Boeing 737 - 600/700/800/900. Operations Manual (1997 year)

Limitations -

Operating Limitations

Boeing 737 Operations Manual

Narrow Runway (30 M) Operation

[Option - 30 Meter Wide Runway]

The maximum crosswind component at 10 meter (32.8 feet) height for takeoff and

landing is:

Snow

Model

Dry

Wet

Covered

Flooded

Icy

Runway

(No Melting)

Runway

737-600

26 knots

16 knots

12 knots

6 knots

4 knots

737-700

24 knots

13 knots

11 knots

4 knots

737-800

27 knots

16 knots

15 knots

10 knots

4 knots

* Operation Not Recommended

Runway centerline shall be clearly visible in the prevailing conditions.

Note: Consult AFM-DPI (Alternate Performance) for adjustment to V1(MCG)

based on 20 foot deviation from runway centerline. An adjustment to

Maximum Takeoff Weight and Takeoff Speeds may also be required.

[Option - 737-600/-700 airplanes with engine performance restrictions]

Note: See AFM Appendix for Aft CG curtailments which may further restrict

airplane takeoff envelope.

Non-AFM Operational Information

Note: The following items are not AFM limitations, but are provided for flight

crew information.

On revenue flights, the escape slide retention bar (girt bar) must be installed

during taxi, takeoff and landing.

[Option - Winglets]

The maximum demonstrated takeoff and landing crosswind is 33 knots.

[Option - No winglets]

The maximum demonstrated takeoff and landing crosswind is 36 knots.

Altitude Display Limits for RVSM Operations

Standby altimeters do not meet altimeter accuracy requirements of RVSM

airspace.

The maximum allowable in-flight difference between Captain and First Officer

altitude displays for RVSM operations is 200 feet.

The maximum allowable on-the-ground altitude display differences for RVSM

operations are:

L.10.2

Limitations -

Operating Limitations

Boeing 737 Operations Manual

Field Elevation

Max Difference

Between

Captain & F/O

Captain or F/O &

Field Elevation

Sea Level to

50 feet

75 feet

5,000 feet

10,000 feet

60 feet

75 feet

Weight Limitations

[Option - Typical 737-600]

Weights

Pounds / Kilograms

Maximum Taxi Weight

127,500 / 57,832

Maximum Takeoff Weight

127,000 / 57,606

Maximum Landing Weight

120,500 / 54,657

Maximum Zero Fuel Weight

114,000 / 51,709

[Option - Typical 737-700]

Weights

Pounds / Kilograms

Maximum Taxi Weight

133,500 / 60,554

Maximum Takeoff Weight

133,000 / 60,327

Maximum Landing Weight

128,000 / 58,059

Maximum Zero Fuel Weight

120,500 / 54,657

[Option - Typical 737-700 with CFM56-7B26 Thrust]

Note: Minimum Takeoff Weight - 125,000 lbs. / 56,699 kgs.

Lower minimum takeoff weights that account for the actual pressure

altitude and outside air temperature may be obtained by using the

Minimum Takeoff Weight table in the Takeoff section of the Performance

Dispatch (PD) chapter.

[Option - Typical 737-800]

Weights

Pounds / Kilograms

Maximum Taxi Weight

156,000 / 70,760

Maximum Takeoff Weight

155,500 / 70,533

Maximum Landing Weight

144,000 / 65,317

Maximum Zero Fuel Weight

136,000 / 61,688

L.10.3

Limitations -

Operating Limitations

Boeing 737 Operations Manual

[Option - Typical 737-900]

Weights

Pounds / Kilograms

Maximum Taxi Weight

174,700 / 79,242

Maximum Takeoff Weight

174,200 / 79,015

Maximum Landing Weight

146,300 / 66,360

144,200 / 65,407

Maximum Landing Weight (Flaps 15 *)

Maximum Zero Fuel Weight

138,300 / 62,731

* This maximum weight applies when landing with Flaps 15 under normal conditions.

