Limitations Flashcards
Flight Maneuvring Load Acceleration Limits
Clean configurations: -1 g to +2.5 g
Other configurations: 0 to +2 g
Maximum Operating Altitude
39,800 ft
Runway Slope (mean)
+/-2 %
Runway Altitude
9,200 ft
Nominal Runway Widtrh
Nominal: 45 m
Minimal: 30 m
Maximum demonstrated crosswind (takeoff and landing)
38 kt (gust included)
Maximum Tailwind (takeoff and landing)
10 kt
Maximum wind for passenger door operation
65 kt
Maximum wind for FWD and AFT cargo door operation
40 kt
- 50 kt, if the aircraft nose is into the wind, or if the FWD and AFT cargo doors are on the leeward side
- FWD and AFT cargo doors must be closed before the wind speed exceeds 65 kt
Maximum cockpit window open speed
200 kt
Maximum Flaps/Slats Speed
1: 230 kt
1 + F: 215 kt
2: 200 kt
3: 185 kt
Full: 177 kt
Maximum Operating Speed
VMO: 350 kt
MMO: M 0.82
Maximum Speed with the Landing Gear Extended
Max speed with the landing gear extended (VLE): 280 kt / M 0.67
Max speed at which landing gear may be extended (VLO extension): 250 kt / M 0.60
Max speed at which landing gear may be retracted (VLO retraction): 220 kt / M 0.54
Maximum Ground Speed
195 kt
Minimum Control Speed for Landing (VMCL)
109 kt
Taxi speed when the takeoff weigh is higher than 76,000 kg
Do not exceed taxi speed of 20 kt during a turn
Maximum Wipers Operating Speed
230 kt
Maximum Takeoff Weight
71,500 kg / 77,000 kg
Maximum Landing Weight
64,500 kg / 66,000 kg
Maximum Zero Fuel Weight
61,000 kg / 62,500 kg
Minimum Weight
37,230 kg
When pax on board, it is not recommended to exceed __ min without air conditioning supply. The lack of fresh air supply will significantly reduce the cabin’s air quality.
20 min
What is the time limitation for avionics ventilation?
OAT ≤ 49 °C: No Limitation
49°C < OAT ≤ 55°C: 2 h
55°C < OAT ≤ 60°C: 1 h
60°C < OAT ≤ 64°C: 0.5 h
Maximum differential pressure
minus 1.0 / 9.0 PSI
Safety relief valve setting
8.6 PSI
Maximum Normal Cabin Altitude
8,000 ft
Cabin Altitude Warning
9,550 ft (± 350 ft)
Maximum Cabin Altitude Selection
14,000 ft
Minimum Cabin Altitude Selection
minus 2,000 ft
When can the AP be used after takeoff?
Minimum 100 ft AGL and at least 5 s after liftoff
When can AP be used in approach with FINAL APP, V/S or FPA mode?
Until 250 ft AGL
When can AP be used in circling approach?
Until 500 ft AGL
When can AP be used in ILS/MLS CAT 1 approach?
Until 160 ft AGL
When can AP be used in ILS/MLS CAT 2 / CAT 3 SINGLE / CAT 3 DUAL approach?
Until 0 ft AGL if autoland
When can AP be used after a manual go-around?
After 100 ft AGL
When can AP be used in all other phases?
Until 500 ft AGL
RNP Accuracy with GPS PRIMARY (With AP ON)
En route: 1 NM
In Terminal Area: 0.5 NM
In Approach: 0.3 NM
RNP Accuracy with GPS PRIMARY (With AP OFF and FD ON)
En route: 1 NM
In Terminal Area: 0.51 NM
In Approach: 0.3 NM
RNP Accuracy with GPS PRIMARY (With AP OFF and FD OFF)
En route: 1.1 NM
In Terminal Area: 0.51 NM
In Approach: 0.3 NM with F-LOC deviation. Not authorized without F-LOC deviation
Flight Management Function during degraded situation
If GPS PRIMARY LOST is displayed on the ND and MCDU, the navigation acuracy remains sufficient for RNP operations provided that, the RNP value is checked or entered on the MCDU and HIGH ACCURACY is displayed.
When can NAV MODE be used after takeoff?
NAV mode may be used after takeoff provided that:
- GPS PRIMARY is available, or
- The flight crew checked the FMGS takeoff updating
When can NAV MODE be used 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
When can NAV MODE be used in 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.
When can NAV MODE be used in RNAV approach?
