B787 SYSTEMS

Based on B787 FCOM Revision 19, June 15, 2022

F/O HECTOR ESTÉVEZ

August 2022
Index
CHAPTER 0: PREFACE .................................................................................................................... 1
CHAPTER 1: AIRPLANE GENERAL, EMERGENCY EQUIPMENT, DOORS, WINDOWS ...................... 3
CHAPTER 2: AIR SYSTEMS ........................................................................................................... 16
CHAPTER 3: ANTI-ICE, RAIN ........................................................................................................ 25
CHAPTER 4: AUTOMATIC FLIGHT ................................................................................................ 28
CHAPTER 5: COMMUNICATIONS ................................................................................................ 34
CHAPTER 6: ELECTRICAL ............................................................................................................. 41
CHAPTER 7: ENGINES, APU ......................................................................................................... 49
CHAPTER 8: FIRE PROTECTION ................................................................................................... 59
CHAPTER 9: FLIGHT CONTROLS .................................................................................................. 64
CHAPTER 10: FLIGHT INSTRUMENTS, DISPLAYS ......................................................................... 75
CHAPTER 11: FLIGHT MANAGEMENT, NAVIGATION .................................................................. 86
CHAPTER 12: FUEL ...................................................................................................................... 95
CHAPTER 13: HYDRAULICS .......................................................................................................... 99
CHAPTER 14: LANDING GEAR ................................................................................................... 101
CHAPTER 15: WARNING SYSTEM .............................................................................................. 105

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VOLUME 1
CHAPTER 0: PREFACE

Section 1: Model Identification

Configuration data reflects airplane as delivered, updated for Service Bulletin incorporations.
Registry number supplied by the operator. Serial and tabulation numbers provided by Boeing.

B787-8 B787-9

Section 2: Introduction
General
Structured in a two-volume format with a QRH:
• Volume 1: Limitations and Operational Information, Normal and Supplementary
Procedures, plus Dispatch and Inflight Performance Data.
• Volume 2: Systems Information.
• QRH: Checklists for normal and non-normal procedures, and in-flight performance data.
Written under the assumption that user has previous multi-engine jet aircraft experience and
is familiar with basic jet airplane systems and basic pilot techniques common to airplanes of
this type. It does not contain basic flight information that is considered prerequisite training.

Warning, Caution and Notes

Used throughout the FCOM, not to be confused with EICAS messages.

WARNING: May result in personal injury or loss of life if not carefully followed.
CAUTION: May result in damage to equipment if not carefully followed.
Note: Considered essential to emphasize. May also be safety related.

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Section 6: Bulletin Record
Flight Crew Operations Manual Bulletins (OMB) provide important information prior to the
next formal revision of the manual. Bulletins are dated and numbered sequentially.

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VOLUME 2
CHAPTER 1: AIRPLANE GENERAL, EMERGENCY EQUIPMENT,
DOORS, WINDOWS

Dimensions

Principal Dimensions

Turning Radius
The wingtip swings the largest arc and determines the minimum obstruction clearance path.

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Flight Deck Panels

Controls and Indicators

Push-button Switches
Two types, both direct crew attention to system status and faults.
• Alternate action switches: two positions:
o Pushed in and flush, switch is ON; top half of the switch shows an illuminated
legend, (ON, AUTO), or a flow bar.
o Pushed out and extended, switch is OFF; legend is not shown, bottom half of
many switches has a light to indicate system state (PRESS, FAIL, INOP, or OFF).
• Momentary Action Switches: spring loaded to the extended position. Used to activate
or deactivate systems, or to reset system logic. Switch display indicates system status.

System Description
Miscellaneous airplane systems.

Common Core System

Provides a common computing network and data exchange system for the majority of systems.
Operation is automatic. Main component is the Common Computing Resource (CCR), with left
and right cabinet. Separate modules within each cabinet perform distinct functions. Can isolate
most faults, allowing to continue operation.
No CCS controls or indications for normal operations. For CCR fault resulting in loss of displays,
CCR reset procedure in unannunciated non-normal checklist: LOSS OF ALL DISPLAYS. Two (L, R)
CCR RESET switches on the overhead panel cause a restart (approximately 1min). Attempts to
recover a blanking condition of the forward displays.

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CCS Start-Up
Left CCR always starts-up first. Start-up sequence:

Battery: External power:

• BATTERY switch is pushed and left CCR • External power becomes available, left CCR
start-up cycle begins (2-3 min). begins a start-up cycle (2-3 min), followed by
• Left CCR is on-line when CPT’s inboard and the right CCR.
lower DU show default format. • Both CCRs are on-line when all displays and
• Right CCR will not begin start-up cycle until HUD combiners show default formats.
left CCR completes start-up, and a power
source other than battery is available.

Lighting Systems
Exterior Lighting
• Strobe lights: White on each forward wing tip and
tailcone.
• Beacon lights: Red strobe lights on top and bottom
fuselage.
• Navigation lights
• Logo lights
• Wing Leading Edge Illumination
• Runway Turnoff lights: In wing roots, illuminate area
in front of main gear.
• Taxi lights: On non steerable portion of nose strut.
Also illuminated with nose landing lights ON.
Inoperative when nose gear is not down and locked.
• Exterior Passenger Door Viewing Lights: Part of emergency lighting system aft of each
door to illuminate slide landing area prior to door opening.

Flight Deck Lighting
Flood lights and light plates provide panel illumination. Dome lights provide area lighting. Map
and a single utility light provide localized illumination.
When STORM switch is ON, left and right forward panel, glareshield and aisle stand flood
lights, and forward dome lights illuminate bright, and annunciator lights at full brightness.
If normal electrical power is lost, aisle stand, left and right forward panel and glareshield flood
lights, and the dome lights illuminate at a fixed brightness.

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Master Brightness Control System
Controls panel and display brightness with one control when MASTER BRIGHTNESS is ON.
Lighting controlled are:
• DUs • Glareshield panels
• ISFD • Forward panels
• Digital displays • Aisle stand panels
• Overhead panel • Side panels

Individual lighting controls for displays and panels have a center detent (white dot) at middle
adjustment. Limited adjustment capability when MASTER BRIGHTNESS is ON, and should be
centered when first adjusting the MASTER. Full range when MASTER is OFF.

Passenger Cabin Lighting
Lighting near flight deck entry dimmed when flight deck door is opened while an engine is
operating.

Passenger Cabin Signs
Fasten seat belt signs automatically illuminate when in AUTO and:
• Landing gear not up and locked, or
• Flap lever at 5 or greater, or
• Airplane altitude below an airline defined altitude, or
• Cabin altitude >10,000ft, or
• Passenger oxygen on.
Can be controlled manually. When OFF, and oxygen is ON, signs illuminate. Return to seat signs
are illuminated with fasten seat belt signs, except when oxygen deployed.
No smoking signs are not electrically illuminated (placards).

Emergency Lighting
Powered by remote batteries, charged by airplane electrical system. A full charge provides at
least 10min of operation. Manually activated, or ARMED for automatic operation when power
fails or is turned off. Can be activated on the master attendant switch panel at door 1L
(bypasses flight deck switch). EMER LIGHTS when switch is not in ARMED, or the lights are on.

Interior Emergency Lighting
Door, aisle, cross–aisle, escape path, exit lights, and luminous exit signs. General illumination
emergency lights on centerline stowage bins or ceiling panels and integrated into the exit
locator signs. Also into exit marking and exit identifier signs.
Escape path lighting in the arm rest of center passenger seats (EC-MIG to EC-NBX, EC-NVX to
EC-NXA).
Photoluminescent floor path marking along the cabin aisles. After being charged by cabin
lighting, glows (EC-NCY to EC-NPR).

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Exterior Emergency Lighting
Integrated escape slide lighting built into the sliding lane and at the base near landing area.
Turned on automatically when deployed.
Lights located aft of each passenger door illuminate the area at the base of the escape slides.
Controlled by the emergency lights switch on the flight deck or the master attendant switch
panel at door 1L.

Oxygen Systems
Two independent systems (flight deck and passenger cabin), and oxygen cylinders throughout
the plane for emergency use.

Flight Deck Oxygen System
Oxygen Pressure on STATUS display. Quick-donning diluter-
demand masks located at flight crew and observer stations. Flow
is controlled by an automatic pressure breathing regulator on
each mask. Goggles can be removed (EC-MIG to EC-MLT, EC-NXA).

Oxygen Mask Panel and Regulator
NORMAL/100% Switch (EC-MIG to EC-MLT, EC-NXA)
• N: air/oxygen mixture on demand (ratio depends on
cabin altitude).
• 100%: 100% oxygen on demand.
Emergency / Test Selector (EC-MIG to EC-MLT, EC-NXA)
• Normal: air/oxygen mixture or 100% oxygen on
demand. 100% oxygen under positive pressure
when cabin altitude above a preset value.
• EMERGENCY: 100% oxygen under positive pressure
at all cabin altitudes

EMGCY/100%/ N Selector (EC-MMX to EC-NVZ)
• EMGCY: 100% oxygen under positive pressure at all
cabin altitudes.
• 100%: 100% oxygen on demand.
• N: air/oxygen mixture on demand (ratio depends on
cabin altitude). 100% oxygen under positive
pressure when cabin altitude is above a preset value

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During preflight check, a pressure decrease may indicate the cylinder shutoff valve is closed.
When the left-hand door of the stowage box is opened, oxygen flows and the microphone
activates. System is shut off by closing the left-hand door of the stowage box and pushing the
RESET/ TEST switch. System can be reactivated by opening the left-hand door.

Passenger Cabin Oxygen System
Provides oxygen to main seating area, galleys, flight attendant stations, overhead crew rest
areas, and lavatories. Supplied by gaseous oxygen stored in small high pressure cylinders
located throughout the cabin in passenger service units (PSUs) fitted to the ceiling panels.
Normal breathing initiates oxygen flow. System regulates pressure and distributes oxygen to
masks by providing small pulses of oxygen during inhalation. Pulse duration dependent on
cabin altitude (longer pulses at higher altitudes). Cylinders are single use devices, until
depleted.
Oxygen is available for approximately 22min (EC-MIG to EC-NPR) / 60min (EC-NVX to EC-NXA).

Note: Longer durations at lower altitudes. Time is based on a typical descent profile and route.

Masks automatically drop prior to cabin altitude reaching the
greater of:
• 14,500ft, or
• origin airfield altitude +1500ft, or
• destination airfield altitude +1500ft
Masks can be manually deployed from the flight deck.

Overhead Crew Rest Oxygen System
Part of the passenger cabin oxygen system, operation is identical. One mask above each bunk
and above the seat in the flight crew rest area.

Portable Oxygen Bottles
Stowed in various locations in the passenger cabin. Fitted with disposable masks and used for
first aid or as walk–around units. Identical in size and capacity.
Doors
• 8 cabin entry doors (1L/R to 4R/L)
• 2 large cargo doors (FWD and AFT)
• 1 bulk cargo door
• 1 overhead door (flight deck)
• 1 FWD access door
• 2 E/E access doors (FWD and AFT)

EICAS message displayed when flight deck door, cabin door, or large cargo door is not closed,
latched, and locked, or bulk, overhead or access door is not closed and latched (no locks).

CAUTION: Do not operate entry/cargo doors if wind >40kts. Do not keep open if >65kts.

Flight Deck Door
And aft wall meet requirements for resistance to ballistic penetration and intruder entrance.
Viewing port lens and security camera system (EFB).

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Inset decompression panel that allows air to vent from the cabin into the flight deck in the
event of a rapid decompression in the flight deck. A mechanical decompression latch senses
the onset of a rapid decompression, allowing it to open. Tamper and ballistic resistant. In the
event of a passenger cabin decompression, the entire flight deck door is allowed to open.
A decompression panel mechanism allows to open it if the door becomes jammed. Integrated
into the decompression latch allowing the crew to manually trigger the latch.

Flight Deck Access Systems
An electronic system secures the flight deck door, and provides
controls and indications for both sides. Access keypad with
indicator lights on the cabin side. A numeric code can be
entered to gain entry during an emergency (3 to 8 digits).
The keypad can be used to sound a flight deck “doorbell”
chime (1+ENT, if enabled by operator) to request access. EICAS
COMM message •FD DOOR CALL is displayed. Door remains
locked unless crew grants access.
A red light indicates door is commanded locked. When correct emergency access code is
entered, an amber light illuminates until access is granted or denied. A green light indicates
access is granted and door is commanded unlocked.

Note: Dormant state until the first keystroke, return 3 minutes after last keystroke.

With power switch ON and selector in AUTO, door is commanded locked while closed. With
power switch OFF or selector held in UNLKD, door is unlocked. FD DOOR AUTO UNLOCK
indicates correct emergency access code has been entered. Access is automatically granted
after an operator defined time delay. DENY denies access, and further keypad access requests
are automatically denied for an operator specified time period. Door can be manually opened
from the flight deck at any time.

Note: Selector must be held in its desired position for two or more seconds to avoid faults.

Incorporates a check to verify the flight deck door is properly closed and locked. FD DOOR
OPEN indicates the door lock pin is extended while the door sensor is indicating the door is
open. FD DOOR LOCK FAIL indicates the door lock has failed or power switch is in OFF.

Deadbolt Lock
Mechanical system when power is not available to the electronic system:
• UNLOCKED: deadbolt retracted, does not affect door operation.
• LOCKED - KEY OPERABLE: deadbolt extended, door is locked. Can
be unlocked with a key from the cabin.
• LOCKED - KEY INOPERABLE: cannot be unlocked with the key.

Two positions can be selected from the cabin: UNLOCKED, and LOCKED - KEY OPERABLE.

Flight Deck Overhead Door
For emergency egress using the emergency descent devices. Can only be opened when on the
ground and depressurized. DOOR FD OVHD shows if the door is not closed and secure. Flight
Deck Overhead Vent allows ventilation of the flight deck in non-normal conditions.

CAUTION: Only if airplane is depressurized and in association with a NNC procedure.

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Passenger Entry Doors
Serve as emergency exits. Eight doors paired along the fuselage, identified 1 through 4 L and R.
Can be opened or closed manually from inside or outside. Translating, plug-type doors. First
moves inward and upward, then translates outward and forward. Held open by a gust lock.
Each door has a vent panel connected to the handle to prevent pressurization to an unsafe
level if the door is not fully closed, latched, and locked. Forward rotation of the handle past the
latched position closes the vent. Initial aft handle rotation opens the vent to equalize cabin and
ambient pressure. A mechanical interlock prevents door opening until differential pressure is
reduced.
EDW, independent of the other door
windows. Cannot be controlled from the
Cabin Attendant Panel. No single failure can
affect more than one door window other
than loss of normal electrical power. If
normal electrical power is lost, automatically
become clear. If one side of the control
switch fails, override the switch by pushing
on the functioning side for 10sec.

Note: The EDWs could take up to one minute
to become fully clear.

Flight Lock
Each door handle is automatically locked when GS>80kts. Handle has sufficient rotation to
partially open the door vent, but prevents complete door opening. Locks are unlocked when
GS<70kts, or if electrical power is removed or failed.

Emergency System Operation
Slide/raft and pneumatic door opening systems. Enough power to open the door unassisted,
even if the airplane is not level due to a landing gear collapse. When mode select lever is in
automatic mode: engages the girt bar and arms the slide/raft and pneumatic opening systems.
Pneumatic opening system and slide/raft are automatically disarmed when the door is opened
from the outside. Mode select lever automatically moves to the manual mode.

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CAUTION: Do not rely on the symbolic indication as a means of determining door mode.
Ensure mode selector is directly on top of the green/red band, and symbolic
indicator is illuminated steady and not flashing.

Cargo Doors
Large forward and aft doors on the right side of the airplane, open up and outside. Smaller
bulk door on the left, opens up and into the cargo area. FWD and AFT normally operated
electrically from an exterior control panel. May be operated manually. Opening does not turn
off heating, ventilation, or fire detection. Locked by closing an external lock handle.
Bulk door operated manually. Opening does not turn off cargo area heating, ventilation, or fire
detection.

Passenger Cabin Window
Individual control switch(es) can be overridden or locked out at the Cabin Attendant Panel.

Note: The EDWs could take up to one minute to become fully clear.
Note: Windows automatically transition to clear when airplane power is removed.

Door Synoptic Display and Indications
Symbol Blank: closed, latched, and locked.
Symbol Amber: NOT closed, latched, and locked.
Symbol White: signal invalid or unknown, position unknown. Slide indication shows if valid.
A: door is closed, latched, and locked; and the slide in the automatic mode.
M: door is closed, latched, and locked; and the slide in the manual mode.
Slide mode blank: door is closed, latched and locked; and the slide mode is unknown.
Lavatory availability: LAV VACANT, LAV OCCUPIED or blank (unknown).

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Note: Forward access door is not installed; associated door symbol is always blank (EC-MIG to
EC-NVY).

Flight Deck Seats

Pilot Seats
Move outboard during the last two inches of aft travel. Electric and manual controls provide
forward, aft, and vertical adjustment. Manual levers provide other adjustments. Adjust the
seat to obtain the optimum eye position.

WARNING: Seat pan tilt must be rotated fully FWD except during cruise.
WARNING: Seat must be in FWD straight section of tracks during taxi, takeoff and landing.

Observer Seats
First observer seat is track mounted. Second observer seat is not adjustable.

Flight Deck PED Power

Three 110-V AC power outlets, on the left and right aft
sidewall panels and at the forward base of the observer’s
seat console. Power controlled by the IFE/PASS SEATS. Total
power 250W for all outlets, and 150W at any one.

Note: During hot ground and flight conditions, the quantity
of outlets receiving power may be limited to prevent
overheating of power components.
Note: PED power outlet indication on the flight deck is
disabled to prevent crew disorientation.

Emergency Equipment

Introduction
Emergency Evacuation Signal System
Alerts the flight crew and the flight attendants to evacuate the
airplane. Switches on aft aisle stand, and at designated flight
attendant panels.
Flight deck EVAC COMMAND to ON activates:
• EVAC COMMAND,
• EVAC lights flash at the attendant panels,
• aural horn in the cabin (at attendant locations with
evacuation controls).
In ARM (normal operating position), pressing an EVAC COMMAND switch on an attendant
panel activates the same signals. In OFF, switches in the cabin are disabled.

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ELT
Installed in the passenger cabin and on top of the fuselage in the cabin area. Automatically
transmits on 121.5 MHZ, 243 MHZ, and 406 MHZ if a deceleration is sensed, or switch is ON.
ELT ON if the transmitter is activated. Can be deactivated by placing the switch to RESET
momentarily (1-3sec). Self test if not transmitting.

Emergency Descent Devices
Used to lower flight deck occupants to the ground during emergency egress through the flight
deck overhead door. Utilize inertia reels attached and stowed in a ceiling compartment near
the door.

Fire Extinguishers
Halon and Halon-equivalent
On cabin and flight deck. Effective on all types of fires, but used primarily on electrical, fuel,
and grease fires.

WARNING: If discharged on flight deck, wear oxygen masks and EMER 100% oxygen.
WARNING: The agent, and by-products by the heat of fire, are toxic. After discharge, it can
take up to 7min for the agent to dissipate.

Water
On the cabin only. Used on fabric or paper fires only.

WARNING: Antifreeze compound added to the water, unfit for drinking.
CAUTION: Do not use on electrical or grease type fires.

Flashlights
Stowed throughout the airplane. Illuminate automatically when they are removed from the
stowage bracket. Extinguished only by placing it back. Batteries cannot be recharged. The
condition light is green for normal battery charge, and red if the battery should be replaced.

Emergency Equipment Locations – Flight Deck

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Flight Crew and Attendant Rest
OFCR & OFAR
Crew Rest (OFCR) in the forward part of the
airplane in the overhead area between door
1L and 1R. Access door 1L. Attendant Rest
(OFAR) in the aft part of the airplane in the
overhead area between door 4L and 4R.
Access near door 4L. Both have their own
smoke detection system but no fire
extinguishing system.

Occupancy
By crew members trained in the use of
evacuation routes, fire fighting and
depressurization.

Note: OFCR seat may be occupied during taxi, takeoff, or landing. Door latched open when
occupied. Bunks and common areas not to be occupied during taxi, takeoff or landing.
Note: The OFAR has no ventilation below 15,000ft altitude.

Layout
Both contain an entrance and common area, a bunk area (2 OFCR, 6 OFAR), and a curtained
offseat area (OFCR). Conditioned air provides temperature control and ventilation, regulated
using the temperature control panel in the common area. A humidification system is installed
to enhance comfort.

Entrance Enclosure
Same external appearance as a lavatory, and utilizes a keyless lock. Door should remain closed
and locked at all times, except where placarded otherwise, and may be secured open with the
door latch when occupied during taxi, takeoff or landing (OFCR).

Control Panels
110-V AC PED power outlet in seat control panel (OFCR). Temperature control set between
15oC and 27oC. The seat (OFCR) and each bunk have individual air flow outlets.

Note: Temperature can only be increased above temperature in aft cabin area (OFCR), and
cabin zone D duct temperature (OFAR). System is not able to achieve the selected
temperature under all operating conditions.

Oxygen System
Part of the passenger system, operation is identical.

Crew Rest Smoke Detection

Annunciated by a smoke alarm horn (pulsating) in the crew rest and the entrance.
• OFCR: 4 smoke detectors, in the common area, seat area, and each bunk area.
• OFAR: 8 smoke detectors, in the common area (2), and each bunk area.

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System Operation
If smoke is detected:
• Flight deck: SMOKE REST UPR DR 1, or SMOKE REST UPR DR 4.
• Crew rest area: smoke detector indicator light illuminates, all area lights illuminate,
pulsating horns sound, air supply valves are closed and exhaust valves are opened.
Once the smoke clears, indicator light extinguishes and the smoke detector is sensitive again.

Note: Blowing air into the detector sensor may clear lingering smoke.

Emergency Equipment
OFCR:
• Halon fire
extinguisher (1)
• (PBE) (2)
• Life vest (1)
• Flashlight (1)
OFAR:
• Halon fire
extinguisher (1)
• (PBE) (2)
• Flashlight (1)

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CHAPTER 2: AIR SYSTEMS

System Controls and Synoptic Display

B787-8 B787-9

Air Conditioning System Description

Introduction
Supplies:
• Conditioned air and recirculated cabin air at a controlled temperature
• Conditioned air to the flight deck shoulder heaters
• Ventilation for cabin galleys, lavatories and crew rest
Pack control, zone temperature control, cabin air recirculation, fault detection and overheat
protection are automatic, with back-up system control modes in the event of failures.
There are 7 temperature zones: flight deck and 6 cabin zones.

Note: Subzones A1 and B1 are not depicted on the synoptic.

Air Conditioning Packs

Outside air is supplied to four electric Cabin Air Compressors (CAC) through two inlets in the
wing to body fairing. During normal ground operations and landings, deflector doors prevent
debris from entering. May retract when ambient air temperature is <-2oC or >35oC.

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Air is pressurized and flow regulated by the CACs and supplied to two packs (two for each
pack). A single CAC provides sufficient air to its pack in all operating modes. Packs are
controlled by two Pack Control Systems. If one fails, control switches to the other.

Air flow to the packs is controlled by regulating the CACs. Output is increased during high
demand periods, or limited during electrical load shed. Outside air flow is controlled to ensure
a minimum ventilation rate.

Pack Ground Operation
Both packs are selected AUTO. Each pack uses a ram fan to draw air through the ram air
system when sufficient main A/C Bus power is available. One CAC in each pack runs when
using the APU as the power source. During cold weather ops both CACs in each pack are ON.
Use of external power to power the packs is not recommended. A ground source of
conditioned air can be used directly to the cabin distribution system.

CAUTION: Packs and lower recirculation fans must be OFF before/during use of external air.
Note: Three CAC operation is enabled 2min after both engines are running (B787-9).

For engine stars, all CACs are OFF (PACK L/R inhibited). Packs restart 2min after start sequence
is initiated and engine is running. If both engines are started together, and the 2min limit is
met, packs restart after the second engine is running.

Pack Non-normal Operation
In case of overheat or other significant pack fault, pack shuts down and PACK (L, R) is
displayed. Press AIR COND RESET to attempt to restore pack operation below 35,000ft.
For in-flight starter assisted engine start, only one CAC runs (maintain pack operation and
maximize power for cross start).
During a go-around with N-1, if slat autogap is needed, both packs could temporarily load shed
(PACK L+R, no crew action required).

Standby Cooling Mode
Back-up to normal mode for certain internal malfunctions. PACK MODE (L, R) and STBY
COOLING on the AIR synoptic.
If one pack is in this mode and the other is operating normally, the pack in standby mode shuts
down at lower altitudes and higher OATs. It restarts when altitude and OATs are suitable for
standby cooling. Pack cooling capacity may be less than in normal mode.

Air Distribution
Recirculation fans assist the packs to maintain a constant ventilation rate through the cabin.
Draw cabin air through filters, then reintroduce it into the distribution system.

