787 Systems Review

Welcome to the Z-Man 787 Guide Audio Series, 787 Audio Systems Review. Content for the series was contributed by a 787 Guide author and pilot, Captain Lindstrom. Over 25 years as a command pilot and check airman for our one-world British airline partner. All content and opinions are solely his and are for reference and study only. Content for this audio series is not a substitute for company or manufacturer documents or procedures. It is for the use of our airline pilots only. Do not reproduce any elements of this series without the express written consent of the 787 Guide. Please visit the App Store for the full 787 Guide experience and check out the resource for this series. Airplane General. Common Core System CCS. Automatic Computing Network and Data Exchange for almost all airplane systems. The CCR, Common Computing resource is the main computer with a left and right cabinet each occupied by a separate general processing module, GPM. Redundancy allows faults to be isolated for continued operation. For severe CCR faults, the loss of all displays unenunciated checklists uses the CCR reset switches for rebooting. The left CCR always starts up first with only battery power required. This 2-3 minute start-up sequence is complete when Captain's CDU pages show. The right CCR starts up second but only if external power or the APU is available. Exterior lights. Landing lights on the left and right wing root and on the nose gear inhibited with nose gear not down and locked. Runway turnoff lights on the left and right wing root. Taxi lights on the non-sterible part of the nose strut. These also illuminate when nose gear light landing lights are switched on and they are inhibited with nose gear not down and locked. Strobe lights on the wing tips and tail cone. Beacon lights and navigation lights are standard like on other aircraft. Logo lights on the stabilizer illuminating the tail. Wing lights on the fuselage illuminating the leading edge of the wing. Exterior passenger door lights, aft of each passenger door illuminating the emergency exit slide landing area. On the overhead panel, master brightness control knob adjust panel lights and display brightness overrides individual controls when on. To allow full adjustment range, individual controls should first be centered to the detent. Overhead panel, passengers seatbelt sign switch. With the switch in auto, the sign comes on automatically in the following situations. Landing gear is not up and locked. Flap lever is at 5 or more. Flying below an airline defined altitude, cabin pressure is above 10,000 feet. Passenger oxygen system is on. With passenger oxygen on, the seatbelt signs illuminate regardless of switch position and cannot be switched on. Return to seat signs in the laboratories do not illuminate if the passenger oxygen is on. No smoking signs are installed but not electrically illuminated. Powered by remote batteries that provide at least 10 minutes of operation if fully charged, batteries are kept charged by the aircraft electrical system. With the system armed, emergency lights illuminate automatically if required, airplane power fails or is turned off. Can also be activated from the one L master attendant switch panel. The ICAS advisory message Amber, emergency lights, is shown when the system is not armed and also when the lights are on. Passenger oxygen. Stored in small high pressure cylinders, not oxygen generators and located with the mass throughout the cabin in the passenger service units, PSU. Regulated pulsating oxygen flow with longer pulsars at higher altitude, lasts approximately 60 minutes for a typical descent profile. Mass drop automatically from PSU's prior to cabin altitude reaching the higher of 14,500 feet. Origin airport altitude plus 1500 feet. Destination airport altitude plus 1500 feet. Can be manually deployed by pushing the switch to on. Doors. Eight passenger entry doors. Two large cargo doors and one bulk cargo door. One overhead flight deck door for emergency exit. One equipment access door forward of the nose gear. Two ENE access doors. One aft of the nose gear and one aft of the wing area. The ICAS advisory message Amber, doors, indicates that two or more doors are not closed and secure. With only one door open, the individual ICAS message for that door shows instead. Note, do not operate the entry and cargo doors with winds at the door of more than 40 knots and do not keep the door open when wind gusts are more than 65 knots. Air systems. Air conditioning packs. Four electric cabin air compressors. CAC. Supply outside air to the packs. CAC inlet doors. Deploy during landing and ground operations. But may retract when temperature is below two degrees Celsius or above 35 degrees Celsius. Two CACs per pack. With one CAC being sufficient to supply enough air if required. Two identical pack control systems. Air flow from the CACs to the packs is regulated. Supplying more during high demand periods or less during load shed conditions to ensure sufficient electrical power to power other critical systems. Pack ground operation. Ram fans draw air through the ram air system during ground operation. Packed don't operate with only external power connected. Note. As in, APU off. Normally one CAC per pack runs when the APU supplies electrical power but during cold weather both baby commanded on. Note, packs and lower research fans must be switched off before connecting external ground air. Three CACs run on the seven eight seven dash ten when all these conditions are met. Outside air temperature is at or below 43 degrees Celsius. APU plus at least one external power source. Cabin utility and IFE cabin seats are off and the average cabin temperature is more than 5.5 degrees Celsius above selected. CACs are commanded off during engine start. Amber pack alert message inhibited for at least two minutes and until the engines are running. Pack non-normal operation. Automatic shutdown happens for overheat and significant faults. I cast advisory message Amber pack left slash right indicates that the pack has been shut down. The non-normal checklist will guide an attempt to restore operation by pushing the air conditioning reset button. Other pack non-normals. Only one CAC will run during engine in flight starts using the starters. In the highly special case of single engine goar rounds where