B737 Limitations Flashcards
Max operating altitude
41,000 ft
Max flight operating latitude
82° N &
82° South
Exceptions:
Between 80° W and 170° W;
Between 120°E and 160°E
73° North
60° South
Max runway slope
+/- 2%
Takeoff and landing -
- Max Tailwind:
- Max crosswind:
Tailwind= 10 kt
Crosswind = 33 knots
LANDING Crosswind Limits - Braking Action Report:
Dry - Good braking - Good to medium Medium Medium to poor Poor
Dry - 33 knots Good braking - 33 knots Good to medium - 25 knots Medium - 20 knots Medium to poor - 15 knots Poor - 10 knots
Wind gusts shall be included when factoring the crosswind component
TAKEOFF Crosswind Limits
Dry - Wet - Standing Water - Snow - No melting - Ice - No melting -
Dry - 33 knots Wet - 25 Standing Water - 15 Snow - No melting - 25 Ice - No melting - 15
Wind gusts shall be included when factoring the crosswind component
Maximum speed gear and flaps
Observe gear and flap placards
Escape slide retention bar -
On revenue flights during taxi, takeoff and landing:
Installed
Maximum weights (-800)
Max taxi weight
Max T/O weight
Max ldg weight
Max zero fuel weight
Maximum weights (-800)
Max taxi weight 174,900 lbs
Max T/O weight 174,200
Max ldg weight 146,300
Max zero fuel weight 138,300
Aileron trim limitation
Use of aileron trim with AP Engaged is prohibited
Autopilot limitations:
Minimum Altitude on takeoff -
Minimum altitude single channel approach-
Single engine-
- Takeoff minimum: 400 feet AGL
- One AP Approach: 50’ AGL
- Use of Dual autopilots with an engine inoperative is not authorized
Autoland Limits:
- Headwind
- Tailwind
- Crosswind
- Flaps
- Weight
- Engines
- Glideslope
- ILS signal
- Headwind -25 knots
- Tailwind -10 knots
- Crosswind -20 kt Canada, 15 kt USA
- Flaps - 30 or 40°
- Weight - No overweight landing
- Engines - Both engines operative
- Glideslope Angle- 3.25° to 2.5°
- ILS signal - CAT II or CAT III, Cat 1 may not be satisfactory for autoland
CAT II Manual & CAT II/III Autoland Maximum Winds:
CAT II Manual:
Headwind -
Tailwind-
Crosswind-
CAT II/III Autoland Canada:
Headwind -
Tailwind-
Crosswind-
CAT II/III Autoland USA:
Headwind -
Tailwind-
Crosswind-
CAT II Manual:
Headwind - N/A
Tailwind-10 knots
Crosswind-20 knots
CAT II/III Autoland Canada:
Headwind -25 knots
Tailwind-10 knots
Crosswind-20 knots
CAT II/III Autoland USA:
Headwind -25 knots
Tailwind-10 knots
Crosswind-15 knots
Use of LVL CHG on final approach below 1000 feet AFE:
Prohibited
Maximum Gradient Path (G/P) Angle for VNAV Approaches:
3.6°
The maximum angle for VNAV approaches for the final segment (the segment from final fix to the runway) is 3.6 degrees.
For VNAV approaches, the gradient path shall be depicted on the FMC LEGS page
Engine Ignition:
Takeoff-
Landing-
Operation in heavy rain-
Anti-ice operation-
Takeoff-ON
Landing-ON
Operation in heavy rain-ON
Anti-ice operation-ON
Limit for each engine start attempt
2 minutes maximum B737 NG
3 minutes maximum B737 MAX
Minimum time between start attempts
10 seconds
Reverse thrust:
Intentional selection in flight-
Prohibited
APU
- Bleed + electrical load – Maximum altitude-
- Bleed – Maximum altitude-
- Electrical load – Maximum altitude-
- When ground air connected and isolation valve open-
- When Engine No. 1 bleed valve open -
- When isolation and Engine No. 2 bleed valves open-
Bleed + electrical load – Maximum altitude 10,000 ft
Bleed – Maximum altitude 17,000 ft
Electrical load – Maximum altitude 41,000 ft
When ground air connected and isolation valve open = Bleed valve closed
When Engine No. 1 bleed valve open = Bleed valve closed
When isolation and Engine No. 2 bleed valves open = Bleed valve closed
APU bleed valve may be open during engine start, but avoid engine power above idle.
After 3 consecutive aborted start attempts, a 15-minute cooling period is required.
Minimum Oil Quantity prior to engine start:
13 quarts
Reduced Thrust Takeoff – Assumed Temperature Method (TMD Indicates D-TO, D-TO 1 or D-TO 2)
Prohibited on slippery or contaminated runways;
Prohibited when anti-skid is inoperative; and
Prohibited when a special departure procedure specifies maximum thrust for takeoff.
