Horst-H. Krause
D-72622 Nürtingen/Germany
Attention! Only for flight simulation! It's a game!
A350 v 1.7.02 by FlightFactor
From cold start to securing the aircraft
Version 3.4; 14. 4. 2023
The entries in the structure are linked to the respective text sections.
The switch
at the beginning of the chapters and at the ends of the page takes you back to the
beginning of the structure. The switch
takes you back to the respective jump in the outline.
For blue and underlined entries there are linked explanations in the glossary; from there back
into the text.
1
Change.log
V. 3.4
Links revised
Approach Modes revised
V. 3.3
Adaptation on Airbus version 1.7.1 and X-Plane 12.01: Minor editorial changes.
V. 3.2
Editorial revision
V. 3.1
Arrivals and approaches restructured.
Early ground supply, air conditioning and cabin announcement activation
V. 3.0
Step Climb, Optimum Flight Level (OPT FL), CRZ FL and REC MAX FL, and explanation of further
displays incorporated in ND.
Own navigation added;
Non Precision Approaches and Visual Approach added.
Structure revised
Error corrected
V. 2.3
Added: Section on the Holding Pattern
Structure
V. 2.1.2
Revision of the 'Performance' section
Introduction of a glossary to explain terms; Terms linked to the glossary are shown in blue and
underlined.
Minor corrections
V. 2.1
Jettison procedure inserted
outline more detailed (esp. References to the performance tabs)
2
Time of insertion of the GA-Altitude corrected
Outline linked to text sections
Editorial revision
V. 2.0
Version for the A 359 by FF, Version 1.6.11 with X-Plane 11.41
V. 1.2
Version für den A359 by FF, Version 1.46 mit X-Plane 11.01
3
Structure
Structure (Vers. 3.3):
4
Structure
5
Structure
6
Structure
7
Structure
8
1.1 Features of the Airbus A 359
1.1
Airbus A350-900 (A359): Technical Data
9
1.1 Features of the Airbus A 359
MTW:
Maximum Taxi Weight
MTOW:
Maximum Takeoff Weight
MLW:
Maximum Landing Weigh
MZFW:
Maximum Zero Fuel Weight
Range: 15.000 km
10
1.1 Features of the Airbus A 359
Speeds:
V1
Up to this speed, a safe start abort can take place.
VR
Rotate
V2
Secure takeoff possible
VEF
Engine Failure Speed: VEF is the speed reached 1 second before V1
If a turbine fails before reaching V1 (Engine Failure), there is a response time of
1 second (namely until V1 will be reached) to decide whether the start can be aborted or
resumed.
VFTO
Final Takeoff Speed: Speed at the end of the takeoff after a turbine failure and after
reaching a safe, obstacle-free height (usually about 1,500 ft above ground)
VFE
Maximum Speed with Flaps Extended
VLE
Maximum Landing Gear Extended Speed
VLO
Maximum Landing Gear Operating Speed: Maximum speed at which the gear can be
extended or retracted
VMC
Minimum Control Speed: Minimum speed at which the aircraft is still maneuverable with a
failed turbine.
VMCG Minimum Controllable Speed on Ground: Minimum speed at which control of the aircraft can
be maintained during the takeoff run even after a turbine failure alone with the rudder on
the centerline of the runway.
VMCL Minimum Control Speed Landing: Minimal speed during the landing approach, at which the
control of the aircraft is still possible even after a turbine failure.
VAPP
Approach Speed: Target speed in the Final Approach with the flap configuration for landing
('flaps full') and extended landing gear.
11
1.1 Features of the Airbus A 359
5. The Flight Deck
12
1.1 Features of the Airbus A 359
The colors in ads and checklists (Color Codes) mean:
RED
Immediate need for action
AMBER
Special attention required
GREEN
For information; in the checklists: completed tasks
BLUE
Tasks to be completed, specifications to be met, specifications for the check or
incompletely processed entries in the checklists
MAGENTA:
Special reminders
GRAY
Completed checklists; Actions not yet validated
13
1.2 Basic settings for operation
1.2
Basic settings for operation
In the OIS menu JOYSTICK ACTIONS, REVERSER ON SAME AXIS should be disabled. Otherwise, the
thrust goes to reverse thrust at thrust lever position 'zero'.
The following trigger positions of the thrust lever can be defined via the other options:
IDLE DETENT LOCATION:
Thrust lever position zero
CL DETENT LOCATION:
Thrust lever position for the climb phase
MCT DETENT LOCATION:
Thrust lever position for Maximum Continuous Thrust
bzw.
On the OPTIONS page you can set:
The time sequence of the simulation (real or fast), the degree of difficulty when flying, the structural
load limit, the unit with which the air pressure is displayed (hPa or mbar), the transition altitude,
whether the IRS alignment graphics settings, whether the FluSi should go into pause mode
automatically in case of alarms or warnings or not, in which style the font should appear in the flight
control unit, whether to work with mouse wheel and pop-up windows or with a touchscreen
monitor, how to switch to reverse mode, which mouse wheel functionality should be given,
whether Assistance with the ground supply should be provided, whether and, if so, how assistance
with the programming of the Flight Management Computer (FMC) should be given, then again a
display option (screens glow, background lights), whether pop-up windows should appear within the
X-Plane window or as a separate window, such as the cursor should appear, whether and under
what conditions at TOD should be switched to pause mode and whether the pilots should always or
only be displayed from the outside when looking into the cockpit.
On this page, the alignment can also be carried out immediately, and the preparation of the cockpit
can also be carried out fully automatically.
14
1.2 Basic settings for operation
After changing preferences, to save the new settings, click 'SAVE CURRENT'.
The options 'JUMP 100 NM' and 'JUMP TO NEXT WAYPOINT' are only available in the cruise phase;
current FL and FL, as entered in the FMS, must be identical.
If a flight plan with waypoints is loaded, the plane jumps with 'JUMTO NEXT WAYPOINT' to the next
waypoint if it is less than 100 nm away. If this is more than 100 nm away, you can jump forward by
100 nm with 'JUMP 100 NM'.
15
1.3 First power supply
1.3.1 On-board batteries
1. 3
Power supply, Ground Equipment
1.3.1
On-board batteries
Activate at least one of the regular and emergency batteries 1 & 2 (BAT1, EMER BAT1, EMER BAT2,
BAT2) on the electrical module of the overhead panel for a temporary power supply.
The ' Options Menu' is now available on the left main instrument panel.
16
1.3.2 Ground Power Units
1.3.2
Ground Power Units (GPU)
For external power supply, select 'OPTIONS/GROUND SERVICE/GROUND EQUIPMENT/GROUND
POWER UNIT (LS) (RS)'
17
1.3.2 Ground Power Units
The availability (AVAILablility) can be seen on the overhead panel, where you activate the external
supply by pressing one of the two buttons 'EXT 1' or 'EXT 2'. The display changes from 'AVAIL' to
'AVAIL ON'.
'AVAIL ON' is displayed.
The checklists are now available in the right part of the Multifunctional Display (MFD) on the Main
Instrument Panel.
18
1.3.3 Further ground equipment/ground supply Power supply
1.3.3 Further Ground Equipment
For the preparation of a flight, the ground supply is activated.
For this purpose, the following are called:
Stairs (not accessible when the plane is at a gate)
Chocks/brake pads
Passenger Bus
Fuel Truck
Luggage Loader
Air Conditioning Unit
ULD Train/Baggage carts
Cleaning truck
If the plane is at the gate, 'Plane at Gate' can be activated.
'Maintenance' is not active in this version
19
1.3.3 Further ground equipment/ground supply Power supply
Plane at gate with full ground supply
20
1.3.4 Air conditioning
1.3.4 Air conditioning
Now the AIR module of the overhead panel of the Air Flow can be set to NORM and the temperature
controllers to comfortable temperature in cockpit and cabin.
Now Pack 1 and hot air duct 1 can be switched on and the Air Flow can be turned to NORM to air
condition the cockpit and cabin.
In addition, cooling and both cabin fans should already be switched on to the VENT module of the
overhead panel to avoid overheating of systems during prolonged preparation of the aircraft.
21
1.3.5 Activation of on-board announcements
1.3.5
Activation of in-flight announcements via OIS/CAB ANNOUNCEMENTS
The announcements can be heard in the cockpit when the knob 'PA' on the Radio Management Panel
(RMP) is pressed (button becomes light) and the volume is adjusted by turning this knob (it may be
necessary to increase 'GENERAL VOLUME' in the 'Options' menu at the bottom right):
22
1.3.5 Activation of on-board announcements
Messages from the steward to the cockpit are announced by a sound. At the same time, the button
'FWD' on the CALLS module of the overhead panel lights up. By activating the button CAB on the
RMP and clicking the button 'FWD' on the overhead panel, the message of the steward becomes
audible.
23
2.1 Power
2.1.0 POWER
The POWER checklist has 5 sections:
2.1.1. Electrical Power-Up
2.1.2. Electronic Centralized Aircraft Monitoring (ECAM) and Cockpit Preparation
2.1.3. Auxiliary Power Unit (APU) Start
2.1.4. Radio Management Panel (RMP)
2.1.5. Auxiliary Power Unit (APU) and Engine Fire Test
24
2.1.1 Power/Electrical Power
2.1.1
Electrical Power-Up
Steps that have not yet been completed are colored blue, successfully completed steps are colored
green.
By clicking on the 1st line, all entries that have already been completed are displayed in green.
Now the 3 other batteries must be switched on.
The External Power was already connected, so the POWER-UP is complete.
Finally, click on 'Electrical Power-Up Confirm'.
Then click NEXT for ECAM & COCKPIT Preparation
25
2.1.2 Power/ECAM and Cockpit Preparation
2.1.2 ECAM & COCKPIT Preparation
Electronic Centralized Aircraft Monitoring (ECAM) is already switched on.
The ECAM Auto Mode is switched on if no display is selected on the ECAM Control Panel at Center
Pedestal (all lights of the switches are off).
26
2.1.2 Power/ECAM and Cockpit Preparation
Network Server System (NSS) to Avionics (AVCS),
Cabin Data (CAB DATA) to NSS
and Gatelink (Connection to the gate)
on the overhead panel on the right side of the NSS module
As soon as the switches are pressed, the line in the checklist changes to green.
27
2.1.2 Power/ECAM and Cockpit Preparation
COOLINGCabin Fanson the overheadpanelon the right in the Ventilation-Modul
NEXT: APU START
28
2.1.3 Power/APU Start
2.1.3 APU START
Press APU main switch and APU start button on the overhead panel in the middle below:
The APU start is monitored in ECAM:
To do this, call up the ECAM APU page on the ECAM Control Panel in Pedestal
29
2.1.3 Power/APU Start
Then press the APU START button on the overhead panel.
As soon as the APU is active, this is indicated in ECAM with 'AVAIL'.
NEXT: Radio Management Panel (RMP)
30
2.1.4 Power/RMP
2.1.4 Radio Management Panel (RMP)
The Radio Management Panels (RMPs) are located in the Pedestal:
Set the desired frequencies (scratchpad)
Select VHF 1 (click for green indicator light) and adjust the volume (on the thumbwheel below the
green indicator light).
As soon as the desired frequency is screwed in, click on the line in the checklist.
31
2.1.4 Power/RMP
Open the SQWK page and activate the main switch in the upper left corner until 'MASTER' is
displayed.
NEXT: APU and Engine Fire Test
32
2.1.5 Power/APU and Engine Fire Test
2.1.5 APU and Engine Fire Test
The fire monitoring system is located in the overhead panel at the top n center:
The Auxiliary Power Unit (APU) Agent light should not burn, the switch covers should be closed,
all Engine Agent lights should not burn.
Now press the shutter release button. As soon as the alarm sounds, click RESULT in the checklist.
NEXT takes you back to the POWER checklist page. All entries are green; the POWER management is
completed.
33
2.2 Cockpit Preparation
From 'NORMAL PROCEDURES' to
2.2.0 Cockpit Preparation
This is done in 7 steps:
2.2.1. Overhead Panel
2.2.2. Center Instrument Panel
2.2.3. Pedestal
2.2.4. MFD SURVeillance
2.2.5. MFD Flight Management System (FMS) Initialization
2.2.6. Glareshield BARO
2.2.7. Glareshield
2.2.8 Cabin Management
34
2.2.1 Cockpit Preparation/Overhead Panel
2.2.1 Overhead Panel
EMER CALLS (Emergency Calls) are not available,
the time limit for triggering the request for evacuation nis secured,
The switch for authorization to trigger the evacuation request is switched to
CAPTain & PURSer (chief steward),
the oxygen supply for the crew in an emergency is switched on,
the 3 Air Data/Inertial Reference (ADIRS) system switches are turned to NAV to get the exact position
of the aircraft. In the ATT position only the current elevation and heading data would be displayed.
NAV Light ON,
additional lights as needed,
Seat Belts and No Smoking Signs are switched on,
X-Bleed-Selector in the AIR module on AUTO and AIR FLOW Selector on NORM,
Temperature control for cockpit and cabin is set, PACK 1 and 2 and Hot Air 1 and 2 are activated.
35
2.2.1 Cockpit Preparation/Overhead Panel
Now the DC page is called in ECAM (ECAM ELEC DC PAGE)
It appears in the Main Instrument Panel:
All active batteries should be loaded with less than 60 A.
36
2.2.1 Cockpit Preparation/Overhead Panel
Now turn on the APU generator on the overhead panel
The switch must no longer be lit.
Select the GENerators now. Because they are not yet operating, they show 'FAULT'.
Then switch on the BUS TIE.
37
2.2.1 Cockpit Preparation/Overhead Panel
Now all fuel pumps are switched on in the FUEL module of the overhead panel.
All lights of the maintenance panel should be extinguished.
Cargo space air conditioning is adjusted on the CARGO AIR COND module.
Now switch on the ground-based electric pumps for the hydraulics on the GND HYD module.
