cls a330-a340 document version 4.5

Airbus A330-200/300 A340-200/300

User’s manual Operations manual Flight tutorial CYYC-KLAS

Airbus A330/A340-200/300

Commercial Level Simulations Version 4.5 / July 23, 2007 Copyright © 2007 Angelique van Campen 1/166 All rights reserved

Preface Welcome on board of the Commercial Level Simulations A330/A340-200/300 booklet. This booklet contains everything needed to fly one of these Airbus airplanes, but it also provides you with many other details. For your convenience, we have divided this booklet in the following parts: - Chapter One: User’s manual - Chapter Two: Operations manual - Chapter Three: Flight tutorial CYYC-KLAS - Chapter Four: Appendix Probably you are so enthusiastic to start immediately flying, however we advice you either to print the booklet or start first reading the User’s Manual with general aircraft information and of course, the panel description. This is almost vital to understand the operation, handling and control in the cockpit as well as some hidden features. The next logical step is the Operations Manual. Details about the different flight phases, how to handle the aircrafts, tables, charts, step climb details, are right here. Although it’s located the appendix, many known FAQ (Frequently Asked Questions) are covered in this chapter. Finally, we welcome you on board of a special non-scheduled Airbus A330-300 Air Canada flight AC 546 from CYYC (Calgary) to KLAS (Las Vegas). The flight duration will be around 2½ hours and will give you a very good idea of the possibilities of the Airbus A330 Series. The flight tutorial is compatible with the CLS A340-200/300, since the cockpit panels are for 90% similar with the CLS A330-200/300. In the User’s- and Operations manual, we gathered for you all the differences between the A330 and A340.

The flight tutorial uses a combination of flying a SID, waypoints, VOR beacons and a STAR. In other words, it will cover all kind of possible flight techniques and navigation devices. We assume that you’ve got basic knowledge of how navigation systems work, how to power-up the aircraft system and starting the engines. For your convenience, we included in the download package the FSNavigator file CYYC-KLAS.fsn (flight plan) and the exported FS2004 CYYC-KLAS.pln file. The exported FS2004 flight plan file (*.pln) can also be loaded in FSX and used for in combination with the onboard MCDU. The only add-on program, which is used in this flight tutorial is FSNavigator 4.7. On purpose, we did not use any add-on free- or payware products. You are of course free to use any of those however, flying online at VATSIM, IvAo or FPI could give problems with the approach flight phase in the tutorial. Finally, we from CLS, wish you a lot of fun with the Airbus A330/A340-200/300 Family. Yours Sincerely, The Commercial Level Simulations team

Airbus A330/A340-200/300


Disclaimer This manual is not provided from, or endorsed by Airbus Industries, or any airline in any way. Any exact similarities between this manual and Commercial Level Simulations aircraft to actually aircraft, procedures, or airlines carriers are strictly confidential. All copyrights remain the property of their respective owners. The procedures contained within are the Commercial Level Simulations interpretation of generic flight operations.

These procedures are not always accurate in all situations. All diagrams have been either been recreated to mimic actual procedures or scenarios, or remain the copyrights of the respective owners. The purpose of the manual is not to claim ownership of the procedures or diagrams herein, rather, to show flight operations of the A330-200/-300 based on available information. This manual is not intended for real world flight. Any aircraft from Commercial Level Simulations is intended as an add-on for Microsoft FS2004 or FSX.

Table of Contents Airbus A330/A340-200/300


Chapter One User’s Manual ......................................................................................6 Airbus A330-200/300 Family........................................................................ 6

Airplane Characteristics ....................................................................................... 7 A330-200...................................................................................................... 7 A330-300...................................................................................................... 9 Passenger Compartment Cross-Section ................................................... 11 Airplane Servicing Arrangements............................................................... 12

A330-200/300 Panel Description ............................................................... 13 Overhead Panel.................................................................................................. 13 Captains Instrument Panel ................................................................................. 17 EFIS DIM Control System .................................................................................. 18 ECAM ................................................................................................................. 19 ECAM System Pages......................................................................................... 20 Hy-bypass Engines............................................................................................. 22 Lower ECAM/RMP Panel ................................................................................... 23 Pedestal.............................................................................................................. 24 Flight Control Unit (FCU).................................................................................... 25 EFIS.................................................................................................................... 27

Primary Flight Display (PFD)...................................................................... 27 Navigation Display (ND)............................................................................. 28 Flight Mode Anunuciator (FMA) ................................................................. 29

Airbus A340-200/300 Family...................................................................... 30 Airplane Characteristics ..................................................................................... 31

A340-200.................................................................................................... 31 A340-300.................................................................................................... 33 Passenger Compartment Cross-Section ................................................... 35 Airplane Servicing Arrangements............................................................... 36

A340-200/300 Panel Description ............................................................... 38 Overhead panel .................................................................................................. 38 Main Instrument Panel........................................................................................ 40 Pedestal.............................................................................................................. 41 Hi-bypass Engines.............................................................................................. 42

Chapter Two Operations Manual ............................................................................43 Airbus A330-200/300 ................................................................................. 43

Basic Pilot Information........................................................................................ 43 Taxi Phase.......................................................................................................... 44 Takeoff (TO) Phase............................................................................................ 46 Climb (CL) Phase ............................................................................................... 48 Cruise (CR) Phase ............................................................................................. 49 Descent Phase ................................................................................................... 51

Airbus A340-200/300 ................................................................................. 54 Basic Pilot Information........................................................................................ 54 Taxi Phase.......................................................................................................... 55 Take Off (TO) Phase .......................................................................................... 57 Climb (CL) Phase ............................................................................................... 59 Cruise (CR) Phase ............................................................................................. 60 Descent Phase ................................................................................................... 62



Chapter Three Flight Tutorial CYYC-KLAS...............................................................65 Flight Planning ........................................................................................... 65

Route Finder....................................................................................................... 65 FSNavigator planning......................................................................................... 66

Customized panels .................................................................................... 67 Aircraft and Cockpit facts ........................................................................... 69

Special features.................................................................................................. 69 Hidden functions................................................................................................. 71

Initial Preparations ..................................................................................... 72 Selecting the A330-300 ...................................................................................... 72 Airport location.................................................................................................... 73

FS2004 Initialisation................................................................................... 74 Flight plan loading .............................................................................................. 74 Fuel and payload................................................................................................ 75

FSX Initialisation ........................................................................................ 76 Flight plan loading .............................................................................................. 76 Fuel and payload................................................................................................ 77

Cold and Dark Configuration...................................................................... 78 Cockpit Preparations.................................................................................. 83

Power Up............................................................................................................ 83 User’s Information – SID STAM1 CYYC ............................................................ 85 User’s Information – SID STAM1 CYYC ............................................................ 86 Power Up (con’t)................................................................................................. 88 Familiarization with the MCDU........................................................................... 92 APU Start Procedure.......................................................................................... 95 Engine Start procedure ...................................................................................... 96

Taxi Profile ................................................................................................. 98 T/O Profile................................................................................................ 101 Climb Profile............................................................................................. 103 Cruise Profile ........................................................................................... 108

MCDU flight information ................................................................................... 109 User’s Information ............................................................................................ 112

Manual Lateral Navigation ....................................................................... 112 Descent Preparations....................................................................................... 121

Descent Profile......................................................................................... 124 Approach Profile ...................................................................................... 129

Final Approach ................................................................................................. 132 Touchdown .............................................................................................. 136 Taxi Profile ............................................................................................... 137 Cockpit Termination ................................................................................. 139



Chapter Four Appendix ..........................................................................................143 CLS Frequently Asked Questions............................................................ 143 A330-200/300 Type Rating Frequently Asked Questions........................ 145

Asking Real Airbus Pilots …............................................................................. 145 Other Questions ............................................................................................... 146

A340-200/300 Type Rating Frequently Asked Questions........................ 148 Asking Real Airbus Pilots …............................................................................. 148 Performance and Speed tables........................................................................ 149 Other Questions ............................................................................................... 154

Diagrams.................................................................................................. 156 Airport CYYC (Calgary) .................................................................................... 156 Photo courtesy of Google Earth – CYYC Overview ......................................... 157 CYYC Close-Up................................................................................................ 158 Photo courtesy of Google Earth – CYYC Close-Up ......................................... 159 SID STAMPEDE ONE (CYYC) ........................................................................ 160 STAR LUXOR 2................................................................................................ 161 ILS RWY 25L (KLAS) ....................................................................................... 162 Airport KLAS (Las Vegas) ................................................................................ 163 Photo courtesy of Google Earth – KLAS Overview.......................................... 164 Photo courtesy of Google Earth – KLAS Close-Up.......................................... 165

Others ...................................................................................................... 166 Use of FSNavigator 4.7 (FS9 only).................................................................. 166

User’s Manual Airbus A330-200/300


User’s Manual Airbus A330-200/300 Family The Airbus A330 is a large-capacity, wide-body, medium-to-long-range commercial passenger airliner manufactured by EADS. The developed was at the same time as the four-engined A340-200/300. Airbus intended the A330 to compete directly in the ETOPS (Extended-range Twin-engine Operation Performance Standards) market, specifically with the Boeing 767. The A330's fuselage and wings are virtually identical to those of the smaller A340 variants, although it has different engines. The A330 basic fuselage design is inherited from the Airbus A300, as is the nose/cockpit section and the fly-by-wire system and flightdeck from the A320 Series. Both the A330 and A340 are assembled on the same final assembly line at Toulouse/Blagnac in France. The A330-200 developed was to compete with the Boeing 767-300ER. The A330-200 is similar to the A340-200 or a shortened version of the A330-300. With poor sales of the A340-200 (of which only 28 were built), Airbus decided to use the fuselage of the A340-200 with the wings and engines of the A330-300. This significantly improved the economics of the plane and made the model more popular than the four-engined variant. Its vertical fin is taller than that of the A330-300 to restore its effectiveness due to the fuselage shrink. It has additional fuel capacity and, like the A330-300, has a MTOW of 233 tonnes. Typical range with 253 passengers in a three-class configuration is 12,500 km. Engine thrust is provided by two General Electric CF6-80E, Pratt & Whitney PW4000 Series or the Rolls-Royce Trent 700 Series. The A330-300, which entered service in 1993 was developed as replacement for the A300-600. It is based on a stretched A300-600 fuselage but with new wings, stabilisers and new fly-by-wire software. The A330-300 carries 295 passengers in a three-class cabin layout (335 in 2 class and 440 in single class) over a range of 10,500 km (5,650 nautical miles). It has a large cargo capacity, comparable to early Boeing 747s. Some airlines run overnight cargo-only flights after daytime passenger services. The A330-300 has the same engines as fitted the A330-200. US Airways was the launch customer in the United States with nine A330-300s. The direct Boeing equivalent is the Boeing 777-200.



Airplane Characteristics A330-200

Aircraft Dimensions metric imperial

Overall length 58.80 188 ft. 8 in. Height 17.40 57 ft. 1 in. Fuselage diameter 5.64 18 ft. 6 in. Maximum cabin width 5.28 17 ft. 4 in. Cabin length 45.00 147 ft. 8 in. Wingspan (geometric) 60.30 197 ft. 10 in. Wing area (reference) 361.60 m2 3,892 ft2. Wing sweep (25% chord) 30° 30° Wheel base 22.20 72 ft. 10 in. Wheel track 10.69 35 ft. 1 in.

Basic Operating Data metric imperial

Engines CF6-80E1 or

PW4000 Series RR Trent 700 Series

Engine thrust range 303-320 kN 68,000-72,000 lbs Typical passenger seating 253 (3-class)

293 (2 class) Range (with maximum passengers) 12,500 km. 6,750 nm. Maximum operating Mach number (Mno) 0.86 Mach BULK hold volume – standard/optional 19.7 / 13.76 m3 695 / 486 ft3

Design Weights metric imperial

Maximum Ramp Weight 230.9 (233.9) tons 509 (515.7) lbs. (x1000) Maximum Take Off Weight (MTOW) 230.9 (233) tons 507 (513.7) lbs. (x1000) Maximum Landing Weight (MLW) 180 (182) tons 396.8 (401.2) lbs. (x1000)Maximum Zero Fuel Weight (MZFW) 168 (170) tons 370.4 (374.8) lbs. (x1000)Maximum Fuel Capacity 139,100 liters 36,750 US Gal. Typical Operating Weight Empty 119.6 tons 263.7 lbs (x1000) Typical Volumetric Payload 36.4 tons 80.2 lbs (x1000)



Model -200



A330-300


Overall length 63.6 m. 208 ft. 10 in. Height 16.85 m. 55 ft. 3 in. Fuselage diameter 5.64 m. 18 ft. 6 in. Maximum cabin width 5.28 m. 17 ft. 4 in. Cabin length 50.35 m. 165 ft. 3 in. Wingspan (geometric) 60.3 m. 197 ft. 10 in. Wing area (reference) 361.6 m2 3,892 ft2. Wing sweep (25% chord) 30° 30° Wheel base 25.60 m. 84 ft. Wheel track 10.69 m. 35 ft. 1 in.


Engines CF6-80E1 or

PW4000 Series RR Trent 700 Series

Engine thrust range 303-320 kN 68,000-72,000 lbs Typical passenger seating 295 (3-class)

335 (2 class) Range (with maximum passengers) 10,500 km. 5,650 nm. Maximum operating Mach number (Mno) 0.86 Mach BULK hold volume – standard/optional 19.7 / 13.76 m3 695 / 486 ft3


Maximum Ramp Weight 230.9 (233.9) tons 509 (515.7) lbs. (x1000) Maximum Take Off Weight (MTOW) 230.9 (233) tons 507 (513.7) lbs. (x1000) Maximum Landing Weight (MLW) 185 (187) tons 407.9 (412.3) lbs. (x1000)Maximum Zero Fuel Weight (MZFW) 173 (175) tons 381.4 (385.8) lbs. (x1000)Maximum Fuel Capacity 97,170 liters 25,670 US Gal. Typical Operating Weight Empty 122.2 (124.5) tons 267.2 (274.5) lbs (x1000) Typical Volumetric Payload 45.9 tons 101.2 lbs (x1000)



Model -300



Passenger Compartment Cross-Section A330-200/300



Airplane Servicing Arrangements Loading Passenger Bridge

AC - Air Conditioning Unit AS - Air Start Unit CB - Conveyor Belt CD - Vontainer Dolly CT - Catering Truck FHD - Fuel Hydrant Dispenser FT - Fuel Tanker GPU - Ground Power Unit LV - Lavatory Vehicle PB - Passenger Bridge PCL - Pallet Container Loader PD - Pallet Dolley PS - Passenger Stairs PT - Pallet Transporter WW - Potable Water Vehicle



A330-200/300 Panel Description The following pages will give you an overview of the different panels and their switches, selectors, lights, knobs etc. Since we already discussed the main- and overhead panels on page 4 and throughout the tutorial, only those switches, selectors etc. that are left will be highlighted. Specific instrument located on the pilot panels, are in depth explained on the next pages. Overhead Panel

A-I APU FIRE switch (not modeled) A-II APU AGENT light (not modeled) B-I IRU1/2/3 warning light (not modeled) B-II IRU1/2/3 selector switches (not modeled) B-III ADIRU 1/2/3 (ADC) warning light (not modeled) C Flight Controls computers switches D External/interior audio call system (not modeled) E-I RAIN REPELLANT activation switch (not modeled) E-II Windshield wiper control (not modeled F-I ENGINE 1 AGENT 1 light (not modeled) F-II ENGINE 1 FIRE switch F-III ENGINE 1 AGENT 2 light (not modeled) G-I APU GENERATOR switch G-II AC X-TIE light (not modeled) G-IIII EXTERNAL POWER A/B switch (not modeled) H AVIONICS BUS switch

A-I A-II F-II F-III V

B-I

C D

H

U T-I T-II

S E-II R Q I E-II E-I P O N M L J-I

J-II

K E-I

B-II

B-III

G-I G-II

G-III F-I

I ENGINE 1/2 ANTI-ICE switch J-I RUNWAY TURN OFF light switch J-II TAXI light switch K LANDING light switches L PROBE/WINDOW HEAT switch M APU MASTER and START switches N SEAT BELT switch O NO SMOKING switch P EMERGENCY EXIT switch

(not modeled) Q CABIN PRESS control (not modeled R ENGINE MANUAL START switches S ARM SPOILERS switch T-I FWD CARGO HEAT selector T-II AFT CARGO HEAT selector U Flight Controls computers switches V ACCESS DOORS switches



Overhead panel (con’t)

A-I IDG 1 disconnect switch (not modeled) A-II GENERATOR 1 ON/OFF switch A-III IDG 2 disconnect switch (not modeled) A-IV GENERATOR 1 ON/OFF switch A-V AC X-TIE override switch (not modeled) A-VI GALLEY supply switch (not modeled) B-I BATTERY selector switch B-II BATTERY voltage indicator B-III BAT 1 ON/OFF switch B-IV BAT 2 ON/OFF switch B-V APU BAT ON/OFF switch

B-I B-II B-IV B-V

I H G

A-VI

C E D

B-III A-I A-V

A-II

F J

A-IV

A-III

AC STROBE light switch D BEACON light switch E WING light switch F NAVIGATION light switch G Overhead panel rheostat switch (not modeled) H PANEL light switch I DOME light switch J ANNUNCIATOR light switch (not modeled)




A RAM AIR selector switch B-I PACK 1 Air Conditioning ON/OFF switch B-II ENGINE BLEED 1 ON/OFF switch B-III HOT AIR 1 Supply ON/OFF switch C APU BLEED AIR Supply ON/OFF switch D BLEED X_FEED OPEN/CLOSE switch E-I PACK 2 Air Conditioning ON/OFF switch E-II ENGINE BLEED 2 ON/OFF switch E-III HOT AIR 2 Supply ON/OFF switch F PACK FLOW Selector switch G COCKPIT/CABIN Master temperature control selector

A

B-I B-III

F G

B-II E-I E-III

E-II D C




A-I GREEN ELEC AC1 pump OFF switch A-II GREEN ELEC pump ON switch A-III Engine 1 GREEN EDP2 ON/OFF switch B-I BLUE ELEC AC pump OFF switch B-II BLUE ELEC pump ON switch B-III Engine 1 BLUE EDP ON/OFF switch C-I YELLOW ELEC AC pump OFF switch C-II YELLOW ELEC pump ON switch C-III Engine 2 YELLOW EDP ON/OFF switch D-III Engine 2 GREEN EDP ON/OFF switch

1 Alternate Current (115VAC/400Hz) 2 Engine driven Pump

A-I A-II A-III B-I B-II B-III

C-I C-II C-III D-III

E-II E-I F-I F-II G

H-I H-II

E-I Engine 1 MAIN FUEL pump ON/OFF switch E-II Engine 1 STBY FUEL pump ON/OFF switch F-I Engine 2 MAIN FUEL pump ON/OFF switch F-II Engine 2 STBY FUEL pump ON/OFF switch G FUEL X-FEED valve switch H-I FUEL JETTISON ARM switch H-II FUEL JETTISON ACTIVE switch

Only operative when at least both STBY FUEL pumps are selected ON.