auto gap is needed both packs could temporarily load shed. In this case, the amber pack left and right will show but no crew action is required. Stand by cooling mode. Back up for the normal mode. I cast displays with the amber pack mode left slash right advisory message and stand by cooling is shown on the air. Simp notic. This mode has less cooling capacity so the flight deck and cabin may get warm at lower altitudes. Pack will shut down at lower altitudes higher outside air temperature if the other pack is operating normally. Pressurization system. Fully automatic with data from the FMC during normal operations. Kevin altitude normally at Under below 6,000 feet, but up to 8,000 feet during certain degraded operations, i.e. failed pack/cac. Default values if no data from FMC, 43,000 feet cruise altitude, 2,000 feet landing altitude, two outflow valves forward and aft. Normally both valves are used, but one is sufficient for full ventilation rate. But do not manually close valves during deep resurization events, though close automatically and reopen at 15,000 feet or when descending below Calvin altitude. Bleed air system. Only used for engine core and inlet cowl anti-ice. Anti-ice valves open whenever the engine anti-ice selectors are on. Global open if selectors are in auto and icing conditions are detected in flight. Close automatically for any of the following. Engine start, Bleed air over temperature, Bleed air over pressure, and engine fire switches pulled. A Bleed air leak is detected. Anti-ice rain. Electric ice detection, two ice detectors measure liquid water content, LWC, and not actual ice accumulation. LWC is combined with TAT and other air data to identify icing conditions, inhibited below 75 knots. Engine anti-ice system. Bleed air provides engine core and cowl inlet ice protection. And anti-ice E AI is shown in green next to the eye cast and one indication when the engine anti-ice valve is open. Automatic operation is inhibited on the ground, but it can be manually switched on. The EEC automatically adjust idle when engine anti-ice is on. Engine anti-ice valves open whenever the engine anti-ice selectors are on. Also open if selectors are in auto and icing conditions are detected in flight. Wing anti-ice system. Economic thermal anti-ice mats on the leading edge slats. Enhibited on the ground below 75 knots. The system ensures symmetrical operation during failures and load shed. Wing anti-ice W AI is shown in green below the eye cast and one indication when powered. In auto, it's normal to see the W AI indication during a cleanup cycle after leaving icing conditions. With the switch set to on, the system is powered if the TAT is below 25 degrees Celsius. Anti-ice affects on maneuver margin. Engine and wing anti-ice modify the stick shaker logic when the flaps are not up. Pack shaker speed and minimum maneuvering speed increases. This reduces the margin to stick shaker. Resets when out of icing conditions for a certain period of time and the TAT is warmer than 10 degrees Celsius or the aircraft lands. None of this applies if the flaps are up. Pack inlet anti-ice system. An electric heater on the leading edge of each CAC inlet prevents ice formation. Fully automatic with signals from the automatic ice detection system. Enhibited on the ground and when TAT is above 10 degrees Celsius. Flight deck window heat. All flight deck windows are electrically heated. Forward windows, exterior anti-icing and interior anti-fogging. Flight windows interior anti-fogging only. The system operates automatically when the switches are set to on. The backup system automatically provides anti-fogging for the forward windows if the primary system fails or is switched off. Automatic flight. Autopilot flight director system AFDS. Three autopilot systems for fail operational redundancy. The mode control panel MCP controls the autopilot flight director, altitude alerts and autothrottle. Autopilot commands are carried out by the fly-by-wire flight control system. Redder control only happens during approach and landing. Nose wheel is steered by the autopilot during rollout after an auto land. And control panel MCP switches light up when a mode is arm or active except hitting slash track select, but confirmation should always be made on the flight mode anunciator FMA. With both flight directors on, the system uses the barometric setting Q&H of the left EFIS control panel until the autopilot is engaged. The autopilot applies barometric settings based on which autopilot button was used for engagement. PFD/HUD will show L or R next to the barometric setting for reference. The heading track window and the altitude window are always active. The speed window is blank when the FMC commands the speed VNAV engaged. Wishing the speed knob when VNAV agent is engaged opens the window for manual speed settings. VNAV still controls the path. Mode control panel 1/5 Autopilot and F/P. In flight, engages in heading, track hold and vertical speed or FPA if no other mode is active. If flight director is already on, autopilot will take over its active mode. Autothrottle arm. Arms the auto throttle for manual and automatic activation. Climb and continuous. Above 400 feet sets thrust limit to FMC selected Climb thrust or max continuous thrust when single engine. Autothrottle above 400 feet activates appropriate auto throttle mode or speed mode if no pitch mode is active. Mode control panel 2/5 Indicated airspeed mock toggles speed window. Lock must be greater than 0.4 Transfers lower line ATC uplinked speed clearance to active upper line. LNAV arms and in disarms the mode activates when above 50 feet R/A or within 2.5 nautical miles of the active leg. VNAV arms and disarms the mode activates at 400 feet HL. Flight level change opens speed window and engages flight level change speed mode for climb and descent. Mode control panel 3/5 Hitting track toggles between heading select and track select modes and changes reference bugs on primary flight display, HUD and navigation display. Transfer. Transfer is lower line ATC uplinked hitting clearance to active upper line. Head activates heading slash track select modes, bank limit, bank angle for heading slash track select modes, auto varies bank 15 to 25 degrees with TAFs, hold heading slash track hold wings roll level, autopilot disengaged disables autopilot and also bank