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Flight deck receives 100% conditioned air, the cabin a mix of outside and recirculated air (some
recirculated air is supplied to the flight deck if one pack is OFF and associated lower
recirculation fan is ON). Outside air flow is reduced during failures and load shed. Cabin
attendants can reduce outside airflow based on the number of occupants (limited to assure a
minimum airflow is always supplied).
Air exhausted from the cabin flows into the upper recirculation system or to the lower deck,
where is exhausted overboard through the outflow valves or drawn to the lower recirculation
system. Air from the fans is mixed with pack air before entering the distribution ducts.
Lower recirculation ducts contain liquid-to-air heat exchangers (additional cabin cooling) that
reduce the power required from the CACs, provided by the Integrated Cooling System (ICS).
When RECIRCULATION FAN are OFF, RECIRC FAN UPR, LWR OFF is displayed. This does not
increase the amount of fresh air, but decreases the airflow.

Note: if smoke is detected in the aft E/E, lower recirculation fans are commanded off (B787-9).
CAUTION: Recirculation fans must remain ON during hot weather operations unless directed
by a non-normal checklist.

A de-humidification system in the crown area of the passenger compartment operates when
electrical power is available. Two zonal dryers (forward and aft) remove moist air. Fans
recirculate dry air back, while moist air is exhausted below the cabin floor.

Alternate Ventilation System (AVS)
Provides an alternate means of ventilating the cabin and flight deck if both packs are
inoperative:
• B787-8: A dedicated flush inlet valve and duct deliver outside air flow downstream of
the pack outlet. When un-pressurized, ALTN position opens a valve allowing fresh
outside air to be drawn into the distribution system. No alternate ventilation flow
when aircraft is pressurized.
• B787-9: When unpressurized, ALTN positions FWD and AFT outflow valves to the ten
and one o’clock positions, allowing fresh outside air to be drawn into the air
distribution system. When below 13,000ft and not on ground.

Temperature Control
Hot trim air from each pack is added to the pack conditioned air. Each trim air system supplies
two cabin zone ducts (L to B and D, R to A and C), and one flight deck zone duct.
Cabin zone temperatures are regulated by controlling pack outlet temperature and adding hot
trim air to the zone supply ducts to meet the target temperature. CABIN TEMP and FLT DECK
TEMP set a master reference temperature between 18o and 29oC (mid position for flight deck
≈24oC, during ground operations full C/W commands flight deck boost fan ON and increases
airflow in cockpit). Target temperatures of each cabin zone may be modified ±3oC within the
range. The zone requiring the coolest temperature controls the pack outlet temperature.
If temperature setting is unavailable, pack outlet temperature is regulated to either the last
temperature set or an average cabin temperature of 24oC.

Crew Rest Area Temperature Control
Manually by the heater controls in each compartment (OFCR and OFAR).

Temperature Control With Loss of Trim Air
If left or right system is off, temperature controllers attempt to maintain all zones at the
average target temperature. Flight deck is maintained between 18oC and 29oC. Flight deck may

18
become uncomfortable, setting CABIN TEMP may achieve a cooler or warmer flight deck
temperature.

Shoulder and Foot Heaters

Shoulder heat is provided by electric elements in the side window air diffusers, available in
flight. Foot heaters have electric elements only, available when pack and recirculation fans are
ON (both on ground and in-flight).

Humidification System
Operates 20min into cruise above 25,000ft when HUMID is ON, and is switched off 1-1.5hrs
prior to touch down (flight deck and OFCR).

Cargo Temperature Control System

Forward and Bulk compartments have independent temperature control systems. Aft
compartment is heated, but temperature is uncontrolled.

Forward Cargo Compartment Air Conditioning System
Provides temperature control and conditioned air. Ventilation and conditioned air is provided
by the forward E/E cooling exhaust, a dedicated refrigeration unit, in-line electric heaters and
forward cargo exhaust fan.
FWD CARGO FLOW controls ventilation to prevent or remove cargo odors from passenger
cabin. LOW mode (any cargo other than animal) adjusts pack airflow to minimize fuel burn,
provide thermal comfort in the cabin, and increase humidity. Flow rate is adjusted based on
number of occupants to ensure air quality is maintained. HIGH mode (live animals or other
odorous cargo) prevents or removes cabin odors. FWD CARGO A/C sets a target temperature
between 4o and 27oC (mid position 16oC). OFF disables heater and refrigeration unit, normal
cargo heating is provided by forward E/E exhaust.

Note: If control fails, packs maintain last selected target temperature.

CARGO A/C FWD when the selector is in any position other than OFF and a fault is detected.

Bulk Cargo Heat
Ventilation and heat are provided from cabin air passing through a supply fan and in-line
electric heaters. In addition, some residual heat from the aft E/E cooling exhaust enters from
below the compartment floor.
AUTO on BULK CARGO TEMP (temperature target 21oC) turns on the ventilation fan to allow
live animal transport. There is automatic overheat protection. When shutdown occurs, cargo
heat cannot be restored in flight. CARGO HEAT BULK when switch is off or a shutdown occurs.

Aft Cargo Heat
Ventilation and heat provided from aft E/E cooling exhaust entering from below the
compartment floor. In addition, some residual heat leaks through the insulated curtain from
the bulk compartment.

19


Equipment Cooling, Ventilation, Lavatory and Galley Ventilation

Forward Equipment Cooling

Provides cooling and ventilation for the equipment on the flight deck and forward E/E racks.
Internal fans and valves direct cabin air to the equipment and then ventilate the warm exhaust
air through a dedicated overboard vent valve or to the forward cargo compartment. There are
two supply fans. If the primary fails, the backup operates automatically. An additional vent fan
draws warm air.
In flight, FWD EQUIP COOLING in OVRD aids smoke evacuation from the flight deck. On
ground, EQUIP COOLING FWD and call horn in the wheel well sounds if system is inoperative.

Aft Equipment Cooling
Provides cooling and ventilation air for the aft E/E and heating/ventilating air for aft cargo.
Internal fans and valves direct cabin air to the aft equipment bay and ventilate the warm
exhaust air to a dedicated overboard exhaust valve or aft cargo. There are two supply fans. If
the primary fails, the backup operates automatically. An additional vent fan draws warm air.

20
In flight, AFT EQUIP COOLING in OVRD aids smoke evacuation from the cabin. On ground,
EQUIP COOLING AFT and call horn in the wheel well sounds if system is inoperative.
EQUIP OVBD VLV AFT indicates overboard valve is failed open. Pressurizing leads to a large
pressure differential between the cabin and cooling duct, causing duct failure and loss of cabin
pressure.

Equipment Cooling Override Mode
Both FWD and AFT Systems reconfigure to override mode if:
• FWD/AFT EQUIP COOLING set to OVRD
• Both supply fans fail in flight
• Both flow sensors fail
• Low airflow in flight
• Excessive temperature in flight
• Smoke detected in cooling or ventilation system, or forward cargo area (FWD only)
• FWD/AFT CARGO FIRE ARM is ARMED
Cargo heat and overboard vent valves are closed, vent fan and both supply fans are off, and
override valve is in the override position. Differential pressure draws air through the flight deck
panels and E/E racks to create a reverse flow across the equipment, then exits through the
override valves to an overboard venturi.
Supplies adequate cooling in cruise, but airflow decreases as the airplane descends (FWD).

Lavatory/Galley Ventilation System
Provides ventilating air for the lavatories and galleys, and smoke control for the lavatories and
crew rests. It is also a secondary heat sink for the PECS.

21


Power Electronics Cooling System (PECS)
Liquid cooling system for the large motor power distribution system in the aft E/E. Also
provides liquid cooling to the supplemental cooling units (SCUs) and associated motor
controllers of the ICS. Each of the two independent cooling loops has a single pump package
which contains two fully redundant pumps.

Liquid quantity and status for each loop displayed on the STATUS page. Liquid coolant supply
temperature during normal operation is 27oC. A single loop is displayed when only one forward
external power in connected and ON. No flight deck control, operation is completely
automated and no crew action is required.

CAUTION: PECS requires a cool-down period following pack and hydraulic EMP shutdown to
dissipate residual heat. This prevents damaging the units and degrading the
coolant (see SP.6 – Electrical Power Down).

Integrated Cooling System (ICS)
Centralized refrigerating system that provides cooling to galley carts and assists with cooling
recirculated cabin air. Integrated with the A/C and liquid cooling to manage heat loads. No
flight deck control.

22
Miscellaneous Equipment Cooling System (B787-8)
Provides cooling to equipment located in various areas. Includes IFE and non-essential
equipment in crown and lower lobe no cooled by other systems. Operation is fully automatic
and powered whenever the aircraft is powered. Cooling can be removed using the IFE switch.

Pressurization System Description

Introduction
Regulates the discharge of conditioned cabin air through two outflow valves, forward and aft.
Normally, the outflow is split equally. Cabin altitude and full ventilation rates can be
maintained by either valve. Positive and negative relief valves/vents protect the fuselage.
Automatic and manual operating modes. No specific flight crew action is required for fully
automatic operation.

Automatic Operation
In flight CPCS operates in climb, cruise or descent mode. It uses ambient pressure and flight
plan data from FMS to calculate a cabin pressurization schedule to provide a comfortable climb
to cruise altitude.
For takeoff, the system supplies a small positive pressurization prior to rotation. In climb
mode, cabin altitude increases on a schedule related to climb rate and flight plan cruise
altitude. Planned level segments are included in the total time required to reach T/C (cabin
altitude continues to increase). For unplanned level segments or when VNAV is disengaged,
cabin altitude remains constant as long as altitude is not changing. When flight path is above
FMC climb path and maximum differential is reached, cabin rate becomes a function of
airplane climb rate so maximum differential is not exceeded.
If cruise altitude is unavailable, default is 43,000ft. In cruise mode, cabin altitude is at or below
6,000ft. During some degraded operation, may climb to 8,000ft (A/C not achieving
temperature and ventilation rate targets), more likely with an inoperative pack or CAC.
Descent mode is entered after descent is initiated. Cabin altitude decreases to slightly below
FMC planned landing altitude. This ensures airplane lands pressurized (barometric pressure
correction comes from CPT’s altimeter setting). At touchdown, both outflow valves open.

23
If takeoff elevation >8,000ft, cabin descends to target altitude while aircraft is climbing. If
destination is >8,000ft, cabin altitude climbs to 6,000ft after takeoff and remains during cruise.
Then starts climbing to destination altitude when appropriate.

Operation With Loss of Landing Altitude
Unavailable from FMC, and not set in MAN, LANDING ALTITUDE. Controller assumes 2,000ft.

Operation With Loss of Cabin Pressurization
Outflow valves close and remain closed until airplane reaches 15,000ft or descends below
cabin altitude. Full open for the remainder of the flight. Do not attempt to manually close the
valves.

Manual Operation
OUTFLOW VALVE switches set to MAN. Operated by holding the OUTFLOW VALVE MANUAL
switch to OPEN or CLOSE. Valve position is displayed on EICAS. If not available, holding the
respective switch in the desired position for 30sec moves the valve from full open or closed to
the selected position.
Landing altitude can be manually set (-2,000 to 14,000ft) pulling the selector out, which also
displays pressurization system indications on EICAS. Turned slowly, 100ft increments; turned
quickly, 500ft increments.

Bleed Air System Description

Introduction
Supplied by the engines for engine core and inlet cowl anti-ice.

Engine Anti-ice Bleed Air Supply

From a dedicated engine bleed port. Anti-ice valves are armed when ENGINE ANTI-ICE
switches are in AUTO. The valves open when system detects icing conditions or is set ON. Hot
bleed air flows to keep ice from forming. Valves close when icing conditions are no longer
detected or set to OFF. Valves close automatically:
• During start
• Overtemperature
• Overpressure
• Engine fire switch pulled
• Bleed air leak

24
CHAPTER 3: ANTI-ICE, RAIN

Introduction
Includes:
• Automatic ice detection • Flight deck window heat
• Engine anti-ice • Windshield wipers and washers
• Wing anti-ice • Probe heat
• Pack inlet anti-ice

Automatic Ice Detection System

Senses the existence of icing conditions and provides signals to
control engine, wing, and pack inlet anti-ice. Two detectors
measure liquid water content, using TAT and other air data and
temperature sources. Heated electrically after engine start. ICE
DETECTORS displayed if system fails. Inhibited on ground
<75kts.

Engine Anti-ice System

Uses bleed air to provide engine core and cowl inlet ice protection. Can be operated in flight
or on ground. EAI above EICAS N1 indication when an engine anti-ice valve is open. Left and
right engines have identical, independent anti-ice systems.

Automatic Operation
In flight with ENGINE ANTI-ICE in AUTO, when icing conditions are detected, engine anti-ice
valves open. When no longer detected, valves close. Inhibited on ground.

Note: ice detection system total air temperature may not be the same as the displayed TAT.

Manual Operation
On ground or in flight, when ENGINE ANTI-ICE is ON, anti-ice valves open. Close automatically:
• During start,
• Bleed air overtemperature, or overpressure,
• Fire switch pulled,
• Bleed air leak.
In addition, EEC automatically adjusts idle to prevent engine icing.

Leak Detection System
If an anti-ice duct leak is detected, respective engine valves close.

Wing Anti-ice System

Electric system powers thermal anti-icing mats on the leading edge slats on each wing.
Inhibited on the ground <75kts. May be momentarily shed (30sec maximum) during high

25
electrical loads (i.e. flap retraction). To maintain aerodynamic stability, system controls
symmetrical operation (if one mat fails, automatically de-powers the opposite mat). WAI
below EICAS N1 when wing anti-ice is powered.

Automatic Operation
With WING ANTI-ICE in AUTO, when icing
conditions are detected, power is supplied to
the thermal mats. When no longer detected,
the system may enter a clean up cycle before
power is removed. It continues to provide
electrical power to clear any residual ice. WAI
indication remains displayed.
Available in flight and on ground >75kts.

Manual Operation
With WING ANTI-ICE selector ON, system is powered any time TAT<25oC.

Engine and Wing Anti-ice Effects on Maneuver Margin

With flaps out of up, engine or wing anti-ice use (automatic or manual) modifies stick shaker
logic, increasing shaker speed and minimum maneuvering speed. This reduces maneuver
margin. Stick shaker logic returns to normal if no icing conditions have been detected for a
certain time and TAT>10oC (switches in AUTO), or when airplane lands.
With flaps up, there is no effect.

Note: Stick shaker logic returns to normal when airplane lands, regardless of switch position.

Pack Inlet Anti-ice System

Ice protection for ram air inlets for CAC. An electric heater
on the leading edge of each inlet prevents ice formation and
reduces ice formation in the duct. Automatic operation with
signals from the ice detection system. Inhibited on ground
and when TAT>10oC.

Flight Deck Window Heat

Electrically heated. Forward windows have
exterior surface anti-icing, and interior
surface antifogging. Side windows have
interior surface antifogging only. With
PRIMARY L SIDE, L FWD, R FWD, and R SIDE in
ON, primary system operates automatically.
With BACKUP L FWD and R FWD in ON, a
backup antifogging system for the forward
windows operates if the primary system fails.

Windshield Wipers/Washers
Forward windows equipped with independently controlled, three-speed wipers. Windshields
equipped with a washer system. Switches command a continuous application of washer fluid.
Scratching may occur if wipers are used on a dry windshield surface.

26


Probe Heat
Pitot probes and angle of attack probes are
electrically heated when either engine is
operating.
TAT probe is electrically heated in flight.

27
CHAPTER 4: AUTOMATIC FLIGHT

Introduction
The Automatic Flight Control System consists of Autopilot Flight Director System (AFDS) and
Autothrottle (A/T). The Mode Control Panel (MCP) and FMC control both systems.

AFDS
Consists of three autoflight computing systems and the MCP. MCP controls AP, FD, altitude
alert, and A/T, and is used to select and activate AFDS modes, and establish altitudes, speeds,
and climb/descent profiles.

Autoflight systems provide control of FDs
and AP. Commands come from MCP and
FMS. AFDS does not have direct control of
flight control surfaces, but through the fly-by-
wire flight control system (see Chapter 9).
Rudder commands added only during an AP
approach and landing. Also controls nose
wheel steering during rollout after an
automatic landing.

MCP Mode Selection

Select automatic flight control and FD modes, activation indicated by FMA.
Activate with a single push: Arm or activate with a single push:
• ALT • G/P or G/S via APP
• FLCH SPD • LOC/FAC
• HDG/TRK HOLD/SEL • B/CRS
• FPA • LNAV
• V/S • VNAV
All modes except G/S and G/P can be deselected by selecting another mode. All modes can be
deselected by disengaging the AP and turning both FDs off. After LOC and G/S capture, both
modes can also be deactivated by selecting TO/GA mode, or if >1,500ft RA, by reselecting APP.
VNAV, LNAV, LOC, FAC, G/S and G/P modes can be disarmed by pushing the mode switch a
second time (except when LNAV is automatically armed on go-around).
Target values can be selected for:
• Airspeed • Altitude
• Mach • Flight Path Angle*
• Heading • Vertical Speed*
• Track * Cannot be preselected

AP Engagement and Disengagement
• Engagement: by pushing either MCP autopilot engage switch.

28
 • Normal disengagement: through either control wheel AP disconnect switch. Can also
be disengaged by MCP A/P DISENGAGE bar, or overriding with the control column.
• Automatic disengagement: for some failures.
AUTOPILOT DISC displays if AP is manually or automatically disengaged. Depending on the
failure, it may be possible to re-engage one AP.

Mode Degradations
Autopilot
System can detect the degradation of a specific mode. AP remains engaged in an attitude
stabilizing mode based on inertial data. Annunciated on PFD and HUD by a line through the
affected mode annunciation, removal of respective FD bar (and guidance cue from HUD), and
AUTOPILOT message. When degradation is no longer present, annunciations clear, and AP
resumes using the mode.
System also detects an uncommanded change to altitude selected on MCP. AUTOPILOT clears
when moving the MCP altitude selector.
Above 500ft RA if crew does not respond to a mode degradation after 10sec, AP disconnects
(AUTOPILOT DISC + wailer). Below 500ft RA, mode degradation indications include NO
AUTOLAND and ASA NO AUTOLAND on PFD and HUD. AP does not disconnect at this height.
TO/GA mode is available for go-around, and AP can be re-engaged above 200ft RA, if
disconnected. (EC-NGQ, EC-NGR, EC-NIL to EC-NPR)

Flight Director
When a specific FD mode degrades, it provides an attitude stabilizing command based on
inertial data. Annunciated by the removal of affected FD bar (and HUD guidance cue). When
degradation is no longer present, FD commands return to view.

ILS Signal Interference Monitor
Due to service vehicles or aircraft, for both LOC and G/S signals. AP disregards ILS signal and
remains engaged in an attitude stabilizing mode. If lasts only a short period of time, no
annunciation other than erratic movement of ILS raw data. If condition persists, same as other
degradations.

G/S and LOC Signal Interference Monitor
AFDS limits the descent angle 3.25o while in the attitude stabilizing mode, and uses inertial
data for up to 15sec in G/S and 20sec in LOC modes to allow the signal error to resolve. (EC-
NGQ, EC-NGR, EC-NIL to EC-NPR)

FD Display
Normally whenever FD switch is ON. Also displayed when switch is OFF and a TO/GA switch is
pushed, if IAS>80kts and flaps are out of up. Can be removed by cycling the switch on, then off.
Stall and overspeed protection activation cause the pitch bar to disappear.

AFDS Status Annunciation
• A/P: engaged
• FLT DIR: FD ON, AP not engaged
• LAND 2: fail passive
• LAND 3: fail operational
• NO AUTOLAND: AFDS unable to
make an automatic landing

An EICAS message displays for any fault which limits capability of automatic landing system.
Changes in autoland status below 200ft AGL inhibited when doing an ILS autoland.

29
Flight Mode Annunciations
For autothrottle, roll, and pitch modes. Active
or captured modes at the top in large green
letters. Armed modes (except TO/GA in the
air) in smaller letters (white on PFD) at the
bottom. A green box displays for 10sec when
a mode first becomes active, or a degraded
mode indication is removed.

Autothrottle Modes
• THR: thrust to maintain the climb/descent rate required by pitch mode
• THR REF: reference thrust limit on EICAS
• IDLE: thrust levers to idle, followed by HOLD
• HOLD: A/T servos inhibited, pilot can set thrust levers manually
• SPD: maintains command speed, set using the MCP or by the FMC (A/T does not
exceed operating speed limits or thrust limits)

Note: When only one A/T is connected and armed, "L-" or "R-" precedes the mode.

Roll Modes
• LNAV
o Armed: activates when parameters are met.
o Active: above 50ft RA and in position to turn onto the active route leg. In flight,
immediate activation if within 2 1/2NM of active leg.
o On go-around, active at 50ft RA with FD only, 200ft RA with AP engaged.
• HDG/TRK
o SEL (active): turns to or maintains heading/track set in MCP.
o HOLD (active): holds present heading/track, or the one reached after wings level.
• LOC
o Armed: captures localizer when within range and 120o of course.
o Active: tracks LOC course.
• FAC
o Armed: captures IAN final approach course.
o Active: tracks IAN final approach course.
• B/CRS
• TO/GA
o On ground, active by positioning either FD switch ON when both are OFF; or
pushing either TO/GA switch with airspeed >80KIAS. Guidance active at lift-off.
o In flight, armed with flaps out of up or G/S captured. No flight mode annunciation.
Activated by pushing a TO/GA switch. Maintains ground track.
• HUD TO/GA
o On takeoff, lateral guidance for takeoff roll and rejected takeoff using ILS or GLS
signals, after selecting a HUD TAKEOFF departure in the FMC.
o Active when approaching runway center line and within 45o of runway heading.
• ROLLOUT
o Armed: Displayed below 1500ft RA on autoland (LAND 2/3). See FCOM SD.4.20.22
o Active: After touchdown with weight on wheels, uses rudder and nosewheel
steering to stay on the localizer centerline.

30
Pitch Modes
• TO/GA
o On ground, active by positioning either FD switch ON when both are OFF; or
pushing either TO/GA switch with airspeed >80KIAS. Initial pitch of 8o up,
guidance becomes active at lift-off.
o After lift-off, maintains:
§ V2+15kts or airspeed at rotation (pitch>2o) +15kts (the higher).
§ If current airspeed remains above target speed for 5sec, target is reset to the
lesser of current airspeed or V2+25kts.
§ MCP speed if changed to a speed greater than target speed.
o In flight, armed with flaps out of up or G/S captured. Commanded speed is MCP or
current airspeed (the higher), to a maximum of MCP+25kts.
• VNAV
o Armed by pushing VNAV.
o Activates above 400ft and maintains FMC computed airspeed/path:
§ VNAV SPD (active): maintains FMC speed, or MCP for speed intervention.
§ VNAV PTH (active): maintains FMC altitude or descent path.
§ VNAV ALT (active): conflict between VNAV profile and MCP altitude, levels off
and maintains altitude on MCP.
§ For early descent, FLCH, V/S, or FPA may be selected to descend below VNAV
descent path. If armed and airplane intercepts it, VNAV activates in VNAV PTH.
• V/S, FPA (active): Maintains ROC/ROD or FPA set in MCP.
• FLCH SPD (active): opens IAS/MACH window, maintains set airspeed.
• ALT: activated by pushing HOLD, or capturing selected altitude from V/S, FPA, or FLCH.
• G/S (active): follows ILS or GLS glideslope, inhibited until LOC captured.
• G/P (active): follows FMC glidepath, inhibited until LOC/FAC captured.
• FLARE
o Armed: during autoland (LAND 2/3), displays below 1500ft RA.
o Active: during autoland (LAND 2/3), activates between 60 and 40ft RA.
Deactivates at touchdown and lowers the nosewheel.

Autothrottle System
Provides thrust control from takeoff through landing. Operation controlled from:
• MCP: mode and speed selection.
• CDUs: FMC reference thrust limit selection.
When VNAV is active, FMC selects autothrottle modes and target thrust values.
Autothrottle is either:
• OFF: A/T arm switches OFF.
• ARMED: A/T arm switches ON and autothrottle mode is blank.
• Active: A/T arm switches ON and there is an autothrottle mode shown.

Manual Flight
Autothrottle can be operated with FDs OFF and AP not engaged. With AP not engaged, but one
or both FDs ON and autothrottle active, turning off both FDs sets autothrottle to SPD.
During a manual landing, with autothrottle in SPD, or VNAV/FLCH SPD with autothrottle active,
thrust reduces to IDLE at 25ft RA.

Automatic Activation
To provide stall protection when armed and not active. In ALT, V/S, FPA, VNAV ALT/PTH/SPD,
FLCH SPD, G/S, G/P, TOGA or with no active pitch mode, and:
• Speed less than an FMC calculated value for 1sec, and
• Thrust below reference thrust limit, and

31
 • 400ft above airport on takeoff or above 100ft RA on approach
In ALT, V/S, FPA, G/S, G/P, VNAV ALT, VNAV PTH, or if AP is disconnected with both FD off,
activates in SPD and maintains minimum maneuvering speed or speed in MCP (the greater).

Note: during climb:
• In VNAV SPD, activates in THR REF
• In FLCH SPD, activates in THR
• In TOGA after go-around, activates in THR
Note: during descend in VNAV SPD or FLCH SPD, if speed decreases into the amber band,
activates in THR to reach CLB when stick shaker is activated.

In FLCH SPD or VNAV SPD/PTH and A/T in HOLD, if speed decreases into the amber band, A/T
will change to THR to reach CLB when stick shaker is activated. In TOGA during takeoff, A/T in
HOLD, and low speed condition, A/T will change to THR REF (within 10kts of stick shaker).

