787 AT1 TBC Portrait - Book

Flight Services
Type Rating Training

787
Training Manual
Document Number: 787-AT1-01
Revision Number: 1
Revision Date: February 11, 2013
This document has EAR data with Export Control Classification
Numbers (ECCN) of: 9E991. Export of this technology is
controlled under the United States Export Administration
Regulations (EAR) (15 CFR 730-774). An export license may be
required before it is used for development, production or use by
foreign persons from specific countries. The controller of this
data has the individual responsibility to abide by all export laws.
BOEING PROPRIETARY
Copyright © 2007-2013 The Boeing Company. All rights reserved.
Boeing claims copyright in each page of this document only to the
extent that the page contains copyrightable subject matter.
Boeing also claims copyright in this document as a compilation
and/or collective work.
This document includes proprietary information owned by The
Boeing Company and/or one or more third parties. Treatment of
the document and the information it contains is governed by
contract with Boeing. For more information, contact The Boeing
Company, P.O. Box 3707, Seattle Washington 98124.
TM
Introduction Training Manual Requirements

0-1 Requirements
COURSE OVERVIEW
EASA aligned Type Rating training course.
The European Aviation Safety Agency and the EASA Implementing
Rules are the successor to the Joint Aviation Authority and the Joint
Aviation Requirements.
Training organizations are approved to deliver type rating training
courses under the Organization Requirements (ORs) of EASA. Part-
FCL - Subpart ATO.
The purpose of this AT1 training manual is to make such a course
available to organizations that, for various reasons, cannot be EASA
approved, but wish to avail themselves of the standards and content of
a course which otherwise generally meets the EASA requirements for
an approved course.
COURSE STRUCTURE
The course is divided into four segments.
• Ground Training segment (including Written Exam)
• Full Flight Simulator Training segment
• Proficiency Check
Training Materials Supplied

Trainees will be supplied with a backpack containing a laptop loaded
with the following reference material for training:
• 787 Training Manual (AT1)
• 787 Type Rating course footprint illustration
• 787 Flight Crew Operations Manual (FCOM Volumes
1 and 2 and QRH)
• 787 Flight Crew Training Manual (FCTM)
• European Navigation Plates for all airports used in AT1
Boeing Proprietary. Copyright © The Boeing Company - See title page for details. EAR 9E991
February 11, 2013 787-AT1-01 0-1.1

TM
Requirements Training Manual Introduction

In addition to the above electronic reference material, a student will be
provided with the following additional items:
• 787 Flight Deck Illustration Poster
• 787 Study Guide
CONFIGURATION
The following equipment configuration and documentation must be
used:
COMPUTER BASED TRAINING (CBT)

Instructor supervised 787-8 systems design and operation training is
provided via Boeing’s Learning Management System (LMS) in the form
of Computer Based Training (CBT).
LMS is available in the dedicated 787 CBT room and via the Boeing
issued laptop.
CBT content is tailored to a European environment with European
phraseology and metric units incorporated.
Note: CBT is a very useful learning tool, but can become out of date.
The information in the FCOM is always up to date and is the
prime source of accurate systems information.
FLIGHT CREW OPERATIONS MANUAL (FCOM)

Training will be completed in a European environment with European
phraseology and metric units incorporated. A generic configuration is
used in the FCOM which is aligned with all other training media including
Computer Based Training (CBT), Other Training Device (OTD) and Full
Flight Simulator (FFS).
SIMULATOR CONFIGURATION (OTD & FFS)

All OTD and FFS modules will be completed in a European
environment, European phraseology and metric units incorporated. A
generic configuration is used which is aligned with all other training
media including Computer Based Training (CBT) and FCOM.
OTD modules must be instructed by a NAA qualified 787 ground/flight
instructor.
FFS modules will be instructed by a NAA qualified 787 flight instructor.
0-1.2 787-AT1-01 February 11, 2013
TM
Introduction Training Manual Requirements
Type Rating Training Courses

The entry pre-requisites for three classifications of trainee:
• Trainee undergoing their first Type Rating;
• Trainee undergoing a subsequent Type Rating
(i.e. not their first)
• Trainee undergoing a subsequent Type Rating but
granted credit for similar type experience.
For the 787 Type Rating, BFS may deliver two Type Rating training
courses (Additional & ‘Prior Experience Credit’ (PEC)) that meet the
differing needs of these classifications of trainee.
• 787 Type Rating - Additional
• 787 Type Rating - Prior Experience Credit
February 11, 2013 787-AT1-01 0-1.3
TM
Requirements Training Manual Introduction
Intentionally
Blank
0-1.4 787-AT1-01 February 11, 2013
TM
Introduction Training Manual Type Rating - Additional

0-2 Type Rating - Additional
TYPE RATING - ADDITIONAL

The ‘Additional’ Type Rating course is aimed at the more experienced
trainee who already holds a type rating for a MPA.
Pre-Requisites
Licence Current NAA ATPL, or current NAA CPL, or
current NAA PPL
Medical NAA class 1 or NAA class 2. Must be current on
day of Proficiency Check
ATPL Theory Licence title or licence entry or certificate,
indicating a valid pass in all professional flight
crew examinations at ATPL level.
Type Rating Current or lapsed NAA MPA type rating.
Flying Hours As established by governing NAA.
English Language ICAO English Proficiency Level 4
Identification Current Passport or current National Identity
Card (NIC)
Or as required by governing NAA.
February 11, 2013 787-AT1-01 0-2.1

TM
Type Rating - Additional Training Manual Introduction
VALIDATION
The above required documentary evidence is to be presented, in
original form or certified copy, on the first day of the course at the Course
Introduction and will be checked for validity by the BFS Staff Instructor.
The course should not commence without presentation of this original
evidence.
Photocopies of the documents will be taken and the copies inserted into
the trainee’s training record file. The originals will be returned to the
trainee.
Multi-Crew Coordination Training

Multi-Crew Coordination (MCC) knowledge and practice must be
reinforced by the Instructor during this Additional Type Rating course
See Chapter 7 for MCC.
Crew Resource Management (CRM)

During this course, Instructors and Examiners may draw your attention
to CRM aspects of the training sessions.
0-2.2 787-AT1-01 February 11, 2013
TM
Syllabus Training Manual Type Rating - Additional

0-2 Type Rating - Additional
DAY 1 DAY 2 DAY 3
INTRODUCTION CBT CBT
Meet & Greet, Security Crew Alerting System FMC Familiarization
Passes – (EICAS)
FMC Route Entry
Health & Safety, Engines – Overview,
FMC Preflight – Part 1
Facility Tour EICAS Indications and
EEC FMC Preflight – Part 2
Pre-Requisite
Confirmation & Crew Electronic Checklist – FMC LEGS Page
Docs Part 1
Engines – Start and
Training File Electronic Checklist – Ignition
Part 2
Tablet PC & Electronic Head-Up Display
Docs Autoflight –
Introduction
CBT
PFD – Flight
Introduction to
Management
Computer-Based
Training Navigation Display –
Map Mode
Airplane
Familiarization Navigation Display –
VSD, Plan Mode and
Flight Deck Displays
Non-Normal
and Controls
Conditions
PFD – Airplane Control
Navigation Systems
Display Management
February 11, 2013 787-AT1-01 0-2.3

TM
Type Rating - Additional Training Manual Syllabus
DAY 4 DAY 5 DAY 6

CBT CBT CBT
Autoflight – Preflight, Autoflight – Additional FMC Lateral Flight
Takeoff, Climb and Features, Autoland, Plan Changes
Cruise Non-normal conditions
FMC Tools for Flight
and Go-Around
ATC Transponder & Progress
Weather Radar Electrical System – AC
Meal Break
Electronic Flight Bag – Electrical System – DC
Other Training Device
Part 1
Auxiliary Power Unit (OTD)
Electronic Flight Bag –
Communications – Briefing
Part 2
VHF and HF Radios,
Lesson 2T
Meal Break TCP
De-briefing
Other Training Device TUTORIAL
(OTD)
On-board Performance
Briefing Tool (OPT) Tutorial
Lesson 1T
De-briefing
0-2.4 787-AT1-01 February 11, 2013
TM
DAY 7 DAY 8 DAY 9

CBT CBT CBT
FMC Holding Standby Flight FMC Tools for Fuel and
Instruments and Time Calculations
Introduction to FMC –
Clocks
VNAV FMC Tools for
Heating and Air Diversion
FMC VNAV Climb
Conditioning
FMC Tools for Engine-
FMC VNAV Cruise
Flight Controls – Out Operations
FMC Prepare for VNAV Overview
Anti-Ice and Rain
Descent
Flight Controls – Pitch Protection
FMC VNAV Descent and Yaw
Electrical System –
Meal Break Flight Controls – Roll Non-Normal
Conditions
Other Training Device Meal Break
(OTD) Engine and APU Fire
Other Training Device Protection
Briefing (OTD)
Meal Break
Lesson 3T Briefing
De-briefing Lesson 4T (OTD)
De-briefing Briefing
Lesson 5T
De-briefing
February 11, 2013 787-AT1-01 0-2.5
TM
DAY 10 DAY 11 DAY 12

CBT CBT CBT
Hydraulic System – Communications – Crew Alerting – Traffic
Normal and Non- Data Link Alert and Collision
Normal Operation Avoidance System
Flight Controls – High
(TCAS)
Autoflight – New Lift Devices
Functions Electronic Flight Bag –
FMC Non-Normal
Part 3
Fuel System – Conditions
Overview and Communications –
Engines – Thrust
Operation Interphone, PA and
Reversers
SATCOM
Brake System
Engines – Oil, Fuel and
Cargo and Wheel Well
Landing Gear Vibration
Fire Protection
Meal Break Crew Alerting –
Pressurization
Ground Proximity
Other Training Device Warning System Other Training Device
(OTD) (GPWS) and Predictive (OTD)
Briefing Windshear System
Briefing
(PWS)
Lesson 6T Lesson 8T
Meal Break
De-briefing De-briefing
(OTD)
Briefing
Lesson 7T
De-briefing
0-2.6 787-AT1-01 February 11, 2013
TM

CBT Other Training Device Tutorial
(OTD)
Pressurization Performance, Flight
Briefing Planning Tutorial
Oxygen and
EmergencyEquipment Lesson 10T Break
Doors, Slides and De-briefing Tutorial
Evacuation Equipment
Load & Balance,
Airplane Servicing Servicing Tutorial
787 Exterior Inspection
Meal Break
(OTD)
Briefing
Lesson 9T
De-briefing
February 11, 2013 787-AT1-01 0-2.7
TM

TKE Full Flight Simulator Full Flight Simulator
(FFS) (FFS)
Theoretical Knowledge
Exam (TKE) Briefing Briefing
Break Lesson FFS 1T Lesson FFS 2T
TKE De-briefing De-briefing De-briefing
0-2.8 787-AT1-01 February 11, 2013
TM

Full Flight Simulator Full Flight Simulator Full Flight Simulator
(FFS) (FFS) (FFS)
Briefing Briefing Briefing
Lesson FFS 3T Lesson FFS 4T Lesson FFS 5T
De-briefing De-briefing De-briefing
February 11, 2013 787-AT1-01 0-2.9
TM
DAY 23 DAY 24
Full Flight Simulator Proficiency Check
(FFS)
Briefing
Briefing
Proficiency Check
Lesson FFS 7T
De-briefing
De-briefing
0-2.10 787-AT1-01 February 11, 2013
TM
Type Rating -
Introduction Training Manual Prior Experience Credit
0-3 Type
Prior Experience
Rating -Credit
TYPE RATING – PRIOR EXPERIENCE CREDIT

The Prior Experience Credit Type Rating is a course reduced in content
and duration allowing credit for relevant, current experience on a similar
Boeing aircraft type.
Pre-Requisites:
Licence Current ATPL from governing NAA that includes
current type rating on 737-300-900 or 747-400
or 757/767 or 777.
ATPL Theory Licence title or licence entry or certificate,
indicating a valid pass in all professional flight
crew examinations at ATPL level.
Medical Current Class I or First Class license from
governing NAA
Flying Hours As per governing NAA requirements for
shortened type rating.
English Language ICAO English Proficiency Level 4.
Identification Current Passport or current National Identity
Card (NIC)
Or as required by governing NAA.
February 11, 2013 787-AT1-01 0-3.1

TM
Type Rating -
Prior Experience Credit Training Manual Introduction
VALIDATION
The above required documentary evidence is to be presented, in
original form or certified copy, on the first day of the course at the Course
Introduction and will be checked for validity by the BFS Staff Instructor.
The course should not commence without presentation of this original
evidence.
Photocopies of the documents will be taken and the copies inserted into
the trainee’s training record file. The originals will be returned to the
trainee.
Multi-Crew Coordination Training

Multi-Crew Coordination (MCC) knowledge and practice must be
reinforced by the Instructor during this Additional Type Rating course.
See Chapter 7 for MCC.
Crew Resource Management (CRM)

During this course, Instructors and Examiners may draw your attention
to CRM aspects of the training sessions.
0-3.2 787-AT1-01 February 11, 2013
TM
Type Rating -
Syllabus Training Manual Prior Experience Credit
0-3 Type
Prior Experience
Rating -Credit
DAY 1 DAY 2 DAY 3
INTRODUCTION CBT CBT
Meet & Greet, Security Electronic Flight Bag – Navigation Display –
Passes Part 2 Map Mode
Health & Safety, Communications – Navigation Display –
Facility Tour VHF and HF Radios, VSD, Plan Mode and
TCP Non-Normal
Pre-Requisite
Conditions
Confirmation & Crew FMC Preflight
Docs Electronic Flight Bag –
Head-Up Display
Part 3
Training File
Autoflight –
Navigation Systems
Tablet PC & Electronic Introduction, Preflight,
Docs Takeoff, Climb and FMC – Climb & Cruise
Cruise
CBT Crew Alerting System
Autoflight – Additional – EICAS
Introduction to
Features, Autoland,
Computer-Based Meal Break
Non-normal Conditions
Training
and Go-Around Other Training Device
Airplane (OTD)
On-board Performance
Familiarization
Tool (OPT) Tutorial Briefing
Flight Deck Displays &
Lesson 1S
Controls
De-briefing
Meal Break
PFD – Airplane Control
PFD – Flight
Management
Display Management
Electronic Checklist –
Part 1
Electronic Flight Bag –
Part 1
February 11, 2013 787-AT1-01 0-3.3

TM
Type Rating -
Prior Experience Credit Training Manual Syllabus
DAY 4 DAY 5 DAY 6

CBT CBT CBT
Electronic Checklist – Engines – Start and Engines – Oil, Fuel &
Part 2 Ignition Vibration
FMC Flight Plan Auxiliary Power Unit Engines – Thrust
Changes and Flight Reversers
Autoflight – New
Progress data
Functions Crew Alerting – Traffic
FMC Descents, Alert and Collision
Cargo and Wheel Well
Holding and Avoidance System
Fire Protection
Approaches (TCAS)
Engine and APU Fire
FMC Non-Normal Fuel System –
Protection
Conditions Overview and
Electrical Systems – Operation
Electrical System – AC
Non-normal Conditions
Power Heating and Air
ATC Transponder & Conditioning
Electrical System – DC
Weather Radar
Power Flight Controls –
Crew Alerting – Overview
Engines – Overview,
Ground Proximity
EICAS Indications and Flight Controls – Pitch
Warning System
EEC and Yaw
(GPWS) and Predictive
Communications – Windshear System Flight Controls – Roll
Datalink (PWS)
Oxygen and
Other Training Device Meal Break Emergency Equipment
(OTD)
Other Training Device Meal Break
Briefing (OTD)
Lesson 2S Briefing (OTD)
De-briefing Lesson 3S Briefing
De-briefing Lesson 4S
De-briefing
0-3.4 787-AT1-01 February 11, 2013
TM
Type Rating -
DAY 7 DAY 8 DAY 9

CBT CBT TUTORIAL
FMC Tools for Engine- Anti-Ice and Rain Performance, Flight
Out Operations Protection Planning Tutorial
Communications – Lighting Break
Interphone, PA and
TUTORIAL
SATCOM Airplane Servicing
Load & Balance,
Pressurization
787 Exterior Inspection Servicing Tutorial
Flight Controls – High
Meal Break
Lift Devices
Doors, Slides, and
(OTD)
Evacuation Equipment
Briefing
Landing Gear
Lesson 6S
Brake System
De-briefing
Standby Flight
Instruments and
Clocks
Meal Break
(OTD)
Briefing
Lesson 5S
De-briefing
February 11, 2013 787-AT1-01 0-3.5
TM
Type Rating -

TKE Full Flight Simulator Full Flight Simulator
(FFS) (FFS)
Theoretical Knowledge
Exam (TKE) Briefing Briefing
Lesson FFS 1S Lesson FFS 2S
De-briefing De-briefing
0-3.6 787-AT1-01 February 11, 2013
TM
Type Rating -

Full Flight Simulator Full Flight Simulator Full Flight Simulator
(FFS) (FFS) (FFS)
Briefing Briefing Briefing
Lesson FFS 3S Lesson FFS 4S Lesson FFS 5S
De-briefing De-briefing De-briefing
Windshear Video
February 11, 2013 787-AT1-01 0-3.7
TM
Type Rating -
DAY 16
Proficiency Check
Briefing
Proficiency Check
De-briefing
0-3.8 787-AT1-01 February 11, 2013
TM

Ground Training Segment Training Manual (OTD)
1-1 Other Training Device (OTD)
INTRODUCTION
The Ground Training segment contains Other Training Device (OTD)
lessons conducted concurrently with instructor supervised Computer
Based Training (CBT). The lessons are developed from specific
objectives to progressively train automatic, normal and non-normal flight
operations. Each lesson is a flight scenario designed to integrate
weather, operating environment, communications, thrust management,
automated airplane maneuvering, and procedures. Operating
philosophy and Multi-Crew Coordination are an integral part of each
lesson. For “Additional” and “Prior Experience Credit” Type Ratings the
Instructor will also discuss CRM theory on an opportunity basis.
Two separate courses are integrated within this Chapter, namely the
“Additional” and “Prior Experience Credit-Type Rating courses. The
“Additional” follows the ‘T’ lessons and the “Prior Experience Credit”
follows the ‘S’ lessons.
The Other Training Device (OTD) lessons can be conducted in any of
the following three training devices: Flat Panel Trainer (FPT), Fixed
Base Simulator (FBS), or Full Flight Simulator (FFS) utilized as an FBS
(with motion off).
Lesson 10T/6S must not be conducted in a Flat Panel Trainer, it must
be conducted in a Fixed Base Simulator (FBS) or Full Flight Simulator
(FFS) utilized as an FBS (with motion off).
Lesson 10T/6S will be conducted twice in a 4-hour block time with the
trainees switching responsibilities (PF, PM duties) after the first 2-hour
block and repeating the lesson in the second 2-hour block. Each trainee
will receive 2 hours as Pilot Flying (PF) and 2 hours as Pilot Monitoring
(PM) to assure adequate flight deck familiarization before continuing on
to Full Flight Simulator training.
The trainee’s goal is to attain proficiency in normal procedures using the
Flight Management System (FMS) and autoflight system. Proficiency is
defined as “the ability to perform tasks in real time without assistance”.
Proficiency objectives are identified in each lesson with asterisks (*).
The trainee must attain proficiency in all identified objectives prior to
progressing to the Full Flight Training segment. The trainee must also
develop familiarity in non-normal procedures. Familiarity is defined as
“understanding the process used to perform a task”. Familiarity
objectives are identified in each lesson with asterisks (*). Evaluation of
performance will be on a continuous basis (progressive evaluation).
February 11, 2013 787-AT1-01 1-1.1

TM

(OTD) Training Manual Ground Training Segment
Each lesson has 3 parts: the briefing, OTD period, and debriefing. The
briefing includes a discussion of the proficiency objectives, flight plan
and significant events, and required level of performance. Briefing items
are referenced to the appropriate sections of this Training Manual (for
EASA Environment, MCC & CRM) or the Flight Crew Operations
Manual (FCOM) or the Flight Crew Training Manual (FCTM).
The OTD Lesson Briefing may include an interactive period using a 787
Briefing Tool device to illustrate the methodology for some of the major
items from the Lesson Plan. A standardized city pairing and route
structure will afford hands-on experience of the type of tasks to be
accomplished in the OTD. The same route structure/airport pairing,
weights and performance will be used for all BT sessions.
Briefing Tool Exercises – Route, Performance and Weather:

ORIGIN LFPG – Paris Charles de Gaulle
DESTINATION EGKK – London Gatwick
FLIGHT NUMBER BOEING TRAINER 87 HEAVY
ROUTE UL613 SANDY, KOPUL
DEPARTURE RWY 09R, NURMO 1G (NURM1G) Departure
ARRIVAL TIMBA 3E (TIMB3E), MAY
APPROACH ILS/DME RWY26L
GR WT 159,000 kg THRUST LIM TO

FUEL 25,000 kg ASSUMED TEMP 60C
ZFW 134,000 kg FLAP CONFIG 5
RESERVES 4800 kg CG 28%
CRZ ALT FL170 EO ACCEL HT 1,000’
COST INDEX 120 ACCEL HT 1,000’
RUNWAY DRY THR REDUCTION 1,000’
Takeoff speeds: V1 = 135; VR = 137; V2 = 142
CRZ WINDS at RATUK FL150 180/20
FL170 190/25
FL210 200/30
METAR 00000KT CAVOK 15/06 Q1013
1-1.2 787-AT1-01 February 11, 2013
TM

Ground Training Segment Training Manual (OTD)
Note: Briefing items associated with the normal procedures
sections NP.11 and NP.21 of the Flight Crew Operations
Manual are not referenced separately.
• The OTD period affords the crew the opportunity to gain
system and procedural experience in the airplane
environment.
• During the debriefing, a critique will be conducted
consisting of a review of the lesson and the performance
level achieved.
The lessons progress from simple to complex. The earlier lessons

stress normal procedures and the introduction of selected non-normal
procedures. The lessons progress to include flights that reinforce
normal procedures while integrating more complex clearances, flight
plan changes, and non-normal procedures. All flights use the FMS and
autoflight system to control the airplane.
Related route, weather, and performance data is specified in each
lesson.
Airport information is obtained from the approach charts provided in the
training package.
Crews are expected to become familiar with the flight scenario prior to
each lesson.
The following pages provide planning data and specific procedures for
each lesson.
For training purposes the runway gradient should be assumed to be 0%.
Self-Study – Normal Procedures and Checklists

Begin the study of normal procedures on the first day in the training
center. The main study reference for normal procedures is the Flight
Crew Operations Manual (FCOM), Normal Procedures, (chapter NP).
There is a “normal procedure” for each phase of flight. All of these
procedures are accomplished from memory, commencing with the first
training session in the OTD. It is vitally important to training success to
study and thoroughly learn the normal procedures very early in training.
(The Exterior Inspection procedure described in the FCOM is covered in
a CBT lesson)
February 11, 2013 787-AT1-01 1-1.3
TM

(OTD) Training Manual Ground Training Segment
For the normal procedures that are done before departure and after
landing, each pilot checks or sets some controls or instruments, in a
defined sequence, or “scan flow”. Try to memorize these before the first
OTD training session.
Refer to the “787 Normal Procedures Scan Flow Guide” provided.
OBJECTIVES
Train to proficiency in performing airplane normal procedures during all
phases of flight.
Train to proficiency in maintaining automatic airplane control and
navigation using the autoflight system and Flight Management System.
Introduce selected non-normal procedures.
TRAINING MATERIALS
The following reference material shall be provided by Boeing Flight
Services:
Electronic (tablet PC):

i. 787 Training Manual (AT1)
ii. 787 FCOM Volume 1
iii. 787 FCOM Volume 2
iv. 787 QRH
v. 787 Flight Crew Training Manual (FCTM)
vi. Arrival, departure and approach charts, as applicable to AT1
airfields and environment
vii. 787 Normal Procedures Scan Flow Guide
Hard Copy
i. 787 Flight Deck Illustration Poster
ii. 787 Study Guide
Note: Training will be completed in a European environment with

European phraseology and metric units incorporated.
1-1.4 787-AT1-01 February 11, 2013
TM
Ground Training Segment Training Manual Lesson 1T

1-2 Lesson 1T
LESSON SUMMARY
This lesson provides flight deck familiarization while practicing normal
preflight and postflight procedures as defined in the Flight Crew
Operations Manual. There is no flight because the lesson focus is on the
introduction of normal procedures. Scan flow patterns and crew duty
orientation are introduced and practiced. The electronic flight bag is not
used in this lesson.
LESSON OBJECTIVES
• Introduce pre-departure and postflight normal
procedures
• Practice display management
• Introduce Flight Management System (FMS) tasks
during preflight
• Introduce EFB operations
EFB (a) (d)
February 11, 2013 787-AT1-01 1-2.1

TM
Lesson 1T Training Manual Ground Training Segment
ROUTE OF FLIGHT
ORIGIN EGKK – London Gatwick
N51 09.4 W000 10.2 (Gate 21)
ROUTE Direct SFD, MAY
DEPARTURE RWY 26L, DOVER __
PERFORMANCE
FUEL 30,000 kg ASSUMED TEMP 46°C
Refer to
CRZ ALT 6000’ EO ACCEL HT
OPT/EFB
RUNWAY Dry THR REDUCTION 1,500’
Takeoff speeds: V1 = 131; VR = 146; V2 = 147
WEATHER
EGKK METAR 26012KT CAVOK 15/08 Q1012
CLEARANCE
BT87H, cleared to Gatwick, DOVER __ departure, squawk 4776
BT87H, read back correct, contact ground control 121.8 for push and
start
1-2.2 787-AT1-01 February 11, 2013
40000
PROFILE
February 11, 2013

30000
Ground Training Segment
20000
15000
ALTITUDE (FEET)
BEFORE
787-AT1-01
START
10000
Training Manual
PREFLIGHT ENGINE BEFORE

TM
START TAXI
BEFORE
CDU/EFB TAKEOFF
PREFLIGHT
5000 AFTER
PRELIMINARY LANDING
PREFLIGHT SHUTDOWN SECURE
0
0 20 30 40 50 1:00 20 30 40 50 2:00
10 10
TIME
EGKK EGKK
Lesson 1T
1-2.3
TM
BRIEFING TOOL
The following Briefing Tool exercises are not location specific. They are
generic in nature and are designed to familiarize the student with
procedures and systems operation of the aircraft. Briefing Tool
interaction allows the student, with instructor guidance, to interact with
simulation. It is a valuable aid to introduce and learn new concepts. It is
also a valuable aid to evaluate the abilities of the student.
All Briefing Tool exercises are to introduce display management, areas
of responsibility and normal procedures.
1M: Initial Setup – Virtual Flight Deck
2M: Display Management & Preliminary Preflight
3M: Preflight Procedures & Checklist
4M: Before Start Procedure
5M: Before Takeoff Procedure
1-2.4 787-AT1-01 February 11, 2013
TM
BRIEFING GUIDE
PROCEDURES AND CHECKLISTS –

CONCEPT REVIEW REFERENCE
Normal procedures are specified for each phase of
flight
They are done by recall and scan flow, in each pi-
lot's area of responsibility FCOM NP.11, MCC
Before departure, and after landing,
the areas of responsibility are de-
fined as Captain and First Officer FCOM NP.11
During flight, the areas of responsi-
bility are defined as Pilot Flying
(PF) and Pilot Monitoring (PM) FCOM NP.11, MCC
Checklists are used after doing all
procedural items, to verify that criti-
cal items have been done QRH CI.1, MCC
Answer any high-level questions

concerning normal procedures, areas
of responsibility, or checklists
FCOM is available as an aid for completing
procedures in this lesson
Have FCOM and QRH available for display
to support explanations
Provide the paper flight plan to the
crew
Proper phraseology and callouts for all
procedures and checklists
February 11, 2013 787-AT1-01 1-2.5
TM
DISPLAY MANAGEMENT –
MULTIFUNCTION DISPLAYS REFERENCE
Upper Displays (inboard DUs) FCOM 10.20
Demo based on student understanding

Navigation Display is default MFD
Upper display switches DSP to put other
MFDs in MFD windows
MFD switches on DSP make a window active
EICAS transfer switches move EICAS from
one pilot's side to the other
Demo EICAS transfer (as required)
Lower Displays FCOM 10.20
CDU is default MFD
Lower display switches on the MFK put other
MFDs in the window
Cursor Control FCOM 10.20
Review use of CCD and rotary cursor control

in context of setting up initial displays
ND Control FCOM 10.10
Review uses of EFIS CP and MFD cursor

control in-flight during lesson
PREFLIGHT REFERENCE
Ensure understanding of areas of

responsibility, scan flows, procedures, and
checklists
Preliminary Preflight Procedure FCOM NP.21
The airplane is secure
Forward external power is on
The APU is off
Either pilot can performs preliminary preflight
procedure
Display Management
Displaying STATUS Display on inboard MFD
Discuss EICAS transfer
1-2.6 787-AT1-01 February 11, 2013
TM

Discuss paging thru STATUS messages
STATUS display – Prior to engine start,
consult logbook/MEL for dispatch
guidance. Decide if maintenance is needed
CDU/EFB Preflight Procedure FCOM NP.21
Display Management Topics

Cursor Location Lights
EFB will only be used to display FCOM/QRH EFB (a) (d)
CDU entries are normally made by the pilot
who will fly this flight
One pilot enters data. The other checks it
CDU proficiency is not expected. Instructor-
guided procedure
Step thru CDU preflight pages until route
entry MCC
FMC initial data: enter in CDU from flight plan
CDU-related display management

features
FMC navigation data: enter in CDU from flight
plan
Manually enter route then departure
from flight plan
ATC clearance and ATIS is
available
Verify route
EFIS/ND mode selector/switch to
select PLAN mode demonstration
Cursor location and control
Check route using ND PLAN mode
and STEP feature in FMC
Return to MAP mode
This procedure and all others
requires the participation of both
pilots
February 11, 2013 787-AT1-01 1-2.7
TM
CDU/EFB procedure
Manually enter performance data into CDU using
load sheet information in OTD
EFB is not used in this lesson to calculate
performance
(CDU proficiency is not expected. Instructor will
guide the procedure.)
Guide the crew through the PERF INIT,
THRUST LIM, TAKEOFF REF 2/2, AND
TAKEOFF REF 1/2 pages
Preflight Procedure – First Officer FCOM NP.21
Complete procedure by scan flow and area of
responsibility
Captain observes and prompts as needed
If the procedures are done at different
times, each pilot still needs to review the
results of the other pilot's actions. This is
consistent with the Multi-Crew
Coordination principle that both pilots
always verify each other's actions
Specific scan flow items will be covered in
the OTD MCC
Preflight Procedure - Captain FCOM NP.21
Complete procedure by scan flow and area of
responsibility
First Officer observes and prompts as need-
ed MCC
PREFLIGHT checklist
Display Management
While displaying checklist, discuss:
Where? Upper or lower display
ECL
Discuss open & closed loop checklist
item differences
Respond by area of responsibility
Display Management
1-2.8 787-AT1-01 February 11, 2013
TM

At checklist complete, discuss the
following:
Put away checklist by
• CHKL switch, or
• Select different display
ENGINE START REFERENCE

Before Start Procedure FCOM NP.21
Initial CDU pages for PF and PM

Discuss Before Start flow; reference
Appendix A as required
RECALL/CANCEL EICAS messages
Verify that only expected EICAS
messages are shown before they are
cancelled
MCC emphasis on both pilots verifying
messages
BEFORE START checklist
Review checklist sequencing
Engine Start Procedure FCOM NP.21
APU running; normal engine start
We will observe starting indications in the
OTD
Before Taxi Procedure FCOM NP.21
Review the scan flow and crew

coordination
Ensure students understand areas of
responsibility once moving under own
power – PF and PM
BEFORE TAXI checklist
TAXI OUT REFERENCE

The OTD does not support taxi. The airplane will
be repositioned to the runway.
Before Takeoff Procedure FCOM NP.21
February 11, 2013 787-AT1-01 1-2.9
TM
CHKL INCOMPLETE NORM message;

BEFORE TAKEOFF checklist not completed
before entering runway
Other events can trigger this message;
FCOM describes other events
WXR and TERR should be displayed one
on each side
Display Management:
• Display VSD for training
purposes
• Demo ND mode selector and switch
• Demo ND range selection to show
first waypoint
BEFORE TAKEOFF checklist
PF has to verify that CHECKLIST
COMPLETE is annunciated on the
checklist and calls out “Checklist
complete” before PM puts the checklist
away
TAKEOFF, CLIMB, CRUISE, DESCENT,

APPROACH, LANDING
No flight in this lesson. Emphasis is on ground
based normal procedures
SHUTDOWN REFERENCE
Shutdown Procedure FCOM NP.21
Postflight phase. Areas of responsibility revert

to Captain and First Officer
Turn off the APU after external power is applied
SHUTDOWN checklist
SECURE REFERENCE
Secure Procedure FCOM NP.21
SECURE checklist MCC
1-2.10 787-AT1-01 February 11, 2013
TM
LESSON GUIDE
TRACK ACTUAL
DVR
PLAN
SFD
MAY
ACORN
13
to
1
EGKK
N
February 11, 2013 787-AT1-01 1-2.11
TM
TRACK DATA
1 OTD familiarization
Seat and rudder pedal controls
Flight controls are active for only one pilot at a time
Flight control feel does not represent actual airplane
Most flight, and all landings, are done on autopilot
The OTD cannot be taxied
HUD is permanently installed in the OTD
Overhead panel and aft aisle stand are virtual
Rotary controls use arrows to simulate rotation
Demo turning on/off the hot spots
2 Display management review

Guided freeplay for display management practice
3 Preliminary Preflight Procedure [MCC]

Display Management – display STATUS page
Discuss EICAS transfer
Verbalize emergency equipment
Crew should attempt all scan flows from memory. The FCOM is
available in the EFB
ATIS 136.52, DEL 121.95, GND 121.8,TWR 124.22
4 CDU/EFB Preflight Procedure [MCC]

Enter initial data and navigation data from flight plan
Use ND plan mode and range selector to verify the route
Give students load sheet to use for manually entering
performance data into the CDU
Guide the crew through the PERF INIT, THRUST LIM,
TAKEOFF REF 2/2, AND TAKEOFF REF 1/2 pages. V-
speeds are included in the flight plan/load sheet form
Have crew use both the MFK and the CCD cursor controls while
working with the CDU
Dragging cursor from ND to CDU using CCD
1-2.12 787-AT1-01 February 11, 2013
TM
5 Preflight Procedure – First Officer

Accomplish Preflight scan flows separately, while the other pilot
observes [MCC]
No need to verbalize each step; ensure correct nomenclature is
used
Overhead panel: APU - ON; NAVIGATION light - ON; FORWARD
and BULK CARGO - AUTO
ND menu selections: WXR, TERR, and TFC menu keys are NOT
selected
Select TFC, and observe TCAS OFF indication on ND. WXR and
TERR should not be active; verify no ND or mini-map indications
ELECTRONIC FLIGHT BAG: FCOM and QRH
TCP: Guide through set VHF frequencies only
Audio control panel: L MIC only
6 Preflight Procedure – Captain [MCC]

EFIS control panel considerations same as First Officer's
Captain's discretion as to which side EICAS should be on. For this
flight, put it on left side
MCP: ALTITUDE increment in 1000, unless the published SID has
non-1000-altitude waypoint constraint
PREFLIGHT checklist
ECL access and control
Display Management:
Cursor control and location
Upper or lower MFD
Default display
7 Before Start Procedure

Set MCP
PF – TAKEOFF REF page; PM – CDU LEGS page
CANCEL/RECALL
8 Engine Start Procedure

EICAS: engine secondaries automatically displayed when START
selected. Normally they are selected manually before start.
February 11, 2013 787-AT1-01 1-2.13
TM
For systems illustration, the crew may display the electrical,

hydraulic, and fuel synoptics before and during start. Point out
load shed indications and system operation
9 Before Taxi Procedure

There is no tiller in the OTD. In the airplane, it is necessary to hold
the tiller disconnect switch down during the rudder check, to
prevent nosewheel movement
RECALL: The only expected message is TCAS OFF: Make sure
both pilots participate
Area of responsibility now PF and PM
10 Before Takeoff Procedure

Reposition to runway before starting procedure
CHKL INCOMPLETE NORM
Complete procedure
WXR and TERR as briefed
Display Management:
ND mode selector for VSD
ND range selection - first waypoint
BEFORE TAKEOFF checklist: Assure that the PF verifies
“Checklist Complete” before PM puts the checklist away
Override the AFTER TAKEOFF, DESCENT, APPROACH and
LANDING checklists - Use ECL or IOS; instructor’s choice
11 After Landing Procedure

The PM's scan flow follows a logical top-to-bottom sequence. No
associated checklist.
Demo WXR selected with ND menu, then selecting WXR map
display switch (EFIS) does not turn WXR off
Use the ND airport map during taxi for situational awareness
12 Shutdown Procedure
Postflight phase. Areas of responsibility are again Captain and
First Officer
SHUTDOWN checklist
1-2.14 787-AT1-01 February 11, 2013
TM
13 Secure Procedure [MCC]

Accomplish procedure for training purposes
Observe PECS cool-down period before securing electrical power
SECURE checklist
February 11, 2013 787-AT1-01 1-2.15
TM
Intentionally
Blank
1-2.16 787-AT1-01 February 11, 2013
TM
Ground Training Segment Training Manual Lesson 1S

1-3 Lesson 1S
LESSON SUMMARY
This lesson is a flight from Paris Charles de Gaulle to London Gatwick.
The lesson practices normal procedures and display management. The
crew uses the autoflight system to control the airplane throughout the
flight. Emphasis will be on autopilot pitch and roll modes; and the CDU
to program the active route and update clearance changes in the FMS
during the flight. Navigation mode practice, map interpretation, and
route changes are important accomplishments of the lesson. LNAV is
introduced.
LESSON OBJECTIVES
• Perform normal procedures
• Integrate FMS tasks during normal operation
• Interpret EFIS/DSP displays
• Integrate systems management tasks during normal
procedures
• Introduce EFB operations
EFB (a) (b) (c) (d) (e) (f) (g) (h) (j) (l)
• Introduce MCC/CRM Concepts
February 11, 2013 787-AT1-01 1-3.1

TM
Lesson 1S Training Manual Ground Training Segment
ROUTE OF FLIGHT
N49 00.1 E002 34.1 (Gate C10)
ROUTE ABB, T20 ALESO, T420 BIG
DEPARTURE RWY 09R, BEAUVAIS (BVS) __ Departure
PERFORMANCE
FUEL 25,000 kg ASSUMED TEMP MAX
ZFW 134,000 kg FLAP CONFIG Optimum
RESERVES 4,800 kg CG 28%
Takeoff speeds: EFB calculated
WEATHER
LFPG METAR 09012KT CAVOK10/06 Q1014
TA: 4,000’ TL: FL040 Instructor Use – LUFL: FL050
EGKK METAR 26012KT 9999 BKN030 23/16 Q1016
CLEARANCE
“BT87H, cleared to London Gatwick, BVS__ departure, maintain altitude
3,000 feet, squawk 4326”
“BT87H, read back correct, contact ground control 121.6 for push and
start”
1-3.2 787-AT1-01 February 11, 2013
40000
PROFILE
30000 RNP INDICATIONS
February 11, 2013

VOR NAVIGATION LNAV - WAYPOINT NAVIGATION
HUD MANEUVERING ROUTE MODIFICATIONS

20000
FL200
FLCH
15000
FLCH, V/S, FPA
ALTITUDE (FEET)
HDG/TRK SEL/HLD
787-AT1-01
10000
Training Manual
TM
CDU/EFB PERFORMANCE
FL070 APPROACH
CALCULATIONS
PREPARATIONS
5000
ILS 26L
TCP/ACP
TAKEOFF SHUT
DOWN
AUTOLAND
0
0 10 20 30 40 50 1:00 10 20 30 40 50 2:00
TIME
LFPG EGKK
Lesson 1S
1-3.3
TM
BRIEFING TOOL
2M: CDU/EFB Preflight

• Integrate EFB into preflight
procedures
3M: PFD monitored Takeoff

• Demonstrate normal takeoff through
flap retraction
4M: Approach Preparations
5M: ILS Demo

• Demonstrate ILS to Auto-land
1-3.4 787-AT1-01 February 11, 2013
TM
BRIEFING GUIDE
PROCEDURES AND CHECKLISTS –

CONCEPT REVIEW REFERENCE
Normal procedures accomplished in the same
manner as in other Boeing airplanes. They are
done by recall and scan flow, in each pilot's area
of responsibility FCOM NP.11,
MCC
Before departure, and after landing, the areas of
responsibility are defined as Captain and First
Officer FCOM NP.11
During flight, the areas of responsibility are
defined as Pilot Flying (PF) and Pilot Monitoring
(PM) FCOM NP.11,
MCC
Checklists are used after doing all procedural
items, to verify that critical items have been
done. Normally, the electronic checklist (ECL) is
used, although paper checklists are available
on the flight deck QRH CI.1,
MCC
DISPLAY MANAGEMENT –
MULTIFUNCTION DISPLAYS REFERENCE
Upper Displays (inboard DUs) FCOM 10.20
Demo based on student understanding

Navigation Display is default MFD
Upper display switches DSP to put other
MFDs in MFD windows
MFD switches on DSP make a window active
EICAS transfer switches move EICAS from
one pilot's side to the other
Demo EICAS transfer (as required)
Lower Displays FCOM 10.20
CDU is default MFD
February 11, 2013 787-AT1-01 1-3.5
TM
Lower display switches on the MFK put other

MFDs in the window
Cursor Control FCOM 10.20
Review use of CCD and rotary cursor control

in context of setting up initial displays
ND Control FCOM 10.10
Review uses of EFIS CP and MFD cursor

control in-flight during lesson
PREFLIGHT REFERENCE
Attempt to complete normal procedures from

recall.
Assist each other as able. Refer to the FCOM
if necessary
Either pilot can complete the preliminary pre-
flight procedure MCC
Will follow procedure for flow – Prelim

Preflight, CDU/EFB preflight
Need to enter the FMC navigation data
before initializing the EFB
As applicable use PAEV concept (PLAN -
ACCESS - ENTER - VERIFY) when
making FMC or autoflight entries
FMC navigation data: enter in CDU from flight
plan
Enter data manually
Reinforce proper FMC preflight page flow
Verify route on Navigation Display
PLAN mode on EFIS control panel
Initialize EFBs
EFB Preflight checks of the system
1-3.6 787-AT1-01 February 11, 2013
TM

Review as required, and reinforce proper
EFB preflight procedures EFB (a) (b) (c)
Verify current databases EFB (c) (j)
Review FAULTs, MEMOs, MSGs and

INITIALIZE flight
EFB TERMINAL CHARTS – Set up chart clips EFB (c) (j)
Will discuss in more depth, as required, in

OTD during EFB preflight
Demo accessing chart clip copy in BT
Note: Terminal Charts are your source
for frequencies and other charted
information
EFB – Procedures for cross-checking of data
entry and computed information EFB (f) (h) (l)
EFB Preflight checks of the system EFB (b) (j)
OPT Performance calculations
Manual entry of initial performance data
V-speeds sent from OPT to FMC
We will use the uplink from the EFB
Enter performance data on PERF INIT page
Manual entry of OAT required if sensed
TAT not showing as OAT on THRUST
LIM page
Use EFB to calculate takeoff performance EFB (f) (l)
Note: QNH is copied from the Captain's

PFD
EFB – Procedures for cross-checking of data
entry and computed information EFB (f) (h) (l)
EFB – Phases of flight where the EFB
System may/may not be used EFB (d) (e)
Send output to FMC
February 11, 2013 787-AT1-01 1-3.7
TM
Preflight Procedure – First Officer and Captain FCOM NP.21

Crew should attempt to do all pre-departure
normal procedures from recall
Each pilot observes the other, and assists as
needed MCC
TCP radio tuning, and ACP, for ATIS and
clearances FCOM 5.20, 5.30,
MCC
PREFLIGHT checklist
Demo accessing checklist in BT
Display management of checklist
discussed in OTD
Open vs closed loop
• closed loop not read aloud
• Standard Boeing checklist procedure and
philosophy apply

Set mode control panel MCC
Recall and cancel EICAS messages
Set trim
Taxi and takeoff briefing MCC
APU running; normal engine start
Normal Before Taxi procedure
TAXI OUT REFERENCE

CHKL INCOMPLETE NORM message;
BEFORE TAKEOFF checklist not completed
before entering runway FCOM 10.60
BEFORE TAKEOFF checklist
1-3.8 787-AT1-01 February 11, 2013
TM
TAKEOFF REFERENCE
Takeoff Procedure FCOM NP.21;
FCTM Ch 3
Review procedure, focusing on callouts, as

required
TO/GA switches for autothrottle engagement
FMAs
V-speeds and callouts
Rotation and pitch control
LNAV engages
Airspeed pitch commands (V2 + 15-25)
VNAV engages
Thrust reduction
Acceleration height: flap retraction on VNAV-
commanded schedule
Additional takeoff if required MCC
AFTER TAKEOFF checklist
CLIMB REFERENCE
Facilitate <PAEV> concepts when applicable.

