Check & Training

B737-8 SYSTEMS DIFFERENCES

GUIDE
Rev: 01
July 2017

Prepared By:

GROUND TRAINING TEAM

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Airplane General

Particulars B737 MAX B737 800 SFP1

Dimensions

Wingtip Radius 72 feet 75.3 feet

Tail Radius 77 feet 74.8 feet
Maximum Taxi 82417 Kgs 79242 Kgs
Weight
Maximum Takeoff 82190 Kgs 79015 Kgs
Weight
Maximum Landing 69308 Kgs 66360 Kgs
Weight
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.
Tail Strobe light

1 Strobe light
2 tail strobe light
Winglet Aft Marker Winglet aft marker lights illuminate the lower Not applicable
Lights portion of the winglet.
Controlled by POSITION Light switch.

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Air Systems
737 MAX 737- 800

Particulars B737 MAX B737 800 SFP1

Bleed Air Bleed air is obtained from 4th & 10th stage of Bleed air is obtained from 5th & 9th stage of
engine. engine.
BLEED light
Will illuminate if: Will illuminate if:
• Bleed air over temperature or over pressure • Bleed air over temperature or over
or under pressure pressure
• Bleed system fault or failure has occurred
• Incorrect bleed configuration after a T/O or
G/A
Engine Bleed In flight one engine bleed is capable of Do not operate more than one pack from one
supplying bleed air for two packs. On the engine.
ground, do not operate more than one pack
from one engine.
Integrated Air The flow of bleed air from the main bleed air Not Applicable
Systems Controller duct through each air conditioning pack is
(IASC) controlled by the respective pack valve. It is
pneumatically actuated and electrically
controlled by the Integrated Air Systems
Controller (IASC).
PACK light
Will illuminate if: Will illuminate if:
• Pack control failure or overheat • Pack control failure or overheat
• Pack control valve fails in closed position
• Incorrect pack configuration after T/O
EQUIP SMOKE EQUIP SMOKE light Not applicable
light illuminates if smoke is
detected within the
equipment cooling system.
The EQUIP SMOKE, MASTER
CAUTION, and OVERHEAD
System Annunciator lights
will illuminate if smoke is
detected.

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Anti- Ice
737 MAX 737- 800

Particulars B737 MAX B737 800 SFP1

Engine Core Anti- The EECs automatically control core anti-ice Not applicable
ice based on engine parameters and atmospheric
conditions
ENG ANTI-ICE light illuminates when the cowl thermal anti-ice Not applicable
system has been inhibited due to a system
failure or when an engine core anti-ice valve
fails closed
Will illuminate if: COWL VALVE OPEN (blue)light illuminates for
• Momentary – related cowl anti-ice valve is same purpose.
in transit.
• Steady- cowl anti-ice valve position
disagrees with related ENGINE ANTI-ICE
switch position.
L VALVE light Illuminated (amber) – L/R VALVE OPEN (Blue lights)
R VALVE light • momentary – related wing anti–ice valve is
in transit
• 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).

Electrical
Particulars B737 MAX B737 800 SFP1
Generator • On the ground, limit one generator (engine Not applicable
operation driven) to a maximum of 75kVA (215 Amps)
• The limit for one generator operation in the
air is 75kVA (215 Amps)
• If the APU is not available, the CAB/UTIL
and IFE/PASS SEAT switches will need to be
set to the OFF position to limit the total
load below 75kVA (215 Amps)

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Engines
Particulars B737 MAX B737 800 SFP1
Engine type CFM LEAP-1B CFM56-7B
Engine rating 28K 26K/27K
EEC Overboost Not Available If the EECs are in the alternate mode,
Rating advancing the thrust levers full forward
provides some overboost and should be
considered only during emergency
situations when all other available actions
have been taken and terrain contact is
imminent.
Engine Indications Displayed on the forward panel Captain’s or First Engine indications are displayed on the
Officer’s inboard DU center forward panel upper display unit
(DU), lower DU or the Captain’s or First
Officer’s inboard DU.