Autothrottle Thrust Lever Operation

A/T moves either or both thrust levers. Can be manually positioned without disconnecting the
A/T. After manual positioning, system repositions thrust levers to comply with active mode
(not in HOLD). AUTOTHROTTLE L or R displays when the respective servo fails.

Autothrottle Disconnect
Manually by pushing either autothrottle disconnect switch, except during conditions that
cause the autothrottle to automatically activate. Also by positioning either or both A/T ARM
switches to OFF, preventing activation of all autothrottle modes for the affected autothrottle.
Automatically:
• Fault in active mode
• Either reverse thrust lever is raised to reverse idle
• Thrust levers overridden during a manual landing, after A/T has begun to retard
• Both engines shut down
• May disconnect when one engine is shut down
AUTOTHROTTLE DISC displays and an aural alert sounds for both manual and automatic
disconnection. Inhibited if the disconnect occurs because of reverse thrust.

Automatic Flight Operations

Takeoff
When the autothrottle is not active by 50kts, it cannot be activated until above 400ft.

Approach
With a localizer-based navigation aid, monitor raw data and call out any significant deviation.
Intervene if AFDS performance is not satisfactory. Perform an immediate go-around if final
approach course is not intercepted. (EC-MIG to EC-NGN, EC-NGS, EC-NVX to EC-NXA)
With command speed VREF+5kts and landing flaps, there is sufficient wind and gust protection
available with autothrottle active. In turbulence, thrust may be higher than necessary, and
average speed may be higher than command speed.

Integrated Approach Navigation
Allows the use of consistent procedures for all types of instrument approaches. Any approach
where the glidepath angle is defined in the navigation database (RTE LEGS) can be flown using
procedures, indications and alerts similar to an ILS approach.

32
Uses FMC computed G/P for vertical guidance. Lateral guidance comes from FMC or localizer.
Only provides guidance to the runway if the MAP is located on the runway approach end. Does
not support automatic landings.

Runway Alignment
Submode of the approach mode. With crosswinds, the crab angle is reduced at touchdown:
• Crab angle >10o: runway alignment occurs at 500ft AGL, sideslip of 5o until
touchdown. Airplane lands with a minimum 5o crab angle.
• Crab angle between 5o and 10o: initial alignment at 500ft AGL, sideslip to reduce crab
angle to 5o. Maintained to 200 ft AGL, second alignment increases the sideslip.
• Crab angle <5o: at 200ft AGL a sideslip is introduced to align with the runway.
Also compensates for a single engine approach:
• Engine failure prior to approach: sideslip introduced at 500ft AGL, establishes a wings
level configuration.
• Engine failure during approach: wings level configuration established when engine
failure is detected.
In moderate or strong crosswinds from the side opposite the failed engine, no wings level
sideslip is commanded. Aircraft is already banked into the wind.

Flare
Not for single AP or FD only operation. Below 350ft RA, inboard spoilers are biased up. Flare
maneuver starts at 50ft RA, FD bars disappear. A/T retards to idle between 25-50ft RA.

Go-around
Pushing either TO/GA switch activates a go-around. Remains active even if the airplane
touches down. With the first push, autothrottle activates in THR to establish a minimum climb
rate of 2,000fpm. With the second push, autothrottle activates in THR REF.
TO/GA mode is terminated:
• Below 400ft RA: disengaging AP and turning FDs off, or automatic LNAV activation.
• Above 400ft RA: selecting another mode (pitch or roll).

Automatic Flight Windshear Recovery

By means of the normal go-around pitch and roll modes. With go-around armed, pushing a
TO/GA switch commands a pitch-up of 15o or slightly below the pitch limit (the lower).
As rate of climb increases, AFDS transitions from pitch to airspeed control. Target airspeed is
MCP or current airspeed (the greater when TO/GA is activated).

Flight Envelope Protection
AP and A/T prevent stall and overspeed.
Overspeed protection is available with flaps
up for all flight modes except G/S.
With flaps out of up, flight envelope
protection is only available in FLCH and
TO/GA.
AUTOPILOT displays if AP has begun flight
envelope protection or amber line displays
through the affected active mode.
AP limits bank angle to 30o.

33
CHAPTER 5: COMMUNICATIONS

Introduction
Includes: Controlled using:
• CVR • Audio control panels (ACP)
• Radio communication • Tuning and control panels (TCP)
• SELCAL • CDU communications pages
• SATCOM • MFD communications pages
• Communication crew alerting system
• Interphone
• Data communication

Audio Control Panels (ACP)

Manage radio and interphone communication systems. Navigation receiver audio can also be
monitored. Microphones are keyed by pushing the desired transmitter select switch and using
a MIC (wheel, ACP, glareshield MIC, or a hand microphone PTT). Systems are monitored using
headphones or speakers. Oxygen mask microphone is enabled and boom microphone disabled
when stowage doors are open (disabled when left door closed and RESET/TEST pushed).

Observer Audio Selector

CAPT-F/O: connects Captain's or F/O’s hand microphone,
headphone, boom microphone/headset, oxygen mask
microphone, speaker, and mic/interphone switches to first
observer ACP.

Cockpit Voice Recorder (CVR) Systems

Records continuously any transmitted or received datalink communications and flight deck
audio selected on the ACPs. Also flight deck area conversations (area microphone and other
microphones, independent of switch positions).

ERASE Switch
Push and hold for 2sec (on ground and engines off).

TEST Switch
Push and hold for 3sec (on ground and engines off) tests area
microphone. Test tone is heard. EICAS status if test fails.

Tuning and Control Panels (TCP)

Tune and control VHF, HF, SATCOM, cabin interphone, and other systems. L, C, and R, normally
associated with the respective radios.

34
Communication Indications
Enables to share a display between multiple communication
control functions. Each flight data block provides onside
microphone source, frequency, SELCAL and transponder
code settings.

Radio Communication Systems

Consists of VHF, HF, SATCOM and SELCAL systems.

VHF Communication System

Three independent VHF voice/data radios: L, C, and R. Any radio can be controlled by any TCP.
ACPs control voice transmission and receiver monitoring. When tuned to 121.5, all flight crew
automatically monitor that radio.
VHF L is configured for voice communication only. VHF C is normally used for data
communication. VHF C and R can be used for both voice or data communication. Only one VHF
radio can operate in the data mode at a time. ------- X ------- if X radio is inoperative.
In electrical power loss, L VHF and L TCP operate on standby power.

VHF Page Displays
Main VHF page (1/X) controls the active and standby frequency for all three radios. New
frequencies are entered into the scratchpad, then into active or standby windows.

Stored frequencies
VHF pages 2 to 4 can contain up to 8 stored frequencies (24 total) entered manually by the
crew. Accessed from the main VHF page using the step control to scroll through the stored
frequencies for the active radio in the standby window. Remain stored at flight completion.

ATC Uplink
If an uplink with a VHF frequency or transponder code is accepted, it is displayed in the
scratchpad preceded by UL when appropriate page is displayed (VHF 1, HF 1, or XPDR).

35
HF Communication System
Two independent HF radios: L and R. Can be tuned by any TCP. Managing identical to VHF. Up
to three pages of HF frequencies (24 total) can be stored. Two modes of operation: upper side
band (USB) or amplitude modulation (AM). Sensitivity can be controlled between maximum
(100) and minimum (0) volume. ACPs control voice transmission and receiver monitoring.
After a frequency change, the antenna tunes (continuous or intermittent tone). A tone longer
than 7sec indicates failure to tune. Data is stored for the last 100 tuned frequencies, and tone
may not be noticeable.
Both HF radios use a common antenna. Both can receive simultaneously if neither is being
used for transmitting.

If smoke is detected in the aft cargo compartment (EC-NVZ, EC-NXA):
• power is removed from the HF radios
• dashes are displayed on the TCP HF radio line

Data Mode
DATA appears at the end of the standby frequencies list. When a radio is in the data mode, it is
not available for voice communications.

Note: mode (VOICE/DATA) not affected after being load shed and re-energized (ENG start).
Note: HF datalink transmissions are inhibited on ground.

Stuck Mic Protection

If a radio transmits for more than 30sec, RADIO TRANSMIT CAPT, F/O, OBS. On ground, any
VHF radio that transmits for more than 35sec is disabled (------- X -------). Several seconds
before, an intermittent tone can be heard. Enabled when microphone switch is released.

SELCAL System
Monitors the three VHF and two HF radios. When it receives a call from a ground station, crew
is alerted through the communication crew alerting system.

Satellite Communication (SATCOM) System

Provides data and voice communications. Managed by the Satellite Receiver/Transmitter
(SRT), or Satellite Data Unit (SDU). Flight deck voice calls are controlled using the TCPs and
audio control panels.

36
Directories of airline-defined numbers are line-selectable, or numbers may be manually
entered. SATCOM main menu page allows to initiate, answer and terminate calls, monitor call
status, and access lower-level pages.
Audio conferencing between the cabin and ground by selecting both CAB and SAT transmitter.
SRT-2100 (EC-MIG to EC-MPE and EC-NVX to EC-NXA) provides three priority levels:
• EMG: emergency and distress (activates ground station alarm)
• HGH: regulatory and flight safety
• LOW: non-safety related service.
SDU-2200B (EC-MSZ to EC-NPR) provides a fourth level:
• PUB: non-safety related public correspondence.

Note: SBB communications are limited to PUB priority

Broadband Connectivity System

Dedicated satellite communications system providing passengers with real-time, high-speed
internet connectivity inflight. Access with PEDs using the cabin WAP. (EC-MIG to EC-NVY)

Communication Crew Alerting System

Alerts for normal operations requiring crew awareness that may require crew action.

Crew Alert Categories

• High: not in use.
• Medium: Message awareness required. Crew action may be
required (High-low chime).
• Low: Crew action may be required.

Interphone Systems

Interphone Communication System

Includes Flight, Cabin, and Service Interphone, and Passenger Address systems. Flight and
service interphones and PA are operated through the ACP. Cabin interphone is operated
through the TCP or handset.

Flight Interphone System

For communications between flight deck crew members. Also with ground crew through a
flight interphone jack on the nose gear. Ground crew initiated call indicated by •GROUND CALL
and CALL light on the ACP.
Used by selecting INT position of a wheel (latched in position) or ACP. Also by selecting FLT on
an ACP and selecting a microphone.

Service Interphone System

For communications between ground crew stations at various
locations. Can be connected to the flight interphone system.

Passenger Address System

Used by the flight crew to make cabin announcements. PA on ACP provides direct access to all
PA areas. Can also be selected through the cabin interphone or flight deck handset.
Announcement priorities:
• Flight deck announcements from ACP.
• Priority (all area) announcements.
• Normal announcements from handsets.

37
Cabin Interphone System
Between the flight deck and the flight attendant stations. Selecting CAB on an ACP and pushing
MIC. A station(s) must be selected and a call initiated from the TCP CABIN INTERPHONE page
to alert the desired station.
Normal priority calls from the cabin display •CABIN CALL. While another call is in progress, it
results in a busy signal, and station displayed in the call queue. Priority calls display •CABIN
ALERT and disconnect lower priority calls. While another priority call is in progress, it is
connected as a conference call.
Cabin interphone call queue, speed dial numbers, and
directories are accessed from the TCP CABIN INTERPHONE
page.
Pushing CAB twice within 1sec places a priority call to an
airline-designated call location. If in use, it is disconnected
and connected directly to the flight deck.

MFD Communications Functions

Control datalink features. Datalink messages not processed by the FMC are received, accepted,
rejected, reviewed, composed, sent, and printed using communications functions on the MFD.
COMM displays the communications main menu on the selected MFD. Incoming ATC and FIS
message traffic is annunciated by •ATC and displayed in the ATC Data Block on both auxiliary
displays, as well as the COMM MFD. Company messages are annunciated by •COMM and only
displayed on the COMM MFD.

Communications Menus
Can be customized by airlines.
• ATC: logon/status functions and downlink messages to ATC.
• FLIGHT INFORMATION: downlink messages for Departure, Oceanic and Pushback
Clearances, ATIS, TWIP, and Expected Taxi Clearance requests.
• COMPANY: downlink messages to airline facilities and operational datalink functions.
• REVIEW: transmitted messages, received messages not requiring a response that have
been viewed, or received messages with response already sent (inhibited if there are
no listed messages).
• MANAGER: controls for datalink and communication systems.
• NEW MESSAGES: uplinked messages that have not been displayed or responded to
(inhibited when there are no new messages).

38
Communications Control and Input Functions
Command Key Locations
At the bottom of communications pages. Each key has a label which changes based on the
page displayed and the possible action.

Help Window
In COMM and CDU displays at the bottom of the MFD. Assist in resolving data entry errors and
display FMC information messages. Some help messages clear automatically, others must be
manually cleared.

Message List
NEW MESSAGES sorted with ATC messages first, FLIGHT INFORMATION next and COMPANY
messages at the end. Each group is sorted by time (most current at the top). Message remains
in the list until it is accepted, rejected, or displayed. Messages requiring accept/reject remain
in the list until response is accomplished.

Information Messages
In an information box at the bottom of the MFD and relate to message status. Cover the
command keys. Cleared by selecting EXIT INFO if not automatically cleared.

ATC Messages
ATC and Flight Information Uplinks
Annunciated by •ATC. Message text
displayed in the ATC Data Block. Can be
displayed using NEW MESSAGE menu.

Company Uplinks
Annunciated by •COMM, or •PRINTER.
Displayed using NEW MESSAGE menu.

COMM System Messages
ATC related messages generated by the
communication system. Annunciated by
•ATC. Displayed in the ATC Data Block.

Accept/Reject/Cancel
Options displayed on the ATC Data Block. MFD message page
displays ACCEPT, STANDBY, REJECT REASONS, and REJECT keys.
Company messages can only be accepted or rejected on the
message page. Rejected messages are automatically removed
5sec after status changes to REJECTED.
ACCEPT, CANCEL, and REJECT buttons on the glareshield
perform the same function.

39
ATC Datalink
Communicates with participating air traffic control centers. Requires manual logon. Once
logged on, transfer is normally automatic.

Crew Feedback
ATC uplinks containing clearance data that the crew can set on the MCP, TCP or EFIS control
panel. Data values change to green when properly set:
• MCP speed, heading or altitude
• Barometer setting
• Transponder code
• VHF or HF frequency

FMC Data Loading
ATC uplinks which contain data for loading into the FMC. LOAD FMC transfers data to the FMC
and creates a modification.

Manager Functions
ACARS Manager
Select/deselect VHF, SATCOM, or HF transmission. Set with all three selections enabled at
power-up or data communication system reset. Deselected systems lose the capability to send
downlink messages, but can still receive and display uplink messages.

VHF/HF Manager
To select the default radio, and configure it to voice or data mode.

Note: On startup, C VHF defaults to data, and both HF radios default to voice.

ADS Manager
When armed, AUTOMATIC position report messages can be requested by ATC and/or
COMPANY. Airplane can be in contact with up to 5 different facilities at one time. One ATSP
can be inhibited from establishing an ADS contact.

Master Manager
Reset or Restart the data communication system.

40
CHAPTER 6: ELECTRICAL

Introduction
Generates, distributes, and manages electrical power. Operation is automatic. In addition to
traditional electrically powered systems, powers engine start, pressurization, wing ice
protection, stabilizer trim, and wheel brake. Primarily uses 115Vac and 28Vdc, with a limited
number of systems optimized with 235Vac.

Electrical System Power Sources

• 4 variable frequency engine starter/generators (VFSG)
• 2 variable frequency APU starter/generators
• 3 external AC power
• 1 RAT
• 1 main battery
• 1 APU battery
• 3 flight control Permanent Magnet Generators (PMG)
• 2 EEC Permanent Magnet Alternators (PMA)
Isolated throughout generation and distribution channels.
During power transfers, a brief power interruption may occur.

Engine Starter Generators

Function as starter motors for engine start, and engine driven
generators once engines are running. Each engine has two 235Vac
variable frequency starter/generators: L1 and L2 (left engine), R1
and R2 (right engine). Directly connected to the gearboxes,
variable frequency power proportional to engine rotor speed.
Power for engine start can be provided by external power, APU, or opposite engine. System
selects both starter/generators to engage to provide optimal torque. After start, function as
generators to energize their respective main AC buses, L1, L2, R1, and R2.

Each generator has a drive disconnect mechanism to mechanically
disconnect it from the engine. Depending on the fault, either
automatically, or by crew action, displays ELEC GEN DRIVE. After
pushing DRIVE DISC, cannot be reconnected by the crew.

GEN CTL / APU GEN OFF resets fault protection systems.

APU Starter/Generators
Function as starter motors for APU start, and generators once
APU is running. Provide electrical power for ground operations
and supplemental power during flight. Additionally, normal
engine start is accomplished using electrical power by the APU.
Two 235Vac variable frequency starter/generators, L and R.
Directly connected to APU gearbox, variable frequency power

proportional to APU speed.
Power for APU start can be provided by forward external power, APU battery, or engine
power. System selects single starter/generator to provide sufficient torque. For starts with

41
APU battery (no engine running and forward external power not ON), R starter/generator is
used. Either L or R starter is used if an engine is running or forward external power is ON.
On ground, both APU generators are available to energize the 235Vac electrical buses (L1, L2,
R1, and R2). In flight, one or both generators provide power depending on load requirements.
Three Common Motor Start Controllers (CMSC) drive the APU Starter Generators. Two give
priority to the main engine start and the third to the hydraulic electric motor pump over the
APU start. If demand pumps are turned on during APU start, it may be aborted. Similarly, if an
engine is shut down during an APU start.

External Power
Consists of both forward and aft systems (receptacles, controls, and indications) providing
115Vac. Forward system provides power for general ground operations. Two (L, R) receptacles
on the left forward fuselage. Connecting the receptacles illuminates AVAIL (plugged in and
quality acceptable) and energizes “Ground Handling” mode. Only one connection is required. If
two sources are connected, the first connected is the one used. Selecting external power ON
energizes the “External Power On” mode. Two connections are recommended to power the
maximum number of loads and minimize shedding.

If APU is not available, engine start may be accomplished
using external power. Minimum, two 90kVA forward
external power required. Either engine may be started first.
Only a single VFSG is used (increased start times). Load
shedding occurs. Connecting the aft receptacle only reduces
shedding (not start time).

Aft system assists forward system by powering the large
motor power system when starting the right engine first
(AFT EXT PWR ON). Receptacle on the fuselage aft of the
left wing. To reduce shedding, both forward power sources
must be connected, and right engine started first.

RAT Generator
RAT serves as an emergency source of electrical and hydraulic power. No operating time limits,
airspeeds, or altitudes. In flight, RAT deploys if:
• Both engines have failed
• All three hydraulic pressures low
• Loss of electrical power to CPT’s and F/O’s flight instruments
• Loss of all four EMPs and faults in flight control system on approach
• Loss of all four EMPs and engine fails on takeoff or landing
RAT can be deployed manually using RAM AIR TURBINE.

42
Battery Power
Main battery provides power for:
• Power-up
• APU start (assists APU battery)
• Refueling
• Towing
• Electric braking (backup power)
• CPT’s flight instruments (after a power failure until RAT deployment)
APU battery functions automatically, no flight deck switch. Provides power on ground for:
• APU start
• Navigation lights (Towing Power mode)
Both have protection systems to ensure overcharging does not occur. Stops charging and, if
necessary, isolates the battery.
If either battery overheats, a sealed enclosure ensures heat and gases are contained and pose
no hazard. If heat and gases reach a level associated with a cell failure, a burst disk activates,
venting gases directly overboard. Main battery vent opening is aft of the forward E/E door. A
brief odor may be present in the flight deck prior to burst disk activation. APU battery vent
opening is aft of the access door to the aft E/E.

Permanent Magnet Generators

Three engine driven PMG are the primary source of power
for the flight control electronics. Independent from the
main electrical system, and from each other.
Secondary source provided by the 28Vdc bus distribution
system, and the main battery. In addition, a backup system
by dedicated batteries assure positive flight control
operation during temporary power interruptions.

Permanent Magnet Alternators

Two engine driven PMA (one per engine) are the primary
source of power for the EECs. Independent from the main
electrical system, and from each other.
Secondary source by airplane’s 115Vac bus distribution
system. During engine start, initial EEC power is provided
by the airplane until the PMA is able to provide power.
Also as a backup if a PMA is inoperative.

Electrical Power Distribution and Conversion

Two distinct power distribution methods:
• Primary: higher amperage loads (>10A) directly from bus power panels in E/E bays.
• Remote: lower amperage loads (≤10A) through 17 Remote Power Distribution Units
(RPDUs) throughout the airplane.
A limited number of high voltage 235Vac loads are energized from the aft E/E bay. Majority of
loads are 115Vac and 28Vdc, energized by the forward E/E bay and RPDUs.
Forward and aft E/E bays contain the main and APU batteries, power conversion devices
(change power from one voltage or current type to another), and system controllers (direct
power to the buses and systems).

43

Main 235Vac Bus Distribution System
Four main 235Vac buses (L1, L2, R1, and R2) in the aft E/E bay. Distribute power directly to a
limited number of high voltage AC systems. In addition, distribute power to all other bus
systems through power conversion devices. Energized by different sources, depending on
availability and operation.
• On ground, only forward external power (no engine or APU GEN): 235Vac buses
energized by 115Vac system. If APU or an engine is started, it energizes the four main
235Vac buses, and external power transitions to AVAIL.
• On ground, only APU power (no external or engine GEN), each APU generator
energizes two main 235Vac buses.
• One engine running (no APU or external power): that engine’s related 235Vac buses
are energized directly, the other two by the powered buses.
• One engine and APU running: that engine’s related 235Vac buses are energized
directly, the other two by the APU generators.
• Both engines running: each 235Vac bus is energized directly from its related engine
generator. If any generator is not available, its related bus is energized by another.
ELEC AC BUS (L1, L2, R1, R2) displays when a main 235Vac bus is inoperative.

115Vac Bus Distribution System

Multiple 115Vac buses.
• On ground, only forward external power (no engine or APU GEN): 115Vac system is
energized directly, it energizes the 235Vac bus system.
• Engine and/or APU running (external power OFF): main 235Vac buses energize
115Vac system. If forward external is ON, it energizes the 115Vac system directly.

28Vdc Bus Distribution System

Multiple 28Vdc buses. 235Vac system provides power to 28Vdc system.

44
Four electrical brake power supply units regulate power for the exclusive use of the brake
system. Each one receives two separate 28Vdc inputs, one from the 28Vdc bus system
(primary), and one from the main battery (backup).

Large Motor Power Distribution System

The use of variable frequency power requires large motor loads to be energized by motor
controllers (conditions that power for use). A dedicated large motor power distribution system
in the aft E/E bay energizes the motor controllers. Main 235Vac distribution system energizes
the large motor power system. In addition, portions of the system are energized by:
• APU battery: controller for APU battery start.
• Aft external power: controller for right engine start with only external power.
PECS dissipates heat created by these controllers if one or both engines or APU is running, or if
forward external power is ON.

Electrical Load Management

The electrical system dynamically manages loads. Using electronic controllers, it cycles on or
off loads for efficient use of available power.
The Bus Power Control Unit (BPCU) provides control/indication, power transfer, and overall
load management and protection. In case of failure, a second BPCU assumes all functions.

Modes of Operation
By using electronic controllers to selectively energize individual loads on different buses, the
airplane can operate a group of loads together as an electrical operating mode.

Note: The lists of loads contain high priority equipment. General guideline, not intended to be
all-inclusive. Some loads may be shed depending on power availability.

Towing Power mode
TOWING POWER to ON (main BATTERY OFF). Main and APU
batteries energize only the equipment essential for towing.
Significant loads include:
• CPT’s ACP
• CPT’s flight interpone
• Dome lights
• Aisle stand flood lights
• Navigation lights
• Brakes

Towing Battery Charge Lights
• HIGH: minimum of 60min
• MEDIUM: minimum of 30min
• LOW: minimum of 15min


Note: Steady state towing (no braking), if heavy braking occurs, actual time may fall below.
Note: Radio communication systems are not energized.

On-Ground Battery Only mode
BATTERY to ON, while on the ground and no other power sources connected. To support
power-up sequence. Significant loads:

45
 • CPT’s inboard and lower DU
• MCP
• APU start
• Wing fueling panel
• CPT’s / F/O’s ACP and FLT interphone
• L VHF, TCP, DSP, MFK, CCD, CCR
• AHRU L, R
• FMC
• Ground crew call horn
• Engine/APU fire detection
• Miscellaneous lighting
• Brakes

Note: Some overhead panel indicator lights are inoperative.

Ground Handling mode
First forward external connected (not ON), and no other power sources. Significant loads:
• Lower DU
• APU start
• L MFK, CCD
• CCR L, R
• Equipment cooling fans
• Engine/APU fire detection
• Cargo compartment lighting, door actuation
systems, handling systems, loading lights
• Service compartment lights
• Wing fueling panel
• Battery chargers

Note: Priority over On-Ground Battery Only, initializes
regardless of BATTERY switch position.

