PRODUCT BASICS

Airbus A321
Introduction Manual
FEATURES
GETTING STARTED
HARDWARE SETUP
FLYING THE AIRBUS

FOR SIMULATION
USE ONLY

MICROSOFT FLIGHT SIMULATOR

www.flightsimlabs.com
 CONTENTS

INTRODUCTION 3 Ground Crew Services 25

Product Features 4 Flight- and Fuel-Planning 28
Getting Started 6 FMGC Route Saving 30
Available Documents 6 ATSU / Datalink 31
FSLabs Options 7 CPDLC 39
Recommended First Steps 7 CPDLC Tutorial 40
Icing 43
HARDWARE SETUP 8 Jump Ahead Function 45
Flight Controls 8
FAILURES / MAINTENANCE 46
Thrustmaster TCA Setup 9
Thrust Lever and Thrust Detent Configuration 11 System Maintenance / Failure Simulation 46
Steering Tiller 12 Tech Log / Minimum Equipment List 49
Flaps Detent Configuration 13 Manual System Failure Management 51
Keyboard Brakes Deflection 13 Manually Triggered Failures 52
Printer 14 Dealing with a System Failure 53
Remote Devices 15 ELECTRONIC FLIGHT BAG 54
Mouse Button Usage 16
EFB / Aircraft Interface 54
CONFIGURATION 17 Basic Functions 55
Aircraft Configuration Option Pages 17 Take-Off / Landing Data 56
GSX Settings 20 Mass & Balance 57
ACARS 57
USING THE A321 21 Navigraph Map / Charts 58
Loading the Aircraft 21 Checklist 59
Thrust Lever Operation 22 Connections 59
MCDU Physical Keyboard Entry 23 Documents 60
Doors / Slides 23
ADDITIONAL INFORMATION 61
Payload Settings 23
Fuel Load 24 Add-On Software Recommendations 61

FOR FLIGHT SIMULATION USE ONLY

© Copyright 2024 Flight Sim Labs. All rights reserved. Any unauthorised duplication of this publication is prohibited by
federal law. Written permission is required from Flight Sim Labs for the duplication in part or full of any items found within.

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 INTRODUCTION

Introducing
Flight Sim Labs Airbus A321
Welcome to the Flight Sim Labs A321, a groundbreaking simulation for Microsoft Flight Simulator (MSFS) that
redefines realism, accuracy, and immersion. Following in the footsteps of our acclaimed A320-X, the A321
brings the same meticulous attention to detail while introducing unique features and innovations that elevate
the flight simulation experience to new heights. Whether you're an enthusiast aiming to replicate real-world
airline operations or a professional pilot honing your skills, the A321 offers an unparalleled experience.

The Airbus A321, introduced as a longer, more capable sibling to the A320, quickly became a favourite
among airlines and pilots for its versatility, capacity, and range. Our simulation captures the essence of this
remarkable aircraft, offering a rich, immersive recreation that integrates seamlessly with MSFS's cutting-edge
platform.

At Flight Sim Labs, we go beyond surface-level fidelity. The A321 simulation not only mirrors the complex
flight control computers, aerodynamics, and environmental interactions of the real aircraft but also introduces
advanced operational tools that enrich the experience:

● MEL/Techlog System: Dive into the operational world of airline maintenance with a fully integrated
Minimum Equipment List and Techlog system. Simulate real-world scenarios such as deferred
maintenance items, troubleshooting, and operational workarounds, all seamlessly tied into the aircraft's
systems and performance.

● GPS Jamming Simulation: Experience the challenges of flying in regions with degraded GPS accuracy.
Our simulation includes realistic GPS jamming effects, forcing you to rely on traditional navigation
techniques and showcasing the importance of situational awareness and redundancy in modern avionics.

These features are complemented by a host of advanced capabilities, including:

● Dynamic Systems Modelling: Real-time interactions between electrical, hydraulic, and pneumatic
systems, accurately reflecting operational and failure states.

● Realistic Environmental Effects: Brake wear indicators, visible brake dust accumulation, snow and ice
buildup, and Saint Elmo’s Fire.

● Tailored Aerodynamics and Handling: Authentic handling characteristics, single-engine taxi dynamics,
and runway-specific braking performance on dry, wet, or icy surfaces.

● Seamless EFB Integration: Real-time performance calculations, flight planning tools, and airline-specific
configurations at your fingertips.

The A321 isn't just a simulation of an aircraft; it’s a simulation of the entire operational experience. From the
integration of GSX and Hoppie ACARS to the visible effects of icing and de-icing fluid, every detail has been
designed to immerse you in the world of modern airliner operations.

Thank you for choosing the Flight Sim Labs A321 for your MSFS experience. We are confident it will exceed
your expectations and offer endless opportunities for discovery, challenge, and enjoyment. Buckle up for the
most authentic desktop simulation of the A321 yet—your journey into aviation excellence begins here.

3 Airbus A321 | Introduction

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 Best in class flight control
system modelling that
includes a proper feel for
inertia.

It hand-flies based on the

same laws and principles
as the real Airbus.

PRODUCT FEATURES

Dynamic faults and failures

based on aircraft age and
airline statistics. Realistic cold-weather
ops incorporating GSX
These faults are addressed workflows for seamless
using a sophisticated and immersive
maintenance schedule interaction between
simulation and can be ground and flight crews.
managed according to the
MEL.

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 INTRODUCTION

The A321 for MSFS 2020 from FlightSimLabs is a highly detailed and immersive simulation of one of the world’s most popular
narrow-body airliners.
Leveraging 16 years of development experience in the A320 family, we have used cutting edge modelling and simulation
techniques to bring the aircraft to life for the Microsoft Flight Simulator platform.
This model features incredible attention to detail, both inside and out, and comes packed with realistic, dynamic systems that
enhance every phase of flight.

Fly-by-Wire Model and Flight Guidance Circuit Breaker Functionality and Dynamic Failures and Aging
Systems Reset Capability Aircraft Systems
Experience the cutting-edge flight dynamics of the Circuit breakers are functional and like on Expanding greatly upon the classic
largest member of the A320 family. Our A321 the real aircraft they fail the connected failure system from Prepar3D, the
features an all-new Fly-By-Wire model and advanced system with others reconfiguring A321 features dynamic failures
Flight Guidance System, fully optimised to harness themselves if required. based on the age of the aircraft,
the latest capabilities of Microsoft Flight Simulator. giving an extra layer of immersion
Also, certain failure procedures require a and realism in day to day operations.
It delivers an unprecedented level of realism and reset of the system that can be
control, while faithfully preserving the handling accomplished by using the associated
characteristics and system intricacies that define the circuit breaker. The necessary system
A321. reset table is provided in the manuals.

GPS Jamming Simulation with Real-World Dynamic Bug Impacts and Saint Custom Icing Model with
Jamming Database Elmo’s Fire Snow and Ice Accumulation
The simulation goes beyond standard navigation Real-world flying conditions like dynamic Ground operations in cold weather
systems by incorporating a GPS jamming simulation bug impacts on the windshield make every with snow and ice accumulation on
based on real-world jamming data. Pilots will flight immersive and unpredictable. the aircraft. Coupled with visible de-
experience the operational challenges of flying in icing fluids (Type I, II & IV), your cold-
GPS-denied environments, such as near the White Saint Elmo’s Fire effects are also present weather ops will require careful
Sands Missile Range during test days, where GPS as a standard feature, without the need for planning.
signal interference is a constant factor. any add-on pack purchases.
Ice accretion dynamically builds on
Additionally, navigating into airports like Larnaca,
known for its complex jamming scenarios, becomes the ice evidence probe and
a true test of skill, as approaches require precise windshield. When the heating
handling and alternative navigation techniques to element fails, you'll see the ice form
overcome signal disruptions. before your eyes.

EFB Support with Navigraph Charts & Dynamic Brake Wear and Dust PA Announcements and
SimBrief Integration Management recordable PA
The Electronic Flight Bag (EFB) features support for Experience dynamic brake wear, visible Make your own in-flight
Navigraph charts, moving maps, and detailed take- through brake wear indicators that adapt announcements! This A321 allows
off and landing performance calculations. SimBrief based on how you fly. pilots to record and playback their
integration ensures seamless flight planning. own PA announcements, adding a
Dust accumulates realistically, requiring personalised touch to each flight.
proper management.

Custom Maintenance System and MEL Performance Calculations & GSX Integration and Ground
Document ACARS Operations
A first in the home PC simulation market, the The A321 now includes advanced Fully integrated with GSX Pro, you
Minimum Equipment List (MEL) is integrated directly features like engine-out escape routes. can interact with ground services like
into the aircraft’s systems, simulating real-world never before, including the ability to
operational challenges. ACARS integration on the tablet allows request a follow-me car from midair
you to receive load sheets, fuel reports, by simulating datalink
To access procedures and documentation the sim and slot times in real-time. You can even communication to ground handling.
pilot can utilise the aircraft’s very extensive print these reports using your home
Electronic Flight Bag (EFB). printer.

Custom Models and Airline Packs Hoppie ACARS System & SayIntentions AI
Completely reworked interior and exterior models The aircraft fully supports the Hoppie ACARS system for PDC/CPDLC
exclusive to MSFS using the latest in modelling communication and integrates SayIntentions AI for voice command options.
techniques.

The aircraft supports CFM and IAE engine types,

wingtip fences, and sharklets, and includes
customisable options for additional ACTs and airline
packs with specific checklists, weights, and EFB
backgrounds.

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 INTRODUCTION

Getting Started
Flight Sim Labs has coded much more than the basics in its A321, allowing you to pilot an aircraft with a fidelity of systems that is
unrivaled. This high-level simulation will allow you to explore both normal and abnormal procedures.
In order to take advantage of the full potential of our A321, you will find some tips below on how to use this document as well as a
list of other documents you might find helpful.

GETTING STARTED WITH THE INTRODUCTION MANUAL

The previous pages provided a quick overview of the Flight Sim Labs Airbus A321. The following chapters will provide you with
an in-depth guide through the aircraft setup process and some simple but important steps to ensure that you get the optimum
experience from the product.

HARDWARE SETUP
This section should be read first and offers some crucial
info on flight controls setup, key and button bindings as
well as using an external browser or tablet to operate
some aircraft devices.

CONFIGURATION
The Configuration section details all aircraft options as
well GSX configuration recommendations.

USING THE A321

Continue reading this section to learn about the various
features of the A321 such as how to set up and use thrust
levers, how to use the Flight Management Guidance
Computer (FMGC) for flight planning and datalink features
as well as details on the various functions and applications
built into the Electronic Flight Bag (EFB).
It is highly recommended that you fly the pair of tutorial
flights which will provide you with what you need to know to
not only operate an Airbus aircraft realistically but also go
through all of the Flight Sim Labs features.

Available Documents

MEL Checklist / QRH Tutorial Flights

Minimum Equipment List document Normal checklist, as well as QRH pages Step-by-step tutorial flight to guide
required to check on faults and detailing all abnormal and emergency you on a scheduled sortie from
maintenance items logged for your procedures that can’t be dealt with Belfast to Amsterdam and back to
aircraft. digitally using the ECAM system. Belfast.
Also, you’ll find information on aircraft The first leg to Amsterdam teaches
limitations and technical data in this you the basics of how to operate an
document. A321.
Normal Procedures The return leg to Belfast explains
the entire workflow starting with the
Detailed normal operating procedures flight preparation using datalink and
as well as some supplementary details doing the communication
procedures useful for training and daily flows with ground- and cabin crews.
flight operations. There are two slightly different
tutorial documents available, one
for GSX users and another one for
users without GSX installed.

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 INTRODUCTION

FSLabs Options
After installing the Flight Sim Labs A321, you’ll find a new options menu within
MSFS’ own tool bar.
It offers you a small set of useful functions:

Battery / Brake / Oxygen Replacement - In case of battery or brake failure, quickly

replace these components using this menu option.
Also, should the crew oxygen bottles need a refill, this can be accomplished here
as well.

Reset MEL - Reset the aircraft and its defects and/or failures to a get an aircraft
without any active fault and no tech log entries.

Freeze Aircraft - Freeze the aircraft within the simulation, the simulator itself will
keep running.

Recommended First Steps

We recommend that you take the following first steps to familiarise yourself with the
Flight Sim Labs A321:
1. Take a few moments to set up your flight controls. This is necessary to ensure
that the flight control computers will work properly and the A321 will feel and fly
just like the real aircraft. (�Flight Controls)
It is particularly important to understand and properly configure the thrust lever
detent positions to match your throttle hardware. (�Thrust Lever Config)
2. It is important to be able to properly control and taxi the aircraft on the ground.
We have provided detailed instructions on how to use the A321’s nose wheel
steering in a realistic manner, whether you have dedicated steering tiller
hardware or use your rudder pedals to operate the nose wheel. (�Steering Tiller)
3. The ‘Hardware Setup’ chapter also provides details on additional improved
configuration options when using mouse buttons for cockpit interaction.
(�Mouse Button Usage)
4. If you utilise GSX-Pro, Flight Sim Labs allows you to take advantage of robust
and realistic GSX integration. (�Ground Crew Services)
5. In the real world, no two A321 airframes are alike. The same is true for the Flight
Sim Labs A321. Each individual airframe will develop its own unique set of
faults as well as wear and tear patterns, just like the real aircraft. It will not be
unusual for you to find that maintenance issues with a particular aircraft have
come up between your flights. It is therefore vital to keep track of the status and
condition of each airframe by examining the Tech Log prior to flight. For further
details, see the Tech Log/MEL Items chapter. (�Tech Log)
6. We have provided you with two detailed tutorial flights. The first, Belfast (EGAA)
to Amsterdam (EHAM) covers the basic, but realistic, steps on how to operate an
A321 and further explains some of the interactions with Flight Sim Labs-
specific functions. The second, a return flight back to Belfast, will detail the
entire datalink workflow together with ground operations for a complete,
realistic flight.
7. The Flight Sim Labs A321 includes an advanced icing and deicing simulation.
If you own GSX-Pro, its deicing procedures are completely integrated with our
A321. Just as in the real world, accretion of ice on the A321 will affect the
function and stability of the aircraft. Before attempting to fly in icing conditions,
you should become familiar with the icing and deicing procedures simulated in
the A321. (�Icing)
8. To improve aircraft handling skills and get proficient with landing procedures,
why not do some landing training by flying visual circuits. The Procedures
Manual details the procedure used in its Base Training chapter.

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 HARDWARE SETUP

Flight Controls
To get the flight control response to resemble the real aircraft as closely as possible, use the following recommended settings in
MSFS. Properly setting up null zones on your hardware is of particular importance because the Flight Sim Labs A321’s flight control
computers require an uninterrupted “neutral” setting of the flight stick for proper performance.
The null zone setting needs to be large enough to accommodate potential spikes created by noise coming from the sensors in your
hardware. These sensor input spikes can be registered in the simulator and otherwise interfere with Flight Sim Labs’ simulated
flight control system.

SENSITIVITY AND DEAD ZONE

We recommend using the default sensitivity settings as a starting point for all axes
and to adjust these settings to fit your hardware.
A small amount of dead zone is fine for most devices. We recommend using at least
1% dead zone for the aileron-, elevator-, rudder- and wheel brake axes.
Keep in mind… The real aircraft uses sturdy mechanics which have sophisticated
dampening systems to ensure proper centring of the axes. Most consumer devices
do not have this level of precision. Adding a little dead zone to your axes settings can
help compensate for this and improve your hardware’s ability to properly control the
aircraft.

ROGUE AXIS ASSIGNMENTS

In our testing, we have seen instances where MSFS creates
rogue axis assignments. For example, the simulator has auto-
assigned mixture to one of the two throttle levers which has led
to interference with the fuel flow in our aircraft. To avoid such
issues, make certain to delete any such additional rogue
assignments you may encounter while you are setting up your
hardware.

Example for aileron- and elevator axes with

some dead zone added to the centre.

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 HARDWARE SETUP

Thrustmaster TCA Setup

For users of the Thrustmaster TCA line of products, we recommend the
following settings for the Airbus stick and throttle units when used with
the Flight Sim Labs A321.
Skip to the next chapter if you are not using these specific Thrustmaster
devices.

TCA JOYSTICK SETTINGS

USE OF THE Z-AXIS

The example on the left shows the
assignments for a hardware setup that
includes a set of rudder pedals.

