A350 System Guide

A350 Learning Objective Document
(LOD)
Revision [Number]: [Aug. 03, 2016]
Memory Recall Items and Limitations will not be tested on the (eSV); they will
be tested orally the day of the Procedures Validation (PV Module 241).
A350 LOD
Introduction
Welcome to A350 training!
The Learning Objective Document (LOD) has been designed to assist you as you prepare for the electronic System
Validation (eSV). The LOD will challenge you to recall, describe or explain certain operating features of each of the
aircraft’s systems, and provide you with the correct response to those challenges, as well as provide you with some
ancillary background information in order to help you better understand the issue. Pay close attention to the
information presented during classroom lectures, Systems Training modules, and system review sessions.
The LOD is sub-divided into 15 system chapters which do not follow the Vol. 1 or 2 chapter numbering convention.
However, Vol. 1 and 2 chapter reference guidance is provided. Memory Recall Items and Limitations are included.
**Required Knowledge for the eSV**

The information presented in the LOD and questions on the eSV focus solely on the operating features of the A350.
NOTE: Memory Recall Items and Limitations will not be tested on the eSV; they will be tested orally on the day of
the Procedures Validation.
Good luck in training, and welcome to the A350 fleet!
Table of Contents
(Click on the chapter to jump to the selected system.)
Chapter 1: Aircraft General .............................................................................................. 3

Chapter 2: Air Systems ................................................................................................... 10
Chapter 3: Anti-Ice, Rain ................................................................................................ 20
Chapter 4: Automatic Flight ........................................................................................... 24
Chapter 5: Communications .......................................................................................... 33
Chapter 6: Electrical ....................................................................................................... 39
Chapter 7: Engines, APU ................................................................................................ 46
Chapter 8: Fire Protection .............................................................................................. 57
Chapter 9: Flight Controls .............................................................................................. 64
Chapter 10: Control Display Systems ............................................................................. 75
Chapter 11: Flight Management, Navigation ................................................................. 85
Chapter 12: Fuel ............................................................................................................. 89
Chapter 13: Hydraulics ................................................................................................... 96
Chapter 14: Landing Gear and Brakes.......................................................................... 101
Chapter 15: Surveillance .............................................................................................. 109
Memory Recall Items ................................................................................................... 118
Limitations.................................................................................................................... 119
Back to Table of Contents 2

A350 LOD
Chapter 1: Aircraft General

Catalog No. Learning Objective Ref.
Describe the requirements for making a 180° turn.
Using maximum nosewheel steering [72°] the minimum runway width required for a 180° turn is
168 ft.
ACGEN_001
The wing tip swings the largest arc during a turn and determines the minimum obstruction path.
All other portions of the plane remain within the arc.
Describe the operation and location of doors and emergency exits to cabin, flight deck and
flight deck escape hatch.
Cabin Doors
• 8 identical plug type doors
referred to as 1, 2, 3, & 4 Left and
Right
o 1 L/R and 3 L/R single
lane slides
o 2 L/R and 4 L/R dual lane
slides
• Slide arming lever
o Armed position - arms
the slide.
o Disarmed position –
disarms the slide, pin
should be installed when door is disarmed.
• Slide armed light
ACGEN_002 o Illuminates white when slide is armed and door is opened.
• Cabin pressure light
o Flashes red when on the ground with differential cabin pressure and slide
disarmed.
Flight Deck
A cockpit escape hatch, located behind a removable panel above the third occupant seat, can be
used for emergency evacuation.
Flight deck door:

• Automatically locks when the door is closed and the Cockpit Door Locking System (CDLS)
is powered.
• CKPT DOOR light
o Extinguished – Cockpit door is locked
o OPEN (amber) – Door is open or unlocked
 Flashing – Emergency access code has been entered
o FAULT (amber) – 2 or more electrical latches fail
• CKPT DOOR sw
o Used to allow or deny flight deck access

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• Exterior keypad
o Emergency code can be entered to access flight deck
• Decompression and evacuation panel
o Can be used to evacuate the flight deck
In relationship to the doors, discuss normal and abnormal indications on DOOR/OXY page.
CABIN door indications:

• Associated number and open green – The door is closed and
locked.
• Associated number and solid amber – The door is open.
• Amber X– Position of the door not known.
SLIDE is displayed:
• White – When the slide is armed.
• Not displayed – When the slide is disarmed.
• Amber XX – Position not known.
CARGO doors are displayed as:
• Two open green boxes – The door is closed and locked.
• Solid amber box with an amber border – The door in not locked.
ACGEN_003 • Amber X – Position not known.
Cargo door labels:
• Not displayed – When the door is closed and locked or when the
door is closed but an engine is not running.
• Amber – When the door is not locked and an engine is running.
• White – Information not valid.
AVIONICS and ESCAPE HATCH are displayed as:
• Two open green boxes – The door is closed.
• Solid amber box with an amber border – The
door is not closed.
• Amber X – Information not valid.
AVIONICS and ESCAPE HATCH door labels:
• Not displayed – When the door is closed.
• Amber – When the door is not closed.
• White – Information not valid.
State emergency equipment available in the flight deck and cabin.
Flight Deck:
• Fire Fighting
o Fire extinguisher (Halon)
o Protective Breathing Equipment (PBE)
ACGEN_004 • Flotation
o Personal Flotation Devices (PFDs)
• Miscellaneous
o Escape hatch
o Crash axe
o Flashlights
o Fireproof gloves
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Cabin:
• Medical
o Enhanced Emergency Medical Kit (EEMK)
o Red Medical Accessory pouch
o Automated External Defibrillator (AED)
o First aid kits
o Portable oxygen bottles
• Fire Fighting
o Fire extinguishers (Halon and Water)
o Protective Breathing Equipment (PBE)
• Flotation
o Personal Flotation Devices (PFDs)
o Passenger seat bottom cushions
• Signaling
o Emergency Locator Transmitter (ELT)
• Miscellaneous
o Megaphones
o Flashlights
o Polar Kit
o Security Kit
Describe the exterior lights and identify the nose exterior lights.
EXT LT Panel
1. STROBE – Controls white anti-collision strobe lights.
• ON – Illuminated
• AUTO – Illuminated when in flight
2. BEACON – Controls red anti-collision lights on the

top and bottom of the fuselage.
3. NAV – Controls the navigation lights.

• NAV 1 – Normal operating position (generates
ECAM message if a failure occurs)
ACGEN_005 • NAV 2 – Used in case of failure of NAV 1
4. LOGO – One light on each side of the horizontal stabilizer illuminates the company logo.
• ON – Illuminated
• AUTO – Illuminated on the ground and in-flight [with the
slats extended]
5. WING – Controls the fuselage mounted lights that illuminate the

wing leading edge and the engine inlet area to aid in visual ice
detection.
6. LDG – Controls the wing mounted landing lights.
7. NOSE – Controls the nose-mounted taxi, turnoff and takeoff

A350 LOD
lights. Only available when the landing gear is down and locked.
• T.O – Taxi, turnoff and takeoff lights illuminate
• TAXI – Taxi and turnoff lights illuminate
Describe emergency internal lights.
Cabin emergency lighting consists of:

• EXIT signs
• Floor path marking
• Overhead emergency lights
• Emergency slide lights
• Evacuation area lights
• Lavatory emergency lights
• Flight Crew Rest Compartment (FCRC) emergency lights
Note: All cabin emergency lights (except emergency slide lights) have an independent power
supply.
ACGEN_006 Flight Deck EMER EXIT LT switch

• ON – The cabin emergency lights (except the
emergency slide lights) illuminate.
• ARM – The cabin emergency lights (except the
emergency slide lights) illuminate if:
o 115 AV power for general lighting is not
available.
o DC power and/or DC emergency power is not
available.
• OFF – The cabin emergency lights extinguish and an
amber OFF light below the switch illuminates.
Attendant Panel EMER pb

If the EMER pb on the forward attendant panel is pushed, all the cabin emergency lights (except
the emergency slide lights) illuminate regardless the position of the EMER EXIT LT switch.
Describe the cabin oxygen system and understand the control functions and indications on the
OXYGEN panel.
The fixed oxygen system for the cabin provides supplemental oxygen for all cabin occupants.
Masks with 22 minute oxygen supply are in compartments above passenger seats, in each galley,
crew rest station, and lavatory. Compartments automatically open at approximately 14,000 ft.
cabin altitude, or when selected with the flight deck MASK MAN ON switch. All are chemical
ACGEN_007 oxygen generators except for the
lavatories which are compressed
oxygen.
19 Portable oxygen bottles are located

throughout the cabin.
OXYGEN panel
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1. MASK MAN ON pb
• AUTO (guarded) – Masks are deployed when the cabin altitude exceeds 13,800 feet.
• Pushed (guard lifted) – When
selected, deploys the cabin
oxygen masks.
2. PAX SYS ON Light

• Illuminates white when cabin
oxygen masks have deployed.
3. PAX SYS ON ECAM Memo

Indicates the passenger oxygen masks are released in flight either automatically or
manually.
• Green – Associated with the CAB PRESS EXCESS CAB ALT (amber) alert.
• Amber – Without the CAB PRESS EXCESS CAB ALT (amber) alert activated.
4. CREW SUPPLY pb
• On (lights out) – The crew oxygen supply valves are open.
• Selected OFF – Illuminates white and the valves close. On the DOOR/OXY page, the
CAPT (F/O) indications become amber and REGUL PR LO is displayed as pressure in
the supply line becomes low.
Describe the crew oxygen system.
The flight crew oxygen system is separated into

two sub-systems:
• One system supplies oxygen to the left
side of the cockpit (Captain and 4th
occupant).
• One system supplies oxygen to the
right side of the cockpit (First Officer
and 3rd occupant).
The crew oxygen system contains:

• Four full-face quick donning masks
ACGEN_008 which contain microphones for cockpit
communication.
• Two oxygen bottles
• Two supply valves, normally open.
When the CREW SUPPLY pb is selected OFF the valves close and oxygen is not supplied to
the masks.
• Two overboard discharge indicators located on each front side of the aircraft.
Overboard Discharge Indicators:

• Two relief ports are provided on the each side of the forward fuselage.
o Left side for Captain and 4th occupant; right side First Officer and 3rd occupant.
o If overpressure exists in cylinder or supply line, oxygen will be vented overboard.
o Normally green.
 Turns yellow when an overpressure or discharge has occurred.
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Crew Oxygen Mask & Stowage Box

1. Mode Selector knob positions:
• NORM – A mixture of cabin air and
oxygen supply is delivered to the mask
which varies with cabin altitude. In
NORM mode, a yellow and tactile ring
appears on the control knob.
• 100% - The mask delivers 100% oxygen
at all cabin altitudes.
• EMER – Provides oxygen under
pressure to the mask. This position
should be used to defog the mask or
prevent entry of toxic fumes or smoke.
2. Oxygen Flow Indicator (Blinker)

A yellow oxygen flow indicator is displayed to indicate oxygen is flowing to the mask.
3. TEST/RESET pb
When pressed, the TEST/RESET pb either tests, or resets the oxygen system:
• If the mask has not been taken out of the stowage box (OXY ON flag not visible),
the pb tests the oxygen system and if the system is operating correctly, the
oxygen flow indicator (blinker) will be yellow as long as the system is tested.
• If the mask has been taken out of the stowage box and re-stowed (OXY ON flag
visible), the pb resets the oxygen system by performing the following functions:
o Oxygen supply to mask is cut off,
o The mask microphone is deactivated, and
o The OXY ON flag disappears.
4. OXY ON Flag
If the oxygen mask is removed from the stowage box and restowed, the white OXY ON
flag appears. The flag only appears with the door closed and serves to indicate the oxygen
mask needs to be RESET.
5. CREW OXY MASK IN USE ECAM Memo

Displayed in green when at least one crew oxygen mask is used. The oxygen flow is
activated when a mask is pulled from its stowage box.
In relationship to the oxygen system, discuss normal and abnormal indications on the
DOOR/OXY page.
1. CAPT (F/O) Indication

Normally white, becomes amber if any of the
ACGEN_009 following conditions are met:
• Oxygen cylinder pressure is low.
• Supply line pressure is low.
• OXYGEN CREW SUPPLY pb is OFF.
2. Numeric Value
A350 LOD
Indicates cylinder pressure and can be displayed as:

• Green – The pressure is at least [1150 psi].
• Green with amber half box (on the ground only) – The pressure is below [1150
psi].
• Amber – Pressure is less than [350 psi].
3. REGUL PR LO
Displayed in amber, on the ground only, if pressure in the supply line is low.

A350 LOD
Chapter 2: Air Systems

Understand the control functions and indications on the AIR panel.
1. CKPT HI VENT
Used to increase airflow to the cockpit vents and individual outlets. Can be used for smoke
removal and windshield defogging.
• Lights out – The valve which controls the airflow to the cockpit is not fully open.
• ON (blue) – Valve which controls airflow to the cockpit is fully open.
2. PACK 1(2) pb
• ON (lights out) – The respective pack operates normally.
• OFF – The respective pack flow control valve closes.
• FAULT – Illuminates amber if the valve position disagrees with the selected position or if a
AIR_001 pack fault occurs. The respective pack flow control valve closes automatically. It does not
illuminate when the valve closes under normal conditions (e.g., engine start).
3. AIRFLOW selector
• Norm – Pack airflow in the cockpit/cabin is automatically controlled depending on the
number of passengers entered on the FMS LOAD page.
• LO/HI/MAN – Pack airflow is controlled manually.
o LO position – Pack airflow is 80% of the NORM value.
o HI position – Pack airflow is 120% of the NORM value.
o MAN position – Pack airflow is set to a default value.
Note: If only one pack is operating, or APU bleed supplies bleed air, the pack controller
adjusts to high flow regardless of AIRFLOW selector position.
4. COCKPIT and CABIN temperature selector

Used to select the desired temperature in each zone.
• 12 o’clock – 24°C or 76°F.
• Each graduation corresponds to 2°C.
• PURS SEL – Cabin temperature regulation is only controlled from the Flight Attendant
Panel (FAP).
5. ENG 1(2) BLEED pb

• ON (lights out) – The respective engine bleed valve is automatically controlled.
• OFF (white) – The respective engine bleed and HP valves are closed. The associated engine
A350 LOD
overpressure valve is also closed.

• FAULT – Illuminates amber if any of the following conditions occur:
o When the engine bleed valve open position disagrees with the requested position.
o When an overtemperature or an overpressure is detected, or the reverse flow
protection is failed.
o When a leak is detected in the APU, engine, or wing bleed duct.
 The FAULT light extinguishes when the associated ENG 1(2) BLEED pb is set to
OFF, provided the failure condition no longer exists.
6. HOT AIR 1(2) pb

• ON (lights out) – The respective hot air valves operate normally.
• OFF (white) – The respective hot air valve closes.
• FAULT – Illuminated amber if the duct temperature exceeds a predetermined
temperature. The respective hot air valve closes. The FAULT light extinguishes when the
overheat condition no longer exists and the pb is reset (set to OFF then pressed again).
7. APU BLEED pb
• OFF (lights out) – The APU bleed valve is closed.
• ON (blue) – The APU bleed valve is open, provided the:
o The APU is running,
o The aircraft altitude is below 25,000 ft., and
o No leak is detected in the APU or left wing bleed duct.
• FAULT – Illuminates amber when:
o The APU is running and the APU valve is failed in the closed position, or
o A bleed leak is detected in the APU or left wing bleed duct.
o The bleed valve closes automatically.
• Do not use APU BLEED if ground air or air conditioning air is connected.
8. XBLEED selector
• AUTO – The crossbleed valve is automatically controlled.
• CLOSE – The crossbleed valve is closed.
• OPEN – The crossbleed valve is open.
9. WINDSHIED DEFOG
• Used to manually force windshield defogging by the flight crew.
10. RAM AIR pb (guarded)

• Lights out – The ram air inlet is closed.
• ON (guard lifted, white) – The RAM air inlet opens if differential pressure is less than 2.0
psi and the DITCHING pb is not selected ON. Each outflow valve will open to
approximately 50%.

A350 LOD
Discuss normal and abnormal indications on the COND page.
1. Temperature Indications
Indicates the temperature in the corresponding zone.
2. HOT AIR Valve Indications

Valves – Display the position of the
hot air valves.
• In-line green – Valve is open
under normal conditions.
• Cross line green – Valve is
closed under normal
conditions.
• Cross line or in-line amber –
There is a disagreement
between the pb selection
and the valve position.
• XX amber – Information is
not valid.
• Amber H (triangle) Trim air
valve is failed.
3. Hot Air Duct Indications

• The display is blank when the associated hot air valve is closed.
• In-line green arrow – the associated hot air valve is open and
operating normally.
• In-line amber arrow – associated hot air valve is open and both
pack valves are closed.
4. Pack Indications
• In-line green – Pack operates normally.
• In-line amber – Associated pack is failed or not supplied with bleed air.
5. RAM AIR Inlet Indications (also displayed on the BLEED page)

• Cross-line green – RAM Air inlet is closed.
• In-line green with a green arrow – RAM Air inlet is open.
• Cross-line amber – RAM air inlet is abnormally closed.
• In-line amber with a green arrow – RAM air inlet is abnormally
open.
• Valve partially open amber with a green arrow – RAM air inlet is
in transition.
• XX amber – Information is not valid.
AIR_002 6. Recirculation Fan Indications

• Blank – Fans operate normal.
• Green – Associated fan operates normally but at least one
other fan is failed.
• Amber – The associated fan is failed.
7. Recirculation Duct Indications

• Blank – All fans operate normal.
• Green arrow – Both fans operate normally and at least one fan of the
other cargo compartment has failed
A350 LOD
Describe the function of the packs.
Hot bleed air flows into each pack, via the two pack valves, then
enters the primary heat exchanger. The heat exchanger precools
AIR_003 the air using external air, through the Ram Air inlet. The Pack
controller controls the pack outlet temperature to set the
temperature of the mixing unit to the lowest cabin zone
temperature demand.
Describe the function of the Trim Air system.
To maintain the selected zone temperature, hot air

is added via trim air valves to the cool air supplied to
AIR_004 the zones from the mixing unit. Hot air is only added
to the zones that require air warmer than that
supplied by the mixing unit.
Understand the control and functions on the CABIN PRESS panel.
The CABIN PRESS panel is used to manually control cabin altitude and cabin vertical speed in the
event of a failure of the automatic control.
1. CABIN ALT TRGT Selector

• Used to manually select cabin altitude target when the CABIN ALT MODE pb is in MAN.
The selected cabin altitude target displays on the CAB PRESS SD and CRUISE page.
2. CABIN ALT MODE pb

AIR_005 • AUTO (lights out) – Cabin altitude is automatically regulated.
• MAN (white) – Cabin altitude is manually controlled and the cabin altitude target must be
manually selected via the CABIN V/S TRGT selector. The vertical speed remains at 0
ft./min until the flight crew selects a vertical speed target.
3. CABIN V/S MODE pb

• AUTO (lights out) – Cabin vertical speed is automatically regulated.
• MAN (white) – Cabin vertical speed must be manually controlled and the vertical speed
must be manually set via the CABIN V/S TRGT selector. Vertical speed remains at zero
until crew selects a vertical speed target.
4. CABIN V/S TRGT selector

• Used to manually set cabin pressure vertical speed when the CABIN V/S MODE pb is set to
MAN.
5. DITCHING pb (guarded)
A350 LOD
• AUTO (lights out) – Normal position.

• ON (white) – Closes all valves below the flotation line, and stops all the cabin fans.
o These valves, inlets and outlets include:
 The two outflow valves.
 The avionic overboard valve.
 All cargo isolation valves.
 The two pack valves.
 The pack ram air inlet and outlet.
 The emergency ram air inlet.
Discuss the normal and non-normal indications on the CAB PRESS page.
1. LDG ELEVN
Displayed provided the CABIN ALT MODE
pb and the CABIN V/S MODE pb are in the
AUTO position.
• Green value - Displays the CAB
altitude of the landing airport as
selected from the FMS.
• Amber value – Pressurization system is
not receiving valid landing elevation
from FMS.
2. DELTA P
Needle and digital value, normally green,
becomes amber or red if differential
pressure is above or below a
predetermined pressure.
o Needle and digital value pulse green if on final approach the differential pressure is
AIR_006 more than [1.5 PSI]. They stop pulsing, if differential pressure goes below [1 PSI].
o Needle is not displayed on the ground when residual pressure exceeds [0.07 PSI].
3. CAB ALT and CAB V/S

Digital value and needle:
• Normally green.
• Pulses green if cabin altitude is between a predetermined value.
• Displayed in red if cabin altitude exceeds 9,550 feet.
Control Mode Display:
• AUTO (green) – Cabin altitude or cabin vertical speed is automatically controlled.
• Magenta donut - Target cabin altitude or vertical speed is automatically controlled.
• MAN (green) – Cabin altitude or cabin vertical speed is manually set.
• Blue donut – Target cabin altitude or target cabin vertical speed in manual mode
o The target cabin altitude value is displayed in blue below the gauge
o CAB V/S Gray Arc – Indicates acceptable vertical speed range when both the cabin
altitude and cabin vertical speed are manually controlled.
4. OUTFLOW VALVES
• Green – Outflow valve operates normally.
• Amber – Outflow valve is failed.
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5. STATUS INDICATION
The active controller is displayed in green. The inactive controller is not displayed.
• Green – Normal.
• Amber – SYS 1(2) failed.
• MAN green – Pressurization controlled via manual mode.
• MAN amber – Manual mode has failed.
Describe the seven phases of the cabin pressurization system when operating automatically.
1. On ground, before takeoff – All outflow valves are open. Cabin will not pressurize (outflow
valves are held open) if any cabin door is not locked.
2. Takeoff – To avoid pressure surge at rotation aircraft is pressurized to .1 psi when takeoff
power is applied.
3. Climb – Cabin V/S is determined to reach the scheduled cabin altitude at the top of climb.
4. Cruise – Cabin altitude is regulated not to exceed 6,000 feet.
5. Descent – Cabin V/S is controlled to ensure cabin altitude reaches altitude slightly below
AIR_007
landing elevation prior to landing.
6. On ground, after landing – All outflow valves open and residual pressure is removed in less
than 90 seconds.
7. Abort – If aircraft does not climb after takeoff, the cabin altitude will stop climbing and cabin
pressure is set back to takeoff elevation. The abort phase occurs when:
• The aircraft is in takeoff or climb phase,
• Altitude is less than 5000 feet above the aircraft altitude at takeoff,
• Vertical speed is less and +250 feet/min for 30 seconds.
Understand the control functions and indications on the CARGO AIR COND panel and describe
the heating and ventilation systems of each cargo compartment.
CARGO AIR COND Panel
1. BULK ISOL VALVES pb

• ON (lights out) – The ISOL valve is open, and
the cargo extraction fan is ON.
• OFF (white) – The ISOL valve is closed, and the
cargo extraction fan stops.
• FAULT (amber) – The ISOL valve is failed or
AIR_008 disagrees with commanded position.
2. TEMP REGUL Selector

• Used to control the temperature in the BULK
cargo compartment.
3. HEATER pb
• ON (lights out) – Bulk cargo heater operates automatically.
• OFF (white) – Bulk cargo heater is off.
• FAULT (amber) – Bulk cargo heater is failed.
Cargo Compartment Heating and Ventilation

A350 LOD
The forward and aft cargo compartments are neither temperature controlled or ventilated.
The bulk cargo compartment is ventilated with recirculated cabin air. Air flows into the bulk
cargo compartment via an inlet isolation valve. An extract fan then extracts the air via the outlet
isolation valve and overboard through the outflow valve.
An electric heating element heats the air that is ventilated into the bulk cargo compartment.
Describe the operation of ventilation systems (avionics, cabin, lavatory and galleys) as well as
the flow of avionics ventilation air during normal and non-normal operations.
VENT PANEL
1. AVNCS EXTRACT
• AUTO (lights out) – The avionics ventilation system operates normally.
• OVRD (white) – The overboard and inboard valves are in override configuration.
• FAULT amber – A low air flow is detected in any avionics compartment.
2. COOLG
• AUTO (lights out) – The supplemental cooling system (galley cooling) operates as soon as
the aircraft is electrically powered.
AIR_009 • FAULT (amber) – The supplemental cooling system has failed.
• OFF (white) – The supplemental cooling system is turned OFF.
3. CAB FANS
• Lights out - All cabin fans operate.
• OFF (white) – All cabin fans are off.
Note: For AVNCS SMOKE indications refer to

the FIRE section.
Avionics Ventilation
Two avionics ventilation circuits (L & R) use
recirculated air from the cabin to cool the
cockpit panels and avionics bays. This air is
then extracted and discharged overboard
when on the ground and into the bilge area
when in flight.
1. Overboard valve opens:

• Automatically on ground with engines
not running.
A350 LOD
• Manually in flight in the case of avionics ventilation failure.
2. Inboard valve opens:

• When overboard valve is closed.
• Air is discharged overboard through the outflow valve.
3. Blowing fans (2, one for each ventilation circuit):

• The fans blow recirculated air from the cabin.
• Automatically operate when aircraft is powered by electricity.
4. Backup valves (2, one for each ventilation circuit):

• Automatically open is if the blowing fans cannot cool the avionics bay.
• Operate if blowing fan fails.
• Air comes directly from the mixing unit.
5. Extraction Fans (2):

• Operate when the aircraft is electrically powered.
• Extract air from the avionics bay and cockpit panels, either through the inboard valve, or
through the outboard valve.
Lavatory and Galley Ventilation

On the ground an extract fan operates and vents air overboard via the outflow valve and the
isolation valve is closed.
In flight when with differential pressure above a precise value the extract fan stops, the isolation
valve opens and air is vented overboard through an assigned air outlet.
Discuss the normal and abnormal indications on the BLEED page as they relate to the air
conditioning and bleed systems.
1. Pack Valve
There are 2 pack valves per pack.
One is active and one is standby.
• In-line green – The active pack
valve is open.
• Cross-line amber – Both pack
valves on same pack are failed
closed.
AIR_010 • In-line amber – At least 1 pack
valve on the same pack is failed
open.
• Amber XX – Information not
valid.
2. Pack Flow Indications

The needle indicates the airflow
through the pack valve.
• Green – Normal indication. (When at the 9 o’clock position, there is no flow rate.)
• Amber XX – Information is not valid.