It does not apply when Flaps 15 is required during a Non-Normal Checklist.

Air Systems

Pressurization

The maximum cabin differential pressure (relief valves) is 9.1 psi.

Non-AFM Operational Information

With engine bleed air switches ON, do not operate the air conditioning packs in

HIGH for takeoff, approach or landing.

Anti-Ice, Rain

Engine TAI must be on when icing conditions exist or are anticipated, except

during climb and cruise below -40°C SAT.

[Option - 737-600/-700/-800 without stiffened elevator tabs]

(PRR 38506 or Service Bulletin 737-55A1080)

After any ground deicing/anti-icing of the horizontal stabilizer, airspeed must be

limited to 270 KIAS until the crew has been informed that applicable maintenance

procedures have been accomplished that would allow exceedance of 270 KIAS.

Once the applicable maintenance procedures have been accomplished, exceeding

270 KIAS is permissible only until the next deicing/anti-icing.

Autopilot/Flight Director System

Do not engage the autopilot for takeoff below 400 feet AGL.

[Option - High altitude landing system]

Do not use the autopilot below 100 feet radio altitude at airport pressure altitudes

above 8,400 feet.

L.10.4

Limitations -

Operating Limitations

Boeing 737 Operations Manual

[Option - JAA rules]

The autopilot must be disengaged before the airplane descends more than 50 feet

below the minimum descent altitude (MDA) unless it is coupled to an ILS glide

slope and localizer or in the go-around mode.

[Option - Typical, 737-800, JAA rules]

The Minimum Use Height (MUH) for single channel autopilot operation is

defined as 158 feet AGL.

[Option - FAA rules]

For single channel operation, the autopilot shall not be engaged below 50 feet

AGL.

Use of aileron trim with the autopilot engaged is prohibited.

[Option - Typical, FAA rules, 15 kt tailwind]

Maximum allowable wind speeds when landing weather minima are predicated on

autoland operations:

• Headwind 25 knots

• Crosswind 20 knots

• Tailwind 15 knots.

[Option - Typical, JAA rules, Cat II or Cat III]

Maximum allowable wind speeds, when conducting a dual channel

Cat II or Cat III landing predicated on autoland operations, are:

• Headwind 25 knots

• Crosswind 20 knots

• Tailwind:

[Option - Typical 737-900, 10 kt tailwind]

Field Elevation

Flaps 30

Flaps 40

2000 feet or less

10 knots

2001 to 4000 feet

10 knots

4001 to 6000 feet

5 knots

10 knots

Greater than 6000 feet

0 knots

10 knots

L.10.5

Limitations -

Operating Limitations

Boeing 737 Operations Manual

[Option - Typical 737-900, 15 kt tailwind]

Field Elevation

Flaps 30

Flaps 40

2000 feet or less

15 knots

2001 to 4000 feet

10 knots

15 knots

4001 to 6000 feet

5 knots

15 knots

Greater than 6000 feet

0 knots

15 knots

HUD System

[Option - Head-Up Display]

[Option - HUD 2350 with winglets or HUD 4000]

AIII mode approach and landings are not approved.

[Option - HUD 2350, No winglets]

For manual CAT II or CAT IIIA approach and landing, AIII mode must be selected

and the autopilot (A/P) and autothrottle (A/T) must be disengaged prior to 500 feet

above TDZE.

[Option - With polar navigation]

Do not use at latitudes greater than 85 degrees latitude.

Communications

[Option - With VHF-3, ACARS or audio entertainment system, and without Voice

Mode Protection]

Do not use VHF-3 for ATC communications with ACARS operational, or if audio

entertainment system is in use.

Aircraft Communications Addressing and Reporting System

[Option - ACARS]

The ACARS is limited to the transmission and receipt of messages that will not

create an unsafe condition if the message is improperly received, such as the

following conditions:

• the message or parts of the message are delayed or not received,

• the message is delivered to the wrong recipient, or

• the message content may be frequently corrupted.

