NORMAL PROCEDURES

Table of contents A220−300

CHAPTER 3 − NORMAL PROCEDURES

INTRODUCTION

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−01−1

OPERATIONAL PHILOSOPHY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−01−1

Clean cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−01−1
Crew responsibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−01−1
Procedure management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−01−2
Callouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−01−3

EXHAUST SMELL IN CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−01−4

SUPER-COOLED LARGE DROPLET (SLD) ICING . . . . . . . . . . . . . 03−01−4

FLIGHT IN TURBULENCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−01−4

OPERATION IN VOLCANIC ASH/DUST . . . . . . . . . . . . . . . . . . . . . . 03−01−4

WINDSHEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−01−4

TERRAIN AWARENESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−01−5

NORMAL PROCEDURES

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−1

BEFORE FLIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−2

Power-on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−2
Cabin inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−3
External walkaround . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−6
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−15
Before start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−21

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Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−22

Single engine taxi out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−23
Before taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−24
Demonstrated runway width . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−26
Before takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−27
Airplane geometry considerations for takeoff . . . . . . . . . . . . . . 03−02−28
Normal takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−28
High wind takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−34
Takeoff − Maximum recommended crosswind . . . . . . . . . . . . . 03−02−40

IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−42
After takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−42
Initial climb − Maneuvering speeds . . . . . . . . . . . . . . . . . . . . . . 03−02−42
Slat/flap retraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−42
Wing anti-ice check in flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−43
High altitude climb check (before reaching 35000 feet). . . . . . . 03−02−45
Cruise/holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−46
Descent and approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−46
Slat/flap extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−47
Stabilized approach philosophy . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−48
Continuous Descent Final Approach (CDFA) . . . . . . . . . . . . . . 03−02−49
Approach capability – Approach Status Annunciator
(ASA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−50
Glideslope/glidepath intercept from above . . . . . . . . . . . . . . . . 03−02−51
FCP modes and FMA for different approaches . . . . . . . . . . . . . 03−02−51
ILS approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−54
Approaches with vertical guidance . . . . . . . . . . . . . . . . . . . . . . 03−02−57

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Approaches without vertical guidance . . . . . . . . . . . . . . . . . . . . 03−02−60

Circling approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−67
Circuit/visual approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−70
Before landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−72
Landing configuration − Maneuvering speeds . . . . . . . . . . . . . . 03−02−72
Speed adder for approach and landing in gusty wind
conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−72
Landing − Maximum recommended crosswind . . . . . . . . . . . . . 03−02−73
Airplane geometry considerations for landing . . . . . . . . . . . . . . 03−02−74
Go-around procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−77
Go-around − Maneuvering speeds . . . . . . . . . . . . . . . . . . . . . . 03−02−81
After go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−81

AFTER FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−82

After landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−82
Reverse thrust operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−82
Single engine taxi in. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−83
Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−83
Power-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−85

List of figures
NORMAL PROCEDURES
Figure 03−02−1 Standard external walkaround . . . . . . . . . . . . . 03−02−9
Figure 03−02−2 Takeoff profile . . . . . . . . . . . . . . . . . . . . . . . . 03−02−33
Figure 03−02−3 High wind takeoff profile . . . . . . . . . . . . . . . . 03−02−39
Figure 03−02−4 ILS approach profile. . . . . . . . . . . . . . . . . . . . 03−02−56

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Figure 03−02−5 Approaches with vertical guidance

profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−59
Figure 03−02−6 Approaches without vertical
guidance profile . . . . . . . . . . . . . . . . . . . . . . . 03−02−66
Figure 03−02−7 Circling approach. . . . . . . . . . . . . . . . . . . . . . 03−02−69
Figure 03−02−8 Visual circuit approach profile . . . . . . . . . . . . 03−02−71
Figure 03−02−9 Eye−to−wheel height . . . . . . . . . . . . . . . . . . . 03−02−75
Figure 03−02−10 ILS final approach and landing
geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−76
Figure 03−02−11 Landing threshold and touchdown
geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03−02−77
Figure 03−02−12 Go−around − Dual engine profile. . . . . . . . . . 03−02−80

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INTRODUCTION
The consolidated normal operating procedures in this chapter have been
developed and recommended by the manufacturer. They are defined as
being fundamental to the normal safe operation of the airplane and are
supplementary to normal procedures common to the operation of any
modern transport jet airplane.
Additional normal procedures that are not routine are in the Operational
guidance chapter.

OPERATIONAL PHILOSOPHY
A. Clean cockpit
Objects not stored in their dedicated area in the cockpit may fall and
cause hazards such as damage the equipment or accidentally operate
controls or switches.
It is highly recommended that the flight crews put and store all objects in
their dedicated area in the cockpit:
• Cups in the cup holders.
• Books and paper, if any, in the side stowage.
• Trash to be removed according to company policy.
• Meal trays on the floor behind the flight crew. The flight attendants
should collect the meal trays as soon as possible.
• Personal equipment secured in the various stowage areas.

B. Crew responsibility
All crew members must report all abnormalities discovered during
airplane and systems inspections and checks to the pilot-in-command
(PIC). It is required that crew members monitor the airplane and systems
through periodical checks of the instruments and displays.

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C. Procedure management
The pilot-in-command (PIC) or the pilot flying (PF) initiates all
procedures. The designated pilot then reads and actions the procedure.
There are two types of normal procedures: challenge and response, and
read and do.
Challenge and response:
• Preflight,
• Before start,
• Before taxi,
• Before takeoff,
• Descent and approach,
• Before landing, and
• Shutdown.
In the challenge and response procedure, the applicable crew member
responds to the challenge after having verified the existing configuration.
The challenger waits for the response, from one or both pilots, before
continuing with the procedure. If the configuration is not in accordance
with the required setting and cannot be corrected, the response must be
modified to reflect the actual situation.
Read and do:
• Power-on,
• After takeoff,
• High altitude climb check (before reaching 35000 feet),
• After go-around,
• After landing, and
• Power-off.
The read and do procedure is completed by the designated pilot and
does not require any response or verification from the other pilot.

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In both types of procedure, when completed, the designated pilot states

the name of the procedure and the word “complete”. Example: “After
takeoff, complete.”

D. Callouts
All FMA mode changes must be acknowledged by both pilots.
Specific callouts for each procedure are listed at the end of the individual
procedure, except for the following:

Situation PF PM
If maximum allowable localizer deviation is Localizer
exceeded
Correcting
If maximum allowable glideslope deviation is Glideslope
exceeded
Correcting
If maximum allowable speed deviation is Speed
exceeded
Correcting
If maximum allowable descent rate is Sink rate
exceeded
Correcting
If maximum allowable altitude deviation is Altitude
exceeded
Correcting
At pilot’s decision to become PF I have
control
You have
control
At transition Transition
Altimeter set
(− − − −)
(− − − −) set

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EXHAUST SMELL IN CABIN

On ground, if exhaust fumes are experienced or anticipated in crosswind or
tailwind conditions and the APU is the bleed source, consider turning the
APU BLEED to OFF.
Re-configure as required when crosswind or tailwind conditions no longer
exist.

SUPER-COOLED LARGE DROPLET (SLD) ICING

The supplementary data for Super-cooled Large Droplet (SLD) icing
conditions are given in the Flight Crew Operating Manual, Volume 2
(BD500-3AB48-32600-02), Operational guidance – Super-cooled Large
Droplet (SLD) icing.

FLIGHT IN TURBULENCE
The recommended procedures for flight in turbulence are given in the Flight
Crew Operating Manual, Volume 2 (BD500-3AB48-32600-02), Operational
guidance – Flight in turbulence.

OPERATION IN VOLCANIC ASH/DUST

The recommended procedures for operation in volcanic ash/dust are given in
the Flight Crew Operating Manual, Volume 2 (BD500-3AB48-32600-02),
Operational guidance – Operation in volcanic ash/dust.

WINDSHEAR
When windshear is encountered:
• Immediately set maximum thrust,
• Select TOGA,
• Follow escape guidance (if available), or pull sidestick to aft soft stop
(respect the stick shaker),
• Ensure flight spoilers are retracted, and
• Do not change landing gear or flap configuration until the vertical flight
path is under control.

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Introduction A220−300

The detailed recommended procedures for windshear detection and recovery

are given in the Flight Crew Operating Manual, Volume 2
(BD500-3AB48-32600-02), Operational guidance – Windshear.

TERRAIN AWARENESS
The terrain display provides situational awareness only, and may not provide
the accuracy and/or fidelity upon which to solely base terrain avoidance
maneuvering.
When a terrain awareness warning occurs (identified by an aural including
the words TERRAIN or OBSTACLE and PULL UP accompanied by a red
PULL UP warning on the PFD):
• Disengage the autopilot,
• Immediately initiate a pull up and advance thrust levers to maximum
thrust,

NOTE
A momentary exceedance of EGT can occur.

• Ensure flight spoilers are retracted, and

• Climb at the best climb angle, respecting stick shaker, until all alerts
cease and it is confirmed that a safe ground clearance exists.

NOTE
Maintaining sidestick at the aft soft stop initially
establishes the best climb angle.

When a terrain awareness caution occurs (identified by an aural including the

words TERRAIN or OBSTACLE accompanied by an amber GND PROX
caution on the PFD):
• Adjust airplane flight path until alert ceases.

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INTRODUCTION
The normal procedures are grouped, as follows:
1. Before flight
• Power-on,
• Cabin inspection,
• External walkaround,
• Preflight,
• Before start,
• Before taxi,
• Before takeoff, and
• Takeoff.
2. In flight
• After takeoff,
• High altitude climb check (before reaching 35000 feet),
• Descent and approach,
• Before landing,
• Go-around, and
• After go-around.
3. After flight
• After landing,
• Shutdown, and
• Power-off.
All the procedures within a major flight category must be done before the
next major flight category.
♦ indicates an action that must be done at the first flight of the day.
♦♦ indicates an action that must be done once a day.

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BEFORE FLIGHT
A. Power-on
This is a check to determine if airplane systems are in a configuration to
safely place AC electrical power on the airplane buses. These steps
should be done on through-flights (enroute stops) if AC electrical power
is removed from the airplane, or if there is any doubt that all safety
aspects of the prevailing situation can be covered. Completion of this
check ensures that there will be no danger to the airplane and/or
personnel when the systems are powered.
Before batteries are turned ON, as the ECL is not available, steps (1) to
(4) must be done by memory.
(1) PARK BRAKE .............................................................................. ON
(2) BATT 1 ................................................................................... AUTO
(3) BATT 2 ................................................................................... AUTO
(4) ECL ........................................................................................... DU 2
Confirm ECL part number.
(5) PTU ........................................................................................ AUTO
<Mod 270013> or <Post-SB BD500-270013>

(6) HYD 3A ................................................................................... AUTO

<Mod 270013> or <Post-SB BD500-270013>

(7) HYD 3B ................................................................................... AUTO

<Mod 270013> or <Post-SB BD500-270013>

(8) HYD 2B ................................................................................... AUTO

(9) Landing gear lever ....................................................................... DN

(10) Thrust levers ............................................................................. IDLE
(11) L ENG run .................................................................................. OFF
(12) R ENG run ................................................................................. OFF

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A. Power-on (Cont’d)
(13) APU or external power ................................................... As required
APU start sequence:
(a) Select START for a minimum of 3 seconds.
(b) Allow the switch to return to the RUN position for the APU
start.
The APU IN START status message is shown.
(c) Wait for APU GEN to show online on the ELEC synoptic page
before initiation of any electrical system configuration change.
To avoid the interruption of the APU start cycle, no electrical system
configuration change (such as shutting down an engine or removal of AC
external power during the APU start cycle) should be initiated. In this case, if
the APU SHUTDOWN advisory message is shown during the APU start
cycle, the APU switch must be set to OFF before a new APU start cycle is
attempted.
(14) EQUIP COOLING, INLET ............................................... Select auto
− COMPLETE −

B. Cabin inspection
The procedures that follow contain information for cabin safety checks.
Location of emergency equipment varies between individual operators
therefore the location of emergency equipment must be verified.
The cabin inspection must be completed before the first flight of the day
or any crew change.
(1) ENTRY light ....................................................................... Select on
(2) CEILING and SIDEWALL lights ......................................... Select on
Before first flight: ceiling and sidewall lights must be on bright for a minimum
of 30 minutes to sufficiently charge the photoluminescent floor track lighting.
(3) EMER LIGHTS ............................................................................ ON
All emergency lights must be on.