A350 LOD
3. Pack Controller Indications

• Blank – Normal indication, both channels of the pack controller are operating.
• Amber 1(2) – Respective channel of the pack controller is inoperative.
4. Pack Indications
• Amber – Pack is inoperative.
5. Pack Distribution Indications

• Blank – Pack is not supplied with bleed air.
• Green arrow – Pack operates and cool air is supplied to the mixing unit.
• Amber arrow – Pack is failed.
6. Pack Valves
The top value displays the pack outlet temperature and the bottom value displays the pack
compressor outlet temperature.
• Amber – Overheat condition.
• Amber REGUL:
o Pack regulation is lost or degraded, or
o Pack is in bypass mode.
• Amber INLET – Compressor inlet temperature is overheating.
7. RAM AIR
In case both packs fail in flight, the mixer unit can obtain external air through an emergency
ram air inlet.
• In-line green with green arrow – The emergency ram air inlet is open.
• Cross-line green – The emergency ram air inlet is closed.
• Cross-line amber – The emergency ram air inlet is abnormally closed.
• In-line amber with green arrow – The emergency ram air inlet is abnormally open.
• Diagonal amber with green arrow – The emergency ram air inlet is in transition.
• Two amber XXs – The information is not valid.
8. High Pressure (HP) Valve,

Engine Bleed Valves, APU
Bleed Valve, and Crossbleed
Valve:
• In-line green – Respective
valve open.
• Cross-line green –
Respective valve closed.
• In-line amber- Respective
valve is abnormally open.
• HP Valve, cross-line
amber:
o When the HP valve is
abnormally closed, or
o When the HP valve is
closed, and the engine
Back to Table of Contents is not running. 18
• Engine Bleed Valve, cross-line amber:
o When the engine bleed valve is abnormally closed, or
o When the engine bleed valve is closed, and the engine is not running, or
A350 LOD
Understand the priority of the pneumatic system for pack operation.
The APU bleed air has priority over engine bleed air. When the APU BLEED pb is ON:
• The APU bleed valve opens if APU N speed is greater than [95%].
• The crossbleed valve opens if the crossbleed selector is in the AUTO position.
• Both engine bleed valves close.
AIR_011
• The APU can supply bleed air for air conditioning and pressurization:
o On the ground.
o Inflight:
 Single pack operation up to 25,000 ft.
 Dual pack operation up to 22,500 ft.
Discuss the Bleed Leak Detection system.
On the ground and inflight, dual detection

loops provide leak detection for the hot air
bleed ducts of the:
1. Engines (Engine pylons)
2. Wings
3. Wing anti ice
4. APU
5. Fuel Tank Inerting System (FTIS)
6. Pack Bays
AIR_012
Two Bleed and Overheat Monitoring Units
(BOMUs) monitor the loops and perform the
bleed leak detection. Each loop is
connected to one BOMU.
ECAM will trigger a leak alert when:

• Both loops detect an ambient
overheat, or
• One loop detects an ambient overheat, and the other one is inoperative.

A350 LOD
Chapter 3: Anti-Ice, Rain

Discuss normal and abnormal indications on the BLEED page as they relate to the ice/rain
protection systems.
1. WING A-ICE valves

• No display – Wing anti-ice is off.
• Triangle (green) &
WING A-ICE label
(white) – Associated
wing anti-ice valve is
open and operating
normally.
• WING A-ICE label
(white) only – Wing
ICE_001 anti-ice is
commanded ON but
the associated valve
remained normally
closed. (i.e. On the
ground, provided bleed air is available, wing anti-ice valves will open for 20 seconds
and then close.)
• Amber triangle & WING A-ICE label – One of the following conditions exist:
o Wing anti-ice does not agree with the commanded position.
 Wing anti-ice was commanded OFF but remains ON.
 Wing anti-ice was commanded ON but valve remains abnormally
closed.
o Abnormal (high or low) pressure is detected.
Understand the control functions and indications on the overhead panel as they relate to the
ice/rain systems. (ANTI-ICE panel, WIPER panel, & WINDSHIELD DEFOG switch located on the
AIR panel.)
ANTI ICE Panel

1. WING pb
• Off (lights out) – Wing
anti-ice is off.
• ON – The anti-ice valve in
ICE_002 each wing opens
o On the ground, they remain open for 20 seconds.
 During takeoff, the valves will automatically open when landing gear
is no longer compressed.
• FAULT – Illuminated amber:
o If the position of one or both wing anti-ice valves disagrees with the
commanded position.
o If the wing anti-ice valves are open but abnormal pressure is detected.
o A leak is detected in the left or right wing anti-ice bleed duct.
o If a system fault has occurred.
A350 LOD
2. ENG 1(2) pbs

• Off (lights out) – Engine anti-ice is off.
• ON (blue) – The respective engine’s anti-ice valve opens.
• FAULT (amber):
o FAULT light only – Pressure regulating shutoff valve is abnormally open
(disagrees with the commanded position).
o FAULT and ON lights illuminated – one or both (pressure regulating and
shutoff valve and/or pressure regulating valve) have failed in the closed
position or the engine anti-ice system has failed.
3. PROBE & WINDOW HEAT pb

• AUTO (lights out) – Probes and window heat is automatic.
o Probe and window heat is commanded ON, when an engine running.
• Selected ON (momentary action) – The exterior probes and windows are heated.
WIPER Panel
1. WIPER Knobs
• OFF – The respective windshield wiper is OFF.
• SLOW – The respective windshield wiper operates
slow.
• FAST – The respective windshield wiper operates
fast.
• 3 INTMT settings – Selects an intermittent slow,
medium, or fast operation of the respective
windshield wiper.
2. RAIN RPLNT
• Pushed – Rain repellent is sprayed on the respective windshield.
Note: The system is operational only when engines are running.
o RAIN RPLNT LVL – Displayed on DOORS/OXY page.
 Green – Level is normal.
 Amber – Level is low.
AIR Panel
The WINDSHIELD DEFOG switch allows
the flight crew to manually command
the use of air from the ventilation
system for windshield defogging.
• Lights out – Defogging of the
windows is not selected.
• ON (blue) – Defogging of the windows is selected.

A350 LOD
Describe the operation of the engine anti-ice system.
The engine anti-ice system prevents ice formation on the

engine nacelle leading edges by routing hot bleed air from the
High Pressure (HP) compressor to the engine nacelle leading
edge. The bleed air supply for engine anti-ice is independent
of other pneumatic system components. The supply of hot air
is controlled and regulated via two engine anti-ice valves on
each engine. The position of the valves is controlled using the
ENG 1(2) pbs on the overhead ANTI ICE panel.
When an ENG 1(2) pb is selected ON:

• The blue ON light in the respective pb illuminates.
• The respective engine’s idle speed increases.
ICE_003
• ENG A-ICE memo is displayed on the PFD & WD.
• During taxi, takeoff and approach, a green NAI (nacelle anti-ice) indication is displayed on
the ED.
The engine anti-ice valves close automatically if there is no air supply and open automatically in
the case of AC power loss. The amber FAULT light in the ENG 1(2) pb illuminates if the position of
the valve disagrees with the selected position. It also illuminates if the system has failed.
ECAM MEMOS related to Engine Anti-ice:

• ENG A-ICE
Displayed in green on PFD & WD if an engine anti-ice is on.
• NAI
Displayed in green on the ED during taxi, takeoff and approach if engine anti-ice is on.
Describe the operation of wing anti-ice system.
The wing anti-ice system prevents ice formation on

the wings by ducting bleed air from the crossbleed
duct to three leading edge slats [3, 4 & 5]. The
supply of hot air is controlled by the wing anti-ice
valves. One wing anti-ice valve is installed on each
wing. The position of the valves is controlled using
the WING pb located on the overhead ANTI ICE
panel and displayed on the BLEED page.
ICE_004 Wing anti-ice is provided with the slats retracted or
extended. The effectiveness of wing anti-ice is
reduced with the slats extended; therefore, prolonged flight in icing conditions with the slats
extended is not recommended.
If the WING pb is selected ON:

• The blue ON light in the WING pb illuminates.
• Engine idle speed increases.
• If needed, the HP valves on each engine open.
• A green WING A-ICE memo is displayed on the PFD & WD.
• During taxi, takeoff and approach, a green WAI indication is displayed on the ED.
A350 LOD
The respective wing anti-ice valve closes automatically:

• If a wing bleed leak is detected,
• No airflow is sensed,
• AC power is lost,
• SAT is above 30°C, or
• After 20 seconds if wing anti-ice is commanded ON, on the ground.
The amber FAULT light illuminates if the position of the valve disagrees with the commanded
position, abnormal pressure is detected, there is a system fault, or a leak is detected in the left or
right bleed duct.
ECAM MEMOS related to Wing Anti-ice:

• WING A-ICE
Displayed in green on PFD & WD if wing anti-ice is on.
• WAI
Displayed in green on the ED during taxi, takeoff and approach if wing anti-ice is on.
Describe the operation of the Ice Detection System.
Two ice detectors are located on each side of the lower forward fuselage. The detectors measure
the rate of ice accretion and alert the crew to icing or severe icing conditions. The system is
operational above 1500 ft. AGL and only one detector needs to detect icing to provide alerts to
the flight crew.
A-ICE DETECTED caution message

Directs the crew to select engine anti-ice ON if either probe detects icing and engine anti-ice is
ICE_005
selected off.
A-ICE SEVERE ICE DETECTED caution message

Directs the crew to select wing anti-ice ON in addition to engine anti-ice if either probe detects
severe icing and wing anti-ice is selected off.
ICE NOT DETECTED

Displayed in green if wing and/or engine anti-ice is selected ON and ice has not been detected for
approximately [2] minutes.

A350 LOD
Chapter 4: Automatic Flight

Describe the methods of autopilot engagement and disengagement.
An autopilot will not engage unless the associated PRIM is operating within limits.
Additionally, the aircraft must be within the pitch, bank, and speed limits (Pitch between -30° and
50°, Bank <120°, Speed CAS between 70 kt and 420 kt) for the AP to engage. The AP can engage
and will stay engaged even when less than VLS or alpha prot or > VMAX.
The autopilots may operate with the flight controls in alternate law, depending on the specific
failure. The autopilots are inoperative when the flight controls are in direct law.
The autopilot(s) are engaged by pushing the AP 1 or AP 2 pb on the FCU. When an autopilot is
engaged:
• The sidesticks are held centered,
• The AP pb light illuminates green,
• FMA Column 5 indicates AP engagement status in white as AP 1, AP 2, or AP 1+ 2 if both
autopilots are engaged.
Usually only one autopilot may be engaged at a time. If one AP is engaged and the other AP pb is
pressed, the second will engage and the first AP will disengage (no warnings or messages are
displayed). Engagement of two autopilots is only possible during an ILS or GLS approach after the
APPR pb has been pushed.
The autopilot may be disengaged manually or automatically.

AUTO_001
Manual Disengagement
The preferred method for disengaging the autopilot is to push the autopilot disconnect/takeover
pb on a sidestick two times. The first push disengages the AP and results in a MASTER WARN light,
momentary red AP OFF on the WD, and a momentary aural warning (cavalry charge). A second
push of the disconnect pb immediately stops the aural warning, extinguishes the MASTER WARN,
and clears the WD.
As an alternate means, the autopilot can also be disengaged by either:

• Significantly moving a sidestick or a rudder pedal (as may be required for an evasive
maneuver),
• Pushing the illuminated FCU AP pb
Either of these actions is sensed as an AP fault and results in a MASTER WARN, a red WD failure
message, a continuous repetitive chime (CRC), and ECAM status message.
Automatic Disengagement
The autopilot disengages automatically if:
• Both thrust levers are set above the FLX/MCT detent with the aircraft on the ground.
o This prevents a go around after touchdown with the autopilot engaged.
• Any of the previously listed engagement requirements are lost
o All engine flameout when RAT is extended and not in OPN DES
o Aircraft on the ground at 1st engine start
A350 LOD
o Above 200’ and LOC, F-LOC, B/C LOC lost

o Above 200’ and G/S, F-GS lost
o 700’ – 200’ RA and aircraft track and runway track differ by >7° (LOC or LAND) for
more than 5 seconds
• In normal law with all protections available and:
o Pitch, bank or speed limits are exceeded. (Pitch between -30° and 50°, Bank
<120°, Speed CAS between 70kt and 420 kt)
• If both APs are used for an ILS approach, AP 2 disengages when SRS or GA TRK
disengages. No warnings or ECAM messages are displayed in this case.
• Rudder pedal displacement while on the ground.
Automatic disengagement results in a MASTER WARN, a red WD failure message, a continuous

repetitive chime (CRC), and an ECAM status message.
Discuss the thrust lever “active range”.
The thrust levers must be in the active range and the autothrust system active for autothrust to
control thrust. When active, the AFS CP A/THR pb is illuminated and A/THR is displayed in white in
FMA column 5.
Autothrust can only be active when the thrust levers are within the active range.
• With two engines operating, the active range is from just above idle up to and including
the CL detent.
AUTO_002 • With one engine operating, the active range is from just above idle up to and including
the MCT detent.
When the autothrust system is active the thrust lever position defines the thrust limit. The thrust
limit is the maximum permissible thrust setting the autothrust system may use. After takeoff and
initial acceleration the thrust levers are normally placed in the CL detent. This allows the
autothrust to use any setting up to climb thrust to meet autoflight system demands. If the thrust
levers were retarded to a position below the CL detent, autothrust would be limited by that
thrust.
Describe the different autothrust status.
Autothrust can be either disconnected, armed, or active.

• When the autothrust is disconnected it is off and not operational. If the autothrust is
disconnected it is neither armed nor active. Thrust is controlled manually using the thrust
levers.
AUTO_003 • When the autothrust is armed it is ready to become active. It becomes active as soon as
the thrust levers are moved into the active range. While autothrust is armed, thrust is set
manually using the thrust levers.
• When the autothrust is active it is controlling the thrust. The thrust levers are in the
active range and the autothrust has the authority to control thrust between idle and the
current thrust lever setting.
Understand the difference between fixed and variable autothrust modes.

AUTO_004
When the flight guidance is using pitch to control airspeed, thrust is fixed.

A350 LOD
When the flight guidance is using pitch to control the flight path (e.g., altitude hold or glide slope),
thrust is variable to control airspeed.
When flight guidance is off, thrust is variable to control airspeed.
Discuss the Alpha Floor autothrust protection.
Alpha floor is a predictive autothrust function activated by the PRIMs to aid in the recovery from
high or potentially high angle of attack (alpha) conditions. Alpha floor’s activation point (between
alpha prot and alpha max) depends on a variety of parameters, and is not indicated on the
airspeed display.
Alpha floor is available in normal law from lift off until 100 ft. RA on approach. It is not available if
autothrust is inoperative or has been disabled by holding either instinctive disconnect pb for 15
seconds.
Alpha floor is inhibited:

• In case of engine failure
• Below 100 ft. RA on landing
• Above [.50 M]
AUTO_005
• In the clean configuration when speed is above VLS -20 with the autopilot engaged
• AP/FD TCAS mode is engaged following a RA and thrust levers are at or below CL detent.
When alpha floor activates, the autothrust commands TOGA thrust, regardless of thrust lever
position. If A/THR is not active it automatically activates. The following indications are provided:
• A green A FLOOR, boxed in amber, is shown in column 1 of the FMA, and
• A FLOOR in amber on the ED for as long as the alpha floor triggering conditions are
present.
When speed is above VLS:

• If A/THR was active prior to A FLOOR engagement, the thrust reverts to the mode
engaged prior to A FLOOR engagement.
• If A/THR was not active prior to A FLOOR engagement, the thrust reverts to manual thrust
and is set in accordance with the position of the thrust levers.
•
Discuss the FMA indications on the PFD.
The FMA is arranged in five columns, left to right displaying:

• Autothrust operation and braking mode
• Vertical flight guidance
• Lateral flight guidance
AUTO_006 • Approach / Landing capabilities and
MDA/DH
• Autopilot, Flight Director, and Autothrust
engagement status and modes.
The FMA uses position and color to aid the flight

crew in differentiating between the armed or active status of each mode.
A350 LOD
In columns one through three:

• The top line indicates active modes in green.
• Blue indicates an armed mode, ready for use when certain conditions are met. These
appear in lines two or three.
• Magenta indicates an armed altitude due to an altitude constraint.
• White indicates thrust is currently in the manual mode.
In columns four and five:

• White indicates approach capabilities, as well as autopilot, flight director, and autothrust
status.
• Blue indicates pilot entered data or armed modes.
Each new or changed annunciation is boxed in white or amber for 10 seconds as an attention
getter. Messages may appear in red, amber, or white to indicate warning, caution, or advisory
messages. Aircraft capabilities, engaged autoflight systems, flight director status appear white.
A/THR appears in white when autothrust is active and blue when armed.
AP IN PROT is displayed on the FMA if the A/C enters the protected envelope with the autopilot
engaged or if the crew selects the autopilot on while in the protected envelope. Autopilot and
flight directors remain engaged and the flight control law of the flight envelope takes over
autopilot commands (the AP is not following the FD commands).
Understand the controls and indicators on the AFS Control Panel.
1. SPD/MACH Pb
Switches the value in the
Speed/Mach window (if
displayed) between IAS and
Mach.
2. Speed/ Mach Window

Displays the selected speed
or Mach. When managed
speed is active, the window
displays dashes unless the
AUTO_007 speed/Mach knob has been
recently adjusted.
3. Speed/Mach Knob
• Turning the knob adjusts the speed or Mach (as selected with the speed/Mach pb)
displayed in the speed/Mach window. If managed speed remains active the
speed/Mach window will revert to dashes within [45] seconds.
• Pulled - Activates selected speed.
• Pushed - Activates managed speed.
4. TRUE/MAG pb
Changes heading reference between TRUE and MAG.
5. Heading/Track Window

A350 LOD
Displays the selected heading or track. When managed lateral guidance is active the
window displays dashes unless the HDG/TRK knob has been recently adjusted.
6. HDG/TRK Knob
• Turning the knob adjusts the heading or track displayed in the HDG/TRK window. If
managed guidance remains active the window will revert to dashes within [45]
seconds, except during takeoff and approach.
• Pulled - Activates selected heading or track mode. The aircraft will then turn to the
selected heading or track in the shortest direction. If the knob is pulled and then
turned, the aircraft will turn to follow the selection up to 359° from the current
heading or track.
• Pushed - Arms managed lateral guidance.
7. LOC Pb
Pushing the pb arms (or engages), or disengages the LOC mode. Illuminates green when
the LOC mode is armed or active.
8. HDG - V/S / TRK FPA Mode

• HDG V/S - Heading / vertical speed mode is active for selection of lateral and vertical
modes. Movement of the HDG/TRK knob selects headings. The V/S - FPA knob selects
vertical speeds.
• TRK FPA - Track / flight path angle mode is active for selection of lateral and vertical
modes. Movement of the HDG/TRK knob selects tracks. The V/S - FPA knob selects
flight path angles.
9. HDG - V/S / TRK - FPA Pb

• Pressing the pb alternately switches:
o The heading / track window between heading and track values (if
displayed).
o The V/S - FPA window between vertical speed and flight path angle (if
displayed).
 When the crew selects TRK-FPA, the green Flight Path Vector (FPV)
symbol appears on the PFDs. If the FDs are not engaged, the size of the
FPV symbol increases.
10. AP (1/2) Pbs

• On AP engages when the flight crew presses the AP1 or AP2 pb, and the aircraft is in
flight for more than 5 seconds.
• Normally only one AP can be engaged at a time. If the AP1 pb is pressed while AP 2 is
engaged, AP 1 will engage and AP2 will disengage, and vice versa.
• A second AP can engage when:
o The following approach modes are armed or engaged during an ILS or GLS
approach:
 LOC is armed (LOC*), or LOC is engaged, and
 G/S is armed (G/S*), or G/S is engaged
o LAND can engage
o Go-around is engaged.
• When both APs are engaged, AP1 is active and AP2 is on standby, regardless of the order
of AP engagement.
A350 LOD
Note: The autopilots will not engage on the ground with engines running.
11. A/THR Pb
Pressing the pb arms, activates, or disengages the autothrust. Illuminates green when
A/THR is armed or active.
12. Altitude Window

Displays the selected altitude at all times.
13. ALT Knob

• 100 / 1000 selector (outer knob) - Determines selection increment of inner knob.
• Inner knob - Selects the value in the altitude window at 100 or 1000 feet per click as
selected with the outer knob.
• Pulled - Selects an open climb or open descent toward the selected altitude.
• Pushed - Engages managed climb or managed descent toward the selected altitude if
engagement criteria are met (e.g., managed lateral is engaged).
14. ALT Pb
Pushed - Commands an immediate level off. Altitude hold mode will engage at the
altitude the aircraft levels off at (not the altitude the pb was pressed at). Illuminates
green when altitude hold is engaged (ALT, ALT CRZ, or ALT CST).
15. METER pb
Alternately displays or removes the selected altitude (or constraint altitude if one exists),
and the current altitude in meters from the PFD altitude display. The FCU altitude remains
displayed in feet.
16. V/S FPA Window

Displays the selected vertical speed or flight path angle. If managed vertical is active and a
vertical speed or FPA is selected (but the knob it not pulled) the window reverts to dashes
after [45] seconds.
17. V/S - FPA Knob

• Selects the vertical speed or flight path angle in the V/S - FPA window. The FCU V/S
FPA window may be preset with a V/S or FPA value for up to [45] seconds before
engaging. The FCU V/S FPA window clears if V/S (FPA) is not engaged within this time.
• Pushed - Commands an immediate level off. When level the aircraft remains in V/S -
FPA mode with 0 vertical speed or 0° flight path angle.
18. APPR Pb
• When pressed to on, both lateral and vertical approach modes are armed or engaged
to perform one of the following approaches that is set as a Landing System (LS) on the
FMS POSITION/NAVAIDS page:
o LOC and G/S, or
o LOC and F/GS, or
o F/LOC and F/GS, or
o LOC B/C and F/GS, or
o NAV and APP DES

A350 LOD
19. LS pb (located on the EFIS CP)

The CAPT or F/O’s PFD displays the
landing system data in accordance
with the approach selected on the
FMS ARRIVAL page. The light
illuminates, green, to indicate LS has
been selected. The LS light will
automatically illuminate when LOC,
LOC B/C or F-LOC arms.
If an approach is selected on the FMS ARRIVAL page, the FMA displays the landing
capability provided the FMS flight phase is descent or approach.
Note: If the direct distance to the destination airport is more than 300 nm, only the
deviation scales will appear when the LS pb is selected.
20. VV pb (located on the EFIS CP)

• When pressed to the on position (green light), the black Velocity
Vector (VV) symbol appears on the PFDs if in the HDG-V/S mode on the
AFS CP.
o If the FDs are not engaged, the size of the VV symbol increases.
• When TRK-FPA mode is selected on the AFS CP, pressing the VV pb has no effect.
Both PFDs will display on the FPV and the VV pb will remain illuminated.
Describe how to engage and disengage the Flight Directors, as well as the FMA indications
during flight director usage.
Normally, both flight directors are engaged at the same time and they are only available in
normal and alternate law. When engaged, the green FD pb light on the AFS CP illuminates, even if
only one FD can engage.
Automatic Engagement:
• On the ground, the FDs automatically engage at aircraft power-up.
• In the air, if not already engaged, the FDs automatically engage if:
o A go-around is engaged, or
o A resolution advisory (the AP/FD TCAS mode engages).
AUTO_008
Manual Engagement:
• Both FD1 and FD2 manually engage when the FD pb on the AFS CP is pressed.
o If an AP was not previously engaged, the FD will engage in HDG or TRACK and V/S
or FPA and the FD bars (crosshairs) will flash for 10 seconds.
Automatic Disengagement:
The FDs will automatically disengage when:
• If the FD and AP become inoperative.
• In ROLLOUT, if the difference between the aircraft track and runway track is more than
20°
• Both the AFS CP and the AFC CP page of the MFD FCU BKUP are not available. However, if
this failure occurs when LAND, FLARE, ROLLOUT, or GO-AROUND is engaged, the AP/FD

A350 LOD
remain operative and engaged.

