BOEING 737NG TO

737 MAX
DIFFERENCES
HANDOUT
DATE :- 31ST JULY 2023

AIR INDIA EXPRESS (I) LTD

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Contents
List of Aircraft B737-8 Aircraft to be inducted in Air India Express (L) ............................... 2
Air System............................................................................................................................................ 5

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List of Aircraft B737-8 Aircraft to be inducted in Air India Express (L)

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Airplane General and Limitations
Particulars B737 MAX - 8 B737-800
Dimensions

Wingtip Radius 75 feet 75.3 feet

Tail Radius 75 feet 74.8 feet
Tail wind 15 knots 10 kts / 15 kts
Maximum Taxi 82,417 Kilograms 79,242 Kilograms
Weight
Maximum Takeoff 82,190 Kilograms 79,015 Kilograms
Weight

Maximum Landing VT-BXN, VT-BXO 66,360 Kilograms

Weight 68,174 Kilograms
VT-BXA - VTBXJ
69,308 Kilograms
Maximum Zero VT-BXN, VT-BXO 62,731 Kilograms
Fuel weight 64,818 Kilograms
VT-BXA - VTBXJ
65,952 Kilograms
Ground Wind • For crosswinds greater than 43 knots, limit Not applicable
Operating thrust to a setting normally used for taxi.
envelope • Except when setting takeoff thrust on the
runway, limit engine thrust to idle for winds
greater than 58 knots.
Flight Controls # In flight, do not extend the speedbrake lever Not applicable
beyond the ARMED detent with flaps 40
selected.
Satellite When both SATCOM channels are in use, one Not Applicable
Communications CDU must be on SAT-PHONE 1/2 page.
(SATCOM) System
Overrun Warning The ORW alerting system does not replace the Not Applicable
(ORW) Alerting requirement to conduct an en route
System landing distance performance assessment prior
to landing. The lack of an overrun
alert does not guarantee the airplane can stop
prior to reaching the runway end.
If the In-Air Overrun Warning (“OVERRUN, GO-
AROUND”) occurs during approach, execute an
immediate go-around.
Inhibit the overrun alert when:
• Landing OAT on the ground is below –40°C or
greater than 50°C; or

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 • Gross Weight is greater than Maximum
Landing Weight.
Note 1 :- AIXL Company tailwind limits is 10 knots for MAX as well.

Note 2:- VT-BXN and VT-BXO has 12 mins passenger oxygen.

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Air System
Air System

Bleed Air Bleed air is obtained from 4th & 10th stage of Bleed air is obtained from 5th &
engine. 9th stage of engine.
BLEED
light
Will illuminate if:
1.excessive engine bleed air temperature, Will illuminate if:
over-pressure or under-pressure related 1. Bleed air over temperature or
engine bleed air valve closes automatically over pressure
requires reset. • related engine bleed air valve
2.a failure within the bleed air system, bleed closes automatically
system failure may not be resettable • Requires reset
3.an incorrect bleed air configuration after
takeoff or go-around
• turning either BLEED switch ON will
extinguish both BLEED lights if lights
illuminated because of a configuration
problem.
Engine In flight one engine bleed is capable of Do not operate more than one
Bleed supplying bleed air for two packs. On the pack from one engine.
ground, do not operate more than one pack
from one engine.
Fan Air The Fan Air Modulating Valve (FAMV) is Not Applicable
Modulating electrically controlled and pneumatically
Valve activated. It is spring loaded to the open
position.
Precooler The precooler is used to cool the hot bleed air Not Applicable
from the engine. Cooling airflow is extracted
from the engine fan-air duct and controlled by
the FAMV
Integrated The flow of bleed air from the main bleed air Not Applicable
Air duct through each air conditioning pack is
Systems controlled by the respective pack valve. It is
Controller pneumatically actuated and electrically
(IASC) controlled by the Integrated Air Systems
Controller (IASC).

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PACK light
Will illuminate amber if: Will illuminate if:
• indicates pack trip off or failure of both • Pack control failure or overheat
primary and standby pack controls, or
• indicates failure of the Flow Control Valve to
open when commanded on, or
• an incorrect pack switch configuration after
takeoff
• turning either PACK switch ON will
extinguish both PACK lights if lights
illuminated because of a configuration
problem
flow of bleed air from the main bleed air duct Not Applicable
Dual IASC through each air conditioning pack is
Failure controlled by the respective pack valve. It is
pneumatically actuated and electrically
controlled by the Integrated Air Systems
Controller (IASC).
In the event of a dual failure of the IASCs
resulting in both the primary and backup
controls becoming unavailable:
• Adjusting the Zone Temperature Selectors
will not change the temperature.
• The Pack Temperature Control Valves and
the three Zone Trim Air Valves will remain in
the last commanded positions.
• The pack overheat protections will be
functional and will automatically shut down
the Air Conditioning Pack if there is a pack
overheat trip.
• If the Control Cabin (flight deck) or
Passenger Cabin becomes excessively hot or
cold, the Flight Crew should perform the
Cabin Temp Hot or Cabin Temp Cold non-
normal checklist.
EQUIP
SMOKE
light

Two smoke detectors are installed

downstream of the fans. The EQUIP SMOKE,
MASTER CAUTION, and OVERHEAD
System
Annunciator lights will illuminate if smoke is
detected. When smoke is detected the system
will automatically set the packs to high flow,
turn the E/E Cooling Supply Fan(s) OFF for
approximately 5 minutes, overboard exhaust

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 valve opens to the smoke position and the
recirculation fans turn off. The E/E Cooling
Supply Fans return to normal operations 5
minutes after the first detection of smoke. If
smoke is re-detected, the Supply Fans turn
OFF for another 5 minutes. The OFF light for
the supply fan does not illuminate during this
automatic shut off.
Note: Light extinguishes 30 seconds after
smoke is no longer detected.

Ant-ice
System

Engine Core anti-ice operation is automatically Not applicable

Core Anti- controlled by the Electronic Engine
ice Control (EEC) with no crew input or indication
of normal operation. The EEC controls the
core anti-ice system by directing bleed air to
the engine core as needed based on engine
parameters and atmospheric
ENG illuminates when the cowl thermal anti-ice Not applicable
ANTI-ICE system has been inhibited due to a system
light failure or when an engine core anti-ice valve
fails closed

Engine Each cowl anti–ice valve is electrically

Anti–Ice controlled and pressure actuated.
System Positioning the ENG ANTI–ICE switches to
Operation ON:
• allows engine bleed air to flow through the
cowl anti–ice valve for cowl
lip anti–icing
• sets stall warning logic for icing conditions.
• sets engine idle speed per the following
table:

Note: Stall warning logic adjusts stick shaker

and minimum maneuver speed bars on the
airspeed indicator. FMC displayed VREF is
not adjusted automatically.
Note: Stall warning logic, airspeed
indications, and minimum maneuver speeds
on the airspeed indicator return to normal
when engine anti–ice is positioned OFF if
wing anti–ice has not been used in flight.