Captains Instrument Panel

A-I MASTER CAUTION light A-II MASTER WARNING light B Chronometer (visible on ND) C SIDE STICK PRIORITY (not modeled) E MDCU call up D-I EFIS Control Panel D-II AFS Control Panel F-I Navigation Display (ND) F-II Primary Flight Display (PFD) G-I Selection Icons ON/OFF button G-II Selection Icons H MAGNETIC/TRUE heading switch I ECAM SWITCHING selector

AJ-I STANDBY Altimeter J-II STANDBY Horizon J-III STANDBY Airspeed indicator K-I Radio Magnetic Indicator (RMI) K-II VOR/ADF1 selector switch K-III VOR/ADF2 selector switch L-I LOWER ECAM Display L-II Engine indication and Warning Display (E/WD) M ALTERNATE BRAKE PRESSURE indicator N LANDING GEAR handle O AUTOBRAKE selector switches: LO/MED/MAX P LANDING GEAR indication lights

F-II

F-I

G-I G-II

J-III

L-II K-I I H J-II J-I

L-I

P

O

N

M

E

A-I A-II C B D-I D-II

K-II K-III



EFIS DIM Control System A Clickable area.

Allows changing between ECAM SWITCHING panel and PFD/ND rheostat panel (B). B PFD/ND Rheostat control panel for dimming PFD and ND C-I Normal 100% brightness of either PFD/ND C-II Certain amount of dimmed view of either the PFD/ND.

A

B

C-I

C-II

C-I C-I

C-II C-II



ECAM The Airbus Electronic Centralized Aircraft Monitoring is unique in its design. It not only shows engine parameters but it also assists the flight crew how to handle advisories, cautions and warnings. ECAM tells the crew exactly, which actions must be done to solve a problem. It shows this in clear written text on the WD/E and they just have to follow this. Apart of lots of computers, visible in the cockpit are the E/WD3 and SD4. On the E/WD the mean engine parameters can be found with some secondary on the specific SD page. SD pages present to the flight crew a variety of system parameters, ranging from the hydraulic-, fuel-, bleed air- and air conditioning system including the door positions. Throughout the tutorial and appendix, some description is available of the engine related pages. Here we will highlight the “permanent” available part of the E/WD and SD. A Fuel On Board (FOB):

The mass or volume (LB/KG/GAL/LIT) depends on the ECAM Control Panel setting. B LEFT MEMO area:

Failure messages, actions to be performed and others are displayed here (not modeled). C RIGHT MEMO area:

Normal memo and secondary failures are displayed here (not modeled). D SLAT/FLAP position indicator

E-I True Air Temperature (TAT) and Static Air Temperature (SAT). E-II Clock information and G LOAD indications (not modeled). E-III Gross Weight (GW) and Gross Weight Center of Gravity (GWCG).

3 Engine and Warning Display 4 System (synoptic) Display

B C

A

D E-I E-III E-II



ECAM System Pages Figure 150 – ECAM Air Conditioning Page Figure 153 – ECAM STATUS Page

Figure 149 – ECAM Bleed Air Page Figure 152 – ECAM DOORS Page

Figure 148 – ECAM APU Page Figure 151 – ECAM Cabin Pressure Page



Figure 159 – ECAM Hydraulic Page Figure 156 – ECAM WHEEL Page

Figure 158 – ECAM FUEL Page Figure 155 – ECAM Electrical AC Page

Figure 154 – ECAM Electrical DC Page Figure 157 – ECAM Flight Controls Page



Hy-bypass Engines The A330-200/300 comes with three different types of engines. The British Rolls Royce Trent 700 Series, with it is unique triple spool system, the famous General Electric CF6-80E Series and finally the Pratt & Whitney PW4000 Series. Although the engine performances are more or less the same, the indications on the ECAM E/WD and SD displays are different, therefore we have added a short description here. The RR Trent 700 Series has three spools; the N1, N2 and the N3. The important parameters of the engine – EPR/EGT/N1/N3 are situated on the ECAM E/WD. Engine Pressure Ration (EPR) is the mean thrust parameter, used by Rolls Royce and alternately, the N1. The PW4000 Series consists out of a normal twin spool system, which are the N1 and N2. The ECAM E/WD looks very similar to the RR Trent page but there is no sign of the N3 parameter. PW also uses EPR since its existents as the main thrust parameter with a backup for the N1. General Electric with its CF6-80E Series is the same as PW, a twin spool – N1 and N2 – system. The mean thrust parameter is the N1 with no backup to e.g. EPR, therefore the E/WD looks a little empty since only the N1 and EGT indicators are shown. N2 is important but not used for thrust calculation.



Lower ECAM/RMP Panel A Radio Magnetic Indicator (RMI) B VOR/ADF 1 selector switch C VOR/ADF 2 selector switch D CLOCK – push to show DATE E CLOCK – push to start the chronometer F CLOCK – RESET/HOLD/RUN ET G CLOCK – Adjust speed of TIME H-I Radio Management Panel (RMP) H-II ON/OFF switch for RMP K-I Rheostat for lower ECAM display:

Allows you to dim the lower ECAM display K-II Rheostat for upper ECAM display:

Allows you to dim the upper ECAM display

L-I ECAM Control Panel (ECAM CP) L-II LBS/KG/GAL/LIT mode switches.

This changes the way mass/volume indication is displayed on the screens.

L-III FUEL USED reset switch. L-IV Call up of the different system (synoptic)

pages of the aircraft systems. L-V Lower ECAM Display M AUTOBRAKE selector switches N-I GEAR DOWN and LOCKED indication N-II GEAR IN TRANSIT indication N-III GEAR UP and LOCKED indication

UNLK

UNLK UNLK

G

F

E D B

A

L-V N-I

N-II N-III

H-I H-II K-I K-II

L-II

L-I

M

C

L-III

L-IV



Pedestal

A MCDU with clickable option for larger view B-I RMP – STBY/CRS window B-II RMP – TRANSFER switch B-III RMP – ACTIVE window B-IV RMP – NAV switch for activation of VOR/ILS switches B-V RMP – panel ON/OFF switch C Audio Control Panel (ACP) D SPEEDBRAKE handle E PARKING BRAKE handle F FLAPS (SLATS) handle

G ENGINE START selector H-I ENGINE 1 MASTER switch H-II ENGINE 2 MASTER switch K-I Thrust Lever ENG 1 (TLA) K-II Thrust Lever ENG 2 (TLA) K-III REV (THRUST) position L-I Horizontal Stabilizer indicator L-II Clickable area for AND

(Aircraft Nose Down) L-III Clickable area for ANU

(Aircraft Nose Up)

MCDU (FMS)

G

K-III

+

–

A

B-III B-II

C

B-IV

B-V

B-I

D E

F

H-II

H-I

K-II K-I L-I L-II L-III



Flight Control Unit (FCU) The FCU or more specifically the AFS panel is located on the glare shield and used by the crew for short-term interface with the FMGEC. The AFS panel is used to select any flight parameter or modify those selected in the MCDU. The Auto Pilot (AP) and Auto Thrust (AT) functions may be engaged or disengaged from this panel. Different guidance modes can be selected to change various targets (speed, heading, track, altitude, flight path angle, vertical speed). One type is the Managed Mode, controlled and monitored by the Flight Management Guidance System (FMGS); the other uses target inputs, which are manually entered by the pilot via the AFS panel. When the aircraft uses target inputs from the FMGS, the respective FCU window display shows amber dashes and the amber dot.

EFIS Control Panel EFIS Control Panel AFS (Auto Flight System) Control Panel

Flight Control Unit (FCU)

A-I B-I B-II

B-III B-IV

B-V

A-II

C-I C-II D-I E-I

D-II E-II

C-I FD button: Shows the Flight Director on the PFD

C-II LS button: Shows the ILS indication on the PFD

D-I VOR/ADF 1 switch for ND indication D-II VOR/ADF 2 switch for ND indication E-I ND selector knob:

ROSE ILS/VOR/NAV, ARC or PLAN E-II Range selector knob

A-I BARO PRESS indication A-II BARO selector knob. Indication in Hg or mbar

When pushed it goes to a standard day indication) B-I CSTR button:

Needed to show the flight plan on the ND B-II WPT button: shows waypoints on the ND B-III ARPT button: shows airport details on the ND B-IV VORD button:

Shows VOR/DME stations on the ND B-V NDB button: shows NDB stations on the ND



Flight Control Unit (con’t)

A-I SPEED or MACH indication depending on B A-II HGD HOLD, HDG SEL or dot/dashes indication A-III Switch between HDGS/VS and FPA A-IV Selected altitude (H-I) indication A-V Selected vertical speed (L) indication B SPD/MACH change selector for indication A-I C SPEED or MACH selector knob.

When pressed, it goes into Managed Mode and indication A-I changes to dot/dashes D Localizer (LOC) ARM pushbutton E HDG SELECT knob.

When pressed it goes into Managed Mode and indication A-II changes to dot/dashes F-I Auto Pilot (AP) 1 engage pushbutton F-II Auto Pilot (AP) 2 engage pushbutton G A/THR engage pushbutton H-I Altitude select knob. Adjustments are made in 100 or 1000 of feet.

When pressed it goes into Managed Mode and indication A-IV changes to dot/dashes. The CR altitude is used from the flight plan so you need the VS to adjust the pitch.

H-II ALT HOLD pushbutton. Activates the altitude function of the AFS panel in combination with the VS knob (L).

K Adds on PFD metric (meters) indication to altimeter scale L Vertical Speed (VS) selector knob.

When pushed, to VS value in window A-V is removed. M APPR (LOC/GS) activation pushbutton.

Operative provided an ILS frequency is entered and you are within 30NM of the runway ILS.

A-I A-II A-IV A-V

B C

D E

A-III

F-I F-II G

H-I H-II

K

L

M

A-VI



EFIS Primary Flight Display (PFD) A Flight Mode Annunciator (FMA) B-I Actual Indicated Air Speed (IAS) B-II Manual or Managed target speed B-III Airspeed scale B-IV Speed reference line B-V Mach indication C-I HDG value from the reference line C-II C-II HDG reference line C-III Selected HDG on the AFS panel D-I Selected QHN (Hg or mbar) D-II STANDARD PRESS (STD) Selection (> 18.000’) E-I Inertial Vertical Speed Indicator (IVSI) E-II Actual barometric altitude height E-III Rising runway symbol E-IV Radio altimeter height F Aircraft reference symbol G-I PITCH FD bar G-II ROLL FD bar

B-IV

A

B-I B-II

B-III

B-V

E-I

E-II

E-III

D-I C-III C-II C-I

G-I G-II F

H-I H-II K

H-III

E-IV

K L

M N

H-I Localizer (LOC) scale H-II Glide Slope (GS) scale H-III ILS station indication K Additional metric indication, which is selected

from the AFS Control Panel. L Maximum Speed (V MAX)

VMO, MMO, VFE, VLE M Lower Selectable Speed (VLS) N STALL Warning Speed (VWS)

D-II



Navigation Display (ND) A-I Ground Speed (GS) indication A-II True Air Speed (TAS) indication A-III GS/TAS wind direction indication (not modeled) B HDG MAG or HDG TRUE C-I Waypoint name where flying to C-II Data from waypoint C-I D-I VOR/DME symbol from button on EFIS CP D-II Waypoint symbol from button on EFIS CP D-III NDB symbol from button on EFIS CP D-IV Magenta means the flying to station E Flight plan (green line) F-I VOR/ADF 1 station information F-II VOR/ADF 2 station information G ND range from RANGE selector on EFIS CP H Selected HDG from the AFS CP J HDG reference line or current aircraft HDG L VOR indicator when selecting a course into the RMP: NAV and/or VOR pushbutton K VOR/ADF1 needle M VOR/ADF2 needle N Course Deviation Indicator (CDI) of selected VOR station O ILS LOC indication (shown that we are above the glide slope) P ILS GS indication (shown that we are on the right hand side of the runway centerline) Q Selected ILS stations on the RMP (see for details page xx)

C-I C-II B A-II A-I

A-III

F-I F-II G

E

D-I

D-II

D-III

D-IV

H J

M

K

L N

O

P

Q



Flight Mode Anunuciator (FMA) The Flight Mode Annunciator, which is just above the Primary Flight Display, shows the status of the AutoThrust, the vertical and Iateral modes of the Auto Pilot and Flight Director, and the approach capabilities, as well as the engagement status of the AP/FD and the Auto Thrust.

Autothrust Operation AP/FD

Vertical Modes

AP/FD Lateral Modes Approach

Capabilities

Engagement Status

1st line (engaged/active) 2nd line (armed) 3rd line (status)

ALT CRZ NAV HOLD GPS TRK DH 200

NAV HOLD GPS TRK DH 200

SPEED AP1 FD1 A/THR

example

MACH ALT CLB

ALT DES

HDG LOCK VOR RAD

APPROACHFINAL

LOC HOLD

AP2



Airbus A340-200/300 Family The A340-200 and -300 are the original variants of the successful quad engine A340 family of long haul wide bodies. The A340 and closely related A330 where launched in June 1987, with the A340-300 first flight occurring on October 25 1991. The A340 entered service with Lufthansa and Air France in March 1993, following JAA certification the previous December. The A340 shares the same flight deck including side stick controllers and EFIS, fly-by-wire, basic airframe, systems, fuselage and wing with the A330. Power is from four CFM56s, the four engines configuration being more efficient for long range flights and free from ETOPS restrictions. The A340-300 has the same fuselage length as the A330-300, while the shortened A340-200 trades seating capacity for greater range. Its maiden flight was on April 1st, 1992. The heavier A340-300E is available in 271,000kg (597,450lb) and 275,000kg (606,275lb) max takeoff weights, their typical ranges with 295 passengers are 13,155km (7100nm) and 13,525km (7300nm) respectively. Power for these models is ranging from 152.3kN (34,000lb) CFM56-5C4s. On April 1996, the first A340-300E was delivered to Singapore Airlines. Both the twin-engine A330 and the four-engine A340 were designed as a medium-capacity wide body family of aircraft for regional, long range, and ultra long-range routes. With over 320 firm orders from 41 different customers, the 330 and 340 series have established a market lead (44%) in the 250-350 seat categories. The A340 is capable of flying non-stop with a full passenger load over longer routes than any other aircraft. The A340-200 typically carries 263 passengers in three classes while the larger A340-300 carries 295. The A340-8000, which will have a range of up to 8,000 miles, will be ready for service in 1997. Since entering service in 1993, the A340 has joined the fleets of 17 different airlines worldwide and has carried more than nine million passengers.



Airplane Characteristics A340-200


Overall length 59.39 m. 194 ft. 10 in. Height 16.7 m. 54 ft. 9 in. Fuselage diameter 5.64 m. 18 ft. 6 in. Maximum cabin width 5.28 m. 17 ft. 4 in. Cabin length 46.06 m. 151 ft. 1 in. Wingspan (geometric) 60.3 m. 197 ft. 1 in. Wing area (reference) 361.6 m2 3,892 ft2. Wing sweep (25% chord) 30° 30° Wheel base 23.24 m. 76 ft. 3 in. Wheel track 10.69 m. 35 ft. 1 in.

