FLIGHT DISPATCHER TRAINING

DISPATCH DEVIATION DOCUMENTS

General
There are two documents that allow operation of the aircraft with some
parts missing or inoperative. They are the Master Minimum Equipment List
(MMEL) and the Configuration Deviation List (CDL).

MMEL
The MMEL is an FAA publication. It has a list of equipment that relate to
airworthiness and operating regulations. It also has items that the
administrator finds may be inoperative and still maintains an acceptable
level of safety by use of appropriate conditions and limitations. It does not
include items obviously necessary for flight like wings, flaps, and rudders.

Operation per the MMEL gives an acceptable level of safety. It is not the
same level of safety.

CDL
The CDL is an appendix in the Airplane Flight Manual. It has certification
limitations that allow some airplane parts to be missing. It gives penalties
because of the additional drag from the missing parts.

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FLIGHT DISPATCHER TRAINING

CDL

MASTER AIRPLANE
MINIMUM FLIGHT
EQUIPMENT MANUAL
LIST

FAA

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FLIGHT DISPATCHER TRAINING

DISPATCH DEVIATION GUIDE

General
The Dispatch Deviations Guide (DDG) helps airline operations and
maintenance organizations develop the procedures necessary to operate
the aircraft in various non-standard configurations. Tthe FAA approved
Master Minimum Equipment List (MMEL) and Configuration Deviation List
(CDL) allow these procedures.
The DDG has four sections:
- Introduction
- EICAS message cross reference list
- Master minimum equipment list (MMEL) items
- Configuration deviation list items.

Introduction
This section contains the table of contents and a brief description of each
section. It also describes the use of the procedures in the DDG.

EICAS Message Cross Reference List

This section gives a quick reference between EICAS messages and
MMEL items which may provide dispatch relief. The message list is in
alphabetical order.

Master Minimum Equipment List Items

This section contains all items from the current MMEL. Items are given in
the same sequence that they appear in the MMEL. The page numbers use
the applicable ATA Number assigned to MMEL items.

Configuration Deviation Guide

This section has illustrations of the different CDL items and data on
system effects and enroute performance effects.

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FLIGHT DISPATCHER TRAINING

DISPATCH Introduction
DEVIATIONS
GUIDE EICAS Messages
MMEL
CDL

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FLIGHT DISPATCHER TRAINING

DDG MINIMUM EQUIPMENT LIST crew and maintenance personnel.

Page Layout
The first column gives the equipment, system, component, or function. The
next column lists the repair interval. These are the intervals and their
definitions:
- Category A - Items shall be repaired within the time interval
specified in the remarks column
- Category B - Items shall be repaired within 3 consecutive calendar
days (72 hours), excluding the day the malfunction was recorded in
the aircraft maintenance record/logbook.
- Category C - Items shall be repaired within 10 consecutive calendar
days (242 hours), excluding the day the malfunction was recorded
in the aircraft maintenance record/logbook.
- Category D - Items shall be repaired within 120 consecutive
calendar days (2880 hours), excluding the day the malfunction was
recorded in the aircraft maintenance record/logbook.

The third column lists the number of the item usually installed in the
aircraft. A dash, " - ", indicates a variable quantity of the item is installed.
Where the MMEL shows a variable number, the operator’s MEL must
show the actual number installed or a different way to control configuration.

The fourth column shows the number necessary for dispatch if the
conditions in the final column are met. The final column includes
statements that allow or prevent operation with a specific number of items
inoperative and conditions and limitations for such operations.
“Inoperative” means a system and/or component malfunction such that is
does not do what its intended to and/or is not consistently functioning
normally.

Maintenance and Operations Requirements

The (M) symbol shows that there is a specific maintenance procedure
which must be done before operating with the listed item inoperative. The
(O) symbol shows that there is a specific operations procedure which must
be accomplished in planning and/or operating with the listed item
inoperative. An asterisk, *, indicates information must be placarded for the

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FLIGHT DISPATCHER TRAINING

CONFIGURATION DEVIATION LIST

General
The configuration deviation list (CDL) shows those items that
may be missing from the airplane and gives their weight
penalties. The weight penalties must be added together
unless the penalties are shown to be for many items. If there
are more than three items missing that have weight penalties,
reduce the takeoff, landing, and enroute climb limit weights by
100 pounds (64 kg).

The CDL gives the following information:

- ATA number of the item
- Name of the item
- Model that it applies to
- Number installed
- Remarks and/or exceptions.

The remarks and/or exceptions section gives the weight

penalties.

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 777 Dispatch Deviations Guide

Section 2
Introduction MMEL

General Notes
This section contains the MMEL Definitions, the MMEL Preamble and all
of the MMEL items from FAA 777 MMEL Revision 13b dated June 4,
2004.
MMEL Items have a table of contents for each ATA. Each section of
information in the MMEL has been assigned a unique number and when
appropriate, is followed by maintenance or operations information.
Examples of the numbering used can be found in Section 4
Miscellaneous Items.

FAA MMEL Definitions

(1) System Definitions. System numbers are based on the Air
Transport Association (ATA) Specification Number 100 and items
are numbered sequentially.
a. "Item" means the equipment, system, component, or function
listed in the Item Heading.
b. "Number Installed" (Column 2) is the number (quantity) of
items normally installed in the aircraft. This number represents
the aircraft configuration considered in developing this MMEL.
Should the number be a variable (e.g., passenger cabin items)
a number is not required.
c. "Number Required for Dispatch" (Column 3) is the minimum
number (quantity) of items required for operation provided the
conditions specified in Column 4 are met.
Note: Where the MMEL shows a variable number required for
dispatch, the MEL must reflect the actual number
required for dispatch or an alternate means of
configuration control approved by the Administrator.
d. "Remarks or Exceptions" (Column 4) in this column includes a
statement either prohibiting or permitting operation with a
specific number of items inoperative, provisos (conditions and
limitations) for such operation, and appropriate notes.
e. A vertical bar (change bar) in the margin indicates a change,
addition or deletion in the adjacent text for the current revision
of that page only. The change bar is dropped at the next
revision of that page.

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(2) "Airplane/Rotorcraft Flight Manual" (AFM/RFM) is the document

required for type certification and approved by the responsible
FAA Aircraft Certification Office. The FAA approved AFM/RFM
for the specific aircraft is listed on the applicable Type Certificate
Data Sheet.
(3) "As required by FAR" means that the listed item is subject to
certain provisions (restrictive or permissive) expressed in the
Federal Aviation Regulations operating rules. The number of
items required by the FAR must be operative. When the listed
item is not required by FAR it may be inoperative for time
specified by repair category.
(4) To the extent practical, placards should be located adjacent to
the control or indicator for the item affected; however, unless
otherwise specified, placard wording and location will be
determined by the operator.
Note: Each inoperative item must be placarded to inform and
remind the crewmembers and maintenance personnel of
the equipment condition.
(5) "-" symbol in Column 2 and/or Column 3 indicates a variable
number (quantity) of the item installed.
(6) "Deleted" in the remarks column after a sequence item indicates
that the item was previously listed but is now required to be
operative if installed in the aircraft.
(7) "ER" refers to extended range operations of a two-engine
airplane which has a type design approval for ER operations and
complies with the provisions of Advisory Circular 120-42A.
(8) "Federal Aviation Regulations" (FAR) means the applicable
portions of the Federal Aviation Act and Federal Aviation
Regulations.
(9) "Flight Day" means a 24 hour period (from midnight to midnight)
either Universal Coordinated Time (UCT) or local time, as
established by the operator, during which at least one flight is
initiated for the affected aircraft.
(10) "Icing Conditions" means an atmospheric environment that may
cause ice to form on the aircraft or in the engine(s).
(11) Alphabetical symbol in Column 4 indicates a proviso (condition or
limitation) that must be complied with for operation with the listed
item inoperative.
(12) "Inoperative" means a system and/or component malfunction to
the extent that it does not accomplish its intended purpose and/or
is not consistently functioning normally within its approved
operating limit(s) or tolerance(s).

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(13) "Notes:" in Column 4 provides additional information for

crewmember or maintenance consideration. Notes are used to
identify applicable material which is intended to assist with
compliance, but do not relieve the operator of the responsibility
for compliance with all applicable requirements. Notes are not a
part of the provisos.
(14) Inoperative components of an inoperative system: Inoperative
items which are components of a system which is inoperative are
usually considered components directly associated with and
having no other function than to support that system.
(Warning/caution systems associated with the inoperative system
must be operative unless relief is specifically authorized per the
MMEL).
(15) "(M)" symbol indicates a requirement for a specific maintenance
procedure which must be accomplished prior to operation with
the listed item inoperative. Normally these procedures are
accomplished by maintenance personnel; however, other
personnel may be qualified and authorized to perform certain
functions. Procedures requiring specialized knowledge or skill, or
requiring the use of tools or test equipment should be
accomplished by maintenance personnel. The satisfactory
accomplishment of all maintenance procedures, regardless of
who performs them, is the responsibility of the operator.
Appropriate procedures are required to be published as part of
the operator's manual or MEL.
(16) "(O)" symbol indicates a requirement for a specific operations
procedure which must be accomplished in planning for and/or
operating with the listed item inoperative. Normally these
procedures are accomplished by the flight crew; however, other
personnel may be qualified and authorized to perform certain
functions. The satisfactory accomplishment of all procedures,
regardless of who performs them, is the responsibility of the
operator. Appropriate procedures are required to be published
as a part of the operator's manual or MEL.
Note: The (M) and (O) symbols are required in the operator's MEL
unless otherwise authorized by the Administrator.
(17) "Deactivated" and "Secured" means that the specified component
must be put into an acceptable condition for safe flight. An
acceptable method of securing or deactivating will be established
by the operator.
(18) "Visual Flight Rules" (VFR.) is as defined in FAR Part 91. This
precludes a pilot from filing an Instrument Flight Rules (IFR) flight
plan.

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(19) "Visual Meteorological Conditions" (VMC) means the

atmospheric environment is such that would allow a flight to
proceed under the visual flight rules applicable to the flight. This
does not preclude operating under Instrument Flight Rules.
(20) "Visible Moisture" means an atmospheric environment containing
water in any form that can be seen in natural or artificial light; for
example, clouds, fog, rain, sleet, hail, or snow.
(21) "Passenger Convenience Items" means those items related to
passenger convenience, comfort or entertainment such as, but
not limited to, galley equipment, movie equipment, ash trays,
stereo equipment, overhead reading lamps, etc.
(22) Repair Intervals: All users of an MEL approved under FAR 121,
125, 129 and 135 must effect repairs of inoperative systems or
components, deferred in accordance with the MEL, at or prior to
the repair times established by the following letter designators:
• Category A.Items in this category shall be repaired within
the time interval specified in the remarks column of the
operator's approved MEL.
• Category B.Items in this category shall be repaired within
three (3) consecutive calendar days (72 hours), excluding
the day the malfunction was recorded in the aircraft
maintenance record/logbook. For example, if it were
recorded at 10 a.m. on January 26th, the three day interval
would begin at midnight the 26th and end at midnight the
29th.
• Category C.Items in this category shall be repaired within
ten (10) consecutive calendar days (240 hours), excluding
the day the malfunction was recorded in the aircraft
maintenance record/logbook. For example, if it were
recorded at 10 a.m. on January 26th, the 10 day interval
would begin at midnight the 26th and end at midnight
February 5th.
• Category D.Items in this category shall be repaired within
one hundred and twenty (120) consecutive calendar days
(2880 hours), excluding the day the malfunction was
recorded in the aircraft maintenance log and/or record.
• The letter designators are inserted adjacent to Column 2.

