Limitations Flashcards
Flight Envelope
G limits, Environmental envelope
G Limits
Clean -1g to +2.5g
All other configs 0g to +2g
T/O and LDG -1000ft to 9200ft
Service Ceiling 39800ft
Aust temps - approx -40 deg C to +45 degs C @ 5000ft
FCOM for temps - A320 FCOM limitations section
Runway limitations
Slope, Alt for T/O and width
RWY Slope +/-2 degs
RWY Alt 9200ft
RWY Width - nominal 45m (min 30m) Note: OM A has narrow RWY X-wind limitations
Max demo X-wind - 38kts (including gusts)
Crosswind Limitations
Note not ops to Contam Rwys
Max X-wind on WET or CONTAM RWYS
(Damp / up to 3mm contam (inc frost) - GOOD Est Surface Friction (ESF) - 38kts T/O and LDG)
(Compacted Snow (OAT at or below -15 degs C - GOOD to MEDIUM ESF - 29kts T/O and LDG)
(Dry snow 3mm - 100mm, Wet snow 3mm - 30mm, Compacted snow OAT > -15degs C, dry snow over compacted snow, wet snow over compacted snow, slippery when wet - MEDIUM ESF - 25kts T/O and LDG)
(Water or Slush 3mm to 13mm, MEDIUM to POOR ESF - 20kts T/O and LDG)
(Ice (cold + dry) POOR ESF - 15kts T/O and LDG)
General Wind limitations
Pax door operation - 65kts
Cargo door operation - 40kts (50kts if nose into wind or doors leeward side)
Note close the cargo doors before 65kts reached
Tailwind limitations
Tailwind T/O - 10kts
Tailwind Landing - 10 kts
Takeoff Limitations
T/O not recommended on the following RWY conditions:
- Wet ice
- Water on top of compacted snow
- Dry Snow or Wet snow over Ice
Cockpit window speed
200kts
Max Flaps/Slats speeds
Wiper speeds linked to conf 1
Cockpit window open linked to conf 2
0 - VMO/MMO - Cruise 1 - 230kts - Holding (wiper speed) 1 + F -215kts - T/O 2 - 200kts - T/O / Appr (cockpit window open) 3 - 185kts - T/O/APP/LDG FULL - 177kts - LDG
VMO/MMO
350kts/M0.82
Transition 24.5K
Landing gear speeds
Note: Gear usually down at around 200kts
VLE - 280kts/M0.67
VLO (EXT) - 250kts/M0.6
VLO (RET) - 220kts/M0.54
Tire Speed
Max ground speed - 195kts
Minimum Control Speeds
VMCL (LDG) 109kts
VMCG/VMCG - Approx 110kts in AUST ELEV
(Note consult FCOM for exact)
Taxi Speed
> 76000kg Do not exceed 20kts in a turn
Wipers - Link to Conf 1
230kts
Weight Limitations
Taxi - 77400kg T/O - 77000kg MLW - 64500kg MZFW - 61000kgs Min Weight - 37230kgs (Note Dry ops weight is usually 42000kgs)
Ground Air
- With pax onboard limit no aircon to 20min due air quality
- Do not use APU Bleed with HP Air Start unit due to adverse effect on bleed air system
- Do not use LP AC Unit with Conditioned air from Packs due adverse effect on AC system
Avionics Ventilation (Normal Configuration)
Note if you are going to use Extract Override then other temp limits will apply (in the consider heavy rain in parking checklist)
In hot conditions limitations apply to the length of time elec power supply is used >49 degs C OAT
Cabin Pressure
Max positive differential pressure (delta P) 9.0 PSI
Max negative differential pressure -1.0 PSI
Safety Relief valve setting 8.6 PSI (+/- 0.1 PSI)
Max Cabin Alt Selection - 14000ft
Cab Alt warning - +9550ft (+/-350ft)
Max Norm Cab Alt - +8000ft
Min Cabin Alt Selection -2000ft
Autopilot Function
T/O - 100ft AGL or 5 secs after lift-off
Non-Precision app (FINAL APP, NAV FPA, NAV V/S, HDG V/S, LOC V/S, LOC FPA - 250ft AGL
In Circling App - 500ft AGL CAT C (600ft AGL CAT D)
ILS CAT 1 - 160ft AGL
ILS CAT2 or CAT3 (single or dual) - 0ft AGL if autoland
After an Manual Go-around - 100ft AGL
In all other phases - 500ft AGL (This covers non-normal operations)
Note: The AP or FD in OP DES or DES mode can be used in approach. However, its use is only permitted if the FCU selected altitude is set to, or above, the higher of the two: MDA/MDH or 500ft AGL
Flight Management Function
FMGS Lat/Vert Certified for:
After T/O, enroute and terminal ops
Nav in RNAV/ RNP airspace
IAPs (except ILS and LOC ….. etc other types we don’t do)
Missed app procs
FLS (FMS Landing System) Certified for:
RNAV, RNAV(GNSS), GPS, VOR, VOR/DME, NDB, NDB/DME IAPs using FMS nav for lat and vert nav.
