A340 LIMITATIONS & TOLERANCES

GENERAL WIND

TG Engine/ Conf/ Cabin version Wind Limitations

A345 4 RR TRENT 553-FADEC Thrust: 53,000 lb. Max T/O xwind 35 kt certified (gust included)
Seat 60C +42U +113Y = 215 (3452 215) Max L/D xwind 37 kt demonstrated (gust included)
HSTLA = CHIANGKHAM Max tailwind 10 kt (manual landing)
TLB = UTTARADIT Other crosswind limits:
TLC = PHITSANULOK Wet runway 32 kt (no gusts)
TLD = KAMPHAENG PHET Contaminated runway: XWC limits:
Braking action kt
version crew [A B C D E] pax LifeVest O2mask GOOD 32
3452 4/14 [30 30 42 56 57]=215 237 292 GOOD/MEDIUM 27
3461 4/15 [8 36 24 100 99]=267 283 409 MEDIUM 20
MEDIUM/POOR 20
A346 4 RR TRENT 556-FADEC Thrust: 56,000 lb. POOR 15
Seat 8F +60C +199Y = 267 (3461 267) (do not land unless a greater emergency exists)
HSTNA = WATTHANANAKHON Max wind for pax door opn 40 kt (50 kt if aircraft
TNB = SARABURI
nose oriented into wind)
TNC = CHON BURI
TND = PETCHABURI Max wind for cargo door opn 40 kt (50 kt if aircraft
TNE = NONTHABURI nose oriented into wind and cargo door is on the
TNF = MAE HONG SON leeward side)
The pax/cargo doors must be closed when the wind
Certification Public transport category (pax and freight) exceeds 60 kt
- Day and night opns
- VFR and IFR SPEED
- Extended over water
- Flight in icing conditions
Max Operating Speeds
Vmo 330 kt up to FL300 (CAS)
Aircraft A345 A346
Mmo 0.86 M
Wingspan: 63.45 m 63.45 The maximum operating limit speed must not be exceeded
Length: 67.87 m 75.27 deliberately in any regime of flight.
Height: 17.10 m 17.29
Wheel base: 10.68 m 10.68 Max Design Maneuvering Speeds VA
Range (max pax) 8,500 NM 7,500 A345 A346
Range (max pay load) 7,000 NM 5,800 VA: 316 314 (alt.0' to 8,000')
Min T/O RWY Length 3,250 m 3,250 then to 330 kts (alt.8,000’ to 27,000’)
Min L/D RWY Length 2,050 m 2,100 then M 0.78 (27,000' to 41,000')
If alternate or direct law is active, full ailerons and rudder
Weight(tons) A345 TLD A346 TNF application should be confined to speeds below VA.
Max Taxi Wt. 369.2 373.2 366.2 366.3 If alternate or direct law is active, maneuvers involving
MTOW 368 372 365 365 angle of attack near stall should be confined to speeds
MLDW 240 246 256 265 below VA.
MZFW 225 232 242 251 CAUTION Rapid and large alternating control inputs,
Min Wt. 161 166 especially in combination with large changes in pitch, roll,
Max Payload 54.1 65.7 or yaw (e.g. large sideslip angles) may result in structural
Max Fuel 169.4 153.8 failures at any speed, even below Va.
Note: In exceptional circumstances (in-flight turn back or
diversion) an immediate landing above the maximum Max Flap/ Slat Speed
landing weight is permitted, provided the pilot follows the Position/ ECAM Ind./ Max Spd/ Flight Phase
overweight landing procedure. 1 1 280 Holding
1 1+F 233 Takeoff
Flight Maneuvering Load Acceleration Limits 2 2 225 Approach
Clean configuration -1 g to +2.5 g (normal law) 2 2 216 Takeoff+App
Slats extended 0 g to +2.0 g (normal law) 3 3 206 Takeoff+App+Landing
FULL FULL 200 Landing
Min Flight Crew 2 pilots
Max Aircraft Altitude 41,450 ' Max Alt. flaps/ slats extended 20,000'
Environmental Envelope Max Gear Down Speeds
0' -54 to +55 °C Landing gear extended (VLE) 250 kt/ 0.55M
Up to 12,500' ISA +40 °C
Landing gear opn (VLO)
From 12,500 to 41,450' ISA +25 °C
Airport Operations (extension &retraction) 250 kt/ 0.55M
Runway slope (mean) ±2 % Gravity extension (VLE, VLO) 250 kt
Runway altitude 12,500' Max Alt. gear may be extended 21,000'
 A340 LIMITATIONS & TOLERANCES

Misc. Speeds guidance may occur after takeoff.

