Limitations, Memory Items & Proficiency Items Flashcards
Load Limits
Clean Configuration: -1.0g to +2.5g
Other Configuration: 0g to +2.0g
A319/A320 Wingspan
111 feet, 10 inches
A320-S/A321-S Wingspan
117 feet, 5 inches
A319 Tailstrike Pitch Attitude
L/G Struts Compressed: 13.9
A320 Tailstrike Pitch Attitude
L/G Struts Compressed: 11.7
A321 Tailstrike Pitch Attitude
L/G Struts Compressed: 9.7
Maximum Certified Altitude
FL398
Runway Slope
+/- 2%
Max Runway Altitude
9,200 ft
Nominal Runway Width
45 m (148 ft)
Minimum Runway Width
98 ft with “Operations on Narrow Runways” procedure
Max Crosswind (takeoff and landing)
38 knots (gust included)
Max Tailwind - Takeoff
15 knots
Max Tailwind - Landing
10 knots
Max Wind for PAX Door Operation
65 knots
Cockpit Window Open Maximum Speed
200 knots
Maximum Operating Speed Vmo Mmo
350 knots/M.82
Max speed with landing gear extended (VLE) (and Mach)
280 knots/M.67
Max landing gear extension speed (VLO Extension) (and Mach)
250 knots/M.60
Max landing gear retraction speed (VLO Retraction)
220 knots/M.54
Max altitude landing gear may be extended
25,000 ft
Max Tire Speed
195 knots GS
Max Taxi Speed (A320/A321)
Takeoff weight higher than 167,550 lbs: 20 knots in a turn
Wipers Maximum Operating Speed
230 knots
A319 Max Landing Weight
137,788 lbs
A320 Max Landing Weight
145,505 lbs
A320-S Max Landing Weight
145,505 lbs
A320-NEO Max Landing Weight
148,591 lbs
A321-S Max Landing Weight
171,519 lbs
APU Bleed Use With Air Start Unit
The Flight Crew must not use bleed air from the APU BLEED and from the HP Air Start Unit at the same time, to prevent any adverse effect on the Bleed Air System.
Max Positive Differential Pressure
9.0 PSI
Max Positive Differential Pressure
9.0 PSI
Max Negative Differential Pressure
-1.0 PSI
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.
Min Height for AP - Takeoff with SRS Mode
100 ft AGL and at least 5 seconds after takeoff
Min Height for AP - In approach with FINAL APP, V/S, or FPA mode
250 ft AGL
Min Height for AP - Circling Approach
600 ft AGL
Min Height for AP - ILS approach with CAT 1 displayed
160 ft AGL
Min Height for AP - ILS approach with CAT 2 or 3 displayed
- 0 ft AGL if Autoland
- 80 ft AGL if no Autoland (Ops Specs C071)
Min Height for AP - Manual Go-Around
100 ft AGL
Min Height for AP - All Other Phases
500 ft AGL (A319/A320)
900 ft AGL (A321)
Use of the AP or FD in OPEN DES or DES mode is not permitted in approach, unless the FCU altitude is set at or above:
Highest of:
MDA/MDH or 500 ft (A319/A320)
MDA/MDH or 900 ft (A321)
Use of the AP or FD in OPEN DES or DES mode is not permitted in approach, unless the FCU altitude is set at or above:
Highest of:
MDA/MDH or 500 ft (A319/A320)
MDA/MDH or 900 ft (A321)
NAV mode may be used in the terminal area, provided:
- GPS PRIMARY is available, or
- The appropriate RNP is checked or entered on the MCDU, and HIGH accuracy is displayed, or
- FMS navigation is cross-checked with navaid raw data.
A319/A321: If one engine is inoperative, it is not permitted to use the autopilot to perform NPAs in the following modes:
FINAL APP
NAV V/S
NAV/FPA
*Only FD use is permitted.
APU Starter Cycles
After three consecutive APU start attempts, the Flight Crew must wait 60 min before a new start attempt.
