ToLiss AirbusA340-600 Tutorial

Simulation Solutions
ToLiss Aeronautical Simulation Solutions
ToLiss Airbus A340-600 V1.3 – Tutorial flight

Version 1.3 from 2023/11/21
© 2023, ToLiss Inc. This software, digital art work and accompanying manuals are copyrights
and must not be reproduced or distributed without prior written consent from ToLiss Inc.
© Airbus 2023. AIRBUS, its logo and product & service marks are registered trademarks of
Airbus. All rights reserved. Officially licensed by Airbus.
1
Table of Contents
1 Introduction........................................................................................................................3
1.1 Recommended custom scenery .......................................................................................4
2 Setting the desired configuration after initial installation .................................................5
2.1 Set initial conditions .......................................................................................................6
3 Aircraft startup ..................................................................................................................9
3.1 Power up from cold and dark .........................................................................................9
3.2 Cockpit preparation ...................................................................................................... 18
4 FMGS initialization .......................................................................................................... 27
4.1 Route overview ............................................................................................................. 27
4.2 Programming the FMGS for this route ........................................................................ 28
4.2.1 FMGS initialization .............................................................................................. 29
4.2.2 Active Flight Plan Programming ......................................................................... 35
4.2.3 Alternate Flight Plan Programming ..................................................................... 49
4.2.4 FMGS Performance Parameters ........................................................................... 51
4.2.5 Secondary flight plan preparation ........................................................................ 57
5 Leaving the gate ............................................................................................................... 61
5.1 Pushback ...................................................................................................................... 67
5.2 Engine start .................................................................................................................. 69
5.3 Taxi preparation and change of departure runway ...................................................... 72
5.4 Taxi to the runway....................................................................................................... 74
6 Take-off and initial climb ................................................................................................. 78
7 Climb and cruise .............................................................................................................. 85
7.1 Skipping forward through the flight plan ..................................................................... 89
7.2 Step climbs ................................................................................................................... 91
8 Descent preparation and descent ..................................................................................... 98
9 Approach and go-around ................................................................................................ 104
10 Diversion to the alternate airport. ................................................................................. 112
11 Descent into the alternate airport. ................................................................................. 115
12 Approach and landing at the alternate airport .............................................................. 119
13 Taxi and shut-down ....................................................................................................... 125
2
1 Introduction
Thank you for purchasing the ToLiss Airbus A340-600 and for trusting us to provide you with one
of the most realistic FBW simulation addons with complete custom systems for X-Plane.
This aircraft is the next step up from our A319/A321 series with a completely new 3d model,
all system adapted and improved to meet the characteristics of an A340-600 and lots of new features.
The simulation supports accurate system behaviour in the presence of failures. For example,
following the failure of an electrical bus, associated equipment, i.e. cockpit displays, exterior lights,
certain computers, etc. fed by that bus will not be available anymore.
To improve the user experience, this model features situation saving and loading. Flights can
be stopped at any point in time and continued from the exact same conditions another day. The
model also provides situation autosaving; should something unforeseen happen during the flight,
the autosave allows resuming the flight to try again.
About the manual: The ToLiss Airbus A340-600 comes with three manuals:
• A “simulation manual”: Describes installation, and setup of the model as well as usage of
the “Interactive Simulation Control System”.
• A “tutorial flight” (this manual), which provides a step-by-step description of a complete
flight from cold & dark to aircraft shut-down after landing. This is the best manual to learn
flying the aircraft.
• An “aircraft manual”, which is primarily intended as a reference after the tutorial is provided
as a reference for standard operating procedures, as well as a more in-depth look into the
different systems of the aircraft.
This tutorial provides a fairly comprensive overview of the features implemented in the ToLiss
Airbus A340-600. We highly recommend to work through this tutorial first. The ToLiss Airbus
A340-600 is a very complex product and its features cannot be learnt by trial and error. The tutorial
describes the following aspects of a flight:
• Starting the aircraft from cold and dark and shutting it down at the end of the flight
• Conducting a flight according to standard operating procedures (SOP)
• Entering a flight plan from the departure airport to the destination including fuel
requirements, standard departures and arrivals, as well as vertical navigation
• Modifying the flight plan prior to departure and in flight
• Swap between managed and selected autopilot operation
• Diversion to an alternate airport
Prior to working through this tutorial, please read the “simulation manual” which provides the
necessary knowledge to operate the simulator.
This tutorial describes each step for a complete flight from Hong Kong, China (ICAO code
VHHH) to New York JFK Airport, USA (ICAO code KJFK) with a go-around in NewYork and
subsequent diversion to Boston (KBOS). This corresponds to the real life flight CPA830 which
Cathay Pacific operated with A340-600 aircraft. The route goes almost straight over the north pole,
so it is suitable to show long range operation at high latitudes.
3
1.1 Recommended custom scenery

In order to make this flight as enjoyable as possible we recommend installing the following custom
freeware sceneries:
• Scenery for Hong Kong’s Chek Lap Kok Airport:
https://forums.x-plane.org/index.php?/files/file/43626-vhhh-hong-kong-chek-lap-kok-
international/
Note: This requires a number of libraries to work correctly, but it is totally worth it.
• New York JFK Scenery:
https://forums.x-plane.org/index.php?/files/file/35044-kjfk-john-f-kennedy-
international-airport/
• Boston Logan International Airport:
https://forums.x-plane.org/index.php?/files/file/33270-kbos-boston-logan-
international-airport/
Important note: At least on my machine, the Hong Kong scenery sometimes leads to
ridiculously low FPS. In this case just reload the aircraft at the starting location without
closing x-plane and the problem goes away.
4
2 Setting the desired configuration after initial installation

This section assumes that the model has been installed and activated as described in the “Simulation
Manual.”
In order to prepare for this tutorial, a few of the default options that the model ships with need
to be modified: load the ToLiss Airbus A340-600 at Hong Kong airport (VHHH), and open the
“Interactive simulation control system ISCS” via the appropriate X-plane menu function:
In the ISCS, go to the tab “General Settings” which is the right-most tab:
In the right column “Startup Behaviour”, the following 2 settings need to be changed for this
tutorial:
• Set “Cold Start Type” to “Cold and Dark” – this ensures that the aircraft will be started
in the powered-down state.
• Make sure that the field “Start with bright displays” is set to OFF:
5
All other settings in this tab can be left as they are.

Important: Hit “Save preferences and default values” at the bottom of the screen. The text will
light up orange for a short time to confirm that the preferences have been saved.
In order to bring as much payload as possible on this trip half way around the world, we select
the “High Gross Weight” Variant for the aircraft in the “Situations / A/C Config” tab of the ISCS.
Go to the “Situations / A/C Config tab”:
Select Weight Variant HGW.
Locate the option “Use Weight Variant” and set it to HGW. Using the high gross weight variant
allows adding more payload while still being able to fill the tanks all the way.
Also, in the right column “Aircraft Configuration”, the following setting need to be changed for
this tutorial:
• Set “Auto Nav On GA” to OFF – with this setting the procedure for the go around in
KJFK New York will be exactly as described in this tutorial.
Click “Save A/C Config” and close the ISCS via the cross in the top right corner.
2.1 Set initial conditions

Now we set X-plane up for the tutorial flight. Choose the following settings in X-plane’s flight
configuration menu:
• Select the ToLiss Airbus A340-600 in the aircraft menu.
• Select the “Customize” button on the aircraft symbol:
6
• Make sure that the option “Start with engines running” is OFF. (bottom-right)
• If you have a Cathay Pacific livery installed select it via the menu in the top-right.
• Set Hong Kong VHHH as airport and via the customize button, select a start at Gate
S49:
• Click “Confirm” at the bottom right.
For the weather, this tutorial uses preset conditions. Otherwise, departure/arrival runway etc.
might not match the meteorological conditions.
• Select “Customize” in the weather dialogue and perform the following settings:
o Bottom left – “Weather mode”: Set to “Manually configured” / “Manually enter
Weather”
o Center top – “Select a Preset”: Set to CAVOK / Clear
o Top right – “Atmospheric conditions”: Change temperature at nearest airport
to 30degC and “Barometric pressure at sea level” to 1024hPa
7
o Top left – “+Wind layer”: Add the following three wind layers:
Altitude 3000ft MSL: 120degrees, speed 15knots
Altitude 10000ft MSL: 180 degrees, speed 30knots
Altitude 30000ft MSL: 240 degrees, speed 60knots
• Select a “Time of day” sometime around mid-day to ensure sufficient daylight:
• Click on “Start New Flight” to load the ToLiss Airbus A340-600 at the desired location
for this Tutorial.
8
3 Aircraft startup
3.1 Power up from cold and dark

If you step into the aircraft “cold and dark”, you have to assume it was unpowered for a while.
This requires a number of additional checks compared to stepping on an aircraft that already has
electrical power applied as you step in.
• Tilt the camera towards the pedestal and verify (see the “Simulation manual” how you
could use our pre-programmed commands to do this):
• All four engine master switches OFF
• Engine Mode selector in mode NORM
• On the weather radar panel (to the left of the thrust levers), make sure that:
• WX system switch is OFF
• Predictive wind shear (PWS) switch is OFF
• On the main panel, verify that the landing gear lever is in position “DOWN”
9
• Check that the battery voltages are above 25.5V with the batteries still selected off
(aircraft still in shut down state):
• Use the switch besides the battery voltage indication window to check the
voltage of each of the three batteries:
• Set the two switches BAT 1 and BAT 2 to position AUTO, i.e., press both of them. As
a result, the switch integrated lights will now be available. The off light should not
appear in either of the two battery switches:
Switching Battery 1 to Auto Switching Battery 2 to Auto
After switching on batteries 1 and 2, the DC ESS and AC ESS busses are powered which power
a number of lights in the overhead panel, including the APU BAT OFF light. That is why that
light appears only after switching on batteries 1 and 2.
• Set the APU BAT also to AUTO, the OFF light in the switch extinguishes
10
• Activate external power; for this you need to first verify that external power is enabled
via the ISCS, Tab “Ground Services”:
Note that the chocks are also set in the ISCS.

• After ensuring external power is available, you can switch it ON on the overhead panel,
by pressing the External power A and External Power B buttons:
The blue ON light (EXT POW A) and AUTO light (EXT POW B) will light up.
• Check the Air Conditioning panel:

• All white lights off
• Cross-Bleed Rotary in Position AUTO
• Cockpit and Cabin Temperature regulators as desired
• Cargo Air Conditioning Temperature setting as desired.
Note: Depending on timing, it is possible that the amber FAULT lights in the PACK1 and
PACK2 switches are lit up. This is normal and ok.
11
• Set cockpit lighting as required:

• Annunciator light level, for daytime flights, position BRT is appropriate,
• Panel integrated lights,

• Main Panel Flood Light
• Pedestal Flood Light
• FCU lighting is adjusted via the two rotary knobs below the FCU:
12
• Adjust the display brightness:

o Primary Flight Display (PFD) and Navigation Display (ND) brightness knobs
are located on a separate panel displays on the outboard side, i.e. to the left of
the PFD for the captain and to the right of the PFD for the co-pilot.
Note that for the ND brightness, the INNER knob controls the display
brightness, the outer knob controls the intensity of the weather radar or terrain
display image.
PFD brightness
WX radar / terrain
image intensity
ND brightness
o Engine Warning Display (EWD) and System Display (SD) brightness knobs are
on the pedestal just forward of the thrust levers.
EWD brightness
SD brightness
o MCDU display brightness is controlled via two push buttons labels “BRT”
(brighter) and “DIM” (less bright).
13
• Check system status on the System Display

• Check crew oxygen level:
• Press DOOR button on ECAM Control Panel
• Check that cockpit oxygen pressure is not boxed amber
▪ Check hydraulic fluid levels:

• Press HYD button on ECAM Control Panel
14
• Check that hydraulic fluid levels for all three systems are in the green
range:
• Check Engine Oil Quantity:

This requires FADEC power in order to receive a valid oil quantity signal from
the engines, to activate FADEC power, use the FADEC ground power switches
in the Maintenance section of the overhead panel:
• Activate FADEC ground power for all 4 engines:
• Press ENG button on ECAM Control Panel
15
• Check that oil quantity for all engines is above 12.0:
• Deselect the ENG page for the SD to return to the regular SD page sequencing.
• Check control levers and switches in the appropriate positions:
• Flap/Slat lever matches the ECAM surface position indication
Flap/Slat lever in position 0

and flaps/slats shown retracted
• Spoiler lever retracted and NOT armed (white band not visible)
16
• Verify the brake accumulator pressure (This instrument is located on the main
instrument panel next to the gear lever.)
The Accu pressure must be in the green band. If that is not the case (as shown here), use the
blue hydraulic electric pump to charge the accumulator:
• Switch on the blue electric pump
• Wait 20 seconds, then switch the pump off again.
The blue ON light extinguishes.

