Limitations Flashcards
1
Q
Flight maneuvering load acceleration limits
A
Clean -1 to +2.5 g
Slats/Flaps extended 0 g to +2 g
2
Q
Approach Category
A
Category C A/c 228-299, 301-399, 601-699
Category D A/c 701-799
3
Q
Runway slope
A
(Mean) +-2%
4
Q
Max crosswind takeoff
A
35 kts
5
Q
Max crosswind for landing
A
38 kt
6
Q
Max tailwind for takeoff
228-299, 301-399, 601-699
A
15 kt
7
Q
Max tailwind for takeoff
701-799
A
10kt
8
Q
Max tailwind for landing
A
10kt
9
Q
maximum pressure altitude for takeoff and landing
A
9200 ft
10
Q
Minimum Runway width
A
100 ft/ 30m
a/c 227-299, 601-699
148ft/ 45m
All other aircraft
11
Q
Narrow runway
A
Any runway less than 148 ft/45 m
12
Q
Narrow Runway Operations
Landing on narrow runways
A/c 227-229, 601-699
A
Autoland is not authorized
Dispatch from/to narrow runways is not allowed in case of:
-Nose wheel steering inoperative
-1 brake or more inoperative
Diversion to a normal width runway (148’/45m) is recommended in case of:
-rudder jam
-rudder pedal jam
-yaw damper system fault
-Rudd Travel Limit system fault
-All failures leading to the loss of the nose wheel steering (HYD yellow system loss, double hydraulic failure, double BSCU fault, double LGCIU fault)
13
Q
Max wind for pax door operation
A
65 kt
14
Q
Max wind for cargo door operation
A
-The maximum wind for FWD or AFT cargo door operation is 40 it (or 50 it, 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.
15
Q
Max Vmo/Mmo
A
350 kt / .82 kt
16
Q
Slats/Flap speed
701-799
A
1 - 235 kt
1 + F - 225 kt
2 - 215 kt
3 - 195 kt
Full - 190 kt
*unless an abnormal or emergency procedure dictates otherwise, the maximum speed the slats/flaps will be extended is Vfe-10kts. This provides a safety margin to avoid inadvertently exceeding placarded speeds in case of unanticipated speed increases (e.g., wind change or turbulence induced).
17
Q
Slats/flaps speed
228-299, 301-399
A
1 - 230
1+F - 215
2 - 200
3 - 185
Full- 177
*unless an abnormal or emergency procedure dictates otherwise, the maximum speed the slats/flaps will be extended is Vfe-10kts. This provides a safety margin to avoid inadvertently exceeding placarded speeds in case of unanticipated speed increases (e.g., wind change or turbulence induced).
18
Q
Vle
Max speed with landing gear extended
A
280kt/.67mach
19
Q
Vlo extension
Max speed at which gear may be extended
A
250kt/0.60mach
20
Q
Vlo retraction
Max speed at which gear may be retracted
A
220kt/0.54mach
21
Q
Max tire speed
A
195 kt Groundspeed
22
Q
Max speed for use of windshield wipers
A
230 kts
Note: This limitation is applicable when the wipers are sweeping. It is not applicable if the wipers are not sweeping for any reasons.
23
Q
Max speed for opening cockpit window
A
200 kt
24
Q
Taxi speed 228-299
A
Weigh greater than 167,550 lbs
20 kts during a turn
25
Max altitude with slats and/or flaps extended
20,000 ft MSL
26
Max positive cabin differential pressure
9.0 psi
27
Max negative cabin differential pressure
-1 psi
28
Safety relief valve setting
8.6 psi
29
Ram air inlet opening limitation
Only open if differential pressure is lower than 1 psi
Note: if differential pressure is greater than 1 psi, the check valve located downstream will not open even if the ram air door has been selected open
30
Air conditioning System Parameters
Packs Use with LP Air Conditioning Unit
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.
31
Air conditioning System Parameters
with HP ground unit
APU Bleed use with HP air start unit
Is prohibited
Note: The external HP air cart cannot be confirmed to be free from oil contamination and are not designed to supply HP air for long durations (I.e. these carts are designed to supply HP air for engine starting purposes only). Do not use air supplied by the HP ground unit when the APU is supplying bleed air is to avoid bleed system damage.