Basic Operating Data metric Imperial

Engines CFM56-5C4 Engine thrust range 139-151 kN 31,200-34,000 lbs Typical passenger seating 239 Range (with maximum passengers) 14,800 km. 8,000 nm. Maximum operating Mach number (Mno) 0.86 Mach BULK hold volume – standard/optional 19.7 / 13.76 m3 695 / 486 ft3


Maximum Ramp Weight 275.9 tons 608.2 lbs. (x1000) Maximum Take Off Weight (MTOW) 275 tons 606.3 lbs. (x1000) Maximum Landing Weight (MLW) 185 tons 407.9 lbs. (x1000) Maximum Zero Fuel Weight (MZFW) 173 tons 381.4 lbs. (x1000) Maximum Fuel Capacity 155,040 liters 40,960 US Gal. Typical Operating Weight Empty 129 tons 284.4 lbs (x1000) Typical Volumetric Payload 30.8 tons 67.9 lbs (x1000)



Model -200



A340-300


Overall length 63.6 m. 208 ft. 10 in. Height 16.85 m. 55 ft. 3 in. Fuselage diameter 5.64 m. 18 ft. 6 in. Maximum cabin width 5.28 m. 17 ft. 4 in. Cabin length 50.35 m. 165 ft. 3 in. Wingspan (geometric) 60.3 m. 197 ft. 10 in. Wing area (reference) 361.6 m2 3,892 ft2. Wing sweep (25% chord) 30° 30° Wheel base 25.60 m. 84 ft. Wheel track 10.69 m. 35 ft. 1 in.


Engines CFM56-5C4/P Engine thrust range 139-151 kN 31,200-34,000 lbs Typical passenger seating 295 Range (with maximum passengers) 13,350 (13,700) km. 7,200 (7,400) nm. Maximum operating Mach number (Mno) 0.86 Mach BULK hold volume – standard/optional 19.7 / 13.76 m3 695 / 486 ft3


Maximum Ramp Weight 275.9 (277.4) tons 608.3 (611.5) lbs. (x1000)Maximum Take Off Weight (MTOW) 275 (276.5) tons 606 (609.6) lbs. (x1000) Maximum Landing Weight (MLW) 190 (192) tons 418.9 (423.3) lbs. (x1000)Maximum Zero Fuel Weight (MZFW) 178 (181) tons 392.4 (399) lbs. (x1000) Maximum Fuel Capacity 140,640 (147,850) liters 37,150 (39,060) US GalTypical Operating Weight Empty 129.3 (130.2) tons 285 (287) lbs (x1000) Typical Volumetric Payload 43.5 (41) tons 95.9 (90.5) lbs (x1000)



Model -300



Passenger Compartment Cross-Section

A340-200/300



Airplane Servicing Arrangements A340-300 Loading Passenger Bridge




A340-200 Loading Passenger Bridge




A340-200/300 Panel Description As you know now, a lot of systems, instruments and/or panels, are the same as the A330. Not surprisingly since the design and manufacturing of the A330/A340, are like brothers and sisters and built in the same hangar. A complete new panel description for the A340 is therefore not necessary. On the description pages, you will explore what is added or different compared to the A330 cockpit. Overhead panel

A-I ENGINE 1 AGENT 1 light (not modeled) A-II ENGINE 1 FIRE switch A-III ENGINE 1 AGENT 2 light (not modeled) BA-I ENGINE 1 AGENT 1 light (not modeled) B-II ENGINE 1 FIRE switch B-III ENGINE 1 AGENT 2 light (not modeled) C-I ENGINE 1 AGENT 1 light (not modeled) C-II ENGINE 1 FIRE switch C-III ENGINE 1 AGENT 2 light (not modeled) D-I ENGINE 1 AGENT 1 light (not modeled) D-II ENGINE 1 FIRE switch D-III ENGINE 1 AGENT 2 light (not modeled)

E-I IDG 1 disconnect switch (not modeled) E-II GENERATOR 1 ON/OFF switch F-I IDG 2 disconnect switch (not modeled) F-II GENERATOR 1 ON/OFF switch G-I IDG 1 disconnect switch (not modeled) G-II GENERATOR 1 ON/OFF switch H-I IDG 2 disconnect switch (not modeled) H-II GENERATOR 1 ON/OFF switch I ENGINE 1/2/3/4 ANTI-ICE switches ON/OFF J ENGINE 1/2/3/4 MANUAL START switches K-I ENGINE BLEED 1 ON/OFF switch K-II ENGINE BLEED 2 ON/OFF switch K-III ENGINE BLEED 3 ON/OFF switch K-IV ENGINE BLEED 4 ON/OFF switch

I

C-I D-I A-II

A-III

A-I B-II

B-III

B-I C-II

C-III D-II

D-III E-I

F-I G-I

E-II F-II G-II H-II

H-I

J K-I K-II K-III K-IV




A-I GREEN ELEC AC pump OFF switch A-II GREEN ELEC pump ON switch A-III Engine 1 GREEN EDP ON/OFF switch B-I BLUE ELEC AC pump OFF switch B-II BLUE ELEC pump ON switch B-III Engine 2 BLUE EDP ON/OFF switch C-I YELLOW ELEC AC pump OFF switch C-II YELLOW ELEC pump ON switch C-III Engine 3 YELLOW EDP ON/OFF switch D-III Engine 4 GREEN EDP ON/OFF switch E-I L INR TANK MAIN FUEL pump 1 E-II L INR TANK STBY FUEL pump 1 F-I L INR TANK MAIN FUEL pump 2 F-II L INR TANK STBY FUEL pump 2

A-I A-II A-III B-I B-II B-III

C-I C-II C-III D-III

F-I G-I G-II J

P-I P-II

E-II K

E-I F-II L

H-II H-I M N

G-I R INR TANK MAIN FUEL pump 1 G-II R INR TANK STBY FUEL pump 1 H-I R INR TANK MAIN FUEL pump 2 H-II R INR TANK STBY FUEL pump 2 J CTR TANK FUEL pumps (not modeled) K FUEL X-FEED 1 switch L FUEL X-FEED 2 switch M FUEL X-FEED 3 switch N FUEL X-FEED 4 switch P-I FUEL JETTISON ARM switch P-II FUEL JETTISON ACTIVE switch

Only operative when at least both STBY FUEL pumps are selected ON.



Main Instrument Panel

A-I MASTER CAUTION light A-II MASTER WARNING light B Chronometer (visible on ND) C SIDE STICK PRIORITY (not modeled) D MDCU call up D-I EFIS Control Panel D-II AFS Control Panel F-I Navigation Display (ND) F-II Primary Flight Display (PFD) G-I Selection Icons ON/OFF button G-II Selection Icons H MAGNETIC/TRUE heading switch I ALTERNATE BRAKE PRESSURE indicator J ECAM SWITCHING selector For clearity, the Main Instrument panel is completely discussed although only the standby instruments and BRAKE PRESSURE indicator are differently mounted.

K-I Radio Magnetic Indicator (RMI) K-II VOR/ADF1 selector switch K-III VOR/ADF2 selector switch L-I STANDBY Airspeed indicator L-II STANDBY Horizon L-III STANDBY Altimeter M-I ECAM System Display (SD) M-II Engine indication and Warning Display (E/WD) N LANDING GEAR handle O AUTOBRAKE selector switches: LO/MED/MAX P LANDING GEAR indication lights

F-II

F-I

G-I G-II

L-III

M-II K-I J H L-II

M-I

P

O

N

I

D

A-I A-II C B E-I E-II

K-II K-III

L-I



Pedestal

A-I Thrust Lever ENG 1 (TLA) A-II Thrust Lever ENG 2 (TLA) A-III Thrust Lever ENG 3 (TLA) A-IV Thrust Lever ENG 4 (TLA) B ENGINE 1 REV (THRUST) position C-I ENGINE 1/2/3/4 MASTER switches ON/OFF position C-II FIRE/FAULT lights

C-II

C-I

A-II A-I A-III

A-IV

B



Hi-bypass Engines For the A340, CFM International supplies the CFM56-5C series as a total propulsion system: engine, nacelle, and exhaust systems as opposed to just bare engines of the other variants. CFM International is a joint venture between the French Snecma and the American giant General Electric Aviation, based in Cincinnati. With thrust rating of between 31,200 to 34,000 lbf (139 kN to 151 kN), the CFM56-5C series is the most powerful of the CFM56 family. It powers Airbus' long-range A340-200/300 airliners, and entered service in 1993. It features exhaust design featuring mixer and an integrated nozzle for good efficiency and it also features the unique 'petal' thrust reversers rather than the conventional cascade design. This is due to the A340 requirements of maximum range and efficiency. Engine Model CFM56-5C2 /F /G CFM56-5C4 Thrust at T.O. 31200 lbs (13878 daN) 34000 lbs (15123 daN) Thrust maximum climb 7370 lbs 7580 lbs Airflow at T.O. 462 kg/s (1027 lbs/sec) 470 kg/s (1065 lbs/sec) Bypass Ratio 6.6 6.4 Pressure Ratio at T.O. 37.4 38.2 100% N1 4784 RPM 5300 RPM Redline N1 100.3% 104.2% 100% N2 14460 RPM 14460 RPM Redline N2 100.3% 104.2% Engine Diameter 72,3 inch/1.38 meters 72,3 inch/1.38 meters Engine Length 127 inch/3.23 meters 127 inch/3.23 meters Engine Weight 3930 kg 3930 kg Maximum T.O. EGT 950°C / 965°C / 975°C 975°C The CFM56-5C has two spools, the N1 and N2. The thrust parameters of the engine are N1 and therefore situated on the ECAM E/WD.

E/WD Engine Page Secondary Engine Page

Operations Manual Airbus A330-200/300

Commercial Level Simulations Version 4.5 / July 23, 2007 Copyright © 2007 Warren C. Daniel 43/166 All rights reserved

Operations Manual Airbus A330-200/300 Basic Pilot Information Pilot’s view reference point is approximately 19.20 feet from the ground, with ground visibility limited to 45.10 feet looking down at an angle of 19.20 degrees. For proper engine and aircraft operations, the captain must view the EICAS as the engines and wings are not visible from the flight deck. Pilot’s rearward view is based on the captain’s eye reference point with 135 degrees of max travel.



Taxi Phase 1. The nose wheel steering and the engine thrust are used to taxi the airplane. 2. Make sure you have the necessary clearance when you go near a parked airplane

or other structures. 3. Set takeoff flaps. Opensky recommended setting is Flaps position 2. 4. When the APU in the taxi airplane or the parked airplane is on you must have a minimum

clearance of 50 feet between the APU exhaust port and the adjacent airplane's wingtip (fuel vent).

5. The taxi speed must not be more than approximately 30 knots. Speeds more than 30 knots added to long taxi distances would cause heat to collect in the tires. Recommended speed is 20 knots. Beware of changing GS numbers due to tailwinds during taxi.

6. Before making a turn, decrease the speed of the airplane to a speed of approximately 8 to 12 knots. Make all turns at a slow taxi speed to prevent tire skids.

7. Do not try to turn the airplane until it has started to move. 8. Make sure you know the taxi turning radius.

Caution: The A330-200/-300 is an extremely long aircraft. Take particular care of the wheelbase when turning.

9. Monitor the wingtips and the horizontal stabilizer carefully for clearance with buildings, equipment, and other airplanes.

10. When a left or right engine is used to help make a turn, use only the minimum power possible.

11. Do not let the airplane stop during a turn. 12. Do not use the brakes to help during a turn. When you use the brakes during a turn, they will

cause the main and nose landing gear tires to wear. 13. When it is possible, complete the taxi in a straight-line roll for a minimum of 10 feet.

Note: This will remove the torsional stresses in the landing gear components and in the tires.

14. Use the Inertial Reference System (IRS) in the ground speed (GS) mode to monitor the taxi speed.

15. If the airplane taxi speed is too fast (with the engines at idle), operate the brakes slowly and smoothly for a short time. NOTE: This will decrease the taxi speed.

16. If the taxi speed increases again, operate the brakes as you did in the step before. 17. Always use the largest radius possible when you turn the airplane.

Note: This will decrease the side loads on the landing gear, and the tire wear will be decreased.



Taxi Phase (con’t) 18. Again, extra care must be given to turn the aircraft due to the fuselage length and wingspan.

A minimum distance from the edge of the pavement must be maintained to reverse the aircraft’s direction. Minimum distance with 60 degree steering angle is 166 FT:

19. Operate the brakes to stop the airplane. 20. Set the parking brake after the airplane has stopped.



Takeoff (TO) Phase 1. For your actual TO speeds, you need to use the MCDU.

Via the TO/APPROACH key on the keypad, followed by LSK 6R, you can calculate the required speeds.

2. Align aircraft with runway centerline. 3. Increase power to approximately 55% N1, pause briefly to verify that engines have stabilized. 4. Watch ECAM indicators for engine problems or aircraft alarms. 5. Increase power smoothly to pre-determined N1 speeds based on aircraft takeoff weight,

(85% - 105% N1). This can either be done manually or using the autothrottle with the autopilot engaged.

6. At Vr, smoothly rotate aircraft 8 degrees upwards at a pitch rate of 2 – 3 degrees per second. Caution: DO NOT rotate more than 8 degrees to avoid tail strike.

Tail strike will occur at 9 degrees rotation. 7. Hold nose at +10 degrees after positive rate of climb is confirmed, then raise landing gear

after V2 (see below).

NORMAL TAKE OFF PATTERN



8. Set initial climbout speed to V2+15 KTS, 1500 fpm. Caution: DO NOT exceed 15 degrees of bank below 230 knots on initial climbout.

9. Maintain +10 degrees climb to 1500 FT, or obstacle clearance, whichever is higher. +12-15 degrees climb after 1500 FT. Caution: On heavy climbout, lower nose as necessary to gain airspeed.

Beware of terrain. 9. At 1500 FT above field elevation, begin slat retraction per retraction table.

Maximum slat/flap speed limits are:

Flap Position Maximum Speeds (knots) 1 250 2 210 3 180 4 160

10. Increase speed to 230 – 250 in accordance with ATC instructions

(max 250 KTS below 10,000 FT). 11. For full maneuverability beneath 10,000 FT, slats must be fully retracted with aircraft at

minimum safe airspeed




Climb (CL) Phase 1. Select highest FLEX N1 setting. Once climb thrust or airspeed is set, the autopilot will

compensate for environmental condition changes automatically during the climb. 2. It is recommended that the aircraft be flown manually up to 15,000 FT, weather and ATC

traffic conditions permitting. However, in high traffic conditions, to easy the workload of the pilot, the autopilot MCP altitude intervention may be engaged above a minimum altitude of 80 FT with the landing gear up.

3. Climb settings use a 10 – 20% derate of thrust up to 10,000 FT, then increases linearly to max thrust at 30,000 FT.

4. For enroute climb, climb at a rate of 1800 - 3000 FPM, pursuant to ATC and traffic conditions. If there is no altitude or airspeed restrictions, accelerate to the recommended speed. The sooner the aircraft can be accelerated to the proper climb speed, the more fuel and time efficient the flight.

5. As engine and wing icing may occur during the climb and descent, the engine anti-icing system should be in the AUTO or ON position whenever icing is possible. NOTE: Failure to do so may result in engine stall, overheating, or engine damage.

6. For normal economy climb, follow ATC speed restrictions of 250 KTS below 10,000 FT. If permitted by ATC and no speed restriction below 10,000 FT, increase speed to 280 KTS. Above 10,000 FT, climb at 300 KTS or .785 MACH. Climb speed table is as follows: Altitude Speed (knots) Sea Level till 10.000 feet (FL100) 250 Above 10.000 feet (FL100) 300 / 0.82 Mach

7. Max climb speed is 300 knots until reaching 0.80 MACH at initial cruise altitude. 8. For engine out climb, speed and performance various with gross weight and altitude,

however 260 knots at 1000 – 1500 FPM may be used. 9. Set standard barometer above airport transition level, which depends on local

airport geography.



Cruise (CR) Phase 1. Cruise at .80 MACH (Econ), .82 MACH (Max). 2. A typical step climb in 4000 FT minimum intervals, minimum 300 FPM climb, see below:

Cruise – CI 100 = M.84 Long Range Cruise – CI 80 = M.82 Ultra Long Range Cruise – CI 60 = M.80 CI – Cost Index

EASTBOUND Typical A330-200/300 IFR Flight Levels

4000FT minimum seperation Climb minimum 300 FPM

WESTBOUND Typical A330-200/300 IFR Flight Levels


wind direction

wind direction

FL410

FL370

FL330

FL390

FL350

FL310




3. Headwinds will increase engine power, reduce cruise speed and decrease range. 4. Tailwinds will decrease engine power, increase cruise speed and increase range. 5. Follow previously entered FMC waypoints. 6. Fuel Freeze -- Extended operation at cruise altitude will lower fuel temperature. Fuel cools at

a rate of 3 degrees C per hour, with a max of 12 degrees C in extreme conditions. Fuel temperatures tend to follow TAT (total air temperature). To raise fuel temperature/TAT, a combination of factors can be employed: - Descent into warmer air, - Deviate to warmer air, - Increase Mach speed. An increase of 0.01 Mach will increase TAT by 0.5 – 0.7 C°.

7. Increased fuel burn can result from: - High TAT, - Lower cruiser altitude than originally planned, - More than 2,000 FT above the optimum calculated altitude, - Speed faster or slower than 0.80 Mach cruise, - Strong headwind, - Unbalanced fuel, - Improper aircraft trim.