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(23) Electronic fault alerting system - Genral. New generation aircraft

display system fault indications to the flight crew by use of
computerized display systems. Each aircraft manufacturer has
incorporated individual design philosophies in determining the
data that would be represented. The following are customized
definitions (specific to each manufacturer) to help determine the
level of messages affecting the aircraft's dispatch status. When
preparing the MEL document, operators are to select the proper
Definition No. 23 for their aircraft, if appropriate.
a. BOEING (B-757/767, B-747-400, B-777) - Boeing airplanes
equipped with Engine Indicating and Crew Alerting Systems
(EICAS), provide different priority levels of system messages
(WARNING, CAUTION, ADVISORY, STATUS and
MAINTENANCE). Any messages that affects airplane
dispatch status will be displayed at a STATUS message level
or higher. The absence of an EICAS STATUS or higher level
(WARNING, CAUTION, ADVISORY) indicates that the
system/component is operating within its approved operating
limits or tolerances.
System conditions that result only in a maintenance level
message, i.e. no correlation with a higher level EICAS
message, do not affect dispatch and do not require action other
than as addressed within an operators standard maintenance
program.
• Definitions 23b and on, which are for other airplane
manufacturers are not listed.
(24) "Administrative control item" means an item listed by the operator
in the MEL for tracking and informational purposes. It may be
added to an operator's MEL by approval of the Principal
Operations Inspector provided no relief is granted, or provided
conditions and limitations are contained in an approved
document (i.e. Structural Repair Manual, airworthiness directive,
etc.). If relief other than that granted by an approved document is
sought for an administrative control item, a request must be
submitted to the Administrator. If the request results in review
and approval by the FOEB, the item becomes an MMEL item
rather than an administrative control item.

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(25) "***" symbol in Column 1 indicates an item which is not required

by regulation but which may have been installed on some models
of aircraft covered by this MMEL. This item may be included on
the operator's MEL after the approving office has determined that
the item has been installed on one or more of the operator's
aircraft. The symbol, however, shall not be carried forward into
the operator's MEL. It should be noted that neither this policy nor
the use of this symbol provide authority to install or remove an
item from an aircraft.
(26) "Excess Items" means those items that have been installed that
are redundant to the requirements of the FARs.
(27) "Day of Discovery" is the calendar day an equipment/instrument
malfunction was recorded in the aircraft maintenance log and or
record. This day is excluded from the calendar days or flight days
specified in the MMEL for the repair of an inoperative item of
equipment. This provision is applicable to all MMEL items, i.e.,
categories "A, B, C, and D."

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FAA MMEL Preamble

The following is applicable for authorized certificate holders operating
under Federal Aviation Regulations (FAR) Parts 121, 125, 129, 135: The
FAR require that all equipment installed on an aircraft in compliance with
the Airworthiness Standards and the Operating Rules must be operative.
However, the Rules also permit the publication of a Minimum Equipment
List (MEL) where compliance with certain equipment requirements is not
necessary in the interests of safety under all operating conditions.
Experience has shown that with the various levels of redundancy
designed into aircraft, operation of every system or installed component
may not be necessary when the remaining operative equipment can
provide an acceptable level of safety. A Master Minimum Equipment List
(MMEL) is developed by the FAA, with participation by the aviation
industry, to improve aircraft utilization and thereby provide more
convenient and economic air transportation for the public. The FAA
approved MMEL includes those items of equipment related to
airworthiness and operating regulations and other items of equipment
which the Administrator finds may be inoperative and yet maintain an
acceptable level of safety by appropriate conditions and limitations; it
does not contain obviously required items such as wings, flaps, and
rudders. The MMEL is the basis for development of individual operator
MELs which take into consideration the operator's particular aircraft
equipment configuration and operational conditions. Operator MELs, for
administrative control, may include items not contained in the MMEL;
however, relief for administrative control items must be approved by the
Administrator. An operator's MEL may differ in format from the MMEL,
but cannot be less restrictive than the MMEL. The individual operator's
MEL, when approved and authorized, permits operation of the aircraft
with inoperative equipment.
Equipment not required by the operation being conducted and equipment
in excess of FAR requirements are included in the MEL with appropriate
conditions and limitations. The MEL must not deviate from the Aircraft
Flight Manual Limitations, Emergency Procedures or with Airworthiness
Directives. It is important to remember that all equipment related to the
airworthiness and the operating regulations of the aircraft not listed on the
MMEL must be operative.
Suitable conditions and limitations in the form of placards, maintenance
procedures, crew operating procedures and other restrictions as
necessary are specified in the MEL to ensure that an acceptable level of
safety is maintained.

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The MEL is intended to permit operation with inoperative items of

equipment for a period of time until repairs can be accomplished. It is
important that repairs be accomplished at the earliest opportunity. In
order to maintain an acceptable level of safety and reliability the MMEL
establishes limitations on the duration of and conditions for operation with
inoperative equipment. The MEL provides for release of the aircraft for
flight with inoperative equipment. When an item of equipment is
discovered to be inoperative, it is reported by making an entry in the
Aircraft Maintenance Record/Logbook as prescribed by FAR. The item is
then either repaired or may be deferred per the MEL or other approved
means acceptable to the Administrator prior to further operation. MEL
conditions and limitations, do not relieve the operator from determining
that the aircraft is in condition for safe operation with items of equipment
inoperative.
When these requirements are met, an Airworthiness Release, Aircraft
Maintenance Record/Logbook entry, or other approved documentation is
issued as prescribed by FAR. Such documentation is required prior to
operation with any item of equipment inoperative.
Operators are responsible for exercising the necessary operational
control to ensure that an acceptable level of safety is maintained. When
operating with multiple inoperative items, the interrelationships between
those items and the effect on aircraft operation and crew workload will be
considered.
Operators are to establish a controlled and sound repair program
including the parts, personnel, facilities, procedures, and schedules to
ensure timely repair.
WHEN USING THE MEL, COMPLIANCE WITH THE STATED INTENT
OF THE PREAMBLE, DEFINITIONS, AND THE CONDITIONS AND
LIMITATIONS SPECIFIED IN THE MEL IS REQUIRED.

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Section 2 777 Dispatch Deviations Guide ATA 21
21-51-01 Air Conditioning Packs

21-51-01 Air Conditioning Packs

21-51-01-01 -200
Interval Installed Required Procedure
C 2 1 (M) (O)
One may be inoperative provided:
a. Remaining pack operates normally.
b. Opposite engine bleed system operates normally.
c. Both outflow valves operate normally.
d. Airplane remains at or below FL 350.
e. Flight remains within 60 minutes of landing at a suitable airport.
f. Appropriate performance adjustments are applied.
g. For FSI OHAR installed, the FSI OHAR is deactivated closed.
h. JAMCO flight deck security door part number XXX 9721-1 is not installed.
NOTE: These provisions are not intended to prohibit attendant rest
inspections by crew members.

NOTE: The Overhead Attendant Rest (OHAR) installation manufactured by

Flight Structures, Inc. (FSI) is not a Boeing system. Information
applicable to the FSI installation is not provided.
EICAS STATUS MESSAGES
PACK L
PACK R
PLACARD
Associated Air Conditioning Panel (P5) PACK switch - INOP
MAINTENANCE (M)
NOTE: For a pack to be operating normally, the following associated items must
be operative:

MMEL Item Associated Status Message

21-51-01 PACK L or R
21-51-02 PACK FCV L or R
21-52-01 PACK ACM L or R
21-52-02 ECON COOL VALVE L or R
21-52-03 CMPRSR SENSOR L or R
21-52-04 PACK OUT TEMP SNSR L or R
21-52-05 RAM AIR INLET DOOR L or R

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NOTE 5: For the APU-to-Pack takeoff feature installed, if left pack is inoperative
the APU-to-Pack Takeoff Supplementary Procedure is not allowed.
1. Reduce Takeoff Performance Limited Weights (PLW) by the appropriate
adjustments.
NOTE: The takeoff Performance Limited Weight (PLW) reductions may
be avoided by performing a Packs Off Takeoff or for a right pack
inoperative, performing an APU-to-Pack Takeoff (if installed)
Supplementary Procedure.

Model/Engine/PLW Takeoff Enroute Landing

Climb
-200/GE90-76B thru -92B/thru 632,500 lb 14,300 lb 7,700 lb 14,300 lb
-200/GE90-76B thru -92B/over 632,500 lb 20,700 lb 7,900 lb 20,700 lb
-200/GE90-76B thru -92B/thru 286,902 kg 6,486 kg 3,493 kg 6,486 kg
-200/GE90-76B thru -92B/over 286,902 kg 9,389 kg 3,583 kg 9,389 kg
-200/GE90-94B/thru 632,500 lb 14,300 lb 9,400 lb 14,300 lb
-200/GE90-94B/over 632,500 lb 22,400 lb 9,400 lb 22,400 lb
-200/GE90-94B/thru 286,902 kg 6,486 kg 4,264 kg 6,486 kg
-200/GE90-94B/over 286,902 kg 10,160 kg 4,264 kg 10,160 kg
-200/PW4074 thru PW4084/All 21,800 lb 8,600 lb 21,800 lb
-200/PW4074 thru PW4084/All 9,888 kg 3,901 kg 9,888 kg
-200/PW4090/thru 632,500 lb 21,500 lb 7,200 lb 21,500 lb
-200/PW4090/over 632,500 lb 26,500 lb 7,200 lb 26,500 lb
-200/PW4090/thru 286,902 kg 9,752 kg 3,266 kg 9,752 kg
-200/PW4090/over 286,902 kg 12,020 kg 3,266 kg 12,020 kg
-200/RR875 thru RR892/thru 632,500 lb 6,400 lb No penalty 6,400 lb
-200/RR875 thru RR892/over 632,500 lb 8,200 lb No penalty 8,200 lb
-200/RR875 thru RR892/thru 286,902 kg 2,903 kg No penalty 2,903 kg
-200/RR875 thru RR892/over 286,902 kg 3,720 kg No penalty 3,720 kg
-200/RR895/All 6,800 lb No penalty 6,800 lb
-200/RR895/All 3,084 kg No penalty 3,084 kg
NOTE: The enroute climb weight penalties are based on single engine
operating speeds that approximate maximum lift-to-drag ratio
speed. To account for the difference in level off altitude when
operating at other speeds, multiply the enroute climb weight
penalty listed above by the appropriate factor listed on page
3.00-01-00.1 in the ENROUTE DIVERSION SPEED EFFECTS
paragraph.
2. Flight must remain within 60 minutes of landing at a suitable airport.
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ATA 21 777 Dispatch Deviations Guide Section 2
NOTE 3: For FCAC installed, FCAC temperature control is degraded.
Temperature sensitive cargo should not be carried in the forward cargo
compartment.
NOTE 4: If the air cycle machine fails on the remaining pack, the pack will operate
continuously in standby cooling mode, regardless of altitude or outside
air temperature, to maintain cabin pressurization. A single pack in
standby cooling mode is capable of maintaining cabin pressurization at
cruise altitude.
NOTE 5: For the -300ER or with the APU-to-Pack takeoff feature installed, if left
pack is inoperative the APU-to-Pack Takeoff Supplementary Procedure
is not allowed.
1. Reduce Takeoff Performance Limited Weights (PLW) by the appropriate
adjustments.
NOTE: The takeoff Performance Limited Weight (PLW) reductions may
be avoided by performing a Packs Off Takeoff or for a right pack
inoperative, performing an APU-to-Pack Takeoff (if installed)
Supplementary Procedure.

Model/Engine/PLW Takeoff Enroute Landing

Climb
-300/PW4090/All 21,800 lb 7,200 lb 21,800 lb
-300/PW4090/All 9,888 kg 3,266 kg 9,888 kg
-300/PW4098/All 23,000 lb 7,800 lb 23,000 lb
-300/PW4098/All 10,433 kg 3,538 kg 10,433 kg
-300/RR892/All 7,000 lb No penalty 7,000 lb
-300/RR892/All 3,175 kg No penalty 3,175 kg
-300ER/GE90-115B/All 11,600 lb No penalty 11,600 lb
-300ER/GE90-115B/All 5,262 kg No penalty 5,262 kg
NOTE: The enroute climb weight penalties are based on single engine
operating speeds that approximate maximum lift-to-drag ratio
speed. To account for the difference in level off altitude when
operating at other speeds, multiply the enroute climb weight
penalty listed above by the appropriate factor listed on page
3.00-01-00.1in the ENROUTE DIVERSION SPEED EFFECTS
paragraph.
2. Flight must remain within 60 minutes of landing at a suitable airport.
3. The forward cargo compartment must remain empty, except for ballast,
empty cargo containers (ballast may be loaded in ULDs), fly away kits,
pallets, and cargo restraint components.
4. Operate the wing anti-ice manually.
A. Position WING ANTI-ICE selector OFF.

