A350-900 Quick Reference ENGINES (TRENT XWB-84) BRAKE TO VACATE

AIRCRAFT GENERAL EGT LIMITS * Approve for use on Dry/Wet landing only.
EGT Limit Time Limit * LDA X-check with charts must be ≤35m.
Dimensions.
700°C * ROW is auto armed below 500ft or 300ft
Wing Tips 64.75m (212ft 5in) Start
(850°C InFlt) with BTV armed.
Height 17.05m (55ft 3in) No Limit
MCT / * ROP is auto armed when GS reaches 30kts.
Wheel Base 10.60m (34ft 77in) 850°C
Length 66.61m (218ft 7in) CLB
OXYGEN
Min.180°Turn 51.1m (168ft) 5min
T.O. / G.A. 900°C
Tail strike 12.5° Pitch attitude 10min(S.Eng) Min Oxygen for dispatch 1,050psi
10° (LDG Compressed) Min Crew OXY Pressure (FCOM LIM OXY.P1)
OIL
Max. Taxi Speed 30kts (Recommended) Min Oxy Press
Max. Continuous Temp 180oC FLT Crew
Capt IND FO IND
WEIGHT LIMITATIONS Min. Starting Temp -40oC
Min. Temp prior to T.O. 50 oC Capt + FO 500 500
Max Taxi 268.9 / 275.9 Min Oil Press 25 psi Capt + FO + 3rdOBS 500 650
Max Takeoff 268.0 / 275.0 Max. Qty 22.8 qts Capt + FO + 4thOBS 650 500
Max Landing 205.0 / 207.0 Min. Qty 13.0 qts Full Cockpit 650 650
Max ZFW 192.0 / 195.7
Min Takeoff Weight 144.0 RPM CONTENMINATED RWY
Max N1/N2/N3 (%) 99.1/100/97.4
OPERATION LIMITS * Runway is contaminated when 25% of RWY
STARTER is covered with fluid or hard contaminant.
Max Cruise Altitude 43 100ft * Max Continuous Starter Ops: 5mins * Fluid contaminant can be standing water,
Runway Slope (mean) ± 2% * Two 3mins cycles, and one 1min cycle, with slush, or dry/wet snow. When ≤3mm depth,
Max Takeoff Altitude 12 500ft a run down to zero N3 and 30s wait between RWY is considered WET.
TMax FLEX ISA +60 each cycle, or * Hard contaminant can be compacted snow,
* One 5mins cycle ice or wet ice.
WINDS * Wait 30mins after the last cycle to allow the * Takeoff not permitted when:
starter to cool. a) Reported braking action Poor
T/O Landing * No running engagement of the starter when b) Tailwind cond. c) Any REV INOP
XW TW HW XW TW the N3 is >10% on ground, or >30% in flight. d) Antiskid INOP e) Brakes deactivated
Dry / wet 30 15 30 15 f) Tachnometer INOP
FC No FUEL g) Xwind exceeds FCOM limits
Contaminated FCOM
OM Go
Autoland 25 25 15 APU Fuel Burn (On Grd) 200kg/hr LOW VIS OPS
ENG FF(GRD) with Bleed 1,800kg/hr
SPEEDS Endurance (Normal Ops) 6,500kg/hr * Low Vis Takeoff: 150m  RVR <400m
Max Refueling discrepancy: ±1,500kg * LVP System Requirement
VMO/MMO 340kts/.89M CAT II AutoPilot [AP]
Max Angle Climb Green Dot Fuel Capacity
CAT III A AutoThrust [AT] & AP
Max Rate Climb CI 0 Econ Spd LITRES KG
CAT III B AutoBrake & AT & AP
Max Turbulence .85M/300kts Left Tank 29900 23400
Min Turbulence Green Dot Right Tank 29900 23400 CAT I / II / III LIMITATIONS
Descend .85M/300/250kts Center 80900 63500
Total 140700 110400 CAT 1 2 3a 3b
GEAR DOWN SPEEDS (MAXIMUM)
DH 200’ 100’ 50’ 20’
VLE/VLO 250kts/.55M * KG based on Fuel SG of 0.785kg/l Viz/RVR 800/550 300m(b) 200m 100m
Gravity ext. (VLE/VLO) 220kts/.48M * Each wing tank has a collector cell capacity
* ADIRS inhibit Gear extn above 260kts/0.6M TDZ 300m(b) 200m 100m
of 1,800kg. RVR MID 200m 100m
TIRE SPEED (MAXIMUM) MAX FUEL IMBALANCE Rollout ADV 100m
Ground speed 204kts TANKS Max Asymmetry (b) USA LVP Requirements: RVR 350m
WINDSHIELD WIPERS/COCKPIT WINDOW L & R Tank 3000 KG
AUTOLAND
Maximum speed 230kts FUEL JETTISON
