Fenix A320 Tutorial: Landing (+Descent & ILS Approach) with a Real Airbus Pilot! Beginner Friendly

[Music] hello everyone and welcome to another video with me 320 sim pilots and today carrying on our series of tutorials on the phoenix simulations airbus a320 for microsoft flight simulator we are going to show you how to run through the preparation of the aircraft for arrival the entire descent the approach and the landing so a big video today lots to cover this will be primarily aimed at those of you brand new to the airbus so this should be able to get you through even no prior experience just a little bit of basic knowledge of airplanes and you should be able to use this to get the airbus safely on the ground in your simulator but of course hopefully i'll be able to provide something to those of you more familiar with the airbus with some extra context using real world experience i am a real world airbus pilot but this is for any real world use it's just to give you that extra context on your home simulations now this is of course a highly detailed hb20 that has only recently been released so it's very exciting and we're going to run through lots and lots of different systems and how to get them set up for your approach arrival and landing today we are carrying on our sector from brussels to london heathrow so a short flight but we'll jump into the flight deck and i'll guide you through the setup okay so here we are in the cruise which is where we were left at the end of my previous videos so we are currently routing towards london london is over here we're going to land at london heathrow we're operating a brussels airlines flight a b-line flight so what i'm going to do is take you through the setup and then the approach and landing now you're going to want to get set up at a reasonable time before your top of descent we don't have a top of descent arrow just yet but we're not far from london london's probably 200 miles away uh as per the range actually it's 160 miles away so it's definitely time we get set up this is even a little bit late but it is a short flight so what i want to do is first of all set up the mcdu or we're actually setting up the fmgc uh by the mcdo the flight management guidance computer so to do that we need to go and check what sort of arrival we're going to fly now if you're using charts then that's great you can go into your chart and start comparing them and select the ones you need for your arrival but if you're not then don't panic i'll talk you through it um it's not too difficult to do but what i'm going to do is fly the logan arrivals let's see if i can find it where it has it gone there it is logan 2 hotel and then i'm going to plan we're landing on a wesley runway so i'm going to plan to land in on runway 2 7 left so let's put 2 7 left in there we're not going to worry about stuff on the ground for this video so a lot to cover today as i said so this is the arrival logan arrival take us from logan in towards the lamborn vor as you can see our flight plan ends at logan because that's what we started with so to set up the mcdu in this case you'll remember in our full setup on the ground we did a diff strip acronym for the approach there's another little flow but it's slightly different it looks like a little top hat we go from flight plan to radnav to progress to perth to fuel prediction to secondary flight plan and that these are the only pages we need to set up for the arrival so it's a little top hat that we're going to do some people call it frpp but that doesn't include fuel and secondary they're not considered as important but yeah you're going to do a little top hat pattern like this so starting with the flight plan you need to select the line select key here next to your destination if you scroll through the flight plan or something like that it's going to stay at the bottom anyway so it doesn't matter don't select any of these just select this bottom one here and then on the top right you're going to go to arrival now we need to know what approach we want to fly in today's video we are going to fly an ils approach and we've already agreed and i've already forgotten i think it was two seven left we said we would fly the approach for it is indeed two seven left so i'm going to select the rls427 left then we need to choose the star so the star is the standard terminal arrival route so what this is going to be is our route to get us to the approach so as we can see this is the logan to lamborn this is our star charts uh you can see our never rivals it's called but uh yeah very commonly called stars so that is the one we're going to select so to do that you simply scroll through so just like before when we set up for departure you scroll with these arrows up and down to scroll through the different approaches available so i want to find the logan 2 hotel i've gone past it there it is and selects you'll see it's all in amber and it appears in amber on the screen that's because it is simply uh showing us what it's going to do when we select active um so loading down and finally there is the approach via and the transition so this won't always be required don't worry if you're not sure what they are but i can show you for example here um this is a straight line into this is the ils approach and this is the star chart but they don't quite connect this leaves us at lambor it doesn't lead us to the ils if we go back to all our charts again don't worry too much about this i'm going to show you how to connect the dots if you need to but if we scroll down is it on here maybe it's in the arrival chart there will be the transitions the initial approach from lamborn there you go that's what we're doing this time so i'll just start that and this gives us a route to get from lamborn to the start of the ils for two seven left so what i can do is put in the approach via because we're going via landborne so if you see it doesn't connect and we can also see that if we go to plan see here it it does just a straight line in actually so it does connect but anyway more accurate would be to go via lamborn and then it gives us the wiggly line that we're expecting so you might need to put in a via sometimes that via is used for flying full procedures as well it's it's not necessary to get too bogged down with it at this stage so anyway effectively you're looking to have your green line connected um somewhat sensibly all the way through so if i scroll through now logan there's the star and it goes all the way through and flies that wiggly line onto the ils i'm going to actually select constraints as well and i can see it has those constraints so these are the speed limits the aircraft needs to obey when it's flying that arrival and altitude limits as well so that all looks good i'm pretty happy with that if you have a discontinuity which is very possible let's say for example you um you're looking at a screen like uh let's see what point can i take out without making a mess let's take out um yes if you see this uh discontinuity like a message like that this is flight plan discontinuity all you have to do is press the clear button and as you see yellow here because i haven't activated it but if it did say discontinuity on your green flight plan press clear select next to it and it will remove it and then join the lines which should hopefully help out so if you found your star does not connect to your approach that's something you can do anyway i'm going to erase that and there we go so let's go back to arc mode and zoom out and i can see now the aircraft knows our arrival plan it has a top of descent arrow just after logan so that is good news it's getting pretty much ready that's not far away now so we need to to keep uh progress here so there is the flight plan page done so we've got a route all the way to landing i'm also going to check here that it's a sensible approach so here's the runway two seven left there is the approach and i can also see the go around 1080 feet london six miles and 3000 feet so go around for another day this is just to get you all set up for the approach so there we go so it has the arrival and i can see the three degree here for the three degree final approach to the runway which will be the ils today next radnav so remember flight plan radnaf progress per fuel secondary so in radnav again these will be auto tuned you do not need to select anything in the vors unless you're specifically flying a vor approach which will be for another day but even then it should also tune the correct vor but i'm going to leave vor selected vor1 is showing us pointing the needle to lamborn over there but what i will do is go back to my chart and i'm going to check that the ios for 2 7 left is coded correctly so 109 decimal 5 is the frequency with a course of 269 degrees on the redneck page 109 decimal 5 course 269 degrees 3 degree slope which