Interpret PFD/HUD, and ND, indications FCOM 10.10, 10.20
Heading control – TRK SEL; TRK HOLD FCOM 4.20;
FCOM SP.4
Altitude control – climb in FLCH, V/S, FPA and
ALT HOLD FCOM 4.20;
FCOM SP.4
See EU-OPS: JT1 Ch 6
Climbing & Descending Instructions Sec 11
Lowest Usable Flight Level Sec 5
Altimeter Setting Procedure Sec 5
Interpret flight mode annunciations (FMAs) FCOM 4.10;
FCOM SP.4
February 11, 2013 787-AT1-01 1-3.9
TM
CRUISE REFERENCE

HUD maneuvering FCOM 10.12
Flight path vector – guidance cue
HUD: airspeed changes, autothrottles on/off
HUD: level turns to headings, autopilot off, at
30 degrees bank
VOR navigation: raw data FCOM 10.10, 11.40
Direct to a VOR (MTD) MCC
"Route direct MTD"
Intercept a radial to a VOR
"Fly heading 360. Intercept 300 degrees
course to ABB"
RNP Indications
Display Management practice
Direct to a waypoint
"Route direct ABB"
Intercept course to a waypoint (ABB)
"Turn left heading 300 degrees.
Intercept the 360 degree course
to ABB"
ND VSD corridor: track mode and route mode FCOM 11.42,
MCC
Lateral deviation and RNP/ANP indications on
PFD/HUD and ND FCOM 10.10
Route modification: after
ABB, direct BNE, N57 to
SANDY, direct TIMBA, direct
MAY” FCOM 11.42
FLCH descent FCOM 4.10
Descend FL070
See EU-OPS JT1 Ch 6
Climbing and Descending Instructions Sec 11
1-3.10 787-AT1-01 February 11, 2013
TM

Enter arrival procedure
Radar vectors to the ILS Rwy 26L approach
Modify the route for the arrival and approach FCOM 11.43;
FCTM Ch 4
DESCENT REFERENCE

Descent Procedure FCOM NP.21,
FCTM Ch 4
Set up for the approach
Recall – VREF – autobrakes
NAV RADIO. Include ADF frequency (As
required if ADF is selected option)
Set minimums. Verify ILS tuned and identified
Select MKR on APP receiver selector on
the ACP (For the altitude check at the
LOM)
Descend using FLCH, V/S or FPA
Descend to altitude 2000 feet, QNH 1016
Not in VNAV descent so must manually
select to reset speed approaching 10,000 ft
MCC
Complete the approach briefing MCC
DESCENT checklist
APPROACH REFERENCE

Approach Procedure FCOM NP.21;
FCTM Ch 5
Configure for the approach
APPROACH checklist
Radar vectors for the ILS approach
Display an extended approach course
February 11, 2013 787-AT1-01 1-3.11
TM
LANDING REFERENCE
Landing Procedure – ILS FCOM NP.21;
FCTM Ch 5
Extend flaps on schedule
Arm the approach
Arm approach when on intercept
heading, cleared for approach, with
LOC and G/S pointers visible
Verify LOC and G/S armed
Extend gear and flaps
PM calls "glideslope alive"
Gear down – flaps 20 - set speed - arm
speedbrake
Glideslope capture: flaps 30 - REF plus 5
knots
Verify glideslope intercept altitude.
Set missed approach altitude
…when glide slope has been captured
LANDING checklist
PF verbally confirm checklist complete
Perform autoland
Landing altitude reference bar begins at
1000 feet above touchdown
Amber landing altitude reference bar
begins at 500 feet above touchdown
BARO minimums pointer in view
Amber indications below minimums
Landing Roll Procedure FCOM NP.21
Speedbrakes and autobrakes MCC
Reverse thrust
Disconnect autopilot
TAXI IN REFERENCE
After Landing Procedure FCOM NP.21
1-3.12 787-AT1-01 February 11, 2013
TM
SHUTDOWN REFERENCE
Establish auxiliary power before shutting down
engines
SHUTDOWN checklist MCC
SECURE REFERENCE
SECURE checklist MCC
February 11, 2013 787-AT1-01 1-3.13
TM
LESSON GUIDE
TRACK
ACTUAL
PLAN
BNE
DEVAL
MTD
4b
9
SANDY
7
5
N5
4a
7
2
CRL
BIG
BVS
6
ABB
T420
LFPG
DIMAL
ALESO
10
1
MAY
TIMBA
EGKK11
12
13
1-3.14 787-AT1-01 February 11, 2013
TM
TRACK DATA
OTD FAMILIARIZATION
Preflight Seat and rudder pedal controls
Flight controls are active for only one pilot at a time.
Flight control feel does not represent actual airplane.
Most flights, and all landings, are done on autopilot.
The OTD cannot be taxied.
HUD is permanently displayed in the OTD.
Overhead panel and aft aisle stand are virtual.
Demo turning on/off the hot spots.
1 Display management review

Initial setup
Show during course of lesson
Pre-departure normal procedures
CDU and EFB procedure
EFB for terminal charts
Captain and F/O observe each other's Preflight procedure
Ensure EFB items as per Briefing Guide are fully covered.
Guide crew in use of TCP
Takeoff [MCC]
2 PFD takeoff
Reposition to runway and do a second takeoff if necessary
Climb [MCC]
3 Autoflight heading and altitude control
(Keep the airplane heading in the general direction of MTD)
TRK SEL; TRK HOLD
FLCH
Climb in V/S and FPA comparison
Cruise
February 11, 2013 787-AT1-01 1-3.15
TM
4 HUD maneuvering
Point out HUD symbology
Climbs, level-offs & turns: relationship of FPV to guidance cue
Airspeed changes & autothrottles on/off: relationship of flight path
acceleration symbol and speed error tape
Level turns to headings, at 30 degrees bank
VOR navigation [MCC]
ND menu, and NAV RADIO page
"Route direct MTD"
Use bearing pointer – raw data
"Fly heading 360 degrees. Intercept the 320 degree course to ABB"
Nav Radio page: ABBXXX (course to)
RNP indications
PFD/HUD: no deviation scales without LNAV or VNAV
VSD corridor in track mode before joining LNAV route
Prior to LNAV capture. Give clearance direct ABB
5 LNAV navigation [MCC]

"Route direct ABB"
Display Management:
• Upper and lower displays
• Cursor control location
• ND control
PFD/HUD: deviation scales appear when LNAV armed
No ANP bars or pointer on vertical scale before T/D
Relate ND indications to PFD/HUD deviation scale values
Relate PFD/HUD deviation to FMAs
When in LNAV, VSD corridor changes to route mode within RNP
6 Intercept course to ABB (approx. 10 NM before ABB)

"Turn left heading 300 degrees. Intercept the 360 degree course to ABB"
VSD Corridor indication Track vs Route mode
Optional – time permitting
7 Route modification
"After ABB, direct BNE, N57 to SANDY, direct TIMBA, direct MAY"
1-3.16 787-AT1-01 February 11, 2013
TM
8 Enter arrival procedure

"Expect vectoring to the ILS Rwy 26L approach at EGKK"
Select the ILS. Leave the route discontinuity anticipating vectors:
Descent
9 Descend in FLCH, V/S, FPA

“Descend FL070” [MCC]
Display Management:
• Upper and lower displays
• Cursor control location
• ND control
Point out FMAs and THR logic
Further Descent
“Descend to altitude 2,000 ft, QNH 1016”
10 Vectoring to ILS Rwy 26L

“Turn right heading 340 degrees vectoring ILS Rwy 26L”
11 ILS approach and autoland

Disregard the ND flap speed profile points. Slow to be at flaps 5, on
speed, before turn onto the localizer
"Turn left heading 290 degrees. Maintain altitude 2000 feet. Report
established"
"When established on the localizer, descend on the ILS"
Check for correct procedures and callouts
Use the LEGS page to extend the approach course, with C126L as
active waypoint.
12 Shutdown Procedure
Postflight phase. Areas of responsibility are again Captain and First Officer"
SHUTDOWN Checklist
13 Secure Procedure [MCC]

Accomplish procedure for training purposes
Observe PECS cool-down period before securing electrical power
SECURE Checklist
February 11, 2013 787-AT1-01 1-3.17
TM
DEBRIEFING
Task review
• Instructor's evaluation of the lesson, and students'
concerns and questions
• Explanations and discussion of problem areas, to
correct deficiencies and misunderstandings
• Suggestions for student study and review of problem
areas
• Quiz and summarize elements of an ILS approach
and autoland
Preparation for next lesson (use the lesson 2S student guide for
this discussion)
• Remind students to familiarize themselves with the
lesson elements
• Recommend study emphasis on new or challenging
material for next lesson:
• HUD-monitored takeoff: Study FCOM
NP 21, FCTM Ch 3, and FCOM 10.12
• HUD-monitored ILS: Study FCOM 11.43;
FCTM Ch 5
1-3.18 787-AT1-01 February 11, 2013
TM

1-4 Lesson 2T
LESSON SUMMARY
This lesson is a local flight originating from and returning to London
Gatwick. The crew continues to practice normal preflight and postflight
procedures. The electronic flight bag Terminal Charts function is
introduced. In-flight procedures are introduced and practiced, including
a flight director takeoff and automatic landing. Emphasis is on FMS
preflight entries, autoflight modes, and electronic flight instrument
interpretation.
LESSON OBJECTIVES
• Integrate display and information management during
normal procedures
• Introduce uplink of FMC data from Dispatch
• Introduce EFB Terminal Charts
• Introduce takeoffs, autoflight maneuvering, and ILS
autoland
• Perform normal procedures
• Integrate EFB operations
EFB (a) (b) (d) (f) (h) (j)
• Develop MCC/CRM Concepts
February 11, 2013 787-AT1-01 1-4.1

TM
ROUTE OF FLIGHT
N51 09.4 W000 10.2 (Gate 21)
COMPANY ROUTE Direct SFD, MAY
DEPARTURE RWY26L, DOVER __
PERFORMANCE
FUEL 18,100 kg ASSUMED TEMP 46°C
CRZ ALT 6000’ EO ACCEL HT 1,000’
Takeoff speeds: V1 = 134 VR= 136 V2 = 141 Flaps 15
WEATHER
CLEARANCE
BT87H, cleared to Gatwick, DOVER __ departure, squawk 4776
BT87H, read back correct, contact ground control 121.8 for push and
start
1-4.2 787-AT1-01 February 11, 2013
PROFILE
15000
February 11, 2013

HDG HOLD
BANK LIMIT SELECTOR
10000 FLCH, V/S, FPA, FPV
A/T MODES
HUD
ALTITUDE (FEET)
MANEUVERING
787-AT1-01
6,000'
Training Manual
TM
5000 FLCH, V/S, FPA

FLCH, V/S, FPA
EFB HDG/TRK SEL/HOLD HDG SEL
TERMINAL CHARTS TAKEOFF INTERPRET
PRACTICE NAV DISPLAYS
ILS 26L
ROUTE/PERFORMANCE SHUTDOWN
UPLINK SECURE
0
0 10 20 30 40 50 1:00 10 20 30 40 50 2:00
TIME
EGKK EGKK
Lesson 2T
1-4.3
TM
BRIEFING TOOL
2M: CDU Initial and Navigation Data/Route Uplink

• Integrate EFB into preflight
procedures
3M: EFB Initialize and Chart Clips

• Introduce the use of electronic charts
4M: PFD-Monitored Takeoff

• Demonstrate normal takeoff through
flap retraction
5M: ILS Demo

• Demonstrate ILS to Autoland
1-4.4 787-AT1-01 February 11, 2013
TM
BRIEFING GUIDE
PREFLIGHT REFERENCE
Crew should attempt all scan flows from

memory. Reference to FCOM should
be minimal. Students can prompt each
other as necessary
Preliminary Preflight Procedure FCOM NP.21,
FCOM 10.70, 10.80
Phases of flight where the EFB may/may not be
used EFB (b) (f) (h) (j)
CDU/EFB Procedure FCOM NP.21
Facilitate <PAEV> concepts when

applicable.
Request an uplink of FMC route data
IDENT and POS INIT are not uplinked.
Enter manually
FMC navigation data: route uplink FCOM 11.34, 11.40
REQUEST prompt on RTE page or FMC

COMM page
EICAS and CDU indications when uplink
received
LOAD and EXEC route
DEPARTURES: Manually enter runway
and departure
Verify the route on the LEGS page and ND
Remind students of the need to check
departure RNP on chart and ND
NAV RADIO page
Initialise EFBs FCOM 10.80
Ensure origin, destination and flight

number are loaded in the FMC before
initializing the EFB
February 11, 2013 787-AT1-01 1-4.5
TM
Use IDENT page key to verify current

databases
Review FAULTs, MEMOs, and MSGs
Pre-flight checks of the system FCOM NP.21
TGL 36 (a) (b)
TGL 36 (a) (d)
EFB TERMINAL CHARTS – Set up chart clip FCOM 10.70, 10.80
Based on students understanding of EFB

chart clip, demo setting up EFB use
from initialization to edit chart clip page
Have a student build a chart clip
Introduce the copy function on next
lesson
Pre-flight checks of the system FCOM NP.21
TGL 36 (b)
Procedure for cross-checking of data entry and
computed information TGL 36 (f)
Call for ATC clearance; Acquire ATIS
information
ATIS and clearance will be as shown on the
printed flight plan
Practice all communications without using
TCP/ACP
CDU performance and takeoff data entered
manually
Crew should attempt to do all pre-departure
normal procedures from recall
Each pilot observes the other, and assists as
needed MCC
Get the current ATIS and ATC clearance MCC

APU running – normal start
1-4.6 787-AT1-01 February 11, 2013
TM

MCC
TAXI OUT REFERENCE

TAKEOFF REFERENCE
FTCM Ch 3
Set STROBE lights

Set TRANSPONDER
Set LANDING lights – cleared for takeoff
First takeoff, using PFD as primary reference,
with freezes
Concentrate on the PFD indications during
takeoff. In later lessons, we will introduce
the HUD indications MCC
Reposition to runway and reset for takeoff
Second takeoff MCC
Additional takeoffs if necessary MCC
After Takeoff checklist
See EU-OPS JT1 Ch6
Takeoff Climb Sec 10
CLIMB REFERENCE
Interpret PFD/HUD and ND indications FCOM 10.10,
10.20, SP.4
Heading control – HDG/TRK SEL; HDG/TRK
HOLD FCOM 4.20,
FCOM SP.4
Altitude control – climb in FLCH and V/S FCOM 4.20,
FCOM SP.4
Altitude HOLD FCOM 4.20,
FCOM SP.4
Interpret flight mode annunciations (FMAs) FCOM 4.10,
FCOM SP.4
See EU-OPS JT1 Ch 6
February 11, 2013 787-AT1-01 1-4.7
TM

CRUISE REFERENCE

Interpret PFD/HUD, and ND, indications
Interpret flight mode annunciations (FMAs)
Heading control – HDG and TRK; bank limit
selector
Altitude control – FLCH, V/S, and FPA
Flight path vector FCOM 10.10,
FCOM 10.12
Autothrottle engage/disengage FCOM 4.10
HUD: airspeed changes, autothrottles on/off FCOM 10.12
Modify the route for the arrival and approach FCOM 11.43;
FCTM Ch 4
DESCENT REFERENCE
Descent Procedure FCOM NP.21,.43
FCTM Ch 4
Set up for the approach FCOM NP.21
Descend using FLCH, V/S and FPA FCOM 4.10
Accomplish the approach briefing MCC
Descent checklist
See EU-OPS JT1 Ch 6
APPROACH REFERENCE
FCTM Ch 5
Configure for the approach FCOM NP.21
Approach checklist
Extend flaps on schedule FCOM NP.21,
MCC
1-4.8 787-AT1-01 February 11, 2013
TM

See EU-OPS JT1 Ch 6
Instrument Approaches to landing –
Instructions Sec 13
Radar Vectoring for ILS Approach Sec 13
LANDING REFERENCE
FCTM Ch 5
Arm the localizer MCC
When cleared to descend on the ILS, arm
approach
Extend gear and flaps on schedule
Landing checklist
Perform autoland
Discuss display and FMA changes,
procedures and call-outs down to
Landing checklist
Landing checklist must be confirmed by
PF
Discuss remaining callouts and FMA
changes thru landing
Speedbrakes and autobrakes
PM calls "Speedbrakes up" or
"Speedbrakes not up" MCC
Reverse thrust
PM calls "60 knots." Move reverse
thrust levers toward idle
February 11, 2013 787-AT1-01 1-4.9
TM
TAXI IN REFERENCE
Configure the airplane – scan flow
Remaining procedures will be completed
on the runway
SHUTDOWN REFERENCE
Establish auxiliary power before shutting down
engine
Shutdown checklist
SECURE REFERENCE
Secure checklist
1-4.10 787-AT1-01 February 11, 2013
TM
LESSON GUIDE
TRACK ACTUAL
DVR
PLAN
5
4
SFD
MAY
ACORN
1
EGKK
3
February 11, 2013 787-AT1-01 1-4.11
TM
TRACK DATA
Preflight
1 Uplink ROUTE data

EFB – terminal charts
Initialize EFB
Add the DOVER __ departure and ILS 26L to the chart clips
Uplink performance data from Dispatch
Uplink the PERF INIT data (Manual Entry)
Uplink the TAKEOFF data (Manual Entry)
When uplink received, verify data on THRUST LIM page and
TAKEOFF REF page 2 (Manual Entry)
If all data correct, ACCEPT data on TAKEOFF REF UPLINK page
1 (Manual Entry)
Observe FMC PREFLIGHT COMPLETE is displayed
Preflight Procedure [MCC]
No orientation to TCP/ACP until next lesson. Just have crew tune
VHF L to the clearance delivery frequency
Taxi and takeoff briefing [MCC]
PF brief PM using MCP and displays
Takeoff
2 First takeoff [MCC]
Review key points before/during takeoff
Flight freeze the simulation as needed
Reposition when After Takeoff checklist complete
When the flaps are up, reposition to the runway
Sim reposition resets all but control stand hardware
Second takeoff [MCC]
As crew proficiency permits, do the takeoff without flight freezes,
and continue the flight
Do additional takeoffs as necessary
PF should switch to the CDU CLB page. PM should stay on LEGS
page
Climb
3 Altitude control – FLCH, V/S, FPA; Altitude HOLD

Point out FMAs during the exercises
1-4.12 787-AT1-01 February 11, 2013
TM

FLCH – Point out THR logic, and the resulting vertical speed on
PFD. SPD is on elevator
V/S – Point out that SPD is on thrust
Demo Autothrottle wake up; point out FMAs during the exercise
FPA – Inertially-stabilized version of V/S. Point out FPV and FPA
symbols on PFD
Heading control – HDG and TRK SEL/HOLD; bank limit selector
"Turn right, heading ___ degrees"
(Keep the airplane moving toward the South and East, to be in a
reasonable position for the eventual descent to cross MAY at
4,000 feet)
Describe/enforce the need to keep heading updated on ND
Point out the roll FMAs during the exercises
Cruise
4 HUD maneuvering
(Introduce the HUD indications. This was not briefed in detail)
Compare to PFD. Guidance is Flight Path Vector based, rather
than Airplane Attitude based
HUD – turns to headings
Point out HUD symbology; Relate to PFD
Horizon line heading scale; selected heading bug
Turn at 30 degree bank angle, wing of FPV on horizon line
HUD – climb in V/S, FLCH and FPA
"Climb FL090"
Relate flight path acceleration cue to guidance cue. FMAs
HUD – airspeed changes
Select lower airspeed. Speed error tape up; flight path
acceleration symbol down as the airplane slows to the selected
speed
Select the original airspeed. Indications shown above are
reversed
“BT87H, expect vectoring to ILS Rwy 26L from MAY”
Select the ILS Rwy 26L on the ARRIVALS page [MCC]
Verify routing on LEGS page and ND. Leave discontinuity for
vectoring
Descent
February 11, 2013 787-AT1-01 1-4.13
TM
5 "BT87H, descend now, to cross MAY at altitude 4000 feet, QNH 1013"
Descend using FLCH, V/S and FPA
FLCH- Point out IDLE/HOLD autothrottle FMAs. Vary thrust to put
the altitude range arc on the fix
V/S and FPA – Continue the descent in V/S. Vary the MCP VS-FPA
selector to move the altitude range arc. FPA – constant descent
angle; range arc will not change position with changes in wind
speed
Descent Procedure: Recall - VREF - NAV RADIO - autobrakes -
minimums
Accomplish the Approach briefing [MCC]
Descent checklist
(At or near SFD)
Prior to MAY begin vectoring for approach
"BT87 heavy, turn right heading 050 degrees, vectoring for the ILS
26L"
Approach Procedure
Approach checklist
Vector the airplane for a localizer intercept before CI26L (350
degree left base, 300 degree intercept)
Direct the crew through an extension of the final approach course,
if needed. This is not being taught in this lesson
Guide crew through slowdown to flaps 5 before intercepting the
localizer
6 ILS approach and autoland [MCC]

Guide crew through the following steps
• When cleared for the ILS approach and LOC and G/S
pointers in view. Arm the approach
• Glide slope alive: gear down, flaps 20, arm speedbrake
• Glide slope captured: flaps 30, Vref + 5 kts., set missed
approach altitude, landing checklist
• Landing checklist must be confirmed by PF: "Checklist
complete"
• LAND 3 and FMAs
Callouts and FMA changes through rollout
After Landing, Shutdown and Secure procedures [MCC]
After Landing Procedure: autopilot disconnect
Shutdown Procedure: Ensure flaps up before connecting external
power
1-4.14 787-AT1-01 February 11, 2013
TM
DEBRIEFING
Task review
• Instructor's evaluation of the lesson, and students'
• Explanations and discussion of problem areas, to
areas
and autoland
Preparation for next lesson (use the lesson 2S student guide for
this discussion)
lesson elements
material for next lesson:
• HUD-monitored takeoff: Study FCOM NP 21,
FCTM Ch 3, and FCOM 10.12
• HUD-monitored ILS: Study FCOM 11.43;
FCTM Ch 5
February 11, 2013 787-AT1-01 1-4.15
TM
Intentionally
Blank
1-4.16 787-AT1-01 February 11, 2013
TM

1-5 Lesson 3-T
LESSON SUMMARY
The crew practices normal procedures and display management. CDU-
EFB takeoff performance calculation is introduced. A HUD-monitored
takeoff is performed. LNAV is introduced. Map interpretation, RNP
indications, and route changes are important accomplishments of the
lesson. Emphasis is on autoflight, HUD maneuvering and the CDU to
program the active route and update clearance changes in the FMS
during the flight.
LESSON OBJECTIVES
• Integrate information and systems management tasks
during normal procedures
• Introduce radio tuning and VHF communications
• Introduce HUD-monitored takeoff
• Introduce and practice basic LNAV route modifications
• Introduce ILS approach and autoland, using PFD
EFB (b) (d) (e) (f) (h) (l)
February 11, 2013 787-AT1-01 1-5.1

TM
ROUTE OF FLIGHT
N49 00.1 E002 34.1 (Gate C10)
ROUTE ABB, T20 ALESO, T420 BIG
DEPARTURE RWY 09R, BEAUVAIS (BVS) __ Departure
PERFORMANCE
CRZ WINDS at ALESO FL150 180/20
FL170 190/25
FL210 200/30
WEATHER
LFPG METAR 09012KT CAVOK 10/06 Q1014
TA: 6,000 TL: FL060 Instructor Use – LUFL: FL070
CLEARANCE
“BT87H, cleared to London Gatwick, BVS__ departure, maintain altitude
3,000 feet, squawk 5234”
start”
1-5.2 787-AT1-01 February 11, 2013
40000
PROFILE
30000
February 11, 2013

RNP INDICATIONS
20000 VOR NAVIGATION LNAV - WAYPOINT NAVIGATION
ROUTE MODIFICATIONS
FL170
15000 FLCH
ALTITUDE (FEET)
HUD FL120
787-AT1-01
MANEUVERING
10000 APPROACH
Training Manual
PREPARATIONS
TM
EFB-CDU
TAKEOFF
PERFORMANCE
5000 HUD
TCP/ACP MONITORED
ILS 26L SHUT
TAKEOFF
DOWN
AUTOLAND
0
0 10 20 30 40 50 1:00 10 20 30 40 50 2:00
TIME
LFPG EGKK
Lesson 3T
1-5.3
TM
BRIEFING TOOL
2M: CDU/EFB Procedure (with waypoint wind entry)

• Practice procedure with manual route
entry, introduce wind entry
3M: TCP/ACP Demo

• Demonstrate preflight setup
4M: HUD monitored Takeoff

• Demonstrate HUD monitored takeoff
5M: FMC Route Modifications
1-5.4 787-AT1-01 February 11, 2013
TM
BRIEFING GUIDE
PREFLIGHT REFERENCE
Re-align IRS (airplane not secured)
CDU/EFB Procedure
FMC initial data and navigation data: manually
enter in CDU from flight plan
Use the EFB Operational Performance
Tool (OPT) to calculate takeoff
performance
• Plan: Manually enter winds for in
line-of-flight order. You can also
enter updated winds while enroute
• Access: LEGS page LSK 6R to
access RTE DATA pages
• Right-hand prompts to access WIND
page for each waypoint
• Enter: Demo wind/OAT entries
• Verify: "W" on RTE DATA page
indicates a waypoint where winds
have been entered
Note WIND DATA – REQUEST prompt. In
a later lesson we will uplink wind data
from Dispatch
Initialize EFBs FCOM 10.80
Pre-flight checks of the system EFB (b)
EFB TERMINAL CHARTS – Set up chart
clips
Enter performance data on PERF INIT page FCOM NP.11;
FCOM 11.40
Procedures for Cross-checking of data entry
and computed information EFB (f)
(Introduction and
Overview)
Send output to FMC FCOM 11.40
February 11, 2013 787-AT1-01 1-5.5
TM
Only 1 pilot can send performance to

the FMC FCOM 10.80; EFB
(b) (d) (e) (f)
Preflight Procedure FCOM NP.21

All procedures done from recall
Captain and First Officer do procedure
simultaneously
TCP radio tuning, and ACP, for ATIS and
clearances FCOM 5.10, 5.20,
MCC
Demonstrate preflight set up of the TCP

and ACP. During the remaining
lessons, tune COMM radio
frequencies, and simulate radio calls

Before Start Procedure FCOM NP.21, .2,
MCC
Taxi and takeoff briefing MCC
TAXI OUT REFERENCE

TAKEOFF REFERENCE
FTCM Ch 3
Both pilots monitor the HUD during takeoff FCOM 10.12
The PF and PM can both use the HUD

exclusively during the takeoff
No FPV, guidance cue, or compass rose
before liftoff (outside reference for
heading control)
TO/GA reference line appears at 65 knots
1-5.6 787-AT1-01 February 11, 2013
TM

At liftoff, pitch the airplane symbol to the
TO/GA reference line (relate to PFD flight
director symbology)
After liftoff, FPV and compass rose
appear
The guidance cue appears at 50 feet AGL
After initial pitch attitude established, use
the FPV and guidance cue
Secondary slip-skid indicator is located
below the FPV, until 1500 feet AGL, for
reference in case of an engine failure.
TO/GA reference line is removed when
TO/GA is no longer the engaged
pitch mode
Speed error tape appears at first flap
retraction
Do a second HUD-monitored takeoff
Accomplish additional takeoffs if necessary MCC
CLIMB REFERENCE

applicable.
Climb in FLCH, V/S, FPA FCOM SP.4
See EU-OPS JT1 Ch 6
Interpret PFD/HUD and ND indications FCOM 10.10, 10.20
Interpret flight mode annunciations (FMAs) FCOM 4.10
Turns to headings FCOM SP.4
Altitude HOLD FCOM SP.4
CRUISE REFERENCE

HUD maneuvering FCOM 10.12
February 11, 2013 787-AT1-01 1-5.7
TM

HUD: level turns to headings, autopilot off, at
30 degrees bank
VOR navigation: raw data FCOM 10.40, 11.20
Direct to a VOR (MTD) MCC
Intercept a radial to a VOR (Before MTD
turn left heading 360 degrees, intercept
the 150 radial to ABB
LNAV: Waypoint navigation
Direct to a waypoint (ABB) – LNAV FCOM 11.42,
MCC
Demo direct to waypoint

Verify with the other pilot
Make the modification active
Arm LNAV
Intercept course to a waypoint (Before
ABB, turn left heading 290 degrees,
intercept the 350 degree course to ABB)
FCOM 11.42
If there is an existing LNAV route to the

waypoint, it is in the INTC CRS TO
field
If there is not an existing LNAV route to
the waypoint, the INTC CRS TO field
contains boxes
Demo intercept course to a waypoint
Verify with the other pilot
Make the modification active
Arm LNAV
ND VSD corridor: track mode and route mode FCOM 10.10
Point out VSD indications in the OTD

Lateral deviation and RNP/ANP indications
on PFD/HUD and ND FCOM 10.10
Point out RNP indications on PFD, HUD,

and ND in the OTD
1-5.8 787-AT1-01 February 11, 2013
TM

Route modification: after ABB, direct
BNE, N57 to Sandy, direct TIMBA, direct
MAY) FCOM 11.40
Demo route modification

Intercept course to a waypoint (Before BNE,
turn left heading 340 degrees, intercept the
315 course to DEVAL) FCOM 11.42
"Expect the ILS Rwy 26L approach, vectoring
from MAY"
Modify the route for the arrival and approach
DESCENT REFERENCE

Descent Procedure FCOM NP.21;
FCTM Ch 4
Descend using FLCH, V/S or FPA FCOM SP.4
See EU-OPS JT1 Ch 6
Do the approach briefing FCTM Ch 5
Descent checklist MCC
APPROACH REFERENCE

FCTM Ch 5
Approach checklist
Expect vectoring for this approach
LANDING REFERENCE
FTCM Ch 5
Extend flaps on schedule
Arm the approach
February 11, 2013 787-AT1-01 1-5.9
TM
Extend gear and flaps

Landing checklist
Monitor autoland indications FCTM Ch 5;
QRH MAN.2
Speedbrakes and autobrakes MCC
Reverse thrust
TAXI IN REFERENCE
SHUTDOWN REFERENCE
Establish auxiliary power before shutting
down engines
Shutdown checklist MCC
1-5.10 787-AT1-01 February 11, 2013
TM
LESSON GUIDE
TRACK
ACTUAL
PLAN
BNE
DEVAL
MTD
10
4b
9
SANDY
7
5
N5
4a
7
2
CRL
BIG
BVS
6
ABB
T420
LFPG
DIMAL
ALESO
11
1
MAY
TIMBA
12
EGKK
February 11, 2013 787-AT1-01 1-5.11
TM
TRACK DATA
Preflight
1 Manually enter FMC initial and route data

Enter ALESO WIND data
EFB-CDU takeoff performance
Ensure TGL 36 for EFB items as per Briefing Guide are fully
covered.
Give crew the load sheet
Captain and First Officer do Preflight procedure simultaneously, from recall
TCP radio tuning, and ACP, for ATIS and clearances [MCC]
Brief review of NAV, MENU and GPWS functions
Review of WXR and XPDR keys
Review VHF, HF, SAT, and CAB
• Tune and store frequencies for the flight
• DATA setting for Datalink
Review ACP functions and settings
Point out AUX panel selected MIC and transmit indications – not
simulated in OTD
Point out microphones and transmit switches – not simulated in
OTD
Takeoff
2 HUD-monitored takeoff [MCC]
Point out key indications. Freeze as necessary
Do a second HUD-monitored takeoff if necessary
Climb
3 HUD-autoflight maneuvering
Practice autopilot maneuvering
(Keep the airplane moving in the general direction of MTD/ABB
where we will pick up the flight plan route)
HUD: level turns to headings, at 30 degrees bank
Ensure understanding of HUD symbology
Cruise
4 VOR navigation: raw data

Direct to a VOR
"Cleared direct to MTD"
1-5.12 787-AT1-01 February 11, 2013
TM

Display VOR bearing pointers on ND
Intercept a radial to a VOR – RAW DATA
"Fly heading 360 degrees, intercept the 150 degrees radial to the
ABB VOR"
Select radial/course on NAV RADIO page
RNP indications; VSD corridor
No deviation scales shown until LNAV armed or engaged, or
VNAV engaged
VSD corridor: track mode when not in LNAV
No ANP bars or pointers on vertical scales before T/D
5 LNAV – direct ABB

“Cleared direct to ABB”
LEGS page – verify on ND – engage LNAV
6 Intercept course to ABB

“Fly heading 300 degrees for traffic. On that heading, intercept the
350 degrees course to ABB, then flight plan route.”
LEGS page – verify on ND – arm LNAV
7 Route modification
After ABB, direct BNE, N57 to SANDY, direct TIMBA, direct MAY
ROUTE page for new routing
8 Intercept course to DEVAL

(Approximately 10 miles before BNE)
"Turn left heading 340 degrees, intercept course 315 degrees to
DEVAL"
(Complete as needed based on student proficiency and time)
9 Enter arrival procedure – ILS Rwy 26L at EGKK

“Expect radar vectors for the ILS runway 26 Left"
ARRIVALS page: Select the ILS Rwy 26L approach
LEGS page: Leave the planned discontinuity as a signal for
expected vectoring or a transition yet to be assigned
February 11, 2013 787-AT1-01 1-5.13
TM
10 FLCH descent to FL070

"Descend FL070"
Point out FMAs and descent logic
Descent
Descend to altitude 2000 feet. FLCH, V/S, FPA
“Descend to altitude 2,000 feet, QNH 1016.”
Remember to set selected speed 250 knots or less, approaching
FL100
Altitude range arc to check descent progress

