B767 limitations

Flashcards about B757 and B767 operational constraints, dimensions, weight & balance and fuel considerations.

Max Landing Weight

326000 Lbs

Max Takeoff Weight

408000 Lb

Max Fuel Imbalance:

Total Main Tank fuel < 48,000 lbs 2,500 lbs

Total Main Tank fuel > 48,000 lbs 1500 lbs

Center Tank may contain up to: (of fuel with less than full Main Tanks) Provided: 1. Center tank fuel weight plus actual ZFW does not exceed the maximum ZFW, and 2. Center of gravity limits are observed

22,050 lbs

Max Runway slope

± 2%

Max depth takeoff: slush, wet snow, water

½ inch (13mm)

Max depth takeoff: dry snow

4 inches

Min runway width: 180 degree turn

146 ft / 44.6 m

Max Taxi Speed Normal

20 Kts

Max Taxi Speed →Long straight

30 Kts

Max taxi: Turns, dry surface (at angles greater than high speed turns)

10Kts

Caution using tiller above

20Kts

Max Operating Altitude

43100 ft

Max Landing Gear Speeds (operating or extended)

270 kts / .82 M

Flap Extension Max Altitude

20000 ft

Max T/O and Land Altitude

9500ft

Severe Turbulence Penetration (lower of)

290 kts / .78M

Continuous Ignition (in severe turbulence)

ON

Max Wind, all Cargo doors

40 kts (ops) 65 kts (open)

B767 Normal Engine Starter Duty Cycle

5 min on, followed by one-half min off per min on.

Max Tailwind, T/O and Landing

15 Kts

Max Crosswind, T/O and Landing

30 Kts

Max Crosswind with contaminated runway (with various RwyCC or Braking Action)

As listed on APS & in FM Chapter 1 Limitations Same

Max Crosswind, Single-Engine

30 Kts

Autoland, Max Headwind/Crosswind

25 Kts

Autoland, Max Tailwind

15 Kts

Autoland, Cat II / III Max Crosswind (when weather mins require Autoland)

15 Kts

Altimeters, Max Difference for RVSM

Inflight, Capt vs FO 200 ft

On Ground (sea level) 40 ft

Capt or FO vs Field Elevation 75 ft

Autopilot, Minimum Altitudes:

Coupled ILS without Autoland 50' AGL

Non-precision approach with VNAV 50' < DA; 100' < DDA

Non-precision approach with V/Speed 50' < MDA;100' <DDA

Autopilot, Min engagement altitude after Takeoff

1,000' AFE

Autopilot, do not use below 100' radio alt. at airport pressure altitudes above

8500

Aileron trim with autopilot engaged

FLCH use on final approach below 1000' AFE

Prohibited

Autoland, Authorized Flaps

25 or 30

Autoland, Flaps 25 or 30 Engines required

Both engines or One engine inop

Air Conditioning: ↓ ↓

Temp 34C to 49C (94Fto 120F)

Temp more than 49C (120F)

One A/C pack or ground equivalent

One A/C pack or ground equivalent A/C packs or ground equivalent N/A

Minimum Fuel Temperature

Higher of - 45C (- 49F) or 3C (5F) above freeze point

Minimum Engine Oil Temp before Takeoff

GE: Above bottom of temp scale

GE - Minimum Oil Press

10 psi

GE - Maximum Oil Temp Cont / Max

160°C / 175°C

B767 Engine Starter Re-engagement

Not recommended above 20% N2 except for fire. Re-engagement above 30% N2 may result in damage.

B767 Wingspan

156 ft 1 in (47.57m)

B767 Tail Height

52 ft (15.85m)

B767 Straight-In Approach Category

D

B767 RECAT Category

C

B767 FUEL CONFIG Light

Left and Right Tanks differ by more than 2,000 ± 500 lbs or Center Tank Pumps OFF with more than 1,200 lbs in Center Tank or Left or Right Tank is less than 2,200 lbs

Best Rate of Climb

Top Bug + 50 kts (VREF30 + 130 kts) Until intercepting 0.78M

High Altitude Hold (Above FL250)

VREF30 + 100 kts

Minimum Runway Length for Release [FOM 3.23]

Determined by APS

“Minimum Fuel” predicted at touchdown [FOM 9.07] the higher of:

the higher of: ≤45 mins or 7000 lbs

“Emergency Fuel” predicted at touchdown [FOM 9.07]

the higher of: ≤30 mins or 4400 lbs

W&B vs. FOB Fuel Variances at Block Out [FOM 2.58]

± 1,000 lbs

Actual vs. FP/R Max Fuel Diff. [FOM 3.49]

± 1,000 lbs

Authorized Approach & Landing Minimums [FOM 6.15]

RVR 300 (75m) / AH 50 ft

Minimum LAHSO Landing Distance [FOM 6.25]

8,700 ft (8,400 ft MEM)

Engine Warm-up:

Engine Cool-down (at idle/taxi)

3 min

APU Start Limits

3 starts/attempts within 60 min

ICING CONDITIONS:

OAT (Ground) or TAT (Flight) ≤ 10C

and Visible moisture (clouds, fog w/ vis ≤ 1 SM, rain, sleet, snow, etc.)

or

Standing water, ice, snow on ramps, taxiways or runways

After DE-ICING

Wait approx 1 min after de-icing to turn BLEED air ON

ENGINE ANTI-ICE usage

Ground Ops -- ON after both engines are started When icing cond exist or anticipated, except when temp < - 40C OAT Do not use when OAT > 10C

Engine Run Up (Taxi) -- When engine anti-ice is required and OAT ≤ 3C Check that the area behind the airplane is clear.

(GE→B767) Min of 60% N1 for approx 30 seconds every 30 minutes

Engine Run Up (Takeoff) -- When engine anti-ice is required and OAT ≤ 3C, Takeoff must be preceded by static engine run-up:

GE→B767) Min of 60% N1 for approx 30 seconds

In-Flight Ops -- ON when icing conditions exist or anticipated except, OFF during climb and cruise if temp < - 40C SAT

TAXI in icing conditions

If taxi route is through slush or standing water in low temperatures or precipitation is falling with temperatures below freezing, taxi out with flaps up.