needs to match up with the slope on our chart three degrees this is typical for ilses if you don't have the charts don't worry this is taken from a database and it should be correct um 99 times out of 100 it will be but we do check it of course in the real aircraft but if you don't have the charts don't worry if you've selected the approach and you click on rad nav you should see the frequency in there we do not need to tune it ourselves which is great progress page now shows us a lot of information but what i'm going to do is type into the little box here i'm going to put the runway threshold that i'm landing on two seven left the reason i'm doing this is this gives me a good idea of how far away i am um if i was to go in a straight line just in case air traffic control didn't make us fly around all those squiggly lines we saw earlier maybe we'll go from here straight to the rs so by putting that in there i always get a distance to the runway same for if the runway last minute changes uh sorry not the runway the approach type changes or something like that it just gives me a distance to go without having to look on the flight plan page but this is a direct line to the runway which we're not doing this is the actual flying miles we're going to do 125 to go but this is more of an advanced thing but that's what i put into here on the progress page you don't need to do that performance page now is currently in climb phase which is wrong actually it should have gone into cruise let me just change that by putting 240 in here there we go and now it's gone to mac out cruise there we go so we are in the cruise phase that's the page you should see here gives you the manage speeds and so on you can see activated approach face we do not want to do that yet and it says enter destination data it gives you this message as you approach your top of descent the reason it's giving us that message is we haven't filled in all of the um performance information so remember progress perth so in the performance page you then need to go to next phase there's a descent and it shows you the planned mach number and speed which should be fine assuming you have a sensible cost index you don't need to fiddle with that and next here is the approach page of the performance we need to enter some information it wants the weather information for where we're going it needs this so it can correctly calculate the vertical profile and also the pressurization because remember it is automatically planning the pressurization and depending on the temperature and the q and h which is the pressure setting you may have different pressurization requirements now we can get the weather two ways in the phoenix we can go to ats mtv menu atsu aoc which is the a cars remember weather and then i can type in uh sorry go to weather requests type in your airport and we're going to want the meter the current weather so i'm going to press send that will then arrive as a received message down here it will take a second to arrive alternatively in the phoenix app you've got the my flight section you can click on weather and you can click on um the arrival weather you've got departure and arrival and then you can refresh it and it will bring up the weather or you can even get the digi-atis if that is available for your flight but uh we don't want to use the atis i want to view the meta for heathrow so there we go it has now arrived in here so several options here more realistic would be to use the mcdu because we don't have internet in flight typically so what have we got uh qnh108 16 degrees so 1008 is the q and h 16 degrees goes in here the ground temperature magnetic wind is 310 at seven it's also got a varying wind but i would just put in the main wind the three one zero at seven fly level six zero and then we got v approach that's all correct and filled in next is barrow so we are doing a normal cat one ils so if i go back to my chart i can get the minima that we're going to use as you can see down here barrow so it is not the height which is this little number in here you can see da is the big one and then in brackets is the h the height we want the dishes in altitude which is above sea level that's 277 feet above sea level is our altitude where we need to see the runway so i'll just type in 277 into barrow radio is for auto lands we'll discuss it another time flat 4 for landing you can also select config 3. i'm going to land config full today config 3 landings are for another video and i'll just say that most comment is config full on the a320 family i know that the flap three there'll be those of you out there screaming that flap three is in fact the standard setting it is the standard flap setting and yet it is so much rarer for a lot of pilots that's what i'm going to say from my experience that's not necessarily gospel and that will vary between airlines and where you are in the world and typical procedures but there we go flat full for my landing finally next phase the go around page in the engine out acceleration altitude i'm going to put the go around altitude so again this will be talked about in a future video with go-arounds but initially i have to stop at 2 000 feet so i'm going to put in this little box or this little section the altitude at which i must stop in the event we go around but that's a whole other topic so we've done flight plan radnav progress and performance next we can just check the fuel prediction page to make sure we have enough fuel for when we get there um i haven't got alternate fuel loaded but anyway we are arriving with plenty of extra fuel and secondary flight plan i'm going to copy the active we're not going to use that today so just a copy will be absolutely fine so that is the uh fmgc or mcdu loaded up for the arrival now what i'm going to do because we're so close i'm just going to press the pause so we're no longer moving through the air because i want to just talk through the next phase so we've loaded up the aircraft for the arrival we've checked the weather and we've looked at and briefed our approach effectively uh we know the route we know the frequency we're going to fly a three degree ils i'm going to talk you through that as we get down there so don't don't worry about that so let's talk about our actual descent from here on out on star route so standard terminal arrival it is very common to have restrictions as we can see here if i zoom in on the plan page just like on the departure there are restrictions these are shown in magenta on the navigation display and as we scroll through you'll see several so saber it says flight level 160 on the navigation display to check what these levels restrictions are we can also select the key next to them if you see a little amber asterisk that means there is a restriction and the airplane thinks it will meet it if it was amber sorry the magenta asterisk means it will meet it if it's amber it means it won't so these are all looking good the airplane is happy it can make these restrictions so see the t d point is our top of descent and then we have saber there's a restriction this green number on the right is the altitude it expects to be at or the flight level it expects to be at at that point if we select next to it i can see that the constraint is flight level 160 so the airplane wants to be at flight level 160 not above not below it is aiming for 160 and it thinks it's going to make it as we scroll through there's several more including speed constraints see this 220 knots and the flight level 7 0 constraint as we can see here these are drawn on and the airplane is happily thinking it's going to make it so that's what these are telling us just like they would on the departure so when we descend the aircraft we have two ways we have several ways to descend the aircraft but this down arrow is a calculated descent point where the aircraft thinks if it descends here it can follow these restrictions so hopefully you've seen my videos i have videos on climbing modes in the autopilot and using it for navigating so hopefully you've seen that video the descent is very similar in there are several ways to control the autopilot in the airbus but effectively there's two main principles we have managed modes where the buttons are pushed away from us so as long as you have your cockpit interaction system under accessibility set to legacy you'll see these little arrows which is what i have here what you want to do for managed modes is to push these away from you with the little up arrow so you can push all of these don't ignore virtual speed for now but you can push all of these up and then you get the dashed lines and everything except the altitude where you get a little dart instead what this is saying is telling the airplane to control what it's doing so we've got the arrow telling the airplane you decide the speed so it just dashes out up