If you do not own a separate rudder

pedals device, it is recommended to set
the joystick’s Z-axis for rudder control.
That way you can change the input
between rudder pedals and steering tiller
by pressing a button.
* See the chapter ‘Steering Tiller’ for
details.

* Choose between buttons 3 and 4

depending on stick configuration and
position.

SENSITIVITY CURVES /
DEAD ZONES
Using a slight curve on the aileron and
elevator axes is recommended to
compensate for the low resistance force
of the device, providing a bit more
precision around the centre.
For the nose wheel steering axis we
recommend an even larger curve since
the device’s movement range is a lot less
than that of a real steering tiller.

Feel free to use different sensitivity

curves than what is recommended.
However, a small dead zone, as shown
here, is strongly recommended in order
to prevent the device from interfering
with the flight control computers.

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 HARDWARE SETUP

TCA THROTTLE & ADD-ON SETTINGS

● TCA Throttle (1) (2) (3) (4)

- Engine 1 & 2 throttle levers curve
settings (5)
1
● Speedbrake Add-On (6) (7)
- Speedbrake lever curve settings (8)
- The gear handle needs differentiating
between ‘on release’ and ‘on press’ (9) (10)
● Flaps Add-On (11) (12) (13)
- Flaps lever curve settings (14) 2

When done with the assignments, calibrate

throttle and flaps detents using the FSLabs
MCDU Option pages.
(�Thrust Lever Configuration)
(�Flaps Detent Configuration) 3
IMPORTANT - Make sure you do this with
engines running.

When calibrating throttle lever detents, make

sure to define each detent to be slightly larger
than just the centre of the physical stop. So, 4
when setting the upper and lower values for each
detent, make sure that the levers are slightly
before and past the physical stop.
Make certain that you do this for the idle detent as
well. When defining the lower end of the idle
detent range, push the levers slight against the
stop.

13

12
7

6
9
11
10

5 5 14 8

10

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 HARDWARE SETUP

Thrust Lever and Thrust Detent Configuration

The default thrust lever configuration is set for a single joystick axis that controls both throttle levers simultaneously. If this is the
configuration you have and you do not wish to alter the position of the thrust detents, then you may skip this thrust lever
configuration chapter.

If, however, you use one hardware lever per engine or you utilise your hardware to command reverse thrust, then use the following
MCDU setup functions to configure the A321 thrust levers:

1. Navigate to the option pages as described in the chapter (�Aircraft Configuration Option Pages).
2. Then press the left or right pointing arrow key to go to the third options page.
3. Press the LSK next to ‘< CONTROLS’
4. Select ‘<THRUST LEVERS’ to access the thrust lever control settings

The following settings are available:

Number of throttle levers – (1)

Select the number of joystick throttle levers you use for the engines,
one or two levers.

Enable reverse range – (2) 1

Enables you to use your joystick engine levers for reverse thrust by
setting a range. 2
Visual cues for thrust detents – (3) 3
Enables or disables a visual text prompt at the top of the simulator
screen indicating in which throttle detent the levers have been 4
placed.
5
Set detent zones – (4)
Allows for fine-tuning of the throttle detents along your thrust lever(s)
axis (or axes).
NOTE
Reset to default settings – (5)
Reverts to standard detent settings. Standard detent settings should be fine for most
users. Try them out first before you adjust any
values.

HOW TO SET CUSTOM DETENT ZONES

In this particular example, the forward idle detent is adjusted, to make
the detent larger so that more of the available movement range of the
joystick lever is used. 1 2
1. Select the “SET DETENT ZONES” option as described above.
2. If using two throttle levers, decide which one you want to adjust
(1)
3. Move your joystick lever to the position you wish to set as the
“beginning” of the detent you want to change.
4. Press the Line Select Key 1R (2) to copy this position into the
scratch pad (3).
5. Move the joystick lever forward to the desired “end” of the detent.
6. Again press the LSK 1R to copy this value into the scratchpad
behind the first one (4). 3
7. Press the LSK 4L to change the values for the detent (5).
8. A reload of the aircraft may be necessary for these settings to
take effect.
4

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 HARDWARE SETUP

Steering Tiller
The real A321 can be steered by either the rudder pedals or the steering
tiller. While the tiller offers the pilots full deflection of the nose wheel, the
rudder pedals are limited to turning the nose wheel only 6° to either side.
Pilots use the tiller to steer the aircraft during taxi and the rudder pedals to
steer the aircraft down the runway on the take-off roll.
Microsoft Flight Simulator offers the ability to define an axis for rudder pedal
movement as well as a separate axis for nose wheel steering (tiller).

For maximum realism, the rudder and the tiller should each have their own
axis assigned. A popular way to do this is to utilise the twist axis of a joystick
(assuming your hardware has such an axis) to control the tiller and your
rudder pedals to control the rudder axis. 2
However, if only a single axis is available for steering on the ground, then the
FSL A321 offers a configuration option for that scenario as well.
You can use the Options page in the MCDU to set this functionality based on
your hardware setup.

To access the steering options, select the MCDU Options page as described
in chapter (�Aircraft Configuration Option Pages), then use the left/right
arrow keys to go to page 3.

Select ‘<CONTROLS’, then ‘RUDDER PEDALS>’

SINGLE HARDWARE AXIS SETUP DUAL HARDWARE AXIS SETUP

Rudder pedals or twist-grip on joystick, but not both. Rudder pedals and twist-grip joystick or separate tiller
device.
Set Pedals Control NWS to ‘ON’ using LSK 2L on the Rudder
Pedals Option Page (1). This results in the rudder pedals Set Pedals Control NWS to ‘OFF’ using LSK 2L on the Rudder
controlling the rudder the same way you are used to in the Pedal Option Page (4). This results in the rudder pedals only
simulator. They will also control NWS but their effect is controlling the rudder axis and NWS to that +/- 6 degree
limited to +/- 6 degrees turn, just like the real A321. limit. The joystick axis that you set up for nose wheel steering
However, by pressing the PEDAL DISC button (2), the rudder will now serve as your steering tiller while on the ground,
pedals stop controlling the rudder axis and instead act as the providing full deflection of the NWS.
steering tiller. The rudder pedals will provide full NWS. You
can see the tiller turning in the virtual cockpit. When you In addition, you will have the PEDAL DISC functionality to
release the PEDAL DISC button, the rudder pedals will go disconnect the rudder pedals from the +/- 6° NWS. This
back to moving the rudder and will be limited to the +/- 6 means that while the PEDAL DISC button is depressed,
degrees for the nose wheel. moving the rudder pedal axis will have no effect on the NWS
and will only cause the rudder to move. This is used on the
Set the option for the sticky button to ‘ON’ (3), that way it real aircraft to test rudder movement while taxiing. When you
works as an on/off switch, you press the pedals disc. button release the PEDAL DISC button, the rudder pedals will go
to steer using the tiller, then you press the button again to go back to moving both, rudder and the NWS.
back to rudder pedals steering.
Enable the tiller axis by assigning ‘Nose Wheel Steering Axis’
within the MSFS controls settings to the desired joystick
axis.

NOTE
Be careful to release the PEDAL DISC button for take-off if the
sticky option is turned on. For both setup scenarios, departing
with the button pressed will be rather challenging for
directional control!

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 HARDWARE SETUP

Flaps Detent Configuration

Any axis bound to the “Flaps” function can be adjusted for the 5
detents offered by the Airbus flaps lever.

To access the steering options, select the MCDU option page as

described in chapter (�Aircraft Configuration Option Pages). 4 1
Then select ‘<CONTROLS’, followed by ‘<FLAPS’

HOW TO SET CUSTOM DETENT ZONES

1. Move your joystick flaps lever to the position you wish to set as
the “beginning” of the detent you want to change.
2. Press the Line Select Key 1R (1) to copy this position into the
scratch pad (2).
3. Move the joystick flaps lever forward to the desired “end” of the
detent.
4. Again press the LSK 1R to copy this value into the scratchpad 2
behind the first one (3).
5. Press the LSK next to the desired detent to change the values
(4).

Keyboard Brakes Deflection

Braking on any aircraft by using a simple on/off control such as a key
or joystick button can never be very realistic.
By giving the user the option to have less than 100% brake pedals
deflection on key/button press, it is possible to make this feel a bit
more authentic when taxiing in normal conditions.

To access the steering options, select the MCDU Options page as

described in the (�Configuration) chapter, then use the left/right
arrow keys to go to page 3. 1
Select ‘<CONTROLS’, then ‘BRAKES>’

Max Keyboard Deflection – (1)

Sets the maximum amount of brake pedal travel that is applied using
the keyboard or joystick button for brake application. This example
means 100% of full brake pedal deflection. Be aware that it is
impossible to apply maximum braking power with any value that is
less than 1.0 .

Brake pedal deflection is automatically increased beyond this setting

depending on the taxiway/runway surface condition. This simulates
pilots having to apply more braking power on contaminated
surfaces.

NOTE
Try the standard setting first before you adjust
the value.
This setting has no effect on braking with
hardware rudder pedals using axes for brake
pedals.

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 HARDWARE SETUP

Printer
The A321 supports printers, used to print data and messages coming from systems like ATSU (datalink) and others. Any Windows
printing device is supported and can be set up using the MCDU.
Presets for commonly available small-format printers are included, aiming to simulate the appearance of the A320 family on-
board printer. You may however customise the layout to best suit your printer.
The printer setup page can be accessed via the MCDU ‘DATA’ menu.

HOW TO SET UP PRINTING DEVICES

1. On the MCDU press the ‘DATA’ button (1), then ‘PRINT FUNCTION>’ (2) to get
to the printer setup page (3).
2. Use the up/down arrow-keys (4) on the MCDU to scroll through the list of
printers.
3. Select the desired printing device (5).
4. Use the left/right arrow keys (6) to switch between printer function pages.
2
PRINTOUT CUSTOMISATION
Page 2 of the ‘Print Function’ menu allows for printout layout customisation (7).
Choose a preset or customise margins and size according to your printer device. 1
AUTO PRINT
Pages 3 to 5 allow for the selection of messages to be printed automatically.
3

DO I NEED A PRINTER TO READ MESSAGES?

Using a printer is not mandatory. There are several
ways of displaying messages, replicating the real
aircraft:
● Messaged from ATC like CPDLC or PDC can be
displayed on the DCDU screen below the ECAM
screens.
● Datalink messages can be displayed on the EFB
tablet, or via the MCDU in the ATSU section if you
choose not to equip the aircraft with EFBs.
6 4

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 HARDWARE SETUP

Remote Devices
The FSLabs A321 offers you the ability to run the MCDU and the Electronic Flight Bag remotely as well. They are accessible through
a web browser that can be on the same computer as MSFS or on a networked PC, tablet or other device.
Furthermore, the under-wing refuelling panel is accessed in the same way.

MCDU
Displays the MCDU.
● http://localhost:8080/mcdu/mcdu.html
You may switch between the Captain’s and First Officer’s MCDUs by clicking the white round
indicator lights at the top. The button then turns green and indicates whether the left or right MCDU
is displayed.
ELECTRONIC FLIGHT BAG
Displays the EFB used for performance calculation, OFP display and more.
● http://localhost:23032
Note: JavaScript must be enabled for the EFB to display in the browser.

REFUELLING PANEL
Displays the under-wing refuelling panel.
● http://localhost:8080/Panels/800VU/800VU.html

DISPLAY ON A REMOTE PC / TABLET

If the browser is located on a remote PC, tablet or other device which is on the same network as the computer running MSFS, you
must replace the word ‘localhost’ in the URLs listed above with your MSFS computer’s IP address.

Example for the MCDU:

http://192.168.1.1/mcdu/mcdu.html
FIND YOUR PC’S IP ADDRESS (WINDOWS 11)
Note: The IP address above in bold blue print is For Wi-Fi Connection
just an example. You must replace it with
your MSFS computer’s actual IP address. 1. Select Start > Settings > Network & internet > Wi-Fi and
then select the Wi-Fi network you're connected to.
2. Under Properties, look for your IP address listed next to
IPv4 address.

For Ethernet Connection

1. Select Start > Settings > Network & internet > Ethernet.
2. Under Properties, look for your IP address listed next to
IPv4 address.

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 HARDWARE SETUP

Mouse Button Usage

The Flight Sim Labs A321 provides you with two different ways of operating cockpit controls using your mouse.
The first and default way is the same as with any other aircraft you’ve used so far in MSFS. Meaning the right mouse button is not
used to manipulate any cockpit controls.

The other way is to free the right mouse button of its MSFS default view panning function, and use it as a ‘pull’ or ‘clockwise turn’
action on the cockpit controls, while the left mouse button is used for the ‘push’ and ‘counter-clockwise’ action as normal. The
advantage is that you no longer need to find different click spots in close proximity to each other to be able to switch between
pulling and pushing the same knob or lever or rotating something clockwise vs counter-clockwise, allowing for a simplified and
less time-consuming cockpit controls manipulation.

HOW TO TURN ON THE FSLABS STYLE COCKPIT INTERACTION

1. Remove the existing binding for ‘TOGGLE COCKPIT
FREELOOK (HOLD)’ from the right mouse button (1) 1
(Create a new mouse profile if you want to keep the
freelook assignment for other aircraft)

2. Within Control Centre, switch the interaction style

to ‘FSL’ in the Settings tab (2)
3. If MSFS is running, a restart will be necessary to
complete the switch.
2

WHY USE THE FSLABS INTERACTION STYLE?

● It provides a realistic safe interaction with
guarded switches and pushbuttons while being
fast and intuitive to use.

● Needs less time finding the desired click spot to

move the control in the desired direction.
Instead, use the same click spot to switch
between left and right or push and pull.

The engine master switches are a good example for

how the FSLabs interaction style can give you
additional safety by preventing inadvertent engine
shutdown.

ASOBO STYLE COCKPIT INTERACTION FSLABS STYLE COCKPIT INTERACTION

Use the left mouse button as well as the scroll wheel for Use the left and right mouse buttons as well as the scroll
cockpit interaction. wheel for cockpit interaction.

● Push-Pull Knobs ● Push-Pull knobs

Find the corresponding click spot either showing an up- Left-click to push and right-click to pull the knob.
or down-arrow cursor symbol to interact with a left-click.

● Rotary Switch / Multi-Position Switch ● Rotary Switch / Multi-Position Switch

Find the corresponding click spot showing either a left-, Left- or right-click or use the mouse wheel to move the
right, up or down-arrow cursor symbol to interact with a switch left/right or up/down.
left-click, or use the mouse wheel to move the switch left/
right or up/down. ● Guarded pushbutton
Right-click and hold the guard to open it, then
● Guarded Pushbutton simultaneously left-click to press the pushbutton.
Left-click the guard to open it, then press the pushbutton, Releasing the right-click closes the guard automatically.
then left-click the guard again to close it.
● Engine Master Switches
● Engine Master Switches Right-click and hold the switch to lift it, then
Find the corresponding click spot either showing an up- simultaneously left-click to move the switch to the other
or down-arrow cursor symbol to interact with a left-click. position.