N1 limit Not Available.

page/Takeoff
Bump Thrust

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• Takeoff bump thrust is available when increased

thrust is needed for takeoff, above the normal
maximum takeoff thrust setting.
• When selected using the FMC N1 LIMIT page,
takeoff thrust is increased by either the flight
crew or the autothrottle positioning the thrust
levers to set N1 to the reference N1 bug.
• Bump thrust is available for takeoff thrust, and
is the applied thrust rating for Go-around thrust.
Maximum climb, maximum continuous thrust
ratings are not affected.
• When takeoff bump thrust is selected, assumed
temperature (SEL temperature) thrust reduction
is not available.
• The default percent derates are set at 10% for
TO-1 and 20% for TO-2.
Thrust Control • TCMA is an EEC function that provides Not applicable
Malfunction protection against unacceptable high
Accommodation asymmetric thrust conditions while on the
(TCMA) ground including an RTO or landing.
• If an unacceptable high asymmetric thrust
condition is detected the EEC automatically
shuts off fuel to the affected engine.
Electronic • EOS is an EEC function that provides protection Not applicable
Overspeed System against the exceedance of engine structural
(EOS) design limits.
• If an uncontrollable N2 overspeed condition is
detected the EEC automatically shuts off fuel to
the affected engine.
Engine Fail (ENG Displayed (amber) –
FAIL) Alert • engine operating below sustainable idle
(approximately 50%); and
• engine start lever in IDLE position.

Displayed (amber) –
• engine operating below sustainable idle
(approximately 63%); and
• engine start lever in IDLE position.
THRUST Alert Not applicable

Steady:
• 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:

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• 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 Alert Not applicable

• 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.
Engine Display
Control Panel

EGT Start limit Displayed (red) Displayed (red) – until the engine
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, the Not applicable
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 (BRM) maintain an N2 between 18% and 24% depending
on certain conditions. The time spent motoring is

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called BRM. BRM is active for approx. 6-90 secs

and is only active for ground starts.

REVERSER the reverse thrust lever is not in Not available

COMMAND light the down position in flight

REVERSER the air/ground thrust reverser Not available

AIR/GRD Light logic is failed.

REVERSER LIMITED
Lights
A fault in the thrust reverser system limits reverse one or more of following has occurred:
thrust. Thrust reverser will not deploy or reverse • isolation valve or thrust reverser control
thrust will be limited to idle if commanded. valve is not in commanded position
• 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.
Engine Start LEAP-1B engine takes longer time to start as -
compared to CFM56 engine due to EOS/TCMA
functional test and BRM.
Starter Cutout Starter cutout at 63% N2. Starter cutout at 56% N2.
Normal Starter 3 mins 2 mins
Duty Cycle
Extended engine • Starter usage is limited to 5 minutes for all • Starter usage is limited to 15 minutes
motoring extended engine motorings. A minimum of 5 for the first two extended engine
minutes is needed between the first two motorings. A minimum of 2 minutes is
extended engine motorings. needed between each attempt.
• For the third and subsequent extended engine • For the third and subsequent extended
motorings, a minimum of 10 minutes is needed engine motorings, starter usage is
between each engine motoring. limited to 5 minutes. A minimum of 10
minutes is needed between each
attempt.

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APU
737 MAX 737- 800

Particulars B737 MAX B737 800 SFP1

APU EGT Indicator Removed on MAX Available on NG
& MAINT light
APU Inlet door

Has 3 positions: Ground open, Flight Open,

Closed
DOOR light APU door is not in the commanded position. Not available.

APU Cooling Air APU cooling air routes to the APU through the Air for APU cooling enters through a cooling
air inlet door. air inlet above the APU exhaust outlet.
APU Exhaust

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Flight Controls
Particulars B737 MAX B737 800 SFP1
Stab trim switch
nomenclature

PRI- Primary
B/U- Backup
If either switch is positioned to CUTOUT, both
the autopilot and main electric trim inputs are
disconnected from the stabilizer trim motor.
Spoiler system Fly-by-wire spoiler system (electrically
controlled and hydraulically actuated PCUs)
Flight spoilers Roll commands are transmitted from the First
Officer’s control wheel sensors to the SCE
unit, which mixes roll commands with
speedbrake commands from sensors on the
speedbrake lever and sends the spoiler
extension commands to each of the flight
spoilers.
Ground Spoiler Controls the hydraulic pressure to the ground
Control Module spoiler PCUs.
Ground Spoilers Compression of both main landing gear
struts enables the ground spoilers to deploy.
The STAB TRIM MAIN ELECT cutout switch
and the STAB TRIM AUTOPILOT cutout switch,
located on the control stand, are provided to
allow the autopilot or main electric trim
inputs to be disconnected from the stabilizer
trim motor.
Mechanical spoiler system
Spoiler mixer, connected to the aileron
cable-drive, controls the hydraulic power
control units on each spoiler panel to
provide spoiler movement proportional to
aileron movement.
Spoiler mixer and Ground spoiler control
valve directs the hydraulic fluid to ground
spoiler PCUs.
Compression of the right main landing gear
strut enables the ground spoilers to deploy.