EGT Limit for Starting (CEO)
635 C
EGT Limit for Starting (NEO)
1083 C
EGT Limit for Takeoff and Go-around (TOGA and FLEX) (A319/A320-CEO)
635 C (5 min/10 min in case of engine failure)
EGT Limit for Takeoff and Go-around (TOGA and FLEX) (A321)
650 C (5 min/10 min in case of engine failure)
EGT Limit for Takeoff and Go-around (TOGA and FLEX) (NEO)
1083 C (5 min/10 min in case of engine failure)
EGT Limit for MCT (CEO)
610 C
EGT Limit for MCT (NEO)
1043 C
Minimum Oil Temperature for Starting
-40 C
Minimum Oil Temperature Before IDLE is exceeded (CEO)
-10 C
Minimum Oil Temperature Before Takeoff (CEO)
50 C
Minimum Oil Temperature Before Takeoff (NEO)
52 C
Minimum Oil Pressure (CEO)
60 PSI
Minimum Oil Pressure (NEO)
65 PSI
Engine Starter (CEO)
- 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 two-minute maximum cycle time
- For crank, observe 5 min maximum cycle time
- The starter must not be run when N2 is above 10% on-ground and 18% in-flight
Engine Starter (NEO)
- A standard automatic start that includes up to two start attempts, is considered one cycle
- For ground starts (automatic or manual), a 35 s pause is required between successive cycles
- A 15 min cooling period is required, subsequent to three failed cycles, or 15 min of continuous or cumulative crank
- The starter must not be run when N2 is above 20%
Max Reverse Thrust should not be used below:
70 knots (Idle reverse is permitted down to aircraft stop.)
FLEX takeoff is not permitted:
On contaminated runways.
Max Engine Crosswind for Engine Start
35 knots
Max Altitude for Flaps and/or Slats
20,000 ft
For JET A only, if TAT reaches ____, monitor on FUEL SD page that fuel temperature remains higher than _____.
-34 C/-36 C
Max Fuel Imbalance - Takeoff (A319/A320-all)
Inner tanks: (Heavier tank full) 1,102 lbs
Max Fuel Imbalance - In Flight and at Landing (A319/A320-all)
Inner tanks: (Heavier tank full) 3,306 lbs
Max Fuel Imbalance - Takeoff (A321-S)
Inner tanks: (Heavier tank full) 882 lbs
Max Brake Temp for Takeoff (brake fans off)
300 C
Max Altitude for APU Start on Battery Power
25,000 ft
Max Altitude for APU Start (on A/C power) and Operation
FL410
EGPWS Warnings and Cautions
“PULL UP TOGA”
Simultaneously:
+ AP - OFF
+ PITCH - PULL UP
—Pull to full backstick and maintain in that position.
+ THRUST LEVERS - TOGA
+ SPEED BRAKES lever - CHECK RETRACTED
+ BANK - WINGS LEVEL or ADJUST
—Aircraft obtain the best climb performance when the wings are as level as possible. The Flight Crew can adjust bank while climbing, provided that turning is the safest action.
+ DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL CLEAR OF OBSTACLE.
Emergency Descent
“EMERGENCY DESCENT”
1. CREW OXY MASKS - USE
2. SIGNS - ON
3. EMER DESCENT - INITIATE
4. THR LEVERS (if A/THR not engaged) - IDLE
5. SPD BRK - FULL
Loss of Braking
“LOSS OF BRAKING”
1. REV - MAX
2. BRAKE PEDALS - RELEASE
3. A/SKID OFF - ORDER
—The PF orders the PM to set the A/SKID & N/W STRG sw to OFF.
4. A/SKID & NW STRG - OFF
5. BRAKE PEDALS - PRESS
6. MAX BRK PR - 1,000 PSI
—The ABCU automatically limits the brake pressure to 1,000 PSI. Monitor brake pressure on the BRAKES PRESS indicator.
> If still no Braking:
1. PARK BRAKE - USE
—Use short successive parking brake applications to stop the aircraft.
TCAS RA
Traffic Advisory:
“TCAS, I HAVE CONTROL”
Resolution Advisory:
> All RA, except any CLIMB RA during approach in CONF 3 or FULL:
+ AP (if engaged) - OFF
+ BOTH FDs - OFF
+ VERTICAL SPEED - ADJUST OR MAINTAIN
—Adjust or maintain the vertical speed as required to reach the green area and/or avoid the red area of vertical speed scale.
> Any CLIMB RA during approach in CONF 3 or FULL:
+ GO-AROUND - PERFORM
+ VERTICAL SPEED - MONITOR
—Check that the vertical speed remains out of the red area of the vertical speed scale and take over if necessary.
Respect stall, GPWS, or windshear warnings.
—ATC - NOTIFY
> When the “CLEAR OF CONFLICT” aural alert sounds:
+ ATC - NOTIFY
+ LAT. AND VERT. GUIDANCE - ADJUST
—Adjust the lateral and vertical guidance to resume normal navigation, in accordance with ATC clearance.