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Section 2 777 Dispatch Deviations Guide ATA 27

27-62-01 Automatic Speedbrake Function

Interval Installed Required Procedure
C 1 0 (M) (O)
May be inoperative deactivated provided:
a. Landing gear truck tilt pressure is verified to be normal before each flight.
b. Landing performance is based on manual speedbrakes.

EICAS STATUS MESSAGES

AUTO SPEEDBRAKE
PLACARD
Control Stand (P10) Speedbrake Lever ARMED position - AUTO INOP
MAINTENANCE (M)
Deactivate the automatic speedbrake and verify truck tilt pressure is normal
before each flight (AMM 27-00-00/901).
1. Open and collar left power supply assembly (PSA-L) AUTO SPDBRK (L,
R) circuit breaker.
NOTE: The PSA-L is located in the E1-6 rack in the Main Equipment
Center.
2. Open and collar right power supply assembly (PSA-R) AUTO SPDBRK (L,
R) circuit breaker.
NOTE: The PSA-R is located in the E5-1 rack aft of the forward cargo
door.
3. Ensure landing gear lever is in the DOWN position.
4. Pressurize the center hydraulic system.
5. After 2 minutes, verify pressure readings for the L TRUCK TILT and R
TRUCK TILT hydraulic lines are 2750 to 3050 psi on the LANDING GEAR
ACTN/INDN EICAS Maintenance Page.
OPERATIONS (O)
1. Speedbrake must be manually controlled for landing or rejected takeoff.
2. Base landing performance on manual speedbrakes.

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Section 2 777 Dispatch Deviations Guide ATA 28

28-22-01 Main Tank Fuel Pumps

Interval Installed Required Procedure
C 4 3 (M)
One may be inoperative deactivated provided:
a. Both main tank quantity indications operate normally.
b. Flight remains within 120 minutes of landing at a suitable airport.

EICAS STATUS MESSAGES

FUEL PUMP L FWD
FUEL PUMP R FWD
FUEL PUMP L AFT
FUEL PUMP R AFT
PLACARD
Associated Fuel Panel (P5) Fuel Pump switch - INOP OFF
MAINTENANCE (M)
Deactivate the inoperative fuel pump (AMM 28-00-00/901).
1. For left main tank forward pump inoperative:
A. Open and collar P110 panel L FWD FUEL BOOST PUMP circuit
breaker.
B. Open and collar P310 panel L FWD FUEL BOOST PUMP CTRL
circuit breaker.
C. Open and collar P320 panel L FWD FUEL BOOST PUMP GND
SVCE circuit breaker.
2. For left main tank aft pump inoperative:
A. Open and collar P110 panel L AFT FUEL BOOST PUMP circuit
breaker.
B. Open and collar P110 panel L AFT FUEL BOOST PUMP CTRL
circuit breaker.
3. For right main tank forward pump inoperative:
A. Open and collar P110 panel R FWD FUEL BOOST PUMP L AC
SECT 2 circuit breaker.
B. Open and collar P110 panel R FWD FUEL BOOST PUMP CTRL
circuit breaker.
C. Open and collar P210 panel R FWD FUEL BOOST PUMP R XFR
circuit breaker.
4. For right main tank aft pump inoperative:
A. Open and collar P210 panel R AFT FUEL BOOST PUMP circuit
breaker.

Copyright © The Boeing Company. See title page for details.

Jun 30, 2005 D630W003-TBC 2.28-22-01.1
Section 2 777 Dispatch Deviations Guide ATA 28

28-22-02 Center Tank Fuel Override/Jettison Pumps

28-22-02A
Interval Installed Required Procedure
C 2 1 (M) (O)
One may be inoperative deactivated provided:
a. With center tank fueled, fuel quantity remaining in main wing tanks is
adequate to reach a suitable airport if remaining center pump fails at any
time.
b. Maximum zero fuel weight limit is reduced by the weight of center tank fuel.
c. The effect on airplane weight and balance, in the event fuel cannot be used,
is accounted for.
d. Center tank quantity indication operates normally.

EICAS STATUS MESSAGES

FUEL PUMP CENTER L
FUEL PUMP CENTER R
PLACARD
Associated Fuel Panel (P5) Fuel Pump switch - INOP OFF
MAINTENANCE (M)
Deactivate the inoperative pump (AMM 28-00-00/901).
1. For left center tank pump inoperative, open and collar P110 panel CTR L
OVRD FUEL PUMP CTRL circuit breaker.
2. For right center pump inoperative, open and collar P210 panel CTR R
OVRD FUEL PUMP CTRL circuit breaker.
OPERATIONS (O)
With center tank fueled:
1. Verify that weight and balance limits have been satisfied.
2. Configure fuel system with all operable fuel tank pumps ON and one
(forward or aft) fuel crossfeed switch on (valve open).
3. For -200, FUEL IN CENTER alerting message will be displayed until center
tank quantity is less than 400 lb (200 kg).
NOTE: Remaining fuel will be transferred to the main tanks by the center
tank fuel scavenge system.
4. For -200ER and -300, when FUEL LOW CENTER alerting message is
displayed:
A. Position operating center tank fuel pump switch off.
B. Position crossfeed switch(es) off.

Copyright © The Boeing Company. See title page for details.

Jun 30, 2005 D630W003-TBC 2.28-22-02.1
ATA 29 777 Dispatch Deviations Guide Section 2

29-11-03 Center System Demand Air Driven Pumps (ADP)

29-11-03A
Interval Installed Required Procedure
C 2 1 (M) (O)
One may be inoperative selected OFF provided:
a. Both center system ACMPs operate normally.
b. Remaining ADP heater operates normally.
c. Remaining ADP AUTO function operates normally.
d. Associated pump is verified not running when selected OFF.
e. APU is used as ADP air source during takeoff.
f. Appropriate performance adjustments are applied.

EICAS STATUS MESSAGES

HYD PUMP DEM C1
HYD PUMP DEM C2
PLACARD
Associated Hydraulic Panel (P5) DEMAND AIR C1 or C2 selector - PUMP INOP
OFF
MAINTENANCE (M)
Verify the inoperative center system demand ADP is not running when selected
OFF and the remaining center system ADP heater operates normally (AMM
29-00-00/901).
1. Verify the inoperative center system demand ADP is not running when
selected OFF. If required, disconnect the ADP so it does not run.
A. Depressurize the center hydraulic system (AMM 29-11-00/201).
NOTE: It is not necessary to depressurize the reservoir.
B. Pressurize the pneumatic system (AMM 36-00-00/201).
C. On the Hydraulic Maintenance page, confirm the associated Demand
Pump PRESS is less than 100 and RUN is NO.
D. For the ADP running when selected OFF, disconnect the Logic
Speed Control Unit (LSCU).
1) For C1 ADP inoperative:
a. Open the P310 panel C HYD AIR PUMP 1 circuit breaker.
b. Gain access to the right systems card file (P84) in the
main equipment center and position the power switch for
the HYDIM CR to OFF.
c. Gain access to the C1 ADP by opening access door
197JL.
Copyright © The Boeing Company. See title page for details.
2.29-11-03.1 D630W003-TBC Jun 30, 2005
ATA 29 777 Dispatch Deviations Guide Section 2
OPERATIONS (O)
1. Reduce the Performance Limited Weights (PLW) by the appropriate
adjustments.

Model/Engine/PLW Takeoff Climb Takeoff Runway/Obstacle

-200/GE /All 1,400 lb 9,600 lb
-200/GE /All 636 kg 4,360 kg
-200/PW/All 1,400 lb 9,600 lb
-200/PW/All 636 kg 4,360 kg
-200/RR/All 1,400 lb 9,600 lb
-200/RR/All 636 kg 4,360 kg
-300/PW4090/All 400 lb 3,700 lb
-300/PW4090/All 181 kg 1,678 kg
-300/PW4098/All 400 lb 4,000 lb
-300/PW4098/All 181 kg 1,814 kg
-300/RR/All 400 lb 3,700 lb
-300/RR/All 181 kg 1,678 kg
-300ER/GE90-115B/All 1,700 lb 9,600 lb
-300ER/GE90-115B/All 771 kg 4,360 kg
2. Position the inoperative center system demand pump selector OFF for the
entire flight.
3. Position remaining operative DEMAND Pump selector ON prior to takeoff
and leave ON for the entire flight.
4. For takeoff, configure the pneumatic system with the APU supplying air for
the remaining operative center system demand pump.
A. Position APU Bleed air switch AUTO.
B. Start the APU if it is not operating.
C. Position Bleed Isolation L ISLN and R ISLN switches CLOSED.
NOTE: The BLEED ISLN CLOSED L and BLEED ISLN CLOSED R
advisory messages will be displayed.
D. After takeoff is completed, position Bleed Isolation L ISLN and R ISLN
switches AUTO and configure the APU as required.

Copyright © The Boeing Company. See title page for details.

2.29-11-03.5 D630W003-TBC Jun 30, 2005
Section 2 777 Dispatch Deviations Guide ATA 30
30.2 Ice & Rain Protection-MMEL
30-21-01 Engine Anti-Ice Systems
Interval Installed Required Procedure
C 2 1 (M)
One may be inoperative provided:
a. Valve is locked closed.
b. Associated engine anti-ice control switch remains OFF.
c. Airplane is not operated in known or forecast icing conditions.
d. Flight remains within 120 minutes of landing at a suitable airport.

EICAS STATUS MESSAGES

EAI VALVE L
EAI VALVE R
EAI CARD L
EAI CARD R
EAI PRESS SENSOR L
EAI PRESS SENSOR R
PLACARD
Associated ANTI-ICE Panel (P5) Engine Anti-Ice selector - LEAVE OFF
MAINTENANCE (M)
Lock associated EAI valve in the closed position (AMM 30-00-00/901).
1. Deactivate the associated EAI valve controller:
A. For the right EAI valve, open P210 panel EAI CTRL R circuit breaker.
B. For the left EAI valve, open P310 panel EAI CTRL L circuit breaker.
2. For GE, deactivate the leading edge slats in the retracted position (AMM
27-81-00/201).
3. Deactivate the associated thrust reverser for ground maintenance (AMM
78-31-00/201).
4. Lock the EAI valve in the closed position.
A. Remove the locking screw from the normal position.
B. Set the crank to the locked (closed) position.
C. Install the locking screw through the crank into the locked position.
D. Position associated ANTI-ICE Panel (P5) Engine Anti-Ice selector
OFF.
5. Activate the thrust reverser (AMM 78-31-00/201).
6. For GE, activate the leading edge slats (AMM 27-81-00/201).
7. Activate the associated EAI valve controller by closing the associated
circuit breaker.

Copyright © The Boeing Company. See title page for details.

Jun 30, 2005 D630W003-TBC 2.30-21-01.1
ATA 30 777 Dispatch Deviations Guide Section 2
30-21-01 Engine Anti-Ice Systems
30-21-01-01 PW and RR
30-21-01-01A
Interval Installed Required Procedure
C 2 1 (M) (O)
For operations at ambient temperature 100 degrees F (38 degrees C) or below,
one may be inoperative provided:
a. Valve is deactivated open.
b. Appropriate performance adjustments are applied.

EICAS STATUS MESSAGES

EAI VALVE L
EAI VALVE R
EAI CARD L
EAI CARD R
EAI PRESS SENSOR L
EAI PRESS SENSOR R
PLACARD
As appropriate
MAINTENANCE (M)
Deactivate associated EAI valve in the open position (AMM 30-00-00/901).
NOTE: For PW, dispatch is not allowed for EAI LOOPS FANCASE L or R status
messages displayed.
1. Deactivate the associated EAI valve controller:
A. For the right EAI valve, open P210 panel EAI CTRL R circuit breaker.
B. For the left EAI valve, open P310 panel EAI CTRL L circuit breaker.
2. Deactivate the associated thrust reverser for ground maintenance (AMM
78-31-00/201).
3. Deactivate the EAI valve in the open position.
A. Disconnect, cap and stow the torque motor electrical connector
DM30211A from the EAI valve controller, M30211, on the associated
engine.
B. Install a protective cover over the electrical connector on the valve
controller.

Copyright © The Boeing Company. See title page for details.

