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A32S > A320CEO Limitations Feb2024 > Flashcards

A320CEO Limitations Feb2024 Flashcards

1
Q

FLIGHT MANEUVERING LOAD ACCELERATION LIMITS

A

Clean configuration…………..-1 g to +2.5 g

Other configurations………….0 g to +2 g

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2
Q

RUNWAY SLOPE

A

Runway slope (mean)………………… ±2 %

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3
Q

RUNWAY ALTITUDE

A

Runway altitude……………………..14 100 ft

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4
Q

NOMINAL RUNWAY WIDTH

A

Nominal runway width……………………45 m

Minimal runway width…………………….30 m

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5
Q

Maximum demonstrated crosswind (takeoff and landing)

A

38 kt (gust included)

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6
Q

Maximum tailwind for takeoff

A

15 kt

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7
Q

Maximum tailwind for landing

A

15 kt

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8
Q

For landing with a tailwind greater than 10 kt

A

For landing with a tailwind greater than 10 kt, FLAPS FULL is recommended

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9
Q

The maximum wind for passenger door operation is

A

65 kt

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10
Q

The maximum wind for FWD and AFT cargo door operation is

A

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)

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11
Q

The FWD and AFT cargo doors must be closed before the wind speed exceeds

A

65 kt.

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12
Q

MAXIMUM RECOMMENDED CROSSWIND ON WET AND CONTAMINATED RUNWAYS
(take off and landing)

A 
Good                    38 kt / 38 kt
Good to Medium 29 kt / 29 kt
Medium                25 kt / 25 kt
Medium to Poor   20 kt / 20 kt
Poor                      15 kt / 15 kt
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13
Q

TAKEOFF LIMITATIONS ON CONTAMINATED RUNWAYS (ya no está)

A

Takeoff is not recommended on the following runway conditions:
‐ Water on top of Compacted Snow,
‐ Dry Snow or Wet Snow over Ice.
Takeoff is not permitted on the following runway condition:
‐ Wet ice.

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14
Q

COCKPIT WINDOW OPEN MAXIMUM SPEED

A

200 kt

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15
Q

MAXIMUM FLAPS/SLATS SPEEDS

A

1 230 kt HOLDING
1 + F 215 kt TAKEOFF
2 200 kt TAKEOFF/APPROACH
3 185 kt TAKEOFF/APPROACH/LANDING
FULL 177 kt LANDING

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16
Q

MAXIMUM OPERATING SPEED VMO/MMO

A

VMO………………………………….350 kt

MMO……………………………….. M 0.82

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17
Q

Maximum speed with the landing gear extended (VLE)

A

280 kt /M 0.67

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18
Q

Maximum speed at which the landing gear may be extended (VLO extension)

A

250 kt /M 0.60

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19
Q

Maximum speed at which the landing gear may be retracted (VLO retraction)

A

220 kt /M 0.54

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20
Q

MAXIMUM TIRE SPEED

A

Maximum ground speed…………………………195 kt

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21
Q

MINIMUM CONTROL SPEED FOR LANDING VMCL

A

IAE: 109 kt
CFM: 113 kt

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22
Q

WIPERS MAXIMUM OPERATING SPEED

A

Maximum speed…………………………..230 kt

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23
Q

Maximum taxi weight

A

77 400 kg

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24
Q

Maximum takeoff weight (brake release)

A

77 000 kg

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25
Q

Maximum landing weight

A

66 000 kg

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26
Q

Maximum zero fuel weight

A

62 500 kg

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27
Q

Minimum weight

A

37 230 kg

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28
Q

With passengers on board, it is not recommended to exceed

A

20 min without air conditioning supply.

The lack of fresh air supply will significantly reduce the cabin’s air quality.

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29
Q

The flight crew must not use bleed air from the APU BLEED and from the

A

HP Air Start Unit at the same time, to prevent any adverse effect on the Bleed Air System.

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30
Q

AVIONICS VENTILATION

OAT ≤ 49 °C

A

No limitation

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31
Q

AVIONICS VENTILATION

49 °C < OAT ≤ 55 °C

A

2 h

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32
Q

AVIONICS VENTILATION

55 °C < OAT ≤ 60 °C

A

1 h

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33
Q

AVIONICS VENTILATION

60 °C < OAT ≤ 64 °C

A

0.5 h

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34
Q

Maximum positive differential pressure

A

9.0 PSI

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35
Q

Maximum negative differential pressure

A

-1.0 PSI

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36
Q

Safety relief valve setting

A

8.6 PSI

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37
Q

Maximum differential pressure (Δp) and safety valve setting tolerance

A

± 7 hPa (0.1 PSI).