Use the LEGS page to extend the approach course, with C126L
as active waypoint
"Turn left, heading ___; vectoring for the ILS 26L approach"
12 ILS approach and autoland

Coach the crew on the elements of the procedure, as needed
Emphasis should be on the PFD, rather than the HUD
1-5.14 787-AT1-01 February 11, 2013
TM
DEBRIEFING
Task review
• Instructor's evaluation of the lesson and students'
• Explanations and discussion of problem areas to
areas
and autoland
Preparation for next lesson (use the lesson 4T student guide

for this discussion)
lesson elements
material for next lesson
• LNAV route modifications: Study FCOM 11.42
• Holding patterns: Study FCOM 11.43
• HUD-monitored ILS approaches: Study
FCOM 11.43; FCTM Ch 5
February 11, 2013 787-AT1-01 1-5.15
TM
Intentionally
Blank
1-5.16 787-AT1-01 February 11, 2013
TM
Ground Training Segment Training Manual Lesson 4T/2S

1-6 Lesson 4T/2S
LESSON SUMMARY
The crew practices normal procedures and display management. CDU-
EFB takeoff performance calculation is introduced. A HUD-monitored
takeoff is performed. LNAV is introduced. Map interpretation, RNP
indications, and route changes are important accomplishments of the
lesson. Emphasis is on autoflight, HUD maneuvering and the CDU to
program the active route and update clearance changes in the FMS
during the flight.
LESSON OBJECTIVES
• Maintain airplane control and navigation using the FMS
and autoflight system
• Introduce holding patterns
• Introduce HUD-monitored ILS
EFB (c) (d) (e)
February 11, 2013 787-AT1-01 1-6.1

TM
Lesson 4T/2S Training Manual Ground Training Segment
ROUTE OF FLIGHT
N51 09.4 W000 10.2 (Gate 21)
DESTINATION LFPG – Paris Charles de Gaulle
ROUTE BOGNA, N615 XAMAB, L612 VEULE, DPE
DEPARTURE RWY 26L, BOGNA __ Departure
PERFORMANCE
RWY COND Dry THR REDUCTION 1,000’
WEATHER
LFPG METAR 10015KT CAVOK 19/13 Q1016
CLEARANCE
“BT87H, cleared to Paris Charles de Gaulle, BOGNA __ departure,
squawk 4545”
start”
1-6.2 787-AT1-01 February 11, 2013
40000
PROFILE
CHANGE CRUISE SPEED

30000
February 11, 2013

INTERCEPT AIRWAY
HDG SEL PPOS HOLD

REF NAV DATA PAGE MODIFY HOLD

20000 DIRECT TO A WAYPOINT EXIT HOLD
PROGRESS PAGE
FL170
15000
ALTITUDE (FEET)
FL120
DELETE RESTRICTION
787-AT1-01
10000 ALONG-TRACK WPT
Training Manual
TM
SPD/ALT RESTRICTION
5000 PREFLIGHT ILS 09R

ENGINE START SHUT
APU INOP DOWN
0 AUTOLAND
0 10 20 30 40 50 1:00 10 20 30 40 50 2:00
TIME
EGKK LFPG
Lesson 4T/2S
1-6.3
TM
BRIEFING TOOL
2M: Ground Power Engine Start Procedure

(3 External Power Units)
• Start with APU inoperative, use
FCOM supplementary procedures
3M: HUD monitored Takeoff

• Demonstrate HUD monitored takeoff
through flap retraction
4M: FMC Route Modifications
5M: HUD Monitored ILS

• Demonstrate HUD monitored ILS to Autoland
1-6.4 787-AT1-01 February 11, 2013
TM
BRIEFING GUIDE
PREFLIGHT REFERENCE
CDU/EFB Preliminary Preflight Procedure FCOM NP.21
Manual entry of route and performance data
All procedures will be done from recall
Obtain digital ATIS FCOM 5.40,
MCC
EFB EFB (c) (d) (e)
TGL 36 - EFB
Electronic
Documents

APU inoperative
Dispatch with the APU inoperative
On FWD EXT power only, CACs are
loadshed until the engines started
APU inoperative: supplementary procedures FCOM SP.7
Start with APU inoperative

Use FCOM supplementary procedures
Starting engines with forward and aft external
power
Aft external power can supplement
starting power to the right engine,
for a normal start
S.P. 7.2, "Ground Power Engine Start".
With forward and aft external power,
the start is normal if we start the right
engine first
February 11, 2013 787-AT1-01 1-6.5
TM
S.P. 7.1, "Engine Cross Start". Left

engine start is a cross-start.
Starting power for the left engine is
supplied to the main AC busses by
the right engine generators
Starting engines with forward external power
only
Loadshed displays, some cabin
lighting, other accessories and
some FMC data may be lost
TAXI OUT REFERENCE

TAKEOFF REFERENCE
FCTM Ch 3
HUD-monitored takeoff FCOM 10.12,
MCC
The PF and PM can both use the HUD

exclusively during the takeoff
No FPV, guidance cue, or compass
rose before liftoff (outside
reference for heading control)
TO/GA reference line appears at 65
knots
At liftoff, pitch the airplane symbol to
the TO/GA reference line (relate to
PFD flight director symbology)
After liftoff, FPV and compass rose
appear
The guidance cue appears at 50 feet
AGL
After initial pitch attitude established,
use the FPV and guidance cue
1-6.6 787-AT1-01 February 11, 2013
TM

Secondary slip-skid indicator is
located below the FPV, until 1500
feet AGL, for reference in case of
an engine failure
TO/GA reference line is removed
when TO/GA is no longer the
engaged pitch mode
Speed error tape appears at first flap
retraction
CLIMB REFERENCE

Enter speed/altitude restriction FCOM 11.31, 11.41
"Cross BOGNA at or below FL120, at 280
knots"
LEGS page for entry of a waypoint-
based restriction
Observe indications on CLB page, ND
lateral map and VSD
Set MCP altitude to 12,000. Airplane
will be on VNAV PTH when level at
12,000
Delete speed/altitude restriction FCOM 11.31, 11.41
(Before BENBO) "Resume normal speed,
climb and maintain FL170"
Reset MCP to 17,000
Delete altitude constraints using any
one of the following:
• LEGS page
• CLB page
• CLB DIRECT
• Altitude intervention
Observe indications on LEGS page,
CLB page, ND lateral map and VSD
February 11, 2013 787-AT1-01 1-6.7
TM
Discuss: VNAV ALT at 12,000, if MCP

altitude not reset
Current briefing tool setup is
available until descent phase
Along-track waypoint FCOM 11.31
"Report 10 miles before BENBO"
Illustrate on BT – CDU and ND
Discuss how to enter an along-track
waypoint
CRUISE REFERENCE
Facilitate <PAEV> concepts when applicable. FCTM

Direct to a waypoint FCOM 11.42
"Cleared direct VEULE, then flight planned
route"
Review as required
Intercept an airway FCOM 11.42
"Turn left, heading 100 degrees. Intercept
M605 to DPE, expect DPE __ arrival.”
HDG SEL to begin the exercise
ROUTE page: Determine this is new
routing
Discuss required CDU entries
Automatic selection of route entry
waypoint - note on ND (builds anchor
point)
Clean up flight plan
"LNAV available" – arm LNAV
FMC INTERCEPT HEADING
message, because heading is past
the active leg segment
Discuss rule for heading to intercept
active leg. Use ND map to
determine active leg
1-6.8 787-AT1-01 February 11, 2013
TM

INTC CRS to next downline waypoint
Change cruise speed FCOM 4.10, 11.31,
11.41
"Reduce speed to 280 knots, for spacing"
Use speed intervention, or insert 280
into ECON SPD line on the CRZ
page
(Show both methods, and change in
CRZ page title)
"Resume normal speed"
Cancel speed intervention, or push
ECON prompt on CRZ page
Inhibit navigation aid FCOM 11.42, SP.11
"DPE VOR/DME is unreliable; do not use for
navigation"
REF NAV DATA page access
Page is in two parts – one for inhibiting
navaids; one for waypoint, etc. data
display
Discuss NAVAID INHIBIT vs. VOR
ONLY INHIBIT. Inhibit VOR-DME
Review how to get coordinates,
variation, and elevation at an
airport or navaid
Present position hold FCOM 11.43;
FCTM Ch 4
"Hold at present position. EAT _____, expect
DPE __ arrival”
HOLD key and PPOS prompt
Slows before hold at a waypoint if
VNAV engaged
PPOS hold automatically creates
discontinuity after the holding fix
Enter EFC time, and note effect on
downstrean fuel and ETA
predictions
February 11, 2013 787-AT1-01 1-6.9
TM
Discuss elements of HOLD page

Note ND indications, including VSD
“Hold cancelled, route direct to MOPAR your
clearance limit”
Arrival procedure FCOM NP.21,
FCTM Ch 4
"Expect vectoring to the ILS Rwy 09R."
The airplane is in holding when ATC
gives this advice
Select approach and transition, on
ARRIVALS page
Point out the changes to 6R when a
transition is selected
Discuss FMC descent logic
• Based on crossing fix at flaps 5
speed to remain in protected
airspace
• T/D is based on a near idle
descent to the first waypoint
with a hard altitude
• Will demonstrate in FTD how
changing altitude constraints
changes T/D point
• To help prevent excessive
airspeed, VNAV sets thrust
above idle to maintain path FCOM 11.43
”Hold at MOPAR FL110”
When hold has been entered, “modify the
hold to Left turns, 5 mile legs”
NEXT PAGE, not NEXT HOLD to access
Determine ETA and fuel remaining FCOM 11.42
Determine ETA and fuel remaining for LFPG
and LFPO
PROGRESS page. Changing DEST
to another waypoint gives data DIR
TO ALTERNATE
1-6.10 787-AT1-01 February 11, 2013
TM

Arrival data changes back to DEST
when both pilots leave the
PROGRESS page
DESCENT REFERENCE

FCTM Ch 4
Recall - VREF - NAV RADIO -

autobrakes - minimums
Approach briefing FCTM Ch 5
Descent checklist
VNAV PATH descent
Exit Hold FCOM 11.43
"At MOPAR turn right heading 180
degrees, descend altitude 4,000 feet,
QNH 1016"
Descend in FLCH FCOM 11.31,
11.43;
FCTM Ch 4
APPROACH REFERENCE

FCTM Ch 5
Display an extended approach course
using the ARRIVALS page CI09R INTC
prompt FCOM 11.43
Approach checklist
LANDING REFERENCE
Landing Procedure - ILS FCOM NP.21;
FTCM Ch 5
HUD-monitored ILS FCOM 10.12; 10.22
February 11, 2013 787-AT1-01 1-6.11
TM
Glideslope reference line. Appears

when landing REF speed set on
APPROACH REF page
Decluttered mode is available
Flap maneuvering speeds are only
shown in full symbology mode
Runway edge lines appear at 300
feet AGL. Runway edge lines
removed at 60 feet AGL
When the glideslope reference line, the
FPV, and the guidance cue are all
aligned with the touchdown aiming
point, the airplane is stabilized on the
glideslope
Guidance cue removed at 50 feet AGL
Perform autoland
Landing Roll Procedure FCOM NP.21,
MCC
HUD ground deceleration scale,

indexed to autobrake settings
Removed below 25 knots
TAXI IN REFERENCE
SHUTDOWN REFERENCE
Shutdown Procedure FCOM NP.21,
MCC
Do not secure the airplane
1-6.12 787-AT1-01 February 11, 2013
TM
LESSON GUIDE
TRACK
ACTUAL
PLAN
LFPG
15
MOPAR
SOKVI
14
12
DPE
13
XIDIL
11
10
HDG 100o
05
M6
VEULE
SFD
1 2
L6
9
7
XAMAB
1
6
EGKK
8
BENB0
BEN001
4
2
BOGNA
15
OCK
N6
MID
N
February 11, 2013 787-AT1-01 1-6.13
TM
TRACK DATA
Preflight [MCC]
1 Digital ATIS
D-ATIS on Airport Info chart indicates digital ATIS available
COMM page. AUX display
Manual entry of route and performance data
Use ND Plan Mode MAP CENTERING keys to inspect the route,
rather than CDU STEP key
Engine start – APU inoperative
Display electrical synoptic before and during start
• Not procedure; demo purpose only
Use both FWD EXT PWR and AFT EXT PWR
Crew refers to S.P. 7.2 (in EFB Documents if current and available)
Start right engine at gate. Remove external power
Cross-start the left engine after pushback (repo. to ramp)
Takeoff
2 HUD-monitored takeoff [MCC]
Both pilots monitor HUD until the After Takeoff checklist
Prompt crew to recognize key points
Climb
3 "BOGNA __ departure, cross BOGNA at or below FL120, at speed 280

knots"
LEGS page for entry. Reset MCP altitude
Verify indications on CLB page, ND map and VSD
4 "Report 10 miles before BOGNA”

Along-track waypoint
5 “Resume normal speed, climb FL170”

Delete the restriction. Reset MCP altitude
Verify indications on CLB page, ND map and VSD
Emphasize HUD symbology
• Flight path vector & guidance cue
• Speed tape error & flight path acceleration
Cruise
1-6.14 787-AT1-01 February 11, 2013
TM
6 Cleared direct VEULE, then flight planned route

LEGS page, and verify on ND
7 “Turn left, heading 100 degrees. Intercept M605 to DPE. Expect the
DIEPPE __ arrival.”
Airway intercept, and revised route. Verify on ND
INTC CRS TO XIDLE
8 Reduce speed 280 knots, for spacing

Use ECON CRZ page, or MCP speed intervention.
Resume normal speed
Select ECON on CRZ page, or push MCP IAS/MACH selector
9 DPE VOR/DME is unreliable; do not use for navigation

REF NAV DATA page
LFPG and Boursonne BSN identifier information
10 “Hold at present position (prior to DPE). Expect Approach Time at ____”

[MCC]
PPOS hold. Note ND indications, including VSD
Modify hold, RT turns, 5 mile legs
11 “Expect the ILS Rwy 09R approach via the MOPAR transition”
Select ILS Rwy 09R approach on LFPG ARRIVALS page
Select MOPAR transition
Set FL080 at MOPAR, on LEGS page
• Demo effect of constraints on T/D
Verify on ND
“In the event of a missed approach hold at BSN to right turns, maintain
altitude 4,000 feet”
12 Determine ETA and fuel remaining for LFPG and LFPO

PROGRESS page
13 “Exit holding, direct SOKVI”

HOLD page and LEGS page
Descent
February 11, 2013 787-AT1-01 1-6.15
TM
14 “BT87H route direct MOPAR”

“When ready, descend altitude 4,000 feet, QNH1016”
“BT87H, in event of a missed approach expect to hold at BSN 242 degree
inbound course, left turns, speed 220 knots, altitude 4,000 feet”
Nearing T/D, set 4,000 MCP altitude. Descend on VNAV PTH
Discuss VNAV indications
• PFD/HUD – speed tape and scales
• ND
• VSD
15 “For vectoring to the ILS Rwy 09R. Turn left heading ___degrees, report
localizer established”
Extend the approach course to CI09R, with the ARRIVALS page,
CI09R INTC> prompt
Have crew monitor the HUD, inbound on the ILS
PF should use decluttered mode after FAF
• Runway edge lines
• Ground deceleration scale
[MCC]
1-6.16 787-AT1-01 February 11, 2013
TM
DEBRIEFING
Task review
areas
• Quiz and summarize
• elements of route modifications
• VNAV path descents
• extending final approach course
Preparation for next lesson (use the lesson 5T

student guide for this discussion)
lesson elements
• LNAV route modifications: Study FCOM
11.31, 11.42
• Cold weather operations: Study FCOM SP.16
• VNAV descent to full ILS: Study FCOM 11.43;
FCTM Ch 4
February 11, 2013 787-AT1-01 1-6.17
TM
Intentionally
Blank
1-6.18 787-AT1-01 February 11, 2013
TM

1-7 Lesson 5T
LESSON SUMMARY
This lesson is a flight in icing conditions from Paris Charles de Gaulle to
Amsterdam Schiphol. The crew continues to practice enroute clearance
changes. Use of the HUD is encouraged in all phases of flight. The flight
includes a VNAV path descent to a full ILS with procedure turn.
LESSON OBJECTIVES
• Introduce VNAV path descent to a full approach
EFB (b) (d) (f)
February 11, 2013 787-AT1-01 1-7.1

TM
ROUTE OF FLIGHT
N49 00.1 E002 34.1 (Gate C10)
DESTINATION EHAM – Amsterdam Schiphol
ROUTE N874 VEKIN, N873 SPY
DEPARTURE RWY09R, BEAUVAIS (BVS) __ Departure, direct MTD
PERFORMANCE
CRZ ALT FL 190 EO ACCEL HT 1,000’
RWY COND Dry Snow THR REDUCTION 1,500’
WEATHER
METAR 00000KT 3000M -SN OVC008 01/00 Q1009
LFPG
59423093
METAR 28012KT 5000M SN BKN030 M03/M04 Q1008
EHAM
88423094
CLEARANCE
“BT87H, cleared to Amsterdam Schiphol, BVS__ departure, direct MTD.
Maintain altitude 2,500 feet, squawk 4477”
start”
1-7.2 787-AT1-01 February 11, 2013
40000
PROFILE
30000
February 11, 2013

PLACE BEARING / PLACE BEARING WPT
PLACE BEARING / DISTANCE WPT
CHANGE CRUISE SPEED
CRUISE DESCENT
20000 CRUISE CLIMB FL 210 DESCENT FORECAST
FL 190 HOLDING
INTERCEPT AIRWAY FL 170

APPROACH
15000 INTERCEPT COURSE PREPARATIONS
ALTITUDE (FEET)
VNAV PATH
DESCENT
ENTER/DELETE
787-AT1-01
10000 SPEED RESTRICTION
Training Manual
TM
FL 070
5000 PREFLIGHT
ICING ILS 27 SHUT

CONDITIONS 2,500' LOW ALTITUDE DOWN
LEVEL OFF
AUTOLAND
0
0 10 20 30 40 50 1:00 10 20 30 40 50 2:00
TIME
LFPG EHAM
Lesson 5T
1-7.3
TM
BRIEFING TOOL
2M: OPT Anti-Ice Exercise

• Integrate EFB performance
calculations for icing conditions
3M: VNAV Descent

• Introduce VNAV path descent to a full
approach
4M: Flap configuration – Flap Speed Profile Points

• Demonstrate VNAV speed control at
flap speed profile points (BT only)
1-7.4 787-AT1-01 February 11, 2013
TM
BRIEFING GUIDE
PREFLIGHT REFERENCE
Cold weather operations FCOM L.10, SP.16,
MCC
CDU/EFB Preflight Procedure FCOM NP.21, EFB
(b) (f)
Manual route entry
EFB takeoff performance – Dry Snow depth
30mm FCOM 10.70,
10.80, SP.16,
MCC, EFB (d)
Assumed Temperature Method not

permitted if runway contaminated
EFB shows only FULL thrust – ATM
not available

(Reference SP Chapter 16)

APU running – normal engine start
Cold weather engine indications FCOM SP.16
Monitor EICAS for engine oil

temperature and pressure
Engine anti-ice FCOM SP.16
Engine anti-ice ON; Wing anti-ice

AUTO. Discuss operation of each
Consider taxiing with flaps retracted
February 11, 2013 787-AT1-01 1-7.5
TM
TAXI OUT REFERENCE

Ground Movement Instructions Sec 6
Altimetry – QNH with taxi instructions Sec 5
Icing conditions FCOM SP.16, MCC
Check for minimum oil temperature

Static runup if temperature is 3º C or
below
See EU-OPS JT1 Ch 6
Contaminated Runway Sec 3
TAKEOFF REFERENCE
FTCM Ch 3
HUD-monitored takeoff FCOM 10.12
See EU-OPS JT1 Ch 6
CLIMB REFERENCE

Temporary level-off FCOM 11.31, 11.41
"For traffic, maintain 2,500 feet until advised"
MCC
Temporary speed restriction (per SID) FCOM 11.31
"Maintain 220 knots"
Resume climb FCOM 11.31, 11.41
"Climb FL 190" MCC
See EU-OPS JT1 Ch 6
Climbing and Descending
Instructions Sec 11
Resume normal speed FCOM 11.31
"Resume normal climb speed"
1-7.6 787-AT1-01 February 11, 2013
TM
CRUISE REFERENCE

Intercept Course From FCOM 11.42
Before CRL, turn right heading 340
degrees, intercept the CRL 015 radial
outbound to intercept flight plan route.
LEGS page – place/bearing waypoint in
scratchpad. Make it the active waypoint
Creates a conditional waypoint, and a
route discontinuity
ND – locate the next waypoint downline
of the route intercept
LEGS page – put that waypoint after
the (140) waypoint (into the
discontinuity)
Creates a waypoint on the route and
modifies the track to intercept the
airway
Arm LNAV MCC
Airway intercept FCOM 11.42
Before PERON, turn right heading 040
degrees, intercept B3 to CMB then as
filed
On this heading we will intercept the route
ROUTE page. Enter the new route
segment on first line.
INTC CRS TO the next waypoint after
the route intercept
Verify route on ND
Arm LNAV
Cruise climb FCOM 11.31, 11.42
"Climb FL 210"
In the Cruise phase of flight, Altitude
intervention resets the FMC cruise
altitude
February 11, 2013 787-AT1-01 1-7.7
TM
Set 21,000 in Altitude window, and

push Altitude selector
CRZ page title changes to ACT
ECON CRZ CLB 2/3
Still in Cruise phase of flight
FMAs are THR REF/LNAV/VNAV
SPD, as in all VNAV climbs
Verify selected altitude on PFD/
HUD
Speed changes FCOM 11.31
"Reduce speed to 290 knots for spacing….
Resume normal speed"
MCP – Speed intervention
Place Bearing/Place Bearing waypoint FCOM 11.31
From CMB, fly outbound on the CMB
330 radial to intercept the 020 course
to LEQ
Enter place-bearing/place-bearing
waypoint in scratchpad
Enter after desired waypoint. Creates
manually entered place-bearing/
place-bearing waypoint and route
discontinuity
Close up the discontinuity
Note: if we select the manually entered
place-bearing/place-bearing waypoint
to the scratchpad, to review how it was
constructed, it is expressed as a place-
bearing-distance waypoint)
Place Bearing Distance waypoint FCOM 11.31
Proceed direct to the COA 180 radial, 20
DME, then direct HELEN
LEGS page. Enter place-bearing-
distance waypoint in scratchpad
1-7.8 787-AT1-01 February 11, 2013
TM

Enter in line one. Creates active leg to
the new waypoint, and route
discontinuity
Close up the discontinuity
Cruise descent FCOM 11.31, 11.42
"Descend FL 170"
Set 17,000 in Altitude window, and
push Altitude selector
CRZ page title changes to ACT
ECON CRZ DES 2/3
FMAs are THR/LNAV/VNAV SPD. THR
sets a 1250 fpm rate of descent then
the FMA changes to HOLD which
allows the pilot to vary the rate of
descent with thrust
Holding FCOM 11.43, MCC
"Hold at HELEN on course. Expected
approach time ____"
There is no discontinuity
VNAV slows to holding speed before
entering the hold
Note range to target speed dot on VSD
Arrival procedure FCOM NP.21,
FCTM Ch 4
Expect the ILS RWY 27 at EHAM via the
HELEN __ arrival
Select the approach, with the desired
transition
Entering a hard altitude constraint on
the transition moves the T/D back
towards you
Delete the hard altitude constraint and
the T/D returns to its original location
Moderate rime icing reported below FL100 FCOM 11.43
February 11, 2013 787-AT1-01 1-7.9
TM
TAI/ON at FL100 – DESCENT FORECAST

page
Enter 10,000 in the TAI/ON ALT field
FMC will command a high idle below
10,000 feet
Observe the T/D move back (ND and
CRZ page) MCC
Change routing FCOM 11.42
"Exit the hold next time over the fix, direct
HSD”
DESCENT REFERENCE

FCTM Ch 4
Set up for the approach FCOM NP.21,
EFB (d)
When ready, descend FL 070, cross RIVER
at FL070.
See EU-OPS JT1 Ch 6
Descend on VNAV path FCOM 11.31,
11.43;
FCTM Ch 4
Approach briefing FCTM Ch 5,
MCC
Descent checklist
APPROACH REFERENCE
Approach Procedure
Cleared for the ILS RWY 27 approach via the
RIVER__ transition. FCOM 11.42;
FCTM Ch 5
1-7.10 787-AT1-01 February 11, 2013
TM

MCP: Set clearance limit in Altitude
window
LEGS page: Set hard altitude constraint
at the IAF. Puts the airplane well
above path
Speed reversion: the FMAs change to
IDLE>HOLD/LNAV/VNAV SPD
VNAV speed band disappears
Use speedbrake to get back on path
Monitor progress with the vertical path
deviation indications
Note: CDU help message DRAG
REQUIRED will appear if off vertical
path deviations get too large
See EU-OPS JT1 Ch 6
Instrument Approaches to Landing –
Instructions Sec 13
Definition of Established Sec 3
Approach Procedures – RVR Check Sec 13
Configure for the approach FCOM NP.21,
MCC
Extend flaps on schedule; ND flap speed profile
points FCOM NP.21,
FCOM 11.43
The flap speed profile points on the ND

show where to extend flaps and
reduce speed for the most fuel-
efficient performance
With the MCP IAS/MACH window
closed, FMC will automatically
reduce selected speed at the profile
points, regardless of flap position.
Recommended procedure is to
control the airspeed manually (Ref.
FCOM 11.31 and FCTM 1.12)
February 11, 2013 787-AT1-01 1-7.11
TM
Set the next lower altitude, before

reaching the waypoint or pitch mode
changes to VNAV ALT, requiring
altitude intervention to continue the
descent
Approach checklist
LANDING REFERENCE
FCTM Ch 5
HUD-monitored ILS approach FCOM 10.12;
FCTM Ch 5
Perform autoland FCTM Ch 5;
QRH MAN.2
TAXI IN REFERENCE
SHUTDOWN REFERENCE
SECURE
1-7.12 787-AT1-01 February 11, 2013
TM
LESSON GUIDE
TRACK
ACTUAL
PLAN
EHAM
13
HELEN
12
11
2
SPL
RIVER
5
6
HSD
3
N873
10
B3
LFPG
4
9
CMB
N 87 4
LEQ
CRL
PERON
1
8
MTD
COA03
BVS
COA
N
February 11, 2013 787-AT1-01 1-7.13
TM
TRACK DATA
Preflight [MCC]
1 Icing conditions
EFB – Shows only FULL takeoff thrust
• Dry snow depth 30mm
Engine anti-ice ON
HUD symbology during takeoff
• TO/GA reference line
Climb [MCC]
2 “Maintain altitude 2500 feet until advised"

Altitude intervention – VNAV ALT
Maintain 240 knots
Speed intervention
Climb FL190.
MCP altitude selector
Resume normal climb speed.
MCP IAS/MACH selector
3 “Turn right heading 340 degrees, intercept the CRL 015 degree radial
outbound to intercept flight plan route”
Give the clearance before CRL
Intercept Course From (CRL015)
Enter NURMO after (CRL015)
4 Before PERON: “Turn right heading 040 degrees, intercept B3 to CMB,

then as filed”
INTC CRS TO downline waypoint
Cruise
5 “Climb FL 210"
Cruise climb. MCP Altitude selector
Reduce speed to 290 knots for spacing….Resume normal speed
MCP IAS./MACH selector
1-7.14 787-AT1-01 February 11, 2013
TM
6 “At CMB, fly outbound on the CMB 330 degree radial, to intercept the LEQ
200 degree radial inbound to LEQ, direct FERDI then as filed” [MCC]
Place bearing/place bearing. CMB300/LEQ200
Direct LEQ after CMB02
7 “Cleared direct to the COA 160 degree radial, 25 DME, then direct HELEN
on course”
Place bearing distance. COA160/25 – Creates COA03 waypoint
Direct HELEN after COA03
Descend FL 170
Cruise descent. MCP Altitude selector
Note THR – HOLD autothrottle FMAs, and vertical speed
performance
8 “Hold at HELEN on course. EAT ___” [MCC]

ND – Selected speed will change to holding speed at the speed
profile point
ND – Nearing the hold note the holding indications on the VSD
9 “Expect the ILS Rwy 27 approach via the HELEN __ arrival, RIVER
transition”
Select the ILS Rwy 27 approach with RIVER transition
Enter hard altitude FL110 at HSD. T/D moves further back.
Delete FL110 constraint at HSD, to put T/D back where it was.
“Moderate rime icing reported below FL100” [MCC]
DESCENT FORECAST page: Enter FL100 in the TAI/ON ALT
field. T/D moves back further
10 “Exit the hold next time over the fix, direct HSD”
EXIT HOLD. LEGS page – direct HSD
Descent
11 “When ready, descend FL110” [MCC]

Wait for the SET MCP ALTITUDE message
Set 11,000 in MCP Altitude window
Review PFD/HUD/ND descent path indications
12 “Descend to cross RIVER at FL070, expect ILS Rwy 27 approach via

RIVER transition” [MCC]
February 11, 2013 787-AT1-01 1-7.15
TM
LEGS page: Set hard altitude constraint FL070 at RIVER

Airplane goes above path. If we had left the hard altitude at RIVER
when setting up the approach, we'd be on path
Review above-path indications: Use speedbrake to get back on
path
Set lower altitudes before reaching waypoints
Demo autopilot speed control thru flap speed profile points
13 ILS approach and autoland [MCC]

“Cleared for ILS Rwy 27”
Point out FMAs and PFD/HUD deviation indications before and
during LOC and G/S capture
Arm approach when LOC and G/S pointers are both in view
If GS pointer appears late, arm FAC/LOC until GS pointer appears
Emphasize HUD symbology on rollout
[MCC]
1-7.16 787-AT1-01 February 11, 2013
TM
DEBRIEFING
Task review
areas
• operations in icing conditions
• LNAV route modifications
• VNAV path descent to a full approach
Preparation for next lesson (use the lesson 6T/3S

student guide for this discussion)
• Remind students to familiarize themselves with
the lesson elements
• Non-normal electronic checklist: Study
FCOM 10.60 and QRH NNC.2
• Go-arounds: Study FCOM NP.21, FCOM 4.20,
and FCTM 5
February 11, 2013 787-AT1-01 1-7.17
TM
Intentionally
Blank
1-7.18 787-AT1-01 February 11, 2013
TM

1-8 Lesson 6T/3S
LESSON SUMMARY
This lesson is a flight from Brussels National to London Heathrow, with
a diversion to London Gatwick. Route modifications are accomplished
enroute. Non-normal procedures are introduced. Non-normal emphasis
is on engine start, electrical system, APU fire, and smoke removal. Go-
arounds are introduced.
LESSON OBJECTIVES
during normal and non-normal procedures
• Apply Multi-Crew Cooperation [MCC] attributes while
practicing normal and non-normal procedures
• Perform a go-around
• Develop MCC Concepts
MCC a(i), b(i,vii), c(iv), d(v), e(i)
PROFICIENCY CHECK ITEMS

• Electrical System
• APU
February 11, 2013 787-AT1-01 1-8.1

TM
ROUTE OF FLIGHT
ORIGIN EBBR – Brussels National
N50 54.3 E004 29.4 (Gate 172)
DESTINATION EGLL – London Heathrow
ROUTE OF FLIGHT L179, SASKI, UL608 LOGAN, UL980 LAM
DEPARTURE RWY 25R, HELEN __ Departure
PERFORMANCE
RUNWAY DRY THR REDUCTION Flaps 1
CRZ WINDS at LOGAN FL170 310/25
FL210 330/35
FL250 350/45
WEATHER
EBBR METAR 24012KT9999 BKN025 13/09 Q1014
EGLL METAR 28015KT 9999 SCT018 18/12 Q1016
EGKK METAR 26012KT 9999 SCT020 17/10 Q1015
CLEARANCE
“BT87H, cleared to London Heathrow, HELEN __ departure, maintain
altitude 2,500 feet until established inbound to HELEN, cross HELEN at
FL070, COA at or above FL120, squawk 5152”
“BT87H read back correct contact 118.05 for push and start”
1-8.2 787-AT1-01 February 11, 2013
40000
PROFILE
CRUISE
30000 DESCENT
February 11, 2013

DIVERT TO EGKK
FL 270 ROUTE MOD
ELEC GEN DRIVE L2
CRUISE CLIMB
FL 250
20000 FL 230 VNAV PATH DESCENT
ROUTE OFFSET
FIRE APU
ELEC GEN OFF L2
SMOKE, FIRE OR FUMES
15000 SMOKE OR FUMES REMOVAL
PLACE BEARING ALONG TRACK WPT
ALTITUDE (FEET)
DISTANCE WPT DIRECT TO WPT
787-AT1-01
APPROACH PREPARATIONS
SPEED CONSTRAINT
10000
Training Manual
TM
REMOVE ALTITUDE CONSTRAINT
LOW ALTITUDE
5000 LEVEL OFF
ILS 26L ILS 26L
PREFLIGHT
ENG AUTOSTART L 2,500'
0 GO AROUND
0 10 20 30 40 50 1:00 10 20 30 40 50 2:00
TIME
EBBR EGKK EGKK
Lesson 6T/3S
1-8.3
TM
BRIEFING TOOL
2M: CDU/EFB Preflight – Route Uplink and

Wind Data Uplink
3M: Engine Start – ENG AUTOSTART L – Hot Start

• Introduce non-normal checklists and
ECL logic
4M: Change Destination/Modify Route for Arrival

• Change destination on Route Page 1;
Procedure hold at IAF
5M: Smoke, Fire, Fumes/Smoke and Fumes Removal

• ECL logic
1-8.4 787-AT1-01 February 11, 2013
TM
BRIEFING GUIDE
PREFLIGHT REFERENCE

applicable.
Uplink Route from Dispatch FCOM 11.34, 11.40
Review route uplink

This may be new information for
STAR students
• REQUEST prompt on RTE
page or FMC COMM page
• EICAS and CDU indications
when uplink received
• LOAD and EXEC route
Add Departure to Complete Route
Uplink enroute wind data from Dispatch FCOM 11.42
Uplink waypoint wind data from

Dispatch
REQUEST prompt on RTE DATA
page
Enter waypoint altitude constraints per ATC
departure clearance FCOM 11.31; 11.40
Preflight Procedure FCOM NP.21,
MCC

[ ] ENG AUTOSTART L FCOM 10.60;
QRH NNC.7
Introduce non-normal checklist

Start the left engine (Hot Start)
February 11, 2013 787-AT1-01 1-8.5
TM
On the ground, autostart makes

additional attempts (2 for GE, 1 for
RR) then EICAS message displays
Rectangular icon precedes EICAS
messages that have procedural
steps or notes. ENG AUTOSTART L
checklist appears automatically
when CHKL is selected
Perform "memory items" per area of
responsibility before selecting CHKL
ECL does not identify memory items; QRH
identifies memory items
Captain calls out "Left fuel control switch
Cutoff" as he performs the step
(Confirmation of correct switch by other
pilot is required)
When the fuel control switch is moved to
CUTOFF, the EICAS message ENG
AUTOSTART L is replaced by ENG
SHUTDOWN L. The hidden checklist
alert, CHKL NON-NORMAL, alerts the
crew to accomplish the ENG
AUTOSTART L checklist
Captain calls for the Engine Autostart Left
checklist. F/O displays it, states
"ENGINE AUTOSTART LEFT
CHECKLIST", and reads the white
condition statement. (Notice the
CHKL NON-NORMAL message
disappeared)
Both items are closed loop, and both
are green (if the START selector
returned automatically, as it is
designed to do). Items in green do not
need to be read aloud. F/O observes
CHECKLIST COMPLETE at the
bottom of the checklist, and just calls
out "ENGINE AUTOSTART LEFT
CHECKLIST complete."
1-8.6 787-AT1-01 February 11, 2013
TM

Call Maintenance. There is no manual
start option
Before Taxi Procedure FCOM NP.21,
MCC
TAXI OUT REFERENCE

See EU-OPS JT1 Ch 6
Altimetry QNH with taxi instructions Sec 5
Set MCP for a low-altitude level-off FCOM 11.41
"Maintain altitude 2,500 due to traffic.
Cleared for takeoff Rwy 25R (Wind)."
TAKEOFF REFERENCE
FCTM Ch 3
See EU-OPS JT1 Ch 6
CLIMB REFERENCE

Low-altitude level-off FCOM 11.41
"Maintain altitude 2,500 until advised"
Delete waypoint altitude constraint FCOM 11.31, 11.41
"Climb FL250. Cancel all altitude restrictions”
See EU-OPS JT1 Ch 6
Climbing and descending instructions Sec 11
Lowest usable Flight Level Sec 5
Altimeter setting procedure Sec 5
Altitude-based speed constraint. FCOM 11.41
"Maintain 270 knots until FL170"
Place Bearing Distance waypoint FCOM 11.31
"After HELEN, direct COA 340 radial,
DME 10, direct PEVAD then LOGAN,
flight plan route."
February 11, 2013 787-AT1-01 1-8.7
TM
[ ] ELEC GEN OFF L2 QRH NNC.6

Route offset FCOM 11.42
"Offset 10 miles right of route due weather"
ROUTE page 2: Enter R10.
CRUISE REFERENCE

Cruise climb FCOM 11.31, 11.42
"Climb and maintain FL 270"
[ ] ELEC GEN DRIVE L2 QRH NNC.6,
MCC
► Proficiency Check Electrical System
Speed changes FCOM 11.31
"Reduce speed to 280 knots for
spacing….Resume normal speed"
Cruise descent FCOM 11.31, 11.42
“Cleared direct to TIMBA. Descend initially
FL230”
LEGS page: direct cleared
waypoint
This is first exposure to 787
cruise descent for prior
experience type rating students
Set altitude and push selector
Same logic as cruise climb
• Sets FMC cruise altitude
• Page title to ACT ECON CRZ DES
2/3
CRZ page title changes to ACT ECON
CRZ DES 2/3
FMAs: THR/LNAV/VNAV SPD
• THR initially sets to 1250 fpm
• At 1250 fpm rate, THR changes to
HOLD
• HOLD allows pilot to control
descent with thrust
1-8.8 787-AT1-01 February 11, 2013
TM

Diversion to EGKK FCOM 11.40, 11.43
Company requests diversion to EGKK –
Company datalink message
Demonstrate access to company
datalink message in OTD
Crew asks center for routing to alternate
“Cleared to EGKK after LOGAN direct to
KOPUL TIMBA __ approach Rwy 26L”
ROUTE page: First, go to PREV PAGE,
and change destination to alternate MCC
Obtain EGKK digital ATIS FCOM 5.40
Modify route for arrival
“after KOPUL direct LARCK, expect the ILS
26L; radar out of service”
Select TIMBA Transition
LEGS page: KOPUL direct LARCK
FMC plans to cross Mayfield (MAY) at
flaps 5 maneuvering speed
DESCENT REFERENCE