• In the case of an all engine flame-out, the AP/FD disconnects when the RAT extends as
long as the vertical mode is not OP DES. In this scenario, AP1 remains available and the
flight crew can engage the AP/FD again.
Manual Disengagement:
The flight crew manually presses the FD pb on the AFS CP to disengage the FDs.
Note: If the FDs are inoperative, the AP is also inoperative.
Discuss the FMA indications as they relate to the FD.
FMA column 5 indicates which

flight director orders are being
displayed. To compute FD
guidance orders, normally FD1
guidance orders (displayed on the
Captain’s PFD) use data from the
FMS1 and MMR1. FD2 guidance
orders (displayed on the FO’s PFD)
use data from FMS2 and MMR2. However, in the event of a failure, the FD function can use any
system.
AUTO_009
Flight Director Engagement Status:
• Blank – No FD is engaged
• 1FD2 (FD1 and FD2 are engaged)
• 1FD– (FD1 and FD2 are engaged, but the FD bars are not displayed on FD2, and the AIR
DATA selector is set to the F/O ON BKUP position.)
• –FD2 (FD1 and FD2 are engaged, but the FD bars are not displayed on FD1, and the AIR
DATA selector is set to the CAPT ON BKUP position.)
Note: The AIR DATA selector is set to F/O or CAPT ON BKUP position when the air data displayed
on the F/O or CAPT’s PFD does not agree with the air data used by FD2 or FD1 guidance.
Discuss the differences in the approach and landing capability of the aircraft displayed on the
FMA.
The flight guidance system computes the aircraft approach and landing capability, and displays
this information on the FMA.
The approach and landing capability depends on:

AUTO_010 • The availability of aircraft systems and functions.
• The type of approach the flight crew selected as LS on the FMS POSITION/NAVAIDS page.
A downgrade in landing capability is accompanied by a triple click.
Below 200 ft. RA, the landing capability is frozen until the LAND mode is disengaged or both
autopilots are off. If a failure occurred below 200 ft. RA, the landing capability display will not
change.

A350 LOD
LAND3 DUAL is a fail-operational automatic landing system, which in the event of a failure below
alert height, allows the remaining part of the automatic system to complete the approach, flare
and landing.
LAND3 SINGLE, LAND2 and LAND1 are fail-passive automatic landing systems, which in the event
of a failure, there is no significant out-of-trim condition, or deviation of the flight path or altitude,
but the landing is not completed automatically.

A350 LOD
Chapter 5: Communications
Understand the control functions and indications for tuning the Radio Management Panel
(RMP).
1. VHF/HF/TEL/SQAWK/MENU
and NAV Keys
When pressed, the selected
page is available for display
on the RMP.
• MENU page provides
access to DATALINK and
SATCOM configuration
functions.
• The STBY RAD NAV key
must be pressed to
access the NAV page. The
NAV page is used to tune
NAVAID
frequencies/channels
when FMS 1 and FMS 2
are failed and is available
on RMP 1 and RMP 2
only.
COM_001
2. Activation/Dialing
Keys (ADK)
When pressed: selects, dials,
validates, or activates the
corresponding displays (e.g.
frequencies, functions).
3. LSK keys
Used to select,
validate or activate the corresponding display.
4. MSG CLR Key

Clears any displayed RMP message.
Note: Does not clear the squawk code that appears on the VHF, HF and TEL pages.
5. Numerical Keypad
• Number Keys – When selected insert the corresponding number at the cursor
location.
• Decimal Key – Not active. The decimal is automatically entered where necessary.
• CLR Key
o When pressed and released, clears the last digit.
o When pressed and held, clears the field selected for modification and displays the
last valid entry.
A350 LOD
• Scroll Keys
o Used to scroll up or down.
o When pressed and held, displays the first or last item of the list.
6. LOAD key
• Light is illuminated when a VHF or HF CPDLC frequency is received on the mailbox.
• When pressed, provided the corresponding HF or VHF page and LSK KEY is selected
on the RMP, loads and displays the frequency automatically.
7. STBY RAD NAV pb

Allows the crew to change the navaid manual selection from the FMS to the RMP.
• Lights out – FMS tunes the navaids. The RMP is only used for communication.
• Green light illuminated – The RMP tunes the navaids. The RMP operates in STBY RAD
NAV mode and still controls the communication.
Understand the control functions and indications for the audio transmission and reception on
the Radio Management Panel (RMP).
1. VHF/HF/TEL Transmission
Keys and Reception Knobs
• Transmission Key:
o Green light is
illuminated when
selected for
transmission.
• The TEL 1(2)
transmission key
flashes green to
indicate an
outgoing
SATCOM
telephone call is
COM_002
connected, and
TEL 1(2) is not in
transmission
mode. (i.e., CALL
IS ON HOLD)
o CALL - Flashes amber
to indicate an
incoming telephone
or SELCAL call.
• Reception knobs:
o Press and release to
the out position to
turn on the reception mode.
o A light in the knob illuminates to indicate it is selected.
o Rotate the knob to adjust the volume.
Note: Only one communication means at a time (external or internal communication) can

A350 LOD
be in transmission mode on each RMP. More than one reception knob can be selected at
one time
2. INT/CAB/PA Transmission Keys and Reception Knobs

• Transmission Key:
o Green light is illuminated when the associated interphone is selected for
transmission.
• To make a PA, the PA transmission key must be pressed and held.
o MECH/ATT - Flashes amber to indicate an incoming call from the ground crew
(MECH) or cabin crew (ATT).
• Reception knobs:
o Press and release to the out position to turn on the reception mode.
o A light in the knob illuminates to indicate it is selected.
o Rotate the knob to adjust the volume.
Note: Only one communication means at a time (external or internal communication) can
be in transmission mode on each RMP. More than one reception knob can be selected at
one time.
3. RST key
• Illuminates amber, when the buzzer sound associated with an incoming SELCAL, or
telephone call is generated.
Press the key to:
• Cancel buzzer sound on incoming SELCAL or telephone call.
• Cancel the CALL light on the transmission keys when the associated communication
mean is already in transmission mode.
4. BRT/OFF Knob
Used to turn the RMP OFF or ON, and to adjust the brightness of the screen. A status
indicator changes color to indicate the status of the RMP.
• When the knob is in the OFF position the indicator is:
o Green – To indicate the RMP is off and available.
o Red – To indicate the RMP is off and failed.
• When the knob is rotated out of the OFF position, the indicator is:
o Extinguished – To indicate the RMP is ON.
o Red – To indicate the RMP is ON, but is failed.
5. INT/RAD PTT Switch

Activates the boomset or oxygen mask microphone. The appropriate transmission key
should be selected to transmit.
• Neutral – INT/RAD not active.
• INT – When released remains in the INT position until deselected. Provides headset
‘hot mike’ function.
• RAD – Spring loaded when released returns to the OFF position.
6. RAD NAV Selector

Used to select the navaid the flight crew wants to listen to.
• ADF 1 (2) positions are non-functional as the aircraft does not have an ADF.

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7. VOICE Key
Used to remove the audio identification signal (morse code) from the navaid audio signal.
• Light out – Both navaid voice and signal reception are active.
• Green light illuminated – The reception of the audio identification signal (morse code)
is inhibited.
8. RAD NAV Reception Knob

Used to enable audio reception of the navaid and adjust the volume.
• Light in the knob illuminates to indicate the associated navaid is in the audio
reception mode.
• Rotate the knob to adjust the volume of the boomset and loudspeakers.
Understand the control functions and indications of the RECORDER and CVR panels.
1. ACMS TRIGGER pb
When pressed, the flight crew can
print an ACMS report and/or trigger
an ACMS recording.
2. DFDR EVENT pb
When pressed, records an event in the data of both the DFDR and the Virtual Quick
Access Recorder (VQAR).
3. RCDR GND CTL pb

AUTO (lights out) – The Digital Flight Data Recorder (DFDR), and Cockpit Voice Recorder
(CVR) are automatically energized as soon as the first engine is started. The recorders
operate automatically from first engine start until 5 minutes after both engines are
shutdown.
COM_003 Selected ON (momentary action):

• The DFDR is energized.
• The CVR is energized.
• ON light illuminates blue.
4. CVR TEST pb
When pushed, preforms a test of the
CVR. A test tone is audible via the
BOOMSET or overhead speaker. If
the test is not successful, the
DISPATCH PAGE UPDATE (amber)
alert displays on ECAM along with
the associated CVR dispatch message.
5. CVR ERASE pb
When pushed for 2 seconds, erases the CVR audio recording provided the aircraft is on
the ground with the parking brake set and the CVR ON.
Understand the control functions and indications of the CALLS panel.

COM_004

A350 LOD
Used to generate visual and aural call indications in the respective area.
1. MECH CALL
• COCKPIT CALL light illuminates
on the maintenance nose gear
panel.
• External horn sounds as long as
MECH CALL pb is pressed.
2. PURS pb
• Pink light on the purser area
call panel comes on.
• CAPTAIN CALL message appears
on purser AIP.
• High/low chime sounds through
the cabin loudspeakers.
3. FLT REST/CAB REST

• High/low chime sounds through the flight crew/cabin crew rest loudspeakers.
• FROM CAPTAIN message appears on the related purser Attendant Indication Panel
(AIP).
4. ALL
• Pink light on all the area call panels in the cabin illuminates.
• CALL ALL CAPT message appears on all AIP’s in the cabin.
• High/low chime sounds through the cabin loudspeakers.
5. EMER pb (guarded)
• When cabin crew has made an EMER call:
o The ON light and CALL light flash or come on steady,
o A buzzer sounds three times through the cockpit loudspeakers, and
o The ATT transmission key flashes amber on all RMPs.
• When pressed by flight crew:
o The ON light and the CALL light flashes or come on steady, and
o A high-low chime sounds three times in the cabin, and
o A pink light on all the area call panels in the cabin illuminates, and
o EMER CAPT message appears at all the Attendant Indication Panels (AIPs) and a
red light illuminates.
6. FWD/MID AFT/EXIT/AFT
• Pink light comes on at the respective area call panel.
• CALL FWD/(MID)/(EXIT)/(AFT) CAPT message appears on all AIPs.
• High/low chime sounds through the cabin loudspeakers.

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Understand the control functions and indications on the ELT panel.
1. ELT Light
• Lights out –
ELT is not
transmitting.
• Amber light –
ELT is
transmitting
or running a
COM_005 self-test. If
the ELT is
transmitting
on the ground the external horn sounds.
2. ELT Selector (guarded)

• Armed – ELT is armed and transmits the emergency radio signal when the aircraft
sustains an abnormal load factor.
• ON – ELT transmits on the emergency radio signal.
• TEST/RESET – ELT stops transmitting or the ELT self-test starts.
Understand the Air Traffic Management Systems.
Automatic Dependent Surveillance (ADS) (ADS-C, ADS-Contract) automatically downlinks position,

speed, heading, altitude and other pertinent data to ATC in areas where no radar coverage
exists. ADS provides essentially the same information to ATC as they would have if the aircraft
was in radar contact. (Requires a logon, which is done concurrently with CPDLC.)
COM_006 The content and frequency of the downlinks are transparent to the crew and defined by ATC to
satisfy their operational needs. A maximum of five ATC centers, which are listed on the MFD can
be connected to the aircraft at the same time.
Controller/Pilot Datalink Communication (CPDLC) is a digital communications function using text.

ATC must be notified and a connection established before text messages can be exchanged. A
CPDLC connection can be established with only one ATC center at a time. Uplinked and
downlinked messages are sent and received via the ATC mailbox.

A350 LOD
Chapter 6: Electrical
Understand the control functions and indications on the ELEC panel.
1. BAT 1(2) & EMER BAT 1(2) pb

• ON (lights out) – Battery is connected to network if all connecting conditions are true.
• OFF (white) – Battery is disconnected from the network.
• FAULT (amber) – Battery is in fault due to:
o Overcurrent
o Overheat
o Internal contactor failures
o Power-up test.
2. SIDE 1 & 2 ISOL pb

ELEC_001 • Auto (lights out) – Normal position; side 1&2 are not isolated.
• ON (white) – Side 1&2 contactors are open to segregate Electrical Power Distribution
Center (EPDC) 1 from Electrical Power Distribution Center (EPDC) 2.
3. PAX SYS pb
• Lights out – Normal operation: IFE and passenger seats are electrically supplied.
• ISOL (white) – IFE and passenger seats are shut down by cabin crew via the Flight
Attendant Panel.
• OFF (white) – IFE center and passenger seats power supply is shed.
4. GALLEY pb
• Auto (lights out) – All galleys are supplied, some may be automatically shed if
necessary.
• OFF (white) – All galleys are manually shed.
5. COMMERCIAL 1(2) pb
• Auto (lights out) – All commercial loads on left (right) cabin supply centers are
supplied.
• OFF (white) – All commercial loads on left (right) cabin supply centers are manually
shed.
6. DRIVE 1(2)A(B) pb (guarded)

• Auto (lights out) – The engine drives the generator.
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• FAULT (amber) – The engine generator must be disconnected from the engine.
• DISC (white) – The engine generator is disconnected from the engine.
7. EXT 1(2) pb
• Lights out – External power unit is:
o Not connected, or
o Connected to aircraft but does not supply the electrical network.
• AVAIL (Green)
o External power is connected to aircraft and available to supply electrical network.
o External power is within normal tolerances.
• ON (blue)
o External power supplies the electrical network, provided a higher priority source
is not available.
8. APU GEN pb
• Auto (lights out) – APU generator is available to supply the electrical network if the
APU is running.
• OFF (white) – APU generator is manually disconnected from electrical network.
• FAULT (amber) – APU generator is failed. FAULT light extinguishes when the APU is
selected OFF.
9. BUS TIE pb
• Auto (lights out) – Normal position, bus tie contactors automatically open and close
to reconfigure the electrical network as necessary.
• OFF (white) – BUS TIE contactors are manually open to segregate:
o Normal AC busbars (AC 1A, AC 1B, AC 2A and AC 2B) from each other
o DC1 and DC2 busbars from each other
o DC EMER 1 and DC EMER 2 busbars from each other
o AC EMER 1 and AC EMER 2 busbars from each other
o ETOPS AC1 and ETOPS AC 2 busbars from each other.
10. GEN 1A(1B)(2B)(2A) pb

• Auto (lights out) – ENG GEN is connected to the electrical network.
• OFF (white) – ENG GEN is manually disconnected from the electrical network.
• FAULT (amber) – ENG GEN has failed. The FAULT light goes out when the generator is
selected OFF.
11. ELM pb
Controls automatic shedding for non-essential electrical loads.
Understand the control functions and indications on the EMER ELEC and BAT panels.
EMER ELEC panel
ELEC_002 1. RAT MAN ON pb

• Guarded – Normal position
o RAT is stowed and the EMER GEN does not supply
the emergency network.
o In the event of a complete loss of AC power, the
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RAT automatically extends and the emergency generator connects to the

emergency network.
• When pressed, the RAT extends and EMER GEN connects to emergency network.
2. EMER GEN FAULT light

• Lights out – The EMER GEN is available if necessary.
• FAULT (red)
o RAT is extended, or
o Electrical system is in emergency configuration (RAT extended) and the
emergency generator does not supply the emergency network.
BAT Panel
The BAT selector allows selection of BAT 1(2)(EMER 1)(EMER2)
to display associated battery voltage.
Discuss normal and abnormal indications on the AC ELEC page.
1. EXT 1(2)
• EXT 1(2) indications are only displayed on the ground.
• White label only
without the
voltage and
frequency box –
aircraft is on the
ground and power
is not plugged in.
• White box with
voltage and
frequency – ground
power is plugged
in.
• Generator
ELEC_003 Contactor
(triangle)
o Green – External power supplies
the electrical network.
o White – External power is not
supplying the electrical network.
2. STAT INV
• No display – STAT INV is on standby.
• STAT INV (white) – Operates normally.
• STAT INV Amber – Failed.
• Generator Contactor (triangle)
o Green – STAT INV is connected to
AC EMER busbar.
o Amber – STAT INV contactor
failed. No longer connected to AC
EMER busbar.
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3. TR1(2) (EMER1) EMER(2)

• White – TR is powered.
• Amber – TR is failed or not powered.
Note: Transformer Rectifiers (TRs) convert 230V AC power to 28V DC power.
4. AC1A (1B 2B 1A) / EMER 1(2)

• ATU Status
o Solid green diamond – ATU is in operation.
o White diamond – ATU is not connected.
o Amber diamond – ATU is failed.
• Busbar indication
o Green – busbar is powered.
o Amber – busbar is not powered.
Note: Auto Transformer Units (ATUs) convert AC 230V power to AC 115V power or
provide AC 230V power from 115V when the network is supplied by one or two external
power units.
5. APU GEN
• White APU GEN label only – APU is off.
• Amber APU GEN label with white OFF – The generator contactor is not connected to
the electrical network.
o APU MASTER sw is set to ON, or
o APU autostart is operative.
• White GEN when APU is running – normal indication.
• Amber APU GEN – APU GEN is failed.
• Load, voltage and frequency:
o Green – Normal
o Amber – Abnormal
• Generator Contactor (triangle):
o Green – APU supplies the electrical network.
o White – APU is not connected to the electrical network.
6. GEN 1A(1B 2B 2A)

• GEN
o White – Normal
o Amber – The generator failed, is selected OFF, or the associated engine is not
running.
• GEN number
o White – The associated engine is running.
o Amber – Engine is not running.
• Load, voltage and frequency:
o Green – Normal
• GEN Contactor (triangle):
o Green – Engine generator connected to electrical network.
o White – Engine generator does not supply the electrical network.
• Disconnect and Low Oil Pressure Indications – Amber DISC or LO PR appears below
A350 LOD
the generator indications to indicate either an engine generator is disconnected from

the engine or low oil pressure is detected in the generator.
7. Galley / Commercial Shedding Indication

• COMMERCIAL OFF – All commercial loads are shed.
• GALLEY SHED – All galley loads are shed.
• COMMERCIAL PARTLY SHED – Some commercial loads are shed.
• GALLEY PARTLY SHED – Some galley loads are shed.
8. RAT
• White open triangle with label – RAT is on standby.
• White label – Normal operation.
• Amber label – RAT is failed.
• Voltage / Load
o Green – Normal
• RAT Contactor
o Green – RAT is connected to emergency network.
o Amber – RAT contactor is failed.
o White – RAT is not connected to emergency network.
• Airscrew RAT is deployed
Discuss normal and abnormal

indications on the DC ELEC page.
1. Batteries
• Bat 1(2) EMER 1(2)
o White – Normal
o Amber – Battery is
faulted or OFF
• Voltage / Current
o Green – Normal
• Charging Indications
o Arrow indicates the
ELEC_004 direction of current
flow:
• Green – charging
• Amber – discharging
2. DC Busbar Indications
• Green – Normal
• Amber – Bus is not powered
3. TR1(2) EMER 1(2)

• White – Normal indication
• Amber – Not powered or failed
• Voltage / Current
o Green – Normal
A350 LOD
4. STAT INV
• No display – STAT INV is on standby
• STAT INV (white) – Operates normally
• STAT INV Amber – Failed
5. AC Busbar Indications
• White – The AC busbar is supplying its assigned TR
• Amber – The AC busbar does not supply its assigned TR
Recall the priority logic to establish the appropriate power source to each of the AC buses.
The normal power priority is displayed in the chart below.
The ECAM memo ELEC EXT PWR displays in green when an external power source is available.
ELEC EXT PWR is displayed in amber when at least one external power is available and one engine
is running.
Normal Power priority

ELEC_005 Priority AC1A AC1B AC2B AC2A
EXT1/EXT2 EXT1 EXT1 EXT2 EXT2
APU/EXT1/EXT
2 APU APU EXT2 EXT2
APU/EXT1 APU APU APU APU
APU/EXT2 APU APU EXT2 EXT2
Engines
running GEN1A GEN1B GEN2B GEN2A
Discuss the EMER GEN operations during the loss of normal AC Power.
In the case of loss of power supply to all normal AC busbars (AC 1A, AC 1B, AC 2B, AC 2A) the RAT
automatically extends to power the AC emergency busbars (AC EMER 1 and AC EMER2).
If the loss of normal AC is due to all engine failure in flight the APU automatically starts and
ELEC_006
supplies the AC side 1 busbar (AC 1A and AC1B). AC side 2 busbar (AC 2B and AC 2A) is not
powered. DC EMER 1 and DC EMER 2 are powered by the emergency busbars.
The RAT OUT ECAM memo is displayed in green when the RAT is deployed. The memo is
displayed in amber when the RAT is deployed and the aircraft is on the ground before takeoff.

A350 LOD
Discuss the indications and effects of generator fault in-flight.
In any abnormal electrical

configuration the electrical network
automatically reconfigures to ensure
the remaining power supply continues
to supply as many busbars as possible.
If generator loss leads to load

shedding, the ECAM memo ELEC SHED
will be displayed in green when at
least one load is shed.
1. Loss of 1 GEN and APU available

• APU will supply busbar of lost generator.
• No shedding occurs.
2. Loss of 1 GEN and APU not available

• Some shedding occurs.
ELEC_007 3. Loss of 2 GEN on same side and APU available
• APU will supply busbars on the lost side.
• Some shedding will occur.
4. Loss of 2 GEN on same side and APU not available

• Remaining side generators supply opposite busbar.
5. Loss of 2 GEN on opposite side

• Remaining generator will supply onside busbar.
6. Loss of 3 GEN with APU available

• Remaining generator will supply the side with two failed generators.
• APU will supply the side with two failed generators.
o Some shedding will occur.
7. Loss of all 4 GEN

• RAT deploys automatically.
Understand how the crew will recognize a C/B trip.
If no circuit breakers are tripped the C/B page displays NORMAL. If one or more circuit breakers
ELEC_008
trip, the ELEC C/B TRIPPED ECAM message is displayed and the C/B page displays the circuit
breaker name and location of the functional identification number for maintenance purposes.

