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==Operational Notes==
==Operational Notes==
*Cost Index for Maximum Rate of Climb: 0<ref>Getting to Grips with Aircraft Performance, 2.2.3. Climb at Maximum Rate</ref>
*Cost Index for Maximum Rate of Climb: 0<ref>Getting to Grips with Aircraft Performance, 2.2.3. Climb at Maximum Rate</ref>
*Severe Turbulence Speed: GD - 300kts/M.85<ref>FCOM PRO-ABN-MISC [ABN] Misc Severe Turbulence in Cruise</ref>
*Severe Turbulence Speed: GD<->300kts/M.85<ref>FCOM PRO-ABN-MISC [ABN] Misc Severe Turbulence in Cruise</ref>
*Maximum Endurance Speed (Clean Config): FMS Hold Speed = Green Dot + 20kt<ref>FCOM PER-IFT-20-40 All Engines Operative Operations - Holding</ref>
*Maximum Endurance Speed (Clean Config): FMS Hold Speed = Green Dot + 20kt<ref>FCOM PER-IFT-20-40 All Engines Operative Operations - Holding</ref>
*Minimum Engine Oil Quantity: 13 Qts<ref>FCOM LIM-ENG</ref>
*Loadsheet Limit: ±750kg<ref>SIA OM Vol A > Operating Procedures > Pre-Flight > Loadsheet Changes > Limits</ref>
*Loadsheet Limit: ±750kg<ref>SIA OM Vol A > Operating Procedures > Pre-Flight > Loadsheet Changes > Limits</ref>
*EDTO: 1229nm, based on TAS 423 (Fixed Speed Strategy)
*Engine fail speed strategies (with MCT selected):<ref>FCTM > Procedures > Abnormal and Emergency Procedures > ENG > Engine Failure in Cruise</ref>
**Standard Strategy: M0.85->300kts
**Obstacle Strategy: Green Dot (Keep Managed Speed)
**Fixed Speed Strategy: M0.85->330kts<ref>SIA OM Vol A > Operating Procedures > General > EDTO > Diversion Strategy Following Engine Failure</ref>
*Maximum Fuel Uplift Discrepancy<ref>SQNP >..> SOP > Before Pushback or Start > Before Start Clearance - Loadsheet</ref>:
*Maximum Fuel Uplift Discrepancy<ref>SQNP >..> SOP > Before Pushback or Start > Before Start Clearance - Loadsheet</ref>:
:{| class="wikitable"
:{| class="wikitable"
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==ATA 21 Air Conditioning / Pressurization / Ventilation==
==ATA 21 Air Conditioning / Pressurization / Ventilation==
===Air Flow Selector<ref>FCOM DSC-21-COND-10-30</ref>===
*Norm: Automatically controlled based on number of passengers entered on the MFD
*MAN: Default value, typical three-class cabin with all seats occupied
*LO: 80% of MAN value, not permitted with more than 340 cabin occupants
*HI: 120% of MAN value, 2.7% fuel penalty<ref>MEL 21-01-31A (o) procedures</ref>
===Cockpit / Cabin Zone temperature===
===Cockpit / Cabin Zone temperature===
*Overhead Panel Selector: 24°C +/- 6°C<ref>FCOM DSC-21-COND-20 Air Panel</ref>
*Overhead Panel Selector: 24°C +/- 6°C<ref>FCOM DSC-21-COND-20 Air Panel</ref>
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===Cabin Press===
===Cabin Press===
*SD Page Indications pulse green when<ref>FCOM DSC-21-PRESS-20 Cab Press SD Page</ref>:
*SD Page Indications pulse green when<ref>FCOM DSC-21-PRESS-20 Cab Press SD Page</ref>:
**CAB V/S >±1,800ft
**CAB V/S > ±1,800ft
**8,300ft < CAB ALT <9,550ft
**8,300ft < CAB ALT <9,550ft
*Automatic Operation Limits<ref>FCOM DSC-21-PRESS-30 Automatic Operation</ref>:
*Automatic Operation Limits<ref>FCOM DSC-21-PRESS-30 Automatic Operation</ref>:
Line 40: Line 52:
**Climb +500ft/min
**Climb +500ft/min
**Descent -300ft/min
**Descent -300ft/min
===ECAM AIR ENG 1(2) BLEED TEMP LO===
*WAI ON & Engine Bleed Temp <150°C
*Can restore engine bleed after setting WAI OFF