32
Air conditioning System Parameters
avionics ventilation
The aircraft electrical system should not be powered for more than 2 hours without a cooling system when the outside air temperature is above 49 degrees C
33
APU may be started and operated even if the LOW OIL LEVEL Ecam advisory is displayed. Mx action is require within ___ hours of APU operation.
10 hours
Note: a logbook entry is NOT required after receiving this advisory message. Contact MCC to determine the status of required maintenance action.
34
APU starter duty cycle
After 3 consecutive start attempts, the flight crew must wait 60 min before a new start attempt.
35
APU
Max Rotor Speed
107%
36
APU
Max EGT for APU Running
675 degrees C
37
APU
Max EGT for start
Below 35,000'....1090 degC
At or above 35,000'....1120 degC
38
APU Altitudes-Maximum
For APU start using normal electrics & APU operation
39,000 ft MSL
39
APU altitudes- maximum
APU Battery Restart Limit
BOLD
25,000 ft MSL
40
APU Altitudes- maximum
1 pack operation w/ electrical
22,500 ft MSL
41
APU Altitudes- Maximum
Max altitude to assist engine start
20,000 ft MSL
42
APU Altitudes-Maximum
2 packs operations w/electrical
15,000 ft MSL
43
Autopilot engagement altitudes
After Takeoff… 100'agl and at least 5s after liftoff
Enroute ...900'agl
RNAV Visual Appr..500'agl
Non-precision appr... DDA/DA
Non-autoland ILS w/CAT 1 FMA.. 160agl
Non-autoland ILS w/CAT2/3 FMA...80agl
GO-Around (if AP not already engaged)…. 100'agl
Autoland Approach..rollout/taxi speed
44
When visibility is less than _____ RVR or ____ the approach must be flown with the autopilot(s) engaged if operable.
No longer listed?????
4000 RVR or 3/4
45
The use of AP or FD in open des mode or des mode is not permitted ____or _____
Inside the FAF or below 1000 ' agl on a visual approach
46
Max continuous load per generator
100% (90 kVA)
47
Max continuous load per TR
200 A
48
Engine Limitations
Engine EGT and Thrust- Maximum
Takeoff and Go-around
5min
10min one engine inop
301-399. 1060 degrees C
228-299, 701-799. 950 degrees C
601-699. 1083 degrees C
49
Engine Limitations
Engine EGT and Thrust- Maximum
Max Continuous Thrust (MCT)
Unlimited
301-399. 1025 degrees C
228-299, 701-799. 915 degrees C
601-699. 1043 degrees C
50
Engine Limitations
Engine EGT and Thrust- Maximum
Starting
301-399. On Ground 750 degrees C
In Flight 875 degrees C
228-299, 701-799. 725 degrees C
601-699. 1083 degrees C
51
Max continuous oil temp
Max continuous
228-299, 301-399, 701-799. 140 deg C
Max temperature
601-699. 151 deg C
52
Max transient oil temp
228-299, 301-399, 701-799 (15 minutes) 155 degrees C
601-699
No max transient temp listed
53
Minimum starting oil temp
-40 degrees C
All a/c
54
Minimum oil temp before takeoff
228-299, 301-399, 701-799
19 degrees C
601-699
52 degrees C
55
Minimum oil quantity
228-299 & 701-799
9.5qt + .5qt per hour of estimated flight time
301-399- the min oil qty is the highest of:
-10.6qt, or
-9.0qt + .5qt per hr estimated flight time
601-699
OAT at or above -30C. 14qt
OAT below -30C. 16.5qt
56
Engine RPM- Maximum
N1
601-699 normal operation 100%: permitted 105%
301-399 101%
CEO aircraft 104%
Note: the N1 limit depends upon ambient conditions and engine air bleed configuration. These may limit N1 to a value lower than the one noted above.
