B787 Flight Controls

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Pitch and Stabilizer Trim Systems
Pitch Trim Switches Spring-loaded to neutral.
Push (both switches)
• on the ground, directly moves the stabi-
lizer
• in the air in normal mode, changes the
trim reference airspeed
• in the air in the secondary and direct

modes, directly moves the

stabilizer

1. FMC Stabilizer Takeoff Setting

Displays (magenta) the FMC calcu-
lated stabilizer takeoff setting in
units of trim. When FMC data is not
present or is invalid, the digital read-
out is not displayed.
22. Stabilizer (STAB) Position Indi-
cator
Box, digital readout and pointer dis-
play white anytime the trim pointer is outside the green band.
Box, digital readout and pointer display green when FMC performance data is en-
tered and trim pointer is within the green band.
3.Takeoff Trim Green Band
The green band indicates the allowable takeoff trim range, based on gross weight
and CG information from the FMC.

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Pitch and Stabilizer Trim Systems(2)

1. Alternate (ALTN) PITCH TRIM Switches

Spring-loaded to neutral.
Push (both switches) –
• on the ground, directly moves the stabilizer
• in the air in normal mode, changes the trim reference airspeed
• in the air in the secondary and direct modes, directly moves the stabilizer

2. Stabilizer (STAB) Cutout Switches

CUTOUT – shuts off electrical power to the related stabilizer control unit.

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PRIMARY FLIGHT COMPUTERS
DISC –

• disconnects the primary flight computers (PFCs) from the flight control sys-
tem
• puts the flight control system in the direct mode
• AUTO can be reselected to attempt restoration of secondary or normal
mode operation
AUTO –

• the flight control system operates in the normal mode

• system faults automatically cause the system to switch to the secondary or direct
modes
2. PRIMARY FLIGHT COMPUTERS Disconnect (DISC) Light

Illuminated (amber) – the primary flight computers are disconnected either auto-
matically or manually and the system is in the direct mode.

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Speedbrake Lever
On the ground:
the speedbrake lever moves to
DOWN and all spoiler panels re-
tract if either thrust lever is ad-
vanced to the takeoff thrust posi-
tion
the speedbrake lever moves to UP
and all spoiler panels extend if
both reverse thrust levers are raised
to the reverse idle detent
Speedbrake Lever
DOWN (detent) – all spoiler pan-
els are retracted. ARMED – the
auto speedbrake system is armed.
UP – the required spoiler panels
extend to their maximum in–flight
or on–ground position (intermediate positions can be selected).

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Flap System Flap Controls
787-8 787-9

Flap Lever
Primary mode – positions the slats and flaps hydraulically.
Secondary mode – positions the slats and flaps hydraulically and/or electrically
when the primary mode fails.

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2 Flap Gates
1 – prevents inadvertent retraction of the slats.
20 – prevents inadvertent retraction of the flaps past the go–around position.
3 Alternate Flaps Arm (ALTN FLAPS ARM) Switch
Push (ALTN displayed) –
• arms the alternate flap control mode
• arms the alternate flaps selector
• disables primary and secondary flap/slat mode operation
• asymmetry/skew and uncommanded motion protection, slat autogap, and
flap/slat load relief are not available
• the flap lever is inoperative

Alternate Flaps Selector

RET – retraction is accomplished electrically and sequenced so that full flap retrac-
tion occurs before the slats begin to retract.

OFF – alternate flaps are deactivated. EXT –

• the slats and flaps are electrically extended
• maximum extension is flaps 20, with the slats at the midrange position

Normal Flap Position Indication

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Displays combined flap and slat positions when all surfaces are operating normally

and control is in the primary (hydraulic) mode. The indicator shows continuous
motion.
The flap po-
sition indica-
tion is re-
moved 10 sec-
onds af- ter slat
retrac- tion.
Ex-

panded Flap and Slat Position Indication

If any flap/slat is non–normal or if control is in the secondary mode, slat and flap
positions are shown independently. Each wing is also shown separately.
Indicator motion is continuous between flap detents.

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1 1.Expanded Flap and Slat Position Indications The slat indication fills up (for-
ward) for extension. The flap indication fills down (aft) for extension.
Indication colors of outline and fill are:
• white when operating in secondary mode
• amber when the respective FLAPS DRIVE or SLATS DRIVE EICAS caution
message is displayed
Loss of position information is shown as a white outline with no fill and no flap
lever position indication.
2.Flap Lever Position (line and number)
Magenta – the slats or flaps are in transit to the commanded position. Green – the
slats or flaps are in the commanded position.
The numbers are shown next to the flap position indicator only.
3.Alternate Flap and Slat Position Indications (white)
In the alternate mode, extension is limited to slats midrange and flaps 20. Dis-
played automatically when the alternate control mode is armed.

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Flight Control Synoptic Displays
The flight controls synoptic is displayed by pushing the systems (SYS) display
switch, then selecting the FCTL synoptic key from the menu page.

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Flight Control Surface Locations

Primary Flight Control System Modes

There are three primary flight control system modes

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normal secondary direct
All the modes use the same pilot controls and flight control surfaces.
Flight Envelope Protection
The primary flight control system provides flight envelope protection when operat-
ing in normal mode during manual flight. Flight envelope protection reduces the
possibility of inadvertently exceeding the flight envelope by providing crew aware-
ness of envelope margins through tactile, aural, and visual cues. Envelope protec-
tion does not reduce pilot control authority.
Flight Control System Secondary Mode
The PFCs automatically revert to secondary mode when inertial or air data is insuf-
ficient to support normal mode or when all slat and flap position data is unavail-
able. The ACEs continue to receive and process pilot control inputs, and send these
signals to the three PFCs. The PFCs use simplified computations to generate flight
control surface commands. These simplified commands are sent back to the ACEs,
where they are sent to the control surface actuators. All flight control surfaces re-
main operable. The elevator and rudder are more sensitive at some airspeeds and
yaw damping is degraded.
The EICAS caution message FLIGHT CONTROL MODE is displayed when the
primary flight control system is in the secondary mode. The secondary mode can-
not be manually selected.

Flight Control System Direct Mode

The ACEs automatically transition to the direct mode when they detect the failure
of all three PFCs or lose communication with the PFCs. The direct mode can also
be manually selected by moving the PRIMARY FLIGHT COMPUTERS discon-
nect switch to DISC.
In the direct mode, the PFCs no longer generate control surface commands. Pilot
inputs received by the ACEs are sent directly to the control surface actuators.
The direct mode provides full airplane control for continued safe flight and land-
ing. The airplane handling qualities are almost the same as the secondary mode.
All flight control surfaces remain operable and yaw damping is degraded. The
EICAS caution message PRI FLIGHT COMPUTERS is displayed when the sys-
tem is in the direct mode.
In the secondary and direct modes, the following functions are not available:
autopilot//auto speedbrakes//envelope protection//gust suppression
pitch compensation//roll/yaw asymmetry compensation//tail strike protection

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 Normal

Secondary

Direct

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