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TABLE OF CONTENT
LEGAL CAUTION ..........................................................................................................................................................3
INTRODUCTION ............................................................................................................................................................3
GENERAL LIMITATIONS ................................................................................................................................................3
GENERAL .............................................................................................................................................................................3
TYPE OF OPERATION ..........................................................................................................................................................3
MINIMUM FLIGHT CREW AND MAXIMUM SEATING .......................................................................................................3
MAXIMUM ALTITUDE ...........................................................................................................................................................4
CENTER OF GRAVITY LIMITS ...............................................................................................................................................4
WEIGHT LIMITATIONS ..........................................................................................................................................................4
ENVIRONMENTAL ENVELOPE............................................................................................................................................4
AIRPORT OPERATIONS .......................................................................................................................................................4
SPEED LIMITATIONS VMO, MMO, VA ...............................................................................................................................5
BUFFET ONSET ......................................................................................................................................................................5
MINIMUM CONTROL SPEED ..............................................................................................................................................6
MAXIMUM FLAP/SLAT ALTITUDE ........................................................................................................................................6
GEAR DOWN SPEEDS .........................................................................................................................................................6
OTHER OPERATING LIMITATIONS ......................................................................................................................................6
STALL SPEEDS .......................................................................................................................................................................6
AIRCONDITIONING PRESSURIZATION AND VENTILATION ........................................................................................7
RAM AIR INLET .....................................................................................................................................................................7
LP GROUND AIR CONDITIONING .....................................................................................................................................7
HP GROUND AIR CONDITIONING ....................................................................................................................................7
AVIONICS VENTILATION ....................................................................................................................................................7
AUTO-FLIGHT ................................................................................................................................................................7
AUTO PILOT FUNCTION ......................................................................................................................................................8
AUTO THRUST .......................................................................................................................................................................8
FLIGHT MANAGEMENT FUNCTION ...................................................................................................................................8
TAKE OFF IN GPS PRIMARY ................................................................................................................................................9
USE OF NAV AND FINAL APP MODES FOR NON-PRECISION APPROACHES ..............................................................9
AUTOMATIC APPROACH, LANDING AND ROLL OUT ....................................................................................................9
CAT II ............................................................................................................................................................................ 9
CAT III Fail Passive (Single) ....................................................................................................................................... 10
CAT III Fail Operational (Dual) ................................................................................................................................. 10
ENGINE OUT ............................................................................................................................................................... 10
WIND CONDITIONS CAT II, CAT III AUTO LAND AND ROLL OUT ........................................................................... 10
AUTO LAND .......................................................................................................................................................................10
AUTO LAND CAT I OR BETTER WEATHER CONDITIONS ................................................................................................11
ELECTRICAL/FUEL/HYDRAULIC/OXYGEN.................................................................................................................11
ELECTRICAL .......................................................................................................................................................................11
ISPSS ............................................................................................................................................................................ 11
FUEL ....................................................................................................................................................................................11
FUEL AND ADDITIVE SPECIFICATIONS ...................................................................................................................... 11
MAXIMUM WING FUEL IMBALANCE ........................................................................................................................ 11
FUEL TEMPERATURE.................................................................................................................................................... 12
MINIMUM FUEL FOR TAKE OFF .................................................................................................................................. 12
USING JP4 OR JET-B................................................................................................................................................... 12
FUEL MIXABILITY ......................................................................................................................................................... 12
FUEL MANAGEMENT ................................................................................................................................................. 12
HYDRAULICS ......................................................................................................................................................................12
COCKPIT FIXED OXYGEN SYSTEM...................................................................................................................................13
LANDING GEAR .........................................................................................................................................................13

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LANDING GEAR BRAKES ..................................................................................................................................................13

LANDING GEAR TIRES ......................................................................................................................................................13
NOSE WHEEL STEERING ....................................................................................................................................................14
NAVIGATION .............................................................................................................................................................14
IRS .......................................................................................................................................................................................14
EGPWS ...............................................................................................................................................................................14
APU .............................................................................................................................................................................14
OIL.......................................................................................................................................................................................14
STARTING ...........................................................................................................................................................................14
N SPEED ..............................................................................................................................................................................14
EGT .....................................................................................................................................................................................14
OPERATION .......................................................................................................................................................................15
OUTPUT LIMITS ...................................................................................................................................................................15
APU BLEED .........................................................................................................................................................................15
POWER PLANT ............................................................................................................................................................15
THRUST ................................................................................................................................................................................15
STARTING ...........................................................................................................................................................................15
REVERSE THRUST ................................................................................................................................................................16
REDUCED TAKE OFF THRUST ............................................................................................................................................16
SUMMARY ..................................................................................................................................................................16

