LIM Flashcards
FLIGHT MANEUVERING LOAD ACCELERATION LIMITS
Clean configuration?
Other configurations?
Clean configuration
-1 g to +2.5 g
Other configurations
0 g to +2 g
ENVIRONMENTAL ENVELOPE
Minimum TAT
-53 °C
AIRPORT OPERATIONS AND WIND LIMITATIONS
Runway slope (mean)
Minimum runway width
Runway slope (mean)
± 2 %
Minimum runway width
45 m
Maximum certified crosswind at takeoff (gust included)
35 kt
Maximum certified crosswind at landing (gust included)
40 kt
Note:
The maximum certified crosswind value is an AFM limitation. It is an engine limitation.
For information, maximum demonstrated crosswind at landing: 42 kt gusting 56 kt.
MAXIMUM RECOMMENDED CROSSWIND FOR TAKEOFF AND LANDING
6 - DRY
5 - GOOD
4 - GOOD TO MEDIUM
3 - MEDIUM
2 - MEDIUM TO POOR
1 - POOR
TO / LDG
35 / 40
35 / 40
27 / 27
20 / 20
20 / 20
15 / 15
Maximum tailwind at takeoff
15KT
Maximum tailwind at landing
BELOW 8000FT - 15 kt
ABOVE 8000FT - 10
Maximum wind for cabin door operation
40 kt
Maximum wind is 50 kt, if the aircraft nose is oriented into the wind.
The cabin and cargo door must be closed before the wind reaches 60 kt.
Maximum wind for cargo door operation
40 kt
Maximum wind is 50 kt, if the aircraft nose is oriented into the wind, or if the door is on the leeward side.
The cabin and cargo door must be closed before the wind reaches 60 kt.
COCKPIT WINDOW MAXIMUM OPENING/CLOSING SPEED
250KT / 160KT
MAXIMUM OPERATING SPEED VMO/MMO
VMO 340 kt
MMO 0.89
MAXIMUM SPEEDS FOR LANDING GEAR:
VLE
VLO
GRAVITY EXTENSION
Maximum speed with the landing gear extended (VLE) - 250 kt / M 0.55
Maximum speed with the landing gear operating (VLO) - 250 kt / M 0.55
Maximum speed for landing gear gravity extension (VLE/VLO) - 220 kt/M 0.48
MAXIMUM TIRE SPEED
204KT
MINIMUM CONTROL SPEEDS
RR / EA
RR
VMCL - 123 kt
VMCL-2 - 147 kt
EA
VMCL - 120 kt
VMCL-2 - 145 kt
WINDSHIELD WIPERS MAXIMUM SPEED
250 kt
TAKEOFF PACKS OFF?
PROHIBITED
CABIN PRESSURE
Maximum positive differential pressure
Maximum negative differential pressure
Maximum normal cabin alt
Minimum cabin alt selecion
9.65 psi
0.725 psi
7500ft
-2000ft
AUTOPILOT
Minimum height for use of autopilot:
At takeoff
Non-precision approach
Circling approach
ILS approach with APPR1 displayed on FMA
After manual go-around
All other phases
100 ft AGL, and at least 5 s after liftoff (An internal PRIM logic prevents the autopilot from engaging during 5 s after liftoff.)
200 ft AGL
200 ft AGL
160 ft AGL
100 ft AGL
500 ft AGL
MAXIMUM WIND CONDITIONS FOR AUTOMATIC APPROACH, LANDING, AND ROLL-OUT
Maximum headwind
Maximum crosswind
Maximum tailwind at landing
38kt
30kt
below 8000ft - 15kt
above 8000ft - 10kt
GLS CATEGORY I
Minimum decision height
200ft
At least one autopilot must be engaged in approach mode, and APPR1 must be displayed on the FMA.
If the flight crew performs an automatic approach without autoland, the autopilot must be disengaged no later than 160 ft AGL.
ILS CATEGORY II
Minimum decision height
100ft
At least one autopilot must be engaged in approach mode, and LAND2, LAND3 SINGLE or LAND3 DUAL must be displayed on the FMA.
