• If you had switched off the cabin fans for the FMGS preparation, now is the time to
switch them back on:
5.1 Pushback
We are ready for pushback. As the aircraft will start moving now, we have to switch on the
beacon, or anti-collision light.
• Set the beacon switch in the Overhead panel (section Ext LT) to ON.
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• Ensure thrust levers are at idle.

• Start the block time counter on the main panel clock by moving the switch from position
STP (stop) into position RUN.
The Elapsed Time (ET) starts counting now.
• Initiate pushback via the ISCS: Open the ISCS on page ground services, move the slider
for rotation to 90 degrees tail left and the slide for distance to about 60m; then click on
“START AUTO PUSHBACK (NOSE WHEEL)”
Note: It is also possible to perform a manual pushback, We recommend to do this very slowly,
as the task is quite challenging. Joystick pitch controls speed; joystick roll controls pushback truck
steering angle.
• Close the ISCS
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After a short moment, the pushback truck arrives and connects to the nose wheel. You can see
that it has connected to the nose wheel, when the memo “NW STRG DISC” appears on the EWD.
• Once the pushback truck is attached to the nose wheel (i.e. it stopped moving), release
the parking brake.
Pushback begins. Note, you can also remove the parking brake via the default x-plane command
for “Max Brake toggle”.
Note that in this tutorial, we wait with the engine start until after pushback is finished, but it
is possible to start the engines now.
When the airplane and the truck stop, the pushback has ended.
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• Apply the parking brake.

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

• Switch the ENG mode switch to position IGN/START
• Move the ENGine 2 Master switch to position ON.
Engine 2 is now beginning its automatic startup procedure.

• Monitor the engine start on both ECAM displays and wait until N1 has stabilized
around 21%.
46
When start
is complete.
• Once the start of engine 2 is complete, move the Master Switch for engine 1 to position
ON.
Once engine 1 has stabilized around 21%, engine start is complete.

• Set engine mode switch back to norm
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• Switch off APU Bleed to avoid ingesting the engine exhaust.
Engine start complete.
5.3 Taxi preparation and change of departure runway

• Arm the ground spoilers by pulling up the speed brake lever on the pedestal. (You can
also use the x-plane command to retract speed brakes by one notch.) A visible white
band on the speed brake lever indicates speed brakes armed:
• Set flaps to position 1+F. In order to do so, move the flap/slat lever (located in the
pedestal) to position 1. You can also use the X-plane command to extend the flaps by
one notch.
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• Ensure rudder trim is zero (within +/- 0.2degrees). The easiest way to bring the trim
back to zero is to press the trim reset button. Note: The rudder trim panel is located
on the pedestal between the flap/slat lever and the speed brake lever.
• Set pitch trim to +0.0 degrees (Check position via pitch trim position drum besides the
thrust levers.)
Ensure that the white

arrow points at the 0 of
the scale.
• Switch off APU. In order to do so, press the APU master switch on the OHP. The ON
light extinguishes. The AVAIL light will remain until 120s have passed since the APU
Bleed has been switched off. Once the time has passed, the APU will shut down and
the AVAIL light will extinguish.
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As thing happen in real life, ATC now decides to change the departure runway from 05 to 33.
(Less taxi, but some FMGS rework.)
• Go into the MCDU flight plan page and scroll such that you can see the departure
waypoint EDDH05.
• Click the left LSK next to EDDH05.
Then click here

Then click here
First, click here
• Click on “DEPARTURE”
• Select departure runway 33.
• Select SID IDEK4G
• Select NONE for transition and insert the new departure route.
Verify route selection

as shown here.
Then click here
The new SID has the same endpoint as the previous SID. The flight plan is automatically
restrung, i.e. there is no discontinuity that would need removing.
• Set ND to mode PLAN with 160NM range to check that the flight plan is connected
between IDEKO (last point of the SID) and TIMEN:
• Set ND mode back to ARC and ND range back to 10NM.

• Reperform Take-off calculation:
o Open ISCS on page “Aircraft configuration”
o Select flap/slat setting 1+F in the TO PERFORMANCE section
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o Update the values in the MCDU of the PERF page. V1 and VR need to be
changed to 151kts, V2 needs to be changed to 153kts. Flex temp is updated to
59degC. All other values on the PERF TO page remain the same.
o Close ISCS
• Put MCDU in take-off configuration:
o Takeoff PERFormance page on pilot side
o Flight plan (FPLN) page on co-pilot side
5.4 Taxi to the runway