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B. Cabin inspection (Cont’d)

Proceed to the back of the airplane and check the items that follow,
moving forward through the cabin:
(4) Lavatory E smoke detector ........................................................ Test
(a) Push the self-test switch for 5 seconds:
• The smoke detector sounds,
• The status indicator lights red, and
• The ceiling advisory panel flashes orange.
(5) Lavatory E waste bin extinguisher .......................................... Check
Check that the temperature sensitive strip on the extinguisher shows no
evidence of high temperature.
(6) L2 door ................................................................................... Check
Check general condition and safety of passenger door and slide pressure.
(7) Aft flight attendant station ....................................................... Check
Check flight attendant seat operation, aft flight attendant panel, and crew
handset.
(8) Galley G4 ................................................................................ Check
Ensure containers and doors are secured.
(9) R2 door ................................................................................... Check
Check general condition and safety of service door and slide pressure.
(10) Emergency equipment ............................................................ Check
(a) Refer to operator location and check:
• Availability and condition of life vests and infant life vests
• Life rafts (if supplied)
• Flashlights − press push-to-test and check green light
flashes one time
• Crash axe

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B. Cabin inspection (Cont’d)

• Fire gloves (if supplied)
• Clean-agent portable extinguishers − pin is in, plastic or
wire seal is in place, charge indicator in the green band
and expiry date
• Water portable extinguishers (if supplied) − wire seal and
CO2 cartridge visible
• Smoke hood PBE − condition of seal and expiry date
• First aid kits − check seal
• Cabin crew oxygen
• Portable therapeutic oxygen − mask and tote bag
attached, psi 1800+
• Portable ELT (if supplied)
• Megaphones − press PTT and listen for feedback
(11) Overwing emergency exit doors ............................................. Check
Both left and right overwing emergency exit doors must be fully seated,
release handle flush, and escape ropes stowed.
(12) Galley G2 ................................................................................ Check
Containers and doors are secured.
(13) R1 door ................................................................................... Check
Check general condition and safety of service door and slide pressure.
(14) Galley G1 ................................................................................ Check
Containers and doors are secured.
(15) Forward flight attendant station .............................................. Check
Check CMS crew terminal operation and handset.
(16) L1 door ................................................................................... Check
Check general condition and safety of passenger door and slide pressure.

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B. Cabin inspection (Cont’d)

(17) Lavatory A smoke detector ........................................................ Test
(a) Push the self-test switch for 5 seconds:
• The smoke detector sounds,
• The status indicator lights red, and
• The ceiling advisory panel flashes orange.
(18) Lavatory A waste bin extinguisher .......................................... Check
Check that the temperature sensitive strip on the extinguisher shows no
evidence of high temperature.
(19) EMER LIGHTS .......................................................................... OFF
All emergency lights must go out.
− COMPLETE −

C. External walkaround
The external walkaround is a visual examination, done before each flight,
to ensure that the overall condition of the airplane and equipment are
safe for flight.

NOTE
The external walkaround can be done by qualified
maintenance personnel.

The word Check is used to confirm that the airplane and equipment are
in satisfactory condition.
Even though not noted individually, the airplane and its visible
components must be checked as follows:
• Proximate area is free of potential FOD items.
• Flight control surfaces are unobstructed.
• All vents, ports, intakes and exhausts are unobstructed.
• All covers, plugs, picket/mooring lines are removed.

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C. External walkaround (Cont’d)

• Any evidence of fluid leaks from components, drains, panels,
airplane skin and on the ground.
• Condition of skin (visible damage) on radome section, probe area,
fuselage, wings, nacelles, pylons, empennage and cabin windows.
• Applicable access panels and doors are secured.
• Probes for evidence of freezing, severe discoloration, condition and
security.
• Tire condition and inflation.

CAUTION
Clear ice could build up on the upper surface of the
wings if visible moisture is present and the ambient
temperature is at or below freezing, or at ambient
temperatures above freezing, with subfreezing
temperature fuel (0°C [32°F] or below) in contact with
the underside of the upper wing skin. Any
condensation, fog, drizzle or rain contacting the chilled
upper wing surface quickly freezes to the exterior
surface.

During cold weather operations, the flight crew must ensure that the
airplane fuselage, wings and tail surfaces are free from ice, snow or frost.
(Refer to Operational guidance – Cold weather operations.)

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C. External walkaround (Cont’d)

NOTE
Clear ice accumulation on the wing upper surface is
very difficult to detect. Clear ice cannot be seen during
a walkaround, particularly if the wing is wet. If the fuel
temperature is 0°C (32°F) or below and high humidity
conditions exist or visible moisture in any form is
present, pilots must ensure that the wing upper surface
is free of clear ice.

Start at the forward passenger door, continue in the direction shown in

the external walkaround sequence illustration (refer to
Figure 03−02−1) and finish back at the forward passenger door.

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C. External walkaround (Cont’d)

NOSE WHEEL
AND GEAR

LEFT RIGHT
FORWARD FORWARD
FUSELAGE FUSELAGE
Start / Finish

LEFT ENGINE RIGHT ENGINE

LEFT WING RIGHT WING

LEFT MAIN RIGHT MAIN

GEAR GEAR

LEFT RIGHT
REAR REAR
FUSELAGE FUSELAGE

EMPENNAGE

Standard external walkaround

Figure 03−02−1

FCOM Vol. 2 Page 03−02−9

BD500−3AB48−32600−02 (333) Issue 023A, Sep 01/2024

 NORMAL PROCEDURES
A220−300 Normal procedures

C. External walkaround (Cont’d)

Left forward fuselage
(1) Passenger door emergency light ............................................ Check
(2) Ground power service door ............................................ As required
(3) Oxygen blowout plug ................................................................Intact
(4) Ice detector probe ................................................................... Check
(5) Pitot probes ............................................................................ Check
Probes must be unobstructed, with no abnormal discoloration and the
fuselage skin in the vicinity must be free of damage.
(6) AOA vane ............................................................................... Check
(7) TAT probe ............................................................................... Check
(8) Windshield, windows .............................................................. Check
(9) Windshield, wipers ..................................................... Check, parked
(10) Radome .................................................................................. Check
Nosewheel and gear
(11) Wheel chocks ................................................................. As required
(12) Nose gear doors ..................................................................... Check
(13) Nosewheel well ....................................................................... Check
(14) Nose landing light ................................................................... Check
(15) Tires ........................................................................................ Check
(16) Nosewheel ............................................................................ Aligned
(17) Oleo ........................................................................................ Check
(18) Gear pin ............................................................................. Removed
Right forward fuselage
(19) Ice detector probe ................................................................... Check

Page 03−02−10 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

C. External walkaround (Cont’d)

(20) Pitot probes ............................................................................ Check
Probes must be unobstructed, with no abnormal discoloration and the
fuselage skin in the vicinity must be free of damage.
(21) AOA vane ............................................................................... Check
(22) TAT probe ............................................................................... Check
(23) Forward service door emergency
light ......................................................................................... Check
(24) Forward service door .............................................................. Check
(25) Wing inspection light ............................................................... Check
(26) Forward water drain mast ....................................................... Check
(27) Forward cargo door ................................................................ Check
(28) Red beacon light ..................................................................... Check
(29) REFUEL/DEFUEL panel ........................................................ Check
(30) Taxi and landing lights ............................................................ Check
(31) Right forward lower fuselage .................................................. Check
(32) Antennas ................................................................................ Check
(33) Overwing emergency exit door ............................................... Check
(34) Overwing emergency exit door
light ......................................................................................... Check
Right engine
(35) Engine cowls .......................................................................... Check
Thrust reverser and fan cowl latches must be latched and flush.
(36) P2/T2 probe ............................................................................ Check
(37) Fan blades .............................................................................. Check
(38) Thrust reversers ................................................................... Stowed

FCOM Vol. 2 Page 03−02−11

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 NORMAL PROCEDURES
A220−300 Normal procedures

C. External walkaround (Cont’d)

(39) Access panels ....................................................................... Closed
Oil storage and PCE door must be closed.
(40) Right pylon .............................................................................. Check
(41) Turbine ................................................................................... Check
Right wing
(42) Leading edge slats ................................................................. Check
(43) Navigation and strobe lights ................................................... Check
(44) Winglet .................................................................................... Check
(45) Static dischargers ................................................................... Check
(46) Aileron .................................................................................... Check
(47) Lower wing surface ................................................................. Check
(48) Flaps ....................................................................................... Check
Right landing gear
(49) Wheel chocks ................................................................. As required
(50) Right landing gear doors ........................................................ Check
(51) Right main landing gear .......................................................... Check
(52) Oleo ........................................................................................ Check
(53) Tires ........................................................................................ Check
(54) Electric brake harness ............................................................ Check
(55) Gear pin ............................................................................. Removed
(56) Wheel well .............................................................................. Check
Right rear fuselage
(57) Right aft lower fuselage .......................................................... Check
(58) Aft cargo door ......................................................................... Check
(59) Aft water drain mast ................................................................ Check

Page 03−02−12 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

C. External walkaround (Cont’d)

(60) Antennas ................................................................................ Check
(61) Aft service door ....................................................................... Check
(62) Aft service door emergency light ............................................ Check
(63) MFS and ground spoilers ....................................................... Check
Flush with wing top surface.
Empennage
(64) Horizontal stabilizer ................................................................ Check
(65) APU ........................................................................................ Check
Check the intake, exhaust, and access doors.
(66) Elevators ................................................................................. Check
(67) Rudder .................................................................................... Check
(68) Static dischargers ................................................................... Check
(69) Navigation and strobe lights ................................................... Check
Left rear fuselage
(70) MFS and ground spoilers ....................................................... Check
Flush with wing top surface.
(71) Aft passenger door ................................................................. Check
(72) Aft passenger door emergency
light ......................................................................................... Check
(73) Left aft lower fuselage ............................................................ Check
(74) Overwing emergency exit door ............................................... Check
(75) Overwing emergency exit door
light ......................................................................................... Check
Left landing gear
(76) Wheel chocks ................................................................. As required

FCOM Vol. 2 Page 03−02−13

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 NORMAL PROCEDURES
A220−300 Normal procedures

C. External walkaround (Cont’d)

(77) Left landing gear doors ........................................................... Check
(78) Left main landing gear ............................................................ Check
(79) Oleo ........................................................................................ Check
(80) Tires ........................................................................................ Check
(81) Electric brake harness ............................................................ Check
(82) Gear pin ............................................................................. Removed
(83) Wheel well .............................................................................. Check
Left wing
(84) Flaps ....................................................................................... Check
(85) Lower wing surfaces ............................................................... Check
(86) Aileron .................................................................................... Check
(87) Static dischargers ................................................................... Check
(88) Winglet .................................................................................... Check
(89) Navigation and strobe lights ................................................... Check
(90) Leading edge slats ................................................................. Check
Left engine
(91) Engine cowls .......................................................................... Check
Thrust reverser and fan cowl latches must be latched and flush.
(92) P2/T2 probe ............................................................................ Check
(93) Fan blades .............................................................................. Check
(94) Thrust reversers ................................................................... Stowed
(95) Access panels ....................................................................... Closed
Oil storage and PCE door must be closed.
(96) Left pylon ................................................................................ Check
(97) Turbine ................................................................................... Check

Page 03−02−14 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

C. External walkaround (Cont’d)

Left forward fuselage
(98) Taxi and landing lights ............................................................ Check
(99) Wing inspection light ............................................................... Check
(100)Left forward lower fuselage .................................................... Check

D. Preflight
(1) Airplane documents ...................................... On board and checked
Make sure documents are valid.
(2) Operations Engineering Bulletins
(OEB) .................................................................................. Checked
• All flight crew members review and discuss together all OEBs and
associated procedures applicable to the aircraft.
• Any flight crew member who operates at the flight deck at any time
during the ongoing flight should be aware of the applicable OEBs.
(3) Emergency equipment ........................................................ Checked
(a) Check the following:
• Escape rope
• Escape hatch − Closed and locked (green witness marks
are aligned)
• Flashlights (2)
• Crash axe
• First aid kit
• Smoke hoods
• Fire extinguisher
• Life vests − Under seats
(4) Gear pins ........................................................................... On board
Ensure the landing gear pins (3) are on board.