LOC, ILS(G/S out), or LOC B/C IAPs using FMs Nav for Vert, associated with LOC or LOC B/C for Lat nav.
Note: NAV database must be valid
Navigation Performance
Nav Accuracy depends on:
- IRS drift, or
- One of the following:
- Rad nav availability, or
- Elapsed time since last computation or rad nav position
RNP performance with GPS PRIMARY
ENR
- AP ON 1nm
- AP OFF, FD ON 1nm
- AP OFF, FD OFF 1.1nm
TERM
- AP ON 0.5nm
- AP OFF, FD ON 0.51nm
- AP OFF, FD OFF 0.51nm
APRCH
AP ON 0.3nm
AP OFF, FD ON 0.3nm
AP OFF, FD OFF not allowed without F-LOC deviation
Note:
If GPS PRIMARY LOST on ND and MCDU the nav accuracy remains sufficient for RNP ops provided RNP value is checked/entered on MCDU and HIGH ACCURACY is displayed
Turbulence Penetration Speed (Vb)
250kts to 20000ft
275kts to 32000ft
M0.76 > 32000ft
Use of NAV Mode
- AFTER T/O
- IN TERMINAL AREA
NAV mode can be used as long as GPS PRIMARY is available
Use of NAV Mode
- APP Based on NAVAIDS
A navaids app may be performed in NAV, APP NAV or FINAL APP, with AP and 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.
Note: FLS is the recommended managed lat and vert guidance mode for radio navaids approach.
Use of NAV Mode
- RNAV APPROACH
AN RNAV(RNP) app 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) app may be performed provided that GPS PRIMARY is available
Navigation Database Validation
RNAV (GNSS) Approaches and approaches based on VOR/NDB
To fly an app in Lat managed mode or lat and vert managed mode, the app stored in the NAv database must be either:
- Produced by an approved supplier compliant with ED76/DO200A requirements, or
- Validated and approved by the operator.
Note: RNAV(GNSS) approaches lat trajectories are geometrically based on wypts coords. Thus, validating wypts coordinate ensure no coding error on the app and correct lat trajectory. Observed lat track deg of difference between MCDU F-PLN pg display and charts may come from inconsistency between FMS MagVar and charted MagVar, which has no effect on lat trajectory.