Ground Service mode
GROUND SERVICE (master attendant switch panel) selected
ON while in Ground Handling Mode. Additional significant
loads:
• Cabin systems (limited operation)
• Cabin lighting (limited operation)
• Flight deck dome lighting

External Power On mode

At least one forward external power is connected and selected ON (APU and engine GEN OFF).
Significant loads with only one forward external:
• Flight deck equipment, controls, and indications
• Cabin systems (limited operation)
• Cabin lighting (limited operation)
• PECS (single loop)

46
Additional loads with two forward external:
• NGS (limited operation)
• Hydraulics (limited operation)
• IFE (limited operation)
• Cabin systems (basic operation)
• Cabin lighting (basic operation)
• PECS (both loops)

Note: Packs and cargo heat are inoperative.

In-Air Rat Only mode (Standby power)
Loss of all electrical power to CPT’s and F/O’s flight instruments. RAT energizes CPT’s flight
instruments and other essential equipment for flight control, navigation, and communication.
Main battery provides standby power until RAT deployment. Significant loads energized:
• CPT’s DUs • IRU L, R
• Lower DU • AHRU L, R
• L DSP, MFK, CCD • INR L, R
• ISFD • PFC
• ECL • CCR L
• CPT’s and F/O’s ACPs • C pitot heat
and FLT INTPH • ENG/APU fire
• L VHF, TCP detection
• MCP • Miscellaneous
• Autoflight, AP, FMC lighting
(limited operation)

Note: Inoperative items:
• A/T • Packs
• LNAV/VNAV • HUD
• FMC predictions and thrust limits • HF radios, SATCOM
• TAP • TCAS, GPWS, XPDR, WXR
• Flaps, slats • External lighting
• Stabilizer trim • WIPS
• Thrust reversers • Window heat.
• Auto speedbrakes

When normal electrical power is restored, some critical systems may not restore. CACs may
not restore (if none restore, pressurization is lost, descent may be needed). EICAS messages
and flight deck effects:
• FUEL PUMP CENTER R • AUTOPILOT
• AUTOTHROTTLE DISC • PACK L / R / L+R

In-Air Battery Only mode (Standby power)
Same equipment as “In-Air RAT Only” mode with the exception of C pitot heat.

47
Load Inhibit and Load Shedding
Load reduction types to maintain power for essential systems:
• Load inhibit: at predefined operational phases. System is not required, or additional
power is temporarily needed by another.
• Load shed: in order of priority to stay within the capacity of the available sources.
Load shed list on ELEC synoptic, most recent system shed at the top. Affected system synoptic
(AIR, FUEL, & HYD) indicate equipment inhibited or shed, and LOAD SHED next to it.
• AIR
• CABIN LOADS
• COMM/NAV
• EXT LIGHTS
• FUEL
• HYD
• MISC HEATERS
• WINDOW HEAT

IFE/PASS SEATS and CABIN/UTILITY Power Switches
Power to some non-essential loads can be controlled from the flight deck, de-energizing:
• IFE/PASS SEATS: IFE, passenger seat, surveillance cameras, and flight deck PED outlets.
• CABIN/UTILITY: galleys, most cabin lights, and cabin utility loads.

Circuit Breaker Indication and Control (CBIC)

Indication and control for Electronic Circuit Breakers (ECB), and indication-only for Thermal
Circuit Breakers (TCB). Can be viewed on any MFD. CB list can be sorted by categories:
• Flight Deck
• Open/Trip
• By state
• CB Search
• By ATA
• By location
• Recent Used
• Custom List

CBIC operation
CBs can be opened or closed on the ground and in flight. Use of CBIC not recommended unless
directed by a non-normal checklist.

Note: Cycling (pulling and resetting) of CBs to clear a non-normal condition not recommended
unless directed by maintenance or NNC. In flight, reset of tripped CB not recommended.

48
CHAPTER 7: ENGINES, APU

Engine System Description

Introduction
Two Rolls Royce Trent 1000:
• D rated at 70,200lbs of TO thrust (MIG to MTI, NGN, NLR, NPR)
• G rated at 67,300 pounds of TO thrust (NVZ, NXA)
• J rated at 74,400lbs of TO thrust (NFM, NGQ to NGS, NMD, NVX, NVY).
Note: Boeing Equivalent Thrust (BET), useful as a takeoff reference under certain conditions
rather than the thrust rating at static conditions listed on the TCDS.

Three-rotor axial flow turbofans of high compression and bypass ratio. Independent rotors:
• N1 rotor: fan and LP turbine section.
• N2 rotor: IP compressor section and IP turbine section, drives accessory gearbox.
• N3 rotor: HP compressor section and HP turbine section.
Each engine is controlled by an EEC, which monitors autothrottle and crew inputs to control
the engines. Each engine has individual controls. Thrust is set by positioning the thrust levers,
automatically by the autothrottle or manually by the crew.

Engine Intermix
Both engines are set to operate at the same thrust rating (increased or decreased to match).
An EGT red line difference may be indicated (normal indication).

Engine Indications
On the EICAS display, normally on the inboard MFD window of the left or right inboard DU. If
engine data is not available, associated indication blanks (no EICAS message).

Primary Engine Indications
• TPR
o Maximum
o Reference: TPR limit
o Target: FMC commanded TPR when VNAV active
and A/T in THR/THR REF mode, or disconnected

Note: During tailwind conditions, slight TPR fluctuations may occur prior to 30kts.

• N1 (Hard Alternate Mode)
o Red Line: operating limit
o Maximum
o Reference: N1 limit
o Target: FMC commanded N1 when VNAV active
and A/T in THR/THR REF mode, or disconnected

49
 • EGT
o Red Line: Maximum takeoff (operating limit)
o Amber sector: Maximum continuous (does not
apply during TO/GA for 5min, 10min for OEI)
o Start Limit Line: fire switch in and FUEL CONTROL
in CUTOFF, or N2 below idle

Secondary Engine Indications
• N2
o Red Line: operating limit
o RUNNING: FUEL CONTROL in RUN and engine at
or above idle (blanks 30sec after idle reached)
o AUTOSTART: EEC in autostart mode
o AUTORELIGHT: EEC in auto-relight mode
o Blank: system no longer attempting a start/relight
o Idle Target Indication: RPM where engine can maintain self-sustained running
operation. FUEL CONTROL in RUN, and engine below idle
• N3, FF, Engine Vibration

• Oil pressure, temperature and quantity

Primary indications displayed full time. Secondary indications displayed by pushing ENG on
DSP, or automatically (cannot be cleared until the condition is no longer present) when:
• Displays initially receive electrical power
• FUEL CONTROL switch moved to CUTOFF in flight
• Engine fire switch pulled in flight
• A secondary engine parameter is exceeded
• N2 below idle in flight
• Start selector in the START position
• FUEL FLOW ENG L/R

Display Format
Normal operating range (in white), caution range, and operating limits. Digital readout, dial,
box, and pointer change to red when operational limit reached. Maximum TPR limit does not
change color when reached. Oil temperature and pressure change back to white when return
to normal operating range. N1, N2, N3, or EGT box remains red. Can be canceled or recalled by
the CANC/RCL switch on the DSP.
For low oil quantity, and high engine vibration digital readout changes to black text on a white
background, with LO next to the oil quantity readout.

50
Electronic Engine Control (EEC)
Full authority over engine operation. Uses
thrust lever inputs to control forward and
reverse thrust. Two control modes, Normal
and Alternate.

During engine start, initial EEC power is
supplied by airplane until a PMA provides
sufficient power. Also as an alternate power
source whenever a PMA is unavailable.

EEC Normal Mode
EEC sets thrust by controlling TPR based on thrust lever position. TPR commanded by
positioning the thrust levers with autothrottles, or manually.
Maximum TPR represents the maximum rated thrust available. Continuously computed by the
EEC. Available in any phase of flight by moving the thrust levers to full forward.

EEC Alternate Mode
If required signals are not available to operate in normal mode. EEC schedules N1 as a function
of thrust lever position. Levels of control:
• Soft: EEC in alternate mode and mode switch in NORM, at a fixed thrust lever position,
thrust does not change.
• Hard - ALTN: manually selected, switch position ALTN, EEC mode alternate. Reference
and target N1, and maximum and commanded N1 displayed. Thrust may change to set
the commanded N1.

Indicated by ENG EEC MODE (L, R) and ALTN
on the EEC mode switch. Selecting alternate
mode on both engines eliminates thrust lever
stagger at equal thrust settings, or
asymmetric thrust when operated together.

Autothrottles remain connected in both alternate modes. Alternate mode N1 reference/target
values are computed by the FMC. N1 schedule provides equal or greater thrust than the
normal mode for same thrust lever position.
Thrust protection not provided. Maximum rated thrust is reached at a thrust lever position less
than full forward and thrust overboost can occur. ENG LIMIT PROT (L, R) if thrust lever position
commands an N1 greater than maximum N1. N1 and N2 red line protection is still available.

Overspeed Protection
EEC monitors N1, N2, and N3 and commands reduced FF when approaches its redline limit.
ENG RPM LIMITED (L or R) when RPM limiting is in effect. ENG LIMIT EXCEED (L or R) if redline

51
limit is exceeded. Provided directly on N1 and N2 shafts, and indirectly on N3. If limiting fails
and overspeed condition persists, EEC commands fuel shut off. ENG FAIL (L or R) with an aural
beeper once below idle speed.
In alternate mode, advancing the thrust levers full forward provides some overboost. Only
considered during emergency situations when all other available actions have been taken and
terrain contact is imminent.

Secondary Air System (SAS)
Provides cooling and sealing airflow to the IP turbine. A
secondary air system valve (SASV) regulates IP stage-8
and HP stage-3 bleed air. Monitored and controlled by
the EEC.

At idle, failure of SASV closed could result in ingestion of turbine annulus gasses into the SAS.
EEC commands increased idle speed which provides sufficient pressure to prevent it. On
ground <80KIAS ENG CONTROL (L or R) is displayed.
If SASV fails in open, temperature in the SAS could result in overheated engine bearings. Crew
is alerted by ENG THRUST HIGH (L or R) with a siren, and/or ENG SEC AIR VLV (L or R). In
addition one or more of:
• Maximum thrust is reduced (TPR or N1)
• Above 400ft AGL, thrust is reduced (additional manual reduction may be required)
• Above 400ft AGL, amber filled thrust command arc (TPR or N1)

Note: If EEC determines that a failed SASV is working normally, removes all protections and full
thrust is again available.

Thrust Control Malfunction Accommodation
Protection against idle thrust asymmetry on ground. EEC commands engine shutdown when:
• On ground, and
• Thrust lever at idle, and
• Engine above idle and not decelerating normally
ENG FAIL (L or R) with aural beeper once below idle.

Thrust Asymmetry Protection (TAP)
Protection against asymmetric thrust during takeoff or go-around by limiting thrust on the
higher thrust engine. Enhances safety by:
• Decrease in approach speed at light gross weights
• Engine-out control capability for speeds above stick shaker
• Full rated thrust available for all-engine operation at all weights and airspeeds
For an engine-out condition, reduces thrust on operating
engine to ensure sufficient rudder for directional control,
when airspeed <V2 (TO)/VREF (GA). Once speed >V2/VREF,
increases thrust. Does not affect when at or above V2/VREF,
with the exception of a go-around at weights <152,273kgs
(reduces thrust slightly at VREF).
Does not affect certified takeoff performance. For airspeeds where TAP limits thrust, climb
gradient is higher than it would be if it did not, because additional thrust asymmetry creates
more drag than the thrust that was added. If TAP becomes active below V2, any reduction in
climb gradient is due to mismanaged speed and not due to TAP.

52

Available with flight controls in normal mode, and EEC in normal or alternate modes.
Reference/target TPR and thrust levers do not move. If inoperative, THRUST ASYM PROT.

EEC Idle Selection
Automatic selection by the EEC:
• Minimum idle: lower than approach idle, for ground operation and most flight phases.
• Approach idle: in flight when:
o Flaps commanded to 25 or greater, or
o Landing gear selected DOWN
Decreases acceleration time for go-around. Maintained until after touchdown.
• Icing idle: when engine anti-ice is on.
• Ice crystal idle: in flight when OAT between ISA and ISA +29°C and altitude between
35,000ft and 5,000ft.

Note: Small temporary ice crystal idle differences are normal. Result of minor differences
between left and right engine calculated TAT.

Engine Start and Ignition System

Engines can only be started using autostart. Electrical system powers two starter motors
connected to N2 shaft via the accessory gearbox. Power is drawn from airplane’s electrical
system. Two sources: APU and forward external power. Normally, APU power is used.
Simultaneous engine start only allowed when APU is running and both APU starter generators
are operational. With an inadequate power configuration, second start command is ignored.
Load shed always occurs during engine start.
START selectors control the starter motors. Ignition and fuel flow through the FUEL CONTROL
switches. EEC monitors the start and commands starter cutout when engine reaches idle
speed. ENG STARTERS L, R displayed if both starters fail.

Autostart
Allows EEC to control fuel and ignition. Sequence initiated by rotating START selector to START
and moving FUEL CONTROL to RUN. In-flight windmill start sequence initiated by moving FUEL
CONTROL to RUN.
START selector applies power to starter motors to begin dry motoring the engine and opens
the spar fuel valve (also by FUEL CONTROL to RUN). Proper sequencing of fuel and ignition is
controlled by autostart system. With FUEL CONTROL in RUN, EEC opens the engine fuel valve
and energizes the igniter(s) at appropriate N3. EEC monitors EGT, N2, N3, and other
parameters until idle.
On ground, start aborted (ENG AUTOSTART L or R) without motoring or second attempt for:
• Loss of both starters
• No N1 rotation

53
On ground, autostart attempts to correct the start for:
• Compressor stall
• Hot start
• Hung start
• Loss of one starter
• No EGT rise
• Start time exceeds starter duty cycle

In this case, EEC turns off fuel and ignition and motors the engine for 20-30sec before making a
second attempt with a reduced fuel schedule and both igniters. If the second attempt fails, EEC
cancels the autostart. Fuel and ignition are shut off and engine is motored to clear residual
fuel. ENG AUTOSTART L or R displays. 2 start attempts limit per start sequence on ground, no
limit in the air.

Note: For in-flight starts, the system discontinues the start by cutting fuel if takeoff EGT redline
limit is reached, no light-off or hung start. Windmill motors the engine for 30sec before
making another attempt. Starters are re-engaged. Autostart takes corrective action if
start problems are detected, but does not abort it. During second or subsequent
attempts, autostart re-introduces fuel and ignition when EGT <200oC.

In-flight Start
Start envelope displayed on EICAS when an engine is not
running (N2 below idle), or is shut down and fire switch is
not pulled. Indicates airspeed range to ensure in-flight start
at current level. If above maximum start altitude, maximum
start altitude and airspeed range are displayed.

Secondary engine indications are displayed in flight when an engine is not running (N2 below
idle with FUEL CONTROL in RUN) or FUEL CONTROL is moved to CUTOFF. Starter assist
indication (X-START) is displayed below N2 when current altitude and/or airspeed are outside
the windmilling start envelope. Autostart makes continuous start attempts until engine either
starts or pilot aborts the attempt (FUEL CONTROL to CUTOFF, and START to NORM if starter
assisted).
During windmilling start, EEC monitors engine parameters to provide best fuel schedule to
ensure shortest start time.

Engine Ignition
Each engine has two igniters. EEC selects appropriate igniter(s) for successive ground starts.
Dual igniters always used for in-flight starts. Aircraft DC power is the normal power source,
with standby power as a backup source.

Auto-Relight
Protection for flameout and sub-idle stall recovery. No manual or automatic continuous
ignition. Activated whenever a flameout is detected, or engine is at or below idle with FUEL
CONTROL in RUN.
EEC commands both igniters on, and switches them off when at idle again. Also provides
protection against flameout during periods of excessive rain/hail ingestion.

54
Engine Fuel System
Fuel is supplied by pumps in the tanks and flows through a
spar valve in the main tank. Then through the first stage
engine fuel pump (additional pressure). It flows through a
fuel/oil heat exchanger (preheated). A fuel filter removes
contaminants before the second stage pump (more
pressure) before the fuel metering unit (adjusts fuel flow to
meet thrust requirements). Leaving the FMU, fuel flows
through a high pressure filter and engine fuel valve into the
engine. Fuel flow is measured after the engine fuel valve
(also provided to the FMS).

Spar valve opens when fire switch is IN, and START selector is in START or FUEL CONTROL in
RUN. Engine fuel valve opens when fire switch is IN and FUEL CONTROL is in RUN. Both valves
close when fire switch is OUT, or FUEL CONTROL is in CUTOFF and START selector is in NORM.

Engine Oil System

Provides pressurized oil to lubricate and cool the main bearings, gearbox and accessory drives.
Also fuel heating for fuel system icing protection.
Oil is pressurized by an engine-driven oil pump. Flows through
a high pressure filter and an air/oil heat exchanger (oil cooling
under low fuel flow or high fuel temperatures). Then through a
fuel/oil heat exchanger (primary cooling) before being
delivered to the engine components. A scavenge pump returns
oil to the tank after passing through a filter, with a bypass in
case it is clogged (ENG OIL FILTER L/R).
Oil pressure is measured prior to entering the engine by dual oil pressure transmitters. ENG
OIL PRESS (L or R) displayed if below the operating limit. Oil temperature is measured after
leaving the engine by dual oil temperature transmitters. ENG OIL TEMP (L or R) appears when
it reaches the red line limit.
There is no minimum oil quantity limit (no amber or red line limit). There are no operating
limitations for the engine oil quantity; no procedures based solely on low oil quantity.

Thrust Reverser System

Hydraulically actuated fan air thrust reverser. Available only on ground. Reverse thrust levers
can be raised only when forward thrust levers are in idle. EEC opens the reverser isolation
valve and inhibits valve actuation and reverser deployment unless airplane is on ground with
engine running. Also controls thrust limits during operation.
A physical interlock in the aisle prevents movement of the reverse lever beyond reverse idle
until the cowl is partially deployed (tactile feedback).
When reverse levers are pulled aft to the interlock position:
• Autothrottle disengages
• Auto speedbrakes deploy

55
When reverser is activated:
• Reverser translating sleeves hydraulically move aft
• Fan flow blocker doors rotate into place
• REV above each digital TPR indication (in transit)
When the interlock releases:
• Reverse thrust levers can be raised to maximum reverse
• REV when fully deployed
Pushing reverse levers to full down retracts reversers to stowed
and locked. Thrust levers cannot be moved forward until reverse
levers are fully down.

ENG REV LIMITED (L or R) if reverser cannot deploy when commanded, or limited to idle. Not
all conditions can be detected before reverse thrust selection, levers cannot be moved beyond
the interlock. ENG REVERSER (L or R) on ground for system fault. ENG REV AIR/GND when
air/ground logic has failed. ENG REV COMMANDED (L or R) if reverse lever not down in flight.

Airborne Vibration Monitoring System

Engine monitoring unit tracks vibration levels. Vibration source (N1, N2, N3) is displayed, or BB
(broadband) if cannot be determined (average vibration detected).
Primarily intended to track rotor imbalance, but also a useful tool for isolating and determining
corrective action for engine anomalies. No certified vibration limit, when 4 units reached,
secondary engine parameters are displayed. There are no specific crew actions (or procedures)
based solely on high vibration. High N1 vibration would most likely be accompanied by tactile
vibration, where N2 or N3 vibration may not be felt.

Engine Failure Alert System

Alerts when actual engine performance is less
than commanded during part of the takeoff
and other phases of flight. ENG FAIL on both
PFDs, and ENG FAIL on both HUDs if actual
thrust is less than commanded thrust during
takeoff between 65kts and 6kts prior to V1.
Accompanied by “Engine Fail”, and Master
WARNING.

ENG FAIL (L or R) if an engine unexpectedly decelerates to less than idle. Remains displayed
until the engine recovers or FUEL CONTROL is moved to CUTOFF.
ENG THRUST (L or R) if airspeed is greater than 6kts prior to V1, and:
• Engine is producing less than commanded thrust, and actual thrust is not satisfactorily
increasing, or
• Engine is producing more than commanded thrust, and actual thrust is not
satisfactorily decreasing
Accompanied by thrust command arc filled amber, and Master CAUTION.

56
APU System Description
Introduction
Self-contained gas turbine engine in the tailcone. Can be started and operated to maximum
certified altitude. Supplies electrical power throughout the operating envelope.

APU Operation
APU Start
By either left or right APU starter, powered by external power or an engine generator. APU
battery powers the APU Controller (APUC), inlet door, and right starter. Main battery powers
fuel shutoff valve, DC fuel pump, and fire detection system. Rotating the APU selector to
START begins the automatic start sequence.

Note: from an unpowered airplane, the APUC waits until the CCS applications (fire detection
and fuel management) are available, when CDU page is visible on the lower DU.

Air inlet door opens. APU fuel is supplied from the left manifold by any operating AC pump, or
by the DC pump (left main tank). With AC power and APU ON, left aft fuel pump is commanded
on regardless of switch position. If AC power is not available or no AC pump, DC pump provides
APU fuel. It continues to run until either the APU is shut down or an AC pump supplies fuel.
APU is designed to be started with no pumps on ground or in-flight up to 14,000ft.
When inlet door is fully open and CCS programs are running, starter engages. On battery, only
the right starter is used. At proper speed, APUC commands ignition and fuel. At starter cutout
speed (50% RPM), starter disengages and ignition is turned off.

57
When APU is running (95% of target speed + 2sec), APU RUNNING is displayed and APU is
ready to power the airplane. If start fails, APU shuts down automatically and APU SHUTDOWN
is displayed. Moving the selector to OFF clears the message and resets the shutdown system to
enable a restart. APU battery supports two consecutive start attempts. After the second
attempt, wait a 5min cooling period.

APU Automatic Start
In flight, if three or more engine generators go offline, APU automatically starts, regardless of
selector position. When start condition is no longer valid, APU can be shut down (selector ON,
then OFF). When start condition is valid, APU can only be shut down by pulling the fire switch.

APU Shutdown
Rotating the APU selector to OFF initiates a normal shutdown sequence. Continues running in
a 2min cooldown cycle (APU COOLDOWN). During the cooldown period, APU may be returned
to its running condition by turning the selector back to ON. When cooldown period finishes, an
overspeed condition is simulated to test overspeed and fuel shutoff protection. Shuts off fuel,
APU spar valve closes, and CCS fuel management application turns off fuel pumps. At 15%
RPM, air inlet door closes and shutdown sequence is complete.

APU Operating Modes
APU Attended Mode
When either engine is starting or running, or in flight. Faults that cause APU to shut down
immediately (APU SHUTDOWN and no cooldown):
• fire/inlet overtemperature
• overspeed/loss of overspeed protection
• controller failure
• speed droop
• start failure
• inlet door failed closed
Faults for which APU continues to operate (APU LIMIT):
• high EGT
• high oil temperature
• low oil pressure
No cooldown when APU is manually shut down after APU LIMIT.

APU Unattended Mode
All other configurations on ground. Faults that cause APU to shut down immediately (APU
SHUTDOWN and no cooldown):
• fire/inlet overtemperature
• overspeed/loss of overspeed protection
• controller failure
• speed droop
• start failure
• inlet door failed closed
• high EGT/loss of EGT signal
• high oil temperature
• low oil pressure
• APU starter/generator oil filter approaching bypass

58
CHAPTER 8: FIRE PROTECTION

Introduction
Fire detection and extinguishing systems for:
• APU
• Cargo compartments
• Engines (also overheat detection)
Fire detection, but no fire extinguishing
systems for:
• Main gear wheel wells
• OFCR/OFAR

Engine Fire Protection

Fire and Overheat Detection
Multiple dual-channel detector assemblies in each nacelle. Each channel provides both fire and
overheat detection. Normally, at least one element on each channel must detect a fire or
overheat condition to cause a warning or caution. If a fault is detected in one channel, the
remaining switches to single channel operation. If it senses a fire or overheat, provides the
warning or caution. If both detector elements on a single assembly are faulted, no fire or
overheat detection is provided (DET FIRE ENG L/R).
Turbine overheat detection also provided. Same indications as an engine overheat.

Engine Fire Warning
• Fire bell
• Master WARNING
• FIRE ENG L/R
• Engine fire switch LEFT or RIGHT
• Engine fire switch unlocks
• FUEL CONTROL (L or R) light

Engine Overheat Caution
• Caution beeper
• Master CAUTION
• OVERHEAT ENG L/R

Engine Fire Extinguishing
Engine fire switches are mechanically locked. Unlock for a fire warning, or if FUEL CONTROL
switch is in CUTOFF. When pulled out:
• Arms both extinguishers
• Closes engine and spar fuel valves
• Closes anti-ice valves
• Trips engine generators off
• Shuts off hydraulic fluid to EDP
• Depressurizes EDP
• Removes power to thrust reverser
isolation valve
Two fire bottles, either or both can be discharged into either engine. When the engine fire
switch is out, rotating in either direction discharges a single bottle into the associated engine.
Rotating in the other direction discharges the remaining bottle into the same engine. If bottle
is discharged or has low pressure:

59
 • ENG BTL (1 or 2) DISCH light
• BOTTLE (1 or 2) DISCH ENG

APU Fire Protection

APU Fire Detection
Dual fire detector loops. No overheat detection. Normally, both loops must detect a fire to
produce a warning. If a fault is detected in one loop, the system switches to single loop
operation. If system detects a fire, a warning occurs and APU shuts down. DET FIRE APU if
system fails.

