Boxed Limitations Flashcards
AOM Vol I Chapter 2 (90 cards)
1
Q
Maximum Operating Altitude
A
41,000’
2
Q
Maximum Altitude Takeoff and Landing
A
8,000’
3
Q
Minimum Altitude Takeoff and Landing
A
-1,000’
4
Q
Maximum Allowable Load Factors,
Flaps up
Flaps down
A
2.5g to -1.0g
+2g to 0g
5
Q
Maximum runway slope
A
+/- 2%
6
Q
Approved Runway Surface
A
Paved
7
Q
Maximum Tailwind Takeoff and Landing
A
10 knots
8
Q
Maximum crosswind for takeoff and landing
Dry Runway
A
28 knots sustained, with gusts to 38
9
Q
Maximum crosswind for takeoff and landing
Wet runway
A
28 knots
10
Q
Maximum crosswind for takeoff and landing
Compacted Snow
A
20 knots
11
Q
Maximum crosswind for takeoff and landing
Standing Water/slush/Wet Snow/Dry snow
A
18 knots
12
Q
Maximum crosswind for takeoff and landing
Runway with Ice (including wet ice)
A
12 Knots
13
Q
Why is there a Maximum crosswind for static takeoff of 30 knots
A
possibility of compressor stall
14
Q
Maximum wind limits for CAT II approach
Headwind
A
25 knots
15
Q
Maximum wind limits for CAT II approach
Tailwind
A
10 knots
16
Q
Maximum wind limits for CAT II approach
Crosswind
A
12 Knots
17
Q
Maximum temperature for takeoff and landing
A
ISA +35C
18
Q
Minimum temperature for takeoff
A
-40C (a maintenance inspection is required for landing below -40 C
19
Q
Maximum taxi speed (CPS)
Straight DRY or WET
A
30 knots
20
Q
Maximum taxi speed (CPS)
Straight contaminated
A
15 knots
21
Q
Minimum Flight Speed All Altitudes (CPS)
A
Except as described in normal/abnormal/emergency procedures, the airplane may never be operated below the “green dot” speed
22
Q
Operating Speed Limits
Vmo
A
320 KIAS
23
Q
Operating Speed Limits
Mmo
A
82 Mach
24
Q
Maximum Turbulent Air Penetration Speed
Less than 10,000’ MSL
A
250 KIAS
25
Maximum Turbulent Air Penetration Speed
| Greater than or equal to 10,000' MSL
270 KIAS/ .76 Mach (whichever is less)
26
Minimum Ram Air Turbine (RAT) Speed
130 KIAS
27
Oxygen Quantity
| Green
Normal operating range (minimum for dispatch with three crewmembers on the flight deck).
28
Oxygen Quantity
| Cyan
Normal operating range (minimum for dispatch with two crewmembers on the flight deck).
29
Oxygen Quantity
| Amber
Cautionary operating range (dispatch is not allowed)
30
Cabin Pressurization Limits
| Up to 37,000'
7.8 psi
31
Cabin Pressurization Limits
| Above 37,000'
8.3 psi
32
Cabin Pressurization Limits
| Maximum Differential Overpressure
8.7 psi
33
Cabin Pressurization Limits
| Maximum Differential Negative Pressure
-0.5 psi
34
Cabin Pressurization Limits
| Maximum Differential Pressure fo Takeoff and Landing
0.2 psi
35
Single Pack Operation
| Maximum Altitude for Single Pack Operation
FL310
36
Minimum Autopilot Altitudes (CPS)
| Minimum height to engage on takeoff
Acceleration Altitude
(The autopilot may be engaged on takeoff at or above acceleration altitude, after horizontal and vertical flight director modes are selected. This is because the FD takeoff mode (TO) sometimes reverts to FPA after AP engagement.)
37
Minimum Autopilot Altitudes (CPS)
| Minimum height to engage on go-around
400' AGL
| The autopilot may be engaged during a go-around at or above 400’ AGL provided GA mode is active.
38
Minimum Autopilot Altitudes (CPS)
| Minimum En Route Height
500' AGL
39
Minimum Autopilot Altitudes (CPS)
| Minimum height for non precision
MDA
40
Minimum Autopilot Altitudes (CPS)
| Minimum height for precision approach
70' AGL
(The autopilot may remain engaged during a go-around from a coupled ILS approach if the go-around is initiated at an altitude at or above 70’ AGL.)
41
Minimum Autopilot Altitudes (CPS)
| Special instrument approach
As specified in the Procedure
| Some instrument approach procedures publish a minimum autopilot altitude for the approach procedure.
42
Battery Volt limit
| Maintenance is required if the battery volt is less than
21v
43
Battery Temperature Limit
| The minimum battery temperature from the APU to start
-20C
44
Taxi and landing lights (CPS)
| When airplane is stopped, taxi and landing lights must be
OFF
| this prevents cracking of the lenses
45
Taxi and Landing Lights (CPS)
| For takeoff and in flight the taxi nose light must be
OFF
46
No Break Power Transfer
| To avoid power transfer interruptions when connecting or disconnecting an electrical source (CPS)
Confirm power transfer on the electrical synoptic page or wait 10 seconds
47
Flap Altitude Limit
| Maximum altitude for flap extended
20,000'
48
Flap Speed Limits
| Flaps 1
230
49
Flap Speed Limits
| KIAS Flaps 2
215
50
Flap Speed Limits
| KIAS Flaps 3
200
51
Flap Speed Limits
| KIAS Flaps 4
180
52
Flap Speed Limits
| KIAS Flaps 5
180
53
Flap Speed Limits
| KIAS Flaps Full
165 KIAS
54
Flaps 4 Limitation (CPS)
Flaps 4 may be used for takeoff/go around only. The use of flaps 4 during the approach and landing regime is prohibited
55
Maximum usable fuel
20,785 lbs
56
Imbalance
| Maximum fuel imbalance in flight
794 lbs
57
Minimum fuel tank temperature
-40 C
58
Takeoff and landing
| During takeoff and landing the crossfeed selector knob must be
OFF
59
Cold weather operation
| A hydraulic system warm-up must be accomplished before starting the engines if the reservoir temperatures are below
-18C
60
Freezing Rain and Freezing Drizzle
| IF abnormal ice formation is observed on areas of the airplane that do not usually accrete ice
the flight is operating in a Super cooled large droplet (SLD) condition. Exit the SLD condition as soon as possible
61
The MCDU TO DATASET MENU must be set to ENG when SAT is 5C to 10C and:
1. IF there is any possibility of encountering visible moisture up to 1700 ft AFE or
2. Operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush may be ingested by the engines, or freeze on engine nacelles, or engine sensor probes.
