A320LIMITATIONS

Airbus A320-232 Limitations (IAE V2527-A5)

The information provided in this document is to be used during simulated flight only

and is not intended to be used in real life. Attention VA's - you may post this file on your site for download. Please do not post this information as a web page on your site. To all others: This information is provided for your personal use only. Distribution of this information in any form is not permitted without my approval. Distribution of this information in any payware product, CD or otherwise is not permitted.

Compiled by Matt Zagoren

SELECTED LIMITATIONS

All references to airspeed or Mach number relate to Indicated Airspeed or Indicated Mach Number, unless otherwise noted. All references to altitude relate to Pressure Altitude, unless otherwise noted. AVIONICS

Autoland

Autoland is permitted using full flaps only. Autoland - Maximum Winds Headwind - 25 kts Tailwind - 10 kts

Crosswind other than CAT II/III - 15 kts Crosswind CAT II/III (AFM) - 10 kts

Autopilot Engaged - Minimum Altitude After Takeoff/Go-Around - 30' AGL Enroute - 500' AGL

Non-Precision Approaches - 50' Below MDA Coupled Approaches - 50' AGL

Autoland (One or Two Autopilots) - Touchdown ILS Approaches (AFM)

Do not arm the ILS APPR mode above 8200' AGL.

Inertial Reference System

In the NAV mode the IRU will not provide valid magnetic heading above 73° North and below 60° South. Flights above/below these latitudes are not permitted. ENGINES (IAE V2527-A5) EGT and Thrust - Maximum

Time Limit (minutes)

Instrument Marking

EGT (°C)

Start None Red 635 Takeoff/Go-Around 5 Maximum Continuous

Red

635 610 Unlimited Amber

Oil Quantity and Consumption (Quarts)

Minimum Before Engine Start (warm) Minimum When Engine is at Idle rpm Estimated Consumption per Hour

17.0 + est. consumption 12.0 .6

Minimum Before Engine Start (cold/30°C) 10.5 + est. consumption

Reverse Thrust

Reverse levers must remain in forward thrust range while in flight. Prohibited for power back on the ground.

2

RPM - Maximum N1 - 100% N2 - 100% FUEL

Fuel Capacity (pounds)

Outer Wing Tanks Inner Wing Tanks Center Tank

3,100 25,000 14,900

Total 43,000 Fuel Imbalance - Maximum

Maximum difference between wing tanks for takeoff and landing - 4410 lbs. Fuel Temperature Maximum: 54°C Minimum: -36°C

If fuel temperature is below minimum temp limit, change to a warmer altitude. Fuel Usage

Takeoff with center tank supplying the engines is prohibited.

Landing Fuel - Minimum (Pounds)

Fuel At Touchdown: Ensures adequate fuel boost pump coverage during reverse thrust and landing roll.

To Execute Go-Around: The required amount of fuel to execute go-around at runway threshold to 1000' AGL, fly a VFR pattern, intercept a 3° glideslope at approx 2 1/2 miles from the runway and continue to landing.

Fuel Quantity Indicator Error: The maximum design quantity error for all tanks.

Minimum Desired Landing Fuel: Ensures sufficient fuel on board at the threshold in a worst case scenario with max fuel quantity indicator error.

Fuel At Touchdown To Execute Go-Around Fuel Quantity Indicator Error Minimum Desired Landing Fuel (Indicated)

400 800 400 1600

3

Operating Fuel Values (Pounds)

Taxi Fuel Per Minute (not included in takeoff weight)Minimum for Dispatch (not including taxi fuel) Minimum Hold for Contingencies (AFM Limit) Minimum Alternate Fuel Holding Fuel Per Hour APU Fuel Per Hour 25 6800 1000 1200 5000 290

HYDRAULICS

Brake Temperature

Maximum Brake Temperature for Takeoff - 300°C Flaps/Slats Extended Altitude Maximum - 20,000 MSL Speed Brakes (AFM)

IMC VMC

Do not use from FAF inbound. Do not use below 1000' AGL.

Inflight With Flaps Retracted Do not use below 200 KIAS.

ICE AND RAIN Engine Anti-Ice

•

Engine anti-ice must be ON during all ground and flight operations when icing conditions exist or are anticipated, except during climb and cruise when temperature is below -40°C SAT.

Engine anti-ice must be ON prior to and during descent in icing conditions, including temperatures below -40°C SAT.

