WestWind Airlines A330-200FOM

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    WestWind AirlinesAirbus A330-200

    Flightcrew Operations Manual

    Version 2006.01

    ©May 2006 WestWind AirlinesNOT FOR REAL WORLD USE

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    Forward:

    Congratulations Captain on your promotion to Category 4 and welcome to the AirbusIndustries A330-200. The following information is based on Airbus source

    documentation, realworld pilot training guides, and reference material based on the

    Flightcraft™ A330-200 when used with the Eric Marciano Airbus 330 panel. This setup

     provides for a very realistic setup for freeware A330 operations.

    Due to the limitations of Microsoft Flight Simulator version 9 in simulating advanced

    transport category aircraft, this manual will provide only a basic guide to the systems inthe A330. In some cases we will go deeper into the systems than the simulation will

    allow for giving our pilots a general understanding of A330 operations. In other cases wewill completely ignore systems. It is hoped that we will provide the right amount ofinformation for your tastes. While attention to detail was maintained the author did not

    have access to a real A330 FCOM. Thus information was based on the best available data

    that could be mined off the internet and available for free.

    One of the first things you will notice about the A330 is its dedication and redundancy to

    automatic flight systems. The aircraft has fully integrated systems of FADEC and

    computerized flight controls. They are mixed through multiple computers to provide predictive flight path optimization. The reality is even with Eric’s excellent panel this is

    much more than FS9 is capable of simulating. Manual flight is a rarity in this airplane.

    Managing the multitude of systems is the Captains primary job.

    It is ashamed that this must be stated as any real world pilot will quickly identify that

    this is not a FOM for use in the real airplane, however for those few who are still abound:This Documentation is NOT FOR USE IN A REAL AIRCRAFT. If you are an

    operator of an A330 please stop now and refer to Airbus or your Airline specific

     published information. This document is NOT meant to supplement real world

    documentation and is for hobby use only.

    While much of this information has been taken from other sources, a bibliography of

    such is at the end of this document; the arrangement, notes, look and feel of this

    document is © 2006 WestWind Airlines. All rights are reserved. The educational “fairuse” is withheld by the authors. You may contact the author at www.flywestwind.com 

    and send a message to the President / CEO requesting specific use of this material. Thisdocument may not be loaded onto any webserver other than www.flywestwind.com.

    Referencing by web search engines and archival is authorized so long as the document is

    not removed from the web source supporting it.

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    Performance Specifications:

     Aircraft DimensionsOverall Length 192 ft. 12 in

    Height 57 ft. 1 in.

    Fuselage Diameter 18 ft. 6 in.

    Maximum Cabin Width 17 ft. 4 in.

    Cabin Length 147 ft. 8 in.

    Wingspan (geometric) 197 ft. 10 in.

    Wheelbase 72 ft. 10 in.

    Basic Operating DataEngines RR Trent 700

    Engine Trust 71,000 lbsPassenger Seating 253 (in three classes)

    Range (w/max. passengers) 6,750 nm

    Max Operating Mach Number 0.86 Mo.

    Design WeightsMaximum Ramp Weight 515,700 lbs

    Maximum Takeoff Weight 507,000 lbs

    Maximum Landing Weight 396,800 lbs

    Maximum Zero Fuel Weight 370,400 lbs

    Maximum Fuel Capacity 36,765 US Gallons

    Maximum Structural Payload 109,100 lbs

    Maximum Cargo Payload 80,200 lbs1 

    Introduction

    This manual consists of 9 sections and contains the material required to be furnished to pilots by FAR Part 121. It also provides

    supplemental information provided by

    WestWind Airlines.

    Descriptive Data

    Engine:2 

     Number of Engines: TwoEngine Manufacture: Rolls-RoyceEngine Model Number: Trent 772B

    Engine Type: Turbofan SLS, ISA, flat-rated to

    37°C/99°FThrust: 71,100lb

    Bypass ratio: 5.0

    Inlet massflow: 2030lb/sec

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    Fan diameter 97.4inLength: 154in

    Stages: Fan, 8 IPC, 6 HPC, 1 HPT, 1 IPT, 4 LPT

    Fuel:

    Approved Fuel GradesJET A

    JET A1

    JET B 

    Fuel Capacity:Outer Tanks Inner Tanks Center Tank Trim Tank Total

    A330-200 1,928 22,190 11,002 1,645 36,765

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    A330 Limitations3

     

    Weight Limits Max Takeoff 507,000 lbs.

    Max Landing 407,800 lbs.

    Crosswind / Max Alt

    Max 90° crosswind component (including gusts) for takeoff and landing 29 knots 

    Max 90° crosswind component (including gusts) for CAT II/III approaches10 knotsLimiting tailwind component for takeoff and landing 10 knots

    Max operating altitude 41,000 feet

    Speed Limits

    Max operating airspeed (VMO) 330KIAS S.L. to 30,000 feetMax operating mach (MMO) .86M Above 30,000 feet

    Max gear

    Extension speed (VLO) 250 KIAS/ .55M Retraction Speed (VLO) 250 KIAS/ .55M 

    Extended speed (VLE) 250 KIAS/ .55M 

    Turbulence penetration speeds

    At or above 20,000 feet 260 KIAS/ .78M Below 20,000 feet 240 KIAS 

    Max Flap/Slat Extended Speeds (VFE) 

    Position VFE 

    1 240 KIAS

    1+F 215 KIAS

    2 196 KIAS

    3 186 KIAS

    Full 180 KIAS

    Ice & Rain Protection

    Engine Anti-Ice must be on when:Icing Conditions exist on the ground & for Takeoff when OAT 10 C (50 F) or below

    Icing Conditions exist in-flight when TAT 10 C (50 F) or below

    Use of wing anti-ice on the ground is prohibited.

    Fuel

    Total Usable Fuel tank Quantity 238,973 lbs. (6.5 lbs per gallon fuel density)Maximum allowable fuel imbalance 1,000 lbs. 

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     between the left and right wing tanks 

    Landing Gear

    Max landing gear extension altitude 21,000 feet

    Flight Controls

    Max operating altitude with slats or slats and flaps extended 20,000 feet

    Autopilot / Autoland

    Min Altitude

    − After T/O if SRS is Indicated 100 feet AGL

    Max wind for Automatic Approach, Landing and Roll Out

    Headwind 30 knots Tailwind 10 knots 

    Cross wind other than CAT II/III 20 knots 

    Minimum Crew

    Minimum crew for the A330 is two pilots and 8 flight attendantsMinimum Equipment List

    Deleted

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    Aircraft Systems

    This section describes the aircraft systems emergencies that may reasonably be expectedto occur and presents the procedures to be followed. Emergency procedures are given in

    checklist form when applicable. A condensed version of these procedures is in the

    Operator's and Crewmember's Checklist, Emergency operations of avionics equipment

    are covered when appropriate in Section 9 and are repeated in this section only as safetyof flight is affected.

    Immediate Action Emergency Checks

    Immediate action emergency items are underlined for your reference and shall becommitted to memory. During an emergency, the checklist will be called for to verify thememory steps performed and to assist in completing any additional emergency

     procedures.

    NOTE

    The urgency of certain emergencies requires immediate action by the pilot. The most

    important single consideration is aircraft control. All procedures are subordinate to this

    requirement. Reset MASTER CAUTION after each malfunction to allow systems torespond to subsequent malfunctions.

    Definition of Landing Terms

    The term LANDING IMMEDIATELY is defined as executing a landing without delay.

    (The primary consideration is to assure the survival of occupants.) The term LAND ASSOON AS POSSIBLE is defined as executing a landing to the nearest suitable landing

    area without delay. The term LAND AS SOON AS PRACTICABLE is defined as

    executing a landing to the nearest suitable airfield.

    Emergency Entrance

    The A330-200 is equipped with three pairs of Type A (full size door) emergency exits

    with inflatable emergency exit slides and one Type I (over wing) exit also equipped withan emergency slide. The hatches may be released by pulling on its flush-mounted, pull-

    out handle, placarded EMERGENCY EXIT-PULL HANDLE TO RELEASE. Thehatches are of the hinged swing door type. After the latches are released, the hatch may

     be pulled out.