Fuel Jettison rate 60,000kg/hr Glide Slope Limits: 2.5 o - 3.5 o
MAX FLAPS/SLATS SPEEDS Max Airfield Elevation: 9,200ft
LVR ECAM SPD Phase * Do not use speedbrakes during jettison
1 255 HOLD * Jettison stops when, EDTO
1 a) GW reaches FMS jettison final Gross Wt
1+F 220 TO/APP
2 2 212 TO/APP b) Any of the 2 jettison PB is turn off EDTO 60mins 423nm
3 3 195 TO/APP/LDG c) When FOB reaches 10,000kg 180mins 1229nm
FULL FULL 186 LDG 207mins 1410nm
CABIN PRESSURE / AIRCON
* Max ALT Slats/Flaps extended: FL200 Adequate EDTO Airport
Max Normal Cabin ALT 6 000ft a) RWY of sufficient length
MINIMUM CONTROL SPEEDS (VMC) Max +ve P 10.29 psi b) RFFS of ICAO Cat 4
P.A Vmca Vmcg Max –ve P -0.72 psi c) Equip with at least 1 NAVaids for INST App
S.L. 127 130.5 Safety relief valve setting 10.29/-0.72psi
2000’ 123.5 126.0 Ram Air Inlet opens if P <2 psi WEIGHT & BALANCE
4000’ 122.0 123.5 * Do not use conditioned air simultaneously New Loadsheet required for LMC > 750kg
6000’ 118.5 118.5 from packs and LP ground unit.
* Do not exceed 16min without Aircon with FO PF SECTOR
APU PAX onboard.
* Do not use HP Ground unit when APU is Visibility X wind
Start 43 100ft supplying the bleed for ENG Start. T/O 800m 20 kts
Max N 106% LDG 3000m 15 kts
Max EGT 680oC LANDING GEAR / BRAKES
Max EGT for start 1260oC MISCELLANEOUS
Max Brake Temp for T.O 300oC
* OIL LEVEL LO ECAM advisory, APU may Max NWS Angle 60-65o TRK/FPA : 2.5 o = 4% 3.5 o = 6%
be started but Maint. required within 20hr. 3.0 o = 5% 4.0 o = 7%
* After 3 consecutive start, must wait 60mins * To vacate RWY with 1 deflated tires, Taxi Meals
before next start. a) Max Spd 3kts & NWS limits is 30o
Report 0000-0700 Breakfast 0730-0830
* APU Bleed for use to FL250(single pack), b) No more than 1 NW deflated
c) No more than 2 MW deflated on the same Return 2300-0600 Lunch 1230-1330
FL225(dual pack)
* APU Bleed use for Wing Anti-ice not allowed axle on each Main Landing Gear. Dinner 1930-2030
OPERATIONAL POLICY DESCENT FUEL POLICY
SPEEDBRAKES * Cold Temp ALT correction to be applied when REDISPATCH FUEL
Speedbrakes may be used with flaps up to FLAP AP Temp ≤0°C, up to ALT 3,000AGL for Proc
3 and retracted by 1,000”. (SQNP Pg.149) Turns, MDA, and GA ALT.
* MANAGED ECON DES if not avail, use
SUPPORT PROCESS descend speed of 0.83M/300kts.
Guidance Phase - I am concerned * DES speed shall not exceed 250kts below
Procedure Phase - We are high, Increase rate of 5,000ft subjected to ATC requirements.
descend.
Emergency Phase - You must Act NOW. HOLDING
* ICAO Holding, STD Right Hand Hold
PRE-FLIGHT PREP a) Up to 14,000ft, 1min Hold, Max 230Kts
* No APU start during refuelling. b) F140 to F200, 1.5min Hold, Max 240kts
* After APU ON, wait 30sec then START. c) F200 to F400, 1.5min Hold, Max 265kts/.83M
* Baro discrepancy check
a) ±20ft between PFD APPROACH
b) ±30ft between ISIS & PFD APP is stabilized, when
a) ±75ft between PFD & RVSM a) Speed is ≤ Vapp + 15 and ≥ VLS
* Loudspeaker knob set at 1 ’clock position. b) In correct LDG Conf
* When EFIS Wx pb ON, Wx RDR is activated c) V/S less than -1,000fpm
when 1 Eng started. d) Thrust is > IDLE, at appropriate setting
* TOCG and GWCG must be ≤1% e) ILS App is within 1 dot of LOC & GS

TAKEOFF * APP deem commenced when below 1,000ft or

Delay T/O if Brake > 3000C passed OM, able to continue to MDA.

