PERFORMANCE

Takeoff
The maximum allowable takeoff weight is the least of :
● Maximum Certified Takeoff Weight,
● The Field Limit Weight,
● Climb Limit Weight,
● Obstacle Limit Weight and
●

○ Fuel Jettison Limit Zero Fuel Weight

■ Is the Landing Climb Limit Weight at the departure airport minus 8000 kg (is the weight of fuel
that cannot be dumped due to system limitations).
○ Fuel Jettison Climb Limit Weight
■ Is the Landing Climb Limit Weight at the departure airport plus 11400 kg (is the weight of fuel
that can be dumped and burned over 15 minutes using the main tanks alone plus the fuel
burned over an additional 15 minutes).
Brake Energy and Tire Limit Weights are not shown as they are not limiting for the range of conditions shown in this
chapter.

1
Landing
No hay análisis específicos de aterrizaje.
Maximum landing weight is the lowest of:
●
● Field Length Limit Weight,
● Landing Climb Limit Weight table presents the data which are the more limiting of:
○ Approach Climb Limit Weight
○ Landing Climb Limit Weight

Note: Meeting the regulatory approach climb gradient requirement does not guarantee terrain clearance on missed
approach.

Tire Speed Landing Limit Weight

● For normal operations, the tires have a speed limit of 204 knots (235 MPH).
●

If planned landing weight exceeds the tire speed landing limit weight, reduce gross weight by burning fuel or fuel
jettison. If unable to reduce weight below the tire speed landing limit weight, divert to a lower elevation airport.

Go Around Climb Limit - EASA AOC only

Must be taken into consideration for dispatch and inflight assessment.
● Low visibility approaches (DH <200 ft AGL): 2,5%
● Any missed approach that requires a go-around climb gradient > 2,5%.

2
Enroute
Long Range Cruise Maximum Operating Altitude
These tables provide the maximum operating altitude in the same manner as the FMC. Maximum altitudes are shown
for a given cruise weight and maneuver capability. Note that these tables consider both thrust and buffet limits,
providing the more limiting of the two. Any data that is thrust limited is denoted by an asterisk and represents only a
thrust limited condition in level flight with 300 ft/min residual rate of climb.
The Long Range Cruise Maximum Operating Altitude tables provide both optimum altitude and climb thrust limited
pressure altitude for a given weight at Long Range Cruise. Buffet limits corresponding to a maneuver margin of 1.3g
(39° bank) are also shown. The maximum altitude shown in the table is limited by the maximum certified altitude of
43100 ft.

Cruise - Optimum, Maximum, and Recommended Altitude (OPT, MAX, RECMD)

Maximum Altitude
Maximum altitude is the highest altitude at which the airplane can be operated. It is determined by three basic
characteristics, (certified altitude, thrust limit altitude and buffet or maneuver margin) which are unique to each airplane
model. The FMC predicted maximum altitude is the lowest of:
● Maximum certified altitude - the altitude determined during certification considering structural limit (limits on
the fuselage), rapid descent capability, or other factors determined by the certifying authority
● Thrust limited altitude - the altitude at which sufficient thrust is available to provide a specific minimum rate of
climb. (Reference the Long Range Cruise Maximum Operating Altitude table in the PI Chapter, Volume 1 of
the FCOM). Depending on the thrust rating of the engines, the thrust limited altitude may be above or below
the maneuver altitude capability

3
 ● Buffet or maneuver limited altitude - the altitude at which a specific maneuver margin exists prior to buffet
onset. This altitude provides a g margin prior to buffet chosen by airline policy. The minimum margin available
is 0.2g (33° bank) prior to buffet. Some regulatory agencies may require a different minimum maneuver
margin.
Although each of these limits are checked by the FMC, available thrust may limit the ability to accomplish anything
other than relatively minor maneuvering. The amber band limits do not provide an indication of maneuver capability as
limited by available thrust.
The minimum maneuver speed indication on the airspeed display does not guarantee the ability to maintain level flight
at that speed. Decelerating the airplane to the amber band may create a situation where it is impossible to maintain
speed and/or altitude because as speed decreases airplane drag may exceed available thrust, especially while
turning. Flight crews intending to operate at or near the maximum operation altitude should be familiar with the
performance characteristics of the airplane in these conditions.
Note: To get the most accurate altitude limits from the FMC, ensure that the airplane weight, cruise CG, and
temperature entries are correct.
For LNAV operation, the FMC provides a real-time bank angle limiting function. This function protects the commanded
bank angle from exceeding the current available thrust limit. This bank angle limiting protection is only available when
in LNAV.
For operations other than LNAV, when operating at or near maximum altitude fly at least 10 knots above the lower
amber band and use bank angles of 10° or less. If speed drops below the lower amber band, immediately increase
speed by doing one or more of the following:
• reduce angle of bank
• increase thrust up to maximum continuous
• descend.
Turbulence at or near maximum altitude can momentarily increase the airplane’s angle-of attack and activate the stick
shaker. When flying at speeds near the lower amber band, any maneuvering increases the load factor and further
reduces the margin to buffet onset and stick shaker.
FMC fuel predictions are not available above the FMC maximum altitude and are not displayed on the CDU. VNAV is
not available above FMC maximum altitude. Fuel burn at or above maximum altitude increases. Flight above this
altitude is not recommended.
FMC Cruise Page
MAX – displays maximum altitude based on:
• current gross weight minus calculated fuel burn to climb to MAX altitude
• speed (ECON, LRC, SEL, EO, or CO)
• cruise cg
• temperature
• number of engines operating
• cruise reference thrust limit default set by airline (CRZ or CLB)
• residual rate of climb default set by airline (range: 100 to 999 feet per minute)
• disregarding altitude or speed constraints
• does not reflect the effect of speed if speed intervention (MCP IAS/MACH window) is selected

Optimum Altitude
4
The optimum (OPT) altitude shown on the CRZ page is determined based on aircraft gross weight and cruise speed in
still air. When operating in the ECON mode, OPT altitude results in minimum trip cost based on the entered cost index.
However, when operation is based on manually entered speed or selected LRC speed, OPT altitude is based on
minimum fuel burn. OPT altitude increases as weight decreases during the flight.
OPT altitude calculation does not consider the effects of temperature deviations from standard day or sensed or
forecast winds at altitude. Since OPT altitude only provides optimum performance in still air, when factoring winds, it
may not be the best altitude for the aircraft to minimize cost or fuel.
For shorter trips, OPT altitude computation is based on ECON speed and uses different logic and different input
parameters than long trips.
FMC Cruise Page
OPT – calculation of OPT altitude is based on:

● gross weight • cruise speed schedule

● cruise cg • cost index
Forecast winds and temperature deviations from standard day are not used in the calculation. The optimum altitude is
not calculated during an RTA cruise segment.

Recommended Altitude
The recommended (RECMD) altitude shown on the CRZ page accounts for forecast winds and temperatures aloft
along the flight plan route, over the next 250-500 nm immediately in front of the airplane, above and below the aircraft
entered cruise altitude. When operating in the ECON mode, RECMD altitude is based on minimum trip cost associated
with the entered cost index. However, when operation is based on manually entered speed or selected LRC speed,
RECMD altitude is based on minimum fuel burn.
The RECMD altitude is based on the entered cruise altitude and step size. The RECMD altitude may be a Step Climb
or Step Descent.
To provide usable and accurate RECMD altitude, the FMC requires accurate forecast winds at multiple altitudes above
and below cruise altitude. Winds can be entered manually at waypoints and at discrete altitudes for cruise descent, or
they may be uplinked. When significant variation exists between sensed and forecast temperatures or winds aloft
(magnitude or direction), flying at RECMD altitudes may not be the most cost effective or fuel efficient.
Since the RECMD altitude evaluates the winds and temperatures above and below the aircraft entered cruise altitude,
it may provide a different altitude than the Step Climb. The Step Climb calculation only looks above the entered cruise
altitude for the remainder of the flight.
FMC Cruise Page
RECMD – displays the most economical altitude to fly for the next 250 - 500 NM based on

● gross weight, • cruise speed schedule, and

● entered forecast winds and temperatures at cruise altitudes.
The FMC evaluates altitudes from 9,000 feet below the current CRZ ALT up to the MAX altitude. Recommended
altitudes are consistent with the specified step size and step climb schedule. If the step size is zero, the recommended
cruise level is calculated assuming a 2,000 foot step size. The recommended altitude is set to the CRZ ALT when
within 200 NM of the T/D or within 500 NM of the destination airport. The recommended altitude is not calculated
during an RTA cruise segment.

5
 B787 - Miscelanea
RFFS: cat 8 (D in U.S.)
Minimum landing fuel: 4.900 kg
Maximum Allowed LMC: 6 pax / 200 kg Hold Load
An updated OFP shall be provided in case of an actual TOM exceeding the following limit over the TOM used in the
initial OFP: 5.000 kg.

FCOM Supplementary Procedures - Adverse Weather - Severe Turbulence

Vertical speed mode (speed on autothrottles) is recommended for climb and descent in severe turbulence.

Table I-4-1-2. Speeds for procedure calculations in knots

ICAO

Maximum IAS Circling Area Radius (r) from Threshold

205 Kts 5.28 NM

POTABLE WATER TANK

MAX QUANTITY: 1020 litres or 270 gallons

OPERATIONAL NOTES
SAEZ - EZE
SID en MAD nocturnas ej. CCS 3N.
LOGON con Canarias GCCC 15’-30’ antes de entrar en el FIR, estando todavía con Casablanca. Aunque las
comunicaciones sean por VHF el logon se mantiene para luego. La transferencia con SAL GVSC es automática, pero
con Dakar GOOO a veces falla y hay que hacer logoff y logon. Lo mismo con Atlántico, que a veces falla.
RWY 11:
● Carta STAR 10-2A: los puntos de entrada llevan al VOR para luego hacer la Carta Nº4 ILS W desde el VOR.
Saliendo del VOR que es el IAF el FCTM recomienda ir con flap 5
● O pueden mandar directo a ARSOT para Carta Nº3 ILS X. Si es esto último cuidado porque habría que entrar
en la espera de ARSOT en una gota, ej., para volver al inbound. Si queremos hacerlo directo hay que
brifinearlo y solicitar autorizacion a ATC, poner un abeam 3 o 4NM para que el viraje no sea demasiado
brusco. Llevar el avión amarrado (flap 5 o 15 si hace falta).
● Ni la Carta Nº3 (ILS X), ni la Carta Nº4 (ILS W) están en el NAV DATA BASE. Hay que seleccionar el ILS Z
para la primera y el ILS Y para la segunda.
● Con autobrake en 2 normalmente es suficiente para salir por la pista 35, para lo cual, hay que pedir permiso a
ATC.
RWY 29:
● Si es la Z el alejamiento del reversal procedure 45º/180º es de 1’ 15” para cat D.
● El inbound de 285º tiene un offset de 5º a la derecha con la pista 290º.
Requiere formulario de registro de seguridad.
SID PLATA 6A (rwy 29) o 6B (rwy 11). Noise abatement todo a 1000’
Al llegar a MAD idle reversers por horario.

Non-Normal Checklist
Unannunciated checklists: Checklists without an EICAS alert message (such as Ditching)
A rectangle icon [] precedes all EICAS alert messages that have procedural steps, notes, or other information of which
the flight crew should be aware.
EICAS alert messages without rectangle icons are informational, have no procedural steps or notes, or the action is
obvious (such as OVERSPEED).
All checklists have condition statements.
The condition statement briefly describes the situation that caused the EICAS alert message. Unannunciated
checklists also have condition statements to help in understanding the reason for the checklist.
Some checklists have objective statements.
The objective statement briefly describes the expected result of doing the checklist or briefly describes the reason for
steps in the checklist.

Checklists can have both memory and reference items.

● Memory items are critical steps that must be done before reading the checklist.

Some checklists have considerations/additional information at the end of the checklist. The
considerations/additional information provides data the crew may wish to consider. The considerations/additional
information does not need to be read.
The titles of Quick Action Index checklists are printed in bold type. Checklist titles in upper case (such as
AUTOBRAKE) are annunciated by an EICAS alert message. Checklist titles in upper and lower case (such as Window
Damage L, R) are not annunciated.
The primary purposes of the non–normal menu are to access unannunciated checklists and to access the condition
statements for EICAS alert messages without rectangle icons.
In the printed non-normal checklists, when special items are needed to configure the airplane for landing, the items are
included in the Deferred Items section of the checklist. In the electronic checklists, deferred items are automatically
added to the end of the applicable normal checklist.
There are no non–normal checklists for the loss of an engine indication or automatic display of the secondary engine
indications. Continue normal engine operation unless an EICAS alert message shows or a limit is exceeded.
With the electronic checklist, items that are complete (green) do not need to be read or verified.
The pilot monitoring reads aloud the reference items, including:
• the precaution (if any)
• the response or action
• any amplifying information
With the airplane stationary on the ground:
• the captain and the first officer take action based on preflight and postflight areas of responsibility
With the airplane in flight or in motion on the ground:
• the pilot flying and the pilot monitoring take action based on each crewmember's Area of Responsibility
Closed loop (sensed) checklist items change from white to green when the action is taken. The pilot monitoring must
“check off” any open loop (not sensed) items and verify that all closed loop items are green.
Checklists include an Inoperative Items table only when the condition of the items is needed for planning the rest of
the flight and the condition is not shown on EICAS. The inoperative items, including the consequences (if any), are
read aloud by the pilot monitoring.

Consequential EICAS alert messages

Can show as a result of a primary failure condition (such as AUTO SPEEDBRAKE as a result of HYD PRESS SYS C)
or as a result of doing a non–normal checklist (such as PACK L or PACK R as a result of doing the Smoke, Fire or
Fumes checklist). Consequential messages are shown for flight crew awareness, with the rectangle icons
automatically removed. The flight crew does not do the checklists for consequential EICAS alert messages. In the
printed primary checklist, the statement “Do not accomplish the following checklists:” is included to inform the flight
crew of consequential checklists. In the electronic primary checklist, the statement “Inhibited checklists:” is included to
inform the flight crew of consequential checklists.

The deferred items

Are read aloud by the pilot monitoring. The pilot flying or the pilot monitoring takes action based on each
crewmember's area of responsibility. After moving the control, the crewmember taking the action also states the
response.
The pilot flying or the pilot monitoring responds to the deferred normal checklist items based on each crewmember's
area of responsibility. However, during the deferred Landing normal checklist, the pilot flying responds to all deferred
normal checklist items.
Considerations/additional information at the end of the checklist is not required to be read.
 AIR SYSTEMS - Chapter 2
Air Conditioning System
The airplane is divided into seven temperature zones: the flight deck and six passenger cabin zones.
Note: Zones A and B contain sub-zones A1 and B1 that are not
depicted on the air synoptic.
Forward Equipment Cooling (EQUIP COOLING
FWD) Switch
Off (AUTO not visible) –
• both forward equipment cooling supply fans, flight deck supply
fan and vent fan are commanded off
• both the smoke/override valve and the flight deck isolation valve
are commanded open
• forward cargo heat becomes inoperative
• forward cargo air conditioning becomes inoperative
• OVRD illuminates
OVRD – SMOKE/OVRD mode is operating because:
• off is selected manually, or
• both forward equipment cooling supply fans fail, or
• the smoke/override mode is automatically selected by the smoke
detection system

Aft Equipment Cooling (EQUIP COOLING AFT) Switch

Off (AUTO not visible) –
• both aft equipment cooling supply fans and vent fan are commanded off
• override valve is commanded open
• aft cargo heat becomes inoperative
• OVRD illuminates
OVRD – SMOKE/OVRD mode is operating because:
• off is selected manually
• both equipment cooling supply fans fail, or
• smoke/override mode is automatically selected by the smoke detection system

Flight Deck Temperature (FLT DECK TEMP) Control

18° C and 29° C. Mid position (12 o'clock) sets approximately 24° C
Note: During ground operations, the flight deck boost fan may be commanded on when the flight deck temperature
switch is selected to the full C or to the full W setting. When the fan is on, flight deck air flow is increased and
passenger cabin air flow is slightly reduced.

1
PACK Switches
AUTO – the pack is automatically controlled.
Off (AUTO not visible) – cabin air compressors are commanded off.
OFF – both associated cabin air compressors are not running:
• automatically during engine start, or
• automatically due to a pack or compressor outlet high temperature, or
• OFF is manually selected

TRIM AIR Switches

● Off (ON not visible) –
• the trim air valve is commanded closed, and
• FAULT illuminates
● FAULT –
• the trim air valve is failed closed, or
• the trim air valve is commanded closed because of a zone supply duct overheat, or
• the TRIM AIR switch is selected off

Recirculation Fans (RECIRC FANS) Switches

An EICAS advisory message is displayed if either the upper or lower switches are placed in the off position.