==ATA 22-27 Flight Envelope==
==ATA 22-27 Flight Envelope==
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*Approximates Best Lift-to-Drag ratio speed -> Best Climb Gradient
*Approximates Best Lift-to-Drag ratio speed -> Best Climb Gradient
*Drift down speed, in the case of an engine failure
*Drift down speed, in the case of an engine failure
*Increases as IAS until ~285kts at about FL350~FL370 then converts to ~M.83
*At heavy weights, increases as IAS until ~285kts at about FL350~FL370 then converts to ~M.83


==ATA 22 - Auto Flight System==
==ATA 22 - Auto Flight System==
===Changing TO PERF data when FMS is stuck in TAKEOFF phase post RTO<ref>FCOM DSC-22-FMS-30 How to change departure T.O data after rejected takeoff</ref>===
*Rebuild INIT/F-PLN/FUEL/PERF with an empty SEC F-PLN (easiest with a route copy)
*Swapping will update the FMS TO PERF Page
*Takeoff can then be performed with the new data and FMS in TAKEOFF Phase
===Autoland<ref>FCOM LIM-AFS-20</ref>===
===Autoland<ref>FCOM LIM-AFS-20</ref>===
*CAT IIIB not authorised on contaminated runways (ROLL OUT performance not assured on contaminated runways)
*CAT IIIB not authorised on contaminated runways (ROLL OUT performance not assured on contaminated runways)
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**Headwind: 40kt
**Headwind: 40kt
**Tailwind: 15kt
**Tailwind: 15kt
**Crosswind: 25kt
**Crosswind: 30kt
 
===Engine Inoperative AP/FD Bank Angle limits during takeoff and approach<ref>FCTM PR-AEP-ENG</ref>===
===Engine Inoperative AP/FD Bank Angle limits during takeoff and approach<ref>FCTM PR-AEP-ENG</ref>===
*20° at V2, then linear increase to
*20° at V2, then linear increase to
Line 76: Line 97:
*RNP AR Limited to RNP 0.30
*RNP AR Limited to RNP 0.30
*Flight crew should permanently display AFS CP page of the MFD FCU BKUP, except during cruise
*Flight crew should permanently display AFS CP page of the MFD FCU BKUP, except during cruise
==ATA 23 Communication==
===ECAM COM CAPT(F/O)(THIRD OCCUPANT)(FOURTH OCCUPANT) PTT STUCK===
*Triggers when PTT sw is stuck in the transmit position for ≥40s & '''no transmission key''' is selected on the associated RMP


==ATA 24 Electrical==
==ATA 24 Electrical==
===EDTO Diversion Decision Making===
*In EDTO segment, diversion is required in the case of only one generator remaining<ref>FCOM PRO-SPO-ETOPS</ref>
==ATA 26 Fire and Smoke Protection==
===ECAM SMOKE L(R) AVNCS SMOKE===
*L is powered by side 1 and is associated with QRH ABN.04A
*R is powered by side 2 and is associated with QRH ABN.05A
*AVNCS SMOKE light on VENT Panel will go off when side 1 is shed, use COND SD page to confirm smoke
*Can recover LS1(2) by restoring affected GENs at 3min / 2000ft before landing