8. Fuel penalties are: - 2000 FT above optimum – 3 percent increase in fuel usage, - 4000 FT below optimum – 5 percent increase in fuel usage, - 8000 FT below optimum –12 percent increase in fuel usage - Mach .01 above Mach 0.84 – 3 percent increase in fuel usage - Higher climb rates, 3000 fpm over 29,000 – increased fuel usage.

9. In the case of engine out cruise, it may be necessary to descend. NOTE: For engine failure, divert to the nearest available airfield to avoid overstressing engines and unnecessary risk. Use good judgement to select an airfield that can accommodate an aircraft of this size. Consideration must also be giving to ground facilities to accommodate number of passengers onboard.

10. Trim aircraft for proper elevator alignment. 11. In case of engine out cruise, trim rudder for directional alignment. 12. Deviate from flight plan for weather, turbulence, or traffic as necessary after receiving

clearance from ATC.



Descent Phase 1. For your actual approach speeds, you need to use the MCDU.


2. Descent at pre-determined TOD (Top of Descent). 3. Descent at 300 KT above 10,000 FT. 4. Use speedbrakes or thrust to minimize vertical path error. 5. Proper descent planning is necessary to ensure proper speed and altitude at the arrival point.

Distance required for descent is 3NM/1000FT. Descent rates are as follows: Intended Speed Descent Rate CLEAN Configuration With SPEEDBRAKES 0.82 Mach / 300 knots 2500 FPM 5500 FPM 250 knots 1400 FPM 3500 FPM VREF 30 + 80 knots 1100 FPM 2400 FPM

6. Plan to descend so that aircraft is at approximately 10,000 FT above ground level, 250 KTS,

30 miles from airport. 7. At average gross weights, it requires 60 seconds and 5 NMs to decelerate from 300 KTS to

250 KTS for level flight without use of the speedbrakes. It requires 110 seconds to slow from 300 KTS to minimum clean airspeed. Using speedbrakes will reduce the times and distances by half.

8. Arm speedbrakes and autobraking to position Low or Med on initial descent. 9. Set airport altimeter below transition level. 10. Avoid using the landing gear for drag above 180-200 KTS to avoid damage to doors or

passenger discomfort due to buffeting. 11. Recommended approach planning, ATC and airport rules permitting:

- 250 KTS below 10,000 FT, 30 miles from airport, - 180-230 KTS, 23 miles from airport, - Slow to VREF at GS capture, - VREF, 5 – 7 miles from airport.

12. In case of rapid descend due to depressurization, bring aircraft down to a safe altitude as smoothly as possible. Using the autopilot is recommended. Check for structural damage. Avoid high load maneuvering.

13. Stall recovery can be accomplished by lowering the aircraft’s nose and increasing power at once to gain airspeed. Beware of terrain. Accelerate to VREF 30 + 80 KTS. Do not retract gear until confirmed stall recovery and positive rate of climb. Keep nose at 5 degrees above the horizon or less.

14. If deployed, do not retract slats during the recovery, as it will result in altitude loss. 15. In the event of engine out approach, approach at VREF+5 at FLAPS position 3. 16. Under normal conditions land at VREF at FLAPS position 4.



17. ILS Approach During initial maneuvering for the approach, extend flaps to position 1 and slow to 180-200kts. When the localizer is alive, extend flaps to 2 and maintain speed, keep at 180 knots. At glideslope intercept, extend the landing gear, extend flaps to 4 and slow to Vref + 5. Be stabilized by 1000 feet above field level. This means, gear down, flaps 4, Vref +5 and engines spooled. Plan to cross the runway threshold at Vref. The A330 will maintain nose up angle of +4 degrees.

18. Visual Approach Similar to the ILS approach. The major difference is that aircraft must be stabilized by 500 feet above field level, as opposed to 1000 feet.

ILS APPROACH



19. A stabilized approach at VREF +5 will result in a pitch attitude of 2-3 degrees nose up. Cross the threshold at VREF. Begin the landing flare at about 30ft. Only about 1-2 degrees of pitch up is necessary. The tail will strike at approximately 9 degrees. Slowly reduce thrust to nearly idle and land with idle thrust, which will result in a firm touchdown. At touchdown, fly the nosewheel on and the ground spoilers will deploy. Activate the engine thrust reversers. Normally, with autobrakes in LOW, it is sufficient to stop/reduce the aircraft speed. MED is sufficient for short or wet runways. Be out of reverse thrust by 80kts, this to prevent foreign object damage to the engines.

20. For wind correction, add ½ the steady state wind plus all of the gust factor to the VREF. Do not add more than 20 kts. When you’re landing in a crosswind condition, do not bank excessively as a wingtip or engine nacelle can strike the ground.

21. The Commercial Level Simulations A330-200/300 is a CATII/III aircraft, meaning the aircraft is capable of landing on autopilot in conditions where visibility is down to 50ft AGL.

22. Land the aircraft. To avoid tail strike, do not flare, flying the aircraft straight onto the runway.

23. Disarm (AP and A/THR will disengage) reverse thrust at 80 knots. 24. Disarm the AUTOBRAKE system by deselecting the LO or MED mode at 60 knots or as

necessary. 25. Turn off onto high-speed taxiways at 30 knots or less. 26. Reverse thrust is most effective at higher speeds.

Slow to safe taxi speed with braking and exit the runway. 27. Decelerate to 8 – 12 knots for 90° turns. 28. Taxi to gate.



Airbus A340-200/300 Basic Pilot Information Pilot’s view reference point is approximately 19.20 feet from the ground, with ground visibility limited to 45.10 feet looking down at an angle of 19.20 degrees. For proper engine and aircraft operations, the captain must view the EICAS as the engines and wings are not visible from the flight deck. Pilot’s rearward view is based on the captain’s eye reference point with 135 degrees of max travel.



Taxi Phase 1. The nose wheel steering and the engine thrust are used to taxi the airplane. 2. Make sure you have the necessary clearance when you go near a parked airplane

or other structures. 3. Set takeoff flaps.

Commercial Level Simulations recommended setting is FLAPS 2. 4. When the APU in the taxi airplane or the parked airplane is on you must have a minimum

clearance of 50 feet between the APU exhaust port and the adjacent airplane's wingtip (fuel vent).

5. The taxi speed must not be more than approximately 30 knots. Speeds more than 30 knots added to long taxi distances would cause heat to collect in the tires. Recommended speed is 20 knots. Beware of changing GS numbers due to tailwinds during taxi.

6. Before making a turn, decrease the speed of the airplane to a speed of approximately 8 to 12 knots. Make all turns at a slow taxi speed to prevent tire skids.

7. Do not try to turn the airplane until it has started to move. 8. Make sure you know the taxi turning radius.

Caution: The A340-200/-300 is an extremely long aircraft. Take particular care of the wheelbase when turning.

9. Monitor the wingtips and the horizontal stabilizer carefully for clearance with buildings, equipment, and other airplanes.

10. When a left or right engine is used to help make a turn, use only the minimum power possible.

11. Do not let the airplane stop during a turn. 12. Do not use the brakes to help during a turn. When you use the brakes during a turn, they will

cause the main and nose landing gear tires to wear. 13. When it is possible, complete the taxi in a straight-line roll for a minimum of 10 feet.

Note: This will remove the torsional stresses in the landing gear components, and in the tires.

14. Use the Inertial Reference System (IRS) in the ground speed (GS) mode to monitor the taxi speed.

15. If the airplane taxi speed is too fast (with the engines at idle), operate the brakes slowly and smoothly for a short time. Note: This will decrease the taxi speed.

16. If the taxi speed increases again, operate the brakes as you did in the step before. 17. Always use the largest radius possible when you turn the airplane.

Note: This will decrease the side loads on the landing gear, and the tire wear will be decreased.



Taxi Phase (con’t) 18. Again, extra care must be given to turn the aircraft due to the fuselage length and wingspan.

A minimum distance from the edge of the pavement must be maintained to reverse the aircraft’s direction. Minimum distance with 60 degree steering angle is 166 FT:

19. Operate the brakes to stop the airplane. 20. Set the parking brake after the airplane has stopped.



Take Off (TO) Phase 1. For your actual approach speeds, you need to use the MCDU.

Via the TO/APPROACH key on the keypad, followed by LSK 6R, you can calculate the required speeds

2. Align aircraft with runway centerline. 3. Increase power to approximately 55% N1, pause briefly to verify that engines have stabilized. 4. Watch EICAS indicator for engine problems or aircraft alarms. 5. Increase power smoothly to pre-determined N1 speeds based on aircraft takeoff weight,

(85% - 105% N1). This can either be done manually or using the autothrottle with the autopilot engaged.

6. At Vr, smoothly rotate aircraft 8 degrees upwards at a pitch rate of 2 – 3 degrees per second. Caution: DO NOT rotate more than 8 degrees to avoid tail strike.

7. Hold nose at +10 degrees after positive rate of climb is confirmed, then raise landing gear after V2 (see below).

8. Set initial climbout speed to V2+10 KTS, 1500 fpm. Caution: DO NOT exceed 15 degrees of bank below 230 knots on initial climbout.

9. Maintain +10 degrees climb to 1500 FT, or obstacle clearance, whichever is higher. +12.5 degrees climb after 1500 FT. Caution: On heavy climbout, lower nose as necessary to gain airspeed. Beware of terrain.




10. At 1500 FT above field elevation, begin slat retraction per retraction table. Maximum slat speed limits are:

Flap Position Maximum Speeds (knots) 1 250 2 210 3 180 4 160

11. Increase speed to 230 – 250 in accordance with ATC instructions

(max 250 KTS below 10,000 FT). 12. For full maneuverability beneath 10,000 FT, slats must be fully retracted with aircraft at

minimum safe airspeed.




Climb (CL) Phase 1. Select highest FLEX N1 setting. Once climb thrust or airspeed is set, the autopilot will

compensate for environmental condition changes automatically during the climb. 2. It is recommended that the aircraft be flown manually up to 15,000 FT, weather and ATC

traffic conditions permitting. However, in high traffic conditions, to easy the workload of the pilot, the autopilot MCP altitude intervention may be engaged above a minimum altitude of 80 FT with the landing gear up.

3. Climb settings use a 10 – 20% derate of thrust up to 10,000 FT, then increases linearly to max thrust at 30,000 FT.

4. For enroute climb, climb at a rate of 1800 - 2500 FPM, pursuant to ATC and traffic conditions. If there is no altitude or airspeed restrictions, accelerate to the recommended speed. The sooner the aircraft can be accelerated to the proper climb speed, the more fuel and time efficient the flight.

5. As engine and wing icing may occur during the climb and descent, the engine anti-icing system should be in the AUTO or ON position whenever icing is possible. NOTE: Failure to do so may result in engine stall, overheating, or engine damage.

6. For normal economy climb, follow ATC speed restrictions of 250 KTS below 10,000 FT. If permitted by ATC and no speed restriction below 10,000 FT, increase speed to 280 KTS. Above 10,000 FT, climb at 300 KTS or .820 MACH. Climb speed table is as follows: Altitude Speed (knots) Sea Level till 10.000 feet (FL100) 250 Above 10.000 feet (FL100) 300 / 0.82 Mach

7. Max climb speed is 300 knots until reaching .820 MACH at initial cruise altitude. 8. For engine out climb, speed and performance various with gross weight and altitude,

however 260 knots at 1000 – 1500 FPM may be used. 9. Set standard barometer above airport transition level (depends on local airport geography).



Cruise (CR) Phase 1. Cruise at Mach 0.82. 2. A typical step climb in 4000 FT minimum intervals, minimum 300 FPM climb, see below:

Cruise – CI 100 = M.84 Long Range Cruise – CI 80 = M.82 Ultra Long Range Cruise – CI 60 = M.80 CI - Cost Index


EASTBOUND Typical A340-200/300 IFR Flight Levels


WESTBOUND Typical A340-200/300 IFR Flight Levels


wind direction

wind direction

FL390

FL350

FL310

FL410

FL370

FL330



3. Headwinds will increase engine power, reduce cruise speed and decrease range. 4. Tailwinds will decrease engine power, increase cruise speed and increase range. 5. Follow previously entered FMC waypoints. 6. Fuel Freeze -- Extended operation at cruise altitude will lower fuel temperature.

Fuel cools at a rate of 3 degrees C per hour, with a max of 12°C in extreme conditions. Fuel temperatures tend to follow TAT (total air temperature). To raise fuel temperature/TAT, a combination of factors can be employed: - Descent into warmer air, - Deviate to warmer air, - Increase Mach speed. An increase of 0.01 Mach will increase TAT by 0.5° – 0.7°C.

7. Increased fuel burn can result from: - High TAT, - Lower cruiser altitude than originally planned, - More than 2,000 FT above the optimum calculated altitude, - Speed faster or slower than 0.82 Mach cruise, - Strong headwind, - Unbalanced fuel, - Improper aircraft trim.

8. Fuel penalties are: - 2000 FT above optimum – 3% increase in fuel usage, - 4000 FT below optimum – 5% increase in fuel usage, - 8000 FT below optimum –12% increase in fuel usage, - Mach 0.01 above Mach 0.82 – 3% increase in fuel usage, - Higher climb rates, 3000 fpm over 29,000 – increased fuel usage

9. In the case of engine out cruise, it may be necessary to descend. NOTE: For engine failure, divert to the nearest available airfield to avoid overstressing

engines and unnecessary risk. Use good judgement to select an airfield that can accommodate an aircraft of this size. Consideration must also be giving to ground facilities to accommodate number of passengers onboard.

10. Trim aircraft for proper elevator alignment. 11. In case of engine out cruise, trim rudder for directional alignment. 12. Deviate from flight plan for weather, turbulence, or traffic as necessary after receiving

clearance from ATC.



Descent Phase 1. For your actual approach speeds, you need to use the MCDU.


2. Descent at pre-determined TOD (Top of Decent). 3. Descent at 300 KT above 10,000 FT. 4. Use speedbrakes or thrust to minimize vertical path error. 5. Proper descent planning is necessary to ensure proper speed and altitude at the

arrival point. Distance required for descent is 3NM/1000FT. Descent rates are as follows:

6. Plan to descend so that aircraft is at approximately 10,000 FT above ground level, 250 KTS, 30 miles from airport.

7. At average gross weights, it requires 60 seconds and 5 NMs to decelerate from 300 KTS to 250 KTS for level flight without use of the speedbrakes. It requires 110 seconds to slow from 300 KTS to minimum clean airspeed. Using speedbrakes will reduce the times and distances by half.

8. Arm speedbrakes and autobraking to position LO or MED on initial descent. 9. Set airport altimeter below transition level. 10. Avoid using the landing gear for drag above 180-200 KTS to avoid damage to doors or

passenger discomfort due to buffeting. 11. Recommended approach planning, ATC and airport rules permitting:

- 250 KTS below 10,000 FT, 30 miles from airport, - 180-230 KTS, 23 miles from airport, - Slow to VREF at GS capture, - VREF, 5 – 7 miles from airport.

12. In case of rapid descend due to depressurization, bring aircraft down to a safe altitude as smoothly as possible. Using the autopilot is recommended. Check for structural damage. Avoid high load maneuvering.

13. Stall recovery can be accomplished by lowering the aircraft’s nose and increasing power at once to gain airspeed. Beware of terrain. Accelerate to VREF 30 + 80 KTS. Do not retract gear until confirmed stall recovery and positive rate of climb. Keep nose at 5 degrees above the horizon or less.

14. If deployed, do not retract slats during the recovery, as it will result in altitude loss. 15. In the event of engine out approach, approach at VREF+5 with FLAPS 3. 16. Under normal conditions land at VREF with FLAPS 4.



17. ILS Approach During initial maneuvering for the approach, extend flaps to position 1 and slow to 180-200kts. When the localizer is alive, extend flaps to 2 and maintain speed, keep at 180 knots. At glideslope intercept, extend the landing gear, extend flaps to 4 and slow to Vref + 5. Be stabilized by 1000 feet above field level. This means, gear down, flaps 4, Vref +5 and engines spooled. Plan to cross the runway threshold at VREF. The A340 will maintain nose up angle of +4 degrees.

ILS APPROACH



18. Visual Approach Similar to the ILS approach. The major difference is that aircraft must be stabilized by 500 feet above field level, as opposed to 1000 feet.

19. A stabilized approach at VREF +5 will result in a pitch attitude of 3-4 degrees nose up. Cross the threshold at Vref. If flaring, begin the landing flare at about 30ft. Only about 1-2 degrees of pitch up is necessary. Slowly reduce thrust to nearly idle. Landing with thrust at idle will result in a firm touchdown. Set thrust just above idle. At touchdown, fly the nose wheel on and the ground spoilers should deploy. Deploy reverse thrust. Normally, autobrakes LO position is sufficient stopping power. MED is sufficient for short or wet runways. Be out of reverse thrust by 80kts to prevent foreign object damage to the engines.

20. For wind correction, add ½ the steady state wind plus the entire gust factor to the Vref. Do not add more than 20 kts. When landing in a crosswind, do not bank excessively as wingtip or engine pod strike may occur.