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1
LEGAL CAUTION
The material contained in this training program is based on the information obtained from
current state, local and company regulations and it is to be used for training purposes
only. At the time of designing this program contained then current information. In the
event of conflict between data provided herein and that in publications issued by the
authority, the authority shall take precedence.
2
INTRODUCTION
All aircraft are designed to handle many factors to maintain a safe and comfortable flight.
Designers develop aircraft to handle excessive forces and conditions for every operation
the crew carry out. They also set limits for normal and abnormal flight conditions. These limits
or limitations are different for all aircraft. This course will outline the operating limitations of
the Airbus A-320 Family consisting of the 318, 319, 320 and 321. The information contained in
the limitations courses are based on the Airbus Flight Manual or Flight Crew Operations
Manual (FCOM). They may and/or will vary from aircraft to aircraft. You must consult the
FCOM for the exact limitations of your company's aircraft and the variations in limitations for
each aircraft based on its serial number. All checklists, or other lists mentioned within are not
certified or official documents thus errors and omissions may occur. The complete checklists
and requirements are to be found in the applicable aircraft FCOM or company procedures
manual.
The material in this course will define the general limitations of the A-320 Family. Any data
that is not common between each aircraft in the series will be made by multiple aircraft
icons on the page.
3
GENERAL LIMITATIONS
GENERAL
Authority regulations state that all aircraft must be supplied with operational limitations.
4
TYPE OF OPERATION
In the case of the AIRBUS A-320 Family, the aircraft are certified for public transport.
They can operate in day or night and, appropriately equipped and fully operational,
holding all airworthiness and operating certificates in the following conditions:
 VFR and IFR,
 Extended over-water flight,
 Flight in icing conditions.
Please consult annexes and supplements for specific limitations of your type of aircraft.
5
MINIMUM FLIGHT CREW AND MAXIMUM SEATING
The minimum flight crew for all members of the AIRBUS A-320 Family must consist of 2 pilots.
The AIRBUS A-320 Family has a maximum seating capacity as follows:
 117 seats for the A-318
 142 seats for the A-319
 180 seats for the A-320

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 220 seats for the A-321.

6
MAXIMUM ALTITUDE
The maximum altitude, slats and flaps retracted, in the AIRBUS A-320 Family is nominalized
at 39,000 feet or 12,000 meters. This is the maximum altitude at which it is possible to maintain
cabin pressure altitude below 8.000 ft.
The maximum altitude, slats and flaps extended is 20.000 ft.
There are slight variations in actual service altitude. Please check your FCOM of your AIRBUS
A-320 Family aircraft.
7
CENTER OF GRAVITY LIMITS
Here is the CG limits envelope as an example. The CG limits are given in percentage of the
reference chord length aft of the leading edge. The reference chord length can vary
depending on AC type and MSN numbers. The CG must always be within these limits,
regardless of fuel load. Please see your FCOM for specific type and the serial number.
8
WEIGHT LIMITATIONS
The weight limitations for the AIRBUS A-320 Family are different for each aircraft.
The weight limits are given for type of aircraft and these limits can vary with the aircraft serial
number. Please check your FCOM for specific aircraft.
Remember, in exceptional cases (in flight turn back or diversion), an immediate landing at
weights above the maximum landing weight is permitted, provided the pilot adheres to
overweight landing procedures.
9
ENVIRONMENTAL ENVELOPE
This is an example environmental envelope for AIRBUS A-320 aircraft please refer to your
FCOM for specific aircraft’s environmental envelope.
10
AIRPORT OPERATIONS
All aircraft of the AIRBUS A-320 Family share the same basic airport operating limitations.
Exact aircraft limitations will vary according to configuration thus the FCOM must be
consulted for each aircraft.
The limitations for airport runways and wind maximums are as follows:
 Runway slope (mean) ............................................ ± 2 %
 Runway altitude ..................................................... 9200 feet
 Nominal runway width .......................................... 45 meters
 Wind for takeoff and landing:
 Maximum crosswind demonstrated 38 knots including gusts
 Maximum tailwind for landing is 10 knots
 Maximum tailwind for takeoff is 15 knots
 Maximum crosswind values have been demonstrated with flight controls in normal law,
as well as in direct law with and without yaw damper.
 Wind speed limitations for passenger and cargo doors are as follows:

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 Maximum wind for passenger door operation: ................. 65 knots

 Maximum wind for cargo door opening :........................... 40 knots
 If the aircraft nose is oriented into the wind, or the cargo door is on the leeward side,
the maximum wind is 50 knots.

