This document provides instructions for a flight simulator demonstration of flying an Airbus A320. It begins with an introduction and overview of the simulator activity. It then provides a detailed guide to the Airbus cockpit instrumentation, including explanations of the primary flight display, navigation display, flight management computer, autopilot, and fly-by-wire controls. The document concludes with guidance on performing an ILS approach and landing simulation in the Airbus A320 simulator.

1. Airbus A320 simulator flight
Preparation and lecture for DACP screening
Yuuji Izumo Gilbert Lee
VATSIM Hong Kong
Standing Committee on Aviation Resource and Education Development

2. Flight Simulator?

3. TOO
EXCITED

4. Everyone here will be
invited to Cathay City
and fly a real Dragonair
A320 Simulator!

5. Before that, it’s your good friend

6. You will learn how to fly
the Airbus A320

7. NOT FREE
FALL

8. Follow mentor’s
instruction

9. When you get into the sim

10. Mind you head!

11. NOT TO TOUCH
anything you shouldn’t touch

12. Then you will be asked to fly
a certain pattern one by one

13. From 25L to TD

14. Then ILS 25R approach

15. No pushback and startup
needed

16. Before that you should
know what is going on

17. Except A300 family, all
airbus cockpits look like
this

18. This is overhead panel
You don’t have to touch it

19. Pedestal

20. Throttle, Flaps, Spoilers and
MCDU

21. Here is EFIS

22. Electronic Flight Instrument
system

23. Outdated

24. After you have adjusted
your seat, your mentor
will let you

25. TAXI

26. The 4x EFIS displays provide
the pilots with Flight data to help
them operate the aircraft in a
safe and efficient way

27. Flight parameters are displayed on
Primary Flight Displays （PFD）
while navigation data is displayed on
Navigation Displays（ND）
ELECTRONIC FLIGHT INSTRUMENT SYSTEM
PFD1 ND1 ND2 PFD2

28. So look at the
right seat

29. Flight parameters are displayed on
Primary Flight Displays （PFD）
while navigation data is displayed on
Navigation Displays（ND）
Navigation Primary
Display Flight
Display

30. We’ll talk about
ND

31. The ND, can present
the pilots with a lot of
useful data
ND gives the pilots a
visual presentation of
where the aircraft is in
relation to Airfields,
Navaids, etc, the
operation of the aircraft
is also made easier

32. The Ground Speed (GS) +
True Air Speed (TAS) are Below the speed indications, the wind data are
permanently displayed on the presented; wind direction (true north), wind speed
and an arrow to indicate the wind direction with
Ground Speed top left corner respect to magnetic north.
True Air Speed
Here, wind from 60 degrees at 52 kt.

33. Step on your brake
pedal to release
parking brake

34. No speeding on
taxiway

35. On 90 degrees turn

36. You will start at
“holding point J11”

37. Then get into runway
25L

38. So how about our
beloved PFD?

39. use PFD later
when takeoff

40. (Video)

41. The plane is on
runway!

42. Flight parameters are displayed on
Primary Flight Displays (PFD)
and intergraded few tradition component into one DU
ELECTRONIC FLIGHT INSTRUMENT SYSTEM
Primary
Flight
Display

43. The Artificial Horizon is in MIDDLE

44. Air Speed Indicator on the left

45. Altimeter tape on the right

46. Also the Vertical Speed Indicator

47. The Primary Flight
display, displays all the
normal Primary Flight
indications.
• Attitude,
• Airspeed,
• Altitude,
• Vertical Speed,
• Heading and Track

48. Indicators are laid
out in a
classic instrument
“T” configuration.

49. Like what you can see on
GAs

50. The upper part of
the display is
known as the
Flight Mode
Annunciator
(FMA)

51. When below
2500 feet, a digital
radio altimeter
(RA)
is displayed

52. Attitude information
is shown at the
center of the display

53. The attitude indicator works
in the normal sense
The aircraft is represented
by 3 black and yellow
symbols which remain fixed
Just like looking the aircraft
from the back

54. Sky Pointer
The Sky Pointer moves
against a fixed scale to show
angle of bank
To show both the pitch and
bank indications in use
Let’s look at the indication for
a climbing turn

55. Side Slip
Index
Below the roll index is
the Side Slip Index
This index moves to
indicate side slip and
replaces the old
fashioned slip ball

56. 10 degrees of left bank
20 degrees of left bank
30 degrees of left bank
In this example the
aircraft is in a 20 degree
banked turn to the left with
a nose up pitch attitude of
10 degrees
10 degrees of Nose up pitch