angle protection manual flight. Control panel 4/5 Vertical speed FPA toggles between vertical speed and flight path angle mode up/down sets desired vertical speed or flight path angle. Vertical speed/FPA engages vertical speed mode or flight path angle mode. Hold altitude hold mode aircraft returns to the level where the button was pushed increment selector auto allows setting in 100 foot steps and also the barrow selected minimum to the closest 10th foot. Mode control panel 5/5 Transfer transfers lower line ATC uplinked altitude clearance to active upper line, localizer, final approach course, arms and disarms roll modes for the approach, an approach arms and disarms both roll and pitch modes for approach. Thank you. Approach mode can be deactivated by pushing the approach button above 1,500 feet, R.A. Below 1,500 feet, R.A., a Togo button must be pushed to deactivate the approach mode. Togo switches. On takeoff, flaps not up. Below 50 knots sets the takeoff thrust, thrust reference mode, otherwise inhibited until 400 feet. Above 80 knots, disarms l-nav, and v-nav, after lift-off. Removes all derates, disarms flight director and autopilot modes. 50 to 400 feet, select takeoff go around roll mode. Above 400 feet, select both takeoff go around roll and take off go around pitch mode. On approach, flaps out or glide slope capture, initiates go around by activating throttle mode. Takeoff go around roll and pitch modes, and arming or activating l-nav. Second push select thrust reference for full go around reference thrust. l-nav remains active, but heading select slash hold reverts to take off go around roll. Communications, audio control panel, ACP. Transmitter selection of volume control for radios and intercom. One for each pilot plus one shared for observers. Push square buttons to select transmitter and audio. Green, mic light will illuminate. Use any mic push to talk switch to transmit on selected radio or interphone. Push volume knobs to select only audio for listening. Green light illuminates. Push and hold round PA button for passenger address. Tuning and control panel, TCP. Three panels, captain, first officer and observer. With identical functionality for controlling. VHF frequency selection, HF frequency selection and settings. Sat, sat phone dialing and directory, cab, interphone calling and directory. GPWS, ground proximity warning system. WXR, weather radar settings. Transponder, transponder code entry. The nav page is used for alternate navigation into case of total FMC failure. Cockpit voice recorder, CVR. Requires transmitted and received data links and audio is as selected on ACPs. Flight deck area conversations are also recorded with an overhead panel microphone. As well as headset boom, oxygen mask and hand microphones. All inputs are continuously recorded. VHF communications. Three independent radios which can be tuned by any TCP using the VHF page. New frequencies are entered into the scratch pad. And then inserted on either the active side or the standby side with the line select keys. The transfer button cycles the active and standby frequency for the selected radio. When 121 decimal 5 is tuned, all ACPs automatically monitor the audio of that radio. VHF-C is usually used for the data mode indicated by data on the active line. The last TCP and VHF left will operate on standby power in the event of electrical power loss. HF communications. Two independent radios which can be tuned by any TCP using the HF page. Tune the antenna after a frequency change by briefly keying the transmitter. A tone will be heard while the antenna tuning is in progress. A tone longer than 7 seconds indicates that the system is failed. Only one HF antenna meaning both radios can receive at the same time. But when one is transmitting the other radio is disconnected. Data shows on the active line when in data mode reverts to voice after being low-chid i.e. engine start. Stuck mic protection. If a VHF or HF radio transmits for more than 30 seconds, the iCast Advisory Message Amber, Red, Transmit, Captain, FO, OBS, shows until the transmission stops. On the ground, VHF transmissions are automatically disabled after 35 seconds, with an intermittent tone alert before it happens. Cell call system. Monitor's three VHF radios and the two HF radios for a tone encoded aircraft identifier. A communications alert, Cell call and white, shows on the iCast when a call is received. Also, a white call light illuminates on the ACP transmitter, select button for the radio receiving the call. Electrical. Electrical system. Fully automatic with manual switching only for ground power use and in non-normal situation. uses 115 volts AC, 28 volts DC and 235 volts AC. In addition to traditional systems, the following are electrically powered. Engine start, pressurization, wing ice protection, stabilizer trim, wheel brakes. Power sources are 4 engine starter generators, 2 APU starter generators, 3 external EC power receivers, 1 RAM air turbine, 2 batteries main and APU, 3 flint control, permanent magnet generators, PMG, 2 EEC permanent magnet alternators, PMAs. Engine start generators, 2, 235 volts AC units per engine, on the N2 shaft, doubling as both electric starters and generators. Frequency varies with engine speed, hence the name variable frequency starter generator, VFSG. Both units are used for engine start, with electrical power from the GPUs and. I'm sorry, correction. Electrical power from the GPUs, the APU generators or the opposite engine. After engine start, the same units function as generators powering the 4 AC buses. Generator drives can be disconnected from the engine automatically or manually, but not reconnected in flight. The electrical, gen drive, amber message shows when a drive must be disconnected. APU starter generators, 2, 235 volts AC units left and right, doubling as both starters and generators. Variable frequency, like the engine, VFSG. Either unit is used for start, with power from the GPUs or the engines. The right unit is used for start when the APU battery is the only source of power. On the ground, both generators power main AC buses. In flight, one or both generators power the buses depending on the load requirements. External power, forward and after 115 volt AC system, with two GPU receptacles in the front and one in the back. One or two GPU plugged in energizes the ground