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 CONFIGURATION

Aircraft Configuration Option Pages

The Master Control Display Unit (MCDU) can be used as an interface to change
various aircraft specific settings, as well as to perform various tasks such as
opening doors, fuelling or loading the aircraft. 3
These option pages are, of course, not available on the real aircraft. They are,
however, needed to interact with our Airbus in order to accomplish tasks that
cannot be simulated in Microsoft Flight Simulator and to speed up certain
simulation processes.
1
To access the configuration option pages, either of the two MCDUs can be used 2
(Captain’s or First Officer’s). However, if you have loaded the aircraft in a “cold
and dark” state, you should use the Captain’s MCDU as it can be turned on even
in an unpowered aircraft.
4
1. If the display of the MCDU is blank, press and hold the “BRT” button (1) to
turn the unit on.
2. On the MCDU press the “MCDU MENU” button (2)
3. Choose “OPTIONS >” (3) to get the first of 3 options pages (4):

MCDU AIRCRAFT OPTIONS PAGES

OVERVIEW OF ALL OPTIONS AND SETTINGS AVAILABLE TO CUSTOMISE THE AIRCRAFT AND THE SIMULATION INTERACTIONS
OPTIONS - PAGE 1 OF 3
MENU TITLE AVAILABLE SETTINGS / OPTIONS LIVERY / AIRLINE
SETTING DESCRIPTION ADDITIONAL INFORMATION OPTION

MAINT Perform maintenance actions such as: Maintenance actions can only be
(Maintenance) ● Re-stowing a deployed Ram Air Turbine performed on ground.
● Re-filling engine oil -
● Resetting electrical and engine system components
● Resetting flaps / Slats locking mechanisms
EFIS Optional synchronisation of the barometric pressure Baro sync can be used to simulate the ND runway length
switches between Captain and First Officer. other crew member setting the same QNH limit
Set the runway length limit for airports displayed on the as you do.
navigation display.
FIRE Refill any fire suppression agent bottle using this menu. Available for engines, cargo hold and APU.
-
(Fire Protection)

FUEL ● Quickly add or remove fuel in various fuel tanks or as Auxiliary fuel tanks available for A321 Auxiliary Fuel
a total fuel amount. only. Tanks
● Install 1 or 2 auxiliary fuel tanks in the A321’s cargo Installing or removing ACTs requires
hold (ACT). MSFS to be restarted.
PAYLOAD Sets the payload, weights and weight limits of the aircraft. For details on how to load passengers Airframe Weights
The possible settings are: manually, see the (�Payload Settings)
● Zero Fuel Weight chapter.
● Number passengers per compartment
● Cargo weight per compartment
● Catering / Water / Waste
● Airframe weights
EXT CTRLS Offers external services and GSX options offer the These actions work regardless of whether
connections performed by possibility to: GSX is installed. However, to actually see
the ground crew: ● Have a GSX services ground equipment and personnel, GSX is
● De-ice service status overview required.
● Air Starter unit -
● Request GSX For details on automated ground services
● Ground Power and Air services using GSX, see chapter (�Ground Crew
● Chocks ● Open various GSX Services).
● Steering Pin settings

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 CONFIGURATION

MCDU AIRCRAFT OPTIONS PAGES

OVERVIEW OF ALL OPTIONS AND SETTINGS AVAILABLE TO CUSTOMISE THE AIRCRAFT AND THE SIMULATION INTERACTIONS
OPTIONS - PAGE 1 OF 3 (CONTINUED)
MENU TITLE AVAILABLE SETTINGS / OPTIONS LIVERY / AIRLINE
SETTING DESCRIPTION ADDITIONAL INFORMATION OPTION
UNITS Set the units of measurement for: ● Barometric pressure All units of
(Units of ● Temperature (Degrees °F / (inHg / hPa) measurement
Measurement) °C) ● Metric ALT display
● Weight (Imperial / Metric) on PFD (Yes / No)
● Liquid volume (Litres / ● Length (Metres /
Quarts) Feet)
FWC / SDAC ● See the FWC flight phase FWC: Flight Warning Computer Height Callouts
● Adjust height callouts. SDAC: System Data Acquisition
Concentrator V1 Callout
SDAC
● V ONE INST – Provides a system-generated callout when Pin Programming:
reaching the V1 decision speed. - Cabin Memo
● PR MON INST – If inactive: Suppresses ADR system - Icing Detectors
faults caused by sudden air pressure changes due to
unrealistic weather data.
PIN PROG (FWC)
● Cabin Memo Logic - Enables or disables a “cabin ready” Icing detectors are optional on the real
memo logic that either displays the ‘Cabin Ready’- aircraft. Enabling them will give you an
message on its own (old) or integrates it into the take-off ECAM warning if airframe icing is
and landing config tests (new). detected.
● Dual Input Aural - Enables audible warning if dual If not installed, then pilots need to
sidestick input is detected. check the icing probe.
● Icing Sensors - Enables or disables airframe icing
detectors.
FMGC Options for the Flight Management and Guidance Computer:
● DB Selector – Allows to change between two different
navigation databases.
● Pause at T/D – Triggers a pause in the simulation at the
start point of the descent.
● FPLN REQ W ENG ON – Enables or disables the ability to
request flight plans via datalink when the engines are
running.
● Max Routes – Sets the max. number of routes that can be
stored in the FMGC.
● UPLINK SID/STAR – Offers the option to enable or
disable the inclusion of terminal procedures when
loading an Operational Flight Plan via datalink.
ADIRUS Influence the time it takes to align the inertial reference
platforms and sensors.
● Default option is set to ’Realistic’, meaning the
alignment time will vary depending on latitude.
● ‘Fast’ will accelerate the alignment process
considerably.
ENGINES Re-connect a disconnected IDG (Integrated Drive Generator). This can only be done on ground with
engines off.
DOORS Open and close doors on the main deck and the lower deck. In addition to these manual options,
doors can also be managed
automatically in conjunction with GSX.
For details, see chapter (�Ground
Crew Services).
OPTIONS - PAGE 2 OF 3
EFCS Allows for the adjustment of the tolerance for flight control The more accurate and sturdy your
movement before the autopilot disconnects. flight stick or rudder pedal set is, the
A value of 0 means no tolerance, 1 equals the full movement lower this number can be set.
before a disconnect happens. If you suspect rogue signal spikes or
Allows for a quick disable of the instinctive disconnect for noise coming from your device, disable
troubleshooting purposes. the instinctive disconnect to see if the
issues disappear.
AMI Default Thrust Reduction / Acceleration Thrust Red. ALT
● Altitude Acceleration ALT
● Default ENG OUT Acceleration ALT

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 CONFIGURATION

MCDU AIRCRAFT OPTIONS PAGES

OVERVIEW OF ALL OPTIONS AND SETTINGS AVAILABLE TO CUSTOMISE THE AIRCRAFT AND THE SIMULATION INTERACTIONS
OPTIONS - PAGE 2 OF 3 (CONTINUED)
MENU TITLE AVAILABLE SETTINGS / OPTIONS LIVERY / AIRLINE
SETTING DESCRIPTION ADDITIONAL INFORMATION OPTION
CIDS CABIN READY LOGIC – Set conditions to be met in order to get the Call when ready
“Cabin Ready” notification. The setting “AUTO” will take the passenger
load and other factors into account, before the cabin crew will notify the Boarding Music
cockpit. Using the setting “READY”, the cabin will always be ready.
CALL WHEN READY – Choose whether you want to get called by cabin
crew to report ready. Can be disabled if you’d like to have the ECAM
message only.
DOOR 1L AUTO LOGIC – Set the behaviour for door closing after
boarding is completed. ‘MANUAL’ will give you as the pilot the final word
on when the door is to be closed. ‘AUTO’ will provide a realistic and
random time it takes for the cabin crew to close the door themselves.
‘FAST’ will have the cabin crew closing the door immediately after
boarding is completed.
BOARDING MUSIC - Enable or disable boarding music played in the
cabin.
VARIOUS ISIS – Switch between the old (classic) and new Integrated Standby Autobrake setting type 1 ISIS
Instrument System display. There’s no functional difference between results in 4s engagement
the two. delay with a deceleration of Brake Fans
BRAKE FANS – Install or remove brake fans. 1.7m/s².
DCDU
DCDU – Install or remove the Datalink Control and Display Unit. Type 2 is 2s engagement
delay with a decel. of 2m/s². DDRMI
AUTOBRK LO - Switch between 2 types of deceleration for the
autobrake low setting. EFB
GPS JAMMING - Disable the possibility of GPS signals getting jammed,
regardless of the chosen failure settings.
DDRMI - Ability to remove the analogue standby RMI.
SATELLITE DOME - Ability to remove the large broadband satellite
dome installed on top of the fuselage.
VC EFB - Ability to remove the EFB devices from the flight deck.
RESET Reset the airframe-specific options of either the currently loaded
AIRFRAME airframe, or ALL installed airframes.
OPTIONS This will erase all changes you have made for the airframe-specific
options using the MCDU.
OPTIONS - PAGE 3 OF 3
SEAT Set this selection to F/O if you intend to fly sitting on the first officer Note that this setting will not
SELECTION side. The setting will affect: automatically switch the
● The COMMS panel controlling the connections to Online ATC as viewpoint in the virtual
well as GSX volume cockpit.
● Sidestick & tiller animation
● Autopilot Disconnect button
● Source for BARO setting synch
SOUNDS AIRPORT SOUNDS – Enable or disable airport background noise from ACP: Audio Control Panel,
outside of the aircraft. The volume of these sounds depends on whether used for internal or external
cabin doors or flight deck windows are open or closed. communications.
GSX ACP – If set to ‘INT’: Allows to adjust the GSX sound volume via the
INT channel of the ACP. This is intended to be used for ground personnel Default sound volumes:
communication volume control. However, it can also be used to mute Engines – 80%
GSX boarding sounds. Environment – 80%
VOICE ACP – If enabled, audio voice coming from ATC via vPilot will be Cockpit – 80%
routed through the ACP COM channel. This allows for volume control
directly on the ACP when flying online on the VATSIM network.
SOUND VOLUMES – Allows you to set the volume of FSLabs’ own
sounds, independent of MSFS sound settings.
SOUND DEVICES – Set the sound device used for different categories
of sounds.

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 CONFIGURATION

MCDU AIRCRAFT OPTIONS PAGES

OVERVIEW OF ALL OPTIONS AND SETTINGS AVAILABLE TO CUSTOMISE THE AIRCRAFT AND THE SIMULATION INTERACTIONS
OPTIONS - PAGE 3 OF 3 (CONTINUED)
MENU TITLE AVAILABLE SETTINGS / OPTIONS LIVERY / AIRLINE
SETTING DESCRIPTION ADDITIONAL INFORMATION OPTION

CONTROLS Configure thrust control, flaps, brakes and nose wheel See chapter (�Hardware Setup)
steering for your hardware control devices. for more information.
GEAR - Choose between requiring a single click or multiple
clicks to rotate the lever for alternate gear extension.
HTTP SVR Allows you to change the port setting used for the remote
MCDU and Fuel Panel.
You may also turn off this connectivity if desired.
DISPLAYS Change the refresh rate of the display units. Lower values
may help to improve the overall frame rate of MSFS.
You may also change the time required for the DU self-test
upon powering up the aircraft.
VC VIEW NEEDS FOCUS – Enable this option to allow for a
2nd view window being a Virtual Cockpit view when the main
window is in outside view.
KEYBOARD Select whether MCDU and/or EFB should capture hardware
keyboard inputs while the mouse pointer is hovering over the
screen.
Also, enable or disable a yellow box drawn to indicate
keyboard capture.
Each installed livery can contain airframe-specific options mentioned in the tables above.
While most airframe-specific options can be set within the MCDU option pages, some of them require the simulator to be restarted for the
visual model changes. If you find this too cumbersome, then you might want to create a config file outside of the simulator, as described in
the mentioned Aircraft Options document.

GSX Settings
For a realistic ground handling experience, Flight Sim Labs recommends using the add-on ‘GSX Ground Services Pro’ by
FSDreamTeam. GSX will provide the user with automated door, payload and fuel handling, as well as handling external connections
to the aircraft. Furthermore, handling of the GSX software is fully incorporated within the A321, doing away with the need of
manually opening GSX menus. The appropriate GSX handling will instead be automatically triggered by performing the standard
operating flows during flight preparations.
To ensure a trouble-free experience for GSX users, the following settings within the GSX software are recommended.

4 7 5 8 TIMINGS
6 1. Passengers – Density: Normal or Dense
2. Refuelling – Minimum time: 15s
3. Refuelling – Time acceleration: 1x

SIMULATION PARAMETERS
4. Multiple trips: Enabled
10 5. Always refuel progressively: Disabled
6. Assistance services Auto Mode: Disabled
7. Estimate passengers number: Enabled
8. Custom Refuel set externally: Disabled
1
USER INTERFACE
10. Message verbosity: Display only important
messages

All other settings can be adjusted to the users

liking.
2
3

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 USING THE A321

Loading the Aircraft

Creating or loading a flight for the Flight Sim Labs A321 is no different than other aircraft in MSFS. However, since Flight Sim
Labs has created an advance simulation, there are a few things to keep in mind:

CREATING A NEW FLIGHT

Aircraft spawned on a runway will be configured “ready for departure”. There will be enough fuel loaded to get the aircraft airborne
and to do a limited amount of flying (enough to ensure that the aircraft will not be overweight for landing).
Aircraft spawned at a jetway-equipped parking stand will be configured with external power connected, turned on and the aircraft
powered up.
If GSX has been installed, aircraft spawned at a remote parking stand (no jetway) will be configured in a “cold & dark” state. If GSX
is not installed, then the aircraft’s state will be dependent on the time of day. During daylight hours, the aircraft will be powered up
and otherwise energised. At night time and during the early morning hours, the aircraft will be in the cold & dark state.

LOADING & SAVING FLIGHTS

You can save and load your flights utilising the built-in functionality of MSFS. The various settings you have made to the aircraft
will be included in the saved scenario. The autosave functionality of third-party tools (such as ‘Volanta’) are also supported by the
Flight Sim Labs A321.

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 USING THE A321

Thrust Lever Operation

The thrust levers are the main interface between the Flight Management Guidance Computer (FMGC), the Full Authority Digital
Engine Control System (FADEC) and the flight crew.

The A321 provides two thrust levers to control engine thrust, one per engine, as any other twin-engine aircraft. The range goes
from full reverse thrust to maximum take-off thrust.
In addition, the A321’s thrust levers feature various thrust “detents”. A detent is a pre-set position along the thrust lever’s
movement range that sets a particular thrust during a specific phase or condition of flight. The flight crew interacts with the A321’s
auto thrust system by moving the thrust levers through the various detents.

WHAT ARE THESE DETENTS?

The following detents are available:

Go Around / Max T.O. (TOGA) – (1)

This thrust setting commands maximum go-around or take-off
power at all times.

Flex T.O. (FLX) / Max Cont (MCT) – (2) 1

The flex setting is used for reduced thrust take-off, called flex take-off
(FLX). When airborne this setting is also used in case of a one-
engine-out situation to get the maximum thrust allowed for the 2
remaining engine during climb and cruise (MCT).

Max Climb (CL) – (3)

3
This is the climb thrust setting. The thrust levers remain in this detent
during the entire flight under normal conditions, whenever the
autothrust system commands thrust and the flight crew does not
need to interfere with auto thrust system.

Idle Thrust (0) – (4)

The auto thrust system is ALWAYS disconnected when the thrust
levers are moved into the idle detent. 4

Rev Idle (REV) – (5) 5

Reverse doors open with the engines at idle thrust. If in landing
phase, this will also extend ground spoilers if they have not been
armed before touchdown.

Note: There is a maximum reverse setting, but this is simply the

physical stop for the thrust levers and not a detent. Moving
the throttle levers full aft commands maximum reverse thrust
only without any other system connections.

ADJUSTING THRUST USING A HARDWARE THROTTLE LEVER (JOYSTICK)

Using a USB joystick lever to control thrust, the thrust levers will move through the entire thrust range
including the thrust detents. Each detent will be clearly audible as soon as the levers snap into it.
If you wish to use one joystick lever per engine or use the same axis to control reverse thrust, adjust
the thrust lever settings as described in chapter (�Thrust Lever and Thrust Detent Settings).

ADJUSTING THRUST USING THE KEYBOARD

You may also use your keyboard to move the thrust levers, utilising the F1 – F4 keys.

• F1 and F4: Use these two keys to move the thrust levers from one detent to the next
• F2 and F3: Use these two keys to move the thrust levers incrementally.

Example:
For take-off press F3 repeatedly to move the thrust levers to 50% N1. When the engines have
stabilised, press F4 twice to move the levers to the FLX detent for a reduced thrust take-off.

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 USING THE A321

MCDU Physical Keyboard Entry

Text can be entered into the MCDU or the EFB by using your PC’s
hardware keyboard. To enable the keyboard entry method, simply hover
your mouse cursor over the MCDU’s display and leave it there. A yellow
box will appear along the outside border of the display. You may enter
text into the MCDU utilising your computer keyboard for as long as the
yellow border is displayed. Any text you enter will be displayed in the
MDCU’s scratchpad at the bottom of the display. You can then assign the
text you entered by using the mouse to press the appropriate Line Select
Key(s) (LSKs) on the left and right side of the MCDU’s display screen.
When you have finished entering text, move your mouse cursor off of the
MCDU display screen so that the yellow border disappears.

Doors / Slides
If you wish to open or close cabin and cargo doors, select ‘DOORS>’ on
the MCDU option page to get to the door control options. Opening and
closing these various doors is also possible via the EFB’s Menu. See the
EFB chapter for details.
Note that all doors will be opened and closed automatically by a
simulated crew when using the standard workflow for all aircraft systems.