here because i'm not selecting it if i wanted to select it i could use the down arrow to pull it towards me so my point is if you have these pushed away from you and you have these dashes and the airplanes flying along in these modes mac out cruise nav then that is a good sign that the airplane has calculated its descent's profile and it's going to um follow the nav routing you've put in fma awareness fma means flight mode enunciator that is these uh words up here these are crucial so the green modes are telling us what the airplane is doing the blue modes which you can't see are armed modes there's nothing armed right now so we'll see that in the descent so i'm going to start this descent at the top of the sense by doing very simple thing i'm going to wind in the new altitude i want in the window and then i'm going to push in the altitude knob and let the airplane manage its own descent one last thing to do then before we get down is you would of course do a arrival performance so go to your arrival performance app you would do a check of the landing distance required so we're landing at heathrow we've got to tell it the runway i'm going to land on 2 7 left i think the runway could be wet by the time we get there so if it's wet you need to select good these lower ones are for future videos this is to do with contaminated runways snow eye slash flooded things like that so go for good if it's wet dry otherwise then we're going to refresh the metal get the latest weather at heathrow and apply it then we're going to scroll down to aircraft config and i'm going to select low auto brake idle with no reverse thrust auto thrust on flat full landing manual landing and i just need to enter my weight to get your landing weight take your gross weight now and take away the fuel you'll think it's going to burn before landing so how do you calculate that well we're going to allow a 3.4 tonnes of fuel we currently have 3.8 tons of fuel so the airplane thinks it's going to burn around 400 kilos between now and landing now that's a bit optimistic in real life you'd probably burn a little bit more but there we go so if we took that 400 kilos and we take it off the gross weight which is this is the live updated current weight of the aircraft so 400 kilos means we're landing at 60.0 tonnes so that's what i'm going to type in here so you do have to do a little bit of a calculation very simple all the maths that pilots do is simpler than you'd think and there we go with those configuration it means that our landing distance available is 3658 meters our landing distance required is 2000 meters so much shorter and the 1.15 is the factored landing distance so what you want is this this this number on the right 2303 today must be lower than this number on the far left the landing distance available this is the actual distance required minimum but but we don't want to use that we want a factor as well in case we float or something isn't quite right or we don't select reverse quick enough something like that and that remember is using flat 4 low auto brake idle reverse uh on a wet runway so there we go lots of room uh brilliant piece of design this again better than a lot of the uh the real world app so there we go okay so now let's release the simulator and hopefully we are moving again we are indeed so let's uh oh yeah and i said low water breaks i'm going to select low auto brake up here you cannot use maximum auto brake for landing only low or medium if you use medium then i would recommend you don't use flat 3 for landing but other than that there's loads we could talk about with the brakes but low or medium basically if your runway is short medium but luckily you've got this calculator here that will tell you so you can see if i was to actually use medium water break instead uh let's change it to medium it is such a short distance so that's also an option but i'm gonna go for low good so getting to our descent arrow what we need to do is select the attribute we want the aircraft to descend to so i'm going to put in saber at 160 as our first out shoot i know that's the next restriction and then what i'm going to do before i reach the arrow is push it in one six and push it forwards and by with a little up arrow i'm telling the airplane you descend me and you choose how and down it goes dez now it's got this out magenta flight level two five zero it shouldn't say that because we are below that restriction but that's going to clear anyway um because of course we are below it so there it clears right so now we have flight level 160 blue um you've got a little blue level off arrow let me just clear that nd behind us at the terrain display so there's a blue level of arrow at saber now we're seeing thrust idle this will change between thrust idle and speed depending on what the auto thrust is targeting we've got des mode which means the aeroplane is deciding and we've got nav we've got out blue 160 so remember this blue means it's armed altitude or flight level 160 and it's planning to level off there so that is all great this green donut here is telling us whether we are on the vertical profile or not if we are below it if this green donut is up here somewhere then we are low on the profile if it's below us then we are high on the profile you can go to the progress page to get more information on this vdev is telling us we're 26 feet low which is absolutely fine and it would tell us if we're above it would say plus 2 000 if we were 2000 feet above it likewise you'd see this dot way low on here what you see over here is because we have managed speed remember it's pushed in so we get the dashed lines we're letting the airplane choose the speed it's going to obey the speed restrictions for us and it's going to target the speed in this bracket that way if there's something different about the winds compared to what it was expecting then it can keep it idle thrust and be more efficient without having to start changing thrust settings and so on if it gets a bit high it will accelerate up to this top limit if it gets a bit low it will decelerate it will pull the nose up to the lower limit there we go something i want to show you is if uh we're flying this whole arrival in descent mode at the moment so the managed mode what i'm going to do is go back to the charts i can just choose my arrival um so the level restriction at the final point 7 0 at lambor and we can see here the blue line above and below so that's the limit so i can actually just put seven zero in the window now and it will show us the next restriction it's going to have to apply 160 in magenta here so let's say a traffic control said don't worry about those restrictions just descend now as quickly as possible please flight level seven zero how do we do that well this brings me on to the selected modes for descent if we pull the altitude we get this open descent in open descent mode the airbus will command thrust idle as it is and you'll see thrust idle on the left here and then it will descend and adjust the pitch to maintain the speed on the left so that's what open descent is now as you can see the speed is still managed so the airplane is just choosing to fly that planned descent speed which was available on the perth page 277 knots is what it's flying it was a mach number higher up so if i wanted to send quicker what i can do is also select the speed so pull it with the little down arrow and then you see it goes blue because i've now selected it and then i can wind it up and up and up and the airplane well it doesn't have any more thrust to apply because i've told it i want you in thrust idle open descent so it's going to lower the nose to aim for that speed target so that's how you could descend a bit quicker and this will ignore the restrictions now we're at open descent hence 7 0 appears down here good so let's go back to manage descent and there's speed des and we've got out seven zero which is not quite right but there we go out one six zero it should now level off at one six zero for s it will have to apply for us to do that and you can see the v dev scale has gone way above us so those are some of the modes the final mode would be vertical speed i can select a vertical speed by pulling it towards me remember once again taking control from the airplane and then you can simply wind it carefully now watch out if you select the vertical speed above you by accident just like in the climb if you do it the wrong way you will lose the out blue message and therefore uh you're never going to level off it's just going to keep climbing at 400 feet per minute and remember in vertical speed the airplane will prioritize that over your speed target so if i now wind the vertical speed to something ridiculous like let's do something stupid down let's do all the way there five thousand feet minute down watch so the airplane is in speed mode