Flight Deck and Systems Briefing For Pilots

Flight Deck and Systems Briefing for Pilots
A350-900
Issue 02 - Sept 2011
Intentionally Left Blank
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
V00D11029337 Flight Deck and Systems Briefing for Pilots

A350-900
Flight Deck and Systems
Briefing for Pilots
This brochure is issued for informational purposes only.
It must not be used as an official reference.
Should any deviation appear between the information provided in this brochure
and that published in the applicable operational or technical manuals,
the latter shall prevail at all times.
Any questions you may have on this brochure should be submitted to:
AIRBUS SAS
Flight Operations Support and Services

Customer Services Directorate
1, Rond-Point Maurice Bellonte, BP33
31707 BLAGNAC Cedex – FRANCE
Telefax: 33 5 61 93 29 68
E-mail: [email protected]


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Statement of offer
The A350 XWB program is currently in development. The description provided in this document including
characteristics, features and functions represents the currently best available knowledge. Final description of basic
and customization optional features may evolve through the design development process. Airbus reserves the right
to change, remove or add features and/or characteristics of the basic aircraft design and of the customization
possibilities described in this document. The terms and conditions under which the A350 XWB will be finally offered
will be determined in the Purchase Agreement between Airbus and the Buyer relating to the sale and purchase of the
A350 XWB aircraft. In the event of any inconsistency between the provisions of this document and the provisions of
the Purchase Agreement, the provisions of the Purchase Agreement shall prevail.


ATA Chapters
General ATA 31 Control and Display System

ATA 25 Flight Deck Layout ATA 31 Recording Systems
ATA 21 & 36 Air Systems ATA 32 Landing Gear
ATA 22 Automatic Flight System ATA 33 Lights
ATA 22 Flight Management System ATA 34 Navigation
ATA 23 Communication ATA 35 Oxygen System
ATA 24 Electrical System ATA 42 Avionics Networks and IMA
ATA 26 Fire and Smoke Protection ATA 45 Onboard Maintenance System
ATA 27 Flight Controls ATA 46 Information Systems
ATA 27 Slats and Flaps
ATA 46 ATC Communication System
ATA 28 & 47 Fuel System
ATA 49 Auxiliary Power Unit
ATA 29 Hydraulic System

ATA 52 Doors
ATA 30 Ice and Rain Protection
ATA 70 Engines
Abbreviations


Contents
1. General
2. Flight Deck Layout 15. Flight Controls

3. Control and Display System 16. Slats and Flaps
4. Information Systems 17. Landing Gear
5. Air Systems 18. Automatic Flight System (AFS)

6. Electrical System 19. Flight Management System (FMS)
7. Avionics Networks and IMA 20. Navigation
8. Hydraulic System
21. Communication
9. Fuel System
22. ATC Communication System
10. Oxygen System
11. Lights 23. Fire and Smoke Protection

12. Doors 24. Ice and Rain Protection
13. Auxiliary Power Unit (APU) 25. Onboard Maintenance System (OMS)
14. Engines 26. Recording Systems
ATA Chapters Abbreviations


General
1. Introduction 3. Aircraft Design Specifications

- General 4. Performance
- Certification Basis - Payload / Range
- Basic data - Takeoff Performance and Initial Cruise Altitude Capability
2. General Arrangement - Extended Twin Engined Aircraft Operations
- Dimensions 5. Weight and Balance
- Typical Cabin Layout 6. Ground Maneuvering Capability
- Cargo Hold Capacity
A350 General
1.Introduction
General Certification Basis

The A350 is a twin-engine subsonic aircraft designed Airbus designs and builds the aircraft according to
for commercial transportation of passengers and cargo. Airworthiness Requirements from the European Aviation
Safety Agency (EASA):
There are three members in the A350 XWB family: • CS-25 amendment 5
• The A350-800 (276 passengers in a 2 class cabin • CS-AWO dated October 2003.
arrangement)
• The A350-900 (315 passengers in a 2 class cabin
arrangement)
• The A350-1000 (369 passengers in a 2 class
cabin arrangement).
When dependant on the aircraft model, this brochure

describes the A350-900.
The A350 has two high-bypass turbofan engines

mounted underneath the wings. Its cockpit is designed
for operation by a crew of two pilots.
All the A350 variants have the same type rating.
The A350 also shares high degree of commonality with

other Airbus aircrafts.
V00D11029337 Flight Deck and Systems Briefing for Pilots General.2

A350 General
2.General Arrangement
64.75m
Dimensions 19.29 m
The A350 family presents the current following main
dimensions still under review:
A350-900
Wing span 64.75 m

(212 ft 5.2 in)
Wing area 442.9 m²

(4767.3 ft²)
Sweep (25% chord, mid-wing) 31.9°
Fuselage length 65.26 m

(214 ft 1.3 in)
6.09 m (239 in) 66.61m

Fuselage cross-section height
(constant part) 5.96 m (234 in)
width
Horizontal tail plane area 82.7 m²

(890.2 ft²)
Horizontal tail plane span 19.29 m

(63 ft 3.4 in)
Vertical tail plane area 51 m²

(549 ft²)
Overall height 17.05 m

(56 ft)

A350 General
Typical Cabin Layout

The typical cabin layout is 315 seats. The passenger
seating layout may vary according to the Operator’s
requirements.
Business/First Class
48 Business Class
(6-abreast)
267 Economy Class

Economy Class (9-abreast)

A350 General
Cargo Hold Capacity

The A350 has the following lower deck cargo
compartments:
• Forward cargo compartment (20 LD3 or 6
pallets 96” or 88”)
• Aft cargo compartment (16 LD3 or 5
pallets 96” or 88”)
• Bulk cargo compartment (400 ft3).
96" 96" 96" 96" 96" 96" 96" 96" 96" 96" 96"
A350-900
LD3 LD3 LD3 LD3 LD3 LD3 LD3 LD3 LD3 LD3 LD3 LD3 LD3 LD3 LD3 LD3 LD3 LD3
Forward Cargo Compartment Aft Cargo Compartment

Bulk Cargo
Compartment

A350 General
3.Aircraft Design Specifications
1. Design Weights 2. Design Speeds

A350-900 VMO 340 kt CAS
MTW (taxi) 268 900 kg
MMO 0.89
MTOW 268 000 kg
VD 375 kt CAS
MLW 205 000 kg MD 0.96
MZFW 192 000 kg 250 kt CAS

VLO
250 kt CAS (gravity extension)
VLE 250 kt CAS
MLo 0.55
MLE 0.55
3. Slats and Flaps Design Speed
Lever Pos. Configuration Flight Phase DND(°) Slats (°) Flaps (°)
Inboard Outboard
0 Clean CRZ 0 0 0 0
1 HOLD/APP 16.7 18 0 0
1
1+F TO/APP 16.7 18 6 TO / 9 APP 12 TO / 9 APP
2 2 TO/APP 16.7 18 20 20
3 TO 16.7 18 26 26
3
3+S APP/LDG 25 27 26 26
Full Full LDG 25 27 37.5 37.5
Note: DND stands for Droop Nose Device.