APU Fire Warning
• Fire bell
• Master WARNING
• FIRE APU
• APU fire switch
• APU fire switch unlocks

APU Fire Extinguishing
APU fire switch mechanically locked. Unlocks
for a fire warning. When pulled out:
• Arms extinguisher bottle
• Closes APU fuel valve
• Closes APU air inlet door
• Trips APU generator field and
generator breaker
• Shuts down APU (if automatic
shutdown does not occur)

APU Fire Shutdown Switch in nosewheel well:
• Shuts down the APU
• Arms extinguisher

One bottle. When APU fire switch is pulled out, rotating in either direction discharges the
bottle into the APU compartment. If bottle is discharged or has low pressure:
• APU BTL DISCH light
• BOTTLE DISCH APU
An APU fire signal causes the APU to shutdown. The bottle is discharged after a 15sec delay
(allow fuel valve to close). On ground with both engines off, an APU fire signal from either
detector loop causes APU shutdown and extinguisher bottle discharge.

Main Wheel Well Fire Protection

Nose wheel well does not have fire or overheat detection system. Main Wheel Well Fire And
Overheat Detection system consists of dual detector channels.

60
Overheat Warning Fire Warning
• Caution beeper • Fire bell
• Master CAUTION • Master WARNING
• OVERHEAT WHEEL WELL • FIRE WHEEL WELL

Cargo Compartment Fire Protection

Smoke detection
14 detectors in the forward cargo compartment, 8 detectors in the aft (6) / bulk (2). (B787-8)
18 detectors in the forward cargo compartment, 11 detectors in the aft (9) / bulk (2). (B787-9)
Normally, two smoke detectors in the same cargo compartment must detect a fire or overheat
condition to cause a warning. If one detector fails in a compartment, a single smoke detector
causes a warning. If system is inoperative, DET FIRE CARGO (FWD or AFT).
If smoke is detected in aft cargo compartment, power is removed from HF radios (NVZ, NXA).

Note: Bulk cargo compartment included in AFT cargo fire detection and extinguishing systems.
Note: With one detector inoperative, a single detector may indicate a false alarm. (EC-MIG to
EC-MMX, pre-SB)

Fire Warning
• Fire bell
• Master WARNING
• FIRE CARGO (FWD or AFT)
• CARGO FIRE (FWD or AFT) light

Compartment Fire Extinguishing
5 extinguisher bottles. Fire suppression is provided for 180min ETOPS operation. The most
limiting fire suppression system time is 195min. (EC-MIG to EC-NPR)
6 extinguisher bottles. Fire suppression is provided for 240min ETOPS operation. The most
limiting fire suppression system time is 240min. (EC-NVX to EC-NXA)
Pushing FWD or AFT CARGO FIRE ARM:
• Arms all extinguisher bottles
• Arms compartment extinguisher valve
• Turns off both lower recirculation fans
• Shuts down cargo heat
• Packs provide minimum air flow required to provide pressurization
• Shuts down bulk ventilation (aft cargo fire)
• Shuts down lavatory/galley vent fan (aft cargo fire)
• Puts associated equipment cooling into override mode
• Turns off miscellaneous equipment cooling fan (forward cargo fire)
• Shuts off IFE
• Turns off NGS
• Shuts off door 4 galley chiller units (aft cargo fire)
• Outflow valves move to 50/50 flow split
• Turns off zonal dryer fans
In flight, a fire warning causes the immediate total discharge of two bottles. After a 15min
delay, remaining bottles discharge at a reduced flow rate. If airplane lands within the time
delay, only one of the remaining bottles discharges on touchdown.
In flight, pushing CARGO FIRE DISCHARGE activates the extinguishing system.
On ground, if CARGO FIRE DISCHARGE is pushed, 3 bottles discharge simultaneously into the
selected compartment, the third bottle at a reduced flow rate.

61
When discharge is initiated (first two bottles):
• CARGO FIRE DISCH light
• BOTTLE DISCH CARGO

Crew Rest Compartment Fire Protection
Smoke Detection
Smoke detectors installed in the OFCR and OFAR. SMOKE REST UPR DR 1 or DR 4 indicates
smoke in the associated compartment.

Lavatory Fire Protection

Fire Detection
Each lavatory has a single smoke detector. If smoke is detected, an aural alert sounds in the
lavatory and in the cabin, lavatory call light flashes, master call light at the attendant station
illuminates, and SMOKE LAVATORY.

Lavatory Fire Extinguishing
Each lavatory has one fire extinguisher bottle, that discharges through two nozzles into the
waste container. Operation is automatic, there is no flight deck indication.

Fire and Overheat Detection System Fault Test

Automatic Fault Test
Fire and overheat detection system testing is automatic. Engine and APU systems continuously
monitor detector loops. Cargo and wheel well systems monitor for any system faults. If a fault
is detected, system reconfigures for single loop operation. Complete system failures are
indicated by DET FIRE ENG (L or R) / APU / CARGO (FWD or AFT).

Manual Fault Test
Systems can be tested manually with FIRE/OVERHEAT TEST. It sends test signals to the engine,
APU, wheel well, and cargo compartment systems.
Indications:
• Fire bell
• Nose wheel well horn (on ground)
• FIRE TEST IN PROG
These lights illuminate:
• Master WARNING
• LEFT and RIGHT engine fire lights
• APU fire light
• Nose wheel well APU fire light
• FWD and AFT CARGO FIRE lights
• L and R FUEL CONTROL switch lights

62
When test is complete, either FIRE TEST PASS or FAIL replaces FIRE TEST IN PROG. With FIRE
TEST FAIL, appropriate message is displayed: DET FIRE ENG (L or R) / APU / CARGO (FWD or
AFT) / WHEEL WELL. All messages clear when test switch is released. If released with FIRE TEST
IN PROG displayed, test ends without completing.

63
CHAPTER 9: FLIGHT CONTROLS

Introduction
Primary flight control system uses conventional controls to electronically command the flight
surfaces. Provides conventional control feel and pitch responses to speed and trim changes.
Electronic components provide enhanced handling qualities and reduce workload.
Highly redundant, with three operating modes: normal, secondary, and direct.
Secondary flight controls (flaps and slats) hydraulically powered, with electrical backup system.

Pilot Controls
Columns, wheels, and pedals are connected through jam override mechanisms. If a jam occurs,
pilots can maintain control by applying force to the other column to overcome the jam.
FLIGHT CONTROLS displayed for:
• Multiple ACE and/or hydraulic failures causing loss of a significant number of surfaces
• Other significant faults
ACEs transmit pilot control inputs directly to control surfaces or through the PFCs. PFCs use
information from other systems to compute surface commands for enhanced handling
qualities. Autopilot sends commands to the PFCs, which produce surface commands.

Unique Failure Considerations

In the event of loss of all hydraulic, electrically actuated stabilizer and two spoiler pairs allow
control of pitch and roll using primary and alternate pitch trim switches, and control wheel.
If there is a complete loss of flight control signaling, direct wiring to the stabilizer and a spoiler
pair allow control of pitch using alternate pitch trim switches and roll using control wheel.

Flight Control Surfaces

Pitch: Flaps and Slats:
• 2 elevators • High lift for TO, APPR, and LDG
• Movable horizontal stabilizer
Roll:
• 2 flaperons
• 2 ailerons
• 14 spoilers (asymmetric)
Yaw:
• Single rudder
Speedbrakes:
• Symmetric spoilers

Flaperons in normal mode are used with flaps either retracted or extended. Flaperons,
ailerons and spoilers droop with the flaps to improve slow speed performance.
Ailerons are locked out during high speed, flaperons and spoilers provide sufficient roll
control. During low speed, they operate to augment roll control.
Rudder becomes aerodynamically effective at 60kts during takeoff.

Flight Control Surfaces Lock

Two lock switches for locking out the surfaces on tail and
wings (used by maintenance). FLT CONTROL LOCKED when
in LOCK. Surfaces unlock when GS>40kts. FAIL when a lock
switch is in LOCK and any of the surfaces does not lock.


WARNING: To avoid injury to personnel or damage to airplane, verify areas near the surfaces
are clear prior to moving from LOCK to NORM.

64
Actuator Control Electronics (ACE)/Hydraulic Power Distribution

Primary Flight Control System Modes

All modes use the same controls and surfaces.

Normal Mode
During manual flight, 4 ACEs receive pilot inputs and send these signals to 3 PFCs. PFCs verify
the signals and information from other systems (air and inertial data, flap and slat position,
engine thrust, and RA) to compute enhanced surface commands. Commands are sent back to
the ACEs, and then to the actuators.
With autopilot engaged, it sends surface commands to the PFCs. PFCs generate surface
commands sent to the ACEs and then to the actuators. Autopilot backdrives pilot controls to
provide awareness of what it is doing. If the pilot overrides the autopilot, AP disconnects and
system uses pilot inputs. Autopilot is only available during normal mode.

After landing, a series of flight control self-tests are started. Require flaps and speedbrakes to
be retracted and all hydraulic power on. The first series begin once GS<20kts for 5sec, and will
continue for 90sec. Hydraulic power should not be interrupted, flight controls should not be

65
moved, and GS should remain <30kts for 90sec. If engines are shutdown before flaps are
retracted, these tests are not accomplished.After first tests are completed, and all hydraulic
are depressurized, a second series of self-tests are run. Take 55sec, require hydraulics to
remain unpowered, and flaps or speedbrakes not be moved. After completion, and both
engines shut down and PMG power is off, a third series are run. Take 90sec. If certain tests are
skipped or interrupted, or if hydraulic power-on tests are accomplished without hydraulic
power-off tests being accomplished on two consecutive flights, a fault condition may be set
(FC SYS maintenance memo or EICAS status message). May affect dispatch and require
maintenance tests. While tests are running, various EICAS messages and failures display
(removed when completed).

Flight Envelope Protection

In normal mode during manual flight. Reduces the possibility of inadvertently exceeding the
flight envelope by providing crew awareness of envelope margins through tactile, aural, and
visual cues. Does not reduce pilot control authority. Includes:
• Bank angle protection
• Overspeed protection
• Stall protection

Secondary Mode
PFCs revert to secondary mode when inertial or air data is insufficient, or all slat and flap
position data is unavailable. ACEs continue to receive pilot inputs, and send these to the PFCs.
PFCs use simplified computations to generate surface commands. Commands are sent back to
the ACEs, then to the actuators. All surfaces remain operable. Elevator and rudder are more
sensitive at some airspeeds, and yaw damping is degraded.
Functions not available:
• Autopilot
• Auto speedbrakes
• Envelope protection
• Gust suppression
• Pitch compensation
• Roll/yaw asymmetry compensation
• Tail strike protection

FLIGHT CONTROL MODE is displayed. Secondary mode cannot be manually selected.

Direct Mode
ACEs transition to direct mode when detect the failure or lose communication with all PFCs.
Can be manually selected by PRIMARY FLIGHT COMPUTERS to DISC. PFCs no longer generate
surface commands. Pilot inputs received by the ACEs are sent directly to the actuators.
Provides full airplane control for continued safe flight and landing. Handling qualities almost
the same as secondary mode. All surfaces remain operable and yaw damping is degraded. PRI
FLIGHT COMPUTERS is displayed.
Functions not available:
• Autopilot
• Auto speedbrakes
• Envelope protection
• Gust suppression
• Pitch compensation
• Roll/yaw asymmetry compensation
• Tail strike protection

66
Normal Mode Pitch Control
Control characteristics similar to conventional airplanes. Control column input commands the
PFCs to generate a pitch maneuver where rate is dependent on column displacement. PFCs
position elevator and stabilizer to generate the commanded maneuver, monitor airplane
response and reposition elevator and stabilizer accordingly.
PFCs provide pitch compensation utilizing surface commands to minimize pitch responses to
thrust changes, configuration changes (gear, flap, speedbrakes), turbulence, and turns up to
30° bank. Maintain a relatively constant flight path. Eliminates the need for the pilot to make
control inputs to compensate for these factors. Turns up to 30° bank, no need to add column
back pressure to maintain altitude.

As airspeed changes, PFCs provide conventional pitch control characteristics, requiring control
inputs or trim changes to maintain a constant flight path.
In manual landing, PFCs command a slight nose down pitch command to provide the landing
characteristics of other airplanes. Allows the pilot to apply normal aft column during flare.

Primary Pitch Trim Control

Controlled by dual pitch trim switches on each wheel (both switches must be moved).
Inhibited when AP is engaged. Does not move the column. Normal mode:
• On ground: stabilizer is directly positioned.
• In flight: make inputs to the PFCs to change trim reference speed.
Trim reference speed is the speed at which the airplane would eventually stabilize if there
were no control column inputs. Once column forces are trimmed to zero, airplane maintains a
constant speed with no column inputs. Thrust changes result in a relatively constant indicated
airspeed climb or descent, with no trim inputs needed unless airspeed changes. When pilot
trims, PFCs move the elevators to achieve trim change, then move the stabilizer to streamline
the elevator. Stabilizer motion may also occur for thrust and configuration changes.
Secondary or direct modes: stabilizer is directly positioned on ground and in flight.

Alternate Pitch Trim

Controlled by dual pitch trim switches on the control stand (both switches must be moved).
Linked electrically to the stabilizer trim actuator and then mechanically to the stabilizer.
Commands have priority over primary pitch trim in all flight control modes. Inhibited when
autopilot is engaged. Does not move the column.
In normal mode, same operation as the primary pitch trim. In secondary or direct modes,
stabilizer is directly positioned on ground and in flight.

Pitch Envelope Protection

Overspeed Protection
Reduces the likelihood of inadvertently exceeding VMO/MMO. Limits the speed to which the
airplane can be trimmed. At VMO/MMO, trim reference speed is limited by inhibiting trim
nose down. Pilot must apply continuous forward column pressure, at twice the normal force.

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Stall Protection
Reduces the likelihood of inadvertently exceeding stall AOA. Limits the speed to which the
airplane can be trimmed. Trim reference speed is limited by inhibiting trim nose up when
airplane slows to a speed where maneuver margin is limited, approximately minimum
maneuvering speed (top of amber band) at lower altitudes, and 10-20kts lower than top of
amber band at higher altitudes. Pilot must apply continuous aft pressure, at higher than
normal force.

Elevator Variable Feel

PFCs calculate feel commands based on airspeed. Column forces increase:
• as airspeed increases for a given column displacement, or
• as column displacement increases

Tail Strike Protection

During takeoff or landing, PFCs calculate if a tail strike is imminent and decrease elevator
deflection. Activation does not provide feedback to the column. Does not degrade takeoff
performance and is compatible with autoland. Can be overriden with continued column input.

Secondary and Direct Mode Pitch Control

Control columns command a proportional elevator deflection. Do not provide automatic pitch
compensation.
Elevator variable feel system provides two feel force levels based on flap position. With flaps
up, provides a single maneuver force level over a large speed range (as much as twice of the
normal mode as airspeed increases). Out of up, provides a reduced force level appropriate for
approach and landing.
There is no trim reference speed. Primary and alternate pitch trim move the stabilizer directly.

Stabilizer Operation
Stabilizer position commands are processed through two independent channels. Commands
come from the primary or alternate pitch trim and move the stabilizer using an electric control
unit powered by L2 and R2 AC buses.

Stabilizer Shutdown
If uncommanded stabilizer motion is sensed, the channel that caused the motion is shut down.
If one channel is inoperative (shutdown or failure), STABILIZER L2 or R2 is displayed. Stabilizer
remains operative through the remaining channel. If affected channel cannot be isolated, both
are shut down. If both channels shut down or fail, STABILIZER is displayed. Also if shutdown
fails to stop the uncommanded motion.
Cutout switches (aisle stand), control power to the channels. Placing both in CUTOUT disables
stabilizer operation and STABILIZER CUTOUT is displayed (STABILIZER is not displayed).

Note: If both channels shut down, placing both switches in CUTOUT will not clear STABILIZER
and will not display STABILIZER CUTOUT.

In normal mode, pitch trim is still available through the elevators. Commands from the primary
or alternate pitch trim change trim reference speed. Elevators trim the airplane but stabilizer
does not move.

Column Cutout
Stops the effects of uncommanded pitch trim from jammed or failed switches. If a pitch trim
command from either primary or alternate trim is opposed by control column >2sec, disables
pitch trim commands until switch input indicates no trim input. If remains active >20sec (trim

68
switch remains jammed or failed), STABILIZER L2/R2 is displayed, and uncommanded input is
removed by system shutdown. Available in normal and secondary modes and not active on
ground (allow trimming during a touch-and-go).

Stabilizer Position Indication and Green Band Monitor

Stabilizer position indication includes a takeoff green band. Constantly displayed on the
synoptic. Displayed on EICAS at power-up on ground, and blanks when:
• Gear up for 10sec, or
• 60sec after liftoff
EICAS indication displays:
• After landing and any pair of pitch trim switches are used, or
• After landing and GS<40kts, or
• In the air and FLIGHT CONTROL MODE, PITCH DOWN AUTHORITY, PITCH UP
AUTHORITY, PRI FLIGHT COMPUTERS, STABILIZER, or STABILIZER CUTOUT
Actual stabilizer position in 0.25 increments, 0.25 to 16.75
(flaps down on ground), and 1.50 to 16.75 (flaps up and in
flight). Green when FMC performance data entered and trim
pointer within green band. FMC calculated takeoff setting,
not displayed when FMC data is not present or invalid.
Allowable takeoff trim range (green band) from FMC. Default
from 4 to 9 prior to performance data being entered.
Stabilizer green band monitor is part of the crew alerting function, confirms green band
displayed is correct for actual TOW and CG, based on GW and CG in the FMC. Two nose gear
pressure transducers provide actual information. Used to determine two separate sets of
validation limits (one for each transducer). FMC calculated green band is compared to
validation limits. STAB GREENBAND is displayed if:
• Disagreement, or
• Transducer values not within the set tolerance, or
• Either transducer has failed

Hybrid Laminar Flow Control (HLFC)

In the vertical stabilizer to reduce aerodynamic drag. Two external door assemblies, near the
root of vertical stabilizer, provide negative pressure to the leading edges in flight. No crew
procedures or monitoring requirements, and no alert messages. (B787-9)

Normal Mode Roll Control

Control characteristics similar to conventional airplanes. Control wheel does not position the
surfaces in flight. It commands a roll maneuver with rate dependent on wheel displacement.
System positions ailerons, flaperons, and spoilers to generate the commanded maneuver. It
monitors airplane response and repositions the surfaces. Wheel forces increase as control
displacement increases, but do not change with airspeed changes. Roll response to turbulence
is minimized by automatic surface commands. Ailerons are locked out at high speeds. Aileron
trim is incorporated into flight control laws, no pilot input required.

Bank Angle Protection
Reduces the likelihood of exceeding bank angle boundary.
Provides wheel inputs when bank angle >35°, rolls back
within 30°. Can be overridden by the pilot. Maximum wheel
deflection always commands maximum roll authority. AP
disengage bar disables bank angle protection. PFD bank
indicator changes to amber at angles >35°.

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Secondary and Direct Mode Roll Control
Continues to receive and process pilot control inputs using simplified computations to
generate surface commands. Control wheel commands proportional roll control surface
deflection. Bank angle protection not available.

Normal Mode Yaw Control

Control characteristics similar to conventional airplanes. Pedals do not position the rudder,
they command a sideslip maneuver with sideslip angle dependent on pedal displacement.
System positions the rudder to generate the commanded maneuver. Monitors airplane
response and repositions the rudder. Sideslip response to turbulence is minimized by surface
commands.
Pedal forces increase as pedal displacement increases, but do not change with airspeed
changes. Rudder ratio changer reduces sideslip command (for a given pedal input) as airspeed
increases. Sufficient rudder authority is provided at all airspeeds to maintain control in engine
failure conditions, and during takeoffs and landings in crosswinds.

Asymmetry Compensation
During reverse thrust asymmetry, or crosswind or gusty takeoffs, system attempts to
maintain a zero yaw rate by adding rudder corrections. Rudder pedals do not move. Pilot may
need to provide additional inputs (rudder and/or wheel) to maintain directional control.
On ground GS>60kts, flight control system attempts to maintain a yaw rate near zero by
commanding rudder to counter the majority of the yawing moment due to an engine failure
(inherent part of the flight control system). Pilot can still recognize the initial onset since flight
controls do not counter all of the yawing moment. Rudder pedals move to give feedback.
In flight, when a roll or yaw asymmetry condition exists, system initially attempts to maintain
zero roll rate and sideslip. Rudder input counters the yawing moment and lateral control input
counters the rolling moment. After the initial inputs, system off loads any steady state lateral
input to the rudder, resulting in a small sideslip. Rudder pedals move for pilot awareness and
rudder trim is shown on EICAS. Off load increases sideslip, it has limits based on the severity of
the asymmetry (large asymmetry, greater sideslip), some lateral control input may remain
after the off load stops. ROLL/YAW ASYMMETRY is displayed. For severe asymmetric
conditions where initial lateral control input is very large, ROLL LEFT/RIGHT AUTHORITY
informs of the limited roll control available. Can be overridden by manual control.

Wheel to Rudder Cross-Tie

Available in secondary and direct modes. Reduces maximum sideslip and vertical fin loads. Not
required in normal mode (system controls sideslip and fin loads).

Yaw Dumping
In normal mode, roll/yaw control laws provide turn coordination and Dutch roll damping.

Gust Suppression
Vertical gust suppression enhances ride quality in turbulence. Utilizes symmetric deflection of
flaperons and elevators to alleviate gust acceleration. Active with AP engaged in ALT or VNAV
level flight.
Lateral gust suppression improves ride quality and reduces pilot work load on approach by
application of discrete yaw commands in response to turbulence.
Does not result in wheel, column, or rudder pedal movement. Available in normal mode.

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Rudder Trim
Manual rudder trim provided in all flight control modes by a selector on the aft aisle stand.
Two rates: low (to the detent), and high (past the detent). Manual inputs are zeroed during
takeoff roll, when GS>30kts and inhibited until in the air. Also with autopilot yaw engaged
(LAND 3) on approach. To provide pilot awareness, pedals move (manual rudder trim applied).
Automatic rudder trim provided in normal mode. For pilot awareness of any asymmetric
condition, pedals move (rudder position commanded). Trim position is shown on rudder trim
indicator and flight control synoptic. If rudder deflection is minimal, trim remains centered.
Prevents running the trim for normal situations (coordinate a turn).
On landing, rudder trim inputs are zeroed to not provide a yaw command when the airplane
transitions from air (sideslip) to ground mode (yaw).
Rudder trim constantly displayed on the synoptic. EICAS indication blanks when:
• Gear up for 10sec, or
• 60sec after liftoff
EICAS indication automatically displays if:
• After landing and GS<40kts, or
• In flight and ENG FAIL L (or R), ENG SHUTDOWN L (or R), ENG THRUST L (or R), FLIGHT
CONTROL MODE, or PRI FLIGHT COMPUTERS.
Rudder position:
• 0.2 increments from 0.0 to 1.0
• 0.5 increments between 1.0 and 17.0.
L or R out of zero. When inoperative, pointer remains in last known position.

Secondary and Direct Mode Yaw Control

Continues to receive and process pilot inputs and uses simplified computations to generate
surface commands. Rudder pedals command a proportional rudder deflection. Pedal feel
forces are unchanged, but rudder response is slightly different. Rudder ratio changer is based
on flap position. With flaps up, rudder response is less.
Asymmetry compensation, automatic rudder trim, flight envelope protection and gust
suppression are inoperative, and yaw damping is degraded.

Spoilers
7 sets of spoilers, 4 outboard and 3 inboard of the flaperons. Numbered from left to right, 1
through 14, and symmetrically paired. Used as speedbrakes to increase drag and reduce lift,
both in flight and on ground. Also supplement roll control.
Hydraulic systems supply 5 pairs. Each hydraulic is dedicated to a different set of spoiler pairs
to provide isolation and maintain symmetric operation. Remaining two pairs are individually
powered by two electrical buses.

Spoilers are biased up during engine start and taxi to prevent trailing edges from contacting
the flaps.

71
Failure of one or two spoiler panels in the air, or one not down and locked panel on ground,
displays SPOILERS. Failure of >3 spoiler panels displays SPOILER PAIRS.

Spoiler Speedbrake Operation

All 14 spoiler panels are used as speedbrakes. Controlled by the speedbrake lever, with three
marked positions: DOWN, ARMED, and UP. Lever can be placed in intermediate positions
between ARMED and UP.
In ARMED the spoilers extend and lever is driven to UP on landing when main gear trucks untilt
and both thrust levers are not in takeoff range. When not in ARMED, spoilers extend when:
• On ground with GS>85kts, either thrust lever was in takeoff range, then both thrust
levers are moved to idle range (rejected takeoff), or
• On ground and both thrust reverse levers are moved to reverse idle.
Spoilers retract and speedbrake lever is driven to DOWN, when:
• On ground, when either thrust lever is moved to takeoff range, or
• On ground, if there is a transition to in the air, or
• In the air, when either thrust lever is beyond 70% full travel
Automatic speedbrakes are only available in normal mode.

Autodrag
Operates by deflecting the ailerons upward and raising the two most outboard spoilers, while
maintaining airspeed, to assist in GS/GP capture when on or above the vertical path.
Functions only in landing configuration (flaps 25 or 30 and thrust levers at idle). Movement
shown on the flight control synoptic. Gradually removed <500ft AGL so flare and touchdown
are not affected. Active during automatic or manual approaches. Only available in normal
mode.