An RNAV(RNP) approach may be performed, with GPS PRIMARY not available, 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
Requirements for ILS CAT 1
Minimum DH: 100 ft
- At least 1 AP in APPR mode
- CAT 2, CAT 3 SINGLE or CAT 3 DUAL must be displayed on FMA
- Manual landing, AP should be disconnected no later than 80 ft AGL
Requirements for ILS CAT 2
Minimum DH: 100 ft
- At least 1 AP in APPR mode
- CAT 2, CAT 3 SINGLE or CAT 3 DUAL must be displayed on FMA
- Without HUD, the flight crew must perform an atuomatic landing
Requirements for ILS CAT 3 SINGLE (Passive)
Minimum DH: 50 ft
- A/THR must be used in selected or managed speed
- CAT 3 SINGLE or CAT 3 DUAL must be displayed on FMA
Requirements for ILS CAT 3 DUAL(Fail Operational)
Alert height: 100 ft
- A/THR muse be used in selected or managed speed
- Both AP must be in APPR mode
- CAT 3 DUAL must be displayed on FMA
CAT 3 with DH: Min. DH 25 ft
CAT 3 without DH: Min. RVR 75 m
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.
True
Maximum wind conditions for ILS/MLS CAT 2 or 3
Headwind: 30 kt
Tailwind: 10 kt
Crosswind: 20 kt
APU start limitations
After 3 consecutive start attempt, must wait 60 min before a new start attempt
Maximum APU N speed
107 %
Maximum EGT for APU start
Below 35,000 ft: 1,090°C
Above 35,000 ft: 1,120°C
Below 25,000 ft: 900°C
Above 25,000 ft: 982°C
Maximum EGT for APU running
675°C
With 5s confirmation for shutdown: 682°C
For immediate shutdown: 700°C to 742°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 Operational Envelope
Elec power only: 22,500 ft to 41,000 ft / 20,000 ft to 41,000 ft
Bleed Air and Elec Power: -2,000 ft to 22,500 ft / -2,000 ft to 20,000 ft
APU Bleed Limitations
Max altitude to assist engine start: 20,000 ft
Max altitude for air conditioning and pressurization (single pack operation): 22,500 ft / 20,000 ft
Max air conditioning and pressurization (dual pack operation): 15,000 ft
Use of APU bleed air for wing anti-ice is not permitted.
Thrust setting / EGT Limits
All engines operative: 5 mins / 635°C
One engine operative: 10 mins / 635°C
MCT: Not limited / 610°C
Starting
- On ground: 635°C
- In flight: 635°C
Maximum N1
100%
The N1 limit depends on the ambient conditions and on the configuration of the engine air bleed. These parameters may limit N1 to a value that is less than the above-mentioned N1 value.
Maximum N2
100%
Maximum Continuous Oil Temperature
155°C
Maximum Transient Oil Temperature (15 mins)
165°C
Minimum Starting Temperature
-40°C
Minimum Temperature before IDLE is exceeded
-10°C
Minimum Temperature before takeoff
50°C
Minimum oil quantity
11 qt + estimated consumption
Average estiamted consumption = 0.3 qt/h
Minimum Oil Pressure
60 PSI
Starter Limitations
‐ 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.
At what speed should the reverse thrust be kept?
Should not used below 70 kt. Idle reverse is permitted down to aircraft stop.
Engine crosswind opeartion on ground
Engine is able to start in crosswind up to 35 kt
Maximum operating altitude with slats and/or flaps extended
20,000 ft
Minimum and maximum fuel temperature
Jet A1
Minimum: -43°C
Maximum: 54°C
Fuel Imbalance at takeoff
Inner tanks (Outer Tanks Balanced)
- Full / 500 kg
- 3,000 kg / 1,050 kg
- 1,450 kg / 1,450 kg
Outer tanks (Inner Tanks Balanced)
- 370 kg
Fuel Imbalance in flight and at landing
Inner tanks (Outer Tanks Balanced)
- Full / 1,500 kg
- 4,300 kg / 1,600 kg
- 2,250 kg / 2,250 kg
Outer tanks (Inner Tanks Balanced)
- 690 kg
Minimum Fuel Quantity for Takeoff
1,500 kg
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
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.
Maximum Brake Temperature for Takeoff (brake fans off)
300 °C
Maximum Nose Wheel Steering Angle
±85 °
Maximum Taxi Speed During Turn (If maximum one tire per gear is deflated (consider 3 gears)
7 kt
Maximum Taxi Speed (If two tires are deflated on the same main gear (maximum one main gear)
3 kt
Maximum Nose Wheel Steering Angle with deflated or damaged tires
30 °
Minimum Flight Crew Oxygen Pressure
Refer to table in FCOM
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 13 min
▪ During cruise at FL 100 for two flight crewmembers for 107 min.
* Protection against smoke with 100 % oxygen for all flight crewmembers and observers during 15 min at 8 000 ft cabin altitude.
