Limitaciones A320 233

  1. Flight Maneuvering load acceleration limits
    -Clean configuration
    -Other configuration
    • -1g to +2.5g
    • 0g to +2 g
  2. Runway slope
    +/- 2%
  3. runway altitude
    14,100 ft
  4. normal runway width
    -Nominal Runway width
    -Minimal Runway width
    • 45m
    • 30m
  5. max techo de servicio
    39,800 ft
  6. wind for takeoff and landing xwind
    38 knots gust included
  7. tailwind takeoff
    15 knots
  8. tailwind landing
    • 15 knots,
    • se recomienda el uso de full flaps cuando el viento de cola es mayor a 10 nudos
  9. Passenger and cargo doors operation
    • puerta de pasajeros 65kts
    • puertas de cargo 40 kts y 50 nudos si esta con el viento o el viento no esta directo a la puerta
    • las puertas tienen que estar cerradas antes de alcanzar los 65 nudos
  10. maximum recommended crosswind on wet and contaminated runways.
    -good
    -goog to medium
    -medium
    -medium to poor
    -poor
    • 38 nudos
    • 29 nudos
    • 25 nudos
    • 20 nudos
    • 15 nudos
  11. Takeoff limitation contaminated runways
    no es recomendado bajo estas condiciones
    • Wet ice
    • water on top of compacted snow
    • dry snow or wet snow over ice
  12. COCKPIT WINDOW OPEN MAXIMUM SPEED
    Maximum speed. 200 kt
  13. MAXIMUM FLAPS/SLATS SPEEDS
    • 0 VMO/MMO CRUISE
    • 1  230 kt HOLDING
    • 1 + F 215 kt TAKEOFF
    • 2  200 kt TAKEOFF/APPROACH
    • 3  185 kt TAKEOFF/APPROACH/LANDING
    • FULL 177 kt LANDING
  14. MAXIMUM OPERATING SPEED VMO/MMO
    • VMO 350 kt
    • MMO M 0.82
  15. MAXIMUM SPEEDS WITH THE LANDING GEAR EXTENDED y altitud maxima para el uso del landing gear
    • Max speed with the landing gear extended (VLE) 280 kt /M 0.67
    • Max speed at which the landing gear may be extended (VLO extension) 250 kt /M 0.60
    • Max speed at which the landing gear may be retracted (VLO retraction) 220 kt /M 0.54

    y la altitud maxima es de 25,000 pies
  16. MAXIMUM TIRE SPEED
    Maximum ground speed 195 kt
  17. MINIMUM CONTROL SPEED FOR LANDING (VMCL)
    VMCL 109 kt
  18. TAXI SPEED
    When the taxi weight is higher than 76 000 kg (167 550 lb):

    CAUTION Do not exceed a taxi speed of 20 kt during a turn.
  19. WIPERS MAXIMUM OPERATING SPEED
    Max speed 230 kts

    This limitation is applicable when the wipers are sweeping. It is not applicable if the wipers are not sweeping for any reasons.
  20. WEIGHT LIMITATIONS
    • Maximum taxi weight
    • 77 400 kg (170 637 lb)
    • Maximum takeoff weight (brake release)
    • 77 000 kg (169 755 lb)
    • Maximum landing weight
    • 66 000 kg (145 505 lb)
    • Maximum zero fuel weight
    • 62 500 kg (137 788 lb)
    • Minimum weight
    • 37 230 kg (82 079 lb)
    • In exceptional cases (in flight turn back or diversion), an immediate landing at weight above maximum landing weight is permitted, provided the pilot follows the overweight landing procedure.
  21. APU GENERAL
    • 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.
  22. APU BLEED USE WITH HP AIR START UNIT
    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.
  23. AVIONICS VENTILATION
    • OAT ≤ 49 °C               No limitation
    • 49 °C < OAT ≤ 55 °C   2 h
    • 55 °C < OAT ≤ 60 °C   1 h
    • 60 °C < OAT ≤ 64 °C   0.5 h
  24. CABIN PRESSURE diferencial
    • Maximum positive differential pressure. 9.0 PSI
    • Maximum negative differential pressure. -1.0  PSI
    • Safety relief valve setting. 8.6 PSI
  25. CABIN PRESSURE
    • max cabin altitude  14,000ft
    • cabin altitude warning 9550 ft mas o menos 350 ft
    • max normal cabin altitude 8000 ft
    • min cabin altitude -2000 ft
  26. PACKS USE WITH LP AIR CONDITIONING UNIT
    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.
  27. AUTOPILOT FUNCTION
    • At takeoff  100 ft AGL or 5 s after liftoff
    • In non-precision approach using F-LOC  or F-G/S  (FLS  function) 200 ft AGL

