Major B737MAX and NG Differences V 0.2

!This is NOT an official document!
In the event of a conflict, officially issued

documents will always supersede!
Major 737 MAX and NG differences
By Cpt. Denis Okan

Major 737 MAX and NG
TO BE USED AS A REFERENCE TOOL ONLY!
differences
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TABLE OF CONTENTS
TABLE OF CONTENTS .................................................................................................... 1
MAJOR MAX DIFFERENCES ........................................................................................................3
Introduction ....................................................................................................................... 3
Request for Feedback ..................................................................................................... 3
Brief Description................................................................................................................ 4
Geometry .......................................................................................................................... 7
Limitations ......................................................................................................................... 8
Weights ........................................................................................................................... 8
Ground Wind Operating Envelope................................................................................... 8
Autoland Crosswind Limitations ...................................................................................... 8
Flaps Down Speed Limits ................................................................................................ 9
Systems........................................................................................................................... 9
Normal Procedures ......................................................................................................... 21

Preflight and Postflight Scan Flows ............................................................................... 21
Areas of Responsibility .................................................................................................. 22
Preliminary Preflight Procedure ..................................................................................... 23
Preflight Procedure FO .................................................................................................. 23
Preflight Procedure CPT ............................................................................................... 26
Before Start Procedure .................................................................................................. 27
Engine Start Procedure ................................................................................................. 27
Before Takeoff Procedure ............................................................................................. 27
Takeoff Procedure and Go-Around ............................................................................... 27
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Other Norma Procedures ...............................................................................................28

Non-Normal Procedures ................................................................................................. 28
Supplementary Procedures ............................................................................................ 29
Engine Crossbleed Start ................................................................................................29
Cold Weather Operations ..............................................................................................29
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MAJOR MAX DIFFERENCES
Introduction
In this book I tried to provide major 737 MAX and NG differences.
To make the differences more clear I provide a comparison how it is now on the MAX and
how it was on the NG.
Please, note – as all 737 models have a lot of configuration variations (e.g., crosswind and
tailwind limitations, some systems may be or may be not installed, etc), please, observe
your airline configuration first.
Enjoy!
Request for Feedback
Your feedback is appreciate:!
denokan@yandex.ru
Thank you!
Sincerely yours, Cpt. Denis Okan
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Brief Description
New Features:
• CFM LEAP-1B fan with 18-blade, woven carbon-fiber fan blades giving a 69.4 in
diameter compared to 61 in. for the 24-blade titanium fans of the CFM56-7. This gives
9:1 bypass ratio versus 5.1:1 for the older engine. Rated thrust LEAP-1B28:
29,317lbs.
• New CFM LEAP-1B custom core with 11-12% reduction in fuel burn and 7% reduction
in operating cost.
• New engine nacelle and pylon will cause engines to project further forward than
CFM56-7BE on 737NG.
• Updated EEC software, fuel and pneumatic systems.
• Nose gear extension of 15-20cm to give more engine ground clearance.
• Minor changes to nose wheel well to accommodate longer nose gear strut.
• Fly-by-wire spoiler system - to improve production flow, reduce weight and improve
stopping distances.
• Reshaped tail cone to reduce drag giving a 1% reduction in fuel burn.
• Advanced technology winglets which feature upward and downward-directed

composite airfoils
• Widespread structural strengthening (see why below).
• Four 15.1 inch LCD cockpit display screens in landscape orientation.
• New Onboard Network System (ONS)
• New electronic bleed air system, allowing for increased optimization of the cabin
pressurization and ice protection systems, giving in better fuel burn
The MAX is approximately 3,000kg heavier than its equivalent NG. This all stems from the
LEAP1B engines each of which are 385kg heavier than the CFM56-7. This extra weight
requires stronger (and therefore heavier) engine struts, wings, fuselage and landing gear.
The upside of this strengthening is that operating weights (MTOW, MZFW etc) have been
increased by 3,175kg to compensate.
The thrust line has changed from the NG because the engines had to be moved forward
and up to accommodate the larger fan diameter. Any handling differences as a result of this
have been tuned out by Boeing in the flight control system to make the types feel the same
to crew. This was necessary for certification under the same type certificate.
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The 737-MAX Flightdeck
The big difference is the 4 new 15.1-inch displays. In the central 4-inch gap between display
3 & 4 has been squeezed a smaller gear lever along with a lock override button, alternate
nosewheel steering selector, gear indication lights and placard speeds. The ISFD is above
the gear panel.
The flap position indicator is now part of the electronic displays. The autobrake and MFD
selectors and brake pressure gauge have moved down to the Forward Aisle Stand (in
between the FMCs). The PFD/MFD transfer switches are on the lighting panels in front of
the control column.
The Forward Aisle Stand has been extensively changed as the lower DU on the NG has
now been integrated into the large format displays (follow this link for more details).
The overhead panel is very similar to the NG. Differences include:
• Elevator Jam Landing Assist panel on lower left of Aft Overhead Panel
• SPOILERS and AUTO SLAT FAIL lights on the Flt Controls Panel
• PSEU light removed and replaced by MAINT light
• Engine panel has three new amber reverser lights
• Landing light switches reduced for LED lights (also on later NGs)
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Powerplant and APU
The MAX has a CFM LEAP-1B fan with a 69.4-inch fan diameter. It will have a 11-12%
reduction in fuel burn and 7% reduction in operating cost compared to the NG. The nacelle
and pylon will cause the engines to project further forward than the CFM56-7BE on 737NG.
The MAX APU is still a Honeywell 131-9[B] but is

