A320NEO Limitations Feb2024 Flashcards
FLIGHT MANEUVERING LOAD ACCELERATION LIMITS
Clean configuration…………..-1 g to +2.5 g
Other configurations………….0 g to +2 g
RUNWAY SLOPE
Runway slope (mean)………………… ±2 %
RUNWAY ALTITUDE
Runway altitude……………………..14 100 ft
NOMINAL RUNWAY WIDTH
Nominal runway width……………………45 m
Minimal runway width…………………….30 m
Maximum demonstrated crosswind for takeoff
35 kt (gust included)
Maximum demonstrated crosswind for landing
38 kt (gust included)
Maximum tailwind for takeoff
15 kt
Maximum tailwind for landing
15 kt
For landing with a tailwind greater than 10 kt
FLAPS FULL is recommended.
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)
The FWD and AFT cargo doors must be closed before the wind speed exceeds
65 kt.
MAXIMUM RECOMMENDED CROSSWIND ON WET AND CONTAMINATED RUNWAYS (take off and landing)
Good 35 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
COCKPIT WINDOW OPEN MAXIMUM SPEED
200 kt
MAXIMUM FLAPS/SLATS SPEEDS
1 230 kt HOLDING
1 + F 215 kt TAKEOFF
2 200 kt TAKEOFF/APPROACH
3 185 kt TAKEOFF/APPROACH/LANDING
FULL 177 kt LANDING
MAXIMUM OPERATING SPEED VMO/MMO
VMO………………………………….350 kt
MMO……………………………….. M 0.82
Maximum speed with the landing gear extended (VLE)
280 kt /M 0.67
Maximum speed at which the landing gear may be extended (VLO extension)
250 kt /M 0.60
Maximum speed at which the landing gear may be retracted (VLO retraction)
220 kt /M 0.54
MAXIMUM TIRE SPEED
Maximum ground speed…………………………195 kt
MINIMUM CONTROL SPEED FOR LANDING
VMCL
LEAP: 116 kt
MINIMUM CONTROL SPEEDS ON NARROW RUNWAYS
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
WIPERS MAXIMUM OPERATING SPEED
Maximum speed…………………………..230 kt
Maximum taxi weight
79 400 kg
Maximum takeoff weight (brake release)
79 000 kg
Maximum landing weight
67 400 kg
Maximum zero fuel weight
64 300 kg
Minimum weight
40 600 kg
With passengers on board, it is not recommended to exceed
20 min without air conditioning supply.
The lack of fresh air supply will significantly reduce the cabin’s air quality.
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
OAT ≤ 49 °C
No limitation
AVIONICS VENTILATION
49 °C < OAT ≤ 55 °C
2 h
AVIONICS VENTILATION
55 °C < OAT ≤ 60 °C
1 h
AVIONICS VENTILATION
60 °C < OAT ≤ 64 °C
0.5 h
Maximum positive differential pressure
9.0 PSI
Maximum negative differential pressure
-1.0 PSI
Safety relief valve setting
8.6 PSI
Maximum differential pressure (Δp) and safety valve setting tolerance
± 7 hPa (0.1 PSI).
Outflow valve closure
15000ft
Max cabin Alt selection
14000ft
Cab Alt Warning
9550ft (+/- 350ft)
Max Norm Cab Alt
8000ft
Max Operating Alt
39800ft
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.
The autopilot can be used with the following minimum values:
At takeoff
100 ft AGL and at least 5 s after liftoff
The autopilot can be used with the following minimum values:
In approach with F-G/S mode
200 ft AGL
The autopilot can be used with the following minimum values:
In approach with FINAL APP, V/S or FPA mode
250 ft AGL
The autopilot can be used with the following minimum values:
In circling approach
500 ft AGL for aircraft category C (600 ft AGL for aircraft category D).
The autopilot can be used with the following minimum values:
ILS/MLS approach when CAT1 is displayed on the FMA
160 ft AGL
The autopilot can be used with the following minimum values:
GLS approach when AUTOLAND is not displayed on the FMA
160 ft AGL
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
0 ft AGL if autoland
The autopilot can be used with the following minimum values:
After a manual go-around
100 ft AGL
The autopilot can be used with the following minimum values:
In all other phases
500 ft AGL
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:
MDA/MDH or 500 ft AGL.
FMGS lateral and vertical navigation is certified for:
‐ 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.
The navigation accuracy depends on:
‐ IRS drift, or
‐ One of the following:
• Radio navaid availability, or
• Elapsed time since last computation of radio navaid position.
