A320 Limitations Flashcards

Question

GPS PRIMARY LOST during RNP Operations

Answer 1

DEGRADED SITUATION If GPS PRIMARY LOST  is displayed on the ND and MCDU, the navigation accuracy remains sufficient for RNP operations provided that, the RNP value is checked or entered on the MCDU and HIGH ACCURACY is displayed.

Answer 2

A navaids approach may be performed in NAV, APP NAV or FINAL APP, with AP or 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. **We don’t have approval. QRH-N says VOR MUST be monitored**

Answer 3

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. Note: One engine inoperative RNP APCH approaches must be hand flown in FINAL APP or NAV/FPA mode. To reduce pilot workload, and if conditions permit, it is recommended to fly an RNP APCH approach in FINAL APP using the FD.

Answer 4

CAT II and CAT III fail passive autoland are only approved in configuration FULL, and if engine-out procedures are completed before reaching 1 000 ft in approach.

Answer 5

Use QRH-N Wind limitation is based on the surface wind reported by ATC. If the wind displayed on the ND exceeds the above-noted autoland limitations, but the tower reports surface wind within the limitations, then the autopilot can remain engaged. If the tower reports a surface wind that exceeds the limitations, **only CAT I automatic approach without autoland** can be performed.

Answer 6

Air Canada Limitation is CONF FULL

Answer 7

-2.5° and -3.15° -1000 to +9200’ BELOW maximum landing weight

Answer 8

Automatic rollout performance is approved on dry and wet runways, but performance on contaminated runways was not demonstrated. During automatic rollout with one engine inoperative or one thrust reverser inoperative, the flight crew can use the remaining thrust reverser, provided that the wind does not exceed the maximum wind conditions for automatic rollout.

Answer 9

APU START After three consecutive APU start attempts, the flight crew must wait 60 min before a new start attempt.

Answer 10

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.

Answer 11

Operation & Normal Start: - Full envelope 41,000’ Electric power Only: - Full envelope 41,000’ Bleed & Electric power: - -2000 to 22,500’ (22,000) Battery Start: - 25,000’

Answer 12

- Assist Engine Start 20,000’ - Single Pack (AC & Pressurization) 22,500’ (20,000) - Dual Pack (AC & Press) 15,000’ - Wing Anti-ice: Use of APU bleed air for wing anti-ice is NOT permitted.

Answer 13

WARNING Crews are directed NOT to reset any tripped wing fuel tank pump circuit breakers (N23, Q23, N26 &Q26 on 121VU) under ANY circumstance.

Answer 14

All Eng: 5 min OEI: 10 min MCT: No Limit

Answer 15

- Min Starting Temp: -40°C - Min Temp for Takeoff: -10°C

Answer 16

9.5 qt + 0.5 qt/hr

Answer 17

‐ A standard automatic start that includes **up to three start attempts**, is considered **one cycle** ‐ For ground starts (automatic or manual), a 20 s pause is required between successive cycles ‐ A 15 min cooling period is required, subsequent to four failed cycles ‐ The starter must not be run when N2 is above 20 %.

Answer 18

Selection of the reverse thrust is prohibited in flight. Backing the aircraft with reverse thrust is not permitted. Maximum reverse should not be used below 70 kt. Idle reverse is permitted down to aircraft stop.

Answer 19

FLEX takeoff is not permitted when: ‐ The assumed temperature for Flex Thrust is LESS than the actual OAT. ‐ Windshear or known temperature inversion exists BELOW 1500 ft AGL. ‐ Runway is contaminated. ‐ Reduced thrust takeoff is prohibited by Route Manual. ‐ Prohibited by MEL Manual.

Answer 20

center tanks then wing tanks WARNING: Takeoff on center tank feeding is prohibited.

Answer 21

JET A1: -43 °C to +54 °C JET A: -36 °C to +54 °C For JET A only, if TAT reaches -34 °C, monitor the fuel temperature on the FUEL SD page, to ensure that it remains above -36 °C.