Cabin Temperature (CABIN TEMP) Control

Turning the control toward C or W sets the passenger cabin master reference temperature between 18° C and 29° C.

Air Conditioning Reset (AIR COND RESET) Switch

Push –
• resets any air conditioning faults and attempts to restart normal operation
• resets any trim air valves held closed due to overheat, control failure, or valve failure
• attempts to reset a failed recirculation fan
• resets fault protection

Alternate Ventilation (VENTILATION) Switch

NORM – environmental control system is configured for normal operation
ALTN - alternate ventilation valve is in the open position. When valve is open, no alternate ventilation flow occurs
when airplane is pressurized normally.

SHOULDER HEATER Control

Note: Available in-flight only

FOOT HEATER Control

LOW – electric heater is off.
Note: Available on ground and in-flight when pack and recirculation fans are on.
Forward Cargo Air Conditioning Control
2
FWD CARGO FLOW Selector
LOW – Normal ventilation flow for maintaining perishable, temperature sensitive, or any cargo other than animal
carriage.
HIGH – High ventilation flow demanded from the air conditioning system to prevent cargo odors from entering the
passenger cabin, or to remove cabin odors. Use for live animal carriage or other odorous cargo.

Forward Cargo Air Conditioning (FWD CARGO A/C) Control

Provides automatic temperature control for the forward cargo compartment
Turning the control toward C or W sets the desired target temperature between 4° C and 27° C. Mid position (12
o'clock) sets approximately 16° C
OFF – disables heater and cargo refrigeration unit. Normal cargo heating is provided by the forward E/E exhaust
ventilation system

BULK CARGO TEMP Switch

AUTO – bulk cargo heat system targeting 21° C.
Off (AUTO not visible) – bulk cargo heat is commanded off.
OFF –
• BULK CARGO TEMP switch selected off
• bulk cargo heater overheat

Forward Cargo Air Conditioning (FWD CARGO A/C) OFF Light

OFF (Not Visible)
• fwd cargo air conditioning selector is OFF, or
• fwd cargo air conditioning functioning properly
OFF
• fwd cargo air conditioning is inoperative when selector is in any position other than OFF

Power Electronics Cooling System (PECS) Indications

Note: A single liquid cooling loop is displayed when only one forward external power source is connected and selected
ON

Air Conditioning Packs

3
Outside air is supplied to four electric cabin air compressors (CAC) through two dedicated inlets located in the wing to
body fairings
During normal ground operations and landing phases of flight, deflector doors deploy in front of the CAC inlets to
prevent debris from entering the CACs.
These deflector doors may retract on the ground when ambient air temperature is below 2°C or above 35°C.
The air is then pressurized and flow-regulated by the CACs and supplied to two identical air conditioning packs. Two
CACs are dedicated to each pack. A single CAC provides sufficient air to operate its associated pack in all operating
modes. Packs are controlled by two identical pack control systems. If one system fails, pack control automatically
switches to the other system.

Pack Ground Operation

Each pack uses a ram fan to draw air through the ram air system for ground operation cooling when sufficient main
A/C Bus power is available. Normally, to maximize system efficiency, only one CAC on each side runs when using the
APU as the power source. During cold weather operations both CACs are commanded on.
For normal engine starts, all CACs are commanded off during initial start sequence with corresponding PACK L and
PACK R messages inhibited. Packs do not restart until at least two minutes after the engine start sequence is initiated
and the engine is running. If both engines are started together, and the two minute limit is met, packs restart
immediately after the second engine is running.
A ground source of conditioned air may be used to supply conditioned air directly to the cabin distribution system,
eliminating the need for pack operation.
Ground Conditioned Air Use - Supplementary proc.
Before connecting ground conditioned air:
PACK switches (both) ..............................................................Off
Packs can be damaged if they are operated while ground conditioned air is connected.
LOWER RECIRC FAN switch ................................................Off
This step allows conditioned air unit to operate at maximum efficiency.
After disconnecting ground conditioned air:
PACK switches (both) ........................................................ AUTO
LOWER RECIRC FAN switch ................................................ON

Pack Non–Normal Operation

Pack control, fault detection, and overheat protection are all automatic.
For an in-flight starter assisted engine start, only one CAC runs to maintain pack operation and maximize power
available for the engine cross start.
During a go-around with one engine inoperative, if slat autogap is needed, both packs could temporarily load shed and
the PACK L+R message may show momentarily. No crew action is required for the PACK L+R message in this
condition.

Standby Cooling Mode

4
For certain internal malfunctions, pack control automatically uses standby cooling mode as a backup to normal mode.
In standby cooling mode, the EICAS advisory message PACK MODE (L, R) is displayed, and STBY COOLING is
displayed in amber on the AIR synoptic.
If one pack is in standby cooling and the other pack is operating normally, the pack in standby cooling mode shuts
down at lower altitudes and higher outside air temperatures when ambient conditions do not permit standby cooling.
The pack restarts automatically when altitude and outside air temperatures are suitable for standby cooling.
In standby cooling mode, pack cooling capacity may be less than in normal mode and may result in warm flight deck
or cabin temperatures at lower altitudes.

Air Distribution
The flight deck receives 100% conditioned outside air and the passenger cabin receives a mix of outside air and
recirculated air
The lower recirculation ducts contain liquid-to-air heat exchangers capable of additional cabin cooling. Lower
recirculation cooling reduces the power required from the CACs. Lower recirculation cooling is provided by the
Integrated Cooling System (ICS) which is a common galley cooling system.

CAUTION: Recirculation fans must remain ON during hot weather operations unless a non-normal checklist directs to
select them off.

Alternate Ventilation System

The Alternate Ventilation System (AVS) provides an alternate means of ventilating the cabin and flight deck in the
event both packs are inoperative. Opens a valve allowing fresh outside air to be drawn into the air distribution system.

Temperature Control
The target temperatures of each passenger cabin temperature zone may be further modified plus or minus 6º C, within
the range of 18º to 29º C, using the cabin management system.
The temperature zone requiring the coolest temperature controls the pack outlet temperature.
If the flight deck or cabin temperature selector setting is unavailable to the pack temperature controller, the pack outlet
temperature is regulated to achieve either the last temperature set or an average cabin temperature of 24º C.

Temperature Control With Loss of Trim Air

If the left or right trim air system is off, the cabin temperature controllers attempt to maintain all zones at the average
target temperature.
The flight deck may become uncomfortably warm or cool. Setting the CABIN TEMP selector to a cooler or warmer
master temperature may achieve a cooler or warmer flight deck temperature.

Shoulder and Foot Heaters

Flight crew shoulder heat is provided by electric elements in the side window air diffusers and are available in-flight
only.
Foot heaters have electric heating elements only and are available on ground and in-flight when pack and recirculation
fans are on.
Humidification System

5
The humidification system operates automatically 20 minutes into cruise above 25,000 ft when the HUMID switch is on
and is automatically switched off approximately 1-1.5 hours prior to touch down.

Cargo Temperature Control System

Forward Cargo Compartment Air Conditioning System
The flight crew can set the forward cargo compartment temperature control reference to between 4º and 27º C using
the FWD CARGO A/C control. Selecting a mid position sets the temperature at approximately 16º C.

Note: If the flight deck control fails, the packs maintain the last selected target temperature.

The EICAS advisory message CARGO A/C FWD is displayed when the selector is in any position other then the OFF
and a fault is detected in the forward cargo compartment air conditioning system.

Bulk Cargo Heat

Bulk cargo compartment ventilation and heat are provided from cabin air passing through a supply fan and in-line
electric heaters. In addition, there is some residual heat from the aft E/E cooling exhaust entering from below the
compartment floor.

Equipment Cooling, Equipment Ventilation, Lavatory and Galley Ventilation

Forward Equipment Cooling & Aft Equipment Cooling
In the override mode cabin differential pressure draws air through the flight deck panels and the forward E/E
equipment racks to create a reverse flow of air across the equipment, then exits through the override valve to an
overboard venturi.
The override mode supplies adequate cooling while the airplane is in cruise, but the airflow decreases as the airplane
descends as the cabin pressure differential decreases.

In flight, the FWD EQUIP COOLING switch in OVRD aids smoke evacuation from the flight deck.
In flight, the AFT EQUIP COOLING switch in OVRD aids smoke evacuation from the passenger cabin.
On the ground, the EICAS advisory message EQUIP COOLING FWD is displayed and the ground crew call horn in
the wheel well sounds if the forward equipment cooling system is inoperative.

Power Electronics Cooling System (PECS)

PECS is a liquid cooling system for the large motor power distribution system located in the aft E/E equipment
compartment. It also provides liquid cooling to the supplemental cooling units and associated motor controllers of the
Integrated Cooling System. The system consists of two independent liquid cooling loops. Each loop has a single pump
package which contains two fully redundant pumps.
Liquid quantities and status for each PECS (liquid cooling) loop are displayed on the STATUS page. PECS controls
the liquid coolant supply temperature of each loop to 27º C during normal operation. A single liquid cooling loop is
displayed when only one forward external power source is connected and selected ON.

Integrated Cooling System

6
The Integrated Cooling System (ICS) is a centralized refrigeration system that provides cooling to galley carts and
assists with cooling recirculated cabin air. ICS is integrated with the air conditioning system and the liquid cooling
system to manage airplane heat loads. There is no flight deck control for the ICS.

Pressurization System
Introduction
Cabin pressurization is controlled by regulating the discharge of conditioned cabin air through the outflow valves.
Two outflow valves are installed: one forward and one aft. Normally, the outflow of cabin air is split equally between
these two outflow valves. Cabin altitude and full ventilation rates can be maintained by either valve.

Pressurization System Automatic Operation

The pressurization system uses ambient pressure and flight plan data from the FMC to calculate a cabin
pressurization schedule.
For takeoff, the system supplies a small positive pressurization prior to rotation to cause a smooth cabin altitude
transition to the cabin altitude climb schedule.
In climb mode, cabin altitude increases on a schedule related to the airplane climb rate and flight plan cruise altitude.
When the FMC climb path has a planned level segment, it is included in the total time required for the airplane to
reach the top of climb. Cabin altitude continues to increase during the planned level segment. For unplanned level
segments or when VNAV is disengaged, cabin altitude remains constant as long as airplane altitude is not changing.
When the airplane climb flight path is above the FMC climb path and maximum cabin pressure differential is reached
during the climb, cabin rate then becomes a function of airplane climb rate so maximum cabin differential pressure is
not exceeded.
If cruise altitude is unavailable from the FMC in AUTO, the default cruise altitude is 43,000 feet.
In the cruise mode, the cabin altitude is normally at or below 6,000 feet. During some degraded operations the cabin
may be commanded to climb to as high as 8,000 feet. This can occur if the air conditioning system is not achieving
cabin temperature and ventilation rate targets, and would be more likely with an inoperative pack or CAC. The
pressurization system enters descent mode after airplane descent has been initiated.
During descent, cabin altitude decreases to slightly below the FMC planned landing altitude. This ensures that the
airplane lands pressurized. Landing altitude barometric pressure correction comes from the captain's altimeter setting.
At touchdown, both outflow valves open to depressurize the cabin.
For high altitude takeoffs, if the takeoff field elevation is higher than 8,000 feet, the cabin descends to the target
altitude while the airplane is climbing.
For high altitude landings, if the destination airport elevation is greater than 8,000 feet, the cabin altitude climbs to
6,000 feet after takeoff and remains there during cruise. The cabin altitude then starts climbing to the destination
airport elevation when appropriate.

Operation With Loss of Landing Altitude

If landing altitude is unavailable from the FMC, and not set in MAN, the EICAS advisory message LANDING
ALTITUDE is displayed and the cabin altitude controller assumes a landing altitude of 2,000 feet.
Operation With Loss of Cabin Pressurization

7
If a depressurization event occurs, the outflow valves close to preserve cabin pressure. While the airplane is
descending and cabin altitude is increasing, the outflow valves remain closed until the airplane reaches 15,000 feet or
descends below the cabin altitude. At this point the outflow valves drive full open for the remainder of the flight.
It is important that the flight crew not attempt to manually close the outflow valves during the descent.
Pressurization System Manual Operation
If the outflow valve position is not available on EICAS, holding the respective OUTFLOW VALVE MANUAL switch in
the desired position for 30 seconds moves the valve from full open or closed to the selected position.

Supplementary Procedures
Automatic Pressurization Control - Departure/Landing Airport Elevation At or Above 8,000 ft
Note: The HIGH CABIN ALT MODE memo message shows when the departure or at top of descent when the landing
airport elevation is at or above 9,650 ft. When this memo is shown, the CABIN ALTITUDE warning limit is raised, from
the normal setpoint of 10,000 ft, to as high as 15,600 ft (depending on the departure/landing airport elevation).

If departure or landing elevation is above 10,000 ft or the HIGH CABIN ALT MODE memo message shows:
● Oxygen mask must be done and regulator set to Normal. Supplemental oxygen must be taken into
consideration, and
● Cabin altitude and rate indications must be monitored during climb/descent through the AIR synoptic on any
MFD.

PRESSURIZATION - CBT
When only one outflow valve is in manual, the pressurization system continues to operate automatically.

8
CPCS - Modes
● Ground - Before Takeoff Roll
○ Before takeoff roll starts, the CPCS calculates a pressurization schedule with flight plan data from the
FMC and ambient pressure.
○ During the takeoff roll, the CPCS starts to close the outflow valves to slowly pressurize the airplane.
This decreases the change in cabin pressure that usually occurs during takeoff.
○ After takeoff the system changes to Climb Mode.
● Climb Mode
○ The CPCS schedules a cabin altitude calculated from:
■ The takeoff field elevation
■ The FMC cruise altitude and
■ The time to climb to the cruise altitude
○ The CPCS can adjust the pressurization schedule for holding patterns and temporary level offs. If
these items are in the FMC route data and VNAV is engaged, the cabin will continue to climb during
the hold or level off.
○ For holds or level offs that are not in the FMC route, or if VNAV is disengaged, the cabin altitude levels
off and stays at a constant altitude until the airplane starts to climb again. When VNAV is engaged
again, the CPCS goes back to the normal pressurization schedule.
● Cruise Mode
○ Starts when the airplane reaches Cruise altitude
○ The cabin altitude does not change while the system is in the cruise mode.
○ If the airplane does a cruise climb to a higher altitude, the pressurization system changes back to the
climb mode.
○ Usual cabin altitude is 6,000 ft and the Max. differential pressure is 9.4 psi.
● Descent Mode
○ The CPCS will change to the Descent Mode if the airplane descends to a new altitude and it goes
back to the cruise mode when the airplane is at the new altitude.
○ When the airplane starts to descend, the CPCS change to the descent mode and decreases the cabin
altitude on a descent profile.
○ To calculate the descent profile, the CPCS uses FMC landing altitude and the Captain’s altimeter
setting.
○ The cabin altitude decreases to below the landing altitude.
○ When the airplane is on the ground, the outflow valves open to depressurize the airplane.
○ When the cabin altitude is equal to the landing altitude, the outflow valves move to the full open
position.
● High Altitude Operation
○ HIGH CABIN ALT MODE memo shows to tell you that the attitude warning limit for the cabin is set
higher than 10,000 ft.
○ High Altitude Takeoff
■ If the takeoff field is more than 8,000 ft, the cabin altitude will descend during the climb.
○ High Altitude Landing
■ If the destination field is more than 8,000 ft, the cabin altitude climbs to 6,000 ft after takeoff,
and stays there during cruise.

9
 ■ The CPCS calculates when the cabin altitude must start to climb to the destination field
elevation. This usually occurs at the FMC T/D point.
● Diversions
○ If the airplane must go back to the departure airport the pressurization system adjusts the landing
altitude automatically.
○ If a diversion to an alternate is necessary, the CPCS must have data for the new landing altitude to
calculate the pressurization schedule: new destination in FMC or manually set the landing altitude.
NON-NORMAL
With the sudden increase in cabin altitude, the outflow valves close immediately to try to control cabin altitude.
After descent, when the airplane and cabin altitudes are approximately the same, the outflow valves open to give
protection against negative differential pressure.
Differential pressure
● 4 Negative Relief Valves, 2 on each side of the fuselage.
○ They open into the airplane if a negative differential pressure occurs (airplane descends too quickly)
○ No EICAS for this condition
● 2 Positive Relief Valves on the left side of the fuselage.
○ There are no indications that show the position of the relief valves. When an exceedance occurs the
pressurization indication auto shows. The data shows amber for values above normal range or red for
excessive cabin differential pressures.
○ No EICAS msgs when this occurs.

