The latest creation from FSLabs, the A321Neo, has mostly been welcomed with joy by the community. However, since Fenix Simulations is also planning to release a Neo series at some undetermined point in the future, there’s always a bit of uncertainty with the question: “What should I buy?” While a direct comparison isn’t possible yet, today I want to put the FSLabs aircraft under the microscope. Since, in my view, plenty of reviews of the add-on have already appeared, I want to tackle today’s article again in the form of a personal flight report.
My journey this time takes me from Düsseldorf (EDDL) to Ibiza (LEIB): a classic “summer, sun, sangría” flight. The flight is with the A321neo in Eurowings livery, registration D-AEED, barely 1.5 years old.
My day begins in the briefing room just before 11 o’clock. I sit down with the virtual First Officer (who hasn’t spoken a word for years, but is always dutifully present) and go through the flight documents. Flight time: a little over two hours, cruise level FL350. Weather in Düsseldorf: 19 degrees, light west wind, cloudy—everything seems ideal for flying. In Ibiza, we’re greeted by summery sunshine at 29 degrees and absolute CAVOK. In short: a route made for enjoyment, as long as nothing gets in the way.
With the most important data for the flight in mind, it’s finally off to the aircraft. Since I’m lucky enough to be PF (pilot flying) today, I’ll start with the walk-around while my colleague wakes up the first systems. Outwardly, the Airbus makes a very solid impression. The Eurowings livery shines, the fuselage looks flawless, no dents, no forgotten safety pins—clearly, someone has worked thoroughly and with a recent polish. The impressive sharklets stand out, giving the A321neo not only a more modern look but also contributing aerodynamically to fuel efficiency. I walk around the aircraft in the usual order: landing gear, engines, sensors—everything is clean and free of complaints. The LEAP-1A engines appear almost spaceship-like compared to their older CFM or IAE cousins, even if they will become standard in aviation in the next few years.
I finish the walk-around with a glance into the engine fan blades and an inner nod of satisfaction. Back up the rear stairs, a quick greeting to the (virtual) purser, and then into the cockpit.
Power-Up & Cockpit Setup
My colleague has already activated the batteries and the APU is running steadily. The displays have awakened and greet me with the familiar Airbus color palette. A quick glance at the ECAM shows everything is in the green.
We also want to check the rest of the technical state of the aircraft—everything not already checked during the walk-around. To do this, I take a look at the TechLog, which is found in the EFB. Here, only a loose cover on a life raft is noted. The defect is acknowledged, but no direct action is needed.
So preparations continue. Next, I turn to the MCDU and start entering the route. This first happens in the AOC menu, where I download the current flight plan from Simbrief. Then come the fuel and weight & balance data. Meanwhile, our slot notification arrives via ACARS, which is sent without any third-party tool. At this point, I also retrieve the latest weather data for Düsseldorf, Ibiza, and possible alternates. This also works smoothly via ACARS.
After the obligatory enroute clearance, I calculate our takeoff performance. This could also be requested via ACARS, but I prefer the performance calculator included in the EFB. Even if its UI certainly won’t win any beauty prizes, real pilots on YouTube report that the calculator is very close to the real thing.
Boarding and Pushback
The cabin fills up. As always, boarding goes faster than you’d think. I take one last look at the takeoff briefing notes, the First Officer gives a silent nod—everything is fine so far.
Shortly afterwards, the ground controller calls:
“Eurowings 59L, stand A13, push and start approved facing north.”
“Push and start approved, facing west, Eurowings 59L.”
With the typical jolt, pushback begins. As the rest of the ground crew leaves to handle other planes, I start the first engine. The familiar sound of the LEAP-1A swells up; first mechanical, then turbine-smooth. Engine 2 follows shortly after. All parameters are stable and the ECAM confirms this impression.
After a successful engine start, the flight control check, and a short taxi clearance, I release the brake and the aircraft rolls off.
We taxi via taxiways Tango, Papa1, and Mike towards runway 23L. Strangely little traffic on the frequency today. No long waits, no chaos—almost eerily quiet for EDDL.
Lining Up and Takeoff
“Eurowings 59L, line up and wait runway 23L.”
“Line up 23L, Eurowings 59L.”
We roll onto the runway, set the lights for takeoff. Cabin “ready,” transponder TA/RA, strobes on.
“Eurowings 59L, wind 260/11, runway 23L, cleared for takeoff.”
“Cleared for takeoff 23L, Eurowings 59L.”
