A330 Flashcards
Maximum Runway Slope
+/- 2%
Maximum tailwind component for takeoff and landing
15 knots
10 knots for landing elevation above 11,000’
If landing with greater than 10 knots tailwind, FLAPS FULL is recommended
Maximum crosswind component for takeoff and landing
40 knots
MMO
M0.86
VMO
330 knots
VFE CONF 1
240 knots
VFE CONF 1+F
215 knots
VFE CONF 2
196 knots (select on approach up to 205 knots)
VFE CONF 3
186 knots
VFE CONF FULL
180 knots
VLE/VLO (Maximum speed for extending, retracting or operating with landing gear extended)
250 knots/M0.55
Maximum speed for landing gear gravity extension
200 knots
Maximum speed with a cockpit window open
230 knots
Maximum speed with wipers operating
230 knots
Maximum tyre speed
204 knots
Maximum operating altitude
41,450’
Maximum elevation for takeoff and landing
12,500’
Maximum temperature for takeoff and landing
ISA + 40° (+55°C at sea level)
Minimum TAT
-53°C
Flight manoeuvring load limits
-1g to +2.5g (clean)
0g to +2g (other configs)
Minimum runway width
45 metres
A330-200: VMCL (Minimum control speed - Landing)
118 knots
A330-200: VMCG (minimum control speed - ground) at sea level
112 knots
A330-200: VMCA (minimum control speed - air) at sea level
106 knots
A330-300: VMCL (minimum control speed - landing)
123 knots
A330-300: VMCG (minimum control speed - ground) at sea level
124 knots
A330-300: VMCA (minimum control speed - air) at sea level
122 knots
Maximum recommended crosswind with RCC 5 (good)
32 knots
Maximum recommended crosswind with RCC 4 (good/medium)
27 knots
Maximum recommended crosswind with RCC 3 (medium)
20 knots
Maximum recommended crosswind with RCC 2 (medium/poor)
20 knots
Maximum recommended crosswind with RCC 1 (poor)
15 knots
Takeoff is not recommended with the following runway conditions:
Wet ice
Water on top of compacted snow
Dry snow or wet snow over ice
Severe turbulence penetration speeds
Up to FL200: 240 knots
Up to FL350: 260 knots
Above FL350: M0.8 (A330-200)
Severe turbulence penetration speeds
Up to FL200: 240 knots
Up to FL350: 260 knots
Above FL350: M0.8 (A330-200)
Severe turbulence penetration speeds
Up to FL200: 240 knots
Up to FL350: 260 knots
Above FL350: M0.8 (-200)
M0.78 (-300)
Ground wind limits with open doors
40 knots while opening or closing all doors
50 knots if aircraft nose into wind
50 knots for opening or closing FWD/AFT cargo doors if on the downwind side
60 knots while open
Maximum difference between Captain & First Officer’s altitude display on the ground
20 feet
Maximum difference between Captain or First Officer’s altitude display and the ISIS on the ground
60 feet
Maximum difference between Captain or First Officer’s altitude display and the standby altimeter on the ground
300 feet
Maximum difference between Captain or First Officer’s altitude display and gate elevation
60 feet
- Up to 75 feet is permitted for one sector only
In flight RVSM altimeter discrepancy (cruise altitudes)
120 feet between PFDs
320 feet between standby altimeter and either PFD
See RVSM table in FCOM
What requirements are there for a landing above maximum landing weight in case of in flight turn back or diversion?