A350 General
3.Aircraft Design Specifications
4. Fuel Capacity
USABLE FUEL
(Fuel Specific Density: 0.80 kg/L)
Left Center Right TOTAL

Wing Tank Wing
Tank Tank
Liters 29 619 82 421 29 619 141 659

VOLUME
US Gal 7 825 21 773 7 825 37 005
Kg 23 695 65 937 23 695 113 327
WEIGHT
Lbs 52 238 145 366 52 238 249 843
5. Pavement Strength
ACN
Main Landing Gear
Flexible Pavement Rigid Pavement
Gear tires (radial)
Cat A Cat B Cat C Cat D Cat A Cat B Cat C Cat D
1400 x 530R23 40PR 56 61 71 95 48 55 65 76
Note: The Nose Landing Gear is equipped with 2 radial 1 270 x 455 x R22 tires.

A350 General
4.Performance
General
The Rolls Royce Trent XWB engines power the A350-
900.
Engine type Thrust ratings
(Maxi takeoff at MSL)
RR Trent XWB - 84 84,000 lbs
Payload / Range calculations

Payload Range Diagram (RR Trent Engine)
The following payload range calculations have been

performed using the A350 family standard layouts
presented page 1.6 and Airbus standard operating
rules described below:
• Typical international reserves
• Nominal fuel flow
• Standard temperature conditions
• Payload: 95 kg per passenger including luggage

• Fuel density: 0.803 kg/l
• Mach: 0.85.

A350 General
4.Performance


A350 General
4.Performance
ETOPS
The A350 family offers a basic ETOPS 180 minutes
capability.
However, the systems of the A350 are designed to
sustain up to ETOPS 350 minutes.
Thus, the A350 offers two optional ETOPS
capabilities:
• ETOPS 240 minutes
• ETOPS 350 minutes.
Note: ETOPS revenue flights require both aircraft type

design approval, and operational ETOPS approval.

A350 General
5.Weight and Balance
Weight & Balance Graph


A350 General
6.Ground Maneuvering Capability
Minimum Turning Width

The minimum turning width is 51 meters.

Flight Deck and Systems Briefing for Pilots ATA 25
Flight Deck Layout
1. General 3. Field of Vision

- Overview - Flight Crew’s Vision Envelope
- Cockpit Views
- Flight Crew Seats and Rest Compartment
2. Instrument Panels
- Main Instrument Panel
- Glareshield
- Pedestal
- Overhead Panel
A350 Flight Deck Layout
1.General
Overview
The A350 cockpit has:
A captain seat
A first officer seat
A third occupant seat
A fourth occupant seat (optional)
Captain Seat
First Officer
Seat
Avionic Bay Third

Hatch Occupant
Seat
Coat Stowage
Fourth Occupant
Seat
V00D11029337 Flight Deck and Systems Briefing for Pilots 25.2
1.General
Cockpit Views Overhead Panel Glareshield
The cockpit includes:

• The following instrument panels:
Overhead panel
Main instrument panel
Glareshield
Pedestal
• The captain and first officer lateral consoles
that each have:
One sidestick
One steering handwheel
One oxygen mask
One stowed laptop
• An Onboard Maintenance Terminal (OMT) for
maintenance staff
• A third occupant console with an oxygen mask
• A fourth occupant console with an oxygen mask.
Main Instrument Pedestal

Panel
1.General
Captain’s View Glareshield Paper Stowage
Rapid Air
Ventilation Outlet
Captain Sidestick
Steering
Handwheel
Sliding Table with Keyboard and Pointing Device

1.General
LH Captain’s View
QRH Stowage
Paper Stowage
O2 Mask
Docking Station
Power Outlet

1.General
RH Aft View
Coat Stowage
First Officer Seat

O2 Mask
Third Occupant
Seat

1.General
Stowage (large Reading Light Power Outlet
LH Aft View
enough for a briefcase)
O2 Mask
Optional
Armrests
Fourth Occupant
Seat

1.General
Flight Crew Seats Cockpit Escape Hatch

Each flight crew seat has: The cockpit escape hatch is an emergency exit. This
Folding adjustable armrests exit is on the ceiling above the coat stowage.
An adjustable headrest
A reclining backrest with lumbar adjustment
A life vest stowage in the back of the seat. Cockpit Escape Hatch
The flight crew can adjust his seat either:

Electrically, or
Mechanically in backup.
Note: The arrows show the escape pattern

1.General
Optional Flight Crew Rest Compartment (FCRC)

The FCRC is in an area above the aircraft forward doors Example of FCRC arrangement
(door 1 RH and door 1 LH), adjacent to the cockpit.
The flight crew can access the FCRC from:
The RH side of the cockpit corridor or,
The LH side lavatory.
Note: The above picture may contain optional features.

2.Instrument Panels
Main Instrument Panel

The Control and Display System (CDS) has:
• Six identical interchangeable liquid cristal display • One (optionally two) Integrated Standby Instrument
units System (ISIS).

2.Instrument Panels
Main Instrument Panel
System Engine Warning

OIS PFD ND Display Display Mailbox Display ND PFD OIS
ISIS MFD Permanent data MFD ISIS (optional)

PFD: Primary Flight Display MFD: Multi-Function Display

ND: Navigation Display ISIS: Integrated Standby Instrument System

2.Instrument Panels
Glareshield
The glareshield has:
• One Flight Control Unit (FCU) with:
Two EFIS Control Panels (EFIS CP):
Each EFIS CP is used to select the display on the
onside PFD and ND and to change the barometer
settings
One Auto Flight System Control Panel (AFS
CP):
The AFS CP is the main interface with the Flight
Guidance (FG) system.
• Two panels with:

Attention getters: Master warning and master
caution lights
Sidestick priority lights
Autoland lights
• Two panels with:

Loudspeaker sound level controls
ATC MSG indicators.

