A320CEO Limitations Feb2024 Flashcards
(116 cards)
1
Q
FLIGHT MANEUVERING LOAD ACCELERATION LIMITS
A
Clean configuration…………..-1 g to +2.5 g
Other configurations………….0 g to +2 g
2
Q
RUNWAY SLOPE
A
Runway slope (mean)………………… ±2 %
3
Q
RUNWAY ALTITUDE
A
Runway altitude……………………..14 100 ft
4
Q
NOMINAL RUNWAY WIDTH
A
Nominal runway width……………………45 m
Minimal runway width…………………….30 m
5
Q
Maximum demonstrated crosswind (takeoff and landing)
A
38 kt (gust included)
6
Q
Maximum tailwind for takeoff
A
15 kt
7
Q
Maximum tailwind for landing
A
15 kt
8
Q
For landing with a tailwind greater than 10 kt
A
For landing with a tailwind greater than 10 kt, FLAPS FULL is recommended
9
Q
The maximum wind for passenger door operation is
A
65 kt
10
Q
The maximum wind for FWD and AFT cargo door operation is
A
40 kt (or 50 kt, if the aircraft nose
is into the wind, or if the FWD and AFT cargo doors are on the leeward side)
11
Q
The FWD and AFT cargo doors must be closed before the wind speed exceeds
A
65 kt.
12
Q
MAXIMUM RECOMMENDED CROSSWIND ON WET AND CONTAMINATED RUNWAYS
(take off and landing)
A
Good 38 kt / 38 kt Good to Medium 29 kt / 29 kt Medium 25 kt / 25 kt Medium to Poor 20 kt / 20 kt Poor 15 kt / 15 kt
13
Q
TAKEOFF LIMITATIONS ON CONTAMINATED RUNWAYS (ya no está)
A
Takeoff is not recommended on the following runway conditions:
‐ Water on top of Compacted Snow,
‐ Dry Snow or Wet Snow over Ice.
Takeoff is not permitted on the following runway condition:
‐ Wet ice.
14
Q
COCKPIT WINDOW OPEN MAXIMUM SPEED
A
200 kt
15
Q
MAXIMUM FLAPS/SLATS SPEEDS
A
1 230 kt HOLDING
1 + F 215 kt TAKEOFF
2 200 kt TAKEOFF/APPROACH
3 185 kt TAKEOFF/APPROACH/LANDING
FULL 177 kt LANDING
16
Q
MAXIMUM OPERATING SPEED VMO/MMO
A
VMO………………………………….350 kt
MMO……………………………….. M 0.82
17
Q
Maximum speed with the landing gear extended (VLE)
A
280 kt /M 0.67
18
Q
Maximum speed at which the landing gear may be extended (VLO extension)
A
250 kt /M 0.60
19
Q
Maximum speed at which the landing gear may be retracted (VLO retraction)
A
220 kt /M 0.54
20
Q
MAXIMUM TIRE SPEED
A
Maximum ground speed…………………………195 kt
21
Q
MINIMUM CONTROL SPEED FOR LANDING VMCL
A
IAE: 109 kt
CFM: 113 kt
22
Q
WIPERS MAXIMUM OPERATING SPEED
A
Maximum speed…………………………..230 kt
23
Q
Maximum taxi weight
A
77 400 kg
24
Q
Maximum takeoff weight (brake release)
A
77 000 kg
25
Maximum landing weight
66 000 kg
26
Maximum zero fuel weight
62 500 kg
27
Minimum weight
37 230 kg
28
With passengers on board, it is not recommended to exceed
20 min without air conditioning supply.
The lack of fresh air supply will significantly reduce the cabin’s air quality.
29
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.
30
AVIONICS VENTILATION
| OAT ≤ 49 °C
No limitation
31
AVIONICS VENTILATION
| 49 °C < OAT ≤ 55 °C
2 h
32
AVIONICS VENTILATION
| 55 °C < OAT ≤ 60 °C
1 h
33
AVIONICS VENTILATION
| 60 °C < OAT ≤ 64 °C
0.5 h
34
Maximum positive differential pressure
9.0 PSI
35
Maximum negative differential pressure
-1.0 PSI
36
Safety relief valve setting
8.6 PSI
37
Maximum differential pressure (Δp) and safety valve setting tolerance
± 7 hPa (0.1 PSI).
38
Outflow valve closure
15000ft
39
Max cabin Alt selection
14000ft
40
Cab Alt Warning
9550ft (+/- 350ft)
41
Max Norm Cab Alt
8000ft
42
Max Operating Alt
39800ft
43
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.