2.30-21-01.2 D630W003-TBC Jun 30, 2005
Section 2 777 Dispatch Deviations Guide ATA 30
C. For PW, visually inspect the area near the Cowl Thermal Anti-Ice duct
for signs of leaks and the fan cowl in general for flammable fluid
leaks. Dispatch is not allowed if any of the duct clamps or supports
are not secure or any air leaks from the EAI duct are present, or if
significant flammable fluid leakage is present.
4. Activate the thrust reverser (AMM 78-31-00/201).
5. Activate the associated EAI valve controller by closing the associated
circuit breaker.
6. For EAI VALVE L or R status message displayed, verify the EAI valve is
open when the associated engine is running.
A. Position associated ANTI-ICE Panel (P5) Engine Anti-Ice selector
OFF.
B. Start the associated engine (71-00-00/201).
C. Ensure that the EAI indication (green EAI) is displayed above the N1
indication on the EICAS display for the associated engine (indicates
the EAI valve is open).
NOTE: If the EAI indication is not displayed, the valve may be stuck
closed and a thrust setting slightly above minimum idle may
open the valve.
D. Shutdown the associated engine (71-00-00/201).
OPERATIONS (O)
1. Reduce Performance Limited Weights (PLW) by the appropriate
adjustments.

Model/Engine/PLW Takeoff & Enroute

Landing Climb
-200/PW4074 thru PW4084/All 19,600 lb 19,400 lb
-200/PW4074 thru PW4084/All 8,891 kg 8,800 kg
-200/PW4090/thru 632,500 lb 12,200 lb 13,800 lb
-200/PW4090/thru 286,902 kg 5,534 kg 6,260 kg
-200/PW4090/over 632,500 lb 17,300lb 13,800 lb
-200/PW4090/over 286,902 kg 7,847 kg 6,260 kg
-200/RR875 thru RR892/thru 632,500 lb 21,100 lb 21,600 lb
-200/RR875 thru RR892/thru 286,902 kg 9,526 kg 9,798 kg
-200/RR875 thru RR892/over 632,500 lb 26,500 lb 21,600 lb
-200/RR875 thru RR892/over 286,902 kg 12,020 kg 9,798 kg
-200/RR895/All 21,700 lb 23,000 lb
-200/RR895/All 9,843 kg 10,433 kg
-300/PW4090/All 12,400 lb 13,000 lb
-300/PW4090/All 5,625 kg 5,897 kg
Copyright © The Boeing Company. See title page for details.
Jun 30, 2005 D630W003-TBC 2.30-21-01.3
ATA 30 777 Dispatch Deviations Guide Section 2
Model/Engine/PLW Takeoff & Enroute
Landing Climb
-300/PW4098/All 8,900 lb 14,600 lb
-300/PW4098/All 4,037 kg 6,623 kg
-300/RR892/All 22,000 lb 23,500 lb
-300/RR892/All 9,979 kg 10,659 kg
NOTE: The enroute climb weight penalties listed above are based on
single engine operating speeds that approximate maximum
lift-to-drag ratio speed. To account for the difference in level off
altitude when operating at other speeds, multiply the enroute
climb weight penalty listed above by the appropriate factor listed
on page 3.00-01-00.0 in the ENROUTE DIVERSION SPEED
EFFECTS paragraph.
2. Increase flight planning fuel by the appropriate adjustment.

Inoperative Component
Model/Engine EAI Valve or EAI Pressure Sensor EAI Card
All/PW 1.0% 1.3%
All/RR 0.5% 0.8%
3. For ETOPS flight planning:
A. For PW, increase the ETOPS engine inoperative Critical Fuel
Reserves by 1.6%.
B. For RR, increase the ETOPS engine inoperative Critical Fuel
Reserves by 0.9%.
4. For EAI VALVE L or R status message displayed, verify the EAI valve is
open when the associated engine is running before each departure.
A. Position associated ANTI-ICE Panel (P5) Engine Anti-Ice selector
OFF.
B. After the associated engine has been started, ensure the associated
EAI indication (green EAI) is displayed above the N1 indication.
NOTE 1: If the EAI indication is not displayed, the valve may be stuck
closed and a thrust setting slightly above minimum idle may
open the valve.
NOTE 2: On the Air synoptic, the EAI valve will indicate failed open
because the EAI selector is OFF and the green flow bar will
be displayed.
5. Position ENGINE ANTI-ICE selector(s) as follows:
A. For EAI Valve or EAI Pressure Sensor inoperative, position
associated EAI selector ON.

Copyright © The Boeing Company. See title page for details.

2.30-21-01.4 D630W003-TBC Jun 30, 2005
Section 2 777 Dispatch Deviations Guide ATA 32

32-30-01 Landing Gear Actuation System

Interval Installed Required Procedure
B 1 0 (M) (O)
May be inoperative provided:
a. Inoperative components are properly secured by an accepted procedure.
b. Landing gear is secured in the down position.
c. Airplane is dispatched in accordance with the appropriate AFM Gear
Extended Appendix.

EICAS STATUS MESSAGES

None
PLACARD
Landing Gear Panel (P2-2) Landing Gear Lever - GEAR LOCKED DOWN
MAINTENANCE (M)
Secure the landing gear in the down position (AMM 32-00-00/901).
1. Install landing gear downlock pins, including installation procedure steps
for airplane flight with landing gear locked in the extended position (AMM
32-00-30/201).
2. Place Alternate Gear Down Dispatch switch (Main Equipment Center
above the lower access door) to VMO position.
NOTE: The Warning Electronics System (WES) will set VMO/MMO to
270 KIAS/.73 Mach and VMO GEAR DOWN memo message will
be displayed.
3. Deactivate the lever lock solenoid for the landing gear control lever by
opening and collaring the P210 panel LG LEVER LOCK circuit breaker.
OPERATIONS (O)
1. Observe AFM Landing Gear Extended certificate limitations and
operational limits.
NOTE: Dispatch requires authorization by the AFM Landing Gear
Extended Appendix.
2. Base flight plan on landing gear extended.
3. The Warning Electronics System (WES) will set VMO/MMO to 270
KIAS/.73 Mach and VMO GEAR DOWN memo message will be displayed.

Copyright © The Boeing Company. See title page for details.

Jun 30, 2005 D630W003-TBC 2.32-30-01.1
777-200ER/TRENT892 NON-STANDARD CONFIGURATION
FAA Table of Contents
Category A Brakes Flight Planning and Performance Manual

NON-STANDARD CONFIGURATION Chapter 4

Table of Contents

Text
4.0 . . . . . . . CONFIGURATION-Table
NON-STANDARD . . . . . . . . . . . . . .of. Contents
..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1.1
Gear Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1.1
Alternate Mode EEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1.2

Gear Down, Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.1

Takeoff Climb Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.1
Landing Climb Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.2
Obstacle Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.3
Net Level Off Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.6
Driftdown Profiles Net Flight Path . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.7
Long Range Cruise Trip Fuel and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.9
Long Range Cruise Short Trip Fuel and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.10

Gear Down, All Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.1

Long Range Cruise Altitude Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.1
220 KIAS Max Climb EPR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.1
Long Range Cruise Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.2
Long Range Cruise Enroute Fuel and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.12
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.13
Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.13

Gear Down, Engine Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.1

Driftdown/LRC Cruise Range Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.1
Long Range Cruise Altitude Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.2
Long Range Cruise Diversion Fuel and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.3
Long Range Cruise Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.4
Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.6

Alternate Mode EEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.1

Limit Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.1
Takeoff Speed Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.1
Max Takeoff %N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.1
Max Climb %N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.2
Max Cruise %N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.2
Go-Around %N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.3
Initial Max Continuous %N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.4
Max Continuous %N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.5

Copyright © The Boeing Company. See title page for details.

June 14, 2004 D632W005-WY026 4.TOC.0.1

ATA 32 777 Dispatch Deviations Guide Section 2

32-30-02 Semi-Lever Gear (SLG) System (-300ER)

Interval Installed Required Procedure
C 1 0 (M) (O)
May be inoperative provided:
a. SLG system is deactivated.
b. Appropriate performance adjustments are applied.

EICAS STATUS MESSAGES

SEMI LEVER GEAR
SEMI LEVER GEAR SYS
SEMI LEVER GEAR LOCK
PLACARD
As appropriate
MAINTENANCE (M)
Deactivate the semi-lever gear system (AMM 32-00-00/901).
1. For the SEMI LEVER GEAR or SEMI LEVER GEAR SYS status message
displayed, open and collar the P110 panel L SLG circuit breaker and the
P210 panel R SLG circuit breaker.
2. For the SEMI LEVER GEAR LOCK status message displayed:
A. Open and collar the P110 panel L SLG circuit breaker and the P210
panel R SLG circuit breaker.
NOTE: The SEMI LEVER GEAR SYS status message will be
displayed during dispatch with the L and R SLG circuit
breakers open.
B. Clear the airplane sufficiently to accommodate possible downward
vertical motion. For a lightly loaded airplane, vertical downward
motion may be as much as 2 inches at either main gear and at the
tail, and as much as 6 inches at the wing tips. No vertical downward
motion is expected for an airplane heavier than 500,000 lbs.
C. Pressurize the center hydraulic system (AMM 29-11-00/201).
D. On Landing Gear Actuation/Indication Maintenance page, confirm
both Main Gear Truck Tilt indications are FAR.
E. Remove power from the center hydraulic system (AMM
29-11-00/201).
OPERATIONS (O)
Dispatch with appropriate performance adjustments applied. Performance is
available using the Boeing Takeoff Module (BTM).
NOTE: The SEMI LEVER GEAR SYS status message will remain displayed with
the L and R SLG circuit breakers open.
Copyright © The Boeing Company. See title page for details.
2.32-30-02.1 D630W003-TBC Jun 30, 2005
ATA 32 777 Dispatch Deviations Guide Section 2

32-42-01 Normal Antiskid Valves

Interval Installed Required Procedure
C 12 10 (M) (O)
One valve per each six wheel truck may be inoperative provided:
a. Associated brake(s) is deactivated.
b. AFM performance decrements for brake(s) deactivated are applied.

EICAS STATUS MESSAGES

ANTISKID NORM VLV L
ANTISKID NORM VLV R
PLACARD
As appropriate
MAINTENANCE (M)
Deactivate the brake associated with inoperative antiskid valve using DDG item
32-45-01 (M) procedures.
OPERATIONS (O)
1. For dispatch with brake deactivation assembly installed:
A. Dispatch with takeoff and landing performance based on one or two
brakes deactivated.
2. For dispatch with brake line capped or brake removed:
A. After takeoff, leave the landing gear extended for a minimum of two
minutes to allow the wheels to spin down prior to gear retraction.
B. Base takeoff performance on landing gear extended. Takeoff
performance for the landing gear extended is available using
AFM-DPI or Boeing Takeoff Module (BTM).
C. Dispatch with takeoff and landing performance based on one or two
brakes deactivated.

Copyright © The Boeing Company. See title page for details.

2.32-42-01.1 D630W003-TBC Jun 30, 2005
ATA 32 777 Dispatch Deviations Guide Section 2

32-44-02 Gear Retraction Braking System

Interval Installed Required Procedure
C 1 0 (O)
May be inoperative provided:
a. After takeoff, gear remains down for two minutes before retraction.
b. Takeoff performance is based on landing gear extended.

EICAS STATUS MESSAGES

None
PLACARD
As appropriate
OPERATIONS (O)
1. After takeoff, leave the landing gear extended for a minimum of two
minutes to allow the wheels to spin down prior to gear retraction.
2. Base takeoff performance on landing gear extended. Takeoff performance
for the landing gear extended is available using AFM-DPI or Boeing
Takeoff Module (BTM).

Copyright © The Boeing Company. See title page for details.

2.32-44-02.1 D630W003-TBC Jun 30, 2005
Section 2 777 Dispatch Deviations Guide ATA 32

32-45-01 Wheel Brakes

32-45-01A
Interval Installed Required Procedure
C 12 10 (M) (O)
One per each six wheel truck may be inoperative provided:
a. Associated brake(s) is deactivated with a deactivation assembly.
b. AFM performance decrements for brakes deactivated are applied.