handling mode, available lights illuminate on the switches. Selecting the switches on energizes the external power on mode. At least two 90 KVA GPUs are required for engine start. Expect load shedding. One additional aft GPU is recommended for engine start with less load shedding. Start the right engine first in this configuration. Battery power, one main battery, one APU battery. The APU battery functions automatically and has no flight deck switch. The main battery is used for initial power up. APU start, assist the APU battery, towing operations, back up for the electric braking. The main battery also powers the captain's side flight instruments and severe power failure situations until the rat takes over. The APU battery provides power for APU start as well as navigation lights in the towing power mode. Battery faults. Early battery issues were resolved in the 2013 with good reliability since then. Both batteries have overcharged protection which stops the charging and may isolate the battery electrically. Sealed closures protect the rest of the aircraft in case of severe battery failures or overheats. Burst disc on the enclosures allow venting hot gases overboard in case of cell failure. A brief odor may initially be present. The vent's opening can be seen aft of each ENE access door. Permanent magnet generators PMG. Engine driven with three installed, two on the left, engine, and one on the right engine. Each PMG provide independent power for flight control electrically. 2ndary flight control power is available from the 28 volt DC bus distribution system and the main battery. Dedicated batteries also provide backup power to guarantee flight control operation during temporary power interruptions. Permanent magnet alternators, PMA, engine driven with one per engine. Each PMA provide independent power for the EEC. Secondary EEC power is available from the 115 volt AC bus distribution system. During engine start and later as backup for an operative PMAs, power to the EECs is provided by the airplane electrical system. Engines APU. General Electric GE and X engines. Two rotor actual flow turbofan engine of high compression and bypass ratio. And one rotor, the fan, low pressure compressor and low pressure turbine. And two rotor, high pressure compressor and high pressure turbine. Engine accessory gear backs on the N2 shaft. Engine take off thrust ratings. GE and X dash 1B67, 67,000 pounds. GE and X dash 1B74/55, 74,000 pounds. Rolls-Royce Trent 1000 engines. Three rotor actual flow turbofan engine of high compression and bypass ratio. And one rotor, the fan and low pressure turbine. And two rotor, intermediate pressure compressor and intermediate pressure turbine. And three rotor, high pressure compressor and high pressure turbine. Engine accessory gearbox on the N2 shaft. Engine take off thrust ratings for the Rolls-Royce. Trent 1000 G, 67,300 pounds of thrust. Trent 1000 G, 74,400 pounds of thrust. Secondary engine indications. N2 and N3 on the Rolls-Royce engines. Fuel flow, oil pressure, oil temperature, oil quantity and engine vibration. Push engine on display select panel to show pressure. Shows automatically when aircraft is initially powered up. Fuel control move to cut off and flight. Engine fire switch is pulled in flight. Secondary engine parameter exceeded. N2 RPM is below idle in flight. Start selector in start. Fuel flow engine left right amber message is shown. Secondary engine indications cannot be cleared with any of the conditions active. Engine indications display format. EGT oil temperature and oil pressure have amber caution ranges. N1 and N2 and N3 on Rolls-Royce. EGT oil pressure and oil temperature have red line operating limits. Indicators change color to amber or red respectively when the limits are exceeded. Exceptions. Oil pressure indication does not change to amber when in the caution range. EGT amber max continuous limit is not applicable for takeoff or go-around and is therefore inhibited in those cases for five minutes. Ten minutes for single engine. If an N1 N2 N3 Rolls-Royce or EGT red line is exceeded, the box and closing the digital readout remains read after the value returns to the normal range. The cancel/recall button clears this. For low oil quantity also indicated with white text LO and high engine vibration, the digital readout reverts to black text on white background. Electric electronic engine control EEC. Two control modes, normal and alternate. GE engines uses N1 in both modes. Rolls-Royce uses TPR turbofan power ratio in normal mode and N1 in the alternate mode. Powered by two permanent magnet alternators PMA, one per engine/EEC with backup from the 115-volt EC bus. Maximum rated thrust is continuously calculated by the EEC and available with thrust levers at the full forward position in the normal mode. EEC alternate mode, loss of required signals for normal mode, two levels of control, soft, automatically switched. The switch is still in norm, the thrust does not change. Hard, alternate selected and thrust may change to reflect new target N1 now calculated by the FMC instead of the EEC. Rolls-Royce engines note TPR blanks in alternate mode but reference and target N1 becomes available when hard alternate mode is selected. Alternate mode is indicated by the iCast advisory message, amber, engine, EEC mode, left right and alternate light on the switch. No thrust overboost protection, auto throttle still work and remain connected. Thrust a symmetry, protection, tap, TAP. Enhanced safety and engine failure situations, reduces thrust on the functioning engine to ensure sufficient rudder control. Only active below V2 on takeoff and below VREF on go around, except some very light weight go around below 152,273 kilograms where it might also activate at VREF. Does not affect certified takeoff performance, works only in flight control normal mode, not to be confused with asymmetry compensation. Ice crystal idle for the Rolls-Royce engine, active when outside air temperature is between ISA and ISA plus 29 and the altitude is between 5,000 and 35,000 feet. Ice crystal anti-ice function for the GE engines. Cycles the veritable bleed valve, the BV, to extract ice whenever Ice crystal icing conditions are sensed. Activates only above 30,000 feet. Runs for at least 30 minutes plus 15-minute increments if still in icing conditions. Terminates