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38
Q

Outflow valve closure

A

15000ft

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39
Q

Max cabin Alt selection

A

14000ft

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40
Q

Cab Alt Warning

A

9550ft (+/- 350ft)

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41
Q

Max Norm Cab Alt

A

8000ft

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42
Q

Max Operating Alt

A

39800ft

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43
Q

The flight crew must not use conditioned air from the packs and from the

A

LP Air Conditioning Unit at

the same time, to prevent any adverse effect on the Air Conditioning system.

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44
Q

The autopilot can be used with the following minimum values:

At takeoff

A

100 ft AGL and at least 5 s after liftoff

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45
Q

The autopilot can be used with the following minimum values:

In approach with F-G/S mode

A

200 ft AGL

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46
Q

The autopilot can be used with the following minimum values:

In approach with FINAL APP, V/S or FPA mode

A

250 ft AGL

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47
Q

The autopilot can be used with the following minimum values:

In circling approach

A

500 ft AGL for aircraft category C (600 ft AGL for aircraft category D).

48
Q

The autopilot can be used with the following minimum values:

ILS/MLS approach when CAT1 is displayed on the FMA

A

160 ft AGL

49
Q

The autopilot can be used with the following minimum values:

GLS approach when AUTOLAND is not displayed on the FMA

A

160 ft AGL

50
Q

The autopilot can be used with the following minimum values:

ILS/MLS approach when CAT2 or CAT3 (single or dual) is displayed on the FMA

A

0 ft AGL if autoland

51
Q

The autopilot can be used with the following minimum values:

After a manual go-around

A

100 ft AGL

52
Q

The autopilot can be used with the following minimum values:

In all other phases

A

500 ft AGL

53
Q

The AP or FD in OP DES or DES mode can be used in approach. However, its use is only permitted if the FCU selected altitude is set to, or above, the higher of the two:

A

MDA/MDH or 500 ft AGL.

54
Q

FMGS lateral and vertical navigation is certified for:

A

‐ After takeoff, en route, and terminal area operations
‐ Navigation within RNAV/RNP airspace
‐ Instrument approach procedures (except ILS, LOC, LOC B/C, LDA, SDF, GLS , MLS and
FLS final approaches)
‐ Missed approach procedures.

55
Q

The navigation accuracy depends on:

A

‐ IRS drift, or
‐ One of the following:
• Radio navaid availability, or
• Elapsed time since last computation of radio navaid position.

56
Q

RNP AR capability has been demonstrated with AP ON for the following modes:

A

‐ Departure in NAV mode
‐ Initial and Intermediate approach in NAV or APP NAV modes
‐ Final approach in FINAL APP mode
‐ Missed approach in NAV mode.

57
Q

If GPS PRIMARY LOST is displayed on the ND and MCDU

A

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.

58
Q

AFTER TAKEOFF

NAV mode may be used after takeoff provided that:

A

‐ GPS PRIMARY is available, or

‐ The flight crew checked the FMGS takeoff updating

59
Q

IN TERMINAL AREA

NAV mode may be used in terminal area provided that:

A

‐ GPS PRIMARY is available, or
‐ the appropriate RNP is checked or entered on the MCDU, and HIGH accuracy is displayed, or
‐ FMS navigation is crosschecked with navaid raw data.

60
Q

A navaids approach may be performed in NAV, APP NAV or FINAL APP, with AP or FD engaged, provided that:

A

‐ 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.

61
Q

An RNAV(RNP) approach may be performed, with GPS PRIMARY not available

A

only if the radio navaid coverage supports the RNP value and HIGH accuracy is displayed on the MCDU with the specified RNP, and an operational approval is obtained.
An RNAV(GNSS) approach may be performed provided that GPS PRIMARY is available.

62
Q

If one engine is inoperative, it is not permitted to use the autopilot to perform NPAs in the following modes:

A

FINAL APP, NAV V/S, NAV/FPA.

63
Q

After three consecutive APU start attempts, the flight crew must wait

A

60 min before a new start attempt.

