OM4A (FCOM) Limitations -23DEC22 Flashcards
Flight Maneuvering Load Acceleration Limits (Clean and Other config)
Clean: -1g to +2.5g
Other: 0g to +2g
Runway Slope
+/- 2%
Runway Altitude
9200ft
(12 000ft for VWT only)
Nominal Runway Width
Nominal Runway width 45m
Minimal Runway width 30m
A321NEO Maximum Crosswind for Takeoff
35kt (gust included) - Engine Limitation
A321NEO Maximum Crosswind for Landing
38kt (gust included)
Maximum crosswind for Takeoff and Landing (A320 &A321CEO)
38kt (gust included)
Maximum Tailwind for Takeoff
10kt
15kt (VWT only)
Maximum Tailwind for Landing
10kt
Maximum Tailwind for Landing (A321NEOs and VFT, VFY, VWT, YXQ, YXS, YXT, YXU, YXV, YXW)
15kt
For aircraft with a maximum tailwind for landing of 15kt, what FLAP config is recommended/required?
VFT, VFY, YXQ, YSX, YXT, YXU, YXV, YXW: Tailwind > 10kt use FLAPS FULL only
OFE, OFL, OFP, OFQ, OFS, OFU, OFV, VWT: Tailwind > 10kt FLAPS FULL recommended
Passenger Door operation, maximum wind
65kt
Cargo Door FWD and AFT operation, maximum wind
40kt (or 50kt, if the aircraft nose is into the wind OR if the FWD and AFT cargo door are on the leeward side)
Cargo doors MUST be closed before wind speed exceeds 65kt
Cockpit Window Open Maximum Speed
200kt
A321NEO Maximum Flaps/Slats Speeds
OFE,OFL,OFP,OFQ,OFS,OFU,OFV
A320 Maximum Flaps/Slats Speeds
A321CEO Maximum Flaps/Slats Speeds
VWN,VWQ,VWT,VWU,VWW,VWX
Maximum Operating Speed VMO/MMO
VMO: 350kts
MMO: 0.82M
Maximum speed with landing gear extended (VLE)
280kt/ M 0.67
Maximum speed at which the landing gear may be extended (VLO extension)
250kts/ M 0.60
Maximum speed at which the landing gear may be retracted (VLO retraction)
220kts/ M 0.54
Maximum Tire Speed (Ground speed)
195kt
A320 Minimum control speed for Landing (VMCL)
109kt
A321CEO Minimum control speed for Landing (VMCL)
114kt
A321NEO Minimum control speed for Landing (VMCL)
116kt
Minimum control speeds on Narrow Runways, VMCG (Vminimum control ground - similar to VMCL Vminimum control landing) must be increased by how much for narrow runways (30m, 35m, 40m?)
A320 Taxi Speed limitations above 76 000kg
Do not exceed a taxi speed of 20kt during a turn when the take off weight is higher than 76 000kg.
Wipers Maximum Operating Speed
230kt
A321NEO MTOW, MLW, MZFW
MTOW: 97 000kg
MLW: 79 200 kg
MZFW: 75 600kg
A321CEO MTOW, MLW, MZFW
MTOW: 93 000kg
MLW: 77 800 kg
MZFW: 73 800kg
A320 MTOW, MLW, MZFW
MTOW: 77 000kg
MLW: 66 000kg
MZFW: 62 500kg
It is not recommended to exceed XX min without airconditioning supply
20min
APU Bleed use with HP Air start unit
Must NOT use bleed air from the APU BLEED and from the HP Air Start Unit at the same time
Avionics Ventilation, time limitations depending on the OAT
Cabin Pressure: Maximum positive differential pressure
9.0 PSI
Cabin Pressure: Maximum negative differential pressure
-1.0 PSI
Cabin Pressure: Safety relief valve setting
8.6 PSI
Cabin Pressure: Maximum differential pressure and safety valve setting tolerance
+/- 7hPa (0.1 PSI)
Packs use with LP Air conditioning unit
Must not use conditioned air from the packs and from the LP Air conditioning unit at the same time
APU Start: After 3 consecutive APU start attempts, the flight crew must wait XX min before a new start attempt
60 min
APU Rotor Speed: Maximum N Speed
107%
Maximum EGT for APU start (below 35,000ft)
1 090 °C
Maximum EGT for APU start (above 35 000 ft)
1 120 °C
Maximum EGT for APU running
675 °C
During refuel/defuel 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.
