Airbus A330neo: The Perfect Successor

Part 2 – A330-900 Flight experience

I hope you enjoyed part 1, which contains all the initial information regarding the modelled ToLiss A330-900. Now, it is time to continue with the exploration of the A330-900. To be exact, exploring all that belongs to a complete flight. I will try to cover all the steps, procedures, and actions needed for my flight and yours.

Introduction

Here is a quick reminder about what flight I will cover: My initial plan is to cover the tutorial flight. And yes, it is a flight over the Atlantic, so it is not that interesting to look outside, but on the other hand, enough time to explore most of the features that come with this awesomely modelled A330-900.

A rehearsal of the intended ToLiss tutorial flight: this tutorial provides a reasonably comprehensive overview of the features implemented in the ToLiss Airbus A330-900. We highly recommend to work through this tutorial first. The ToLiss Airbus A330-900 is a very complex product, and its features cannot be learnt by trial and error. The tutorial describes the following aspects of a flight:
– Starting the aircraft from cold and dark and shutting it down at the end of the flight
– Conducting a flight according to standard operating procedures (SOP)
– Entering a flight plan from the departure airport to the destination, including fuel requirements, standard departures and arrivals, and vertical navigation.
– Modifying the flight plan before departure and in flight.
– Swap between managed and selected autopilot operation
– Diversion to an alternate airport.

 

This tutorial describes each step for a complete flight from Lisbon, Portugal (ICAO code LPPT) to Sao Paolo Guarulhos Airport, Brazil (ICAO code SBGR), with a go-around in Sao Paolo and subsequent diversion to Rio de Janeiro Galeao Airport (SBGL). This corresponds to the real-life flight TAP083, which the Portuguese airline TAP operates with an A330-900 aircraft.

It’s time to move on. Let us start with the flight deck preparations, but first, do you like to fly online, for example, with VATSIM, IVAO, or offline?

Online or Offline Flying

Whether you prefer to fly online or offline is a matter of how skilled you are and what your preferences are. Online flying is fun but can also be scary when you do not have much experience with using aircraft communication, your headset, your settings, and so on. Once you have mastered the A330-900, you can give it a try to fly online with either VATSIM (Virtual Air Traffic Simulation Network) or IVAO (International Virtual Aviation Organisation). To connect to the VATSIM network, it uses xPilot software for X-Plane. IVAO, on the other hand, offers in-house developed software. With either virtual ATC organisation, you can communicate with ATC via text messages or using your microphone.

What is coming next in this paragraph is something I mentioned in Part 1 of the A330-900 review, but you need a Navigraph account. I write on purpose you need it since the ToLiss A330-900 needs up-to-date AIRAC cycles, but it is also required for optimum integration with, for example, SimBrief for your flight planning and so on. Check out the Navigraph Ultimate package. You can subscribe monthly- or yearly- and get access to charts, flight planning and navigation data (AIRAC cycles).

And now, the reason why I started this section is that it is because of the overwhelming possibilities of online flying integrated into the A330-900. In the Simulations Manual, starting on page 61, you will find the necessary information on the ACARS function. And, if you want to use the CPDLC (Controller Pilot DataLink Connection) in flight, you can enter your Hoppie Logon code in the field “Hoppie CPDLC Logon”. CPDLC explanation and examples start on page 67 of the Simulations manual. Worth noting: CPDLC is ONLY applicable if you fly online in a network like VATSIM or IVAO.

Ho ho, hold on.
When you are new to online flying and ToLiss aircraft, please let me briefly explain what ACARS does and what it can do for you. ACARS (Aircraft Communications, Addressing and Reporting System) is a digital communication system used on aircraft that allows messages to be sent and received in text format between aircraft and ground stations. ACARS allows text-based messages to be sent between aircraft and other stations, for example, OOOI messages (OOOI is an automated message recorded by aircraft systems that log the following times: pushback, take-off, landing and arrival at the gate.) to airline dispatch or maintenance departments, or to request up to date weather reports while in flight. (Copyright Aviation Matters)

And what about CPDLC (Controller Pilot DataLink Connection)? Are you familiar with that? Again, here, we briefly explain what it does and can do for you. CPDLC is a communication between the controller and pilot, using data links for ATC communications. CPDLC is a two-way data-link system by which controllers can transmit non-urgent ‘strategic’ messages to an aircraft as an alternative to voice communications. The message is displayed on a display.

The CPDLC application provides air-ground data communication for the ATC service. It enables several data link services (DLS) to exchange communication management and clearance/information/request messages, which correspond to voice phraseology employed by air traffic control procedures. (Copyright Skybrary)

However, the following YouTube movie, which discusses the use of CPDLC with Hoppie, is perfect. It is worth checking out.

To close it up, I want to bring one more option to your attention: sharing the A330-900 flight deck with SmartCopilot. It has nothing to do with online flying, although when you share your A330-900 flight deck with someone else, it feels like flying online without virtual ATC. Another possibility is using SharedFlight. I can’t advise you which is better since I have no experience with SmartCopilot or SharedFlight.

Update December 2024: Unfortunately, we did not receive a reply from SmartCopilot. That means we will not know if version 4.0, which is still in beta, will soon be the new SmartCopilot. On the other hand, Justin from SharedFlight provided us with a lot of information.

Then, I searched for other freeware, such as “cockpit sharing software.” XFirstOffice, which looks like it is sharing your cockpit, actually transfers copilot commands to a software copilot. The others I found are mostly too old and not recently updated.

Flight Deck Preparations I

A330-900 Power Up
This section deals with some ISCS configurations during flight deck preparations. Out of the box, the A330-900 starts by default with EXT POWER ON to the aircraft. Other available options are ADIRU + APU ON or COLD + DARK. As an ex-ground engineer, I prefer a “COLD and DARK” condition, and thus I change the setting. Via the ISCS window tab “Startup Situations”, I first select at the right-hand side under STARTUP behind COLD + DARK the button DEFAULT and then tick SET STATE. The new situation is immediately implemented, and since I clicked the DEFAULT button, too, it will be the new configuration whenever I restart the A330-900.

When you and I are busy with all the preparations, saving your setups occasionally is a good idea. Suppose you saved many “own” situations via the ISCS page window tab “Startup Situations” – LOAD/SAVE SITUATIONS – and discovered that you made a mess of it with too many different situations; then check out the following. Go to X-Plane Resources – plugins – ToLissData – Situations. All situation files named “dat” and “qps” are saved here. You can delete the specific situation files (dat and qps) you don’t need anymore.

Starting on page 38, section 3.3, the Simulations Manual has more information about these situations and auto-saved files. The sample screenshots show some situations I created for Windows 11 and macOS 15.2.

Control of animated doors and others
When familiar with ToLiss aircraft, you should know how the animated cargo- and passenger doors work with the AUTO-YES-NO option. Aircraft doors and animated baggage loaders are controlled via the ISCS tab “Ground Services – Aircraft Doors”. The screenshot below shows that all animated doors are set to AUTO. Depending on the aircraft’s condition, doors are open or closed. However, you can also control these doors manually by clicking the individual dropdown box and selecting either OPEN or CLOSE. When you leave this in AUTO, remember that “the door(s) opens and closes according to the plugin’s internal logic to detect if the aircraft is parked at the gate.”

One more item regarding the AUTO or manual settings. You will find these “AUTO or manual settings” also at the ISCS page window tab A/C + SIM CONFIG – Aircraft Configuration and the ISCS tab JOYSTICK ACTIONS – Joystick Configurations. However, for the joystick, there is only one AUTO option available.