==ATA 27 Flight Controls==
==ATA 27 Flight Controls==
===ECAM F/CTL SPLRS PARTLY EXTENDED===
*One or more spoilers are failed and have drifted up, thus fuel consumption is increased
*Check for the number of extended spoilers on SD page then refer to Fuel Penalty Table<ref>FCOM PER-IFT-FP</ref>
===ECAM F/CTL FLAP SYS 2 FAULT===
===ECAM F/CTL FLAP SYS 2 FAULT===
*The Differential Flap Setting (DFS) function is lost as it's controlled by Flap Sys 2
*The Differential Flap Setting (DFS) function is lost as it's controlled by Flap Sys 2
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*This ECAM appears if the automatic recovery procedure is unable to realign Flaps to the 0° position
*This ECAM appears if the automatic recovery procedure is unable to realign Flaps to the 0° position
*Fuel consumption increased by up to 12% (not variable)<ref>FCOM PER-IFT-FP Fuel Penalty Table, DIFF FLAP SETTING</ref>
*Fuel consumption increased by up to 12% (not variable)<ref>FCOM PER-IFT-FP Fuel Penalty Table, DIFF FLAP SETTING</ref>
===ECAM F/CTL FLAPS LOCKED===
*Use Selected Speed -> Configure like Slats / Flaps locked (i.e. decelerate to VFE NEXT-5 kts, set Flap lever one step down)
*Flaps 3 landing
*Keep Slat / Flap configuration for go-around
===ECAM F/CTL SLATS LOCKED===
*Use Selected Speed -> Configure like Slats / Flaps locked (i.e. decelerate to VFE NEXT-5 kts, set Flap lever one step down)
*Flaps Full landing
*Can clean up during go-around


==ATA 28 Fuel==
==ATA 28 Fuel==
===Fuel Jettison<ref>FCOM DSC-28-40</ref>===
*Output rate: ~60000kg/h
===ECAM FUEL LEAK SUSPECTED / [ABN] FUEL LEAK===
===ECAM FUEL LEAK SUSPECTED / [ABN] FUEL LEAK===
*ECAM Detection:
*ECAM Detection:
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**Unsubstantiated fuel imbalance
**Unsubstantiated fuel imbalance
*Do not use Reversers & BTV
*Do not use Reversers & BTV
===ECAM FUEL L(R) FEEDLINE BURST===
*Gravity Feed to Engines
**>FL300 for >30mins: MAX FL200/MEA-MORA
**Otherwise: MAX FL80/MEA-MORA
**Avoid Negative G Load


==ATA 29 Hydraulic Power==
==ATA 29 Hydraulic Power==
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*Landing Gear gravity extension
*Landing Gear gravity extension
*Flaps Slow
*Flaps Slow
*Backup Steering Available; use towing to vacate contaminated runway
===ECAM HYD Y SYS PRESS LO===
===ECAM HYD Y SYS PRESS LO===
*Landing Gear gravity extension
*Landing Gear gravity extension
*Slats/Flaps Slow
*Slats/Flaps Slow
*Nosewheel steering inop -> Stop on the runway to be towed off
*Nosewheel steering inop; Backup Steering Available (limited to 2 turns), use towing to vacate contaminated runway
 
===ECAM HYD G+Y SYS PRESS LO===
===ECAM HYD G+Y SYS PRESS LO===
*Landing Gear gravity extension
*Landing Gear gravity extension
*Slats/Flaps Slow
*Slats/Flaps Slow
*Use Selected Speed -> Configure like Slats / Flaps locked (i.e. decelerate to VFE NEXT-5 kts, set Flap lever one step down)
*Use Selected Speed -> Configure like Slats / Flaps locked (i.e. decelerate to VFE NEXT-5 kts, set Flap lever one step down)
*Nosewheel steering inop -> Stop on the runway to be towed off
*Nosewheel steering + Backup steering inop -> Stop on the runway to be towed off
*Fuel consumption increased 30%<ref>FCOM PER-IFT-FP Fuel Penalty Table, 2 outer ailerons partly extended</ref> due loss of both outer ailerons
*Fuel consumption increased 30%<ref>FCOM PER-IFT-FP Fuel Penalty Table, 2 outer ailerons partly extended</ref> due loss of both outer ailerons


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*Recycle one time only
*Recycle one time only
===ECAM L/G GEAR NOT DOWN===
===ECAM L/G GEAR NOT DOWN===
*Activates when Flaps are in CONF 3 or FULL & when >5,500ft AGL; due to RA parameter being not available
*Addendum: Activates when Flaps are in CONF 3 or FULL & when >5,500ft AGL; due to RA parameter being not available
 