Maneuver Load The MLA system reduces wing and aft Not Available
Alleviation (MLA) fuselage bending loads during certain
maneuvers and normal load factors. The MLA
system retracts extended 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 Attitude • The first LAM function applies when the Not Available
Modifier (LAM) flaps are in the 30 or 40 position. To
maintain acceptable nose 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.
• 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.

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Emergency In order to minimize exposure time of Not Available

Descent passengers and crew to high cabin altitude,
Speedbrakes (EDS) an EDS function is included. EDS is armed
when the airplane is above 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 In–flight - SPD BRK lever is beyond the ARMED position,
EXTENDED Light • SPD BRK lever is beyond the ARMED and
position, and • TE flaps extended more than flaps 10,
o a thrust lever is above idle for 15 or
seconds, or • radio altitude less than 800 feet, or
o a thrust lever is above approximately
40 degrees for 3 seconds.
• SPD BRK lever is beyond the ARMED
position, and
o TE flaps extended more than flaps 10,
or
o radio altitude less than 800 feet.
Speedbrake Speedbrake commands are electronically A lever stop feature is incorporated into the
protection limited at the FLIGHT DETENT. In the event SPEED BRAKE lever mechanism. The lever
electrical power to the SCE (Spoiler Control stop prevents the SPEED BRAKE lever from
Electronics) is lost, all spoilers are inoperative being moved beyond the FLIGHT DETENT
and will retract if extended. 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 Not Available
Landing Assist
Switch

If a jam occurs in the aft elevator control

mechanism, both control columns have
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

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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.
Flap/ Slat Position Flap Position Indicator indicator & LE FLAPS
Indicator EXT, LE FLAPS light is located on Center
Forward Panel.

Flap position indicator & LE FLAPS EXT, LE

FLAPS light are displayed on inboard display
along with engine indications.
Flap Position indicator only indicates position
of right TE flaps when Battery is the only
source of electrical power.

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Flight Instruments

737 MAX 737- 800

MAX DISPLAY SYSTEM (MDS) PFD/ND Common Display System

Particulars B737 MAX B737 800 SFP1

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.

Aux Display Not Available

Located on the Outboard Display Unit. It

displays following information:

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• 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
Clock Switch Not Applicable.

Push – first push displays and starts chrono

function, second push stops chrono function,
third push removes chrono.
Inboard Display
Unit

MFD information in normal operation is

available on either left or right inboard
display unit.

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MFD Switches The MFD Switches provide

controls to enable pilots to
select MFD formats, display
Secondary Engine
indications, and transfer
the Engine Display between The MFD switches provide controls to enable
the Captain's and First the pilots to display secondary engine
Officer's DU's. parameters of hydraulic indications on the
MFD.

MFD Switch- ENG

The ENG switch will display or remove the

The ENG switch will display the secondary
secondary engine indications on the MFD
engine indications on lower display unit.
MFD Switch- SYS

The SYS switch will display the hydraulic

indications on lower display unit.

The SYS switch displays

Hydraulic indications on the inboard display
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.

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ENG TFR Switch The ENG TFR switch transfers

the engine display between the
left and right inboard DUs.
Compact Engine display is not
available.

The MAIN PANEL DUs and LOWER DU selector

are used to display the engine primary
indications on the DUs
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.
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 MAP and Center Map modes on Pressing the CTR MAP mode twice will display
the ND. the VSD

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Fuel

Particulars B737 MAX B737 800 SFP1

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

The totalizer fuel quantity and the FMC

calculated fuel quantity disagree.

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FUEL FLOW alert Not Available

Engine fuel flow is abnormally high when

compared to the FMC expected fuel flow.
USING RSV FUEL Shown only on FMC scratch pad message.
INSUFFICIENT FUEL

Shown below the fuel quantity indications

along with FMC scratch pad message
Fuel Tank

FMC

Particulars B737 MAX B737 800 SFP1

Software version U13 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.

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LANDING GEAR

737- MAX 737- 800

Particulars B737 MAX B737 800 SFP1

Landing Gear lever UP & DN. Hydraulic pressure is automatically UP, OFF & DN position.
positions removed 10 secs after gear retraction Hydraulic pressure from gear upline is
removed when gear lever is moved to OFF

LOCK OVRD LOCK OVRD switch releases landing gear lever Override Trigger allows LANDING GEAR lever
lock to be raised, bypassing the landing gear lever
lock

NOSE WHEEL Located on landing gear panel

STEER switch

Located on Left Forward Panel

MAINT light

Amber MAINT light on Aft overhead panel Fault is detected in PSEU

system fault exists that must be reviewed by
maintenance. Inhibited from first engine start
until 30 seconds after landing.

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Landing Gear
Warning Cutout
Switch location

For further queries and assistance contact ground.training @flydubai.com

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