44
The autopilot can be used with the following minimum values:
| At takeoff
100 ft AGL and at least 5 s after liftoff
45
The autopilot can be used with the following minimum values:
| In approach with F-G/S mode
200 ft AGL
46
The autopilot can be used with the following minimum values:
| In approach with FINAL APP, V/S or FPA mode
250 ft AGL
47
The autopilot can be used with the following minimum values:
| In circling approach
500 ft AGL for aircraft category C (600 ft AGL for aircraft category D).
48
The autopilot can be used with the following minimum values:
| ILS/MLS approach when CAT1 is displayed on the FMA
160 ft AGL
49
The autopilot can be used with the following minimum values:
| GLS approach when AUTOLAND is not displayed on the FMA
160 ft AGL
50
The autopilot can be used with the following minimum values:
| ILS/MLS approach when CAT2 or CAT3 (single or dual) is displayed on the FMA
0 ft AGL if autoland
51
The autopilot can be used with the following minimum values:
| After a manual go-around
100 ft AGL
52
The autopilot can be used with the following minimum values:
| In all other phases
500 ft AGL
53
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 500 ft AGL.
54
FMGS lateral and vertical navigation is certified for:
‐ After takeoff, en route, and terminal area operations
‐ Navigation within RNAV/RNP airspace
‐ Instrument approach procedures (except ILS, LOC, LOC B/C, LDA, SDF, GLS , MLS and
FLS final approaches)
‐ Missed approach procedures.
55
The navigation accuracy depends on:
‐ IRS drift, or
‐ One of the following:
• Radio navaid availability, or
• Elapsed time since last computation of radio navaid position.
56
RNP AR capability has been demonstrated with AP ON for the following modes:
‐ Departure in NAV mode
‐ Initial and Intermediate approach in NAV or APP NAV modes
‐ Final approach in FINAL APP mode
‐ Missed approach in NAV mode.
57
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.
58
AFTER TAKEOFF
| NAV mode may be used after takeoff provided that:
‐ GPS PRIMARY is available, or
| ‐ The flight crew checked the FMGS takeoff updating
59
IN TERMINAL AREA
| NAV mode may be used in terminal area provided that:
‐ GPS PRIMARY is available, or
‐ the appropriate RNP is checked or entered on the MCDU, and HIGH accuracy is displayed, or
‐ FMS navigation is crosschecked with navaid raw data.
60
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.
61
An RNAV(RNP) approach 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) approach may be performed provided that GPS PRIMARY is available.
62
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.
63
After three consecutive APU start attempts, the flight crew must wait
60 min before a new start attempt.
64
APU
| Maximum N speed
107 %
65
Maximum EGT for APU start (below 35 000 ft) (25000)
1 090 °C (900)
66
Maximum EGT for APU start (above 35 000 ft) (25000)
1 120 °C (982)
67
Maximum EGT for APU running
675 °C (682)
68
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.
69
APU Operation and Normal Restart Limit
41000ft
70
APU ground Operation
From -1000ft to 14500ft
71
APU Battery Restart Limit (Elec Emer Config)
25000ft
72
APU Elec Power Only
From 22500ft
73
APU Bleed Air and Elec Power
To 22500ft
74
APU BLEED
| Max altitude to assist engine start
20 000 ft
75
APU BLEED
| Max altitude for air conditioning and pressurization (single pack operation)
22 500 ft
76
APU BLEED
| Max altitude for air conditioning and pressurization (dual pack operation)
15 000 ft
77
Use of APU bleed air for wing anti-ice is
not permited
78
EGT LIMITS
| Takeoff and Go-around
IAE 635 °C
CFM 950 °C
79
EGT LIMITS
| Maximum Continuous Thrust (MCT)
IAE 610 °C
CFM 915 °C
80
EGT LIMITS
| Starting
IAE 635 °C
CFM 725 °C
81
SHAFT SPEEDS
| Maximum N1
IAE 100 %
CFM 104 %
82
SHAFT SPEEDS
| Maximum N2
IAE 100 %
CFM 105 %
83
OIL TEMPERATURE
| Maximum continuous temperature
IAE 155 °C
CFM 140 °C
84
OIL TEMPERATURE
| Maximum transient temperature (15 min)
IAE 165 °C
CFM 155 °C
85
OIL TEMPERATURE
| Minimum starting temperature
IAE -40 °C
CFM -40 °C
86
OIL TEMPERATURE
| Minimum temperature before IDLE is exceeded
IAE -10 °C
87
OIL TEMPERATURE
| Minimum temperature before takeoff
IAE 50 °C
CFM -10 °C
88
Minimum oil pressure
IAE 60 PSI
CFM (Tabla)
89
OIL QUANTITY
| Minimum oil quantity
IAE: 11 qt + estimated consumption (0.3 qt/h)
CFM: 9.5 qt + estimated consumption (0.5 qt/h)
90
STARTER LIMITATIONS IAE
‐ 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 a two-minute maximum cycle time
‐ For crank, observe a 5 min maximum cycle time
‐ The starter must not be run when N2 is above 10 % on-ground and 18 % in-flight.
