Chapter B01 TOC 1

LIMITATIONS
OM Part-B A319/A320 02.03.2015. Ed2 Rev11

TABLE OF CONTENTS CHAPTER 1

1. LIMITATIONS .......................................................................................... 1

1.1 CERTIFICATION STATUS ...................................................................... 1

1.2 PASSENGER SEATING CONFIGURATION & WEIGHT

LIMITATIONS .......................................................................................... 1

1.3 KIND OF OPERATIONS.......................................................................... 1

1.4 MINIMUM FLIGHT CREW....................................................................... 1

1.5 MAXIMUM OPERATING ALTITUDE ....................................................... 1

1.6 MANEUVER LIMIT LOAD FACTORS ..................................................... 1

1.7 ICING CONDITIONS DEFINITION.......................................................... 2

1.8 CENTER OF GRAVITY ENVELOPE....................................................... 2

1.9 PERFORMANCE LIMITATIONS ............................................................. 4

1.10 LOADING ................................................................................................ 4

1.11 MAXIMUM OPERATING LIMIT SPEED (VMO/MMO)............................. 4

1.12 MAXIMUM DESIGN MANEUVERING SPEED (VA)................................ 4

1.13 MAXIMUM SLATS/FLAPS EXTENDED SPEEDS OR

OPERATING SPEEDS (VFE).................................................................. 5

1.14 VLO AND VLE/MLE................................................................................. 5

1.15 ENVIRONMENTAL ENVELOPE ............................................................. 5

1.16 TAILWIND ............................................................................................... 6

1.17 RUNWAY SLOPE.................................................................................... 6

1.19 TOWBARLESS OPERATIONS ............................................................... 6

1.20 SYSTEM LIMITATIONS .......................................................................... 6

1.20.1 AUTO FLIGHT......................................................................................... 6

1.20.2 ELECTRICAL ........................................................................................ 11

1.20.3 FLIGHT CONTROLS ............................................................................. 11

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1.20.4 FUEL ..................................................................................................... 11

1.20.5 HYDRAULIC.......................................................................................... 13

1.20.6 LANDING GEAR ................................................................................... 13

1.20.7 NAVIGATION ........................................................................................ 14

1.20.8 OXYGEN ............................................................................................... 15

1.20.9 APU ....................................................................................................... 16

1.20.10 POWER PLANT .................................................................................... 19

1.20.11 AIR CONDITION / PRESSURIZATION / VENTILATION....................... 20

1.21 EFB HARDWARE CLASS...21

1.22 EFB HARDWARE SPECIFICATION..21

1.23 EFB SOFTWARE TYPE SPECIFICATION...21

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1. LIMITATIONS
1.1 CERTIFICATION STATUS
A319 airplane is certified according to EASA A.064 certificate based on EASA CS
25 - Certification Specifications: Large Airplanes, and EASA CS 36 - Certification
Specifications: Aircraft Noise.

1.2 PASSENGER SEATING CONFIGURATION & WEIGHT LIMITATIONS

Max TAXI MTOW MLW MZFW

Reg. MSN Seats
weight (kg) (kg) (kg) (kg)

YU-APC 2621 70400 70000 62500 58500 128

YU-APE 3252 70400 70000 61000 57000 128
YU-APF 3317 70400 70000 61000 57000 128
YU-APH 2645 77400 77000 66000 62500 155
YU-APA 2277 75900 75500 62500 58500 128
YU-APB 2296 75900 75500 62500 58500 128
YU-API 1140 75900 75500 62500 58500 128
YU-APG 2587 77400 77000 66000 62500 155
YU-APJ 1159 75900 75500 62500 58500 128
YU-APD 2335 75900 75500 62500 58500 128

1.3 KIND OF OPERATIONS

The aircraft is certified in the public transport category (passengers and freight) for
day and night operations, in the following conditions, when the appropriate
equipment and instruments required by the airworthiness and operating regulations
are approved, installed and in an operable condition:
- VFR and IFR
- Extended overwater flight
- Flight in icing conditions.
1

1.4 MINIMUM FLIGHT CREW

Minimum flight crew: 2 pilots.