NEXT: CENTER INSTRUMENT PANEL
38
2.2.2 Cockpit Preparation/Center Instrument Panel
2.2.2 Center Instrument Panel
AIR DATA Selectors to AUTO,
Gear Lever DOWN
Anti-Skid ON
NEXT: PEDESTAL
39
2.2.3 Cockpit Preparation/Pedestal
2.2.3 Pedestal
Parking Brake ON,
the landing gear shifters (L/G/Gravity EXTN) for extending the landing gear by gravity in case the
landing gear lever does not work are switched off and secured.
Thrust lever to zero (idle); Thrust reverser turned off.
The cockpit door should be locked.
Now the surveillance systems 1 and 2 are activated.
NEXT: SurveillancePage
40
2.2.4 Cockpit Preparation/Multifunctional Display (MFD) /SURVeillance
2.2.4 Surveillance-Page
in FMS via FMS 1/SURV, from there to the CONTROLS page:
Here you can click on the DEFAULT SETTINGS. Then all systems are active, and the monitored
parameters are set.
1. The following are displayed: the transponder code/SQWK (can also be changed here),the
setting of the transponder XPDR; to AUTO (STANDBY on Ground, ON immediately before the
takeoff or in the air), ON or STANDBY.
Traffic Alert and Collision Avoidance Systemm (TA/RA): setting to NORM or above (ABV):
oncoming aircraft will pass above; or below (FOAG): oncoming aircraft will pass below;
Weather Radar (WXR) AUTO or ELEV for upward radar beam or TILT for downward radar
beam.
Terrain Awareness and Warning System (TAWS): Ground Proximity Warning System (GPWS);
Ground Speed Mode (GS Mode) compares ground speed and air speed to detect shear winds;
FLAP Mode warns of problematic flap position.
NEXT: Multifunctional Display/Flight Management System Initialization
41
2.2.5 Cockpit Preparation/MFD/Flight Management System (FMS) Initialisation
2.2.5 Multifunctional Display Flight Management System Initialization
via FMS 1/ACTIVE/INIT
The following are entered:
Flight number, Departure Airport, Arrival Airport, Alternative Airport.
NEXT: GLARESHIELD BARO REFPage
42
2.2.6 Cockpit Preparation/Glareshield Baro
2.2.6 Glareshield BARO REF
The current QNH is screwed into the Electronic Flight Instrument System (EFIS) module of the
Glareshield (for pilot and co-pilot).
NEXT: further settings on the Glareshield
43
2.2.7 Cockpit Preparation/Glareshield
2.2.7 GLARESHIELD
EFIS Panel (Electronic Flight Instrument System Panel): Navigation Display (ND) Adjust mode and
range to display the 1st waypoint.
Main Instrument Panel
Check if Primary Flight Display (PFD) is active
Check speed, heading and vertical speed windows (they should actually be empty, but they are not;
they are only displayed empty later when entering the flight plan or Speed V1VR and V2 into the FMC
Altitude is to be turned to Initial Clearance Altitude (this is the altitude to which the plane should first
climb).
44
2.2.7 Cockpit Preparation/Glareshield
In addition, you can set here which symbols should be displayed in the Navigation Display (ND):
1.
Constraints/CSTR,
2.
Waypoints/WPT alternatively with VORD (VOR-DME) or NDBs or Airports/APPT,
3.
VOR left and right (these are VORs 1 and 2, whose frequency is screwed on the
Communication Panel) alternating with the screwed-in ADFs,
4.
Weather radar/WX or alternatively terrain radar/TERR
5.
as well as traffic
With NEXT back to the structure; the cockpit preparation is complete.
45
2.2.7 Cockpit Preparation/Glareshield
The next checklist of 'Normal Procedures' refers to procedures before pushback and start
46
2.2.8 Flight plan and performance
2.2.8 Flight plan and performance; Alignment
This part consists of the following sections:
2.2.8.1 ATIS (Automatic Terminal Information System for current weather data and active runways at
the airport)
2.2.8.2 Loading the Flight Plan
2.2.8.3 Flight plan check
2.2.8.4. Flight plan constraints (specifications for specific waypoints and flight phases)
2.2.8.5. Passengers and cargo
2.2.8.6 Cabin management
2.2.8.7. Fuel Management
2.2.8.8 Performance
2.2.8.9 Alignment (for GPS positioning)
47
2.2.8.1 Flight plan and performance/ATIS
2.2.8.1 Automatic Terminal Information Service (ATIS)
Set the ATIS VHF frequency of the departure airport on the Radio Management Panel (RMP),
especially for the current weather and the active runway (Pedestal).
To do this, proceed as follows:
Assuming you want to retrieve ATIS from Hamburg via VHF 1 (and you are within range of EDDH,
either approaching or at the gate or on the tarmac), then click on VHF in the header, then on the
button to the right of the first display line. The frequency displayed there, changes to blue (ready for
input). Now type the desired frequency (for EDDH ATIS this is 123.125) without the '.' via the keypad.
Then click on the button to the left of the first display line. The desired frequency is now displayed.
Now click on the black field above the VHF1 rotary knob (it then lights up green) and now click on the
rotary knob. It was dark grey and thus becomes light grey. By turning the knob, the volume of the
announcement can be adjusted. (In the act. version still problematic.)
48
2.2.8.2 Flight plan and performance/loading of the flight plan
Submission of the flight plan to the ATC
2.2.8.2 Loading the flight plan
Open the Flight Management System (FMS) 1 ACTIVE/INIT
Flight number (FLT NBR) and airports (FROM or TO and ALTN) are already entered.
Now enter the Cruise Flight Level (CRZ FL) and the Cost Index (CI)1 (usually specified by the airline),
e.g. 500; Values between 1 and 999 are theoretically possible. The CRZ temperature and the altitude
of the troposphere are automatically taken from the current weather data.
Then click on RTE SEL, select the flight plan from the context window that opens and click on APPLY
route.
The A350 uses flight plans in fms format, which are stored in the directory .../X-Plane/Output/FMS
plans.
These values are automatically transferred to the Multi Purpose Control and Display Center
(MCDU), in the back right of the Pedestal.
1
A high CI is associated with high kerosene consumption and shorter flight time, i.e. lower staff retention and
lower personnel costs, and vice versa. Formore information on the Cost Index, see
'getting_to_grips_with_the_cost_index' by Airbus industries customer service
(https://ansperformance.eu/library/airbus-cost-index.pdf)
49
2.2.8.2 Flight plan and performance/loading of the flight plan
With the CRZ FL entered here the plane recognizes when it switches from climb to cruise mode. He
does this (only) if he reaches or exceeds the CRZ FL entered here. And only when the AP has switched
to cruise mode, the speed profile in the descent is correctly adhered to. In the descent, it is then
noted that the speed must be below 10,000 feet < 250 knots.
Link to flight plan creation and fuel management: e.g. https://www.simbrief.com.
Click DEPARTURE and select RUNWAY. Runway (RWY) Data and Instrument Landing System (ILS)
frequency are displayed in yellow (this is a preliminary entry).
Example for the RW05 in EDDH:
In the flight plan currently loaded here (from EDDH to EDDS), IDEKO is the first waypoint. ATC will
assign you a current Standard Instrument Departure Route (SID) that leads there.
50
2.2.8.2 Flight plan and performance/loading of the flight plan
In the FMS1 window, this can be selected via the 'SID' button and the pull-down menu that opens.
This is the IDEK6C today.
By clicking on it, this SID will be inserted into your flight plan. Now click on TMPY F-PLN and INSERT
TEMPY* in the flight plan window that opens. The previously 'preliminary' plan becomes the valid
plan and is now displayed in green.
51
2.2.8.2 Flight plan and performance/loading of the flight plan
Enter the wind conditions: FMS1/ACTIVE/INIT-Page click the button 'WIND', then the tab 'CLB':
Via the button 'CPNY WIND REQUEST', the airline queries the wind conditions for the climb the
values are then entered automatically.
The button 'CPNY T.O. REQUEST' is not active.
52
2.2.8.2 Flight plan and performance/loading of the flight plan
The tab 'CRZ ' will allow the entry of the wind for waypoints (pulldown menu) of the active flight plan
in the full version but is currently not active.
In the tab 'DES’ the wind conditions for different flight levels can be entered.
53
2.2.8.3 Flight plan and performance/flight plan check
2.2.8.3 Flight Plan Check
Go to the FMS1/ACTIVE/F-F-PLN page. All waypoints are entered there. Any duplicate waypoints
must be deleted (click and select 'delete' from the context menu). Delete any discontinuities
(interruptions of the flight plan) also in this way.
If the flight plan (provisional, displayed in yellow) is correct, clicking on
INSERT TEMPY* will make it the final flight plan (displayed in green).
(ERASE TEMPY* would delete the provisional flight plan.)
The buttons 'ACFT STATUS', 'CPNY F-PLAN REQUEST' and 'RTE SUMMARY' on the INIT page are
currently not active.
54
2.2.8.4 Flight plan and performance/flight plan constraints
2.2.8.4 Constraints in the flight plan
For each waypoint, constraints can be set for speed and altitude.
Example of constraints for the waypoint TIMEN (in the flight plan from EDDH to EDDS):
Click on TIMEN in the flight plan (FSM1/ACTIVE/F-PLN).
Click CONSTRAINTS in the context menu thatopens. Now it shows
55
2.2.8.4 Flight plan and performance/flight plan constraints
This is the Speed Constraints page. TIMEN is still in climb phase. Therefore, click on CLB CSTR and
enter the desired speed in the field 'KT', e.g., 300 kt.
Now click on the ALT (altitude) tab.
56
2.2.8.4 Flight plan and performance/flight plan constraints
Here the FL (Flight Level) can be entered. In addition, it can be determined whether the FL should be
reached exactly ('AT') or whether it is permitted that the aircraft may also fly higher ('AT or ABOVE'
or whether the aircraft may not fly higher ('AT or BELOW). The allowed inaccuracy is +150 ft, which is
indicated by 'ALT ERROR +150 ft'.
Waypoint Overfly or Fly-by
Right-clicking on a waypoint opens a context menu. Click 'Overfly' here if you want to fly over the
waypoint. Otherwise, the plane will take the new heading shortly before reaching this waypoint.
In the flight plan, an overfly waypoint is marked with a ∆ .
57
2.2.8.4 Flight plan and performance/flight plan constraints
Switch to 'PLAN' on the Glareshield and watch the PFD while scrolling the F-PLN.
If necessary, check and correct the F-PLN by clicking on waypoints. Pop-up menus offer special input
options (constraints, overfly option, DIR ('direct to') function, entry of new waypoints, etc.).
Now you have a complete flight schedule, but no STAR (Standard Arrival Route) yet. However, you
can only select them once ATC has assigned the runway. That won't be until the end of the flight.
58
2.2.8.5 Flight plan and performance/cabin management
2.2.8.5 Cabin Management
In particular, cabin lighting must be made possible.
Settings of your choice (DOOR Status INOP).
59
2.2.8.6 Flight plan and performance/passengers and cargo
2.2.8.6 Passengers and cargo
Passengers and cargo will only be loaded if stairs, passenger buses, cargo loading vehicles, etc. are
activated via the GROUND SERVICE\GROUND EQUIPMENT menu and the aircraft doors and tailgates
have been opened via the ...\DOORS & HATCHES menu.
Then switch the Onboard Information System (OIS) to the 'AIRPLANE' page.
On the PASSENGERS page, enter the number of crew members, 1st class passengers, business class
passengers and economy class passengers using your keyboard.
Enter the number of freight containers and pallets in the respective freight segments or click on the
'LOAD PRE, LIGHT, MIDDLE, or HEAVY button if you want to load presets, finally IMPLEMENT in both
cases. Weights are updated automatically.
Entries that are incompatible with the capacity of the aircraft are displayed in brown.
Completed boarding and loading is displayed by changing ‘PASS & CARGO NOT LOADED’ to ‘PASS &
CARGO LOADED’. Any incorrect setting will be displayed in the RESULTS window.
Cabin Announcement: Welcome on board
60
2.2.8.7 Flight plan and performance/fuel management
2.2.8.7 FUEL Management
(on the center display)
Calculate fuel requirements; Link to a flight plan generator and fuel calculation: e.g.
https://www.simbrief.com.
Enter: fuel requirement [kg] to the destination airport, to the alternative airport, the amount of fuel
to be left over (as a reserve) then the estimated time for the operation of the APU and the TAXIing,
or click LOAD PRE, LIGHT, MIDDLE, or HEAVY to transfer predefined data.
Range (nm) and onboard fuel (FOB) are displayed as a result of your input.
Click on 'IMPLEMENT'.
Attention: Fuel is only charged when the tanker is activated via the GROUND SERVICE\GROUND
EQUIPMENT menu and your flight plan is loaded.
Successful loading of fuel is indicated by changing the FUEL NOT LOADED display to FUEL LOADED .
61
2.2.8.8 Flight plan and performance/performance
2.2.8.8 Performance
For the performance calculation, fuel, passengers, and cargo must be loaded.
Go to the FMS 1\ACTIVE\FUEL & LOAD page.
Here must be entered:
Zero Fuel Weight (ZFW), i.e. the total weight of the loaded aircraft without fuel Zero Fuel Weight
Center of Gravity (ZFWCG), i.e. the center of gravity of the loaded aircraft without fuel
Block Fuel Weight (BLOCK), i.e. the amount of loaded fuel at the gate (or equivalent).
62
2.2.8.8 Flight plan and performance/performance
The values for ZFW and ZFWCG can be found on the OIS/AIRPLANE/FUEL&WEIGHT/PASSENGERS
page,
the value for BLOCK Fuel Weight (=Fuel on Board at gate) on the OIS/AIRPLANE/FUEL&WEIGHT/FUEL
page.
63
2.2.8.8 Flight plan and performance/performance
In addition, the following must be entered:
TAXI TIME i.e., the time presumably needed for taxiing
the number of passengers (PAX NUM); Pre-entry, as indicated during loading; can still be changed
here
Route Reserve (RTE RSV), i.e. the reserve amount of fuel in tons or as %
the amount of fuel needed for the Final Approach (in tons or in minutes) required for the Final
Approach.
