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Performance Inflight
Text
FAA
Category A Brakes
Boeing Proprietary PI.18.9
Driftdown/Cruise Range Capability
This table shows the range capability from the start of driftdown.
Driftdown is continued to level off altitude. As weight decreases due to
fuel burn, the airplane is accelerated to long range cruise speed. Cruise is
continued at level off altitude and long range cruise speed.
To determine fuel required, enter the Ground to Air Miles Conversion table
with the desired ground distance and correct for anticipated winds to
obtain air distance to destination. Then enter the Driftdown/Cruise Fuel
and Time table with air distance and weight at start of driftdown to
determine fuel and time required. If altitudes other than the level off
altitude is used, fuel and time required may be obtained by using the
Engine Inoperative Long Range Cruise Diversion Fuel and Time table.
Long Range Cruise Altitude Capability
Table show the maximum altitude that can be maintained at a given weight
and air temperature (ISA deviation), based on LRC speed, Max Continuous
thrust, and 100 ft/min residual rate of climb.
Long Range Cruise Control
The table provides target EPR, engine inoperative Long Range Cruise
Mach number, IAS and fuel flow for the airplane weight and pressure
altitude. The fuel flow values in this table reflect single engine fuel burn.
APU Operation During Flight
For APU operation during flight, increase fuel flow according to the
following table. These increments include the APU fuel flow and the effect
of increased drag from the APU door.
Long Range Cruise Diversion Fuel and Time
Tables are provided for crews to determine the fuel and time required to
proceed to an alternate airfield with one engine inoperative. The data is
based on single engine Long Range Cruise speed and .84/310/250 descent.
Enter with Air Distance as determined from the Ground to Air Miles
PRESSURE
ALTITUDE
(1000 FT)
APU FUEL FLOW PENALTY (LB/HR)
GROSS WEIGHT (1000 LB)
700 600 500 400 300
43 360 310
39 420 360 310
35 470 420 380 300
31 520 500 450 370 310
25 510 490 440 380 340
20 520 520 460 410 360
15 520 520 480 440 400
10 540 520 510 490 440
5 590 590 570 530 480
787 Flight Crew Operations Manual
Performance Inflight
Text
FAA
Category A Brakes
PI.18.10 Boeing Proprietary
Conversion Table and read Fuel and Time required at the cruise pressure
altitude. Adjust the fuel obtained for deviation from the reference weight
at checkpoint as required by entering the off reference fuel corrections
table with the fuel required for the reference weight and the actual weight
at checkpoint. Read fuel and time required for the actual weight.
Holding
Single engine holding data is provided in the same format as the all engine
holding data and is based on the same assumptions.
Gear Down Landing Rate of Climb Available
Rate of climb data is provided as guidance information in the event an
engine inoperative landing is planned. The tables show gear down rate of
climb available for Flaps 20 and Flaps 30. Enter the table with TAT and
pressure altitude to read rate of climb available. Apply adjustments shown
to correct for weight.
Alternate Mode EEC
Limit Weight
A simplified method which conservatively accounts for the effects of EEC
in the ALTERNATE mode is to reduce the PRIMARY mode (normal)
performance limited weights. The Limit Weight table provides takeoff
field, climb, obstacle, net level off and landing climb weights. To
determine limit weights for operations with the EEC in the ALTERNATE
mode, enter the table with the limit weights for PRIMARY mode EEC
operation and read the associated limit weight for each performance
condition. The most limiting of the takeoff weights must be used. The
ALTERNATE Mode EEC Landing Climb limit must be compared to the
Landing Field Length limit and the more limiting of the two must be used
as the landing limit weight. Analysis from the Airplane Flight Manual -
Digital Performance Information may yield less restrictive limit weights.
Takeoff Speed Adjustment
Takeoff speeds for the reduced weight should be increased by the amount
shown in the Takeoff Speeds Adjustments Table. The adjusted V1 should
not exceed the adjusted VR.
NOTE: The FMC does incorporate ALTERNATE Mode EEC performance
in its takeoff speeds calculations.
787 Flight Crew Operations Manual
Performance Inflight
Text
FAA
Category A Brakes
Boeing Proprietary PI.18.11
Max Takeoff%N1
Takeoff power settings are presented for normal air condition bleed. Max
　
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