64
Q

APU

Maximum N speed

A

107 %

65
Q

Maximum EGT for APU start (below 35 000 ft) (25000)

A

1 090 °C (900)

66
Q

Maximum EGT for APU start (above 35 000 ft) (25000)

A

1 120 °C (982)

67
Q

Maximum EGT for APU running

A

675 °C (682)

68
Q

During refuel/defuel procedures, APU starts or shutdown are permitted with the following restrictions:

A

‐ 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.

69
Q

APU Operation and Normal Restart Limit

A

41000ft

70
Q

APU ground Operation

A

From -1000ft to 14500ft

71
Q

APU Battery Restart Limit (Elec Emer Config)

A

25000ft

72
Q

APU Elec Power Only

A

From 22500ft

73
Q

APU Bleed Air and Elec Power

A

To 22500ft

74
Q

APU BLEED

Max altitude to assist engine start

A

20 000 ft

75
Q

APU BLEED

Max altitude for air conditioning and pressurization (single pack operation)

A

22 500 ft

76
Q

APU BLEED

Max altitude for air conditioning and pressurization (dual pack operation)

A

15 000 ft

77
Q

Use of APU bleed air for wing anti-ice is

A

not permited

78
Q

EGT LIMITS

Takeoff and Go-around

A

IAE 635 °C

CFM 950 °C

79
Q

EGT LIMITS

Maximum Continuous Thrust (MCT)

A

IAE 610 °C

CFM 915 °C

80
Q

EGT LIMITS

Starting

A

IAE 635 °C

CFM 725 °C

81
Q

SHAFT SPEEDS

Maximum N1

A

IAE 100 %

CFM 104 %

82
Q

SHAFT SPEEDS

Maximum N2

A

IAE 100 %

CFM 105 %

83
Q

OIL TEMPERATURE

Maximum continuous temperature

A

IAE 155 °C

CFM 140 °C

84
Q

OIL TEMPERATURE

Maximum transient temperature (15 min)

A

IAE 165 °C

CFM 155 °C

85
Q

OIL TEMPERATURE

Minimum starting temperature

A

IAE -40 °C

CFM -40 °C

86
Q

OIL TEMPERATURE

Minimum temperature before IDLE is exceeded

A

IAE -10 °C

87
Q

OIL TEMPERATURE

Minimum temperature before takeoff

A

IAE 50 °C

CFM -10 °C

88
Q

Minimum oil pressure

A

IAE 60 PSI

CFM (Tabla)

89
Q

OIL QUANTITY

Minimum oil quantity

A

IAE: 11 qt + estimated consumption (0.3 qt/h)

CFM: 9.5 qt + estimated consumption (0.5 qt/h)

90
Q

STARTER LIMITATIONS IAE

A

‐ A standard automatic start that includes only one start attempt, is considered one cycle
‐ For ground starts (automatic or manual), a 15 s pause is required between successive cycles
‐ A 30 min cooling period is required, subsequent to three failed cycles or 5 min of continuous crank
‐ For manual start, observe a two-minute maximum cycle time
‐ For crank, observe a 5 min maximum cycle time
‐ The starter must not be run when N2 is above 10 % on-ground and 18 % in-flight.

1 Start = 1 Cycle
1 cycle = 15 s
3 starts = 30 min
5 min continuous cr = 30min

91
Q

STARTER LIMITATIONS CFM

A

‐ 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 %.

1 Start / 3 attemps = 1 cycle
1 cycle = 20 s
15 min = 4 cycles

92
Q

REVERSE THRUST LIMITATIONS

A
  • 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.
93
Q

TFLEX cannot be:

A

IAE
TFLEX cannot be:
‐ Higher than TMAXFLEX, equal to ISA + 55 °C.
‐ Lower than the flat temperature (TREF).
‐ Lower than the actual OAT.

CFM (algunos A319)
TFLEX cannot be:
‐ Higher than TMAXFLEX, equal to ISA + 70 °C.
‐ Lower than the flat temperature (TREF).
‐ Lower than the actual OAT

94
Q

This engine is able to start in crosswind up to

A

35 kt .

95
Q

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:

A

structural failures at any speed.

