The ToLiss Airbus A320neo

Introduction

Heard of the amazing ToLiss Airbus A320neo?

I doubt that you haven’t heard of them. I doubt you don’t know the high quality but above all highly realistic looking and flying Airbus aircraft which ToLiss models already for years.

ToLiss is a well known X-Plane Airbus specialist. Leading developer Torsten Liesk and his team are responsible for high end Airbus models, ranging from the small Airbus A319 family till and including the A340-600. This review deals with their latest A320neo for X-Plane 11 and X-Plane 12. Your personal reporter Angelique van Campen had the plan to write a comprehensive review the moment the aircraft was released, but due to “other” circumstances she was not able to fulfill this.

On the other hand, now starting with this review is also not a bad idea. The A320neo has received many updates since the release. Yes, that is also something that has to be said. ToLiss is one of those developers that offers frequent updates to improve the look and feel but also how aircraft systems work, always double checking with the real Airbus A320neo. Oh yes, and that is also worth to mention; ToLiss is the only developer who has the official approval being “Airbus Certified”. That says something about the quality models of this developer.

A small word about other A320neo models being available on the X-Plane market. As of this writing, April 2024, there is the FlightFactor Ultimate A320 which is also regularly updated but not being a NEO model. You had the JARDesign A320neo but that one is no longer updated. So there’s only one competitor which is the FlightFactor model although not being a modeled NEO aircraft but after many tests and comparisons, I stick with the ToLiss A320neo also because ToLiss offers different Airbus models like the A319, A321neo and the A340-600.

Why is the ToLiss A320neo or A20N then an extraordinary model?

Look to all the documentation that comes with each ToLiss Airbus aircraft. Lots of manuals with highly detailed system description and system operation, a very well written tutorial but also the highly realistic system operation/simulation, the suburb modeled FMGS (Flight Management and Guidance System) and the FBW (Fly-by-Wire) implementation.

OK, lets move on. Lets start exploring the ToLiss A320neo.

Installation, documentation and liveries

The installation process is not really a complicated job however the aircraft is protected by a key which you receive once you’ve bought the aircraft via one of the available channels; X-Plane.Org, Aerosoft or Simmarket. After you have downloaded the ZIP package, install the complete unzipped folder into the X-Plane Aircraft folder. Although the review covers with the X-Plane 12 A320neo package, it is basically the same for X-Plane 11. While loading the Airbus A320neo for the first time, you are requested to enter the serial number you got via the email. Enter it, close the activation screen and you are done.

Ho ho, hold on.
A special note applicable to all OS users. Check out the simulations manual page 7 and 8 before installing the aircraft. For all OS simmers special requirements are needed.

ToLiss is known about their manuals. It doesn’t make any difference which ToLiss aircraft type you bought, all come with extensive quality manuals, ranging from a general overview, to detailed and in-depth description and operation of the aircraft systems as well as an awesomely written tutorial. And of course for those simmers who prefer movies, you will find many movies at YouTube but these aren’t made by ToLiss so check them out for correctness before accepting them as the truth. I didn’t check all these available YouTube movies, but I prefer the PDF look alike tutorial from ToLiss. Not because the review is about the ToLiss A320neo, but out of own experience I know how accurate the tutorial is and how helpful it is. It covers almost everything that can be implemented in Your flight. Above all, you can read the contents via a tablet or other monitor and then you can also use it as your checklist.

Following the procedures is one of the essential steps needed with master the ToLiss A320neo. This is not only applicable for the A320neo, but for all ToLiss aircraft. The aircraft is so realistically modeled that all the procedures need to be followed.

Let me go a bit deeper into the provided manuals. The package comes with:
– Aircraft manual
– Simulation manual
– Tutorial

The ToLiss Aircraft manual covers in detail those A320neo aircraft systems that are simulated as well as the Standard Operating Procedures. This could look to you as a tutorial however, it is not although there are some similarities with the tutorial.

One note regarding the explanation of the simulated aircraft systems navigation (ATA 34), AutoFlight and Flight Management (ATA 22) and Communication (ATA 23). They are all explained in the tutorial. It is still important that when you’re new to ToLiss aircraft to read these manuals before flying around. The simulated systems are as I mentioned before, highly realistic since ToLiss are complex modeled Airbus aircraft which require thorough reading/studying before. No no, don’t worry now. Everybody who has interest in ToLiss aircraft and want to join the X-Plane 11 and 12 Airbus family, can master the aircraft with the help of the provided manuals.

The Simulation manual does explain almost everything you can imagine about the modeled A320neo, but now related to the integration with X-Plane, or related to other add-on software, or even the Thrustmaster TCA Quadrant Airbus Edition hardware and much more. That doesn’t mean that only this hardware can be used in combination with the Airbus A320neo, but this hardware is explained with great detail.

And finally the tutorial. According to the tutorial “This tutorial describes each step for a complete flight from Sydney, Australia (ICAO code YSSY) to Queenstown, New Zealand (ICAO code NZQN) with a go-around in Queenstown and subsequent diversion to Christchurch (NZCH). In Christchurch, the arrival runway will be changed a few minutes before landing.”

Do I need to add something to this? Literally, each step is explained. An amazing manual that makes me so happy and believe me, it will make you happy too. With such an in-depth tutorial you start learning how a real Airbus flies.

So, the included manuals with the A320neo are besides the highly realistic modeled Airbus a big plus to ToLiss and for you too. You, since you want to master this aircraft and with the help of all these manuals you will succeed in this.

The A320neo comes standard with one livery namely the Airbus house neo livery. Actually, the main Objects folder contains another default livery, the ToLiss livery. Anyway, many many liveries can be found everywhere, but in particular at the X-Plane.Org ToLiss A320neo Repaint Master Thread. For those who like to paint their own livery, you can download from the same URL the official paint kit. The paint kit is, in case you use the A320neo with X-Plane 11, the same. That said, the liveries for X-Plane 11 and 12 are interchangeable but keep in mind that when you paint a livery with 8K resolution, that this is only compatible with X-Plane 12.

Airbus A320neo

According to Wikipedia “The very first Airbus A320 is already from a while back. Actually, it was the first single aisle aircraft from Airbus, back in March 1984, but it took several years before Air France got its first A320. At that time the original A320 was equipped with either the CFM56 or IAE V2500 engines.”

“The A320neo is not anymore the same as the original A320. Ok, perhaps the aircraft dimensions are the same, the FBW (Flight By Wire) was already there but with a lot of improvements however, one of the big differences are the engines, therefore their name “neo” which means new engine option. Besides many aircraft improvements like wing sharklets, a modern redesigned cabin and up-to-date state of the art aircraft systems wherever applicable.”

“The available engines are either the CFM LEAP or the Pratt & Whitney PW1100G however, according to Wikipedia “In February 2018, after in-flight failures of the PW1100G with its high pressure compressor aft hub modified, apparently caused by problems with its knife edge seal, European Aviation Safety Agency (EASA) and Airbus grounded some A320neo family aircraft until they were fitted with spares. As of February 2018, P&W engines had flown 500,000 hours since introduction and 113 P&W-powered A320neo family aircraft were operated by eight customers. Airbus then stopped accepting PW1100G engines.”

Just as a side note; the modeled ToLiss A320neo comes with both the CFM LEAP and the PW1100G engines known as the A320-251N and the A320-271N.