Overweight landing procedure is to applied
Maximum takeoff weight
-200D & -300: 233,000kg
-200L: 238,000kg
Maximum Landing Weight
EBA-D: 180,000kg
EBE-V: 182,000kg
QPA-J: 187,000kg
With passengers on board, maximum time without air conditioning
20 minutes
Must not use bleed air from the APU and from the HP Air Start Unit at the same time
Prevent adverse effect on the Bleed Air System
Must not use conditioned air from the packs and from the LP Air Conditioning Unit at the same time
Prevent adverse effect on the Air Conditioning System
Maximum cabin differential pressure
9.25 psi
Maximum negative differential pressure
-0.73 psi
-1.00 psi for EBA-D
Pressurisation safety valve setting
8.85 psi
Minimum height for autopilot engagement
100 feet AGL
At least 5 seconds after liftoff
Minimum height for autopilot disconnection for a manual landing
FMA CAT 1: 160 feet AGL
FMA CAT 2 or 3: 80 feet AGL
FINAL APP, V/S, or FPA modes: 250 feet AGL
All other phases of flight or AP modes: 500 feet AGL
OP DES or DES modes can be used in approach, above 500’ only if FCU altitude is set to the higher of 500’ AGL or MDA
Maximum wind speeds for autoland
Headwind: 35 knots
Crosswind: 20 knots (15 knots if below 550 metres RV/RVR)
Tailwind: 10 knots
Applies to Tower-reported winds only, not ND display
Glide slope angles for autoland
2.5° to 3.25°
Allowed landing configuration for Autoland
Config 3 or FULL
If one engine is inoperative, only Config 3 is approved, with all procedures complete by 1000’
Automatic rollout is approved on what runway surface conditions?
Dry or Wet
Performance on contaminated runways has not been demonstrated
Maximum weight for autoland in an emergency
229,000kg
Reverse thrust limitations
Maximum reverse thrust should not be used below 70 knots
Idle reverse thrust permitted to aircraft stop
FLEX takeoff thrust is not permitted on contaminated runways
FlySmart EFB will not protect against this limitation
Engine thrust limitations
TOGA/FLEX thrust modes: 5 minutes (10 minutes with one engine inoperative)
Engine thrust limitations
TOGA/FLEX thrust modes:
Maximum Time: 5 minutes (10 minutes with one engine inoperative)
Maximum EGT: 975°C
MCT thrust mode:
Maximum EGT: 940°C
Engine Start on Ground:
Maximum EGT: 750°C
Engine Start in Flight:
Maximum EGT: 975°C
Maximum N1 & N2 speeds
N1: 115.5%
N2: 113%
Engine Oil Limitations: Maximum temperature
Maximum continuous temperature: 160°C
Maximum temperature for up to 15 mintues: 175°C
Maximum continuous engine starter operation:
5 minutes
Cooldown period between engine start attempts
30 seconds after first attempt, 10 minutes after each subsequent attempt
Do not engage the engine starter when N2 is above?
30%
Engine starter limitations: What is defined as a single cycle?
A standard automatic start with up to three start attempts
APU maximum altitude to supply electrical load
41,450’
APU maximum altitude to assist engine start
20,000’
APU maximum altitude to supply both electrical load and bleed air
14,600’ (on ground)
17,500’ (dual packs)
22,500’ (single pack)
Is the use of APU bleed air for wing anti ice permitted?
No
Maximum altitude for APU start on battery power (EMER ELEC CONFIG)
25,000’
APU cool down period following three consecutive APU start attempts
60 minutes
APU maximum EGT
For start: 1250°C
Running: 650°C
APU maximum N speed
107%
Is APU start or shutdown permitted during fuelling operations?
Yes
If the APU fails to start or following an automatic APU shutdown during fuelling operations:
Do not attempt another start of the APU
APU: If a fuel spill occurs
Perform a normal APU shutdown
Maximum altitude with flaps/slats extended
20,000’
Extended flight in icing conditions with slats extended…
… should be avoided
Avoid rapid/large alternating control inputs
Especially in combination with large changes in pitch, roll or yaw
Approach based on radio navaids:
- What AP modes may be used?
- Do the navaids need to be installed/serviceable?
- Do navaids need to be monitored?
May be performed in NAV, APP NAV, or FINAL APP modes
If GPS PRIMARY available:
- Navaids may be unserviceable
- Airborne equipment may be inoperative or not installed
- Navaids need not be tuned or monitored during the approach
RNAV approach:
- What AP modes can be used?
- What requirements must be met?
