Limitations Flashcards
Unpressurized Flight
Max. Alt. for Operation after an in flight depressurization is 10,000ft. MSL unless MEA or other constraints require a higher altitude.
Max Operating Speed Vmo/Mmo
320/.78
Max. Operating KIAS 8,000 to 10,000 MSL Vmo
Red Line,
(Do not deliberately exceed Vmo/Mmo in any regime of flight (climb, cruise or descent), Vmo/Mmo increases linearly from 250kts at 8,000 to 320 kts at 10,000)
Max Operating KIAS up to 8,000 MSL Vmo
250
Max Turb. Penetration Vb/Mb
250/.63 which ever is lower,
Max landing gear extension Vloe
250
Maximum Maneuvering Va
200,
Full application of rudder and ailerons, and maneuvers involving angle of attack near stall, must be confined to speed below Va
Va Limits Rudder caution
A full or nearly full rudder deflection in one direction followed by a full or nearly full deflection in the other direction, even at speeds below the Va, can dramatically increase the risk of structural failure of the vertical stabilizer or the rudder.
Flaps 45 speed caution
- Can momentary airspeed excursion that are due to wind gust or turbulence are allowed up to 155kts with no crew or mx action required.
- Can not steady state operation over 145kts is not allowed and must be entered into the AML.
Max landing gear extended Vle
250
Max landing gear retraction Vlor
200
Flap Speeds
9, 250
18, 200.
22, 200
45, 145
Max Wiper Operation
160
Max Operating Alt
37,000ft
Landing Pressure Alt Min and Max for Takeoff and Landing
Min -1000
Max 8,000
Min Takeoff and landing Temp
-40C SAT
Limits if below -40c SAT
The aircraft may not takeoff without further mx inspeciton
TAT limits in cruise flight above 25,000ft
-45c
Icing Definition on the ground for takeoff
- Icing conditions exist when the OAT is 10°C or below and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain,
snow, sleet and ice crystals) - Icing conditions also exist when the OAT is 10°C or below when operating on ramps, taxiways or runways where surface snow, ice, standing water or slush may be ingested by the engines, or freeze on engines, nacelles or engine sensor probes
Ground Icing Caution
Do not rely on visual icing evidence or ice detector actuation to turn on the Anti-icing System. Use the temperature and visual moisture criteria as specified above. Delaying the use of the Anti-icing System until
ice build-up is visible from the cockpit may result in ice ingestion and possible engine damage or flameout
In Flight Icing definition
Icing conditions may exist whenever the Total Air Temperature (TAT), is 10°C or below and visible moisture in any form is present (such as clouds, fog with
visibility of one mile or less, rain, snow, sleet and ice crystals).
IN flight ice Caution
Not withstanding ice detector monitoring, the crew remains responsible of monitoring potential icing condition and for manual activation of the ice protection system if icing condition are present and the ice detection is not activating the ice protection.