Limitations Flashcards
What is the crosswind limit for landing on a dry runway?
40kt.
This includes gust.
Note: The crosswind limit for landing on a wet runway is the same, ie 40kt.
Ref: FCOM/Limitations/Operational Parameters
What is the crosswind limit for landing on a wet runway?
40kt (gust included)
Note: The crosswind limit for landing on a dry runway is the same, ie 40kt.
Ref: FCOM/Limitations/Operational Parameters
What is the crosswind limit for takeoff on a wet runway?
35 kt (gusts included).
Note: This limit of 35 its is the same for dry, wet, slush, dry snow, wet snow and frost if in each case the contaminant despite is less or equal to 3mm).
Ref: FCOM/Limitations/Operational Parameters
What is the crosswind limit for takeoff on a dry runway?
35 kt (Gusts included).
Note: Same as for wet, and slush/dry snow/wet snow/frost up to a depth of 3mm.
Ref: FCOM/Limitations/Operational Parameters
Limitations for operation of the RR engine starter:
- What how long can the starter be run continuously for?
- How many cycles?
- What is the time or run down between cycles?
- How long is needed to wait between cycles to allow the starter to cool?
- Maximum permissible N3 for running engagement of starter: On ground? In air?
The starter can be run for either 2 consecutive cycles of 2 minutes duration and the 1 cycle of 1 minute. Or one 5 minutes cycle.
Either 3 cycles (2 mins, 2 mins and 1 min) or 1 cycle (5 mins)
If the starter is being run for 2 mins then 2 mins then 1 min, then there must be a run down to zero N3 between cycles (ie between the first and second cycle and then between the second and third cycle).
Note: This is not a length of time for run down. Rather, it is a case of however long it takes for the N3 to slow down to zero.
A wait of 30 minutes is required after the last cycle (be it the 1 min cycle (after the 2 x 2 min cycle) or the single cycle of 5 mins).
10% N3 on the ground. 30% N3 in flight.
What is generally higher: takeoff crosswind limit or landing crosswind limit?
Landing crosswind limit
What is the crosswind limit for landing (gust included) on compacted snow (braking performance 4 - Good to Medium) ?
27kt (20 kt for landing dispatch).
Ref: FCOM/Limitations/Operational Parameters.
What is the takeoff crosswind limit (gust included) for landing on compacted snow?
Needs edit: takeoff or landing crosswind limit???
20kt
Ref: FCOM/Limitations/Operational Parameters
What is VMO/MMO?
At what altitude does IAS 340kt = M0.89
340kt / M0.89
At FL300 (depending on ISA deviation etc), IAS 340kt - M0.89
Above FL300 a lower IAS in kt = M0.89, so M0.89 is the important figure,
Below FL 300 IAS a low Mach No. Than M0.89 = 340kt, so 340kt is the important figure.
Ref: FCOM/Limitations/Operational Parameters.
Limitations for taxying with deflated tyres:
- maximum taxi speed?
- maximum nosewheel steering angle?
- maximum number of tyres that can be deflated?
- maximum number of deflated tyres per landing gear?
The maximum taxi speed is 3kt
The maximum nosewheel steering angle is 30 deg.
One deflated tyre on the nose landing gear, and/or, two deflated tyres 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.
Exceptions in order to taxi the aircraft with deflated deflated tyres:
- For runway vacating only, 2 deflated tyres on the body or wing landing gear can be on the same axle.
- For taxi, the deflated tyres can be located on the center axle of the the body landing gear.
Summary: maximum number of tyres that can be deflated = 1 NLG + 4 WLG + 4 WLG = 9 … provided that on each WLG and BLG the 2 deflated tyres on not on the same axle… with exceptions as above for vacating the runway and if the 2 deflated tyres are on the centre axle of the BLG.
The maximum number of deflated tyres per landing gear is 2 (provided they are not on the same axle, with the exceptions mentioned above!)
What is the maximum operating altitude with slats and or flaps extended?
20,000’
Ref: FCOM/Limitations/Operational Limitations
What is the maximum altitude at which the landing gear can be extended?
What is the significance of this altitude?
What is the speed limitation for landing gear extension?