FLEX Take off NOT allowed when FLS Approach

1. Windshear is suspected May be use for LOC(GS out), RNAV, VOR APP
2. Mod/Sev Turb or TS activity along takeoff path. provided that,
3. Taking off on contaminated runway. a) MAP is NOT before RWY threshold.
4. Braking Action less than Good b) ±0.1 btw FMS & Chart Descend gradient.
5. Taking off with anti-skid Inop c) ±1 btw FMS & Chart Lateral TRK.
6. Landing Gear Extended Ops d) ±3 btw FMS & Chart Lateral TRK for APP
overlay to Radio NAVaid.
Flap Setting
1. Takeoff settings are CONFIG 1+F, 2 and 3 Stablized Approach
2. Standard Flap Setting is OPT CONF a) Select Flap 1, then Flap 2 on intercept HDG
3. If payload restricted - Consider Packs Off * b) At one dot below GS, Landing Gear
4. If Perf limited - Use appropriate flap for highest c) When Gear down, Flap 3, then LDG Flaps
RTOW with packs OFF.
Early Stabilzed Approach
NADP 1 NADP 2 * Must be Full landing config and Vapp speed by
(preferred) Final Descent Point.
Climb V2 + 10 to 20
LANDING
1500 ft Set CLB THR Or Min. Flap Retrac
Alt (whichever highest) Landing Flap Setting
- Accelerate & retract 1. Flap 3 - Preferred settings
to CONFIG 1+F 2. Flap Full - if T-wind >10kt or Rwy contaminated
- Set CLB THR
- Continue retract flaps Auto Brake Setting 1. For Redispatch FLT to proceed beyond
to CONFIG 0 1. BTV - Preferred setting Redispatch point (RDP), Fuel Remaining at RDP
- Climb at Green Dot 2. MED - Used when during LVP, and Rwy should be ≥
3000 ft - Accelerate & - Accelerate to CLB contaminated 2. If fuel less than required, refer to Inflight fuel
Clean-up SPD planning below.
- Accelerate to Overweight Landing
CLB SPD Avoid under the following conditions, INFLIGHT FUEL PLANNING
* NADP 2 Flap Retraction height - 1500ft AGL or 1. Contaminated Runway When FMS estimated Fuel remaining at DEST is
Min Flat Retract HT in LPC, whichever higher. 2. LDG gear, Flt control, Flaps fault conditions. less than calculated reserve Fuel required (ALT
Fuel + 30mins), inflight fuel planning is required.
CLIMB AFTER LANDING
* If Pack OFF CLB Proc used, at CLB Thrust, set Brake Temp Check, Maintenance required if 1. Recalculate ALT fuel from TOD instead of MAP
Both Pack ON. a) Temp difference between 2 brakes on the
* CLB speed shall not exceed 250kts below same gear is >150°C 2. Re-nominate ALT. If both DEST and ALT Wx
5,000ft subjected to ATC requirements. b) Temp between L & R gear is ≥ 200°C conditions permits visual landing at 500” above
MDA, Holding Fuel may be reduced to 15mins.
CRUISE Drift Check: POS MONITOR page
* Cruise ALT should not be higher than 2000ft 3.FLT may commit to DEST with fuel remaining
above optimum. sufficient to Fly to DEST plus 3% contingency and
* MANAGED ECON CRZ or if not avail use CFP Land with Final reserve fuel of 30mins provided,
Flight Planning Speed. a) decision to commit is made ≤1hr to DEST
* Use LRC if Extended Cruise below planned Alt. b) DEST Wx conditions permits visual landing at
* To arrest Overspeed, engaged selected SPD 500” above MDA
mode, then reduce SPD TGT, last resort to use c) No known ATC delay or known delay within
Speedbrake. limits of contingency fuel above Final reserve fuel
* Notify SQ ENG of any Non-ECAM events. Eg. of 30mins for landing.
Lighting strike, cracked window, etc.
4. If the above failed to secure Final reserve fuel
for landing, Diversions to other airport maybe
necessary to ensure landing with Final reserve
fuel.