Limitations, Recalls, Speeds Flashcards
(70 cards)
0
Q
Max EGT MCT
A
610
1
Q
Max EGT start
A
635
2
Q
Max EGT TOGA
A
635
3
Q
G limitations (clean)
A
-1 to +2.5
4
Q
G limitations (flap)
A
0 to +2
5
Q
Mtow
A
77.0T
6
Q
MLW
A
66T
7
Q
MZFW
A
62.5T
8
Q
Max Xwind
A
38kt
9
Q
Max TW T/O
A
10kt
10
Q
Max TW LDG
A
15kt
11
Q
Pax door operation max wind
A
65kt
12
Q
Cargo door max wind
A
40kt, 50 with nose in wind
13
Q
Flap Speeds
A
F1: 230 F1+F: 215 F2: 200 F3: 185 Ff: 177
14
Q
Ram air inlet max delta P
A
<1psi
15
Q
Delta P
A
- 1~9psi
8. 6 auto relief valve
16
Q
Max Gen Load
A
100%
17
Q
Flaps altitude max
A
20,000
18
Q
Max brake T/O temp
A
300 no fans
150 fans
19
Q
Max Fuel imbalance
A
1500kg
20
Q
Brake fans min wait after LDG
A
5 mins or approaching gate
Oxidisation
21
Q
APU LOW OIL indication, allowable operating time
A
10 hours
22
Q
APU starter limitation and cooling
A
3 consecutive, 60 min cooling
23
Q
APU max N1
A
107%
24
APU operating ceiling
41,000ft
25
APU battery only start
25,000ft
26
APU single pack operation
22,500
27
APU dual pack operation
15,000ft
28
TOGA max usage time
2eng: 5 mins
1eng: 10 mins
29
Oil temp START
>-40
30
Oil temp EXCEEDING IDLE
>-10
31
Oil temp T/O
>50
32
Oil temp MAX CONTINUOUS
155
33
Oil temp MAX TRANSIENT
165
34
Oil Pressure minimum
60psi
35
N1/N2 max
100%
36
Starter Limitations
‐ 3 consecutive cycles : 2 cycles of 2 min each, followed by a 3rd cycle of 1 min .
‐ Pause between start attempts : 15 s.
‐ Cooling period, following 3 start attempts or 4 min of continuous cranking : 30 min .
‐ No running engagement of the starter, when N2 is above 10 % on ground, and 18 %
37
Min speed for MAX REV
70kt or when the airspeed starts to fluctuate
38
Crosswind max for eng start
35kt
39
Max taxi weight
77.4T
40
Turbulence Penetration Speeds
250kt below FL200
275kt -> M0.76 (FL 330)
Also best ROC speed
41
VLE
280kt
42
VLO (retract and extend)
Extend 250kt
| Retract 220kt
43
Max tyre speed
195kt
44
Max window open speed
200kt
45
Max Wiper speed
230kt
46
Max heavy taxi speed
20kt in turns >76T
47
Air conditioning with LP ground unit
Do not use conditioned air simultaneously from packs and LP ground unit (to avoid chattering of
the non return valves)
48
Air conditioning with HP ground unit
Do not use HP ground unit when APU supplies bleed air to avoid bleed system damage
49
Min altitude and time for AP after T/O
100ft + 5sec
50
Hydraulic system operating pressure
3000psi +/- 200
51
Taxi with deflated tyres
If tire damage is suspected after landing or after a rejected takeoff, an inspection of the tires is
required before taxi. If the tire is deflated but not damaged, the aircraft can be taxied at low speed
with the following limitations :
1. If one tire is deflated on one or more gears (ie. a maximum of three tires), the speed should be
limited to 7 kt when turning.
2. If two tires are deflated on the same main gear (the other main gear tires not being deflated),
speed should be limited to 3 kt and the nose wheel steering angle limited to 30 °.
52
CREW INCAPACITATION
If a cockpit crew member becomes incapacitated, the remaining crew member must call a cabin
attendant as soon as practicable. The best way to request assistance from the cabin crew, is by
means of the passenger address system:
"ATTENTION, PURSER TO COCKPIT PLEASE” he purser or any other cabin attendant must
proceed to the cockpit immediately.
The cabin attendant must then:
Tighten and manually lock the shoulder harness of the incapacitated crew member;
Push the seat completely aft;
Recline the seat back.
It takes 2 people to remove the dead weight of an unconscious body from a seat without
endangering any controls and switches.
If it is not possible to remove the body, one cabin attendant must remain in the cockpit to take care
of and observe the incapacitated crew member.
In coordination with the purser:
Request assistance from any medically qualified passenger.
Check if a type qualified company pilot is on board to replace the incapacitated crew member.
