Checklist A320 Neo

[Francisco Raya]

Ilove your checklists! It totally fits to what a real-world pilot would do in an Airbus A320, as I have seen a video of a real A320 pilot coaching a german YouTuber.

Will you include engine failure checklists too, like you did for the Zibo?

I uploaded the PDF version of the checklist to my Dropbox. Check the first post to download it!

As soon as I get the permission to upload them directly to the forum I will update the first post again.

I just went over all the posts in this section and though we had a few issues (all should be solved with the updates that will be released soon) most posts are about interruptions of the checklists. Perhaps it is good to explain a little on that.

See, the checklists modules are based on the Airbus Logic (or lack thereof) so the flight is cut into phases (read vol 8 of the manuals about that). Just like the Airbus systems wait for a trigger event to go the next phase the checklist will do as well. Inside each phase there are many different steps and each one has a trigger event. So if the checklist calls for a light to be switched on it will halt there until the light is on. There is very little room for variation there. The light is on or off and when that step of the checklist is not completed it can not continue to the next step.

Now checklists vary from airline to airline and country to country. So it could be that what you are used to is different from how our checklists work. We based our checklist mainly on those run by airlines like KLM, Lufthansa, BA etc. They are very similar.

So when you get stuck, try to figure out what the system is waiting for, don't start to click and point to all kinds of controls to see if it perhaps might be that one. Above anything else, even if you are experienced bus driver, at least run the step-by-step flight on time so you know what our bus expects of it's bus driver. The checklists we included are a remarkable powerful option that makes your flight easier, safer and more realistic. After all, this is a machine flown by two highly trained professionals. Take the help it offers, use it to lower your workload so you stay ahead of the aircraft at all times.

I have noticed sometimes, the checklist get stuck in a step you have no control... for example, after you have landed and the checklist text says "leave runways" (or something similar), and still it get stuck, even when you get the parking and stopped the plane (fully off, or just connected to the ground or APU).

I noticed i have installed the free Canarysim scenery mesh, but not include the airports, and the runways or buldings.... just the montains, and all around the islands...(altitude montains) but the airports are the FSX default.

just did a landing at GCRR ILS RWY03 and left the runway using the taxi way at the end of the runway. No problem at all e.g. when I left the runway the message disappeared and shortly after that the AFTER LANDING CL started. I used no add-on scenery or airport just FSX basics........

Although, I must say, this problem of getting stuck in that point "leave runway", has happened to me other times, even in airports that I have used the airbuses and the checklist has worked fine till the end... so I suppose my computer could have some particular configuration problem...

the difference between those two version is that LH is a CFM and BA is the 320 IAE version 3e.g. complete different folders in the aircraft folder. Try some other 320 CFM and IAE versions as well as do the same for the A321 versions If the problem is the same. For me it seems that there is an installation problem - I do not know if this is might be related to P3D v2.

The problem seems to be linked to the engine start procedure, N2% doesn't show. I now think my original suspicion regarding the PUSH sequence being at fault was incorrect. It just happens that engine start was concurrent with PUSH and it seems that because the engines weren't completing START, PUSH never got completed. I had done a re-install before I contacted you so for the time being I'm going to use only the CFM models and will remain suspicious about a possible P3D issue.

Many of you use the original universal checklist that was made some time ago prior to the release of APPR, however lots of you have requested an updated version to accustom various flight models. The last checklist was a success! Lots of awesome feedback leading to significant improvements which we have implemented into the new and updated Checklist V2.5

So now I'm delving deeper, and moving into the details of startup, i'm bumping headfirst against the (dreaded) ingame checklist, which has more stuff to do than I ever dreamed, and right in the middle of frantically ticking of checkmarks, the plane starts pushback on its own, making me feel like a student with a long test with a short timer.