1.5 MAXIMUM OPERATING ALTITUDE

Slats and flaps retracted: 39 800 ft.
This is the maximum altitude at which it is possible to maintain cabin pressure
altitude below 8 000 ft.
Slats and/or flaps extended: 20 000 ft.
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1.6 MANEUVER LIMIT LOAD FACTORS

Slats and flaps retracted: -1 to +2.5 g.
Slats extended, flaps retracted: -1 to +2.5 g.
Slats and flaps extended: 0 to +2.0 g.
14B

1.7 ICING CONDITIONS DEFINITION

lcing conditions exist when the OAT on the ground and for takeoff, or when TAT in
flight, is 10C or below and visible moisture in any form is present (such as clouds,
fog with visibility of one mile or less, rain, snow, sleet and ice crystals).
Icing conditions also exist on the ground and for takeoff when the OAT is 10C or
below when operating on ramps, taxiways, or runways where surface snow,
standing water, or slush may be ingested by the engines or freeze on engines,
nacelles, or engine sensor probes.
15B

1.8 CENTER OF GRAVITY ENVELOPE

For Mean Aerodynamic Chord (MAC) and datum, see Chapter 0.1 - View Drawing.
Takeoff and landing CG limits are given for landing gear down configuration.
Flight CG limits are given for landing gear up configuration.

A319 CG Envelope
Valid for YU-APC, YU-APE and YU-APF (SN 2621, 3252, 3317)
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A320 CG Envelope
Valid for YU-APH SN 2645 and YU-APG SN 2587

A319 CG Envelope
Valid for YU-APA SN 2277, YU-APB SN 2296, YU-API SN 1140,
YU-APJ SN 1159, YU-APD SN 2335
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1.9 PERFORMANCE LIMITATIONS

Maximum Takeoff Weight (MTOW) and Maximum Landing Weight (MLW) may be
reduced by performance requirements of PERFORMANCE and or
SUPPLEMENTARY PERFORMANCE chapters of this AFM related to :
- Climb performance (first and second segment, final takeoff, en route, approach
and landing)
- Available runway length (takeoff and landing)
- Obstacle clearance (takeoff and en route)
- Brake energy limit (observe brake temperature warning (300C))
- Tire speed.

1.10 LOADING
The aircraft must be loaded in accordance with the loading instructions given in the
Chapter 7.

1.11 MAXIMUM OPERATING LIMIT SPEED (VMO/MMO)

VMO = 350 kt IAS
MMO = M 0.82
This limit must not be intentionally exceeded in any flight regime.

1.12 MAXIMUM DESIGN MANEUVERING SPEED (VA)

Note: This limitation only applies in alternate or direct flight control laws.

If alternate or direct law is active:

- Full ailerons and rudder application should be confined to speeds below VA
- Manoeuvres involving angle of attack near stall should be confined to speeds
below VA.
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Rapid and large alternating control inputs, especially in combination

CAUTION with large changes in pitch, roll or yaw (e.g. large sideslip angles)
may result in structural failures at any speed, even below VA.
1.13
20B MAXIMUM SLATS/FLAPS EXTENDED SPEEDS OR OPERATING
SPEEDS (VFE)
Flaps Lever
Flight Phase Slats Position Flaps Position VFE
Position