The first A320neo was delivered to Lufthansa back in 2016. Currently, Airbus Industries France assembles the A320neo in Toulouse/Blagnac, in the south of France. Hold on, what is so special about the CFM LEAP engine of is it perhaps a modified CFM56 engine?

Lets check that out.

“The CFM International LEAP (“Leading Edge Aviation Propulsion”) is a high-bypass turbofan engine produced by CFM International, a 50–50 joint venture between American GE Aerospace (formerly GE Aviation) and French Safran Aircraft Engines (formerly Snecma). It is the successor of the CFM56 and competes with the Pratt & Whitney PW1000G to power narrow-body aircraft.”

“The LEAP’s basic architecture includes a scaled-down version of Safran’s low pressure turbine used on the GEnx engine. The fan has flexible blades manufactured by a resin transfer molding process, which are designed to untwist as the fan’s rotational speed increases. While the LEAP is designed to operate at a higher pressure than the CFM56, CFM plans to set the operating pressure lower than the maximum to maximize the engine’s service life and reliability. Currently proposed for the LEAP is a greater use of composite materials, a blisk fan in the compressor, a second-generation Twin Annular Pre-mixing Swirler combustor, and a bypass ratio around 10–11:1.”

“The high-pressure (HP) compressor operates at up to a 22:1 compression ratio, which is roughly double the corresponding value for the CFM56’s HP compressor.”

“CFM uses ceramic matrix composites (CMC) to build the turbine shrouds. These technological advances are projected to produce 16 percent lower fuel consumption. Reliability is also supported by use of an eductor-based oil cooling system similar to that of the GEnx, featuring coolers mounted on the inner lining of the fan duct.”

When you want to read more about the CFM LEAP engine, check out this URL or find out more at the official Safran website.

Exploring the ToLiss A320neo

Walk-Around Inspection
A lot of time and effort is put into the external model and textures. It is a complex modeled aircraft with in-depth modeled systems. Although complex modeled aircraft will have some impact on your frame rates, to avoid these FPS reductions ToLiss offers already for years a Standard and High Definition packages. The High Definition model offers higher quality cockpit textures and is in particular for those having a powerful PC or Apple Silicon. When your PC is less powerful, you can use and select the Standard model to maintain reasonable frame rates.

New for X-Plane 12 is the possibility to offer textures with 8K quality. Wow, that makes everything on the aircraft razor sharp. And yes, this is something that can be easily seen when checking out the exterior of the aircraft. Some painters offer 4K and 8K textures like X-Plane.Org users Tom Can Fly or Homer Jay and for sure I missed other painters who offer 4K and 8K packages.

Oops, I promised to start with the walk-around check.
As always, I start at the nose section by first checking the NLG (Nose Landing Gear). The NLG and wheels are quite clean which doesn’t surprise me. There are no brakes and the whole assembly is at the front of the aircraft, so why would it become dirty. As it is modeled, it is in my humble opinion as it is in real. Besides that it is modeled with great detail and, while verifying the structure and model itself with the AMM (Aircraft Maintenance Manual) it seems to me that almost every tiny part is included. Well done.

While continuing with the walk around check I must say that not only from a distance but also when you’re close by and looking to all the decals on the fuselage and wings , they all are razor sharp. The real A320neo is build up with a mix of Aluminum, CFRP (Carbon Fibre Reinforced Plastic) and Kevlar skin plates which is modeled as well as with the ToLiss A320neo. Of course, the modeled 3D A320neo doesn’t have the previous materials, but looking under an angle to the skin simulates different materials. This is something you can see over the whole fuselage.

When checking out the overall model you and I will notice that not all the tiny details are included, but this is normal and needed to keep the amount of polygons within limits and thus keeping the FPS (Frames Per Second) acceptable. However, I can add to this that what I see so far, you won’t really miss those tiny details.

From the nose section I walk towards the left-hand engine. The modeled engines look like the real ones irrespective if you choose the LEAP or PW model. And here too, the placards / decals on the engine cowling and fan casing are all razor sharp. Since everything is sharp, identifying where a panel is for or what is behind it, is therefore easy. The inside of the nose cowling is nicely covered with sound reduction textures as it is in real. Clearly can be seen the difference between the two engines; each model or shape is not the same and the inlet is different too. Normally, via the ToLiss ISCS panel tab Situations A/C Config – Aircraft Configuration, the engine type is chosen automatically, but you can override this.

The special shaped fan blades of the fan section which is by the way a part of the N1 compressor, are looking great including the cone. There’s also a bit of weathering included. This weathered look is for sure applicable to the fan and engine cowling. Add to this the engine exhaust, the slightly rusted colored tail pipe and the way the engine pylon is modeled. Hold on, I forget something. As you can see on the previous engine screenshots, the tailpipe and ventilation tube differs for the LEAP and PW engine.

The ToLiss 3D artist tried to use different textures to create the different materials of which the real pylon and turbine section consist of. And look to the LEAP logo, it is a tls KIWI logo. An interesting detail!

Although the wing bottom and top surface is fairly clean there’s still some weathering visible. There are always places on the wing where things become dirty like the edges around panels or around the fuel entry panels. Checking the wingtip from the ground is gorgeous. I have a good look how the front wingtip lamp unit with strobe and navigation lights are modeled. While looking to the wing bottom, I noticed that there is a kind of technique used to simulate the Alu wing skin plates, something I explained before.

It is very nice since it reflects how a skin plate looks in real too. With the FLAPS, SLATS and SPOILERS extended I can check the modeled spoiler panel operating system and the slat tracks. And yes, to preserve polygons and thus not to influence the frame rates too much, the spoiler actuators, the hydraulic lines at the wing rear/trailing edge spar are kept basic.

Before moving to the tail lets stop at the MLG (Main Landing Gear). The overall landing gears and wheels look realistic to me including dirt and weathering. Basically the modeled MLGs have the same depth of quality as the previous discussed NLG.

The tail is a typical Airbus construction, at least, to me as ex-Airbus technical trainer. I’m happy with the way the Trimmable Horizontal Stabilizer (THS) and vertical fin are modeled and covered with nice and realistic looking texture material. Although I didn’t highlighted this before, at the wing trailing edge, the trailing edges of the flaps, ailerons, rudder and elevators, I see many static dischargers which of course are as real as it gets.

After the tail inspection I return back to the nose of the aircraft, but not before I have had a quick look into the well modeled cargo compartments. They are modeled in a way I like since all walls including the ceilings are covered with realistic looking textures. The crash nets are there too as well as the special net that creates the BULK compartment.

Cabin and Flight Deck

Lets start with the Cabin.
Via the FWD stair – DOOR 1L ISCS Ground Services – Aircraft Doors – DOOR 1L OPEN and tick PAX STAIRS – I enter the virtual cabin. The virtual cabin looks very nice. Lots of tiny objects are included with the result that the modeled cabin looks realistic. You wil find a StdDef A320neo and a HiDef A320neo. The difference between StdDef and HiDef is texture resolution only. On their A340-600, you can remove the cabin model as a whole to save fps, but on the A32x series this was not done/not necessary really.

Everybody has his/her own thoughts how a virtual cabin should look like or having your own preference, but also to me, I prefer highly realistic flight systems packed with a gorgeous 3D cockpit.

Entering the cabin via door 1L gives me access to the FWD galley or pantry, whatever you prefer. The galley units are modeled with great precision as well as the inside of the cabin doors and even the tiny details aren’t forgotten. Ok, perhaps one small comment; the decals on the galley unit aren’t sharp. But all other parts like the coffee makers aren’t forgotten as well as the well modeled and covered door lining with the emergency slide. The virtual cabin has to be seen in prospective versus the flight deck and the simulated systems.

