LVFR Airbus A330 NEO

Before your first flight, it helps to know what you are looking at. The A330 NEO cockpit uses a “glass cockpit” — almost everything is shown on large screens rather than traditional round gauges. It keeps the real A330-900's classic MCDU layout rather than a touchscreen-style flight computer, so the center pedestal will feel familiar if you have flown other classic-generation Airbus aircraft. Here is a quick map of every major display and panel.

The Screens

By default the A330 NEO spawns cold and dark at the gate — no electrical power, no hydraulics, engines off — just like the real aircraft between flights. This is the most realistic (and most involved) way to start a flight.

Step 1 — Get electrical power

Turn on the batteries on the overhead panel. If you are parked at a gate, connect external/ground power so you are not draining the batteries. You will see the screens do a brief self-test flash — this is normal, it mimics the real aircraft's built-in test sequence and clears on its own.

Step 2 — Start the IRS alignment

Turn the three IRS (Inertial Reference System) knobs on the overhead panel to NAV. The IRS needs time to work out its exact position before it can feed the PFD and ND — until it finishes, the ND stays blank and PFD attitude flags stay red. This takes a few minutes; use the time to work through the rest of this checklist.

Step 3 — Load your flight plan and fuel (EFB)

Open the EFB. If you use SimBrief, log in once from EFB Settings, then use the SimBrief page to pull your OFP — this sets your route, fuel, and payload together. Otherwise use the Performance and Mass & Balance pages to set fuel and payload by hand. Ground crew will start boarding/loading based on what you set here.

Step 4 — Set up the MCDU

On the INIT page, confirm the city pair and cost index, and either accept the SimBrief-imported route or build it manually. Move to F-PLN to review the lateral route, and PERF to review the TAKEOFF and CLB pages — this is where you confirm your V-speeds (V1/VR/V2) and thrust setting (CLB, FLEX, or TOGA).

Step 5 — Start the APU

Turn the APU master switch on, then start it, so you have a bleed-air and electrical source independent of ground power — you will need its bleed air to start the engines.

With the APU running and the flight plan loaded, it is time to get the engines running and get off the gate.

Step 1 — Pushback (if required)

Use the EFB's pushback controls to call for a tug, choose a direction, and pull back off the gate. Ground services (catering, baggage, boarding) run automatically off the same EFB flow when you select a realistic (ramped) load.

Step 2 — Start the engines

With APU bleed air available, run the engine start sequence per your checklist — engine 2 first is the common flow. Watch N2 rise, then introduce fuel, and watch N1, EGT, and oil pressure settle on the E/WD as the engine stabilizes.

Step 3 — After start

Once both engines are running and stable, you can switch bleed air/electrics off the APU and shut it down (unless you need it for packs at the gate). Set flaps for takeoff per your PERF TAKEOFF page, and run your flight control check.

Getting to the runway and off the ground.

Taxi

Use the tiller/rudder to steer and light taxi power to get moving. Arm autobrake as briefed — RTO (rejected takeoff) is normally armed by the time you reach the runway. Autobrake has five positions: RTO, OFF, LO, MED, MAX.

Before Takeoff

Confirm the TAKEOFF MEMO on the E/WD shows no outstanding items (it will list anything not yet configured — flaps, spoilers, trim, etc.). Set your FCU targets: runway heading/track, a safe altitude, and your climb speed or managed NAV.

Takeoff

Advance the thrust levers to FLEX or TOGA. SRS (speed reference system) guidance engages automatically once airborne and manages your pitch target through the initial climb; if you reject the takeoff, SRS/runway guidance correctly drops out. Retract the gear once a positive rate is confirmed, then follow the flap retraction schedule.

Engaging the autopilot and managing the climb.

• Engage AP1 or AP2 and A/THR once comfortable after takeoff.
• NAV mode will follow your MCDU flight plan laterally; CLB manages the climb speed and respects any SID speed/altitude restrictions until they are sequenced past.
• The ND shows a T/C (top of climb) marker computed from your current performance — this updates as conditions change.
• Use the WIND pages (climb/cruise/descent) to enter forecast winds for more accurate predictions, and CMS/RTA if you are managing a required arrival time.

The cruise phase is where the FMS does the most work quietly in the background — this is a good time to get familiar with the tools available if your routing changes.