updated to series 41 which has various minor
improvements such as improved starting reliability.
Externally, the tail cone has been extended 43

inches for streamlining, this has enabled the aft body
vortex generators to be removed and gives an
overall reduction in fuel burn of 1%.
The inlet has moved to the right side of the tail cone and the
air inlet door has been redesigned with the removal of the
NACA duct and vortex generator. The inlet door is hinged at
the aft end and opens outward into the airstream, it has three
positions: Closed, Ground position (45deg) and Flight position
(17deg). Normal door transitions take 40 to 120 seconds
between positions. It is permitted to dispatch with the door
locked in the flight position at a 1% fuel burn penalty.
Electrics
Essentially the same as the NG, however on the MAX, the ground crew call horn will sound
a continuous tone 2 minutes after a battery discharge condition is detected.
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Geometry
Turning Radius
RADIUS, meters Min width of the

MODEL pavement for a
Nose Tail Wing Tip 180 turn
737-800 20.1 22.8 23.0 24.3
737-900ER 21.8 23.9 23.4 26.3
MAX 8 20.1 23.5m 21.9 24.4
CAUTION: Do not attempt to make a turn away from an obstacle within:
737-800 5.4m of the wing tip or within 7.5m of the nose.

737-900ER 5.0m of the wing tip or within 6.6m of the nose.
737MAX-8 6.1m of the wing tip or within 7.1m of the nose.
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Pilot Seat Position
Pilot Seat Position Pilot Seat Position

Model (forward of nose gear) (forward of main gear) feet
(meters) (meters)
737-800
17.1
MAX 8 1.6
737-900ER 18.9
Limitations
Weights
Note: Observe your airline airplane AFM limitations
MAXIMUM WEIGHTS
TYPE
ZERO FUEL TAXI TAKEOFF LANDING
737-800 62,731 79,242 79,015 66,360
737-900ER 67,721 85,366 85,139 71,350
737MAX-8 65,952 82,417 82,190 69,308
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.
Autoland Crosswind Limitations
Note: Observe your airline airplane AFM limitations
Model HEADWIND CROSSWIND TAILWIND
NG 25 20 (25) 10 (15)
MAX 25 25 10 (15)
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Flaps Down Speed Limits
Pos MAX-8 NG (800) NG (900ER)
1-5 250
10 210 205
15 200
25 190 195
30 175 180
40 166 162 170
Systems
Air System
The pneumatic bleed air system now has an electronic controller. This allows the aircraft to
digitally tune the amount of air that is needed in whatever flight regime you’re in. This is
different to the previous "all or nothing" system which would often take more bleed air from
the engines than necessary thereby reducing performance.
One of the faults detected by the system is an underpressure. If the duct pressure drops
below 13psi with engines running, the controller closes the suspect valve to protect the
affected system.
Note that the system conducts a series of self-tests after landing known as Post-Flight Built
In Tests (PFBIT). This is a controller initiated, non-interactive test sequence that checks the
capability of the PRSOV solenoid to close the valve, independent of the torque motor.
These can be observed as duct pressure splits and are normal on the MAX.
(MAX):
a) Does not have RAM DOOR FULL OPEN lights anymore
As there was no procedural use of them.
b) New: EQUIP SMOKE light
Illuminated – Smoke is detected in the equipment cooling system.
Note: Light extinguishes 30 seconds after smoke is no longer detected.
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c) BLEED lights instead of BLEED TRIP OFF lights (NG).
The logic was changed.
d) PACK lights logic was changed.
PACK (MAX) vs PACK (NG)
MAX NG
Illuminated (amber) – Illuminated (amber) –