Another way to control maintenance or cabin-related items, and a bit more, is via the Interactive Audio Control Panel (IACP). It allows you to communicate as in real life and interact with the ground or cabin crew. You can use the INT button on the IACP to open ground crew-related functions and the CAB (cabin) button to open cabin crew communications, like controlling the doors, cabin lighting, etc.

A floating window appears when clicking the INT or CAB button on the IACP. On each floating window, you can scroll between different pages with the “+” and “-” and select or change whatever applies to you. As I said before, it is a highly realistic feature since pilots do this in real life by “communicating with the intercom or, whenever applicable, directly to the person involved. Suppose you have the modern DRAIMS selected via the ISCS window; you will also find the same buttons on this device.

Flight Deck Preparations II

SOP or tutorial?
I could use the SOP (Standard Operating Procedures) in the Aircraft manual for the necessary preparations, starting on page 43. However, I prefer the tutorial.

I read the tutorial via my iPad, performed each step, and discovered that almost all aircraft systems are simulated. Finding out how everything works will consume a lot of time, but when you do this repeatedly, you will become more and more familiar with the modelled A330-900 and find the right “flow” for yourself. It is also worth telling you that the tutorial starts with several “pre-conditions”. Those are the environmental conditions, time of the day, the aircraft location, the startup situation of X-Plane and your aircraft and some A/C + SIM CONFIG changes, etc. The actual flight deck preparations start on page 7, chapter 3, Aircraft Startup.

I know everybody can read, and when you read the steps carefully and don’t think you know everything, the tutorial is almost the Holy Grail. I may use this “word” since every step is well written, explained when applicable, and accompanied by screenshots.

Things get a bit more exciting and complicated at the same time when we start programming the FMGS (Flight Management and Guidance System). Via the MCDU (Multipurpose Control Display Unit). Besides the many steps to perform, the FMGS programming can be divided into the following:

– MCDU pre-preparations pages 31 – 39
– Setup ACTIVE flight plan pages 39 – 48 (LPPT – SBGR)
– Setup ALTERNATE flight plan pages 48 – 51 (SBGR – SBGL)
– Setup FMGS Performance Parameters pages 51 – 57
– Setup SECONDARY flight plan pages 57 – 60

The SECONDARY flight plan is used in case of problems after we initiate the takeoff LPPT and need to return to LPPT. As you can see from the tutorial, the FGMS programming covers almost 30 pages. That’s a lot of pages and thus a lot of information, and I even found steps to perform I wasn’t familiar with. I don’t know everything, but more importantly, all these steps are well explained and show you how to enter that data.

TIP 1: For the popup MCDU, I use the Haversine AirFMC app and the Haversine X-Plane plugin. The latter is a tablet or iPad app available via the App Store or Android Google Store. It works flawlessly and connects needles with the ToLiss aircraft, not only the A330-900. Next, you need the Haversine X-Plane Air plugin. You must install the plugin in the Resources/plugins folder.

Note: When using the Haversine MCDU, you must vertically position the tablet or iPad. Once the Haversine MCDU runs, the display tells you to start X-Plane and load the A330-900 or any other ToLiss aircraft. You have a remote MCDU on your tablet or iPad from that moment. When you have a second monitor, you can move the ToLiss A330-900 MCDU to the second monitor. It is handy, too, although different from the Haversine option.

TIP 2: After I finished each FMGS programming section, I saved the situation via the ISCS Startup Situations page. I found that to be better for me, and it gave me a chance to restart sections again to get familiar with the FMGS programming, but that’s entirely up to you and how you prefer it. Although written on the respective ISCS page, ToLiss advises you to load the ENG RUNNING aircraft state before loading any saved situation file/condition. It sounds a bit odd, but it works. After loading your situation file, the aircraft starts as you left it before. A perfect feature!

Let’s examine the specific steps I took more closely. First, we’ll check the aircraft weights and TO/LDG data.
One of the essential steps for the MCDU is calculating specific parameters and entering the ZFW, ZFWCG, block fuel, Slat/Flap TO setting, Stabilizer position, and V1, V2, and Vr speeds. All this information can be found in the ISCS, and some data can be applied to the aircraft. I write “be applied to the aircraft” because you can also see some of this data on the AviTab “WGT + BALANCE” page.

At the ISCS LOADING PERFO (Loading Performance), I entered, according to the data in the tutorial, the number of passengers, the cargo load and the block fuel. But you can do more on this ISCS page, namely the distribution of the passengers over the cabin. Then, the block fuel can be initiated by quick or slow refuel/defuel. I follow the tutorial steps, which say we use quick refuelling.

However, you can also use the AviTab WEGT + BALANCE page. The respective AviTab page shows you all the weight-related data, but remember that AviTab can’t transfer this data to the aircraft. For that, you need the previously mentioned ISCS popup window.

But there’s more.
The AviTab also offers the TO PERF and LDG PERF pages. It is a highly realistic representation of takeoff and landing data. It would be best if you tuned for the airport ATIS (LPPT ATIS departure 121.955), enter the necessary data from the ATIS (Automatic Terminal Information Service), and add that in the respective AviTab TO PERF field, followed by clicking the COMPUTE button. The middle table will show you the calculated data and, on the right-hand side, a runway, wind direction and TO/LDG information. The above LPPT ATIS frequency is retrieved from the official AIS of Portugal website and this frequency works and is tested in the Toliss A330-900 for X-Plane 12.

Then, a note regarding the Cost Index. It must be entered on the INIT A page. The tutorial on pages 34-35 briefly describes the CI. Although it is an old Airbus document, “Getting to grips with the cost index,” it is still worth reading. The manual provides valuable background information on the abbreviation CI. Interested?
Check out the following link. Scroll to page 2 and look for “Getting to grips with the cost index.” You can also find other websites explaining CI by searching the Internet.

Before starting with the individual flight phases, one last note is making some “special” adjustments to the active flight plan due to the length between waypoints. I am talking about using the FMGS function “LL XING”. It looks like something Chinese, but it is an FMGS function. According to the tutorial, “We can use the FMGS function “LL XING” to enter waypoints along the flight path at certain longitude or latitude values. Here, we will add 12 waypoints at latitudes 34N in 2-degree increments. This breaks up the legs between BEXAL and SAGMA, after which the individual legs are much shorter again.”

Two other items that need your attention—and I am not sure how often flight simmers use this—is adding wind data to the vertical flight planning (section 4.2.4 FMGS Performance Parameters). This is well explained and documented on pages 54-55 of the tutorial. The second data set to be entered is the step altitudes. This starts on page 55 and ends on page 56. As said before, these additional modifications to the flight plan are only the result of a long flight. Step altitudes and LL XING procedures are unnecessary when you have a much shorter flight plan.

I think it is time to wrap it up and start with the individual flight phases: pushback and engine start, taxi, take-off, climb, cruise, descent procedures SBGR, the actual descent, approach, go-around, descent procedures SBGL, approach, landing and the debriefing.

Flight Impression LPPT – SBGR, diverting to SBGL

Introduction
Are you ready? I will try to write down every step I take, including any necessary tips and tricks. For example, during my several takeoffs, I saw so many things on the HUD that I didn’t know where to look for. There’s so much to see at the beginning of the takeoff run. Anyway, you’ll see.

