FLIGHT SCHOOL

Airbus A321neo
Tutorial Flight

BASIC A321
PROCEDURES
DATALINK-ORIENTED
WORKFLOW

FOR SIMULATION
USE ONLY

MICROSOFT FLIGHT SIMULATOR

[Link]
 AIRBUS A321 Airbus A321-251N
INT02
TUTORIAL FLIGHT TABLE OF CONTENTS Revision: 09-Jun-2025

Introduction 03

BASIC TUTORIAL KLGA-KBOS 01

Sim Preparation 01
Departure Preparations 02
Before Engine Start 20
Gate Departure 22
Taxi to Runway 26
Departure 30
Enroute 36
Inbound 38
Landing 42
Gate Arrival 46
Debrief 50

ADVANCED TUTORIAL KBOS-KLGA 01

Briefing 01
Sim Preparation 02
Departure Preparations 04
During the Flight 24
Debrief 30

1 2 Best viewed in 2-page mode

with single first page.

Airbus A321 | Tutorial Flight

[Link]
 AIRBUS A321 Airbus A321-251N
INT03
TUTORIAL FLIGHT INTRODUCTION Revision: 09-Jun-2025

BRIEFING

The purpose of this tutorial is to give you a basic document with which to fly the A321 using real
procedures on a short flight from New York, USA (KLGA) to Boston (KBOS), and back to New York.

This tutorial is designed to be flown with “best use of equipment” for the first leg, meaning all
phases of the flight will use the autopilot and all systems will be in normal operation mode. There
will be no information regarding manual flight procedures, real operational specifics or discussion
of proper airmanship and no flight planning skills are needed. You will learn to enter the flight plan
manually, with the necessary data given in the tutorial text.

After you have completed the first leg, you’ll be able to handle the A321 with all its systems on
normal operations with the same workflows used on the real aircraft checked using the very same
flight checklists. During cockpit preparation, some less critical flow items – i.e. checking systems
which are already in good working order for the flight - will be skipped so as to not confuse you
with too many details for this first flight.

To cover as many systems as possible and to keep things easy at the same time for your first flight,
a published Standard Instrument Departure (SID) using the autopilot will be flown, as well as a full
autoland on an ILS approach requiring no manual inputs on the controls until you vacate the
runway.

The return leg, however, will feature some guidance for manual flying, as well as make use of the
complete set of avionics datalink features that the Flight Sim Labs simulation has to offer. It
contains several bits of advanced flying techniques, but will in turn omit various basic steps that
are covered on the first leg.
That second part requires you to be familiar with how to plan and produce an Operation Flightplan
Package (OFP) using a flight planning tool.

If you do not possess in-depth knowledge of how to operate an A320 family aircraft, then the first
leg of the tutorial is perfect to get you familiarised with how the basics of an A321 flight deck work.

If, however, you’re already well versed in how to fly an A321, and you just need to know how things
work with the Flight Sim Labs simulation for this aircraft type, then you may skip the first leg and
set up the aircraft in Boston for the return flight.
Flight Sim Labs has developed features that go well beyond the feature set found on standard
aircraft delivered with MSFS, both in realism and immersion. To get the maximum from our
simulation, it is strongly recommended to complete the 2nd leg of the tutorial flight.

Note: If you have GSX installed, use the other tutorial document available that does explain
GSX

things for GSX users including manual GSX control as well as the complete integration of
GSX functionality in our aircraft operation workflow.

Airbus A321 | Tutorial Flight

[Link]
 AIRBUS A321 Airbus A321-251N
INT04
TUTORIAL FLIGHT INTRODUCTION Revision: 09-Jun-2025

ADD-ON SOFTWARE

Below are listed some recommendations for additional software to enrich your simulation
experience. However, none of these are required to complete the tutorial flight. They are merely
recommendations for more realism.

► SCENERY ADD-ONS FOR MSFS

You might want to consider the following two airport scenery products which are available
for purchase:
▪ New York La Guardia - KLGA
Scenery by MK Studios - [Link]
▪ Boston Logan - KBOS
Scenery by FlyTampa - [Link]

► CHARTS
In case you do not own any of the payware chart solutions, find the required charts for free
on the US Federal Aviation Administration’s portal:
▪ FAA: [Link]/air_traffic/flight_info/aeronav/digital_products/dtpp/search/

► GROUND SERVICES TOOL

While this tutorial document details the use of the A321 without GSX installed, we
nevertheless recommend to add GSX Pro to your simulator. The tool will not only enable
realistic pushback procedures, but also a seamless workflow of loading and unloading the
aircraft when integrated with FSLabs software. You won’t need to open doors nor remove
chocks or trigger the pushback manually. Every job of the ground crew is automated within
a realistic workflow and can be observed visually for a much more immersive experience.
Do note however that GSX is not required to complete any of the tutorial flights in this
document.
▪ GSX Pro
FSDreamTeam - [Link]

Airbus A321 | Tutorial Flight

[Link]
 BASIC TUTORIAL Airbus A321-251N
BAS01
KLGA-KBOS SIM PREPARATION Revision: 09-Jun-2025

SIMULATOR PREPARATION

1ST LEG - KLGA-KBOS

► Setting up the simulator and the FSL A321
Start Microsoft Flight Simulator and on the opening screen select the following items
before loading the simulator:
– VEHICLE: FSLabs A321-251N (NEO LEAP) - Livery American Airlines - N951XV
– LOCATION: KLGA (New York La Guardia), Gate 23
– WEATHER: ‘Few Clouds’ preset
– TIME AND SEASON: Any date, time of day 10:15h Local Time

Press ‘FLY’ or ‘Start Flight’ to load the simulation.

The A321 is now placed at gate 23.

WEATHER

There’s no significant weather to consider for this flight other than some light winds, so the
weather briefing is a quick one:

– La Guardia Airport:
Temperature: 15° C
Surface Wind: 283° / 4kts
Clouds: Few 1800ft / Few 4800ft
– Boston:
Temperature: 15° C
Surface Wind: 285 / 4kts
Clouds: Few 1800ft / Few 4800ft

Average wind at CRZ level: 271° / 4kts

QNH: 29,92 inHg at both airports

Airbus A321 | Tutorial Flight

[Link]
 Airbus A321-251N
BASIC TUTORIAL BAS02
KLGA-KBOS Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

AIRCRAFT PREPARATION

Often times the aircraft is powered up long before the pilots arrive. Maintenance personnel will
make sure that the aircraft is powered and ready for when the flight crew arrives. Maintenance,
cleaning or refuelling may also start before the pilots enter the aircraft.
However, if the aircraft is in superb shape, had been cleaned the night before and it is the first
flight of the day, then it is not uncommon to board an aircraft completely powerless.

EFB
The Electronic Flight Bags, here modelled using an iPad mounted on the side window frame,
are plugged in, ready for use.
If it’s not yet activated, turn on the tablet with a single left-click on the home button (1).
Feel free to use any pass code to unlock it.

Once the main page is visible, find the application labelled ‘Connections’ (2). No such app
exists on the real aircraft of course, but this is for quickly setting all available connections with
ground support equipment.
Filled buttons indicate active equipment and doors get filled when open. As such, you can see
that chocks are in place (3).
Connect the ground power unit (GPU) (4) if it’s not already connected and open the forward
left door (1L) (5).

SYSTEM FAULTS

If you see any yellow INOP stickers on a panel, or

ECAM fault messages on the upper ECAM display,
this indicates system failures added by the FSLabs
maintenance simulation.
Apply the following steps to get rid of any fault for
this first tutorial flight:
Open the ‘TechLog’ app on the EFB (6), then press
the button ‘Reset Tech Log’ (bottom right corner - 7)
to clear the faults. 7

Airbus A321 | Tutorial Flight

[Link]
 2

1
6

4
5

3
 Airbus A321-251N
BASIC TUTORIAL BAS04
KLGA-KBOS Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

COCKPIT PREPARATION

POWER-UP
When spawning the aircraft at a jetway gate position, it should get powered up automatically.
However, should everything be completely dark, power up the aircraft at the electrics panel on
the overhead (labelled ELEC). To power-up the aircraft, first turn on battery 1 and then battery
2, both OFF lights must be extinguished (1).
Then turn on external power (EXT PWR) (2), the green ‘AVAIL’ light be replaced by a blue ‘ON’
light.
The systems will then go through their self-test sequences, so that you have time to look at
your flight documents which provide the following details:

ROUTE
KLGA to KBOS via
KLGA JUTES3 DCT MERIT OOSHN5 SCITU KBOS
LOADSHEET FLIGHT DURATION DEP RWY AND SID
Zero Fuel Weight: 145000 lbs 45 minutes flying time Runway 22
ZFW CG: 28.4 % DEP east to JUTES
FUEL PERFORMANCE STAR / APP / LDG RWY
9978 pounds Cruise Level: 290 OOSHN5 with MERIT transition
Cost Index: 49 CAT2 ILS approach RWY 33L

SYSTEMS OVERVIEW
With the aircraft loaded and powered up,, have a look at all the panels to determine what state
the aircraft is in.
Going all the way down to the lighting and APU panel, check that the NAV lights (3) are set to
either position ‘1’ or ‘2’. The APU is still off (4).
Looking at the top left of the overhead panel, you can see all three inertial reference systems
(ADIRS) are off (5).

► ECAM
While the switches and lights on the overhead panel show the state of many of the various
systems of the A321, you will have a much more detailed overview of the systems using the
lower ECAM display or system/status display (SD - 6) which is controlled by the ECAM control
panel located on the centre pedestal below the lower ECAM display. Using the pushbuttons
of the ECAM control panel, you may cycle through the various system pages giving you an
even better initial overview.
The ECAM control panel (7) allows you to cycle through the system pages on the SD.

Airbus A321 | Tutorial Flight

[Link]
 1

3 4

7
 Airbus A321-251N
BASIC TUTORIAL BAS06
KLGA-KBOS Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

COCKPIT PREPARATION OVERHEAD PANEL

The next step in preparing the cockpit is to extinguish all the white lights on the overhead
panel by pushing each corresponding button. Start scanning for these at the lower left of the
overhead panel then move upwards, then lower centre, and then the lower right side. Note that
by doing so, you will not necessarily be turning on the corresponding system or component but
setting it into auto or armed mode (if available).

Make sure to scan the entire overhead panel for black square pushbuttons with a white ‘OFF’
light on them (1), then press those buttons to extinguish them.

► ADIRS
Rotate all three ADIRS selectors (2) from OFF to NAV. System 1 first, then 2, then 3.
The inertial reference system is used by key systems like autopilot, flight control computers,
flight instruments and navigation. A proper set-up is essential. NEVER move the aircraft
while the three platforms are still aligning.
Note that ADIRS alignment, as on the real aircraft, will take around 10 minutes to complete.
The time remaining to alignment is displayed on the engine / warning
display (E/WD) (3) on the upper ECAM display.
► EXTERIOR LIGHTS
On the lower end of the overhead panel (EXT LT) check that the ‘STROBE’ switch (4) is in the
‘AUTO’ position.
► SIGNS
Move your view to the right and set the ‘SEAT BELTS’ and ‘NO SMOKING’ sign switches to
‘ON’ (5).
Check the emergency exit lights to be armed with the switch ‘EMER EXIT LT’ being set to the
‘ARM’ position (6). The amber ‘OFF’ light is extinguished if the lights are armed.
► NOSEWHEEL STEERING
On the gear panel, check that the ‘A/SKID & N/W STRG’ switch is set to ‘ON’ (7).