10
 B787 - ANTI-ICE, RAIN - Chapter 3
The anti-ice and rain systems include:
• automatic ice detection
• engine anti-ice • wing anti-ice
• pack inlet anti-ice • probe heat
• flight deck window heat • windshield wipers and washers

AUTO ON

WING ANTI-ICE Selector With flaps out of up, stick shaker logic is set • in flight, wing ice protection system
for icing conditions when icing conditions is powered on and operates without
have been detected and TAT is 10º C or input from automatic ice detection
less. Stick shaker logic returns to normal if system (with TAT less than 25º C)
no icing conditions have been detected for • with flaps out of up, stick shaker
a certain time and TAT is greater than 10º C logic is set for icing conditions

ENGINE ANTI-ICE Selectors • The engine anti-ice valves are

commanded open.
• with flaps out of up, stick shaker
logic is set for icing conditions

Automatic Ice Detection System

The system has two icing condition detectors that measure liquid water content, and use TAT, other temperature
sources, and other air data information to determine if icing conditions exist.
● This reference temperature may not be the same as the displayed TAT.
Both detectors are heated electrically after engine start.
Control the engine, wing, and pack inlet anti-ice.
Automatic ice detection is inhibited on the ground below 75 knots.

Engine Anti-Ice System

Uses bleed air to provide engine core and cowl inlet ice protection
In addition to bleed air, the RR engine EEC automatically adjusts idle to prevent engine icing
The engine anti-ice valves close automatically:
• during start, or
• for bleed air overtemperature, or
• for bleed air overpressure, or
• when an engine fire switch is pulled, or
• when a bleed air leak is detected

1
Wing Anti-Ice System
The electric wing anti-ice system powers thermal anti-icing mats on the leading edge slats on each wing.
Wing anti-ice is inhibited on the ground below 75 knots. Wing anti-ice may be momentarily shed (30 seconds
maximum) during high electrical loads, such as during flap retraction.
To maintain aerodynamic stability, system logic controls symmetrical operation of left and right wing anti-ice. If one
wing anti-ice thermal mat fails, the wing anti-ice system automatically de-powers the opposite thermal mat to prevent
asymmetrical wing icing.

The WAI EICAS indication remains displayed until the clean up cycle is complete.

Engine and Wing Anti-Ice Effects on Maneuver Margin

With flaps out of up, engine or wing anti-ice use modifies stick shaker logic, increasing the stick shaker speed and
minimum maneuvering speed. This reduces maneuver margin to stick shaker. Stick shaker logic returns to normal if
no icing conditions have been detected for a certain time and TAT is greater than 10º C, or when the airplane lands.

With flaps up, the use of engine or wing anti-ice has no effect on stick shaker speed and minimum maneuvering
speed.

Pack Inlet Anti-Ice System

Operation is inhibited on the ground and when TAT is above 10º C.

Flight Deck Window Heat

All flight deck windows are electrically heated. The forward windows have exterior surface anti-icing, and interior
surface antifogging protection. The side windows have interior surface antifogging protection only.

Probe Heat
Three pitot probes and two angle of attack probes are electrically heated for anti-ice protection when either engine is
operating.
The TAT probe is electrically heated for anti-ice protection in flight.

2
 ANTI-ICE, RAIN - CBT
In normal operations the airplane uses a combined TAT signal from the fuselage TAT probe and a TAT probe in each
engine inlet.
If a probe heater fails in icing conditions, incorrect TAT data can be sent to the EEC:

Perform the TAT Probe Icing Non-Annunciated checklist if any of the above conditions is detected.

WING ANTI-ICE
The wings are anti-iced in flight by electro-thermal heating mats on 4 leading edge slats on each wing.

Supplementary Procedures - Cold Weather Operations

3
Takeoff - Wet or Contaminated Runway Conditions
• For runways contaminated by slush, snow, standing water, or ice, reduced thrust (fixed derate) is allowed provided
takeoff performance accounts for the runway surface condition. Reduced thrust using assumed temperature method,
whether alone or in combination with a fixed derate, is not allowed
• Takeoffs are not recommended when:
● slush or standing water depth is more than 13 mm,
● wet snow depth is more than 30 mm, or
● dry snow depth is more than 100 mm.

Cold Weather Operations

Icing conditions exist when OAT (on the ground) or TAT (in-flight) is 10°C or below, and any of the following exist:
• visible moisture (clouds, fog with visibility of one statute mile (1600 m) or less, rain, snow, sleet, ice crystals,
and so on) is present, or
• ice, snow, slush, or standing water is present on the ramps, taxiways, or runways

CAUTION: Do not use engine anti-ice when OAT (on the ground) is above 10°C. Do not use engine or wing anti-ice
when displayed TAT (in-flight) is above 10°C.

Preliminary Preflight Procedure - Captain or First Officer

If taxi-in on the previous flight occurred in visible moisture in icing conditions and the temperature stayed below -7°C,
the taxi-in time from the previous flight in the airplane logbook must be included in the total taxi time. If the engine is
considered free of ice before engine start, only the taxi-out time should be included in the total taxi time. The engine is
considered free of ice before engine start if:
• the engine has been manually de-iced, or
• the engine has been visually inspected per the Aircraft Maintenance Manual (AMM)

Exterior Inspection
Takeoff with light coatings of frost, up to 3mm in thickness, on lower wing surfaces due to cold fuel is allowable;
however, all leading edge devices, all control surfaces, and upper wing surfaces must be free of snow, ice and
frost. Thin hoarfrost is acceptable on the upper surface of the fuselage provided all vents and ports are clear. Thin
hoarfrost is a uniform white deposit of fine crystalline texture, which usually occurs on exposed surfaces on a cold and
cloudless night, and which is thin enough to distinguish surface features underneath, such as paint lines, markings or
lettering.
During the hydraulic panel preflight, if all electric pump selectors are found selected ON and the APU is running,
maintenance personnel may have performed a maintenance procedure for cold weather hydraulic system warm-up. If
maintenance personnel have performed the cold weather hydraulic system warm-up procedure, leave the electric
pump selectors ON and the APU running. This ensures all four hydraulic electric pumps remain operating and the
hydraulic fluid remains warmed. During the Before Start Procedure, select all electric pumps AUTO and resume
normal procedures for operation of the hydraulic systems.
Note: If the fuel temperature is less than or equal to -17ºC, and if the electric hydraulic pump selectors are in the
AUTO or OFF position for more than 10 minutes prior to engine hydraulic pump operation, notify maintenance
personnel.
4
Engine Anti-ice Operation - On the Ground
Engine anti-ice must be selected ON immediately after both engines are started and remain on during all ground
operations when icing conditions exist or are anticipated, except when the temperature is below -40°C OAT.
Taxi-Out
When both of the following exist, do an engine run-up to minimize ice build-up:
• OAT is -7°C or below
• visible moisture (clouds, fog with visibility of one statute mile [1600 m] or less, rain, snow, sleet, ice crystals,
and so on) Do the following procedure: Check that the area behind the airplane is clear. Run-up to a minimum
of 20 TPR (42% N1) for at least 30 seconds at intervals no greater than 60 minutes.

If taxi route is through ice, snow, slush or standing water in low temperatures or if precipitation is falling with
temperatures below freezing, taxi out with the flaps up.

Takeoff Procedure
When engine anti-ice is required and the OAT is 3°C or below, the takeoff must be preceded by a static engine run-up.
Use the following procedure: Run-up to a minimum of 50% N1 and a maximum of 55% N1 for at least 2 seconds to
shed any possible ice on the fan.

Engine Anti-ice Operation - In-flight

Engine anti-ice must be AUTO or ON during all flight operations when icing conditions exist or are anticipated, except
when the temperature is below -40°C SAT.

Fan Ice Removal

If moderate to severe icing conditions are encountered: During flight in moderate to severe icing conditions for
prolonged periods, if fan icing is suspected due to high engine vibration, the fan blades must be cleared of any ice. Do
the following procedure on both engines, one engine at a time:
● quickly reduce thrust to idle for 5 seconds then restore the required thrust. If vibration persists, advance thrust
lever to Max Climb N1 momentarily.

Wing Anti-ice Operation - In-flight

Ice accumulation on the flight deck window frames, windshield center post, or windshield wiper arm, or side windows
may be used as an indication of structural icing conditions and the need to turn on wing anti-ice. The wing anti-ice
system is mainly used to prevent icing in flight.
The primary method is to use the automatic ice detection system to control wing anti-ice operation automatically
throughout the entire flight envelope. This automatic mode uses a combination of symmetric slat anti-ice and de-icing
functions to provide the cleanest airfoil surface, the least possible runback ice formation, and the least thrust and fuel
penalty.
The secondary method is to select the WING ANTI-ICE selector ON when wing icing is possible and use for anti-icing.
Cold Temperature Altitude Corrections
An altitude correction due to cold temperature is not needed for the following conditions:
• while under ATC radar vectors
• when maintaining an ATC assigned flight level (FL)

5
 • when the reported airport temperature is above 0°C or if the airport temperature is at or above the minimum
published temperature for the procedure being flown

After Landing Procedure

After prolonged operation in icing conditions with the flaps extended, or when an accumulation of airframe ice is
observed, or when operating on a runway or taxiway contaminated with ice, snow, slush, or standing water: Do not
retract the flaps until the flap areas have been checked to be free of contaminates. Engine anti-ice must be selected
ON and remain on during all ground operations when icing conditions exist or are anticipated, except when the
temperature is below -40°C OAT.
When both of the following exist, do an engine run-up to minimize ice build-up:
• OAT is -7°C or below
• visible moisture (clouds, fog with visibility of one statute mile [1600 m] or less, rain, snow, sleet, ice crystals,
and so on) Do the following procedure: Check that the area behind the airplane is clear. Run-up to a minimum
of 20 TPR (42% N1) for at least 30 seconds at intervals no greater than 60 minutes.

Cold Temperature Altitude Corrections

Apply the altitude correction table when needed:
● Apply corrections to all published minimum departure, en route and approach altitudes, including missed
approach altitudes.
● Advise ATC of the corrections
● MDA/DA settings should be set at the corrected minimum altitudes for the approach
An altitude correction due to cold temperature is not needed for the following conditions:
● while under ATC radar vectors
● when maintaining an ATC assigned flight level (FL)
● when the reported airport temperature is above 0°C or if the airport temperature is at or above the minimum
published temperature for the procedure being flown.

Ice Crystal Icing (ICI)

Ice crystals can accumulate aft of the engine fan, in the engine core. Ice shedding can cause engine vibration, engine
power loss, and engine damage.
Ice crystal icing is difficult to detect because ice crystals do not cause significant weather radar returns. They are often
found in high concentrations above and near regions of heavy precipitation. Ice crystals do not stick to cold aircraft
surfaces.
When ICI is encountered or suspected, do the Ice Crystal Icing non-normal checklist to mitigate the effect on the flight.

Recognizing Ice Crystal Icing

Ice crystals are most frequently found in areas of visible moisture and above altitudes normally associated with icing
conditions. Their presence can be indicated by one or more of the following:

6
 ● Appearance of rain on the windshield at temperatures too cold for liquid water to exist. This is due to ice
crystals melting on the heated windows (sounds different than rain)
● The autothrottle is unable to maintain the selected airspeed
● Airplane TAT indication remains near 0 degrees C due to TAT probe icing
● Areas of light to moderate turbulence
● In IMC with:
○ No significant airframe icing and
○ No significant radar returns at airplane altitude and
○ Heavy precipitation below the airplane, identified by amber and red radar returns on weather radar.
● Cloud tops above typical cruise levels (above the tropopause)
● Smell of ozone or sulfur
● Humidity increase
● Static discharge around the windshield (St. Elmo’s fire)
Note: The ice detection system does not detect ice crystal icing. It is designed to detect supercooled water only.

Avoiding Ice Crystal Icing

During flight in IMC, avoid flying directly over significant amber or red radar returns, even if there are no returns at
airplane altitude.

FCOM 7.20.10: Ice crystal idle is selected in flight when:

• OAT is between ISA and ISA +29°C and altitude is between 35,000 feet and 5,000 feet
Note: Small temporary ice crystal idle differences in flight are normal. These are a result of minor differences between
left and right engine calculated total air temperature.

7
 B787 - Automatic Flight - Chapter 04
Flight Director (F/D) Switches
OFF –
• the flight director steering indications do not display, unless
• TO/GA switch is pushed when airspeed is greater than 80 knots and flaps are out of up

ATC Uplinked Speed Clearance

For conditional clearances, pushing the ACCEPT switch automatically displays clearance IAS or Mach value in the
lower line only after condition contained in the clearance is met.

Lateral Navigation (LNAV) Switch

LNAV is deactivated:
• when there is a dual or triple FMC failure (LNAV may be reselected if one FMC remains functional)

Vertical Navigation (VNAV) Switch

• in the VNAV ALT pitch mode, the AFDS commands pitch to maintain the MCP selected altitude when that altitude is
lower than the VNAV commanded altitude in climb or higher than the VNAV commanded altitude in descent
VNAV is deactivated:
• when there is a dual FMC failure
Note: VNAV functionality still available.
• when all three FMCs fail

Flight Level Change (FLCH) Switch

• A/T advances or retards thrust levers to provide 500 FPM vertical speed for each 1000 feet altitude change
• AFDS attempts to reach the MCP selected altitude within two minutes if able with available thrust. Otherwise, A/T
uses IDLE or CLB thrust to reach the MCP selected altitude
• with a higher altitude set in the altitude window, reference thrust limit changes to CLB when CRZ displays or to CON
with an engine inoperative

Altitude Increment Selector (outer)

1
• displays the selected BARO minimum as the selector passes through that altitude. If the BARO minimum is not a 10
foot increment, displays the next highest 10 foot increment
Push –
• during climb or descent with altitude constraints, each push deletes the next waypoint constraint between the
airplane altitude and the altitude window
• during climb with no altitude constraints, and the altitude window set above the FMC cruise altitude, the
cruise altitude is changed to the altitude window value
• during cruise:
• with the altitude window set above or below FMC cruise altitude, the FMC cruise altitude resets to
the altitude window altitude
• when in VNAV PTH or VNAV ALT pitch mode, the airplane begins a climb or descent toward the
altitude window altitude
• within 50 NM of the top-of-descent (T/D) point, with the altitude window set below cruise altitude, the
airplane initiates the descend now (DES NOW) feature

Localizer / Final Approach Course (LOC/FAC) Switch

• capture can occur when an intercept track angle is within 120º of the localizer or final approach course
The localizer / final approach course mode can be disarmed before capture by:
• pushing the LOC/FAC switch a second time, or
• selecting LNAV
The localizer / final approach course mode can be disarmed after capture by:
• selecting a roll mode other than LNAV
• pushing a TO/GA switch
• pushing the APP switch
• disengaging the autopilot and turning both flight director switches off, or
• engaging an autopilot when in flight director only

Approach (APP) Switch

• pitch mode (G/S, G/P) captures when intercept track angle is within 80º of localizer or final approach course
The approach mode can be disarmed or deactivated for any status of roll mode (LOC, FAC, B/CRS) and/or pitch mode
(G/S, G/P) by disengaging the autopilot and turning both Flight Director switches OFF.
When both roll mode (LOC, FAC, B/CRS) and pitch mode (G/S, G/P) are armed, the approach mode can be disarmed
by selecting APP, LOC, LNAV , or VNAV.
The approach mode deselects:
• by pushing APP when above 1,500 feet radio altitude
• with roll mode (LOC, FAC, B/CRS) captured and pitch mode (G/S, G/P) armed, by selecting heading select
(HDG/TRK SEL) or heading hold (HDG/TRK HOLD)
• after roll mode (LOC, FAC, B/CRS) and pitch mode (G/S, G/P) captured, by selecting TO/GA

Takeoff/Go-around (TO/GA) Switches

On the ground:
Push –
2
 • below 50 knots and flaps out of up, activates autothrottle in THR REF mode at thrust limit selected on
THRUST LIMIT page. If not pushed below 50 knots, autothrottle operation is inhibited until reaching 400 feet
altitude
• pushing either switch above 80 knots disarms LNAV and VNAV
In flight:
Takeoff
Push (after lift-off with takeoff thrust limit displayed) –
• removes takeoff and climb derates and assumed temperature thrust reduction
• activates autothrottle in THR REF mode
• disarms AFDS modes
• between 50 feet and 400 feet, selects TO/GA roll mode
• above 400 feet, selects TO/GA roll and pitch modes
Approach
Push (on approach with flaps out of up or glideslope/glidepath captured) –
• activates autothrottle in THR mode with GA thrust limit displayed
• disarms AFDS modes
• selects TO/GA roll and pitch modes
• arms or activates LNAV if an LNAV path is available
Second push (go-around active with flaps out of up, LNAV armed, TO/GA roll and pitch mode) –
• activates autothrottles in THR REF using GA reference thrust, or
Second push (go-around active with flaps out of up, LNAV active, TO/GA pitch mode) –
• activates autothrottles in THR REF using GA reference thrust, roll mode remains LNAV , or
Second push (go-around active with flaps out of up, HDG SEL or HDG HOLD active, TO/GA pitch mode) –
• activates autothrottles in THR REF using GA reference thrust, selects TO/GA roll and pitch modes.