ILS Cat 2
Min decision ht 100ft AGL
Requirements:
- At least one AP engaged in APPR mode
- CAT 2 or CAT 3 SINGLE or CAT 3 DUAL on FMA
- For Manual landing, AP off by 80ft AGL
Special Auth CAT 2 (SA CAT 2) &
Other than Standard CAT 2 (OTS CAT 2)
MDH 100ft AGL
Requirements:
- At least one AP engaged in APPR mode
- CAT 2 or CAT 3 SINGLE or CAT 3 DUAL on FMA
- W/O HUD flight crew must perform an autoland
ILS CAT 3 Fail Passive (Single)
MDH - 50 ft AGL
Requirements:
- A/THR must be used in selected or managed speed
- At least one AP engaged in APPR mode
- CAT 2 or CAT 3 SINGLE or CAT 3 DUAL on FMA
ILS CAT 3 Fail Operational (Dual)
Alert Height - 100ft AGL - A/THR must be selected or managed - Both APs engaged in APPR mode - CAT 3 DUAL on FMA CAT 3 with DH: MDH 25ft AGL (22ft AGL VH-XUH) CAT 3 without DH: Min RVR - 75m
Engine Out
CAT 2 or CAT 3 fail Passive autoland are only approved in CONF FULL, and if engine out procs are completed before reaching 1000ft in approach
Max wind conditions for ILS/MLS CAT 2 or CAT 3 and for GLS CAT 1
Headwind: 30 kts
X-wind: 20 kts (VH-XUH - 20kts without auto rollout, otherwise 15kts with auto rollout)
Tailwind: 10 kts
Note: Wind limitation is based on surface wind reported by ATC. ND wind is not considered. If ATC wind reported out of limits conduct a CAT 1 approach without autoland.
Automatic Landing
ILS/MLS CAT 2 and CAT 3 autoland and GLS CAT 1 autoland are approved in OCNF 3 and CONF FULL
Autoland is demonstrated with:
- CAT 2 and CAT 3 ILS/MLS beam and CAT 1 GLS beam
- a G/S angle between -2.5 and -3.15 degs
- airport ELEV at or below 6500 ft
Autoland is not allowed below -1000ft Pressure ht
NOTE: Auto rollout performance is approved on dry and wet runways, but not demonstrated on snow covered or icy runways.
During auto rollout one inop or one thr reverser inop, flight crew may use remaining reverser, provided that wind condition does not exceed max for auto rollout.
(VH-XUH - do not use more than idle thrust)
Automatic Landing cont…..
Auto landing system perf is demoed with CAT 2 or CAT 3 ILS/MLS airport installation. However, autoland in CAT 1 or better weather conditions is possible on CAT 1 gnd installations or on CAT 2 / 3 ground installations when ILS/MLS sensitive areas are not protected, if the follow precautions are taken:
- The airline checked that the ILS/MLS beam quality, and the effect of the terrain profile before the RWY have no adverse effect on AP/FD guidance. Particularly terrain profile 300m before the RWY threshold.
- The flight crew is aware that the LOC or G/S beam fluctuations independent of the A/C sys ay occur. The PF is prepared to immed disconnect should unsat guidance occur.
- At least CAT 2 capability is displayed on FMA and the flight crew uses CAT 2or 3 procs.
- Visual references are obtained at an alt appropriate for the CAT 1 approach, if not Go-around.
- A/C Must be below MLW.