64
2.2.8.8 Flight plan and performance/performance
Also displayed:
The estimated residual amount of fuel (Estimated Fuel on Board (EFOB)) on board at the destination
airport (here: 42.0 t), the 'extra amount', and the possible further flight time.
65
2.2.8.8 Flight plan and performance/performance
Now open the OIS/AIRPLANE/FUEL&WEIGHT/PERFRORMANCE CALCULATOR page:
The aircraft must be loaded, flight plan with departure runway and SID must be active.
Enter the Runway (RWY) SLOPE and the FLAPs SETTING. For the calculation of the runway slope you
need the height specifications for the RWY thresholds from the Airport Charts.
The runway slope is calculated as follows: For the RWY 23 in EDDH, the start
is 45 feet high, the end is 36 feet high, and the RWY is 10,663 feet long. The difference in altitude is
-9 feet. The slope is altitude difference / length, so -9/10.663. The result here is about -0.009 (i.e.,
negligible). The runway slope is likely to be negligibly small for all major international airports. In this
case, enter '0.0' as RWY SLOPE.
Flaps setting should be 1+F (leverage position 1 for config '1+F' with slats 18°, flaps 62
The entry Flap Setting '1+F' is reached by entering '1' in the flap setting window. Clicking again leads
to the entry '1+F', because the system recognizes the takeoff still to be imminent.
2
For information on possible flaps settings, see Appendix D
66
2.2.8.8 Flight plan and performance/performance
Under RESULTS,
the V1 (speed up to which take-off abort is possible),
the VR (speed at which the nose of the aircraft is raised),
the V2 (speed at which safe take-off is possible) are displayed.
Optimal FLEX TEMP is calculated and displayed.
These values are entered in the next step on the FMS1\ACTIVE\PERF\T.O. page.
67
2.2.8.8.1 Flight plan and performance/takeoff
Now go to the FMS1/Active/Performance page.
2.2.8.8.1 Takeoff Page
The speeds for retrieving the flaps (F and S) are displayed;
V1, VR, and V2 are read from the OIS/Airplane/Fuel and Weight/Performance Calculator page and
entered here
The speed specifications mean
F: Minimum Flap Retract Speed from CONF ‚3‘ or ‚2‘ to ‚1+F‘
S: Minimum Slat Retract Speed (the slats are also retracted to CONF ‚CLEAN‘
0: Green dot speed
These speeds, the abbreviations 'F', 'S' and '0' respectively, are displayed in the Primary Flight Display
(PFD) to the right of the speed display band under the following conditions:
F-Speed is displayed in the flaps configurations 3 or 2 during takeoff initial climb and go around
S-Speed is displayed in the flaps configurations 1 and 1+F.
68
2.2.8.8.1 Flight plan and performance/takeoff
In the Primary Flight Display (PFD) the Green Dot Speed (GD) is also shown with a green dot. This
speed is the one that allows the highest gradient rate at flaps clean after the failure of a turbine If
both turbines are active, the GD speed gives an approximation to the speed with the best ratio of
rate of climb and speed and the final takeoff speed i.e., the speed at which the takeoff can be carried
out without any problems. It is also the speed at which a holding pattern should be flown in the flaps
configuration 0 (clean).
69
2.2.8.8.1 Flight plan and performance/takeoff
More entries in the Takeoff tab
T.O. Shift
If the take-off does not start at the RWY threshold but at a so-called intersection the distance
between the RWY threshold and the intersection should be entered here.
In case you start take-off at the RWY threshold leave entry zero.
THR RED (Thrust Reduction) Altitude
This is the height at which the takeoff thrust is reduced to CLB thrust.
Explanation of Thrust Reduction Altitude and Acceleration Altitude in Appendix B
ACCEL (Acceleration) Altitude
This is the altitude at which the speed transits from take-off speed to climb speed.
EO ACCEL (Engine Out Acceleration Altitude):
This is the height that must be reached after the failure of a turbine in order to fly over obstacles.
This height varies from airport to airport and is also set by the airlines (as is the whole Engine Out
Standard Instrument Departure (EOSID) Procedure).
TRANS (Transition altitude)
This is the height at which the Standard QNH (1013 mbar) is turned in during climbing.
Enter your data in the CLB, CRZ, DES, APPR, and GA pages additionally.
70
2.2.8.8.2 Flight plan and performance/climb
2.2.8.8.2
Climb (CLB) tab
Here you can enter or change:
the Cost Index (CI), Speed (SPD) and Flight Level (FL) to be achieved; the economic speed is proposed.
If noise protection regulations are to be complied with, the parameters to be observed can be
entered under NOISE Abatement.
71
2.2.8.8.3 Flight plan and performance/cruise
2.2.8.8.3 Cruise (CRZ) tab
The cruise phase starts with the Top of Climb (T/C) ).
The fields in which entries are possible (Cost Index (CI), preselected (PRESEL) speed in KT and Mach,
are boxed.
Long Range Cruise (LRC) and Transient Maximum Thrust (MAX TRB) cannot be entered.
Via STEP ALTs speed constraints can be entered on the then accessible speed page alternatively for
climb and descent and depending on the FL (at or below) they should apply.
On the ALT page, which is then also accessible, altitude specifications can be entered for each
waypoint of the flight plan.
72
2.2.8.8.3 Flight plan and performance/cruise
It also displays:
Cruise FL/CRZ FL, Optimum FL/OPT FL and Recommended Maximum FL/REC MAX FL.
These ads mean:
CRZ FL: The information here shows the Cruise Flight Level, which is entered on the INIT page of the
FMS.
OPT FL/Optimum FL: This FL is the most cost-effective, because it is associated with the lowest fuel
consumption. Both lower and higher FL are associated with higher fuel consumption.
REC MAX FL/Recommended Maximum FL: This FL should not be exceeded for aerodynamic reasons.
73
2.2.8.8.3 Flight plan and performance/cruise
STEP CLIMB
During the flight, the OPT FL rises due to the decrease in the total weight of the aircraft due to the
burning of the fuel. It therefore saves fuel costs if you fly on a higher FL as soon as the weight of the
aircraft allows it. This flight pattern is called STEP CLIMB. Typically, this is flown as follows:
You start 2000 ft above the initial OPT FL until the OPT FL (continuously increasing due to fuel
consumption) is 4000 ft higher than the current FL. Then you climb to a FL that is 2000 ft higher than
the current OPT FL etc. It should be noted that the REC MAX FL is not exceeded.
Example: The Cruise FL entered on the INIT page with was 380. The OPT FL is displayed as 320. Then
a release for the FL 340 should be requested. The OPT FL will rise during the flight. As soon as this
OPT FL is 340+40=380, a release for the FL 380+20=400 should be requested. This FL is maintained
until the newly adjusted OPT FL is 4000 ft higher, etc.
The approval for the changes of the FL must be requested from the ATC; the REC MAX FL must be
observed.
On a test flight, you can quickly see the effect when you drain fuel (Fuel Jettison). If the total weight
of the aircraft has been reduced as a result, a new OPT FL and REC MAX FL are calculated and these
new OPT FL and REC MAX FL are displayed on the FMS1/ACTIVE/PERF/CRZ map.
The Step Altitudes can also be entered directly into the FMS To do this, call the page
FMS1/ACTIVE/PERF, there the tab CRZ, there the button STEP OLD, then (if still necessary) the tab
STEP OLD. Here FL can be specified for each waypoint of the flight plan.
74
2.2.8.8.4 Flight plan and performance/descent
2.2.8.8.4 Descent (DES) tab
Enter
the Cost Index (CI),
the speed of pressure compensation in the cabin (DEC CABIN RATE),
ECON Speed and
Transition Flight Level (TRANS); when passing this FL, the standard QNH must be switched to the
current barometric pressure.
75
2.2.8.8.5 Flight plan and performance/approach
2.2.8.8.5 Approach (APPR)-tab
Here you can enter:
Wind (strength and direction) in the target area, Outside Air Temperature (OAT) QNH,
under MINIMUM the minimum altitude at which you can still fly free of obstacles,
and whether all this should be calculated according to the barometric pressure (BARO) or measured
with the radio altimeter (radio) in the aircraft.
The flap configuration with corresponding speeds, the speed for the approach (VAPP) is displayed;
the specification changes with the set flap configuration (CONF3 or FULL), corresponding to the VREF
and can still be matter of change manually; the lowest selectable speed (VLS) below which a stall
threatens is also displayed.
76
2.2.8.8.6 Flight plan and performance/go-around
2.2.8.8.6 Go around (GA)-tab
The entries are the same as for the takeoff.
77
2.2.8.9 Flight plan and performance/alignment
2.2.8.9 IRS Alignment
Now go to FMS 1/ACTIVE/INIT and click on IRS.
Alignment should now be possible ('AVAIL 0 MIN'). In this case, click on 'ALIGN IRS'.
Then your GPS position will be indicated.
78
2.2.8.9 Flight plan and performance/alignment
If you don't want to wait, you can force the alignment:
In the Onboard Information System (OIS) under 'Options' FORCE ALIGN IRS'.
The aircraft is now prepared, programmed, and loaded with a valid flight plan approved by the ATC
and the performance data.
Now the push-back procedure (if necessary) and taxiing can be started.
79
2.3 Before Pushback and Starting Engines
2.3.0 Before PUSHBACK & START
This list consists of 2 sections:
2.3.1. Release before pushback
2.3.2. Engine Launch Clearance
80
2.3.1 Before Pushback and Starting Engines/Pushback Clearance
2.3.1 Before Pushback Clearance
The following checks must be carried out:
Fuel quantity sufficient?
Loadsheet complete?
Zero Fuel Weight (ZFW) and Zero Fuel Weight Center of Gravity (ZFWCG) correctly entered in the
FMS?
Seats, belts and pedals adjusted correctly?
External power turned off?
Now the doors and hatches are closed via the OIS Ground Service/Doors and Hatches and the basic
service is terminated via Ground Service/Ground Equipment.
Cabin to Cockpit: Doors to Auto. 'doors to auto' ensures that the aircraft doors open automatically in
case of an emergency.
Cabin Announcement: Safety Demonstration
Now the pushback and start engines approval is obtained from the ATC then the pushback is started.
81
2.3.1 Before Pushback and Starting Engines/Pushback Clearance
Thrust lever OFF, PARK Brake OFF not before the pushback procedure requires it.
Call the Push Back Truck
You can see both in the OIS window and in the outside view how the truck rolls in.
Depending on where your plane is located, you can choose between PUSH and PULL.
Start with the throttle, control with your flight control instrument (joystick, pedals, yoke...)
82
2.3.2 Before Pushback and Starting Engines/At Start Engines Clearance
2.3.2 AT START (Engine) CLEARANCE Checklist
After completion of the operation PARK BRAKE ON. Say goodbye to the Push Back Truck by clicking
'push' again.
During the push process, you received the approval to start the engines.
Via main menu to ENGINE START
83
2.4.1 Starting Engines
2.4.1 ENGINE START
On the overhead panel in module HYD:
turn on all 4 hydraulic pumps:
84
2.4.1 Starting Engines
Turn on Beacon Light,
Turn on Auxiliary Power Unit (APU) Bleed.
ECAM should be in auto mode.
At the Pedestal: Turn ENG START to IGN START,
85
2.4.1 Starting Engines
then Engine Master Switch 1 to ON
The ECAM display automatically switches to ENGines.
As soon as Engine 1 is stable, this is confirmed by the line ENG 1 AVAIL (for available) in the checklist
in green font.
Then switch Engine Master Switch 2 to ON. As soon as Engine 2 is stable, this is confirmed by the line
ENG 2 AVAIL in the checklist in green font.
NEXT: AFTER START
86
2.5.0 After Engine Start
2.5.0 After Start (Engines) Procedure
This checklist consists of 3 sections:
2.5.1. Engine and Controls,
2.5.2 Electrical System
2.5.3. Pressurization
87
2.5.1 After Engine Start/Engine and Controls
2.5.1 Engine and Controls
Park Brake ON (Pedestal
Engine Start Selector back to NORM (Pedestal)
Engine 1 and Engine 2 Bleed ON (Overhead Panel
APU Bleed back to OFF (Overhead Panel)
Anti-Ice as required (Overhead Panel)
Auxiliary Power Unit (APU) Master Switch OFF (Overhead Panel)
Auxiliary Power Unit (APU) Generator OFF (Overhead Panel)
Rudder-Trim Zero (Reset) on Pedestal
Ground Spoilers armed
Flaps to 1+F
Check pitch trim
Check ECAM status.
NEXT: ELECTRICAL SYSTEMS
88
2.5.2 After Engine Start/Electrical Systems
2.5.2 Electrical Systems
Electric module on overhead panel:
Electric Load Management Unit (ELMU) ON (ensures the power supply of all major consumers); now
light is available in the cabin.
Passenger Announcement Entertainment & Service Multiplex (PAX SYS) ON
Galley ON
Commercial ON (supplies commercial cargo such as for the kitchen)
89
2.5.2 After Engine Start/Electrical Systems
CABIN-Modul on Overhead Panel
Wireless ON
Passenger Data OFF
Cabin Satellite Communication ON
Landing Camera ON
Fire Alarm Restrooms (FAR4) ON
MOBile COMmunication ON
Inflight Entertainment Connectivity (AFEX/IFEC) ON
DER ON
NEXT: PRESSURIZATION
90
2.5.3 After Engine Start/Pressurisation
2.5.3 Pressurization
on the overhead panel
This concludes this checklist.
Continue to TAXI via the main menu.
91
2.6.1 Taxi Procedure
2.6.1. TAXI
After approval of taxiing by ATC:
At the overhead panel canter below
Nose Light to TAXI
Runway (RWY) Turnoff Lights ON
92
2.6.1 Taxi Procedure
Then:
Park Brake OFF and push thrust levers as required.
