A319 200
Carri Seargent
I'm fairly decent with Boeing aircraft, but recently got the Toliss a319. I am doing the tutorial, but still confused on how this thing actually works. Are there any short form notes on the flight procedures to help understand? Need help. Some basic questions:
1. TOGA in the Airbus is simply the most forward setting of the thrust lever, there is no extra button. Generally you take off with flex thrust as long as the the weather conditions aren't too bad or the runway isn't too short (the Toliss ISCS will just tell you "No Flex" if the runway is too short for a flex take-off).
3.+4. When you reach around 1,500 feet above the take-off runway you enter the acceleration phase. The MCDU will set that altitude automatically and you will get a notification in the Flight Mode annunciator in the top left corner of the Primary Flight Display. Then you pull back the thrust lever into the climb detent. If you use autothrust until you land (which I would recommend if you're new to the bus) you leave it in the climb detent until the plane will call you a "RETARD!" at 30 feet above ground during the landing. Then you just pull it back to idle.
5. You have to tell the plane to decent, it won't decent automatically at the TOD. Generally you either set the altitude, ATC has given to you or, if you're are flying without any ATC, you just set the altitude of the last waypoint before the landing and push in the altitude selector knob shortly before or at the TOD point in the Nav Display (the little down pointing arrow).
6. There is a small magenta ring next to the altitude on the PFD when you enter the decent that will be telling you how close you are to the profile. You can also check the V-DEV on the PROG page of the MCDU.
Takeoff thrust (and mode) is activated in the FLEX (for flex reduced thrust) or TOGA (for full thrust) detent. During landing, a go around is initiated by pushing the levers fully forward to TOGA, then pulling back to CLB at acceleration altitude (with regular flap retraction schedule). Even when you initiate go around early enough that you are already above acceleration altitude, you still need to put the throttles in TOGA momentarily to activate the go around mode (that's the equivalent of pushing TO/GA in a Boeing).
In normal operation autothrottle is active at all times during the flight. Since the throttle levers aren't motorized, while autothrottle is on the levers don't signify the current thrust setting but the thrust limit (i.e. the autothrottle can not increase thrust beyond the lever setting). FLEX and TOGA are fixed thrust modes which inhibit the autothrottle system.
1. Airbus has FIX INFO, but i am not sure if Toliss in current version have these. When not i think they will be in V 1.4, because this is announced as big FMC update
2. The FMGC will watch speed limits, when you select speed you have to watch these yourself. Manual speed is needed for ATC landing, f.e. slow down for better speraration
3. On the Perf / APPR page you have VAPP, which is VLS +5. The FMGC will use VAPP for approach. You can change the VAPP, f.e. because of strong winds
4. RNAV and ILS are complete different things, RNAV is not based on ground installations like ILS transmitter.
From a "what-the-pilot-does" point of view there is only one "major" difference: You don't hit the LS button during approach. Only the approach phase is activated (either manually or by having the FMC activate it). The rest is pretty much the same, you still arm approach and the a/c will fly the final approach as with ILS approaches. It will, as far as I know, disengage the autopilot once you get to your decision height, as RNAV approaches are non precision approaches and require a manual landing.
Well.. I don't see why not! LPV approaches are, afaik, just a matter of minimums as long as the onboard gps accuracy is high and database is up to date. So the matter of whether LPV approaches are possible should then be whether there's a published LPV approach on your arrival airport.. I'd be interested in other opinions though!
ad 2. No. Pitch Trim is set according to C of G of the a/c. In the ISCS you can read the appropriate value in the Take Off Performance section, it should be put into the MCDU as well as set on the trim wheel as after start item. If you set it to zero each time you should be fine, as it's in the green take-off band. But depending on the center of gravity every takeoff will feel slightly different. By adjusting the pitch trim you will find the same conditions on each takeoff, disregarding aircraft loading situation.
ad 4. Define "starting final".. So, there are different options you have when it comes to approach speed / the approach phase. The first option is to just let the Airbus do it's thing, which is staying in managed mode until it starts the approach phase at the decel point. What the aircraft will do then is go to green dot speed (mostly > 200 kts), which is the lowest safe speed with flaps up. Then for every flaps setting it will reduce the speed to, again, the lowest safe speed with that flaps setting. So when at your final approach point the approach phase should be active and you should be at Flaps 1, which depending on the weight of the aircraft should be around 170 - 190 kts. Descending trough about 2200 ft above aerodrome level you should go flaps 2, at some point gear down flaps 3, and be at your landing setting / speed above 1000ft above aerodrome. Second option is you activate the approach phase at FL100 - FL80 (MCDU -> Perf -> Activate Approach Phase -> Confirm), and Select a speed of your liking (probably around 240 kts until 5000 ft, then reduce...) and go back to managed at Flap 1 or later (if later: manually slow the a/c of course).
ad 5. , and in addition to bokepachas reply, I find that the ILS is sometimes off in X-Plane in general, and not only on airports where the ILS antenna is displaced. I never had this with the RNAV profile, though.. I'll attach a picture I just posted into the according thread, you can see that the ILS is way off (not a "displaced" runway to my knowledge or according to charts), the PAPIs and visual is spot on, as is the RNAV profile (little magenta ball). When I'm in this situation and I'm visual I fly the PAPIs. ILS would probably be safe but no way near crossing the threshold at 50ft.
So I know the basics how to perform flights in A319 and created my own check list. But one thing, when landing, using medium auto brakes, and reversers it stops very very quick. And I am trying to comes to terms with the brakes, because a quick click (of normal brake button) is applying the parking brakes. The plane comes to a complete stop on the runway. I don't like this. I have a separate button for parking brake.
ad 4. As I said. Speed will be > 200 unless you go Flaps 1, whether it's RNAV or ILS or any other approach with automation. And even without - to maintain a 3 glidepath without speeding up Flaps 1 is mandatory. When in managed mode, unless your 319 is buggy which I don't anticipate, going flaps 1 will always reduce the speed to the according descent speed.
As with brake: 90% of all flights are performed with low autobrake, medium autobrake is meant for very short or contaminated runways, maximum autobrake is exclusively used for take off. The normal brake button indeed is equivalent to maximum manual braking and thus slows the plane even more than medium brakes. Unless you use the designated parking brake button it should not put the parking brake on, though, unless your groundspeed is 0. So, try this: Autobrake to Low, reverse as required, you can use the autobrake until taxi speed, you can disengage the autobrake and let it roll out once you are below 60 kts (press brake button two times), or you can go from autobrake to max manual to make an exit (brake button one time).
2. I eventually got APPR button green, but the speed was not reducing in managed mode. Approach speed was too fast. When I lower the altitude it goes into THR DES and speeds up. I may go back to manual speed mode adjustments to control speed.
Hey, check out the professional series by V1 Simulations. You can learn a lot from his videos/content. Here is the video on approach and landing. He flies the FF A320 but the procedures are the same for the A319, just may look a little different.
Awesome livery just a heads up the right engine chevron was left on in the mask, you can see it clearly in your second image of screenshots. A319 didnt rock the chevrons sadly on the 56B`s. I wont repaint the engine as its your work, just wanted you to know.
sorry I was not finished my question I was aviation daily you must be confused right now lol but what i want to add also is it possible if you can add the green line on the play I added an image below it has it on the real rouge a319 thanks! great work! sorry for asking a lot of request
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