B737 Limitations

  1. Maximum Takeoff and Landing Tailwind Component
    10 kts
  2. Maximum Speeds
    340kts / .82Mach
  3. Turbulence penetration speed
    280 kts / .76 M
  4. Maximum operating altitude
  5. Maximum cabin differential pressure (relief valves)
    9.1 psi
  6. With engine bleed air switches ON, DO NOT operate the air conditioning packs,
    In High for takeoff, approach, or landing.
  7. Engine TAI must be on when icing conditions exist or are anticipated, except
    during climbs and cruise below -40C SAT.
  8. Engine anti-ice must be on prior to and during descent
    in all icing conditions, including temperatures below -40C
  9. Icing conditions exist when
    OAT on the ground and for takeoff, or 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)
  10. Icing conditions also exist when
    the OAT on the ground and for takeoff is 10C or below when operation on ramps, taxiways or runways where surface snow, ice standing water, or slush may be ingested by the engines or freeze on engines or nacelles.
  11. Do not rely on airframe visual icing cures to turn engine anti-ice on.
    Delaying the use of engine anti-ice until ice buildup is visible from the cockpit may result in severe engine damage
  12. Do not use wing anti-ice as a substitute for
    ground de-icing /anti-icing and inspection procedures which are necessary to comply with operating rules
  13. Do not operate wing anti-ice on the ground
    when the OAT is above 10C
  14. Do not engage the autopilot on takeoff below
    500ft agl
  15. For single channel operation, the autopilot shall not remain engaged below
    50ft agl
  16. For non-precision approaches, the autopilot must be disengaged no lower than
    the applicable minimums minus 50ft.
  17. Use of aileron trim with the autopilot engaged is
  18. The Autopilot/flight director system has been certified for Cat II and IIIa Automatic Approach and Landing operations
    However, the FAA allows certain IIIa equipped aircraft with fail passive systems to fly to a minimum of 600RVR (IIIb on the charts). This FAA approval for Airtran is stated in Ops Spec C060 (CatIII). All approaches below Cat I will be flown using autoland with the Capt as the PF.
  19. Headwind
  20. Crosswind
    20kts (15kts for lower than Cat I mins)
  21. Tailwind
  22. Max taxi weight
  23. Max takeoff weight
  24. Landing
  25. Zero fuel wight
  26. Do not use VHF-3 for ATC comm
    with ACARS operational
  27. Do not use HF-1 during
    fueling, defueling or near fuel spills
  28. Maximum and minimum engine limits are marked by
    a red line
  29. Engine cautionary range is marked by
    an amber arc
  30. Normal operating range is marked by
    a white arc.
  31. EGT limits
    • Takeoff: Red Line 5 minutes (950 deg)
    • Max Continuous Thrust: Amber Arc (925 deg)
    • Starting: Red Line (725 deg)
  32. Minimum Oil Pressure
    • 13 psi
    • If oil pressure is in the yellow band with takeoff thrust set, do not takeoff.
  33. Maximum Oil Temperature
    • 155 deg C
    • Max continuous operation is 140 deg C. Operation between 140C and 155C is limited to 45 minutes.
  34. Engine RPM
    • N1 104.0% (104.7% 20 seconds)
    • N2 105.0%
  35. Engine ignition must be on for operation in
    heavy rain.
  36. Starter duty cycle
    Limit each start attempt to a maximum of 2 nimutes
    A minimum of 10 seconds is required between start attempts
  37. Intentional selection of reverse thrust in flight
    is prohibited
  38. Takeoff with EEC's in the Alternate mode is allowed if
    • No Derate or Assumed temperature thrust is used
    • Both EEC's are selected to the Alternate mode
  39. APU bleed + electrical load max altitude
  40. APU bleed max altitude
  41. APU electrical load max altitude
  42. APU bleed valve must be closed when
    • ground air connected and isolation valve open
    • engine no. 1 bleed valve open.
    • isolation and engine no. 2 bleed valves open
  43. APU bleed valve may be open during engine start but
    avoid engine power above idle
  44. Do not start or shut down APU during
    refueling operations
  45. Do not deploy the speedbrakes in flight at radio altitudes less than
  46. In flight do not extend the SPEED BRAKE lever
    beyond the FLIGHT DETENT.
  47. QFE selected is
  48. Do not operate weather radar during
    fueling, near fuel spills or people
  49. Fuel tanks can be loaded individually, simultaneously, or in any sequence. Main wing tanks must be scheduled to be full if
    the center wing tanks contains more than 1,000lbs of fuel.
  50. Allowable lateral imbalance between main tanks 1 and 2 must be scheduled to be
  51. Random fuel imbalance must not exceed
    1000lbs for taxi, takeoff, flight or landing
  52. Intentional dry running of a center tank pump (low pressure light illuminated) is
  53. Do not apply brakes until after
  54. Max flap extension altitude is
  55. Holding in icing conditions with the flaps extended is
  56. Use of assumed temperature reduced takeoff thrust is prohibited under the following conditions
    • Contaminated Runway
    • Anti-skid inoperative
    • Wind-shear (known or suspected)
  57. Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with
    a TCAS II resolution advisory
Card Set
B737 Limitations
Airtran 737 limitations