• DIR TO — jump directly to any waypoint in your flight plan or a new one.
• HOLD — insert a holding pattern at any waypoint, with entry computed automatically.
• LATERAL/VERTICAL REVISION — change your route or step-climb plan at any waypoint, including STEP ALTS for a planned step climb.
• FIX INFO — mark a radial/distance off any navaid or waypoint, useful for planning a diversion or just situational awareness; four independent slots are available, each with two radials and its own intercept prediction.
• SEC F-PLN — build and hold a second, alternate flight plan without disturbing your active one, then activate it if you need it.
• Traffic — TCAS shows nearby traffic on the ND; ATSAW additionally correlates online traffic (VATSIM) if you fly online, with dedicated TRAFFIC LIST/INFO MCDU pages.
• ATC datalink — if you use Hoppie ACARS, PDC and Oceanic Clearance requests can be auto-filled from your active flight plan, and messages arrive on the DCDU.

Setting up for arrival well ahead of time makes the descent and approach much easier.

• Insert your arrival (STAR) and approach from the MCDU's F-PLN or arrival pages ahead of top of descent — this also lets the FMS compute a T/D that respects your constraints.
• Choose managed descent (DES) to follow the FMS-computed profile, or select speed/V-S manually if ATC gives you a specific instruction.
• For an ILS approach, tune and identify the localizer/glideslope; for an RNAV or FLS approach, the ND will draw the approach course as a beam once selected.
• ACTIVATE APPR PHASE (from the PERF page) arms the approach-phase logic once you are established on the arrival.

Bringing it down safely.

• Configure flaps and gear per your normal approach checklist; monitor the LANDING MEMO on the E/WD for anything outstanding.
• Couple the autopilot to the localizer/glideslope (LOC/APPR) or the RNAV/FLS course, and disconnect at your planned point to hand-fly the landing (or when ready to take manual control at any point along the approach).
• Select your landing autobrake setting (LO/MED/MAX) before touchdown.
• ROW/ROP will alert you if you are not going to be able to stop within the remaining runway — treat it as a safety net, not a replacement for planning your approach and braking correctly.
• Go-around: advancing the thrust levers to TOGA and selecting the go-around mode arms a proper go-around phase, including ENABLE ALTN if you need to divert.

Getting the aircraft safely parked and put to bed.

• Taxi clear of the runway, retract flaps per your checklist, and disarm spoilers.
• Watch the brake temperature model on the WHEEL SD page after a heavy landing — a hot brake arc and BRAKES HOT/BRK FAN warnings will appear if temperatures run high; the EFB also shows a live brake cooling readout while you taxi in and park.
• At the gate: set the parking brake, shut down both engines, and start the APU first if you need bleed air or power before ground power is connected.
• Use the EFB to open doors and start disembarking/ground services as needed — GPU, wheel chocks, ground air, and jetway are grouped together under one EQUIPMENT row.
• Setting wheel chocks from the EFB physically holds the aircraft in place and satisfies the sim's parked-on-stand check — a good habit once you're on stand.

Cockpit Screens

Autobrake Settings

Key MCDU Pages

Cold-and-Dark Checklist (Condensed)

• Batteries ON, external/ground power connected
• IRS knobs to NAV (allow a few minutes to align)
• EFB: load fuel & weight (SimBrief or manual)
• MCDU: INIT page — city pair, cost index, route
• MCDU: PERF TAKEOFF — V-speeds, thrust setting, flaps
• APU master ON, then start APU
• Pushback (EFB) if required, then engine start
• After start: flaps set, flight controls checked
• Before takeoff: TAKEOFF MEMO clear, FCU set, autobrake RTO armed

After-Landing Checklist (Condensed)

• Autobrake disarms automatically — confirm speed under control
• Flaps retracted per checklist, spoilers disarmed
• Check WHEEL page brake temperature after a heavy landing
• Parking brake set at the gate
• Both engines shut down; APU started first if power is needed
• EFB: doors opened, ground services requested as needed
• EFB: wheel chocks set (EQUIPMENT row) once parked on stand

First Steps

The MCDU and Flight Planning

Autoflight and Handling

Autobrake, Ground Handling and Systems

Multi-Crew

Navigation and Systems Realism

Traffic, ATC and Datalink

Units and Display

Sound