Limitations B757 B767

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Limitations B757 B767
2012-04-13 12:53:03

Limitations B757 B767
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  1. Load Acceleration Limits Flaps UP
    +2.5g to -1.0g
  2. Load Acceleration Limits Flaps DOWN
    +2.0 to 0.0g
  3. Load Acceleration NOTE:
    With flaps 25 and 30, positive limits vary linearly from +2.0g at maxi-mum landing weight to +1.5g at maximum takeoff weight.
  4. Maximum runway slope
    ± 2%
  5. Maximum takeoff and landing tailwind component 757:
    15 knots
  6. Maximum takeoff and landing tailwind component 767
    10 knots
  7. 757 Maximum demonstrated crosswind component:
    30 knots RIA
  8. 767 Maximum demonstrated crosswind component:
    29 knots RIA
  9. 757 Maximum operating pressure altitude:
    42,000 ft
  10. 767 Maximum operating pressure altitude:
    43,000 ft
  11. Maximum takeoff and landing pressure altitude:
    8,400 ft
  12. Takeoffs above pressure altitude of
    5,500 ft must be performed with at least
    one air conditioning pack on
  13. Turbulent air penetration speed is:
    290 KIAS/.78 Mach
  14. Do not start or shut down APU during
    refueling operations
  15. The navigation and display system does not support operations at latitudes greater than
    87° North or South
  16. Standby altimeters do not meet altimeter accuracy requirements of
  17. The maximum allowable in-flight difference between Captain and First Officer altitude displays for RVSM operations is
    200 feet
  18. Max Difference Between Captain or F/O & Field Elevations for RVSM
    75 feet
  19. The maximum allowable on-the-ground differences between Captain and FirstOfficer altitude displays for RVSM operation are:
    SL 757 767
    5,000 ft 757 767
    10,000 ft 757 767
    • SL 757 35 ft 767 40 ft
    • 5,000 ft 757 40 ft 767 45 ft
    • 10,000 ft 757 45 ft 767 50 ft
  20. Maximum cabin pressure differential:
    9.10 PSI
  21. Maximum cabin pressure differential for takeoff and landing:
    0.125 PSI (236 feet below airport pressure altitude)
  22. 757 Equipment Cooling Requirements 34° C to 40° C
    • One forward and one aft entry or service door on opposite sides open
    • or
    • at least one A/C pack or equivalent ground cooling operating.
  23. 757 Equipment Cooling Requirements 41 to 49C
    At least one A/C pack or equivalent ground cooling operating.
  24. 757 Equipment Cooling Requirements More than 49C
    Two A/C packs or equivalent ground cooling oprerating
  25. On takeoff do not engage autopilot CWS or CMD below
    500 feet AGL
  26. When conducting a non-precision instrument approach, the flight crew maynot use an autopilot at an altitude more than
    50 feet below the approved minimum descent altitude (MDA)
  27. The flight director has not been assessed in any abnormal configuration exceptthat used in a single engine approach.
    It may be used in these configurationsbut must be closely monitored.
  28. Use of aileron trim with the autopilot engaged is
  29. Do not use the autopilot below 100 feet radio altitude at airport pressure altitudes above
    8,400 feet
  30. The autothrottle must not be used in a
    single engine approach
  31. Blue Sky Network D1000(A) SATCOM system is not approved for use for
    Air Traffic Services (ATS) communication.
  32. Blue Sky Network D1000(A) SATCOM system is not authorized to substitute or supplement the existing
    High Frequency (HF) or Very High Frequency (VHF) communications systems for ATS operations.
  33. Do not extend speed brakes in flight when wing flaps are at position
    25 or 30
  34. Do not use speed brakes in flight below
    800 feet AGL
  35. Do not extend flaps above
    20,000 ft
  36. Avoid rapid and large alternating control inputs, especially in combinationwith large changes in pitch, roll, or yaw (e.g. large sideslip angles), as they mayresult in structural failure at any speed, including
    below VA.
  37. 757 Maximum allowable fuel weight: Main tanks
    15,450 lbs ea.
  38. 757 Maximum allowable fuel weight: Center Tanks
    48,997 lbs
  39. 757 Maximum allowable fuel weight: Total
    79,897 lbs
  40. 767 Maximum allowable fuel weight: Main Tanks N120DL/N123DL
    43,097 lbs ea.
  41. 767 Maximum allowable fuel weight: Center Tanks N123DL/N120DL
    32,376 lbs *

