A350 Tutorials

Disclaimer
This material is protected by copyright and has been presented by, and
solely for the educational purposes of Cathay Pacific flight crew training
under license. You may not sell, alter or further reproduce or distribute any
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Tutorials
March 2019
Reasons for Change
March 2018
• Minor changes, to comply with the revision of the Flight Ops manuals.
• Update of following tutorials:
• “Brake to Vacate”: BTV releases the aircraft at 10 kt 60 m before a 90°
exit (instead of 50 m).
• “Engine Failure in Cruise”: Revised tasksharing in line with FCTM.
• “Flight Crew Incapacitation” and “Sidestick Priority Logic”: Sidestick
pushbutton must be pressed for at least 40 s in order to inhibit the
opposite one (instead of 30 s).
• “Ground Speed Mini Function”: Revised calculation of the IAS target.
• “Normal Law Protections”: Revised description of the High Speed
Protection.
• “Rejected Takeoff”: Improved presentation of the decision management
and revised flow pattern in line with FCTM.
• “TAWS”: In case of TAWS Warning, the Flight Crew must not change
the configuration (slats, flaps, landing gear) until cleared of obstacle.
• Introduction of cockpit panels.
CLICKUTO OFMTASTER
SEEDIT TITLE STYLE
UTORIALS
The objective of a tutorial is to give guidance to operate the aircraft safely.
When and how to use

tutorials
i
Navigation i
Organization
of the Tutorials
i
Preventing identified
risks
i
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1USETUTO01 – September 2018
CLICKUTO OFMTASTER
SEEDIT TITLE STYLE
UTORIALS
The objective of a tutorial is to give guidance to operate the aircraft safely.
When and how to use

tutorials
i
Navigation i
Organization
of the Tutorials
i
Preventing identified
risks
i
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document.
C
WLICK
HEN AND HOW M
TO EDIT TOASTER TITLE
USE THE STYLE
TUTORIALS BACK
APT sessions
The trainee studies the tutorials before the APT session.
During briefing of the APT session, the instructor discusses with the
trainees any question regarding the exercises.
The instructor conducts the exercises in the APT assisted by the tutorials.
FFS sessions
The trainee studies the tutorials before the FFS session.
During briefing of the FFS session, the instructor briefs the trainees with
the support of the tutorials.
Tutorials are used to assist debriefing after the session as required.
© AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document.
C
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HEN AND HOW M
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USE THE STYLE
TUTORIALS BACK
APT sessions
The trainee studies the tutorials before the APT session.
During briefing of the APT session, the instructor discusses with the
trainees any question regarding the exercises.
The instructor conducts the exercises in the APT assisted by the tutorials.
FFS sessions
The trainee studies the tutorials before the FFS session.
During briefing of the FFS session, the instructor briefs the trainees with
the support of the tutorials.
Tutorials are used to assist debriefing after the session as required.
CLICK TO EDIT MASTER TITLE STYLE
NAVIGATION BACK
Several buttons are used to navigate through the different pages of the tutorial.
The buttons are:
BACK The BACK button is used to go back one step.
i The i button is used to open an information page.
SOP The SOP button is used to open a Standard Operating Procedure (SOP) page.
PROC The PROC button is used to open a procedure (normal or abnormal) page.
NEXT The NEXT and PREV buttons are used to navigate within a procedure that is on
PREV more than one page.
FLOW The FLOW button is used to open an action flow page.
CALLOUTS The CALLOUT button is used to open a callout page.
GOLD The GOLD button is used to page with a reminder of the Golden Rules.
COLICK
RGANIZATION MTHE
TO EDITOF ASTER TITLE STYLE
TUTORIALS – 1/3 NEXT
Main slide
Slides must be read from top to bottom and from left to right.
Title of the Tutorial
Procedure steps
Complementary
information
Illustration
of the situation
Indication that the Tutorial

contains memory items
COLICK
RGANIZATION MTHE
TUTORIALS – 2/3 PREV NEXT
Procedure slide
Title of slide
Condition or information
Action
Callout
Auto-callout
Link to more information
Memory item
COLICK
RGANIZATION MTHE
TUTORIALS – 3/3 PREV BACK
Information slides
Title BACK button
Information
BACK button
Title
Information box
PREVENTING
CLICK IDENTIFIED RISKS
TO EDIT MASTER TITLE STYLE BACK
(DEFINITIONS IN FCTM)
Possibility of flight crew Possibility of damage to the

incapacitation, or injury. aircraft.
Possibility of injury to the The navigation may be

ground personnel. affected.
Possibility of injury to The handling or control of the

passengers. aircraft may be affected.
It may not be possible to

complete the initial flight.
CLICK TO
GEDIT MASTER
OLDEN RULES
TITLE STYLE
GOLDEN RULE #1 Fly, Navigate, Communicate i

In that order, with the appropriate tasksharing.
Use the appropriate level of automation

GOLDEN RULE #2 at all times.
i
GOLDEN RULE #3 Understand the FMA at all times. i
Take actions if things do not go as

GOLDEN RULE #4 expected.
i
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1GOLDRUL01 – September 2018
CLICK
#1 FTO
LY, EDIT MASTER
NAVIGATE TITLE STYLE
, COMMUNICATE BACK
Fly! Navigate! Communicate! The flight crew must perform these three actions in sequence and must use
appropriate tasksharing in normal and abnormal operations, in manual flight or in flight with the AP engaged.
Fly the aircraft (Pitch, bank, airspeed, thrust, sideslip, heading, etc...)
PF
 Achieve and maintain desired targets and flight path.
Fly
Actively monitor the flight parameters

PM
 Call out any excessive deviation.
Situational awareness
Navigate
Know where the

Know where you Know where you Know where you
weather, terrain and
are... should be... should go...
obstacles are...
Communicate
Cabin Crew Flight Crew ATC

PF PM Ground crew
To ensure good communication, the flight crew should use standard phraseology and the
applicable callouts.
Always keep in mind the key message: Fly the aircraft! Fly the aircraft! Fly the aircraft!
#2 UCSE THE APPROPRIATE LEVEL OF AUTOMATION
LICK TO EDIT MASTER TITLE STYLE BACK
AT ALL TIMES
To use the appropriate level of automation at all times, the flight crew must:
Determine and select the appropriate level of automation, that can include manual flight
Understand the operational effect of the selected level of automation
Confim that the aircraft reacts as expected
C#3
LICK TO EDIT M
UNDERSTAND ASTER
THE FMA TITLE
AT ALL STYLE
TIMES BACK
To ensure correct situational awareness at all times, the flight crew must:
Monitor the FMA
Announce the FMA
Confirm the FMA
Understand the FMA
CLICK
#4 TAKE TO EDIT
ACTIONS MASTER
IF THINGS TITLE
DO NOT GO STYLE
AS EXPECTED BACK
If the aircraft does not follow the desired flight path, or the selected targets
Take action !
PF PM
Change the level of automation • Communicate with the PF

• Managed guidance  Selected guidance, or • Challenge the actions of the PF, if necessary
• Selected guidance  Manual flying. • Take over, if necessary.
CLICK TO EDIT M
FLOW PASTER TITLE STYLE
ATTERNS
Prelim. Cockpit Prep. – Power-Up FLOW Securing the Aircraft FLOW
Prelim. Cockpit Prep. – OIS/ECAM/Logbook FLOW
Prelim. Cockpit Prep. – FIRE test / APU start FLOW Emergency Descent – 1st Step: Protect FLOW
Before Walkaround FLOW Emergency Descent –1st Step: Initiate Descent FLOW
Cockpit Prep. – Overhead Panel FLOW
Cockpit Prep. – Center Instrument Panel FLOW Rejected Takeoff FLOW
Cockpit Prep. – Pedestal FLOW
Final Cockpit Prep. FLOW
After Start FLOW
Taxi FLOW
Climb / FL 100 FLOW
Descent / 10 000 ft FLOW
After Landing FLOW
Parking FLOW
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1FLOWPAT01 – March 2019
PRELIMINARY COCKPIT PREPARATION - FLOW
POWER-UP
BACK
CM1 IR MODE selectors 6 All BATTERIES

4
CM2
EXT PWR 5
3 Both WIPER selectors
2 L/G lever
ENG 1 and 2 MASTER levers

1 ENG START sel
1
CKPT LIGHTS
CKPT LIGHTS 7
OIS INIT / ECAM / LOGBOOK CHECK
BACK
CM1
CM2
Logbook Logbook
MEL/CDL MEL/CDL
Aircraft acceptance
5 3
EFB FLT OPS STS page 3 EFB FLT OPS STS page 2
2
FMS INIT / STATUS
RCL ALL
4 DISPCH
1 1
Start EFB Start EFB
CAPU
LICK TO EDIT MASTER TITLE STYLE
AND ENG FIRE TEST / APU START
BACK
2 FIRE TEST
CM2
AIR panel
EXT power 5 4
3 Start APU
1 RMPs 1 & 2
CLICK TO EDIT
BEFORE MASTER TITLE
WALKAROUND STYLE
- FLOW BACK
PM
HYD, ENG OIL, RAIN RPLNT,

OXY quantities
1
SPEED BRAKES
3 2
SLATS/FLAPS
PARK BRK & ACCUs 4
Emergency equipment, gear

Start walkaround pins and covers.
5
COCKPIT PREPARATION - FLOW
OVERHEAD PANEL
BACK
PF General rule:
ALL WHITE LIGHTS OFF
Except on the MAINTENANCE
panel.
1 CAPT/CAPT & PURS sw

RCDR GND CTL pb-sw
ELT
Left hand CKPT EQT & RESET panel
2 EXT LIGHTS
SIGNS
PROBES and WINDOWS HEAT
AIR panel
MAINTENANCE panel
3 CARGO VENT
CVR test
Right hand CKPT EQT & RESET panel
1 3
2
CLICKCTO EDIT MASTER TITLE STYLE
ENTER INSTRUMENT PANEL
BACK
PF
4 ANTI SKID
SWITCHING 1
ISIS 2 3 ISIS
CLICK TO EDITPM ASTER TITLE STYLE
EDESTAL
BACK
PF
1 RMP 1
PARK BRK
2 L/G GRVTY EXTN
1 3 2 THR LEVERS
THR REV LEVERS
ENG 1 & 2 MASTER
ENG START selector
CKPT DOOR
3 RMPs 2 & 3
CLICKFINAL
TO EDIT MASTER
COCKPIT TITLE STYLE
PREPARATION BACK
COCKPIT
CM1 PF PREPARATION
PRELIMINARY FINAL COCKPIT T.O
COCKPIT PREP PREPARATION BRIEF
CM2 SAFETY EXTERIOR PM BEFORE WALKAROUND
INSPECTION WALKAROUND
When both pilots are seated:
1
2 2
FMS CROSSCHECK
1
2
GLARESHIELD
3 3
3
LATERAL CONSOLES
INSTRUMENT PANELS
CLICK TOAEDIT
FTER M ASTER
START TITLE STYLE
- FLOW BACK
PF ENG ANTI ICE APU BLEED

WING ANTI ICE 2
3
PM
4
APU MASTER SWITCH
ECAM STATUS ECAM STATUS

5 5
6 4 PITCH TRIM
N/W STEERING
ENG START 1
GND SPLRS 1 3 FLAPS
2 RUDDER TRIM
CLICK TO EDIT MASTER
TAXI - FLOW TITLE STYLE BACK
PM
1 A/BRK Arm
T.O MEMO NO BLUE 4
T.O CONFIG pb 3
2 Squawk
CLICK TO
CLIMB MASTER
EDIT/ FL 100 – FTITLE
LOW STYLE BACK
PF
PM
LDG LIGHTS 1 2 SEAT BELTS
EFIS OPTIONS 1 3 EFIS OPTIONS
4 ECAM MEMO
5
NAVAIDS CLEAR
OPT FL/REC MAX FL
CLICKDTO
ESCENT MASTER
EDIT 10 000 FT -TITLE
FLOWSTYLE BACK
PF
PM
CSTR CSTR
1 3
LS 2
4
LS
3
NAVAIDS
CLICK TO
AFTER MASTER
EDITLANDING – FTITLE
LOW STYLE BACK
PF
ANTI ICE
PM 3
2
APU
2
EXTERIOR LIGHTS
ND RANGE
TAXI
WX
3 4
ND RANGE
TAXI
WX
5
BRK TEMPERATURE
1
GND SPLRS 1
FLAPS
PARKING TITLE STYLE
– FLOW BACK
PF
FUEL PUMPS
PM
3
2 APU BLEED
BEACON
Other EXT LIGHTS 1 ANTI ICE
6
5
SEAT BELTS
7
GND CONTACT
MECH 5
BRK FANS
4
SLIDES
4
IRS PERFORMANCE
FUEL QUANTITY
XPDR STBY
ENG MASTERS
3
8 2
PARK BRK 1
ACCU
CLICK TO EDIT
SECURING MAASTER
THE TITLE
IRCRAFT STYLE
– FLOW BACK
CM1
CM2
IR
1
PARK BRK
4 EXT PWR 4
1
APU BLEED
OXY CREW SUPPLY 8
3 3
EFB LAPTOP EFB LAPTOP
APU MASTER SW
5
2 EMER EXIT LT
EXT LIGHTS 6
SIGNS 7
CLICK TO1EDIT MASTER
ST STEP TITLE STYLE
: PROTECT BACK
PF
PM
3 SIGNS
“ EMERGENCY DESCENT ” 1
PA
2 CREW OXY MASKS CREW OXY MASKS 1
ESTABLISH COMMUNICATION ESTABLISH COMMUNICATION

3 2
CLICK1TO TEP: IM
ST SEDIT ASTER
NITIATE TITLE STYLE
DESCENT BACK
PF
PM
PULL 3 2 1 TURN then PULL
TURN then PULL
4 “ THR IDLE, OP DES, HDG ” 1

“ CHECKED ”
ATC
SPEED BRAKES
5
CLICKRTO EDIT M
EJECTED ASTER -TITLE
TAKEOFF FLOWSTYLE BACK
PF
PM “ STOP ”
The CAPTAIN is now PF
“ DECEL ”
CANCEL ANY MASTER CAUT or WARN
“ REVERSE GREEN ”
1 2
4
If required: “ ECAM ACTIONS ”
1
THR LEVERS IDLE
“ ATTENTION CREW AT STATIONS ” MAX AVAIL REVERSE THRUST
PA
3
3
2 When the aircraft is stopped:
When the aircraft is stopped: ATC “ AIRBUS 101 STOPPING ”
PARK BRK ON
265VU
CKPT DOOR CTLR
RESET 231VM
GND COOLG NORM
255VM RESET 232VM
A B C D E F R S T U V W
AVNCS CKPT LO HI
PACK VCS SCS FMC-A FMC-C PACK VCS FMC-B
1 1 A 2 2
U FAULT
1 1 OFF T
O
ON 1 1
TR
1
EMER
TR 1
SDS
1
SLATS
1
FLAPS
1
FQMS
1
OXYGEN ELEC OFF BAT TOWING ON BAT COM TR
2
EMER
TR 2
SDS
2
SLATS
2
FLAPS
2
FQMS
2
SVCE INT REMOTE GND
RESET OVRD C/B CTL EMER 2 1 POWER CONNECTION
2 2 2 2
FAULT V
ON ON ON EMER 1 2 ON
AICS FWS LGCIS BSCS AESU CIDS ON AICS FWS LGCIS BSCS AESU CIDS
1 1 1 1 1 1 2 2 2 2 2 2
3 3 ENG 3 3
FADEC GND PWR GND HF CKPT DOOR APU FUEL
1 2 DATALINK LOCKG SYS
ECON MODE REFUEL OIS CAB
ATC EIM OIS DSCS EIM
1 AVNCS & MAINT CINS 2
END
4 4 ON ON OVRD OFF ON ON 4 4
245VM
5 5 5 5
CKPT EQPT POWER SUPPLY CKPT EQPT POWER SUPPLY

CCD 1 KBD 1 WHC 1 FCU PRINTER CCD 2 KBD 2 WHC 2 HUMID EFB 3
6 6 6 6
A B C D E F R S T U V W
221 VM
CVR
CABIN B
TEST ERASE
O
O
M
S
E
T
PAX PERS LANDSCAPE
ELEC SPLY CAMERA
ENG 1 ENG 2
222VM
OFF OFF
APU
PAX INFO MOBILE COM LAVATORY F FIRE FIRE
F
OCCPD I I
OFF OFF R PUSH
FIRE PUSH
R
ADIRS
E AGENT 1 AGENT 2 FIRE PUSH
AGENT AGENT 1 AGENT 2
E
IR 1 IR 2 TEST
ON BAT SQUIB
SQUIB SQUIB SQUIB SQUIB
FAULT IR 3 FAULT DISCH DISCH DISCH DISCH DISCH
OIS
OFF OFF OIS DATA CAB DATA
FAULT TO AVNCS TO OIS GATELINK
NAV OFF NAV 235 VM
OFF ATT
GREEN ENG 1 YELLOW GREEN ENG 2 YELLOW
NAV OFF ATT
OFF OFF OFF
OFF ATT
H SUPPLY
PUMP
SUPPLY
PUMP
SUPPLY
PUMP
SUPPLY
PUMP H
Y Y GND HYD
OVHT FAULT OVHT FAULT OVHT FAULT OVHT FAULT
90 90
ADR 1 ADR 2 D ISOL OFF ISOL OFF ISOL OFF ISOL OFF D GREEN ELEC PMP YELLOW ELEC PMP
90 90
A A
FAULT ADR 3 FAULT FAULT FAULT
U U
CROSSFEED B
OFF OFF T
OFF T
OFF
FAULT ON ON
O O
CROSSFEED A OPEN
OFF
ON
OPEN
85 85 85 85
211VM ON 212VM
F/CTL CTR TK F/CTL
L TK L FEED R R TK
PRIM 1
F
SEC 1 PRIM 3 SEC 3 PRIM 2 SEC 2
F MAIN STBY MAIN STBY
U
FAULT A FAULT
FAULT FAULT FAULT FAULT
U FAULT FAULT
OFF
FAULT U
T OFF
FAULT FAULT FAULT FAULT
80 80 OFF OFF OFF OFF
E OFF OFF MAN O OFF OFF
E OFF OFF 80 80
FUEL JETTISON L L TK XFR R TK XFR L

ARM ACTIVE CARGO AIR COND
FAULT FAULT
FWD AFT BULK
75 75 OPEN ON ON ISOL VALVES ISOL VALVES ISOL VALVES 75 75
ON ON
FAULT FAULT FAULT
225 VM
OFF OFF OFF
ELT EMER ELEC PWR SIDE 1 & 2 COMMERCIAL
RAT MAN ON BAT 1 BAT EMER 1 BAT EMER 2 BAT 2 ISOL ELM PAX SYS GALLEY 1 2
ON TEMP REGUL TEMP REGUL
70 70 FAULT FAULT FAULT FAULT FAULT ISOL 15 15 70 70
EMER GEN
A OFF OFF OFF OFF ON OFF OFF OFF OFF OFF
ARMED U
FAULT
T
O
E AC 1A BUS AC 1B BUS
BUS TIE
AC 2B BUS AC 2A BUS
E
TEST / RESET
L A
U L 5
OFF
25 5 25
65 65
E DRIVE
1A
GEN
DRIVE
1B
GEN
OFF T
O
DRIVE
2B
GEN
DRIVE
2A
GEN E 65 65
ACMS DFDR
RCDR
GND CTL
C FAULT FAULT EXT 1 FAULT FAULT APU GEN FAULT FAULT EXT 2 FAULT FAULT
C HEATER
TRIGGER EVENT A OFF OFF OFF OFF FAULT

DISC AVAIL DISC FAULT DISC AVAIL DISC
U OFF
ON T ON OFF ON
60 60 O 60 60
MASK MAN ON OXYGEN CARGO SMOKE MLG BAY

CREW AIR FLOW COCKPIT CABIN
PACK 1 PACK 2 AGENT TO FWD AGENT TO AFT
PAX SUPPLY NORM
A FAULT FAULT
55 55 U SYS ON LO HI SMOKE SMOKE FIRE 55 55
T BTL1
BTL1
CKPT OFF OFF WINDSHIELD
O OFF DISCH BTL2
BTL2 DISCH
HI VENT COLD COLD DEFOG
HOT HOT
COMMAND EVAC A MAN XBLEED PURS SEL A

VENT
50 50
MECH CALL
HORN OFF
CAPT &
PURS I ON ON I AVNCS AVNCS
EVAC R HOT AIR 1 AUTO HOT AIR 2
R SMOKE EXTRACT
A
COOLG
A
CAB FANS 50 50
ON FAULT APU BLEED CLOSE OPEN FAULT

RAM AIR SMOKE FAULT
ENG 1 BLEED ENG 2 BLEED U FAULT U
CAPT OVRD T T OFF
OFF FAULT OFF O
OFF O
FAULT FAULT
CALLS OFF ON OFF ON
45 45 EMER ENG CAB SYS SMOKE 45 45
PURS FLT REST CAB REST MAN START
ALL CALL 1 2 PAX BBAND
IFEC
ON
ANTI ICE CABIN PRESS 215 VM
CABIN ALT CABIN V/S SMOKE SMOKE

ENG PROBE &
WING 1 2 WINDOW HEAT TRGT ON ON OFF OFF
TRGT DITCHING
40 40 40 40
AUTO
DEC INC MODE MODE UP
FWD MID EXIT AFT FAULT FAULT FAULT
A A
ON ON ON ON U U
MAN T MAN T ON
O O
WIPER
DN
WIPER OFF
35 35 OFF EXT LT APU STBY
INT LT RAIN
INTMT 35 35
RAIN STROBE BEACON NAV LOGO RPLNT SLOW
INTMT COMPASS ANN LT FAST
FAST SLOW RPLNT ON ON 1 ON & EYE REF TEST
MASTER SW
AUTO 2 AUTO ICE INTMT
IND BRT
FAULT
MEDIUM FAST
INTMT
MEDIUM FAST OFF OFF OFF OFF ON
30 30 OFF DIM
INTMT 30 30
INTMT
SIGNS EMER
SLOW
WING LDG NOSE SEAT BELTS NO SMOKING NO MOBILE EXIT LT
SLOW
ON ON T.O ON ON ON ON
START
TAXI AUTO AUTO AUTO ARM
AVAIL
25 25 OFF OFF OFF ON OFF OFF OFF OFF 25 25
OFF
20 20 20 20
15 15 15 15
10 10 10 10
MAN SRS RWY MAN SRS RWY

TOGA CLB NAV 1FD2 TOGA CLB NAV 1FD2
5 5 5 5
BRK RTO A/THR
015 BRK RTO A/THR
015
100163 7000 100163 7000

159 010 159 010
34 31 32 33 34 03 04 05 34 31 32 33 34 03 04 05
080 080
060 11 6 4200 060 11 6 4200

-5 -5 5 8000 -5 -5 5 8000
11 4 6 0 11 4 6 0
040 040
000 000
-10 -10 -10 -10
QNH 1015 QNH 1015
-15 -15 -15 -15
TAXI HDG
HDG V/S V/S TAXI
411 VU
MACH SPD SPD
MACH TRUE MAG MAG
TRUE METER 412 VU
-20 -20 QNH QNH

CSTR WPT VORD NDB ARPT SPD HDG ALT V/S
CSTR WPT VORD NDB ARPT -20 -20
TRK FPAFPA
TRK
1015 WX TERR TRAF --- --- 7000 ----- WX TERR TRAF 1015
MASTER MASTER
WARN FD 100
100 1000
1000 WARN
in Hg hPa UP in Hg hPa
SIDESTICK SIDESTICK
LOUDSPEAKER
-25 -25 HUD PRIORITY PRIORITY HUD NORM -25 -25 LOUDSPEAKER
NORM DECLUTTER CHRONO NAV NAV CHRONO DECLUTTER
PTT 40 80 40 80 PTT
VOR ARC 20 160 AP1 AP2 20 160 VOR ARC AUTO ATC
ATC AUTO MASTER MASTER
MSG LAND CAPT CAUT DN CAUT F/O LAND MSG
LS PLAN 10 320 10 320 LS PLAN
OFF MAX XWIND OFF BRT A/THR OFF BRT XWIND OFF MAX
LS VV ZOOM 640 LOC ALT APPR ZOOM 640 VV LS
-30 -30 -30 -30
-35 -35 -35 -35

80 80 80 80
311 VU
312 VM
LIMIT SPD
(IAS KT)
BRK FAN ANTI SKID
VLO = VLE
015 TOGA ON
MAN RWY50 015
-40 MAN
-40 50SRS RWY50 GS 42 TAS - - - LACO5B 900 323 NORM 250/M0.55 98.4 % PACKS GS 42 TAS - - - LACO5B 900 323 50SRS -40 -40
GRVTY 220/M0.48 HOT
TOGA CLB NAV 1FD2 - - - /- - - 1.1 NM - - - /- - - 1.1 NM TOGA CLB NAV 1FD2
VFE 1 255 5 5 ON BRK RTO A/THR
BRK RTO A/THR 32 33 33
31 1+F 220 THR OFF 31
32
313 VU 30 30 34 2 212 EGT 10 % 10 EGT 34
100 30 30
30
314 VU
100
163 7000 6 35 3 195 °C 0
98. 4 0
98. 4 °C RWY BRAKING 30 35 163 7000 6
159 29 FULL° 186 COND ACTION 29 159

