A320 LIMITATIONS

Last Updated 26th Oct 2020

AIRCRAFT GENERAL ENGINES

LOAD ACCELERATION LIMITS FLIGHT CONTROLS

ENVIRONMENT LIMITS FUEL

WEIGHT LIMITS ICE AND RAIN PROTECTION

SPEED LIMITS LANDING GEAR

AIR BLEED/COND/PRESS/VENT OXYGEN

AUTOFLIGHT GPWS

APU NAVIGATION

DISCLAIMER
AIRCRAFT GENERAL
FLIGHT MANEUVERING LOAD ACCELERATION LIMITS

Clean configuration: -1 g to +2.5 g

Other: 0 g to +2 g

ENVIRONMENT LIMITS

Runway slope (mean): ±2 %

Runway altitude: 9 200 ft

Nominal runway width: 148 feet

Minimal runway width for AP-BLU, BLV, BLW: 98 feet

Maximum demonstrated crosswind (takeoff and landing): 38 knots (gust included)

Maximum tailwind for Takeoff – BLY & BLZ = 15 knots, Others 10 knots.

Maximum tailwind for Landing – BLY & BLZ = 15 knots, Others 10 knots.

For landing with a tailwind greater than 10 knots, use FLAPS FULL only.

Maximum tailwind for Automatic Landing and Rollout = 10 knots.

Maximum wind for passenger door operation is 65 kt.

Maximum wind for FWD and AFT cargo door operation is 40 knots (or 50 knots, 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.

WEIGHT LIMITATIONS

MSN 21 MSN 22 MSN 29 MSN 27 MSN 30 Approx. values to

Weight Limits (Kgs)
BLB – BLC –BLD BLY –BLZ BLU – BLV – BLW BLA – BLS – BLT keep in mind
Max Taxi 77,400 75,900 / 73,900 77,400 / 75,900 / 73,900 400 above MTOW

MTOW (brake release) 77,000 75,500 / 73,500 77,000 / 75,500 / 73,500 75 tons

MLW 64,500 66,000 66,000 65 tons

MZFW 61,000 62,500 62,500 60 tons

Min Weight 37,230 37,230 37,230 37 tons

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. For dual or multiple max weights, a/c placard reflects the current limit.
SPEED LIMITS

MINIMUM CONTROL SPEEDS

• VMCL – 108 Knots for BLY and BLZ and 113 Knots for others.

• VMCA – 110 Knots IAS at Sea Level, decreasing with increase in altitude.

• VMCG – 111 Knots IAS at Sea Level with CONF 1+F, decreasing with increase in altitude and flap setting.

• For AP-BLY and AP-BLZ, same as above except the speed is 105 instead of 110 for VMCA and 106 instead of 111 for VMCG.

• So as a rule of thumb 115 KNOTS IS THE RED LINE for all models and for all minimum control speeds.

• For exact values see the table given in FCOM Limitations – LIM-AG-SPD.

MAXIMUM FLAPS / SLATS SPEEDS

GEAR DOWN SPEEDS

• VLE – 280 / 0.67
• VLO Extension – 250 / 0.60
• VLO Retraction – 220 / 0.54

TYRE SPEED: Maximum Ground Speed – 195 Knots

WIPERS IN USE: Max Speed – 230 Knots (applicable when the wipers are sweeping).

COCKPIT WINDOW OPEN: Max Speed – 200 Knots.

TAXI SPEED:
If takeoff weight > 76,000 kg – Do not exceed a taxi speed of 20 knots during a turn.
AIR BLEED, CONDITIONING, PRESSURIZATION AND VENTILATION
With passengers on board, it is not recommended to exceed 20 min without air conditioning supply.

APU WITH HP GROUND UNIT

Do not use HP ground unit when APU supplies bleed air to avoid bleed system damage.

AIR-CONDITIONING WITH LP GROUND UNIT

Do not use conditioned air simultaneously from packs and LP ground unit.

