Differences between 737 MAX and NG

1. Check & Training
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B737-8 SYSTEMS DIFFERENCES
GUIDE
Rev: 01
July 2017
Prepared By:
GROUND TRAINING TEAM

2. Check & Training
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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
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

3. Check & Training
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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
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

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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

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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
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.

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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
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

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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
• 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

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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.

9. Check & Training
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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

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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.
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

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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 control wheel
Not Available

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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
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.

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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
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

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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
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.

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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 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.

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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
the ND.
Pressing the CTR MAP mode twice will display
the VSD

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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

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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.

19. Check & Training
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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

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Landing Gear
Warning Cutout
Switch location
For further queries and assistance contact ground.training @flydubai.com