CENTRE PEDESTAL
► COMMUNICATION
The communication panels (called DRAIMS - Digital Radio and Audio Integrating
Management System) are located next to the thrust levers, one on each side. Check that
both of them are turned on. If they are not, turn them on using the brightness
switch (8).
The panel can also be used to manually tune navigation frequencies if required.
► TRANSPONDER / ATC
Next, call up the ATC page to change transponder settings by pressing the ‘ATC’ button (9).
Set the transponder to ‘AUTO’ by pressing the button next to ‘ATC MODE’ (10), then check
for the altitude reporting (ALT RPTG) to indicate ‘ON’ (11). Leave the TCAS selector (12) on
‘STBY’ for now. Then switch the DRAIMS unit back to the VHF main page (13).
Since there is no ATC for this first leg of the tutorial flight, we won’t need to set a new
transponder code.

Airbus A321 | Tutorial Flight

[Link]
 1
2
2
2

9
7

3
8

13 12
11

10
 Airbus A321-251N
BASIC TUTORIAL BAS08
KLGA-KBOS Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

FMGS INITIALISATION

MCDU
The next step is to prepare the Flight Management and Guidance System (FMGS) for flight. To
do this, we need to feed the Flight Management and Guidance Computer (FMGC) with relevant
data. To do this, the crew uses the Multifunction Control Display Unit (MCDU) which serves as
the interface between the pilots and the FMGC (and other systems too). Two of these units are
located on the centre pedestal between the pilots:
To insert data, execute functions or switch to pages, the MCDU features keys left and right of
each field (1). These line select keys (LSK) are referred to according to their vertical position
vertical and whether they are left or right of the display. For example, the key on the top left
is LSK 1L, the one on the bottom right is LSK 6R.
To turn on the MCDU, press and hold the ‘BRT’-key (2) until you see text being displayed.

► WEIGHTS AND FUEL

Before we enter data into the FMGC, we quickly confirm that the fuel and payload are set up
correctly for this flight. Fuel and payload can be set using option menus accessed via the
MCDU. This capability is provided as a convenience for purposes of the simulation and is not
something that is available on the real aircraft. Payload weight consists of both passengers
and cargo that is loaded into the belly of the aircraft. Fuel consists of the amount of fuel by
weight (in kilograms for purposes of this tutorial) loaded via a refuelling panel located
underneath the wing.
▪ WEIGHT UNITS
For this tutorial flight, we’re going to fly using imperial weights. Therefore, the A321
needs to be set accordingly via the MCDU option pages. Although the imperial setting is
part of the American Airlines livery after installation of the product, you must confirm the
correct settings:
On the MCDU access the options menu via the line select key 5 right (in short LSK 5R) (3).
Then press the LSK next to ‘UNITS’ (4).
Confirm that the units are set the same as the example to the right, with bigger letters
for °F, LBS, QT and IN-HG (5).
Press the LSK 6R next to ‘RETURN’ to go back to the options page.
▪ FUEL / PAYLOAD
To set the fuel quantity, press the LSK next to ‘FUEL’ (6).
The total required fuel amount of this tutorial flight shall be 9978 pounds. Type ‘9978’
into the MCDU and note that this figure appears at the bottom of the MCDU display (an
area known as the “Scratch Pad” (7) ). Next, press the LSK 6L to change the fuel amount
to the desired weight of 9834lbs (8), followed by the LSK 6R (7) to return to the options
menu.
Proceed to the payload page by clicking on the LSK 5L (9).
The total zero fuel weight (which is the total weight of the aircraft without fuel) shall be
145’000 pounds. Type in ‘145’ and then press the LSK 1L to change the zero fuel weight
(ZFW) to the desired weight (10).
The ZFW and ZFW CG figures would normally be provided by the ground crew on the load
sheet. For the purpose of this tutorial, we will consider the 145’000lbs figure as having
been provided this way. Take note of the ZFW and ZFW CG numbers next to LSK 1L (10).
You will need these numbers to properly programme the FMGC for the flight.

Airbus A321 | Tutorial Flight

[Link]
 1

3
1
2

5
6
9

10

8
7
 Airbus A321-251N
BASIC TUTORIAL BAS10
KLGA-KBOS Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

FMGS INITIALISATION CONTINUED

FMGC SETUP
After payload and fuel have been set, it is time to prepare the FMGC for the upcoming flight.
First press the ‘MCDU MENU’ button (1), then use the line select key 1 left (2) to access the
flight management and guidance computer or FMGC.
Should the ADIRS still be in alignment phase, an amber “GPS PRIMARY LOST” message will
appear at the bottom of the display. When alignment is complete, you will see a simple “GPS
PRIMARY” message. You may clear either by pressing the ‘CLR’ key on the lower right.
At the top of the display you can see that this is an A321 equipped with LEAP-1A33 engines.
Next to LSK 2L (3) you see the date of the navigation database. If you haven’t updated the
database since buying the A321 then you will see the date 25JAN-21FEB. Otherwise the date
of your currently installed database will be shown.

► FLIGHT PLAN INITIALISATION

Press the ‘INIT’ key (4) on the MCDU to start loading flight plan data on the “INIT A” page
of the FMGC.
The following information will have to be provided:
(5) ‘FROM/TO’: Point of departure and destination.
(6) ‘ALTN’: The primary landing alternate airport
(7) ‘FLT NBR’: The flight number of today’s flight.
(8) ‘COST INDEX’: A value specifying the relation between cost and speed for reaching
the destination.
(9) ‘CRZ FL’: The intended cruise flight level for today’s flight.
First enter ‘KLGA/KBOS’ into the MCDU and then press the LSK 1R next to ‘FROM/TO’ (5).
Note: Should this action lead to a list of available routes being displayed, hit ‘<RETURN’
using the LSK 6L to get back to the INIT page.
Then enter ‘KMHT’ for the alternate aerodrome at LSK 2L (6).
Note: Manual alternate route entry would be required. However, this is outside
the scope of this tutorial.
Enter ‘AAL4650’ at LSK 3L (7) as the flight number, followed by ‘49’ for ‘COST INDEX’ one
line below (8).
The cruise level for this flight is flight level 290. Enter ‘290’ and press the LSK 6L (9).
The INIT page should now look like the example on the right (10).
Next to the flight level inserted you’ll see a field for TEMP. This is the temperature
forecasted for when you reach the cruise flight level. Since we use the standard MSFS
weather preset “Few Clouds” you do not need to alter this number, the temperatures are set
to ICAO standard atmosphere conditions (ISA).
Note: Whenever you use real weather you must check the forecast of your flight planning
software to get the actual value and correct the temperature accordingly.

► ADIRS POSITION INIT CHECK

When all data entry is done on the INIT page, press the LSK 3R to display the ADIRS
alignment coordinates (11). You may check the displayed coordinates (12) for accuracy
comparing it with the actual gate position, which is 40° 46.6N 73° 52.4W. However, this is
only mandatory if indications of GPS signal issues are present or GPS signal jamming is
suspected.
Airbus A321 | Tutorial Flight
[Link]
2
3

4
1

5
6
7 11
10

8
9

12
 Airbus A321-251N
BASIC TUTORIAL BAS12
KLGA-KBOS Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

FMGS INITIALISATION CONTINUED

► FLIGHT PLAN ROUTE INSERTION

Inserting the flight plan into the FMGC is an easy thing to do. It is achieved by inserting
airway segments from the point where the SID ends, to the point where the STAR begins. But
for today’s short duration flight no airway entry is required, the departure procedure will link
directly with the STAR transition of Boston:
JUTES3 DCT MERIT OOSHN5 SCITU
DCT stands for a connection between 2 waypoints without an airway segment.
▪ F-PLN A page
Press the ‘F-PLN’ key on the MCDU to access the flight plan. You can see the departure
airport (KLGA) on the first line, followed by a flight plan discontinuity (1). A discontinuity
(a gap in the FMGC’s flight plan) is displayed because there is no route information
present between the departure and destination airports.
It is of course unusual to not have any airway waypoints in the flight plan, but since
Boston’s arrival routes reach so far to the west, there’s simply no need to route via any
airway.
The next step therefore is to fill the F-PLN page with runway and departure procedure
data.

► RUNWAY AND SID DATA INSERTION

▪ F-PLN A page (continued)
At the top of the flight plan page you can see the waypoint “KLGA”, missing any
departure procedure data. So now the FMGC still requires runway and departure route
information to be entered.
Press the LSK 1L next to ‘KLGA’ (2) to access the lateral revision page for this waypoint.
Since this waypoint is in fact an airport identifier, we get the option of adding departure
information (3). Press the LSK 1L (4) to get a list of runways to use. You must select a
runway first in order to be able to select a SID.
For this flight, we shall depart from runway 22, so press the LSK 4L to select it (5).
Once the runway is selected, you’ll get presented with a list of available SIDs. Select the
‘JUTES3’ option by clicking the LSK next to it (6), then press the LSK 6R next to ‘TMPY
INSERT’ (7) to insert this data into the active flight plan.
Looking at the flight plan on the ‘ACT F-PLN’ page you will notice that ‘KLGA’ has been
replaced by ‘KLGA22’ (8) followed by the departure procedure waypoints (9). We will deal
with the ‘MANUAL’ waypoint (10) after entering the arrival data.

Airbus A321 | Tutorial Flight

[Link]
2 4 3
1

6
5

10
 Airbus A321-251N
BASIC TUTORIAL BAS14
KLGA-KBOS Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

FMGS INITIALISATION CONTINUED

► APPROACH DATA INSERTION

Entering the desired STAR, approach and ILS-procedure is a quick thing to do.
▪ Adding STAR and approach data to the flight plan
On the MCDU press the ‘F-PLN’ key to display the flight plan, if not already displayed.
Press the LSK 6L next to KBOS (1) to proceed to the ‘LAT REV’ page. On the ‘LAT REV’
page press LSK 1R (2) to go to the arrival route and approach selection page.
On the ARRIVAL page press the up-arrow (3) to scroll down the approach list, then select
in the left column ‘ILS33L’ by pressing the corresponding LSK (4). This will enter the ILS
approach for runway 33L at the top line in yellow because it is only temporarily selected
so far. In other words, we have yet to insert this procedure into the flight plan. We’ll do
so in a moment.
Next scroll through the available STARs (5) and select ‘OOSHN5’ with the appropriate
LSK. The selected STAR is then displayed at the top right (6). Note that you will not be
able to select a STAR unless you have first chosen an arrival runway.
Then scroll down to select ‘MERIT’ from the displayed list of transitions (7). This will add
the route segment after the La Guardia departure procedure.
Then double check the top line (8) to ensure both ILS 33L and the OOSHN5 arrival are
correctly selected:
ILS33L – NONE – OOSHN5
Note: The route segment leading to the approach for runway 33L via SCITU is added
automatically because there is no other option available for this runway, and so the
‘VIA’ field displays as ‘NONE’.
Press the LSK 6R next to ‘TMPY INSERT’ to add the selected arrival information to the
active flight plan (9).
Back on the flight plan page, you may scroll down to have a look at the STAR and
approach that have now been inserted into the active flight plan.
You will notice that the destination waypoint was amended with the selected runway and
now displays ‘KBOS33L’ (10).
The blue coloured waypoints at the bottom of the flight plan are those used for the
standard missed approach procedure for the ILS 33L approach and would become active
should you enter the go-around phase.
► FINALISING THE FMGC FLIGHT PLAN ROUTE
Still on the F-PLN page, you can scroll through the waypoints using the up- and down-
arrow keys. You will spot two waypoints named ‘MANUAL’, followed by a flight plan
discontinuity.
The ‘MANUAL’-waypoint is part of the departure and arrival procedure. It is present
whenever the procedure requires instructions from Air Traffic Control on how to join the
route ahead. Most of the time this is done by vectoring the aircraft towards the point
where it can resume its own navigation along the flight plan route.
Since there’s not ATC available on our tutorial flight, we simply connect the end of the
SID and STAR with the next waypoint, in essence we find our own way towards waypoints
‘MERIT’ and ‘COHAS’.
To do this, first press the ‘CLR’-key on the MCDU (11), followed by the LSK next to
‘MANUAL’ (12). This action removes the vectoring part. Next, press ‘CLR’ again, followed
by the LSK next to the discontinuity (13), to remove the gap in the flight plan. Then
repeat these steps for the second ‘MANUAL’ waypoint. And last press the LSK next to
‘TMPY INSERT’ (14) to confirm the changes.
Check for the waypoints having turned green/blue with no gap present in the flight
plan (15).
Airbus A321 | Tutorial Flight
[Link]
 2

