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Flight Duty: Report place in Ops Manual Part A time is STD minus 60 mins (or earlier if notified)
Positioning: STD minus 60 mins (or earlier if notified)
Other duties: Scheduled reporting time Airport delays: Report repetitive delays due to airport procedures for Company action
A. Flight Duty: FDP ends at Scheduled Time of Arrival (STA) of final Sector If no subsequent duty: Rest Period begins at STA + 30 minutes
B. Positioning: If no subsequent duty: Rest Period begins at STA + 30 minutes
C. Other Duties: If no subsequent duty: Rest Period begins at scheduled end time
A. Flight Duty: FDP ends as : on-chocks, or engines off, whichever is the later, on the final Sector, or when a crew member is free of all flight duty for the remainder of the flight, whichever is the earlier.) OR When a Flight Crew member provides a period of In-Flight Relief and, after its completion , is wholly free of all flight duty for the remainder of the flight, then that part of the flight following completion of the flight duty will be classed as Positioning. (whichever is earlier) If no subsequent duty: Rest Period begins at ATA on blocks + 30 minutes (or later if required by non-normal post flight duties)
B. Positioning: If no subsequent duty: Rest Period begins at ATA on blocks + 30 minutes (or later if required by non-normal post flight duties)
C. Other Duties: If no subsequent duty: Rest Period begins when duty ends
How is FDP calculated for Delayed Reporting Time when crew is informed before leaving place of Rest?
For delays less than 4 hours:
Maximum FDP determined by more limiting time band between original Scheduled and Actual Reporting Time
FDP starts at Actual Reporting Time
For delays of 4+ hours:
Maximum FDP based solely on Actual Reporting Time
FDP starts at Actual Reporting Time
For second or subsequent delays:
Maximum FDP and start time determined by rules applied to the originally notified delay
When is a reporting time considered "Rescheduled" rather than "Delayed"?
When Company informs crew before leaving Rest of a new reporting time 10+ hours ahead
The elapsed time until the mutually agreed check-in time counts as a Rest Period
If further delays occur after resumption of duty, the "Delayed Reporting Time" provisions (7.1.8.3) apply to the Rescheduled Reporting Time
What counts as Travelling Time vs. Positioning?
Regular travel time between home and normal departure airport is not counted as Duty
When crew must travel to a different airport than their normal one:
Normal travel time portion is still not counted as Duty
Extra time beyond normal travel duration is counted as Positioning
What are the requirements for Flight Crew In-Flight Relief Facilities?
For Standard Operations with extended FDP due to in-Flight Relief:
Provide bunk or comfortable reclining seat
Must be separated and screened from passengers and flight deck
Screening not required if the seat is not immediately adjacent to passenger seats
What in-flight rest facilities are required for Long Range Operations with multiple pilots?
For Long Range Operations with three pilots:
If no Scheduled Sector Time exceeds 11 hours:
Bunk or comfortable reclining seat for Flight Crew member not at controls
If any Scheduled Sector Time exceeds 11 hours:
Bunk required for Flight Crew member not at controls
For Long Range Operations with four pilots:
Bunks required for all Flight Crew members not at controls
For Ultra Long Range Operations:
Bunks required for all Flight Crew members not at controls
What are the "Time on Task" limitations for Flight Crew?
For Standard Operations with extended FDP using In-Flight Relief, Long Range Operations, and Ultra Long Range Operations:
No Flight Crew member can:
Spend more than 8 consecutive hours at the controls without at least one hour of relief from all flight duty
Spend more than a total of 10 hours at the controls during any single FDP
"At the controls" includes brief absences for physiological/duty reasons
What are the maximum allowable Standard FDP limits for Acclimatised Flight Crew?
The maximum allowable Standard FDP for Acclimatised Flight Crew is specified in Table "A" below. This section does not apply to Cabin Crew
Additional crew member requirement: For a Two Crew Aircraft, one additional Flight Crew member must be boarded and "Legstretch" Facilities provided if the Scheduled FDP includes either:
a. A Scheduled Sector Time exceeding 9 hours; or
b. Two or more Scheduled Sectors with combined Scheduled Sector Time exceeding 8½ hours where one sector encroaches on the period 0200-0559 hours local time at the place where the FDP commences.
What are the maximum allowable Standard FDP limits for Unacclimatised Flight Crew and when is an additional crew member required?