APU Bleed: Max altitude to assist engine start
20 000 ft
APU Bleed: Max altitude for air conditioning and pressurization (single pack operation)
22 500 ft
APU Bleed: Max altitude for air conditioning and pressurization (dual pack operation)
15 000 ft
APU Bleed: Wing Anti-Ice
Use of APU bleed air for wing anti-ice is not permitted
A321NEO (OFE, OFL, OFP, OFQ, OFS, OFU, OFV)
Power Supply for Portable Electronic Device (PED).
The In-Seat Power Supply System (ISPSS) for the Portable Electronic Device (PED) carried by the
passengers must be turned off during takeoff and landing.
A321NEO: Thrust Settings/EGT Limits
Take Off All Engines Operative
5min
EGT Limit: 1 060 °C
A321NEO: Thrust Settings/EGT Limits
Take Off One Engine inoperative
10 min
EGT Limit: 1 060 °C
A321NEO: Thrust Settings/EGT Limits
Maximum Continuous Thrust (MCT)
Not Limited
EGT Limit: 1 025 °C
A321NEO: Thrust Settings/EGT Limits
Starting On Ground
EGT Limit: 750 °C
A321NEO: Thrust Settings/EGT Limits
Starting In Flight
EGT Limit: 875 °C
A320: Thrust Settings/EGT Limits
Take Off All Engines Operative
5 min
EGT Limit: 635 °C
A320: Thrust Settings/EGT Limits
Take Off One Engine Inoperative
10 min
EGT Limit: 635 °C
A320: Thrust Settings/EGT Limits
Maximum Continuous Thrust (MCT)
Not Limited
EGT Limit: 610 °C
A320: Thrust Settings/EGT Limits
Starting On Ground
635 °C
A320: Thrust Settings/EGT Limits
Starting In Flight
635 °C
A321CEO: Thrust Settings/EGT Limits
Take Off All Engines Operative
5 min
EGT Limit: 650 °C
A321: Thrust Settings/EGT Limits
Take Off One Engine Inoperative
10 min
EGT Limit: 650 °C
A321CEO: Thrust Settings/EGT Limits
Maximum Continuous Thrust (MCT)
Not Limited
EGT Limit: 610 °C
A321CEO: Thrust Settings/EGT Limits
Starting On Ground
EGT Limit: 635 °C
A321: Thrust Settings/EGT Limits
Starting In Flight
EGT Limit: 635 °C
A321NEO Maximum N1
101%
A321NEO Maximum N2
116.5%
A320/1 Maximum N1
100%
A320/1 Maximum N2
100%
A321NEO Oil Temperature
Maximum Continuous Temperature
140 °C
A321NEO Oil Temperature
Maximum Transient Temperature
15min
155 °C
A321NEO Oil Temperature
Minimum Starting Temperature
-40 °C
A321NEO Oil Temperature
Minimum Temperature before takeoff
19 °C
A321NEO Oil Quantity
Minimum oil quantity is the highest value of;
-10.6qt, or
- 8.9qt + estimated consumption
Maximum estimated consumption = 0.45qt/hr
A321NEO Oil Pressure
Minimum Oil Pressure
17.4 PSI
A321NEO Oil Pressure
Maximum Oil Pressure (when oil temperature is above 50 °C)
130.5 PSI
A321NEO Oil Pressure
Maximum Oil Pressure (when oil temperature is below 50 °C)
145 PSI
A320/1 Oil Temperature
Maximum Continous Temperature
155 °C
A320/1 Oil Temperature
Maximum Transient Temperature
15 min
165 °C
A320/1 Oil Temperature
Minimum Starting Temperature
-40 °C
A320/1 Oil Temperature
Minimum Temperature before IDLE is exceeded
-10 °C
A320/1 Oil Temperature
Minimum Temperature before Takeoff
50 °C
A320/1 Oil Quantity
11qt + estimated consumption
Average estimated consumption = 0.3qt/hr
A320/1 Oil Pressure
Minimum Oil Pressure
60 PSI
A321NEO Starter Limitations
A standard automatic start that includes up to XX start attempts, is considered XX cycle.