If the flight crew performs an automatic approach without autoland, the autopilot must be disengaged no later than 80 ft AGL.
ILS CATEGORY III FAIL-PASSIVE
Minimum decision height
50ft
At least one autopilot must be engaged in approach mode, and LAND3 SINGLE or LAND3 DUAL must be displayed on FMA.
ILS CATEGORY III FAIL-OPERATIONAL
Alert Height
Min RVR
With DA
Without DA
200ft
75m
<50ft
0ft
Both APs must be engaged in approach mode and LAND3 DUAL must be displayed on FMA.
AUTOMATIC LANDING
RUNWAY CONDITIONS
CAT IIIB operation on contaminated runways?
is not authorized
The performance of the ROLL OUT mode is demonstrated on dry and wet runways (up to 3 mm of water). The roll out performance on contaminated runways was not demonstrated and cannot be assured.
Therefore, if the flight crew aims to keep AP engaged during rollout on a contaminated runway, they must apply all of the following:
Consider the maximum crosswind value that is the most restrictive (associated either with the runway condition, or with autoland)
Be prepared to disengage the AP and take over manually if the ROLL OUT directional control is no longer sufficient.
APPROACH CAPABILITY
FAIL-OPERATIONAL AUTOMATIC LANDING SYSTEM
An automatic landing system is fail-operational if, in the event of a failure below alert height, the remaining part of the automatic system allows the aircraft to complete the approach, flare, and landing. A LAND3 DUAL system is a fail-operational automatic landing system.
Note:
In the event of a failure, the automatic landing system operates as a fail-passive system.
FAIL-PASSIVE AUTOMATIC LANDING SYSTEM
An automatic landing system is fail-passive if, in the event of a failure, there is no significant out-of-trim condition, or deviation of flight path or attitude, but the landing is not completed automatically. A LAND3 SINGLE system is a fail-passive automatic landing system.
Note:
With a fail-passive automatic landing system, the flight crew controls of the aircraft after a failure.
ALERT HEIGHT
The alert height is the height above the runway, above which a LAND3 autoland would be discontinued, and a missed approach executed, if a failure occurred in either the airplane systems, or the relevant ground equipments. Below the alert height, if such a failure occurs, the flare, touchdown and roll-out may be accomplished using the remaining automatic system.
Note:
Below 200 ft RA, the FG freezes the LAND3 capability. Therefore, a failure occurring below 200 ft RA does not change the capability of the system.
APU START
5s before APU Master ON
aborted APU start or APU shutdown, wait 60 s before a new start attempt.
This 60 s period is due to the ECB inhibition logic after an aborted APU start or APU shutdown.
After three consecutive APU start attempts, the flight crew must wait 60 min before a new start attempt.
This 60 min period is to allow the APU starter to cool down.
APU OPERATIONAL ENVELOPE:
-APU START?
APU GENERATORS:
-On ground, each APU generator can supply up to X KVA?
-In flight, up to ?
APU BLEED AIR SUPPLY:
-APU bleed air can be supplied up to?
-Use of APU bleed air for wing anti-ice?
20 000FT M0.56
120 KVA.
22 500 ft, only one APU generator can operate.
22 500 ft, provided the aircraft airspeed is below M 0.56.
Use of APU bleed air for wing anti-ice is not permitted.
EA OIL LImitations:
max temp?
min start temp?
min temp for TO?
min press?
177 for 5 sec or 163 for 20min
-40
+50
25psi
EA OIL QUANTITY
FT below 10 h - 10 qts
FT at or above 10 h - 6 qts + 0.4 qt/h
RR OIL Limitations:
MAX CONT TEMP:
MIN START TEMP:
MIN TEMP FOR TO:
Min press?
Maximum continuous temperature - 196°C
Minimum starting temperature - −40°C
Minimum temperature prior to takeoff - +40°C
25PSI
RR OIL QUANTITY
OAT < 0 °C
FT below 14h - 13 qts
FT at or above 14h - 6 qts + 0.5 qt/h
OAT ≥ 0 °C
FT below 8 h - 10 qts
FT at or above 8 h - 6 qts + 0.5 qt/h
EA STARTER
Three periods of 5 min continuous starter use are possible.
