Airline2Sim A320 cadet program – resume

Episode 1: Meet Your Airbus A320 Instructor

 James
 Wanted to be pilot since 15
 PPL: Private Pilot License
 17-18 PPL study
 Then after studied jets
 Intensive course
 Lot of opportunities to fail
 Opportunities to retake tests
 Money: 140 000 USD
 Loves A320
 A320 Complex
 A320 better than 737
 ECAM = Electronic centralized aircraft monitoring
 ICAS (737) similar to ECAM
 A320 is advanced, which helps you and has a good philosophy
 James flies A319/20, never flown a321, but could
 Menorca
 Already studied in sim, classroom -> base training
 If sim has translated to IRL
 Only remember 30% of what you studied
 Line training -> airline, passengers
 First time = Great experience
 IRL is not like in the simulator
 Multi mil $$$ sims = MSFS 2002
 Base training is in Menorca
 Only use 10-20% of switches
 The rest are Bad Day Switches
 First Landing was ok
 Menorca -> Nice -> Geneva -> Milan -> Palma de Mallorca -> Nice
 Autumn: Berlin -> 6h Tenerife South -> Berlin
 Challenging stuff -> Cadet Plus Module
 Featuring not happening everyday events
 Circling approaches
 Go arounds
 Low visibility/Autoland
 Icing/Deicing