A350 LOD
Chapter 7: Engines, APU

Understand the control functions and indications on the APU panel.
1. MASTER SW
ON – Selecting the switch ON results in the following:
• The blue ON light illuminates.
• The APU page is displayed on the SD, if AC power is available.
• The Electronic Control Box (ECB) preforms a power up test.
• Fuel is supplied to the APU.
• The APU is ready to start when the intake flap is open.
OFF (lights out) – Selecting the MASTER SW off while the APU is running
ENG_001 initiates the shutdown process and extinguishes the blue ON light.
FAULT – Illuminates amber when an APU fault causes an automatic shutdown or the APU
has failed.
2. APU START Pb
ON – Illuminates blue and the APU computer sequences the starter, fuel flow, and
ignition to start the APU.
AVAIL – Displayed in green, replaces ON when the start sequence is complete and the
APU is available to supply bleed air or electrical power.

A350 LOD
Discuss normal and abnormal indications on the APU page and ECAM Memos
1. APU Generator Contactor (arrow)

• White – APU generator is not in use. APU MASTER is OFF, APU GEN pb off, or other
power sources are supplying AC busses.
• Green – APU generator is supplying one or more AC busses.
2. APU GEN label

• White – APU generator is operating normally.
• Amber – APU generator has failed.
3. APU GEN parameters

• The APU generator parameters depicted are:
o Generator load
o Voltage
o Frequency.
4. APU N Speed
• N Speed is displayed in green
while in the normal operating
range or in red when the
RPM limitation is exceeded.
5. APU EGT
ENG_002 • The APU temperature in
degrees Celsius is displayed in
green while in the normal
operating range or in red
when a temperature
limitation is exceeded.
6. AVAIL
• The AVAIL message is displayed when the APU N speed is sufficient for bleed air or
electrical use.
7. APU FU
• Indicates the quantity of fuel used by the APU since the last reset. Value resets at first
engine start and last engine shutdown.
8. APU Bleed Valve

• The symbol indicates the APU bleed valve position:
o In-line and green – Valve open.
o Cross-line and green – Valve closed.
o In-line and amber – APU bleed valve abnormally open.
o Cross-line and amber – APU bleed valve abnormally closed.
9. APU Bleed
• The APU bleed air pressure is displayed in green.

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10. FUEL PRESS LO

• Displays in amber if APU low fuel pressure occurs.
11. FLAP Indications

• FLAP MOVING displays green when the APU intake flap is moving toward open or
closed.
• FLAP OPEN displays green when the APU air intake flap is fully open.
• FLAP CLOSED displays green when the APU air intake flap is fully closed. The
indication only displays for 10 seconds.
12. OIL LEVEL LOW

The OIL LEVEL LOW message pulses, in green, as an advisory in case of APU low oil
quantity.
ECAM Memos
APU AVAIL
Displayed in green when the APU is available for bleed air or electrical use.
APU BLEED
Displayed in green when APU bleed air is being used.
State the purpose of the APU.
The Auxiliary Power Unit (APU) is a self-contained gas turbine engine that produces bleed air (for
starting engines, air conditioning, and other pneumatic system users) and electrical power. In
flight, the APU can replace up to 2 engine generators up to the aircraft maximum operating
ENG_003
altitude of 43,100 ft., and bleed air for air conditioning up to 25,000 ft. for single pack operations
and 22,500 ft. for dual pack operations. On the ground, the APU can supply the entire electrical
network and provide bleed air for engine starting. The APU can also supply bleed air for air
conditioning during takeoff if optimum aircraft performance is required.
Recall what is required for an APU start and continuous operation.
The APU can start on either:

• Two 28V DC batteries, or
• 230 VAC.
Once the APU is running the batteries may be selected OFF without causing an APU shutdown.
ENG_004 However, if the APU GEN is the only power source, APU fire protection is not available.
In the event of an all engine failure in flight, the APU will automatically start and supply bleed air
to assist with engine starting. APU start is delayed for 10 seconds after detection of an all engine
flame out to allow for RAT deployment and the APU bleed valve opens when an ENG MASTER
lever is set to START, provided the aircraft is below 25,000 ft.

A350 LOD
Describe how an emergency shutdown of the APU may be initiated.
An emergency shutdown of the APU may be initiated

either manually or automatically.
A manual emergency shutdown of the APU is initiated by:

• The flight crew pushing the APU FIRE pb on
the overhead panel.
• The ground crew pushing the APU SHUT OFF
pb on the external power panel (located aft of
the nose gear)
• The ground crew pushing the APU
EMERGENCY SHUTDOWN pb on the refuel
panel.
ENG_005
The APU will automatically shut down in the event of an APU fire on the ground. The APU fire
extinguisher is automatically discharged, after 10 seconds. A
warning horn sounds in the nose gear bay to alert ground personnel,
and the flight deck APU fire indications are presented. This feature
permits APU ground operation without supervision.
Understand the control functions and indications on the ENG START and ENG panels.
ENG START Panel

1. Engine MASTER Lever
ON – Initiates a start of the respective
engine. When IGN/START is selected, all
the following occur:
• A white box displays around the
engine indications on the ED and SD
during engine starting.
ENG_006 o The box changes to amber when an operating parameter is exceeded and
greater crew monitoring is required.
• The LP fuel valve opens.
o During a manual start the HP valve also opens.
• The start valve opens and N3 increases.
• A grey background is displayed behind the respective engine’s N3 indication.
• Fuel used is reset to zero for the engine being started.
• For an automatic start, ignition is initiated at the appropriate N speed.
o For a manual start, both igniters are activated immediately.
OFF – Shuts down the respective engine. The LP and HP fuel valves close.
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2. FIRE/FAULT Lights
FIRE – Illuminates red if fire is detected in the respective engine.
FAULT – Illuminates amber if any of the following occur:

• An automatic start abort.
• A disagreement between the HP fuel valve position and its commanded position.
• Malfunction of the thrust control.
• Over thrust protection is active and the current thrust is above the commanded
thrust.
3. ENG START Selector

CRANK – Used when engine dry cranking is desired. Fuel flow and ignition are inhibited.
NORM – Engine start, continuous ignition, and dry cranking are not selected.
IGN/START
• For engine start:
o Both FADECs are powered by the aircraft’s electrical system.
o The ENGINE page is displayed
o Start valve and air pressure indications are displayed.
o Both pack flow control valves close. They reopen [after 30 seconds] if an ENG
MASTER lever is not selected ON.
• When an engine is running:
o Manually selects continuous ignition.
Note: The igniters are automatically deactivated following an engine start, as part of the
start sequence. The ENG START selector must be moved to NORM and then IGN/START to
activate continuous ignition.
ENG MAN START Panel

1. MAN START pbs
Used when a manual engine start or engine dry cranking is
desired.
ON – With the ENG START selector in IGN/START or CRANK

position:
• The start valve opens and N3 increases.
• A grey background is displayed behind the respective engine’s N3 indication.
• The pack valves close.
• The engine begins rotating.

A350 LOD
Discuss normal and abnormal indications on the Engine Display (ED) as they relate to the engine
system.
1. Attention getting box

Displays white during the engine
start sequence or crank process.
Disappears when AVAIL is
displayed.
Displays amber when:

• The associated engine has
failed, or
• N1 exceeds the red line limit,
or
• The EGT exceeds the EGT limit,
or
• The thrust reversers are
unlocked in flight.
2. Thrust Rating Mode and Thrust

Limit Value
Indicates the thrust rating mode and corresponding thrust limit value in accordance with
the position of the thrust levers & the data entered on the FMS PERF page.
ENG_007 Display options are: TOGA, FLEX, CLB, MCT, GA SOFT.

• FLEX temperature is displayed in blue next to the thrust limit mode if the FLEX rating
mode is selected.
• Note: DCLB, D____, and TO + BUMP will not be used.
3. Bleed Configuration Indication

• PACKS – Displays when engine bleed air is supplying the packs.
• NAI- Displays when engine anti-ice is on.
• WAI – Displays when wing anti-ice is on.
4. Thrust Gauge
In the Normal Mode the primary engine
parameter that appears on the ED is
THR. The THR engine parameter is a
specific percent of maximum thrust that
the engine can provide with engine
bleed off and thrust set to the TO/GA
detent.
A gray sector is displayed to indicate the

current usable range of thrust.
• The lower position of the grey sector
indicates idle thrust.
• The upper position of the gray sector
indicates TOGA thrust.
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• 0% - Engine thrust when the engine is not running or when a windmilling start is
performed.
• 100% - The maximum thrust the engine can produce with the thrust levers set to the
TO/GA detent when engine bleed is off.
The needle and the digital value indicate current thrust in percent.
The blue circle indicates thrust lever position.
When the A/THR is engaged:

• Needle with 4 green arcs - Autothrust target.
• Small needle with single line green arc – thrust trend.
5. AVAIL Indication
Displays in green after the engine is started. On the ground it remains displayed, steady,
for 10 seconds. In flight, after a successful relight, it pulses green.
6. IDLE Indication
Displayed in flight only, when both engines are at idle speed. Initially pulses for 10
seconds, then remains steady.
7. N1 Indication
• Red – Exceeds the N1 limit.
• Value crossed by two amber lines – Accuracy degraded.
• Amber XX – N1 is not available.
8. EGT Indication
• Both the digital value and pointer display in green when EGT is in the normal range.
• Both the digital value and the pointer display in amber when EGT exceeds the limit.
• Both the digital value and the pointer display in red when EGT exceeds the red line
limit.
o A red mark appears to indicate the highest value the EGT reached. This mark is
removed during the next engine start sequence on the ground.
9. Reverser Indications
A gray sector indicates the usable
reverse thrust range. The left
position [0] corresponds to the
engine thrust when set to the IDLE
REV position. The right side [MAX]
corresponds to the engine thrust
when set to the MAX REV position.
REV displays:
• Blue – When the thrust reverser is in transit.
• Green – On the ground, thrust reverser is fully deployed.
• Amber – On the ground, thrust reverse is selected but not available, or the system is
unlocked. In flight, the indication pulses green for 10 seconds then remains steady if
A350 LOD
the system is unlocked.
The needle indicates the current reverse thrust as a percentage of maximum reverse
thrust.
Blue circle indicates the position of the thrust reverser lever.
10. Degraded Thrust Indications

In Degraded Mode, N1 engine parameter appears on the ED instead of the THR engine
parameter.
• The needle and the digital
value indicate current N1.
• Blue circle indicates thrust
lever position.
• An amber tick mark indicates
the N1 limit.
• If an N1 exceedance occurs, a
red mark indicates the
maximum N1 reached. This
mark is removed during the next engine start sequence on the ground.
When the A/THR is engaged:
• Needle with 4 green arcs – Autothrust target.
• Small needle with single line green arc – thrust trend.
Discuss normal and abnormal indications on the ENGINE page.
1. Attention getting box

Displays white during the
engine start sequence or
crank process. Disappears
when AVAIL is displayed
on the ED.
Displays amber when any

of the following conditions
exist:
ENG_008 • The N2 value exceeds
the N2 limit
• The N3 value exceeds
the N3 limit
• The CLOGGED or BYPASSED message appears under the oil pressure indication
• Oil temperature exceeds the upper limit
• Oil pressure is below the upper amber limit
• The engine has failed.
2. Fuel Flow
• Displayed green when fuel flow is normal.
• Value crossed by two amber lines when the accuracy is degraded.
• COOLING displayed in green below the value when a dry crank is in process to reduce
A350 LOD
the EGT.
• CLOGGED displayed in amber below the value when the low pressure fuel filter is
clogged and the bypass valve is not open.
• BYPASSED displayed in amber below the value when the low pressure fuel filter is
clogged and fuel is bypassing the filter.
3. N2 & N3 Indications
• Displays green when normal.
• Value crossed by two amber lines when the accuracy is degraded.
• Displays red when N2 or N3 exceeds the limit.
• N3 only – a gray box displays behind the value during engine start or when the crank
process is in progress.
4. Oil Quantity
Needle and digital value both indicate oil quantity, normally in green. The needle and
digital value pulse if oil quantity is less than a predetermined value (corresponds with the
first white tick mark on the gauge).
5. Oil Temperature
• Normally displayed in green.
• Display in amber if greater than a predetermined value.
• Air and fuel are used to cool the engine oil supply.
6. Oil Pressure
Needle and digital value both indicate oil pressure, normally in green. Indications are red
or amber when oil pressure is less than a predetermined value.
Clogged displays below the gauge when the oil filter is clogged.
7. N1, N2, & N3 Vibration

Normally displayed in green. Displayed in amber if vibration is excessive.
8. Igniters
Letters IGN are displayed during engine start. A, B – respective igniter is energized.
9. Start Valves
• In-line green – Fully open.
• Cross-line green – Fully closed.
• In-line amber – Failed in the closed position.
• Cross-line amber – Failed in the open position.
10. Starter Air Pressure

Normally displayed in green. Displayed in amber with low or high pressure.
Describe the FADEC system, its power source, and protections that it provides to the engines.
ENG_009 Each engine has an independent, self-powered, Full Authority Digital Engine Control (FADEC).
Each FADEC interfaces with numerous aircraft systems to control engine operation and
performance.
A350 LOD
Each FADEC has two channels. Either channel is capable of operating the engine. One channel is
active and the other is standby. If one channel fails, the other becomes active automatically.
Each FADEC can be powered by its own dedicated alternator or by the aircraft’s electrical system.
FADEC is powered for 15 minutes when AC power is initially applied to the aircraft. During engine
start, FADEC is powered by the aircraft electrical system when IGN/START [or CRANK] is selected
with the ENG START selector. The FADEC’s alternator takes over automatically when engine speed
is above 8% N3. FADEC power reverts to aircraft electric power if the FADEC’s alternator fails. The
FADECs are powered by the aircraft’s electrical system for 15 minutes after the respective ENG
MASTER switch is selected OFF. When a FADEC is not powered, amber XX’s replace the engine
parameters for that engine on the ED and ENGINE page.
During ground operations, the ENG GRND PWR pbs can be used to power FADEC momentarily [15
minutes] thus allowing verification of engine oil quantity.
ENG FADEC GND PWR pbs

Lights out – The aircraft electrical system or the FADEC alternator
supplies power to the FADEC.
ON (white) – When pressed on the ground, the aircraft electrical system

will power FADEC for 15 minutes.
Major functions that the FADECS perform include:

• Fuel flow control
• Ignition control
o Automatic activation of continuous ignition when operating in heavy rain or hail.
o Automatic activation of continuous ignition when an engine flameout is detected
or in the event the ENG MASTER lever is inadvertently cycled OFF.
• Protection from exceeding N1 & N2 limits.
• Protection for starter engagement time and re-engagement speed
• Computation of fuel used and thrust limits
• Providing data for display on the ED and ENGINE page
• Computation of thrust penalties for the use of air conditioning and ice protection
• During automatic engine starts:
o Start valve and HP fuel valve control
o Identification of hung starts
o Protection from exceeding EGT limits (on the ground only)
o Control of start aborts and restart attempts (on the ground only)
• Provides backup static source data for the PFDs.
• Protection from fan instability and LP or IP shaft failure
• Protection from actual thrust exceeding the commanded thrust (Overthrust Protection)
• Stall Protection
• Monitoring of engine zones for leaks or burst ducts.
Note: No sensors are installed in the tailpipe; therefore, the FADECs cannot identify tailpipe fires.
Recall when FADEC will provide ignition versus when the pilot is required to use ignition.
ENG_010
FADEC
A350 LOD
During automatic starts on the ground the respective FADEC automatically activates one igniter.
The igniter used alternates between starts. During restart attempts after a failed start attempt,
manual starts, and automatic starts in flight, the FADEC activates both igniters. Ignition is
automatically activated on each engine by the respective FADEC for an in-flight flameout. FADEC
will also automatically provide ignition in adverse weather or in the event the ENG MASTER lever
is inadvertently cycled to OFF when the engine is running.
Pilot
Crew members are required to use ignition while operating in moderate (or greater) rain,
moderate (or greater) turbulence, or when standing water or slush exists on the runway.
Describe the indications and difference between operating in normal mode versus degraded
mode.
Both modes primary engine parameter is N1, in Normal Mode it is

displayed as THR and in Degraded Mode it is displayed as N1 on the ED.
ENG_011 THR is a percentage of the maximum thrust that the engine can provide
with the bleed off and the thrust levers set to the TO/GA detent.
In degraded mode, the N1 engine parameter is displayed instead of THR.

If one engine is in the degraded mode, the go-around soft function is lost.
If both engines are degraded, A/THR automatically disconnects.
Recall the requirements for a reverser to deploy.
For a thrust reverser to deploy, all the following conditions must be met:
• At least one FADEC channel is operating.
ENG_012
• At least one LGERS senses the aircraft is on the ground.
• Reverse thrust is selected.
• The respective engine is running.

A350 LOD
Chapter 8: Fire Protection

Understand the control functions and indications on the FIRE, CARGO SMOKE, VENT and CAB
SYS SMOKE panels.
FIRE Panel
1. ENG 1(2) FIRE & APU FIRE pbs

ENG and APU FIRE lights Illuminate red if any of the following conditions are met:
• Both loops detect a fire.
• One loop detects a fire and the other loop is faulty.
• Both loops fail within 5s of each other.
Pushing and releasing an ENG FIRE pb sends an electrical signal to:
• Silence the CRC.
• Arm the fire extinguisher squibs.
FIRE_001 • Close the hydraulic fire valves.
• Close the Low Pressure (LP) fuel valve.
• Close the pack flow control valve.
• Close the engine bleed valve.
• Deactivate the engine generators.
• Cut off FADEC power.
Pushing and releasing the APU FIRE pb sends an electrical signal to:
• Shutdown the APU.
• Silence the CRC.
• Arm the fire extinguisher squibs.
• Close the APU ISOL valve and APU Low Pressure (LP) fuel valve.
• Shut off the operating APU fuel pump.
• Close the APU bleed valve and crossbleed valve.
• Deactivate the APU generator.
2. AGENT pbs
SQUIB – Illuminates white to indicate that the squibs are armed.
DISCH – Illuminates amber if the respective fire extinguisher bottle has discharged.
3. FIRE TEST pb
Tests the engine, APU and main landing gear bay fire protection systems.
When pushed and held:
• The CRC sounds.
A350 LOD
• The MASTER WARN lights flash.

• The ENG FIRE and APU FIRE pbs illuminate.
• The SQUIB and DISCH lights illuminate in all the ENG & APU AGENT pbs.
• MLG BAY FIRE light illuminates.
• ECAM WD displays:
o ENG 1 FIRE
o ENG 2 FIRE
o APU FIRE
o MLG FIRE
• ENG FIRE lights illuminate in the ENG MASTER switch.
CARGO SMOKE Panel

1. AGENT TO FWD(AFT) pb
• SMOKE – Illuminates red if
smoke is detected in the
respective compartment.
• DISCH – Illuminates amber if
the extinguisher bottles
discharge.
2. BTL Lights (amber)

• BTL 1 – Bottle 1 has discharged.
• BTL 2 – Bottle 2 has discharged.
3. MLG BAY FIRE Light

• FIRE light illuminates red when a fire is detected in the MLG bay.
VENT Panel
1. AVNCS SMOKE light
• Illuminates red if smoke is detected in the
avionics compartment.
• In addition, a red SMOKE L(R) AVNCS SMOKE
indication is displayed on the COND page.
CAB SYS SMOKE Panel

1. IFEC pb
• Lights out – No smoke is detected.
• SMOKE – Illuminates red if smoke is detected in the IFE
center.
• OFF (white) – The IFE center is OFF.
Describe the Engine and APU Fire Detection and Extinguishing Systems.
Engine Fire Detection and Extinguishing

The fire detection system for the engines consists of two fire detection loops (A and B) which
FIRE_002
monitor sensitive areas of the engine. All signals from the fire detection loops are processed by
their respective Fire Protection Function (FPF).
The Fire Protection Function will activate a fire warning if any of the following occur:
A350 LOD
• Both loops sense a fire,

• One loop detects a fire and the other loop is faulty, or
Engine Fire Warning:
• The CRC sounds.
• The associated engine fire warning message is displayed on the WD.
• The ENGINE page is displayed automatically.
• The red ENG 1(2) FIRE pb illuminates.
• The red FIRE light in the respective ENG MASTER switch illuminates.
A dispatch message is generated in the event of a single loop failure. If one loop fails, the
remaining loop will continue to provide fire detection. If both loops fail an ECAM caution message
is displayed on the WD.
Engine fire extinguishing is controlled by AGENT 1(2) pbs controlling dedicated fire extinguisher
bottles. Two fire bottles are provided for each engine.
APU Fire Detection and Extinguishing

The fire detection system for the APU is identical to the design of the engine fire detection
system. However, each APU loop has only one sensing element, located in the APU compartment.
APU fire extinguishing is controlled by an APU FIRE pb controlling one fire extinguisher.
If an APU fire is detected while the aircraft is on the ground:

• The APU will automatically shut down.
• The fire bottle discharges automatically.
• An external horn alerts ground personnel.
• APU FIRE light (amber) on the Maintenance Nose Gear panel illuminates.
APU Fire Warning:

• The CRC sounds.
• The APU fire warning message is displayed on the WD.
• The APU page is displayed automatically.
• The red APU FIRE pb illuminates.
• The external warning horn sounds near the nose gear bay (on the ground only).
• The APU FIRE light illuminates on the Maintenance Nose Gear Panel (on the ground
only).
• Amber FAULT light in the APU MASTER SW pb illuminates after an automatic shutdown
occurs (on the ground) or an emergency shutdown occurs.
remaining loop will continue to provide fire detection. If both loops fail an ECAM caution message
is displayed on the WD.
Describe the Cargo Compartment Smoke Detection and Extinguishing System.

FIRE_003

A350 LOD
The cargo smoke detectors detect smoke particles, not heat. Each detector is connected
independently to a Smoke Detection
Function (SDF). Smoke detectors are
installed in pairs, in cavities located in the
cargo compartment ceiling panels. Each
smoke detector in the pair is monitored by a
different channel of the SDF. Normally both
detectors in a pair must detect smoke for

the SDF to activate a smoke warning;
however, if one smoke detector fails, the
SDF will activate the warning if the operable
detector in the pair senses smoke.
A total of 8 pairs of smoke detectors are

installed in the cargo compartments. There
are 4 pairs of detectors located in the
forward cargo compartment, 3 pairs located
in the aft compartment, and 1 pair located
in the bulk compartment.
CARGO Smoke Warning:

• The CRC sounds.
• The SMOKE FWD (AFT/BULK) CARGO SMOKE warning displayed on the WD.
• The red SMOKE light in the respective red guarded AGENT TO FWD (AFT) pb on the
CARGO SMOKE panel illuminates.
Two fire extinguishing bottles are installed for cargo fire extinguishing. When activated both
bottles discharge into the same compartment. The complete discharge of bottle 1 takes
approximately 1 minute. A flow meter installed on bottle 2 allows it to discharge slowly into the
respective cargo compartment to provide sufficient agent concentration for 5 hours [300
minutes].
If smoke is detected in a cargo compartment, ventilation to that compartment is automatically

stopped.
Note: Because the affected cargo compartment is not ventilated and the smoke detectors are
particle detectors, the smoke warning may remain after agent discharge even if the smoke source
is eliminated.