From the galley I enter the well modeled cabin which has one class only. In the passenger area you won’t find any animations. Time to check the flight deck.

A320neo Flight Deck
By entering the flight deck via the animated door I noticed that the door itself and the many brackets on the door and frame are well and realistically modeled. At the entrance of the flight deck I see on my left-hand side the storage compartment while on the right-hand side there’s the 3rd non animated folding seat. Both pilot seats are well done and I should not forget the tiny seat details that are included like the lumbar knobs on the inside of the pilot seats, the harness and the levers to control the seat position.

It is without doubt a gorgeous looking and well modeled slightly weathered flight deck. I’m happy with the overall 3D modeling, the used textures and with the overall frame rates. And, you will find sliding windows on each side with the typical real sound of the lock. But there is more; movable pilot arm rests, sliding working table and if you click the OXY MASK panels, your vision is slightly browny as well as that you see the lower part of the mask because you have now simulated that the Quick Donning Oxygen Masks on your head. Well done.

Some words about the animated and functional circuit breakers (C/Bs). As of this writing in April 2024, ToLiss has animated 221 C/Bs and still busy with increasing this number. According to ToLiss “ C/Bs without a function are therefore not animated to avoid false expectations. Note that some C/Bs don’t seem to have any effect, that is for boxes with dual power supply or systems that are not currently used. But every C/B that can be pulled does something to the systems.” Did you see the black and green circuit breakers? The green circuit breakers belong to the C/B monitoring system. This means when they are popped out the monitoring system detects this and gives an ECAM message.

Besides these animated C/Bs, perhaps much more important is the construction of the well shaped instrument panels, the razor sharp inscription, the buttons and switches. One small note I missed is the thumbwheel on the outboard pilot arm rests to adjust the height of the armrest in relation to the perfect position with the side stick.

The sidewall panels with the storage compartments are nicely integrated in the other side panels and instrument panel. And yes, the main- and center instrument panels are gorgeous. There’s a weathering visible and scratches are added. Not too much, just the right way. This slightly weathering is the same for the pedestal with sub-panels, the overhead panel and FCU (Flight Control Unit situated on the glareshield). I must say that the 3D modeler did an awesome job, including the panel textures.

With GND ELEC power connected, everything comes alive and then, yes then it’s gorgeous to see how all the DUs (Display Units) are illuminated and how realistically the DUs look like. It is also worth to highlight the way the FCU is modeled with the integral lighting system although this is also applicable for all other panels which is in one word beautiful. As I mentioned before, the text printed on all the panels is razor sharp. Not only from a distance, no, still sharp from a close distance.

Discussing perhaps one of the most important components are the EFIS (Electronic Flight Instrument System) and ECAM (Electronic Centralized Aircraft Monitoring) Display Units.
They all have 2D popups. And it depends how they are presented on the screen. They are either a floating 2D popup within X-Plane that can be increased/decreased with the middle mouse wheel. The maximum size, logically, is limited. Or the 2D popup becomes a floating window that can be moved to another monitor or a tablet whenever this is possible. Controlling this floating panel feature goes via the ISCS panel General Settings – Use popout windows for popups.

And there’s more when it comes to 2D popup windows. These are the two fixed sized FMGS MCDUs (Flight Management and Guidance System Multi Purpose Control and Display Unit) and the Electronic Standby Instrument System (ESIS). The ESIS popup DU has the same features as previously discussed EFIS/ECAM DU’s. Check out the following screenshots.

Oops, I completely forgot the overhead panel. Besides the beautiful main- and center instrument panels as well as the pedestal, the overhead panel with ceiling is another beauty in this flight deck. The razor sharp text is the same for the overhead panel as well as the way the buttons, switches, selectors etc. are modeled.

I must say that I’m deeply impressed with the modeled flight deck. Do I need to add more to this? I don’t think so. During the test flight I will check more systems when they are “in-operation”.
A great job has been accomplished.

What’s Up

A weird title isn’t it? Yes, I agree with you but the next sections of the review deal with general- and flight preparations. And yes, I could decide not to include all of this since it has not much to do with the modeled A320neo, right? But experience has learned that the real ToLiss flight enthusiasts are eager to know a bit more then standard and therefore adding additional information how to prepare and fly this A320neo. And the way I do it is also a good and useful guide for those who are new to ToLiss aircraft although the included manuals are perfect.

Preparations I

Flight Plan Programs
I could include in my review a test flight by following the ToLiss tutorial, but I decided to do it differently. I will use the tutorial as a guide and create my own flight plan FROM/TO LFBO (Toulouse-Blagnac International Airport). I can do that either by entering all the waypoints in the MCDU (Multi Purpose Control and Display Unit) or I use an external program and load that flight plan into the MCDU.

For creating a flight plan you’ve got the choice out on many online and offline programs. First of all, you can use the online website of Routefinder that offers you the possibility to quickly create a flight plan, but it doesn’t have the option to save flight plans in “fms” format. The “fms” is what I need and besides that, RouteFinder doesn’t allow me to add waypoints. Out from the list!

Next you’ve got FlightAware, but again, this doesn’t allow you to export to a “fms” format and besides that, it’s only based on real flight plans.

Another great option is Navigraph / simBrief. Although you first need to created a free account to get access, it comes with a wealth of flight planning information. Navigraph and simBrief are linked together or actually, it belongs together. When you are new to AIRAC cycles for optimum navigation you need a payware Navigraph or Aerosoft NavData Pro account.

Another interesting offline planning tool that I’m using besides SimBrief is the freeware LittleNavMap. I can tell you that it can do much more then just flight planning. It is a program that is compatible with Windows, Mac and Linux. It offers many “save as” options including the “fms” extension. Keep in mind that Little Navmap also needs AIRAC cycles. Another thing to keep in mind is that the used Little NavMap AIRAC cycle is of the same cycle number as the one in X-Plane. And last but not least; don’t forget to download from the Little NavMap website the ToLiss A320neo performance file.

Ok, the flight plan, I made my own via Little Nav Map. It gives me the necessary flexibility how and where I want to fly. After I saved my flight plan in Little NavMap (named it AI32001.fms | LFBO – TOU – AGN – LGH – VP279 – BZ274 – BTZ – LMB – TBO – GAUDE – GIROM – OKABI – VP029 – D015T – BISBA – DALIN – GIR – VEVUT – D077M – VP064 – VP116 – VP107 – MK505 – ARVEL – ADIMO – LFBO) I copied and paste it to the X-Plane Output/FMS plans folder.

I think that’s enough for the moment except that I could also enter waypoint by waypoint in the left- or right-hand MCDU.

Creating/Saving a ToLiss Flight Plan
For those simmers who don’t prefer to use “ready to load” flight plans as described in the previous section, they can also enter the flight plan manually into the MCDU. In real it depends what pilots need to do. Large airliners have ready to go database with all possible flight plans were pilots can load these directly into the MCDU. These are the so called “company routes”. Depending on changes, these flight plans can be modified once loaded. Smaller airliners not always have this option of company routes, so they need to load waypoint by waypoint into the MCDU.