First thing you want to do is turn off your AI Copilot. He or she will request pushback the instant you start the Auxillary Power Units. That said, the A320 is pretty slim on "things to do" compared to golden age airliners. You need a generator (APU / Ground Power) to give you electricity, you need the navigation on, the fuel pumps on, and then you can play with airbus' fancy autostart systems.

It looks worse than it is. Look at the overhead: You want all of the buttons to be blank; no white or amber text showing (Blue is ok) and then all you'll really ever touch in flight is the lights panel, intercom, anti-ice, and the seatbelt signs.

Exactly. From entering cold and dark I am ready to taxi in under 3 minutes (assuming flightplan is already entered). I dont follow a checklist. I just do the above. Do it a few times and you will be up and running quite fast.

even in the simplest type of aircraft - the ones I fly IRL - we go through the checklist sacredly. It's very important to also know what each and every button / lever / these days MCDU menu does, and in the Buses it is so so simplified ?

Una lista de comprobacin (checklist, en ingls) es una herramienta de ayuda en el trabajo diseada para reducir los errores provocados por los potenciales lmites de la memoria y la atencin en el ser humano. Ayuda a asegurar la consistencia y exhaustividad en la realizacin de una tarea.Un ejemplo sencillo de una lista de comprobacin sera una lista de tareas pendientes. Un ejemplo ms complejo sera una planificacin, donde se detallan las tareas que hay que realizar dependiendo del horario, el da, u otros factores.Read less

This is an optimized checklist file for the Airbus A320-200 by Project Open Sky to use with the FSX default kneeboard. A full checklist containing pre-start, start-up, before taxi, taxi, before take-off, take-off, climb-out, cruise, descent, approach, landing, taxi to ramp, shut-down and securing aircraft. Also basic radiotelephony communication examples based on the rules of IVAO Network. By Philipp Herrmann.

Please note that the following checklists were primarily intended for use with Microsoft Flight Simulator. Checklists labelled FS2002 are for Microsoft Flight Simulator FS2002 and checklists labelled FS2004/FSX are for Microsoft Flight Simulator 2004 and FSX. However, often checklists will work with older and newer versions of your flight simulator program just fine. Download checklists for real-world (non-sim) aircraft here

I did manage to get my hands on an A320 systems manual and checklist. The A320 systems, other than the fly-by-wire stuff, seem to be pretty similar to the A300. It looks like Airbus simplified them a bit when they built the 320. The 320 does some things automatically that we had to do manually in the 300.

Engine driven pumps power the Green and Yellow systems respectively. The Blue system is powered by an AC electric pump. The Yellow system can also be powered by an AC electric pump. The Green and Yellow systems can power each other via a Power Transfer Unit (PTU).

The RAT has a hydraulic pump that can power the Blue hydraulic system as long as the plane maintains at least 150 knots of airspeed. It also has an emergency generator that can power some of the essential electrical systems.

I would expect the plane to handle sluggishly if the RAT was the only thing providing hydraulic power. Only one hydraulic servo would be working on each control surface and only one spoiler panel on each wing would be powered.

That was the case here. Both engines had suffered internal damage to where they were not going to produce thrust and a restart would not be possible. Keep in mind that the crew had no way of knowing just how badly the engines were damaged.

By now they were right around 3000 feet and down to 194 knots airspeed. Our normal rule of thumb is you will travel 3 miles for every thousand feet of altitude. That, however, is with two engines producing idle thrust rather than two dead engines and the RAT deployed.

The APU is a little baby jet engine, usually located in the tail, that provides electrical power and air under pressure. Normally we use it to run our systems on the ground and to start the main engines.

With the APU on line they would have AC electrical power, plus full pressure to at least two (Blue and Yellow) hydraulic systems from the electric pumps. In addition they would have had full instrumentation.

From a CRM (Cockpit Resource Management) standpoint the Captain took control of the aircraft and the radios and assigned the emergency procedures checklist to the First Officer. He could have done it the other way, but probably better to have the most experienced person flying the jet in this case.

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