5
4

8 12

10
9

15 11

13

14
 Airbus A321-251N
BASIC TUTORIAL BAS16
KLGA-KBOS Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

FMGS INITIALISATION CONTINUED

► FMGC PERFORMANCE DATA INSERTION

The next step is to insert all the performance data necessary for the FMGC to compute the
flight profile. This consists of some weight, speed and altitude data.
▪ Weight Insertion (INIT B page)
First, press the INIT key on the MCDU (1), followed by the right or left arrow key (2) to
access the INIT B page. Note that it is labelled ‘INIT’, just like the first page where we
entered FROM/TO, our ALTN, our flight number and our cost index. However, these are
two distinct pages (INIT A and INIT B) that are accessed using the arrow key. We want to
be on the B page.
Enter the zero fuel weight (ZFW) together with the ZFW centre of gravity (ZFWCG).
Use the numbers for ZFW and ZFWCG you’ve noted earlier from the MCDU payload option
page. Enter ‘145.2/28.4’, then press the LSK 1R (3) to put these values into the
computer.
Next enter the total amount of fuel – or block fuel – just one line below (4). You have
noted this number earlier from the options fuel page (9978lbs rounded up). So enter ‘10’
for 10’000lbs and press the LSK 2R to confirm the total amount of fuel.
▪ Take-off Data Insertion
Press the ‘PERF’ key on the MCDU to get to the ‘TAKE OFF’ page. The numbers on this
page will provide the FMC with information to calculate for the take-off phase.
First enter the speeds for V1 (5), VR (6) and V2 (7). On the real aircraft these numbers are
looked up using a take-off performance software tool.
For today’s flight V1 is 139kts, VR is 139kts and V2 is 143kts.
Note: You will learn how to correctly calculate take-off performance on the next
flight back to New York.
For the flight to Boston., we don’t want to depart using full take-off thrust as the aircraft
is actually far from its maximum take-off weight. De-rated thrust is the keyword here.
Entering a temperature into the take-off page that is higher than the ambient
temperature will cause the thrust to be reduced.
Enter ’57’ for ‘FLEX TO TEMP’ using LSK 4R (8).
Enter ’1’ for flaps at LSK 3R (9), the take-off setting for the flaps.
Note: Using realistic methods to determine take-off thrust will also be part of the
tutorial’s return flight cockpit preparation.

The FMGC set-up is now complete and ready for flight. However, other major systems like electrics,
hydraulics, fuel and air still need the pilot’s attention.

Airbus A321 | Tutorial Flight

[Link]
 3
4

Note: It is very important to fill out the ‘INIT B’ page correctly. The Flight Management and Guidance
System (FMGS) needs this data for a variety of calculations regarding the aircraft’s performance.
Calculations such as climb- and descent profiles, cruising altitudes and speeds all depend on the
information entered into the ‘INIT B’ page. As an example, the slat retraction speed may be
miscalculated, resulting in retracting the slats too soon. On a heavy aeroplane around its
maximum take-off weight, this can be hazardous.
Also, your climb profile, cruising altitude and speed may be off which in turn will result in your fuel
planning being inaccurate.
Therefore, make sure that the weights you put in are indeed correct.

5
6
7 9
8
 Airbus A321-251N
BASIC TUTORIAL BAS18
KLGA-KBOS Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

COCKPIT PREPARATION CONTINUED

► GLARESHIELD
At this stage, the EFIS control panel as well as the flight control unit (FCU) need a few inputs
for departure and navigation.
▪ EFIS CONTROL PANEL
Barometric pressure needs to be set for the altimeter. You may obtain this value from ATC
and/or the ATIS broadcast. Use the standard ATC functions to listen to La Guardia
Information on 125.950 MHz.
Since we are flying using the ‘Few Clouds’ weather preset, the pressure is a standard
29.92 InHg, so you do not need to change the QNH (1). However, check that the altitude
indicated on the PFD (2) is corresponding to the airfield altitude, which is approximately
21ft (3) (depending on your exact location on the airport).
Next, check that the flight director (FD) is on (4) and that the navigation display (ND) is
set to ROSE NAV mode (5) (you will want to see the area behind the aircraft due to the
sharp turn after departure (6) ). The ND range should be set to 10nm (7).
Set both ADF/VOR switches to the ‘VOR’ position (8). We will check the nav setting for
departure later on.
▪ FCU
Next, move right to the FCU and check that the speed indication is dashed (9), indicating
managed mode. The HDG-V/S / TRK- FPA switch should be set to ‘HDG V/S’ (10) and the
altitude must be set to our first cleared altitude, which, in absence of ATC, we set to
5000ft as indicated on the SID chart (11).

► TRANSITION LEVEL / TRANSITION ALTITUDE

For this tutorial flight, we will not worry about transition level or transition altitude. As we
are not flying under ATC supervision, these are not really needed.
Since we are using default MSFS weather, the altimeter setting is standard. Should you want
to change transition altitude, you may do so on the ‘PERF’ pages in the FMGC in both the
‘TAKE OFF’ and ‘APPR’ phases.
► ATC
At this point, shortly before start-up, you’d normally receive ATC clearance. Since we are not
using ATC, we can skip this. We know that we want to fly direction north-east to TNNIS. Since
there is no ATC, a transponder code is not necessary so we’ll just leave the transponder set
to 2000.
► NAV RADIOS SETUP
Now is a good time to confirm that the NAV radios are set for the planned departure route.
While the entire flight plan route is programmed in the FMGC for RNAV flying, a useful radio
navigation backup is still required. While we will not complete a full departure route briefing
and navigation setup for this flight, here’s a quick description on how to check the
navigation aids setting:
On the MCDU press the ‘RAD NAV’ key (12). On the first line, you will see that the Boston VOR
(112.700) has already been auto-tuned by the FMGC (13). To have something more useful
for departure, type in ‘113.1’ and press the LSK 1L (14) to tune the La Guardia VOR for NAV1.
Next to LSK3L you can see that the ILS frequency for our departure runway is already set
because the ILS equipped runway was selected (15). This could be helpful in the event of an
immediate return after take-off and should always be pre-selected if available.
This completes the cockpit preparation procedures necessary to set up the aircraft for our
tutorial flight. However, we are not quite ready yet for start-up and pushback.

Airbus A321 | Tutorial Flight

[Link]
 10 11
9
5 7
1
8
8
4

14 13

15

12
 Airbus A321-251N
BASIC TUTORIAL BAS20
KLGA-KBOS Revision: 09-Jun-2025
BEFORE ENGINE START

BEFORE START CLEARANCE

At this point (before gate departure), any tasks which require the cockpit crew to get out of
their seats (such as the outside check) should be completed.
This is also a good time to start the APU as it needs some time to spool up. We will need it later
on to supply power to the aircraft, bleed air for engine start and air conditioning.

► APU start
Look for the APU buttons at the bottom of the overhead panel. Press the ‘MASTER SW’
button (1). Then move your view to the lower ECAM display. This has now switched
automatically to the ‘APU’ page (2). Look for the green ‘FLAP OPEN’ message (3),
indicating that the APU air inlet is open.
Move back to the APU controls on the overhead panel and press the ‘START’ button (4).
Note that it takes a few seconds for the APU to begin with the spool up process. Once the
APU start-up is completed the start button will display a green ‘AVAIL’ light, indicating the
availability of both electrical power and bleed air.
To get the packs and air conditioning running, you need to connect the APU air to the air
system. Press the ‘APU BLEED’ button located on the air conditioning panel (5). Observe the
two amber ‘FAULT’ lights on the pack switches (6) extinguish a few seconds later after the
packs start to run.

The following steps have to be taken before pushback and engine start.
Next, press the ‘EXT PWR’ pushbutton on the overhead panel to disconnect the external
power (7). You can clearly hear the relays switching.
Press the ‘DOOR 1L’ button (8) to have the door closed (doors not filled). Check for any
other door that may be open and close it if necessary.

Normally at this point, you would obtain start-up and pushback clearance from ATC. For this
tutorial flight, it is assumed that you have received clearance to push back from the gate
position and start the engines.
Before asking the ground personnel to start pushback, you need to confirm that the doors are
indeed all closed. To do this, look at the lower ECAM display again which will show the ‘DOOR/
OXY’ page.
If the door symbols are all green (9), then the doors are closed. A white ‘SLIDE’ label next to
each door indicates that the evacuation slide is armed. All slides will be armed automatically
at engine start.
Note: The sliding cockpit windows are not monitored by ECAM. The two green boxes on the
ECAM door page indicate the status of the maintenance access panels. This means
you need to visually confirm that the cockpit windows are closed.

For pushback and/or engine start the anti-collision beacons have to be on. Move the ‘BEACON’
switch (10) on the overhead lights panel to the ‘ON’ position.
You are now ready for pushback and start-up.

Airbus A321 | Tutorial Flight

[Link]
 2

4 3

10

8
9
 Airbus A321-251N
BASIC TUTORIAL BAS22
KLGA-KBOS Revision: 09-Jun-2025
GATE DEPARTURE

PUSHBACK & START-UP

PUSHBACK
First rotate the parking brake lever on the centre pedestal to ‘OFF’ (1).
Note: It is not possible to release the parking brake by pressing the brake pedals. This is
consistent with how the real aircraft works.
Next, use standard MSFS ATC controls to perform the pushback.
Once pushback is complete, set the parking brake again by rotating the lever to ‘ON’.

START-UP
Feel free to start the engines whenever it’s safe to do so.

► ENGINE IGNITION
The first step to start the engines is to activate engine ignition. By doing so, the aircraft’s
various systems know that you’re about to start the engines. The packs will then turn off
automatically.
On the centre pedestal right-click the engine mode selector (2) to move the switch to the
‘IGN/START’ position.
You will then hear the packs turning off.

► ENGINE START
Start engine number 2 first by moving the master switch 2 to ON (3). To do this, right click
the switch to lift it then left click to move it to the new position.
The upper ECAM display shows a boxed green ‘AVAIL’ message inside the N1 scale to
indicate a successful engine start (4).

