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October 31, 2006
777/787 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
1.6 FCT 777/787 Preliminary (TM)
Maneuver Margins to Stick Shaker
The following figures illustrate airplane maneuvering capability or margin to stick
shaker as a function of airspeed. This includes an engine inoperative departure
scenario (Takeoff) and an all engine approach scenario (Landing).
When reviewing the maneuver margin illustrations, note that:
• there is a direct correlation between bank angle and load factor (G's) in
level, constant speed flight. For example, 1.1G corresponds to 25° of
bank, 1.3G ~ 40°, 2.0G's ~ 60°
• the illustrated bank maneuver capability assumes a constant speed, level
flight condition
• stick shaker activates prior to actual stall speed
• the bold line designates flap configuration changes at the scheduled flap
transition speeds
777-200 - 777-300ER
• maneuver margins are based upon basic stick shaker schedules and do not
include adjustments for the use of anti-ice.
The distance between the bold line representing the flap retraction (Takeoff) or
extension schedule (Landing) and a given bank angle represents the maneuver
margin between stick shaker and the flap schedule for level constant speed flight.
Where the flap extension/retraction schedule extends below a depicted bank
angle, stick shaker activation can be expected prior to reaching that bank angle.
The takeoff figures assume a single engine climbout and takes into account the
vertical component of the thrust vector of one engine at full power. These figures
are an example of a heavy weight, sea level standard day condition. The unshaded
region of the chart represents the area within the certified structural load factor for
flaps down operation.
October 31, 2006
777/787 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 1.7
Maneuver Margins to Stick Shaker Takeoff
777-200
140 160 180 200 220 240 260 280
Maneuver Margin to Stick Shaker (G's)
3.4
3.0
2.6
2.2
1.8
1.4
1.0
Airspeed (KCAS)
Weight = 656,000 Lbs
25° Bank
Max. Structural
Flaps Down
Load Factor,
40° Bank
297,560 Kgs
One Engine Inoperative
Sea Level
Standard Day
15° Bank
Flaps 20
Flaps 5
Flaps 1
Flaps Up
V2 (flaps 20)
October 31, 2006
777/787 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
1.8 FCT 777/787 Preliminary (TM)
Maneuver Margins to Stick Shaker Landing
777-200
120 140 160 180 200 220 240 260
Maneuver Margin to Stick Shaker (G's)
3.4
3.0
2.6
2.2
1.8
1.4
1.0
Airspeed (KCAS)
Weight = 470,000 Lbs
VREF30
25° Bank
Max. Structural
Flaps Down
Load Factor,
40° Bank
213,191 Kgs
All Engines Operating
Sea Level
Standard Day
15° Bank
Flaps 1
Flaps 30
Flaps 20
Flaps 5
Flaps Up
October 31, 2006
777/787 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 1.9
Maneuver Margins to Stick Shaker Takeoff
777-200LR
160 180 200 220 240 260 280 300
Maneuver Margin to Stick Shaker (G's)
3.4
3.0
2.6
2.2
1.8
1.4
1.0
Airspeed (KCAS)
Weight = 766,800 Lbs
V2
25° Bank
Max. Structural
Flaps Down
Load Factor,
40° Bank
347,818 Kgs
One Engine Inoperative
Sea Level
Standard Day
15° Bank
Flaps 20
Flaps 5
Flaps 1
Flaps Up
October 31, 2006
777/787 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
1.10 FCT 777/787 Preliminary (TM)
Maneuver Margins to Stick Shaker Landing
777-200LR
120 140 160 180 200 220 240 260
Maneuver Margin to Stick Shaker (G's)
3.4
3.0
2.6
2.2
1.8
1.4
1.0
Airspeed (KCAS)
Weight = 492,000 Lbs
VREF30
25° Bank
Max. Structural
Flaps Down
Load Factor,
40° Bank
223,170 Kgs
All Engines Operating
Sea Level
Standard Day
15° Bank
Flaps 30
Flaps 20
Flaps 5
Flaps 1
　
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