96
Q

Maximum operating altitude with slats and/or flaps extended

A

20 000 ft

97
Q

FUEL TEMPERATURE

MINI

A

JET A1 = -43 °C
JET A = -36 °C

98
Q

FUEL TEMPERATURE

MAXI

A

54 °C

99
Q

Minimum fuel quantity for takeoff

A

1 500 kg (3 307 lb)
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.

100
Q

‐ Icing conditions exist when the OAT (on ground or after takeoff) or the TAT (in flight) is at or below 10 °C and

A

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).

101
Q

‐ Icing conditions also exist when the OAT on the ground and for takeoff is at or below 10 °C and

A

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.

102
Q

The flight crew should only use the rain repellent in the case of

A

moderate to heavy rain.

103
Q

Maximum brake temperature for takeoff (brake fans off)

A

300 °C

104
Q

Maximum NWS angle

A

±85 °

105
Q

If maximum one tire per gear is deflated (consider three gears) Maximum taxi speed during turn

A

7 kt

106
Q

If two tires are deflated on the same main gear (maximum one main gear) Maximum taxi speed

A

3 kt

107
Q

With tire(s) deflated (not damaged), for the nosewheel steering (NWS) angle Maximum NWS angle

A

30 °

108
Q

Ground alignment of the IRS is possible in latitudes between

A

73 ° North and 73 ° South

109
Q

MAGNETIC (MAG) REFERENCE
If all ADIRUs have the same magnetic variation table:
In NAV mode, the IR will not provide valid magnetic heading and magnetic track angle:

A

‐ North of 73 ° North, and

‐ South of 60 ° South

110
Q

MAGNETIC (MAG) REFERENCE
If one ADIRU has a different magnetic variation table:
In NAV mode, the IR will not provide valid magnetic heading and magnetic track angle:

A

‐ North of 60 ° North, between 30 ° West and 160 ° West, and
‐ North of 73 ° North, and
‐ South of 55 ° South.

111
Q

MINIMUM FLIGHT CREW OXYGEN PRESSURE

Minimum Bottle Pressure to Cover:

A

‐ Preflight checks
‐ The use of oxygen, when only one flight crewmember is in the cockpit
‐ Unusable quantity (to ensure regulator operation with minimum pressure)
‐ Normal system leakage
‐ The most demanding case among the following:
• Protection after loss of cabin pressure, with mask regulator on NORMAL (diluted oxygen):
▪ During emergency descent for all flight crewmembers and observers for 22 min
▪ During cruise at FL 100 for two flight crewmembers for 98 min.
• Protection against smoke with 100 % oxygen for all flight crewmembers and observers during 15 min at 8000 ft cabin altitude.

112
Q

MINIMUM CONTROL SPEEDS ON NARROW RUNWAYS

A

For runways with a width below 40 m , the VMCG must be increased by the values indicated in the
following table :
Runway Width 30 m 35 m 40 m
▵ VMCG(kt) + 2.5 + 1.5 + 0

113
Q

FUEL IMBALANCE AT TAKEOFF

A

INNER TANKS (OUTER TANKS BALANCED)

Tank Fuel Quantity (Heavier Tank) ——- Maximum Asymmetry
Full ——- 500 kg (1 102 lb)
3 000 kg (6 613 lb) ——–1 050 kg (2 314 lb)
1 450 kg (3 196 lb) ——–1 450 kg (3 196 lb)

OUTER TANKS (INNER TANKS BALANCED)
Maximum Asymmetry 370 kg (815 lb)

114
Q

FUEL IMBALANCE IN FLIGHT AND AT LANDING

A

Tank Fuel Quantity (Heavier Tank) ——- Maximum Asymmetry
Full —— 1 500 kg (3 306 lb)
4 300 kg (9 479 lb) —— 1 600 kg (3 527 lb)
2 250 kg (4 960 lb) —— 2 250 kg (4 960 lb)

OUTER TANKS
Maximum Asymmetry 690 kg (1 521 lb)

115
Q

DEFINITION OF SEVERE ICE ACCRETION

A

Ice accretion is considered severe when the ice accumulation on the airframe reaches approximately
5 mm (0.2 in) thick or more.

116
Q

DEFINITION OF THIN HOARFROST

A

Thin hoarfrost is typically a white crystalline deposit which usually develops uniformly on exposed surfaces on cold and cloudless nights.
It is so thin that surface features (lines or markings) can be distinguished beneath it.

A32S (4 decks)

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