AVIONICS VENTILATION

During ground operations, limit the aircraft electric power supply with avionics ventilation system in normal configuration as follows:
OAT = 49°C No Limitation. Above that just go home or open FCOM LIM AIR (For 55°C – 2 hours, 60°C – 1 hour & 64°C – ½ hour).

CABIN PRESSURE

Maximum positive differential pressure: 9.0 PSI

Maximum negative differential pressure: -1 PSI

Safety relief valve setting: 8.6 PSI

RAM AIR INLET

Open if Differential Pressure < 1psi.

AUTOFLIGHT
AUTOPILOT FUNCTION

Minimum values for use of autopilot:

Takeoff with SRS mode: 100 feet AGL and at least 5 seconds after liftoff.

ILS CAT I: 160 feet AGL

ILS CAT II or CAT III: 0 ft AGL

In approach with FINAL APP, V/S or FPA mode: 250 feet AGL

PAR approach (Precision Approach Radar): 250 ft AGL

Circling Approach: 500 feet AGL for CAT C and 600 feet AGL for CAT D

After Manual Go-around: 100 ft AGL

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)

Note: So basically 100 for takeoff and go-around, 160 for Precision approaches, 250 for non-precision approaches and 500 otherwise.
FLIGHT MANAGEMENT FUNCTION

DEGRADED SITUATION

If GPS PRIMARY LOST is displayed, 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.

PREREQUISTES FOR USE OF NAV MODE AT TAKEOFF

• GPS Primary available

• FMGS Takeoff Updating Checked

PREREQUISTES FOR USE OF NAV MODE IN TERMINAL AREA

• GPS PRIMARY is available, or

• HIGH Accuracy is displayed, and the appropriate RNP is checked or entered on the MCDU, or
• FMS navigation is cross-checked with NAVAID Raw Data

APPROACH BASED ON RADIO NAVAIDS

A NAVAIDS approach performed in NAV, APP NAV or FINAL APP, with AP or FD engaged:

• GPS PRIMARY available – NAVAID unserviceable or airborne equipment inoperative – Approval Required.

• GPS PRIMARY not available – NAVAID and airborne equipment serviceable – Monitor Raw Data during approach.

Note: FLS is the recommended managed lateral and vertical guidance mode for radio navaids approach.
RNAV APPROACH

1) AN RNAV(RNP) APPROACH:

• GPS PRIMARY available – RNAV(GNSS) approach may be performed.

• GPS PRIMARY not available – RNAV(GNSS) approach may be performed if:

o Radio NAVAID coverage supports RNP value.

o HIGH accuracy is displayed.
o Approval obtained.

Note: FLS is the recommended managed lateral and vertical guidance mode for RNAV approach

2) APPROACH BASED ON RADIO NAVAIDS:

VOR / DME flown with FLS

• F-APP Displayed on FMA – Navaids & airborne equipment may be inoperative subject to approval.
• F-APP + Raw Capability Displayed on FMA – Navaids & airborne equipment must be operative tuned and monitored.

ILS (G/S Out) or LOC APP flown with LOC and F-GS mode of FLS.
• F-APP Displayed on FMA – Ref navaids for vertical path validation must be tuned and checked at FDP.
• F-APP + Raw Capability Displayed on FMA – Ref navaids for vertical path validation must be tuned and checked at
FDP & monitored during approach.

3) RNAV(GNSS) APPROACH

• With LNAV Minimum & F-APP capability Displayed on FMA – MAY be flown with FLS
• With LNAV/VNAV Minimum & F-APP capability Displayed on FMA – MUST be flown with FLS

Note: The RNAV(GNSS) approach limitations and procedures must be used to perform an RNAV approach for which the GNSS
is not required.

NON-PRECISION APPROACHES WITH ENGINE-OUT

For AP-BLY and BLZ: If one engine is inoperative, it is not permitted to use the autopilot to perform NPAs in:

• FINAL APP mode, or

• NAV V/S, or
• NAV FPA.

Only FD use is permitted.

ILS CAT II

Minimum decision height: 100 ft AGL

At least one autopilot must be engaged in APPR mode.