EVACUATION SLIDES ARM/DISARM

In order to give the cabin crew a command to arm or disarm the slides,
press and hold the ‘PA’-button on the ACP (Audio Control Panel) (1) for
approx. 4 seconds – as if you were saying “Cabin crew doors to
automatic/manual and crosscheck”.

Payload Settings
This option page allows for instant adjustment of the aircraft’s payload,
by either adjusting the ZFW entry, or by making separate adjustments for
each cabin section and cargo compartment.

The following functions are available: 1 4

Zero Fuel Weight (ZFW) – (1) 2
Set the desired ZFW. The load will be distributed automatically, and the
Zero Fuel Centre of Gravity will be displayed accordingly.

Crew Complement – (2) 5 3

Sets the number of crewmembers (Pilots / Cabin Crew). 2 pilots is the
minimum value.

Passenger Compartments – (3)

The total number of passengers is 130.

GW/CG – (4)
Displays gross weight and current Centre of Gravity (CG) (including
current fuel load). The CG is calculated by the FMGC by utilising the fuel
load and payload distribution.
Cargo Compartments – (5)
For cargo loading the A321 features 5 compartments. CP1 and 2 are
located forward of the wing while CP3, 4 and 5 are located aft of the wing.

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 USING THE A321

Fuel Load
AUTOMATED DATALINK WORKFLOW
The easiest and most realistic way to load the aircraft with fuel is by
working through the datalink-supported workflow which replicates
communication between the aircraft, flight dispatch and ground service
companies, including fuel suppliers.
As part of this workflow, an Operational Flight Plan (OFP) package (created
through Navigraph’s free SimBrief website) is sent to the aircraft using
datalink. The OFP contains the planned fuel amount ordered by the airline
(i.e. the amount of fuel necessary for your flight as determined by
SimBrief) which is to be delivered to the aircraft. This means refuelling will
start automatically during cockpit preparations. Once refuelling is
completed, you will need to confirm the amount of fuel taken up by
sending a fuel report using datalink, just as in the real world.
For more information on the flight preparation workflow using datalink, see
the A321 Tutorial document detailing the return flight from Amsterdam to
Belfast.

USING THE MCDU OPTIONS PAGE

The fastest way to load fuel is by using the refuelling options page in the
MCDU. While such a system does not exist on the real aircraft, it can be
quite useful in a simulation environment.
You may set any desired fuel amount, either by entering a value at the 1 1
individual fuel tanks (1), or by setting the total amount (2).
Enter the amount of fuel via the MCDU’s numeric keypad. The amount will 1
be displayed on the MCDU’s scratchpad. To enter the amount of fuel to an
individual tank, click the appropriate Line Select Key next to the fuel tank. 1 1
If you are entering a total fuel amount, click the 6L LSK. The total fuel will
automatically be distributed between all five of the A321’s fuel tanks.

Note: These settings are fully dynamic and may even be changed while 2
airborne.

REMOTE REFUELLING PANEL

On the real A321, a refuelling panel is located on the fuselage beneath the
right wing. The FSLabs A321 includes an exact replication of this
refuelling panel that is fully functional and can simulate the fuelling or de-
fuelling procedure.

This refuelling panel is only accessible through a web browser which can
be run on an external device such as a tablet. See the ‘Hardware Setup’
chapter for details on how to access this panel.

4 4 4
The following functions are available:

Fuel Quantity Selection – (1)

Set the desired fuel amount by toggling the switch between ‘DEC’ 3 3 3
(decrease) and ‘INC’ (increase).

Mode Select – (2)

Lift the guard on the mode switch up for refuelling or down for de-fuelling.
This will start the fuel flow in the selected direction. 2 5
Refuel Valves – (3)
The ‘NORM’ setting is sufficient for normal refuelling operation. You can
opt to manually open and close the three refuel valves.

High Level Lights and Test

These lights will light up as soon as a tank has reached maximum capacity
(4). Use the test switch to test these lights for proper indication (5).
1
Note: In order for the refuelling to work, the aircraft’s engines must be
turned off and ground power or APU power established.

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 USING THE A321

Ground Crew Services

The Flight Sim Labs A321 comes with a ground services simulation that can be enhanced by using GSX, a popular add-on to
provide a generic ground crew simulation including all vehicles.

To experience the complete FSLabs ground services simulation, you must use the proper (realistic) workflow for the aircraft. To
learn more, check out the 2nd tutorial flight (from Amsterdam to Belfast), detailing all you need to know to experience the complete
immersion with ground crew, cabin crew and datalink for the outside world.

GSX INTEGRATION GSX Refuelling

If you select GSX to refuel the aircraft, then the refuelling
Working with the GSX software is now fully integrated with the procedure will be triggered automatically when the proper
Flight Sim Labs A321 aircraft. This means that you no longer messages are sent by datalink (ATSU). After confirming the
need to manually open and work through GSX menus in order fuel requirements on the ATSU’s OFP DATA page, that data is
to call for or interact with the various services it provides. then sent to the refuelling operator via GSX. Once your fuel
Instead, GSX’s services will be automatically triggered while order has been received, the fuel company will dispatch its fuel
you work through the standard operating flows during flights. truck to your aircraft and refuelling will automatically
The following services are handled automatically by GSX when commence.
using the A321: GSX Payload Management
● Setting wheel chocks GSX will automatically load the correct number of passengers
● Connecting / Disconnecting a jetway or stairs while parked and amount of cargo to result in the planned Zero Fuel Weight.
at a stand. The data for this is the flight plan (OFP) being downloaded to
● Connecting external power the aircraft via datalink. Note that the amount of cargo and
passengers will vary according to the type of flight you are
● Insertion of the nosewheel steering pin doing.
● Opening and closing doors when parking at a stand Catering and water are also ordered using a message being
● Setting the destination gate for GSX to use after landing. sent via datalink. This will trigger GSX to send the catering
vehicles.
Loading the Aircraft
When loading the aircraft onto the stand, GSX will trigger the De-Icing
following ground service actions automatically: The de-icing process is completely integrated into the FSLabs
● Jetway-equipped stand: The jetway will be automatically departure flow as well. All you need to do during cockpit
connected to the aircraft. In addition, an external power preparation is to specify the fluid type required and where the
connection will also automatically be connected. de-icing should take place. Everything else will be initiated
● Stand using stairs: First, stairs will be moved into position accordingly at the appropriate time.
on the left side of the aircraft. Next, a ground power unit For details, see the De-Icing chapter.
(GPU) will be moved into place and connected, thereby
providing external power to the aircraft. Arrival Gate Management
Note: If you are loading the aircraft at a stand without a If you have installed a livery and downloaded an accompanying
jetway when first starting MSFS, then the aircraft will be in FSL Airline Pack, then you will automatically receive a
a cold and dark state, requiring you to energise the aircraft
via the GPU. The GPU will automatically be removed once company message during your flight (typically around your top
you start the APU and switch to it from external power of descent) which assigns a parking stand to use at your
(EXT button on the overhead panel). destination. That stand information will automatically be sent
to GSX which will have ground-handling crew awaiting your
Getting ready for Start-Up / Pushback flight’s arrival.
When boarding is complete, your crew will close the 1L door on If you wish to override that stand assignment, or if no Airline
their own. Before asking for pushback procedures to start, Pack is used, you may specify the parking stand at any time
make sure the desired pushback direction or procedure is before landing using the AOC Menu page via the MCDU.
selected:
You can also order a GSX “Follow Me” car for taxiing after
● The ‘DEPARTURE’ page of the ATSU’s AOC Menu allows landing via the AOC Menu page, even while you are still in the
you to select the desired pushback procedure at any time air. Upon landing, the Follow Me car will be waiting to guide
prior to commencing the actual pushback.
you to your assigned/selected gate or stand.
To advise the ground crew that you’d like to start-up/
pushback:
Receiving ground service after shutdown
● Flicking the INT/RAD switch on the Audio Control Panel Upon arrival at the gate or stand, GSX will automatically
(ACP) to ‘INT’ triggers GSX to prepare for pushback or provide you with the necessary ground power connection and
start-up. will move the jetway or stairs into position. While this is
It is possible to control the GSX communication volume via happening, the cabin crew will open the door(s) automatically
the ‘INT’ channel of the ACP like on the real aircraft. For and GSX will trigger the deboarding process. At the same
details on how to enable this, see the chapter ‘MCDU time, the ground crew will approach the aircraft and be called
Option Pages’ and look for the ‘Sound’ options. into action:
● The movement of the jetway/stairs, the deboarding
process and initiation of ground crew won’t take place until

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 USING THE A321

you have indicated that it is safe to do so by turning off the When spawning your aircraft directly on the desired parking
engines and the beacon light. stand, sounding the mech horn is not required, GSX will
● Note that on a remote stand with no jetway, GSX will move the initialise automatically for normal scenario loading.
GPU into place prior to the commencement of deboarding.

Mech Horn GSX Settings

On the lower left part of the overhead panel, the mech horn can be Make sure to check the (�GSX Settings) chapter and have it
sounded to get the ground crew’s attention. For the purpose of configured correctly for a seamless integration with the
GSX, this can be used after repositioning the aircraft, to re-initialise A321.
GSX and get the normal ground service flow going. Notably the ‘Good engine start confirmation’ must be
disabled in order to avoid interacting with GSX manually.

GSX MANUAL CONTROL & OPTIONS

While the previous page describes the fully automated GSX integration, you still have some menu pages and manual intervention
options available if required.

MANUAL SERVICE REQUEST MENU

If you wish to control GSX features manually

without doing the ATSU datalink workflow, the 1
EFB External Controls page gives you all the 3
buttons for service requests. Choose the GPU
service request specifically (1), or use the GSX
‘Services’ button (2) for requests associated
with your actual parking situation.

Note that the ‘Services’ pop-up menu (3) can

also be used during operations using the ATSU
datalink workflow.
Choosing any procedure will take manual
control for that procedure, but it will not
interrupt the integrated GSX flow described on
the previous page.
For example, if you choose to request boarding
in this menu, that service will be activated, but 2
the integrated pushback activated by standard
cockpit workflows will still take place.

MCDU GSX OPTIONS

In addition to the service request menu on the EFB, you get additional features within the MCDU, accessed via the MCDU
Options page � ‘EXT CTRL’ (4) � ‘GSX’ (5):
● The MCDU GSX main page offers an overview of the status of all GSX services (6).
● The ‘REQUEST’ prompt (7) will open the same list of services as found on the EFB.
● The ‘OPTIONS’ prompt (8) will display the standard GSX basic options selection, such as opening the GSX system settings
menu or the possibility to restart GSX (9).

6
9

8
7
5

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GSX NOT INSTALLED

Ground Services: If GSX is not installed, then the Flight Sim Labs A321 will simulate some of the ground services described in this
section. Please note that ground crew and vehicles are not displayed without GSX. For details, read through the 2nd tutorial flight
from Amsterdam to Belfast which will list all the services available without the use of GSX.
Jetways and Stairs: The handling of the jetways needs to be done through default MSFS controls. However, when loading the
aircraft at a jetway-equipped gate, the jetway will be put in place automatically.
Ground Power, Air Conditioning and Air Start Unit: You can request connection of ground power, air conditioning and an air start
unit by using the EFB or MCDU.

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Flight- and Fuel-Planning

The A321 offers you several convenient methods to perform flight and fuel planning. For flight planning, the MCDU can be used to request and
receive flightplan data created using an external flight planning software (such as simBrief or Professional Flight Planner X). Loading a route this
way simulates a datalink between the aircraft and the flight dispatch service. A second, similar method is to utilise the MCDU to search for suitable
flight plans on the internet and online ATC networks. Generating a route this way simulates accessing externally stored company flight plans via
datalink. For fuel planning, the FMGC is capable of calculating the fuel required for loaded flight plans.

These functions (called “AOC” functions) are available on the actual A321 aircraft and are replicated in FSLabs’ A321 to provide the user with an
easy way of loading or generating a realistic flight plan along with the possibility to do fuel planning.

These routes can be created using various flight planners or route creation tools. These are stored locally and then loaded into the FMGC during
the pre-flight setup.

FLIGHTPLAN REQUEST (OFP)

The primary and most realistic way of loading a flight plan is by using an Operational Flight Plan (OFP) package created by flight planning
software. This simulates an airline’s flight dispatch department creating a flight plan and storing it on their servers. The OFP for a given flight
can then be requested by the flight crew and downloaded from Dispatch’s servers directly to the aircraft’s FMGC via datalink.

USING SIMBRIEF To load an Operational Flight Plan into the FMGC directly from the simBrief server:

Using a direct link between the A321 and the simBrief flight planning tool, you
can load an OFP without the need to store a file locally on your PC, exactly as it
is done on the real aircraft.
1
● How to pull a flightplan from simBrief using datalink workflows within the
aircraft:

1. Make sure to enter your SimBrief username during installation of the

A321, or afterwards in the settings tab of the FSL Control Center.
2. Plan a flight in simBrief, press ‘Generate Flight’ to complete the
flightplan.
3. Using the MCDU, access the ATSU AOC INIT page to request
flightplan data via datalink. 2
Note: Do not use the FMGC INIT page to initialise a flight.
4. Your last generated OFP’s flight number will automatically be
displayed (1).
5. Press ‘INIT DATA REQ*’ (2).
See the A321 Tutorial document for further details about
This will pull all flightplan information from SimBrief and load the flightplan into the ATSU workflow.
the FMGC.

USING SAVED FILES To load an Operational Flight Plan into the FMGC from a file stored on your PC, go to the FMGC INIT page:

● Entering a Flight Number: Enter the exact flight number including the
airline identifier into the scratchpad (for example BAW712).
Press LSK 3L (1) to enter it into the FLT NBR field (Note: You should NOT
enter anything into the CO RTE or FROM/TO fields).
Then select ‘INIT REQUEST’ (2) to initiate the flight plan request.
If a route is found in the folder specified below, “AOC ACT F-PLN UPLINK” 2
will appear in the MCDU’s scratchpad. This will indicate that a flightplan has
been loaded into the FMGC.
1
● For VATSIM / IVAO users:
If no locally stored file is found, then it will look on the VATSIM or IVAO
network servers for a pre-filed or filed flightplan.

Doing an INIT request with an OFP will automatically generate and load a
flightplan into MSFS.

Accepted files and file types Accepted file names

OFP simBrief (file extensions: .txt or .pdf) The default filename given by flight planning software can be used. Make sure that the file
OFP PFPX (file extensions: .txt or .pdf) name contains the flight number. For example:
XML (simBrief OFP XML-file .xml)
– EZY13PJ_LSGGEGGP.txt
– AUA303 LOWW-EKCH (23-Feb-2019) #1.pdf
Accepted file location
[Public Documents]\FSLabs Data\Routes

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ROUTE REQUEST
There is one method to utilise an online route creation tool to automatically generate a new route for you to use:

Entering the Identifiers for the Departure and Destination Aerodromes.

Enter the ICAO identifiers into the scratchpad for the departure and arrival
airports. The identifiers should be separated by a slash and there should be no
spaces (for example, EGLL/EGPH). Press LSK 1R (1) to enter into the FROM/TO 1
field (Note: You should NOT enter anything into the CO RTE or FLT NBR fields).
2
Press the LSK 2R at ‘INIT REQUEST’ (2) to initiate the flightplan request. If a route
can be generated, the CO RTE field in the upper left of the display will be
populated with a route name and “AOC ACT F-PLN UPLINK” will appear in the
MCDU’s scratchpad. This will indicate that a flightplan has been loaded into the
FMGC (without runway, SID or STAR information which you may still insert).

LOADING / IMPORTING A STORED ROUTE

There are two different methods to utilise the loading of a locally stored route on the INIT A page of the FMGC:
(Locally stored means either stored within the FMGC or saved route files)

1. Entering the Identifiers for the Departure and Destination Aerodromes.

Enter the ICAO identifiers into the scratchpad for the departure and arrival
airports. The identifiers should be separated by a slash and there should be
no spaces (for example, LGAV/LOWW). Press LSK 1R (1) to enter into the 2 1
FROM/TO field.
(Note: You must NOT enter anything into the CO RTE or FLT NBR fields).

All saved flight plans and routes between the specified airports will then be
displayed. Choose between the available flight plans using the arrow keys.
Then insert the desired flightplan.

2. Entering a Company Route Designator. This will load a previously saved

flightplan (2).
- or -
It will import a flightplan, which was created with a flight planning tool and
exported into various file formats. See below for details. Note: Flight plans stored using the ‘DATA’-page will have
priority over those created externally.