EICAS STATUS MESSAGES

None
PLACARD
As appropriate
MAINTENANCE (M)
Deactivate associated brake using the Deactivation Assembly (AMM
32-00-00/901).
1. Supply electrical power (AMM 24-22-00/201).
2. Install landing gear downlock pins (AMM 32-00-30/201).
3. Remove power on the right and center hydraulic systems (AMM
29-11-00/201).
4. Install chocks around the tires.
5. Release the parking brake.
6. Fully push the brake pedals 12 times to remove the pressure from the
brake accumulator.
7. Use the MAT to disable the ANTISKID advisory message for the
associated brake.
NOTE: The ANTISKID advisory message may reappear if airplane power
is cycled or if power to AIMS is cycled. If this happens, repeat the
deactivation procedure on the MAT.
8. Remove the brake deactivation assembly from its location on the Antiskid
Shuttle Valve Module. The assembly is referred to as the Flight Dispatch
Disconnect (specification number S294W121-51) vendor part number
80389.
9. Remove the cover from the applicable shuttle valve and install the
deactivation assembly in place of the valve cover.
10. Pressurize the right hydraulic system (AMM 29-11-00/201).
11. Fully press the brake pedals. Make sure the applicable brake does not
operate by observing brake piston movement.
12. Remove power from the right hydraulic system (AMM 29-11-00/201).

Copyright © The Boeing Company. See title page for details.

Jun 30, 2005 D630W003-TBC 2.32-45-01.1
ATA 32 777 Dispatch Deviations Guide Section 2
13. Remove landing gear downlock pins when maintenance and servicing
actions are complete (AMM 32-00-30/201).
OPERATIONS (O)
Dispatch with takeoff and landing performance based on one or two brakes
deactivated.

32-45-01 Wheel Brakes

32-45-01B
Interval Installed Required Procedure
C 12 10 (M) (O)
One per each six wheel truck may be inoperative provided:
a. Associated brake(s) is deactivated by capping the brake line.
b. After takeoff, gear remains down for two minutes before retraction.
c. AFM performance decrements for brakes deactivated are applied.
d. Takeoff performance is based on landing gear extended.

EICAS STATUS MESSAGES

None
PLACARD
As appropriate
MAINTENANCE (M)
Deactivate inoperative brake by capping the associated brake line (AMM
32-00-00/901).
1. Supply electrical power (AMM 24-22-00/201).
2. Install landing gear downlock pins (AMM 32-00-30/201).
3. Remove power on the right and center hydraulic systems (AMM
29-11-00/201).
4. Install chocks around the tires.
5. Release the parking brake.
6. Fully push the brake pedals 12 times to remove the pressure from the
brake accumulator.
7. Use the MAT to disable the ANTISKID advisory message for the
associated brake.
NOTE: The ANTISKID advisory message may reappear if airplane power
is cycled or if power to AIMS is cycled. If this happens, repeat the
deactivation procedure on the MAT.
8. Uncouple the Brake Disconnect - Brake Hose Half and attach the hose to
the landing gear truck using P/N BACS38K3D.

Copyright © The Boeing Company. See title page for details.

2.32-45-01.2 D630W003-TBC Jun 30, 2005
TAKEOFF AND LANDING 777-300ER/GE90-115B
Text JAA/JAROPS
Category B Brakes
Flight Planning and Performance Manual

Minimum Control Speeds takeoff weight and V1 speed must be reduced to account
Regulations prohibit scheduling takeoff with a V1 less for the reduced deceleration capability. A simplified
than minimum V1 for control on the ground, V1(MCG), method which conservatively accounts for this is to
and VR less than minimum VR, (1.05) VMCA. It is reduce the normal wet runway/obstacle limited weight
therefore necessary to compare the adjusted V1 and VR by 4300 kg and the V1 associated with the reduced
to V1(MCG) and Min VR respectively. To find weight by three knots.
V1(MCG) and Min VR, enter the V1(MCG) and Min If the resulting V1 is less than minimum V1, takeoff is
VR table with airport pressure altitude and actual OAT. permitted with V1 set equal to V1(MCG) provided the
If the adjusted V1 is less than V1(MCG), set V1 equal accelerate stop distance available corrected for wind
to V1(MCG). If the adjusted VR is less than Min VR, and slope exceeds approximately 2000m.
set VR equal to Min VR and determine a new V2 by
Takeoff %N1
adding the difference between the normal VR and Min
VR to the normal V2. No weight adjustment is required To find Max Takeoff %N1 based on normal engine
provided that the field length available exceeds the bleed for air conditioning (2 bleeds/2 packs) enter Max
minimum field length required shown on the Field Takeoff %N1 Table with airport pressure altitude and
Length Limit charts. airport OAT and read %N1. For packs off or wing anti-
ice operation, apply the %N1 correction shown below
Brakes Deactivated the table. No takeoff %N1 correction is required for
When operating with brakes deactivated, the field and engine anti-ice.
brake energy limit weights and the V1 and VMBE must
Stab Trim Setting
be reduced to allow for reduced braking capability. A
simplified method which conservatively accounts for To find takeoff stabilizer trim setting, enter Stab Trim
the reduced braking capability of one brake deactivated Setting table with anticipated brake release weight and
is to reduce the normal runway limited weight by 2800 center of gravity (C.G. % MAC) and read required
kg for a dry runway or 4900 kg for a wet runway and the stabilizer trim units.
V1 associated with the reduced weight by two knots.
Landing
With two brakes deactivated, reduce the normal runway
limited weight by 6100 kg for a dry runway or 8100 kg Charts are provided for determining the maximum
for a wet runway and the V1 associated with the reduced landing weight as limited by field length or climb
weight by four knots for a dry runway or three knots for requirements for flap positions 25 and 30. Maximum
a wet runway. If the resulting V1 is less than minimum performance landing weight is the smaller of the field
V1, takeoff is permitted with V1 set equal to V1(MCG) length limit weight and climb limit weight; do not
provided the dry accelerate stop distance corrected for exceed maximum structural landing weight.
wind and slope exceeds approximately 1500m for one Landing Field Length Limit
brake deactivated or 1600m for two brakes deactivated.
For wet runways, the corrected accelerate stop distance To determine the field length limit landing weight, enter
should exceed approximately 1900m for one brake the field limit chart with field length available, correct
deactivated or 2000m for two brakes deactivated. for runway condition and wind. Proceed vertically to
the airport pressure altitude and read the field length
For brake(s) deactivated, reduce VMBE by the amount limit weight at the right. Adjust the field length limit
shown on the Brake Energy Limit VMBE Chart. If the weight according to the notes below the chart to account
resulting VMBE is less than V1 the brake release weight for the appropriate brake configuration.
must be reduced according to the instructions on the
brake energy limit chart. The resulting V1 must not be Landing Climb Limit Weight
less than minimum V1(MCG). Determine VR and V2 To determine climb limit weight, enter the climb limit
for the actual weight. chart with airport OAT, move vertically to airport
Detailed analysis for the specific case from the Airplane pressure altitude and read the climb limit weight to the
Flight Manual may yield a less restrictive penalty. left. Adjust the climb limit weight according to the
notes below the chart to account for the appropriate
One Thrust Reverser Inoperative engine bleed configuration. When operating in icing
Wet runway takeoff performance presented for all conditions during any part of the flight with forecast
brakes operating is based on the use of one thrust landing temperature below 10°C, make the appropriate
reverser during deceleration. When operating with a ice correction as shown on the chart.
thrust reverser inoperative, the runway/obstacle limited

Copyright © The Boeing Company. See title page for details.

1.1.4 D632W005-WY051 December 13, 2004

ATA 32 777 Dispatch Deviations Guide Section 2

32-45-04 Nose Gear Spin Brake

Interval Installed Required Procedure
C 2 0 (M) (O)
May be inoperative provided:
a. All cleats are verified not missing on both spin brakes before each departure.
b. After takeoff, gear remains down for two minutes before retraction.
c. Takeoff performance is based on landing gear extended.

EICAS STATUS MESSAGES

None
PLACARD
As appropriate
MAINTENANCE (M)
NOTE: This item provides dispatch relief for nose gear spin brake cleats that are
chipped, worn or otherwise damaged. In the event the flight crew reports
a spin brake problem, based on noise or vibration immediately after gear
retraction, and subsequent inspection reveals the cleats are still in place,
dispatch using this MMEL item is allowed.
Visually verify that none of the cleats are missing on both nose gear spin brakes
before each departure.
OPERATIONS (O)
1. After takeoff, leave the landing gear extended for a minimum of two
minutes to allow the wheels to spin down prior to gear retraction.
2. Base takeoff performance on landing gear extended. Takeoff performance
for the landing gear extended is available using AFM-DPI or Boeing
Takeoff Module (BTM).

Copyright © The Boeing Company. See title page for details.

2.32-45-04.1 D630W003-TBC Jun 30, 2005
Section 2 777 Dispatch Deviations Guide ATA 32

32-46-01 Brake Temperature Monitor System (BTMS)

Interval Installed Required Procedure
C 1 0 (O)
May be inoperative provided AFM Maximum Quick Turnaround Weight limitations
are observed.
NOTE: Brake cooling fans (if installed) will be inoperative when all brake
temperature indications are inoperative.

EICAS STATUS MESSAGES

BRAKE TEMP SYS
PLACARD
As appropriate
OPERATIONS (O)
Observe AFM Maximum Quick Turnaround Weight limitation.

Copyright © The Boeing Company. See title page for details.

Jun 30, 2005 D630W003-TBC 2.32-46-01.1
ATA 32 777 Dispatch Deviations Guide Section 2

32-72-01 Tail Skid (-300)

Interval Installed Required Procedure
C 1 0 (M) (O)
May be inoperative provided:
a. Tail skid is secured in the extended position.
b. Water supplies associated with aft drain mast are secured off.
c. Appropriate performance adjustments are applied.

EICAS STATUS MESSAGES

TAIL SKID
PLACARD
As appropriate
MAINTENANCE (M)
NOTE: Dispatch is allowed if the tail skid is fully extended or can be fully
extended manually and there is no evidence of hydraulic leakage from
the tail skid actuation system.
Secure tail skid in the fully extended position and secure water supplies
associated with the aft drain mast off (AMM 32-00-00/901).
1. Open stabilizer compartment service access door 311BL.
2. If the tail skid is not fully extended, clear tail skid area and fully extend the
tail skid.
A. Manually unlock tail skid lock links and move mechanism over center.
NOTE: The extension speed of the tail skid may be increased by
cracking open the bleed valve, if desired.
B. When tail skid is fully extended, close the bleed valve.
3. Install tail skid downlock pin (AMM 32-00-30).
4. Check tail skid actuator and hydraulic lines for leaks.
5. Close stabilizer compartment service access door 311BL.
6. Close water supply valves to the galley sinks, lavatory sinks and drinking
fountains that drain through the aft drain mast.
NOTE: Due to the considerable variability in interior configurations, each
operator must determine specific water supply valve shutoff
requirements for their fleet.

Copyright © The Boeing Company. See title page for details.

2.32-72-01.1 D630W003-TBC Jun 30, 2005
Section 2 777 Dispatch Deviations Guide ATA 32
OPERATIONS (O)
1. Reduce Performance Limited Weights (PLW) by the appropriate
adjustments.

Model/Engine/PLW Takeoff & Enroute

Landing Climb
-300/All/All 1,500 lb 3,500 lb
-300/All/All 680 kg 1,588 kg
A. The enroute climb weight penalties listed above are based on single
engine operating speeds that approximate maximum lift-to-drag ratio
speed. To account for the difference in level off altitude when
operating at other speeds, multiply the enroute climb weight penalty
listed above by the appropriate factor listed on page 3.00-01-00.0 in
the ENROUTE DIVERSION SPEED EFFECTS paragraph.
2. Increase flight planning fuel by 1.0%.

Copyright © The Boeing Company. See title page for details.

Jun 30, 2005 D630W003-TBC 2.32-72-01.2
Section 2 777 Dispatch Deviations Guide ATA 36
36.2 Pneumatics-MMEL
36-11-01 Pressure Regulating and Shutoff Systems (PRSOV,
PRSOVC)
36-11-01-01 -200
Interval Installed Required Procedure
C 2 1 (M) (O)
One valve (PRSOV) and/or the associated controller (PRSOVC) may be
inoperative provided:
a. Associated PRSOV is locked closed.
b. Opposite engine bleed system operates normally.
c. Associated engine bleed air switch remains OFF.
d. Left and right bleed isolation systems operate normally.
e. Center bleed isolation system operates normally.
f. Both outflow valves operate normally.
g. Airplane remains at or below FL 350.
h. APU is used as air source for center system hydraulic demand pumps for
takeoff and landing.
i. Appropriate performance adjustments are applied.