20 20 010 2 0 N1 0 20 20 010 2
-45 -45 819 % 819 -45 -45
080 91.6 91.6 080
1 28 3 28 1
10 10 ENG T.O INHIBIT 10 10
10570 FF 10570 GND SPLRs ARMED
060 60 060 60
1 1 6 40 KG/H SEAT BELTS 1 1 6 40
OIS -50 -50 005 5 20 94. 7 N2 % 94. 7 NO MOBILE
A/BRK 005 5 -50
20
00 -50 OIS
MAP LT 1 1 4 00
80 91. 4 N3 % 91. 4 NO PORTABLE DEVICES
040
1 1 4 80 MAP LT
AVNCS 040 AVNCS
15 15 15 15 10 10
10 10
OIL
1 QT 20 20 1
20 20 10 TOU 10 11. 1 9. 7 L/G 10 TOU 10
OFF OFF
0
BRT BRT
125 125
EFB
-55 -55 30 0 30 000 2 AIR DATA °C
UP
30 30 000 -55 2 -55
EFB
VIEW 900 AUTO 900 6 VIEW

6 CAPT ON F/O ON TERR
CONSOLE LT OFFSIDE LFBO 114 PSI 114 LFBO 11 OFFSIDE CONSOLE LT
QNH 1015 32L BKUP BKUP
VIB 32L 6 50 50 QNH 1015
50 50
INOP TA ONLY 0. 1 N1 0. 1 TA ONLY INOP
ON 0. 1 N2 0. 1 28 29 30 31 32 33 34 35 ON
-60 28 -60
29 30 31 32 33 34 35 NAV PRIMARY NAV PRIMARY
-60 -60
OFF BRT 0. 4 N3 0. 4 OFF BRT
0 5 10 15 20 0 5 10 15 20
80 80 80 80
6000 FMS 6000
PEDALS LT PEDALS LT
NORM
ON 4000 BOTH BOTH 4000 ON
T . O THS FOR 30.3 % 30.3 % T . O THS FOR 30.3 % 30.3 %
-65 S
-65 TOU ON 2 ON 1 TOU S -65 -65
2000 2000
VIEW ALONG ACFT TRK TAT +14 °C FLT 00: 00. 00 GW 198600KG VIEW ALONG ACFT TRK
2 F 900 900 2 F
0 SAT +14 °C 09: 12. 11 GWCG 30.3 % 0
OFF OFF
FOB 18600KG DOWN
-70 -70 -70 -70

50 50 50 50
160 301 VM 160 302 VM
140 40 40
AIB123 140
FMS 1 AIB123 FMS 2
40 40
120 015 015

30
MODE 30
LS/ 120 30 30
ACTIVE POSITION SEC INDEX DATA ACTIVE POSITION SEC indeX DATA MODE LS/
100 10042
-75 -75 20 20
ACTIVE/PERF active/f-pln GS 20 IR3 20 -75 -75
010 010
080 080 33
10 10 CRZ FL 290 OPT FL 380 REC MAX FL 421 FROM UTC SPD ALT TRK DIST FPA 3100 100
+ +
060 1 1 6 42 00 EO MAX FL 250 060 116
7
24 2
5 00 LFBO32l 09:09 520

3
005 5
005
040 114 8 0 T.O CLB CRZ DES APPR GA 040 114
C323° 323° 1
6
60
21
10 10 10 10
-80 -80 900 09:18 173 900
9
000 RWY 32L T.O SHIFT ---- M -80 -80

GPIR3 N 43 37.2 / E 001 22.3000
28 30
I 20 3 2 203 4 1015 C323° 323° 3 28 I
3 0 20 3 2 203 4 1 0 1 5
HUMIDIFIER
R
HUMIDIFIER
R
LAT VENT/DEFOG 3
TOU 09:19 250 2870 3
LAT VENT/DEFOG
ON GPIR3 N 43 30
37.2 / E 001 22.3 V1 159 KT F 136 kt TOGA
9
GPIR3 N 43 30
37.2 / E 001 22.3 ON
MENU
40 SET/SEL
40 VR 159 KT S 178 kt FLEX (SPDLIM) 09:21 250 FL100 MENU
40 SET/SEL
40
-85 -85 LACO5B 335° 14 -85 -85

OFF MAX OFF 50 50 V2 163 KT 198 kt DERATED 50 50 OFF OFF MAX
D335W 09:24 306 FL153
FOOT VENT HEATER DISPLAY CAPT OIS LACO5B 335° 18 F/O OIS DISPLAY HEATER FOOT VENT
HIGH CYCLE ON CENTER FLAPS THS FOR PACKS ANTI-ICE ON CENTER CYCLE HIGH
LACOU 09:26 " FL218
LOW AVAIL INOP 2 30.4 % ON OFF 22 INOP AVAIL LOW
-90 -90 80 80 ON (T/C) 09:29 .71 FL290 ON 80 80
-90 -90
OFF MAX OFF THR RED 2000 FT OFF OFF MAX
135
317 VU 318 VU
ACCEL 3000 FT (T/D) 09:48 " "
73
(SPDLIM) 09:59 *250 FL100
TRANS 5000 FT EO ACCEL 2000 FT LFPO 10:10 14.8 T 318 NM DEST
POS MONITOR F-PLN INFO
CLEAR MSG
INFO LIST
NAV C/L NAV C/L

ESC DIR PERF INIT ESC DIR PERF INIT
AID MENU AID MENU
CLR SEC ATC CLR SEC ATC

F-PLN DEST SURV F-PLN DEST SURV
INFO INDEX COM INFO INDEX COM
Q .
W .
E R T Y U I O P Q .
W .
E R T Y U I O P
. .
NOTE NOTE
A S D F G H J K L PAD A S D F G H J K L PAD
/ Z X C V B .
N M SPACE ENT
TO TO
/ Z X C V B .
N M SPACE ENT
GA GA
MAIL MAIL
OIS ND MFD
BOX 1 2 3 1 2 3 BOX
MFD ND OIS
FLX FLX
4 5 6 M
C
M
C
4 5 6
T T
7 8 9 7 8 9
. .
CL CL
0 +/- 0 +/-
A A
SPACE SPACE
T T
H H
KBD 1 KBD 2
R R
CCD 1 CCD 2
0 0
KBD ESC KBD ESC
135 VM
VHF HF TEL SQWK MENU NAV VHF HF TEL SQWK MENU NAV
STBY STBY
STBY
118.100 VHF1 129.300 118.100 VHF1 129.300
ON FIRE ON FIRE
1 ENG START 2
121.900 VHF2 123.450 FAULT NORM FAULT 121.900 VHF2 123.450
IGN
CRANK START
DATA VHF3 DATA OFF OFF DATA VHF3 DATA
MSG MSG
SQUAWK: 2523 RST SQUAWK: 2523 RST
CLR CLR
1 2 3 1 2 3
CALL
VHF1
CALL
HF1
CALL
TEL1
.
BRT T.O
CONFIG
EMER
CANC
CALL
VHF1
CALL
HF1
CALL
TEL1
.
BRT
4 5 6
.OFF DEFRD ABN
4 5 6
.OFF
7 8 9 RCL RCL 7 8 9
LAST ALL
CALL CALL CALL . 0 CLR
LOAD
LOAD
DISPCH STS MORE

VHF2 HF2 TEL2 VHF2 HF2 TEL2
MECH ATT VOICE SD MECH ATT VOICE
INT CAB PA FUEL VIDEO

INT CAB PA
ENG DOOR WHEEL
INT INT
CALL CALL
VHF3 LS 1 CLEAR VIDEO CLEAR VHF3 LS 1
ADF 2 VOR ADF 2 VOR
RAD RAD 1 2 EL/AC EL/DC HYD F/CTL RAD RAD 1 2
STBY NAV MKR STBY NAV MKR
ALL
APU BLEED COND PRESS
WXR TCAS WXR

GND SPLRS ARMED ELEVN TA ELEVN
ABV
TA
DN UP ONLY DN UP
RET RET
0 0
BLW
C GAIN G/S MODE GAIN

F 1 1
A
1/2 1/2 OFF /
SPEED P + + O
T
BRAKE 2 2
VD AZIM VD AZIM FLAPS
SYS 1 WXR SYS 2
FULL FULL 3 3
L R L R
XPDR
SYS 1 TCAS SYS 2
FULL FULL
PARK BRK PITCH TRIM

115 VM
ACCU
OFF YELLOW
REINFLATE NOSE DN
0 3.5 PSI
ACCU 1.6
3.5 x1000
0
ON NOSE UP
PULL & TURN GREEN
RUDDER TRIM
NOSE
CKPT LT NOSE
L/G GRVTY EXTN FLOOD LT INTEG LT L R
RESET
VHF HF TEL SQWK MENU NAV
RESET
OFF BRT OFF BRT
STBY
OFF
DU MASTER BRT
CKPT DOOR 118.100 VHF1 129.300
DOME LT
INHIBIT ON UNLOCK
DOWN OPEN
FAULT
NORM
LOCK
121.900 VHF2 123.450
OFF BRT
STORM DATA VHF3 DATA
MSG
SQUAWK: 2523 RST
CLR
ABORT SLEW TEST

STATUS
1 2 3
CALL
VHF1
CALL
HF1
CALL
TEL1
.
BRT
4 5 6
.OFF
7 8 9

LOAD
VHF2 HF2 TEL2

0123456789
MECH ATT VOICE
INT CAB PA
INT
CALL
VHF3 LS 1
ADF 2 VOR
RAD RAD 1 2
STBY NAV MKR
A350-900
FOR TRAINING ONLY
Reference V3314481_11
Reference V3314481
December 2014
CLICK TO EDIT M
COCKPIT PASTER TITLE STYLE
REPARATION
COCKPIT
PREPARATION
SOP
CM1 PRELIMINARY PF FLOW FINAL COCKPIT T.O
SOP SOP
SAFETY EXTERIOR FLOW BEFORE FLOW SOP
CM2 INSPECTION
PM WALKAROUND
WALKAROUND
SOP
SOP FLOW
When the flight crew arrives at the

aircraft, they must check for, or be Do not pressurize the hydraulic
informed of any obstructions near systems (GND HYD panel) until
the aircraft, engineering activity, or clearance is obtained from ground
refueling activity, etc. personnel.
Note: The ACCU REINFLATE pb can

be used without ground personnel
clearance.
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1CKPTPRP01 – September 2018
CLICK TO EDIT
SAFETY MASTER
EXTERIOR TITLE STYLE
INSPECTION BACK
COCKPIT
CM1 PF PREPARATION
1
SAFETY EXTERIOR
SOP
INSPECTION
LANDING GEAR DOORS
If any landing gear door is open, do

not pressurize the hydraulic systems
until clearance is obtained from
ground personnel.
CSLICK TOEEDIT
AFETY MASTER
XTERIOR TITLE– STYLE
INSPECTION SOP BACK
CM1 CM2
WHEEL CHOCKS.......................................CHECK
LANDING GEAR DOORS........CHECK POSITION
APU AREA..................................................CHECK
CLICK TO EDITCM
PRELIMINARY ASTER
OCKPIT TITLE STYLE
PREPARATION BACK
COCKPIT
CM1 PF PREPARATION
POWER-UP SOP FLOW
2
OIS INITIALIZATION
ECAM SOP FLOW
LOGBOOK CHECK
3
FIRE TEST
SOP FLOW
APU START
OIS PREPARATION SOP
PRELIMINARY COCKPIT PREPARATION - SOP
CLICK TO EDITPOWER
MASTER
-UP
TITLE STYLE BACK
CM1 CM2
ENG 1 and 2 MASTER levers.........................OFF
ENG START selector...................................NORM
L/G lever.......................................................DOWN
Both WIPER selectors....................................OFF
All BAT pb-sw....................................CHECK / ON
EXT PWR............................................................ON
All IR MODE selectors....................................NAV
CKPT LIGHTS........................................AS RQRD CKPT LIGHTS........................................AS RQRD
BACK
CM1 CM2
OIS init:
EFB LAPTOP...............................................START EFB LAPTOP...............................................START
FMS ACTIVE/INIT page:
FLT NBR…………………............INSERT / CHECK
FMS DATA/STATUS page:
ACFT STATUS............................................CHECK
FMS ACTIVE/INIT page:
FROM/TO....................................INSERT / CHECK
OIS:
EFB FLT OPS STS page...........................CHECK EFB FLT OPS STS page............................CHECK
ECAM / Logbook check:

RCL ALL pb.................................................PRESS
DISPCH pb..................................................PRESS
LOGBOOK..................................................CHECK LOGBOOK..................................................CHECK
MEL/CDL ITEMS..................................................... MEL/CDL ITEMS.....................................................

.........................CHECK DISPATCH CONDITIONS .........................CHECK DISPATCH CONDITIONS
AIRCRAFT ACCEPTANCE..................PERFORM
FIRE TEST / APU START
BACK
CM1 CM2
RMP 1 and 2...............................CHECK ON / SET
FIRE TEST.............................................PERFORM i
APU..............................................................START
When APU is AVAIL:

AIR panel..........................................................SET
EXT PWR................................................AS RQRD
CAPU
AND ENG FIRE
ENG AND TEST
APU FIRE TEST/ APU START BACK
CM1
When pressing the FIRE TEST pb, check that the fire detection and extinguishing systems are operational: CM2
•The continuous repetitive chime sounds CRC
•The ENG and APU FIRE pb-sw come on red
•The SQUIB and DISCH lights of the ENG and APU

agents come on
•The FIRE light of the MLG BAY come on red
•The MASTER WARN lights flash
•The ECAM displays the FIRE alerts
•The FIRE lights on the ENG MASTER levers come on red.
CLICK TOOIS
EDIT MASTER TITLE STYLE
PREPARATION
BACK
CM1 CM2
Preliminary performance determination:

AIRFIELD DATA.........................................OBTAIN AIRFIELD DATA.........................................OBTAIN
MEL/CDL ITEMS...................CHECK ACTIVATED MEL/CDL ITEMS...................CHECK ACTIVATED
PRELIMINARY TAKEOFF PERF............................. PRELIMINARY TAKEOFF PERF.............................

............................COMPUTE AND CROSSCHECK ............................COMPUTE AND CROSSCHECK
OEB:
OEB in FCOM.............................................CHECK OEB in FCOM.............................................CHECK
POWER-UP
BACK
CM1 IR MODE selectors 6 All BATTERIES

4
CM2
EXT PWR 5
3 Both WIPER selectors
2 L/G lever
ENG 1 and 2 MASTER levers

1 ENG START sel
1
CKPT LIGHTS
CKPT LIGHTS 7
BACK
CM1
CM2
Logbook Logbook
MEL/CDL MEL/CDL
Aircraft acceptance
5 3
EFB FLT OPS STS page 3 EFB FLT OPS STS page 2
2
FMS INIT / STATUS
RCL ALL
4 DISPCH
1 1
Start EFB Start EFB
CAPU
AND ENG FIRE TEST / APU START
BACK
2 FIRE TEST
CM2
AIR panel
EXT power 5 4
3 Start APU
1 RMPs 1 & 2
CLICK TOBEFORE
EDIT MWASTER TITLE STYLE
ALKAROUND BACK
COCKPIT
CM1 PF PREPARATION
1
BEFORE
SOP FLOW
WALKAROUND
CLICK TO EDIT
BEFORE MASTER TITLE
WALKAROUND STYLE
- FLOW BACK
PM
HYD, ENG OIL, RAIN RPLNT,

OXY quantities
1
SPEED BRAKES
3 2
SLATS/FLAPS
PARK BRK & ACCUs 4
Emergency equipment, gear

Start walkaround pins and covers.
5
CLICKBEFORE
TO EDIT MASTER TITLE
WALKAROUND STYLE
- SOP BACK
PF PM
On System Display:
HYD quantity..............................................CHECK
ENG OIL quantity.......................................CHECK
RAIN RPLNT quantity................................CHECK
OXY quantity..............................................CHECK
i FLAPS......................................CHECK POSITION
SPD BRK.....................CHECK RET / DISARMED
PARK BRK handle.............................................ON
PARK BRK indication..........CHECK DISPLAYED
ACCU..........................................................CHECK
EMERGENCY EQUIPMENT......................CHECK
GEAR PINS and COVERS......................................

........................CHECK ONBOARD and STOWED
Start exterior walkaround

CLICKBEFORE
TO EDIT MASTER TITLE
WALKAROUND STYLE
- SOP
PF PM
FLAPS AND SPEED BRAKES CHECKS BACK
If the control surfaces position does not agree with the FLAPS lever or the
SPEED BRAKE lever positions, do not apply hydraulic power until clearance is
obtained from maintenance personnel.
CLICK TO EDIT MPASTER
COCKPIT TITLE STYLE
REPARATION BACK
COCKPIT
CM1 PF PREPARATION
OVERHEAD SOP FLOW
1
2
CENTER
SOP FLOW
INSTRUMENT PANEL
2
3
4 PEDESTAL SOP FLOW
3 4
MFD PREPARATION SOP
COCKPIT PREPARATION - SOP
OVERHEAD PANEL
BACK
PF PM
During the flow:
The only amber lights are the GEN pb-sws.

All white lights.................................................OFF
Except on the MAINTENANCE panel.
CAPT/CAPT & PURS sw.......................AS RQRD

RCDR GND CTL pb-sw.....................................ON
ELT..............................................................ARMED
CKPT EQPT & RESET pbs (LH side).......CHECK
EXTERIOR LIGHTS..........................................SET
SIGNS panel.....................................................SET
PROBE & WINDOW HEAT pb-sw................AUTO
AIR panel..........................................CHECK / SET
MAINTENANCE panel...............................CHECK
CARGO AIR COND panel......................AS RQRD

CVR TEST pb..............................................PRESS
CKPT EQPT & RESET pbs (RH side)....CHECK
BACK
PF PM
AIR DATA selector........................................AUTO
FMS selector................................................NORM
ISIS.............................................................CHECK
ANTI SKID sw....................................................ON
EDESTAL
BACK
PF PM
RMP 1.........................................CHECK ON / SET
PARK BRK handle............................................ON
L/G GRAVITY EXTENTION sw........................OFF
THRUST levers...............................................IDLE
THRUST REVERSER levers..................STOWED
CKPT DOOR sw...........................................NORM
RMP 2.........................................CHECK ON / SET
RMP 3.........................................CHECK ON / SET
CLICK TO MFD
PREPARATION
BACK
PF PM
MFD ATC COM / MSG RECORDS page:
MSG RECORD...........CHECK NO STORED MSG
MFD ATC COM / CONNECT page:

ADS-C (if expected).....................CHECK ARMED
MFD SURV / CONTROLS page:

XPDR............................................................ STBY
NAV CHARTS clipboard........................PREPARE
FMS........................................................PREPARE
Follow the cursor jump to go through the FMS

initialization.
ACTIVE F-PLN....................CHECK / COMPLETE
SEC F-PLNs.............................AS APPROPRIATE
OVERHEAD PANEL
BACK
PF General rule:
ALL WHITE LIGHTS OFF
Except on the MAINTENANCE
panel.
1 CAPT/CAPT & PURS sw

RCDR GND CTL pb-sw
ELT
Left hand CKPT EQT & RESET panel
2 EXT LIGHTS
SIGNS
PROBES and WINDOWS HEAT
AIR panel
MAINTENANCE panel
3 CARGO VENT
CVR test
Right hand CKPT EQT & RESET panel
1 3
2
BACK
PF
4 ANTI SKID
SWITCHING 1
ISIS 2 3 ISIS
EDESTAL
BACK
PF
1 RMP 1
PARK BRK
2 L/G GRVTY EXTN
1 3 2 THR LEVERS
THR REV LEVERS
ENG 1 & 2 MASTER
ENG START selector
CKPT DOOR
3 RMPs 2 & 3
CLICKFINAL
TO EDIT MASTER
COCKPIT TITLE STYLE
PREPARATION BACK
COCKPIT
CM1 PF PREPARATION
When both pilots are seated:
1
2 2
FMS CROSSCHECK SOP
1
2
GLARESHIELD SOP
3 3
3
LATERAL CONSOLES
SOP
INSTRUMENT PANELS
FINAL COCKPIT PREPARATION - SOP
MFD SURV / FMS CROSSCHECK
BACK
PF PM
NAV CHARTS clipboard........................PREPARE
FMS preparation…….................................CHECK
C LICK TO EDIT MASTER TITLE STYLE
LATERAL CONSOLE / INSTRUMENT PANELS
BACK
PF PM
OXYGEN MASK.............................................TEST OXYGEN MASK.............................................TEST
PFD / ND.....................................................CHECK PFD / ND.....................................................CHECK
GLARESHIELD
BACK
PF PM
When both flight crewmembers are seated:
LOUDSPEAKER knob.....................................SET LOUDSPEAKER knob.....................................SET
BARO REF.............................SET/CROSSCHECK BARO REF.............................SET/CROSSCHECK
EFIS CP.............................................................SET EFIS CP.............................................................SET
AFS CP..............................................CHECK / SET AFS CP...........................................CROSSCHECK
CLICK TO TEDIT MASTER
AKEOFF TITLE STYLE
BRIEFING BACK
PF PM
TAKEOFF BRIEFING............................PERFORM
TAKEOFF BRIEFING
The PF reads the FMS pages while the PM crosschecks with the charts.
1. Miscellaneous
Aircraft technical status, NOTAMs, weather, expected taxi clearance, packs,...
2. MFD ACTIVE / FUEL & LOAD page

Block fuel versus FOB on SD, estimated TOW, extra fuel, ...
3. MFD ACTIVE / PERF T.O page

T.O runway, T.O configuration, V1, VR, V2 versus PFD, TRANS altitude, THR RED / ACCEL altitudes, ...
4. MFD ACTIVE / F-PLN page

SID, intitial ALT/FL, MSA,...
5. MFD POSITION / NAVAIDS page

Navaids
6. Engine Failure
Before V1, After V1, EOSID / SEC F-PLN, decision, ...
CLICK
BEFORE TO/ E
START EDIT MASTER
NGINES START /TITLE
AFTERSTYLE
START
PF PM
Before Pushback or Start SOP
Before start clearance
“ BEFORE START C/L ”
“ DOWN TO THE LINE ”
Before Pushback or Start SOP
At start clearance ATC
“ BELOW THE LINE ”
“ BEFORE START C/L COMPLETE ”
When communication with the ground crew is established:
Engine Start
MECH
“ STARTING ENGINE 1 ” SOP
“ STARTING ENGINE 2 ”
SOP
After Start
FLOW
“ AFTER START C/L ”
“ AFTER START C/L COMPLETE ”
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDB1ENGSTAR01 – September 2018
BEFORE PUSHBACK OR START
CLICKBTO EDIT MASTER TITLE STYLE
EFORE START CLEARANCE
BACK
PF PM
FINAL LOADSHEET…..............................CHECK FINAL LOADSHEET…..............................CHECK
Note: If the THS and the Loadsheet CG differ more than
1%, check ZFW and ZFCG inserted in FMS.
FUEL ON BOARD…………………………..CHECK FUEL ON BOARD…………………………..CHECK

OIS FINAL T.O PERF..............................CONFIRM OIS FINAL T.O PERF.............................CONFIRM
or RECOMPUTE or RECOMPUTE
FMS T.O DATA..........CHECK / REVISE AS RQRD OIS FINAL T.O PERF........XCHECK WITH AVNCS
SEATING POSITION.................................ADJUST SEATING POSITION.................................ADJUST
HUD (If installed)....................DEPLOY / ADJUST HUD (If installed)....................DEPLOY / ADJUST
AIR COND UNITS.........CHECK DISCONNECTED
EXT PWR.........................................CHECK AVAIL
EXT PWR DISCONNECTION................REQUEST i
MECH
“ BEFORE START C/L”

BEFORE START C/L............................PERFORM
BEFORE PUSHBACK OR START
CLICKBTO EDIT MASTER TITLE STYLE
EFORE START CLEARANCE
PF PM
EXTERNAL POWER DISCONNECTION BACK
Check the AVAIL light before requesting the external power disconnection.
Do not request ground power disconnection if it is ON. The disconnection while ON may result in
severe injury for the ground engineer.
BEFORE PUSHBACK OR START-UP
CLICK TOATEDIT MASTER TITLE STYLE
START CLEARANCE
BACK
PF PM
PUSHBACK/START-UP CLEARANCE….OBTAIN
TAXI VIDEO (If installed).......................AS RQRD TAXI VIDEO (If installed).......................AS RQRD ATC
DOORS.......................................CHECK CLOSED DOORS.......................................CHECK CLOSED

SLIDES.........................................CHECK ARMED SLIDES.........................................CHECK ARMED
SURV DEFAULT SETTINGS…………...…SELECT SURV DEFAULT SETTINGS…………...…SELECT
BEACON sw.......................................................ON
ACCU..........................................................CHECK
If pushback is not required:

PARK BRK……………...ON / CHECK DISPLAYED
“ BELOW THE LINE ” BEFORE START C/L…………...……….Continue
If pushback is required:
i N/W STEER DISC MEMO......CHECK DISPLAYED
“ BELOW THE LINE ” BEFORE START C/L.………….………….Continue
PARK BRK handle...........................................OFF
When pushback is completed:

PARK BRK……………...ON / CHECK DISPLAYED
BEFORE PUSHBACK OR START-UP
CLICK TOATEDIT MASTER TITLE STYLE
START CLEARANCE
PF PM
BACK
If the N/W STEER DISC memo is not displayed, the nose wheel steering is not inhibited. In
consequence, pushback in such a condition will damage the nose landing gear.
ENGINES STARTTITLE STYLE BACK
PF PM
ENG START selector...........................IGN START

ENG 1 MASTER lever........................................ON
ENG IDLE PARAMETERS.........................CHECK
Repeat the start sequence for ENG 2.
AFTER START TITLE STYLE BACK
PF PM
GND SPLRS....................................................ARM
APU BLEED pb-sw .........................................OFF
RUDDER TRIM................................CHECK ZERO
ENG 1 and 2 ANTI ICE pb-sw................AS RQRD
FLAPS..............................................................SET
WING ANTI ICE pb-sw...........................AS RQRD
PITCH TRIM................................................CHECK
If the APU is not required:
APU MASTER SW pb-sw................................OFF
ECAM STATUS…………………….CROSSCHECK ECAM STATUS...........................................CHECK
N/W STEERING……….CLEAR TO DISCONNECT
N/W STEER DISC MEMO..................CHECK NOT

DISPLAYED
“ CLEAR TO DISCONNECT ”
MECH
AFTER START C/L................................PERFORM
“ AFTER START C/L ” “AFTER START C/L COMPLETE ”
CLICK TOAEDIT
FTER M ASTER
START TITLE STYLE
- FLOW BACK
PF ENG ANTI ICE APU BLEED

WING ANTI ICE 2
3
PM
4
APU MASTER SWITCH
ECAM STATUS ECAM STATUS

5 5
6 4 PITCH TRIM
N/W STEERING
ENG START 1
GND SPLRS 1 3 FLAPS
2 RUDDER TRIM
CLICK
TAXITO-EDIT MASTER
BEFORE TAKEOFF
TITLE STYLE
Before Taxi Taxi Before Takeoff

SOP SOP SOP
Taxi Speeds i
180° turn
on RWY i
P13
pushback
W3
LR
W1
W42
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1TAXIBEF01 – March 2019
CLICK
TAXITO-EDIT MASTER
BEFORE TITLE STYLE
TAKEOFF
TAXI SPEEDS BACK
Max taxi speed in straight taxiway: 30 kt

Max taxi speed in turn: 10 kt
CLICK TO EDIT
180° MASTER
TURN TITLE STYLE
ON RUNWAY BACK
The minimum turn width is 52 m (without margins) for the A350-900.