57. Take a look on
the bottom

59. HEADING 091
The compass display is
very conventional
The gray scale moves
against a fixed yellow line
which represents the
centerline of the aircraft
In the example shown the
aircraft is heading 091
degrees

60. TRACK 094
The small green diamond
represents the aircraft track, and
it is normally referred to as the
TRACK DIAMOND
In the example shown the
track is 094 degrees which
means that the aircraft has 3
degrees of drift to the right

61. A selected heading
may appear either
as;
• a blue figure, on
the appropriate side
on the compass
scale or
• a blue triangle

62. On the FCU there is a
Heading selector, with
an indicator, that is
linked to the selected
heading indication on Target Heading
the PFD compass Selector and Indicator

63. All the indications
associated with Altitude are
located on the right hand side
of the PFD
CLB NAV

64. Altimeter Vertical Speed
The main part of the
display is dedicated to the
Altimeter. To the far right
is the Vertical Speed
display

65. In the final stage of
an approach the
ground reference
ribbon will reappear
along with a landing
elevation line
Landing Elevation Line
FL 70 Ground Reference Ribbon
30.08
STD
QNH

66. Missed Approach Altitude
The vertical speed
indication is showing a rate
of decent of 800 feet/
minute
Also notice that the
missed approach altitude
has been set at 9000 feet.
Vertical Speed 800ft/min
FL 70
7000
30.08
STD
QNH

67. PFD also “teaches”
us how to fly

68. When the Flight Director
pb on the EFIS control
panel is selected
Flight Director
indications are on the
attitude indicator

69. A Flight Director pb on the
EFIS control panel enables the
pilots to switch the Flight Director
display on
Notice that there is an
indication on the FMA when the
Flight Directors are switched on

70. Flight Director Roll Bar
Vertical =
Roll Bar
Horizontal line =
Pitch Bar
Flight Director Pitch bar

71. Pitch up directed
Roll to the right directed
In this example the FD is
directing a pitch up and roll to the
right
Once the aircraft has achieved
the required pitch and bank the
Flight Director bars will once
again be centralised
Now let’s look at the airspeed
indications on the PFD

72. The Speed scale moves behind a fixed yellow reference
line and triangle. In the example shown the indicated
airspeed is steady at 250 knots

73. When the aircraft is
accelerating, or
decelerating a
Speed Trend Arrow
appears
This arrow shows
the value that will be
attained in 10
seconds if the ac（de）
celeration remains
constant
Speed Trend Arrow

74. Speed Selector and
Indication
Selected Target
Airspeed
Manual speed
selection is achieved by
a rotary selector on the
FCU panel

75. Magenta = Managed Blue = Selected
Magenta indication
means Managed
Blue indication means
selected

76. To look at the various other indications on
the Airspeed scale we will run through a
typical takeoff profile.
We will assume a departure with the Flaps
in position 1+F

77. So it’s now your turn
to take off

78. Lower down
the flaps

79. Give it some
POWER!

80. TOGA
FLX / MCT
Climb
IDLE

81. FLX / MCT
TOGA
Climb
IDLE

82. Make sure you have got
TOGA and flap setting
1+F
on the upper ECAM, Electronic
Centralized Aircraft Monitor

83. 151 V2 speed of 151 knots
134 Decision speed (V1) of 134 knots
060
040 During the take off roll a blue
decision speed, V1, and a magenta
V2 speed are shown
Notice that since these speeds are
beyond the visible scale they are
shown as numbers

84. 151
134 V2
140
060 V1
1
120
040
As the take off progresses
100 V1 and V2 indications appear on
the speed scale as a blue 1 and a
magenta triangle
080

85. Just after lift off the
magenta target speed
remains at V2
200
140 The speed demanded by
1
180 the flight director will be V2 +
10 knots
120 F
160 Flight Director Target Speed V2 +10
100
140
080
120

86. 250
220 Flap Limit speed, VFE
200
200 Minimum Slat retraction speed
180 S S Speed
180 F
160 The F speed indication is
160 replaced with an S speed
indication
140
This is the minimum Slat
140 retraction speed

87. 250 Target Speed
240
220
200
220
S
200
180 The aircraft is now above
S S speed, and is
accelerating, so the flaps
160
180 can be fully retracted
140
160

88. 250
240
After flap retraction the
280 aircraft is clean therefore
220 no VFE is indicated.
260
The aircraft stabilizes at
200 Target Speed
250 knots
240 S
Notice that the target
180 = speed is in line with speed
220 reference line
160