FCOM Vol. 2 Page 03−02−15

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 NORMAL PROCEDURES
A220−300 Normal procedures

D. Preflight (Cont’d)
(5) Overhead panel .................................................................. Checked
(a) AURAL WARN ............................................ Guarded, no lights
(b) PROBE HEAT ....................................... GND ON, as required.
To remove ice from probes.
(c) WINDOW HEAT ......................................................... No lights
(d) PRIM FLT CTRL panel ............................... Guarded, no lights
(e) CVR panel .......................................................... No TEST light
(f) CB INTEG/OVHD
INTEG/COMPASS/ANNUN ................................... As required
(g) SERV INT/MECH CALL ......................................... As required
(h) READING/WIPER .........................................As required, OFF
(i) FIRE panel .................................................. Guarded, no lights
<Mod 270013> or <Post-SB BD500-270013>

(j) HYDRAULIC panel ...............PTU AUTO, HYD pumps AUTO,

guarded, no lights

(k) ELECTRICAL panel .........................AUTO, guarded, no lights

EXT PWR AVAIL as required.
(l) APU ........................................................................ As required
(m) TAWS panel ................................................ Guarded, no lights
(n) FUEL panel ...........................AUTO, no lights, MAN XFR OFF
(o) AIR panel ............................... As required, guarded, no lights,
XBLEED AUTO
(p) ANTI-ICE panel .............................................................. AUTO
(q) ELT .................................................................................. ARM
(r) CARGO fire panel ....................................... Guarded, no lights

Page 03−02−16 FCOM Vol. 2

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 NORMAL PROCEDURES
Normal procedures A220−300

D. Preflight (Cont’d)
(s) EQUIP COOLING panel ................................. AUTO, no lights
(t) PRESSURIZATION panel ...... Guarded, no lights, MAN RATE
Set at mid-position.
(u) EVAC/EMER LTS ............................. Guarded, no lights, ARM
(v) READING/WIPER .........................................As required, OFF
(w) EXT LTS ................................................................ As required
(x) LDG LTS ........................................................................... OFF
(y) SEAT BELTS ......................................................... As required
(6) Glareshield ......................................................................... Checked
(a) L SIDESTICK PTY ...................................... Guarded, no lights
(b) L RANGE ............................................................... As required
(c) L TERR, TFC, WX, NAV
SRC ....................................................................... As required
(d) L BARO .................................................................... IN or HPA
(e) L CTP, XPDR/TCAS .............................................. As required
(f) SPD ...................................................................................FMS
(g) TOGA ............................................................................. Select
(h) NAV/VNAV ............................................................. As required
(i) AP .............................................................................. No lights
(j) AT .............................................................................. No lights
(k) XFR ........................................................................ As required
(l) EDM ............................................................ Guarded, no lights
(m) FLC, ALT .................................................................... No lights
(n) ALT selector .................................................................FT or M
(o) V/S, FPA .................................................................... No lights

FCOM Vol. 2 Page 03−02−17

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 NORMAL PROCEDURES
A220−300 Normal procedures

D. Preflight (Cont’d)
(p) R RANGE ............................................................... As required
(q) R TERR, TFC, WX, NAV
SRC ....................................................................... As required
(r) R BARO ................................................................... IN or HPA
(s) R CTP, XPDR/TCAS .............................................. As required
(t) R SIDESTICK PTY ..................................... Guarded, no lights
(7) Displays .............................................................................. Checked
All displays (DU 1 to DU 5) on and configured as required.
(8) ♦ Ice detector test ............................................................. Complete
(a) AVIONIC synoptic page ................................................. Select
(b) AVIO, TEST − ICE DETECT .......................................... Select
(c) Confirm ICE caution message is shown.
(d) Confirm DONE is shown.
(9) ♦ Circuit breakers ............................................................... Checked
(a) CB synoptic page ........................................................... Select
(b) Circuit breaker ................................................... Confirm status
(10) EICAS and INFO ................................................................ Checked
Both pilots check messages.
(11) Altimeters ................................................. ( ) Set and cross-checked
(a) Set both PFD and ISI.
(b) Check RVSM tolerances, if required.
(12) Center panel ....................................................................... Checked
(a) ISI ............................................................................... Checked
(b) ALTN GEAR ............................................ Guarded and NORM
(c) GEAR AURAL ............................................. Guarded, no lights

Page 03−02−18 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

D. Preflight (Cont’d)
(d) AUTOBRAKE ....................................................................RTO
(e) NOSE STEER ................................................................... OFF
(f) ALTN BRAKE .............................................. Guarded, no lights
(13) Pedestal .............................................................................. Checked
(a) L MKP ........................................................................ Checked
(b) L CCP ........................................................................ Checked
(c) ACP 1 ............................................................... Set as required
(d) DISPLAY ....................................................................... NORM
(e) L CURSOR R ............................................................. No lights
(f) DSPL TUNE ............................................................... No lights
(g) L PFD, ISI, R PFD ...................................................... Checked
Ensure on-side ADS and IRS. No white or amber ADS or IRS messages on
FMA.
(h) Thrust levers .................................................................... IDLE
(i) L ENG run ......................................................................... OFF
(j) R ENG run ........................................................................ OFF
(k) CONT IGNITION ........................................................ No lights
(l) ENGINE, START ........................................................... AUTO
(m) Spoiler lever ...................................................................... RET
(n) SLAT/FLAP lever ................................. Set to slat/flap position
(o) ALTN FLAP ............................................. Guarded and NORM
(p) R MKP ........................................................................ Checked
(q) R CCP ........................................................................ Checked
(r) ACP 2 ............................................................... Set as required
(s) ACP 3 ............................................................... Set as required

FCOM Vol. 2 Page 03−02−19

BD500−3AB48−32600−02 (333) Issue 023A, Sep 01/2024

 NORMAL PROCEDURES
A220−300 Normal procedures

D. Preflight (Cont’d)
(14) ♦ Rudder trim ..................................................................... Checked
(a) Trim ............................................................Select left and right
(b) On EICAS, check rudder trim movement left and right (triangle
outline becomes white) and reset trim to the centerline
position.
(c) Confirm triangle outline is green.
(15) Sidesticks ........................................................................... Checked
(a) FLT CTRL synoptic page ............................................... Select
(b) Both pilots, in turn, move the sidesticks through the full range
of movement in both axes. Release sidestick from full
deflection in roll axis and from soft stop in pitch axis.
1 Confirm that the blue dot moves in the same direction as
the sidestick.
2 Confirm that the sidestick returns to neutral normally.
3 The blue dot must return to the center of the cross.
(16) ♦ Oxygen masks <TC> or <EASA> ......................................... Checked

(a) Check third crew member oxygen mask, if required.

(b) SPKR ............................................................................. Select
(c) INT ................................................................................. Select
At the same time:
(d) PRESS TO TEST lever ..................................... Push and hold
(e) Emergency flow selector ................................... Push and hold
Oxygen flow is heard and the flow indicator shows a yellow cross.
When test is completed:
(f) Release PRESS TO TEST lever and emergency flow selector.
(g) Oxygen mask setting ............................................Set to 100%

Page 03−02−20 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

D. Preflight (Cont’d)
(h) Oxygen pressure ............................................................ Check
On EICAS, check CREW OXY levels for minimum dispatch pressure.
(17) ♦ FDRAS test .................................................................... Complete
(a) With the flight deck door closed, ask a crew member to enter
the emergency access request code on the FDRAS keypad.
(b) Press EMER ACCESS, DENY.
(c) Ask the crew member to try to open the door and confirm the
door stays locked.
− COMPLETE −

E. Before start
(1) Takeoff briefing .................................................................. Complete
The takeoff briefing is normally given before calling for this checklist.
This briefing includes thrust and flap setting, AUTOBRAKE RTO, anti-ice and
environmental requirements, Vspeeds, SID, FCP selection, and emergency
briefing.
(2) APU and/or external power ............................................ As required
It is recommended to disconnect the external power before engine start.
(a) After switching from external to APU power, wait 5 seconds
before disconnecting external power.
(b) External power must be deselected with the EXT PWR switch
(IN USE/AVAIL) before the cable can be removed.
(3) SEAT BELTS ............................................................................... ON
(4) Doors ...................................................................Closed and locked
On the DOORS synoptic page, check that the doors are closed.
Visually check the escape hatch is closed and locked.
(5) BEACON ..................................................................................... ON

FCOM Vol. 2 Page 03−02−21

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 NORMAL PROCEDURES
A220−300 Normal procedures

E. Before start (Cont’d)

(6) PARK BRAKE ................................................................. As required
− COMPLETE −

F. Engine start
(1) Normal (APU-assisted) engine start
Engine starts are done with the start switch in AUTO. The Electronic
Engine Control (EEC) ensures the engine start stays within limits and
will abort the start if the engine starting limits are exceeded. The L
ENG START ABORT or R ENG START ABORT caution messages
can be shown during a normal engine start.
(2) Crossbleed engine start
A crossbleed start is an engine start that uses the opposite engine
bleed instead of APU bleed. There is no specific setup or special
procedure for a crossbleed start. The procedure is the same as a
normal (APU-assisted) engine start.
(3) External air engine start
When necessary, engine starts can be done with a high-pressure
ground air cart. Either engine can be used for the external start.
The recommended air pressure to be confirmed in the AIR synoptic
page is 38 psi. However, at airport elevations higher than sea level,
lower recommended pressure values can be used (refer to the table).
The use of lower pressures is not recommended as it can cause
abnormal engine starts. The maximum pressure permitted for an
external start is 45 psi.

Recommended air pressure for external air engine start

Pressure altitude Pressure − AIR synoptic page
Sea level 38 psi
2500 feet 37 psi
5000 feet 35 psi

Page 03−02−22 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

F. Engine start (Cont’d)

Recommended air pressure for external air engine start

Pressure altitude Pressure − AIR synoptic page
7500 feet 34 psi

The crew must coordinate with ground personnel during the external
air engine start. After the external air source is connected and bleed
air is available, the procedure is the same as a normal
(APU-assisted) engine start. When the first engine is started, it is
recommended to disconnect the external air cart and do a
crossbleed start.
(4) Engine start with external electrical power
It is recommended to set the HYD 3A and 3B switches to OFF for
engine start with EXT PWR switch IN USE. The HYD 3 LO PRESS
caution message will be displayed when engines are started.
After one or both engines are started, the HYD 3A and 3B switches
must be set back to AUTO.

G. Single engine taxi out

When operational requirements mandate the use of the left engine to taxi
out, flaps should only be deployed while the aircraft is stationary to
prevent reduced nosewheel steering function.
<Post-SB BD500-314004> or <Mod 314004>

NOTE
1. Single engine taxi operations are not
recommended on slippery or contaminated
surfaces.
2. The N1 must be increased as required to do
the wing anti-ice test. Refer to Normal
procedures – Before taxi.