This distance is based on the following procedure.
When the CM1 is physically over the

runway edge, turn right applying full 20°
tiller deflection.
If needed, use asymmetrical thrust.

To prevent from a slip of the nose
gear, maintain a ground speed of 5 kt.
Turn left, maintaining 20°
Do not use differential braking. No divergence from the runway
brake pivot turn is allowed. axis.
2
Taxi on the right hand side of This is for CM1. The

1
the runway. procedure is symmetrical
for CM2.
BEFORE TAXI TITLE STYLE BACK
PF PM
TAXI pb (if installed)..............................AS RQRD TAXI pb (if installed)..............................AS RQRD
TAXI CLEARANCE....................................OBTAIN
ND RANGE sel............ZOOM, AS APPROPRIATE ND RANGE sel............ZOOM, AS APPROPRIATE
PARK BRK handle...........................................OFF
“ BRAKE CHECK ”
BRAKES PEDALS.....................................PRESS
BRAKE FAN pb-sw (if installed)...........AS RQRD
When crossing or entering a runway, turn on the

STROBE lights.
CLICK TO EDIT MTASTER
AXI TITLE STYLE BACK
PF PM
“ FLIGHT CONTROL CHECK ”
F/CTL..........................................................CHECK F/CTL..........................................................CHECK
ATC CLEARANCE.................................CONFIRM
T.O DATA....................................................CHECK T.O DATA....................................................CHECK
F-PLN / SPD.…….......................................CHECK
FMS ACTIVE/PERF page.........................SELECT FMS ACTIVE/F-PLN page........................SELECT
AFS CP.............................................................SET
FD........................................................CHECK ON
PFD/ND.......................................................CHECK PFD/ND.......................................................CHECK
T.O BRIEFING.........................................CONFIRM
EFIS CP……………………………………AS RQRD EFIS CP……………………………………AS RQRD
-SIGNS ON
A/BRK pb........................................................ARM
-SPLRs ARM
-FLAPS T.O
SQUAWK......................................CONFIRM / SET
-AUTO BRAKE RTO
-T.O CONFIG : NORM FLOW
T.O CONFIG....................................................TEST
T.O MEMO.................................CHECK NO BLUE
CABIN REPORT......................................RECEIVE CABIN REPORT......................................RECEIVE

“ BEFORE T.O C/L ”
BEFORE T.O CHECKLIST....................PERFORM
TAXI - FLOW TITLE STYLE BACK
PM
1 A/BRK Arm
T.O MEMO NO BLUE 4
T.O CONFIG pb 3
2 Squawk
BEFORE TITLE STYLE
TAKEOFF BACK
PF PM
If installed, with no BRAKES BRAKES HOT alert:
BRAKE FAN pb…............................................OFF
LINE-UP CLEARANCE.............................OBTAIN
EFIS CP.............................................................SET EFIS CP.............................................................SET

If required:
TA pb.........................................................TA ONLY
Before entering the runway:

PA
APPROACH PATH..........CLEARED OF TRAFFIC APPROACH PATH..........CLEARED OF TRAFFIC
TAKEOFF RUNWAY...............................CONFIRM TAKEOFF RUNWAY...............................CONFIRM
“ CABIN CREW, BE READY FOR TAKEOFF ”
SLIDING TABLE...........................................STOW SLIDING TABLE..........................................STOW
PACK 1 and 2……………………………AS RQRD
BEFORE T.O CHECKLIST..................COMPLETE
“ BEFORE T.O C/L COMPLETE ”
TAKEOFF
THRUST THRUST
SETTING T.O RUN LIFTOFF REDUCTION ACCELERATION AFTER T.O TRANSITION
SOP SOP SOP SOP SOP SOP SOP
CALLOUTS
CROSSWIND
or SOP
TAILWIND
FLAPS 0
FLAPS 1 TRANSITION
ALTITUDE
THR levers
CLB
L/G UP
Pitch ACCELERATION
12,5° ALTITUDE
Thrust
setting THRUST
V1 VR REDUCTION
ALTITUDE
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1TAKEOFF01 – September 2018
THRUST TITLE STYLE
SETTING BACK
PF PM
T.O CLEARANCE.......................................OBTAIN
EXT LIGHTS.....................................................SET
“ TAKE OFF ”
THR..................................................................25 %
BRAKES.................................................RELEASE
Half stick forward.
THRUST levers..............................FLEX or TOGA CHRONO......................................................START

The captain places hand on thrust levers until V1.
DIRECTIONAL CONTROL..............USE RUDDER
“ MAN FLX 56, SRS,

RWY, A/THR blue ”
“ CHECKED ”
GOLDEN RULE #3 Understand the FMA at all time.
TAKEOFF RUNTITLE STYLE BACK
PF PM
Before reaching 80 kt:
THRUST RATING LIMIT

“ THRUST SET ”
ACTUAL THRUST
Release the sidestick gradually (in pitch)

to reach neutral position at 100 kt.
At 100 kt:
100 KT.......................................CROSSCHECK “ ONE HUNDRED KNOTS ”
“ CHECKED ”
At V1:
“ V ONE ”
if no auto-callout: ANNOUNCE “ V ONE ”
At VR:
“ ROTATE ”
i ROTATION.............................................PERFORM
TAKEOFF RUNTITLE STYLE
PF PM
ROTATION BACK
Perform the rotation with a continuous rotation rate of about

3°/s.
Rotate to 12,5° of pitch. Do not follow the horizontal FD bar.
When both FD bars are available, follow FD bars.
The tail strike pitch limit indicator provides the maximum pitch
limit.
Minimize lateral inputs on ground and during the rotation to

avoid spoiler extension.
CLICK TO EDIT LM ASTER TITLE STYLE
IFTOFF BACK
PF PM
When Vertical Speed is positive and Radio Altitude increases:
“ POSITIVE CLIMB ”
“ GEAR UP ”
LANDING GEAR.................................SELECT UP
“ GEAR UP ”
“ NAV ”
i “ CHECKED ”
At least 5 seconds after lift-off:

AP 1(2)....................................................AS RQRD
“ AP1 ”
“ CHECKED ”
CLICK TO EDIT LM ASTER TITLE STYLE
IFTOFF
PF PM
ANNOUNCE FMA
BACK
If NAV is armed, NAV engages at 30 ft:
Callout: “ NAV ”
If NAV is not armed, RWY TRK engages at 50 ft:
Callout: “ RWY TRK ”
CLICK TOTEDIT
HRUSTMR
ASTER TITLE STYLE
EDUCTION BACK
PF PM
At thrust reduction altitude, LVR CLB flashes on the FMA:
THRUST LEVERS..............................................CL
“ THR CLB, A/THR ”
“ CHECKED ”
If takeoff was performed with packs off:
PACKS 1 and 2..................................................ON
ACCELERATION BACK
PF PM
At acceleration altitude:
“ CLB, ALT blue ”
“ CHECKED ”
At F speed with positive speed trend:
“ FLAPS 1 ” “ SPEED CHECKED ”

FLAPS 1....................................................SELECT
“ FLAPS 1 ”
At S speed with positive speed trend:

FLAPS 0....................................................SELECT
“ FLAPS 0 ”
GND SPOILERS........................................DISARM
AFTER TAKEOFFTITLE STYLE BACK
PF PM
If APU was used for takeoff:

APU BLEED pb-sw..........................................OFF
If the takeoff was performed with TA ONLY:

TA pb.............................................................TA/RA
ANTI ICE pb-sw......................................AS RQRD
“ AFTER T.O/CLB CHECKLIST ”

AFTER T.O/CLB CHECKLIST...............PERFORM
CLICK TOTRANSITION
ALTITUDE BACK
PF PM
At transition altitude:
“ SET STANDARD ”
BARO REF...................................SET STANDARD BARO REF...................................SET STANDARD
CM1 sets STD on the ISIS.
“STANDARD CROSSCHECKED ”
“PASSING FL ___ NOW ”

FLIGHT LEVEL...........................................CHECK
“ CHECKED ”

AFTER T.O/CLB CHECKLIST.............COMPLETE
“ AFTER T.O/CLB CHECKLIST COMPLETE ”
ANTI ICE pb-sw.....................................AS RQRD
CLICK TO EDIT M
TAKEOFF ASTER TITLE
– CALLOUTS 1/2 STYLE
NEXT BACK
THR levers
ACCELERATION
CLB ALTITUDE
THRUST
L/G UP REDUCTION
ALTITUDE
Pitch
12,5°
Thrust
setting
V1 VR
“V ONE”
PF
FMA ''Checked'' ''Gear UP'' FMA FMA
''Positive
''Checked'' ''Thrust set'' ''100 kt'' ''Rotate'' ''Gear UP'' ''Checked'' ''Checked''
climb''
PM
CLICK TO EDIT M
TAKEOFF ASTER TITLE
– CALLOUTS 2/2 STYLE
PREV BACK
FLAPS 0
TRANSITION
ALTITUDE
FLAPS 1
ACCELERATION
ALTITUDE
PF
FMA ''Flaps 1'' ''Flaps 0'' ''After T/O CLB C/L'' ''Set STD'' ''Checked'' ''Below the line''
''Speed checked” ''Speed checked” ''STD X-checked'' ''After T/O CLB C/L
''Checked'' ''Down to the line…''
“Flaps 1'' “Flaps 0'' ''Passing FL__now'' complete''
PM
CLICK
CROSSWIND MASTER
TO EDITOR TAILWINDTITLE STYLE
TAKEOFF BACK
PF PM
In the case of tailwind, or if the crosswind is above 25 kt:
BRAKES.................................................RELEASE
SIDESTICK.................................FULL FORWARD
Maintain full forward stick until the airspeed
reaches 80 kt.
N1..........................................................INCREASE
Increase progressively N1 to reach CL detent at
20 kt ground speed and FLX(or TOGA) detent at
40 kt ground speed.
CLICK TO EDIT C
MLIMB
ASTER TITLE STYLE
Climb / FL 100
SOP FLOW
End of climb i
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN100CLIMB01 – September 2018
FLOW CLICK TO EDIT MASTER
CLIMB / FL 100TITLE STYLE BACK
PF PM
At 10 000 ft:
LDG lights sw…...............................................OFF
SEAT BELTS sw ....................................AS RQRD
EFIS OPTIONS.......................................AS RQRD EFIS OPTIONS.......................................AS RQRD
ECAM MEMO............................................REVIEW
NAVAIDS……………………………………..CLEAR
OPT FL/REC MAX FL.................................CHECK
SOP CLICK TO
CLIMB MASTER
EDIT/ FL 100 – FTITLE
LOW STYLE BACK
PF
PM
EFIS OPTIONS 1 3 EFIS OPTIONS
4 ECAM MEMO
5
NAVAIDS CLEAR
OPT FL/REC MAX FL
CLICK
END OFTO EDIT
CLIMB –MASTER
SWITCH TOTITLE
CRZ STYLE
PHASE BACK
Final ATC clearance at or above intended CRZ FL:
PERF CRZ FL is automatically updated.

Final ATC Clearance
The FMS switches to CRZ phase.
Intended CRZ FL
Final ATC clearance below intended CRZ FL:
PERF CRZ FL is not automatically updated.

Intended CRZ FL
The FMS does not switch to CRZ phase.
Final ATC Clearance
SWITCH TO CRZ PHASE
CLICK TO EDITCMASTER TITLE STYLE
RUISE
Cruise SOP
Level
i Offset i
Change
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN10CRUISE01 – September 2018
CLICK TO EDIT C
MRUISE
ASTER TITLE STYLE BACK
PF PM
“ ALT CRZ ”
“ CHECK ”
Periodicaly:
ECAM MEMO / SD PAGES.......................REVIEW
FLIGHT PROGRESS..................................CHECK
FLIGHT PROGRESS
• Check the fuel prediction

• Check regularly the fuel: FOB at departure = FOB + FU.
STEP FLIGHT LEVEL..............AS APPROPRIATE
If NAV PRIMARY LOST:

NAVIGATION ACURACY........................MONITOR
LEVEL CHANGETITLE STYLE BACK
If the new flight level is above the current CRZ FL

 The CRZ FL is automatically updated in the ACTIVE/PERF page.
FL350
FL330
If the new flight level is below the current CRZ FL:
•If the distance to destination is more than 200 nm

 The CRZ FL is automatically updated in the ACTIVE/PERF page.
> 200 nm
FL370
FL350 DEST
•If the distance to destination is 200 nm or less, or

•If the selected altitude is lower than FL 200 or the highest DES ALT CSTR:
 The FMS automatically switches from CRZ phase to DES phase.
≤ 200 nm
FL370
DEST
CLICK TO EDIT O
MFFSET
OFFSET REVISION………………………………….SELECT
OFFSET...................................................................INSERT
To resume own navigation:
OFFSET………………………………………………CANCEL
DCLICK TO EDIT
ESCENT MASTER
/ APPR PREPARATION
TITLE STYLE
DESCENT DESCENT DESCENT TRANSITION 10 000 ft

PREPARATION INITIATION MONITORING SOP
SOP SOP SOP SOP FLOW
T/D
80 NM ~ 10 min
TRANSITION
LEVEL
10 000 ft
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1DESCENT01 – September 2018
DESCENT TITLE STYLE
REPARATION BACK
PF PM
WEATHER/LDG INFORMATION………....OBTAIN
NAV CHARTS CLIPBOARD..................PREPARE NAV CHARTS CLIPBOARD..................PREPARE
BARO REF…….............................…….....PRESET i BARO REF………………………...……….PRESET
STATUS PAGE/STATUS MORE PAGE…..CHECK
LANDING PERFORMANCE...................CONFIRM
If a landing assessment is required:

SYNCHRO ECAM button……………………CLICK
LANDING PERFORMANCE….………..COMPUTE
LANDING PERFORMANCE………............CHECK
FMS………………………………………..PREPARE i FMS……..…………………..............CROSSCHECK
RWY COND / BRK ACTION……………...SELECT
RUNWAY SHIFT (if required)………...…....ENTER
BTV (if used)..........................................PREPARE
BRK MED or BTV............................................ARM
RUNWAY LENGTH (if BTV)……................CHECK
APPROACH BRIEFING………………...PERFORM i
LANDING ELEVATION……………………CHECK
ANTI ICE pb-sw…………………..………AS RQRD
DESCENT CLEARANCE………………….OBTAIN
CLEARED ALTITUDE on AFS CP……………SET
DESCENT TITLE STYLE
REPARATION
PF PM
QNH PRESET BACK
CLICK TO EDIT
DESCENTMPASTER TITLE STYLE
REPARATION
FMS PREPARATION BACK
PF PM
1 2 3
Insert lateral and vertical revisions for arrival, as needed i
1 Check and insert data for Descent, Approach and Go-Around i
Check fuel data i
2 Navaids selection or deselection
Revise SEC F-PLN according to circumstances, for example: runway change, circling,
3 alternative approach…
i
DESCENT TITLE STYLE
REPARATION
PF FLIGHT PLAN
PM BACK
Check the F-PLN with approach charts and ND in PLAN mode
DESCENT TITLE STYLE
REPARATION
PERFORMANCE BACK
PF PM
DESCENT TITLE STYLE
REPARATION
PF PM
FUEL AND LOAD BACK
DESCENT TITLE STYLE
REPARATION
PF PM
KCCU BACK
KCCU shortcuts are dedicated to ACTIVE F-PLN only.
DESCENT TITLE STYLE
REPARATION
APPROACH BRIEFING BACK
PF PM
PF briefing Associated display
Miscellaneous
•Accessibility (NOTAMs, weather…)
•Aircraft status (MEL, CDL, STS) STATUS Page
•Other relevant items
Fuel
•Extra (fuel/time) FUEL & LOAD page
Descent
The PF reads the FMS pages while
•T/D (time, position) F-PLN page and ND
•Alt and speed constraints F-PLN page and ND the PM crosschecks with the charts
•MORA/MSA VD
•STAR/VIA ND
•Transition PERF page
Holding
•Entry, MHA, max speed F-PLN page and ND
Approach
•Approach type F-PLN page and ND
•Altitude and FAF identification F-PLN page
•Final descent FPA F-PLN page
•Weather (wind, QNH, OAT) PERF APPR page
•MDA/DA PERF APPR page and FMA
•LDG configuration PERF APPR page
Landing
•Runway lights, length and conditions
•Autobrake/Runway exit FMA and ND
•Use of reversers
Go-Around
• Missed approach procedure F-PLN and PERF GA
Navaids POSITION NAVAIDS page
CLICK TODEDIT MASTER
ESCENT TITLE STYLE
INITIATION BACK
PF PM
At Top of Descent (T/D):
DESCENT……………………........INITIATE
“ THR IDLE, DES

FL 220 blue ”
Other examples
of FMA
i
“ CHECKED ”
EFIS OPTIONS……………………………AS RQRD EFIS OPTIONS……………………………AS RQRD
Early / Late descent i
CLICK TODEDIT MASTER
ESCENT TITLE STYLE
INITIATION
PF PM
FMA BACK
•Descent in managed vertical mode:
PUSH
•Descent in selected vertical mode:
PULL
CLICK TOEARLY
EDIT/LMASTER
ATE TITLE STYLE
DESCENT BACK
Early Descent
Predicted shallow converging

path ~ -500 ft/min
Predicted shallow converging

path ~ -1 000 ft/min
FL100
Late Descent
Predicted converging path with:

• Idle thrust
•½ Speedbrakes
FL100
CLICK TODESCENT
EDIT MMASTER TITLE STYLE
ONITORING BACK
PF PM
DESCENT…………………MONITOR/ADJUST i
DESCENT MONITORING
PFD:
i
ND:
MFD:
VD:
Speed range:
CLICK TODESCENT
ONITORING
PF PM
SPEEDBRAKES BACK
In THR DES, if the speed brakes are extended, the A/THR will increase thrust to
remain on the computed profile.
CLICK TODESCENT
ONITORING
PF PM
VERTICAL DEVIATION
BACK
FMS computed flight path
ENERGY CIRCLE
In HDG or TRK mode, displays the distance required to descend, decelerate and configure the aircraft, in order to
land at Vapp.
CLICK TO T
EDIT MASTER
RANSITION TITLE STYLE
LEVEL BACK
PF PM
When the aircraft approaches the transition level, and when cleared for an altitude:
“ SET QNH ___ ”

BARO REF…..…………………………….SET QNH BARO REF...............................................SET QNH
CM1 sets the QNH on the ISIS.
“QNH ___ CROSSCHECKED ”
“PASSING ___ FT NOW ”

ALTITUDE......................................CROSSCHECK
“ CHECKED ”
CLICK TO EDIT10M000
ASTER
FT TITLE STYLE BACK
PF At 10 000 ft:
PM
LDG lights sw…….………………………………ON
SEAT BELTS sw.………………………..………..ON
CSTR pb on EFIS CP…….……………………...ON CSTR pb on EFIS CP…………….…….….…….ON
LS pb.………………………………………AS RQRD LS pb.………………………………………AS RQRD
NAVAIDS………………………...AS RQRD/CHECK
If NAV PRIMACY LOST:

NAVIGATION ACCURACY……………...MONITOR
“ APPROACH C/L ”
APPROACH CHECKLIST...................COMPLETE
“ APPROACH C/L COMPLETE ”
CLICKDTO
ESCENT MASTER
EDIT 10 000 FT -TITLE
FLOWSTYLE BACK
PF
PM
CSTR CSTR
1 3
LS 2
4
LS
3
NAVAIDS
AC
PPROACHES MASTER
LICK TO EDIT WITH LSTITLE
GUIDANCE
STYLE
LS Guidance
Initial and Intermediate Approach Final Approach
SOP SOP
Aircraft Configuration for Approach

SOP
D
or Flaps 1
ACTIVATE
APPR * 1
Flaps 2
2
L/G down 2 000 ft AGL at the latest
CALLOUTS
Flaps 3
CDA profile i
Flaps FULL
Approaches list i
VAPP
Be stabilized in LDG CONF at VAPP:

1 or 2 i At 1 000 ft AGL mini IMC…
500 ft AGL mini VMC…
FAF
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1XLSAPPR01 – September 2018
CLICK TO EDIT MASTERLIST
APPROACHES TITLE STYLE BACK
Glossary i
i
Single diamond
Double diamonds
Mixed
CLICK TOAEDIT MASTERLTITLE
PPROACHES IST STYLE
GLOSSARY
BACK
ABAS: Airborne Based Augmentation System

APV: Approach Procedure with Vertical guidance
BARO-VNAV: Barometric Vertical NAVigation = Computed vertical guidance based on barometric altitude
CDFA: Continuous Descent Final Approach
GBAS: Ground Based satellite Augmentation System
LNAV: Lateral NAVigation
LPV: Localizer Performance with Vertical guidance
PBN: Performance Based Navigation
RNAV (GNSS): aRea NAVigation (Global Navigation Satellite System)
RNP APCH: Required Navigation Performance approach
RNP AR: Required Navigation Performance with Authorization Required
SBAS: Satellite Based Augmentation System
VNAV: Vertical NAVigation
AC
PPROACHES MASTER
GUIDANCE
STYLE
CDA Profile BACK
D D 1 2
AC
PPROACHES MASTER
GUIDANCE
STYLE
FLAP 1 or FLAP 2 Pseudo-Waypoints BACK
1 informs the flight crew of the beginning of the segment where the slats/flaps should be at least in
movement toward configuration 1.
2 informs the flight crew of the beginning of the segment where the slats/flaps should be at least in
movement toward configuration 2.
The flight crew should select the corresponding configuration at the pseudo-waypoint at the latest.
AC
PPROACHES MASTER
GUIDANCE
STYLE
APPROACH CAPABILITIES BACK
LAND3 LAND3 LAND2 LAND1 APPR1 F-APP F-APP RAW

DUAL SINGLE + RAW ONLY
ILS ILS
FLS
GLS
SLS
AIRCRAFT CONFIGURATION FOR APPROACH – 1/3
CLICK TO EDIT M ASTER TITLE STYLE
INITIAL APPROACH
NEXT BACK
PF PM
i F-PLN SEQUENCING..............................ADJUST
or APPROACH PHASE.…………….......CHECK / ACTIVATE i
If AP on: PF action.
If AP off: PM action.
i MANAGE SPEED......................................CHECK
FLIGHT PATH........................................MONITOR NAV ACCURACY....................................MONITOR i
SPEED BRAKES lever...........................AS RQRD
INITIAL APPROACH
PF PM
APPROACH PHASE BACK
Do not confuse “ ACTIVATE APPROACH PHASE ” with “ ARM APPROACH “.
Once APPROACH PHASE is activated and speed is

managed, deceleration starts. Target speed is VAPP.
CONF SPEED
0 Green Dot
In managed speed, deceleration stops at the following 1 S speed
speeds depending on the configuration:
The A/THR maintains the maneuvering speed of the 2 F speed
current configuration.
3 F speed
FULL VAPP
INITIAL APPROACH
PF F-PLN SEQUENCING
PM
BACK
Ensure correct F-PLN sequencing when radar vectored:

• Monitor the TO waypoint on ND.
A correct F-PLN sequencing ensures:

• Missed Approach route availability in case of go-around
• Correct predictions
• Updated information on Vertical Display.
INITIAL APPROACH
PF PM
NAV ACCURACY BACK
On the POSITION/MONITOR MFD page, check that the required navigation accuracy is
appropriate to the phase of flight.
INITIAL APPROACH
PF PM
MANAGED SPEED BACK
Check that the managed speed is active and monitor the target speed.
Note: The aircraft decelerates automatically at the DECEL pseudo waypoint when managed speed is active
and NAV, xLOC* or xLOC mode is engaged.
If a particular speed is required, use selected speed and adjust the aircraft configuration accordingly.
INTERMEDIATE / FINAL APPROACH
PREV NEXT BACK
PF PM
Early Stabilized or
Decelerated Approach i
Below VFE next and at 1 at the latest:

“ FLAPS 1 ”
“ SPEED CHECKED ”
FLAPS 1.................................................SELECT
“ FLAPS 1 ”
TA pb.....................................TA ONLY or TA/RA
Below VFE next and at 2 at the latest:

“ FLAPS 2 ”
FLAPS 2.................................................SELECT
“ FLAPS 2 ”
“ GEAR DOWN ”
LANDING GEAR........................SELECT DOWN
“ GEAR DOWN ”
RWY COND / BRAKING ACTION.......CONFIRM

AUTOBRAKE.......................................CONFIRM
GND SPOILERS...........................................ARM
EXTERIOR LIGHTS.......................................SET
C LICK TOCEDIT
AIRCRAFT MASTER M
ONFIGURATION TITLE STYLE
ANAGEMENT BACK
Decelerated Approach Be stabilized in LDG CONF and VAPP at 1 000 ft AGL (500 ft VMC)
D Flaps 1 Flaps 2
1 L/G down 2000 ft AGL at the latest
2
Flaps 3
Flaps FULL
1 000 ft AGL
VAPP at the latest
FAF
Early Stabilized Approach Be stabilized in LDG CONF and VAPP at FAF.
Enter VAPP as speed constraint at FAF in the ACTIVE F-PLN page.

