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AA B757/B767 Ops Limits

Modified by DukeClr(06/20/14)
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108 terms by DukeClr

Types of Airplane Operations VFR, IFR, Icing Conditions,

and Extended Overwater
Runway Slope

+/- 2%

Tailwind

757=10 knots (Up to 15,

Special Landing Analysis in
PERFORMANCE-LANDING)
767= 10 knots

Flight Maneuvering Load

Acceleration Limits

Flaps Up = +2.5g to -1g

Flaps Down = +2g to 0g

757 Max Operating Altitude

42,000 feet pressure altitude

757 Maximum Takeo and

Landing Altitude

14,500 feet pressure altitude

767 Max Operating Altitude

43,100 feet pressure altitude

767 Maximum Takeo and

Landing Altitude

8,400 feet pressure altitude

VMO

Indicated by the Max

Airspeed Pointer on the
Airspeed Indicator.

MMO

0.86M

VLO/MLO, VLE/MLE

270 knots / 0.82M

Whichever is lower.

Flap Placard Speeds (757)

Flaps 1: 240 / Flaps 5: 220 /

Flaps 15: 210 / Flaps 20: 195
/ Flaps 25: 190 / Flaps
30:162

Flap Placard Speeds

(767-200ER)

Flaps 1: 240 / Flaps 5: 220 /

Flaps 15: 210 / Flaps 20: 195
/ Flaps 25: 190 / Flaps
30:162

Flap Placard Speeds

(B767-300ER)

Flaps 1: 250 / Flaps 5: 230 /

Flaps 15: 210 / Flaps 20: 210
/ Flaps 25: 180 / Flaps
30:170

B757-200 Max Ramp Weight

251,000 pounds

B757-200 Max Takeo

Weight

250,000 pounds

B757-200 Max Landing

Weight

198,000 pounds

B757-200 Max Zero Fuel

Weight

185,358 pounds

B757-200ER Max Ramp

Weight

256,000 pounds

B757-200ER Max Takeo

Weight

<1500'=255,500 /
1501-2375'=255,400 /
2376-3250'=255,300 /
3251-4125'=255,200 /
4126-5000'=255,100 /
>5000'=255,000

B757-200ER Max Landing

Weight

198,000 pounds

B757-200ER Max Zero Fuel

Weight

185,358 pounds

B767-200ER Max Ramp

Weight

315,000 pounds

B767-200ER Max Takeo

Weight

313,000 pounds

B767-200ER Max Landing

Weight

270,000 pounds

B767-200ER Max Zero Fuel

Weight

253,000 pounds

B767-300ER Max Ramp

Weight

409,000 pounds

B767-300ER Max Takeo

Weight

408,000 pounds

B767-300ER Max Landing

Weight

310,000 pounds

B767-300ER Max Zero Fuel

Weight

288,000 pounds

B767-300ER with Winglets

Max Ramp Weight

409,000 pounds

B767-300ER with Winglets

Max Takeo Weight

408,000 pounds

B767-300ER with Winglets

Max Landing Weight

310,000 pounds

B767-300ER with Winglets

Max Zero Fuel Weight

291,300 pounds

Conguration Deviation List

The airplane must be

operated in accordance with
airplane limitation, and as
amended by CDL.

Flight Deck Door and Flight

Deck Access System

Mandatory pre-ight check.

If Left Main DC Bus is
unpowered, place the Flight
Deck Access System Switch
in OFF, and use deadbolt to
lock door. The deadbolt
position allowing key access
is for ground use only.

Max Cabin Pressure

Dierential

9.10 psi

Max Dierential Pressure for

Takeo and Landing

0.125 psi

757 Isolation Valve

Pneumatic Isolation Switch

must be OFF except when
required for start or
non-normal operation of air
conditioning or anti-ice
systems.

757 Equipment Cooling

Ground Operation

Electrically powered for

more than 20 minutes on the
ground. 34C-40C=One
forward and one aft entry
door on opposite sides open,
or at least one pack or
ground equivalent.
41C-49C= At least one pack
or ground equivalent. More
than 49C= two A/C packs or
equivalent ground cooling.

Engine anti-ice must be ON... During all ground and ight

operations when icing
conditions exist or are
anticipated, except climb or
cruise below -40C SAT.
Engine anti-ice must be ON
prior to and during descent
even below -40C SAT. Do not
rely on airframe visual cues
to turn engine anti-ice on.
B767-200ER power settings
when penetrating or
operating in icing conditions

Minimum 45% N1 at 10,000

feet and above. 40% N1
below 10,000 feet except as
required for landing. 3% N1
tolerance for operating with
autothrottles on.

