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reduced weight by three knots. If the resulting V1 is less than V1(MCG),
takeoff is permitted with V1 set equal to V1(MCG) provided the accelerate
stop distance corrected for wind and slope exceeds approximately 5050 ft
for one brake deactivated or 5280 ft for two brakes deactivated.
For brake(s) deactivated, reduce VMBE by the amount shown on the Brake
Energy Limit VMBE Chart. If the resulting VMBE is less than V1, the
brake release weight must be reduced according to the instructions on the
brake energy limit chart. The resulting V1 must not be less than
V1(MCG). Determine VR and V2 for the actual weight.
Detailed analysis for the specific case from the Airplane Flight Manual
may yield a less restrictive penalty.
Enroute
Long Range Cruise Maximum Operating Altitude
These tables provide the maximum operating altitude in the same manner
as the FMC. Maximum altitudes are shown for a given cruise weight and
maneuver capability. Note that these tables consider both thrust and buffet
limits, providing the more limiting of the two. Any data that is thrust
limited is denoted by an asterisk and represents only a thrust limited
787 Flight Crew Operations Manual
Performance Dispatch
Text
FAA
Category A Brakes
PD.14.4 Boeing Proprietary
condition in level flight with 300 ft/min residual rate of climb. Flying
above these altitudes with sustained banks in excess of approximately 21°
may cause the airplane to lose speed and/or altitude.
Note that optimum altitudes shown in the tables result in buffet related
maneuver margins of 1.5g (48° bank) or more. The altitudes shown in the
table are limited to the maximum certified altitude of 43100 ft.
Long Range Cruise Trip Fuel and Time
These tables are provided to determine trip fuel and time required to
destination. Data is based on economy climb and descent speeds, and Long
Range Cruise with normal engine bleed for air conditioning. Tables are
presented for low altitudes for shorter trip distances and high altitudes for
longer trip distances.
To determine trip fuel and time for a constant altitude cruise, first enter the
Ground to Air Miles Conversion table to convert ground distance and
enroute wind to an equivalent still air distance for use with the Reference
Fuel and Time tables. Next, enter the Reference Fuel and Time Table with
air distance from the Ground to Air Miles Conversion Table and the
desired altitude and read Reference Fuel and Time Required. Lastly, enter
the Fuel Required Adjustment Table with the Reference Fuel and the
planned landing weight to obtain fuel required at the planned landing
weight.
Long Range Cruise Step Climb Trip Fuel and Time
These tables are provided to determine trip fuel and time required to
destination when flying a step climb profile. Step climb profiles are based
on 4000 ft step climbs to keep the flight within 2000 ft of the optimum
altitude for the current cruise weight. To determine trip fuel and time,
enter the Ground to Air Miles Conversion table and determine air distance
as discussed above. Then enter the Trip Fuel and Time required with air
distance and planned landing weight to read trip fuel. Continue across the
table to read trip time.
Short Trip Fuel and Time
These tables are provided to determine trip fuel and time for short
distances or alternates. The data considers the use of the FMC short trip
optimum altitude. Obtain air distance from upper table using the ground
distance and wind component to the alternate. Enter Trip Fuel and Time
table with air distance and read trip fuel required for the expected landing
weight, together with time to alternate at right. For distances greater than
shown or other altitudes, use the Long Range Cruise Trip Fuel and Time
tables.
787 Flight Crew Operations Manual
Performance Dispatch
Text
FAA
Category A Brakes
Boeing Proprietary PD.14.5
Holding Planning
These tables provide total fuel flow information necessary for planning
Flaps Up and Flaps 1 holding and reserve fuel requirements. Data is based
on the FMC holding speed schedule which is the higher of the maximum
endurance and flaps up maneuver speeds. As noted, the fuel flow is based
on flight in a racetrack holding pattern. For holding in straight and level
flight, reduce table values by 5%.
Oxygen Requirements
Flight Crew System
Regulations require that sufficient oxygen be provided to the flight crew
to account for the greater of supplemental breathing oxygen in the event of
a cabin depressurization or protective breathing in the event of smoke or
harmful fumes in the flight deck. The oxygen quantity associated with
　
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