A320 Limitations Flashcards
FLIGHT MANEUVERING LOAD ACCELERATION LIMITS
- Clean
- Other
Clean: -1g to +2.5g
Other: 0g to +2g
- Max Altitude
- Min & Max Altitude for Takeoff and Landing
- Min & Max OAT at Sea Level
39,100 ft / 39,800’
-1000 ft/-2000’ to 9200 ft/8000’
-45 to + 55 at SL
Max Runway Altitude
8000’ / 9200’
Runway Width:
- Nominal
- Minimal
- Contamination
147’
98’ (NOT all Fins have narrow runway)
147’ runway width with contamination ok if 100’ width cleared.
FOM: 16.1.2.5 Cleared Width
Take-offs and landings are authorized on cleared runways when the following conditions are met:
• The usable surface has been cleared to a minimum of 50 feet (15m) on either side of centerline, and
• No Snowbanks, windrows, snowdrifts or wet ice or equivalents are present outside the cleared area and
within 75 feet (23m) either side of centerline.
• Canadian RSC reports may indicate that the cleared width is offset from the centerline. Take-off and
landing is prohibited for runways that have a cleared width not centered on the centerline.
Max Demonstrated Crosswind Takeoff and Landing
38 knot including gust
Max Tailwind for Takeoff & Landing
10 knots / 15 knots depending on FIN
Note:
For landing with a tailwind greater than 10 kt, FLAPS FULL is recommended.
PASSENGER AND CARGO DOORS OPERATION
- Max wind for Passenger Door Operation
- Max Wind for FWD & AFT Cargo Door Operation
- Max Wind for FWD & AFT Cargo Door Open
The following are the wind limitations for passenger and cargo doors operation:
‐ The maximum wind for passenger door operation is 65 kt
‐ The maximum wind for FWD and AFT cargo door operation is 40 kt (or 50 kt, if the aircraft nose is into the wind, or if the FWD and AFT cargo doors are on the leeward side. Ie wind coming from CA side)
‐ The FWD and AFT cargo doors must be closed before the wind speed exceeds 65 kt.
Max Crosswind on Contaminated Runway:
- RWYCC 6
- 5
- 4
- 3
- 2
- 1
- 0
6: 38 kt
5: 38 kt
4: 29 kt
3: 25 kt
2: 20 kt
1: 15 kt
0: Not Authorized
COCKPIT WINDOW OPEN MAXIMUM SPEED
200 kt
Max Flap / Slat Speeds
- 0
- 1
- 1+F
- 2
- 3
- FULL
0: VMO / MMO
1: 230 / 235kt
1+F: 215 / 225 kt
2: 200 / 215 kt
3: 185 / 195 kt
FULL: 177 / 190 kt
- VMO
- MMO
350 kt
M0.82
MAXIMUM SPEEDS WITH THE LANDING GEAR EXTENDED
- VLE
- VLO Extension
- VLO Retraction
VLE: 280 / M0.67
VLO Ext: 250 / M0.60
VLO Ret: 220 / M0.54
Note: 250 +/- 30kt
Max Tire Speed
195 kt
Taxi speed
Certain fin in a turn
When the takeoff weight is higher than 76 000 kg (167 550 lb):
CAUTION:
Do not exceed a taxi speed of 20 kt during a turn.
SOP limit is 10kt in ANY sharp turn
WIPERS MAXIMUM OPERATING SPEED
230 kt
This limitation is applicable when the wipers are sweeping. It is not applicable if the wipers are not sweeping for any reasons.
VA
Only applies in alternate or direct law
Varies by altitude & Fin
Lowest is 249 kt (up to 300 kt M0.78)
If alternate or direct law is active:
‐ Full ailerons and rudder application should be confined to speeds below VA
‐ Manoeuvres involving angle of attack near stall should be confined to speeds below VA.
CAUTION: Rapid and large alternating control inputs, especially in combination with large changes in pitch, roll or yaw (e.g. large sideslip angles) may result in structural failures at any speed, even below VA.
- Max Taxi Weight
- Max Takeoff Weight
- Max Landing Weight
Taxi:
70,400kg (319),
77,400 kg (320),
89,400/ 93,400 / 93,900 kg (321)
Takeoff:
70,000 kg (319)
77,000 kg (320)
89,000 / 93,000 / 93,500 kg (321)
Landing:
61,000 kg (319)
64,500 / 66, 000 kg (320)
77,800 kg (321)
In exceptional cases (in flight turn back or diversion), an immediate landing at weight above maximum landing weight is permitted, provided the pilot follows the overweight landing procedure.
CENTER OF GRAVITY ENVELOPE
- Takeoff and landing CG limits are given for landing gear DOWN configuration.
- Flight CG limits are given for landing gear UP configuration.
- Note: CG envelope in flight with gear up is slightly larger forward and aft
Max recommended time with passengers on board without air conditioning supply
20 min
APU BLEED USE WITH HP AIR START UNIT
The flight crew must not use bleed air from the APU BLEED and from the HP Air Start Unit at the same time, to prevent any adverse effect on the Bleed Air System.
AVIONICS VENTILATION
Ground OPS with Aircraft Electric Power is used:
- OAT ≤ 49 °C
- 49 °C < OAT ≤ 55 °C
- 55 °C < OAT ≤ 60 °C
- 60 °C < OAT ≤ 64 °C
During ground operations and depending on the Outside Air Temperature (OAT), the flight crew must limit the time that the aircraft electric power supply is used, in normal avionics ventilation system configuration, as follows:
OAT ≤ 49 °C = No Limit
49 °C < OAT ≤ 55 °C = 2h
55 °C < OAT ≤ 60 °C = 1h
60 °C < OAT ≤ 64 °C = 0.5 h
Cabin Pressure
- Max Positive
- Max Negative
- Safety Relief
9.0 PSI
-1.0 PSI
8.6 PSI
PACKS USE WITH LP AIR CONDITIONING UNIT
The flight crew must not use conditioned air from the packs and from the LP Air Conditioning Unit at the same time, to prevent any adverse effect on the Air Conditioning system.
AUTOPILOT Use:
- Takeoff
- FINAL APP, V/S, FPA
- Circling Approach
- ILS Cat I
- ILS CAT II or III
- After Manual Go-Around
- All other phases (OP DES, DES on Approach)
All heights Feet AGL
- Takeoff: 100’ & at least 5 sec
- FINAL APP, V/S, FPA: 250’
- Circling Approach: 500’ Cat C, 600’ Cat D
- ILS Cat I: 160’
- ILS CAT II or III: 0’ if AUTOLAND
- After Manual Go-Around: 100’
- All other phases (OP DES, DES on Approach): 500’ (319/320), 900 (321)
GPS PRIMARY LOST during RNP Operations
DEGRADED SITUATION
If GPS PRIMARY LOST is displayed on the ND and MCDU, the navigation accuracy remains sufficient for RNP operations provided that, the RNP value is checked or entered on the MCDU and HIGH ACCURACY is displayed.