Assume that we don’t have a ready to go flight plan. In this case I can advice you to use the ToLiss tutorial or the standard normal procedures to enter waypoint by waypoint. It is I must say a perfect and well explained step by step ToLiss tutorial. Is it difficult? No, it isn’t. Just follow the tutorial from page 26 and up, section FMGS initialization. When you have done it this way and save it, the ToLIss flight plan will be saved in the ToLiss A320 FlightPlans folder (Resources/plugins/ToLissFlightPlans).

Preparations II

Hardware Configuration
Although hardware setup is discussed in the Simulation manual, I always think it could be useful when I inform you what hardware I’m using and how easy it is to configure. For the joystick you can basically use every type of joystick however, the Thrustmaster TCA Airbus side-stick would be awesome since it’s more or less a replica of the real Airbus side-stick. The simulation manual goes in great depth into the assignments for the joystick, rudder/brake pedals and Thrustmaster TCA Quadrant Airbus Edition, starting at page 12 section 2.7 Joystick setup till and including page 19. Just as a side note: the real Airbus side-stick has no YAW while the Thrustmaster side-stick can be twisted and therefore be used for rudder or nose wheel steering in the absence of hardware rudder pedals.

Different then with my ToLiss Airbus A340-600 review, the Thrustmaster TCA Airbus set is actually intended for the A320 Family aircraft. When you’re new to the mentioned hardware, then it’s perhaps a good idea to check out our in-depth Thrustmaster TCA Captain Pack Airbus review.

Preparations III

Adding AviTab support
The following “component” is for many simmers important to have it, and besides that, ToLiss completely integrated it too in their aircraft and that’s the AviTab (Aviation Tablet). In the real A320neo and other Airbus aircraft too, pilots do have a tablet too to do several calculations, seeking for documents, and so on and they could position or park this at the sliding window frame so …. at the same position where you can find the AviTab.

Since the current AviTab also has a direct link with Navigraph you can download charts directly on your AviTab provided you have got a Navigraph account. When you have other interesting documents related to the A2320Neo, copy them in the designated AviTab folder and it is all available via the AviTab for your preparations. Don’t forget that you need to enable the AviTab via the ToLiss ISCS General Settings – Enable AviTab tablet.

Once the AviTab has been enabled, you will see it on the side windows AviTab frame. It is possible to make the AviTab floatable however, this is then without the additional ToLiss pages. It would be nice when this was possible but after checking with ToLiss this is unfortunately not possible. The reason to mention this non floatable option is that when you use the build in ToLiss checklist, you can’t constantly move to the tablet and perform the actions on the panels. That said, when you don’t want to use the build in AviTab checklist, you can also use the XChecklist clist text files. For this you need the XChecklist FlyWithLua package and a clist. I found a <a href=”https://forums.x-plane.org/index.php?/files/file/86210-xchecklist-toliss-a320-neo-clist/&_fromLogin=1″ rel=”noopener” target=”_blank”>clist version 1.5.5a from J. Pardo at the X-Plane.Org web page.

Cockpit Preparations I

Some ISCS Configurations
Out of the box, the A320neo starts up with external power connected to the aircraft, but when you want to start with a cold and dark configuration, you need to change this via the ISCS. For me as ex-ground engineer I prefer a “COLD and DARK” condition, and thus I change the setting. Via the ISCS window tab “General Settings” I select at the line COLD START TYPE COLD+DARK.

Suppose you have saved different own situations – ISCS page SITUATIONS A/C CONFIG – and found out that you made a mesh of it with too many different ones, then look into the X-Plane Resources – plugins – ToLissData – Situations. All situation files named “dat” and “qps” are saved here. You can easily delete the situation files (dat and qps). More about these situation files and auto saved files can be found in the Simulations Manual, starting at page 36 chapter 3.3. The sample screenshot shows some of my created situations. It is awesome to see how easy but above all accurate such a situation is loaded.

Some words about the animated cargo- and passenger doors. They 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 condition doors are open or closed. You can also control these doors manually by clicking the individual dropdown box and select either OPEN or CLOSE. When you leave this in AUTO, then you must keep in mind that “the door(s) opens and closes according to the plugin internal logic to detect if the aircraft is parked at the gate.”

But there’s another way to control this and much more and that is via the Interactive Audio Control Panel (IACP). It allows you to communicate as in real life, to perform interactions by the ground- or cabin crew. You can use the MECH (mechanical personal) button on the IACP to open the ground crew operations and the ATT (attendants) button the IACP to open the cabin crew communications.

Thus by clicking the MECH or ATT button on the IACP, a floating window appears. On each floating window you can scroll between different pages and select or change whatever is applicable. Highly realistic features since this is what pilots do in real “communicating with the intercome or directly to the person involved.

Want to know more about it? Check it out in the Simulations Manual, starting at page 48. I wrote on purpose “Some ISCS Configurations” since it is all very well explained in-depth in the Simulations Manual, starting at page 19 and up.

Online or Offline Flying with Navigraph / SimBrief
If you fly online or offline is a matter how skilled you are and what your preferences are. Online flying is fun but can also be scary when you have not so much experience with communications, or with the rules that apply as well as your knowledge of the ToLiss A320neo. Besides that the ToLiss A320neo is in my humble opinion an awesome modeled aircraft with uncountable amount of inplementations of the real aircraft systems. That by itself will cost you already a while to master. No no, don’t worry. With the help of the included manuals you will master the ToLiss aircraft. Once you have mastered the A320neo, you can give it a try to fly online with either VATSIM or IVAO. You can communicate with ATC either via text or microphone.

Besides the information in the above paragraph, you really need a Navigraph or Aerosoft NavData Pro account. On purpose I write you really need since the ToLiss A320neo uses all the aspects that has to do with AIRAC cycles but also for optimum integration of e.g. SimBrief for flight plan loading and other data. As I wrote before, the SimBrief account is free which is good news however, for optimum integration with the ToLiss you need a paid Navigraph account. Check out the Navigraph Ultimate package. You can subscribe based on a monthly- or yearly base and get access to charts, flight planning and navigation data (AIRAC cycles).

The reason I started this section is because of the overwhelming possibilities of online flying integrated in the ToLiss A320-Neo. In the Simulations Manual at page 30 and 31 you find some information of ACARS integration with a SimBrief account. The ACARS function is further on explained in detail starting at page 58.

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 starts at page 64. The use of CPDLC is ONLY useful if you fly online in a network like VATSIM or IVAO.

Cockpit Preparations II

Standard Operating Procedures (SOP) and MCDU
As mentioned before, I decided to start with the COLD and DARK configuration. I don’t use the external power which means I need to start the APU. For this I use the SOP, although I could use the tutorial too. The SOP starts at page 42 and ends at page 59. The SOP covers all flight phases while the tutorial does the same however, the tutorial covers an actual flight including all the MCDU entries related to that flight including supported screenshots. Very handy and for everybody useful.

I choose for reading the SOP pages via my iPad, performing each step and finding out that almost all systems are simulated. As mention before, the big difference and advantage of the tutorial versus the SOP pages is that the tutorial has screenshots included which makes it a bit easier to understand what you are doing. Finding this out may take a lot of time, but when you do it several times, you will notice that it goes quicker and quicker and you will find the right “flow” to do all the steps.

It is not my intention to discuss every step how, where and what to enter in the MCDU. For that you have a beautiful tutorial, but some data needs some additional information like weights and TO/LDG data.
One of the important steps for the MCDU is how to calculate certain parameters and enter the ZFW, ZFWCG, block fuel, Slat/Flap TO setting, Stabilizer position and the V1, V2, VR speeds. All this information can be found in the ISCS and some of these can be applied to the aircraft. I write on purpose “be applied to the aircraft” since you can find some of this information also on the AviTab “WGT + BALANCE”.