2.Instrument Panels
GLARESHIELD
Sidestick Priority Lights
Autoland Lights Autoland Lights

Attention Getters
CAPT EFIS AFS F/O EFIS

Control Panel Control Panel Control Panel
ATC MSG lights
Loudspeaker Sound
Loudspeaker Sound
Level Control
Level Control

2.Instrument Panels
Pedestal
The central pedestal includes: • Thrust levers and engine master levers
• Two Keyboard and Cursor Control Units (KCCUs)
Each KCCU enables the crew to interface with the • The following panels for the flight controls:
MFD, the ND, the Mailbox and the OIS PITCH TRIM and RUDDER TRIM panels
SPEED BRAKE and FLAPS panels
• Three Radio Management Panels (RMPs) Parking brake panel
The RMPs can be used:
To tune all radio communications • The CKPT DOOR panel
To enter the squawk code
As a backup for radio navigation • The CKPT LT panel
To adjust the volume for communication and
NAVAID identification • The following panels for the Landing Gear (L/G)
PRK BRK panel
• One SURV Control Panel
The L/G GRVTY EXTN panel
The SURV Control Panel is used to interface with the
Surveillance (SURV) functions of the aircraft:
Terrain Awareness and Warning System (TAWS)

• The printer
Weather radar (WXR)
Traffic Collision Avoidance System (TCAS)
• The handset.
• One ECAM Control Panel (ECP)

The ECP is the interface with the ECAM

2.Instrument Panels
PEDESTAL
Keyboard and Keyboard and

Cursor THRUST Cursor
Control Unit LEVERS Control Unit
(KCCU) (KCCU)
ENGINE MASTER
Radio Radio
Management Management
Panel (RMP 1) Panel (RMP 2)
ECAM CONTROL
PANEL
SURV FLAPS
SPEED BRAKE CONTROL CONTROL
PANEL LEVER
PITCH TRIM
PARK BRK
RUDDER
L/G TRIM
CKPT
GRVTY LT
CKPT DOOR
EXTN
Radio
Management
Panel (RMP 3)
PRINTER
HANDSET

2.Instrument Panels
Overhead Panel
Both pilots can reach all the controls on the overhead
panel.
The overhead panel includes the system controls and is
organized in three main rows:
One center row for primary systems organized
in a logical way
Two lateral rows for other systems.
The pushbutton philosophy is identical to previous

Airbus aircraft.

2.Instrument Panels
OVERHEAD PANEL
CKPT DOOR
CTRL
CKPT DOOR
CTLR
COMPUTER
RESET COMPUTER
MAINTENANCE PANEL RESET
CKPT EQPT
POWER SUPPLY CKPT EQPT
POWER SUPPLY
CVR
CABIN
FIRE
ADIRS HYD OIS
GND HYD
F/CTL FUEL
EMER ELEC F/CTL
Jettison
PWR
ELT CARGO
ELEC AIR
EMERELEC
DFDR COND
OXYGEN CARGO SMOKE

AIR
CALLS VENT
& EVAC
ANTI ICE & CABIN PRESS ENG
WIPER WIPER
LIGHT & APU & SIGNS

3.Field of Vision
Flight Crew’s Vision Envelope

The nose cone, the windshield and the side windows
have been designed in order to provide the best outside
visibility.
The A350 visibility is greater than the requirements of
the Aerospace Standard AS 580B.
Flight Crew’s Binocular Vision

Captain
Aft Lateral Window
Captain
Forward Lateral Window
Captain
Front Window
First Officer
Front Window
Requirements

Flight Deck and Systems Briefing for Pilots ATA 21 & 36
Air Systems
1. General 4. Ventilation Control System

2. Bleed Air System - Overview
- Overview - System Description
- System Description - Controls and Indicators
- Controls and Indicators 5. Cabin Pressure Control System
3. Air Conditioning System - General
- Overview - System Description
- System Description - Controls and Indicators
- Controls and Indicators
A350 Air Systems
1. General
The A350 air system has the following subsystems:
• Bleed air system:

Engine bleed air system
Auxiliary Power Unit (APU) bleed air supply
HP ground air supply
Leak detection
• Air conditioning system:

Air generation system
Temperature control system
Cooling system
Conditioned service air system
• Ventilation control system

• Cabin pressure control system.

A350 Air Systems
2. Bleed Air System
Overview
The bleed air system consists of: In normal conditions, the bleed air system operation is
• An engine bleed air system totally automatic.
• An Auxiliary Power Unit (APU) bleed air system If necessary, pushbuttons are available on the overhead
• A leak detection system. panel to select the available source and to give the crew
the possibility to override the automatic operations.
The bleed air system supplies air to the following

systems:
Air conditioning and cabin pressurization
Fuel tank inerting system
Wing anti-ice and engine anti-ice
Engine start
Pack bay ventilation system.
The air sources are:

The engines
The APU
A High Pressure (HP) ground supply source.

A350 Air Systems
2. Bleed Air System
System Description
Engine Bleed Air System
The engine bleed air system supplies the consumer TO X BLEED SYSTEM, AIR COND
and WING A-ICE
systems with the required airflow at regulated pressure
and temperature levels, in the complete range of aircraft TEMPERATURE
REGULATION
operations and environmental conditions.
PRECOOLER
Engine bleed air usually comes from the Intermediate
ENGINE BLEED
Pressure (IP) stage of the engine compressor via the VALVE
ENGINE START
intermediate pressure check valve. PRESSURE
REGULATION
At low engine thrust settings, the pressure of the IP IP CHECK VALVE HP VALVE
stage is not sufficiently high, thus the High Pressure
(HP) stage of the compressor provides bleed air via the
HP valve.
ENGINE BLEED AIR SUPPLY
For each engine:

The engine bleed valve automatically regulates

ENGINE A-ICE
the delivered bleed pressure. This valve can
also close and isolate its applicable engine bleed
A precooler regulates the bleed air temperature.
Note: One crossbleed valve interconnects the LH and

RH bleed supply systems.

A350 Air Systems
2. Bleed Air System
APU Bleed Air Supply
The APU can supply bleed air to the bleed air system
via the APU bleed valve:
On ground, without any restriction
In flight, up to 22 500 ft, except for engine
start up to 25 000 ft.
Ground Air Supply
There are two High Pressure (HP) ground

connectors. Thus, two HP ground sources can be
connected to the HP ground connectors to supply

bleed air to the bleed air system.

A350 Air Systems
2. Bleed Air System


A350 Air Systems
2. Bleed Air System
Leak Detection
The leak detection system includes a leak localization

function for the hot air ducts in the following areas:
Engines
Wings and wing anti-ice
APU
Pack bays
Air conditioning hot air system
Fuel tank inerting system.
When a sensor is exposed to hot air or any overheat

condition:
A visual and aural overheat alert is triggered in
the cockpit, if the temperature reaches the
temperature limit for the corresponding aircraft
zone
The system will automatically send closure
commands to the affected systems in order to
prevent any damage to the aircraft structure and
components.

