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on the operative engine and adjust the pitch to maintain airspeed.
October 31, 2006
777/787 Flight Crew Training Manual
Climb, Cruise, Descent and
Holding
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 4.5
In the clean configuration, select the engine out prompt on the CDU climb page.
The engine out mode provides VNAV commands to climb at engine out climb
speed to cruise altitude, or maximum engine out altitude, whichever is lower. If
the airplane is currently above maximum engine out altitude, driftdown
information is available. Upon reaching level off altitude, the command speed
changes to EO SPD. Engine Out LRC or Company Speed (CO SPD) may be
selected. Leave thrust set at maximum continuous thrust until airspeed increases
to the commanded value.
Note: If computed climb speeds are not available, use flaps up maneuvering
speed and maximum continuous thrust.
October 31, 2006
777/787 Flight Crew Training Manual
Climb, Cruise, Descent and
Holding
Copyright © The Boeing Company. See title page for details.
4.6 FCT 777/787 Preliminary (TM)
Cruise
This section provides general guidance for the cruise portion of the flight for
maximum passenger comfort and economy.
Maximum Altitude
Maximum altitude is the highest altitude at which the airplane can be operated. It
is determined by three basic characteristics, which are unique to each airplane
model. The FMC predicted maximum altitude is the lowest of:
• maximum certified altitude (structural) - determined during certification
and is usually set by the pressurization load limits on the fuselage
• thrust limited altitude - the altitude at which sufficient thrust is available
to provide a specific minimum rate of climb. (Reference the Long Range
Cruise Maximum Operating Altitude table in the PI chapter of the QRH).
Depending on the thrust rating of the engines, the thrust limited altitude
may be above or below the maneuver altitude capability
777-200, 777-300, 787-8
• buffet or maneuver limited altitude - the altitude at which a specific
maneuver margin exists prior to buffet onset. This altitude provides at
least a 0.2g margin (33° bank) for FAA operations or a 0.3g margin (40°
bank) for CAA/JAA operations prior to buffet.
777-200LR, 777-300ER
• buffet or maneuver limited altitude - the altitude at which a specific
maneuver margin exists prior to buffet onset. This altitude provides at
least a 0.3g margin (40° bank) prior to buffet.
Although each of these limits are checked by the FMC, available thrust may limit
the ability to accomplish anything other than relatively minor maneuvering. The
amber band limits do not provide an indication of maneuver capability as limited
by available thrust.
The minimum maneuver speed indication on the airspeed display does not
guarantee the ability to maintain level flight at that speed. Decelerating the
airplane to the amber band may create a situation where it is impossible to
maintain speed and/or altitude because as speed decreases airplane drag may
exceed available thrust, especially while turning. Operators may wish to reduce
exposure to this situation by changing the FMC parameters (via maintenance
action) to suit individual operator needs. Flight crews intending to operate at or
near the maximum operation altitude should be familiar with the performance
characteristics of the airplane in these conditions.
October 31, 2006
777/787 Flight Crew Training Manual
Climb, Cruise, Descent and
Holding
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 4.7
To get the most accurate altitude limits from the FMC, ensure the following entries
are accurate:
• airplane weight
• cruise CG
• temperature deviation at the cruise altitude.
For LNAV operation, the FMC provides a real-time bank angle limiting function.
This function protects the commanded bank angle from exceeding the current
available thrust limit. This bank angle limiting protection is only available when
in LNAV.
For operations other than LNAV, fly at least 10 knots above the lower amber band
and use bank angles of 10° or less when operating at or near maximum altitude. If
speed drops below the lower amber band, immediately increase speed by doing
one or more of the following:
• reduce angle of bank
• increase thrust up to maximum continuous
• descend.
Turbulence at or near maximum altitude can momentarily increase the airplane’s
angle-of attack and activate the stick shaker. When flying at speeds near the lower
　
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