CAT 2, CAT 3 SINGLE or CAT 3 DUAL must be displayed on the FMA.

For manual landing, the autopilot must be disengaged not later than 80 ft AGL.
SPECIAL AUTHORIZATION OR OTHER THAN STANDARD CAT II
Same as ILS CAT II except:

• With HUD: use HUD to monitor the approach and perform an automatic or manual landing.

• Without HUD: Must perform an automatic landing.

BASIC DEFINITIONS

Fail-Operational Automatic Landing System:

An automatic landing system is fail-operational if, in the event of a failure, the approach, flare and landing can be completed by the
remaining part of the automatic system. In the event of a failure, the automatic landing system will operate as a fail-passive system.

The following are typical arrangements:

(i) Two monitored automatic pilots, one remaining operative after a failure.

(ii) Three automatic pilots, two remaining operative (to permit comparison and provide necessary failure detection and protection)
after a failure.

Fail-Passive Automatic Landing System:

An automatic landing system is fail passive if, in the event of a failure, there is no significant out-of-trim condition or deviation of flight
path or attitude but the landing is not completed automatically. For a fail-passive automatic landing system the pilot assumes control
of the aircraft after a failure.

The following are typical arrangements:

(i) A monitored automatic pilot in which automatic monitors will provide the necessary failure detection and protection.

(ii) Two automatic pilots with automatic comparison to provide the necessary failure detection and protection.

Fail-Operational Hybrid Landing System:

A system which consists of a primary fail-passive automatic landing system and a secondary independent guidance system enabling
the pilot to complete a landing manually after failure of the primary system. A typical secondary independent guidance system consists
of a monitored head-up display providing guidance which normally takes the form of command information, but it may alternatively
be situation (or deviation) information.

Alert Height:

It is a specified radio height, based on the characteristics of the aeroplane and its fail-operational landing system. In operational use,
if a failure occurred above the alert height in one of the required redundant operational systems in the aeroplane (including, where
appropriate, ground roll guidance and the reversionary mode in a hybrid system), the approach would be discontinued and a go-around
executed unless reversion to a higher decision height is possible. If a failure in one of the required redundant operational systems
occurred below the alert height, it would be ignored and the approach continued.
ILS CAT III SINGLE (FAIL PASSIVE)
Minimum decision height: 50 ft AGL

A/THR must be used in selected or managed speed.

At least one autopilot must be engaged in APPR mode.

CAT 3 SINGLE or CAT 3 DUAL must be displayed on the FMA.

ILS CAT III DUAL (FAIL OPERATIONAL)

A/THR must be used in selected or managed speed.

Both autopilots must be engaged in APPR mode.

CAT 3 DUAL must be displayed on the FMA.

Alert height: 100 ft.

• CAT III with DH:

o Minimum Decision Height: 20 ft

• CAT III without DH:

o Minimum RVR: 75m

ENGINE OUT CAT II AND CAT III SINGLE APPROACH

Only approved in:

• Configuration FULL.
• Engine-out procedures completed before reaching 1,000 ft.

MAXIMUM WIND CONDITIONS FOR CAT II / III AUTOMATIC APPROACH, LANDING AND ROLLOUT

• Headwind: 30 knots
• Tailwind: 10 knots
• Crosswind: 20 knots

Wind limitation above is ATC reported wind. If wind on ND exceeds the above limits but the tower report is within the above limits,
then autopilot can remain engaged. If tower reports is beyond these limits then only CAT I automatic approach without autoland can
be performed.

AUTOMATIC LANDING CONFIGURATION

Approved in CONF 3 and CONF FULL for:

• ILS /MLS CAT II and CAT III.

• GLS CAT I.
AUTOMATIC LANDING DEMONSTRATION

Automatic landing is demonstrated:

• With CAT II/III ILS/MLS beam and CAT I GLS Beam.

• With slope angle within –2.5 ° and –3.15 °.