Intermediate approach 18 0 1 230 kt IAS

Takeoff 1+F 18 10 1 215 kt IAS

Approach and takeoff 22 15 2 200 kt IAS

Approach, takeoff and

22 20 3 185 kt IAS
landing

Landing 27 40 FULL 177 kt IAS

1.14
21B VLO AND VLE/MLE
MAXIMUM SPEED DURING LANDING GEAR EXTENSION
VLO = 250 kt IAS
MAXIMUM SPEED DURING LANDING GEAR RETRACTION
VLO = 220 kt IAS
MAXIMUM SPEED WITH LANDING GEAR LOCKED DOWN
VLE/MLE = 280 kt IAS / M 0.67
1.15
2B ENVIRONMENTAL ENVELOPE
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1.16
23B TAILWIND
Maximum tailwind for takeoff and landing: 10 kt or 15 kt depending on MSN.
Applicable values for tailwind are set out in respective QRH in section JU-SUPPL05.
1.17
24B RUNWAY SLOPE
Maximum mean runway slope: 2 %
1.18 MANEUVERS ON GROUND
During towing, 85 of nosewheel travel must not be exceeded.
Note: Mechanical stop is designed at 95 of nosewheel travel.
1.19
25B TOWBARLESS OPERATIONS
Towbarless operations on nose landing gear (towing and pushback) are approved
provided the towbarless towing operations are performed in compliance with
appropriate operational requirements, using towbarless towing vehicles that are
qualified and operated to preclude damage to the aircraft nosewheel steering
system, or which provide a reliable and unmistakable warning when damage to the
steering system may have occurred. Towbarless towing vehicles that are specifically
accepted for the Airbus A318/A319/A320/A321 aircraft are listed in Airbus Service
Information Letter SIL 09-002.
1.20
26B SYSTEM LIMITATIONS
1.20.1
27B AUTO FLIGHT
AUTO PILOT FUNCTION
Minimum height for use of autopilot on takeoff with SRS mode ................100 ft AGL
(An internal FMGS logic prevents the autopilot from engaging during the 5 s after
liftoff).
Minimum height for use of the autopilot in:
- Straight-in non precision approach .................................. applicable MDA (MDH)
- Straight-in LNAV/VNAV approach .................................................. applicable DA
- Circling approach................................. applicable MDA - 100 ft (or MDH - 100 ft)
- ILS approach when CAT2 or CAT3 is not displayed on the FMA ........160 ft AGL
- PAR approach (Precision Approach Radar) .......................................250 ft AGL
Use of the AP and/or FD is authorized in PAR approach, with HDG V/S or TRK
FPA.
- Go-around (AP or FD engagement) ....................................................100 ft AGL
- All other phases ...................................................................................500 ft AGL
Use of the AP or FD in OPEN DES or DES mode is not permitted in approach,
unless the FCU altitude is set to, or above, MDA (MDH) or 500 ft, whichever is the
highest.
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AUTOTHRUST FUNCTION
Use of the autothrust is approved with, or without, AP/FD in selected or managed
mode.

FLIGHT MANAGEMENT FUNCTION

FMGS lateral and vertical navigation has been certified for after takeoff, en route,
and terminal area operations, for instrument approach procedures (except ILS,
LOC, LOC-BC, LDA, SDF and MLS), and for missed approach procedures. RNP
accuracy with GPS PRIMARY, or radio updating, has been demonstrated to be:
With AP ON in With AP OFF and With AP OFF and
NAV FD ON in NAV FD OFF

En Route 1 nm 1 nm 1.1 nm

In Terminal Area 0.5 nm 0.51 nm 0.51 nm

In Approach 0.3 nm 0.3 nm Not authorized

Without GPS PRIMARY (or GPS deselected or inoperative), the accuracy has been
demonstrated, provided the appropriate RNP value is checked or entered on the
MCDU, and HIGH accuracy is displayed.
Without GPS PRIMARY (or GPS deselected or inoperative), navigation accuracy is
a function of ground radio NAVAID infrastructure, or elapsed time since the last
radio update.
The FMGS is also certified for navigation within BRNAV, PRNAV, RNP-4 and RNP-
10 airspace. RNP 10 oceanic/remote area operations are approved with GPS
PRIMARY, or without GPS PRIMARY (or GPS deselected or inoperative), provided
time limitations in IRS only navigation (acceptable to operational authorities), are
established. FMGS approval is based on the assumption that the navigation
database has been validated for intended use. Obstacle clearance and adherence
to airspace constraints remains 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.

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

NAV, or NAV and FINAL APP mode may be used for VOR, VOR/DME, NDB,
NDB/DME or RNAV (including GPS) approach, but not for ILS, LOC, LOC-BC, LDA,
SDF, or MLS final approach.
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For instrument procedures not coded in the WGS 84 coordinate system, the GPS
must be deselected, unless the shift between the local coordinate system and the
WGS 84 is found acceptable for the intended operation.
Note:1. The assesment of this shift can be done:
- In flight, monitoring the NAVAID raw data in non RNAV procedures,
- On ground performing a GPS survey of the procedure waypoints.
2. RNAV (GPS) and RNP RNAV approach procedures require
WGS 84
coordinates and GPS.
FINAL APP mode guidance capability with GPS PRIMARY has been demonstrated
down to MDH/DH (barometric) 250 ft.
VOR, VOR/DME, NDB or NDB/DME approach procedures may be performed, in
NAV, or NAV and FINAL APP mode, provided AP or FD is used, and:
- GPS PRIMARY is available. In this case, the reference NAVAID may be
unserviceable, or the airborne radio equipment may be inoperative, or not
installed, provided operational approval is obtained.
- Without GPS PRIMARY:
The reference NAVAID and the corresponding airborne equipment is serviceable,
tuned, and monitored during the approach, or
The radio NAVAID coverage supports the RNP value, specified for the approach
procedure, and an operational approval is obtained.
For GPS approach, GPS PRIMARY must be available. RNAV approach without
GPS PRIMARY may be performed only if the radio NAVAID coverage supports the
RNP value and HIGH accuracy is displayed on the MCDU with the specified RNP,
and operational approval is obtained.
NAV mode may be used in the terminal area, provided:
- GPS PRIMARY is available, or
- HIGH accuracy is displayed, and the appropriate RNP is checked or entered on
the MCDU, or
- NAVAID raw data is monitored.