===ECAM BRAKES HOT===
===ECAM BRAKES HOT===
*Wait 15mins before using Brake Cooling Time Table
*Wait 15mins before using Brake Cooling Time Table
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===ECAM NAV IR 2 FAULT===
===ECAM NAV IR 2 FAULT===
*Onboard WiFi may be unserviceable (?it takes information from GNSS2)
*Onboard WiFi may be unserviceable (?it takes information from GNSS2)
===ECAM NAV RA SYS A+B+C FAULT===
*Addendum: Flare law is active when gear is down<ref>FCOM DSC-27-10-30</ref>


==ATA 35 Oxygen==
==ATA 35 Oxygen==
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| 2 users || 1050 || 650
| 2 users || 1050 || 650
|}
|}
==ATA 46 Information Systems==
===OIS MENU NOT AVAIL===
*Shift+OIS Menu => AFS Backup Menu
*Ctrl+OIS Menu => Maintenance Home Page
*Maintenance Home Page > Menu > Additional Functions > AFS Backup Menu
*AFS Backup Menu > OIS Menu Backup - Pilot > Company Com > Display
==ATA 49 Auxiliary Power Unit==
*Inflight, APU generator can replace up to 2 engine generators<ref>FCOM DSC-24-10-20 APU Generator</ref>
*APU Bleed can supply 1 Pack / Engine start up to FL250; supply 2 Packs up to FL225<ref>FCOM LIM-APU</ref>
*APU Fuel burn (inflight): 320kg/h<ref>MEL 24-22-02B</ref>


==ATA 70 Engines==
==ATA 70 Engines==
===Rolls Royce Trent XWB-84===
===Rolls Royce Trent XWB-84<ref>[https://www.rolls-royce.com/~/media/Files/R/Rolls-Royce/documents/civil-aerospace-downloads/trent-xwb-infographic.pdf Trent XWB Infographic]</ref>===
*84,000lbf Takeoff Thrust
*84,000lbf Takeoff Thrust
*Bypass ratio: 9.6:1
*Noise: QC 0.5 departures / QC 0.5 arrivals
===High Vibration<ref>FCOM PRO-ABN-ENG</ref>===
===High Vibration<ref>FCOM PRO-ABN-ENG</ref>===
*N1(2)(3) greater than 5 units for 8s or greater than 8 units for 2s
*N1(2)(3) greater than 5 units for 8s or greater than 8 units for 2s; is mainly a guide to closely monitor engine parameters
*The ECAM vibration advisory '''does not necessarily require any engine shutdown'''
*May be associated with cockpit / cabin smoke or burning smell due to contact of compressor blade tip with associated seals
*High N1 vibrations:
**Generally associated with airframe vibrations
**Ice shedding procedure is part of the ECAM and '''several engine rate changes may be required''' (vibrations should decrease as ice is shed)
*High N2/N3 vibrations is not associated with airframe vibrations
 
===ECAM ENG 1(2) N1 DEGRADED MODE===
===ECAM ENG 1(2) N1 DEGRADED MODE===
*N1 Red Limit on Degraded Thrust Indicator corresponds to the engine type<ref>FCOM LIM-ENG</ref>
*N1 Red Limit on Degraded Thrust Indicator corresponds to the engine type<ref>FCOM LIM-ENG</ref>
** N1 Limit = 98.1% (Mark I) / 99.1% (Mark II)
** N1 Limit = 98.1% (Mark I) / 99.1% (Mark II)
 
===ECAM ENG ALL ENGINES FAILURE===
*3 Stages: Auto relight, Windmill relight (250kts, both together), Starter assisted relight (Green Dot speed, one at a time)
*If quick enough from FL350 to ~FL250 should be able to try at least 2 windmill relight attempts
*Should ECAM CAB PRESS EXCESS CAB ALT trigger, but bleed source is restored (ENG or APU) do not turn on RAM AIR
*?Sim Fault: In A350 Sim A, APU Bleed Valve did not open when APU GEN pbsw is off
===[ABN] ENG RELIGHT IN FLT===
*Max guaranteed altitude is 25,000ft
*If relight is unsuccessful, the procedure does not remind you to set ENG START SEL...NORM; XBLEED...AUTO
----
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References
References
<references />
<references />