Can the landing gear be extended at a speed above 250kt / M.55?
Could the landing gear be (safely) extended above 21,000’?
21,000’
This altitude (21,000’) is the crossover altitude corresponding to the speed of 250kt / M0.55. The altitude itself is not a problem for landing gear extension however the speed in a problem. 21,000’ is chosen as an altitude limitation for LG extension to protect the airplane from an inadvertent gear extension when the speed is below 250kt but above M0.55 (eg you might be at 23,000’ and the IAS may be 245kt but the Mach number might be M0.56, or something like that).
250kt / M0.55
No. The LGCIS (Landing Gear Control and Indication System) uses the speed limitation to inhibit the landing gear extension.
Yes. The landing gear could be (safely) extended above 21,000’ provided the M0.55 speed limit was respected. Example: Emergency descent: it may be possible to descent from FL410 faster by reducing to M0.55 and extended the gear, rather than descended at VMO with gear retracted.
Ref: FCOM/Limitations/Operational Parameters
What is the maximum speed in flight speed for APU operation?
What about in the case of an all engine failure?
In flight, how many APU generators can operate? Up to what altitude?
Up to what altitude can the APU supply bleed air?
What is the restriction for use of APU bleed air?
The APU can operate when the aircraft speed is below M0.56
In the case of an all engine failure the APU can operate at any speed.
- note however that will get teh Mach overspeed ECAM unless aircraft speed is below M0.5, so treat the max speed for APU start as M 0.49
In flight, only 1 APU generator can operate. Up to 22,500’.
APU bleed air can be supplied up to 22,500’ (provided airspeed is below M 0.56).
Use of APU bleed air FR wing anti-ice is not permitted.
Ref: FCOM/Limitations/49 Auxiliary Power Unit/Operational Envelope
Limitations for operation of the EA engine starter:
- What how long can the starter be run continuously for?
- How many cycles?
- What is the time required or run down to what N2 between cycles?
- How long is needed to wait between cycles to allow the starter to cool?
- Maximum permissible N2 for running engagement of starter: On ground? In air?
The starter can run continuously 5 minutes.
Three cycles of 5 min continuous starter use are possible.
The time required for cooling between the first and second, and between the second and third starter cycles is 2 minutes per minute of starter time. So, if all 5 mins of continuous start time are used then the time required before the second or third attempt is 10 minutes. After the third attempt a longer time is required for cooling before starting again.
When the starter accumulates 15 min of use, the starter must cool down for 30 min before a new engine start is attempted.
If the N2 is above 25 %, no running engagement of the starter is possible.
What to the 5 minutes (AEO) and 10 minutes (OEI) limitations on thrust apply to - ie does it apply to TOGA thrust?
These time limits apply to TAKEOFF THRUST and to GO-AROUND thrust, ie whatever is used depending on the situation.
Examples:
If you do an ops normal AEO takeoff using flex thrust, then takeoff thrust is defined as the thrust achieved with the thrust level in the FLX/MCT detent. You must bring the thrust levers back to the CLB detent at latest 5 mins after takeoff thrust is set.
If you do an ops normal AEO TOGA takeoff then you must also bring the thrust levers back to the CLB detent at latest 5 mins after the takeoff thrust is set.
If you do an AEO Go-Around using TOGA then you must bring the thrust levers back to the CLB detent at latest 5 mins after TOGA is set. Or, even if you use the soft go-around technique and you come back to the MCT detent after TOGA is set and the go-around phase is activated, then you still need to come back to the CLB detent latest 5 mins after TOGA was set.
For an EFATO, it doesn’t matter if you set TOGA or you leave the thrust levers in the FLX/MCT detent, exactly the same as per the AEO takeoff, either of these techniques has set ‘takeoff thrust’. So, the thrust levers must be put back to the CLB detent by a time limit, in the case of one engine out (OEI) this is 10 minutes. There is another difference however … which is that for the OEI condition, you then put the thrust levers back into the FLX/MCT detent as the system logic is different for the OEI condition in that when the thrust levers are in the FLX/MCT detent the auto thrust system is active (whereas for the AEO condition, when the thrust levers are in the FLX/MCT detent the auto-thrust system is not active).
