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[Higher approach speeds provide better pitch up control authority.]
If flap position 20 or greater:
Note: Use flaps 20 and VREF30 + 20 for landing.
[Higher approach speeds provide better pitch up control authority.]
[]PITCH UP AUTHORITY
December 15, 2006
787 Flight Crew Operations Manual
Copyright © The Boeing Company. See title page for details.
D615Z003 Boeing Proprietary
9.6
9.6
Condition: Flight control system is operating in direct mode.
PRIMARY FLIGHT COMPUTERS
disconnect switch. . . . . . . . . . . . . . . . . . . . .DISC, then AUTO
[Attempts to restore flight control normal mode.]
If PRI FLIGHT COMPUTERS message remains displayed:
Avoid abrupt control inputs.
[Airplane response is changed by simplified elevator feel and rudder
ratio systems.]
GND PROX FLAP OVRD . . . . . . . . . . . . . . . . . . . . . . . OVRD
Note: Inoperative items:
• envelope protection functions
• autopilot
Note: Manual control inputs are required to compensate
for asymmetric thrust conditions.
Note: Use flaps 20 and VREF20 for landing.
[Ensures sufficient pitch trim capability for landing.]
Note: Do not arm speedbrake lever.
[From AUTO SPEEDBRAKE checklist. Prevents inadvertent inflight
extension.]
Note: Manually extend speedbrakes after landing.
[From AUTO SPEEDBRAKE checklist.]
Do not accomplish the following checklists:
AUTO SPEEDBRAKE
[]PRI FLIGHT COMPUTERS
December 15, 2006
787 Flight Crew Operations Manual
Copyright © The Boeing Company. See title page for details.
D615Z003 Boeing Proprietary 9.7
9.7
Condition: There is limited authority remaining to roll the
airplane to the left.
The flight control system is commanding a large left wing
down and/or left rudder input to control an airplane
asymmetry.
Plan to land at the nearest suitable airport
[Unknown drag condition may decrease range.]
Note: Use LRC speed for diversion. Do not use FMC fuel
predictions.
Note: Use flaps 20 and VREF30 + 20 for landing.
[Higher approach speed improves maneuvering characteristics.]
Note: Crosswind limit for landing is 10 knots.
[Maintains sufficient control authority for de-crab maneuver.]
Note: Left control wheel may be required after landing to
control roll asymmetry.
[]ROLL LEFT AUTHORITY
December 15, 2006
787 Flight Crew Operations Manual
Copyright © The Boeing Company. See title page for details.
D615Z003 Boeing Proprietary
9.8
9.8
Condition: There is limited authority remaining to roll the
airplane to the right.
The flight control system is commanding a large right wing
down and/or right rudder input to control an airplane
asymmetry.
Plan to land at the nearest suitable airport
[Unknown drag condition may decrease range.]
Note: Use LRC speed for diversion. Do not use FMC fuel
predictions.
Note: Use flaps 20 and VREF30 + 20 for landing.
[Higher approach speed improves maneuvering characteristics.]
Note: Crosswind limit for landing is 10 knots.
[Maintains sufficient control authority for de-crab maneuver.]
Note: Right control wheel may be required after landing to
control roll asymmetry.
Condition: A significant airplane roll or yaw asymmetry has been
detected.
Plan to land at the nearest suitable airport.
[Unknown drag condition may decrease range.]
Note: Use LRC speed for diversion. Do not use FMC fuel
predictions.
[]ROLL RIGHT AUTHORITY
[]ROLL/YAW ASYMMETRY
December 15, 2006
787 Flight Crew Operations Manual
Copyright © The Boeing Company. See title page for details.
D615Z003 Boeing Proprietary 9.9
9.9
Condition: Slat drive mechanism has failed.
Do not use alternate flaps.
[Asymmetry and uncommanded motion protection are not provided in
alternate mode.]
GND PROX FLAP OVRD . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
Note: Do not use FMC fuel predictions with slats extended.
Note: Do not use autoland.
Note: Use flaps 20 and VREF30 + 30 for landing.
[Provides better handling qualities when slats are not fully extended.]
Do not accomplish the following checklist:
SLATS PRIMARY FAIL
Condition: Slats are operating in secondary mode.
Note: Plan additional time for slower slat operation.
Note: Slats will extend beyond midrange when airspeed is
below 215 knots. For go–around, do not exceed 215
knots until slats retract to midrange.
[From SLATS PRIMARY FAIL checklist.]
Condition: Speedbrake is extended when radio altitude is
between 15 and 800 feet, or when the flap lever is in a
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