However, Pre-Departure Clearance, Digital Automatic Terminal

Information Service, Oceanic Clearances, Weight and Balance and

Takeoff Data messages can be transmitted and received over ACARS if

they are verified per approved operational procedures.

L.10.6

Limitations -

Operating Limitations

Boeing 737 Operations Manual

Non-AFM Operational Information

Use the VHF radio connected to the top of fuselage antenna for primary ATC

communications on the ground.

Engines and APU

Engine Limit Display Markings

Maximum and minimum limits are red.

Caution limits are amber.

Engine Ignition

Engine ignition must be on for:

• takeoff

• landing

• operation in heavy rain

• anti-ice operation.

Reverse Thrust

Intentional selection of reverse thrust in flight is prohibited.

APU

[Option - Typical JAA]

APU bleed + electrical load: max alt 10,000 ft.

[Option - Typical FAA]

Inflight - APU bleed + electrical load: max alt 10,000 ft.

[Option - Typical FAA]

Ground only - APU bleed + electrical load: max alt 15,000 ft.

APU bleed: max alt 17,000 ft.

APU electrical load: max alt 41,000 ft.

Non-AFM Operational Information

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.

APU bleed valve may be open during engine start, but avoid engine power above

idle.

Do not start or shut down APU during refueling operations.

L.10.7

Limitations -

Operating Limitations

Boeing 737 Operations Manual

Flight Controls

Max flap extension altitude is 20,000 ft.

Holding in icing conditions with flaps extended is prohibited.

Do not deploy the speedbrakes in flight at radio altitudes less than 1,000 feet.

[Option - 737-600/-700/-800 without stiffened elevator tabs]

(PRR 38506 or Service Bulletin 737-55A1080)

Do not operate the airplane at speeds in excess of 300 KIAS with speedbrakes

extended.

WARNING: Use of speedbrakes at speeds in excess of 320 KIAS could

result in a severe vibration, which, in turn, could cause

extreme damage to the horizontal stabilizer.

In flight, do not extend the SPEED BRAKE lever beyond the FLIGHT DETENT.

Non-AFM Operational Information

Alternate flap duty cycle:

Flap Position

Minutes Off

0 - 15

greater than 15

Flight Management, Navigation

Air Data Inertial Reference Unit (ADIRU)

ADIRU alignment must not be attempted at latitudes greater than 78 degrees 15

minutes.

QFE Selection

The use of LNAV and VNAV with QFE selected is prohibited.

[Option - Altimeter with QFE]

A QFE altitude reference for the PFDs must be selected in the FMS whenever

QFE is used instead of QNH.

[Option - Altimeter with QFE]

QFE operations are prohibited if the option for QFE altitude reference selection is

not installed in the FMS.

Navigational Equipment

Non-AFM Operational Information

Do not operate weather radar during fueling, near fuel spills or people.

L.10.8

Limitations -

Operating Limitations

Boeing 737 Operations Manual

Look-Ahead Terrain Alerting (GPWS)

Do not use the terrain display for navigation.

Do not use the look-ahead terrain alerting and terrain display functions:

• within 15 nm of takeoff, approach or landing at an airport not contained in

the GPWS terrain database

Note: Refer to Honeywell Document 060-4267-000 for airports contained in the

installed GPWS terrain database.

Fuel System

The use of Wide Cut Fuels per Class B of GE Specification D50TF2,

JP-4 or Jet B, is prohibited.

Maximum tank fuel temperature: 49°C.

Minimum inflight tank fuel temperature: 3°C above the freezing point of the fuel

being used or -43°C, whichever is higher.

Allowable lateral imbalance between main tanks 1 and 2 must be scheduled to be

zero. Random fuel imbalance must not exceed 1000 lbs / 453 kgs for taxi, takeoff,

flight or landing.

Fuel crossfeed valve must be closed for takeoff and landing.

Main tanks 1 and 2 must be full if center tank contains more than 1000 lbs /

453 kgs.