Pushback and AUTO Engine Start

According to the tutorial, a pushback is initiated and finished before the engines are started. However, you can also begin starting the engines during the pushback—that’s entirely up to you. When I worked as a ground engineer, both methods were used.

In Part 1 of my A330-900 review, I mentioned that you can use the ToLiss pushback truck or the freeware BetterPushback plugin. I have decided to use the ToLiss. The BetterPushback truck is beautiful, and it has an excellent controlling tool that lets you visualise how and where the aircraft is positioned. But I would like to see how easy it is to control a pushback with the ToLiss pushback option. And I can tell you, it is easy and works flawlessly. It is up to everybody, but a pilot never sees the pushback truck from the cockpit, only when the pushback truck drives away from the aircraft.

After I enter the distance of the pushback in meters and the direction of the aircraft’s tail, I can select AUTO or MANUAL pushback. The tutorial advises AUTO pushback for a good reason. In AUTO, you only need to check for the ECAM MEMO message NW STRG DISC. Once you see that, release the parking brake, and the aircraft will be pushed back to its position.

If you want to use the MANUAL pushback function, you are the pushback driver. I can tell you that it is not easy since you control speed and steering angle with your joystick. When the push truck MANUAL command has been started, you still need to monitor the ECAM MEMO message NW STRG DISC, but double-check first that all doors are closed and that the wheel chocks are removed. When the ECAM MEMO message NW STRG DISC appears, release the parking brake. Then, I suggest that you position yourself outside the aircraft in a way that you can see what happens.

TIP 3: If you are the pushback truck driver, grab your joystick and push it forward. This increases the speed of the pushback truck. Do it slowly. The pushback truck is not Speedy Gonzales! When applying a joystick roll movement, let us assume to the left, you will notice that the aircraft’s tail starts moving to the right. Do this slowly. When you do it fast, the aircraft will make a pirouette before you know it. Is it challenging? Yes, it is, so go for the AUTO pushback when you are nervous. Oh yeah, one more thing: you don’t sit in the ToLiss pushback truck.

Starting Airbus engines is generally straightforward. The procedure described in the tutorial is known as an AUTO ENG Start. It is so simple because the complete engine start cycle is controlled and monitored by FADEC (Full Authority Digital Engine Control).

So the sequence to follow is as follows: when the ENG START selector is set to “ING/START”, the FADECs are electrically supplied. When sufficient BLEED PRESS exists, the PF (Pilot Flying) or You begins the start sequence by setting the ENG MASTER switch to ON. You and your co-pilot (when using, for example, SharedFlight software) should monitor the start sequence:
– Start valve opens
– N2 (or N3) increases
– IGN A(B) activated
– Fuel Flow indication
– EGT rise
– N1 indication
– Oil pressure increases into the green band
– Start valve closes

After reaching the peak EGT or when AVAIL on the E/WD is displayed, the PF can start engine 2. As a side note, the engines are started sequentially, beginning with engine 1. This is to pressurise the blue hydraulic system that supplies the parking brake accumulator.

Startup procedure engine 2

Do you really need to monitor the ECAM ENG displays?
You should monitor the ECAM DUs, but the FADEC responds much faster whenever something goes wrong during the engine start. The way the engine start cycles are modelled shows realistic startup sequence behaviour.

Now, something different. The previous paragraph explained the AUTO engine start, but you can also perform a MANUAL or X-BLEED start. An automatic start is typically used, although bleed duct pressure from the APU may be low at hot or high airfields, necessitating a manual start. The MANUAL engine start requires air pressure connected to the HI PRESS aircraft receptacle. For an X-BLEED engine start, we use external bleed air to start engine one first, remove the external bleed air, and use bleed air from the running engine to start the second engine. That said, this is a brief description. The whole procedure can be found in the Airbus FCOM 3.04.70.

Did it work? Yes, it is, as expected, perfectly simulated.

TIP 4: Do we speak about FADEC or EEC?
Modern digital computer technology, in the form of a Full Authority Digital Engine Control (FADEC) system, has offered the opportunity to reduce significantly the complexity of hydromechanical and pneumatic engine systems while adding flexibility for the aircraft. The Electronic Engine Controller (EEC) is the central control intelligence in a FADEC system, and EEC software replaces most of the hydro-mechanical and pneumatic elements of the fuel system. (Courtesy The Jet Engine by Rolls Royce, 5th edition).

Before moving on to the taxi phase, here are some words about the operational HUD. The HUD already offers all the indications found on the PFD, but it is different. The data on the HUD is presented in green, which is less cluttered with varying colours than the PFD. Check out the following screenshot.

As you can see on the screenshot, all the information found at the PFD is there on the HUD: speed scale, FMA (Flight Mode Annunciator), ALT(altimeter) scale, FD (Flight Director), etc. There’s one crucial thing to keep in mind when using the HUD. It would be best if you sat straight in front of the HUD. You hardly see the projected data from an angle, or even worse, you don’t see anything.

TIP 5: Different tinted HUD plexiglass.
If you prefer a slightly more realistic HUD plexiglass colour, you can check out the following link, which is found at X-Plane.Org. It is a modification made by Org user keyelem. It is up to you, but after I checked several Airbus A330neo approach/landing movies with the HUD extended, I must say that the tinted plexiglass is more realistic. For your information, the previous screenshot uses the light-tinted modified HUD glass colour from Keyelem.

Taxi Phase

From our pushback position, is it straightforward to runway 02 or 03? It could be a bit confusing. Is it runway 02 or 03?

The tutorial says the takeoff is initiated from runway 03; however, I see runway 02 outside. After some investigation, I discovered that X-Plane 11 uses runway 03, while X-Plane 12 shows runway 02. Since the tutorial shows runway 03, this applies to X-Plane 11. There is no further confusion, then. Runway 02 applies to X-Plane 12.

We must taxi to runway 03 (02) from our pushed-back position via taxiways R1, A2, M1, M2, M3, M4, and M5. A small remark for the route to taxi: the mentioned R1 is something I can’t find on current LPPT charts. Since we are pushed back from gate 144, I imagine we need to follow A4 and A3, which brings us to A2.

With a Navigraph Ultimate account, you can download the LPPT ground airport or parking stand maps using the Navigraph Charts app and load them into the AviTab. When you don’t have the ground airport or parking stand charts, you can also check which intersection number you reach during the taxi. M5 is the holding point before the runway, giving you time to check the checklist items.

Taxiing the A330-900 is easy. Unlike the A340-600, which has a taxi camera, it is not that long. Therefore, it is not necessary for the A330-900. You have an excellent external view, and steering with the nose wheel is direct, although it depends on which hardware you have or how you programmed it in X-Plane. Following the centre line is therefore not a problem. During the taxi, I made the necessary preparations found in the tutorial and rehearsed for myself. What if the takeoff goes wrong before V1 or after V1? It is not easy when you’re alone on the flight deck unless you have a copilot, which is possible with the paid plugin version of SharedFlight.

Take-Off Phase

Upon approaching the M5 holding point, I set the parking brakes and performed a last check on which items to do. Then, it depends on whether you are flying online or offline. Online means that when VATSIM or IVAO ATC is available, you need a takeoff clearance; otherwise, you can take off when ready.

I rehearsed all the steps to keep in mind and to perform during the takeoff and the initial climb. I can tell you that this will be a smooth operation, but using the HUD only is a challenge. I mentioned that before, and because of that, I also had the pop-up PFD beside the HUD. Is keeping the A330-900 on the runway centerline during the takeoff difficult? Not really, as long as you follow the YAW bar closely on the enlarged PFD or HUD.