Episode 2: Walkaround
 1st day Base Training
 Andre Turcat is famous aviator, which was a test pilot of Concorde
 Technology Concorde went to Airbus
 Wheels Concorde and Airbus are almost exactly the same
 Ding ding noise: The engines make these noises because the blades are loose and noisy
 Circular Window w/ danger: pressurization. Make sure no red light flashing
 Barrier retracted to be able to open door
 Pull handle up, then open door, then clicks (gust lock), handle down
 Then cabin crew will shortly arrive
 We can stand in flight deck (top left corner).
 1. Adjust seat with lever (no power), electric seat switches (power)
 Comfortable seats – they are a block of foam
 Sidestick armrest is important, and we’ll see it later.
 2. Safety check: park brake = on; engine masters = off; engine mode selector = norm; thrust
levers = idle; wipers = off
 Battery voltage always on
 3. Turn on battery 1, then 2
 Voltages go down, which is not actual voltage; right voltage, when batteries off
 If aircraft sat more than 6 hours, Min voltage = 25.5V for APU to start up
 Charge battery = EXT PWR
 Saving money with EXT PWR (not APU)
 Fans are the Avionics ventilation fans (most noise in flight deck). It’s for the cooling
 Alert sound when self-tests complete (triple click sound is confirmation of the FWC (Flight
Warning Computer) successfully completing its test)
 Screens expensive, so when turning off aircraft, set it to minimum (don’t turn off)
 4. Adjust brightness to about 12:00 for PFD = Primary Flight Display, ND = Navigation Display.
The Outside knob is for the weather radar (don’t leave it off). Upper and Lower ECAM
(Electronic Centralized Aircraft Monitor) are the displays.
 EWD is the Engine Warning Display
 If we turn off upper screen, EWD jumps on the lower screen
 X’s on EWD = means that FADEC (Full Authority Digital Engine Controller) is powered off (sleep
mode)
 When changing engine mode selector, x’s disappear, but when switched back, x’s come back
 5. Before walkaround, switch NAV/LOGO LIGHTS to 2
 Logo lights always ON on the ground, when in the air, only when flaps are out (believes)
 Logo lights have 2 independent systems because at night, they must be ON. If system 1 not
working, then can switch to the 2nd system. Replacing bulbs take time, and it would be ridiculous
to cancel a flight because of that. Just use the system 2
 OAT = Outside Air Temperature is not yet working (like all the other navigation related
instruments) because ADIRS not aligned yet.
 6. WALKAROUND
 1- Left side of aircraft, beside cockpit door -> grey and red circles, is Angle of Attack Vane
(Calculates the angle between the wing and oncoming air) -> 3 on aircraft -> spread apart ->
important that they are in good condition
 2- Under “Angle of Attack Vane”, there are the Static Ports (measures static air pressure which is
used by the Air Data Computers) -> drive the altimeter and air speed indicator (instruments that
rely on airflow) -> needs to be clean, not damaged -> if any damage inside big red box, means no
go
 3- Next to “Static Ports” is the Avionics Bay Inlet Valve (sucks ambient air into avionics bay.
Closes when OAT is below 12c) and air comes out the other side. avionics bay is full of lots of
computers and electronics that drive the airplane, which gets super-hot and need cooling.
Usually opened, but may be closed from inside. In ventilation panel, click on blower push button
from auto and make it OVRD
 4- Under middle part of aircraft, winglet with tube at end is the Waste Water Drain Mast (Vents
waste water overboard from galleys and lavatories. Heated.) it’s not toxic
 5- Next to waste water drain mast, Cargo Door Selector & Potable Drain Water Panel, see if
these are in good condition, not damaged and closed, if needed. -> cargo door selector could be
opened. Next to drain water panel, white spheric thing is the Multi-Mode Receiver (Handles ILS
Data)
 6- Under Avionics Bay Inlet Valve, orange things are the Distance Measuring Equipment
(Measures DME (distance to go) to navigation aids). Make sure they are not damaged. A guy did
walkaround and broke one with his head
 7- Forward landing gear, talks about Door Ground Opening. Maintenance and engineers must
get to, talks about warnings about how it opens and don’t close it. Be careful about open
hatches and things like that. Must be fully opened, or fully closed. Not in between.
 8- Near forward landing at the nose of the plane are few little hatches to get into avionics,
access different things. Avionics Bay Access (Check secure) is the main access points of avionics
 9- Next to avionics bay access, green circle that says “oxygen discharge”. Next to it, the white
rectangle is the Crew Oxygen Stowage (Check for O2 discharge and hatch secured) because
oxygen discharges overtime. There’s a time limit because not perfect seal, every time oxygen
test, oxygen is squirted out. If circle is red, it means it’s used, deflated, very bad
 10- In front of landing gear on the captain side of the aircraft are black tubes that go along with
static port (used together) are the Captain Side Pitot Tubes (Measures airspeed from the
velocity of airflow) -> on first officer side is the First Officer Side Pitot Tube (Lost a fight with a
bird on James’ first Airbus flight). Make sure they are good
 11- Right in front of forward landing gear is a small hole with text, which is EXT PWR/INT
CONNECTION (GPU plugs in here, along with ground headset). When pushback truck wants to
talk with you, they plug headset there.
 12- At nose landing gear, the big top right light = Takeoff Light. The small top left = Taxi Light. 2
small below pointing at an angle = Runway Turnoff Lights. When taxiing, taxi lights ON (even in
daylight). When parking for a while, set taxi lights OFF. On runway, takeoff light & runway
turnoff light ON. Don’t need runway turnoff lights when taxiing (too bright)
 13- Look at tires and wheels if rim is ok. Also check if Nose Steering Damper (tube) is in good
condition. Walkaround is quick
 14- On front landing gear, there are no brakes. Main landing gears have brakes (carbon brakes)
(wheels are black of excess carbon, dust.)
 15- Under first officer’s window is a red rectangle with grey rectangle inside = Standby Static
Ports (Measures static air pressure for use by the Air Data Computers). It’s a Backup.
 16- Above cargo door (hard to see during walkaround due to it being open) is a black thing with
red circle. It’s the 3rd Angle of Attack Sensor (angle of attack sensor = Angle of attack vane)
 17- Above cargo door (next to airbus logo) is the Wing Light, which illuminates the wing
 18- Cargo door is hydraulically operated (connected to hydraulic system), but can be opened
manually with crack handle
 19- On first officer side, above first landing gear is the Avionics Bay Outlet Valve (Vents air
overboard from avionics bay. Closes when OAT is below 12c)
 20- Below belly of aircraft are lots of hatches. Hydraulics and air conditioning systems are
located in this area of aircraft. There are lots of service panels to access to hydraulics and air
conditioning systems. Check if panels are closed. 2 Pack Inlets (offset) are for air conditioning
and 2 Pack Outlets (offset). Red light is the Red Anti Collision Beacon. Magnetic fuel level
(sensor for center tank is used to look at fuel level without computer on board for engineers if
fuel sensor malfunction or whatever). Packs are extremely loud (almost like jet engines). The
packs not ON yet. The avionics are noisy. if packs are ON + APU, then it’s really noisy. PACK =
Pneumatic Air Conditioning and Pressurization System; Near PACKS are other couple of vents
for air conditioning & packs. There’s also another drain vent (winglet with tube at the end) =
Waste Water Drain Mast (Vents waste water overboard from galleys and lavatories. Heated) it's
not toxic, but quite hot (there’s a warning)
 21- Aircraft under really dirty (it’s typical). Aircraft cleaning is expensive & aircraft has duties
(don’t have time). Depends on airlines, but in average an aircraft is washed 1 in a few months
(few times a year)
 22- Right wing: check slat condition and leading-edge condition (leading edge = part of wing that
first contacts air) because debris and birds can hit them + they are moving objects.
 23- Engine: aircraft gets dented (horpadva). there’s a limit of dents. In the book, it says that it
has been dented here & here… (like a rental car). Dents are within limits of being safe, but useful
to look at it. Aircraft gets dented in cargo handling stuff, stairs, debris on the ground. When
flying 10 hours every day for 10 years, there are a lot of dents. They put aluminum patches.
 24- N1 Fan still making noises. Look for damage, looking at damages in the book. Blades get
damaged because of birds & debris, so check if its fine; inside engine, there’s plastic seal that
goes around the outside, which brings engine tighter to the edge of the blade, which makes less
air that slips past it rather than going thru the blades, making it more efficient; before the blade,
around the side of engine is the Acoustic Mesh Liner (Cuts noise and allows hot bleed air to pass
for de-icing). When run hands on it, it’s like a cheese grater, but not sharp (smooth) -> it’s were
a lot of ice builds up. For walkaround, make sure it doesn’t have problems
 25- Engine from outside on the side. There’s a little grey circular thing, which is the Engine Pylon
(attach the engine to the airframe). It’s very strong and check if that looks normal, so no cracks -
> General Vision Inspection
 26- Engine Cowling (Opens up like wings to get inside of engine is for maintenance or whatever.
Opened up really regularly every night to put oil (burns lot of oil). Make sure they are closed
because big deal because of incidents. If cowling latches not properly closed, winds rip them off,
 which damages the engine, which is a huge problem. Probably 2 new engines. Worst case
scenario = engine failure. It already happened: plane took off, both cowlings ripped off, caused
hydraulic problems. It’s really serious because critical lines attached to engines, so damages
multiple things. Even small fire can happen because of fuel lines, so make sure to look under the
aircraft; Engine Cowling Latches (Check latches are secure. Newer aircraft have warnings
systems fitted). You have to go really low (could easily be missed); New A320neo has completely
redesigned the system. Flags pop up at side of engine + mentions in flight deck if unlatched; In
A320ceo, look at latches and check general condition of engine, to make sure everything looks
good.
 27- Look at the slats if they are good, check if the fuel cap is on. Fueling Panel. Can see there are
lots of access panels for maintenance
 28- At the back of the wing is the Starboard Position Light (green light). Check if its ON; Aileron
Control Surface = Droops without hydraulic pressure; At the end of the wing, look at Raked
Wingtip Fence (Newer aircraft have sharklet type). If we apply hydraulics, ailerons will lift
themselves off.
 29- Flap Track “Boat” Fairing (Covers flap track mechanism). It looks like a boat and hides the
mechanism. It gets worn out quickly: when putting flaps out at higher speeds, they get worn
quicker = 350 000 USD each and there’s a lot on each wing. The slower you can extend the flaps,
the better. Airbus recommends you do it a bit slower than the limit, because it will save the
airline money. Stick sticking out of flap track boat fairing are the Static Wicks (Dissipates
lightning strikes), in case lighting hits, it has an easy path to dissipate.
 30- At main landing gear are a lot of carbon and dust. Check for general condition and quality of
the tires, look at the end If the little guard is in good condition. To check brakes, there’s a stick
named Brake Wear Indicators (Show you the bigger the stick, the more brake pads you have
left, the smaller the less). It has little marking that means that if it’s less than this, they must be
replaced. Tires are the Michelin Air X Type (4000 USD each) There is no indication inside the
flight deck if the brakes are worn & no warning if brakes don’t work (check during walkaround &
maintenance). Every time we hit the brakes on airbus, it costs 50$ (costs for airline) because of
carbon brakes (which are expensive). The landing brake application is very hard, so couple of
hundred dollars for that.
 31- Cargo door at the back of the aircraft (there are 3 cargo compartments on A320: Main cargo
door at front, this one and the bulk cargo door?). Main cargo areas are going to be used all the
time to put most of the bags. Bulk Cargo Door (last minute items: for example, someone turns
up late has too big bag, then put bag in bulk cargo door). You can put containers in bulk cargo
(usually only bags, not containers).
 32- At back of aircraft under door is the Outflow Valve (Check is its fully open on the ground). In
pressurization system, air comes in, so a certain amount of air must go out. It regulates the air
that comes out. On ground, it should be fully opened. During de-icing, it should be closed.
 33- Completely at the tail of the aircraft is the big access panel: it opens up for maintenance on
the APU (small jet engine at the tail that runs all the stuff that don’t need to be run by the main
engines) to run AC, electrical systems on the ground. At the end of tail is the APU outlet, which
is a large outlet because of lot air and heat. Before big access panel is the APU Inlet Flap
(Opened when APU is started)
 34- On the left side of the tail, look at THS -> Trimmable Horizontal Stabilizer (Resets upon
landing, check if reads 0 on the ground). Look if it’s on 0, if not on 0, something is wrong,
because it should reset on every landing
 35- Along fuselage are little triangles for construction. To see if panels are lined up, checked
during D-Check (stripping the airplane down to nothing). They probably look and see if it’s good.
 36- All A320 fly the same because of FBW (all programmed the same way)
 37- At flap and fuselage intersection is the Overwing Escape (Overwing exits are always armed).
When door pulled open, the slide is triggered. In 737, they are not, so on the ground if you open
emergency exits, nothing happens
 38- Yellow hooks (can see them from passenger perspective) are for If slide fails to inflate, you
can hook it to the latch and throw the slide to the back and people can hold it manually and they
slide down. It’s called the Slide Attachment Point (For use when slide fails to inflate).
 39- IRL, walkaround takes 5 minutes, you go as fast as you walk. Possibility to stop and look at
something for few seconds. Takes less time walkaround for A320 than on old Cessna 152
because there are less things to check because there’s maintenance.
 40- When you normally finished the walkaround, the other pilot is going to be doing the FMC

Episode 3: Flight Deck Tour – Overhead

 Getting hot inside

 WINDOWS:
 1- You can open the window, which creates a breeze: feels selfish because flight deck is nice and
fresh, but back there they boil
 2- How to open window: Put hand on push button, push it in and pull the handle to unlock, then
you can move the window. Called Direct Vision Window (Depress handle and drag open until
locked)
 3- Why do windows open? Because of evacuation requirements to jump out of window. Not
meant to take fresh air. First officer has the same window
 4- How to close window? Window won’t close because of DV Window Locking Pin (Lift pin to
close. Check red seal displays on handle). Can drag window forward. Push and close it and
latches itself
 5- Red thing on handle shows that window is properly locked. Sun Blinds (Stow during takeoff
and landing) are in windows. Light on window are for paper charts, but not used anymore
 SWITCHES (OVERHEAD):
 Start on left side of overhead
 WIPER: OFF (when raining, ON) because Loud, noisy. Parks itself in lid so it doesn’t whistle.
When out of visual phase (takeoff, landing), turn OFF wiper, because we don’t need it. Wiper
has 3 positions – OFF/FAST/SLOW (Do not use above 230kts).