FCTM Ch 4
VNAV path descent FCOM 11.31; 11.43
FCTM Ch 4
"Descend FL100”
Review VNAV path descent profiles:
• More than 50nm from T/D
• Within 50nm of T/D
• At T/D
PFD and ND display descent path
and RNP indications:
• Above 10,000 feet VNAV speed
bands extend:
• from 15 knots below target
speed to 11 knots below VMO
February 11, 2013 787-AT1-01 1-8.9
TM
• Below 10,000 feet VNAV

speed bands extend:
• Plus or Minus 15 knots
from the target speed
See EU-OPS JT1 Ch 6
[ ] FIRE APU QRH NNC.8,
MCC
► Proficiency Check APU
[ ] Smoke, Fire or Fumes QRH NNC.8,
MCC
Smoke reported coming from overhead

vents
Smoke, Fire or Fumes checklist is
unannunciated
• Demo access to
unannunciated checklist
• NON-NORMAL MENU then
UNANNUNCIATED
CHECKLIST sub-menu
• Checklist accomplished in the
OTD
This non-normal involves a significant aspect
of MCC:
• Communications – it is good
practice for the PF to take over
ATC communications, while
the PM deals with a protracted
checklist
The source of the smoke will be isolated,
and smoke will stop entering the cabin
[ ] Smoke or Fumes Removal QRH NNC.8
Smoke has stopped but needs to be

removed
Along-track waypoint FCOM 11.31
“Call 5 miles before LARCK”
1-8.10 787-AT1-01 February 11, 2013
TM

Direct to a waypoint FCOM 11.31
“Route direct MAY, descent altitude 2,000
feet, QNH 1015”
Descent checklist
APPROACH REFERENCE

FCTM Ch 5
Configure for approach and extend flaps on
schedule
"Continue altitude 2,000 feet. Cleared for
the ILS Rwy 26L approach”
See EU-OPS JT1 Ch 6
Landing climb Sec 14
LANDING REFERENCE
FCTM Ch 5
HUD-monitored ILS approach via procedure
hold FCOM 11.43
"In the event of a missed approach,
fly runway heading, maintain altitude
3,000 feet"
GO-AROUND REFERENCE
Go-around Procedure FCOM NP.21
See EU-OPS JT1 Ch 6
Landing climb Sec 14
Review procedure
• TO/GA – "FLAPS 20".
"POSITIVE RATE". "GEAR UP"
• Autothrottle mode THR. Thrust
maintains 2000 fpm climb
• LNAV automatically engages at
200 feet. Override it with HDG
SEL if assigned a heading
February 11, 2013 787-AT1-01 1-8.11
TM
• Use 1000 feet as acceleration

height in training
• Set flaps UP maneuvering speed.
Retract flaps on schedule
• Select FLCH or VNAV, to reset thrust
reference from G/A to CLB
• AFTER TAKEOFF checklist.
(ECL automatically sets this
checklist after go-around)
APPROACH REFERENCE

Approach Procedure FCOM NP.21
Radar vectors to ILS Rwy 26L
Display an extended approach course using
the ARRIVALS page/selected transition/FAF
INTC> method
FCOM 11.43
LANDING REFERENCE
Landing Procedure – ILS FCOM NP.21
See EU-OPS JT1 Ch 6
‘Instrument approaches to Landing
Instructions’ Sec 13
‘Radar vectoring for ILS approach’ Sec 13
HUD-monitored ILS Rwy 26L
Perform autoland
Landing Roll Procedure FCOM NP.21,
JT1 Ch 7, MCC
TAXI IN REFERENCE
SHUTDOWN REFERENCE
1-8.12 787-AT1-01 February 11, 2013
TM
SECURE REFERENCE
Secure Procedure FCOM NP.21,
MCC
February 11, 2013 787-AT1-01 1-8.13
TM
LESSON GUIDE
TRACK ACTUAL
PLAN
EBBR
1
HELEN
2
4
3
5
PEVAD
COA
COA 340/10
7
8
IDESI
10
11
LOGAN
12
KOPUL
13
15
LARCK/-5
16
14
17
LARCK
18
DTG
TIMBA
MAY
19
20
EGKK
N
1-8.14 787-AT1-01 February 11, 2013
TM
TRACK DATA
Preflight [MCC]
1 Uplink FMC data from Dispatch, including LOGAN wind
ENG AUTOSTART L
(Tower) "Maintain altitude 2,500 feet until advised"
Climb
2 Low-altitude level-off
VNAV commands normal flap retraction schedule
“Climb FL 250. Cancel the crossing restriction at HELEN”
Set MCP to 25,000. Two pushes of Altitude selector
3 “Maintain speed 270kts until FL 170”

(Passing FL100 feet)
CLB page SPD RESTR. Optional, start with MCP speed
intervention
4 “Direct COA 340/10 then direct PEVAD, direct LOGAN”
5 ELEC GEN OFF L2 (Passing FL180)

(Reset will be successful)
Point out YES/NO treatment of branching in ECL
Cruise
6 “Offset 10 miles right of route due to weather”
7 “Climb FL 270”
(When level at FL250)
MCP altitude selector. Point out FMAs
8 ELEC GEN DRIVE L2 [MCC]

Point out "Confirm" as part of critical step
February 11, 2013 787-AT1-01 1-8.15
TM
Explain inhibit of ELEC GEN OFF checklist

After completion of the checklist, show ELEC synoptic – 4
generators still powering main busses
► Proficiency Check Electrical System
9 "Reduce speed to 280 knots for spacing”

MCP speed intervention
"Resume normal speed."
10 "Descend FL230”
MCP altitude selector. Point out FMAs
11 Divert to EGKK – Company datalink [MCC]

“Divert EGKK approved, after LOGAN direct KOPUL, TIMBA __ arrival,
expect ILS 26L approach, TIMBA transition”
ROUTE page 1; change destination to EGKK
Select TIMBA arrival, ILS 26L with the TIMBA transition
Set 170/2000 at MAY on LEGS page. Use the flap speed profile
points as a guide to ensure Flaps 5 speed prior to localizer
intercept.
12 “When ready, descend FL070”

Approaching T/D point
Set 7000 in MCP Altitude window
At T/D, verify descent on path in Descent phase of flight
Review PFD/HUD/ND descent path indications
13 FIRE APU (Extinguishable) [MCC]

After completion of the checklist, show ELEC synoptic – 3
generators powering main busses. There is some load
shedding
► Proficiency Check APU
14 “Cleared direct LARCK”

MCP altitude selector. Point out FMAs and vertical speed logic
15 Obtain EGKK digital ATIS
16 Smoke, Fire or Fumes [MCC]

Flight attendant advises smoke coming from vents over last few
rows of seats
1-8.16 787-AT1-01 February 11, 2013
TM

(Flight deck not affected. No need for crew O2 masks)
Guide the crew through communications with cabin, and correct
completion of the checklist. Smoke is not serious enough to
require smoke removal before completing this checklist.
Branching: source not obvious; L PACK isolation stops the
smoke
PACK ALT LIMIT message is in error, if received, instruct students
to disregard
Smoke or Fumes Removal
Flight attendant advises smoke has stopped in the aft cabin and
needs to be removed
Guide the crew through communications and correct completion
of the checklist
After checklist completed, for training purposes select EQUIP
COOLING AFT switch to ON. This prevents the EFB and HUD
blanking out from simulated overheat.
Descent
17 “Report 5 miles before LARCK”
18 Route direct MAY, descend to altitude 2,000 feet, QNH 1015”

Slow to cross MAY at flaps 5. Use flap speed profile points as a
guide
19 ILS approach – Crossing MAY

“Continue altitude 2,000 feet, cleared for ILS 26L approach”
Guide students through key elements
"In the event of a missed approach, fly runway heading, climb to
altitude 3000 feet"
Approach radar operational. Go-around – runway heading
Runway obstructed
Review key points before/during the missed approach

Issue vector headings/altitude to intercept localizer
Extend approach course using Transition/FAF/INTC method
February 11, 2013 787-AT1-01 1-8.17
TM

Autoland
Shutdown and secure [MCC]
1-8.18 787-AT1-01 February 11, 2013
TM
DEBRIEFING
Task review
areas
• Non-normal conditions: procedures and
electronic checklists
• LNAV route modifications
• VNAV path descent to a full ILS approach
• Go-arounds
Preparation for next lesson (use the lesson 7T/4S student

guide for this discussion)
the lesson elements
• Amended takeoff performance calculations:
Study FCOM 11.31; FCTM Ch 4
• Engine-out operations: Study FCOM 11.31;
FCTM Ch 4
• Non-ILS approaches using IAN: Study
FCOM NP.21; FCTM Ch 5
• Single-engine approach and go-around:
Study FCTM Ch 5
February 11, 2013 787-AT1-01 1-8.19
TM
Intentionally
Blank
1-8.20 787-AT1-01 February 11, 2013
TM

1-9 Lesson 7T/4S
LESSON SUMMARY
This lesson is a flight from Frankfurt Main to London Gatwick. One
engine inoperative (OEI) operations and non-ILS approaches using IAN
procedures are introduced. Selected non-normal procedures are
performed. Non-normal emphasis is on fuel, equipment, engine
overheat, engine fire and fuel imbalance.
LESSON OBJECTIVES
• Apply Multi-Crew Coordination [MCC] attributes while
• Perform a non-ILS approach using IAN procedures
EFB (d) (e) (f) (l)

• Fuel System
February 11, 2013 787-AT1-01 1-9.1

TM
ROUTE OF FLIGHT
ORIGIN EDDF – Frankfurt Main
N50 03.1 W008 35.2 (Gate D1)
Y180 BITBU, Y181 GOPAS, RITAX, UM624 BUB, UL608
ROUTE
LOGAN
DEPARTURE RWY 25C, SOBRA __ Departure
PERFORMANCE
Deferred MEL Item: 2 Brakes Inoperative
NOTAM: A 50m AGL crane is located 215 meters from the
departure end of runway 25C.
WEATHER
EDDF METAR 23012KT 9999 BKN015 31/20 Q1012
CLEARANCE
“BT87H, cleared to London Gatwick, SOBRA __ departure, maintain
altitude 3,000 feet, squawk 6241”
“BT87H, read back correct, contact 121.65 for start”
1-9.2 787-AT1-01 February 11, 2013
40000 REPORT ABM
DETERMINE ETA PROGRESS PAGE 4
PROFILE
FIRE ENG R
AIRWAY INTERCEPT ENGINE OUT DRIFTDOWN
FL 330
February 11, 2013

30000
OVERHEAT ENG R
OFFPATH DESCENT
20000
15
LIQUID COOLING R
15000 FUEL IMBALANCE
ALTITUDE (FEET)
DELETE CLIMB DERATE
787-AT1-01
10
10000
ALTITUDE FEET X 1,000

MAX ANGLE CLIMB
Training Manual
RNAV (GNSS 26L)

TM
PICK WPT
ILS 26L
50005 MODIFY EFB
TAKEOFF 3,000' LOW ALTITUDE AUTOLAND
CALC LEVEL OFF
G0 AROUND
00
00 10 20 30 40 50 1:00
1:00 10 20 30 40 50 2:00
TIME
TIME
EDDF EGKK
Lesson 7T/4S
1-9.3
TM
BRIEFING TOOL
2M: CDU/EFB Procedure – MEL and NOTAM entries in

OPT
• Introduce MEL and NOTAM entries
for performance calculations
3M: Climb FMC Exercises
4M: Modify Route for Arrival

• Introduce non-precision approach
5M: FIRE ENG R Non-Normal and Driftdown
6M: IAN Approach and Landing Procedures

• IAN procedures for approach and
landing
1-9.4 787-AT1-01 February 11, 2013
TM
BRIEFING GUIDE
PREFLIGHT REFERENCE
EFB – Restrictions on the use of the system EFB (d) (e) (f) (l)
(Including where some or all of the system is
not available)
Manual FMC entries FCOM NP.21
EFB – calculate preliminary takeoff
performance FCOM 10.70, 10.80
Deferred item – 2 brakes inop
Select the MEL key on the
PERFORMANCE – TAKEOFF
page, and enter the deferred
item
NOTAM: 50m CRANE, 215m FROM END
OF RWY 25C
Select the NOTAM key, and enter
the obstruction
Low altitude level-off FCOM 11.31, 11.41
"After departure, maintain altitude 3,000
feet"

Before Taxi Procedure FCOM NP.21,
JT1 Ch 7, MCC
TAXI OUT REFERENCE

Takeoff climb Sec 10
February 11, 2013 787-AT1-01 1-9.5
TM
TAKEOFF REFERENCE
FCTM Ch 3
CLIMB REFERENCE

Use printed checklist for AFTER TAKEOFF
checklist
PICK WPT around a thunderstorm
Route offset
"Vectoring to intercept Y180, then as filed."
Expedite climb FCOM 11.41;
FCTM Ch 4
"Expedite climb through FL180"
MAX ANGLE climb
See EU-OPS JT1 Ch 6
Climbing and descending Instructions
(re expedite) Sec 6
Remove thrust derate
[ ] LIQUID COOLING R QRH NNC.2
PROGRESS page 1/4 FCOM 11.42
Determine ETA at COA (in the FMC
route) and EGLL (not in the FMC route) –
PROGRESS page
Altitude HOLD FCOM 4.10
“Maintain present altitude and turn right
heading 310 degrees for traffic
avoidance”
[ ] OVERHEAT ENG R QRH NNC.8
Use QRH for checklist JT1 Ch 7
MCC
“Turn left heading 270 degrees to join UL624,
flight plan route”
1-9.6 787-AT1-01 February 11, 2013
TM
CRUISE REFERENCE

Obtain EGKK digital ATIS FCOM 5.40
Modify route for arrival FCOM NP.21;
FCTM Ch 5
"Route direct TRIPO, TIMBA __ Arrival,
expect localizer approach Rwy 26L
EGKK via TIMBA Transition”
All approaches use constant descent
flight angle on final approach
FMC creates a glidepath between FAF
and runway threshold
Glidepath clears stepdown fixes
Autoflight modes for flying the glidepath
are, in descending order of preference:
• IAN (LOC and G/P)
• LNAV/VNAV
• FPA
• V/S
Pilot flies IAN approach similar to an ILS
approach
IAN G/P has the same dimensions as
VNAV descent path, therefore LOC/
VNAV minimums apply
For training purposes, use published MDA(H)
+50 feet as the altitude to initiate the missed
approach or decide to land FCOM 11.42;
FCTM Ch 5
FIX INFO page FCOM 11.42
Report abeam COA
Review PRED ETA – ALTN
[ ] FIRE ENG R QRH NNC.8,
JT1 Ch 7, MCC
February 11, 2013 787-AT1-01 1-9.7
TM
Memory items
Checklist timer:
• Starts when fire switch is
rotated (starts when ECL is
displayed in OTD)
Complete memory items before
opening ECL and fire goes out:
CHKL NON-NORMAL message
replaces FIRE ENG R; still need to
complete FIRE ENG R checklist
Flaps 20 for training
• Provides adequate Go-Around
performance
• PI-QRH 12.11, Eng Inop Gear
Down Landing Rate of Climb
Available, shows performance
charts if gear and flaps do not
retract
• Flaps 5 for initial go-around
provides better climb
performance
DESCENT REFERENCE

FCTM Ch 4
Engine-out driftdown FCOM 11.31;
FCTM Ch 4
Declare an emergency
Selecting CLB/CON on the MCP if
needed
Select ENG OUT> on CRZ page
Request descent altitude if needed.
CRZ ALT on EO CRZ page is the
max altitude
"Descend and maintain FL240"
1-9.8 787-AT1-01 February 11, 2013
TM

Determine urgency of descent;
airplane airspeed deceleration
compared with EO SPD
Review driftdown steps
• Select ENG OUT> on CRZ page
• Set MCP altitude at or below
EO MAX
• Execute FMC – driftdown begins
and thrust reference changes to
CON
• Push MCP altitude selector to
reset the cruise alt to the
cleared alt (eg; FL240)
Executing before setting a lower MCP
altitude slows the airplane to the
EO airspeed and maintains MCP
altitude
CO SPD and LRC are selectable
airspeed options
Autothrottle on the running engine
operates normally
See EU-OPS JT1 Ch 6
OFFPATH DES page FCOM 11.43
[ ] FUEL IMBALANCE QRH NNC.12
► Proficiency Check Fuel System
See EU-OPS JT1 Ch 6
Enroute-one engine inoperative Sec 15
Descend altitude 4000 feet, QNH 1014
Brief the single-engine go-around

procedure
APPROACH REFERENCE
February 11, 2013 787-AT1-01 1-9.9
TM
Non-normal approach Flaps 20 Landing

"Are you able to descend direct MAY, to cross
MAY at altitude 3,000 feet?"
LEGS page – route modification
"Route direct MAY, when ready descend
altitude 3,000 feet, QNH 1014”
FCTM Ch 5
"Leave MAY heading 050 degrees,
vectoring localizer approach runway 26L”
Configure for approach and extend flaps on
schedule
ND – flap speed profile points
RNP indications
LANDING REFERENCE
Landing Procedure – IAN FCOM NP.21;
FCTM Ch 5
Localizer 26L approach using IAN
FMAs and PFD/HUD deviation indications
White G/P pointer is in view. Arm
approach
After LOC capture, FMAs are LOC-
VNAV PTH
G/P pointer starts to move quickly
because of the narrower (125-foot)
beam
At glidepath intercept, the G/P pointer
replaces the VNAV pointer. FMAs
are LOC-G/P
Procedures same as for ILS
Glidepath deviation alerting is
provided for deviation below
glidepath, same as for ILS
Full scale deflection of a deviation
scale or UNABLE RNP message,
requires a missed approach
1-9.10 787-AT1-01 February 11, 2013
TM

AUTOLAND is not supported. If
autopilot is still engaged at 200 feet
AGL, NO AUTOLAND is shown on
the PFD and HUD
IAN is never used for circling approaches.
In G/P pitch mode, the airplane does
not level off at a lower MCP altitude, but
continues to descend
GO-AROUND REFERENCE
Go-around Procedure FCOM NP.21;
FCTM Ch 5
Published missed approach procedure
APPROACH REFERENCE

Radar vectors to ILS Rwy 26L
LANDING REFERENCE
HUD-monitored ILS Rwy 26L
Perform autoland FCTM Ch 5
TAXI IN REFERENCE
SHUTDOWN REFERENCE
February 11, 2013 787-AT1-01 1-9.11
TM
LESSON GUIDE
TRACK
ACTUAL
PLAN
3
EDDF
4
SOBRA
5
Y180
6
BITBU
7
Y181
310o
8
9
DEMUL
10
270o
UM624
BUB
11
12
COA
13
14
15
16
17
KOPUL
18
19
DET
LARCK
20
OLEVI
TIMBA
21
MAY
22 EGKK 24
23
25
1-9.12 787-AT1-01 February 11, 2013
TM
TRACK DATA
Preflight
1 Manual FMC entries
Calculate preliminary EFB takeoff performance
Deferred item: 2 brakes inop
MEL key; select ATA chapter; select item; COMPLETE
Note amber line under MEL key
NOTAM – obstacle (150 foot crane, 215 meters from end of runway)
NOTAM key; enter OBSTACLE data; COMPLETE
Note amber line under NOTAM key
Calculate final takeoff performance when final weights received
Do the rest of the CDU/EFB performance calculations as part of the
Before Start procedure
Note: TGL 36 – EFB on-board performance tool (OPT)
Takeoff
“After departure, fly heading 180 degrees, maintain altitude 3000 feet.
Expect FL330 ten minutes after departure”
HUD monitored takeoff
HDG SEL at 400 feet [MCC]
Climb
2 Use printed checklist for AFTER TAKEOFF checklist

Vectoring to departure route
3 PICK WPT around thunderstorm [MCC]

Thunderstorm is centered on route. Maneuver south of route
PICK WPT key only shows when the cursor is on the ND
Picked waypoint (lat/long) is put into the CDU scratch pad
On the LEGS page, make it the active waypoint
4 “Climb FL330. Expedite climb through FL180”

Max angle climb
CLB page
Remove thrust derate
THRUST LIM page
5 Vectoring to intercept Y180 then as filed
February 11, 2013 787-AT1-01 1-9.13
TM
6 LIQUID COOLING R
Point out that consequential failures may occur later in
the flight
Until Lesson Plan Editor is updated, use the following
procedure to clear this malfunction:
Touch Malf / CB status
Touch active malfunction to clear it
Touch Freeze / Resets
Touch Next Button
Touch ATA 21 Air Systems to reset system and refill
PECS fluid
7 Determine ETA at COA and EGLL – PROGRESS page

Show the difference between a DIR TO FIX and EN ROUTE
WPT
DEST automatically restored when both CDUs leave the page
OK to compare PROGRESS page 1 with pages 2, 3, and 4
8 "Maintain present altitude and turn right heading 310 degrees for traffic
avoidance”
MCP Altitude HOLD
Continue climb at completion of ALT HOLD exercise
Cruise
9 OVERHEAT ENG R – Use printed QRH for checklist [MCC]

<RESET>
10 "Turn left heading 270 degrees to join UM624 flight plan route."
ROUTE page – no need to reselect UM264
ND and LEGS pages to intercept course to a waypoint
11 “Route direct TRIPO for TIMBA __ arrival, expect LOC approach Rwy 26L
EGKK via TIMBA Transition”
12 Report passing abeam COA VOR [FIX INFO page]

Review PRED ETA – ALTN [EGLL]
OK to also demonstrate BRG/DIST options
Point out there are 4 FIX INFO pages. Can work with up to 4 fixes at
once
1-9.14 787-AT1-01 February 11, 2013
TM
13 Review PRED ETA – ALT

Demonstrate as desired
14 “Route direct LARCK then TIMBA”
15 FIRE ENG R [MCC]

Monitor correct performance of memory items, CRM
Have the crew not open the checklist until the fire goes out, to
demonstrate the CHKL NON-NORMAL message
16 “Descend FL 240”
(Engine-out driftdown)
Review correct sequence of steps
Descent
“Descent altitude 4000 feet, QNH 1014.”
Descend on VNAV PTH
FMC EO calculations terminate when airplane enters Descent
phase
EO CRZ page changes to ECON DES page
17 “After TIMBA route direct MAY”
18 “Are you able to descend direct MAY to cross MAY altitude 3000 feet?”
(Offpath DES page)
Have crew display the clean and drag circles
19 “Route direct MAY, when ready descend altitude 3000 feet. QNH 1014”
20 FUEL IMBALANCE [MCC]

Display FUEL synoptic indications before balancing
No need to check fuel leak indications (checklist item 1)
► Proficiency Check Fuel System
February 11, 2013 787-AT1-01 1-9.15
TM
21 Localizer approach Rwy 26L using IAN G/P

“Leave MAY heading 050 degrees, vectoring localizer approach runway
26L”
Point out FMAs
22 Published missed approach [MCC]

No visual cues at minimums (low ceiling)
23 Vectoring for ILS approach runway 26L

Extend the approach course on the ARRIVALS page
24 Autoland
After Landing
25 Shutdown
1-9.16 787-AT1-01 February 11, 2013
TM
DEBRIEFING
Task review
• Suggestions for student study and review of
problem areas
• Single-engine driftdown
• Non-ILS approaches using IAN
• Single-engine approach and go-around
Preparation for next lesson (use the lesson 8T student guide

the lesson elements
• Recommend study emphasis on new or
challenging material for next lesson
• Engine failure and inflight start: Study
FCOM 7.20; QRH NNC.7.30; FCTM Ch 8
• HYD PRESS C non-normal: Study
QRH NNC.13; FCOM 13.20
February 11, 2013 787-AT1-01 1-9.17
TM
Intentionally
Blank
1-9.18 787-AT1-01 February 11, 2013
TM

1-10 Lesson 8T
LESSON SUMMARY
This lesson is a flight from Amsterdam Schiphol to London Gatwick.
Selected non-normal procedures are performed. Non-normal emphasis
is on engine failure, in-flight start and loss of center hydraulic system
pressure.
LESSON OBJECTIVES
• Apply Multi Crew Coordination (MCC) attributes while
EFB (f) (h) (l)
February 11, 2013 787-AT1-01 1-10.1

TM
ROUTE OF FLIGHT
ORIGIN EHAM – Amsterdam Schiphol
N52 18.3 E004 46.0 (Gate C18)
ROUTE VALKO, REFSO, UL980 LOGAN
DEPARTURE RWY 09, VALKO __ Departure
PERFORMANCE
WEATHER
EHAM METAR 17015KT 8000 OVC030 15/08 Q1012
CLEARANCE
“BT87H, cleared to London Gatwick, VALKO __ departure, squawk
3360”
“BT87H read back correct, contact ground control 121.7 for push and
start”
1-10.2 787-AT1-01 February 11, 2013
40000
PROFILE
ENG FAIL R
30000
February 11, 2013

AUTO RELIGHT
DIRECT TO WAYPOINT
FL 210
20000 CRUISE DESCENT
LEVEL OFF FL 170 EARLY DESCENT

AIRWAY INTERCEPT
15000 VNAV PATH DESCENT
BEST RATE OF CLIMB
ALTITUDE (FEET)
SET HIGHER
787-AT1-01
CRUISE ALTITUDE
10000
Training Manual
DETERMINE MAX
TM
ALTITIUDE HYD PRESS SYS C
LOC 26L ILS 26L

5000 LOW ALTITUDE
PREFLIGHT LEVEL OFF
REVISED CLEARANCE 3,000’ SHUT
AND PERFORMANCE DOWN
0 GO AROUND
0 10 20 30 40 50 1:00 10 20 30 40 50 2:00
TIME
EHAM EGKK EGKK
Lesson 8T
1-10.3
TM
BRIEFING TOOL
2M: Runway Change

• Revise flight plan and performance
data
3M: Modify Route & Early Descent

• Non-precision approach – IAN
procedures, descent > or < 50NM from
T/D
4M: HYD PRESS SYS C Non-Normal
1-10.4 787-AT1-01 February 11, 2013
TM
BRIEFING GUIDE
PREFLIGHT REFERENCE
CDU/EFB Procedure FCOM NP.21;
EFB (d) (e) (f) (l)
Preflight – manual FMC route entry
(original clearance via Rwy 09,
VALKO __ departure, etc.)
FMC/EFB takeoff performance data

Revised digital ATIS FCOM 5.40
(After calling Ground Control for start
clearance) "Now departing runway 24.
Contact clearance delivery. Advise them
you have ATIS information Golf."
Enter revised clearance data FCOM NP.21
"BT87H is cleared to London Gatwick,
VALKO __ direct EKROS UL 980 LO-
GAN. Initially maintain altitude 3,000 feet
after departure. Expect FL170 cruise
level. Squawk 3360.”
We will examine the required actions in
the OTD. Points to keep in mind:
• Use RTE COPY to save
original routing
• Return to POS INIT page and
repeat the FMC and EFB
preflight procedures using the
new data
• If you originally entered data in
the CDU, change it in the CDU.
If you originally entered data in
the EFB, change it in the EFB JT1 Ch 7, MCC
February 11, 2013 787-AT1-01 1-10.5
TM

Before Taxi procedure FCOM NP.21
TAXI OUT REFERENCE

TAKEOFF REFERENCE
FTCM Ch 3
HUD-monitored takeoff – crosswind FCOM 10.12
CLIMB REFERENCE

Resume climb
"Climb FL170"
See EU-OPS JT1 Ch 6
Determine altitude limits – CRZ page FCOM 11.42
"Can you accept FL 410 at this time?"
Set higher cruise altitude – MCP FCOM 4.10
"Climb FL 210"
Climb at best rate – CLB page FCTM Ch 4
"Best rate of climb through FL170"
Airway intercept
"Turn right heading 300 degrees"
"Turn left heading 210 degrees. Intercept
Airway L980 flight plan route".
CRUISE REFERENCE

[ ] ENG FAIL R QRH NNC.7
See EU-OPS JT1 Ch 7, MCC
1-10.6 787-AT1-01 February 11, 2013
TM

En-route engine-inoperative driftdown JT1 Ch 6
Engine auto-relight FCOM 7.20,
JT1 Ch 7, MCC
Revised routing and cruise descent
Crew requests expedited routing to EGKK
"Cleared direct LOGAN. FL170."
Modify the route for arrival and approach. FCOM 11.42
After LOGAN, route direct
KOPUL, TIMBA __ arrival,
expect LOC approach Rwy 26L
On the RTE page, add new routing.
Select approach transition
Discuss DA, MDA, DDA and approved
operator procedure
Today use a derived DA
Use IAN procedures for this approach
Verify the approach RNP on
PROGRESS page 4/4 FCTM Ch 5
DESCENT REFERENCE

FCTM Ch 4
Early descent FCOM 11.31
"Descend and maintain FL070"
Set lower MCP altitude:
Greater than 50 NM from T/D
DES NOW on VNAV Descent page
Less than 50 NM from T/D
• DES NOW on VNAV
Descent page
• Push Altitude Selector
Verify the airplane is in the descent
phase prior to transition altitude
February 11, 2013 787-AT1-01 1-10.7
TM
Check VNAV page title to verify the

descent phase is active
The thrust FMA changes to HOLD.
Observe VNAV path indications on
the ND, and manually add thrust if
needed, to intercept the descent
path
See EU-OPS JT1 Ch 6
APPROACH REFERENCE

Approach Procedure – IAN FCOM NP.21;
FCTM Ch 4, 5
VNAV path descent FCOM 11.31,
11.43;
FCTM Ch 4
"Expect vectoring for the Localizer
approach Rwy 26L"
LANDING REFERENCE
Landing Procedure – IAN FCOM NP.21;
FCTM Ch 5
HUD-monitored LOC approach – crosswind FCOM 11.43
LOC approach Rwy 26L
See EU-OPS JT1 Ch 6
Instrument approaches to Landing –
instructions Sec 6
Radar vectoring for ILS approach Sec 13
GO-AROUND REFERENCE
FCTM Ch 5
Published missed approach
Landing Climb Sec 14
1-10.8 787-AT1-01 February 11, 2013
TM

[ ] HYD PRESS SYS C QRH NNC.13
Go around with HYD SYS C QRH NNC.13
HYD QTY LOW C message will show

briefly, before the HYD PRESS
SYS C message
The checklist can be put away when
CHECKLIST COMPLETE EXCEPT
DEFERRED ITEMS is shown
Some items are deferred into the
APPROACH checklist
Leave the APPROACH checklist open, and
treat Flap extension and Alternate gear
extension as reference or read and do
items
Slats and flaps automatically revert to
secondary mode
• SLATS PRIMARY FAIL message
when Flaps 1 selected
• FLAPS PRIMARY FAIL message
when Flaps 5 selected
• Electrical operation – much slower
than primary mode. Extend flaps
early
• Set landing flaps at flaps 20, retract
to Flaps 5 on missed approach
• Set the maneuvering speed for the
selected flap settings when the flaps
reach that position
Alternate extension of main landing gear
• Landing gear lever DN extends the
nose gear with normal hydraulic
pressure
• ALTN GEAR switch uses reserve
fluid and a dedicated DC pump to
release the gear doors and gear
uplocks. The main gear freefalls to
the extended position
February 11, 2013 787-AT1-01 1-10.9
TM
• The GEAR DOOR message

shows after gear extension
APPROACH REFERENCE

Vectoring for ILS Rwy 26L, ILS is fully
serviceable
Vector to hold at MAY if a hold is requested or
deemed prudent
The HYD PRESS SYS C checklist should
be complete before exiting the hold
Display an extended approach course using
any method
LANDING REFERENCE
HUD-monitored ILS Rwy 26L – crosswind
Configure early due to slow flap operation
LAND 2 is annunciated at 1500 feet,
due to the hydraulic problem
PF remember not to arm the speedbrake

QRH MAN.2
PM remember to call Speedbrakes

not up after landing
Manually extend the speedbrakes
TAXI IN REFERENCE
Do not move the flap lever after landing
SHUTDOWN REFERENCE
1-10.10 787-AT1-01 February 11, 2013
TM
LESSON GUIDE
TRACK
EHAM
1
2
VALKO
3
4
5
ACTUAL
PLAN
REFSO
76
L980
8
9
LOGAN
KOPUL
DET
LARCK
10
TIMBA
11
MAY
16 12
15
N
14
EGKK
13
February 11, 2013 787-AT1-01 1-10.11
TM
TRACK DATA
Preflight [MCC]
1 Preflight manual FMC entry (original clearance via Rwy 09, VALKO __
departure etc)
FMC/EFB takeoff performance data
(When calling ground control for start clearance) now departing Rwy 24
Advise you have information __
Digital ATIS __ (wind 200/15 Departure Rwy 24)
Obtain the digital ATIS. Shows on AUX display
Revised clearance “BT87H is cleared to London Gatwick, VALKO __ direct
EKROS UL 980 LOGAN. Initially maintain 3000 feet after departure. Expect
FL170 cruise level. Squawk 3360.”
Copy original route to RTE 2
Repeat all the preflight steps of the CDU/EFB navigation and
performance data entry
Verify revised performance data on the TAKEOFF REF pages.
(Note new CRZ ALT is FL170)
Brief the clearance changes, and reset the MCP for takeoff
LNAV/VNAV
Climb
2 “Climb FL170”
(When level at 3000 feet in VNAV ALT)
Set MCP altitude window to 17,000 and push the altitude selector
to resume climb
3 “Turn Right Heading 300 degrees for traffic”
4 "Can you accept FL410 at this time?"

(Climbing through FL100)
CRZ page for altitude limits
"Climb FL210. Best rate of climb through FL170"
Set MCP altitude window to 21,000. Push the altitude selector to
reset cruise altitude
Observe new CRZ ALT on PFD/HUD and CLB page
CLB page. Calculate max rate climb and enter in SPD RESTR line
1-10.12 787-AT1-01 February 11, 2013
TM

Cruise
• Digital heading
• Slip/skid indicator
5 “Turn Left Heading 210 degrees to intercept L980 flight plan route”
(when level at FL 210)
LEGS page: INTC CRS to downline waypoint on L980
6 ENG FAIL R and engine auto-relight [MCC]

Check ENG OUT page. Driftdown not required
ENG FAIL R checklist
Observe auto-relight indications
7 “Route direct LOGAN descend FL 170”

LEGS page, and cruise descent
LEGS page and cruise descent
8 “After LOGAN, route direct KOPUL, TIMBA __ arrival expect LOC approach
Rwy 26L”
Select TIMBA arrival, ILS 26L with the TIMBA transition
Set 170/4000 at MAY on LEGS page. Use the flap speed profile
points as a guide to ensure Flaps 5 speed prior to localizer
intercept.
NOTE: If needed, position freeze prior to 35 miles from LOGAN.
This ensures more than 50 miles from T/D for next clearance.
Descent
9 “Descend now, FL070”
(Ensure airplane greater than 50nm from T/D. Position freeze if
necessary)
Early descent. Make sure crew enters the Descent phase of flight
10 “Direct MAY, descend to altitude 4000 feet, QNH 1016”
11 “Leave MAY heading 050 degrees. Vectoring localizer Rwy 26L approach”
Approach
February 11, 2013 787-AT1-01 1-10.13
TM
12 Localizer APP Rwy 26L

Observe and guide correct procedures
Point out FMAs, RNP, and deviation indications
13 Missed approach
Disabled aircraft on the runway
"Route direct MAY, climb altitude 4,000 feet, hold as published, EAT ____"
14 HYD PRESS SYS C [MCC]

Display the HYD synoptic before introducing the non-normal. Point
out sequencing of the isolation valves when the malfunction first
occurs
Point out EICAS flap and gear indications
Observe correct operation and good CRM
15 “Expect vectoring to the ILS Rwy 26L, ILS fully serviceable”

Issue vectors to the ILS
Have crew extend the final approach course by whatever method
works for them
16 ILS APP Rwy 26L

Emphasize HUD symbology on approach
1-10.14 787-AT1-01 February 11, 2013
TM
DEBRIEFING
Task review
areas
• Entering revised clearance data
• Non-ILS approach to a derived DA
• HYD PRESS SYS C
Preparation for next lesson (use the lesson 9T/5S student

guide for this discussion)
the lesson elements
• Diversion to an alternate airport:
Study FCOM 11.43
• Step climbs: Study FCOM 11.42;
FCTM Ch 4
February 11, 2013 787-AT1-01 1-10.15
TM
Intentionally
Blank
1-10.16 787-AT1-01 February 11, 2013
TM

1-11 Lesson 9T/5S
LESSON SUMMARY
This lesson is a flight from London Heathrow to Ankara Turkey, with a
diversion to Frankfurt Main. The FMC Alternate Airport pages are
introduced. Selected non-normal procedures are performed. Non-
normal emphasis is on engine failure, engine in-flight start, fuel jettison
and loss of center hydraulic system pressure.
LESSON OBJECTIVES
• Apply Multi Crew Coordination (MCC) attributes while
• Perform a non-ILS approach using VNAV procedures
EFB (f) (g) (h) (l)

• Hydraulic System
• Landing Gear and Brake System
• Engine
• Anti and De-Icing System
February 11, 2013 787-AT1-01 1-11.1

TM
ROUTE OF FLIGHT
ORIGIN EGLL – London Heathrow
N51 28.2 W000 27.9 (Gate 319)
DESTINATION LTAC – Ankara Esenboga
UL9 KONAN, UL607 AMASI, UM149 BOMBI, UL984
RASPU, UZ660 ETVIS, UZ37 STO, UL175 MAREG,
ROUTE
UY301 LEDRI, UL140 EPARI, UM748 TEGRI, UL605
YAVRU, UL615 SALGO
DEPARTURE RWY 09R, DOVER __
PERFORMANCE
CRZ ALT FL 310 EO ACCEL HT 1000’
COST INDEX 150 ACCEL HT 3000’
RUNWAY Dry THR REDUCTION 1500’
WEATHER
EGLL METAR 09010KT 8000 DZ OVC020 02/00 Q1011
LTAC METAR 20004KT 1600 RA OVC005 05/00 Q1007
EDDF METAR 07010KT 5000 HZ OVC016 05/02 Q1011
CLEARANCE
“BT87H, cleared to Ankara Esenboga airport, DOVER __ departure,
squawk 3360”.
start”
1-11.2 787-AT1-01 February 11, 2013
40000
PROFILE
STEP CLIMB ENG FAIL L

FL 310
30000 DRIFTDOWN
February 11, 2013

DIVERT
ENG INFLIGHT START L
CONSTANT SPEED CRUISE FUEL JETTISON

20000 FL 210
DETERMINE RTA
HYD PRESS SYS C
15000
AIRWAY INTERCEPT
ALTITUDE (FEET)
EFB LANDING
PERFORMANCE
HYD OVERHEAT PRI R
787-AT1-01
10000
Training Manual
INTERCEPT COURSE
FROM
TM
ANTI-ICE WING HUD-MONITORED

VOR 07R ILS 07R
5000 ENG START
CUTOUT L
SHUT
ICING WET DOWN
RUNWAY
GO-AROUND
0
0 10 20 30 40 50 1:00 10 20 30 40 50 2:00
TIME
EGLL EDDF EDDF
Lesson 9T/5S
1-11.3
TM
BRIEFING TOOL
2M: FMC Exercises

• Demonstrate step-climbs on fuel
burn, RTA, constant speed cruise
3M: Diversion Using ALTN Pages
4M: Hydraulic Non-Normal & EFB Landing Performance

• Determine landing performance for a
non-normal aircraft condition
5M: Non-Precision Approach – VOR

• Introduce approach using VNAV
procedures
1-11.4 787-AT1-01 February 11, 2013
TM
BRIEFING GUIDE
PREFLIGHT REFERENCE
CRM and human factor considerations
on the use of the EFB EFB (f) (h) (l)
Phases of flight where the EFB may/may
not be used EFB (g)
Uplink route data from Dispatch
Route Copy FCOM 11.34, 11.40
Route Copy