• indicates pack trip off or failure of both • indicates pack temperature has exceeded
primary and standby pack controls, or limits
• indicates failure of the Flow Control Valve • related pack valve automatically closes and
to open when commanded on, or mix valves drive full cold
• an incorrect pack switch configuration after Requires reset.
takeoff.
Turning either PACK switch ON will extinguish
both PACK lights if lights illuminated because of
a configuration problem.
BLEED (MAX) vs BLEED TRIP OFF (NG)
MAX NG
Illuminated (amber) – excessive engine bleed air temperature, over-pressure or under-pressure

• related engine bleed air valve closes automatically
• requires reset.
Or
Illuminated (amber) – a failure within the bleed
air system. Bleed system failure may not be
resettable
Or
Illuminated (amber) – an incorrect bleed air
configuration after takeoff or go-around.
Turning either BLEED switch ON will extinguish
both BLEED lights if lights illuminated because
of a configuration problem.
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Engine Bleed System Supply
MAX NG
Engine bleed air is obtained from the 4th and Engine bleed air is obtained from the 5th and
10th stages of the compressor section. 9th stages of the compressor section.
When 4th stage low pressure bleed air is When 5th stage low pressure bleed air is
insufficient for the bleed air system insufficient for the bleed air system
requirements, the high stage valve modulates requirements, the high stage valve modulates
open to maintain adequate bleed air pressure open to maintain adequate bleed air pressure.
During takeoff, climb, and most cruise During takeoff, climb, and most cruise
conditions, low pressure bleed air from the conditions, low pressure bleed air from the 5th
4th stage is adequate and the high stage valve stage is adequate and the high stage valve
remains closed. remains closed.
Anti-Ice
ENGINE ANTI-ICE
(MAX):
a) New: ENGINE ANTI-ICE lights
Illuminated (amber) – indicates cowl thermal anti-ice system has

been inhibited due to a system failure or when an engine core anti-
ice valve fails closed.
b) Amber COWL VALVE lights instead of blue COWL VALVE OPEN lights (NG)
Illuminated (amber):
• momentary – related cowl anti–ice valve is in transit
• steady – cowl anti–ice valve position disagrees with related ENGINE ANTI–ICE switch
position.
Extinguished – related cowl anti–ice valve is closed (switch OFF), or related cowl anti–ice
valve is open (switch ON).
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ENGINE ANTI-ICE SYSTEM
MAX NG
Engine bleed air thermal anti–icing prevents the Engine bleed air thermal anti–icing prevents the
formation of ice on the engine cowl lip and formation of ice on the engine cowl lip.
engine core (new on MAX).
Engine anti–ice operation is controlled by
Cowl anti–ice operation is controlled by individual ENG ANTI–ICE switches. The engine
individual ENG ANTI–ICE switches. The cowl anti–ice system may be operated on the ground
anti–ice system may be operated on the ground and in flight.
and in flight.
Core anti-ice operation is automatically
controlled by the EEC with no crew input or
indication of normal operation. The EEC
controls the core anti-ice system by directing
bleed air to the engine core as needed based
on engine parameters and atmospheric
conditions.
ENGINE ANTI–ICE SYSTEM OPERATION
MAX NG
Each cowl anti–ice valve is electrically controlled and pressure actuated.

Positioning the ENG ANTI–ICE switches to ON:
• allows engine bleed air to flow through the cowl anti–ice valve for cowl lip anti–icing
• sets stall warning logic for icing conditions.
• (new) sets engine idle speed per the

following table:
Flaps Engine Idle Speed

Up Icing Idle
Less than 15 Approach Idle
15 or greater Approach Idle
Note: Stall warning logic adjusts stick shaker and minimum maneuver speed bars on the airspeed
indicator. FMC displayed VREF is not adjusted automatically.
Note: Stall warning logic, airspeed indications, and minimum maneuver speeds on the airspeed
indicator return to normal when engine anti–ice is positioned OFF if wing anti–ice has not been
used in flight.
Note: (new) When ENG ANTI-ICE switches are

OFF, the EEC selects flight idle when flaps are
less than 15 degrees; approach idle when flaps
are 15 degrees or greater.
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MAX NG
If the cowl anti–ice valve fails to move to the If the cowl anti–ice valve fails to move to the
position selected by the ENG ANTI–ICE switch, position indicated by the ENG ANTI–ICE switch,
the COWL VALVE light illuminates and the COWL VALVE OPEN light remains
remains illuminated, and an amber TAI illuminated bright blue and an amber TAI
indication illuminates on the engine display after indication illuminates on the CDS after a short
a short delay. delay.
The amber COWL ANTI–ICE light illuminates due to excessive pressure in the duct leading from
the cowl anti–ice valve to the cowl lip.
WING ANTI-ICE
(MAX):
a) Amber VALVE lights instead of blue VALVE OPEN lights on

