Flight Controls
System Normal Secondary Direct
PFC no longer
Three Primary Flight Computers use All 3 PFC work in used.
control wheel and pedal inputs from All 3 PFC work in parallel, but use Pilot inputs are
the pilot to electronically command parallel simplified sent directly to
the primary flight control surfaces calculations flight controls
Primary Flight through 4 ACE
Computers all 3 PFC fail or
(PFC) IRU fail, AHRU
PFC data loss or
when fail, flap/slat
manually
data loss
selected
[ ] FLIGHT
[ ] PRI FLIGHT
EICAS CONTROL
COMPUTERS
MODE
Autopilot The Left, Right and Center A/P are
available
(A/P) always engaged simultaneously
Pitch Normal Secondary Direct
Control column forces increase with
Pitch Pitch maneuver
control displacement and with Elevator deflection command
Control command
airspeed (see further Elevator Feel)
Automatic compensation for pitch
Pitch response to thrust changes,
available
Compensation flap/gear configuration changes,
turns up to 30° bank and turbulence
On ground, moves
stabilizer directly.
In flight, changes
trim reference On ground and in flight,
System operation on ground speed PFC the stabilizer is positioned directly
moves elevator
Pitch moves stabilizer
Trim to streamline
elevator
Alternate pitch trim commands from dual pitch trim
Alternate Pitch Trim switches have priority over primary pitch trim
commands.
Primary and alternate trim switches work in all modes.
Trim switches
All switches are inhibited when the A/P is engaged.
www.B787MRG.net – Capt. Pat BOONE NO OFFICIAL DOCUMENT ! August 2016
Flight
Overspeed and stall protection in
Envelope available
manual (and automatic) flight
Protection
Control column forces increase with Continuous
Elevator Based on flaps position
increasing airspeed and with larger variation with
Feel (flaps UP = higher forces)
column displacement airspeed
Automatic Speedbrakes :
- rejected takeoff above 85 kts
- both reversers are used on landing
Spoilers available
- (armed) main gear trucks untilt
and
- both thrust levers not in T/O range
Deflecting ailerons downwards and available
raising two most outboard spoilers (in manual and
Autodrag
when above glideslope/path and automatic
flaps 25 or 30 and thrust in idle approach)
available with
Symmetric deflection of flaperons
Gust A/P in level flight
and elevators to alleviate gust
Suppression (ALT HOLD,
acceleration
VNAV)
Active on takeoff and landing,
Tail Strike
including autoland. No pilot available
Protection
feedback.
Roll Normal Secondary Direct
Control wheel forces increase with
Roll Roll maneuver Flaperons are not used to control
control displacement. Forces do not
Control command roll
change with airspeed
Flight
Bank angle protection in manual (and
Envelope available
automatic) flight
Protection
www.B787MRG.net – Capt. Pat BOONE NO OFFICIAL DOCUMENT ! August 2016
Yaw Normal Secondary Direct
Pedal forces increase with pedal Sideslip
Yaw
displacement. Forces do not change maneuver Rudder deflection command
Control
with airspeed. command
Yaw Turn coordination and Dutch roll
available Yaw Damping is degraded
Damper damping
Rudder Rudder ratio changer reduces sideslip Based on flaps position
available
Ratio when airspeed increases (flaps UP = rudder response is less)
Automatic trim
Manual inputs automatically zeroed (asymmetry
Rudder during takeoff passing through 30 compensation)
Trim knots and upon landing. Manual
inputs inhibited during LAND3. Manual trim
On ground, maintain zero yaw during
crosswind / gustwind takeoff or No asymmetry protection, except for
asymmetric reverse thrust landing. Wheel to Rudder Cross-Tie
Rudder pedals do not move available
(reduces maximum sideslip
and vertical fin loads)
In flight for any asymmetry condition.
Rudder pedals move for awareness.
Asymmetry In combination
Compensation with Thrust
Asymmetry
On ground above 60 knots, maintain Protection
almost zero yaw in case of engine (TAP) which No asymmetry protection and
failure on takeoff. Rudder pedals reduces thrust no engine TAP
move. on the
operating
engine during
takeoff
Self-Test
When flaps and speedbrakes
retracted and groundspeed is below Self-test 90 seconds
After Landing 30 knots
checks
When hydraulic systems are
Self-test 70 seconds
depressurized
www.B787MRG.net – Capt. Pat BOONE NO OFFICIAL DOCUMENT ! August 2016
Non-Normals Normal Secondary Direct
The channel causing stabilizer
motion is automatically shutdown
and EICAS Stabilizer does
[ ] STABILIZER L2 or R2 is shown, no longer move.
or Pitch trim
[ ] STABILIZER (with memory remains
items) is shown in case motion available No Pitch Trim
Uncommanded
continues after shutdown (message through
Stabilizer
inhibited with both switches cutout) elevators (Trim
motion
or when both channels shutdown Reference Speed
(e.g. DUAL ENG FAIL) logic)
L2 / R2 - Switch Cutout
This function is only available in
Control Column Cutout Primary and Secondary mode. If
(moving the control column active for more than 20 seconds, the
opposite of the trim direction) flight control system reverts to
Direct Mode.
Use control wheel to electrically control
Loss of
two spoiler pairs
hydraulic
Use primary or alternate trim switches to actuate
power
stabilizer
Use control wheel to electrically control
Loss of all
one spoiler pair
control
Use alternate trim switches to actuate
signaling
stabilizer
www.B787MRG.net – Capt. Pat BOONE NO OFFICIAL DOCUMENT ! August 2016
Flight Controls
Flaps Primary Secondary Alternate
LE / TE devices LE and TE move
LE / TE devices electrically
controlled
controlled
separately either LE / TE extend
Extension / Retraction together by
from hydraulic simultaneously
Center hydraulic
or electrical but LE retract
system
system after TE flaps
Flaps Pilot Control Flap Lever Alternate Switch
Max Selection 20-25-30 limited 20 limited 20
single vertical expanded mode
expanded mode
Indication bar (until 10" index marks 5 -
two filled bars
after UP) 20
Inhibited above 260 knots
System Inhibit
or above 20,000 feet
Asymmetry Automatic shutdown for skew or
available
Protection asymmetric deployment
TE or LE slats/flaps move away from,
Uncommanded Automatic Shutdown Direct Mode
or move opposite or continue to
Motion transfer if uncommanded not to be used
move beyond selected position
to or slow motion as per NNC
Flaps do not move or move too Secondary continues procedure
Flaps or Slat
slow (less 50% of normal rate) after Mode after transfer (no protection)
Disagree
commanded input
LOAD RELIEF
Protects the TE flaps from excessive
when TE flaps
loads (limited to Flaps 5)
in 15 - 30
Load
LE slats retract
Relief LE slats load LE slats load
to midrange
LE slats protection relief not relief not
when above 225
required required
knots
Slat Pregap
Extends LE slats to full extend when moves LE to full not available
Slat
LE slats are in mid position, airspeed available when flaps not LE slats stay
Autogap
below 225 knots and high AOA UP below 225 in midrange
knots
Varies wing camber by available
Cruise symmetrically moving flaps, ailerons, above 25,000
Flaps flaperons and spoilers in cruise feet
reduce drag 0.54 - 0.87 Mach
www.B787MRG.net – Capt. Pat BOONE NO OFFICIAL DOCUMENT ! August 2016