A350 Air Systems
2. Bleed Air System
Cockpit View
AIR Panel
BLEED SD Page

A350 Air Systems
2. Bleed Air System
Controls and Indicators

AIR Panel
BLEED SD Page

A350 Air Systems
3. Air Conditioning System
Overview
The air conditioning system is fully automatic. This
system provides continuous air renewal and maintains a
constant selected temperature in the cockpit, cabin
zones, and crew rest compartments.
The air conditioning system has:

An air generation system
A temperature control system
A cooling system.
Air from the air conditioning system is also used for cargo
ventilation:
The bulk cargo compartment has a ventilation
and a temperature control system (Refer to
Ventilation Control System)
The forward lower deck cargo compartment has
an optional ventilation and temperature control

system (Refer to Ventilation Control System)
The aft lower deck cargo compartments has an
optional ventilation system (Refer to Ventilation
Control System).

A350 Air Systems
System Description
The Air Generation System
The bleed air system supplies two packs, with air coming
from the engines, the APU, or the Low Pressure (LP)
ground sources. There are four recirculation fans that
recycle cabin and cockpit air to the mixer unit via two
premixers.
The Packs
The packs provide cold air by cooling hot bleed air.
There are two packs which operate automatically and
independently from each other.
Emergency Ram Air

One emergency ram air inlet ventilate the cockpit and
cabin if both packs fail.
The RAM AIR pb on the AIR panel activates the
emergency ram air. When set to ON, air from outside the
aircraft flows through the emergency ram air inlet directly
to the mixer unit.
Ground Air Supply

There are two LP ground connectors directly connected
to the mixer unit. Two LP ground sources can be Note: Ducts for the bulk, forward cargo and crew rest
connected to the LP ground connectors to supply compartments are not indicated (for clarity reasons).
conditioned air to the air conditioning system when the
packs are off.
A350 Air Systems
Temperature Control System (TCS) Supplemental Cooling System
The TCS controls the temperature of the different zones In addition to the air conditioning system, a
within the flight deck and the 7 cabins zones. The system supplemental cooling system provides cooling
adjusts the temperature according to the demand, by capacity for galley trolley compartments and other
adding hot air from the bleed system to air from the optional cooling applications.
mixer unit. The hot air is added via 2 hot air valves and 8
trim air valves.
The flight crew controls the temperature in the cabin and

cockpit. Moreover, the cabin crew can adjust or directly Conditioned Service Air System
control the temperature in each cabin zone.
The conditioned service air system is an engine bleed
Some air from the cabin is recycled into the bulk cargo air driven system which has the following objectives:
compartment for ventilation and temperature regulation
(temperature regulation is optional for the forward and aft To cool down the bleed air supplied by the
cargo compartments). bleed air system
To reduce the ozone content via the ozone

If necessary, to obtain the desired temperature: converter
An electrical heater can heat the air that flows To supply the Inert Gas Generation System
into the bulk cargo compartment (IGGS) for fuel tank inerting.
Air from a trim air pipe can heat the air from the
mixer unit that flows into the forward cargo
compartment (optional).

A350 Air Systems


A350 Air Systems
Cockpit View
CARGO AIR
AIR Panel COND Panel
COND and CRUISE

SD Pages

A350 Air Systems
CARGO AIR COND Panel

AIR Panel
COND SD Page (all options active) CRUISE SD Page


A350 Air Systems
4. Ventilation Control System
Overview
The aircraft has a fully automatic ventilation system that
ventilates:
The forward avionics compartment
The cockpit and cabin zones
The IFE bay
The pack bays
The Lower deck bulk cargo compartment.
The ventilation of the forward and aft cargo

compartments is optional.

A350 Air Systems
System Description
Forward Avionics Compartment Ventilation
The forward avionics compartment also has a backup

Two independent subsystems ensure the ventilation of
ventilation circuit. If necessary, air from the mixer unit of
the electrical power centers and electrical equipment
the air conditioning system can directly ventilate the
racks located in the forward avionics compartment:
avionics compartment, via two Backup Valves (BUV 1
A blowing system on the left-hand side and and BUV 2).
right-hand side which has:
– Two filters
– Two blowing fans
– A backup supply from the mixer unit. Left-Hand side avionics Right-Hand side avionics
The fans blow cabin air into the various cockpit

EXTRACTING LINE
panels and equipment racks of the forward
avionics compartments.
BLOWING LINE
An extraction system based on two extraction
fans connected to one inboard valve and one
overboard valve. The fans extract and discharge
the air from the avionic compartment and cockpit

panels, either through the inboard valve or
through the overboard valve: MIXER UNIT
– On ground, when the engines are not
running, air is discharged through the
overboard valve
– In flight, in normal operations, air is
discharged through the inboard valve and
outflow valves.

A350 Air Systems
Cockpit Ventilation
A mix of outside and recirculated air supplies the cockpit.

The following air outlets are in the cockpit:
Windshield air outlets (RH and LH)
Individual air outlets (CAPT and F/O)
Foot air outlets (CAPT and F/O)
Lateral windows air outlet (RH and LH)
A third individual air outlet
A fourth individual air outlet. Cabin Ventilation
In addition, there are two ceiling diffusers (RH and LH).
Cabin Ventilation
Fresh air from the air generation system (Pack 1 and 2)

is mixed with recirculated air from the cabin into the

premixers 1 and 2 and then sent to the mixer unit (refer
to Air Generation System).
The recirculated air is supplied through two recirculation
circuits (LH and RH) which have each two filters (forward
and aft) and two fans.
The mixer unit provides air in the 7 cabin temperature
zones.

A350 Air Systems
In-flight Entertainment Center (IFEC) and Core Rack

Ventilation
The IFEC and the core rack have a fully automatic

ventilation system that cools their electronic equipment.
Pack Bays Ventilation
Each pack bay is ventilated by a fully automatic ventilation

system.
Lower Deck Forward, Aft and Bulk Cargo Compartment

Ventilation
All three cargo compartment ventilation systems are based

on a suction principle: a fan extracts air from one side of
the cargo compartment while air is entering the

compartment from the other side. The resulting negative
pressure within the cargo compartment assures that no bad
odors will enter the cockpit or the cabin from the lower deck
compartments.
All cargo compartments can be isolated in case of smoke
detection. In such a case, all isolation valves are
automatically closed and the extraction fan is switched off.