NG.
• 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).
Flight Controls
The MAX has a new fly-by-wire spoiler system to improve production flow, reduce weight
and improve stopping distances. The spoiler mixer unit has been replaced by a Spoiler
Control Electronics (SCE) unit and the ground spoiler control valve is replaced by a Ground
Spoiler Control Module (GSCM).
(MAX):
a) New: AUTO SLAT FAIL light
• indicates failure of the auto slat system
• indicates failure of a single Stall Management/Yaw Damper (SMYD)

computer when illuminated during MASTER CAUTION recall and
extinguishes when master caution system is reset.
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b) New: SPOILERS light
• activated by signal from spoiler control electronics unit
• indicates spoiler system fault.
c) New: Elevator Jam Assist System
ASSIST ON Light:
• Illuminated (amber) - indicates the Elevator Jam Landing Assist function is activated.
Elevator Jam Landing Assist Switch:
• OFF (guarded position) – normal operating position.
• ON – Activates Elevator Jam Landing Assist function when flaps are 1 or greater and
the autopilot is disengaged.
ELEVATOR JAM ASSIST SYSTEM
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 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. A
pull on the control column causes the spoilers to retract, decreasing the descent rate.
d) New: Stabilizer trim PRI and B/U cutout switches instead of MAIN ELEC and
AUTOPILOT (NG)
MAX NG
Stabilizer Trim PRI (primary) Cutout Switch Stabilizer Trim MAIN ELECT Cutout Switch
NORMAL – normal operating position. NORMAL – normal operating position.
CUTOUT – deactivates main electric and CUTOUT – deactivates stabilizer trim
autopilot trim operation. switch operation.
Stabilizer Trim B/U (backup) Cutout Switch Stabilizer Trim AUTOPILOT Cutout Switch
NORMAL – normal operating position. NORMAL – normal operating position.
CUTOUT – deactivates main electric and CUTOUT – deactivates autopilot stabilizer
autopilot trim operation. trim
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e) New systems which operate flight spoilers in flight
MANEUVER LOAD ALLEVIATION
The Maneuver Load Alleviation (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.
LANDING ATTITUDE MODIFIER
The Landing Attitude Modifier (LAM) system performs two functions. 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 amount of spoiler deflection
depends on the approach speed.
Deflection begins at approximately 10 knots above VREF.
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.
EMERGENCY DESCENT SPEEDBRAKES
In order to minimize exposure time of passengers and crew to high cabin altitude, an
Emergency Descent Speedbrakes (EDS) function is included. EDS is armed when the
airplane is above 30,000 feet and the 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. EDS is deactivated when the spoilers are stowed, or when the cabin altitude warning
is no longer active.
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SPOILERS GROUND OPERATION
MAX NG
During landing, the auto speed brake system operates when these conditions occur:
• SPEED BRAKE lever is in the ARMED • SPEED BRAKE lever is in the ARMED
position position
• SPEED BRAKE ARMED light is illuminated • SPEED BRAKE ARMED light is illuminated
• radio altitude is less than 6 feet • radio altitude is less than 10 feet
• landing gear strut compresses on • landing gear strut compresses on
touchdown touchdown
Note: Wheel spin up or compression of any Note: Compression of any landing gear strut
landing gear strut enables the flight spoilers to enables the flight spoilers to deploy.
deploy. Compression of both main landing gear Compression of the right main landing gear strut
struts enables the ground spoilers to deploy. enables the ground spoilers to deploy.
• both thrust levers are less than 50 degrees • both thrust levers are retarded to IDLE
• main landing gear wheels spin up (more • main landing gear wheels spin up (more
than 60 kts) than 60 kts).
• PSEU signal indicates on the ground.
The SPEED BRAKE lever automatically moves to the UP position and the spoilers deploy.
(900ER) Note: Following an all flaps up (no flap)

landing, the SPEED BRAKE lever will not move
beyond the FLIGHT DETENT and the spoilers
will not fully deploy.
If a wheel spin-up signal is not detected, when the air/ground system senses ground mode (any
gear strut compresses) the SPEED BRAKE lever moves to the UP position and flight spoiler
panels deploy automatically.
When the right main landing gear strut