Max tire speed 204 kt _ GPS must be deselected for takeoff from these airports,
Max speed windshield wiper use 230 kt until a safe altitude is reached.
Max speed cockpit window open 230 kt
Note: Cockpit window opening is not possible with the Use of NAV and FINAL APP Modes For NPA
See 3.01.22 page 2a in Limitations (many conditions).
packs on.
Speed Brake Extension No limitation.
Max Wind for CAT2/3 AUTO APP or AUTOLAND
Min Control Speeds kt A345 A346
and AUTO ROLLOUT
VMCL 130 132
A345 A346
VMCL-2 154 157
HWC 30 kt 35 kt
at SL VMCA 128.5 130.5
XWC 23 kt 20 kt
VMCG conf 1+F 140.5 136.5
TWC 10 kt 10 kt
VMCG conf 2 140 136
Note: Wind is based on surface wind as reported by the
VMCG conf 3 141 136.5 tower. If the wind displayed on the ND exceeds the above-
at 2000' (decreases with altitude) noted autoland limitations, but the tower reports surface
VMCA 125.5 127.5 wind within the limitations, then AP can remain engaged.
VMCG conf 1+F 137.5 133 If the tower reports surface wind beyond the limitations,
VMCG conf 2 137.5 132.5 only a CAT 1 automatic approach without autoland can be
VMCG conf 3 138 133.5 performed.

PRESSURIZATION AUTOMATIC APP, LANDING and ROLLOUT

minima AFS FMA
CAT 2 DH 100'AGL at least 1AP “CAT 2/
Cabin Pressure CAT 3 SINGLE/ CAT 3 DUAL”
Max positive differential press. 9.25 psi CAT 3 Fail-Passive
Max negative differential press. -1 psi DH 50' at least 1AP+A/THR “CAT 3 SINGLE/
Safety relief valve setting 8.85 to -1psi CAT 3 DUAL “
Outflow valve closure 15,000' CAT 3 Fail-Operational
Max cabin alt. selection 14,000' AH 200' 2APs+A/THR “CAT 3 DUAL”
Min cabin alt. selection -2,000' min RVR 75'
Max norm. cabin alt. 7,350”
Max neg. ∆P -70 hPa (-1psi) Engine Out Autoland
Note: Max diff. Press. and safety valve setting tolerances
CAT 2/3 autoland are only approved in conf 3 if
=+/-7 hPa (0.1psi)
- RAM Air inlet opens only if diff. press. is lower than 1 psi.
engine out procedure are completed before 1,000' in
- Do not use conditioned air simultaneously from packs and app.
low pressure ground units. CAT 3 Fail-Passive autoland is approved in single
- Air supplied by 2 ground carts should not exceed 2x1.6 inner engine out.
kg/sec (2x3.53 lb./sec). CAT 3 Fail-Operational autoland is approved in single
- Do not use high pressure ground unit when APU supplies outer engine out.
bleed air (to avoid bleed system damage).
Automatic Landing
AUTOFLIGHT CAT 2/3 autoland are approved in conf 3 & conf FULL
Automatic Landing has been demonstrated: (not limitation)
_ with CAT 2/3 ILS beam,
AP Function _ with ILS slope angle A345 A346
Min height use AP on T/O w SRS mode 100'AGL 2.85 to 3.15 ° 2.5 to 3.15 °
(and an internal logic prevents AP engagement during 5 _ airfield elevations below 5,750' 9,200'
sec. after lift-off) _ weight less than MLDW
Min height use AP in: _ at app. speed ---- VAPP=VLS+(5 to15) kt
_ St.-in NPA app. applicable MDA(MDH) _ demonstrated to MLDW only (crew responsibility)
_ Circling app. applicable MDA -100' 250t 270t
(or MDH -100') Automatic rollout performance has been approved on dry
_ ILS app.with CAT 1 displayed on FMA 160'AGL and wet runways (but snow covered or icy runways not
demonstrated)
_ Go-around (AP or FD engage not below) 100'AGL
_ All other phases 500'AGL Autoland with Unprotected Beams
Use of the AP or FD in OPEN DES or DES mode is not Autoland has been demonstrated on CAT 2 and CAT 3 ILS
permitted in approach unless the FCU altitude is set
beams. However autoland in CAT 1, or better, weather
to, or above MDA(MDH) or 500', whichever is the highest. conditions is possible on CAT 1 ground installation or CAT
2/3 facility when ILS-sensitive area are not protected, if
A/THR Function the following precautions are taken:
Use of the autothrust is approved with, or without,
AP/FD in selected or managed mode. _ airline checked the ILS beam quality and terrain profile
has no effects on AP guidance (terrain discontinuities within
Takeoff in GPS Primary 300m before runway threshold must be evaluated).
_ For certain airports, where the difference between the
local coordinate system and WGS 84 (geodesic standard _ pilot is aware and prepare to disconnect AP and take
used by GPS, FMS) is not negligible, an incorrect NAV action if LOC or GS beam fluctuations, and unsatisfactory
 A340 LIMITATIONS & TOLERANCES

