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The value “good” is comparative and is intended to mean that airplanes
should not experience braking or directional control difficulties when
stopping. Good reported braking action denotes wet runway conditions or
runways covered by compact snow. Similarly, poor braking action denotes
runways covered with wet ice. Performance is based on reversers operating
and a 15 ft screen height at the end of the runway. The tables provided are
used in the same manner as the Slush/Standing Water tables.
Minimum Control Speeds
Regulations prohibit scheduling takeoff with a V1 less than minimum V1
for control on the ground, V1(MCG), and VR less than minimum VR,
(1.05) VMCA. It is therefore necessary to compare the adjusted V1 and
VR to V1(MCG) and Minimum VR respectively. To find V1(MCG) and
Minimum VR, enter the V1(MCG), Minimum VR table with the airport
pressure altitude and actual OAT. If the adjusted V1 is less than
V1(MCG), set V1 equal to V1(MCG). If the adjusted VR is less than Min
VR, set VR equal to Min VR and determine a new V2 by adding the
difference between the normal VR and Min VR to the normal V2. No
takeoff weight adjustment is necessary provided that the field length
available exceeds the minimum field length shown in the Field and Climb
Limit Weight table.
Max Climb EPR
This table shows Max Climb EPR for a 310/.84 climb speed schedule,
normal engine bleed for packs on and anti-ice off. Enter the table with
airport pressure altitude and TAT and read EPR. EPR adjustments are
shown for anti-ice operation.
787 Flight Crew Operations Manual
Performance Inflight
Text
FAA
Category A Brakes
PI.18.4 Boeing Proprietary
Go-Around EPR
To find Go-Around EPR based on normal engine bleed for packs on and
anti-ice off, enter the Go-Around EPR table with airport pressure altitude
and reported OAT or TAT and read EPR. EPR adjustments are shown for
engine bleeds for various conditions.
Flight with Unreliable Airspeed / Turbulent Air Penetration
Body attitude and average EPR information is provided for use in all
phases of flight in the event of unreliable airspeed/Mach indications
resulting from blocking or freezing of the pitot system. Loss of radome
may also cause unreliable airspeed/Mach indications. Climb, cruise and
descent information is based on the recommended turbulent air penetration
speed schedule: 270 knots below 25,000 feet, 280 knots or 0.82 Mach
whichever is lower at 25,000 feet and above; maintain a minimum speed of
15 knots above the minimum maneuvering speed when below 0.82 Mach.
This schedule provides ample protection from stall and high speed buffet,
while also providing protection from exceeding structural limits.
Pitch attitude is shown in bold type for emphasis since altitude and/or
vertical speed may also be unreliable.
All Engines
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
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 Control
These tables provide target EPR, Long Range Cruise Mach number, IAS
and standard day fuel flow per engine for the airplane weight and pressure
altitude. As indicated by the shaded area, at optimum altitude, .84 Mach
approximates the Long Range Cruise Mach schedule.
787 Flight Crew Operations Manual
Performance Inflight
Text
FAA
Category A Brakes
Boeing Proprietary PI.18.5
APU Operation During Flight
For APU operation during flight, increase fuel flow according to the table
in the Engine Inoperative text section.
Long Range Cruise Enroute Fuel and Time
Long Range Cruise Enroute Fuel and Time tables are provided to
determine remaining time and fuel required to destination. The data is
based on Long Range Cruise and .84/310/250 descent. Tables are
presented for low altitudes for shorter trip distances and high altitudes for
longer trip distances.
To determine remaining fuel and time required, first enter the Ground to
　
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