Maximum cabin differential pressure (relief valves)
With engine bleed air switches ON, DO NOT operate the air conditioning packs,
In High for takeoff, approach, or landing.
Engine TAI must be on when icing conditions exist or are anticipated, except
during climbs and cruise below -40C SAT.
Engine anti-ice must be on prior to and during descent
in all icing conditions, including temperatures below -40C
Icing conditions exist when
OAT on the ground and for takeoff, or TAT in-flight is 10C or below, and visible moisture in any form is present. (such as clouds, fog with visibility of one mile or less, rain, snow, sleet and ice crystals)
Icing conditions also exist when
the OAT on the ground and for takeoff is 10C or below when operation on ramps, taxiways or runways where surface snow, ice standing water, or slush may be ingested by the engines or freeze on engines or nacelles.
Do not rely on airframe visual icing cures to turn engine anti-ice on.
Delaying the use of engine anti-ice until ice buildup is visible from the cockpit may result in severe engine damage
Do not use wing anti-ice as a substitute for
ground de-icing /anti-icing and inspection procedures which are necessary to comply with operating rules
Do not operate wing anti-ice on the ground
when the OAT is above 10C
Do not engage the autopilot on takeoff below
For single channel operation, the autopilot shall not remain engaged below
For non-precision approaches, the autopilot must be disengaged no lower than
the applicable minimums minus 50ft.
Use of aileron trim with the autopilot engaged is
The Autopilot/flight director system has been certified for Cat II and IIIa Automatic Approach and Landing operations
However, the FAA allows certain IIIa equipped aircraft with fail passive systems to fly to a minimum of 600RVR (IIIb on the charts). This FAA approval for Airtran is stated in Ops Spec C060 (CatIII). All approaches below Cat I will be flown using autoland with the Capt as the PF.
20kts (15kts for lower than Cat I mins)
Max taxi weight
Max takeoff weight
Zero fuel wight
Do not use VHF-3 for ATC comm
with ACARS operational
Do not use HF-1 during
fueling, defueling or near fuel spills
Maximum and minimum engine limits are marked by
a red line
Engine cautionary range is marked by
an amber arc
Normal operating range is marked by
a white arc.
Takeoff: Red Line 5 minutes (950 deg)
Max Continuous Thrust: Amber Arc (925 deg)
Starting: Red Line (725 deg)
Minimum Oil Pressure
If oil pressure is in the yellow band with takeoff thrust set, do not takeoff.
Maximum Oil Temperature
155 deg C
Max continuous operation is 140 deg C. Operation between 140C and 155C is limited to 45 minutes.
N1 104.0% (104.7% 20 seconds)
Engine ignition must be on for operation in
Starter duty cycle
Limit each start attempt to a maximum of 2 nimutes
A minimum of 10 seconds is required between start attempts
Intentional selection of reverse thrust in flight
Takeoff with EEC's in the Alternate mode is allowed if
No Derate or Assumed temperature thrust is used
Both EEC's are selected to the Alternate mode
APU bleed + electrical load max altitude
APU bleed max altitude
APU electrical load max altitude
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
Do not deploy the speedbrakes in flight at radio altitudes less than
In flight do not extend the SPEED BRAKE lever
beyond the FLIGHT DETENT.
QFE selected is
Do not operate weather radar during
fueling, near fuel spills or people
Fuel tanks can be loaded individually, simultaneously, or in any sequence. Main wing tanks must be scheduled to be full if
the center wing tanks contains more than 1,000lbs of fuel.
Allowable lateral imbalance between main tanks 1 and 2 must be scheduled to be
Random fuel imbalance must not exceed
1000lbs for taxi, takeoff, flight or landing
Intentional dry running of a center tank pump (low pressure light illuminated) is
Do not apply brakes until after
Max flap extension altitude is
Holding in icing conditions with the flaps extended is
Use of assumed temperature reduced takeoff thrust is prohibited under the following conditions
Wind-shear (known or suspected)
Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with