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cannot say that I ever really felt comfortable
with it. I missed the variety of modes that
Boeing autopilots offer, though I do appreciate
the simplicity of Airbus’ way of doing things.
As for the famous fly-by wire system, that is
something hard to demonstrate in a distinctive
way on a desktop simulator. In truth, flyby-
wire in itself is not as exotic as publicity
might lead one to believe. After all, from the
crew’s perspective a properly functioning
hydraulically controlled aircraft is little
different in principle from a fly-by wire system.
Nevertheless, Phoenix has used considerable
ingenuity in demonstrating the feel of this
highly automated airplane. The detented power
levers are simulated by using the “+” and “-
” keys on the number pad to shift the levers
between gates. Users are instructed to leave
their normal throttle axis in the idle position
unless assuming manual control. Such features
as the bank limiter are also built in, so that
even if you move your controller all the way
left or right, the plane will not bank more than
60 degrees. You can actually see it kick in,
as there is a distinct oscillation when the 60-
degree point is reached.
Problems
Specific problems I encountered are as follows;
1. Yaw dampers do not appear to be modeled
on these aircraft at all. I can find no switch
for activating them and clearly they are off
by default, as a large amount of rudder is
necessary to coordinate all turns. Indeed,
even the autopilot’s turns are uncoordinated!
2. Slew mode is incompatible with this product.
Using it will send the aircraft rocketing
across the field, even when the engines are
off. It also corrupts settings in the FMC.
3. There are odd yaw effects during ground
operation, which I do not understand.
4. Finally, I am not fully convinced of the flight
models, particularly in terms of control
responses, which seem a bit sluggish under
manual control, in contrast to what the
autopilot can do under similar conditions.
Conclusion
While the autoflight system and Flight
Management System are amazingly well
rendered, some other systems are given
somewhat less attention. Thus, it is not the
best platform for simulating system failures
and interdependency issues. It is definitely a
product for those with a strong interest in using
automated systems.
Overall, I feel that A340 Professional is
a solid add-on that offers quite a bit for the
money. The Just Flight compilation, which
retails for US $44.95, includes two aircraft
types with multiple variants, excellent
documentation, beautiful exterior models, and
an admirable attempt at replicating what it is
like to fly these remarkable aircraft. Buying the
A330 and A340 products as separate downloads
from Phoenix Simulation Software, would cost
much more. Q
SEE2 948.0095/03
Presented by
IATA meeting, Bangkok, 23rd April 2003
Customer Services
Presented by
Doug Carlile
Senior Director, Environmental Systems and Cabin Interior
Engineering Services
SARS - Airbus aircraft systems
SEE2 948.0095/03 April 2003 Page 2
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
SARS - Airbus aircraft systems
Several operator questions received on :
•Products and procedures to disinfect aircraft
•Handling of cabin air re-circulation filters
Status communicated to all operators by Operator Information
Telex (OIT) SE 999.0037/03
OIT rev. 3 update issued 15 April 2003
SEE2 948.0095/03 April 2003 Page 3
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
SARS - Airbus aircraft systems
OIT content summary :
• First and foremost, advice and recommendations of local
medical authorities must be sought
• Aircraft Maintenance Manual references given for standard
(aircraft compatible) disinfectants
• If non-standard products are to be used, specific advice given
on precautions for structure & furnishing materials
• E-mail contacts given for specific advice from the World Health
Organisation
• No specific operational recommendations, it is not
recommended to operate with the cabin fans off
SEE2 948.0095/03 April 2003 Page 4
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
SARS - Airbus aircraft systems
Cabin Airflow Design Principles
• Air enters at the top and exits downward and produces no longitudinal
airflow. Air from one person passes another at floor level only.
　
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