Autopilot Flight Director System (AFDS)

The AFDS consists of three autoflight computing systems and the MCP.
The AFDS does not have direct control of the flight control surfaces. The autopilot controls the elevators, ailerons,
flaperons, and spoilers through the fly–by–wire flight control system. Autopilot rudder commands are added only
during an autopilot approach and landing. The autopilot controls nose wheel steering during rollout after an automatic
landing.

MCP Mode Selection

● All modes except G/S and G/P can be deselected by selecting another mode. All modes can be deselected by
disengaging the autopilot and turning both flight directors off.
● After localizer and glideslope capture, the localizer and glideslope modes can be deactivated by:
○ disengaging the autopilot and turning both flight directors off,
○ selecting the go–around mode, or
3
 ○ if above 1,500 feet radio altitude, by reselecting APP (roll and pitch revert to default modes).
● The VNAV, LNAV, LOC, FAC, G/S and G/P modes can be disarmed by pushing the mode switch a second
time. (except when LNAV is automatically armed on go-around)

Autopilot Disengagement
Normaly by the control wheel autopilot disconnect switch.
• the MCP autopilot disengage bar, or
• overriding with the control column, control wheel, or rudder pedals (pedals only disengage the autopilots with
LAND 2 or LAND 3 annunciated)

Autopilot and Flight Director Mode Degradations

Autopilot
When an engaged mode degrades, the autopilot remains engaged in an attitude stabilizing mode based on inertial
data. The condition is annunciated on the PFD and HUD by a line through the affected flight mode annunciation
(amber line on the PFD) and the respective flight director bar is removed from the PFD and the flight guidance cue is
removed from the HUD. The EICAS caution message AUTOPILOT displays

Flight Director
When a specific flight director mode degrades, the flight director provides an attitude stabilizing command based on
inertial data. The condition is annunciated by removal of the affected (pitch or roll) flight director bar and the HUD flight
guidance cue.

ILS Signal Interference Monitor

The AFDS can detect significant ILS signal interference due to service vehicles or aircraft. If localizer or glideslope
signal interference is detected, the autopilot disregards the ILS signal and remains engaged in an attitude stabilizing
mode based on inertial data. Most ILS signal interferences last only a short period of time, so there is no annunciation
other than erratic movement of the ILS raw data during the time the interference is present. If the condition persists,
the annunciations described above in Autopilot and Flight Director Mode Degradations are provided.

Flight Director Display

When active, stall and overspeed protection functions also cause the pitch flight director bar to disappear.

AFDS Status Annunciation

An EICAS message displays for any fault which limits the capability of the automatic landing system. Aural alerts for
EICAS messages not affecting safety of flight are inhibited until after touchdown.
Changes in autoland status below 200 feet are inhibited.

4
AFDS Flight Mode Annunciations
Autothrottle Modes
• THR • IDLE
• THR REF • HOLD
• SPD

Roll Modes
● LNAV (active)
○ LNAV activates when above 50 feet and in position to turn onto the active route leg. In flight, selection
causes immediate activation if within 2 1/2 NM of the active leg
○ On go-around, LNAV becomes active at 50 feet radio altitude with flight director only or 200 feet radio
altitude with the autopilot engaged
● HDG, TRK, FAC, B/CRS,
● LOC - AFDS captures localizer when within range and within 120º of localizer course
● TO/GA –
○ On the ground
■ TO/GA annunciates by positioning either flight director switch ON when both flight directors
are OFF; or by pushing either TO/GA switch with airspeed greater than 80 KIAS.
■ TO/GA roll guidance becomes active at lift–off
○ In flight
■ TO/GA is armed when flaps are out of up or glideslope is captured. There is no flight mode
annunciation for TO/GA armed.
■ TO/GA is activated in flight by pushing a TO/GA switch. The TO/GA roll mode maintains the
existing ground track
● HUD TO/GA (Takeoff)
○ On takeoff, HUD provides lateral guidance for takeoff roll and rejected takeoff using ILS or GLS
signals.
○ HUD Takeoff requires the ILS or GLS to be auto tuned
○ HUD guidance becomes active and cue appears when the airplane approaches the runway center line
and airplane heading is within 45º of runway heading
○ When TO/GA mode is selected, the HUD symbology automatically changes to full mode symbology
and the HUD symbology control switch is inhibited
Note: The lateral flight director bar on the PFD also moves with the guidance commands but is not certified for
use during a HUD takeoff.
Note: A HUD TO/GA takeoff based on an offset localizer course may provide guidance cues not aligned with
the runway centerline and should not be used.
Note: If HUD TO/GA is selected and the airplane is in a location where the selected localizer signal is blocked
(for example, buildings between the selected runway and the airplane), the EICAS advisory message NO
AUTOLAND can show until the airplane is in a location where a clear localizer signal can be received.

● ROLLOUT –
5
 ○ ROLLOUT (armed) – Displayed below 1500 feet radio altitude and activates at touchdown with weight
on the wheels
○ ROLLOUT (active) – After touchdown, AFDS uses rudder and nosewheel steering to steer the
airplane on the localizer centerline
Pitch Modes
● TO/GA
○ On the ground
■ The flight director PFD pitch bar and HUD guidance cue indicates an initial pitch of 8º up.
TO/GA pitch guidance becomes active at lift-off.
○ After lift-off, the AFDS commands a pitch attitude to maintain:
■ a target speed of V2 plus 15 knots or the airspeed at rotation (pitch attitude greater than 2º)
plus 15 knots, whichever is greater
■ if current airspeed remains above the target speed for 5 seconds, the target airspeed is reset
to the lesser of current airspeed or V2 plus 25 knots
■ the IAS/MACH window speed if the IAS/MACH window speed is changed to a speed greater
than the target speed
Note: The AFDS uses the speed set in the IAS/MACH window for V2.
○ In flight
■ TO/GA is armed when flaps are out of up or glideslope is captured.
■ When a go–around is initiated, the commanded speed is the MCP IAS/MACH window or
current airspeed, whichever is higher, to a maximum of the IAS/MACH window speed plus 25
knots.
■ GA displays as the thrust limit on the primary EICAS engine display.
● VNAV (VNAV SPD, VNAV PTH, VNAV ALT)
○ VNAV activates above 400 feet and provides pitch commands to maintain the FMC computed
airspeed/path.
● V/S, FPA, FLCH SPD, ALT, G/S, G/P
● FLARE
○ (armed) – During autoland, FLARE displays below 1500 feet RA.
○ (active) – During autoland, flare activates between 60 and 40 feet radio altitude. FLARE deactivates at
touchdown and smoothly lowers the nosewheel to the runway.

Autothrottle System
The autothrottle is either:
● OFF: the autothrottle is off when the A/T arm switches are OFF.
● ARMED: the autothrottle is armed when the A/T switches are ON and the autothrottle mode is blank.
● ACTIVE: the autothrottle is active when the A/T arm switches are ON and there is an autothrottle mode
shown. The active autothrottle modes are: IDLE, HOLD, THR, THR REF, and SPD.

Manual Flight
The autothrottle can be operated with flight directors OFF and the autopilot not engaged. Turning off both F/D
transitions the autothrottle to SPD. The autothrottle maintains the IAS/MACH window speed.
6
During a manual landing, when the active autothrottle mode is SPD, or the pitch mode is VNAV with the autothrottle
active, thrust reduces to IDLE at 25 feet RA and the autothrottle mode transitions to IDLE.

Automatic Activation
The autothrottle can automatically activate to provide stall protection when armed and not active (A/T mode is blank).
With the autothrottle armed and not active, the autothrottle automatically activates when the pitch mode is ALT, V/S,
FPA, VNAV ALT, VNAV PTH, G/S, G/P, or there is no active pitch mode, and:
● speed is less than an FMC calculated value for one second, and
● thrust is below reference thrust limit, and
○

○ on approach above 100 feet RA

If speed decreases to near stick shaker activation, the autothrottle automatically activates in SPD mode and advances
thrust to maintain minimum maneuvering speed (approximately the top of the amber band) or the speed set in the
IAS/MACH window, whichever is greater.

Note: During a climb in VNAV SPD with the autothrottle armed and not active, the autothrottle automatically activates
in THR REF mode and advances thrust to the climb reference thrust limit.
Note: During a descent in VNAV SPD with the autothrottle armed and not active, the autothrottle can automatically
activate in HOLD mode and will not advance thrust levers to support stall protection.
Note: The autothrottle will not automatically activate to support stall protection when the pitch mode is FLCH SPD or
TOGA.
Note: The autothrottle will not support stall protection when the A/T mode is HOLD.

Autothrottle Thrust Lever Operation

Thrust levers can be manually positioned without disconnecting the autothrottle. After manual positioning, the
autothrottle system repositions thrust levers to comply with the active mode. The autothrottle system does not
reposition thrust levers while in HOLD mode.

Autothrottle Disconnect
If the thrust levers are overridden during a manual landing, after the autothrottle has begun to retard the thrust levers
to idle.
The EICAS caution message AUTOTHROTTLE DISC displays and an aural alert sounds when the autothrottle is
manually or automatically disconnected. The EICAS caution message and aural alert are inhibited if the disconnect
occurs because of reverse thrust.

Automatic Flight Operations

Takeoff and Climb
During takeoff prior to lift–off:

7
 ● with speed less than 50 knots, pushing a TO/GA switch activates the autothrottle in thrust reference (THR
REF) and advances thrust levers to the selected reference thrust limit. When the autothrottle is not active by
50 knots, it cannot be activated until above 400 feet
● at 80 knots, autothrottle annunciation changes to HOLD
● with speed greater than 80 knots, pushing a TO/GA switch disarms LNAV and VNAV
After lift–off:
● when a TO/GA switch is pushed:
○ removes takeoff and climb derates and assumed temperature thrust reduction
○ A/T in HOLD, A/T activates in THR REF
● At 50 ft RA, LNAV activates, if armed.
● At 400 ft, VNAV activates, when armed. Pitch command the current airspeed. The A/T sets the selected
reference thrust and annunciates THR REF.
● At acceleration height or altitude capture below acceleration height, pitch commands speed to 5 kts below flap
placard speed.
● Engine out acceleration and climb capability are functions of airplane thrust to weight ratio. If VNAV is not
engaged at the engine out acceleration height, TO/GA pitch mode transitions from airspeed control to pitch
control as required to manage the airplane energy. For extreme climb limited operation during flap retraction
with one engine inoperative, TO/GA pitch mode may cycle periodically between airspeed control and pitch
control
● When flaps are up, pitch commands an acceleration to VNAV climb speed, the greater of:
○ Flaps up maneuver speed, or
○ Speed transition associated with origin airport
● At thrust reduction point FMC changes reference thrust limit to armed climb limit
The TO/GA mode is terminated by selecting any other pitch and roll mode or by activation of LNAV/VNAV .

HUD Takeoff
Once the airplane approaches the runway center line and airplane heading is within 45º of runway heading, guidance
becomes active and the ground roll reference symbol and localizer deviation pointer appear. The ground roll reference
symbol centers on the guidance cue once the airplane is centered on the runway.

Approach and Landing

With a command speed of VREF+5 knots and landing flaps, there is sufficient wind and gust protection available with
the autothrottle active. The autothrottle adjusts thrust quickly when airspeed decreases below command speed. The
autothrottle decreases thrust slowly when airspeed is more than command speed. In turbulence, thrust may be
somewhat higher than necessary to maintain command speed. Average speed may be somewhat higher than
command speed.
Integrated Approach Navigation

8
IAN does not support automatic landings, the pilot flying must disengage the autopilot and complete the landing
manually. A NO AUTOLAND alert appears on the PFD and HUD if the autopilot remains engaged below 100 feet RA.
Runway Alignment
Runway alignment is a submode of the approach mode. With crosswinds, the crab angle is reduced at touchdown.
Runway alignment also compensates for a single engine approach.
For crosswinds requiring more than 10º of crab angle, runway alignment occurs at 500 feet AGL. A sideslip of 5º is
established to reduce the crab angle. This configuration is maintained until touchdown. The airplane lands with a
minimum of a 5º crab angle.
For crosswinds requiring a crab angle of between 5º and 10º, an initial alignment occurs at 500 feet AGL, followed by
a second alignment at 200 feet AGL. The initial alignment initiates a sideslip to reduce the crab angle to 5º. This
configuration is maintained to 200 feet AGL, where a second sideslip alignment increases the sideslip to further
reduce the touchdown crab angle.
For crosswinds requiring a crab angle of less than 5º, no runway alignment occurs until 200 feet AGL, where a sideslip
is introduced to align the airplane with the runway.
If an engine fails prior to the approach, the AFDS introduces a sideslip at 500 feet AGL. This establishes a wings level
configuration. If an engine fails during the approach, the wings level configuration is established when the engine
failure is detected.
In the event of moderate or strong crosswinds from the side opposite the failed engine, no wings level sideslip is
commanded, since the airplane is already banked into the wind.

Flare
The flare mode brings the airplane to a smooth automatic landing touchdown. The flare mode is not intended for single
autopilot or flight director only operation.
Flare is armed when LAND 3 or LAND 2 is annunciated on the PFDs and HUDs. Below 350 feet radio altitude, the
inboard spoilers are biased up incrementally. If the autopilot is subsequently disengaged, the spoiler bias is removed
and a slight forward column control force may be required to maintain trim. At approximately 50 feet radio altitude, the
autopilots start the flare maneuver. FLARE replaces the pitch flight mode annunciation.
Note: If a TO/GA go-around is initiated with spoilers in the biased position, the spoiler bias is removed.
During flare:
• flight director roll and pitch bars retract from view
• between 25 and 50 feet radio altitude, the autothrottle begins retarding thrust levers to idle
• PFD and HUD autothrottle annunciation changes from SPD to IDLE
• at touchdown, the FLARE annunciation no longer displays, and the nose wheel is lowered to the runway

Rollout
Rollout provides localizer centerline rollout guidance. Rollout arms when LAND 3 or LAND 2 annunciates.
Rollout activates at touchdown with weight on the wheels. ROLLOUT replaces the roll mode annunciation.
The autopilot controls rudder and nose wheel steering to track the localizer centerline.
During rollout, autothrottle IDLE mode remains active until the autothrottle disconnects with thrust levers in reverse.
Rollout guidance continues until the autopilots are disengaged.

9
Go–Around
TO/GA is armed when flaps are out of up or glideslope/glidepath is captured. The thrust limit changes to GA when
flaps are out of up, flaps are extended to landing position, or glideslope/glidepath is captured. The reference thrust
limit is locked in GA when flaps are in landing position or glideslope/glidepath is captured.
Pushing either TO/GA switch activates a go-around. The mode remains active even if the airplane touches down while
executing the go–around.
When the flight director switches are off, pushing either TO/GA switch displays the flight director bars.
With the first push of either TO/GA switch:
• roll and pitch activate in TO/GA
• autothrottle activates in thrust (THR) to establish a minimum climb rate of 2,000 FPM
• the AFDS increases pitch to hold the selected speed as thrust increases
• when current airspeed remains above the target speed for 5 seconds, the target airspeed is reset to current
airspeed (to a maximum of the IAS/MACH window speed plus 25 knots)
• with an LNAV path available, LNAV automatically arms and activates:
• above 50 feet radio altitude when autopilot is not engaged, or
• above 200 feet radio altitude when autopilot is engaged

Note: During go-around from a LAND 2 or LAND 3 approach, automatic LNAV activation causes disengagement of
autopilot rudder control, but control is taken over by primary flight control system.

With the second push of either TO/GA switch, autothrottle activates in thrust reference (THR REF) at full go–
around thrust.
With an LNAV path available, LNAV remains active following a second TO/GA push.