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

• Apply a little bit of thrust to get moving. More than 30% N1 not necessary.
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• While taxiing to runway 33:

o Perform a brakes check: press the brake pedals (or use an appropriate x-plane
command.) and verify that the aircraft slows down.
o Perform a flight control sweep. Check the system display to monitor the
movement of all flight control surfaces. Note that the system display
automatically switches to the F/CTL page when the sidestick is moved.
The image above shows the deflection of the ailerons and the speed brakes in response to a
sidestick deflection right.
Note that moving the pedals while taxiing will deflect the nosewheel. There is a command to
disconnect the nosewheel steering from the pedals which simulates pressing the button located on
the nosewheel tiller in the real aircraft. See the simulation manual, section 2.4.2, for details.
o Set Autobrakes to max
o Press the TO CONFIG switch (on pedestal forward of thrust levers)
o To clear the cabin item in the TO checklist, press one of the purser call buttons
on the Overhead panel.
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o Check that the TO memo on the EWD has no blue items left.
• Stop at the holding point B4 for runway 33.
Take-off preparation is now complete.
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6 Take-off and intial climb

We are performing a take-off on a long runway, so we are not performane limited. Therefore, it
is not required to switch off the air-conditioning packs prior to take-off.
• Switch on the external lights:
o Nose wheel light to TO
o Landing lights ON
o Runway turnoff lights ON
o Strobes ON
• Set the TCAS to mode TA/RA: In this mode, we will be able to receive Traffic
advisories in case of aircraft in the vicinity as well as Resolution Advisories in case, a
collision must be avoided:
Optional: Set this switch to ON to always

see aircraft in the vicinity on the ND.
For the beginning we suggest to set the target filter switch (top left of the ATC/TCAS panel)
to ON. If this is set to AUTO, no TCAS targets are displayed on the ND, unless a Traffic or
Resolution Advisory is issued.
• Se the WX radar system to System 1. In principle, it is not needed to switch on the
WX radar when flying in CAVOK conditions, however to demonstrate the right time
to switch it ON or OFF, we included this action in the tutorial.
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• Taxi onto the runway and align with runway heading. Perform a full stop.
• Start the Chrono (button on the glareshield above to the sidestick priority lights.) The
chronometer will be displayed in the bottom left of the ND
• Perform the take-off (feel free to popup the PFD for this):
o Set engines to 50% N1 and wait until engines stabilized at this value
o Release the brakes
o Move thrust levers into the FLEX detent. The thrust levers are in the right
detent, if the top left corner of the PFD says “MAN FLEX 59”
o Push the stick halfway forward until the aircraft reaches 80kts. Beyond 80knots
gradually release the stick until it is neutral at 100knots. (This serves to keep
pressure on the nosewheel which improves directional control.)
The Flight Mode Annunciator
(FMA) must look like this during
the take-off run.
Apply half stick down

until reaching 80kts
o Note that there is a bit of crosswind from the right. It is necessary to apply a
bit of pedal left to maintain the runway heading.
o At rotation speed VR, start pulling gradually; stabilize the pitch attitude around
15 degrees.
• Follow the flight director bars (perform small sidestick inputs to keep the green cross
centered.)
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Keep the green cross centered:

- Push, if the horizontal green bar is below the
yellow square
- Pull, if the horizontal green bar is above the
yellow square
- Move the stick to the right, if the vertical bar is
to the right of the yellow square (and vice versa)
• Once you established a solid climb rate (500feet per minute or higher), retract the gear
Vertical speed here is 2500fpm.

Select gear lever up.
Landing Gear indicators show red
“UNLK” until gear is fully retracted.
• Disarm the spoilers by pushing the speed brake lever back in. (White band around the
lever is now invisible.) Note that you can use the joystick command “speed brakes one
notch out” for this.
• Switch off the nose wheel lights and the runway turnoff light.
• After reaching 400ft Above Ground Level (AGL), engage AP1. You are above 400ft
radio altitude, if the numbers displayed at the bottom of the artificial horizon indicate
400 or greater. (Note, if no numbers are displayed you are above 2500ft above ground
level.)
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Then press this button.
Check that this value is

greater than 400.
At 1500ft AGL, the aircraft passes the acceleration altitude and the thrust reduction altitude.
The autopilot mode changes from SRS to CLB, and the advisory “THR LVR” flashes under the
A/THR mode on the PFD:
• Move the thrust levers into the CLB detent.
There levers are in the correct detent, if the A/THR text (left-most column on PFD)
shows “THR CLB”. If it shows “THR LVR”, the levers need to be moved a bit forward,
if it shows “MAN THR” (or anything else with MAN for that matter), the levers need
to be moved back a bit. There is a audible click associated with placing the levers in
the right detent.
• Wait until the aircraft accelerated beyond S-speed (the little green S on the speed band).
Once above S-speed retract the flaps to position 0. This can be achieved either by
moving the lever in the 3d cockpit with the mouse or via the x-plane keyboard/joystick
command for “flaps retract one notch”.
57
The aircraft will now level off at 5000 feet, as this is the altitude we set on the FCU. It can be
seen on the flight plan page of the MCDU, that the predictions continue to go to the selected cruise
altitude of FL330. For the predictions, the FMS assumes that the pilot will initiate a climb
immediately. Fly at 5000ft for a bit and see how the Top of Climb moves as the predictions are
continuously updated.
While levelled off at 5000ft, the