At this point, you would check and confirm that all the engine parameters are within the
normal range. However, for your first flight we will skip this and start engine number 1 right
away.

Move the master switch 1 to ON (5). Observe the engine spooling up and then look for the
‘AVAIL’ message again on the upper ECAM display.

Engine start is now completed.

Airbus A321 | Tutorial Flight

[Link]
1

5
 Airbus A321-251N
BASIC TUTORIAL BAS24
KLGA-KBOS Revision: 09-Jun-2025
GATE DEPARTURE

PUSHBACK & START-UP CONTINUED

AFTER ENGINE START

The following few items need to be completed before we are ready for taxi.

► ENGINE MODE SELECTOR

Back on the centre pedestal, rotate the engine mode selector to the left, back to the
‘NORM’ position (1). This is important to prepare the aircraft’s systems for departure.
► APU BLEED
Bleed air is now being fed from the engines so APU bleed is no longer needed. Turn off APU
bleed on the air condition panel (2).
Press the APU master switch (3) to start shutting down the APU. It will automatically start
a brief cool down before spooling down. During this cool down the ‘AVAIL’ light on the APU
start switch remains on for a short while.
► CENTRE PEDESTAL
Back on the centre pedestal, raise the spoiler lever (4) to arm ground spoilers. Then set the
flaps lever (5) to ‘1’, this will extend flaps to position 1+F for take-off.
Next the horizontal stabiliser trim needs to be set for departure. Use the CG value from the
‘FUEL PRED’ page of the FMGC (6). For today’s flight, this is 26.3 (7). Rotate the hand trim
wheel to approximately this setting (8).
Note: To read off the trim position, use the trim wheel indication between the hand wheel
and the thrust levers.

► FLIGHT CONTROLS
Although this is another routine check that real world pilots perform, it is an important one.
If flight controls do not work properly, then take-off will be very difficult. Once the aircraft’s
speed is past V1, you MUST leave the ground and the autopilot can’t help you if the flight
controls are not responding properly. Since PC hardware is not as precise as the real
aircraft’s stick and rudder pedals, let’s perform this check just to make sure your flight starts
smoothly.

The flight controls page will display automatically on the lower ECAM display as soon as you
move the flight controls.
Move the sidestick (your joystick) to full left and check for full travel of the ailerons (9) and
the green spoiler arrows (10). Then move the stick to full right and check for the same.
Move the sidestick to full forward and check for full travel of the elevators (11). Move to full
aft and check for the same.

Move the rudder to full left and full right and check for full travel in both directions (12).

You are now ready for taxi. Make sure to observe the ground crew having moved away from the
aircraft before releasing the parking brake for taxi!

Airbus A321 | Tutorial Flight

[Link]
 5

6
10

7
9
9

12

11

11

8 12
 Airbus A321-251N
BASIC TUTORIAL BAS26
KLGA-KBOS Revision: 09-Jun-2025
TAXI TO RUNWAY

TAXI PREPARATION

During taxi a few additional items need to be taken care of before you are ready for departure.

Taxi routing
The shortest taxi route from release point 5A to RWY22 is via: 5 → GG → P → R.

Before you move the aircraft, right-click the ‘NOSE’ light switch (1) on the overhead panel to
set it to ‘TAXI’. This will turn on the aircraft’s taxi lights.
Then left-click the elapsed time switch on the clock to move it to ‘RUN’ (2). This is necessary
to record the block time.

► A FEW IMPORTANT ITEMS REGARDING TAXIING

– Do not taxi faster than 30kts.
– 90° turns: max. 10kts
– Keep in mind that the aircraft needs a couple of seconds to react to thrust changes.
Since we are not using air traffic control for this tutorial flight, you may line up on the runway
at your own discretion.

TAXIING

Follow the taxi route above for runway 22.

Release the parking brake by rotating the parking brake lever to ‘OFF’.
Advance the throttles slightly (max 40% N1) and observe the airplane’s ground speed (3)
increasing. Then move the throttles back to idle to avoid gaining too much speed.
Adjust thrust and brakes to maintain no more than 30kts taxi speed and keep the aircraft on the
centreline. Remember to slow down to a MAXIMUM of 10kts before making any 90° turns.

Conduct a small brake test after you’ve started moving by applying the brakes slightly to observe
the ground speed decreasing. You do not need to come to a full stop while doing this check.
► Predictive windshear system
Locate the weather radar panel (4) on the centre pedestal. While the radar itself is not
required for the time being, however the predictive windshear system needs to be activated
prior to take-off. Move the ‘PWS’ switch (5) to ‘AUTO’.
► Autobrake
On the auto brake panel press the ‘MAX’ button and observe a blue ‘ON’ light (6). This will
arm the autobrake system in the event of a take-off abort.
► ECAM displays
Press the ‘TO CONFIG’ button below the lower ECAM display (7) to check for normal take-off
configuration (8).
► Brake temperature
Check the brake temperature on the lower ECAM display (9). If the temperature is above
300°C, you’d have to delay take-off and wait until the temperature drops below that number.
You can use the brake fan to help with cooling. Its switch is located right next to the landing
gear lights above the autobrake panel.

Airbus A321 | Tutorial Flight

[Link]
 4

1 5

2
8

9
9

7
 Airbus A321-251N
BASIC TUTORIAL BAS28
KLGA-KBOS Revision: 09-Jun-2025
TAXI TO RUNWAY

You are now ready for departure. However, there are still a few items left to be done before
you can advance the thrust levers to commence take-off.

LINE-UP

Before entering the runway, switch on the strobe lights by right-clicking the ‘STROBE’ button
on the lower overhead panel (1).
Move into position right onto the runway centreline and set the parking brake.

► DEPARTURE CLEARANCE
Let’s assume the initial climb clearance given by ATC is 8’000ft. To comply with these
instructions rotate the FCU altitude selector to 8’000ft (2).

► TCAS
Switch on TCAS by changing its mode to ‘TA/RA’ using the button next to ‘STBY’ on the VHF
page (3). It will cycle between STBY, TA and TA/RA. Click it until the mode is set to ‘TA/RA’.
► AIR CONDITIONING PACKS
Move your view to the overhead panel and switch off both packs using their corresponding
pushbuttons on the ‘AIR COND’ panel (4). While it is not mandatory to switch off packs for
take-off, doing so increases performance and/or reduces maintenance costs under various
conditions.
► EXTERIOR LIGHTS
Move down to the lighting panel to switch on the runway turnoff lights (5). These will help
to reduce birdstrike hazard during take-off.
► RUNWAY IDENTIFICATION
Confirm that you are indeed lined up on runway 22 as intended. To help determine the
correct runway you may use the runway number markings if visible, press the ‘LS’ button on
the glareshield EFIS panel to display the ILS localiser deviation or check the navigation
display (ND) for the runway symbol being aligned as well (6).

If all is in order, you’re finally ready to commence the take-off.

Airbus A321 | Tutorial Flight

[Link]
 4

5
4

6
 Airbus A321-251N
BASIC TUTORIAL BAS30
KLGA-KBOS Revision: 09-Jun-2025
DEPARTURE

TAKE-OFF

The following section on take-off not only tells you what to set and when, it also covers
important things you must observe during take-off.
Since all of these events will happen pretty fast, it is strongly advised that you read and
understand this section thoroughly BEFORE attempting take-off.
Plan on engaging the autopilot after passing the minimum height of 100ft. In addition, climb
thrust will be set 1500ft above ground. Acceleration and flap retraction will follow shortly
after.

► EXTERIOR LIGHTS
The following lights need to be turned on as soon as the take-off clearance is received (or in
this case, when you decide to take-off):
– On the overhead panel, move both landing light switches (1) to ‘ON’.
– Move the nose light switch (2) to ‘T.O.’.
► TAKE-OFF
– Release the parking brake.
– Apply half forward sidestick deflection.
– Advance the throttle levers to approx. 50% N1 (3) and observe both engines
accelerate smoothly to that setting.
– Then advance the throttle levers further to the second detent (FLX/MCT). You will
hear a click noise for each detent. The FMA will then show ‘MAN FLX +57’ (4). At that
point the take-off mode will engage. This will also arm auto-thrust (5).
Note: If you use the keyboard for thrust settings, you may press the F4 key two
times to advance the levers to the second detent (FLX/MCT).
–When thrust is set, press the ‘CHRONO’ button on the glareshield panel (6).
–Don’t forget to keep the aircraft on the centreline!
–Start releasing the forward stick deflection at 80kts to reach neutral at 100kts.
–Passing 100kts the V-speeds (7) will start to move down.
–Once you pass the rotate speed of 139kts, start to pull the sidestick back firmly to
achieve a rotation of approx. 3° a second towards 15° pitch attitude. After lift-off,
follow the green pitch bar (8) to get it centred.
– As soon as you see a climb rate indication and the altimeter is rising, retract the
landing gear.
– The flight director (FD) should be centred (9) and passing 30ft above ground, NAV
mode is engaged (10).
– Commanded speed by the FMGS is V2 + 10. Maintain this until passing acceleration
altitude. Note that the magenta coloured triangle on the speed tape will show V2 (11),
so this is different than the commanded speed!
Note: During the whole climb phase, speed is maintained by pitch only, so following
the pitch bar of the flight director is essential to maintain the required speed.
– As soon as you have the FD bars stable and centred, but not below 100ft AGL, you may
activate the autopilot by pressing the AP1 button on the FCU (12). The FMA will show
“AP1” to indicate that the autopilot number 1 has been engaged (13).

Airbus A321 | Tutorial Flight

[Link]
 1
2

3 4 5

7
6 10

11

13

12
 Airbus A321-251N
BASIC TUTORIAL BAS32
KLGA-KBOS Revision: 09-Jun-2025
DEPARTURE

CLIMBOUT

– When passing 1000ft AGL the FMA displays a white flashing “LVR CLB” reminder (1) to set
the thrust levers into the climb detent. Reduce thrust until a click sound is audible,
indicating that the thrust levers are in the CLB detent. You may also press the F1 key once
to do this if you are using the keyboard.
Monitor the aircraft’s nose being lowered accordingly.
– On the overhead panel turn on pack number 1 (2).
– 1000ft AGL also happens to be acceleration height for this departure, so the FMGS speed
bug (3) moves up to start acceleration and the FMA displays THR CLB (4)
– Turn on pack number 2 at least 10s after turning on pack 1 (for passenger comfort!) (5).
– Accelerating through the slat retraction speed (green -S marking on the speed tape - 6)
retract the flaps and slats by moving the flaps lever on the centre pedestal to 0 (or press
the F6 key) (7).
– Soon after flaps retraction, you will reach 8’000ft.
Since there are no ATC restrictions for today’s flight, you may now select the cruising
flight level on the FCU by turning the altitude selector all the way to 29000, then pushing
it to engage managed climb (8).
– Since you have received a clearance to flight level 290 and have entered it into the FCU,
you then need to pull the altimeter setting selectors on the EFIS panel (9) to set the QNH
to standard setting. STD will then be displayed.
– Managed climb is indicated by the solid circle next to the selected altitude. Check for a
green ‘CLB’ indication on the FMA.
– Once the aircraft is in a steady climb, disarm the ground spoilers by left-clicking the spoiler
lever on the centre pedestal (10). The white marking will disappear.
– On the overhead panel turn off both RWY TURN OFF lights as well as the NOSE light.

