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conditions:
- airline checked the facility (beam quality, terrain effects on beam near
touchdown)
- pilot is ready to disconnect if beam fluctuations or aircraft tracking
problems occur
- at least CAT 2 displayed on FMA
- Low Vis procedures used
- go round required if wx unsatisfactory at CAT 1 minima
Engine Out Autoland
CAT 2 and CAT 3 fail-passive in CONF 3 only
Engine out procedures must be completed by 1000’ AGL
Other Autoland Design/Demonstrated Features (not limitations)
- slope 2.5 to 3.15 deg
- elevations below 9200’
- speed VLS + 5 to 15 kts
- demonstrated to MLW only
- dry and wet runways (snow covered or icy runways not demonstrated)
- CAT 2 and 3 beams (no limit for CAT 1 beam with precautions above
taken)
Hydraulic System
Normal operating pressure is 3,000 psi +/-200
Brake System
Maximum brake temperature for takeoff (brake fans off) 300 C
(brake fans on or having been on during taxi) 150 C
Taxi with deflated/damaged tyres:
1, 2 or 3 tyres deflated (no damage) max 7 kts in turns.
2 tyres deflated on same bogie, speed limit to 3 kts and max 30
degrees tiller angle.
Miscellaneous Limitations
Do not set N1 above 80% with the parking brake ON
Nosewheel steering is limited to:
(-200) 72 deg (65 deg during tow or pushback)
(-300) 65 deg (60 deg during tow or pushback)
Differential braking not permitted to fully stop one main gear in a
turn.
Asymmetric thrust permitted in a tight turn (5 to 10 kts best) to keep the
turn going but not to tighten the turn.
APU
Minimum oil quantity: not specified except with APU oil quantity
indication there is no "ADD" label and there is no "LOW OIL LEVEL" on
the ECAM APU page.
Max N1 107%
Max EGT (starting) 1250 C
Max EGT (operating) 650 C
APU Starter: After 3 consecutive start attempts without cooldown,
allow a 60 minute interval before next start attempt.
Pack Operation By APU (only)
1 pack operating maximum altitude 22,500'
2 packs operating maximum altitude 17,500'
APU bleed for engine start (no packs operating) maximum alt 20,000'
Note: all altitudes are pressure altitudes.
Takeoff in GPS Primary
For certain airports, where the difference between the local coordinate
system and WGS 84 (geodesic standard used by GPS, FMS) is not
negligible, an incorrect NAV guidance may occur after takeoff.
GPS must be deselected for takeoff from these airports, until a safe
altitude is reached.
Use of NAV and FINAL APP Modes For Non-Precision Approach
See page in Limitations section (many conditions).
Inertial Reference System
Limitations apply for Polar Navigation - Refer to the Polar Navigation
section in the FCOM 4.04.40.
Enhanced Ground Proximity Warning System (EGPWS)
A/C not to be navigated based on EGPWS display (SA tool only).
EGPWS algorithm does not take into account man-made objects.
TERR pushbutton to OFF (inhibits GPWS enhanced function)
when the aircraft position is less than 15 NM from the airfield AND:
* For operations to/from runways not incorporated in the EGPWS
database.
* For specific approach procedures, which have previously been
identified as potentially producing false terrain alerts.
ISIS (installed on -300)
When both PFDs are lost, the ISIS speed bugs function must not be
used.
IRS Drift Error
Max position error of 5 nm for up to 1.5 hours of flight. For flight greater
than 1.5 hours consult FCOM 3.03
Residual groundspeed check to be below 15 kts. If above then check
on next flight. If above 21 kts anytime - IRU to be removed. Perform
Residual GS check within 2 minutes after stopping.
APU BATTERY at preflight
If a/c has been electrically powered for 6 hours or more: above 25.5V
(if below charge min 20 mins with external power)
For APU start battery must be above 23.5V
Electrical Outlets
It is forbidden to use the electrical outlets during takeoff and landing.
“LIMITS” (JUN 08) – NOT AN OFFICIAL DOCUMENT
PAGE 5
CREW OXYGEN PRESSURE (preflight)
If less than 1330 psi check chart 03.01.35 (worst case: hot temp and 4
pilots - minimum 1000 PSI. OR minimum ETOPS requirement per MEL.
Info from the FCOM LIMS here FYI.
MINIMUM BOTTLE PRESSURE TO COVER :
* Preflight checks
* Usage of oxygen when only one pilot is in the cockpit (not applicable as applies
above FL430)
* Unusable quantity (to ensure regulator functioning with minimum pressure)
* Normal system leakage
* Protection after loss of cabin pressure with mask regulator on NORMAL (diluted
　
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