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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 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.33.4 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.
The level off altitude is dependent on air temperature (ISA deviation).
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.
December 10, 2007
777 Flight Crew Operations Manual
Performance Inflight -
Text
Copyright © The Boeing Company. See title page for details.
D632W001-TBC PI.33.5
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 Conversion Table and read
Fuel and Time required at the cruise pressure altitude. Adjust the fuel obtained for
　
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