Accepted files and file types Accepted file names

PLN (MSFS flightplan file .pln) ICAO code | ICAO code | 2 digits
ROUTE (PFPX route file .route) -For example: EGLLEDDM07
- or -
Accepted file locations
For MSFS flightplan files (.pln) IATA code | IATA code | 2-4 digits
[User Documents]\ -Examples: LHRMUC07Z2 or LHRMUC07 or LHRFRA07Z

For PFPX routes (.route) Note: File names above are required for the FROM/TO to pick up the route. For CO
[Public Documents]\PFPX Data\Routes RTE, any alphanumeric name will do, as long as its name does not exceed 10 characters.

FMGC FUEL PLANNING

If you do not own any flight planning software, you may use the built-in fuel planning function the A321’s FMGC provides. It will calculate fuel
requirements according to the active flightplan.

Access the fuel planning function on the INIT B page of the FMGC. You will see
the corresponding prompt next to the LSK 3R (1) after Zero Fuel Weight and ZFW
Centre of Gravity have been entered at LSK 1R.

Note: Engines need to be off for this to work. Also make sure that you enter
the route as complete as possible including the SID and expected STAR and 1
approach. This will allow for a precise calculation.
Using the Fuel Planning function only computes the required fuel estimates.
You must separately load the fuel as in the real aircraft!

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FMGC Route Saving

DATA PAGE
The FMGC contains a function to save pilot-generated routes. These
routes are then stored within the FMGC’s own memory, so retrieving
these won’t involve any datalink functionality.

Use the MCDU to access the DATA INDEX page: 4

1. Press the ‘DATA’ key on the MCDU. 5

2. Use the left or right arrow key to go to the 2nd page.
3. Select the LSK next to ‘PILOTS ROUTES’ to access the NEW ROUTE
page:
4. Type in a name for the route you want to save and insert it at the top
line.
5. Press the LSK 2L to store the route presently being the active
flightplan. 6
6. To load a previously saved route, use the ‘INIT’ page’s ‘CO ROUTE’
entry.
Type in the name under which you saved the route into the
scratchpad and press LSK 1L.

Note: To increase the number of possible stored routes, go to the

FMGC options page. For details see chapter (�Configuration).

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ATSU / Datalink
ATSU stands for Air Traffic Service Unit and provides data communication between aircraft, air traffic control and the airline. It
facilitates flight and weather data exchange, reports to ground services and messages to air traffic control. This greatly simplifies
data exchange and reduces the amount of paper work to be completed for each flight.
Within ATSU we have modelled the AOC functionality. AOC stands for Airline Operational Control and is basically providing the
functions for flight preparation. The other part of ATSU is the ATC functionality, required for the exchange of ATC instructions and
requests.
The AOC part contains a small portion of the ATC communication functionality, for which a connection to an online ATC network
such as VATSIM or IVAO is needed. However, most of the AOC functions can be used in any normal offline flight.

FEATURES AVAILABLE
Flight Sim Labs’ ATSU functionality encompasses a comprehensive suite of services to elevate the level of immersion by enabling
the comprehensive simulation of flight preparations in a modern datalink-equipped flight deck.
● OFP Download - Load Operational Flight Plan data into the FMGC and its linked AOC pages.
This data not only contains the flightplan route, but also payload and schedule information
and more. This data is used to provide you with slot information.
● Load sheet information download - With payload and flightplan data being send to and from
the airline, the aircraft’s load sheet is sent to the aircraft by ground handling. This can then
be used to feed weight and load information into the FMGC.
The load sheet information is dynamic and different according to the type of flight
conducted. Furthermore, realistic variance in payload is simulated, which in turn may require
a load sheet revision.
● Weather information download - Winds, ATIS, METAR, SIGMET and forecast data.
● Performance data exchange - This allows for the airline’s computers to work out the take-off
performance data and send it back to the aircraft.
● ATC departure clearance - Ask for and receive the pre-departure clearance (PDC) from ATC.
● Print messages and data - Any printer registered in Windows can be used to simulate the
onboard printer. Weather data, performance data or company messages can be printed
manually or automatically. If printing is not desired, all messages can be read on the MCDU
as well.
● Fuel reports - Exchange refuelling information and fuel reports with ground handling.
● Gate information - Receive a company message before arrival, informing you about the gate
assignment at the arrival airport.

For more information on how to use ATSU, see the A321 Tutorial document.

ATSU SYSTEM ACCESS

The ATSU functions can be accessed via the MCDU main menu.
2
1. On the MCDU press the ‘MCDU MENU’ button (1), then ‘<ATSU’ (2)
to get the ATSU page (3):
2. Press ‘AOC MENU>’ (4) to access the AOC functionality.

The COMM menu (5) is used for datalink configuration options. See next
page for details.
3

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CONFIGURATION OPTIONS - COMM

The COMM menu, accessed via the ATSU prompt from the MCDU Menu,
provides some configuration possibilities.

VHF 3 DATA MODE This page specifies data providers.

ACARS – (1)
Select the ACARS network being used.
1
WX Server – (2) 2
Select the weather data source you wish to use:

● NOAA – National Oceanic and Atmospheric Administration

● VATSIM – VATSIM’s own weather
● IVAO – IVAO’s own weather

ATIS Server – (3)

Select the ATIS data source you wish to use. To receive ATIS data, you
need to be connected to one of these online ATC networks.

ATC ONLINE LIST

ATC Stations Online – (1)

Shows all ATC stations that are logged on with the Hoppie ACARS 1
network. Datalink messages can be sent to these stations.

MAINTENANCE

Silent Telex Mode – (1)

When enabled, will only receive TELEX messages from stations that 1
have been sent a message from the aircraft. This feature was
implemented to prevent unwanted messages being displayed. To add a
station to the 'allowed list' - a message must be sent to that station using
the FREETEXT page.
2
Logging – (2)
Enable or disable ATSU function logging. This is used for support issues
only.

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AOC PAGES

AOC MENU PAGE

This is the main menu page for all AOC related functions. 1 6
The following subpages are available:

AOC Initialisation (INIT) – (1)

2 7
Initialisation of the datalink system for each flight, as well as flight
data review to be exchanged with the airline. 3 8
OFP Data – (2)
Entry of flight plan weight and fuel data. 4 9
ATC Request (ATC REQ) – (3)
ATC departure clearance via datalink (requires online ATC 5 10
connection).

Performance Request (PERF REQ) – (4)

11
Remote take-off data calculation, resulting in a company message
containing take-off performance data. Emergency Assistance (EMER ASSIST) – (10)
Send messages in case of an emergency that needs assistance from
Free Text – (5) the ground, for which details need to be provided.
Send free text messages to any station on the ACARS network, such
as ATC units or other aircraft. Note: While you can type and send those messages, at present
they do not offer any other functionality.
ATIS – (6)
Requests departure or arrival ATIS data, if the station is online Received Messages – (11)
(VATSIM or IAVO). DEP ATIS is available only on ground. Access all received messages.

Weather / ATIS (WX/ATIS) – (7)

Download weather information, such as METAR, SIGMET, forecast or
ATIS. WHILE AIRBORNE

Fuel – (8) Note: While inflight, the AOC Menu page will also show an option to
Fuel report uplink page from supplier. request the crew bus. This will tell GSX to send a crew bus to the
gate/stand after landing for purposes of crew de-boarding.
Boarding – (9) If you don’t make a request, a turnaround is assumed with no bus
Send PAX and cargo data to your handling agent, and request being sent.
services for loading the aircraft.

AOC INIT 1/2

1
Pressing <INIT on the main AOC Menu page will take you to the first
AOC INIT / REVIEW page. This is used to initialise a flight and is the
basis for all subsequent steps with the ATSU system.

FMC FLT NO – (1)

2
The flight number in either ICAO or IATA format. 4
DEP / DEST – (2)
Point of departure and destination ICAO code. Auto-populated with
data from FMGC INIT A page.
3 5
Estimated Time Enroute – (3)
Calculated time enroute, which is indicated on your flightplan, and is
filled in automatically after initialising the AOC via INIT DATA REQ* Note: Some of the data on this page is filled in automatically after
an Operational Flight Plan has been downloaded into the FMGC.
Crew Details – (4)
Specify crew details. The page allows for insertion of the crew’s ID INIT Data Request – (5)
numbers. Entering the captain’s and first officer’s ID number will later Send the filled in data to the airline, to receive data for the flight
allow you to specify the landing pilot. specified. This resets all parameters in the AOC unit and auto-
populates the AOC OFP DATA page if an OFP was uplinked through
Note: Airlines use many different formats, like an alphanumeric FMGC INIT A or retrieved directly from SimBrief servers.
combination, some use their staff ID. If flying online you could for
example use your ID from VATSIM, IVAO etc or your ID from your
Virtual Airline.

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AOC INIT 2/2

The second AOC INIT page is used to review a flight and needs to be 1 2 3
sent to the airline after arriving at the destination gate.
All time stamps get filled in automatically by the system as the flight 5
progresses. 4

Off-Block time (OUT) – (1) 6 7

Time of brake release for pushback or taxi out.

Doors closure (DOORS) – (2) 8

The time when all doors got closed.
9
Take-Off time (OFF) – (3)
Time of lift-off.

Landing time (ON) – (4)

Time of touch-down.

On-Block time (IN) – (5)

Populated when the first door opens and shows the time the parking
brake was last set.

Block time – (6) Landing pilot – (8)

The time between brake release at the point of departure and Specify if captain or first officer has performed the landing.
shutting down at the destination gate.
Autoland – (9)
Flight time – (7) Specify whether or not an autoland had been conducted.
Airborne time.

OFP DATA

The OFP Data page is used to send fuel and weight numbers to the
ground handling stations. All numbers are imported from the OFP 3
downloaded into the FMGC.
1 4
Sending off this data gives the fuel operators access to the required
fuel for the flight.
5
Fuel – (1)
Block, taxi and trip fuel as indicated on your flightplan.

Refuelling method – (2)

This option is not present on the real aircraft and is used to set the 2
desired method of refuelling. The following options are available:
● Manual – Use either the refuelling panel to fuel the aircraft
manually, or the MCDU option fuel page to adjust the fuel load.
● Automatic – Simulating the aircraft being refuelled using a
realistic time required to complete the process.
● GSX – GSX will be used to handle the refuelling process, sending Scheduled time of departure (STD) – (5)
its fuel vehicle to realistically handle the process. Schedule Time of Departure, taken from the flight plan (UTC). This
● Instant – Instantly fills the tanks with the ordered amount of fuel. time is auto-populated from OFP DATA uplink. If the flight simulator
date and time is not within 1 hour of the STD, this time will be amber.
OFP edition number (OFP EDNO) – (3) It can be auto-populated to the current simulator date and time + 32
The revision number of the OFP used. Usually this is number 01 if it is minutes by pressing CLR then LSK 3R.
the first revision of an OFP.
Note: If GSX is used, sending the OFP data will trigger GSX to start
Zero Fuel Weight (ZFW) – (4) the refuelling process. No manual interaction is required.
Zero Fuel Weight from the OFP.

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ATC REQ

The ATC Request pages are used to ask for ATC clearances. Either 1
departure or oceanic clearance is available. This requires a response 1
from an air traffic controller connected to your online ATC network. 2
Flight data – (1)
Departure and destination aerodrome as well as the gate and flight
numbers are needed. 3
ATIS ID – (2)
The identification letter of the ATIS info you have received.
4
Free text – (3)
Add any free text desired for the air traffic controller to see when
dealing with your request. Note: In case a controller on the network is handling the airspace
in the area but not any specific aerodrome, the request can also be
Recipient station ID – (4) sent to the FIR identifier.
The ID of the station the request is going to be sent to. Usually this is
the ICAO code of your departure aerodrome.

1
Flight number – (1)
Flight number in ICAO format.

Desired entry point data – (2) 2 2

Data for the planned oceanic entry point: Name of the point, as well
as ETA, flight level and the Mach number desired.

Free text – (3)

Add any free text desired for the air traffic controller to see when 3
dealing with your request.

PERF REQ

The performance request page is used to obtain take-off 1 1

performance data. Filling in the data on both Pages 1 and 2 of the
AOC Performance Req page and pressing the Send LSK 5R key will
simulate sending the request to the airline’s computer. The airline will
then send the calculations back to the FMGC via datalink. The 2 2
FMGC’s take-off PERF page will then automatically be populated.

Aerodrome data – (1)

Departure aerodrome ICAO code and take-off runway. 3
Options affecting take-off performance – (2)
3
Select any of the available options:
● INTS – Select yes if you want to have intersection departure data
calculated.
● WET – Select yes if the runway condition is reported wet.
● ANTI-ICE – Select yes if anti-ice is going to be used during the 4 4
take-off phase.
● PACKS OFF – Select yes if you depart with packs switched off.

Weather data – (3)

Fill in the weather data obtained from the ATIS. 5 5
Thrust / Flaps options – (4)
Option to use TOGA thrust for calculation, as well as flaps config
option (1+F, 2 or 3).

Weight / Centre of Gravity – (5)

Enter the estimated take-off weight and MACTOW (centre of gravity
at take-off weight). Note: System Error – Contact FTD error message displayed
Note: Weight information can be taken from the prelim. load sheet If instead of take-off data, you receive this error message, then
received via datalink. it means that the system is unable to calculate valid
performance data with the parameters you have specified. In
other words, your aircraft is too heavy for what you are asking
it to do. You should first try different flaps settings. If the
error remains, then you should choose a longer runway if one
is available.

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ATIS/WX

The ATIS / Weather page allows for weather data to be retrieved from
ATC and weather providers.
Available weather data: ATIS, SIGMET, Forecast and METAR. 1
2
Aerodrome data – (1)
Departure, destination and alternate aerodrome ICAO codes. These
are automatically populated from the FMGC INIT A page.

Additional airports / airspaces – (2)

4
These fields overwrite the defaults and are used to retrieve custom
airfield weather, or SIGMETs for specific FIR regions. 3
Request data – (3)
3
Having chosen airports / airspaces above, press any of these options
to request SIGMET, forecast or METAR data. Selecting any of these
options will send out the request immediately, they cannot be Note: SIGMET and Forecast data are only available if the weather
grouped together. source is set to NOAA. If you are using any other source or
historical weather, you need to search for that data within the flight
ATIS – (4) planning tool.”
Access to the ATIS request page (see below).

ATIS REQUEST

Request ATIS data for arrival-, departure- and enroute ATIS 1

information.
2
Aerodrome code – (1)
Specify the airport code. 2

ATIS type – (2)

Select whether you want to receive arrival-, departure- or enroute
ATIS information.
3
Auto Update – (3)
Begins an auto-update contract with the ATIS station. A new
company message will be received anytime the ATIS station updates.
Any number of stations can be added at any one time. The contracts
only last for 1 hour. They can be terminated at any time by sending a
TERMINATE message to the station. Note: For ATIS to be available via datalink, an active connection to
an online ATC network must be established. Furthermore, there
needs to be an active ATIS for the airports from which you intend
to receive data.
Use the VHF ATIS frequency to obtain ATIS information for offline
flights.

FUEL

This page is used to send a fuel report to the airline. Once refuelling 1 5
is complete, the fuel company will uplink the data and you can send
the report by confirming the amount of fuel taken during the process.
If you forget to send the report, expect to receive a company message 2
later in the flight to remind you to send one.
3
Fuel amount confirmation – (1)
Enter the amount of fuel received from the refuelling company. Note
that this needs to be provided as volume, not weight. 4
Fuel volume unit – (2)
Choose between litres and gallons.

Fuel density – (3)

Density of the supplied fuel.

Fuel company – (4)

Specifies the fuel supplier. Linked to GSX if installed. Fuel quantity before refuelling – (5)
FOB before the refuelling started. Specified in KG or LBS.

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BOARDING

The boarding page serves as an interface to ground handling agents, 1

giving them the possibility to provide compartment loading
information, and for the flight crew to let them know about your
boarding, catering and servicing requirements. 3

Zero Fuel Weight / Zero Fuel Centre of Gravity– (1) 2

Your zero fuel weight as calculated by dispatch and the
corresponding centre of gravity.
Cargo compartment load – (2)
4
Cargo weight distributed to the different compartments.
Crew – (3)
Number of flight- and cabin crew.
Passenger compartment load – (4)
Number of passengers distributed to the different compartments.
Water / Catering – (5)
Percentage for water and catering to order from the catering supplier.
Catering request – (6)
Select this option, then ‘REQUEST’ to order catering to be delivered.
5 5
Boarding start – (7)
Various options to have boarding started or load the payload
immediately: 6
● BOARD NOW – Sends a message to ground handling to start
boarding. 7 7
● BEGIN AT TIME – Select a time (UTC) at which you want the
boarding to be started.
● INSTANT – This option, obviously not present in the real aircraft,
instantly loads the specified cargo and passengers.
●

FREE TEXT

You may send a free text message to any entity on the datalink 1
network. Within MSFS this means messages can be sent to
another aircraft, or to an ATC station.