predicted cruise level top of climb
moves closer to LARBU, i.e. distance
between T/C and LARBU reduces.
• Dial 33000ft into the FCU and push the altitude selector knob (mouse click, when the
mouse cursor shows a single dot) to engage managed “CLB” mode again.
• Press the baro adjustment knob (captain and co-pilot side!) to revert to standard
setting. (In Germany, the transition altitude is 5000ft which was just passed.) The
numbers 1002 are replaced by the text “Std”.
Note, if the baro seeting is changed on one side only, the baro setting mismatch ECAM caution
message will appear.
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7 Climb and cruise

Now comes the less interesting portion of the flight with little to do. As the aircraft climbs through
10000ft, the following actions must be performed:
• Switch off the landing lights
• Switch off the Fasten seat belt signs. (Maybe someone needs to go to the toilet…)
• Adjust the ND range as desired. 40NM range is recommended for the subsequent steps.
To showcase a bit more the operation of the FMGS, we will demonstrate a reversion to heading
mode and back to navigation mode. (Note: if this is the first time you fly an airliner with this level
of complexity, we suggest you skip the following items and continue straight at section 7.1.)
• Once stabilized on the straight leg following waypoint LBV, pull the heading knob.
(Pulling action is shown by 2 dots visible in the mouse pointer.)
Autopilot modes change to HDG for lateral navigation and OP CLB for vertical navigation.
• Rotate the heading knob to the right (mouse wheel UP) for a heading of 230 degrees.
• Fly like this, until the lateral deviation shows 2.0R or more.
Now let’s return to managed navigation mode:
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• Press the heading knob. (left mouse click with one dot visible in the mouse pointer) You
will see NAV armed (in blue) in the PFD and the MCDU will show the message NO
NAV INTERCEPT.
• Rotate the heading knob left (mousewheel DOWN) to a course of 150 degrees.
• Once the aircraft heading is such that the current leg can be intercepted before the next
waypoint (IDEKO), the intercept path will be shown on the ND.
Note: If you took your time for this exercise, it may be that with a heading of 150 degrees, you do
not converge onto the flight plan before the waypoint IDEKO. In this case, turn the heading knob
further left, (e.g. 120deg or 100deg) such that IDEKO is to the right of the current aircraft track
and you see an INTCPT waypoint displayed on the ND.
• After reaching this stage, clear the “NO NAV INTERCEPT” message on the MCDU by
pressing the CLR button on the MCDU. (On the popup MCDU, the backspace button
of the computer keyboard acts as the CLR button.)
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• Wait until the aircraft merges onto the flight plan, i.e. the NAV mode engages again.
Then reengage managed CLB mode. (Press the ALT selector knob with one dot shown
in the mouse pointer.)
Next, lets demonstrate reversion from HDG mode to NAV mode using the DIRECT TO
function.
• After having passed IDEKO, pull the HDG knob (again: click on it while two dots are
visible in the mouse pointer.) The autopilot reverts again to the lateral mode HDG and
the vertical mode OP CLB.
• Turn the heading knob left (mouse wheel DOWN) to course 140.
• Increase ND range to 80NM.

• Wait until the indicated deviation from the plan is 3.0 nautical miles left. Then, in the
MCDU, go to the DIRect TO page by pressing the button DIR
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• Press the LSK to the left of the waypoint ROBEG.

A temporary flight (dashed yellow path) plan has been created showing the direct turn from
current position/track towards ROBEG and continuing the regular flight plan.
• Press DIR TO INSERT to execute the direct to. The aircraft returns to NAV mode and
the previously displayed temporary flight plan is now the active flight plan.
• Reengage managed climb (CLB) mode by pushing the altitude selector knob.
7.1 Step climb at WRB

• Continue your climb to cruise altitude FL330, which will be reached around waypoint
LARBU. (Exact location depends how you performed the two exercises above.) The
Top of climb is shown by the blue “level-off” arrow on the ND. Also note the white
“continue climb” arrow at waypoint WRB – this shows the step climb.
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• 20 NM before reaching WRB, the message “STEP NOW” will appear in the MCDU
scratchpad. You can execute the step climb at any point from the appearance of the
message until passing the waypoint WRB.
• To execute the step climb, select FL350 (35000ft) on the FCU and push the altitude
selector knob. After a short time, the STEP NOW message will be replaced by the
message “NEW CRZ ALT 35000”.
The rest of the cruise, we’ll just watch the show and maybe explore the cabin or the 3d model.
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8 Descent preparation and descent