A350 Air Systems
Cockpit View
CKPT HI VENT pb-sw

on AIR Panel
VENT Panel
COND SD Page

A350 Air Systems

CKPT HI VENT pb-sw on AIR Panel
COND SD Page
VENT Panel
Cabin Air
Extraction
Inboard Valve
Valve
Overboard
Valve

A350 Air Systems
5. Cabin Pressure Control System
General
In normal operation, the pressurization system is fully
automatic. The system automatically regulates the
cabin air pressure. The maximum cabin pressure will not
exceed an equivalent cabin altitude of 6 000 ft for short
range missions and 7 800 ft for long range missions.
The cabin pressure control system increases or

decreases the cabin altitude according to the aircraft
operations by adjusting the airflow discharged overboard
through the two outflow valves. Two electrical motors
operate each outflow valve:
The motor (normal situation)
The backup motor in the case of a failure.
In addition, two negative pressure relief valves and

one overpressure relief valve are installed to protect
the aircraft from structural damage in case of:

An excessive negative delta pressure
Over-pressurization.

A350 Air Systems
System Description
The cabin pressure control system has: There are two semi-automatic pressurization modes:
Two electrically actuated outflow valves which Cabin altitude manual pressurization
are in the forward and aft aircraft lower skin mode:
Two outflow valve control units, which control The flight crew selects the cabin altitude
the outflow valves, based on: target. The cabin altitude will change
– Measurement of the current cabin pressure automatically until the cabin altitude target is
– Computation of the target cabin pressure reached
Vertical speed manual pressurization
A separate Semi Automatic Control Unit
(SACU) which provides a semi automatic mode:
pressure control. If the cabin vertical speed is selected, the
cabin altitude will change in accordance with
the selected vertical speed until the cabin
The operation of the cabin pressure control system is: altitude target is reached.
Fully automatic under normal operating
conditions In addition, to protect the aircraft from structural
Semi-automatic under abnormal operating damage, there are:
conditions.
One overpressure relief valve that provides
the positive and negative relief function in the

case of excessive positive or negative
differential pressure
Two negative relief valves that provide the
negative relief function in case of negative
differential pressure conditions.

A350 Air Systems
Cockpit View
CABIN PRESS Panel
CAB PRESS and

CRUISE SD Pages

A350 Air Systems
In automatic mode In manual mode

CABIN PRESS Panel (digital indicators) (analogical indicators)
Cabin
Altitude
Cabin
V/S
CAB PRESS SD Page CRUISE SD Page


A350 Air Systems


Automatic Flight System
1. System Description
- Overview
- General Architecture
- PRIM Architecture for Flight Guidance
- Autopilot/Flight Director
- Autothrust
2. Flight Guidance
- Flight Guidance Objectives
- Flight Guidance Modes
3. Controls and Indicators
A350 Automatic Flight System

V00D11029337 Flight Deck and Systems Briefing for Pilots 22.AFS.2

1.System Description
Overview
The Automatic Flight System (AFS) includes:
• The Flight Guidance (FG)

The FG provides guidance in accordance with
flight targets which are:
Selected by the flight crew, or
Managed by the Flight Management System
(FMS).
• The Flight Management System (FMS)

The FMS manages the flight plan, defined by the
flight crew, and provides flight parameters to the
FG accordingly.
• The Flight Envelope (FE)

The FE computes the aircraft normal flight

envelope. The FE is used by the FG and by the
flight controls to prevent the aircraft from exiting
the envelope.

General Architecture
The AFS has: The flight crew interfaces with the AFS via:
• Three primary flight control and guidance
computers (PRIMs) that control the: • One AFS Control Panel (AFS CP) that is the main
Autopilot (AP) interface with the FG. The MFD can be a backup to the
AFS CP
Flight Director (FD)
Autothrust (A/THR)
• The Multifunction Displays (MFD). The MFD is the
main interface with the FMS
• Three Flight Management Computers (FMCs)
that operate two Flight Management Systems
• Two Primary Flight Displays (PFDs) that display:
(FMS).
Primary flight parameters
Guidance targets (e.g. speed and altitude targets)
Armed and engaged modes on the Flight Mode
Annunciator (FMA)
Flight Director guidance orders
Instrument approach information.
• Two Navigation Displays (NDs) that display lateral

and vertical parts of flight plans, and associated
navigation information
• One sidestick pb on each sidestick
• Two thrust levers and two A/THR instinctive

disconnect pushbuttons.

AFS Architecture

PRIM Architecture for Flight Guidance

PRIMs Operation (AP 2 engaged)
There are three PRIMs. Each PRIM can operate:
• One or both APs
• The two FDs
• The A/THR.
The master PRIM is the PRIM that has the best

operational capability. The slave 1 PRIM has the
second best operational capability, and the slave 2
PRIM has the third best.
When all the PRIMs have the same capability:

• PRIM 1 is the master PRIM
• PRIM 2 is the slave 1 PRIM
• PRIM 3 is the slave 2 PRIM.
The master PRIM has priority to operate APs, FDs
and A/THR.
If the master PRIM loses the best capability, the

engaged AP, FDs and A/THR do not disconnect.
They are transferred to the slave 1 PRIM.

Autopilot Flight Director

The Autopilot performs the following functions: The Flight Directors (FD1 and FD2) display guidance
• Stabilization of the aircraft around its center of orders on the PFDs via pitch, roll and yaw bars. This
gravity when the AP is engaged enables the flight crew to manually fly the aircraft or to
• Acquisition and hold of a flight path monitor the flight guidance orders when the autopilot is
engaged.
• Lateral and speed takeoff guidance cues
• Guidance of the aircraft at initial climb by holding
runway axis and speed FD Engagement/Disengagement
• Automatic landing
• Automatic go-around The FD is automatically:
• Automatic TCAS Resolution Advisory (RA). • Engaged at power-up and in case of go-around
provided sensors and systems are valid
• Engaged in case of a Resolution Advisory (RA)
AP Engagement/Disengagement situation
The flight crew can: • Disengaged in the case of a failure detection or
• Engage the AP via the AP 1 or AP 2 pb on the AFS defined flight protections activation.
CP or the backup AFS CP on the MFD
• Disengage the AP via the:
When performing an approach with the FD OFF, the FD

Sidestick pb (normal procedure) is automatically re-engaged in the case of a go around
Sidestick or rudder pedal movement above a procedure.
given threshold (takeover procedure)
AP 1 or AP 2 pb. In addition, the flight crew can manually
engage/disengage the FD via the FD pb.
Note:
The AP can be engaged 5 seconds after takeoff and .
can be used for climb, cruise and approach, landing
and rollout phase.
Autothrust (A/THR)
The Autothrust (A/THR): A/THR Arming/Activation/Disconnection
• Controls the thrust of the two engines via orders to The flight crew can arm the A/THR via the A/THR pb
the Full Authority Digital Engine Control (FADEC) on:
• Holds selected or managed speed/Mach The AFS control panel
• Holds thrust and performs thrust reduction during flare The FCU AFS backup page on the MFD.
• Ensures protection against excessive angle-of-attack
(alpha floor function).
The A/THR is armed automatically at takeoff or go-
The A/THR can operate independently or with the around, and active when thrust levers are in the correct
AP/FD: detent (CLB or MCT) whereas in alpha floor, A/THR is
directly active whatever the detent position.
• If the AP/FDs are off, the A/THR still controls the
speed or Mach The flight crew can disconnect the A/THR via the:
• If AP and/or FDs are engaged, the A/THR mode and Instinctive disconnection pb
the AP/FD vertical mode are linked.
A/THR pb:
– On the AFS control panel
The A/THR can be active in all phases of flight except
during takeoff phase. – On the FCU AFS backup page on the
MFD
Thrust levers, if the flight crew sets the two
levers to idle.

