Flying the Synaptic + iniBuilds A220: A Wy'East Pilot's Quick Briefing
- Wy'East Staff
- 3 days ago
- 5 min read
Updated: 9 hours ago
The Synaptic Simulations / iniBuilds A220-300 is finally launching next week on MSFS Marketplace! We wanted to get some key points on A220 operations out ahead of launch, so the roll-out goes smooth and safe for new and experienced Wy'East pilots alike.
Credit: these tips and several images are pulled from A220Driver's detailed A220 guide. Find it here: linktr.ee/airbalticvirtual. Also, credit to Synaptic and iniBuilds for their introduction video as well here and their aircraft manual here; from which some images and tips are pulled from as well.
Additional resources including the baseline SimBrief profile, throttle calibration guides, etc. are available on the iniBuilds website here.
Bombardier Philosophy Under Airbus Brand
The A220 started life as the Bombardier C-Series before Airbus bought in and renamed it (due to cost overruns on the C-Series program)
Bombardier's design philosophy comes from the Challenger business jets and the CRJ regional line. If you've got CRJ or HotStart Challenger time, some of that will feel familiar here.
Unique Fly By Wire
A320 normal law is load-factor based and holds attitude on its own. In contrast, the A220 has inherent speed stability instead: trim it, let go of the stick, and it settles back to trim speed like a Boeing.
Release the sidestick with bank angle under 30° and the bank angle holds. Max bank is 80°, further limited by pitch and IAS.
A speed trim bug (blue carrot)Â on the tape shows what you're trimmed for. Adjust it with a rocker switch on the stick, not a wheel. The FBW system will naturally tune the pitch to settle at that speed. Typically this is not adjusted more then 2-5 kts at a time.
Autothrust moves the thrust levers, unlike a legacy Airbus. Treat them like 737 throttles.
Advancing both thrust levers for takeoff auto-deflects the elevators 12° down at neutral stick until 80 kts, to help nosewheel steering. Don't push forward yourself, it fights the system.
FMS Setup Flow
Video tutorial From Synaptic here!
DBASE – check aircraft/engine variant and nav database validity.
POS – cycle each tab, check FMS position, RAIM availability.
FPLN
INIT: open SEC FPLN, select FPLN UPLINK to get the flight plan via ACARS. Enter departure and arrival plus any missing data, ACTIVATE SEC, enter FLT NO last.
WIND/TEMP: upload via FPLN WIND REQ or enter manually. If no FPLN UPLINK, enter the route first, then wind.
FUEL: enter preliminary ZFW, CG, PAX, FOB, and TAXI fuel.
PERF
DEP: enter thrust, flaps, bleed source, anti-icing, NADP, and speeds last. Set V-speeds, then press TOGA + NAV + VNAV and set runway heading.
CLB: climb speed profile and limits.
CRZ: cruise speed profile.
DES: descent speed profile and limits.
ROUTE
VIA/TO: enter the route, or check if it uplinked. Enter the waypoint (TO) first, then the airway (VIA).
LEGS: use the FIX page to enter reference fixes as needed (e.g. an OEI departure route).
Faster FMS Entry
Bind a key to toggle keyboard input on and off for FMS and MFD data entry. It's under Entry Mode Keybind in EFB Settings on the EFB.
Saves you from looking down at the scratchpad every time. When keyboard entry mode is active, you'll see a small ring around the cursor.
Basic VNAV
The only VNAV based descent mode is Vertical Path Angle (VPA). No deceleration segments, no weight/wind/temp compensation, and it won't recompute once established unless a constraint gets changed.
The aircraft doesn't care what its actual performance will be. Set a FPA and it flies that angle to whatever restriction is next, regardless of the speed needed to get there.
You calculate the FPA yourself and enter it on FMS – PERF – DES.
A220 Driver has also made a FPA calculator here, amazing work from him for this community!
Base: 3.0° at 55t.
Weight: +0.2° per 5t under 55t, -0.1° per 5t over.
Aircraft Gross Weight (GWT) can be found on the FMS, FPLN-FUEL page, or the PERF-ARR page by selecting the departure airport (shown as Landing Weight - LW).
ISA deviation: +0.1° per 10°C below ISA, -0.1° per 10°C above.
Wind: +0.1° per 10kt headwind, -0.1° per 10kt tailwind.
Anti-ice: -0.2° if anticipating anti-ice use.
Example: FL350 to sea level, 55t, ISA -10°C, 10kt tailwind → 3.0° + 0.1° - 0.1° = 3.0°.
Geared Turbofan Starts
The PW1500G is a geared turbofan, and it motors for a while before light-off. This is to evenly cool the engine rotor and core to prevent warping.
Average start time runs about 1:40 to 1:45 per engine, so don't be shocked if the take some time. Budget 4-5 minutes to push and be ready to taxi, particularly if you are flying on VATSIM.
In very hot or cold temperatures, or if the engines have not cooled enough, the motoring can take up to 120 seconds, before any light off. If this occurs an EICAS "ENG START DELAY" will appear.
Unclear if this is modeled, was not present in the intro video: to prevent trim air system faults, select TRIM AIR OFF before engine start, then back to AUTOÂ once both engines have stabilized.
Cold Weather
Cold, thick oil doesn't lubricate the gearbox and bearings well at high power. That's why thrust is capped until oil temp climbs into range.
Below -6°C: idle only. -6°C to +21°C: max 30% N1. 21°C to 49°C: max 50% N1. Above 49°C: no limit.
Icing conditions: +10°C TAT to -40°C SAT in visible moisture. That's when wing and cowl anti-ice go AUTO or ON, depending on phase of flight.
At 3°C OAT or below with visible moisture, cycle the engines to 60% N1 every 30 minutes to shed ice, with a final cycle inside 5 minutes of takeoff.
Hot Weather & High Altitude
Heat costs real performance. Higher OAT means longer takeoff distance and reduced climb performance.
Density altitude compounds it. A sea-level departure and a mountain west departure at the same weight and OAT are not the same takeoff roll. Denver's field elevation alone (5431 ft) adds real distance and cuts climb margin compared to a sea-level hub like Portland or Philly. Expect higher V-speeds, more runway used, and less thrust from the same N1 setting.
Check the load sheet numbers, don't assume a normal-feeling runway behaves normally at altitude or in the heat.
On APU-only air: packs auto, recirc and trim air auto, cargo vents open, equipment cooling auto, windshield and window heat off, outlets and gaspers open.
Approach Mode Caveat
In APPR mode, the auto-flight system uses only localizer and glideslope deviation, no inertial data (wind, drift, groundspeed). Initial capture can be inaccurate, especially in a crosswind, and can cause unexpected lateral guidance or overshoot, particularly on parallel approaches.
Use NAV mode for the initial intercept (FMS 1/2). Delay APPR selection until localizer deviation is within 1 dot.
On radar vectors (HDG mode), select NAV mode when cleared for the approach, then delay APPR the same way, within 1 dot.
Below 2000 ft AGL, the PFCCs take over approach guidance and tracking improves noticeably.
We're excited to bring an aircraft this unique into the Wy'East fleet. Dig into the systems past what's here, there's a lot more to this jet than one briefing covers. We highly recommend a full review of A220Driver's guide along with all the Synaptic preview and training videos.
If you're starting flying the Synaptic A220 and looking for a virtual airline to fly it with? Join Wy'East HERE.