53
EGPWS
“PULL UP” - “TERRAIN AHEAD PULL UP” - “OBSTACLE AHEAD PULL UP”:
"*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
Best climb performance is obtained when close to wings level.
Then, for “TERRAIN AHEAD
PULL UP” or for “OBSTACLE AHEAD PULL UP”, and if the crew concludes that turning is the
safest way of action, a turning maneuver can be initiated.
When flight path is safe and the warning stops:
Decrease pitch attitude and accelerate.
When speed is above VLS, and vertical speed is positive:
Clean up aircraft, as required.
54
EMER DESCENT
"*EMERGENCY DESCENT*"
CREW OXY MASKS.........................................ON
EMER DESCENT.......................... ANNOUNCE(PA )
The flight crew must inform the cabin of emergency descent on the PA system.
SIGNS..................................................................ON
EMER DESCENT....................................................INITIATE
Descend with the autopilot engaged:
‐ Turn the ALT selector knob and pull
‐ Turn the HDG selector knob and pull
‐ Adjust the target SPD/MACH.
Use of the autopilot is also permitted in EXPEDITE mode
THR LEVERS (if A/THR not engaged)...........................................................IDLE
‐ If autothrust is engaged, check that THR IDLE is displayed on the FMA
‐ If not engaged, retard the thrust levers.
SPD BRK..................................................................FULL
Extension of the speedbrakes will significantly increase Vls.
To avoid autopilot disconnection and automatic retraction of the speedbrakes, due to possible
activation of the angle of attack protection, allow the speed to increase before starting to use the
speedbrakes.
55
UNRELIABLE AIRSPEED
"*UNRELAIBLE SPEED*"
AP/FD............................................................... OFF
A/THR............................................................. OFF
PITCH/THRUST:
Below THRUST RED ALT.....................15° / TOGA
Above THRUST RED ALT and Below FL 100........................................................... 10° / CLB
Above THRUST RED ALT and Above FL 100...............................................................5° / CLB
FLAPS (if CONF 0(1)(2)(3))...........................MAINTAIN CURRENT CONF
FLAPS (if CONF FULL).....SELECT CONF 3 AND MAINTAIN
SPEEDBRAKES....................CHECK RETRACTED
L/G..................................................................... UP
When at, or above MSA or Circuit Altitude: Level off for troubleshooting.
56
LOSS OF BRAKING
REV................................................................. MAX
BRAKE PEDALS...................................... RELEASE
Brake pedals should be released when the A/SKID & N/W STRG sw is switched OFF, since
the pedal force or displacement produces more braking action in alternate mode than in normal
mode.
A/SKID & N/W STRG....................................... OFF
Braking system reverts to alternate mode.
BRAKE PEDALS.........................................................PRESS
Apply brake with care, since initial pedal force or displacement produces more braking action in
alternate mode than in normal mode.
MAX BRK PR..............................................1000 PSI
Monitor brake pressure or BRAKES PRESS indicator. Limit brake pressure to approximately
1 000 PSI and, at low ground speed, adjust brake pressure as required.
If STILL NO BRAKING:
PARKING BRAKE...........................................SHORT AND SUCCESSIVE APPLICATION
57
STALL RECOVERY
"*STALL I HAVE CONTROL*"
NOSE DOWN PITCH CONTROL.....................................APPLY
This will reduce angle of attack
Note: In case of lack of pitch down authority, reducing thrust may be necessary.
BANK................................................WINGS LEVEL
When out of stall (no longer stall indications) :
THRUST.........INCREASE SMOOTHLY AS NEEDED
Note: In case of one engine inoperative, progressively compensate the thrust asymmetry
with rudder.
SPEEDBRAKES.....................CHECK RETRACTED
FLIGHT PATH......................RECOVER SMOOTHLY
If in clean configuration and below 20 000 ft :
FLAP1.......................................................... SELECT
Note: If a risk of ground contact exists, once clearly out of stall (no longer stall
indications), establish smoothly a positive climb gradient.
58
STALL WARNING AT LIFT OFF
"*STALL, TOGA 15*"
THRUST...........................................................TOGA
At the same time:
PITCH ATTITUDE...........................................................15 °
BANK................................................WINGS LEVEL
59
TCAS
"*TCAS I HAVE CONTROL*"
Traffic advisory: “TRAFFIC” messages:
Do not perform a maneuver based on a TA alone.
Resolution advisory: All “CLIMB” and “DESCEND” or “MAINTAIN VERTICAL SPEED
MAINTAIN” or “LEVEL OFF, LEVEL OFF” or “MONITOR VERTICAL SPEED” type
messages:
AP (if engaged).......................................................................................................................OFF
BOTH FDs.............................................................................................................................. OFF
Respond promptly and smoothly to an RA by adjusting or maintaining the pitch, as required, to
reach the green area and/or avoid the red area of the vertical speed scale.