89. 320 A green circle indicates the
best lift drag ratio speed for the
360 aircraft in clean configuration
300
340 This speed is known as
Green Dot Speed
280
320
260
300
240 o Green Dot Speed
.782

90. (Video)

91. It seems that something is
missing

92. Oh yes…
How to drive an Airbus

93. No… we have neither
a steering wheel

94. nor a control column

95. In the A320 family, manual roll and
pitch are controlled by the side sticks
They are spring-loaded to neutral
and receive no feedback from the
flight controls

96. Movement of one side stick will not
cause movement of the other
In this case, as the left side stick is
moved, the right remains in the neutral
position

97. FLIGHT CONTROL
COMPUTERS
A side stick sends a message
to the flight control computers
demanding an aircraft maneuver

98. FLIGHT CONTROL
COMPUTERS
CONTROL SURFACES
The flight control computers process the input and
send it to the control surfaces
and instructions called LAWS. The processing uses
pre-set limitations

99. Normal Law is modified depending on the phase of flight. It operates in 3
modes:
Ground mode:
• Operates on the ground when the aircraft is electrically and
hydraulically powered. Controls are conventional.
Flight mode:
• Operates in the air after a gradual transition from ground mode just after
lift off to 150ft
Flight
mode
Flare Ground
mode mode
Ground
mode
Flare mode:
• Modifies Flight Mode to introduce a conventional
‘feel’ to the landing phase

100. So what is the difference
between
Conventional Aircraft
and
Our beloved AIRBUS?

101. Conventional aircraft
• Control surface deflection is directly
proportional to control yoke deflection.
• The same yoke input produces a:
- Higher rate of pitch/roll at high
speed,
- Lower rate of pitch /roll at low speed.

102. A side stick deflection gives a rate demand to
the Flight control computers. Fly by wire aircraft
For the same side stick input, the control
surface deflections will be:
- Large at low speed, but
- Small at high speed.
• A side stick input is a :
- Rate of roll demand in roll,
- Load factor (g) demand in pitch.

103. So how to fly?

104. In flight mode, if you wish to
execute a descending left turn,
you set the required attitude and
then return the side stick to
neutral
The neutral side stick position
demands zero rates of pitch and
roll
The flight control computers will
maintain the set attitude until you
use the side stick to demand an
attitude change
Throughout the maneuver,
there are no pilot trim inputs

105. Take the box to the
cross

106. Put the center of F/D
into the square

107. The airbus also
provides some
protections

108. Pitch up limit
Pitch down limit
• Pitch attitude protection
• 30 degree up / 15 degree down

109. • High angle of attack protection
• High speed protection

110. Bank angle protection
No more than 67
degrees

111. So how to
get back the plane?

112. Each side stick is fitted
with a red autopilot
disconnect
By pressing it, a pilot
disconnects the autopilot
Press twice to cancel
audible warning

113. Each side stick is fitted
with a red autopilot
disconnect
By pressing it, a pilot
disconnects the autopilot
Press twice to cancel
audible warning

114. moving
2 sidesticks
At the same time?

115. Audio warning –
red SIDE STICK PRIORITY arrow
in front of the F/O indicating that his
side stick is inoperative.
The arrow points left showing that
the Captain has control.

116. Never trigger this
or
You will FAIL!

117. During the flight, your
mentor will switch
different FCU settings

118. So what is FCU?

119. Here we call “Glare Shield”

120. In the middle of the glare shield, there is a Flight Control
Unit
The FCU is one of the interface units between the pilots
and the Autoflight system
There are selectors on the FCU which will affect the
indications seen on the PFD and ND

121. SPEED HEADING ALTITUDE
The selectors, with associated indication, are
provided for:
• Speed,
• Heading,
• Altitude.
You will see how these selectors affect the EFIS
displays in the modules that follow.

