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Check & Training 
 
 0 
 
 
 
B737-8 SYSTEMS DIFFERENCES 
GUIDE 
Rev: 01 
July 2017 
 
 
 
 
Prepared By: 
GROUND TRAINING TEAM 
 
Check & Training 
 
 1 
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 
Weight 
82417 Kgs 79242 Kgs 
Maximum Takeoff 
Weight 
82190 Kgs 79015 Kgs 
Maximum Landing 
Weight 
69308 Kgs 66360 Kgs 
Ground Wind 
Operating 
envelope 
• For crosswinds greater than 43 knots, limit 
thrust to a setting normally used for taxi. 
• Except when setting takeoff thrust on the 
runway, limit engine thrust to idle for winds 
greater than 58 knots. 
Not applicable 
Tail Strobe light 
 
2 tail strobe light 
 
1 Strobe light 
Winglet Aft Marker 
Lights 
Winglet aft marker lights illuminate the lower 
portion of the winglet. 
Controlled by POSITION Light switch. 
Not applicable 
 
 
Check & Training 
 
 2 
Air Systems 
 737 MAX 737- 800 
 
Particulars B737 MAX B737 800 SFP1 
Bleed Air Bleed air is obtained from 4th & 10th stage of 
engine. 
Bleed air is obtained from 5th & 9th stage of 
engine. 
BLEED light 
 Will illuminate if: 
• Bleed air over temperature or over pressure 
or under pressure 
• Bleed system fault or failure has occurred 
• Incorrect bleed configuration after a T/O or 
G/A 
 Will illuminate if: 
• Bleed air over temperature or over 
pressure 
 
Engine Bleed In flight one engine bleed is capable of 
supplying bleed air for two packs. On the 
ground, do not operate more than one pack 
from one engine. 
Do not operate more than one pack from one 
engine. 
Integrated Air 
Systems Controller 
(IASC) 
The flow of bleed air from the main bleed air 
duct through each air conditioning pack is 
controlled by the respective pack valve. It is 
pneumatically actuated and electrically 
controlled by the Integrated Air Systems 
Controller (IASC). 
Not Applicable 
PACK light 
 Will illuminate if: 
• Pack control failure or overheat 
• Pack control valve fails in closed position 
• Incorrect pack configuration after T/O 
 Will illuminate if: 
• Pack control failure or overheat 
 
EQUIP SMOKE 
light 
 
EQUIP SMOKE 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. 
 
Not applicable 
Check & Training 
 
 3 
Anti- Ice 
737 MAX 737- 800 
 
Particulars B737 MAX B737 800 SFP1 
Engine Core Anti-
ice 
The EECs automatically control core anti-ice 
based on engine parameters and atmospheric 
conditions 
Not applicable 
ENG ANTI-ICE light illuminates when the cowl thermal anti-ice 
system has been inhibited due to a system 
failure or when an engine core anti-ice valve 
fails closed 
Not applicable 
 Will illuminate if: 
• Momentary – related cowl anti-ice valve is 
in transit. 
• Steady- cowl anti-ice valve position 
disagrees with related ENGINE ANTI-ICE 
switch position. 
COWL VALVE OPEN (blue)light illuminates for 
same purpose. 
 
L VALVE light 
R VALVE light 
Illuminated (amber) – 
• 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). 
L/R VALVE OPEN (Blue lights) 
 
Electrical 
Particulars B737 MAX B737 800 SFP1 
Generator 
operation 
• On the ground, limit one generator (engine 
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) 
Not applicable 
 
Check & Training 
 
 4 
Engines 
Particulars B737 MAX B737 800 SFP1 
Engine type CFM LEAP-1B CFM56-7B 
Engine rating 28K 26K/27K 
EEC Overboost 
Rating 
Not Available If the EECs are in the alternate mode, 
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 
Officer’s inboard DU 
 
 
 
Engine indications are displayed on the 
center forward panel upper display unit 
(DU), lower DU or the Captain’s or First 
Officer’s inboard DU. 
 