compresses, a mechanical linkage opens the
ground spoiler interlock valve and the ground
spoilers deploy.
If the SPEED BRAKE lever is in the DOWN position during landing or RTO, the auto speed brake
system operates when these conditions occur:
• main landing gear wheels spin up (more than 60 kts)
• both thrust levers are retarded to IDLE
• reverse thrust levers are positioned for reverse thrust.
The SPEED BRAKE lever automatically moves to the UP position and spoilers deploy.
After an RTO or landing, if either thrust lever is advanced, the SPEED BRAKE lever automatically
moves to the DOWN detent and all spoilers retract. The spoilers may also be retracted by manually
moving the SPEED BRAKE lever to the DOWN detent.
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Fuel
FUEL CAPACITY
Tank MAX NG
NO. 1 3,869 3,915
NO.2 3,869 3,915
CENTER 12,990 13,066
TOTAL 20,728 20,896
MAX has 4 new FMC driven crew alerts on the Engine Display:
• FUEL DISAGREE - Displays if FQIS (totalizer) and FMC calculated fuel totals differ
by more than 2000 lbs, for more than 5 continuous minutes.
• USING RSV FUEL - Logic changed to display if total fuel minus reserves entered is
less than predicted fuel burn at destination.
• INSUFFICIENT FUEL - Same logic but can now check against execution of a mod
flight plan.
• FUEL FLOW is displayed on the Engine Display if the engine fuel flow exceeds the
FMC expected [based on aero performance Engine Performance Monitor (EPM) logic,
and supporting MEDB data] by a 15%, for more than 5 continuous minutes.
steady – engine fuel flow is abnormally high when compared to the FMC expected fuel flow.
blinking – with fuel flow abnormally high, the alert and entire block will blink for 10 seconds
and then the alert only will remain steady until the condition no longer exists
Blinking is inhibited:
• during takeoff from 80 knots to 400 feet RA, or 30 seconds after reaching 80 knots,
whichever occurs first
• during landing below 200 feet RA until 30 seconds after touchdown
• during periods when blinking is inhibited, alerts illuminate steady.
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FUEL FILTER BYPASS Light Logic
MAX NG
Extinguished – fuel filter operating normally.

Illuminated (amber) – 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.
Engines and APU
(MAX):
a) New: REVERSER COMMAND light
• The reverse thrust lever is not in the down position in flight.
b) REVERSER AIR/GRD lights
• The air/ground thrust reverser logic is failed.
ENGINE STARTING
The LEAP-1B engine start sequence is slightly different to the old CFM-56. After the engine
start switch is moved to GND, the EEC performs Bowed Rotor Motoring (BRM). This is to
straighten the N1 and N2 shafts which may have bowed due to thermal buildup after the
previous shutdown.
BRM will be active from 6 to 90 seconds and MOTORING will be displayed on the N2 gauge
between 18-24%.
At 25% N2 or max motoring when the start lever is moved to idle the EEC then performs a
test of the Thrust Control Malfunction Accommodation (TCMA) and Electronic Overspeed
System (EOS) functions.
This manifests itself as the fuel flow indicating zero, the engine fuel shut off valve opening
and closing repeatedly and the ENG VALVE CLOSED light illuminating bright blue until the
test has finished whereupon the start sequence continues.
It certainly takes longer to start the engine on a MAX than an NG
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c) 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.
d) The EGT gauge has been removed from the APU panel on the overhead panel.
There is no requirement to control the APU EGT. NG's do not have such a requirement also.
e) The blue MAINT light has been changed to an amber DOOR light.
Illuminated (amber) – APU door is not in the commanded position:
• APU door is open when APU is shut down (in air or on ground)
• in flight - door is not in flight position
• on ground - door is not in ground position.
f) New: THRUST alert on the Engine Display
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:
• with a condition of more than or less than commanded thrust. The alert and entire
block will blink for 10 seconds and then the alert only will remain steady until the
condition no longer exists.
Blinking is inhibited:
• during takeoff from 80 knots to 400 feet RA, or 30 seconds after reaching 80 knots,
whichever occurs first
• during landing below 200 feet RA until 30 seconds after touchdown
• during periods when blinking is inhibited, alerts illuminate steady.
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FMC
(MAX):
a) New: Takeoff Bump Thrust option on the N1 Limit Page
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
• 20% for TO-2.
b) New: Fuel Progress Page (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.
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Landing Gear
The MAX landing gear handle is a two-position handle (UP/DOWN).
The center “OFF” position has been removed as the depressurization function is automated
through a proximity switch system.
Warning Systems
Maintenance (MAINT) light removed the PSEU light.
Illuminated (amber) – a system fault exists that must be reviewed by maintenance.