See EU-OPS JT1 Ch 6
Cold weather start FCOM SP.16
[ ] ENG START CUTOUT L QRH NNC.7
Different from airplanes with

pneumatic start valves
The VFSG has switched to generator
operation. It's just a selector
position problem
If the EICAS message is removed,
there should be no need for
immediate Maintenance action
MEL must be consulted for dispatch
relief
Heavy rain begins. Icing conditions exist FCOM SP.16
Revise takeoff performance for wet runway FCOM NP.21,
FCOM 10.70
February 11, 2013 787-AT1-01 1-11.5
TM
Use EFB to recalculate takeoff

performance
TAXI OUT REFERENCE

See EU-OPS JT1 Ch 6
Altimetry QNH with taxi instructions Sec 5
TAKEOFF REFERENCE
FCTM Ch 3
See EU-OPS JT1 Ch 6
Active Runway Instructions Sec 6
[ ] ANTI-ICE WING QRH NNC.3
CLIMB REFERENCE

Intercept course from a VOR FCOM 10.10, 11.20
“Turn right heading 130 degrees, intercept
the 110 degree radial from MAY and
proceed outbound”
[ ] HYD OVERHEAT PRI R QRH NNC.13
See EU-OPS JT1 Ch 6
Present position and outbound course
Passing DVR “Present
position track 070 degrees to
intercept UL9, flight planned
route FCOM 10.10, 11.42
Determine RTA FCOM 11.42
Constant speed cruise FCOM 11.42
1-11.6 787-AT1-01 February 11, 2013
TM
CRUISE REFERENCE
Step climb FCOM 11.31, 11.42
Determine the time and distance to the
step climb point for a step climb to FL 360
VNAV CRZ and PROGRESS page
[Do NOT execute]
[ ] ENG FAIL L QRH NNC.7,
FCTM Ch 8,
JT1 Ch 7, MCC
See EU-OPS JT1 Ch 6
En-route one engine inoperative Sec 15
Engine-out driftdown FCOM 11.31;
FCTM Ch 4
"Descend FL210."
Divert to EDDF FCOM 11.43
Remain on flight plan route to AMASI then
route direct to TAU
Demonstrate operation of the ALTN
pages
ALTN page
• The four closest airports based on
ETA are displayed
• Use the scratchpad to manually
enter a different airport
• Select the new entry into any
LSK 1L-4L
• The FMC places the entry in
the correct ETA order
Move the <SEL> icon to the desired
airport
Right hand prompt for the <SEL>
airport displays that airport’s ALTN
page
XXXX ALTN page
• Divert Options DIRECT TO;
This is the <SEL> default
• OFFSET
February 11, 2013 787-AT1-01 1-11.7
TM
• OVERHEAD
• The FMC places the active
waypoint into the OVERHEAD
data field
• This waypoint can be manually
changed
• The <SEL> icon must be moved
to the OVERHEAD data field
Use DIVERT NOW> to activate the
divert routing
Verify the routing and EXEC the change
If instant diversion is required, only
three steps are necessary:
• Select ALTN page
• Select DIVERT NOW>
• Select EXEC
The LNAV route will depict a DIRECT
TO the closest suitable airport
The ALTN LIST page 2/2 shows
airports selected by the airline for
consideration as alternates
The four preferred alternates shown on
ALTN page 1/2 are derived from this
list
ND MAP mode:
• <SEL> airport is always shown, if
in range
• With ARPT selected from ND menu
all four alternates are displayed
• If alternate(s) distance >1280nm,
direction and distance display at
edge of compass rose
ND PLAN mode:
• All four alternates display, if in range
• The FMC destination airport
changes to the diversion airport
when executed
1-11.8 787-AT1-01 February 11, 2013
TM

In-flight engine start QRH NNC.7
Eng In-Flight Start L checklist
► Proficiency Check Engine
Fuel Jettison checklist FCOM 12.20;
QRH NNC.12
DESCENT REFERENCE

Revised routing. Modify the route for arrival and
approach FCOM 11.42
"BT87H Flight Plan Route to
AMASI, then cleared direct to
TAU"
FCTM Ch 4
[ ] HYD PRESS SYS C QRH NNC.12;
JT1 Ch 7 MCC
• For Additional course students, this
is a review. They had this non-
normal in Lesson 8T
• For PEC students this is the first
exposure; full briefing for them
• This non-normal is not reset and
affects the approach later in the flight
HYD QTY LOW C message shows
briefly before the HYD PRESS SYS
C message is displayed
The HYD PRESS SYS C checklist
defers items into the APPROACH
checklist
Calculate landing performance at
alternate with the HYD PRESS SYS
C non-normal
EFB – calculate landing performance FCOM 10.70, 10.80
Approach briefing EFB (f) (g) (h) (l)
PROGRESS page 4/4
For training purposes use MDA (H)+50 ft as
the altitude to initiate the missed approach
February 11, 2013 787-AT1-01 1-11.9
TM
or decide to land [If procedure does NOT

have a DA/H] FCOM 11.42;
FCTM Ch 5
Verify the appropriate approach RNP

LSK 2L
• Shows appropriate RNP value
based on phase of flight
• The approach RNP comes from the
navigation data base (if included),
or is the FMC default. If the
approach RNP value is higher than
required, change it on line 3 prior to
entering the approach.
LSK 6L
• Shows the lowest applicable RNP
for the approach
• Approach RNP automatically
enabled when in published
segment of approach
• If 6L RNP is set larger than
specified RNP on the approach
plate, change LSK 2L to the
specified RNP prior to entering
approach.
See EU-OPS JT1 Ch 6
Instrument approaches to Landing –
Instructions Sec 13
APPROACH REFERENCE

FCTM Ch 4; 5
VNAV path descent FCOM 11.31,
11.43; FCTM Ch 4
1-11.10 787-AT1-01 February 11, 2013
TM
LANDING REFERENCE
Landing Procedure – VNAV FCOM NP.21;
FCTM Ch 5
HUD-monitored VOR approach – crosswind FCOM 11.43;
FCTM Ch 5
VOR 07R approach
Non-Precision approach Sec 13
GO-AROUND REFERENCE
FCTM Ch 5
Landing Climb Sec 14
APPROACH REFERENCE

Radar vectors to ILS Rwy 07R
See EU-OPS JT1 Ch 6
Radar vectors to ILS approach Sec 13
Definition of established Sec 3
LANDING REFERENCE
HUD-monitored ILS Rwy 07R – crosswind
Flaps 20 may be selected before gear
extension, because of slow flap
operation. Or, just call for gear down,
flaps 20 early, possibly before
intercepting the localizer
PF remember not to arm the speedbrake
QRH MAN.2
February 11, 2013 787-AT1-01 1-11.11
TM
LAND 2 annunciated, due to loss of

center hydraulic pressure to the
flight controls
PM remember to call Speedbrakes

not up after landing. Manually
extend the speedbrakes
TAXI IN REFERENCE
Do not move the flap lever after landing

► Proficiency Check Hydraulics
► Proficiency Check Landing Gear and
Brakes
SHUTDOWN REFERENCE
1-11.12 787-AT1-01 February 11, 2013
TM
LESSON GUIDE
TRACK
17
ACTUAL
18
PLAN
EDDF
TAU
16
D16.5 TAU
14 15
AMASI
13
12
SPI
UL607
11
KOK
10
KONAN
9
110º RADIAL
8
UL9
7
DVR
6
5
4
3
MAY
2
EGLL
1
February 11, 2013 787-AT1-01 1-11.13
TM
TRACK DATA
Preflight
1 Uplink company route data
Route Copy
ENG START CUTOUT L
After start, heavy rain begins. Icing conditions exist
(New digital ATIS available)
Engine anti-ice ON
Make sure crew follows SP.16
Revise takeoff performance for wet runway [EFB]
Dispatch computer is out of service. Amend takeoff performance
for wet runway
EFB – Runway CONDITION. Calculate. Send output to FMC
CDU – Review and accept data
Update MCP values, and departure briefing
Climb
2 “Climb now FL310”
3 ANTI-ICE WING
<RESET IOS and selector>
► Proficiency Check Anti- and De-Icing System
4 Abeam MAY
“Turn right heading 130 degrees, intercept the 110 degree radial from MAY
and proceed outbound.”
MAY110 in LNAV.
Discuss option of manually tuning nav radio and using MCP track
select.
5 HYD OVERHEAT PRI R

Show HYD synoptic to illustrate activation of demand pump
<RESET IOS and switch>
*Set 75 knot tailwind to decrease time to EDDF
6 Passing DVR “Present position track 070 degrees to intercept UL9, flight
planned route”
P/P070 in LNAV
1-11.14 787-AT1-01 February 11, 2013
TM
7 Determine RTA
PROGRESS 3/4 – enter a feasible RTA at BOMBI
Observe results on Route Data page (RTE DATA prompt on LEGS
page)
<Delete the RTA>
8 Constant speed cruise

Enter a constant Mach .800 cruise between RASPU and ETVIS
<Delete the constant speed segment>
Cruise
9 Step climb
CRZ page: Change STEP value – observe changes to STEP TO
data
Discuss OPT, MAX, RECMD altitudes
Have crew enter/remove a waypoint-based step climb
10 ENGINE FAIL L [MCC]

Do NOT attempt a restart (to save lesson time)
“Descend FL210”
Driftdown; remain on flight plan route
Observe and guide crew coordination, correct procedure, and
MCC
• Speedtape error & flight path acceleration
11 Divert to EDDF
“Remain on Flight Plan Route to AMASI, then cleared direct to TAU”
Use the OVERHEAD AMASI option on the EDDF ALTN page
On LEGS page, put TAU into the route after AMASI
12 As soon as the diversion has been set up

In-flight engine start
ENG IN-FLIGHT START L unannunciated checklist
Refer to MCC chapters
► Proficiency Check Engine
February 11, 2013 787-AT1-01 1-11.15
TM
13 “Expect VOR 07R EDDF, when ready descend to altitude 5000 feet, QNH
1011”
Select the Rwy 07R approach via the TAU Transition
Verify approach RNP on PROGRESS page 4
14 Fuel Jettison checklist

Show the FUEL synoptic before and during jettison
Have crew use the FUEL TO REMAIN selector to vary the value
Time to jettison is on the synoptic
Descent
Approach briefing
Use the ND Plan Mode CTR ON___ key to enter the display on
the FAF
Use the ND Plan Mode DEST centering key, at low range, to
review destination airport map
15 VNAV path descent

HYD PRESS SYS C [MCC]
Display the HYD synoptic before introducing the non-normal
Point out sequencing of the isolation valves
This is a new event for PEC students; review for Additional course
students
► Proficiency Check Hydraulic System
► Proficiency Check Landing Gear and Brake System
EFB – calculate landing performance
Calculate landing performance with the HYD non-normal
*Remove 75 knot tailwind
1-11.16 787-AT1-01 February 11, 2013
TM
16 “Cleared VOR Rwy 07R EDDF”

Intercept course to FAF
Observe and guide correct procedures, including DEFERRED
items
17 Missed approach
No visual cues at minimums (low ceiling)
For time management, suggest 4000’ for go-around with close
downwind right during vectoring for ILS 07R on MAP
Gear remains down
OK not to fully retract flaps
18 Vectoring to ILS Rwy 07R EDDF

February 11, 2013 787-AT1-01 1-11.17
TM
DEBRIEFING
Task review
Instructor's evaluation of the lesson, and students'
Explanations and discussion of problem areas, to correct
deficiencies and misunderstandings
Suggestions for student study and review of problem
areas
Quiz and summarize:
• Entering revised clearance data
• Engine-out driftdown and in-flight restart
• Non-ILS approach to a derived DA
• HYD PRESS SYS C
• Diversion to an alternate airport
Preparation for next lesson (use the lesson 10T/6S student guide
lesson elements
• Recommend study emphasis on new or
challenging material for next lesson
• CABIN ALTITUDE, FLAP/SLAT CONTROL, and
FIRE CARGO FWD checklists: Study QRH
NNC.2, QRH NNC.9, QRH NNC.8
• Passenger evacuation: Study FCOM 1.45., 46;
FCTM Ch 8
1-11.18 787-AT1-01 February 11, 2013
TM

1-12 Lesson 10T/6S
LESSON SUMMARY
This lesson is a flight from Frankfurt Main to Brussels National with a
diversion to Amsterdam Schiphol. Alternate EFIS/DSP control is
introduced. The crew uses the full capabilities of the airplane, including
FMS and autoflight systems. Selected non-normal procedures are
performed. Non-normal emphasis is on depressurization and rapid
descent, alternate flap/slat control, cargo fire and passenger
evacuation.
Note: If previous lessons were conducted in an Other Training Device
(OTD), this lesson is conducted in a device with cockpit
lighting, seating and oxygen masks. This can be an OTD, FBS
or FFS (motion disabled). The lesson is conducted twice in a 4-
hour block time. Each pilot receives 2 hours as Pilot Flying (PF)
and 2 hours as Pilot Monitoring (PM), to assure adequate flight
deck familiarization before commencing Full Flight Simulator
training.
Note:There are some differences in lesson content between the first
and second training sessions. These are noted below. Items
marked “10T6S (A)” refer to the first 2-hour session. Items
marked “10T6S (B)“ refer to the second 2-hour session.
LESSON OBJECTIVES
• Perform normal and non-normal procedures using actual
787 flight deck controls and displays
• Integrate information and systems management tasks during
normal and non-normal procedures
• Maintain airplane control and navigation using the FMS and
autoflight system
• Apply Multi-Crew Coordination (MCC) attributes while
• Evaluate crew progress/proficiency prior to the next phase of
training
• Provide any necessary training or recommendation prior to the
next phase of training
• Perform a non-ILS approach using V/S procedures
EFB (f) (l)
February 11, 2013 787-AT1-01 1-12.1

TM
Demonstrate appropriate level of proficiency

performing FMS tasks
Demonstrate the appropriate level of proficiency maintaining
continuous airplane control & navigation using the FMS
autoflight system during complex situations under adverse
conditions
Demonstrate the required level of proficiency performing takeoff,
landing and go-around procedures.
Demonstrate the required level of familiarity performing
appropriate display, cargo fire, air system and flight control
non-normal procedures

• Cockpit Inspection
• Use of Checklist
• Pressurization and Air Conditioning
• Radios, Nav, Instruments, FMS
1-12.2 787-AT1-01 February 11, 2013
TM
ROUTE OF FLIGHT
ORIGIN EDDF – Frankfurt Main
N50 03.1 E008 35.2 (Gate D1)
DESTINATION EBBR – Brussels National
ROUTE Y180 BITBU, Y181 GOPAS, LNO, BUB
DEPARTURE Rwy 25C, SOBRA __
PERFORMANCE
CRZ ALT FL170 EO ACCEL HT 1000’
COST INDEX 100 ACCEL HT 3000’
Contaminated
RWY COND THR REDUCTION 1500’
3mm dry snow
WEATHER
METAR 00000KT 1000 -SN OVC010 00/M02 Q1007
EDDF
77450393
EBBR METAR 00000KT 0800 FG OVC005 05/05 Q1006
EHAM METAR 02008KT 2000 HZ BKN020 06/05 Q1008
CLEARANCE
“BT87H, cleared to Brussels National, SOBRA __ departure, squawk
4324”
start”
February 11, 2013 787-AT1-01 1-12.3
1-12.4
Lesson 10T6S (A)
40000
PROFILE
MODIFY MISSED
Lesson 10T/6S
APPROACH
30000 CABIN ALTITUDE
FL 250
20000
15000
FLAP/SLAT CONTROL
ALTITUDE (FEET)
EFIS/DSP PANEL FL 120
787-AT1-01
10000 DIVERT
Training Manual
NEW CRUISE ALTITUDE

TM
HOLD HUD-MONITORED
ILS 06
ILS 25L
5000 AIRWAY INTERCEPT (G/S INOP)
PREFLIGHT
SHUT
ICING
AUTOLAND DOWN
CONDITIONS
GO-AROUND
0
0 10 20 30 40 50 1:00 10 20 30 40 50 2:00
TIME
EDDF EBBR EHAM
February 11, 2013

Lesson 10T6S (B)
40000
February 11, 2013

30000
20000 MODIFY MISSED

APPROACH
FL 170
15000
ALTITUDE (FEET)
FIRE CARGO FWD
787-AT1-01
EFIS/DSP PANEL FL 120
10000
Training Manual
DIVERT
TM
HUD-MONITORED
HOLD ILS 06
5000 AIRWAY INTERCEPT
REVISED VOR 25L EVAC
WEIGHTS
ICING AUTOLAND
CONDITIONS
GO-AROUND
0
0 10 20 30 40 50 1:00 10 20 30 40 50 2:00
TIME
EDDF EBBR EHAM
Lesson 10T/6S
1-12.5
TM
BRIEFING TOOL
2M: Alternate EFIS/DSP Control
1-12.6 787-AT1-01 February 11, 2013
TM
BRIEFING GUIDE
FFS Familiarization
The device will represent an actual 787 flight deck.
We will practice using the flight deck features that
are not present in the OTD. Emphasis will be on
seat controls and seat position, the HUD
combiner, steering tiller, toe brakes and parking
brake, and flight deck lighting. The TCPs and
ACPs, and the MIC indications on the AUX
displays are fully functional in the device.
Therefore, we will use headsets, select correct
radio frequencies, and simulate actual radio and
interphone communications. Some lesson events
are designed to demonstrate the 787's
communications capabilities.
PREFLIGHT REFERENCE

10T6S(A): Uplink route data from Dispatch FCOM 11.34, 11.40
10T6S(B): Manually enter route data FCOM NP.21
10T6S(A): Uplink performance data from
Dispatch FCOM 11.34, 11.40
10T6S(B): Manually enter takeoff
performance data FCOM 10.70, 10.80
Icing conditions are present FCOM SP.16
► Proficiency Check Cockpit Inspection
► Proficiency Check Use of Checklists

Before Start Procedure FCOM NP.21;
EFB (f) (l)
February 11, 2013 787-AT1-01 1-12.7
TM
10T/6S(B): Revise takeoff weight and

balance: Added payload increases ZFW by
3200 kgs and CG changes
See EU-OPS JT1 Ch 6
Departure Briefing Sec 9
TAXI OUT REFERENCE

See EU-OPS JT1 Ch 6
Altimetry QNH with Taxi Instructions Sec 5
TAKEOFF REFERENCE
FCTM Ch 3
CLIMB REFERENCE

When airborne fly heading 280 degrees
Airway Intercept: “Turn left heading 260
degrees, intercept Airway Y180”
10T6S(A): Climb FL 250 FCOM 4.10
10T6S(B): Climb FL 170
CRUISE REFERENCE

[ ] EFIS/DSP PANEL R QRH NNC.10
1-12.8 787-AT1-01 February 11, 2013
TM

Display checklist on PF side; PM has one
MFD
MFD controls:
• Can be used even with no EFIS/DSP
malfunction, in conjunction with
normal DSP and MFK controls
• Can be used to control CAPT and FO's
displays
• MFD window with EICAS is cyan
EFIS/DSP display:
• Inactive (cyan) when first displayed.
Select EFIS CTRL BACKUP key to
activate.
• EFIS controls – upper
• Inactive on first display
• Usable without malfunction
• Disables normal EFIS function
• Displays EFIS/DSP PANEL
message
• Ability to control either CAPT or
FO displays
• Use MFK for data entry
• Does not support ND mode selector
and switch functions (Cursor control
and CCD available)
When EFIS CTRL BACKUP is enabled,
normal function of the associated EFIS
control panel is disabled
Reset malfunction prior to executing
CABIN ALTITUDE non-normal
Prepare for approach FCOM 11.42
10T6S(A): “Expect the localizer
Rwy 25L approach. ILS
glideslope is inop” Use IAN
10T6S(B): “Expect VOR Rwy 25L approach” FCOM 10.70, 10.80
Non-standard missed approach “direct HELEN
hold on course, left turns, FL080” FCOM 11.43
10T6S(A): [ ] CABIN ALTITUDE QRH NNC.2; FCTM
Ch 7
February 11, 2013 787-AT1-01 1-12.9
TM
Use ACP and oxygen mask to establish

communication
• Select FLT interphone receiver and
cabin SPKR with volume set
• Use MIC/Interphone switch for flight
interphone
Use PA Mic switch for cabin calls
Push the CAB transmitter select
switch twice within 1 second for
priority calls (customer designated
position)
Use simulation indications to
determine airplane condition
Use Autopilot Entry and Level Off
method in accordance with FCTM
• FLCH
• Gear up
• Speedbrake extended
• Retract speedbrakes
slowly at level off to
avoid overspeed
Restore normal microphone:
• close O2 cabinet left-hand
door and reset
Rapid descent to FL100 FCTM Ch 5
When Below FL100, reset Cabin Altitude
fault. AT1 Ch 7
MCC
► Proficiency Check Pressurization and Air
Conditioning
DESCENT REFERENCE
FCTM Ch 4
VNAV path descent FCOM 11.31; 11.43
FCTM Ch 4
“Descend when ready altitude 4,000 feet,
QNH 1006"
1-12.10 787-AT1-01 February 11, 2013
TM

See EU-OPS: AT1 Ch 6
APPROACH REFERENCE
FCTM Ch 4; 5
Radar vectors to approach course
10T6S(A): “Fly heading ___, vectors to
the LOC 25L approach”
10T6S(B): “Fly heading ___, vectors to
the VOR 25L approach”
See EU-OPS AT1 Ch 6
Definition of established Sec 3
“Descend altitude 2,000 feet, QNH 1006”
LANDING REFERENCE
Landing Procedure – V/S FCOM SP.4;
FCTM Ch 5
10T6S(A): HUD-monitored localizer
approach
PFD and HUD show:
• Mixed deviation scales
• Diamond and Triangle pointers
• ILS/FMC as navigation source
10T6S(B): HUD-monitored VOR approach
GO-AROUND REFERENCE
FCTM Ch 5
Missed approach as cleared
Hold at HELEN FL080
See EU-OPS AT1 Ch 6
Holding speeds Sec 13
February 11, 2013 787-AT1-01 1-12.11
TM
CLIMB and CRUISE REFERENCE

Divert to EHAM
Send COMM message requesting
diversion to EHAM Company uplinks
approval
Ask EBBR approach for clearance to
EHAM
Expect route direct HELEN, cancel hold
at HELEN. Expect PESER 2A arrival,
vectoring for ILS Runway 06 Approach”
To comply with clearance:
• On ALTN page, select
OVERHEAD option, and then
add cleared routing to the LEGS
page.
Other options for the divert exist as
exercised in earlier lessons. Crew’s
choice as to how to execute the
divert.
Reset FMC to climb phase (Operational notes) FCOM 11.31
“Route direct HELEN, climb FL120”
Climb FL120 (set higher cruise altitude on
CLB page)
10T6S(A): [ ] FLAP/SLAT CONTROL QRH NNC.9,
AT1 Ch 7 MCC
Things to consider:
• Arming the alternate flap selector
disables primary or secondary flap
operation using the normal flap
selector
• Crew has to manually stop extension
or retraction with the alternate flaps
selector by reference to the alternate
mode position indications on EICAS
• On approach, with proper timing, the
crew can just select EXT, and let the
flaps extend all the way to 20, rather
than trying to stop them at 1 and 5
1-12.12 787-AT1-01 February 11, 2013
TM

Flap/slat operation is very slow. Delay
setting new command speed until flaps
reach the selected position
• In alternate mode, flap extension is
limited to flaps 20
• Slats only extend to mid-range, not
full extension
• There is no flap or slat load relief, and
no asymmetry or uncommanded
motion protection
• Flaps and slats extend
simultaneously
Consider calculating landing performance
in the EFB EFB (f) (l)
10T6S(B): [ ] FIRE CARGO FWD QRH NNC.8
FWD CARGO FIRE ARM switch

automatically discharges two
bottles
CARGO FIRE DISCH switch ensures
automatic bottle discharge
CRM:
• Declare an emergency
• Communications with ATC, Company,
Cabin Crew, and Passengers
EFB – calculate landing performance FCOM 10.70, 10.80
DESCENT REFERENCE
FCTM Ch 4
VNAV path descent
“Descend when ready altitude 4,000 feet,
QNH 1006"
APPROACH REFERENCE
Radar vectors to the ILS Rwy 06
“Turn right, heading ___, vectoring to the
February 11, 2013 787-AT1-01 1-12.13
TM
ILS Rwy 06"

► Proficiency Check Radios, Nav, Instruments,
FMS
See EU-OPS AT1 Ch 6
Instrument approaches to landing
instructions Sec 13
Radar vectoring for ILS approaches Sec 13
LANDING REFERENCE
Landing Procedure – ILS FCOM NP.21.35
HUD-monitored ILS Rwy 06 – crosswind
QRH MAN.2
TAXI IN REFERENCE
10T6S(A): Normal procedures
10T6S(B): Passenger evacuation QRH EVAC;
FCTM Ch 8
Evacuation checklist
No memory items on evacuation
checklist; use back cover of QRH
Accomplish checklist based on
preflight/postflight areas of
responsibility
FO uses onside ACP and VHF L to
communicate with ATC
SHUTDOWN REFERENCE
(Applies to lesson 10T6S(A) only)
1-12.14 787-AT1-01 February 11, 2013
TM
LESSON GUIDE
TRACK
1
ACTUAL
EDDF
PLAN
DF163
DF201
2
SOBRA
3
Y180
4
RUDOT
BITBU
5
6
GOPAS
R7
LNO
7
8
9
15
BUB
EHAM
EBBR
PESER
10
14
11
RIVER
13
12
HELEN
February 11, 2013 787-AT1-01 1-12.15
TM
TRACK DATA – 10T6S (A)

FFS familiarization [MCC]
• FFS emergency egress briefing
• Seat controls
• Seat position
• HUD combiner
• Tiller
Tiller position indicators
Rudder pedal steering disconnect switch
• Flight deck lighting
• Toe brakes/parking brake
• Headsets
• (Voice ATIS works in FFS)
ATIS - 118.72, CLR - 121.9, GND - 121.8, TWR - 119.9, DEP - 120.15
Preflight
Keep cold weather operations, icing conditions, in mind
Set runway conditions to enable 1st time taxiing – dry runway
1 Uplink route and performance data from Dispatch.

(No changes to original data)
Select HUD takeoff on DEPARTURE page
• HUD takeoff symbology
• FMS autotuning
Climb
At 3,000 feet (acceleration height): “Turn right heading 280 degrees, climb
FL080”
2 Airway Intercept: “Turn left heading 260 degrees, intercept Airway Y180”
Airway intercept. Requires INTC CRS TO the next downline
waypoint
CTL - 125.60
3 Cruise altitude change: “Revise cruise altitude to FL250, climb now FL250”
(while in climb)
Use of MCP altitude selector preferred, to set higher cruise altitude
1-12.16 787-AT1-01 February 11, 2013
TM
4 EFIS/DSP PANEL L/R [MCC]

Crew coordination. If the malfunction is on the PM's side, the PF
needs to display the checklist, to get the process started
Have the pilot move the alternate EFIS/DSP display to the upper
DU
Reset malfunction at cruise
Deactivate backup EFIS control
Whichever pilot has the malfunction in the 10T6S(A) session,
make sure the other pilot has it in the 10T6S(B) session
Cruise
• Digital heading
5 “At Brussels expect vectoring ILS 25L LOC approach, G/S inoperative”
Set up approach on ARRIVALS page, with G/S "OFF"
Verify approach RNP on PROGRESS page 4/4
HUD-monitored IAN approach
ATC advises: “In the event of a missed approach, route direct HELEN, hold
at HELEN, on course, left turns, FL080”
Modify LEGS and HOLD pages
Select HELEN onto INTC (conditional waypoint) to remove FLO
6 CABIN ALTITUDE [MCC]

“Descend FL100”
Monitor crew MCC and radio/interphone communications
► Proficiency Check Pressurization and Air Conditioning
Descent
7 At LNO: “Descend to altitude 4000 feet, QNH 1006”

Airplane should be close to T/D after the previous events.
Descend on VNAV path if feasible
ATIS - 132.47, APP - 118.25, TWR - 118.6, GND - 121.87
February 11, 2013 787-AT1-01 1-12.17
TM
8 30 miles from BUB: “Turn right heading 310 degrees, vectoring for LOC 25L
approach”
Issue headings and altitudes to intercept localizer
Make sure crew extends the final approach course
9 Vectoring for ILS 25 LOC approach, RVR 1300M

This approach should be HUD-monitored
After FAF, Tower advises Fog – RVR now less than 600 meters
10 Missed approach: “Route direct HELEN climb FL080”

25 miles from HELEN: ”Hold present position, on course EAT____”
P/POS HOLD at this position provides adequate distance from T/
D to allow for the FL120 clearance later in lesson
Reset the CABIN ALTITUDE non-normal, in the hold. No need to
stow the oxygen masks until after the flight. Notify crew that
malfunction is reset
Divert to EHAM
Advise crew that fog at EBBR is expected to persist
In the hold, simulate Company radio request to divert to EHAM
Crew request ATC for routing to EHAM
“Expect route direct HELEN, cancel hold at HELEN. Expect PESER __
arrival, vectoring for ILS Runway 06 Approach”
Terminal Chart – LISDA 1 Approach & ILS Rwy 06
CLB page: set new cruise altitude, to put the airplane in Climb
phase
APP - 119.05
11 Prior to T/D: “When ready, descend FL070”

At HELEN: “Route direct RIVER”
Check for MCC and correct completion of the checklist
Modify approach preparations and briefing for alternate flap
operation, and flaps 20 landing
Have the crew calculate landing performance in the EFB. (Flight
freeze if needed for extra time)
1-12.18 787-AT1-01 February 11, 2013
TM
12 FLAP/SLAT CONTROL [MCC]

Modify approach preparations and briefing for alternate flap
operation, and flaps 20 landing
Have the crew calculate landing performance in the EFB. (Flight
freeze if needed for extra time)
EFB – Calculate landing performance
13 25 miles from RIVER: “Turn right heading 020 degrees, vectoring for ILS
RWY 06, descend to altitude 2000 feet, QNH1008”
Alternate flaps: extend flaps early, being careful not to select the
flaps 1, 5, or 20 maneuvering speeds until the flaps have been
extended to those settings
14 HUD monitored ILS Rwy 06 approach and autoland

Both pilots should monitor the HUD
15 Normal after-landing and shutdown procedures

Advise Sim Tech to stow the oxygen masks after the flight
TWR - 119.22, GND - 121.7
February 11, 2013 787-AT1-01 1-12.19
TM
TRACK DATA – 10T6S (B)

FFS familiarization as necessary [MCC]
• FFS emergency egress briefing
• Seat controls
• Seat position
• HUD combiner
• Tiller
Tiller position indicators
Rudder pedal steering disconnect switch
• Flight deck lighting
• Toe brakes/parking brake
• Headsets
• (Voice ATIS works in FFS)
ATIS - 118.72, CLR - 121.9, GND - 121.8, TWR - 119.9, DEP - 120.15
Preflight
Keep cold weather operations, icing conditions, in mind
Set runway conditions to enable 1st time taxiing – dry runway
1 Manual FMC entries

Before start: New ZFW is 131,500 (was 129,300). CG now 28% (25%)
[MCC]
After performance calculations are complete, advise that more
passengers and cargo are being added, with these final weights
Enter ZFW on CDU. Copy to EFB. Enter CG on EFB. Send output
to FMC
Revised weights are sent to crew via ACARS uplink
Select HUD takeoff on DEPARTURE page
• HUD takeoff symbology
• FMS autotuning
Climb
At 3,000 feet (acceleration height): “Turn right heading 280 degrees, climb
FL080”
2 Airway Intercept: “Turn left heading 260 degrees, intercept Airway Y180”
Airway intercept. Requires INTC CRS TO the next downline
waypoint
CTL - 125.60
1-12.20 787-AT1-01 February 11, 2013
TM
3 “Climb FL170”
4 EFIS/DSP PANEL L/R [MCC]

Crew coordination. If the malfunction is on the PM's side, the PF
needs to display the checklist, to get the process started
Have the pilot move the alternate EFIS/DSP display to the upper
DU
Reset malfunction at cruise
Deactivate backup EFIS control
Whichever pilot has the malfunction in the 10T6S(A) session,
make sure the other pilot has it in the 10T6S(B) session
Cruise
• Digital heading
5 “Expect vectoring for VOR 25L approach at Brussels”

Set up VOR approach on ARRIVALS page
Verify approach RNP on PROGRESS page 4/4
Use V/S or FPA
6 ATC advises: “In the event of missed approach, route direct HELEN, hold at
HELEN, on course, left turns FL080”.
Modify LEGS and HOLD pages
Select HELEN onto INTC (conditional waypoint) to remove FLO
Descent
“When ready, descend FL100”
APP - 118.25
7 At LNO: “Descend to altitude 4000 feet, QNH 1006”
8 30 miles from BUB: “Turn right turn heading 310 degrees, vectoring for
VOR 25L approach”
Make sure crew extends the final approach course.
9 Vectoring for VOR 25L approach, RVR 1300M
February 11, 2013 787-AT1-01 1-12.21
TM
“Descend to altitude 2000 feet, QNH 1006”

This approach should be HUD-monitored
After FAF, Tower advises Fog – RVR now less than 600 meters
10 Missed approach: “Route direct HELEN FL080”

25 miles from HELEN: “Hold present position, on course, EAT____”
P/POS HOLD at this position provides adequate distance from T/
D to allow for the FL120 clearance later in lesson
Divert EHAM
Advise crew that fog at EBBR is expected to persist
In the hold, simulate Company radio request to divert to EHAM
Crew request ATC for routing to EHAM
“Expect route direct HELEN, cancel hold at HELEN, Expect PESER 2A
arrival, vectoring for ILS Runway 06 Approach”
Terminal Chart – LISDA 1 Approach & ILS Rwy 06
CLB page: set new cruise altitude, to put the airplane in Climb
phase
APP - 119.05
11 Prior to T/D: “When ready, descend FL070”

At HELEN: “Route direct RIVER”
12 FIRE CARGO FWD [MCC]

Simulate VHF communications from ATC/Company, in response
to crew calls
EFB – Calculate landing performance (optional)
13 25 miles from RIVER: “Turn right heading 020 degrees, vectoring for ILS
Rwy 06, descend to 2000 feet, QNH 1008”
Cabin alert: Simulate a flight attendant calling to advise that
the floor in the forward cabin feels hot. (Plan passenger
evacuation)
14 HUD monitored ILS 06 approach and autoland

Both pilots should monitor the HUD
On final approach, tower advises smoke is coming from
forward lower fuselage
1-12.22 787-AT1-01 February 11, 2013
TM

15 Evacuation [MCC]
Simulate VHF communications with ATC/ARFF
TWR - 119.22, GND- 121.7
► Proficiency Check Use of Checklist
► Proficiency Check Radios, Nav, Instruments, FMS
February 11, 2013 787-AT1-01 1-12.23
TM
LESSON 10T6S – DEBRIEFING

Task review
Instructor's evaluation of the lesson, and students'
Explanations and discussion of problem areas, to correct
deficiencies and misunderstandings
Suggestions for student study and review of problem
areas
Quiz and summarize:
Entering revised clearance data
• CABIN ALTITUDE
• Passenger evacuation
• Non-normal conditions: CRM;
checklist usage
Overall OTD course review and assessment, by instructor
and students. Identify any areas where particular study
review is indicated, based on any observed areas of
marginal understanding or performance.
Preparation for oral or written exam, as appropriate.
• Know the airplane limitations identified by the
"#" symbol in the FCOM, Chapter L, section
10.
• Know all of the “memory items” included in
non-normal checklists. Refer to the “Quick
Action Index” in the QRH. Most, but not all, of
the checklists in that index have memory
items. To identify and study those that do have
memory items, go to the actual checklist and
look for the dashed line which separates
memory items from reference items. For
instance, FIRE ENG L (R) has memory items,
but FIRE APU does not.
• Look at the flight deck controls, and be able to
answer questions such as, “What does this
control do?”; “When would you use this
control?”; “What is indicated by the
illumination of the ___ light on this control?”
1-12.24 787-AT1-01 February 11, 2013
TM

• Be able to explain the meaning and
operational significance of PFD/HUD, ND,
CDU, TCP, and EFB indications that affect
flight management, e.g. FMAs, route and path
deviation, RNP, VSD, FMC route entries and
route modifications, VNAV modes and VNAV
modifications, performance entries and
modifications.
Preparation for continued training (use the FFS
training manual for this discussion).
• Become familiar with the FFS course
objectives, evaluation criteria, schedule, and
format.
• Prepare for the specific tasks in FFS Lesson
1T/1S
• Study the FCTM at every opportunity, for
insights into the practical operation of the
airplane.
February 11, 2013 787-AT1-01 1-12.25
TM
Intentionally
Blank
1-12.26 787-AT1-01 February 11, 2013
TM
Performance, Flight
Planning, Load &
Ground Training Segment Training Manual Balance, Servicing
1-13 Performance, Flight Planning, Load & Balance, Servicing
PERFORMANCE, FLIGHT PLANNING

The following Performance & Flight Planning items will be covered during
an EFB Reversion tutorial on day 9 or 15 of the course in preparation for
the Written Exam where specific performance data extraction will be
tested:
PERFORMANCE
Performance calculation concerning speeds, gradients,
masses in all conditions for takeoff, en route, approach and
landing according to the documentation available, e.g. for
takeoff V1, Vmbe, Vr, Vlof, V2, takeoff distance, maximum
takeoff mass and the required stop distance with respect to
the following factors:
a) Accelerate/stop distance;
b) Takeoff run and distance available (TORA,
TODA);
c) Ground temperature, pressure altitude, slope,
wind;
d) Maximum load and maximum mass (e.g.
ZFM);
e) Minimum climb gradient after engine failure;
f) Influence of snow, slush, moisture and standing
water on the runway;
g) Possible single and/or dual engine failure
during cruise;
h) Use of anti-icing systems;
i) Failure of water injection system and/or
antiskid system;
j) Speeds at reduced thrust, V1, V1red, Vmbe, Vmu,
Vr, Vlof, V2;
k) Safe approach speed Vref, with respect to Vmca
and turbulent conditions;
l) Effects of excessive approach speed and
abnormal glideslope with respect to the
landing distance;
m) Minimum climb gradient during approach and
landing;
February 11, 2013 787-AT1-01 1-13.1
Performance, Flight TM
Planning, Load &

Balance, Servicing Training Manual Ground Training Segment
n) Limiting values for a go-around with minimum fuel;

o) Maximum allowable landing mass and the landing
distance for the destination and alternate
aerodrome with respect to the following factors:
i) Available landing distance;
ii) Ground temperature, pressure altitude, runway
slope and wind;
iii) Fuel consumption to destination or alternate
aerodrome;
iv) Influence of moisture on the runway, snow,
slush and standing water;
v) Failure of the water injection system and/or the
anti skid system;
vi) Influence of thrust reversers and spoilers.
FLIGHT PLANNING
Flight planning for normal and abnormal
conditions:
a) Optimum/maximum flight level;
b) Minimum required flight altitude;
c) Drift down procedure after an engine failure
during cruise flight;
d) Power setting of the engines during climb,
cruise and holding under various
circumstances, as well as the most economic
cruising level;
e) Calculation of a short range/long range flight
plan;
f) Optimum and maximum flight level and power
setting of the engines after engine failure.
LOAD & BALANCE, SERVCING (LBS)