FCOM Vol. 2 Page 03−02−23

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 NORMAL PROCEDURES
A220−300 Normal procedures

G. Single engine taxi out (Cont’d)

During single engine operations, to make sure that all three hydraulic
systems are pressurized during the flight control check and that
nosewheel steering stays active, these steps are recommended:
• Single engine operation with right engine operating:
Select PTU to ON before the slats/flaps are moved or flight control
checks are started. After the second engine is started, select the
PTU to previous position.
• Single engine operation with left engine operating:
Select HYD 2B to ON before the slats/flaps are moved or flight
control checks are started. After the second engine is started, select
HYD 2B to previous position.

NOTE
A LOAD SHED advisory message can appear but will
self-clear.

In all cases, after the second engine is started, allow suitable time for
warm-up.

H. Before taxi

CAUTION
On ground, do not move the flight controls until all
hydraulic systems are powered.

(1) APU ................................................................................ As required

(2) FLAP ................................................................................( ) selected
Set takeoff flaps as entered in FMS.

Page 03−02−24 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

H. Before taxi (Cont’d)

NOTE
1. For the wing anti-ice test, the N1 must be
increased to at least the value in the table before
the test is started.
2. It is acceptable to momentarily activate the wing
anti-ice in flight instead of doing the test on the
ground when aircraft operational requirements do
not allow to do the test on the ground. Refer to the
Flight Crew Operating Manual (FCOM), Volume 2
(BD500-3AB48-32600-02), Normal procedures −
Wing anti-ice check in flight for guidelines.
Either method complies with the requirement to do
the wing anti-ice check or test one time per day.

(3) ♦♦ Wing anti-ice test ......................................................... Complete

With at least one pack and engine bleed available:
(a) Advance and maintain thrust levers to adjust N1 to at least the
values in the table that follows:

Pressure altitude Minimum N1 setting

Dual engine bleed Single engine bleed
At or below 8000 feet 30% 50%

<Post-SB BD500-314004> or <Mod 314004>

Pressure altitude Minimum N1 setting

Dual engine bleed Single engine bleed
Above 8000 feet 35% 60%

(b) ANTI-ICE, WING ................................................................. ON

(c) AVIONIC synoptic page ................................................. Select

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 NORMAL PROCEDURES
A220−300 Normal procedures

H. Before taxi (Cont’d)

(d) AVIO, TEST − WING A/ICE ........................................... Select
(e) Confirm PASS is shown.
(f) Thrust levers .......................................................... As required
(4) ANTI-ICE, COWL .........................................................AUTO or ON
ON if icing conditions exist.
(5) ANTI-ICE, WING ..........................................................AUTO or ON
ON if icing conditions exist.

NOTE
At above 15°C (59°F) OAT, if the wing anti-ice system
is ON for more than 3 minutes, the WING A/ICE ON
caution message comes on.

(6) Flight controls ..................................................................... Checked

(a) FLT CTRL synoptic page ............................................. Monitor
(b) Sidesticks ................................................................... Checked
One pilot checks the flight controls for full and correct range of movement.
(c) Rudder ....................................................................... Checked
Ensure full deflection (monitor both sides for correct movement).
(7) NOSE STEER ................................................................... Select on
(8) EICAS and INFO ................................................................ Checked
Both pilots check messages.
− COMPLETE −

I. Demonstrated runway width

The capability of this airplane and compliance with the handling,
performance and safety requirements of the certification basis has been
demonstrated on a runway width of 30 m (100 ft) or more.

Page 03−02−26 FCOM Vol. 2

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 NORMAL PROCEDURES
Normal procedures A220−300

I. Demonstrated runway width (Cont’d)

This does not constitute an operational approval to conduct operations
on runways with a width of 30 m (100 ft).

J. Before takeoff
(1) APU BLEED ...................................OFF, if OAT is at or below 15°C
(59°F)

NOTE
If the APU is off, it is acceptable to keep the APU
BLEED in auto.

(2) FMS ............................................................................................. Set

Confirm the FMS includes last minute changes. Refer to FMS Operating
Guide.
(3) Trims ............................................................................................ Set
(a) Stabilizer trim ..................................................................( ) Set
Set stabilizer trim to the same value as in the STAB TRIM field on the FMS,
PERF − DEP page.
Stabilizer trim position must be in the green range.
(b) Rudder trim ..................................................... Centered green
Check that the rudder trim pointer is green and centered on the rudder trim
position indicator.
(4) FLAP ............................................................................................ Set
Confirm correct flap selection.
(5) Anti-ice ............................................................................ As required
ON as applicable, if icing conditions exist.
(6) AUTOBRAKE ................................................................. As required
(7) EICAS and INFO ................................................................ Checked
Both pilots check messages.

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 NORMAL PROCEDURES
A220−300 Normal procedures

J. Before takeoff (Cont’d)

(8) Cabin ...................................................................................... Ready
If applicable, on EICAS page, check CABIN tile is READY (green).
(9) Runway ......................................................................... ( ) confirmed
Ensure correct runway.
− COMPLETE −

K. Airplane geometry considerations for takeoff

At rotation, these pitch and bank angles must be observed:
• Bank angles of more than 15 degrees can cause an engine nacelle
strike.
• Pitch angles of more than 11 degrees can cause an aft fuselage
strike.

L. Normal takeoff
When aligned on the active runway:
(1) Brakes ............................................................................ As required

NOTE
Published performance for normal takeoff is based on
holding the brakes on until the thrust levers are
advanced to the takeoff setting. When not holding the
brakes, the rolling takeoff performance must also be
used.

(2) Heading ................................................................................... Verify

Make sure that the airplane heading agrees with the assigned runway.
(3) Autothrottle .......................................................... Select, if required.

Page 03−02−28 FCOM Vol. 2

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 NORMAL PROCEDURES
Normal procedures A220−300

L. Normal takeoff (Cont’d)

NOTE
1. For higher than normal headwinds (more than
40 kt), the autothrottle may not achieve the takeoff
N1 value. Consider the use of manual thrust.
2. When the autothrottle is either inoperative or not
armed (operative):
• A derated thrust takeoff cannot be initiated.
• A reduced thrust takeoff (FLEX) cannot be
initiated.
3. During takeoff, the autothrottle must not be
selected or re-selected after the thrust levers are
advanced to the takeoff setting until the aircraft is
at or above 400 feet AGL.

(4) Thrust levers ....................................................................... Advance

(a) Advance to approximately 55% N1 on both engines.
(b) Check that N1 for both engines is stabilized.
(c) Immediately advance to takeoff setting.

CAUTION
Failure to advance thrust levers to the takeoff setting by
60 knots ground speed may cause the extension of the
spoilers.

When thrust levers are advanced towards the takeoff setting and the
autothrottle is selected, the autothrottle engages and sets target takeoff N1
(as selected in the FMS and as limited by the Thrust Limitation at Low Speed
(TLLS)).
Autothrottle disconnect during takeoff:

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 NORMAL PROCEDURES
A220−300 Normal procedures

L. Normal takeoff (Cont’d)

If there is an autothrottle disconnect below 60 KIAS, abort takeoff.

NOTE
When derate is used, thrust levers should not be
advanced further except in an emergency. A further
thrust increase after an engine failure can result in a
loss of directional control while on the ground.

Autothrottle disconnect during a derated takeoff (TO-1, TO-2, or TO-3):

If there is an autothrottle disconnect above 60 KIAS:
• If N1 of both engines matches N1 target, continue takeoff.
• If N1 of either or both engine(s) does not match the N1 target, abort
takeoff.
Autothrottle disconnect during TO or FLEX takeoff:
If there is an autothrottle disconnect above 60 KIAS:
• Thrust levers must be set to MAX to continue the takeoff.
(5) FMA ...............................................................THRUST, as required.
The PF checks and announces the FMA mode change. When the
autothrottle activates, THRUST is displayed in green.
(6) Flight and engine instruments .............................................. Monitor
At 80 KIAS:
(7) Airspeed ................................................................................. Check
Both PFD speed indicators must agree.
(8) Takeoff N1 .............................................................................. Check
Check that the actual N1 of each engine has reached the N1 target (thrust
reference value).

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 NORMAL PROCEDURES
Normal procedures A220−300

L. Normal takeoff (Cont’d)

At VR:
(9) Rotate towards PTM.
(a) Rotate 3 to 5 degrees per second towards PTM pitch attitude
and transition to the FD when available.

NOTE
The FD appears 3 seconds after weight-off-wheels.
The PTM is removed:
• 7 or more seconds after weight-off-wheels
• 200 feet AGL or more.

When positive rate of climb is indicated:

(10) Landing gear ................................................................................ UP
Stabilized climb (not below 400 feet):
(11) FD modes ....................................................................... As required
(12) Autopilot .......................................................................... As required
(13) Autothrottle ..................................................................... As required
For derated thrust or FLEX takeoff, confirm that the autothrottle is selected
on.
When above acceleration altitude:
(14) FLAP ................................................................. Retract on schedule

Mode selections and callouts − Takeoff

Condition Mode selection PF PM
THRUST mode Thrust
active
Check

FCOM Vol. 2 Page 03−02−31

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 NORMAL PROCEDURES
A220−300 Normal procedures

L. Normal takeoff (Cont’d)

Mode selections and callouts − Takeoff

Condition Mode selection PF PM
At 80 KIAS and 80 knots, thrust
thrust at required set
N1 value
Check
At V1 V1
At VR Rotate
When positive Positive rate
rate of climb is
Gear up
confirmed
Stabilized climb Confirm/select FMS 1(2)
NAV or HDG (HDG)
Check
Acceleration Confirm/select (V)FLC
altitude FLC
Check
FLAP #
FLAP 0 After takeoff
checklist
After takeoff
checklist
complete

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 FCOM Vol. 2
ACCELERATION
ALTITUDE

Confirm/select (V)FLC

THRUST FLAP 0
STABILIZED
L. Normal takeoff (Cont’d)

Mode active CLIMB After takeoff checklist

BD500−3AB48−32600−02 (333)
Confirm/select
lateral modes
80 KIAS POSITIVE
RATE
Normal procedures

Confirm airspeed
and thrust Gear up
NORMAL PROCEDURES

Speed V2 +10

Takeoff profile
Figure 03−02−2
− COMPLETE −
VR

TAKEOFF
A220−300

Page 03−02−33

Issue 023A, Sep 01/2024

 NORMAL PROCEDURES
A220−300 Normal procedures

M. High wind takeoff

When aligned on the active runway:
(1) Brakes ............................................................................ As required

NOTE
Published performance for high wind takeoff accounts
for delayed setting of takeoff thrust lever position.
When not holding the brakes, the rolling takeoff
performance must also be used.

(2) Heading ................................................................................... Verify

Make sure that the airplane heading agrees with the assigned runway.
(3) Autothrottle .......................................................... Select, if required.

NOTE
1. For higher than normal headwinds (more than
40 kt), the autothrottle may not achieve the takeoff
N1 value. Consider the use of manual thrust.
2. When the autothrottle is either inoperative or not
armed (operative):
• A derated thrust takeoff cannot be initiated.
• A reduced thrust takeoff (FLEX) cannot be
initiated.
3. During takeoff, the autothrottle must not be
selected or re-selected after the thrust levers are
advanced to the takeoff setting until the aircraft is
at or above 400 feet AGL.

(4) Thrust levers ....................................................................... Advance

(a) Advance to approximately 55% N1 on both engines.
(b) Check that N1 for both engines is stabilized.
(5) Brakes .............................................................. Release, if required.

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 NORMAL PROCEDURES
Normal procedures A220−300

M. High wind takeoff (Cont’d)

At 20 knots ground speed:
(6) Thrust levers ....................................Immediately advance to takeoff
setting.

CAUTION
Failure to advance thrust levers to the takeoff setting by
60 knots ground speed may cause the extension of the
spoilers.

When thrust levers are advanced towards the takeoff setting and the
autothrottle is selected, the autothrottle engages and sets target takeoff N1
(as selected in the FMS and as limited by the Thrust Limitation at Low Speed
(TLLS)).
Autothrottle disconnect during takeoff:
If there is an autothrottle disconnect below 60 KIAS, abort takeoff.