guidance occur. A345 A346

NWS angle limit 70 ° 76 °
_ at least CAT 2 capability displayed on FMA and CAT 2/3 180° turn radius 52m 55m
procedures are used. _ No brake pivot is allowed (i.e. Differential braking can not
be used to fully stop one main gear).
_ visual references are obtained at a DH appropriated for _ Asymmetric thrust may be used during turns at high NWS
CAT 1 approach being flown, or a go-around is performed.
angles, in order to initiate the turn and keep the aircraft
Note Autoland can be performed up to (A345= 250 ton/
moving during turn. But, it should not be used to tighten
A346= 270 ton) in case of emergency and under crew
responsibility. the turn.

Taxi with deflated tires:

FUEL If tire damage is suspected after landing, or after a RTO,
inspection of the tire is required before taxi. If the tire is
Fuel Types JET A1, JET A, JP 5 or JP 8 deflated but not damage, the aircraft can be taxi at low
Max Allowed Wing Fuel Imbalance speed with the following limitations:
Tank fuel Q (heavier side) Max asymm. 1. if one tire is deflated on one or more gears (i.e. A max of
4 tires), speed limit to 7 kts in turns.
Inner tk 1/4 full to 2,900 kg 2,900 kg
2. if two tires are deflated on the same main gear (the
(Inners 2/3/outer balanced)
other main gear tires not being deflated), or on the center
gear, speed limit to 3 kts and NWS angle limited to 30°
Inner tk 2/3 full to 6,700 kg 6,700 kg
(Inners 1/4/outer balanced)
OXYGEN
Outer tk full to 1,700 kg 1,700 kg
Minimum Flight Crew Oxygen Pressure
(Inners 1/2/3/4 balanced)
If less than 1,000 psi check chart 03.01.35
(worst case: hot temp and 4 pilots - minimum 1,000 psi)
Max Fuel Temp. +55°C (JET A1 JET A JP8 JP5)
Min Fuel Temp. freezing point MINIMUM BOTTLE PRESSURE TO COVER :
Freezing points: JET A1 -47 ° C _ Preflight checks
JET A -40 ° C _ Usage of oxygen when only one pilot is in the cockpit
JP 8 -47 ° C _ Unusable quantity (to ensure regulator functioning with
JP 5 -46 ° C min pressure)
Fuel Management _ Normal system leakage and
-Tanks must be emptied in the following order: Centre tank, ** taking into account following flight profile:
then wing tanks. • 1 minute at FL400
- In case of a trim tank forward transfer pump failure, do • descent at 5,500 fpm from FL400 to cruise altitude
not select the trim tank forward when the pitch attitude is • flight time at cruise altitude read on the chart (at least
above 3 degree to avoid inadvertent fuel aft transfer. 105 minutes at FL 100 for 2 crew members )
• descent at 2,700 fpm from cruise alt. to FL100
Min Fuel Quantity for Takeoff 4,000 kg or ** Protection against smoke with 100% oxygen for all
(“ALL INRS LO LVL “must not be displayed on ECAM for cockpit members during 15 minutes at 8,000' cabin alt.
takeoff) Note: The above times are based on the use of a sealed
Fuel Capacity (based on SG = 0.785 kg /litter) mask, may be shorter for bearded crew (in terms of
(kg) A345 A346 performance, pressure or duration).
OUT tk 4,953 4,953
INN tk 1,4 each 19,402 19,402 APU
INN tk 2,3 each 27,322 27,322
CTR tk 43,279 43,279
Rear CTR tk 15,497 nil Oil Quantity APU may be started and operated even the
Trim tk 6,191 6,190 LOW OIL LEVEL ECAM advisory is displayed. Maintenance
total 168,321 152,823 action is required within next 20 hrs of APU operation.
APU Starter After 3 consecutive start attempts without
cooling down, a 60-min cooling interval must be observed
LANDING GEAR
before start.
Rotor Speed max N 106 %
Brake System EGT max temp. 650 °C
Max brake temp. for takeoff (brake fans off) 300°C max temp.for start 1,250 °C
Release parking brake > 400 °C APU Opn (elec.power only) & Start max 41,450'
Must use brake cooling > 500 °C APU Supply bleed air+elec. power max 22,500'
Must call Fire Services > 600 °C engine start max 22,500'
Autobrake two packs max 22,500'
The flightcrew can disengage the automatic brake by APU Start in the APU start envelope, APU start
_ Pressing the TO pb. for takeoff or
is guaranteed within 3 consecutive start attempts.
_ Setting the AUTO/BRK LDG selector to DISARM position
for landing or Envelope max ISA +40°C to 16,600' then ISA +35°C
_ Applying sufficient press. to at least one brake pedal Battery start limit (Elec. Emer. Config) max 25,000'
Parking Brake Ground starting and opn limit max 14,600'
Do not set EPR above 1.30 on all engines with the _ APU air bleed extraction for wing anti-ice is not permitted
parking brake ON
 A340 LIMITATIONS & TOLERANCES