    Engine Malfunctions

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    a. Flight Characteristics under Partial Power Conditions. At ISA conditions theFlightcraft A330-200 displayed minimal unusual flight characteristics during single-

    engine operation as long as airspeed is maintained at or above V2. The capability of theaircraft to climb or maintain level flight depends on configuration, gross weight, altitude,

    and free air temperature. Performance and control will improve by retracting the landing

    gear and flaps, and establishing the appropriate single-engine best rate-of-climb speed

    (Vyse). The aircraft did require authoritative application of rudder into the operatingengine and establishing 3 to 5  ̊of bank into the operating engine. Attempting to turn into

    the operating engine was difficult and the rate of turn is 2 to 3 times that of turning into

    the inoperative engine. On an engine failure after V1 raising the flaps from 1+F to 1 has been determined to allow for acceleration from VR to V2 when operating at or near

    MTOW. During summer operations at KDEN it was deemed that the A330-200 does nothave sufficient thrust during single-engine to allow for positive climb performance aftertake-off. The Captain should take this into consideration and unload as required.

    b. Engine Malfunction During and After Takeoff. The action to be taken in the event of

    an engine malfunction during takeoff depends on whether or not takeoff decision speed

    (V1) has been attained.

    c. Engine Malfunction before V1 (Rejected Takeoff). If an engine fails and the aircraft has

    not accelerated to takeoff decision speed (V1), retard power levers immediately to IDLE

    and stop the aircraft with brakes and reverse thrust. Perform the following:

    1. Throttles – IDLE / REVERSE (As Required).

    2. Braking – Maximum.

    3. Stick – Forward Pressure

    4. SPOILERS – Confirm Deployed.

    5. Clear the runway.

    6. Perform after landing checklist.

    WARNING

    Do not allow ground personnel to approach the main landing gear until break

    temperatures cool below 740˚ C. Tire temperatures in excess of 740

    ˚ C may cause thethermal plugs to rapidly exit the tires creating a projectile hazard.

    CAUTION

    After the aircraft comes to a complete stop do not continue to apply breaks and do not set

    the parking breaks. Have ground personnel chock the nose wheel only. Continuedapplication of breaks after a rejected take-off may cause the breaks to thermally weld.

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    Rejected TakeoffCapt FO

    “REJECT”•  Retard thrust levers to IDLE•  Use maximum braking and select and maintain

    maximum reverse thrust until it can be assured theaircraft can stop on the runway1 

    •  Maintain slight forward pressure on the sidestick

    •  Verify REV green on ECAM“TWO (ONE, NO) REVERSE”

    •  Monitor autobrakes“NO AUTOBRAKES”, if applicable

    •  Monitor deceleration throughout reject•  Notify tower, when able•  Notify passengers to remain seated,

    when able“80 KNOTS”“60 KNOTS” 

    1 If loss of brakes occurs, accomplish Loss of Braking procedure

    LOSS OF BRAKING

    •  IF AUTOBRAKE SELECTED:1.  BRAKE PEDALS PRESS

    •  IF NO BRAKING AVAILABLE:2.  REV MAX3.  BRAKE PEDALS - RELEASE 

    Brake pedals should be released when the A/SKID & N/W STRG selector is

    switched OFF, since pedal force produces more braking action in alternatemode than in normal mode.

    4.  A/SKID & N/W STRG - OFF5.  BRAKE PEDALS - PRESS 

     Apply brakes with care since initial pedal force or displacement produces morebraking action in alternate mode than in normal mode.

    6 .   MAX BRK PR - 1000 PSI 

    Monitor brake pressure on BRAKES PRESS indicator. Limit brake pressure toapproximately 1000 psi and at low ground speed adjust brake pressure asrequired.

    •  IF STILL NO BRAKING:

    7 . 

    PARKING BRAKE – SHORT AND SUCCESSIVE APPLICATION 

    Use short and successive brake applications to stop the aircraft. Brake onsetasymmetry may be felt at each parking brake application. If possible delayuse of parking brake until low speed to reduce the risk of tire burst and lateralcontrol difficulties.

    CAUTION: Autobrakes will not activate below 72 knots.

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    d Engine Malfunction After V1. If an engine fails after V1, continue acceleration to Vr,rotate normally to the pitch attitude for single engine climbout, at positive rate retract the

    gear, climb out at V2. Continue climbing to engine failure cleanup altitude 1,000’ AGL(or obstacle clearance altitude if higher).

    1. Power - TOGA.

    2. VR – Rotate.

    3. GEAR – UP.

    4. Airspeed – Maintain (minimum V2).

    5. Engine cleanup – Perform (after 1,000’ AGL).

     NOTEHolding three to five degrees bank (half ball width) towards the operating engine willassist in maintaining directional control and improving aircraft performance.

    Engine Failure at or Above V1 T r i g g e r PF PM

    •  Pilot first noting Engine Failure“ENGINE FAILURE”

    Eng i n e F a i lu r e

    “TOGA”, if desired•  Advance thrust levers to

    TOGA, if desired•  Ensure thrust levers at

    TOGA, if requested

    “TOGA SET”, if requested 

    V R  

    •  Rotate to F/Dcommanded attitude

    “ROTATE”

    A f t e r l i f t o f f

    •  Verify positive rate ofclimb

    “GEAR UP”•  Maintain F/D

    commanded attitude 

    “POSITIVE RATE”

    “GEAR UP”•  Position gear lever UP•  Disarm spoilers•  Monitor speed and

    altitude

    •  Comply with airport specific “Engine Failure - Takeoff”procedure (if published), otherwise fly runway heading

    A t o r a b o v e 1 0 0 0 ’ R A

    ( o r a l t i t u d e a s s p e ci f i e d o n

    p u b l i s h e d “E n g i n e F a i l u r e –

    T a k e o f f ” p r o c e d u r e )•  Select/request

    HEADING or engageNAV for EO SID, asappropriate

    •  Select runway heading,engine failure heading,or NAV, if requested

    •  Advise ATC, when able

    Cl i m b i n g t h r o u g h e n g i n e - o u t

    a c ce l e r a t i o n a l t i t u d e

    •  Push V/S knob or request“VERTICAL SPEED ZERO”  •  Push V/S knob, if

    vertical speed zerorequested

    •  Verify V/S 0

    F s p e e d •  Check airspeed 

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    ( o n l y d i s p l a y e d w h e n F L APS 2o r 3 w e r e u s ed f o r t a k e o f f )    “FLAPS 1”, if appropriate

    •  Check airspeed“FLAPS 1”, if requested

    Select FLAPS 1, if requested

    S s p e e d    Check airspeed“FLAPS UP”

    Monitor acceleration to greendot speed

    Check airspeed“FLAPS UP”

    Select FLAPS 0

    Continue climb, if desiredMaintain green dot speedSelect MCT

    G r e en d o t s p e e d ( V  FT O  )

    Accomplish ECAM Non-normal ChecklistAccomplish After Takeoff Checklist

    g. Engine Malfunction during Flight. If an engine malfunctions during cruise flight,maintain control of the aircraft while maintaining heading or turn as required. Add poweras required to keep airspeed from decaying excessively and to maintain altitude. If one

    engine malfunctions during flight, perform the following:

    1. Autopilot - Disengage. The FS9 autopilot for the A330 is unable to maintain

    coordinated flight during single engine operations.

    2. Throttles – As required (Set for single-engine cruise).

    3. Engine cleanup - Perform.

    If engine fire, damage or separation:

    4. Throttle Lever (Inoperative Engine) - IDLE 

    If fire warning PERSISTS or SEVERE DAMAGE 5. Fuel Control – FUEL CUTOFF 

    6. Engine Fire Switch - Actuate If Fire Warning still persists after 30 sec: 

    7. DISCHARGE other agent 

    h. Engine Malfunction During Final Approach. If an engine malfunctions during final

    approach (after LANDING CHECK) continue the approach using the following procedure:

    1. Throttles - As required

    2. GEAR – Confirmed DOWN.

    i. Loss of Pressurization above 12,500’ / Smoke and fumes in the cockpit or cabin. Should

    the cabin altimeter read 12,500’ or higher the automated system will display a cautionadvisory to the crew and automatically deploy the passenger oxygen masks. The

    following procedures shall be followed:

    1. Oxygen – 100% and on (Capt / FO / FA)

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    2. Emergency descent checklist – PerformFor smoke and fumes

    3. When at safe altitude – Cabin DUMP

     j. Emergency Descent. Emergency descent is used to rapidly bring the aircraft from a

    cruise altitude to below an altitude in which the partial pressure of oxygen is, generally

    12,500’. Descent to or below 12,500’ cabin altitude may not be practical in all cases andthe crew will have to consider such items as mountainous terrain, fuel requirements to

    contingency airfield, and mechanical condition of the aircraft prior to descending. The

    crew will need to plan 3,000’ to 4,000’ before reaching level off altitude by arresting rateof descent and raising flaps while retracting spoilers to make a smooth transition from

    emergency descent to cruise. The following procedure shall be followed:

    1. Throttles - IDLE

    2. Spoilers – DEPLOY

    3. Flaps – Lower on schedule

    4. Airspeed – 180 KIAS Maximum

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    Windshear Recovery ManeuverIn some cases, barometric instruments (altimeter/VSI) can indicate a climb even though the aircraft isdescending toward the terrain or the terrain is rising. In all cases it is critical to callout the trend (i.e.

     “Descending”, “Climbing”) as determined from the Radio Altimeter. The Barometric Altimeter and VSI aresupporting instruments.