A standard automatic start that includes up to 3 start attempts, is considered 1 cycle
A321NEO Starter Limitations
For ground starts (automatic or manual) how long must you wait between successive cycles?
A 60s pause is required between successive cycles
A321NEO Starter Limitations
Subsequent to three failed cycles, what is the required cooling period?
A 15 min cooling period is required, subsequent to three failed cycles
A321NEO Starter Limitations
The Starter must not be run…
The Starter must not be run when N2 is above 63%
A320/1 Starter Limitations
A standard automatic start that includes XX start attempt, is considered XX cycle
A standard automatic start that includes only 1 start attempt is considered 1 cycle
A320/1 Starter Limitations
For ground starts (automatic or manual) how long must you wait between cycles
For ground starts (automatic or manual) a 15s pause is required between successive cycles.
A320/1 Starter Limitations
Subsequent to XX failed cycles or XX min of continuous crank, what is the required cooling period?
A 30 min cooling period is required, subsequent to 3 failed cycles or 5 min of continuous crank
A320/1 Starter Limitations
For a manual start, what is the maximum cycle time?
For manual start, observe a two-minute maximum cycle time.
A320/1 Starter Limitations
For cranking, what is the maximum cycle time?
For crank, observe a 5 min maximum cycle time
A320/1 Starter Limitations
The starter must not be run when…
The starter must not be run when N2 is above 10% on ground and 18% in flight
Reverse Thrust Useage
4 points
-Selection of Reverse is prohibited inflight.
-Backing the aircraft with reverse thrust is not permitted.
-Maximum reverse should not be used below 70kt.
-Idle reverse is permitted down to aircraft stop.
A320 Reduced Thrust Takeoff
TFLEX cannot be:
TFLEX cannot be:
-Higher than TMAXFLEX equal to ISA + 55 °C
-Lower than the flat temperature (TREF)
-Lower than the actual OAT
A321CEO Reduced Thrust Takeoff
TFLEX cannot be:
TFLEX cannot be:
-Higher than TMAXFLEX equal to ISA + 42 °C
-Lower than the flat temperature (TREF)
-Lower than the actual OAT
A321NEO Reduced Thrust Takeoff
TFLEX cannot be:
TFLEX cannot be:
-Higher than TMAXFLEX equal to ISA + 52 °C
-Lower than the flat temperature (TREF)
-Lower than the actual OAT
Reduced Thrust Takeoff.
FLEX Takeoff is not permitted on xxxxxx runways
Flex takeoff is not permitted on contaminated runways.
A321NEO Crosswind Operation on Ground
Engine Start maximum crosswind
45kt
A321NEO Crosswind Operation on Ground
Take Off Engine Crosswind Limit
35kt (gust included)
A320/1 Crosswind Operation on Ground
Engine Start maximum crosswind
35kt
A321NEO Soft Go Around Limitations
One Engine Inoperative
The use of GA SOFT mode is prohibited with one engine inoperative
Maximum operating altitude with slats and/or flaps extended
20, 000ft
A320/1 Certfied Fuel Types
JET A, JET A1, JET B, JP4, JP5, JP8, No3 JET, RT, TS-1
A321NEO Certified Fuel Types
JET A, JET A1, JP5, JP8, No3 JET, RT, TS-1.