when descending below 28,500 feet. ICA shows in green next to N1 on the ICA when active, but this does not necessarily mean the actual ice crystal icing is encountered. Auxiliary power unit APU can be started and operated up to the maximum certified altitude, 43,000 feet, produces electric power for or with two generators that also double as starters. No bleed system, the 787 only uses bleed for engine anti-ice. The pressurization is fully electric. Fuel supply from the left fuel manifold by any operating AC pump or a dedicated DC pump in the left main tank. With AC power available and the APU running, the left-aft fuel pump is always running regardless of switch position. Without AC power, the DC pump provides APU fuel. With no pumps operating, it can be started up to 14,000 feet. Fire protection. Engine fire detection. Multiple detector assemblies on each engine provide both overhead and fire detection for two ANB channels. Each detector assembly has two elements. Thermistor cables wired in parallel. Normally one element on each channel must detect fire or overhead can be on the same or different assemblies. If one channel fails, then a single element is enough to sense fire or overhead. Yes, the flight crew operating manual description is confusing. The iCAST advisory message, debt fire engine left right in amber indicates that the system has failed. Engine fire extinguishing. Two fire extinguisher bottles shared by both engines, pulling at an engine fire switch, arms both fire extinguishers, closes engine and spar fuel valves, closes any ice. valves, trips engine generator off, shuts off hydraulic fluid and depressurizes the EDP, removes power to the thrust-reverser isolation valve. Rotate switch to left to discharge bottle 1 and to the right to discharge bottle 2. After discharge the I cast advisory message bottle 1/2 discharge engine amber shows and the bottle discharge light illuminates. APU fire detection, dual fire detector loops but no overheat detection, fire warning when both loops sense fire. With one loop failed it's enough that the other senses fire to generate a warning. Fire warning automatically shuts down the APU and discharges the fire extinguisher bottle after a 15 second delay. On the ground with engines off only a single loop is required to sense fire for the automatic shutdown and discharge to happen. The I cast advisory message DET fire APU amber indicates that the system has failed. APU fire extinguishing. Pulling the APU fire switch arms the fire extinguisher bottle closes fuel valve, closes air inlet door, trips generator field and circuit breaker shuts down the APU. Rotate the switch in either direction to discharge the single bottle. After discharge the I cast advisory message bottle discharge APU amber shows and the bottle discharge light illuminates. The bottle discharges automatically 15 seconds after an APU fire warning delayed to allow fuel valve to close. Main wheel well fire detection, dual detector channels for fire and overheat detection. For overheat the I cast caution message overheat wheel well amber shows for fire the I cast warning message fire wheel well red shows there is no fire extinguishing system but the flank control electronics will slightly raise spoilers six and nine to allow airflow to cool the wheel well cargo compartment smoke detection detectors send smoke and or overheat a fire warning is caused by two detectors sensing smoke slash overheat at the same time with a failed detector in a compartment it's enough that a single detector senses smoke and overheat to cause a warning the total number of smoke detectors vary by version of aircraft 787-8 forward 14 detectors aft 6 detectors bulk 2 detectors 787-9 forward 18 detectors aft 9 detectors bulk 2 detectors cargo fire arm switches when pushed to armed arms all cargo cargo fire extinguisher bottles arms compartment extinguisher valve turns off both lower research fans shuts down cargo heat commands packed to minimum air flow puts associated forward or aft equipment cooling into override mode turns off miscellaneous equipment cooling fan forward cargo fire only shuts off IFE clear cooling turns off in GS outflow valve moves to 50 50 flows blitz turns off zonal dryer fans additionally for aft cargo fire only shuts down aft cargo ventilation system shuts down laboratory galley vent fan shuts off door for galley chiller units flight controls 787 flyby wire conventional control free for speed and trim changes yoke force feedback three operational modes normal secondary and direct nsd in the normal mode four actuator control electronics ace ACE send pilot control inputs for processing the three primary flight computers pfc the pfc uses air and internal data and information from other aircraft systems to calculate the required control surface movements these processed commands are then sent back via the aces to move the ailerons spoilers elevator redder accessor etc. unlikely flint control failures with total loss of hydraulic power very unlikely the aircraft can still be controlled by the electrically actuated stabilizer and two electric spoiler pairs in case of complete loss of flight control signaling direct wiring to the stabilizer and a spoiler pair allows aircraft control for pitch use alternate pitch trim for roll use control wheel still works flight control surfaces elevators and horizontal stabilizer work together for pitch flaperons ailerons and asymmetric spoilers provide roll control and also droop with flats to improve slow speed performance flaperons and spoilers provide high speed roll control ailerons lockout rudder becomes effective at greater than 60 knots flint control surfaces lock used by maintenance to prevent surface movements while performing work tasks note always check with maintenance staff before moving switch from lock to norm the icass advisory message flight control locked amber shows while in lock position automatically unlocks when ground speed exceeds 40 knots fail light comes on when the surfaces fail to lock flight control normal mode pilot control inputs are processed by the primary flight computers using information from several airplane systems such as air and inertial data flap and slant position engine thrust and radio altitude autopilot is available in this mode signals from the autopilot are processed in the three primary flight computers