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.
| • Runway Slope | ±2% | |
| • Maximum Operating Altitude | 43,100 ft pressure altitude | |
| • Maximum Take-Off and Landing Altitude | 8,400 ft pressure altitude | |
| • Maximum Take-Off and Landing Tailwind Component | 15 kts |
| Headwind | 25 kts |
|---|---|
| Crosswind | 25 kts |
| Tailwind | 15 kts |
The maximum Fuel temperature is 49° C. The use of Jet B and JP4 is prohibited.
The minimum inflight fuel tank temperature is 3° C above the freeze point of the fuel being used.
The centre tank may contain up to 10,000 kg of fuel with less than full left or right main tanks provided centre tank fuel weight plus actual zero fuel weight does not exceed the Maximum Zero Fuel Weight, and centre of gravity limits are observed.
Maximum lateral fuel imbalance for all operations is 1,134 kg when total main tank fuel is 21,772 kg or less, with a linear reduction to 680 kg when total main tank fuel is 36,197 kg, and is 680 kg when total main tank fuel exceeds 36,197 kg.
Continuous Ignition must be on (engine start selector in the CONT position) while operating in severe turbulence.
Note: Continuous ignition is automatically provided in icing conditions when Engine Anti-Ice is on.
The time limits on the use of TO/GA thrust following loss of thrust on one engine or engine failure are as follows:
The maximum altitude for Flap extension is 20,000 ft.
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.
Verify that an operational check of the Flight Deck Access System has been accomplished according to approved procedures once each flight day.
The airplane is approved only for the following kinds of ILS approach and landing:
Decision height 200 feet or more:
Decision height below 200 feet but not less than 100 feet:
Decision height below 100 feet but not less than 50 feet:
Decision height 50 feet or less:
No decision height:
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 maximum precipitation depth allowable on the runway for Takeoff:
| Field Elevation |
IAS/ Mach |
Max Difference Between Captain's and First Officer's Altimeters |
Max Difference Between Captain's or First Officer's Altimeters and Field Elevation |
|---|---|---|---|
| Sea Level | 0 | 40 ft | 75 ft |
| 5,000 feet | 0 | 45 ft | 75 ft |
| 10,000 feet | 0 | 50 ft | 75 ft |
| Max Difference between Captain's and First Officer's Altimeters - Inflight |
|---|
| 200 ft |
Do not operate the weather radar in a hanger or within 50 feet of any personnel or fuel spill.
Note: The hanger and personnel restrictions do not apply to the weather radar test mode.
| Limitations | 767-300 |
|---|---|
| Maximum Taxi Weight (MTW) | 185,519 |
| Maximum Take Off Weight (MTOW) | 184,612 |
| Maximum Landing Weight (MLW) | 145,149 |
| Maximum Zero Fuel Weight (MZFW) | 133,810 |
Note: These weights may be further restricted by Company registered limits, field length limits, climb limits, tyre speed limits, brake energy limits, obstacle clearance, or enroute and landing requirements.
Prior to despatch from a main base the minimum Oxygen pressure shall be 1300 psi.
Prior to despatch the minimum indicated Engine Oil Quantity shall be 16 US quarts.
Mobil Jet II
Skydrol 500 B4
| Fuel Type | Specification | Comments | Freezing Point |
Flash Point |
|---|---|---|---|---|
| Kerosene (AVTUR) |
Jet A Jet A1 [NATO F35] JP-8 Grade [NATO 34] British DERD 2453 British DERD 2494 Canadian CAN 2-3.23 |
ASTM D1655-75 ASTM D1655-75 MIL-T-83133 |
-40 -47 -47 -47 -47 -47 |
+38 +38 +38 +38 +38 +38 |
| Wide Cut Fuel (AVTAG) [used in cold climates] |
Jet-B JP-4 Grade [NATO F40] British DERD 2454 British DERD 2486 Canadian CAN 2-3.22 |
PROHIBITED | -50 -58 -58 -50 -50 |
-18 -18 -18 -18 -18 |
| High Flash Point Fuel (AVCAT) |
JP-5 Grade [NATO F44] British DERD 2498 |
MIL-T-5624K |
-46 |
+60 |
For the purposes of instrument approach procedures and landing minima, B767-300ER aircraft are Category 'D'.
The wing tips of the 767-300ER swing the largest arcs while turning and determine the minimum obstruction clearance path. All other portions of the airplane structure remain within these arcs.
| Nose Radius | Tail Radius | Wing Tip Radius | Minimum width of pavement for 180° turn: |
|
|---|---|---|---|---|
| 767-300 | 99 ft (30.3 m) |
113 ft (34.5 m) |
123 ft (37.6 m) |
146 ft (44.6 m) |
CAUTION: Do not attempt to make a turn away from an obstacle within:
| Wing Tip | Nose | |
|---|---|---|
| 767-300 | 15 ft (4.6 m) | 40 ft (12.3 m) |
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.