The engines sing their powerful song, and I push the thrust levers into the FLEX detent. Instantly, the Neo surges forward, strong but not aggressive. The long fuselage of the A321 is noticeable, yet the controls stay precise. V1, rotate—I gently pull the sidestick. The plane lifts off as if pulled by a string, climbing evenly and without fuss.
Gear up, climb thrust, flaps up. Everything runs by the book. Shortly after takeoff, the autopilot takes over. The sky is calm, only a few scattered clouds wave as we pass by.
Cruise – Time for Relaxation
Upon reaching FL350, the flight settles down. The airspace over Belgium and France is relatively empty today, and ATC only chimes in sporadically. We cross Lyon, then head toward Marseille, before continuing out over the Mediterranean. The water below shimmers a deep blue. Whoever argued for a window seat today—up front, we definitely have the best view.
I check the systems: fuel consumption is, as expected, lower than what an older A321 would produce—the Neo isn’t a fuel guzzler. The engine parameters look stable, and the cockpit sound level is pleasantly quiet. The cabin reports no incidents. The coffee tastes, well, as always, hot and bitter, but better than nothing.
Time to prepare for the approach. LEIB reports CAVOK, light easterly winds, landing on runway 06 remains confirmed. So it’s time for a detailed look at the charts to prepare our approach.
Descent: Sunny Island Ahead
About 100 miles from Ibiza, Barcelona Control directs us into descent:
“Eurowings 59L, descend FL350 to FL100, direct ODEVO.”
I confirm, reduce speed slightly, and begin the descent. The A321neo pitches down obediently, no wild maneuvers. The LEAP engines also throttle back smoothly and quietly. Everything feels effortless.
Looking at the ND, final isn’t far. The first glimpse of Ibiza: a bit of green, rocky, surrounded by radiant blue. If I weren’t so focused on flying, I might just decide to sit tight and skip the return trip. But before I drift off into deep dreams, it’s time to calculate the landing distance. At over 2700 meters long, Ibiza’s runway presents no issues for our A321Neo. After that’s set, a quick briefing for landing and possible go-around follows. Again, the little Mediterranean island and its airport don’t pose any trouble.
As long as we’re not yet on final approach, there’s time to inform the passengers about the upcoming landing. For this, I press the PA button on the radio panel and make an announcement with all the key information—maybe not super clear, but complete. Once I release the button and wait a few seconds, my announcement echoes through the cabin. Some would say it’s a fun gag by FSLabs, others might praise it as the ultimate realism. For me, it’s simply amusing and cool that such a feature made it into the simulator.
Approach and Landing: “Cleared ILS 06”
“Eurowings 59L, cleared ILS runway 06, report established.”
“Cleared ILS 06, we’ll report established, Eurowings 59L.”
We approach smoothly on the localizer, glideslope alive. Gear down, flaps the usual three steps to full in Airbus style, spoilers armed, autobrake set to MED. One last check of the ECAM—everything is ready.
Final approach is peaceful. The sun bathes the cockpit in warm light. No traffic ahead, no stress.
“500,” “100,” “50,” “40,” “30,” “20,” “Retard.”
I gently pull back the thrust, and the plane touches down softly. Spoilers out, reversers rumble gently, deceleration as planned.
“Eurowings 59L, welcome to Ibiza, vacate via F2, taxi to stand 28.”
The stand assigned by ATC can be entered directly in the MCDU, and GSX prepares the rest. During the entire flight, I never had to open the GSX menu manually. Everything ran smoothly and automatically.
On approach to the Spanish island, we apparently collected a couple of insects that now stick to the cockpit window. Before the return flight, we’ll want to wipe those off…
On approach to the Spanish island, we apparently collected a couple of insects that now stick to the cockpit window. Before the return flight, we’ll want to wipe those off…
Shutdown and Reflections
At the gate, APU on, engines off. I lean back for a moment. The A321neo delivered. The system depth from FSLabs is, as usual, impressive, and especially in the cockpit everything feels solid and familiar. Despite a “boringly routine” A to B flight, ACARS, Techlog, good GSX integration, and other extras create a genuine airliner feeling.
After a bit more than two hours of flight time, a successful trip to Ibiza comes to an end. Whether the FSLabs A321neo is the definitive Neo for one’s own virtual hangar—that’s for every simmer to decide. But after this flight, one thing is clear: flying it delivers a truly impressive piece of simulation.
Only one decision remains tough: Is there any way to just stay in Ibiza… or must I return to Düsseldorf?
Pascal Klueh
Further info and links:
Thanks to FSLabs for supplying a review copy.
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