Autobrake to Rejected Takeoff (RTO)
NEXT: BEFORE TAKEOFF
93
2.7.1 Before Takeoff
2.7.1. Before Takeoff
Cabin to Cockpit: Seats for Takeoff
The PACKs pushbuttons are already pushed.
TAXI push button (on the Glareshield should be OFFs (because there is no camera built into the
model).
Navigation Display (ND) Range Check
Electronic Flight Instrument System (EFIS) Options Check
Strobe Lights ON (Overhead Panel
Tablet PC stowed away, Traffic Alert and Collision Avoidance System (TCAS) mode on Traffic
Advisory/Resolution Advisory (TA/RA)
94
2.7.1 Before Takeoff
Turn into the MCDU ILS or LOC frequency of the runway so that the aircraft takes off in RWY mode
and can easily be hold along the runway centerline during the takeoff run. On the RWY 05 in EDDH
this is the ILS transmitter IHHE with the frequency 110.50; the HDG of the RWY is also displayed,
here: 047°.
Enter these values on the RADIO NAV page of the Radio Management Panel (RMP)
Press the 'LS' button on the Glareshield (lights up green) to check on the PFD whether the LOC/ILS
signal is being received.
95
2.7.1 Before Takeoff
Screw in RWY Heading on the Glareshield,
then switch HDG button to 'Selected Mode'
PFD and ND (in LS mode)
now show that the
LOC frequency (here identical to the ILS frequency) is screwed in.
The magenta diamond in the horizontal display in the PFD and the non-central mid-segment of the
RW indicator in the ND show that the RW lies to our left. With the lining-up, we expect that both will
adjust in the middle.
96
2.7.1 Before Takeoff
In the meantime, the plane has reached the holding point of the assigned runway.
After approval: Lining Up.
Now, after the lining-up, a look at the front of the cockpit window and at the PFD and ND shows that
the plane is correctly aligned in the RW heading ready for take-off.
NEXT: TAKEOFF
97
2.8.1 Takeoff
2.8.1 Takeoff
Activate Chrono (Glareshield)
98
2.8.1 Takeoff
In the PFD, 'RWY' appears as an indication that RWY mode has been activated. ND now displays
ground speed, indicated air speed, wind direction and wind strength, next waypoint, etc..
The runway heading must be maintained during the takeoff run (and in RWY TRK mode after the
takeoff) by operating the pedals and the rudder, i.e., by the pilot. The displays at the bottom of the
PFD are exactly on top of each other if the orientation of the plane is correct. The RWY and RWY TRK
modes are therefore not 'managed' or 'selected' modes, but modes that give the pilot hints for
orientation (especially in case of poor visibility).
Notes on the takeoff run in Appendix C.
Up to a takeoff roll speed of 80 knots, the control horn (sidestick) should be kept pressed; at > 80
knots, the control horn should be pulled gently.
Light on the A/THR button lights up green.
Thrust lever on FLEX or TOGA (acronym for takeoff and go around depending on what was selected
when setting the performance)
Observation of speed up to V1 and rotation in VR
Retract gear with stable climb.
99
2.8.1 Takeoff
Packs Pushbuttons are ON
To the right of OP CLB must not be NAV now, otherwise the 'managed' mode will run!
The flight plan in ND is still dashed.
The rhombi at the foot of the display show that the screwed-in heading and the orientation of the
plane match. The flight path is still dashed because the HDG selector is still set to 'selected'.
NEXT: AFTER TAKEOFF
100
2.9.1 After Takeoff
2.9.1 After Takeoff
Retract gear ('gear up') with stable climb.
Slide thrust lever onto CLB as specified in the Primary Flight Display (PFD)
Heading (HDG) Selector to NAV Mode (by pressing). Now the flight plan is shown in the Navigation
Display (ND) as a solid line.
Activate autopilot (AP) as needed.
Packs Pushbuttons ON
Retract flaps
Runway Turnoff Lights OFF
Ground Spoilers disarmed.
101
2.9.1 After Takeoff
In the Navigation Display (ND) is shown from where the flight plan is flown ('INTCPT').
102
2.9.1 After Takeoff
After Takeoff Checklist
APU Bleed OFF (Overhead Panel
APU Master Switch OFF (Overhead Panel)
ANTI-ICE as required (Check)
AP/FD automatically switches to RWY TRK mode at 30 feet radar height, unless NAV mode (by
pressing the HDG button on the FCU on the Glareshield) has been turned on first. The system must
be running in selected mode. So the heading indicator must display the RWY heading (and not white
lines). The plane must be flown manually by the pilot along the RWY heading until he turns on the
autopilot and the NAV mode. Then the AP/FD takes over the lateral and vertical control of the
aircraft (see below).
103
2.9.1 After Takeoff
set and check.
NEXT: CLIMB
104
2.10.1 Climb
2. 10.1 CLIMB
The following checks are required:
Set BARO Setting to STD after passing the Transition Altitude
CRZ Flight Level Setting
Anti-Ice as needed
Seat belts as required
ECAM Memo Review (i.e., view the expired warnings and react to them if necessary)
NAVAIDs-Check
check whether the optimal/maximum altitude is set/adhered to.
Cabin Announcement: Climb
105
2.10.1 Climb
During the takeoff and the initial climb (or after a go around the plane flies automatically in SRS
mode (SRS = Speed Reference System).
This mode ensures a pitch that ensures that there is no stall.
5 seconds after takeoff and above 100 feet radar altitude, one of the APs on the Glareshield can be
switched on.
The indicator in the AP switch will then light up green.
Now the Altitude can be switched to managed mode (pressing the ALT button on the Glareshield)
106
2.10.1 Climb
The flight plan is now displayed in ND as a solid line.
The plane will fly the flight plan.
107
2.10.1 Climb
By reaching the Thrust Reduction Altitude, which was entered in the FMS on the T.O. page, ...
... the request (LVR CLB) to push the thrust lever back from the TOGA position to the 'LVR CLB'
position appears in the PFD. This is intended to reduce thrust as early as possible (protection of the
turbines, cost avoidance).
This switches from takeoff thrust to climb thrust (THR CLB).
108
2.10.1 Climb
Once this has been done, CLB is displayed in the PFD THR. The previously blue A/THR indicator
changes to white.
As long as the target height has not yet been reached, the PFD shows ALT in blue.
When the acceleration altitude is reached (see FMS1 ACTIVE/PERF T.O. page), the mode changes
from SRS to CLB or OP CLB and the aircraft will accelerate to the 'managed target speed ' or to the
preselected speed for the climb. The pitch is reduced.
109
2.10.1 Climb
When the transition altitude is reached, it is necessary to switch from the current to the STD QNH.
The preselected altitude is also displayed in ND, including the planned climb path:
Other displays in the Navigation Display (ND) are:
top left: GS (Ground Speed), TAS (True Air Speed) and wind direction and strength
top right: next VOR according to flight plan with heading and distance.
110
2.10.1 Climb
Enter the cruise flight level as approved by the ATC
... should be checked.
The options 'JUMP 100 NM' and 'JUMP TO NEXT WAYPOINT' in the OIS Options Menu are only
available after reaching the Cruise FL; current FL and entry in FMS must be identical.
When a flight plan is loaded with waypoints, the plane jumps to the next waypoint with 'JUMP TO
NEXT WAYPOINT'.
If no flight plan is loaded, the plane jumps forward with 'JUMP 100 NM' by 100 nm in the current
course .
NEXT: CRUISE
111
2.11.1.1 Cruise
2.11.1 Cruise
Checks for:
Altitude setting in the FMS
ECAM memo on the ECAM Systems Page.
Cabin Announcement: Level Off,
depending on the situation: Drinks and light meal, onboard entertainment
112
2.11.1.1 Cruise/Selected or Managed Mode
2.11.1.1 ‚Selected’ or ‚Managed’ Mode Flying
Selected Mode:
The Glareshield can be turned in: Speed/Mach, Heading/Track, Altitude, Vertical Speed/Flight Path
Angle. These values are then targeted by the Flight Guidance (FG) system.
Managed Mode:
The Flight Guidance System adopts the parameters entered in the Multifunction Display and
calculated by the Flight Management System (FMS); the plane will behave accordingly. The crew can
switch back to Selected Mode at any time to continue flying in Selected Mode.
Switching between modes is done as follows:
Press buttons: Managed Mode (flight control by the plane`s systems)
Pull buttons: Selected Mode (flight control by the pilot)
113
2.11.1.2 Cruise/Displays in PFD
2.11.1.2 Primary Flight Display (PFD) indicators with Flight Director (FD)
and Autopilot (AP) activated
NAV
Horizontal guidance along the FMS flight plan
LOC
Guidance along the Localizer (LOC) beam
LOC B/C
Guidance in the opposite direction of the localizer (LOC) beam
HDG/TRACK
Guided along the selected course (Selected Mode)
CLB/DES
Vertical guidance along the FMS flight plan
OP CLB/OP DES
Guides the aircraft to the set altitude without respecting the constraints
ALT
Keeps the aircraft in the Selected Altitude
ALT CRZ
Keeps the aircraft in the Cruise Altitude
ALT CSTR
Holds the aircraft in the altitude specified by constraints
Traffic Alert and Collision Avoidance System (TCAS) Provides vertical guidance in the event of a
resolution advisory alert
V/S / FPA
Achieves and maintains Selected Vertical Speed/Flight Path Angle
G/S
Guides the aircraft along the glide path
SRS
Ensures minimum possible speed during takeoff, initial climb,
and go around
114
2.11.1.3 Cruise/More ads in PFD and ND
2.11.1.3
Further indications in PFD and ND
Position of flaps, slats and spoilers, gear and trim
It means:
115
2.11.1.3 Cruise/More ads in PFD and ND
The Navigation Display (ND) can display the following additional symbols:
Waypoints display
white: next approached waypoint;
green: further waypoints of the flight plan;
Magenta: Waypoints that are not part of the flight plan (the corresponding button must be activated
on the Glareshield to display such waypoints).
Start of a climb phase
blue: during the climb phase ('armed')
white: outside the climb phase ('not armed'); the phases are activated automatically.
Level Off Point (Top of Climb; TOC; T/C)
blue: the point at which the aircraft reaches the altitude set in the Flight Control Unit (FCU).
magenta: the point at which the plane reaches an altitude constraint, if it is not set in the FCU.
Top of Descent (TOD or T/D)
blue: if DES/FINAL is enabled
white: if DES/FINAL is not enabled.
116
2.11.1.3 Cruise/More ads in PFD and ND
Intercept Point
Point at which the plane cuts the set vertical profile.
white: if only NAV is switched on
blue: if DES is enabled.
Speed Change
Point at which the plane will change speed.
Deceleration Point
Point at which the speed is automatically reduced and approach phase activated.
Altitude Constraint
magenta when the constraint is reached.
amber if the constraint is not reached.
white if the constraint does not have to/should not be reached.
117
2.11.1.3 Cruise/More ads in PFD and ND
Flight Plan Lines
green and solid: active flight plan.
green and dashed: NAV mode is not turned on.
blue: segments for the missed approach.
white: Secondary flight plan
yellow dashed: provisional flight plan
Traffic Alert and Collision Avoidance System (TCAS)-indication
Traffic that will be closest to your own plane within 15 – 35 seconds.
(not below 1100 ft during climb and not below 900 ft during descent; Range must not exceed 40 nm).
Traffic whose transponder does not communicate an altitude and which will be closest to your own
plane within 20 – 48 seconds. (Range must not be higher than 40 nm; not below 500 ft.)
118
2.11.1.3 Cruise/More ads in PFD and ND
Unproblematic traffic to which there is a height difference of less than 1200 ft and a distance of less
than 6 nm. (Range must not be higher than 40 nm)
Unproblematic traffic to which there is a height difference of less than 2700 ft and a distance of less
than 30 nm. (Range must not be higher than 40 nm)
In addition, the following are indicated: distance to the flying object, altitude difference to one's own
FL and vertical direction (climb or descent).
119
2.11.1.4 Cruise/Autothrust
2.11.1.4 Autothrust
Can be activated on the Glareshield if required.
With this function, the thrust is controlled to maintain the selected or managed speed.
120
2.11.1.5 Cruise/After deviation from the flight plan course
2.11.1.5 After deviation from the flight plan course
(this is then no longer displayed in the Navigation Display (ND) as a solid line but dashed) this can be
resumed as follows:
Select HDG on the Glareshield so that the plane flies diagonally towards the flight plan course. Then
press the HDG button (for 'managed mode'). Where the flight plan course is intersected is shown on
the Navigation Display (ND) as INTCPT. The following segments of the flight plan are again displayed
with a solid line. From INTCPT onwards, the flight plan course is automatically included.
121
2.11.1.6 Cruise/Calculation of the Top of Descent
2.11.1.6 Calculation of the Top of Descent (TOD or T/D)
Calculate the Top of Descent (TOD or T/D) to start the descent on time, according to the following
formula:
TOD (T/D) = (cruising altitude [feet]) – target altitude [feet]/100/descent angle [°]
descent rate [feet/min] = descent rate [%] * ground speed [kts]
rate [%]/rate [°]:
3%/2°, 5%/3°, 7%/4°, 8%/5°
The Navigation Display (ND) also offers help: In the lower part you can see the altitude profile of the
flight, in which you can see the waypoint where the descent begins.
The same applies to the flight plan itself, from which you can see the heights of the upcoming
waypoints and thus the beginning of the descent.
122
2.11.1.6 Cruise/Calculation of the Top of Descent
The T/D is also displayed in the Navigation Display (ND) as a white angled arrow
For more information on how to calculate the descent:
https://www.ivao.aero/training/documentation/books/SPP_APC_Top_of_descent.pdf
The following are notes on Custom Navigation (Section 2.11.1.7). If you want to skip this, go straight
to section 2.12.1. (Descent (DES) Preparation).
123
2.11.1.7.1 Own navigation using VORs
2.11.1.7 Own Navigation
2.11.1.7.1
Navigation with the help of VORs
We started in Barcelona (LEBL) from the RW25 and entered it as a destination. On the way, some
navigation exercises should be done.