The ISCS Loading Performance page allows you to do all what is needed including all the data that needs to be entered in the MCDU but when you are prefer to use the AviTab then I would suggest to use the AviTab. As mentioned before, the AviTab WEGT + BALANCE page shows you all data related to weights but it doesn’t allow you to enter it in the aircraft. For that you need the previous mentioned ISCS.

On the other hand, the AviTab TO PERF and LDG PERF pages are a much more realistic representation of takeoff and landing data. For that you need to tune for the airport METAR, enter the necessary data you hear in the respective AviTab TO or LDG PERF fields and click the COMPUTE button. The middle table will show you the calculated data as well as on the right hand side a runway, wind direction and TO/LDG information.

A note regarding the Cost Index that needs to be entered at INIT A page.
In the tutorial at page 29 you will find a short description about the CI, but although being an old Airbus document, “Getting to grips with the cost index”, it is still worth reading it. The manual was written many years ago, but it still gives useful background information of the abbreviation CI. Interested?
Just follow this link but you can also find additional information at Aviation Matters which offers much more interesting information.

The next step in completing my flight plan is adding the SID (Standard Instrument Departure) and STAR (Standard Terminal Arrival Route). The created AIA32001 flight plan has no SID and no STAR as it is in real. That said, I need to enter a SID and STAR, but first we need to know which runway or runways is/are in use which is achieved via listening to the METAR. Besides much more info, the METAR tells you which runway or runways is/are in use and the wind direction and windspeed. Then I need the available SIDs for the runway I have chosen. In my case that will be runway 32R LFBO.

Keeping the runway in mind and the waypoints, the first one after VOR/DME TOU is AGN, however, looking at the official LFBO charts from the French SIA Aviation or when you have a Navigraph account then you can get the charts from there, there’s no AGN SID anymore. Instead I select SID LACOU6B (MCDU LOCO6B) and delete waypoint AGN.

Since there’s no TRANS(ition), I select LSK 6R to insert this SID. I thought till I spoke with a real Airbus pilot that a STAR wasn’t entered yet. So, you can enter the STAR already although there’s always a possibility that due to environmental conditions, the landing runway has to be change in the MCDU.

A320neo Flight Impression

Introduction
The following paragraphs will cover my test flight from LFBO to LFBO. That sounds straightforward but the flight covers the south of France and the French-Spanish Pyrenees and, flying over Andorra, along the Spanish coast to Barcelona and then slowly with many d-tours back to Toulouse. During this flight I think there is more then enough time to checkout the simulated aircraft systems of the A320neo.

Ready to join me on my trip?
I start at the very beginning with a pushback. Not sure if I really need a pushback on the spot where I am parked, but it is good to test and see what the pushback does.

Pushback and Engine Start
With all the checklist preparations done it is time for the pushback. First of all, the ToLiss comes with a build-in pushback function or you go for the freeware BetterPushback plugin. Besides that the BetterPushback truck is a beautiful truck, it comes with a nice controlling tool that allows you to visualizes how and where to pushback the aircraft to. The first screenshot represents the ToLiss pushback truck. All other screenshots are the BetterPushback truck.

As you perhaps might know, the engine start is very simple and straightforward. That it is so simple is because the complete engine start cycle is controlled and monitored by FADEC (Full Authority Digital Engine Control). Ok, you still need to rotate the ENG MODE selector to ING/START and then one after the other, the ENG MASTER switch to ON.

Do you need to monitor the ECAM ENG displays?
You should monitor the ECAM DUs but believe me, the FADEC is much faster in responding whenever something goes wrong during the engine start. After some YouTube search I came to the conclusion that the way the engine start cycle is modeled is suburb which means it shows a realistic behavior and this also includes the engine sound during the start cycle.

Taxi
The plan is to take off from runway 32R. I’m at apron A Blagnac 1 location A24. To reach holding point 32R, I to taxi via T20 and P10 to holding point N1.

Taxiing such a small aircraft is easy. You have a good view, the controls respond more or less immediately so no hazel to follow the taxi center line. During the taxi I do some preparations and rehears for myself what if it goes wrong before V1 or after V1. Not easy when you’re alone in the flight deck. I mentioned it before, but it all becomes even more realistic when you have the XPRealistic V2 plugin.

Take-Off
Without flying online with VATSIM or IVAO, upon approaching the 32R holding point, I set the parking brakes, check which items to do with the help of the tutorial. I also rehears all the steps to keep in mind and to perform during the takeoff run and the initial climb although I can tell you that this will be a smooth operation. Perhaps the most difficult part could be keeping the A320neo on the centerline but for that I follow the YAW bar closely on the enlarge PFD.

It is time to apply some thrust to turn the A320neo on the runway centerline. When aligned with the runway centerline, I make a rolling takeoff and slide the throttle levers to the FLEX TO detent which also engages A/THR.

I can check the PFD FMA (Flight Mode Annunciator) where I see MAN FLX +xx where xx stands for the entered MCDU PERF FLEX temperature. Further on, the FMA shows SRS (Speed Reference System) and RWY (runway) with CLB and NAV being armed in cyan.

A quick word about the FMA indication RWY and SRS.
RWY is the lateral mode which provides lateral guidance from the start of the takeoff to 30 feet if a suitable LOC(alizer) 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 range of V2+10 to 20 so any speed in this range will be maintained. If you are slower than V2+10, it will accelerate, if you are faster than V2+20, it will decelerate, but in that range it maintains speed. If an engine fails, V2 is commanded. SRS also maintains a minimum rate of climb without regard to speed control to provide windshear protection. At acceleration altitude SRS is automatically replaced by CLB mode, which accelerates the aircraft to initial climb speed. Oops, I hope it wasn’t too technical.

With the throttles in the FLEX TO detent, the YAW guides me to maintain the aircraft on the runway centerline. During the takeoff I hear occasionally a rumbling sound as if you’re passing a runway centerline lamp unit. As of this writing, April 2024 with X-Plane version 12.0.9, there’s no cockpit shaking as you may expect while increasing speed. On purpose I write the X-Plane version since I think X-Plane 12.1 or 12.2 is supposed to add that. X-Plane has built something with accelerations modulating the camera position. If you would like to have these additional “simulated feelings” right now and many other features that this add-on software offers, then you can decide to use the XP-Realistic plugin (http://www.xprealistic.com) from Roy Kronenfeld. An awesome add-on.

Initial Climb
At Vrotate, RWY is replaced by a green NAV which is then also the active MANAGED mode. All other modes on the FCU are in MANAGED mode, indicated by the dot with dashes. Controlling PITCH and ROLL with the Thrustmaster Airbus side-stick bars is relatively easy, wondering if this reflects the reality. There’s really no need to switch on an AP. I advice you do to the same. Use the side-stick to control the aircraft manually and you’ll find out yourself. I wrote before “wondering if this reflects the reality”. That said, I contacted one of my real licensed Airbus pilots and asked him if it is indeed so easy to fly a FBW controlled aircraft. Besides that Frank has a lot of experience that I don’t have, he said that flying an Airbus via the side-stick is indeed easy.