It is time to apply some thrust to turn the A330-900 on the runway centerline. When aligned with the runway centerline, I click the chrono button and start making a rolling takeoff. I slide the thrust levers to the FLEX TO detent, which also engages A/THR.

With the TLA (Thrust Lever Angle) in position, I check the HUD and PFD FMA (Flight Mode Annunciator), where I see MAN FLX +39. The value 39 stands for the entered MCDU PERF FLEX temperature. Further, the HUD and PFD FMA show SRS (Speed Reference System) and RWY (runway) with CLB and NAV being armed in cyan. To clarify, the mentioned colours do not apply to the HUD. All drawings/text on the HUD are always green. The HUD does not always show what you see on the PFD and will not be visible when certain conditions are met.

RWY is the lateral mode, which provides lateral guidance from the start of the takeoff to 30 feet if a suitable LOC(localiser) signal is available. SRS is the vertical mode that provides vertical guidance up to the acceleration altitude. As long as slats are extended and V2 is available, SRS engages automatically when power is applied for takeoff. It commands a speed of V2+10 during normal operations. If an engine fails, V2 is commanded. SRS also maintains a minimum rate of climb without regard to speed control to provide wind shear protection. At acceleration altitude, SRS is automatically replaced by CLB mode, which accelerates the aircraft to the initial climb speed.

For example, when you set the thrust levers to the FLEX TO detent, then the FMA indications pop up on the upper part of the HUD. Or when the PFD shows the PITCH bar and the YAW bar, you only see the YAW bar on the HUD. After TO, you will see another symbol on the HUD: the Flight Path Vector (FPV), also known as the bird. As we all know, when you use the PFD, you must keep the PITCH and ROLL bars in the centre if you fly manually. Using the HUD will teach you to keep the FPV in the cage. Looking closely at the HUD, you will see a “circle” and a bird (the aircraft). The idea is to keep the circle within the bird, the same with the PITCH and ROLL bars in the centre.

Some background information regarding the Flight Path Vector can be found at TermAviation: The Flight Path Vector (FPV), often called the “Bird” on the Airbus A330 aircraft, is a critical tool pilots use for precise flight control and navigation. It is an indicator that provides a real-time visual representation of the aircraft’s flight path relative to the horizon. This allows pilots to accurately monitor the aircraft’s attitude and trajectory during various flight phases, including takeoff, climb, cruise, descent, and landing.

As mentioned earlier, the FPV is displayed on the HUD in the cockpit and is represented by a small symbol resembling a bird that moves along a curved line. The bird’s position on the display corresponds to the aircraft’s actual flight path, indicating whether it is climbing, descending, or maintaining level flight. This valuable information aids pilots in retaining the desired flight profile and avoiding any potential deviations from the intended flight path. (Courtesy of TermAviation)

With the throttles in the FLEX TO detent, the YAW BAR uses visual guidance (HUD or PFD) to help me maintain the aircraft on the runway centerline. I forced myself to look at the HUD, which is the best way since it is straight ahead. Once in a while, I check the popup PFD, which we commonly use, but the HUD makes life easier.

Initial Climb

At Vrotate, RWY is replaced by a green NAV on the PFD FMA, which is, for now, the only active MANAGED mode. On the FCU, all modes are in the MANAGED mode, indicated by the dot with dashes, except for the ALT indication, which does not yet have the dot. Controlling PITCH and ROLL with the Thrustmaster Airbus joystick is easy. I am always wondering if this reflects the reality of flying an Airbus. That’s a question for later. Note: The transition from RWY to NAV mode happens at 30feet RALT.

For now, I leave the AP (Auto Pilot) OFF. I try to follow the FPV on the HUD, which is not easy, to be honest. Following the FD bars on the PFD feels much more manageable. At acceleration altitude, found on the MCDU PERF TAKOFF page, SRS is replaced by a green CLB and will become the active mode. Underneath MAN FLX flashes now LVR CLB, meaning I have to slide the throttle levers one detent back to the CLB detent. When the throttles are in the CLB detent, the FMA shows a green THR CLB. In the meantime, I also need to monitor the green S on the PFD speed scale or the HUD (X-Plane 12 only) since this indicates I need to retract the SLATS.

What when you decide to make a takeoff with only the HUD? This means no additional popup PFD, so just the HUD. For clarity, I lowered the sunshade because it is a sunny day. I had my thoughts about whether it would be complicated to monitor the runway centre-line and, at the same time, to follow the information on the HUD. Honestly, it was an easier takeoff than expected. Of course, it is different since the HUD only shows green information and no Flight Director bars. You must get used to the FPV (Flight Path Vector) or bird and the cage.

It was easy and not challenging to keep in the A330-900 on the runway centre-line. Once airborne, I tried to focus on the FPV and get and keep it over the circle, which is the cage. Check out the following screenshots of the same takeoff, but this time with only using the HUD.

In the last screenshot, I marked the FPV (Flight Path Vector, your current aircraft position) and what to do (how to steer) to get the FPV over each other with the small circle or cage.

Climb Phase

The initial climb that started after the takeoff mode is now behind me. I’ve reached my first level off altitude of 5000 feet. I let the aircraft level OFF at this altitude, monitored how it responded and then entered 32000 on the FCU ALT window. I press the ALT knob and see a dot behind the ALT window on the FCU. This means I am in the MANAGED mode. Suppose you pulled the ALT knob; you will see no dot, and on the PFD FMA (or HUD) is written OP CLB. And, on the FCU, the VS (Vertical Speed) window also becomes alive. I don’t want that right now, so I stay in the managed mode. No issue when you see that; use your mouse once more on the ALT knob and press it.

From now on, our climb will be a bit more relaxed. Hopefully, it will allow me to check out the modelled systems. With more time on the flight deck, I want to share some words about the modelled FMGS. The ToLiss Auto Flight System, the correct name is FMGS (Flight Management and Guidance System), is programmed to respond “as real as it is”. The two front MCDUs work independently from each other, and they have independent 2D popups. Independent means working as master and slave units.

The FD buttons on the FCU are also split-programmed between the CAPT and co-pilot. The same applies to the BARO selector, although this split BARO function can be switched OFF in the SCSI popup so that no discrepancies will be shown on ECAM. With no discrepancies, I mean that when you press the captain’s BARO knob and not the co-pilot one, you get no ECAM message, while usually, you get an ECAM BARO discrepancies message.

In the previous screenshots, you can see how the FMGS is modelled. This means that FMGS 1 and FMGS 2 are working independently from each other. This reflects the different views of the PFD, ND and the MCDUs. Remember that the third MCDU, located at the rear of the pedestal, doesn’t have a popup possibility, nor can it be used for navigation. It only intends to offer ATSU (Air Traffic Services Unit) and TRAF(fic) options.

But there is so much more that makes ToLiss aircraft models so unique. What do you think about the lighting control with the rheostats of the individual EFIS DUs? The lighting of each DU works independently on each side and independently from the other side. Or, when you select a ROSE mode on the CAPT ND (Navigation Display), you don’t see a copy of the same image and range on the co-pilot ND. Each side has its controls. It sounds all so logical; it sounds all normal, and yes, it is normal when it is a ToLiss aircraft. Even knowing ToLiss now for many years, I am constantly impressed by what ToLiss has made and continuously improved.