A350 LOD
Describe the Avionics Smoke Detection System.
The avionics smoke detectors detect particles not

heat. Two smoke detectors are located in each
ventilation (L/R) circuit.
Smoke detectors are installed in pairs in each

ventilation (L/R) circuit and are monitored by a
different channels of the Smoke Detection
Function (SDF). Normally both detectors in pair
must detect smoke for the SDF to activate a
smoke warning; however, if one smoke detector
fails, the SDF will activate the warning if the operable detector in the pair senses smoke.
Avionics Smoke Warning:

• The CRC sounds.
• The SMOKE L(R) AVNCS SMOKE warning is displayed on the WD.
• The red AVNCS SMOKE light on the VENT panel illuminates.
• SMOKE L(R) AVNCS SMOKE displays on the COND page.
FIRE_004 If avionics smoke is detected, ECAM directs the crew to place the avionics ventilation system in
the smoke configuration by selecting the AVNCS EXTRACT pb on the VENTILATION panel to OVRD.
In the smoke configuration, the overboard vent valve partially opens and air is extracted and
discharged through the overboard and inboard valves. The inboard valve remains open if the
extract fans are running.

A350 LOD
Describe the MLG Bay Fire Detection System.
The MLG Bay has a fire detection system only, it does

not have fire extinguishing capabilities.
The fire detection system for the MLG Bay is the

same design as the engine and APU fire detection
systems. Fire detection for the MLG Bay, consists of
two fire detection loops (A and B). The loops are
monitored by two different channels of the Fire
Protection Function (FPF). A fire indication is
produced if:
• Both loops sense a fire,
FIRE_005
• One loop detects a fire and the other loop is
faulty, or
MLG Bay Fire Warning:
• The CRC sounds.
• The MLG BAY FIRE warning is displayed on the WD.
• The red MLG BAY FIRE light on the CARGO SMOKE panel illuminates.
• The WHEEL page is displayed on the SD.
remaining loop will continue to provide fire detection. If both loops fail an ECAM caution
message is displayed on the WD.
Describe the Smoke Detection Systems for the Lavatories, Cabin Systems (IFE) and the Crew
Rest Areas as well as the Lavatory Fire Extinguishing System.
Lavatory Smoke Detection and Fire Extinguishing

Smoke detectors are installed in the ceiling of each lavatory in the ventilation extract duct.
Heat detectors, connected to fire extinguishers, are installed in the cabinet next to the waste bins
in all lavatories.
Lavatory Smoke Warning:

• The CRC sounds.
FIRE_006 • The MASTER WARN lights flash.
• The SMOKE LAVATORY SMOKE warning is displayed on the WD and Fight Attendant
Panel.
o Note: The lavatory smoke message will NOT display the affected lavatory. This
information is available to the FA on their indicating panel.
Cabin Systems Smoke Detection

The IFE bay has two smoke detectors monitored by the Smoke Detection Function (SDF). A smoke
indication is produced if both detectors in the area senses smoke, or if one detector senses smoke
and the other is faulty.
Cabin Systems Smoke Warning (IFEC):

A350 LOD
• The CRC sounds.

• The SMOKE IFE BAY SMOKE warning is displayed on the WD.
• The SMOKE light illuminated in the IFEC pb (guarded).
Crew Rest Area Smoke Detection

Each crew rest area has smoke detectors monitored by the Smoke Detection Function (SDF). If
smoke is detected in either the Flight Crew or Cabin Crew Rest compartment, the associated alert
is displayed in the cockpit and at the Flight Attendant Panel.
Crew Rest Smoke Warning:

• The CRC sounds.
• The respective SMOKE FLT(CABIN) REST SMOKE warning is displayed on the WD and Flight
Attendant Panel.

A350 LOD
Chapter 9: Flight Controls

Discuss the normal and abnormal indications on the F/CTL page, PFD, and WD.
F/CTL Page
1. Spoiler Indications
• On the F/CTL SD page, the
grey box shows the range
of spoiler movement, the
green bars (within the
box) show the deflection,
green lines appear on the
ground for flight control
check [just like every
other control surface]
• On the PFD Slats/Flaps
display the green line
displays speedbrake
handle position (the
actual position of the
speedbrakes is displayed
on the F/CTL SD page)
• When the ground spoilers are armed:

FCTRL_001 o A blue triangle is displayed on the PFD Slats/Flaps
o GND SPLRs ARMED memo on WD
2. Pitch Trim Indications

• Green – Pitch trim setting and in the normal range [.8 UP to 13.7 UP].
• Amber – Pitch trim has failed due to electrical power failure.
• Pitch Trim - Normal operation.
• P
i
tch trim is jammed.
3. Elevator and Aileron Position Indications

• Solid green elevator /aileron position – Normal
elevator/aileron position.
• Solid amber elevator/aileron position – Associated
elevator/aileron has failed.
• Green bracket – Elevator/ Aileron maximum
deflection on the ground to test flight controls.
• White round symbol (aileron only) – Neutral position when the flaps are extended
(aileron droop).

A350 LOD
4. Rudder Indications
• Rudder
o Green brackets indicate rudder limit.
o Solid green rudder indication - Rudder position.
o Amber rudder indication – Rudder is failed.
• Rudder Trim indication on F/CTL page
o Blue line and numerical value – Rudder trim position.
o Amber line and numerical value – Rudder trim is failed.
• Rudder Trim indication on the PFD
o Blue diamond – Rudder trim position.
o Amber XX – Rudder trim is failed.
5. Flight Control and Slats/Flaps

Computers
• Green – Normal indication.
• Amber half box – Respective
computer is failed.
6. SLATS / FLAPS Motors, Rudder

Trim Motors, Elevator Actuators,
Pitch Trim Actuator
• Hydraulic pressure is
available and motor operates
normally.
• Hydraulic pressure (G or Y) or
electrical power (ϟ ) for the
EHAs
• Power supply has failed (hydraulic or electric.)
• Associated motor/actuator is failed.
FLTCTR_02 Describe flap and slat indications and normal operation.
Slat Indications
• White dot – Slat position
• Blue dot – Commanded slat position
• Green indication – Actual slat position
FCTRL_002
Flap Indications
• White triangle – Flap position
• Blue triangle – Commanded flap position
• Blue 1, 2, 3, FULL – Commanded flap position
• Green 1, 2,3,FULL – Flaps and slats have reached
commanded position
• Upper green line – Position of the outer flap

A350 LOD
• Lower green line – Position of the inner flap
Operation
Slats are normally driven simultaneously by an electric motor (sys 1) and a Y hydraulic motor
(sys 2). Either system can drive the slats, but operation will be slower.
Flaps are normally driven simultaneously by both Y (sys 1) and G (sys 2) hydraulic motors.
Either system can drive the flaps but operation will be slower.
Two electrically driven ADGB (Active Differential Gear Boxes) allow independent operation of
the inner and outer flaps (differential flap setting) for the flap cruise deployment function,
and operation of the outer flaps in case of dual hydraulic failure.
Describe the indications on the PFD when in normal, alternate and direct law as well as backup
control.
NORMAL
On the PFD, green equal signs are present at 67 degrees of bank (maximum achievable bank
angle), 30 degrees pitch up, 15 degrees pitch down and a few knots above VMO/MM. The range
where alpha protection is active is displayed on the airspeed indicator as a black and amber band.
ALTERNATE
To indicate the loss of protection, amber XX’s replace the green equal signs on the PFD. Alpha
FCTRL_003
prot and alpha max are replaced by a red and black striped stall warning indication (VSW). ECAM
message: ALTERNATE LAW – PROTECTIONS LOST.
DIRECT
If direct law is active, an amber USE MAN PITCH TRIM message is displayed on the PFD. This is a
reminder of the loss of automatic pitch trim. ECAM message: DIRECT LAW – PROTECTIONS LOST.
BACKUP FLIGHT CONTROL

ECAM message: F/CTL BKUP CTL ACTIVE.
Describe the flight characteristics provided in normal law.
Normal law is the flight control law in use during normal conditions when all, or nearly all aircraft
systems are operational. Normal law provides the highest level of automation, flight envelope
protection, and computer enhanced handling characteristics, including automatic pitch trim.
Pitch Control
• In flight, pitch is controlled by demanding changes in g load (load factor demand).
FCTRL_004 o The same sidestick pitch commands provide constant results at different
airspeeds.
• Normal law provides automatic pitch trimming and flight envelope protections.
o Forward or aft sidestick displacement controls pitch by demanding a change in g
load.
o The g load demanded determines the rate of pitch change.
o Returning the sidestick to neutral maintains the current pitch attitude.
• The THS automatically trims until the elevators are streamlined behind the THS.
o Traditional aircraft are trimmed to maintain a speed; therefore, if thrust is

A350 LOD
changed the aircraft changes pitch to stay close to the trimmed speed.
o The A-350 maintains its current pitch even if thrust or speed is changed.
o For bank angles up to 33°, normal changes in g load during turns are
compensated for automatically. Beyond 33°, aft sidestick must be held in order to
maintain altitude.
Roll Control
• In normal law, roll control is roll rate demand.
• Left and right sidestick displacement demands a roll rate proportional to the sidestick
displacement up to 15° per second.
• When the sidestick is neutral, a zero roll rate is commanded and the current bank
angle (up to 33°) is maintained.
• At bank angles greater than 33°, normal law has positive spiral stability and sidestick
deflection must be held to maintain bank angles greater than 33°.
• If the bank angle is greater than 33°, releasing the sidestick to neutral will result in the
bank angle reducing to 33°.
Yaw Control
• In normal law full turn coordination and yaw damping are provided.
• When an autopilot is on, rudder trim is automatic and manual rudder trim and the
trim RESET pb are inhibited.
Modes of Flight
Ground Mode
Pitch: Rotation Law which is a combination of direct and pitch-rate demand.
The rotation pitch law changes to the g-load demand over 5 seconds after takeoff.
Transitions from flare law back to ground/rotation law 2 seconds after pitch attitude is <2°.
Roll: Is direct, however, when the sidestick is neutral the roll law attempts to keep wings level
(e.g., crosswind takeoff roll). Transitions to flight mode (roll-rate demand) over 2 seconds after
liftoff. Transitions back to ground mode over 2 seconds after main wheel touchdown.
• Active on the ground until a few seconds after liftoff and after landing.
• Sidestick commands surface deflection directly proportional to sidestick deflection
• Engine Failure during takeoff
o Aileron and spoiler 3 can be deflected on wing opposite the failed engine for
increase yaw efficiency
o Aircraft must be:
A350 LOD
• On the ground
• Speed above 60knots
• Rudder pedal deflection is more than 2/3 of the max rudder
Rotation Law
• The ground mode law, provides a combination of direct and pitch rate demand
control.
• Provides a uniform rotation for all possible weights, CG and configurations.
• Pitch rate demand with tailstrike protection.
Flight Mode
• Flight mode is progressively blended in over a period of a few seconds after takeoff.
• Flight mode provides load factor demand, automatic pitch trim and full flight
envelope protections.
Flare Mode/Derotation
Pitch
• Sidesticks command direct stick to elevator relationship with damping provided pitch
rate feedback.
• Conventional feel for landing (pitch only).
• Becomes active at 100 ft. RA.
Describe the protections provided in normal law.
Maneuver Protection
• When the slats are retracted the g limits are +2.5 and -1.0 g.
• When the slats are extended the g limits are +2.0 and 0 g.
Pitch Attitude Protection

• Pitch attitude protection prevents excessive aircraft pitch.
• These attitude limits are displayed on the PFDs as green equal signs at 30° nose up
and 15° nose down.
• If a limit is reached, further sidestick displacement in that direction produces no
effect.
FCTRL_005 High Speed Protection

• High speed protection prevents aircraft damage due to excessive speed.
• High speed protection activates between VMO/MMO, and the speed depicted by a
green equal sign (VMO +10), unless the autopilot is in ALT or the sidestick is held
forward, in which case the activation speed will be higher. When very high
acceleration, high speed protection may activate before exceeding VMO.
• When high speed protection activates:
o The autopilot(s) does not disconnect. If the AP is on , AP IN PROT annunciates on
the FMA.
o Nose down pitch trim is inhibited.
o The flight control computers attempt to limit further acceleration by commanding
a gentle pitch up. This protection limits maximum airspeed by automatically
increasing the aircraft’s pitch attitude even if the sidestick is held full forward.
o Positive spiral stability becomes active at all bank angles (instead of the usual 33°
A350 LOD
in normal law). Therefore, the sidestick must be held to maintain any bank angle.
If the sidestick is released the aircraft returns to a bank angle of 0°.
o The CRC and MASTER WARN lights activate and an O/SPEED (overspeed) warning
is displayed on the WD. The CRC can only be silenced by slowing down or pushing
the EMER CANC pb.
o Speed brakes auto extend in the case of VMO/MMO exceedance unless the
sidestick is held more than halfway forward.
o SPD BRK AUTO EXT ECAM message is displayed when speed brakes have
extended automatically after activation of high speed protection.
High speed protection is deactivated when the aircraft decreases below VMO/MMO.
Alpha Protection
Alpha protection limits the aircraft’s angle of attack (alpha). It allows the pilot to safely command
a maximum angle of attack to ensure optimum performance for critical maneuvers such as
windshear recovery and GPWS “pull up” maneuvers without the danger of stalling the aircraft.
• Alpha PROT - Displayed on the airspeed indicator as top of the black and amber band.
o Speedbrakes retract if extended (handle does not move).
o Autopilot does not disconnect, put ignores FD commands, follows flight envelope
protection orders and displays as AP IN PROT on the FMA.
o Sidestick control switches from g load demand to angle of attack.
o If sidestick is held full aft the aircraft will vary pitch to maintain alpha max.
o If the sidestick is released to neutral the aircraft will vary pitch to maintain alpha
prot.
• Alpha Max (alpha maximum) – Displayed on the airspeed indicator as to base of the
amber and black band.
o Alpha max is an angle of attack slightly less than the stall angle of attack.
o If at alpha max, the aircraft will not stall but will have nearly the maximum
allowable lift for the current weight and configuration.
Bank Angle Protection

• Bank angle protection prevents pilot or autopilot demands from producing excessive
bank angles.
• Bank angle protection limits bank angles to 67° or less.
Low Energy Warning

• Normal, Alternate and Direct law provide an aural low energy warning of “SPEED,
SPEED, SPEED.”
• The warning is repeated every [5] seconds and indicates that the aircraft’s energy
state would require additional thrust to attain a positive rate of climb.
• The PRIMs compute the low energy warning according to the aircraft configuration,
speed deceleration rate, and flight path angle.
• The warning is normally generated before alpha floor activates. However, in some
cases of rapid aft sidestick movement, alpha floor may activate without first
triggering the low energy warning.
• The low energy warning is only available:
o In configuration 2, 3, or FULL.
o Between 100 and 2,500 feet RA for landing.

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o Between 200 and 2,500 feet RA for takeoff.

o With the autopilot engaged, the low energy warning is available for all altitudes
and configurations.
Note: It is not important to know the difference between 100 ft. for landing and 200 ft.
for takeoff.
• The warning is inhibited if:
o TOGA is selected
o Alpha floor is active
o Angle of attach has reduced below the warning threshold
Describe the flight characteristics and protections provided in flight control reconfiguration.
Alternate Law
Alternate law is the flight control law in use following failures or combinations of failures that do
not permit the flight control computers to maintain normal law.
Some protections will be lost depending on the specific failure. The protections that could be lost
include bank angle protection, pitch protection and high speed protection.
Note: Autopilot may still be operational.
Direct Law
Direct law is a direct relationship between sidesticks, elevator and aileron. All protections and
stabilities are lost in direct law.
Automatic pitch trim is inoperative and the THS must be trimmed manually using the pitch trim
FCTRL_006
wheel
Backup Control
Backup flight control allows control of the aircraft during a complete loss of all flight control
computers.
An independent backup control module powered by a generator driven by the yellow hydraulic
system allows control using the sidesticks, rudder pedals and pitch trim switches.
Pitch
• Pitch trim is controlled by the pitch trim switch and sidestick.
• The pitch trim switch does not actually move the THS.
Yaw and Roll
• Yaw and roll are controlled using the sidesticks and rudder pedals to control the inner
aileron and rudder.

A350 LOD
Discuss flap and slat protections.
1. Slat/Flap cruise baulk function

• If flap lever is moved from 0 to 1 during cruise, the baulk function maintains
slats/flaps in the retracted position. ECAM indication: F/CTL FLAP LVR NOT ZERO
• Only available if flap lever is moved to position 1. If the lever is moved to 2,3, FULL
flaps and slats are allowed to extend.
2. Automatic Retraction System (ARS) – Config 1+F automatically retracts
flaps to zero to prevent excessive loads, slats remain extend (Config 1).
• ARS is indicated by the green line on PFD speed scale at 210 knots.
3. Automatic Extension System (AES) – Config 1 automatically extends
flaps when speed drops below 203 knots to Config 1+F.
4. F LOCKED – Wingtip brakes applied to flaps.
5. INR FLAPS – Since it is possible to operate outer flaps independent of inner flaps, INR
FLAPS is displayed when the inner flap is locked.
6. DIFF FLAP – (DFS failure) FLAP CTL is unable to realign the inner and outer flap due to a
FCTRL_007
failure or one or both of the Active Differential Gear Boxes.
7. F RETRACT INHIBIT – Retraction of flaps is inhibited due to 1 or more spoilers in
downward position.
8. Flap Load Relief (FLRS) – The FLRS commands a flap position one less than selected. F
RELIEF pulses green when the flap load relief function is active. When speed is reduced
the flaps will automatically re-extend. Flap load relief is only available in position 2, 3, or
FULL.
9. Alpha Speed Lock Function – Inhibits slat retraction when flap lever is selected to zero at
high angles of attack or low speeds. A LOCK pulse green when the alpha/speed lock
function is active.
10. Differential Flap Setting (DFS) – Allows the outer flap to move independently of the inner
flap.
11. Flap Cruise Deployment Function – The inner and outer flaps are automatically and
independently moved within a limited range for load distribution and/or adjustment of
the center of lift for efficiency. Only available in cruise with the autopilot on.
Describe the Load Alleviation Function.
Maneuver Load Alleviation (MLA) –

Reduces loads during maneuvers by symmetrically deflecting ailerons and/or spoilers. Deflection
depends on configuration, speed and load factor. Crew roll orders have priority. MLA is inhibited
in Config full.
Gust Load Alleviation (GLA)

FCTRL_008 In case of turbulence, reduces lift of the outer wing by symmetrically deflecting ailerons up,
induced pitch is compensated with elevator. Flight crew roll has priority over GLA.
Roll Load Alleviation (RLA)

Reduces loads on outboard part of descending wing during turns by symmetrically deflecting
outer aileron upward to ensure no impact on roll. Active above 250 knots and/or load factor
above 1.
Differential Flap Settings for Load Alleviation (DFS)

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Only available when in the clean configuration. During high gross weight DFS modifies lift
distribution by deflecting inner flaps down to a max of 4 degrees.
Discuss the operation of the sidesticks and sidestick priority logic.
Sidestick Operation
Manual flying demands to the flight control computers are made via sidesticks, located outboard
of each pilot seat. The sidesticks are spring loaded to the neutral position.
There are no mechanical connections from one sidestick to the other, or from the sidesticks to
the flight control surfaces. Each sidestick includes a red dual function autopilot
disconnect/takeover pb.
Normally only one pilot is operating a sidestick (hand flying the airplane) at any one time. If both
sidesticks are operated simultaneously their demands are summed by the computers. If both
sidesticks are displaced in the same direction the demands are summed up to a maximum of one
sidestick’s full deflection.
Example: If both sidesticks are moved to 3/4 deflection right, the summed demanded roll rate
would be the same as one sidestick at full right deflection. If the sidesticks are moved equally in
opposite directions, the commands will cancel.
Sidestick Priority Logic

A sidestick priority system allows either pilot to take sole control of the aircraft in the event of
failure of the other sidestick, or if the other pilot is displacing the other sidestick.
FCTRL_009
Either pilot can take sole control of the aircraft by pushing and holding the red autopilot
disconnect/takeover pb on the sidestick. The last pilot to push and hold the takeover pb has
control.
When a takeover pb is pushed the autopilot(s) will disconnect. When the pb is held in, demands
produced by the other sidestick are ignored by the flight control computers.
Holding a takeover pb for approximately 30 seconds latches the priority and deactivates the other
sidestick. The pilot taking control may then release the takeover pb without losing sole control. A
deactivated sidestick may be reactivated at any time by pushing its takeover pb, even if the other
takeover pb continues to be held. Therefore, the last pilot to push a takeover pb has control, even
if the opposite takeover pb is continuously held.
When a takeover pb is pushed:

• A synthesized voice states
“PRIORITY LEFT” or “PRIORITY
RIGHT”, as appropriate.
• A red arrow, pointing towards the
pilot with control, is illuminated in
front of the pilot losing control.
The red arrow indicates that the
sidestick is currently deactivated.
• A green CAPT or F/O light illuminates in front of the pilot in control if the deactivated

A350 LOD
sidestick is not sensed in neutral.
Both green CAPT and F/O lights will flash when both sidesticks are displaced from the neutral
position and synthesized voice stating “Dual Inputs” will be announced.
Understand the purpose of the flight control computers and the control functions and
indications on the F/CTL panels.
Six flight control computers process pilot and autopilot demands according to flight control law.
There are three Primary Flight Control computers (PRIM) and three Secondary Flight Control
Computers (SEC). Any one computer is capable of controlling the aircraft.
Each flight control computer receives inputs from the flight deck controls and other sensors and
computers. Each flight control computer is wired to a specific hydraulic servo on the aircraft
control surfaces. For redundancy all surfaces have multiple hydraulic servos, each of which is
controlled by different flight control computers. If one computer is unable to move the flight
FCTRL_010
control surface as desired, another computer will take over command of that control surface.
F/CTL Panel
• Auto (lights out) – Normal.
• OFF (white)– Computer is selected OFF
• FAULT (amber):
o Computer is failed.
o FAULT light goes out when
computer is selected off.
o FAULT light flashes during computer safety test.
Discuss the pitch and rudder trim capabilities.
Pitch Trim
• Inflight pitch trim is automatic.
• Pitch trim switch normally inhibited in flight.
• On the ground or in direct law the THS is controlled by the pitch trim switch.
• The pitch is automatically set for takeoff
o When the first engine is started
o Spoilers are armed
• Takeoff CG is based on the ZFWCG entered in the MCDU and the current fuel
distribution.
FCTRL_011
Rudder Trim
• In manual flight (autopilot off) the trim is adjusted with the RUDDER TRIM knob on
the center pedestal. The rudder pedals move when the pilot trims the rudder.
• Rudder trim may be reset to zero by momentarily pressing the RESET pb next to the
trim knob.
• When the autopilot is on the RUDDER TRIM knob and RESET pb are deactivated.
• The rudder pedals do not move for yaw dampening or turn coordination.
Aileron Trim
• Not available.
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Recall when the speedbrakes are inhibited and when they extend automatically.
If extended the speed brakes automatically retract if:

• Alpha protection is active.
• Low speed stability is active.
• Go-around is initiated.
FCTRL_012
If the speedbrakes are extended when an inhibition condition occurs, the speedbrakes
automatically retract and stay retracted until the inhibition condition no longer exists and the
speedbrake lever has been reset to RET.
The speedbrakes will automatically extend in the case of VMO/MMO exceedance.
Describe the conditions necessary for full and partial ground spoiler extension.
Ground Spoiler Partial Extension (Lift Dumping)

Partial extension occurs with both thrust levers at idle and the ground spoilers armed, when:
• At least one landing gear is compressed (main or nose) and the RA is less than 5 ft., or
• Both main landing gear boogie dip and RA is less than 5 ft., or
• One main landing gear speed is greater than 72 knots.
Ground Spoiler Full Extension

Full extension occurs with both thrust levers at idle and spoilers armed, OR at least one thrust
lever in REV and the other thrust lever is below CLB, when:
• At least 2 landing gear compressed (main or nose), or
• One main landing gear compressed with wheel speed is greater than 72 knots and RA
FCTRL_013
is less than 5 ft., or
• Both main landing gear wheel speed is greater than 72 knots.
Note: If the ground spoilers are not armed, they will automatically extend when reverse thrust is
selected.
During a rejected takeoff, the ground spoilers fully extend when the thrust levers are at idle and
speed is greater than 72 knots.
Roll Function of Spoilers

• Spoilers 3 and 7 are used for roll control.
• Roll control has priority of speed brake function.

