ee - Limitations Flashcards
All sort of limitations
What’s the wind limitation for a Decelerated APP?
[FCTM/PR/NP/SOP/190/CONF - INITIAL APPROACH]
If the tailwind at landing reported by ATC or ATIS is more than 10 kt, decelerated approach is not permitted.
What’s the limitation of intercepting the Final APP in NAV mode?
[FCTM/PR/NP/SOP/190/GUI]
INTERCEPTION OF FINAL APPROACH COURSE
The final approach course interception in NAV mode is possible if NAV is PRIMARY or NAV is ACCUR HIGH.
When flying a FLS APP, after selecting the BARO REF (setting QNH), what limitation should the crew observe?
[SOP - DES]
BARO REF ……… SET/CROSSCHECK
The maximum acceptable discrepancy between altimeters is 100 ft.
On APP, you lower the LG, but two LGs on opposite sides do not lock down.
Is there any procedure that you can apply?
What should you do after LDG?
Select the not-sensed Procedure.
…
[FCTM/PR/AEP/LDG]
LANDING WITH 1 ABNORMAL L/G OR 2 ABNORMAL L/G ON OPPOSITE SIDE
(Own summary)
APP:
- Reduce the ACFT weight to provide the slowest possible touchdown SPD.
- In the case of 1 WLG in ABN position, to ensure the controllability, avoid crosswind from the side of the affected LG.
LDG:
- Quickly perform a derotation to limit the loads on the other LGs.
- In the case 1 WLG or BLG in ABN position, avoid asymmetrical braking.
TAXI:
- For taxi with 1 WLG or BLG in ABN position, monitor the ground speed very carefully to avoid excessive taxi turn speed (refer to FCOM/Taxi with one abnormal wing or body landing gear).
- For towing with 1 WLG or BLG in ABN position, contact maintenance.
- For taxi with 2 LGs in ABN position on opposite sides, contact maintenance. Taxiing in this configuration might be permitted after coordination between maintenance and Airbus.…
[FCOM/LIM/LG]
TAXI WITH ‘ONE’ ABNORMAL WING OR BODY LANDING GEAR
- Maximum taxi speed: 5 kt
- Maximum NWS angle: 50 °
In flight, you observe the following fuel QTY in the FEED TKs:
FEED TK 1: 11500
FEED TK 2: 15000
FEED TK 3: 14500
FEED TK 4: 14000
Would you activate the not-sensed FUEL MAN BALANCING PROCEDURE?
Yes.
TKs 1 & 4 ≠ 2500
TKs 2 & 3 ≠ 500
Imbalance is not considered abnormal (less than 3000t between symmetrical TKs).
On the other hand, as per FCTM, MAN Balancing is not RQRD only for imbalance of less than 2000t between symmetrical FEED TKs.
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
[FCOM/LIM/FUEL]
MAXIMUM ALLOWED WING FUEL IMBALANCE
FEED TKs 1 & 4: 3000
FEED TKs 2 & 3: 3000
INNR TKs: 3000
MID TKs: 2500
OUTR TKs: 1200
Note:
In abnormal conditions (i.e. fuel system failures) the above-mentioned maximum fuel imbalance values may be exceeded without significantly affecting the aircraft handling qualities. The aircraft remains fully controllable in all phases of the flight.
[FCTM/PR/AEP/FUEL/10]
MONITORING AND PROCEDURES FOR BALANCING
IMBALANCE BETWEEN SYMMETRICAL FEED TANKS
Note:
If the difference between symmetrical feed tanks is less than 2 tons, there is no need to perform a manual correction of imbalance.
After LDG, the ECAM WHEEL TIRE PRESS LO appears. No signs of tire burst were felt.
Would you keep on taxiing?
If yes, would you observe any specific limitation?
Yes. Taxiing would not be restricted, as maintenance inspection is only RQRD in case of suspecting tire burst, not for deflated tires.
As per the limitations, the alert WHEEL TIRE PRESS LO does not necessarily indicate the tire is deflated. It is triggered by a comparison of wheel pressure, or by a drop below the minimum value.
The normal tire pressure is 217.5 PSI.
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
[FCTM/PR/AEP/LDG]
TAXI WITH DEFLATED TIRES
In the case of suspected tire burst, the flight crew must ask for an aircraft inspection before taxi. If the ground crew assess that a tire spread can damage the landing gear, the ground crew must replace the affected wheels before taxi.
To remain within the 30 ° nosewheel steering (NWS) limitation, the PF should keep the NWS below second white graduation (left or right) with a full pedal deflection application.
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
[FCOM/LIM/LG]
3 kts / 30° NWS / up to 9 tires:
1 tire on the NLG
RMK: if using a towbarless truck, ALL tires on the NLG must be inflated.
2 tires in different axles of the BLG
2 tires in different axles of the WLG
P.n.: hence, 3 tires deflated would be a “NO taxiing” condition (NO GO), even by towing.
Exceptions:
- For runway vacating ONLY, the two deflated tires on the body OR wing LG can be on the same axle (p.n. picture on the chapter not applicable).
- For taxi, the two deflated tires can be located on the CENTER axle of the BODY LG (p.n. Specifically BLG; refer to the picture on the chapter).
What’s the maximum structural speed that the ACFT can sustain without structural failure?
[FCTM/PR/AEP/MISC]
OVERSPEED
The aircraft is designed to fly up to the maximum structural speed (VD/MD = 375 kt/M 0.96) without structural failure.
What’s the limitation in case of GA after approaching overweight?
[FCTM/PR/AEP/MISC]
OVERWEIGHT LANDING
For go around, if the landing configuration is different from FLAP FULL, FLAP 1 must be used.
What’s the T MAX?
[E-learning]
ISA + 40 (55° at MSL)