which then send the commands to the four ace for control surface actuator movement the autopilot back drives the pilot controls for tactile awareness of what it is doing overriding the controls disconnects the autopilot normal mode self tests three flight control cell tests run after landing these tests require flaps and speed breaks speed breaks retracted and ground speed to be less than 30 knots a 90 second test at flap retraction requires hydraulic power on without interruption and that flight controls are not moved not performed in the engines are shut down before flap retraction a 55 second test after hydraulics off requires that hydraulic remain unpowered and flaps slash speed breaks are not moved a final 90 second test after permanent magnet generator PMG power is off and other tests are complete if these tests are interrupted on two consecutive flights status messages may show that require maintenance action it is normal to see various icast alert and status messages come and go while these tests are run flight envelope protection reduces the risk of exceeding the flight envelope without reducing pilot control authority only available in normal mode overspeed protection inhibits nose down trim at VMO MMO continuous forward column pressure at twice the normal force is required to maintain speed above VMO MMO stall protection inhibits nose up trim when the speed as is at the top of the amber band can be 10 to 20 knots lower at higher altitudes continuous aff column pressure is twice the normal force is required to maintain speed this low bank angle protection if approximately 35 degrees of bank is exceeded the control will force rolls the airplane back to 30 degrees of bank can be overridden by the pilot by applying continuous force disabled by the autopilot disengage bar flight instruments displays speed and altitude trend vectors green arrows indicating the direction of change in speed and altitude. Speed "trend" vector shows predicted air speed in 10 seconds based on current acceleration or "d" acceleration. Altitude "trend" vector shows expected altitude in 6 seconds based on current vertical speed. Maximum and minimum speeds maximum speed upper red and black bar, barber pole, is the lowest of VMO/MMO landing gear placard speed or flat placard speed. Minimum speed lower red and black barber pole bar not seen is the speed where stick shaker activates. Maximum maneuvering speed upper amber bar shows 1.3g to high speed buffet, minimum maneuvering speed lower amber bar, 1.3g to stick shaker below flight level 200, 1.3g to low speed buffet above flight level 200, displayed with the first flap retraction after takeoff. VNAV speed band, acceptable speed range for the VNAV path, more mode indicated with a magenda band on the speed tape. If speed increases above upper limit, the pitch mode will change from VNAV path to VNAV speed. At the lower limit, the auto throttle starts adding thrust, displayed from top up descent until flap extension. Head up display, HUD. Most symbology is the same as primary flight display with some unique extra features. When the PFD uses the airplane symbol for pitch reference, the HUD often uses the flight path vector symbol instead. Some examples where flight path vector replaces pitch. The flight director guidance is followed using the flight path vector. Flight path vector reaching the angle of attack limit symbol activates the stick shaker. Flight path vector must be placed on tcast fly-2 box to comply with a tcast RA. Flight path vector symbol with guidance cue. The flight path vector symbol shows only in flight indicating where the airplane is currently going. Flight path vector with a dashed outline indicates that the drift angle is outside the HUD field of view. The guidance cue represents the flight director guidance and appears at 50 feet RA on takeoff with the flight directors on. The guidance cue turns solid green during a wind shear alert. Angle of attack limit. Reference to the flight path vector symbol, not the airplane symbol. Distance between flight path vector and angle of attack limit symbol represents margin to stick shaker. Displayed for any of the following. Angle of attack within five degrees of stick shaker. Stick shaker is active. Wind shear guidance is active. Distance between flight path vector and an airplane symbol represents current angle of attack in still error. HUD Toga reference line. Dashed pitch target line above the HUD horizon shows on the ground when Toga mode is active and ground speed is above 65 knots shown in flight when Toga mode is active. HUD ground excessive deviation symbol flashing triangle points in direction of runway center line shows when more than 23 feet from localizer course center line during takeoff roll requires HUD Toga departure to be selected. Flight management navigation. Flight management computer FMC three independent units designated as master spare and backup. The spare takes over if the master FMC fails. The backup then becoming the spare. For a dual FMC failure, the eye cast advisory message single FMC amber shows. In this case and for power interruption restarts, the route becomes inactive. LNAVV nav disengages and the pervenit data is likely lost. If all three fail advisory message FMC amber then all map displays CDU pages on MFD and LNAV nav functions are lost. Transponder two transponder units with tcast function. The transponder page on the TCP allows entry of squat code and selection of transponder unit. If one transponder fails, the TCP automatically switches to the other unit and a status message is generated. If both transponders fail, the eye cast advisory message transponder amber shows. Alerting and transponder control panel ETP. Tcast is on with TA only and TARA selected. Traffic can be shown on a nav display and minimap. Mode S works in all settings except standby. If the ATP fails, the eye cast advisory message transponder panel amber shows transponder control can be transferred to alert transponder CTL page on the TCP access from the menu page. The other two switches GS inhibit and oral cancel are used by the warning system. Weather radar maximum 320 nautical mile range with best detail and reliability within 80 nautical miles. The EFIS control panel weather button or weather checkbox on nav display drop down menu switches on the radar. All other weather radar controls