    * Maximum of 22,000 lbs (10,000 kg) with less than full main (wing) tanks.
  42. 767 Maximum allowable fuel weight: Total N120DL/N123DL
    118,570 lbs
  43. 767 Maximum allowable fuel weight: Main Tanks N763BD/N637TW/N125RD/N764BK
    19,548 kg ea.
  44. 767 Maximum allowable fuel weight: Center Tanks N763BK/N637TW/N125RD/N764BK
    38,646 kg *

    * Maximum of 22,000 lbs (10,000 kg) with less than full main (wing) tanks.
  45. 767 Maximum allowable fuel weight: Total N763BD/N637TW/N125RD/N764BK
    77,742 kg
  46. Maximum fuel imbalance 757:
    884 Kg / 1,950lbs.
  47. Maximum fuel imbalance 767:
    1,134 kg / 2,500 lbs
  48. 757 / 767 Maximum fuel temperature Jet A, JetA1, JP-5, JP-8
  49. 757 Maximun fuel temperature JetB, JP-4
  50. 767 Maximun fuel temperature JetB, JP-4
  51. 757 Minimum fuel temperature:
    -45C or 3C above freeze point
  52. 767 Minimum fuel temperature:
    -43C or 3C above freeze point, whichever is higher
  53. 757 Main Tank Maximum fuel with less than full main wing tanks.
    2,000 lbs (907kg)
  54. 767 Main Tank Maximum fuel with less than full main (wing) tanks.
    22,000 lbs (10,000 kg)
  55. With fuel jettison system installed (N763TW, N125RD, N764RD) no less than
    10,300 lb (4,672kg) of fuel must be in main tanks.
  56. Do not jettison fuel with
    flap position 25 or 30 (N637TW, N125RD)
  57. 757/767 Center tank fuel pump switches must not be "ON" unless
    personnel are available in the flight deck to monitor low PRESS lights
  58. 767/757 For ground operations prior to engine start: The center tank fuel pump switches must not be positioned ON unless
    the center tank contains usable fuel. With center tank fuel pump switches ON, verify both center tank fuel pump low PRESS lights are illuminated and EICAS CTR L FUEL PUMP and CTR R FUEL PUMP messages are displayed.
  59. 757/767 For ground operations after engine start and flight operations:The center tank fuel pump switch must be selected OFF when
    the respective CTR L FUEL PUMP or CTR R FUEL PUMP messages displays. Both center tank fuel pump switches must be selected OFF when either the CTR L FUEL PUMP or CTR R FUEL PUMP message displays if the center tank is empty. During cruise flight, both center tank pump switches may be reselected ON whenever center tank usable fuel is indicated.
  60. 757/767 De-Fueling And Fuel Transfer When transferring fuel or de-fueling center or wing tanks, the fuel pump low PRESS lights must be monitored and the respective fuel pump switches positioned to
    "OFF" at the first indication of low pressure. Prior to transferring fuel or de-fueling, conduct a lamp test of the respective fuel pump low PRESS lights.
  61. Intentional dry running of center tank fuel pump (CTR L PUMP or CTR R FUELPUMP message on EICAS) is
  62. 757 Defueling main wing tanks with passengers onboard is prohibited if maintank fuel pumps are powered. De-fueling center wing tank with passengers onboard is prohibited if the center wing tank fuel pumps are powered with the automatic center tank fuel pump power removal system inhibited. Fuel may betransferred from tank to tank, or the aircraft may be de-fueled with passengers onboard, provided fuel quantity in the tank from which fuel is being trans-ferred is maintained above
    2,000 pounds (900 kilograms).
  63. 757/767 Fuel Usage (No Center Tank Fuel):
    Use tank-to-engine fuel feed for takeoff and landing with all operable main tank boost pumps ON and the crossfeed valve(s) CLOSED.
  64. 757 Normal Procedures The center tank fuel pump switch(es) must be selected OFF at
    the first indication of fuel pump low pressure any time during the flight. This includes low pressure indications that may occur because of pitch attitude
  65. 757 Takeoff and Initial ClimbThe center tank fuel pumps must be OFF for takeoff if center tank fuel is less than
    5,000 pounds (2,300 kilograms) with the airplane ready for initial taxi. Both center tank fuel pumps should be repositioned ON above 10,000 feet or after the pitch attitude has been reduced to begin acceleration to climb speed, if more than 1,000 pounds (500 kilograms) remain in the center tank.
  66. 757 Climb, Cruise and DescentBoth center tank fuel pump switches must be selected OFF when center tankfuel quantity reaches approximately
    1000 pounds (500 kilograms) during climb, cruise, or descent. For airplanes not equipped with a center tank scav-enge system, this 1,000 pounds (500 kilograms) of center tank fuel may only beused in a low fuel situation.