Landing Gear

Operation with assumed temperature reduced takeoff thrust is not permitted with

anti-skid inoperative.

[Option - JAA rules]

Towbarless towing operations are restricted to tow vehicles that are designed and

operated to preclude damage to the airplane steering system or which provide a

reliable and unmistakable warning when damage to the steering system may have

occurred.

Non-AFM Operational Information

Do not apply brakes until after touchdown.

L.10.9

Boeing 737 Operations Manual

Normal Procedures

Chapter NP

Table of Contents

Section 0

NP.0 Normal Procedures-Table of Contents

Introduction

NP.10.1

General

NP.10.1

Controls and Indications - Nomenclature

NP.10.1

Normal Procedures

NP.10.1

Autopilot Flight Director System and Flight

Management System Monitoring

NP.10.3

CDU Operation

NP.10.3

Panel Scan Diagram

NP.10.4

Pilot Flying/Taxiing and Pilot Not Flying/Not Taxiing

Areas of Responsibility

NP.10.5

Amplified Procedures

NP.20.1

Exterior Safety Inspection - Captain or First Officer

NP.20.1

Flight Deck Safety Inspection - Captain or First Officer

NP.20.1

Preliminary Flight Deck Preparation - Captain or First

Officer

NP.20.2

Exterior Inspection

NP.20.5

Flight Deck Preparation - Captain or First Officer

NP.20.8

Flight Deck Preparation - Captain

NP.20.9

Flight Deck Preparation - First Officer

NP.20.19

Final Flight Deck Preparation - Captain and First

Officer

NP.20.24

Engine Start Procedure

NP.20.25

After Start Procedure

NP.20.27

Pushback or Tow Out Procedure

NP.20.28

Before Takeoff Procedure

NP.20.29

Takeoff Procedure

NP.20.31

After Takeoff Procedure

NP.20.32

Takeoff Flap Retraction Speed Schedule

NP.20.33

NP.TOC.0.1

Normal Procedures -

Table of Contents

Boeing 737 Operations Manual

Climb and Cruise Procedure

NP.20.34

Descent and Approach Procedure

NP.20.35

Approach Procedure

NP.20.36

Landing Procedure

NP.20.37

Go-Around Procedure

NP.20.38

Landing Roll Procedure

NP.20.39

Taxi In Procedure

NP.20.40

Shutdown Procedure

NP.20.41

Secure Procedure

NP.20.42

Flight Patterns

NP.30.1

Takeoff

NP.30.1

ILS Approach

NP.30.2

Instrument Approach using VNAV

NP.30.3

Instrument Approach using V/S

NP.30.4

Circling Approach

NP.30.5

Visual Traffic Pattern

NP.30.6

NP.TOC.0.2

Boeing 737 Operations Manual

Normal Procedures

Chapter NP

Introduction

Section 10

General

This chapter contains Normal Procedures. The first section incorporates routine

normal procedures and associated flight patterns. The second section incorporates

supplementary procedures that are accomplished as required rather than routinely

performed.

Controls and Indications - Nomenclature

Controls and indications appear in all UPPERCASE type to correspond to the

words on the control panel or display. For example, the following item has

UPPERCASE words to match what is found on the panel:

EQUIPMENT COOLING switches

NORMAL

The word EQUIPMENT is spelled out, even though it is abbreviated on the panel.

The following appears in all lower case because there are no words identifying the

panel name.

Engine display control panel

Set

Normal Procedures

Normal procedures are used by the trained flight crew to ensure airplane condition

is acceptable and that the flight deck is correctly configured for each phase of

flight. These procedures assume all systems are operating normally and automated

features are fully utilized.

Procedures are performed from recall and follow a panel flow. Checklists are used

to verify that critical items affecting safety have been accomplished. These

procedures are designed to minimize crew workload and are consistent with flight

deck technology.

During accomplishment of procedures, it is the crew member’s responsibility to

ensure proper system response. If an improper indication is noted, first verify that

the system controls are properly positioned. Then, if necessary, check the

appropriate circuit breaker(s), and test related system light(s.)