Airbus A321 | Tutorial Flight

[Link]
 1
2

3 7 7

9
8

10
 Airbus A321-251N
BASIC TUTORIAL BAS34
KLGA-KBOS Revision: 09-Jun-2025
DEPARTURE

CLIMB

To confirm a normal climb, have a look at both the FCU and the FMA.

► FCU
Check that the only number being displayed is 29000 for the altitude. The other indications
should display dashes and there should be three solid circles (1).
► FMA
THR CLB, CLB and NAV all need to be displayed in green (2). This indicates that the FMGS is
in managed mode.

Passing FL100, the aircraft will lower the nose to accelerate towards a climb speed of 329 kts.
Also, above FL100, the landing lights are no longer required. Place both switches (3) to the
“RETRACT” position.

Now that we are in a steady climb and there’s no significant weather ahead or above us, we can
switch off the seat belt signs.
Move the ‘seat belts’ switch to OFF (4).

REACHING CRUISE LEVEL

Approx. 10 minutes into the flight, you’ll reach your cruise altitude. The estimated point of
level-off (the Top of Climb or TOC) is indicated by a blue arrow along the route (5).

Airbus A321 | Tutorial Flight

[Link]
 1
1 1

5
 Airbus A321-251N
BASIC TUTORIAL BAS36
KLGA-KBOS Revision: 09-Jun-2025
ENROUTE

CRUISE

The aircraft will level off at the cruise altitude of FL 290. There’s not much to do at this point since
the autopilot will automatically follow the inserted route. Now that we have some time available,
we can look at some of the various information resources of the A321.

► FMS CRUISE INFORMATION

Once you have reached cruise level, press the ‘PERF’ key on the MCDU (1).
The FMGC displays estimated time and distance to the descent point (2), marked as “T/D”
(Top of Descent).

Press the PROG key (3).

At the top, the PROG page will show your actual flight phase, in this case ‘CRUISE’ (4).
Below, you can see your actual cruise level (5), the optimum cruise level (depending on
weight) (6) and the maximum cruise level (7).
Press the LSK 2L to get to the report page (8).
On the report page (9), you can see the last waypoint, the next one and the one after that.
You will also see the estimated time as well as what flight level that the waypoint will be
crossed.
The current temperature, wind and actual fuel on board are shown on line 4.
Line 5 shows the estimates (time and distance) for the top of descent point. The bottom line
6 gives you an arrival estimate at Amsterdam airport, including time, distance and the fuel
prediction at touchdown.

► SYSTEMS CRUISE INFORMATION

The lower ECAM will display the ‘CRUISE’ page, a neat status page summarising a lot of data.
Important data to monitor includes engine oil quantity (10), vibrations (11) and cabin
altitude (12). If animals were being transported in the aft cargo hold, you would also need
to observe that temperature from time to time (13).

To monitor all systems in detail, use the ‘ALL’ key (14) on the ECAM control panel (ECP).
Press the key repeatedly to cycle through all ECAM pages.

To return to the CRUISE page, simply click the switch of any active ECAM page.

Airbus A321 | Tutorial Flight

[Link]
 4
5 6 7
2 8

3 1

10
11

12
13

14
 Airbus A321-251N
BASIC TUTORIAL BAS38
KLGA-KBOS Revision: 09-Jun-2025
INBOUND

DESCENT

After a short cruise phase, you will be seeing the top of descent point appearing on your ND
marked with a white downward pointing arrow. It is now time to enter the descent phase.

STARTING THE DESCENT

About 25 minutes into the flight you will be approaching the top of descent point visible on
the ND (1).
– Turn on the seat belt sign on the overhead panel
– On the FCU, change the altitude to 3000ft (2). This is the altitude at which we will be
capturing the glideslope for runway 33L.
– The aircraft will NOT start to descend automatically when you reach the top of descent
mark. You must manually begin the descent by pushing the altitude selector on the FCU
(2). Note that the solid circle next to the altitude reappears, indicating that the aircraft is
following a managed descent.
– The FMA will advise when it is time to initiate the descent by displaying a white
‘DECELERATE’ message (3).
– The PFD will display a path deviation indication using a solid green circle (4).
– The FMGC PROG page will show the deviation in numbers next to the LSK 2R, labelled
‘VDEV’ or vertical deviation (5).

FLYING THE STAR

The “OOSHN 5” STAR has some altitude restrictions (6). Should you reach any of these
altitude restrictions before overflying the corresponding waypoint, the aircraft will level off
and continue the descent automatically after passing the waypoint.

► FMGC APPROACH PAGE

This page displays important information that the aircraft will need for the approach.
– Press the ‘PERF’-key (7) on the MCDU when passing the waypoint SOBAH, followed by
the LSK 6R (8) to get to the approach page. It is necessary to choose “NEXT PHASE’
because the FMGC is still in the descent phase at this point.
– Default landing flaps is flaps full, indicated at line 5 (9).
– Final approach speed is displayed at line 5 as well (10). Speed will however be
maintained by the FMGS until touchdown.
► REQUIRED DATA ENTRY
As you can see, there is still some information missing on this page which needs to be
inserted at this point.
– If you wish, you can listen to the ATIS information on the frequency 135.000 MHz. Use
the standard MSFS ATC controls if in range of the airport or tune the frequency manually
on the centre pedestal.
– Enter the airport QNH at LSK 1L (11). Today, this is standard pressure 29.92 InHg. Enter
the current temperature of 15 °C (12) at LSK 2L. The current winds are still 285°/4kts so
enter ‘285/4’ at LSK 3L (13).
– Finally, enter the decision height for the CAT2 ILS approach runway 33L, which is 100ft.
Enter ‘100’ at LSK 3R (14).

Airbus A321 | Tutorial Flight

[Link]
 3

2
1

10
8

14
7
11
12
13
 Airbus A321-251N
BASIC TUTORIAL BAS40
KLGA-KBOS Revision: 09-Jun-2025
INBOUND

DESCENT CONTINUED

– Set the barometric pressure on the EFIS panel to 29.92. Push the knob (1) to deactivate
standard pressure setting.
– Upon reaching FL100, turn on the landing lights.

When approaching the waypoint ‘WAATR’, you will see the ILS approach displayed on the
navigation display. A circled letter D is located near the waypoint SCITU (2). This is also visible
in the FMGC F-PLN page as ‘(DECEL)’ in brackets, indicating it is a performance based fix as
opposed to a geographical one.
This deceleration point marks the automatic activation of the FMGS approach phase. If you are
in managed speed mode (which, as indicated by the solid circle next to the speed display on
the FCU, you are), overflying the deceleration point will trigger the FMGC to start speed
reduction.

► APPROACH PREPARATION
– Press the ‘LS’ button right below the QNH knob (3) to display the ILS information on the
PFD.
Note in the lower left corner of the PFD that the correct ILS frequency has been tuned
automatically (4).
– When passing the waypoint WAATR, activate the FMGC approach phase.
To do this, press the ‘PERF’ key on the MCDU (5), followed by the LSK 6L next to
‘ACTIVATE APPR PHASE’ (6). Press the same LSK again to confirm the action.

The aircraft will now start to decelerate towards minimum clean speed.

Airbus A321 | Tutorial Flight

[Link]
 1

6
6 5
 Airbus A321-251N
BASIC TUTORIAL BAS42
KLGA-KBOS Revision: 09-Jun-2025
LANDING

APPROACH AND LANDING

ILS APPROACH USING AUTOLAND

Having activated the approach phase and short before passing ‘PLGRM’, you are entering the
approach phase for the ILS runway 33L. We’ll be doing a standard autoland to make use of all of
the A321’s automation.

Note that the FMGC managed speed is now being reduced to 212 kts, your current minimum clean
speed, even though the speed bug is already set to 134 kts. As long as you don’t select any flap
setting the speed will remain at 134 kts.

– Overflying the BECHH waypoint, check that the speed is below 215 kts and extend slats
(Flaps 1) by clicking on the flaps lever or hitting the F7 key once.
– Check the flaps indication on the upper ECAM display (1)
– When passing SCITU with the aircraft in a descent to 3000ft and in a right turn, arm the
approach and land mode by pressing ‘APPR’ on the FCU (2).
Next, click the AP2 button on the FCU (3) to activate the second autopilot. This is required
to perform the autoland.
– Localiser capture will be indicated on the FMA first as ‘LOC*’ and then ‘LOC’ in green (4).
At that point the aircraft will no longer follow the flight plan route but instead the
localiser beam being received from the ILS for runway 33L.

– Passing the COHAS waypoint, the glideslope will be captured. Glide slope capture is
indicated by a green ‘G/S’ on the FMA (5).
– Immediately lower the flaps to position 2 (the next position).
– Lower the landing gear.
– The DME distance from touchdown is displayed on the lower left corner of the PFD (6).
– When passing DME 7, lower the flaps to position 3. Set the autobrake to the low or ‘LO’
setting (7). Turn on the nose wheel light on the overhead panel (8).
– Next, arm the ground spoilers on the centre pedestal by pulling the lever, revealing the
white band (9).
– When passing 5 miles DME, lower the flaps to the ‘FULL’ setting and confirm by checking
the flaps indication on the upper ECAM display (10).
– Also take note of the landing checklist being completed, indicating all green (11).

– Continue to observe the PFD for any mode changes. Passing 400ft above ground, the
autopilot automatically switches into ‘LAND’ mode.
– 50ft above ground the ‘FLARE’ mode will activate.
– On touchdown, the ‘ROLLOUT’ mode will activate This mode will keep the aircraft on the
runway centreline.

Airbus A321 | Tutorial Flight

[Link]
 5 4

3
1
2

8 9

10
11
 Airbus A321-251N
BASIC TUTORIAL BAS44
KLGA-KBOS Revision: 09-Jun-2025
LANDING

APPROACH AND LANDING CONTINUED

► LANDING AND ROLLOUT

– When over the threshold get ready to pull the thrust levers to idle once the “retard”
callout sounds. Use your hardware throttle lever or press the F1 key once.
The auto thrust system will be deactivated by selecting idle thrust (the white ‘A/THR’
indication will disappear (1) ).
– Immediately after touchdown, pull the levers into idle reverse. If your thrust levers don’t
have a reverse range, just press the F1 key once more.
– Check the reverse thrust activating on the upper ECAM. First, you will see amber ‘REV’
indications while the reverse mechanism unlocks. Then these switch to green colour (2).
– Also take note of the spoilers’ position to make sure they have deployed at touchdown,
indicated by green arrows (3).

Pressing F1 one more time would activate full reverse. Feel free to use it to decrease
brake application, but be prepared to go back to idle reverse when reaching 60kts (press
F4 to switch from full reverse to idle reverse).

Continue the roll out.

– Whenever you feel the need to override the autobrake, you may do so by applying brakes
manually. This will deactivate the autobrake system.
– When reaching the desired runway vacation speed disengage the autopilot using your
joystick button or the Z key on your keyboard. Use nose wheel steering to take the next
convenient exit to the left, with W7 being the desired high speed exit.
– Once taxi speed is reached, deactivate idle reverse by moving your hardware throttle
lever into idle or by pressing the F4 key once.

Airbus A321 | Tutorial Flight

[Link]
 2

3
 Airbus A321-251N
BASIC TUTORIAL BAS46
KLGA-KBOS Revision: 09-Jun-2025
GATE ARRIVAL

AFTER LANDING

After the runway is vacated and while you taxi to the terminal, there is an after landing flow to
complete. If you don’t want to do this while you are moving, you may stop the aircraft once you
have left the runway.