Landing Attitude Modifier (LAM)

Used to increase pitch attitude and nose gear height when landing flaps are selected at higher
speeds. By partially raising selected lateral control surfaces. This reduces the lift, requiring a
higher pitch attitude. Some airframe buffet may occur. No crew procedures or monitoring
requirements, and no alert messages.

Flaps and Slats

One inboard and outboard flap on the trailing edge of each wing, and one inboard and five
outboard slats on the leading edge. A two-position Krueger flap provides a seal between
inboard slat and engine nacelle.
In flaps 1, only the slats move. Flaps 5, 10, 15, 17, 18, and 20 are takeoff flap (5, 15, and 20 for
B787-8). Flaps 25 and 30 are landing flaps positions (flaps 20 for some non-normal landings).
To protect against inadvertent deployment during cruise, extension from UP is inhibited when
speed>260KIAS or altitude>20,000ft. Only available in primary and secondary modes.

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Flap and Slat Sequencing
Note: On ground, all three hydraulic must be pressurized before flaps will move to avoid
contact with an unpowered spoiler.

Slats extend first and retract last. Starting from UP, flaps 1 commands slats to middle position
and flaps remain retracted. Selection of flaps 5, 10, 15, 17, 18, and 20 commands the flaps, and
slats remain in middle position. Flaps 25 commands slats to fully extended, and flaps do not
move. Selection of flaps 30 commands flaps to primary landing position. During retraction, flap
and slat sequencing is reversed. Mechanical gates in flap lever:
• Flaps 20: prevents inadvertent retraction of flaps past go-around setting.
• Flaps 1: prevents inadvertent retraction of slats past middle position.

Flap and Slats Mode

Primary mode, flaps and slats are controlled together and positioned using C hydraulic motors.
Autogap and flap load relief operate.
Secondary mode when:
• C hydraulic failed, or
• Surfaces travel at less than 50% normal rate, or
• Flap or slat disagree, or
• Flap or slat primary control failure, or
• Primary mode fails to move flaps or slats, or
• Uncommanded flap or slat motion.
Slats and flaps are controlled separately and positioned by hydraulic or electric motors. Control
through the flap lever, but operation limited to flaps 20 (by NNC, due to performance).
Alternate mode, alternate selector extends and retracts flaps and slats simultaneously, but slat
retraction is inhibited until flaps are up. Extension limited to slats middle position and flaps 20.
Asymmetry and uncommanded motion protection, slat autogap and pregap, and flap and slat
load relief are not available. Must be manually selected.
Operation time in secondary and alternate modes is greatly increased (up to 3min, QRH NNC).

Flaps/Slats Load Relief

In primary mode, flap load relief protects the flaps from excessive air loads. If placard limits
are exceeded with flaps 15 through 30, LOAD RELIEF is displayed and flaps retract to a position
appropriate to airspeed (limited to flaps 5). When airspeed is reduced, flaps re-extend as
airspeed allows (limited to commanded position). If a flap overspeed exists, prevents
extension beyond 5, 15, 17, 18, or 20/25 until airspeed is reduced. Available only in primary
mode. The EICAS flap display indicates in-transit condition and shows actual position. Flap
lever does not move. For slats it is not required in primary or alternate modes.
Slat load relief is available in secondary mode. If airspeed >240KIAS (225KIAS for B787-8) with
slats fully extended, they retract to middle position and LOAD RELIEF is displayed. For all lever
positions except UP, slats are driven to their extend position when airspeed <240KIAS (225KIAS
for B787-8).

Slat Autogap and Slat Pregap

Autogap is available in primary mode when slats are in middle position and airspeed <240KIAS
(225KIAS for B787-8). At high AOA, fully extends slats to increase wing camber, lift and margin
to stall. Slats return to middle position after AOA decreases (function of AOA, airspeed and flap
position).
In secondary mode the system is too slow to respond. Pregap moves slats to fully extended
from middle position when flap lever is not UP and airspeed <240KIAS (225KIAS for B787-8),
until flap lever is UP or airspeed >240KIAS (225KIAS for B787-8).

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Cruise Flaps
Improves cruise performance by symmetrically moving flaps, ailerons, flaperons, and spoilers
based on airplane parameters (weight, airspeed and altitude). Optimizes performance in cruise
by varying the camber of the wing and reducing drag. Surface movements are minor and no
pilot interaction is required. CRUISE FLAPS SYS is displayed if system fails with flaps in an
increased drag condition.
Available in normal mode, above 25,000ft, between 0.54 and 0.87Mach.

Flap and Slat Asymmetry Detection

In primary and secondary modes, flap and slat systems shutdown when a skew condition or
asymmetric deployment is detected. FLAPS/SLATS DRIVE is displayed.

Uncommanded Flap or Slat Motion

Flaps or slats move away from, or continue to move after reaching, or move in a direction
opposite to that commanded.
In primary mode, uncommanded motion causes an automatic transfer to secondary mode.
FLAPS/SLATS PRIMARY FAIL is displayed. If motion continues, system shuts down and displays
FLAPS/SLATS DRIVE.

Flap or Slat Disagree

Flaps or slats do not move or move too slowly. In primary mode, and rate of motion less than
half the normal rate, transfer to secondary mode and FLAPS/SLATS PRIMARY FAIL displayed.
If motion continues at less than half the normal rate, system shuts down, and FLAPS/SLATS
DRIVE is displayed.

Flap Indications
On primary EICAS display. In primary mode a single vertical indicator combines flap and slat
position. Position commanded is also displayed (in transit, in position). 10sec after all flaps
and slats are up, indication is no longer displayed. Loss of position sensing removes the tape fill
and lever indications.
In secondary or alternate mode, or non-normal condition, expanded flap indication is
displayed. Left and right flaps and slats are separately indicated. In alternate mode, position
commanded by the lever is replaced by flap position index marks at all positions, and numbers
at flaps 5 and 20.

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CHAPTER 10: FLIGHT INSTRUMENTS, DISPLAYS

System Description
Introduction
Supply information to the crew on five display units (DUs). Five primary groups of information:
• PFD with mini-map • AUX
• ND • MFD
• EICAS

Display Selection and Control

Default configuration: after power-up with PFD/MFD selectors to NORM:
• PFDs on the outboard DUs
• Normal-display ND in left MFD of CPT
inboard DU
• Full-display ND on F/O inboard DU
• EICAS in right MFD of CPT inboard DU
• CDU in each MFD window of lower
DU

Normal operations:
• PFDs on the outboard DUs
• EICAS in either right MFD window of CPT inboard DU or left MFD window of F/O
inboard DU
• Normal-display ND in the MFD window on same inboard DU as EICAS
• Full-display ND on the inboard DU without EICAS
• CDU in each MFD window of the lower DU

Multifunction Display Management
Five MFDs available. Five instances of the same MFD cannot be shown at the same time. If a
display is currently shown, additional instances are:
• Synchronized: copy of instance already displayed, any change affects all instances.
• Independent: not linked to any other, can be changed without affecting or being
affected.
• Blank: exceeds the maximum number of instances allowed (“SELECT MFD”, unless
default is not already shown).
Maximum number of instances:
• SYS (2 per side, independent) • CHKL (1 per side, synchronized)
• CDU (1 per side, independent) • COMM (1 per side, independent)
• INFO (2 per side, independent) • ND (1 per side, independent)

EFIS Control Panels (ECP)
Control display options, mode, and range for PFDs and NDs.
If a panel fails, displays can be controlled through the
backup EFIS/DSP on SYS page (available at all times, inhibits
inputs from the panel).
If each pilot selects an ND into the lower DU, a single, full-
display ND is shown. The first pilot to select, controls the
ND.

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Display Select Panel (DSP)
Control of MFDs for on-side inboard DU. Each DU has a left
and right window (currently selected MFD window L or R).
After a window is selected, a display is selected (SYS, CDU,
INFO, CHKL, COMM, or ND). ENG toggles display of
secondary engine information on EICAS. EICAS transfer
switch toggles EICAS display between inboard half of CPT
and F/O inboard DUs.
Also available through the backup EFIS/DSP on SYS page.
Available at all times, hardware controls remain active.

Multifunction Keypad (MFK)
Lower Display Switches (SYS, CDU, INFO, CHKL, COMM, and ND) on top of MFK to control on-
side MFD on lower DU. On-side cursor control (inboard and lower DUs).

Display Brightness Control
Two remote light sensors (top of the glareshield), measure brightness in the forward field of
view and adjust the overall display brightness. EFBs, MCP displays, ISFD, and aisle stand panel
displays are also controlled.

PFD/MFD Source Selector
Display system automatically reconfigures for most faults. If there are undetected DU failures:
• INBD DU: outboard DU blanked, and inboard DU shows cropped PFD (reversion mode)
and EICAS (if previously displayed), or whichever display that was shown.
• OUTBD DU: inboard DU blanked, and outboard DU shows cropped PFD (reversion
mode) and EICAS (if previously displayed), or whichever display that was shown on
inboard DU.

Instrument Display Source Selection
AIR DATA/ATT Selector provided for use if certain faults are not corrected automatically.
Controls the source of airspeed, altitude and attitude information for PFD and HUD. No effect
on autoflight or navigation system. ALTN for manual selection of PFD and HUD sources.

Cursor Location Control

CCD (touchpad), MFK (rotary selector), and
EFIS control panels (Mode Selector) provide
control of the display cursor. Cursor symbols
access only MFDs and EFB displays. The on-
side cursor is automatically pulled to any
display the pilot requests (unless default
display is shown).

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Standby Flight Instruments
Include:
• Standby Magnetic Compass
• Integrated Standby Flight Display (ISFD)
o Attitude: internal inertial sensors
o Airspeed/ Altitude: C pitot-static
o ILS/GLS; L INR receiver
o HDG: same source as CPT’s PFD.

Momentary out-of-limit ISFD condition may cause WAIT ATT or ATT:RST. Pushing ATT RST
(hold >2sec) resets the horizon line. On ground, with airplane stationary. In flight, in wings
level, non-accelerated flight. During attitude reset, ATT 10s displays. If unsuccessful, ATT:RST
remains displayed.

Radio Altimeter
Measures airplane altitude above terrain, displayed on PFD and HUD. Two RA systems: left and
right. If both are inoperative or degraded, RADIO ALTIMETER L+R displays and “RA” on both
PFD and HUD. Sends data to:
• AP • TCAS
• Autothrottle • Weather Radar
• GPWS • Primary Flight Controls

Auxiliary Display (AUX)
Outboard of each PFD, two areas:
• Clock/flight information (upper part):
o Flight number
o MIC readout
o Transponder code
o SELCAL
o Tail number
o UTC
o Date
o Elapsed flight time
o Chrono

• ATC datalink block (lower part):
o Uplinked messages, COMM system, and Flight Information messages.

Clocks
Each clock derives UTC time and date from GPS. Also provide elapsed time and chronograph.
On power up, timer is set to 00:00. Elapsed flight time starts at weight off wheels and ends at
weight on wheels +30sec. On ground and V-speeds entered into CDU, timer resets to 00:00.
Independent control of the chrono.

Display System Information Sources

IRS
Primary source for attitude and inertial navigation position. Major components:

77
 • IRU: primary source for independent inertial navigation position, processes
information measured by its internal gyros and accelerometers, and GPS inputs.
• AHRU: primary source for attitude and heading information.

ADRS
Provides primary, secondary, and standby air data.

Air Data
Three static ports on the left side of the airplane, and three on the right, paired through
pneumatic tubing. Two pitot probes on the right forward section of the airplane, and one on
the left. Air Data Modules convert static and dynamic air pressure to a digital output.

Angle-of-Attack
Two sensors on each side of the forward fuselage measure angle-of-attack relative to air mass.

Total Air Temperature
A TAT probe, used by the ADRS to compute total air temperature. Also receives TAT from EEC
TAT sensors (total of 6 inputs) to derive a weighted average, trusted TAT.
On ground <50kts CAS, sensors in CAC inlets (two per inlet) provide ADRS TAT (lower of the
two CAC inlet temperatures).

Static Air Temperature
On CDU PROGRESS page. From ADRS, using TAT probe information.

Instrument Source Select Panels
AIR DATA/ATT
• AUTO: backup airspeed (AOA and
inertial data), altitude (GPS), and
attitude (ISFD) provided when
needed.
• ALTN: displays on PFD and HUD
o Air data: backup airspeed and
altitude (AOA and GPS).
o Attitude: ISFD attitude.

Head-Up Display System Description

Introduction
Operate independently for each pilot. Projects flight data symbology onto a transparent glass
“combiner”. Allows the pilot to see the data while looking through the forward windscreen.
The HUD and PFD receive flight data from the same sources, HUD indications match PFD
indications. Data format and symbology may differ.

HUD Components
Overhead Unit
Contains an LCD projector and optics. Projector is monochromatic (green).

HUD Controls
Projector turns on by deploying the combiner. Manipulation of FMS, EFIS, and MCP determines
data output.

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Brightness Control
Two modes. Pulled out, brightness and contrast level are manually adjusted. Pushed in,
brightness and contrast level are initially set, system then adjusts brightness level to maintain
a constant display contrast when background lighting conditions change.

Combiner
Glass combiner screens. ALIGN HUD shown if not properly aligned with the projector. If there
is a sudden and sustained deceleration, locks in a breakaway position.

Combiner Display Symbology

Symbology Control Switches on control wheels, to alternate between two display modes:
• Full-symbology mode: common elements with PFD (speed and altitude tapes, lateral
and vertical navigation performance scales, bank angle indicator, and FMA), and
partial compass (not shown on ground).
• Decluttered mode: eliminates airspeed and altitude tapes (only digital values), and
compass rose.

Many alerting functions use flashing, shape filling/blanking and highlight box, or have no
distinct HUD alert.

HUD-Unique Indications and Symbology
Not found on PFD:
• Pitch Scale Compression and Chevrons: normally 5o, chevrons appear at +30o and -20o.
• Unusual Attitude: pitch -20o/+35 o or roll 55 o; until pitch -5 o/+10 o and roll <10 o (5sec).
• Digital Heading.
• Ground Deviation - HUD Takeoff: within 45° of runway heading and within 2o of LOC.
• TO/GA Reference Line: during takeoff roll when GS>65kts, in flight when TO/GA active.
• Flight Path Vector with Guidance Cue: only shown in flight.
• Angle-of-Attack Limit: AOA within 5o of stick shaker, stick shaker active, or windshear.
• Slip/Skid Indicators: roll and flight path (takeoff or low altitude go-around).
• TCAS Fly-To Symbology: corrective advisory “fly-to box” (evasive maneuver).
• Speed Error Tape and Flight Path Acceleration: difference between indicated and
selected airspeed (1o≈5kts, max.15kts), not displayed until first flap retraction.
• Glideslope Reference Line: projected G/S angle of active approach.
• Runway Edge Lines: projection of an 8,000x200ft runway, and tick marks for aiming
point; in decluttered mode only, enabled at 300ft HAT, and removed at 60ft HAT.
• Ground Deceleration (Rate) Scale: actual deceleration rate achieved; during takeoff, if
GS>50kts and on ground; removed when GS<25kts, airplane accelerates, or lifts off.

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Primary Flight Displays (PFDs)

Introduction
Dynamic color display of parameters necessary for flight path control:
• FMA • RA
• Airspeed • ILS
• Altitude • Approach minimum
• V/S • HDG/TRK indications
• Attitude • Engine fail, GPWS, and PWS alerts
• Steering information
Mini-maps are a tactical display map with fixed range to 20NM. Below the PFDs, display the
flight plan with all of its associated information:
• Flight path • TCAS targets
• WPT and constraints • TERR
• Altitude profile points • WXR
• Alternate airports • HDG/TRK
• Runway information
Failure flags for system failures. Information removed or replaced by dashes if not valid (out-
of-range or malfunctioning navaids). Displays removed when a source fails or is not available.

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Indications (airspeed, altitude, V/S, attitude, RA)
• Mach indicated if >0.4
• Speed trend vector in 10sec
• Maneuvering speed 1.3g maneuver capability (40o bank in level flight) to:
o High speed buffet
o Low speed buffet / stick shaker (below 20,000ft)
• Altitude trend vector in 6sec
• Landing altitude reference bar:
o White 1,000ft to 500ft
o Amber below 500ft
• Digital V/S indication if >400fpm
• Pitch scale 2.5o increments
• PLI for stick shaker activation (flaps not up or low speed, maximum 30o)
• RA if <2,500ft AGL, amber below RADIO minimums
• Expanded LOC scale close to runway center line, more sensitive display ([] = 1/2 dot).

Navigation Performance Indications
Real-time display of LNAV and VNAV path (magenta
pointer) relative to airplane (center index). Deviation
scales are proportional to RNP. Distance from center
to outer index is equal to RNP in FMC. ANP bars
anchored to outer index, vary in length depending on
precision of navigation system. Gap between ANP
bars represents area where the magenta pointer can
be and still remain within the RNP.

Navigation Displays (NDs)

Introduction
Mode-selectable color flight progress display.
MAP and PLAN modes. MAP can be expanded
mode with a partial compass rose (90o), and a
centered mode with a full compass rose. Both
MAP and PLAN can be shown in Normal and
Full-display (entire DU) format.
Range 0.5 to 1280NM.
HDG or TRK (EC-NVX to EC-NXA) reference.

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MAP Mode
Recommended for most phases of flight. Heading-up, shows airplane position relative to route
against a moving map background. Displayed information can include:
• selected and current track/heading • GS/TAS
• position trend vector (30s/60s/90s) • wind direction and speed
• range to selected altitude • next waypoint distance and ETA
• map range scale • selected navigation data points

Navigation Data Points
Navigation facility (STA), waypoint (WPT), airport (APT), route progress (DATA) and position
(POS) data are available for display.

Plan Mode
True north up. Active route may be viewed using STEP prompt on CDU LEGS pages.

ND Information
Heading
Supplied by FMC or IRS. Referenced to magnetic or true north.

Track
Supplied by FMC during normal operation and IRS in alternate navigation.

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Airport Map
Integrated with ND. FMC provides aircraft position. Automatically
displayed in either MAP or PLAN when:
• ORIGIN or DESTINATION
• Airport is in database
• ND range is 5 NM or less
• ANP 0.02NM or less
Note: When WXR selected, only runways and taxiways are shown, even with no radar returns.

Vertical Situation Display (VSD)
Profile view of the airplane and its environment. Information shown within enroute corridor
(cyan dashed lines) on the ND. Selected on the MAP mode drop-down menu.
Depicts terrain and WPT information. VSD range is a function of ND range. Normal-display VSD
has same range as ND, except when <5NM. Full-display VSD has twice the range (10-2560NM).
Altitude reference scale linked to VSD range and not independently adjustable. 3o glidepath is
depicted up to 80NM range. The selected altitude is the same as on-side PFD.

ND Symbology
Color code:
• White: present status, range scales
• Green: dynamic conditions
• Magenta: command information, pointers, symbols, fly-to condition
• Cyan: nonactive or background information
• Amber: cautions, faults, flags
• Red: warnings

ND Failure Messages and Information Selections

Electronic Checklist Description

Introduction
ECL system shows normal and non-normal checklists on an MFD. Not required for dispatch, a
paper checklist or other approved backup checklist must be available

Electronic Checklist Operation

Only one checklist can show at a time. Types:

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 • Normal
• Non-normal for an EICAS message (annunciated)
• Non-normal without an EICAS message (unannunciated)

Checklist Status
Checklist complete indicator shows at the bottom of all pages when all of the line items are
either complete, inactive, or overridden, and every page has been shown. Line items or
complete checklists can be overridden.

Checklist Line Items

Can be incomplete, complete(√); and overridden or inactive. Types:
• Free text: text, with no further function.
• Action item: requires crew action, two types:
o Closed Loop: continuously monitor switch, lever, or selector positions, in a few
cases, actual system state (flap or landing gear); when in the required position,
changes to complete.
o Open Loop: require crew to manually confirm completion.
• Operational Notes: ongoing consequences of non-normal condition, read all.
• Conditional: control the path through a complex checklist, two types:
o Open Loop: YES or NO choices.
o Closed Loop: system monitored, automatically selected (TRUE or FALSE).
• Inhibit Checklist: for system failures that cause more than one EICAS alert message,
remove unneeded non-normal checklists (consequential checklists) from the queue.
• Deferred: done later in the flight (usually during approach), added to the end of a
normal checklist.
• Timers: countdown, part of action or conditional line items.
• Additional Information: shown at the end of some non-normal checklists, not required
to read to complete the checklist.
• Precautionary Text: critical information shown above a line item, read before doing.

Checklist Menu Operation

Menu for both Normal and Non-Normal Checklists, and Resets.

Resets Page
Shows checklist database part number and revision, information and manual resets:
• RESET NORMAL
• RESET NON-NORMAL
• RESET ALL

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Note: for ground use only; in flight will reset completed non-normal checklists, requiring the
crew to start over, or cause needed notes and deferred line items to be lost.

Checklist Priority
Air/ground logic, FUEL CONTROL switch and START selector position, and EICAS message level
determine the priority for checklists:
• On ground with both FUEL CONTROL in CUTOFF and both START selectors in NORM:
o EICAS warnings
o NORMAL checklists (incomplete or not yet opened)
• On ground with one or both FUEL CONTROL in RUN, one or both START selectors in
NORM, or in the air:
o EICAS alerts that have icons
o Incomplete unannunciated checklists
o NORMAL checklists

Overrides
Item Override
Crew chooses not to complete an action item, or action has been done but closed-loop sensing
does not show item as complete. Conditional line items (open or closed loop) cannot be
overridden.

Checklist Override
When a checklist in the non-normal queue will not be completed or crew opens a checklist
from a menu but chooses not to complete it. Erases operational notes and deferred items.

Electronic Flight Bag

Introduction
Operating system with applications designed to assist the flight crew with routine tasks,
enhance security, and reduce the reliance on paper documents. EFB display units in left and
right side panels. Operate independently of each other, but can display information from the
off-side unit, exchange data with the FMC, and send information directly to the flight deck
printer or an EFB storage location.
Suite of applications selected by the airline (type B):
• Jeppesen Terminal Charts & Enroute Application
• On-Board Performance Tool (OPT)
• Electronic Document Browser (EDB)
• Flight Deck Entry Video System (FDEVS)
Additional type Miscellaneous applications installed (calculator, stopwatch, conversion
tools,…).

Display Unit
Main interface between crew and EFB and its applications.
Incorporates a touch screen and 30 keys around it.

EFB MAIN MENU page

Access to hosted applications via soft keys. Also contains
IDENT PAGE and SYSTEM PAGE soft keys, INITIALIZE
FLIGHT soft key, and displays FAULT, MEMO, and/or MSG
labels.

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CHAPTER 11: FLIGHT MANAGEMENT, NAVIGATION

Navigation Systems Description

Introduction
Includes:
• Air Data Reference System (ADRS) • GPS
• Inertial Reference System (IRS) • ATC Transponder
• Radio Navigation Systems (VOR, • Weather Radar
DME, ILS, ADF) • Flight Management System (FMS)
GPS
Left and right GPS receivers are independent and supply position data to the IRS. IRS supplies
hybrid GPS inertial position to the FMC. If IRS becomes inoperative, GPS supplies position and
track data directly to the FMC.

GPS Displays
POS REF page 4/4 displays L and R GPS-IRU
position. POS on ND menu displays raw GPS
position (GPS symbols).

GPS Data
If IRS becomes inoperative during flight, FMC
uses GPS data to navigate. No EICAS message.
GPS NAV prompt on POS REF page 3/4
inhibits GPS navigation data. GPS displayed
when both GPS systems have failed.
GPS position updates should be used during
all approaches in which FMC database and
approach procedures are referenced to WGS-
84. GPS position updates should be used for
all other operations, unless specified
otherwise.

ADRS
Provides altitude and airspeed for displays, FMS, flight controls, engine controls, and other
systems.

Air Data and Attitude Sources
ADRS receives air data from L, C, and R pitot-
static systems, and sends trusted voted air
data to the PFDs. ADRS is completely
independent of IRS. When voted ADRS data is
invalid and AIR DATA/ATT is in AUTO, backup
airspeed (AOA SPD) and/or backup altitude
(GPS ALT) are provided by the IRS and GPS.
Air Data Modules (ADM) convert analog
pressures to digital values. In addition, ADRS
receives data from two AOA sensors, a TAT
probe, and engine TAT sensors.
ISFD receives data from C pitot-static system. Altitude, attitude, and airspeed are independent
of IRU and AHRU. If voted and backup air data is unavailable, ISFD ALT/SPD displayed on PFDs.

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Inertial System
IRS
Calculates airspeed, attitude, heading, and position data for the displays, FMS, flight controls,
engine controls, and other systems.
IRU
Combines inertial reference functions with
GPS position to provide hybrid GPS inertial
position outputs.

IRU Power
Initial power-up requires battery bus power.
If the IRSs are switched off for >30sec, they
must complete a full realignment. If electrical
power is removed and Battery is OFF, hot
battery bus continues to supply electrical
power. ON BAT illuminates, and horn in
landing gear wheel well sounds.