RNP AR capability has been demonstrated with AP ON for the following modes:
‐ 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.
AFTER TAKEOFF
NAV mode may be used after takeoff provided that:
‐ GPS PRIMARY is available, or
‐ The flight crew checked the FMGS takeoff updating
IN TERMINAL AREA
NAV mode may be used in terminal area provided that:
‐ 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.
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.
After three consecutive APU start attempts, the flight crew must wait
60 min before a new start attempt.
APU
Maximum N speed
107 %
Maximum EGT for APU start (below 35 000 ft)
1 090 °C
Maximum EGT for APU start (above 35 000 ft)
1 120 °C
Maximum EGT for APU running
675 °C
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 Operation and Normal Restart Limit
41000ft
APU ground Operation
From -1000ft to 14500ft
APU Battery Restart Limit (Elec Emer Config)
25000ft
APU Elec Power Only
From 22500ft
APU Bleed Air and Elec Power
To 22500ft
APU BLEED
Max altitude to assist engine start
20 000 ft
APU BLEED
Max altitude for air conditioning and pressurization (single pack operation)
22 500 ft
APU BLEED
Max altitude for air conditioning and pressurization (dual pack operation)
15 000 ft
Use of APU bleed air for wing anti-ice is
not permited
EGT LIMITS
Takeoff and Go-around
LEAP: 1 060 °C
EGT LIMITS
Maximum Continuous Thrust (MCT)
LEAP: 1 025 °C
EGT LIMITS
Starting
LEAP:
On ground: 750 °C
In flight: 875 °C
SHAFT SPEEDS
Maximum N1
LEAP: 101 %
SHAFT SPEEDS
Maximum N2
LEAP: 116.5 %
OIL TEMPERATURE
Maximum continuous temperature
LEAP: 140 °C
OIL TEMPERATURE
Maximum transient temperature (15 min)
LEAP: 155 °C
OIL TEMPERATURE
Minimum starting temperature
LEAP: -40 °C
OIL TEMPERATURE
Minimum temperature before takeoff
LEAP: 19 °C
Minimum oil pressure
LEAP: 17.4 PSI
Maximum oil pressure (when oil temperature is above 50 °C)
LEAP: 130.5 PSI
Maximum oil pressure (when oil temperature is below 50 °C)
LEAP: 145 PSI
OIL QUANTITY
Minimum oil quantity
LEAP:
Highest value of:
-10.6qt, or
-8.9 qt + estimated consumption (0.45 qt/h)
STARTER LIMITATIONS LEAP
‐ A standard automatic start that includes up to three start attempts, is considered one cycle
‐ For ground starts (automatic or manual), a 60 s pause is required between successive cycles
‐ A 15 min cooling period is required, subsequent to three failed cycles
‐ The starter must no be run when N2 is above 63 %.
1 cycle = 1 start / 3 attemps
1 Cycle = 60s
3 Cycles = 15 min
REVERSE THRUST LIMITATIONS
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.
TFLEX cannot be:
TFLEX cannot be:
‐ Higher than TMAXFLEX, equal to ISA + 55 °C.
‐ Lower than the flat temperature (TREF).
‐ Lower than the actual OAT.
This engine is able to start in crosswind up to
45 kt.
The use of GA SOFT mode is prohibited
with one engine inoperative.
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.
Maximum operating altitude with slats and/or flaps extended
20 000 ft
FUEL TEMPERATURE
MINI
JET A1 = -43 °C
JET A = -36 °C (1)
(1) 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
MAXI
55 °C
Minimum fuel quantity for takeoff
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.
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.
The flight crew should only use the rain repellent in the case of
moderate to heavy rain.
Maximum brake temperature for takeoff (brake fans off)
300 °C
Maximum NWS angle
±85 °
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
With tire(s) deflated (not damaged), for the nosewheel steering (NWS) angle Maximum NWS angle
30 °
Ground alignment of the IRS is possible in latitudes between
73 ° North and 73 ° South
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:
‐ North of 73 ° North, and
‐ South of 60 ° South
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:
‐ North of 60 ° North, between 30 ° West and 160 ° West, and
‐ North of 73 ° North, and
‐ South of 55 ° South.
MINIMUM FLIGHT CREW OXYGEN PRESSURE
Minimum Bottle Pressure to Cover:
‐ 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.
FUEL IMBALANCE AT TAKEOFF
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)
FUEL IMBALANCE IN FLIGHT AND AT LANDING
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)
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.
DEFINITION OF THIN HOARFROST
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.
