Max G-Load
Clean: -1g to +2,5g
not clean: 0g to +2g
Max Cruising Altitude
39800ft
Max Altitude for Takeoff and Landing
9200ft
Deepest Altitude for Takeoff and Landing
-2000ft
Mean Runway Slope
±2%
Nominal runway width
Minimal runway width
45m
30m
Max wind for pax door operation
65kt
Max wind for FWD and AFT cargo door operation
40kt
Max wind for FWD and AFT cargo door operation if the aircraft is nose into the wind or FWD and AFT cargo doors are on the leeward side?
50kt
FWD and AFT cargo doos must be closed before wind speed exceeds …kt
Max Crosswind for takeoff with RSC 5-GOOD or WET
35kt (gusts included)
Max Crosswind for landing with RSC 5-GOOD or WET
Max Tailwind for takeoff with RSC 5-GOOD or WET
15kt
Max Tailwind for landing with RSC 5-GOOD or WET
10kt
Max Crosswind for takeoff and landing with RSC 5-GOOD or WET at LVO operations
Maximum Autoland Wind
30kt Headwind
20kt Crosswind (without automatic rollout -> CAT3A
15kt Crosswind (with automatic rollout -> CAT3B
10kt Tailwind
Max speed with cockpit window open
200kt
VMO / MMO
350kt / M.82
Conf 1 max speed
230kt
Conf 1+F max speed
215kt
Conf 2 max speed
Conf 3 max speed
185kt
Conf FULL max speed
177kt
Max speed for landing gear retraction
220kt / M.54
Max speed for landing gear extended
280kt / M.67
Max speed for landing gear extension
250kt / M.60
Max tire speed
195kt GS
Minimum control speed for landing (Vmcl)
113kt
Minimum control speed for takeoff (Vmcg) and in the air (Vmca) in 0ft altitude
100kt Vmca
111kt Vmcg CONF1+F
109kt Vmcg CONF2
109kt Vmcg CONF3
Max taxi speed during turn with TOW > 76T
20kt
Max wiper speed
Note: only if wipers are sweaping, if not sweaping for any reason -> limit not applicable
Application of brakes
no brakes with engine high thrust
Max brake temperature
300C with brakefans off
150C with brakefans on
Max nosewheel steering during towbarless pushback
± 85 degrees
Maximum taxi weight
77,4T
Maximum takeoff weight
77T
Maximum landing weight
66T
Maximum ZFW
62,5T
Minimum weight
37.230kg
When is a overweight landing okey
Exceptional cases (in flight turn back or diversion) + overweight landing procedure followed
Maximum recommended time, pax on board without air conditioning supply
20min
use of APU bleed + HP air start unit at same time?
prohibited
packs use + LP air conditioning unit
Max time of electric power supply in normal avionics ventilation configuration
OAT ≤ 49C -> no limit
49C < OAT ≤ 55C -> 2h
55C < OAT ≤ 60C -> 1h
60C < OAT ≤ 64C -> 0.5h
Max positiv cabin differential pressure
9.0 PSI
Max negative cabin differential pressure
-1.0PSI
safety relief valve setting
8.6PSI
Max normal cabin altitude
8000ft
Cabin altitude warning
9550ft (±350ft)
AP engagement after takeoff
100ft AGL and at least 5s after liftoff
Minimum AP use height for:
FINAL APP
V/S mode
FPA mode
250ft AGL
circling approach
500ft AGL (cat C aircraft)
600ft AGL (cat D aircraft) -> ab Vref 141kt
PAR approach (precision approach radar)
after manual Go-Around
100ft AGL
RNP accuracy with GPS PRIMARY:
Enroute
1NM with AP ON (in NAV mode)
1NM with AP OFF and FD ON (in NAV mode)
1.1NM with AP OFF and FD OFF
in terminal area
0.5NM with AP ON (in NAV mode)
0.51NM with AP OFF and FD ON (in NAV mode)
0.51NM with AP OFF and FD OFF
in Approach
0.3NM with AP ON (in NAV mode)
0.3NM with AP OFF and FD ON (in NAV mode)
not authorized with AP OFF and FD OFF
RNP operation possible if GPS PRIMARY lost?
Yes if RNP value checked and entered on MCDU and “HIGH ACCURACY” is displayed
If GPS PRIMARY available, approach based on NAVAIDS may be performed even when reference NAVAID is unserviceable or aircraft equipment INOP in the modes: NAV or FINAL APP, provided that…?
operational approval is obtained
approach based on NAVAIDS (VOR, NDB etc) with GPS PRIMARY lost and NAV mode engaged?
possible but referance NAVAID and aircraft radio equipment must be serviceable, tuned and monitored during approach
RNAV (RNP) approach with GPS PRIMARY not available
yes, if:
RNP value is supported by NAVAID coverage
“HIGH ACCURACY” displayed with required RNP
operational approval obtained
RNAV (GNSS) approach possible without GPS PRIMARY?
not authorized
RNAV (GNSS) approach discrepancy between charted course and F-PLN page comes from?