NOTE
When derate is used, thrust levers should not be
advanced further except in an emergency. A further
thrust increase after an engine failure can result in a
loss of directional control while on the ground.

Autothrottle disconnect during a derated takeoff (TO-1, TO-2, or TO-3):

If there is an autothrottle disconnect above 60 KIAS:
• If N1 of both engines matches N1 target, continue takeoff.
• If N1 of either or both engine(s) does not match the N1 target, abort
takeoff.
Autothrottle disconnect during TO or FLEX takeoff:

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 NORMAL PROCEDURES
A220−300 Normal procedures

M. High wind takeoff (Cont’d)

If there is an autothrottle disconnect above 60 KIAS:
• Thrust levers must be set to MAX to continue the takeoff.
(7) FMA ...............................................................THRUST, as required.
The PF checks and announces the FMA mode change. When the
autothrottle activates, THRUST is displayed in green.
(8) Flight and engine instruments .............................................. Monitor
At 80 KIAS:
(9) Airspeed ................................................................................. Check
Both PFD speed indicators must agree.
(10) Takeoff N1 .............................................................................. Check
Check that the actual N1 of each engine has reached the N1 target (thrust
reference value).
At VR:
(11) Rotate towards PTM.
(a) Rotate 3 to 5 degrees per second towards PTM pitch attitude
and transition to the FD when available.

NOTE
The FD appears 3 seconds after weight-off-wheels.
The PTM is removed:
• 7 or more seconds after weight-off-wheels
• 200 feet AGL or more.

When positive rate of climb is indicated:

(12) Landing gear ................................................................................ UP
Stabilized climb (not below 400 feet):
(13) FD modes ....................................................................... As required

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 NORMAL PROCEDURES
Normal procedures A220−300

M. High wind takeoff (Cont’d)

(14) Autopilot .......................................................................... As required
(15) Autothrottle ..................................................................... As required
For derated thrust or FLEX takeoff, confirm that the autothrottle is selected
on.
When above acceleration altitude:
(16) FLAP ................................................................. Retract on schedule

Mode selections and callouts − Takeoff

Condition Mode selection PF PM
At 20 knots 20 knots
ground speed
THRUST mode Thrust
active
Check
At 80 KIAS and 80 knots, thrust
thrust at required set
N1 value
Check
At V1 V1
At VR Rotate
When positive Positive rate
rate of climb is
Gear up
confirmed
Stabilized climb Confirm/select FMS 1(2)
NAV or HDG (HDG)
Check
Acceleration Confirm/select (V)FLC
altitude FLC
Check
FLAP #

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 NORMAL PROCEDURES
A220−300 Normal procedures

M. High wind takeoff (Cont’d)

Mode selections and callouts − Takeoff

Condition Mode selection PF PM
FLAP 0 After takeoff
checklist
After takeoff
checklist
complete

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 FCOM Vol. 2
ACCELERATION
ALTITUDE
20 KNOTS
GROUND SPEED Confirm/select VFLC

Thrust levers to
takeoff setting
FLAP 0
STABILIZED
M. High wind takeoff (Cont’d)

THRUST

BD500−3AB48−32600−02 (333)
CLIMB
After takeoff checklist
Mode active Confirm/select
lateral modes
Normal procedures

80 KIAS POSITIVE
CLIMB
NORMAL PROCEDURES

Confirm
airspeed Gear up

Figure 03−02−3
and thrust

− COMPLETE −
Speed V2 +10
VR

High wind takeoff profile

TAKEOFF
A220−300

Page 03−02−39

Issue 023C, Dec 01/2024

 NORMAL PROCEDURES
A220−300 Normal procedures

N. Takeoff − Maximum recommended crosswind

The table that follows provides values for maximum crosswind based on
the conditions given in the Runway Condition Assessment Matrix
(RCAM).

Maximum recommended crosswind for takeoff

Runway Runway surface condition Pilot-reported Maximum
condition description braking recommended
code action crosswind
(kt)
6 Dry — 32 [1]
5 • Frost Good 32 [1]
• Wet (includes damp and 3 mm
(0.12 in.) depth or less of
water)
3 mm (0.12 in.) depth or less of:
• Slush
• Dry snow
• Wet snow
4 −15°C and colder outside air Good to 27 [1]
temperature: medium
• Compacted snow
3 • Wet (“slippery when wet” Medium 20 [1]
runway)
• Dry snow or wet snow (any
depth) over compacted snow
More than 3 mm (0.12 in.) depth,
of:
• Dry snow
• Wet snow

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 NORMAL PROCEDURES
Normal procedures A220−300

N. Takeoff − Maximum recommended crosswind (Cont’d)

Maximum recommended crosswind for takeoff

Runway Runway surface condition Pilot-reported Maximum
condition description braking recommended
code action crosswind
(kt)
Warmer than −15°C outside air
temperature:
• Compacted snow
2 More than 3 mm (0.12 in.) depth, Medium to 10 [1]
of: poor
• Water
• Slush
1 Ice Poor 10 [1]
[1] AFM engine operating takeoff limits due to wind can be more restrictive
for takeoff.

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 NORMAL PROCEDURES
A220−300 Normal procedures

IN FLIGHT
A. After takeoff
(1) Landing gear ................................................................................ UP
(2) FLAP ............................................................................................... 0
(3) ANTI-ICE, L COWL ................................................................ AUTO
(4) ANTI-ICE, WING .................................................................... AUTO
(5) ANTI-ICE, R COWL ................................................................ AUTO
(6) APU BLEED ................................................................... Select auto
(7) EICAS ................................................................................. Checked
The PM checks messages.
− COMPLETE −

B. Initial climb − Maneuvering speeds

During the takeoff phase, the speeds that follow are recommended:
• All engines operating: V2 + 10 KIAS
• One engine inoperative: V2
When a turn in the takeoff configuration is required, these bank angles
are permitted:
• All engines operating: Maximum bank angle of 30 degrees
• One engine inoperative: Maximum bank angle of 15 degrees

C. Slat/flap retraction
While the aircraft is accelerating, slat/flap retraction is done by selecting
the next FLAP position as it becomes available (F-speed shown on
airspeed tape). Selection of the next flap position must be initiated at a
speed not less than the F-speed for the next flap position. For example,
while accelerating with FLAP 3, flap retraction to FLAP 2 can be initiated
at not less than the posted F2 speed.

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 NORMAL PROCEDURES
Normal procedures A220−300

C. Slat/flap retraction (Cont’d)

The PF calls each FLAP configuration change. The PM retracts the
FLAP on schedule.
When a turn is required while accelerating, the bank angles that follow
are permitted when flap retraction is initiated at the F-speeds:
• All engines operating: Maximum bank angle of 25 degrees
• One engine inoperative: Maximum bank angle of 15 degrees
With all engines operating, if flap retraction is desired during a 30-degree
bank turn, add 10 KIAS to the posted F-speeds before selecting flap.

D. Wing anti-ice check in flight

NOTE
1. Automatic anti-ice activation: If the wing anti-ice is
activated automatically for more than three
consecutive minutes without any failure during
flight, then it meets the objective of the wing
anti-ice check and the wing anti-ice test is no
longer required for that respective day.
2. Manual anti-ice activation: It is acceptable to
momentarily activate the wing anti-ice in flight
instead of doing the test on the ground (refer to
Normal procedures − Before taxi).

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 NORMAL PROCEDURES
A220−300 Normal procedures

D. Wing anti-ice check in flight (Cont’d)

(1) ♦♦ Wing anti-ice check ..................... Complete, if wing anti-ice test
not done on ground.
(a) The wing anti-ice check can be done:
➡ During climb below 31000 feet (or below 19000 feet
in dual bleed and single pack configuration) with
TAT equal to or below 15°C (59°F) – Go to (b)
➡ During descent below 31000 feet with TAT equal to
or below 15°C (59°F) – Go to (h)
➡ Below 19000 feet and before the approach, with TAT
equal to or below 15°C (59°F) – Go to (n)
(b) During climb below 31000 feet (or below 19000 feet in
dual bleed and single pack configuration) with TAT equal
to or below 15°C (59°F):
(c) Confirm that thrust is set at CLB, CLB-1, or CLB-2.
Maintain the same thrust setting, either at CLB, CLB-1, or CLB-2, for the
duration of the check.
(d) ANTI-ICE, WING ................................................................. ON
(e) After 3 minutes, confirm no wing anti-ice warning or caution
message shown.
(f) ANTI-ICE, WING ............................................................ AUTO
(g) Thrust levers .......................................................... As required
− COMPLETE −
(h) During descent below 31000 feet with TAT equal to or
below 15°C (59°F):
(i) Thrust levers .................................................................... IDLE
Maintain thrust at IDLE for the duration of the check.
(j) ANTI-ICE, WING ................................................................. ON

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 NORMAL PROCEDURES
Normal procedures A220−300

D. Wing anti-ice check in flight (Cont’d)

(k) After 3 minutes, confirm no wing anti-ice warning or caution
message shown.
(l) ANTI-ICE, WING ............................................................ AUTO
(m) Thrust levers .......................................................... As required
− COMPLETE −
(n) Below 19000 feet and before the approach, with TAT
equal to or below 15°C (59°F):
(o) ANTI-ICE, WING ................................................................. ON
(p) After 2 minutes, confirm no wing anti-ice warning or caution
message shown.
(q) ANTI-ICE, WING ............................................................ AUTO
− COMPLETE −
− COMPLETE −

E. High altitude climb check (before reaching 35000 feet)

CAUTION
If still in icing conditions, climb must be stopped at
35000 feet. Failure to select WING ANTI-ICE to
OFF above 35000 feet could result in engine
nacelle overheating, and trigger engine fire warnings.

(1) ANTI-ICE, WING ....................................................................... OFF

(2) Avoid icing conditions.
− COMPLETE −

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 NORMAL PROCEDURES
A220−300 Normal procedures

F. Cruise/holding
Green dot speed maximizes the climb gradient, minimizes drag and is
the minimum recommended speed in the cruise configuration. Green dot
speed is the recommended best speed for holding as it results in
minimum fuel flow.
Green dot speed varies depending on all-engines versus one-engine
inoperative conditions.
These bank angles are permitted during flight at green dot speed:
• All engines operating:
– Maximum bank angle of 30 degrees at altitudes up to 31500 ft.
– Maximum bank angle of 15 degrees at altitudes above 31500 ft.
• One engine inoperative: Maximum bank angle of 25 degrees

G. Descent and approach

(1) ANTI-ICE, WING (below
35000 feet) ............................................................................. AUTO
(2) FMS ............................................................................................. Set
Refer to FMS Operating Guide.

NOTE
1. When preparing for arrival, confirm on FMS, PERF
− ARR when destination QNH is displayed that ALT
is at or below 10000 feet.
2. The flight crew should pay attention to a barometric
reference that significantly differs from the one
used for approach preparation. That could be the
symptom of a barometric reference error.
In this case the flight crew should consider the
confirmation of the barometric reference from all
available sources.

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 NORMAL PROCEDURES
Normal procedures A220−300

G. Descent and approach (Cont’d)

(3) Minima ......................................................................................... Set
Set MDA and/or DH.
(4) AUTOBRAKE ................................................................. As required
(5) EICAS ................................................................................. Checked
Both pilots check messages.
(6) Approach briefing .............................................................. Complete
This briefing includes STAR, approach type, minima, flap setting, Vspeeds,
AUTOBRAKE setting, environmental conditions and missed approach.
− COMPLETE −

H. Slat/flap extension
The deceleration to landing configuration is intended to be completed as
a continuous flow. The deceleration normally starts between 3000 and
2000 feet Above Aerodrome/Airport Elevation (AAE) to be stable by
1000 feet AAE.
Slat/flap extension is done by selecting the next FLAP position as it
becomes available (F-speed shown on airspeed tape).
To minimize thrust lever movement, it is recommended to select the next
FLAP position as the speed trend vector reaches the next F-speed. The
PF calls each FLAP configuration change. The PM extends the FLAP on
schedule.
The maximum bank angle permitted when slat/flap extension is initiated
at the F-speeds while decelerating is 25 degrees of bank. If slat/flap
extension is desired during a 30-degree bank turn, add 10 KIAS to the
posted F-speeds before selecting the next FLAP position.
When the flaps are deployed in position 2 and beyond, extending the
speed brakes may induce a slight roll movement and a small lateral
control asymmetry may remain in calm conditions until disturbed by a
control input or by an atmospheric disturbance.