TO/GA level–off:
• at the set altitude, AFDS pitch mode changes to altitude hold (ALT)
• if altitude is captured or if V/S or FPA is active, MCP speed is automatically set to:
• flap placard speed minus 5 knots, or
• 250 knots if flaps are up, or
• a speed value entered in the IAS/MACH window after TO/GA was pushed
• TO/GA remains the active roll mode until LNAV automatically activates or another roll mode is selected
TO/GA mode termination:
• below 400 feet radio altitude, disengage autopilot and turn off both flight directors, or automatic LNAV
activation (after automatic LNAV activation, a different roll mode can be selected)
• above 400 feet radio altitude, select a different roll or pitch mode

Automatic Flight Windshear Recovery

10
The AFDS provides windshear recovery guidance by means of the normal go– around pitch and roll modes. With go-
around armed, pushing a TO/GA switch commands a pitch–up of 15º or slightly below the pitch limit, whichever is
lower.
As rate of climb increases, the AFDS transitions from pitch to airspeed control. The target airspeed is IAS/MACH
window airspeed or current airspeed, whichever is greater when TO/GA is activated. If current airspeed remains above
the selected speed for 5 seconds, the selected airspeed is reset to current airspeed, (to a maximum of the IAS/MACH
window speed plus 25 knots).

Flight Envelope Protection

In addition to primary flight control system protection, the autopilot and autothrottle systems prevent stall and
overspeed.
Overspeed protection is available with flaps up for all flight modes except G/S.
With flaps out of up, flight envelope protection is only available in FLCH and TO/GA.
The EICAS caution message AUTOPILOT displays if the autopilot has begun flight envelope protection or if an amber
line displays through the affected active roll or pitch flight mode annunciation.
When engaged, the autopilot limits bank angle to 30º, further assisting flight envelope protection.

11
 ELECTRICAL - Chapter 6
In addition to traditional electrically powered systems, the 787 electrical system powers engine start, pressurization,
wing ice protection, stabilizer trim, and wheel brake systems. The system primarily uses 115 Vac and 28 Vdc power,
with a limited number of systems optimized with 235 Vac.

During power transfers, a brief power interruption may occur as buses are energized from a new power source.

Engine Starter/Generators
The electrical system automatically selects both starter/generators to engage in order to provide optimal torque for
engine start.

APU Starter/Generators
The electrical system automatically selects a single starter/generator to provide sufficient torque for APU start. For
APU starts with the APU battery as the power source (no engine running and forward external power not ON), the right
starter/generator is always used. Either the left or right starter/generator is used for APU start if an engine is running or
forward external power is selected ON.

On the ground, both APU generators are available to energize the airplane's 235 Vac electrical buses; L1, L2, R1, and
R2. In flight, one or both APU generators provide power depending on the electrical load requirements of the airplane.

External Power
The forward system provides the power for general ground operations. It has two (L, R) power receptacles located on
the left forward fuselage of the airplane. Connecting one or both power sources to the receptacles illuminates the
AVAIL light(s) in the power switch(es), and energizes “Ground Handling” mode. Only one connection is required to
power this mode. If two sources are connected, the first source connected is the one that is used.

If the APU is not available, engine start may be accomplished using external power. Connecting the two forward and
one aft receptacles results in optimal start performance. At a minimum, two 90 kVA rated forward external power
sources are required. In this configuration, either engine may be started first, however significant load shedding
occurs, and engine start time increases.

The aft external power system can assist the forward system when starting the right engine first. The aft receptacle is
located on the airplane fuselage aft of the left wing. To receive the benefit of the aft power source, both forward power
sources must also be connected, and the right engine must be started first

Ram Air Turbine (RAT) Generator

A Ram Air Turbine (RAT) serves as an emergency source of electrical and hydraulic power. It has no operating time
limits, airspeeds, or altitudes.

In flight, the RAT deploys automatically if any of the following occur:

● both engines have failed
● all three hydraulic system pressures are low
● loss of all electrical power to captain's and first officer's flight instruments
● loss of all four EMPs and faults in the flight control system occur on approach
● loss of all four EMPs and an engine fails on takeoff or landing

The RAT, when deployed, provides 5000 psi hydraulic power to the primary flight controls connected to the center
hydraulic system. The RAT provides hydraulic and electrical power throughout the flight envelope.
Battery Power

1
Both batteries have protection systems that monitor for faults to ensure that overcharging does not occur. If a fault is
detected, the protection system stops battery charging and, if necessary, isolates the battery electrically.

If either battery experiences a severe failure and overheats, a sealed enclosure ensures the resulting heat and gases
are contained so they pose no hazard to the airplane or its occupants.
If the heat and gases reach a level normally associated with a cell failure, a burst disk on the enclosure activates,
venting gases directly overboard through a vent tube opening in the fuselage.
A brief odor may be present in the flight deck just prior to the main battery burst disk activation.

Permanent Magnet Generators

● Primary source of power for the flight control electronics are the Three engine driven Permanent Magnet
Generators (PMG). These power sources are independent from the main airplane electrical system, and are
also independent from each other.
● Secondary source for flight control power is provided by the airplane's 28 Vdc bus distribution system, and the
main battery.
● Backup system is provided, in addition, by dedicated batteries to assure positive flight control operation during
temporary power interruptions.

Permanent Magnet Alternators

Two engine driven Permanent Magnet Alternators (PMA) (one per engine) are the primary source of power for the
EEC. PMAs are independent from the main airplane electrical system, and are also independent from each other.

A secondary source for EEC power is provided by the airplane's 115v AC bus distribution system. During engine start,
initial EEC power is provided by the airplane until the PMA is able to provide power. The airplane also serves as a
backup EEC power source if a PMA is inoperative.

Electrical Power Distribution and Conversion

The electrical system uses two distinct power distribution methods: primary and remote.
● The primary power distribution method energizes higher amperage loads directly from bus power panels
located in the forward and aft E/E bays.
● The remote distribution method energizes lower amperage loads through a decentralized network of 17
Remote Power Distribution Units (RPDUs) located throughout the airplane.

Large Motor Power Distribution System

The Power Electronics Cooling System (PECS) dissipates heat created by these high voltage motor controllers. PECS
is energized if one or both engines or the APU is running, or if forward external power is connected and selected ON.

Power Electronics Cooling System (PECS)

PECS is a liquid cooling system for the large motor power distribution system located in the aft E/E equipment
compartment. It also provides liquid cooling to the supplemental cooling units and associated motor controllers of the
Integrated Cooling System. The system consists of two independent liquid cooling loops. Each loop has a single pump
package which contains two fully redundant pumps.

Liquid quantities and status for each PECS (liquid cooling) loop are displayed on the STATUS page. PECS controls
the liquid coolant supply temperature of each loop to 27º C during normal operation. A single liquid cooling loop is
displayed when only one forward external power source is connected and selected ON.

Electrical Load Management

2
On-Ground Battery Only mode is active when the BATTERY switch is selected ON while the airplane is on the
ground, and there are no other power sources connected. This mode is to support the airplane power-up sequence.

Ground Handling mode is active when the first forward external power receptacle is connected (not selected ON),
and there are no other power sources.

Note: Ground Handling mode has priority over On-Ground Battery Only mode, and initializes regardless of BATTERY
switch position.

Ground Service mode is active when the GROUND SERVICE switch on the master attendant switch panel is
selected ON while in Ground Handling Mode.
External Power On mode is active when at least one forward external power receptacle is connected and selected
ON with the APU and engine generators off.

Note: Packs and cargo heat are inoperative in External Power On mode

In-Air Rat Only mode (Standby Power) is active if loss of all electrical power to captain's and first officer's flight
instruments occurs in flight. The RAT energizes the captain's flight instruments and other essential equipment for flight
controls, navigation, and communication. The main battery provides standby power until RAT deployment.

Inoperative items on standby power include:

● flaps, slats,
● transponder
● stabilizer trim
● packs

In-Air Battery Only mode (Standby Power) energizes the same equipment as the “In-Air RAT Only” mode with the
exception of center pitot heat

IFE/PASS SEATS and CABIN/UTILITY Power Switches

● The IFE/PASS SEATS switch controls In-Flight Entertainment (IFE) system, passenger seat systems, video
surveillance cameras, and flight deck personal electronic device power outlets.
● The CABIN/UTILITY switch controls galleys, most cabin lights, and other non-essential cabin utility loads.

CBT - ELECTRICAL SYS

ON GROUND

3
 ● BATTERY ONLY: If external power is not connected to the airplane, only the left common computing resource
(L-CCR) is energized and can take almost 1 minute to come online:
○ The CDUs shows on the lower DU when the L-CCR is online.
○ The APU will NOT start until after the L-CCR is online for 35”
● EXTERNAL PWR:
○ L-CCR and R-CCR are energized. Can take approx. 3 min to come online.
■ When L and R FWD EXT PWR are used at the same time, they supply all electrical loads for
the ground operations. Some systems are load shed until more power is available.
■ FWD EXT PWR can auto energize ground handling loads when an AVAIL light comes on.
■ The first external power source that is connected supplies the power through the main AC
buses.
■ For the main AC buses to supply power to other airplane systems, the FWD EXT PWR
switches must be pushed to ON.
■ .

○ AFT EXT PWR is used only for engine starts and maintenance grd operations. It cannot be used to
supply power to the main buses.
■ It connects to the large motor power systems Hyd pumps, CACs and R engine starter
generators:
○ A Ground Power Engine Start can be performed with the FWD EXT PWR only, but, if available, the
AFT EXT PWR should also be used to reduce electrical load shedding. With the AFT EXT PWR
available start the R ENG first.

● APU generators supply power for all the electrical loads during ground operations.
○ The APU generator switches are in the ON position for normal operations. The OFF light comes on
only when the switch is off, or if the starter generators has malfunctioned.
○ Only one starter generator is used to start the APU. The system auto selects which one.
○ After the APU start sequence is done the electrical sys auto connects the APU starter generators to
the main buses. FWD EXT PWR is auto disconnected from the buses, and can now be disconnected
from the airplane.
○ The APU generator OFF lights do not come on when they are disconnected from the buses.

ENGINE-DRIVEN STARTER GENERATORS

Each engine has 2 starter generators that are connected to the engine through a drive unit. They operate
independently and each has its own oil supply for the generator drive:
● The drive can be disconnected manually or automatically if the drive oil temp is high. Only
maintenance can connect the drive again, after the airplane is on the grd.

● The generator control switches are in the ON position for all normal operations.
○ The OFF light comes on when:
■ The generator control switch is off
■ The related engine is not running, or
■ A fault has been detected that has caused the generator control breaker to open.

IN FLIGHT
The electrical system uses all 4 starter generators to keep the main buses energized. It is possible for 3 starter
generators to supply power to all important systems.
SHUT DOWN
● When you select external power before the APU is shut down, the APU energizes the 4 main AC buses and
external power energizes the remaining buses. When you shut down the APU, external power will then
energize the main buses.

4
 ○ If you shut down the APU before you select external power, only the ground handling loads are
energized.
● When the EXT PWR is removed, the main buses are de-energized and the only source of power is the
battery. The synoptic can be shown on the lower DU, if necessary.
●

The main battery and the APU battery continue to energize a number of important items through the HOT BATT BUS:
● Engine, APU and cargo fire extinguisher bottles.

DC ELECTRICAL PWR

AC electrical power is changed into DC power. It is controlled automatically by the electrical sys after the main buses
are energized. No crew operations are necessary.
DC controls: battery switch and the towing power switch.
The airplane has 2 batteries:
1. Main battery
○ On the ground: supplies power for initial start up, helps with APU start, used during towing operations
and refueling, and can supply backup power for the brakes.
○ During flight: is the primary standby power source until the RAT is deployed.

2. APU battery is used to start the APU. There is sufficient power to try to start the APU 3 times.

LOAD MANAGEMENT
Systems that are load shed do not generate EICAS messages. But on the synoptic the load shed message list shows
you the systems that were de-energized.
There are 8 different messages that can show in the load shed message list. The last system that was shed shows at
the top of the list. For the HYD, FUEL and AIR msgs you can look at the related synoptic to see the load shed
components.

NON-NORMAL
The MAIN BATTERY DISCH advisory message is displayed for these conditions:
● Main battery is discharging
● Main battery has failed
● Hot battery bus is not energized
The ELEC AC BUS L1 caution message shows when there is a malfunction on the related main AC bus. The main
AC bus symbol changes to amber. The electrical system de-energizes the related generator. The generator 1 OFF
light is on and the generator symbol has changed to amber.

5
6
 ENGINES, APU - Chapter 7
The airplane is powered by two Rolls Royce Trent 1000D engines. The engines are rated at 70,200 pounds of takeoff
thrust each.
The engines are three-rotor axial flow turbofans of high compression and bypass ratio.
The N2 rotor drives the engine accessory gearbox.
TPR Indications

Note: During tailwind conditions, slight TPR fluctuations may occur prior to 30 knots forward airspeed.
2 Reference/Target TPR Indication
● Displayed (green) – reference TPR limit.
● Displayed (magenta) – target FMC commanded TPR when VNAV is active and:
○ autothrottle connected in THR or THR REF mode, or
○ autothrottle disconnected
4 Commanded TPR Sector. Displayed:
● (white) – a momentary difference between engine TPR and TPR commanded by thrust lever position
● (amber filled) – a difference between engine TPR and commanded TPR exists and engine TPR is not closing
toward commanded TPR. EICAS alert message ENG THRUST (L or R) is displayed

Engine Intermix
An EGT red line (maximum takeoff EGT limit) difference between engines may be indicated, but these indications are
normal.
Display Format
If an N1, N2, N3, or EGT red line is exceeded, the box enclosing the digital readout remains red after the exceeded
limit returns to the normal range. The red box color can be canceled to white or recalled to red by pushing the
cancel/recall switch on the display select panel.
The EGT indication has a maximum continuous limit represented by an amber band. The maximum continuous limit
does not apply during takeoff or go–around.
EGT indications are inhibited from changing to amber during takeoff or go–around for five minutes. The EGT indication
is often in the amber band during takeoff and go-around; this is acceptable. The inhibit is extended to ten minutes for
single–engine operation.
Electronic Engine Control (EEC)

1
In the normal mode, the EEC uses TPR as the parameter for setting thrust. In the alternate mode, the EEC uses N1
RPM as the controlling parameter.
During engine start, initial EEC power is supplied by the airplane until a Permanent Magnet Alternator (PMA) is able to
provide sufficient power. The airplane also serves as an alternate EEC power source whenever a PMA is unavailable.

EEC Normal Mode

Maximum rated thrust is available in any phase of flight by moving the thrust levers to the full forward positions.

EEC Alternate Mode

In the alternate mode, the EEC schedules N1 as a function of thrust lever position.
● Soft – When the EEC automatically switches an engine to the alternate mode and the EEC mode switch
remains in NORM, the EEC is in the soft alternate mode (the switch position is NORM, the EEC mode is
alternate) at a fixed thrust lever position, thrust does not change
● Hard – When ALTN is manually selected on an EEC mode switch, that engine is switched to the hard
alternate mode (the switch position is ALTN, the EEC mode is alternate). Reference and target N1, and
maximum and commanded N1 values are displayed on the N1 indication during the hard alternate mode.
Thrust may change to set the commanded N1 when ALTN is manually selected
Selecting the alternate mode on both engines eliminates thrust lever stagger at equal thrust settings, or asymmetric
thrust when the thrust levers are operated together.

2
The autothrottles remain connected whenever the EEC automatically switches to the alternate mode. The alternate
mode N1 reference/target values are computed by the FMC.
Note: Autothrottles remain connected in the soft or hard alternate mode.
The alternate mode schedule (N1 schedule) provides equal or greater thrust than the normal mode for the same thrust
lever position.
Thrust protection is not provided in the alternate mode and maximum rated thrust is reached at a thrust lever position
less than full forward. As a result, thrust overboost can occur at full forward thrust lever positions. The EICAS caution
message ENG LIMIT PROT (L, R) is displayed if the thrust lever position commands an N1 greater than the maximum
rated thrust (maximum N1). N1 and N2 red line protection is still available in the alternate control mode.

Overspeed Protection
The EEC monitors N1, N2, and N3 rotor speeds and commands reduced fuel flow if any rotor speed approaches its
redline limit.
Overspeed protection is provided on N1 and N2 shafts (N3 is indirectly protected by the N1 and N2 protection). If RPM
limiting fails and an overspeed condition persists, the EEC commands fuel shut off to shutdown the engine.
If the EECs are in alternate mode, advancing the thrust levers full forward provides some overboost and should be
considered only during emergency situations when all other available actions have been taken and terrain contact is
imminent.
Secondary Air System (SAS)
The engines are equipped with a secondary air system to provide cooling and sealing airflow to the intermediate
pressure turbine. A secondary air system valve (SASV) regulates intermediate pressure stage-8 and high pressure
stage-3 bleed air to provide the necessary airflow. The system is monitored and controlled by the EEC.
At idle, failure of the SASV in the closed position could result in the ingestion of turbine annulus gasses into the SAS.
To prevent this, the EEC commands increased idle speed which provides sufficient pressure in the SAS to prevent gas
ingestion. On the ground below 80 KIAS the EICAS advisory message ENG CONTROL (L or R) is displayed.