    PF PM

    Recovery“WINDSHEAR TOGA”

    Simultaneously:

    THRUST•  THRUST - TOGA

    ROLL•  Roll wings level, unless terrain is afactor, in order to maximize aircraftperformance

    PITCH•  If on takeoff roll, rotate no later than

    2,000 feet of runway remaining•  Rotate at a normal takeoff rotation rate

    (2-3°/sec) to SRS commanded attitude(including full back sidestick), or …

    •  If SRS not available, use 17.5° with fullback sidestick, if required

    •  Utilize autopilot if engaged, but be awarethat automatic disengagement may occurif alpha > alpha prot

    •  Verify all actions have been completed and

    coordinate with PF to accomplish omitteditems•  ATTITUDE/AIRSPEED/ALTITUDE –

    MONITOR•  RADIO ALTITUDE – MONITOR

    Call out information on flight path(e.g., “300 FEET DESCENDING, 400 FEETCLIMBING” 

    Configuration•  Verify speedbrakes retracted•  Do not alter gear/flap configuration until

    terrain clearance is assured

    •  Verify all actions have been completed andcoordinated with PF to accomplish omitteditems

    After Windshear Recovery•  Resume normal flight•  Retract gear/flaps as required •  Issue PIREP to ATC

    EGPWS Warning Escape Maneuver

    Step PF PMTHRUST

    “TOGA”

    •  Set TOGA thrust

    1 A c c om p l i s h e d

    S im u l t a n e o u s l y

    PITCH•  Autopilot – disconnect•  Roll wings level•  Rotate to full back sidestick

    2

    CONFIGURATION•  Verify speedbrakes are in•  Do not alter gear/flap configuration

    until terrain clearance is assured

    •  Verify all actions havebeen completed and call

    out any omissions•  Monitor radio altimeter  

    and call out informationon flight path(e.g., “300 FEETDESCENDING, 400FEET CLIMBING” 

    •  Call out the safe altitude(e.g., “MSA IS 3,400FEET”)

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    3•  Climb to safe altitude

    4AFTER EGPWS RECOVERY

    •  Resume normal flight

    •  Advise ATC

    Stall RecoveryS t e p PF PM

    THRUST“TOGA”

    •  Set TOGA thrust1 A c c om p l i s h e d

    S im u l t a n e o u s l yPITCH

    •  Autopilot – disconnect•  Reduce pitch attitude•  Roll wings level

    2

    CONFIGURATION

    •  Verify speedbrakes are in•  If below 20,000’ and in clean

    configuration, Select FLAPS 1•  If above 20,000’ or not in clean

    configuration, do not alter gear/flapconfiguration until terrain clearance isassured

    3 •  Climb to safe altitude

    4AFTER STALL RECOVERY

    •  Resume normal flight

    •  Verify all actions havebeen completed and callout any omissions

    TCAS WARNINGSAvoid excessive maneuvers while aiming to keep the vertical speed outside the red area of the VSI and

    within the green area (if applicable). If necessary, use the full speed range between Alpha max and Vmax.Resolution Advisories are inhibited below 900 ft.

    T r i g g e r PF PM

    Traffic Advisory - All“TRAFFIC, TRAFFIC”

     Announcement•  Do not maneuver based

    on TA alone.

    •  Attempt to see the reported traffic1 

    Preventative Resolution Advisory - All

    “MONITOR VERTICAL SPEED” Announcement  

    •  Maintain or adjust thevertical speed asrequired to avoid the redarea of the verticalspeed scale

    •  Notify ATC

    •  Attempt to see reported traffic.1 

    Corrective Resolution Advisory - All

    RA(See Announcement list below)

    •  Respond promptly andsmoothly to an RA.

    •  AUTOPILOT – OFF•  “FLIGHT DIRECTORS -

    OFF”•  Adjust the vertical speed

    as required to remainwithin the green area ofthe vertical speed scale.

    •  Respect the stall, GPWS,or Windshear warning.

    •  Select both FDs OFF•  Notify ATC•  Verify all actions have

    been completed andcoordinate with PF toaccomplish omitteditems.

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    •  Attempt to see reported traffic.

    1

     Corrective Resolution Advisory - Approach

    “CLIMB” or “INCREASECLIMB”

     Announcement  

    •  Go Around - Execute•  Notify ATC

    Clear of Conflict Advisory - All•  Expeditiously return to

    the previously assignedATC clearance when thetraffic conflict is resolvedand resume normalnavigation.

    “CLEAR OF CONFLICT”

    •  AP and/or FD can be reengaged as desired.

    Note 1: The traffic acquired visually may not be the same traffic causing the RA. When an RA occurs, thePF should respond immediately to RA displays and maneuver as indicated, unless doing so would

     jeopardize the safe operation of the flight or the flight crew can assure separation with help of definitivevisual acquisition of the aircraft causing the RA.

    Corrective Resolution Advisories Announcements (RAs)RA Category TCAS II Version 7

    Climb “CLIMB, CLIMB”

    Descend “DESCEND, DESCEND”

    Altitude Crossing Climb “CLIMB, CROSSING CLIMB” (twice) 

    Altitude Crossing Descend “DESCEND, CROSSING DESCEND” (twice) 

    Reduce Climb “ADJUST VERTICAL SPEED, ADJUST”

    Reduce Decent “ADJUST VERTICAL SPEED, ADJUST” 

    RA Reversal to a Descend RA “CLIMB, CLIMB NOW” (twice) 

    Increase Climb “INCREASE CLIMB” (twice)

    Increase Descent “INCREASE DESCENT” (twice)

    Maintain Rate “MAINTAIN VERTICAL SPEED, MAINTAIN”

    Altitude Crossing, Maintain Rate (Climb and

    Descend)

    “MAINTAIN VERTICAL SPEED, CROSSING

    MAINTAIN” Weakening of Initial RA “ADJUST VERTICAL SPEED, ADJUST” 

    Note: If an initial RA is changed to a less aggressive advisory, pilots should respond to the changed RAand adjust the airplane’s vertical speed accordingly, while keeping the pitch guidance symbol in the greenarc, and/or out of the red arc.

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    Before Starting Engines

    BATTERY ............................................................ ON APU ..................................................................... START AVIONICS............................................................ ONGENERATOR 1................................................... OFFGENERATOR 2................................................... OFFDOORS................................................................ ClosedNAV LIGHTS ....................................................... ON

     ADIRS.................................................................. Check, AlignedFUEL.................................................................... Quantity checkedFlight Plan............................................................ Loaded

    IFR CLEARANCE................................................ CopiedTRANSPONDER................................................. Code checkedTHROTTLE.......................................................... IDLEPage SD DOOR................................................... Checked (All doors closed)BEACON / NAV LIGHTS..................................... ONSEAT BELTS....................................................... ONNO SMOKING ..................................................... ONPARKING BRAKES............................................. Reset

    Push-Back

    COCKPIT DOOR................................................. LOCKEDTAXI CLEARANCE.............................................. Granted

    ENGINE AREA.................................................... ClearedTAXI LIGHTS....................................................... ONPARKING BRAKES............................................. Released (Check NULL pressures)

    Engine Start

    ENG MODE......................................................... IGN/STARTENG MASTER 1.................................................. ONENG MASTER 2.................................................. ONEngine Start......................................................... CompleteENG MODE ......................................................... Check NORMPage SD WHEEL................................................. CheckedGENERATOR 1................................................... ONGENERATOR 2................................................... ON

    CHRONO............................................................. Start

    Before Taxi

    ELEVATOR TRIM................................................ Takeoff SettingFLAPS ................................................................. Takeoff (1+F)RUDDER TRIM.................................................... CENTERFLIGHT DIRECTOR............................................ ON

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    4

     

    Taxi

    DOORS................................................................ ARMEDBRAKES.............................................................. TestedENG ANTI-ICE..................................................... As RequiredPROBE ANTI-ICE................................................ ONSTANDBY ALTIMETER ...................................... Set to 0 (Ground Altitude)

     AUTOPILOT ........................................................ Set, not armedGROUND SPEED................................................ 20-30 kts MAX

    Before Takeoff

    HEADING/ALTIMETERS..................................... Checked and set ALERTS............................................................... Checked and Cleared

    (No Alert message nor light)TAKEOFF CLEARANCE..................................... GrantedTAXI LIGHTS....................................................... OFFLDG LIGHTS ....................................................... ONSTROBE LIGHTS................................................ ON

     AUTO-BRAKE ..................................................... RTOSPOILERS........................................................... Armed

     APU ..................................................................... OFFTO CONFIG......................................................... Push and Checked

    Takeoff

    1- Release brakes before increasing thrust.2- The stick must be pushed half-way below 80 kts and brought gently back to neutral.3- Increase thrust in 2 steps: increase to 50% N1 on both engines, then apply takeoff thrust

    (FLX or TOGA).

     As soon as climb is confirmed :

    GEAR................................................................... UPSPOILERS........................................................... Disarmed, Retracted

     AUTO-BRAKE ..................................................... OFF

     Above 1000 ft (AGL)

     AUTOPILOT ........................................................ As RequiredTHROTTLE.......................................................... CLIMB

     Af ter Takeoff

    FLAPS ................................................................. As Required (retracted above 230 kts) AIRSPEED........................................................... Under 250 kts below 10 000 ft

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     Above 10,000 ft (AGL)

    LDG LIGHTS ....................................................... OFFEXTERIOR LIGHTING ........................................ As RequiredSEAT BELTS....................................................... OFF (In smooth air)

     APU ..................................................................... Confirmed OFF

    Transition Level

     ALTIMETER......................................................... Set to Standard AIRSPEED........................................................... Accelerate to cruise speed

    Cruise

    Check navigation on FMGC.Check fuel tanks balance for a straight flight.

