787 Flight Crew Operations Manual
DO NOT USE FOR FLIGHT
Performance Inflight
Text
787-8/
FAA
Category A Brakes
Copyright © The Boeing Company. See title page for details.
PI.18.6 D615Z003-TBC
Holding
Target TPR, 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. Small variations in
airspeed will not appreciably affect the overall endurance time. Enter the
table with weight and pressure altitude to read TPR, 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.
February 15, 2010
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