The maximum allowable Standard FDP for Unacclimatised Flight Crew is specified in Table "B" below. The limits vary based on length of preceding rest period and number of sectors flown.
Additional crew member requirement: For a Two Crew Aircraft, one additional Flight Crew member must be boarded and "Leg stretch" Facilities provided if the Scheduled FDP includes any of:
a. A Scheduled Sector Time exceeding 9 hours, and the Scheduled FDP starts less than 9 hours from the end of the preceding Sleep Opportunity in accordance with 7.1.21.3.A or 7.1.21.3.B; or
b. A Scheduled Sector Time exceeding 8½ hours, and the Scheduled FDP starts 9 hours or more from the end of the preceding Sleep Opportunity in accordance with 7.1.21.3.A or 7.1.21.3.B; or
c. Two or more Scheduled Sectors with a combined Scheduled Sector Time exceeding 8½ hours and the Scheduled FDP starts 9 hours or more from the end of the preceding Sleep Opportunity in accordance with 7.1.21.3.A or 7.1.21.3.B.
How can a Standard FDP be extended by Split Duty, and what are the restrictions?
When a FDP consists of two or more Sectors separated by a period of Rest (less than a minimum Rest Period), the Standard FDP may be extended by half the period of Rest taken, with these conditions:
Rest period must be 3-10 hours
Portions of FDP on either side of Rest must not exceed 10 hours
Maximum allowable FDP with Split Duty is 18 hours
Cannot be used to extend ULRO FDP, LRO FDP, or Standard FDP already extended by In-Flight Relief
Rest period excludes time for post-flight/pre-flight duties and Travelling Time
Rest facility requirements:
For rest ≤ 6 hours: quiet, comfortable place not open to public
For rest > 6 hours OR covering ≥ 3 hours during 2200-0800 local time: Suitable Accommodation required (may be waived for security reasons)
Rest in aircraft on ground only permitted if:
Rest period ≤ 6 hours or Suitable Accommodation requirement waived
Comfortable reclining seat/bunk available for each crew member
No passengers onboard
No cargo loading/unloading during Rest
No maintenance near resting crew
Crew controls temperature, lighting, and ventilation
How can a Standard FDP be extended by In-Flight Relief, and what are the conditions?
When Flight Crew is augmented with In-Flight Relief Facilities provided, the maximum allowable Standard FDP (from 7.1.14.1 & 7.1.14.2) may be extended under these conditions:
Relief < 3 hours: No extension allowed
Relief ≥ 3 hours (need not be continuous): Extension allowed as follows:
With bunk available: Extension = ½ of total relief (maximum FDP: 18 hours)
With only seat available: Extension = ⅓ of total relief (maximum FDP: 15 hours)
Additional rules:
Maximum In-Flight Relief period = Actual Sector Time minus 1 hour
Scheduled ground transit time cannot be considered
Extended unscheduled ground time (e.g., technical delay): rest on aircraft may count as In-Flight Relief at appropriate seat/bunk rate, subject to conditions in 7.1.14.3.E
If crew member provides In-Flight Relief and is free of flight duty for remainder of flight, portion after flight duty completion is classified as Positioning
What are the regulations for Long Range Operations when three pilots are boarded?
When three pilots are boarded for Long Range Operations:
Maximum Scheduled FDP limits:
Calculate from Table A or B as appropriate and extend per 7.1.14.4 (in-flight relief)
If preceding Rest Period meets 7.1.21.3.C requirements (at least as long as preceding Duty Period OR 34 hours, whichever is greater): Maximum Scheduled FDP ≤ 14¾ hours
If preceding Rest Period does not include Physiological Rest: Maximum Scheduled FDP ≤ 13 hours
Sector limitations:
Maximum 2 Sectors allowed within a single FDP
Only 1 Sector allowed within a single FDP scheduled > 13 hours
In case of Service Disruption, an additional Sector may be operated at Commander's Discretion
What are the regulations for Long Range Operations when four pilots are boarded and what additional rules apply to Long Range Operations?