 Rain Repellent: Chemical that when you click on the button, will spray on the windscreen, which
coats the window with very fine layer of it so when the rain hits him, it just blows the rain off the
window. Discouraged from using it because if you do it on a dry window, it’s very bad because it
sticks and can even damage the window. + It’s bad for environment because it’s quite toxic, so
try to use it sparely. He only used it once when rain was really bad. Rain Repellent (Highly toxic,
use sparingly), but very effective.
 CALLS: MECH/FWD/AFT Call Buttons (Alert cabin and ground crew) are a telephone. FWD =
Forward, AFT = Aftward (or just aft) and MECH = Mechanic Call Horn. Sometimes there is an
engineer outside or ground crew and they sometimes do the pushback without a headset. To
get their attention, click on button and it makes a noise in the gear bay. It can be used as a horn
when taxiing past spotters. EMER button is used when you want to let FWD and AFT know it’s an
emergency, so that they pick it up ASAP (emergency). Most airlines don’t use that button, but
it’s there. MAKE SURE ALL BUTTONS ARE DARK

 OXYGEN: HIGH ALT LANDING is when you’re going to land in a very high altitude. There’s an
issue that the airbus has (Not really an issue). When it’s ON, masks would drop automatically at
14000ft. When High Alt Landing enabled, the masks will deploy at 16000ft rather than 14000ft.
High Altitude Landing (Prevents masks deploying below 16000ft). Rarely used because so high
airports are pretty much only in China and it even has a red cover for safety. Passenger Oxy
Manual Release is used if automatic mode fails. MASK MAN ON button is covered up. It’s in
automatic, so masks fall at 14000ft, but if they don’t fall, then press button and they will come
down. PASSENGER not button has 2 dots on there just to show that the masks have come down
when 2 lights are ON; Crew Supply is a well-used button. In flight deck, there’s an oxygen bottle
that we saw during walkaround that supplies masks in flight deck. When turned on, masks
supplied, when off, masks not supplied. Crew Oxy Supply ON/OFF (ensure button is dark).
Airbus was most worried about this concept, the Dark Cockpit Concept, which means that if it’s
in normal function, it’s dark, so no lights. MAKE SURE EVERYTHING IS DARK

 RCDR (Recorder): Ground Control: CVR Record on Ground (the AUTO mode only records after
engine start). Cockpit Voice Recorder is normally not illuminated. Automatically when you start
the engines, the CVR will start recording for 2 hours but it wouldn’t have recorded until engine
start, so turn ON CVR Record on Ground (blue light) so that it records everything. There’s no
hesitation. CVR ERASE erases CVR. Criteria is (he believes) that park brakes must be on with
engines shut down to erase last recording, but people never use. It flags big time, so someone
will look at it and say “why did he delete that”. CVR = records aircraft data (with ACAS?) and
sends data from the aircraft on live update back to HQ and would see that you pressed that
button. It’s great with European carriers for safety. Every flight is tracked in real time for
thousands of parameters and all pilots know this, so they fly in criteria, but if they don’t, they
get a phone call from safety department of airline who asks what they are doing. Don’t ever
press that button. CVR TEST = test CVR. Have to have park brakes ON. Press button and hear a
noise, that means that it’s correct. CVR/Cockpit Voice Recorder Erase/Test (Erase cockpit voice
recordings and test microphone), which records tone then plays it back again -> GROUND
RECORDER ON (BLUE LIGHT) & TEST WHILE PARK BRAKE ON

 GPWS (Ground Proximity Warning System): TERR = Pull Up Pull Up Terrain Ahead Terrain Ahead,
which is generally always left ON. On approaches, sometimes give incorrect warnings, so turn it
OFF. SYS turns all of those modes after it OFF, so turns OFF whole GPWS. You wouldn’t get too
low gear, too low flaps because they would be all gone. LDG FLAP 3 disabled doesn’t give
 warning when landing in flap 3 (reduced flap landing). When landing flap 3, you have to tell the
airplane you’re landing flap 3 with 1 button in MCDU to tell performance wise & in GPWS for
warning. Flap 3 landing is faster, less fuel used and quitter. Lot of people like flap 3 landings
because it’s more like a Boeing (more conventional). Flap 3 landing in another video. FLAP
MODE disabled turns off “too low flaps”. He never pressed it. G/S MODE (Glideslope mode)
disabled turns off glideslope warning when you go lower or higher glideslope. For example,
when you’re doing a visual approach. Switches you wouldn’t touch normally, so DON’T TOUCH
THESE SWITCHES

 EMER ELEC PWR (Emergency Electrical Controls). You wouldn’t press these from day to day, See
it in another video when there’s fire with electrical system. DON’T TOUCH THESE SWITCHES

 EVAC: CAPT & PURS/CAPT. Check it every day. Different operators have different positions of the
switch. Captain/Purser Evacuation Switch (prevents purser from initiating evac horn). CAPT
means only captain can initiate evacuation horn. CAPT & PURS means cabin manager and
captain can initiate evacuation horn. It depends on airline, but most choose captain because he
holds the ultimate responsibility. There’s also a button in the back on the flight attendant panel
which says like “emergency evacuation”. When they press it, it will light a button up in here
saying “hey I’ve pressed mine”, but it won’t sound, but if switch is in CAPT & PURS, they could
generate the evacuation horn from their side. Euro jet uses captain mode. If the situation is
catastrophic, the pursers could evacuate without command because captains could be
incapacitated or dead. It’s a page we don’t want to need to use. COMMAND Switch is to start
the emergency horn. PUT SWITCH ON CAPT

 FLT CTL: (flight control switches). There’s a lot to this, so we’re going to come back to this thru
the course. There’s another panel on the other side we’re going to look at later. These are all
the push buttons that control separate flight control computers. They are all part of the FBW
system. ELAC 1 = Elevator & Aileron Computers X2 (Controls the elevators and ailerons), SEC 1 =
Spoiler & Elevator Computers X3 (Control elevators and spoilers), FAC 1 = Flight Augmentation
Computers X2 (Does a lot of calculations for terms of what the FBW has to do, for example
flying thru the sky, calculating speeds, weights and all this sort of stuff). It’s augmenting because
it interprets joystick signals to moving flying surfaces. A lot of these computers do a lot of
different things. The buttons turn them off, but leave them ON because there is no reason to
turn them on or off unless you were told to do so by ECAM or whatever procedure. We will
come back and play with these switches. LEAVE THEM ON