You have to start preparing the descent 10 minutes before reaching the Top of Descent. You
can see the top of descent on the ND (little white arrow pointing down) and on the MCDU FPLN
page. Alternatively, you can also check the report page:
• On the MCDU, click the PROG button to access the progress page.
• Click the LSK next to “REPORT”. Report page opens.
Then, click here to

access Report page
First, click here to

access PROGress page
The fifth line on this page shown the time at which the Top of descent will be reached and the
distance to the top of descent.
• Wait until the distance to Top of descent is 60NM, then perform the following actions.
(Note: The “ENTER DEST DATA” message will have appeared on the MCDU.)
• Open the ISCS, page Aircraft configuration. In the bottom right corner (before
departure, the take-off performance calculator was located here), you can see the
METAR for your arrival airport.
The METAR as shown tells us that:

o QNH in Stuttgart (EDDS) is 1002. (String Q1002 at the end.)
o Temperature in EDDS is 5 degC with a dewpoint of -20degC. (String 05/M20)
o Wind is from direction 031 with 10knots. (String 03110KT)
These data must be entered into the MCDU PERF page as follows
• Press the PERF button to access the performance page.
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• Press twice LSK 6R next to the label NEXT PHASE, so that the title of the PERF
page is APPR
Then, click here twice (2x)

to access Approach phase
performance
First, click here to access

PERFormance page
• Enter 1002 into the scratchpad and place it into the top left field (QNH) with LSK 1L
• Enter 05 into the scratchpad and place it into the second line (TEMP) with LSK 2L
• Enter 030/10 into the scratchpad and place it into the field MAG WIND with LSK 3L.
The last item to set on this page is the decision height (DH). The ILS approach to RWY 07 in
EDDS supports CAT 3 approaches which means No DH. However for this tutorial, a decision height
of 100ft is assumed.
• Enter 100 into the scratchpad and place it into the field DH with LSK 3R.
• If not already done so: Clear the MCDU message “ENTER DEST DATA”
The approach performance page should look like this:
Note: Instead of opening the ISCS you can also try to get the data from EDDS ATIS on 126.12.
However, X-plane’s reception range for ATIS is too small and you can only get the ATIS data after
you passed the T/D.
To have the correct descent profile, it is also necessary to provide the descent wind data in
order to have a correctly calculated descent profile. This can be done automatically if we are close
enough to the destination airport.
Perform the following:
• Go to the flight plan page and scroll the plan such that you have the Top of descent
(T/D) in the top row. Click on the RIGHT LSK next to any waypoint below (after) the
T/D, e.g. KRH.
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3) Click any of these LSK (e.g.

the one next to KRH) to access
VERTical Revision page
1) click here to access

Flight-Plan page
2) Use slew-key up/down to

scroll (T/D) into top row
• Click the LSK next to “ACCESS WIND DATA”.
Click here
• If you are close enough to the destination, you will see a asterisk-symbol next to the
WIND REQUEST label. If you don’t see the asterisk, you’ll have to wait a bit to get
closer to the destination airport.
• Press the LSK next to WIND REQUEST. The current x-plane wind profile will be
copied into the fields providing the descent wind.
Click here, if the asterisk is

visible. The wind data will
be filled automatically.
Now, the FMGS has all the data required to compute an idle descent profile into EDDS.
• Return the MCDU to the flight plan page by pressing the F-PLN button.
When within 5 NM of the Top of descent, initiate the descent:

• Dial the ILS intercept altitude of 4000 feet into the altitude window of the FCU
66
• Push the Altitude selector knob. (I.e. mouse click, when one dot is visible in the
mouse pointer.)
A number of things will happen:

1. Autopilot vertical mode becomes DES (managed descent mode). Depending on the exact
point where you initiated the descent, the A/THR will either stay in mode MACH
(below profile), command THR DES (on profile), or command THR IDLE (above
profile).
2. The flight phase has transitioned from CRZ to DES (this can be checked on the MCDU
PERF or PROG page.) The PROG page now shows the current deviation from the
descent profile. The descent was initiated a bit early, therefore the aircraft is BELOW
the descent profile.
3. The PFD now shows an economic speed range. As long as the aircraft speed stays within
this range, there will be very little engine thrust adjustments. This saves fuel.
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4. Note the magenta circle next to the altitude band, that shows the altitude of the descent
profile at the current location. Once on the profile, this donut should remain close to
the yellow line.
Note: If you initiated the descent after passing the T/D, it may be useful to extend the
speedbrakes to ensure convergence onto the descent profile.
The rest of the descent is pretty much automatic and there is only limited amount of stuff to
do. Adapt your ND range as you get closer to Stuttgart airport.
• Stuttgart has a reasonably long runway, and low autobrake is sufficient. Press the
Auto/Brk LO button and verify that the ON light lights up. (Button location: To
the right of the Engine/Warning Display)
68
When passing through 10000ft perform the following actions:

• switch on the landing lights,
• switch on the fasten seat belt signs,
• Select CSTR overlay for the ND –constraints are now shown on ND

• Press the LS button – the landing scales appear on the PFD
69
9 Approach and go-around

The aircraft should pass through 10000ft at roughly waypoint LBU. At this point, the speed target
reduces to 250 knots (the standard speed limit below FL100). The descent remains atuomatically
managed following the precomputed descent profile.
• When approaching 6000ft, change the altimeter setting from Std to 1002: Click on the
baro selector and then rotate the baro selector until you see 1002 in the window above.
Don’t forget to do this for the pilot and the co-pilot side.
• Select the ND range to 10NM, leaving it in mode ARC.
• Press the APPR button the FCU when below 6000ft. This is the most important step
in the entire approach; without this step, the aircraft will not intercept the ILS.
Following the press of the APPR button, LOC and G/S modes are shown in blue, i.e. armed,
on the Flight Mode Annunciator (FMA).
• Engage the second autopilot by pressing AP2 button.
Halfway through the turn from D229V to VATER, the aircraft will pass the DECELeration
point, shown by a magenta D on the ND. When passing the point, the aircraft will transition into
the approach phase, and the speed target will be reduced to allow flap/slat extension.
70
Deceleration point – leads to

activation of approach phase
and reduction of speed target
• As soon as the speed drops below 230 knots (maximum speed with slats extended,
indicated by two amber bars), extend the flaps to position 1.
“VFE Next”: You can extend

the flaps to the next position, if
you are below this speed
Extend flaps to position 1 as

soon as your speed is below
“VFE Next”
The speed will continue to drop to S-Speed.

Important note: Do not delay extending the flaps/slats, this could cause difficulties slowing the
aircraft down. Use speed brakes in this case.
The aircraft will now intercept glide-slope and localizer fully automatically. One established on
both, the autopilot modes will be LOC and G/S with autothrust mode SPEED:
• Extend the flaps to position 2 when passing the 2000ft radio altitude (Aural callout
TWO THOUSAND).
71
• Extend the gear immediately after setting flaps to position 2.
• Arm the spoilers by pulling up the speed brake lever
• Go to the overhead panel and perform the following actions:

o Switch on Nosewheel light (position TO)
o Switch on Runway turnoff lights
o Press one of the purser call buttons to clear the CABIN CHECK item from the
memo.
• At 1500ft radio altitude move the flaps to position 3 and immediately after flap
extension is finished, move it to position FULL. Ensure that your speed is below “VFE
Next” before doing this!
72
You are ready to land, your cockpit should look like this:
Note that there are no blue items left in the memo line of the E/WD.
DO NOT LAND! We want to practice a go-around.
• Set FCU altitude to the EDDS go-around altitude of 6000feet.
• At 100ft radio altitude (callout MINIMUM) move both thrust levers fully forward. This
engages go-around mode.
The autopilot changes to modes:
o SRS vertical mode
o GA TRK lateral mode
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Move thrust levers to

maximum forward
(TOGA) position, using
• joystick thrust levers
• keyboard F2
•
• Retract flaps one notch to position 3.

• Once a positive rate of climb is established, select gear up.
• We want to recover NAV mode for lateral navigation: press the heading knob. (Click
the knob when a single dot is shown in the mouse pointer.)
• Retract flaps one notch to position 2.

• Disarm the ground spoilers by pushing the speed brake lever back in.
• Switch off the Nose Wheel light
• Switch off the runway turnoff light.
• Move the thrust levers into the CLB-detent as soon as the message LVR CLB starts
flashing in the FMA. Note: Autopilot has changed to OP CLB mode.
Thrust levers into CL detent