• Ensure that the Parking brake is ON. (Park brake switch is located at the rear end of
the pedestal.)
• Verify that the brake accumulator is now in the green band. The brake pressure should
be between 1000psi and 2000psi:
17
3.2 Cockpit preparation

If you selected to start the aircraft “Cold and Dark” or with external power applied, but IRUs
off, you need to perform all the steps from this section onward.
• Scan the overhead panel and switch of ALL white lights, i.e. push buttons showing a
white off label.
Most notable buttons with white lights will be:
• All fuel pumps,
• Crew oxygen supply switch.
x18
18
• Switch on recorder ground control:
• Power up the ADIRUs to initiate alignment; move the switches for each ADIRU into
position NAV one at a time:
Verify for each ADIRU that the “ON BAT” light lights up after turning the switch to
NAV mode. This confirms that the battery backup for the ADIRU works. Wait until
the ON BAT extinguishes before turning on the next ADIRU. When all three ADIRUs
are on, the panel should look like this:
Alignment takes approximately 10 minutes, and it must be completed before the aircraft
moves – during taxi, ADIRU alignment cannot work.
Note: The ADIRUs are directly connected to the battery bus as a backup. For that
reason, they have to be switched off before shutting down the aircraft; otherwise, the
ADIRUs could drain the batteries.
• Verify that both PFDs now show airspeed, altitude and attitude information; note that
altitude and speed information appears almost immediately, whereas it takes about 30s
after switching on the ADIRUs before the attitude information appears:
19
After 30 seconds
• Set the exterior lights as required:

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

o Seat belts to “ON”
o No Smoking to “AUTO”
o Emer Exit Lt to ARM (OFF label next to the switch extinguishes)
• Probe/Window heat button (located on overhead panel) is in position AUTO,

i.e. no light visible in the switch
• Check landing elevation knob in position AUTO
• Check MAN VALVE Selection switch in position AUTO and guard closed
20
• Check Air Flow switch in position NORM:
Next we need to initiate a charging cycle for the batteries to ensure they are properly charged
for this flight.
• Press the EL/DC button on the ECAM control panel located below the System Display:
• Switch each battery switch in the Overhead panel first OFF, then ON:
• Check on the System Display ELEC page that both batteries are charging and that the
charging current is less than 60A after 10s:
• Press the ELEC button on the ECAM control panel located a second time to deselect
the page:
21
After the completed battery check and charge cycle initiation, we continue the system checks.
• Check fuel panel switch positions:

• Tail tank mode button in mode auto (i.e. no lights lit)
• Tail tank feed switch in position auto and guard closed:
• Perform and Engine fire warning and extinguishing check – to facilitate the check, pop
up the Engine warning Display so that you can see the display while executing the
check:
o Check that the fire push buttons for all 4 engines are IN and that their guards
are closed
o Also check that the lights in the “AGENT” buttons on the fire panels are OFF
o Press and hold the TEST button located in the middle of the engine fire panel:
22
▪ Check that the 4 FIRE pushbuttons light up RED

▪ Check that the SQUIB and DISCH lights in the AGENT push buttons
light up
▪ The Engine Warning display shows the ENG1(2)(3)(4) FIRE warning
messages
▪ Check that the Master Warning lights up and that the continuous chime
can be heard.
▪ Note: Check the Loudspeaker volume if you cannot hear this sound.
Master Warning stops automatically as soon as the test button is released.
• Perform and APU fire warning and extinguishing check – to facilitate the check, pop
up the Engine warning Display so that you can see the display while executing the
check:
• Check that the fire push button for the APU is IN and that the guard is closed
• Also check that the light in the “AGENT” button on the APU fire panel is OFF
• Press and hold the TEST button located on the APU fire panel:
• Check that the APU FIRE pushbutton lights up RED

• Check that the SQUIB and DISCH lights in the AGENT push button
light up
• The Engine Warning display shows the APU FIRE warning message
• Check that the Master Warning lights up and that the continuous chime
can be heard.
23
• Check that all lights in the Maintenance panel are off (note that, if you were quick, the
ON lights for the FADEC ground power may still be lit; they will extinguish on their
own.):
• Check that all lights in the ventilation panel are off:
• Perform a CVR test by pressing and holding the CVR TEST button in the overhead
panel:
The test is successful, if at least one green LED in the line of LEDs lights up.
• Perform an annunciator light test by placing the ANN LT button in position TEST:
All integrated
lights light up
After test completion, place the ANN LT switch back in position BRT, which is the appropriate
setting for daytime flights.
• Check correct operation of the Integrated Standby Instrument System (ISIS):

• No flags
• Correct attitude display
24
• Adjust brightness as needed with +/- buttons:
• Check the North ref switch is OFF (no light in switch)

• Check that DMC selection knob is in position AUTO
• Check that the ECAM/ND transfer switch is in position NORM
• Check that LDG GEAR GRVTY EXTN switch is in position OFF and the guard is
closed:
• Check that Anti-Skid switch is in position ON:
25
• Switching panel, make sure all knobs in position NORM:
• Check the transponder panel:

o ATC mode: Standby
o ALT RPTG: On
o ATC system: 1
• Check Radio Management Panels 1 and 2:

o Power Switch ON
o Green backup navigation light OFF
o SEL light OFF (if it is not off, make sure that VHF1 is selected on RMP1,
VHF2 is selected on RMP2 and VHF3 is selected on RMP3)
26
4 FMGS initialization
This section needs to be performed for all flights, independent of the startup mode that you selected.
4.1 Route overview

The flight for this tutorial is a flight from Hong Kong, China (VHHH) to JFK Airport, New
York, USA (KJFK) with Boston, MA, USA (KBOS) as the alternate airport. The respective flight
routes have been determined with the help of http://www.simbrief.com/
Note that the direct connection between these two airports goes almost over the north pole.
However, checking real life flight data, you can see that the flown route generally stays further
south with an easterly heading in order to benefit from the Jetstream which provides a good tail
wind at these latitudes. The wind conditions simulated in this tutorial emulate that jet stream.
The route is as follows:
o Departure from VHHH via Standard Instrument Departure (SID) BEKO3A or
BEKO3C from either runway 07L or 07R. Both SIDs end at waypoint BEKOL
o From BEKOL we take airway A461 to HOK
o Direct from HOK to OBLIK
o Airway W129 from OBLIK to CGO
o Airway B208 from CGO to HET
o Airway G218 from HET to POLHO
o Airway Y327 from POLHO to SULOK
o Airway B161 from SULOK to NAREM
o Airway G496 from NAREM to KU
o Airway B959 from KU to ARDIB
o Airway G495 from ARDIB to LURET
o Airway G494 from LURET to ORVIT
o Direct from ORVIT to OMEKA
o Direct to each of the following LAT/LON waypoints:
▪ 78N140W
▪ 75N120W
▪ 70N109W
▪ 65N100W
▪ 6230N09500W
▪ 5330N08500W
▪ 50N080W
▪ 45N076W
o Direct from 45N076W to ALB
o Airway J37 from ALB to IGN
27
o Arrival into KJFK on ILS approach for runway 04L with STAR IGN1. There
is no VIA or entroute transition for this approach.
Cruise altitude for this flight will start at FL300 due to a take-off at MTOW with numerous
step climbs throughout the flight.
The alternate route from KJFK to KBOS is as follows:
o Departure from KJFK runway 04L via SID JFK4 and no enroute transition
o Arrival in KBOS on runway 04L without a VIA using Standard Arrival (STAR)
ROBUC3 and transition MERIT.
4.2 Programming the FMGS for this route

In order to program the Flight Management and Guidance System (FMGS) for this route,
perform the following steps:
• Popup the left MCDU by clicking on the screen of the MCDU
Note: If you have a big screen, please activate the option “Use popout windows for
popups” in the ISCS on the General settings tab.
• Verify that you have the correct aircraft and engine type set:
o A340-642
o Trent 556B-61
Verify Aircraft
and engine type
The following step is only required, if you have custom navdata installed. If you fly only with
the default x-plane database, AIRAC cycle ABV1802001 (X-plane 11) or ABV2112001 (X-plane
12) will already be active and you can skip the following step.
For this tutorial, we recommend reverting to the default x-plane database in order to have
procedures matching this tutorial. In order to do so, click on the LSK next to the SECOND DATA
BASE prompt:
28
Notes:
- After selection of the second data base, Xplane will freeze for up to 1 minute while all the
data bases are reloaded. (Time depends on the speed of your computer.) This is normal,
as the choice of database is done only once at the beginning of the flight.
4.2.1 FMGS initialization

To begin flight planning, perform the following actions:
• Click on the INIT button of the MCDU keyboard; the INIT page appears.
• If necessary, press the CLR key to remove the message “GPS Primary Lost” from the
MCDU scratchpad.
• Now, as first step to enter the flight plan, you enter the string “VHHH/KJFK” into the
MCDU. You can either do this by clicking the respective MCDU keys with the mouse
or by using your computer keyboard while the mouse pointer is hovering over the popup
MCDU. (This only works for the popup MCDU!)
The string will appear in the bottom line of the MCDU which is referred to as the
“scratchpad”:
• Place this string into the “FROM/TO” field by clicking on the Line selector key (LSK) 1R,
i.e. the key next to the red boxes in the top right corner. This is the way you tell the FMGS
your departure airport (VHHH) and your destination airport (KJFK).
29
Important note: If your x-plane installation contains an fms plan going from Hong Kong to
New York JFK, the route selection page will open. If it does, simply press RETURN in
order to return to the tutorial workflow
If a page like this appears,