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 NORMAL PROCEDURES
A220−300 Normal procedures

H. Slat/flap extension (Cont’d)

At certain weights, the posted F1 speed may be higher than the green
dot speed because it includes a specific margin to account for
deceleration if the flaps are selected.
If maneuvering is required at speeds at or above green dot, but below
the posted F1, the flight crew can safely maintain the configuration at
FLAP 0 without any loss of maneuvering capability. As soon as a speed
reduction below green dot is required, FLAP 1 should be selected.
If FMS F-speeds are not shown or available, the suggested slat/flap
extension speeds for each FLAP configuration are as follows:
• FLAP 1 = 220 KIAS
• FLAP 2 = 200 KIAS
• FLAP 3 = 180 KIAS
• FLAP 4 = 160 KIAS or while slowing to VREF (for FLAP 4 landing)
• FLAP 5 = Slowing to VREF

I. Stabilized approach philosophy

To maximize aircraft efficiency, every effort must be made to use a
continuous descent profile. Level-offs due to ATC, or procedural
constraints, are to be expected and should not change procedures
significantly, except for anticipating when to begin deceleration and
aircraft configuration changes for landing.
Approach slopes should normally be intercepted above 1500 feet AAE
and guidelines are given for a 3-degree flight path angle.
A stabilized approach is extremely important to ensure a safe approach
and landing. The use of a stabilized approach concept is encouraged to
help eliminate CFIT. The stabilized approach is characterized by
maintaining a stable:
• Approach speed,
• Descent rate,
• Vertical flight path, and

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 NORMAL PROCEDURES
Normal procedures A220−300

I. Stabilized approach philosophy (Cont’d)

• Configuration to landing.
After crossing the FAF, the crew must ensure correct configuration for
landing, the proper approach speed, power setting, and flight path before
descending below the minimum stabilized approach height:
• 1000 ft AAE in IMC, or
• 500 ft AAE in VMC.
Benefits of a stabilized approach are:
• Increased safety and standardization,
• Improved Situational Awareness (SA),
• Reduced pilot workload,
• Improved fuel efficiency,
• Reduced noise levels,
• Approach procedure similarities (precision and non-precision
approaches), and
• Reduced probability of infringement on required obstacle clearance
during the final approach segment.

J. Continuous Descent Final Approach (CDFA)

CDFA is a technique consistent with stabilized approach procedures for
flying the final approach segment of a non-precision approach procedure
as a constant descent. This is accomplished without level-off from an
altitude at or above the final approach fix altitude to a point approximately
15 m (50 ft) height above the landing runway threshold or the point
where the flare maneuver should begin.
CDFA procedures consider the Minimum Descent Altitude (MDA) as a
Decision Altitude (DA) and, if the runway is not in sight when the aircraft
reaches the MDA, a go-around must be executed.
Some authorities may also require that a buffer be added to the MDA
when using it as a DA for a CDFA so that a descent below the published
MDA does not occur during the initiation of the go-around procedure.

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 NORMAL PROCEDURES
A220−300 Normal procedures

J. Continuous Descent Final Approach (CDFA) (Cont’d)

The authorities require adequate training programs and guidance to the
flight crews to obtain an Operations Specification (Ops Spec) for
conducting CDFA procedures.
Compliance with these instructions does not constitute operational
approval for the use of CDFA procedures.

K. Approach capability – Approach Status Annunciator (ASA)

(1) ILS approaches – With or without autoland
During an ILS approach, the aircraft will automatically show the
highest available approach capability (automatic up-mode capability)
in the ASA field of the PFD (and HUD), based on aircraft system
health and configuration.
The table that follows describes the ASA indications:

ASA indication Lowest weather Autoland possible

permitted
LAND 2 CAT III fail passive Yes
(with DH)
APPR 2 CAT II (DH) No
(without HUD)
APPR 2 CAT II (DH) No
(with HUD)
APPR 1 CAT I No

Supplement 8 − Category II, Category III and autoland operations.

must be used for all autoland approaches.
(2) Non-ILS approaches
For all non-ILS approaches, when the navigation source (NAV SRC)
is FMS, there is no indication on the ASA.
Localizer-based backcourse approaches have no autoland
functionality and there is no indication on the ASA.

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 NORMAL PROCEDURES
Normal procedures A220−300

L. Glideslope/glidepath intercept from above

Usually, an ILS or RNAV approach profile will show a
glideslope/glidepath capture from below. However, there are situations
that will require a glideslope/glidepath capture from above. When this
occurs, it is recommended to try to capture the glideslope/glidepath
before the FAF/FAP or, in any case, before 1000 feet AAE.
The technique that follows can help the crew intercept the
glideslope/glidepath safely and establish a stabilized approach before
1000 feet AAE:
• Select APPR on the FCP and make sure the GS (VGP) is armed.
• Establish final landing configuration and set the FCP altitude (not
below 1000 feet AAE).
• Select (V)FLC and make sure that the thrust levers are reduced to
IDLE.
• If necessary, set the maximum vertical speed at −1000 to −1500 fpm
to achieve GS (VGP) capture.
• Monitor the rate of descent and airspeed to avoid flap exceedance.
Use flight spoilers, as required.
• After GS (VGP) capture, continue normal procedures.
If not stable before 1000 feet AAE, a go-around must be completed.

M. FCP modes and FMA for different approaches

The use of Vertical Navigation (VNAV) is recommended to reduce crew
workload and ensure that altitude constraints are respected in all phases
of flight. The table that follows assumes that the approach is started with
VNAV already selected by the crew.

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 NORMAL PROCEDURES
A220−300 Normal procedures

M. FCP modes and FMA for different approaches (Cont’d)

Approach FCP FMA

type
Cleared Above Lateral Vertical
for the 1500 feet
approach AAE
Select
ILS [4][5] APPR APPR LOC GS
1(2) then
APPR LOC
LPV [5] APPR APPR VGP
FMS 1(2)
LNAV/ APPR APPR VGP
VNAV [5] FMS 1(2)
SCDA LNAV [5] APPR APPR VGP
FMS 1(2)
VOR APPR APPR VGP
(GNSS FMS 1(2)
overlay) [5]
NDB APPR APPR VGP
(GNSS FMS 1(2)
overlay) [5]
LOC [1][2][4] APPR Select APPR LOC VPATH
NAV 1(2)
then LOC
Deselect FPA
1(2)
VNAV
B/C [4] APPR Deselect APPR B/C FPA
VNAV 1(2)
NDB [1][2][3] APPR APPR VPATH
(no GNSS FMS 1(2)
overlay)

Page 03−02−52 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

M. FCP modes and FMA for different approaches (Cont’d)

Approach FCP FMA

type
Cleared Above Lateral Vertical
for the 1500 feet
approach AAE
Select
Deselect FPA
VNAV
VOR APPR APPR VPATH
[1][2][3] FMS 1(2)
Deselect FPA
(no GNSS
VNAV
overlay)
VOR [3] APPR APPR VPATH
(approach VOR 1(2)
FPA
not in FMS
database)
[1] VPATH (VNAV) may not be displayed beyond the FAF (depending on
the last FMS waypoint).
[2] No later than the FAF, the PF must deselect VNAV (changing to FPA
mode) and maintain/adjust flight path angle as required. When FPA is
the active mode, the PF sets the missed approach altitude (MAA).
[3] VOR or NDB with APPR FOR REFERENCE ONLY. PF and PM must
show the appropriate bearing pointers.
[4] APPR should be armed when the aircraft is in a position to capture the
localizer with an intercept angle no greater than 70 degrees.
[5] If an underspeed (USPD) condition occurs during a precision or non-
precision approach, after speed recovery, the crew must re-select VNAV,
and deselect then re-select the approach on the FCP.

FCOM Vol. 2 Page 03−02−53

BD500−3AB48−32600−02 (333) Issue 023A, Sep 01/2024

 NORMAL PROCEDURES
A220−300 Normal procedures

N. ILS approach

Mode selections and callouts – ILS approach

Condition Mode PF PM
selection
Cleared for approach Select APPR Approach
[1]
Check
Approaching localizer Localizer
alive
Check
Localizer captured APPR LOC
1(2)[2]
Check
Approaching glideslope Glideslope
alive
Check
FLAP configuration as FLAP #
required
Glideslope captured GS
Missed
approach
altitude __ set
Check
Glideslope altitude check __ feet at __
Check
When ready for deceleration Gear down,
to landing configuration and FLAP #
speed
Before land-
ing checklist

Page 03−02−54 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

N. ILS approach (Cont’d)

Mode selections and callouts – ILS approach

Condition Mode PF PM
selection
Before land-
ing checklist
complete
At final aircraft landing MAN SPD
configuration Set VREF
100 feet above minimums Approaching
minimums
Check
At minimums Minimums
Landing (go-
around)
Decelerating through 80 80 knots
KIAS
[1] APPR should be armed when the aircraft is in a position to capture the
localizer with an intercept angle no greater than 70 degrees.
[2] In the initial LOC tracking, excessive lateral deviations can occur.

FCOM Vol. 2 Page 03−02−55

BD500−3AB48−32600−02 (333) Issue 023A, Sep 01/2024

 A220−300

Page 03−02−56
Co 2000 FT AAE
ntin
uou
sd
esc
ent GS INTERCEPT Start continuous

Issue 023A, Sep 01/2024

FLAP 1 deceleration to VREF
N. ILS approach (Cont’d)

Set MAA Gear down

3000 ft AAE Before landing checklist

FLAP 1 FLAP 2

2000 ft AAE
FLAP 1 FLAP 2

Figure 03−02−4
ILS approach profile
GS alive GS intercept
nd
Start continuous deceleration to VREF −a rou
Set MAA Go
Gear down Minimums
Before landing checklist
Normal procedures
NORMAL PROCEDURES

BD500−3AB48−32600−02 (333)
FCOM Vol. 2
 NORMAL PROCEDURES
Normal procedures A220−300

O. Approaches with vertical guidance

Mode selections and callouts – Approaches with vertical guidance

LPV, LNAV/VNAV, LNAV and GNSS overlay NDB and VOR approaches
Condition Mode PF PM
selection
Cleared for approach Select APPR Approach
Check
FMS course captured APPR FMS
1(2)
Check
Approaching path Path alive
Check
FLAP configuration as FLAP #
required
VGP captured VGP
Missed
approach
altitude __ set
Check
When ready for deceleration Gear down,
to landing configuration and FLAP #
speed
Before land-
ing checklist
Before land-
ing checklist
complete
Over the FAF __ feet at __
RNP (LPV)
approach

FCOM Vol. 2 Page 03−02−57

BD500−3AB48−32600−02 (333) Issue 023A, Sep 01/2024

 NORMAL PROCEDURES
A220−300 Normal procedures

O. Approaches with vertical guidance (Cont’d)

Mode selections and callouts – Approaches with vertical guidance

LPV, LNAV/VNAV, LNAV and GNSS overlay NDB and VOR approaches
Condition Mode PF PM
selection
Check
At final aircraft landing MAN SPD set
configuration VREF
100 feet above minimums Approaching
minimums
Check
At minimums Minimums
Landing (go-
around)
Decelerating through 80 80 knots
KIAS

Page 03−02−58 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 FCOM Vol. 2
Co
ntin 2000 FT AAE
uou
sd
esc
ent GP INTERCEPT Start continuous
FLAP 1 deceleration to VREF

