WestWind Airlines A330-200FOM

8/15/2019 WestWind Airlines A330-200FOM

1/140

WestWind AirlinesAirbus A330-200

Flightcrew Operations Manual

Version 2006.01

©May 2006 WestWind AirlinesNOT FOR REAL WORLD USE


2/140

SECTION: 1 GENERAL

Page 1-1

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.


3/140

SECTION: 1 GENERAL

Page 1-2

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


4/140

SECTION: 1 GENERAL

Page 1-3

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


5/140

SECTION: 2 LIMITS

Page 2-1

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.


6/140

SECTION: 2 LIMITS

Page 2-2

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


7/140

SECTION: 3 EMERGENCY PROCEDURES

Page 3-1

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


8/140


Page 3-2

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.


9/140


Page 3-3

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.


10/140


Page 3-4

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


11/140


Page 3-5

( 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)


12/140


Page 3-6

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


13/140


Page 3-7

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”)


14/140


Page 3-8

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.


15/140


Page 3-9

• 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.


16/140

SECTION: 4 NORMAL PROCEDURES

Page 4-1

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


17/140


Page 4-2

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


18/140


Page 4-3

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


19/140


Page 4-4

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)


20/140


Page 4-5

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


21/140


Page 4-6

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


• 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


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


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


22/140


Page 4-7

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”


23/140


Page 4-8

•

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


• Select FLAPS 1


• 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


24/140


Page 4-9

• 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


25/140


Page 4-10

• 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


26/140


Page 4-11

“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.


27/140

SECTION: 5 PERFORMANCE

Page 5-1

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


28/140

SECTION: 6 WEIGHT AND BALANCE

Page 6-1

+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


29/140

SECTION: 7 AIRPLANE & SYSTEM DESCRIPTION

Page 7-1

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.


30/140


Page 7-2


31/140


Page 7-3


32/140


Page 7-4

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.


33/140


Page 7-5

• 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


34/140


Page 7-6

- 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.


35/140


Page 7-7

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)


36/140


Page 7-8

- 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).


37/140


Page 7-9

- 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.


38/140


Page 7-10

- 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.


39/140


Page 7-11

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.


40/140


Page 7-12

• 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


41/140


Page 7-13


42/140


Page 7-14

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.


43/140


Page 7-15

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.


44/140


Page 7-16

- 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


45/140


Page 7-17

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.


46/140


Page 7-18

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.


47/140


Page 7-19

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).


48/140


Page 7-20

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.


49/140


Page 7-21


50/140


Page 7-22


51/140


Page 7-23

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.


52/140


Page 7-24

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


53/140


Page 7-25

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.


54/140


Page 7-26

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.


55/140


Page 7-27

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


56/140


Page 7-28

- 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


57/140


Page 7-29

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.


58/140


59/140


Page 7-31

- 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).


60/140


Page 7-32

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


61/140


Page 7-33

• 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).


62/140


Page 7-34

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 :


63/140


Page 7-35

• 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.


64/140


Page 7-36

- 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


65/140


Page 7-37

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.


66/140


Page 7-38

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.


67/140


Page 7-39

• 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


68/140


Page 7-40

• 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).


69/140


Page 7-41


70/140


Page 7-42


71/140


Page 7-43

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

WestWind Airlines A330-200FOM

Text of WestWind Airlines A330-200FOM

Singapur Airlines

söp Halbjahresbilanz 2017.docx) - söp … Im Bereich Flug schlichtet die söp inzwischen für 46 Airlines und deren Kunden (darunter alle deutschen Airlines und viele internationale

AIRBUS A330-300 THAI AIRWAYS - Revell · Airbus A330 besitzt außerdem ein sogenanntes FADEC-System, bei dem die Triebwerkskontrolle und -überwachung von einem Computer über-nommen

Billigflieger (Low Cost Airlines)

LUFT- UND SEEFRACHT - zufall.de · GA 126 Garuda Indonesia IB 075 Iberia IR 096 Iran Air JL 131 Japan Airlines KE 180 Korean Air ... MH 232 Malaysian Airlines MP 129 Martinair KZ

Austrian Airlines Unternehmenspräsentation

Social Media bei Airlines / Fluggesellschaften

Erster Airbus A330 der libyschen Afriqiyah (Foto: Airbus) fileGlobaler Airline-Newsletter von Berlinspotter.de 26.8. – 31.8. 2009 Erster Airbus A330 der libyschen Afriqiyah (Foto:

Am Flughafen Erfurt-Weimar (in alphabetischer Reihenfolge) Die Airlines

Lloyd Fonds A380 Singapore Airlines 12345627816980 · PDF file3 12345627816980 Die aktualisierten Eckdaten des Lloyd Fonds A380 Singapore Airlines sind der nachfolgend abgebildeten

westwind - epub.sub.uni-hamburg.deepub.sub.uni-hamburg.de/epub/volltexte/2015/45902/pdf/WW_2014_10.pdf · westwind 10 Oktober 2014 7 Borner Runde Die Borner Runde lädt alle BewohnerInnen

2014 Pressemappe Malaysia Airlines Hasselkus PR · 2014-03-11 · nationalen Airline und bekam den Namen Malaysia-Singapore Airlines (MSA). Ein neues Logo wurde eingeführt und die

westwind - Hamburg · 2014. 1. 17. · Westwind Nr. 12/2011). Die Beteiligten waren sich darin ei-nig, dass die Bornheide heute nicht mehr mit zwei Fahrbahnen gebaut werden würde

Airlines EU Black List / Schwarze Liste Luftverkehr Europa

Spatial network configurations of cargo airlines - KIT - Startseite

Lufthansa Boeing 777-9 Arkia Israeli Airlines Airbus ...Tarom Ilyushin IL-62M – YR-IRE 570657 airBaltic Airbus A220-300 – YL-CSJ „Estonia“ 533966 Ethiopian Airlines Boeing

C:/06 Westwind/WW2018 3/WW 2018 A3

„Die Lady hat durchgehalten“ Kaum Westwind. Aus den an-...Kaum Westwind. Aus den an-deren Richtungen auch nicht. 17 Grad. Hochwasser ist heute um 0.38 + 12.52 Uhr, Niedrigwas -

เดินทางโดยสายการบิน Turkish Airlines สะดวกสบายกับสายการบิน ... · สายการบินเตอร์กิช

Airbus A330-800 neo Westjet Boeing 787-9 Convair XB-58 ......WINGS NEWS 07-08 2019 Airbus A330-800 neo Westjet Boeing 787-9 Emirates Airbus A380 Convair XB-58 Hustler 533324 32,95

Croatia Airlines Technical Services in Mehr Effizienz und ... · MSc Hrvoje Tkalcic, ICT-Infrastrukturmanager bei Croatia Airlines Mehr Effizienz und Optimierung in der Flugzeugwartung

Hongkong Airlines - 2012 AR.pdf

Flugveranstalter - traveltainment.de · RJ Royal Jordanian S4 Sata International SA South African Airways SK Scandinavian Airlines SLR Schauinsland Reisen SN Brussels Airlines SQ

Austrian Airlines wirklich Austrian? Eine ...othes.univie.ac.at/35842/1/2015-01-16_0900220.pdf · Austrian Airlines wirklich Austrian? Eine soziolinguistische Analyse Widmung Meinen

MLO - Aegean Airlines

Einweihung High Performance Computing Clustersystems · A330, A340, A350, A380, A400M are registered trademarks. ... gleichartige Jobs mit unterschiedlichen Eingabedaten gerechnet

Kultur- und Professionsvarianten zu »Unter dem Westwind« · 2009. 6. 28. · Kultur- und Professionsvarianten zu »Unter dem Westwind« Thorwal von Ralf D. Renz und Ragnar Schwefel

Nach der sanften Landung der Scandinavian Airlines wird mir in der · 2016. 9. 12. · Nach der sanften Landung der Scandinavian Airlines wird mir in der Warteschlange für die Einreiseformalitäten

atmosfair Airline Index 2018 · E F G United Express Ethiopian Airlines Egyptair Emirates Turkish Airlines Air China All Nippon Airways American Airlines Delta Airlines Air France

atmosfair Airline Index 2017 - tuifly.com · E F G Platz In jeder Effizienzklasse sind die 5 größ-ten Airlines gelistet (nicht automatisch die effizientesten Airlines). 76. Example

Documents

WestWind Airlines A330-200FOM

Text of WestWind Airlines A330-200FOM