    Descent 

    SEAT BELTS....................................................... ON (By 10,000’ minimum) AIRSPEED........................................................... Mach 0.80 to FL250 280 kts to 10,000’ 250 kts

    below 10,000 ft AUTOPILOT ........................................................ Altitude entered

    Transition altitude reached:

     ALTIMETER......................................................... Set to QNH

     Approach

    FLAPS Extended depending on Airspeed :230 kts : Pos. 1210 kts : Pos. 1+F200 kts : Pos. 2185 kts : Pos. 3177 kts : Pos. FULL

    LANDING SYSTEM............................................. ON

    Before Landing

    GEAR................................................................... Extended, Checked (3 Green)LDG LIGHTS ....................................................... ONSPOILERS........................................................... Armed

     AUTO-BRAKE ..................................................... As RequiredPARKING BRAKES............................................. Checked released

     AIRSPEED........................................................... Under 160 kts

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    Landing

    SPOILERS........................................................... Confirmed ExtendedTHROTTLE.......................................................... Short Landing : REV

    Otherwise : IDLEBRAKES.............................................................. As RequiredTHROTTLE.......................................................... DLE (When speed reaches 60kt)

     Af ter Landing - Taxi  

     AUTO-BRAKE ..................................................... DisarmedSPOILERS........................................................... RetractedFLAPS ................................................................. UPLDG LIGHTS ....................................................... OFFTAXI LIGHTS....................................................... ONSTROBE LIGHTS................................................ OFFELEVATOR TRIM................................................ Set for TakeoffEXTERIOR LIGHTING ........................................ As Required

     APU ..................................................................... START

    Engine Shut Down 

    THROTTLE.......................................................... IDLEPARKING BRAKES............................................. SetTAXI LIGHTS....................................................... OFFENG MASTER 1 .................................................. OFFENG MASTER 2 .................................................. OFF

    TGT DECREASEING.......................................... CheckedPASSENGER DOORS ........................................ UNARMED / OPENPage SD DOOR................................................... CheckedSEAT BELTS SIGN ............................................. OFFNO SMOKING SIGN ........................................... OFFBEACON.............................................................. OFFGENERATOR 1................................................... OFFGENERATOR 2................................................... OFFEXTERIOR LIGHTING ........................................ As RequiredFLIGHT DIRECTOR............................................ OFF

     ANTI-ICE ............................................................. All OFF

    If securing for the night

     APU ..................................................................... OFF AVIONICS............................................................ OFFBATTERY ............................................................ OFF

     All Doors .............................................................. Closed (Anti-Tamper seals in place)

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     Ampl if ied Procedures:

    Callouts

    Normal Takeoff

    Trigger PF PNF

    •  Advance thrust levers toapproximately 50% N1

    •  Advance thrust levers to FLXor TOGA

    “FLEX” or “TOGA” 

    •  Verify takeoff thrust

    “FLEX SET” or “TOGA SET”

    Com m e n c i n g t a k e o f f r o l l

    •  Captain assumes/maintains control of thrust levers 8 0 k t s

    “CHECKED” 

    “80 KNOTS”•  Check STBY airspeed

    “V1” V 1  – 5 k t s•  Captain removes hand from thrust levers

    V R  

    •  Rotate to F/D commandedattitude

    “ROTATE”

    A f t e r l i f t o f f

    •  Verify positive rate of climb

    “GEAR UP”

    •  Establish initial climb speedof not less thanV2 + 10 knots

    “POSITIVE RATE”

    “GEAR UP”

    •  Position gear lever UP•  Disarm spoilers•  Monitor speed and altitude

    A b o v e 1 0 0 ’ R A “AUTOPILOT 1” or

    “AUTOPILOT 2”, if appropriate

    Select autopilot ON, if requested

    A t o r a b o v e 4 0 0 ’ R A Select/Request HEADING ifappropriate Select HDG if requested

    •  Select thrust levers to CL

    •  Verify CLB annunciations on FMALVR CLB f l a s h i n g   

    •  Reduce pitch and accelerate

    F s p e e d a n d a t o r a b o v ea c c el e r a t i o n a l t i t u d e

    ( o n l y d i s p l a y e d w h e n F L APS 2

    o r 3 w e r e u s ed f o r t a k e o f f )   

    •  Check airspeed “FLAPS 1”,(if appropriate)

    •  Check airspeed

    “FLAPS 1”, if requested 

    •  Select FLAPS 1, if requested

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    S s p e e d   •  Check airspeed“FLAPS UP,

    AFTER TAKEOFF CHECKLIST” 

    •  Monitor acceleration to greendot speed

    •  Check airspeed

    “FLAPS UP”

    •  Select FLAPS 0•  Accomplish checklist

    A t o r a b o v e 3 , 0 0 0 ’ A FE •  Select/Request managed orassigned speed •  Select managed or assigned

    speed, if requested

    ILS CAT IT r i g g e r PF PM

    P r i o r t o st a r t i n g t h e a p p r o a c h •  Activate and confirm the approach phase

    I n i t i a l a p p r o a c h •  Check airspeed“FLAPS 1”

    •  Verify S speed•  Check airspeed

    “FLAPS 2”

    •  Verify F speed

    •  Check airspeed“FLAPS 1”

    •  Select FLAPS 1

    •  Check airspeed“FLAPS 2”

    •  Select FLAPS 2

    •  Select APPR on FCU•  Select second autopilot

    ON, if an autopilotapproach

    Cl e a r e d f o r t h e a p p r o a c h

    •  Verify both AP1 and AP2 engaged, if an autopilot approach

    •  Verify GS and LOC annunciate blue on FMA

    •  Verify LOC* annunciates green onFMA

    “LOCALIZER CAPTURED”LOC c a p t u r e d( L O C* )

    •  Verify LOC deviation display

    GS a l i v e

    •  Verify G/S DeviationDisplay

    “GLIDESLOPE ALIVE”

    GS 1½ do t s

    o r

    3 n m f r o m O M o r O M

    e q u i v a l e n t

    “GEAR DOWN,LANDING CHECKLIST” “GEAR DOWN”

    •  Position gear leverDOWN

    •  Arm spoilers•  Initiate checklist

    GS ½ do t

    o r

    2 n m f r o m O M o r O M

    e q u i v a l e n t

    •  Check airspeed“FLAPS 3” •  Check airspeed

    “FLAPS 3”Select FLAPS 3

    GS in t e r c e p t / c a p t u r e

    o r

    1 n m f r o m O M o r O M

    e q u i v a l e n t

    Check airspeed“FLAPS FULL”, if desired Check airspeed

    “FLAPS FULL”, if requested Select FLAPS FULL, if

    requestedMonitor speedComplete checklist

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    ILS CAT I (Cont’d)“SET MISSED APPROACHALTITUDE” •  Set missed approach

    altitude on FCU

    1 , 0 0 0 ’ R A ( a u t o c a l lo u t ) Verify altitude

    Verify autothrust in SPEED mode5 0 0 ’ R A ( a u t o c a ll o u t )

    •  Verify altitude, speed,and sink rate

    •  Verify altitude“REF+/- ___,SINK ___”

    1 0 0 ’ a b o v e DA

    •  Verify altitude“100 ABOVE”1 

    •  Divide time betweenmonitoring instrumentsand scanning outside forrunway environment

    D A ( R u n w a y en v i r o n m e n t n o t

    i n s i g h t ) “GO AROUND” “MINIMUMS, NO CONTACT” 

    •  See go-around procedure

    “LANDING”“MINIMUMS, INSIGHT”1 

    D A ( R u n w a y e n v i r o n m e n t i s in

    s i g h t )

    •  Verify A/P disengaged no later than 40’ below DA•  See landing procedure 

    1Not required if “LANDING” callout has been made by PF.