Set MAA Gear down

3000 ft AAE Before landing checklist

BD500−3AB48−32600−02 (333)
FLAP 1 FLAP 2
Normal procedures

2000 ft AAE
NORMAL PROCEDURES

FLAP 1 FLAP 2

Figure 03−02−5
GP alive GP intercept
d
O. Approaches with vertical guidance (Cont’d)

Start continuous deceleration to VREF oun

Set MAA −ar
Gear down Go
Before landing checklist Minimums

Approaches with vertical guidance profile

A220−300

Page 03−02−59

Issue 023A, Sep 01/2024

 NORMAL PROCEDURES
A220−300 Normal procedures

P. Approaches without vertical guidance

Mode selections and callouts – Approaches without vertical guidance

Non-GNSS overlay NDB and VOR approaches
Condition Mode PF PM
selection
Cleared for approach Select APPR Approach
Check
FMS course captured APPR FMS
1(2)
Check
Approaching path Set altitude Path alive
selector to
Check
MDA
FLAP configuration as FLAP #
required
VPATH captured VPATH
Check
Stabilized on VPATH and Deselect FPA
before the FAF VNAV Missed
approach
altitude __ set
Check
When ready for deceleration Gear down,
to landing configuration and FLAP #
speed
Before land-
ing checklist
Before land-
ing checklist
complete

Page 03−02−60 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

P. Approaches without vertical guidance (Cont’d)

Mode selections and callouts – Approaches without vertical guidance

Non-GNSS overlay NDB and VOR approaches
Condition Mode PF PM
selection
Over the FAF __ feet at __
Check
At final aircraft landing MAN SPD
configuration Set VREF
100 feet above minimums Approaching
minimums
Check
At minimums Minimums
Landing
(go-around)
Decelerating through 80 80 knots
KIAS

Mode selections and callouts – Approaches without vertical guidance

LOC approach
Condition Mode PF PM
selection
Cleared for approach Select APPR Approach
[1]
Check
Approaching localizer Localizer
alive
Check
Localizer captured APPR LOC
1(2)

FCOM Vol. 2 Page 03−02−61

BD500−3AB48−32600−02 (333) Issue 023A, Sep 01/2024

 NORMAL PROCEDURES
A220−300 Normal procedures

P. Approaches without vertical guidance (Cont’d)

Mode selections and callouts – Approaches without vertical guidance

LOC approach
Condition Mode PF PM
selection
Check
Stabilized on localizer – Select NAV LOC 1(2)
above 1500 feet AAE
Check
Approaching path Set altitude VFPA
selector to
Check
MDA
Select FPA
FLAP configuration as FLAP #
required
Over the FAF __ feet at __
Check
Stabilized on path and below Deselect FPA
missed approach altitude VNAV Missed
Set altitude approach
selector to altitude __ set
MAA
Check
When ready for deceleration Gear down,
to landing configuration and FLAP #
speed
Before land-
ing checklist
Before land-
ing checklist
complete
At final aircraft landing MAN SPD
configuration Set VREF

Page 03−02−62 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

P. Approaches without vertical guidance (Cont’d)

Mode selections and callouts – Approaches without vertical guidance

LOC approach
Condition Mode PF PM
selection
100 feet above minimums Approaching
minimums
Check
At minimums Minimums
Landing
(go-around)
Decelerating through 80 80 knots
KIAS

NOTE
When no altitude distance chart is available, it is recommended to
descend to the FAF crossing altitude and complete the aircraft
configuration for landing before crossing the FAF and engaging FPA
in order to descend to the MDA.

[1] APPR should be armed when the aircraft is in a position to capture the
localizer with an intercept angle no greater than 70 degrees.

Mode selections and callouts – Approaches without vertical guidance

B/C approach
Condition Mode PF PM
selection
Cleared for approach Select APPR Approach
[1]
Check
Approaching localizer Localizer
alive

FCOM Vol. 2 Page 03−02−63

BD500−3AB48−32600−02 (333) Issue 023A, Sep 01/2024

 NORMAL PROCEDURES
A220−300 Normal procedures

P. Approaches without vertical guidance (Cont’d)

Mode selections and callouts – Approaches without vertical guidance

B/C approach
Condition Mode PF PM
selection
Check
Localizer captured APPR B/C
1(2)
Check
Approaching path Set altitude VPATH
selector to
Check
MDA
FLAP configuration as FLAP #
required
Over the FAF __ feet at __
Check
Stabilized on path and below Deselect Select rate
missed approach altitude VNAV FPA
Set altitude Missed
selector to approach
MAA altitude __ set
Check
When ready for deceleration Gear down,
to landing configuration and FLAP #
speed
Before land-
ing checklist
Before land-
ing checklist
complete

Page 03−02−64 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

P. Approaches without vertical guidance (Cont’d)

Mode selections and callouts – Approaches without vertical guidance

B/C approach
Condition Mode PF PM
selection
At final aircraft landing MAN SPD
configuration Set VREF
100 feet above minimums Approaching
minimums
Check
At minimums Minimums
Landing
(go-around)
Decelerating through 80 80 knots
KIAS
[1] APPR should be armed when the aircraft is in a position to capture the
localizer with an intercept angle no greater than 70 degrees.

FCOM Vol. 2 Page 03−02−65

BD500−3AB48−32600−02 (333) Issue 023A, Sep 01/2024

 A220−300

Page 03−02−66
Co 2000 FT AAE
ntin
uou
sd
esc Start continuous
e

Issue 023A, Sep 01/2024

nt
FLAP 1 deceleration to VREF
Gear down
Before landing checklist
3000 ft AAE
FLAP 1 FLAP 2 BEFORE
THE FAF
Deselect VNAV
Set MAA
2000 ft AAE
FLAP 1 FLAP 2

Figure 03−02−6
VPATH alive
ound
Start continuous deceleration to VREF −ar
Go
P. Approaches without vertical guidance (Cont’d)

Gear down Minimums

Before landing checklist
Normal procedures

Approaches without vertical guidance profile

NORMAL PROCEDURES

BD500−3AB48−32600−02 (333)
FCOM Vol. 2
 NORMAL PROCEDURES
Normal procedures A220−300

Q. Circling approach

Mode selections and callouts – Circling procedure

Condition Mode PF PM
selection
Cleared for approach Select APPR Approach
Check
Lateral course capture APPR FMS
1(2) or APPR
LOC 1(2)
Check
Approaching path Set altitude Path alive
selector to
Check
MDA
FLAP configuration as FLAP #
required
Vertical path captured:
− VGP vertical guidance VGP
− VPATH vertical guidance VPATH
Check
When ready for deceleration Gear down,
to landing configuration and FLAP #
speed
Before land-
ing checklist
Before land-
ing checklist
complete
Above 1500 feet AAE:
− VGP vertical guidance Deselect FPA
VNAV

FCOM Vol. 2 Page 03−02−67

BD500−3AB48−32600−02 (333) Issue 023A, Sep 01/2024

 NORMAL PROCEDURES
A220−300 Normal procedures

Q. Circling approach (Cont’d)

Mode selections and callouts – Circling procedure

Condition Mode PF PM
selection
− VPATH vertical guidance Deselect FPA
VNAV
Check
Over the FAF __ feet at __
Check
At final aircraft landing MAN SPD
configuration VREF + 10 KIAS
100 feet above minimums Approaching
minimums
Check
Altitude capture at MDA ALTS Minimums
Missed
approach
altitude __ set
Check
Visual contact or missed Visual XX
approach point o’clock or
missed
approach
point
Circling or go-
around
When aligned with landing MAN SPD
runway and ready to land VREF
Decelerating through 80 80 knots
KIAS

Page 03−02−68 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 FCOM Vol. 2
CIRCLING
CONFIGURATION

FLAP 4 or 5
Circling as required VREF +10
Before landing checklist completed
Set altitude selector to MDA
MDA
CAPTURED
Q. Circling approach (Cont’d)

BD500−3AB48−32600−02 (333)
Set MAA
Normal procedures

ON FINAL IFR APPROACH TO

NORMAL PROCEDURES

CIRCLING MINIMUMS
VREF

Figure 03−02−7
Circling approach
RUNWAY CAUTION −
READY TO The aircraft will
START CIRCLING not level at MDA if
FD vertical mode is
Select HDG GS or VGP
A220−300

Page 03−02−69

Issue 023A, Sep 01/2024

 NORMAL PROCEDURES
A220−300 Normal procedures

R. Circuit/visual approach
Selection of visual approach in the FMS provides a FD-guided 3-degree
slope to the threshold.

Mode selections and callouts – Circuit/visual approach

Condition Mode PF PM
selection
FLAP configuration as FLAP #
required
When ready for landing gear Gear down
selection
When ready for final FLAP FLAP 4(5),
selection Before land-
ing checklist
Before land-
ing checklist,
complete
At final aircraft landing MAN SPD set
configuration VREF
Before landing Autopilot off
FD off
Decelerating through 80 80 knots
KIAS

Page 03−02−70 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 FCOM Vol. 2
FLAP 2 SPEED VISUAL
ot
nd APPROACH
e
gre
FLAP 2
READY TO ABEAM d
pee
TURN BASE THRESHOLD ds
e
nd
Gear down FLAP 1 me
m
FLAP 3 co
Re

BD500−3AB48−32600−02 (333)
Approx 2−3 nm downwind spacing
App
rox
45
deg
ree 1500 ft AAE
BASE
R. Circuit/visual approach (Cont’d)

offs
et
ACCELERATING THROUGH
Normal procedures

FLAP RETRACTION SPEED

FD/AP/AT
NORMAL PROCEDURES

FLAP 4(5) FINAL

as required After takeoff checklist
Min speed VREF +10
Before landing V REF

Figure 03−02−8
checklist
POSITIVE RATE
AP off
FD off Gear up

Visual circuit approach profile

NOTE
Low thrust lever angles below 1000 ft AGL with
flaps less than FLAP 4 causes a TOO LOW FLAP alert.
A220−300

Page 03−02−71

Issue 023A, Sep 01/2024

 NORMAL PROCEDURES
A220−300 Normal procedures

S. Before landing
(1) Altimeters ................................................. ( ) Set and cross-checked
(2) Landing gear ................................................................................ DN
(3) FLAP ..............................................................................( ) indicating

NOTE
The normal flap setting for landing is FLAP 4. FLAP 5
can be used for short field landings without additional
operational restrictions.

(4) Cabin ...................................................................................... Ready

If applicable, on EICAS page, check CABIN tile is READY (green).
− COMPLETE −

T. Landing configuration − Maneuvering speeds

While in the landing configuration with all engines operating at VREF (or
corrected VREF if icing speeds applicable), the maximum bank angle is
25 degrees.
For a 30-degree bank turn while in the landing configuration, add 5 KIAS
more to VREF (or corrected VREF if icing speeds applicable).

U. Speed adder for approach and landing in gusty wind conditions

The VREF speed adder should be used for approach and landing when
turbulence or gusty wind conditions are anticipated during the approach
and landing.
When gusty conditions are reported, it is recommended to add half of the
gust, to a maximum of 10 KIAS.
The speed adder should be entered in the field adjacent to the VREF on
the PERF − ARR tab.

Page 03−02−72 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

V. Landing − Maximum recommended crosswind

The table that follows provides values for maximum crosswind based on
the conditions given in the Runway Condition Assessment Matrix
(RCAM).

