LIMITATIONS

AIRCRAFT GENERAL

FLIGHT MANEUVERING LOAD ACCELERATION LIMITS:

Clean Configuration.....................................................................-1 g to +2.5 g
Other Configurations................................................................... 0 g to +2 g
Runway slope (mean).................................................................. ±2 %
MAX Runway altitude...................................................................9 200 ft
Nominal runway width................................................................. 45m
Maximum certified crosswind for takeof......................................35 kt (gust included)
Maximum demonstrated crosswind for landing...........................38 kt (gust included)
Maximum tailwind for takeoff ......................................................10 kt
Maximum tailwind for landing ......................................................10 kt
The maximum wind for passenger door operation …....................65 kt
The maximum wind for FWD and AFT cargo door operation …....40 kt
(OR 50 kt, if the aircraft nose is into the wind, or if the FWD and AFT cargo doors are on the
leeward side)
The FWD and AFT cargo doors must be closed before the wind speed exceeds 65 kt.
Takeoff is not recommended on the following runway conditions:
‐ Water on top of Compacted Snow,
‐ Dry Snow or Wet Snow over Ice.
Takeoff is not PERMITTED on the following runway condition:
‐ Wet ice.
-Landing distance reduction associated with Porous Friction Course (PFC)/Grooved wet runways is
applicable only if runway pressure altitude is below 4 000 ft.
COCKPIT WINDOW OPEN MAXIMUM SPEED ….................................................................200KTS

VMO........................................................................................................................350 kt
MMO....................................................................................................................... M 0.82
Maximum speed with the landing gear extended (VLE)..................................................280 kt /M 0.67
Maximum speed at which the landing gear may be extended (VLO extension) ............ 250 kt /M 0.60
Maximum speed at which the landing gear may be retracted (VLO retraction) ............ 220 kt /M 0.54
MAXIMUM GROUND TIRE SPEED ............................................................................195 kt
MINIMUM CONTROL SPEED FOR LANDING (VMCL)…..............................................116 kt
WIPERS MAXIMUM OPERATING SPEED …................................................. 230 kt

Weight Limitations:
Maximum taxi weight................................................................................ 79 400 kg
Maximum takeoff weight (brake release).................................................. 79 000 kg
Maximum landing weight.......................................................................... 67 400 kg
Maximum zero fuel weight........................................................................64 300 kg
Minimum weight........................................................................................40 600 kg
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.
 LIMITATIONS
AIR BLEED/COND/PRESS/VENT

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.
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.

CABIN PRESSURE:
Maximum positive differential pressure................................................. 9.0 PSI
Maximum negative differential pressure.................................................-1.0 PSI
Safety relief valve setting......................................................................... 8.6 PSI
Note: Maximum differential pressure (Δp) and safety valve setting tolerance = ± 7 hPa (0.1 PSI).

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.
Note: Maximum differential pressure (Δp) and safety valve setting tolerance = ± 7 hPa (0.1 PSI).
 LIMITATIONS
AUXILIARY POWER UNIT

APU START: After three consecutive APU start attempts, the flight crew must wait 60 min
before a new start attempt.

ROTOR SPEED: Maximum N speed................................................................................ 107 %

EGT:
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

APU START/SHUTDOWN DURING REFUELING/DEFUELING 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.

APU BLEED:
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.
 LIMITATIONS

CABIN SYSTEMS
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.

COMMUNICATION
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.

NAVIGATION
 Engines Limitation

Shaft Speed:
Maximum N1 ........................................................................................................101 %
Maximum N2....................................................................................................... 116.5 %
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
(Refer to PER-THR-MTO MAXIMUM TAKEOFF).

OIL TEMPERATURE:
Maximum continuous temperature.......................................................................................... 140 °C
Maximum transient temperature (15 min)............................................................................... 155 °C
Minimum starting temperature..................................................................................................-40 °C
Minimum temperature before takeoff........................................................................................ 19 °C
OIL QUANTITY:
Minimum oil quantity......................Refer to PRO-NOR-SOP-04 Before Walkaround - ECAM Pages
MINIMUM OIL PRESSURE:
Minimum oil pressure............................................................................................................17.4 PSI
MAXIMUM OIL PRESSURE:
Maximum oil pressure (when oil temperature is above 50 °C)...........................................130.5 PSI
Maximum oil pressure (when oil temperature is below 50 °C).............................................. 145 PSI
Starter:
‐ A standard automatic start that includes up to three start attempts, is considered one cycle
‐ For ground starts (automatic or manual), a 60 s pause is required between successive cycles.
‐ A 15 min cooling period is required, subsequent to three failed cycles.
‐ The starter must no be run when N2 is above 63 %.

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.

REDUCED THRUST TAKEOFF {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.
TFLEX cannot be:
‐ Higher than TMAXFLEX, equal to ISA + 55 °C.
‐ Lower than the flat temperature (TREF).
‐ Lower than the actual OAT.

CROSSWIND OPERATION ON GROUND

ENGINE START:
The engine is able to start in crosswind up to 45 kt.
TAKEOFF
Engine crosswind limit at takeoff....................................................................... 35 kt (gust included)

• The use of GA SOFT mode is prohibited with one engine inoperative.

 Flight Controls Limitation

Maximum operating altitude with slats and/or flaps extended.........................................20 000 ft

CAUTION:
Rapid and large alternating control inputs, especially in combination with large changes in pitch,
roll or yaw (e.g. large sideslip angles) may result in structural failures at any speed.

ICE AND RAIN PROTECTION LIMITATIONS

 FUEL Limitations
The fuel system is certified with: JET A, JET A1, JP5, JP8, N° 3 JET, RT, and TS-1, in accordance with
engine manufacturers and fuel specifications.

Note: The various types of fuel can be mixed in all proportions. However, in the case of fuel
mixture, the minimum fuel specification values provided in the table above are no longer
applicable.

Minimum fuel quantity for takeoff..........................................................................1 500 kg

The ECAM alerts that are related to fuel low level in the wing tanks (FUEL WING TK LO LVL, etc.)
must not appear for takeoff.
MAXIMUM ALLOWED FUEL IMBALANCE:
The following tables indicate the maximum allowed wing imbalance at takeoff, in flight, and at
Landing.
 Landing Gear Limitations:

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.
Maximum brake temperature for takeoff (brake fans off)..............................................300 °C
NOSEWHEEL STEERING (NWS)
For NWS angle limit, Refer to DSC-20-30 Taxiing.
Towbarless operation on the nose landing gear (towing and pushback) is approved when using the
accepted towbarless towing vehicles listed in the Airbus WISE ISI 09.11.00001, with the following
information:
Maximum NWS angle............................................................................................................ ......±85 °

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.
For more information, Refer to FCTM/PR-AEP-LG Taxi with Deflated or Damaged Tires.
Auto Flight Limitations
USE OF NAV MODES