targeting speed mode but it is which means the odds sorry the auto thruster is targeting speed but the vertical speed has taken priority the engines are at idle but it cannot slow down enough and it will keep accelerating until it does get close to an overspeed now the airbus does have a protection in place but just watch out it will not prioritize the speed in this case um it will just prioritize the vertical speed it won't quite overspeed or stall because there is a another protection which we'll see in another video right so managed managed there you go and it should level off there you go it's going to aim down for the next restriction at lamb170 des next uh remember air traffic control might give you headings so you could pull the heading and take control of it if you do manage des mode will not work you get this it's reverted to vertical speed and you heard that triple click that's because it cannot fly in manage descent mode in heading because it doesn't know where you are so it can't calculate it as well so in heading mode all you can use is vertical speed or open descent those are your two options and then you can fly around and heading that would be a way to navigate your way to the runway or what air traffic control might do at busy at airports to go back into nav is to push it in and it should re-engage nav but that's only if you're very close to the line or pointing towards the green line on the navigation display if you are not if you're pointing away let's wind the airplane all the way to the left like this 200 degrees and turn it away and if you're pointing away it will not automatically go back to the line so you need to then do a direct so let me just show you that so we're turning away now let's put it into vertical speed for a while as we're so low so i'm just going to do a thousand feet per minute there we go so pointing away now by the way on the nav display you can see this number 0.6 is telling us we are 0.7 miles now left l of the the planned line here so once you get off the line you can't just go back into nav i can push this and it will arm nav nav is in blue remember that's armed so it's saying well i'll do now when i can but it wants us to be on this line pointing at the waypoint brasso which i can see up here so it's never going to do that because we're pointing away so we'll just fly off into the infinite it won't actually re-engage so if you're pointing away and you're in this situation you can either turn the heading bug back around intercept that line but that's not perfect especially if the two-way point which is what this weapon up here is is now behind you so the best way this neatest way and you can see here by the way no nav intercept message it's telling us you're not going to intercept the navigation line this won't work it's very clever it's warning us this isn't working i recommend you do it direct so go to the direct we'll skip braso let's go direct to wesle you select it you look on your screen you'll see the amber line that it's computed and then you can do direct to insert and now the airplane will fly that line back now we are back in nav mode i can re-engage des speed there's nav and the airplane can take over again and make my job a bit easier so there we go that is some of the modes for descending the airbus so the next thing happening is we're reaching ten thousand feet now an important thing happens at ten thousand feet in the descent there's a few things that we're going to do here but uh typically this is around the time where we will consider turning on the fast and sea belt signs and the camera can start preparing the cabin for our arrival you'll also see the aircraft will automatically decelerate to 250 knots on most arrivals there's also a 250 knot point on the navigation display this little magenta dot here is a decel point by the way so that means i can see that there's a the aircraft will change its speed and slow down so actually not only is there 250 knot limit at wesley there's actually a 250 knot limit for flight level 100 which is quite normal speed limit exceeded message just means that it's probably gone through a few knots not a major concern so 10 000 feet we've turned on the seat belt signs some airlines will turn on the landing lights at this point uh they used to be normal but these days um sometimes they don't so landing lights can come on they'll fold out into the airflow make a little rumble under the wings and we can press the ls buttons remember we're flying an ils today so we press ls on both sides that way that's going to show us our ils scales landing scales landing system there's a few different arguments over what the actual name is or what ls stands for but there it is so that's now ready there's no magenta dots but i can also see the frequency that's tuned 109.5 so there we go that is something we'll do at 10 000. uh also if we were flying a non-precision approach like a vor or a rnav we wouldn't turn on the ls it definitely would not but we're flying on our list so we do and if you're doing an opposition but it's a good habit anyway is to go to the progress page and just check that your navigation accuracy is good so gps is primary tells me a good thing but also i can see here required accuracy 0.3 estimated 0.03 so this number on the right should be smaller than the number on the left if it is your accuracy will be high the aircraft knows where it is to a good level of certainty so we can carry on flying this approach as per normal but that's again more applicable to non-precision style approaches now we couldn't arrive into heathrow without planning to do a hold so what if you are asked to do a hole by air traffic control i know those of you going on to vaccine with this will want to know how to do that so very straightforward in the airbus go to your flight plan page then select the waypoint you want to hold at in this case lamborn and i can see that on the chart lamborn has a hole in it at it i'm going to select next to it with the key and then select hold very straightforward hold at lamborn we can have computed or we can have a database one the database one isn't here but computed is gonna be based off your current inbound so let's do the correct hold it's a left hand turn hold inbound course is two six three outbound is zero eight three so course two six three and then i just change the r to left for a left hand turn one minute time that's fine for today insert you can change the times depending on your altitude up to flight level one four zero it's one minute holds above flight level one four zero it's one and a half minute holds that time is the time of the outbound leg um so a one minute hold is a bit smaller than one and a half but that's a detail so now you can see the hold is in a green line in front of us so the airplane is going to arrive at landborne it's going to obey the speed constraint and it's going to enter this hold and on the flight plan page you can see lamborn hold left hold left hand turn so that is all looking good we have plenty of fuel you definitely want to take a note of your fuel if you think you'll end up in the hold i'm leaving it in des mode but remember there is also open descent if i pull that it will go open descent down to flight level 7 0. now it's slowing down to come back to green dot speed which is the most efficient speed to sit in the hold at so coming back to green dot that is normal at this point in the approach so we'll fly a hold and i'll show you how to get out of the hold as well if air traffic control asks you to beautiful day out there today very nice right so speed announced star these modes won't change by the way it's going to stay in nav mode as it flies the hold so let's zoom right in and we'll see now reaching overheads green dot speeds which is the again the most fuel efficient speed to be sitting in a hole at and now it's just going to fly around i'm sure many of you have spent plenty of time sitting in this hole in in the real world if you've ever flown into heathrow so we'll leave it there flying it's hold um if we wanted to leave all we do is press immediate exit it will then carry on around the hold but next time over landborne it will actually continue with the approach and carry on flying that line now before we do that i want to show you what's coming up because it's going to get busy again so i'm going to plan i'm going to scroll through the flight plan and we can see all these different waypoints so if you look at this it's going to obey the constraints you've got these little magenta dots where it's going to decelerate um no problem there as expected but here's what i want to show you you can just about make out here a magenta d it's a it says d and it's got a magenta ring and it's written in magenta maybe it's probably clearer no no clearer that is the deceleration point so what's the significance of that