21. The Commercial Level Simulations A340 is a CATII/III aircraft, meaning the aircraft is capable of landing on autopilot in conditions where visibility is down to 50ft AGL.

22. Land the aircraft. To avoid tail strike, do not flare, flying the aircraft straight onto the runway.

23. Disengage (AP and A/THR will disengage) reverse thrust at 80 knots. 24. Disarm the autobraking at 60 knots or as necessary. 25. Turn off onto high-speed taxiways at 30 knots or less. 26. Reverse thrust is most effective at higher speeds.

Slow to safe taxi speed with braking and exit the runway. 27. Decelerate to 8 – 12 knots for 90° turns. 28. Taxi to gate.

Flight tutorial CYYC-KLAS Airbus A330-200/300


Flight Tutorial CYYC-KLAS Flight Planning Route Finder Route Finder is an on-line flight planning system for flight simulations. This route generator “service” does not contain all the logic and features of its counterpart aimed at real aviation users (and the underlying database is maintained separately, trying to meet PC flight simulation needs) but it’s constantly updated with a current AIRAC5. For this Air Canada flight, we start with Route Finder. When we have created our flight plan, we can use these coordinates in FSNavigator, which we then load into the MCDU of the A330 Series.

Detailed description of the operation of Route Finder can be found on their website. For the moment, we need the created flight plan.

5 Aeronautical Information Regulation and Control

http://rfinder.asalink.net/free/

RouteFinder Flight Data



FSNavigator planning Our flight plan for today looks like:

End of Climb equals TOC (Top of Climb) Beginning of Descent equals TOD (Top of Descent) STAM1 - Standard Instrument Departure (SID) LUXOR II - Standard Terminal Arrival Route (STAR)

CYYC STAM1 YQL COUTS GTF SLC FFU MLF LUXOR2 KLAS

Airway Airway Airway

(Fairfield) 116.60 Mhz

Airway

J510 J516 J13 J9 J11 J9

AirwayWaypoint STAR

KSLC (Salt Lake City)

(Great Falls) 115.10 (Lethbridge) 115.70 Mhz (Milford) 112.10 Mhz

SID Airway

SID STAMPEDE ONE

STAR LUXOR 2 FSNavigator flight plan (all values in this tutorial are based on kilograms)

(Included for training purposes the CYYC-KLAS.PLN file)



Customized panels Although the A330 is a simple and straightforward modern cockpit, we need to assist you a little more then only providing a flight tutorial. Some parts or components are discussed throughout the tutorial but right now, here some additional information. The main captain’s panel has many details however, some of them special features have. We will explain only those items, which are important for the moment. During Air Canada flight AC546, the rest will be discussed. These set of selection icons makes access of other cockpit panels possible. Detailed information is available on page 71. Clicking on the PFD, ND or upper ECAM DU will give an enlarged display. Since the FCU stays in view, you can use this three DU combination for any flight condition, especially for the approach and landing.

MASTER CAUTION light Illuminates if attention is required like low fuel level or overheat conditions. When clicking the lamp unit, the light extinguishes.

MASTER WARNING light Illuminates if critical conditions appear like stall- and over speeds. When clicking the lamp unit, the light extinguishes.



Additionally panels which can be called up are: - TCAS Control Panel - Pedestal - ECAM with RMP6 - CDU (FMS) - Overhead panel

6 Radio Management Panel

LOWER ECAM DU

MCDU (FMGEC)



Aircraft and Cockpit facts Special features

DOOR 2L (PASS DOOR) open/close control via the selected pushbutton on the overhead panel

DOOR 2R (GALLY DOOR) open/close controlvia the related pushbutton on the overhead panel

Note: If the jetway function in FSX doesn’t seem to work, try using slew mode switch to position the aircraft at the perfect height. Due SP1 for FSX, the nose wheel height is not always recognized.



Belly doors (CARGO) open/close control via the related pushbutton on the overhead panel (only the FWD Cargo Door is shown)

When the PB icon (PushBack) is green, the CLS pushback truck is connected to the nose gear and ready to use. detailed information

of icons on page 71



Hidden functions Since we have loaded our flight plan into the Airbus A330, we are also able to read it out on the MCDU7. The standalone MCDU can be called-up via the black button on the glare shield just above the PFD8, like this …….

Another important and handy item, is the possibility to call-up all the panels from one single location, the Selection Icons. By clicking the spot under the ND9, automatically our Selection Icons will appear and other panels can be called-up.

7 Multi purpose Control Display Unit 8 Primary Flight Display 9 Navigation Display

Special note for the jetway function in FSX. If the jet way function in FSX doesn’t seem to work, try using the slew mode switch to position the aircraft at the perfect height. Due SP1 for FSX, the nose wheel height is not always recognized.

Call-up standalone MCDU

MCDU Kneeboard GPS500

Map

TCAS Control Panel

Virtual Cockpit ON/OFF

Wing view ON/OFF Pushback truck ON/OFF

Overhead panel

LOWER ECAM/RMP

Pedestal

Airstairs (A/C stationary) ON/OFF

Button Collection for additional panels



Initial Preparations Selecting the A330-300 In Flight Simulator 2004 / FSX menu Select from the FS menu Aircraft

From the pull down menu Select Aircraft

- Select from the Aircraft Manufacturer

menu Airbus-CLS - Select from the Aircraft model menu

A330-300 - Select from the Variation menu Air Canada - Click the OK button to confirm your choice.

- Select from the Aircraft Manufacturer menu Airbus-CLS

- Select from the Publisher menu Commercial Level Simulations

- Tick Show all variations - Choose the Air Canada A330-300 - Click the OK button to confirm.

Select Aircraft FS2004 menu (FSX similar)

Aircraft Selection FSX menu Aircraft Selection FS2004 menu



Airport location In Flight Simulator 2004 / FSX menu - Select from the FS menu World

- Followed by Go to Airport

- Type it the Airport ID window: CYYC - Select from the Runway/Starting position

pull down menu Gate 25 - GATE HEAVY

- Confirm the changes with the OK button

- Save in either version the current A330 configuration as well as the airport location.

Airport location FS2004 menu (FSX similar)

GO TO AIRPORT FS2004 menu

- Type it the Airport ID window: CYYC - Select out of the Runway/Starting position

pull down menu GATE 25 - GATE HEAVY

- Confirm the changes with the OK button

GO TO AIRPORT FSX menu



FS2004 Initialisation Flight plan loading Loading the CYYC-KLAS.pln file (FS2004) is done as follows: Select from the menu - Flights Select from this menu - Flight Planner …

Select Load… and find CYYC-KLAS.PLN Usually these files (*.PLN) are located in My Documents\Flight Simulator Files

Click the OPEN button to close that window Finally click this OK button to confirm.

Before the flight plan is actually loaded, it will ask to move the aircraft to a location as we saved in FSNavigator.

Click the No pushbutton to prevent this action since our aircraft is already at the correct position on Calgary - gate 25. After we have done this, we can find our flight plan back via the kneeboard, Navigation Log in the Flight menu or via the MCDU. During the tutorial enough time will be spend onto the MCDU.

FS2004 Flight Planner

FS2004 Kneeboard

FS2004 Flight Planner

FS2004 Menu Selection

For your convenience, we have included some FS flight plan routes (PLN) from Airbus Industries, Air France and Cathay Pacific flights. When you have chosen for “Documents” during the installation process, a special document describes where you need to place those flight plan files.



Fuel and payload As an alternative for T/O tables, we will use for this flight the MSFS adjustments regarding fuel- and payload. According FSNavigator we need for a round trip ≈ 15000 kg (33000 lbs) of fuel but with some extras like APU running during flight, holdings, ATC, KLAS fuel price and return fuel on board, we increase this value to ≈ 78000 kg (172000 lbs). - Select from the menu Aircraft - Select Fuel and Payload - Tick Display fuel quantity as weight - Select Change Fuel… - You don’t need to make any changes.

We depart with maximum fuel capacity. - Click the OK button - Select Change Payload…(Figure 15) - Change Tourist Class into

6000 kg (13228 lbs) - Click the OK button - Click the OK button to close the

FUEL and PAYLOAD window (Figure 15)

FUEL and PAYLOAD

FUEL Settings

PAYLOAD Settings



FSX Initialisation Flight plan loading Although we cannot use FSNavigator 4.7 in FSX, the created FS2004 export file still works so therefore loading the CYYC-KLAS.pln file is done in the following way: Select from the menu - Flights Select from this menu - Flight Planner …

Select Load… and find CYYC-KLAS.PLN Usually these files are located in My Documents\Flight Simulator X Files

Click the OPEN button to close that window Click this OK button

Before the flight plan is actually loaded, it will ask to move the aircraft to a location as we saved in FSNavigator.

Click the No pushbutton to prevent this action since our aircraft is already at the correct position on Calgary - gate 25. After we have done this, we can find our flight plan back via the kneeboard, Navigation Log in the Flight menu or via the MCDU. During the tutorial enough time will be spend onto the MCDU.

FSX Navigation Log

Figure 8 – FSX Kneeboard (Option II)

FSX Flight Planner

FSX Menu Selection

FSX Navigation Log

For your convenience, we have included some FS flight plan routes (PLN) from Airbus Industries, Air France and Cathay Pacific flights. When you have chosen for “Documents” during the installation process, a special document describes where you need to place those flight plan files.



Fuel and payload As an alternative for T/O tables, we will use for this flight the MSFS adjustments regarding fuel- and payload. According FSNavigator we need for a round trip ≈ 15000 kg (33000 lbs) of fuel but with some extras like APU running during flight, holdings, ATC, KLAS fuel price and return fuel on board, we increase this value to ≈ 78000 kg (172000 lbs). It is much too high, but it gives a very stable aircraft. - Select from the menu Aircraft - Select Fuel and Payload - Tick Display fuel quantity as weight - Select Change Fuel… - You don’t need to make any changes.

We depart with maximum fuel capacity. - Click the OK button - Select Change Payload…(Figure 22) - Change Tourist Class into

6000 kg (13228 lbs) - Click the OK button - Click the OK button to close the

FUEL and PAYLOAD window (Figure 22)

FUEL and PAYLOAD

FUEL Settings

PAYLOAD Settings



Cold and Dark Configuration It’s a good moment to bring the Airbus A330 Series first in a cold and dark situation. After you have done this, you can follow all the remaining steps in the tutorial. On the overhead panel Set the following switches, selector, knobs and

others, in accordance with the figure below: - FLT CTL ELAC1 and SEC1 switches OFF - APU BAT switch OFF - BAT 1 switch OFF (not yet BAT 2) - AVIONICS BUSS switch OFF - GEN 1 and 2 switches OFF - PACK 1 and 2 switches OFF - ENG BLEED 1 and 2 switches OFF - APU BLEED switch OFF - HOT AIR 1 and 2 switches OFF - ANTI ICE ENG1 and 2 switches OFF - PROBE/WINDOW HEAT switch OFF - All exterior light switches OFF - APU MASTER switch OFF - SEAT BELTS switch OFF - NO SMOKING switch OFF - PANEL light switch OFF - DOME light switch OFF - ACCESS DOORS at own request - FLT CTL ELAC2 (3) and SEC2 switches OFF - ARM SPOILERS OFF

(BAT 2 switch ON)

After you’ve seen the panel overview with BAT 2 still ON (above), it’s now time to switch BAT 2 OFF as well (RH figure).

Cold and Dark Situation Overhead Panel



On the LOWER ECAM / RMP Via the ECAM control panel we are able to modify the MID section of the overhead panel. We are able to simulate the HYDRAULIC and/or FUEL panel, instead of the normally shown FIRE and/or ELEC panel, so let’s go for it. - On the ECAM Control Panel:

- Click the HYD button The result is the appearance of the ECAM HYD page and a modified MID section on the overhead panel.

On the 0verhead HYDRAULIC panel - Select GREEN ELEC pump switch OFF - Select GREEN ENG1 EDP10 pump switch OFF - Select BLUE ELEC pump switch OFF - Select BLUE ENG1 EDP pump switch OFF - Select YELLOW ELEC pump switch OFF - Select YELLOW ENG2 EDP pump switch OFF - Select GREEN ENG2 EDP pump switch OFF

10 EDP – Engine Driven Pump

ECAM Control Panel – Select HYD pushbutton

Overhead Panel MID section – HYD and ELEC panel for clarity BAT 1 switch still in the ON position



On the LOWER ECAM / RMP - Click the FUEL button The result is the appearance of the ECAM FUEL page and a modified MID section on the overhead panel.

On the overhead FUEL panel Set for ENGINE 1: - MAIN 1 FUEL pump switch OFF - STBY 1 FUEL pump switch OFF Set for ENGINE 2: - MAIN 2 FUEL pump switch OFF - STBY 2 FUEL pump switch OFF

ECAM Control Panel – Select FUEL pushbutton

Overhead Panel MID section – FIRE and FUEL panel



On the pedestal Set the following switches, selector, knobs and others, in accordance with the figure below: - Throttles in IDLE - ENGINE MASTER switches in OFF - ENGINE START selector NORM - ON/OFF switch on RMP in the OFF position - Spoiler handle in RET position - FLAPS handle 0 position - PARKING BRAKE switch ON

On the LOWER ECAM / RMP Set the following switches, selector, knobs and others, in accordance with the figure below: - ON/OFF switch on RMP in the OFF position

Cold and Dark Situation Pedestal

Cold and Dark Situation LOWER ECAM/RMP



On the TCAS control panel Set the following switches, selector, knobs and

others, in accordance with the figure below: - Set ATC ALT RPTG switch OFF - Set ATC power switch in AUTO - Set TCAS LH selector in THRT - Set TCAS RH selector in STBY

If you’ve followed the Cold and Dark procedure correctly, the captains main panel should look like the one shown below. We wish you a pleasant and nice flight.

Cold and Dark Situation Cockpit Main Panel Overview

Cold and Dark Situation TCAS Panel



Cockpit Preparations Power Up On the overhead panel On the ELEC sub panel:

- BAT 1, BAT 2 and APU BAT switches ON - AVIONICS BUSS switch ON - GEN 1 and 2 switches ON - APU GEN switch ON On the LH sub panel: - FLT CTL ELAC1 and SEC1 switches ON On the AIR COND sub panel: - ENG BLEED 1 and 2 switches ON - HOT AIR 1 and 2 switches ON - PACK 1 and 2 switches ON On the LIGHTS sub panel: - Switch the NAV lights ON - SEAT BELTS switch ON - NO SMOKING switch ON - If applicable PANEL light switch ON - If applicable DOME light switch ON On the RH sub panel: - FLT CTL ELAC2 (3) and SEC2 switches ON - If applicable PASS DOOR, GALLY DOOR

and/or CARGO selected.

Power Up Overhead Panel



On the LOWER ECAM / RMP Click the FUEL button

On the overhead panel On the FUEL sub panel: - For ENGINE 1 select:

- MAIN 1 FUEL pump switch ON - STBY 1 FUEL pump switch ON

- For ENGINE 2 select:

- MAIN 2 FUEL pump switch ON - STBY 2 FUEL pump switch ON





On the LOWER ECAM / RMP Click the HYD button

On the overhead panel On the HYD sub panel: - Switch the GREEN ELEC pump ON - Select GREEN ENG1 EDP pump switch ON - Switch the BLUE ELEC pump ON - Select BLUE ENG1 EDP pump switch ON - Switch the YELLOW ELEC pump ON - Select YELLOW ENG2 EDP pump ON - Select GREEN ENG2 EDP pump switch ON

The result of these actions is a fully powered aircraft with PFD, ND, ECAM Display Units (DU) and the FCU alive. Since we have loaded our flight plan, we will first have a look to the SID requirements before entering the data into the FCU.





User’s Information – SID STAM1 CYYC Generally departing from an airport goes via a Standard Instrument Departure (SID). Aircrafts departing via a SID gives both ATC and pilots some convenience on a critical part of the flight. A SID is mostly a line of fixes, waypoints and/or VOR stations. Further, it also provides vertical guidance in relation to e.g. initial cleared flight level. Always there is a possibility that ATC overrides a typical SID and provides the pilots with radar vectors.

For our departure from runway 34 (343°) we find the following description: All runways: Climb to and maintain 7000’ AGL for vectors to assigned route or depicted fix, Runway 10: Climb runway HDG or as assigned for vectors. No turn below 6500’.

What does it all mean for our departure? On the FCU11 we need to enter the runway HDG (343°) and the initial cleared altitude of 7000 feet. Initial TO speeds - V1, VR and V2 - are calculated by the MCDU (FMGEC12). Since we do not have actual ATC available for this tutorial, we programmed the flight plan for a DARWN waypoint entry.

11 Flight Control Unit 12 Flight Management and Guidance Envelope Computer

waypoint PERNA

SID CYYC STAMPEDE ONE



For those who own FSNavigator or those who are interested in what is coming, the initial flight plan and the belonging SID look like as can be seen on the figure. Following runway heading, we climb initially to 7000’ and fly to waypoint PERNA, making a RH turn to VOR YYC and from there to waypoint DARWN. From there we pick up the flight plan along the LO- and HI-AIRWAYS.