•

Wing Anti-Ice

• •

Wing anti-ice is not permitted on the ground (AFM), or in flight when TAT exceeds 10°C. Use of APU bleed air for wing anti-ice is not permitted.

SPEEDS

Cockpit Window Open Speed Maximum - 200 KIAS

4

Design Maneuvering Speeds - Va (KIAS/Mach)

* Only when in alternate or direct flight control laws. Speed * Va

248

250

Pressure Altitude (1000 Feet)

SL 10.0 16.0 20.0 24.0 28.030.0 39.0 260

270

280

290

295

.78

Flaps/Slat Extended Speeds - Vfe (KIAS)

Config

1

1 + F

2

3 185 22 20

FULL 177 27 40 Landing

Vfe 230 215 200 Slats 18 18 22 Flaps 0 10 15 Remarks

Initial Takeoff/ Takeoff/Approach

Takeoff

Approach Approach Landing

Takeoff with Flaps 1

When Flaps 1 is selected for takeoff (1 + F), the flaps automatically retract to 0 at 210 KIAS. Takeoff or Go-Around with Flaps 2 or 3

When Flaps 1 is selected, the 1+F configuration is obtained if airspeed is less than 210 KIAS. The flaps automatically retract to configuration 0 at 210 KIAS. Flaps Selection in Flight

When the flaps lever is moved from 0 to 1 in flight, only the slats are extended. Landing Gear Limit Speeds - Vlo/Vle (KIAS/MACH)

Retraction - Vlo Extension - Vlo Extended - Vle

220 250 280 / .67

Maximum Tire Speed 195 Knots Groundspeed

Maximum Operating Limit Speeds - Vmo/Mmo

Speed

Pressure Altitude

SL - 25,000

Vmo/Mmo 350

25,000 - 39000

.82 Minimum Control Speed Air - Vmca Vmca - 119 KIAS

Minimum Control Speed Ground - Vmcg Vmcg - 114 KIAS

5

Operating Speeds (KIAS/Mach)

Optimum Climb (FMGC Operative) Standard Climb (FMGC Inoperative) FL 290 and above 10,000' to FL 290 Best Climb Rate Best Climb Angle Optimum Cruise (ECON) Standard Cruise FL 310 and above 10,000' to FL 310

Optimum Descent (FMGC Operative) Standard Descent (FMGC Inoperative) 10,000' and above

ECON CLIMB

.78 290 280 220 Cost Index = 35

.80 300 ECON DES .78 280

Stall Speeds

Stall speeds apply to takeoff and landing altitudes only.

Gross Weight (1000 lbs)

170 160 150 140 130 120 110 100 90 80

Flap Position

0

1

1 + F

2

3

FULL

179 140 134 125 124 121 170 136 130 120 119 117 161 132 125 116 115 113 154 127 119 112 111 109 144 121 115 108 107 105 138 116 110 104 103 101 132 111 105 99 98 96 126 106 100 95 94 92 119 100 95 90 89 87 114 95 90 85 84 82 Taxi Speed - Maximum

When takeoff weight is higher than 167,550 lbs, do not exceed 20 kts in a turn. Structural Weights (Pounds)

Maximum Taxi Maximum Takeoff Maximum Landing Maximum Zero Fuel

170,600 169,750 142,200 134,400

GENERAL LIMITATIONS AND SPECIFICATIONS

6

Center of Gravity Limits

The A320 has two certified CG envelopes. One is a curtailed (normal) envelope with a forward limit of 25%. The other is a full envelope with a forward limit of 15%. Most airplane combinations of fuel and passenger loading will operate in the curtailed envelope. When load planning identifies an aircraft as having a forward CG use the Forward Center of Gravity procedure in the takeoff section.

Flight Load Acceleration Limits (G Load)

Clean Configuration -1.0 to +2.5 Flaps Retracted and Slats Extended -1.0 to +2.5

Flaps and Slats Extended

0.0 to +2.0

Pressure Altitude - Maximum Takeoff and Landing - 8000' Operating Altitude - 39,100' Runway Slope

Maximum - +/- 2% Winds - Maximum (Knots)

The following are the maximum demonstrated crosswinds with flight controls in normal and direct law (with or without the yaw damper). Crosswind -Takeoff 29 Crosswind -Landing 33 Crosswind with Gusts

38 Tailwind - Takeoff and Landing

10

7