point well what's going to happen is when the aircraft overflies that waypoint it's a pseudo waypoint which means the aircraft has generated it is not from a database it is dynamic and the aircraft has chosen to put it there when we fly through that waypoint and by the way we can actually see it here see that d cell it's going to activate the approach phase so what does that mean well if you think back earlier you'll remember on the performance page we have this little option activate approach phase which we haven't done yet we don't do that until a bit later on what that does is when we activate it it will change the target speed that the airplane is targeting when in managed speed mode as it is now so if we activate the approach phase right now the airplane will target green dot speed if we then put out flap 1 the airplane will automatically reduce the speed to target the s speed remember from takeoff that s speed is there it's our minimum clean with the slot or minimum speed of the slats out it's not actually the minimum but it's often used like that but anyway so what we want to do is before we fly the approach we must have the approach rates activated because that way we can have that activated we can manage the speed on the fcu and just put the flaps out and the airplane will automatically target the next speed as you slow down so when you go to flaps two it will target the flap two f-speed and then when you put out flap full all the way down to flat full it will actually target your v approach so once you're in landing configuration of flaps whether that's three or four it's full today the airplane will target the v approach speed so it's very clever so it means we don't have to sit here winding the speed back as long as it's in managed speed and the approach phase is activated however if you do it too early it will mess up the descent planning a little bit the airbus will think that you're trying to slow down early and it will get a bit confused but anyway you have the option to do that so we could activate it now it'll be no problem but i'm going to do it once i leave the hold because that's that's more of a normal way to do things so hopefully that's clear we can activate the approach phase in the mcdu using this button on the perf page you can actually also see it in the um oh no don't do that you can see it goes amber there we go so yeah you can confirm it so anyway we can activate it here or we can fly through this magenta waypoint and it will do it itself however doing it like this can be a little bit late it's quite sporty if you just do it when the airbus automatically would do it so a lot of people most people will activate it themselves a bit earlier just so they have control and then if you want to fly faster than green dot or whatever speed it's targeting then you can actually just pull the speed but having an activated earlier is a good thing it's very important if it's not activated you could find and it could be by accident it's not activated or you've missed a waypoint or something it's unusual but it you know it could mean that you target the wrong speed without realizing but anyway there we go so currently in the holds what i'm going to do is go to uh flight plan immediate exit and now you can see the whole line has disappeared it's going to carry on with the arrival great stuff now what's our next altitude we can fly down to if i go to the initial approach from lamborn there we go it's actually going to go minimum holding level which is seven zero and then six thousand feet over here so you guessed it uh what's coming up is we need to set our q and h we're not going to do that until we're cleared to an altitude so our next cleared actually is 6000 feet let's say our traffic control tells us to go to 6000 now and they tell us to do it immediately then i'll put 6000 in the window virtual speed down and pull vertical speed 900 out blue it's armed six zero and now we can set the q and h which we agreed was i've already forgotten i've written it in the perf page q h is one zero zero eight one zero zero eight and we'll set it on the standby as well there we go so now it's gonna level off at six thousand feet which is great slightly below constraints since hence the magenta dot that's right the doughnut is now above us so leveling off at six thousand so from here we could let the airplane fly around this and then we can uh join the rls like that uh very straightforward we leave in nav mode once we're on an intercept heading so somewhere here i'm simply going to press approach that's all you need to do in the airbus that will arm and you'll see in blue lock and glide slope sorry glides up and lock but we don't want to do that just yet because i'm going to show you a different way of doing it so very straightforward if you're not sure you can just leave it in nav until you arrive on your intercept heading and go from there so what i'm going to do now is just pause this in once more because we've got a couple of things to talk about it's going to happen very quickly okay so the sims pause we're not moving a second way and a common way to fly approaches is the air traffic control vectors use so those of you using that sim you might get a heading and then we intersect the rls like that so we'll just head over towards it this is the final approach over here on our navigation display if that were to happen then we need to make sure that the flight plan is sequenced so what do i mean by that well the current two-way point is written in white on the navigation display and it'll also be if you go to flight plan page it would default to line two so lamborn 11d is the two-way point we can also see it up here on the top right of the navigation display land 11. if i was to fly over here we would miss that waypoint and if we don't fly close enough the airbus won't think we still want to go to it and it will get confused and it's not ideal so i'm going to show you how we can fix that what you can do is you can actually extend this centerline you can get the airplane to draw the centerline out now this is a bit advanced so if you're not sure don't worry too much about this just stick with the green line but i'm going to show you what i mean by that so i'm just going to unpause the sim so let's say we're now given headings and they say continue present heading there we go we're into heading mode going we're level at six thousand you can see it's lost the constraints now because we've come off that so what i'm going to do is activate the approach phase as we agreed earlier activate and now target speed will drop back to green dot there we go so what i want to do now is extend the centerline over here so if you this is a bit advanced so don't worry too much but if you go direct pick a waypoint on the final approach i'm going to go for ci27 left ci27 left and then i'm going to do a radial in and i'm going to put in the reciprocal so the opposite direction because i want the line to go this way so put zero eight nine into the radial in and it will draw a line zero eight nine into the ci two seven left hence that yellow line there and then i'm going to insert it so what we've done now is the two way point now is the ci27 left you could also just clear through the other way points if you're not happy with this system but what i've shown you there is now the two-way point is ci27 left so the calculations should be based on that and be a bit better and it means the flight plan is sequenced so when we join the rls it will fly via these points and it will sequence to the next one that way when we come to fly go around uh it would have sequenced properly it also is a good way of ensuring that the approach phase activates automatically in case you've forgotten now here's our favorite message no nav intercept that's not a problem that's because we're not pointing at that line we've just drawn we get the nav blue up here all you have to do is repo the heading bug to clear it out great and now i'm going to turn the aircraft around and start heading over towards that line and let's descend down to 3000 feet we'll do that in open descent so thrust out open descent and we're descending to 3000. so those of you who stuck with the green line that's absolutely fine and you can follow through from here just as you would have done but this is a method that allows you to sequence the flight plan and like i say alternatively you could just clear through the waypoints lots of ways of doing it but the idea is that this point up here should always be a point you are actually flying to ideally and not one that's behind you that way you'll remove a few possible errors the airbus could throw up now remember we are at green dot because the airplane is um in manage speed mode and i've activated the approach phase if i go to perf it's no longer an option because it is active so let's select the