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 Note: When ENG ANTI-ICE switches are
OFF, the EEC selects flight idle when flaps
are less than 15 degrees; approach idle when
flaps are 15 degrees or
greater.
COWL Will illuminate if: COWL VALVE OPEN (blue)
VALVE • Momentary – related cowl anti-ice valve is in illuminates for same purpose
light transit.
• Steady- cowl anti-ice valve position
disagrees with related ENGINE ANTI-ICE
switch position.

L VALVE Illuminated (amber) – L/R VALVE OPEN (Blue lights)

light R • momentary – related wing anti–ice valve is
VALVE in transit
light • steady – wing anti–ice valve position
disagrees with related WING ANTI–ICE
switch position.

Extinguished – related wing anti–ice valve is

closed (switch OFF), or related wing anti–ice
valve is open (switch ON).
Window NO No/ Yes
#3 Heating
FCOM

Autoflight
Particulars B737-8 737-800
Autopilot MAX is Fail Passive CAT III upto 175m, DH < NG is Fail operational with Rollout
100 and >50 feet or No DH. guidance CAT III upto 50m, DH <50
or no DH.
STAB OUT Illuminated (amber) – Operates only with autopilot engaged.
OF TRIM • In-flight Remains extinguished with autopilot
• autopilot is not properly trimming the not engaged.
Light stabilizer Illuminated (amber) – autopilot not
• partial failure of a Flight Control Computer trimming stabilizer properly
• illuminates only with autopilot engaged.
Remains extinguished when the autopilot is
not engaged.
• On the ground
• partial failure of a Flight Control Computer
• illuminates after landing when
groundspeed is less than 30 knots
Autopilot The A/P automatically disengages when any The A/P automatically disengages
Disengage of the following occurs: when any of the following occurs:
• pushing either A/P disengage switch • pushing either A/P disengage switch
ment • column or wheel force override • column or wheel force override
• pushing either Takeoff/Go-around • pushing either Takeoff/Go-around
(TO/GA) switch with a single A/P engaged in (TO/GA) switch with a single A/P
CWS or CMD; engaged in CWS or CMD;

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 • below 2000 feet RA, or • below 2000 feet RA, or
• with flaps not up, or • with flaps not up, or
• G/S engaged. • G/S engaged.
• pushing either Takeoff/Go-around • pushing either Takeoff/Go-around
(TO/GA) switch with a single A/P engaged in (TO/GA) switch with a single A/P
CWS or CMD above 2000 feet RA with flaps engaged in CWS or CMD above 2000
not up or G/S engaged feet RA with flaps not up or G/S
• one second after activation of stick shaker engaged
if autopilot is engaged in ALT HOLD, VNAV
ALT (as installed), VNAV PTH (in a level
segment), VNAV PTH (flaps 15 or greater),
V/S (flaps 15 or greater),
G/P (as installed) or G/S (single channel
only) modes. • five minutes after continuous
activation of stick shaker if not in any of the
above modes
• five minutes after continuous stick shaker
activation if the autopilot was re-engaged.
Flight F/D commands are removed one second Not Applicable
Director after activation of stick shaker for AFDS
modes that do not have minimum speed
Display reversion. The F/D command bars (both
pitch and roll) return when airspeed
increases to the top of the minimum
maneuver speed (amber) bar.
Minimum The AFDS and A/T do not control to a speed The AFDS and A/T do not control to a
Speed which is less than minimum speed for the speed which is less than minimum
current flap configuration. This speed is speed for the current flap
Reversion approximately 1.3 Vs. Minimum speed, FMC configuration. This speed is
speed, or selected speed, whichever is approximately 1.3 Vs. Minimum
higher, becomes the AFS commanded speed, FMC speed, or selected speed,
speed. If actual speed becomes equal to or whichever is higher, becomes the AFS
slightly less than the minimum speed, the commanded speed. If actual speed
underspeed limiting symbol appears in the becomes equal to or slightly less than
MCP IAS/MACH display, and if operating in the minimum speed, the underspeed
the V/S mode or CWS P, the AFDS reverts to limiting symbol appears in the MCP
LVL CHG. The AFDS will also revert to LVL IAS/Mach Display, and if operating in
CHG from VNAV PTH, except when the V/S mode, the AFDS reverts to LVL
CHG. The AFDS will also revert to LVL
CHG from VNAV PTH, except when
flying a level
flying a level segment. segment. There is no reversion from
The AFS commands a speed 5 knots Vertical Speed Modes (VNAV or
greater than minimum speed. Reaching a MCP) to level change mode when
speed 5 knots greater than minimum MIN speed is reached and the flaps
speed reactivates normal MCP speed are greater than 12.5.
selection control. The AFDS commands The AFS commands a speed 5
nose down pitch to increase airspeed if the knots greater than minimum speed.
thrust levers are not advanced. When Reaching a speed 5 knots greater
actual speed becomes 5 knots greater than minimum speed reactivates

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 than minimum speed, the underspeed normal MCP speed selection control.
limiting symbol disappears. The AFDS commands nose down
The A/P disengages and the F/D pitch to increase airspeed if the
command bars retract when in a LVL CHG thrust levers are not advanced.
climb with a command speed equal to When actual speed becomes 5 knots
minimum speed and a minimum rate of greater than minimum speed, the
climb cannot be maintained without underspeed limiting symbol
decelerating. disappears.
There is no minimum speed reversion The A/P disengages and the F/D
from the following modes: command bars retract when in a LVL
• ALT HOLD CHG climb with a command speed
• VNAV ALT (as installed) equal to minimum speed and a
• VNAV PTH (in a level segment) minimum rate of climb cannot be
• VNAV PTH (not in a level segment and maintained without decelerating.
flaps 15 or greater) Minimum speed reversion is not
• V/S (flaps 15 or greater) available when the A/T is OFF and
• G/P (as installed) the AFDS is in ALT HOLD or after
• G/S. G/S capture. Minimum speed
In the above modes with the autopilot reversion is also not available when
engaged, the autopilot disengages and the in VNAV PTH and flying a level
F/D command bars (both pitch and roll) segment.
are removed one second after stick shaker
activation. When airspeed increases to the
top of the minimum maneuver speed
(amber) bar, the F/D command bars (both
pitch and roll) return and the autopilot can
be re-engaged. If the previous F/D pitch
commands were ALT HOLD, VNAV ALT
(as installed) or VNAV PTH (in a level
segment), the F/D pitch commands return
in MCP SPD mode. Both the Indicated
Airspeed (IAS) display and the speed bug
will reference the existing airspeed when
the F/D command bars return into view. If
the previous F/D pitch commands were
V/S (flaps 15 or greater), VNAV PTH (flaps
15 or greater), G/S or G/P (as installed),
the F/D pitch commands return in the
previous V/S, VNAV PTH, G/S or G/P (as
installed) mode, respectively. For all cases
the roll command returns in the previous
mode.
Note: It is possible that stick shaker does
not occur simultaneously on both the
Captain and First Officer side due to AOA
vane angle tolerances. In the event that
stick shaker does not occur
simultaneously, F/D command bars are
removed one second after stick shaker
activates on that side.
Engines
Particulars B737 MAX B737-800
Engine type CFM LEAP-1B CFM56-7B
Engine rating 27K 27K/26K

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Engine Displayed on the forward panel Captain’s or Engine indications are displayed on the
Indications First Officer’s inboard DU center forward panel upper display unit
(DU), lower DU or the Captain’s or First
Officer’s inboard DU.