APU General
- APU Start Cycle
- Rotor Speed
- EGT Max values
APU start - 3 attempts = 60 mins cool period
(Don’t bother with the below - Auth Ron due no interrupt procs)
Rotor Speed - Max N speed = 107%
EGT - MAX values
APU Start - < 25000ft……………………..900 degs C
APU Start - > 25000ft……………………..982 degs C
APU Running (w 5 secs confirmation for Shutdown ……………………………………………………………682 degs C
APU Running (immed shutdown…….700-742 degs C
APU Start/Shutdown during Refuelling/Defuelling
Permitted with the following restrictions:
- If the APU failed to start or following an auto shutdown, do not start the APU
- If a fuel spill occurs, perform a normal shutdown
APU Operational Envelope
- Gnd ops
- Air ops
- Batt start
- Restart envelope
GND OPS
- minus 1000ft to +9200ft
- consult charts above 45 degs C
AIR OPS
Bleed air + Elec Up to 20000ft
Elec only above 20000ft
APU battery restart (Elec Emerg Config)……..25000ft
(You want a good start and to conserve batt power)
Restart envelope:
Minus 1000 to 41000ft
* Temp dependent
APU Bleed
Max alt to assist eng start…………………………………20000ft
Max alt for air con and px (single pack ops)…..20000ft
Max alt for air con and px (dual pack ops)…..15000ft
Use of APU Bleed for wing anti ice not permitted
ENGINE -Thrust setting/EGT limits
TOGA (AEO)…………………….5 mins/ 635 degs C
TOGA (OEI)………………………10 mins/ 635 degs C
MCT………………………………….610 degs C
Starting (GND/FLT)………….635 degs C
ENGINE - Shaft Speeds tee hehehehehe
Max N1 ………………100%
*Note: N1 may be limited due ambient conditions
Max N2………………100%
ENGINE - OIL
- Oil temp
- Oil quantity
- Oil pressure
Oil Temp -
Max cont temp………………………………..155 degs C
Max transient temp (15mins)………….165 degs C
Min Starting……………………………………..-40 degs C
Min temp before IDLE exceeded…-10 degs C
Min for T/O………………………………………50 degs C
Oil Quantity
Check ECAM………… at or above 11 qts + est consumption of 0.3 qts per hour (7 hr endurance therefore 13 qts will always comply)
Oil Pressure
Min Oil pressure……………………………..60 PSI
ENGINE - Starter
*A standard auto start is considered one cycle
GND Starts (AUTO/MAN)…………………………15 secs pause between cycles
3 failed cycles or 5mins crank……………………30 mins cool
For Manual start………………………………………2 min cycle observe
For crank………………………………………………..5 min max cycle time
*Starter must not be run when N2 is above:
- 10% on GND
- 18% in FLT
ENGINE - Reverse Thrust
- Prohibited in flight
- Not used to reverse A/C
- Not used below 70kts. Rev Idle is permitted down to A/C stop
ENGINE - FLEX T/O
T/O at reduced thrust is permitted if all performance requirements are met for thrust available for the flexible temperature.
T/O at reduced thrust is permitted with any inop item affecting performance only if the associated performance shortfall has been applied to meet the above requirements.
FLEX is not permitted on contaminated RWYS
TFLEX can not be:
- Higher than TMAXFLEX, equal to ISA + 72 (55 for VH-XUH)
- Lower than the flat temp (TREF) (Note below FLEX 46 you will be getting TOGA)
- Lower than actual OAT
ENGINE - X-WIND ENG START
Max X-wind for start…………………..35kts
Ice and Rain Protection
- definitions
Icing conditions……………………Visible moisture + < 10degs C OAT or TAT (in FLT) (1SM or 1600m vis or less)
Severe Ice accretion…………..> 5mm (0.2 in) thick
Thin Hoarfrost……………………..Surface features can be distinguished below frost
Rain repellent………………………Use only in MOD to HEAVY rain
LDG GEAR Limitations
- Brake Temp
- NWS angle
- Deflated/damaged Tires
Max temp for T/O (brake fans off) ...........300 degs C (If you use the fans then you will be limited to 150 degs C) NWS angle (under tow)................................+/- 85 degs NWS angle (taxing)........................................+/- 75 degs
If MAX one tire deflated (consider three gears)
- Max taxi spd during turn………………………7 kts
If two tyres deflated on same gear (max one main gear)
- Max taxi spd …………………………………………3 kts
for the NWS angle (MAX)……………………….30 degs
*Note: if tire damage suspected, inspection required prior to vacating RWY or taxing.