When four pilots are boarded:
Maximum Scheduled FDP for a single Sector: 18 hours (regardless of acclimatisation or FDP start time)
Maximum 2 Sectors allowed within a single FDP
In case of Service Disruption, an additional Sector may be operated at Commander's Discretion
Division of duty and In-Flight Relief must maintain reasonable balance per operational circumstances
All Flight Crew members must receive ≥ 3 hours total In-Flight Relief (need not be continuous)
Additional Long Range Operations rules:
For each additional Sector flown:
With three pilots: reduce maximum FDP in 7.1.15.1.A.a & b by 45 minutes
With four pilots: reduce maximum FDP in 7.1.15.2.A by 45 minutes
Extended unscheduled ground time: rest on aircraft may count as In-Flight Relief (subject to conditions in 7.1.14.3.E)
If crew member provides In-Flight Relief and is free of flight duty for remainder of flight, portion after flight duty completion is classified as Positioning
What are the key requirements for Ultra Long Range Operations (ULRO) regarding crew numbers, FDP limits, and sector restrictions?
Minimum of four Flight Crew members required
Maximum FDP for a single Sector is 19 hours (regardless of acclimatization or FOP start time)
Only one Sector is scheduled within a single FDP (second Sector only permitted during Service Disruption at Commander's Discretion)
When an additional Sector is flown, maximum FDP is reduced by 45 minutes
Maximum of two ULRO Sectors can be scheduled in a Duty Cycle
What are the requirements for Duty Cycles, In-Flight Relief, and ground rest during Ultra Long Range Operations?
When a Duty Cycle includes a ULRO Sector, it's limited to four Sectors total
Third and fourth Sectors cannot both be ULRO Sectors
In-Flight Relief must be in reasonable balance, with no Flight Crew member receiving less than 3 hours total relief (not necessarily continuous)
During extended unscheduled ground time, rest on board the aircraft may count as In-Flight Relief (under conditions in 7.1.14.3.E)
If a crew member completes In-Flight Relief and is free of flight duty for the remainder of the flight, the subsequent portion is classified as Positioning
Under what conditions do Late Finishes & Early Starts provisions apply, and when do they not apply?
To Acclimatised Flight Crew only
When a Duty Cycle contains an FDP preceded by Duty Periods falling within the Local Night Period (LNP)
They do not apply to:
Duty Cycles consisting only of ground duties, or ground duties ending a Duty Cycle
Reserve Duties in Suitable Accommodation
FDPs delayed into the LNP due to Service Disruption
What are the key limitations and rest requirements for duties during Local Night Periods (LNPs)?
Maximum of 3 consecutive LNPs with duties (exception: up to 5 for regular "overnight" duties)
Maximum of 4 duties within any 6 consecutive LNPs
When duties encroach upon consecutive LNPs with Scheduled FDPs, the preceding Rest Period must include a Sleep Opportunity
After 3 consecutive or 4 out of 6 LNP duties, a rest of at least 48 hours with two Local Nights is required
For regular "overnight" duties (max 5 consecutive), minimum 36-hour rest before the series, no FDP exceeding 8 hours, and 63 consecutive hours free from duties after the series
What are the two key regulations regarding Mixed Duties for flight crew, specifically when combining pre-flight tasks or simulator duties with regular flying duty?
Pre-Flight Tasks: When crew members must report earlier than normal to perform Company-requested tasks, the maximum allowable Flight Duty Period (FDP) is calculated using the Actual Reporting Time, and the FDP officially starts at this earlier Actual Reporting Time.
Simulator + Flying: When Flight Crew members complete simulator duty and then operate an aircraft within the same Duty Period, three rules apply:
Maximum allowable FDP is calculated from the Actual Reporting Time of the simulator duty
FDP starts at the Actual Reporting Time of the simulator duty
The simulator duty counts as a Sector
How does Positioning affect Flight Duty Period (FDP) calculations, and what are the key regulations regarding Positioning before and after an FDP?
Positioning and Duty Time:
All Positioning time counts as duty time
Positioning does NOT count as a Sector when calculating maximum allowable FDP, even if it precedes a Split Duty FDP
When Positioning, the FDP begins either at the Actual Reporting Time or per section 7.1.9.2
Post-FDP Positioning:
No limits on Positioning after completing an FDP except for compliance with maximum cumulative duty hours
If Positioning follows an FDP with less than the minimum Rest Period between them, it's considered one continuous Duty Period
What are the key regulations governing Reserve Duty for Flight Crew members (not applicable to Cabin Crew), including duration limits, callout procedures, and FDP calculations?