Note: Avoid excessive maneuvers while aiming to keep the vertical speed just outside the
red area of the VSI, and within the green area. If necessary, use the full speed range
between Vαmax and VMAX.
Respect stall, GPWS, or windshear warning.
Notify ATC.
GO AROUND procedure must be performed when an RA “CLIMB” or “INCREASE
CLIMB” is triggered on final approach:
Note: Resolution Advisories (RA) are inhibited below 900 ft.
When “CLEAR OF CONFLICT” is announced
Resume normal navigation in accordance with ATC clearance.
AP/FD can be re-engaged as desired.
60
WINDSHEAR
"*WINDSHEAR TOGA*"
A red flag “WINDSHEAR” is displayed on each PFD associated with an aural synthetic voice
“WINDSHEAR” repeated three times.
If windshear is detected either by the system or by pilot observation, apply the following recovery
technique:
At Takeoff:
If before V1:
The takeoff should be rejected only if significant airspeed variations occur below indicated
V1 and the pilot decides that there is sufficient runway remaining to stop the airplane.
If after V1:
THR LEVERS...............................................................................................................TOGA
REACHING VR........................................................................................................ROTATE
SRS ORDERS........................................................................................................ FOLLOW
If necessary the flight crew may pull the sidestick fully back.
Note: If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °.
Then, if necessary, to prevent a loss in altitude, increase the pitch attitude.
Airborne, initial climb or landing:
THR LEVERS AT TOGA.............................................................................. SET OR CONFIRM
AP (if engaged)............................................................................................................ KEEP ON
SRS ORDERS...............................................................................................................FOLLOW
If necessary the flight crew may pull the sidestick fully back.
Note: 1. Autopilot disengages if the angle of attack value goes above α prot.
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °.
Then, if necessary, to prevent a loss in altitude, increase the pitch attitude.
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.
61
WINDSHEAR AHEAD
The “W/S AHEAD” message is displayed on each PFD. The color of the message depends on the
severity and location of the windshear
Note: When a predictive windshear alert (“WINDSHEAR AHEAD” or "GO AROUND
WINDSHEAR AHEAD") is triggered, if the flight crew makes a positive verification that no
hazard exists, then the alert may be disregarded, as long as:
‐ There are no other signs of possible windshear conditions, and
‐ The reactive windshear system is operational.
Known cases of spurious predictive windshear alerts have been reported at some airports,
during either takeoff or landing, due to the specific obstacle environment.
However, always rely on any reactive windshear (“WINDSHEAR”).
W/S AHEAD RED
Takeoff
Associated with an aural synthetic voice “WINDSHEAR AHEAD, WINDSHEAR AHEAD”.
Before takeoff:
Delay takeoff, or select the most favorable runway.
During the takeoff run:
Reject takeoff.
Note: Predictive windshear alerts are inhibited above 100 kt until 50 ft.
When airborne:
THR LEVERS...........................................................................................................TOGA
As usual, the slat/flap configuration can be changed, provided the windshear is not
entered.
AP (if engaged)..................................................................................................KEEP ON
SRS ORDERS.................................................................................................... FOLLOW
If necessary the flight crew may pull the sidestick fully back.
Note: 1. Autopilot disengages if the angle of attack value goes above α prot
2. If the FD bars are not displayed, move toward an initial pitch attitude of
17.5 °. Then, if necessary, to prevent a loss in altitude, increase the pitch
attitude.
Landing:
Associated with an aural synthetic voice “GO AROUND, WINDSHEAR AHEAD”.
GO-AROUND..........................................................................................................PERFORM
AP (if engaged)........................................................................................................ KEEP ON
If necessary the flight crew may pull the sidestick fully back.
Note: 1. Autopilot disengages if the angle of attack value goes above α prot.
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °.
Then, if necessary, to prevent a loss in altitude, increase the pitch attitude.
W/S AHEAD AMBER
Apply precautionary measures, as indicated in the SUPPLEMENTARY TECHNIQUES
62
ALERT PA
“ATTENTION! All passengers remain seated and await further instructions.”
(Advise of any known hazards – “Hazard left wing/Hazard right wing”).
63
STAND DOWN PA
“Ladies and gentlemen, thank you for your cooperation. Remain seated. Cabin crew resume your normal duties.”
64
CM Summon PA
“Would the cabin manager report to the flight deck immediately.”
65
DEPRESSURISATION PAs
“Attention cabin crew, emergency descent.”
“Cabin crew carry out follow up duties”.
66
Anticipated severe turbulence PA
“All passengers and crew be seated and fasten seat belts.”
67
Unanticipated sever turbulence PA
“All passengers and crew be seated and fasten seat belts immediately.”
68
APU max EGT
675
69
Max APU start EGT
1090
-------35,000ft-------
1120