see section 6 for additional
details.
• Once speed is above F-speed retract flaps one notch to position 1+F.
• After acceleration above S-speed, retract flaps/slats fully.
The Go-around route of EDDS does not end with a holding. To buy ourselves some time to
decide what to do next, let’s add a holding at waypoint LBU.
• Select the FPLN page on the MCDU and scroll such that you see waypoint LBU
followed by a discontinuity.
74
• Press the left LSK next to LBU. Lateral revision page appears.
Click here
• Press the LSK next to the label “HOLD”
Click here
• Press the LSK next to the label “COMPUTED”.
Click here
• Select ND range 20NM and wait until we turned towards LBU to see the hold pattern
as temporary flight plan on the ND.
75
• Click the LSK next to “TMPY F-PLN”
Click here
• Click the LSK next to “TEMPY INSERT*”
Click here
The aircraft will now enter the holding and remain there until we tell it what to do next.
As our holding altitude is above the transition altitude, we need to change to standard altimeter
setting, and remerge to the selected altitude
• Press the baro selector knob on pilot and co-pilot side to revert the altimeter setting to
standard.
• Pull the altitude selector knob to update the autopilot altitude target to FL60. The
autopilot will adjust altitude to move the altitude 6000 feet with a QNH of 1002 to
FL60.
76
10 Diversion to the alternate airport.

We’ve decided to divert to Munich (EDDM). Now we need to tell the airplane about our
decision.
• On the MCDU flight plan page, click on LSK 6L (the one next to the white text
EDDS07)
Click here
• Lateral revision page for the destination appears.

• Click the LSK next to “ENABLE ALTN”.
Click here
• Click TEMPY INSERT.
Click here
The alternate flight plan has now been appended to our original flight plan and the destination
has changed to EDDM08R. Note that the entire approach into EDDS is still part of the flight plan
though. The “Enable alternate” function only appends the alternate flight plan it does not delete
any waypoints in the current flight plan.
We use the direct-to function in order to get out of the holding and straight onto our diversion
to EDDM.
• Press the DIR page on the MCDU.
77
Click here to access

DIRect-to page
• Scroll the list of waypoints until you see the waypoint ABTAL in the list.
Use slew-keys up/down

to scroll the list until
ABTAL is visible
• Click the LSK next to ABTAL. A temporary flight plan going from the current position
to ABTAL is created.
Click here
• Click the LSK next to DIR TO INSERT*.
Click here
78
We want to perform our diversion at FL220 which is a standard altitude for short distance
diversions.
• Select 22000ft in the FCU Altitude window and push the altitude selector knob. (mouse
click with ONE dot visible in the mouse pointer)
• Deselect the CSTR option for the NDs.

• Switch off the ILS button under the baro selector.
• Increase ND range to 40 (or 80).
• Switch off the fasten seat belt signs

• Switch off the landing lights.
79
11 Descent into the alternate airport.

You will notice that top of climb and top of descent are very close to each other. We need to
do our descent preparation already during the climb.
• Open the ISCS on tab “Aircraft configuration” and check the METAR for EDDM:
o QNH 1002
o Wind 030/10knots
o Temperature 5deg C
• On the MCDU press the PERF button.

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

three times (3x)
First, click here
• Enter the values above for QNH, TEMPerature and MAGnetic WIND.
80
In Munich, it is possible to do 0-visibility approaches and the approach can be conducted

without decision height.
• Enter “NO” in the scratchpad
• Click the LSK next to DH. The DH field will no indicate that NO DH is selected.
Click here
As for the descent into Stuttgart, the wind data need to be renewed.
• Go to the MCDU F-PLAN page and scroll to a waypoint behind the Top of descent,
e.g. RIDAR
Click here to access

flight plan page
Then use up/down

slew key to scroll
plan to RIDAR.
• Press the right LSK next to the selected waypoint to access the vertical revision page.
(Note that if you selected RIDAR, you will see that it has a speed constraint of 280kts.)
Click here
• Click the LSK next to “ACCESS WIND DATA”. Descent wind page opens.
81
Click here
• Click the LSK next to WIND REQUEST*. In this tutorial, the wind does not change,
as the wind was set to being uniform throughout the world. With real weather activated,
the wind speeds listed on the page would change.
• Return to the flight plan page by pressing the F-PLN button on the MCDU.
Descent preparation is complete.
• Continue climb/cruise until reaching the top of descent.