FSNavigator Overview of SID STAMPEDE ONE

ND Overview related to FSNavigator flight plan



Power Up (con’t) On the FCU13 - On the EFIS Control part:

- Click the FD14 pushbutton - Set a BARO PRESS of 29.92” - Click the CSTR pushbutton - Click the WPT pushbutton - Select the MODE selector to ROSE NAV - Set the RANGE selector to 10 NM - Set the VOR/ADF selector 1 to VOR 1 - Set the VOR/ADF selector 2 to VOR 2

- On the AFS Control part: - Speed (SPD) 230 - Heading (HDG) 343 - Initial altitude (ALT) 7000 - Vertical Speed (V/S) +1500

On the Center Instrument panel set - ECAM SWITCHING selector in NORM - RMI VOR/ADF selectors: VOR position - Standby Altimeter BARO PRESS 29.92” - AUTO BRK MAX

13 Flight Control Unit (Boeing 737/767/747 it’s known as MCP) 14 Flight Director

FCU – EFIS Control Panel FCU - Auto Flight System (AFS) part

Center Instrument Settings

AUTOBRAKE MAX Selection



On the LOWER ECAM / RMP panel - Select on the ECAM Control Panel, the F/CLT pushbutton

- Check for PITCH TRIM 0.0 position

- At the RMP15 verify that the switch

(RH lower corner) is in the ON position - Verify NAV1 is selected - Enter in the STBY/CRS window: 116.70 (YYC) - Click the TRANSFER button to move the

entered frequency to the ACTIVE side

15 Radio Management Panel

ECAM Control Panel with LWR ECAM display

RMP NAV1 with YYC VOR selected

- Select the NAV2 button - Enter 115.70 (YQL)in STBY/CRS window - Click the TRANSFER button to move the


RMP NAV2 with YQL VOR selected



On the EFIS Control Panel - Verify that the CSTR and WPT pushbuttons are activated.

- Leave the MODE SEL in the NAV position. This results in an added flight plan. Notice the BLUE circle in the middle (CYYC) and a part of our flight plan (green line).

- Set the selector to the ARC position. - The only difference between the NAV and

ARC mode is that the ARC covers just 90°.

EFIS Control Panel ND additional options

ND ROSE Selector in the ARC Mode

ND ROSE Selector in the NAV Mode



- Set the selector to the PLAN position. - The difference between the previous ARC and

PLAN mode is of course the 360°, but now the aircraft is literally flying over the flight track, which is moving underneath the aircraft.

- Set the selector to the ROSE VOR position. - Our ND looks like below.

Notice at the bottom of the display the VOR1 and VOR2 stations identifications, what we just tuned.

ND ROSE Selector in the VOR Mode

ND ROSE Selector in the PLAN Mode



Familiarization with the MCDU This page will cover some details of the MCDU (FMS16), which we need for this flight. When airborne, we will discuss or explain other MCDU pages in detail. On the Standalone MCDU check/set

MENU keys LSK (Line Select Keys) Alphanumeric keyboard

- Call-up the standalone MCDU (see page x) - MAIN MENU page, click LSK 3L (< INIT) - INIT page, select LSK 6R (ALIGN IRS >) - or you can click on the INIT menu key - Click the MAIN MENU button - MAIN MENU page, click LSK 4L (< TO/APPR) - TAKE OFF page,

Click LSK 1L (< CALC/SET T/O V SPEEDS) - Write on a piece of paper those values:

V1 …… knots VR …… knots V2 …… knots

- Click the MAIN MENU button - MAIN MENU page, click 5L (< RAD NAV) - RAD NAV page or click on

the RAD NAV menu key, Verify NAV1 and NAV1 STBY frequencies (see for frequency details on page 10)

- Click the MAIN MENU button - MAIN MENU page, click 3R (FLT PLAN >) - FLIGHT PLAN page or click on

the F-PLAN menu key Here we can find our FSNavigator flight plan.

- With the PREV PAGE and NEXT PAGE menu

keys, we can change the MCDU display between TIME /TRK and DIST/FREQ. With the UP/DOWN arrow next of the PREV/NEXT keys, we can scroll through the flight plan.

16 Flight Management System

MCDU Keys and buttons



Call up the MCDU - Click LSK3R FLT PLAN > - Check your flight plan for all the waypoints

according to the FSNavigator flight plan. This page shows you TIME/TRK

- With the PREV/NEXT PAGE key, we can

switch to the DIST/FREQ page and visa versa.

MCDU FLIGHT PLAN DIST/FREQ page

MCDU FLIGHT PLAN TIME/TRK page



- Click the MAIN MENU button - On MAIN MENU page,

click LSK 5L < RAD NAV - If applicable, select a COM1 and/or COM 2

frequency. These frequencies can also be entered via the pedestal panel

- Click LSK 4L < TO/APPR - Click LSK 1L < CALC/SET T/O V SPEEDS - Note the values of:

V1 … knots VR … knots V2 … knots

MCDU RAD NAV page

MCDU TAKE OFF page Your TO speeds could differ from the MCDU screenshot!



APU Start Procedure On the Overhead panel On the ECAM APU page: Check all APU related parameters as well as if the APU GEN and APU BLEED system is available.

- Start the APU17: - APU MASTER SW ON - APU START pushbutton ON

- If the APU is running (ON light extinguished),

- Select APU BLEED switch ON

- Click the APU button on the ECAM CP.

17 Auxiliary Power Unit (electrical and pneumatic power)

Overhead Panel / LIGHTS/APU Part

Overhead Panel / LIGHTS/APU Part



Engine Start procedure On the Overhead panel - Switch the BEACON lights ON

- Confirm the PARKING BRAKES are SET

On the Center Instrument panel - Set the ECAM SWITCHING selector to the CAPT position, with the result that the captain’s ND is replaced by the LWR ECAM.

On the LOWER ECAM/RMP - Click the ENG button on the ECAM control panel. The ND will now display the SEC ENGINE parameters.

On the Pedestal - Select ENGINE START selector to IGN/START

- Select MASTER switch ENG #1 ON

On the Overhead panel - Select ENG MAN START 1 pushbutton ON

N3 RPM (starter drives system) is available as well as N2 RPM (intermediate drive). Further the active FADEC power supply from the aircraft is supplied.

Figure 31 – Overhead / ENG MAN START Panel

starter valves

ECAM Control Panel

SECONDARY ENGINE START Page

Pedestal Selections

MANUAL Engine Start Pushbuttons

ECAM SWITCHING Selector



During the N3 STARTING process, the Starter Valve is OPEN, which brings the N3 RPM to 18-20% N3. At 18-20% N3, the FADEC automatically activates the Ignition System and opens the LP and HP Fuel Valves (not shown).

At approximately 50% N3, the Starter Valve is closed by the FADEC system. After ENGINE 1 has stabilized, we can perform the same start procedure – as written above - for engine 2.

On the pedestal After the engines are running and stabilized:

- Set FLAPS to position 2

- Set the ENGINE START switch back to NORM

ECAM E/WD SLAT/FLAP indication SLAT/FLAP 2 Setting



Taxi Profile When you received your ATC clearance (if applicable) and all previous cockpit preparations are done, we can request the ground crew to start the pushback.

- -PARKING BRAKES Press PERIOD (.) to release- - Start the pushback via keyboard combination

“Shift + P”. For further details for left/right rotation at the end of the pushback, see MSFS.

- The pushback truck is automatically connected to the nose gear.

On the overhead panel - After the pushback is completed and your ready for taxi, perform the following actions: - Shutdown the APU: - Switch OFF APU BLEED AIR - Select the APU MASTER switch OFF - Switch the TAXI light switch ON (RWY TURN switch automatically follows) - Select the WING light switch ON - If applicable, switch ENG1/2 ANTI-ICE ON - Switch ARM SPOILERS ON

CLS Pushback truck in action

Overhead panel



On the TCAS control panel - Set on the ATC side: ALT RPTG ON - Set on the TCAS side: LH switch to ALL RH switch to TA/RA - Enter the received transponder code 3577

Taxi towards runway 34 - Taxi from Gate 25 towards runway 34 via: - taxiway G followed by crossing runway 10-28 - direct right turn following taxiway C - request clearance crossing 07-25 - at the end of taxiway C turn right and hold at holding point before runway 34

Necessary settings on TCAS Control Panel

Close-up Ground Movement Chart CYYC



Overview Ground Movement Chart CYYC



T/O Profile On the overhead panel - Select the LAND LIGHTS to ON

- Select the STROBE LT switch ON

Commence Take Off - Align the aircraft with runway centerline - Press the brake pedals to keep the aircraft in

the current position. - Increase the TLA18 to approximately 70% N1,

pause briefly to verify that the engine have established

- Watch the N1, EGT, N2 and N3 indications on the ECAM display units.

- Increase the N1 to approximately 100% - 103% - While keeping the aircraft on the runway

centerline, notice your V SPEEDS

18 Thrust Lever Angle

Cockpit overview – T/O



At aircraft rotation - At VR gentle pull on the column and bring the aircraft into a 8° PITCH UP position. DO NOT rotate > than 10° to avoid a tail strike.

When there’s a positive CL19 - Select GEAR UP - Maintain a speed equal to V2+15 - Maintain a V/S of 1500 fpm - Maintain climb angle of 8-10° PITCH UP - Follow the flight plan via the ND to the first

waypoint PERNA

19 CL - Climb

Primary Flight Display (PFD)

V1

VR

Navigation Display (ND) Flight Plan



Climb Profile At Thrust Reduction altitude (5000’) - Retract SLATS/FLAPS in steps to position 0

according to the PFD speed scale advisory. Maximum SLAT/FLAP speeds limits are: SLAT/FLAP position Maximum Speeds (knots) CONF 1 280 CONF 1+F 233 CONF 2 216 CONF 3 206 FULL 200

- Accelerate to FCU speed 230 knots - Perform the following actions on the AFS panel:

Click the HDG knob (Managed Mode) Click ALT pushbutton (Altitude) Click AP1 pushbutton (Auto Pilot 1) Click A/THR pushbutton (Auto Thrust)

Leveling of at 7000’ After you performed the previous action, the FMGEC flies the aircraft in lateral (vertical navigation) mode or in other words, the Managed Mode of the FMS. You can see this by the - - - indication.

By the way, we will level off at 7000’ till and including YYC VOR since the flight plan is commanding to do so. We still have some things to do before we can relax. Sorry, we don’t do this! We will practice a little with the MCDU, entering via the RMP some VOR and NDB station to see the output on the ND and/or RMI.

AFS Control Panel AP1, A/THR and ALT selected

SLAT retract

green DOTFLAP retract

PFD SPD Scale

Indication Window AFS Control Panel



Flying at 7000’ towards YYC VOR Since the aircraft is flying by the AP we have a good view on the ND of our previous waypoint, where we currently are and that we are flying towards YYC VOR, which is still 3.6NM to go.

VOR1 manually tuned on RMP for YYC (Calgary)

Airport CYYC (actual symbol via ARPT on EFIS CP)

YYC VOR flightdata

Our flight plan

YYC VOR

PERNA waypoint

VOR 2 manually tuned on RMP for YQL (Lethbridge)

FCU AP1, A/THR and ALT selected

Leveling off at 7000’



5NM before YYC VOR - Make the following changes on the AFS Panel: - Speed 250 knots - Altitude 21800’ - VS 1500 feet/min

The changes on the AFS panel are according to the provided flight plan because our tutorial doesn’t use real ATC from VATSIM or IVAO.

Approaching FL10020 - On the overhead panel perform

the following actions: - LANDING lights OFF - TAXI and RUNWAY TURN OFF lights OFF - WING Inspection lights OFF - ARM SPOILERS pushbutton OFF - If applicable; select ENGINE ANTI-ICE OFF

- On the Center Instrument panel: - Select AUTOBRAKE MAX switch OFF

20 Flight Levels

AFS Control Panel HDG MM, AP1, A/THR and ALT selected

LOWER Overhead panel

AUTOBRAKE panel



- On the AFS Panel: - Speed 300 knots

- Another option is to choose for the SPD

Managed Mode. In this case, we click on the SPD knob. The speed is then controlled by the FMS according to the flight plan data. An action as this, results in the following:

At Transition altitude (18000’) On the Center Instrument panel

- Set BARO PRESSURE on EFIS Control

Panel altimeter to Standard Atmosphere. - Click the BARO knob. STD appears on of the PFD.

Cockpit overview passing FL100

AFS annunciator with Managed Mode SPD/MACH

PFD STD Indication (> 18.000’)

EFIS Control Panel PUSH TO SET STD



Approaching FL218 (21.800’) ATC cleared us to climb to our final CR flight level, which is FL320 (32.000’). We could do the following: - Enter manually 32000’ on the AFS Panel, - or click the ALT knob on the panel.

This means that the FMGEC (FMS) currently controls/manages the vertical mode as well.

Cockpit Overview CR Condition



Cruise Profile End of Climb (TOC21) - On the AFS Control Panel:

- Click the MACH button for MACH calculation

Control of the aircraft is done by the Auto Flight System. We can relax; enjoy the view while passing the Northern region of the United States. Before relaxing, we will discuss a few items. Things like how to handle functions of the MCDU as well as certain things related to the navigation system and how the aircraft reacts on this.

21 Top Of Climb

Figure 82 – AFS Control Panel MACH Selection

Triple Instrument Overview / PFD – ND – ECAM E/WD



Now it’s a good moment to have a close look to some of the MCDU menu’s including their function and information. The MCDU is to reduce the pilot’s workload as well as doing different performance calculations, which where done previously by the pilots themselves. MCDU flight information Call-up the standalone MCDU - Click the INIT menu key

- Our FMS/GPS provides us with the current LAT and LONG22 position.

- Click the F-PLAN menu key

- It comes up with TIME / TRK page. Using the UP/DOWN arrow on the keypad allows us to scroll thru the flight plan

When using the PREV/NEXT PAGE button on

the keypad, we go to the DIST / FREQ page.

22 Latitude and Longitude

MCDU INIT Page LAT/LONG position

Figure 85 – MCDU FLIGHT PLAN Page TIME/TRK



- Let’s have a closer look to a specific VOR, NDB or waypoint – if applicable - of our flight plan.

- Click the F-PLAN menu key. The result can be seen below.

- Click the LSK with DLN - Sub page WAYPOINT DATA appears

- That’s nice, all relevant data of DLN VOR can be found here like LAT/LONG position, DIST TO WYPT (DLN VOR) and DIST TO DEST (Distance to Destination).

MCDU FLIGHT PLAN Page

MCDU WAYPOINT DATA Page



- Click the PROG menu key - Select LSK 6R (FUEL PRED >)

The FMS has made a prediction that GTF VOR will be over flown at 19:55 UTC23 with 72.3 tons of fuel onboard. Further on, under these conditions, we will land at KLAS at 21:45 UTC with 63.0 tons of fuel. - Click the TO APPR key - Click LSK 6R (APPROACH >)

We don’t need it yet but let’s have a look to it to see what we can expect for the approach. - Click LSK1L (< CALC/SET APPR SPDS) we

can calculate directly our appproach speeds. The most important speed for the moment you need to remember is VREF (next of LSK 6R). Almost all other speeds are based on VREF. VC Clean Configuration VF15 (VF25 and VF50) Flap Configurations

23 Universal Time Coordinated

MCDU FUEL PREDICTION Page Your values could differ from the MCDU screenshot!

MCDU APPROACH Page Your APPROACH speeds could differ from the MCDU screenshot!



User’s Information Manual Lateral Navigation Heading (HDG) Modes Although it’s nice that the FMGEC (FMS) is flying

the aircraft, some practice is necessary to deal with manual HDG control or verify our position with VOR and/or NDB stations but first we need to reset the HDG bug!

Here the HDG bug is somewhere on the ROSE. In case the GPS system drops OFF, the vertical guidance goes automatically in the HDG LOCK Mode and that equals in this case 343°.

On the ND - On the AFS Panel turn the HDG knob (+/-) while in Managed Mode till it’s in line with the yellow line, also known as the lubber line.

– +

ND HDG bug location

ND Lubber line

HDG Selection



- When you right click on the HDG knob, the following can be seen: - On the PFD HDG LOCK appears in the FMA - On the ND HDG MAG replaces GPS MAG - On the AFS Panel the selected HDG is shown

Read this first! It is important that your aircraft be at the correct latitude / longitude position, so you can use the following explanation and/or operations. Call FSN (so FSNavigator24) with the F9 key and check your position else you can use the EFIS ND with the VOR/D pushbutton active. For EFIS ND users: you’ve just passed CTB VOR after you have left COUTS waypoint behind you. For FSN users: you’re ≈ 74NM for GTF VOR

24 Abbreviation in tutorial FSN

ND Position Reference

EFIS Control Panel VORD Selection

Result of HDG LOCK Selection



Selecting manually a VOR station Either the HDG Managed- or HDG LOCK mode is used for the following actions. Let us have a look if we can find our position with the help of manually tuned VOR/DME stations. On the LOWER ECAM/RMP panel:

- Verify NAV2 is selected - Enter in the STBY/CRS window: 114.40 (CTB) - Click the TRANSFER button to move the


- Verify the NAV1 is selected - Enter 115.10 (GTF) in STBY/CRS window - Click the TRANSFER button to move the


CTB VOR

GTF VOR

Map with our tuned VOR stations

RMP NAV1 with CTBVOR selected RMP NAV2 with HVR VOR selected



On the ROSE VOR/NAV mode, we can see the tuned CTB and GTF VOR stations. The only difference between those modes is the presence of our flight plan (CSTR) and the other waypoint pushbuttons.