(only IF), click return to
continue the tutorial flight.
• The airports appear in blue in the top right line of the MCDU and all other fields on this
page are now enabled:
Departure and Arrival
airport have now been set.
• In a similar fashion, set the alternate airport: type KBOS in the scratchpad and click on
the line selection key (LSK) 2L
2. Click LSK 2L
→ KBOS is set
as alternate
1. Type KBOS
in scratchpad
30
Important note: Similarly to the primary flight plan, if your x-plane installation contains a
flight plan from JFK airport to Boston, the route selection will open. Again, press return
on that page to return to the tutorial workflow.
• Using
the same method, set the following variables:
o Flight number: CPA830
o Number of Passengers 220
o Cost index 10; the cost index determines the trade-off between fuel consumption
and the time the aircraft takes for the flight. A Cost index of 0 means flight with
minimum fuel consumption. 500 or higher is flying as fast as possible. As the flight
performed is covers distance at the range limit, a low CI is required in order to have
the necessary range.
o Initial cruise flight level of FL300 (temperature will be inserted automatically.)
o Ground temperature of 30degC.
When you are finished, the MCDU INIT page should look like this:
The only remaining action is to Verify IRS alignment on the IRS init page.
• Go to the IRS INIT page by clicking the LSK 3R on the INIT page:
Unless you were really quick to get to this stage, IRS alignment will be finished and show the
current aircraft position:
As an exercise we will verify these data against the current GPS position:
31
• Pop up the co-pilot MCDU, and go to the DATA page (Press button DATA on MCDU
keyboard). On the data page, hit the Line select key (LSK) 3L, which is next to the label
“GPS Monitor”
We can see that the IRS coordinates and the GPS coordinates match; IRS alignment was
successful and there is no further action required for this.
We are done with the co-pilot MCDU, so we can close the popup:
• Click on the screen of the co-pilot MCDU popup to close the popup.
As next step, we will provide fuel and payload data to the flight management system on the
INIT B page.
• Return from the IRS INIT to the INIT page by pressing the LSK next to the RETURN
label
• Use the Left/Right slew (arrow) keys to go to the INIT B page. The INIT B page looks like
this:
Three values on this page need to be provided: the Zero Fuel Weight (ZFW), the Zero Fuel
Weight CG (ZFWCG), and the Block fuel. To determine these values, we go into the ISCS.
• Move the popup MCDU to the side of the screen and open the ISCS, in tab “Loading /
Perfo”.
32
o For this tutorial flight, we will load the aircraft with 220 passengers, and 4000kgs
of cargo in the forward compartment and 9000kgs of cargo in the aft compartment.
Note: You can enter exact values in the different sliders by clicking into the numbers
displayed under the sliders.
o Hit “Apply these load settings”
o Note that just above the “Apply these load settings” button are the values for
ZWFCG and ZWF that need to be entered into the MCDU.
Important note:
The Grossweight needs to be entered in tons, not kgs!
Note also that the ZFWCG may differ from the one shown below depending on the
passenger distribution slider position.
Type these values into

the scratchpad.
• Put the correct values for ZFW and ZFWCG into the the top right corner of the MCDU;
type the appropriate values in the scratch pad (see above) and hit the LSK 1R
33
o On the ISCS, move the block fuel slider all the way to the right. This will give
152000kgs of fuel. This will be the block fuel. We are flying half way around the
world so we need all the fuel we can take. Hit “Quick refuel/defuel” to apply the
fuel load.
o A note about the particular aircraft loading for this tutorial. You can see a
CG/Weight diagram on the right side of the “Loading/Perfo” tab of the ISCS:
It shows that we are loaded close to maximum Take-off weight, but our zero-fuel
weight has a decent margin to the maximum zero-fuel weight of this aircraft.
o Close the ISCS.
• Enter the block fuel in tons (i.e. 152.0) into the scratchpad and place it into the BLOCK
field via the LSK 2R:
You will now see that the page title has changed to “init fuel prediction”. This is a very long
flight so the numbers shown at the moment are not accurate until we actually planned the route.
Ignore the computed numbers for now.
The init pages have been filled completely, now we need to fill the flight plan.
• Click on the F-PLN button of the MCDU.
34
The flight plan page appears. For now, it shows the departure and arrival airport in green,
separated by a discontinuity. Then in blue it shows the departure airport of the alternate route,
which is equal to the arrival airport of the active route. If you use the arrow keys to scroll down1,
you will see another discontinuity and then the arrival airport of the alternate flight plan, KBOS.
Note on discontinuities: Discontinuities are NOT a sign of something wrong with the flight plan,
they are simply an indication that you have not yet defined how to get from the point before the
discontinuity to the point behind the discontinuity. They do not require immediate deletion, in fact
you should avoid deleting them, but rather string the flight plan correctly as shown in this example.
4.2.2 Active Flight Plan Programming
• First step of editing the active flight plan is to define the departure route out of VHHH. As
written at the start of this section, we want to leave via Standard Instrument Departure
(SID) BEKO3 on runway 07L. To program this into the FMGS, perform the following:
o Click the LSK besides your departure airport VHHH; the lateral revision page
appears:
o Click the LSK besides the label “<DEPARTURE” to access the SID selection pages
1 The key convention is opposite from what you are used to on the computer, arrow up shows the
next line below, i.e. you move everything that is displayed one line up
35
o Select runway 07L (X-plane 11) or 07C (X-plane 12) as departure runway by
clicking the LSK next to it; the subsequent page shows all the SIDs that exist for
departure on runway 07L(07C):
o Select the SID BEKO3C (BEKO4C in X-plane 12) and subsequently select “NONE”
in the right column for TRANS(ition):
o Press the LSK next to “Tempy F-PLN” to return to the flight plan page:
o To check the flight plan visually, switch the ND into mode PLAN, and reduce range
to 10NM:
36
o In mode PLAN, the center of the ND is the waypoint currently in the second row
of the MCDU. Note: Popup the ND for better clarity.
Note: When IRS alignment is complete, the message “GPS PRIMARY LOST” displayed both
on the ND and on the MCDU will be replaced by the message “GPS PRIMARY” in white. This
message can be cleared by pressing the CLR button the MCDU. (Alternatively, you can use the
Backspace button on your keyboard with the mouse pointer hovering above the popup MCDU.)
• Press the LSK next to “Tempy Insert” to move the current temporary flight plan to the
active flight plan:
The departure route is now part of the active flight plan shown in green.
The next step is to program the enroute segments, which start with a number of airways along
which we will fly after the last point of our SID, which is BEKOL
• Scroll the flight plan list down until you see BEKOL
• Click on the LSK to the left of BEKOL, the lateral revision page appears:
37
o Got to the airways page by clicking on LSK 5R besides the label “AIRWAYS>”
The first airway is followed by a direct to, so as a first step we put in one airway, A461 to
waypoint HOK:
• Type A461 in the scratchpad and place it in the top left field with LSK1L:
2. Click LSK 1L
1. Type A461 in
scratchpad
• Type HOK in the scratchpad and place it in the top right corner with LSK1R
2. Click LSK 1R
1. Type HOK
in scratchpad
The next leg does not use airways, therefore we return to the flight plan page by pressing the
LSK next to the label INSERT:
38
• Scroll the flight plan down until you see the waypoint HOK
• Type the next waypoint “OBLIK” in the scratchpad and insert it into the flight plan by
clicking the LSK to the left of the discontinuity:
2. Click LSK left

of discon
1. Type OBLIK
in scratchpad
After OBLIK, we will be following a series of airways until reaching point ORVIT which is
north of the Behring Strait.
We will enter the airways 1 by 1 on the airways page, the left column, titled “VIA” takes the
name of the airway, the right column “TO” takes the last waypoint on that airway. Here is a quick
recap of the first five airways as listed at the beginning of this section:
▪ Airway W129 from OBLIK to CGO
▪ Airway B208 from CGO to HET
▪ Airway G218 from HET to POLHO
▪ Airway Y327 from POLHO to SULOK
▪ Airway B161 from SULOK to NAREM
• Click on the LSK to the left of OBLIK, the lateral revision page appears:
39
o Go to the airways page by clicking on LSK 5R besides the label “AIRWAYS>”
• Type W129 in the scratchpad and place it into the top row on the left using LSK1L:
2. Click LSK 1L
1. Type W129
in scratchpad
The FMGS is capable of computing airways intersections; if the next leg is also an airway we
can simply insert the next airway and do not need to worry about defining the airways end point.
• Type B208 in the scratchpad and place it into the second row on the left using LSK2L:
2. Click LSK 2L
1. Type B208 in
scratchpad
You can see that the FMGS computed the intersection between the two airways, CGO, as
desired.
We repeat this exercise for the next three airways G218, Y327, and B161 until the Airways
page looks like this:
40
• As the page is full now, we have to terminate the last airway by entering its final point
NAREM:
2. Click LSK 5R
1. Type NAREM
in scratchpad
• Press the LSK next to INSERT to insert the current temporary flight plan and return to
the flight plan page:
In the following, we will repeat the same exercise for the next set of Airways:
o Airway G496 from NAREM to KU
o Airway B959 from KU to ARDIB
o Airway G495 from ARDIB to LURET
o Airway G494 (N620 in X-plane 12) from LURET to ORVIT
• Scroll the flight plan until you see waypoint NAREM. Then click on the LSK to
the left of NAREM, the lateral revision page appears:
41
o Go to the airways page by clicking on LSK 5R besides the label “AIRWAYS>”
• Fill the VIA fields 1 by 1 with the four airways listed just above (G496, B959, G495, G494
or N620 in X-plane 12) until the Airways page looks like this:
(X-plane 11) OR (X-plane 12)
• Terminate the last airway with the waypoint ORVIT:
2. Click LSK 4R
1. Type ORVIT
in scratchpad
The next leg does not use airways, therefore we return to the flight plan page by pressing the
LSK next to the label INSERT:
42
• Scroll the flight plan down until you see the waypoint ORVIT
• Type the next waypoint “OMEKA” in the scratchpad and insert it into the flight plan
by clicking the LSK to the left of the discontinuity:
2. Click LSK left

of discon
1. Type OMEKA
in scratchpad
The waypoint OMEKA is followed by a series of LAT/LON waypoints, which we will enter in
two different ways.
• Enter 78N140W in the scratch pad and click the LSK to the left of the discontinuity:
2. Click LSK left

of discon
1. Type 78N140W in
scratchpad
As there is no waypoint with this name in the database, the “New waypoint” page opens; the
name of the new waypoint is prefilled with what we entered in the scratchpad.
43
We need to define the latitude/longitude of this waypoint. Obviously based on the waypoint
name, it is supposed to be 78 degrees North and 140 degrees West. The correct syntax for these
coordinates is:
7800N/14000W
The two 0s before N and W are the Minutes of the coordinates which are 0 in this case.
• Type 7800N/14000W into the scratchpad and insert it into the LAT/LONG field:
2. Click LSK left

of LAT/LONG
1. Type 7800N/14000W
in scratchpad
• Click the LSK next to STORE to enter the waypoint in the custom waypoint database
and into the flight plan
CAUTION: Make sure not to omit any 0s when entering the waypoint coordinates. Otherwise,
your waypoint will end up somewhere totally different on the planet. Ensure that the distances
between waypoints make sense.
The distance to the Lat/Lon waypoints should never exceed 600NM.

• Repeat the exercise for the next 3 Lat/Long waypoints which are:
o 75N120W (coordinates: 7500N/12000W)
Once completed the flight plan page should look like this (distances may vary by a few NM):
44
Note that the distances between the Lat/Long waypoints are all between 300 and 370NM
For the next two Lat/Long waypoints we will demonstrate entering the coordinates directly on
the flight plan page.
• Scroll the flight plan page such that you can see the Discontinuity after 65N100W
• Enter 6230N/09500W in the scratchpad
• Click the LSK to the left of the discontinuity
2. Click LSK left

of DISCON
1. Type 6230N/09500W
in scratchpad
The New Waypoint page opens with both the waypoint name and the coordinates prefilled.
• Click the LSK next to store to return to the flight plan
• Repeat the exercise for the next 3 Lat/Long waypoints which are:
o 5330N/08500W
When finished, the flight plan page should look like this:
45
Note that the longest leg between waypoints is 625NM between N62W095 and N53W085.
The next waypoint is a named waypoint again “ALB” followed by airway J37 to IGN.
• Scroll the flight plan such that you can see the discontinuity
• Enter ALB in the scratchpad
• Press the LSK left of the discontinuity
2. Click LSK left

of DISCON
1. Type ALB
in scratchpad
As there are 4 waypoints ALB in the database, the Duplicate Names page opens. The correct
waypoint is actually the last on in the line, whose coordinates 42deg N and 73deg W are closest to
our last waypoint.
• Click the LSK next to the last entry in the list (ALB with frequency 115.3):
The last enroute segment is the airway J37 from ALB to IGN.
• Enter the airway J37 from ALB to IGN using the techniques discussed above.
Note: Use TEMPY INSERT after entering the airway
After completion, your flight plan page should look like this; note that the T/D (top of descent)
pseudo waypoint may be in a different position:
46
With the enroute segment done, we now need to define the arrival into New York JFK. Click
the left LSK next to our destination KJFK; the lateral revision page for the destination airport
appears:
Note: You could also click LSK6L
o Click on the LSK 1R besides the label “ARRIVAL”
o The desired approach into JFK airport is the ILS approach onto runway 04L; we
expect easterly winds and it is the longer of the two runways. Select ILS04L
The selected standard arrival route (STAR) is is IGN1.

