General Limitations - Memory Limitations 787

Boeing 787-8 and Boeing 787-9 operating manual, limitations, operating limitations, general, airplane flight manual, AFM, operational information, and non-AFM operational information. Information is included if it is operationally significant, required by FAA or worthiness directive, or required by another regulatory requirement. Information is not included if it is incorporated into flight crew operating manual, normal, supplementary, or non-normal procedures with fuel exceptions, or shown on a placard, displayed, or other marking. And memory items are those limitations that flight crews shall commit to memory. They meet the following criterion. Flight crews, access by reference cannot assure timely compliance, i.e., severe turbulence penetration speeds. They need only be memorized to extent that compliance is assured, knowing the exact wording of the limitation is not required, assuming that the remaining items are available to the flight crew by reference they do not need to be memorized. Flight crew members are still required to be familiar with all items covered by limitation. Included are FAA, company, and manufacturers imposed warranty limitations. Limitations designated airplane flight manual are those on which the FAA approved flight manual impose a certificate limitation. As published by company, in this section, these airplane flight manual limitations are, in all cases, equal to or more conservative than limitations in the FAA approved aircraft manual. All references to airspeed or mock number relate to indicated airspeed or indicated mock number unless otherwise noted. All references to altitude relate to pressure altitude unless otherwise noted. Memory limitations, aircraft general, general limitations airplane flight manual, wind limitations, knots, tailwind component, takeoff and landing, Boeing 787-815 knots, Boeing 787-915 knots, note may be further reduced by performance requirements. Demonstrated crosswind, Boeing 787-8, takeoff 35 knots, landing 33 knots, Boeing 787-9, takeoff 29 knots, landing 35 knots, turbulent air penetration speed, turbulent air penetration speed in severe turbulence is defined as 290 knots indicated below 25,000 feet, 310 knots indicated, 0.84 m, whichever is lower at and above 25,000 feet. Operational information, do not operate HF radios wind refueling, non-airplane flight manual operational information, avoid weather radar operation in a hanger or within 50 feet, 15.25 m of fueling operations or a fuel spill, avoid weather radar operation when personnel are within the area normally enclosed by the aircraft nose radar. Autoflight, autopilot flight director system, the autopilot must not be engaged below a minimum engage altitude of 200 feet AGL after takeoff. Autoland capability may only be used for operations on to runways at or below 8400 feet airport field elevation. Without land 2 or land 3 enunciated, the autopilot must be disengaged below 135 feet AGL. Automatic landing, the maximum glide slope angle is 3.25 degrees, the minimum glide slope angle is 2.5 degrees. Engines, engine oil system, oil temperature must be greater than minus 40 degrees Celsius for engine start. Reverse thrust, intentional selection of reverse thrust in flight is prohibited. Backing near craft with use of reverse thrust is prohibited. Flight controls, avoid rapid and large alternating control inputs, especially incontinent. Combination with large changes in pitch, roll or yaw. Example, large side slip angles, as they may result in structural failure at any speed, including below VA. The maximum altitude with flags extended is 20,000 feet. General limitations, airplane flight manual, aircraft general, required flight crew, pilot, copilot, aircraft configuration. The aircraft configuration specified in this manual for various flight regimes is the configuration on which the allowable weights given in the performance section are based. Therefore, the prescribed configurations must be used to assure the aircraft performance requirements will be met. Type of aircraft operation. The aircraft is approved for the following kinds of flight and operation. Both day and night provided the required equipment is installed and approved in accordance with applicable federal aviation regulations. Visual, VFR, instrument, IFR, ice and conditions, extended over water. Certification status, the aircraft is certified in the transport category, far part 25 and far part 36. Wind limitations. For both the -8 and -9, auto land, HUD takeoff, headwind, 25 knots. Auto land, HUD takeoff, tailwind, 15 knots. Auto land, crosswind, 25 knots. HUD takeoff, crosswind, 15 knots. Takeoff, crosswind, limits. For the 787-8. Dry, 35 knots. For the 787-9, dry, 29 knots. For the 787-8, wet, 35 knots. For the Boeing 787-9, 29 knots. Both aircraft, standing water and slush, 25 knots. Snow, wet, and dry, 25 knots. Compacted snow, 20 knots. Ice, 15 knots. Landwind, landing, crosswind, limits. For the Boeing 787-8. Matrix 6, dry, 33 knots. For the Boeing 787-9, Matrix 6, dry, 35 knots. Matrix 5, good, for the Boeing 787-8, 33 knots. For the Boeing 787-9, 35 knots. Matrix 4, good to medium. Boeing 787-8, 33 knots. Boeing 787-9, 35 knots. Both aircraft, Matrix 3, medium, 25 knots. Matrix 2, medium to poor, 17 knots. Matrix 1, poor, 15 knots. Miscellaneous wind limits. Both aircraft. All doors open, or closing. 40 knots. All doors, while open, 65 knots. Visibility less than 3/4-stretched mile. RVR 4000, 1200 meters. Max, crosswind, landing, 15 knots. Peak wind value, except in an emergency, 50 knots. Notes. All wind limits include gusts. Crosswind components at these values with higher gusts should be considered operationally unacceptable. The captain may choose to further reduce this limit based on such factors as gusts velocity, runway width, length, braking action, and weather. Engine. Ground wind operating envelope. For crosswinds greater than 40 knots, limit thrust to a setting normally used for taxi, 45% and one. With a tailwind component greater than five knots and winds. greater than 35 knots, limit thrust to a setting normally used for taxi, 45% and 1. For winds greater than 55 knots, limit engine thrust to idle. Wind limits may be further restricted by non-normal procedures, crew restrictions, FOM, or less than normal runway width as specified on OPS advisory pages -7. Use cross wind limits by 5 knots on wet or contaminated runways. Whenever asymmetric reverse thrust is used, operational