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Normal Configuration Landing Distance
Tables are provided as advisory information for normal configuration landing
distances on dry runways and slippery runways with good, medium, and poor
reported braking action. These values are actual landing distances and do not
include the 1.67 regulatory factor. Therefore, they cannot be used to determine
the dispatch required landing field length.
December 10, 2007
777 Flight Crew Operations Manual
Performance Inflight -
Text
Copyright © The Boeing Company. See title page for details.
PI.33.2 D632W001-TBC
To use these tables, determine the reference landing distance for the selected
braking configuration. Then adjust the reference distance for landing weight,
altitude, wind, slope, temperature, approach speed, and the number of operative
thrust reversers to obtain the actual landing distance.
When landing on slippery runways or runways contaminated with ice, snow,
slush, or standing water, the reported braking action must be considered. If the
surface is affected by water, snow, or ice, and the braking action is reported as
"good", conditions should not be expected to be as good as on clean, dry runways.
The value "good" is comparative and is intended to mean that airplanes should not
experience braking or directional control difficulties when landing. The
performance level used to calculate the "good" data is consistent with wet runway
testing done on early Boeing jets. The performance level used to calculate "poor"
data reflects runways covered with wet ice.
Use of the autobrake system commands the airplane to a constant deceleration
rate. In some conditions, such as a runway with "poor" braking action, the
airplane may not be able to achieve these deceleration rates. In these cases,
runway slope and inoperative reversers influence the stopping distance. Since it
cannot be determined quickly when this becomes a factor, it is appropriate to add
the effects of slope and inoperative reversers when using the autobrake system.
Non-Normal Configuration Landing Distance
Advisory information is provided to support non-normal configurations that affect
landing performance of the airplane. Landing distances and adjustments are
provided for dry runways and runways with good, medium, and poor reported
braking action.
Enter the table with the applicable non-normal configuration and read the normal
approach speed. The reference landing distance is a reference distance from 50 ft
above the threshold to stop based on a reference landing weight and speed at sea
level, zero wind, and zero slope. Subsequent 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.
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.
December 10, 2007
777 Flight Crew Operations Manual
Performance Inflight -
Text
Copyright © The Boeing Company. See title page for details.
D632W001-TBC PI.33.3
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
　
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