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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.23.3
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
cooling and inflight gear down cooling.
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.
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.
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.
December 10, 2007
777 Flight Crew Operations Manual
Performance Inflight -
Text
Copyright © The Boeing Company. See title page for details.
PI.23.4 D632W001-TBC
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.
　
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