On the Glareshield, the display of the VORDs, those are VOR-DMEs -those with distance
measurement, is activated.
We are located above the Pyrenees and fly in a southwesterly direction.
The Navigation Display (ND) shows us the VORDs up to 160 nm ahead:
Since the frequency of none of these VORs is screwed to the Radio Management Panel (RMP), all
VORD s are displayed magenta.
124
2.11.1.7.1 Own navigation using VORs
Our current course (green line with rhombus inside the compass scale) is about 186°, at the
Glareshield a heading of 200° (blue triangle outside the scale at 20) is tuned. The plane is therefore
about to fly a right turn to record the course 200°.
It should be our task to fly towards the VOR RES until we can fly towards the VOR CMA on the
Radial 270.
The VOR RES has the frequency 114.20, the VOR CMA the frequency 116.00 (frequencies to be taken
e.g. from Navigraph or Internet). We tune these frequencies on the Radio Management Panel (RMP)
CMA as VOR1 and RES as VOR2. These VORs are now displayed in blue.
RMP with tuned-in VOR Frequ.;
ND in ARC-Mode
The single-line arrow now points to CMA (VOR1), the double-line arrow points to RES (VOR2).
We can find out which course we have to fly to approach RES by turning the MAG HDG knob on the
Glareshield until the VOR RES is on the green line in ND indicating the plane's course. The magnetic
deviation and crosswind can cause heading and course not to have identical degrees.
125
2.11.1.7.1 Own navigation using VORs
Since we navigate using VORs, we switch the ND on the Glareshield to VOR mode. The course in the
RMP is set to 0°. Also in this mode, the single-line white arrow points to the VOR 1, the double-lined
arrow to the VOR2.
In addition, there is a blue line with a central, parallel set piece. Since we have set the course for
VOR1 to 0° in the RMP, the blue line points to 0 in the compass ring. The fact that the blue middle
part of the line is to the right of it shows us that we are not on the radial 0 of CMA.
According to the ATC directive, we are looking for the Radial 270 on CMA ("270° inbound CMA").
Therefore, we enter the CRS 270 in the RMP for the VOR1 (this is CMA) and observe on the ND that
the blue lines rotate:
126
2.11.1.7.1 Own navigation using VORs
The blue line now points to 270, the middle part of the line is offset to the back (top). This means
that CMA's Radial 270 is in front of our plane in the direction of flight (so we are flying in the right
direction). As soon as the centerpiece is centrally in the blue line, merges with it, we have reached
the Radial 270 from CMA.
The navigation task is to fly towards RES until we reach the radial 270 of CMA, and then fly towards
CMA on this radial.
The heading, needed to have course on RES, we have already tuned in on the Glareshield (green
arrow and white double arrow are not completely on top of each other, taking into account wind and
magnetic deviation; see the difference between heading and bearing).
As we continue to fly (191°inbound RES), we expect the offset middle part of the blue line to move
towards the center. Then we should make a right turn to get to CMA's radial 270. We are still 28 nm
away from RES (and 128 nm from CMA).
We also observe the onward flight in between on the ND switched to ARC mode:
We are now 23 nm away from RES and had to correct the heading slightly (to 195°) to fly the course
on RES exactly (now 195° inbound RES). When we look at CMA, we see that we cannot reach CMA's
radial 270 before reaching RES, but only afterwards. We also observe that the single-line white arrow
indicating the VOR1 is slowly moving clockwise (towards the 270° mark).
127
2.11.1.7.1 Own navigation using VORs
The moment we fly over RES (not yet having reached the 270° radial of CMA), the double-line white
arrow indicating the direction to VOR2 rotates 180°. We keep the course and continue to fly course
210 with a wind and deviation-related heading of 196°, but now away from RES, i.e. outbound RES.
In ND's VOR mode, we now see that the middle portion of the blue line is moving toward the center
of the display:
128
2.11.1.7.1 Own navigation using VORs
Now we initiate the right turn to get to the 270° radial of CMA.
On this radial we continue to fly until there are new instructions from the ATC.
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2.11.1.7.2 Own navigation using NDBs
2.11.1.7.2
Navigating with NDBs
NDBs are displayed in ND in NAV and ARC modes. Their display must be activated on the Glareshield:
ND in NAV-Mode
ND in ARC-Mode
Navigation is done by turning the MAG HDG knob on the Glareshield until the course displayed as a
green line covers this NDB.
If we wanted to head for the NDB ZRZ from our current position, we would have to take a course of
about 310°.
With NEXT to DESCENT PREPARATION
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2.12.1 Descent Preparation
2.12.1 Descent Preparation
Before reaching the Top of Descent (T/D), use the ALT button on the Glareshield to turn in the
altitude you should reach at the end of the descent, i.e., at the beginning of the initial approach (at
the Initial Approach Fix (IAF)) (or the altitude prescribed by ATC).
Checks:
Weather in the target area
LDG ELEC
ECAM messages
Weather data input for the approach
Position indicator
Autobrake Setting (in wet runway position 3 or higher)
Anti-Ice as required
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2.12.1.1 Descent Preparation: Fuel Jettison
2.12.1.1 Fuel Jettison
Click here to skip this section
If an emergency landing has to be carried out and the total weight of the aircraft is still too high in
respect to the available runway length, the weight of the aircraft can be reduced by draining fuel
(fuel jettison)
Into the tab FMS1/ACTIVE/FUEL&LOAD ...
... an entry can be made in the field JTSN GW.
JTSN GW stands for the total weight of the aircraft, which is to be achieved after the Jettison
procedure.
After the entry, the Jettison procedure must be started manually on the overhead panel and stopped
manually when the target weight is reached.
NEXT: DESCENT
132
2.12.2. Descent: Arrival and Approach – Basics
2.12.2.1 Arrival and Approach – Basics
2.12.2.1.1 Arrival
2.12.2 Arrival and Approach Preparation (using the example of RW05 in EDDH)
Even before the Top of Descent (TOD or T/D), arrival and approach are prepared. At least
20 nm before the Top of Descent (TOD or T/D) you should have received from ATC the arrival route,
approach procedure and the active runway/arrival runway.
2.12.2.1. Arrival und Approach – Basics
To skip the basics, click here and go directly to Arrival and Approach Preparation.
2.12.2.1.1. The Arrival
is the last part of the descent. It starts at the end of the enroute structure of the flight plan with the
'Transition' (Point) and ends at the Initial Approach Fix (IAF), where the approach begins.
At the transition points, the flights from the various approach directions are collected to be guided
from there in an orderly arrival to the Initial Approach Fix (IAF) of the assigned runway. If the traffic
situation requires it, holding patterns can be flown at these transitions.
The transitions for all EDDH runways are:
NOLGO (for approaches from the south), RARUP (for approaches from the east), BOGMU (for
approaches from the north) and RIBSO (for approaches from the west).
The segment between the end of the enroute structure of the flight plan (the transition point) and
the beginning of the approach at the Initial Approach Fix (IAF) is the Arrival Route is a so-called
'feeder' route Those can be:
2.12.2.1.1.1 Standard Arrival Routes (STARs) from the transition point to the Initial Approach Fix
(IAF) or
2.12.2.1.1.2 ‚VIA‘ Routes which lead from the transition point via a waypoint to the Initial Approach
Fix (IAF) (only possible with ILS Approach or RNAV Approach), or
2.12.2.1.1.3 ATC specifies vectors from the transition point to the Initial Approach Fix (IAF).
133
2.12.2.1.1.1 Standard Arrival Routes (STARs)
2.12.2.1.1.1
Standard Arrival Routes (STARs) (using EDDH as an example)
From all transitions, Standard Arrival Routes (STARs) lead to the Initial Approach Fixes (IAFs) of the
(four) runways. These STARs are shown below (as of AIRAC 2011) and, as is usually the case at other
airports, named after the transition point.
For the RW05
for the RW15
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2.12.2.1.1.1 Standard Arrival Routes (STARs)
for the RW23
for the RW33
The Standard Arrival Routes (STARs) end at the Initial Approach Fix (IAF) at the approaches belonging
to the runways These Initial Approach Fixes (IAFs) are for the EDDH RW05: DH257, EDDH RW15:
DH457, EDDH RW23: DH657, EDDH RW33: DH857.
Standard Arrival Routes (STARs) can be prepared without and with the definition of an approach
mode as Precision Approach (ILS Approach) or as Non Precision Approach (NPA), the latter in APP
NAV or LOC Mode.
135
2.12.2.1.1.1.1 Standard Arrival Routes (STARs) without specifying an approach mode
2.12.2.1.1.1.1 Standard Arrival (STAR) without specifying an approach mode
from NOLGO to RW05 in EDDH
136
2.12.2.1.1.1.1 Standard Arrival Routes (STARs) without specifying an approach mode
The flight path is displayed in the Navigation Display (ND) after transferring the temporary flight plan
by INSERT to an active flight plan as follows:
The arrival route leads from NOLGO to DH257, the Initial Approach Fix (IAF) for the Approach to the
RW05. Close to DH257, there is the deceleration point (red circle with red D). Flying over this point in
managed mode speed, will activate the approach phase and reduce speed automatically.
137
2.12.2.1.1.1.2 Standard Arrival Routes (STARs) followed by an RNAV Approach Approach Mode
2.12.2.1.1.1.2 Standard Arrival (STAR) from NOLGO, followed by RNAV Approach
to RW05 in EDDH
138
2.12.2.1.1.1.2 Standard Arrival Routes (STARs) followed by an RNAV Approach Approach Mode
The flight path is displayed in the Navigation Display (ND) after clicking INSERT transfers the
temporary flight plan to an active flight plan as follows:
The arrival route leads from NOLGO to DH257, the Initial Approach Fix (IAF) for the Approach to the
RW05. Close to DH257, there is the deceleration point (red circle with red D). Flying over this point in
managed mode speed, will activate the approach phase and reduce speed automatically.
Between DH257, the IAF, and ANEXI, the FAF, is the Waypoint DH258. This waypoint is a so-called
intermediate fix (IF).
139
2.12.2.1.1.1.3 Standard Arrival Routes (STARs) followed by an ILS Approach
2.12.2.1.1.1.3 Standard Arrival (STAR) from NOLGO, followed by a
Precision Approach (ILS Approach) at RW05 in EDDH
140
2.12.2.1.1.1.3 Standard Arrival Routes (STARs) followed by an ILS Approach
The flight path is displayed in the Navigation Display (ND) after clicking INSERT transfers the
temporary flight plan to an active flight plan as follows:
The arrival route leads from NOLGO to DH257, the Initial Approach Fix (IAF) for the approach to the
RW05. DH257 is close to the deceleration point (red circle with red D). At this deceleration point,
when flying in managed mode speed, speed is reduced, and the approach phase is activated
automatically. With ANEXI, the Final Approach Fix (FAF), the Final Approach begins. The Centerline
Intercept (CI) Point is specific to the ILS approach. At this point, the plane is aligned to the centerline
of the runway; CI05 is the centerline intercept for RW05.
141
2.12.2.1.1.3 Vectors by ATC
2.12.2.1.1.2 VIA Arrival Preparation by NOLGO, followed by ILS or
NPA Approach to RW05 in EDDH
VIA Arrivals are flown instead of Standard Arrival Routes (STARs).
For the RW05 in EDDH, VIA arrivals to both the ILS approach and the RNAV approach via both HAM
and DH257 are possible. They are programmed in the same way as the standard arrivals and
approaches described above.
142
2.12.2.1.1.3 Vectors by ATC
2.12.2.1.1.3 Vectors by ATC
ATC gives in this Procedure the vectors that lead into the approach path.
143
2.12.2.1.2 Approach
2.12.2.1.2.1 The Approach Path
2.12.2.1.2.1.1 The Initial Approach
2.12.2.1.2.1.2 The Final Approach
2.12.2.1.2 Approach
In order to activate the Approach Mode, the Approach (APPR) button must be pressed on the
Glareshield within the arrival route, at the latest shortly before reaching the IAF, and the LS button
must also be pressed for a Precision ILS-) Approach and for a Non Precision Approach (NPA) in LOC
Mode as well. When the Deceleration Point is reached, the system automatically switches to the
Approach Phase (if not activated manually before) As a result, the descent path to the runway
threshold is shown in the navigation display (ND) and flown off.
2.12.2.1.2.1 The Approach Path
The approach starts at the end of the arrival route at the Initial Approach Fix (IAF).
It consists of 2 segments:
(1) the Initial Approach, which begins with the Initial Approach Fix (IAF), and
(2) the Final Approach, which begins with the Final Approach Fix (FAF).
2.12.2.1.2.1.1 The Initial Approach
starts with the Initial Approach Fix (IAF). The IAF should be set in the flight plan as an overfly
waypoint and its altitude as 'at'.
Usually, not far from the IAF, there is the deceleration point. When flown in Managed Speed Mode,
Approach Mode is automatically activated when flying over this point, and the speed is reduced.
The deceleration takes place before the deceleration point, if the approach phase has been activated
and confirmed manually in the FMC, which can theoretically already be done in the climb phase, the
cruise phase, and the descent phase (but this theoretical option would not make much sense).
2.12.2.1.2.1.2 The Final Approach
starts at the Final Approach Fix (FAF) and ends with landing. The FAF should be set as an overfly
waypoint its altitude as 'at'.
The altitude entered for the touchdown point in the flight plan should be set 50 ft above its
geographical altitude.
144
2.12.2.1.2.2 Approach Modes
2.12.2.1.2.2.1 Precision Approach
2.12.2.1.2.2.2 Non Precision Approach (NPA) in APP NAV Mode
2.12.2.1.2.2.3 Non Precision Approach (NPA) in LOC Mode
2.12.2.1.2.2 Approach Modes
The A359 by FlightFactor offers 3 instrument approach modes:
2.12.2.1. the Precision Approach (ILS Mode)
2.12.2.2 the Non Precision Approach (NPA) in Approach Navigation (APP NAV; APV baro) mode and
2.12.2.3 the Non Precision Approach (NPA) in Localizer (LOC) mode.