NON-PRECISION APPROACHES WITH ENGINE-OUT

If one engine is inoperative, it is not permitted to use the autopilot to perform NPAs
in the following modes: FINAL APP, NAV V/S, NAV/FPA.
Only FD use is permitted.

ILS CATEGORY II
Minimum decision height ...........................................................................100 ft AGL
At least one autopilot must be engaged in APPR mode, and CAT 2, CAT 3 SINGLE
or CAT 3 DUAL must be displayed on the FMA.
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If the flight crew performs an automatic approach without autoland, the autopilot
must be disengaged no later than at 80 ft AGL.

ILS CATEGORY III FAIL PASSIVE (SINGLE)

Minimum decision height..................................................................................... 50 ft
At least one autopilot must be engaged in APPR mode, and CAT 3 SINGLE or CAT
3 DUAL must be displayed on the FMA. A/THR must be used in selected or
managed speed.

ILS CATEGORY III FAIL OPERATIONAL (DUAL)

A/THR must be used in selected or managed speed.
Alert height ........................................................................................................ 100 ft
2 autopilots must be engaged in APPR mode and CAT 3 DUAL must be displayed
on the FMA.
Minimum Runway Visual Range ........................................................................ 75 m

ENGINE OUT
CAT II and CAT III fail passive autoland are only approved in configuration 3 and
FULL, and if engine-out procedures are completed before reaching 1 000 ft in
approach.

MAXIMUM WIND CONDITIONS FOR CAT II OR CAT III

AUTOMATIC APPROACH LANDING AND ROLL OUT
Headwind : 30 kt
Tailwind : 10 kt
Crosswind : 20 kt
Note:Wind limitation is based on the surface wind reported by ATC.
If the wind displayed on ND exceeds the above-noted autoland
limitations, but the tower reports a surface wind within the
limitations, then the autopilot can remain engaged. If the tower
reports a surface wind beyond limitations, only CAT I automatic
approach without autoland can be performed.

AUTOMATIC LANDING
CAT II and CAT III autoland are approved in CONF 3 and CONF FULL.
Automatic landing is demonstrated:
- With CAT II and CAT III ILS beam
- With slope angle within (-2.5, -3.25) range
- For airport elevation at or below 9 200 ft
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- At or below the maximum landing weight

- At approach speed (VAPP) = VLS + wind correction.
Minimum wind correction 5 kt, maximum wind correction 15 kt.
Automatic rollout performance has been approved on dry and wet runways, but
performance on snow-covered or icy runways has not been demonstrated.
During automatic rollout with one engine inoperative or one thrust reverser
inoperative, the flight crew can use the remaining thrust reverser, provided that:
- Only IDLE reverse thrust is used
- The crosswind does not exceed 20 kt.
Note: Depending on the situation (e.g. emergency or other) and provided that the
runway is approved for automatic landing, the flight crew can decide to perform an
autoland up to 69 t.

ILS AUTOMATIC LANDING IN CAT I OR BETTER WEATHER CONDITIONS

The automatic landing systems performance has been demonstrated on runways
equipped with CAT II or CAT III ILS approaches. However, automatic landing in
CAT I or better weather conditions is possible on CAT I ground installations or when
ILS sensitive areas are not protected, if the following precautions are taken:
- The airline has checked that the ILS beam quality and the effect of terrain profile
before the runway have no adverse effect on AP/FD guidance. In particular, the
effect of terrain discontinuities within 300 m before runway threshold must be
evaluated.
- The crew is aware that LOC or GS beam fluctuations, independent of the aircraft
systems, may occur and the PF is prepared to immediately disconnect the AP
and take appropriate action, should unsatisfactory guidance occur.
- At least CAT2 capability is displayed on the FMA, and CAT II/III procedures are
used.
- Visual references are obtained at an altitude appropriate to the performed CAT I
approach, otherwise goaround is initiated.

AUTOMATIC LANDING IN JOHANNESBURG

Automatic landing is not permitted on Johannesburg 03R/21L runways.