The following items will be covered during a Load & Balance, Servicing
tutorial on day 9 or 15 of the course in preparation for the Written Exam
where specific LBS items will be tested.
1-13.2 787-AT1-01 February 11, 2013
TM Performance, Flight
Planning, Load &
Ground Training Segment Training Manual Balance, Servicing
LOAD & BALANCE

a) Load and trim sheet with respect to the
maximum masses for takeoff and landing;
b) Center of gravity limits;
c) Influence of fuel consumption on the center of
gravity;
d) Lashing points, load clamping, maximum
ground load.
February 11, 2013 787-AT1-01 1-13.3
Performance, Flight TM
Planning, Load &

Balance, Servicing Training Manual Ground Training Segment
SERVICING
Connections for:
a) Fuel;
b) Oil;
c) Water;
d) Hydraulic;
e) Oxygen;
f) Nitrogen;
g) Conditioned air;
h) Electric power;
i) Start air (N/A);
j) Toilet and safety regulations.
1-13.4 787-AT1-01 February 11, 2013
TM
Ground Training Segment Training Manual Exam

1-14 Written Exam
EXAM STRUCTURE
Examinations have been developed by the Boeing training organization
based upon the aircraft flight manuals, manufacturer’s operational
manuals and trainee study material.
Test items are distributed across the main subjects of these manuals
and study materials. In each case, test items will present four alternate
answer choices, one correct and three incorrect. Each examination
contains instructions on how to complete the exam. Exams may be
presented in electronic format or on paper, per choice of the airline. For
electronic format, examinees will enter the answer choice on an
electronic form, and the test will be electronically scored. For paper
exams, a separate answer sheet will be provided. The exam will be
conducted in a single session, either closed book or open book, per the
airline’s preference or regulatory requirement. Extracts from flight
publications are provided where necessary to answer questions about
Performance.
EXAM PASS MARK

Time allowed for the exam will be four hours and the pass mark is 75%,
or as determined by the NAA.
INVIGILATION & DEBRIEF

The student should be advised of any areas of lack of knowledge
displayed during the examination and, if necessary, given remedial
instruction. A successful pass of the theoretical knowledge course and
final examination should be a prerequisite for progression to the flight
training phase of the type rating course.’
February 11, 2013 787-AT1-01 1-14.1

TM
Exam Training Manual Ground Training Segment
Intentionally
Blank
1-14.2 787-AT1-01 February 11, 2013
TM
Variances Familiarization Training Manual Tutorial

2-1 Variances Familiarization
Variant Familiarization
The Ground Training Segment of this Type Rating course is specific to
the 787-8.
After the Written Exam has been successfully passed, the Instructor can
cover an optional variances familiarization from the baseline 787-8 to
the 787-9.
This is not examined.
February 11, 2013 787-AT1-01 2-1.1
TM
Tutorial Training Manual Variances Familiarization
Intentionally
Blank
2-1.2 787-AT1-01 February 11, 2013
TM
Full Flight Training Segment Training Manual Introduction

3-1 FFS Introduction
INTRODUCTION
The Full Flight Simulator lessons are designed to include normal,
supplementary normal, and non-normal procedures as published in the
Flight Crew Operations Manual.
Each day's program has three parts: a one and a half hour briefing, a
four-hour simulator period divided into two segments, and a debriefing.
The four hour simulator period is designed for two pilots to each fly a
two-hour segment. Immediately following each period, a debriefing
consisting of a review of the trainee’s performance will be conducted by
the instructor. Items to study for the next period will be identified.
Each lesson is organized in a “Phase of Flight” format that specifies
training items to be completed and the sequence of presentation. Other
information includes the weather and airplane information for calculating
takeoff performance. Airfield information can be obtained from the
approach charts.
Each lesson contains briefing items which are referenced to sections in
the Flight Crew Operations Manual (FCOM) or the Flight Crew Training
Manual (FCTM). You are expected to become thoroughly familiar with
these items prior to each training period.
Note: Briefing items associated with the normal procedures sections
NP.11 and NP.21 of the Flight Crew Operations Manual are not
referenced separately.
As much as practical, realism will be maintained during training. The
instructor will act as company dispatcher, ground crew, and ATC. Flights
will be flown in real time except when repositioning is specified in the
lesson plan. These requirements do not preclude verbal instructions and
comments when appropriate, and position freezing and repositioning to
make more efficient use of available time.
When a preflight, engine start, and shutdown are lesson objectives, the
preflight and engine start will be conducted at the beginning of the first
2-hour segment. The engines will be left running after the first 2-hour
segment and the shutdown will be conducted at the end of the second
2-hour segment.
February 11, 2013 787-AT1-01 3-1.1

TM
Introduction Training Manual Full Flight Training Segment
On all approaches which would incur a climb gradient or landing

distance penalty, refer to either EFB or QRH.
Note: If the preflight, engine start, or shutdown are evaluated items
and the crew consists of two Captains or two First Officers, the
preflight, engine start, and shutdown must be conducted and
evaluated for each crewmember; therefore, they must be
repeated during both 2-hour segments.
The trainee is expected to demonstrate a satisfactory level of skill and
knowledge in the performance of all maneuvers and procedures.
Evaluation of student performance will be on a continuous basis to the
standards outlined in Airline Transport Pilot and Aircraft Type Rating –
Practical Test Standards for Airplane.
BOEING 787 EVALUATION CRITERIA

GENERAL CRITERIA REQUIREMENTS
Stated tolerances are maintained in accordance with applicable
operating procedures, the Boeing 787 Flight Crew Operations Manual
and checklists, the Boeing 787 Flight Crew Training Manual, Air Traffic
Control clearances, and adherence to standard radio procedures.
Note: The evaluation criteria listed below are found in the Type
Rating – Practical Test Standards for airplane unless noted
otherwise; example, the Boeing 787 Flight Crew Training
Manual (FCTM).
TAXI OUT (FCTM)

Maintain taxiway centerline.
Normal taxi speed approximately 20 knots, on long straight taxi routes
speeds up to 30 knots acceptable.
When approaching a turn on a dry surface use approximately 10 knots.
TAKEOFF (FCTM)
Complete standard callouts, initiate rotation at VR with a rate of 2 - 2.5
degrees/second, and maintain runway centerline throughout takeoff.
3-1.2 787-AT1-01 February 11, 2013
TM
Full Flight Training Segment Training Manual Introduction
CLIMB
From rotation to flaps up. Maintain:
• airspeed: +/- 5 knots
• altitude: appropriate climb attitude
• heading: +/- 5 degrees
From flaps up to initial cruise altitude. Maintain:
• altitude: +/- 100 feet
• course: accurately tracks
CRUISE/DESCENT/HOLDING
Maintain:
APPROACH (ILS)
From IAF to FAF/FCOM. Maintain:
From FAF/FCOM to DH. Maintain:
• localizer: no more than one-quarter scale deflection
• glide slope: no more than one-quarter scale
deflection
APPROACH (NON-ILS)
From IAF to FAF/FCOM. Maintain:
February 11, 2013 787-AT1-01 3-1.3
TM
Introduction Training Manual Full Flight Training Segment
From FAF/FCOM to MDA. Maintain:

• not more than one quarter-scale deflection of the
Course Deviation Indicator or +/- 5 degrees in the
case of the RMI or bearing pointer
From MDA to MAP. Maintain:
• altitude: + 50/- 0 feet
MISSED APPROACH/GO-AROUND/REJECTED LANDING

Commencing missed approach to acceleration altitude. Maintain:
• altitude: appropriate climb attitude
• heading/course: +/- 5 degrees
Low altitude level-off/acceleration altitude to end of missed approach
procedure. Maintain:
LANDING
From MDA/DH/500 feet (Visual) to commencing missed approach.
Maintain:
• airspeed: +/- 5 knots of approach speed (not
less than Vref)
Maintain positive directional control during landing roll.
By 60 knots, initiate movement of reverse thrust levers
to reach reverse idle detent by taxi speed. (FCTM)
TAXI IN (FCTM)
Maintain taxiway centerline.
Normal taxi speed approximately 20 knots, on
long straight taxi routes speeds up to 30 knots
acceptable.
When approaching a turn on a dry surface use approximately 10 knots.
3-1.4 787-AT1-01 February 11, 2013
TM
Full Flight Simulator (FFS) Training Manual Lesson 1T/1S

3-2 Lesson 1T/1S
LESSON SUMMARY
This lesson is a flight from London Gatwick to London Heathrow. The
crew performs a complete preflight. Normal procedures and a few non-
normals will be practiced. Emphasis will be on familiarizing the student
with manual flight characteristics and ground handling techniques of the
airplane. Demonstrations will also be conducted to familiarize the crew
with unusual attitude training (UAT) and flight envelope protection
features of the 787. Precision approach flown manually without flight
director is to be carried out with manual thrust.
LESSON OBJECTIVES
• Integrate selected normal and non-normal procedures.
• Initiate practice of unusual attitude training, manual flight
characteristics, envelope protection systems, manual ILS,
visual approaches, and touch and go and full stop
landings.
• Apply Multi-Crew Coordination attributes while practicing
selected normal and non-normal procedures.
• Improve skill level of previous training objectives.
* Demonstrate required level of proficiency in cruise, descent,
autoland, taxi in and shutdown normal procedures, and engine
start and primary flight computer non-normal procedures.
* Denotes proficiency item.
February 11, 2013 787-AT1-01 3-2.1

TM
Lesson 1T/1S Training Manual Full Flight Simulator (FFS)

• Performance Calculations
• Flight Control / Trim
• Stall Warning Devices
• Recognize & Counter Stall
• Stall Recovery
• Steep Turns
• Turns with/without Spoilers
• Autopilot/Flight Director
• Precision Approach with A/P
• Precision Approach, Manual with F/D
• G/A – All Engines
• Adherence to DEPT/ARR Procedure/ATC
• Tuck Under, Mach Buffet
3-2.2 787-AT1-01 February 11, 2013
TM
ROUTE OF FLIGHT
ORIGIN London Gatwick (EGKK)
N51 09.4 W000 10.2 (Gate 21)
RWY 26R
DESTINATION London Heathrow (EGLL)
ROUTE DVR, SABER LAM __ ARRIVAL
DEPARTURE DVR __
PERFORMANCE
GR WT 167,800 kg FLAP CONFIG EFB
FUEL 34,00 kg CG 28%
ZFW 133,800 kg WIND 250º/15
RESERVES 9,100 kg SLOPE 0
THRUST LIM MAX ATM THR REDUCTION 3,000’
SURFACE
250º / 15
WIND
WEATHER
EGKK METAR 25015KT 9999 FEW 026 25/17 Q1020
TA: 6,000’ TL: FL060 Instructor Use – LUFL:FL070
EGLL METAR 24012KT 9999 SCT 028 26/17 Q1018
CLEARANCE
“BT88H is cleared to Heathrow, DOVER __ departure, squawk 4326”
start”
February 11, 2013 787-AT1-01 3-2.3
3-2.4
40000
PROFILE
Lesson 1T/1S
30000
20000 STALL PROTECTION
BANK ANGLE PROTECTION UNUSUAL ATTITUDES (UAT)
15000 FL 150
OVERSPEED PROTECTION
ALTITUDE FEET
REVIEW LNAV, FLCH DESCENT
787-AT1-01
ROLL MODES
10000 PREFLIGHT PITCH MODES AUTOPILOT OVERRIDE
Training Manual
AUTOPILOT PRI FLIGHT

TM
FLIGHT CHARACTERISTICS OVERRIDE MAN ILS COMPUTERS

TRIM REQUIREMENTS ILS 27L F/D OFF
AUTOLAND MAN F/D A/T OFF VISUAL
5000 ENGINE START F/D OFF ILS 27L RWY 27L RWY 27L
AUTO - ENG AUTOSTART R
SHUT
DOWN
PUSHBACK
RWY 26L
0 F/S G/A T/G F/S
0 10 20 30 40 50 1:00 10 20 30 40 50 2:00
TIME
EGKK (Day) EGLL (Day)
Full Flight Simulator (FFS)
February 11, 2013

TM
PREFLIGHT REFERENCE
Normal procedures
Program FMC, EFB, set trim, airspeeds, and
Mode Control Panel FCOM 11.40,
FCTM Ch 1
 Proficiency Check Performance
Calculations
Seat position FCOM 1.50
Accomplish checklists FCOM CI.1,
MCC

* Normal procedures
Pushback from gate during start
Autostart – Hot Start
[ ] ENG AUTOSTART R after clearing – quick
start both QRH NNC7,
MCC
TAXI OUT REFERENCE

Normal procedures FCTM Ch 2
Thrust/jet blast
Tiller/rudder pedal steering
Turn radius/wing tip travel
Pavement width requirements
180° turns MCC
Main/nose gear ground track
Taxi speed/ND GS display
TAKEOFF REFERENCE
Normal procedures FCTM Ch 3, *MCC*
LNAV/VNAV FCOM 4.10, 20
Setting TO thrust (autothrottle) FCOM 4.20
Directional control
Rotation rate and target pitch attitude
February 11, 2013 787-AT1-01 3-2.5
TM
Flap retraction MCC

Flap maneuvering speeds FCTM Ch 1
Flight Mode Annunciators (FMAs)
Autothrust reduction
See EU-OPS AT1 Ch 6
‘Takeoff Climb’ Sec 10
CLIMB REFERENCE
Normal procedures
Climb FL 150 FCTM Ch 3, *MCC*
See EU-OPS AT1 Ch 6
No autopilot
LNAV/VNAV
Climb speeds
Flight characteristics
Trim requirements
 Proficiency Check Flight Control / Trim
Review roll and pitch modes
Roll rates, heading, and airspeed changes
 Proficiency Check Turns with & without
Spoilers
Demo roll rate with and without speedbrake FCOM 9.20
CRUISE REFERENCE
* Normal procedures FCTM Ch 4
Economy cruise at FL150
Demonstrate:
Bank angle protection FCOM 9.20,
FCTM Ch 7
Steep Turns
 Proficiency Check Steep Turns
Stall protection
Autothrottle wake-up
Manual recover from approach to stall
3-2.6 787-AT1-01 February 11, 2013
TM

from landing configuration
Nose up trim inhibit – conventional stall
recovery
Autopilot stall protection
 Proficiency Check Stall Recovery
 Proficiency Check Recognise & Counter Stall
 Proficiency Check Stall Warning Device
Unusual attitude recovery (nose high / nose low) QRH MAN1,
FCTM Ch 7
Recognition Recovery MCC
 Proficiency Check Tuck Under, Mach Buffet
[Brief Only]
DESCENT REFERENCE
Demonstrate:
Overspeed protection FCOM 9.20,
FCTM Ch 7
LNAV/FLCH descent profile FCTM Ch 4
Demonstrate:
Autopilot override (pitch & roll) FCOM 4.20
See EU-OPS AT1 Ch 6
APPROACH AND LANDING REFERENCE

Normal procedures FCTM Ch 5, Ch 6
* ILS auto-land approach RWY 27L (F/Ds OFF, full
stop landing) QRH MAN2,
FCTM Ch 5,
MCC
See EU-OPS AT1 Ch 6
Instrument Approaches to Landing –
Instructions Sec 13
Radar Vectoring for ILS Approach Sec 13
Approach selection FCOM 11.43
Intercept course to FCOM 11.42
NAV radios, visual and aural ID FCOM 11.20
February 11, 2013 787-AT1-01 3-2.7
TM
ILS auto tune FCOM 11.20

Flap extension/maneuver speeds FCTM Ch 1
Note pitch attitudes and power settings at all
flap positions
FMAs
Standard callouts FCTM Ch 1
Flare and touchdown FCOM 4.20
Speedbrake FCTM Ch 6
Autobrake FCTM Ch 6
Reverse technique FCTM Ch 6
Landing rollout FCTM Ch 6
Autopilot and autothrottle disconnect FCOM 4.20
* Autoland FCTM Ch 5
Demonstrate:
Autopilot override during landing rollout (yaw) FCOM 4.20
 Proficiency Check Autopilot/Flight Director
 Proficiency Check Precision Approach with A/P
 Proficiency Check Adherence to DEPT/ARR
Procedure/ATC
TAKEOFF REFERENCE
Normal procedures maintain 3000’ QRH MAN2,
FCTM Ch 3

* Manual, F/D, ILS approach RWY 27L Touch and
Go landing QRH MAN2,
FCTM Ch 5, MCC
Landing flare
 Proficiency Check Precision App, Manual
with F/D
* Missed approach at DA FCTM Ch 5
 Proficiency Check G/A – All Engines
3-2.8 787-AT1-01 February 11, 2013
TM

Manual ILS approach RWY 27L, touch & go
landing QRH MAN2,
FCTM Ch 5,
Touch and go landing FCTM Ch 5

[ ] PRI FLIGHT COMPUTERS QRH NNC9
* Primary flight computers fail MCC
Secondary/direct mode FCOM 9.20,
Reverse procedure
PM callouts FCTM Ch 1
Pattern altitude/timing *MCC*
Landing gear/flap extension
Visual approach – stabilized final, No F/D, No
A/T
PAPI/VASI
Threshold crossing height
Map runway display
Trend vector
Visual traffic pattern RWY 27L QRH MAN2,
FCTM Ch 5
Manual landing FCTM Ch 6
TAXI IN
* Normal procedures
After landing procedure Gate 319
SHUTDOWN REFERENCE
* Normal procedures
Shutdown procedure/checklist MCC
February 11, 2013 787-AT1-01 3-2.9
TM
Intentionally
Blank
3-2.10 787-AT1-01 February 11, 2013
TM
Full Flight Simulator (FFS) Training Manual Lesson 2T

3-3 Lesson 2T
LESSON SUMMARY
This lesson is a flight from Paris Charles de Gaulle to London Heathrow
with an in-flight diversion. Normal procedures and selected non-normals
will be practiced. Emphasis will be on a LOFT exercise followed by
visual approaches and landings with increasing crosswinds.
LESSON OBJECTIVES
• Integrate selected normal and non-normal procedures
• Initiate practice of air conditioning pack failure, loss of
cabin pressurization, diversion and hydraulic pressure
failure
• Apply Multi-Crew Coordination attributes while practicing
selected normal and non-normal procedures.
• Improve skill level of previous training objectives
February 11, 2013 787-AT1-01 3-3.1

TM
Lesson 2T Training Manual Full Flight Simulator (FFS)
ROUTE OF FLIGHT
ORIGIN Paris CDG (LFPG)
N49 00.1 E002 34.1 (Gate C-10)
RWY 26R
ROUTE OPALE, UT421, BIG FL300
DEPARTURE OPALE __
DESTINATION London Heathrow (EGLL)
ALTERNATE London Gatwick (EGKK)
PERFORMANCE
GR WT 167,800 kg FLAPS EFB
FUEL 34,000 kg CG 28%
ZFW 133,800 kg WIND 350°/10
WEATHER
LFPG METAR 35010KT 5000 HZ BKN008 OVC017 25/21 Q1008
TA: 4,000' TL: FL045 Instructor Use – LUFL: FL055
EGLL METAR 31015KT 7000 HZ OVC003 21/19 Q1006
TA:6,000' TL: FL065 Instructor Use – LUFL: FL075
EGKK METAR 25015KT 5000 HZ BKN005 OVC014 19/17 Q1005
CLEARANCE
"BT88H is cleared to London Heathrow, OPALE __ departure, squawk
4326"
"BT88H read back correct, contact ground control 121.6 for push and
start"
3-3.2 787-AT1-01 February 11, 2013
40000
PROFILE
February 11, 2013

30000 FL 300
CABIN ALTITUDE
RAPID DESCENT
20000
15000
DIVERT TO EGKK
ALTITUDE (FEET)
PACK L
787-AT1-01
10000 HYD PRESS PRI R
SHUT
Training Manual
DOWN
TM
LNAV/VNAV
VISUAL VISUAL VISUAL

PREFLIGHT MAN F/D VISUAL RWY 26L RWY 26L RWY 26L
5000
ILS 26L RWY 26L X-WIND X-WIND X-WIND
ENGINE
START
RWY 26R
F/S T&G T&G T&G F/S
0
0 10 20 30 40 50 1:00 10 20 30 40 50 2:00
TIME
LFPG (Day) EGKK (Day)
Lesson 2T
3-3.3
TM
PREFLIGHT (First 2-hour segment)

Normal procedures
ENGINE START (First 2-hour segment)

Normal procedures
TAXI OUT REFERENCE

TAKEOFFREFERENCE
See EU-OPS AT1 Ch 6
CLIMB REFERENCE
See EU-OPS AT1 Ch 6
LNAV and VNAV FCTM Ch 4
[ ] PACK L QRH NNC2
[ ] CABIN ALTITUDE QRH NNC2
EICAS message and flight deck indications MCC
Rapid descent FCTM Ch 7
Use of autopilot
Rapid descent to lowest safe altitude, or
FL100
Level-off procedures
DESCENT REFERENCE
Descent planning FCOM 11.43
Divert to EGKK
Destination change Direct MAY, Direct EGKK
RWY 26L FCOM 11.43, MCC*
See EU-OPS AT1 Ch 6
3-3.4 787-AT1-01 February 11, 2013
TM

[ ] HYD PRESS PRI R QRH NNC13

Manual, F/D, ILS approach RWY 26L, full stop
landing FCTM Ch 5, Ch 6
FMC – Approach selection FCOM 11.43
Nav radios FCOM 11.20
ILS auto tune
Standard callouts FCTM Ch 1
Flare and touchdown
Reversing techniques
TAKEOFF REFERENCE
Normal procedures QRH MAN2,
FCTM Ch 3

Visual traffic pattern RWY 26L, crosswind QRH MAN2,
FCTM Ch 5
Normal procedures
Crosswind landing techniques FCTM Ch 6

FCTM Ch 5
Normal procedures FCTM Ch 5, Ch 6
Crosswind
February 11, 2013 787-AT1-01 3-3.5
TM

FCTM Ch 5, Ch 6
Normal procedures
Crosswind
Manual landing – Full Stop FCTM Ch 6
TAXI IN
Normal procedures
SHUTDOWN (Second 2-hour segment)

Normal procedures
3-3.6 787-AT1-01 February 11, 2013
TM

3-4 Lesson 3T/2S
LESSON SUMMARY
This lesson is a local flight at Amsterdam Schiphol. Normal procedures
and selected non-normals will be practiced. Emphasis will be on
rejected takeoff exercises, non-ILS approaches and the introduction of
engine inoperative characteristics. Non-ILS instrument approaches will
normally be accomplished using VNAV / IAN; icing conditions will be
introduced.
LESSON OBJECTIVES
• Initiate practice of rejected and crosswind takeoffs,
engine out procedures, and NDB, VOR approaches
• Apply Multi-Crew Coordination attributes while
practicing selected normal and non-normal
procedures.
* Demonstrate required level of proficiency in taxi out
and manual landing normal procedures, as well as
reduced thrust takeoff with crosswind, normal
crosswind takeoff, engine-out landing, ILS approach
and missed approach with engine inoperative, engine
inoperative visual traffic pattern and manual landing,
hydraulic system, and engine fire non-normal
procedures and circling approach.
* Denotes proficiency item.
February 11, 2013 787-AT1-01 3-4.1

TM

• Pre-Flight Checks
• Taxiing
• Landing, Crosswind
• Circling Approach
• Holding Procedure
• Non-Precision Approach down to MDA(H)
• Takeoff – Normal
• Precision Approach, Manual, OEI
• G/A, Manual, Engine Inop
• Rejected Takeoff
3-4.2 787-AT1-01 February 11, 2013
TM
ROUTE OF FLIGHT
ORIGIN Amsterdam Schiphol (EHAM)
N52 18.3 E004 46.0 (Gate C-18)
RWY 24
ROUTE BERGI __, SPY, PAM
DESTINATION Amsterdam Schiphol (EHAM)
PERFORMANCE
FUEL 34,000 kg CG 28%
ZFW 133,800 kg WIND 360°/15
CRZ ALT 4,000’ EO ACCEL HT 1,000’
WEATHER
EHAM METAR 36015KT 5000 SN OVC014 0/0 Q1003
CLEARANCE
"BT88H, cleared local flying, BERGI __ departure, expect VOR DME
approach RWY 09, circling RWY 27, squawk 4326"
"BT88H, read back correct, contact ground control 121.8 for push and
start"
February 11, 2013 787-AT1-01 3-4.3
3-4.4
40000
PROFILE
Lesson 3T/2S
30000
20000
15000
HYD PRESS SYS C
ALTITUDE (FEET)
ON G/A
ENG OUT TAMS
787-AT1-01
HOLD SPL FAMILIARIZATION DEMONSTRATION
10000
Training Manual
228 Rad/R turn

RTO
TM
FIRE ENG EXERCISES
RWY 24 VOR 09 LNAV/VNAV MAN F/D IAN ENG INOP ENG INOP
5000 PREFLIGHT X-WIND CIRCLING 27 NDB 06 MAN F/D VISUAL
X-WIND W/PROC TURN ILS O6 RWY O6 SHUT
ENGINE DOWN
START
0 F/S F/S M/A F/S

0 10 20 30 40 50 1:00 10 20 30 40 50 2:00
TIME
EHAM (Day) EHAM (Day)
February 11, 2013

TM
PREFLIGHT REFERENCE
Normal procedures
 Proficiency Check Preflight Checks
De-icing requirements FCOM SP.3,
FCTM Ch 3

Normal procedures
Engine anti-ice use FCOM 3.20, SP.3
TAXI OUT REFERENCE

 Proficiency Check Taxiing
TAKEOFF RWY 24 REFERENCE

FCTM Ch 3
* Reduced thrust takeoff FCOM 11.40,
FCTM Ch 3
Crosswind
Acceleration height FCTM Ch 3
Pattern airspeeds FCTM Ch 1

* VOR/DME LNAV/VNAV approach RWY 09, QRH MAN2,
FCOM 11.43
circle to land RWY 27, FCTM Ch 5
VOR Circle Approach Procedures – VNAV FCOM SP.4
Utilize VNAV approach procedures except:
Use of SPD intervention not required FCTM Ch 5
Path Guidance Techniques FCOM SP.4,
FCTM Ch 5
Monitor the VNAV path deviation
indication
For a circling approach, set barometric
minimums selector to MDA(H) then set the
MDA(H) on the MCP and circle at MCP
altitude
February 11, 2013 787-AT1-01 3-4.5
TM
Raw data requirements FCTM Ch 5

Set missed approach altitude FCTM Ch 5
Circle approach maneuvering QRH MAN2,
FCTM Ch 5
Maintain visual contact during circle
Airspeed during maneuvering normally
requires
CAT C (ICAO) – 136 to 180 knots
Autopilot disconnect
Flight director
procedures
Visual flight path below MDA(H) QRH NNC11,
FCOM 11.60,
FCTM Ch 1
Crosswind
 Proficiency Check Landing – Crosswind
 Proficiency Check Circling Approach MCC
TAKEOFF REFERENCE
Normal takeoff QRH MAN2,
FCTM Ch 3
Crosswind

[ ] HYD PRESS SYS C QRH NNC13
* Hydraulic system loss/leak
Review checklist – effect of lost components
 Proficiency Check Holding Procedure
Holding at SPL 228 Rad/Right Turn FCOM 11.43,
FCTM Ch 4
Holding entry
Next hold
Holding speed
Exiting methods
Non-ILS NDB Approach Procedures – Using
IAN Procedures FCTM Ch 5
3-4.6 787-AT1-01 February 11, 2013
TM

Manual, F/D, NDB procedure turn QRH MAN2,
FCOM SP.4
approach RWY 06 FCTM Ch 5
Using IAN Procedures
Flight pattern QRH MAN2,
FCTM Ch 5
Use of autopilot recommended
Fly off from FAF
No waypoint modifications
Flap configuration and speeds FCTM Ch 5
Pacing
Use of speed intervention
Appropriate path with MAP at or before
runway threshold
Glidepath angle published on chart and/
or legs page
Published VNAV DA(H)
FMCS certified for instrument approach
navigation with radio or GPS updating; RNP vs
ANP-RNP manual entry (0.3 for GPS)
If required to use MDA(H) for the approach
minimum altitude, the barometric minimums
selector should be set at MDA+50 feet to
ensure that, if a missed approach is initiated,
descent below the MDA(H) does not occur
during the missed approach
FMA annunciations
Do not select APP (do not use IAN)
Discuss “on approach” logic FCOM 11.31
 Proficiency Check Non-Precision Approach
down to MDH/A
February 11, 2013 787-AT1-01 3-4.7
TM
For a circling approach, set barometric

minimums selector to MDA(H) then set the
MDA(H) on the MCP and circle at MCP
altitude
LANDING
Full Stop Landing MCC
TAKEOFF REFERENCE
* Normal procedures QRH MAN2,
FCTM Ch 3
Flap 15 TO
Expedite Departure (ATC)
 Proficiency Check Takeoff – Normal

Engine out familiarization FCTM Ch 7
[ ] FIRE ENG QRH NNC8
* Engine inoperative, manual, F/D QRH MAN2,
FCTM Ch 5
* ILS approach RWY 06 MCC
 Proficiency Check Precision Approach,
Manual, OEI
TAMS DEMONSTRATION ON G/A REFERENCE

FCOM 11.43,
FCTM Ch 4
Freeze sim during engine inoperative missed

approach when G/A thrust is set, gear is
retracted and stabilized at initial G/A speed.
Discuss TAMS indication on the airspeed
indicator.
DO NOT attempt to fly aircraft into TAMS region.
* Missed approach FCTM Ch 5
 Proficiency Check G/A, Manual, Engine Inop
3-4.8 787-AT1-01 February 11, 2013
TM

* Engine inoperative:
visual traffic pattern RWY 06 QRH MAN2
full stop landing FCTM Ch 5
Reversing techniques
Braking considerations
TAKEOFF (RTO EXERCISES) REFERENCE

Selecting an RTO exercise positions airplane on
centerline using current field conditions and gross
weight for a balanced field length condition.
(Instructor will confirm that the FMC V-speeds and
weights match those generated at the IOS)
Review RTO procedures/exercises QRH MAN2,
FCTM Ch 3
Run 1 and 2 (First 2-hour segment)

Run 1: Engine fail V1 minus 5 knots, manual braking
Timely engine failure recognition and PM call
Pedal force and direction control with max manual braking
Run 2: Engine fail V1 minus 5 knots, autobrakes
Timely initiation of RTO
Recognizing the effectiveness of autobraking relative to
max manual braking
Run 3 and 4 (Second 2-hour segment)
Run 3: Engine fail V1 minus 5 knots, wet runway, V1 corrections,
manual braking
Stopping distance chart computation
Run 4: Engine fail V1 minus 5 knots, wet runway, V1 corrections,
manual braking
Run 5: Accomplished on Lesson 6T/4S
 Proficiency Check Rejected Takeoff
February 11, 2013 787-AT1-01 3-4.9
TM
MCC CONSIDERATIONS
MCC Considerations – Situational Awareness
Crosscheck available information
Awareness of available decision time
Distractions possible due to malfunctions
TAXI IN
Normal procedures
SHUTDOWN
Normal procedures
3-4.10 787-AT1-01 February 11, 2013
TM

3-5 Lesson 4T
LESSON SUMMARY
This lesson is a local flight at Amsterdam Schiphol. Normal procedures
and selected non-normals will be practiced. Emphasis is on cross-wind
takeoffs and landings and non-ILS approaches. VNAV/IAN or V/S
procedures will be used on non-ILS approaches.
LESSON OBJECTIVES
• Integrate selected normal and non-normal
procedures
• Initiate practice of engine fire on takeoff and
localizer approaches
• Apply Multi-Crew Coordination attributes
while practicing selected normal and non-
normal procedures
• Improve skill level of previous training
objectives
February 11, 2013 787-AT1-01 3-5.1

TM
ROUTE OF FLIGHT
N52 18.3 E004 46.0 (Gate C-18)
RWY 24
DESTINATION Amsterdam Schiphol (EHAM)
DEPARTURE By ATC
ROUTE N/A
PERFORMANCE
FUEL 34,000 kg CG 28%
ZFW 133,800 kg WIND 180°/15
TO 2 or TO with
THRUST LIM THR REDUCTION 1,500’
MAX ATM
WEATHER
EHAM METAR 18015KT 3000 BR FEW020 BKN030 OVC050 10/03 Q1006
CLEARANCE
"BT88H is cleared for local flying, squawk 4326"
start"
3-5.2 787-AT1-01 February 11, 2013
40000
PROFILE
February 11, 2013

30000
20000
15000
HOLDING
ALTITUDE (FEET)
AT SPL
787-AT1-01
10000 ENG OIL PRESS
Training Manual
TM
ENG INOP
PREFLIGHT VISUAL VISUAL MAN F/D VOR 36C
5000 RWY 27 RWY 27 ILS 27 CIRCLING NDB 18C LOC 18C
RWY 24 X-WIND X-WIND X-WIND X-WIND X-WIND X-WIND
ENGINE X-WIND
SHUT
START DOWN
REJ
0 T&G T&G F/S LDG T&G F/S
0 10 20 30 40 50 1:00 10 20 30 40 50 2:00
TIME
EHAM (Day) EHAM (Day)
Lesson 4T
3-5.3
TM

Normal procedures

Fast start accomplished by instructor
TAXI OUT REFERENCE

TAKEOFF REFERENCE
Normal procedures RWY 24 QRH MAN2,
FCTM Ch 3
Crosswind takeoff 180/15 FCTM Ch 3

Visual traffic pattern RWY 27
touch and go landing QRH MAN2,
FCTM Ch 5
Crosswind 180/15 AT1 Ch 7
MCC

Visual traffic pattern RWY 27
FCTM Ch 5
Crosswind 180/25 AT1 Ch 7
MCC

[ ] ENG OIL PRESS QRH NNC7
During climb
Engine inoperative, manual F/D
ILS approach RWY 27 QRH MAN2
full stop landing FCTM Ch 5, Ch 6
Crosswind FCTM Ch 6
Manual landing 180/15 FCTM Ch 6
3-5.4 787-AT1-01 February 11, 2013
TM
TAKEOFF REFERENCE
FCTM Ch 3
Crosswind takeoff FCTM Ch 3

Holding at SPL FCTM Ch 4
VOR approach RWY 36C AT1 Ch 7 MCC
circle to land RWY 18C QRH MAN2
rejected landing FCTM Ch 5, Ch 6
VNAV or V/S
Rejected landing, Crosswind 090/15 FCTM Ch 6

NDB approach RWY 18C
FCTM Ch 5
VNAV or V/S
Touch and go landing, Crosswind 090/15 FCTM Ch 5

LOC approach RWY 18C QRH MAN2
VNAV/IAN or V/S
For training purposes, use published
MDA(H)+50 feet as the altitude to
initiate the missed approach or decide
to land
Manual landing, Crosswind 090/15 FCTM Ch 6,
MCC
TAXI IN
Normal procedures

Normal procedures MCC
February 11, 2013 787-AT1-01 3-5.5
TM
Intentionally
Blank
3-5.6 787-AT1-01 February 11, 2013
TM

3-6 Lesson 5T/3S
LESSON SUMMARY
This lesson is a flight from London Gatwick to Seattle, KSEA, with an in-
flight diversion to Manchester. Normal procedures and selected non-
normals will be practiced. This flight emphasizes in-flight diversion
considerations and procedures. Engine failure after V1 characteristics
and procedures will be introduced.
LESSON OBJECTIVES
procedures
• Initiate practice of dual engine failure/stall,
fuel jettison, VOR approach, terrain
avoidance maneuver, and engine failure on
takeoff after V1
normal procedures
objectives
* Demonstrate required level of proficiency in climb normal
procedures, electrical generator off, engine EEC mode, dual
engine failure/stall, engine in-flight start, diversion, fuel jettison,
manual landing with crosswind, terrain avoidance maneuver,
takeoff with engine failure after V1, climb with engine inoperative,
APU fire and evacuation.
* Denotes proficiency item

• Crosswind Takeoff
• Takeoff at MTOM
• Fuel Jettison
• Engine Fail, S/D & Re-start
• Rejected Landing SRG
• GPWS and Wx Radar SRG
• Other Emergencies as per FM
February 11, 2013 787-AT1-01 3-6.1

TM
ROUTE OF FLIGHT
ORIGIN London Gatwick (EGKK)
N51 08.9 W000 11.4
RWY 26L
TNT UN57 POL UN601 TLA UL 602 GOW UN615 STN,
ROUTE
KEF, KSEA
DEPARTURE LAM __
DESTINATION Seattle (KSEA)
ALTERNATE Manchester (EGCC)
PERFORMANCE
FUEL 77,400 kg CG 25%
ZFW 150,500 kg WIND 200°/20
THRUST LIM TO THR REDUCTION 1,500’
WEATHER
EGKK METAR 20020KT 9999 OVC070 14/12 Q1011
KSEA METAR 35015KT 4000 BKN050 18/16 Q1013
TA: 18,000
EGCC METAR 150/15G25KT 4000 RA BKN013 OVC020 12/8 Q1010
CLEARANCE
"BT88H, is cleared to Seattle, Lambourne __ departure, squawk 4326"
start"
3-6.2 787-AT1-01 February 11, 2013
40000
PROFILE
30000 FL 300 ENG IN-FLIGHT AUTO START
February 11, 2013

PASSING FL 250
DUAL ENGINE FAIL/STALL
20000
DIVERT TO EGCC
ENG IN-FLIGHT START

ENG EEC MODE L TERRAIN
15000 FUEL AVOIDANCE
JETTISON MANEUVER
ALTITUDE (FEET)
RWY 05L
MAINTAIN RWY 23R
787-AT1-01
ELEC GEN OFF L1 ENG FAIL
10000 2,000' WIND CALM EVACUATION
AFTER V1
Training Manual
TM
ENGINE FAIL
AFTER V1 ENG INOP ENG INOP
VOR PRACTICE MANUAL F/D
5000 PREFLIGHT VISUAL
RWY 05L
ILS 23R RWY 23R
V/S - FPA
ENGINES X-WIND FIRE
RUNNING RWY 26L APU
X-WIND REJ
0 LDG M/A F/S
0 10 20 30 40 50 1:00
1:00 10 20 30 40 50 2:00
TIME
EGKK (Day) EGCC (Day)
Lesson 5T/3S
3-6.3
TM

*Normal procedures

* Normal procedures
TAXI OUT REFERENCE

TAKEOFF REFERENCE
FCTM Ch 3
Crosswind
 Proficiency Check Cross wind takeoff
RNAV departure FCTM Ch 1
Airplane equipment requirements
Departure chart notes
Airplane RNP/ANP displays
PROG 4/4
NPS (as installed)
Unable RNP indications
 Proficiency Check Takeoff at MTOM
CLIMB REFERENCE
RNAV Departures – Required Aircraft
Equipment
[ ] ELEC GEN OFF L1 (Allow reset) QRH NNC6
[ ] ENG EEC MODE L (Allow reset) QRH NNC7
DUAL ENGINE FAIL/STALL QRH NNC0, 7
Flight Deck indications
Driftdown, if required FCOM 11.42
DESCENT REFERENCE
Dual Engine Fail/Stall Checklist
One engine restarts during descent
3-6.4 787-AT1-01 February 11, 2013
TM