Latest revision as of 11:30, 21 February 2021

Operational Notes

  • Cost Index for Maximum Rate of Climb: 0[1]
  • Severe Turbulence Speed: GD<->300kts/M.85[2]
  • Maximum Endurance Speed (Clean Config): FMS Hold Speed = Green Dot + 20kt[3]
  • Minimum Engine Oil Quantity: 13 Qts[4]
  • Loadsheet Limit: ±750kg[5]
  • EDTO: 1229nm, based on TAS 423 (Fixed Speed Strategy)
  • Engine fail speed strategies (with MCT selected):[6]
    • Standard Strategy: M0.85->300kts
    • Obstacle Strategy: Green Dot (Keep Managed Speed)
    • Fixed Speed Strategy: M0.85->330kts[7]
  • Maximum Fuel Uplift Discrepancy[8]:
FOB after refueling Abnormal difference above
<15t 600kg
≥15t and <35t 700kg
≥35t and <55t 800kg
≥55t and <75t 900kg
≥75t and <90t 1000kg
≥90t and <110t 1100kg
≥110t 1200kg

ATA 21 Air Conditioning / Pressurization / Ventilation

Air Flow Selector[9]

  • Norm: Automatically controlled based on number of passengers entered on the MFD
  • MAN: Default value, typical three-class cabin with all seats occupied
  • LO: 80% of MAN value, not permitted with more than 340 cabin occupants
  • HI: 120% of MAN value, 2.7% fuel penalty[10]

Cockpit / Cabin Zone temperature

  • Overhead Panel Selector: 24°C +/- 6°C[11]

Cargo Hold temperature

  • Overhead Panel Selector: 15°C +/- 10°C[12]

Cabin Press

  • SD Page Indications pulse green when[13]:
    • CAB V/S > ±1,800ft
    • 8,300ft < CAB ALT <9,550ft
  • Automatic Operation Limits[14]:
    • Climb +400ft/min
    • Cruise 6,000ft, ~9.4 ΔPSI
    • Descend -300ft/min (<FL250), -250ft/min (≥FL250)
  • Manual Operation Default V/S Targets[15]:
    • Climb +500ft/min
    • Descent -300ft/min

ECAM AIR ENG 1(2) BLEED TEMP LO

  • WAI ON & Engine Bleed Temp <150°C
  • Can restore engine bleed after setting WAI OFF

ATA 22-27 Flight Envelope

Green Dot Speed[16]

  • Approximates Best Lift-to-Drag ratio speed -> Best Climb Gradient
  • Drift down speed, in the case of an engine failure
  • At heavy weights, increases as IAS until ~285kts at about FL350~FL370 then converts to ~M.83

ATA 22 - Auto Flight System

Changing TO PERF data when FMS is stuck in TAKEOFF phase post RTO[17]

  • Rebuild INIT/F-PLN/FUEL/PERF with an empty SEC F-PLN (easiest with a route copy)
  • Swapping will update the FMS TO PERF Page
  • Takeoff can then be performed with the new data and FMS in TAKEOFF Phase

Autoland[18]

  • CAT IIIB not authorised on contaminated runways (ROLL OUT performance not assured on contaminated runways)
  • Approved for CONF 3 and CONF FULL
  • Glide slope angle between -2.5° and -3.25°
  • Airfield elevation up to 9,200ft
  • Minimum Weight 140t
  • Maximum Weight MTOW
  • Maximum Wind Conditions (based on tower reported surface wind):
    • Headwind: 40kt
    • Tailwind: 15kt
    • Crosswind: 30kt

Engine Inoperative AP/FD Bank Angle limits during takeoff and approach[19]

  • 20° at V2, then linear increase to
  • 30° at 1.23Vs(Flap 1-3)
  • 25° at 1.23Vs(Flap 0) == Vls