Thrust Levers
The flight crew uses the thrust levers to:

Manually select the engine thrust
Activate the Autothrust
Engage the takeoff and go-around modes.
A/THR Active Range

All engines
operative
One engine
inoperative

2.Flight Guidance
Flight Guidance Objectives

The objective of the Flight Guidance (FG) function is When in managed guidance, the flight crew can take
to provide short-term and mid-term lateral and vertical over control at any time, and change to selected
guidance, including speed or Mach control, based on guidance.
defined targets. These targets can be either selected Lateral guidance and vertical guidance can be selected
or managed: or managed independently of each other.
However, managed vertical guidance is not possible,
• Selected Targets when selected lateral guidance is used.
The flight crew selects targets by using the AFS
Control Panel (AFS CP). Then, the FG uses these Speed or Mach can be either selected or managed
targets to perform selected guidance. regardless of lateral and vertical guidance.
On the AFS CP, the SPD/MACH, HDG/TRK, V/S / FPA

knobs can be turned, pulled, and pushed. This enables
the flight crew to:
• Preselect a target: Turn
• Engage a mode that will guide the aircraft to a
• Managed Targets selected target: Pull
• Arm or engage a mode that will guide the aircraft to a
The flight crew uses the MFD to prepare the flight

plan. The FMS calculates managed targets managed target: Push.
accordingly. Then, the FG uses these targets to
perform managed guidance. In order to achieve its objectives, the FG uses:
• The Autopilots (AP 1 and AP 2)
• The Flight Directors (FD1 and FD2)
• The Autothrust (A/THR)

2.Flight Guidance
FG Selected and Managed Modes
Flight Guidance Modes Guidance Managed Modes Selected Modes
The Flight Guidance (FG) operates by using the Lateral NAV HDG, TRACK
following modes: LOC*, LOC
LOC B/C*, LOC B/C
F-LOC*, F-LOC
• AP/FD lateral modes that control the lateral
RWY, RWY TRK
trajectory
GA TRK
• AP/FD vertical modes that control either:
Vertical SRS OP CLB
The vertical trajectory, or
CLB ALT*, ALT
The speed or Mach
ALT*, ALT ALT CRZ*, ALT CRZ
• A/THR modes control either: ALT CRZ*, ALT CRZ OP DES
The thrust, or ALT CST*, ALT CST V/S, FPA
The speed or Mach. DES
G/S*, G/S
F-G/S*, F-G/S
Guidance is either selected or managed. Therefore, TCAS
the corresponding modes are also referred to as
either selected or managed. Lateral and LAND
Vertical FLARE
ROLL OUT
Note:
The FG modes appear on the Flight Mode Speed or SPEED, MACH SPEED, MACH
Mach with FMS reference. with AFS CP reference.
Annunciator (FMA) of the Primary Flight Displays
(PFDs).
Note:
A “star” mode is the capture mode of its corresponding mode.

2.Flight Guidance
AP/FD Lateral Modes
Mode Description
• NAV • NAV laterally guides the aircraft along the FMS flight plan.
• LOC • LOC tracks the localizer beam.
• LOC B/C • LOC B/C tracks the localizer back course beam.
• HDG/TRACK • HDG/TRACK laterally guides the aircraft along the AFS CP selected heading/track.
AP/FD Vertical Modes

Mode Description
Level Changes
• CLB/DES • CLB/DES climbs/descends the aircraft along the FMS flight plan to the AFS CP selected altitude, by taking
into account all FMS altitude constraints.
• OP CLB/OP DES • OP CLB/OP DES climbs/descends the aircraft to the AFS CP selected altitude (all FMS altitude constraints
are disregarded).
Altitude Hold
• ALT • ALT maintains the aircraft at the AFS CP selected altitude.
• ALT CRZ • ALT CRZ acquires and maintains the cruise altitude.
• ALT CSTR • ALT CSTR maintains the aircraft at an FMS altitude constraint.
• TCAS • AP/FD TCAS provides vertical guidance in the case of a Resolution Advisory alert.
• V/S / FPA • V/S / FPA acquires and maintains the AFS CP selected vertical speed/flight path angle.
• G/S • G/S tracks the glide slope beam.

• SRS • SRS ensures the minimum safety speed during takeoff initial climb, and during go-around.

2.Flight Guidance
AP/FD Common Modes
Common mode Vertical mode Lateral mode Description
• TAKEOFF SRS RWY • SRS ensures the minimum safety speed during takeoff initial climb, and during
RWY TRK go-around.
• RWY provides lateral guidance orders during takeoff and initial climb, based on
the LOC signal.
• RWY TRK maintains the track that the aircraft has at RWY TRK engagement.
• ILS APPROACH G/S LOC • G/S tracks the glide slope beam (ILS) or GLS/SLS virtual glide slope beam.
• GLS APPROACH • LOC tracks the localizer beam (ILS) or GLS/SLS virtual localizer beam.
(optional) LAND • LAND tracks the LOC and G/S from 400 ft RA to approximately 60 ft RA.
• SLS APPROACH FLARE • At landing before touchdown, FLARE aligns the aircraft with the runway
ROLLOUT centerline, and controls the aircraft rotation for touchdown.
(optional)
• FLS APPROACH F-G/S F-LOC • F-G/S tracks the FLS pseudo glide slope beam.
• F-LOC tracks the FLS pseudo localizer beam.
• GO AROUND (GA) SRS GA TRK • SRS ensures the minimum safety speed during takeoff initial climb, and during
go-around.
• GA TRK maintains the track that the aircraft has at GA TRK engagement.