The aircraft will reach the D pseudo waypoint sooner.
D Flaps 1
1 Flaps 2
2 L/G down VAPP
Flaps 3
Flaps FULL
Early stabilized approach must be performed:

• When using selected vertical guidance, or
• When flying a high glide slope, or
• In case of low altitude intermediate approach (below 2500 ft AGL).
© AIRBUS SAS 2016. All rights reserved. Confidential and FAF
proprietary document.
INTERMEDIATE / FINAL APPROACH
PREV BACK
PF PM
Below VFE next:
“ FLAPS 3 ”
FLAPS 3.................................................SELECT
“ FLAPS 3 ”
L/G downlock indication on PFD...........CHECK
Below VFE next:

“ FLAPS FULL ”
FLAPS FULL..........................................SELECT
“ FLAPS FULL”
A/THR............................CHECK SPEED or OFF

SLIDING TABLE........................................STOW SLIDING TABLE........................................STOW
LANDING MEMO...................CHECK NO BLUE
CABIN CREW..........................................ADVISE
CABIN REPORT………………………..RECEIVE CABIN REPORT………………………...RECEIVE
“ LANDING C/L “ LANDING CHECKLIST.......................PERFORM

“ LANDING C/L COMPLETED ”
XLS GUIDANCE
INITIAL / INTERMEDIATE APPROACH
BACK
PF PM
When cleared for the LS approach and on the intercept trajectory for the final approach course:
APPR pb on AFS CP..................................PRESS

xLOC............................................CHECK ARMED
xG/S..............................................CHECK ARMED
For ILS:
AP1+2.................................................................ON
xLOC CAPTURE....................................MONITOR
xG/S CAPTURE.....................................MONITOR
When xG/S*:
GO-AROUND ALTITUDE.................................SET
If AP on: PF action.
If AP off: PM action.
At Final Approach Fix (FAF):

“ PASSING _____ , _____ FT ”
XLS GUIDANCE
FINAL APPROACH
BACK
PF PM
FLIGHT PARAMETERS..........................MONITOR
APPROACHING MINIMUM
For:
• ILS
SOP
• GLS
• RNAV(GNSS) with LPV minima
For:
• VOR
• NDB
• LOC
SOP
• LOC G/S OUT
• LOC BC
• RNAV(GNSS) with LNAV/VNAV minima
• RNAV(GNSS) with LNAV minima
LS GUIDANCE
FINAL APPROACH – APPROACHING MINIMUM
BACK
PF ILS, GLS, RNAV(GNSS) with LPV minima PM
100 ft above minimum:

“ ONE HUNDRED ABOVE ”
if no auto-callout:
ANNOUNCE “ ONE HUNDRED ABOVE ”
“ CHECKED ”
At minimum:
“ MINIMUM ”
if no auto-callout: ANNOUNCE “ MINIMUM ”
If the flight crew does not obtain appropriate visual references:

“ GO-AROUND – FLAPS "
If the flight crew obtains appropriate visual references:

“ CONTINUE "
AP.....................................................................OFF
LS GUIDANCE
FINAL APPROACH – APPROACHING MINIMUM
BACK
PF VOR, NDB, LOC, LOC G/S OUT, ... PM

100 ft above minimum:
“ ONE HUNDRED ABOVE ”
if no auto-callout:
ANNOUNCE “ ONE HUNDRED ABOVE ”
“ CHECKED ”
At minimum:
“ MINIMUM ”
if no auto-callout: ANNOUNCE “ MINIMUM ”
If the flight crew does not obtain appropriate visual references:

“ GO-AROUND – FLAPS "
If the flight crew obtains appropriate visual references:

“ CONTINUE "
AP.....................................................................OFF
“ FD OFF ” FD............................................................AS RQRD
“ BIRD ON ” TRK/FPA...........................................CHECK / SET
“ SET RUNWAY TRACK ” RWY TRACK....................................CHECK / SET
LS APPROACH TITLE 1/2
– CALLOUTS STYLE
NEXT BACK
D
or Flaps 1
ACTIVATE
APPR * 1
Flaps 2
2
L/G down 2 000 ft AGL at the latest
Flaps 3
Flaps FULL
VAPP
Be stabilized in LDG CONF at VAPP:

At 1 000 ft AGL mini IMC…
500 ft AGL mini VMC…
FAF
PF
FMA ''Flaps 1'' FMA FAF ''Flaps 2'' '‘Gear down'' ''Flaps 3'' ''Flaps FULL''
''Speed checked '‘Passing ''Speed checked ''Speed checked ''Speed checked

''Checked'' ''Checked'' ‘Gear down''
Flaps 1'' ___/___ ft'' Flaps 2'' Flaps 3'' Flaps FULL''
PM
LS APPROACH TITLE 2/2
– CALLOUTS STYLE
PREV BACK
400 ft
Minimum+100 ft
Minimum
PF
“AP OFF“
“Continue” or
“LANDING C/L” “Checked” FMA “Checked” or “AP OFF"
“Go around Flaps” “FD OFF“
“SET RUNWAY TRACK”
“ONE HUNDRED ABOVE” “MINIMUM”
“LANDING C/L
“Checked”
Complete”
PM
ACPPROACH WM
LICK TO EDIT FPATITLE
ASTER
ITH GUIDANCE
STYLE
Early Stabilized Approach i
Approach Types using FPA i
When cleared for approach Before FAF
SOP SOP
D
or
- -
ACTIVATE
APPR *
VAPP
FPA Pull
Flaps 1 Flaps 2 L/G down Flaps 3 Flaps FULL
preset FPA
0.3 nm
Minimum
IAF FAF
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1FPAGUID01 – September 2018
ACPPROACH WM
LICK TO EDIT FPATITLE
ASTER
ITH GUIDANCE
STYLE
Early Stabilized Approach i
Approach
Enter VAPP as a constraint at the Types
start ofusing FPA
final descent i
waypoint in order to upstream
Decel Point:
SHEMA
When cleared for approach Before FAF
SOP SOP
D
or
- -
ACTIVATE
APPR *
VAPP
FPA Pull
Flaps 1 Flaps 2 L/G down Flaps 3 Flaps FULL
preset FPA
0.3 nm
Minimum
IAF FAF
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1FPAGUID01 – STD 0.0 – ISSUE 1.3
CLICKAPPROACH MYPES
TO EDIT T ASTER TITLE
USING FPASTYLE BACK
CLICK TO EDIT
WHEN MASTER
CLEARED TITLE STYLE
FOR APPROACH BACK
PF PM
When cleared for the approach and on intercept trajectory for the final approach course:
LATERAL GUIDANCE MODE......SET FOR APPR
For LOC, ILS G/S OUT and LOC B/C approaches:
LOC pb........................................................PRESS
LOC(LOC B/C)..............................CHECK ARMED
LATERAL PATH..................................INTERCEPT
TRK/FPA pb..............................................SELECT
BEFORE FAF TITLE STYLE BACK
PF PM
FPA for final approach....................................SET
At 0.3 nm from FAF:

FPA knob........................................................PULL
FPA mode................................CHECK ENGAGED

POSITION/FLIGHT PATH......MONITOR / ADJUST
GO-AROUND ALTITUDE.................................SET
CLICK TO G O-A
EDIT MASTER
ROUND TITLE STYLE
2nd APPROACH i
DECISION GO-AROUND THRUST ACCELERATION
INITIATION REDUCTION
i SOP SOP SOP
DIVERSION i
CALLOUTS
Discontinued FMS switches to

Approach i CLB phase:
Target Spd:
FLAPS 0 250 kt
FLAPS 1
THR levers
GA ACCELERATION
CLB ALTITUDE
L/G UP
TOGA then FLX/MCT
GA THRUST
Follow FDs REDUCTION
FLAPS retract 1 step ALTITUDE
SPATIAL
DESORIENTATION i
REJECTED
LANDING i
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document VFTDN10GOARND01 – September 2019
CLICK TO G O-A
EDIT MASTER
ROUND TITLE STYLE
GO-AROUND AND SPATIAL DESORIENTATION BACK
If the aircraft is light, a high acceleration is expected when performing a go-around.
This can lead to spatial disorientation:

Pilot illusion
Actual path
Possible pilot reaction

based on illusion
To avoid inappropriate commands, after selecting TOGA:

•PF follows the FD bars
•PF & PM monitor flight parameters on the PFD
•PM calls for deviations:
o“PITCH” if pitch is below 10° or above 20°
o“BANK” if bank is above 7°
o“SINK RATE” if there is no climb rate.
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document
CLICK TO G O-A
EDIT MASTER
ROUND TITLE STYLE
REJECTED LANDING BACK
A rejected landing is a go-around maneuver initiated below the minima.
For a rejected landing:
•Set and keep TOGA
•Do not retract FLAPS immediately
•If the aircraft is on the runway when thrust is applied, a CONFIG warning will be generated if the FLAPS
are in CONF FULL
•Retract flaps one step when positive climb is achieved
•Retract the landing gear when a positive rate of climb is established with no risk of further touch down
•FLX/MCT detent (Soft Go-Around) can be set
•Climb out is standard.
In any case, if reverse thrust has been applied, a full stop landing must be completed.
CLICK TO G O-A
EDIT MASTER
ROUND TITLE STYLE
DECISION BACK
The flight crew must initiate a go-around

if the approach is not stabilized and maintained (in speed, altitude or flight path)
below 1 000 ft (IMC) or 500 ft (VMC).
CLICK TO G O-A
EDIT MASTER
ROUND TITLE STYLE
DISCONTINUED APPROACH BACK
At or above the AFS CP altitude, the flight crew can use the discontinued approach technique to stop the approach.
At or above AFS CP altitude:

• Discontinued Approach, or
• Go-around procedure.
AFS CP altitude
Below AFS CP altitude:

• Go-around procedure.
The discontinued approach technique is:
• Announce “ CANCEL APPROACH ”

• Disarm the APPR(LOC) AP/FD modes ( )
• Select lateral mode as required (NAV or HDG)
• Select vertical mode as required (Level off or adjust V/S)
• Select SPEED and adjust
• Revise F-PLN as required.
Note:
• The FMS does not automatically string the previous flown approach in the active F-PLN when the
aircraft overflies the last waypoint.
• Because the thrust levers are not set to TOGA detent, the FMS remains in approach phase.
CLICK TO
GOEDIT MASTER
-AROUND TITLE STYLE
INITIATION BACK
PF PM
Fly, Navigate, Communicate
GOLDEN RULE #1 In that order, with the appropriate tasksharing.
GOLDEN RULE #4 Take actions if things do not go as expected.
Simultaneously:
i THRUST levers................TOGA THEN FLX/MCT

ROTATION...........................................PERFORM FLIGHT PARAMETERS…………………MONITOR
12.5° with two engines, 10° with one engine out
“ GO-AROUND, FLAPS ”
FLAPS.................................RETRACT ONE STEP
“ FLAPS x ”
“ MAN GA SOFT, SRS, NAV,
A/THR blue ” “ CHECKED ”
When Vertical Speed is positive :

“ POSITIVE CLIMB ”
“ GEAR UP ”
LANDING GEAR................................................UP
“ GEAR UP ”
NAV or HDG............................................AS RQRD

© AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document
CLICK TO
GOEDIT
-A MAASTER
ROUND
INITIATING TITLE STYLE
INITIATION
GO-AROUND
BACK
PF
To initiate a go-around, the PF must set the THR levers to TOGA detent (full forward mechanical stop) without delay,PM
then FLX/MCT.
First: TOGA
The TOGA detent:
•Activates the go-around phase of the FMS (SRS and NAV AP/FD modes)
•Activates the go-around flight plan
•Adjusts the target speed (VAPP or current speed, whichever is higher).
Then: FLX/MCT
MAN GA SOFT must be displayed.
If, when reading the first column of the FMA, you do not have MAN GA SOFT or
MAN TOGA, immediately set the thrust levers to TOGA detent.
At
Atany
anytime,
time,ififneeded,
needed,the
thePF
PFcan
canset
setthe
theTHR
THRlevers
leversback
backtotoTOGA.
TOGA.
CLICK TOTEDIT
HRUSTMR
ASTER TITLE STYLE
EDUCTION BACK
PF PM
At GA THRUST REDUCTION ALTITUDE, LVR CLB flashes on the FMA:
THRUST LEVERS..............................................CL
“ THR CLB, A/THR ”

“ CHECKED ”
HIGH ENERGY GO-AROUND
The PF must be ready to set the THR levers to the CL detent as soon as LVR CLB flashes on the FMA,
especially in the following cases:
•Go-around near or above the GA THR RED ALT:

When performing a go-around near or above the GA thrust reduction altitude, there is a risk of overspeed
(VLE, VFE, VMO).
•Go-around near the MISSED APPROACH ALTITUDE:

When performing a go-around near the MISSED APPROACH ALTITUDE set on the AFS CP, there is a
risk of altitude excursion as well as overspeed.
ACCELERATION BACK
PF PM
At GA ACCELERATION ALTITUDE:
The speed target increases to initial CLB speed.
“ CLB ”
“ CHECKED ”
At F speed with positive speed trend:

FLAPS 1....................................................SELECT
“ FLAPS 1 ”
At S speed with positive speed trend:

FLAPS 0....................................................SELECT
“ FLAPS 0 ”
GND SPOILERS........................................DISARM
NOSE LIGHTS..................................................OFF
“ AFTER T.O/CLB C/L ”

AFTER T.O/CLB CHECKLIST...............PERFORM
“ AFTER T.O/CLB C/L COMPLETE ”
CLICK TOSEDIT MASTER
ECOND TITLE STYLE
APPROACH BACK
PF PM
If the flight crew decides to fly a second approach:

APPROACH PHASE..............................ACTIVATE
The flight crew activates the APPROACH phase on the PERF page of the MFD.
The FMS keeps the previous approach in the ACTIVE F-PLN.
CLICK TO EDITDIVERSION
MASTER TITLE STYLE BACK
PF PM
If the flight crew decides to fly to an alternate destination

and once clearance is obtained and flight path is established:
FMS...........................................................UPDATE i
At transition altitude:
“ SET STANDARD ”
BARO REF................................PUSH STANDARD BARO REF................................PUSH STANDARD
CM1 sets STD on the ISIS.
“STANDARD CROSSCHECKED ”
“PASSING FL ___ NOW ”
FLIGHT LEVEL...........................................CHECK
“ CHECKED ”
CLICK TO EDITDIVERSION
MASTER TITLE STYLE
PF PM
FMS UPDATE BACK
•If the ALTERNATE was prepared:

Lateral Revision.......................ENABLE ALTN
The lateral mode reverts to HDG (if previously in NAV).
•If the SEC F-PLN was prepared to a diversion airfield:

SEC F-PLN...........................SWAP TO ACTIVE
•If no ALTERNATE was prepared:

SPD + OP CLB mode...........................SELECT
When cleared to a waypoint:
DIRECT TO.......................................PERFORM
NEW DEST.............................................INSERT
CRZ FL..................................................UPDATE
F-PLN..................................................FINALIZE
CLICK TO EDITCM ASTER TITLE STYLE
ALLOUTS BACK
FLAPS 0
FLAPS 1
THR levers
CLB GA ACCELERATION
ALTITUDE
L/G UP
TOGA then FLX/MCT
GA THRUST
Follow FDs REDUCTION
FLAPS retract 1 step ALTITUDE
PF
'‘Go-Around, Flaps'' FMA ''Gear UP'' FMA FMA ''Flaps 1'' ''Flaps 0'' ''After T/O CLB C/L''
''Positive ''Speed checked” ''Speed checked” ''After T/O CLB C/L

'‘Flaps x'' ''Checked'' ''Gear UP'' ''Checked'' ''Checked''
climb'' “Flaps 1'' “Flaps 0'' complete''
PM
LANDING
The approach must be stabilized at: FLARE ROLLOUT
1 000 ft in 500 ft in MANUAL SOP SOP

IMC VMC
AUTOLAND SOP SOP
CALLOUTS
1 000 ft
500 ft
Flare REV REV REV
Retard MAX IDLE STOW
Crosswind i Gnd Spoilers and

Autobrake i
Max tailwind for landing with decelerated approach: 10 kt
Max tailwind for landing with early stabilized approach: 15 kt
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1LANDING01 – September 2018
LANDING
CROSSWIND
BACK
The flare technique is conventional.
Use the rudder to align the aircraft with the runway heading during the flare.
For information about crosswind limitations,

refer to: FCOM / Runway condition assessment matrix for landing.
FLARE BACK
PF PM
The flare technique is conventional.
Around 40 ft RA:
FLARE...................................................PERFORM ATTITUDE...............................................MONITOR
At 20 ft:
“ RETARD ”
The automatic callout is a reminder for the PF to retard thrust levers to IDLE.
GROUND CLEARANCE
Pitch more than 7.5° : Rely on the autocallout “PITCH – PITCH”

If the bank angle reaches 6.5°, the PM should call out “BANK – BANK”
CLICK TO EDITRMASTER TITLE STYLE
OLLOUT BACK
PF PM
At touchdown:
DEROTATION...........................................INITIATE
“ SPOILERS ”
All REVERSER levers......REV MAX or REV IDLE
DIRECTIONAL CONTROL.......................ENSURE
Use rudder pedals to keep the aircraft on the runway “ BTV ”
centerline.
If A/BRK is selected and the runway state is worse than “ DECEL ”

expected:
PEDAL BRAKING.......................APPLY IMMEDIATELY ‘‘DECEL’’ callout means that the deceleration is felt by
the crew and confirmed by the speed trend on the PFD.
If no deceleration, call ‘‘NO DECEL’’.
At 70 kt:
“ SEVENTY KNOTS ”
“ CHECK ”
All REVERSER levers....................................IDLE
At taxi speed:
All REVERSER levers..................................STOW
AUTO BRK................................................DISARM
At taxi speed, use the steering handwheel.
CLICK TO AEDIT MASTER
UTOLAND TITLE STYLE
- FLARE BACK
PF PM
At any time, if AUTOLAND light comes on, take over.
Between 50 ft and 40 ft RA:

LAND 3
“ FLARE ”
FLARE...................................................MONITOR
If FLARE not displayed on FMA, take over.
Around 30 ft RA:
THR IDLE ON FMA.....................................CHECK
LAND 3
At “ RETARD ” autocallout (around 10ft RA):

“ RETARD ”
THRUST LEVERS............................................IDLE
LATERAL GUIDANCE............................MONITOR
CLICK TOAUTOLAND
- ROLLOUT BACK
PF PM
At touchdown:
LAND 3
“ ROLLOUT ”
ALL REVERSER levers....REV MAX or REV IDLE “ SPOILERS ”

DIRECTIONAL CONTROL......................MONITOR “ BTV ”
“ DECEL ”
At 70 kt:
All REVERSER levers....................................IDLE “ SEVENTY KNOTS ”
At taxi speed:
All REVERSER levers..................................STOW
AUTO BRK................................................DISARM
If Auto Rollout:
when vacating the runway:
AP.....................................................................OFF
LANDING
GROUND SPOILERS AND AUTOBRAKE BACK
On ground, the ground spoilers deploy:
• If armed, as soon as both THR LVRs are on IDLE, or
• If not armed, as soon as one REV is selected and the other THR LVR is on IDLE.
The autobrake is activated:
• If the ground spoilers are deployed, and
• 5 seconds after touchdown or when the nose wheel is on the ground, whichever occurs first.
CLICK TO EDITCM ASTER TITLE STYLE
ALLOUTS BACK
Radio-altitude callouts start at 2500 ft RA.

“2500”
1 000 ft
minimum
+
Flare REV REV REV
100 ft Retard MAX IDLE STOW
minimum
“ONE “HUNDRED
“MINIMUM” “RETARD”
THOUSAND” ABOVE”
PF
''Checked'' ''Checked'' '‘Continue''
'‘Spoilers'‘
'‘Rev Green'‘ “DECEL” “70 kt”
'‘BTV'‘
PM
CLICK
AFTER LANDING / PM
TO EDIT ASTER /TITLE
ARKING STYLE
SECURING
AFTER LANDING PARKING SECURING THE

AIRCRAFT
SOP FLOW SOP FLOW SOP FLOW
P13
LR
W1
W37
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1AFTLAND01 – September 2019
AFTER LANDINGTITLE STYLE BACK
PF PM
GND SPLRS..............................................DISARM
i FLAPS....................................................RETRACT
APU..............................................................START
EXTERIOR LIGHTS.........................................SET ANTI ICE.................................................AS RQRD
ND RANGE sel...........ZOOM / AS APPROPRIATE ND RANGE sel...........ZOOM / AS APPROPRIATE
TAXI pb...................................................AS RQRD TAXI pb...................................................AS RQRD
WX pb.................................................CHECK OFF WX pb.................................................CHECK OFF
BRK TEMPERATURE............................MONITOR
i
BRAKE FAN pb…...……………………...AS RQRD
“ AFTER LANDING C/L ”

AFTER LANDING CHECKLIST...........COMPLETE
“ AFTER LANDING C/L COMPLETE ”
AFTER LANDINGTITLE STYLE
PF PM
FLAPS AND SLATS BACK
Approach made in icing conditions

OR Do not retract flaps and slats before
Runway contaminated with slush or ground inspection.
snow
AFTER LANDINGTITLE STYLE
PF BRAKE TEMPERATURE PM BACK
To avoid brake oxidation, do not use the BRK FANS until at least 5 minutes after landing.
If needed, start the BRK FANS before reaching the gate (carbon dust contamination).
Even if taxi time is less than 5 minutes.
If brakes temperature exceeds 300°C:

Use the BRK FANS without oxidation
BRAKES HOT consideration.
For brakes temperatures requiring maintenance actions, refer to FCOM > Procedures > Supplementary
Procedures > 32 > Brakes temperatures requiring maintenance action.
CLICK TO
AFTER MASTER
EDITLANDING – FTITLE
LOW STYLE BACK
PF
ANTI ICE
PM 3
2
APU
2
EXTERIOR LIGHTS
ND RANGE
TAXI
WX
3 4
ND RANGE
TAXI
WX
5
BRK TEMPERATURE
1
GND SPLRS 1
FLAPS
PARKING 1/2 TITLE
NEXT STYLE BACK
PF PM
ACCU.........................................................CHECK ANTI ICE...........................................................OFF

i PARK BRK handle............................................ON APU BLEED pb..................................................ON i
SLIDES..................................CHECK DISARMED
SEAT BELTS sw..............................................OFF
BEACON sw....................................................OFF FUEL PUMPS...................................................OFF
OTHER EXTERIOR LIGHTS..................AS RQRD HUD (if installed)..........................................STOW
HUD (if installed).........................................STOW XPDR……………………………………………STBY
IRS PERFORMANCE.................................CHECK i
GROUND CONTACT.....................ESTABLISH FUEL QUANTITY........................................CHECK
MECH
i PARK BRK handle.................................AS RQRD BRK FAN pb (if installed)......................AS RQRD
“ PARKING C/L ”
PARKING CHECKLIST........................COMPLETE
“ PARKING C/L COMPLETE ”
PARKING 1/2 TITLE STYLE
PF PM
PARK BRK SET BACK
If brakes temperature is above 500°C (350°C with BRK FANS ON), do not set
PRK BRK, except if required for operational reasons.
Advise ground staff that brakes are hot.