 ADIRS: split up in IRs and ADRs. It’s an Airbus thing where they had to rename everything. It
combines both the air data and inertial reference: Air Data Inertial Reference System (Computes
aircraft position, speed, altitude, attitude, and air data). Little computers (3 of them). All those
probes on the outside like the pitot tubes and static ports are just sensing pressure, but the
plane wants to know this in an electronic form, so ADIRS take that and turn it into electronic
data. IR = Inertial reference system – (3 of them) and they are basically there to tell the aircraft
 when it’s on stand it goes somewhere else it goes, I was here, I am going there so it’s what we
had before GPS. GPS uses satellites in the sky, talks to the satellite and knows it’s position.
Airbus is old, and back then, there were no GPS. The only way to navigate the aircraft was by
using IRS. IRS is very accurate system that only drifts a few miles after 3- or 4-hour flight which
sounds quite a lot, but we got to remember that’s one- or 2-miles accuracy without using any
sort of GPS or anything like that. It keeps track of its own and is pretty clever. IRS is a Gyroscope
(old fashion very sophisticated spinning top child’s toy). Because it’s spinning, it can kind of
moves in space and time. It is confusing, but we don’t need to understand how it’s working, but
that it’s working. There’s 3 of them on this plane. When you turn on a Boeing, you hear a
tiktiktik noise in background (that’s the engine), but when you hear that noise even when
transmitting on radio, they are the physical gyros. On 737, they are very noisy, but on NG
engines and planes, they don’t hear as much because they have the same as this as A320, the
lasering gyro. It works exactly the same way as a normal gyro, but it just uses a laser. It is quitter,
silent, so you can’t hear gyros in A320. We may come back to this and talk more about it, but
now we have to align them because they’re off. Initialization takes 10-11 minutes in simulator
(like a normal aircraft). It takes a while to figure out where they are. To do that, you have to turn
them from OFF to NAV: IR 1, then IR 3 and then IR 2. It’s a weird Airbus thing because they think
it in this order: Captain Side IRS, Standby IRS and FO Side IRS (left, right, center). When turning it
ON, we get message “ON BAT”. It’s testing to see that it’s on the battery. Then it goes off the
battery when ON BAT goes away. It means that units are using the external power (AC power)
When lights go away, it means everything is fine. We don’t have to look for it for saying “ON
BAT” (it depends on airlines, but on euro jet, we don’t have to wait the “ON BAT” signal and wait
for it to go away). PUT THEM ALL TO “NAV”

 EXT LT: Already talked about NOSE (TAXI and T.O.) and RWY TURN OFF. LAND LIGHTS are in
RETRACT position for now, but there’s also ON and OFF position. OFF will physically extend from
the wings but lights won’t come on. If ON = Lights will turn ON. Weird to put land lights OFF
because the only reason he can think of is they want to do maintenance on the bulbs. If you
haven’t retracted them at 250knots, you can feel the whole airframe slightly vibrating
(drdrdrdrd). The quicker you go, the worse it gets. In descent if they are out, they add 100-
250ft/min of descent because of the drag. If you need extra descent, put landing lights out.
STROBE are strong strobing lights (strobe lights are made for visibility). For the Airbus, it’s
double strobe (French thing). It has more lights which makes it nicer. For Airbus = strobe strobe,
strobe strobe. For Boeing = strobe, strobe. It makes the Airbus easier to notice. There’s also an
OFF mode. The AUTO mode is when aircraft takes off (no weight on wheel), it illuminates (leave
it on AUTO). Strobe Light Auto Position (Strobe lights illuminate when the aircraft leaves the
ground). ON = ON. Leave it on auto, and only turn it OFF at the end of the day (secure). BEACON
lights are the big red lights on bottom and top (they serve for visibility and to show that engines
are running). You can’t check the top beacon because you can’t get to it. WING lights illuminate
the wings, for better view for the passengers and to check for ice. It’s funny because when
you’re flying past someone, you flash them, and they flash back. It’s amazing, and they are
pretty bright. STROBE = AUTO, NAV & LOGO = 2, REST = OFF
 APU: 1st thing: Do APU fire test, and when that’s done, then select APU Master Switch ON.
There’s a very small computer on APU called “the electronic control box” that powers ON. It
takes 3 sec. Then press on START. Auxiliary Power Unit (Wait 3 seconds before pressing start.
APU AVAIL shoes start completed). As soon as master switch turned on, then the APU flap starts
opening. You can see it on APU ECAM “FLAP OPEN”. N (rotational speed of the Auxiliary Power
Unit) is the fan in APU. The fan starts spinning up. EGT (Exhaust Gas Temperature) has gone up
and can hear it. The limit for starting is quite higher than the normal operation because it can
get hot, which is normal. Now the limit is coming down, so basically EGT will peak and then
come back down again. It was 700 before, now 420. The limit went from 1000 to 700. Simulator
uses the real numbers like IRL, and the audio is realistic. Now APU page ECAM has disappeared
because airplane decided we don’t have to see it anymore. If we put APU page back again with
APU ECAM button, it shows naught % (0%). That means APU GEN is not using any power. ECAM
APU PAGE (APU GEN Show 0v with EXT PWR connected). There’s an electro generator in APU,
and he’s not doing anything because he’s not used. It’s ready with 115v and 400hz, but it’s not
being used. To clear that page, click on APU button under ECAMs, which goes back to DOOR
page. APU Bleed Air Switch (Connects bleed air for air conditioning and engine start). Turn it
ON. It takes air from APU to cool the air and pushing it thru AC. PACKS really loud. PACK
“FAULT” Extinguishes (Dark cockpit concept – light extinguished mean system is operative). It is
now a good opportunity to close windows. Over the windows are the sun visor. IRL, it clips into
position, but you can put it in any position up down left right to block the sun. They are very
good. To not bank your head, stow it above. blinds on back windows as well. To check
temperatures inside, press on “COND” under ECAM. ECAM “COND” Air Conditioning Page
(Displays ambient and bleed air temperature inside flight deck, FWD and AFT cabin). 25oC is
good, and above 27-28oC it feels hot. Go back on overhead panel and set COCKPIT, FWD & AFT
CABIN air conditioning not at 12:00 because that’s 24oC, but a little at left because 12:00 is
24oC, so a little bit at left (11:45), which is around 22oC. It depends on outside temperature, but
now it’s hot outside, so cool the air. On A319, A320, some of them are older, so some of them
cool really well, and some of them don’t, but the aircraft is really good at keeping the correct
temperature because it’s very stable unlike Dash-8 where it’s absolutely useless, and 737 is
quite tricky as well, but A320 works quite well. DO APU FIRE TEST, TURN ON APU (LOOK AT
PROCEDURE), TURN ON APU BLEED, CLOSE WINDOWS, ADJUST AC