N1
Indications

N1 Command Sectors
Displayed (white unfilled) – momentary difference N1 Command Sectors
between actual N1 and value Displayed (white)
commanded by thrust lever position. –
Displayed (amber filled) – momentary difference between
• the thrust is more than the commanded thrust; actual N1 and value
or commanded by thrust lever position.
• the thrust is less than the commanded thrust
• displayed in conjunction with THRUST alert for
affected engine.
Exhaust Gas Displayed (red) – Displayed (red) –
Temperatur • until the engine achieves stabilized idle • until the engine achieves stabilized idle
e (EGT) Start (approximately 66% N2). (approximately 59% N2).
Limit • for ground starts and some in-flight starts as • for ground starts and some-in-flight starts
determined by the EEC. as determined by the EEC.
Redlines

Thrust Thrust Control Malfunction Accommodation is an Not applicable

Control EEC function that provides protection against idle
Malfunction thrust asymmetry conditions while on the ground
Accommodat (RTO or
landing roll). The TCMA function does not compare
ion (TCMA)
thrust between the engines, each engine is
monitored independently.
The EEC commands shutdown of the affected
engine when the:
• airplane is on the ground, and
• thrust lever is at idle, and
• engine is above idle speed and not decelerating
normally
After TCMA activation, the amber ENG FAIL alert
illuminates when N2 falls below the ground N2 idle
speed.

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Electronic EOS is an EEC function that provides protection Not applicable
Over speed against the exceedance of engine structural design
System (EOS) limits. If an uncontrollable N2 overspeed condition
is detected in flight, the EEC automatically shuts off
fuel to the affected engine. The amber ENG FAIL
alert illuminates when N2 falls below the schedule
N2 idle speed determined by flight condition.
THRUST alert may or may not appear depending
on flight condition, power setting, and ENG FAIL
timing.
THRUST Steady: Not applicable
Alert • The thrust is more than the commanded
thrust; or
• The thrust is less than the commanded
thrust
• Displayed in conjunction with amber N1
command sector for affected engine

Blinking:
• With a condition of more than or less than
commanded thrust. The alert and entire block
will blink for 10secs and then the alert only
will remain steady until the condition no
longer exists.

FUEL FLOW Not applicable

Alert Steady- engine fuel flow is abnormally high
when compared to FMC expected fuel flow.
• Blinking- with fuel flow abnormally high, the
alert and entire block will blink for 10 secs and
then the alert only will remain steady until the
condition no longer exists.
Blinking is inhibited: (For THRUST and FUEL FLOW)
• during takeoff from 80 knots to 400 feet RA, or
30 seconds after
reaching 80 knots, whichever occurs first
• during landing below 200 feet RA until 30
seconds after touchdown
• during periods when blinking is inhibited, alerts
illuminate steady.

Particulars B737 MAX B737 800 SFP1

Engine
Display
Control
Panel

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EGT Start Displayed (red) Displayed (red) – until the engine
limit lines • Until the engine achieves stabilized idle achieves stabilized idle (approximately
(approximately 66 % N2). 59% N2).
• For ground starts and some in-flight starts as
determined by the EEC.

Icing Idle Icing idle is selected in flight if the flaps are up, Not applicable
the main gear is not down and locked and the
engine anti-ice is on.
When in icing mode, the EEC begins transition
from minimum flight idle at 30,400 feet and
increases idle in the descent to provide full
icing idle at and below 22,000 feet.
For a given airspeed and altitude, N1 and N2%
RPM will be higher for icing idle than approach
idle.
Icing idle is required to meet the bleed
demand of the engine anti ice system.

Bowed Rotor When starting the engine, the EEC will initially Not applicable
Motoring maintain an N2 between 18% and 24%
(BRM) depending on certain conditions. The time
spent motoring is
called BRM. BRM is active for approx. 6-90
secs and is only active for ground starts.

Normal • Each start attempt is limited to 3 minutes of
Starter Duty starter usage.
Cycle • A minimum of 10 seconds is needed
between start attempts.
Extended
engine • Starter usage is limited to 5 minutes for all
motoring extended engine motorings. A minimum of 5
minutes is needed between the first two
extended engine motorings.
• For the third and subsequent extended
engine motorings, a minimum of 10 minutes
is needed between each engine motoring.
• Each start attempt is limited to 2
minutes of starter usage.
• A minimum of 10 seconds is needed
between start attempts.
• Starter usage is limited to 15
minutes for the first two extended
engine motorings. A minimum of 2
minutes is needed between each
attempt.
• For the third and subsequent
extended engine motorings, starter
usage is limited to 5 minutes. A
minimum of 10 minutes is needed
between each attemp

Engine
Inop T/O • 10 minutes • 5 minutes / 10 minutes
thrust

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FCOM EGT - amber band supression for 10
7.10.6 minutes

