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.
APPROACH BASED ON RADIO NAVAIDS
A navaids approach may be performed in NAV, APP NAV or FINAL APP, with AP or FD engaged, provided that:
‐ If GPS PRIMARY is available, the reference navaid may be unserviceable, or the
airborne radio equipment may be inoperative, or not installed, provided that an operational
approval is obtained ‐ If GPS PRIMARY is not available, the reference navaid and the corresponding airborne radio
equipment must be serviceable, tuned and monitored during the approach.
We don’t have approval. QRH-N says VOR MUST be monitored
NON-PRECISION APPROACHES WITH ENGINE-OUT
If one engine is inoperative, it is not permitted to use the autopilot to perform NPAs in the following modes: FINAL APP, NAV V/S, NAV/FPA.
Only FD use is permitted.
Note:
One engine inoperative RNP APCH approaches must be hand flown in FINAL APP or NAV/FPA mode. To reduce pilot workload, and if conditions permit, it is recommended to fly an RNP APCH approach in FINAL APP using the FD.
CAT II & CAT III with Engine-Out
CAT II and CAT III fail passive autoland are only approved in configuration FULL, and if engine-out procedures are completed before reaching 1 000 ft in approach.
CAT II & CAT III Wind Limits
Use QRH-N
Wind limitation is based on the surface wind reported by ATC. If the wind displayed on the ND exceeds the above-noted autoland limitations, but the tower reports surface wind within the limitations, then the autopilot can remain engaged. If the tower reports a surface wind that exceeds the limitations, only CAT I automatic approach without autoland can be performed.
CAT II & CAT III Landing Flap
Air Canada Limitation is CONF FULL
Automatic Landing CAT II & CAT III Approach:
- GLIDESLOPE Angle
- Airport Elevation:
MIN
MAX - Landing Weight
-2.5° and -3.15°
-1000 to +9200’
BELOW maximum landing weight
AUTOLAND, Automatic Rollout Approval:
- RCC
- OEI
Automatic rollout performance is approved on dry and wet runways, but performance on contaminated runways was not demonstrated.
During automatic rollout with one engine inoperative or one thrust reverser inoperative, the flight crew can use the remaining thrust reverser, provided that the wind does not exceed the maximum wind conditions for automatic rollout.
APU Starting Limit
APU START
After three consecutive APU start attempts, the flight crew must wait 60 min before a new start attempt.
APU START/SHUTDOWN DURING REFUELING/DEFUELING
During refuel/defuel procedures, APU starts or shutdown are permitted with the following restrictions:
‐ If the APU failed to start or following an automatic APU shutdown, do not start the APU
‐ If a fuel spill occurs, perform a normal APU shutdown.
APU Altitude for Operation:
- Operation & Normal Start
- Electric power Only
- Bleed & Electric power
- Battery Start
Operation & Normal Start:
- Full envelope 41,000’
Electric power Only:
- Full envelope 41,000’
Bleed & Electric power:
- -2000 to 22,500’ (22,000)
Battery Start:
- 25,000’
APU Bleed Max Altitude for use in Air:
- Assist Engine Start
- Single Pack (AC & Pressurization)
- Dual Pack (AC & Press)
- Wing Anti-ice
- Assist Engine Start
20,000’ - Single Pack (AC & Pressurization)
22,500’ (20,000) - Dual Pack (AC & Press)
15,000’ - Wing Anti-ice:
Use of APU bleed air for wing anti-ice is NOT permitted.
Reset of Tripped Fuel Tank Circuit Breakers
WARNING
Crews are directed NOT to reset any tripped wing fuel tank pump circuit breakers (N23, Q23, N26 &Q26 on 121VU) under ANY circumstance.
THRUST SETTING TIME LIMITS
- Takeoff & Go-around All Engines
- Takeoff & Go-around OEI
- MCT
All Eng: 5 min
OEI: 10 min
MCT: No Limit
Oil Temperature:
- Min Starting Temp
- Min Temp for Takeoff
- Min Starting Temp: -40°C
- Min Temp for Takeoff: -10°C
Min Oil Quantity
9.5 qt + 0.5 qt/hr
Engine Starter Limit
‐ A standard automatic start that includes up to three start attempts, is considered one cycle
‐ For ground starts (automatic or manual), a 20 s pause is required between successive cycles
‐ A 15 min cooling period is required, subsequent to four failed cycles
‐ The starter must not be run when N2 is above 20 %.
REVERSE THRUST
Selection of the reverse thrust is prohibited in flight.
Backing the aircraft with reverse thrust is not permitted.
Maximum reverse should not be used below 70 kt. Idle reverse is permitted down to aircraft stop.
REDUCED THRUST TAKEOFF / FLEX Takeoff prohibited when (5):
FLEX takeoff is not permitted when:
‐ The assumed temperature for Flex Thrust is LESS than the actual OAT.
‐ Windshear or known temperature inversion exists BELOW 1500 ft AGL.
‐ Runway is contaminated.
‐ Reduced thrust takeoff is prohibited by Route Manual.
‐ Prohibited by MEL Manual.
MAXIMUM ALTITUDE FLAPS/SLATS EXTENDED
20,000 ft
- Fuel Tanks must be emptied in the following order:
- Takeoff Fuel Limitation
center tanks then wing tanks
WARNING:
Takeoff on center tank feeding is prohibited.
FUEL TEMPERATURE MIN & MAX
- JET A1
- JET A
JET A1: -43 °C to +54 °C
JET A: -36 °C to +54 °C
For JET A only, if TAT reaches -34 °C, monitor the fuel temperature on the FUEL SD page, to ensure that it remains above -36 °C.