A350 LOD
Chapter 10: Control Display Systems

Describe the normal Display Unit (DU) layout.
Onboard Information
System (OIS)
OIS displays provide
the flight crew with
access to operating
manuals, navigation
charts, performance
computations, mission
management
information and company communications. This information is normally displayed on the outer
DU.
Electronic Flight Instrument System (EFIS)

EFIS displays present primary flight instrument and navigation data to the pilots. The information
is presented by the:
• Primary Flight Displays (PFDs), normally located on the inner DU.
CDS_001 • Navigation Displays (ND), normally located on the inner DU.
Electronic Centralized Aircraft Monitor (ECAM)

ECAM displays present information related to primary engine data, checklists (abnormal), and
aircraft systems. This information is presented on the:
• Engine Display, normally located on the upper DU.
• Systems Display, normally located on the upper DU.
• Permanent Data, normally located on the upper DU.
• Warning Display, normally located on the upper DU.
Multifunction Displays (MFD)

The two MFDs are normally displayed on the lower DU. They provide an interface with the
following systems:
• FMS
• ATC Datalink
• Surveillance pages
• Checklist pages (ECAM Normal Checklists)
• FCU Backup pages
Describe the DU switching logic.
The Control Display System (CDS) will automatically reconfigure DUs in the event of a DU failure
CDS_002
to maintain the displays in order of priority. The priority is:
• The EFIS and ECAM
• MFD

A350 LOD
• OIS
In the event of a failure of a DU that displays
either EFIS or ECAM, the CDS will automatically
reconfigure the remaining displays.
If an inner DU fails, EFIS will automatically display

on the outer DU. The PFD and ND will
automatically swap positions so that the PFD
remains displayed in front of the Captain or First
Officer.
• The OIS from the failed side can be recovered by use of the CAPT (F/O) OIS ON CENTER
pb.
If the upper DU fails, ECAM will
automatically be displayed on the lower DU.
• In this case, it is not possible to
display the OIS on the lower DU
because ECAM has priority. OIS ON
CENTER INOP light illuminates
white.
• The MFD can be displayed on the
outer DU by use of the DISPLAY
CYCLE pb. In this case, 2 MFDs are
displayed on the outer DU (the second MFD can only provide FMS functions).
Understand the control and functions of the OIS VIEW OFFSIDE pb, the CAPT (F/O) OIS ON
CENTER pbs, and the DISPLAY CYCLE pb.
OIS VIEW OFFSIDE pb

The OIS VIEW OFFSIDE pb allows the CAPT or F/O to see, on
their side, what is displayed on the offside OIS. When
selected, the outer DU displays the offside OIS information.
The (blue) ON light illuminates in front of the crewmember
who is viewing the offside OIS and the INOP (white) light
illuminates on the opposite side.
The INOP light will also illuminate when a flight crew member
CDS_003 has selected the CAPT (F/O) OIS ON CENTER pb, or when the
function is not available due to an automatic display
configuration change.
OIS ON CENTER pbs

Normally, the OIS is
displayed on the
respective outer DU.
Either the CAPT or F/O
can display their OIS on
the center lower DU via
the CAPT (F/O) OIS ON
CENTER pb. This action

A350 LOD
will also cause the respective MFD to display on the outer DU. When a MFD is displayed on the
outer DU, a second MFD is displayed, and the second MFD can only provide FMS functions.
The other crewmember can recover display of their respective MFD, if desired, by use of the
DISPLAY CYCLE pb.
DISPLAY CYCLE pb
When the AVAIL light is extinguished, the flight crew cannot manually
change the configuration of the DU, except via the use of the CAPT
(F/O) OIS ON CENTER pb. If there is a change in the normal display
configuration of the DUs, and the flight crew is able to change the
display of one of the onside DUs, the (green) AVAIL light illuminates.
Note: If two or more displays fail, several displays are possible on a single DU. In this case, press
the DISPLAY CYCLE pb several times to cycle through the available displays.
Describe the basic overview of the ISIS.
There is one Integrated Standby Instrument System (ISIS), located on the left side of the lower
DU.
CDS_004
In the event that the three ADIRS are lost, the ISIS provides the flight
crew with backup flight and navigation parameters that are
independent of ground navigation aids. The ISIS will display a Standby
Flight Display (SFD).
The ISIS has its own internal sensors for attitude information. They are
supplied directly with pitot static information from three dedicated
probes which are independent of the ADIRS probes:
• One pitot probe on the left side of the fuselage.
• Two static probes, one on each side of the flight deck area.
Five pbs and a SET/SEL knob on the front panel provide control of the instrument. Two airspeed
and one altimeter bug can be set. The bugs appear in blue on the respective scale. The altimeter
is calibrated in hPa and inHg.

A350 LOD
With the AIR DATA switch in AUTO, the Control and Display System (CDS) can:
• Use the ISIS
inertial data
for display
on the PFD
when the
automatic
monitoring
of inertial
data rejects
the inertial
data of the
three (3) IRs.
• Use the ISIS
speed and altitude for display on the PFD when the automatic monitoring of speed and
altitude data rejects the speed or the altitude of the three (3) ADRs.
Note: In both of the above situations, the flight controls are in direct law.
Discuss the three levels of ECAM malfunction notifications.
The ECAM provides three levels of system malfunction notifications:

• Warning
• Cautions (Level 2 and Level 1)
• Advisories
Warnings require immediate action. The aircraft is in a dangerous condition or exceeding limit
conditions (e.g. fire, stall, or overspeed condition). Warnings will be accompanied by the
Continuous Repetitive Chime (CRC) or another failure specific sound or synthetic voice, as well as
the following visual references:
• Flashing red MASTER WARN lights or other specific red light
• Red Warning message on WD
• Relevant system page on SD
Level 2 cautions require crew awareness of the configuration or failure, but immediate action is
not necessary. This includes system failures with no direct effect on flight safety (e.g. hydraulic
CDS_005
system low pressure). Level 2 cautions will be accompanied by a single chime, as well as the
following visual references:
• Amber MASTER CAUT light
• Amber ECAM caution message on WD
• Relevant system page on SD.
Level 1 cautions include system failures that lead to a loss of redundancy and only require crew
awareness (e.g. single channel failure of some computers). The Master Caution light does not
illuminate and there are no aural warnings for level 1 cautions. They are only displayed with an
amber ECAM caution message on the WD.
Advisories draw attention to less serious system degradations which require crew monitoring.
They are associated with systems that are still within limits but which are degrading. This may be
indicative of a pending failure. Visual references typically include the associated system page on
the SD, with the affected parameter pulsing in green.

A350 LOD
Describe the purpose of the EMER CANC, RCL LAST, and RCL ALL pbs.
1. EMER CANC pb
The EMER CANC (emergency cancel) pb
can be used to cancel spurious fault
indications or a recurring fault message
as a result of operations with
inoperative equipment (i.e. MEL).
Pushing the EMER CANCEL for warnings

will:
• Cancel the aural warning for as long as the condition exists.
• Extinguishes the MASTER WARN lights.
• Does not affect the WD display (the message remains displayed).
Pushing the EMER CANC pb for cautions will:
• Cancel any present caution for the rest of the flight (including chime, MASTER CAUT
CDS_006 lights, and ECAM message). The ECAM message is moved to the STATUS MORE page,
under CANCELLED CAUTIONS and the title of the failure that is inhibited.
2. RCL LAST pb
The RCL LAST (recall last) pb allows the crew to display the last alert that was cleared. If
the condition that triggered the alert is no longer active, the RCL LAST pb has no effect.
3. RCL ALL pb
When pressed, the WD displays all previously cleared alerts that are still active.
When pressed and held for more than 3 seconds, the WD will display all alerts that were
previously:
• Canceled by the EMER CANC pb, or
• Inhibited based on the current ECAM flight phase, or
• Cleared.
If there are no alerts to recall, the (green) NORMAL message appears for a few seconds.
Recall the purpose of limitations and memos on the WD.
The limitations and memos page is the default page of the WD and is displayed providing there
are no active alerts and either the ABNORMAL NOT_SENSED PROCEDURES menu, or DEFERRED
PROCEDURES LIST page is not
displayed.
Limitations display in blue and can

CDS_007
appear on the WD only, or on both
the PFD and WD. Limitations
which appear on both displays,
have an immediate effect on the
flight (e.g. MAX FL: 100/MEA).
Limitations are displayed in two columns on the WD. The left column (ALL PHASES) displays
limitations that are applicable to all phases of flight. The right column (APPR & LDG) displays

A350 LOD
limitations that are only applicable to the approach phase, the landing phase, or to both phases.
Memos indicate the status of a

system and usually appear as a
reminder. Memos usually display in
green, but can display amber, red or
magenta. Memos can appear on the
WD only, or on both the PFD and
WD. Memos which appear on both
displays, increase flight crew
awareness (e.g. ENG A-ICE).
Memos are displayed in two

columns. The left column displays
the Takeoff (T.O) and Landing (LDG) memos and the right column displays all other memos.
The T.O and LDG memos provide a list of actions to be performed prior to takeoff and landing.
Actions that have not been completed are displayed in blue, while actions which have been
completed display in green. When the memo is complete all items are displayed in green.
The T.O memo appears 2 minutes after the first engine is started or when the T.O CONFIG pb is
pressed on the ECP, provided the aircraft is on the ground with at least one engine running. The
message disappears at takeoff thrust application.
The T.O CONFIG pushbutton is used to simulate

the application of takeoff thrust. If the aircraft is
not in the takeoff configuration when the T.O
CONFIG pb is pressed or when takeoff power is
applied:
• The takeoff configuration warning is
displayed on the WD.
• The CRC sounds.
If the configuration is acceptable, the (blue) T.O CONFIG … TEST line on the WD changes to
(green) T.O CONFIG … NORMAL.
The LDG memo appears when below 2,000 feet AGL and disappears after landing.
Inhibit Memos
Inhibit memos appear in magenta to indicate certain non-critical cautions are inhibited during the
takeoff and landing phases of flight, to prevent distracting the crew.
The T.O INHIBIT memo is displayed between the application of takeoff thrust and 1500 feet or 2
minutes after liftoff. The LDG INHIBIT memo is displayed between 800 feet and 80 knots.
These messages are only a reminder that should certain failures occur during these critical phases
of flight, the associated caution message will be inhibited. They do not indicate a caution is
currently being inhibited.
If a failure occurs prior to the inhibition phase, the warning or caution indications continue to be

A350 LOD
displayed and are not inhibited. If the failure occurs during the inhibition phase, the indications
are displayed as soon as the inhibition no longer exists.
Recall what information can be found on the STATUS and STATUS MORE pages.
The STAUTS page can be accessed at any time and displays an operational summary of the aircraft
status. Additionally, the STATUS page is the last page to auto-display following the completion of
an ECAM non-normal procedure. The following information, if available for display, is included on
the STATUS page:
• Limitations - displayed in blue.
• DEFERRED PROCEDURES – titles
display in amber when the procedure
has not been completed or white
when the procedure has been
completed.
• Information (INFO) – displayed in
green.
• Inoperative Systems (INOP SYS) –
displays in amber and in two columns:
o Left Column – ALL PHASES
o Right Column – APPR & LND
• ALERTS IMPACTING LND PERF
• Overflow indication – the boxed message PRESS STS FOR NEXT STATUS PAGE appears at
the base of the WD if more than one status page is available.
• MORE reminder – appears on the last line of the display only if the STATUS MORE page is
CDS_008 not empty.
To access additional STATUS pages, press the STS pb on the ECP. Once the last STATUS page is
displayed, the boxed message PRESS STS FOR NEXT STATUS PAGE disappears and when the STS
pb is selected again, the STATUS page disappears.
STATUS MORE Page

The STATUS MORE page provides
additional information about the aircraft
state and can only be accessed if the
MORE reminder is displayed at the
bottom of the STATUS page. To access the
STATUS MORE page, press the MORE pb
on the ECP. The following information, if
available for display, is displayed on the
STATUS MORE page:
• INOP SYS REDUND – displayed in
amber; lists system redundancy
losses in priority order that are
associated with the active alerts.
• CANCELLED CAUTION – displayed in white; lists titles of the cautions that were canceled
using the EMER CANC pb on the ECP.
• MORE INFO – displayed in white; provides additional information related to procedures.

A350 LOD
If there is more than one STATUS MORE page, the boxed message PRESS MORE FOR NEXT MORE
PAGE appears at the bottom of the display. To access the next page, press the MORE pb on the
ECP. Once the last STATUS MORE page is displayed, the boxed message disappears and when the
MORE pb is selected again, the SD displays the STATUS page.
Note: The sections listed above for the STATUS and STATUS MORE pages only display if there is
data associated with the section.
Recall what information can be found on the DISPATCH page.
The DISPATCH page identifies failed equipment

which can be detected by the system, if there is an
associated dispatch consideration. When there is
at least one dispatch message available, a
reminder [the letters DISPCH boxed] appear at the
bottom of the WD.
To access DISPATCH page, press the DISPCH pb on

the ECP. If there are no dispatch messages to be
displayed, the green NO MESSAGE label appears
for a short time and the SD page reverts the
previously displayed page. When there are
messages for display, each dispatch message is
separated by a line and displayed in sequence of how they appeared. The most current message
is displayed at the top.
CDS_009
A TAKEOFF line separates the messages into those which occurred prior to the application of
takeoff thrust (displayed below the line) and those that occurred after takeoff thrust was applied
(displayed above the line).
Dispatch messages can be associated with an ECAM alert

or associated with a system (ECAM category). If the
message is not associated with an ECAM alert, ECAM
triggers the amber DISPATCH PAGE UPDATE alert before
takeoff and after shutdown to notify the crew the page
has been updated.
When there is more than one page of dispatch messages, the boxed message, PRESS DISPCH FOR
NEXT DISPATCH PAGE appears at the bottom of the display. To access the next page, press the
DISPCH pb on the ECP. Once the last DISPCH page is displayed, the boxed message disappears and
when the DISPCH pb is selected again, the DISPATCH page is removed from the SD.

A350 LOD
Describe the different type of ECAM warning/caution message indications on the WD.
The WD is the right side of the upper DU. Some special messages such as LAND ASAP or LAND
ANSA (Land At Nearest Suitable Airport) appear below the title of the ECAM procedure (and are
right justified).
There are three types of failures:

• Independent – A failure that
affects an isolated system with
no degrading performance on
other aircraft systems or
equipment.
• Primary – A failure that results
in the loss or degradation of
other aircraft systems or
equipment.
• Secondary – A failure or
degradation resulting from a
primary failure.
All failure messages are preceded by
the affected system name underlined.
This section of the message
corresponds to the appropriate
system chapter (e.g. HYD). The next
CDS_010 part of the message depicts the title
of the failure and corresponding
checklist reference (e.g. G SYS PRESS
LO).
A primary failure has a boxed title.

The other systems affected by that
failure are depicted below the
primary failure ECAM procedure, preceded by an asterisk. Independent and secondary failures
are not boxed.
Action steps depicted below the title are in blue, and are to be completed by the crew. When an
action step has been completed, the step turns white. Action steps do not automatically clear
from the display. When lines can be cleared from the display, a clear bar appears on the right side
of the WD. The crew can either validate the CLEAR action step or press the CLEAR pb on the ECP
to remove the procedure.
Action steps that cannot be monitored by the FWCs (e.g. NOTIFY ATC), are validated by the flight
crew. These steps display with a square before the action line.
A green down arrow (overflow indication) appears at the bottom left corner of the display when
there is not enough room on the WD to display all the information at one time. If the next
applicable line of the procedure is in overflow, the WD automatically scrolls down as the
procedure is completed. As the procedure is completed or the flight crew scrolls down, a green up
arrow appears at the top left of the display to indicate the procedure starts above the current

A350 LOD
display. The title of the procedure is always displayed.

A350 LOD
Chapter 11: Flight Management, Navigation

Understand the control functions and indications on the ADIRS panel.
1. ON BAT Light
The ON BAT light illuminates when one or
more IRs is supplied only by the aircraft
batteries. It also illuminates for a few
seconds at the beginning of a full alignment
as part of the self-test.
2. IR pbs
• FAULT (amber) – A fault is detected in
the respective IR.
o Illuminated steady - The respective
IR is lost.
FMGT_001 o Flashing - Attitude and heading information may be recovered in ATT mode.
• OFF (white) – If the pb is selected OFF, the OFF light illuminates and the respective IR
is selected off, without disabling the ADR portion of the ADIRU.
3. MODE Selectors
• OFF – Both the IR and ADR of the respective IRU are unpowered.
• NAV – The normal operating position.
• ATT – Attitude mode. IR position information is lost. In flight alignment is only
possible in ATT mode.
4. ADR pbs
• FAULT (amber) – A fault is detected in the respective ADR.
• OFF – If the pb is selected OFF, the OFF light illuminates and the respective ADR is
selected off, without disabling the IR portion of the ADIRU.
Describe how to accomplish a complete ADIRS alignment.
1. Place all three IR mode selectors to OFF for more than 5 seconds, then place IR1 mode
selector to NAV.
2. Place the IR2 and IR3 mode selectors to NAV.
3. Check the IR1, IR3 and IR2 pbs are on (lights out).
FMGT_002
4. Check ADR1, ADR3, ADR2 pbs are on (lights out).
A green IR IN ALIGN memo is displayed on the WD along with the approximate time until
alignment is complete and navigation is possible (e.g., IR IN ALIGN > 7 MIN, or IR IN ALIGN X MIN
(1<X<6).
Describe the errors that may be presented during an ADIRS alignment.
FMGT_003 The IR IN ALIGN along with the approximate time (e.g., IR IN ALIGN > 7 MIN) appears in amber as
soon as one engine is running.

A350 LOD
Alignment errors can occur due to excessive aircraft movement during alignment or a position
disagreement.
• The green IR IN ALIGN memo on the WD flashed during alignment process if excessive
motion is detected. Alignment is automatically restarted.
• An amber NAV IR NOT ALIGNED (POSITION DISAGREE) memo will display on the WD if the
position initialization failed due to an erroneous position. The aircraft position will have
to be reentered.
• An amber NAV IR NOT ALIGNED (POSITION MISSING) memo displays on the WD if no
position is available for initialization.
Discuss the effects and results of a triple FMC failure.
• On both NDs, the upper part displays the BACKUP

TRAJECTORY and the lower part (Vertical Display)
displays the altitude and distance in red.
• If the MFD displays a FMS page, the FMS page
disappears and the MFD displays the FMS PAGE NOT
FMGT_004
AVAIL message.
• If necessary, the flight crew can create a basic flight
plan via the Integrated Standby Instrument System
(ISIS).
• The flight crew can manually tune the navaids that
are displayed on the ND and the Landing System via the Radio Management Panel (RMP).
Describe the control functions of the AIR DATA Selector positions.
The Control and Display System (CDS) automatically reconfigures the PFD
based on the availability of the air data sources.
• AUTO – The CDS automatically reconfigures the PFD based on the
availability of the air data sources. Normally, ADIRU 1 provides
information to the CAPT’s PFD and ADIRU 2 provides information to
the FO’s PFD. ISIS air data information is available as a backup.
• CAPT ON BKUP – The PRIMS provide backup speed and altitude
(computed from FADEC data) to the CAPT’s PFD. This only changes
FMGT_005 the air data used for the associated PFD and has no effect on the air
data used for flight control law. Note: This selector position may be
used for the NAV UNRELIABLE AIRSPEED INDICATION.
• F/O ON BKUP – The PRIMS provide the backup speed and altitude
(computed from FADEC data) to the PFD of the First Officer. This
only changes the air data used for the associated PFD and has no
effect on the air data used for flight control law. Note: This selector
position may be used for the NAV UNRELIABLE AIRSPEED
INDICATION.
Describe how the two (2) Global Navigation Satellite System (GNSS) are integrated into the
FMGT_006 navigation systems.

A350 LOD
GNSS 1 and GNSS 2 data is sent to its own Multi Mode Receiver (MMR). Each MMR processes the
data received and sends it to its associated ADIRU. The ADIRU uses the GNSS and IR sources to
compute an aircraft position. This hybrid position, which includes the GNSS position and IR
position, is referred to as the GPIRS position. When the GPIRS positions from the three ADIRUs
are available, the ADIRS compares the three GPIRS positions and selects the most accurate to
provide a consolidated GPIRS position. The FMS uses the GPIRS consolidated position whenever
the GNSS information is available. In normal operations, ADIRU 1 and 3 are supplied by MMR 1
and ADIRU 2 is supplied by MMR 2. If one MMR receiver fails, the remaining receiver
automatically supplies all ADIRU’s.
Describe the Polar navigation features.
When the aircraft reaches the polar zone, the

following message on the ND prompts the flight
crew to change from magnetic reference to TRUE
north reference:
• SELECT TRUE NORTH REF.
If TRUE is not selected when approaching the polar

regions, the north reference automatically changes
to TRUE in the ADIRS and the following ECAM
message appears:
FMGT_007
• NAV EXTREME LATITUDE.
Caution: If the heading reference is allowed to switch over automatically, an autopilot disconnect
may occur. This is because a heading disagreement may occur if all IRUs do not reach the switch
over latitude simultaneously.
When selected heading references on the PFDs, NDs, and ISISs are relative to true north, TRU is
displayed on the PFD, ND and ISIS heading scales.
The heading reference will not automatically switch back to MAG when magnetic heading
information becomes available. Selection of MAG should delayed until clear of the polar region.
Recall where to find the navigational accuracy level.
The Multi-Function Display (MFD) Position/Monitor page displays the Required Navigation
Performance (RNP), the Estimated Position Uncertainty (EPU) and the NAV PRIMARY status. The
MFD POSITION/MONITOR page also displays the navigation accuracy, if the aircraft is in NAV
FMGT_008 PRIMARY LOST.
RNP: Refers to the level of performance (values stated in NM) required for a specific procedure
or a specific block of airspace (i.e.: enroute, approaches, etc.). These RNP values are either
defaulted or manually inserted (overwrite) into the FMS.

A350 LOD
EPU: Computed by its

individual ADIRU, this
value corresponds to
the radius (in nautical
miles) of the circle
around the computed
aircraft position in
which the real aircraft
position is during 95%
of the time.
Note: The RNP shall

be in accordance with
the specified RNP
values of the
navigation and
approach charts (if an
RNP is specified).
NAV ACCURACY: The FMS continuously compares the current EPU from the ADIRS with the
current RNP, and defines the navigation accuracy as:
• HIGH: If the EPU is less than or equal to the RNP.
• LOW: If the EPU is more than the RNP.
The aircraft is in NAV PRIMARY when the two following conditions are satisfied:
• The navigation mode is IRS/GNSS, and
• The navigation accuracy is HIGH.