Any instrument-based approach that does not use the glide slope of an ILS transmitter is called a Non
Precision Approach (NPA).
2.12.2.1.2.2.1 The Precision Approach (ILS Approach)
In the final approach to the runway, the localizer beam, and the glide slope beam of an Instrument
Landing System (ILS) transmitter are used. This ensures both vertical and lateral guidance for runway
orientation and descent on the glide path. The descent takes place to the Decision Altitude or
Decision Height (DA/H; see charts). If the runway is in sight, the landing is continued, otherwise a goaround is made, starting at the Missed Approach Point (see charts).
2.12.2.1.2.2.2 Non Precision Approach (NPA) in APP NAV (APV baro) Mode
In the Final Approach, there is GPS-based lateral guidance only in the APV baro mode, there is
vertical guidance by barometric altitude fixing, additionally.
2.12.2.1.2.2.3. Non Precision Approach in LOC Mode
lateral guidance on the RW heading is ensured by the localizer beam of a LOC or an ILS transmitter.
In both Non Precision Approach modes, the descent takes place up to the Minimum Descent
Altitude/Height (MDA/H; see charts). When reaching the MDA/H, it must be decided whether the
visibility to the RW is sufficient and the landing can take place, or whether to continue flying at this
altitude until the Missed Approach Point is reached, and the go around carried out at this Missed
Approach Point.
In case of landing, the autopilot and Flight Director have to be switched off; the remaining segment
of the landing approach has to be flown manually.
145
2.12.2.1.2.2.3 Non Precision Approach (NPA) in LOC Mode
The following systems are used for the approach procedures:
Precision Appr.
Non Precision Appr.
Non Precision Appr.
ILS Mode
LOC Mode
APP NAV Mode
AP and FD
AP and FD
AP and FD
A/THR in
A/THR in
A/THR in
Managed Speed-Mode
Managed Speed-Mode
Managed Speed-Mode
The FLS-System
The FLS-System
ILS
FLS Localizer (F-LOC)
or Localizer (LOC)
or Localizer Back Course (B/C)
146
2.12.2.2 Descent: Arrival and Precision Approach Preparation – Execution
2.12.2.2.1 Arrival and Precision (ILS) Approach Preparation
2.12.2.2 Arrival and Approach Preparation – Implementation
Click here for arrival with ILS Approach Preparation.
Click here for arrival with Non Precision Approach Preparation in APP NAV Mode.
Click here for arrival with Non Precision Approach Preparation in LOC Mode.
2.12.2.2.1 Arrival and Precision (ILS) Approach Preparation
(using the example for the RW05 in EDDH) - Execution
The selection of the runway equipped with an ILS is made in the FMS on the ACTIVE/F-PLN page via
EDDS, then RWY, then APPR, then STAR.
147
2.12.2.2.1 Arrival and Precision (ILS) Approach Preparation
The waypoints are loaded into the preliminary flight plan and checked. If correct, click INSERT
TEMPY.
The flight plan is now active with ILS-APPR.
Now the flight level or altitude constraints, which can be seen on the charts, must be controlled in
the flight plan, if necessary entered:
There are 2 altitude constraints for the NOLG4A RNAV approach:
For NOLGO:
Flight Level at or below 110,
for DH257:
Altitude at or above 4000 ft.
The altitude for the runway should be 30 ft higher than the geographical one (runway threshold
+30 ft). For the RW05 the threshold is 32 ft, the entry in the flight plan is therefore 100 ft. The
current QNH must be entered correctly.
All waypoints (except those in curves) are set as overfly waypoints in the flight plan.
This completes the Precision Approach preparation in ILS Mode.
Next: Descent (Section 2.13.0)
148
2.12.2.2.2 Arrival and Non Precision Approach (NPA) Preparation in APP NAV Mode
to the RW05 in EDDH - Execution
2.12.2.2.2 Arrival and Non Precision Approach (NPA) Preparation
in APP NAV Mode on the RW05 in EDDH - Execution
When preparing for arrival, chose RW (05) on the flight plan page of the FMS,
then the approach (APPR) as RNAV Approach (RNV05),
149
2.12.2.2.2 Arrival and Non Precision Approach (NPA) Preparation in APP NAV Mode
to the RW05 in EDDH - Execution
then, as Standard Arrival Route (STAR), NOLG4A.
Then the temporary flight plan is converted into an active flight plan (INSERT TEMPY).
Now the flight level or altitude constraints, which can be seen on the charts, must be controlled in
the flight plan, if necessary entered:
There are 2 altitude constraints for the NOLG4A RNAV approach:
For NOLGO:
Flight Level at or below 110,
for DH257:
Altitude at or above 4000 ft.
The altitude for the runway should be 30 ft higher than the geographical one (runway threshold
+30 ft). For the RW05 the threshold is 32 ft, the entry in the flight plan is therefore 100 ft. The
current QNH must be entered correctly.
All waypoints (except those in curves) are set as overfly waypoints in the flight plan.
150
2.12.2.2.2 Arrival and Non Precision Approach (NPA) Preparation in APP NAV Mode
to the RW05 in EDDH - Execution
The Standard Arrival Route (STAR) will start at NOLGO with a FL at or below 110 and end at Waypoint
DH257 as Initial Approach Fix (IAF) with an altitude of at or above 4000 ft and then transition to the
Initial Approach.
The Final Approach will begin with the Final Approach Fix (FAF) ANEXI.
In ND, the legs of the RNAV Arrival Route from NOLGO to DH257 show up as expected according to
the charts:
This completes the Non Precision Approach (NPA) preparation in APP NAV Mode.
Continue with the Descent (Section 2.13.0)
151
2.12.2.2.3 Arrival and Non Precision Approach (NPA) Preparation in LOC Mode
to the RW 05 in EDDH - Execution
2.12.2.2.3 Arrival and Non Precision Approach (NPA) Preparation
in LOC mode on the RW05 in EDDH - execution
On the flight plan page of the FMS the RW (05) is to be selected,
then the approach (APPR) as ILS05. However, we will only use the localizer (LOC) beam of the ILS
transmitter because we want to fly an NPA in LOC mode.
152
2.12.2.2.3 Arrival and Non Precision Approach (NPA) Preparation in LOC Mode
to the RW 05 in EDDH - Execution
Then, as Standard Arrival Route (STAR), NOLG4A.
Finally, the temporary flight plan is converted into an active flight plan (INSERT TEMPY).
Now the flight level or altitude constraints, which can be read on the charts, must be controlled, if
necessary entered:
There are 2 altitude constraints for the NOLG4A RNAV approach:
For NOLGO:
Flight Level at or below 110,
for DH257:
Altitude at or above 4000 ft.
The altitude for the runway should be 30 ft higher than the geographical one (runway threshold
+30 ft). For the RW05 the threshold is 32 ft, the entry in the flight plan is therefore 100 ft. The
current QNH must be entered correctly.
All waypoints (except those in curves) are set as overfly waypoints in the flight plan.
153
2.12.2.2.3 Arrival and Non Precision Approach (NPA) Preparation in LOC Mode
to the RW 05 in EDDH - Execution
The Standard Arrival Route (STAR) will start at NOLGO with a FL at or below 110 and end at Waypoint
DH257 as Initial Approach Fix (IAF) with an altitude of at or above 4000 ft and then transition to the
Initial Approach.
The Final Approach will begin with the Final Approach Fix (FAF) ANEXI.
In ND, the legs of the Standard Arrival Route from NOLGO to DH257 show up as expected according
to the charts:
154
2.12.2.2.3 Arrival and Non Precision Approach (NPA) Preparation in LOC Mode
to the RW 05 in EDDH - Execution
The flight plan for an NPA approach in LOC mode has a special feature: Behind the Initial Approach
Fix (IAF) DH257 there is the Waypoint CI05.
'CI' stands for Centerline Intercept '05' for the active runway.
In the RNP, the ILS transmitter frequency of the RW05 (this is the transmitter with the identifier IHHE
and the frequency 110.50) and the runway heading (047°) are entered.
This completes the Non Precision Approach (NPA) preparation in LOC mode.
Continue to Descent (next section 2.13.0)
155
2.13.0 Descent
2.13.1 Descent Checklist
2.13.0 DESCENT
Before starting the Descent Checklist
156
2.13.0 Descent
Cabin Announcement: Start descent.
Before the Top of Descent (TOD or T/D) (you have calculated it beforehand or see it from the altitude
profile of the flight plan in ND or recognize the sign in the PFD the altitude at which the Final
Approach will begin is turned on the ALT button of the Glareshield. At the Top of Descent, click the
ALT knob. The plane now starts the descent; thrust lever goes to idle (THR IDLE)
The Descent checklist consists of 2 sections:
2.13.1 AT 10.000 FT
2.13.2 Descent
157
2.13.1 Descent/Descent at 10.000 ft.
2.13.1 Descent passing 10.000 ft
set and check
158
2.13.2 Descent
2.13.2 Descent/During further descent
check
In ND, a red dot indicates the moment of the flight plan in which the speed is reduced to 250 kt, and
a red circle indicates the point at which the speed must be further reduced. The green bent arrow
indicates where the set target altitude will be reached.
159
2.13.2 Descent
Now it is to be decided whether a holding pattern must be flown or a precision approach or a nonprecision approach (NPA) or a visual approach should be carried out.
Continue to Holding Pattern Procedure (next section 2.13.3)
Continue to the Precision Approach Procedure (Section 2.14.0)
Continue to Non Precision Approach (NPA) Procedure (Section 2.15.0)
Continue to Visual Approach Procedure (Section 2.17.1)
160
2.13.3 Holding Pattern
2.13.3 Holding Pattern
If the approach to the destination airport must be delayed, the ATC can instruct you to fly a holding
pattern at a specific waypoint.
This is programmed in FMS as follows:
Call up the flight plan in the FMS and scroll to the waypoint over which the holding pattern is to be
flown.
In the following example, this is the Waypoint LBU (Ludwigsburg/Germany).
By right clicking the context menu appears, in which HOLD must be clicked. The input mask for all
parameters that configure the holding pattern then opens.
Inbound Course: heading towards the waypoint.
Outbound Course: Course away from the waypoint.
TURN: Whether to fly clockwise ('right') or counterclockwise ('left').
LEG: Defines the length of legs of the holding pattern (either by length or by the time).
There are 2 ways to program a holding pattern: manual input of individual parameters and
automated input.
161
2.13.3.1 Holding Pattern; Manual input
2.13.3.1. Manual entry of parameters
The data to be entered can be found on the flight charts. For LBU applies (excerpt from the map of
Navigraph):
Inbound Course 177°, direction of rotation left (i.e. counterclockwise), length of the legs 1 minute
each.
These values are entered into the FMS and adopted into the flight plan with TMPY F-PLN.
After checking, click on INSERT TEMPY* and the flight plan with Holding Pattern is active.
162
2.13.3.2 Holding Pattern; Automated input
2.13.3.2 Automated input of holding pattern parameters
Click 'COMPUTED' in the input window. Then parameters are calculated that are adapted to the rest
of the flight plan:
Transfer F-PLN to the provisional flight plan with TMPY F-PLN and activate Holding Pattern in the
window that then opens with INSERT TEMPY*.
The Holding Pattern is displayed in ND; (here e.g. via IDEKO):
163
2.13.3.3 Holding Pattern; Flying a Holding Pattern
2.13.3.3 Flying and ending a Holding Pattern
When approaching the holding pattern the input field also indicates when the holding pattern must
be left at the latest (LAST EXIT), because the amount of fuel presumably still available on board at
this time (EFOB) would be used up when reaching the alternative airport.
164
2.13.3.3 Holding Pattern; Flying a Holding Pattern
The holding pattern is flown automatically. At the moment when the aircraft reaches the holding
pattern, the switch for immediate termination of the holding (IMMEDIATE EXIT*) appears in the
flight plan page of the FMS:
If this switch is pressed, the display in ND changes: The legs are immediately shortened so that the
plane leaves the pattern via the waypoint in the direction of rotation of the holding.
165
2.13.3.3 Holding Pattern; Flying a Holding Pattern
At the same time, the option is offered to resume flying the holding pattern immediately (RESUME
HOLD*).
After completion of a holding pattern, the approach is continued with a precision approach or a nonprecision approach (NPA) or a visual approach.
Continue to the Precision Approach Procedure (Section 2.14.0)
Continue to Non Precision Approach (NPA) Procedure (Section 2.15.0)
Continue to Visual Approach Procedure (Section 2.17.1)
166
2.14.0 Precision Approach - Procedure
2.14.0 PRECISION APPROACH - Procedure
The Precision Approach consists of 2 phases:
2.14.1. Initial Approach
2.14.2. Final Approach
Cabin Announcement. Before Landing
167
2.14.1 Precision Approach/Initial Approach - Procedure
2.14.1 Precision Approach Procedure/Initial Approach
set and check
Go to the NAV menu on the Radio Management Panel (RMP), click 'ILS' and set/control the ILS
frequency and runway heading. For the RW05 in EDDH, this is 110.50 (MHz) and 047°.
Landing Lights ON below FL 100
168
2.14.1 Precision Approach/Initial Approach - Procedure
VREF is displayed in the PFD at the bottom left .
Activate Autobrake. Rotate the outer ring clockwise to adjust the level of braking (BRK LO, 2, 3, HI;
displayed in the PFD):
To activate the descent phase at the Top of Descent (TOD or T/D), the target altitude at Glareshield is
turned to 3000 ft; this is the altitude constraint for ANEXI, where the final approach will begin.
The Arrival NOLG4A was programmed for the Precision Approach in ILS mode towards RW05 at
EDDH. Since then, the ND displays the ILS APP mode The plane is currently still in the cruise phase.
169
2.14.1 Precision Approach/Initial Approach - Procedure
At the Top of Descent (TOD or T/D), the ALT button on the Glareshield was pressed, which activated
the Descent Mode and initiated the Descent.
