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41,000 FT - MAXIMUM OPERATING ALTITUDE
10,000 ft
2. Runway slope: ±2%
3. Maximum takeoff and landing tailwind component:
>>@BCD 10 Knots
BC 15 Knots in Quito, Ecuador, Runway 35.
BCD 15 Knots in San Jose, Costa Rica, Runway 25.
4. The maximum operating limit speed shall not be deliberately exceeded in
any regime of flight.
5. Maximum operating altitude: >>@ BCD
37,000 ft. 41,000 ft.
6. Maximum takeoff / landing altitude: >>@ BCD
8,400 ft. 10,000 ft.
7. Maximum flight operating latitude: >>@ BCD
73° North and
60° South
82° North and
82° South
Sec. 1 Page 4
Rev. 11/15/02 #41 Continental
737
Flight Manual
8. If landing weight exceeds the chart value in the Maximum Quick Turn
Around Weight Limits chart, Section 5, wait at least
>>@ B CD
53 Minutes 62 Minutes 67 Minutes
then check wheel thermal plugs before making a subsequent takeoff.
Maintenance may use an alternate approved procedure to ascertain acceptable
brake temperatures for dispatch.
9. BCD Installation of handle covers on the overwing exits must be
verified prior to departure whenever passengers are carried.
Operating Parameters
1. Turbulent air penetration speed: >>@ BCD
280 knots
/.73 Mach
280 knots
/.76 Mach
Note: If severe turbulence is encountered at altitudes below 15,000 feet and
the airplane gross weight is less than the maximum landing weight, the
airplane may be slowed to 250 knots in the clean configuration.
2. Maximum tire speed: 195 knots
3. Demonstrated Crosswind Component
Maximum manufacturer demonstrated takeoff / landing crosswind
component: 35 knots - dry runway.
4. ACCULOAD will generate a crosswind advisory when forecast crosswinds
for takeoff or landing exceed 25 knots for wet runways or 15 knots for
contaminated runways. This advisory will appear on line 10 of the
ACCULOAD and in the T/O – LANDING PLAN SUMMARY of the
predeparture paperwork.
737
Flight Manual Continental
Sec. 1 Page 5
Rev. 11/15/02 #41
GROSS WEIGHT, C.G. AND PERFORMANCE
Limitations
Maximum >> @
(A/C 601 - 637)
@
(A/C 638 - 669)
Taxi Weight: 135,500 lbs. 130,000 lbs. 134,000 lbs.
Takeoff Weight: 135,000 lbs. 129,500 lbs. 133,500 lbs.
Landing Weight: 114,000 lbs. 110,000 lbs. 110,000 lbs.
Zero Fuel Weight: 106,500 lbs. 103,000 lbs. 103,000 lbs.
Maximum B C D
Taxi Weight: 155,000 lbs. 174,700 lbs. 174,700 lbs.
Takeoff Weight: 154,500 lbs. 174,200 lbs. 174,200 lbs.
Landing Weight: 128,000 lbs. 144,000 lbs. 146,300 lbs.
Zero Fuel Weight: 120,500 lbs. 136,000 lbs. 140,300 lbs.
Sec. 1 Page 6
Rev. 11/15/02 #41 Continental
737
Flight Manual
INTENTIONALLY LEFT BLANK
737
Flight Manual Continental
Sec. 1 Page 7
Rev. 11/15/02 #41
SYSTEM LIMITS AND OPERATING PARAMETERS
Air Conditioning / Pressurization
Limitations
1. System safety relief differential
pressure: Maximum
>>@ BCD
8.65 psi 9.10 psi
2. Maximum cabin differential for takeoff / landing: .125 psi
Operating Parameters
1. When engine bleeds are on, do not operate air conditioning packs in high
for takeoff, approach, and landing.
2. Operating Differential Pressure:
· BCD 8.35 ± .1 psi above 37,000 ft.
· 7.8 ± .1 psi 28,000 through 37,000 ft.
· 7.45 ± .1 psi below 28,000 ft.
3. Duct pressure for maximum cooling: 20-25 psi
4. Minimum duct pressure for two pack operation from one bleed source: 20-
25 psi
Autopilot / Flight Director
Limitations
1. Minimum altitude for autopilot engagement (climb and cruise) is 1,000 ft.
AGL.
2. For coupled single channel approaches with electronic glideslope, the
autopilot shall not remain engaged below 50 ft. AGL.
3. Use of Aileron Trim with the Autopilot engaged is prohibited.
4. BCD Autopilot use prohibited below 100’ RA at airport pressure
altitudes above 8400 feet.
5. The autoland capability may only be used with flaps 30 and 40 with both
engines operative.
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Rev. 11/15/02 #41 Continental
737
Flight Manual
6. Allowable winds for autoland:
· Headwind - 20 knots
· Tailwind - 10 knots
· Crosswind - 15 knots
Operating Parameters
1. For instrument approaches without electronic glideslope, the autopilot must
be disengaged before descending more than 50 ft. below DA/DDA/MDA.
2. The Autoland System should not be used for overweight landings.
3. In the dual autopilot mode, the B737 incorporates a Fail – Passive
　
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