A350

Operational Notes

• Cost Index for Maximum Rate of Climb: 0
• Severe Turbulence Speed: GD<->300kts/M.85
• Maximum Endurance Speed (Clean Config): FMS Hold Speed = Green Dot + 20kt
• Loadsheet Limit: ±750kg
• Engine fail speed strategies (with MCT selected):
  • Standard Strategy: M0.85->300kts
  • Obstacle Strategy: Green Dot (Keep Managed Speed)
  • Fixed Speed Strategy: M0.85->330kts
• Maximum Fuel Uplift Discrepancy:

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

Cockpit / Cabin Zone temperature

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

Cargo Hold temperature

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

Cabin Press

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

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

ATA 22 - Auto Flight System

Autoland

• 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

• 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
  • Backup Trajectory which stores:
    • 80nm radius around the aircraft
    • All data related to a previously programmed terminal area procedure
  • Standby Radio Navigation

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

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

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%

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)

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

Gravity Feed to Engines

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

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

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 (for taxi-in), 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% 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

ATA 32 Landing Gear

L/G Recycling

• 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

• 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)

ATA 35 Oxygen

Cockpit Oxygen on ECAM DOOR/OXYGEN PAGE

• ≥350PSI Green
• <350PSI Amber
• REGUL PR LO appears on ground when oxygen distribution manifold pressure <47PSI
• Minimum required for dispatch:1,050PSI
• Minimum required inflight:

Per Side	MH	LH / ULR
1 user	750	500
2 users	1050	650

ATA 49 Auxiliary Power Unit

• Inflight, APU generator can replace up to 2 engine generators
• APU Bleed can supply 1 Pack / Engine start up to FL250; supply 2 Packs up to FL225

ATA 70 Engines

Rolls Royce Trent XWB-84

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

High Vibration

• N1(2)(3) greater than 5 units for 8s or greater than 8 units for 2s

ECAM ENG 1(2) N1 DEGRADED MODE

• N1 Red Limit on Degraded Thrust Indicator corresponds to the engine type
  • 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

[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