Regarding the cargo door, it must be closed before the wind speed exceeds 65 knots.
11
SPEED LIMITATIONS VMO, MMO, VA
Please consult the graph on the page for relative limitations of maximum operating speeds
in both VMO and MMO relative to indicated air speeds in knots and pressure altitude in feet.
Reminder: This graph can vary depending on the aircraft type and serial number. Please
refer to your FCOM for specific aircraft type and serial number.
12
VA is the maximum design maneuvering speed. Please consult the graph on the page for
relative limitations of maximum VA.
For the AIRBUS A-320 Family is applicable only in alternate or direct flight laws. If alternate or
direct law is active, full ailerons and rudder application should be confined
to speeds below VA. As well, if alternate or direct law is active maneuvers involving angle of
attack near the stall should be confined to speeds below the V A.
Caution should be made to avoid rapid and large alternating (stop to stop) control inputs,
especially in combination with large changes in pitch, roll, or yaw, for example, large side
slip angles. Control operations such as these may result in structural failures at any airspeed,
even below the published VA limit.
Remember, this graph can vary depending on the aircraft type and serial number. Please
refer to your FCOM for specific aircraft type and serial number.
13
BUFFET ONSET
The factors involved are altitude, Mach number, CG position in percent, weight of the
aircraft in Kg, and the load factor in G's.
We will give you two examples how to calculate load factor or bank angle and speeds for
buffet.
14
Example 1: Determining maximum bank angle limited by buffet;
Conditions; FL 350, 0.55 M, 50.000 kg weight, and a CG of 31%.
To determine the Maximum Bank Angle limited by buffet, start with the Mach number 0.55,
ascend the graph to flight level 350. Then cross the graph to the C of G percentage of 31
percent. Where the two lines cross, find the position where the C of G crosses the diagonal
line. Continue tracing the line at this point horizontally. When you reach the diagonal weight
line of 50,000 Kg, descent vertically to find the resultant load. In this case, 1.25 is the load
factor and the angle is 35 degrees.
15
Example 2: Determining low and high speed limited by buffet;
Conditions; FL 350, 520 bank or 1.7 G, 60.000 kg weight, and a CG of 31%.

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To determine the low and high speed buffet limits, first start with the load factor of 52 degrees
or 1.7 g’s. Ascend the graph vertically, to find the aircraft’s weight of 60,000 Kgs. At the same
time, draw a line vertically from the C of G, in this case 31 percent. Where the vertical and
horizontal lines meet, draw a diagonal line parallel to the diagonal line printed on the graph
to the 25% datum line. Then continue horizontally to the left to find the resulting high and
low buffet mach numbers at the altitude, in this case FL 350. The result from the graph where
the line crosses the arc is Mach 0.73 low speed onset and Mach 0.81 for high speed onset.
Remember, this graph can vary depending on the aircraft type and serial number. Please
refer to your FCOM for specific aircraft type and serial number
16
MINIMUM CONTROL SPEED
Please consult the table on the page for relative limitations, in each configuration, for the
minimum control speeds of each aircraft in the Airbus A-320 Family can vary, please refer to
your FCOM for specific type and serial numbers.
17
MAXIMUM FLAP/SLAT ALTITUDE
For the AIRBUS A-320 Family the flap and slat extension maximum altitude limitation is 20,000
feet.
Please refer to your FCOM to view the relative speed limitations of maximum flap and slat
configurations.
18
GEAR DOWN SPEEDS
VLE: Maximum speed with landing gear extended is 280 Knots (M 0.67).
VLO EXTENSION: Maximum speed at which the landing gear may be extended is 250 Knots.
VLO RETRACTION: Maximum speed at which the landing gear may be retracted is 220 Knots.
Maximum altitude at which the landing gear may be extended is 25.000 ft.
19
OTHER OPERATING LIMITATIONS
Windshield wipers can be used to a maximum of 230 Knots.
The cockpit window open maximum speed is 200 Knots.
Maximum tire speed on the ground is 195 Knots.
During taxi turn, do not exceed a taxi speed 20 Knots when the taxi weight is higher than
76.000 kg (167.550 lb) for all AIRBUS A-320 Family aircrafts.
20
STALL SPEEDS
Please consult the following graphs for relative limitations of stall speed (Vs) limitations in the
AIRBUS A-320 Family. We will give you an example to determine the stall speed (Vs) with
given condition. These graphs have been establish for a Basic forward CG of 23% location
in a clean configuration, 25% CG location in takeoff, approach and landing configuration,
and for the Alternate forward CG limit.
In most cases the CG location remains within the CG envelope. Consequently, the basic
forward CG must be retained for any determined performance.
In some rare instances, if a more forward CG is anticipated during any part of the flight, the
alternate forward CG must be retained for any determined performance.

