Note: Not all limitations given here are AFM

Operational Runway slope limits Max takeoff / landing tailwind component +/-2% 10kts (May be 15kts as customer option)

No tailwind component allowed on contaminated runways. Max windspeed for taxing Turbulent airspeed 1/200: 3/500: 6/900: Max operating altitude 1/500: 6/900: Maximum Takeoff and Landing Altitude Max precipitation depth for takeoff or landing 65kts 280kts/.70M 280kts/.73M 280kts/.76M 37,000ft 41,000ft 8,400ft (12,000ft high altitude option) Dry snow 60mm Water, wet snow, slush 13mm. (AFM=15mm) Max demonstrated crosswind 1/200: 3/500: 6/900: 6/900 winglets: 31kts 35kts 36kts 33kts

Flight Manoeuvring Load Acceleration Limits (AFM) Flaps up Flaps down +2.5g to -1.0g +2.0g to 0.0g

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: 737-1/500 Field Elevation Sea Level 5,000ft 10,000ft Max Diff Max Diff between Captain between Captain or F/O and Field Elevation & F/O 40 ft 75 ft 45 ft 75 ft 50 ft 75 ft

737 NG Field Elevation Sea Level to 5,000ft 5,001 to 10,000ft Max Diff between Max Diff between Captain Captain & F/O or F/O and Field Elevation 50 ft 75 ft 60 ft 75 ft

Weight Limitations Too many taxi, takeoff, landing & zero fuel limitations to list here.

Air Systems Max cabin differential pressure (relief valves) Max cabin diff for takeoff & landing One pack may be inoperative provided maximum altitude is limited to 1/500: 8.65 psi 6/900: 9.10 psi 0.125 psi (236ft below airport PA) FL250

With engine bleed air switches ON, do not operate the air conditioning packs in HIGH for takeoff, approach or landing.

Anti-Ice & Rain Engine anti-ice must be on during all ground and flight operations when icing conditions exist or are anticipated, except during climb and cruise below -40C SAT. Engine anti-ice must be on prior to and during descent in all icing conditions, including temperatures below -40C SAT. Do not use wing anti-ice on the ground when the OAT is above 10C.

737-1/200: Minimum N1 for operating in icing conditions except for landing: 40% when TAT between 0 and 10C; 55% when TAT below 0C; 70% in moderate to severe icing conditions when TAT below -6.5C. Window heat inop: max speed 250kts below 10,000ft. Gravel Protect switch: ANTI-ICE position when using engine inlet anti-ice.

737-6/900 without stiffened elevator tabs: After any ground deicing/anti-icing of the horizontal stabilizer using Type II or Type IV fluids, 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 application of Type II or Type IV deicing/anti-icing fluids.

Airstairs Max windspeed for operation May remain extended in winds up to 40kts 60kts

APU Max EGT Max continuous EGT Max alt using bleed and electrics Max alt using bleed only Max alt using electrics only 760C 710C 10,000ft 17,000ft 35,000ft Garrett 37,000ft Sundstrand 41,000ft 737-NG Failed start wait times: Garrett: No wait after 1st attempt 5mins after 2nd attempt

1hr after 3rd attempt Sundstrand: 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. 3 attempts then 30min wait

Autopilot/Flight Director System 1/200: Use of autopilot not authorised for takeoff or landing. Do not use the autopilot roll channel above 30,000ft with yaw damper inoperative. Do not use autopilot pitch channel above 0.81M with hydraulic system A or B depressurised. Do not use ALT HOLD mode when Captain's alternate static source is selected.

3/500: Use of aileron trim with autopilot engaged is prohibited. Do not engage the autopilot for takeoff below 1000ft AGL. For single channel operation, the autopilot shall not be engaged below 50ft AGL. Maximum allowable wind speeds, when conducting a dual channel Cat II or Cat III landing predicated on autoland operations, are: Headwind 25 knots Crosswind 25 knots Tailwind: 10knots Maximum and minimum glideslope angles are 3.25 degrees and 2.5 degrees respectively. Autoland capability may only be used with flaps 30 or 40 and both engines operative.

6/900: Use of aileron trim with autopilot engaged is prohibited.

Do not engage the autopilot for takeoff below 400ft AGL. For single channel operation during approach, the autopilot shall not remain engaged below 50ft AGL. 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. (JAA Rule).

Maximum allowable wind speeds, when conducting a dual channel Cat II or Cat III landing predicated on autoland operations, are: . Headwind 25 knots . Crosswind 25 knots . Tailwind: Varies between 0 and 15kts depending upon field elevation and flap setting. Maximum and minimum glideslope angles are 3.25 degrees and 2.5 degrees respectively. Autoland capability may only be used with flaps 30 or 40 and both engines operative.

Communications Do not use VHF-3 (if installed for voice communication) for ATC communications with ACARS operational. Aircraft Communications Addressing and Reporting System 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.