 INT LT: OVHD INTEG LT is the back lighting for overhead panel. IRL, normally turned OFF, but if
you can’t see the stuff, then turn it ON, but generally OFF. SEAT BELTS OFF when refueling,
when moving ON, when not moving OFF. It’s an excuse for cabin crew for passengers to stay
seated. We’re going to come back to turbulence and stuff later. NO SMOKING (Also called PED
(Personal Electronic Devices)) = Euro jet leaves it in AUTO. When gear goes down, it makes bong,
when gear comes up, it makes a bong. It’s for the cabin crew to know when gear has come up or
down (if cabin crew doesn’t hear landing gear, they’ll hear the bong). It Alert Crew to Gear
Extension; EMER EXIT LT is now in armed position and always should be in armed position.
When OFF, black box tells you it’s off because it is quite important. They are the lights that help
find exits. They all have their internal battery system, so if electrical supply is lost, they still
function, but they need to be armed. If in a crash and engines don’t work, then power is cut, so
they sense the loss of electrical power and will come on. At night when no more flights that day,
 set it to OFF. During emergency, we assume that the system has done its thing, but if someone
says they’re not, turn it ON. EMER Lights Illuminate in Case of Total Power Loss. ICE IND & STBY
COMPASS. Sometimes the airbus is not sophisticated. Some of the specifications is that people
have to detect the ice, so a stick (probe) sticks out the window and when you turn that light ON,
it lights that probe ON and see if there’s any ice on it. If there’s, need to anti ice, but we’re going
to come back later to deicing. It also lights up the standby compass, which is right under APU
start switch. For some reason they are both one switch. It is used to check ice, but if using it for
standby compass, then it’s a really bad day. Standby Compass Clickspot. DOME lights are 2 big
bright lights behind us. They give a lot of light to use for takeoff or for landing, but different
people have different opinions. if doing a rejected takeoff, you want the dome light to be ON
already so you don’t have to try and turn it ON because it could have plunged the aircraft into
darkness, but it’s a personal preference. On the ground, we don’t need it now because it’s
daytime, but if we’re doing a nighttime turnaround, it would be in bright. ANN LT (Annunciator
Lights) when on “TEST” turns all lights ON in the cockpit, but you can also make lights dimmer.
The rules are that you only have to do it when doing door check (we’ll come back to that), but
don’t use it in flight. Once, someone turned it on in flight to test if a light is broken, they turned
it on, so all digits are turned on, everything. Then they turned it off, and it didn’t go off because
switch broke or something, so they didn’t know what altitude, heading, autopilot, etc. It was a
big problem, so Annunciator Lights Test (Do not use in flight as switch may fail in the TEST
position) -> ADJUST OVHD INTEG LT (TURN IT OFF), SEAT BELTS OFF, NO SMOKING AUTO, ARM
EMER EXIT LT, ICE IND & STBY COMPASS OFF, DOME OFF, ANN LT ON BRT

 ANTI ICE: talk about that later on, not something we have to worry about because of hot day.
MAKE SURE ANTI-ICE SWITCHES ARE DARK

 PROBE/WINDOW HEAT: talk about it later when it’s cold enough. MAKE SURE IT’S DARK

 CABIN PRESS: These are bad day switches. First, check if LDG ELEV is in AUTO. It needs to be in
the top, because even slightly off, then uses a manual system, so Landing Elevation Switch
(Check in AUTO position – expect ECAM “MAN LDG ELEV” if not set). DITCHING (landing on
water). When pressing that button, it closes everything on the aircraft: all outflow valves,
intakes. They are all closed immediately on the press of the button. When ditching, you want
the aircraft to float, which is the button they didn’t press when landing on the Hudson, so the
only time an airbus has landed on water, they didn’t press it because it was at the end of 4-page
checklist. Now revised and placed on top of checklist, so you can’t blame those guys and that’s
why it sank so quickly because otherwise it would have just floated above the water, it is also
pressed when doing deicing stuff, but we’ll come back to this because you don’t want the fluid
to come inside the AC. It’s weird to press it because it’s a guarded switch, which is serious ->
MAKE SURE LDG ELEC IS AUTO

 AIR COND: PACK FLOW, so PACK Flow Rate Selector (APU BLEED Flow Always HI). When using
APU bleed, it’s always on high flow (usually when you’re on the ground). When putting it on LO,
NORM or HI, it won’t change because when AC is always on high if using APU bleed. You would
 use that switch in different positions for when the engines are running, so what they would do
on the setup flow is when we’re at this point, if we know there’s less than 130 people on board,
then we put it to low. It’s the same for A319 and A320, which is weird because it’s different size
airplanes. He guesses because the AC system is the same, but not sure, or because standard
number to keep it simple. On A319/20 <130 PAX use LO Flow, on A321<162 PAX. When on lo
setting, it runs AC at lower setting, uses less fuel, less wear. In HI position, you use it when flying
in Saudi Arabia when 50 outside. You can tell when the engines start because suddenly you feel
very warm because PACKS are off. In a minute and it’s really warm. When engines are back on,
you can flick it to HI. You can even leave it on HI if it’s a very hot day. PACKs = leave them ON,
we’re going to come back to them later turning them On and Off, but now, you don’t need to
worry about it. HOT AIR = why would you turn it off? Sometimes you can get a fault that
requires it to do so because the hot air is supplemented in the cold air that comes out of it but
you can sometimes get a valve that’s not quite opened or closing right and you have to leave it
turned OFF. It’s a bad day switch and you shouldn’t have to use it in normal operation. APU
BLEED = using bleed air from APU to drive into the PACKs and to start the engines, we’ll come
back later to this (it should already be ON). Crossbleed switch: don’t need it right now. When in
AUTO position = if APU bleed selected ON, it will open itself, and if APU bleed shut = shut ->
open = open. We would need this switch when we have sometimes a single bleed is inoperative
so then you have to leave it open manually so you can start the engines if doing an engine start
on stand. If fire in one of the engines, we have to shut this because we don’t want anything of
bad contaminates coming from one side to the other. It is used quite a bit, not in normal
operations, but it’s known. He used it a fair of few times and they’ll try and introduce a couple of
scenarios we might need it like Crossbleed engine start (needs Crossbleed switch to be ON).
There’s no reason to turn ENG 1 & 2 BLEED OFF, only if told by engineers if broken. Only time
you would turn it off is in a case of failure for performance reasons, so Engine bleed =
compressed air from the engines which is used for different things on airplane: AC, to start
engines and anti-ice. Anti-ice: sending air to engines and slats. We’ll come back later for what is
that used. RAM AIR is a bad day switch (guarded). If we lose all AC systems or if we got a lot of
smoke (in the cabin I believe), turn it on and opens a scoop underneath the aircraft and rams air
into system and blows smoke out (outside air goes into aircraft). It’s a bad day switch. PACK
FLOW = LO (DEPENDS ON NUMBER OF PASSENGERS) & MAKE SURE EVEYTHING DARK (EXCEPT
APU BLEED)