TAXI ROUTING
Upon vacating runway 33L, you will see the main terminal buildings in front of you (assuming
you vacated the runway at T). Turn left into taxiway M and follow it until reaching taxiway E.
Then turn right into E, cross runway 04L and continue on E to the B gates. The closest suitable
gate is B17.

AFTER LANDING FLOW

– Stop and reset the chronometer by pressing the ‘CHRONO’ button twice, whenever time
permits.
– Retract and disarm ground spoilers by pushing the spoiler lever down (1).
– Retract flaps by moving the flaps lever all the way up (2).
You may also use the F5 key which will retract the flaps one step for each press.
– Turn off and retract the landing lights (3), switch the nose wheel light to ‘TAXI’ (4) and
switch the strobe lights to ‘AUTO’ (5).
– Turn on the APU by pressing the ‘APU MASTER’ switch on the overhead panel (6), followed
by the ‘START’ button below (7).
– Switch off the predictive windshear system using the ‘PWS’ switch on the weather radar
panel (8).
– Set TCAS to standby by cycling it the same way you did prior to departure, or by selecting
the ATC page (9), followed by pressing the button next to ‘TCAS MODE’ (10).
Caution: Do not turn off the transponder.
It is required for ground radar tracking by ATC.

If you are not already doing so, continue taxiing to the gate. Remember to turn the nose wheel
light to OFF when turning into the gate (the waiting ground crew will thank you for that!).
When reaching the final parking position, set the parking brake by rotating the parking brake
lever on the centre pedestal.

When the parking brake is set, continue with the ‘Parking’ flow on the next page.

Airbus A321 | Tutorial Flight

[Link]
 10
9

8
1

6
3 4
7
 Airbus A321-251N
BASIC TUTORIAL BAS48
KLGA-KBOS Revision: 09-Jun-2025
GATE ARRIVAL

PARKING

When parking an airliner at the gate, normally you do not shut it down completely. There will
be various people working on the plane long after you have left and they will need the aircraft
to be powered. The following flow keeps that in mind.

– Turn on APU bleed using the ‘APU BLEED’ button on the overhead ‘AIR COND’ panel (1).
– Turn on the parking brake if not already set.
– Turn off both engine master switches (2) to shut down the engines.
– Turn off the ‘BEACON’ lights on the overhead lighting panel (3). This allows the ground
crew to approach the aircraft.
– Then turn off the seat-belt signs (4).
– On the clock panel stop the elapsed time (5).
– Check for the chocks being put in place.
This is done by using the ‘Connections’ page of the EFB tablet.
Select both ‘CHOCKS’ (6) and ‘GPU’ (7). We need ground power so that the APU can be
shut down later on. Also, feel free to manually open the forward passenger door by
selecting ‘DOOR 1L’.
– Turn off all fuel pumps on the overhead fuel panel (8).
– Set the transponder to standby by selecting the ATC page on the DRAIMS panel (9),
followed by the button next to ‘ATC MODE’ (10).
– Switch on external power by pressing the ‘EXT PWR’ button on the overhead ELEC panel
(11).
– Turn off APU Bleed and the APU itself (12, 13).
Note: Do not turn off the APU unless the GPU is connected and you have selected EXT
PWR.

Turning off the APU Bleed and the APU will result in the loss of air conditioning in the cabin
and on the flight deck. However, with low outside temperatures, passengers leaving the
aircraft and doors opened, there is little need for air conditioning.
 1

2
10
5

7 11

12
6

13

8
8
8

8
 Airbus A321-251N
BASIC TUTORIAL BAS50
KLGA-KBOS Revision: 09-Jun-2025
DEBRIEF

DEBRIEFING FIRST LEG

You have now completed a flight utilising real procedures with the maximum automation
available. All parameters like speed, altitude and routing were controlled by the FMS.

If you want to fly this tutorial again, you may want to experiment with the other available
autopilot modes like V/S selection, FPA (flight path angle) or an open descent (descent with
idle thrust). Should you wish to add real weather, keep in mind that with real winds descent
planning might be unpredictable. You may even be forced to use a different departure and/or
arrival runway due to wind.

Ultimately, when using real weather

and ATC, you will discover that it is
not always possible to use the full
automation capabilities of the FMS as
we did in this tutorial flight.

Another important skill that you need

to learn is how to manually fly the
A321. Once you get familiar with the
take-off procedure, you can try to
keep the autopilot disengaged after
departure until the first level-off.
When landing the aircraft, you can try
disengaging the autopilot once you
are established on the ILS and hand
fly the approach instead of using
autoland. After all, autoland is
avoided as much as possible in real
flight operations (mainly because ATC
needs to protect the ILS sensitive
area and increase spacing between
aircraft). An autoland is usually only
performed if weather or a CATIII
rating requires it.

If you have not already done so you should now read the A321 Introduction Manual document
which came with the PDF documentation. This will help you to use this aircraft as it is intended.

And once you feel up to it, proceed with the return leg of this tutorial flight. It will follow the
same operating procedures you’ve learned in your first flight, but this time accounting for real
weather and all it’s dynamic changes, as well as teaching you on how to do the flight including
full communication with the company and ATC via datalink as well as interaction with the
cabin- and ground crew.

If you have arrived here at the end of the first tutorial flight and the aircraft is on time at gate
B17, feel free to simply continue the simulation and set up for the return flight. However, if
you are in doubt that the aircraft is in the correct state for a turn-around, it is advised to
end this flight and start a new one.

Airbus A321 | Tutorial Flight

[Link]
 Airbus A321-251N
ADVANCED TUTORIAL ADV01
KBOS-KLGA Revision: 09-Jun-2025
BRIEFING

BRIEFING RETURN FLIGHT

This second tutorial flight covers the entire workflow for the use of all available datalink
features within the FSL Airbus A321 simulation. It is purposely based on the return leg of the
flight that was started with the first basic tutorial flight, making it easier for beginners to plan
and fly their own flightplan in an already somewhat familiar airspace.

So this tutorial builds on basic Airbus operations knowledge, giving those people an advantage
who are new to the FSL A321 and want to dive into the datalink functionality as soon as
possible.
Experienced A321 pilots may use this tutorial to guide them through the workflow necessary
when using all datalink systems, while using their previous knowledge of operating A320 family
aircraft.

Things you need to know in order to be able to complete this 2nd tutorial flight:
▪ How to use a flight planning tool to create an Operational Flightplan (OFP), and how to
make this OFP available for the aircraft.
▪ How to fly an A320 family aircraft using standard operating procedures as shown in the
first leg of this Tutorial as well as the Standard Operating Procedures document.

This tutorial not only covers datalink features, but also the interaction between the flight deck
and the cabin.

► GROUND HANDLING
Flight Sim Labs has developed its own simulation of a ground handling process where
necessary (without communications or visible vehicles).

Airbus A321 | Tutorial Flight

[Link]
 Airbus A321-251N
ADVANCED TUTORIAL ADV02
KBOS-KLGA Revision: 09-Jun-2025
SIM PREPARATION

FLIGHT PLANNING TOOL

To best experience the extent of the datalink features modelled, Flight Sim Labs recommends
using one of the following programmes, capable of producing Operational Flight Plan files
(OFP).
You may use all datalink features without the use of an OFP. However, a good amount of data
will have to be entered manually into the ATSU/AOC system, whereas the real aircraft would
automatically fill those fields with data obtained from the OFP being downloaded from the
airline company servers into the FMGC.

SimBrief
SimBrief can be accessed for free at the following website:
[Link]

PFPX
Previous owners of PFPX are welcome to use this very capable software to create their flight
plan packages.
However, we cannot recommend buying the software, since unfortunately it is end-of-life and
not being developed further.

SIMULATOR PREPARATION

2ND LEG - KBOS-KLGA

Note: You might want to switch the simulator to real weather to give yourself a bit of a
challenge for the return flight. However, if you prefer to replicate the examples given
within this 2nd tutorial flight, use the ‘Scattered Clouds’ MSFS weather preset.

► Setting up the simulator and the FSL A321

Start Microsoft Flight Simulator and on the opening screen select the following items before
loading the simulation:

VEHICLE: FSLabs A321-251N NEO LEAP (Livery American Airlines – N951XV)

LOCATION: KBOS (Boston Logan Intl. Airport)
GATE: B17
WEATHER: As desired (this tutorial uses the ‘Scattered Clouds’ MSFS preset)
TIME AND SEASON: Any date, time of day 16:55h UTC

Press ‘FLY’ or ‘Start Flight’ to load the simulation.

Airbus A321 | Tutorial Flight

[Link]
 Airbus A321-251N
ADVANCED TUTORIAL ADV03
KBOS-KLGA Revision: 09-Jun-2025
SIM PREPARATION

FLIGHT PLANNING

Some key data to use for creating the OFP with the flight planning software of your choice, in
order to get similar data as shown in this tutorial:

Planned ZFW: 163’000 lbs

Aircraft type: A21N with LEAP engines
Flight AA/AAL 4650, STD 17:43 UTC
Departure: KBOS / Destination: KLGA / Destination Alternate: KPHL
Route KBOS to KLGA via:
NELIE DCT VALRE HAARP4
Departing runway: 33L, SID: PATSS7
STAR and approach: HAARP4, ILS RWY 22
Cruise Level: 220

With this data in mind, go ahead and create the OFP accordingly.

If PFPX is used, export the OFP file to the following folder:

[Public Documents]\FSLabs Data\Routes

► WEATHER
In case you have chosen to fly this leg using real weather, be prepared for the following items
to differ from this document:
▪ De-Icing
Real weather might make it necessary to de-ice the aircraft. If de-icing is required, refer
to the A321 Introduction Manual to learn how de-icing is accomplished.
▪ Departure / Arrival Runway
Because the wind conditions might not allow the use of RWY 33L for take-off in Boston
or 22 for landing in New York.
▪ Taxi Route to and from the Runway
Obviously the taxi route required to get to the runway or to the gate will be completely
different if other runways are chosen for departure and/or arrival.
▪ SID / STAR
A different runway usually necessitates the use of different SID and STAR procedures.
However, in many cases, SIDs and STARs are laid out in a way that the end point (SID) or
starting point (STAR) can remain the same, only the route to and from these points will
be different.
▪ Cruise Flight Level
Air temperature changes and high-altitude winds can lead to a different optimal cruise
flight level.
▪ Type of Approach
With a change in runway the type of approach can be different as well. Other runways
might not feature an ILS approach and require you to fly RNP or VOR/NDB approach
procedures.
Despite these many changes related to weather, the steps and procedures covered in this
tutorial flight remain the same. Just be prepared that procedure names, routing and some
performance related numbers can change when using real weather.

Airbus A321 | Tutorial Flight

[Link]
 Airbus A321-251N
ADVANCED TUTORIAL ADV04
KBOS-KLGA Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

AIRCRAFT PREPARATION

After the aircraft is initialised at the gate, the aircraft is powered up on external power.

► STAIRS AND GPU

Jetway and GPU are already in place.
► CABIN DOORS
In case it is not already open, use the EFB ‘Connections’ page to open ‘DOOR 1L’ (1).
► COMMUNICATION WITH CABIN- AND GROUND CREW
Looking at the DRAIMS, you may want to turn on the ‘CAB’ (2) and ‘PA’ (3) volume buttons.
The first one is necessary to talk to the cabin, the second one helps keeping track of the
boarding process later on.