AUTOLAND DATABASES WITH HONEYWELL ADIRU

The below table provides for each concerned airport, the dates from which the
following limitations apply:
- AUTOLAND is not allowed
- ROLLOUT is not allowed.
CAT II approaches without AUTOLAND are still allowed.

Airport code Airport Location Month/year

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PAFA FAIRBANKS Intl. AK USA March 2012

BIKF KEFLAVIK ICELAND May 2014

1.20.2 ELECTRICAL
MAX continuous load per generator..................................................100 % (90 KVA)
MAX continuous load per TR (continuous)........................................................200 A

1.20.3
29B FLIGHT CONTROLS
Maximum operating altitude with flaps and/or slats extended is 20 000 ft.
1.20.4
30B FUEL
FUEL AND ADDITIVE SPECIFICATIONS
The fuel system has been certified with JET A1, JP 8, JET A, JP 5, RT, TS-1, JET
B, JP 4 and N3 JET, in accordance with engine manufacturers and fuel
specifications.

MAXIMUM ALLOWED WING FUEL IMBALANCE

INNER TANKS (OUTER TANKS BALANCED)
Tank Fuel Quantity (Heavier tank) Maximum allowed imbalance

Full 1 500 kg (3 306 lb)

4 300 kg (9 479 lb) 1 600 kg (3 527 lb)

2 250 kg (4 960 lb) 2 250 kg (4 960 lb)

The variation is linear between these values (No limitation below 2 250 kg /4 960 lb)
OUTER TANKS
Maximum allowed imbalance 690 kg (1 521 lb)(1)
(1) Maximum outer wing tank imbalance (one full/one empty) is allowed provided:
Fuel content of one side (outer + inner) is equal to the fuel content of the other side
(outer + inner), or
On the side of the lighter outer tank, the inner tank fuel quantity is higher than the
opposite inner tank quantity, up to a maximum of 3 000 kg/6 614 lb higher.
Note:In exceptional conditions (i.e., fuel system failures) the above-
mentioned maximum fuel imbalance values may be exceeded
without significantly affecting the aircraft handling qualities. The
aircraft remains fully controllable in all phases of the flight.
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FUEL TEMPERATURE
JET
A1/JP JET A JP 5 RT TS-1 JET B JP 4
8/N3 JET
MINI -43C -36C (1) -42C -45C -45C -46C -54C
MAXI 54C 49C
(1) For JET A only, if TAT reaches -34C, monitor on FUEL SD page that fuel
temperature remains higher than -36C.

MINIMUM FUEL QUANTITY FOR TAKEOFF : 1 500 KG/3 307 LB

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

USABLE FUEL
Fuel loading varies with specific fuel gravity without any fuel weight limitation.
Tanks Fuel Quantity

2 Wing Tanks 15 609 l 4 123 US Gal

1 Center Tank 8 250 l 2 179 US Gal

Total 23 859 l 6 303 US Gal

Fuel Specific Gravity

Tanks
0.80 kg/l 6.676 lb/US Gal

Fuel Weight

2 Wing Tanks 12 487 kg 27 525 lb

1 Center Tank 6 600 kg 14 547 lb

Total 19 087 kg 42 078 lb

Note:When the quantity indications reach "zero" the remaining fuel

cannot safely be used.
WARNING Takeoff on center tank feeding is prohibited.

WHEN USING JP 4 AND JET B

Fuel in center tank is to be regarded as unusable if the wing fuel temperature
exceeds the following values before engine start and if the given flight level is
exceeded before the center tank fuel has been used:
+30C not above FL 350
+40C not above FL 300
+49C not above FL 250
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Reason: At high altitude with high fuel temperature, the pressure delivered by the
center tank pumps becomes lower than the pressure delivered by the wing tank
pumps.

FUEL MANAGEMENT
- Tanks must be emptied in the following order:
center tank then wing tanks
- Takeoff on center tank is prohibited

FUEL MIXABILITY
The various types of fuel can be mixed in all proportions.
The freezing point of a fuel mixture varies, based on non-linear laws. If required,
determine the fuel freezing point of the fuel mixture.
1.20.5
31B HYDRAULIC
Normal operating pressure 3 000 PSI 200
1.20.6
32B LANDING GEAR
BRAKES
Maximum brake temperature for takeoff (brake fans off).................................. 300C
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.

TIRE SPEED
Maximum tire speed: 195 kt (ground speed).