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Remember, this graph can vary depending on the aircraft type and serial number. Please
refer to your FCOM for specific aircraft type and serial number.
21
Example: Now we will give an example to determine the stall speed.
60.000 kg (132.276 lb), pressure altitude 15.000 ft and clean configuration.
To find the Vs, start with the aircraft weight of 60,000 Kg at the left center horizontal line on
the graph. Ascend vertically to the clean configuration line. When you reach the line,
continue to the right horizontally to the reference line. Then continue by drawing a line
parallel to the diagonal lines on the graph. The diagonal line is intersected with the pressure
altitude value found at the bottom of the graph. In this case, 15,000 feet. Read the scale
horizontally to the left where the lines cross to find a Vs1g of 154 Knots.
22
AIRCONDITIONING PRESSURIZATION AND VENTILATION
AIRBUS provides limitation data for aircraft air conditioning, pressurization and ventilation.
The following information covers these limitations.
The maximum positive differential pressure of the AIRBUS A-320 Family is 8.6 psi (pounds per
square inch). The maximum negative differential is negative 1 psi.
Please consult the following graph as an example for the limitations envelope for cabin
pressure. Remember, this graph can vary depending on the aircraft type and serial number.
Please refer to your FCOM for specific aircraft type and serial number.
Please note that the maximum ‘Delta p’ and safety valve setting tolerance is +/- 7 hPa (0.1
psi).
23
RAM AIR INLET
In situations where ram air is required, the ram air inlet must not be operated if differential
pressure is greater than 1 psi.
24
LP GROUND AIR CONDITIONING
If using LP ground units, do not operate the aircraft's air conditioning at the same time from
packs and LP ground unit, as chatter from the non-return valves may occur. In any case,
the maximum pressure from the LP ground unit must not exceed the 1.2 Kg or 2.6 pounds
per second.
25
HP GROUND AIR CONDITIONING
In operations regarding HP ground units, do not use these units when the APU is in use as
damage to the bleed system can occur.
26
AVIONICS VENTILATION
During ground operations, the avionics ventilation system is limited by the OAT. In a normal
configuration, OAT at 49 C has no limitation. At 55 C limit the operation time to 2 hours. At
60 C the limit is 1 hour. 64 C has a maximum operation time of ½ hour.
27
AUTO-FLIGHT

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Auto flight conditions for the AIRBUS A-320 Family are subject to limitations as well. Please
consider the following minimums and maximums for all aircraft.
28
AUTO PILOT FUNCTION
The aircraft's FMGS is designed to not allow engaging the autopilot within 5 seconds after
liftoff.
Under normal liftoffs using the SRS mode the minimum height above ground for activation
of the auto pilot is 100 feet AGL.
The minimum height for use of the autopilot for straight in non-precision approach is the
applicable MDA or MDH.
For a straight in LNAV/VNAV approach the minimum is applicable DA.
For a circling approach the minimum is applicable MDA or MDH less 100 feet.
For ILS approaches with CAT II or CAT III is not displayed on the FMA, the autopilot may be
used down to 160 feet AGL.
For go-around operations where the autopilot or flight director is to be engaged, the
minimum altitude is 100 feet AGL.
For all other phases of flight operations the minimum altitude is 500 feet AGL.
An important factor in auto pilot limitations is when using the AP or FD in OPEN DES or DES
modes for approaches. This is not allowed under any circumstances unless the FCU altitude
is set to, or above the MDA or MDH or 500 feet or which ever is greater in altitude.
29
AUTO THRUST
Use of the autothrust function is allowed with or without the autopilot or flight director in the
selected or managed mode.
30
FLIGHT MANAGEMENT FUNCTION
The FMGS is certified for lateral and vertical navigation on the AIRBUS A-320 Family. It may
be used for all operations, namely after takeoff, en route, for terminal area operations,
instrument approaches and missed approach procedures. There are exceptions for ILS,
LOC, LOC-BC, LDA, SDF, or MLS operations.
The operational limitations or accuracy of the RNP with GPS PRIMARY or radio updating can
vary depending on family type and the serial number. The following table shows the
accuracy limitations as an example aircraft’s FCOM should be consulted.
Please note that limitations are based on operational performance of the aircraft. If the GPS
is inactive or inoperative, the FMGS bases its location via the radio/navaid infrastructure.
The FMGS is also certified for BRNAV, PRNAV and RNP 10. In RNP 10 operations where the
GPS is not being used the authority can accept or reject the aircraft in the airspace.
It should also be noted that the limitations are based on current and updated databases in
the FMGS.
It is also to be understood that obstacle and airspace regulations are the flight crew's
responsibility.
Fuel, time predictions/performance information is provided for advisory purposes only. NAV
mode may be used after takeoff, provided FMGS runway updating has been checked.
31