Engine In the GRD position, the engine start switch
Start uses battery power to close the engine
System bleed air valve and open the start valve to
FCOM allow pressure to rotate the starter. When
7.20.9 the start valve opens, an amber START
VALVE OPEN alert is provided on the MDS
Engine Display. The starter rotates the N2
compressor through the accessory drive
gear system. The EEC performs Bowed
Rotor Motoring (BRM) after the Engine Start
Switch has been moved to the GND position
and before the Engine Start Lever is moved
to IDLE. BRM straightens the N1 and N2
rotor shafts which will bow due to thermal
buildup after the engine is shutdown. BRM
is active for 6-90 seconds on the ground
only. During BRM, MOTORING is displayed
on the N2 gauge between 18% and 24%
N2. When the engine accelerates to the
recommended value (25% N2 or max
motoring), moving the engine start lever to
the IDLE position, the EEC performs a test
of the TCMA and EOS functions. During this
test, fuel flow will indicate zero and the
engine fuel shutoff valve will open and close
repeatedly. The ENG VALVE CLOSED light
will illuminate and remain bright blue during
this logic test, and will extinguish when the
test is complete. Once the test is complete,
the engine start sequence continues, the
fuel valves on the wing spar and engine
opens, and causes the EEC to supply fuel
and ignition to the combustor where the fuel
ignites.
At starter cutout speed (approximately 63%
N2), power is removed from the start switch
holding solenoid. The engine start switch
returns to OFF, the engine bleed air valve
returns to the selected position, and the
start valve closes.
Inflight During engine inflight starts if the EEC
Starting detects EGT to be within 10°C of the Start
FCOM Limit Redline, the EEC momentarily
7.20.10 interrupts fuel flow and ignition to the engine
for approximately 1 second. After the
interrupt, the EEC resumes fuel and ignition
to continue the start attempt. The EEC
repeats this fuel flow interruption until a
successful start is achieved or the start
attempt is aborted by the flight crew.
In the GRD position, the engine start
switch uses battery power to close
the enginebleed air valve and open
the start valve to allow pressure to
rotate the starter. When the start
valve opens, an amber START
VALVE OPEN alert is provided on
the upper display unit. The starter
rotates the N2 compressor through
the accessory drive gear system.
When the engine accelerates to the
recommended value (25% N2 or max
motoring), moving the engine start
lever to the IDLE position opens the
fuel valves on the wing spar and
engine, and causes the EEC to
supply fuel and ignition to the
combustor where the fuel ignites.
Initial fuel flow indications lag actual
fuel flow by approximately two
seconds, therefore, during engine
start, an EGT rise may occur before
fuel flow indication.
At starter cutout speed
(approximately 56% N2), power is
removed from the start switch holding
solenoid. The engine start switch
returns to OFF, the engine bleed air
valve returns to the selected position,
and the start valve closes.
Not Applicable

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REVERSE the reverse thrust lever is not in the down Not available
R position in flight
COMMAN
D light
FCOM
7.10.17
REVERSE the air/ground thrust reverser logic is failed. Not available
R
AIR/GRD
Light
REVERSE A fault in the thrust reverser system limits one or more of following has
R reverse thrust. Thrust reverser will not occurred:
LIMITED deploy or reverse thrust will be limited to • isolation valve or thrust reverser
Lights idle if commanded. control valve is not in commanded
FCOM position
7.10.17 • one or more thrust reverser sleeves
are not in commanded state
• auto–restow circuit has been
activated
• a failure has been detected in
synchronization shaft lock circuitry.

Reverser A pause in movement of the reverse thrust
System levers past detent No. 1 toward the stow
FCOM position may cause MASTER CAUTION
7.20.13 and ENG system annunciator lights to
illuminate. A pause of approximately 8
seconds
engages the electro-mechanical lock and
prevents the thrust reverser sleeves from
further movement. Cycling the thrust
reversers may clear the fault and restore
normal operation. The MAINT light
illuminates 30 seconds after landing.
APU
A pause in movement of the reverse
thrust levers past detent No. 1 toward
the stow position may cause
MASTER CAUTION and ENG
system
annunciator lights to illuminate. A
pause of approximately 16 seconds
engages the electro-mechanical lock
and prevents the thrust reverser
sleeves from further movement.
Cycling the thrust reversers may
clear the fault and restore normal
operation.

APU EGT Removed on MAX Available on NG

Indicator
& MAINT light

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 APU Inlet door

Has 3 positions: Ground open, Flight

Open, Closed

DOOR light APU door is not in the commanded Not Available

position

Dual fire On this aircraft, two Halon-filled fire- Not Available

extinguishers suppression bottles are installed:
in Cargo one High-Rate Discharge (HRD)
compartment bottle and one Low-Rate Discharge
FCOM 8.20.6 (LRD) bottle. After the appropriate
cargo fire ARMED switch is pushed,
pushing the cargo fire DISCH switch
completely discharges the HRD
bottle contents into the selected
cargo compartment and starts a 15
minute timer. After 15 minutes, the
LRD bottle discharges its contents at
a reduced metered flow into the
selected compartment. This provides
195 minutes of fire suppression,
supporting a 180 minute flight and a
15 minute reserve. Discharge of the
LRD bottle may be disabled if the
system is disarmed. Upon landing, if
the HRD bottle was discharged and
the system remains armed, the LRD
bottle discharge is inhibited.

Flight Controls
Particulars B737 MAX B737 800 SFP1
Speed Trim Illuminated (amber) – Illuminated (amber) –
Failure Light • indicates failure of the Speed Trim System (Speed Trim • indicates failure of the speed
(SPEED TRIM function or MCAS function). If one function fails, the other trim system
FAIL) function is inhibited. • indicates failure of a single FCC
• indicates failure of a single FCC channel when MASTER channel when MASTER CAUTION
CAUTION recall is activated and light extinguishes when light recall is activated and light
Master Caution System is reset extinguishes when Master
Caution System is reset

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Speed Trim The Speed Trim System (STS) provides speed and pitch Not Available
System and stability augmentation. Speed stability augmentation is
MCAS provided by the Speed Trim function in the Speed Trim
Nomenclature System. Pitch stability augmentation is provided by the
MCAS function in the Speed Trim System. The Speed Trim
System only operates while the autopilot is not engaged. If
the SPEED TRIM FAIL light is illuminated, Speed Trim
System (Speed Trim function and MCAS function)
operation is inhibited. Main electric stabilizer trim
switches can be used to override Speed Trim System
inputs.

If the left and right AOAs disagree by 5.5 degrees or more

with the flaps retracted, the SPEED TRIM FAIL light
illuminates and the Speed Trim System (Speed Trim
function and MCAS function) is inhibited for the remainder
of the flight.
Note: The Speed Trim System (Speed Trim function and
MCAS function) is inhibited with either the STAB TRIM PRI
cutout switch or the STAB TRIM B/U cutout switch in the
CUTOUT position.
Speed Trim Function
Speed trim is a speed stability augmentation function
designed to improve flight characteristics during
operations with low gross weight, aft center of gravity and
high thrust when the autopilot is not engaged. The
purpose is to return the airplane to a trimmed speed by
commanding the stabilizer in a direction opposite the
speed change. The Speed Trim function monitors inputs of
stabilizer position, thrust lever position, flap position,
airspeed and vertical speed to determine the amount of
stabilizer trim and rate at which to control the stabilizer
trim motor. As the airplane speed increases or decreases
from the trimmed speed, the stabilizer is commanded in
the direction needed to return the airplane to the trimmed
speed.
This increases control column forces to encourage return
to the trimmed speed. As the airplane returns to the
trimmed speed, the commanded stabilizer movement is
removed.
The Speed Trim function contains a High AOA mode that is
used to provide increased stabilizer commands at elevated
AOA. As AOA increases toward stick shaker, the Speed
Trim function transitions to the High AOA mode to
command additional nose down stabilizer to increase
control column forces. AOA is used only to transition into
and out of the High AOA mode and does not determine
the amount of stabilizer command. The Speed Trim
function controls the stabilizer trim motor at a high rate
with flaps extended and low rate with flaps retracted.
The Speed Trim function operates most frequently during
takeoff, climb and go-around. Conditions for operation are
listed below:
• Up to Mach 0.68
• 10 seconds after takeoff