MECH
PF PM
APU BLEED BACK
Set the APU BLEED pb to ON, before engine shutdown, to prevent engine
exhaust fumes from entering the air conditioning.
PF PM
IRS PERFORMANCE BACK
PF PM
PARK BRK BACK
If one brake temperature is above 300°C (150°C with BRK FANS ON) and if
operational conditions permits (no slippery or slopping tarmac), release the
PARK BRK after chocks are in place.
PARKING 2/2 TITLE
PREV STYLE BACK
CM1 CM2
DISPCH pb………………………………….…PRESS
LOGBOOK............................................COMPLETE
Complete the logbook according to the active
dispatch messages.
If icing conditions with freezing fog:

TAXI-IN TIME…………………....………….RECORD
CLOSE FLIGHT button.................................CLICK CLOSE FLIGHT button.................................CLICK
PARKING TITLE STYLE
– FLOW BACK
PF
FUEL PUMPS
PM
3
2 APU BLEED
BEACON
Other EXT LIGHTS 1 ANTI ICE
6
5
SEAT BELTS
7
GND CONTACT
MECH 5
BRK FANS
4
SLIDES
4
IRS PERFORMANCE
FUEL QUANTITY
XPDR STBY
ENG MASTERS
3
8 2
PARK BRK 1
ACCU
CLICK TO EDIT MTHE
SECURING ASTER TITLE STYLE
AIRCRAFT BACK
CM1 CM2
PARK BRK handle............................................ON OXYGEN CREW SUPPLY pb-sw....................OFF

PARK BRK indication..........CHECK DISPLAYED EXTERIOR LIGHTS.........................................OFF
All IR MODE selectors…................................OFF GND SVCE CTL sw…...…………………AS RQRD
APU BLEED pb-sw..........................................OFF
EXT PWR pb-sw.....................................AS RQRD
EMER EXIT LT sw............................................OFF
SIGNS sw.........................................................OFF
EFB LAPTOPS................................................OFF EFB LAPTOP....................................................OFF
“ SECURING THE AIRCRAFT C/L ”

SECURING THE A/C CHECKLIST......COMPLETE
“ SECURING THE AIRCAFT C/L COMPLETE ”
ALL BAT pb-sw (2, EMER 2, EMER 1, 1).......OFF
CLICK TO EDIT
SECURING MAASTER
THE TITLE
IRCRAFT STYLE
– FLOW BACK
CM1
CM2
IR
1
PARK BRK
4 EXT PWR 4
1
APU BLEED
OXY CREW SUPPLY 8
3 3
EFB LAPTOP EFB LAPTOP
APU MASTER SW
5
2 EMER EXIT LT
EXT LIGHTS 6
SIGNS 7
CLICK TO AP/FD
EDIT MAND A/THR
ASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT
AP/FD
ENGAGEMENT and
DISENGAGEMENT i
A/THR
ENGAGEMENT and
DISENGAGEMENT i
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1000AUTO01 – September 2018
AP/FD
CLICK TO EDIT – 1/2 TITLE STYLENEXT
MASTER BACK
ENGAGEMENT
AP OFF / FD OFF
Manual flight
without FD
1 Set FD ON
2
Use AFS CP to adjust FMA
for the intended flight path
AP OFF / FD ON
Manual flight
with FD
3 Set AP ON i
AP ON / FD ON EXPECTED FMA
Autoflight
Never engage
with AP/FD AP without
expected FMA.
AP/FD
CLICK TO EDIT – 1/2 TITLE STYLE
MASTER
ENGAGEMENT
BEFORE SETTING AP ON BACK
If large orders are required to achieve the intended flight path, center the FD bars
before setting AP ON.
AP/FD
MASTER PREV BACK
DISENGAGEMENT
AP ON / FD ON
Autoflight
with AP/FD
Press the AP CAVALERY CHARGE

AT AP DISCONNECTION
1 INSTINCTIVE DISC Press a second time on the AP INSTINCTIVE DISC
pb to disconnect AP pb to cancel the aural and visual indications.
AP OFF / FD ON
Manual flight
with FD
2 Set FD OFF
AP OFF / FD OFF
Manual flight
without FD
A/THR
CLICK TO EDIT – 1/2 TITLE STYLENEXT
MASTER BACK
ENGAGEMENT
A/THR OFF
Flight with
manual thrust
1 Press the A/THR pb
2
Move the THR levers to
the CL detent
A/THR ON
Flight with
A/THR
A/THR
MASTER PREV BACK
DISENGAGEMENT
A/THR ON
Flight with
A/THR
1
Move thrust levers
to match current thrust
Press A/THR INSTINCTIVE DISC pb i

2
to disconnect the A/THR
A/THR OFF
Flight with
manual thrust
A/THR
MASTER
DISENGAGEMENT
A/THR INSTINCTIVE DISCONNECT PUSHBUTTON BACK
Caution: Holding the A/THR INSTINCTIVE DISC pb for 15 s or more will

disconnect the A/THR for the remainder of the flight. All A/THR modes,
including A.FLOOR protection will be lost. The A/THR will be recovered at
the next aircraft power-up.
CB
LICK TO MVASTER
TO EDIT
RAKE ACATE (BTV)
TITLE STYLE
The use of BTV is prohibited on contaminated runway or

any reverse inoperative or
any failure affecting landing distance.
Descent Preparation Reconfiguration during

approach Landing
BTV ARMING
SOP i i
T/D
If the runway condition is worse than selected

during descent preparation :
PEDAL BRAKING……..APPLY IMMEDIATELY
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document VFTDN10000BTV01 – March 2019
CLICK TOBTV
CONFIGURATION BACK
PF PM
RWY COND/BRAKING ACTION……...….SELECT
RUNWAY SHIFT (if required)……………...ENTER
ND MODE.......................................................PLAN
ND RANGE...................................................ZOOM
i RUNWAY.....................................................CHECK
i RUNWAY EXIT...........................................SELECT
BTV..................................................................ARM
Arm BTV while the ND setting is PLAN/ZOOM.
Otherwise, BRK MED will be armed.
ANF LDA vs. CHARTS LDA……..CROSSCHECK

Do not use BTV if the difference exceed 35 m (115 ft).
CLICK TOBTV
CONFIGURATION
PF PM
CHECK SELECTED RUNWAY BACK
The FMS runway ( ) is automatically Runway 14R is manually selected by the

selected (No crew action). flight crew.
GS 140 GS 140
RWY 14L – 3000 M – WET-5 RWY 14R – 3200 M – WET-5
CLICK TOBTV
CONFIGURATION
PF SET BTV EXIT PM BACK
1 - Click on an exit that is beyond the ROW

line
2 - The MENU opens
3 – Click on SET BTV EXIT.
If the runway is DRY, the flight crew can

anticipate a change of the runway
condition, and select an exit beyond the
WET line.
CRLICK TO EDIT MASTER
ECONFIGURATION DURINGTITLE STYLE
APPROACH BACK
BTV is armed.
To revert to manual To revert to BRK MED: If BTV settings Automatic

braking: must be changed : reversion to
BRK MED
BRK MED:
Press 1 time Press 2 times BRK MED
i i
APPROACH
CHANGE BTV SETTINGS BACK
Exit change Runway change Runway condition change
1 – Click on another exit 1 – Disarm BTV 1 – Select another RWY COND
2 – Set LDG RWY

2 – Check that the exit is still
3 – Set BTV EXIT accessible.
4 – Arm BTV. If the exit will be missed, amber

indications appear:
2 – Click on SET BTV EXIT. • On the ND
Note: When BTV is armed, the

Runway END label is not displayed.
The flight crew must disarm BTV in • On the ANF.
order to set the runway end as the
BTV exit.
APPROACH
AUTOMATIC REVERSION TO BRK MED BACK
BRK MED
BTV automatically reverts to BRK MED if one of the following occurs:
• The flight crew lands on a runway that is not the selected runway (e.g. sidestep)
• There is a failure or a combination of failures that affects the landing distance (BTV appears
in the ECAM INOP SYS).
CLICK TO EDITLMASTER TITLE STYLE
ANDING BACK
90° EXIT HIGH SPEED EXIT
300m i
60m At 10 kt At 30 kt
BTV Automatic Disconnection Manual Disconnection
MEMO : AUTO BRK OFF MEMO : AUTO

AUTO BRK
BRK OFF
OFF
BTV Braking
Aerodynamic
Braking
Touch FMA : BTV Touch

down down
FMA : BTV
CLICK TO EDITLMASTER TITLE STYLE
ANDING
LAST 300 M OF THE RUNWAY BACK
If the selected exit is within the 300 last meters of the runway,
BTV will release the aircraft at 10 kt 300 m before the runway end.
300m
CIRCLING
Approach Preparation:
• Standard APPR preparation
• Minimum for circling (CAT C)
• Early stabilized approach
• Preparation of SEC F-PLN (landing runway)
100 ft above MDA with

visual references: Downwind:
Before FAF: • Press ALT • Set downwind track Base turn:
Abeam:
• Flaps 3 • BIRD ON • Maintain visual • Set runway track
• Start chrono
• L/G down • Turn 45° (lateral distance, TRK) • Initial bank 25°
• 3 sec/100 ft
• When wings level: • Swap SEC F-PLN • Maintain altitude
Start chrono for 30 s
Circling MDA
30 s
500 ft AGL
45 º stabilized
Threshold identified:
• Set landing conf
• Landing C/L
• Disconnect AP and FD at the latest
During circling, remember that the missed approach procedure before starting final descent
is the one from the instrument approach.
Once you have swapped the SEC F-PLN, you can swap
ACTIVE F-PLN to recover the missed approach procedure in
the FMS.
A350 VFTDN1CIRCLNG01 – September 2018

CLICK
FLIGHT MASTER TITLE
CONTROL
TO EDIT LAWSSTYLE
NORMAL LAW ALTERNATE LAW DIRECT LAW

i i i
Operational Recommendation i
HIGH AOA PROTECTION V STALL WARNING
VLS VLS
VαPROT
VαSW
VαMAX
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1FCTLLAW01 – September 2018
NORMAL LAW TITLE STYLE BACK
BANK ANGLE
HIGH SPEED PROTECTION
PROTECTION
OVERSPEED
WARNING
VLS
VαPROT
PITCH ATTITUDE
PROTECTION
αFLOOR
VαMAX
ALTERNATE LAWTITLE STYLE BACK
OVERSPEED
WARNING
VLS
VαSW
• Most protections are lost (except Load Factor protection)
• OVERSPEED warning remains available
• STALL warning remains available “ STALL, STALL , STALL ”
• Handling characteristics remain the same : Pitch, roll and yaw controls are similar to normal law
• Auto trim remains available
• AP, FD and A/THR remain available.

DIRECT LAW TITLE STYLE BACK
OVERSPEED
WARNING
VLS
VαSW
• All protections are lost
• OVERSPEED and STALL warnings remain available
• Deflection of the flight control surfaces is directly proportional to the sidestick deflection
• Yaw damper remains available
• Auto trim is lost USE MAN PITCH TRIM
• AP, FD are lost. A/THR may be lost.

CLICK
FLIGHT MASTER TITLE
CONTROL
TO EDIT LAWSSTYLE
OPERATIONAL RECOMMENDATION BACK
In ALTERNATE LAW or DIRECT LAW, to significantly reduce the possibility of a stall warning
in turbulences, descend to approximately 4 000 ft below the REC MAX flight level.
G/SCILICK TO EDIT MASTER
NTERCEPTION TITLEASTYLE
FROM BOVE
CLEARED CLEARED for ILS: Monitor G/S

to intercept LOC: ARM APPR Interception
ARM LOC i i
Set AFS CP altitude

above A/C altitude. i
Select V/S mode -1500 ft/min

(-2000 ft/min max).
Early stabilized approach:

• L/G Down
• Flaps FULL
• VAPP.
When G/S* engages:

Set go-around altitude.
1000 ft AGL
A/C stabilized.
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1GSABOVE01 – September 2018
CLEARED TITLE STYLE
FOR ILS BACK
Arm APPR. Select V/S mode -1500 ft/min

(-2000 ft/min max).
Set AFS CP altitude above
A/C altitude.
CLICKSTO
ETTING MASTER
EDITAFS TITLE STYLE
CP ALTITUDE BACK
If the AFS CP altitude is below A/C altitude,
arming APPR then selecting V/S mode can lead to ALT* engagement.
Set an AFS CP altitude above the A/C altitude to be sure V/S mode remains active.
CLICKMTO
ONITOR MASTER
EDITG/S TITLE STYLE
INTERCEPTION BACK
Monitor G/S interception with raw data.
When G/S*: Set go around altitude.
G/S MODE ARMING
When V/S mode is active, 1000 ft AGL

ensure that G/S mode is armed. stabilized
Otherwise, if you keep going with the V/S mode only,

nothing will stop the descent.
CLICK TOSEDIT
GROUND PEED MASTER
MINI TITLE
FUNCTION
STYLE
Main principle of the ground speed mini function i
Tower wind: 090/20 kt

VAPP = VREF (143 kt) + 1/3 Tower headwind (7 kt) = 150 kt
Current headwind: Headwind increases to: Headwind decreases to:

20 kt 50 kt 25 kt
i i i
1
090/20 kt
2 090/50 kt
3 090/25 kt
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN10GSMINI01 – March 2019
CLICK TO
MAIN PRINCIPLE OFEDIT MROUND
THE G ASTERSTITLE
PEED MSTYLE
INI FUNCTION BACK
GS mini function prevents the A/C energy from dropping below a minimum level during final approach.
When active, the IAS target varies to maintain the computed Ground Speed mini.
GS mini = VAPP – Tower Headwind
Ground speed mini is available in managed speed mode only.

It is active when the aircraft is in landing configuration, as defined in the APPR
panel of the FMS PERF page.
IAS target computation
IAS TARGET = max [VAPP, VAPP + 1/3 x Wind Difference]
= 1/3 x (Current Headwind – Tower Headwind)
VAPP + 1/3 x Wind difference
IAS TARGET
Minimum value of IAS target is VAPP
CLICK CTO EDIT M
URRENT ASTER TITLE
HEADWIND 20 KTSTYLE BACK
IAS Target = VAPP (150 kt) + 1/3 (Wind difference (0 kt)) = 150 kt
1 GS mini = VAPP (150 kt) – Tower Headwind (20 kt) = 130 kt
090/20 kt
MANAGED SPEED SELECTED SPEED

Ground speed mini function active Ground speed mini function not active
CLICK
HEADWIND MASTER TITLE
TO EDITINCREASES STYLE
TO 50 KT BACK
IAS Target = VAPP (150 kt) + 1/3 (Wind difference (30kt)) = 160 kt
1
090/20 kt
2 090/50 kt

IAS target increases Speed target remains

unchanged
Current speed increases Current speed increases

Speed trend is going up Speed trend is going up
THR will be slightly increased THR may be reduced to IDLE in

order to maintain the speed
target
CLICK TO EDITDM
HEADWIND ASTER TITLE
ECREASES TO 25 STYLE
KT BACK
IAS Target = VAPP (150 kt) + 1/3 (Wind difference (5 kt)) = 152 kt
1
090/20 kt
2 090/50 kt
3 090/25 kt

IAS target decreases Speed target remains

unchanged
Current speed drops from a higher Current SPEED drops

SPD SPD trend goes down
SPD Trend goes down
THR will be slightly decreased THR is initially low (close to

IDLE) and increases
slowly
A/C ENERGY REMAINS A/C ENERGY IS LOW

HIGH
CLICK TOILS MAW
EDITR DATA
ASTER TITLE STYLE
ILS without AP & FD:
To fly an ILS Raw Data i
GLIDE deviation i
LOC deviation
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN10ILSRAW01 – September 2018
CLICK TO FLY ANMILS
TO EDIT ASTER
RAWTITLE
DATA STYLE BACK
LATERAL
ILS track
• Select the ILS track on the AFS CP
• When on the LOC, fly the Bird on the blue line.
VERTICAL
When on the glideslope, fly the Bird on the ILS FPA.
(e.g. -3°)
CLICK TO EDIT
GLIDEMDASTER TITLE STYLE
EVIATION BACK
In case of GLIDE deviation:
Apply the appropriate correction to the flight path angle
Monitor GLIDE deviation:
When back on the GLIDE:
Resume the Bird on the appropriate path (e.g. -3°)
Close to the ground avoid too large pitch down corrections.
CLICK TO EDIT
LOCMDASTER TITLE STYLE
EVIATION BACK
In case of LOC deviation:
Fly the Bird on a converging track.
Use the heading scale on the horizon to determine

the amount of correction needed.
10°
Monitor LOC and deviation rate.
When back on LOC:
Align the Bird on the blue line.
LOW VISIBILITY OPERATIONS
ROLLOUT
TAXI T.O CLIMB CRUISE DESCENT APPROACH GO-AROUND
TAXI
XFSNB10000LVO00 – September 2018

TAXI-OUT & BEFORE T/O IN LVO
BEFORE
TAXI : TAKEOFF:
TAXI BEFORE TAKEOFF:
ATC clearance down to
INITIATION below the line actions
confirmation the line
actions
Taxi
When TAKEOFF clearance obtained :
GATE
“BELOW THE LINE”
Pushback
“BEFORE TAKEOFF C/L”
Taxi
TAXI-OUT & BEFORE
PF T/O IN LVO
PM
HEAD UP AT ALL TIMES .......................................... KEEP ANF / OANS if available (A350 and 380 only)............USE
TAXIWAY & RUNWAY CHART…………..KEEP AVAILABLE

TAXIWAY & RUNWAY CHART………..KEEP AVAILABLE
TAXIWAY HEADINGS & UPCOMING TURNS ......ADVISE
GROUND SPEED................................................MONITOR
 Good crew coordination is essential. Avoid, during taxi: flight control checks, checklists and
administrative work.
 Never cross a red stop bar when lining up or crossing a runway, unless unambiguous clearance to
cross has been received by ATC.
 If unsure of position, the aircraft should be stopped and the parking brake set. ATC may provide
assistance by use of ground radar or by sending a FOLLOW ME car.
 Bear in mind that, whereas bright lights may be visible, unlit obstacles and aircraft extremities may not.
TAKEOFF
ANF / OANS (A350 and 380 only)...........USE
 Adapt taxi speed to the actual visibility

 Advise PF if GS exceeds 10 knots
TAKEOFF
CREW
ALTERNATE RVR CHECKS ROTATION T.O
INCAPACITATION
A Low Visibility takeoff (LVTO) is a takeoff where the runway visual

range is less then 400 meters.
TAKEOFF: Takeoff Alternate
The commander should not commence take-off unless the weather conditions at the aerodrome of
departure are equal to or better than applicable minima for landing at that aerodrome unless a
weather-permissible take-off alternate aerodrome is available. (Refer to EASA AMC CAT Aerodrome
operating minima).
A350 ≈ TBD
A320 ≈ 380 NM A330 ≈ 400 NM
A340 ≈ 900 NM A380 ≈ 900 NM (TBC)

TAKEOFF : RVR
Takeoffs with an RVR below 150m but not less than 125m require that:
 Low visibility procedures are in force

 High intensity runway centerline lights, spaced 15m or less apart, and high
intensity edge lights with a spaced of 60m or less apart that are in operation.
 A 90m visual segment that is available from the flight crew compartment at the
start of the take-off run; and
 The required RVR value is achieved for all of the relevant RVR reporting points;
TAKEOFF: Checks
Confirm that the line up is performed on the intended runway. Useful aids are:
 The runway markings.
 The runway lights, be careful that in low visibility, edge lights could be mixed up with the
center line lights.
 The ILS signal, If the runway is ILS equipped, the flight crew can press the ILS pb (or LS
pb): The LOC deviation should be centered after line up.
 The runway symbol on the ND,
 The Runway Awareness and Advisory System.
BEFORE ENTERING RUNWAY ONCE ALIGNED

TAKEOFF: Checks
Confirm that the line up is performed on the intended runway. Useful aids are:
 The runway markings.
 The runway lights, be careful that in low visibility, edge lights could be mixed up with the
center line lights.
 The ILS signal, If the runway is ILS equipped, the flight crew can press the ILS pb (or LS
pb): The LOC deviation should be centered after line up.
 The runway symbol on the ND,
 The Runway Awareness and Advisory System.
Personal visibility/RVR assessment (Refer to EASA AMC and GM to Part-SPA Subpart E):
• When no reported meteorological visibility or RVR is available, a personal assessment by the

Captain may be used as a substitute. In this case takeoff may only be commenced if the Captain
can determine that the RVR/visibility along the takeoff runway is equal to or better than the
required minimum…
BEFORE ENTERING RUNWAY ONCE ALIGNED

TAKEOFF: Crew Incapacitation
PM: Be ready to take over

TAKEOFF: Rotation
NORMAL ROTATION AS PER FCOM
 At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3 °/s, towards the
correct pitch attitude.
 Minimize the lateral inputs on ground and during the rotation, to avoid spoiler extension.
 In strong crosswind conditions, small lateral stick inputs may be used, if necessary, to aim at
maintaining wings level.
 After lift-off, follow the SRS pitch command bar.
Type A320 A330 A340 A350 A380
Target attitude 15.0° 15.0° 12.5° 12.5° 12.5°

all engines SRS SRS SRS SRS SRS
Target attitude engine 12.5° 12.5° 12.5° 10° 10°

out SRS SRS SRS SRS SRS
CM1 T/O IN LVO CM2
ANNOUNCE………………..………….……….....”TAKEOFF”
BRAKES………..…………………………..............RELEASE
DIRECTIONNAL CONTROL…………………….....ENSURE DIRECTIONNAL CONTROL………………….…MONITOR
THRUST LEVERS………………………….…..FLX or TOGA CHRONO…………………………..….…………….....START
HEAD ..............................................................................UP HEAD........................................................................DOWN

RUNWAY CENTERLINE ...................VISUALLY FOLLOW YAW BAR/ILS .....................................................MONITOR
DEVIATIONS ......................................................MONITOR
External visual references remain primary
 During takeoff, in RWY mode

the PFD displays a yaw bar in
green below 30 ft radio altitude
(if the localizer signal is
available).
CM1 T/O IN LVO CM2
BRAKES………..…………………………..............RELEASE
HEAD........................................................................DOWN
 visual cues remain the primary means to track the DEVIATIONS ......................................................MONITOR
runway centerline. the yaw bar provides an assistance
in case of unexpected fog patches.
 During takeoff, in RWY mode the PFD

displays a yaw bar in green below 30
ft radio altitude (if the localizer signal
is available).
CM1 T/O IN LVO CM2
BRAKES………..…………………………..............RELEASE
HEAD ..............................................................................UP HEAD........................................................................DOWN

DEVIATIONS ......................................................MONITOR
 CM2 must call out any lateral deviation.

 During takeoff, in RWY mode the PFD

displays a yaw bar in green below 30
ft radio altitude (if the localizer signal
is available).
APPROACH PREPARATION
LOW
VISIBILITY
OPERATIONS
LVO AIRPORT CREW A/C

CAPABILITY FACILITIES CAPABILITY CAPABILITY
Preparation: Briefing in accordance with A/L policy:

 Verify weather conditions  Requirements for LVO (Aircraft, Crew,
Airport)
 Check crew qualification
 Normal ILS Briefing
 Check aircraft technical status
 Detailed taxi-in routing and cues.
 Check airport status Evaluate
downgrading options  Task sharing and callouts
 Check diversion options  Go Around policy in case of failure
 Fuel pred extra time for holding
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
100 ft
FLARE
Alert RETARD
Height
FAF
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft Abnormals during final approach:
Failure above 1000 ft AAL:

400 ft Failure below 1000 ft AAL:
Approach may be continued if: Approach may be continued if:

350 ft
• All ECAM actions are performed • The pilot has the runway in sight and
• Weather permits • The200 ft of failure does not affect the
type
• Briefing and DH are updated and landing performance.

100 ft
• Aircraft is stabilized before 1000 ft AAL. FLARE

Alert
Otherwise, GO-AROUND. RETARD
Height
Note: This does not impair the emergency authority of the commander.
FAF
APPROACH
INTERMEDIATE
FINAL APPR
APPR
LAND MODE…………CHECK
“Callouts”
1000 ft
400 ft
350 ftmode not available  Go around

If LAND
200 ft
• LAND mode to be checked (called out):
If not available  Go around.
100 ft
• ILS course on PFD to be in agreement FLARE

Alert
with published figure. RETARD
Height
If not in agreement  Go around.
FAF
APPROACH
ILS COURSE…………CHECK
INTERMEDIATE
FINAL APPR
APPR
If ILS course not in agreement  Go around
“Callouts”
1000 ft
400 ft
350 ft
200 ft
100 ft

Alert
Height
FAF
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft
Major differences to conventional

400 ft
ILS approach start below 400 ft.
350 ft
Importance of CM2 especially below 400 ft.
He has to check: 200 ft
• The flight path and the Autoflight modes
100 ft
• Call deviations
FLARE
• Takeover in case of incapacitation of CM1.
Alert
RETARD
Height
FAF
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
100 ft

Alert
Height
FAF
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
100 ft
AUTOLAND warning light is active below 200 ft.
FLARE
• A Go Around Alert
must be performed unless the visual references
RETARD
are sufficientHeight
for a manual landing.
Note: At least one AUTOLAND warning light is required for
FAF
CAT 2 and CAT 3 approaches.
APPROACH
INTERMEDIATE
FINAL APPR
APPR
Alert Height “Callouts”

• For CAT 3 only
1000 ft
• Not displayed in the cockpit
• Above this height, a CAT 3 autoland would be
400 ft
discontinued and a missed approach executed if an
350 ft
element of the CAT 3 fail operational systems fails.
• Below the alerts height, with same failures, the
200 ft
aircraft is capable of continuing to a successful
landing (e.g. engine failure below alert height) 100 ft
FLARE
100 ft for A320 Alert Alert
RETARD
200 ft for A330/A340/A350/A380 Height Height
FAF
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
CAT 3 NO DH approach 100 ft
FLARE
Alert at 100 ft if no failure is
• CONTINUE callout RETARD
Height
detected (irrespective of visual conditions).
FAF
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
100 ft
FLARE mode to be checked FLARE

Alert
and announced by CM2. RETARD
Height
For FMA, click here…
FAF
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft
400 ft
350 ft
FLARE mode…………CHECK
200 ft
100 ft
FLARE mode to be checked FLARE

Alert
and announced by CM2. RETARD
Height
For FMA, click here…
FAF
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
100 ft
FLARE
RETARD auto callout (RETARD both thrust levers to IDLE):
Alert
RETARD
• In manual landing RETARD is a REMINDER
Height
• In autoland with A/THR, RETARD is an ORDER.
FAF (no retard of thrust levers before RETARD call)
APPROACH
CALLOUTS – AUTOLAND APPROACH

"CONTINUE"
"LDG C/L" "LAND" or
PF “CHECKED" “CHECKED"
"GO AROUND FLAPS"
Monitor Monitor “ROLL OUT" "REVERSE GREEN" “60/70 KT"

PM “LDG C/L complete" “CHECKED" “FLARE"
“ONE HUNDRED ABOVE" "MINIMUM"
"SPOILERS" "DECEL"
350 ft
AUTO
CALLOUT
DH + 100 ft "RETARD"
DH*
* In CAT III B operation the
decision to CONTINUE or GO
AROUND in 100ft is
replacing the DH 40 ft
10 ft
Touchdown
GO-AROUND
LOW GO-AROUND  AIRCRAFT TOUCHES THE RUNWAY
Case 1 - TOGA IS APPLIED BEFORE TOUCH DOWN

• The G/A phase will not be disturbed even when the aircraft touches the runway
• Modes stay the same, spoilers will not extend
• AP remains engaged.
TOGA
Case 2 - TOGA IS APPLIED AFTER TOUCH DOWN:

• TOGA thrust applied  CONFIG warning if CONF FULL
• AP disengages
• Retract L/G when positive rate of climb and no risk of further touch down
• Climb out as for standard go-around
• If reverse thrust already applied, full stop landing must be completed.
TOGA
ROLLOUT and TAXI-IN
Three things have to be done manually in autoland:
• Retard THR LEVERS when ordered

• Select REVERSERS when main wheels touch down
• Disconnect APs at the end of Rollout...
Taxi
GATE
Taxi
LAST CHANGE
NOV 2013 AUTOLAND warning light update

ALERT HEIGHT update
GO AROUND update
JUL 2014 A350 Integration
SEP 2018 PNF replaced by PM

Minor updates
CLICKMTO
ODE MEVERSIONS
EDITR ASTER TITLE STYLE
Mode reversions are automatic mode changes that unexpectedly occur.
They are designed to ensure coherent and safe AP, FD and A/THR operation.
“Click
Click Check FMA
Click”
GOLDEN RULE #3 Understand the FMA at all times.
Example of Examples of
i i
lateral mode reversion vertical mode reversions
Note: This tutorial shows some examples of mode reversions.