o Select that STAR IGN1.
47
There is no VIA and no TRANS for this approach

o Click the LSK next to NO VIA.
o Then, click the LSK next to NONE in the right column
o Click the LSK besides “Tmpy Insert” to move the temporary flight plan to the active
flight plan and return to the Flight plan page.
The active flight plan route is now complete. As you can see the discontinuities (apart the
obligatory one after the manual leg in the arrival route) disappeared on their own as each leg that
we added (SID, airways, or STARS) matched with respect to start and end waypoint.
Scrolling through the flight plan, you can notice that once we passed TURDI, the legs between
waypoints are very long, with length beyond 300NM, which is more than 40 minutes flying time
between each point.
We can use the FMGS function “LL XING” to enter waypoints along the flight path at certain
longitude or latitude values. Here we will add 20 waypoints at longitudes 154E in 4 degrees
increments. I.e., one point at 154E, one at 156E, one at 160E etc.
• Scroll the flight plan until you see the waypoint TURDI, and click the left LSK next to it:
48
• Enter the string “154E/4/20” into the scratchpad. This string means: Start at a longitude
of 154deg East, create waypoints in 4 degree increments and insert a total of 20 waypoints.
Press the LSK 2R next to the LL XING field:
2. Click LSK 2R
1. Type 154E/4/20 in
scratchpad
The MCDU returns straight to the flight plan page and shows numerous new waypoints created
at the requested intersections.
• Scroll down the flight plan until you see the last created waypoint “N76W130”. Click the
LSK next to “Tmpy Insert”.
Note, that in this case, no discontinuities are added at the new waypoints as the added
waypoints are just intermediate points of the already planned route.
The lateral planning of the active flight plan is now complete.
4.2.3 Alternate Flight Plan Programming

The alternate flight plan is programmed with the same basic principles as the active flight plan.
We will therefore provide a more compact description of what needs to be done.
Let’s recap the alternate route as it was listed at the beginning of this section:
▪ Departure from KJFK runway 04L via SID JFK4.
▪ Arrival into KBOS on runway 04L without a VIA using Standard
Arrival (STAR) ROBUC3 and enroute transition MERIT.
49
• Scroll the Flight plan, such that you can see the start airport of the alternate route, i.e.
your destination airport KJFK in blue. (Note you can use the AIRPORT key on the
MCDU to accelerate the scrolling)
• Click on the LSK next to KJFK (blue), then click on departure.
• Select departure runway 04L, SID JFK4 (or JFK5), and NONE for enroute
TRANSisiton.
• Press Tempy insert

• Scroll down the flight plan page until you see KBOS (blue).
• Click the LSK besides KBOS and on the next page select “ARRIVAL”.
• Select the approach for ILS04R

• Scroll the STAR list as required and select STAR ROBUC3.
50
• On the next page select NO VIA,

• Select MERIT for the transition.
• Press Tempy insert. The alternate flight plan is now complete!
4.2.4 FMGS Performance Parameters

We have finished editing the lateral route. (Note: This would be a good occasion to perform a
situation save. Note that automatic situation save only works once airborne!)
Now we need to edit some performance parameters:
o Take-off performance;
o Enroute winds;
o Step climb – on long routes like this, step climbs are very important to minimize
fuel consumption.
For the take-off performance, a performance calculator is included in the ISCS. The next steps
will show its usage.
• Go to the PERF(ormance) page on the MCDU, by clicking the PERF button.
51
On this page, 6 fields have to be filled prior to take-off:

o The take-off speeds V1, Vr and V2. (Decision speed, rotation speed and
minimum safe initial climb speed)
o The flex temperature for the take-off thrust. This is used to take-off with
reduced thrust if the available runway length does not require a take-off with
full power. This field can be left empty, if you plan on doing a full thrust take-
off.
o The flap setting for the take-off. This can be either setting 1, 2, or 3. Other
values are not permitted.
o The horizontal stabilizer trim position (also know as pitch trim) for take-off.
All of the values above are provided by the ISCS take-off performance calculator. The other
values, “TRANS(ition) ALT”, THR RED/ACC (Thrust reducation and acceleration altitudes) and
ENG OUT ACC (Acceleration altitude if an engine failed during the take-off) are typically filled
with reasonable values.
The Transition altitude is filled automatically with the data provided for the SID, if a SID is
selected.
• Open the ISCS and go to the tab “Loading/Perfo”. The TO performance calculator is in
the bottom right corner.
• Select slat/flap configuration 3 for take-off. On A340-600, the large majority of take-
offs is conducted with flaps 3, as this reduces the tail strike risk.
For airports in the mountains, a runway slope can also be selected. In VHHH (Hong Kong),
this is not necessary. As soon as the slat/flap configuration has been selected, the TO performance
52
calculator computes the appropriate data for the take-off. It automatically retrieves all other data,
like runway length, aircraft weight, temperature, wind, air pressure, etc.
The data need to be manually transferred into the MCDU. The real aircraft does not support
automatic upload of the take-off speeds for safety reasons.
Note that all data may be slightly different for you due to our continuous tuning of the aircraft
dynamics model. We recommend using the data shown by the TO performance calculator for your
conditions.
To transfer the data, display the MCDU alongside the ISCS and copy the data field by field.
Data entry works as usual in the MCDU: enter the value into the scratchpad and then place it into
the desired field via the Line Selection Key (LSK)
• Enter 170 into the scratchpad and place it into the field V1 via LSK 1L.
53
• Do the same with the value 180 for VR and 185 for V2.
• Enter “F39” in the “FLEX TO TEMP” field
• For flap setting and THS, enter the string 3/UP2.2 into the scratchpad. The value
before the slash is the flap/slat setting. The value behind the slash is the horizontal
stabilizer trim setting. Press LSK 3R to place this into the appropriate field.
The MCDU PERF page should now look like this:
Note: If your altimeter setting is different from the QNH of 1024 chosen for this tutorial, the
thrust reduction and acceleration altitudes (fifth line in the MCDU) may be different from what is
shown above. This will adjust automatically, once the correct altimeter setting is selected.
• Close the ISCS; work with the TO performance calculator is finished.
As next item, we enter the winds expected in route.

• Return to the flight plan page by pressing the FPLN button.
The wind data are part of the “vertical” flight planning, which is accessible via the right LSKs.
• Press the right LSK next to the waypoint ROVER to access the vertical revision page.
54
• Click the LSK next to the label “Access Wind Data” to get to the wind data page. The
waypoint from which we selected the wind data page was part of the “departure route”,
therefore the climb winds page opens.
On the wind page, you can either enter the winds in the format “True wind direction”/”wind
speed”/”altitude”, e.g. 090/50/20000 for 50knots wind from the east (direction 090) at 20000feet.
Or, you can use the wind request feature. This feature is available for Climb winds prior to
departure and it is available for descent winds short before reaching the top of descent. (We’ll get
to that later.)
• To use the wind request feature, press the LSK to the right of “Wind request”. The
FMGS will automatically insert x-plane’s current wind setting into the FMGS:
We should also verify the wind values in the cruise segment.

• Note the highest wind on this page (240 degrees with 60knots at 30000ft)
• Press “Next Phase” – the wind page for the first cruise waypoint – YIN appears:
55
• Verify that the wind data at the waypoint match the ones we noted before. Note that
1 degree difference in direction shown here is the result of changes in magnetic deviation
between the departure airport and waypoint YIN.
If you were watching the Estimated Fuel On Board at destination, you will noticed that it
increased by 5t in this step as a large portion of the flight we will have tail wind.
• Press return twice to return to the flight plan page.
The last missing item are the step altitudes throughout the cruise phase to optimize
performance.
• Scroll the flight plan to the waypoint LIG
• Press the right LSK next to the waypoint to go again into the vertical revision page.
• Enter the Step altitudes page by clicking on the LSK next to “STEP ALTS”
We want to increase our cruise altitude in four steps:

o From FL300 to FL320 at LIG;
o From FL320 to FL340 at KU;
o From FL340 to FL360 at TURDI; and
o From FL360 to FL380 at N62W095
• Enter 320/LIG in the scratchpad and place it into the correct field with LSK 1L:
2. Click LSK 1L
1. Type 320/LIG
in scratchpad
56
Note that besides the step altitude and the associated waypoint we can now see the distance
and the time to that point.
• Do the same procedure for the remaining 3 step altitudes, i.e. 340/KU, 360/TURDI,
and 380/N62W095. The step altitude page should now look like this:
• Return to the flight plan page by pressing “Return” twice.

Note: If you monitored the Estimated Fuel on Board at destination on the 2nd MCDU while
entering the step altitudes you will have noticed that again the amount of fuel at destination
increased for every step altitude; the step altitudes help reduce fuel consumption.
FMGS programming of the main flight plan for this flight is now complete. As a last check we
should verify the fuel requirements for this flight, now that the flight path and the meteorological
conditions along the route have been entered.
• Press the INIT button on the MCDU and use the slew keys left/right to get to the INIT
B page.
We have a solid amount of 4.0t of extra fuel. That is an OK reserve for a 14 hours flight. Note
that this value may vary with the latest aircraft version due to improved computation algorithms
4.2.5 Secondary flight plan preparation

In real life, there is always the possibility of a runway change short before departure. If it can be
foreseen what the possible alternative runway is, it may be worth it to plan for a departure from
that runway while still at the gate, as this is less stressful.
57
You can use the secondary flight plan to plan such a departure from another runway. Another
use of the secondary flight plan is to preplan a return to the departure airport in case of technical
issues. We will use it to plan the departure from runway 07R.
• To access the secondary flight plan, press the “SEC F-PLN” button on the MCDU.
We will simply copy the active flight plan into the secondary in order to initialize the secondary
flight plan. This is the easiest as practically all of the secondary flight plan will be the same, apart
from the SID.
• Click LSK 1L next to the label “Copy Active”
Note that the MCDU automatically switches to the SEC FPLN page after selecting “Copy
active”.
We want to plan an alternative departure from runway 07R. In order to modify the secondary
plan, we use the same procedure as for the main plan:
• Click the LSK left of VHHH07L (VHHH07C), the lateral revision page appears. Then
click on the LSK next to “Departure”.
• On the Departure Page, select runway 07R and subsequently select SID BEKO3A.
58
• Select NONE for transition and click LSK 6R next to INSERT.
If you put the ND in mode PLAN with a range of 20NM, you can now see the two flight plans
starting from different runways but merging together at waypoint TD:
As we changed the departure runway, we need to perform the TO calculation for the new
runway for the secondary flight plan. Do the following to enter the secondary TO PERF page:
• Click on the SEC F-PLN button on the MCDU, then click the LSK next to PERF:
The secondary plan TO PERF page opens. We need to also open the ISCS to compute the TO
performance data.
• Open the ISCS, tab “Loading/Perfo”; in the TO performance calculator, select the
“secondary” flight plan and select flap/slat configuration 3:
59
Choose these values
We can see that the values for runway 07R are very similar as for 07L. This is not surprising,
as the two runways have identical orientations and lengths. We need to transfer the new values to
the SEC TAKE OFF performance page:
• Enter 169 in the field V1
• Enter 180 in the field VR
• Enter 185 in the field V2
• Enter F39 in the field FLEX TO TEMP
• Enter 3/UP2.2 in the field FLAPS/THS.
When done, the secondary TAKE OFF performance page needs to look like this:
• Close the ISCS

• Close MCDU popups and ND popups
The preparation of the secondary flight plan is complete.
At this stage we strongly recommend to perform a situation save to be able to pick up from
here if anything goes wrong further down.
60
5 Leaving the gate