Message recipient – (1)

Enter the identifier of the recipient. This can be a flight number for 2
example, enabling you to reach another aircraft.

Message content – (2)

Lines available to be filled with text. Use the up/down scroll
buttons to populate more lines of text.
3
Message summary – (3)
The summary page will display the entire message draft, with the
possibility to edit, accept and send the message.

EMER ASSIST

Send messages to the proper ground stations in case of an emergency. Options available are:
● Fire & Rescue
● Medical assistance
● Reports for smell

Note: A response to these messages is not simulated.

RECEIVED MESSAGES

Provides a list of all messages received. New messages are presented in a slightly larger font and are marked as “NEW”.
Loadsheet messages are marked with ‘A’ for Acknowledged.

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WIND DATA DOWNLOAD

Wind data request via datalink is functional in the FSLabs A321, using NOAA as data source.

Accessed via the FMGC’s INIT page, the A321 allows for wind data to be downloaded via datalink. If wind data is requested, data
will arrive within a few minutes after the request and will be filled in automatically for the entire flight plan.

Wind Request – (1)

Sends a request for wind data to be sent to the aircraft.

History Wind – (2) 2

If updated wind data is not available for a return flight, history
wind data could be used, taking recorded wind information
from the previous flight.

Flight Phase Selection – (3) 1

Switch between climb, cruise and descent phase to view its
data.

Selected Waypoint – (4) 4

In the cruise phase, use the MCDU’s arrow keys to cycle
through all available cruise waypoints.

Wind Data – (5)

Wind data is always available at several different flight levels
for each waypoint. 5

Note: Make sure to load or construct the entire flight plan

before requesting wind data.
3

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CPDLC
The Flight Sim Labs A321 features a CPDLC system, integrated into the aircraft systems and featuring a DCDU (Datalink Control
and Display Unit) in the cockpit.
This chapter will explain how to configure the aircraft systems to communicate with CPDLC capable ATC units, and how to use
CPDLC whilst flying online.

WHAT IS CPDLC
CPDLC is a two-way data link system by which air traffic controllers can transmit non-urgent, strategic messages to an aircraft as
an alternative to voice communications. These messages, referred to as “Dialogue”, are displayed on the integrated DCDUs.
The CPDLC application provides air-ground data communication using the “ARINC” (Aeronautical Radio, Inc.) or “SITA” (Société
Internationale de Télécommunications Aéronautiques) networks. It enables several “Data Link Services” (DLS) that provide for the
exchange of communication management and clearance/information/request messages which correspond to voice phraseology
employed by air traffic control procedures.
The controllers are provided with the capability to issue ATC clearances (level assignments, lateral deviations/vectoring, speed
assignments, etc), radio frequency assignments, and various requests for information.
The pilots are provided with the capability to respond to messages, to request/receive clearances and information, and to report
information.

DATALINK CONTROL AND DISPLAY UNIT (DCDU)

The Airbus A321 is equipped with dual Data Link Control and Display Units (DCDU) and full integration of CPDLC equipment in the
MDCU.
The system allows for data communication with ATC when flying online, resulting in reduced radio traffic and communication
misunderstandings. The system comes enabled by default and does not require any user intervention to display messages,
provided you have filed a valid flight plan online and the correct callsign (matching the one you filed) has been set up in the AOC.
If CPDLC enabled controllers are online, you will be able to connect the aircraft’s system to the controller’s CPDLC network.

The DCDU allows for easy access to common functions of the CPDLC system.
The following settings are available:

Brightness controls – (1)

The Panel Brightness is controlled by the BRT/DIM toggle switch
much like the MCDU.

Message history – (2)

Simultaneous messages in the history of the flight are viewed by 1 3
scrolling through using the MSG-/MSG+ buttons.

Printing function – (3)

You can force the unit to print any message (using the same 2 4
method you have selected in the AOC) when it is presented by
using the PRINT button.

Page scrolling – (4) 5 5

If a message sent or received spans across more than the display
is capable of presenting, you may view next or previous page
using the PGE-/PGE+ button.

Quick function keys – (5)

There are four quick function buttons, two on the bottom on
either side, their function is displayed on the panel itself.

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CPDLC Tutorial
This tutorial will help you get started with this new functionality. In the following example, we will be using the VATSIM online ATC
network.
Note that many ATC units do not have CPDLC coverage at lower levels. For this reason, it is common practice to wait before
initiating the first connection to a CPDLC unit until the aircraft is airborne.

ESTABLISHING CONTACT
We first need to NOTIFY the ATC Unit that we are trying to connect to
their system.
● We start by selecting ATC COMM on the MCDU (1), followed by
CONNECTION > NOTIFICATION and inputting the 4-digit
identifier for the unit we wish to connect to. In this instance, we
are connecting to the Stockholm area control centre ‘ESOS’ (2). 2 3
● We send off the notification using LSK 2R for NOTIFY* (3).

ATC will receive our connection request and provided that our
callsign matches the one filed online, will accept our logon request.
● Once accepted, the DCDU will populate with our active control
unit (4).
● There will be an audible signal notifying you that an ATC
message has been received. You can silence this audible
notification by clicking the button on the glareshield (5). 4
● You can close the message by pressing the appropriate quick
function button (6) since there is no need to reply to this
message.

CPDLC Information on VATSIM

You should always check an individual controller’s
‘information’ in VATSIM as those providing CPDLC
capability will often provide their four letter logon code in
their remarks. Upon any frequency change, pilots should
always initiate contact using voice or text through the pilot
client being used to connect to the VATSIM network. You
can finish your initial contact transmission with “CPDLC”
to notify the controller that you are ready to send and
receive datalink Dialogues.

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 USING THE A321

At this stage, we are successfully connected to the CPDLC network and can begin to communicate by datalink.
We will start by sending a request for a higher flight level.

LEVEL REQUEST
● Using the MCDU, open the ATC COMM page again and using
LSK 1L select REQUEST.
● We’ll request FL360 by entering ‘360’ into the MCDU scratchpad
and selecting LSK 1R (1). 1
● Feel free to use one of these two reasons for your request (2). In
this example we’ve selected aircraft performance.
● We can transfer the message into the DCDU for review by
selecting LSK 6R (3).
2

● Check the message format reads as per the request (4) and then
using the appropriate quick function button on the DCDU, send
the message off to ATC (5).

ATC will read the request and will reply with an appropriate 4
clearance.

After a few moments, we should receive a response to our request.

In this example, ATC has given us approval to climb to FL360. We will
receive an ATC MSG notification on the glareshield as well as on the
DCDU clearing us to climb to our new altitude. It is important to
respond to the clearance within 60 seconds to ensure that the 6
message does not time out.
● Using the DCDU, we first check the clearance (6) and then send
our acknowledgement (response) by using the appropriate quick
function button on the DCDU with WILCO (7).
● As seen here, the message response of WILCO is then populated
in the upper right hand corner of the DCDU (8) and using the 7
bottom right button again, we can send off the
acknowledgement with no need to respond via voice
communication (9).

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The system is very intuitive and allows for the flight crew to build requests for direct routings, level changes, and speed changes in
the MCDU, transfer them for review on the DCDU and then send the request directly to ATC. ATC can also however, continue to
send routine instructions via CPDLC so it’s important to monitor the system continuously whenever connected.

DIRECT ROUTING
● Here we can see that ATC have issued us a direct routing (1). As
in our previous climb instruction, we need to send back our
acknowledgement, so we start by selecting WILCO from the
bottom right quick function button on the DCDU (2) and verify
sending the message using the same button (after the prompt
has changed to ‘SEND’). 1

● Note that the ‘LOAD’ has now populated next to the bottom left 3 2
quick function button on the DCDU (3). We can now load the
route change directly into the MCDU by clicking on this button.
The flight plan legs page on the MCDU will auto open and
populate the DIR TO clearance (4) for verification before we 4
commit the change the MCDU by pressing the LSK 6R ‘DIR TO
INSERT’ (5).

If at any time after a message is closed it needs to be viewed again, you can select the bottom right quick function button on the
DCDU if RECALL is displayed. This will allow you to scroll through the Dialogue history using the MSG +/- keys on the left of the
DCDU panel.
Eventually you will reach the border of a controller’s airspace after which there will be no further CPDLC available. However, if there
is an adjacent controller, your aircraft will be handed off.

HANDOFF
● As seen here, the previous controller is now handing us off to
Copenhagen control. Acknowledge the handoff by clicking on
the bottom right quick function key (1). Once we have
acknowledged, the controller will disconnect us from his CPDLC
network and the DCDU will return to a standby state since there
is, at present, no active ATC unit.

● The new controller may or may not have CPDLC capability.

Again, check the new controller’s information to determine
availability. If the new controller also has CPDLC capability, both
the DCDU and the MCDU’s Connection Status page will
automatically be populated with the NEXT ATC unit (2), showing
that once you have called onto the controller’s frequency, they 2
are able to assume control of your flight’s CPDLC and begin
datalink communications with you.

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 USING THE A321

Icing
The aircraft includes a fully-featured icing simulation, requiring you to keep in mind the consequences of cold weather, precipitation,
icing conditions and de-icing requirements.
The following icing-related features are available:
● Airframe ice accumulation while being parked or taxiing ● Pitot icing
● Engine fan blades ice accumulation on ground ● De-Icing fluids and holdover times
● Airframe and engine ice build-up inflight
All these items are simulated with their realistic consequences. They are also linked to visual effects on the aircraft, so that you can
see what is going on, like you would be able to on the real aircraft.

DE-ICING ON GROUND
If it is determined that de-icing is required, through visual inspection and/or weather data, the process can be initiated using the
normal FSLabs ATSU datalink workflow:

GSX INSTALLED

On the AOC menu page, select ‘DEPARTURE’ (1), then ‘DE-ICING’ (2).
Select the desired fluid type (3), use the left/right arrow-keys to select different fluid concentrations.
Now choose the desired option for when and where to do de-icing:
● Stand - De-Icing procedures start immediately, so doors need to be closed for this to be available (4).
● Push - De-Icing will commence before pushback (5). Set the INT/RAD switch to ‘INT’ to report ready for the de-icing
procedure.
● Remote - De-Icing to be done at a published remote de-icing location (6). Select the desired de-icing pad (7), then choose
whether you wish to be guided to that location by a follow-me vehicle (8). Use the ‘INT/RAD’ switch to report ready for the
de-icing procedure.

4
3 5
7
6
1
8

WITHOUT GSX

On the AOC menu page, select ‘DEPARTURE’ (1), then ‘DE-ICING’ (2).
Select the desired fluid type (3), use the left/right arrow-keys to select different fluid concentrations.
Now choose the ‘ON STAND’ option to start de-icing (4).
● Note: De-Icing procedures start immediately, so doors need to be closed for this to be available.

4
3

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 USING THE A321

Both options are linked to the Flight Sim Labs’ own icing simulation model, clearing the contamination and starting the clock on the
holdover time.
Make sure to prepare the aircraft’s systems for fluid spraying operations. Find the corresponding de-ice procedure in the
‘Supplementary Procedures’ chapter of the A321 Procedures Manual.

Note: For an aircraft like the A320 family, type IV fluid is usually applied. This ensures that the fluid will have washed off at the
aircraft’s rotation.

DE-ICING COMPLETED

Once the de-icing process is completed, you will be presented with a report (1).
This allows for determination of the holdover time, within which you need to get
airborne.
For convenience the remaining holdover time is displayed (2). However, on the 1
real aircraft one needs to look up the holdover time in the manuals, something
that can be done with GSX by listening to the report from the de-ice crew.
In case you need to redo the de-icing process, perhaps because it is 2
determined that departure is not possible within the remaining holdover time,
press the LSK 6R (3).

ICE PREVENTION SIMULATED ICING CONSEQUENCES

On Ground Ignoring icing and its threats can have various consequences
The Wing anti-icing systems of the A321 do not work on the with different warning signs. These consequences can range
ground. You must de-ice the aircraft using the above anywhere from a mild increase in engine vibrations to a sudden
procedure before departure to get rid of any frost, ice and snow loss of airflow resulting in the aircraft entering a stall.
accumulations on the aircraft.
Iced-up wings
Furthermore, the engine anti-icing system must be used when
in icing conditions. Engine anti-ice, however, does not protect Wings contaminated with ice are programmed to result in the
from all icing related dangers. An engine can still accumulate following consequences:
ice on the fan blades. Such accumulation can be shed by Lift: During the early icing stages, lift is indirectly affected by
following the run-up procedures set forth in the A321 progressively reducing the stall angle of attack, but without
Procedures Manual document. affecting lift at low angle of attack.
When icing becomes more severe, it will also affect the lift in
Airborne the second regime. As a result, any manoeuvre involving an
Icing conditions exist whenever the true air temperature (TAT) increase in g-load can lead to a stall.
is below +10°C and visible moisture (clouds, fog, rain, snow) is Drag: Icing increases the zero-lift drag coefficient. While lift is
present. No icing occurs when the static air temperature (SAT) being deteriorated, induced drag increases dramatically.
is below -40°C.
Engine anti-ice should always be selected in icing conditions. Iced-up engines
Wing anti-ice is only needed if ice is actually accumulating on Engine icing is programmed to occur in the following
the airframe. There are two options to detect ice accumulation, conditions:
both are simulated: ● Freezing fog, drizzle or rain
● Ice detectors that consist of sensors producing ECAM ● Heavy Snow
alerts in case of ice build-up.
● Many A320 family aircraft are not equipped with the If any of these conditions are encountered when the engine’s
sensors mentioned above (they can be removed in the N1 rotation is more than 10% but less than 48%, then a build-
MCDU option pages). There is however an icing probe up of ice on the engine will result. If N1 is greater than 48%,
installed at the centre of the front windshields. Ice build-up then any engine ice will be shed within 30 seconds.
can be observed visually. At night the probe can be
illuminated by the compass light, but that light is very dim
so the use of the torch is recommended. Icing effects on the engines are gradual, but a completely iced
up engine will:
Be aware that severe icing can have serious effects that might ● Reduce thrust by 20%
not always be cured by anti-ice systems. Severe icing may
cause the aircraft’s pitot tubes to freeze, resulting in the loss of ● Increase EGT by 35°C
accurate speed information, severely affecting navigation and ● Increase N1 vibration by 10, and N2 vibration by 5
performance systems. In such cases, it is recommended to
either climb or descend out of the icing layers.

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Jump Ahead Function

The “Jump Ahead” feature essentially allows you to skip parts of your flight by selecting an upcoming waypoint along your planned
route and having the aircraft jump instantly to that selected waypoint. Fuel on board, altitude, speed, expected crossing time and
elapsed time will automatically be adjusted to the amounts and values at the selected waypoint you would have had if you had flown
the route in real time.

You can also adjust any of those values before making the jump. For example, if you want to skip ahead to the landing but would like
to make the aircraft heavier to experience a maximum weight landing, simply adjust the remaining fuel on board to the desired
amount and then execute the jump.

USING JUMP AHEAD

The Jump Ahead feature is accessed via the MCDU main menu:

● On the MCDU press the “MCDU MENU” button, then “JUMP

AHEAD >” (1) to get the options page.

● Select any desired waypoint from the list (2). You may use the
arrow keys to scroll through the flight plan to select any
remaining waypoint along the route.

● Selecting a waypoint from the left column will fill in the right
column with that waypoint’s FMGC altitude, speed, FOB and
estimated time (3).
You may alter any of these values before making the jump. To
do that, simply enter the value into the scratchpad and
overwrite using the desired numbers.

● Select ‘JUMP AHEAD’ (4) to accept and/or insert the changes.

‘CONFIRM JUMP’ will appear. Press the same key again to 3
confirm the jump.
● The simulator will now reload the scenario and place the
aircraft at the selected waypoint, incorporating the calculated
or desired values.
It is advised to give the aircraft’s systems at least 10 seconds
of time after the simulator has finished reloading the scenery 4
to allow for adjustment to the new values before resuming your
flight.