APU BATTERY at preflight Refer to Polar Navigation section in the FCOM 4.04.40.
_ If aircraft has been electrically powered for 6 hours or
more: check voltage above 25.5V (if below charge min 20 Enhanced Ground Proximity Warning System EGPWS
minutes with external power) _ A/C not to be navigated based on EGPWS display (SA tool
_ For APU start on battery only, V must be above 23.5V only). EGPWS algorithm does not take into account man-
made objects.
POWER PLANT _ TERR pushbutton to OFF (inhibits GPWS enhanced
function) when the aircraft position is less than 15 NM from
the airfield and:
Thrust time limit EGT limit * For operations to/from runways not incorporated in the
TOGA 5 min 900 °C * EGPWS database.
(10 min in the case of engine failure) * For specific approach procedures, which have previously
MCT unlimited 850 °C been identified as potentially producing false terrain alerts.
Starting on ground 700 °C
in flight 850 °C ISIS When both PFDs are lost, the ISIS bugs function
Oil must not be used.
Max continuous temp. 196 °C
IRS Drift Error
Min starting temp. -40 °C _ Max position error see FCOM 3.03.25
Min temp. prior T/O 20 °C _ Residual groundspeed check to be below 15 kts If it is
Min oil press amber 25-40 psi (70-100 %N3) above: the excessive deviation must be confirmed after two
red 25 psi (oil lo press warning) consecutive flights). If above 21 kts, IRU to be removed.
Min oil quantity (cockpit praparation-not limitation) Perform Residual GS check within 2 minutes after aircraft
6 quarts + 0.66 qt/h stopping (LITTON IRS).
but not lower than 10 qt (OAT>0°C)
Electrical Outlets
13 qt (OAT<0°C)
It is forbidden to use the electrical outlets during takeoff
RPM and landing.
N1 max 92.5 % (a lower limit may apply
depending on ambient conditions and bleed configuration) In Seat Power Supply System ISPSS
N2 max 99.4 % The ISPSS for PED, carried by the pax, must be switched off
N3 max 97.4 % during takeoff and landing

Starter Flight Crew Rest Compartment The flight crew rest

Max continuous opn. 5 min compartment seats can be used during taxi, takeoff, and
_ Two 3-minute cycles, and a consecutive 1 minute cycle, landing, according to local regulation.
with a run down to zero N3 between each cycle or Bulk Crew Rest Compartment Do not occupy the bulk
_ One 5-minute cycle crew rest compartment during during taxi, takeoff, and
Wait 30 minute after the last cycle to cooling the starter. landing.
_ No running engagement of the starter when N3 above
10% on ground or 30% in flight. APPROACH TOLERANCES & PNF CALLS

