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the busiest departures from Heathrow. Shortly after we will turn north west, over Wales and the Brecon
Beacons, before leaving the Welsh coast and making landfall over Ireland as we make our final approach
into Dublin. We can expect to start our descent just a few minutes after leaving Wales behind as we
traverse the Irish Sea. If you have a phobia for complex flight management computers that require a degree
in electronic engineering and cryptography to operate, you will be delighted to learn that our flight plan has
automatically been transferred into the flight management systems of our A340. The currently active Flight
Simulator flight plan is always pre-loaded into the navigation equipment of the aircraft. This is not so far
from reality in that the actual unit of the A340 can be pre-loaded with a route of flight by a radio link to the
operations department at the airline.
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The flight plan is also on display in graphic form on the main navigation display screen (ND). The ND is the
central display screen from the viewpoint of the Captain’s seat. This wonderful tool allows us to see the whole
route of flight diagrammatically and is constantly updated as our flight progresses. The range of display can be
zoomed or reduced using the rotary switch on the glareshield that sits to the top right of the ND display.
A second rotary switch allows the display to be focused on the current VOR and ILS radio station that has been
tuned for greater tracking precision. Also available on this rotary selector is a plan view with shows the route of
flight oriented to true north, a compass rose view and the arc view. The arc view which shows the route of flight
directly ahead of the aircraft is the most commonly used display and often proves to be the most useful. If this
wealth of information were not enough a series of selection buttons above the rotary switches will allow for
flight plan display on or off, (labelled CSTR), airports, VOR stations, NDB stations and navigational waypoints
within the range of the current display radius to be overlaid onto the display. This ensures that the ND of the
Airbus ranks with the finest navigation equipment available for any airliner currently in service. Make sure the
CSTR button is on and illuminated to display our flight plan to Dublin.
At this point before departure we can call for our ATC clearance. For this flight we will be using the Flight
Simulator default ATC. For our particular flight today use of ATC will actually assist us in the learning
process and will guide us to our arrival runway and line us up for final approach, simplifying the whole
navigation of the aircraft. The default ATC system will also monitor our altitude and advise us as to when to
start our descent. It will also offer us the appropriate approach altitude to commence our arrival into Dublin.
Open the ATC window and request clearance
ATC CLEARANCE – RECEIVED
You will be given a transponder ‘squawk’ code by ATC that will be used for radar identification. You can
either acknowledge the message immediately within the ATC menu in which case the squawk code will be
automatically entered for you or you can open the transponder (using the panel switcher icon) and enter the
code manually by entering the 4 digits in sequence on the number pad.
We will now devote our attention to setting up the autopilot. Shortly after takeoff we shall be using the
autopilot modes almost exclusively for the duration of the flight. Open the FMGS again and press the ‘TO
APPR’ (takeoff and approach) button. Press button 1L and our takeoff speeds will be automatically
calculated for us (actual A340 pilots are not so lucky and have to calculate this data manually from
performance charts). Here you will see a reference to V1, Vr, and V2.
V1 = takeoff decision speed. Beyond this speed we are committed to the takeoff roll having insufficient
runway ahead for a safe stop. Only in the direst of circumstances would the takeoff be aborted at this point
with most issues, including a single engine failure being dealt with in the air.
Vr = rotation speed. The speed at which we pull back on the sidestick to lift the nose into the air and
become airborne.
V2 = takeoff safety speed. At this speed we have achieved a safe climb speed. In the event of an engine
failure occurring at V2 or later the aircraft should be able to safely continue the climb.
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APU BAT – ON
(The light should extinguish showing an unlit black button. This signifies that the switch is active. There is
no ‘on’ light, only an ‘off’ display)
We can also take this opportunity to turn on the probe heat system on the overhead.
PROBE/WINDOW HEAT – ON
With the APU safely powering the aircraft we can now take the opportunity to examine some of the aircraft
　
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