Basic Requirements:
Start, finish, and nature of Reserve Duty must be defined and notified by the Company
When called out, minimum 45 minutes must be allowed for preparation plus Travelling Time
Maximum duration of any single Reserve Duty is 12 hours
Callout Regulations:
Flight Crew may be called for Duty starting after Reserve Duty ends
If less than 10 hours between notification and Reporting Time, maximum time from start of Scheduled Reserve to end of FDP is 23 hours
For immediate readiness Reserve at an airport, maximum FDP is calculated from Reserve start time, and FDP starts at Reserve start time
FDP Calculations for Non-Airport Reserve:
For Standard Operations (Acclimatised): Table "A" using Actual Reporting Time band
For Standard Operations (Unacclimatised): Table "B" using Rest Period finishing at Reserve start time
For Long Range Operations: Section 7.1.15
For Ultra Long Range Operations: Section 7.1.16.2
Reserve Duty ends at notification time, and FDP starts at Actual Reporting Time
Cumulative totals calculated per section 7.1.24.3
What are the key regulations regarding Rest Periods for Flight Crew members (not applicable to Cabin Crew), including general requirements, restrictions for Unacclimatised crew, and Physiological Rest provisions?
General Requirements:
Company must notify Flight Crew of FDPs in advance to allow sufficient, uninterrupted pre-flight rest
Company provides Suitable Accommodation when away from Home Base (or Commander arranges if short notice)
Flight Crew reporting difficulty achieving adequate rest can consult aviation medical specialist
Unacclimatised Crew Restrictions (excluding Reserve Duties):
Maximum three consecutive Rest Periods of 18-30 hours duration in any 14-day period
Maximum four total Rest Periods of 18-30 hours in any 14-day period
If three consecutive or four total such Rest Periods are scheduled in 14 days, any subsequent EXB must be at least 34 consecutive hours
Physiological Rest Periods of 18-30 hours aren't counted toward these limits
Physiological Rest Requirements:
Required after two consecutive FDPs both encroaching 0100-0659 local time, if time difference is ≥6 hours between start and end locations
Required between consecutive Long Range Operation FDPs in a Duty Cycle with more than two LROs
Normal Rest may replace Physiological Rest during major operational disruptions (Force Majeure) with proper authorization
What are the regulations for "Normal Rest" periods for Flight Crew, including minimum duration requirements, accommodation provisions, and special cases for extended duty periods?
Minimum Rest Period (when local time difference between duty start/finish locations is <6 hours):
Must be at least as long as the preceding Duty Period OR 12 hours, whichever is greater
Can be reduced to 11 hours when Company provides Suitable Accommodation
If Travelling Time exceeds 30 minutes each way, Minimum Rest must increase by the amount total Travelling Time exceeds one hour
Room must be available for minimum 10 hours (for 12-hour rest periods)
Special Cases:
If preceding Duty Period exceeded 18 hours, Rest Period must include a Local Night
Following a Scheduled Long Range Operation FDP >13 hours with 3 pilots, Rest Period must:
Include two Sleep Opportunities (per sections 7.1.21.3.A.b or 7.1.21.3.B.b)
Be not less than 34 hours
How is "Physiological Rest" calculated for Flight Crew when the local time difference between duty start/finish locations is 6 hours or more, and what are the specific requirements based on timing and special cases?
When Rest starts within 72 hours after becoming Unacclimatised:
Minimum Rest must be the GREATEST of:
At least as long as preceding Duty Period, OR
Period allowing Sleep Opportunity within 22:00-08:00 Home Base time, OR
14 hours
Alternatively, may use option C
When Rest starts later than 72 hours after becoming Unacclimatised:
Minimum Rest must be the GREATEST of:
At least as long as preceding Duty Period, OR
Period allowing Sleep Opportunity within 22:00-08:00 local time at Rest location, OR
14 hours
Alternatively, may use option C
Alternative Option C:
Minimum Rest must be the GREATER of:
At least as long as preceding Duty Period, OR
34 hours
Special Cases:
After Scheduled LRO FDP >13 hours with 3 pilots: Rest must include 2 consecutive Sleep Opportunities and be minimum 34 hours
During unforeseen circumstances: Sleep Opportunity may extend to 09:30 (instead of 08:00) if total Rest is ≥14 hours
What pre-duty rest requirements must be met before a ULRO FDP?