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 FAILURES / MAINTENANCE

System Maintenance / Failure Simulation

Large passenger aircraft such as the A321 are complex machines that need to be monitored, checked and serviced regularly. No
airframe is ever in a constant state of perfection when in regular service. The aircraft’s frame and its various systems are exposed
to environmental extremes as well as the stresses of takeoffs, landings, flight manoeuvres and aging itself, necessitating regular
maintenance to maintain its airworthiness. This maintenance entails not only fixing issues but preventing components from failing.
The older an airframe becomes, the chances of things failing increase. Flight Sim Labs introduces this part of flying a modern
aircraft to its A321 simulation. Aircraft flown in regular service are never in a static condition, and maintenance and operational
considerations must be considered, just as they are in real airline operations.
Given the exceptional reliability of modern-day airliners, serious failures and damage are rare. However, smaller, less significant
failures and errors do occur regularly. To address these occurrences, Flight Sim Labs has incorporated a Tech Log into the
“Electronic Flight Bag” (EFB). For those who prefer a slightly less reliable experience, you can adjust the failure rate to increase the
excitement of your flights. Alternatively, you can customise the triggers to specific failures you wish to encounter. The choice is
entirely yours.
There are multiple ways for failures to occur or get triggered:
ACCESS THE FAILURE MENU
● Service-based Failures / Maintenance Items 1. In the MCDU, press the
Service-based failures will be triggered according to how ‘MCDU MENU’ button.
often these components fail on the real aircraft during 2. Select ‘FAILURES>’ using
operations and are based on an airframe’s age. the LSK 4R.
● Consequences for Actions during Aircraft Operations 3. The MCDU allows you to list
already active failures,
Your own actions can cause things to malfunction just like armed failures and any
on a real aircraft. Deviate from standard operation manually triggered failures
procedures too much and you risk damage to your aircraft. which have been set.
4. The Service Based Failures
● Failures and faults as a result of outside influence. menu allows you to set
No matter how flawless your aircraft operation skills, particular failures and the
outside influence to the aircraft which are beyond your frequency in which they will
control can cause system faults and failures. occur.

● Manually scheduled and triggered failures

Trigger failures instantly or have them occur at a specified
time, altitude or speed. This is the best choice for
experiencing or training for very specific failure scenarios.

SERVICE BASED FAILURES

Service Based Failures are enabled by default. These can include system faults that are
documented in the Tech Log, but also malfunctions that can occur during a flight.

The following settings are available under the ‘Service Based Failures’ tab in the failures
menu mentioned above:

● FAILURE RATE
NONE - No failures will occur that would have otherwise been triggered according to
MTBF statistics or at a specified rate.
MTBF - System failures occur according to real airline maintenance statistics. You
experience the same types of failures that an airline pilot would when operating an
aircraft in airline service. This also means older airframes can experience higher
failure rates.
LOW - 1 system failure in 50 flights that average 130 minutes.
MED - 1 system failure in 25 flights with the same average duration.
HIGH - 1 system failure in 5 flights with the same average duration.
Therefore, a setting ‘HIGH’ equates to a 20% chance of a failure occurring on an average length of an A320-family flight.
● FAILURE MODE
NONE - No system failures will be activated. However, the Tech Log maintenance simulation will still run if the failure rate is set
to anything other than ‘NONE’.
MINOR - No flight-ending or flight-prohibiting failures will occur. You will still encounter plenty of different potential failures.
However, none of these will be catastrophic such as engine failures or rapid cabin decompressions.
ALL - You may encounter the full spectrum of failures which could be experienced in airline operations. This could be anything
from a mundane tech log entry that won’t affect flying the airplane in any way to something that will test every bit of your skills
to get the aircraft safely on the ground. Anything is possible within the occurrence probability set under the Failure Rate above.
● PCT CLR ON RST
Some system malfunctions can be cleared by resetting the affected system. You can specify the chance of success for such a
reset.

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 FAILURES / MAINTENANCE

CONSEQUENCES winter months. Expect to get ECAM messages if the fuel

temperature in any of the tanks is approaching the lower
The FSLabs A321 includes a set of failures that only occur if limits.
the aircraft is not operated according to the limitations
specified in the documents. Likewise, a hot environment on the ground can cause the
fuel temperature to rise above limits, also generating
● ENGINE DAMAGE ECAM warning messages which you will have to address.
FADEC-controlled engines are difficult to mistreat during a ● GPS JAMMING
flight. But be aware, should you leave paved surfaces while
taxiing or operate the engines at full reverse at low speeds, The disruption of GPS signals as a result of jamming is not
there’s a chance of foreign object damage for the engines. necessarily a significant concern in an Airbus A321
aircraft. Given its triple-redundant inertial navigation
● TAILSTRIKE system, the aircraft can continue to fly to its destination
without difficulties. However, in a day and age of ever more
Over-rotating the aircraft during take-off can result in the precise “Required Navigation Performance” (RNP)
tail hitting the runway. If that happens, components procedure flying, a valid GPS signal is a requirement for
located in the tail such as the APU or the pressure the necessary precision demanded by such procedures.
bulkhead can get damaged, resulting in difficulties starting
the APU or pressurising the cabin. In recent years, GPS jamming is something that pilots are
Speaking of cabin pressure: Be advised, checklists call for encountering with increasing regularity. Intentional GPS
sliding windows in the cockpit to be fully closed for a good jamming, however, is not something which only occurs in
reason! airspace in or near war zones. It can also occur around
sensitive military installations, testing sites or around
Note that these failures are inhibited if the Failure Mode is set locations where important events are taking place.
‘MINOR’ or ‘NONE’. See above. Intermittent or lost GPS signals aren’t necessarily the
results of intentional acts. High-rise buildings and partially
covered aircraft stands can also block GPS signals.
OUTSIDE INFLUENCE Utilising open-source data and crew observations, Flight
Sim Labs has implemented the simulation of GPS jamming
Next to icing, which is discussed in separate chapter, there’s a where it is regularly encountered around the world.
few other things that can cause system malfunctions while Location, however, is not the only consideration. The
being airborne. altitude at which you will encounter loss of GPS signals will
● FUEL TEMPERATURE vary depending on the type of jamming equipment being
used in a specific region.
While short- to medium-haul aircraft are less affected by
fuel getting too cold, it is nevertheless something that
needs to be kept in mind and can cause issues during At present, expect GPS signal jamming in the following
areas:

CYPRUS EGYPT FINLAND IRAN IRAQ

● Larnaca ● Cairo ● Kuusamo ● Bandar Abbas ● Erbil
● Teheran ● Mandali
ISRAEL MEXICO NORWAY PAKISTAN PANAMA
● Tel Aviv ● Guanajuato ● Alta ● Lahore ● Panama City

POLAND RUSSIA SOUTH CHINA SEA TAIWAN UKRAINE

● Warsaw FIR ● Begishevo ● Spratly Islands ● Taichung City ● Crimea
● Belgorod
ROMANIA ● Kaliningrad SPAIN TURKEY UNITED ARAB EMIRATES
● Bucharest FIR ● Sochi ● Cartagena ● Ankara ● UAE FIR
● Syzran
● St. Petersburg
● Volgograd
UNITED KINGDOM UNITED STATES
● Excel, London ● White Sands Missile Range
● RRH Staxton Wold, Yorkshire ● Mountain Home Air Weapons Range
● Sennybridge Training Area

Simply flying in or near any of these areas does not mean that you are guaranteed to lose a GPS signal. As in the real world,
signal loss is dependent on many factors which may or may not be active when you happen to be close to a region where
jamming is known to take place.

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RECOMMENDED FAILURE SETTINGS checklist to handle a situation. You will have to be alert and
recognise irregularities early on and be prepared to deal with
Some of you may choose to disable any kind of system failure them. In other words, your flights will have the possibility of
generator or random failure injection. It is understandable that becoming more dynamic and less routine.
you may not want to invest all the time it takes to properly
prepare a flight in all its details, only to have a random failure Of course, if that is not for you, then you always have the option
crop up preventing or abruptly ending a flight. to turn off failures completely. However, knowing that nothing
will ever go wrong makes procedures and checklists
Flight Sim Labs has taken this into consideration and has meaningless and is completely unrealistic.
purposely set the failure rate to ‘MTBF’ and the failure mode to
‘MINOR’ by default. This means that the likelihood of your That’s why we encourage you to explore dealing with things
flight experiencing failures is significantly reduced and breaking on the aircraft by retaining the default failure
‘MINOR’ limits failures to those that do not end your flight. settings. If you really want to test your skills, you can set the
MTBF accurately predicts the frequency and pattern of failure rate to something higher than MTBF so that you get a
component failures, similar to those experienced in real higher chance of running into malfunctions.
aircraft. While components may indeed fail, the default failure
settings will not necessitate an immediate ending to your Also, consider setting the failure rate to ‘MTBF’ with the failure
flight. Although “INOP” (Inoperative) stickers may occasionally mode set to ‘ALL’. While the latter includes failures that can
appear, and certain issues may be noted in the EFB’s Tech Log, end your flight with a diversion, like after an engine failure, the
they can be readily identified and addressed in the “Minimum setting ‘MTBF’ ensures that such extreme events are - like in
Equipment List” (MEL). By referencing the MEL, you can the real world - extremely rare.
modify your procedures and resume your flight, adhering to It is the most realistic combination of settings, mimicking the
the same operational standards as real airline crews. experience on a real aircraft; Be prepared for everything, but
know that it will most probably work just fine.
In order to add variation to your flights and make the A321 feel
more like the complex piece of machinery that it is, Flight Sim When it comes to simulation of failures, there’s something for
Labs recommends that you keep the default failure settings to everyone with the Flight Sim Labs A321.
make your experience more interesting.
Even with a failure rate set to ‘MTBF’ (which equates to a very Note that the failure rate setting ‘LOW’ results in a higher
low failure rate), you will encounter something not working as chance of serious malfunctions occurring than the setting
it should, just like in the real aircraft. There is a possibility you ‘MTBF’.
may have to follow special procedures and/or work through a

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Tech Log / Minimum Equipment List

Modern aircraft such as the Airbus A321 are complex machines which are governed by stringent safety regimes. This requires
keeping track of the aircraft’s current list of defects in a log that is either on physical paper or in electronic form. This “Technical
Log” (Tech Log) is consulted by maintenance crews after a flight and by the pilots before each flight.
Flight Sim Labs has created a digital version of a Tech Log which is accessible via the home page of the “Electronic Flight Bag” (EFB)
tablets on either side of the flight deck.
Behind this rather simple appearing electronic document is a sophisticated simulation of aircraft components aging with each flight
cycle and over time. This results in components, whether important, unimportant, small or large, breaking down and then showing
up in the Tech Log. You should consult with this Tech Log as one of the first steps upon loading the aircraft.
The defects appearing in the Tech Log are not systems and items which have been randomly selected. Instead, what you will
encounter are age related defects that are found daily on real aircraft according to airline flight crews. These defects have been
carefully curated by Flight Sim Labs into its A321 simulation.
You will discover that small, annoying items will appear much more frequently than larger, more serious problems which are rarer,
just as in real airline operations. Failed systems or components may simply be listed in the Tech Log or you may find an “INOP”
(Inoperative) sticker placed next to their associated controls or entire systems disabled via a pulled circuit breaker. These defects
are unique to each airframe you have in your fleet and unless you choose to repair the defect (or if “maintenance” finally get around
to fixing them before time expires!), you will find that they are carried over between your flights of particular aircraft.

USING THE TECH LOG AND MEL

In addition to listing all affected systems and
components, the Tech Log will also refer you to 7
the “Minimum Equipment List” (MEL). The MEL
will advise you whether or not the aircraft may be
flown given the current list of defects and if so, 1
may provide the detailed steps you will be
required to take to work around an issue.
1. Read the Tech Log entries (1). 1
2. If a particular defect lists a MEL item (for
example, ’30-42-02A’ (2), then open the
MEL document and find the item in the ‘MEL 2
Items’ section.
3. The MEL Item will provide further details on 6
the system fault, allowing you to determine
whether or not you can fly the aircraft.
4. The MEL Item may also refer you to a specific
Operational Procedure to follow. This will be
listed in the MEL document it its own section.
If so, read, follow through and apply the 5
procedure. 4
3

1. Lists for deferred defects. 6. While on the ground, instantly repair

2. Defect description and MEL any particular defect by clicking on
references if applicable. the wrench symbol. Note that this
3. Flight History page giving details for won’t work if you are airborne.
the flight after aircraft shutdown. 7. The top portion of the tech log lists
NOTE airframe-specific data, like airframe
4. Fault History page lists resolved
Referring to the MEL Document can also be defects. or engine hours and cycles.
useful even without associated Tech Log 5. Reset the tech log for this airframe,
entries. clearing it of all defects.
Whenever an ECAM alert(s) is displayed on
the Upper ECAM display and you find that
you are unable to clear the error message,
you can look up the alert in the MEL Entries
section. If the MEL Entry lists a MEL Item to
look up, you can then proceed to that section
and specific item number and follow the
procedure to try to clear the alert.”

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 FAILURES / MAINTENANCE

TECH LOG IN DETAIL

The Flight Sim Labs Tech Log functions the same as its real-world counterpart in terms of the
persistence of a listed defect. Each item has a “clearance date” by which it must be fixed or the
date extended. You may find, however, that the item can be fixed at any point prior to the
clearance date. The closer you get to the actual clearance date, the chances of the item being
fixed increase.
There is a maximum of four “defect slots” that the system will look to fill at start up. This doesn’t
mean that there will always be four defects present each time you load the aircraft. A slot is
filled only when the percentage chance of a particular defect occurring, based on real-world
occurrence of such a defect, is met. The Flight Sim Labs MEL simulation also follows real-world
standard MEL closure times. ‘CAT A’ defects are variable, depending on the particular system,
and are usually closed between 2 to 4 days. For example, if component “X” failed yesterday, it
won’t necessarily be fixed overnight. You will, however, see the clearance date in the Tech Log
decreasing as you approach the fourth day. The MEL closure dates for the remaining CAT
defects are as follows: ‘CAT B’ defects: 3 days; ‘CAT C’ defects: 10 days; ‘CAT D' defects: 120
days;
If you disable a failure using the EFB’s Failure App which is also associated with a Tech Log
entry, it will temporarily clear any INOP stickers which have been placed on the instrument
panel. However, this won’t result in the defect being cleared from the MEL. This provides a way
for you to avoid an issue for the current flight, but the defect itself won’t go away. Remember, if
you are on the ground, you always have the option to simply repair a given defect by clicking on
the wrench symbol in the Tech Log.
If a service-based failure occurs which has an associated Tech Log item, it will be added to the
MEL list at the aircraft’s turn-around.

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Manual System Failure Management

USING THE EFB
The Failures app on the Electronic Flight Bag tablet is a simple yet
ACCESS THE FAILURES APP
effective tool to manually manage failures by either clearing an
existing, active failure or generating specific failures by setting the 1. The Failures app is
trigger conditions (time, altitude or speed). In addition, the simulation accessible from the EFB
of service-based and maintenance failures can be viewed and deleted tablet home screen. 1
using this app.
Note: Deleting an active failure using the Failures app which also has
an associated Tech Log entry will not remove the failure from the Tech
Log. To remove the associated Tech Log entry, you need to click on the
wrench symbol on the Tech Log whilst the aircraft is on the ground.
This simulates the proper repair of the failure as opposed to using the
Failures app as a temporary measure for conducting the current flight.

2 5
3

4
6

2. System categories marked red 5. Clicking on an active or armed 6. Highlighting the ‘Arm’ state will
contain active failures. failure will show the corresponding expand the pop-up window to allow
state highlighted amber. selecting the desired condition for
3. Categories marked green contain failure activation.
armed failures. Click on a systems To deactivate or disarm a failure,
category to show its list of failures. simply de-select a highlighted state 7. Selecting ‘Confirm’ will arm the
for it to show in white, then hit failure with the desired condition.
4. Click on any failure to open a pop- ‘Confirm’.
up window allowing you to activate,
deactivate, arm and disarm a failure.

GOOD TO KNOW
● Clearing an armed or active failure is possible at any time during the flight.
● Do not use the Failures app if you want to experience the service-based failure and maintenance simulation in a realistic
way. Faults will be fixed by the virtual maintenance crew (automatically) according to the clearance dates and time periods
specified in the tech log.