A350 LOD
Chapter 12: Fuel

Understand the control functions and indications on the FUEL panel.
1. MAIN pump pbs

• On (lights out) – The pump is operating.
• OFF – The pump is selected OFF.
• FAULT – Pump output pressure is low. The fault light is inhibited with the pb selected
OFF.
2. STBY pump pbs

• On (lights out) – The pump operates automatically when the associated MAIN pump
has failed or is selected OFF.
• OFF – The pump is selected OFF.
• FAULT – Pump output pressure is low. The FAULT light is inhibited with the pb
FUEL_001 selected OFF.
3. CROSSFEED A(B) pb
• AUTO (lights out) – When the slats are retracted, the crossfeed valves automatically
open in the emergency electrical configuration.
• ON – Illuminates white when the crossfeed valve is selected open.
• OPEN light – Illuminates green when the crossfeed valve is fully open.
o Normally after selection of the crossfeed valve, the ON and OPEN lights are
illuminated at the same time. If only the ON light is illuminated, the crossfeed
has failed to open.
o If only the OPEN light is illuminated, the crossfeed valve is abnormally open
due to a fault or emergency electrical configuration.
4. CTR TK L(R) pbs

• On (lights out) – The pump is running. Center tank pumps run when there is fuel in
the center tank and automatically stop when the center tank is empty. The pumps are
commanded OFF during takeoff.
• OFF – Illuminates white when the pump is OFF.
• FAULT – Illuminates amber when pump output pressure is low or the pump has failed.
The FAULT light is inhibited with the pb selected OFF.
5. CTR TK FEED pb
• Lights out - Automatic fuel feeding from center tank available. (Center tank pumps

A350 LOD
operate when there is fuel in the center tank and are commanded OFF during
takeoff.)
• MAN – Illuminates white when manual control of center tank pumps is activated.
• FAULT – Illuminates amber when the fuel distribution between the center and wing
tanks is not correct (fuel level in a wing tank decreased below approximately 40,000
lbs. before the center tank is emptied), or a low level is detected in both wing tanks.
6. L(R) TK XFR pb
• Lights out – The transfer path between the wing tank and center tanks is closed. The
tanks are segregated.
• ON – Illuminates white when a fuel transfer by gravity from the wing tank to the
center tank has been initiated.
• FAULT – Illuminates amber with the ON light to indicate the fuel gravity transfer from
the wing to center tank has failed.
Discuss normal and abnormal indications on the ECAM FUEL page.
1. (FOB + FU) – BLOCK

Indicates the difference between the
current FOB plus the total fuel used by
the engines and APU and the FOB at
departure. Value is displayed in amber if a
fuel leak is suspected.
2. Fuel Used (FU) Indication per engine

• Green - Indicates the fuel used for
each engine.
• Value crossed with amber bars –
Accuracy degraded.
• Values are automatically reset on the
ground at the next engine start.
FUEL_002 3. Total Fuel Used (TOTAL FU) Indication
• Green – Indicates the total fuel used
by the engines and APU.
• Value crossed with amber bars – Accuracy degraded because the fuel accuracy of at least
one engine is degraded.
• Values are automatically reset on the ground at the next engine start.
• TOTAL FU label will change to ALL ENG FU if the fuel used by the APU is not available.
4. Engine Number
Indicates the engine number and status:
• White – Engine is running.
• Amber – Engine is not running.
5. Engine LP Valve Indications

Indicates the position of each engines low pressure fuel valve.
• In-line green – Valve is open.
• Cross-line amber – Valve is abnormally closed.
A350 LOD
• In-line amber – Valve is abnormally open.
6. Crossfeed Valves
Indicates the position of the crossfeed valves.
• Cross-line green – Valve is closed.
• Cross-line amber – Valve is abnormally closed.
• In-line amber – Valve is abnormally open.
7. Main Tank Pumps

• In-line green – Pump is running.
• In-line amber – Pump is abnormally running.
• Cross-line amber – Pump is failed or turned off.
• LO (amber) – The pump is on and the pump output pressure is below normal.
8. Standby and Center Tank Pumps

The standby pumps can display the following additional indications:
• Cross-line green – The pump is not running (normally).
9. Fuel Quantity Indications

Indicates the quantity of fuel in pounds in the respective tank.
• Green – The fuel quantity in the wing or center tank is within the normal range.
• Value crossed with amber bars – Fuel accuracy of the respective tank is degraded.
• Amber line under value (main tank quantities only) – The fuel quantity is not balanced
with the fuel in the opposing tank.
• Amber half box (main tank quantities only) – Some of the fuel in the respective wing tank
is not usable.
• Amber box - Fuel in the respective tank is not useable.
10. Fuel Temperature Indications

Wing tank temperature is displayed providing at least one of the sensors is immersed. If at
least one sensor is not immersed, the temperature is not displayed.
• Green – Fuel temperature is in the normal range.
• Amber – Fuel temperature is abnormally high or low.
11. APU Indication

• APU indications are not displayed when fuel is not being fed to the
APU.
• The APU label is displayed white with a green open arrow when fuel is
fed to the APU. The APU LP and APU isolation valves are open.
• The APU label and open arrow are displayed in amber when fuel is
abnormally fed to the APU. The APU LP and APU isolation valves failed
open.
• Amber APU label only indicates fuel is abnormally not fed to the APU. The APU LP and/or
the APU isolation valve are abnormally closed or the APU fuel line is damaged.
12. All Engine Fuel Flow (ALL ENG FF) Indication

• Green – Indicates the fuel flow of all engines.
• Value crossed with amber bars – Accuracy degraded because the fuel flow accuracy of at
A350 LOD
least one engine is degraded.
13. Wing to Center Tank Transfer Indication

• Arrows display in green when a gravity transfer from the wing to
center tank is occurring.
• Arrows display in amber if there is an abnormal fuel gravity transfer
from the wing tank to the center tank.
14. Overflow Indication

OVFLW is displayed in amber beneath the left or right wing tank when an overflow in the left
or right wing surge tank is detected. The indication is removed when the condition no longer
exists.
15. Low Level Indication

LO LVL is displayed in amber in the left or right wing tank when low fuel level is detected.
16. Leak Indication

LEAK is displayed in amber under the FUEL page label when a fuel leak is detected.
Discuss the meaning of ECAM memos as they relate to the fuel system.
REFUEL IN PROGRESS
Displayed green when refueling is in progress.
REFUEL PNL DOOR OPEN

Displayed in green, prior to engine start, when the door of the refuel panel is open.
Displayed in amber when the door of the refuel panel is open and an engine is running.
CROSSFEED OPEN
Displayed in green when at least one crossfeed valve is open.
FUEL_003
Displayed in amber when at least one crossfeed valve is open during the takeoff phase.
L(R) TK XFR IN PROGRESS

Displayed in green when a manual transfer from the left (right) main tank is in progress.
DEFUEL IN PROGRESS
Displayed in green when defueling is in progress.
GND XFR IN PROGRESS

Displayed in green when a ground fuel transfer is in progress.
Discuss the maximum useable fuel, refueling, defueling, and fuel dumping capabilities.
Maximum Useable Fuel

243,400 lbs.
FUEL_004
Refueling
The first 100,000 lbs. of fuel is evenly distributed between wing tanks; with each tank being filled
equally to near maximum capacity. Wing tanks hold approximately 51,600 lbs. each.

A350 LOD
The next 135,000 lbs. of fuel enters the center tank, and the center tank will be near its maximum
capacity. Center tank holds approximately 140,000 lbs.
The remaining fuel is then evenly distributed to the wing and center tanks until maximum
capacity is reached.
Defueling and Dumping

It is possible to defuel the wing tanks and center tank.
Fuel dumping capability is not provided.
Describe normal fuel usage and discuss gravity feed capabilities from the different fuel tanks.
Normally the main tank pump and the respective center tank pump run simultaneously to supply
fuel to their respective engine. Center tank pumps produce a higher pressure than the main tank
pumps and as a result the center tank pumps supply fuel to the engine. In addition, wing tank
pumps (main and standby) have a pressure limiting valve which permits the higher pressure of
the center tank pumps to override the wing tank pumps. This allows fuel in the wing to be used
last for structural stability.
During takeoff (from slat extension to slat retraction), the center tank pumps are commanded off.
Once the center tank is empty, the main and standby pumps in each wing tank run simultaneously
to supply fuel to their respective engine.
FUEL_005
In the event both fuel pumps in a wing tank fail, fuel can be gravity fed from the wing tanks to the
engines, when altitude is below the gravity feed ceiling. (Note: The gravity feed ceiling is found in
the appropriate ECAM procedure.)
The design of the center tank pumps does not allow center tank fuel to be gravity fed to the
engines. If both center tank pumps fail, fuel in the center tank is unusable.
Certain failure conditions will direct the transfer of fuel in the wing tanks to the center tank. Fuel
in the wing tanks can be gravity transferred to the center tank via the L(R) TK XFR pbs. Note:
Approximately [6,600 lbs.] of fuel cannot not be transferred from the wing tanks.
Understand the Permanent Data normal and abnormal GW, GWCG, and FOB indications.
Normally the GW, GWCG, and FOB values

displayed are computed by the Fuel Quantity
Management System (FQMS). In the event the
accuracy of the fuel quantity measurement is
degraded, the value(s) are crossed with amber
FUEL_006
bars. In addition to the fuel quantity being
degraded, the FOB, GW, and GWCG will also be
crossed with amber bars to indicate their accuracy has been degraded.
If the FQMS is unable to compute GW, GWCG, or FOB other systems may be able to provide the
indication, although accuracy will be degraded.
• If FOB is computed by the Control and Display System (CDS) based on the fuel at

A350 LOD
departure and the fuel used, FOB COMPUTED FROM FU displays in green on ECAM
and FOB will display with amber bars to indicate accuracy is degraded.
• If the FQMS is unable to compute GW, then either the CDS or Weight Balance Backup
Computation (WBBC) function can compute GW. If GW is computed by the CDS,
ECAM displays GW COMPUTED FROM FU in green. If GW is computed by the WBBC,
ECAM displays GW COMPUTED BY WBBC in green. Indications are crossed with amber
bars to indicate accuracy has been degraded.
• If the GWCG is computed by the WBBC, ECAM displays GWCG COMPUTED BY WBBC
in green. Indications are crossed with amber bars to indicate accuracy has been
degraded.
Amber XXs display to indicate the value cannot be computed.
Amber half box displays under the FOB value when at least one fuel tank is not usable.
On ground prior to the entry of ZFW and ZFWCG into the FMS, GW and GWCG display blue
dashes.
Understand fuel system operation in the emergency electrical configuration.
When operating in the emergency electrical configuration, the main pumps of each wing tank will
run when slats are retracted.
FUEL_007
When slats are extended or speed is below 175 kt the main pumps will stop and fuel is fed by
gravity to the engines.
Note: Both crossfeed valves are still operational in the emergency electrical configuration.
Understand indications of a fuel leak.
Fuel leaks can occur in the fuel system or engine fuel system.
Fuel System Leak

Fuel system leaks are monitored by FQMS by comparing BLOCK fuel with the sum of FOB and FU
(engine and APU). Normally this value should be near zero. If the sum is greater than a
FUEL_008 predetermined threshold, ECAM triggers the FUEL LEAK SUSPECTED caution. The value displayed
on the CRUISE and FUEL SD pages displays in amber and LEAK is indicated on the FUEL SD page
only.
Should a system failure prevent the automatic detection of a fuel leak, ECAM triggers the FUEL
LEAK DETECT FAULT amber alert. Flight crew will need to monitor the fuel system.
Engine Fuel Leak

A350 LOD
Engine fuel leaks are monitored by the Engine Interface Function (EIF). If an abnormally high fuel
flow differential between engines is detected, ECAM triggers the ENG 1(2) FUEL LEAK SUSPECTED
amber alert.

A350 LOD
Chapter 13: Hydraulics

Understand the control functions and indications on the HYD and GND HYD panels.
HYD PANEL
1. ENG 1 GREEN (1 YELLOW, 2 GREEN, 2 YELLOW) PUMP pb

• AUTO (lights out) – Pump pressurizes its hydraulic system when the engine is running.
• OFF (white) – The pump is depressurized.
• FAULT (amber) – The pump is failed or the pump must be depressurized because of a
hydraulic system failure.
2. ENG 1 GREEN (1 YELLOW, 2 GREEN, 2 YELLOW) SUPPLY pb

• AUTO (lights out) – The temperature of the hydraulic circuit is within the normal
range and the associated EDP is not isolated.
• OVHT (red) – There is an overheat in the affected hydraulic circuit.
• ISOL (white) – The FSOV (Fire Shut Off Valve) is fully closed and the associated ENG
PUMP is isolated. The isolation is irreversible.
• OVHT + ISOL – The FSOV is fully closed and there is still an overheat situation in the
HYD_001 affected hydraulic circuit.
GND HYD Panel
1. GND HYD GREEN (YELLOW) ELEC PUMP AUTO PB

• AUTO (lights out) – The electric pump is not running.
• ON (blue) – The electric pump is running and has either been automatically controlled
or manually selected. The electric pump can be manually set to ON but it is not
operationally recommended except when required by an ECAM procedure.
2. GND HYD GREEN (YELLOW) ELEC PMP PB

The electric pump is fully automatic and does not require any crew action unless
requested by the ECAM.
• AUTO (lights out) – The respective Hydraulic Monitoring and Control automatically
controls the electric pump.
• FAULT (amber) – The pump is failed or the pump must be stopped because of a

A350 LOD
hydraulic system failure. The FAULT light goes out when the crew selects the ELEC
PMP pb OFF. In the case of an overheat the FAULT light will remain illuminated until
the fluid high temperature no longer exists.
• OFF (white) – The pump is inhibited.
Discuss the normal and abnormal

indications on the HYD SD page.
1. Reservoir
Provides hydraulic fluid to
the system. Hydraulic fluid
cannot be transferred.
• Green – Fluid is within
normal limits.
• Amber – Fluid level is
below the low level
limit.
• OVHT indication
o HIGH TEMP
(AMBER) – The
temperature of the
reservoir is high.
o OVHT (RED) – The
reservoir is
overheated.
• RSVR PRESS LO indication
o The pressure of the reservoir is below a predetermined
HYD_002
value prior to engine start.
2. Fire Shutoff Valves

Two fire shutoff valves (FSOVs) per engine, one FSOV per engine
driven pump. The FSOVs are located between the reservoir and
each engine driven pump. They close automatically when the
ENG FIRE pb is pressed or ENG SUPPLY pb is pressed. FSOV
closure is irreversible and cannot be opened again while in flight.
• Cross-line amber – Valve is closed.
3. ENG Pumps
One green and one yellow pump per engine (4 total). If only one engine-driven pump per
hydraulic system is operative:
• Flight controls, slats, flaps, normal braking and nose wheel steering remain available.
• Landing gear retraction/extension is available, but retraction time is longer than
normal.
ENG Pump indications:
• In-line green – Engine driven pump (EDP) is ON and hydraulic pressure is normal.
• Cross-line green – EDP is automatically depressurized.
• Cross-line amber – EDP is depressurized and the ENG PUMP pb is OFF.
• In-line amber – EDP is OFF but remains abnormally pressurized.
A350 LOD
• LO (amber)
o The EDP is running and a low pressure is detected, or
o On the ground, the associated engine is not running.
• DISC (amber) – The pump is manually disconnected from the engine accessory
gearbox via the mechanical mechanism.
4. Engine Identification
• 1(2) (white) – Engine is running.
• 1(2) (amber) – Engine is not running.
5. ELEC pumps
One electric pump per hydraulic system which provides hydraulic power on the ground
when the engines are off.
• Yellow – Used for cargo door operation or to reinflate the yellow brake accumulator
when ACCU REINFLATE pb is pressed.
• Green – Operates automatically to reinflate the green brake accumulator when the
ACCU REINFLATE pb is pressed.
Pump indications are only displayed on the ground when engines are not running.
• White triangle – Electric pump is not running.
• Green solid triangle – The electric pump is running with ELEC PUMP pb set to ON.
• Green open triangle – The electric pump is running in automatic mode.
• Amber solid triangle – The electric pump is failed and manually set to OFF.
• Amber open triangle – The electric pump is failed and automatically set to OFF.
6. Hydraulic Monitoring and Control (HMC)

Monitors and controls its own hydraulic system.
7. Accumulator
Maintains a constant delivery of pressure to the consumers and compensates for
transient demands during normal operations.
8. System Pressure
Supplies a constant pressure of approximately 5000 psi.
• Green – Hydraulic pressure indication is normal.
• Amber – Hydraulic pressure indication is low.
Describe the hydraulic system design.
Hydraulic power is provided by 2 identical and independent hydraulic systems, designated as

HYD_003
green and yellow.
Hydraulic Distribution

A350 LOD
• Flight Controls
o Inboard Ailerons (Yellow)
o Outboard Ailerons (Green or Yellow)
o Spoilers 1, 2, 5, 7 (Yellow)
o Spoilers 3, 4, 6 (Green)
o Rudder (Green and Yellow)
o Elevator (Green or Yellow)
o Slats (Yellow)
o Flaps (Green and Yellow)
• Landing Gear
o Main – Actuation (Green), Braking (Green and Yellow)
o Nose – Actuation and Nose Wheel Steering (Yellow)
• Cargo Door (Yellow)
Hydraulic Heat Exchangers

Each hydraulic system has its own cooling system that prevents
overheat and thermal degradation of hydraulic fluid.
Each hydraulic system has one hydraulic heat exchanger in each
wing fuel tank.
Hydraulic Backup
Available in case of one or both hydraulic system failures.
• Flight controls – Electro-Hydrostatic Actuators (EHAs) and the Electrical Backup
Hydraulic Actuator (EBHA)
• Slats – Electric motor
• Braking – Brake accumulator
A350 LOD
Discuss the meaning of the ECAM Memos as they relate to the hydraulic system.
HYD_004 G(Y) ELEC PUMP CTL

Displayed in green when the electric pump of the green or yellow hydraulic system is running.

A350 LOD
Chapter 14: Landing Gear and Brakes

Understand the control functions and indications on the LND GEAR and BRAKE panels.
LND GEAR Panel

1. Landing Gear Lever
• Up – Gear is selected up.
• Down – Gear is selected down.
• Red arrow (flashing) – Aircraft is below 750
feet RA and one or more landing gear are not
down. Arrow is independent of the landing
gear lever.
2. Gravity Extension Panel

• OFF – Landing gear gravity extension is not selected.
• DOWN - Lift the cover and select both switch guards.
o Two Alternate Extension Control Modules (AECMs) command the alternate
power packs to gravity extend the gear.
o Landing gear isolation valves close to isolate the landing gear from normal
hydraulic power (green and yellow).
o Landing gear doors are electrically unlocked allowing gear to gravity extend.
o All landing gear doors remain open.
LGEAR_001
o Gravity extension could take up to 90 seconds.
o L/G GRVTY EXTN IN PROGRESS (green) displays on WHEEL page during gravity
extension.
• RESET – Should only be used on the ground by maintenance.
BRAKE Panel
3. ANTI SKID sw
• ON – Anti skid is available depending on system status.
• OFF – Anti skid is selected off and emergency braking is active.
o Does not cut off nosewheel steering.
o To be used in the case of total loss of brake efficiency.
4. RWY COND/BRAKING ACTION knob selector

• Allows selection of runway braking action conditions.
5. A/BRK pb
• A/BRK (lights out) – The BRK RTO, BRK MED or the BTV are not
armed.
• A/BRK (green) – The BRK RTO, BRK MED or BTV are armed.
Understand the control functions of the Parking Brake Handle, ACCU REINFLATE pb, and the
Accumulator Pressure Indicator.
LGEAR_002
Parking Brake Handle

A350 LOD
• ON – Pull up while turning clockwise

to engage parking brake.
o PARK BRK memo is
displayed on SLAT/FLAP
page and the WHEEL page.
• OFF – Parking brake is released.
ACCU REINFLATE pb
Accumulator can re-inflate manually or automatically.
Manually:
When pressed, the brake accumulators re-inflate using the green and yellow hydraulic systems. A
single press of the pb is sufficient.
Automatically:
• On the ground with at least 1 engine running.
• In-flight when the pressure drops below a predetermined value
• Hourly if accumulator transducer is inoperative.
Accumulator Pressure Indicator

Displays the pressure of the green and yellow brake accumulators.
• Yellow arc – Range [0-1,600 psi] at which the accumulators need to be re-inflated.
There is not enough pressure to use the parking brake or start the engines.
• White arc – Range [1,600-2,600 psi] at which the pressure is sufficient to use the
parking brake or start the engines.
• Green – [2,600-3,500 psi] Minimum pressure required to start a flight.
Understand the Steering Controls and Functions.
Steering handwheels are located on each pilot’s outboard console. Full steering authority is 72°
left/right and gradually decreases as ground speed increases.
If an input is made with both handwheels simultaneously, the combined input is summed up to
the maximum authority for one handwheel.
LGEAR_003 The rudder pedals can be disconnected from nosewheel steering (e.g., for checking rudder travel
during taxi) by pushing and holding the PEDALS DISC pushbutton in the center of the steering
handwheel. Releasing the pushbutton returns steering control to the rudder pedals.
Rudder pedals provides limited nosewheel steering below 100 knots.
The heading control function helps control aircraft veering below 50 knots when the handwheel is
released.

A350 LOD
Discuss normal and abnormal indications on the WHEEL pages and SLAT/FLAP display.
WHEEL Pages and SLAT / FLAP display

Landing Gear Indications
WHEEL & WHEEL MORE pages only
1. Landing Gear Door Indication

Landing gear door indications normally
display in green. The indication will
display in amber when in transit and
failed or when the landing gear door is
open and failed.
2. L/G GRVTY EXTN IN PROGRESS (green)

Appears when crew commands a landing gear gravity extension and remains displayed
until all gear are locked down.
3. Landing Gear Hydraulic Power Supply

Displayed on the WHEEL MORE page.
• G(Y) green – Associated hydraulic power supply is available.
• G(Y) amber – Associated hydraulic system pressure is low.

A350 LOD
4. UPLOCK Indication (amber)

Associated landing gear is locked down and one or more uplocks are in the closed
position.
5. Brake Pressure Gauge

Indicates pressure applied to left and right brakes of the main landing gear.
6. A-SKID Indication
• A-SKID (green) – Following a failure the antiskid function is still available on the
corresponding wheel pair.
• A-SKID (amber) – Following a failure the antiskid function is not available on the
corresponding wheel pair.
7. AUTO BRK Indication

• AUTO BRK (amber) – Autobrake is failed.
8. Braking Hydraulic Power Supply

• G or Y: The normal braking is available on the associated wheel group with
the corresponding hydraulic power supply.
• G(Y) ACCU (green) – The normal braking is failed on the
associated wheel group and the corresponding accumulator is
available.
• G(Y) ACCU (amber) – The normal braking is failed on the associated wheel group and
the corresponding accumulator is not available (low pressure of fault).
9. Y(G) ACCU PRESSURE Indications

• Pressure Indication
o Above 1.6 – Alternate braking mode is available
with A-SKID.
o Between 1.4 and 1.6 – Alternate braking mode or
emergency braking mode is available without A-
SKID.
o Below 1.4 – All braking modes are lost.
• Green Arc
o Normal pressure zone [2,600 – 3,600 psi]
• Amber Arc
o Low pressure zone [0 – 1,600 psi]
• ACCU label
o White – Associated accumulator operates normally.
o Amber box – Associated accumulator is failed.
10. BRAKING MODE Indication – NORM, ALTN, EMER

• Boxed green – The associated braking mode is available and active.
• Green – The associated braking mode is available.
• Amber – The associated braking mode is failed.
11. BRAKING LOSS FORECAST

Green – Antiskid function is available
Amber with time forecast – Following a BRAKES G(Y) ACCU REINFLATE FAULT – Provides a
A350 LOD
prediction in hours and minutes as to when braking function will be

lost.
Amber Lost – The associated braking function is lost.
12. BRAKE STATUS Indication

Solid amber – Indicates residual braking in applied.
Amber bars - The associated brake is released.
13. Steering System Indication

Nose wheel steering operates normally.
14. Brake Temperature

Indicates brake temperature on the respective wheel. Green when brake
temperatures are between 100 -299 degrees. Green arc indicates hottest
wheel brake temperature. Brake temperature becomes amber above 300
degrees. Amber arc indicates hottest wheel brake.
15. Wheel Pressure

Displayed in green when the pressure is in the normal range. Turns amber when the pressure
is low or when the pressure is between two tires on the same axel is excessive. The ECAM will
also display WHEEL TIRE PRESS LO (amber).
Recall which hydraulic system is needed for landing gear and nosewheel steering operations.
The Nose Landing Gear (NLG) uses yellow hydraulics for gear extension, retraction and nose
wheel steering.
LGEAR_005 The Main Landing Gear (MLG) uses green hydraulics for gear extension and retraction.
N/W STEER DISC memo is displayed:

• Green – NWS is disconnected and both engines are off.
• Amber – NWS is disconnected and at least one engine is running.
Describe the autobrake system design.
Autobrakes are a function of the BRAKES CTL that automatically decelerates the aircraft during
landing or in the case of RTO. There are three modes: Basic, Brake to Vacate and Rejected
Takeoff.
AUTO BRK OFF (amber) appears on the PFD and Warning Display when auto brake is
disconnected.
LGEAR_006
Basic Autobrake Mode
Flight crew arms auto brakes using the A/BRK pb.
Basic autobrake mode arms when:

• Crew presses the A/BRK pb,
• Aircraft is in flight,
• No BTV exit is selected,

A350 LOD
• Normal or alternate braking modes are available.