57
Engines RPM Maximum
N2
601-699 normal operation 100%: permitted 105%
301-399 116.5%
CEO aircraft 105%
58
Engine Starter Duty Cycle
228-299 & 701-799
-A standard automatic start that includes up to 3 start attempts, is considered 1 cycle
-For ground starts (automatic or manual), a 20 s pause is required between successive cycles
-A 15min cooling period is required, subsequent to four failed cycles
-The starter must not be run when N2 is above 20%
301-399
-A standard automatic start that includes up to 3 start attempts, is considered 1 cycle
-For ground starts (automatic or manual), a 60s pause is required between successive cycles
-A 15min cooling period is required, subsequent to 3 failed cycles
-The starter must not be run when N2 is above 63%
601-699
-A standard automatic start that includes up to 2 start attempts, is considered 1 cycle
-For ground starts (automatic or manual), a 35s pause is required between successive cycles
-A 15min cooling period is required, subsequent to 3 failed cycles, or 15 min of continuous or cumulated crank
-The starter must not be run when N2 is above 20%
59
Reverse thrust limits
Selecting reverse inflight is prohibited.
Backing the a/c with reverse thrust is not permitted.
Max reverse will not be used below 70 kts (idle reverse is allowed down to a/c stop).
Except in an emergency, reverse thrust is not authorized to reduce taxi speed.
60
EGPWS Alerts
Vol 2
4.05
AP...... off
Pitch...pull up
Pull to full back stick and maintain in that position. (Not bold)
Thrust Levers ...toga
61
Emergency Descent
QRH MISC
Crew oxy masks.....use
Signs......................on
Emer descent.........initiate
•if a/thr is not active:
Thr levers...............idle
Spd brk...................full
62
Loss of Braking
Vol 2
4.05
•if no braking
Rev.........................max
Brake pedals..........release
A/skid off...............order
A/skid & n/w strg....off
Brake pedals..........press
Max brk pr..............1000psi
•if still no braking:
Parking brake.........short and successive applications
63
Smoke/Fumes/Avncs Smoke
QRH SMOKE
Oxy mask/goggle.....use/100%/emerg
64
Stall Recovery
Nose down pitch control............apply
Bank.................wings level
•when out of stall (no longer stall indications)
Thrust............increase smoothly as needed
Speed brakes.....check retracted
Flight path.........recover smoothly
•if in clean configuration and below 20,000'
Flap 1.................select
65
Stall warning at lift off
Thrust.........toga
At the same time: (not bold)
Pitch attitude...15(deg)
Bank...........wings level
66
Tcas warnings
Vol 2
4.05
Ap(if engaged) .......off
Both FDs.................off
Respond promptly and smoothly to an RA by adjusting or maintaining the vertical speed, as required, to reach the green area and/or avoid the red area of the vertical speed scale
67
Unreliable speed indication
QRH NAV
If the safe conduct of the flight is impacted
AP/FD ...................off
A/THR...................off
Pitch/Thrust
Below thr red alt.............15/ Toga
Above " and below fl100....10/cl
" " and above fl100... 5/cl
Flaps ...............maintain current config
Flaps(if config full)...select conf3 and maintain
Speedbrakes..........check retracted
L/G .................up
68
Windshear Warning- Reactive Windshear
Vol 2 4.05
if after V1
Thr levers .......toga
Reaching Vr.....rotate
SRS Orders ....follow
If necessary, the flight crew may pull the sidestick fully back.
Airborne, initial climb, or landing
Thr levers at toga ..... set or confirm
AP (if engaged) ........ keep on
SRS orders .............follow
69
Windshear Warning- Predictive Windshear
Vol 2 4.05
When airborne
Thr Levers.............toga
As usual, the slat/flap configuration can be changed, provided the windshear is not entered. (Not bold)
AP (if engaged) .....keep on
SRS Orders ...........follow
Landing
Go around............. perform
AP (if engaged) .... keep on
70
Auto land demonstrated capability
Maximum Runway altitude
9200' 228-299, 301-399, 601-699
5750’ 701-799
71
Minimum runway width for auto land
148’/45m
72
Autolands are approved for which config?
Autolands are approved for CONF 3 and CONF FULL. CONF FULL is recommended for all autolands to maximize forward slant range visibility
73
Autoland Required:
Below CAT 1 minimums
Furthermore, to minimize the chances of a go around, Frontier policy is to set up and brief for an autoland IF the reported RVR/visibility is at or below 1/2 mile or 2400 rvr AND all of the requirements for an autoland can be met (environmental, aircraft appr capability, ground equipment, etc), the approach will be briefed and flown as a CAT 2 or Cat 3 autoland
74
Autoland prohibited
-if braking action less than medium
-runways less than 148’/45m wide
-In Fairbanks or Anchorage, Alaska on a/c 228-238 & 701-721
-below -1000' pressure altitude
75
Autoland approaches to CAT II/III runways with weather at or above 800' ceiling / 2sm visibility may be conducted provided the following precautions are taken...
