Boeing 737 aircraft limitations are a set of operational restrictions that define the safe operation of the aircraft. These limitations include weight, speed, altitude, temperature, and specific system operations. They are imposed to ensure the structural integrity of the aircraft, maintain its aerodynamic performance, and guarantee the safety of flight operations.

All of these limitations are documented in the Aircraft Flight Manual (AFM), which is the primary source of information for flight crews regarding the safe operation of the aircraft. The AFM is a legally required document that must be carried on board the aircraft at all times.

Certification Status: This airplane is certificated in the Transport Category, Title 14 of the Code of Federal Regulations (CFR) Part 25 and Part 36.

Reference Aircraft: Boeing 737 Max (737-8)

General

  • Runway slope: ±2%
  • Required flight crew: Two Pilots
  • Maximum Takeoff and Landing Tailwind: 15 knots
  • Maximum Operating Altitude: 41,000 feet pressure altitude
  • Maximum Takeoff and Landing Altitude: 8,400 feet pressure altitude
  • Verify that an operational check of the flight deck door access system has been accomplished according to approved procedures once each flight day.
  • Installation of handle covers on the overwing exits must be verified prior to departure whenever passengers are carried.
  • Ground Wind Operating Envelope
    • For crosswinds greater than 43 knots, limit thrust to a setting normally used for taxi.
    • Except when setting takeoff thrust on the runway, limit engine thrust to idle for winds greater than 58 knots.
  • Severe Turbulent Air Penetration speed is 280 KIAS / .76M, whichever is lower. Applicable to Climb and Descent only. During Cruise, refer to FCOM SP.16, Severe Turbulence Supplementary Procedure.
  • On revenue flights, the escape slide retention bar (girt bar) must be installed during taxi, takeoff, and landing.
  • Do not operate HF radios during refueling operations.
  • Altitude Display Limits For RVSM Operations
    • Standby altimeters do not meet the 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:
Field ElevationMax diff. b/w
Captain & F/O
Max diff. b/w
Captain or F/O & Field Elevation
Sea Level to 5,000 feet50 feet75 feet
5,001 to 10,000 feet60 feet75 feet

Weight Limitations

  • Maximum Taxi Weight (MTW): 82,871 Kilograms
  • Maximum Takeoff Weight (MTOW): 82,644 Kilograms
  • Maximum Landing Weight (MLW): 69,308 Kilograms
  • Maximum Zero Fuel Weight (MZFW): 65,952 Kilograms
  • Minimum Flight Weight (MFW): 42,638 Kilograms
  • Alternate Maximum Weight Limitations: Alternate weights are applicable only when operating under Alternate Weights appendices specified in the AFM. Alternate weight limitations are associated with Service Bulletins and are placarded on the flight deck.

Air Systems

  • The maximum cabin differential pressure (relief valves) is 9.1 psi.
  • With either one or both engine BLEED air switches ON, do not operate the air conditioning packs in HIGH for takeoff, approach, or landing.
  • Note: The fire protection Non-Normal procedures take precedence over the statement regarding no air conditioning pack in HIGH during takeoff, approach, or landing. The CARGO FIRE and SMOKE/ FUMES REMOVAL checklists require the operating PACK switch(es) HIGH. Switch(es) need to be placed in HIGH in order to increase ventilation for smoke removal.

Autopilot

  • Use of aileron trim with the autopilot engaged is prohibited.
  • Do not engage the autopilot for takeoff below 400 feet AGL.
  • Airplanes operating under FAA Rules:
  • Airplanes operating with EASA Certification: The Minimum Use Height (MUH) for single-channel autopilot operation is defined as 111 feet AGL.
  • Airplanes operating with FAA Rules: Maximum allowable wind speeds when landing weather minima are predicated on autoland operations:
    • Headwind 25 knots
    • Crosswind 20 knots
    • Tailwind 15 knots.
  • Maximum and minimum glideslope angles for autoland are 3.25 degrees and 2.5 degrees, respectively.
  • Autoland capability may only be used with Flaps 30 or 40 and both engines operative.
  • Do not use LVL CHG on the final approach below 1000 feet AFE.