IRU Alignment
On initial power-up, IRUs enter align mode (IRU ALIGN MODE L+R). Attitude or heading/track
data is removed from the PFDs. When GPS is operating normally there is no requirement for
entering present position. POS INIT displays “---“ in SET INERTIAL POS to allow manually
entering present position. If GPS position is not available, “[][][]” are displayed and present
position must be entered. Alignment time is 7 to 10mins at mid latitudes, and up to 17min at
high latitudes. Airplane should not move until completed.
If position is not close to origin airport, FMC MESSAGE is displayed along with CDU help
window INERTIAL/ORIGIN DISAGREE. If crew-entered position does not pass internal IRU
comparison tests, CDU help window ENTER INERTIAL POSITION is shown. If position entry fails
internal check twice, CDU help window ALIGNMENT REINITIATED appears, and system starts a
new alignment cycle.
When completed, IRS changes to navigate mode. If airplane stops for an extended period, IRS
changes to automatic realign mode and refines the alignment (IRS velocity and acceleration
errors are reset to zero, position can be manually updated).
Capability to complete an alignment in flight. Allows the IRU to recover from an in-flight loss of
alignment due to power interruption or inadvertent shutdown. Attitude information available
within a few seconds, full navigation capability restored within 10min. Relies on GPS data, not
available if the GPS receivers are not functioning.

Note: Position update recommended if total time in navigation mode expected to be >18hrs.

If both IRUs fail, NAV IRU is displayed. FMC
will continue to receive hybrid GPS inertial
position using AHRUs.

AHRU
Source of attitude, heading and rate
information used in voted solutions. They do
not provide an independent inertial position,
but contribute to a hybrid GPS inertial
position (increase accuracy).

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IRS Failure
If both AHRUs and both IRUs fail, NAV INERTIAL SYS is displayed. GPS output provides position
and track data for FMC. FMC continues to provide flight planning, navigation, and performance
information. ND map modes are still available. LNAV and VNAV guidance coupled to AP are not
available.
CDU POS INIT displays SET HDG after any IRU or AHRU failure. Voted heading is still being sent
to the IRS from the working IRUs and AHRUs (no crew action required). If IRS fail however, use
SET HDG to periodically sync display heading to standby compass.
Inoperative after failure of the IRS:
• AFDS Modes: FPA, G/S, HDG*/TRK HOLD/SEL, LOC, LNAV, VNAV and TO/GA.
• Navigation Functions: FMC Performance Prediction and VNAV Pages, and ND Wind.
• PFD Functions: PFD HDG*.

Note: * available when heading entered on POS INIT.
Note: autobrake is also inoperative.

Radio Navigation Systems

ADF
Two systems installed, manually tuned from the CDU on NAV RADIO page. Bearings displayed
on mini-maps. Unusable if all FMS or all large DUs fail.

DME
Two systems installed. Usually tuned by the FMC, but may be tuned manually.

DME Tuning
Manually when VOR is entered on NAV RADIO page. FMC tunes DME as necessary for radio
position updates. Manual DME tuning does not inhibit FMC DME tuning. FMC uses DME/DME
radio position updates when more accurate sources are not available.

DME Displays
On the ND map when VOR L or R are selected on the ND menu. Also on PFD when ILS receivers
are tuned to a collocated DME and localizer.

ILS
Two receivers installed. Usually tuned by the FMC, but can be tuned manually.

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ILS Tuning
FMC ILS autotuning:
• ILS, LOC, B/CRS, LDA, or SDF approach selected to active route, and
• Within 50NM from T/D, 150NM of landing runway threshold, or FMC in descent mode.
On initial takeoff, ILS autotuning is inhibited for 10min.
Manually tuned from NAV RADIO page unless ILS approach tuning inhibit is active:
• AP engaged or FD on and either LOC or G/S is captured, or
• HUD takeoff mode is active for at least 5 seconds and on ground.

ILS Displays
ILS frequency on PFD and ND in approach mode. When both receivers are operating,
deviations from L ILS are displayed on CPT’s PFD, and from R ILS on the F/O’s PFD. If a receiver
fails, data from the remaining ILS is displayed on both displays and SINGLE SOURCE APPROACH
is displayed. Front or back course deviation determined from airplane heading.

Navaid Identifier Decoding
Morse code identifier can be converted to alpha characters, then displayed on PFD and ND.
Not compared with FMC database, may incorrectly convert the identifier name (verify from
the audio Morse code).

VOR
Two receivers, usually tuned by the FMC, but can be tuned manually. Displayed on ND and
may be used for position updates.

VOR Tuning
Manually on the NAV RADIO page.
FMC can tune a VOR and a collocated DME for position updates when more accurate sources
are not available. Specific VOR/DME can be inhibited on the REF NAV DATA page. If crew
enters two VOR identifiers on the NAV RADIO page, the FMC cannot tune any other station.

VOR Displays
NAV RADIO page displays FMC or manually tuned VOR data. POS REF page 2/4 displays VOR
and DME pair used for position updates.
ND displays identifier or frequency of VORs tuned on NAV RADIO page and associated DME
distances in the lower corners, and L and R VOR bearing pointers when selected on the ND
menu.

Transponder
Two transponders and the TCAS, controlled from the ATP and TCP.

Alerting and Transponder Control Panel
Controls the following XPDR/TCAS modes:
• STBY
• ALT RPTG OFF
• XPDR
• TA ONLY
• TA/RA
Traffic displays in TA ONLY or TA/RA.
Transponder responds to Mode S
interrogations in all modes except STBY.

89
If ATP becomes inoperative, XPDR/TCAS modes can be set through the TCP (backup function).
Transponders provide selective interrogation and downlink information (flight number, IAS or
GS, HDG, altitude, GPS position, etc). ATP also controls ADS-B functionality.

Tuning and Control Panel - Normal Operation
Accessed by selecting XPDR. TCP controls:
• Altitude Mode (Absolute or Relative)
• ATC IDENT function
• Mode A numeric code
• TCAS envelope (Above, Normal, or Below)
• Transponder select (L or R)
Any changes are reflected on C and cross-side TCPs. TCAS envelope and altitude settings
control only the on-side TCAS display. C TCP can control both transponders (select either CPT
(L) or F/O (R)).
Should the on-side transponder fail, the TCP switches to the cross-side transponder. Should
both transponders fail, TRANSPONDER is displayed. If altitude reporting fails, transponder can
be switched to the alternate altitude source.

Tuning and Control Panel - ATP Inoperative
TRANSPONDER PANEL is displayed, transponder and TCAS modes must be set using the TCP.
ALERT/XPDR CTRL page is accessed from the MENU page.

Note: With ALERT/XPDR CTRL set ON, even a functional ATP no longer controls the functions.

Weather Radar
Consists of a transmitter/receiver unit and antenna. Managed through the TCP. At least one
system must be ON (TCP SYS POWER) before WXR switch or check box on ND menu will
function. Both control power to the transmitter/receiver and allow display on ND and/or mini-
map. Radar display range adjusts to ND range, but only shows weather returns out to 320NM.
System performs various levels of self test on power up, during each sweep, and descending
through 2,300ft AGL.
Turbulence can be sensed only when there is sufficient precipitation. CAT can not be sensed by
radar. Turbulence within 40NM is displayed at all display ranges. Also provides PWS alerting.

Flight Management System Description

Introduction
Aids the crew with navigation, in-flight performance optimization, automatic fuel monitoring,
and flight deck displays. Automatic flight functions manage the airplane lateral (LNAV) and
vertical flight path (VNAV).
Crew enters route and flight data into the
CDUs. FMS uses navigation database, airplane
position, and supporting systems data to
calculate commands for both manual and
automatic flight path control.
FMS tunes navigation radios and sets courses.
Navigation database supplies data to fly
routes, SIDs, STARs, holding patterns, and
procedure turns. Cruise and crossing altitude
restrictions are used to calculate VNAV
commands. Lateral offsets can be calculated
and commanded.

90
Flight Management Computer (FMC)
Three independent FMCs are the basis of the FMS. FMC uses crew entered flight plan data,
airplane systems data, and data from FMC navigation database to calculate airplane present
position and pitch, roll, and thrust commands. These commands are sent to A/T, AP, and FD.
Map and route data are sent to NDs (MENU used to select displayed items). MCP selects A/T,
AP, and FD operating modes.
FMC is certified for RNAV when used with navigation radio and/or GPS updating. FMC and CDU
used for enroute and terminal area navigation, RNAV approaches, and to supplement primary
navigation during all types of instrument approaches.

Control Display Units (CDUs)
Crew controls the FMC using emulated CDU displays, on any of the MFDs.

FMS System Operation

Introduction
When first powered, the FMS is in the preflight phase. When completing a phase, FMS changes
to the next one in this order:
• Preflight: Crew enters flight plan and load sheet data, some data can be entered by
datalink; initializes LNAV and VNAV.
• Takeoff: Starts with selection of TO/GA and terminates with thrust reduction for climb;
LNAV and VNAV can be armed before takeoff.
• Climb: Starts at thrust reduction for climb and terminates at T/C (cruise altitude on
PERF INIT).
• Cruise: Starts at T/C and terminates at T/D, can include step climbs and en route
descents.
• Descent: Starts at T/D or when VNAV descent page becomes active, and terminates at
start of approach phase.
• Approach: Starts when first WPT of the procedure sequences, or runway is the active
waypoint and distance to go <25NM, or when the flaps are moved out of UP.
• Flight complete: 30sec after engine shutdown, clears active flight plan and load data,
some preflight data fields initialize to default values.

Navigation Position
FMC can use hybrid GPS inertial (GPS-IRU or GPS-AHRU), raw GPS, RADIO (DME/DME or
VOR/DME), and IRU (L/R) data to compute the FMC position and velocity. FMC uses hybrid GPS
data when it is the most accurate (lowest ANP). If not available, or inhibited, FMC reverts to
remaining selected position sources to provide the most accurate FMC position (lowest ANP).
Assures FMC provides the best position accuracy based on sources available.

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FMC Position Update
FMC position may be manually updated to any calculated navigation system positions on POS
REF page 2/4. Current FMC position source and ANP are displayed, and also shown on ND.
On ground with GPS NAV OFF, pushing a TO/GA switch updates the FMC position to takeoff
runway threshold or shift position. With GPS NAV ON, TO/GA update is inhibited.
Radio updating is not used unless GPS updating is not available or inhibited. Updating priority
is based on availability of valid data. FMC tunes VOR, DME, and ILS radios. Selection is related
to the active route and any procedure in it (SID, STAR, etc). When radio updating is in effect,
manually selecting VOR precludes the FMC from autotuning other VOR/DME for position
updating; however, FMC continues to tune DME/DME pairs for position updating.

FMC Polar Operations
AP will switch to true north reference for all cruise roll modes (HDG/TRK HOLD/SEL, and LNAV),
regardless of HEADING REF position. When leaving the polar regions, AP will switch back to
magnetic reference if HEADING REF is in NORM.

Navigation Performance
Current FMC position displays on LSK 1L of POS REF page 2, with primary source of update
above. Navigation system positions display on the left side (lines 2 through 4), with bearing
and distance from FMC position. FMC position displays on ND at the apex of the triangle. All
other positions display relative to FMC.

Flight Management Computer

FMC Databases
• Performance Database: supplies performance data to the crew, and FMC with data to
calculate pitch and thrust commands. Data can be displayed on CDU. Includes:
o Drag and engine characteristics
o Maximum and optimum altitudes
o Maximum and minimum speeds
• Navigation Database: includes most data found on navigation charts. Can be displayed
on CDU or ND. Two sets of navigation data, each valid for 28 days. Contains:
o Airports
o VHF navigation aids
o Other airline selected data (SIDs, STARs, approaches, and company routes)
o Runways
o Transition altitudes
• Airline Specific Data: on the AMI file.

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Thrust Management
Operates A/T in response to MCP inputs or FMC commands. Calculates reference thrust limits
and thrust settings, based on ambient conditions and performance database. Reference thrust
limits can be selected on THRUST LIM page. While VNAV is active, FMC A/T commands are
made, and reference thrust limit changes for phase of flight. Displayed above TPR:
• TO • D–TO • CLB • CON
• TO 1 • D–TO 1 • CLB 1 • CRZ
• TO 2 • D–TO 2 • CLB 2 • G/A

Reduced Thrust Takeoff
• Derate/Variable Takeoff Rating (TO 1/2): fixed derates by percentages specified by
the operator on the airline policy page. Thrust setting considered a limitation, levers
should not be advanced further.
• Assumed Temperature Thrust Reduction Takeoff: (D-TO 1/2) entering an assumed
temperature higher than the actual. Maximum reduction 25%. Not considered a
limitation, can be removed and crew can manually apply full thrust.

Derated Thrust Climb
5% for CLB 1 and 15% for CLB 2. Maintained until 10,000ft, increases linearly to achieve CLB
thrust at 30,000 ft. In cruise, thrust reference defaults to CLB.
Use of assumed temperature or takeoff derate affects selection of climb derate. If derate
percentage is:
• <5% à CLB
• ≥5% and <15% à CLB 1
• ≥15% à CLB 2

Fuel Monitoring
FMC receives fuel data from fuel quantity system or manual entries. Fuel quantity display on
PERF INIT page as calculated (CALC), MANUAL, or SENSED.

Loss of FMC Electrical Power

FMC restarts. Performance data on PERF INIT page must be re-entered. Route is available but
must be reactivated.

FMC Failure
Single FMC Failure
At powerup, the three FMCs are designated as master, spare and backup. All computing tasks
are accomplished by the master. The spare becomes active and assumes all FMC functionality
in the event the master FMC fails. Backup FMC assumes the role of spare FMC. Automatically
and not apparent to the crew, no action necessary.

93
Dual FMC Failure
The third FMC automatically takes over in a single FMC configuration (SINGLE FMC). All data is
retained, NDs continue to operate, but LNAV and VNAV deselect. Reactivate and execute the
flight plan, and reselect LNAV and VNAV.
A software reset may occur, self-protection mode which prevents permanent loss of the FMC.
Accompanied by the appropriate CDU help window message (route becoming inactive,
performance data being erased, and LNAV and VNAV disengaging).

Triple FMC Failure
FMC is displayed. Loss of PFD mini-map, ND map displays, CDU pages and loss of both LNAV
and VNAV. TCPs provide the capability to enter a single Latitude/Longitude WPT, then provide
track, distance to go, and GS. Ability to tune L INR provided through the TCPs. L ILS displayed
on ISFD. Autothrottle should still be available.

Alternate Navigation System Description

Introduction
In the event that an unrecoverable loss of all displays or loss of all three FMCs occurs, a backup
navigation capability is available through the TCP, pushing the NAV key (on standby power,
only the CPT’s TCP is available). Information displayed on the TCPs and ISFD. LNAV and VNAV
are not available. AP and A/T may be available.

Alternate Navigation Waypoint

A single waypoint may be manually entered.

Alternate Navigation TCP Pages

Alternate Navigation Page
Provides a stand-alone single waypoint navigation capability. Once latitude and longitude are
entered, flight progress information to the waypoint is displayed. Must be manually updated.

Alternate Navigation Radio Page
Backup means of tuning ILS frequency and course into L INR. Deviations shown on CPT’s PFD
and ISFD.

Note: TCP ALTN NAV is displayed, it is possible to have L and R ILS tuned to different
frequencies.

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CHAPTER 12: FUEL

Introduction
Supplies fuel to engines and APU. Fuel contained in center and main (left and right) tanks.

Fuel Quantity
Measured by sensors in each tank. Total quantity displayed on primary EICAS. Tank and total
quantity on FUEL synoptic. Expanded fuel indications displayed for non-normal conditions:
• Crossfeed valve open
• One or more tank quantity indications inoperative
• FUEL IN CENTER (center tank quantity amber)
• FUEL QTY LOW (low main tank quantity amber)
• FUEL LOW CENTER (low center tank quantity amber)
• FUEL FLOW ENG
• INSUFFICIENT FUEL (total fuel quantity amber)
• FUEL IMBALANCE (amber pointer)
• On ground and both engines off
• Balance system active
• Balance system ON and fuel already balanced

Due to the shape of the 787 wing, quantity indications can fluctuate significantly during high
pitch maneuvers (i.e. takeoff and go-around), especially at low fuel loads.

Fuel Temperature
Displayed on primary EICAS. Normally in white, amber when approaches maximum or fuel
freeze temperature entered on CDU. During jettison, TO REMAIN replaces EICAS SAT and fuel
temperature. Fuel and minimum fuel temperatures are also displayed on fuel synoptic.

Fuel Pumps
Each tank contains two AC pumps. A single pump can supply sufficient fuel to operate one
engine under all conditions. The two center tank pumps are override/jettison pumps, with
higher output pressure than main tank pumps. Override main tank pumps so center tank is
used before.
When main tank pump switches are OFF, PRESS lights illuminate and FUEL PUMP (L, R, FWD,
or AFT) is displayed. When center pump switches are OFF, PRESS lights and pump pressure
EICAS messages are inhibited. When less than all engines/generators are operating, fuel
system determines the best pumps to operate. Certain pumps may be load shed until enough
electrical power is available (PRESS switch light and LOAD SHED on synoptic).
Left main tank contains a DC pump, with no controls or indicators, other than the synoptic.
Provides fuel to the APU when AC power is not available and APU selector is ON.
Surge tanks provided in each wing, outboard of each main tank. Fuel in them and remaining in
the refueling manifold is drained into the main tanks.

Fuel Pump Operation

Before start, main tank pumps should be ON. If FUEL IN CENTER is displayed, center tank
pumps should also be ON.
During flight, when FUEL LOW CENTER displays, center tank pumps should be OFF. If a center
pump has low output pressure, PRESS illuminates and FUEL PUMP CENTER (L or R) displays.
With main tank pumps ON, a scavenge system transfers any remaining center tank fuel to the
main tanks. Transfer begins when either main tank is less than 16,000kgs (depending on fuel
density) and center tank pumps are off. It is inhibited on suction feed.

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Suction Feed
When main tank fuel pump pressure is low, each engine can draw fuel from its main tank
through a suction feed line that bypasses the pumps. As the airplane climbs, dissolved air is
released from the fuel (decrease in air pressure). It may collect in the suction feed line and
restrict fuel flow. At high altitude, thrust deterioration or engine flameout may occur.
Dissolved air eventually depletes at cruise altitude (dependent upon altitude, and fuel type
and temperature), and engine should effectively operate on suction feed.

Fuel Crossfeed
Fuel pressure can be provided from a main tank with operating fuel pumps to both engines by
opening the crossfeed valve. Any tank pump can supply either engine. Crossfeed valve is
closed during normal operations, isolating left and right systems. It can be opened to feed an
engine from the opposite tank. If valve position does not agree with switch position, VALVE
light illuminates and FUEL CROSSFEED displays.

Fuel Balance System

To transfer fuel from main tank to main tank. Initiated by pushing BALANCE to ON. From the
higher quantity main tank through its defuel/jettison valve to the lower quantity main tank
through its inboard refuel valve. Transfer stops when fuel is balanced.
Anytime balance is not achieved, system shuts down, BALANCE switch FAULT light illuminates,
and FUEL BALANCE SYS is displayed. Can be due to system failure or inhibition:
• Refueling, defueling and ground transfer (refueling control panel)
• Balance system failed
• A center tank pump is on
• On ground and one or both engines running
• In flight and jettison system is active, or FUEL DISAGREE or FUEL QTY LOW

Fuel Imbalance
When quantity in the main tanks differ by a predetermined quantity, FUEL IMBALANCE
displays. Balancing is accomplished:
• Manual crossfeed: opening crossfeed valve and turning off the pumps for the tank
that has the lower quantity. May be done in any phase of flight.
• Fuel balance system: by pushing the balance switch. May be used in any phase of
flight. It can be used on the ground if engines are shutdown and APU is running.

Imbalance Indications
Pointer next to the low tank quantity:
• Solid amber if FUEL IMBALANCE
• Solid white if FUEL IMBALANCE not displayed and main tank fuel differs >100kgs, and
crossfeed valve is open or balance system is ON
Difference in quantity which causes FUEL IMBALANCE varies with total main tank quantity.
The pointer flashes if balance or crossfeed is going in the wrong direction.
Back in balance (within 100kgs) and crossfeed valve open or balance system is ON, FUEL
BALANCED replaces FUEL QTY and flashes for 5secs.

96
 Balance System Manual Crossfeed and Indications

Fuel Tank Location and Capacities

Fuel System Schematic

Fuel Pumps:
• Green with line: press >7 to 8 psig.
• Crossout amber: pump ON and press
<7 to 8 psig.
MIN FUEL TEMP: fuel freeze temp. +3oC.
FUEL TEMP: lowest of all tank temperatures.

APU Fuel Feed

From the left fuel manifold, by any AC pump supplying fuel to the left fuel manifold, or by the
left main tank DC pump. On ground, with APU ON and no AC power, DC pump runs
automatically. With AC power, left aft AC fuel pump operates automatically, regardless of
switch position.

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Fuel Jettison
From all tanks, by opening center tank jettison isolation valves and main tank defuel/isolation
valves. Fuel flows into the jettison/refuel manifold and is jettisoned overboard through jettison
nozzle valves inboard of each aileron.
Initiated by pushing FUEL JETTISON ARM to ARMED. Sets fuel-to-remain to MLW fuel quantity.
TO REMAIN replaces fuel temperature on EICAS. Pull on and rotate TO REMAIN to manually
decrease or increase the quantity.
In flight, when FUEL JETTISON ARM is armed and either NOZZLE is ON, the defuel/isolation
valves and jettison isolation valves open. Fuel system positions the valves as required. Nozzles
cannot open on ground.
Jettison time is displayed in minutes on fuel synoptic. Jettison stops just above FUEL TO
REMAIN quantity, closes the defuel/isolation valves and the jettison isolation valves. At least
3,900kgs of fuel remain in each main tank.

Nitrogen Generation System (NGS)
Provides full time flammability protection for
the fuel system. It generates nitrogen
enriched air to displace fuel vapors in all
tanks, minimizing fuel flammability during
normal flight and ground operations.

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CHAPTER 13: HYDRAULICS

Introduction
Three independent 5000psi systems, Left, Right, and Center, that power:
• flight controls
• leading edge slats
• trailing edge flaps
• landing gear
• nose gear steering
• thrust reversers
Flight control components are distributed so
that any one hydraulic system can provide
adequate controllability.
Fluid is supplied to each hydraulic pump from
the associated reservoir, pressurized by pump
outlet pressure.

Left and Right Hydraulic Systems

Both are identical. Left system powers: Right system powers:
• flight controls • flight controls
• left engine thrust reverser • right engine thrust reverser
• right and left wing spoilers • right and left wing spoilers

Primary Pumps
Each system has an engine-driven primary pump (EDP), driven by the N2 rotor.

Demand Pumps
Each system has an electric motor-driven demand pump (EMP). Provide supplementary power
for periods of high demand. Also as backup power source. Controlled by ELEC DEMAND L and R
selectors. In ON, runs continuously. In AUTO, under the following conditions:
• Low pressure,
• On ground, 3min after second engine start,
• From TO thrust set to flaps retracted,
• Thrust reverser operation.
• During descent and landing, from gear down or RA <1000ft, to GS<40kts.

Center Hydraulic System

Powers:
• flight controls
• right and left wing spoilers
• trailing edge flaps
• leading edge slats
• landing gear actuation
• nose gear steering

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RAT only powers C system primary flight controls.

Electric Pumps
2 EMPs, C1 and C2 ELEC selectors control pump operation. Both pumps alternate as primary
and demand pump. Primary pump operates continuously after second engine start. Demand
pump operates under the following conditions in AUTO (continuously in ON):
• Low pressure,
• On the ground, 3min after second engine start,
• From TO thrust set until RA>2000ft,
• Flaps or slats in motion,
• During descent from gear lever down and RA<2000ft, until GS<60kts.

Non-normal Operation
Isolation functionality in the event of a leak. Uses a Nose Gear Isolation Valve (NGIV), Reserve
Steering Isolation Valve (RSIV), Alternate Extend Isolation Valve (AEIV) and a reservoir
standpipe. Ensure crew can lower landing gear and steering is operational for landing, roll-out
and taxi. Valves operate automatically and cannot be controlled.

Certain airplane failure modes require one
or more demand pumps, (L, R or C) to load
shed. LOAD SHED on the hydraulic synoptic
next to the affected pump.

Ram Air Turbine (RAT)

Provides 5000psi to the primary flight controls connected to the center system throughout the
flight envelope. In flight, RAT deploys automatically if:
• Both engines failed,
• All three hydraulic pressures are low,
• Loss of all electrical power to CPT’s and F/O’s flight instruments,
• Loss of all EMPs and faults in the flight controls on approach,
• Loss of all EMPs and an engine fails on takeoff or landing.
RAT can be deployed manually by RAM AIR TURBINE (spring loaded actuator). Once deployed,
cannot be stowed in flight. PRESS when deployed and pressure >3000psi.

Hydraulic System Schematic and Indications

EMP: • ON: pressure >2000psi.
• OFF: pressure ≤2000psi.
• FAILED: pressure ≤2000psi if ON.
EDP: • ON: pressure ≥2150psi.
• OFF: pressure <2150psi.
• FAILED: pressure <2150psi if ON
and engine running.
Normal system pressure: ≥3000psi.
Low system pressure: <3000psi.

