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these requirements is achieved with the minimum dispatch oxygen
cylinder pressure. Enter the Crew Oxygen Requirements table with the
number of crew plus observers using oxygen and read the minimum
cylinder pressure required for the appropriate bottle temperature.
An additional quantity of oxygen is required when flight altitudes above
41000 ft are planned. Regulations require that one active duty pilot must
don the oxygen mask and breathe diluted oxygen for the duration of the
flight above 41000 ft. The additional quantity of oxygen required is 2.05
liters/person/minute (1.2 psi/person/minute for the single cylinder
system), or 13 liters/person/minute (8 psi/person/minute) if 100% oxygen
is selected during normal usage.
Net Level Off Weight
The Net Level Off Weight table is provided to determine terrain clearance
capability in straight and level flight following an engine failure.
Regulations require terrain clearance planning based on net performance
which is the gross (or actual) gradient performance degraded by 1.1%. In
addition, the net level off pressure altitude must clear the terrain by
1000 ft.
To determine the maximum weight for terrain clearance, enter the table
with required net level off pressure altitude and expected ISA deviation to
obtain weight. Adjust weight for anti-ice operation as noted below the
table.
787 Flight Crew Operations Manual
Performance Dispatch
Text
FAA
Category A Brakes
PD.14.6 Boeing Proprietary
Extended Range Operations
Regulations require that flights conducted over a route that contains a
point further than one hour’s time at “normal one engine inoperative
speed” from an adequate diversion airport comply with rules set up
specifically for “Extended Range Operation with Two Engine airplanes”.
This section provides reserve fuel planning information for the "Critical
Fuel Scenario" based on two engine operation at Long Range Cruise as
well as single engine operation at Long Range Cruise.
Long Range Cruise Critical Fuel Reserves
Enter Ground to Air Mile Conversion table with forecast wind and ground
distance to diversion airport from critical point to obtain air distance. Now
enter Critical Fuel table with air distance and expected weight at the
critical point and read required fuel. Apply the noted fuel adjustments as
necessary. Regulations require a 5% allowance for performance
deterioration unless a value has been established by the operator for inservice
deterioration.
As noted below each table, the fuel required is the greater of the two engine
fuel and the single engine fuel. This fuel is compared to the amount of fuel
normally onboard the airplane at that point in the route. If the fuel required
by the critical fuel reserves exceeds the amount of fuel normally expected,
the fuel load must be adjusted accordingly.
Landing
Tables are provided for determining the maximum landing weight as
limited by field length or climb requirements for Flaps 30.
Maximum landing weight is the lowest of the field length limit weight,
climb limit weight or maximum certified landing weight.
Landing Field LimitWeight
Obtain wind corrected field length by entering upper table with field length
available and wind component along the runway. Now enter table with
wind corrected field length and pressure altitude to read field limit weight
for the expected runway condition.
Landing Climb Limit Weight
Enter table with airport OAT and pressure altitude to read landing climb
limit weight. Apply the noted adjustments as required.
787 Flight Crew Operations Manual
Performance Dispatch
Text
FAA
Category A Brakes
Boeing Proprietary PD.14.7
Go-Around Climb Gradient
Enter the Reference Go-around Gradient table with airport OAT and
pressure altitude to determine the reference Go-Around Gradient. Then
adjust the reference gradient for airplane weight and speed using the tables
provided to determine the weight and speed adjusted Go-Around Gradient.
Apply the necessary engine bleed corrections as noted. Note that data is
for one engine inoperative.
Quick Turnaround Limit Weight
Enter table with airport pressure altitude and OAT to read maximum quick
turnaround weight. Apply the noted adjustments as required.
If the landing weight exceeds the maximum quick turnaround weight, wait
the specified time and then check that the wheel thermal plugs have not
melted before executing a subsequent takeoff, or ensure the brake
temperature is within limits using the alternate procedure described on the
page.
Gear Down
This section provides flight planning data for revenue operation with gear
　
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