Boeing The Boeing philosophy governing the content of the Operations Manual Limitations Section is a function of EICAS messages and cockpit placards. Any item that generates an EICAS message or is a limitation that is covered by a cockpit placard is not listed in the limitations section. The Operations Manual Limitations Section content, in general, is restricted to those items the crew must commit to memory in order to safely and efficiently operate the airplane.
ACARS is limited to the transmission and receipt of messages which will not create an unsafe condition if the message is improperly received, such as the following conditions:
the message or parts of the message are delayed or not received,
the message is delivered to the wrong recipient, or
the message content may be frequently corrupted.
However, Pre-Departure, Digital Automatic Terminal Information Service, Oceanic Clearances, Weight and Balance and Takeoff Data messages can be transmitted and received over ACARS if they are verified per approved operational procedures.
CAA : After Take-Off, the autopilot must not be engaged below 500 ft.
FAA : After Take-Off, the autopilot must not be engaged below 200 ft.
Use of Aileron trim with the autopilot engaged is prohibited.
Maximum allowable wind speeds when landing weather minima are predicated on autoland operations:
Headwind
25 kts
Crosswind
25 kts
Tailwind
15 kts
10 kts
LNAV and VNAV modes must not be used for final approach.
On a single channel ILS approach, disengage the autopilot at not less than 150 feet ARTE. (above runway threshold elevation).
On an approach using VS mode the autopilot must be disengaged at or above 250 feet ARTE.
Autoflight - General Limitations
The autopilot must be disengaged in severe turbulence unless CWS is installed and selected.
The flight director has not been assessed in any abnormal configuration except that used in a single engine approach. It may be used in this configuration but must be closely monitored.
At least two autopilots must be engaged and the autoland status annunciators must show LAND 2 or LAND 3 at and below 600 feet.
DH Below 200 Feet but not less than 100 feet
The Automatic Landing limitations must be observed whether the landing is to be completed manually or automatically.
The autopilot must be coupled to an ILS which conforms to the requirements of ECAC Document 17 for Category II operations.
The decision height must be identified by reference to Radio Altitude and must not be less than OCA/H (obstacle clearance altitude / height). Where an OCA/H is not promulgated, the decision height may be determined by an alternative method acceptable to the CAA.
The autopilot must be coupled to an ILS which conforms to the requirements of ECAC Document 17 for automatic landing with a decision height down to 50 feet.
The decision height must be identified by reference to Radio Altitude.
Entry Door evacuation slide systems must be armed and engagement of the girt bar with door sill verified prior to taxi, takeoff, or landing whenever passengers are carried.
The maximum Fuel temperature is 49° C (120° F). The use of Jet B and JP4 is prohibited.
The minimum inflight fuel tank temperature is 3° C (5° F) above the freeze point of the fuel being used.
The center tank may contain up to 10,000 kg (22,000 lbs) of fuel with less than full left or right main tanks provided center tank fuel weight plus actual zero fuel weight does not exceed the Maximum Zero Fuel Weight, and center of gravity limits are observed.
Maximum lateral fuel imbalance for all operations is
1,134 kg (2500 lbs) when total main tank fuel is 21,772 kg (48,000 lbs) or less, with a linear reduction to
680 kg (1500 lbs) when total main tank fuel is 36,197 kg (79,800 lbs), and is
680 kg (1500 lbs) when total main tank fuel exceeds 36,197 kg (79,800 lbs).
At low velocities air can be considered an essentially incompressible fluid. However, when an aircraft increases speed and/or climbs to a sufficiently high altitude, the surrounding air increasingly assumes the characteristics of a compressible fluid.
It is necessary to either account for these (compressibility) characteristics in the aircraft design or impose limitations to prevent operation in the region of the operating envelope where compressibility effects exist. The Mach number at which compressibility becomes significant ranges from approximately 0.50 to 0.55M.
For Flaps up, high-speed flight, the compressibility effects are accounted for in design of the aircraft structure as well as for handling qualities, performance, etc. However, the high lift systems are normally intended for use during relatively low speed flight and consequently are designed using low speed, incompressible aerodynamic data.
The flap placard speeds (in knots IAS) are established in relation to the altitude where compressibility effects (Mach Number) could be expected to significantly influence the aerodynamic characteristics of the airplane. In standard atmospheric conditions, flap placard speed approaches the compressibility significant Mach number range at approximately 20000 ft.
The operation of high lift devices is limited to altitudes no greater than 20,000 ft. Operation of high lift devices at altitudes greater than 20,000 ft may place the aircraft into a flight regime for which it was not specifically designed and may produce unexpected aerodynamic characteristics.
Avoid rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw (e.g. large side slip angles) as they may result in structural failure at any speed, including below VA.
Speedbrakes: Do not extend in flight when wing flaps are at position 25 or 30.
Speedbrakes: Do not extend in flight below 800 ft AGL.
The Wing Anti-Ice system should be turned on at the first indication of icing as indicated by ice accumulation on the flight deck front window frames, windshield center post, windshield wiper post, or side windows. The wing anti-ice system should remain on until the airplane has exited icing conditions.
VOR approaches: One pilot must have raw data from the VOR associated with the approach displayed in the HSI VOR mode no later than the final approach fix.
Do not operate under IFR or at night into airports north of 73° North or south of 60° South latitude whose navigation aids are referenced to magnetic north.
The navigation and display system does not support operations at latitudes greater than 87° North or South. Note: Non-AFM Operational Information.
The use of look-ahead terrain alerting and terrain display functions is prohibited within 15 nm of takeoff, approach or landing at an airport or runway not contained in the GPWS terrain database. Refer to Honeywell Document 060-4267-000 for airports and runways contained in the installed GPWS terrain database.
Look-ahead Terrain alerting and terrain display functions must be inhibited by selecting the Ground Proximity Terrain Override switch to OVRD if:
operating outside United States National Airspace and the FMS database 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
the FMS is operating in IRS NAV ONLY
prior to takeoff, FMS position updating is not accomplished or actual runway position is not verified by ensuring, with the 5 or 10 nm range selected on the EFIS control panel, the airplane symbol is displayed at the appropriate point on the runway symbol.
The use of look-ahead terrain alerting and terrain display functions is prohibited during QFE operations.
Note: These weights may be further restricted by Company registered limits, field length limits, climb limits, tire speed limits, brake energy limits, obstacle clearance, or enroute and landing requirements.
explanation