1 Start = 1 Cycle
1 cycle = 15 s
3 starts = 30 min
5 min continuous cr = 30min
91
STARTER LIMITATIONS CFM
‐ 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 %.
1 Start / 3 attemps = 1 cycle
1 cycle = 20 s
15 min = 4 cycles
92
REVERSE THRUST LIMITATIONS
* 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.
93
TFLEX cannot be:
IAE
TFLEX cannot be:
‐ Higher than TMAXFLEX, equal to ISA + 55 °C.
‐ Lower than the flat temperature (TREF).
‐ Lower than the actual OAT.
CFM (algunos A319)
TFLEX cannot be:
‐ Higher than TMAXFLEX, equal to ISA + 70 °C.
‐ Lower than the flat temperature (TREF).
‐ Lower than the actual OAT
94
This engine is able to start in crosswind up to
35 kt .
95
Rapid and large alternating control inputs, especially in combination with large changes in pitch, roll or yaw (e.g. large sideslip angles) may result in:
structural failures at any speed.
96
Maximum operating altitude with slats and/or flaps extended
20 000 ft
97
FUEL TEMPERATURE
| MINI
JET A1 = -43 °C
JET A = -36 °C
98
FUEL TEMPERATURE
| MAXI
54 °C
99
Minimum fuel quantity for takeoff
1 500 kg (3 307 lb)
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.
100
‐ 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).
101
‐ 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.
102
The flight crew should only use the rain repellent in the case of
moderate to heavy rain.
103
Maximum brake temperature for takeoff (brake fans off)
300 °C
104
Maximum NWS angle
±85 °
105
If maximum one tire per gear is deflated (consider three gears) Maximum taxi speed during turn
7 kt
106
If two tires are deflated on the same main gear (maximum one main gear) Maximum taxi speed
3 kt
107
With tire(s) deflated (not damaged), for the nosewheel steering (NWS) angle Maximum NWS angle
30 °
108
Ground alignment of the IRS is possible in latitudes between
73 ° North and 73 ° South
109
MAGNETIC (MAG) REFERENCE
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
110
MAGNETIC (MAG) REFERENCE
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.
111
MINIMUM FLIGHT CREW OXYGEN PRESSURE
| 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 22 min
▪ During cruise at FL 100 for two flight crewmembers for 98 min.
• Protection against smoke with 100 % oxygen for all flight crewmembers and observers during 15 min at 8000 ft cabin altitude.
112
MINIMUM CONTROL SPEEDS ON NARROW RUNWAYS
For runways with a width below 40 m , the VMCG must be increased by the values indicated in the
following table :
Runway Width 30 m 35 m 40 m
▵ VMCG(kt) + 2.5 + 1.5 + 0
113
FUEL IMBALANCE AT TAKEOFF
INNER TANKS (OUTER TANKS BALANCED)
Tank Fuel Quantity (Heavier Tank) ------- Maximum Asymmetry
Full ------- 500 kg (1 102 lb)
3 000 kg (6 613 lb) --------1 050 kg (2 314 lb)
1 450 kg (3 196 lb) --------1 450 kg (3 196 lb)
OUTER TANKS (INNER TANKS BALANCED)
Maximum Asymmetry 370 kg (815 lb)
114
FUEL IMBALANCE IN FLIGHT AND AT LANDING
Tank Fuel Quantity (Heavier Tank) ------- Maximum Asymmetry
Full ------ 1 500 kg (3 306 lb)
4 300 kg (9 479 lb) ------ 1 600 kg (3 527 lb)
2 250 kg (4 960 lb) ------ 2 250 kg (4 960 lb)
OUTER TANKS
Maximum Asymmetry 690 kg (1 521 lb)
115
DEFINITION OF SEVERE ICE ACCRETION
Ice accretion is considered severe when the ice accumulation on the airframe reaches approximately
5 mm (0.2 in) thick or more.
116
DEFINITION 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.