are on the TCP weather page. System power is switched on the TCP system power page required for the equipment cooling forward amber message non-normal checklist. A weather radar self-test is performed when descending through 2,300 feet. Initial reference system IRS. Two major components, the inertial reference units IRU and the altitude and heading reference units AHRU. The IRUs combined inertial reference with GPS position data powered by the hot battery bus. With the battery switched off and the IRS switches left on, the on-bat light located between the IRS switches illuminates and a warning horn sounds in the wheel well. If both IRUs fail, the ICAS advisory message nav IRU amber shows and a hybrid GPS inertial position is provided by the AHRUs instead. ILS auto-tuning automatically tunes the ILS for the selected approach in any of these conditions within 50 nautical miles of top-up descent within 150 nautical miles of runway threshold. FMC is in the descent mode inhibited for 10 minutes after takeoff unless a new approach is executed in the FMC turn back fuel fuel system indications three tanks left and main left and right main tanks in the wings and the center tank. Normally the ICAS shows only total fuel quantity but the indication expands to show individual tank quantities when non-normal conditions occur and with engine shutdown. A white pointer appears next to the lower tank quantity to indicate a fuel imbalance of more than 100 kilograms. This pointer becomes amber when the fuel imbalance amber advisory message shows trigger level for this message varies with total fuel quantity. The fuel temperature in white turns amber when either the maximum or fuel freeze temperature is approached. Fuel pumps. Two AC powered fuel pumps in each tank, one sufficient to provide for one engine. High pressure center tank pumps override the lower pressure main tank pumps, making sure center tank fuel is always used first. With pumps which is off pressure lights illuminate for main tank pumps and ICAS advisory messages are shown but are inhibited for the center tank pumps. Pumps will automatically load shed with insufficient electrical power, pressure lights illuminate. Left main tank has a DC powered pump for the APU but with AC power available the regular left apt pump supplies fuel instead regardless of switch position. Fuel pump operation. Pumps are manually switched on before engine start. If fuel in center amber message is shown the center tank pump should be switched on. 2. Later in flight, when fuel low center amber message shows, the center tank pumps should be switched off. Center pump pressure lights and fuel pump center left right amber messages show only with low output pressure, unlike main pumps, which show lights and messages also when switched off. After center pumps are switched off, the scavenge system automatically transfers remaining center fuel to the main tanks. The scavenge system starts operating when either main tank quantity is less than approximately 16,000 kg center tank pumps are off and main pumps are on. Suction feed. Suction feed lines bypass the pumps so that each engine can draw fuel directly from corresponding main tank in case of low pump pressure. Suction called air released due to decreased air pressure and climb may restrict fuel flow and cause thrust deterioration or flame out. This air should eventually deplete and allow the engine to operate effectively on suction feed. Fuel cross feed. The system is designed so that any fuel tank can fuel tank pump can supply either engine. The left and right systems are isolated with the cross field valve closed. Opening the cross feed valve allows feeding an engine from the opposite fuel tank, steps described in the flight crew operating manual supplementary procedures chapter. The valve light on the switch and the eye cast advisory message fuel cross feed amber shows if the valve position does not agree with the switch position. Fuel balance system. The trigger level for the fuel imbalance message varies with total quantity. Fuel can be balanced between main tanks using the manual cross feed procedure or the new fuel balance system. With the balance switch on fuel transfers from the higher quantity tank through the defueled jettison valve to the lower quantity tank via the in board refuel valve. If balance is not achieved, the system shuts down. The fault light eliminates and the eye cast advisory message fuel imbalance system amber shows. Fuel balance system is inhibited wind refueling defueling ground fuel transfer. Both engines and APU are off. A center tank pump is on on the ground with any engine running in flight with fuel jettison act jettison active or fuel disagree or fuel quantity low amber messages displayed. Hydraulics. Hydraulic systems. Three systems left right and center. All three power the primary flight controls and spoilers. Left and right are identical powering a thrust reverser each. Center system powers trailing edge flaps leading edge slats landing gear and nose wheel steering system pressure is 5,000 psi center hydraulic pumps to electric pumps EMPs alternate as primary and demand primary operates continuously demand for the following system press low pressure on the ground first three minutes after second engine start take off thrust set until 2000 feet R a flaps are set or slats are in motion from gear down and 2000 feet R a until ground speed is less than 60 knots. Left and right hydraulic demand pumps left and right demand pumps are electric EMPs in auto they run for the following conditions system low pressure on the ground first three minutes after second engine start. From takeoff thrust set until flaps have been retracted from gear down or 1000 feet R a until ground speed is less than 40 knots thrust reverser operation. Ram air turbine rat electric backup power and 5,000 psi for the center hydraulic system automatically deploys for any of these conditions dual engine fail low pressure on all hydraulic systems loss of electric power to flight instruments all for EMP fail and faults in flight control system on approach all for EMP fail and engine fail on takeoff landing hydraulic isolation valves three automatic valves protect functionality in case of leaks NGIV nose gear isolation valve RSIV reserve steering isolation valve AEIV alternate extend isolation valve as indicated