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• 5 seconds following release of main electric stabilizer
trim switches
• Autopilot not engaged
• Sensing of trim requirement
Maneuvering Characteristics Augmentation System
(MCAS) Function
MCAS is a pitch stability augmentation function designed
to operate at elevated angles of attack (AOAs). The
purpose is to increase control column forces by
commanding the stabilizer in the nose down direction at
elevated AOAs. The MCAS function becomes active when
the airplane exceeds a threshold AOA.
Stabilizer trim inputs in the nose down direction are added
incrementally if AOA continues to increase. Stabilizer trim
commands are based on AOA and Mach number. As AOA is
reduced below threshold AOA, the commanded stabilizer
trim is removed. If AOA is again increased above threshold
AOA, MCAS becomes
active and again commands stabilizer trim inputs in the
nose down direction. The MCAS function controls the
stabilizer trim motor at the flaps extended Speed Trim
function rate.
The FCC uses a corrected AOA value to activate MCAS. This
logic uses both AOA vanes and filters out small differences
between the vanes and provides a single corrected value
to the MCAS function.
The MCAS function contains logic that limits the amount of
nose down stabilizer trim movement to preserve elevator
authority for pitch control. When MCAS activates, the
command limit logic computes a nose down stabilizer trim
limit. If stabilizer trim reaches the computed limit, the
SPEED TRIM FAIL light illuminates and the Speed Trim
System (Speed Trim function and MCAS function) is
inhibited for the remainder of the flight. Manual stabilizer
trim, main electric stabilizer trim and autopilot trim are
not affected by the command limit logic. The command
limit logic inhibits the Speed Trim System when the
computed nose down stabilizer trim limit is reached:
• within five minutes following MCAS activation, or
• before the autopilot has been engaged for one
continuous minute following MCAS activation.
The command limit logic is reset after five minutes or after
the autopilot has been engaged for one minute, whichever
occurs first.
Conditions for operation are listed below:
• AOA above threshold
• Up to Mach 0.84
• 10 seconds after takeoff
• Flaps up
• Autopilot not engaged

18
Stab trim
switch
nomenclature

PRI- Primary B/U- Backup The STAB TRIM MAIN ELECT

Main Electric Stabilizer Trim Switches cutout switch and the STAB
Push (both) – TRIM AUTOPILOT cutout
• electrically commands stabilizer trim in desired direction
switch, located on the control
• autopilot disengages if engaged
stand, are provided to allow
• overrides Speed Trim System (Speed Trim function and
MCAS function) if active. the autopilot or main electric
trim inputs to be
disconnected from the
stabilizer trim motor.

Stabilizer Trim Main electric stabilizer trim switches on each control

wheel actuate the electric trim motor through the main
electric stabilizer trim circuit when the airplane is flown
manually. With the autopilot engaged, stabilizer trim is
accomplished through the autopilot stabilizer trim circuit.
The main electric and autopilot stabilizer trim have two
speed modes: high speed with flaps extended and low
speed with flaps retracted. In addition, with flaps
extended, the autopilot trim stops stabilizer nose up trim
commands when airspeed is three knots or more into the
minimum maneuver speed (amber) bar. If the autopilot is
engaged, actuating either pair of main electric stabilizer
trim switches automatically disengages the autopilot. The
stabilizer trim wheels rotate whenever main electric
stabilizer trim is actuated.
The STAB TRIM PRI cutout switch and the STAB TRIM B/U
cutout switch are located on the control stand. If either
switch is positioned to CUTOUT, the autopilot, main
electric and Speed Trim System (Speed Trim function and
MCAS function) trim inputs are disconnected from the
stabilizer trim motor.
Control column actuated stabilizer trim cutout switches
interrupts operation of main electric stabilizer trim,
autopilot trim and the Speed Trim function when the
control column movement opposes trim
direction. Aft control column movement does not
interrupt Maneuvering Characteristics Augmentation
System (MCAS)
nose down trim commands. Forward control column
movement interrupts MCAS nose up trim commands.
In addition to the control column actuated stabilizer trim
cutout switches, the FCC contains a software column
cutout function which adds a layer of redundancy to
mitigate a latent failure of the column cutout switches.
The control column cutout function interrupts operation of
autopilot trim and the Speed Trim function when the
control column movement opposes trim direction. Aft
control column movement does not interrupt MCAS nose

19
 down trim commands. Forward control column movement
interrupts MCAS nose up trim commands. The software
column cutout function cuts out automatic stabilizer
commands beyond the cutout position of the control
column actuated stabilizer trim cutout switches. Main
electric stabilizer trim commands are not inhibited.
When the STAB TRIM override switch is positioned to
OVRD, main electric stabilizer trim can be used regardless
of control column position. Manual stabilizer control is
accomplished through cables which allow the pilot to
position the stabilizer by rotating the stabilizer trim
wheels. The stabilizer is held in position by two
independent brake systems. Manual rotation of the trim
wheels can be used to set the desired stabilizer position,
after the STAB TRIM cutout switches have been placed in
the CUTOUT position. The effort required to manually
rotate the stabilizer trim wheels may be higher under
certain flight conditions such as at high airspeeds.
Grasping the stabilizer trim wheel will stop stabilizer
motion.
Rudder Pedal Permits nose gear steering up to 6 degrees each side Permits nose gear steering up
Steering of center. to 7 degrees each side of
center.
Control Push – Push/Pull –
Column • operates elevators in the nose down direction • operates elevators in the desired
• interrupts main electric, autopilot and Speed Trim direction
System (Speed Trim function and MCAS function) nose up • Movement opposing stabilizer
stabilizer trim commands. trim stops electric trimming.
Pull –
• operates elevators in the nose up direction
• interrupts main electric, autopilot and Speed Trim
function nose down stabilizer trim commands
• does not interrupt MCAS nose down stabilizer trim
commands.
SPEED BRAKE Illuminated (amber) – indicates a fault within the auto- Illuminated (amber)-
DO NOT ARM speed brake system. • indicates an abnormal
Light condition or test input to the
speed brake load alleviation
system when the flaps are raised,
or
• during landing, indicates wheel
speed has dropped below 60 kts,
and the speed brake lever is not
in the DOWN position.
SPEEDBRAKES • in–flight - • in–flight -
EXTENDED • SPD BRK lever is beyond the ARMED position, and • SPEED BRAKE lever is beyond
Light • a thrust lever is above idle for 15 seconds, or the ARMED position, and
• a thrust lever is above approximately 40 degrees for 3 • TE flaps extended more than
seconds. flaps 10, or
• SPD BRK lever is beyond the ARMED position, and • radio altitude less than 800
• TE flaps extended more than flaps 10, or feet
• radio altitude less than 800 feet, or • on the ground -
• on the ground - • SPEED BRAKE lever is in the
• SPD BRK lever is in the DOWN detent, and DOWN detent, and
• ground spoilers are not stowed. • ground spoilers are not
stowed.