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TAKE OFF IN GPS PRIMARY

Limitations are established regarding the use of NAV when conducting takeoff operations.
If the aerodrome uses a non-WGS 84 coordinate system, takeoffs with GPS PRIMARY, may
cause incorrect guidance of the aircraft. The flight crew must de-select at takeoff, the GPS
primary until the aircraft is at a safe altitude to re-enable the GPS system.
32
USE OF NAV AND FINAL APP MODES FOR NON-PRECISION APPROACHES
Limitations of NAV, or NAV and FINAL APP modes may be used for VOR, VOR/DME, NDB,
NDB/DME or RNAV including GPS approaches. It is not to be used for ILS, LOC, LOC-BC, LDA,
SDF, OR MLS final approaches.
GPS must be de-selected if the aerodrome is not compliant to the WGS 84 coordinate
system or its equivalent.
Limitations in FINAL APP have been demonstrated to a DH of 250 feet.
VOR, VOR/DME, NDB, NDB/DME approaches are allowed as long as the FD or AP is used
and that the GPS PRIMARY is available. This is to safeguard the operational accuracy and
availability of the navaid.
If the GPS PRIMARY is not used, the navaids must be tuned and monitored on the flight deck
during the approach operation. The navaid must support the RNP values specified and that
operational approval is obtained.
For GPS approaches, GPS PRIMARY must be available. Only if the RNP values are within
required values and HIGH is displayed on the MCDU and that operational approval is
obtained from ATS.
NAV mode is allowable in the terminal area as long as the GPS PRIMARY is available, that
HIGH is displayed and the appropriate RNP on the MCDU is checked or entered into the
system and navaid raw data is being monitored.
In situations where the aircraft is operating on one engine, it is not permitted to perform
NPA's using the autopilot in the FINAL APP, NAV V/S, or NAV/FPA modes. Only use of the FD
is permitted.
33
AUTOMATIC APPROACH, LANDING AND ROLL OUT
The following are the auto approach land and roll out limitations for the AIRBUS A-320 Family.
34
CAT II
For CAT II operations the MDH is 100 feet AGL with a minimum of 1 autopilot engaged in
APPR mode. As well CAT 2, CAT 3 SINGLE or CAT 3 DUAL must be displayed on the FMA for
this type of landing operation.
If the flight crew performs an automatic approach without autoland, the autopilot must be
disengaged no later than at 80 feet AGL. Additionally, depending on the type and the serial
number, maximum wind conditions required for CAT II automatic approach without
autoland. The following wind limitations of a headwind of 40 knots, a tailwind of 10 knots
and a crosswind component of 25 knots are to be observed.
35

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CAT III Fail Passive (Single)