At acceleration altitude which can be found at the MCDU PERF TAKOFF page, SRS is replaced by the cyan CLB and will become the active mode. Underneath MAN FLX flashes now LVR CLB which means that 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 now a green THR CLB. In the mean time I also need to monitor the green F or S on the PFD speed scale since this indicates when to retract the FLAPS and finally the SLATS. Not difficult to understand. Just monitor the F and S on the speed scale when to retract.

the first two screenshots shows you the different views of the PFD and ND while taking off, accelerating and climbing out and then in particular the indications on the PFD FMA. As you can see on the screenshots, I used the popup PFD and ND for better visibility while still having enough visual from the cockpit and on the runway.

Some additional words about manual trimming. So the question is … is there a need to use manual (handwheel or switches) trimming on modern Airbus aircraft? Do you need to trim for example the ROLL and PITCH channels under normal flight conditions? Or I could also say “do you need to assign ROLL and PITCH trim to your side-stick?

To answer this, I contacted Marcelo Alencar. Marcelo is an active ATPL Airbus pilot. According to Marcelo “None of the FBW Airbuses has a trim switch on the sidestick. Airbus has what we call “auto trim” and this is directly linked with the flight control laws. On the A320, A330 and A340 you still have the trim in case you end up using a mechanical backup. There you can see the trim wheels moving, but you can’t interact “command” them. If you degrade to a direct law or mechanical backup, than you can use the trim wheels to control the pitch. This is very difficult to maneuver and as per Airbus, it’s very unlike to happen!

On the A380 and A350 the trim wheels are replaced by a pitch trim switch which has the same functionality as the trim wheels but only a lot smaller. Remember; on the sidestick you only have the PTT p/b (Push To Talk switch for the radio) and the red AP disconnect p/b. On all Airbus the information goes to the computer and then to the surfaces.

After engine start, you set manually the TO C.G. % using the trim units, applicable for the A330-200/-300 and the old A340. On the new A330F (Freighter) and A340-500/-600, this is automatically done by the computer using the information that the pilot inserts via FMS. After take off there is a transition on who’s is controlling the airplane (what laws are working).

You do the take off almost on Direct Law and after approximately 10 seconds the system reverts to Normal Law. At this point the computer start trimming the aircraft based on pitch and speed. During the whole flight, the system looks for the best C.G. based on altitude, speed and weight. It uses, if applicable, the stabilizer TRIM tank to change or improve the C.G. by moving the fuel from the other fuel tanks to the trim tank and of course, some conditions are there to comply.

Climb
The initial climb that started after the takeoff mode is behind me. I’ve reached my first level off altitude and before reaching this altitude of FL090 (9000 feet) entered my second intermediate cruizing level of FL260. I push the knob to stay in the MANAGED mode else, when I pull the knob, I see no dot. Besides that, I will see in that case on the FMA OP CLB instead of CLB. Further on, on the FCU the VS (Vertical Speed) window becomes also alive. I don’t want that right now, so I stay in the managed mode but I still have no AP engaged. From now on the climb will be a bit more relaxed. Hopefully it allows me to check out the modeled systems.

Important message; the modeled FMGS. Let me first start with this since it is ratter unique feature. The modeled ToLiss Auto Flight System or actually the correct name is FMGS (Flight Management and Guidance System), is as far as possible within the X-Plane engine, modeled in a way that it responds as real as it gets. The modeled MCDUs work independent from each other as well as they have independent 2D popups. Independent means working as master and slave.

And, I mentioned this before, the FD buttons on the FCU are split modeled between the CAPT and F/O EFIS. The same is also applicable for the BARO selector although this split BARO function can be switched OFF so no discrepancies will be shown on ECAM. With no discrepancies I mean that when you press the captains BARO knob and not the Co-Pilots one, then you will get an ECAM BARO discrepancies message. And with the independent FD switches, we also have independent functional/simulated FMGCs (Flight Management and Guidance Computers) and all that belongs or provides inputs into the FMGCs. Not that I am an expert on this, but believe me, that’s a master piece how it is done and functions in the modeled ToLiss aircraft.

But there is so much more that makes these ToLiss aircraft models so unique. What do you think about the lighting control with rheostats of the EFIS DUs. The lighting of each DU works independent on each side, but also independent from the other side. Or, something else, when you select on the CAPT ND a ROSE mode then you don’t see a copy of the same mode and range on the F/O ND. Each side has its own individual controls. It sounds all so logic, it sounds all as normal and yes, it is normal when the aircraft is made by ToLiss since even I as ex-technical Airbus trainer, I am impressed by what ToLiss has made and constantly improves.

Ok, lets go back to our climb. Before leveling off, I have entered already my final cruizing altitude of FL320. Operating the PUSH/PULL knobs on the FCU with your mouse could be challenging, at least, with a Magic Mouse from Apple. But ToLiss offers you two possibilities. Via the ISCS window General Settings you can select “Use Mouse Wheel” ON or OFF. I explained this before, check out by yourself what feels best to control knobs or selectors.

Want to leave the V/S mode behind you, just move the mouse hand to the upper part of the knob till it becomes a hand with pointing finger and then click the knob. The V/S window on the FCU turns back to dashes. Then check that the altitude window also shows a dot with dashes. If not, do the same for the ALT knob. Click and check dot and dashes.

Cruise
Finally, I have reached FL320 and as expected, the FCU shows all MANAGED modes. What I wrote before, you can change a mode, see how the aircraft responds and then go back to the MANAGED mode. That said, while I originally follow the flight plan in NAV mode, I will start with changing the HDG of the A320neo. Click the HDG knob, the original flight plan on the ND becomes a green dotted line with a straight line for the current HDG SEL. When I turn the knob and enter another value, the aircraft will logically follow that new and entered HDG.

Let me explain the above temporarily HDG mode in more detail including some screenshots. A reason to change momentarily to HDG and then back to NAV mode could be when the environmental conditions allows you to divert from the original flight plan. For example, to fly around a cloud formation that you want to avoid without loosing your flight plan. Assume you have flown around the area that was hazardous, you then click the HDG button again. A dot appears on the HDG FCU window and NAV is added in cyan on the FMA as ENGAGED mode. Next enter a HDG that will intercept with the original track. Intercept is shown on the ND. Once the aircraft has reached the intercept point, NAV becomes AGAIN the active MANAGED MODE.

Another example ; using the V/S or VS (Vertical Speed) mode selector.
The V/S mode not often used but handy during the approach when ATC orders you to descent differently then calculated by the FMGCs. In the same way, you can also expect HDG orders instead of following the flight plan to or from your runway. It happens often that during takeoff pilots are guided with “maintain runway heading till waypoint X or till you have reach X altitude”.

In case there is a need to change the aircraft Vertical Speed, let me see how this has to be done. It is not difficult, but handy to know what and how to do. In the following example screenshots we enter a VS which means that the FMA shows the entered VS which is also visible in the FCU VS window. In. case of a +x.xx VS, not much is changed in the FMA. The aircraft starts to climb and since, in the example, we leave the ALT at 32000, the VS will continue to increase. On the other hand, when we enter a -x.xx VS, the FDMA shows this too however, in the example there’s the cyan ALT which can be sene as the buffer where the VS will automatically stop at 32000 feet.

While we are cruizing at FL320, it must be also a moment of relaxation and enjoying the beauty of the modeled A320neo. Lets check something easy right now, the ECAM DU’s. Since the early days of ECAM (Electronic Centralized Aircraft Monitoring), ECAM has changed a lot. ECAM has already for a while the E/WD (Engine and Warning Display) and SD (System Display) DUs. In the early days of Airbus, the A310 Series and A300-600 had old fashioned engine indicators on the center instrument panel and therefore with these aircraft is was only called WD.