In the PFD you can see the entry 'DES'. The nearest FL to be reached (FL040 of the IAF) is shown
magenta. The Minimum Descent Altitude (MDA) can also be seen in the PFD; it was entered manually
on the approach page of the FMS according to the specifications of the Airport Charts.
170
2.14.1 Precision Approach/Initial Approach - Procedure
In the PFD is indicated by a red 'D' outlined in red and is entered in the flight plan with (DECEL).
During the descent, the situation in PFD and ND is as follows:
It can be seen that we reached NOLGO on the FL 110. After that, FL110 to DH230 is retained.
On the Glareshield, the value tuned in for the altitude (3000 ft at ANEXI) is now checked again.
171
2.14.1 Precision Approach/Initial Approach - Procedure
When flying the NOLG4A Arrival Route, the plane has now turned on the runway opposite course.
The IAF is DH257, the deceleration point is reached near CI05 (Centerline Interception Point).
After turning on the landing course, DH257, the IAF, is about 6 nm in front of us.
This is followed by the Final Approach (Section 2.14.2)
172
2.14.2 Precision Approach/Final Approach - Procedure
2.14.2 Precision Approach/FINAL APPROACH - Procedure
'LS' on the Glareshield is activated.
Ground spoilers armed (front position);
Display in PFD:
Once the ILS characters appear in the PFD press the other APPRoach button on the Glareshield and
activate the 2nd Autopilot on the Glareshield.
... check and set ...;
173
2.14.2 Precision Approach/Final Approach - Procedure
174
2.14.2 Precision Approach/Final Approach - Procedure
ECAM WHEEL-Page on the Center Pedestal
Tune in the height for possible go around now on the Glareshield.
The Flight Mode Anunciator (FMA) indicates that the G/S and LOC are expected/captured.
Check that Traffic Advisory/Resolution Advisory (TA/RA) mode is active.
Extend flaps as required,
Groundspoilers armed
Check autobrake settings
Gear down and check correct function on the ECAM WHEEL page
The PFD shows G/S and LOC once the glide path has been recorded:
The diamonds for the Slope and the LOC are in the middle, the sink rate of the plane corresponds to
the inclination of the Glide Slopes.
The aircraft receives lateral and vertical guidance and is thus automatically guided to the touchdown
point of the runway.
Continue with LANDING (section 2.18.1) or with Go Around (section 2.19.0)
175
2.15.0 Non Precision Approach Procedure
2.15.0 Non Precision Approach (NPA) Procedures
In the A350-900 by FF, 2 NPA procedures are implemented:
The NPA Procedure in LOC Mode
The NPA Procedure in APP NAV Mode.
To the Non Precision Approach (NPA) Procedure in LOC Mode:
Non Precision Approach (NPA) Procedure/LOC Mode (Section 2.15.1)
To the Non Precision Approach (NPA) Procedure in APP NAV Mode:
Non Precsion Approach Procedure/APP NAV Mode (Section 2.16.1)
176
2.15.1 Non Precision Approach Procedure/LOC Mode
2.15.1.1 Non Precision Approach Procedure/LOC Mode/Initial Approach
2.15.1 Non Precision Approach (NPA) Procedure/LOC Mode
2.15.1.1 Non Precision Approach (NPA) Procedure/LOC Mode/Initial Approach
In NPA in LOC mode, the plane uses the localizer (LOC) beam of a localizer (LOC) transmitter or the
localizer (LOC) signal of an ILS transmitter to align in runway heading.
In the Radio Management Panel (RMP), the frequency of a localizer (LOC) or ILS transmitter and the
runway heading must be screwed in for NAV1. For the RW05 in EDDH these are 110.50 and 047°.
In order to activate the descent phase at the Top of Descent (TOD or T/D), the target altitude at
Glareshield is tuned to 3000 ft; this is the altitude constraint for ANEXI, where the final approach will
begin.
177
2.15.1.1 Non Precision Approach Procedure/LOC Mode/Initial Approach
The following checks must be carried out
Seatbelts ON (Overhead Panel)
Approach phase activated in FMS
Positioning Monitor ON
Managed Speed ON (must be enabled)
Speed brakes set as needed
Radio Navigation Panel (RNP) as required (screw in the frequency of the required VORs and/or
NDBs),
Check VOR- and/or NDB needles in ND.
The Arrival NOLG4A was programmed for NPA in LOC mode on the RW05 from EDDH (description in
section 2.12.2.3). Since then, the ND displays the ILS APP mode. (If the RW05 were equipped with a
LOC transmitter it would show 'LOC05'; we will only use the localizer (LOC) from the ILS signal.) The
plane is currently still in cruise mode.
178
2.15.1.1 Non Precision Approach Procedure/LOC Mode/Initial Approach
In order to initiate the descent at the Top of Descent (T/D), the target altitude at Glareshield was
tuned to 3000 ft; this is the altitude constraint for ANEXI, where the final approach will begin.
At the T/D, the ALT button on the Glareshield was pressed, which activated the Descent Mode and
initiated the descent.
In the PFD you can see the entry 'DES'. The nearest FL to be reached (FL040 of the IAF) is shown
magenta. The Minimum Descent Altitude can also be seen in the PFD; it was entered manually on the
approach page of the FMS according to the specifications of the Airport Charts.
179
2.15.1.1 Non Precision Approach Procedure/LOC Mode/Initial Approach
In the PFD, the deceleration point near CI05, the IAF, is indicated by a red 'D' outlined in red and is
entered in the flight plan with (DECEL).
During the descent, the situation in PFD and ND is as follows:
It can be seen that we reached NOLGO on the FL 110. After that, FL110 to DH230 is retained.
On the Glareshield, the value tuned in for the altitude (3000 ft at ANEXI) is now checked again.
180
2.15.1.1 Non Precision Approach Procedure/LOC Mode/Initial Approach
Flying the NOLG4A Arrival Route, the plane has now turned on the runway opposite course. The IAF
is DH257, the deceleration point is reached near CI05 (Centerline Interception Point).
After turning onto the landing course, DH257, the IAF, is about 6 nm in front of us.
Here we can activate the LS button on the Glareshield and perform the Final Approach.
181
2.15.1.2 Non Precision Approach Procedure/LOC Mode/Final Approach
2.15.1.2 NPA Procedure/LOC Mode/Final Approach
At the latest after flying over the IAF, the LS button on the Glareshield is pressed.
As a result, the LOC signal of the ILS transmitter is received and displayed with a magenta rhombus in
the PFD.
By pressing the LOC button on the Glareshield the LOC mode is loaded.
182
2.15.1.2 Non Precision Approach Procedure/LOC Mode/Final Approach
When the CI 05 is reached, the LOC mode is active.
The approach phase has turned on automatically.
183
2.15.1.2 Non Precision Approach Procedure/LOC Mode/Final Approach
Since we fly an NPA, i.e. have no vertical guidance, we have to do the descent to the touchdown
point of the RW05 manually. For this purpose, the Glareshield switches from HDG / V/S to TRK/FPA.
184
2.15.1.2 Non Precision Approach Procedure/LOC Mode/Final Approach
Then the Flight Path Angle (FPA) knob is turned so far that the desired glide path (solid green line)
matches the glide path to be targeted (dashed green line). In the present case, this is the case with
an FPA of -4.0°.
In contrast to the ILS Approach, in the Non Precision Approach (NPA) in LOC mode, the glide path
signal can be seen as a magenta-colored, upwardly open triangle (and not as a closed diamond). The
approach course is shown as in the ILS approach (magenta diamond).
At 400 ft above ground, the autopilot and flight director are switched off and the further landing
approach is flown manually.
185
2.15.1.2 Non Precision Approach Procedure/LOC Mode/Final Approach
At the Minimum Descent Altitude (MDA; related to sea level) or the Minimum Descent Height (MDH;
related to the airport altitude the pilot must decide whether he can land because he has the runway
in view, or whether he continues at this altitude up to the Missed Approach Point to start a go
around from there.
MDA or MDH as well as the Runway Visual Range (RVR) with and without Approach Lighting System
(ALS) can be found in the Airport Charts.
For EDDH, RW05 in NPA, i.e. with LNAV without VNAV, the MDA is 500 ft, the minimum visibility of
RWY with ALS 1500 m, without ALS 2200 m.
Continue with LANDING (section 2.18.1) or with Go Around (section 2.19.0)
186
2.16.1.1 Non Precision Approach Procedure/APP NAV Mode/Initial Approach (EDDH, RW05)
2.16.1 NPA Procedure, APP NAV Mode
2.16.1.1 NPA Procedure, APP NAV Mode, Initial Approach
The following checks must be carried out:
Seatbelts ON (Overhead Panel)
Approach phase activated in FMS
Positioning Monitor ON
Managed Speed ON (must be enabled)
Speed brakes set as needed
Radio Navigation Panel (RNP) as required (screw in the frequency of the required VORs and/or
NDBs),
Check VOR- and/or NDB needles in ND.
The RNAV arrival NOLG4A was programmed until the approach to EDDH's RW05 (description in
section 2.12.2.3). Since then, the ND displays the RNAV APP mode. The plane is currently still in
cruise mode. The T/D is achieved at MADOR, for example.
In order to activate the descent phase at T/D, the target altitude at Glareshield is turned to 3000 ft;
this is the altitude constraint for ANEXI, where the final approach will begin.
187
2.16.1.1 Non Precision Approach Procedure/APP NAV Mode/Initial Approach (EDDH, RW05)
At the T/D, the ALT button on the Glareshield was pressed, which activated the Descent Mode and
initiated the Descent.
In the PFD, the entry 'DES' is still displayed in a box (this will disappear in the next few seconds) and
the next FL to be reached (FL110) are displayed magenta. The Minimum Descent Altitude can also be
seen in the PFD; it was entered manually on the approach page of the FMS according to the
specifications of the Airport Charts.
188
2.16.1.1 Non Precision Approach Procedure/APP NAV Mode/Initial Approach (EDDH, RW05)
In the PFD, the deceleration point is indicated by a red 'D' outlined in red circle shorthand DH257, the
IAF, and is entered in the flight plan with (DECEL).
During the descent, the situation in PFD and ND is as follows:
We will reach NOLGO on the FL 110. After that, FL110 to DH231 is retained.
On the Glareshield, the value turned in for the altitude (3000 ft at ANEXI) is now checked again.
189
2.16.1.1 Non Precision Approach Procedure/APP NAV Mode/Initial Approach (EDDH, RW05)
Flying the NOLG4A Arrival Route, the plane has now turned on the runway opposite course. The
lateral and vertical deviation of the aircraft from the ideal flight path are displayed in the PFD.
This is the time for activating the Approach Mode at the Gareshield.
The IAF is DH257, which is close to the deceleration point. DH258 is the Final Approach Fix (FAF); this
is where the Final Approach will begin.
After turning on the landing course, DH257, the IAF, is about 6 nm in front of us as a deceleration
point. Here the approach phase will start automatically when we fly the speed in managed mode.
DH258, the FAF about 10 nm in front of us. This is where the Final Approach will begin, when we
have additionally pressed the APPR button on the Glareshield.
190
2.16.1.1 Non Precision Approach Procedure/APP NAV Mode/Initial Approach (EDDH, RW05)
Before flying over the IAF, the plane is still in RNAV APP mode and in the descent phase.
When flying over the Deceleration Point, the approach phase turned on automatically. In the PFD,
the lateral (L/DEV) and vertical deviation (V/DEV) from the flight path are now displayed as magenta
rectangles.
191
2.16.1.2 Non Precision Approach Procedure/APP NAV Mode/Final Approach (EDDH, RW05)
2.16.1.2 Non Precision Approach (NPA) Procedure, APP NAV Mode, Final Approach
Shortly before turning into runway heading, the APPR button on the Glareshield was pressed.
As a result, the Final Descent, starting at ANEXI was calculated and displayed in ND as a solid green
line (previously dotted line).
192
2.16.1.2 Non Precision Approach Procedure/APP NAV Mode/Final Approach (EDDH, RW05)
Navigation Display
before
and after approach mode activation
Thus, the further descent to the Arrival Runway is programmed.
At Glareshield, the Altitude is now to be turned to the Go Around Altitude.
The plane now descends automatically (similar to the ILS approach on the Glide Slope).
Checks:
Flaps 1
Set Traffic Alert and Collision Avoidance System (TCAS)-Mode to Traffic Advisory/Resolution Advisory
(TA/RA) (Surveillance window of the FMC)
Monitor the recording of the Glide Slope
Flaps 2
Gear down
Autobrake must be enabled
Ground Spoilers armed
Landing Lights ON
Flaps 3
Call up ECAM WHEEL-Page and check the correct functioning of the gear
Flaps Full
Tablet stowed away
193
2.16.1.2 Non Precision Approach Procedure/APP NAV Mode/Final Approach (EDDH, RW05)
Below 400 (at the latest 200) ft above ground, the autopilot is switched off and the descent is
continued manually.
At the Minimum Descent Altitude (MDA; related to sea level) or the Minimum Descent Height (MDH;
related to the airport altitude) the pilot must decide whether he can land because he has the runway
in view, or whether he continues to fly at this altitude until reaching the missed approach point and
performing a Go-around from there.
MDA or MDH, as well as the Runway Visual Range (RVR) with and without Approach Lighting System
(ALS) can be found in the Airport Charts.
For EDDH, RW05 in NPA, i.e., with LNAV without VNAV, the MDA is 500 ft, the minimum visibility of
RWY with ALS 1500 m, without ALS 2200 m.
Continue with LANDING (section 2.18.1) or with Go Around (section 2.19.0)
194
2.17.1 Visual Approach Procedure (EDDH, RW05)
2.17.1 Visual Approach
The Visual Approach is performed on a 3° slope on sight.
The approach should be stabilized at 500 ft above airport altitude with correct approach path and
landing configuration
Activate Approach Phase in FMS
Turn off FD
Select TRK/FPA
A/THR ON
Flaps 1
Traffic Alert and Collision Avoidance System (TCAS) Mode to Traffic Advisory/Resolution Advisory
(TA/RA).