While on route and still climbing to our first assigned altitude, there is always a possibility that you need to deviate from your intended flight plan, for example, due to weather conditions. When this condition appears, it is possible to enter an HDG (heading) in the FCU and leave the flight plan for what it is. An action to do this “and to fly around” could be due to a thunderstorm ahead, also called a “single-cell cloud Cumulonimbus“.

In such weather conditions, I initiate by entering a heading on the FCU. Click the HDG knob, the original flight plan on the ND becomes a green dotted line with a straight line for the current HDG HLD. Turning the HDG knob (actually, this is HDG SEL) means another heading; the aircraft will consequently follow that new heading. The following screenshot shows that a heading of 247 was entered. The current track is the green line, while the green dotted line represents the original flight plan path. On the PFD FMA, consequently, the NAV is replaced by HDG, and we no longer have the CLB mode but OP (open) CLB. These modes are no longer MANAGED by the FMGS.

But how do you return to the NAV mode?
You can achieve this in two ways; steering by changing the heading several times on the FCU (HDG SEL) and finally pressing the HDG knob to enter the NAV mode. NAV appears then in cyan on the FMA. The other option uses the DIR (direct to) command on the MCDU. I selected the new waypoint shown in the example screenshot below: BEXAL. This is followed by LSK 6R (DIR TO INSERT). After executing, the aircraft will follow the modified flight plan and go directly to waypoint BEXAL. Consequently, the MANAGED NAV mode replaces the PFD MFA HDG mode. This is clearly explained in the tutorial, chapter “7 Climb and Cruise”, starting on page 85 and including 88.

Notice that after the DIR TO action, the FCU longitudinal mode (ALT) didn’t change automatically to the MANAGED mode. There is no dot visible. And on the PFD FMA, the OP CLB is still shown. Press the ALT knob, which changes the OP CLB to CLB (managed mode). A dot appears behind the ALT window on the FCU.

Climb Continuation and Initial Cruise

While the A330-900 is climbing to FL320, I intend to check the ECAM synoptic pages.

ECAM (Electronic Centralized Aircraft Monitoring) has a long history with Airbus. The first Airbus, the A310-200, already had ECAM, although it was not as advanced as today and did not have a digital engine indication. This was compared to the old Boeing EICAS (Engine Indicating and Crew Alerting System), which had digital engine indication but no synoptic system pages, some limited crew alerting messages, and no assistance in solving these messages. Thus, a different approach!

The A330-600 ECAM synoptic pages are simplified aircraft system pages. Whatever you select, they all represent real-time aircraft operation. It is an excellent moment to check all the pages and see how the related system functions. Some pages, like the APU page, have nothing to show since the APU is switched OFF. Other pages show their operation, and you should get an ECAM caution message when something is wrong.

In most cases, an ECAM caution is accompanied by steps to perform. There are, however, situations where amber fault messages, the CAUTIONS, are inhibited, like during the TO and LDG. RED messages are never inhibited. e.g., during the TO, you get an ENGINE FIRE, which is, although you are in an inhibited ECAM mode, presented on the ECAM E/WD (Engine and Warning Display). Check out the magenta T.O. INHIBIT indication on the ECAM E/WD, which appears when you set TO FLEX thrust, including the initial climb.

Let us look at a typical G HYD EDP 1 (green hydraulic Engine Driven Pump 1) failure. When there is no inhibition, as previously described, the failure appears at the ECAM E/WD, including the step(s) to take and on the ECAM SD, the HYD synoptic is shown. The G HYD EDP symbol has turned into amber. The ECAM failure is a CAUTION with a single chime. Therefore, the MASTER CAUTION light on the glare shield is accompanied. On the ECAM control panel, both CLR (clear) pushbuttons illuminate. And finally, on the overhead panel, sub-panel hydraulics, the respective G EDP FAULT legend illuminates.

Besides pressing the MASTER CAUTION switch on the glare shield panel, actions such as switching OFF the respective G EDP 1 on the overhead panel must be taken. This results in a changed ECAM E/WD message. We switched OFF the G EDP 1; thus, this resulted in a LO PR (lo pressure of the G EDP 1). All actions are so far taken. Next, we press the illuminated CLR button on the ECAM Control panel. The ECAM E/WD responds with the STATUS page. The STATUS page aims to show the inoperable status of aircraft systems or the influence of the particular system. A single green EDP has no further consequences since the green hydraulic system has two EDPs.

One last note regarding this simulated failure. When you reset the failure via the ISCS, remember that you reset the respective system, BUT you do not reset the respective pushbutton on the overhead panel!

I could ask myself, “How realistic feels and flies the ToLiss A330-900?” This isn’t easy to answer since I am neither a real commercial pilot nor have experience with modern Airbus aircraft. I could write, “Yeah, it flies great; it flies as I have seen on YouTube movies and so on”, but that is useless and fake information. The best way to do this is to contact two real Airbus pilots. None of them have real A330neo experience, but they have flown different Airbus aircraft and are still licensed Airbus pilots. And that’s also the trick with Airbus aircraft. They all use FBW (Fly-by-Wire) technology and face the same aerodynamics, and although the Airbus models differ in size, flying them should be similar.

And that’s the response from them. Flying and handling the ToLiss aircraft on the ground and in flight, in this case, the A330-900 shows a similar behaviour as the real aircraft. When you feel in the sim that the modelled A330-900 is easy to handle with your joystick, this is true for the real A330-900. The Airbus FBW system or its behaviour is well implemented, and yes, it flies as real as it gets.

While the A330-900 is approaching our cruising level of FL320, I could disconnect the AP and try it out by flinging it manually, but that’s unrealistic. I don’t have to. Since the moment we took off, I didn’t connect the AP after I had passed 400 feet. I kept flying manually, following the FMA, following the moment I had to slide back the TLAs to CLIMB thrust, and using the FD on the PFD to follow the flight path. After I passed 10.000 feet or FL100, I connected the AP. So, I did try out how the A330-900 behaves during this part of the flight. Therefore, disconnecting the AP while at cruising altitude and testing how the aircraft flies and feels looks nice but is unrealistic. A real pilot won’t do this either.

It is time to check out the tutorial. We must jump forward on our flight plan and add step-climbs. The jump-forward function is necessary, as this flight typically takes approximately ten hours to reach Brazil.

Many Jumps and Step Climbs

All that’s above water, or when the flight time is too long, is tedious and can be reduced with the “jump next waypoint” or “Jump 200 NM”, whatever is applicable. Either type of distance jump along the flight plan depends on the plan itself. When the next waypoint is less than 200NM away, the button will show “jump to next waypoint”; otherwise, jump 200NM.

The jump feature seems a straightforward X-Plane feature, but this is a ToLiss feature that works awesomely perfectly. At least I couldn’t find a flaw. Combined with using and saving “situations,” flying on such long flights is relaxing. The ISCS light blue jump button option requires a couple of requirements, but when these are fulfilled (see pages 88-89), click it. A jump in the flight plan is made, and depending on the aircraft conditions read requirements for a jump, the button stays grey as long as needed till the requirements are fulfilled again. Then the button turns light blue again, and a new jump can be initiated.

It is worth noting that everything you can think of during the jumps is re-calculated. This means using fuel, re-calculating the flight plan waypoints with their distances, etc., and the external lighting conditions. We fly towards the early Brazil morning/night, so when you jump and jump, we slowly reach morning and then the night.