Inhibited from first engine start until 30 seconds after landing.
Normal Procedures
NP contains new steps regarding new lights in relevant procedures.
As a rule: All new MAX amber lights must not illuminate during the preflight procedures.
Preflight and Postflight Scan Flows
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Areas of Responsibility
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Preliminary Preflight Procedure
Note: this is NOT a complete procedure!
(…….)
(NG) PSEU light Verify extinguished

Note: no more PSEU light on the MAX
(MX) ELEVATOR JAM LANDING ASSIST switch Guard closed

Verify that the ASSIST ON light is extinguished
GPS, ILS, GLS lights (as installed) Verify extinguished
SERVICE INTERPHONE switch OFF
ENGINE panel Set

(NG) Verify that the REVERSER lights are extinguished.
(MX) Verify that the REVERSER COMMAND light is extinguished.
(MX) Verify that the REVERSER AIR/GRD light is extinguished.
(MX) Verify that the REVERSER LIMITED lights are extinguished.
Verify that the ENGINE CONTROL lights are extinguished.
EEC switches ON.
(…….)
Preflight Procedure FO
Note: this is NOT a complete procedure!
Flight control panel Check

FLIGHT CONTROL switches – Guards closed
Verify that the flight control LOW PRESSURE lights are illuminated.
Flight SPOILER switches – Guards closed
YAW DAMPER switch – ON
Verify that the YAW DAMPER light is extinguished.
Verify that the standby hydraulic LOW QUANTITY light is extinguished.
Verify that the standby hydraulic LOW PRESSURE light is extinguished.
Verify that the STBY RUD ON light is extinguished.
ALTERNATE FLAPS master switch – Guard closed.
ALTERNATE FLAPS position switch – OFF.
Verify that the FEEL DIFF PRESS light is extinguished.
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Verify that the SPEED TRIM FAIL light is extinguished.

Verify that the MACH TRIM FAIL light is extinguished.
Verify that the AUTO SLAT FAIL light is extinguished.
(MX) Verify that the SPOILERS light is extinguished
(…….)
EQUIPMENT COOLING switches NORM

Verify that the OFF lights are extinguished.
(MX) EQUIP SMOKE light Verify extinguished
(…….)
WING ANTI–ICE switch OFF

Verify that the VALVE OPEN lights are extinguished.
ENGINE ANTI–ICE switches OFF

(MX) Verify that the ENG ANTI–ICE lights are extinguished
Verify that the COWL ANTI–ICE lights are extinguished.
Verify that the COWL VALVE OPEN lights are extinguished.
(…….)
Air conditioning panel Set

AIR TEMPERATURE source selector – As needed
TRIM AIR switch – ON
Verify that the ZONE TEMP lights are extinguished.
Temperature selectors – As needed
(NG) Verify that the RAM DOOR FULL OPEN lights are illuminated.
RECIRCULATION FAN switches – AUTO
Air conditioning PACK switches – AUTO or HIGH
ISOLATION VALVE switch – OPEN
Engine BLEED air switches – ON
APU BLEED air switch – ON
Verify that the DUAL BLEED light is illuminated.
Verify that the PACK lights are extinguished.
Verify that the WING–BODY OVERHEAT lights are extinguished.
(NG) Verify that the BLEED TRIP OFF lights are extinguished.
(MX) Verify that the BLEED lights are extinguished.
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(…….)
EFIS control panel Set

MINIMUMS reference selector – RADIO or BARO
MINIMUMS selector – As needed
(MX) VSD switch – As needed
FLIGHT PATH VECTOR switch – As needed
METERS switch – As needed
BAROMETRIC reference selector – IN or HPA
BAROMETRIC selector – Set local altimeter setting
VOR/ADF switches – As needed to enable SID or departure route raw data backup
Mode selector – MAP
CENTER switch – As needed
Range selector – As needed
TRAFFIC switch – As needed
WEATHER RADAR – OFF
Verify that the weather radar indications are not shown on the MAP.
Map switches – As needed
(…….)
(MX) PFD/MFD selector NORM
GROUND PROXIMITY panel Check

FLAP INHIBIT switch – Guard closed
GEAR INHIBIT switch – Guard closed
TERRAIN INHIBIT switch – Guard closed
Verify that the GROUND PROXIMITY INOP light is extinguished.
RUNWAY INHIBIT switch – Guard closed
Verify that the RUNWAY INOP light is extinguished.
The RUNWAY INOP light may be illuminated until the GPS accuracy is adequate for
the Runway Awareness and Advisory System requirements.
(…….)
(MX) BRAKE TEMP light Verify extinguished
(MX) TIRE PRESSURE light Verify extinguished
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(MX) MFD selector Check

C/R switch – Push
Verify that the autoland status advisory messages are not shown
(MX) SELECTOR switch C
(…….)
Preflight Procedure CPT
Note: this is NOT the complete procedure!
(…….)
EFIS control panel Set