The flight crew advises ATC of the autoland attempt for critical area protection and glideslope intercept from below. Protection will be provided based on atc workload. If atc cannot provide critical area protection, the crew may continue the approach bust must be prepared to assume control in event LOC or GS guidance is interrupted or lost.
The crew is aware that Loc or GS beam fluctuations, independent of the aircraft system, may occur and the PF is prepared to immediately disc AP and take appropriate action should unsat guidance occur
76
Autoland wind restrictions
228-299, 301-399, 701-799
30 HW
15 CW
10 TW
601-699
15 HW
10 CW
10 TW
Wind correction: Vls + wind correction 5-15kts
(1) The wind limitation is based on the surface winds reported by ATC. If the wind displayed on the ND exceeds the auto land limitations, but the tower reports surface winds within limitations, the approach may continue to landing. If the tower reports a surface wind that exceeds the limitations, the CAT II/III auto land is not authorized.
(2) At approach speed (VAPP)=VLS + wind correction min wind correction 5kt, max wind correction 15kt
77
Autoland performance limits (below 500')
GS deviation < 1 dot
loc deviation <1/4 dot
Airspeed +/- 5 kts
Max rate descent 1000fpm
Airspeed not below Vls
Bank not to exceed 7 deg
-2.5 deg <=pitch=>10 deg
78
Autoland Autobrakes Requirement
Runway less than 8,000’ Medium
Runway 8,000’ or longer Low or Medium
*Autobrakes (if available) are required for all CAT III approaches.
79
Reduced Thrust Takeoff
(Flex Prohibited)
MEL prevents it
Contaminated runway (BOLD)
OAT greater than Flex temp
Windshear (BOLD)
Special departure procedures (BOLD)
Performance limited
When 25% reduction limit is exceeded
80
Fuel temperature limits
Min JetA -36 deg
Max 54deg or 55 deg
Max JetB; JP4 49 deg
(Neo & a/c 230-235 canNOT use JetB or JP4)
*For Jet A only, if TAT reaches -34 deg C, monitor the ECAM FUEL pg that fuel temp remains higher than -36 deg C
81
When using JP 4 or Jet B
If wing temp exceeds 30 deg at eng start, the altitude must be limited to 25,000' until center tank is empty
82
Minimum fuel for takeoff
3300 lbs
(1) ECAM alerts that are related to fuel low level in the wing tanks (FUEL WING LO LVL, etc) must not appear for takeoff.
83
Fuel imbalance
A320
Takeoff
Imbalance at Takeoff
Inner tanks (outer tanks balanced)
Qty in heavier tank -max imbalance
Full- 1102 lbs
Outer tanks (inner tanks balanced)
Max difference 815 lbs
84
Fuel imbalance
A321
Takeoff
Fuel in heavier tank- max imbalance
Full - 882
85
In exceptional conditions (e.g., in the case of fuel system failures)
The above mentioned maximum fuel imbalance values may be exceeded without significant effect to the a/c handling qualities. The a/c remains fully controllable in all phases.
86
Takeoff with center tank fuel (a/c 228
-229)
Take off with center tank fuel supplying the engines is
Prohibited
87
hydraulic limitation pressure
Maximum operating pressure
3200 psi
88
Max brake temp for take off (brake fans off)
300 deg C
89
Taxiing with deflated tires
To vacate the runway or taxi at low speed with tires deflated (not damaged), all of the following limitations apply:
If max 1 tire per gear deflated
-max taxi speed during turn 7kt
If max 2 tires deflated on same main gear-max taxi speed 3kt
Max NWS angle 30
In addition, if tire damage is suspected, the flight crew must ask for an a/c inspection prior to vacate the runway or taxi. If the ground crew suspects that a tire burst may damage the landing gear, Mx action is due
90
Towbarless towing and push back
On nose landing gear is approved for accepted towbarless towing vehicles, but the nws angle must be limited to 85 deg
91
RNP 10 Oceanic/remote area operations are approved
Min navigation equipment required to enter RNAV 10 airspace
-2 FMGC (or 1 FMGC & 1 backup nav)
-2 mcdus
-2 IRS
-2 ND (temporary display of ND info via the PFD/ND switch is permitted on 1 side)
-1 GPS if flt time outside radio an aid coverage is longer than
- 6.2 hrs from time of IRS ground alignment or
-5.7 hrs from the time of last FM position update
92
A/c dimensions
123-146' long
112' wing tip to tip
117 sharklet
40' tail height
93
Autoland airport Altitude at or below
9200' 228-299,301-399,601-699
5750' 701-799
94
Braking system is NOT designed to
Hold the a/c stationary when high Thrust level applied on at least 1 eng. During grd procedures that require thrust increase w/braking, the flight crew must ensure the a/c remain stationary.