For CAT III fail passive single operations the MDH is 50 feet AGL with a minimum of 1 autopilot
engaged in APPR mode. As well CAT 3 SINGLE or CAT 3 DUAL must be displayed on the FMA
and auto throttle must be used in selected or managed speed for this type of landing
operation.
36
CAT III Fail Operational (Dual)
For CAT III fail operational dual operations the A/THR must be used in selected or managed
speed. The alert height is 100 feet AGL.
For operations in CAT III DH the decision height is depend on the type and serial number.
The decision height scale is 18 to 25 feet AGL (Please refer to your FCOM). 2 autopilots must
be engaged in APPR mode and CAT 3 DUAL must be displayed on the FMA for this type of
landing operation.
For operations in CAT III with no DH 2 autopilots must be engaged in APPR mode and CAT 3
DUAL must be displayed on the FMA for this type of landing operation. As well, the minimum
RVR must be at least 75 meters.
37
ENGINE OUT
For operations when there is an engine out. CAT II and III fail passive auto landings are only
approved in configuration 3 and FULL. For some of the type and the serial numbers, only
FULL configuration is approved. Please refer to your FCOM for the landing configuration.
Additionally, this is only if ‘engine out procedures’ are completed before descending
through 1000 feet on the approach operation.
38
WIND CONDITIONS CAT II, CAT III AUTO LAND AND ROLL OUT
The limitations for wind in CAT II and III auto land and roll out for the AIRBUS A-320 Family are:
 30 knots for headwind,
 10 knots for tailwind
 And a crosswind factor of 20 knots.
It should be noted that the wind limitations are based on tower reported information. If the
Navigation Display displays a higher reading the operation may continue. If the tower
reports a wind speed over the limitations, then CAT I automatic approaches without auto
land may be performed.
39
AUTO LAND
CAT II and III auto landings can be performed if the following limitations are observed:
 In configuration 3 or FULL
 Locked to the CAT II or III ILS beam,
 Slope angle between 2.5 and 3.15,
 Airport altitude at or below 6,500 feet,
 At or below the maximum landing weight,
 At approach speed VAPP. VAPP is VLS + wind correction given a minimum wind correction
of 5 knots and maximum correction of 15.

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Auto roll-out limitations are demonstrated for dry and wet runways. Snow and ice covered
runways have no demonstrated allowable limitations and are not advised.
Please note that the slope angle, airport elevation and roll-out limitations are different
depending on the type and the serial number. Please refer to your FCOM for these
limitations.
40
AUTO LAND CAT I OR BETTER WEATHER CONDITIONS
The limitations of the auto land system are satisfactory on CAT II and III ILS approaches. If an
auto landing is performed in CAT I or better weather conditions, it is possible to auto land
with CAT I ground installations or on CAT II / III ground installations when ILS sensitive areas
not protected.
The following conditions must be met for these operations:
 The operator has confirmed the ILS beam is satisfactory for AP/FD guidance.
 The PF and PNF must be aware that the ILS, GS and LOC, are subject to fluctuations
and are prepared to disengage the AP to make necessary corrections to the aircraft's
approach path.
 A minimum of CAT II displayed on the FMA and CAT II or III procedures are used.
 Visual references are observed and if below CAT I, go around is to be made.
Reminder: These limitations are considered for the type and serial numbers. Please refer to
your FCOM.
41
ELECTRICAL/FUEL/HYDRAULIC/OXYGEN
ELECTRICAL
Electrical limitations for the AIRBUS A-320 Family are based on maximum load conditions for
each generator. The maximum continuous load per generator is 100% (90kVA). The
maximum continuous load for each TR is 200 Amps. It is forbidden to use on board electrical
outlets during takeoff and landing operations.
42
ISPSS
In Seat Power Supply Systems, or ISPSS, are certified for airworthiness. The personal electronic
devices or PED's, are not. The ISPSS must be turned off to ensure that PED's using the system
are switched off during take off and landing operations.
43
FUEL
Fuel tanks are located in the wing and in the wing root.
FUEL AND ADDITIVE SPECIFICATIONS
For exact fuel specifications please consult the engine manufacturer’s documentation. The
fuel system for the AIRBUS A-320 Family is certified for JET A1, JP 8, JET A, JP 5, RT, TS-1, JET B,
JP 4 and No 3 JET.
44
MAXIMUM WING FUEL IMBALANCE
Please consult the table below for the inner tanks and the maximum imbalance limitations
between them. Please note that the variation is linear and there is no limitation if fuel
quantity is below 2,250 kg or 4,960 lbs.

