A320 limitations

VMO / MMO

350 kt / M 0.82

CONF 1

230 kt

CONF 1+F

215 kt

CONF 2

200 kt

CONF 3

185 kt

CONF FULL

177 kt

Gear extension (VLO)

250 kt / M 0.60

Gear retraction (VLO)

220 kt / M 0.54

Gear extended (VLE)

280 kt / M 0.67

Tyre ground speed

195 kt

Cockpit window open

200 kt

Wipers sweeping

230 kt

Slats or flaps out, up to

20,000 ft

Load factor, clean

−1 to +2.5 g

Load factor, slats or flaps out

0 to +2 g

The maximum flap and slat speed falls with each lever position. CONF 1 (slats only) is the holding setting, while 1+F adds flaps and is a takeoff setting, so the two carry different limits. Once the gear is down and locked it may stay out up to VLE, which is higher than the speed at which it may be lowered or raised. The wiper limit applies only while the wipers are sweeping.

Maximum taxi weight

MTOW + 400 kg

Minimum fuel for takeoff

1,500 kg

The FCOM lists maximum taxi, takeoff (brake release), landing and zero fuel weights, plus a minimum weight, for each weight variant. Learn the figures for the variant you will fly, because they differ between airframes. Several takeoff weights can be certified on one airframe, and a placard on the aircraft shows the one currently in force. The extra 400 kg of taxi weight allows for fuel burned before brake release. Landing above maximum landing weight is permitted only in exceptional cases, such as an in-flight turn-back or diversion, using the overweight landing procedure. For takeoff, no wing-tank low-level alert may be displayed.

Maximum operating altitude

39,800 ft

Takeoff and landing altitude

−2,000 to 9,200 ft

Maximum OAT near sea level

55 °C

Maximum OAT at 9,200 ft

38 °C

Runway slope

±2%

Runway width

45 m, minimum 30 m

Tailwind, takeoff and landing

15 kt

Demonstrated crosswind

38 kt

A320neo takeoff crosswind

35 kt

Passenger doors, wind

65 kt

Cargo doors, wind

40 kt

Icing conditions

10 °C or below

Below 40 m of runway width, VMCG increases. With more than 10 kt of tailwind on landing, FLAPS FULL is required on the A320ceo and recommended on the A320neo. The 38 kt crosswind, gusts included, was reached during certification and is not a flight manual limitation; the A320neo's 35 kt at takeoff, gusts included, is an engine limitation. Cargo doors may be operated up to 50 kt with the nose into wind or the door on the leeward side, and must be closed before the wind reaches 65 kt. Icing conditions exist when the OAT on the ground or the TAT in flight is 10 °C or below with visible moisture, or on contaminated ground surfaces at that temperature.

AP after takeoff

100 ft AGL and 5 s

AP in FINAL APP, V/S or FPA

250 ft AGL

AP on an ILS, CAT 1 on the FMA

160 ft AGL

AP for autoland, CAT 2 or 3

0 ft

AP when circling, category C

500 ft AGL

AP in other phases

500 ft AGL

AP after a manual go-around

100 ft AGL

CAT II decision height

100 ft minimum

CAT II manual landing, AP off by

80 ft AGL

CAT III single decision height

50 ft minimum

CAT III dual alert height

100 ft

CAT III dual without DH, RVR

75 m minimum

Autoland head / tail / crosswind

30 / 10 / 20 kt

CAT III single is fail-passive and CAT III dual is fail-operational, and autothrust must be used for both. Autoland is approved in CONF 3 and FULL. The autoland wind limits are typical A320 values, checked against the surface wind reported by ATC; some installations limit the crosswind to 15 kt with automatic rollout.

The TOGA time limits also cover FLEX and derated thrust; maximum continuous thrust has no time limit. A standard automatic start with up to three attempts counts as one cycle. Reverse thrust is prohibited in flight and must not be used to back the aircraft. Maximum reverse should not be used below 70 kt, while idle reverse is allowed down to a stop. FLEX takeoff is not permitted on a contaminated runway, and the flexible temperature can never be below the flat-rating temperature or the actual OAT.

Wait after 3 start attempts

60 min

Maximum rotor speed

107%

EGT, start below 35,000 ft

1,090 °C

EGT, start above 35,000 ft

1,120 °C

EGT, running

675 °C

Bleed for engine start, up to

20,000 ft

Bleed with one pack, up to

22,500 ft

Bleed with two packs, up to

15,000 ft

Operation and restart, up to

41,000 ft

Restart on batteries only, up to

25,000 ft

The three attempts are consecutive. APU bleed supplies air conditioning and pressurisation within the pack limits above, and must not be used for wing anti-ice. The APU runs and restarts normally within the aircraft's own envelope; the battery-only restart limit applies in the emergency electrical configuration.

Brake temperature for takeoff

300 °C

Towbarless towing, steering angle

±85°

One deflated tyre per gear, turns

7 kt

Two deflated on one main gear, taxi

3 kt

Steering with deflated tyres

30°

The brake temperature limit is read with the brake fans off. The brakes are not designed to hold the aircraft still at high thrust, so when a ground procedure needs thrust with the brakes applied, be ready to bring the thrust levers back to idle. The towing limit also covers pushback.

Maximum differential pressure

+9.0 psi

Maximum negative differential

−1.0 psi

Safety valve setting

8.6 psi

Without air conditioning, passengers on board

20 min

The safety valve setting is a separate value from the structural limit, so do not swap one for the other. More than 20 minutes without an air conditioning supply is not recommended with passengers on board. Packs and an LP ground conditioning unit must not supply air at the same time.