+ AP/FD - AS REQUIRED
If necessary, reengage the AP/FD
Unreliable Speed Indication/ADR Check Procedure
“UNRELIABLE SPEED”
1. AP - OFF
2. A/THR - OFF
3. FDs - OFF
4. PITCH/THRUST:
- Below THRUST RED ALT - 15/TOGA
- Above THRUST RED ALT and Below FL100 - 10/CLB
- Above THRUST RED ALT and Above FL100 - 5/CLB
5. FLAPS (if CONF 0,1,2,3) - MAINTAIN CURRENT CONF
6. FLAPS (if CONF FULL) - SELECT CONF 3 AND MAINTAIN
7. SPEEDBRAKES - CHECK RETRACTED
8. L/G - UP
Note: When at or above MSA or circuit altitude, level off for troubleshooting.
Crew Incapacitation (COM 3.80.14)
- FLIGHT ATTENDANT - CONTACT
- Call the flight attendants via the CALLS pb or PA.
- The lead FA or any other FA must proceed to the cockpit immediately.
The flight attendant must then:
- Tighten and manually lock the shoulder harness of the incapacitated crew member.
- Push the seat completely aft.
- Recline the seat back.
If it is not possible to remove the body, one flight attendant must remain in the cockpit to take care of and observe the incapacitated crew member.
- Request assistance from any medically qualified passenger.
- Check if a type qualified company pilot is on board to replace the incapacitated crew member.
One Engine Inoperative - Obstacle Strategy (COM 3.10.18)
IN CRUISE
+ All thrust levers: Set MCT
+ A/THR: OFF
+ HDG: Set and pull as appropriate
+ Determine Drift Down ceiling altitude (PERF CRZ page)
+ ATC: Notify
DESCENT
+ SPD: Set Green Dot Speed and pull
+ ALT on FCU: Set and pull
When clear of obstacles, return to standard strategy
Severe Turbulence (COM 3.80.35)
1.. SIGNS - ON
2.. SPEED AND THRUST - ADJUST
— Reference “Speed and Thrust Setting for Recommended Turbulence Speed” tables
KEEP AUTOPILOT ON
— If excessive thrust variations: DISCONNECT A/THR
3.. DESCENT TO OR BELOW OPT FL - CONSIDER
— For approach: A/THR ON
USE MANAGED SPEED
Stall Recovery (COM 3.10.26)
“STALL, I HAVE CONTROL”
1. NOSE DOWN PITCH CONTROL - APPLY
2. BANK - WINGS LEVEL
When out of stall (no longer stall indication):
- THRUST - INCREASE SMOOTHLY AS NEEDED
- SPEEDBRAKES - CHECK RETRACTED
- FLIGHT PATH - RECOVER SMOOTHLY
> If in clean configuration and below 20,000 ft:
- FLAP 1 - SELECT
NOTE: If a risk of ground contact exists, once clearly out of stall, smoothly establish a positive climb gradient.
Stall Warning at Lift-Off (COM 3.10.28)
“STALL, TOGA 15°”
1. THRUST - TOGA
2. PITCH ATTITUDE - 15
3. BANK - WINGS LEVEL
Windshear Warning - Reactive Windshear (COM 3.80.44)
At Takeoff:
+ If before V1:
If there are significant variations in airspeed, and in airspeed trend below the indicated V1, reject the takeoff.
- The Flight Crew should ensure that there is sufficient runway remaining to stop the aircraft.
+ If after V1:
- “WINDSHEAR TOGA”
- THR LEVERS - TOGA
- REACHING Vr - ROTATE
- SRS ORDERS - FOLLOW
+ Airborne, initial climb or landing:
- THR LEVERS AT TOGA - SET OR CONFIRM
- AP (if engaged) - KEEP ON
- SRS ORDERS - FOLLOW
- DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF WINDSHEAR
- CLOSELY MONITOR FLIGHT PATH AND SPEED
- RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR
Windshear Warning - Predictive Windshear (COM 3.80.46)
W/S AHEAD RED
Takeoff:
+ Before takeoff:
- Delay takeoff, or select the most favorable runway.
+ During takeoff run:
- Reject takeoff.
+ When airborne:
— THR LEVERS - TOGA
— AP (if engaged) - KEEP ON
— SRS ORDERS - FOLLOW
+ Landing:
— GO-AROUND - PERFORM
— AP (if engaged) - KEEP ON
W/S AHEAD AMBER
+Before takeoff:
— Delay takeoff until conditions improve.
— Evaluate takeoff conditions.
— Select the most favorable runway.
— Use weather radar or the predictive windshear system before commencing takeoff to ensure that the flight path clears any potential problem areas.
— Select TOGA thrust.
— Monitor closely airspeed and airspeed trend during the takeoff run for early signs of windshear.