Before we can leave the gate, we have to ensure that all the switches on the glareshield, main
panel and pedestal are in the right position.
• Check the loud speaker volume. About 80% of the maximum volume are a good value:
Note: You might want to set the co-pilot side volume also. The aural volume is the average of
the two volume settings (left and right)
The next item is the baro reference (also called altimeter setting) In this case, we know that
the correct setting is 1024hPa, as we set this in the weather dialogue at the start of this tutorial.
However, for other flights, we might not know, so we have to tune ATIS. ATIS frequency for VHHH
is 128.200
• Move the camera to look at the Radio Management panel on the pedestal (next to the
thrust levers). You may want to move the pilot seat arm rest out of the way.
• Ensure that VHF1 is selected:
Note that normally ATIS would be tuned on VHF2 via RMP2, but for simplicity we use VHF1
here.
• Using the rotary knobs turn the frequency 128.200 into the right window of the RMP.
The large knob changes the digits before the comma, the small knob changes the digits
behind the comma.
61
• Now press the button with the green double-sided arrow to place this frequency into
the ACTIVE frequency field.
You will now see and hear the ATIS for Hong Kong. If the weather has been set as discussed
in the beginning of this tutorial, it will state an Area QNH of 1024.
Note that if you have scenery installed for the closed airport Kai Tak, you may hear ATIS for
Kai Tak. The QNH remains the same though.
• Adjust the baro setting to 1024 (or appropriate for your xplane weather settings.)
Important: Baro pressure must be set on captain and co-pilot side.
Note: To simplify your life, you can select the option “Sync baro settings” in the ISCS, tab
Settings/Actions. In this case any change you do to the baro setting is automatically transferred to
the other side.
• Stop the ATIS announcement by going back to RMP1 and switch the frequency back
to the original frequency in VHF1. (In our case 131.225):
62
• Check that the FD buttons are on – both on pilot and co-pilot side. Leave the LS
buttons OFF for now.
• Set the Navigation display to mode ARC and range 10NM:
• Check the Flight Control Unit (FCU) status:

o Speed/Mach window displays dashes
o Heading window displays dashed
o Altitude window: Dial in 5000ft – we assume that we got that as first clearance
altitude from ATC.
63
Use this knob to adjust the FCU

altitude in the window above
• Check that the EFIS DMC selectors on the sides of the cockpit are both in position
NORM
• Check that the PFD and ND are not transferred. (PFDs have to be on the outboard
side, NDs on the inboard side.)
• Check that there are no red flags on PFD or ND – should look like this:
• Ensure that the Anti-skid switch is in the ON position.
64
• Check the transponder setting. (Transponder is located on the pedestal to the right of
the thrust levers.) We don’t discuss ATC in this tutorial and simply assume a squawk
of 5576.
o Using the number keys set code 5576
o Switch the XPDR power switch to AUTO (top left switch)
o Ensure system 1 is selected
o Switch ALT RPTG to ON (bottom left switch)
o Ensure that the TCAS switch is on STBY (most right switch)
TCAS should not be switched on before reaching the holding point for the departure runway,
as the TCAS emissions may interfere with radar surveillance systems.
System 1 is selected (unless failed), as this system is supplied even in emergency electrical
configuration.
Now it’s time to become independent from external power. We’ll start the APU for that.
• Go to the overhead panel and press first the APU master switch and then, five seconds
later, the APU start switch.
Follow the APU start on the System Display (SD) APU page. If no SD page is manually
selected, the APU page is selected automatically. Opening of the APU flap takes about 20s, after
that APU rotational speed N starts increasing until it reaches 100%:
Once APU start is complete you will see APU AVAIL in the EWD.
65
Now we can disconnect the external power. However, ensure before that the APU GEN
pushbutton is on, i.e., no white light in the button.
• Press the EXT PWR button in the overhead panel.
Press these buttons to

switch off external power.
Ensure, no light
in this button
• To disconnect the external power plug from outside the airplane, we can either use the
ISCS, tab “Ground Services” or we can ask the ground crew to remove it via the
“Interactive Audio Control Panel” (IACP).
• Click on the intercom button on the ACP to open the IACP screen for ground crew
communications:
• Click on the EXT A and EXT B button to remove ground power. If Chocks are still
present, remove them also as we start pushback soon.
The AVAIL lights in the external power buttons extinguish.
• Switch on APU bleed.
66
5.1 Pushback
We are ready for pushback. As the aircraft will start moving now, we have to switch on the
beacon, or anti-collision light.
• Set the beacon switch in the Overhead panel (section Ext LT) to ON.
• Ensure thrust levers are at idle.

• Start the block time counter on the main panel clock by moving the switch from position
STP (stop) into position RUN.
The Elapsed Time (ET) starts counting now.
• Initiate pushback via the ISCS: Open the ISCS on page ground services, move the slider
for rotation to 90 degrees tail right and the slide for distance to about 55m; then click
on “START AUTO PUSHBACK (NOSE WHEEL)”
67
Note: It is also possible to perform a manual pushback, we recommend to do this very slowly,
as the task is quite challenging. Joystick pitch controls speed; joystick roll controls pushback truck
steering angle.
• Close the ISCS

Note: It is also possible to initiate the pushback via the IACP.
After a short moment, the pushback truck arrives and connects to the nose wheel. You can see
that it has connected to the nose wheel, when the memo “NW STRG DISC” appears on the EWD.
? ^
68
• Once the pushback truck is attached to the nose wheel (i.e., memo displayed on ECAM),
release the parking brake.
Pushback begins. Note, you can also remove the parking brake via the default x-plane command
for “Max Brake toggle”, if the option “Smart Park Brake” is selected in the ISCS.
Note that in this tutorial, we wait with the engine start until after pushback is finished, but it
is possible to start the engines now.
When the airplane and the truck stop, the pushback has ended.
• Apply the parking brake.
The truck will now disconnect from the nose wheel and return to the gate we left from.
5.2 Engine start

• Switch the ENG mode switch to position IGN/START
69
• Move the ENGine 2 Master switch to position ON.

• Ten seconds later, move the ENGine 1 Master switch to ON
After 10s
Engines 1 and 2 is now beginning its automatic startup procedure.

Note: Engine 2 is started first as it supplies the hydraulic system for the parking brake.
Note: The ten second delay between engine starts is to ensure a smooth power transition when
the engines reach idle and the generators come online.
• Monitor the engine start on both ECAM displays and wait until N3 has stabilized at
59% and N1 has stabilized around 18.0%.
When start
is complete.
70
Once the start of engines 1 and 2 is complete:

• move the Master Switch for engine 3 to position ON.
• 10 second later move the Master Switch for engine 4 to position ON
After 10s
Once engines 3 and 4 have also stabilized around 18.0% N1, all engines are started.
• Set engine mode switch back to norm
• Switch off APU Bleed to avoid ingesting the engine exhaust.
Engine start complete.
71
5.3 Taxi preparation and change of departure runway

• Arm the ground spoilers by pulling up the speed brake lever on the pedestal. (You can
also use the x-plane command to retract speed brakes by one notch.) A visible white
band on the speed brake lever indicates speed brakes armed:
• Set flaps to position 3. In order to do so, move the flap/slat lever (located in the
pedestal) to position 3. You can also use the X-plane command to extend the flaps by
one notch.
• Ensure rudder trim is zero (within +/- 0.2degrees). The easiest way to bring the trim
back to zero is to press the trim reset button. Note: The rudder trim panel is located
centrally on the pedestal at the rear end next ot the park brake lever.
• Verify pitch trim position. Normally it should have moved to 2.3 degrees UP
automatically.
Under certain conditions, this automatic trim does not happen, in this case you need to
trim it manually to 2.3deg UP.
72
Ensure that the white

arrow points a bit beyond
2 UP
• Switch off APU. In order to do so, press the APU master switch on the OHP. The ON
light extinguishes. The AVAIL light will remain until 120s have passed since the APU
Bleed has been switched off. Once the time has passed, the APU will shut down and
the AVAIL light will extinguish.
As thing happen in real life, ATC now decides to change the departure runway from 07L to
07R. Lucky for us, we foresaw this and all we need to do is make the secondary flight plan the
active flight plan with 2 easy clicks
• Go into the MCDU Secondary flight plan page
• Click the left LSK next to “Activate Sec”.
The message “CHECK TAKE OFF DATA” reminds us to verify that the V-speeds have been
correctly copied over from the secondary flight plan.
• Put MCDU in take-off configuration:
o Takeoff PERFormance page on pilot side
o Flight plan (FPLN) page on co-pilot side
73
• Verify that the take-off data on the PERF TAKE OFF page match what we
programmed earlier. (V1=169, VR=180, V2=185, Flaps 3, THS 2.2UP and 39 degrees
FLEX, or similar data depending on the values you got from the TO performance
calculator.)
• Clear the “CHECK TAKE OFF DATA” message.
5.4 Taxi to the runway

• Switch on the nosewheel light (position TAXI). The switch is located on the overhead
panel, in the EXT LT panel.
• Switch ON the taxi camera for the pilot PFD
You can see the aircraft on the PFD. The magenta dots besides the nose landing gear indicate
the point 5m from the gear. The magenta lines besides the main landing gear indicate the limits
how close your main landing gear may get to the edge of the runway or taxiway.
74
• Release the parking brake

• The aircraft will start taxiing on idle thrust, but you may want to add a bit of thrust
for a slightly faster taxi.
• While taxiing to runway 07R:
o Perform a brakes check: press the brake pedals (or use an appropriate x-plane
command.) and verify that the aircraft slows down.
o Perform a flight control sweep. Check the system display to monitor the
movement of all flight control surfaces. Note that the system display
automatically switches to the F/CTL page when the sidestick is moved.
The image above shows the deflection of the ailerons and the speed brakes in response to a
sidestick deflection right.
Note that moving the pedals while taxiing will deflect the nosewheel. There is a command to
disconnect the nosewheel steering from the pedals which simulates pressing the button located on
the nosewheel tiller in the real aircraft. See the simulation manual, section 2.7.3, for details.
o Set Autobrakes to RTO
75
o Press the TO CONFIG switch (on pedestal forward of thrust levers)
o Check that the TO memo on the EWD has no blue items left.
• Stop at the holding point M10 (or J1 depending on the scenery) for runway 07R.
• Set the park brake
76
Take-off preparation is now complete.
77
6 Take-off and initial climb

We are performing a take-off on a long runway, so we are not performance limited. Therefore,
it is not required to switch off the air-conditioning packs prior to take-off.
• Switch on the external lights:
o Nose wheel light to TO
o Landing lights ON
o Runway turnoff lights ON
o Strobes ON
• Set the TCAS to mode TA/RA: In this mode, we will be able to receive Traffic
advisories in case of aircraft in the vicinity as well as Resolution Advisories in case, a
collision must be avoided:
• Set the WX radar system to SYS 1.

• Set predictive wind shear to AUTO
• Release the park brake and taxi onto the runway

• Align with runway heading.
78
• Perform a full stop.

• Switch off the Taxi Camera
• Start the Chrono (button on the glareshield above to the sidestick priority lights.) The
chronometer will be displayed in the bottom left of the ND
• Perform the take-off (feel free to popup the PFD for this):
o Set engines to 50% N1 and wait until engines stabilized at this value
o Release the brakes
o Move thrust levers into the MCT/FLEX detent. (I.e. second most forward
detent) The thrust levers are in the right detent, if the top left corner of the
PFD says “MAN FLEX 37” (the number value may differ depending on what
was entered in the MCDU)
o Push the stick halfway forward until the aircraft reaches 80kts. Beyond 80knots
gradually release the stick until it is neutral at 100knots. (This serves to keep
pressure on the nosewheel which improves directional control.)
79
The Flight Mode Annunciator

(FMA) must look like this during
the take-off run.
o Note that there is a bit of crosswind from the right. It is necessary to apply a
bit of pedal left to maintain the runway heading.
o At rotation speed VR, start pulling gradually; stabilize the pitch attitude around
10 degrees, then follow the flight directors.
• Follow the flight director bars (perform small sidestick inputs to keep the green cross
centered.)
Keep the green cross centered:

- Push, if the horizontal green bar is below the
yellow square
- Pull, if the horizontal green bar is above the
yellow square
- Move the stick to the right, if the vertical bar is
to the right of the yellow square (and vice versa)
• Once you established a solid climb rate (500feet per minute or higher), retract the gear
Vertical speed here is 1800fpm.