95
Inertial Reference System
IRS ground alignment of the irs is possible in latitudes between 73 degrees north and 55 south. A/c 228-299, 301-387,701-799
IRS ground alignment is possible in latitudes between 82 degrees north and 82 south. A/c 388-399, 601-699
Flying at latitudes beyond these limits is prohibited.
96
Non-precision approaches with engine out
If a/c 701-712
If one engine is inoperative, it is not permitted to use the autopilot to perform non precision approaches in the following modes: FINAL APP, NAV V/S, NAV/FPA.
Only FD use is authorized.
97
Oxygen
A/C 228-232
2 flt crew- 576
2 flt Crew+1 obs -744
2 flt crew + 2 obs-933
A/C 233-238, 701-799
2 flt crew 806
2 flt crew+ 1 obs 1057
2 flt crew + 2 obs 1339
NEO- A/C 301-399 & 601-699
CA- 570
Ca+3 obs- 800
FO- 570
FO +4 obs- 800
98
Contaminated Runway
Crosswind Limitations
5/Good = 35To/38land
4/good-med= 29
3/med=25
2/med-poor=20
1/poor= 15
0/nil= operations prohibited
99
Narrow runway crosswind Limitations
Takeoff and landing
6/dry=35 takeoff: 38 landing
5/good/wet= 33
4/good to medium= 10
3/medium= 10
2/medium to poor=10
1/poor= 10
0/nil= operations prohibited
100
Maximum operational pressure altitude
39,800
101
Stabilized Approach Policy
*Note RNP/RNAV AR lateral approach parameters are more restrictive; reference Chapter 6
1000’AFE
-steady rate of descent not to exceed 1200fpm
-correct lateral path (+\- 1dot ils/loc: 0.3nm rnav: 1/2dot vor)
-correct vertical path (+\- 1dot)
-final landing config (Gear:Flaps extended, speed brakes retracted)
-No GPWS warnings/cautions
500’AFE
-Landing checklist completed
-Steady rate of descent not to exceed 1000fpm
-5 to +15 target speed
-Thrust stabilized, usually above idle, commensurate with what is required to maintain the target speed criteria.
102
GCU
Generator control unit
Controls the frequency and voltage of the generator output
103
Type of engines
CFM International
LEAP-1A
301-399
Or
CFM56-5B
228-299, 701-799
Or
PW1100G-JM
601-699
104
Electrical system rating
115/200V 400 Hz constant-frequency AC system and a 28 V DC system
105
Max fuel quantity
41,054 301-399
51,969 701-799
52,243 228-299
51,161 601-699
106
Alpha floor
Thrust goes to TOGA when a/c reaches high AOA
Lift off to 100’RA on approach
‘A FLOOR’ in green surrounded by Amber box on FMA
‘TOGA LK’ in green surrounded by Amber box on FMA when a/c leaves alpha floor conditions
Disconnect autothrust to cancel Toga lock/alpha floor
107
ECAM
Level 1, 2, 3
Level 3- master warning in red
Level 2- master caution in amber
Level 1- amber on E/WD
108
Braking System Tolerances
VOL 2. 5.50
Logbook entry required:
-one brake >900 degC
-fuse plug melted
-diff btwn LH ;RH brakes avg >200degC
-diff btwn 2 brakes same gear >150degC; 1 brake >600degC
-diff btwn 2 brakes same gear >150degC; 1 brake <60degC
109
Fuel System Indication Error
There are various factors that affect fuel system accuracy. Fuel system indication error is a value that changes with fuel properties, quantities, and other factors. As tank quantity approaches low values, the amount of over-indication error decreases. At very low fuel quantities (5% of tank capacity), the amount of fuel on board will always be equal to or greater than indicated, as required for fuel system accuracy by FAR Part 25.