    NOTE:In cruise flight, center tank fuel may be reduced to approximately 800 pounds (400 kilograms) as necessary to extinguish the FUEL CONFIG light and EICAS "FUEL CONFIG" message. This allows the FUEL CONFIG alert to activate for fuel imbalance or low fuel situations.
  67. 757 FUEL CONFIG Indication. The FUEL CONFIG light will illuminate when thereis fuel in the center tank that exceeds 1,200 pounds (600 kilograms) and thecenter tank fuel pump switches are OFF. Do not accomplish the FUEL CONFIG-URATION non-normal checklist prior to or during takeoff with less than 5,000pounds (2,300 kilograms) of fuel in the center tank, unless there is an imbal-ance between main tanks or fuel is low in either main tank.
    After canceling theFUEL CONFIG message, monitor fuel quantity indications and accomplish theappropriate procedure or checklist if a main tank imbalance or main tank lowfuel quantity situation occurs.
  68. 757 Non-Normal Procedures
    Low Fuel. In a low fuel situation, both center tank pumps may be
    selected ONand all center tank fuel may be used regardless of the amount of fuel remain-ing in the tank.
  69. 757 Non-Normal Procedures
    Pump Failure. If a center tank fuel pump fails with fuel in the center tank,
    accomplish the FUEL PUMP non-normal checklist.
  70. 757 Additional Information
    Fuel Loading. For the time period that AD 2002-19-52 and AD 2002-24-51 arein effect, the zero fuel gross weight of the airplane plus the weight of centertank fuel may exceed the maximum zero fuel gross weight by up to 5000pounds (2300 kilograms) for takeoff, climb, cruise, descent and landing, pro-vided
    that the effects of balance (CG) have been considered.
  71. WARNING:Do not reset a
    tripped fuel pump circuit breaker.
  72. 757 Refueling
    The fuel designation is per Rolls-Royce O.I. F-211 (535-E4) –B, Appendix 2. Thefollowing fuels and mixtures thereof are approved for use:
    Jet A, JetA-1, JP-4*, Jet B*, JP-5, JP-8

    *Use of JP-4/JET B is prohibited when modified or intermixed enginefuel controls are installed. The lower refueling station access panel will be placarded "DO NOT USE JP-4/JET B FUEL."
  73. 757 Load main tanks equally 1. If main tanks are full and more fuel is required,
    • load the center tanks.
    • 907 Kg (2,000 lbs) of fuel may be loaded in the centertank with less than full wing tanks, provided the weight of fuel in the centertank plus actual ZFW does not exceed maximum ZFW, and balance limits areobserved.
  74. 757 When defueling center or main tanks, the Fuel Pump Low Pressure indicationlights must be monitored and the fuel pumps positioned Off at
    the first indi-cation of fuel pump low pressure.
  75. 757 Intentional dry running of a center tank fuel pump (DCTR L FUEL PUMP or CTRR FUEL PUMP message displayed on EICAS) is
  76. Defueling with passengers on board is
  77. Perform an operational check of the fuel crossfeed valve(s) during
    the last hour of cruise flight during each extended range operation
  78. The crossfeed valve(s) may be OPEN to
    correct fuel imbalance
  79. OPEN the cross-feed valve
    for minimum fuel operation
  80. The engine anti-ice must be ON during all ground and flight operations whenicing conditions exist or are anticipated, except during climb and cruise whenthe temperature is below –40°C SAT. Prior to descent in visible moisture andTAT less than 10° C, including SAT less than -40° C, nacelle anti-ice switch mustbe in the
    ON position.
  81. Note: Do not rely on airframe visual icing to turn engine anti-ice on.
    Use the temperature and visual moisture criteria specified in this section.Delaying the use of engine anti-ice until ice buildup is visible from thecockpit may result in severe engine damage and/or flameout.
  82. Icing conditions exist when:
    Icing conditions exist when OAT is 10°C or below during ground operations, takeoff, initial climb or go-around and:

    • visible moisture (clouds, fog with visibility less than one mile, rain, snow, sleet, ice crystals) is present, or

    • standing water, ice, slush, or snow is present on the ramps, taxiways, or runwaysIce, Rain and Snow
  83. Aircraft equipped with CF6-80A (N120DL and N123DL)
    Prior to reducing thrust for descent in visible moisture and TAT less than 10oC,including SAT less than -40oC,
    nacelle anti-ice switch must be in the ON posi-tion. At or below 22,000 ft., wing anti-ice selector must be in the ON position. When these icing condition (visible moisture and TAT less than 10C, including SAT less than -40C) are no longer present or anticipated, place the nacelle and wing anti-ice selectors in the OFF (or AUTO) position.
  84. Landing gear operation (extend/retract)
    270 knots / .82M
  85. Landing gear extended:
    270 knots / .82M
  86. Landing gear extended with alternate system:
    250 knots / .75M
  87. With a single operational FMC, during VOR approaches, one pilot must have raw data from the VOR associated with the approach displayed on the RDMI, RMI or HSI in the VOR mode,
    no later than the final approach fix.
  88. Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with a
  89. The pilot should not initiate evasive maneuvers using information from the traffic display only or on a traffic advisory (TA) only without
    visually sighting the traffic.
  90. Compliance with TCAS resolution advisories (RA) is required unless the pilot
    considers it unsafe to do so
  91. Maneuvering opposite to a RA (especially a RA involving altitude crossing) is extremely hazardous and PROHIBITED unless it is
    visually determined to be the only means of assuring safe separation
  92. All TCAS RAs must be flown
  93. Do not follow flight director commands while performing an
    RA maneuver
  94. When the TCAS II voice message “CLEAR OF CONFLICT” is announced the pilot must promptly return to the
    ATC clearance
  95. If the fail light is illuminated on the TCAS / Mode S control panel,
    select the alternate transponder (position “1” or “2”) on the TCAS / Mode S control panel.
  96. 757 The flight crew must close the pneumatic isolation valve except when opened for
    airconditioning on the ground, engine start or emergency / abnormal operation of the airconditioning / anti-ice systems.
  97. The APU starter duty cycle is a maximum of three consecutive starts or attempts within a
    60-minute period
  98. Main door emergency evacuation slide systems must be armed and engage-ment of each girt bar with the sill fitting verified prior to taxi, takeoff, and landing whenever
    passengers are carried.
  99. The cabin pressurization system must be operable at takeoff whenever
    cargo is carried in the lower cargo compartment.
  100. Engines