MINIMUMS reference selector – RADIO or BARO
MINIMUMS selector – As needed
FLIGHT PATH VECTOR switch – As needed
(MX) VSD switch – As needed
METERS switch – As needed
BAROMETRIC reference selector – IN or HPA
BAROMETRIC selector – Set local altimeter setting
VOR/ADF switches – As needed to enable SID or departure route raw data backup
Mode selector – MAP
CENTER switch – As needed
Range selector – As needed
TRAFFIC switch – As needed
WEATHER RADAR – OFF
Verify that the weather radar indications are not shown on the MAP.
Map switches – As needed
(…….)
(MX) PFD/MFD selector NORM
(…….)
(MX) FUEL FLOW switch – RATE

Move switch to RESET, then RATE.
(MX) SELECTOR switch C
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(…….)
Before Start Procedure
No changes
Engine Start Procedure
MAX NG
Normal Starter Duty Cycle
Multiple consecutive start attempts are Multiple consecutive start attempts are
permitted. Each start attempt is limited to permitted. Each start attempt is limited to
3 minutes of starter usage. 2 minutes of starter usage.
A minimum of 10 seconds is needed between A minimum of 10 seconds is needed between
start attempts. start attempts.
Extended engine motorings
Starter usage is limited to 5 minutes for all Starter usage is limited to 15 minutes for the
extended engine motorings. A minimum of 5 first two extended engine motorings. A
minutes is needed between each attempt. minimum of 2 minutes is needed between each
attempt.
For the third and subsequent extended engine
motorings, a minimum of 10 minutes is needed For the third and subsequent extended engine
between each attempt motorings, starter usage is limited to
5 minutes. A minimum of 10 minutes is needed
between each attempt.
Before Takeoff Procedure
Engine warm up recommendations:
• (NG) run the engines for at least 2 minutes
• (MAX) run the engines for at least 3 minutes
• use a thrust setting normally used for taxi operations.
Takeoff Procedure and Go-Around
On the MAX the Landing Gear Lever Remains UP during after takeoff actions.
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Other Norma Procedures
No remarkable changes
Non-Normal Procedures
Deleted Landing Gear Jammed in the Up Position NNC. New or significantly changed NNCs:
• BLEED
• Cabin Temperature Cold
• EQUIPMENT COOLING OFF
• PACK
• ENGINE COWL VALVE OR TAI INDICATION
• ENGINE ANTI-ICE
• WING ANTI-ICE L/R VALVE
• DRIVE
• APU DOOR
• ENGINE THRUST
• REVERSER LIMITED
• REVERSER AIR/GRD
• REVERSER COMMAND
• EQUIP SMOKE
• ASSIST ON
• SPOILERS
• Display Failure
• CROSSFEED SELECTOR INOPERATIVE
• FUEL FLOW
• MAINT
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Supplementary Procedures
Engine Crossbleed Start
Engine thrust lever (operating engine) IDLE

Note: If needed, advance thrust lever until bleed duct pressure indicates 30 PSI.
On MAX, engine at idle thrust should be sufficient to provide 30 PSI.
Cold Weather Operations
New CAUTION on the MAX: If the airport elevation is 12,000 feet or higher, do
not use wing anti-ice on the ground when OAT is above 4°C.
Engine Start
On the MAX, no requirement exists anymore to idle the engines for two minutes if OAT is
less than 35oC before advancing thrust levers.
On the MAX, new steps are to be considered after engine start is accomplished:
• If the oil pressure remains above the normal range after the oil temperature has
stabilized within limits, shut down the engine.
• Display units may require additional warm-up time before displayed engine indications
accurately show changing values. Display units may appear less bright than normal.
• Before setting takeoff thrust, ensure engine oil temperature is at or above 31°C. The
table below provides the approximate time needed for a cold soaked engine to reach
an oil temperature of 31°C with engines operating at idle thrust.
AMBIENT TEMPERATURE APPROXIMATE IDLE TIME
0°C 3 minutes
-7°C 4 minutes
-18°C 6 minutes
-32°C 8 minutes
-40°C 9 minutes
-54°C 10 minutes
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ENGINE RUNUPS
MAX NG
During Taxi Out and Taxi In
When engine anti-ice is required, and the OAT is 3°C or below, or if increased fan vibration due
to fan ice accumulation is present, do an engine run up, as needed, to minimize ice build-up.
Use the following procedure:
Check that the area behind is clear C
Increase thrust to a minimum of 50% N1 then Run-up to a minimum of 70% N1 for