• For airport elevation:

o At or Below 9200 ft for AP-BLU, BLV, BLW, BLA, BLS, BLT.

o At or Below 2500 ft for AP-BLB, BLC, BLD, BLY, BLZ.

AUTOMATIC LANDING WITH AUTOMATIC ROLLOUT

• Automatic landing is not allowed below -1 000 ft pressure altitude.

• Automatic rollout performance has been approved on dry and wet runways.

• During automatic rollout with one engine inoperative or one thrust reverser inoperative, the flight crew can use the remaining
thrust reverser, provided that the wind does not exceed the maximum wind conditions for automatic rollout.

AUTOLAND IN ILS CAT I

Automatic landing in CAT I or better weather conditions is possible on:

• CAT I ground installations.

• CAT II/III ground installations when ILS/MLS sensitive areas are not protected.

However, following precautions are required:

• Airline must check the ILS/MLS beam quality and the effect of the terrain profile (especially 300 m) before the runway
threshold. It should have no adverse effect on AP/FD guidance.

• Aircraft weight should be below the maximum landing weight.

• FMA should show CAT2 capability at least and crew should use CAT II/III procedures.

• Crew awareness that LOC or G/S beam fluctuations may occur.

• Be prepared to disconnect the autopilot in case of unsatisfactory guidance.

• Visual references are obtained at an altitude appropriate for the CAT I approach, if not then go-around.

Note: For a list of airports where autoland is not allowed, see FCOM LIM-AFS-20.
APU

APU OIL QUANTITY

APU may be operated with LOW OIL LEVEL ECAM advisory. Maintenance action is required within next 10 h of APU operation.

APU START

After 3 consecutive start attempts, wait 60 min before a new start attempt.

APU ROTOR SPEED

Maximum N: 107 %

APU automatically shuts down at 107 % N speed, that appears on the ECAM. This corresponds to an actual N speed of 105% for AP-
BLB, BLC, BLD or 106% for others.

APU EGT (AP-BLB, BLC, BLD)

Max EGT for APU start:

• Below 25 000 ft: 900 °C

• Above 25 000 ft: 982 °C

Maximum EGT for APU running:

• With 5 seconds confirmation for shutdown: 682 °C

• For Immediate shutdown: From 700 – 742 °C

APU EGT (Other than AP-BLB, BLC, BLD)

Max EGT for APU start:

• Below 35 000 ft: 1090 °C

• Above 35 000 ft: 1120 °C

Maximum EGT for APU running:

• 675 °C

APU START/SHUTDOWN DURING REFUELING/DEFUELING

Permitted with the following restrictions:

• APU failed to start – Do not start again.

• APU automatic shutdown – Do not start again.

• Fuel spill occurs – Perform a normal APU shutdown.

APU BLEED
Max altitude to assist engine start: 20,000 ft

Max altitude for air conditioning & pressurization:

• Single Pack Operation:

o AP-BLB, AP-BLC, BLD: 20,000 ft

o Other than AP-BLB, BLC, BLD: 22,500 ft

• Dual Pack Operation: 15,000 ft.

Use of APU bleed air for wing anti-ice is not permitted.

ENGINES
THRUST / EGT LIMITS

Takeoff (TOGA, FLEX, DERATES) or Go Around:

• EGT: 950oC
• Time Limit:
o All Engine Operative: 5 mins
o One Engine Inoperative: 10 mins
MCT:
• EGT: 915oC.
• Time: Unlimited

Starting: EGT 725oC

SHAFT SPEEDS

N1 max: 104 % (ambient conditions / bleed configuration may limit N1 to a lower value).

N2 max: 105 %

OIL

Max continuous temperature: 140 °C

Max transient temperature (15 min): 155 °C

Minimum starting temperature: -40 °C

Minimum temperature for takeoff: -10 °C

Minimum oil quantity: >9.5qt + Estimated Consumption (average consumption is 0.5 qt/h)

STARTER

Auto start with up to 3 start attempts is 1 cycle.

Between successive cycles – 20 seconds pause (for auto or manual ground starts).

