Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Weather / Turbulence; Inflight Event / Encounter Weather / Turbulence
General None Reported / Taken
Weather; Procedure; Aircraft; Company Policy; Manuals
We had a rather complex weather scenario the other day. Based on our experience; I wanted to raise a safety concern regarding our resources (i.e.; Manuals; Reference Page) that describe/highlight the requirements for 'Engine Run-up in Icing Conditions During Taxi and Takeoff'.   There appears to be a disparity between the cold temperature reference page and the AOM regarding 'Engine Run-up in Icing Conditions During Taxi and Takeoff'. The cold temperature reference page states above the table describing the run-up requirements for NG and MAX aircraft 'During periods of prolonged ground operations; when engine anti-icing is required; and the OAT is X degrees C or below; an engine run-up may be required...'. In contrast the NG engine run-up during takeoff procedure states;  'When engine anti-ice is required and the OAT is X degrees C or below; takeoff must be preceded by a static engine run-up to a minimum of 70 percent N1 and confirm stable engine operation before the start of the takeoff roll'.  My safety concern is that the AOM language is more restrictive and detailed (i.e.; identifying the static run-up conditions) and should be replicated on the cold temperature reference page.   Furthermore; another safety concern is that crews may potentially forget about the Engine Run-up requirements as rapidly changing weather conditions may result in very high task loading.
First Officer reported conflicting procedures between B737 NG and B737 MAX flight operating manuals.