Before a ULRO FDP, a Flight Crew member must receive:
A period free of Duty of not less than 2 DDOs duration immediately prior to a Scheduled Duty Cycle containing a ULRO FDP
Prior to a ULRO FDP scheduled within the Duty Cycle:
For Acclimatised crew: sufficient rest to allow a Sleep Opportunity within 2200-0800 Home Base local time
For Unacclimatised crew (<72 hours since becoming Unacclimatised): sufficient rest to allow a Sleep Opportunity within 2200-0800 Home Base local time
For Unacclimatised crew (≥72 hours since becoming Unacclimatised): sufficient rest to allow a Sleep Opportunity within 2200-0800 local time at the place of Rest
Reserve Duty may precede a ULRO FDP if the Flight Crew member receives the required 2 DDOs rest before commencing Reserve Duty at Home Base
What are the minimum rest periods required after Reserve Duty when a Flight Crew member is called out for Duty?
The minimum rest periods after Reserve Duty when a Flight Crew member is called out for Duty are:
Generally: as specified in sections 7.1.21.2, 7.1.21.3, or 7.1.21.4 as appropriate, with these additional requirements:
For immediate readiness at an airport: Rest Period must be at least as long as the Duty Period plus the time spent on Reserve
For Reserve Duty other than immediate readiness at an airport:
If Duty starts within Reserve Duty or 10+ hours after notification: Rest Period must be at least as long as the Duty Period (only)
If Duty starts after Reserve Duty ends and less than 10 hours after notification: Rest Period must be at least as long as the Duty Period plus half the Reserve Duty time (excluding any Reserve Duty between 2200-0800 local time)
When are Recovery Periods required and how is their duration determined?
Recovery Periods are required when:
Flight Crew members (not Cabin Crew) are Unacclimatised and return to Home Base
After completion of a Duty Cycle greater than 48 hours
After completion of any ULRO Duty Cycle (requiring minimum 4 DDOs)
The duration is determined by:
The accountable length of the completed Duty Cycle (from start of first Duty Period causing Unacclimatisation to end of Duty Cycle)
The maximum local time difference from Home Base during the preceding Duty Cycle
If the first Duty Period causing Unacclimatisation was preceded by an FDP/Reserve Duty with callout or ground Duty during Late Night, the Recovery Period starts from that earlier Duty Period
DDOs in Recovery Periods count toward overall DDO requirements, except when time difference was ≥6 hours, then the first DDO doesn't count toward requirement in 7.1.25.4
What are the flying hour limitations for Flight Crew members?
Flight Crew members (not Cabin Crew) are subject to these flying hour limitations:
All calculations are based on Home Base local time
A Flight Crew member must not act as Flight Crew of an aircraft if at the beginning of the flight:
The total of all previous Sector Times during the past 28 consecutive days exceeds 100 hours, or
The total of all previous Sector Times during the past 12 calendar months (expiring at the end of the previous month) exceeds 900 hours
What are the maximum cumulative Duty Hour totals for Flight Crew members in any period of 7 consecutive days?
55 hours in any period of 7 consecutive days, but may be increased to 60 when a rostered duty covering a series of duty periods, once commenced, is subject to unforeseen delays. In addition, these limits may be further exceeded by a maximum of 10 hours (to 65 and 70 hours respectively) provided the exceedance is solely for positioning a Flight Crew member back to Home Base to complete the duty cycle.
What are the maximum cumulative Duty Hour totals for Flight Crew members in any period of 14 and 28 consecutive days?
95 hours in any period of 14 consecutive days; and 190 hours in any period of 28 consecutive days, provided that for every FDP where the local time difference between the places at which the FDP starts and finishes is 6 hours or more, the individual Flight Crew member's 28 day maximum allowable cumulative total will be reduced by 8 hours.
How are cumulative Duty Hour totals calculated for Reserve Duty during nighttime hours?
Reserve Duty during the period 2200 to 0800 hours at home, or in Suitable Accommodation provided by the Company, counts as half the time on duty, provided the Flight Crew member is not called out for Duty.
What is the maximum number of consecutive days Flight Crew members can be scheduled for duties before being given a DDO or EXB?
Flight Crew members will not be Scheduled for duties on more than 6 consecutive days before being given a DDO or EXB. However, subject to the agreement of the Flight Crew member, this may be extended to 7 consecutive days.
What are the minimum DDO requirements for Flight Crew members in any period of 14 and 28 consecutive days?
Flight Crew members will have a minimum of two consecutive DDOs in any period of 14 consecutive days following the previous two consecutive DDOs; and will have a minimum of 7 DDOs in any consecutive 28 days.
What is the purpose of Commander's Discretion for FDP extension?
This provision is to cover unforeseen circumstances, which occur during operations. It is not intended for use in regular practice, cannot be Scheduled and will only apply once the crew member has commenced a rostered FDP.
