v0.3.0

Added

• Takeoff N1 estimates at high-altitude airports. The estimator now uses all 21 of
  FlyByWire's A32NX takeoff rows, covering pressure altitudes from -2,000 to 16,600 ft instead
  of -2,000 to 2,000 ft. Airports such as Denver (about 5,400 ft) get an N1 target where they
  used to get "unavailable". The rows are copied verbatim from ThrustLimits_A32NX.hpp at the
  same pinned commit, and a test checks the port against a line-by-line transcription of
  FlyByWire's formula from -1,500 to 16,600 ft.

Changed

• Wider ranges above 2,000 ft. There the engine's corner point (the temperature up to which
  it holds full rated thrust) follows FlyByWire's LEAP-1A26 altitude lapse. Engines with the
  same sea-level rating can differ at altitude (EASA E.110), so the corner tolerance grows by
  25% of the corner's drop from its 2,000 ft value, about +/-3 C more at Denver. The briefing
  says when this applies. Estimates at or below 2,000 ft are unchanged; 270 combinations were
  compared with v0.2.1.
• Bleed corrections follow FlyByWire at 8,000 ft and above, where its pack and anti-ice
  N1 corrections are larger. This affects the FlyByWire reference N1 shown for the A320neo.
• The approval prompt's thrust note uses the new range, so Denver now reads "estimate
  available".

Large FLEX reductions at high airports can trip the existing FAA AC 25-13 check (more than a
25% thrust reduction) and be flagged as suspect. On a real Denver A321neo plan (FLEX 47 C at
5,456 ft) the estimate is 0.862 x full-thrust N1 (0.810-0.920) and carries that flag,
suggesting the extrapolated corner point is conservative there.