*NGIV and RSIV are shown, AEIV is not shown

QTY: % of normal service level (1.00)
• LO: <0.40
• OF: >1.20 (inhibited in flight)
• RF: 0.40 to 0.75 (inhibited in flight)

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CHAPTER 14: LANDING GEAR

Introduction
Nose gear is a two-wheel steerable unit. Each
main gear has four wheels in tandem pairs.
Hydraulic power for retraction, extension,
and steering supplied by center hydraulic.
Alternate extension system also provided.
Electro-Mechanical Brake System with
autobrake, antiskid, and brake temperature
monitor system.
Tire pressure monitor system also installed.

Air/Ground Sensing System

To control in-flight and ground operation of various airplane systems. Receives air/ground logic
signals from sensors on each main landing gear beam. Used to configure airplane systems to
the appropriate status.

Landing Gear Operation

Normally controlled by landing gear lever. On ground, lever is held in DN by a lock. Can be
manually overridden (LOCK OVERRIDE). In flight, the lock is released.

Retraction
To improve performance, early doors function pre-opens main gear doors 1sec after lift-off
prior to moving the gear lever to UP. If pilot does not move the lever within 30sec, doors close.
During a touch-and-go, does not activate until the airplane has been on the ground for more
than 30sec. (B787-9)
When gear lever is placed in UP, retraction sequence is started.
Indication changes to in-transit. Gear are held up by uplocks.
EICAS indication changes to UP for 10sec and blanks. With gear
retracted and all doors closed, gear hydraulic system is
depressurized.
If any gear is not up and locked up after the normal transit time,
GEAR DISAGREE is displayed. Indication changes to expanded
non-normal format, with affected gear as in-transit or down (if
never unlock from down).

Extension
When gear lever is moved to DN, doors open, gear are unlocked, and in-transit indication is
displayed. Gear free-fall without hydraulic power to down and locked position. Downlocks are
powered to locked position, hydraulically actuated doors close, and main gear trucks
hydraulically tilt to flight position. When all gear are down and locked, EICAS displays DOWN.
GEAR DISAGREE displayed if any gear is not locked down (side and drag brace on the same
main gear, or nose gear drag brace, not locked) after the normal transit time. Indication
changes to expanded non-normal format, with affected gear as in transit or UP (if never
unlocked from up).

101
If only one brace on a main gear is locked (drag or side brace not locked) after the normal
transit time, GEAR DRAG BRACE L, R or GEAR SIDE BRACE L, R is displayed. Indication changes
to expanded non-normal format, with affected gear as in transit.
GEAR DOOR displays if any hydraulically actuated door is not closed after the normal transit
time for both retraction and extension.

Alternate Extension
Uses a dedicated DC powered electric hydraulic pump and center
hydraulic fluid. Selecting DOWN on ALTN GEAR releases all door
and gear uplocks. Gear free-fall to down and locked position.
Lever position has no effect.
Expanded gear position and GEAR DOOR displayed because all
hydraulically powered doors remain open. Gear can be retracted
by center hydraulic, if it is operating. Select lever DN then UP.

Nosewheel Steering
Powered by center hydraulic. Primary control by a tiller for each pilot. Pointer and three marks
on tiller assembly (neutral, maximum left and right). Disconnect switch to temporarily disable
rudder pedal inputs used during flight controls check.
Tillers up to 70o, and limited steering control through rudder pedals up to 8o, in either
direction. Inputs are summed (maximum 70o).

Brake System
Each main gear wheel has multiple disc carbon brakes. It includes:
• Antiskid
• Autobrake
• Electric brake
• Parking brake

Electric Brake System

Powered by 4 electric brake power supply units (see Ch.6
Electrical). Pedals provide independent control of left and right
brakes.
4 Electric Brake Actuators (EBAs) on each main gear wheel brake
(total 32) to control the application of braking force. Controlled
by 4 Electric Brake Actuator Controllers (EBACs), each
controlling a fore-aft wheel pair.

Antiskid
Provided on individual main gear wheel basis. When a wheel speed sensor detects a skid,
braking force is reduced until it stops. Touchdown and hydroplaning protection using airplane
inertial GS. Locked wheel protection using comparison with other wheel speeds. ANTISKID
displays for faults affecting brake system or if system is completely inoperative.

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Autobrake
Provides automatic braking at preselected deceleration rates for landing, and full pressure for
RTO. Antiskid protection is provided. EICAS memo displays selected settings:
• 1 through 4
• MAX
• RTO
AUTOBRAKE is displayed if:
• System is disarmed or inoperative,
• OFF but armed,
• RTO initiated above 85kts but autobraking has not been applied.

Rejected Takeoff
Selecting RTO arms the system. Can be selected only on ground. Commands maximum braking
pressure if:
• On ground, and
• GS>85kts, and
• Both thrust levers retarded to idle.
If RTO is initiated ≤85kts, system does not operate.

Landing
5 levels of deceleration (1 to 4, and MAX). On dry runways, maximum deceleration rate is less
than full pedal braking. After landing, application begins when:
• Both thrust levers retarded to idle, and
• Wheels have spun up.
Occurs slightly after main gear touchdown. If MAX AUTO is selected, limited to AUTOBRAKE 4
until pitch angle <1o. Deceleration level can be changed (without disarming the system).
To maintain selected deceleration rate, autobrake is reduced as other controls (reversers and
spoilers) contribute to total deceleration. Provides braking to complete stop or until disarmed.

Autobrake - Disarm
System disarms and AUTOBRAKE displays if:
• Pedal braking • DISARM or OFF selected
• Thrust lever advanced after landing • Autobrake fault
• Speedbrake lever DOWN after • Antiskid fault
deployed on ground • Loss of inertial data (IRUs)
When system disarms after landing, AUTOBRAKE selector moves to DISARM and removes
power. During takeoff, remains in RTO position, but moves to OFF after takeoff.

Taxi Brake Release

During each manual brake application, one-
half of the brakes on each main gear is
applied (wheel speeds <30kts). System
sequences through alternating wheel pairs at
each application, reducing the number of
applications by each brake. Pedal must be
fully released to transition. This extends
service life and reduces brake sensitivity
during taxi.
All brakes are applied for a heavy brake
application, landing rollout, RTO, or parking
brake.

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Parking Brake
Set by fully depressing both pedals, pulling the parking brake lever, then releasing the pedals.
Actuators are clamped in position and require no active power to maintain clamping force. A
"park and adjust" feature monitors the condition of the brakes and adjusts clamping force
during brake cooling. Released by depressing the pedals until parking brake lever releases.

When set, PARKING BRAKE SET is displayed.
If set and either engine is set to takeoff
thrust, configuration aural alert sounds and
CONFIG PARKING BRAKE displays.

Brake Temperature Indication
Displayed on GEAR synoptic. Numerical
values from 0.0 to 9.9 in increments of 0.1.
Normal range 0 to 4.9. From 3.0 to 4.9, brake
symbol for the hottest brake on each main
gear becomes solid (white). If temperature
≥5, symbol becomes solid amber. BRAKE
TEMP displays when any brake registers 5.0
or higher, until all temperatures are below
3.0.

Tire Pressure Indication
Displayed on the GEAR synoptic. Normal values in white, above or below in amber. TIRE PRESS
displays if any tire pressure is above or below normal range, or excessive pressure difference
between two tires on the same axle.

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CHAPTER 15: WARNING SYSTEM

Introduction
Consist of:
• Airspeed alerts •
• Selected altitude alerts •
• Crew alertness monitor •
EICAS • GPWS
Tail strike detection • TCAS
TO/LDG configuration • Windshear alerts

Engine Indication and Crew Alerting System EICAS

Consolidates engine and system indications. Primary means of displaying system indications
and alerts. May be displayed on the inboard or outboard MFD.

System Alert Level Definitions

• Time Critical Warnings: non-normal operational condition requiring immediate crew
awareness and corrective action to maintain safe flight (Master WARNING, voice
alerts, and PFD and HUD indications or stick shakers).
• Warnings: non-normal operational or system condition requiring immediate crew
awareness and corrective action.
• Cautions: non-normal operational or system condition requiring immediate crew
awareness. Corrective action may be required.
• Advisories: non-normal operational or system condition requiring routine crew
awareness. Corrective action may be required.

EICAS Messages
Systems conditions and configuration information is provided by four types of EICAS messages:
alert, communication, memo, and status. No longer displayed when condition no longer exists.

Alert Messages
From after engine start until engine shut down, primary means to alert to non-normal
conditions which may impact other operations during flight.
There is a non-normal procedure for each EICAS alert included as a checklist in the QRH. Some
have steps to reconfigure airplane systems. [] prefaces an alert that has procedural steps,
notes or information of which the crew must be made aware.
Grouped into three priority levels: warning, caution, and advisory, to aid in decision making.

Communication Messages
Normal communication conditions which may require crew attention. There is a crew action
for each message. Grouped into three priority levels: high, medium, and low, to aid in decision
making. Displayed in white below alert messages. Can not be cancelled by pushing CANC/RCL.

Memo Messages
Reminders of certain selected normal conditions. Displayed in white at the bottom of the last
page of EICAS alert messages on primary EICAS. Pushing CANC/RCL ensures all current memo
messages have been displayed.

Status Messages
Affect dispatch capability. Listed in the DDG, provide a cross reference to the MEL.

Display and Manipulation
If more than one alert is displayed, they are grouped by priority level: warnings at the top,
cautions below, advisories below the lowest caution and indented. The most recent message is

105
displayed at the top of its priority group. If there are more messages than can be displayed on
one page, multiple pages are created. Pages of cautions and advisories are displayed one page
at a time by pushing CANC/RCL. If there are more warnings than can be displayed on one page,
no page number is displayed and it is not possible to display other pages. Warnings appear at
the top of each page (cannot be cancelled). Pushing CANC/RCL on the last page causes all
cautions and advisories to be no longer displayed. Alerts for new non-normal conditions are
displayed on the page being viewed. When no cautions or advisors are displayed, pushing
CANC/RCL redisplays page one (RECALL displayed briefly).
The most recent communication message is displayed at the top of its priority group.
The most recent memo message is displayed at the top of the memo messages.
STATUS cue is displayed when a new status message is displayed.

System Displays by Phase of Flight
When SYS is pushed:
• Before engine start: STAT
• After engine start: FCTL
• In flight: FUEL
• After landing: STAT

System Menu Amber Text
Whenever a caution associated with a synoptic is triggered:
• Single: synoptic becomes default display.
• Multiple: only the system menu is displayed.

Aurals, Master WARNING/CAUTION Switches and Lights

Master WARNING Light
Illuminated for:
• New EICAS warning, or
• ENGINE FAIL, PULL UP, or WINDSHEAR alert on PFD

Master CAUTION Light
Illuminated for new EICAS caution.

Call attention to alerts.

106
 AURAL LIGHT CALLS ATTENTION TO
Bell Master WARNING FIRE
Beeper Master CAUTION Cautions, except SHUTDOWN
Altitude deviation
ENGINE FAIL Master WARNING ENG FAIL on PFDs and HUDs
Evacuation tone Master WARNING EVAC COMMAND
Siren Master WARNING CONFIG
OVERSPEED
CABIN ALTITUDE
STABILIZER
CONFIG GEAR
Wailer Master WARNING AUTOPILOT DISC

Master WARNING/CAUTION Reset
Silences aurals associated to following warnings:
• CABIN ALTITUDE • PILOT RESPONSE
• CONFIG GEAR (thrust lever at idle) • STABILIZER
• FIRE • EVAC COMMAND

Flight Deck Panel Annunciator Lights

Used with EICAS messages to:
• Help locate and identify affected systems and controls
• Reduce potential for error

Airspeed Alerts
• Stall Warning: Stick shakers independently
vibrate control columns.
• Airspeed Low: Below minimum maneuvering
speed. Beeper and Master CAUTION.
• Overspeed Warning: OVERSPEED, siren and
Master WARNING if airspeed >VMO/MMO,
until airspeed reduced.

Thrust Asymmetry Minimum Speed (TAMS)
Displayed on speed tape to provide situational awareness of
minimum control speed for operation with a large thrust
asymmetry. Varies with weight and CG, approximately equal to
minimum control speed during takeoff or go-around. “Airspeed,
airspeed“ and Master WARNING.

Tail Strike Detection System

Detects ground contact which could damage the airplane
pressure hull. Blade target and two frangible wires are
installed on the aft body. TAIL STRIKE displayed when
detected.

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Takeoff And Landing Configuration Warning System
Takeoff Configuration Warnings
Armed when:
• On ground
• FUEL CONTROL in RUN
• Either engine thrust in takeoff range
• Thrust reversers not unlocked or deployed
• Airspeed <V1
Consist of Master WARNING, siren, and CONFIG:
• DOORS: not secured and locked
• FLAPS: not in takeoff position
• PARKING BRAKE: set
• RUDDER: trim not centered
• SPOILERS: not DOWN
• STABILIZER: not within green band
Inhibited at V1 (except RUDDER, >30kts). When a takeoff configuration warning occurs,
pushing Master WARNING/CAUTION does not silence the siren or clear EICAS message.
CONFIG message remains displayed for 10sec after thrust is reduced.

Landing Configuration Warnings

Landing gear not extended for landing. CONFIG GEAR displayed if:
• In flight
• Any gear not down and locked, and
o Either thrust lever closed and RA<800ft, or
o FLAP lever in landing position.
If displayed because FLAP lever is in landing position, siren cannot be silenced by Master
WARNING/CAUTION and message remains displayed until gear is down and locked, or GEAR
OVRD is selected to OVRD on GPWS page of TCP.

Speedbrake Lever Extended Beyond ARMED During Landing
SPEEDBRAKE EXTENDED displayed if lever is extended with RA≥15ft, and:
• RA≤800ft, or
• FLAP lever in landing position, or
• Thrust lever angle ≥5oabove idle stop for 15sec.

Speedbrake Warning During Rollout
SPEEDBRAKE displayed if not deployed during landing or rejected takeoff on both PFDs and
HUDs, and “Speedbrake, speedbrake”.

MCP Selected Altitude Alert

Approaching MCP Selected Altitude
900ft prior selected altitude, selected and current altitude are highlighted with a white box. No
longer displayed within 200ft of selected altitude.

Departing MCP Selected Altitude

By >200ft, ALTITUDE ALERT displayed, current altitude in an amber box. No longer displayed:
• Back within 200ft,
• New MCP altitude selected, or
• Departing >900ft from selected altitude.

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MCP Selected Altitude Alert Inhibits
Inhibited when:
• G/S or G/P captured, or
• Landing flaps selected and landing gear down and locked.

500ft Callout
“FIVE HUNDRED” on approach when RA transitions through 500ft, and:
• flight path not within ±2 dots of a valid GS/LOC, or
• No valid LOC/GS signal is received, or
• G/S INHIBIT is actuated.

Crew Alertness Monitor

Configured by the airline. When enabled, FMC monitors switch action on MCP, EFIS control
panel, display select panel, CDUs, and microphone. When a predefined time elapses after the
last switch action was detected, PILOT RESPONSE is displayed. After a brief time, is upgraded
to caution, and then to warning. Inhibited during climb <20,000ft when flaps are not up.

Traffic Alert and Collision Avoidance System (TCAS)

Alerts to possible conflicting traffic. Provides ND messages, voice annunciations, PFD vertical
flight path guidance, and traffic displays. Identifies a 3D airspace around the airplane where a
high likelihood of traffic conflict exists, with dimensions contingent upon closure rate.
TCAS messages and traffic symbols can be displayed on ND and mini-map, but cannot be
displayed on PLAN mode. TCAS-only traffic shows within 40NM. ADS-B traffic shows within
150NM and includes flight ID. Selection on ND menu affects ND only, not mini-map. Traffic
display shows automatically when:
• RA/TA is occurring, and
• TFC-ALL or TFC-FLTR not selected on
either ND, and
• ND in MAP or MAP CTR mode.
Vertical motion arrow indicates ≥500fpm.

Resolution Advisories (RA)
Another airplane will enter the conflict airspace within 15 to 35sec. If altitude data from other
airplane is not available, no RA is provided. Indications:
• TRAFFIC on ND
• Voice annunciation
• PFD vertical guidance
With TFC-ALL or TFC-FLTR on ND, and RA within ND range, the RA symbol is shown (data tag
with altitude and vertical motion arrow). For no-bearing RAs, RA label and data tag information
shown below TRAFFIC on right side of ND. If further from ND range, OFFSCALE displayed.

109


Traffic Advisories (RA)
Another airplane will enter the conflict airspace in 20 to 48sec. Assistance for establishing
visual contact. Indications:
• TRAFFIC on ND
• “Traffic, traffic” Voice annunciation
With TFC-ALL or TFC-FLTR on ND, and TA within ND range, the TA symbol is shown (data tag
with altitude and vertical motion arrow). For no-bearing TAs, TA label and data tag information
shown below TRAFFIC on right side of ND. If further from ND range, OFFSCALE displayed.

Proximate Traffic
Neither an RA, nor a TA, but within 6NM and
1,200ft. With TFC-ALL or TFC-FLTR on ND, and
Proximate Traffic within ND range, the
Proximate Traffic symbol is shown (data tag
with altitude and vertical motion arrow).

Other Traffic
Within ND display limits but neither an RA, a TA, nor a proximate traffic. When TCAS is not
receiving and processing altitude data, becomes a Proximate Traffic aircraft when within 6NM.
With TFC-ALL or TFC-FLTR on ND, and Proximate Traffic within ND range, the Proximate Traffic
symbol is shown (data tag with altitude and vertical motion arrow).

110
TCAS HUD and PFD Vertical Guidance
When TCAS predicts an RA. Guidance displayed for a maneuver to ensure vertical separation,
by adjusting or maintaining a pitch attitude and V/S outside RA regions.

TCAS Normal Operation
Controlled from the Alerting and Transponder Control panel (ATP) and TCP. TA/RA normally
selected. TA ONLY to prevent nuisance RAs or during engine out operations (adequate thrust
not available to follow RA commands).

TCAS Controls (TCP)
TCAS Display
• ABOVE: -2,700ft to +9,900ft
• NORM: ±2,700ft
• BELOW: -9,900ft to +2,700ft

TCAS ALT
• ABS (absolute)
• REL (relative)

TCAS Non–Normal Operation

TCAS OFF displayed if not operating. Message inhibited <400ft RA. No RA guidance on PFDs, no
traffic symbols on NDs or mini-maps, and no voice alerts. TCAS OFF on NDs and mini-maps.
TCAS RA (CAPTAIN or F/O) displayed if TCAS cannot display RA guidance on respective PFD
and HUD. ND and mini-map traffic displays and voice alerts are unaffected.
Same message if TCAS cannot display RA guidance on either PFD, and cannot display traffic
symbols on NDs or mini-maps. TCAS voice alerts do not occur. TCAS FAIL displayed on NDs and
mini-maps.

Ground Proximity Warning System (GPWS)

Introduction
Provides immediate and look-ahead obstacle and terrain alerts for imminent impact with
obstacles and ground. Immediate alerts based on RA, barometric altitude, ADRS, G/S
deviation, and airplane configuration. Provided for:
• Altitude loss after takeoff or go-around
• Excessive and severe descent rate
• Excessive terrain closing rate
• Unsafe terrain clearance when not in landing configuration
• Excessive deviation below G/S or G/P
• Windshear
Provides bank angle and altitude voice annunciations during approach.
Also provides look-ahead alerts by monitoring obstacle and terrain proximity using a world-
wide database. Obstacle and terrain data may be displayed on the NDs, VSDs, and mini-maps.

111
Alerts are based on estimated time to impact, based on airplane position, barometric altitude,
present track, vertical path, and groundspeed. FMC VNAV and LNAV path is not considered.

Note: Obstacles or terrain may exceed available climb performance. GPWS caution or warning
does not guarantee obstacle or terrain clearance.

GPWS Look-Ahead Obstacle and Terrain Mode

Database contains detailed terrain and man-made obstacle data. Not designed to be used as
an independent navigation aid. TERR on EFIS control panel displays obstacles and terrain on
NDs and mini-maps. Can be displayed on ND only (TERR on ND menu). Not in PLAN mode.
Elevation of highest and lowest terrain or obstacle is displayed on ND in hundreds of feet
(MSL). When >500ft above highest terrain or obstacle in the display range, obstacles and
terrain depicted independent of airplane altitude by three contours of green. When <500ft, in
varying densities of green, amber, and red, depending on the airplane height.

VSD Terrain Display

Depicts the highest terrain within the enroute
corridor (1 RNP). Actual altitude separation
between airplane and terrain is shown. Same
color coding as GPWS.

When an obstacle or terrain alert occurs, respective message is displayed on ND (OBSTACLE
replaces TERRAIN, both are not displayed at the same time).
Terrain display is correlated to GPS or IRS position. TERR and WXR cannot be simultaneously
displayed on the same ND or mini-map, although, for example, WXR can be displayed on ND,
and TERR on mini-map. Each display updates on alternating sweeps.

Note: When ROD>1,000fpm, the display will depict a 30sec advanced preview. Color contours
may appear at greater relative heights.
Note: In areas without terrain data, GPWS immediate alerts function normally.
Note: Terrain within 400ft of the nearest airport runway elevation is not displayed.

GPWS Look-Ahead Obstacle and Terrain Alerts

• CAUTION OBSTACLE/TERRAIN: 40-60sec from impact.
• OBSTACLE, OBSTACLE, PULL UP / TERRAIN, TERRAIN, PULL UP: 20-30sec from impact.
• TOO LOW, TERRAIN: below safe altitude while too far from an airport in database.

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GPWS Controls
TCP: System selection and warning override
(flaps, gear and terrain).

ATP: G/S alert inhibition <1,000ft RA. Also
available through TCP MENU, ALERT/XPNDR
option.

Bank Angle Voice Annunciations

BANK ANGLE sounds if >35°, 40°, and 45°. Also sounds at low altitudes during takeoff and
landing for bank angles as small as 10°.

Altitude Voice Annunciations During Approach

Approaching Minimums and Minimums Voice Annunciation
“Approaching minimums“ at 80ft above and “Minimums” at
the altitude set by Captain’s MINS selector.

GPWS Windshear Alert and PWS

Enabled during takeoff, approach, and landing:
• GPWS immediate windshear alert: excessive downdraft or tailwind.
• PWS windshear alerts: excessive windshear condition detected ahead of the airplane.

PWS Alerting System
WXR uses radar imaging to detect disturbed air ahead of the airplane. PWS alerts are enabled
12sec after WXR begins scanning for windshear. Radar antenna scan sweep is reduced.
Prior to takeoff, PWS alerts can be enabled by pushing WXR on the EFIS control panel.
Windshear scanning and PWS alerts are enabled even when WXR is not selected for display:
• On ground (WXR selected or not), WXR begins scanning for windshear when thrust
levers are advanced for takeoff, PWS enabled.
• In flight (WXR pushed or not), WXR begins scanning for windshear <2,300ft RA and
PWS alerts are provided <1,200ft RA.

PWS Windshear Alerts
GO AROUND, WINDSHEAR AHEAD
• 1.5NM directly ahead
• <1200ft RA in approach
MONITOR RADAR DISPLAY (Caution)
• 3NM Ahead
• <1200ft RA in takeoff and
approach
WINDSHEAR AHEAD (Warning)
• Close to and directly ahead
• <1200ft RA during takeoff

Note: WXR provides alerts for events containing some level of moisture or particulate matter.
Note: Detects microbursts and other windshears with similar characteristics. Not for all types
of windshear. Rely on traditional windshear avoidance methods.

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Immediate Windshear Alerts
“WINDSHEAR” (x3) <1,500ft RA. GPWS windshear detection begins at rotation.

Alert Inhibits
When operationally unnecessary or inappropriate. During normal system operation, and part
of the takeoff and landing to prevent distracting the crew.
GPWS immediate windshear alert inhibits all PWS, TCAS, and other GPWS alerts.
When a GPWS or PWS warning alert occurs, TCAS automatically inhibits RA.

During Normal System Operation

Certain EICAS alert messages are time delayed, even though panel annunciator lights are
illuminated. Prevents normal in-transit indications from being displayed as alerts.

By Other Alert Messages

Some EICAS alert messages are inhibited if another related alert message is displayed.

Voice Annunciation Inhibits

Voice annunciations for warning alerts inhibit new voice annunciations for caution alerts. All
voice annunciations are prioritized to aid decision making.

ND Display Inhibits and Automatic Display

Alert displays on NDs are prioritized to aid decision making. Immediate windshear alert inhibits
new TCAS, terrain, or PWS alerts. TCAS traffic can be displayed with either TERR or WXR.
New TA/RA, TERR and PWS alerts when one or both ND are not in MAP or MAP center modes
are armed for respective display automatically when MAP or MAP center are selected.

By Flight Phase
Before engine start and after shutdown, after engine start, and during takeoff and landing.
(see FCOM SD.15.20 for detailed information)

AURAL CANCEL Switch

Enables the crew to cancel any active false or nuisance aural
alert. Remains canceled as long as the condition causing the
alert remains active. When no longer active, canceling function
resets (if same condition becomes active again, aural alert will
sound again).
Aural alerts for other fault not affected, canceled separately.
AURAL CANCELED shows. Aural cancel function resets on ground
and both engines shutdown, or power is cycled Off and On.
TCP provides a backup AURAL CANCEL soft key (ALERT/XPDR
after selected ON).

EICAS Event Record

Records currently displayed engine indications and additional EICAS maintenance information.
Up to 5 events. System also records out of limit parameters and conditions when exceeded.

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