B 737Cl 300/500 Limitations

Front 1

The maximum T/O and landing tailwind component on a dry or wet runway (non contaminated) is ?

Back 1

10 kts (or 15kts as certified) including gusts

Front 2

The maximum speed with the MACH TRIM system inoperative is?

Back 2

Classics:0.74M, NG's 280/0.82M

Front 3

The recommended turbulent penetration airspeed is

Back 3

Classics: 280Kts/0.73M, NG's: 280Kts/0.76M

Front 4

The maximum landing weight of the B737-300 is

Back 4

51,709 Kg

Front 5

The maximum time limit for take-off thrust is

Back 5

5 minutes

Front 6

The maximum speed for landing gear extension is

Back 6

270 kt. or .82M

Front 7

The maximum speed for landing gear retraction is

Back 7

235 Kts

Front 8

The maximum speed for landing gear extended is

Back 8

320 kt. or .82M

Front 9

The T.R. voltage range is

Back 9

24 - 30 volts.

Front 10

The maximum wind speed for airstair operation is

Back 10

40 Kts

Front 11

The runway slope limits are

Back 11

+/- 2 %

Front 12

The maximum differential pressure is

Back 12

Classics: 8.65 psi, NG: 9.1 psi

Front 13

The maximum cabin differential pressure for take-off and landing is

Back 13

.125 psi

Front 14

The operating differential pressure (FLT ALT set at 27,000 feet) is

Back 14

7.45 psi

Front 15

The APU maximum EGT is

Back 15

760C Garrett Only

Front 16

The maximum APU operating continuous EGT is

Back 16

710C Garrett only

Front 17

The maximum aircraft altitude for both APU bleed and electrical load is

Back 17

10,000 feet

Front 18

The maximum aircraft altitude for APU bleed only is

Back 18

17,000 feet

Front 19

The maximum aircraft altitude for APU generator use is

Back 19

Garrett: 35,000ft, Sundstrand: 37,000ft, NG: 41,000ft.

Front 20

The battery voltage range is

Back 20

22 - 30 volts

Front 21

The maximum Generator Drive oil temperature / temperature rise is

Back 21

157 degrees C / 20 degrees C

Front 22

The maximum flap extension altitude is

Back 22

20,000 feet

Front 23

The maximum fuel temperature is

Back 23

49 degrees C

Front 24

The minimum fuel temperature is

Back 24

Fuel freeze point plus 3 degrees C, or -45 degrees C, whichever is higher.

Front 25

The minimum fuel required for ground operation of the hydraulic electric pumps is

Back 25

760 KGS in respective wing tank

Front 26

When should window heat switched on

Back 26

10 minutes before take-off

Front 27

The maximum external air pressure (ground cart) is

Back 27

60 PSI (at 232 degrees C).

Front 28

The Maximum N1 RPM is

Back 28

106%.
NG 105%

Front 29

The Maximum N2 RPM is

Back 29

105%
NG 104%

Front 30

The maximum EGT for take-off is

Back 30

930 degrees C
NG 950 C

Front 31

The maximum start engine EGT is

Back 31

725 degrees C

Front 32

The minimum engine oil pressure is

Back 32

13 psi

Front 33

The maximum continuous engine oil temperature is

Back 33

160 degrees C

Front 34

The minimum operating brake pressure indication is

Back 34

2800 psi

Front 35

The minimum start pressure at 2000 feet above sea level (prior to starter engagement) is

Back 35

29 psi

Front 36

The recommended refuelling nozzle pressure is

Back 36

50 psi

Front 37

Do not operate engine or wing anti-ice when the temperature is above

Back 37

10 degrees C TAT

Front 38

The manoeuvre speed with flap 5 (gross weight of 52,000 kgs) is

Back 38

180 Kts

Front 39

Starter assist (inflight engine start) should be used when N2 is below

Back 39

15%

Front 40

For all revenue flights, the escape slide retention bar must be installed during

Back 40

Taxy, take-off and landing

Front 41

The maximum operating altitude of the B737 is

Back 41

Classics: 37,000ft, NG's: 41,000ft

Front 42

The maximum altitude for take-off and landing is

Back 42

8,400 feet

Front 43

The flight operating latitude limits of the B737-3/4/500 are

Back 43

73 degrees North and 60 degrees South

Front 44

The maximum wind allowable for airstairs to remain extended is

Back 44

60 kts

Front 45

When engine bleeds are ON, both air conditioning packs must be set to

Back 45

AUTO or OFF for take-off, approach or landing

Front 46

The APU bleed valve must be closed whenever the

Back 46

Ground air connected and isolation valve open. L.H. engine bleed valve open (L.H. engine running above idle power) Isolation and R.H. engine bleed valves open (with the R.H. engine running above idle power).