20
Speed Brakes During landing, the auto speed brake system operates During landing, the auto speed
Ground when these conditions occur: brake system operates when
Operation • SPEED BRAKE lever is in the ARMED position these conditions
• SPEED BRAKE ARMED light is illuminated occur:
• radio altitude is less than 6 feet • SPEED BRAKE lever is in the
• landing gear strut compresses on touchdown ARMED position
Note: Wheel spinup or compression of any landing gear • SPEED BRAKE ARMED light is
strut enables the flight spoilers to deploy. Compression of illuminated
both main landing gear struts enables the ground spoilers • radio altitude is less than 10
to deploy. feet
• both thrust levers are retarded to IDLE • landing gear strut compresses
• main landing gear wheels spin up (more than 60 kts) on touchdown
Note: Compression of any
landing gear strut enables the
flight spoilers to deploy.
Compression of the right main
landing gear strut enables the
ground spoilers to deploy.
• both thrust levers are retarded
to IDLE
• main landing gear wheels spin
up (more than 60 kts)
Spoiler Fly-by-wire spoiler system (electrically controlled and Mechanical spoiler system
system hydraulically actuated PCUs)

Flight spoilers Roll commands are transmitted from the First Spoiler mixer, connected to
Officer’s control wheel sensors to the SCE unit, which the aileron cable-drive,
mixes roll commands with speedbrake commands controls the hydraulic power
from sensors on the speedbrake lever and sends the control units on each spoiler
spoiler extension commands to each of the flight panel to provide spoiler
spoilers. movement proportional to
aileron movement.
Ground Controls the hydraulic pressure to the ground spoiler Spoiler mixer and Ground
Spoiler PCUs. spoiler control valve directs
Control the hydraulic fluid to ground
Module spoiler PCUs.
Ground Compression of both main landing gear struts Compression of the right main
Spoilers enables the ground spoilers to deploy. landing gear strut enables the
ground spoilers to deploy.
Maneuver The MLA system reduces wing and aft fuselage Not Available
Load bending loads during certain maneuvers and normal
Alleviation load factors. The MLA system retracts extended
(MLA) speedbrakes during maneuvers that result in higher
load factors at certain gross weights. The SPD BRK
lever does not move during MLA activation. When
the conditions for MLA are no longer present, the
speedbrakes will return to the selected position.
Landing Not Available
Attitude • The first LAM function applies when the flaps are in
Modifier the 30 or 40 position. To maintain acceptable nose
(LAM) landing gear contact margin, LAM symmetrically
deploys flight spoilers on approach to reduce lift and
force the airplane to use a higher angle of attack.

21
 • The second LAM function applies when flaps are
positions 15 through 30 and the thrust levers are
near idle. This function also symmetrically deploys
flight spoilers, in order to generate additional drag.

Emergency In order to minimize exposure time of passengers Not Available

Descent and crew to high cabin altitude, an EDS function is
Speedbrakes included. EDS is armed when the airplane is above
(EDS) 30,000 feet and Cabin Altitude Warning is active.
Moving the speedbrake lever activates the function.
When activated, the EDS raises the speedbrakes to a
higher than normal position when the speedbrake
lever is in the flight detent.
Speedbrake Speedbrake commands are electronically limited at A lever stop feature is
protection the FLIGHT DETENT. In the event electrical power to incorporated into the SPEED
the SCE (Spoiler Control Electronics) is lost, all BRAKE lever mechanism. The
spoilers are inoperative and will retract if extended. lever stop prevents the SPEED
BRAKE lever from being
moved beyond the FLIGHT
DETENT when the airplane is
in flight with the flaps up. In
the event of the loss of
electrical power the lever stop
is removed and full speed
brake lever movement is
available.
SPOILERS Light One or more spoiler pairs are inoperative. Not available
Illuminated (amber) –
• activated by signal from spoiler control

electronics unit
• Indicates spoiler system fault.

Elevator Jam If a jam occurs in the aft elevator control mechanism, Not Available
Landing Assist both control columns have
Switch a limited range of motion. During approach and
landing, the Elevator Jam Landing Assist System uses
the flight spoilers for small changes to the flight path.
To activate the system, the Elevator Jam Landing
Assist switch must be selected ON, the actual flap
position must be 1 or greater, and the autopilot must
be disengaged.
With the system activated, the flight spoilers deploy
to a preset position. The control wheel steering force
sensors detect forces applied to the control column.
A push on the control column causes the spoilers to
extend farther, increasing the descent rate.

22
Flap/ Slat Flap position indicator & LE FLAPS EXT, LE FLAPS light Flap Position Indicator
Position are displayed on inboard display along with engine indicator & LE FLAPS EXT, LE
Indicator indications. FLAPS light is located on
Flap Position indicator only indicates position of right Center Forward Panel.
TE flaps when Battery is the only source of electrical
power.
FLAP LOAD light illuminated when flaps retract due
to air load because of airspeed.

Leading Edge Illuminated (amber) – Illuminated (amber) –

Flaps (LE FLAPS • any LE device not in programmed position with • any LE device in transit
TRANSIT) Light • any LE device not in
respect to TE flaps
• a LE uncommanded motion condition exists (two programmed position with
or more LE flaps or respect to TE flaps
slats have moved away from their commanded • a LE uncommanded motion
position). condition exists (two or more
LE flaps or slats have moved

23
 away from their commanded
position)
• during alternate flap
extension until LE devices are
fully extended and TE flaps
reach flaps 10.

Flight Instruments
B737 Max B737 NG

Particulars B737 MAX B737 800

MAX DISPLAY SYSTEM (MDS)

Selected range indication at 12 o’clock NA

Outboard Display The PFD consists of two general areas, the
Unit sky/ground attitude indicator and the
compass/backup mini-MAP. The AUX Display is
located outboard of each PFD. When the Display
Select Switches are in the OUTBD or INBD positions
the PFD and AUX Display are shown in a half screen
format. In this configuration, the compass remains
as a compass and does not become a backup mini-
map.

Part Time Mini Map The part-time mini-MAP, a condensed version of the ND NA
MAP is at a fixed 20 nm range and is meant to be a short-
term navigational display which allows the pilots to see
their relationship to the flight plan and potential threats
ahead. TCAS targets and terrain/weather can be displayed
on the mini-MAP. Terrain, TCAS and Predictive Windshear

24
 alerts are annunciated on the mini-MAP. True Airspeed
(TAS), Ground Speed (GS), Wind Direction, and Wind
Speed are also shown.

PFD Reversion The PFD is shown in reversion mode for some display NA
Mode failures. The PFD is cropped to fit within an MFD window
(one half of a Display Unit). All PFD symbology remains in
the same relative position referenced to the airplane
symbol center.