A320 Fuel Temperature
Minimum and Maximum Fuel Temperatures? (JET A1)
Minimum -43 °C
Maximum 54 °C
A321NEO Fuel Temperature
Minimum and Maximum Fuel Temperatures? (JET A1)
Minimum -43 °C
Maximum 55 °C
A321 Fuel Temperature
Minimum and Maximum Fuel Temperatures? (JET A1)
Minimum - 43 °C
Maximum 54 °C
A320 Maximum Allowed Fuel Imbalance
Fuel Imbalance at Takeoff
Inner Tanks (Outer Tanks Balanced)
Outer Tanks (Inner Banks Balanced)
Most conservative:
Inner Tanks: 500kg
Outer Tanks: 370kg
A320 Maximum Allowed Fuel Imbalance
Fuel Imbalance In Flight and at Landing
Inner Tanks (Outer Tanks Balanced)
Outer Tanks (Inner Banks Balanced)
Most Conservative:
Inner tanks: 1500kg
Outer tanks 690kg
A321CEO Maximum Allowed Fuel Imbalance
Fuel Imbalance at Take off
Most conservative:
600kg
A321 Maximum Allowed Fuel Imbalance
Fuel Imbalance in Flight and at Landing
Most conservative
1320kg
A321NEO Maximum Allowed Fuel Imbalance
Fuel Imbalance at Takeoff
Most conservative:
400kg
A321NEO Maximum Allowed Fuel Imbalance
Fuel Imbalance in Flight and at Landing
Most conservative:
1320kg
Minimum Fuel Quantity for Take Off
1 500kg
Defintion of Icing Conditions
Icing conditions exist when the OAT (on ground or after takeoff) or the TAT (in flight) is at or below 10 °C and visible moisture in any form is present (such as clouds, fog with visibility of 1 sm (1 600 m) or less, rain, snow, sleet or ice crystals).
‐ Icing conditions also exist when the OAT on the ground and for takeoff is at or below 10 °C and operating on ramps, taxiways or runways where surface snow, standing water or slush may be ingested by the engines, or freeze on engines, nacelles or engine sensor probes.
Defintion of Severe Ice Accretion
5mm or more
Defintion of Thin Hoarfrost
thin hoarfrost is typically a white crystalline deposit which usually develops uniformly on exposed surfaces on cold and cloudless nights.
It is so thin that surface features (lines or markings) can be distinguished beneath it.
Rain Repellent Usage?
The flight crew should only use the rain repellent in the case of moderate to heavy rain.
(Also it’s carinogenic)
Maximum Brake Temperature for Take off?
300 °C (brake fans off)
150 °C (brake fans on)
Maximum NWS Steering Angle?
75 °
Maximum NWS Angle using a towbarless pushback?
85 °
Maximum speed during a turn if maximum one tire per gear is deflated (nose, main, main)
7kt
Maximum taxi speed, if two tires are deflated on the same main gear (maximum one main gear)
3kt
If a tire is deflated what is the maximum NWS angle?
30 °
If tire damage is suspected, the flight crew must…
In addition, if tire damage is suspected, the flight crew must ask for an aircraft inspection prior to vacate the runway or taxi. If the ground crew suspects that a tire burst may damage the landing gear, maintenance action is due.
A320/1 Ground Alignment of the IRS is possible between what latitudes?
between 73 ° North and 73 ° South
A320/1
If all ADIRUs have the same magnetic variation table:
In NAV mode, the IR will NOT provide valid magnetic heading and magnetic track angle:
‐ North of 73 ° North, and
‐ South of 60 ° South
Flying at latitudes beyond these limits is prohibited
A320/1
If one ADIRU has a different magnetic variation table:
In NAV mode, the IR will NOT provide valid magnetic heading and magnetic track angle:
‐ North of 60 ° North, between 30 ° West and 160 ° West, and
‐ North of 73 ° North, and
‐ South of 55 ° South.
Flying at latitudes beyond these limits is prohibited
A321NEO Ground Alignment of the IRS is possible between what latitudes?
between 82 ° North and 82 ° South
A321NEO
If all ADIRUs have the same magnetic variation table:
In NAV mode, the IR will not provide valid magnetic heading and magnetic track angle:
‐ North of 73 ° North, between 90 ° West and 120 ° West (magnetic polar region), and
‐ North of 82 ° North, and
‐ South of 60 ° South.
Flying at latitudes beyond these limits is prohibited
A321NEO
If one ADIRU has a different magnetic variation table:
In NAV mode, the IR will not provide valid magnetic heading and magnetic track angle:
‐ North of 60 ° North, between 30 ° West and 160 ° West, and
‐ North of 75 ° North, and
‐ South of 55 ° South.
Flying at latitudes beyond these limits is prohibited.