Inertial Reference System (IRS)
- GND Alignment
- MAG reference
IRS GND Alignment……………possible between 73 degs north and south latitude
MAG Reference
*If all ADIRUs have the same MagVar table:
In NAV mode, the IR will not provide valid mag hdg or trk angle:
- North of 73 degs N
- South of 60 degs S
*If one ADIRU has a different MagVar table:
In NAV mode, the IR will not provide valid mag hdg or trk angle:
- Noth of 60 degs N between 30W and 160 degs W
- North of 73 degs N
- South of 55 degs S
Note: Flying at latitudes beyond all these limits is prohibited
Minimum Flight Crew Oxygen Pressure
Consult table if below 950 PSI ( 700 PSI Good at 30 degs C and 3 occupants)
(Use a ref temp of 30 degs)
Min OXY covers the following:
- Preflight checks
- The use of OXY when only one crew member is on the flight deck (USA)
- Unusable quantity
- Normal sys leakage
- Most demanding of the following:
* Protection after depressurisation with reg on NORMAL
- During emerg descent 13 mins all crew
- During cruise FL100 for two crew for 107 mins
* To protect against smoke with 100% O2 for all crew for 15 mins at 8000ft Cabin Alt
GPWS / Predictive GPWS
All NAV must not be based on the use of the terrain display.
The terrain display is intended to serve as a SA tool only, may not provide the accuracy upon which to solely base terrain avoidance manoeuvring.
The predictive GPWS functions should be inhibited (TERR Pb off) when A/C position is less than 15 nm from the airfield:
- For ops to or from RWYS not incorporated in the predictive GPWS database
- For specific approaches which were previously identified as potentially causing false terrain alerts.
Only A/C with Man-made obstacle function can display obstacles on ND that trigger alerts, based on a dedicated database which includes artificial obstacles worldwide.
FUEL - Temperature
JET A1/ JP8/ JP5………………-43 to +54 degs C
FUEL Temp limits when JP4 and JET B Fuels are used
- If wing fuel temp > 30 degs C at eng start, alt must be limited to 35000ft till centre tank is empty.
- If wing fuel temp > 40 degs C at eng start, alt must be limited to 30000ft till centre tank is empty.
- If wing fuel temp > 49 degs C at eng start, alt must be limited to 25000ft till centre tank is empty.
Reason: At high altitude with high fuel temp, the pressure supplied by the centre tank pumps becomes lower than the pressure supplied by the wing tank pumps.
FUEL - Maximum Allowed Fuel Imbalance
FUEL IMBALANCE AT T/O
INNER TANKS (OUTER TANKS BALANCED)
Tank Fuel Quantity Max Asymmetry
(Heavier Tank)
*Full 500 kg
3000 kg 1050 kg
1450 kg 1450 kg
*The variation is linear between these values
OUTER TANKS (INNER TANKS BALANCED)
Max Asymmetry 370 kg
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FUEL IMBALANCE IN FLT and LDG
INNER TANKS (OUTER TANKS BALANCED)
Tank Fuel Quantity Max Asymmetry
(Heavier Tank)
Full 1500 kg
4300 kg 1600 kg
2250 kg 2250 kg
*The variation is linear between these values, and there is no limitation below 2250 kg
OUTER TANKS
Max Asymmetry 690 kg (1)
Note (1) - The Max fuel imbalance in the outer wing fuel tanks (one full/one empty) is allowed provided that:
- The fuel quantity of the outer and inner wing fuel tanks of one side is equal to the fuel quantity of the outer and inner wing fuel tanks on the other side, or
- On the side of the lighter outer tank, the fuel quantity of the inner tank is more than the fuel quantity of the opposite inner tank. The difference between the fuel quantity in the inner tanks should not be more than 3000kg.
Note: In exceptional conditions (i.e. fuel sys failure), the above-mentioned values for max fuel imbalance may be exceeded without significant effect to the a/c handling qualities. The a/c remains fully controllable in all flight phases.
FUEL - Minimum Fuel Quantity for T/O
Min fuel for T/O ………………………1500 kg
The ECAM alerts that are related to fuel low level in the wing tanks (FUEL WING TK LO LVL, etc) must not appear for take off.
CAT C Speed Limitations
Holding
Up to and including FL140 ………….230kts
Above FL140 to FL200……………….240kts
> FL200……………………………………265kts
Vat……………………………………………121-140 kts
Initial and Intermediate Appr………..160-240kts
Final Appr………………………………….115-160kts
Circling……………………………………..180kts
Missed Appr………………………………240kts