ENG IN-FLIGHT START Clear @ FL 150 QRH NNC0, 7
Second engine restarts
FMC status after in-flight start
MCC Considerations MCC
Divert to EGCC FCOM 11.43
Destination change
FUEL JETTISON QRH NNC0, 12
Level at FL100 FCTM Ch 8
 Proficiency Check Fuel Jettison
 Proficiency Check Engine Fail, S/D & Re-start

VOR (V/S - FPA) approach RWY 05L QRH MAN2
Rejected landing FCTM Ch 5, Ch 6
Crosswind
 Proficiency Check Rejected Landing
REJECTED LANDING REFERENCE

On departure, RWY 05L, maintain 2,000 feet
Straight ahead, Alt 750 ft, Turn Right 080º
At 2,000 ft, Descend Alt 1,500 ft
(Terrain approx. 10nm ahead)
Terrain avoidance
Ground Proximity Caution QRH MAN1,
FCTM Ch 7
“CAUTION TERRAIN”
Ground Proximity Warning QRH MAN1,
FCTM Ch 7
TERRAIN TERRAIN PULL UP
* Terrain Avoidance Maneuver QRH MAN1,
FCTM Ch 7
 Proficiency Check GPWS and Wx Radar
After the terrain avoidance maneuver, return
to takeoff position, RWY 23R
February 11, 2013 787-AT1-01 3-6.5
TM
TAKEOFF REFERENCE
Takeoff, engine failure practice (wind calm) QRH MAN2,
FCTM Ch 3
Takeoff 1, engine failure after V1
TOM (MTOM) 167,800 kg
Reset from Approx 1,500 ft
Climb, engine inoperative
Reset TOM 167,800 kg
Climb, engine inoperative
Reset from “Aircraft Clean”
(Severe Damage – Unannunciated)
Reset TOM QRH MAN2,
FCTM Ch 3
[ ] ENG FAIL QRH NNC7
Engine failure indications
Memory Items / ECL Usage FCOM 15.10, 15.20
TAKEOFF REFERENCE
Takeoff, engine failure after V1
Crew coordination
Takeoff message inhibits FCOM 15.20
Rudder required for directional control
Trim requirements
Rotation rate and target pitch attitude
Flight director usage
Slip/skid indicator

Engine inoperative, manual, F/D QRH MAN2,
FCTM Ch 5
ILS approach RWY 23R
Trim requirements
Rudder requirement
LNAV
3-6.6 787-AT1-01 February 11, 2013
TM

VNAV/FLCH
Missed approach FCTM Ch 5

Engine inoperative,
traffic pattern RWY 23R QRH MAN2
full stop landing FCTM Ch 5, Ch 6
Pattern
Reverse technique
TAXI IN REFERENCE
[ ] FIRE APU QRH NNC8
EVACUATION QRH EVAC
Evacuation procedure FCTM Ch 8
Emergency exits – selection and use
MCC Considerations MCC
 Proficiency Check Other Emergencies as per
FM
Note: Prior to Lesson 6T/4S, Windshear Video must be reviewed
February 11, 2013 787-AT1-01 3-6.7
TM
Intentionally
Blank
3-6.8 787-AT1-01 February 11, 2013
TM

3-7 Lesson 6T/4S
LESSON SUMMARY
This lesson commences with a local night flight at Amsterdam in
adverse weather; the lesson ends in daylight for wind-shear training.
The crew performs a limited pre-flight while the Instructor starts the
engines and configures the overhead panel. Normal procedures and
selected non-normals will be practiced. Emphasis will be on hydraulic
failures, flight control failures, and windshear. VNAV or V/S may be used
on non-ILS approaches.
LESSON OBJECTIVES
• Initiate practice of hydraulic failure of two systems,
flaps/slats control failure, and windshear exercises
• Apply Multi-Crew Coordination attributes while
practicing selected normal and non-normal
procedures
* Demonstrate required level of proficiency in takeoff
with reduced braking action, hydraulic system failure,
flap/slat control failure, engine inoperative visual
traffic pattern and landing and takeoff with windshear
near VR, after takeoff and on approach
* Denotes proficiency item

• Crosswind Takeoff
• Takeoff at MTOM
• Fuel Jettison
• Engine Fail, S/D & Re-start
• Rejected Landing
• GPWS and Wx Radar
• Other Emergencies as per FM
February 11, 2013 787-AT1-01 3-7.1

TM
ROUTE OF FLIGHT
N52 18.3 E004 46.0 (Gate C-18)
RWY 24
DESTINATION Amsterdam (EHAM)
DEPARTURE Radar Vectors SPL
ROUTE LOCAL TRAINING
PERFORMANCE
FUEL 36,000 kg CG 30%
ZFW 112,800 kg WIND 250°/20
THRUST LIM TO 1 or TO2 THR REDUCTION 1,500’
WEATHER
EHAM METAR 25020KT 200 SN VV/// 0/0 Q1002 88690392
Note: Braking action on taxiways and runway medium to poor,

3mm slush on taxiways and runway.
CLEARANCE
"BT88H is cleared for Local Training at Amsterdam, expect Radar
Vectors after departure, for NDB approach runway 18C, squawk 4326"
start"
3-7.2 787-AT1-01 February 11, 2013
40000 ZFW - 134,000 KGS
FUEL - 34,000’
PROFILE
TOGW - 168,200
WINDSHEAR NEAR VR
February 11, 2013

30000 1-WTA1-T/O Vr-8
2-WTA3-T/O 100’
3-WTA1-APP 300’ W / A/P

4-WTA1-APP 300’NO A/P
20000
15000 HYD PRESS SYS R+C

HYD R - BROKEN PIPE WINDSHEAR 2 WINDSHEAR 4
ALTITUDE (FEET)
HYD C - LOW QTY AFTER TAKEOFF ON FINAL
ENG SEIZURE
787-AT1-01
AFTER V1 WINDSHEAR 1
10000 HOLD PPOS WINDSHEAR 3
AIRSPEED X-WIND NEAR VR
TAKEOFF ON FINAL
Training Manual
CONFIGURATION UNRELIABLE
TM
WARNING ENG INOP ENG INOP

NO A/T MAN F/D VISUAL AUTOPILOT
5000 PREFLIGHT NDB 18C RAW DATA ILS 18C RWY 18C ILS 18C VISUAL
RWY 24 X-WIND ILS 18C X-WIND X-WIND X-WIND
ENGINES
RUNNING
F/S F/S M/A F/S M/A M/A F/S

0
0 10 20 30 40 50 1:00 10 20 30 40 50 2:00
TIME
EHAM (Night) (Day) EHAM (Day)
Lesson 6T/4S
3-7.3
TM
PREFLIGHT (First 2-hour segment) REFERENCE
Gate C-18.
Normal procedures
De-icing requirements
ENGINE START (First 2-hour segment) REFERENCE

Fast start accomplished by instructor Push Tail Left
Normal Before Taxi procedures/checklist
Engine anti-ice, Slush – Flaps Consideration FCOM 3.20, SP.16,
MCC
TAXI OUT A to S7 REFERENCE

Taxi in adverse weather FCTM Ch 2
Engine anti-ice/run-up FCOM SP.16
TAKEOFF REFERENCE
Normal procedures Rwy 24 – left turn radar vectors FCTM Ch 3
Takeoff Configuration Warning FCOM 15.20
Takeoff, reduced braking action FCTM Ch 3
Crosswind
Adverse runway conditions takeoff FCTM Ch 3
 Proficiency Check Instrument Takeoff

[ ] HYD PRESS SYS R+C PPOS Hold NW of FAF QRH NNC13
HYD R - Broken Pipe
HYD C - Low Quantity FCTM Ch 8
Loss of Right and Center Hydraulic Systems
Review affected components
Slats hydraulic operation
Flaps hydraulic operation
Main landing gear hydraulic operation
Auto speedbrake
Autobrake
3-7.4 787-AT1-01 February 11, 2013
TM

Right thrust reverser
Additional time required for flap/slat
extension
Reduced flight control capability
Flaps 20 and VREF 30+20 (ensures go-
around performance)
Crosswind limit – 20 knots
 Proficiency Check Slat and Flap System
* NDB approach RWY 18C QRH MAN2 FCTM
Ch 5,
 Proficiency Check Traffic Pattern – Slats and
Flaps
Non-ILS Approach FCOM SP.4,
FCTM Ch 5
Utilize VNAV approach procedures except:
Use of SPD intervention not required
Path Guidance Techniques FCOM SP.4,
FCTM Ch 5
Monitor the VNAV path deviation
indication
Use the altitude range
arc at stepdown fix or
the altitude to initiate the
missed approach
300 feet per NM altitudes
Set missed approach altitude FCTM Ch 5
Flaps 20
Crosswind MCC
TAKEOFF REFERENCE
Normal takeoff QRH MAN2,
FCTM Ch 3
Crosswind
Climb to 3,000 feet
February 11, 2013 787-AT1-01 3-7.5
TM

[ ] AIRSPEED UNRELIABLE Fail 3 Pitots QRH NNC10
Flight with airspeed unreliable QRH PI.10,
FCTM Ch 8
Early recognition of airspeed errors
Raw data, ILS Approach RWY 18C QRH MAN2
FCTM Ch 5
Flight Pattern QRH MAN2
FCTM Ch 5
 Proficiency Check Precision App – Manual, No
F/D, No A/T
Crosswind
 Proficiency Check Normal Landing – After ILS
App
 Proficiency Check Pitot/Static System
TAKEOFF REFERENCE
Takeoff, engine seizure after V1 QRH MAN2,
FCTM Ch 3
Correctly diagnose seizure vs failure & apply
memory items
Directional control
Eng Severe Damage/Separation QRH NNC7
Crosswind
 Proficiency Check Takeoff w/Simulated Engine
Failure after V1

Engine inoperative, manual, F/D, ILS approach
RWY 18C, QRH MAN2,
FCTM Ch 5
Crosswind
 Proficiency Check Other Missed Approach
3-7.6 787-AT1-01 February 11, 2013
TM

Engine inoperative, visual traffic pattern QRH MAN2
FCTM Ch 5,
RWY 18C, full stop landing Ch 6
Crosswind
 Proficiency Check Landing – Critical Eng Inop
WINDSHEAR TRAINING REFERENCE

Windshear avoidance, precaution and recovery
See Profile for conditions FCTM Ch 7
Windshear escape maneuver QRH MAN1,
FCTM Ch 7
Windshear indications FCOM 15.10, 15.20
Use of pitch attitude and thrust to control flight
path versus airspeed
Do not change configuration
Respecting stick shaker
Go-around considerations
Use of the autopilot/flight director
Crew coordination
Report windshear activity to ATC
Takeoff, windshear near VR QRH MAN1,
FCTM Ch 7
TAKEOFF REFERENCE
Takeoff, windshear after takeoff QRH MAN1,
FCTM Ch 7

Autoland, ILS approach RWY 18C
Windshear on final QRH MAN1,
FCTM Ch 7
Monitor system performance
Crosswind
 Proficiency Check Windshear – Takeoff/
Landing
February 11, 2013 787-AT1-01 3-7.7
TM

Visual traffic pattern RWY 18C QRH MAN2
FCTM Ch 5,
Crosswind
TAXI IN Gate E-22

Normal procedures

Normal procedures
3-7.8 787-AT1-01 February 11, 2013
TM

3-8 Lesson 7T/5S
LESSON SUMMARY
This lesson is a flight from Geneva to Munich with a diversion into
Zurich. The crew performs a push-back and normal start procedures.
The Lesson comprises normal procedures and selected non-normals in
preparation for the Proficiency Check. Emphasis will be on a LOFT
exercise with diversion decisions
LESSON OBJECTIVES
procedures
• Initiate practice of pressurization malfunction,
engine low oil pressure and a control
malfunction
normal procedures, including crew
incapacitation
objectives and demonstrate readiness to take
the Proficiency Check

• Incapacitation of Flight Crewmember
• Cabin Pressure Failure/Emergency Descent
• Smoke Control and Removal
• TCAS Event
• Fire Drills: Engine, APU, Cargo
• Landing with Jammed Stabilizer Out of Trim
February 11, 2013 787-AT1-01 3-8.1

TM
ROUTE OF FLIGHT
ORIGIN Geneva (LSGG)
N46 14.0 E006 06.6 (Gate 14)
RWY 23
ROUTE UN871 KOGOL
DEPARTURE MOLUS __
DESTINATION Munich (EDDM)
ALTERNATE Zurich (LSZH)
PERFORMANCE
GR WT 159,300 kg FLAPS Optimum
FUEL 31,800 kg CG 28%
ZFW 127,500 kg
THRUST LIM ATM THR REDUCTION 1,500’
WEATHER
LSGG METAR 28010KT 300 FG OVC001 18/17 Q1010
LSZH METAR 1105KT 600 RA OVC004 15/14 Q1008
METAR VAR05KT 1000 MIFG OVC006 21/20 Q1015
EDDM
GRADU CAVOK
CLEARANCE
"BT88H, is cleared to Munich airport, MOLUS __ departure, squawk
4326"
start"
3-8.2 787-AT1-01 February 11, 2013
40000
PROFILE
30000 FL 310
February 11, 2013

CABIN ALTITUDE
RAPID DESCENT
20000
15
PACK L
15000 DIVERT TO
LSZH
ALTITUDE (FEET)
SMOKE/FUMES
TCAS EVENT
STABILIZER
787-AT1-01
10 On Downwind

10000 FIRE CARGO AFT
MAN F/D SHUT
Training Manual
ILS DOWN
TM
RTO PILOT
DIVERT RWY 08R
INCAP
PREFLIGHT ILS TO EDDM
5
5000 RWY 16 RTO
ENGINE CONT
START
RWY 23 M/A F/S

00
00 10 20
20 30
30 40
40 50
50 1:00
1:00 10
10 20 30 40 50 2:00
TIME
TIME
LSGG LSZH EDDM
Lesson 7T/5S
3-8.3
TM
PREFLIGHT
Normal procedures

Push-back and start engines Gate 14 – Push Tail
Left MCC
TAXI OUT REFERENCE

Normal procedures / Low Visibility FCTM Ch 2
TAKEOFF REFERENCE
FCTM Ch 3
Rejected takeoff QRH MAN1,
FCTM Ch 3
Crew Incapacitation MCC
 Proficiency Check Incapacitation of Flight Crew
member
CLIMB REFERENCE
VNAV
Level off
* TCAS event, TA versus RA QRH MAN.1,
FCTM Ch 7
 Proficiency Check TCAS Event
Inhibits
Recover to previous clearance when conflict is re-
solved MCC
[ ] PACK L QRH NNC2
CRUISE REFERENCE
[ ] CABIN ALTITUDE QRH NNC2
EICAS message and flight deck indications MCC
DESCENT REFERENCE
Rapid descent FCTM Ch 7
3-8.4 787-AT1-01 February 11, 2013
TM

 Proficiency Check Cabin Pressure Failure /
Emergency Descent
Divert to Zurich (LSZH) QRH MAN1,
FCTM Ch 7

ILS approach RWY 16 (LSZH)
Missed Approach
LSZH Closed
CLIMB AND CRUISE REFERENCE

Divert to EDDM
ZUE-KPT-KOGOL FL100
[ ] FIRE CARGO AFT QRH NNC8
[ ] SMOKE, FIRE OR FUMES QRH NNC8
Arrival procedure, Runway 08R
 Proficiency Check Fire Drills: Engine, APU,
Cargo
 Proficiency Check Smoke Control and
Removal

[ ] STABILIZER [Fail All] QRH NNC8
 Proficiency Check Landing with Jammed
Stabilizer Out of Trim
Manual, F/D, ILS approach RWY 08R QRH MAN2,
FCTM Ch 5
ATC, Full Stop FCTM Ch 5
TAKEOFF RTO EXERCISE REFERENCE

Takeoff, engine failure QRH MAN.2,
FCTM Ch 3
Go/No Go decision close to V1
Screen height over end of runway
February 11, 2013 787-AT1-01 3-8.5
TM
TAXI IN

Normal procedures
3-8.6 787-AT1-01 February 11, 2013
TM
Proficiency Check Training Manual Procedures

4-1 Procedures
NAA Requirements
Information and procedures concerning the delivery of the Proficiency
Check, its content, procedures and environment and those covering
failure, remedial training, safety or an incomplete check will be as
detailed by the NAA.
Pass
The applicant shall pass all sections of the skill test/proficiency check.
Remedial Training
Further training may be required after a failed test/check. Failure to
achieve a valid pass shall require further training as determined by the
examiner.
Safety
The NAA concerned will provide the examiner with safety criteria to be
observed in the conduct of the test/check.
Incomplete Proficiency Check

Should an applicant choose not to continue with a test/check for reasons
considered inadequate by the examiner, the applicant will be regarded
as having failed those items not attempted. If the test/check is
terminated for reasons considered adequate by the examiner, only
those items not completed shall be tested in a further flight.
Examiner Discretion
At the discretion of the examiner any maneuver or procedure of the test/
check may be repeated by the applicant. The examiner may stop the
test/check at any stage if it is considered that the applicant's
competency requires a complete re-test/re-check.
February 11, 2013 787-AT1-01 4-1.1

TM
Procedures Training Manual Proficiency Check

Procedures
Checks and procedures shall be carried out/completed in accordance
with the authorised check list for the airplane used in the test/check and,
if applicable, with the MCC concept. Performance data for takeoff,
approach and landing shall be calculated by the applicant in compliance
with the operations manual or flight manual for the airplane used.
Decision heights/altitude, minimum descent heights/altitudes and
missed approach point shall be determined by the applicant during the
proficiency check, as applicable.
Environment
The test/check for a multi-pilot airplane shall be performed in a multi-
crew environment. Another applicant or another pilot, may function as
second pilot.
An applicant shall be required to operate as 'pilot flying' (PF) during all
sections of the test/check, except abnormal and emergency procedures
which may be conducted as PF or PNF. The applicant may choose
either the left hand or the right hand seat for the test/check if all items in
the test/check can be executed from the selected seat.
Content
The skill test for the type rating shall be carried out when all the training
elements have been satisfactorily completed. The test will normally be
conducted by an examiner who has not been involved in the training.
The examiner should sample the items covered by the instructor to
ensure standardization of training and form part of the quality system.
Please Note:
3.1 Turns with and without spoilers.
BFS train this item by extending the speedbrakes to compare the
rate of roll without, with partial and with full speedbrake.
3.2 Tuck under and Mach buffets after reaching the critical Mach No.
This item is not trained in the simulator; it is covered by briefing
only, as the 787 does not have a mach tuck tendency. (FCTM 4.13)
4-1.2 787-AT1-01 February 11, 2013
TM
Proficiency Check Training Manual Procedures

3.8.1 Recovery from full stall.
This item is trained as recovery from activation of the stall warning
device in climb, cruise and approach configuration. BFS train this item
in the landing configuration by lowering the gear with flaps 20 and
recovering from the stick shaker. (FCTM 7.8)
3.9.3.1 Precision approach flown manually without Flight Director.
Manual thrust is to be used.
Examiner Qualification
The Proficiency Check will be conducted by an examiner holding
suitableType Rating Examiner Airplane (TRE(A)) or Synthetic Flight
Examiner Airplane (SFE(A)) authorizations or NAA equivalent.
Examiner Checking Requirements & Paperwork

The following matters shall be specifically checked when testing/
checking applicants for a type rating for multi-pilot airplanes extending
to the duties of a pilot-in-command, irrespective of whether the applicant
acts as PF or PNF:
(a) management of crew cooperation;
(b) maintaining a general survey of the airplane operation by
appropriate supervision; and
(c) setting priorities and making decisions in accordance with
safety aspects and relevant rules and regulations appropriate
to the operational situation, including emergencies.
The test/check should be accomplished under IFR and as far as

possible in a simulated commercial air transport environment. An
essential element is the ability to plan and conduct the flight from routine
briefing material.
The Environment and the database used for the PC will be the same as
used for the FFS segment.
Airports used for the PC may be any in the EU area, which may or may
not have been used in the FFS segment.
The visual model used for the PC may be generic.
Or as required by the NAA.
February 11, 2013 787-AT1-01 4-1.3
TM
Procedures Training Manual Proficiency Check
Intentionally
Blank
4-1.4 787-AT1-01 February 11, 2013
TM
Proficiency Check Training Manual Flight Test Tolerances

4-2 Flight Test Tolerances
Flight Test Tolerances
ALTITUDE OR HEIGHT
Normal Flight ±100 ft
Starting go-around at decision altitude/height +50 ft/-0 ft
Minimum descent altitude/height +50 ft/-0 ft
TRACKING
All except precision approach ± 5°
Precision approach half scale deflection azimuth and glidepath
HEADING
All engines operating ± 5°
With simulated engine failure ±10°
SPEED
All engines ± 5 kt
Asymmetric +10/-5 kt and never below V2
Further Guidance
HEIGHT ACCURACY
The applicant need not be failed if an error of more than 100 ft occurs
two or three times. However, the examiner should seriously consider
awarding an individual fail if:
a) Height error of more than 200 ft occurs.
b) An error of 100 ft or more is uncorrected for an
unreasonable period of time.
APPROACH MINIMA
a) On a non-precision approach when constant
descent profile is flown care must be
taken not to descend below MDH/MDA when a missed
approach is being conducted.
February 11, 2013 787-AT1-01 4-2.1
TM
Flight Test Tolerances Training Manual Proficiency Check

b) RVR must be checked against airfield minima
prior to commencing an approach
to land.
TRACKING ACCURACY
a) A failure should be awarded at any time during the test/check if there
is an inability to settle within ±5° of the specified track or correcting track
the wrong way and maintaining the error for an unreasonable period.
SPEED ACCURACY
a) The 5 kt limit in climb, cruise and approach
should be extended to 10 kt in the
case of jet aircraft and an airspeed error of 15 kt at
any time.
Note: When making an assessment, handling qualities and aircraft
performance should be taken into account.
b) If the test/check is conducted in an aircraft, the
examiner should make allowance for turbulent
conditions.
4-2.2 787-AT1-01 February 11, 2013
TM
EU Operations - Rules Training Manual Overview

6-1 Overview
Overview
The content of Type Rating Training Programmes is based around the
ultimate successful examination of the Proficiency Check items. This
requires that these items be the subject of practical training, to a
satisfactory standard, within the previous six months, before such
examination
In order to properly prepare for this test all training is to be conducted in

a European setting. Details of the European environment for each flight
training device session are to be found in the AT1 Training Manual for
the relevant type.
In the interests of instructor standardization, general information and

reference for trainees, the following section is established.
February 11, 2013 787-AT1-01 6-1.1

TM
Overview Training Manual EU Operations - Rules
Intentionally
Blank
6-1.2 787-AT1-01 February 11, 2013
TM
EU Operations - Rules Training Manual Units of Measurement

6-2 Units of Measurement
Overview
Pressure
Hectopascals (hPa). 1 hPa = 1 millibar (mb))
Mass
Metric tons. (Equal to 1,000 kg) or kilograms (kg), i.e. aircraft mass, fuel
mass.
Visibility
Metres (m) or kilometers (km).
Runway Visual Range (RVR)
Metres (m).
Distance from Cloud
Metres (m).
Contaminants
Depth of snow and slush in millimeters (mm) or centimeters (cm).
Wind Direction
Takeoff and Landing
• Degrees magnetic (ºM).
In Flight
• Degrees true (ºT).
Runway Distance
Metres (m).
Temperature
Degrees Celsius (ºC).
February 11, 2013 787-AT1-01 6-2.1
TM
Units of Measurement Training Manual EU Operations - Rules
Intentionally
Blank
6-2.2 787-AT1-01 February 11, 2013
TM
EU Operations - Rules Training Manual Definitions

6-3 Definitions
Aircraft Masses
Dry Operating Mass (DOM)
The total mass of the aircraft ready for service excluding usable fuel and
traffic load.
Zero Fuel Mass (ZFM)
Zero Fuel Mass (ZFM) is DOM plus traffic load but excluding fuel.
Takeoff Mass (TOM)
The mass of the aircraft including everything contained within it at the
start of the takeoff run.
Note: Mass Values.
In accordance with ICAO Annex 5 and the International System of Units
(SI), the actual and limiting masses of airplanes, the payload and its
constituent elements, the fuel load etc, are expressed in JAR-OPS 1 in
units of mass (kg). However, in most approved Flight Manuals and other
operational documentation, these quantities are published as weights in
accordance with the common language. In the SI system, a weight is a
force rather than a mass. Since the use of the term 'weight' does not
cause any problem in the day-to-day handling of airplanes, its continued
use in operational applications and publications is acceptable.
Surface Deposits
Dry Snow
A condition where snow can be blown if loose, or, if compacted by hand,
will fall apart again upon release.
Wet Snow
A composition which, if compacted by hand, will stick together and tend
to, or does form a snowball.
Compacted Snow
Snow which has been compressed into a solid mass that restricts further
compression and will hold together or break up into chunks if picked up.
Slush
A water saturated snow which, with a heel and toe slap down action with
the foot against the ground, will be displaced with a splatter.
January 28, 2013 787-AT1-01 6-3.1
TM
Definitions Training Manual EU Operations - Rules
Wet Runway
Damp
When the surface shows a change of color due to moisture.
Wet
When the surface is soaked but no significant patches of standing water
are visible.
Water Patches
When significant patches of standing water are visible.
Flooded
When extensive standing water is visible.
Contaminated Runway
A runway is considered to be contaminated when more than 25% of the
runway surface area (whether in isolated areas or not) within the
required length and width being used is covered by the following:
• Surface water more than 3mm (0.125 inches)
deep, or by slush, or loose snow, equivalent to
more than 3mm of water;
Note:The equivalent to 3mm of surface water is 2mm of
slush, 4mm of wet snow and 15mm of dry snow
• Snow which has been compressed into a solid
mass which resists further compression and
will hold together or break into lumps if picked
up (compacted snow); or
• Ice, including wet ice.
Established
Aircraft are considered to be 'established' when they are within half full
scale deflection for the ILS and VOR, or within +/- 5 degrees of the
required bearing for NDB.
Missed Approach Climb Gradient

Unless otherwise specified, the normal climb gradient upon which
Missed Approach Procedures are based is 2.5% (1 in 40).
6-3.2 787-AT1-01 January 28, 2013
TM
EU Operations - Rules Training Manual General

6-4 General
Aircraft Classification
The criteria taken into consideration for the classification of aircraft by
categories is the indicated airspeed at threshold (VAT) which is equal to
the stalling speed (VSO) multiplied by 1.3 or VS1G (multiplied by 1.23 in
the landing configuration at the maximum certified landing mass. If both
VSO and VS1G (Ref stall speed for FBW) are available, the higher
resulting VAT shall be used. The aircraft categories corresponding to VAT
values are in the table below:
Aircraft Category VAT

A Less than 91 kt
B From 91 to 120 kt
C From 121 to 140 kt
D From 141 to 165 kt
E From 166 to 210 kt
Airspace & RVSM

Airspace - General
The instrument flight rules require a pilot to observe the minimum height
rule and additional rules according to the type of airspace. These are
summarized below:
Within Controlled Airspace (A to E)
File a flight plan and obtain a clearance before proceeding with the flight;
Conduct the flight in accordance with clearances and instructions from
air traffic control;
Maintain a listening watch on the appropriate radio frequencies;
Report the position of the aircraft according to published procedures.
February 11, 2013 787-AT1-01 6-4.1
TM
General Training Manual EU Operations - Rules

Outside Controlled Airspace (F & G)
Comply with the quadrantal rule (as below) when in level flight above
3,000 feet AMSL. The altimeter is set to 1013.2 mb and the cruising level
is selected according to the magnetic track unless the aircraft is holding
according to published procedures or is otherwise instructed by air
traffic control.
Magnetic Track Cruising Level
FL30, 50, 70, 90 etc. up to
Less than 90?
FL230
90° but less than FL35, 55, 75, 95 etc. up to
180° FL235
270° FL240
360° FL225
Airspace - Reduced Vertical Separation Minimum (RVSM)

General
Reduced Vertical Separation Minimum (RVSM) operations are
mandated in part of the upper airspace of the United Kingdom, other
European Civil Aviation Conference (ECAC) member states and some
adjacent states (referred to as EUR RVSM airspace). In addition, RVSM
operations are in place in the majority of the world's continental and
oceanic airspace. RVSM airspace in the North Atlantic (NAT) region
covers the same flight levels as in the EUR RVSM area. RVSM is the
generic term for a reduction in vertical separation from 2,000 feet to
1,000 feet that can be applied to approved operators of approved
airplanes operating between FL290 and FL410 inclusive. With the
exception of State aircraft, non-RVSM approved aircraft are not
permitted to operate with EUR RVSM airspace, including in the UK
FIRs, except for operators of non-RVSM approved aircraft wishing to
transit the NAT region above RVSM airspace, that is at FL430 or above.
Operator Responsibilities
All RVSM airspace is defined by ICAO as 'special qualification airspace'.
Accordingly, it is important that all operators provide their flight crews
with a resume of any special procedures or phraseology applicable to
RVSM operation.
6-4.2 787-AT1-01 February 11, 2013
TM
EU Operations - Rules Training Manual General

RVSM Instructions
“Report able to resume RVSM”
“Negative RVSM”
“RVSM Compliant”
“Unable RVSM due turbulence/equipment”
Ability to Comply
Flight crews are to report to ATC as soon as practicable any event that
may affect their ability to comply with the ATC clearance, examples
being: severe turbulence, loss of thrust, loss of pressurization, need to
divert, uncertainty of present position, etc. If, at any time, it is not
possible to notify ATC immediately that a problem has occurred and
obtain a new clearance before departing form the old, comply as
accurately as possible with any procedures that may be specified for the
airspace, e.g. NAT contingency procedures. In all cases, a good lookout
should be maintained and if the aerodrome is equipped with TCAS/
ACAS, the visual display should be used to assist in the sighting of
proximate traffic.
Mandatory Reportable Failures

The following equipment failures must be reported to ATC:
• Loss of thrust on one or more engines
necessitating descent;
• Loss of one or more altimetry systems;
• Failure of all automatic altitude control systems;
• Failure of any other equipment that could affect the
ability of the aircraft to maintain flight as cleared.
February 11, 2013 787-AT1-01 6-4.3
TM
General Training Manual EU Operations - Rules

Contingencies
In EUR RVSM airspace, it is expected that all aircraft will be in
continuous radio contact with ATC either on the assigned frequency or
on the distress and emergency frequency (121.500 MHz). They will
therefore be able to advise ATC of any abnormal circumstances where
RVSM performance requirements cannot be met, including encounters
with turbulence greater than 'moderate'. ATC will then respond and
issue an appropriate revised clearance before the pilot initiates a
deviation from the original clearance. It is recognized, however, that
there may be some circumstances (such as emergency descent
following the loss of cabin pressurization) where deviations may have to
occur with little or no prior notice to ATC. In such cases the pilot will need
to obtain a revised clearance as soon as possible after the deviation.
6-4.4 787-AT1-01 February 11, 2013
TM
EU Operations - Rules Training Manual Altimetry

6-5 Altimetry
Transition Altitude
Transition altitudes in European Airspace varies between aerodromes.
Please consult each aerodrome’s arrival/departure procedures for
specific transition altitudes.
Taxi Clearance
A QNH altimeter setting is given with the taxi clearance prior to takeoff.
Pre-flight Altimeter Checks
The designated location for pre-flight altimeter checks is the apron.
Lowest Usable Flight Level
The Lowest Usable Flight Level (LUFL) has been calculated as follows:
• The QNH specified in each individual training detail is
compared with standard pressure, QNE;
• The pressure differential between QNH and QNE (mb)
is converted to height and applied to the Transition
Altitude (TA) using 30 feet per hectopascal of
difference;
• This new altitude is determined as the Transition Level
(TL). The table below can be used in lieu of the above
calculation;
• The Air Traffic Control defined LUFL is taken as being
1,000 feet above the calculated TL
Aerodrome Transition Altitude (feet)
QNH (hPa)
3,000 4,000 5,000 6,000
Flight Level Flight Level Flight Level Flight Level
1050
25 35 45 55
1032
1031
30 40 50 60
1014
1013
35 45 55 65
996
February 11, 2013 787-AT1-01 6-5.1
TM
Altimetry Training Manual EU Operations - Rules
Aerodrome Transition Altitude (feet)

QNH (hPa)
995
40 50 60 70
978
977
45 55 65 75
960
959
50 60 70 80
943
Climb & Descent

The following procedure should be followed when cleared from an
altitude to a flight level (climb) and a flight level to an altitude (descent):
Climb
When cleared to climb above transition altitude, a designated pilot (e.g.
PF) should immediately command a change to the main altimeter
subscale settings saying "Standard set, passing flight level ___ for flight
level ___";
Any change made to a standby or other altimeter subscale setting
should be announced by a designated pilot (e.g. PF) when it takes
place, e.g. “Standby to Standard”.
Descent
Before descent, the appropriate QNH should be obtained. Preferably,
the standby altimeter should have its subscale set to this QNH before
descent begins or on passing a specified flight level. This change should
be announced when it takes place;
When cleared to descend below the transition level, a designated pilot

(e.g. PF) should command a change to the main altimeter subscale
settings saying “Set QNH”, prompting a reply from the other pilot (i.e.
PM), e.g. “One zero two four set, passing eight thousand for altitude four
thousand”. PF should confirm this, e.g. “Passing eight, cleared four
thousand”.
6-5.2 787-AT1-01 February 11, 2013
TM
EU Operations - Rules Training Manual Altimetry

Minimum Safe Altitude (MSA) Corrections
When the selected cruising altitude or flight level or one-engine-
inoperative stabilizing altitude is at or close to the calculated MSA and
flight is within 20 NM of terrain having a maximum elevation exceeding
2,000 feet, the previously calculated MSA must be increased as follows:
Terrain Wind Speed (knots)
Elevation
0-30 31-50 51-70 Over 70
2000 - 8000 ft. 500 ft. 1000 ft. 1500 ft. 2000 ft.
Above 8000 ft. 1000 ft. 1500 ft. 2000 ft. 2500 ft.
Adequate allowances to calculated MSAs must be made when the

ambient temperature on the surface is much lower than that predicted
by the standard atmosphere. When the ambient temperature is lower
than International Standard Atmosphere (ISA) - 15ºC, the following
additions to minimum safe altitude must be made:
Lower than: ISA - 15 degrees C Not less than 10%

ISA - 30 degrees C Not less than 20%
ISA - 50 degrees C Not less than 25%
February 11, 2013 787-AT1-01 6-5.3
TM
Altimetry Training Manual EU Operations - Rules
Intentionally
Blank
6-5.4 787-AT1-01 February 11, 2013
TM
EU Operations - Rules Training Manual Communication

6-6 Communication
Language
The use of Aviation English in a busy and complicated environment
should be encouraged as much as possible. The use of a common
aeronautical language not only improves communication but also
improves the situational awareness of all the flight crew listening out on
the frequency and trying to build a picture of the traffic situation.
Proficiency
Conducting and comprehending RTF requires competence with
standard phraseology as well as general proficiency in the language
used for communications. Speaking at a slower rate and enunciating
clearly is essential, particularly when operating in foreign regions. By
slowing down the transmission speech rate, the response will also tend
to be slower and clearer.
Complex and long instructions, incorporating more than on executive
instruction, are difficult to absorb and understand, especially when
delivered at a high rate as is common in a high-density traffic
environment. Even if the same language is used universally, some
essential differences in RTF phraseology remain between ICAO
Member States, and commercial pilots should be familiar with such
differences.
Read-backs
Any read-back requires a hear-back by the originator. In order to
complete this 'communication loop', the read-back must be complete
and clear. Always include the aircraft call-sign. This is the only way to
ensure that clearances and instructions are well understood; an
essential in all voice communications. In case of hold short, crossing,
backtrack, takeoff or landing instruction read-back, always include the
runway designator. Read back the full clearance.
February 11, 2013 787-AT1-01 6-6.1
TM
Communication Training Manual EU Operations - Rules

Transmission of Letters
The words in the table below shall be used when individual letters are
required to be transmitted. The syllables to be emphasized are
underlined:
Letter Word Appropriate
Pronunciation
A Alpha AL FAH
B Bravo BRAH VOH
C Charlie CHAR LEE
D Delta DELL TAH
E Echo ECK OH
F Foxtrot FOKS TROT
G Golf GOLF
H Hotel HOH TELL
I India IN DEE AH
J Juliet JEW LEE ETT
K Kilo KEY LOH
L Lima LEE MAH
M Mike MIKE
N November NO VEM BER
O Oscar OSS CAH
P Papa PAH PAH
Q Quebec KEH BECK
R Romeo ROW ME OH
S Sierra SEE AIR RAH
T Tango TANG GO
U Uniform YOU NEE FORM
V Victor VIK TAH
W Whiskey WISS KEY
6-6.2 787-AT1-01 February 11, 2013
TM
Letter Word Appropriate

Pronunciation
X X-ray ECKS RAY
Y Yankee YANG KEE
Z Zulu ZOO LOO
Transmission of Numbers
The syllables to be emphasized are underlined:
Number or Latin Alphabet
Numeral Element Representation
0 ZERO
1 WUN
2 TOO
3 TREE
4 FOWER
5 FIFE
6 SIX
7 SEVEN
8 AIT
9 NINER
Decimal DAYSEEMAL
Hundred HUN DRED
Thousand TOUSAND
When transmitting messages containing aircraft call signs,

altimeter settings, flight levels (with the exception of FL100, 200,
300 etc. which are expressed as 'Flight Level (number) HUN
DRED'), headings, wind speeds/directions, pressure settings,
transponder codes and frequencies, each digit shall be
transmitted separately; examples of this convention are as
follows:
February 11, 2013 787-AT1-01 6-6.3
TM
Number Transmitted as… Pronounced as…

BAW246 Speedbird Two Four SPEEDBIRD TOO
Six FOWER SIX
FL100 Flight Level One FLIGHT LEVEL WUN
Hundred HUN DRED
FL180 Flight Level One Eight FLIGHT LEVEL WUN
Zero AIT ZERO
150 degrees One Five Zero WUN FIFE ZERO
Degrees DEGREES
18 knots One Eight Knots WUN AIT KNOTS
122.1 One Two Two Decimal WUN TOO TOO
One DAYSEEMAL WUN
6500 Six Five Zero Zero SIX FIFE ZERO ZERO
(SQUAWK)
Aeronautical stations are identified by the name of the location

followed by a suffix. The suffix indicates the type of service being
provided:
Service Suffix
Area Control CONTROL
Radar (in general) RADAR
Approach Control APPROACH

Aerodrome Control TOWER
Approach Control DIRECTOR/DEPARTURE
Radar Arrival/ (RADAR - when tasks
Departure combined)/ARRIVAL - (when
approved)
Ground Movement GROUND
Control
Precision Approach TALKDOWN (Military - FINAL
Radar CONTROLLER)
6-6.4 787-AT1-01 February 11, 2013
TM
Service Suffix
Flight Information INFORMATION
Air/Ground RADIO
Communication
Service
Ground Movement DELIVERY
Planning
Phraseology
General
"Pass your message" has been adopted by the UK and has the
same meaning as the ICAO phrase "go-ahead". It should be
used when a controller requires further details so that he or she
can pass a clearance or instruction to the aircraft.
Airspace Clearances
"Cleared to (destination) via (routing) at (level)"
"Cleared from (location) to (location) via (routing and/or significant
points) at (level)"
"(ATCU call sign) clears (a/c identity) from (location) to (location) via
(routing) at (level)"
"Cleared from (location) to (location) direct at (level)"
Airspace Instructions
"Cross (significant point) at (level)"
"Cross (significant point) at (level) or below/above"
"Report passing (significant point)"
Level Flight Instructions
"Maintain (level)"
"Maintain (level to (significant point)"
"Maintain (level) until passing (significant point)"
"Maintain (level) until (time)"
Climbing & Descending Instructions