Horizon Line Pitch The horizon line heading scale is in 5 degree increments Horizon scale is in 5
Scale and is displayed when: degree increments.
• FPV is selected on the EFIS control panel, and
• current bank angle is less than 50 degrees, and
• pitch angle is between +/- 20 degrees.
A magenta bug is displayed which reflects the MCP
selected heading value.
Aux Display Located on the Outboard Display Unit. It displays Not Available
following information:
• Chrono Dial and read out displyed when a CLOCK
switch is selected on glareshield.
• Flight Number, XPNDR Code, Sel Cal, Tail Number.
• The clock and flight information is located in the
upper part of the AUX display.
• Elapsed time- Starts at weight off wheels, stops 30
seconds after weight on wheels and resets on power
up or new origin airport entered.
• UTC Time

25
Clock Switch Push – first push displays and starts chrono function, Not Applicable.
second push stops chrono function, and third push
removes chrono.

Inboard Display Unit

MFD information in normal operation is available on

either left or right inboard display unit.
Video surveillance display shall be shown on the
inner DU that doesn’t have Engine display.
BARO Minimum Available NA
Pointer

MFD Switch INFO The MFD Switches provide The MFD switches provide
FCOM 10.15.9, controls to enable pilots to select MFD formats, controls to enable the pilots
FCOM 10.15.10 display Secondary Engine indications, and to display secondary engine
The (C)-on the outer transfer the Engine Display between the parameters of hydraulic
knob-selection Captain's and First Officer's DU's. indications on the MFD.
places the cursor on
the inboard half of
the inboard DU (L) or
(R) shall be used only
by maint. to keep

26
the display on the
out board part of
inboard DU.
Inner knob of
SELECTOR has 2
functions. Pressing
SEL switches
between the 2 fn.
(1) Rotating this
knob moves the
cursor from one
radio button to
other.
(2) After first fn,
pressing SEL, sets the
second fn. which is
to enter Data. After
Data entry, SE sets
the value of the
Data.

MFD Switch ENG

The ENG switch will display or remove the secondary
engine indications on the MFD. The compacted ENG
display is not there.

The ENG switch will display

the secondary engine
indications on lower display
unit.

MFD Switch
System
The SYS switch displays Hydraulic indications on the The SYS switch will display
inboard display the hydraulic indications on
lower display unit.

27
MFD Switch- INFO

The INFO switch displays the N1/SPD REF set on the

inboard side of the MFD.
There are two sections to the INFO display function.
The left side allows the manual setting of the N1
thrust target. The right side allows the manual
setting of V speeds, gross weight and the white bug.
ENG TFR Switch
FCOM 7.10.16

The MAIN PANEL DUs and

The ENG TFR switch LOWER DU selector are used
transfers the engine display between the to display the engine primary
left and right inboard DUs. Compact indications on the DUs
Engine display is not available.
Engine Display
Control Panel
SELECTOR

Each pilot has an interactive display selector that

allows the crew to interact with the MFD. Each
selector consists of two stacked selectors with a
push select switch on top.

28
EFIS- Range selection

The range scale is not shown on the EFIS control

panel. The minimum range is 0.5nm and max is
640nm

VSD VSD switch turns on the VSD inset on the Expanded Pressing the CTR M
MAP and Center Map modes on the ND.

VSD switch turns on the VSD inset on the Expanded Pressing the CTR MAP mode
MAP and Center Map modes on the ND. twice will display the VSD

Display System
Alerts
FCOM 10.10.40

When there is a problem with the DPC display system,

one of the following indications will appear in the lower
left corner of the primary flight display:
DSPLY SOURCE 1 or 2 (amber) – DPC 1 has failed or DPC 2
has failed.
CDS MAINT and CDS FAULT alerts are not available.

29
Roll /Yaw Not applicable
Asymmetry

Roll Authority Alert

30
Roll Command
Arrow

The Enhanced Bank Angle Warning provides a time-critical

warning in case of a roll upset greater than 45 degrees of
bank. The alert consists of a curved red arrow on the PFD
as well as a GPWS derived aural alert. The roll command
arrow and voice aural alerts indicate the shortest
direction to return the airplane to wings
level. If the airplane is banked beyond 45 degrees to the
right or left, the arrow appears pointing to the left or
right, and the aural repeats "ROLL LEFT(RIGHT)...ROLL
LEFT(RIGHT)." The voice aural repeats at intervals of 5
seconds. The alert stops when the bank angle decreases
below 35 degrees for at least 2 seconds, or immediately
when the bank angle decreases to less than 10 degrees
Speedbrake Warning

The alert consists of a SPEEDBRAKE visual alert shown on

the Primary Flight Display (PFD), and a "SPEEDBRAKE,
SPEEDBRAKE" aural alert. The aural alert does not repeat.
The SPEEDBRAKE warning provides an alert when
speedbrakes are not deployed during a landing or

31
 rejected takeoff. The alert activates when spoiler panels 4
and 9 are not at least halfway up by 3 seconds after
touchdown or start of an RTO.
The speedbrake alert is inhibited if Hydraulic System A has
low pressure (spoiler panels 4 and 9 are powered by
Hydraulic System A)

Alerts and
Messages

32
Rockwell Collins Weather Radar with Multiscan and
wind shear prediction.

Predictive OverFlight tracks cells below the aircraft

and measures their growth rate and intensity when
in AUTO and WX+T mode is selected. The system
predicts turbulence above the cell and the increasing
storm threat along the aircraft flight path. Predictive
OverFlight is based on actual radar returns and the
resultant analysis of cell growth, not on inference.
Predictive Overflight shows as a red enclosure filled
with red dots. Predictive OverFlight functions in
AUTO mode only with WX+T selected.

33
Associated Threats are shown while the system is in
AUTO and WX+T mode is selected. Associated
threats show as red dots on the display and can be
within the cell boundary or outside. They are
determined by temperature as well as horizontal
and vertical radar data. Two type of indications can
be shown. The first is the electrified region found in
precipitation around the freezing level. This
indication shows when the freezing point is within
6000 feet of the aircraft.
Associated hazards include icing and lightning. The
second type of indication shows as red dots in a
rectangle shape over the thunderstorm cell, and may
extend beyond the cell in the downwind direction
any time the wind is greater than 10 knots above 25
000 feet. The anvil pattern above a storm cell is
inferred from the detected cell intensity, and
indicates a potential of icing, hail and/or lightning.
This shows no matter which altitude the aircraft is at.
The electrified region is active for aircraft
temperatures warmer than negative 20 degrees C.
Core Threat Adjustment provides a color and size
adjustment to closer represent the actual threat.
The core threat assessment uses horizontal and
vertical growth rates and increases the color and size
on the display if a return is below a certain decibel
threshold. Core Threat Adjustment functions in
AUTO mode only with
WX+T selected.
Two-Level Turbulence Detection provides two levels
of turbulence detection when in AUTO and WX+T
mode is selected. Severe turbulence is shown by
solid magenta areas, while light and moderate
turbulence (known as ride quality turbulence) is
shown by magenta dots. Severe turbulence is
indicated when the
aircraft g-load is 0.3 g or greater, while ride quality
turbulence is indicated when aircraft g-load is 0.2 g.
When not in AUTO, the single level of turbulence
(0.3g) is available. Two-Level Turbulence Detection
functions in AUTO mode only with WX+T selected.
Flight Path/Descent Assessment shows weather for
the descent profile as soon as the aircraft starts a
descent. All Multiscan Radar functions are available
on the descent. The user does not need to switch to
Manual mode to observe weather along the descent.