decrease thrust to idle. Repeat as necessary or approximately 30 sec duration at intervals no
at intervals no greater than 60 minutes C greater than 30 minutes C
Note: Fan blade ice build up is cumulative. If the Note: Fan blade ice build up is cumulative. If the
fan spinner and fan blades were not deiced prior fan spinner and fan blades were not deiced prior
to taxi out, the time the engines were operating to taxi out, the time the engines were operating
during the taxi in should be included in the during the taxi in should be included in the
60 minute interval. 30 minute interval.
Note: Engine vibration may indicate above the If airport surface conditions and the
normal operating range up to the maximum concentration of aircraft do not allow the engine
display value during ice shedding, however, this thrust level to be increased to 70% N1, then set
will have no adverse effect on the engine. a thrust level as high as practical and time at
that thrust level C
Note: When operating in conditions of freezing
rain, freezing drizzle, freezing fog or heavy
snow, run-ups to a minimum of 70% N1 for
approximately 1 second duration a
Prior to Takeoff
Within 5 minutes of or in conjunction with the When engine anti-ice is required and the OAT
takeoff: is 3°C or below, the takeoff must be preceded
by a static engine run-up. Use the following
Check that the area behind is clear C
procedure:
Run-up to a minimum of 50% N1 for a minimum
Run-up to a minimum of 70% N1 and confirm
of 5 seconds C
stable engine operation before the start of the
Confirm stable engine operation prior to setting takeoff roll. A 30-second run-up is highly
takeoff thrust C, F/O recommended whenever possible.
Note: Engine vibration may indicate above the
normal operating range up to the maximum
display value during ice shedding, however, this
will have no adverse effect on the engine.
17.02.2018 30 Revision 0

Major B737MAX and NG Differences V 0.2

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Major B737MAX and NG Differences V 0.2

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!This is NOT an official document!

In the event of a conflict, officially issued

Major 737 MAX and NG differences

By Cpt. Denis Okan

Normal Procedures ......................................................................................................... 21

Other Norma Procedures ...............................................................................................28

MAJOR MAX DIFFERENCES

Request for Feedback

Your feedback is appreciate:!

Sincerely yours, Cpt. Denis Okan

• Updated EEC software, fuel and pneumatic systems.

• Nose gear extension of 15-20cm to give more engine ground clearance.

• Reshaped tail cone to reduce drag giving a 1% reduction in fuel burn.

• Advanced technology winglets which feature upward and downward-directed

• Widespread structural strengthening (see why below).

• Four 15.1 inch LCD cockpit display screens in landscape orientation.

• New Onboard Network System (ONS)

The 737-MAX Flightdeck

The overhead panel is very similar to the NG. Differences include:

• PSEU light removed and replaced by MAINT light

• Engine panel has three new amber reverser lights

Powerplant and APU

The MAX APU is still a Honeywell 131-9[B] but is

Externally, the tail cone has been extended 43

RADIUS, meters Min width of the

737-800 20.1 22.8 23.0 24.3

737-900ER 21.8 23.9 23.4 26.3

MAX 8 20.1 23.5m 21.9 24.4

CAUTION: Do not attempt to make a turn away from an obstacle within:

737-800 5.4m of the wing tip or within 7.5m of the nose.

Pilot Seat Position

Pilot Seat Position Pilot Seat Position

Note: Observe your airline airplane AFM limitations

737-800 62,731 79,242 79,015 66,360

737-900ER 67,721 85,366 85,139 71,350

737MAX-8 65,952 82,417 82,190 69,308

Ground Wind Operating Envelope

Autoland Crosswind Limitations

Note: Observe your airline airplane AFM limitations

Model HEADWIND CROSSWIND TAILWIND

Flaps Down Speed Limits

Pos MAX-8 NG (800) NG (900ER)

40 166 162 170

a) Does not have RAM DOOR FULL OPEN lights anymore

As there was no procedural use of them.

b) New: EQUIP SMOKE light

Illuminated – Smoke is detected in the equipment cooling system.

Note: Light extinguishes 30 seconds after smoke is no longer detected.

c) BLEED lights instead of BLEED TRIP OFF lights (NG).

The logic was changed.

d) PACK lights logic was changed.

PACK (MAX) vs PACK (NG)

Illuminated (amber) – Illuminated (amber) –

BLEED (MAX) vs BLEED TRIP OFF (NG)

Illuminated (amber) – excessive engine bleed air temperature, over-pressure or under-pressure

Engine Bleed System Supply

a) New: ENGINE ANTI-ICE lights

Illuminated (amber) – indicates cowl thermal anti-ice system has

• momentary – related cowl anti–ice valve is in transit

ENGINE ANTI-ICE SYSTEM

ENGINE ANTI–ICE SYSTEM OPERATION

Each cowl anti–ice valve is electrically controlled and pressure actuated.

• (new) sets engine idle speed per the