The ND is not the only way the see a tuned VOR indication, it’s also shown on the RMI25.

25 Radio Magnetic Indicator

Needle VOR 1

Needle VOR 2

VOR/ADF 1 Selector VOR/ADF 2 Selector

ND VOR Settings ROSE VOR Mode ND VOR Settings ROSE NAV Mode

RMI VOR and DME Indications



Selecting manually a NDB station What is applicable for a manually tuned VOR station, is also applicable for a NDB station. One difference between a VOR/DME or VORTAC and NDB station is the absence of DME info. - On the LOWER ECAM/RMP panel:

- Verify ADF1 is selected - Enter in the STBY/CRS window: 293.0 (CRD)- Click the TRANSFER button to move the entered frequency to the ACTIVE side.

- On the EFIS Control panel: - Select ADF/VOR switch 1 to the ADF position - Select the NDB button - If applicable, deselect for the moment the WPT and/or VOR/D pushbutton

- On the ND ROSE VOR mode: - We can see that needle 1 is tuned for ADF1. The pointer is heading to ≈ 152°, so the NDB is more or less on our way to GTF VOR.

- Right now it’s important to mention that we are still in the GPS MAG configuration, so the FMS (AP) is flying the aircraft in lateral mode. MAG means Magnetic Heading while GPS refers to the lateral mode of the FMGEC (FMS).

Also when tuned to an available NDB station, we can see the corresponding ADF needle in the RMI. On this RMI we selected VOR/ADF 1 switch to ADF 1 position, which is tuned to CRD NDB. The DME indication is still coming from the VOR signal.

RMP ADF1 frequency EFIS Control Panel NDB selection

RMI ADF1 Selection

ND Tuned for ADF1



Manually flying to a VOR station - On the AFS panel: - Verify that your HDG bug is in line with the lubber line (yellow line) on the ND and that you’re not in the managed HDG mode.

- On the LOWER ECAM/RMP panel:

- Verify the NAV1 pushbutton is selected, - Click in the STBY NAV area the NAV button The VOR button next of it, is activated as well - In the ACTIVE window should stay 115.10 and in the STBY/CRS window C-…, where … is a certain value. Here it’s C-144.

- The PFD FMA should look like:

AFS Control Panel HDG LOCK Mode

RMP Manual VOR selection

PFD FMA Lateral Change



- The ND header has changed to VOR MAG, since we are in the manual VOR mode.

- On the LOWER ECAM/RMP panel: - Turn the CRS knob in such a position that the Course Deviation Needle (CDI) is in line with the VOR pointer (see above). Keep in mind …. By doing this, you directly control the lateral position, which is the heading of the aircraft.

– + CRS knob

ND CRS and CDI of tuned VOR station

RMP CRS knob selector



- Instead of controlling the HDG via the CRS knob on the RMP, you are also able to control the HDG of the aircraft via the HDG knob on the AFS Control Panel. We call this the HDG SEL Mode (Heading Select).

- On the LOWER ECAM/RMP panel: - Verify that in the STBY NAV area, the VOR button is deselected. - Verify that the NAV1 and NAV buttons are still active.

- On the PFD FMA, the HDG indication is

changed into HDG LOCK. This means, when we don’t do anything, the HDG shown on the AFS panel, well be flown.

- On the AFS Control Panel:

- Turn the HDG knob till the CDI is in line with the VOR pointer, which represents the selected heading in the window. Remember, the aircraft HDG is directly following your commands.

– +

- On the ND, the VOR MAG is replaced with HDG MAG. This is the result of the deselected VOR button on the RMP.

RMP STBY NAV NAV and VOR selections

Direct Lateral Control via the HDG knob on the AFS Control Panel

ND and right hand the PFD VOR indications



Conclusion Although the normal way to control the lateral mode is the Managed Mode, we are still able to tune manually VOR and/or NDB stations. This manual tuning is either to crosscheck our current position with distance information (VOR/DME) or just to check one or more NDB stations. Still it is possible to fly the aircraft manually by disconnecting the lateral managed mode and select a VOR station by yourself including the HDG to fly. This old-fashioned option could be applicable if the FMGEC (FMS) system fails. Ok, let’s put it together for you: - Lateral Managed Mode active:

- Manually tune a VOR/D station to see its output and distance on the ND and/or RMI. - Manually tune a NDB station to see its output on the ND and/or RMI.

- Managed Mode disconnected:

- Manually tune a VOR/D station via the RMP including the course to the station (CDI). Control the aircraft HDG from the CRS knob. - Manually tune a VOR/D station via the RMP including the course to the station (CDI). Control the aircraft HDG with the HDG knob on the AFS Control panel.



Descent Preparations It’s a good time to review our descent, approach and landing on KLAS. Proper descent planning is necessary to ensure proper speed and altitude at the arrival point. Descent rates are as follows:

Intended speed Descent Rate Clean Configuration with speedbrakes

0.84Mach / 300 knots 2500 FPM 5500 FPM 250 knots 1400 FPM 3500 FPM VREF 30 + 80knots 1100 FPM 2400 FPM

- Generally, plan the descent so that your aircraft is approximately at FL100 / 250 knots, 30 NM from the airport. In our case, it is good to start our descent at BCE VOR (Bryce Canyon). According to the table with an intended speed of 250 knots, our VS will be 1400 FPM. We will follow the values of FSNavigator - 1000’ FPM - and of course, when you are flying online, ATC will guide you during your descent.

- Explanation: We have - according to the flight plan – to be at waypoint KSINO at 12880’ so let’s round this 13.000’, which means an altitude difference from BCE VOR of roughly 19.000’. Generally during a descent we require 3NM/1000’, so 3NM times 19 (19.000’) equals 57NM. We do not have to add a safe margin since this result already in arriving at 10.000’ before waypoint LUXOR. Therefore, we reduce our VS to 1000’ FPM, which is calculated by FSNavigator. See for this the flight plan on page 3.

- Overall approach planning with ATC/airport clearance available: - 250 knots below FL100 at around 30NM out of the airport, - 180-230 knots while 23 NM out of the airport, - Slow down to VREF at GS26 capture, VREF can be found at the MCDU APPROACH page, - VREF 5 to 7 NM from the airport.

The following pages need your attention. It concerns the ATC clearance for flying the required STAR27, followed by approach fixes with finally your landing at KLAS. So read the next pages carefully. If it’s too much, just put your aircraft in a holding. This gives you the necessary time to study what is coming up.

26 Glide Slope, part of the Instrument Landing System (ILS) 27 Standard Terminal Arrival Route



From the available STARs of KLAS; CLARR TWO, CRESO THREE, FUZZY SEVEN, KADDO ONE and LUXOR TWO, we will lift out the LUXOR TWO STAR. As can be seen on the picture, we are coming from GTF VOR flying towards Milford (MLF), into a SSW direction to Bryce Canyon (BCE). Form this point we start our descent to waypoint LUXOR, where we have to be at 10.000’. Ones arrived at LUXOR we will receive radar vectors to continue with the approach

GTF VOR

Figure 114 – FAA STAR LUXOR TWO for approaching KLAS



Although it looks complicated, it isn’t. Ok, what we need is to fly to IAF28 CROWE, which is far away from runway 25L. Since the LOC29 signal is not present at this position, we need therefore to fly on a HDG of 210° at 8000’ to PRINO INT LAS. We can also decide - depending on our flight plan - to use IAF PRINO INT LAS as entry point for the ILS 25L. On the chart, we can see that this IAF is 19.4NM away from the runway edge. IAF PRINO INT LAS must be flown-in at 8000’ from where we slowly descent to 3800’ on a HDG of 255°. This is where the GS30 starts and full the ILS is available to land the aircraft.

28 Intermediate Approach Fix 29 Localizer, part of the horizontal guidance of the Instrument Landing System (ILS) 30 Glide slope, part of the vertical guidance of the ILS

FSNavigator STAR for KLAS

FAA ILS 25L sheet



Descent Profile Initial configuration - Verify on the AFS panel that:

- Your back into the lateral Managed Mode

- ATC cleared us for our planned LUXOR TWO

STAR, which means without any interference from ATC, we can follow the flight plan.

- Call up the MCDU: - Click the TO APPR key - Click LSK 6R (APPROACH >)

- Click LSK1L (< CALC/SET APPR SPDS) - Automatically our approach speeds are

calculated. Important; do not forget, your speeds could differ from this screenshot! Almost all other speeds are based on VREF. VC Clean Configuration VF15 (VF25 and VF50) Flap Configurations

MCDU APPROACH Page Your APPROACH speeds could differ from the MCDU screenshot!

Close-up Indication Window AFS Control Panel



5NM before VOR MLF - On the LOWER ECAM/RMP panel: - Verify NAV1 is active/selected - Enter in STBY/CRS window 112.80 (BCE) - Click the TRANSFER button to move the entered frequency to the ACTIVE side

- On the ND and RMI,

we can see our distance (DME) to BCE. Since we are flying in the lateral Managed Mode, ND DME information is situated on the LH lower corner.

- Check that on the RMI and the EFIS Control Panel, the switches are in the VOR1 position.

RMP BCE VOR

EFIS Control Panel VOR1 Selector and RMI VOR1



Entering DH31 runway 25L - Call up the MCDU: - On the MAIN MENU page, Click LSK 4R (PROG >)

- At LSK 5R we see DH with a certain value.

According to the ILS 25L KLAS sheet, our DH equals for this category airplane 200. - Type with the help of the keyboard in the scratchpad 200 - Click LSK 5R - The DH value is changed into 200

31 Decision Height – Used for Precision Approaches (ILS) while MDA is used in combination with Non-Precision Approaches

MCDU PROGRAM Page

MCDU MAIN MENU Page



10NM before VOR BCE - On the AFS panel set: - Altitude 12.000’ (right click the ALT knob) - VS - 1000 (FPM)

- If the aircraft speed becomes too high,

gradually select some speedbrakes.

10NM passed VOR BCE - On the LOWER ECAM/RMP panel: - Verify NAV2 is active/selected - Enter in STBY/CRS window 116.90 (LAS) - Click the TRANSFER button to move the entered frequency to the ACTIVE side

Passing FL180 (18.000’) - On the EFIS Control Panel set: - BARO PRESS to 29.92.

- On the Center Instrument panel set: - The QNH on the STBY altimeter to 29.92.

- Further on, we can retrieve the weather information from KLAS ATIS32 (132.40).

32 Automatic Terminal Information Services

RMP NAV1 LAS VOR

AFS Control Panel

RMP NAV1: ND LAS VOR Presentation



Passing FL140 (14.000’) - ATC cleared us to descent to 8000’ with an expected landing at KLAS on runway 25L. Further, we could expect radar vectors (guidance) for our approach to KLAS.

- On the AFS panel set: - Altitude 8.000’ - VS - 1100 (FPM) - Speed 250

Passing FL100 (10.000’) - On the overhead panel set:

- LANDING lights ON - TAXI and RUNWAY TURN OFF lights ON - WING Inspection lights ON - ARM SPOILERS pushbutton ON - If applicable; select ENGINE ANTI-ICE ON


- Verify NAV1 is active/selected - Enter in STBY/CRS window 116.70 (BLD) - Click the TRANSFER button to move the entered frequency to the ACTIVE side

- On the Center Instrument panel set:

- AUTOBRAKE switch LO to ON

AFS Control Panel

Overhead Panel

RMP NAV1: Enter BLD VOR

AUTOBRAKE LO Selection



Approach Profile Over fly waypoint LUXOR - On the AFS Control Panel set:

- Altitude 6.500’ - VS - 1000 (FPM) - Speed 225 (VC) Verify VC values with the ones on your MCDU!

- If either IAS 225 or 6500’ altitude is reached,

select FLAPS 1

Passing waypoint CUTAX - On the AFS Control Panel set: - Speed 195

- Wait with FLAPS 2 till the aircraft speed has decreased to 195 knots. This has to do with the maximum allowable speed with FLAP 2. See VFE placard next of the STBY instruments.

- On the pedestal set: - FLAP 2

AFS Control Panel Settings when passing waypoint CUTAX

AFS Control Panel Settings over flying waypoint LUXOR



1 NM after waypoint NAPSE ILS preparations runway 25L - Turn the HDG knob in that direction resulting in a HDG bug at 190° position. - Right click the HDG knob, leaving the lateral Managed Mode. We are now in the HDG LOCK mode.


- Verify the NAV1 pushbutton is selected - Enter in STBY/CRS window 111.75 (ILS-25L) (this is the localizer frequency of runway 25L) - Click the TRANSFER button to move the entered frequency to the ACTIVE side

- Click in the STBY NAV area the NAV button - Click in the STBY NAV area the ILS button - In the ACTIVE window should stay 111.75 - Turn the CRS knob and enter a course of 255 (this equals the runway HDG)

– +

RMP STBY NAV: NAV and ILS button selection

RMP NAV1 selection



3NM before waypoint LARRE - After the ILS frequency and runway course are entered, it will result in the following lay-out. - On the PFD: - APPROACH and ILS information - On the ND: - APP MAG and VOR1 ILS IRLE

Cockpit overview last track to LARRE



Final Approach 3NM before waypoint LARRE (con’t) - On the EFIS and AFS Control Panel:

- Click the LS button - Active the LOC and APPR buttons

AFS Control Panel – LOC and APPROACH button activation

FSNavigator Final preparations for ILS 25L approach



LOC (Localizer) signal capture - Select FLAPS 3 - On the AFS Control Panel:

Reduce the speed to 168 knots Verify with your MCDU VF25 value!

- When we have a captured LOC signal, the PFD FMA indication changes from APPROACH to FINAL

Turning at waypoint LARRE for LOC capture



GS (Glide Slope) signal capture - Select the landing gear DOWN - Select FLAPS 4 - On the EFIS and AFS Control Panel:

- Set speed to 153 knots Verify with your MCDU VF50 value! - Set ROSE selector to ILS



At 400’ Radio Altitude (RA) - On the AFS control panel: - Disconnect the AP 1 - Disconnect A/THR

AFS Control Panel actions

400’ RA Cockpit Overview



Touchdown Landing on runway 25L KLAS - Select ENGINE REV THR (reverse thrust)

FULL REVERSE THRUST during the landing at KLAS runway 25L



Taxi Profile Assigned for gate G31 (FS2004) - Taxi via:

- A6/A7/A8 and hold short before crossing 25R - If cleared, cross 25R, turn right via taxiway B entering taxiway C4 to gate G31

Assigned for gate D42 (FSX) - Taxi via: - A6/A7/A8 and hold short before crossing 25R - If cleared, cross 25R, turn right via taxiway B entering taxiway C4 to gate D42

On the pedestal - Select FLAPS 0 - If needed, SPEEDBRAKE handle into RET - Bring the Horizontal Stabilizer position back

to the 0° position (ECAM FLT/CTL page)

Pedestal actions

Taxi route to Gate G31 (FS2004) or D42 (FSX) at KLAS

G31 D42



On the Center Instrument panel - Deselect the LO AUTOBRAKE pushbutton

On the EFIS and AFS Control Panel - Deselect the pushbuttons on the EFIS Control panel as well as on the AFS panel

On the Overhead panel - Select LANDING light switches OFF - Select the STROBE light switch OFF - Start the APU

- MASTER SWITCH ON - START switch ON

De selection of certain EFIS/AFS pushbuttons

De selection of the AUTOBRAKE LO mode

Overhead Panel selections



Cockpit Termination On all the cockpit panels Set the following switches, selector, knobs and

others, in accordance with the figure below: On the pedestal - Throttles in IDLE

- ENGINE MASTER switches in OFF - Verify ENGINE START selector is in NORM - ON/OFF switch on RMP in the OFF position - Verify the spoiler handle is in the RET position - FLAPS 0 position - PARKING BRAKE switch ON

On the LOWER ECAM / RMP - ON/OFF switch on RMP in the OFF position

Cold and Dark Configuration LOWER ECAM/RMP Panel

Cold and Dark Configuration Pedestal



On the LOWER ECAM / RMP (con’t) On the ECAM Control Panel: - Click the HYD button

On the overhead HYDRAULIC panel - Select GREEN ELEC pump switch OFF - Select GREEN ENG1 EDP pump switch OFF - Select BLUE ELEC pump switch OFF - Select BLUE ENG1 EDP pump switch OFF - Select YELLOW ELEC pump switch OFF - Select YELLOW ENG2 EDP pump switch OFF - Select GREEN ENG2 EDP pump switch OFF

On the LOWER ECAM / RMP On the ECAM Control Panel:

- Click the FUEL button


Overhead Panel MID section – HYD and ELEC panel




On the overhead FUEL panel Set for ENGINE 1: - MAIN 1 FUEL pump switch OFF - STBY 1 FUEL pump switch OFF Set for ENGINE 2: - MAIN 2 FUEL pump switch OFF - STBY 2 FUEL pump switch OFF

On the TCAS control panel - Set ATC ALT RPTG switch OFF

- Set ATC power switch in AUTO - Set TCAS LH selector in THRT - Set TCAS RH selector in STBY

Overhead Panel MID section – FIRE and FUEL panel

Cold and Dark TCAS Control Panel



On the overhead panel - FLT CTL ELAC1 and SEC1 switches OFF - APU BAT switch OFF - BAT 1 switch OFF (not yet BAT 2) - AVIONICS BUSS switch OFF - GEN 1 and 2 switches OFF - PACK 1 and 2 switches OFF - ENG BLEED 1 and 2 switches OFF - APU BLEED switch OFF - HOT AIR 1 and 2 switches OFF - ANTI ICE ENG1 and 2 switches OFF - PROBE/WINDOW HEAT switch OFF - All exterior light switches OFF - APU MASTER switch OFF - SEAT BELTS switch OFF - NO SMOKING switch OFF - PANEL light switch OFF - DOME light switch OFF - ACCESS DOORS at own request - FLT CTL ELAC2 (3) and SEC2 switches OFF - ARM SPOILERS OFF

(BAT 2 switch ON)

After you’ve seen the panel overview with BAT 2 still ON (above), it’s now time to switch BAT 2 OFF as well (RH figure).

