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Thrust settings can be selected on the THRUST LIM page. The reference thrust
limit displays above EICAS TPR indications.
The flight crew can specify the thrust reduction height where the change from
takeoff to climb thrust takes place by making an entry on the CDU TAKEOFF
REF page. This can be an altitude from 400 feet to 9,999 feet, an entry of 1 for
flaps 1, or an entry of 5 for flaps 5.
Reduced Thrust Takeoff
Reduced thrust takeoffs lower EGT and extend engine life.
Derate/Variable Takeoff Rating
Two fixed derates can be selected on the THRUST LIM page. TO 1 and TO 2
reduce takeoff thrust by percentages specified by the operator on the AIRLINE
POLICY page. The derate percentages can be set between maximum takeoff
thrust and the maximum certified derate in one percent increments. The Airplane
Flight Manual (AFM) provides performance data for these derates.
With both TO 1 and TO 2, the thrust setting parameter is considered a limitation
for takeoff; therefore, thrust levers should not be advanced further except in an
emergency. A further thrust increase following an engine failure could result in a
loss of directional control. Use the takeoff speeds calculated by the FMC for the
selected derate or variable takeoff rating condition.
Derate/variable takeoff rating can be further reduced by assumed temperature.
Assumed Temperature Thrust Reduction Takeoff
Entering an assumed temperature higher than the actual temperature reduces
takeoff thrust.
• TO – takeoff
• TO 1 – takeoff one
• TO 2 – takeoff two
• D–TO – assumed temperature
takeoff
• D–TO 1 – derate one assumed
temperature takeoff
• D–TO 2 – derate two assumed
temperature takeoff
• CLB – climb
• CLB 1 – climb one
• CLB 2 – climb two
• CON – continuous
• G/A – go–around.
787 Flight Crew Operations Manual
Flight Management, Navigation -
Flight Management Computer
Boeing Proprietary 11.32.3
The maximum thrust reduction authorized is 25 percent below any certified rating.
Do not use assumed temperature reduced thrust if conditions exist that affect
braking, such as slush, snow, or ice on the runway, or if potential windshear
conditions exist.
The assumed temperature thrust setting is not considered a limitation. The
assumed temperature reduction can be removed. If conditions are encountered
where more thrust is necessary, the crew can manually apply full thrust.
Derated Thrust Climb
During climb, CLB 1 and CLB 2 derates are gradually removed. In cruise, the
thrust reference defaults to CLB. The reference can be manually selected on the
THRUST LIM page.
Use of an assumed temperature reduced thrust takeoff or takeoff derate affects
automatic selection of climb derate. For a thrust reduction less than 10 percent,
maximum climb thrust is automatically selected by the FMC. For takeoff thrust
reductions or derates from 10 percent to less than 20 percent, CLB 1 is selected.
CLB 2 is selected for all takeoff thrust reductions or derates equal to or greater
than 20 percent. On the ground, the pilots may override the automatic climb derate
selection after the takeoff selection is complete.
Use of derated climb thrust reduces engine maintenance costs, but increases total
trip fuel.
Fuel Monitoring
The FMC receives fuel data from the fuel quantity system or from manual entries.
Fuel quantity values display on the PERF INIT page as calculated (CALC),
MANUAL, or SENSED. They display on PROGRESS page 2/4 as TOTALIZER
and CALCULATED. TOTALIZER and SENSED values are the same data with
different names.
The FMC usually uses the calculated value for performance computations. Before
engine start, the calculated value is set to agree with the fuel quantity indicating
system value. When the FMC receives a positive fuel flow signal at engine start,
the calculated value is independent of the fuel quantity system and decreases at the
fuel flow rate.
When the APU is running, the APU fuel burn schedule is also used to decrement
the calculated fuel value.
During fuel jettison, the calculated value is set equal to the fuel quantity system
value. When fuel jettison is completed, the calculated value is independent of the
fuel quantity indicating system and decreases at the fuel flow rate. This fuel
quantity value displays as CALC (calculated) on the PERF INIT page and
CALCULATED on PROGRESS page 2/4.
787 Flight Crew Operations Manual
Flight Management, Navigation -
Flight Management Computer
11.32.4 Boeing Proprietary
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787机组操作手册Flight Crew Operations Manual 3(36)