flaps just going to pause it once more sim is paused how do we select the flats well obviously we just move the flap lever but we have some speed limits we can't just do it at full speed so what are those limits well they're written up here velocity for flap extension one one plus f two three and full in flight if you select the flap lever to one you'll get just one one plus f means that you'll get one which is the slat and then a bit of flap at the back two three and full all include flap anyway so the one plus f is used for takeoff disregarded in flight and it's only in some abnormal situations where you might see it so one is a speed limit of 230 knots that's helpfully shown by the airbus on the pfd with these little amber equals lines up here so oh they're called eyebrows so once we're below that amber then i can select the next stage of flap so releasing the sim again we are moving i want to go flat one so let's go flaps one and now the red line the overspeed limit drops to that limit and the speed starts reducing to the green s remember we agreed that with the approach phase active and in manage speed as we put the flap out it will target the next speed automatically so there we go now you can go below the s if you need to so if i wanted to select speed let's say air traffic said 170 knots there's nothing to stop me selecting 170 here that would be okay you must not go below vls uh most pilots don't go too far below these speeds but you know it is acceptable um but with some caution let's just i'm just going to radio back to myself because i'm not using that green line as we saw earlier so let me just head a little bit outbound there we go i'm just going to use my heading bug to get myself around onto the rs so there you go the speed now will actually target that it's gone below the s but if i manage it again let the airplane decide you'll see that the target is shown as one three four but it would it won't actually fly that target that is the approach speed it is going to return to the green s that's what it's aiming for i can also of course interfere with vertical speed and select a vertical speed and then we'll see speed vertical speed um you know these are all the different modes we've already seen remember des mode is no longer available to me because i'm not on my green line i'm not in nav mode there is london beneath us great so let's descend now down to 2000 feet and let's do that in thrust idle open descent that's right now let's do 3000 feet 3000 feet open ascent and we have flat one good so what we can also do is go and run our approach checklist that's something we need to do that happens about now um or maybe it should actually happen a bit earlier so documents normal checklist approach ecam stages is checked i'm checking to see there's no sds message here nothing unusual in the ecam so that's checked approach type and runway i look at my navigation display and check the type and runway so rls and 27 left that's what we wanted to do minima we have own here mda277 approach phase active so that's the perf page you shouldn't see anything here it should be blank like this that means the approach phase is active otherwise activate it now below that once we're cleared to now shoot barrow ref we've got qnh108 set and set great stuff right i'm just going to pause this in once more so the sim is now paused let's talk about getting onto the ils the flying ils approach going back to our charts you need to start off below the glide slope so the ils is a big topic and i will do a video on it in the future um and i have done videos already on the channel to explain what it's doing for us so this is going to be a very very brief guide the ils stands for instrument landing system it covers two axes it gives us lateral guidance so called the localizer which tells us if we're left or right of the runway centerline and it gives us vertical guidance called the glideslope which tells us if we're high or low so to fly an ils approach what we're going to do this is a top-down view of london here's the left runway we're landing on this is the extended centerline we call it it's a if you imagine drawing a line out from the center line that's what we're going to intercept we want to fly along that line to line up with the runway same for the glide slope it is this is a side on view here's the runway and this is what the glideslope looks like pointing out into the distance it's three degree angle above the ground so three degrees we're going to intercept that fly down it and that will guide us the runway at three degrees which is normal for an ils approach so we need to intercept it we don't want to be above it when we do that so i'm going to descend to be slightly below it and then join it as you can see here it as the further out we are the higher it is so typically at 3000 feet is about 9 miles away from the runway please remember that's based on the airport elevation so you need to check how high up the airfield is so london heathrow runway elevation it's three hectares pascal's is nothing it's very low um so all i have to do here look here runway runway is 77 feet touchdown zone 56 feet above sea level so what i need to do is add that i mean today they're basically the same but let's say this was one thousand it was a thousand feet above sea level in that case three thousand feet above the runway would actually be four thousand feet on the altitude but a lot of airports in europe in particular are closer to sea level although there are those that aren't so anyway keep that in mind 3000 feet above the runway not above sea level above the runway is about 9 miles on a 3 degree glide slope so if i get myself down to 3000 feet above the runway which today is actually 3000 feet on my altimeter and i get myself out to let's say 12 miles then i'll be below the glide slope i want to be below it because it will then come down from above and i can intercept it and carry on down the glideslope how will i know well i've got this diamonds showing up now so what these are telling me is the glycemic is above me and the localizer is to my left which makes sense i can see ill over here and the frequency which tells me the airbus has identified it so i don't need to listen for it it's identified so the correct ios is showing up ill which is the same ident as we have here it's actually this morse code digits underneath if you wanted to listen for it so i'm below the glideslope i'm at 3000 feet i can then get myself out i want to intercept and be on the center line by about i could do about 10 miles but i'm going to aim for a bit more about 12 miles and that way it will join the localizer and then we'll join the glide soap as it comes down and you'll see this diamond move down it will reach us and then carry on down with us so that's how we're going to fly the ils so it's easier to show you so let's release the simulator i'm then going to get a bit closer and then turn around and intercept you want about a 30 degree cut on the intercept so i'll show you what that means in a second so just turning south now and leave it in managed speeds okay so about two miles out a little bit of a tailwind on this direction so i'm going to turn it to intercept so it's runway two seven so if i turn the heading to intercept at around about two four zero degrees there you go so we're turning now and what i need to do is now i'm pointing towards the airfield i'm going to press approach appr you could also just press localizer and then later push approach but i'm just going to do the full thing now as you can see we get glideslope blue and lock blue these are armed modes glide slope localizer so localizer will now activate when this localizer diamond over here which tells us the center line which we can see on our screen is off to our left here it comes and this will work as well if you flew this whole thing in that mode and then we get lock start it is capturing that localizer turning towards it to point down the runway great news next we are 13 miles 3000 feet so around about nine miles i expect this diamond to reach me and then the airplane to go glide slope star and fly down the glide slope so that is going to come up very soon so it's all working out nicely for us by the way when you arm the approach push button you can also engage the second autopilot at the same time by pressing ap2 and you'll get this message cat 3 dual ap1 plus 2. this is more to do with auto land and low visibility so if you only have one autopilot which is fine then you'll see cat 3 single ap1 you could also fly with just ap2 of course like this and you'll see it's the same thing cat 3 single ap2 so i'm going to have both auto pilots cat 3 ap 1 plus 2. here comes the glideslope and this is our distance measuring equipment by the way this tells us how far we are from the runway 11 miles remember we also typed it into the progress