A321NEO
Minimum Flight Crew Oxygen Pressure
Most conservative:
800 PSI
A320/1
Minimum Flight Crew Oxygen Pressure
Most Conservative:
1 339 PSI
A320/1
Minimum Oxygen Bottle Pressure to cover:
Normal (dilution) Emergency Descent: XX min
Normal (dilution) Cruise at FL100: XXX min
100% Oxygen protection against smoke at 8000ft: XXmin
Minimum Bottle Pressure to Cover:
‐ Preflight checks
‐ The use of oxygen, when only one flight crewmember is in the cockpit
‐ Unusable quantity (to ensure regulator operation with minimum pressure)
‐ Normal system leakage
‐ The most demanding case among the following:
* Protection after loss of cabin pressure, with mask regulator on NORMAL (diluted oxygen):
▪ During emergency descent for all flight crewmembers and observers for 13 min
▪ During cruise at FL 100 for two flight crewmembers for 107 min.
* Protection against smoke with 100 % oxygen for all flight crewmembers and observers during
15 min at 8 000 ft cabin altitude.
A321NEO
Minimum Oxygen Bottle Pressure to cover:
Normal (dilution) Emergency Descent: XX min
Normal (dilution) Cruise at FL100: XXX min
100% Oxygen protection against smoke at 8000ft: XXmin
Minimum Bottle Pressure to Cover:
‐ Preflight checks
‐ The use of oxygen, when only one flight crewmember is in the cockpit
‐ Unusable quantity (to ensure regulator operation with minimum pressure)
‐ Normal system leakage
‐ The most demanding case among the following:
* Protection after loss of cabin pressure, with mask regulator on NORMAL (diluted oxygen):
▪ During emergency descent for all flight crewmembers and observers for 15 min
▪ During cruise at FL 100 for two flight crewmembers for 105 min.
* Protection against smoke with 100 % oxygen for all flight crewmembers and observers during
15 min at 8 000 ft cabin altitude.
Note: The above times that are based on the use of a sealed mask may be shorter for
bearded crew (in terms of performance, pressure, or duration)
GPS/Predictive GPWS Limitations
Aircraft navigation must not be based on the use of the terrain display .
The terrain display is intended to serve as a situation awareness tool only, and may not provide the accuracy on which to solely base terrain avoidance maneuvering.
The predictive GPWS functions should be inhibited (TERR pushbutton to OFF, on the GPWS panel) when the aircraft position is less than 15 NM from the airfield:
‐ For operations from/to runways not incorporated in the predictive GPWS database.
‐ For specific approach or departure procedures, which have previously been identified by the operator as potentially causing expected or spurious terrain alerts.
Note: The decision to inhibit the predictive GPWS functions must not be based on flight crew judgement only.
A320/1
ROW/ROPS (Runway Overrun Warning/Runway Overrun Protection System)
In the case of runways that are not validated for ROPS in the GPWS database, ROPS is inoperative.
It is the operator’s responsibility to inform the flight crews about the runways that are not validated for ROPS, along the scheduled route.
The ROPS may be inhibited (TERR pb set to OFF on GPWS panel) when the aircraft position is less than 15 NM from the airfield:
‐ For specific approach procedures which have previously been identified as potentially producing undue ROW alerts.
‐ If a NOTAM displaces the landing threshold (shortened LDA).
Operations where the FLD assessed during the descent preparation is greater than the LDA must not be conducted, unless specific authorization is obtained from the appropriate authority. For these runways, ROW alerts may be triggered if the ROPS is not inhibited ( on the GPWS panel, the TERR
pb is kept ON).
A321NEO
ROW/ROPS (Runway Overrun Warning/Runway Overrun Protection System)
In the case of runways that are not validated for ROPS in the GPWS database, ROPS is inoperative.
It is the operator’s responsibility to inform the flight crews about the runways that are not validated for ROPS, along the scheduled route.
The ROPS function may be inhibited (ROW/ROP pb-sw set to OFF on SURV panel) for specific approach procedures which have previously been identified as potentially producing undue ROW alerts.
Operations where the FLD assessed during the descent preparation is greater than the LDA must not be conducted, unless specific authorization is obtained from the appropriate authority. For these runways, ROW alerts may be triggered if the ROPS is not inhibited (on the SURV panel, the ROW/ROP pb-sw is ON).
In the case of a failure that affects landing performance and/or the availability of the thrust reversers, ROPS does not prevent runway excursion.
If DRY runway condition is set for WET PFC/GROOVED runway, ROPS does not prevent runway excursion.
In any case, if ROPS alerts are triggered, the flight crew must immediately apply the ROPS procedures.
