Various Airbus 320 questions (lights, TCAS)

[J van E]

Hi there! I have been searching for quite some time for specific information about the Airbus 320 and how certain things are done in real life for some sort of checklist I am making for flight sim use. The only site that seemed to contain some valuable information is this forum, which isn't weird because real pilots are here (and I am just a sim pilot :) ).

I have a few questions (well, a lot, but I'll only post a few):

1. what are the usual procedurs for the WING and RWY TURN OFF lights? Afaik the WING light should be on all the time (together with the NAV & LOGO light) and the RWY TURN OFF light should be from the start of taxi until airborne. After landing they could be turned on when leaving the runway until parking. Right...?

2. About the TCAS: right now I put it on STBY first, XPNDR during taxi, TA only before take off and TA/RA when airborne. I also set the mode to ABV during climb, N during cruise and BLW during descent (until I am landed). Is that right or a bit too much...?

I wonder if there are any sites/documents which tell me what a real Airbus pilot does during a flight (with every available button). I know about the SmartCockpit site, but even that one doesn't contain the information I am looking for. I wish a real life Airbus 320 pilot would be so kind to make a not of every step he does during a regular flight. :)

[idol detent]

Hi JvE

1. I only use WING lights to check for ice or when it's foggy. (They can be quite blinding to other a/c on the ground :ok:).The RWY TURN OFF lights I only use during TO & Ldg. I normally only use TAXI when maneuvering round the airfield. Some of my colleagues use both TAXI & T/OFF lights whilst taxiing. It's pretty much up to the individual in my company...

2. TCAS to XPDR before push-back then TA/RA whilst taxiing out for TO. Set to ABV with SYS1 = my sector, SYS2 = co-pilot's sector. Reaching cruise set to BLW (I never really use Normal). After landing set to XPDR again for the taxi-in. Squawk 2000 (UK destinations) or 1000 (Other destinations) before switching OFF. TA mode only used after, say, an engine failure or where specifically mentioned in the airfield Perfomance Manual et al to prevent nuisance warnings on parallel approaches etc.
Other companies may have different policies...

id

[J van E]

Cool! Thanks for the reply! This really helps!

I did already notice every pilot and company seems to have their own 'rules' (like you say: 'It's pretty much up to the individual in my company' and 'Other companies may have different policies'), which makes it a bit hard to make a rather realistic 'checklist' (or better said: doing it all as it is done in real life). I guess that in the end I also have to make my own policy and use a bit from this and a bit from that... :) Or maybe I just should pick one pilot and mimick what he does (you, for instance :) ).

[Power-Attitude-Trim]

Some good stuff on Smart Cockpit website about the 320. Have a look there.

[J van E]

Thanks, but I already checked the Smartcockpit site (should have mentioned that, I guess) and couldn't find the answer to my questions. Although I did find answers there to other questions. I think some specific information isn't there because policy on a few specific things is so different for every company.

BTW idol detent said "TA/RA whilst taxiing out for TO" and "After landing set to XPDR again for the taxi-in." Why TA/RA for taxi out but XPNDR for taxi in...?

[Power-Attitude-Trim]

So you can see how many aircraft are on the approach and have a rough idea of how far out they are. Good knowledge to have on the way out, pretty irrelevant on the way in (unless you have an active runway to cross).

[Flying Fred]

J van E

As far as the TCAS/transponder settings are concerned, you have to have a minimum of XPNDR on the ground while moving. This enables the transponder but disables the TCAS function which is only used in the air. ATC at the larger airports use the transponder replies to identify individual aircraft using surface movement radar. While parked, the transponders are put to STBY to avoid overloading this system with squawks from stationary aircraft.

Prior to push back, the transponder is put to XPNDR, thus allowing ATC to see it with the appropriate data tag e.g. BAW123. During taxi out, you are preparing the aircraft for flight, so it is moved to TA/RA which enables the TCAS function. This also has the added benefit as P-A-T mentioned of being able to see traffic on the approach.

After landing, the aircraft is prepared for parking so back to XPNDR for taxiing, followed by 2000 STBY once parked.

The whole process is similar to the flaps - taxi out with the flaps extended (ready for flight), taxi in with the flaps up ( read for parking).

Hope that helps.

FF