May be performed in FINAL APP or NAV/FPA modes
GPS PRIMARY must be available
Aircraft other than -200L require the approach to be validated and approved before using FINAL APP mode
Maximum fuel temperature
+55 C
Minimum fuel temperature
-44 C for Jet A1
-37 C for Jet A
Maximum fuel imbalance (Inner Tanks)
2900kg to 7500kg depending on distribution
Maximum fuel imbalance (Outer Tanks)
1480kg to 1730kg depending on distribution
Minimum fuel quantity for takeoff
5200kg
ECAM alerts related to low fuel level in the wing tanks must not appear
Maximum brake temperature for takeoff
300 C if brake fans OFF
150 C if brake fans ON (or used recently)
Maximum taxi speed (normal operations)
30 knots
10 knots for turns of 90 degrees or more
Maximum taxi speed (deflated tyres)
1 tyre deflated per gear: 7 knots while turning
2 tyres deflated on the same gear (max one main gear): 3 knots and max NWS angle 30 degrees
If tyre damage is suspected, an inspection is required prior to taxi
Minimum crew oxygen pressure
1330psi
In seat power supply system
Must be turned OFF for takeoff and landing
Memory Items: Loss of Braking
Announce “Loss of Braking”
Reverse - Max
Brake pedals - Release
“Anti skid off” - Order
Antiskid/NWS switch - OFF
Brake pedals - Press
Max brake pressure - 1000psi
If still no braking: Parking brake - Use
Memory Items: Emergency Descent
Announce “Emergency Descent”
Crew oxygen masks - Use
Signs - ON
Emergency Descent - Initiate
If A/THR not active: Thrust levers - Idle
Speedbrake - Full
Memory Items: Stall Recovery
Announce “Stall - I have control”
Nose down pitch control - Apply
Bank - Wings level
When out of stall:
Thrust - increase smoothly as needed
Speedbrakes - check retracted
Flight path - recover smoothly
If in clean configuration and below 20,000’:
Flap 1 - Select
Memory Items: Stall Warning at Liftoff
Announce “Stall - TOGA 15 Degrees”
Thrust levers - TOGA
Pitch attitude - 15 degrees
Bank - Wings level
Memory Items: Unreliable Speed Indication
If the safe conduct of the flight is impacted:
Announce “Unreliable Speed”
AP - OFF
ATHR - OFF
FD - OFF
Pitch/thrust setting:
Below thrust reduction altitude: 15/TOGA
Above thrust reduction altitude: 10/CLB
Above 10,000’: 5/CLB
Flaps (If 0-3): Maintain current config
Flaps (If Full): Select flaps 3
Speedbrakes - Check retracted
Landing Gear - Up
When above MSA or circuit altitude, level off for troubleshooting
Memory Items: EGPWS Warnings
Announce “Pull Up TOGA”
Simultaneously:
AP - OFF
Pitch - Pull Up
Thrust Levers - TOGA
Speedbrake - Check retracted
Bank - Wings level or adjust
Do not change configuration until clear of obstacle
Memory Items - TCAS Warnings
Announce “TCAS - I have control”
At RA activation:
AP - OFF
FD - OFF
Vertical speed - adjust or maintain
ATC - Notify
If “CLIMB” RA during approach, in CONF 3 or FULL:
Go around - perform
Vertical speed - monitor
When “clear of conflict” is announced:
ATC - Notify
Lateral and Vertical guidance- adjust
AP/FD - as required
Memory Items - Windshear during takeoff (after V1)
Announce “Windshear - TOGA”
Thrust levers - TOGA
Reaching VR - Rotate
SRS orders - Follow
Do not change configuration until out of windshear
Closely monitor the flight path and speed
Advise ATC “Windshear Escape”
Smoothly recover to normal climb when out of windshear
Memory Items - Windshear warning (Airborne)
Announce “Windshear - TOGA”
Thrust levers - TOGA
AP (if engaged) - keep ON
SRS orders - Follow
Do not change configuration until out of windshear
Closely monitor the flight path and speed
Smoothly recover to normal climb when out of windshear
What approaches can use Low Visibility Procedures (Captain PF)?
