B747 Limitations

What is the maximum runway slope?

+-2%

What is the maximum TO tailwind component?

15kts

What is the maximum landing tailwind component?

15kts

What is the maximum speed for operation in RVSM airspace?

0.90M

What is the maximum operating altitude (B748)?

43,100ft PA

What is the maximum operating altitude (B744)?

45,100ft PA

What is the maximum takeoff and landing altitude?

10,000ft PA

What is the maximum field elevation?

9,500ft

What is the maximum speed with fuel trapped in either reserve tank (B744)? Will not be displayed on the speed band.

325KIAS or 0.90M

What is the Vlo/Mlo? Do not exceed following alternate gear extension with wheel well doors open.

270KIAS or 0.82M

What is the Vle/Mle (with wheel well doors closed)?

320KIAS or 0.82M

What is the Vmo?

365KIAS

Maximum tire speeds

takeoff = 235mph (approx 205kts)

Landing overspeed = 260mph (approx 226kts)

Maximum number of ocupants

8

# Severe Turbulent air penetration speed (-8F)

310kts / 0.83M which ever is lower

# Severe Turbulent air penetration speed (400ERF)

290 to 310kts / 0.82 to 0.85M which ever is lower

Maximum Takeoff and Landing Crosswind

30kts

HF radio

Do not operate HF radios during refueling

# Avoid weather radar operation

in a Hangar or within 50ft (15.25m) of fueling operations or a fuel spill.

when personnel are within the area normally enclosed by the aircraft nose radome

Maximum allowable in-flight difference between captain and first officer altitude display for RVSM

200ft

Max differences between captain and FO altitude indications on ground

Sea level to 5,000ft 35ft between instruments 75ft with actual field elevation

9,500ft 40ft between instruments 75ft with actual field elevation

Doors and cargo doors

door opening and closing - 40kts

door open - 65kts

Maximum landing weight (-8F)

346,090kg

Maximum landing weight (400ERF)

302,092kg

Maximum differential pressure (relief valves)

9.4 psi

Maximum allowable cabin differential pressure for TO and landing

0.11 psi

#AFDS (Aileron Trim with AP Engaged)

Use of aileron trim with autopilot engaged is prohibited

# Autopilot minimum engage altitude (-8F)

minimum 200ft AGL after takeoff

# Autopilot minimum engage altitude (400ERF)

minimum 250ft AGL after takeoff

# The autopilot must be disengaged prior to descending below (Single Channel ILS) (400ERF)

100ft AGL in a single channel ILS app

# Without LAND 2 or 3 min autopilot height (-8F)

100ft RA

# The AP must be disengaged prior to descending below (NPA) (400ERF)

360ft AGL in a non-precision approach

Autoland may only be used for operations into runways at or below

9,500ft airport field elevation

# Automatic landing (ILS & GLS(-8F)) maximum wind speeds and conditions

Headwind - 25kts

Tailwind - 15kts

Crosswind - 25kts

Autolands must be made using flaps 25 or 30

GLS approach is only authorized to CAT I conditions or better (-8F)

# Maximum glideslope angle

3.25deg

# Minimum glideslope angle

2.5deg

# FLCH restriction

do not use on approach below 1,000ft AFE

# Anti Ice System

Must be ON during all ground operations and either ON or AUTO during flight when icing conditions exist or are anticipated except when the temperature is below -40C OAT

Do not use anti-ice if OAT or TAT exceeds 10C

Icing conditions

OAT on the ground and TAT in flight is 10C or lower and visible moisture in any form is present. On the ground also exist under the same temperature conditions + ramps, taxiways or runway surfaces are covered in snow, ice, standing water or slush

EGT Limits PW4062

Start on GND - 535C

Start in AIR - 650C

Max TO - 650C (5 min all engine or 10 min EO)

Max continuous - 625C

EGT Limits GEnx-2B

Start on GND - 750C

Start in AIR - 875C

Max TO - 1060C (5 min all engine or 10 min EO)

Max continuous - 1030C

Engine Oil System Temperatures PW

Max - 177C (20min)

Max - 163C (unrestricted)

Min - 50C before advancing thrust levers to TO power

Engine Oil System Temperatures GEnx-2B

Max - 177C (15min)

Max - 160C (unrestricted)

Min - Rise should be indicated prior to TO - no min temp

Minimum Oil Pressure PW

70psi

Minimum Oil Pressure GEnx-2B

10psi at IDLE

Continuous Ignition must be on when operating in (400ERF)