Today with all modern Airbuses thus all who have FBW, the engine indications are implemented in the E/WD. The way failures appear on the WD is slightly changed but the basic ECAM philosophy hasn’t changed . When a failure pops up, an action or actions have to be taken. Written on the WD they will find the step-by-step procedure to follow. In case of memory items like for example FIRE or SMOKE, it is also shown on the ECAM WD but then the pilots act without reading the message, therefore a memory item. When you are also familiar with the EICAS system, you notice that the ECAM WD is really different.

The lower ECAM DU, known as the SD, shows synoptics of the aircraft systems. It’s great to see how each aircraft system is modeled with so much precision. The following screenshots show you some ECAM pages.

OK, I would like to show you an often by Airbus used example and that is a hydraulic G EDP (Green Engine Driven Pump) failure.

When the hydraulic LO PR is detected, the local FAULT light in the EDP button illuminates and a single chime and Master Caution light on the glareshield panel as well as the fault message on the E/WD – HYD G EDP 1 PUMP LO PR including the action to be taken. The above is thru when the fault message is not inhibited by the flight phase related system. By the way, EDP stands for Engine Driven Pump.

In this case GREEN ENG 1 PUMP ….. OFF is shown on the E/WD section WD. Together with this failure message, the related synoptic HYDRAULIC page pops up and shows you there the problem is, in amber, and that is the pump symbol. It also shows the actions to be taken. I switch according to the actions to be taken the pump switch on the overhead panel to OFF. The EDP symbol on the HYD page changes and the message can be cleared via the CLR pushbutton on the ECP (ECAM control panel). Note that a STS (STATUS) message appears on the E/WD lower half.

This STS (STATUS) means it had consequences for the hydraulic system. What kind of consequence can be seen on the STS page. To find that out, click the STS button on the ECAM control panel. Not every failure results in a sub system failure or limitation or degradation. In this case it was one of the green EDP’s, so the other EDP does all the work, so it has no consequences for the G HYD system.

When you’ve pressed the CLR several times, the E/WD goes back to normal, but you’ll always see the STS symbol on the E/WD. And it’s also important to remember that the SD goes back to the flight phase related synoptic provided it was in the automatic mode. Automatic flight phase mode means that no legend is illuminated in any button on the ECAM control panel.

Although we still haven’t reached the calculated TOD (Top Of Descent), it is I think a good moment to do some descent and approach preparations.

Let me rehears the STAR charts for an arrival at LFBO runways 32R or 32L. I first check the ATIS LFBO and at this moment we are able to land on either 32L or 32R. For us 32L is a more logical choice, so we need to check the STARs for runway 32L. As I mentioned before, I made the flight plan with Little NavMap. I could have added in Little NavMap a SID and STAR to the flight plan but did not do that with a purpose. You and I will add the STAR and approach for the specific runway via the MCDU and based what we see on the chart.

OK, we need local weather information – we have – before we can add the TRANS (ition) if applicable, the STAR (Standard Terminal Arrival Route) and runway (already decided 32L) in the MCDU. So first, the charts below and a screenshot from Little NavMap that shows me additional waypoints in the last part of the flight plan. Why, I will explain later.

On the LFBO STAR 32 runway chart we are flying in from the East. From the east means there are two STARs available namely ORBIL 7N and NARAK 7N. Looking to the second screenshot which shows the last part of the flight plan it is less logic to go for STAR NARTAK 7N. It is more logic to take ORBIL 7N however, we need to modify our flight plan a little bit.

We can continue as planned from via waypoint VP064 to VP116 to VP107 (green circle) and then fly to waypoint ORBIL and start from here with STAR ORBIL 7N or we can fly from VP064 (blue circle) yo ORBIL. Either way, I need to delete waypoints. I decide to go for modifying the flight plan from VP064 directly to ORBIL with STAR ORBIL 7N.

Now that we know I go for STAR ORBIL 7N, it means we fly from ORBIL to SALSI to ARVEL to ADIMO. Then our instrument approach for 32L will go via IO32L (IF – Intermediate Fix at 3000 feet) and FO32L (FAF – Final Approach Fix at 3000 feet). We don’t need to think too hard about this since it is all in the MCDU. On the previous first screenshot, right-hand side, we see that the instrument approach also shows the missed approach procedure which is automatically added when we have added the STAR and instrument approach for runway 32L to the flight plan.

And how do I add this information in the MCDU? That’s so easy so lets try it out and continue with me by studying the following screenshots.

Just a note from the tutorial and I leave it up to you if you want to try this out. It is worth to inform you that you have the possibility to “jump to the next waypoint” with the ToLiss ISCS Joystick Action tab – Actions “Jump to Next Wpt”. According the the tutorial starting at page 80 “The ToLiss A320neo provides means to shorten the cruise segment, namely the “Jump to next waypoint” or “Jump 200NM” function.

This function is available under the following conditions:
– AP lateral mode NAV
– AP vertical mode ALT CRZ
– Bank angle almost zero
– Cross track error on flight path almost zero (i.e., no lateral offset shown on ND)
– Distance to next waypoint at least 1NM.

If the distance to the next waypoint is less than 200NM, the available function is “Jump to next waypoint”, otherwise it will be “Jump 200NM”.”

What said, I won’t use it on this flight, but I find it a very nice feature since it calculates everything that is needed to reduce the flight time and changes to the overall distance.

Instead of using the “jump to the next waypoint”, I will try to insert a new waypoint and modify the flight plan while in cruize. Just fiddling around a bit with the system, nothing more.
Ok, in this case I start with waypoint DALIN. Instead of originally going to VOR/DME beacon GIR (Girona) I enter VOR/DME station BGR (Bagur). The principle of adding a waypoint. To do these steps, I enter in the MCDU scratchpad BGR and while I selected the MAP mode on my ND, I decide to add it before VOR/DME beacon GIR (Girona). I agree with this change so I click LSK 6R. I’m not yet finished. I need now to skip the rest of the flight plan thus I use the DIR(ect) TO command. And as you can see on the following screenshots, I also need to remove a F-PLN DISCONTINUITY. Just click the CLR button on the MDU keyboard, and then the LSK that shows the F-PLN DISCONTINUITY. The result is that the flight plan is closed again.

Descent, Approach, Final Approach and Landing
I’m approaching within 10 minutes the calculated T/D (Top Of Descent) which should be the right moment to start our descent. The distance and expected UTC are shown for example on the MCDU PERF CRZ page. The ND shows with a white arrow the TOD. Before we enter the 3000 feet altitude on the ALT FCU window which is the altitude for the ILS approach, we first need to prepare the MCDU APPROACH page.

When the distance to the TOD is roughly 60NM, I go to the AviTab EFB land select the LDG PERF tab. The page, same as we saw with the TO PERF page, shows the necessary METAR information and landing distance for our arrival in LFBO runway 32L. This METAR data is necessary to update the MCDU APPR page. That said, I enter for LSK 1L the actual QNH, LSK 2L for the actual airport temperature and LSK 3L for the wind conditions. Then at LSK 5R we select or enter the FULL flaps for landing.