page uh currently 10 miles there's a slight bug going on with this at the moment i'm not entirely sure what's causing it something to do with the ils is so here we go 3000 feet glideslope star and now the airplane's going down so i think this dme reading is slightly wrong and this is something that's going on with the simulator right now and then we can see the runway in front of us we've lined up correctly with it happy days once you're moving down the glideslope oh and let me just pause here let me just talk so we're no longer moving let me talk about uh speed and configuration so what i want to give you is some basic numbers when you're about 15 miles from touchdown and you can see that on the flight plan page distance to go or you can judge it oh i know i'm about 10 miles from here or nine miles we're a bit closer than this suggests at about 15 miles you need to be below 250 knots and slowing down that would be the fastest you'd want to be and you can just count down from there so 14 miles 240 knots 13 miles 230 knots 12 miles 220 knots and so on and that will work all the way down to your configuration so i'm currently about nine miles from touchdown and i'm at 180 knots so that's i according to my logic i could be at 190 knots by six miles i want to be no faster than 160 knots this is not a rule you can change this in the real world we do fly different speeds this is just a rough idea if you're above those speeds you are probably a bit fast and you need to do something to slow down so of course to get below some of these speeds like for me to get below 180 now i'm gonna have to put out flap two so uh that's going to be my next step and i'm going to leave it in managed speed and the airplane can just carry on decelerating if you are fast we can of course use the speed brakes the speed brakes i haven't talked about all video but you could have used them at any point in the arrival if you were high or you wanted to slow down the airplane with the autopilot engaged they will work up to half but that's a whole video so you can just deploy them yourself so let me release the sim break so let's go to sims mail moving let's go to flap two remember we're below the equal sign now the flap at the back of the wing will come out and this is where we get a bit of drag and the airplane should start decelerating as well once we're on the glideslope so we have glideslope star i can set the giran altitude which you'll remember from earlier it's 2000 feet in the window and it's just sitting there good so aircraft is decelerating we have the option to use speed brake if i put them out they'll deploy on the wings and they will help slow down the aircraft which we could have done at any point on this approach up until now once you go beyond flat three you can no longer do that so that's worked out we're now 150 knots to eight miles we're plenty slow enough so i don't need to consider myself slowing down the aircraft anymore next step is when do we put the gear out so the configuration order is flap one flap two then gear down then flap three and flat four i recommend putting the gear down between five and six miles when you're new again we do this later in the real world in certain conditions and at busier airports but uh five and six miles is a good place to do it again watch out this dme is wrong at the moment in the simulator we're actually six miles away from landing which makes more sense given our attitude to 2000 feet so i'm going to put the gear down now when we do we lower the gear as soon as you've done that you arm the ground spoilers by lifting this up and we turn on the nose gear lights so nose light goes to taxi only runway turn off to on you'll see now over here landing gill being red and then it will go to three green triangles there they are the gear is now down great then i can go to flap three and flat four checking the speeds you can configure the flaps whilst the gear travels there's no problem doing that uh in unusual situations but you can put flat three out before the gear and so on but i recommend keeping it simple so giving you some distances there and the order to configure flat one flat two gear down flat three flat four and certainly by around five miles i'd say put the gear out flaps three flaps four right so looking on the pfd we can see the ils is being followed correctly because the diamonds are in the middle so this is our localizer telling us we are in the correct place if this was on the right then it means we are left and we need to fly to the right uh likewise with a glide slope if it was above us it means we are low so we need to fly not up but perhaps level will off or shallow our descent to recapture it we're going to run the landing checklist of course so let's do that very straightforward in the airbus landing check this auto break is set to low and we can see automatic low down here misapproach altitude 2000 feet is set and the ecam memo landing no blue so we want to see no blue messages on here um which it will until you get the landing configuration up and the signs and so on that is it we are now stabilized and ready to land off of our ils okay so you guessed it we're gonna have to pause again to talk about the landing briefly so landing the airbus is uh quite straightforward there is a technique and i'll be doing videos on it in the future but here's what we're gonna do today we're learning from an rls so at some point uh any point from now you could have disengaged it earlier we're going to disconnect the autopilot that's done using this red button the bind for this button is autopilot off in microsoft flight simulator and it's important you have the correct one set otherwise you may have autopilot disconnect which will involve it will simulate you that you're pressing one of these buttons which would be wrong and it will actually give you the wrong sort of warnings so in the real airbus you if you press this red button you'll get the autopilot off chime you'll get three times and it will say it for a second and then it will stop you only need to press it once and that will work correctly in the phoenix as long as you're using the correct bind of autopilot off good so we're going to press that any point now and then we can keep following the flight directors all the way down to um well to a sensible height but we're visual so we're going to start looking at the windows soon but you can keep following the flight directors in the meantime and they will keep you on the localizer and glide slope because those are the active modes at the top of the pfd good so that's what we're going to do and we're going to carry on flying with this so how do we land the airbus well it's quite straightforward as i said the airbus is going to start counting down radio altimeter altitudes and it's going to say 500 soon enough we're currently 810 this is our radio altimeter showing on the pfd this number down here it's gonna that is pinging a signal directly to the ground beneath you so there's not an altitude above sea level that is a height above the ground where you actually are it's a very accurate number compared to the altimeter so what we're going to do is we're going to hear the number probably 100 and then we'll hear 50 40 30 20 10 maybe five so those are heights above the ground so around about as you cross the threshold you'll hear 50. you may or may not hear 40. it will depend on your settings um so some of these are airline specific so if we go to sim settings and then you go to airline modifiable uh sorry no no fireball it's in red up call out so you can actually see so i've got 50 40 30 20 10 and 5 all enabled the airlines have different policies on that anyway the key one is going to be about the 30 so you hear 50 40 at 30 and by this point we'll be looking out looking out towards the end of the runway when you hear 30 that's a good time to start the flare the flare is a maneuver where we raise the nose a couple of degrees just to reduce the rate of descent for landing that's all it is the best way to judge it is looking out of the window it's a bit of a nose up the airbus is going to do lots of things in the meantime it will change to what's called a flare law we're currently in normal law it's going to freeze the trimmer it's going to put a slight nose down input don't worry about any of that that's all there to make it feel natural to you as a pilot so you're going to look out the end of the runway when you hear 30 raise the nose just a little bit there's no specific number just enough to reduce the rate of descent then at some point after that and before the main wheels touch down you're going to idle the thrust levers remember they're still in climb because in climb mode we have the auto thrust engaged as we have over here and speed so if we leave them in climb and we try and land the airplane it will actually start to accelerate