Icing Conditions

OAT on the ground and for

takeo, or TAT inight is
10C or below AND: Visible
moisture (clouds, fog with
vis below 1sm (1600m) or
less, rain, snow sleet, and ice
crystals OR when operating
on ramps, taxiways, or
runways where surface snow,
ice, water, or slush may be
ingested by the engine or
freeze on the engines,
nacelles, or engine sensor
probes.

Automatic Landings Wind

Limitations

Headwind=25 knots max

Tailwind=10 knots max
Crosswind=15 knots max

Autopilot Limitations

One engine inoperative

instrument approaches with
the A/P engaged are
permitted. Use of aileron
trim with the A/P engaged is
prohibited.

Minimum Altitude for Use of

Autopilot

After takeo do NOT engage

A/P below 500 AFL.
Missed/go-around re-engage
any time after positive rate
climb established. 757- Do
NOT use the A/P below 100
RA at airports with pressure
altitude above 8400 feet.

Autothrottle Use

Approved for all phases of

ght

Prohibited HF Frequencies

11.133, 22.434, 22.683,

22.766, 29.489, 29.490 MHz.
If one HF radio is selected
for transmission, deselect HF
radio on ALL audio panels.

VHF Radio Voice

Communication

Do not use the center VHF

for ATC comm with ACARS
operational.

CPDLC

Aircrew shall readback via

voice every ATC clearance
for altitude, heading, speed,
route, and rate of climb
received via CPDLC. CPDLC
not sole means for verifying
altimeter settings. Do not use
altimeter setting delivered
from CPDLC for nal
approach.

Engine Limit Display

Markings

Max and min = Red

Caution = Amber

Operation at Standard and

Maximum Takeo Thrust

Use of either as prescribed in

the Performance Manual will
assure compliance with AFM.

767 EICAS

Flight crew shall NOT blank

the engine vibration display
during takeo.

767 Max Oil Temperature

15 minutes in AMBER band

757 Minimum Oil

-40C
Temperature for Engine Start
757 Minimum Oil
Temperature for Advancing
Throttles

0C

757 Maximum Oil

177C
Temperature for Unrestricted
Use
Engine Ignition

Must be on for takeo and

landing.

Starter Re-engagement Speed 0% N3/N2 Recommended.

0-20% N3/N2 Normal.
Re-engagement above 20%
N3/N2 not recommended
except in case of re.
Re-engagement above 30%
N3/N2 may result in starter
or gearbox damage.
Reverse Thrust

Ground use only.

757 Maximum RPM Limits

(Continuous)

N1 108.4% (amber)
N2 98.0% (amber)
N3 95.8% (amber)

757 Maximum RPM Limits

(5 minutes)

N1 108.8% (amber/red)
N2 100.3% (amber/red)
N3 99.0% (amber/red)

757 Maximum RPM Limits

N1 110.0% (red)
(Max Overspeed, 20 seconds) N2 101.3% (red)
N3 100.2% (red)
767-200ER Max N1

117.0% (red)

767-200ER Max N2

110.5% (red)

767-300ER Max N1

117.5% (red)

767-300ER Max N2

112.5% (red)

B757 EGT Limits (Starting)

570 (red) momentary (2

seconds)

B757 EGT Limits

(Takeo/Go-around)

877 (5 minutes)

B757 EGT Limits (Max

Continuous)

795 (continuous)

B757 EGT Limits (Overtemperature)

897 (red), 877 after 20 sec

(red)

B767-200ER EGT Limits

(Starting)

750-870 (red) (40 seconds)

B767-200ER EGT Limits

(Takeo/Go-Around)

940 (red) (5minutes)

B767-200ER EGT Limits

(Max Continuous)

895 (amber) continuous

B767-200ER EGT Limits

(Climb)

895 (amber) continuous

B767-200ER EGT Limits

(Max Cruise)

895 (amber) continuous

B767-300ER EGT Limits

(Starting)

750-870 (red) (40 seconds)

B767-300ER EGT Limits

(Takeo/Go-Around)

960 (red) (5 minutes)

B767-300ER EGT Limits

(Max Continuous)

925 (amber) continuous

B767-300ER EGT Limits

(Max Climb)

890 (amber) continuous

B767-300ER EGT Limits

(Max Cruise)

835 (amber) continuous

Flight Controls

Avoid rapid large alternating

control inputs, especially
with large changes in pitch,
roll, or yaw as they may
result in structural failure
even below Va.

Max altitude for ap

extension

20,000 feet.

757 Operations between

10,000 and 14,500 feet.
(Takeo, approach, landing
ap settings)

Takeo = Flaps 5.
Approach = Flaps 15
Landing = Flaps 25

Single FMC VOR approach

requirements

One pilot must have raw

data from the VOR on the
RDMI, RMI, or HSI in the
VOR mode no later than
FAF.