ECAM AUTO FLT FMS 1 + 2 FAULT

  • RNP AR is lost
  • Manual Landing Elevation (via the knob) for the CPCs to control pressurisation
  • Use the following:
    • AP with Lateral and Vertical guidance in basic mode
    • Standby ND[20]
    • Backup Trajectory[21] which stores:
      • 80nm radius around the aircraft
      • All data related to a previously programmed terminal area procedure
    • Standby Radio Navigation[22]

ECAM AUTO FLT AFS CTL PNL FAULT

  • RNP AR Limited to RNP 0.30
  • Flight crew should permanently display AFS CP page of the MFD FCU BKUP, except during cruise

ATA 23 Communication

ECAM COM CAPT(F/O)(THIRD OCCUPANT)(FOURTH OCCUPANT) PTT STUCK

  • Triggers when PTT sw is stuck in the transmit position for ≥40s & no transmission key is selected on the associated RMP

ATA 24 Electrical

EDTO Diversion Decision Making

  • In EDTO segment, diversion is required in the case of only one generator remaining[23]

ATA 26 Fire and Smoke Protection

ECAM SMOKE L(R) AVNCS SMOKE

  • L is powered by side 1 and is associated with QRH ABN.04A
  • R is powered by side 2 and is associated with QRH ABN.05A
  • AVNCS SMOKE light on VENT Panel will go off when side 1 is shed, use COND SD page to confirm smoke
  • Can recover LS1(2) by restoring affected GENs at 3min / 2000ft before landing

ATA 27 Flight Controls

ECAM F/CTL SPLRS PARTLY EXTENDED

  • One or more spoilers are failed and have drifted up, thus fuel consumption is increased
  • Check for the number of extended spoilers on SD page then refer to Fuel Penalty Table[24]

ECAM F/CTL FLAP SYS 2 FAULT

  • The Differential Flap Setting (DFS) function is lost as it's controlled by Flap Sys 2
  • Fuel consumption increased by 1.8%[25]

ECAM F/CTL DIFF FLAP SETTING FAULT

  • This ECAM appears if the automatic recovery procedure is unable to realign Flaps to the 0° position
  • Fuel consumption increased by up to 12% (not variable)[26]

ECAM F/CTL FLAPS LOCKED

  • Use Selected Speed -> Configure like Slats / Flaps locked (i.e. decelerate to VFE NEXT-5 kts, set Flap lever one step down)
  • Flaps 3 landing
  • Keep Slat / Flap configuration for go-around

ECAM F/CTL SLATS LOCKED

  • Use Selected Speed -> Configure like Slats / Flaps locked (i.e. decelerate to VFE NEXT-5 kts, set Flap lever one step down)
  • Flaps Full landing
  • Can clean up during go-around

ATA 28 Fuel

Fuel Jettison[27]

  • Output rate: ~60000kg/h

ECAM FUEL LEAK SUSPECTED / [ABN] FUEL LEAK

  • ECAM Detection:
    • Difference between FU + FOB vs BLOCK more than 2,500kg to 4,000kg, depending on initial FOB
  • Crew Detection:
    • FOB + FU abnormally less than BLOCK (FOB at departure)
    • Excessive engine fuel flow
    • Fuel spray from engine / pylon / wing (observed from cabin)
    • Unsubstantiated fuel imbalance
  • Do not use Reversers & BTV

ECAM FUEL L(R) FEEDLINE BURST

  • Gravity Feed to Engines
    • >FL300 for >30mins: MAX FL200/MEA-MORA
    • Otherwise: MAX FL80/MEA-MORA
    • Avoid Negative G Load

ATA 29 Hydraulic Power

ECAM HYD G SYS PRESS LO

  • Landing Gear gravity extension
  • Flaps Slow

ECAM HYD Y SYS PRESS LO

  • Landing Gear gravity extension
  • Slats/Flaps Slow
  • Nosewheel steering inop; Backup Steering Available (limited to 2 turns), use towing to vacate contaminated runway