    VisualT r i g g e r PF PM

    1 , 0 0 0 ’ R A

    ( a u t o c a ll o u t )

    •  Verify altitude

    •  Verify autothrust inSPEED

     mode

    5 0 0 ‘ R A

    ( a u t o c a ll o u t )

    •  Verify altitude, speed,and sink rate

    •  Verify altitude“REF +/- ____.SINK ____” 

    LandingT r i g g e r PF PM

    2 0 ’ R A

    (RETARD a u t o c a l l o u t

    r e m i n d e r )

    •  Verify thrust levers atidle

    T o u ch d o w n •  Deploy thrust reversers •  Monitor attitude on PFD•  “PITCH,PITCH”, if pitch

    attitude reaches 10degrees A319/320 or 7.5degrees A321

    •  “BANK, BANK”, if bankreaches 7 degrees

    •  Verify spoiler extensionand REV green onECAM 

    “SPOILERS, TWO(ONE, NO) REVERSE”

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    • 

    LandingN o s e w h e e l t o u c h d o w n •  Apply brakes, if required •  Monitor autobrakes

    if selected•  “NO AUTOBRAKES”,

    if applicable•  Monitor deceleration

    8 0 k t s

    •  Select idle reverse“80 KNOTS”

    6 0 k t s

    •  Verify idle reverse thrustor less

    “60 KNOTS”

    RNAV/VOR

    T r i g g e r PF PMP r i o r t o st a r t i n g a p p r o a c h •  Activate and confirm the approach phase

    I n i t i a l a p p r o a c h •  Check airspeed“FLAPS 1”

    •  Verify S speed•  Check airspeed

    “FLAPS 2”

    •  Verify F speed

    •  Check airspeed“FLAPS 1”

    •  Select FLAPS 1

    •  Check airspeed“FLAPS 2”

    •  Select FLAPS 2

    •  Select APPR on FCUCl e a r e d f o r t h e a p p r o a c h a n dp r i o r t o i n t e r c e p t i n g

    i n t e r m e d i a t e a p p r o a c h

    s e g m e n t i n b o u n d

    •  Verify FINAL and APP NAV annunciate blue on FMA

    F in a l a p p r o a c h c o u r s ei n t e r c e p t •  Verify APP NAV annunciates green on FMA 

    A p p r o x 3 m i l e s p r i o r t o F A F “GEAR DOWN,LANDING CHECKLIST” “GEAR DOWN”

    •  Position gear leverDOWN

    •  Arm spoilers•  Initiate checklist

    A p p r o x 2 m i l e s p r i o r t o F A F •  Check airspeed“FLAPS 3” •  Check airspeed

    “FLAPS 3”Select FLAPS 3

    A p p r o x 1 m i l e p r i o r t o FA F Check airspeed“FLAPS FULL”, if desired Check airspeed

    “FLAPS FULL”, if requestedSelect FLAPS FULL, if

    requestedMonitor speedComplete checklist

    •  Verify FINAL APP annunciates green on FMAGl i d ep a t h i n t e r ce p t / c ap t u r e( F I N A L APP ) “SET MISSED APPROACH

    ALTITUDE” Set missed approach altitudeon FCU

    1 , 0 0 0 ’ R A ( a u t o c a l lo u t ) Verify altitude

    Verify autothrust in SPEED mode5 0 0 ’ R A ( a u t o c a ll o u t ) •  Verify altitude 

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    •  Verify altitude

    1 0 0 ’ a b o v e D A 2  

    •  Verify altitude“100 ABOVE”1 

    •  Divide time betweenmonitoring instrumentsand scanning outside forrunway environment

    DA 2  ( R u n w a y e n v ir o n m e n t n o t

    i n s i g h t ) “GO AROUND” “MINIMUMS, NO CONTACT” 

    •  See go-around procedure

    “LANDING”“MINIMUMS, IN SIGHT”1 

    DA 2  ( R u n w a y e n v ir o n m e n t i s

    i n s i g h t )

    •  Verify A/P disengaged no later than DA•  See landing procedure 

    1Not required if “LANDING” callout has been made by PF.2If MDA plus 50’ has been entered into FMGC PERF APPR page consider it a DA.

    Go-AroundT r i g g e r PF PM

    “GO-AROUND”•  Advance thrust levers to

    TOGA“TOGA”

    •  Rotate to FDcommanded attitude

    •  Check airspeed“GO-AROUND FLAPS”

    “TOGA SET”

    •  Check airspeed“GO-AROUND FLAPS”

    •  Select FLAPS one stepup

    Go - a r o u n d

    •  Verify MAN TOGA | SRS | GA TRK annunciate onFMA

    P o s it i v e r a t e o f c l im b

    •  Verify positive rate ofclimb

    “GEAR UP”

    “ADVISE ATC”

    •  Consider selecting thrustlevers to CL if TOGAthrust not required

    •  Execute publishedmissed approach orproceed as instructed byATC

    “POSITIVE RATE”

    “GEAR UP”•  Position gear lever UP•  Disarm spoilers

    •  Advise ATC

    A b o v e 1 0 0 ’ R A “AUTOPILOT 1”, or“AUTOPILOT 2”, if appropriate Select autopilot on, if

    requested

    A t o r a b o v e 4 0 0 ’ R A Select/request HEADING orengage NAV, asappropriate

    Select HDG or engage NAV,if requested

    Monitor missed approachprocedure

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    •  Select/confirm thrustlevers to CL

    •  Verify CLB annunciations on FMA

    LVR CLB f l a s h i n g   

    •  Reduce pitch andaccelerate

    F s p e e d a n d a t o r a b o v ea c ce l e r a t i o n a l t i t u d e   

    Check airspeed“FLAPS 1” Check airspeed

    “FLAPS 1”•  Select FLAPS 1

    S s p e e d   •  Check airspeed

    “FLAPS UP,AFTER TAKEOFF CHECKLIST”

    •  Monitor acceleration togreen dot speed

    •  Check airspeed“FLAPS UP”

    •  Select FLAPS 0•  Accomplish checklist

    Unstabilized Approach CalloutsI f … I n… T h e n …

    IMCThe first pilot recognizing unstable condition calls “UNSTABILIZED” and the PFperforms the go-around.

    At or below1,000 ft AFE

    VMCCompliance with the stabilized approach parameters (not rate of descent) maybe delayed until 500 ft AFE as long as the deviation is verbalized(e.g., “slightly high – correcting”, etc.).

    At or below500 ft AFE

    VMCThe first pilot recognizing unstable condition calls “UNSTABILIZED” and the PFperforms the go-around.

    Stabilized Approach Notes

    Rate of Descent: By 1,000 ft AFE, the descent rate is transitioning to no greater than 1000 FPM.

    Flight Parameters: Below 1,000 ft AFE, the aircraft is:•  On a proper flight path (visual or electronic) with only small changes in pitch and heading

    required to maintain that path,•  At a speed no less than Vref  and not greater than Vref  + 20 (except when complying with Airbus

    FMGC generated speed) allowing for transitory conditions, with engines spooled up,•  In trim, and•  In an approved landing configuration

    Communication During Manual Flight

    A u t o p i l o t

    “AUTOPILOT OFF”or

    “AUTOPILOT 1(2)”

    F li g h t D i r e c t o r s

    “FLIGHT DIRECTORS OFF”

    or“FLIGHT DIRECTORS ON”Ensure b o t h   F/Ds are OFF or ON  

    Spe e d

    “SPEED SELECT”or

    “SPEED ENGAGE”

    H e ad i n g/ N a v

    “HEADING SELECT”or

    “NAV ENGAGE”

    M a n ag e d / O p en

    Cl i m b ( D e s c e n t )

    “OPEN CLIMB (DESCENT) SELECT”or

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    “CLIMB (DESCENT) ENGAGE”

    Ve r t i c a l S p e e d

     “VERTICAL SPEED PLUS (MINUS) ____”or

    “VERTICAL SPEED ZERO”

    “SELECT” is always knob pulled.“ENGAGE (HOLD)” is always knob pushed. 

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    Weight V1 VR V2 VREF V1 VR V2 VREF V1 VR V2 VREF

    516 166 184 203 200 143 159 175 173 136 151 166 164

    509 162 180 198 195 143 159 174 172 136 151 166 164

    497 160 178 196 193 142 158 173 171 136 151 166 163

    485 158 176 193 190 141 157 173 170 135 150 165 163

    473 156 174 191 188 140 156 172 169 135 150 165 163

    463 154 172 189 186 140 155 171 168 134 149 164 161

    451 153 169 186 184 139 154 170 167 134 149 163 161

    439 151 167 184 181 138 153 169 166 133 148 163 161

    427 149 165 182 179 137 153 168 165 133 148 163 160

    415 147 163 179 177 137 152 167 164 133 147 162 160403 145 161 177 174 136 151 166 163 132 147 162 159

    391 143 159 175 172 135 150 165 163 132 147 161 159

    379 141 157 172 170 134 149 164 162 132 146 161 158

    367 139 155 170 167 133 148 163 161 131 146 160 158

    355 137 152 168 165 133 147 162 160 131 146 160 158

    343 135 150 165 163 132 147 161 159 131 145 160 157

    331 133 148 163 161 131 146 160 158 130 145 159 157

    319 132 146 161 158 130 145 159 157 130 144 159 156

    307 130 144 158 156 130 144 158 156 130 144 158 156

    Shaded areas are in excess of aircraft limitations.

    Maximum Landing Weight is 396,000 lbs.

    The above numbers were computed using FS9. The upper limits weretaken directly from the flight dynamics file. The bottom numbers were flight

    tested. Alpha floor was reached at about 120 KIAS at 307,000 lbs.

    Thus all speeds for 307,000 were based on Alpha Floor.

    Tire speed limit is approxmatly 200 to 205 Knots Ground Speed.

    ISA + 0 / SL0F 1+F 3+F

     

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    +73’ 0’ -73’

    Gold (Zone 1) = 12 Passengers and 2 FA (2380 lbs) FS +55Blue (Zone 2) = 36 Passengers and 2 FA (6460 lbs) FS +36Silver (Zone 3) = 96 Passengers and 2 FA (16660 lbs) FS 0Orange (Zone 4) = 109 Passengers and 2 FA (18870 lbs) FS -45

    Forward Cargo Hold = 40,200 lbs at FS +36

     Aft Cargo Hold = 40,000 lbs at FS -36

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    5

     

    Minimum turning radius Towing

    The A330 can be towed or pushed up to a nosewheel angle of 78° from the aircraft centreline at all weights up to maximum ramp weight without disconnecting the steering.