A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN10MODREV01 – September 2018
EXAMPLE OF LATERAL MODE REVERSION:
CLICK TOF-PLN
DISCONTINUITY
BACK
“Click
Click
Click”
FMA mode change (boxed white for 10 s)
F-PLN Discontinuity
CXAMPLE
E LICK TOOFEDIT MASTER
VERTICAL TITLE
MODE STYLE
REVERSION BACK
Altitude target change during ALT* i
Excessive V/S selection (in climb) i
From NAV to HDG (in climb) i
From NAV to HDG (in descent) i
EXAMPLE OF VERTICAL MODE REVERSION:
ALTITUDE TARGET CHANGE DURING ALT*
BACK
• FMA mode changes (boxed white for 10 s)

• V/S engages on current A/C V/S
“Click
Click
Click”
CELICK TO EDIT MASTER TITLE STYLE
XCESSIVE V/S SELECTION (IN CLIMB)
BACK
“Click
Click • FMA mode changes (boxed amber for 10 s)
• The A/C maintains VLS.
Click”
Reaching VLS
FROM NAV TO HDG (IN CLIMB)
BACK
FMA modes change (boxed white for 10 s)
“Click
Click
Click”
PULL
FROM NAV TO HDG (IN DESCENT)
BACK
FMA modes change (boxed white for 10 s)
“Click
Click
Click”
PULL
CLICK
N LAW
TO EDIT
ORMAL MASTER
PROTECTIONS
TITLE STYLE
Load Factor Protection i
Pitch Attitude Protection i
Bank Angle Protection i
High Speed Protection i
Low Speed Protections i
AP
APININPROT
PROT i
For more information on protection,

refer to FCOM / Aircraft Systems / 22-27 / Protections
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1000PROT01 – March 2019
CLICK LTO EDIT
OAD MASTER
FACTOR TITLE STYLE
PROTECTION BACK
MIN “G” LOAD
• Clean: -1 g
• Other Configuration: 0 g
MAX “G” LOAD
• Clean: +2.5 g
• Other Configuration: +2 g
Note: G LOAD is displayed if the G load is less than
0.7 g or more than 1.4 g. G LOAD remains displayed
for at least 5 s. © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document.
CLICKPITCH
TO EDIT MASTER
ATTITUDE TITLE STYLE
PROTECTION BACK
PITCH UP LIMIT
Pitch is limited to 30° nose up (25° at low speed).
PITCH DOWN LIMIT
Pitch is limited to 15° nose down.
CLICK B
TO EDIT
ANK MASTER
ANGLE TITLE STYLE
PROTECTION BACK
BANK ANGLE
When stick in neutral position:

Automatic turn coordination within
the envelope.
Attitude maintained
Returns Returns
to 33° to 33°
Do not use rudder in Normal Law

(except for takeoff, landing and
single engine operation).
BANK ANGLE LIMIT
Bank angle is limited to 67°.
CLICK
HIGH TO EDIT
SPEED MASTER TITLE
PROTECTION (HSP)STYLE
1/2 BACK
Stick released
Speed returns below
Stick full forward NEXT VMO + 10 kt
(MMO + 0.02)
With aircraft not exceeding VMO + 10 kt

At VMO + 4 kt
(MMO + 0.02), the speedbrakes do not
(MMO + 0.006) :
automatically extend.
CRC
At VMO + 10 kt (MMO + 0.02) the
static stability takes over.
VMO = 340 kt (MMO = 0.89)

VD = 375 kt (MD = 0.96)
CLICK
HIGH TO EDIT
SPEED MASTER TITLE
PROTECTION (HSP)STYLE
2/2 BACK
Stick released PREV
Stick full forward
At VMO + 4 kt
(MMO + 0.006) :
CRC From VMO + 10 kt (MMO + 0.02):
• HSP activation
• Automatic full extension
of the speedbrakes
i
• The The A/THR automatically
engages and targets the
airspeed bug on PFD.
Note: With full forward stick

HSP activation: input, the HSP will
When A/THR is OFF and available, the
• Pitch trim frozen stabilize the speed at
A/THR automatically engages and
• Bank angle limited to 45° VD - 10 kt (MD - 0.02).
targets the lowest of:
• Bank angle reduces to 0° with zero roll input
• airspeed bug on PFD, or
• Automatic pitch up command, that the PF can
• VMO/MMO.
override until VMO + 15 kt (MMO + 0.04).
This is to prevent the aircraft from
entering into the HSP. VMO = 340 kt (MMO = 0.89)
VD = 375 kt (MD = 0.96)
CLICK TO EDIT
HIGH MASTER
SPEED TITLE STYLE
PROTECTION
SPEEDBRAKES
BACK
• No automatic extension if sidestick is more than half forward position,
• When speed reduces below VMO + 2 kt, and if the SPEED BRAKE lever is on the retracted (RET)
position, the speedbrakes automatically retract.
CLICK TO
LOWEDIT MASTER
SPEED TITLE STYLE
PROTECTION BACK
Stick released
Stick full back
VαMAX
Alpha Floor i
VLS : The lowest

VαPROT : Alpha Prot
speed that the A/THR
activation.
maintains, if engaged.
AOA αPROT is
maintained.
VαMAX is maintained.
Alpha Prot activation:

• Pitch trim frozen
• Pitch down command with stick free
• Bank angle limit gradually reduced below 67°
• Bank angle returns to 0° if no roll input
• Sidestick directly commands the AOA
• Speedbrakes are automatically retracted. i
CLICK TO
LOWEDIT MASTER
SPEED TITLE STYLE
PROTECTION
SPEEDBRAKES BACK
When protection are no longer active, to extend speedbrakes again, the SPEED BRAKE handle must be
set to RET for at least 5 seconds.
LOW SPEED PROTECTION
ALPHA FLOOR
BACK
VαFLOOR
Activation of Alpha Floor:
TOGA thrust is applied, regardless of THR levers position or A/THR engagement status.
Alpha Floor will remain active until speed above VLS.
Above VLS , the A/THR reverts to the mode engaged before the activation of Alpha Floor.
CLICK
N LAW
TO EDIT
ORMAL MASTER
PROTECTIONS
TITLE STYLE
AP IN PROT BACK
If a protection is triggered with the AP engaged, the AP/FD remains engaged. However, the flight
envelope protection takes over the autopilot.
In that case:
• The message AP IN PROT appears on the FMA
• The AP does not follow the FD bars
• The FMA displays an amber flashing box around the modes that the AP is not able to maintain
while in protection mode
• A triple click sounds.
Do not follow the FD bars if the AP IN PROT message is displayed.
When the aircraft comes back in the normal flight envelope (AP IN PROT disappears), the autopilot
recovers the aircraft guidance. Read FMA and adjust targets if necessary.
CSLICK TO EDITPM
IDESTICK LOGIC
ASTER TITLE
RIORITY STYLE
Sidestick
priority logic
i
Dual input Priority

left / right
i i
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1STKPRIO01 – March 2019
CLICK STO EDIT M
IDESTICK PASTER
RIORITY TITLE
LOGIC STYLE BACK
Only one crewmember must fly the aircraft.
SIDESTICK pb DUAL INPUT
If both flight crewmembers use their sidesticks simultaneously, the orders are
algebraically added. The combined orders are limited to the equivalent of the
full deflection of one sidestick.
Remember: Only one crewmember must fly the aircraft. If required, take over.
PRIORITY / TAKEOVER
A flight crewmember can take full priority by pressing and keeping pressed the
SIDESTICK pb.
If both crewmembers press and keep pressed their SIDESTICK pb, the last
crewmember to press gets the priority.
SIDESTICK DEACTIVATION
If a flight crewmember presses his SIDESTICK pb for 40 s, the other sidestick

is deactivated, until any flight crewmember presses his SIDESTICK pb.
If one sidestick was deactivated on ground, the

CONFIG L(R) SIDESTICK FAULT (BY TAKEOVER) alert is triggered :
• during the T.O CONFIG test, or
• at takeoff thrust application.
DUAL INPUT TITLE STYLE BACK
If both flight crewmembers simultaneously move their sidesticks:
• The “ DUAL INPUT ” aural alert is triggered “ DUAL INPUT ”
• The CAPT and F/O lights flash
• The sidestick orders are algebraically added.
Remember: Only one crewmember must fly the aircraft. If required, take over.
CLICK TO EDIT MLASTER
PRIORITY EFT / RTITLE
IGHT STYLE BACK
A flight crewmember can press his(her) SIDESTICK pb to

takeover controls.
If the CAPT presses his(her) SIDESTICK pb: If the F/O presses his(her) SIDESTICK pb:
• The “ PRIORITY LEFT ” aural alert triggers • The “ PRIORITY RIGHT ” aural alert triggers
“ PRIORITY LEFT ” “ PRIORITY RIGHT ”
• The F/O RED ARROW light comes on • The CAPT RED ARROW light comes on
• If the F/O moves his(her) sidestick, the CAPT • If the CAPT moves his(her) sidestick, the F/O
light comes on. light comes on.
CLICK TOUEDIT
SE OFMASTER
AFS CP
TITLE STYLE
GOLDEN RULES i
VERTICAL
GUIDANCE i
LATERAL
GUIDANCE i
SPEED
GUIDANCE i
VERTICAL SPEED
GUIDANCE i
Note: The context of this tutorial is a climb phase.

A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN100AFSCP01 – September 2018
CLICK TO
USE MASTER
EDITOF AFS TITLE
CP STYLE
GOLDEN RULES BACK

Use the appropriate level of automation at all

GOLDEN RULE #2 times.
GOLDEN RULE #3 Understand the FMA at all times.
GOLDEN RULE #4 Take actions if things do not go as expected.
VERTICAL
CLICK TO EDIT MGASTER
UIDANCE 1/3 STYLENEXT
TITLE BACK
MANAGED AND SELECTED – WITH ALT CONSTRAINT
VERTICAL GUIDANCE VERTICAL GUIDANCE

IN MANAGED MODE IN SELECTED MODE
Pull the ALT knob

Altitude constraints will be respected. Altitude constraints will not be
respected.
Altitude constraint Altitude constraint
End of constraint: End of constraint

No action required
Push the ALT knob
Constraints i
VERTICAL
CLICK TO EDIT MG UIDANCE
ASTER 1/3 STYLE
TITLE
MANAGED AND SELECTED – WITH ALT CONSTRAINT
ALT CONSTRAINTS
BACK
On the ND:
The aircraft can match the constraint.
The aircraft cannot match the constraint.
VERTICAL
UIDANCE 2/3 STYLE
TITLE PREV NEXT BACK
USE OF ALT PB – LEVEL-OFF
When pressed, the aircraft levels off and maintains the captured altitude.
FL350
Press the ALT pb Captured altitude
VERTICAL
UIDANCE 3/3 STYLE
TITLE PREV BACK
ALTITUDE CHANGE
FLIGHT GUIDANCE FLIGHT GUIDANCE

MAINTAINING ALTITUDE INITIATING ALTITUDE
CHANGE
1. Turn the
knob to
display the
new target 2. Push (or
altitude Pull) the knob
When maintaining altitude, the correct sequence to initiate an altitude change is:
1. Turn the knob, then
2. Push (or pull) the knob.
In HDG lateral mode, turn then pull the knob.
LATERAL
CLICK TO EDIT MGASTER 1/2 STYLENEXT
UIDANCETITLE BACK
MANAGED TO SELECTED
LATERAL GUIDANCE IN LATERAL GUIDANCE IN

NAV MANAGED MODE HDG SELECTED MODE
The aircraft follows the active flight The aircraft follows the heading
plan. selected in the AFS CP.
Pull the HDG/TRK

knob
The altitude constraints are linked to

the flight plan.
As a consequence, when the managed
mode changes to a selected lateral
mode, the vertical mode automatically
changes to a selected vertical mode.
LATERAL
CLICK TO EDIT MGASTER 2/2 STYLE
UIDANCETITLE PREV BACK
SELECTED TO MANAGED
LATERAL GUIDANCE IN LATERAL GUIDANCE IN

HDG SELECTED MODE NAV MANAGED MODE
The aircraft maintains selected The aircraft maintains present heading

heading. until the interception area.
TO
INTCPT
Push the WPT
WPT
Less than
HDG/TRK knob
160 °
TO FROM
WPT WPT
More than
1 NM
FROM
WPT
Then the aircraft follows the active

flight plan after the interception point.
TO
INTCPT WPT
WPT i
FROM
WPT
CLICK LTO EDITM
ATERAL MANAGEMENT 2/2 STYLE
ASTER TITLE
SELECTED TO MANAGED
OP CLB TO CLB BACK
To engage CLB mode and respect altitude constraints, push

the ALT knob, when the NAV mode is engaged.
Push the ALT knob
CLICK TOSEDIT GUIDANCE
PEED M 1/2 STYLENEXT
ASTER TITLE BACK
MANAGED VERSUS SELECTED
SPEED MANAGED SPEED SELECTED
Speed is managed by the FMS. Speed is selected by the flight crew.
Pull the
SPD/MACH knob
Push the
SPD/MACH knob
CLICK TOSEDIT GUIDANCE
PEED M 2/2 STYLE
ASTER TITLE PREV BACK
USE OF SELECTED SPEED TO EXPEDITE CLIMB
SPEED MANAGED
To expedite climb and increase temporarily the vertical speed,

select a lower speed (between present speed and green dot).
Monitor target altitude with the blue arrow.
SPEED SELECTED TO EXPEDITE CLIMB
V/S increases.
To resume standard climb,

manage speed.
At high altitude, acceleration to recover the
managed speed may take a long time.
CLICK TO V/S
EDITGM ASTER1/2
UIDANCE TITLE STYLENEXT BACK
SELECT A VERTICAL SPEED
VERTICAL SPEED DASHED VERTICAL SPEED SELECTED
Vertical speed is the result of aircraft Pull the V/S knob Vertical speed is selected by the flight
performance. then turn crew.
CLICK TO V/S
EDITGM ASTER2/3
UIDANCE TITLE STYLE
PREV NEXT BACK
RESUME VERTICAL SPEED DASHED
VERTICAL SPEED SELECTED VERTICAL SPEED DASHED
Vertical speed is selected by the flight Push (or pull) the Vertical speed is the result of aircraft
crew. ALT knob performance.
CLICK TO V/S
EDITGM ASTER3/3
UIDANCE TITLE STYLE
PREV BACK
PUSH TO LEVEL OFF
AIRCRAFT CLIMBING VERTICAL SPEED ZERO
Push the V/S knob A vertical speed of 0 feet per minute is

automatically set.
CLICK TO U SEMOF
EDIT BIRD
ASTER TITLE STYLE
The Bird displays the Flight Path Angle (FPA) and the track (TRK) on the PFD.
Pitch Attitude
Flight Path Angle
Aircraft axis:
Aircraft vector:
Bird and -3°

FPA
i
Track Drift
Displays of Bird
Symbols
i
Blue Line i
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1000BIRD01 – September 2018
BIRD AND TITLE STYLE
-3° FPA BACK
BIRD AND -3° FPA
The Bird is designed to facilitate the approach with a -3° FPA.
Example of Bird with a FPA of -3° (TRK/FPA, FD OFF):
When established on a -3° descent path, the top of the Bird symbol touches
the horizon line.
CLICK TO EDIT
DISPLAYS OFMASTER
THE BIRDTITLE
SYMBOLSTYLE BACK
With Bird
Without Bird
VV (black Bird) FPV (green Bird)
Press
CLICK TO EDITBLUE
MASTER
LINE TITLE STYLE BACK
When TRK/FPA flying reference is selected on the AFS CP, the blue line and the blue triangle represent the selected TRACK.
Fly the Bird on the Blue Line to follow the selected TRACK:
VC CEDIT
LICK TO
ISUAL MASTER
IRCUIT / VISUAL APPR
TITLE STYLE
“AP OFF”
“FD OFF”
“BIRD ON”
Check positioning i
“Set downwind track”
Visual approach i “Activate approach phase”
“Set managed speed”
“After Takeoff / Climb
Checklist”
“Approach checklist”
“Set downwind heading”
1 500 ft AAL
Abeam threshold i
''Flaps 1'‘
“Set S speed”
“Thrust Climb” ALT*

“Autothrust” LVR CLB
“FLAPS 2”
Initiate a shallow “Set runway track”
descent i
“Gear down”
“FLAPS 3”
500 ft AGL Before line up for takeoff:

When on profile:
stabilized • Set ROSE NAV 10 nm
“FLAPS FULL”
“Landing checklist”
• Set circuit ALT on AFS CP
When lined up:

• Disarm NAV on the FMA
Note: This briefing only highlights PF callouts, associated PM callouts are to be done as per SOP.
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN1VISUCIR01 – September 2018
CLICK TOENTERING
DOWNWIND BACK
After TRK-FPA selection:

Set downwind track
Maintain a crosstrack of ~2.5 nm
Use the dotted arcs of the ND range to

monitor the runway position vs the aircraft
track.
CLICK TO AEDIT
BEAMMTASTER TITLE STYLE
HRESHOLD BACK
Start Chrono
• 3 s per 100 ft above airport elevation (45 s for 1500 ft)

• Wind correction:
• +1 s per 1 kt of headwind
• -1 s per 1 kt of tailwind
Example:
Compare TAS and GS :

– = – 9 kt (tailwind)
Wind Correction = – 9 s
36 s
In this example, the downwind leg extension will be:
45 s – 9 s = 36 s
VISUAL CIRCUITTITLE STYLE BACK
Initiate a shallow descent to reach the profile
VC CEDIT
LICK TO
ISUAL MASTER
IRCUIT / VISUAL APPR
TITLE STYLE
VISUAL APPROACH BACK
Manage trajectory and altitude to reach downwind, base leg, or long final, in CONF 1 at
S speed and continue with standard visual circuit actions.
CLICK
ECAM MANAGEMENT
TO EDITM ASTER TITLE STYLE
Detection or Activation PROC
ECAM Actions
ECAM Procedure PROC
System Display PROC
Status PROC
Situation Assessment
i
Decision
Approach Preparation i
Approach Briefing i
Deferred Procedures i
Synthesis i
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDA1000ECAM01 – September 2018
CLICK D
TO EDIT MOR
ETECTION ASTER TITLE STYLE
ACTIVATION BACK
PF PM
First pilot who notices the MASTER CAUTION / MASTER WARNING:
Or MASTER CAUT or MASTER WARN.................RESET
or
RELEVANT ABN NOT-SENSED PROC.......ACTIVATE
“ AIR APU BLEED FAULT ”
GOLDEN RULE #1 Fly, Navigate, Communicate

First, establish a safe flight path.
FLY
Consider: Availability of automations, limitations on
PFD , F/CTL Law, transfer of controls, ...
NAVIGATE
COMMUNICATE
Failure at takeoff: No action until the aircraft reaches at least 400 ft AGL with a
safe flight path established.
CECAM
LICK TO EDIT M
ACTIONS –ASTER
ECAM PTITLE STYLE
ROCEDURE BACK
PF PM
ECAM....CONFIRM with SD and Overhead panel

If any OEB, apply first.
“ ECAM ACTIONS ”
The PF is now in charge of communication.
For each failure displayed on the Warning Display:
ECAM ACTIONS....................................PERFORM
ACTIONS TO BE
CONFIRMED i
“ CLEAR <SYS> ? ”
ECAM ACTIONS COMPLETED...............CHECK
“ CLEAR <SYS> ”
ECAM...................................................CLEAR
CECAM
LICK TO EDIT M
ACTIONS –ASTER
ECAM PTITLE STYLE
ROCEDURE
PF ACTIONS TO BE CONFIRMED BY BOTH PILOTS
PM
BACK
PM action with PF confirmation PF action with PM confirmation
PF PM PF PM
Hand on related control Hand on related control
“ CONFIRM? ” “ CONFIRM? ”
CONTROL.........CHECK CONTROL.........CHECK
“ CONFIRMED ” “ CONFIRMED ”
ACTION........PERFORM ACTION........PERFORM
Any guarded switch, or any irreversible actions, or Any action on the thrust levers
any system reset
CLICK
ECAM ACTIONS – SM
TO EDIT ASTER
YSTEM TITLE A
DISPLAY STYLE
NALYSIS BACK
PF PM
For each System Display (SD) page:
SD page…………................................ANALYSE
“ CLEAR <SYS> ? ”
“ CLEAR <SYS> ”
SD page…………...............................CLEAR
CLICK
ECAM TOAEDIT M–ASTER
CTIONS TITLE
STATUS STYLE
ANALYSIS BACK
PF PM
“ STATUS? ”
“ STOP ECAM ”
The PF stops ECAM to consider:
•NORMAL checklist
•System Reset
•ENG RELIGHT procedure.
And the PM performs the relevant action(s), if required.
“ CONTINUE ECAM ” STATUS.........................................................READ

Read limitations on WD / PFD
Read deferred procedures on WD i
Read information & inop systems on STATUS page
Read alerts impacting ldg perf and MORE page if
available.
“ REMOVE STATUS? ”
“ REMOVE STATUS ”
STATUS....................................................REMOVE
“ ECAM ACTIONS COMPLETED ”
PM is now in charge of communications.
FUEL PENALTY FACTOR......ASSESS AS RQRD

LANDING PERF...................COMPUTE AS RQRD
FCOM......................CONSULT, IF TIME PERMITS
CLICK
ECAM TOAEDIT M–ASTER
CTIONS TITLE
STATUS STYLE
ANALYSIS
PF LIMITATIONS AND DEFERRED PROCEDURES
PM
BACK
Limitations on WD:
Deferred procedures:
CLICK TO EDIT MA
SITUATION ASTER TITLE STYLE
SSESSMENT BACK
Taking into account:
LAND ASAP
Limitations LAND ANSA Weather
i
Ops &
Fuel Landing
Commercial
Management Performances
considerations
DECISION
Notify:
ATC CREW / PAX OPS ...
CLICK TO EDIT MA
SITUATION ASTER TITLE STYLE
SSESSMENT
LAND ASAP AND LAND ANSA BACK

LAND ASAP (LAND As Soon As Possible). Land as soon as possible at the nearest airport at which a
safe landing can be made.
Note: LAND ASAP information refers to a time critical situation.
LAND ANSA (LAND At Nearest Suitable Airport). Consider landing at the nearest suitable airport.
Note: The suitability criteria should be defined in accordance with the Operator’s policy.
CLICK
ECAM MANAGEMENT
APPROACH PREPARATION BACK
In the case of an abnormal configuration for landing, the flight crew should confirm or enter manually the
landing configuration and the VAPP.
CLICK TOAEDIT MASTER
PPROACH TITLE STYLE
BRIEFING BACK
Perform a normal briefing.
Brief the abnormal situation with the STATUS

page.
CLICK
ECAM MANAGEMENT
DEFERRED PROCEDURE BACK
The flight crew performs the deferred procedures at the most appropriate time.
CLICK TO EDITSYNTHESIS
ECAM Procedure
System Display
“ STOP ECAM ”
If NORMAL C/L  Perform
Consider : - System Reset

- Eng Relight ABN NOT-SENSED procedure.
“ CONTINUE ECAM ”
Read Status
If LIMITATIONS  Read
If DEFERRED PROCEDURES  Read
If INFO and INOP SYS  Read
If ALERTS IMPACTING LDG PERF and MORE page  Read
Remove Status
“ ECAM ACTIONS COMPLETED ”

If fuel consumption increases  Assess FPF
If LDG perf affected  Compute LDG perf
If time permits  Consider FCOM consultation
CLICK
ALLTO EDIT MASTER
ENGINE S FLAMEOUT
TITLE STYLE

ENG ALL ENGs FLAME OUT
ECAM, above FL 250:

RAT: Automatic deployment
AP1/FD: Available when RAT is out Automatic relight only
APU: Automatic start
AP2: Available when APU avail
Alternate law: Protections lost
FL 250
ECAM, below FL 250:
Automatic relight
Then, if not successful:

Manual windmilling relight
Then, if not successful:

Starter assisted relight At any time, if one engine relight is
successful, apply ENG 1(2) FAIL.
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDA1ALENGFO01 – September 2018
CLICK TOAP/FD
EDIT MASTER
TCAS TITLE STYLE
MEMORY ITEM
Intruders,
TCAS modes
i
Traffic Resolution
Clear of
Advisory i Advisory i conflict
i
(TA) (RA)
“TRAFFIC “DESCEND “CLEAR OF CONFLICT”

TRAFFIC” DESCEND”
Always follow TCAS RA orders.