ILS (LOC/GS modes)
RNAV overlay, RNP LNAV, RNP LNAV/VNAV (FINAL APP mode)
(AP and/or FD must be coupled to a glide slope or glide path)
Memory PA: Alert Order
“Attention! All passengers remain seated and await further instructions”
Memory PA: Brace Order
“Brace - Brace - Brace”
Memory PA: Ditching Order
“Attention! This is a ditching. Follow your crew member’s instructions”
Memory PA: Emergency Descent
“Attention Cabin Crew. Emergency Descent”
Memory PA: Evacuation Order
“Evacuate - Evacuate - Evacuate”
Memory PA: Seat Belt
“All passengers and crew be seated and fasten seatbelts”
Memory PA: Turbulence
“All passengers and crew be seated and fasten seat belts immediately”
Engine Oil Limitations: Minimum temperature for engine start
Minimum temperature for engine start: -40°C
Engine Oil Limitations: Minimum oil quantity
12 qt, plus estimated consumption at 0.56 qt/hour
Engine Oil Limitations: Minimum oil quantity
Minimum oil quantity: 12 qt, plus estimated consumption at 0.56 qt/hour
Engine Oil Limitations: Minimum oil pressure
Minimum oil pressure: 10 psi at idle, 30 psi at TO thrust
Memory Items: Windshear warning (Takeoff before V1)
- If there are significant variations in airspeed and airspeed trend below indicated V1, reject the takeoff
- Flight crew must decide if there is sufficient runway remaining to stop the aircraft as indicated V1 may be reached later than expected
Stable approach criteria:
-All normal checklists completed
- Fully configured for landing (by 1000’RA)
- Approach path is contained within the flight tolerances
When must the aircraft be configured for landing?
Fully configured by 1000’RA for all approaches
Maximum rate of descent (3000’ to 5000’ AGL)
Current height in fpm
Maximum rate of descent (1000’ to 3000’)
2000fpm
What is the latest point the nominated vertical approach path must be intercepted?
Must be established by the FAF/FAP if the use of an instrument procedure is required, otherwise intercept by 1000’ RA
Tolerances for all approaches: Rate of descent
Maximum 1000fpm below 1000’RA
Tolerance for all approaches: Visual approach path (VASI/PAPI)
No significant deviation from the nominated approach path
Tolerances for all approaches: Tracking
Must be tracking the extended centreline by 500’ unless flying a published procedure
Tolerances for all approaches: Airspeed
-5 to +10 knots when below 500’RA
Tolerances for all approaches: Energy levels
Aircraft energy levels correct for the configuration/prevailing conditions
Be away of thrust/energy levels into the flare, and the effect on engine spool up time for a go around
Tolerances for an ILS/LLZ/LDA
Localiser: 1/2 dot
Glide slope: 1/2 dot
Tolerances for a VOR approach:
Tracking: 1/2 dot (2.5 degrees)
Tolerances for an NDB approach:
5 degrees
Tolerances for RNP LNAV approach
Lateral deviation 0.3nm from the initial/intermediate waypoint
Vertical: not below the minimum segment altitude
Tolerances for an RNP LNAV/VNAV approach:
Lateral: deviation 0.3nm
Vertical: Prior to VIP - not below minimum segment altitude
After the VIP - vertical path minus 75’
What approaches may be flown using decelerated approach procedures?
If flown with vertical guidance from a glideslope or glide path (i.e. APPR or FINAL APP modes)
OR
If the approach is flown in VMC
Approach tolerances: When should the PM call “SPEED”?
Speed exceeds -5 to +10 knots below 500’RA
Approach tolerances: When must the PM call “SINK RATE”?
Rate of descent exceeds 1000fpm below 1000’RA
When must the PM call “BANK”?
Bank exceeds 7 degrees
When must the PM call “PITCH”?
Pitch lower than 0 degrees or higher than 10 degrees
Tolerances during Landing: when must the PM call “BANK BANK”?
Bank reaches 7 degrees
Tolerances during Landing: When must the PM call “PITCH PITCH”?
Pitch reaches 7.5 degrees
Tolerances during Go Around: When must the PM call “BANK”?
Bank exceeds 7 degrees
Tolerances during Go around: When must the PM call “PITCH”?
Pitch less than 10 degrees or greater than 20 degrees
Tolerances during go around: When must the PM call “SINK RATE”?
No climb rate
Memory Items: Windshear during take-off (before V1)
If there are significant variations in airspeed and airspeed trend below indicated V1, reject the take-off
Aircraft may reach indicated V1 later than expected, so flight crew must ensure there is sufficient runway remaining to stop the aircraft.