    Taxiing

    Minimum turning radii (with tire slip) and minimum pavement width for 180° turn are as

    shown.

    Type of turn 1 : Asymmetric thrust differential braking(pivoting on one main gear)Type of turn 2 : Symmetric thrust no braking 

    Flight Deck Layout

    As the A330 is a medium long-range aircraft the cockpit offers full provision for a 3rdoccupant seat as well as a folding 4th occupant seat.

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    Main Features of the Flight Deck• The main features are common with those developed for the A320 and A340 families:

    - sidestick controllers which leave the main instrument panel unobstructed- six display units (DU) interchangeable, switchable and integrated into the same system

    architecture (EFIS/ECAM).

    • The other features evolve directly from the concepts introduced with the A300/A310

    family :- ergonomic layout of panels, synoptically arranged according to frequency of use

    (normal, abnormal, emergency) within easy reach and visibility for both crew

    members- philosophy of panels (e.g., “lights out” philosophy for overhead panel)

    - principles of presentation of information (“need to know” concept)- monitoring of systems through an Electronic Centralized Aircraft Monitor (ECAM)- coherent system of colour coding for EFIS, ECAM and panel lights. 

    Sidestick arrangement

    • Sidesicks are installed on the Captain’s and First Officer’s forward lateral consoles.

    • A dual pivot adjustable armrest behind each sidestick to facilitate control is fitted on

    each seat, with position indicators.

    • Moving the sidestick results in “setting the aircraft trajectory” with a certain level of “g”for the requested maneuver depending on the amount of sidestick movement.

    • Accuracy of movements is very precise since backlash and friction are negligible.

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    • Control of the flight path is performed by the Electronic Flight Control System (EFCS)which links the trajectory order with aerodynamic data to stabilize the aircraft and protect

    it from prohibited attitudes.

    Captain and First Officer panels

    • The CAPT and F/O panels are mirror images of each other :

     both incorporate two side-by-side Display Units (DUs) (7.25 in x 7.25 in) :

    - Primary Flight Display (PFD)- Navigation Display (ND).

    • This arrangement provides :

    - better visibility on all DUs in normal configuration and in case of reconfiguration (PFD ND or ECAM ND)

    - the option to install a sliding table and a footrest in front of each pilot.

    • The PFD includes the complete Basic T with :- attitude

    - airspeed/Mach (with all upper and lower limits)

    - altitude/vertical speed

    - heading- AFS status

    - ILS deviation/marker

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    - radio altitude.• The ROSE mode (ILS, VOR or NAV) : aircraft symbol in screen centre, with radar

    availability- ARC mode : heading up, horizon limited to a 90° forward sector, with radar availability

    - PLAN mode : north up, display centered on selected waypoint.

    • Engine display : in case of a total DMC/ECAM failure, each pilot may display the

    ENG STBY page on his ND. Note : In ROSE-NAV, ARC, and PLAN modes, MAP data from FMS is presented. 

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    Main centre panel

    The centre panel groups :

    - two DUs, one above the other, which are interchangeable with the CAPT and F/O DUs :• Engine Display (DU 1), showing :

    - the main engine parameters (N1, EGT, N2 for GE engines; EPR, EGT, N1, N2 for PW

    engines ; (EPR, TGT, N1,N3 for RR engines)- N1 (EPR) limit, N1 (EPR) command

    - total fuel- the flaps and slats position- memo and warning

    • System Display (DU 2) showing :

    - an aircraft system synoptic diagrams page

    - or the aircraft status (list of all operationally significant items)- standby instruments

    - landing gear control and indications (including brakes)

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    - clock.

    Glareshield

    • The Flight Control Unit (FCU) provides short-term interface between the Flight

    Management and Guidance Computer (FMGC) and crew for :

    - engagement of A/P, A/THR- selection of required guidance modes

    - manual selection of flight parameters SPD, MACH,

    ALT, V/SPD, HDG or track.• The EFIS control panels for :

    - selection of desired ND modes (ROSE-ILS, -VOR, - NAV, ARC, PLAN, ENG) and ranges- selection of baro settings.

    • The master warning, master caution, autoland and sidestick priority lights.

    Central pedestal

    In addition to the thrust levers and the engine control functions, the main features on the pedestal are:

    - the Multipurpose Control and Display Units (MCDU) for flight management functionsand various other functions such as data link, maintenance, etc.

    - the Radio Management Panels (RMP) for tuning all radio communications and the

    radio navigation as a back-up to the normal operation through the Flight Management

    and Guidance Computers (FMGC).

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    - the electrical rudder trim- the parking brake control

    - the speedbrake and flap control levers.

    Overhead panel

    • The overhead panel has a “single slope”.

    • All controls on the overhead panel can be reached by either pilot.

    • Two main zones are separated by protective padding.

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    - Forward zone :- for most frequently used functions

    - for system controls : arranged in three main rows :- center row for engine-related systems arranged in a logical way

    - lateral rows for other systems.

    - Aft zone, not used in flight, mainly for a small maintenance panel corresponding tosome maintenance controls.

    • The push-button philosophy is identical to that already applied on existing Airbusaircraft.

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    Electrical power generation

    The electrical power generation comprises :• Two engine-driven AC generators, nominal power 115 kVA

    • One auxiliary power unit (APU) AC generator nominal 115 kVA

    • One emergency generator (Constant Speed Motor/Generator or CSM/G), nominal

     power 8.6 kVA, hydraulically driven by the Green system.• One static inverter fed by two batteries and working either on the ground or when

    CSM/G inoperative.

    • Two ground connectors, power 90 kVA• DC network supplied via two main Transformer Rectifier Units (200 A) and one

    essential (100 A).A fourth TR (100 A) is dedicated to APU start or APU battery charging.• Three batteries nominal capacity 37 Ah, 28

    V each :

    - Two batteries used :. in emergency configuration to feed some

    equipment during RAT deployment or when

    CSM/G not operating.

    . On ground to provide an autonomoussource.

    - One dedicated to APU start

    Distribution - normal configuration

    AC distribution network

    • In normal configuration, each engine-

    driven generator supplies its associated AC

    BUS.• The AC ESS BUS is normally supplied

    from AC BUS 1.

    DC distribution network

    • In normal configuration, normal DCsystems are split into two networks : DC

    BUS 1 in parallel with DC BAT BUS andDC BUS 2.

    • Each DC network is supplied by its own

    TR.• More specifically, ESS TR systematically

    feeds DC ESS BUS, which allows a better segregation between DC 1 and DC 2.

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    • Two batteries are connected to the DC BAT BUSvia the Battery Charge Limiter (BCL).

    • Each battery has its own HOT BUS bar(engine/APU fire squib, ADIRS, CIDS, PRIM and

    SEC computers, slide warnings, parking brake,

    etc).

    • The third battery is dedicated to APU starting.

    Distribution - abnormal configurations

    Generator failure

    - if one generator fails, another will automaticallytake over :• if APU operative, APU generator will take over

    • if APU generator not available, the other engine

    generator will take over.- In case of total loss of all main generators :

    • the EMER GEN will deliver 8.6 kVA since the

    Green hydraulic system is still powered by engine-

    driven pumps or- In case of loss of all engines :

    • the EMER GEN will deliver 3.5 kVA since the

    Green hydraulic system is then powered by theRAT ; in this case the batteries take over when

    slats are extended.

    TR failure

    - if one TR fails, the other will automatically take

    over its corresponding DC network via DC BAT BUS,

    - In case of double TR failure :

    • TR 1 and 2 : DC BUS 1 and DC BUS 2 are lost• TR 1 (or 2) and ESS TR : The remaining TR supplies DC BUS 1 + 2 and DC BAT BUS

    ; the DC ESS BUS is lost

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    Circuit - breaker monitoring

    • Circuit-breakers are installed in the

    avionics bay area below the cockpit.

    • Circuit-breakers are monitored bythe CBMU (Circuit- Breaker

    Monitoring Units) which output the

    identification and status of each

    circuit-breaker.• A specific C/B page is provided on

    the ECAM.

    • Computer resets can be performedvia system controls.

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    Hydraulic System

    General

    • Three fully independent systems : Green, Blue, Yellow (nominal pressure at 3000 psi).

    • Normal operation :

    They are managed by the HSMU (Hydraulic System Monitoring Unit) which ensures all

    autofunctions (electrical pumps, RAT, monitoring, etc) ; manual override is available onthe overhead panel.

    - one handpump on the Yellow system for cargo doors operation when no electrical

     power is available.• Abnormal operation :

    - four engine-driven pumps, two of which are for the Green system

    - three electrical pumps that can act automatically as backup- in the event of one engine failure, the Green electrical pump runs automatically for 25

    seconds when landing gear lever is selected up.

    - in the event of engine 2 failure, the Yellow electrical pump runs automatically when

    flaps are not retracted.

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    - In the event of both engine failure, RAT deployment will be automatically controlled bythe HSMU to pressurize the Green system.