Maximum recommended crosswind for landing

Runway Runway surface condition Pilot-reported Maximum
condition description braking recommended
code action crosswind
(kt)
6 Dry — 29
5 • Frost Good 29
• Wet (includes damp and 3 mm
(0.12 in.) depth or less of
water)
3 mm (0.12 in.) depth or less of:
• Slush
• Dry snow
• Wet snow
4 −15°C and colder outside air Good to 27
temperature: medium
• Compacted snow
3 • Wet (“slippery when wet” Medium 20
runway)
• Dry snow or wet snow (any
depth) over compacted snow
More than 3 mm (0.12 in.) depth,
of:
• Dry snow
• Wet snow

FCOM Vol. 2 Page 03−02−73

BD500−3AB48−32600−02 (333) Issue 023A, Sep 01/2024

 NORMAL PROCEDURES
A220−300 Normal procedures

V. Landing − Maximum recommended crosswind (Cont’d)

Maximum recommended crosswind for landing

Runway Runway surface condition Pilot-reported Maximum
condition description braking recommended
code action crosswind
(kt)
Warmer than −15°C outside air
temperature:
• Compacted snow
2 More than 3 mm (0.12 in.) depth, Medium to 10
of: poor
• Water
• Slush
1 Ice Poor 10

W. Airplane geometry considerations for landing

(1) Eye-to-Wheel Height (EWH)
Eye-to-Wheel Height (EWH) is the highest expected vertical distance
from the pilot’s eyes to the lowest portion of the airplane at threshold
crossing speed with maximum certified landing weight, in the normal
landing configuration with a given glideslope.
The EWH (H1) value in the table that follows assumes these
conditions:
• Maximum certified landing weight,
• Normal landing configuration and speed (FLAP 4 or 5),
• Glideslope of 3 degrees, and
• ILS antenna crosses threshold at 50 feet.

Page 03−02−74 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

W. Airplane geometry considerations for landing (Cont’d)

GLIDESLOPE PILOT EYE
RECEIVER POSITION
(ANTENNA)
PILOT EYE PATH

ILS
ANTENNA
PATH
EWH
(H1)
H
WHEEL PATH
LOWEST POINT ON TIRE
NOTES
1. is the aircraft pitch attitude in the landing configuration.
2. is the ILS glidepath angle.

Eye−to−wheel height
Figure 03−02−9

Eye-to-Wheel Height (EWH)

Aircraft pitch Glidepath H EWH (H1)
attitude (degrees) (ft) (ft)
(degrees)
1 3 14 20
2 15 21
3 16 21
4 17 22

(2) ILS final approach and landing geometry

The ILS landing geometry data in the table that follows assumes
these conditions:
• FLAP 4 or 5,
• Pilot eye position at 55 feet,
• ILS antenna crosses threshold at 50 feet,
• ILS glidepath angle of 2.5, 3, or 3.5 degrees (as applicable),

FCOM Vol. 2 Page 03−02−75

BD500−3AB48−32600−02 (333) Issue 023A, Sep 01/2024

 NORMAL PROCEDURES
A220−300 Normal procedures

W. Airplane geometry considerations for landing (Cont’d)

• No flare at main gear touchdown, and
• Pitch angle of 4 degrees.

PILOT EYE (55 FEET)

ILS ANTENNA (50 FEET)

EWH
(H1)

MAIN GEAR WHEN

ANTENNA AT THRESHOLD

MAIN GEAR PATH

MAIN GEAR GS TRANSMITTER
MAIN GEAR AT THRESHOLD TOUCHDOWN
(RA INDICATION) POINT (NO FLARE)

THRESHOLD C B
A

ILS final approach and landing geometry

Figure 03−02−10

ILS final approach and landing geometry <Metric>

Main gear Main gear EWH Glideslope A B C
when at (H1) (degrees) (m) (m) Touchdown
antenna at threshold (ft) point
threshold (ft) (m)
(ft)
38 33 22 3.5 249 85 164
3 291 99 192
2.5 349 119 230

(3) Landing threshold and touchdown geometry

Page 03−02−76 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

W. Airplane geometry considerations for landing (Cont’d)

2 TO 4 DEGREES
4 TO 9 DEGREES

50 FEET

THRESHOLD TOUCHDOWN

Landing threshold and touchdown geometry

Figure 03−02−11
At touchdown, these pitch and bank angles must be observed:
• Bank angles of more than 15 degrees can cause an engine
nacelle strike.
• Pitch angles of more than 10 degrees can cause an aft fuselage
strike.

X. Go-around procedure
For recommendations on single engine go-around, refer to Chapter 8 −
Operational guidance – Go-around − Single engine.
(1) TOGA ..................................................................................... Select
Automatically engages the autothrottles, sets Flight Director (FD) to give
initial pitch guidance, and synchronizes heading bug.
(2) Thrust levers ........................................ Advance to go-around thrust
Monitor thrust.
(3) Rotate to follow FD.

FCOM Vol. 2 Page 03−02−77

BD500−3AB48−32600−02 (333) Issue 023A, Sep 01/2024

 NORMAL PROCEDURES
A220−300 Normal procedures

X. Go-around procedure (Cont’d)

(4) FLAP ..................................................................... Set for go-around

Landing FLAP Go-around FLAP

4 2
5 4

NOTE
During single engine go-around, the beta target
indicator is shown.

When a positive rate of climb is indicated:

(5) Landing gear ................................................................................ UP
(6) Speed .......................................................................Set VAC or VGA
(7) FD modes ....................................................................... As required
(8) Autopilot .......................................................................... As required
(9) FLAP ................................................................. Retract on schedule
(10) After go-around .....................................Accomplish Refer to Normal
procedures – After go-around.

Mode selections and callouts – Go−around – Dual engine

Condition Mode PF PM
selection
Go−around decision made Select TOGA Go−around
FLAP 2(4)
FLAP 2(4)
Positive rate of climb Positive rate
confirmed
Gear up

Page 03−02−78 FCOM Vol. 2

Issue 023A, Sep 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

X. Go-around procedure (Cont’d)

Mode selections and callouts – Go−around – Dual engine

Condition Mode PF PM
selection
Confirm/
select MAN
SPD − Set
VGA
Selection and/or confirmation Select or FMS 1(2)
of lateral navigation modes confirm NAV (HDG)
as required (HDG)
Check
At acceleration altitude FLAP #
After go−
around
checklist
After go−
around
checklist
complete

FCOM Vol. 2 Page 03−02−79

BD500−3AB48−32600−02 (333) Issue 023A, Sep 01/2024

 NORMAL PROCEDURES
A220−300 Normal procedures

X. Go-around procedure (Cont’d)

FLAP 0

ACCELERATION
ALTITUDE

STABILIZED CLIMB

Confirm/select MAN

Confirm/select
lateral modes
Gear up
POSITIVE
CLIMB

Confirm GA thrust set

Select TOGA
FLAP 2(4)

Go−around − Dual engine profile

Figure 03−02−12
− COMPLETE −

Page 03−02−80 FCOM Vol. 2

Issue 023C, Dec 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

Y. Go-around − Maneuvering speeds

During the go-around phase, the following speeds are recommended:
• All engines operating: VGA (or corrected VGA if icing speeds
applicable)
• One engine inoperative: VAC (or corrected VAC if icing speeds
applicable)
When a turn in the go-around phase is required, these bank angles are
permitted:
• All engines operating: Maximum bank angle of 30 degrees at VGA (or
corrected VGA if icing speeds applicable)
• One engine inoperative: Maximum bank angle of 20 degrees at VAC
(or corrected VAC if icing speeds applicable)

Z. After go-around
(1) Landing gear ................................................................................ UP
(2) FLAP ............................................................................................... 0
(3) EICAS ................................................................................. Checked
The PM checks messages.
− COMPLETE −

FCOM Vol. 2 Page 03−02−81

BD500−3AB48−32600−02 (333) Issue 023A, Sep 01/2024

 NORMAL PROCEDURES
A220−300 Normal procedures

AFTER FLIGHT
A. After landing
(1) FLAP ............................................................................................... 0
− COMPLETE −

B. Reverse thrust operation

Reverse thrust significantly reduces the aircraft stopping distance when
used in conjunction with braking, especially on slippery surfaces.
Reverse thrust is most effective at high speeds.
Raise the thrust reverser levers to the interlock/deploy position. After
reverser interlock release, pull thrust reverser levers back to the
maximum position, if required. The PM monitors engine indications and
calls any abnormalities.
Maintain reverse thrust as required. The thrust reverse auto cutback
reduces the reverse thrust to reverse idle at 60 knots.
Stow reversers when the aircraft has achieved the desired taxi speed.
When autobrake is not selected, do not wait for thrust reverser
deployment before applying manual braking.
<Pre-SB BD500-732016>

To prevent Foreign Object Damage (FOD) to the engines, it is not

recommended to use thrust reversers during taxi. However, the
application of reverse thrust at idle may be necessary, and should be
done with caution, taking into account the surface condition of the
movement area. In these cases, the use of reverse thrust above reverse
idle thrust is not recommended.

Page 03−02−82 FCOM Vol. 2

Issue 023C, Dec 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

B. Reverse thrust operation (Cont’d)

<Post-SB BD500-732016> or <Mod 732016>

To prevent Foreign Object Damage (FOD) to the engines, it is not

recommended to use thrust reversers during taxi. However, the
application of reverse thrust at idle may be needed, and should be done
with caution, taking into account the surface condition of the movement
area.

C. Single engine taxi in

There are no operational restrictions on which engine to use for single
engine taxi in, as long as the engine shutdown requirements are met.
However, if the flaps must be retracted after one engine is shut down, it
is recommended to use the right engine for single engine taxi in to
prevent reduced nosewheel steering function.
Recommendations:
• Single engine operation planned with right engine shutdown:
Select HYD 2B to ON before the right engine is shut down. On arrival
at the parking location or gate, select the HYD 2B to previous
position.
• Single engine operation planned with left engine shutdown:
Select PTU to ON before the left engine is shut down. On arrival at
the parking location or gate, select PTU to previous position.

D. Shutdown
(1) PARK BRAKE .............................................................................. ON
(2) NOSE STEER ........................................................................... OFF
(3) APU and/or external power ............................................ As required
APU start sequence:
(a) Select START for a minimum of 3 seconds.

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 NORMAL PROCEDURES
A220−300 Normal procedures

D. Shutdown (Cont’d)
(b) Allow the switch to return to the RUN position for the APU
start.
The APU IN START status message is shown.
(c) Wait for APU GEN to show online on the ELEC synoptic page
before initiation of any electrical system configuration change.
To avoid the interruption of the APU start cycle, no electrical system
configuration change (such as shutting down an engine or removal of AC
external power during the APU start cycle) should be initiated. In this case, if
the APU SHUTDOWN advisory message is shown during the APU start
cycle, the APU switch must be set to OFF before a new APU start cycle is
attempted.
(4) L ENG run .................................................................................. OFF
(5) R ENG run ................................................................................. OFF
(6) SEAT BELTS ............................................................................. OFF
(7) BEACON ................................................................................... OFF
(8) ♦♦ Flight control test ......................................................... Complete
(a) HYD 2B ............................................................................... ON
(b) HYD 3B ............................................................................... ON
(c) PTU ..................................................................................... ON
(d) AVIONIC synoptic page ................................................. Select
(e) AVIO, TEST − FLT CTRL .............................................. Select
(f) Confirm PASS is shown.
(g) PTU ................................................................................ AUTO
(h) HYD 3B .......................................................................... AUTO
(i) HYD 2B .......................................................................... AUTO
− COMPLETE −

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Issue 023C, Dec 01/2024 BD500−3AB48−32600−02 (333)

 NORMAL PROCEDURES
Normal procedures A220−300

E. Power-off
(1) ECL ........................................................................................... DU 2
(2) EQUIP COOLING, INLET .......................................................... OFF
(3) EMER LTS ................................................................................. OFF
(4) HYD 3A ...................................................................................... OFF
(5) HYD 3B ...................................................................................... OFF
(6) HYD 2B ...................................................................................... OFF
(7) APU ........................................................................................... OFF
Confirm APU has completed its cooldown phase and is shut down (RPM is
0%) before removing battery power.
(8) EXT PWR (if connected) ........................................................ AVAIL
(9) DOME ................................................................................ Select off
(10) BATT 1 ...................................................................................... OFF
(11) BATT 2 ...................................................................................... OFF

NOTE
After a complete power-off, a minimum time of
60 seconds is recommended before aircraft power is
restored.

− COMPLETE −

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BD500−3AB48−32600−02 (333) Issue 023C, Dec 01/2024