AUTOBRAKE
Use of the autobrake does not relieve the pilot of his responsibility to safely stop
within the available runway length, by taking over brake control with brake pedals, if
necessary.
The flight crew can disengage the automatic braking system by:
- Pressing the pushbutton of the armed mode, or
- Applying sufficient pressure to the brake pedals.
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TAXI WITH DEFLATED TIRES

If tire damage is suspected after landing or after a rejected takeoff, an inspection of
the tires is required before taxi. If the tire is deflated but not damaged, the aircraft
can be taxied at low speed with the following limitations :
1. If one tire is deflated on one or more gears (ie. a maximum of three tires), the
speed should be limited to 7 kt when turning.
2. If two tires are deflated on the same main gear (the other main gear tires not
being deflated), speed should be limited to 3 kt and the nose wheel steering angle
limited to 30.

NOSEWHEEL STEERING (NWS)

The nosewheel steering angle is limited to 75 when using the handwheels.
For towing and pushback, the nosewheel steering angle is limited to 95.
Towbarless towing and pushback on the nose landing gear is approved for the
"accepted towbarless towing vehicles" that are listed in the Airbus SIL 09-002, but
the nosewheel steering angle must be limited to 85.
3B

1.20.7 NAVIGATION
INERTIAL REFERENCE SYSTEM
The ground alignment of the IRS has been demonstrated to be acceptable between
73 North and 73 South.
If all ADIRUs have the same magnetic variation table:
Flights using the NAV mode are prohibited:
- North of 73 North, and
- South of 60 South.
If one ADIRU has a different magnetic variation table:
Flights using the NAV mode are prohibited:
- North of 60 North, between 30 West and 160 West, and
- North of 73 North, and
- South of 55 South.

REDUCED VERTICAL SEPARATION MINIMUM (RVSM)

Aircraft have been certified capable to participate in RVSM operations according to
JAA TGL 6 and FAA 91-RVSM requirements.
Note: Compliance with the standard noted above does not constitute
an operational approval. Such authorization must be obtained
by the operator from the appropriate authorities.
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MODE S - EHS ENHANCED SURVEILLANCE

The transponder mode S Enhanced Surveillance (EHS) has been demonstrated to
comply with airworthiness requirements contained in ICAO Doc 7030/4 for
enhanced surveillance in designated European airspace.
Note: No credit should be taken from extended squitter functionality
until it has been granted airworthiness and/or operational
approval as applicable.

ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS)

Aircraft navigation is not to be predicated on the use of the terrain display.
The terrain display is only intended as a situational awareness tool, and may not
provide the accuracy on which to solely base terrain avoidance maneuvers.
The EGPWS enhanced function should be inhibited (TERR pushbutton to OFF, on
the GPWS panel) when the aircraft position is less than 15 nm from the airfield :
- 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
When both PFDs are lost, the ISIS bugs function must not be used.
34B

1.20.8 OXYGEN
COCKPIT FIXED OXYGEN SYSTEM
MINIMUM FLIGHT CREW OXYGEN PRESSURE
Deg.C -10 0 10 20 30 40 50
REF TEMPERATURE (1)
Deg.F 14 32 50 68 86 104 122

2 CREWMEMBERS 656 681 706 731 756 781 806

YU-APA MIN (2)
BOTTLE
YU-APB 2 CREWMEMBERS +1 OBS 861 893 926 959 992 1 024 1 057
PRESSURE
YU-APG (PSI)
2 CREWMEMBERS +2 OBS 1 090 1 132 1 173 1 215 1 256 1 298 1 339
YU-APD
YU-APC 2 CREWMEMBERS 468 486 504 522 540 558 576
YU-APE MIN (2)
YU-APF BOTTLE
2 CREWMEMBERS +1 OBS 606 629 652 675 698 721 744
YU-APH PRESSURE
YU-API (PSI)
2 CREWMEMBERS +2 OBS 759 788 817 846 875 904 933
YU-APJ

(1) REF TEMPERATURE :

- On ground : REF TEMPERATURE = (OAT + COCKPIT TEMP) / 2
- In flight : REF TEMPERATURE (deg. C) = CAB TEMP (deg. C) -10C
or
REF TEMPERATURE (deg. F) = CAB TEMP(deg.F)-18F
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(2) MINIMUM BOTTLE PRESSURE TO TAKE INTO ACCOUNT :

- Preflight checks
- The use of oxygen, when only one flight crewmember is in the cockpit
- Unusable quantity (to ensure that the regulator functions with minimum
pressure)
- Normal system leakage
- and
Protection after loss of cabin pressure, with mask regulator on NORMAL (diluted
oxygen):
- During an emergency descent : For all cockpit members for 13 min
- During cruise at FL 100 : For 2 flight crewmembers for 107 min.
or
Protection in case of smoke, with 100 % oxygen : For all cockpit members for 15
min at a cabin altitude of 8 000 ft.
Note:The above times are based on the use of a sealed mask, but
may be shorter if the flight crewmember has a beard.
1.20.9
35B APU
OIL QUANTITY
The APU may be started and operated even if the LOW OIL LEVEL ECAM advisory
is displayed.
Maintenance action is required within next 10 h of APU operation.