limitations runways slope + or -2%, maximum operating altitude, 43,100 feet pressure altitude, maximum takeoff and landing altitude, 14,000 feet pressure altitude. Note, hangar recommendation does not apply to weather radar test mode as it relates to general memory limitations. Flight management system VNAV temperature conversion. Correction. VNAV temperature compensation. Instrument approach operations are prohibited unless altitude corrections are applied to all published procedure altitudes when the temperature at the landing elevation is below the minimum temperature on the approach chart or below zero degrees Celsius if no minimum temperature is on the approach chart. Warning, below these temperatures use the published procedure altitudes does not assure obstacle clearance. Graphical exit signs. All passengers must be informed of graphical exit signs by an approved briefing prior to each takeoff and landing. Passenger evacuation. Main door emergency power assist and evacuation slide systems must be armed with the door mode select levers in the automatic position and the electronically dimmable door windows must be in the clear state prior to taxi, takeoff and landing. Whenever passengers are carried, refer to volume 2, door mode select panel in chapter 1, section 30 for additional information. Flight deck security door. Verified that an operational check of the flight deck access system has been accomplished according to approved procedures once each flight day, refer to flight, do flight deck door access system test. After landing during specific cold weather conditions, alternative method of compliance to AD 2019-20-07. In order to detect an unannunciated failure of the slat drive system, the flight crew must notify maintenance via an AML entry that an operational check of the slat drive system is required if. The outside air temperature on the ground at the destination airport is 50 degrees Fahrenheit, 10 degrees Celsius or below, and operating on the ground with ice, snow, slush or standing water, or an accumulation of air frame ice is observed or suspected, for example, indicated by wing any ice active during the approach. Weight limitations. Maximum taxi weight, 787-8, 503,500 pounds, 787-9, 561,500 pounds. Maximum takeoff weight, Boeing 787-8, 502,500 pounds, 787-9, 560,000 pounds. Maximum landing weight, Boeing 787-8, 380,000 pounds, 787-9, 425,000 pounds. Maximum zero fuel weight, 787-8, 355,000 pounds, 787-9, 400,000 pounds. Autoflight, autopilot flight director system. With land 2 or land 3-annunciated and glideslopes angles greater than 3.25 degrees, the autopilot must be disengaged below 100 feet AGL. If the glide path angle for approach is greater than 3.77 degrees, the autopilot must be disengaged no later than 50 feet below DHMDA. Low visibility HUD takeoff. Low weather, minima takeoff may only be performed using ILS guidance on CAT 3 ILS facilities. Autoland capability may be used with flaps 2025 or 30 with both engines operative or with one engine in operative. The autopilot flight director system AFDS Autoland status annunciation must have land 2 or land 3 displayed non airplane flight manual operational information. Do not use flight level change on final approach below 1000 feet AFE or on any approach past the final approach fix. Communications Audio Control Panel ACP. Use of the captains or first officers ACP to establish a SATCOM/CABAN conference is prohibited. Boom mics. Non airplane flight manual, boom mics must be used when below 18,000 feet. Flight Controls Takeoff is permitted only in the normal flight control mode referred to operating manual volume 2 flight control system normal mode in chapter 9 section 24 additional information. Flight Instruments Displays are VSM operations. Do not fly in RVSM airspace on ISFD alone. The standby altimeter does not meet altimeter accuracy requirements of RVSM airspace. The maximum allowable in-flight difference between captain and first officer altitude displays for RVSM operation is 200 feet. Non airplane flight manual operational information prior to takeoff the maximum allowable difference between captains or first officers altitude display and field elevation is 75 feet. Fuel temperature maximum tank fuel temperature at takeoff is 49 degrees Celsius 120 degrees Fahrenheit for jet A, jet A1, JP5, JP8 or TS1. In-flight fuel temperature is limited to 65 degrees Celsius 150 degrees Fahrenheit for jet A, jet A1, JP5 or JP8. Flight Field Temperature for TS1 is limited to 57 degrees Celsius 135 degrees Fahrenheit at or above 35,000 feet and 65 degrees Celsius 150 degrees Fahrenheit below 35,000 feet. Tank fuel temperature prior to takeoff must not be less than -29 degrees Celsius 20 degrees minus Fahrenheit. In-flight tank fuel temperature must be maintained at least 3 degrees Celsius above the freezing point of the fuel being used. The use of fuel system icing inhibitor additives does not change the minimum fuel tank temperature limit. Refer to volume 2 performance initialization page in chapter 11. Section 40 for additional information. Fuel loading, main tanks must be scheduled to be full if center tank fuel is loaded. Note, the center tank may contain up to 22,000 pounds of fuel with less than full main tanks provided center tank fuel weight plus actual zero fuel weight does not exceed the maximum zero fuel weight and center of gravity limits are observed. Loading systems, GPWS look-ahead train alerting. Do not use the train display for navigation, revert to volume 2, GPWS look-ahead train alerting display and enunciations in chapter 15, section 10 for additional information. The use of look-ahead train alerting and train display functions are prohibited within 15 nautical miles of takeoff, approach or landing at an airport or runway not contained in the GPWS train database. Refer to Honeywell document 0600-4267-00 for airports and runways contained in the installed GPWS database. Refer to volume 2, GPWS look-ahead train alerting display and enunciations in chapter 15, section 10 for additional information. T-CAS. Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with a T-CAS resolution advisory. Evasive maneuvers must not be based solely on information from the traffic display or traffic advisory, TA, without visually citing the traffic. Refer to volume 2, T-CAS traffic and alert message, traffic display and chapter 15, section 10 for additional information. Thank you for listening to the Znotes 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.