Select gear lever up.
Landing Gear indicators show red
“UNLK” until gear is fully retracted.
• After reaching 400ft Above Ground Level (AGL), engage AP1. You are above 400ft
radio altitude, if the numbers displayed at the bottom of the artificial horizon indicate
400 or greater. (Note, if no numbers are displayed you are above 2500ft above ground
level.)
80
Then press this button.
Check that this value is

greater than 400.
At 1500ft AGL, the aircraft passes the acceleration altitude and the thrust reduction altitude.
The autopilot mode changes from SRS to CLB, and the advisory “THR LVR” flashes under the
A/THR mode on the PFD:
• Move the thrust levers into the CLB detent.
There levers are in the correct detent, if the A/THR text (left-most column on PFD)
shows “THR CLB”. If it shows “THR LVR”, the levers need to be moved a bit forward,
if it shows “MAN THR” (or anything else with MAN for that matter), the levers need
to be moved back a bit. There is an audible click associated with placing the levers in
the right detent.
• Retract the flaps to position 2. This can be achieved either by moving the lever in the
3d cockpit with the mouse or via the x-plane keyboard/joystick command for “flaps
retract one notch”.
• As the speed is beyond F-speed (about 183knots) at this stage, retract the flaps to
position 1.
81
As we are very heavy, the slat retraction speed S is above our current target speed of 220kts:
This means we can only retract the slats once above FL100 when we can accelerate beyond the
speed limit 250kts.
• Disarm the spoilers by pushing the speed brake lever back in. (White band around the
lever is now invisible.) Note that you can use the joystick command “speed brakes one
notch out” for this.
• Switch off the nose wheel lights and the runway turnoff light.
82
The aircraft will now level off at 5000 feet, as this is the altitude we set on the FCU. While we
are cruising at a constant altitude of 5000ft, you can see on the flight plan page of the MCDU, that
the predictions continue to go to the selected cruise altitude of FL300. For the predictions, the FMS
assumes that the pilot will initiate a climb immediately. Fly at 5000ft for a bit and see how the
Top of Climb moves as the predictions are continuously updated.
• Set ND range to 20NM for a better route overview.
While levelled off at 5000ft, the

predicted cruise level top of climb moves
closer to YIN, i.e. distance between T/C
and YIN decreases.
• Dial 30000ft into the FCU and push the altitude selector knob (grab the centre of the
knob and push the mouse or click the upper half of the knob if you are not using mouse
gestures) to engage managed “CLB” mode again.
83
• Once the aircraft passed through 9000ft (Hong Kong transition altitude), pull the baro
adjustment knob (captain and co-pilot side!) to revert to standard setting. The numbers
1024 are replaced by the text “Std”.
Note, if the baro setting is changed on one side only, the baro setting mismatch ECAM caution
message will appear.
As the aircraft climbs through 10000ft, the following actions must be performed:
• Switch off the landing lights
• Switch off the Fasten seat belt signs. (Maybe someone needs to go to the toilet.)
• Adjust the ND range as desired. 80NM range is recommended for the subsequent steps.
• Once the aircraft accelerated beyond our slat retraction speed of 255kts, retract the
flaps to 0.
84
7 Climb and cruise
To showcase a bit more the operation of the FMGS, we will demonstrate a reversion to heading
mode and back to navigation mode. (Note: if this is the first time you fly an airliner with this level
of complexity, we suggest you skip the following items and continue straight at section 7.1.)
You should pass waypoint BEKOL short after completing section 6 of this tutorial. Wait until
you passed BEKOL and you are on a straight course to IDUMA.
• Pull the heading knob. (Pulling action is done either by grabbing the middle of the knob
and pulling the mouse towards you or, if you are not using mouse gestures, by clicking
the lower half of the knob.)
Autopilot modes change to HDG for lateral navigation and OP CLB for vertical navigation.
• Rotate the heading knob to the left (mouse wheel DOWN) for a heading of 300 degrees.
• Fly like this, until the lateral deviation shows 2.0L or more.
Now let’s return to managed navigation mode:

• Push the heading knob. (mouse gesture system: grab the middle and push mouse away
from you; without mouse gestures: Click upper half of the knob)
You will see a white circle appear next to the heading window on the FCU. You will also see
NAV armed (in blue) in the PFD and the MCDU will show the message NO NAV INTERCEPT.
85
• Rotate the heading knob right (mouse wheel UP) to a course of 010 degrees.
• Once the aircraft heading is such that the current leg can be intercepted before the next
waypoint (IDUMA), the intercept path will be shown on the ND.
Note: If you took your time for this exercise, it may be that with a heading of 010 degrees, you
do not converge onto the flight plan before the waypoint IDUMA. In this case, the aircraft will
sequence IDUMA (if you are less than 5NM off course) and merge onto the leg to SHL.
Once close enough to the flight plan track, NAV mode will engage and bring you back onto the
planned path.
After NAV mode reengaged:

• Reengaged managed CLB mode by pushing the FCU ALT selector
86
• Clear the “NO NAV INTERCEPT” message on the MCDU by pressing the CLR button
on the MCDU. (On the popup MCDU, the backspace button of the computer keyboard
acts as the CLR button.)
The next exercise is a deviation from the plan in heading mode with subsequent return onto
the plan via the DIRTO function.
Wait until you passed waypoint SHL:
• Pull the heading knob. (Pulling action is done either by grabbing the middle of the knob
and pulling the mouse towards you or, if you are not using mouse gestures, by clicking
the lower half of the knob.)
Autopilot modes change to HDG for lateral navigation and OP CLB for vertical navigation.
• Rotate the heading knob to the right (mouse wheel UP) for a heading of 030 degrees.
Wait until the deviation on the ND shows 3.0NM before continuing the next steps:
87
• Click on the MCDU button DIR to access the Direct To page, then click the left LSK
next to YIN:
The FMGS now computes a Direct To path to YIN, which is in the above example 58NM from
the current position and will be reached at 07h40Z. Note that times and distances will likely be
different in your case.
• Press Dir To Insert to activate the Direct To:
The Direct To Path is now the active flight plan. The aircraft automatically reverts to NAV
mode and initiates the turn to YIN.
• Reengaged managed CLB mode by pushing the FCU ALT selector
88
7.1 Skipping forward through the flight plan

The tutorial flight duration is a total of 15 hours, which may be a bit too long for most users.
The ToLiss A340-600 provides means to shorten the cruise segment, namely the “Jump to next
waypoint” or “Jump 200NM” function.
This function is available under the following conditions:
• AP lateral mode NAV
• AP vertical mode ALT CRZ
• Bank angle almost zero
• Cross track error on flight path almost zero (i.e. not lateral offset shown on ND)
• Distance to next waypoint at least 1NM.
If the distance to the next waypoint is less than 200NM, the available function is “Jump to next
waypoint”, otherwise it will be “Jump 200NM”.
In our tutorial flight, the conditions for waypoint jumping are fulfilled once the aircraft reached
cruise altitude and is flying straight and level, and the lateral offset has subsided to less than
0.1NM. Also make sure that the indicated airspeed corresponds to the target speed:
• Open the ISCS and go to the tab “Joystick/Actions”:
Jump to next waypoint

function is now enabled.
• Click on “Jump to next waypoint”
89
The aircraft will now be put directly before the transition turn at the next waypoint. The
corresponding amount of fuel that would have been consumed during this segment is removed from
the tanks.
• For the subsequent steps, put the ND range to 320NM

The jump to next waypoint function will be available again as soon as the transition turn has
been completed:
• Click on “Jump to next waypoint”
The next waypoint is LIG, which has a step climb. Therefore, we suspend the waypoint jumping
until the step climb has been executed.
• Close the ISCS.
Now we have wait to be close enough to LIG to initiate the step climb, which is typically
initiated somewhat ahead of the waypoint. Time for a coffee and a situation save!
During the wait we can also take a look at the Fuel page. To call the fuel page press the button
“Fuel” on the ECAM control panel located just below the system display:
90
Up to now about 11t of fuel have been consumed, primarily from the centre tank. In fact, the
engines burn the fuel from the wing inner tanks, but as long as there is more than 17t of fuel in the
centre tank, the inner tanks will be replenished to 18200kgs (inner tanks 1 and 4) or 25400kgs (inner
tanks 2 and 3) using fuel from the centre tank.
For more details on the fuel feed sequence, consult the aircraft manual.
7.2 Step climbs

As we are approaching the next waypoint LIG, the message “STEP NOW” will appear in the
MCDU scratchpad as soon as the distance to the next waypoint is less than 20NM.
Let’s do a quick cross-check that we should in fact climb. Select the PROG page on an MCDU
and verify maximum and optimum altitudes.
91
We can see that our maximum altitude is FL350 and our optimum flight level is FL302, so we
can and should climb to FL320, as the optimum flight level is now above us.
•To execute the step climb, select FL320 (32000ft) on the FCU and push the altitude
selector knob.
After a short time, the STEP NOW message will be replaced by the message “NEW CRZ ALT
32000”.
• Clear the MCDU messages.

Once the climb is complete and we passed waypoint LIG, we can continue skipping through the
plan.
• Use the function “Jump to next waypoint”/ “Jump 200NM” to get to the next waypoint
with a step climb, i.e., waypoint KU. This means stop jumping once KU is your TO
point – i.e., once you passed PEMIT.
Note, verify your fuel consumption in between jumps. The important thing to check is that the
EFOB at destination displayed on the FPLN page does not change significantly over time.
Naturally, you can also let the aircraft fly and explore the cabin, drink a coffee or do other
things. In this case, you may want to switch on the AUTO-PAUSE feature, which will pause x-
plane as soon as something does not go to plan, i.e., a warning or a caution message appears:
Once we are 60NM from KU, it is time for a more detailed fuel check:
92
We can see that our initial FOB of 152t has reduced to 107.4t.
What is interesting to see is that the inner tanks 2 and 3 are now less than 25t. The reasons for
this is that once the centre tank drops below 17t, the target level for all four inner tank is the same:
17.2 to 18.2t of fuel until the centre tank is empty. The goal is that all inner tanks hold the same
amount of fuel when the centre tank is depleted. Fuel transfer between inner tanks is not possible.
As we approach KU, let us check if we are ready for the next step climb:
• Verify REC OPT and REC MAX flight levels on the PROG page:
We are light enough to climb to FL340 and the optimum flight level is also above us. It is time
for a step climb to FL340.
• Execute the step climb to FL340 once the “STEP NOW” message appears in the MCDU.
• Clear the MCDU messages.
Once the climb is complete and we passed waypoint KU, we can continue skipping through the
plan.
• Use the function “Jump to next waypoint”/“Jump 200NM” to get to the next waypoint
with a step climb, i.e. waypoint TURDI. This means stop jumping once you reached
waypoint UTARO.
We will use the 50NM leg towards TURDI for another fuel check:
93
You can see that we have used all the fuel in the centre tank by now and all four inner wing
tanks are down below 18t of fuel. Total fuel consumption to this point was 68t which is about half
of the fuel we can use for the trip to destination. We still have more than half of the distance to
go, but that is ok. As we are lighter than we were on departure, the fuel consumption is steadily
decreasing.
As we approach TURDI, perform the following steps:
We are at the optimum point for a step climb to FL360, as the optimum altitude is exactly half
way between our current altitude (FL340) and the next altitude (FL360) – climbing now will
minimize fuel consumption.
• Clear the MCDU messages from the scratchpad.
Once the climb is complete and we passed waypoint TURDI, and the current speed matches
the target speed, continue skipping through the flight plan or let the aircraft fly the route on its
own using the Autopause feature to safely step away from the screen.
During the next set of jumps we have to pay attention as the CG is moving aft due to the fuel
burn. Once the CG reaches a certain AFT value, the fuel system will automatically pump fuel from
the tail tank into the inner tanks to control the CG.
These types of fuel transfers are not covered in the jump to next waypoint function.
94
• If you want to, use the function “Jump to next waypoint”/“Jump 200NM” to get to
waypoint 75N120W
Careful: If after a jump you see the message T TK XFER IN PROGRESS in the EWD
delay the next jump until that message disappears again. At the current weight, this
transfer will not happen before 38.0% CG, so you do not need to worry about this as
long as the CG indicated on the SD is less than 37.5%.
Note: During this segment, we are flying very far up north where GPS coverage is reduced. It
is possible that you will receive the message GPS PRIMARY LOST. This is ok, the ADIRUs can
provide a sufficiently precise position for the cruise phase and GPS will come back at the latest
once we get away from these extreme latitudes.
At waypoint 75N120W, we enter the “extreme latitude” zone, as we are really close to the
magnetic north pole.
The following message will appear on the EWD:
• Press the NORTH REF button in the main panel to active TRUE north as compass
reference.
The caution message in the EWD will be replaced by the Memo: TRUE NORTH REF
• Use the jump 200NM/jump to next waypoint feature to get to waypoint 70N109W
• Once we reached that waypoint, we have left the “extreme latitude” region and we can
switch the true north ref OFF again.
95
• Use the jump 200NM/jump to next waypoint feature to get to waypoint 65N100W
The subsequent waypoint is N62W095, at which we will perform our last step climb.
After that jump, we can do one last fuel cruise fuel check:
At this stage, we have 49t of fuel left from 152t when we took-off. We burnt through 102t of
fuel total! The destination EFOB sits solidly around 23t since we reached the cruise phase, so the
FMGS predictions are pretty accurate.
Note that our CG is approaching its aft limit. We are at about 37.9% CG, there will be a
forward fuel transfer coming soon.
As we approach N62W095, perform the following steps:

96
The optimum altitude at this point is above our current altitude (FL360) and below our next
altitude (FL380), so it is a good time to execute a step climb.
Once the climb is complete and we passed waypoint N62W095, and the current speed matches
the target speed, continue skipping through the flight plan or let the aircraft fly the route on its
own using the Autopause feature to safely step away from the screen.
Please pay again attention to the message “T TK XFR IN PROGRESS” and suspend the
waypoint jumping until the transfer is complete.
Stop skipping before reaching waypoint ALB, as we will have to prepare the descent then.
97
8 Descent preparation and descent

You have to start preparing the descent 10 minutes before reaching the Top of Descent. You
can see the top of descent on the ND (little white arrow pointing down) and on the MCDU FPLN
page. Alternatively, you can also check the report page:
• On the MCDU, click the PROG button to access the progress page.
• Click the LSK next to “REPORT”. Report page opens.
The fifth line on this page shown the time at which the Top of descent will be reached and the
distance to the top of descent.
• Wait until the distance to Top of descent is 35NM, this will occur about 20NM to 30NM
before the waypoint ALB. Then perform the following actions. (Note: The “ENTER
DEST DATA” message MAY have appeared on the MCDU.)
• Open the Landing performance calculator in the EFB. Make sure the arrival airport is
shown on this page. If not press the “RESET” button on this page to synchronize the
fields on this page with the data from the FMGS and the current meteorological
conditions: In the bottom of the central column, you can see the METAR for your
arrival airport.
The METAR as shown tells us that:

o QNH in New York (KJFK) is 30.24inHg. (String A3024 at the end.)
o Temperature in KJFK is 30 degC with a dewpoint of 1degC. (String 30/01)
o Wind is from direction 119 with 15knots. (String 11915KT)
98
The data from the METAR must be entered into the MCDU PERF page as follows
• Press the PERF button to access the performance page.
• Press twice LSK 6R next to the label NEXT PHASE, so that the title of the PERF
page is APPR
• Enter 30.24 into the scratchpad and place it into the top left field (QNH) with LSK 1L
• Enter 30 into the scratchpad and place it into the second line (TEMP) with LSK 2L
• Enter 119/15 into the scratchpad and place it into the field MAG WIND with LSK 3L.
The last item to set on this page is the decision height (DH) or the Minimum Descent Altitude
(MDA). The ILS approach onto RWY 04L of KJFK has a DH of 200ft.
• Enter 200 into the scratchpad and place it into the field DH with LSK 3R.
• If applicable: Clear the MCDU message “ENTER DEST DATA”
The approach performance page should look like this:
Note: Instead of opening the ISCS you can also try to get the data from KJFK ATIS on 128.725.
However, X-plane’s reception range for ATIS is too small and you can only get the ATIS data after
you passed the T/D.
To have the correct descent profile, it is also necessary to provide the descent wind data in
order to have a correctly calculated descent profile. This can be done automatically if we are close
enough to the destination airport.
Perform the following:
99
• Go to the flight plan page and scroll the plan such that you have the Top of descent
(T/D) in the top row. Click on the RIGHT LSK next to any waypoint below (after) the
T/D, e.g. IGN.
3) Click any of these LSK (e.g.

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

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

scroll (T/D) into top row
• Click the LSK next to “ACCESS WIND DATA”.
• If you are close enough to the destination, you will see a asterisk-symbol next to the
WIND REQUEST label. If you don’t see the asterisk, you’ll have to wait a bit to get
closer to the destination airport. The asterisk should appear about 20NM before
ATHOS.
• Press the LSK next to WIND REQUEST. The current x-plane wind profile will be
copied into the fields providing the descent wind.
Click here, if the asterisk is

visible. The wind data will
be filled automatically.
Now, the FMGS has all the data required to compute an idle descent profile into KJFK.
100
• Return the MCDU to the flight plan page by pressing the F-PLN button.
• Reduce the ND range to 80NM
• Deselect the FUEL ECAM page (if still selected) to ensure we get the usual system
display sequence during descent and landing.
When within 5 NM of the Top of descent, initiate the descent:

• Dial the manual leg altitude of 5000 feet into the altitude window of the FCU
• Push the Altitude selector knob. (Mouse gesture system: Grab the center of the
knob and push forward; without mouse gestures: Click the upper half of the knob.)
A number of things will happen:

1. Autopilot vertical mode becomes DES (managed descent mode). Depending on the exact
point where you initiated the descent, the A/THR will either stay in mode MACH
(below profile), command THR IDLE (on profile), or command THR IDLE (above
profile).
2. The flight phase has transitioned from CRZ to DES (this can be checked on the MCDU
PERF or PROG page.) The PROG page now shows the current deviation from the
descent profile. If the descent was initiated a bit early, the aircraft will be BELOW the
descent profile. Note that initiating the descent early generally gives smoother
transitions than initiating it late.
101
3. The PFD now shows an economic speed range. As long as the aircraft speed stays within
this range, there will be very little engine thrust adjustments. This saves fuel.
4. Note the magenta circle next to the altitude band, that shows the altitude of the descent
profile at the current location. Once on the profile, this circle should remain close to the
yellow line.
Note: If you initiated the descent after passing the T/D, it may be useful to extend the
speedbrakes to ensure convergence onto the descent profile.
The rest of the descent is pretty much automatic and there is only limited amount of stuff to
do. Adapt your ND range as you get closer to New York JFK airport.
JFK has a fairly long runway, and Auto Brake Settings LO or 2 are sufficient.
• Turn the Autobrake Selector knob to position two (Knob location: To the right of
the Engine/Warning Display)
• When passing through the transition altitude of FL180, revert the altimeter setting
from standard to the QNH of 30.24inHg by pushing the baro selector knob.
102
To change the unit of the baro setting field, click the black sleeve around the baro
setting knob
Don’t forget to do this on both sides.
When passing through 10000ft perform the following actions:

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

• Set the ND range to 40NM
• Activate the Landing scale display by pressing the LS button.
103
9 Approach and go-around

The aircraft should pass through 10000ft around waypoint LENDY. At this point, the speed target
has reduced to 250 knots (the standard speed limit below FL100). The descent remains
automatically managed following the precomputed descent profile.
After LGA, the leg is manual and the aircraft does not know at what point we will change
towards the final approach fix, therefore the managed vertical profile is less smooth now with
temporary level offs.
In real life, the aircraft would receive vectors from ATC to guide it to the final approach fix
AROKE. We will simulate this here and assume that we got a vector to perform a downwind leg
from ATC with a heading of 225degrees and a descent to 3000ft.
Note that when flying headings, managed vertical navigation is not feasible anymore as the
FMGS cannot predict the path we will take.
Wait until the aircraft is at waypoint LGA, then

• pull the heading knob and turn it right (mouse wheel up) to 225
• Rotate the altitude knob to 3000ft and PULL the knob to engage OP DES mode:
• Select the ND range to 20NM, leaving it in mode ARC.
104
• Wait until the aircraft is abeam of AROKE, then prepare a Direct TO
• Execute a DIRECT TO to waypoint AROKE:
The aircraft will start turning towards AROKE and you can see the deceleration point just
ahead of the current position. At this point, the aircraft will automatically engage the approach
phase.
Deceleration point – leads to

activation of approach phase
and reduction of speed target
In order to catch the ILS glide slope correctly, we will need to do 2 things:
• Reduce the FCU altitude to 2000 feet and PUSH the ALT selector knob to reengage
managed DEScent mode:
105
• Press the APPR button the FCU. This is the most important step in the entire
approach; without this step, the aircraft will not transition to approach mode and
intercept the ILS.
Following the press of the APPR button, you will see the lateral mode LOC and the vertical
mode G/S armed in the FMA.
• Engage the second autopilot:
• Extend flaps/slats to position 1.

The aircraft is now decelerating and ready to intercept the ILS. Wait until the speed drops
below 225 knots:
• Extend the flaps to position 2, as soon as speed is less than 225kts.
“VFE Next”: You can extend

the flaps to the next position,
if you are below this speed
Extend flaps to position 2 as

soon as your speed is below
“VFE Next”
The speed will continue to drop to F-Speed.
At waypoint AROKE, the aircraft will intercept the ILS localizer (LOC):
106
• Extend the flaps to position 3 when the aircraft intercepted the localizer. Make sure
that airspeed is less than 206kts
The aircraft will intercept the glide slope about 2NM before waypoint KRSTL:
• Extend the gear when the glide slope intercept starts:
• Arm the spoilers by pulling up the speed brake lever
107
• Go to the overhead panel and perform the following actions:

o Switch on Nosewheel light (position Taxi)
o Switch on Runway turnoff lights
o Press one of the purser call buttons to clear the CABIN CHECK item from the
memo.
• Extend flaps to position FULL.
108
You are ready to land, your cockpit should look like this:
Note that there are no blue items left in the memo line of the E/WD.
DO NOT LAND! We want to practice a go-around.
• Set FCU altitude to the KJFK go-around altitude of 3000feet. DO NOT push or pull
the altitude knob; only dial in the altitude
The passing of the set DH of 200ft radio altitude will be accompanied by the call out
“minimums”, also the radio altimeter numbers on the PFD will turn amber.
• Move all 4 thrust levers fully forward. This engages go-around mode.
The autopilot changes to modes:
o SRS vertical mode
o GA TRK lateral mode
109
Move thrust levers to

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

• Once a positive rate of climb is established, select gear up.
• We want to recover NAV mode for lateral navigation: push the heading knob. (Mouse
gesture system: Grab the center and push the mouse; without mouse gestures: Click the
upper half of the knob.)
• Move the thrust levers into the CLB-detent as soon as the message LVR CLB starts
flashing in the FMA. Note: Autopilot has changed to OP CLB or ALT* mode.
Thrust levers into CL

detent see section 6 for
additional details.
• Retract flaps one notch to position 2.

• Once speed is above F-speed retract flaps one notch to position 1+F.
• After acceleration above S-speed, retract flaps/slats fully.
• Disarm the ground spoilers by pushing the speed brake lever back in.
• Switch off the Nose Wheel light
• Switch off the runway turnoff light.
The Go-around route of KJFK ends with a holding pattern and we will wait until the aircraft
entered the holding before we decide what to do next.
110
• Set ND range to 20NM to see the upcoming holding pattern. It is a holding pattern
with reverse entry.
Once the aircraft passed DUFFY, it will enter the holding and remain there until we tell it
what to do next.
• Wait until we are in the holding racetrack pattern before proceeding to the next section.
111
10 Diversion to the alternate airport.

We’ve decided to divert to Boston (KBOS) as the conditions that prevented us from landing in
KJFK are not forecasted to improve. In real life this could be inclement weather, e.g.
Now we need to tell the airplane about our decision.
• On the MCDU flight plan page, click on LSK 6L (the one next to the white text
KJFK04L)
Lateral revision page for the destination appears.