122. Your mentor will
engage A/P once you
have finished your
turn

123. Your mentor will also
do some time
keeping work

124. The two CHRONO pushbutton
located on the glare shield,
control the associated
chronometer display on the
individual ND

125. When he set heading
to the left, you fly left

126. When he set heading to
the right, you fly right

127. When he set climb, you
climb

128. 10000
17000 Target Altitude Target Altitude
Selector and Indication

129. Constraint altitude and target box
As the constraint
Altitude is approached
it appears on the scale
with a target box

130. Target Flight Level Box
The aircraft is now
cruising at Flight
Level 370
Notice that the
target Flight level box
is in the middle of the
Vertical Speed at zero scale and the vertical
speed indication is at
zero
STD

131. When he set descend,
you descend

132. He jumps, you jump

133. (Video)

134. Then it’s time to
get back onto the
ground

135. Descending!

136. ILS approach

137. What is ILS?

138. Instrument
Landing System

139. divided into two system – Localizer and
Glideslope
= Horizontal guidance + Vertical guidance
respectively

140. Glideslope (G/S) – An array for Vertical
Guidance
3 degrees Glide path in Hong Kong

141. The ILS pb on the EFIS
control panel enables the
pilots to switch on an ILS
display

142. The ILS display
includes indications for:
• Localizer,
• Front course,
• Glide slope,
• Information

143. ILS deviation
information is
displayed in the form
of Localizer and
Glideslope deviation
scales
The ILS front course
will be displayed in
magenta at the side of
the compass scale if
the figure is outside
the visible scale

144. A magenta diamond
represents the
localizer
When the ILS front
course is within the
compass scale it is
displayed as a
magenta dagger

145. In the example
shown the aircraft is
established on the
localizer and the
Glideslope indication
has appeared in the
form of a magenta
diamond

146. The aircraft is now
fully established on
the ILS approach
Let’s look at the
indications on the
compass scale in
detail

147. With the aircraft established
on the localizer;
• the heading is 230 degrees
• the track diamond is showing
3 degrees of left drift
• The ILS front course dagger
is beneath the track diamond
You will see how useful the
track diamond can be to help
you fly an accurate approach
in the simulator phase

148. During an FMGS computed
(managed) descent the single
triangle is split into two to give a
speed range.
360
A double magenta bar
Upper speed range
indicates the target speed. In
indication
340 the example shown the target
speed is 325 knots. The speed
Managed Target will vary in between the two
Airspeed
320 speed range indicators as the
aircraft maintains the required
Lower speed range descent profile
indication
300 Managed descent profiles will
be studied in depth in the
Autoflight modules
.636

149. Following initial deceleration to 250
knots there is an indication of the next
flap limiting speed, VFE Next
In this case the next flap setting is 1 so
280
360 an indication is shown at 230 knots. The
VFE Next indication will be visible
provided the aircraft is below 15,000 feet
260
340
Green Dot Speed may also be visible
240
320
= VFE Next
220
300
o Green Dot Speed

150. A further deceleration to
Green Dot Speed takes the
airspeed below the VFE for the
first flap selection
Flap 1 can now be selected
240
280 Notice that a target speed of
= VFE Next 140 knots has appeared. This
represents the approach speed
220
260 target
o
200
240
=
180
220
o
140

151. Once the flap lever is
in position 1, S Speed,
VFE Next and the Flap
limit speed indications
will appear
Flap Limit speed, VFE
240
220 The speed will
= decrease towards S
speed
220 =
200 VFE Next
o
200 S S Speed
180
180
160
140

152. Notice that at S speed the
aircraft is below the limit
speed for the next flap
setting, VFE Next
Flap 2 can now be
220 selected
200 = VFE Next
S S Speed
180
160
140

153. As soon as the flap lever
is in position 2 , S Speed is
removed
220 F Speed, and a new VFE
220 Next indications will
appear. The Flap limit
200 Flap Limit speed, VFE
speed will move to a new
200 = limit
= VFE Next
180
S
180
160 F F speed
160
140
140

154. Notice that the approach
speed target, V Approach,
has now appeared as a
magenta triangle.
The aircraft will continue
220 decelerating towards F
speed
By reducing towards F
200 Flap Limit speed, VFE speed the aircraft will be
below the VFE for the next
flap setting
= VFE Next
180 Flap 3 can now be set
160 F
140 V Approach Speed

155. As before VFE
Next and VFE move
to reflect the new
220
200 flap position
Flap Limit speed, VFE
200
180 = VFE Next
Flap full can now
be selected
=
180
160 F
160
140 F
140
120

156. The aircraft will
eventually stabilize at V
Approach and the VFE
will be adjusted to
reflect Full Flap
200
160 There are indications
180 = associated with speed
and angle of attack
140 protections
160 F
120
140
Protection speeds
100
120

157. 120 Once the aircraft lands all
additional speed indications
are removed apart from the
100 speed trend arrow
Having thoroughly studied
080 the Airspeed indications lets
look at Altitude indications
060

158. (Video)

159. Still have any questions?

160. Chat with us online
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162. Thank you