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Manually Triggered Failures

CREATE A NEW SYSTEM FAILURE (MCDU)
If you want to train to handle specific failures, you can utilise the MCDU’s Failure Menu to manually trigger them by either setting
the activation conditions in which they will occur or have them trigger instantly.

Once you are in the MCDU failure menu:

1. Select ‘<ARMED’ to create a new failure condition.
2. On first use, there won’t be any armed failures present. The MCDU will automatically display the ‘New Condition’ page.

From this page, you can set a new failure and its activation conditions:

● First, select the empty brackets on the left with the LSK 1L to
get a list of available failures (1).
● Next, choose one or more of the conditions for this failure to
activate:
1
● SPD (2) – Enter a value for knots IAS. Precede the value
with a + symbol to create “at or above”, or a – symbol for
“at or below”.
Valid range: 0 - 399 (kts)
● ALT (3) – Enter a value for altitude in feet MSL. Precede the
value with a + symbol to create “at or above”, or a – symbol
for “at or below”.
Valid range: 0 – 41000 (ft)
● TIME DELAY (4) – Enter a value for seconds. 2
Valid range: 0 – 3600000 (seconds) 3
● Click ‘INSERT*’ to add this failure to the ‘ARMED’ list or click
‘ACTIVATE NOW’ (5) to immediately activate the selected 4
failure.
5

Further options:
● You can also create a random time at which the failure will occur by inserting a time delay condition. To do this, use
the ‘OVFY’-key (located at the bottom right of the MCDU keyboard) to insert the OVFY-symbol instead of a number
value. This will create a random time delay between 0 seconds and 8 hours at which the failure will be triggered.
● The systems are categorised using the industry standard ATA numbering system. You may enter a chapter number
into the empty brackets on the left side, which will display just the failures for that chapter.
● Up to 5 failures can be associated with each condition or set of conditions.
● If you wish to get a randomly chosen system to fail with the condition you set, you may do so by placing the ‘OVFY’-
symbol into the empty brackets on the left side. This will then display as ‘RANDOM FAILURE’.
● Use the ‘OVFLY’-symbol followed by any number from 1 to 5 to choose the number of random systems to fail.
● You may also choose a random system within a specific chapter by specifying the ATA chapter number:
Example: ∆2ATA 24
This will choose 2 random systems within the electrical power category (ATA24). Note that there is a space
required before the chapter number.

CLEARING A FAILURE
● To clear an armed or an active failure, display either the armed or active list and use the ‘CLR’-button to delete the
desired failure.
● A ‘CLEAR ALL’ command is provided to clear all failures on the armed OR active list.

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Dealing with a System Failure

ECAM
The A321 provides for a convenient method to work through
system failures. “ECAM Action” messages are shown on the
upper ECAM display when a system failure occurs. These 2
procedures allow for troubleshooting the problem. 1
1. All fault messages are displayed on this part of the upper
ECAM display. It contains the fault message itself in
amber followed by a list of immediate actions to perform
in blue. If there are multiple faults, each one will have its
own section listing the fault and the action list.
2. This section shows a summary of the system categories
affected by the fault. 3
3. On the right side of the “Status” page (on the lower 4
ECAM display), you will find a list of all inoperative
systems.
4. On the left side of the Status page, a list appears which
advises you of actions which should be taken and any
consequences resulting from inoperative systems.
5. The ECAM Control Panel (ECP) is used to switch
between system pages and to work through the system
failures:
STS – Press this button to access the Status-Page.
CLR – Press the clear-button to clear a fault
message and proceed to the next one (if there
are multiple faults).

CIRCUIT BREAKERS
In the Flight Sim Labs A321, “Circuit Breakers” (CB) are
modelled. They are distributed throughout the flight deck
and are used disable or reset specific systems under the
following circumstances:
● Where a system failure has occurred, which requires a
reset to try to clear the specific failure.
● Where a Tech Log item lists a particular system as being
disabled, the corresponding circuit breaker is pulled out
and fitted with a collar preventing it being reset before
the defect has been repaired (1).
1

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 ELECTRONIC FLIGHT BAG

EFB / Aircraft Interface

The Electronic Flight Bag (“EFB”) is a device that replaces the paper documents and books that used to be carried inside each
pilot’s flight bag.
EFBs come in different form factors with various sets of features. Some are portable while others are mounted permanently or are
even fully integrated into the flight deck. Portable EFBs often use iPads or similar personal tablet hardware for their cost advantage.
However, these types of EFBs are not as feature-rich as the integrated ones as they are not linked with the aircraft’s avionics and
thus lack access to data like weights.

The EFB modelled for the A321 is, in principle, based on the portable tablet-style EFBs. EFB REMOVAL
Position information is obtained by a connection to an on-board WLAN. The EFBs can be removed completely if
you wish to fly without them.
Additionally, interaction with the aircraft simulation is also part of the EFB to facilitate
The option to do so is located in the
aircraft setup and handling. MCDU Option pages. Refer to the
‘Configuration’ section of this document.
FEATURES

Mass & Balance Briefing

Displays passenger distribution, Displays the Operational Flight
payload weight information and an Plan document (OFP) downloaded
associated graphic representation from flight dispatch using datalink.
of the centre of gravity.

Navigraph Charts ACARS

Display airport charts as well as a ACARS communication and
dynamic enroute chart using the management with the capability
Navigraph charts service. to both receive and send such
messages (loadsheet, slot
messages, weather info and
NOTE more).
Requires a Navigraph
subscription.

Tech Log Maintenance

Displays the technical log of the Reset mechanical components or
specific airframe flown, giving an circuit breakers located in the
overview of the maintenance avionics bay.
status of the aircraft. You may also refill fluids and
This is of course dynamic and perform other light maintenance
needs to be checked before each tasks.
flight.

Take-Off / Landing Data External Connections

Calculate take-off and landing Allows for manipulating doors as
data for any airport. This includes well as managing connections for
decision speeds as well as derated ground equipment, such as
thrust calculations. external power or air.
Supports intersection departures You may also trigger GSX service
as well as icing conditions. requests from this application.
Takes into account obstacles as
well as system failures.
Checklist Document Reader
Flight checklist, type and airline Display any PDF document within
specific. Custom checklists the EFB.
can also be created and displayed.

Web Interface
Can be used to display any web-
based tool or website.
Your favourites can be added so
that they can be accessed easily.

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 ELECTRONIC FLIGHT BAG

Basic Functions
Two EFBs are placed on the flight deck. One is on the Captain’s side, the other on the
First Officer’s side and each has the capability to show pages independent from the
other.

To turn on the EFB, make a long right-mouse-click on the tablet’s home button (1).

While the EFB is turned on, the same button can be pressed with a left click to return to
the main screen. 1
The EFB offers the possibility to add tabs that can link to any desired web page.

Full keyboard- and mouse input is enabled when a mouse cursor is hovered over the
EFB screen in the virtual cockpit. A border will appear around the edge of the EFB
screen indicating such input is active. You will be able to enter text, click on buttons and
scroll through documents and messages on the EFB screen using your keyboard and/or
mouse as long as the border is visible. Moving the cursor off of the EFB screen will
automatically turn off keyboard and mouse input.

4
3
2
8
6
5

7
1

WEB INTERFACE / SETTINGS PAGE Any new web address can be made a bookmark by hitting
the star-button to the far right (6).
To access the web interface as well as the settings page, click on New browser tabs will be displayed at the bottom of the EFB
the menu symbol at the lower left of the EFB screen (1). (7).
Bookmarks will be added to the button area at the top (8). To
The settings at the top of the screen allow you to: delete a bookmark-button, right-click the button and select
● Adjust brightness and contrast (2) remove.
● Adjust the browser’s zoom level (3) To close this settings page, press again the menu button (1).
● Enable or disable browser caching for the EFB tabs (4).
CHARTS
Note: These settings are not available when the EFB is
displayed on a real tablet or any external browser as this Access to Navigraph charts is built into the EFB using their
functionality is not needed outside of the virtual cockpit. API, so no browser tab is required.
If you want to use any other charts service available on a
The web interface functionality allows you to use any website website, we suggest you define it as a bookmark in the EFB
inside the virtual cockpit. to have it ready in a tab.
To add a new browser tab, select any of the bookmark buttons or
define a new one using the + - button (5).

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 ELECTRONIC FLIGHT BAG

Take-Off / Landing Data

Take-Off Data Calculation
The EFB take-off calculation tool allows for easy and convenient take-off performance calculation at any time before departure.
Terrain is taken into account for all calculations. Keep in mind that terrain-influenced calculations can only be made if the aircraft is
positioned at the desired airport.
1. Airport ICAO identifier
1 9 2. Weather data for wind,
temperature and QNH
3. Drop-down menu for runway
4 5 condition
2 4. Drop-down menus for
desired thrust setting and
flaps configuration.
5. Drop-down menus for anti-
3 ice and packs selection.
8 6. Take-off weight
7 7. Centre of gravity at take-off
6 weight
8. Runway selection, including
intersections
10 9. Buttons to calculate take-off
data and print the data if a
printer is set up.
10. Header for selected runway
and weight. Take-off data
appears below this header.

Landing Data Calculation

The EFB landing calculation tool allows for easy and convenient landing performance calculations at any time.
This tool also takes into account all system failure conditions that could influence landing performance.

1. Airport ICAO identifier

1 10 2. Weather data for wind,
temperature and QNH
3. Drop-down menus for
3 4 reverse thrust setting and
2 flaps configuration.
4. Drop-down menus for anti-
ice and packs selection.
5. Setting and clearing failure
7 conditions. When set, the
condition will display with red
5 background.
6. Landing Weight
6 8 9 7. Runway selection
8. Drop-down menu to specify
11 the amount of runway
contamination.
9. Choose between manual
landing and Autoland.
10. Button to calculate the
landing data.
11. Header for selected runway
and weight. Landing data
appears below this header.

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Mass & Balance

Shows the current payload situation and mass distribution. If an OFP is loaded via datalink, then it will also show the planned
weights and mass distribution. The indications will change in realtime during the boarding process.

1. Passenger distribution
2. Planned weights taken
from the OFP
3. Actual weight data
1 indicating what is
currently loaded onto the
aircraft
4. Indication of ZFW Centre
of Gravity for the planned
weight data
3 5. Actual ZFW Centre of
2 Gravity.

LOADSHEET
The actual loadsheet is sent
via ACARS messages and is
visible in the messages
inbox. See below for more
details.

ACARS
The ACARS tab is the message centre for all ACARS messages.

New messages are listed, titled and time stamped as they arrive. When a new message comes in, a notification bubble identifying
the message will pop up at the top of the EFB screen. This bubble will display on every EFB page, alerting you to an incoming
message. Unread messages have bold titles while read message titles are not bold. If ACARS messages are read in the MCDU, they
are also marked as read in the EFB. When messages are clicked, they are displayed at the bottom of the window. Messages are also
neatly sorted into categories on the left. Messages can be printed and even composed and sent from this tab.

1. ACARS message list

2. Message categories.
1 3. Print, reply to and delete
messages.
4. Enlarge message area
5. Compose new messages.
2
6. Clear all messages. This
is useful when on
turnaround between
flights.
3 4

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Navigraph Map / Charts

The Navigraph map and charts available on the EFB use the API provided by Navigraph. While the airport charts part provides the
same functionality you’d have with Navigraph’s own tools, the area chart/map has been enhanced with some extra layers that are
explained below.
1. Switch between maps and airport charts.
12 11
2 4 2. Switch between day- and night-mode.
3. Centres map on your aircraft.
6 7
5 4. Displays flight plan route.
1 3
5. Displays all traffic surrounding your
aircraft. Both AI aircraft and aircraft
flying on the same online ATC network
you are connected to will be shown. *
6. Displays ground-based precipitation
radar.
7. Cycle between IFR High, IFR Low and
VFR map base layers.
8. Add the airports for which you want to
have charts displayed - or -
9. Import the required airports from your
1 10 flightplan.
2 10. Airport charts viewing options.
8

* This feature does not exist on real EFBs. It has

9 been included here as a nice way of keeping track
of your friends when flying online.

11. SIGMET 12. Active Online ATC Sectors

SIGMET messages provide global info on significant The active Online ATC sectors map layer displays all sectors
meteorological phenomena. The messages usually contain being manned in the online ATC network of your choice.
location data which is displayed on the map as an amber polygon Clicking on any sector will pop up its name as well as ident,
shape. Clicking the polygon will display the SIGMET message. frequency and CPDLC station name.

Weather info and SIGMET messages will only work if the MSFS The data source for this layer is switched between VATSIM
simulator time is set to within plus or minus 1 hour of actual time. and IVAO depending on the ATIS server source selected
The weather data is not visible when the map is zoomed in to within the ATSU options pages.
airport level.
For details on how to set this, see the ATSU / Datalink chapter
If you need help in decoding SIGMET messages, download the (�ATSU Datalink Options)
following quick reference card from ICAO:

● www.icao.int/APAC/Documents/edocs/WS-SIGMET.pdf

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Checklist
The flight checklist available in the Checklist app is normally the standard Airbus checklist. However, if an airline uses a custom
checklist, then this is part of our Airline packages and reflects that airline’s procedures.
If you are building your own airline package,
the file to modify the checklist is named
ipad.ini , you can find it in your MSFS
Community folder under
fsl-a32x-airline-packs\[ICAO code]\Config

In the ipad.ini file, find the [checklist] section

with all its sub-sections to modify or expand
upon accordingly.

Connections
Allows for connecting external ground services and equipment, as well as configuring the aircraft to receive such external
equipment.
The Connections app offers options for
FSLabs internal ground equipment
simulation and aircraft components such as
doors or the GPU.

IF GSX IS INSTALLED

If GSX is installed and you want to command

ground services yourself, you need to use
the ‘SERVICES’ button (1) to control GSX
services manually.
This means that if for example you require
GPU power in a scenario where it is not
being provided automatically, you can’t
press the GPU button, instead you need to
request the GPU service from GSX.

If you are working with the automated GSX

workflow while using the ATSU functions,
then all services available in the
1 Connections app are handled automatically
without the need for manual input.

See the GSX chapter for information on

FSLab’s fully automated GSX integration.

(�Ground Crew Services)

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Documents
A PDF document reader is available within the EFB should you wish to consult manuals during flight. Dedicated buttons for Flight
Sim Labs documents have been created by default.

In addition, custom PDF files can also be opened from within the document reader by clicking on the “+” button. In order to access
custom PDF documents, these files need to be placed in the following location:

[FSLabs Installation Folder]\fsl-common\FSLabs\Documentation\[desired aircraft type]

LINKS WITHIN A DOCUMENT

If a PDF features hyperlinks within the document to
allow for quickly jumping between pages and sections,
then these links are highlighted in yellow when you
hover your mouse’s cursor over them to help you find
the correct click-spot.
This is particularly helpful when working with the Flight
Sim Labs’ Minimum Equipment List document.

1. Access FSL supplied

documents.
5 2. Add custom documents.
3. Show/hide the side-bar.
3 4. Display PDF electronic
table of contents.
4 5. Additional document
viewing options.

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 ADDITIONAL INFORMATION

Add-On Software Recommendations

GSX NAV DATA UPDATES

Experience realistic ground crew operations that integrate Your A321 is delivered with a navigation database provided
seamlessly with our aircraft, including realistic push-back by Navigraph. If you need nav data that is newer than the
procedures or follow-me car guidance. included database (ie. due to major airspace changes or when
You will see vehicles, support equipment, boarding flying on an online ATC network), you may purchase up-to-
passengers and members of the ground crew. date databases via the Navigraph website.

● https://www.fsdreamteam.com/products_gsxpro.html ● https://navigraph.com

REALTURB Recommended flight planning software

This software greatly enhances turbulence in MSFS 2020. It To best experience the extent of the datalink features
covers clear air turbulence (CAT), in-cloud turbulence and modelled, Flight Sim Labs recommends using the following
terrain-induced turbulence and therefore adds capabilities free programme, capable of producing Operational Flight
the base sim doesn’t provide. Plan files (OFP):
While this software is not required to enjoy our flight control SimBrief
system modelling, it certainly helps to experience its realistic SimBrief can be accessed for free at the following website:
implementation to a greater extent and is therefore highly
recommended. ● www.simbrief.com
● https://secure.simmarket.com/m.-a.-realturb-realturb-
cat-areas-global-v2-msfs.phtml

Credits
We wish to thank all our beta testers and technical advisors for
helping us so much during our development.

We could not have done it without you guys! Thank you!

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