What is the maximum FDP extension permitted using Commander's Discretion?
The maximum FDP permitted using Commander's Discretion will be calculated by adding three hours to the maximum allowable Standard FDP. On LRO and ULRO or in the event that the Standard FDP has already been extended by the use of either In-Flight Relief or Split Duty then the maximum that can be added is two hours. These three and two hour extensions may only be exceeded in an emergency.
Who has the final decision when Commander's Discretion is requested, and what actions must follow its use?
The aircraft Commander has the final decision when Commander's Discretion is requested. After considering all relevant factors, the Commander will inform the Company of their decision and may decline the request or elect to work less than the full extension. The Commander's decision is final and unquestioned. Following use of Commander's Discretion, the Commander must complete a Commander's Discretion Report (CDR) giving reasons for the decision. If the extension exceeds two hours or follows a reduced Rest Period, the Company must submit the CDR to the Civil Aviation Department within seven days of the aircraft's return to Hong Kong.
What is Commander's Discretion regarding Rest Period reduction and when can it be implemented?
Commander's Discretion is a provision that allows for the reduction of a required Rest Period in unforeseen circumstances during operations. It can only be implemented after a crew member has commenced a rostered Flight Duty Period (FDP), cannot be scheduled in advance, and is not intended for regular practice. It applies specifically during Service Disruptions when the aircraft Commander decides to implement it or when the Company requests the Commander to do so.
When may the Company request an aircraft Commander to implement a reduction in Rest Period, and who can initiate such requests?
Requests to implement a reduction in Rest Period may only be initiated by specific personnel: Director Flight Operations, General Manager Operations, General Manager Flying, General Manager Aircrew, Manager Line Operations, the Duty Operations Manager, the Duty Manager Integrated Operations Centre, or the Duty Manager Crew Control. Any requests made must be reasonable in light of the prevailing circumstances.
What are the limits and documentation requirements when Commander's Discretion is used to reduce a Rest Period?
A Rest Period may be reduced to below the normal Minimum Required Rest Period, but the crew member must have the allocated room available for at least 10 hours. For ULRO FDP, the reduction shall not eliminate a physiological rest period. This is considered exceptional and cannot be used for successive Rest Periods. When Rest Periods following an extended FDP are reduced, the subsequent maximum FDP must also be reduced by the same amount. The Commander must complete a Commander's Discretion Report (CDR) explaining the decision, and if the reduction exceeds one hour, the Company must submit the CDR to the Civil Aviation Department within seven days of returning to Hong Kong. All CDRs and records of requests must be preserved for 12 months.
How many generators are on the A350, list all of them and what voltage they provide?
4 engine driven generators - (GEN 1A, GEN 1B, GEN 2B, and GEN 2A) 2 for each engine.
One APU generator (APU GEN)
230V AC power
What kind of power do the external power units provide? How are these converted?
The two external power units provide AC115V power.
There are 4 ATUs (Auto Transformer Units) that convert from 230V from the generators to 115V and from 115V to 230V when powered from the external power units.
What are the names of the bus bars?
AC: AC1A, AC1B, AC2B, AC2A, AC EMER 1, AC EMER 2. Each of these has a 230V and 115V version.
DC: DC1, DC2, DC EMER 1, DC EMER 2
What voltage is the DC system? How is the DC system powered by the generators?
28V
Transformer Rectifiers (TRs) provide DC 28V power from AC230V power. In the case of no AC power, batteries can provide DC power.
What happens if the entire normal AC network is lost in flight?
The RAT will deploy, this will power the emergency AC network.
In the case of all engine failure then the APU will automatically start and supply AC1A and AC1B busbars.
In the case of failure of all generators (EMER ELEC config) then APU start must be considered.
Why do you need to check that the ground service control panel is switched to OFF?
When it is switched to ON then electrical power is available to power the ground service devices but not the emergency electrical network and only a part of the normal network used for ground operation is supplied.
What is the minimum speed required for the RAT?
140kts
Draw the ELEC AC SD page in flight
What is the normal on ground electrical config with both EXT power and APU running?
APU powers AC1A and AC1B
EXT 2 powers AC2A and AC2B
Draw the ELEC DC SD page
On the ground, if only the APU is available, what is being powered? Is this different in flight?
On the ground, if only the APU is available then it powers the whole system.
In flight - the APU can only supply 1 side. It will replace generators on side 1, except if 2 power sources are lost on side 2 then it will replace them.