together they ensure landing gear can be lowered and that nose wheel steering is functional these hydraulic simp the hydraulic simp nodic shows two of these valves the NGIV left and the RSIV right landing gear landing gear center hydraulic system power retraction extension and nose wheel steering braking system is fully electric the gear simp nodic shows tire pressures break temperatures and door status sensors on each main gear landing beam and send air ground logic signals to the landing gear lever lock and other aircraft systems early doors function the 787-9 and dash tan have an early doors function that improves performance by reducing the total time it takes to retract the gear main gear doors automatically pre open one second after liftoff prior to the gear lever being moved to up doors close again if pilots do not select gear up within 30 seconds during a touch and go the function is only active if the aircraft has been on the ground for more than 30 seconds landing gear retraction the iCast indication changes from green down to white crosshatch to indicate the gear is in transit and then up for 10 seconds before it blanks after retraction the landing gear is held by uplocks and after all doors are closed the landing gear hydraulic system is automatically depressurized the costume message gear disagree amber shows if any gear is not up and locked after the normal transit time expanded iCast indication shows which gear is still down or in transit the advisory message gear door amber indicates that any hydraulic door hasn't closed after the normal transit time landing gear extension doors open and unlocked gear free fall without hydraulic power to the down and locked position hydraulic power then closes some gear doors and tilts the main gear trucks to the flight position the costume message gear disagree amber shows if both the side and drag drag base on same gear has not locked expanded iCast indication shows which gear the costume messages gear drag brace left right or gear side brace left right amber indicates only one brace has locked the advisory message gear door amber indicates that a hydraulic gear door hasn't closed after the normal transit time semi-libered geared only for the 787-10 an additional hydraulic actuator connects the forward end of the gear truck to the shock strut restricting the gear truck movement during takeoff this improves performance by making the aircraft rotate about the at wheel access higher angle of attack with wheels still on runway equals lower rotation speed the actuator is unlocked during landing to provide a full gear truck damping nose wheel steering powered by the center hydraulic system tillers turn nose wheel up to 70 degrees rudder pedals turn nose wheel up to eight degrees tiller and pedal inputs are summed and neither are in physical or hydraulic contact with the nose wheel fly by wire the only way to stop nose wheel for moving when testing the rudder is to press the rudder pedal disconnect switch at the center of the tiller unlike the Boeing triple seven and Boeing 737 holding the tiller in position will not stop the nose wheel from moving if pedals are pressed electric brake system a multi-disk carbon brake on each main gear wheel wheel with four electric brake actuators ebAs supplying the brake force for electric brake actuator controllers ebAs control the ebAs each ebAs control the brake force of the eight ebAs on a four-aft wheel pair four brake power supply units with two separate twang 28-volt DC inputs, one primary from the bus system and one from the main battery as backup. Warning systems, ICAS displays, ICAS engine indication and clue crew alerting system. Engine indications and other important system information in one place, ICAS messages show information about system configuration and other conditions to the crew. Pipes of ICAS messages are alert, communication, memo and status. ICAS alert messages, red warnings, always on top cannot be canceled, require immediate awareness and corrective action. Cautions, amber, require immediate awareness, corrective action may be required. Advisories, amber, indented, require routine crew awareness, corrective action may be required. All three types of alert messages may have an associated checklist and a box checklist symbol. ICAS display control ICAS button on the display control panel DSP moves the ICAS display between the captain and FO in-board displays. Cancell recall button has several functions. Cycle between pages when all ICAS messages do not fit on the display. Cycle clear advisory and caution messages after the last page has been shown, warning, memo and comm messages cannot be canceled. Recall any canceled messages when display has been cleared, cancel and recall red boxes around engine parameters that may have been previously exceed status display. Read by pushing the system button on the DSP and then click the stat button tab, depending on flight phase. Indications for hydraulic APU crew oxygen, packs and status messages. Status messages indicate faults that require MEL reference and may affect dispatch only. After engine start there is no need to check status messages since any serious fault would appear as an amber or red alert message. Tcast traffic alerts, red box, plus numbers, arrow direction, resolution advisory are a red 15 to 30 seconds out. Number, numeral depiction, yellow circle, direction arrows, traffic advisory TA, amber 20 to 48 seconds out, black diamond, numerals, arrow direction, proximate traffic, white within six miles and 1200 feet vertically. Other traffic, numerals, white diamond, direction arrows, hollow white within the altitude setting in the tuning and control panel, TCP. Tcast controls, transpounder page in the tuning and control panel allows selection of an altitude range for the traffic displayed on nav display and minimap above 2700 feet below to 9900 feet above normal 2700 feet below to 2700 feet above below 900 900 feet below and 2700 feet above. Thank you for listening to the Z notes audio series audio and production editors note. This audio content is compiled and read by a 25 year airline pilot, qualified on the 787 since 2015, a certified advanced ground instructor, retired military standards pilot, instructor pilot, instrument evaluator for both rotor and fixed wing aircraft. Thank you again for listening to Z Man audio notes.