    Rolls-Royce RB211-535E4-37

    GE CF6 80 A2

    P&W PW4056, PW4060
    Aircraft N120DL or N123DN
    • may not depart any airport at a weight heavier than that listed in the APD for the airport runway and ambient conditions plus 8°C assumed temperature. All takeoffs will be reduced by at least 8°C.(Assumed temperature = ambient + 8°C minimum).Normal (reduced) thrust takeoff is still prohibited anytime the following condi-tions are present:
    • • Runways are contaminated or slippery.
    • • Anti-skid system is inoperative.
    • • The aircraft has been anti-iced.
    • • A Special Departure Procedure specifies full thrust for takeoff.
    • • An MEL or COM restriction requires max thrust.
    • NOTE:Thrust settings may be increased to maximum N1 at any timeduring takeoff if needed.If actual conditions demand MAX Thrust Takeoff,
    • all maximum thrust takeoffsmust have an approval from Flight Operations upper management. This doesnot apply to emergency use of maximum thrust.Any max thrust takeoffs required by our maintenance program must be coor-dinated and approved by Flight Operations upper management.
  102. 757 EGT limit Takeoff
    850 C Five Minutes
  103. 767 CF6 EGT limit Takeoff
    941 C Five Minutes
  104. 767 PW4056/4060 EGT limit Takeoff
    650 C Five Minutes
  105. 757 EGT Maximum Continuous
    795 C Continuous
  106. 767 CF6 EGT Maximum Continuous
    895 C Continuous
  107. 767 PW4056/4060 EGT Maximum Continuous
    625 C Continuous
  108. 757 EGT Starting Ground and Flight"
    570 C
  109. CF6 767 EGT Starting Ground and Flight
    750 C Momentary, 2 Sec.
  110. PW 4056/4060 EGT Starting Ground and Flight
    535 C Momentary, 2 Sec.
  111. 757 EGT Overtemperature
    870 C 20 Seconds
  112. The flight crew shall not blank Engine Vibration Display
    during takeoff
  113. Maximum and minimum limits:
  114. Precautionary range:
  115. The engine limit display markings on EICAS may be used to determine compliance with the maximum and minimum limits and precautionary ranges. If EICAS markings show more conservative limits than those specified above
    limit markings shown on EICAS must be observed.
  116. Engine Ignition On for
    takeoff, landing and turbulence

    NOTE: Continuous ignition is automatically provided in icing conditions when engine anti-ice is on.
  117. 757 Engine Starter
    Normal Duty Cycle:
    • Up to two minutes continuous then run down to zero N3 followed by;
    • Up to a further two minutes continuous operation then run down to zero for N3 followed by;
    • Up to a further two minutes continuous operation then run down to zero N3
    • and allow to cool for 15 minutes.
  118. 757 Extended Duty Cycle:
    Up to four minutes continuous operation followed by 15 minute wait.
  119. 757 Re-engagement Speed:
    "0% N3—Recommended 0-20% N3—Normal Re-engagement is not recommended above 20% N3 except in case of fire.

    Re-engagement above 30% N3 may result in starter or gearbox damages.
  120. 767 Engine Starter Normal Duty Cycle:
    Continuous for 5 minutes.
  121. Cool for 30 seconds per minute of operation.
  122. After 2 consecutive 5 minute cycles, cool the starter for 10 minutes prior to each subsequent starter duty cycle.
  123. 767 Engine Starter Extended duty cycle:
    Zero to five minutes on--let N2 run down to zero before re-engaging starter.

    Five to ten minutes on--followed by a ten minute cooling period.

    Ten to fifteen minutes maximum on--followed by a fifteen minute cooling period.
  124. 767 Engine Starter reengagement speed:
    0% N2 Recommended.

    0-20% N2 Normal.

    30% N2 permissable for purging fuel or to clear a fire.

    NOTE: Re-engagement above 30% N2 may result in starter or gearbox damage
  125. Maximum oil temperature unrestricted use:
    170° C
  126. Minimum oil temperature for starting:
    –40° C
  127. Minimum oil temperature for advancing throttles:
    0° C
  128. Operate engines at taxi thrust settings for a minimum of:
    five minutes prior to applying takeoff thrust.
  129. Operate the engines at idle thrust for a minimum of three minutes prior to
    shutdown following reverse thrust usage.
  130. Do not use the terrain display for
  131. The use of look-ahead terrain alerting and terrain display functions are prohibited during
    QFE operations
  132. The use of look-ahead terrain alerting and terrain display functions are prohibited with 15 nm and approaching to land at an airport not
    contained in the GPWS terrain database
  133. If GPS is not installed:
    The look-ahead terrain alerting and terrain display functions must be inhibited by selecting the TERR OVRD switch to OVRD if:
    operating outside the United States National Airspace and the FMS data- base and charts are not referenced to the WGS-84 reference datum, unless the FMS has been found to be suitable for navigation in that airspace, or

    the FMS is operating in IRS NAV only.
  134. For takeoff and if FMS position updating is not accomplished,
    verify actual runway position by ensuring that, with the 5 or 10 nm range selected on the EFIS control panel, the aircraft symbol is displayed at the appropriate point on the runway symbol.
  135. Verify that an operational check of the Flight Deck Access System has been accomplished according to approved procedures
    once each flight day