2.Flight Guidance
A/THR Modes
The A/THR modes are:
A/THR Modes Description
SPEED/MACH • The A/THR continuously adjusts the thrust

in order to acquire and maintain a
speed/Mach target.
• The AP/FD, if engaged, controls the
vertical path.
THRUST MODES • Thrust hold: The A/THR maintains a
THR MCT constant thrust, based on the engaged
THR CLB THRUST mode.
THR LVR • Thrust reduction: In automatic landing,
during flare, the A/THR reduces the thrust.
THR IDLE
THR DCLB
NOISE
THR DES
ALPHA FLOOR

2.Flight Guidance
Interaction between AP/FD and A/THR Modes

The AP/FD vertical mode determines the associated A/THR mode: :
• When an AP/FD vertical mode controls a speed or Mach target, the A/THR mode controls thrust
• When an AP/FD vertical mode controls the vertical trajectory, the A/THR mode controls a speed or Mach target
• When no AP/FD mode is engaged, A/THR engages in SPEED or MACH mode, in order to control a speed or Mach target.
AP/FD Vertical Modes and Associated A/THR Modes
AP/FD A/THR
Vertical Modes Objectives Modes Objectives

SRS Control of Speed or THRUST Control of Thrust
OP CLB Mach Target modes
CLB
OP DES
DES in idle path
V/S / FPA Control of Vertical SPEED/MACH Control of Speed or Mach Target
ALT*, ALT Trajectory
ALT CST*, ALT CST

ALT CRZ*, ALT CRZ
DES in geometric path
G/S*, G/S
F-G/S*
LAND
FLARE with no engaged AP
FLARE during autoland Control of Vertical THRUST Control of Thrust at Idle
ROLL OUT common mode Trajectory modes

3.Controls and Indicators
Cockpit View
AFS CP
Autoland light Autoland light
PFD
PFD
Sidestick Sidestick
Thrust Levers

3.Controls and Indicators
FMA and FD on PFD AFS CP
FMA
FD Bars
Thrust Levers
Sidestick
The flight crew uses the

sidestick pb to disconnect
the Autopilot.
A/THR instinctive
disconnection
pushbuttons



Flight Management System
1. General 5. Navigation
- Overview - Radio Navigation Tuning
- Architecture - ATC Datalink
2. Flight Planning 6. Long Term Guidance
- General 7. Fuel Management
- Flight Plan Creation - Penalty Factor Function
- Flight Plan Revisions 8. Other FMS functions
3. Performance Calculation and Optimization 9. Controls and Indicators
4. Clock Management
A350 Flight Management System
1.General
Overview
The A350 Flight Management System (FMS)
provides: • FMS Landing System (FLS)
• Navigation functions
Radio navigation tuning • Diversion aid functions, such as the WHAT IF
Polar navigation function
ATC Datalink
• A TakeOff Securing (TOS) function
• Flight planning
Flight plan creation (lateral and vertical) • A TakeOff Monitoring (TOM) function
Flight plan revisions
Flight plan predictions • A LRC Managed function.
Three secondary flight plans (SEC F-PLNs)
Required Time of Arrival (RTA)
• Prediction and optimization of performance

• Long-term guidance
• Management of the display units (MFD, ND and

PFD)
• Fuel management functions, such as the penalty

factor function
V00D11029337 Flight Deck and Systems Briefing for Pilots 22.FMS.2

1.General
Architecture
There are two Flight Management Systems (FMS): FMS Architecture
• FMS 1 on the captain’s side
• FMS 2 on the first officer’s side.
Each FMS uses a computer, referred to as Flight

Management Computer (FMC).
There are three FMCs: FMC-A, FMC-B, and FMC-C. FMS
Selector
In normal operation:
• FMC-A provides data to FMS 1
• FMC-B provides data to FMS 2
• FMC-C is on standby.
Each flight crew member interfaces with their onside

FMS via:
• One MFD
• One ND
• One PFD
• One EFIS CP
• One KCCU
In addition, one FMS selector enables one FMC to

provide data on both sides.

1.General
Flight Management Computers (FMCs)

There are three different modes of operations: DUAL, INDEPENDENT, and SINGLE mode.
• DUAL Mode: FMS 1 and FMS 2 are operative

Normal Operation Single FMC Failure
FMC-A provides data to FMS 1, FMC-B provides data Example: FMC-A failure.
to FMS 2 and FMC-C is on standby. One of the two

active FMCs is the “master”, the other is the “slave”. It In this case, FMC-C provides data to FMS 1.
depends on the AP engagement condition or on the
FMS source selector position. The two active FMCs
independently compute data. They also exchange,
compare, and synchronize this data.
The computer that is on standby does not compute
data. The master FMC regularly updates the FMC that
is on standby.

1.General
• INDEPENDENT Mode: • SINGLE Mode:
FMS 1 and FMS 2 are both operative, but there is no The loss of two FMCs causes the loss of FMS 1 or
data exchange between them because they disagree FMS 2.
on critical data (e.g. aircraft position, gross weight, The flight crew displays the data from the operative
etc). FMC on both sides by using the FMS selector.

2.Flight Planning
General
A major purpose of the Flight Management System
(FMS) is to help the flight crew to create the flight
planning.
The flight crew can enter the flight plan in the FMS.
This intended flight plan includes the lateral and
vertical trajectories.
When all of the necessary data is entered, the FMS
computes and displays the speed, altitude, time, and
fuel predictions that are associated with the flight plan.
The flight crew can modify the flight plan at any time:
• If the lateral flight plan is modified, the
change is called a lateral revision
• If the vertical flight plan is modified, the
change is called a vertical revision.
There are several flight plans:

• One active primary flight plan, and
• Three standby secondary flight plans.
The three secondary flight plans enable the flight crew

to prepare different flight plans according to the strategy
chosen (e.g. in-flight rerouting, next flight after the stop
over, etc…)

2.Flight Planning
Flight Plan Creation FMS ACTIVE/INIT Page

The lateral flight plan includes the departure, cruise,
and arrival. It displays waypoints that are linked with
flight legs and transitions between legs.
There are three ways to create a flight plan:

• Insert an origin/destination city-pair, and then
manually select the departure, waypoints, airways
and arrival
• Insert an airline route stored in the database
• Send a request to the airline on the ground for an
active F-PLN uplink.

2.Flight Planning
Flight Crew Data Entries FMS ACTIVE/FUEL&LOAD Page

In order to make performance computations and flight
plan predictions, the flight crew must enter the following
data:
• Zero Fuel Weight (ZFW) and Zero Fuel Weight
Center of Gravity (ZFWCG)
• Block fuel
• FMS speed mode (ECON or LRC)
• Flight conditions (CRZ FL, temperature, wind).