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The maximum imbalance limitation for the outer tanks is 530kg or 1,168 lbs. The maximum
outer wing tank imbalance with one tank full one tank empty is allowable if the combined
inner outer tank quantity is equal to the opposite sides tanks.
The other allowable condition is if the lighter outer tank, the inner tank fuel quantity is higher
than the opposite inner tank quantity up to a maximum of 3000 kg or 6614 lbs higher.
Please refer to your FCOM for specific type and serial number.
45
FUEL TEMPERATURE
Please consult the table below for the minimum and maximum fuel temperatures allowed.
During flight please refer to your FCOM for specific type and serial number.
For JET A only, please note that if TAT drops to minus 34 degrees C, monitor ECAM that fuel
temperature remains above or warmer than minus 36 degrees C.
46
MINIMUM FUEL FOR TAKE OFF
The AIRBUS A-320 Family requires a minimum of 1,500 kg or 3307 lbs of fuel for take off. If
ECAM displays WING TK LO LVL take off should not be attempted.
47
USING JP4 OR JET-B
JP 4 and JET B have special considerations for flight operations. If the fuel temperature
exceeds 30 degrees C below FL 350, or 40 degrees C below FL300 or 49 degrees C below FL
250 the center tanks are to be deemed unusable.
This is due to the combination of high temperature fuel and high altitude, which reduces
center tank pump efficiency below that of the wing tanks.
48
FUEL MIXABILITY
Fuel types can be mixed in various proportions. This can be achieved by first calculating
the freezing point measurement of the mixture. As a rule, if the measurement cannot be
calculated, the rule is to use the highest freezing point of the any fuel that is more than
10% of the total combined fuel.
For example, if fuel A has a higher freezing point than fuel B, and the mixture has less than
10% of fuel A the mixture is deemed to have a freezing point of fuel B. If the fuel has a
mixture of more than 10% of fuel A the mixture is deemed to have a freezing point of fuel
A.
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FUEL MANAGEMENT
In the event that the fuel tanks must be emptied, the order in which this must be performed
is first the center tanks and secondly the wing tanks. Under no circumstances shall takeoff
be made on only the center tank. This action is prohibited.

50
HYDRAULICS
The hydraulic system normally operates at 3 000 psi plus or minus 200 psi.
51

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COCKPIT FIXED OXYGEN SYSTEM

Please consult the following table as an example for limitations of the cockpit fixed oxygen
system. Please refer to FCOM for specific type and the serial number.
The reference temperature is found by adding the OAT and cabin temperature divided by
2 if on the ground.
In flight the following calculation is used with the minimum bottle pressure being able to
cover the following:
 Pre-flight checks
 Use of oxygen when only one pilot in cockpit
 Unusable quantity to ensure regulator operation at low pressure
 Normal system leakage
After loss of cabin pressure, normal protection with mask regulator at normal dilution, must
allow:
 13 minutes during emergency descent for all crew
 107 minutes during cruise at FL 100 for 2 crew members
The calculation also must allow for a smoke filled AIRCRAFT at a cabin altitude of 8000 feet.
The fixed oxygen system must supply 15 minutes of 100% oxygen for all crew.
An additional limitation should be considered as crew with beards will leak oxygen from their
mask and reduce the overall supply.
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LANDING GEAR
The limitations for landing gear of the AIRBUS A-320 Family regard brakes and tire pressure
the numbers given in this training can vary depending on type and the serial number of your
aircraft.
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LANDING GEAR BRAKES
The maximum brake temperature for takeoff, with brake fans off, is 300 degrees C.
Auto braking does not relieve the pilot of bringing the aircraft to a safe stop. Control of
braking can be performed by use of the brake pedals. To disengage the auto brake system
the pilot can disengage the system by pressing the armed mode pushbutton or by applying
firm pressure on the brake pedals.
The main limitation regarding the parking brake is not to set N1 above 75% with the parking
brake ON.
54
LANDING GEAR TIRES
The maximum tire speed for AIRBUS A-320 Family aircraft is 195 knots.
If required to taxi with suspected or known deflated tires please follow these limitations.
 If one tire on each of the gear, a maximum of 3 tires, taxi can be achieved by operating
at less than 7 knots in a turn.
 If 2 tires on one gear with no other tires deflated, taxi can be accomplished at speeds
no greater than 3 knots and nose wheel steering angle to be maintained to less than
30 degrees.
55

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LIMITATIONS Rev: 2
Date: 25.06.2019

NOSE WHEEL STEERING

Nose Wheel Steering (NWS) is limited to 75 degrees for hand wheel steering, with towbar
steering the limit is 95 degrees and with approved non-towbar operations the limit is 85
degrees.
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NAVIGATION
IRS
The IRS or Inertial Reference System has limitations to its alignment and the following
limitations shall be observed.
In NAV mode, the IRS cannot provide a valid magnetic heading above 82 degrees latitude,
or above 73 degrees north between 90 and 120 west, or above 60 degrees south. Flight
outside these limits is prohibited.
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EGPWS
Limitations inherent in the EGPWS system are as follows:
 Aircraft navigation is not to be used on the EGPWS display and is to be used as a
situational awareness tool
 The database for the EGPWS does not include the man-made obstructions.
Additionally limitations for the EGPWS system is when within 15 NM of the landing airfield the
system should be inhibited. The TERR button should be OFF on the EGPWS panel. In doing so
the following limitations are valid:
 The EGPWS database does not include runway to or from data.
 Published approach procedures may induce false terrain alerts.
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APU
Limitations on the APU are as follows.
OIL
For oil quantity limits a LOW OIL LEVEL advisory must not appear prior to starting the APU.
If a LOW OIL LEVEL advisory appears on the ECAM display the APU may be started and
operated for an additional 10 hours from the first appearance of the advisory.
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STARTING
If three unsuccessful attempts have been made to start the APU, wait one hour before
attempting an additional 3 attempts to start the unit.
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N SPEED
The N limit of the APU is 107%. If the APU ECAM N speed reaches 107% the APU will
automatically be shut down. The actual N speed is 105%.