While busy with these jumps, notice also the missing VOR station receptions. You may see two tuned VOR stations. However, no information is shown. No information means it shows dashes, which is not weird since you’re crossing the Atlantic Ocean, and no VOR station can be found unless you cross the Azores. There’s one other thing I would like to bring to your attention. Although it is correctly written in the first paragraph of page 92 of the tutorial, you need to perform many jumps after each other before reaching waypoint CVS. However, with later jumps, you need to read the same as what I just wrote.

TIP 6: And don’t worry when you see, after a jump, suddenly the X-Plane startup screen for some seconds or sometimes much longer than that. It is expected that sometimes the button turns light blue again after a jump, while it takes much longer during other jumps. When you jump, try to position the popup PFD somewhere in your flight deck where you can see it. That will help us understand why one jump takes longer than another jump. Remember the conditions needed for a jump!

In addition to this tip, I noticed that when I jumped towards a waypoint followed by S/C (Step Climb) and T/C (Top of Climb), the S/C and T/C didn’t show any altitude or distance information—they only showed dashes. That is no problem; once you click the F-PLN button on the MCDU, these lines will again show altitude and distance information.

With the jump feature and three-step climbs to perform during the flight from FL320 to FL380, you reduce the distance from the moment you start with the first jump to approximately 60NM before T/D (Top of Descent) to roughly 30-45 minutes. I briefly mentioned the several step-climbs to perform. Easy to start, and before you know it, you’ve levelled off at FL340, FL360 and finally ended up at FL380.

As mentioned in the tutorial and almost “one-to-one” during my flight, while approaching waypoint MOTBO, I saw the ECAM E/WD message TRIM TK XFR in between two jumps. As mentioned in the tutorial and important, stop jumping till the fuel transfer has stopped, and my advice is to select the ECAM SD FUEL page. Fuel is transferred from the trim tank to the inner tanks in real-time. When the transfer is finished, the ECAM E/WD shows T TK XFRD, which means the trim tank has been transferred.

A bit later, after several jumps, before reaching waypoint PUDVA, the ECAM E/WD now shows OUTER TK XFR. On the ECAM SD FUEL synoptic, the transfer is only from the left-hand outer to the left-hand inner fuel tank. The right-hand side of the outer tank shows no sign of any fuel transfers.

Oeps, could this not lead to any imbalance?
No, it turns out that when the left-hand transfer has ended, the right-hand outer transfer starts from the right-hand outer tank to the right-hand inner tank. After a short time, the imbalance between the left and right wing tanks is gone. And this was just a coincidence. The transfer from the outer to the inner tank(s) depends on the fuel level in each inner tank. Transfer from each outer tank to the own side inner tank works independently of each other. And incidentally, this time, I had the first outer tank transfer to its own inner tank.

Descent Phase

Before we start with the actual descent, I need to prepare the necessary descent. It is not much you need to do, but it is essential to have a smooth descent. Perhaps it is not fair to say that when you jump from one waypoint to the other, and you suddenly see the FUEL TRANSFER messages on the ECAM E/WD, it should trigger you that you are approaching waypoint PUDVA which also means you need to start with your preparations. Or you have approximately 200NM to go to SBGR.

As Chapter 8 of the tutorial describes, the descent preparations are easy to follow but, above all, accurate. I noticed this by following every step and was surprised about the accuracy of how the tutorial was written. Perhaps you and I feel a bit uncomfortable following all the preparation steps. Don’t mind that thought. We don’t do it daily, so it is no issue when you and I follow the steps as long as you understand what is written, why it is told to you, and the idea behind the preparations.

The preparations must be made by entering some parameters (QNH, temperature and wind conditions SBGR) into the MCDU PERF APPROACH page. Wind data for the descent is then required and retrieved online. Last but not least, the new level off altitude of 5000 feet is entered in the FCU, and apart from a couple of minor items, it is also needed. When I have reached approximately 10-5 NM before T/D (Top of Descent), I click the ALT knob on the FCU, and immediately the descent starts. It is indicated by the dot behind the ALT window, which means I am still in the MANAGED mode, and the PFD FMA indications change accordingly.

Since the descent from FL380 to FL100 and finally to 5000 feet will be long, there is enough time to check the tutorial and read what you see on the MCDU, PFD, ND, and even the ECAM FUEL synoptic page. Everything you see is explained in the tutorial, and you will see a lot happening on the displays. Since it is dark outside, you don’t see anything, which keeps you concentrated on what’s happening inside. Hold on, there is one more thing we need to change: the arrival runway. You could also think, “No, I leave it to 09L, but the changes to make are easy, ” but they hardly affect the approach except for the runway change. We only change the runway, not the STAR (VUN01A) and VIA (LOMEN).

This minor “runway” change is also explained in the tutorial on page 100: “As runways 09L and 09R are close to each other, the two different approaches are hard to tell apart on the ND. However, it is visible that both approaches follow the same path but end up on two different runways.”

One of the things we need to do is select the CONSTRAINTS button on the EFIS control panel. Looking at the ND, I see several magenta (pink) circles around the waypoints without description. After I click the constraints button, an altitude and/or speed constraint appears at each magenta circle. When the A330-900 levels off at FL150 at waypoint GR263, the green DES on the PFD FMA changes to ALT CST; once levelled off, it will maintain FL150 till waypoint GR271. You and I should not worry that our descent has stopped momentarily. The modelled Airbus performs as accurately, which means, and this can be seen on the MCDU, that after passing GR271, the descent will continue to the following constraint at waypoint SANPA.

Another parameter that the FMGS controls is the aircraft speed. Upon approaching waypoint GR263, there is also a speed constraint, namely 250 knots. The FMGS reduces the aircraft speed nicely before reaching this waypoint. So, there is no need to interfere with the FMGS control during this descent. Everything goes smoothly without any action from you or me.

In addition, you sometimes see only a tiny magenta circle along the flight plan. Passing this point on the flight plan reduces the aircraft’s speed. I want to share with you that at some point, the ND shows an AT or BELOW flight level with the constraint button active. You’ll see, for example,” -FL090 and +FL080″. In other words, the FMGS will fly over this waypoint between these altitude restrictions.

While the A330-900 continues with its descent, the moment we pass through FL100, I perform the necessary steps, such as switching on some external lights and making some changes to the EFIS control panels. Remember to make those changes on both EFIS control panels. Otherwise, you will get a discrepancy message for the QNH setting unless you turn off this option via the ISCS.

The descent ends, bringing us into the approach phase, followed by a go-around. After the go-around, we fly to SBGL, where we make the actual landing.

Approach and Go-Around SBGR

The approach starts at page 102 of the tutorial and is perhaps one of the most important pages of this approach. We need to press the APPR button on the FCU to change from the approach phase to the ILS capture phase. Even though at the magenta “D” point on the ND and the (DECELL) line on the MCDU F-PLN (the D stands for deceleration), the A330-900 will start the slowdown. At this point, the approach phase starts, reducing the aircraft speed and allowing you and me to extend the slats and flaps accordingly. By the way, the magenta D on the ND is not well visible, so look closely for a magenta circle with a D in it! A small note in the tutorial on page 103 is written that the ND shows a D (for deceleration) in amber, while in the simulated ToLiss A330-900, the D is magenta, which I think is correct.

However, the APPR button on the FCU is also needed for the approach phase, as I explained before and as written in the tutorial, page 103. With the pressed and engaged APPR mode, I can also click the second AP ON. Now, we have two APs ON, but this doesn’t mean both APs are active. Only one AP is active, and the other is on standby, monitoring and calculating all the information.