Disregard ATC orders during RA.
Do not try to acquire visual on the

intruders during TA or RA.
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document VFTDA1000TCAS01 – September 2018
CLICK TOAP/FD
EDIT MASTER
TCAS TITLE STYLE
INTRUDERS, TCAS MODES BACK
There are four types of intruders:

Traffic Resolution
Surrounding Other Proximate Advisory (TA) Advisory (RA)
traffic TCAS intruder TCAS intruder TCAS intruder TCAS intruder
TCAS only -05 -05 -05 -05
With ADS-B
Traffic option
-05 -05 -05 -05 -05
There are two TCAS modes:
TA/RA mode:
•Displays all intruders
•Issues TA and RA.
TA ONLY mode (Automatically or manually selected):

•Displays all intruders
•Only issues TA (RA are inhibited).
FLIGHT WARNING SYSTEM: ALERT PRIORITY
TAWS, WINDSHEAR and STALL alerts have priority over TCAS alerts.
For more info on TCAS, refer to FCOM  Aircraft Systems  34 Surveillance  TCAS
+05
CLICK TO EDIT M
TRAFFIC ADVISORY (TA) STYLE
ASTER TITLE BACK
PF PM
“TRAFFIC TRAFFIC”
TCAS mode……….….CHECK ARMED
“ TCAS blue ”
“ Checked ”
If AP/FD TCAS not avail: i
If A/THR available:
AUTOTHRUST………………...….ON
ND range and mode are ND range and mode are

automatically adjusted. automatically adjusted.
Do not perform a maneuver based on a TA alone.
+05
CLICK TO EDIT M
TRAFFIC ADVISORY (TA) STYLE
ASTER TITLE BACK
PF PM
“TRAFFIC TRAFFIC”
BACK
TCAS mode……….….CHECK ARMED “TRAFFIC TRAFFIC”
“ TCAS blue
If the”AP/FD TCAS mode does not immediately arm, the flight
“ Checked ”
crew must be prepared to disconnect the AP and FD in case of an
RA and manually follow the TCAS guidance.
PF: “ TCAS, I HAVE CONTROL”
If A/THR available:
AUTOTHRUST………………...….ON
ND range and mode are ND range and mode are

automatically adjusted. automatically adjusted.
Do not perform a maneuver based on a TA alone.
+05
CLICKRTO EDIT M ASTER TITLE STYLE
ESOLUTION ADVISORY (RA) BACK
PF PM
“DESCEND DESCEND”
If crew uses HUD: i
“ TCAS”
“ CHECKED”
If AP is OFF:
FD orders...................FOLLOW “ AIRBUS xxx TCAS RA”
ATC
AP can be engaged.
Then, whatever AP: V/S.............................MONITOR

V/S.............................MONITOR
• Fly the green area
• Respect Stall, TAWS,
Windshear warnings
i
+05
CM
LICK TO EDIT M ASTER TITLE STYLE
ANUAL RESOLUTION ADVISORY (RA) BACK
PF PM
If AP/FD TCAS is not available:
AP......................................OFF
“ FD OFF” FD......................................OFF
Promptly and smoothly “ AIRBUS xxx TCAS RA”
ATC
V/S.............................ADJUST V/S............................MONITOR
• Fly the green area
• Respect Stall, TAWS,
Windshear warnings
CLICKRTO EDIT MASTER
ESOLUTION TITLE
ADVISORY (RA)STYLE
HUD OPTION BACK
In case of an RA, the HUD will display the following message:
TCAS RA
REVERT TO PFD
+05
CLICKRTO EDIT M ASTER TITLE STYLE
ESOLUTION ADVISORY (RA) BACK
PF PM
If crew uses HUD: i
“ TCAS” BACK
“ CHECKED”
If AP is OFF:
FD orders...................FOLLOW “ AIRBUS xxx TCAS RA”
ATC
AP can be engaged.
If for any reason during an RA, the V/S doesn’t reach the green
Then, whateverarea: AP: V/S.............................MONITOR
V/S.............................MONITOR • AP OFF
• Fly the green area • Override FD orders
• Respect Stall, TAWS, • Fly the green area
Windshear warnings
If necessary, PF must use the full speed range between Vα max
and Vmax.
i
If “CLIMB” RA in final: i
CLICK TOCEDIT
LEARMASTER
OF TITLE STYLE
CONFLICT BACK
PF PM
“CLEAR OF CONFLICT”
The AP/FD reverts to V/S mode.
AP/FD……….MONITOR/FOLLOW
“ VERTICAL SPEED +1000” “ CHECKED”
LAT & VERT GUIDANCE……….ADJUST “ AIRBUS xxx CLEAR

ATC OF CONFLICT ”
Resume normal navigation in

accordance with ATC clearance.
AFTER MANUAL TCAS RA
Reengage FD and AP as required.
EMERGENCY DESCENT
TITLE STYLE
MEMORY ITEM
1st STEP: MEMORY ITEMS 2nd STEP: ECAM or ABN NOT SENSED
PROC “EMER DESCENT” REACHING
PROTECT INIT DESCENT
FL100/MEA-MORA
PROC
PROC FLOW PROC FLOW PROC
DECOMPRESSION
FL 100 / MEA - MORA
A350 VFTDA1EMERDES01 – September 2018

C
LICK TO
“ EMERGENCY DESCENT ” EDIT
ST 1 MASTER
STEP: TITLE STYLE
PROTECT BACK
PA
PF MEMORY ITEM PM
“ EMERGENCY DESCENT ”
If pressure altitude is above 10 000 ft :

CREW OXY MASKS…………………………….USE CREW OXY MASKS………..........………….USE
COMMUNICATION…………………….ESTABLISH COMMUNICATION…………...….….ESTABLISH
INT
INTERPHONE
SIGNS………………………..…………………….ON
CLICK1ST EDIT M
TOSTEP: ASTERDTITLE
INITIATE STYLE
ESCENT BACK
PF MEMORY ITEM PM
Initiate the descent without delay:

ALT knob....................................TURN then PULL i
Select a lower flight level to engage the Open Descent mode
HDG knob...................................TURN then PULL

Leave the airway, away from obstacles…
SPD knob.......................................................PULL
“ THR IDLE, OP DES, HDG ”

“ CHECKED ”
i
SPEED BRAKE lever…….……….…............FULL
CLICK1ST EDIT M
TOSTEP: ASTERDTITLE
INITIATE STYLE
ESCENT
PF PM
FMA BACK
• If structural damage: Maneuver with care.
• Insure aircraft is descending before extend speed brake
• If is not displayed, set the thrust levers to IDLE

CLICK1ST EDIT M
TOSTEP: ASTERDTITLE
INITIATE STYLE
ESCENT
PF PM
FMS BACK
ALT KNOB……………… TURN then PULL
Action on the altitude knob-selector is TURN, then PULL.

If you PULL first, then TURN the altitude knob-selector, the aircraft will not descent.
CLICK 2TO STEP:MPROCEDURE
ND EDIT ASTER TITLE STYLE BACK
PF PM
The flight crew performs the ECAM actions when:
• Memory items are completed.
If an ECAM alert is displayed:
If no ECAM alert is displayed:

“ EMERGENCY DESCENT
NOT-SENSED PROCEDURE ”
Apply the Tasksharing for Abnormal Operations
Return to the Tasksharing for Normal Operations
ASSESS THE SITUATION

DECIDE
INFORM
CLICKPROCEDURE
TO EDIT MASTER TITLE STYLE
HIGHLIGHT BACK
PF PM
Caution: The following actions are not an extensive presentation of the ECAM/ ABN
Not sensed procedure EMER DESCENT but just highlights on some specific steps.
SPEED…….…….............MAX / APPROPRIATE PAX OXY MASK MAN ON…….…............PRESS
MAX FL…….…….…............FL100/MEA-MORA
ATC…….…….…......................................NOTIFY
CREW OXY MASKS DILUTION.…............NORM

CLICK 2TO
ND EDIT
STEP:MPROCEDURE
ASTER TITLE STYLE
PF PM
BACK
 If no structural damaged suspected (Loud bang, high cabin V/S, airflow…) :
SPD knob …...…………….…………….. SET MMO/VMO

If structural damage confirmed or suspected (loud bang, high cabin V/S, air flow):
SPD/MACH pb ………….………………………… PRESS

CLICK 2TO
ND EDIT
STEP:MPROCEDURE
ASTER TITLE STYLE
PF PM
BACK
ATC……................…….……..NOTIFY
 Transmit the distress message “MAYDAY, MAYDAY, MAYDAY” on the current frequency.
 If no contact with ATC, use one of the appropriate frequencies.

CLICK 2TO
ND EDIT
STEP:MPROCEDURE
ASTER TITLE STYLE
PF PM
BACK
PAX OXY MASKS ……… MAN ON
 The passenger oxygen masks drop automatically when the cabin altitude exceeds 14000 ft.
 This action confirms that the passenger oxygen masks are released.
CLICK 2TO
ND EDIT
STEP:MPROCEDURE
ASTER TITLE STYLE
PF PM
BACK
 To save oxygen, set the oxygen diluter selector to N position

CLICK 2TO
ND EDIT
STEP:MPROCEDURE
ASTER TITLE STYLE
PF PM
BACK
 MORA is displayed when:

• CSTR selected
• ND range is 40 nm or more.
MORA
Caution: The MORA displayed on ND is the highest MORA within a radius of 150
40NM around the aircraft

CLICK TO EDIT
REACHING MASTER
FL100 / MEATITLE STYLE
- MORA BACK
PF PM
When ALT*:
SPEED BRAKE lever…….……...….......RETRACT
SPD………………..….....……………...…AS RQRD
Once Oxy masks are removed:

OXY stowage masks compartment…......CLOSE
OXY control slide………...……………...…RESET

FURTHER DESCENT
• V/S target = - 500 ft/min (for passenger comfort)
• V/S max = - 1000 ft/min

CLICK1TO EDIT M
ST STEP ASTER -TITLE
PROTECT FLOWSTYLE BACK
PF
PM
3 SIGNS
“ EMERGENCY DESCENT ” 1
PA
2 CREW OXY MASKS CREW OXY MASKS 1
ESTABLISH COMMUNICATION (INT) ESTABLISH COMMUNICATION (INT)

3 2
C1ST
LICK
STEP EDIT MASTER
TO INITIATE TITLE-STYLE
DESCENT FLOW BACK
PF
PM
PULL 3 2 1 TURN then PULL
TURN then PULL
4 “ THR IDLE, OP DES, HDG ” 1

“ CHECKED ”
ATC
SPEED BRAKES
5
CE
LICK TO EDIT MASTER
MERGENCY EVACUATION
TITLE STYLE
There are three different ways to access to the Emergency Evacuation procedure.
The procedure is:
Included in PROC
ECAM ACTIONS
or,
In PROC
ABN not-sensed procedure
or,
In PROC
QRH paper procedure
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDA1000EVAC01 - September 2018
CLICK ITO MECAM
EDIT IN
NCLUDED ASTERACTIONS
TITLE STYLE BACK
CAPT F/O
When the aircraft is stopped:
“ ATTENTION CREW AT STATIONS ”
PA
ECAM ACTIONS....................................PERFORM
The Captain is building his decision.
NO
Evacuation required?
YES
“ EVACUATE, EVACUATE,
EVACUATE ”
PA
“ CABIN CREW AND PASSENGERS

REMAIN SEATED ”
PA
EMERGENCY
CLICKEVACUATION – ABN NTITLE
TO EDIT MASTER OT-SENSED PROCEDURE
STYLE BACK
CAPT F/O
PA
“ EMERGENCY EVACUATION
PROCEDURE ” EMER EVAC PROC.........................PERFORM
NO
YES
PA EVACUATE ”

PA REMAIN SEATED ”
EMERGENCY EVACUATION
CLICK TO - QRH
EDIT MASTER PAPERSTYLE
TITLE PROCEDURE BACK
CAPT F/O
PA
“ EMERGENCY EVACUATION
PROCEDURE ” EMER EVAC PROC............................PERFORM
NO
YES
PA EVACUATE ”

PA REMAIN SEATED ”
Note: when all batteries are off, public announce and cabin communication are available via cockpit handset only.
CLICK
ENG TOF
EDIT MASTER
AILURE AFTER
TITLE V1
STYLE
DETECTION ECAM ACCELERATION CONTINUE APPROACH

ACTIONS ECAM PREPARATION
PROC PROC PROC PROC PROC
Approach
briefing
FMS
L/G UP preparation
Beta THR lever
target MCT
Pitch
10°
OP CLB
FLAPS 1 FLAPS 0
LEVEL OFF
EO ACCELERATION
ENGINE ALTITUDE
FAILURE
400 ft
V1
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDA10ENGFTO01 – September 2018
DETECTION BACK
PF PM
GOLDEN RULE #1 Fly, Navigate, Communicate

FLY
•Pitch 10°, then follow FD bars
•Consider TOGA i No ECAM action until the

aircraft is established on a
•Gear UP safe flight path, and not
before at least 400 ft AGL.
•Beta target i
•Consider automation
NAVIGATE
If applicable, consider EO SID.
COMMUNICATE
PAN PAN or MAYDAY message

ATC
DETECTION
PF PM
THRUST MANAGEMENT BACK
• TOGA thrust can be selected at pilot’s discretion, keeping in mind that

TOGA requires more rudder input
• T.O thrust (TOGA or FLEX) must be kept until reaching GREEN DOT
• T.O thrust is limited to 10 minutes with one engine out.
DETECTION
PF PM
BETA TARGET AND RUDDER TRIM BACK
When centered:
Trim the aircraft
The RUD TRIM indication

appears on the PFD as soon as
the engine failure is detected
CLICK TO EDIT
ECAMMASTER
ACTIONSTITLE STYLE BACK
PF PM
Once the PF has stabilized the flight path, and above 400 ft AGL:
ECAM ACTIONS.........................................PERFORM
ECAM actions can be stopped at any time on PF request for trajectory, configuration, etc...
DAMAGE OR NO DAMAGE ?
DAMAGE NO DAMAGE
• High vibration prior to flame out
• Loud noise, explosion
• Repeated and uncontrollable engine stalls

The crew may decide to attempt an engine relight
• Abnormal engine indications on ECAM (such as
in flight at this step, but it is recommended to:
N1, N2 or N3 ~ 0)
• Perform all ECAM actions and
• Damage visually detected by the crew.
• Consider engine relight when reaching the
No Attempt of Relight STATUS page.
ACCELERATION BACK
PF PM
Before EO ACC ALT:
“ STOP ECAM ”
i ECAM ACTIONS...............................................STOP
Engine secured and above EO ACC ALT:
ALT pb on AFS CP...............................PRESS

“ ALT ”
“ CHECKED ”
Retract SLAT/FLAPS as usual.
At FLAPS 0 and green dot speed:
ALT knob........................................................PULL
THRUST lever.................................................MCT i
“ THR MCT, OP CLB,

A/THR”
“ CHECKED ”
CLICK TO EDIT
A MASTER
THE ENGINETITLE STYLE
CCELERATION
SECURE BACK
PF PM
The flight crew should delay the acceleration until the engine is secured. However, the acceleration must be
performed within 10 minutes of takeoff.
An engine (e.g. ENGINE 2) is considered as secured when:
•ENG 2 MASTER is OFF, for an engine failure without damage
•ENG 2 AGENT 1 is discharged, for an engine failure with damage
•ENG 2 AGENT 2 is discharged or fire extinguished, for an engine fire
ACCELERATION
PF IF TAKEOFF IN FLEX PM BACK
Retard thrust lever in CL detent Forward thrust lever in MCT detent
RETARD THRUST FORWARD THRUST

LEVER IN CL DETENT LEVER IN MCT DETENT
CONTINUE TITLE STYLE
ECAM BACK
PF PM
ECAM ACTIONS......................................CONTINUE
Before reading STATUS page, consider:
 AFTER TAKEOFF/CLIMB checklist
APPROACH TITLE STYLE
PREPARATION BACK
PF PM
FMS………………………………………PREPARE
APPROACH BRIEFING……………….PERFORM
FMS preparation:
Standard (Consider diversion)
Approach briefing:
Standard
+
Status
+
Consider overweight landing
Note: No SOFT GO AROUND in the case of one engine inoperative

(Set TOGA)
DETECTION BACK
PF PM
First pilot who detects the engine failure:
“ ENGINE FAILURE ”
FLY
PITCH…..…………..........…..……12.5° THEN SRS
i TOGA……............…..…..CONSIDER USE
LANDING GEAR…………………………………UP
i BETA TARGET………….....…………CENTER No ECAM action until

the aircraft reaches at
AP…………………………..………CONSIDER USE least 400 ft AGL with a
safe flight path
established.
NAVIGATE
EO SID…….……………………......……CONSIDER
COMMUNICATE
“PANNE PANNE, PANNE PANNE, PANNE

ATC PANNE, AIRBUS 101 ENGINE FAILURE ”
CONTINUE TITLE STYLE
ECAM BACK
PF PM
ECAM ACTIONS......................................CONTINUE
ECAM ACTIONS
ECAM PROCEDURE
SYSTEM DISPLAY
STATUS i
Return to normal tasksharing
SITUATION ASSESSMENT
DECISION
PERF Page
• After a successful engine relight, if CLEAR EO prompt is still displayed, press
• Clearing “CLEAR EO” prompt restores predictions and performances for ALL ENGINES OPERATIVE.
Once pressed, reverting to ONE ENGINE OUT conditions is not possible.
CLICK
ENGTOFEDIT MASTER
AILURE IN C
TITLE STYLE
RUISE
Obstacle Strategy
Detection and PROC
Initial Actions Flight Continuation:
ECAM
Strategy? •LRC
PROC
Actions
•ECON i
Standard Strategy
PROC
ENGINE
FAILURE
Deceleration to green dot OBSTACLE STRATEGY
THR levers A/THR

MCT OFF
ATC
M.85/300KT
STANDARD STRATEGY
EO MAX FL
Engine Failure
below EO MAX FL i
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDA1ENGFCRZ01 – March 2019
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ENGTOFEDIT MASTER
AILURE IN C
TITLE STYLE
RUISE
ENG FAILURE BELOW EO MAX FL BACK
If the engine failure occurs below EO MAX FL, keep A/THR ON.
DETECTION BACK
PF PM
GOLDEN RULE #2 Use the appropriate level of automation at all times.
FLY
Consider keeping automation.
THRUST levers…………………………………MCT
A/THR………………….…………………………OFF
Set A/THR to OFF in

order to freeze MCT
NAVIGATE
If appropriate to leave the airway:

HDG..........................................................SELECT
STRATEGY (Altitude and Speed)....DETERMINE STRATEGY (Altitude and Speed)....DETERMINE
STRATEGY (Altitude and Speed)..............APPLY
COMMUNICATE
PAN PAN or MAYDAY message

ATC
CLICK TOSEDIT MASTER
TANDARD TITLE STYLE
STRATEGY BACK
PERF/CRZ
SET & PULL SET & PULL
M.85/300kt EO MAX FL
THR levers A/THR

MCT OFF
EO MAX FL
WHEN V/S BECOMES LESS THAN -500FT/MIN
SET & PULL A/THR

V/S -500 ft/min ON
CLICK TOOEDIT MASTER
BSTACLE TITLE STYLE
STRATEGY BACK
SET & PULL

DRIFT DOWN FL
When clear of obstacle

THR levers A/THR
MCT OFF
Apply standard strategy:
SET & PULL SET & PULL

Deceleration to green dot M.85/300kt EO MAX FL
DRIFT DOWN FL
EO MAX FL
CLICK TOFLIGHT
EDIT M ASTER TITLE STYLE
CONTINUATION BACK
Push to
manage
the speed
EO MAX FL
SPEED STRATEGY
PERF/CRZ
FCLIGHT
LICK TOCEDIT
REW MASTER
INCAPACITATION
TITLE STYLE
Definition Detection Reaction
i i i
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDA1INCAPAC01 – March 2019
CLICK TO EDITDEFINITION
“Any condition which affects the health of a crew member

during the performance of duties which renders him
incapable of performing the assigned duties.”
• It occurs more frequently than many of the other emergencies, which are
the subject of routine training.
• It occurs in all age groups and during all phases of flight.
DETECTION BACK
• Incapacitation can occur in many forms, from subtle partial loss of function to
obvious loss of consciousness or sudden death.
• Symptoms for early detection of the incapacitation:
 No standard callouts, particularly during critical flight phases

 High number of clues of “subtle incapacitation” (e.g. no appropriate response
to a verbal communication)
 Incoherent speech
 Strange behavior
 Irregular breathing
 Pale and fixed facial expression
 Jerky motions, either delayed or too rapid.
REACTION 1/2TITLE STYLE NEXT BACK
The fit pilot must :
 Take over and ensure a safe flight path:
• Announce “I HAVE CONTROL”,
• If the incapacitated flight crewmember interferes with aircraft handling, press and keep
pressed the sidestick pushbutton for at least 40 seconds: i
• Keep or engage AP as required,
• Perform callout and checklist aloud,
 Declare an Emergency to ATC: “ MAYDAY, MAYDAY, MAYDAY ”

ATC
 Take any steps possible to contain the incapacitated flight crewmember. These steps may
involve cabin crew: “ATTENTION, PURSER TO COCKPIT PLEASE”
PA
REACTION 2/2TITLE STYLE PREV BACK
The fit pilot must :
 Consider:
• Early approach preparation and checklist reading,
• Automatic landing,
• Use of radar vectoring and long approach.
 Land At the Nearest Suitable Airport (LAND ANSA).
 Arrange medical assistance onboard and after landing (e.g.: request assistance from any
medically qualified passenger).
CLICK TO EDITRM ASTER TITLE STYLE
EACTION BACK
“PRIORITY LEFT/RIGHT”
40 Sec
CLICK TOFMS
EDIT MF
ASTER TITLE STYLE
AILURE
Normal situation
If 1 FMC failed: If 2 FMCs failed: If all FMCs failed:

AUTO FLT FMS 1(2) FAULT AUTO FLT FMS 1+2 FAULT
No impact on FMS 1 or 2 i i
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDA1FMSFAIL01 – September 2018
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AUTO MASTER
FLT TITLE
FMS 1 FAULT STYLE BACK
Both APs and the A/THR remain available.
FMS 1 is failed FMC-B controls FMS 1 and FMS 2

On ND:
On ND:
On MFD:
BOTH ON 2
EFIS CP i
CLICK TO EDIT
AUTO MASTER
FLT TITLE
FMS 1 FAULT STYLE
EFIS CP BACK
In case of FMS 1(2) fault, most functions of the CAPT(F/O) EFIS CP are lost.
CLICKAUTO FLTMFMS
TO EDIT ASTER
1+2TITLE
FAULTSTYLE BACK
Both APs and the A/THR remain available.
However, the AP reverts to HDG / V/S (TRK / FPA).
FMS 1 and FMS 2 are failed
ISIS SND is available.
Use the STBY RAD NAV

on the RMP to manually
tune the NAVAIDS.
EFIS CP
and i
BACKUP TRAJ
CLICKAUTO FLTMFMS
TO EDIT ASTER
1+2TITLE
FAULTSTYLE BACK
EFIS CP
In case of FMS 1+2 fault, most functions of both EFIS CP are lost.
CAPT EFIS CP F/O EFIS CP
BACKUP TRAJ
C
LLICK
OW TO EDIT MASTER
ENERGY AURAL ALERT
TITLE STYLE
PF PM
“ SPEED SPEED SPEED ”
(NO ECAM MESSAGE)
THRUST……………………………........INCREASE
PITCH ATTITUDE....................ADJUST, AS RQRD
Alert Availability and Triggering i
A350 VFTDN1LOWENER01 – September 2018

CLICK
ALERTTO EDIT MASTER
AVAILABILITY AND TTITLE STYLE
RIGGERING BACK
ALERT AVAILABILITY
The low energy aural alert is available:

• In manual flight:
o In all flight control laws
o In CONF 2, 3 and FULL
o Between 200 ft and 2 500 ft RA for takeoff, or between 2 500 ft and 100 ft RA for landing.
• If the autopilot is engaged (normal or alternate law), whatever the aircraft altitude and slat/flaps position.
Note: If the slats or flaps are jammed, the low energy aural alert is available when the aircraft is not in clean configuration.
ALERT TRIGGERING CONDITIONS

NORMAL LAW ALTN LAW
DIRECT LAW
VLS The low energy aural alert is triggered:

VαPROT • Between VLS and VαPROT in normal law
VLS
• Between VLS and VSW in alternate and direct law.
VαMAX VαSW
CLICKRTO EDIT MASTER
EJECTED TAKEOFF
TITLE STYLE
CAPTAIN DECISION
V1
“ STOP ”
RTO<72 kt: REJECTED TAKEOFF i Continue takeoff
i PROC FLOW
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDA10000RTO01 – March 2019
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EJECTED TITLE STYLE
TAKEOFF
RTO below 72 kt
BACK
In the case of a RTO below 72 kt:
• No ground spoilers deployment
• No autobrake activation.
Use manual braking.