• The FMA displays BRK MED in blue.
Basic autobrake mode activates when:
• Ground spoilers extend.
• 5 seconds after ground spoilers extend.
• The FMA displays BRK MED in green.
The basic autobrakes disarm /deactivate if any of the following occur:
• Any autobrake landing mode arming condition is lost,
• Ground spoilers retract,
• Crew applies sufficient pedal deflection on one or both brake pedals,
• Crew presses one of the A/THR instinctive disconnect pbs.
Brake to Vacate (BTV)

A function that optimizes the autobrake deceleration at landing in order to reach an exit that the
crew selected.
BTV advantages:
• Automatically manages the braking.
• Optimizes brake use.
• Optimizes runway occupancy time.
• Provides passengers with better comfort.
BTV arming:
• Crew selects a BTV exit beyond the Runway Overrun Warning (ROW) and Runway
Overrun Protection (ROP) line of the selected landing runway.
• A/BRK pb is pressed.
• BTV is displayed in blue on the FMA.
The BTV system activates provided:

• BTV is armed,
• Ground spoilers are extended and NLG is on the ground,
• NLG is not on the ground and ground spoilers are extended for 5s.
BTV deactivation:
• When ground speed reaches approximately 10 knots.
• Crew presses on the brake pedals.
• Pressing the A/THR instinctive disconnect pb.
• Ground spoilers retract.
Rejected Takeoff (RTO)

Autobrakes RTO mode arms when:
• Crew presses A/BRK pb
• Aircraft is on the ground
• Normal or alternate braking modes are available.
• Not more than one wheel pair per main landing gear has an antiskid failure
• Ground spoiler extension signal is available
Autobrake RTO mode activates when:

• All the arming conditions are satisfied

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• Ground spoilers are extended

• FMA displays RTO in green
Autobrake RTO mode disarms/deactivates if one of the following occurs:

• The RTO mode arming condition is lost.
• Aircraft is in flight for more than 10s.
• The L/G lever is moved to the UP position.
• Crew applies sufficient pedal deflection on one of both brake pedals while on the
ground.
• Spoilers are commanded to retract and the thrust levers are below MCT.
Discuss the normal, alternate, emergency and parking brake operations.
Normal Brake Mode

• A-SKID is available.
• A/BRK is available (if at
least one BRAKES CTL
is operative).
• Wheels are controlled
individually.
Alternate Brakes
• Hydraulic power is
provided by the
accumulator (braking
performance is
degraded).
• A-SKID is available,
provided the
accumulator pressure
LGEAR_007
is more than [1,600
psi].
• A/BRK is available provided at least one BRAKES CTL is operative and the accumulator
pressure is more than [1,600 psi].
• Pedal braking is available via the brake pedals.
Note: The green and yellow hydraulic network are individually controlled therefore, one
wheel group may be in alternate braking mode while another is in normal braking mode.
Hydraulic power supplied from accumulator is sufficient to provide one full braking from
touchdown to the complete stop of the aircraft.
Emergency Brakes
• Hydraulic power is provided by the accumulator (braking performance is degraded).
• Manual braking is available via the brake pedals.
• Brake pressure is automatically limited to [1,130 psi].
• Crew can apply pedal braking at least 6 times.
• Antiskid is not available.
Parking Brake
• Uses alternate hydraulic supply (brake accumulators).
A350 LOD
• When PARK BRK handle is set to ON, full accumulator pressure is applied to brakes.

A350 LOD
Chapter 15: Surveillance

Describe the Surveillance (SURV) system.
The Surveillance (SURV) system includes the:

• Terrain Awareness and Warning System (TAWS), including the Ground Proximity Warning
System (GPWS)
• Weather Radar (WXR) system, including a Predictive Windshear System (PWS)
• Traffic Collision Avoidance System (TCAS)
• Automatic Dependent Surveillance Broadcast (ADS-B)
• Transponder (XPDR)
There are two identical surveillance systems (SYS 1 and SYS 2), only one is operational at a time.
The SURV systems are controlled and monitored using the SURV panel and/or dedicated
Multifunction Display (MFD) pages through the Keyboard and Cursor Control Unit (KCCU).
Transponder (XPDR) selections may also be entered on the Radio Management Panels (RMPs).
MFD CONTROLS page:

• Surveillance function labels are displayed in white when the system is ON and in amber
when the system has failed.
• The DEFAULT SETTINGS button sets all SURV settings to their default positions (AUTO or
ON) on both MFDs.
o For WXR: The ELVN/TILT, GAIN, and MODE buttons default settings only apply to
the onside MFD.
SURV_001 o For TCAS: TA/RA and NORM is selected.
MFD STATUS and SWITCHING page:

• Indicates which SURV system is in use.
• Functions display in:
o Green when ON
o White when OFF or in STANDBY
o Amber when failed
MFD TRAFFIC page, TRAFFIC DATA tab:

• Lists surrounding aircraft equipped with ADS-B.
o Traffic displayed at the top of the list in a black background is displayed on the
ND.
o Traffic displayed with a grey background is not displayed on the ND.
o Any aircraft in the list can be selected (either on the ND, if displayed, or from the
list) to display additional data.
• FLT ID DISPAY ON ND button is used to select the flight identification (flight number) for
display on the ND. This button has the same function as the TRAF pb on the EFIS CP.
Automatic Operation
On the ground, SYS 1(2) is automatically selected based on the flight number entered in the FMS
(odd or even). Traffic (including ADS-B), terrain, and the transponder are automatically turned on
and weather radar is operative but is not turned on until takeoff. If weather radar is desired prior

A350 LOD
to takeoff, the WX pb on the EFIS control panel can be used to turn weather radar ON after an
engine has been started.
SURV Panel MFD SURV CONTROLS Page MFD STATUS and SWITCHING Page
Describe the control functions and indications as they relate to Weather Radar (WXR).
Provided the Surveillance system is set to its default settings, the weather radar system operation
is automatic. The predictive windshear function turns on when thrust is applied and weather
radar turns on (and is displayed) after takeoff. Should the flight crew require weather radar prior
to takeoff, the system is turned on and weather radar displayed by selecting the EFIS Control
Panel WX pb after an engine has been started. The system is automatically turned off after
landing.
Weather Radar is only available for display on the VD when the terrain function is operative.
Weather radar can operate automatically or manually. In the AUTO mode, the vertical flight path
is considered and weather is displayed along that path in conventional weather radar colors.
Manual modes can be selected by using the controls on the MFD CONTROL S page or the SURV
panel.
Weather Ahead and Turbulence Functions

SURV_002
When operating above 1,500’, the weather ahead function detects hazardous weather 3 minutes
ahead of the aircraft and triggers the “WEATHER AHEAD” aural alert. If weather is selected for
display on one ND, only that side ND displays the WEATHER AHEAD message. If weather is not
selected for display on either ND, both NDs will automatically display weather data and the
WEATHER AHEAD message.
The Turbulence Detection function detects wet turbulence (it cannot

detect clear air turbulence or dry turbulence). On both the ND and VD,
areas of turbulence are displayed in magenta.
Predictive Windshear Function

The Predictive Windshear function is operative on the ground during
takeoff or in flight below 1,500 ft., provided the WXR/PWS function is operative. Areas of
predicted windshear are displayed on the ND with red dashed circles. The system provides
warnings, cautions, and advisories based on the phase of flight and the distance to the windshear.
EFIS Control Panel WX pb

A350 LOD
• Green – Weather radar is displayed on the

ND and VD.
• Lights out – Weather information is not
displayed.
Note: WXR and TERR cannot be selected for display at

the same time.
WXR MFD CONTROLS Page

Selections made on the SURV CONTROLS page of the MFD are valid for the onside ND and VD.
1. WXR Label
• White – System on and operative.
• Amber – System has failed.
2. WXR/PWS button
• AUTO (green) – WXR/PWS functions
operate automatically.
• OFF (white) – WXR/PWS functions are off.
o Turbulence is also set to OFF, the
ELEVN/TILT option list is inhibited
and the MODE and GAIN buttons
no longer appear.
• WXR/PWS button label (amber) – WXR or
PWS function has failed.
3. TURB button
• AUTO (green) – TURB function operates automatically.
• TURB AUTO / OFF (white) – TURB function is OFF.
• TURB OFF (white) – TURB function is set to OFF.
• TURB button label (amber) – WXR or TURB function has failed.
4. MODE button
• WX (green) – WX display is ON.
• MAP (blue) – Flight crew selects the ground mapping function. The ELEV/TILT options
list is no longer available.
• MODE label only (white) / no button– WXR/PWS is set to OFF.
• MODE label only (amber) / no button – WXR is failed, or the WX display function is
failed.
5. GAIN button
• AUTO (green) – GAIN operates automatically.
• MAN (blue) – GAIN is manually controlled and when selected, an entry field appears
below the button.
• GAIN label only (white) / no button – WXR/PWS if OFF.
• GAIN label only (amber) / no button – WXR or WX display function is failed.
6. ELEV/TILT Option List

• AUTO (green) – AUTO is selected.
• ELEVN & TILT (blue) – When selected, an entry field appears below the options list,
A350 LOD
set the appropriate value (FL or altitude in feet based on BARO setting (STD or QNH)/
tilt in degrees) in the window. The ND displays this value and the weather is displayed
at the selected elevation/tilt. A white line on the VD represents the selected
elevation/tilt.
• ELEV/TILT label (amber) above the options list – Weather radar has failed or the
weather display function has failed.
SURV Panel – WXR Controls

1. ELEV/TILT Knobs
• Push – Selects the AUTO mode.
• Pull – To select ELEVN or TILT mode. Rotate the knob
to select the desired elevation/tilt. The ND displays
this value, and the VD displays a white line indicating
the elevation/tilt.
2. GAIN Knob
• Pull – Selects manual GAIN mode. Rotate the knob to select the desired gain. The ND
displays the value.
3. VD AZIM knob
• Pull – Selects the manual azimuth mode.
o On the VD:
i. The eye symbol appears instead of the aircraft symbol, and
ii. Terrain appears along the selected azimuth.
o The ND displays a straight white line based on the selected azimuth value.
Note: When selections are made using the SURV PANEL, the SURV CONTROLS page values are
automatically updated.

A350 LOD
Describe the control functions and indications as they relate to Terrain Awareness and Warning
System (TAWS).
Terrain is manually selected for display using the EFIS control panel pb or automatically displays
on the NDs when a terrain alert is generated. Terrain displays in various colors and intensities
based on the proximity to the terrain. When displayed on the ND, terrain inhibits the display of
weather radar.
Terrain is always displayed on the VD in brown (the color of terrain does not change based on the
relative proximity to the terrain). The VD provides the terrain profile along the green line
displayed on the ND or the solid white line when the AZIM mode of WXR is selected. VD range is
always limited to 160 nm.
EFIS Control Panel TERR pb

• Green – Onside ND displays terrain information.
o TERR (blue) displayed on ND.
• Lights out – Terrain information is not
displayed.
Note: WXR and TERR cannot be selected for display at the
same time.
TAWS MFD CONTROLS Page

1. TAWS label
• White – TAWS functions (both GPWS and terrain) are operative/ON.
SURV_003 • Amber – Both functions (GPWS and terrain) have failed.
2. Buttons (TERR SYS, GPWS, G/S

MODE, and FLAP MODE)
Button labels normally display in
white and change to amber when the
respective function has failed.
• ON (green) – Respective function
is ON.
• OFF (white) – Respective
function is OFF.
• TERR SYS FAULT (amber) – TAWS
and/or TERR function has failed.
• GPWS FAULT/ G/S MODE FAULT/
FLAP MODE FAULT (amber) –
TAWS and/or GPWS has failed.
• When GPWS is selected OFF, the
G/S MODE and FLAP MODE pb
display OFF on a gray background.
3. G/S MODE button

Used to inhibit the glideslope warning (aircraft deviates more than 1.3 dots below
glideslope).
• ON (green) /OFF (white) – GPWS GLIDESLOPE warning is ON.
• ON (white) /OFF (white) – GPWS GLIDESLOPE warning is inhibited.
A350 LOD
• G/S MODE (amber) / FAULT OFF (white) – TAWS failed, and the GPWS GLIDESLOPE
warning is OFF.
4. FLAP MODE button

Used to inhibit the TOO LOW FLAPS GPWS warning in the event of an abnormal flap
configuration landing.
• ON (green) /OFF (white) – GPWS TO LOW FLAPS warning is ON.
• ON (white) /OFF (white) – GPWS TO LOW FLAPS warning is inhibited.
• FLAP MODE (amber) / FAULT OFF (white) – TAWS failed, and the GPWS TO LOW
FLAPS warning is OFF.
TAWS SURV Panel

1. G/S Mode pb
• Lights out – GPWS DESCENT BELOW GLIDESLOPE warning is active.
• OFF (white) – GPWS DESCENT BELOW GLIDESLOPE warning is OFF.
Terrain Caution and Warning

A caution is generated when the aircraft is approximately 60 seconds from the terrain or obstacle
threat. A caution consists of:
• Aural alert repeated until the terrain is no longer a threat - “TERRAIN(OBSTACLE) AHEAD”,
• Terrain displayed in amber on the ND, and
• TERR(OBST) AHEAD (amber) indication on the ND.
A warning is generated when the aircraft is approximately 30 seconds from the terrain or obstacle
threat. A warning consists of:
• Aural alert repeated until the terrain is no longer a threat - “TERRAIN(OBSTACLE) AHEAD,
PULL UP”,
• PULL UP visual indication on the PFD,
• Terrain displayed in red on the ND, and
• TERR(OBS) AHEAD (red) indication on the ND.
Should the aircraft continue to approach the terrain or obstacle:
• The aural alert will change to “AVOID TERRAIN(OBSTACLE)”,
• The PFD indication will change to AVIOD TERRAIN(OBSTACLE), and
• Terrain is displayed in red with black stripes.

A350 LOD
Describe the control functions and indications as they relate to the Traffic Collison and
Avoidance System (TCAS).
TCAS uses transponder signals from other aircraft to determine range, bearing, altitude, and
closure rate. The system is capable of displaying other aircraft equipped with Automatic
Dependent Surveillance – Broadcast (ADS-B). At aircraft power-up, traffic is automatically
selected for display on both NDs.
Traffic types and ND symbology:

Traffic symbols display at the correct range and bearing to aid in visually
locating traffic and appear with:
• Two digits and a + or – symbol indicating the relative altitude of
the intruder (in hundreds of feet).
• An arrow indicating the vertical rate of the intruder if the aircraft
is climbing or descending at least 500 ft./min.
RAs pose an immediate collision threat. There are two type of Resolution
Advisories:
• Preventative – Red band only.
• Corrective – Require a change in vertical speed and display a green (fly to) area as well as
a red band.
TA – Not an immediate collision threat but is in close proximity. It is not recommended to

perform maneuvers based solely on a TA.
SURV_004
Other Traffic – No collision threat but close enough to be displayed on the ND.
Proximate Traffic – No collision threat and within 6 nm.
ADS-B Traffic Display
ADS-B equipped
aircraft are indicated by an aircraft symbol. Relative altitude and vertical rate indications are the
same as those displayed for TCAS equipped aircraft. The appropriate TCAS color and symbology is
indicated within the aircraft symbol. The ADS-B traffic function is not available when TCAS or the
XPDR are in standby.
EFIS Control Panel TRAF pb

Allows traffic to be manually selected for display. The
light in the pb illuminates (green) when traffic is
selected for display on the onside ND.
• Lights out – Traffic information is not
displayed. Note: In the event of a TCAS
alert traffic will automatically display on
both NDs.
TRAF displayed on the EFIS CP indicates, either

A350 LOD
conventional TCAS or ADS-B targets are displayed on the onside ND; based on the other aircraft’s
transponder capability. If the pb is selected again, ID is indicated and the flight identification (or
flight number) is added to the ADS-B targets. The full ADS-B label can be selected for display by
pressing the FLT ID DISPLAY ON ND button on the SURV TRAFFIC page, or by scrolling over and
selecting the traffic with the KCCU.
TCAS MFD Controls Page

1. TCAS Label
• White –TCAS is operative.
• Amber – TCAS failed.
2. TCAS MODE Option List

• TA/RA (green) – TA/RA mode is selected.
All traffic (Other, Proximate, TAs and RAs)
can be displayed on the ND.
• TA ONLY (blue) – TA only mode is
selected, TCAS will not display RAs. This
mode is automatically selected during
windshear, stall, or terrain alerts, or when
below 1,000 ft.
• STBY (white) – Standby is selected, TCAS
does not provide any alerts or displays.
o System is in STBY when:
i. On the ground,
ii. When ATL RPTG is turned off,
iii. XPDR is in standby, or
iv. TCAS or XPDS has failed.
• Options displayed in gray – TCAS or XPDR failed.
3. TCAS DISPLAY MODE Option List

• NORM (green) – Traffic +/- 2,700 ft. from the aircraft are displayed.
• ABV (blue) – Traffic between 2,700 ft. below the aircraft and 9,900 ft. above the
aircraft are displayed.
• BLW (white) – Traffic between 9,900 ft. below and 2,700 ft. above the aircraft are
displayed.
• NORM (grey dot) – XPDR is in STBY, or TCAS or XPDR has failed.
4. ADS-B Traffic Button

• ON (green) – The ADS-B traffic function is available and traffic data appears on both
NDs.
• OFF (white) – The ADS-B traffic function is not available or the transponder is in
standby (STBY).
• Button label displays in amber when the ADS-B traffic function has failed or when
TCAS or the transponder has failed or is in standby (STBY).
SURV Panel – TCAS Controls

1. TA ONLY pb
Back to Table of Contents • Lights out – TA/RA mode is selected.
116
• TA ONLY (white) – TA only is selected.
A350 LOD
Describe the control functions and indications as they relate to the Transponder System (XPDR).
The MFD CONTROLS page or RMPs (normally 1 or 2)

can be used to change the transponder code
(SQUWAK) or perform an IDENT. When a value is
changed on one, it is automatically updated on the
other display. If an invalid squawk code is entered, it
displays in amber and a message is displayed on the
RMP.
If both RMPs fail, transponder control is available

using the CONTROLS page.
When the transponder fails, the transponder, altitude

reporting and squawk labels display in amber.
2 modes of operation:
SURV_005
• Auto – On the ground only mode S and ADS-B are operative, in flight all modes (A, C, S
and ADS-B) are operative.
• Standby – Transponder does not transmit or reply
to ground stations and TCAS data will not display
on the PFD or ND.
TCAS is not available when ALT RPTG is selected OFF.
ADS-B RPTG
• ON – enables the broadcast of ADS-B data.
• OFF –disables the broadcast of ADS-B data.

A350 LOD
Memory Recall Items will not be tested on the (eSV); they will be tested
orally the day of the Procedures Validation (PV Module 241).
Memory Recall Items

Recall the memory items for UNRELIABLE AIR SPEED INDICATION.
1. AP…………OFF
2. A/THR…………OFF
3. FD…………..OFF
4. PITCH / THRUST
• Below THR RED ALT……….12.5° / TOGA
REC_001 • Above THR RED ALT and Below FL 100……….10° / CLB
• Above THR RED ALT and Above FL 100………..5° / CLB
5. FLAPS
• If CONF 0,1,2,3…………MAINTAIN CURRENT CONF
• If CONF FULL……….SELECT CONF 3 AND MAINTAIN
6. SPEED BRAKES………..CHECK RETRACTED
7. L/G…………….UP
Recall the memory items for LOSS OF BRAKING.
1. REV………MAX
2. BRAKE PEDALS………..RELEASE
REC_002 3. A-SKID………….ORDER
4. A-SKID……….OFF
5. BRAKE PEDALS…………PRESS
6. (If braking is still not available) PARK BRK……….ON
Recall the memory items for ROW WARNING – “RUNWAY TOO SHORT.
REC_003
1. GO-AROUND………PERFORM

A350 LOD
Limitations will not be tested on the (eSV); they will be tested orally the day
of the Procedures Validation (PV Module 241).
Limitations
Maximum Operating Altitude
LIM_001
43,100 Feet.
Maximum Takeoff and Landing Tailwind Components

LIM_002
15 knots, or as permitted by Delta Special Pages (10-7).
Maximum Operating Altitude with Flaps and/or Slats Extended

LIM_003
20,000 ft.
Maximum Crosswind
The maximum takeoff and landing crosswind is:

• Takeoff: 35, including gusts
LIM_004 • Landing: 40 landing, including gusts
Note: The crosswind component may be further limited by low visibility approaches, autolands,
contamination, or runway width. Refer to SP.16, Guidelines for Contaminated Runways.
Autopilot Limitations
LIM_005 Autopilot cannot be used until at least 5 seconds after liftoff and cannot be engaged until 100 ft.
AGL after manually go-around.
Automatic Landings
For autoland operations the following wind limits apply:

LIM_006 • Headwind – 25 knots
• Tailwind – 15 knots, the approach must be stabilized
• Crosswind – 25 knots (15 knots when operating below CAT 1 minimums)

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A350 Learning Objective Document

Welcome to A350 training!

**Required Knowledge for the eSV**

Good luck in training, and welcome to the A350 fleet!

Chapter 1: Aircraft General .............................................................................................. 3

Back to Table of Contents 2

Chapter 1: Aircraft General

Flight deck door:

Back to Table of Contents 3

CABIN door indications:

State emergency equipment available in the flight deck and cabin.

2. BEACON – Controls red anti-collision lights on the

3. NAV – Controls the navigation lights.

5. WING – Controls the fuselage mounted lights that illuminate the

6. LDG – Controls the wing mounted landing lights.

7. NOSE – Controls the nose-mounted taxi, turnoff and takeoff

Describe emergency internal lights.

Cabin emergency lighting consists of:

ACGEN_006 Flight Deck EMER EXIT LT switch

Attendant Panel EMER pb

19 Portable oxygen bottles are located

2. PAX SYS ON Light

3. PAX SYS ON ECAM Memo

Describe the crew oxygen system.

The flight crew oxygen system is separated into

The crew oxygen system contains:

Overboard Discharge Indicators:

Crew Oxygen Mask & Stowage Box

2. Oxygen Flow Indicator (Blinker)

5. CREW OXY MASK IN USE ECAM Memo

1. CAPT (F/O) Indication

Indicates cylinder pressure and can be displayed as:

Back to Table of Contents 9

Chapter 2: Air Systems

4. COCKPIT and CABIN temperature selector

5. ENG 1(2) BLEED pb

overpressure valve is also closed.

6. HOT AIR 1(2) pb

10. RAM AIR pb (guarded)

Back to Table of Contents 11

Discuss normal and abnormal indications on the COND page.

2. HOT AIR Valve Indications

3. Hot Air Duct Indications

5. RAM AIR Inlet Indications (also displayed on the BLEED page)

AIR_002 6. Recirculation Fan Indications

7. Recirculation Duct Indications

Describe the function of the packs.

Describe the function of the Trim Air system.

To maintain the selected zone temperature, hot air

Understand the control and functions on the CABIN PRESS panel.

1. CABIN ALT TRGT Selector

2. CABIN ALT MODE pb

3. CABIN V/S MODE pb

4. CABIN V/S TRGT selector

• AUTO (lights out) – Normal position.

3. CAB ALT and CAB V/S

CARGO AIR COND Panel

1. BULK ISOL VALVES pb

2. TEMP REGUL Selector

Cargo Compartment Heating and Ventilation

Note: For AVNCS SMOKE indications refer to

1. Overboard valve opens:

• Manually in flight in the case of avionics ventilation failure.

Required Knowledge for the eSV