Answer 22

IF **WING Fuel Temperature** exceeds a certain amount **AT ENGINE START** with JP4 or JET B, the maximum altitude must be limited until the **Center tank is empty** Fuel Temp exceeds +30 °C: max alt = 35,000’ Fuel Temp exceeds +40 °C: Max Alt = 30,000’ Fuel Temp exceeds +49 °C: Max Alt = 25,000’ Reason: At high altitude with high fuel temperature, the pressure supplied by the center tank pumps becomes lower than the pressure supplied by the wing tank pumps.

Answer 23

Note: In exceptional conditions (i.e. fuel system failure), the above-mentioned values for maximum fuel imbalance may be exceeded without significant effect to the aircraft handling qualities. The aircraft remains fully controllable in all flight phases.

Answer 24

1500kg The ECAM alerts that are related to fuel low level in the wing tanks (FUEL WING TK LO LVL , etc.) must not appear for takeoff.

Answer 25

3 000 PSI ± 200 PSI

Answer 26

‐ 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.

Answer 27

Ice accretion is considered severe when the ice accumulation on the airframe reaches approximately 5 mm (0.2 in) thick or more.

Answer 28

The engine anti-ice must be ON during all ground and flight operations when icing conditions exist or are anticipated, except during climb and cruise when the temperature is **BELOW** -40°C SAT. The engine anti-ice must be ON **prior to and during** descent in icing conditions, **including** temperatures **BELOW** -40°C SAT.

Answer 29

300 °C 150°C with brake fans on, but brake fans Must be OFF for takeoff

Answer 30

Taxi: ±75° Tow: ±85°

Answer 31

To vacate the runway or taxi at low speed with tire(s) deflated (not damaged), all of the following limitations apply: If maximum one tire per gear is deflated (consider three gears): - Maximum taxi speed during turn = 7 kt If two tires are deflated on the same main gear (maximum one main gear) - Maximum taxi speed = 3 kt ‐ For the nosewheel steering (NWS) angle Maximum NWS angle = 30° 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.

Answer 32

Prior to passenger boarding on the Aircraft First Flight of Day there is a requirement to ensure that the photoluminescent escape path strips are adequately charged.

Answer 33

Ground alignment of the IRS is possible in latitudes between 73 ° North and 73 ° South. Some fins 82 N to 82 S

Answer 34

**Approved:** ILS CAT I, II, III VOR LOC LDA PRM RNP LNAV/VNAV & LNAV **NOT Approved:** SA ILS CAT I or II NDB LOC BC RNP LP or LPV RNP AR

Answer 35

**Approved:** RNP 1 RNP 2 Continental RNP 4 RNP 10 RNAV 1 RNAV 2 RNAV 5 **NOT Approved:** RNP 2 **Oceanic**/Remote

Answer 36

**Approved:** RF Legs for all terminal and approach procedures other than RNP AR APCH **NOT Approved:** RNP AR Approach Note 1: Prior to departure, the MEL shall be consulted to determine dispatch restrictions for PBN operations. Refer to PRO-SPO-51 General - General. Note 2: Some RNAV/RNP airspace may have additional communication requirements such as HF, CPDLC, TCAS, ADS-B, or ADS-C depending on the airspace location. Note 3: The crew is to advise ATC when equipment failure(s) prevent the flight from meeting the required PBN/Communications/Surveillance capability. Note 4: All PBN (RNAV/RNP) operations require the use of a lateral managed mode.

Answer 37

‐ ADR1 + ADR2 + 2 DMCs (Some FIN 2 ADRs + 2 DMCs) ‐ 1 transponder ‐ 1 Autopilot function ‐ 1 FCU channel (for altitude target selection and OP CLB/OP DES mode engagement) ‐ 2 PFD functions (for altitude indication) ‐ 1 FWC (for altitude alert function).

Answer 38

Highest Quantity Required (ie Highest Temperature & Most Restrictive Fin) 2 Crew: 880 psi 2 Crew + 1 OBS: 1073 psi 2 Crew + 1 OBS: 1354 psi

Answer 39

ADS-B OUT or ADS-B