Inconsistency between FMS MagVar and charted MagVar, which has no effect on lateral trajectory.
-> Thus validating waypoint coordiate ensure no coding error on approach and lateral trajectory
CAT2 Autoland
Minimum DH?
DH 100ft
At least one AP must be engaged in APPR mode and CAT2 or CAT3 SINGLE or CAT3 DUAL must be dsplayed in FMA
CAT3 SINGLE (CAT3A)
minimum DH?
DH 50ft
A/THR must be used in managed or selected speed
At least one AP must be engaged in APPR mode and CAT3 SINGLE or CAT3 DUAL must be dsplayed in FMA
CAT3 DUAL (CAT3B)
Alert Height
DH
Minimum RVR
AH 100ft (Alert height)
DH NO
75m RVR
Both APs must be engaged in APPR mode and CAT3 DUAL must be dsplayed in FMA
-> If CAT3B approach with DH on chart -> switch to CAT3A approach requirements -> use RVR 200m and DH50 according to OM-A
Single Engine autoland CAT2 or CAT3 only with CONF?
CONF FULL + all OEI procedures completed above 1000ft AGL
All engines Autoland in CONFIG?
CONF3 and CONF FULL
Maximum glideslope for autoland?
-2.5 degrees to -3.15 degrees
Maximum airport elevation for autoland?
+2500ft airport elevation
Minimum pressure altitude for Autoland?
-1000ft pressure altitude
(pressure altitude = QNH STD = QNH1013)
Maximum weight for autoland?
Below maximum landing weight
Autoland on contaminated runway?
Airbus: not demonstrated
OM-A (8.3.19.2.6.3) possible if:
all RVRs along required length ≥ 200m
rollout must be performed manually
in general: takeoff and landing on rwy with braking action POOR is not permitted for normal takeoff/landing and also autoland (OM-A 8.3.19.2.6.3 + 8.3.19.2.1.1)
Automatic ROLLOUT with one reverser INOP or one engine out
use of the remaining thrust reverse only if:
no more than IDLE REV
wind below limit of automatic rollout
Automatic landing in Johannesburg?
Not authorized on RWY 03R/21L
APU start attempts and cooling cycle thereafter
After 3 consecutive APU start attempts -> 60min cooling time before new start attempt
APU max rotor speed
max 107% N
APU
max EGT for APU start below 25´000ft
900C
max EGT for APU start above 25´000ft
982C
max EGT for APU running (with 5s confirmation for shutdown)
683C
max EGT for APU running (for immediate shutdown)
700C to 742C
APU start / shutdown during refueling or defueling
Permitted with the restriction:
do not start APU if APU failed to start
do not start APU after automatic APU shutdown
if fuel spill perform a normal APU shutdown
APU start max altitude (no elec emergency)
41´000ft
APU start max altitude in elec emergency (only on battery start limit)
25´000ft
APU envelope for:
elec power only
41´000ft down to -2000ft
Bleed + elec power
20´000ft down -2000ft
ground use
9200ft down to -2000ft
APU max altitude to assist ENG start
20´000ft
APU max altitude for single pack operation
(pressurization + air cond)
APU max altitude for dual pack operation
15´000ft
APU Bleed for WING AI?
Maximum time for thrust in FLEX / TOGA / Go-around
Dual engine
5min
Maximum EGT for thrust in FLEX / TOGA / Go-around
Dual engine + Single engine
950C
Single engine
10min
Maximum time for thrust in MCT
no limit
Maximum EGT for thrust in MCT
915C
Max EGT for engine start on GND or in-flight
725C
Engine
Max N1
104%
(N1 limit depends on ambiend conditions + engine bleed and can also be lower)
Max N2
105%
Oil
max continues temp
140C
max transient temp (15min)
155C
minimum engine starting temp
-40C
minimum temp for takeoff
-10C
minimum quantity
9.5qt + 0.5qt/h estimated consumption
OM-A 8.1.7.6
-> oil for shall be loaded: trip + cont + altn + final res + taxi
-> estimated oil consumption should cover “flightime aircraft can be operated with minimum quantity of fuel requested by the fuel planning + 15min”
normal Oil PSI on gnd in IDLE
13PSI up to 38PSI
(based on 60% N2)
maintenance action due, if PSI is below
13 PSI
normal oil PSI during climb thrust N2
30 to 90 PSI
(based on 100% N2)
One engine start cycle = how many automatic start attempts?