ECAM HYD G+Y SYS PRESS LO

  • Landing Gear gravity extension
  • Slats/Flaps Slow
  • Use Selected Speed -> Configure like Slats / Flaps locked (i.e. decelerate to VFE NEXT-5 kts, set Flap lever one step down)
  • Nosewheel steering + Backup steering inop -> Stop on the runway to be towed off
  • Fuel consumption increased 30%[28] due loss of both outer ailerons

ATA 31 Control and Display System

ECAM CDS CENTER UPPER (LOWER) DU FAULT

  • (FOB+FU)-BLOCK indication may display XX until end of flight
  • Upper DU controls Capt HUD, Lower DU controls F/O HUD[29]

ATA 32 Landing Gear

L/G Recycling[30]

  • To recycle: Set the L/G lever to the UP / DOWN position, wait for the landing gear uplock / downlock, then set the L/G lever DOWN / UP again
  • The active L/G CTL changes when the landing gear is recycled
  • Recycle one time only

ECAM L/G GEAR NOT DOWN

  • Addendum: Activates when Flaps are in CONF 3 or FULL & when >5,500ft AGL; due to RA parameter being not available

ECAM BRAKES HOT

  • Wait 15mins before using Brake Cooling Time Table
  • Cooling Time required at OAT 30°C is:
    • ~146mins without Brake Fans from 500°C to 150°C
    • ~30mins with Brakes Fans from 500°C to 150°C

[ABN] L/G LDG WITH ABNORM MAIN L/G

  • Single L/G affected, landing demonstrated with Xwind up to 20kt on the ECAM to avoid side
  • Both L/G affected, landing demonstrated with Xwind up to 10kts from either side
  • Demonstrated Xwind was not found limiting
  • Do not use Reversers

[ABN] L/G LDG WITH ABNORM NOSE L/G

  • Consider requesting foam to be sprayed on the runway
  • Do not use Reversers

ATA 34 Navigation

ECAM NAV IR 2 FAULT

  • Onboard WiFi may be unserviceable (?it takes information from GNSS2)

ECAM NAV RA SYS A+B+C FAULT

  • Addendum: Flare law is active when gear is down[31]

ATA 35 Oxygen

Cockpit Oxygen on ECAM DOOR/OXYGEN PAGE[32]

  • ≥350PSI Green
  • <350PSI Amber
  • REGUL PR LO appears on ground when oxygen distribution manifold pressure <47PSI
  • Minimum required for dispatch[33]:1,050PSI
  • Minimum required inflight[34]:
Per Side MH LH / ULR
1 user 750 500
2 users 1050 650

ATA 46 Information Systems

OIS MENU NOT AVAIL

  • Shift+OIS Menu => AFS Backup Menu
  • Ctrl+OIS Menu => Maintenance Home Page
  • Maintenance Home Page > Menu > Additional Functions > AFS Backup Menu
  • AFS Backup Menu > OIS Menu Backup - Pilot > Company Com > Display

ATA 49 Auxiliary Power Unit

  • Inflight, APU generator can replace up to 2 engine generators[35]
  • APU Bleed can supply 1 Pack / Engine start up to FL250; supply 2 Packs up to FL225[36]
  • APU Fuel burn (inflight): 320kg/h[37]

ATA 70 Engines

Rolls Royce Trent XWB-84[38]

  • 84,000lbf Takeoff Thrust
  • Bypass ratio: 9.6:1
  • Noise: QC 0.5 departures / QC 0.5 arrivals

High Vibration[39]

  • N1(2)(3) greater than 5 units for 8s or greater than 8 units for 2s; is mainly a guide to closely monitor engine parameters
  • The ECAM vibration advisory does not necessarily require any engine shutdown
  • May be associated with cockpit / cabin smoke or burning smell due to contact of compressor blade tip with associated seals
  • High N1 vibrations:
    • Generally associated with airframe vibrations
    • Ice shedding procedure is part of the ECAM and several engine rate changes may be required (vibrations should decrease as ice is shed)
  • High N2/N3 vibrations is not associated with airframe vibrations