HUD System Option - With HGS 4000 Phase I: AIII mode approach and landings are not approved for airplanes with Flight Dynamics Model 4000 Phase I HGS installed. With HGS 2350 and polar navigation: Do not use HUD System at latitudes greater than 85 degrees latitude or when the Heading Reference Switch is in the TRUE position.

Electrics TR voltage range Battery voltage range Max engine gen drive oil temp Max engine gen drive rise Max engine gen load (1/200 only) 24-30 V 22-30 V (May be up to 33V during pulse mode charging) 157C 20C 111 Amps

If aircraft is fitted with a VSCF, must operate within 45mins of a suitable aerodrome.

Flight Controls Max flap extend altitude: 20,000ft In flight, do not extend speedbrake lever beyond FLIGHT DETENT. Holding in icing conditions with flaps extended is prohibited. Do not deploy the speedbrakes in flight at radio altitudes less than 1,000ft. 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. 737-6/900 without stiffened elevator tabs: 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. Alternate flap duty cycle: Flap Position 0 - 15 15 - 40 Minutes Off 5 25

Flight Management, Navigation Do not operate weather radar near fuel spills or within 15 feet of people. Air Data Inertial Reference Unit: ADIRU alignment must not be attempted at latitudes greater than 78 degrees 15 minutes. The use of LNAV or VNAV with QFE selected is prohibited. FMC U7.2 or earlier: During VOR approaches, one pilot must have raw data

from the VOR associated with the approach displayed on the EHSI VOR/ILS mode no later than the final approach fix. 737NG Only: Use of the vertical situation display during QFE operation is prohibited. Enhanced 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

Fuel Max temp Min temp +49C 737-1/500: -45C or freeze pt +3C 737-6/900: -43C or freeze pt +3C Max lateral imbalance 453kg (=1,000lbs) Greater allowance given for unsymmetrical loads in cargo version. Main tanks must be full if centre contains over 453kg For ground operation, centre tank pumps must be not be positioned to ON, unless defuelling or transferring fuel, if quantity is below 453kgs. Centre tank pumps must be switched OFF when both LP lights illuminate. Centre tank pumps must not be left ON unless personnel are available in the flight deck to monitor LP lights. Fuel crossfeed valve must be closed for takeoff and landing. (737NG only)

Hydraulic Power Minimum of 760kg fuel required in respective tank for hydraulic pump operation. Minimum of 88% required for despatch.

Landing Gear Do not apply brakes until after touchdown.

Operation with assumed temperature reduced takeoff thrust is not permitted with anti-skid inoperative. Max speed, gear extension Max speed, gear retraction Max speed, gear extended 270kt/0.82 235kt 320kt/0.82

Performance Data Computer System (1/200 Only) Do not use the PDCS information unless the engine configuration displayed on the PDCS is the same as the engine configuration of the airplane. Fuel management and range calculations presented by the PDCS have not been evaluated by the FAA. Verify that the representative takeoff EPR limits displayed on the CDU and EPR indicators agree with the predetermined limits obtained from the flight manual.

Pneumatics Max external air pressure Max external air temp 60 psig 232C

Power Plant JT8D-9 Max time for take-off or go-around thrust: Max N1 Max N2 Max EGT's: Take-off Continuous Start Oil T's & P's Max temperature 165C 155C 580C 540C 350/420C 650C 610C 575C 930C 895C 725C 950C 925C 725C 5 mins 100.1% 100.0% JT8D17A 5 mins 102.4% 100.0% CFM56-3 5 mins 106% 105% CFM56-7 5 mins 104% 105%

15 minute limit Max continuous Min oil press

121-157C 120C 40psi

131165C 130C 40psi

160165C 160C 13psi (warning light), 26psi (gauge) 3 US Gal or 75% full

140155C 140C 13psi (warning light), 26psi (gauge) 3 US Gal or 75% full

Min oil qty (at despatch)

CFM56-7 limits: Maximum and minimum limits are red. Caution limits are amber. Pneumatic pressure prior to starter engagement: 30psi -1/2psi per 1000' amsl. (737-1/500 Only) Starter duty cycle 1st attempt: 2min on, 20sec off 2nd & subsequent attempt: 2min on, 3min off Engine ignition must be on for: Takeoff, Landing, Operation in heavy rain and Anti-ice operation. Intentional selection of reverse thrust in flight is prohibited.

Wind Limits for T/O & Landing Braking Action Good Med/good Medium Med/poor Poor Max X-wind 35kt 30kt 25kt 20kt 15kt Motne 95 94 93 92 91 Coefficient 0.4+ 0.39-0.36 0.35-0.3 0.29-0.26 0.25 & less

Note 1. Different (reduced) x-wind guidelines are available for 30m wide runways. Note 2. Maximum windspeed for taxying is 65kts

Contaminated Runways Max depths as follows

Dry snow Wet snow Compacted snow / Slush Standing water

60 mm 13 mm 13 mm 13 mm

NB Above -5C snow is to be considered as slush.

Min Width for Snow Clearance Width Central 30m Next 8m (38) Next 16m (54m width) Beyond 54m Depth 13 mm 23 cm 38 cm 120cm