APU STARTER
After 3 starter motor duty cycles, wait 60 min before attempting 3 more cycles.

ROTOR SPEED
Maximum N (ECAM display) ............................................................................107 %
Note: The APU automatically shuts down at 107 % N speed, that appears on the
ECAM.
This corresponds to an actual N speed of 106 %.

EGT
Maximum EGT ................................................................................................. 675C
Maximum for start (below 35 000 ft) .............................................................. 1 090C
Maximum for start (above 35 000 ft).............................................................. 1 120C
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ENVELOPE

Note: In the APU start envelope, the APU start is guaranteed within 3 consecutive
start attempts.

GENERATOR LOAD
GENERATOR LOAD IN FLIGHT

Altitude
ISA ISA + 10 ISA + 20 ISA + 30 ISA + 35
(ft)

100 % (90 100 % (90 100 % (90 100 % (90 100 % (90
25 000
KVA) KVA) KVA) KVA) KVA)

100 % (90 100 % (90 100 % (90 100 % (90

30 000 98 % (88 KVA)
KVA) KVA) KVA) KVA)

35 000 93 % (84 KVA) 91 % (82 KVA) 88 % (79 KVA) 84 % (76 KVA) 79 % (71 KVA)

39 000 71 % (64 KVA) 69 % (62 KVA) 68 % (61 KVA) 63 % (57 KVA) 61 % (55 KVA)

41 000(1) 57 % (51 KVA) 55 % (50 KVA) 55 % (50 KVA) 54 % (49 KVA) 53 % (48 KVA)
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GENERATOR LOAD ON THE GROUND

Altitude
MODE ISA ISA + 10 ISA + 20 ISA + 30 ISA + 35 ISA + 40
(ft)

ENG 100 % 100 % 98 % (88 85 % (77 79 % (71 68 % (61

START (90 KVA) (90 KVA) KVA) KVA)(1) KVA)(1) KVA) (1)
14 500
100 % 100 % 91 % (82 78 % (70 70 %(63 58 % (52
PACKS
(90 KVA) (90 KVA) KVA) KVA) KVA) KVA)

ENG 100 % 100 % 100 % 91 % (82 83 % (75 72 % (65

START (90 KVA) (90 KVA) (90 KVA) KVA) KVA) KVA)
9 200
100 % 100 % 100 % 87 % (78 78 % (70 67 % (60
PACKS
(90 KVA) (90 KVA) (90 KVA) KVA) KVA) KVA)

ENG 100 % 100 % 100 % 92 % (83 84 % (76 74 % (67

START (90 KVA) (90 KVA) (90 KVA) KVA) KVA) KVA)
8 000
100 % 100 % 100 % 89 % (80 79 % (71 70 % (63
PACKS
(90 KVA) (90 KVA) (90 KVA) KVA) KVA) KVA)

ENG 100 % 100 % 100 % 100 % (90 90 % (81 81 % (73

START (90 KVA) (90 KVA) (90 KVA) KVA) KVA) KVA)
0
100 % 100 % 100 % 91 % (82 83 % (75 75 % (68
PACKS
(90 KVA) (90 KVA) (90 KVA) KVA) KVA) KVA)

(1) Generator load with maximum bleed performance.

ELECTRICAL POWER/AIR BLEED EXTRACTION

- Electric power extraction:
At or below 25 000 ft:
ISA + 35C and below ....................................................................................90 KVA
- Air bleed and generator load in flight:
MAXIMUM ALTITUDE FOR BLEED AIR AND GENERATOR LOAD IN FLIGHT

TEMP
ISA ISA + 20 ISA + 35
MAX ALT (FT)

ENG START UP TO 15 000 ft IF SPEED BELOW

150 kt 64 % (58 45 % (41
92 % (83 KVA)
ENG START UP TO 20 000 ft IF SPEED ABOVE KVA) KVA)
180 kt

67 % (60 63 % (57
ONE PACK UP TO 22 500 ft 78 % (70 KVA)
KVA) KVA)

100 % (90 79 % (71 64 % (58

TWO PACKS UP TO 15 000 ft
KVA) KVA) KVA)

- Air bleed extraction for wing anti-icing is not permitted.