Cold and Dark Overhead Panel

Cold and Dark Overhead Panel – BAT 2 still ON

Appendix Airbus A330/A340-200/300


Appendix CLS Frequently Asked Questions Question Are there any CLS created world flight plans (PLN) available? Answer Yes, we have included standard FS flight plan routes (PLN) from Airbus Industries,

Air France and Cathay Pacific. When you have chosen for “Documents” during the installation process, a special document describes how and where you need to place those FS flight plan files.

Question How do I push / pull the knobs? Answer Left mouse click = push

Right mouse click = pull.

Question Will my auto brakes work on landing? Answer Yes, they will. We advice you to select either the LO or MED pushbutton on the

Main Instrument Panel or on the pedestal. Do not select MAX since this is only used in emergency conditions or during the TO.

Question Do the ground spoilers work upon landing? Answer Yes, they do however, you need to ARM the speedbrake handle via the pedestal.

Question Can I perform an auto-landing with the panel? Answer Yes, you can.

The necessary details can be found in the flight tutorial.

Question How do I make/edit a flight plan for the A330/A340? Answer Use the default FS2004 flight planner and the navigation log.

When you load the trip into Microsoft Flight Simulator, it will automatically load into the airplane and the MCDU (FMS).

Question How do I control the doors from the panel? Answer On the righthand upper part of the overhead panel, you click the respective door

button to open it. In the flight tutorial you will find more details.

Question How do I change from FPM to Angle during my climb / descent? Answer Select the HDG/TRK // VS/FPA button

Question How do I get the autopilot to track green dot speed, and selected altitude? Answer Right click and pull the knob for speed, or altitude.

The plane will match the speed and altitude. This is known as the Managed Mode, performed by the FMGEC. All these things are covered by the flight tutorial.

Question Can I make a full flight from the 2D panel? Answer Yes, you can.

You can select every panel you want for clarity or undocking if you want and you have the possibility to enlarge the PFD, ND and UPPER ECAM displays.



Question Can I make a full flight from the Virtual Cockpit (VC)? Answer Yes, you can.

This Virtual Cockpit provides you a 100% control of the panels, instruments, knobs, switches and so on. Therefore making a take off, climb, cruise, descent and landing, they are all possible via the VC.

Question Does the panel have an FMC? Answer Yes Question Can I program in waypoints, SIDs and STARs? Answer Yes, simply manually enter it into the default Microsoft flight planner. The

waypoints will appear in the MCDU.

Question How do I fly the plane, or learn the airplane speeds? Answer Please see the MCDU TO/APPR menu to calculate speeds, and our CLS A340-

500 / -600 Flight Operations Manual. This manual is intended to show you the panel controls. Full flight operations are explained in the Operations Manual.

Question How do I know my maximum speeds, restrictions, aircraft checklist, and how do I enter a flight?

Answer You will be able to utilize: - The default MSFS electronic kneeboard for procedures, - The default MSFS electronic kneeboard for reference materials, - The default MSFS payload editor for editing PAX and cargo, - The default MSFS fuel editor for editing fuel loading, - The default MSFS flight planner to enter routes into the MCDU/FCU, as well as perfect working integration with the MSFS ATC engine, - The default MSFS ATC with the ability to fly SIDs and STARs, even RNAV approaches with transitions.

A330-200 Commercial Level Simulations A330-200 Operations Manual

A330-200 Model Max Taxi Weight = 807,332lbs,

Appendix Airbus A330-200/300


A330-200/300 Type Rating Frequently Asked Questions Asking Real Airbus Pilots ….. Question Is this a right statement?

The A330 doesn’t climb like a rocket… Answer People need to get over this notion that planes climb straight to their cruise altittude.

Typical climb profile to initial flight level for the A330-300 is 1500 fpm to 1500 AGL, 250 knots 1800 fpm to 10000FT, increase to 300 knots over 10000 FT, 1800 fpm to FL240, 1300 fpm to FL270. Initial flight level typically is somewhere between FL280 or FL290. Final climb is about 300 fpm to FL280 or 290. A330-300 is a bit more underpowered than –200.

Question The A330 is a big aircraft, about as big as a 777. How is taxing the A330?

Asnwer Taxiing the A330 is pretty easy. You should never exceed 32 – 33% N1 even when heavy to break away and start rolling. Should coast when heavy at about 29% N1. When light, should coast at idle thrust. Not accelerate, but coast.

Question The nose seems to bit a bit high on landing. Is this correct?

Asnwer Landing angle is about 4 degrees nose up, which is more than Boeing airplanes.

Question The handling of the A330 seems a lot different than a Boeing during a turn. Why is this?

Asnwer Uses more rudder in a turn than Boeings. In addition, A330 flight system is fly-by-wire.

Question I seem to loose airspeed quickly. What should I do? Asnwer Be careful not to let the A330 climb to fast. Nose too high up causes speed loss.

Question What are A330-200/300 EZ FDE files? Answer EZ FDE stands for Easy Flight Dynamics Engine.

The normal A330 FDEs reflect the actual aircraft performance and feeling. This will cause the plane to be extremely difficult to fly for beginners. For those who do not have much flight experience or simply do not care about realism, we offer A330-200/300 EZ files, which will allow users to fly as they wish, without realistic performance.

Question Where do I find those easy (EZ) FDE files and how to use them? Answer During the installation process, we have created a documents folder.

This folder contains the EZ FDE files. To activate those EZ FDE’s, simple copy and paste the original files in the aircraft folder.

Question Is there any support given for these EZ FDE’s? Answer For the installation process, we do assist you where needed but support for flying

behavior is not given due to the unrealistic flight performances.



Other Questions Question Climbout seems a bit slow when heavy… Am I doing this right? Answer After vR, rotate the nose upwards smoothly. Avoid overrotation. When the wheels are

off the ground, raise the landing gear as soon as reasonably possible to gain airspeed. Hold max 1500 fpm until 1500’ AGL. Lower the nose as necessary to gain airspeed. The A330 will climb, however, speed is crucial. If terrain permits, do not sacrifice airspeed for altitude.

Question So what’s a typical climb profile like for an A330-200 or –300? Answer Climb to 1500 fpm to 1500’ AGL, then accelerate to 250 knots (or ATC restriction) @

1800 FPM. Pulling sharply on the flight stick will result in rapid airspeed loss from bleeding airspeed. Above 10,000’ feet, accelerate to 300 knots, 1800 fpm. Initial flight level when heavy should be in the neighborhood of FL280 to FL330. Step climb to final cruise altitude as weight permits.

Question Nose angle seems high on landing? Different than Boeings. Is this correct? Answer Yes, Airbuses are more angled on approach, where Boeing aircraft are more flat.

Verify your trim and landing weight, however, you should see about +4 degrees nose up. Fly straight at the glideslope intercept at about 180 – 190 knots. At intercept, lower the landing gear and extend to flaps 4. The A330 will maintain about 4 degrees nose up attitude. If you are seeing more than this, adjust your trim.

Question Should I flare on landing? Answer To avoid tail strike, it is recommended to fly the aircraft straight onto the runway.

Question What are the operating speeds of the A330? Answer Sorry, I had to edit these pages out.

I cannot release all of the information I received. However, let’s assume a flight from Zurich to Kennedy. Here are some samples you can use: TO speeds - at 447,100 lbs (includes ZFW + fuel required for trip 3931 nm) - Temp = 10 deg C., Runway=Dry, Runway Slope=0, Pressure Altitude= 0FT - Required runway length = 3750 M - V1/VR/V2 – 147/160/165 - CONF 1+F (FLAPS 1) Landing Speed - (Total weight = 355,200 lbs) -> ZFW (343,242) + Fuel (12,000 reserve) - VREF – 142 knots + wind component Disclaimer – not always accurate in all situations!



Question How do I calculate fuel and range? Can you give me a sample trip fuel calcuation to use as a reference?

Answer Sure. Let’s continue the previous example. Here we will assume a trip from Zurich, Switzerland to New York Kennedy. Total trip length (example): - 3931nm total trip length. Next, calculate your travel time, required fuel, then total fuel: Calculate total travel time (westbound – assuming aloft winds): 3931 nm / 425 Average ground speed = 9.24 hrs Note: Assume Average GS – Westbound – 425 knots, Eastbound 525 knots) Calculate Required Fuel: 9.24 hr * 5300 lb per hour fuel usage = 49,021 lbs X 2 engines = 98,043 lbs Calculate total fuel: 98,043 lbs + 12,000 lbs (alternate/reserve fuel) + 2,000 lbs (taxi fuel) = 112,043 lbs. As you can see here, you only need 112,000 lbs fuel to cross the Atlantic on a westbound flight. Only take the fuel you need. Split this and place fuel in both left and right main wing tanks. Here, your total weight on takeoff would be: Takeoff weight - 343,242 lbs + trip fuel - 112,043 lbs ======================= Total weight 455,285 lbs As you can see here, you are well below the MTOW of 507,000 lbs. At this configuration, according to the Airbus documentation, you should be able to climb directly from brake trip to FL330 in 17 minutes. If you cannot do this, you are doing something wrong.

Question What if I can’t climb this quickly or am loosing too much airspeed? What could be wrong?

Answer Verify that you only have the fuel you need, do not simply fill up to 100% fuel on all tanks. You will be over the MTOW. Other than that, confirm your gear is up and flaps are clean.

Question Typically what engine speeds should I be seeing? Do the engines really work this hard?

Answer Yes. Of course, it varies by atmospheric conditions, but typically, at cruise, you should see about 88 – 89% N1 at Mach 0.80, 92 – 94% N1 at Mach 0.82.



A340-200/300 Type Rating Frequently Asked Questions Asking Real Airbus Pilots ….. Question Please explain some general characteristics of an A340? Answer People need to get over this notion that planes climb straight to their cruise altittude.

Typical climb profile to initial flight level for the A340-300 is 1500 fpm to 1500 AGL, 250 knots 1800 fpm to 10000FT, increase to 300 knots over 10000 FT, 1800 fpm to FL240, 1300 fpm to FL270. Initial flight level typically is somewhere between FL280 or FL290. Final climb is about 300 fpm to FL280 or 290. A340-200 is a bit more underpowered than –300 as it has about 10,000 less total lbs of thrust. Taxiing the A340 is pretty easy. You should never exceed 32 – 33% N1 even when heavy to break away and start rolling. Should coast when heavy at about 29% N1. When light, should coast at idle thrust. Not accelerate, but coast. Landing angle is about 4 degrees nose up, which is more than Boeing airplanes. Uses more rudder in a turn than Boeing airplanes. Be careful not to let the A340 climb to fast. Nose too high up causes speed loss. On landing, gear down, FLAPS out, N1 around 60 – 66% N1.

Question What are A340-200/300 EZ FDE files? Answer EZ FDE stands for Easy Flight Dynamics Engine.

The normal A340 FDEs reflect the actual aircraft performance and feeling. This will cause the plane to be extremely difficult to fly for beginners. For those who do not have much flight experience or simply do not care about realism, we offer A340-200/300 EZ files, which will allow users to fly as they wish, without realistic performance.

Question Where do I find those easy (EZ) FDE files and how to use them? Answer During the installation process, we have created a documents folder.

This folder contains the EZ FDE files. To activate those EZ FDE’s, simple copy and paste the original files in the aircraft folder.

Question Is there any support given for these EZ FDE’s? Answer For the installation process, we do assist you where needed but support for flying

behavior is not given due to the unrealistic flight performances.



Performance and Speed tables Question What are some Take Off (TO) speeds? Answer CONF 1 = flaps 1



Question What are some Take Off (TO) speeds? Answer CONF 2 = flaps 2



Question What are some final approach speeds? Answer FLAPS CONF 1 - CONF 2 - CONF 3

Question What are some GREEN DOT speeds?

Question What are some VLS speeds?



Question What are some CRUISE Performances? Answer Mach 0.82, CLIMB / Descent 300 knots



Question What are some Landing distances? Answer FLAPS CONF 4 (flaps position 4)

Question What are some Landing speeds? Answer Approximately with a ZFW of 363.200 lbs, 20.000 lbs FOB (161,400 kg)

VREF = 132 – 145 knots



Other Questions Question Climbout seems a bit slow when heavy… Am I doing this right? Answer After VR, rotate the nose upwards smoothly.

Avoid overrotation. When the wheels are off the ground, raise the landing gear as soon as reasonably possible to gain airspeed. Hold max 1500 fpm until 1500’ AGL or MSL. Lower the nose as necessary to gain airspeed. The A340 will climb, however, speed is crucial. If terrain permits, do not sacrifice airspeed for altitude.

Question So what’s a typical climb profile like for an A340-200 or –300? Answer Climb at 1500 fpm to 1500’ AGL, then accelerate to 250 knots (or ATC restriction) at

1800 FPM. Pulling sharply on the flight stick will result in rapid airspeed loss from bleeding airspeed. Above 10,000’ feet, accelerate to 300 knots, 1800 fpm. Initial flight level when heavy should be in the neighborhood of FL280, 290. Step climb to final cruise altitude as weight permits.

Question Nose angle seems high on landing, which is different than Boeings airplanes.

Is this correct? Answer Airbuses are more angled on approach, where Boeing aircraft are more flat. Verify

your trim and landing weight, however, you should see about +3 - +4 degrees nose up. Fly straight at the glideslope intercept at about 180 – 190 knots. At intercept, lower the landing gear and extend to flaps 4. The A340 will maintain about 4 degrees nose up attitude. If you are seeing more than this, adjust your trim.

Question Should I flare on landing? Answer To avoid tail strike, it is recommended to fly the aircraft straight onto the runway. Question My CFM56-5C2 powered airframe seems considerably slower than the CFM56-

5C4. I can’t climb as quickly. Is this correct? Answer There are 3 engine choices floating around out there for the A340:

the CFM56-5C2, -5C3 and -5C4. The 5C4 is currently more popular, being mounted on many higher gross weight models. The CFM56-5C2 is rated at 31,200 lbs of thrust per engine, the -5C3 at 32,500 and the -5C4 at 34,000 lbs. The difference is about 11,200 lbs of thrust, which is considerable. Remember, the lighter you are, the faster you will climb, so plan for this in your fuel and payload, and when you choose your flightplan.



Sound Settings Recommended sound settings for the A330/A340-200/300 are:

Note: Some machines will experience digital “tunneling” or may freeze when certain sounds are

played, due slower processors, lower amounts of RAM, and the large size of the sound files. If you experience either of these problems, we recommend that you set sound quality to medium or low.



Diagrams Airport CYYC (Calgary)



Photo courtesy of Google Earth – CYYC Overview



CYYC Close-Up



Photo courtesy of Google Earth – CYYC Close-Up



SID STAMPEDE ONE (CYYC)



STAR LUXOR 2



ILS RWY 25L (KLAS)



Airport KLAS (Las Vegas)



Photo courtesy of Google Earth – KLAS Overview



Photo courtesy of Google Earth – KLAS Close-Up



Others Use of FSNavigator 4.7 (FS9 only) To track the complete flight plan, you can use for example FSNavigator 4.7. This program allows you so many things in relation to the flight plan, NAV aids, aircraft position, and export functions to other programs etc. More information can be retrieved from www.fsnavigator.com. The intention of this appendix is to show you how to load the FSNavigator flight plan and to see the actual aircraft position, monitor its behavior, placing the aircraft to a new point etc. Location of the CYYC-KLAS.fsn file - Copy and paste the in the download package

added CYYC-KLAS.fsn file, preferrable in ..\Flight Simulator 9\Modules\FSNavigator\Plan Any other position on a local drive of your computer is also OK, as long as you remember where you put it.

Call up FSNavigator - Start Flight Simulator 9

- Click on the keyboard the F9 key - Click Plan on the FSNav menu - In the pull down menu, click Open…

- Automatically you’re guided to the FSNav

directory, as shown above in green. - Select out of the list CYYC-KLAS.fsn - Click in the window the Open button - On the globe the flight plan is added with all

belonging details of this Douglas test flight - Further details of how to us FSNavigator, can

be found on their website.

cls a330-a340 document version 4.5

Documents

flight duration

users manual chapter

operations manual chapter

approach flight phase

different flight phases

airbus a330 series

airbus industries

airbus airplanes