Note: Depending how the DIRTO to ABTAL was initiated, it is possible that the top
of descent is reached before reaching FL220. That is ok, the autopilot will transition
straight from CLB to DES phase. Just need to initiate the descent as if the aircraft was
at cruise altitude.
• At the top of descent, dial 4000feet into the FCU altitude window and press the altitude
selector knob.
• Munich has a reasonably long runway, and low autobrake is sufficient. Press the
Auto/Brk LO button and verify that the ON light lights up. Note: Autobrake is
probably still set to ON from the approach in EDDS.
While cruising between LELTA and ROKIL, the air traffic control decides to move us to runway
08L instead of 08R with otherwise same approach and same STAR/VIA.
• On the MCDU FPLN page, press LSK 6L (next to the white text EDDM08R) to access
the lateral revision page for the arrival airport.
82
Click here
• Click the LSK next to ARRIVAL.
Click here
• Now, select ILS08L (before we had 08R).
Click here
• On the next page scroll down until you see STAR RIXE3A. Select this STAR. Note
that the STAR designation may end differently, with up-to-date navigation data cycles.
Scroll until you Click here

see RIXE3A
• Select “NO VIA” and then “NONE” for TRANS.
Click here Then click here
• Press the LSK next to INSERT*.
83
Click here
You can now see two flight plans on the ND, the active one in green leading us to RWY08R
and the newly created temporary flight plan in yellow (dashed) leading us to RWY 08L.
It is important to note that at the current location, the active and the temporary flight plan
are still identical. Therefore it is possible to directly insert the temporary plan. If the tempy flight
plan differs from the active plan at the current position, it is mandatory to change to HDG/TRK
mode before inserting the temporary flight plan.
• Press the LSK next to “TEMPY INSERT”
Click here
The new flight plan guides the aircraft to RWY 08L instead of 08R.
The rest of the descent will be standard:

• When passing through 10000ft perform the following actions:
o switch on the landing lights,
o switch on the fasten seat belt signs,
o Select CSTR overlay for the ND

o Press the LS button
84
85
12 Approach and landing at the alternate airport

The approach into EDDM follows the same procedure that we used for the approach into EDDS.
• When passing through 6000ft, change the altimeter setting from Std to 1002: Click on
the baro selector and then rotate the baro selector until you see 1002 in the window
above. Don’t forget to do this for the pilot and the co-pilot side.
• Select the ND range to 10NM, leaving it in mode ARC.
• Press the APPR button the FCU when below 6000ft. Note that if the ILS is not yet
tuned, the button press has no effect. Try again after the LOC scales on the PFD show
the magenta diamond.
Following the press of the APPR button, the LOC and G/S modes appear in blue, i.e.
armed, on the Flight Mode Annunciator (FMA).
• Engage the second autopilot by pressing AP2 button.
Halfway between MIQ and MAGAT, the aircraft will pass the DECELeration point, shown by
a magenta D on the ND. When passing the point, the aircraft will transition into the approach
phase, and the speed target will be reduced to allow flap/slat extension.
86
Deceleration point – leads to

activation of approach phase
and reduction of speed target
• As soon as the speed drops below 230 knots (maximum speed with slats extended,
indicated by two amber bars), extend the flaps to position 1.
“VFE Next”: You can extend

the flaps to the next position, if
you are below this speed
Extend flaps to position 1 as

soon as the speed is below “VFE
Next”
The speed will continue to drop to S-Speed.

Important note: Do not delay extending the flaps/slats; otherwise slowing the aircraft down
may become difficult. Use speed brakes in this case.
The aircraft will now intercept glide-slope and localizer fully automatically. One established on
both, the autopilot modes will be LOC and G/S with autothrust mode SPEED:
• Ensure that autopilot mode G/S is active; then set the go-around altitude of 5000feet
in the FCU altitude window.
Ensure that mode

G/S is active
Then set FCU

altitude to 5000ft
87
• Extend the flaps to position 2 when passing the 2000ft radio altitude (Aural callout
TWO THOUSAND).
• Extend the gear immediately after setting flaps to position 2.
• Arm the spoilers
• Go to the overhead panel and perform the following actions:

o Switch on Nosewheel light (position TO)
o Switch on Runway turnoff lights
o Press one of the purser call buttons to clear the CABIN CHECK item from the
memo.
88
• At 1500ft radio altitude (the numbers at the bottom of the artificial horizon) move the
flaps to position 3 and immediately after to position 4.
And we are – for the second time – ready to land. The cockpit should look like this:
We will perform an automatic landing. In this case, the only action required by the pilot is to
retard the thrust levers at the right moment.
• When passing through 30feet radio altitude, (callout THIRTY), move the thrust levers
to position idle. (Using joystick axis or the F1 key.) As long as the thrust levers are not
at idle, the call-out: “RETARD” will be audible.
• After touch down, activate reverse thrust. (Using joystick buttons or key combination
“Shift” and “/”)
• Apply maximum reverse thrust until airspeed is 80kts. (Use the joystick axis or
keyboard commands F1 and F2 to modulate thrust)
• Reduce reverse thrust to idle.
• At 60knots speed, deactivate the reversers. (Using joystick buttons or key combination
“Shift” and “/”)
• At 40 knots apply the brakes momentarily to deactivate the auto-brake. (Using pedal
brakes, an assigned joystick button, or key “B”)
• Choose a taxiway to the right to vacate the runway.
• Stop the Chrono in the navigation display.
89
This Chrono now shows your airborne time.