Use nosewheel steering and differential braking if needed.
CLICK TO REDIT MASTER
EJECTED TITLE STYLE
TAKEOFF
BACK
DECISION MANAGEMENT
The ECAM inhibits some alerts, in order to enable the flight crew to focus on their takeoff tasks.
Therefore, any Master Warning or Master Caution during this period must be considered as significant.
Note: any non-ECAM event (Tire burst, bird hazard, …):

• Below 100 kt: reject the takeoff,
• Above 100 kt: consider continue takeoff (GO-MINDED).
CLICKRTO EDIT M
TAKEOFF PROCSTYLE BACK
PF PM
CAPTAIN DECISION:
“ STOP ”
The CAPTAIN is now PF.
Simultaneously:
ALL THRUST LEVERS...................................IDLE
REVERSE THRUST..............................MAX AVAIL “ REVERSE GREEN ”

“ DECEL ”
ANY AUDIO CAUTION OR WARNING....CANCEL
When the aircraft stopped:

REVERSE................................................STOWED “ AIRBUS 101 STOPPING ”
ATC
PARKING BRAKE............................................SET
“ ATTENTION CREW AT STATIONS”

PA
If required, consider:
ECAM ACTIONS
EVACUATION PROCEDURE
CLICKRTO EDIT M
TAKEOFF FLOWSTYLE BACK
PF
PM “ STOP ”
The CAPTAIN is now PF
“ DECEL ”
CANCEL ANY MASTER CAUT or WARN
1 2
4
If required: “ ECAM ACTIONS ”
1
THR LEVERS IDLE
“ ATTENTION CREW AT STATIONS ” MAX AVAIL REVERSE THRUST
PA
3
3
2 When the aircraft is stopped:
When the aircraft is stopped: ATC “ AIRBUS 101 STOPPING ”
PARK BRK ON
RUNWAY OVERRUN WARNING (ROW)
RUNWAY OVERRUN PROTECTION (ROP)
Descent Preparation In flight On ground
PREDICTIVE ROW REACTIVE ROW ROP

SOP PROC PROC
Landing with failure

affecting landing
performance
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDN10ROWROP01 – September 2018
DCLICK TO
ESCENT EDIT MASTER
PREPARATION TITLE STYLE
– PREDICTIVE ROW BACK
PF PM
RWY COND / BRK ACTION.............................SET i
For landing on contaminated runway i
If the LDA must be modified:

ND MODE SELECTOR..................................PLAN
ND RANGE SELECTOR...............................ZOOM
RUNWAY SHIFT..........................................ENTER
LANDING ON CONTAMINATED RUNWAY BACK
• The ROW/ROP is approved for dry and wet runways only
• Set RWY CONDITION : WET, or BRAKING ACTION : GOOD
• The ROW/ROP remains armed, and alerts may be triggered based on the landing distance computed on a
wet runway.
 The flight crew must always follow the ROW/ROP alerts.
DESCENT TITLE STYLE
REPARATION
PF SET RWY CONDITION / BRAKING ACTION
PM BACK
If the selected runway is too short:
• The ND and the RWY

COND/BRAKING ACTION Matrix
display amber indications and
The selected runway condition is used by
messages.
ROW/ROP and BTV.
• Select another landing runway.
DESCENT TITLE STYLE
REPARATION
PF PM
How to use the RWY COND / BRAKING ACTION selector BACK
Push/Pull Inner Ring Rotate Outer Ring Rotate Inner Ring
Display/ Hide the matrix Select the mode Select the LDG PERF CODE
RWY CONDITION Selection DRY
DRY-6
Push Pull
BRAKING ACTION Selection WET
GOOD-5
GOOD-5
REACTIVE TITLE STYLE
ROW BACK
Below approx,.
500 ft
The ROW computes the prediction

from real time data (wind, temperature, VAPP, landing conf, …)
RWY TOO SHORT

CONSIDER GO-AROUND
200 ft
“RUNWAY TOO SHORT

RWY TOO SHORT
RUNWAY TOO SHORT […]”
GO-AROUND
Ground © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT MROP
The ROP is automatically armed on ground.
ROP ROP
With manual braking With autobrake
(BTV or BRK MED)
i i
CLICK TO
ROP – MM
EDIT ASTER
ANUAL TITLE STYLE
BRAKING BACK
Overrun End of
hazard ROP ACTIVE overrun
detected hazard
MAX BRAKING
MAX REVERSE
Apply and maintain MAX PEDAL BRAKING

Below MAX BRAKING
“BRAKE,
MAX BRAKING,
At
MAX BRAKING”
“SET MAX
REVERSE”
“KEEP MAX REVERSE”
Set and keep MAX REVERSE

Below MAX REVERSE
Touch A/C
Down © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. STOP
ROPC–LICK TO EDIT
AUTOMATIC MASTER
BRAKING TITLE
(BTV STYLE
OR BRK MED) BACK
Overrun End of
hazard ROP ACTIVE overrun
detected hazard
MAX REVERSE
System automatically applies MAXIMUM BRAKING

A/BRK A/BRK
At
“SET MAX
REVERSE”
“KEEP MAX REVERSE”
Set and keep MAX REVERSE

Below MAX REVERSE
Touch A/C
Down © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. STOP
LANDING WITH FAILURE AFFECTING LANDING PERFORMANCE BACK
In the case of a failure affecting the landing performance:
• There is no more feedback on the ND (no ROW line, no TOO SHORT message,...)
• The ROW/ROP remains armed, and alerts may be triggered based on the landing distance computed
without failure.
 The flight crew must always follow the ROW/ROP alerts.
SMOKE / FUMES
TITLE STYLE
ECAM warning
Smoke perception
without ECAM SMOKE L(R) Other SMOKE
warning AVNCS SMOKE caution or SMOKE
warnings
i
i
“ ECAM actions ” “ ECAM actions ”
Immediate actions If smoke persists

Or
i In case of doubt
about the smoke
source, apply:
QRH 1.01A QRH 1.01A

SMOKE / FUMES SMOKE / FUMES
procedure procedure
If smoke stops: If smoke stops:
“ Continue ECAM ” “ Continue ECAM ”
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDA100SMOKE01 – September 2018
SMOKE / FUMES
TITLE STYLE
SMOKE L(R) AVNCS SMOKE BACK
Perform ECAM actions and go to QRH when requested by the ECAM procedure.
 QRH
SMOKE / FUMES
TITLE STYLE
SMOKE PERCEPTION WITHOUT ECAM WARNING BACK
When smoke appears without ECAM warning, the flight crew must activate
the ABN not-sensed SMOKE / FUMES procedure.
If the visibility in the cockpit is too low to read the ABN not-sensed, the flight crew can use
the QRH SMOKE / FUMES procedure.
CLICK TO /EDIT
SMOKE MASTER
FUMES TITLE STYLE
QRH PROCEDURE BACK
 LAND ASAP
 Protect the crew and the pax

 Start smoke removal
 Establish communication with cabin crew.
 Short term decision.
 At any time procedure.
 Investigate the source of smoke.
SMOKE / FUMES
TITLE STYLE
BACK
LAND ASAP
An immediate diversion should be considered as soon as the smoke is

detected. If the smoke source is not immediatly obvious, accessible and
extinguishable, it should be initiated without delay.
CLICK TO IEDIT MASTER
MMEDIATE TITLE STYLE
ACTIONS BACK
The immediate actions are common to:

• QRH 1.01A
• ABN not-sensed SMOKE/FUMES
• ECAM SMOKE L(R) AVNCS SMOKE.
 Protect the crew

 Protect the pax
 Start smoke removal
 Establish communication with cabin crew.
QRH 1.01A ABN not-sensed ECAM warning

SMOKE / FUMES SMOKE L(R) AVNCS SMOKE
LAND ASAP i
CLICK TO EDIT M
STALL RASTER TITLE STYLE
ECOVERY
MEMORY ITEM
Detection i Recovery PROC
1 Reduce AOA 2 Increase Thrust
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDA100STALL01 – September 2018
DETECTION BACK
• “ STALL, STALL ”
And / Or
• Buffeting of a magnitude and

severity that is strong and deterrent
to further speed reduction
• A nose pitch movement that cannot

be easily arrested
• The pitch control reaches the aft

stop (no further increase in pitch
attitude even when the control is
held full aft).
REQUIRES AN IMMEDIATE ACTION

PROCEDURE BACK
PF PM
AOA must be reduced.
“ STALL, I HAVE CONTROL ”
NOSE DOWN PITCH CONTROL………………..APPLY i
BANK.....................................................WINGS LEVEL
Increase energy.
When stall warning and buffet have stopped:
THRUST.............INCREASE SMOOTHLY AS NEEDED
SPEED BRAKES......................CHECK RETRACTED
FLIGHT PATH.........................RECOVER SMOOTHLY
If below 20 000 ft and clean configuration:

“ FLAPS 1 ”
i “ FLAPS 1 ”
If not in clean, keep current configuration.
PROCEDURE
PF PM
SELECTION OF FLAPS 1 BACK
During flight path recovery, the flight crew must select FLAPS 1 in order to increase the margin with
the AOASTALL.
CLEAN CONF FLAPS 1
VLS FLAPS 1
VαSW VLS
VαSW
PROCEDURE
PF PM
NOSE DOWN BACK
Note: In the case of lack of pitch down authority, reducing thrust may be necessary
CLICK TO EDITTAWS
MASTER TITLE STYLE
MEMORY ITEM
TAWS on ND i CAUTION alerts PROC WARNING alerts PROC
“ SINK RATE, SINK RATE ” “ PULL UP ”
“ TERRAIN TERRAIN ” “ PULL UP ”
“ DON’T SINK, DON’T SINK ”
GPWS “ GLIDE SLOPE, GLIDE SLOPE ”
“ TOO LOW TERRAIN ”
“ TOO LOW FLAPS ”
“ TOO LOW GEAR ”
“ TERRAIN AHEAD ” “ TERRAIN AHEAD, PULL UP ”

Terrain
“ AVOID TERRAIN ”
function
“ OBSTACLE AHEAD ” “ OBSTACLE AHEAD, PULL UP ”
i
“ AVOID OBSTACLE ”
A350 VFTDA1000TAWS01 – March 2019

CLICK TO EDITTAWS
MASTER TITLE STYLE
BACK
TERRAIN FUNCTION
Terrain is displayed on the ND for terrain awareness only. Terrain display must not be used for navigation.
If the NAV accuracy is low, the TERR function is automatically deactivated.

The TERR STBY memo appears on the WD, and TERR INOP appears on ND.
A350
WARNING TITLE STYLE
ALERTS BACK
“ PULL UP ”
In case of a warning alert, immediately, simultaneously and with no

“ TERRAIN AHEAD, PULL UP ” arguments:
• “ PULL UP TOGA ”
• AP…………………………………………..OFF
“ AVOID TERRAIN ” • PITCH………………………….……..PULL UP
• Pull full backstick and maintain in that position
• THRUST LEVER……………………….TOGA
• SPEED BRAKES…….CHECK RETRACTED
• BANK…………..….WING LEVEL or ADJUST
“ OBSTACLE AHEAD, PULL UP ” DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR)

UNTIL CLEAR OF OBSTACLE
“ AVOID OBSTACLE ”
Terrain Ahead and Obstacle Ahead Warning alerts are triggered

approximately 30 s away from the conflict terrain.
CAUTION TITLE STYLE
ALERTS NEXT
During Night or IMC
“ TERRAIN TERRAIN ”
“ TERRAIN AHEAD ” In case of a warning alert, immediately, simultaneously and with no

arguments:
• “ PULL UP TOGA ”
“ TOO LOW TERRAIN ” • AP…………………………………………..OFF
• PITCH………………………….……..PULL UP
• Pull full backstick and maintain in that position
• THRUST LEVER……………………….TOGA
• SPEED BRAKES…….CHECK RETRACTED
“ OBSTACLE AHEAD ” • BANK…………..….WING LEVEL or ADJUST
Note: Terrain Ahead and Obstacle Ahead caution alerts are triggered approximately 60 s away
from the conflict terrain.
Note: For some airports the operator may define a specific procedure.
CAUTION TITLE STYLE
ALERTS NEXT
During Daylight and VMC and obstacle clearly in sight
“ TERRAIN TERRAIN ”
“ TERRAIN AHEAD ”
• FLIGHT PATH…………………….….ADJUST
Adjust pitch, bank and thrust to silent the alert.
“ OBSTACLE AHEAD ”
Note: Terrain Ahead and Obstacle Ahead caution alerts are triggered approximately 60 s away
from the conflict terrain.
Note: For some airports the operator may define a specific procedure.
CAUTION TITLE STYLE
ALERTS BACK
 Above 1 000 ft AAL in IMC or above 500 ft in VMC:

 FLIGHT…………………………………………. PATH ADJUST
“ SINK RATE, SINK RATE ” • Adjust pitch and thrust to silent the alert.
 Below 1 000 ft AAL in IMC or below 500 ft in VMC:
 GO-AROUND……………………………………….CONSIDER
“ DON’T SINK, DON’T SINK ”  FLIGHT…………………………………………. PATH ADJUST

• Adjust pitch and thrust to silent the alert.
“ TOO LOW GEAR ”

 GO-AROUND…………………………………………. PERFORM
“ TOO LOW FLAPS ”
 Above 1 000 ft AAL in IMC or above 500 ft in VMC:

 FLIGHT…………………………………………. PATH ADJUST
 When conditions require a deliberate approach below G/S:
“ GLIDE SLOPE, GLIDE SLOPE ”  G/S MODE……………………………………... OFF
 Below 1 000 ft AAL in IMC or below 500 ft in VMC:

 GO-AROUND……………………………………….CONSIDER
CLICK TO EDIT
TAWSMASTER
ON NDTITLE STYLE BACK
COLOR CODING
Area with no terrain data
Obstacle
TAWS message
Aircraft height
Lowest and highest

elevations in
selected range. The
color coding is the
same as the terrain
display.
MORA
Appears if the flight crew :
- Presses the CSTR pb on EFIS CP, and
- Selects a range of 40 nm or more on EFIS CP.
For more info on the display of TAWS on the ND, refer to: FCOM  Aircraft Systems  34 – Surveillance  TAWS  Controls and Indicators  ND
CLICK TO EDIT
UNRELIABLE AIR MSASTER SITUATION
PEED TITLE STYLE
MEMORY ITEM
At any time, if the flight crew detects unreliable air data indication:
1) If safe conduct of the flight is impacted:
The flight crew must apply the memory items:
AP...................................................................................OFF Definition of the safe
A/THR.............................................................................OFF conduct of the flight
FD...................................................................................OFF i
PITCH/THRUST:
Below THRUST RED ALT............................12.5°/TOGA
Above THRUST RED ALT and below FL100....10°/CLB
Above THRUST RED ALT and above FL100.....5°/CLB
FLAPS:
If CONF 0(1)(2)(3).............MAINTAIN CURRENT CONF
If CONF FULL...........SELECT CONF 3 AND MAINTAIN
SPEEDBRAKES................................CHECK RETRACTED
L/G....................................................................................UP
2) If safe conduct of the flight is not impacted or after the memory items:
The flight crew must activate the NAV UNRELIABLE AIR SPEED INDICATION.
Automatic Air Data Switch Logic i PFD Display i
Note: In this tutorial, the CM1 is PF in all examples.

A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDA1UNRASPD01 – September 2018
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DEFINITION TOTHE
EDIT MASTER
SAFE TITLE
CONDUCT OF STYLE
THE FLIGHT BACK
Safe conduct of the flight is affected when the flight crew is not sure to be able to safely
fly the aircraft in the short-term, with the current parameters, i.e.:
• The flight crew has lost situation awareness, or
• The current pitch and thrust settings are not appropriate for the current flight
conditions, or
• The aircraft has an unexpected flight path for the current flight conditions, or
• The aircraft is in a dynamic manoeuvre.
CLICK TO EDIT
PFDMD
ASTER
ISPLAY TITLE STYLE BACK
Normal law
On PF Side
Direct law
In the ECAM procedure:

If CAPT and F/O speeds disagree
more than 30 Kt:
ADR 1+2+3 P/Bs...............OFF
CLICK
AUTOMATIC AIRMDASTER
TO EDIT TITLELOGIC
ATA SWITCH STYLE BACK
The PRIMs ensure the monitoring and the automatic selection of the
air data sources (ADRs, ISIS, Backup from engine or AOA probes).
The CDS displays the best available air data source.
Example of reconfiguration (for air data):
Air Data Sources PFDs Display

ADR1 ADR2 ADR3 ISIS BKUP CAPT F/O
     ADR1 ADR2
     ADR3 ADR2
     ADR1 ADR3
     ADR3 ADR3
     ADR1 ADR1
     ISIS ISIS
     BKUP BKUP
WINDSHEAR
MEMORY ITEM
Symptoms i
TAKEOFF APPROACH
PREDICTIVE REACTIVE PREDICTIVE REACTIVE
windshear windshear windshear windshear
i i i i
PROC PROC PROC PROC
Reactive windshear Predictive windshear

WXR function “ GO AROUND, FLAPS ”
“ WINDSHEAR, TOGA ” PRIMs function
Reactive windshear
PRIMs function
Predictive windshear “ WINDSHEAR, TOGA ”
WXR function
A350 © AIRBUS SAS 2016. All rights reserved. Confidential and proprietary document. VFTDA1WINDSHR01 – September 2018
WINDSHEAR
SYMPTOMS BACK
LAND 3
On PFD:
• Speed trend
• Speed margin
• Bird jerks (if displayed)
• Vertical Speed.
On ND:
• Ground speed
• Wind direction / Velocity
• Weather radar.
On ED:
• Thrust variations.
WINDSHEAR
PREDICTIVE WINDSHEAR AT TAKEOFF BACK
- 25° + 25°
- 40° + 40°
5 nm
Warning i Warning
on UP TO 1 200 ft
ground 3 nm
only i Caution
i Advisory UP TO 1 500 ft
1.5 nm
• Active only if the Weather Radar/Predictive Windshear is in automatic mode
• Inhibited at takeoff between 100 kt and 50 ft.
WINDSHEAR WARNING BACK
“ WINDSHEAR AHEAD, WINDSHEAR AHEAD ”
AUTOMATICALLY:
• WX DATA DISPLAYED ON ND
• ND SET TO ARC, RANGE 10 NM
(AUTO RANGE / MODE)
WINDSHEAR CAUTION BACK
“ MONITOR RADAR DISPLAY ”
AUTOMATICALLY:
(AUTO RANGE / MODE)
WINDSHEAR ADVISORY BACK
Range = 10 NM Range > 10 NM
AUTOMATICALLY, WX DATA DISPLAYED ON ND
PCREDICTIVE
LICK TO EDIT MASTER
WINDSHEAR TITLETAKEOFF
DURING STYLE BACK
PF PM
“ WINDSHEAR AHEAD, WINDSHEAR AHEAD ”
Or
Or
Windshear suspected by the flight crew
Before takeoff roll:

TAKEOFF.....................................................DELAY
MOST SUITABLE RUNWAY..................REQUEST
TOGA THRUST……………………………..SELECT
Do not use FLEX
Before V1:
TAKEOFF...................................................REJECT
After V1:
THRUST levers.............................................TOGA
When airborne:
AP (if engaged)………………..………….KEEP ON
FD orders..………………………….……..FOLLOW
IF WINDSHEAR IS ENTERED DO NOT CHANGE CONFIGURATION
WINDSHEAR
REACTIVE WINDSHEAR AT TAKEOFF BACK
• Computed by the PRIMs “ WINDSHEAR, WINDSHEAR, WINDSHEAR ”
• Real-time function
• Active from 50 ft (or 3 sec after liftoff), up to 1 300 ft.
C
RLICK TO W
EACTIVE EDIT MASTER
INDSHEAR TITLE
DURING STYLE
TAKEOFF NEXT BACK
PF “ WINDSHEAR, WINDSHEAR, WINDSHEAR ” PM

On ground before V1
During takeoff roll WINDSHEAR alert is inhibited, Windshear recognition is based on the crew observation.
If significant airspeed and airspeed trend variations: Reject Takeoff.
On ground after V1
“ WINDSHEAR, TOGA ”
THRUST LEVEL..………………………………..TOGA
REACHING VR…...……………ROTATE NORMALLY
SRS ORDERS……………………......………FOLLOW
Airborne
THRUST LEVERS AT TOGA…....SET or CONFIRM
AP (if engaged)…....…..……….…KEEP ENGAGED
SRS ORDERS……….…..…………..………FOLLOW
Keep landing gear and slats/flaps position until

out of windshear
C
RLICK TO W
EACTIVE EDIT MASTER
INDSHEAR TITLE
DURING STYLE
TAKEOFF BACK
PF PM
When out of windshear:

“ POSITIVE CLIMB”
“ GEAR UP”
LANDING GEAR................................................UP
Above thrust reduction altitude:
THRUST levers...................................................CL
Above acceleration altitude:
FLAPS……….………………...…………RETRACT
Never retract flaps in SRS mode
WINDSHEAR
PREDICTIVE WINDSHEAR DURING APPROACH BACK
- 25° + 25°
- 40° + 40°
5 nm
i Warning
FROM 1 200 ft
TO 50 ft
3 nm i Caution
FROM 1 500 ft
i Advisory TO 50 ft
1.5 nm
• Active only if the Weather Radar/Predictive Windshear is in automatic mode
WINDSHEAR WARNING BACK
“ GO AROUND, WINDSHEAR AHEAD ”
LAND 3 AP1+2
DUAL
AUTOMATICALLY:
(AUTO RANGE / MODE)
WINDSHEAR CAUTION BACK
LAND 3 AP1+2
DUAL
W/S
AUTOMATICALLY:
(AUTO RANGE / MODE)
WINDSHEAR ADVISORY BACK
Range = 10 NM Range > 10 NM

LAND 3 AP1+2
DUAL
W/S
AUTOMATICALLY, WX DATA DISPLAYED ON ND
PCLICK TO EDIT
REDICTIVE MASTER
WINSHEAR TITLE
DURING STYLE
APPROACH BACK
PF PM

Or windshear suspected by the flight crew
APPROACH.…………...…CONSIDER DELAYING
If downbursts are expected, select CONF 3

on the MFD and increase VAPP, up to
VLS + 15 kt.
WEATHER RADAR………………………....CHECK WEATHER RADAR…………………………CHECK
MANAGED SPEED..........................................USE FD…………………………….…………..CHECK ON
AP…………………………………………………USE
“ GO AROUND, WINDSHEAR AHEAD ”

“ GO AROUND, FLAPS ”
GO AROUND………………………….....PERFORM
LANDING GEAR................................................UP
SRS orders………………………………..FOLLOW
WINDSHEAR
REACTIVE WINDSHEAR DURING APPROACH BACK
• Computed by the PRIMs “ WINDSHEAR, WINDSHEAR, WINDSHEAR ”
• Real-time function LAND 3 AP1+2

DUAL
• Active from 1 300 ft.
RCEACTIVE
LICK TOWEDIT MASTER
INDSHEAR TITLE
DURING STYLE
APPROACH BACK
PF PM
“ WINDSHEAR, WINDSHEAR, WINDSHEAR ”

Or windshear detected by the flight crew
THRUST levers.............................................TOGA
Keep landing gear and slats/flaps position until
out of windshear
SRS orders………………………………..FOLLOW
AP (if engaged)………………….KEEP ENGAGED
When out of windshear, revert to go-around procedure

“ GO AROUND, FLAPS ”
Never retract flaps in SRS mode

A350 Tutorials

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A350 Tutorials

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Disclaimer

When and how to use

When and how to use

Tutorials are used to assist debriefing after the session as required.

Tutorials are used to assist debriefing after the session as required.

The buttons are:

BACK The BACK button is used to go back one step.

i The i button is used to open an information page.

FLOW The FLOW button is used to open an action flow page.

CALLOUTS The CALLOUT button is used to open a callout page.

Title of the Tutorial

Indication that the Tutorial

Link to more information

Title BACK button

Possibility of flight crew Possibility of damage to the

Possibility of injury to the The navigation may be

Possibility of injury to The handling or control of the

It may not be possible to

GOLDEN RULE #1 Fly, Navigate, Communicate i

Use the appropriate level of automation

GOLDEN RULE #3 Understand the FMA at all times. i

Take actions if things do not go as

Actively monitor the flight parameters

Know where the

Cabin Crew Flight Crew ATC

Understand the operational effect of the selected level of automation

Confim that the aircraft reacts as expected

Monitor the FMA

Announce the FMA

Confirm the FMA

Understand the FMA

Change the level of automation • Communicate with the PF

Prelim. Cockpit Prep. – OIS/ECAM/Logbook FLOW

Cockpit Prep. – Overhead Panel FLOW

Cockpit Prep. – Center Instrument Panel FLOW Rejected Takeoff FLOW

Cockpit Prep. – Pedestal FLOW

Final Cockpit Prep. FLOW

After Start FLOW

Climb / FL 100 FLOW

Descent / 10 000 ft FLOW

After Landing FLOW

CM1 IR MODE selectors 6 All BATTERIES

ENG 1 and 2 MASTER levers

HYD, ENG OIL, RAIN RPLNT,

PARK BRK & ACCUs 4

Emergency equipment, gear

1 CAPT/CAPT & PURS sw

When both pilots are seated:

PF ENG ANTI ICE APU BLEED

ECAM STATUS ECAM STATUS

LDG LIGHTS 1 2 SEAT BELTS

EFIS OPTIONS 1 3 EFIS OPTIONS

2 CREW OXY MASKS CREW OXY MASKS 1

ESTABLISH COMMUNICATION ESTABLISH COMMUNICATION

PULL 3 2 1 TURN then PULL

TURN then PULL

4 “ THR IDLE, OP DES, HDG ” 1

CKPT DOOR CTLR

CKPT EQPT POWER SUPPLY CKPT EQPT POWER SUPPLY

FUEL JETTISON L L TK XFR R TK XFR L

TRIGGER EVENT A OFF OFF OFF OFF FAULT

MASK MAN ON OXYGEN CARGO SMOKE MLG BAY

COMMAND EVAC A MAN XBLEED PURS SEL A

ON FAULT APU BLEED CLOSE OPEN FAULT