 ELEC: Panels are not big great because they are really well organized. BAT 1 & 2 are straight
forward. EXT PWR is a big power cable that plugs into aircraft. We’ve now started the APU, so
what’s supplying the aircraft, APU or EXT PWR. If we bring up APU page on ECAM, we can see it
says 0%, so EXT PWR is supplying electrical system for aircraft right now. Electrical System
Priority = Engines Primary, APU Secondary, EXT PWR Tertiary. If we select EXT PWR ON, what we
have done first, even if we have done an APU only start, APU will be used as generator, but then
if we would have selected the EXT PWR, it would override it because we asked for it, so it breaks
the hierarchy. Now we turn EXT PWR OFF because we have APU, we hear that big chunk =
behind us in the flight deck we have things called generator line contactors and they are big
switches and they go CLICK and they open. It’s disconnected the EXT PWR and connected the
APU generator. Now APU gen is at 20% (before 0%) because now it’s running the electric
system. That’s why it’s using its high hierarchy: no engines, APU yes, so it’s using the APU, is
there an EXT PWR? Yes, but it’s not selected, so it’s not using it. In theory, if we turn EXT PWR
back ON, even if APU is higher in hierarchy, it will go back to EXT PWR because we pressed it to
use it. Great thing about it is primary time you use it is when you want to disconnect EXT PWR,
you just press the button and automatically connects the APU, so you don’t have to manually
select those generators on. On 737, you have to configure it manually yourself. When doing
engine start, it would automatically go click and the generator will come on click and it will leave
the APU sitting there not running the electrical system (A320). Is there any point in leaving EXT
PWR and APU running at the same time? It helps because it’s a little jet engine in the tail, now if
you make it run the electrical system as well as the AC system, it has to work harder, it can’t
dedicate as much performance to cooling, so if you leave EXT PWR connected, it has 0% load on
its generator, so it can do more. When super-hot day, leave the EXT PWR ON and run the APU
for cooler air. IDG 1 & 2 bad day switch and will come back to. GEN 1 & 2: each engine has its
own engine driven generator for electrical system. That’s what we can see there. At the moment
it says “FAULT” because the engines are not producing any electricity. While flying, engines
produce electricity. APU GEN = light is out because APU GEN is switched ON. It’s a bad day
switch. There’s no reason to press that. If we turn it OFF, APU GEN won’t work and all the load is
on EXT PWR. Nothing would happen now because anyways EXT PWR is running. APU is still
giving us bleed air, but the generator is OFF. To turn off bleed, press on APU bleed (don’t have
to do it). COMMERCIAL Switch (Disables passenger entertainment system). Turn it off when
emergency electric configuration (bad fire or whatever). You have to work out if hey, is it the
inflight entertainment. This has brought down a Swissair MD-11 because IFE (in-flight
entertainment) caught fire. This button would turn all that OFF and isolate it and stop fire from
spreading. GALY & CAB: Galley/Cabin Switch (Disables galley power(kitchen)). It disables
electricity of cookers and ovens, so no coffee. If it gets into emergency electrical issue where it’s
worrying about issues, it will shed itself. The commercial has “OFF” written on it, and the galley
and cabin have “AUTO” and “OFF”. It will automatically shed it if it needs to because aircraft
need electricity, but we can also turn it off manually. It’s a bad day switch. You can’t do that for
commercial (no auto mode on commercial) probably because commercial stuff is an addon, and
this came from 80s, in-flight entertainment wasn’t a thing, but galley was there. BUS TIE: the
term "BUS" refers to an electrical bus or busbar. A busbar is a conductive strip or bar that serves
as a common connection point for electrical power distribution. It allows multiple electrical
components or systems to be connected to a single power source, enabling the sharing of
electrical power. There are multiple busses: DC BUS 1 & 2, AC BUS 1 & 2. They are drawn on
overhead to make it easier to see where the power is going. BUS TIE = the systems are
connected together on the left and the right, but there might be a scenario where one side is
damaged or it’s making the other side not work properly. If you click that, it separates the
systems. That’s why it’s a bus tie because it ties them together automatically so that’s why it’s in
auto, so it can break the tie, but sometimes you have to do that manually. It’s a bad day switch.
AC ESS FEED: it’s a bad day switch. It’s interesting because you can see there’s AC ESS BUS. ESS =
Essential, so it means that it’s essential stuff. You really need that BUS so we can see it on the
diagram above our head that it’s normally powered by AC BUS 1 (green arrow goes in there),
but can be supplied by AC BUS 2 if AC BUS 1 fails. It should (customer option, depends on type
and spec that you have) automatically go with AC BUS 2, but if it doesn’t, you have to press that
 button. When you press it, it doesn’t say “ON”, it says “ALTN”, saying that it’s using alternate AC
BUS to power my AC ESS BUS. EXT PWR ON & GEN 1,2 SHOULD HAVE FAULT

 FUEL: fuel pumps relatively straight forward. A320 Fuel Tank Configuration (Vent tanks are
explained later in the program):

2 outer tank (one on each side), 2 inner tank (one on each side) and a center tank (+2 vent tanks
on even outer than outer tanks, but going to be explained later). Pumps pump fuel out of tank
into pipe connected to engine (pump in the tank, submersed in fuel). Obviously, we’re going to
turn them ON. If we turn them off during the flight do the engines stop? With the tanks that are
on the side (inner and outer tanks) they will still supply fuel because they are above engine
(because of gravity), but center tank (because it's below the engine) you can’t use the fuel in
there anymore. It would be a bad idea. Could we start the engines without them? He doesn’t
know, but you might be able to, but it might need a spike of pressure that we might not be able
to give from just gravity feeding. It’s possible, but not recommended -> you might get a call from
Euro jet saying what are you doing (why). Turn Centre Pumps 1 & 2 OFF During Fueling (Left and
right pumps can be switched on and remain on). We turn the pumps ON, apart from the center
tank pumps if we’re refueling, so we just leave them like that. Do we have to remember to turn
the middle ones ON and OFF during refueling, is there an easy way of doing it? Engine shut
down = Turn center ones OFF because if you do refuel, then you need to shut down engines. If
you don’t refuel, it doesn’t really affect it anyway. It’s quite hard to know when the refueling is
happening, but airplane will tell you when it’s refueling, but it’s quite hard to know when he’s
doing it, when he finished… Easiest just to do it that way to keep it safe and simple. During
setup, first flight today, left & ride side we turn them ON and they stay ON the whole day until
we’ve finished. Center pumps ON & OFF with the engine. X FEED (Crossfeed). It’s a bad day
switch (not necessarily). It normally comes from a situation that made it happen but you can get
unbalances of fuel for other reason (APU for example). APU gets its fuel from the left side (can
 see it on diagram) little arrow on left side. APU has its own pump and you don’t need to turn it
on or off. At the moment, it’s getting it from the left side, no fuel is coming from right side. If we
sat on the ground for 3 hours, we would have a huge unbalance. Not necessarily bad day, but
something unusual. He’s going to try to show us a situation in use with this. MODE SEL: Airbus
has fuel pump logic: when slats are out, they use fuel from center tank, it doesn’t use it for
takeoff and landing… Various weird Airbus logic things. That’s why mode selector it says “AUTO”
because it automatically takes care of that. If you want to turn it off for whatever reason, you
select it off and doesn’t do it. TURN L & R TK PUMPS ON