ECAM ENG 1(2) N1 DEGRADED MODE

  • N1 Red Limit on Degraded Thrust Indicator corresponds to the engine type[40]
    • N1 Limit = 98.1% (Mark I) / 99.1% (Mark II)

ECAM ENG ALL ENGINES FAILURE

  • 3 Stages: Auto relight, Windmill relight (250kts, both together), Starter assisted relight (Green Dot speed, one at a time)
  • If quick enough from FL350 to ~FL250 should be able to try at least 2 windmill relight attempts
  • Should ECAM CAB PRESS EXCESS CAB ALT trigger, but bleed source is restored (ENG or APU) do not turn on RAM AIR
  • ?Sim Fault: In A350 Sim A, APU Bleed Valve did not open when APU GEN pbsw is off

[ABN] ENG RELIGHT IN FLT

  • Max guaranteed altitude is 25,000ft
  • If relight is unsuccessful, the procedure does not remind you to set ENG START SEL...NORM; XBLEED...AUTO

References

  1. ↑ Getting to Grips with Aircraft Performance, 2.2.3. Climb at Maximum Rate
  2. ↑ FCOM PRO-ABN-MISC [ABN] Misc Severe Turbulence in Cruise
  3. ↑ FCOM PER-IFT-20-40 All Engines Operative Operations - Holding
  4. ↑ FCOM LIM-ENG
  5. ↑ SIA OM Vol A > Operating Procedures > Pre-Flight > Loadsheet Changes > Limits
  6. ↑ FCTM > Procedures > Abnormal and Emergency Procedures > ENG > Engine Failure in Cruise
  7. ↑ SIA OM Vol A > Operating Procedures > General > EDTO > Diversion Strategy Following Engine Failure
  8. ↑ SQNP >..> SOP > Before Pushback or Start > Before Start Clearance - Loadsheet
  9. ↑ FCOM DSC-21-COND-10-30
  10. ↑ MEL 21-01-31A (o) procedures
  11. ↑ FCOM DSC-21-COND-20 Air Panel
  12. ↑ FCOM DSC-21-COND-20 Cargo Air Cond Panel
  13. ↑ FCOM DSC-21-PRESS-20 Cab Press SD Page
  14. ↑ FCOM DSC-21-PRESS-30 Automatic Operation
  15. ↑ FCOM DSC-21-PRESS-40 Manual Operation
  16. ↑ FCOM DSC-22-27-10-20 Green Dot
  17. ↑ FCOM DSC-22-FMS-30 How to change departure T.O data after rejected takeoff
  18. ↑ FCOM LIM-AFS-20
  19. ↑ FCTM PR-AEP-ENG
  20. ↑ FCOM DSC-34-NAV-30-10 SND Overview
  21. ↑ FCOM DSC-31-CDS-40-40-90 Backup Traj
  22. ↑ FCOM DSC-34-NAV-70-30 How to Tune the Navaids in STBY RAD NAV
  23. ↑ FCOM PRO-SPO-ETOPS
  24. ↑ FCOM PER-IFT-FP
  25. ↑ MEL 27-51-02A (o) procedure
  26. ↑ FCOM PER-IFT-FP Fuel Penalty Table, DIFF FLAP SETTING
  27. ↑ FCOM DSC-28-40
  28. ↑ FCOM PER-IFT-FP Fuel Penalty Table, 2 outer ailerons partly extended
  29. ↑ MEL 31-60-02A (o) procedure
  30. ↑ FCOM PRO-ABN-LG L/G GEAR NOT LOCKED DOWN / UP
  31. ↑ FCOM DSC-27-10-30
  32. ↑ FCOM DSC-35-20-20
  33. ↑ SQSP 90-20 Minimum Oxygen Pressure for Dispatch
  34. ↑ FCOM LIM-OXY
  35. ↑ FCOM DSC-24-10-20 APU Generator
  36. ↑ FCOM LIM-APU
  37. ↑ MEL 24-22-02B
  38. ↑ Trent XWB Infographic
  39. ↑ FCOM PRO-ABN-ENG
  40. ↑ FCOM LIM-ENG
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