EICAS STATUS MESSAGES

BLEED PRSOV L
BLEED PRSOV R
PLACARD
Associated Bleed Air Panel (P5) ENG Bleed switch - INOP OFF
MAINTENANCE (M)
NOTE: For an engine bleed system to be operating normally, certain items
associated with that system must be operative. See DDG item 36-00-01
for a listing of those items.
Lock the inoperative Pressure Regulating and Shutoff Valve (PRSOV) in the
closed position (AMM 36-00-00/901).
1. For GE, deactivate the leading edge slats in the retracted position (AMM
27-81-00/201).
2. Deactivate the associated thrust reverser for ground maintenance (AMM
78-31-00/201).
3. Position associated BLEED AIR Panel (P5) ENG Bleed switch OFF.
4. Gain access to the PRSOV by opening the appropriate fan cowl panel
(AMM 71-11-04/201) and thrust reverser sleeve (AMM 78-31-00/201).
5. Lock the PRSOV in the closed position by following the MANUAL
LOCKING CLOSED instructions placard on the valve.
Copyright © The Boeing Company. See title page for details.
Jun 30, 2005 D630W003-TBC 2.36-11-01.1
ATA 36 777 Dispatch Deviations Guide Section 2
6. Close the opened thrust reverser sleeve (AMM 78-31-00/201) and fan cowl
panel (AMM 71-11-04/201).
7. Activate the thrust reverser (AMM 78-31-00/201).
8. For GE, activate the leading edge slats (AMM 27-81-00/201).
OPERATIONS (O)
NOTE: For the APU-to-Pack takeoff feature installed, the APU-to-Pack Takeoff
Supplementary Procedure is not allowed.
1. Reduce the Performance Limit Weights (PLW) by the appropriate
adjustments.

Model/Engine/PLW Takeoff & Takeoff

Landing (Packs Off)
(Packs On)
-200/GE90-76B thru -92B/thru 632,500 lb 14,300 lb 2,000 lb
-200/GE90-76B thru -92B/over 632,500 lb 20,700 lb 2,000 lb
-200/GE90-76B thru -92B/thru 286,902 kg 6,486 kg 907 kg
-200/GE90-76B thru -92B/over 286,902 kg 9,389 kg 907 kg
-200/GE90-94B/thru 632,500 lb 14,300 lb 2,000 lb
-200/GE90-94B/over 632,500 lb 22,400 lb 2,000 lb
-200/GE90-94B/thru 286,902 kg 6,486 kg 907 kg
-200/GE90-94B/over 286,902 kg 10,160 kg 907 kg
-200/PW4074 thru PW4084/All 21,800 lb 1,500 lb
-200/PW4074 thru PW4084/All 9,888 kg 680 kg
-200/PW4090/thru 632,500 lb 21,500 lb 2,000 lb
-200/PW4090/over 632,500 lb 26,500 lb 2,000 lb
-200/PW4090/thru 286,902 kg 9,752 kg 907 kg
-200/PW4090/over 286,902 kg 12,020 kg 907 kg
-200/RR875 thru RR892/thru 632,500 lb 6,400 lb 900 lb
-200/RR875 thru RR892/over 632,500 lb 8,200 lb 900 lb
-200/RR875 thru RR892/thru 286,902 kg 2,903 kg 408 kg
-200/RR875 thru RR892/over 286,902 kg 3,720 kg 408 kg
-200/RR895/All 6,800 lb 900 lb
-200/RR895/All 3,084 kg 408 kg
2. For ETOPS flight planning, increase the engine inoperative Critical Fuel
Reserves by an additional 1.3% when dispatching into known or forecast
icing conditions.
3. Flight must remain at or below FL 350.
4. Position associated ENG Bleed air switch OFF for the inoperative system.
Copyright © The Boeing Company. See title page for details.
2.36-11-01.2 D630W003-TBC Jun 30, 2005
Section 2 777 Dispatch Deviations Guide ATA 36
6. Close the opened thrust reverser sleeve (AMM 78-31-00/201) and fan cowl
panel (AMM 71-11-04/201).
7. Activate the thrust reverser (AMM 78-31-00/201).
8. For GE, activate the leading edge slats (AMM 27-81-00/201).
OPERATIONS (O)
NOTE: For -300ER or with the APU-to-Pack takeoff feature installed, the
APU-to-Pack takeoff Supplementary Procedure is not allowed.
1. Reduce the Performance Limit Weights (PLW) by the appropriate
adjustments.

Model/Engine/PLW Takeoff & Takeoff

Landing (Packs Off)
(Packs On)
-300/PW4090/All 21,800 lb 2,200 lb
-300/PW4090/All 9,888 kg 998 kg
-300/PW4098/All 23,000 lb 2,600 lb
-300/PW4098/All 10,433 kg 1,179 kg
-300/RR892/All 7,000 lb 900 lb
-300/RR892/All 3,175 kg 408 kg
-300ER/GE90-115B/All 11,600 lb 6,200 lb
-300ER/GE90-115B/All 5,262 kg 2,812 kg
2. For ETOPS flight planning, increase the engine inoperative Critical Fuel
Reserves by an additional 1.3% when dispatching into known or forecast
icing conditions.
3. Position associated ENG Bleed air switch OFF for the inoperative system.
NOTE: When idle thrust is selected inflight, the ENG IDLE DISAGREE
advisory message may be displayed.
4. For takeoff and landing use the APU as air source for center system
hydraulic demand pumps:
A. Position APU bleed air switch AUTO.
B. Start the APU if it is not running.
C. Position L ISLN and R ISLN switches CLOSED.
D. Accomplish the BLEED LOSS WING L or R advisory message
Non-Normal Checklist.
E. After takeoff with flaps up:
1) Position L ISLN and R ISLN switches AUTO.
2) Position Wing Anti-Ice switch AUTO.
5. In the event of inflight failure of the opposite engine or the engine bleed air
system, use the APU to maintain cabin pressurization at or below FL 220:
A. Start the APU if it is not running.
Copyright © The Boeing Company. See title page for details.
Jun 30, 2005 D630W003-TBC 2.36-11-01.7
Section 2 777 Dispatch Deviations Guide ATA 73
73.2 Engine Fuel & Control-MMEL
73-21-02 Electronic Engine Controls (EEC) Normal Mode
73-21-02-01 PW
Interval Installed Required Procedure
C 2 0 (O)
Normal (NORM) mode may be inoperative provided:
a. Both engines are operated in the alternate (ALTN) mode.
b. Airplane is dispatched in accordance with appropriate AFM Alternate EEC
Mode Operation Appendix.

EICAS STATUS MESSAGES

ENG EEC MODE L
ENG EEC MODE R
PLACARD
Engine Control Panel (P5) EEC Mode switches - OPERATE IN ALTN MODE
MAINTENANCE NOTE
For engines without PW SB 4G-112-73-29 or production equivalent installed (EEC
software SCN8C or later), if EEC C1 faults are present on the same engine verify
EEC channel B transmissions operate normally.
NOTE: EEC C1 faults are present when the associated ENG EEC C1 L or R
status message is displayed.
1. Supply EEC maintenance power by positioning associated Overhead
Maintenance Panel (P61) EEC MAINT L or R ENG POWER switch TEST.
2. Display the Electronic Propulsion Control System (EPCS) maintenance
pages.
3. Review the EPCS maintenance pages and verify EEC channel B
parameters are displayed (not blank).
4. Position associated Overhead Maintenance Panel (P61) EEC MAINT L or
R ENG POWER switch NORM.
OPERATIONS (O)
NOTE 1: Thrust rating protection is not provided in alternate mode (for manual
thrust settings) and maximum rated thrust is reached at a thrust lever
position less than full forward. Derated and/or reduced thrust takeoffs
are not allowed.
NOTE 2: Use of autothrottles when dispatching with EECs in alternate mode
makes it easier to maintain thrust at the reference limit.

Copyright © The Boeing Company. See title page for details.

Jun 30, 2005 D630W003-TBC 2.73-21-02.1
ATA 73 777 Dispatch Deviations Guide Section 2
NOTE 3: The THRUST ASYM COMP advisory and status messages may be
displayed. For THRUST ASYM COMP advisory and status message
displayed, the airplane must also be dispatched using MMEL item
27-02-08.
1. Performance for operating with the EECs in alternate mode is available
using AFM-DPI or the Boeing Takeoff Module (BTM) computer programs.
2. Increase flight planning fuel by 2.3%.
3. Position both EEC Mode switches to ALTN.
4. Prior to autothrottle engagement for takeoff, advance thrust levers to
approximately 50% N1.

73-21-02 Electronic Engine Controls (EEC) Normal Mode

73-21-02-02 GE
Interval Installed Required Procedure
B 2 0 (O)
Normal (NORM) mode may be inoperative provided:
a. Both engines are operated in the alternate (ALTN) mode.
b. Except for GE90-115B, engine anti-ice valve may not be inoperative open.
c. LPT Turbine Case Cooling Air Flow Systems on both engines operate
normally.
d. All recirculation fans operate normally.

EICAS STATUS MESSAGES

ENG EEC MODE L
ENG EEC MODE R
PLACARD
Engine Control Panel (P5) EEC Mode switches - OPERATE IN ALTN MODE
OPERATIONS (O)
NOTE 1: Thrust rating protection is not provided in alternate mode (for manual
thrust settings) and maximum rated thrust is reached at a thrust lever
position less than full forward. Derated and/or reduced thrust takeoffs
are not allowed.
NOTE 2: Use of autothrottles when dispatching with EECs in alternate mode
makes it easier to maintain thrust at the reference limit.
NOTE 3: The THRUST ASYM COMP advisory and status messages may be
displayed. For THRUST ASYM COMP advisory and status message
displayed, the airplane must also be dispatched using MMEL item
27-02-08.
1. For GE90-94B and GE90-115B ratings, dispatch with the autothrottles
operative and engaged, and VNAV armed for takeoff is required.
Copyright © The Boeing Company. See title page for details.
2.73-21-02.2 D630W003-TBC Jun 30, 2005
Section 2 777 Dispatch Deviations Guide ATA 73
NOTE: If autothrottles are not used, the ENG LIM PROT L and R caution
messages may be displayed.
2. Except for GE90-115B, dispatch is not allowed with an Engine Anti-Ice
Valve deactivated open (MMEL Item 30-21-01-02).
3. Selection of TOB (if available) is not allowed. Select TO for takeoff.
4. Increase flight planning fuel by 1.4%.
5. Position both EEC Mode switches to ALTN.

73-21-02 Electronic Engine Controls (EEC) Normal Mode

73-21-02-03 RR
Interval Installed Required Procedure
C 2 0 (O)
Normal (NORM) mode may be inoperative provided:
a. Both engines are operated in the alternate (ALTN) mode.
b. N2 indication on affected engine operates normally.
c. Airplane is dispatched in accordance with appropriate AFM Alternate EEC
Mode Operation Appendix.

EICAS STATUS MESSAGES

ENG EEC MODE L
ENG EEC MODE R
PLACARD
Engine Control Panel (P5) EEC Mode switches - OPERATE IN ALTN MODE
OPERATIONS (O)
NOTE 1: Thrust rating protection is not provided in alternate mode (for manual
thrust settings) and maximum rated thrust is reached at a thrust lever
position less than full forward. Derated and/or reduced thrust takeoffs
are not allowed.
NOTE 2: Use of autothrottles when dispatching with EECs in alternate mode
makes it easier to maintain thrust at the reference limit.
NOTE 3: The THRUST ASYM COMP advisory and status messages may be
displayed. For THRUST ASYM COMP advisory and status message
displayed, the airplane must also be dispatched using MMEL item
27-02-08.
1. Performance for operating with the EECs in alternate mode is available
using AFM-DPI or the Boeing Takeoff Module (BTM) computer programs.
2. Position both EEC Mode switches to ALTN.
3. Prior to autothrottle engagement for takeoff, advance thrust levers to
approximately 50% N1.

Copyright © The Boeing Company. See title page for details.