Full Thrust Derate Takeoff (TMD indicates TO 1 or TO 2)
Permitted on slippery or contaminated runways;
Permitted when anti-skid inoperative; and
Permitted when a special departure procedure specifies maximum thrust for takeoff.
Full Rated Takeoff (TMD indicates TO)
Recommended in gusty or strong crosswind conditions.
Required when:
• Windshear present; or
• EEC in alternate mode.
Bump Thrust Takeoff (TMD indicates TO B)
Only authorized for performance limited takeoffs.
Wide Cut Fuels:
JP-4 or Jet B
Prohibited
Maximum tank fuel temperature
49°C
Minimum fuel tank temperature
3°C above the freezing point of the fuel being used or -43°C, whichever is higher
Jet Fuel Freezing Point:
Jet A: -40°C
Jet A1: -47°C
Minimum Fuel Tank Temperature is:
Jet A: -37°C
Jet A1: -43°C
Note: Operations in areas of extreme cold air, Static Air Temperature (SAT) of -65°C or colder, can over a period of time cool jet fuel to near or below its fuel specification freeze point. The fuel specification freeze point is a conservative value, based on the type of fuel (i.e., Jet A or A1). Fuel from different sources may cause the actual freeze point of a particular fuel load to be much lower. Should a flight encounter SAT values of -65°C or colder, Flight Crews shall monitor fuel tank temperatures. If the fuel temperature is approaching the fuel specification freeze point, the Pilot-in-Command should liaise with Flight Dispatch to adjust the route, Mach number, or altitude to minimize further reductions in fuel temperatures
Allowable lateral imbalance between main tanks 1 and 2
Must be scheduled to be Zero
Random fuel imbalance for taxi, takeoff, flight or landing
Must not exceed 1,000 lbs
Note 1: Fuel crossfeed valve must be closed for takeoff and landing.
Note 2: Main tanks 1 and 2 must be full if center tank contains more than 1,000 lbs.
Useable Fuel
Tank #1
Tank #2
Centre
Total
Tank #1 = 8,630 lbs
Tank #2 = 8,630 lbs
Centre = 28,803 lbs
Total = 46,063 lbs
Centre Tank Fuel Pumps
Intentional dry running of a center tank fuel pump (low pressure light illuminated) is prohibited.
CAUTION: Do not operate the center tank fuel pumps with the flight deck unattended
Flaps
Max Flap Extension Altitude -
Holding in icing conditions with flaps extended-
20,000 ft
Prohibited
Speedbrakes
Min radio altitude for deployment in flight-
Max speedbrake position in flight-
Speedbrake shall not be deployed in flight with flaps extended beyond_____°
- 1,000 ft
- FLIGHT DETENT
- Speedbrakes shall not be deployed in flight with flaps extended beyond 10° (ie with flaps 15 set)
Alternate Flap Duty Cycle
When extending or retracting flaps with the ALTERNATE FLAPS position switch, allow 15 seconds after releasing the ALTERNATE FLAPS position switch before moving the switch again to avoid damage to the alternate flap motor clutch.
• After a complete extend/retract cycle (i.e., 0 to 15 and back to 0), allow 5 minutes cooling before attempting another extension
Landing gear limitations
-
- Operation with assumed temperature reduced takeoff thrust is prohibited with anti-skid inoperative.
- Takeoff on wet, slippery or contaminated runways prohibited with anti-skid inoperative.
Do not apply brakes until after touchdown.
Ice and Rain
CAUTION: DO NOT operate engine or wing anti-ice when the total air temperature (TAT) is above
10°C
Icing Conditions definition
Icing conditions are defined as when the ambient temperature is 10°C or below and any of the following conditions exist:
• Visible moisture in any form is present, such as clouds or fog with visibility less than one mile, rain, snow, sleet and ice crystals;
• Standing water, ice, or snow is present on the ramps, taxiways or runways.
Engine TAI
Engine TAI must be on when:
Engine TAI must be on when icing conditions exist or are anticipated, except during climb and cruise below -40°C SAT.
Ignition must be selected to CONT prior to and during engine anti-ice operation.
Anytime during descent, if in icing conditions at a temperature of 10°C and below, the ignition and engine thermal anti-ice must be on
Wing Anti-Ice must be on when:
Wing Anti-ice Wing anti-ice must be on during all ground operations between engine start and takeoff, when icing conditions exist or are anticipated, unless the airplane is protected by the application of Type II or Type IV fluid in compliance with an approved ground de-icing program.
Ground use of the wing anti-ice system is intended to complement and not replace ground de-icing/anti-icing and inspection procedures.