Check Flight Path Angle (FPA) (Glareshield: switch from HDG/V/S to TRK/FPA
Flaps 2
Gear down
Autobrake ON
Ground Spoilers armed
Landing Lights ON
Continue with LANDING (section 2.18.1) or with Go Around (section 2.19.0)
195
2.18.1 Landing
2.18.1 LANDING
Before touchdown, the radar height (above ground) is called out, initially in steps of 100 feet, from
heights below 100 feet to touchdown in steps of 10;
in between '100 above' (i.e. 100 feet above the decision height for go around), then 'minimum'
(decision height for go around)
Shortly before touchdown the PFD shows 'LAND' (green) in a white box and after reaching the
minimum altitude' LAND' (without box):
Then ‚FLARE‘, boxed first,
then unboxed.
When calling 'retard': Move Thrust Lever to 'IDLE'.
After touching down, the ground spoilers extend automatically.
Braking by autobrake and throttle reverse.
196
2.18.1 Landing
'ROLL OUT' appears in a box first
then without a box:
Cabin Announcement: After Landing
197
2.19.0 Go-around
2.19.0 Go around (GA)
This checklist consists of 2 sections:
2.19.1 Go around
2.19.2 From an intermediate Approach Altitude
198
2.19.1 Go-around
2.19.1 Go around
If a go around (GA) is required, this maneuver must be started at the 'Decision Hight'. Slide thrust
lever onto TOGA, initiate climb, retract landing gear, retract flaps if necessary or possible.
If your flight plan with the approach also contains the GA legs this part of the flight plan is
automatically flown by the autopilot at the beginning of the GA plan.
After instruction by the ATC, the next landing attempt is initiated. Before reaching the ILS glide path
again, the APPR button on the Glareshield must be reactivated.
199
2.19.2 Go Around from an Intermediate Approach Altitude
2.19.2 Go around from an Intermediate Approach Altitude
200
2.20.1 After Landing
2.20.1 AFTER LANDING
... set and check
201
2.21.1 Parking
2.21.1 PARKING
... set ...
After the aircraft has reached the correct position at the gate and the turbines have been switched
off, the passenger bridge moves to the aircraft (Autogate function).
Cabin Announcement: Goodbye
Cabin to Cockpit: Doors to manual (Doors can now be opened manually again)
202
2.21.1.1 Parking/unloading the aircraft
2.21.1.1 Unloading the aircraft
Call Ground Equipment (OIS/GROUND SERVICE/GROUND EQUIPMENT)
Open doors and hatches (OIS/GROUND SERVICE/DOORS & HATCHES)
Unload passengers and cargo (OIS/AIRPLANE/PASSENGERS); click on 'UNLOAD PAX'
203
2.22.1 Securing the Aircraft
2.22.1 SECURING AIRPLANE
... set and check.
Don't forget: it's a game! Have fun with it!
And again:
Suggestions for improvement are always welcome.
Bye!
Horst-H. Krause
204
Appendix A
Appendix A:
Notes on Flex Temp
Setting Flex Temperature (on the FMS1/ACTIVE/PERF/T.O. page) determines how much thrust is
reduced during a Flex Takeoff. The logic behind this is: the higher the outside temperature, the less
thrust the turbines give as air density decreases with increasing temperature. However, modern
engines generate the same thrust independently of the air temperature, at least up to a certain limit
(flat-rated temperature). Above this temperature limit of the intake air, the turbine output drops
significantly.
For a flex temperature of X° C, the turbine will provide the thrust that is possible at an outside
temperature of X° C. This has the following consequences:
The flex temperature must not be lower than the outside temperature.
If the flex temperature is below the flat-rated temperature, the turbines deliver TOGA thrust, even
during a flex takeoff.
To achieve thrust reduction for the takeoff, the flex temperature should be about 10° - 20 ° C above
the actual outside temperature.
205
Appendix B
Appendix B: Notes to Thrust Reduction Altitude
The Thrust Reduction Altitude and the ACCELERATION Altitude are dependent on weather, aircraft
weight, noise regulations, as can be read in airport charts; unless otherwise stated, for airports in
Europe typically 1500 feet.
The Thrust Reduction Altitude determines the height at which the aircraft prompts the pilot to push
the thrust levers from TOGA (or FLEX) to the CL position by illuminating LVR CLB in the PFD.
The Acceleration Altitude determines the altitude at which (automatically) the SRS mode is switched
to the CLB mode (or the OP CLB mode). This is associated with an increase in speed, which allows
flaps to be retracted. The autopilot system switches from the takeoff phase to the climb phase.
Reaching the CRZ FL previously entered on the FMS1/ACTIVE/INIT page, the aircraft switches from
climb to cruise mode. Only when the AP switches to cruise mode, the speed profile during descent is
correctly adhered to; it should be noted that the speed at < 10,000 feet is < 250 knots.
206
Appendix C
Appendix C
Notes on Takeoff-Run
In case of crosswinds < 20 knots and absence of tailwind: throttle to 50% N1
After stabilizing the turbine data, slide the throttle to the FLX or TOGA position.
In case of crosswinds > 20 knots and/or tailwind: push throttle to 50 % N1,
after stabilization of the turbines at 70 % N1, push throttle to FLX or TOGA;
Takeoff thrust should be reached at 40 knots ground speed.
This ensures that both turbines give thrust evenly. Otherwise, the plane may have problems holding
the RWY heading during the takeoff run due to laterally different thrust.
207
Appendix D
Appendix D
Flaps and Slats Configurations
The Airbus allows 5 or 6 flaps configurations: 0, 1, (1+F), 2, 3 and 4. They can be activated by the
position of the flap lever. They affect the positions of both the slats and flaps. In addition, depending
on the configuration, the slats close to the fuselage are lowered ('droop nose device').
Leverage position 0
Config ‚0‘:
flaps and slats ‚0‘‚ clean‘
Leverage position 1
Config ‘1’:
Holding and Approach
Droop nose 16,7°
Leverage position 1
Config ‚1+F‘:
slats 18°
flaps 0°
Takeoff and Approach
Droop nose 16,7°, slats 18°; flaps 6° during TO ,9° during APP
Leverage position 2
Config ‚2‘:
Takeoff und Approach
Droop nose 16,7°
Leverage position 3
Config ‚3‘:
Config ‚3+S‘
slats 18°
flaps 26°
Approach/Landing
Droop nose 25°
Leverage position FULL Config ‘Full’
flaps 20°
Takeoff
Droop nose 16,7°
Leverage position 3
slats 18°
slats 27°
flaps 26°
slats 27°
flaps 37,5°
Landing
Droop nose 25°
Glossary:
208
Glossary
A
Acceleration Altitude: Altitude at which acceleration is carried out at the expense of the rate of
climb
(see also Appendix B)
ADF: Automatic Direction Finder: Radio compass; can target NDBs.
ADIRS: Positioning
Alignment: Localization of the aircraft in the GPS system
AP/FD: Autopilot/Flight Director
Approach phase: is activated as soon as the descent falls below a certain altitude (usually 5000 ft)
and ends with the landing
APU Bleed: bleed air provided by APU
Autobrake: Assists the pilot during braking after landing and is automatically activated as soon as the
nose wheel touches down.
Autothrust (A/THR): (also Autothrottle): Automatic thrust control according to the set flight
parameters
Auxiliary Power Unit (APU): Auxiliary turbine
Avionics (AVCS): Electronic system for communication and navigation
209
Glossary
B
Bearing: Angle between the magnetic north direction and the direction to an object at the current
position of the aircraft; cf. Heading and Course
Bearing, relative: angle between the direction to an object (other aircraft, waypoint, etc.) and one's
own heading
Bus-Tie: links the electrical circuits
C
Climb Phase: starts at the end of the Takeoff Phase and ends at the Top of Climb (T/C)
Cost Index (CI): helps to optimize the costs and revenue of the flight
Cruise phase: start at the Top of Climb; End at Top of Descent (TOD or T/D)
D
Deceleration Point: Point at which the speed is further reduced during landing and the approach
mode is activated automatically if not activated manually before.
Default Settings
Descent phase: Starts at the top of descent (TOD or T/D), ends at the beginning of the
approach path
210
Glossary
E
ECAM: Electronic Centralized Aircraft Monitoring
ECAM Display: Electronic Centralized Aircraft Monitoring Display
ECON Speed: Cost-effective speed
ELMU: Electric Load Management Unit; ensures the power supply of all important consumers
Estimated Fuel on Board/EFOB: Amount of fuel likely to be present on board at a given time or
waypoint.
F
FCU: Flight Control Unit
Final Approach: Last segment ('leg') of the approach phase; from final approach fix (FAF) to
touchdown
FLEX Thrust lever position if takeoff is to be performed by FLEX-Temp adjustment with reduced
thrust.
FMS: Flight Management System (FMS); all flight-relevant data is entered into this system
211
Glossary
G
Ground Power Unit (GPU): Generator set for ground supply
GS: Speed over ground
G/S: Glideslope; leads in the vertical plane to the touchdown point of the runway
H
Heading Angle between an object and orientation of the nose of the aircraft. In strong crosswinds,
the heading can deviate from the current course, because the plane has to align against the wind to
stay on course; cf. course and bearing.
Holding Pattern
Holding Pattern – Parameter:
Inbound course/leg: course/leg towards the waypoint over which the holding pattern is flown.
Outbound Course/Leg: course/leg away from the waypoint over which the holding pattern is flown.
The duration of a leg is also programmed; either temporally (e.g. 1 minute) or according to the length
(e.g. 1 nm)
I
212
Glossary
IDLE: Zero position
IGN: Ignition
ILS: Instrument Landing System
Inbound: towards a target (e.g. towards a waypoint)
Initial Approach: First part of the approach path until the aircraft lands in the runway heading; starts
at the Initial Approach Fix (IAF) and ends at the Intermediate (or final) Approach Fix (FAF)
Intercept Point: Point at which the flight plan resumes after deviation.
IRS alignment: Localization/linking of the position of the aircraft in the GPS system
K
Course: Intended flight direction taking into account winds and magnetic deviation; cf. Heading and
Bearing
L
Level Off Point: At the end of the climb phase; Top of Climb; TOC; T/C
Loadsheet: Loading document; contains all information about passengers, luggage, cargo, fuel, cabin
crew, catering, etc.
Localizer (LOC): Localizer (LOC) leads plane in the horizontal to the touchdown point
213
Glossary
M
Maximum Continuous Thrust: Maximum permissible continuous thrust
Maximum Recommended Flight Level/REC MAX FL: Flight Level, which should not be exceeded for
aerodynamic reasons
MCDU: Multi Purpose Control and Display Unit
MFD: Multifunction display
Minimum Flaps Retract Speed: Minimum speed for retracting the flaps
Minimum Slats Retract Speed Minimum speed for retracting the slats to the "clean" flap
configuration
N
NDB: Non-directional beacon: Radio beacon (usually long or medium wave) to which the direction of
the aircraft, but not its distance, can be determined. The correct position of a plane can therefore
only be determined with the help of at least 2 NDBs.
Network Server System (NSS): organizes the network of systems
O
Optimum Flight Level (OPT FL): Flight level with the lowest fuel consumption
Outbound: away from a waypoint
214
Glossary
P
Pack: Cooling turbine
Passenger Announcement Entertainment & Service Multiplex (PAX SYS)
Pressurization: Supply of compressed and bleed air
R
Radial: Radio signal emanating from a VOR with direction information encoded
Recommended Maximum Flight Level: for aerodynamic reason recommended max. flight level
Rejected Takeoff: leads to automatic emergency braking when the start is aborted – thrust lever in
zero position
RNAV: (Originally 'Random NAVigation'), today: Area Navigation: Area navigation method for
instrument flights using waypoints, VOR/DME, inertial navigation system or inertial navigation
system (INS) and GPS.
S
SQWK: Transponder
STEP ALT: vertical flight pattern with which the Cruise Flight Level is gradually adapted to the
Optimum FL, increasing due to fuel consumption.
STEP CLIMB: s. STEP ALT
SURVeillance: Monitoring
SURVeillance-Page: Monitoring traffic, weather, etc.
215
Glossary
T
Takeoff : Rolling at take-off ; see also Appendix C
Takeoff phase: From the beginning of the takeoff run to reaching the acceleration altitude
Traffic Advisory/Resolution Advisory (TA/RA) Traffic Alert/Resolution Advisory: Warns of collision
and proposes a solution
TAS: Speed versus air
Traffic Alert and Collision Avoidance System (TCAS): Ensures vertical guidance in case the system
gives an alternative recommendation (climb! or descent!).
Terrain Awareness and Warning System (TAWS): Warning of terrain
Thrust Reduction Altitude: At this height, the thrust lever of TOGA or FLEX is pushed into the CL
position
TOGA Thrust lever position if the takeoff is to be carried out without thrust reduction (e.g. by FLEXTemp adjustment)
Top of Climb (T/C): End of the Climb Phase and Start of the Cruise Phase
Top of Descent (TOD oder T/D): End of the cruise phase and start of the descent
Track: Actual flight path flown over ground
Transition Altitude: Altitude at which to switch from actual QNH to standard QNH.
Transition Flight Level: Flight level, at which the standard QNH (1013 mbar) is switched to the
current air pressure during the descent
Transponder/Transponder Code: Device in the aircraft in which a four-digit code is entered to enable
identification of the aircraft, e.g. by the ATC.
216
Glossary
V
VOR/VORD / VOR-DME Very High Frequency Omni-Directional Range-Distance Measuring
Equipment: Radio navigation transmitter, with the help of which both the direction and, if the VOR is
equipped with DME, the distance to the current position of the aircraft are calculated and displayed.
W
Weather Radar (WXR)
X
X-Bleed-Selector: for compressed air supply
Z
Zero Fuel Weight: Total weight of the fully loaded aircraft minus the weight of the loaded fuel
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