Jun 30, 2005 D630W003-TBC 2.73-21-02.3
777-200ER/TRENT892 NON-STANDARD CONFIGURATION
FAA Table of Contents
Category A Brakes Flight Planning and Performance Manual

NON-STANDARD CONFIGURATION Chapter 4

Table of Contents

Text
4.0 . . . . . . . CONFIGURATION-Table
NON-STANDARD . . . . . . . . . . . . . .of. Contents
..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1.1
Gear Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1.1
Alternate Mode EEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1.2

Gear Down, Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.1

Takeoff Climb Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.1
Landing Climb Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.2
Obstacle Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.3
Net Level Off Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.6
Driftdown Profiles Net Flight Path . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.7
Long Range Cruise Trip Fuel and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.9
Long Range Cruise Short Trip Fuel and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.10

Gear Down, All Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.1

Long Range Cruise Altitude Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.1
220 KIAS Max Climb EPR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.1
Long Range Cruise Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.2
Long Range Cruise Enroute Fuel and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.12
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.13
Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.13

Gear Down, Engine Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.1

Driftdown/LRC Cruise Range Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.1
Long Range Cruise Altitude Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.2
Long Range Cruise Diversion Fuel and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.3
Long Range Cruise Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.4
Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.6

Alternate Mode EEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.1

Limit Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.1
Takeoff Speed Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.1
Max Takeoff %N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.1
Max Climb %N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.2
Max Cruise %N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.2
Go-Around %N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.3
Initial Max Continuous %N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.4
Max Continuous %N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.5

Copyright © The Boeing Company. See title page for details.

June 14, 2004 D632W005-WY026 4.TOC.0.1

ATA 78 777 Dispatch Deviations Guide Section 2
78-31-01 Thrust Reversers

78-31-01 Thrust Reversers

78-31-01-01 -200/-300 (Except -300ER)
Interval Installed Required Procedure
C 2 1 (M)
One may be inoperative provided:
a. Both sync locks are verified in the locked position.
b. One locking actuator on each sleeve is verified in the locked position.
c. Inoperative reverser is secured in the forward thrust position.

EICAS STATUS MESSAGES

ENG REVERSER L
ENG REVERSER R
PLACARD
As appropriate
MAINTENANCE (M)
Deactivate and secure the inoperative reverser (AMM 78-00-00/901).
1. For left engine reverser, open and collar P110 panel L ENG T/R CTRL
circuit breaker.
2. For right engine reverser, open and collar P210 panel R ENG T/R CTRL
circuit breaker.
3. For GE, deactivate the leading edge slats in the retracted position (AMM
27-81-00/201).
4. Gain access to the associated reverser isolation valve (left forward access
door - strut aft fairing).
5. Deactivate the isolation valve for flight by following the DEACTIVATED
MODE instructions placard.
6. Close the associated left forward access door - strut aft fairing.
7. Open the associated left and right fan cowl panels (AMM 71-11-04/201).
8. Remove deactivation pins and install the pins in the left and right reverser
sleeves.
9. Pressurize the associated hydraulic system (AMM 29-11-00/201).
10. Verify that the sync lock and at least one of the two locking actuators on
each reverser sleeve has the manual unlock handle in the locked position.
11. Depressurize the hydraulic system (AMM 29-11-00/201).
12. Verify that associated engine thrust reverser left and right sleeve positions
are within limits:
A. Display Maintenance page 71 EPCS PG 1/2.

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2.78-31-01.1 D630W003-TBC Jun 30, 2005
Section 2 777 Dispatch Deviations Guide ATA 78
B. If the associated engine thrust reverser left and right sleeve (T/RL
and T/RR) positions for channels A and B are not within the following
allowable values, deactivate the associated RVDT.
NOTE: A dual channel RVDT is installed on the non-locking (upper)
hydraulic actuator of each sleeve, which results in four
readouts per engine.
1) For PW, 0 to +4.0
2) For GE, -7.0 to +7.0
3) For RR, -5.0 to +5.0
C. For deactivating the associated RVDT:
NOTE: ONLY ONE RVDT MAY BE DEACTIVATED.
1) Disconnect the electrical connector DM78002 for left sleeve or
DM78003 for right sleeve from the RVDT.
2) Cap the connector plug using conductive cap P/N MS27292-5.
3) Stow the connector plug to adjacent structure using wire ties.
13. Close the associated left and right fan cowl panels (71-11-04/201).
14. For GE, activate the leading edge slats (AMM 27-81-00/201).
OPERATIONS NOTE
After engine start, the ENG REV LIMITED L or R advisory message will be
displayed for the engine with the thrust reverser deactivated.

78-31-01 Thrust Reversers

78-31-01-02 -300ER
Interval Installed Required Procedure
C 2 1 (M) (O)
One may be inoperative provided:
a. Both sync locks are verified in the locked position.
b. One locking actuator on each sleeve is verified in the locked position.
c. Inoperative reverser is secured in the forward thrust position.
d. Appropriate performance adjustments are applied.

EICAS STATUS MESSAGES

ENG REVERSER L
ENG REVERSER R
PLACARD
As appropriate

Copyright © The Boeing Company. See title page for details.

Jun 30, 2005 D630W003-TBC 2.78-31-01.2
TAKEOFF AND LANDING 777-300ER/GE90-115B
Text JAA/JAROPS
Category B Brakes
Flight Planning and Performance Manual

Minimum Control Speeds takeoff weight and V1 speed must be reduced to account
Regulations prohibit scheduling takeoff with a V1 less for the reduced deceleration capability. A simplified
than minimum V1 for control on the ground, V1(MCG), method which conservatively accounts for this is to
and VR less than minimum VR, (1.05) VMCA. It is reduce the normal wet runway/obstacle limited weight
therefore necessary to compare the adjusted V1 and VR by 4300 kg and the V1 associated with the reduced
to V1(MCG) and Min VR respectively. To find weight by three knots.
V1(MCG) and Min VR, enter the V1(MCG) and Min If the resulting V1 is less than minimum V1, takeoff is
VR table with airport pressure altitude and actual OAT. permitted with V1 set equal to V1(MCG) provided the
If the adjusted V1 is less than V1(MCG), set V1 equal accelerate stop distance available corrected for wind
to V1(MCG). If the adjusted VR is less than Min VR, and slope exceeds approximately 2000m.
set VR equal to Min VR and determine a new V2 by
Takeoff %N1
adding the difference between the normal VR and Min
VR to the normal V2. No weight adjustment is required To find Max Takeoff %N1 based on normal engine
provided that the field length available exceeds the bleed for air conditioning (2 bleeds/2 packs) enter Max
minimum field length required shown on the Field Takeoff %N1 Table with airport pressure altitude and
Length Limit charts. airport OAT and read %N1. For packs off or wing anti-
ice operation, apply the %N1 correction shown below
Brakes Deactivated the table. No takeoff %N1 correction is required for
When operating with brakes deactivated, the field and engine anti-ice.
brake energy limit weights and the V1 and VMBE must
Stab Trim Setting
be reduced to allow for reduced braking capability. A
simplified method which conservatively accounts for To find takeoff stabilizer trim setting, enter Stab Trim
the reduced braking capability of one brake deactivated Setting table with anticipated brake release weight and
is to reduce the normal runway limited weight by 2800 center of gravity (C.G. % MAC) and read required
kg for a dry runway or 4900 kg for a wet runway and the stabilizer trim units.
V1 associated with the reduced weight by two knots.
Landing
With two brakes deactivated, reduce the normal runway
limited weight by 6100 kg for a dry runway or 8100 kg Charts are provided for determining the maximum
for a wet runway and the V1 associated with the reduced landing weight as limited by field length or climb
weight by four knots for a dry runway or three knots for requirements for flap positions 25 and 30. Maximum
a wet runway. If the resulting V1 is less than minimum performance landing weight is the smaller of the field
V1, takeoff is permitted with V1 set equal to V1(MCG) length limit weight and climb limit weight; do not
provided the dry accelerate stop distance corrected for exceed maximum structural landing weight.
wind and slope exceeds approximately 1500m for one Landing Field Length Limit
brake deactivated or 1600m for two brakes deactivated.
For wet runways, the corrected accelerate stop distance To determine the field length limit landing weight, enter
should exceed approximately 1900m for one brake the field limit chart with field length available, correct
deactivated or 2000m for two brakes deactivated. for runway condition and wind. Proceed vertically to
the airport pressure altitude and read the field length
For brake(s) deactivated, reduce VMBE by the amount limit weight at the right. Adjust the field length limit
shown on the Brake Energy Limit VMBE Chart. If the weight according to the notes below the chart to account
resulting VMBE is less than V1 the brake release weight for the appropriate brake configuration.
must be reduced according to the instructions on the
brake energy limit chart. The resulting V1 must not be Landing Climb Limit Weight
less than minimum V1(MCG). Determine VR and V2 To determine climb limit weight, enter the climb limit
for the actual weight. chart with airport OAT, move vertically to airport
Detailed analysis for the specific case from the Airplane pressure altitude and read the climb limit weight to the
Flight Manual may yield a less restrictive penalty. left. Adjust the climb limit weight according to the
notes below the chart to account for the appropriate
One Thrust Reverser Inoperative engine bleed configuration. When operating in icing
Wet runway takeoff performance presented for all conditions during any part of the flight with forecast
brakes operating is based on the use of one thrust landing temperature below 10°C, make the appropriate
reverser during deceleration. When operating with a ice correction as shown on the chart.
thrust reverser inoperative, the runway/obstacle limited

Copyright © The Boeing Company. See title page for details.

1.1.4 D632W005-WY051 December 13, 2004

 777 Dispatch Deviations Guide

Section 3
Introduction CDL
01.3 CDL-Introduction
General Notes
This section contains locations, illustrations and performance information
for all of the CDL items from the 777 Airplane Flight Manual (AFM)
Appendix Configuration Deviation List (CDL) Revision 16 dated
September 14, 2004.

Limitations
The associated limitations must be listed on a placard affixed in the
cockpit in clear view of the pilot-in-command and other appropriate crew
members.
Operation with those missing parts requiring a reduction of VMO/MMO is
permitted only when the airplane has the maximum airspeed limit
indication and the Mach airspeed warning system programmed for the
altitude/speed schedule specified for the applicable missing part.
The pilot in command will be notified of each operation with a missing
parts by listing the missing parts in the flight or dispatch release.
The operator will list in the aircraft logbook an appropriate notation
covering the missing parts on each flight.
If an additional part is lost in flight the airplane may not depart the airport
at which it landed following this event until it again complies with CDL
limitations. This, does not preclude the issuance of a ferry permit to allow
the airplane to be flown to a point where the necessary repairs or
replacements can be made.
Unless otherwise specified, combinations of parts from any system or
sub-systems may be missing. Combinations of parts from systems or
sub-systems that are not allowed will be specifically listed in the CDL.

Weight Reductions
The performance penalties are cumulative unless specifically designated
penalties for combination of missing parts are indicated. Where
performance penalties are listed as negligible, no more than three
negligible items may be missing without taking further penalty. For each
missing item more than three, reduce the takeoff, landing and enroute
climb limits by 100 pounds (46 kilograms). Where performance penalties
are listed as no penalty, any accumulative number of items listed as no
penalty may be missing without further penalty.

Copyright © The Boeing Company. See title page for details.

Jun 30, 2005 D630W003-TBC 3.00-01-00.1
Introduction 777 Dispatch Deviations Guide Section 3

Enroute Diversion Speed Effects

The enroute climb weight penalties listed are based on operating speeds
that approximate the maximum lift-to-drag ratio speed. To account for the
difference in level off altitude when operating at other speeds, multiply the
enroute climb weight penalty listed by the following appropriate factor:

Diversion Speed Factor

LRC 1.5
260 KIAS 1.7
280 KIAS 2.3
300 KIAS 3.1
320 KIAS 3.7

Enroute Fuel Mileage Effects

The drag effects of many 777 CDL items are so small that the changes in
flight planning fuel are negligible. For items that have enroute climb
weight penalties listed, an increase in flight planning fuel of 0.25% per
1,000 lb of enroute climb weight penalty (non-factored penalty) may be
used to account for the drag increase.

Copyright © The Boeing Company. See title page for details.