110
Engine Oil Pressure
Minimum
28-299 & 701-799. 13PSI
301-399. 17.4 PSI
601-699 65 PSI
111
Surge tank air inlet
Fuel vent on wing (NACA)
112
Torque link damper
Check level and for leakage
113
Outflow valve location
Right aft fuselage
114
FDR access door location
Right aft fuselage
Aft of Right door
115
Ram air inlet location
Forward slight left belly
Square door
116
APu air intake door location
Bottom of tail cone
Square door opens downwind (backwards)
117
Thrust Lock
Activated when:
1. TL in CL detent (or MCT with 1 engine out)
AND
2. Pilot pushes the A/THR pb on the FCU
OR the A/THR disconnects due to a failure
118
Alpha/Speed Lock
Inhibits slat retraction at high aoa: low speeds
119
Use of Flight Controls Caution
Rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw (e.g. large sideslip angles), May results in structural failure at any speed
120
When using JP 4 or Jet B fuel
If wing fuel temp exceeds 30 deg C at engine start, the altitude must be limited to 25,000 ‘ until center tank is empty.
121
Auto land wind correction
Notes
1. The wind limitation is based on the surface winds reported by ATC. If the wind displayed on the ND exceeds the auto land limitations, but the tower reports surface winds within limitations, the airplane approach may continue to landing. If the tower reports a surface wind that exceeds the limitations, the CAT 1/2 auto land is not authorized.
2. At approach speed (VApp)=VLS + wind correction minimum wind correction 5kt, maximum wind correction 15kt.
228-299, 301-399, 701-799
30hw-15x-10tw
601-699
15hw-10x-10tw
122
Vmo/ Mmo
350kt / 0.82mach
123
APU start/shutdown during refueling/refueling
During refuel/refuel 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
124
Minimum pressure altitude for takeoff and landing
-2000 ft
125
Minimum runway width
A/c 227-229 & 601-699
100’/30m
All other a/c
148’/45m
126
Speed brake limitation
All NEO Aircraft
For approach, the use of speed brakes at or below 240kts is not permitted if
- GWCG is >35%
Or
-In overweight landing conditions
127
Autoland
Engine out
The airbus A320 series aircraft are approved by the AFM to perform s.e autoland approaches. Although Frontier Airlines’ limitations prohibit the initiation of s.e autoland approaches, the flight crew may use emergency authority if it is determined to be safest course of action.
NOTE: on A320 aircraft with an engine inoperative, s.e autoland approaches are only approved by the AFM in CONFIG FULL
128
General limitations
Kind of Operation
This airplane is certified in the public transport category (passengers and freight) for day and night operations, in the following conditions, when the appropriate equipment and instruments required by airworthiness and operating regulations are approved, installed, and operable
-VFR and IFR
-Extended over water
-flight in icing
-max seats A321: 240; A320: 190
128
The use of __________ is approved with or without AP/FD in selected or managed mode.
autothrust
129
All NEO Aircraft
For Approach, the use of speed brakes at or below 240 is not permitted if:
-GWCG is above 35% or
-In overweight landing conditions
130
Order of procedures
Memory Items
OEBs
ECAM
QRH Procedures
Abnormal & Emergency Procedures
Additional procedures
131
Max Fuel Imbalance
A320
Landing
Inner Tanks (outer tanks balanced)
Fuel qty (heavier tank)- max imbalance
Full- 3306
Outer tanks (inner tanks balanced)
Max difference- 1521 lbs
132
Max fuel imbalance
A321
Landing
Fuel qty (heavier tank) - max imbalance
Full- 2910 lbs
133
Slats/flaps speed
601-699
1- 243
1+F- 225
2- 215
3- 195
Full- 186
134
Crosswind operation on ground
Engine start
& takeoff
301-399
engine start- the engine is able to start in crosswind up to 45kt
Takeoff- engine crosswind limit at takeoff: 35kt gusts included
601-699
Engine start- the engine is able to start in crosswind up to 35kt
135
Captain signature requires in logbook for ?
CR, FR, FCP