    In non-precision approach using FINAL APP  , NAV FPA, NAV V/S, TRK FPA, HDG V/S, LOC V/S, LOC FPA 250 ft AGL

    • In circling approach   500 ft AGL for aircraft category C (600 ft AGL for
    • aircraft category D)

    ILS/MLS  approach when CAT1 is displayed on the FMA 160 ft AGL

    • GLS  approach when AUTOLAND is not displayed on the FMA 160 ft AGL
    • ILS/MLS  approach when CAT2 or CAT3 (single or dual) is displayed on the FMA 0 ft AGL if autoland
    • After a manual go-around 100 ft AGL
    • In all other phases 500 ft AGL
    • 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.


  28. FLIGHT MANAGEMENT FUNCTION
    • 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.
    • The FLS  function is certified for:
    • ‐ RNAV, RNAV (GNSS), GPS, VOR, VOR/DME, NDB, NDB/DME instrument approach procedures, using FMS navigation for lateral and vertical navigation
    • ‐ LOC, ILS (GS out), or LOC B/C instrument approaches, using FMS navigation for vertical navigation, associated with LOC or LOC B/C for lateral navigation.
    • Approval of the FMGS is based on the assumption that the navigation database is validated for intended use.
    • Obstacle clearance and adherence to airspace constraints remains a flight crew responsibility.
  29. NAVIGATION PERFORMANCE
    • 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.
  30. RNP accuracy with GPS PRIMARY  is:
    Image Upload 1
  31. DEGRADED SITUATION
    If GPS PRIMARY LOST  is displayed on the PFD, 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.
  32. USE OF NAV MODE
    • AFTER TAKEOFF
    • NAV mode may be used after takeoff provided that:
    • ‐ GPS PRIMARY  is available, or
    • ‐ The flight crew checked the FMGS takeoff updating.

    • 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.

    • APPROACH BASED ON RADIO NAVAIDS
    • 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.
    • Note: FLS is the recommended managed lateral and vertical guidance mode for radio
    • navaids approach.

    • RNAV APPROACH
    • 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.
    • Refer to Guidance Modes per Approach Types
    • Note: FLS  is the recommended managed lateral and vertical guidance mode for RNAV
    • approach.
  33. APU START
    After three consecutive APU start attempts, the flight crew must wait 60 min before a new start attempt.
  34. ROTOR SPEED
    Maximum N speed. 107 %
  35. EGT apu
    • Maximum EGT for APU start (below 35 000 ft) 1 090 °C
    • Maximum EGT for APU start (above 35 000 ft) .1 120 °C
    • Maximum EGT for APU running .675 °C
  36. APU START/SHUTDOWN DURING REFUELING/DEFUELING
    • 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
  37. OPERATIONAL ENVELOPE APU
    apu battery restart limit
    25,000 pies
  38. OPERATIONAL ENVELOPE APU
    bleed air y electric power
    de -1000 a 22500 pies
  39. OPERATIONAL ENVELOPE APU
    solo electrico
    de 22500 a 41000 pies
  40. APU BLEED altitudes
    • Max altitude to assist engine start 20 000 ft
    • Max altitude for air conditioning and pressurization (single pack operation)
    • 22 500 ft
    • Max altitude for air conditioning and pressurization (dual pack operation)
    • 15 000 ft
    • Use of APU bleed air for wing anti-ice is not permitted.



  41. 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.
  42. GSM ONBOARD
    • The use of mobile phones is prohibited in the toilets and the cockpit.
    • It is prohibited to use the GSM Onboard System:
    • ‐ Below 3 000 m AGL (approximately 10 000 ft)
    • ‐ In some geographical areas (refer to the “Regional Operation Data for the Onboard Mobile
    • Telephony System” document for the identification of these geographical areas).
    • Note: The GSM Onboard System is able to identify the above-mentioned flight conditions. If the
    • system identifies any of these conditions, it automatically turns off.
  43. THRUST SETTING/EGT LIMITS
    • Takeoff(1) and Go-around
    • All engines operative 5 min
    • One engine inoperative 10 min
    • 635 °C egt


    Maximum Continuous Thrust (MCT) Not limited 610 °C egt


    • Starting On ground
    • In flight 635 °C egt
  44. SHAFT SPEEDS engines
    Maximum N1 . 100 %

    Note: The N1 limit depends on the ambient conditions and on the configuration of the engine air bleed. These parameters may limit N1 to a value that is less than the above-mentioned N1 value