Window heat must be on…
10 minutes prior to takeoff
Pressurization - Cabin Differential
With engine bleed air switches ON, do not operate the air conditioning packs…
in HIGH for takeoff, approach or landing.
Maximum cabin differential pressure (relief valves).
9.1 psi
Communication
Operational Information
- ACARS and VHF
- VHF FREQ 120.00 MHz
Do not use VHF3 for ATC communications with ACARS operational, or if in-flight entertainment system is in use.
Do not use VHF2 or VHF3 on 120.00 MHz as a primary means of communication. If frequency 120.00 MHz is required, use VHF1.
Severe Turbulence Air Penetration Speed
280 KIAS / .76M, whichever is lower. Applicable to Climb and Descent only.
Note: Refer to Severe Turbulence Supplementary Procedures; Section 6.5(5.14.11.4), for additional information.
Emergency Briefing
Captain Only: “In the event of a rejected takeoff, I will call REJECT and:
• Close the thrust levers and disengage the autothrottles
• Apply maximum braking (see Note 1)
• Deploy Speed Brake and Reverse Thrust
• Stop the aircraft.
• Once stopped, I will:
- Set the Parking Brake
- Stow the Speed Brakes
- Command the applicable checklist
- Advise the flight attendants/ passengers.”
First Officer Only: “I will monitor Speed Brake, Reverse and Autobrake operation:
• Advise ATC
• Call 60 knots
• Standby to initiate the checklist as commanded.”
Pilot Flying: “In the event of an engine failure or fire after V1, I will continue the takeoff, rotate normally at VR.”
Pilot Not Flying: “I will call positive rate.”
Pilot Flying: I will call “gear up.”
• Climb to flap retraction altitude (min. 1000’) (see Note 2)
• Call “Engine fire, Engine severe damage or SEPARATION QRC at a safe altitude” (min. 500’) (see Note 3)
• Call “Bug Up” (at flap retraction altitude)
• Retract flaps on schedule
• Call “Maximum Continuous Thrust”
• Call “Level Change”
• Climb at VM to 1500 feet
• Call “QRC Reference items” or the “Engine Failure OR Shutdown Checklist.”
Swoop is and, WJ is OR
WJ is “engine separation”
Swoop just “separation”
Note 1: RTO autobrake is available at speeds greater than 90 knots.
Note 2: If an engine failure occurs prior to V2, maintain V2 up to the flap retraction altitude. If an engine failure occurs during takeoff, the Flight Director pitch target speed is:
• V2, if airspeed is below V2
• Existing speed, if airspeed is between V2 and V2 + 20
• V2 + 20, if airspeed is above V2 + 20
If Flight Director pitch is not available, maintain speed schedule as above using raw data.
Note 3: The engine fire, engine severe damage, engine separation QRC should be called for at a safe altitude and when the airplane is under control. In all cases it should be at no less than 500’ AFE
Maximum Pressure Altitude for Takeoff and Landing
8,400 feet
Maximum allowable difference in Flight between the CA and FO altitude displays for RVSM operations
200 feet
Maximum allowable on Ground difference between CA and FO altitude display for RVSM:
- Sea level to 5,000ft
- 10,000 feet
Maximum allowable on Ground difference between Captain OR First Officer altitude display and field elevation for RVSM:
- Sea level to 5,000ft
- 10,000 feet
Maximum allowable on Ground difference between CA and FO altitude display for RVSM:
- Sea level to 5,000ft = 50 feet
- 10,000 feet = 60 feet
Maximum allowable on Ground difference between Captain OR First Officer altitude display and field elevation for RVSM:
- Sea level to 5,000ft = 75 feet
- 10,000 feet = 75 feet
Maximum allowable difference between Captain and FO altitude displays when crossing the FAF during RNAV (RNP) AR approach in the USA is:
100 feet
Air Data Inertial Reference Unit (ADIRU) alignment maximum latitude
78° 15’
Look ahead terrain alerting GPWS
When approaching to land at an airport not contained in the GPWS terrain database…
When approaching to land at an airport not contained in the GPWS terrain database, do not use the look-ahead terrain alerting and terrain display functions within 15nm of the airport
Do not use terrain display for navigation
Use of LVL CHG on final approach below 1,000 feet AFE
Prohibited
Cold Soaked Fuel Frost CSFF
Takeoff with cold soaked fuel frost on the wing tank upper surfaces is not permitted if any of the following conditions are present:
- The ambient temperature is below +4°C
- The tank fuel temperature is below -16°C
- There is cold soaked fuel frost on the wing tank upper surface that is beyond the lines defining the permissible cold soaked fuel frost area
- There is precipitation or visible moisture (rain, snow, drizzle, or fog with less then 1 mile visibility)