What would be powered if only 2 AC sources are available (Engine generator or APU)?
The entire network is supplied, the load is balanced between the 2 sides.
What’s the max number of sources that can supply the electrical network?
4
What is the minimum voltage for the batteries during battery check?
25V NiCad
Draw the AC ELEC Config with only the APU running
APU Gen supplies all AC bus bars
What would change if you lose 2 generators from one side, without the APU running? (ie GEN1A and GEN1B)
The offside AC busbars will power the failed side’s busbars.
What would change if you lose 2 generators from one side, with the APU running? (ie GEN1A and GEN1B)
The APU will power the failed side’s bus bars.
What will be the ELEC config if only 1 engine generator is powering the system?
The generator will power its own side bus bars, these will then power both the emergency bus bars and the onside DC busbar will power the offside DC bus bar.
What is the max altitude for APU start?
The electrical generator can operate in the entire flight envelope.
The max altitude to assist in an engine start is 25,000ft
The max altitude for single pack operation is also 25,000ft
The max altitude for dual pack operation is 22,500ft
What is the electrical configuration on ground with only one external power unit?
All of the AC busbars are powered by the EXT power available.
If the ground service switch is ON then that will be the mode. The EMER bus bars won’t be powered and only a part of the normal network is supplied.
What would the AC ELEC SD page look like if in ELEC EMERGENCY CONFIG (No APU)?
The RAT will power the AC EMER 1 and AC EMER 2 busbars.
What would the DC ELEC SD page look like if in ELEC EMERGENCY CONFIG (No APU)?
TR EMER 1 and TR EMER 2 powering the emergency busbars which are in turn powering the emergency batteries. DC 1 and DC 2 are not powered and BAT 1 and 2 are draining.
What would the AC ELEC SD page look like if in ELEC EMERGENCY CONFIG (With APU)?
APU generator is powering side 1 AC busbars, RAT is powering the EMER AC busbars.
What would the DC ELEC SD page look like if in ELEC EMERGENCY CONFIG (With APU)?
TR 1 is powering both DC 1 and DC2 busbars.
Which flight controls use EHAs?
Inner ailerons
Elevators
Rudder
Which flight controls use EBHAs?
Spoilers 5 on each wing
How is the THS controlled?
2 electric motors
What is the backup system in case of hydraulic failure for the slats?
Electric motor
What is the backup system in case of hydraulic failure for the flaps?
The outer flaps can be operated using the ADGB which is powered by an electric motor.
How many flight control computers are there?
6 in total.
3 PRIMs
3SECs
What’s different on the A350 compared to other aircraft?
Most aircraft have 3 hydraulic systems. A350 only has 2, redundancy is provided by the electrical system.
Two types of electro-hydraulic actuators - EHA (powered by one electric system) and EBHA (powered by one electric or one hydraulic system). The EHAs are usually in damping mode.
What are EBHAs?
Its a combination of a conventional actuator and an EHA.
When hydraulic power is available, the EBHA behaves like a conventional actuator, when hydraulic power is lost it behaves like an EHA.
At what speed are the outer ailerons deactivated?
250kts
What are the max achievable bank angles?
67° in clean configuration
60° in high lift configs
45° when nose down pitch attitude protection is active
45° when the high speed protection is active (in this case, the bank angle returns to 0 when the sidestick is at neutral)
What bank angle, if exceeded, will the aircraft return to?
33°
At what speed does the Automatic Retraction System (ARS) retract flaps on the -900?
210kts
What are the VFE speeds for the -1000?
1 - 260kts
1+F - 231kts
2 - 219kts
3 - 206kts
FULL - 192kts
What are the VFE speeds for the -900?
1 - 255kts
1+F - 220kts
2 - 212kts
3 - 195kts
FULL - 186kts
Draw the fuel system SD page
Draw and describe the fuel tanks
Center and wing tanks can provide fuel to the engines and APU
When do the centre tank pumps run and which tank empties first?
Centre tanks only run when:
Center tank contains fuel
Flaps lever set to 0
The center tank pumps produce more pressure than the engine driven pumps so they preferentially supply fuel to the engine. This means the fuel in the wing tanks is the last to be used.
When do the standby pumps run?
There is a standby pump in each wing fuel tank. They run if the main pump does not deliver sufficient pressure or is switched off. Alternatively when the centre tank is empty the standby pumps run continuously too.
Note 
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