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Air Miles Conversion table to convert ground distance and enroute wind to
an equivalent still air distance for use with the Reference Fuel and Time
tables. Next, enter the Reference Fuel and Time table with air distance
from the Ground to Air Miles Conversion table and the desired altitude and
read Reference Fuel and Time Required. Lastly, enter the Fuel Required
Adjustment table with the Reference Fuel and the actual weight at
checkpoint to obtain fuel required to destination.
Long Range Cruise Wind-Altitude Trade
Wind is a factor which may justify operations considerably below optimum
altitude. For example, a favorable wind component may have an effect on
ground speed which more than compensates for the loss in air range.
Using this table, it is possible to determine the break-even wind (advantage
necessary or disadvantage that can be tolerated) to maintain the same range
at another altitude and long range cruise speed. The tables make no
allowance for climb or descent time, fuel or distance, and are based on
comparing ground fuel mileage.
Descent at .84/310/250
Distance and time for descent are shown for a .84/310/250 descent speed
schedule. Enter the table with top of descent pressure altitude and read
distance in nautical miles and time in minutes. Data is based on flight idle
thrust descent in zero wind. Allowances are included for a straight-in
approach with gear down and landing Flaps 30 at the outer marker.
Holding
Target EPR, indicated airspeed and fuel flow per engine information is
tabulated for holding with flaps up based on the FMC optimum holding
speed schedule. This is the higher of the maximum endurance speed and
the maneuvering speed for the selected flap setting. Flaps 1 is based on
787 Flight Crew Operations Manual
Performance Inflight
Text
FAA
Category A Brakes
PI.18.6 Boeing Proprietary
VREF30+60 speed schedule. Small variations in airspeed will not
appreciably affect the overall endurance time. Enter the table with weight
and pressure altitude to read EPR, IAS and fuel flow per engine.
Advisory Information
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.
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.
787 Flight Crew Operations Manual
Performance Inflight
Text
FAA
Category A Brakes
Boeing Proprietary PI.18.7
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
　
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