Should the SASV fail in the open position, the temperature in the SAS rises rapidly and could result in overheated
engine bearings. The aircrew is alerted to this condition when:
• the EICAS warning message ENG THRUST HIGH (L or R) is displayed accompanied by an audible siren, and/or
• the EICAS advisory message ENG SEC AIR VLV (L or R) is displayed
In addition to the EICAS messages, one or more of the following occurs:
• the maximum thrust indication (amber tick mark) is reduced on the TPR (normal mode) or N1 (alternate mode)
gauge
• above 400 feet AGL, engine thrust is automatically reduced to a safe thrust limit (additional manual thrust
reduction may be required per non-normal procedure)
• above 400 feet AGL, an amber filled thrust command arc appears on the TPR (normal mode) or N1 (alternate
mode) gauge

Thrust Control Malfunction Accommodation

Thrust Control Malfunction Accommodation is an EEC function that provides protection against idle thrust asymmetry
conditions while on the ground.
The EEC commands shutdown of the affected engine when the:

3
 • airplane is on the ground, and
• thrust lever is at idle, and
• engine is above idle speed and not decelerating normally

Thrust Asymmetry Protection (TAP)

TAP is an automatic feature that provides protection against asymmetric thrust during takeoff or go-around by limiting
thrust on the higher thrust engine. TAP enhances safety by:
• allowing a decrease in approach speed at light gross weights, and
• providing engine-out control capability for speeds above stick shaker, and
• allowing full rated thrust to be available for all-engine operation at all weights and airspeeds
For an engine-out condition, TAP reduces thrust on the operating engine to ensure there is sufficient rudder for
directional control. TAP reduces thrust when the airspeed decreases below approximately V2 on a takeoff or below
approximately VREF on a go-around. Once speed is increased above V2/VREF, TAP increases thrust. The TAP
function does not affect thrust for engine out operations flown at or above V2/VREF, with the exception of a light
weight go-around at weights less than 152,273 kilograms where TAP reduces thrust slightly at VREF on the go-
around.
TAP is only available when the flight controls are operating in normal mode, and the EEC is in normal or alternate
modes. The thrust levers do not move.

EEC Idle Selection

The EEC selects minimum idle, approach idle, icing idle, and ice crystal idle automatically.
Minimum idle is a lower thrust than approach idle.
Minimum idle is selected for ground operation and most phases of flight.

Approach idle is selected in flight when:

• the flaps are commanded to 25 or greater, or
• the landing gear is selected DOWN
Approach idle decreases acceleration time for go–around. Approach idle is maintained until after touchdown when the
EEC selects minimum idle.
Icing idle is selected when:
• engine anti-ice on
Ice crystal idle is selected in flight when:
• OAT is between ISA and ISA +29°C and altitude is between 35,000 feet and 5,000 feet
Note: Small temporary ice crystal idle differences in flight are normal. These are a result of minor differences between
left and right engine calculated total air temperature.

Engine Start and Ignition System

The engines can only be started using the autostart system.
Simultaneous engine start is only allowed when the APU is running and both APU starter generators are operational. If
both engines are commanded to start with an inadequate power configuration, the second start command is ignored.

4
Load shed always occurs during engine start. Shed systems appear on their respective synoptic with the majority
appearing on the electrical synoptic.
The START selectors control the starter motors. Ignition and fuel flow are controlled through the FUEL CONTROL
switches.
FUEL CONTROL Switch
RUN –
• opens the spar fuel valve
• arms the engine fuel valve (the EEC opens the valve when required)
• arms the selected ignitors (the EEC turns the ignitors on when required)
CUTOFF –
• closes the engine fuel valve (and spar fuel valve if start switch not in START)
• removes ignitor power
• unlocks the engine fire switch
START Selector
START –
• initiates engine start by commanding the fuel spar valve to open and the starter motors to energize
• releases to NORM at completion of start
NORM – the starter motor is de-energized

Autostart
During ground starts, the autostart system monitors engine parameters and aborts the start for any of the following:
• loss of both starters
• no N1 rotation
If one of the above conditions is detected the EEC aborts the autostart sequence without motoring and does not make
a second attempt. The starters are de-energized and the START selector returns to the NORM position. The EICAS
caution message ENG AUTOSTART (L or R) displays.

During ground starts, the autostart system monitors engine parameters and attempts to correct the start for any of the
following:
• compressor stall • no EGT rise
• hot start • start time exceeds the starter duty cycle timer
• hung start
• loss of one starter
If one of the above conditions is detected the EEC turns off fuel and ignition and motors the engine for 20 to 30
seconds (depending on the detected condition) before making a second start attempt. The second attempt uses a
reduced fuel schedule and both ignitors are enabled. On the ground, if the second attempt fails, the EEC cancels the
autostart. Fuel and ignition are shut off and the engine is motored to clear residual fuel. The starters are de-energized
and the START selector returns to the NORM position. The EICAS caution message ENG AUTOSTART (L or R)
displays. There is a limit of 2 start attempts per start sequence while on the ground. In the air, the EEC does not limit
the start attempts.

5
Note: For in–flight starts, the autostart system temporarily discontinues the start by cutting fuel if the takeoff EGT
redline limit is reached, or if a no light– off or a hung start is detected. If one of these conditions is detected, autostart
windmill motors the engine for 30 seconds before making another attempt. The starters are re–engaged on the
following start attempt. Autostart takes corrective action if some start problems are detected, but does not abort the
start. During the second or subsequent start attempts autostart re–introduces fuel and ignition when the EGT falls
below 200º C.

Starting Mode and Idle Target Indication

1 RUNNING Indication
Displayed (green) –
• fuel control switch is in the RUN position, and
• engine is at or above idle
The RUNNING indication blanks 30 seconds after engine reaches idle.
2 Starting Mode
● AUTOSTART (white) – EEC is in autostart mode.
○ The AUTOSTART indication blanks when the system is no longer attempting an engine start.
● AUTORELIGHT (white) – EEC is in auto-relight mode.
○ The AUTORELIGHT indication blanks when the system is no longer attempting an engine relight.
3 Idle Target Indication
Indicates approximate RPM where the engine can maintain self-sustained running operation.
Displayed (green) –
• fuel control switch is in the RUN position, and
• engine is below idle
In–Flight Start
If the current flight level is above the maximum start altitude, the maximum start altitude and respective airspeed range
are displayed.
A starter assist indication (X-START) is displayed below the N2 indication if airspeed is below that recommended for a
windmilling start.
For in–flight starts, autostart makes continuous start attempts until the engine either starts or the pilot aborts the start
attempt by positioning the FUEL CONTROL switch to CUTOFF (and positioning the START switch to NORM if it was a
starter assisted attempt).

6
In–Flight Start Envelope

1 In-Flight Start Envelope

Displayed (magenta) – airspeed range necessary for a in-flight start at the current flight level or maximum flight level
(whichever is less) when the respective engine fire switch is in and:
● the FUEL CONTROL switch is in CUTOFF, or
● the engine N2 RPM is below idle

1 CROSS START Indication

Displays X-START (magenta) when current altitude and/or airspeed are outside the windmilling start envelope. Starter
assist is recommended for an in-flight start.

Engine Ignition
Each engine has two ignitors.
Dual ignitors are always used for in–flight starts.
Aircraft supplied DC power is the normal power source for ignition. Standby power provides a backup power source for
energizing the ignitors.

Auto–Relight
The auto-relight function is activated whenever a flameout is detected, or an engine is at or below idle with the FUEL
CONTROL switch in RUN.
When the auto-relight function is activated, the EEC commands both ignitors in the respective engine to on in an
attempt to recover the engine. The ignitors are switched off when the engine again reaches idle.
The EEC also provides protection against flameout during periods of excessive rain/hail ingestion. When a flameout is
detected, the EEC energizes both ignitors.

7
Engine Oil System
Oil Quantity Indications

1 Oil Quantity
Usable oil quantity (liters).
Displayed:
• (white) – normal quantity
• (black numbers on white background) – low quantity
Note: LO – displayed (white) when quantity is low.

8
The oil system also provides automatic fuel heating for fuel system icing protection.
A air/oil surface cooler heat exchanger provides oil cooling under conditions of low fuel flow or high fuel temperatures.
Oil pressure is measured prior to entering the engine by dual oil pressure transmitters
Oil temperature is measured after leaving the engine by dual oil temperature transmitters.
There are no operating limitations for the engine oil quantity; therefore, there are no flight crew procedures based
solely on a response to low oil quantity.

Thrust Reverser System

The thrust levers cannot be moved forward until the reverse thrust levers are fully down.
Not all conditions limiting or preventing reverse thrust can be detected before reverse thrust selection. For these
conditions, the reverse thrust levers cannot be moved beyond the interlock position.

Airborne Vibration Monitoring System

N1, N2, N3, or BB

The airborne vibration monitoring feature is primarily intended to track rotor imbalance, but is also a useful tool for
isolating and determining corrective action for engine anomalies. There is no certified vibration limit, but when a
vibration value of 4 units is reached, the secondary engine parameters are automatically displayed and the digital
vibration readout is displayed in reverse (black digits on white background). Since there are no operating limits, there
are no specific flight crew actions (or procedures) based solely on vibration indication.

Engine Failure Alert System

9
A red ENG FAIL is displayed on both PFDs, and ENG FAIL is displayed on both HUDs if actual thrust is less than
commanded thrust during takeoff with airspeed between 65 knots and 6 knots prior to V1. The PFD and HUD displays
are accompanied by the voice annunciation “Engine Fail,” and the Master WARNING lights illuminating.

APU Operation
APU Indications

APU Start
Note: If the CCS is not running, the APU controller delays start until the required common core applications are
available.
The APU is started by either the left or right APU starter
Either starter can be powered by forward external power or an engine generator. Starter selection is automatic. On
battery power, only the right starter is used
● The APU battery powers the APU controller (APUC), air inlet door, and the right starter if required.
● The main airplane battery powers the APU fuel shutoff valve, DC fuel pump, and fire detection system.

APU fuel is supplied from the left fuel manifold by any operating AC fuel pump, or by the DC fuel pump in the left main
tank. With AC power available and the APU selector in the ON position, the left aft fuel pump is commanded on
regardless of flight deck switch position.
The APU is designed to be started with no pumps operating when on the ground or in-flight up to 14,000 feet.
If the start fails, the APU shuts down automatically. The EICAS advisory message APU SHUTDOWN is displayed.
Moving the APU selector from ON to OFF clears the message and resets the shutdown system to enable a restart
attempt.
The APU battery is designed to support two consecutive start attempts. If the APU fails to start after the second
attempt, a 5 minute cooling period must be observed before a third attempt is made.

APU Automatic Start

In flight, if three or more engine generators go offline, the APU automatically starts, regardless of APU selector
position. When the automatic start condition is no longer valid, the APU can be shut down by positioning the selector
to ON, then OFF. When the automatic start condition is valid, the APU can only be shut down by pulling the APU fire
switch.
APU Shutdown

10
The APU continues running in a two minute cooldown cycle. The EICAS memo message APU COOLDOWN is
displayed. At any time during the cooldown period, the APU may be returned to its running condition by placing the
APU selector back to ON.

APU Operating Modes

Attended Mode: Operates when either engine is starting or running, or when the airplane is in flight.
APU auto shuts down for several faults without cooling period, except for the following faults, the APU continues to
operate and the EICAS caution message APU LIMIT displays:
• high EGT
• high oil temperature
• low oil pressure
Unattended Mode: Operates in all other configurations on the ground. APU auto shuts down for several faults without
cooling period.

CBT - APU
The APU has:
●
●

The APU can be started and operted up to the maximum airplane altitude. However, the power output of the
generators is degraded as the altitude increases due to APU turbine performance:
● Full power at sea level
● ¼ of sea level output
Fuel is supplied from the left main tank by a DC fuel pump if main airplane power is not available, or the L AFT AC fuel
pump with the airplane power.
To start the APU, one of the two ASGs is used.
When the APU selector is moved to the OFF position, the APU COOLDOWN memo msg is shown for 2 minutes. The
APU stops automatically after the two-minute cooldown is completed. The memo msg is removed, the fuel valve
closes and the fuel pump stops and the inlet door closes.

NON-NORMAL
If three or more engine generators become inoperative when the airplane is in fligh, the APU automatically starts,
regardless of APU selector position. To shut down the APU after normal power is restored, you must momentarilly
move the APU selector to ON, then to OFF.

CBT- ENGINES - START and IGNITION

On the ground:

11
 ● Each start uses 2 engine generators, if they are available
● Usually 1 igniter.
● If the engine does NOT start the first time, the EEC auto tries to start the engine 1 more times and uses 2
igniters
In flight:
● 1 starter generator is used
● 2 igniters
● The EEC will repeat attempts to start the engine until it does start, or until you move the fuel control switch to
CUT OFF.
After the engine is at idle the EEC de-energizes the ignition system.

FUEL CONTROL SWITCH opens the spar valve during start and closes the spar valve and the engine fuel valve.

ENGINE START MALFUNCTIONS

● HOT START: EGT is more than start limit. EEC prevents this condition and tries 1 restart before the start is
stopped.
● HUNG START: N2 does not increase at a specified time during engine start. EEC tries 1 restart before the
start is stopped.
● NO N1 ROTATION: if N1 does not increase when N2 speed is sufficient to turn the N1 rotor. EEC stops the
start.
● COMPRESSOR STALL: EEC tries 1 more restart before it stops the start.
● NO INCREASE IN EGT: no increase after the fuel control switch is set to RUN. EEC tries 1 restart before the
start is stopped.
● STARTER MALFUNCTIONS: If 1 starter is inoperative, the EEC uses the other starter automatically. If the
second starter is inoperative the EEC stops the start.
● NO OIL PRESS INCREASE: this malfunction occurs when N2 is at a specified speed and oil pressure is
below a specified limit. EEC does not try to restart.

Max EGT limit line is shown when the related fuel control switch is in CUTOFF or the N2 rpm is less than idle.

IN-FLIGHT START
The sequence could be as long as 2 - ½ minutes, before the engine is at idle.
EICAS In-Flight Start Envelope is shown if the speed of a running engine decreases to less than idle or the engine is
shut down. The envelope is NOT shown if the fire switch has been pulled.
● The envelope shows the altitude and airspeed range for a windmill start.

● X-START indication is shown below the N2 indication if the airspeed is NOT within the in-flight start envelope.

12
 FIRE PROTECTION - Chapter 8
Engine Fire Protection
Engine fire protection consists of these systems:
• engine fire and overheat detection
• engine fire extinguishing
Normally, at least one element on each channel must detect a fire or overheat condition to cause an engine fire
warning or overheat caution.
Turbine overheat detection is provided in addition to engine fire and engine overheat detection. A turbine overheat
event is annunciated with the same flight deck indications as an engine overheat (OVERHEAT ENG L, R).

APU Fire Protection

APU fire protection consists of these systems:
• APU fire detection
• APU fire extinguishing
There is no APU overheat detection.
Normally, both loops must detect a fire to produce a fire warning. An APU fire warning automatically shuts down the
APU. An APU fire signal causes the APU to shutdown immediately. The APU extinguisher bottle is automatically
discharged after a 15 second delay to allow time for the fuel valve to close.
On the ground with both engines off an APU fire signal from either APU fire detector loop causes APU shutdown and
extinguisher bottle discharge.

Main Wheel Well Fire Protection

The main wheel well has fire and overheat detection. There is no fire extinguishing system. The nose wheel well does
not have a fire or overheat detection system.