 HYD: It’s quite a big deal in the Airbus. We got 3 of them. Controls are too big for us to manually
move them on large aircrafts. It was around the 50s 60s hydraulic boosted controls came in.
There where hydraulics before, but they needed so much effort to move them. That’s why we
have powered flight controls now where we move something (yoke or sidestick) then we use the
hydraulic system with pumps and actuators to move the flight controls for us so we can have a
reasonable amount of force to still fly big airplanes. For example, the landing gears: when we
put gear up, the gear has to fight gravity and withdraw up into its place. Landing gears are 3 tons
each, and the total airplane weight is 77 tons: Nearly 10 tons is just the landing gears (it’s a lot)
because landing gear is a huge piece of metal. This is an A320, think about 747 or A380 (landing
gear weights like an A320). It needs a lot of energy to move it. The only way to transfer that
power is hydraulics (we could do it with electric motor, but it would need to be a huge motor
and is not practical), so we use hydraulics. That’s why we use it amongst other things. All power
different systems (each got it set up):
Green system has 1 engine pump, blue system has 1 electrical pump, yellow system has 1
engine pump and 1 electrical pump. Engine 1 pump drives green system. Green system drives
various things and is the primary system. Blue system has electric pump and yellow system has
its own engine 2 pump and electric pump. If everything is working, does the airplane look after
itself with this, it would just provide the hydraulic pressure wherever he needs to go? There’s no
need to turn pumps on manually before pushback or anything like that, it will do its thing. It will
sort it out and do everything it needs to do thing -> going to come back and investigate
hydraulics in a bit more detail, but for this point in training, anything we need to press or know
about? We can just leave how the panel is right now, just to be aware there are 3 systems and
it’s good to know that the green system is the primary system so it does the landing gear, lot of
flight controls; Blue system also does a lot of flight controls, and yellow system is the one
responsible for parking brakes, alternate braking system -> yellow has engine driven pump and
electrical driven pump. Why does it need an electrical driven pump? Reason: when we look in
the flight preparation, we look at little brake indicator = The Triple Indicator (at the right of
landing gear lever). Brakes and Accumulator Indicator (Displays the brake accumulator pressure
for the yellow hydraulic system). It has 3 needles and when park brakes set, it is run off yellow
system displaying pressure from yellow system. It shows park brake on and got a 1000 and a bit
PSI on right & left brake, and accumulator pressure is a bit low. Accumulator = keeps and hold
hydraulic pressure. It’s a big sphere somewhere in bay of aircraft and it stores pressure in it like
a big balloon that’s fully yellow system and it’s there ready to be used when it needs to be. At
the moment, no hydraulic systems. The APU is running, but doesn’t do anything for hydraulics.
APU is for bleed air and electrics. Accumulator gets restored when engines running, but when
we park airplane, it deflates overtime (loose pressure overtime because it’s sitting there, it’s not
perfect, and parking brake will use its pressure). If we turn park brakes ON and OFF a few times,
we’ll see that drop (don’t do it on real airplane). Keep toggling it on and off, it starts losing
pressure. When the accumulator is fully charged, it’s good for 11 brake applications. Now in the
sim, it drops from 1000 PSI to not even 800. On ECAM, “BRAKES BRK Y ACCU LO PR” message
means sphere has lost so much of pressure it’s struggling to keep parking brakes on. Now it’s
only at 500 PSI. If we were to remove chonks on steep ground, it might start rolling. How to fix
this? There are 2 ways. Anytime ACCU PRESS is not in green, we can do this procedure (don’t
have to wait for ECAM), so Brakes and Accumulator Indicator (Recharge accumulator press
when below green arc). Use yellow electrical pump:
 It will automatically put pressure in yellow system which will charge accumulator, job done, but
to do this, there’s a little bit of back and forth because when you’re going to pressurize hydraulic
system, you need to ask the ground crew to make sure they are cleared. Pressurizing systems on
airplane is potentially dangerous, so you have to ask and check, which can create a delay at the
start of day. The other way: cargo doors open and close with hydraulic power and they are used
off yellow system. As a passenger you hear doors open and close and anytime cargo doors get
opened, it will turn on the electrical pump to recharge the ACCU PRESS just by design. They are
using the pump, which to open the door, depletes ACCU PRESS because they are using the
electrical pump to open the door, it then goes “the pump needs to come on because I need to
open the door”, by design because it’s pressurized by hydraulic system, just as an after thing,
will pressurize the accumulator. If they kept opening and closing the doors, that would deplete
our ability to keep our brakes on, so that’s why it always turns on yellow electrical pump. Even if
accumulator is fully charged, it will still run the pump. MCDU: to turn it on, hold down BRT
button. The lights on top of MCDU are doing the self-test. Go to options, doors (bulk can only be
opened manually), then click on FWD (<OPEN) and ACCU PRESS should go up. You can even hear
the pump (yellow electrical pump). If we put pump ON, does same noise (noise is the pump, not
the doors). Doors are powered by pump. If we open AFT, we would still hear the pump (it’s
impressive modeling in flight sim). Turn off MCDU with DIM button to not skip any steps. So,
cargo doors opened now. Back to overhead. CAN RECHARGE ACCU PRESS IF NEEDED & MAKE
SURE EVERYTHING IS DARK

 FIRE: We’re going to have a look at this. It’s going to be an expensive day for Euro jet at some
point during our training, and we might get a chance to press some of these. Right now, test it.
We have test buttons for engines and APU. When we press it, it runs its self-test, so APU and
Engine Fire Test (APU fire test is performed before starting APU, ENG 1/2 fire test is performed
as part of the initial flight deck setup). Order = ENG 1 then ENG 2 -> reason you do APU fire test
before turning on APU is because just to see if the system is functional. If we do APU test while
APU is on, APU should not shut down. SQUIB DISCH = test for lights. If we look down, MASTER
WARN are ON and ECAM says APU FIRE and instructions. It’s tricking system that APU is on fire
and does exactly the same way as if APU was on fire. ENG 1 test = same thing and we look for if
it says ENG 1 FIRE and instructions. The arrow in the middle on ECAM tells that it continues
down, just leave it. Engine Start and Ignition Panel (FIRE light illuminates red during fire test).
ENG 2 test = same thing as ENG 1. We don’t silence it during test, just let it run. All the bad day
stuff is something we will look out later. TEST ENG 1 & 2 FIRE TEST

 RADIOS: Same radio as down. It says ACARS = Aircraft Communications Addressing & Reporting
System (Digital datalink system between aircraft and ground stations using VHF). For VHF 3 what
they have running on ACARS is data for the airline you know so we get our messages from our
operations center or digital clearances all this stuff it comes thru the same radio that we use to
communicate on, but it’s just an ACARS frequency (says ACARS because we don’t know the
frequency). It will be a frequency with numbers, but outside of normal range (weird)
 2nd FLT CTL: Going to come back to this stuff (don’t need to press any of these). Flight Control
Computers = same as other side, just its duplicate ELAC 2, SEC 2, SEC 3, FAC 2 rather than
number 1s.

 CARGO HEAT: It’s a customer option. Cargo Hold Heat Selector. If putting stuff in cargo hold that
might want heat, then choose this option. Euro jet = just throwing bags in there, so it doesn’t
matter. Bad day switches, but what matters is the temperature control between cold and hot. If
we got a lot of flowers, don’t want them too hot, if we got dogs or cats, not too cold, so ADJUST
TEMPERATURE (OR JUST LEAVE IT AS IT IS)

 CARGO SMOKE: whole panel is bad day stuff. If we have fire in cargo hold, it’s going to tell us if
it’s AFT or FWD. We can discharge the agent and we can test it. We don’t do that test regularly.
Cargo Smoke Test – Engineers Only, we might get to it at some point.

 Ventilation: BLOWER = we looked at it earlier which shuts down the inlet. EXTRACT = same
thing, but for the extract side. CAB FANS = recirculation system (air being recirculated). Bad day
stuff.

 ENG MAN START: In case automatic system has a problem, then start manually. He had to use it
a few times. Sometimes it says “due to whatever reason you must do a manual engine start”
because it’s broken. It’s not hard to use. On 737, where you’re cut putting the fuel on, the
manual engine start gets the engine turning, and then the master switch is going to engage the
fuel. Need separate buttons for it. Buttons used a lot more by people flying the IAE variants
because there is a limitation. If you have more than 10knts tail wind, for IAE engine, even on the
stand, you have to manual engine start. There is different engine option on A320. Euro jet all
CFMs. Some airlines (British airways famously) are IAE (different engine manufacturer). Only
small few differences, but that’s one of the worst drawbacks. Manual Engine Start Switches
(IAW Engines AutoStart Limited to <10kts Tailwind). Main differences: CFM on maintenance
wise = cheaper, more basic, slightly more fuel efficient, but IAEs more powerful and smoother
apparently because they have triple spool, so more components in engine and accelerates
smoother, more fans and things like that = more complex, but higher maintenance cost. It has
higher power, which comes back when taxiing, so IAE have to leave their gear down after
takeoff because their brakes are so hot. When taxing, the whole thing just shoots away from
you. In CFMs, have to give some engine power. We got wiper switch and rain repellent as well
on this side.