Communications

  • Use the VHF radio connected to the top of the fuselage antenna for primary ATC communications on the ground.
  • Aircraft Communications Addressing and Reporting System (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:
      • 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.
  • Satellite Communications (SATCOM) System
    • When both SATCOM channels are in use, one CDU must be on SAT-PHONE 1/2 page.

Electrical

  • The use of Flight Deck Auxiliary Power outlets in the flight deck requires operational regulatory approval.

Engines

  • Thrust: Operation with assumed temperature reduced takeoff thrust is not permitted with anti-skid inoperative.
  • 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.
  • Engines – Reverse Thrust
    • Use for ground operation only.
    • Intentional selection of reverse thrust in flight is prohibited.
    • Backing the airplane with the reverse thrust is prohibited.
    • Do not attempt go-around after thrust reverser deployment on landing.

APU

  • Airplanes operating under FAA Rules: Inflight – APU bleed + electrical load: Maximum altitude 10,000 feet.
  • Airplanes operating under FAA Rules: Ground only – APU bleed + electrical load: Maximum altitude 15,000 feet.
  • APU bleed: Maximum altitude 17,000 feet.
  • APU electrical load: Maximum altitude 41,000 feet.
  • APU bleed valve must be closed when:
    • ground air connected and isolation valve is open
    • engine no. 1 bleed valve is open
    • isolation and engine no. 2 bleed valves open.
  • APU bleed valve may be open during engine start, but avoid engine power above idle.
  • After three consecutive aborted start attempts, a 15-minute cooling period is required.
  • Run the APU for two full minutes before using it as a bleed air source.

Flight Controls

  • The maximum altitude with flaps extended is 20,000 feet.
  • Holding in icing conditions with flaps extended is prohibited.
  • In flight, do not extend the speed brake lever beyond the FLIGHT detent. Do not use speed brakes below 1000 feet above the surface.
  • In flight, do not extend the speedbrake lever beyond the ARMED detent with flaps 40 selected.
  • Avoid rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw (e.g., large side slip angles) as they may result in structural failure at any speed, including below VA.
  • Do not deploy the speedbrakes in flight at radio altitudes less than 1,000 feet.
  • 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.

Navigation

  • Air Data Inertial Reference Unit (ADIRU): ADIRU alignment must not be attempted at latitudes greater than 78 degrees 15 minutes.
  • All flight operations based on magnetic heading or magnetic track angle are prohibited in geographic areas where the installed IRS MagVar table errors are greater than 5 degrees.
  • Refer to the Operating Data/Inertial Reference System (IRS) section of AFM for procedures to determine the geographic areas and magnitude of MagVar errors for the specific MagVar table installed in the IRS and if any of these limitations apply.
  • QFE Selection: The use of VNAV or LNAV with the altimeters referenced to QFE is prohibited. The use of the Vertical Situation Display (VSD) with the altimeters referenced to QFE is prohibited.
  • 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 or runway not contained in the GPWS terrain database.
  • Avoid weather radar operation in a hangar.
  • Avoid weather radar operation when personnel are within the area normally enclosed by the aircraft nose radome.
  • Note: The hangar recommendation does not apply to the weather radar test mode.

Fuel System

  • Maximum tank fuel temperature is 49°C.
  • Minimum tank fuel temperature prior to takeoff and inflight is –43°C, or 3°C above the fuel freezing point temperature, whichever is higher.
  • Note: The use of Fuel System Icing Inhibitor additives does not change the minimum fuel tank temperature limit.
  • Intentional dry running of a center tank fuel pump (low pressure light illuminated) is prohibited.
  • Fuel Balance: The lateral fuel imbalance between main wing tanks must be scheduled to be zero. Fuel imbalance between main wing tanks for taxi, takeoff, flight or landing must not exceed 453 kilograms.
  • Fuel Loading: Main tanks 1 and 2 must be full if center tank contains more than 453 kilograms.

Landing Gear

  • Do not apply brakes until after touchdown.
  • Autobrakes are not allowed with antiskid inoperative.

Note: Limitations are also provided in the FCOM. Possible conflicts between the AFM and the FCOM may arise due to differing publication release dates. In the event of a conflict between the FCOM and the AFM, the AFM takes precedence.