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columns provide corrections for off-reference landing weight, altitude,
wind, slope, and speed conditions. Each corrections is independently
added to the reference landing distance. Landing distance includes the
effects of max manual braking and reverse thrust.
For an engine inoperative landing, check the rate of climb capability
shown in Gear Down Landing Rate of Climb Available tables to ensure
adequate climb performance.
Landing Climb Limit Weight
In the event an overweight landing is necessary and the fuel dump system
is unavailable, landing climb limits should be checked if a Flaps 25 or 30
landing is planned. Enter the table with airport OAT and pressure altitude
to read landing climb limit weight. Apply the noted adjustments as
required. At weights exceeding those shown, plan a Flaps 20 landing.
Recommended Brake Cooling Schedule
Advisory information is provided to assist in avoiding problems associated
with hot brakes. For normal operation, most landings are at weights below
the AFM quick turnaround limit weight.
Use of the recommended cooling schedule will help avoid brake overheat
and fuse plug problems that could result from repeated landings at short
time intervals or a rejected takeoff.
Enter the Recommended Brake Cooling Schedule table with the airplane
weight and brakes on speed, adjusted for wind, at the appropriate
temperature and altitude condition. Instructions for applying wind
adjustments are included below the table. Linear interpolation may be used
to obtain intermediate values. The resulting number is the reference brake
energy per brake in millions of foot-pounds, and represents the amount of
energy absorbed by each brake during a rejected takeoff.
To determine the energy per brake absorbed during landing, enter the
appropriate Event Adjusted Brake Energy Table (No Reverse Thrust or 2
Engine Reverse) with the reference brake energy per brake and the type of
braking used during landing (Max Manual, Max Auto, or Autobrake). The
resulting number is the adjusted brake energy per brake and represents the
energy absorbed in each brake during the landing. The recommended
cooling time is found in the final table by entering with the adjusted brake
energy per brake. Times are provided for ground cooling and inflight gear
down cooling.
787 Flight Crew Operations Manual
Performance Inflight
Text
FAA
Category A Brakes
PI.18.8 Boeing Proprietary
Brake Temperature Monitor System (BTMS) indications are also shown. If
brake cooling is determined from the BTMS, the hottest brake indication
10 to 15 minutes after the airplane has come to a complete stop, or inflight
with gear retracted, may be used to determine recommended cooling
schedule by entering at the bottom of the chart. An EICAS advisory
message, BRAKE TEMP, will appear when any brake registers 5.0 or
higher on the EICAS indication and disappear as the hottest brake cools
with an EICAS indication of 3.5. Note that even without an EICAS
advisory message, brake cooling is recommended.
Engine Inoperative
Initial Max Continuous EPR
The Initial Max Continuous EPR setting for use following an engine failure
is shown. The table is based on the typical all engine cruise Mach number
of .84 to provide a target EPR setting at the start of driftdown. Once
driftdown is established, the Max Continuous EPR table should be used to
determine EPR for the given conditions.
Max Continuous EPR
Power setting is based on one engine operating with one bleed source for
pack(s) operating and all anti-ice bleeds off. Enter the table for appropriate
pressure altitude with IAS or Mach and TAT to read Max Continuous EPR.
Apply the anti-ice corrections below the table as required.
It is desirable to maintain engine thrust level within the limits of the Max
Cruise thrust rating. However, where thrust level in excess of Max Cruise
rating is required, such as for meeting terrain clearance, ATC altitude
assignments, or to attain maximum range capability, it is permissible to use
the thrust needed up to the Max Continuous thrust rating. The Max
Continuous thrust rating is intended primarily for emergency use at the
discretion of the pilot and is the maximum thrust that may be used
continuously.
Driftdown Speed/Level Off Altitude
The table shows optimum driftdown speed as a function of cruise weight
at start of driftdown. Also shown are the approximate weight and pressure
altitude at which the airplane will level off considering 100 ft/min residual
rate of climb.
The level off altitude is dependent on air temperature (ISA deviation).
787 Flight Crew Operations Manual
　
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