Before engine start, individual system lights are used to verify system status. If an

individual system light is indicating an improper condition prior to engine start,

determine if the condition may affect dispatch and require maintenance action or

compliance with the Minimum Equipment List (MEL.)

NP.10.1

Normal Procedures -

Introduction

Boeing 737 Operations Manual

After engine start, the MASTER CAUTION system, annunciator lights, and alerts

are used as the primary means to alert the crew to a non-normal system condition.

Illumination of the MASTER CAUTION and system annunciator lights requires

accomplishment of the appropriate non-normal procedure. Upon completion of

the procedure and prior to takeoff, the Dispatch Deviations Guide (DDG) or

airline equivalent should be consulted to determine if MEL relief is available.

Flight crew duties are organized in accordance with an area of responsibility

concept. Each crewmember is assigned a flight deck area where the crewmember

initiates actions for required procedures.The panel illustrations in this section

describe each crewmember’s area of responsibility for pre/post flight and phase of

flight.

Pre/post flight duties are apportioned between the captain and first officer, while

phase of flight duties are apportioned between the Pilot Flying (PF) and Pilot Not

Flying (PNF.) A normal scan flow is encouraged; however, certain items may be

handled in the most logical sequence for existing conditions. Actions outside the

crew member’s area of responsibility are initiated at the direction of the captain.

General phase of flight responsibilities are as follows:

Pilot flying (PF):

• flight path and airspeed control

• airplane configuration

• navigation.

Pilot not flying (PNF):

• checklist reading

• communications

• tasks requested by PF

• start levers and fire switches (with PF concurrence.)

Phase of flight duties, beginning with the Takeoff Procedure and ending with

completion of the Landing Roll Procedure, are presented in table form in the

appropriate procedures section.

The first officer, when flying the airplane, performs the duties listed under PF, and

the captain performs those duties listed under PNF.

Note: Although the mode control panel is designated as the PF’s responsibility,

the PNF should operate the controls on the mode control panel at the

direction of the PF when the airplane is being flown manually.

The captain retains final authority for all actions directed and performed.

NP.10.2

Normal Procedures -

Introduction

Boeing 737 Operations Manual

Autopilot Flight Director System and Flight Management

System Monitoring

When the autopilot, flight director, or autothrottles are in use and a mode change

is selected or is scheduled to occur, the annunciation must be verified on the flight

mode annunciation display. Airplane course, vertical path, and speed must always

be monitored.

Similarly, when a thrust mode change is selected or is scheduled to occur, the

annunciation must be verified on the thrust mode display.

In LNAV and VNAV, all airplane course, vertical path, thrust and speed changes

must be verified.

CDU Operation

On the ground, the control display unit (CDU) entries are normally performed by

the first officer and verified by the captain.

In flight, CDU entries are normally accomplished by the pilot not flying and

verified by the pilot flying prior to execution. CDU entries should be

accomplished prior to high workload periods such as departure, arrival, or

holding. During high workload periods, using the autopilot modes such as heading

select, level change, and the altitude and speed intervention features, if available,

may be more efficient than entering complex route modifications into the CDU.

NP.10.3

Normal Procedures -

Introduction

Boeing 737 Operations Manual

Panel Scan Diagram

The diagram below describes each crew member’s area of responsibility and scan

flow pattern for each panel when the airplane is not moving under its own power.

165

A/T

2A/T

118.00

136.97

118.00

136.97

108.00

29.999

Captain

First Officer

NP.10.4

Normal Procedures -

Introduction

Boeing 737 Operations Manual

Pilot Flying/Taxiing and Pilot Not Flying/Not Taxiing Areas of

Responsibility

The diagram below describes each crew member’s area of responsibility for each

panel when the airplane is moving under its own power.