This last part of the flight is always a bit stressful; at least, that’s what I find. When I press the APPR button on the FCU, a lot happens, and you still need to do a couple of things when you want to follow the tutorial. But remember, the A330-900 flies with a connected AP, so everything is done by the aircraft itself. When you feel confident with the Airbus systems or have a SharedFlight co-pilot, you can switch off the AP, follow the needles (FD), and fly the Airbus manually.

I noticed only one weird thing on page 107 of the tutorial. That page starts with the sentence, “You are ready to land; your cockpit should look like this.” It shows me a daylight final approach with the HUD extended. Oops. Is there something wrong with my X-Plane flight? Am I approaching SBGR at night or in the early evening, or what?

Let me rehearse this.
I departed LPPT at approximately 12:30 in the afternoon. I am flying to the West, which means towards the morning. The flight duration is 10+ hours, while the time difference with SBGR is 3 hours. I should arrive in Brazil somewhere in the early evening, or am I mistaken? This “daylight approach” in the tutorial is, of course, done on purpose. When I wanted to arrive in Brazil during daylight conditions, I had to depart from Portugal somewhere in the evening. Ah, whatever; seeing a daylight approach screenshot in the tutorial is fun. It is done with a good reason! Adding to this: I departed from LPPT at 12:15, but this was during November, which means not only in Europe, but also in Brazil, the evening starts early too!

As we are in the final approach, the PFD FMA shows the LOC and G/S track, and while still descending, we start the necessary preparations for the GO-AROUND mode. OK, there are not many preparations required to do. Let’s check them out. We only need to dial the SBGR go-around altitude, which is 7000 feet on the FCU. No MANAGED mode; only dial this altitude. In the meantime, LAND now replaces the LOC and G/S. When passing 100 feet radio altitude, our DH (Decision Height) value, we notice several cows blocking the runway :).

Oops, problem, action required.
Pushing the throttles fully forward engages the GO-AROUND mode. This action can be seen on the PFD FMA, where the AP engages in the SRS and NAV modes. I immediately retract the flaps to position 3, followed quickly by gear retraction.

Head up: The APs are still connected, so that the A330-900 will do the rest of the work. This is also a good moment to highlight that only both APs can be connected simultaneously during the APPR selection on the FCU or in GO-AROUND mode. In every other mode, it is not possible to connect both APs. When I say both APs, keep in mind that an Airbus will never engage both APs at the same time. Only one AP is active; the other works as a “slave”. In case one AP fails, the other can take over immediately.

Before we can start our diversion to SBGL and make the necessary changes in the flight plan, you can’t pause the A330-900 since a pause will block all the inputs in the MCDU. Therefore, as advised in the tutorial, I added a holding in the current flight plan when we reach 7000 feet, which we entered in the FCU before. As page 109 of the tutorial explains, this is a straightforward implementation step. I select LSK1L (Line Select Key), the actual aircraft position, click HOLD LSK, choose the R LSK COMPUTED on the MCDU, and TMPY F-PLAN LSK. Finally, click on the MCDU F-PLN page TEMP INSERT to implement this holding in the flight plan.

As I wrote, this holding only adds time to set up the procedure for the diversion to SBGL.

Diversion to FL220

While at 7000 feet in a holding, the next step is to append the alternate flight plan to the current flight plan. We only need to connect them since we have already prepared an alternate flight plan. Once we have attached the alternate flight plan to the current, the next step is to get out of the holding. We could do that by clicking the R LSK opposite of the HOLD line on the MCDU display, where IMM EXIT is written in amber, but we use the DIR TO function. We click the DIR button on the MCDU keyboard and select AMVUL from the DIR TO page waypoint. Insert the change, and last but not least, choose our new cruizing level of FL220 on the FCU.

Couldn’t it be more straightforward?
The aircraft climbs to FL220, and I do the necessary actions when passing through the transition altitude of 8000 feet or FL080 and FL100. These actions are the QNH knobs to STD on both sides and, while passing through FL100, switching OFF the external lights and the FASTEN SEAT BELTS sign. It was a bit hectic when we started the go-around, but many actions to be taken were reduced since the AP and the Auto Thrust stayed connected. Being alone in this cockpit means I have to do the work of two pilots.

By the way, while climbing to FL220, we pass two constraints. One at FL100 (waypoint GR027) and one at FL130 (waypoint GR243). That said, before levelling off at FL100, I noticed the magenta ALT at the second row at the PFD FMA. Once we climb further to FL130, which is also a constraint level of altitude, the speed increases when we leave FL100. It goes from 250 knots to 280 knots. Although this all happens quickly, the A330-900 is flying by the active AP while we have enough time to see this all. And don’t get me wrong, managing all of these actions in the flight deck alone is still possible.

You can always rehearse the steps to perform or print these pages when you don’t feel confident. As I said, you can always save a “certain” situation.

Descent, Approach and Landing SBGL

Although some data is different for our approach and landing at SBGL, the steps to perform for the descent and later on the approach are similar to those we have seen with SBGR. This means that from the AviTab LANDING data page, we extract our runway’s QNH, temperature and wind conditions. If the AviTab still shows data from SBGR, click the RESET button, and SBGL data will be displayed. This data is then manually entered into the MCDU PERF APPR page. Further on, our radio DH for SBGL is 200 feet, which is also entered into the PERF page. Additionally, wind data is retrieved and added to the flight plan.

Then, following the same procedure, just before our Top of Descent, we enter 3000 feet in the ALT window of the FCU and click the ALT knob to start the descent in MANAGED mode. Till now, there is no difference from the previous descent. All the other steps, like passing through FL100 and then FL080, are all the same, so they should be familiar with them now. The A330-900 behaves the same way for the SBGL approach, final approach, and landing phases, although there is one difference: the moment the DECELL pops up in the flight plan. As perfectly stated in the tutorial, “You might have noticed that we already passed the DECEL point earlier at around FL120. This was due to the altitude constraints of the approach, forcing a rather steep descent angle. In response, the aircraft decelerates early in order to bleed energy and allow for a smooth descent into SBGL.”

I have made several SBGL approaches for this review and tried different situations. One of them was disconnecting the AP and manually flying the A330-900. I started this from the moment the aircraft began its descent. I can tell you that it flies great and is challenging, too, but that is something you need to practice and experience yourself. I mentioned it before: when you remember the steps to perform the SBGR approach, then this approach for SBGL is the same; thus, the indications are similar.

It is great to see how the altitudes along the flight plan are calculated for each waypoint or recalculated when conditions change. The problem is that with every approach, it all goes quickly, and the lower your altitude becomes, the more items you see on the PFD and FMA. Sometimes, this can be overwhelming, but nobody says you must do it all in one flight. As I said, I flew the stretches several times for this review. And every time I saw something new. Then, I added that additional information to the review. Most parameters or conditions are calculated for you and/or presented on the PFD, like when to select SLATS and FLAPS, but much more.

Although I highlighted the constraints, perhaps you’re wondering why the ALT—on the second line of the FMA—is sometimes magenta and other times blue (cyan). You would expect it to be in cyan (blue), but if it is magenta (pink), it is because of an altitude constraint along the flight path. Cyan is the regular expected normal altitude selected on the FCU.

At roughly 25NM to go (past waypoint GL041 heading for DONGI), I click the APPR button on the FCU. The aircraft can now transition to the approach mode and intercept the ILS. When I click the APPR button, the PFD FMA shows in cyan G/S but LOC is straightaway in LOC mode. In the right-hand upper corner of the FMA, CAT 1 is shown. G/S stays in cyan on the second row for a while since we first have an altitude constraint.