• Once on the taxiway, perform a full stop.
Landing complete.
90
13 Taxi and shut-down

Taxi to a gate of your choice. During the taxi, perform the following actions:
• Switch off the landing lights
• Switch the nose wheel light to TAXI position.
• Set the strobe back to position AUTO
• Disarm the spoilers by pushing the speed brake lever back in. (White band around the
lever is now invisible.) Note that you can use the joystick command “speed brakes one
notch out” for this.
• Fully retract the flaps
• Switch TCAS off by setting the TCAS/Transponder mode switch to position XPNDR:
91
• Switch the WX radar to OFF; this is important in order to prevent exposing the ground
crew to excessive radiation from the antenna.
Once you arrived at your gate, perform the following actions:

• Set the park brake. Note, you can also remove the parking brake via the default x-plane
command for “Max Brake toggle”.
• Stop the Elapsed Time counter (block time counter) by setting the switch to position
STP
• Open ISCS, tab “Ground Services” and enable external power.
92
• On the overhead panel, switch on external power.
The aircraft electrical system is now supplied by the airport external power supply and we can
switch off the engines as we don’t need their power anymore.
• Move both engine master switches to position OFF.
• Switch off the Nose wheel light

• Switch off the Beacon
• Switch off the runway turnoff light
• Switch off the seat belt sign.
• Switch off the fuel pumps
93
• Set Transponder to Standby
• Select low brightness on the six display units and on the two MCDUs.
To perform a complete shut-down, perform the additional following actions:

• Switch off the 3 ADIRUs
• Switch off the strobe light

• Switch off the Nav&Logo lights
• Switch off the no smoking sign
• Switch off the EMER Exit lights.
• Switch off the three Radio Management Panels (RMP)
94
• Switch off external power
• Switch off the 2 batteries starting with battery 2.
• Go into the ISCS, tab “Ground services” and disable external power.
Note that with disabling external power, the AVAIL light in the ext power button extinguishes.
Congratulations! You powered the aircraft from cold+dark, flew to your destination, diverted
to your alternate airport, changed runways halfway through the arrival and shut the aircraft back
down to cold+dark. That’s quite an achievement.
95
© Airbus 2019. AIRBUS, its logo and product & service marks are registered
trademarks of Airbus. All rights reserved. Officially licensed by Airbus.
96

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Simulation Solutions

ToLiss Aeronautical Simulation Solutions

ToLiss Airbus A319 V1.3.3 – Tutorial flight

2 Setting the desired configuration after initial installation

In the ISCS, go to the tab “Actions/Setting” which is the right-most tab:

All other settings can be left as they are.

3.1 Power up from cold and dark

Switching Battery 1 to Auto Switching Battery 2 to Auto

• Check control levers and switches in the appropriate positions:

Flap/Slat lever in position 0

• Probe/Window heat button (located on overhead panel) is in position AUTO,

All lights OFF except the

3.2 Cockpit preparation

PFD brightness ND brightness

o MCDU display brightness is controlled by a knob of the MCDU itself; it is

3d model Popup + 2d panel

• Set the exterior lights as required:

• Set the internal light switches as follows:

• Set the PACK FLOW selector to the appropriate setting:

▪ Press the fire TEST push button

Click here to open

To begin flight planning, perform the following actions:

Click here to place the

Click this LSK

Click this LSK.

Type these values into

o Close the ISCS.

4.1 Active Flight Plan Programming

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

o Select STAR BADS2A.

Click here Then click here

4.2 Alternate Flight Plan Programming

• Select departure runway 07, SID ABTA4H, no enroute TRANSisiton.

Click here Click here

• Press the return key in the bottom left

• Select the approach for ILS08R

• On the next page select NO VIA,

• Press insert. The alternate flight plan is now complete!

4.3 FMGS Performance Parameters

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

• Select the slat/flap configuration for take-off.

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

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

5 Getting ready to leave the gate

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

• Check the Flight Control Unit (FCU) status:

Use this knob to adjust the FCU

Ensure, no light Press this button to

• Switch on APU bleed.

• Ensure thrust levers are at idle.

The Elapsed Time (ET) starts counting now.

• Close the ISCS

• Apply the parking brake.

5.2 Engine start

• Move the ENGine 2 Master switch to position ON.

Engine 2 is now beginning its automatic startup procedure.

Once engine 1 has stabilized around 21%, engine start is complete.

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

Engine start complete.

5.3 Taxi preparation and change of departure runway

Ensure that the white

Then click here

First, click here

Verify route selection