The aircraft is now ready to begin cockpit preparation.

If you check the MCDU options payload page, you see that there’s no payload on board except
the crew.

Airbus A321 | Tutorial Flight

[Link]
1
2

3
2
 Airbus A321-251N
ADVANCED TUTORIAL ADV06
KBOS-KLGA Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

COCKPIT PREPARATION

Start doing your usual cockpit preparation flow. Using datalink services such as ATSU does not
change the workflow, it simply inserts a few extra steps necessary for flight preparation. Steps
that previously could not be simulated realistically, since without datalink it was all based on
pieces of paper passed between people.

One important new item to consider is time. The Flight Sim Labs datalink-based flight
preparation workflow is coded to be used together with realistic time intervals between the
various steps necessary. However, there is no need for concern. In a simulated environment,
nobody is getting mad at you when you miss your scheduled departure time, no passengers
stop booking your airline due to missed connections. But simply trying to make the scheduled
time specified in the airline’s timetable gives you a new dimension of realism.

That being said, having loaded the scenario at 16:55h UTC, it is now a few minutes passed that
time, and flight AA4650 is scheduled to depart (meaning start the pushback) at 17:43h UTC.

So start doing your cockpit preparation workflow by either using the same steps you used on
the flight from New York, or by using the Procedures Manual for guidance. And while doing
that, use the following procedure as an add-on to what you are already used to doing.

Flightplan download and datalink initialisation

The first step to get things going is to import the Operational Flight Plan (OFP) you have
created earlier in your flight planning tool. This will download a vast amount of data regarding
your flight, which is then used by various systems, like the FMGC and ATSU.
Please note that you can use ATSU without creating OFPs first. However, this will mean that
you have to type in a lot of data manually into the AOC pages within ATSU.

► OPTION 1 - USING SIMBRIEF

Note: Your SimBrief username needs to be specified in the Flight Sim Labs Control Center
for this to work.
▪ AOC INIT
On the MCDU press the ‘MCDU MENU’ button (1), then select ‘ATSU’ (2) followed by ‘AOC
MENU’ (3).
• Select ‘INIT’ (4) to access the AOC INIT page.
• After establishing contact with the flightplan server, the system will automatically
identify the aircraft and display the associated flight number (IATA format), in this
case ‘AA4650’ (5).
• Press ‘INIT DATA REQ*’ to retrieve the OFP data and send it to the FMGC (6).
• The process is confirmed complete by displaying the “INITIALISATION RECD”
message (7).
• Select ‘CREW DETAILS’ (8). Enter the designator for captain and first officer, you
may use any alpha-numerical designator.
• After initialising the flight using datalink, the briefing package is available digitally
on the EFB by opening the ‘Briefing’ application (9).

Continue on page �ADV10

Airbus A321 | Tutorial Flight

[Link]
 2

4
3

7
 Airbus A321-251N
ADVANCED TUTORIAL ADV08
KBOS-KLGA Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

► OPTION 2 - USING PFPX

▪ OFP DOWNLOAD
Press the INIT key on the MCDU to access the FMGC’s INIT page
• Enter the flight number of today’s flight, in this case ‘AAL4650’ (1).
• Press ‘INIT Request*’ to initiate the OFP download into the FMGC (2).
• Check for all fields being filled and the uplink being confirmed by the “AOC ACTV
F-PLN UPLINK” message (3).
The next step is to initialise the AOC system, that part of ATSU used for information
message exchange.

ATSU is also accessed via the MCDU, so press the ‘MCDU MENU’ button to leave the FMGC.
There select ‘ATSU’ followed by ‘AOC MENU’.

▪ AOC INIT
Of all available AOC pages, the AOC INIT page should always be the first one to work
through.
• Looking at the AOC INIT page you can see that the necessary data has already
been filled through that OFP download from the previous step. To complete the
initialisation, select ‘CREW DETAILS’ (4).
• Enter the designator for captain and first officer, you may use any alpha-numerical
designator (5).
• Return to the previous page (6) and press ‘INIT DATA REQ*’ (7). The message
‘INITIALISATION RCD’ will then appear (8).

Continue on next page

Airbus A321 | Tutorial Flight

[Link]
 2
1

7 6

8
 Airbus A321-251N
ADVANCED TUTORIAL ADV10
KBOS-KLGA Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

COCKPIT PREPARATION CONTINUED

► OFP DATA
Select ‘OFP DATA’ from the AOC MENU page. The OFP DATA page is used to confirm the data
from your OFP. Sending this data will provide information to various ground handling
stations, such as fuel order and load sheet calculation.
– Confirm all data corresponds to your OFP (1). Carefully check the STD time (2). Make
sure it is the correct one, in this case 17:43h UTC. However, if for some reason you’ll
not be able to meet the STD, you can add the amount of minutes you need.
– Select the desired refuelling method (3). Choose ‘AUTOMATIC’ to simulate the
refuelling process internally.
– Select ‘OFP DATA SEND’ (4). This will trigger the refuelling simulation (5).

► BOARDING (CATERING)
It’s too early for passenger boarding, however what we do need at this stage is catering,
water and waste tank servicing. This can be done while being refuelled and must be finished
before passengers arrive.
– In the AOC MENU select the ‘BOARDING’ page. Then select ‘REQUEST’ (6) with the
LKS 6R to get to the 2nd boarding page (7).
– Type in the amount of water and catering you require (8), and then select the
‘CATERING’ option (9).
– Hit ‘REQUEST’ (10) to send the catering request to the appropriate company.
Load catering manually on the MCDU options payload page (11).

While fuel is being loaded, you do have some moments available for important system and
FMGC preparation tasks, such as:
– Align the three ADIRUs
– Check the FMGC flightplan and enter missing bits such as arrival- and approach segments.

Airbus A321 | Tutorial Flight

[Link]
 5

1
1
2

3
4 6

8 8
9 11 11

11
10
 Airbus A321-251N
ADVANCED TUTORIAL ADV12
KBOS-KLGA Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

COCKPIT PREPARATION CONTINUED

Timing and Boarding

By now you should have received your first company message.

► SLOT NOTIFICATION
– On the EFB select ‘ACARS’ (1) to see the list of messages.
– You will see one message labelled ‘AOC Uplink’ (2). This message is sent to inform you
about the departure slot.
– The slot notification message includes the following details from top to bottom (3):
• Flight Number / Departure / Destination
• Flight plan release number, usually 1 if it is the first version.
• Calculated Take-Off Time (CTOT)
• Estimated Off-Block Time (EOBT)
• Delay, if any:
AW = Weather delay, can occur with low visibility, snow or strong winds.
AX = ATC delay
EN = Enroute delay, this would usually be delay due to airway congestion.
• Estimated taxi time

If no delay is indicated, the EOBT will equal your STD. In any case, you need to be ready for
pushback at the specified EOBT.

This is a good time to think about when you want the passengers to start boarding the aircraft.
You should aim for boarding to start around 25 minutes before start-up. You can start as early
as 40 minutes before EOBT. The minimum time required would be 15 minutes, anything less
than that will probably delay departure.

For this flight, let’s plan for boarding to start 30 minutes prior departure:

► BOARDING (PASSENGERS)
On the AOC MENU page select ‘BOARDING’. This page allows you to send a message to
ground handling, as to when you would like to start the boarding process.
– Type the desired boarding time into the scratchpad, then select the empty brackets
below ‘BEGIN AT TIME’ to replace the brackets with the boarding time (4).
– Select ‘REQUEST’ to submit the message (5).
– Boarding will start at the time specified.
An internal boarding simulation will gradually add passengers to the aircraft.

Note: If for some reason the actual UTC time you see is already past 17:20h, you may
select ‘BOARD NOW’ instead.

Airbus A321 | Tutorial Flight

[Link]
1

4
5
 Airbus A321-251N
ADVANCED TUTORIAL ADV14
KBOS-KLGA Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

COCKPIT PREPARATION CONTINUED

Weather Information
At this time, you’ll probably be waiting for the preliminary loadsheet to arrive. The perfect
moment to look at weather information downloads. Note however that it is not possible to get
weather information for MSFS in-sim weather presets. The procedure mentioned below is only
valid if you are flying in real weather.

► WEATHER DATA REQUEST

Selecting the ‘ATIS/WX’ page (1) within the AOC menu enables you to get weather
information. Being on ground before departure, Boston is already selected as the station you
want data from.
– Press ‘METAR’ (2) to receive Metar data (3).
– SIGMET- and forecast data (4) is available separately by pressing either option.
– Type in any other airport and/or airspace identifier to get weather data from those
stations (5). You must first insert the 4-letter code, then select the type of data you
want.
Note: Weather source must be set to ‘NOAA’ in order to receive SIGMET and forecast
data. See the Introduction Manual for more information on how to switch weather
sources.

► DEP ATIS (Optional)

Selecting ‘DEP ATIS’ on the AOC menu page (6) will request the departure ATIS to be sent
immediately.
– This needs a connection to an online ATC provider, and requires that ATC station to
have an ATIS information published. If not available, use VHF to listen to the ATIS
broadcast.
Note: Once airborne, that prompt in the AOC menu will change to ‘ARR ATIS’ and will
deliver the ATIS for the arrival airport if selected.

PDC – Pre-Departure Clearance (Optional)

One more thing you can do right now, if you are connected to online ATC, you may request the
PDC, the pre-departure clearance. If you are not flying using online ATC, then request the
clearance as usual via VHF.

► ATC REQ
Selecting ‘ATC REQ’ on the AOC menu page (7), then ‘PRE-DEP CLRNCE’ (8), allows you to
request the PDC:
– Some flight details are already filled in, so enter ‘AAL4650’ as the flight number (9),
your gate number (10), the ATIS info you have read or listened to (11), and then hit
‘SEND’ (12).
– After you have received the PDC as a message, you need to accept it, then this will
send a message to ATC, confirming that you have accepted the PDC.
Note: The online network controller needs to use the ACARS system to be able to answer
your PDC request.

Airbus A321 | Tutorial Flight

[Link]
 6
1
7

4 4
2

8 10 11

12
 Airbus A321-251N
ADVANCED TUTORIAL ADV16
KBOS-KLGA Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

COCKPIT PREPARATION CONTINUED

Loadsheet
Check your ACARS messages to see if the loadsheet has arrived. Once it has, open it and check
it (you may need to scroll down to read the entire message):

► LOADSHEET
The loadsheet contains all the data you need to complete the FMGC’s INIT B page.
– Select the loadsheet among the received messages (1), hit the magnifier icon to expand
the message display (2).
– The top half of the loadsheet will show you the weight data needed for departure (3).
– The bottom half gives you the ZFW CG and the TOW CG (4).
– Look through the entire loadsheet message, then accept it by pressing ‘Reply’ (5)
followed by ‘Accept’ (6).
– Fill in the ZFW and ZFWCG on the FMGC’s INIT B page.
Note: This is only a preliminary loadsheet. The final loadsheet will be sent to you after
boarding has completed.