 
 
 
N1 limit 
page/Takeoff 
Bump Thrust 
 
Not Available. 
Check & Training 
 
 5 
• 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 
Malfunction 
Accommodation 
(TCMA) 
• TCMA is an EEC function that provides 
protection against unacceptable high 
asymmetric thrust conditions while on the 
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. 
Not applicable 
Electronic 
Overspeed System 
(EOS) 
• EOS is an EEC function that provides protection 
against the exceedance of engine structural 
design limits. 
• If an uncontrollable N2 overspeed condition is 
detected the EEC automatically shuts off fuel to 
the affected engine. 
Not applicable 
Engine Fail (ENG 
FAIL) Alert 
 
Displayed (amber) – 
• engine operating below sustainable idle 
(approximately 63%); and 
• engine start lever in IDLE position. 
Displayed (amber) – 
• engine operating below sustainable idle 
(approximately 50%); and 
• engine start lever in IDLE position. 
THRUST Alert 
 
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: 
Not applicable 
Check & Training 
 
 6 
• 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 
 
• 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. 
Not applicable 
Engine Display 
Control Panel 
 
 
 
 
EGT Start limit 
lines 
 
Displayed (red) 
• Until the engine achieves stabilized idle 
(approximately 66 % N2). 
• For ground starts and some in-flight starts as 
determined by the EEC. 
Displayed (red) – until the engine 
achieves stabilized idle (approximately 
59% N2).Icing Idle Icing idle is selected in flight if the flaps are up, the 
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. 
Not applicable 
Bowed Rotor 
Motoring (BRM) 
When starting the engine, the EEC will initially 
maintain an N2 between 18% and 24% depending 
on certain conditions. The time spent motoring is 
Not applicable 
Check & Training 
 
 7 
called BRM. BRM is active for approx. 6-90 secs 
and is only active for ground starts. 
 
 
REVERSER 
COMMAND light 
the reverse thrust lever is not in 
the down position in flight 
Not available 
REVERSER 
AIR/GRD Light 
the air/ground thrust reverser 
logic is failed. 
Not available 
REVERSER LIMITED 
Lights 
 
A fault in the thrust reverser system limits reverse 
thrust. Thrust reverser will not deploy or reverse 
thrust will be limited to idle if commanded. 
 
one or more of following has occurred: 
• isolation valve or thrust reverser control 
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 
Duty Cycle 
3 mins 2 mins 
Extended engine 
motoring 
• Starter usage is limited to 5 minutes for all 
extended engine motorings. A minimum of 5 
minutes is needed between the first two 
extended engine motorings. 
• For the third and subsequent extended engine 
motorings, a minimum of 10 minutes is needed 
between each engine motoring. 
• Starter usage is limited to 15 minutes 
for the first two extended engine 
motorings. A minimum of 2 minutes is 
needed between each attempt. 
• For the third and subsequent extended 
engine motorings, starter usage is 
limited to 5 minutes. A minimum of 10 
minutes is needed between each 
attempt. 
 
Check & Training 
 
 8 
APU 
737 MAX 737- 800 
 
Particulars B737 MAX B737 800 SFP1 
APU EGT Indicator 
& MAINT light 
Removed on MAX Available on NG 
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 inlet door. 
Air for APU cooling enters through a cooling 
air inlet above the APU exhaust outlet. 
APU Exhaust 
 
 
 
 
Check & Training 
 
 9 
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. 
 
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. 
Spoiler system Fly-by-wire spoiler system (electrically 
controlled and hydraulically actuated PCUs) 
Mechanical spoiler system 
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. 
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. 
Ground Spoiler 
Control Module 
Controls the hydraulic pressure to the ground 
spoiler PCUs. 
 
Spoiler mixer and Ground spoiler control 
valve directs the hydraulic fluid to ground 
spoiler PCUs. 
Ground Spoilers Compression of both main landing gear 
struts enables the ground spoilers to deploy. 
Compression of the right main landing gear 
strut enables the ground spoilers to deploy. 
Maneuver Load 
Alleviation (MLA) 
The MLA system reduces wing and aft 
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. 
Not Available 
Landing Attitude 
Modifier (LAM) 
• The first LAM function applies when the 
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. 
Not Available 
Check & Training 
 
 10 
Emergency 
Descent 
Speedbrakes (EDS) 
In order to minimize exposure time of 
passengers and crew to high cabin altitude, 
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. 
Not Available 
SPEEDBRAKE 
EXTENDED Light 
In–flight - 
• SPD BRK lever is beyond the ARMED 
position, and 
o a thrust lever is above idle for 15 
seconds, 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. 
SPD BRK lever is beyond the ARMED position, 
and 
• TE flaps extended more than flaps 10, 
or 
• radio altitude less than 800 feet, or 
Speedbrake 
protection 
Speedbrake commands are electronically 
limited at the FLIGHT DETENT. In the event 
electrical power to the SCE (Spoiler Control 
Electronics) is lost, all spoilers are inoperative 
and will retract if extended. 
A lever stop feature is incorporated into the 
SPEED BRAKE lever mechanism. The lever 
stop prevents the SPEED BRAKE lever from 
being moved beyond the FLIGHT DETENT 
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. 
 