757/767 Fuel Pump

Warnings

Do NOT reset a tripped fuel

pump or fuel pump control
circuit breaker. Intentional
dry running of a center tank
fuel pump is prohibited.
Center tank fuel pumps must
NOT be "ON" unless
personnel are available on
the ight deck to monitor
LOW PRESS lights.

757 Lateral Fuel Imbalance

Max imbalance left and right

main tanks for operations is
1950 pounds.

767 Lateral Fuel Imbalance

Max imbalance between left

and right main tanks is 2500
pounds when total main tank
fuel is 48,000 pounds or less.
Linear reduction to 1500
pounds when total main tank
fuel is 79,800 pounds. 1500
pounds when total main tank
fuel exceeds 79,800 pounds.

Fuel Load

Use fuel distribution guides

to assure compliance.

Alternate Fuel Loading 757

2000 pounds loaded in

center with less than full
wings, provided the weight
of fuel in center plus actual
ZFW does not exceed Max
ZFW, and balance limits
observed.

Alternate Fuel Loading 767

22,050 pounds loaded in the

center tank with less than
full wing tanks (fuel jettison
operational no less than
10,300 pounds of fuel must
be in wing tanks), provided
the weigh of fuel in center
tank plus ZFW does not
exceed max ZFW, and
balance limits observed.

Fuel Usage

All center tank fuel (except

ballast) must be consumed
before using main tank fuel.

Max tank fuel temperature

using JET A/A-1

49C (120F)

Minimum 757 fuel

temperature

At least 3C above the

freezing point of the fuel, or
-45C, whichever is warmer.
JET A freezing point = -40C
JET A-1 = -47C

Minimum 767 fuel

temperature

At least 3C above the

freezing point of the fuel
JET A freezing point = -40C
JET A-1 freezing point =
-47C

Use of JP-4 / JET B

Do NOT use without

approval of ManagerOn-Duty at Maintenance
Operation Center.

Fuel Crossfeed Valve

Operational Check

Perform operational check of

the fuel crossfeed valve
during the last hour of cruise
ight during extended range
operations. Enter failure in
E6 logbook.

B767-200ER / 767-300ER
limitations if dispatched with
known inability to retract the
gear

Takeo with aps 5. VMO

and MMO reduced to 270
KIAS and .73 Mach. Airspeed
indicator and mach-airspeed
warning switch must be
reprogrammed. Extended
overwater operation
prohibited. The use of speed
increase for improved climb
performance in order to
increase max takeo wight is
prohibited.

B767-200ER / 767-300ER
gear down emergency
descent speed

270 KIAS

B767-200ER / 767-300ER
gear down airspeed for
severe turbulence

VREF 30 + 70 knots

B767-200ER / 767-300ER
gear down ap retraction
speed schedule

Takeo at aps 5. Select

aps 1 at VREF + 40 knots.
Select aps 0 at VREF + 60
knots. Final segment climb
speed VREF + 60 knots.

B767-200ER / 767-300ER
gear down climb speed

VREF 30 + 70 knots

B767-200ER / 767-300ER
gear down FMCS Data

No special provisions for

operation with landing gear
extended. FMCS will
generate inaccurate en-route
speed schedules, display
non-conservative fuel
prediction, ETA, max
altitude, and compute
shallow descent path.

TCAS

Initiating evasive maneuvers

for TA's based only on info
from the TCAS display is
prohibited. TA are advisory
only. Compliance to RA is
required, unless in the
opinion of the Captain this
would compromise safety.
Other critical warnings such
as stall, windshear, or GPWS
take precedence over RA.
"Clear of conict" return to
assigned ight path.

EGPWS

Navigation must NOT be

based upon the use of the
Terrain / Obstacle awareness
Display. Pilots can deviate
from ATC clearance to the
extent necessary to comply
with EGPWS.

Terrain Awareness Alerting

and Display function must be
inhibited by selecting the
Terrain System Ovrd Switch
to OVRD when the FMS is in
IRS ONLY NAVIGATION or
within 15 nm of takeo,
approach, or landing at an
airport where the following
apply:

Airport has no approved

instrument approach
procedure. The longest
runway is less than 3500
feet. The airport/approach is
not contained in the EGPWS
database. NOTE: All AA
authorized airports are
contained in EGPWS airport
database. FMS position must
be updated 5 minutes prior
to takeo or veried with
actual runway position. Must
be inhibited if both FMC's
are inoperative or fail in
ight. Standby altimeter
must be set to QNH.
Instrument panel ood lights
must be operative if the
system is used at night.

Integrated Standby Flight

Display (ISFD)

.ISFD must be fully

functional and aligned prior
to moving the aircraft
.The magnetic "Whiskey"
compass must be used to
validate heading
information.
Heading information may
not be available in the polar
regions above 70 deg.
latitude.

Flat Panel Display system

(FPDS)

Use of polarized sunglasses is

prohibited while seated in a
pilot position.