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1.20.10 POWER PLANT

THRUST SETTING/EGT LIMITS

OPERATING CONDITION TIME LIMIT EGT LIMIT NOTE

5 min
TAKEOFF and GO-AROUND 635C
10 min Only in case of engine failure

MCT Unlimited 610C

STARTING 635C

OIL
OIL TEMPERATURE
Minimum prior to exceeding idle........................................................................ -10C
Minimum prior to takeoff..................................................................................... 50C
Max continuous temperature............................................................................ 155C
Max transient temperature (15 min) ................................................................. 165C
Minimum starting temperature........................................................................... -40C
Minimum oil quantity.............................. (Refer to Before Walk Around-ECAM proc.)
MINIMUM OIL PRESSURE
Minimum oil pressure ...................................................................................... 60 PSI

RPM
N1 max............................................................................................................. 100 %
Note: The N1 limit depends upon ambient conditions and engine airbleed
configuration. These may limit N1 to a value lower than the one noted above (For
additional information, refer to Performance/Thrust Ratings).
N2 max............................................................................................................. 100 %

STARTER
- 3 consecutive cycles : 2 cycles of 2 min each, followed by a 3rd cycle of 1 min .
- Pause between start attempts : 15 s.
- Cooling period, following 3 start attempts or 4 min of continuous cranking : 30
min .
- No running engagement of the starter, when N2 is above 10 % on ground, and
18 % in flight.

REVERSE THRUST
- It is not permitted to select reverse thrust in flight.
- It is not permitted to back up the aircraft with reverse thrust.
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- Maximum reverse should not be used below 70 kt (or when the airspeed
indication starts to fluctuate). Idle reverse is permitted down to aircraft stop.

REDUCED THRUST TAKEOFF

- Takeoff at reduced thrust is only permitted, if the airplane meets all applicable
performance requirements at the planned takeoff weight, with the operating
engines at the thrust available for the assumed temperature.
- Thrust reduction must not exceed 25 % of the full rated takeoff thrust. To meet
this requirement, the flexible temperature must not be higher than ISA + 65C(T
MAX FLEX).
- The assumed temperature must not be lower than the flat rating temperature, or
the current OAT.
- Takeoff at reduced thrust is not permitted on contaminated runways.
- Takeoff at reduced thrust is permitted with any inoperative item affecting the
performance, only if the associated performance shortfall has been applied to
meet all performance requirements at the takeoff weight, with the operating
engines at the thrust available for the flex temperature.

CROSS WIND OPERATION ON GROUND

This engine is capable of starting in crosswinds up to 35 kt .

OPERATIONS IN ICING CONDITIONS

The 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 the
temperature is below -40C SAT.
The engine anti-ice must be ON prior to and during descent in icing conditions,
including temperatures below -40C SAT.
Note: Do not rely on airframe visual icing cues to turn engine anti-ice on. Use the
temperature and visual moisture criteria specified the icing conditions definition
Delaying the use of engine anti-ice until buildup is visible from the cockpit may result
in severe engine damage and/or flameout.
37B

1.20.11 AIR CONDITION / PRESSURIZATION / VENTILATION

CABIN PRESSURIZATION
Maximum safety relief differential pressure: 8.6 PSI (600 hPa).
Maximum negative differential pressure: -1 PSI ( -70 hPa).
Note: The ram air inlet must only be opened when the cabin
differential pressure is less than +1 PSI (70 hPa).
 Chapter B01 21
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1.21 EFB HARDWARE CLASS

Air Serbia will use EFB-iPad Class I option

1.22 EFB hARDWARE SPECIFICATION

Hardware device: Apple iPad Air A1475
Hardware characteristics: Wi-Fi + Cellular - 3G 32 GB
Hardware Dimensions: height 240mm, width 169.5mm, thickness 15mm
Display: 9.7 in. Retina Display

1.23 EFB SOFTWARE TYPE SPECIFICATION

Air Serbia will use software type A & B;
Installed softwares are: Jeppesen FD pro, iPilot, Airbus AiB manager, Airbus
Takeoff software, Airbus Landing software and Airbus Ops library browser
(OLB).