    Electronic Flight Control System (EFCS)

    Surfaces :• all hydraulically activated

    • all electrically controlled

    • mechanical back-up control :

    - rudder- Trimmable Horizontal Stabilizer

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    General

    The A330 fly-by-wire system is being designed to make this new aircraft more costeffective, safer and more pleasant to fly, and more comfortable to travel in than

    conventional aircraft.

    Basic principles

    • A330 flight control surfaces are all :

    - electrically controlled- hydraulically activated• Stabilizer and rudder can be mechanically controlled.

    • Sidesticks are used to fly the aircraft in pitch and roll (and indirectly through turn

    coordination, in yaw).• Pilot inputs are interpreted by the EFCS computers for moving the flying controls as

    necessary to achieve the desired pilot commands.

    • Regardless of pilot inputs, the computers will prevent :- excessive maneuvres

    - exceedance of the safe flight envelope.

    Computers

    Electrical control of the main surfaces is achieved by two

    types of computers :• three flight control primary computers (PRIM) which can process all three types of

    control laws (Normal, Alternate, Direct)

    • two flight control secondary computers (SEC) which can process the Direct ControlLaw.

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    These computers perform additional functions including :• speebrakes and ground spoiler command

    • characteristic speed computation (PRIM only).High-lift devices are commanded by two Slat/Flap Control Computers (SFCC).

    The SFCCs also command the aileron droop via the primary or secondary computers.

    In order to provide all required monitoring information to the crew and to the Central

    Maintenance System (CMS), two Flight Control Data Concentrators (FCDC) acquire theoutputs from the various computers to be sent to the ECAM and Flight Data Interface

    Unit (FDIU). These two FCDCs ensure the electrical isolation of the flight control

    computers from the other systems.

    Power sourcesElectrical power supply

    The flight control computers (primary, secondary and Flight Control Data Concentrator)

    are fed by various DC busbars.

    This ensures that at least two flight control computers are powered in the event of majorelectrical power losses such as

    - failure of two main systems or

    - electrical emergency configuration (CSM-G) or

    - battery-only supply.

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    Dispatch objectives

    The basic objective is to allow dispatch of the aircraft with at least one peripheral orcomputer failed in order to increase the dispatch reliability without impairing flight

    safety.

    Design principles

    Two types of flight control computers :• PRIM (two channels with different software for control/monitoring).

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    SEC (two channels with different software for control/monitoring).• Each one of these computers can perform two tasks :

    - process orders to be sent to other computers as a function of various inputs (sidestick,autopilot…)

    - execute orders received from other computers so as to control their own servo-loop.

    The three primary or main computers (PRIM) :

    • process all control laws (Normal, Alternate, Direct) as the flight control orders.• One of the three PRIM is selected to be the master ; it processes the orders and outputs

    them to the other computers PRIM 1, 2 and 3, SEC 1 and 2) which will then execute them

    on their related servo-loop.• The master checks that its orders are fulfilled by comparing them with feedback

    received ; this allows self-monitoring of the master which can detect a malfunction andcascade control to the next computer.• Each PRIM is able to control up to eight servo-loops simultaneously ; each can provide

    complete aircraft control under normal laws.

    The two secondary computers (SEC) :• are able to process direct laws only

    • either SEC can be the master in case of loss of all primary computers

    • each SEC can control up to 10 servo-loops simultaneously ; each can provide complete

    aircraft control.Electrically controlled hydraulic servo-jacks can operate in one of three control modes

    depending upon computer status and type of control surface :

    • Active : the servo-jack position is electrically controlled• Damping : the servo-jack position follows the surface movement

    • Centering : the servo-jack position is maintained neutral.

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    Pitch control

    Pitch control is provided by two elevators and the THS :- elevator deflections 30° nose up - 15° nose down

    - THS deflections 14° nose up - 2° nose down.Each elevator is actuated by two independent hydraulic servo control units ;

    L ELEV is driven by Green and Blue hydraulic jacksR ELEV is driven by Green and Yellow hydraulic jacks one servo control is in active

    mode while the other is in damping mode.

    In case of a failure on the active servo-jack, it reverts to damping mode while the other becomes active.

    In case of electrical supply failure to both servo-jacks of one elevator, these revert to

    centering mode which commands a 0° position of the related elevator.

    Autoflight orders are processed by one of the primary computers.Sidestick signals, in manual flight, are processed by either one of PRIM 1 and 2 or SEC 1

    and 2 The THS is driven by two hydraulic motors supplied by Blue and Yellow systems ;

    these motors are controlled :- either of the three electrical motors with their associated electronics controlled by one

     primary computer each

    - or by mechanical command from control wheels located on the central pedestal.

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    The control wheels are used in case of major failure (Direct Law or mechanical back-up)and have priority over any other command.

    Roll control

    Roll control is provided two ailerons and five spoilers (2 to 6) per wing :

    - aileron deflection is ± 25°

    - spoiler max deflection is -35°. Deflection is reduced in CONF 2 and 3.Each aileron is driven by two electrically signalled servo-controls which are connected

    to:

    - two computers for the inboard ailerons (PRIM 1 or 2 and SEC 1 or 2)

    - one computer for the outboard ailerons (PRIM 3, SEC 1 or 2)- one servo-control is in active mode while the other is in damping mode.

    In manual mode, above 190 kt the outboard ailerons are centered to prevent any twisting

    moment. In AP mode or in certain failure cases the outboard ailerons are used up to 300Kt. Each spoiler is driven by one electrohydraulic servo-control which is connected to

    one specific computer. In the event of a failure being detected on one spoiler, the

    opposite spoiler is retracted and maintained in a retracted position. Autopilot orders are processed by one of the primary computers. Sidestick signals, in manual flight, are

     processed by either one of the primary or secondary computers. Note : If the RAT is

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    deployed to provide Green hydraulic power, the outboard ailerons servo-controls revert todamping mode in order to minimize hydraulic demands.

    Yaw control

    Yaw control is provided by one rudder surface :

    - rudder deflection ± 31.6°.

    The rudder is operated by three independent hydraulic servo-controls, with a commonmechanical input. This mechanical input receives three commands :- rudder pedal input

    - rudder trim actuator electrical input

    - yaw damper electrical input.

    The mechanical input is limited by the Travel Limitation Unit (TLU) as a function ofairspeed in order to avoid excessive load transmission to the aircraft. This function is

    achieved by the secondary computers. The rudder trim controls the rudder pedal zero load

     position as a function of pilot manual command on a switch located on the pedestal(artificial feel neutral variation). This function is achieved by the secondary computers.

    Yaw damper commands are computed by the primary or secondary computers

    In case of total loss of electrical power or total loss of flight controls computers the backup yaw damper unit (BYDU) becomes active for yaw damping function.

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    Autoflight orders are processed by the primary computers and are transmitted to therudder via the yaw damper servoactuator and the rudder trim actuator. Note : in the event

    of loss of both yaw damper actuators the yaw damping function is achieved through rollcontrol surfaces, in which case at least one spoiler pair is required.

    Additional functions devoted to aileron and spoilers

    Ailerons

    Ailerons receive commands for the following additional functions :• maneuver load alleviation : two pairs of ailerons are deflected upwards - 11° max to

    reduce wing loads in case of high “g” manoeuvre• lift augmentation (aileron droop) : two pairs of ailerons are deflected downwards toincrease lift when flaps are extended.

    Spoilers

    Spoilers receive commands for the following additional functions :

    • maneuver load alleviation : spoilers 4, 5 and 6

    • Ground spoiler functions : spoilers 1 to 6

    • - 35° max for spoiler 1,• - 50° max for spoilers 2 to 6

    • Speedbrake functions : spoilers 1 to 6

    • - 25° max for spoiler 1• - 30° max for spoilers 2 to 6

    Six spoilers and two pairs of ailerons perform these functions in following priority order :• the roll demand has priority over the speedbrake function

    • the lift augmenting function has priority over the speedbrake function

    • if one spoiler surface fails to extend, the symmetrical surface on the other wing is

    inhibited.

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    Slats/flaps

    • High lift control is achieved on each wing by :

    - seven leading edge slats

    - two trailing edge flaps

    - two ailerons (ailerons droop function)• Slat and flaps are driven through similar hydromechanical systems consisting of :

    - Power Control Units (PCU)- differential gearboxes and transverse torque shafts

    - rotary actuators.

    • Slats and flaps are electrically signaled through the SFCCs :- control lever position is obtained from the Command Sensor Unit (CSU) by the two

    SFCCs

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    - each SFCC controls one hydraulic motor in both of the flap and slat PCUs.• Aileron droop is achieved through the primary computers, depending on flap position

    data received from the SFCC.• The SFCC monitors the slats and flaps drive system through feed-back Position Pick-off

    Units (FPPU) located at the PCUs and at the outer end of the transmission torque shafts.

    • Wing Tip Brakes (WTB) installed within the torque shaft system, controlled by the

    SFCC, prevent asymmetric operation, blow back or runaway.• A pressure-off brake provided between each hydraulic motor of the PCU and the

    differential gearboxes, locks the slat or flap position when there is no drive command

    from the SFCC.• Flight Warning Computers (FWC) receive slat and flap position data through dedicated

    instrumentation Position Pick-off Units (IPPU) for warnings and position indication onECAM display units.