N47324

W122123

ELT

ARM

ELT

GPS

PSEU

165

IDLE

STAB TRIM

MAINELECT

NORMAL

AUTOPILOT

CUTOFF

A/T

CUTOUT

118.00

136.97

118.00

136.97

Pilot Flying/Taxiing

(PF) area of

responsibility

108.00

Pilot Not Flying/Not

Taxiing (PNF) area

of responsibility

29.999

Unshaded areas are

the responsibility of

the pilot seated on

the respective side.

NP.10.5

Boeing 737 Operations Manual

Normal Procedures

Chapter NP

Amplified Procedures

Section 20

Exterior Safety Inspection - Captain or First Officer

Surfaces and chocks

Check

Visually check that all movable surfaces are clear and the chocks are

in place.

Maintenance status

Check

Verify maintenance status is acceptable for flight and ensure

agreement with authorized dispatch deviations if required.

Flight Deck Safety Inspection - Captain or First Officer

Perform the following checks prior to assuming normal crew positions.

BATTERY switch

Guard - Down

ELECTRIC HYDRAULIC PUMP switches

OFF

LANDING GEAR lever

All green landing gear indicator lights - Illuminated

NP.20.1

Normal Procedures -

Amplified Procedures

Boeing 737 Operations Manual

Preliminary Flight Deck Preparation - Captain or First Officer

GROUND POWER switch (if ground power is available)

SOURCE OFF lights - Extinguished

Fault/Inop detection

Check

OVERHEAT DETECTOR switches - NORMAL

TEST switch - Hold to FAULT/INOP

Verify MASTER CAUTION, OVHT/DET annunciator, FAULT

and APU DET INOP lights are illuminated.

If the FAULT light fails to illuminate, the fault monitoring system

is inoperative.

If APU DET INOP light fails to illuminate, do not operate APU.

Fire/Overheat warning

Check

Note: Alert ground personnel before this test is accomplished with the

APU operating. The fire warning light flashes and the horn

sounds on the APU ground control panel.

TEST switch - Hold to OVHT/FIRE

Verify fire warning bell sounds, master FIRE WARN lights,

MASTER CAUTION lights and OVHT/DET annunciator

illuminate.

Master FIRE WARNING light - Push

Verify master FIRE WARN lights and fire warning bell cancel.

Verify engine No. 1, APU, and engine No. 2 fire warning switch

and engine No. 1 and engine No. 2 OVERHEAT lights are

illuminated. If AC busses are powered, verify WHEEL WELL fire

warning light is illuminated.

If an engine fire warning switch and an ENG OVERHEAT light

do not illuminate, a detection loop is inoperative.

EXTINGUISHER TEST switch

Check

NP.20.2

Normal Procedures -

Amplified Procedures

Boeing 737 Operations Manual

Position TEST Switch to 1, verify the green extinguisher test lights

are illuminated. Release switch and verify the lights are extinguished.

Repeat for test position 2.

APU

Start & on busses

When the APU GEN OFF BUS light illuminates:

APU GENERATOR bus switches - ON

SOURCE OFF lights - Extinguished

Note: It is recommended that the APU be operated for one minute

before using as a bleed air source.

FLAP lever

Set

Position the FLAP lever to agree with the FLAPS position indicator.

CARGO FIRE system

Check

DETECTOR SELECT switches - NORM

TEST switch - Push

Verify fire warning bell sounds and master FIRE WARN lights

illuminate.

Master FIRE WARN light - Push

Verify master FIRE WARN lights and fire warning bell cancel.

Verify cargo fire (FWD, AFT) warning lights are illuminated.

Verify DETECTOR FAULT light remains extinguished.

Note:If a cargo fire warning light does not illuminate and

the DETECTOR FAULT light illuminates, a detection

loop is inoperative.

Verify the green EXTINGUISHER test lights are illuminated.

Verify the cargo fire bottle DISCHARGE light is illuminated.

Manual gear extension access door

Closed

Emergency equipment

Check

NP.20.3

Boeing 737 - 600/700/800/900. Operations Manual (1997 year) - page 7