3 start attempts
ground starts (automatic or manuall) pause between successive cycles
20s
4x failed cycles -> cooling period …?
15min
do not run started if N2 is above?
N2 above 20%
Engine cooling cycles explained
Automatic start (start attempt + start attempt + start attempt)
20s pause
15min cooling
-> then repeat
Idle reverse allowed until
aircraft stop
FULL reverse allowed until
70kt
pushing back with reverse thrust?
Max altitude for Flaps/slats
JET A1 minimum fuel temp
-43C
JET A1 max fuel temp
+54C
Maximum fuel imbalance at takeoff:
outer tanks (inner tanks balanced)
max asymmetry: 370kg
Inner tanks (outer tanks balanced)
Heavier Tank:
Full -> max 500kg asymetry
3000kg -> 1050kg asymetry
1450kg -> 1450kg asymetry
Maximum fuel imbalance at inflight or landing:
Inner tanks (outer balanced)
Heavier tank:
Full -> 1500kg max asymetry
4300kg -> 1600kg max asymetry
2250kg -> 2250 max asymetry
690kg max asymetry
Fuel imbalance disregard if?
Exceptional conditions (i.e fuel system failure) the imbalance values may be exceeded without significant effect on aircraft handling. Aircraft remains fully controllable in all flight phases
Info an mich:
QRH FUEL IMBALANCE: “there is no requirement to correct an imbalance, until the ECAM fuel advisory is displayed”
-> ECAM fuel advisory ab: differance > 1500kg between wing fuel quantities
Minimum fuel for takeoff
1500kg
Takeoff with FUEL WING TK LO LVL is prohibited
(FCOM: FUEL WING TK LO LVL ecam comes on when left or right wing tank quantity is below 750kg) sprich ab FOB 1500kg
Definition of icing condition
On ground or after takeoff:
OAT ≤ +10C and visible moisture = visibility ≤ 1600m (=1SM)
In flight:
TAT ≤ +10C and visible moisture = visibility ≤ 1600m (=1SM)
Also if OAT ≤ +10C and operating on ramps with surface snow, standing water, slush may be ingested by the engines, freeze on engines, nacelles or engine sensor probes
Definition of severe ice acceretion
5mm or more ice on airframe
Definition of thin hoarfrost
so thin that lines or markings on surface can be distinguished beneath it
Use of rain repellent
only in moderate or heavy rain
Taxi with damaged tire?
prohibited.
if tire damage suspected -> ask for aircraft inspection prior to vacate the runway or taxi
Taxi limitations during turn with deflated tire:
if maximum 1 tire per gear deflated (3 gears)
7kt max speed during turn
+
max 30 degrees NWS deflection
(FCTM: 30 degrees NWS deflection = handwheel position on the 3rd graduation)
if 2 tires deflated on same main gear (maximum one main gear)
3kt max speed during turn
IRS max latitude for ground alignment
82 degrees North
82 degrees South
If one ADIRU has a different magnetic variation table:
Flying at latitudes beyond these limits is prohibited
North of 60 ° North, between 30 ° West and 160 ° West, and
North of 75 ° North, and
South of 55 ° South.
If all ADIRUs have same magnetic variation table:
North of 73 ° North, between 90 ° West and 120 ° West (magnetic polar region), and
North of 82 ° North, and
South of 60 ° South.
Minimum flightcrew oxygen pressure
1000PSI always safe
provides at least one of the following :
Regulator Normal: 13min emergency descend + 107min at FL100
Regulator 100%: 15min at 8000ft
GPWS / predictive GPWS
must be switched OFF (TERR pb on overhead panel) when within 15NM from airfield not incorported in the predictive GPWS database (also wenn nicht im fms database?)
Narrow runway limitation
Minimum width?
Narrow runway limitation (FCOM special operations)
Dry or RWYCC-6: max X-wind for takeoff and landing (gusts included)
GOOD or RWYCC-5: max X-wind for takeoff and landing (gusts included)
Narrow runway operation procedures (FCOM special operations)
at which failures diversion to altn recommended?
Diversion to a 45 m wide runway is recommended in case of :
Rudder jam
Rudder pedal jam
Yaw damper system fault
Rudder Travel Limit system fault
All failures leading to the loss of the nose wheel steering (HYDYellow system loss, double hydraulic failure, double BSCUfault, double LGCIU fault)
OEI approach with which CONF allowed?
CONF3 or CONF FULL
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