• Click the LSK next to “ENABLE ALTN”.
• Click TEMPY INSERT.
The alternate flight plan has now been appended to our original flight plan and the destination
has changed to KBOS04R. Note that the entire approach into KJFK is still part of the flight plan
though. The “Enable alternate” function only appends the alternate flight plan it does not delete
any waypoints in the current flight plan.
There will be a message “Using Cost Index 0” in the MCDU to indicate that the diversion will
be done in a fuel optimized way. You can clear the message without taking any specific action.
112
We use the direct-to function in order to get out of the holding and straight onto our diversion
to KBOS.
• Press the DIR page on the MCDU.
• Scroll the list of waypoints until you see the waypoint MERIT in the list.
• Click the LSK next to MERIT. A Direct To temporary flight plan going from the
current position to MERIT is created.
• Click the LSK next to DIR TO INSERT*.
We want to perform our diversion at FL220 which is a standard altitude for short distance
diversions.
• Select 22000ft in the FCU Altitude window and push the altitude selector knob.
113
• Deselect the CSTR option for the NDs.

• Increase ND range to 80NM.
• Deselect the LS display
Once we passed 10000ft:

• Switch off the fasten seat belt signs
• Switch off the landing lights.
Once we passed the transition altitude of 18000ft:

• Pull baro setting knob on captain and copilot side to set baro setting to Std:
114
11 Descent into the alternate airport.

We reach our diversion cruise altitude around the point MERIT and will start preparing our
descent into the alternate airport:
• Open the Landing performance calculator in the EFB and check the METAR for KBOS:
o QNH 30.24inHg
o Wind 121/15knots
o Temperature 30deg C
• On the MCDU press the PERF button.

• Click on “NEXT PHASE” two times to get to the APPR PERF page.
• Enter the values above for QNH, TEMPerature and MAGnetic WIND.
115
The ILS in Boston for Runway 04R is a CAT III capable ILS, therefore we do not need a
decision height.
• Enter “NO” in the scratchpad
• Click the LSK next to DH. The DH field will no indicate that NO DH is selected.
Click here
As for the descent into New York, the wind data need to be renewed.
• Go to the MCDU F-PLAN page and find a waypoint behind the Top of descent, e.g.
AWLIN.
• Press the right LSK next to AWLIN
• Click the LSK next to “ACCESS WIND DATA”. Descent wind page opens.
• Click the LSK next to WIND Request
In this tutorial, the wind does not change, as the wind was set to being uniform throughout the
world. With real weather activated, the wind speeds listed on the page would change.
• Return to the flight plan page by pressing the F-PLN button on the MCDU.
Descent preparation is complete.

• Continue cruise until reaching the top of descent.
116
• 5 Nautical miles before the top of descent, dial 3000feet into the FCU altitude window
and PUSH the altitude selector knob.
• We will soon descend again below 18000ft; once that happens, reset the altitude baro
settings to the QNH of 30.24inHg on both sides.
Boston has a fairly long runway 04R, and Auto Brake Settings LO or 2 are sufficient.
• Turn the Autobrake Selector knob to position two (Knob location: To the right of
the Engine/Warning Display)
The descent will be standard:

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

o Reduce ND range to 40NM
o Press the LS button.
117
118
12 Approach and landing at the alternate airport

The approach into KBOS follows a similar procedure that we used for the approach into KJFK.
• When passing ERNEI, select the ND range to 10NM, leaving it in mode ARC.
The flight plan contains a manual leg that goes almost straight to the Initial approach fix (IAF).
For proper flight plan sequencing we should perform a direct TO the IAF.
After passing ERNEI:
• Open MCDU DIR TO page
• Select NABBO as DIR TO waypoint
• Click the LSK next to DIR TO INSERT*.
• Press the APPR button the FCU. Following the press of the APPR button, the LOC
and G/S modes appear in blue, i.e., armed, on the Flight Mode Annunciator (FMA).
119
• Engage the second autopilot by pressing AP2 button.
• Extend the flaps/slats to position 1.

• Shortly after, extend flaps to position 2 unless your speed is above 225kts. If you are
too fast, extend the speed brakes to slow down first.
“VFE Next”: You can extend

the flaps to the next position,
if you are below this speed
Extend flaps to position 2 as

soon as your speed is below
“VFE Next”
The aircraft will intercept the localizer and the glide slope momentarily and it is difficult do
slow down once you are on the glide slope, if the flaps are not at least in position 2.
If you notice difficulty intercepting the glide slope before reaching your FCU altitude, reduce
the FCU altitude to 2000ft and extend the landing gear early.
The aircraft will now intercept glide-slope and localizer fully automatically. Once established
on both, the autopilot modes will be LOC and G/S with autothrust mode SPEED:
Around waypoint NABBO, the aircraft will pass the DECELeration point, shown by a magenta
D on the ND. When passing the point, the aircraft will transition into the approach phase, and the
speed target will be reduced to allow further flap/slat extension.
The go around altitude in Boston is 3000ft, which is still dialled into the FCU, so there is no
further action required.
120
• If speed brakes are extended, retract them now.

• Extend the flaps to position 3 when passing through 3000ft but only AFTER passing
the deceleration point. Make sure that airspeed is less than 206kts. Use speed brakes if
needed.
• Extend the gear when passing through 2000ft radio altitude.
• Arm the spoilers
• Go to the overhead panel and perform the following actions:
121
o Switch on Nosewheel light (position Taxi)

o Switch on Runway turnoff lights
o Press one of the purser call buttons to clear the CABIN CHECK item from the
memo.
• Extend flaps to position FULL.
• Check correct auto-brake mode (A/BRK 2)
122
And we are – for the second time – ready to land. The cockpit should look like this:
We will perform an automatic landing. In this case, the only action required by the pilot is to
retard the thrust levers at the right moment.
If you are using brake pedals, it is recommended to fully deflect the brake pedals once before
landing so that our plugin can detect the full range of motion of the brake pedals.
• When passing through 30feet radio altitude, (callout THIRTY), move the thrust levers
to position idle. (Using joystick axis or the F1 key.) As long as the thrust levers are not
at idle, the call-out: “RETARD” will be audible.
• After touch down, activate reverse thrust. (Using joystick buttons or key combination
“Shift” and “/”)
• Apply maximum reverse thrust until airspeed is 70kts. (Use the joystick axis or
keyboard commands F1 and F2 to modulate thrust)
• Reduce reverse thrust to idle.
• At 40knots speed, deactivate the reversers. (Using joystick buttons or key combination
“Shift” and “/”)
• At 40 knots apply the brakes momentarily to deactivate the auto-brake. (Using pedal
brakes, an assigned joystick button, or key “B”)
• Choose a taxiway to the left to vacate the runway. This will most likely be the first
taxiway after crossing runway 15L/33R.
• Once on the taxiway, perform a full stop.
• Stop the Chrono in the navigation display.
123
This Chrono now shows your airborne time.
Landing complete.
124
13 Taxi and shut-down

Taxi to a gate of your choice.
For taxiing, we switch on the taxi camera as taxi aid
During the taxi, perform the following actions:

• Switch off the landing lights
• Set the strobe back to position AUTO
• Disarm the spoilers by pushing the speed brake lever back in. (White band around the
lever is now invisible.) Note that you can use the joystick command “speed brakes one
notch out” for this.
• Fully retract the flaps
125
• Switch TCAS off by setting the TCAS mode switch to position STBY:
• Switch the WX radar and PWS to OFF; this is important in order to prevent exposing
the ground crew to excessive radiation from the antenna.
Once you arrived at your gate, perform the following actions:

• Set the park brake. Note, you can also remove the parking brake via the default x-plane
command for “Max Brake toggle”.
• Stop the Elapsed Time counter (block time counter) by setting the switch to position
STP. This shows the block time from gate to gate.
• Switch off the Taxi Camera
• Open the ground communication screen at the Audio Control Panel and:
o enable external power A and B.
126
o Set the chocks
• On the overhead panel, switch on external power.
The aircraft electrical system is now supplied by the airport external power supply and we can
switch off the engines as we don’t need their power anymore.
• Move all four engine master switches to position OFF.
• Switch off the Nose wheel light

• Switch off the runway turnoff light
• Switch off the Beacon
• Switch off the seat belt sign.
127
• Switch off the fuel pumps
• Set Transponder to Standby
• Select low brightness on the six display units and on the three MCDUs.
If the aircraft has another leg to fly on the same day, this would be the state in which you
would hand over the aircraft to the next crew.
If the aircraft is done flying for the day, perform a complete shut-down by performing the
additional following actions:
• Switch off crew oxygen supply
• Switch off the 3 ADIRUs
128
• Switch off the strobe light

• Switch off the Nav&Logo lights
• Switch off the no smoking sign
• Switch off the EMER Exit lights.
• Switch off external power
• Switch off the 3 batteries starting with APU battery, then battery 2, then battery 1.
• Go into the ISCS, tab “Ground services” and disable external power.
129
Note that with disabling external power, the AVAIL lights in the ext power buttons extinguish.
Congratulations! You powered the aircraft from cold+dark, flew to your destination, diverted
to your alternate airport, and shut the aircraft back down to cold+dark. That’s quite an
achievement.
© Airbus 2023. AIRBUS, its logo and product & service marks are registered
trademarks of Airbus. All rights reserved. Officially licensed by Airbus.
130

ToLiss AirbusA340-600 Tutorial

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

ToLiss AirbusA340-600 Tutorial

Uploaded by

Copyright:

Available Formats

Simulation Solutions

ToLiss Aeronautical Simulation Solutions

ToLiss Airbus A340-600 V1.3 – Tutorial flight

1.1 Recommended custom scenery

2 Setting the desired configuration after initial installation

All other settings in this tab can be left as they are.

Select Weight Variant HGW.

2.1 Set initial conditions

• Click “Confirm” at the bottom right.

3.1 Power up from cold and dark

Switching Battery 1 to Auto Switching Battery 2 to Auto

Note that the chocks are also set in the ISCS.

• Check the Air Conditioning panel:

• Set cockpit lighting as required:

• Panel integrated lights,

• Pedestal Flood Light

• Adjust the display brightness:

• Check system status on the System Display

• Check that cockpit oxygen pressure is not boxed amber

▪ Check hydraulic fluid levels:

• Check Engine Oil Quantity:

• Press ENG button on ECAM Control Panel

• Check that oil quantity for all engines is above 12.0:

Flap/Slat lever in position 0

• Wait 20 seconds, then switch the pump off again.

The blue ON light extinguishes.

3.2 Cockpit preparation

• Switch on recorder ground control:

• Set the exterior lights as required:

• Set the internal light switches as follows:

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

• Check Air Flow switch in position NORM:

• Check fuel panel switch positions:

▪ Check that the 4 FIRE pushbuttons light up RED

• Check that the APU FIRE pushbutton lights up RED

• Check that all lights in the ventilation panel are off:

• Check correct operation of the Integrated Standby Instrument System (ISIS):

• Adjust brightness as needed with +/- buttons:

• Check the North ref switch is OFF (no light in switch)

• Check that Anti-Skid switch is in position ON:

• Switching panel, make sure all knobs in position NORM:

• Check the transponder panel:

• Check Radio Management Panels 1 and 2:

4.1 Route overview

4.2 Programming the FMGS for this route

4.2.1 FMGS initialization

If a page like this appears,

Type these values into

o Close the ISCS.

4.2.2 Active Flight Plan Programming

2. Click LSK left

o Go to the airways page by clicking on LSK 5R besides the label “AIRWAYS>”

o Go to the airways page by clicking on LSK 5R besides the label “AIRWAYS>”

(X-plane 11) OR (X-plane 12)

• Terminate the last airway with the waypoint ORVIT:

2. Click LSK left

2. Click LSK left

2. Click LSK left

The distance to the Lat/Lon waypoints should never exceed 600NM.

2. Click LSK left

2. Click LSK left

Note: You could also click LSK6L

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

The selected standard arrival route (STAR) is is IGN1.