EGT
EGT limitations are as follows:
 Maximum EGT is 682 degrees C with 5 seconds confirmation time for shutdown, or from
700 degrees C to 742 degrees C for immediate shutdown, depending on the ambient
temperature.

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LIMITATIONS Rev: 2
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 Maximum for start below 25000 feet is 900 degrees C

 Maximum for start above 25000 feet is 982 degrees C
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OPERATION
Please consult the graphs and tables below for APU operational limitations envelope:
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OUTPUT LIMITS
The following maximum limits on power and bleed quantities from the APU are:
 90 kVA power extraction at or below 25000 feet.
 Bleed and power output is shown in the table below
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APU BLEED
Please note that air bleed extraction is not permitted for wing anti-icing
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POWER PLANT
The limitations for the power plant vary by engine manufacturer. This section covers general
power plant limits of the AIRBUS A-320 Family.
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THRUST
The thrust limits are displayed in the table below:
Oil temperature limits for the AIRBUS A-320 Family are:
 Minimum prior to exceeding idle is minus 10 degrees C.
 Minimum prior to takeoff is 50 degrees C.
 Maximum continuous temperature is 155 degrees C.
 Maximum transient temperature is 165 degrees C (for 15 minutes).
 Minimum start temperature is minus 40 degrees C.
Minimum oil pressure is 60 psi.
The N1 maximum speed is 100% and given configuration of ambient conditions and bleed
configuration, this percentage may be reduced.
The N2 max is 100%
Please refer to your FCOM for specific type and serial number.
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STARTING
Starting limitations allow 3 consecutive attempts (2 cycles of 2 minutes each, followed by a
3rd cycle of 1 minute.) A pause of 15 seconds between each attempt must be observed.
A cooling period of 30 minutes is required for the following 3 start attempts or 4 minutes of
continuous cranking period.
If N2 is above 10% on the ground and 18% in flight, no attempt should be made to engage
the starter.
Again these limitations are considered for the engine type. Please refer to your FCOM or
engine manufacturer’s manual.
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LIMITATIONS Rev: 2
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REVERSE THRUST
Reverse thrust is not to be used in flight as it is also not permitted to use reverse thrust to back
the aircraft. Maximum thrust should not be used below 70 knots or when the airspeed
indication starts to fluctuate. Idle reverse can be used until full stop.
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REDUCED TAKE OFF THRUST
The following limitations are to be considered in reduced thrust take off operations:
 Reduced thrust take off is only permitted if the aircraft meets all applicable
performance requirements at the planned take off weight.
 Thrust reduction must not be greater than 25% of normal full rated take off thrust. To
meet this limitation the flexible temperature must not be higher than ISA + 43 or T MAX
FLEX.
 The assumed temperature must not be less than the flat rating temperature or the
actual OAT.
 The runway must not be contaminated. This action is prohibited.
 Take off is permitted if there are inoperable items that may effect the operation only if
the aircraft still meets the all performance requirements at the take off weight with the
operating engines at the thrust available for the flex temperature.
Please refer to your FCOM for specific type and serial number.
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SUMMARY
In summary, this course identified and quantified many of the limitations of the AIRBUS A-320
Family of aircraft. The limitations regard the minimum and maximum extent of each of the
aircrafts components to maintain safe operations. This limitations course expressed the
values and factors for fixed numerical values. Calculated limitations are regarded as
performance limitations.
This course covered limitations of A-320 Family aircraft, some of the numbers given in this
course can vary with your aircraft. The reason of this, optional items could be present on
some serial numbers and we strictly recommend that you shall consider and consult your
FCOM for the aircraft you are flying.
71
End of the Course.

Copyrights © 2007 by Flyco Training Solutions