When the APPR page is done, we go back to the FCU ALT knob. A couple of NMs before the TOD, I first enter 3000 feet in the ALT window, and push the ALT knob and by pushing it, it “should” stay in the MANAGED mode. Just to clarify we are both at the same track; push the Altitude selector knob i.e. mouse click, when one dot is visible in the mouse pointer.
This action can be seen on the FCU with the dashes and dot, and on the PFD FMA you “should” see DES and thus not OP DES. When you see OP DES, you pulled the knob. No issue, click the ALT button again and it should show now a dot and dashes.

By pushing the ALT knob, the FMGCs calculates, as well as keeping in mind constrains along the descent path, the correct flight path. The VS is calculated in a way that the vertical flight path is followed as calculated by the FMGCs.

It is great to see how all altitudes are calculated for each waypoint. The problem is that it all goes quickly and the lower you come, the closer you come to LFBO, the more things you see on the PFD and FMA. Sometimes it is a bit overwhelming, but nobody says that you need to do it all in one flight. For this review I did flew the stretches several times. And every time I saw something new which I added to the review. Most things are calculated for you or are presented on the PFD for example when to select SLATS and FLAPS.

Perhaps you’re wondering why the ALT – on the second line of the FMA – is sometimes magenta. You would expect it to be in cyan, but in this case the magenta ALT is because of an altitude constraint along the flight path. While descending, the QNH CAPT PFD starts flashing meaning I need to switch from STD to the actual QNH. When you fly alone, don’t forget to do the same for the F/O else ECAM WD will tell you that there’s a discrepancy between the BARO settings.

According to the MCDU F-PLN page I have roughly 50NM to go, so it’s time – perhaps I had to do it a bit earlier – to click the APPR button on the FCU. Doing this is essential! Without this, the aircraft will not transition to the approach mode nor it will intercept the ILS. The moment I click the APPR button, the PFD FMA shows in cyan G/S and LOC as well as in the right-hand upper corner CAT 1.

Since I am not yet leveled off, I still see on the FMA in magenta ALT. Remember, I’ve set at the FCU ALT window an altitude of 3000 feet for the ILS, but the 4000 feet right now is the altitude constraint. And yes, this is a perfect example on how accurate and realistic the modeled FMGS is.

After waypoint ADIMO I am guided to IO32L (IF – Intermediate Fix at 3000 feet) and FO32L (FAF – Final Approach Fix at 3000 feet). When the A320neo levels OFF at 3000 feet the PFD FMA shows ALT*, then ALT in green. A bit later LOC*(alizer) and then LOC CAPTURED. When the PFD speed scale shows me F, it’s time to select FLAPS 2. The moment the G/S becomes G/S*, I select the LANDING GEAR DOWN, G/S becomes CAPTURED and this is then followed with FLAPS 3 and finally FLAPS FULL.

As mentioned before, it is interesting to see that the MISSED APPROACH procedure can be seen in cyan on the ND. Should I connect the AP or land with a DUAL AP? It is actually a challenge in my humble opinion to follow the flight director bars and do the final approach and landing myself. Since I have no AP connected, there’s also no reason to make a DUAL AUTO LAND.

At the final stretch I select the ND selector on the EFIS control panel to LS (ROSE with ILS signals). It shows me the old fashioned ROSE mode, but with the ILS information. At 400 feet RH (Radio Height) the G/S and LOC on the FMA are replaced by LAND, and just before touchdown LAND is replaced by FLARE, and then ROLL OUT.

Summary

With such a review there is not so much to write anymore, but I still think I can add useful information here. One is the FPS (Frames Per Second). I have reviewed the latest A320neo version from Toliss with X-Plane 12.0.9 and I must say that the frame rates are pretty good. When X-Plane 12.1.0 comes out, then this will be hopefully even better. I know, frame rates are always important, but it depends on so many things like the type of computer or Mac hardware you have, the X-Plane settings, the position of the sliders, the monitor dimension or the X-Plane monitor resolution you have set. But there is so much more like the complexity of add-on airports, or that you have installed SimHeaven X-Europe or X-America. And what about environmental add-on programs. So many factors that can influence the available frame rates.

With the finishing of this massive review, I know now already that I have missed certain parts of the modeled A320neo and that the provided tutorial goes much further then what I discussed in this review, but I can live with this. The ToLiss Airbuses are all masterpieces and every time each new model has unique new features which are then later on with updates implemented in the older models, whenever applicable of course for that particular model.

As of this writing – April 2024 – ToLiss announced that their next Airbus will be the A330. Ok, when you are a bit familiar with the A330 models, then Airbus has the A330-200 and A330-300. Which one of these models it will be, for that we still need to wait! Perhaps some additional background information of the A330. The A330-200/300 and A340-200/300 where developed at the same time and although Airbus started first building the A340, they continued immediately after that with the A330. Besides that the A330 has 2 engines and the A340 4 engines, the aircraft systems where more or less the same even the electrical AC (Alternate Current) having 2 or 4 AC generators.

I mentioned it several times in this review, the provided manuals. These give from me a Super Plus certificate. High quality, extremely detailed with lots of tips and tricks. The modeled A320neo and all other modeled ToLiss aircraft are all of high quality with all a suburb FMGS implemented. I am always impressed by the products. And yes, I know, you can’t find a ToLiss aircraft for 50,00 USD/Euro but that couldn’t by fair. These Airbus models cost a lot of time to create, many team members are involved and all of that cost time and money. In my humble opinion and with my background knowledge/experience, I dare to say that ToLiss is at the moment the most realistic X-Plane Airbus modeler. There’s no other developer who produces quality Airbuses of this level.

I hope you liked this review and enjoyed the reading. Feel free to leave a message. That is always appreciated, even when you have some comments.

For your information; the writer of this review and also your personal reporter Angelique van Campen has been working in the real aviation for many years. Started as mechanic, then a licensed ground engineer (Martinair Holland) on the Fokker F28, McDonnell Douglas DC9 Series, McDonnel MD80 Series and the Airbus A310 Series. Later on Angelique switched to become a technical trainer working for KLM Royal Dutch Airlines and Lufthansa Technical Training (LTT). In the years with KLM she instructed with a team the A310-200 and briefly the Boeing 747-400. Then she switched to LTT where the Airbus models A310, A300-600, A300B, A330/A340 and briefly the A320 Family. Although this was all for technical personnel, she has a lot of Airbus hands-on experience, but not being an licensedAirbus pilot, but just a small pilot with a FAA PPL license.

And last but not least, for this review I used the following add-on software:
– Payware | ToLiss Airbus A320neo
– Payware | Navigraph AIRAC Cycles and Charts
– Payware | JustFlight Traffic Global for Windows
– Freeware | AviTab
– Freeware | XChecklist
– Freeware | XPFR Toulouse V2020
– Freeware | 3D People
– Freeware | OpenSceneryX
– Freeware | R2 Library
– Freeware | FlyWithLua NG 2.8.28 for X-Plane 12
– Freeware | 3jFPS12 – FPS control for X-Plane 12
– Freeware | SkunkCrafts Updater v12.1r2 for X-Plane 12
– Freeware | BetterPushback 1.0.10
– Freeware | Zones Photo ortho scenery textures

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 A320neo
Publisher | Developer:	X-Plane.Org / Aerosoft / simMarket | ToLiss Simulation Solutions Inc.
Description:	Realistic rendition of the Airbus A320neo
Software Source / Size:	Download / Approximately 771 Mb (zipped)
Reviewed by:	Angelique van Campen
Published:	April 30rd 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 Sonoma (14.4.1) - X-Plane 12.0.9 - ToLiss A320neo version 1.04