3.00-01-00.2 D630W003-TBC Jun 30, 2005
Section 3 777 Dispatch Deviations Guide ATA 55
55.3 General Notes-CDL
NUMBER: 55-40-07
ITEM: Rudder Tab Control Rod Fairing
MODEL: All
NUMBER INSTALLED (MODEL): 3 (All)
REMARKS AND/OR EXCEPTIONS:
One may be missing provided performance limited weights are reduced by the
following:

Model/Engine Takeoff Enroute Approach/Landing

Climb Climb
All/All 400 lb 650 lb 200 lb
All/All 181 kg 295 kg 91 kg

CONTROL
RODS

FAIRINGS

FWD

RUDDER TAB

Copyright © The Boeing Company. See title page for details.

Jun 30, 2005 D630W003-TBC 3.55-40-07.1
Section 3 777 Dispatch Deviations Guide ATA 57
57.3 General Notes-CDL
NUMBER: 57-00-02
ITEM: Outboard Flap Vortex Generator
MODEL: -300
NUMBER INSTALLED (MODEL): 100 (-300)
REMARKS AND/OR EXCEPTIONS:
A maximum of four per wing (eight total) may be missing provided VREF Speed is
increased by 2 knots and the following performance limited weights are reduced
by the following:

Model/Engine Takeoff & Approach/ Landing Max Quick

Enroute Landing Field Turnaround
Climb Climb Length
-300/All No penalty 1,650 lb 14,100 lb 6,600 lb
-300/All No penalty 748 kg 6,396 kg 2,993 kg
-300ER/All No penalty 500 lb 16,400 lb 13,400 lb
-300ER/All No penalty 226 kg 7,438 kg 6,078 kg

LEFT WING

FWD

OUTBOARD FLAP

VORTEX
GENERATORS
(50 PER WING)

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Jun 30, 2005 D630W003-TBC 3.57-00-02.1
ATA 57 777 Dispatch Deviations Guide Section 3
57.3 General Notes-CDL
NUMBER: 57-26-09
ITEM: Inboard Flap Track Flaperon Fairing Seals
MODEL: All
NUMBER INSTALLED (MODEL): 18 (All)
REMARKS AND/OR EXCEPTIONS:
Each flaperon has 5 forward seals, 1 intermediate seal and 3 aft seals (9 per
flaperon). Any number may be missing provided the performance limited weights
are reduced by the following for each flaperon with missing seals:

Model/Engine Takeoff Enroute Approach/Landing

Climb Climb
-200/All 300 lb 600 lb No penalty
-200/All 136 kg 272 kg No penalty
-300/All 400 lb 600 lb No penalty
-300/All 181 kg 272 kg No penalty
-300ER/All No penalty 600 lb No penalty
-300ER/All No penalty 272 kg No penalty

NOTE 1: The penalties shown are for one or more seals missing from only one
fairing. If one or more seals are missing from both fairings, the penalties
are doubled.
NOTE 2: For missing forward seal(s), the associated aft seals must be removed.

Copyright © The Boeing Company. See title page for details.

3.57-26-09.1 D630W003-TBC Jun 30, 2005
Section 3 777 Dispatch Deviations Guide ATA 57

INBOARD FLAP
TRACK FAIRINGS
(NO. 3 & 6)

AFT FLAPERON
FAIRING SEALS

FORWARD FLAPERON INBOARD FLAP

FAIRING SEALS TRACK FAIRING

INTERMEDIATE FLAPERON
FAIRING SEALS

FWD

Copyright © The Boeing Company. See title page for details.

Jun 30, 2005 D630W003-TBC 3.57-26-09.2
ATA 57 777 Dispatch Deviations Guide Section 3
57.3 General Notes-CDL
NUMBER: 57-31-02
ITEM: Wing Tip Fairing
MODEL: All (Except -300ER)
NUMBER INSTALLED (MODEL): 2 (All)
REMARKS AND/OR EXCEPTIONS:
One may be missing provided performance limited weights are reduced by the
following:

Model/Engine Takeoff Enroute Approach/Landing

Climb Climb
-200/GE90-76B thru -85B 17,950 lb 5,600 lb 11,950 lb
-200/GE90-76B thru -85B 8,141 kg 2,540 kg 5,420 kg
-200/GE90-90B thru -92B 19,950 lb 6,300 lb 19,900 lb
-200/GE90-90B thru -92B 9,049 kg 2,858 kg 9,026 kg
-200/GE90-94B 19,950 lb 7,400 lb 11,950 lb
-200/GE90-94B 9,049 kg 3,356 kg 5,420 kg
-200/PW4074 thru PW4084 15,950 lb 7,400 lb 11,950 lb
-200/PW4074 thru PW4084 7,235 kg 3,356 kg 5,420 kg
-200/PW4090 17,950 lb 6,700 lb 11,950 lb
-200/PW4090 8,141 kg 3,039 kg 5,420 kg
-200/RR875 thru RR884 13,950 lb 5,600 lb 11,950 lb
-200/RR875 thru RR884 6,328 kg 2,540 kg 5,420 kg
-200/RR892 21,900 lb 6,300 lb 13,950 lb
-200/RR892 9,933 kg 2,858 kg 6,328 kg
-200/RR895 15,950 lb 6,300 lb 21,900 lb
-200/RR895 7,235 kg 2,858 kg 9,933 kg
-300/PW4090 15,950 lb 6,700 lb 11,950 lb
-300/PW4090 7,235 kg 3,039 kg 5,420 kg
-300/PW4098 24,000 lb 6,700 lb 11,950 lb
-300/PW4098 10,886 kg 3,039 kg 5,420 kg
-300/RR892 15,950 lb 5,950 lb 11,950 lb
-300/RR892 7,235 kg 2,699 kg 5,420 kg

NOTE: For inoperative Position Lights, dispatch using MMEL Item 33-43-01.
For inoperative Anti-collision Lights, dispatch using MMEL item
33-44-01.

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3.57-31-02.1 D630W003-TBC Jun 30, 2005
Section 3 777 Dispatch Deviations Guide ATA 57

FWD

WING TIP FAIRING

Copyright © The Boeing Company. See title page for details.

Jun 30, 2005 D630W003-TBC 3.57-31-02.2
ATA 57 777 Dispatch Deviations Guide Section 3
57.3 General Notes-CDL
NUMBER: 57-31-03
ITEM: Raked Tip
MODEL: -300ER
NUMBER INSTALLED (MODEL): 2 (-300ER)
REMARKS AND/OR EXCEPTIONS:
Raked wing tips may only be missing as a set. Therefore, if one raked wing tip is
missing, the other raked wing tip must be removed. Both raked wing tips may be
missing provided:
1. Increase VR, V2 and VREF speeds by 2 knots
2. For Takeoff and Landing at pressure altitudes 2000 feet and below, reduce
performance limited weights by 25,100 lb (11,385 kg).
3. For Takeoff and Landing at pressure altitudes above 2000 feet, reduce
performance limited weights by 57,500 lb (26,081 kg).
4. For Enroute Climb, reduce performance limited weights by 11,700 lb (5,307
kg).
5. For Maximum Quick Turnaround, reduce performance limited weights by
6,900 lb (3,129 kg).
6. Maximum Taxi Weight is 662,000 lb (300,277 kg), Maximum Takeoff
Weight is 660,000 lb (299,370 kg), Maximum Landing Weight is 524,000 lb
(237,682 kg), Maximum Zero Fuel Weight is 495,000 lb (224,528 kg) and
the Aft CG limit for weights above 633,000 lb (287,123 kg) is 38.5%.
7. Reduce maximum operating altitude (thrust or buffet limit) by 1,000 feet.
8. Increase holding fuel by 8%.
9. For inoperative position lights, dispatch using MMEL Item 33-43-01. For
inoperative anti-collision lights, dispatch using MMEL Item 33-44-01.

RAKED TIP

INBD

FWD

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3.57-31-03.1 D630W003-TBC Jun 30, 2005
Section 3 777 Dispatch Deviations Guide ATA 57
57.3 General Notes-CDL
NUMBER: 57-41-01
ITEM: Outboard Leading Edge Slat Restoration Seal
MODEL: All
NUMBER INSTALLED (MODEL): 24 (-200/-300) 26 (-300ER)
REMARKS AND/OR EXCEPTIONS:
Seals may only be missing in a symmetrical set. Therefore, if one seal is missing,
the symmetrical seal on the opposite wing must be removed. One symmetrical
set may be missing provided Landing Field Length limit is reduced by 14100 lb
(6396 kg) for -200/-300 and 16400 lb (7438 kg) for -300ER, Maximum Quick
Turnaround limit is reduced by 6000 lb (2722 kg) for -200/-300 and 13400 lb (6078
kg) for -300ER, VREF is increased by 2 knots, Enroute Climb is no penalty and
the following performance limited weights are reduced by:

Model/Engine Takeoff Approach/Landing

Climb
-200/GE90-76B thru -85B 5,450 lb 3,600 lb
-200/GE90-76B thru -85B 2,472 kg 1,632 kg
-200/GE90-90B thru -92B 6,050 lb 6,000 lb
-200/GE90-90B thru -92B 2,744 kg 2,721 kg
-200/GE90-94B 6,050 lb 3,600 lb
-200/GE90-94B 2,744 kg 1,632 kg
-200/PW4074 thru PW4084 4,850 lb 3,600 lb
-200/PW4074 thru PW4084 2,199 kg 1,632 kg
-200/PW4090 5,450 lb 3,600 lb
-200/PW4090 2,472 kg 1,632 kg
-200/RR875 thru RR884 4,250 lb 3,600 lb
-200/RR875 thru RR884 1,927 kg 1,632 kg
-200/RR892 6,650 lb 4,200 lb
-200/RR892 3,016 kg 1,905 kg
-200/RR895 4,850 lb 6,600 lb
-200/RR895 2,199 kg 2,293 kg
-300/PW4090 4,850 lb 3,600 lb
-300/PW4090 2,199 kg 1,632 kg
-300/PW4098 7,250 lb 3,600 lb
-300/PW4098 3,288 kg 1,632 kg
-300/RR892 4,850 lb 3,600 lb
-300/RR892 2,199 kg 1,632 kg
Copyright © The Boeing Company. See title page for details.
Jun 30, 2005 D630W003-TBC 3.57-41-01.1
ATA 57 777 Dispatch Deviations Guide Section 3
Model/Engine Takeoff Approach/Landing
Climb
-300ER/All 4,800 lb 3,000 lb
-300ER/All 2,177 kg 1,360 kg

RESTORATION
SEAL

FIXED LEADING EDGE

SLAT FWD OUTBD

MAIN TRACK

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3.57-41-01.2 D630W003-TBC Jun 30, 2005
Section 3 777 Dispatch Deviations Guide ATA 57
57.3 General Notes-CDL
NUMBER: 57-41-02
ITEM: Wing Fixed Leading Edge Lower Panel
MODEL: All
NUMBER INSTALLED (MODEL): 70 (-200/-300) 74 (-300ER)
REMARKS AND/OR EXCEPTIONS:
A maximum of two per wing (four total) may be missing provided performance
limited weights are reduced for each missing item.
For -200/-300 Inboard/Outboard panels:

Model/Engine Takeoff Enroute Approach/Landing

Climb Climb
-200/All 200 lb 350 lb 200 lb
-200/All 91 kg 159 kg 91 kg
-300/All 200 lb 350 lb 200 lb
-300/All 91 kg 159 kg 91 kg

For -300ER Inboard panels:

Model/Engine Takeoff Enroute Approach/Landing

Climb Climb
-300ER/All 600 lb 1,250 lb 450 lb
-300ER/All 272 kg 566 kg 204 kg

For -300ER Outboard panels:

Model/Engine Takeoff Enroute Approach/Landing

Climb Climb
-300ER/All 150 lb 350 lb 150 lb
-300ER/All 68 kg 159 kg 68 kg

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Jun 30, 2005 D630W003-TBC 3.57-41-02.1
ATA 57 777 Dispatch Deviations Guide Section 3

SLAT NO. 7

PANELS SHADED
(INBOARD)

SLAT NO. 6

PANELS SHADED
(OUTBOARD)

SLAT NO. 5

SLAT NO. 4
LEFT WING
(BOTTOM VIEW)

SLAT NO. 3 SLAT NO. 2 SLAT NO. 1

PANELS SHADED
(OUTBOARD)

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3.57-41-02.2 D630W003-TBC Jun 30, 2005