Episode 4: Flight Deck Tour – Lower Panels

 Oxygen Masks: Test only for first flight of the day, so if we leave the aircraft for another crew,
they wouldn’t have to do it. Only first flight of the day. Press the test button, and we’ll see air
coming out and hear the sound. OXYGEN MASK TEST (Test daily. Ensure “CREW OXY” switch is
ON). We also have to see if there’s flow coming thru and if we can hear that the microphone
 inside the oxygen mask works. Press the test button and you can see (on the eye thing) and hear
the flow coming thru. In real aircraft, they have to do a few other things to get it set up, but they
haven’t fully modeled it, but that is a good test. We need to have the crew oxygen switched ON
on overhead or otherwise it won’t work because oxygen won’t come through. Sometimes you
might forget to switch it on. We would use the oxygen masks if there would have some
decompression like for example a door or we could also use it in case of smoke (you want to
breathe air). It does wake you up (back in the day a captains told him), but he doesn’t do It
because he might get a phone call from Euro jet (they wouldn’t approve that). TEST OXYGEN
MASKS WHEN 1st FLIGHT OF THE DAY

 Microphone: It’s a hand microphone. You can lift it up that little peg, hold it up to your mouth
and click the button and use it as a hand-held microphone.

 Sidestick & Tiller: We can only see a really smart part of the sidestick (it’s enormous). IRL, if you
hold it back and let go, it slowly returns to the center because of dampening rods, and it returns
in different ways depending on if it’s left, right or up, down. It has a lot of little censors in it and
is a really complicated peace of equipment. It must be really expensive. It feels different to flight
sim joystick: when you push it, it has some response, etc. When you hold one for first time, it
feels amazing. If you would attach one of those joysticks to this simulator aircraft, it would be
almost like the real thing. The stick itself is simple (way simpler than simulator joystick). There
are 2 buttons on it: red one is the Instinctive A/P Disconnect (One push disconnects A/P, second
push cancels alert). You normally double press it. There are a few sounds associated with Airbus,
but we’ll come back to it later. On the back is the Push to Talk Switch. You’ll pull it and you will
transmit your voice down the active frequency. Equivalent of RTT button on Dash-8. There are 2
ways to transmit on A320, this is one of them. On the side of joystick is the Nosewheel Steering
Tiller (Nose wheel steering angle is +- 75 degrees until 20kts). It’s how we steer it on the ground.
It is shaped in this weird shape to put you hand on top of it and your palm to press the PEDAL
DISC. We’ll come back when doing taxi, but this is a way to not turn the nose wheel when doing
rudder check. Rudder Pedals Disconnect Switch (Disconnects rudder pedal from nosewheel
steering). It’s steered by wire so there are no physical connections from this to wheels, so on
stand you can move it and won’t do anything.

 Weird Armrest & Loud Speaker: It has numbers, it’s big and wide, compared to the other side
which is thin. It looks really weird because it gives you a good grip of the sidestick. It’s wide
enough, you can get the good angle and it meets all the sizes for pilots. The clever thing with
Airbus is they said 98% of people in the world can fly the Airbus (it’s pretty good). The letters
(we’ll come back to that) are to set up the first day to when getting into aircraft (a day of base
training) you would have been in sim before and you would set the same letter and number and
that would be your setting. Seat Position Indicator (Letter and numbers denote position). These
numbers move up or down with the armrest setting: letters change where it’s pivoted from the
chair and the numbers change the angle (pitch). If we put armrest up, we can see there’s a
wheel where we can adjust the armrest. It’s really important to get it right because if it’s wrong,
you will start using your arm muscles to fly the airplane and that’s too much and you will start
overcontrolling it. They put a lot of effort into this. You want to hold the joystick lightly and
 move it with your wrist as much as you can. Be gentle, because you can overcontrol it. He had a
hack where he put an ironing board up and put the sidestick on it with a pillow, so the pillow
was supporting his arm and it felt pretty good and worked, but he looked stupid. It’s not an
instinctive way to put your joystick on the desk to fly the airbus because the joystick is down left
and not in the middle. The armrest can get quite close to the joystick, and what happened was
in an a330, the pilot what taking pictures with his camera, dropped it and was jammed
underneath armrest and joystick. That pushed forward, and on aircrafts there’s a certain
amount of force you can push on the sidestick that will disconnect the autopilot, which makes
sense if you want to grab it, and that happened. It jammed the joystick forward, which put the
plane in a nosedive and he pulled back and couldn’t recover it. It even went in overspeed, and
overspeed protection (we’ll be looking out shortly) helped them, but they couldn’t get out of the
dive. Since then, Airbus warned about putting stuff between armrest and joystick. If you move
the seat forward, you might jam it in the joystick because the seat is powerful (it has to move
various size people). He even left his bag and when he moved the seat, it trapped his bag.
Speaker behind joystick on left hand side is the loud speaker. His controller is beside the virtual
horizon called “LOUD SPEAKER”. You can play anything from the audio control panel through
there, so the radio, cabin crew talking from the back or PA (Passenger Announcement) or
anything like that you can play it through the loud speaker. If we turn it down, it turns it OFF.
Loudspeaker Volume Control (Aural warnings play even if switched OFF). 50, 40, 30, 20, 10 and
RETARD, RETARD all that plays from that speaker and plays even if the loud speaker is turned
OFF. ADJUST LOUD SPEAKER TO AROUND 12:00

 Instrument Lighting Control Panel & Table & Foot Rest: PFD/ND Transfer Switch (Swaps display
onto opposite display unit). If you got a situation where first officer needs to fly the plane from
right side, but he can’t see his screens, so he can look across. CONSOLE/FLOOR switch
illuminates the floor area on the left below the sidestick where your bag would go, and it is
generally set to OFF unless you’re trying to get inside your bag at night, then put it BRT. Not all
A320 have foot warmers and it is a fancy option. The 2 metal plates on the floor get heated and
that’s the foot warmer. He taught it was a big fan or something, but it’s actually 2 metal plates
getting heated. He doesn’t have them IRL. In the cockpit, it can get cold in the front especially
after a very long flight because you’re so close to the airframe. They call it cold soak because
cold is just soaked into the airframe and you start feeling cold, especially because of the floor.
Coldest bits to touch are behind the window. The window is covered in plastic, but behind it
where it’s not part of the window is metal because it is part of the airframe. It is really cold after
a long flight and people use it as a fridge. You could put chocolate bars on it, but it is
discouraged by Euro jet because in case of emergency evacuation, chocolate could be squashed
there. Now let’s talk about the famous Table. There isn’t in the Boeing. He remembers that
someone told him long time ago (one of the first pilots in Airline2Sim) is that he went to
Toulouse for some training with Airbus and the French guy said “You can always tell a Boeing
pilot because he has his dinner on his pants”. On Airbus you don’t have that problem. It’s a big
change to get rid of control wheel just for the sidestick and it is an unbelievable improvement. It
really helps doing checklists, paper work, eating, just everything. Captain Side Sliding Tray Table
(Rated 65kg). He uses it all the time in all phases of flight, and he already had that it was
inoperative once or twice, and he finds himself reaching for it and remembers it’s dysfunctional.
 It’s a memory item and he use it 20-30 times a day, if not more, so they get a lot of wear. They
are a really sturdy mechanisms and they are really good (they even have a tilt function). You
can’t have it off for takeoff and landing in case they bash into it (generally people don’t get it out
below 10 000ft. because there’s no reason for it to be out.). So, it is stowed below 10 000ft., and
on the ground it’s up to you and must be stowed for takeoff and landing. Foot Rest are looking
weird to put your feet on them. Some people find it comfortable to stretch their legs on it, but
he doesn’t. You put it down and put your legs on it. You normally use the left one, which is really
loose because everyone puts their left leg up, because generally you only use one of them, so
one is really worn and the other is really new.

 Rudder Pedals: We can adjust them, so they come forward and backwards up to like 13-14.
There’s a little number and you pull the handle and push it and it goes clickclickclickclickclick and
you let go and it stays there in that position.