2 min cool down for each minute of starter time.
When the starter accumulates 15 min of use, the starter must cool down for 30 min before a new engine start is attempted.
RR STARTER
Maximum continuous starter operation is 5 min:
-Two consecutive cycles of 2 min duration maximum, plus one additional cycle of 1 min, with a run down to zero N3 between each cycle, or
-One 5 min cycle.
Wait 30 min after the last cycle to allow the starter to cool.
SOFT GO-AROUND
prohibited on airport with missed approach gradient greater than 8%.
Maximum operating altitude with slats and/or flaps extended
20 000FT
MAXIMUM FLAPS/SLATS SPEEDS
0
1
1+F
2
3
FULL
0 - VMO/MMO
1 - 263KT
1+F - 222KT
2 - 220KT
3 - 196KT
FULL - 182KT
MINIMUM FUEL TEMPERATURE
JET A
JETA1
MAXIMUM FUEL TEMPERATURE
JETA - 40C
JETA1 - 47C
53C
MAXIMUM ALLOWED WING FUEL IMBALANCE
FEED 1/4
FEED 2/3
INNERS
MIDS
OUTERS
3000KG
3000KG
3000KG
2500KG
1200KG
MINIMUM FUEL QUANTITY BEFORE PUSHBACK
each feed tank is more than 4 000 kg
BRAKE TEMPERATURE
300C
In the case of BWS Fault
-180 ° turn on a 60 m (200 ft) wide runway is forbidden,
-180 ° turn on a turn pad is not recommended if the runway is wet.
Maximum altitude at which the landing gear can be extended
21 000 ft
The speed limitation for landing gear extension is 250 kt/M 0.55. The Landing Gear Control and Indication System (LGCIS) uses only speed limitation to inhibit the landing gear extension. To avoid any inadvertent landing gear extension out of speed limit when the aircraft flies in Mach, the cross-over altitude corresponding to the speed of 250 kt/M 0.55 is introduced as the highest altitude target to extend the landing gear. This altitude is 21 000 ft. Nevertheless in the case of emergency, respecting the M 0.55 speed limitation, the flight crew can extend the landing gear if necessary.
The following limitations apply in order to be able to taxi or to tow the aircraft with deflated tires
In the case of towbarless towing?
Maximum taxi speed?
Maximum nosewheel steering (NWS) angle?
Up to (?) tires can be deflated with the following maximum of deflated tires per landing gear:
If tire burst suspected?
No deflated nose landing gear tire
3 kt
30 °
9
-One deflated tire on the nose landing gear, or/and
-Two deflated tires per body landing gear provided they are not on the same axle, or/and
-Two deflated tires per wing landing gear provided they are not on the same axle.
***For runway vacating only, the two deflated tires on the body or wing landing gear can be on the same axle.
For taxi, the two deflated tires can be located on the center axle of the body landing gear.
“…the flight crew must ask for an inspection of the landing gear before the taxi is initiated and make sure the condition of the affected wheels is in accordance with FCOM limitations.: (FCTM - WHEEL TIRE DAMAGE SUSPECTED)
After a landing with one abnormal wing or body landing gear, the following limitations apply in order to taxi or to tow the aircraft:
Maximum taxi speed?
Maximum NWS angle?
5 kt
50 °
TAXI WITH ONE ABNORMAL WING OR BODY LANDING GEAR:
-For taxi with one abnormal WLG, the maximum recommended wind?
-For taxi on Dry and Wet runway/taxiway with one abnormal BLG, max wind?
- 40kt (maximum recommended crosswind for landing is applicable)
- The maximum crosswind component is limited to 35 kt (gust included)
During refueling, do not use the external lights, except for?
NAV/LOGO/WING
Ground alignment of the IRS is possible in latitudes between
82 ° North and 78.25 ° South.
In NAV mode, the IR will not provide valid magnetic heading and magnetic track angle?
North of 82 ° North
North of 73 ° North between 90 ° and 120 ° West (magnetic polar region)
South of 60 ° South.
When flying at latitudes beyond these limits, TRUE reference must be selected.