    Controls and displays

    • Overhead panel

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    Pushbutton switches on the overhead panel allow disconnection or reset of the primaryand secondary computers. They provide local warnings. Side 1 computer switches on

    left-hand side are separated from those of side 2 computers on right-hand side.

    • Glareshield

    Captain and First Officer priority lights, located in the glareshield, provide indication if

    either has taken the priority for his sidestick orders.

    • Lateral consoles

    Captain and First Officer sidesticks, located on the lateral consoles, provide the flightcontrols computers with pitch and roll orders. They are not mechanically coupled. They

    incorporate a take-over pushbutton switch.

    • Central pedestal

    - Speedbrake control lever position is processed by the primary computers for speedbrake

    control. A “ground spoiler” position commands ground deceleration (spoilers andailerons).

    - Rudder trim switch and reset pushbutton switch are processed by the secondary

    computers. The local rudder trim position indication is repeated on the ECAM FLT/CTL

    system page.- Flap control lever position is processed by the SFCC. It allows selection of high-lift

    configurations for slats and flaps. Lever position indication is repeated in the “flap

    section” of the ECAM engine and warning display.- Pitch trim wheels allow the setting of the THS position for take-off. They permit

    manual pitch trim control.

    • Main instrument panel

    ECAM display units and PFDs present warnings and status information on the Flight

    control system. Permanent indication of slat and flap positions are given on the ECAM

    engine/warning display. Remaining flight control surface positions are given on theFLT/CTL system page which is presented on the ECAM system/status display.

    • Rudder pedals

    Interconnected pedals on each crew member’s side allow mechanical yaw control hroughthe rudder.

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    - No direct relationship between sidestick and control surface deflection.

    - The sidestick serve to provide overall command objectives in all three axes.- Computers command surface deflections to achieve Normal Law objectives (if

    compatible with protections).

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    Normal Law - flight modeObjectives

    • Pitch axis :

    Sidestick deflection results in a change of vertical load factor.

    The normal law elaborates elevator and THS orders so that :

    - a stick movement leads to a flight path variation- when stick is released, flight path is maintained without any pilot action, the aircraft

     being automatically trimmed.

    • Lateral axis : Sidestick deflection results in initiating roll rate.

    Roll rate demand is converted into a bank angle demand. The Normal Law signals rolland yaw surfaces to achieve bank angle demand and maintain it - if less than 33° -when the stick is released. Pedal deflection results in sideslip and bank angle (with a

    given relationship).

    Pedal input - stick free - results in stabilized sideslip and bank angle (facilitates de-crabbing in crosswind).

    • Adaptation of objectives to :

    - Ground phase : ground mode

    . Direct relationship between stick and elevator available before lift-off and after touch-

    down.

    . Direct relationship between stick and roll control surfaces.. Rudder : mechanical from pedals + yaw damper function.

    . For smooth transition, blend of ground phase law and load factor (Nz) command law at

    take off.

    - Flight phase : flight mode

    The pitch normal law flight mode is a load factor demand law with auto trim and full

    flight envelope protection. The roll normal law provides combined control of the ailerons,spoilers 2 to 6 and rudder.

    - Landing phase : flare mode

    . To allow conventional flare.. Stick input commands a pitch attitude increment to a reference pitch attitude adjusted as

    a function of radio altitude to provide artificial ground effect.

    Normal Law - flight mode

    Engine failure or aircraft asymmetry

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    • By virtue of fly-by-wire controls and associated laws, handling characteristics areunique in the engine failure case :

    - with no corrective action :• stabilized sideslip and bank angle

    • slowly diverging heading

    • safe flight

    - short-term recommended action :• zero sideslip or sideslip target (take-off) with pedals

    • then stabilize heading with stick input

    • steady flight with stick free and no pedal force (rudder trim).

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    Normal Law - flight modeMain operational aspects and benefits

    • Automatic pitch trim

    • Automatic elevator to compensate turns up to 33° bank• Aircraft response almost unaffected by speed, weight or center of gravity location

    • Bank angle resistance to disturbance stick free

    • Precise piloting• Turn coordination

    • Dutch roll damping

    • Sideslip minimization

    • Passenger comfort

    • Reduced pilot, workload• Increased safety

    • Protection does not mean limitation of pilot authority. Full pilot authority prevailswithin the normal flight envelope.

    • Whatever the sidestick deflection is, computers have scheduled protections which

    overcome pilot inputs to prevent :- excessive load factors (no structural overstressing)

    - significant flight envelope exceedances :

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    • speed overshoot above operational limits• stall

    • extreme pitch attitude• extreme bank angle.

    Normal Law - protections

    Load factor protection

    • Design aim

    To minimize the probability of hazardous events when high maneuverability is needed.• Load factor limitation at :

    + 2.5 g, -1 g for clean configuration+ 2 g, 0 g when slats are extended.Rapid pull-up to 2.5 g is immediately possible.

    High speed protection

    • Design aims

    To protect the aircraft against speed overshoot above VMO/MMO.

     Non-interference with flight at VMO/MMO.

    • PrincipleWhen speed or Mach number is exceeded (VMO + 6 kt/MMO + 0.01) :

    - automatic, progressive, up elevator is applied (.1 g max)

    - pilot nose-down authority is reduced.• Results

    Maximum stabilized speed, nosed-down stick :

    VMO + 15 ktMMO + 0.04

    High angle-of-attack protection

    • Design aims- Protection against stall

    - Ability to reach and hold a high

    CL (sidestick fully back), without

    exceeding stall angle (typically3°/5° below stall angle) : good roll

    maneuverability and innocuousflight characteristics.

    - Elimination of risk of stall in high

    dynamic maneuvers or gusts.- Non-interference with normal

    operating speeds and maneuvers.

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    - Load factor limitation maintained.- Bank angle limited.

    - Available from lift-off to landing.• Windshear protection

    Windshear protection is ensured by

    - SRS mode

    - speed trend indication- wind indication (speed and direction)

    - flight path vector

    - Windshear warning- predictive windshear function of weather radar (optional).

    High angle-of-attack protection

    • Principle

    When the AOA*) is greater than AOA prot, the basic objective defined by sidestick inputreverts from vertical load factor to AOA demand.

    • Result

    - AOA protection is maintained if sidestick is left neutral.

    - AOA floor results in GA power with an ensuing reduction of AOA.- AOA max is maintained if sidestick is deflected fully aft.

    Return to normal basic objective is achieved if the sidestick is pushed forward.

    Pitch attitude protection

    • Design aimTo enhance the effectiveness of AOA and high-speed protection in extreme conditions

    and in windshear encounter.

    • Principle

    Pilot authority is reduced at extreme attitude.• Result

    Pitch attitude limited :

    - nose-down 15°

    - nose-up 30°, to 25° at low speedBank angle protection- When stick is released above 33° the aircraft automatically rolls back to 33°.- If stick is maintained, bank angle greater than 33° will be maintained but limited to 67°.

    - When overspeed protection is triggered :. Spiral stability is introduced regardless of

     bank angle. Max bank angle is limited to 45°.- When angle-of-attack protection is triggered, max bank angle is limited to 45°.

    Low energy warning

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    A low energy aural warning “SPEED SPEED SPEED” is triggered to inform the pilotthat the aircraft energy becomes lower than a threshold under which, to recover a positive

    flight path angle through pitch control, the thrust must be increased.

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    Alternate Law

    • Probability objective : 10-5/flight hour (10-3 under MMEL).• No change for ground, take-off and flare mode compared to Normal Law.

    • Flight mode :- Pitch axis : as per Normal Law with limited pitch rate and gains depending on speed

    and CONF.- Roll/yaw axes : Depending on failure :

    1. The lateral control is similar to normal law (no positive spiral stability is introduced).2. Characterized by a direct stick-to-roll surface relationship which is configuration

    dependent.

    - in all three axes, direct relationship between stick and elevator/roll control surfaceswhich is center of gravity and configuration dependent.

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    • Protections :

    Direct Law

    • Probability objective : 10-7/flight hour (10-5 under MMEL).

    • No change for ground mode and take-off mode compared to Normal Law.• Flight mode : Maintained down to the ground

    • All protections are lost

    Conventional aural stall and overspeed warnings are provided as for Alternate Law.• Main operational aspect :

    - manual trimming through trim wheel.

    Mechanical back-up

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    • To sustain the aircraft during a temporary complete loss of electrical power.• Longitudinal control of the aircraft through trim wheel. Elevators kept at zero

    deflection.• Lateral control from pedals. Roll damping is provided by the Back up Yaw Dumper

    Unit (BYDU).

    • Message on PFD MAN PITCH TRIM ONLY (red).

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    Priority logic• Normal operation : Captain and First Officer inputs are algebrically summed.

    • Autopilot disconnect pushbutton is used at take-over button.

    • Last pilot who depressed and holds take-over button has priority ; other pilot’s inputs

    ignored.• Priority annunciation :

    - in front of each pilot on glareshield