    Maximum N2 . 100 %
  45. OIL TEMPERATURE
    • Maximum continuous temperature 155 °C
    • Maximum transient temperature (15 min) 165 °C
    • Minimum starting temperature -40 °C
    • Minimum temperature before IDLE is exceeded -10 °C
    • Minimum temperature before takeoff 50 °C
  46. OIL QUANTITY y consumo
    min 11qts por motor consumo por hora 0.3 qts por motor
  47. MINIMUM OIL PRESSURE
    Minimum oil pressure  60 PSI
  48. Engine STARTER
    • ‐ 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.
  49. REVERSE THRUST
    • 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.
  50. FLEX TAKEOFF
    • Takeoff at reduced thrust, so-called as FLEX takeoff, is permitted only if the airplane meets all
    • performance requirements at the takeoff weight, with the operating engines at the thrust available
    • for the flexible temperature (TFLEX).
    • Takeoff at reduced thrust is permitted with any inoperative item affecting the performance only if
    • the associated performance shortfall has been applied to meet the above requirements.
    • FLEX takeoff is not permitted on contaminated runways.
  51. CROSSWIND OPERATION ON GROUND
    This engine is able to start in crosswind up to 35 kt .
  52. CERTIFIED FUEL
    • The fuel system is certified with: JET A, JET A1, JET B, JP4, JP5, JP8, N° 3 JET, RT, and TS-1, in
    • accordance with engine manufacturers and fuel specifications.
  53. FUEL TEMPERATURE
    Image Upload 2
  54. MINIMUM FUEL QUANTITY FOR TAKEOFF
    Minimum fuel quantity for takeoff  1500 kg (3 307 lb)
  55. DEFINITION 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 one nautical
    • mile 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.
  56. 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
  57. 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.
  58. RAIN REPELLENT
    The flight crew should only use the rain repellent in the case of moderate to heavy rain.
  59. BRAKING SYSTEM
    • The braking system is not designed to hold the aircraft in a stationary position when a high thrust
    • level is applied on at least one engine.
    • During ground procedures that require a thrust increase with braking, the flight crew must ensure that
    • the aircraft remains stationary, and must be ready to immediately retard the thrust levers to IDLE.
  60. BRAKE TEMPERATURE
    Maximum brake temperature for takeoff (brake fans  off) 300 °C
  61. NOSEWHEEL STEERING usando el handwheel
    max 75 grados derecha izquierda
  62. TAXI WITH DEFLATED OR DAMAGED TIRES
    • 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.
  63. INERTIAL REFERENCE SYSTEM (IRS)
    • IR GROUND ALIGNMENT
    • Ground alignment of the IRS is possible in latitudes between 73 ° North and 73 ° South.
    • 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.
    • Flying at latitudes beyond these limits is prohibited.
    •  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.
  64. MINIMUM FLIGHT CREW OXYGEN PRESSURE
    Image Upload 3

    • REF Temperature :
    • ‐ On ground : REF Temperature = (OAT + Cockpit TEMP) / 2
    • ‐ In flight : REF Temperature = CAB TEMP (°C) - 10 °C, or
    • REF Temperature = CAB TEMP (°F) - 18 °F
    • (2) 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 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).
  65. ROW/ROP
    • 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).
  66. OPERATIONAL ENVELOPE APU
    ground operation
    rango minimo -1000 pies a rango maximo 14500 pies
  67. MAXIMUM ALTITUDE FLAPS/SLATS EXTENDED
    Maximum operating altitude with slats and/or flaps extended 20 000 ft
  68. MAXIMUM ALLOWED FUEL IMBALANCE
    FUEL IMBALANCE AT TAKEOFF
    INNER TANKS (OUTER TANKS BALANCED)
    • 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)
  69. NOSEWHEEL STEERING (NWS) remolcado
    Maximum NWS angle . ±85 °
  70. Outflow valve closure de presion
    15,000 ft
  71. maximum differential pressure and safety valve setting tolerance:
    mas o menos 7 hpa o 0.1 psi
  72. Maximum allowed fuel imbalance
    fuel imbalance in flight and at landing
    inner tanks (outer tanks balanced)
    y maxima asimetria de outer tanks
    • full---------------    1500kg
    • 4300kg----------   1600kg
    • 2250kg---------     2250kg
    • asimetria de los outer tanks ----- 690kg
  73. Maximum allowed fuel imbalance
    fuel imbalance at take off
    inner tanks (outer tanks balanced)
    y maxima asimetria de outer tanks
    • full -------------- 500 kg
    • 3000kg----------- 1050 kg
    • 1450kg------------ 1450 kg
    • asimetria en outer tanks -------370 kg
Author
Jjtobar
ID
341342
Card Set
Limitaciones A320 233
Description
este es n685ta de taca international
Updated