62
The MCDU TO DATASET MENU must be set to ALL when the SAT is less than 5 C and:
1. IF there is any possibility of encountering visible moisture up to 1700 ft AFE or
2. Operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush may be ingested by the engines, or freeze on engine nacelles, or engine sensor probes.
63
Icing conditions exist in flight whenever the Static Air Temperature (SAT) on the ground or for takeoff, or Total Air Temperature (TAT) in flight, is
10°C or below and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet, and ice crystals).
64
If either one or both ice detectors are failed, the crew must
set the mode selector to ON when icing conditions exist or are anticipated below 10°C TAT with visible moisture.
65
Airspeed Limit
| Maximum speed to operated the windshield wipers
250 knots
66
Landing Gear Speed Limits
Vlo for extension
Vlo for retraction
Vle
250 KIAS
(VLO is the maximum speed at which the landing gear can be safely extended and retracted.
VLE is the maximum speed at which the airplane can be safely flown with the landing gear extended and locked.)
67
Tire Speed Limit
| Maximum ground speed
195 Knots
68
E170
| Minimum runway/taxiway width for a 180 degree turn
54' 8"
69
E175
| Minimum runway/taxiway width for a 180 degree turn
59' 2"
70
Baro, Air Data VHF 1 and Radar Limitations
Baro altimeter minimums must be used for all CAT I approaches
71
The VOR flight director mode is prohibited
This VOR flight director mode is inhibited. VOR navigation using the flight director must be predicated on HDG mode and VHF (green) needles or LNAV mode (magenta)
72
IESS Limitations
Back course approaches using the IESS are prohibited
73
Miscellaneous APU limits
| Start environment Min and Max temperatures
-54c
and
APU temperature matches the Airplane Operational Envelope Temperature Limitations in AOM I, 2-2.7.3.
74
Miscellaneous APU limits
| Max altitude for Start
30,000'
75
Miscellaneous APU limits
Maximum Altitude For:
APU GEN
33,000'
76
Miscellaneous APU limits
Maximum Altitude For:
Bleed Air
15,000'
77
Miscellaneous APU limits
Maximum Altitude For:
APU-Assisted Engine Start
21,000'
78
Miscellaneous APU limits
| Minimum battery voltage to start the APU
21v
79
APU Starter Duty Cycle Limits
Start number 1 and 2
Maximum Time:
Cool-Down Time
60 seconds
| 60 seconds
80
APU Starter Duty Cycle Limits
Start number 3
Maximum Time:
Cool-Down Time
60 seconds
| 5 minutes
81
Before Starting the APU after an Engine is Shutdown
| Wait for the engine to go below:
30% N2
(This procedure is necessary to ensure that battery 2 is available to the airplanes electrical network as a back-up and not isolated for the APU start.)
82
Engine Temperature Limits
| ITT Start
815 C
83
Automatic Takeoff Thrust Control System (ATTCS)
| For takeoff, the ATTCS must be
ON
84
Warm up and Cool Down (CPS)
| Engine warm-up and cool down period
2 minutes
| the cool down time begins at weight on wheels after landing
85
Starter Duty Cycle Limits
Start Number 1 and 2
Maximum time (ground and flight):
Cool Down time
90 seconds on ground
120 seconds in flight
Cool down 10 seconds
86
Starter Duty Cycle Limits
Start Number 3 through 5
Maximum time (ground and flight):
Cool Down time
90 seconds on ground
120 seconds in flight
Cool down 5 minutes
(After five sequential start attempts, a cycle may be repeated following a 15-minute cool-down period.)
87
Engine Thrust
| Powerback Operations
PROHIBITED
88
Thrust Reverser Limitations
| The engines must be idle by
60 KIAS
89
Thrust Reverser Limitations
| The engines must be out of reverse by
30 KIAS
(For operations on contaminated runways, reverse thrust may be used below the speeds indicated above at the discretion of the crew (e.g., full reverse to a complete stop may be used if necessary to stop the airplane safely).)
90
An assumed temperature (FLEX) takeoff is not allowed if any of the following conditions exist:
1. The runway is contaminated. Refer to AOM I, 7-3.3 Takeoff on Wet, Slippery or Contaminated Runways.
2. The antiskid system is inoperative.
3. The Takeoff performance section of the takeoff report does not include FLEX takeoff data.
4. Compass airport information pages (CCI) prohibit an assumed temperature takeoff.
5. Any time LLWS is reported or present
6. Any time there is significant weather which may produce windshear (i.e. Thunderstorms)
7. The PIC determines the conditions for an assumed temperature takeoff are unsafe.