Reverse Thrust Parameter Exceedance Callout

_ Not to be selected in flight. Speed <Vapp -5 kt or >tgt+10 “ SPEED ”
_ Backing the aircraft with reverse thrust not permitted. Descent Rate > 1200 fpm “SINK RATE ”
_ Max Reverse thrust not to be used below 60 kt. Pitch Attitude > 10° or < 0° “ PITCH ”
_ Idle reverse permissible down to aircraft stop. Bank Angle >7° “ BANK ”
LOC > 1/4 dot PFD deviation “ LOCALIZER ”
Reduced Thrust Takeoff GS > 1 dot PFD deviation “ GLIDE SLOPE”
_ Takeoff at reduced thrust is only permissible, if the NPA > 1/2 dot PFD (VOR 2.5°/ADF 5°) “ COURSE ”
airplane meets all applicable performance requirements at altitude(check point) deviation “__ft HIGH/LOW”
the planned takeoff weight.
_ Thrust reduction not to exceed 40% of full rated takeoff FLIGHT TOLERANCES
thrust. (max flex temp. T MAX FLEX not higher than ISA
+60 °C)
_ The assumed temp. not be lower than the flat rated temp.
Normal Flight Tolerances
or the actual OAT. HDG ± 5° of nominated HDG
_ Reduced thrust takeoff is not permitted on contaminated IAS ± 10 kt (± M0.02) of nominated speed.(not
runways. below min approach speed for the configuration).
_ Reduced thrust takeoff is only allowed with any ALT ± 100 feet, at min altitudes +100, -0 feet
inoperative item affecting the performance, if the associated
performance shortfall has been applied to meet all Asymmetric Flight Tolerances
performance requirements at the takeoff weight, with the
HDG ± 20° initially then ± 5°
operating engines at the thrust available for the flex temp.
IAS Initial climb: engine inop => V2 to V2+5 kt.
Subsequent operations ± 10 kt (± M0.02) and not
OTHER SYSTEM LIMITATIONS
below min approach speed for the configuration.
ALT ± 100 feet, at min altitudes +100, -0 feet
Hydraulic Normal operating pressure is 3000 psi ± 200

Inertial Reference System IRS Navigation Aid Tolerances

 A340 LIMITATIONS & TOLERANCES

NDB ± 5° of nominated track. Descent not Note: CAT C/D MDA should all be above 1,000’ AGL
commenced until established within tolerance.
VOR ± 1/2 scale deflection. Descent not Circling Approach
commenced until established within tolerance. A min altitude of 1,000’ above the landing threshold is
maintained until intercept of a 3º visual approach path.
ILS & LLZ ± 1/2 scale deflection. Able to land
Note: At night, descent below the circling MDA is permitted
from minimum without undue manoeuvring.
only when intercepting a 3 º visual approach path.
DME ARC ± 2 NM
DME ARRIVAL - Tracking within NDB or VOR
tolerances when on defined track, or, if not on a
defined track, stay within the defined sector at all
times.
Descent below LSALT or limiting altitude not before
distance specified in the arrival procedure.

RULE and REGULATIONS (RAR)

CAT D Determination and Speed

_ CAT D: VTH = 141-165 kt (base on ‘at threshold’
speed)
_ VLS (min selectable speed) = 1.3 VSO
The A340 has VLS as VTH reference speed rather than 1.3
Vso (granted because of the efficiencies and safety of fly-
by-wire)
_ VTH normally = 1.3 VSO (stall speed) at max landing
weight in landing configuration. Also equals = 1.23
Vs1g (if higher than Vso)
Note: C of G not considered for this calculation (actually
does affect stall speed)
_ V alpha-max (less than VLS) is very close to actual
stall speed
_ Vso = stall speed, straight & level, gear down,
landing flap, idle power
_ Vs1g = stall speed clean
_ Min obstacle clearance in circling approach: 400’
_ Circling Area Radius (day and night):
PANS-OPS 5.28 NM
TERPS 4.2 NM (7.778 km)

Holding Speed normal turbulence

PAN-OPS FL < 140 230 280 kt
FL > 140-200 240 280 or M0.8
FL > 200-340 265 280 or M0.8
FL > 340 M0.83 M0.83
TERPS FL < 60 200 kt
FL > 60 230
FL > 140 265

Handling Speeds
Initial & Intermediate Approach: 185-250 kt
Final Approach: 130-185 kt
Max For Circling: max 205 kt
Max For Missed Approach: 185-265 kt

Timing
45°/180° procedure turn for CAT C/D: 1 min 15 sec

Land and Hold Short Operations

LAHSO is approved for CAT D aircraft.

Circling Minima The circling minima is published on the

applicable approach chart.
The aircraft must not descend below 1,000’ HAT (day) or
MDA (night) until intercepting the 3 ° final approach path.
There is no 50’ buffer applied to the circling minima. Edit by punn33567 punnthep@gmail.com 4 Aug 09