"Climb/descend flight level (number)"
February 11, 2013 787-AT1-01 6-6.5
TM

"Climb/descend to altitude (number) feet, QNH (number)
(hectopascals)".
Note: ‘Hectopascals’ should be appended to pressure settings below
1000.
"Climb/descend to altitude (number) feet"
"When ready, climb/descend (to) (level)"
"Climb/descend at (number) feet per minute or greater/less"
"Stop climb/descent at (level)"
"Expedite climb/descent"
"Climb flight level (number) SID level restrictions cancelled"
Holding Instructions
"Hold at (fix), (level), inbound track (number) turns right/left (time of leg)"
"Hold on the (designated) VOR at (distance) DME, (level),
inbound track (three digits) turns right/left limiting outbound
distance (number) DME"
"Expect onward clearance at (time)". En-route holding.
"Expect approach clearance at (time)". Approach fix.
RVSM Instructions
"Report able to resume RVSM"
"Negative RVSM"
"RVSM Compliant"
"Unable RVSM due turbulence/equipment"
Transfer Instructions
Contact (ATCU call sign), (frequency)"
Regional Pressure Setting Instructions

"(Region name) is (pressure) (hectopascals)".
6-6.6 787-AT1-01 February 11, 2013
TM

Ground Movement Instructions
"(A/C call sign) cleared to (destination), (designation) departure, squawk
(number), slot time (time)"
"Start up approved, temperature (number)"
"Expect departure at (time). Start up at own discretion"
"Push back approved"
"Taxi holding point (designation)"
"Taxi holding point (designation), runway (designation)"
"Taxi holding point (designation), runway (designation) via (route)"
"Taxi to stand (designation) via (route)"
"Taxi to (location)"
"Hold position"
Active Runway Instructions
"Report when ready for departure"
"Line-up"
"Line-up and wait (with reason if applicable)"
"After departure (airways clearance). Late or amended clearance.
"After departure, climb straight ahead"
"After departure, climb heading (number) degrees"
Takeoff Clearances
"Cleared for takeoff"
"Cleared for takeoff (surface wind)"
Cancelling Takeoff
"(A/C identity) hold position. Cancel takeoff, I say again
cancel takeoff, acknowledge". Aircraft has not
commenced takeoff.
"(A/C identity) stop immediately, I say again (A/C identity)
stop immediately, acknowledge". Aircraft has
commenced takeoff.
Instrument Approaches to Landing Instructions

"Cleared visual approach, runway (designation)"
"Expect (aid) approach, runway (designation)"
February 11, 2013 787-AT1-01 6-6.7
TM

"Cleared straight in (aid) approach, runway (designation)"
"Report visual"
"Report runway/runway lights in sight"
"Report procedure turn complete"
"Report base turn complete"
"Report outer marker"
Landing Clearances
"Cleared to land"
"Cleared to land (surface wind)"
"Cleared touch and go"
"Go-around, I say again, go-around (instructions), acknowledge"
Vectoring
"Turn left/right heading (three digits)*"
"Stop turn now"
"Continue turn heading (three digits)*"
"Leave (significant point) heading (three digits)*"
* The word 'degrees' shall be appended to heading
figures where the heading ends in zero, or in cases
where confusion or ambiguity may result
Speed Adjustments
"Increase/reduce speed to (number) knots"
"Increase/reduce speed to Mach (number)"
"Reduce speed by (number) knots"
"Reduce to minimum approach/clean speed"
"Maintain present speed"
"Resume normal speed"
"No ATC speed restriction"
"Maintain (number) knots"
Radar Approaches
"Vectoring for an ILS approach, runway (designation)"
"Vectoring for (aid) approach, runway (designation)"
6-6.8 787-AT1-01 February 11, 2013
TM

"Closing final approach track from the left/right (distance) miles from
touchdown"
ILS Approaches
"Turn left/right heading (three digits), report established on the localizer"
"Report established on the localizer"
"Report established on the localizer, maintain (level)"
"Closing the localizer from the left/right, report established"
"Descend on the glidepath, QNH (pressure) (hectopascals)"
"When established on the localizer, descend on the glidepath, QNH
(pressure) (hectopascals)"
Non-Precision Approach (VOR, NDB, LOC)
TBD
RNAV Approaches
"Cleared RNAV approach, runway (number)"
"Report established on the final approach track"
"Report 2 miles from the final approach fix"
"Report final approach fix"
Distress & Urgency Messages

Pilots have been advised that, in the event of an emergency
situation, an ATSU can only provide the necessary priority and
handling if the controller is made aware of the emergency by the
crew's formal declaration on the RTF. Pilots have also been advised
that the extent to which an ATSU will be able to offer assistance will
depend on the amount of information provided and on its being
transmitted at the earliest opportunity.
Furthermore, it is preferable that if pilots believe that they are facing an
emergency situation, to declare it as early as possible and cancel it later
if they decide that the situation allows. There are two classes of
emergency message:
• Distress: A condition of being threatened by serious and/
or imminent danger and of requiring immediate assistance
• Urgency: A condition concerning the safety of an aircraft
or other vehicle, or of some person on board or within
sight, but does not require immediate assistance.
February 11, 2013 787-AT1-01 6-6.9
TM

The message will contain as many as possible of the following items:
• MAYDAY, MAYDAY, MAYDAY (for distress messages);.
or
• PAN PAN, PAN PAN, PAN PAN (for urgency messages).
and.
• Name of the station addressed (time and circumstances
permitting);
• Identification of the aircraft;
• Nature of the emergency;
• Intention of the person in command;
• Present position, level and heading;
• Qualification of the pilot, e.g. Student, IMC or full
instrument rating (urgency messages);
• As much other information as time permits.
When a pilot has given certain items of information normally
associated with an emergency message but has not prefixed
the transmission with 'MAYDAY' or 'PAN', the controller is to ask
the pilot if he wishes to declare an emergency. If the pilot
declines to do so, the controller may, if he thinks appropriate,
carry out the necessary actions as if the pilot had declared an
emergency. The term 'fuel emergency' has no status in the UK
and controllers are not required to give priority to aircraft with a
reported shortage of fuel unless an emergency is declared.
Avoiding Action
For avoiding action the following phraseology will be used:
AVOIDING ACTION, TURN LEFT (OR RIGHT) IMMEDIATELY
HEADING (three digits). TRAFFIC (bearing by clock reference
and distance).
Initial Communication between Cockpit and ATC and Ground

Engineering
For the benefit of inexperienced trainees the following
communication can be regarded as standard for use on the BFS
courses.
ATIS is best obtained early, so that QNH/airfield elevation can
be checked on Altimeters during pre-flight panel scan.
ATC Clearance - obtain any time before the Before Start procedure.
6-6.10 787-AT1-01 February 11, 2013
TM

Ground Eng Clearance during Before Start procedure - before
pressurizing hydraulics.
At the same time confirm 'Tug attached' and 'Nose Gear
Steering Locked Out', Engine starting order R (No 2) then L (No
1). Finished with ground power. Standby.'
Ground Eng Acknowledges: 'Tug attached and Nose Gear
Steering Locked Out'. 'All doors closed'. 'Clear to pressurize'.
After Before Start procedure and checklist completed. Call ATC 'Push
and Start.'
ATC reply with Push Back instructions and surface temperature.
i.e. 'C/S, Push and Start Approved, Gate XX. Temperature is x
degrees'.
Call Ground Eng 'We are cleared to push (straight back/tail left/
right) Starting RH (No 2) engine on the push. (Transponder on,
no Alt.)
Ground Eng: 'Parking Brake released etc'. 'Commencing
Push (straight back)'. 'Clear start RH (No 2) Engine'.
Cockpit: Release Parking Brake. 'Parking brake released'. 'Starting RH
(No 2) Engine'.
Start RH Engine procedure.
Ground Eng: 'Push Back complete, set parking brake'. 'Clear start LH
(No 1) Eng'.
Cockpit: Set parking Brake. 'Parking Brake Set. Standby'. 'Starting LH
(No 1) Engine'
Start LH Engine procedure.
February 11, 2013 787-AT1-01 6-6.11
TM

After two good starts.
Cockpit: 'Two good starts'. 'Clear to disconnect tug, check nose gear
steering NOT locked out'.
Ground confirms and clears away. Sighted on LHS/RHS
with the L/G pins and flags.
8.33 kHz Channel Spacing
Equipment Requirement
As required by ICAO Regional Supplementary
Procedures DOC 7030/4 EUR/RAC-4 and in line with
Recommendation 05/6 of the EUROCONTROL
Permanent Commission, the carriage and operation of
8.33 kHz spacing radio equipment is mandatory
throughout ICAO EUR Region for flights above FL195,
except for flights operating between FL195 and FL245
outside of controlled airspace within the UK FIR.
Non-equipped Flights
Non-equipped flights which are flight planned to enter
any FIR/UIR in the EUR Region where no exemptions
have been published, except for those applicable to UHF
equipped State flights (refer to AIP/Supplement of the
State covering FIR/UIR concerned), must flight plan to
operate below FL195. Within the UK FIR non-equipped
flights must flight plan to operate below FL195 in
controlled airspace or below FL245 outside controlled
airspace.
Exemptions
With the exception of State aircraft, there are no exemptions.
6-6.12 787-AT1-01 February 11, 2013
TM
EU Operations - Rules Training Manual ATC Clearances

6-7 ATC Clearances
Mandatory Inclusions
An air traffic control clearance shall include the following items:
• Aircraft identification
• Clearance limit
• Route
• Levels of flight and changes of levels
Optional Inclusions
The following items are to be added to a clearance as necessary:
• Time restrictions
• Communication instructions
• Any special instructions, e.g. approach or
departure maneuvers.
Clearance Amendment
An amendment to a clearance automatically cancels a previous
clearance.
February 11, 2013 787-AT1-01 6-7.1
TM
ATC Clearances Training Manual EU Operations - Rules
Intentionally
Blank
6-7.2 787-AT1-01 February 11, 2013
TM
EU Operations - Rules Training Manual Meteorology

6-8 Meteorology
Definitions
Cloud Ceiling
In relation to an aerodrome, the distance measured vertically from
the notified elevation of the aerodrome to the lowest part of any
cloud visible from the aerodrome which is sufficient to obscure
more than one half of the sky so visible.
Ice & Other Contaminants

Ground Procedures
An operator shall establish procedures to be followed when
ground de-icing and anti-icing and related inspections are
necessary.
A commander shall not commence takeoff unless the external
surfaces are clear of any deposit which might adversely affect the
performance and/or controllability of the aircraft as permitted in
the Airplane Flight Manual.
Flight Procedures
An operator shall establish procedures for flights in expected or
actual icing conditions.
A commander shall not commence a flight nor intentionally fly into
expected or actual icing conditions unless the aircraft is certified
and equipped to cope with such conditions.
Application of Takeoff Minima

Before commencing takeoff, a commander must satisfy himself
that the RVR or visibility in the takeoff direction of the aircraft is
equal or better than the applicable minimum. When the RVR is
below landing minima a departure alternate must be nominated.
February 11, 2013 787-AT1-01 6-8.1
TM
Meteorology Training Manual EU Operations - Rules
Intentionally
Blank
6-8.2 787-AT1-01 February 11, 2013
TM
EU Operations - Rules Training Manual Crew Briefings

6-9 Crew Briefings
General
The pre-takeoff or departure briefing should be concise, and the
understanding of the other crew member checked through facilitation
techniques where questions are asked to check understanding (this
practice should also be followed with the descent briefing). The taxi
briefing should be incorporated with the departure briefing at the gate.
Where possible, conduct pre-departure checklists when the aircraft is
stationary. Briefing updates while taxiing should be limited to a summary
of the highlights and the items that have changed since the departure
briefing.
Taxi
The departure and approach briefing should contain a complete review
of the expected taxi routes. Pay special attention to temporary situations
such as work in progress, other unusual activity and recent changes in
airport layout. During this part of the briefing, refer to the airport charts
to assist in the visualization of all relevant information.
Effective briefing, using the following checklist, will facilitate shared
understanding:
• Brief flight and cabin crew supervisors on known threats
and sterile cockpit procedures;
• Review NOTAMs and ensure flight crew are familiar with
the airport layout;
• Plan timing and execution of checklist as part of cockpit
tasks;
• Flight crew should fully understand all departure briefing
items through question and answer;
• Brief taxi route thoroughly;
• Airport layout charts should be immediately available
for all flight crew members;
• Monitor and review actual taxi progress at regular
intervals.
February 11, 2013 787-AT1-01 6-9.1
TM
Crew Briefings Training Manual EU Operations - Rules

In Emergency
Communications briefings between flight deck and cabin staff in the
event of an emergency needs to be properly structured to be effective
and to ensure clarity. The most common, and recommended, protocol
being the use of the acronym 'NITS' (Nature, Intentions, Time, Special
Instructions).
Considerations
Memory is 'constructive'; there is a tendency to fill in the blanks with
expected information. Ensure that the clearance received is assessed
against the anticipated clearance; do not assume that which was
anticipated.
Departure or pre-landing planning can be significantly altered with a
different and unexpected clearance. Remain flexible.
6-9.2 787-AT1-01 February 11, 2013
TM
EU Operations - Rules Training Manual Takeoff

6-10 Takeoff
Takeoff Climb - All Engines Operating
The steady gradient of climb after takeoff must be at least 4% with:
• Takeoff power on each engine;
• The landing gear extended except that if the
landing gear can be retracted in not more
than 7 seconds, it may be assumed to be
retracted;
• The wing flaps in the takeoff position(s); and
• A climb speed not less than the greater of 1.1
VMC and 1.2 VS1.
Takeoff Climb - One Engine Operating

The steady gradient of climb at an altitude of 400 ft above the takeoff
surface must be measurably positive with:
• The remaining engine at takeoff power;
• The landing gear retracted;
• The wing flaps in the takeoff position(s); and
• A climb speed equal to that achieved at 50
feet.
The steady gradient of climb must be not less that 0.75% at an altitude
of 1,500 feet above takeoff surface with:
• The remaining engine at not more than
maximum continuous power;
• The wing flaps retracted; and
• A climb speed not less than 1.2 VS1.
February 11, 2013 787-AT1-01 6-10.1
TM
Takeoff Training Manual EU Operations - Rules
Intentionally
Blank
6-10.2 787-AT1-01 February 11, 2013
TM
EU Operations - Rules Training Manual Climb & Descent

6-11 Climb & Descent
Vacating (Leaving) Levels
When pilots are instructed to report leaving a level, they should advise
ATC that they have left an assigned level only when the aircraft's
altimeter indicates that the aircraft has actually departed from that level
and is maintaining a positive rate of climb or descent in accordance with
published procedures.
Maximum Rates of Climb/Descent

In order to ensure the credible interaction of Airborne Collision
Avoidance Systems and ground based safety nets, other than aircraft in
emergency and certain specific conditions for military aircraft all aircraft
when operating under normal circumstances, when inside Controlled
Airspace should not operate with a climb or descent rate exceeding
8,000 feet per minute.
Aircraft when first approaching a cleared flight level and/or when
changing flight level in Controlled Airspace should ensure that the
vertical closure speed is not excessive. It is considered that, with about
1,500 feet to go to a cleared level, vertical speed should be reduced to
a maximum of 1,500 feet per minute and ideally to between 1,000 feet
per minute and 500 feet per minute.
Pilots should ensure that the airplane neither undershoots nor
overshoots the cleared level by more than 150 feet manually overriding
if necessary.
Minimum Rates of Climb/Descent
In order to ensure that controllers can accurately predict flight profiles to
maintain standard vertical separation between aircraft, pilots of aircraft
commencing a climb or descent in accordance with an ATC Clearance
should inform the controller if they anticipate that their rate of climb or
descent during the level change will be less than 500 feet per minute, or
if at any time during such a climb or descent their vertical speed is, in
fact, less than 500 feet per minute.
This requirement applies to both the en-route phase of flight and to
terminal holding above Transition Altitude.
Note: This is not a prohibition on the use of rates of climb or descent
of less than 500 feet per minute where necessary to comply
with other operating requirements.
February 11, 2013 787-JT1-01 6-11.1
TM
Climb & Descent Training Manual EU Operations - Rules

Noise Abatement Descent Techniques
The use of Continuous Descent Approach (CDA) and Low Power/Low
Drag Approach (LP/LD) techniques is required, subject to compliance
with ATC requirements, at certain Airports. At other locations, although
not required, these techniques are considered to be 'best practice' for
the reduction of noise nuisance and emissions and should be adopted
by pilots whenever operationally practicable, commensurate with the
ATC clearance.
6-11.2 787-JT1-01 February 11, 2013
TM
EU Operations - Rules Training Manual Speed Control

6-12 Speed Control
Speed Control
Pilots shall adhere to the speed (IAS or Mach number) approved or
assigned by ATC and shall request ATC approval before making any
changes thereto. If it is essential to make an immediate temporary
change in speed (e.g. due to turbulence), ATC shall be notified as soon
as possible that such a change has been made.
Pilots of aircraft unable to maintain the last assigned speed during any
particular phase of flight (e.g. for aircraft performance reasons) shall
inform ATC as soon as possible in order that another speed/alternative
clearance can be issued.
February 11, 2013 787-AT1-01 6-12.1
TM
Speed Control Training Manual EU Operations - Rules
Intentionally
Blank
6-12.2 787-AT1-01 February 11, 2013
TM
EU Operations - Rules Training Manual Holding & Approach

6-13 Holding & Approach
Holding
Lower ATS Route En-Route Holding
Except where otherwise instructed by ATC, holding enroute will be
carried out on tracks parallel to the centerline of the Airway, turning right
at the Reporting Point.
Whenever possible, pilots will be given a specific time at which to leave
the Reporting Point and the holding pattern should be adjusted
accordingly.
Pilots are required to report as follows:
(a) The time and level of reaching a specific holding point
to which cleared;
(b) when leaving a holding point;
(c) when vacating a previously assigned level for a new
assigned level.
Time
The outbound holding time should not exceed 1 minute when holding at
or below 14,000 feet. This time is increased to 1.5 minutes if holding
above 14,000 feet.
Speeds
The following holding speeds should be recognized:
Levels Normal Conditions Turbulence
Conditions
Up to FL140 230 knots 280 knots
Above FL140 240 knots 280 knots or 0.8 Mach
Up to FL200
Above FL200 265 knots 280 knots or 0.8 Mach
Up to FL340
Above FL340 0.83 Mach 0.83 Mach
January 28, 2013 787-AT1-01 6-13.1
TM
Holding & Approach Training Manual EU Operations - Rules

Approach
General
The commander or the pilot to whom conduct of the flight has been
delegated may commence an instrument approach regardless of RVR/
visibility but the approach shall not be continued beyond the outer
marker, or equivalent position, if the reported RVR/visibility is less than
the applicable minima.
If, after passing the outer marker, or equivalent position, the reported
RVR/visibility falls below the applicable minimum, the approach may be
continued to DA/H or MDA/H.
Where no outer marker or equivalent position exists, the commander or
the pilot to whom conduct of the flight has been delegated shall make
the decision to continue or abandon the approach before descending
below 1,000 feet above the aerodrome on the final approach segment.
If the MDA/H is at or above 1,000 feet above the aerodrome, the
operator shall establish a height, for each approach procedure, below
which the approach shall not be continued if the RVR/visibility is less
than the applicable minima.
The approach may be continued below DA/H or MDA/H and the landing
may be completed provided that the required visual reference is
established at the DA/H or MDA/H and is maintained.
The touchdown zone RVR is always controlling. If reported and relevant,
the mid point and stop end RVR are also controlling. The minimum RVR
value for the mid-point is 125 metres or the RVR required for the
touchdown zone if less, and 75 metres for the stop-end. For airplanes
equipped with a roll-out guidance or control system, the minimum RVR
value for the mid-point is 75 metres.
Precision - Category I Approach

A Category I operation is a precision instrument approach and landing
using ILS, MLS or PAR with a decision height not lower than 200 feet
and with a runway visual range not less than 550 metres.
A pilot may not continue an approach below Category 1 decision height,
unless at least one of the following visual references for the intended
runway is distinctly visible and identifiable to the pilot:
• Elements of the approach light system;
• The threshold;
• The threshold markings;
6-13.2 787-AT1-01 January 28, 2013
TM

• The threshold lights;
• The threshold identification lights;
• The visual glideslope indicator;
• The touchdown zone or touchdown zone markings;
• The touchdown zone lights; or
• Runway edge lights
The lowest minima to be used by an operator for Category I operations
are:
Category I Minima
Decision Facilities / RVR

Height Full Intermediate Basic None
200 ft. 550 m 700 m 800 m 1000 m
201 - 250 ft. 600 m 700 m 800 m 1000 m
251 - 300 ft. 650 m 800 m 900 m 1200 m
301 ft. & above 800 m 900 m 1000 m 1200 m
Vectoring for ILS Approach

Aircraft being positioned for final approach will be given a heading to
close with the localizer at a range of at least 5 nm from the runway
threshold and at a level below the glidepath. The pilot will be told to
complete the turn on and to report established on ILS, but at this point if
he requests it, ATC will give another vector to bring the aircraft on to the
localizer. If the pilot wishes to lock himself on the localizer, he must ask
permission from ATC when there is still time for the action to take place
without crossing the localizer.
On occasions, in order to maintain correct spacing between aircraft,
ATC will deliberately vector an aircraft through the localizer for approach
from the other side. Pilots will be warned when this maneuver is being
given.
January 28, 2013 787-AT1-01 6-13.3
TM

Non-Precision Approach
A pilot may not continue an approach below MDA/H unless at least one
of the following visual references for the intended runway is distinctly
visible and identifiable to the pilot:
Elements of the approach light system;
The threshold;
The threshold markings;
The threshold lights;
The threshold identification lights;
The visual glideslope indicator;
The touchdown zone or touchdown zone markings;
The touchdown zone lights;
Runway edge lights; or
Other visual references accepted by the Authority.
The lowest minima to be used by an operator for non-precision

approaches are:
Non-Precision Approach Minima - Full Facilities
RVR/Aircraft Category
MDH A B C D
250 - 299 ft. 800 m 800 m 800 m 1200 m
300 - 449 ft. 900 m 1000 m 1000 m 1400 m
450 - 649 ft. 1000 m 1200 m 1200 m 1600 m
650 ft. & above 1200 m 1400 m 1400 m 1800 m
6-13.4 787-AT1-01 January 28, 2013
TM

RNAV (GNSS) Instrument Approach
The Standard ATC procedures for sequencing and separating aircraft
will apply at all times during RNAV approaches.
Pilots shall request clearance to fly the procedure. Clearance to fly the
procedure permits the pilot to fly in accordance with the published
procedure, following the descent profile.
For APV Baro VNAV procedures, in order to minimise the potential for
mis-setting of barometric reference, Air Traffic Controllers must confirm
QNH with flight crews prior to commencement of the approach.
The approach commences at the Initial Approach Fix (IAF). Note: At
aerodromes where aircraft are vectored to the Intermediate Fix (IF), the
RNAV (GNSS) Instrument Approach Procedure will commence at the IF.
Pilots should request clearance to fly the procedure using the
phraseology "(A/C call sign), request RNAV approach, via (IAF
designation), runway (designation)".
Where traffic conditions permit, Air Traffic Controllers shall clear the pilot
to follow the procedure using the phraseology: "(A/C call sign), cleared
RNAV approach, runway (designation), report at IAF (designation)".
For traffic sequencing and to aid situational awareness, Air Traffic
Controllers may request the pilot to report when established on final
approach track or to report at any other relevant point in the procedure.
For example "(A/C call sign), report 2 miles from final approach fix".
ATC shall instruct the pilot to report at the final approach fix "(A/C call
sign), report final approach fix".
After reaching the final approach fix, the pilot will continue to fly the
procedure towards the next waypoint, normally the runway threshold. At
the appropriate time, the pilot will either continue with the air traffic
clearance received or will execute the Missed Approach Procedure
(MAP).
January 28, 2013 787-AT1-01 6-13.5
TM

Circling Approach
The following radii are used to construct the circling obstacle clearance
area:
Aircraft Category PANS-OPS Radii from Threshold
CAT A 1.68 NM
CAT B 2.66 NM
CAT C 4.20 NM
CAT D 5.28 NM
The lowest minima to be used by an operator for circling are:

A/C A B C D
Category
MDH 400 ft. 500 ft. 600 ft. 700 ft.
Met 1500 m 1600 m 2400 m 3600 m
Visibility
Visual Approach
An operator shall not use an RVR of less than 800 m for a visual
approach.
6-13.6 787-AT1-01 January 28, 2013
TM
EU Operations - Rules Training Manual Landing & Go Around

6-14 Landing & Go Around
Landing - Dry Runway
An operator shall ensure that the landing mass of the airplane for the
estimated time of landing at the destination aerodrome and at any
alternate aerodrome allows a full stop landing from 50 feet above the
threshold, within 60% of the landing distance available.
Landing - Wet & Contaminated Runway

An operator shall ensure that when the appropriate weather reports or
forecasts, or a combination thereof, indicate that the runway at the
estimated time of arrival may be wet, the landing distance available is at
least 115% of the required landing distance.
When showing compliance with the above, an operator must take
account of the following:
• The altitude at the aerodrome;
• Not more than 50% of the headwind component or not
less than 150% of the tailwind component; and
• The runway slope in the direction of landing if greater
than +/- 2%
Landing Climb - All Engines Operating

The steady gradient of climb must be at least 2.5% with:
• Not more than the power or thrust that is available 8
seconds after initiation of movement of the power
controls from the minimum flight idle position;
• The landing gear extended;
• The runway slope in the direction of landing if greater
than +/- 2%
• The wing flaps in the landing position; and
• A climb speed equal to VREF
February 11, 2013 787-AT1-01 6-14.1
TM
Landing & Go Around Training Manual EU Operations - Rules

Landing Climb - One Engine Operating
The steady gradient of climb must be not less than 0.75% at an altitude
of 1,500 feet above the landing surface with:
• The remaining engine at not more than maximum
continuous power;
• The wing flaps retracted; and
• A climb speed not less than 1.2 VS1
6-14.2 787-AT1-01 February 11, 2013
TM
EU Operations - Rules Training Manual Emergency Procedures

6-15 Emergency Procedures
Emergency Descent
Emergency Descent: “Attention all aircraft in the vicinity of/at (significant
point or place) emergency descent in progress from (level) (followed as
necessary by specific instructions, clearances, traffic information, etc.)”
An aircraft making an emergency descent through other traffic shall be
given priority category A. Controllers shall give all necessary assistance
and information and take immediate action to safeguard other aircraft.
When necessary, controllers are to broadcast an emergency message
on appropriate frequencies giving instructions to other aircraft during
and after the emergency descent. Ideally, aircraft should be instructed
to leave the area by a published route. If no such route exists, detailed
instructions are to be given for a simple route out of the area, for
example a turn off the airway, if required.
Imposition of silence: “All stations, London Control, stop transmitting
- Mayday”
Acknowledgement: "Boeing Trainer, London Control, roger Mayday"
Cancellation: "All stations, London Control, distress traffic ended"
Fuel Jettison
Pilots of aircraft in flight are permitted to jettison fuel in an emergency.
The decision to jettison rests solely with the pilot but he may request
guidance from ATC.
Controllers are to recommend that jettisoning of fuel should be carried
out:
• Over the sea, if at all possible; or
• Above 10,000 feet ABOVE FIELD ELEV.
Exceptionally, if either of the above is operationally impracticable or
inconsistent with safety, fuel may be jettisoned above 7,000 feet ABOVE
FIELD ELEV in winter and above 4,000 feet ABOVE FIELD ELEV in
summer. For fuel to be jettisoned below these levels, the situation must
be unavoidable.
A vertical separation of at least 1,000 feet between aircraft should be
maintained.
February 11, 2013 787-AT1-01 6-15.1
TM
Emergency Procedures Training Manual EU Operations - Rules

En-route - One Engine Inoperative
An operator shall ensure that the one engine inoperative en-route net
flight path data shown in the Airplane Flight Manual, appropriate to the
meteorological conditions expected for the flight, complies with either
sub-paragraph (below) at all points along the route. The net flight path
must have a positive gradient at 1,500 feet above the aerodrome where
the landing is assumed to be made after engine failure. In
meteorological conditions requiring the operation of ice protection
systems, the effect of their use on the net flight path must be taken into
account.
The gradient of the net flight path must be positive at least 1,000 feet
above all terrain and obstructions along the route within 9.3 km (5 nm)
on either side of the intended track.
The net flight path must permit the airplane to continue flight from the
cruising altitude to an aerodrome where a landing can be made, the net
flight path clearing vertically, by at least 2,000 feet, all terrain and
obstructions along the route within 9.3 km (5 nm) on either side of the
intended track in accordance with below:
• The engine is assumed to fail at the most
critical point along the route;
• Account is taken of the effects of winds on the
flight path;
• Fuel jettison is permitted to an extent
consistent with reaching the aerodrome with
the required fuel reserves, if a safe procedure
is used; and
• The aerodrome where the aircraft is assumed
to land after engine failure must meet the
following criteria:
• The performance requirements at the
expected landing mass are met; and
• Weather reports or forecasts, or any
combination thereof, and field condition
reports indicate that a safe landing can
be accomplished at the estimated time
of landing.
;
6-15.2 787-AT1-01 February 11, 2013
TM
EU Operations - Rules Training Manual Emergency Procedures
Intentionally
Blank
February 11, 2013 787-AT1-01 6-15.3
TM
Multi-Crew Coordination
Type Rating Training Training Manual (MCC)
7-1 Multi-Crew Coordination
NAA Requirements
Multi-Crew Coordination training, whilst including a significant amount of
training on human interaction, includes more detail about the basic
'mechanics' of good teamwork primarily on the flight deck and, to a
lesser degree, within the crew overall and with external agencies such
as the pushback ground crew and ATC.
It includes the mechanics of communication on the flight deck – clear
speech, the proper use of headsets and intercom, etc; crew co
ordination procedures – the sharing out of duties between crew
members, and the use of checklists and standard operating procedures
(SOPs), so that each knows what to expect of the other; and effective
mutual supervision; information and support – sharing the mental model
of where the aircraft is and what is to be done, and monitoring the
execution of the task.
This MCC section should be used during the 'Additional' and 'Prior
Experience Credit' type rating courses to refresh the MCC elements as
necessary (it is recognized that those candidates attending these
courses already hold a Multi-Pilot Airplane (MPA) type rating).
We encourage you to familiarise yourself with this information before
you begin simulator training.
Objectives
The objectives of MCC training are optimum decision making,
communication, division of tasks, use of checklists, mutual supervision,
teamwork, and support throughout all phases of flight under normal,
abnormal and emergency conditions. The training emphasizes the
development of non-technical skills applicable to working in a multi-crew
environment.
The course shall reinforce the basics on the functioning of crew
members as teams in a multi-crew environment, not simply as a
collection of technically competent individuals.
Furthermore, the course shall provide students with opportunities to
practice the skills that are necessary to be effective team leaders and
members. This requires training exercises which include students as
crew members in the PF and PM roles as illustrated throughout the FTD
{FPT, FBS} and FFS lessons.
February 11, 2013 787-AT1-01 7-1.1

TM
Multi-Crew Coordination
(MCC) Training Manual Type Rating Training
Students will be made familiar with inter-personal interfaces and how to
make best use of crew coordination techniques and their personal and
leadership styles in a way that fosters crew effectiveness. Students
should be made aware that their behavior during normal circumstances
can have a powerful impact on crew functioning during high workload
and stressful situations.
Research studies strongly suggest that behavioral changes in any
environment cannot be accomplished in a short period even if the
training is very well designed. Trainees need time, awareness, practice
and feedback, and continual reinforcement to learn lessons that will
endure. In order to be effective, Multi-Crew Coordination training should
be accomplished in several phases spread over a period.
7-1.2 787-AT1-01 February 11, 2013
TM
Electronic Flight Bag

Type Rating Training Training Manual (EFB)
8-1NAA
Guidance
Traditionally all documentation and information available to flight crew
for use on the flight deck has been in paper format. Much of this
information is now available in electronic format and guidance has been
provided to operators on gaining approval from their National Authority
for the use of electronically processed information. The latest, more
comprehensive guidance on EFB training forms the basis of this section
below the table.
The 787 has been fitted with EFBs as standard equipment and so type
rating training must now include training in their use. Emphasis will be
on the crew training considerations and operating procedures
associated with using the EFB.
During the Ground Training segment this training is delivered by CBT
programs covering EFB use and specific tutorial sessions covering the
OPT. OTD training puts this into practice. Flight Training integrates and
reinforces the lessons learned previously.
The following aspects must be addressed during type rating training and
they are referenced throughout the text of the AT1 Training Manual. (i.e.
EFB (a)).
Flight Crew Training and Operating Procedures have been extracted
and condensed from various NAA guidance materials into the following
table:
Item
(a) An overview of the system architecture.
(b) Pre-flight checks of the system.
(c) Limitations of the system.
(d) Specific training on the use of each application and the
conditions under which the EFB may and may not be used.
(e) Restrictions on the use of the system, including where some
or all of the system is not available.
(f) Procedures for cross checking of data entry and computed
information.
(g) Phases of flight when the EFB system may and may not be
used.
(h) CRM and human factor considerations on the use of the
EFB..
February 11, 2013 787-AT1-01 8-1.1

TM

(EFB) Training Manual Type Rating Training
Item
(i) Additional training for new applications or changes to the
hardware configurative.
(j) Flight Crew Awareness of EFB Software/Database Revision.
(k) Procedures to mitigate and/or control workload.
(l) Defining flight crew responsibilities for performance
calculations.
More detailed guidance follows below:
Flight Crew Training

Training for the use of the EFB should be for the purpose of operating
the EFB itself and the applications hosted on it and should not be
intended to provide basic competence in areas such as aircraft
performance, etc. Initial EFB training, therefore, should assume
competence in the functions addressed by the software applications
installed.
installed.
These software applications will require individual training.
Unless otherwise specified by NAA or operator, Boeing SOPs will be
used.
Areas of Emphasis During Initial EFB Training

• The use of the EFB hardware and the need for proper
adjustment of lighting, etc. when the system is used in-
flight
• The intended use of each software application together
with limitations and prohibitions on their use
• If an aircraft performance application is installed,
proper cross-checking of data input and output
8-1.2 787-AT1-01 February 11, 2013
TM

Type Rating Training Training Manual (EFB)
• If a terminal chart application is installed, proper
verification of the applicability of the information being
used
• If a moving map display is installed, proper verification
of the applicability of the information being used
• Failure of component(s) of the EFB
Ground-Based Training
• System architecture overview
• Display Unit features and use
• Limitations of the system
• Restrictions on the use of the system
• Phases of flight
• Alternate procedures (MEL)
• Applications as installed
• Use of each application
• Restrictions on the use of each application
• Phases of flight
• Alternate procedures (MEL)
• Data input
• Cross-checking data input and output
• Use of data output
Flight Training
• Practical use of the Display Unit
• Display Unit controls
• Data input devices
• Selection of applications
• Practical use of applications
• CRM and human factor considerations
• Situational awareness
• Avoidance of fixation
• Cross-checking data input and output
• Practical integration of EFB procedures into SOPs
February 11, 2013 787-AT1-01 8-1.3
TM

(EFB) Training Manual Type Rating Training
Initial Ground EFB Checking
installed.
Skill Test & Proficiency Check

Although the EFB is not listed as a specific element to be tested,
proficient use of the EFB must be demonstrated during the Proficiency
Check. Below are areas of emphasis during EFB checking.
Areas of Emphasis During EFB Checking

• Proficiency in the use of each EFB application installed
• Proper selection and use of EFB displays
• Where an aircraft performance application is installed,
proper cross-checking of data input and output
• Where a terminal chart application is installed, the
proper check of the validity of the information and the
use of the chart clip function
• Where a moving map display is installed, the
maintenance of a proper outside visual scan without
prolonged fixation on EFB operation, especially during
the taxiing operations
• Actions following the failure of component(s) of the
EFB
Differences and Familiarization Training

When the introduction of the use of an EFB requires Differences or
Familiarization Training to be carried out under EU-OPS 1.950, the
requirement can be satisfied by conducting initial EFB Training.
Suitability of Training Devices
Where the EFB system is based on a Class 3 device, it will be used
during all phases of flight during which it would be used under the
operator’s SOPs.
8-1.4 787-AT1-01 February 11, 2013

787 AT1 TBC Portrait - Book

Uploaded by

Copyright:

Available Formats

787 AT1 TBC Portrait - Book

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

787 AT1 TBC Portrait - Book

Uploaded by

Copyright:

Available Formats

Flight Services

Type Rating Training

Document Number: 787-AT1-01

Introduction Training Manual Requirements

Training Materials Supplied

February 11, 2013 787-AT1-01 0-1.1

Requirements Training Manual Introduction

COMPUTER BASED TRAINING (CBT)

FLIGHT CREW OPERATIONS MANUAL (FCOM)

SIMULATOR CONFIGURATION (OTD & FFS)

Introduction Training Manual Requirements

Type Rating Training Courses

Requirements Training Manual Introduction

Introduction Training Manual Type Rating - Additional

TYPE RATING - ADDITIONAL

Or as required by governing NAA.

February 11, 2013 787-AT1-01 0-2.1

Type Rating - Additional Training Manual Introduction

Multi-Crew Coordination Training

Crew Resource Management (CRM)

Syllabus Training Manual Type Rating - Additional

February 11, 2013 787-AT1-01 0-2.3

Type Rating - Additional Training Manual Syllabus

DAY 4 DAY 5 DAY 6

Syllabus Training Manual Type Rating - Additional

DAY 7 DAY 8 DAY 9

Type Rating - Additional Training Manual Syllabus

DAY 10 DAY 11 DAY 12

Syllabus Training Manual Type Rating - Additional

DAY 13 DAY 14 DAY 15

Type Rating - Additional Training Manual Syllabus

DAY 16 DAY 17 DAY 18

Syllabus Training Manual Type Rating - Additional

DAY 19 DAY 20 DAY 21

Type Rating - Additional Training Manual Syllabus

TYPE RATING – PRIOR EXPERIENCE CREDIT

Or as required by governing NAA.

February 11, 2013 787-AT1-01 0-3.1

Multi-Crew Coordination Training

Crew Resource Management (CRM)

February 11, 2013 787-AT1-01 0-3.3

DAY 4 DAY 5 DAY 6

DAY 7 DAY 8 DAY 9

DAY 10 DAY 11 DAY 12

DAY 13 DAY 14 DAY 15

Other Training Device

February 11, 2013 787-AT1-01 1-1.1

Other Training Device

Briefing Tool Exercises – Route, Performance and Weather:

GR WT 159,000 kg THRUST LIM TO

METAR 00000KT CAVOK 15/06 Q1013

Other Training Device

The lessons progress from simple to complex. The earlier lessons

Self-Study – Normal Procedures and Checklists

Other Training Device

Electronic (tablet PC):

Note: Training will be completed in a European environment with

Ground Training Segment Training Manual Lesson 1T

February 11, 2013 787-AT1-01 1-2.1