After 4 failed cycles – 15 min cooling period.

Starter must not be run when N2 is above 20 % (i.e. no running engagement of starter).

REVERSE THRUST

It is not permitted to select reverse thrust in flight (oh really! I didn’t know that).
It is not permitted to back up the aircraft with reverse thrust.

No Max reverse below 70 kt (Idle reverse permitted down to aircraft stop).

REDUCE THRUST TAKEOFF

Flex Temperature:

• Upper Limit:
o ISA+53oC (25 % thrust reduction).
o ISA+70oC (for AP-BLY and BLZ)

• Lower Limit: TREF & OAT.

Permitted with inoperative items if associated performance shortfall has been applied.

Not permitted on contaminated runways.

DERATED TAKEOFF

Derated takeoff permitted regardless of the runway condition (dry, wet, or contaminated).

FLEX not permitted in association with derated takeoff.

TOGA thrust not permitted when a derated takeoff is performed, except when requested by an abnormal/emergency procedure.

FLIGHT CONTROLS
Maximum operating altitude with flaps and/or slats extended is 20,000 ft.

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.

FUEL

JET A1 – TEMPERATURE LIMITS:

• Max: 54oC

• Min: -43oC

Note: The above values are applicable if fuel is not mixed with some other types. For other fuel types see FCOM-LIM-FUEL.
Approx. Quantity for Outer Tank is 700 Kgs and Inner Tank is 5500 Kgs
MINIMUM QUANTITY FOR TAKEOFF
• 1500 KG

• WING TK LO LVL warning must not be displayed on ECAM for takeoff.

FUEL MIXABILITY

Various types of fuel can be mixed in all proportions. The freezing point of a fuel mixture varies, based on non-linear laws.

ICE AND RAIN PROTECTION

ICING CONDITIONS
• OAT / TAT < 10oC
• Visible Moisture – Fog (visibility < 1600m), Clouds, Rain, Snow, Sleet, Ice Crystals
• Ramp, Taxiways and Runways with – Standing Water, Snow, Slush

SEVERE ICING
• Ice accumulation on the airframe reaches approximately 5 mm or more.

TAKEOFF LIMITATIONS ON CONTAMINATED RUNWAYS

Takeoff is not recommended on the following runway conditions:

• Wet ice
• Water on top of Compacted Snow
• Dry Snow or Wet Snow over Ice
LANDING GEAR
BRAKING SYSTEM
• Not designed to hold the aircraft in a stationary position with high thrust level.

• Max brake temperature for takeoff (fans off): 300oC

• Towing and pushback: Max NWS angle +95o

• Towbarless towing and pushback: Max NWS Angle +85o

• Taxing with handwheels: Max NWS +75o

TAXI WITH DEFLATED TIRES

To vacate the runway/taxi at low speed:

• Max 1 tire per gear deflated (consider three gears): Max taxi speed during turn: 7 knots.

• Two tires deflated on the same main gear (maximum one main gear): Max taxi speed: 3 knots.

• Maximum NWS angle: 30°

TAXI WITH DAMAGED TIRES

If tire damage is suspected:

• Ask for aircraft inspection prior to vacating the runway/taxiway.

• Suspecting that a tire burst may damage the landing gear: Maintenance action is due.

OXYGEN
MINIMUM FLIGHT CREW OXYGEN PRESSURE

See the table given in FCOM LIM-OXY (2nd Last Chapter PDF Page #3995).

GPWS
• Aircraft navigation is not to be predicated on the use of the terrain display.

• For runways not incorporated in the predictive GPWS database:

o 15 nm short of airfield – TERR Pb OFF

• Procedures identified to cause spurious terrain alerts:

o 15 nm short of airfield – TERR Pb OFF

NAVIGATION
INERTIAL REFERENCE SYSTEM

Disclaimer: "A320 Limitations" are personal notes of the undersigned for training only. These notes do not sanction any pilot
to violate his/her Company's Standard Operating Procedures, Aircraft Manuals or Manufacturer's Recommendations.