Illuminated (amber) – 
• activated by signal from spoiler control 
electronics unit 
• indicates spoiler system fault. 
Not available 
Elevator Jam 
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 controlwheel 
Not Available 
Check & Training 
 
 11 
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 
Indicator 
 
 
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. 
 
Flap Position Indicator indicator & LE FLAPS 
EXT, LE FLAPS light is located on Center 
Forward Panel. 
 
 
Check & Training 
 
 12 
 
Flight Instruments 
737 MAX 737- 800 
 
MAX DISPLAY SYSTEM (MDS) PFD/ND Common Display System 
Particulars B737 MAX B737 800 SFP1 
Outboard Display 
Unit 
The PFD consists of two general areas, the 
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 
 
Located on the Outboard Display Unit. It 
displays following information: 
Not Available 
Check & Training 
 
 13 
• 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 
 
Push – first push displays and starts chrono 
function, second push stops chrono function, 
third push removes chrono. 
Not Applicable. 
Inboard Display 
Unit 
 
 
 
 
MFD information in normal operation is 
available on either left or right inboard 
display unit. 
 
 
Check & Training 
 
 14 
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 Captain's and First 
Officer's DU's. 
 
The MFD switches provide controls to enable 
the pilots to display secondary engine 
parameters of hydraulic indications on the 
MFD. 
MFD Switch- ENG 
 
The ENG switch will display or remove the 
secondary engine indications on the MFD 
 
The ENG switch will display the secondary 
engine indications on lower display unit. 
MFD Switch- SYS 
 
The SYS switch displays 
Hydraulic indications on the inboard display 
 
The SYS switch will display the hydraulic 
indications on lower display unit. 
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. 
 
 
Check & Training 
 
 15 
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 
the ND. 
 
 
 
Pressing the CTR MAP mode twice will display 
the VSD 
Check & Training 
 
 16 
Fuel 
Particulars B737 MAX B737 800 SFP1 
FILTER BYPASS impending or actual fuel filter bypass due to a 
contaminated filter. If both lights are 
illuminated, both lights will remain 
illuminated until engine shutdown on the 
ground. 
Both FILTER BYPASS light will illuminate due 
to contaminated filter. 
impending fuel filter bypass due to a 
contaminated filter. 
Both FILTER BYPASS light operate 
independently of each other 
 
FUEL PROGRESS 
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. 
Not Available 
FUEL DISAGREE 
alert 
 
 
The totalizer fuel quantity and the FMC 
calculated fuel quantity disagree. 
Not Available 
Check & Training 
 
 17 
FUEL FLOW alert 
 
Engine fuel flow is abnormally high when 
compared to the FMC expected fuel flow. 
Not Available 
USING RSV FUEL 
INSUFFICIENT FUEL 
 
Shown below the fuel quantity indications 
along with FMC scratch pad message 
Shown only on 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. 
 
 
 
 
 
Check & Training 
 
 18 
LANDING GEAR 
 737- MAX 737- 800 
 
Particulars B737 MAX B737 800 SFP1 
Landing Gear lever 
positions 
UP & DN. Hydraulic pressure is automatically 
removed 10 secs after gear retraction 
UP, OFF & DN position. 
Hydraulic pressure from gear upline is 
removed when gear lever is moved to OFF 
 
LOCK OVRD LOCK OVRD switch releases landing gear lever 
lock 
Override Trigger allows LANDING GEAR lever 
to be raised, bypassing the landing gear lever 
lock 
 
NOSE WHEEL 
STEER switch 
Located on landing gear panel
 
 
Located on Left Forward Panel 
MAINT light 
 
Amber MAINT light on Aft overhead panel 
system fault exists that must be reviewed by 
maintenance. Inhibited from first engine start 
until 30 seconds after landing. 
 
Fault is detected in PSEU 
Check & Training 
 
 19 
Landing Gear 
Warning Cutout 
Switch location 
 
 
 
For further queries and assistance contact ground.training @flydubai.com