- Heavy Rain

- Moderate/Severe Turbulence

- Volcanic Ash

- Upon Entering Icing Conditions

- When Standing Water or Slush Exist on the Runway

Note: Automatically provided when:

- Trailing edge flaps are out of UP

- Nacelle Anti-ise is ON

# Intentional selection of reverse thrust in flight

Prohibited

# Backing the airplane with use of reverse thrust

Prohibited

Engine wind limitations GEnx-2B

Crosswind >35kts limit engine thrust to taxi (45% N1)

Tailwind >5kts and winds >26kts limit engine thrust to taxi (45% N1)

Winds >55kts limit engine thrust to idle

ENGINES MUST BE SHUT DOWN WHEN 90DEG CROSSWIND >55KTS

Ground operation in icing conditions (Eng Vibrations) (-8F)

If engine vibration indications are indicated and above 4units DO NOT Take Off

APU Operating Altitudes

Above -1000ft pressure alt (DO NOT operate below)

Below 20,000ft pressure alt (below 15,000ft bleed air)

APU for Take Off

APU may be used to supply bleed air to Pack #2 for take-off, provided the isolation valve remain closed. If engine failure occurs, do not change air conditioning configuration until flap retraction altitude has been achieved

APU generator

Do not use APU generator power in flight

APU in Flight

Do not attempt to start the APU in flight

ENG Starter Limits (PW)

Max re-engage - 20%N2

Duty Cycle:

- 5min continuous then rundown to 0% N2

- further 5min continuous then 0% N2 + 20min cooling

- further 5min continuous then 0% N2

APU starter duty cycle (battery start)

Between starts:

- 1 & 2 wait 1 min

- 2 & 3 wait 1 min (10 min in case of TR -8F)

- 3 & 4 wait 75 min

APU power off - battery switch

Must remain on for 2 minutes after selecting APU power to off

Cargo power outlets

for in ground use only - use in flight is prohibited

# Flight Controls

Avoid rapid and large alternating control inputs, especially in combination with large changes in pitch, roll or yaw (eg, large side slip angles) as they may result in structural failure at any speed, including below Va

Maneouvering load acceleration limits

Flaps UP - +2.5g -- -1.0g

Flaps DOWN +2.0g (at MLW) -- 0.0g to (+1.5g at MTOW)

# Max alt with flaps extended

20,000ft

Prolonged holding with flaps extended speed limits (400ERF)

Flap 1 - 250 kts IAS

Flap 5 - 230 kts IAS

Flap 10 or greater should not be used for prolonged holding or other extended periods of flight

Use of speedbrakes

In flight with FLAPS >20 is not recomended

QFE operations

QFE operations are prohibited (400ERF)

QFE reference for PFD must be selected in the FMC. The use of VNAV or LNAV with QFE selected is PROHIBITED (-8F)

Quiet climb

The use of quiet climb for takeoff weights less than 295,000kg is prohibited

Fire - any cargo

After the suppression system is armed, turning any pack switch to OFF is prohibited

Cargo smoke detector system

the smoke detection system must be operable in all main deck cargo zones in which cargo is loaded

Center Wing Tank fuel quantity indication

It must be operative to dispatch with center wing tank fuel

CWT pumps

Do Not cycle from ON to OFF to ON after a low pressure indication present

Do Not reset a tripped fuel pump breaker

Fuel Jettison (400ERF)

Do not extend or retract flaps between 1 and 5 during fuel jettison

Lateral fuel imbalance limitations for all operations

between Main tanks 1 & 4 - 1360kg

between Main tanks 2 & 3 - 2,721kg

Flight with RAT deployed

prohibited for maintanance purposes

Minimum Oxygen pressure for dispatch

1600psi or 1700psi (400ERF)

1400psi (-8F)

If lower refer to Limitations - Oxygen - Min Dispatch Pressure

GPWS

- do not use terrain display for navigation

- if airport is not contained in database do not use terrain withing 15nm of airport (landing, take off or approach)

TCAS

Pilots are authorized to deviate from their current TCAS ATC clearance to the extent necessary to comply with TCAS II resolution advisory

Window Heat (400ERF)

Must be ON for all normal flight conditions.

Window heater may be inop on one #1 or #2 window provided operation is not predicated on flights into known or forecast icing, windshield air (anti-fog sys) are operative and remaining window heater is operative