2.Flight Planning
Predictions
The FMS uses the lateral flight plan and the flight crew
data entries to compute the following predictions:
• Speed changes
• Pseudo waypoint computation: Top of Climb (T/C),
Top of Descent (T/D), etc.
• For each waypoint or pseudo waypoint:
Distance
Estimated Time of Arrival (ETA)
Speed
Altitude
Estimated Fuel On Board (EFOB)
Wind.
• For primary and alternate destinations:
ETA
Distance to destination
EFOB at destination.
These predictions are continually updated depending

on:
• Modifications of the lateral and vertical flight plans
• Current wind and temperature
• Current position compared with lateral and vertical
flight plans
• Current guidance modes.

2.Flight Planning
Flight Plan Revisions

The flight crew can perform the following lateral revisions: FMS ACTIVE/F-PLN Page
• Delete and insert waypoints
• Departure procedures: Takeoff runway, SID, and
transition
• Arrival procedures: Runway, type of approach, STAR,
via, transition, etc.
• Airways segments
• Holding patterns
• Alternate airport.
The flight crew can perform the following vertical

revisions:
• Time constraints
• Speed constraints
• Constant Mach segments
• Altitude constraints
• Step altitudes
• Wind.

3.Performance Calculation and Optimization
The performance function of the FMS: FMS ACTIVE/PERF Page

• Provides the operating speeds for takeoff, approach,
and go-around
• Computes an optimum and recommended maximum
flight level
• Computes a speed/Mach profile for the CLIMB,
CRUISE, and DESCENT phase, that is based on the
cost index
• Computes a descent path from the cruise flight level
to the destination airport
• Enables the flight crew to fly a Noise Abatement
Departure Procedure (NADP) in managed speed
mode.

4.Clock Management
The A350 has no longer a conventional clock in the

cockpit. The aircraft time reference is managed via the
FMS POSITION/TIME page that collects time parameters:
• Clock: time (UTC) and date
• Aircraft clock reference:
AUTO (managed by ADIRU), or
MANUAL (pilot setting)
• Elapsed times: flight time and block time
• Time markers
• Local time.
Via the FMS POSITION/TIME page, the crew can:

• Set manually a time reference
• Choose a parameter displayed in the ECAM
permanent data zone (block time, flight time or date)
• Define up to three time markers
• Visualize local times associated with two airports

(including local ETA at DEST)
• Display two elapsed times (block time and flight
time).



5.Navigation
Radio Navigation Tuning FMS Radio Navigation Tuning
The FMS automatically tunes:

• The navaids used for the radio position
computation
• The navaids for display on the ND
• The landing system navaids.
In dual and independent FMS mode, each FMS tunes

its onside navaids:
• 1 VOR
• 4 DMEs
• 1 ILS (GLS / SLS optional)
• 1 ADF (optional).
In single FMS mode or in the case of a communication

failure between an FMS and its onside RMP, the
available FMS will tune the navaids on both sides.
The tuning of the onside navaids is performed through

the onside RMP, in order to synchronize the navaids
tuning between the FMS and the RMP.

5.Navigation
FMS POSITION/NAVAIDS Page
Note:
The navaids that are displayed on the ND and the
landing system navaids can also be tuned manually on
the FMS POSITION/NAVAIDS page or on the RMP.
Manual tuning always has priority over automatic
tuning.

5.Navigation
ATC Datalink
The FMS manages the FANS A / FANS B during the
whole en-route segment (in continental and oceanic
areas).
The FMS:
• Provides data about the aircraft status (navigation
and Flight Data source) to the ATC Application
system (ADS, CPDLC reports, confirm answers)
• Monitors some data for the ATC Application
system (reports, confirm, deferred clearances)
• Enables the flight crew to prepare a route
request
• Enables the flight crew to directly load an extended
set of CPDLC messages into the FMS flight plan.

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Flight Deck and Systems Briefing for Pilots

V00D11029337 Flight Deck and Systems Briefing for Pilots

Flight Operations Support and Services

V00D11029337 Flight Deck and Systems Briefing for Pilots

V00D11029337 Flight Deck and Systems Briefing for Pilots

V00D11029337 Flight Deck and Systems Briefing for Pilots

V00D11029337 Flight Deck and Systems Briefing for Pilots

General ATA 31 Control and Display System

ATA 29 Hydraulic System

V00D11029337 Flight Deck and Systems Briefing for Pilots

V00D11029337 Flight Deck and Systems Briefing for Pilots

2. Flight Deck Layout 15. Flight Controls

5. Air Systems 18. Automatic Flight System (AFS)

11. Lights 23. Fire and Smoke Protection

12. Doors 24. Ice and Rain Protection

ATA Chapters Abbreviations

V00D11029337 Flight Deck and Systems Briefing for Pilots

V00D11029337 Flight Deck and Systems Briefing for Pilots

1. Introduction 3. Aircraft Design Specifications

General Certification Basis

When dependant on the aircraft model, this brochure

The A350 has two high-bypass turbofan engines

All the A350 variants have the same type rating.

The A350 also shares high degree of commonality with

V00D11029337 Flight Deck and Systems Briefing for Pilots General.2

Wing span 64.75 m

Wing area 442.9 m²

Sweep (25% chord, mid-wing) 31.9°

Fuselage length 65.26 m

6.09 m (239 in) 66.61m

Horizontal tail plane area 82.7 m²

Horizontal tail plane span 19.29 m

Vertical tail plane area 51 m²

Overall height 17.05 m

V00D11029337 Flight Deck and Systems Briefing for Pilots General.3

Typical Cabin Layout

267 Economy Class

V00D11029337 Flight Deck and Systems Briefing for Pilots General.4

Cargo Hold Capacity

Forward Cargo Compartment Aft Cargo Compartment

V00D11029337 Flight Deck and Systems Briefing for Pilots General.5

1. Design Weights 2. Design Speeds

MLW 205 000 kg MD 0.96

MZFW 192 000 kg 250 kt CAS

VLE 250 kt CAS

Full Full LDG 25 27 37.5 37.5

Note: DND stands for Droop Nose Device.

V00D11029337 Flight Deck and Systems Briefing for Pilots General.6

Left Center Right TOTAL

Liters 29 619 82 421 29 619 141 659

Kg 23 695 65 937 23 695 113 327

1400 x 530R23 40PR 56 61 71 95 48 55 65 76

V00D11029337 Flight Deck and Systems Briefing for Pilots General.7

RR Trent XWB - 84 84,000 lbs

Payload / Range calculations

The following payload range calculations have been

• Payload: 95 kg per passenger including luggage

Terrain Awareness and Warning System (TAWS)

The engine bleed valve automatically regulates