After I click the APPR button, I can select the second AP. You could ask yourself if this is necessary. It is more of a procedure item than required and depends on the environmental conditions. When it is, for example, foggy and you don’t see much, then you select the second AP. In this SBGL approach example, I said that the LOC was more or less immediately captured; the G/S came a bit later due to several altitude constraints. Accordingly, I selected FLAPS 1 and 2, with FLAPS 3 as usual, but the landing gear was already selected after FLAPS 1. That seems unusual, but the reason is that the aircraft speed is still too fast, and with the landing gear down, I increase the drag, which is needed for my additional FLAPS positions. I selected straightaway GEAR down.

Something wondering; the tutorial uses the ND ARC mode during both final approaches with the selected LS button on the EFIS control panel. It surprises me that it is not mentioned that you could switch to the ND ILS ROSE mode during the final approach. I am unsure if pilots still use the ILS ROSE option, but I assume they do. The ILS ROSE mode offers pilots an accurate view of the LOC with CDI (Course Deviation Indicator), and at the side of the rose, you have the G/S indicator—just something to keep in mind. As a side note, when the LS button is selected, the PFD shows limited LOC and G/S positions.

At 400 feet RA (Radio Altitude), the LOC and G/S are replaced by LAND. All is settled for the final approach and landing. Announced are the radio heights of 500, 400, 300, 200, hundred above, and last but not least minimums. Just before the touchdown LAND is replaced by FLARE. Once on the ground with all the wheels, ROLLOUT replaces FLARE. The A330-900 reduces speed due to my thrust reversers, which I selected, and the brake system. When you don’t do anything, the AP will keep the A330-900 on the runway centerline due to the ROLLOUT mode.

After disconnecting the AP, I can vacate the runway and taxi to my assigned gate. It was an incredible experience!

Debriefing

Wow, part 2 of the Toliss A330-900 review has lasted longer than expected. On the other hand, it was a good decision to split the review. While flying from A to B, I could focus entirely on the aircraft and the modelled systems. Although many jumps were implemented to reduce the overall flying time by following the tutorial, you and I can always decide to reduce the number of waypoint jumps. Reducing the number of jumps leaves more time to examine the modelled aircraft systems.

What else can I say about the ToLiss A330-900?
If you don’t like the smaller Airbus A320 family members or the A340-600 is too big for you, then this A330-900 is the perfect aircraft. It can be used on shorter routes within the US, Latin America, Europe, Africa, Australia, and the Middle or Far East.

The A330-900 is, like all the other ToLiss Airbus models, a masterpiece. It flies as real as it gets. I challenge you to disconnect the AP and try flying the A330-900 yourself. When you feel confident, do the same during the descent or even the approach. The way it feels is the way a real Airbus flies. Oh yes, in a real Airbus, you can’t make a mistake; you don’t have a PAUSE button except then in the Level-D FFS (Full Flight Simulator). When you leave the AP connected, as written in the tutorial, you have time to monitor all the Auto Flight, navigation, and other aircraft systems.

If you missed it or lost the link, here’s our Part 1 review of the ToLiss A330-900. Further on, this review covers the ToLiss A330-900 version 1.03 (ToLissA339_V1p0p3). More information can be found at the ToLiss website.

If, after reading this comprehensive review, you decide to fly it yourself, then you can buy the ToLiss A330-900 for X-Plane 11 and X-Plane 12 via these stores:

– X-Plane.Org
– Aerosoft EU shop
– Aerosoft US shop
– SimMarket

I hope you like this review. I tried to add helpful information whenever possible, thus providing the necessary background on the ToLiss A330-900. Did I cover everything during this flight? Perhaps I forgot to highlight certain things or missed a particular functionality. Still, overall, this review gives an in-depth impression of how I feel about the modelled ToLiss A330-900. It was a privilege to review this aircraft, and I thank the ToLiss team for creating such a beautiful Airbus.

Update: Here are some last notes I would like to add to this review. As you may have noticed, I didn’t discuss anything about tuning the radios for ATC in my review. Actually, I had switched OFF X-Plane ATC and not because the review didn’t discuss this. The review deals with the ToLiss A330-900; thus, additional radio tuning doesn’t directly belong to the review. On the other hand, flying this stretch from Lisbon to Brazil is long and boring since you don’t hear any ATC from other aircraft. Yes, I installed Global Traffic from Just Flight, but that doesn’t add any ATC chatter. A great add-on could be from Stick and Rudder Studios X-ATC Chatter. I want to add that X-ATC Chatter provides ATC on this flight whenever it is available. Whenever available, it means that ATC chatter files are downloaded and installed for the specific region you’re flying into. And these ATC chatter files are not from other AI aircraft. When you want real pilot/ATC communication, you must fly online with IVAO or VATSIM.

I can’t emphasise this enough: you need charts and more charts for a flight like this one from LPPT to SBGR with a diversion to SBGL. Not that you directly need them in this tutorial, but it increases the realism. You could add a real-time tracking system where you can see where you fly. These options are available, for example, with Little Navconnect and Navigraph Simlink.

Some background information about the writer.
Angelique van Campen has worked in real aviation for many years. She started as a mechanic and became a licensed ground engineer (Martinair Holland) on the Fokker F28, McDonnell Douglas DC9 Series, McDonnell MD80 Series, and Airbus A310 Series.

Later, Angelique became a technical trainer for KLM Royal Dutch Airlines and Lufthansa Technical Training (LTT). In the years with KLM, she instructed, together with a team, the A310-200 and, briefly, the Boeing 747-400. Then she switched to LTT Germany, where she instructed Lufthansa personnel and customers abroad on the Airbus models A310, A300-600, A300B, A330/A340, and briefly, the A320 Family. Besides the instructional part, she has hands-on Airbus experience.

Additionally, for this review, we used the following add-on software:
– Payware | Navigraph AIRAC Cycles and Charts
– Payware | JustFlight Traffic Global for macOS
– Freeware | AviTab
– Freeware | OpenSceneryX
– Freeware | FlyWithLua NG v2.8.12 for X-Plane 12
– Freeware | 3jFPS12 – FPS control for X-Plane 12
– Freeware | SkunkCrafts Updater v12.1r2 for X-Plane 12

Feel free to contact me if you’ve got additional questions related to this impression. You can reach me via email Angelique.van.Campen@gmail.com or to Angelique@X-Plained.com.

With Greetings,
Angelique van Campen

 

 

Add-on:	Payware ToLiss Airbus A330-900
Publisher | Developer:	X-Plane.Org / Aerosoft / simMarket | ToLiss Simulation Solutions Inc.
Description:	Ultra realistic rendition of the Airbus A330-900
Software Source / Size:	Download / Approximately 1.21 Gb (zipped)
Reviewed by:	Angelique van Campen
Published:	December 29th 2024
Hardware:	- iMac Pro - Intel 3GHz Intel Xeon W / 4.5Ghz - Radeon Pro Vega 64 16368 MB - 64 GB 2666 MHz DDR4 - 1 internal 1TB SSD (Bootcamp Windows 11) - 1 external 2TB LaCie Rugged Pro SSD (Sonoma 14.x) - Thrustmaster TCA Captain Pack Airbus Edition - Honeycomb Alpha Flight Controls - Honeycomb Bravo Throttle Quadrant
Software:	- macOS Sequoia (15.2) - X-Plane 12.1.2 - ToLiss A330-900 version 1.03