Fuel Report
With refuelling completed, on the AOC menu page you will see the figure “6” next to the
‘FUEL’-prompt. This means that the refuelling operator has uplinked a fuel report for you to
confirm and send to your airline.
The fuel report contains a lot of numbers concerning the fuel that was ordered. However, it is
pretty much self-explanatory and can be confirmed quickly:

► FUEL
– Select the ‘FUEL’-page from the AOC menu (7).
– Confirm the fuel quantity before refuelling started (8) and the fuel on board now (9).
Calculate the difference, convert it to volume and compare with the report (10).
– American Airlines calculates in pounds and gallons (11). To confirm the fuel, divide the
weight of the fuel you got added by the density factor. 6.7 lbs/gal is sufficient, it does
not have to be more precise.
– If the value is roughly the same as the one on the report (10), type it into the scratchpad
and insert it at ‘VOLUME’ (12).
Note: If the numbers don’t add up, then you’d need to get in contact with the refuelling
guy to have the numbers confirmed. But since we cannot talk to them in MSFS,
you’d have to send the report anyway. Just make sure that the numbers on the
ECAM Fuel page correspond to what you need for the flight.
– Send the report (14).
Note: Your actual fuel load may differ from the figures shown here, depending on your
calculations for the OFP you created.

Airbus A321 | Tutorial Flight

[Link]
 1

3 2
5

12 10 8
11
9

13
 Airbus A321-251N
ADVANCED TUTORIAL ADV18
KBOS-KLGA Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

COCKPIT PREPARATION CONTINUED

Take-Off Performance Data

With the loadsheet in our hands, we can use the EFB to obtain take-off performance data.

► PERF CALCULATION
Select the ‘Performance’ application on the EFB home screen (1). Then fill in the details as
follows:
▪ With the departure airport filled in automatically (2), select the desired runway/
intersection in the list below it (3).
▪ Confirm that packs off departure is set (4). All other drop-down options do not need to be
changed using the ‘Scattered Clouds’ weather preset, meaning that the runway is neither
wet (5), nor is anti-ice required (6), due to lack of visible moisture.
▪ Fill in the surface wind (7), temperature (8) and QNH (9) from the ATIS.
Note: The weather-related settings will obviously be very different if real weather is
used for this flight.
▪ We want derated thrust (10), and for the application to select the optimum flaps setting
(11).
▪ Put in the estimated take-off weight (12) and MACTOW (13), taken from the preliminary
loadsheet.
▪ Calculate the data (14).

► PERFORMANCE DATA
Seconds later you’ll see the calculated performance data displayed.
The data contains all that needs to be transferred to the FMGC ‘PERF’ page for take-off:
Take-off speeds (15), flap setting (16), stabiliser trim position (17) and flex thrust setting
(18).
▪ Open the FMGC take-off PERF page on the other MCDU and enter the take-off data there.
Pressing the ‘UPLINK TO DATA’ prompt (19)’ will transfer the EFB take-off data to the
FMGC.

Note that performance calculation is also available using datalink, in case your aircraft is not
equipped with EFB tablets.
Find the corresponding function in the AOC menu under ‘PERF REQ’.

Airbus A321 | Tutorial Flight

[Link]
 1

14
2

6
10
7 4
11
8
9
5 3
13

12

16
15
17
15
18
19
15
 Airbus A321-251N
ADVANCED TUTORIAL ADV20
KBOS-KLGA Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

COCKPIT PREPARATION CONTINUED

Flightplan Route Fine-Tuning

The last item related to datalink exchange is the completion of your flightplan route. This can
be done late in the cockpit preparation flow to ensure that you get as up-to-date wind data as
possible.

Before requesting wind data, ensure the following:

– FMGC INIT B page must be filled out completely, to allow vertical path calculation (1).
– Complete the flight plan if necessary, including the STAR and approach. The STAR is
necessary to get accurate descend wind data, and the approach helps to have the FMGC
ETA and EFOB prediction calculated as accurate as possible.
– Use the approach that is most likely to be flown, given the weather, route and time of day.
For this example, I have chosen an ILS approach for runway 22 (2).

► WIND REQUEST
With the flight plan confirmed to be complete, wind data can be obtained. Do note however
that this wind data is coming directly from the weather servers, so it will not match with the
simulator winds when using a weather preset. In such cases wind data can be added
manually.
To download real time weather data via datalink, use the following procedure:
– Open the FMGC’s INIT page and select ‘WIND>’ (3).
– Note that no wind data is present (4). Select ‘WIND REQUEST*’ (5) to get data. Note
that this will take several minutes to arrive.
– You’ll see an uplink message in the scratchpad, once the wind data has arrived.
– With wind data downloaded (6), you can select ‘NEXT PHASE>’ (7) to cycle through
the other flight segments, cruise and descent.
– Within the cruise wind phase use the arrow keys to cycle through each route waypoint
if desired.
– Note that you can request new wind data whenever you like.

Airbus A321 | Tutorial Flight

[Link]
 1

4 5

6
 Airbus A321-251N
ADVANCED TUTORIAL ADV22
KBOS-KLGA Revision: 09-Jun-2025
DEPARTURE PREPARATIONS

COCKPIT PREPARATION CONTINUED

Finalising Cockpit- and Flight Preparation

By this time, refuelling is completed, and the seat-belt signs can be turned on. Boarding might
still be ongoing, so you can complete your cockpit preparation flows.

With cockpit preparation completed and passenger boarding coming to an end, here’s some
items to observe and take care of:
– Cabin crew will announce the completion of the boarding process via the passenger
announcement system (PA).
– A short time later, the L1 door will be closed by cabin crew.
– Make sure that you are running on APU power at this time and don’t forget to turn on APU
bleed air.
– With all doors closed, instruct the cabin crew to arm the evacuation slides. Double-left-
click the ‘PA’-button on the DRAIMS panel (1). Observe all slides showing as armed on the
lower ECAM door page.

With boarding completed, expect the final loadsheet to arrive at any moment:
– This second (final) loadsheet will arrive as ACARS message, just like the preliminary one.
– On the final loadsheet look for any changes in weight (2), centre of gravity (3) and
passenger load (4).
– Update the FMGC INIT B page accordingly.
– If weight or CG changes require a new take-off data calculation, simply override the
corresponding numbers in the performance application and hit the ‘CALC’ button again
(5).
– Accept the final loadsheet (6).
– Use the TO CG value to set the stabiliser trim for departure (after engine start).

If you’re running behind schedule, processing the final loadsheet may also be done during
pushback or taxi.

Airbus A321 | Tutorial Flight

[Link]
 1

2
4
3

6
 Airbus A321-251N
ADVANCED TUTORIAL ADV24
KBOS-KLGA Revision: 09-Jun-2025
DURING THE FLIGHT

ON THE MOVE

Gate Departure / Pushback

With the aircraft ready for push-back, all that is needed to get underway is talking to the
ground crew. With the clearance for pushback obtained, you may follow these steps to have a
realistic flow for gate departure:

– Turn on the beacons (1).

– Release the parking brake and use default MSFS controls for pushback.

After engine start, do all the necessary cockpit flows and checklists. As soon as you start to
taxi, take a moment to go to the AOC menu page. If you select ‘INIT’, then the arrow keys for
page 2, you may take note of the following data:

– Door closure time has been filled (2), and so has off-block time (3). Furthermore, the block
time has started counting (4), and later once you get airborne, the flight time will start
counting as well (5).

Take-off
While taxiing to the runway, you may listen in on the PA channel if you want to, usually the
volume is turned down considerably, so that you don’t get distracted in your workflow.
At some point before reaching the runway, it may be that the only item on your checklist is the
cabin report. Depending on the airline and the equipment used, this report is being delivered
solely by an ECAM message, by a phone call, or both of them.
If a buzzer sounds:
– Make sure that the ‘CAB’ channel is active and the volume setting sufficient (6).
– Press the flashing transmission selector for ‘CAB’ (7) to answer the phone call.
– After the call is completed, select to transmit on ‘VHF1’ (8).
– If you arrive at the runway holding point and the cabin has not yet reported ready, cycle
the no-smoking sign OFF and ON again, or press the FWD call button (9). This will give a
signal to the cabin crew to hurry up.

Having done all that, take off and proceed with the flight as usual.

Airbus A321 | Tutorial Flight

[Link]
 9

2 5
3

4 7
8

6
 Airbus A321-251N
ADVANCED TUTORIAL ADV26
KBOS-KLGA Revision: 09-Jun-2025
DURING THE FLIGHT

ON THE MOVE CONTINUED

Before Landing
At any time before landing, you may request up-to-date weather data via the AOC ATIS/WX
page.

► ARRIVAL GATE
If you are using one of the ‘Airline Packs’ available in the forum’s download section, one of
the files installed contains a list of all gates used at the airports serviced by that particular
airline.
In that case you will receive a company message towards the end of your flight, notifying you
of the gate to be used at the destination. Having received that information will enable you
to determine the best exit taxiway to use, and to plan your landing accordingly.
If you fly an airline for which there is no airline pack installed, you can type in the arrival gate
manually. For this flight, let’s assume that the company has arranged for gate 26 to be the
arrival gate, so type in ‘26’ and insert it using LSK 4R (1).

Final Approach
Later during the approach, the cabin crew will again inform you once the cabin is ready. Expect
to receive an ECAM memo (2) and/or a intercom phone call.

Airbus A321 | Tutorial Flight

[Link]
1

2
 Airbus A321-251N
ADVANCED TUTORIAL ADV28
KBOS-KLGA Revision: 09-Jun-2025
DURING THE FLIGHT

ARRIVAL

After Landing
At any convenient time after landing, access the AOC INIT page again, to review the flight
and send a report:
– Landing time (1), on-block time (2), and block time (3) are shown.
– Enter the ID of the pilot that performed the landing (4). Then select if this has been an
autoland (5).
– Send the flight report (6).
– Arriving at the gate, make sure to turn off the beacons and the seat-belt signs at the
appropriate time.
– You can start the deboarding process by selecting ‘INT’ with the INT/RAD-switch on the
Audio Control Panel (7). An internal de-boarding process is started, removing the
payload gradually to simulate cargo and passengers being unloaded.

After having sent the flight report above, head over to the EFB and open the Tech Log
application (8). Select the ‘Flight History’ tab (9) to see the flight report (10).

– This flight report includes time-, fuel- and landing data.

Note that the report will not be filled in before shutting down at the parking stand with
doors open.

Airbus A321 | Tutorial Flight

[Link]
 2

4
1 6
3

7 5

10

9
 Airbus A321-251N
ADVANCED TUTORIAL ADV30
KBOS-KLGA Revision: 09-Jun-2025
DEBRIEF

DEBRIEFING SECOND LEG

If you arrived at this page after having completed your first flight using ATSU, or you might just
have read through the document in preparation, you might probably be terrified about the
added complexity to a normal routine flight. If this is the case, you don’t need to worry. After
you have done the ATSU flow a couple of times, it will feel perfectly natural and you’ll perceive
it as something that makes work much easier, because it allows you to have all necessary data
at hand.

This ATSU-centred workflow allows for a seamless interaction between you in the flight deck,
your cabin crew behind you, and the ground handling personnel outside. It allows you to
experience airliner operations as it is done in today’s modern world, paperless and with the
aircraft linked in a chain of computers which are all delivering and receiving data to make life
easier for every person involved.

If you want to do your own flight next, you may still use this document as a guide, as the steps
remain the same for each flight, only the data changes accordingly.

Airbus A321 | Tutorial Flight

[Link]
FOR FLIGHT SIMULATION USE ONLY

© Copyright 2025 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.