34
Display Unit Failure

Particulars B737 MAX B737 800

FILTER BYPASS impending or actual fuel filter bypass due to a impending fuel filter bypass due
contaminated filter. If both lights are illuminated, to a contaminated filter.
both lights will remain illuminated until engine Both FILTER BYPASS light operate
shutdown on the ground. independently of each other
Both FILTER BYPASS light will illuminate due to
contaminated filter.
FUEL System

35
FUEL PROGRESS Not Available
5/5

TOTALIZER:
Shows fuel quantity from the Fuel Quantity
Indication System (FQIS). Selection results in the
FMC using the FQIS fuel quantity for predictions.
The TOTALIZER is the system default at power up.
CALCULATED:
Shows CALCULATED fuel based on the totalizer
value at engine start decreased by fuel flow data
(Engine & APU) or manual input of fuel quantity
decreased by fuel flow data. Selection results in
the FMC using the calculated fuel quantity for
predictions.
The FMC normally uses the totalizer value for
performance computations.
APU FUEL USED
Displays the Auxiliary Power Unit (APU) fuel used.
FUEL DISAGREE Not Available
amber alert

The totalizer fuel quantity and the FMC calculated

fuel quantity disagree.

FUEL FLOW Not Available

alert

Illuminated (amber) - the difference between

actual engine fuel flow rate and the FMCS
expected fuel flow rate exceeds the MEDB
threshold value for five continuous minutes. The
message is displayed independently for each
engine.

36
 USING RSV FUEL Shown only on FMC scratch pad
INSUFFICIENT message.
FUEL

Shown below the fuel quantity indications along

with FMC scratch pad message

Fuel Tank

FMC

Particulars B737 MAX B737 800

Software version U13/U14 U12

PERF INIT page

Fuel quantity source information

(SENS/CALC/MAN) is indicated against FUEL
on this page
• SENS – Totalizer value default or as
selected by the crew on FUEL PROGRESS 5/5
page.
• CALC – FMC Calculated value as selected
by the crew on the FUEL PROGRESS 5/5
page.
• MAN – Indicates a Manual pilot entry if
CALCULATED is selected on PROGRESS 5/5
page.

Hydraulics Available NA
Electric pumps-–
in case of OVHT,
the power is
removed from
the pump

37
LANDING GEAR

B737 Max B737 NG

Particulars B737 MAX B737 800

Landing Gear UP & DN. UP, OFF & DN position.
lever positions Hydraulic pressure is removed from the landing gear Hydraulic pressure from gear upline
system by the PSEU 10 seconds after all gear are up is removed when gear lever is
and locked. moved to OFF
LOCK OVRD LOCK OVRD switch releases landing gear lever Override Trigger allows LANDING
FCOM 14.10.2 lock GEAR lever to be raised, bypassing
the L/G lever lock

Tire Pr. Indication Provided NA

FCOM 14.10.6, 7
NOSE WHEEL
STEER switch
FCOM 14.10.8
NOSE WHEEL Located on landing gear panel Located on Left Forward Panel
STEER switc

38
MAINT light

When designated faults are detected, a MAINT Fault is detected in PSEU

light on the aft overhead panel illuminates, and
the OVERHEAD system annunciator light and
MASTER CAUTION lights illuminate.
The MAINT light is inhibited:
• in flight
• after engine start switch is placed to GRD
during the first engine start
• for 30 seconds after landing.
Landing Gear
Warning Cutout
Switch location

Brake Temp. and Indicated on MFD Not Available

Tire pressure

Altitude Alert In some aircrafts, between 900 feet and 200

feet and in others 200 feet and 900 feet.

FMC

APPROACH Approach Reference Page (2/2)

Reference page Approach reference page 2/X enables selection of the
landing runway condition.

39
11.1 1.1
1. INDEX
Push – selects the INIT/REF INDEX page.
2. DRY
"DRY>" is displayed when the runway overrun alert is
enabled. Pressing LSK 1R sets the runway condition to
DRY
"DRY", with no caret ">", is displayed when the
runway overrun alert is inhibited.
Pressing LSK 1R when the overrun alert is inhibited,
will not change the runway condition.
A runway condition of DRY will be set upon power up
and whenever a change to the active destination airport
is executed.
Note: A runway condition of DRY will be set due to a
change in the destination airport when the overrun alert
is inhibited.
"<ACT>" is displayed next to the active runway
condition when the runway alert system is not
inhibited.

3. Additional Runway Conditions

A ">" is displayed to the right of the runway condition
when the runway overrun alert is not inhibited.
Pressing the LSK key sets the runway condition to the
appropriate runway condition.
No ">" is displayed when the runway overrun alert is
inhibited. Pressing the LSK key will not change the
runway condition.
"<ACT>" is displayed next to the active runway
condition when the runway alert system is not
inhibited.
The FMC outputs a numeric maximum airplane
braking coefficient value corresponding to the runway
condition selection according to the table below:

40
 Thermal Bow

Thermal bow is a temporary condition that may occur in certain applications of metal parts. The cause of
thermal bow is differing temperatures on either side of those parts.
For example, when steel doors experience a temperature difference between the door faces, the top
and bottom of the lock edge of the door begin to distort either toward or away from the frame stop. The
larger the temperature gradient, the more extreme the bowing.
In turbine engines, Rotor Bow, or thermal bowing, is normally due to asymmetrical cooling after shut-
down on the previous flight. Differences in temperature across the shaft section supporting the rotor
lead to different thermal deformation of the shaft material, causing the rotor axis to bend. This results in
an offset between the center of gravity of the bowed rotor and the bearing axis, causing a slight
imbalance and potentially reducing the tight clearance between the rotor blade tips and the compressor
wall. Maintaining this clearance as closely as possible is critical to engine efficiency. Slower starting
allows more even heating, eliminating differential thermal deformation.
Operating an engine in the bowed-rotor condition causes unnecessary wear-and-tear, reduces critical
seal clearances, and may even be catastrophic due to high levels of vibration.

NORMAL PROCEDURES

41
42
43
Supplementary Fuel crossfeed valve check in last hour of cruise is not required
Procedure on MAX,
differences
HUD System
Procedures

44
45