Cargo Compartment Fire Protection

Note: The bulk cargo compartment is included in the AFT cargo fire detection and extinguishing systems.
Cargo Compartment Smoke Detection
The forward and aft cargo compartments each have smoke detectors. Fourteen detectors are installed in the forward
cargo compartment. Eight detectors are installed in the aft (six detectors) / bulk (two detectors) cargo compartment.
Normally, two smoke detectors in the same cargo compartment must detect a fire or overheat condition at the same
time to cause a cargo fire warning. If one detector fails in a compartment, a single smoke detector detecting a fire or
overheat condition causes a fire warning.
EC-MIG - EC-MMX
Note: With one detector inoperative, a single detector may indicate a false alarm

Cargo Compartment Fire Extinguishing

1
Five fire extinguisher bottles are installed for cargo compartment fire extinguishing. Pushing the FWD or AFT CARGO
FIRE ARM switch (ARMED visible) arms the extinguishers.
Cargo fire suppression is provided for 180-minute ETOPS operation.
● In flight, a fire warning from the cargo fire detection system causes the immediate total discharge of two
extinguisher bottles into the affected compartment. After a 15 minute time delay, the remaining three
extinguisher bottles discharge at a reduced flow rate into the affected compartment. If the airplane lands within
the 15 minute time delay, only one of the remaining bottles discharges at the reduced rate on touchdown. In
flight, pushing the CARGO FIRE DISCHARGE switch also activates the extinguishing system.
● On the ground, if a CARGO FIRE DISCHARGE switch is pushed, three extinguisher bottles discharge
simultaneously into the selected compartment, with the third bottle discharging at a reduced flow rate.
CARGO FIRE ARM Switches

ARMED – Aft cargo fire only

• arms all cargo fire extinguisher bottles • shuts down the bulk
• arms the selected compartment extinguisher valve cargo compartment
• turns off both lower recirculation fans ventilation system
• shuts down cargo heat operation
• commands the packs to provide the minimum air flow required to provide • shuts down the
pressurization lavatory/galley vent fan
• outflow valves move to 50/50 flow split for air flow stability • shuts off door 4 galley
• puts associated (fwd or aft) equipment cooling system into the override mode chiller units
• turns off miscellaneous equipment cooling fan (forward cargo fire only)
• shuts off in-flight entertainment equipment (IFE) cooling
• turns off Nitrogen Generation System (NGS)
• turns off zonal dryer fans

Crew Rest Compartment Fire Protection

Fire detection system but no fire extinguishing system.
EICAS MSG for
● Flight Crew Rest SMOKE REST UPR DR 1
● Flight Attendant Rest SMOKE REST UPR DR 4
Lavatory Fire Protection
Lavatory fire protection consists of these systems:
• lavatory fire detection: each lavatory has a single smoke detector. If smoke is detected, an aural alert
sounds in the lavatory and in the cabin. In addition, the lavatory call light flashes and the master call light at
the associated attendant station illuminates. The EICAS advisory message SMOKE LA VATORY is displayed.
• lavatory waste container fire extinguishing: extinguisher operation is automatic. There is no flight deck
indication.
Fire and Overheat Detection System Fault Test
The fire and overheat detection system has automatic and manual fault testing.

2
Fire and overheat detection system testing is automatic. The engine and APU systems continuously monitor the
fire/overheat detector loops for faults. The cargo and wheel well systems continuously monitor for any system faults.

3
 FLIGHT CONTROLS - Chapter 9
Pilot Controls
The columns, wheels, and rudder pedals are connected through jam override mechanisms. If a jam occurs in a
column, wheel, or rudder pedals the pilots can maintain control by applying force to the other column, wheel, or rudder
pedals to overcome the jam.
Unique Failure Considerations
In the unlikely event of the loss of all hydraulic power, the electrically actuated stabilizer and two spoiler pairs allow
pilot control of pitch and roll using the primary pitch trim switches, alternate pitch trim switches, and the control wheel.
If there is a complete loss of flight control signaling, direct wiring from the flight deck to the stabilizer and a spoiler pair
allow pilot control of pitch using the alternate pitch trim switches and roll using the control wheel.

Flight Control Surfaces

Pitch control is provided by Roll control is provided by Yaw control is provided by

• two elevators • two flaperons • a single rudder.

• a movable horizontal stabilizer • two ailerons During takeoff, the rudder becomes
• fourteen spoilers aerodynamically effective at
approximately 60 knots.
The ailerons are locked out during high
speed flight where the flaperons and
spoilers provide sufficient roll control.
During low speed flight, the ailerons
operate to augment roll control.

Flight Control Surfaces Lock

1
Use by maintenance personnel.
In addition, the flight control surfaces automatically unlock when groundspeed exceeds 40 knots.

Primary Flight Control System Modes

• normal
• secondary
• direct
Flight Control System Normal Mode
In the normal mode during manual flight (autopilot disengaged), four ACEs receive pilot control inputs and send these
signals to three PFCs. The PFCs verify these signals and information from other airplane systems to compute
enhanced control surface commands. These commands are sent back to the ACEs, then to the flight control surface
actuators.
When the autopilot is engaged, the autopilot system sends control surface commands to the PFCs. The PFCs
generate control surface commands which are sent to the ACEs and then to the control surface actuators.

If the pilot overrides the autopilot with control inputs, the autopilot disconnects and the flight control system uses the
pilot control inputs. The autopilot is only available during normal mode operation.

After landing with flaps and speed brakes retracted and GS less than 30 kt, a series of flight control self-tests are run.
If either test is interrupted, or, if the hydraulic power-on tests are accomplished without the hydraulic power-off tests
being accomplished on two consecutive flights (e.g. training), a fault condition may be set.
While each series of tests are running, various EICAS alert and status messages display, the trim indication blinks,
and various failures display on the flight controls synoptic page. When the self-tests are complete, the EICAS alert and
status messages are removed, and the trim indicator and synoptic display return to normal.

2
Flight Envelope Protection
Flight envelope protection reduces the possibility of inadvertently exceeding the flight envelope by providing crew
awareness of envelope margins through tactile, aural, and visual cues. Envelope protection does not reduce pilot
control authority.
• bank angle protection
• overspeed protection
• stall protection

Flight Control System Secondary Mode

The PFCs automatically revert to secondary mode when:
● Inertial or air data is insufficient to support normal mode, or
● All slat and flap position data is unavailable.
The ACEs continue to receive and process pilot control inputs, and send these signals to the three PFCs. The PFCs
use simplified computations to generate flight control surface commands. These simplified commands are sent back to
the ACEs, where they are sent to the control surface actuators. All flight control surfaces remain operable. The
elevator and rudder are more sensitive at some airspeeds and yaw damping is degraded.

Flight Control System Direct Mode

The ACEs automatically transition to the direct mode when:
● They detect the failure of all three PFCs, or
● Lose communication with the PFCs.
3
Pilot inputs received by the ACEs are sent directly to the control surface actuators.
The direct mode provides full airplane control for continued safe flight and landing. The airplane handling qualities are
almost the same as the secondary mode. All flight control surfaces remain operable and yaw damping is degraded.

In the SECONDARY mode and DIRECT mode the following functions are not available:
• autopilot • pitch compensation
• auto speedbrakes • roll/yaw asymmetry compensation
• envelope protection • tail strike protection
• gust suppression

Normal Mode Pitch Control

Control Column
Push/pull – commands the airplane to pitch in the desired direction:

4
 • in the normal mode, deflects the elevator and horizontal stabilizer
• in the secondary and direct modes, deflects the elevator

The PFCs provide pitch compensation by utilizing control surface commands to minimize airplane pitch responses to
thrust changes, configuration changes (gear, flap, speedbrake), turbulence, and turns up to 30° of bank.
For turns up to 30° of bank, the pilot does not need to add additional column back pressure to maintain altitude. For
turns of more than 30° of bank, the pilot does need to add column back pressure.

Primary Pitch Trim Control

Pitch Trim Switches
Spring-loaded to neutral.
Push (both switches) –
• on the ground, directly moves the stabilizer
• in the air in normal mode, changes the trim reference airspeed
• in the air in the secondary and direct modes, directly moves the stabilizer
The primary pitch trim switches are inhibited when the autopilot is engaged.

In the normal mode, primary and alternate pitch trim operates differently on the ground than it does in flight.
● On the ground, the stabilizer is directly positioned when the pilot uses the pitch trim switches.
● In flight, the pitch trim switches do not position the stabilizer directly, but make inputs to the PFCs to change
the trim reference speed.

In the secondary or direct modes, primary and alternate pitch trim operates the same on the ground and in flight; the
stabilizer is directly positioned when the pilot uses the primary pitch trim switches.

Alternate Pitch Trim

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

The switches are linked electrically to the horizontal stabilizer trim actuator and then mechanically to the stabilizer.
Alternate pitch trim commands have priority over primary pitch trim commands in all flight control modes.
Alternate pitch trim switches are inhibited when the autopilot is engaged. Pitch trim does not move the control column.
Pitch Envelope Protection
The pitch envelope protection functions include:
• overspeed protection
• stall protection

5
At VMO/MMO, the trim reference speed is limited by inhibiting trim in the nose down direction. The pilot must apply
continuous forward column pressure, at twice the normal force, to maintain airspeed above VMO/MMO.
The trim reference speed is limited by inhibiting trim in the nose up direction when the airplane slows to a speed where
maneuver margin is limited. This trim inhibit speed is approximately the minimum maneuvering speed (top of the
amber band) at lower altitudes, and can be 10 to 20 kts lower than the top of the amber band at higher altitudes. The
pilot must apply continuous aft column pressure, at higher than normal force, to maintain airspeed below trim inhibit
speed.

Tail Strike Protection

During takeoff or landing, the PFCs calculate if a tail strike is imminent and decrease elevator deflection

Secondary and Direct Mode Pitch Control

Secondary and direct modes do not provide automatic pitch compensation.
In secondary and direct modes, the elevator variable feel system provides feel force levels based on flap position
instead of a continuous variation with airspeed.

Stabilizer Operation
Stabilizer position commands are processed through two independent channels within the flight control system. The
commands come from the primary or alternate pitch trim switches and move the stabilizer using an electric control unit
powered by the L2 and R2 AC buses.

Stabilizer Shutdown
If uncommanded stabilizer motion is sensed, the stabilizer channel that caused the motion is automatically shut down.
If the affected channel can not be isolated, both channels are shut down.
If both stabilizer channels automatically shut down or fail, the EICAS warning message STABILIZER is displayed. This
warning is also displayed if automatic shutdown fails to stop the uncommanded motion.

Stabilizer (STAB) Cutout Switches

NORM –
• electrical power is supplied to the related stabilizer control unit
• L2 – the related left 235 Vac bus
• R2 – the related right 235 Vac bus
• if unscheduled stabilizer motion is detected, electrical power to the related stabilizer control unit is
automatically shut off

CUTOUT – shuts off electrical power to the related stabilizer control unit.
In the normal mode, when the stabilizer is manually shut down or has failed, pitch trim is still available through the
elevators. Pitch trim commands from the primary or alternate pitch trim switches change the trim reference speed. The
elevators then trim the airplane but the stabilizer does not move.

Column Cutout
6
The column cutout function is designed to stop the effects of uncommanded pitch trim input from jammed or failed
pitch trim switches. If a nose up or nose down pitch trim command from either the primary or alternate trim switches is
opposed by either control column for more than 2 seconds, the column cutout function disables the specific pitch trim
switch commands until the switch input indicates no trim input. If the column cutout function remains active for more
than 20 seconds, i.e. the trim switch remains jammed or failed, the STABILIZER L2/R2 EICAS advisory is displayed,
the flight control system reverts to Direct mode, and the uncommanded input is removed by system shutdown.

Column cutout is only available in the normal and secondary modes and is not active while on the ground to allow
trimming nose down stabilizer with aft column input during a touch-and-go.

Stabilizer Position Indication and Green Band Monitor

Two nose gear pressure transducers provide actual airplane gross weight and CG information. The nose gear
pressure data is used to determine two separate sets of validation limits (one for each transducer). The FMC
calculated stabilizer green band is then compared to the validation limits from the transducers. The EICAS advisory
message STAB GREENBAND is displayed if:
• computed green band disagrees with pressure transducer data, or
• the two transducer values are not within the set tolerance, or
• either transducer has failed

Normal Mode Roll Control

The flight control system automatically positions the ailerons, flaperons, and spoilers to generate the commanded
maneuver. It constantly monitors airplane response to pilot inputs and repositions the lateral surfaces to carry out
these commands.
Aileron trim is incorporated into the flight control laws and no pilot input is required.

Bank Angle Protection

Bank angle protection provides roll control wheel inputs when airplane bank angle exceeds the bank angle protection
boundary of approximately 35°. If the boundary is exceeded, the control wheel force rolls the airplane back within 30°
of bank. This roll command can be overridden by the pilot. Maximum control wheel deflection always commands
maximum roll authority. The autopilot disengage bar disables bank angle protection.

Excessive bank angles are indicated on the PFD bank indicator. The indicator changes color to amber at bank angles
exceeding 35°.

Secondary and Direct Mode Roll Control

Roll envelope bank angle protection is not available in the secondary or direct modes.

Normal Mode Yaw Control

Asymmetry Compensation - Normal mode only

7
During reverse thrust asymmetry conditions, or during takeoffs in crosswind or gusty conditions, the flight control
system attempts to maintain a zero yaw rate by automatically adding rudder corrections. Under these conditions the
rudder pedals do not move. The pilot may need to provide additional inputs using rudder and/or control wheel
movement to maintain directional control.

On the ground above 60 knots groundspeed, the flight control system attempts to maintain a yaw rate near zero by
commanding rudder to counter the majority of the yawing moment due to an engine failure. The capability to counter a
thrust asymmetry is an inherent part of the flight control system. The pilot can still recognize the initial onset of an
engine failure through the airplane yaw cue, since the flight controls do not counter all of the yawing moment. Also, the
rudder pedals move to give feedback to the pilot that the system is working to counter a thrust asymmetry.

In flight, when a roll or yaw asymmetry condition exists for any reason (not only thrust related), the flight control system
initially attempts to maintain zero roll rate and sideslip. An automatic rudder input counters the yawing moment and an
automatic lateral control input counters the rolling moment. After the initial inputs, the system off loads any steady
state lateral control input to the rudder, resulting in a small sideslip. The rudder pedals move to give the pilot
awareness of the automatic function and the resulting rudder trim indication is automatically shown on the EICAS
display.

This off load increases sideslip on the airplane, therefore the off load has limits based on the severity of the
asymmetry. For large asymmetry conditions a greater sideslip is permitted, but some automatic lateral control input
may remain after the off load stops. For large asymmetries the EICAS caution message ROLL/YAW ASYMMETRY is
displayed.

For severe asymmetric conditions where the initial automatic lateral control input is very large, the EICAS caution
message ROLL LEFT/RIGHT AUTHORITY, is displayed to inform the crew of the limited roll control available.

Automatic lateral and rudder inputs are only available in the normal flight control mode and can be overridden by
manual control wheel or rudder pedal inputs.

Gust Suppression - Normal mode only

Vertical gust suppression enhances ride quality in the presence of vertical gusts and turbulence. It utilizes symmetric
deflection of the flaperons and elevators to alleviate gust acceleration. This function is active only with the autopilot
engaged in Altitude Hold or VNAV level flight modes.
Lateral gust suppression improves ride quality and can reduce pilot work load on approach by automatic application of
discrete yaw commands in response to lateral gusts and turbulence.

Secondary and Direct Mode Yaw Control

8
In secondary and direct modes, the rudder ratio changer is based on flap position. With flaps up, the rudder response
to pedal inputs is less than the response when the flaps are not up.
In the secondary and direct modes:
• asymmetry compensation is inoperative
• flight envelope protection is inoperative
• gust suppression is inoperative
• yaw damping is degraded

Wheel to Rudder Cross–Tie - Secondary and direct modes

This function reduces maximum sideslip and vertical fin loads.

Rudder Trim
During takeoff roll manual trim inputs are automatically zeroed, when groundspeed exceeds 30 knots and further
manual trim inputs are inhibited until in the air. Manual rudder trim is also inhibited with the autopilot yaw engaged
(LAND 3) on approach. To provide pilot awareness, the pedals move to reflect the amount of manual rudder trim
applied.

On landing, automatic and manual rudder trim inputs are zeroed so they do not provide a yaw command when the
airplane transitions from the air mode (sideslip maneuver) to the ground mode (yaw maneuver).

Spoilers
There are 7 sets of spoilers, 4 outboard and 3 inboard of the flaperons, on the upper surface of each wing. The
spoilers are numbered from left to right, 1 through 14. Spoilers on opposing wings are symmetrically paired.
All three hydraulic systems supply 5 pairs of spoilers. Each hydraulic system is dedicated to a different set of spoiler
pairs to provide isolation and maintain symmetric operation in the event of hydraulic system failure. The remaining two
spoiler pairs are individually powered by two electrical buses.

Spoiler Speedbrake Operation

Automatic speedbrakes are only available in the normal mode.