Front 47

Except for ER operation, one air-conditioning pack may be inoperative provided altitude is limited to

Back 47

FL 250

Front 48

Speedbrake should not be deployed in flight at radio altitudes less than

Back 48

1000 feet

Front 49

The duty cycle of the Alternate flap system is

Back 49

Flaps 0-15; 5 minutes off.
Flaps greater than 15; 25 minutes off

Front 50

The autopilot must not be engaged on take-off below

Back 50

Classics: 1000ftAGL - NG's: 400 feet AGL

Front 51

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

Back 51

140 feet AGL

Front 52

During VOR approaches what must one pilot have displayed

Back 52

One pilot must have raw data, from the VOR associated with the approach, displayed in the HSI VOR/ILS mode not later than the final approach fix.

Front 53

The maximum fuel tank quantities (Classics) are

Back 53

4,828 kgs in each wing tank, 7449 kgs in the centre tank

Front 54

The maximum lateral fuel imbalance between wing tanks 1 and 2 must be scheduled to be zero and, for all phases of flight, must not exceed

Back 54

453 kgs

Front 55

The wing fuel tanks must be full if the centre tank contains more than

Back 55

453 kgs

Front 56

The engine Thermal Anti Ice must be on when icing conditions exist or are anticipated, except during climb or cruise when the temperature is below

Back 56

-40 degrees C SAT.

Front 57

Do not operate weather radar

Back 57

During fuelling, near fuel spills or people

Front 58

Engine ignition must be on for

Back 58

Take-off and landing

Front 59

The maximum continuous engine EGT is

Back 59

895 degrees C

Front 60

The maximum allowable engine oil temperature is

Back 60

165 degrees C

Front 61

The engine start duty cycle (normal start) is

Back 61

First attempt: 2 minutes on, 20 seconds off
Second and subsequent attempts: 2 minutes on, 3 minutes off

Front 62

Both PMCs must be

Back 62

On or Off for take-off.

Front 63

What are the max differential restrictions when ANY window in the cockpit has a cracked outer pane

Back 63

No restrictions

Front 64

What is the minimum engine oil quantity (per engine) for despatch for an aircraft with EIS

Back 64

75% Full

Front 65

For an automatic landing the head and crosswind limits are

Back 65

Headwind limit is 25 kts and the crosswind limit is 15 kts.

Front 66

The maximum tailwind for T/O and landing on a contaminated runway is

Back 66

0 kts.

Front 67

The maximum windspeed for taxying is

Back 67

65 kts

Front 68

The maximum depth of Dry Snow (runway contaminant) for take-off based on maximum figures available for calculation of performance is

Back 68

60 mm

Front 69

The maximum depth of Wet Snow (runway contaminant) for take-off based on maximum figures available for calculation of performance is

Back 69

15 mm

Front 70

The maxImum depth of Compacted Snow/Slush (runway contaminant) for take-off based on maximum figures available for calculation of performance is

Back 70

13 mm

Front 71

The engine start duty cycle (normal start) is

Back 71

First attempt: 2 minutes on, 20 seconds off
Second and subsequent attempts: 2 minutes on, 3 minutes off

Front 72

Both PMCs must be

Back 72

On or Off for take-off.

Front 73

What are the max differential restrictions when ANY window in the cockpit has a cracked outer pane

Back 73

No restrictions

Front 74

What is the minimum engine oil quantity (per engine) for despatch for an aircraft with EIS

Back 74

75% Full

Front 75

For an automatic landing the head and crosswind limits are

Back 75

Headwind limit is 25 kts and the crosswind limit is 15 kts.

Front 76

The maximum tailwind for T/O and landing on a contaminated runway is

Back 76

0 kts.

Front 77

The maximum windspeed for taxying is

Back 77

65 kts

Front 78

The maximum depth of Dry Snow (runway contaminant) for take-off based on maximum figures available for calculation of performance is

Back 78

60 mm

Front 79

The maximum depth of Wet Snow (runway contaminant) for take-off based on maximum figures available for calculation of performance is

Back 79

15 mm

Front 80

The maxImum depth of Compacted Snow/Slush (runway contaminant) for take-off based on maximum figures available for calculation of performance is

Back 80

13 mm

Front 81

The maximum depth of Standing Water (runway contaminant) for take-off based on maximum figures available for calculation of performance is

Back 81

13 mm

Front 82

The maximum crosswind component (including gusts) for taking-off and landing on a runway where braking action is reported as GOOD is

Back 82

35 kts

Front 83

The maximum crosswind component (including gusts) for taking-off and landing on a runway where braking action is reported as MEDIUM is

Back 83

25 kts

Front 84

The maximum crosswind component (including gusts) for taking-off and landing on a runway where braking action is reported as MEDIUM/POOR is

Back 84

20 kts

Front 85

What is the category of the B737 brakes

Back 85

A