the engines to maintain the speed and if we touch down with them in climb it will actually spill all the way out to climb thrust so we don't want that to happen so at some point after 30 after you've started the flare but before you touch the wheels down you're gonna idle the thrust levers to zero that way the auto thrust will disconnect and it will stop trying to maintain the speed and they will idle the engines for landing and it will keep them at idle after you touch down good so that will be probably around 20 maybe 10 feet um you can adjust that depending on the situation so in normal conditions probably somewhere between 10 and 20 feet but if the airplane has too much energy you might do it a bit higher closer to 30 feet if the airplane is low on energy or you're sinking a bit fast then maybe you'll leave it on a bit longer maybe to five feet who knows it's an adaptable thing they just must be at zero by touchdown that's the the only rule there idling it straight away at 30 feet uh is um something you could do if you've got a lot of excess energy but what you don't want to do and what is the incorrect technique is to idle the thrust levers and then flare the aircraft that is a mistake that some people fall into so make sure you start the flare about about 30 feet and then idle after that before touchdown now that flare point of 30 feet will also depend on the conditions if you're sinking really fast you might need to start it earlier maybe 40 feet maybe even closer to 50 if you're finding that the airplane's got a lot of extra energy and you're running a bit um a bit it's starting to float along the runway then you might not flare until a bit later maybe 20 feet but you will learn to adapt that as you get used to the aircraft so these are not exact rules but the thing that i must stress is that these must be idle by touchdown and you don't want to idle them before you start the flare or you'll find that you run out of energy we leave them on a little bit longer just to make sure we have some thrust available to us if we need it the airbus will say at 20 feet readout on the manual landing that is just a reminder all it's doing is telling us that we need to close these by touchdown it's such an important thing airbus built in that oral reminder so if you don't idle them it's going to keep saying which is saying please which means um return the thrust it will remove the thrust levers back to zero so it's gonna keep saying that until you do don't worry if you need to leave them there because you've you're getting a lot of sync rate then that's something you just have to do and the warning is just there to remind you to close them by touchdown it's just a reminder that's very clear on that in a manual landing what happens once we touch down well in fact just before we touch down if there's a crosswind you're going to remove that crosswind in the last few feet but i will talk about that in a future crosswind video that's a big topic but yeah make sure you're pointing down the runway so flare out of the thrust levers and before touchdown you're going to just squeeze a little bit of rudder in the direction you need to point it down but don't worry too much about that now so once the main gear touches down the ground spoilers will deploy because we've armed them so as soon as the main gear touches down we can move the reversers to idle reverse remember we're using idle reverse so that means from zero where they'll be for the landing you can just lift up the levers and put it to reverse idle you could go to max initially and then back to reverse idle if you choose it's your option or you could just go to match reverse if you're not sure don't worry too much you can do that as soon as the main rules touch down that is the way it works on the airbus and then you're going to gently lower the nose of the aircraft to the runway we don't ever push forward on the side stick to do this unless there's something strange going on so generally you just release a bit of the back pressure that you've been holding in the flare you release that pressure and let the nose gently settle onto the runway don't hold it up we don't hold it up we don't allow the aircraft to decelerate with the nose in the air we don't want to do any of that we just gently lower it to the runway promptly uh as soon as the main gear touches down but without pushing forward or anything silly like that and then the auto break will engage when the auction break engages you'll get a decel light on here when it reaches a certain threshold and you'll see of course the trend narrowed down in the real aircraft this is where pilot monitoring would say root spoilers to check these have come up then they'd say reverse green because you'll see reverse on the engine display and then say d cell which means the aircraft is decelerating satisfactorily okay right sounds simple enough let's give it a go okay are you ready then so releasing the simulator now remember all the automatics are in you're gonna want your feet up and your rudder pedals at this point if you're using them we get the landing inhibit message which means the ecam is not going to give us random warnings now it's going to save only special warnings it thinks are going to be an issue for the landing very clever system the airbus has so here comes the other pilot off so i press the red button you'll hear the clicks we see the autopilot off message i pressed it once and then it reverts that triple click is the airplane saying oh i can't auto land so i've downgraded to cat one it's just telling us there's been a downgrade so we can keep following the flight directors now if we want but it's time to start looking out as you get visual it's a good idea to keep your eyes towards the end of the runway so i can see i'm getting a bit low got the papi's if they're three reds you're a bit low if it's four reds you're very low if it's three whites or a bit high if it's four whites you're very high that's these lights over here two whites two reds means we're on profile as you know now the glideslope may disappear off that's a bug with the sim at the moment but i'm going to keep flying down with those papi's towards the runway something sensible keeping that vertical speed about 800 feet minute 700 feet minute whatever it was when you're flying down the ils fully configured here we come then looking out down the runway 30 flare idle holding the nose there that's all we need there's touchdown deploying the reversers using the rudder to keep it straight gently lowering the nose oh it will be on the router there so now as we said earlier we have spoilers reverse green and the airplane is decelerating you can see the d cell green light has come on on the low auto break message and that is us on the ground so it's very straightforward you flare you idle and you just let it settle it's just a small pitch change to reduce the rate of descent for the landing now that these the auto brakes will bring the aircraft to a stop unless you manually take over by pressing the tow brakes which deselects it but if you're using the thrust master tca you also need to turn the dial to off or disarm otherwise it will re-engage straightaway and there we are welcome to london heathrow [Music] [Music] so [Music] so there we are that was an entire uh approach preparation descent rls approach and landing in the phoenix simulations a320 hopefully this has helped you if you've been wondering about a few of these things and how to get the aircraft done and to those of you who are used to flying the airbus in the sim hopefully it's giving you a bit of extra context or information on on some of the things we do with the real aircraft as i said earlier there's lots and lots of things here um to go through and these are big big big topics where i could produce easily a one-hour video on a lot of different things that we've covered today so there'll be more videos to come in the future and guides on the more advanced things as well as non-precision approaches so do please subscribe if you'd like to see more of these videos there'd also be live streams coming where i talk about these things and reply different approaches around the world as well as fly other different airliners and i can answer your questions so do please subscribe if you'd like to see more videos or live streams otherwise we'll see you again in another of those videos or streams soon thank you very much for watching goodbye

Channel: 320 Sim Pilot

Views: 170,709

Keywords: Real airbus pilot, Microsoft flight simulator, Fenix simulations, A320 ceo, Fenix a320, Phoenix airbus, cold and dark, beginner guide, takeoff, setup, descent tutorial, fenix landing tutorial, a320 landing tutorial, real airbus pilot landing, approach tutorial, ils tutorial, fenix ils tutorial

Id: iDOTAJVdU_A

Length: 62min 30sec (3750 seconds)

Published: Wed May 25 2022