FUEL TEMPERATURE LIMITS WHEN JP4 AND JET B FUELS ARE USED
IF WING Fuel Temperature exceeds a certain amount AT ENGINE START with JP4 or JET B, the maximum altitude must be limited until the Center tank is empty
Fuel Temp exceeds +30 °C: max alt = 35,000’
Fuel Temp exceeds +40 °C: Max Alt = 30,000’
Fuel Temp exceeds +49 °C: Max Alt = 25,000’
Reason: At high altitude with high fuel temperature, the pressure supplied by the center tank pumps becomes lower than the pressure supplied by the wing tank pumps.
Maximum fuel imbalance
Note:
In exceptional conditions (i.e. fuel system failure), the above-mentioned values for maximum fuel imbalance may be exceeded without significant effect to the aircraft handling qualities. The aircraft remains fully controllable in all flight phases.
MINIMUM FUEL QUANTITY FOR TAKEOFF
1500kg
The ECAM alerts that are related to fuel low level in the wing tanks (FUEL WING TK LO LVL , etc.) must not appear for takeoff.
Max hydraulic pressure
3 000 PSI ± 200 PSI
DEFINITION OF ICING CONDITIONS
‐ Icing conditions exist when the OAT (on ground or after takeoff) or the TAT (in flight) is AT or Below 10 °C and visible moisture in any form is present (such as clouds, fog with visibility of 1 sm (1 600 m) OR LESS, rain, snow, sleet or ice crystals).
‐ Icing conditions also exist when the OAT on the ground and for takeoff is at or below 10 °C and operating on ramps, taxiways or runways where surface snow, standing water or slush may be ingested by the engines, or freeze on engines, nacelles or engine sensor probes.
DEFINITION OF SEVERE ICE ACCRETION
Ice accretion is considered severe when the ice accumulation on the airframe reaches approximately 5 mm (0.2 in) thick or more.
OPERATIONS IN ICING CONDITIONS EAI
The engine anti-ice must be ON during all ground and flight operations when icing conditions exist or are anticipated, except during climb and cruise when the temperature is BELOW -40°C SAT.
The engine anti-ice must be ON prior to and during descent in icing conditions, including temperatures BELOW -40°C SAT.
Brake Temperature for Takeoff
- Brake Fans Off
- Brake Fans On
300 °C
150°C with brake fans on, but brake fans Must be OFF for takeoff
Maximum NOSEWHEEL STEERING (NWS) Angle:
- Taxiing:
- Towing
Taxi: ±75°
Tow: ±85°
TAXI WITH DEFLATED OR DAMAGED TIRES
- 1 Main
- 2 Main
- Nose
To vacate the runway or taxi at low speed with tire(s) deflated (not damaged), all of the following limitations apply:
If maximum one tire per gear is deflated (consider three gears):
- Maximum taxi speed during turn = 7 kt
If two tires are deflated on the same main gear (maximum one main gear)
- Maximum taxi speed = 3 kt
‐ For the nosewheel steering (NWS) angle
Maximum NWS angle = 30°
In addition, if tire damage is suspected, the flight crew must ask for an aircraft inspection prior to vacate the runway or taxi. If the ground crew suspects that a tire burst may damage the landing gear, maintenance action is due.
Photoluminescent Floor Path Lighting.
Prior to passenger boarding on the Aircraft First Flight of Day there is a requirement to ensure that the photoluminescent escape path strips are adequately charged.
IR Ground Alignment
Ground alignment of the IRS is possible in latitudes between 73 ° North and 73 ° South.
Some fins 82 N to 82 S
Approved Approach Capability
Approved:
ILS CAT I, II, III
VOR
LOC
LDA
PRM
RNP LNAV/VNAV & LNAV
NOT Approved:
SA ILS CAT I or II
NDB
LOC BC
RNP LP or LPV
RNP AR
PBN EN ROUTE AND TERMINAL CAPABILITY
Approved:
RNP 1
RNP 2 Continental
RNP 4
RNP 10
RNAV 1
RNAV 2
RNAV 5
NOT Approved:
RNP 2 Oceanic/Remote
PBN RF LEG CAPABILITY
Approved:
RF Legs for all terminal and approach procedures other than RNP AR APCH
NOT Approved:
RNP AR Approach
Note 1: Prior to departure, the MEL shall be consulted to determine dispatch restrictions for PBN operations. Refer to PRO-SPO-51 General - General.
Note 2: Some RNAV/RNP airspace may have additional communication requirements such as HF, CPDLC, TCAS, ADS-B, or ADS-C depending on the airspace location.
Note 3: The crew is to advise ATC when equipment failure(s) prevent the flight from meeting the required PBN/Communications/Surveillance capability.
Note 4: All PBN (RNAV/RNP) operations require the use of a lateral managed mode.
REQUIRED EQUIPMENTS/FUNCTIONS FOR RVSM (6):
‐ ADR1 + ADR2 + 2 DMCs (Some FIN 2 ADRs + 2 DMCs)
‐ 1 transponder
‐ 1 Autopilot function
‐ 1 FCU channel (for altitude target selection and OP CLB/OP DES mode engagement)
‐ 2 PFD functions (for altitude indication)
‐ 1 FWC (for altitude alert function).
MINIMUM FLIGHT CREW OXYGEN PRESSURE
Highest Quantity Required (ie Highest Temperature & Most Restrictive Fin)
2 Crew: 880 psi
2 Crew + 1 OBS: 1073 psi
2 Crew + 1 OBS: 1354 psi
SURVEILLANCE CAPABILITY
ADS-B OUT or ADS-B