● ARMED position:
○ the spoilers extend and the speedbrake lever is driven aft to the UP position on landing when the main
gear trucks untilt and both thrust levers are not in the takeoff range.
● NOT in the ARMED position:
○ the spoilers still automatically extend and the speedbrake lever is driven to the UP position when
either of the following conditions occur:

9
 ■ on the ground with groundspeed above 85 knots, either thrust lever was previously in the
takeoff range, then both thrust levers are moved to the idle range (rejected takeoff), or
■ on the ground and both thrust reverse levers are moved to the reverse idle detent
● AUTO RETRACT and the speedbrake lever is driven forward to the DOWN position, when any of the
following conditions occur:
○ on the ground,
■ when either thrust lever is moved to the takeoff range, or
■ if there is a transition to in the air, or
○ in the air,
■ when either thrust lever is beyond 90% full travel

Autodrag - Normal mode only

The autodrag function operates by deflecting the ailerons upward and raising the two most outboard spoilers, while
maintaining airspeed, to assist in glideslope/glidepath capture when the airplane is on or above the vertical path.
Autodrag functions only in landing configuration; flaps 25 or 30 and the thrust levers are at idle. Spoiler and aileron
movement is shown on the flight control synoptic.The autodrag surface deflection is gradually removed below 500 feet
AGL so flare and touchdown are not affected. The function is active during automatic or manual approaches.

Landing Attitude Modifier (LAM)

Landing Attitude Modifier (LAM) is an automatic function used to increase pitch attitude and increase the nose gear
height when landing flaps are selected at higher speeds. LAM increases pitch attitude by partially raising selected
lateral control surfaces. This reduces the lift produced by the wing, requiring the airplane to fly at a higher pitch
attitude. When LAM is active, some airframe buffet may occur. There are no crew procedures or monitoring
requirements for this system and no alert messages specific to this function for any failure mode.

Flaps and Slats

The airplane has an inboard and an outboard flap on the trailing edge of each wing, and one inboard and five outboard
slats on the leading edge. A two-position Krueger flap provides a seal between the inboard slat and the engine nacelle
on each wing.

In the flaps 1 position, only the slats move. Flaps 5, 15, and 20 are takeoff flap positions. Flaps 25 and 30 are landing
flaps positions. Flaps 20 is used for some non–normal landing conditions.

10
To protect against inadvertent deployment during cruise, flap and slat extension from the UP position is inhibited when
speed is more than 260 KIAS or altitude is above approximately 20,000 feet. This inhibit is only available in primary
and secondary flap and slat modes.

Flap and Slat Modes

There are three modes of flap and slat operation:

● The flaps and slats are controlled together and positioned using center hydraulic system motors. Autogap and
flap load relief operate in the primary mode.

● Automatically selected when any of the following conditions occur:

○ center hydraulic system failed, or
○ control surfaces travel at less than 50% of the normal hydraulic rate, or
○ flap or slat disagree is detected, or
○ flap or slat primary control failure, or
○ primary mode fails to move the flaps or slats to the selected position, or
○ uncommanded flap or slat motion is detected
● In the secondary mode the slats and flaps are controlled separately and can be positioned by hydraulic or
electric motors. For example, if the slats hydraulic control fails, the flaps are still driven hydraulically but the
slats are now powered electrically. Pilot control is through the flap lever but operation in secondary mode is
limited to flaps 20 by non-normal procedures.

● The three–position alternate flaps selector extends and retracts the flaps and slats. The flaps and slats extend
simultaneously, but slat retraction is inhibited until the flaps are up. Alternate mode flap and slat extension is
limited to the slats middle position and flaps 20. Not available in alternate mode:
○ Asymmetry and uncommanded motion protection,
○ slat autogap and pregap, and
○ flap and slat load relief
● The alternate mode must be manually selected. Slat and flap operation time in the secondary and alternate
modes is greatly increased.
● Alternate Flaps Arm (ALTN FLAPS ARM) Switch
Push (ALTN displayed) –
• arms the alternate flap control mode • arms the alternate flaps selector
• disables primary and secondary flap/slat mode operation • the flap lever is inoperative
• asymmetry/skew and uncommanded motion protection, slat autogap, and flap/slat load relief are not
available
● Alternate Flaps Selector
RET – retraction is accomplished electrically and sequenced so that full flap retraction occurs before the slats
begin to retract.
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 OFF – alternate flaps are deactivated.
EXT – • the slats and flaps are electrically extended
• maximum extension is flaps 20, with the slats at the midrange position
Expanded Flap and Slat Position Indications
The slat indication fills up (forward) for extension.
The flap indication fills down (aft) for extension.
Indication colors of outline and fill are:
● White when operating in secondary mode
● Amber when the respective FLAPS DRIVE or SLATS DRIVE EICAS caution message is displayed
● Loss of position information is shown as a white outline with no fill and no flap lever position indication.

Flap Load Relief - Primary mode only

Load relief retraction is limited to flaps 5.
When airspeed is reduced, the flaps automatically re–extend as airspeed allows. Re–extension is limited to the
commanded flap position.
If a flap overspeed exists, load relief prevents flap extension beyond the 5, 15, or 20/25 positions until airspeed is
sufficiently reduced.

Slat Load Relief - Secondary mode only

If airspeed exceeds 225 KIAS with the slats fully extended, they retract to the middle position and LOAD RELIEF is
displayed. For all lever positions except Up, the slats are driven to their extend position when the airspeed is below
225 KIAS.
Load relief for SLATS is not required in the primary or alternate modes.

Slat Autogap - Primary mode only

Slats are in the middle position and the airspeed is below 225 KIAS.
At a high angle of attack, autogap fully extends the slats to increase the wing camber, thus increasing the lift and
margin to stall. The slats return to the middle position after the angle of attack decreases. The autogap trip threshold is
a function of AOA, airspeed and flap position.
In the secondary mode the system is too slow to respond to an autogap request, so a pregap function exists.

Slat Pregap - Secondary mode only

The slats automatically move to the fully extended position from the middle position when the flap lever is not UP and
airspeed is less than 225 KIAS. The slats remain in the extended position until the flap lever is in the UP position or
airspeed is above 225 KIAS.

Cruise Flaps - Normal mode only

Cruise flaps is an automated function that improves the airplane's cruise performance by symmetrically moving the
flaps, ailerons, flaperons, and spoilers based on airplane parameters such as weight, airspeed and altitude. Cruise
flaps optimizes performance in cruise by varying the camber of the wing and thus reducing drag.
Cruise flaps are only available in the normal mode, above 25,000 feet, between 0.54 and 0.87 Mach.

12
Flap and Slat Asymmetry Detection - Primary and Secondary modes
In primary and secondary modes the flap and slat systems are designed to shutdown when a skew condition or
asymmetric deployment is detected.

Uncommanded Flap or Slat Motion

Uncommanded motion is detected when the flaps or slats:
• move away from the commanded position, or
• continue to move after reaching a commanded position, or
• move in a direction opposite to that commanded

If the flap or slat is operating in the primary mode, uncommanded motion first causes an automatic transfer to the
secondary mode.
If motion continues, the system shuts down.

Flap or Slat Disagree

A disagree is detected when the flaps or slats do not move or move too slowly after a commanded input. If the flap or
slat is operating in the primary mode, and the rate of motion is less than half the normal rate, an automatic transfer to
the secondary mode occurs.
If motion continues at less than half the normal rate, the system shuts down.

13
 B787 - Flight Instruments - Chapter 10
PFD Airspeed Indications
Speed Trend Vector
Indicates predicted airspeed in ten seconds based on current acceleration or deceleration.
Maximum Speed
Bottom of the bar indicates maximum airspeed as limited by the lowest of the following:
• Vmo/Mmo, or
• landing gear placard speed, or
• flap placard speed
Maximum Maneuvering Speed
Bottom of the amber bar indicates the maximum maneuvering speed. This airspeed provides 1.3 g maneuver
capability to high speed buffet (or an alternative approved maneuver capability as preset by maintenance). May be
displayed when operating at high altitude at relatively high gross weights.
Note: 1.3 g maneuver capability occurs at 40º of bank in level flight.

PFD Reference Speeds

VNAV Speed Band
Indicates speed range for VNAV path (VNAV PTH):
• upper limit is speed at which VNAV changes from VNAV PTH to VNAV SPD
• lower limit is speed at which autothrottle adds thrust above FMC computed descent thrust
Displayed after top of descent with flaps up.
Minimum Maneuvering Speed
Top of amber bar indicates minimum maneuvering speed. This airspeed provides:
• 1.3 g maneuver capability to stick shaker below approximately 20,000 ft
• 1.3 g maneuver capability to low speed buffet (or an alternative approved maneuver capability as preset by
maintenance) above approximately 20,000 ft
Displayed with first flap retraction after takeoff.
Note: 1.3 g maneuver capability occurs at 40º of bank in level flight.
Minimum Speed
Indicates the airspeed where stick shaker activates.

PFD Attitude Indications

Bank Pointer
Fills and turns amber if bank angle is 35º or more.
Slip/Skid Indication
Turns amber if bank angle is 35º or more; fills amber if the slip/skid indication is also at full deflection.

Pitch Limit Indication

Indicates pitch limit (stick shaker activation point for the existing flight conditions).
1
Limited to a maximum of +30 degrees.
Displayed when the flaps are not up, or at slow speeds with the flaps up.
Horizon Line and Pitch Scale
Pitch scale is in 2.5º increments.

PFD Steering Indications

Flight Path Vector (FPV)
Displays flight path angle and drift angle if: • FPV is selected on the EFIS control panel, or • FPA (flight path angle) is
selected on the MCP
Horizon Line Heading Scale
Displays when:
• FPV is selected on the EFIS control panel, or
• FPA (flight path angle) is selected on the MCP, and
• current bank angle is less than 50º, and
• absolute pitch angle is less than 20º A magenta bug is displayed which reflects the MCP selected
heading/track value.

PFD Navigation Performance Indications

Actual Navigation Performance (ANP) and Required Navigation Performance (RNP) indications are displayed when:
• LNAV is armed or active
• VNAV is active
• TO/GA roll mode is active
Deviation Scales and Bars
Lateral and Vertical scales:
• outer white tic marks represent RNP. Center white tic mark represents airplane position
• the part of each bar extending from an outer tic mark toward the center tic mark represents ANP
• area between bars indicates margin available to remain within RNP criteria
• if ANP value increases (navigation system performance decreases), the bars become longer, extending
toward the center white tic mark
• bars show on vertical scale only during FMC descent phase of flight
If ANP equals or exceeds RNP:
• the white bars meet in the middle
• after 5 seconds, the bars and scale turn amber indicating RNP operations can no longer be maintained
• the NAV UNABLE RNP EICAS message is displayed (Lateral scale only)
If pointer migrates into bar area for more than 5 seconds:
• scale and ANP bars turn amber
• pointer flashes for 10 seconds
PFD Instrument Landing System Indications
Approach Reference and Navigation Source
Displays –
• selected ILS/GLS identifier or frequency, approach front course

2
 • ILS/GLS DME distance
• navigation source annunciation The navigation source annunciation on the third line is completely
independent of the approach data on the first two lines. It identifies the source of navigation performance for
the deviation scales.
ILS/GLS approach reference data appears when an appropriate approach has been selected to the active route and
• manually tuned.
• auto-tuned and the airplane is
• < 150 NM from the destination airport
• < 50 NM from Top of Descent
• FMC is in descent mode
If the tuned ILS/GLS frequencies disagree, the frequency turns amber with an amber horizontal line through it.
If the approach courses in the ILS/GLS receivers disagree, the course turns amber with an amber horizontal line
through it.

Localizer/Glideslope Pointer and Scale

• in view when the localizer/glideslope signal is received
The scale is in view after the frequency is tuned if NPS are not shown. If either LNAV or VNAV is active, or LNAV is
armed, the NPS indications remain in view until localizer/glideslope capture.
Expanded Localizer Scale
A rectangle equals 1/2 dot deviation.

PFD Integrated Approach Navigation (IAN) Indications

Final Approach Course Pointer and Scale
The pointer:
• indicates the final approach course relative to the airplane position
• unfilled white triangle for FAC if LNA V is active
• unfilled magenta triangle for FAC if LNAV is not active
• is in view when
• < 25 NM from missed approach point
• airplane position is within 60º of FAC
• filled magenta triangle when captured
The scale:
• has additional tic marks at 1/2 RNP
• appears at the same time as the approach reference data if navigation performance scales are not shown
• appears when capture occurs if either LNAV or VNAV is active, or LNAV is armed
Glidepath Pointer and Scale
The pointer:
• indicates glidepath position relative to the airplane position
• unfilled white triangle if VNAV is active
• unfilled magenta triangle if VNAV is not active
• is in view when

3
 • < 6,000 feet above field elevation
• < 25 NM from missed approach point
• airplane position is within 60º of FAC
• airplane track is within 90º of FAC
• filled magenta triangle when captured

PFD Altitude Indications

Altitude Trend Vector
Indicates expected altitude six seconds ahead in time based on the current vertical speed.
Selected Altitude
The selected altitude box is highlighted in white between 900 feet and 200 feet prior to reaching the selected altitude.
Current altitude box
• highlighted white between 900 feet and 200 feet prior to reaching the selected altitude
• highlighted amber when deviating beyond 200 feet from selected altitude. If deviation continues beyond 900
feet, amber highlight is removed
BARO Minimums Pointer
When RA minimums are displayed after BARO minimums are selected, the bug remains on the altitude scale.
Landing Altitude Indication
The crosshatched area indicates the FMC landing altitude for the destination runway or airport.
Indicates the landing altitude for the departure runway or airport until 400 NM or one–half the distance to the
destination, whichever occurs first.

PFD Barometric Indications

Autopilot/Flight Director Barometric Source
L or R indicates that the left or right EFIS control panel is the barometric setting reference for the autopilot or flight
director (the same indication is displayed on both PFDs).
Displayed when a flight director switch is ON or the autopilot is engaged:
• F/D – one turned on and one not on determines L or R
• F/D – both on – L is displayed
• A/P – first one pushed on determines L or R

Vertical Situation Display (VSD)

Active Vertical Path
Displays the path that VNAV commands if active. The VSD must be in route mode for the active vertical path to be
displayed.
During climbs, there is no VNAV path, so the line extends from the nose of the airplane to the predicted altitudes at
each waypoint in the climb.
FMC Approach Glidepath Angle Line
Displayed for approaches that have a designated approach angle:

4
 • dashed line extends 10 NM for situational awareness
• anchored to the missed approach waypoint, not the runway
Altitude Constraint Symbol
Displayed as triangle(s) on waypoint anchor line.
Vertical Flight Path Vector
Indicates current flight path angle as a function of vertical speed and groundspeed. The length of the vector is fixed at
one half of the VSD range.
Range to Target Speed Dot (RTSD)
Indicates where the airplane will achieve the FMC or MCP target speed:
• dot appears if more than 5 knots above target speed
• dot is unfilled and placed at the end of the vertical flight path vector line if the speed will not be achieved in
the distance of the vertical flight path vector line
• dot is unfilled and placed at the edge of the display along the vertical flight path vector line if the speed will
not be achieved within the display area
3º Reference Line
Displayed for approaches that do not have a designated approach angle:
• dashed line extends 10 NM for situational awareness
• anchored to the runway threshold
• for reference only, line may intersect terrain
Terrain Profile Line
Represents the highest terrain within the enroute corridor
• VSD terrain uses the same color coding that is used to depict GPWS on the lateral map:
• green: terrain is more than 500 feet (250 feet if gear is down) below the airplane
• amber: terrain ranges from 500 below (250 feet gear down) to 2,000 feet above the airplane
• red: terrain more than 2,000 feet above the airplane

EFIS Control Panel

ND Mode Selector (Outer)
PLAN
• allows route step-through using the CDU legs page
Map Information Selections
DATA • displays the entered or procedural altitude and ETAs at each waypoint
• times are based on distance to go and groundspeed. They do not consider FMC performance predictions
and may differ from other FMC ETAs that do

5
Pick Waypoint (PICK WPT) Key (MAP and PLAN modes)
• disabled (cyan) when the scratch pad contains data

Cursor Control Device (CCD)

Touch Pad
Corner areas – except for system (SYS) displays, tapping with a finger on one of the four corners places the cursor in
the corresponding corner of the display. Moving the cursor into a corner region without lifting the finger from the pad
does not have this effect.

Integrated Standby Flight Display (ISFD)

Attitude Reset (ATT RST) Switch
Push and hold at least two seconds –
• aligns horizon with the airplane symbol
• reset takes approximately ten seconds
• starts new initialization sequence if previous attempt failed (ground only)
Glideslope Pointer and Scale
The glideslope pointer indicates glideslope position relative to the airplane –
• the pointer is in view when the glideslope signal is received
• the scale is in view when the APP mode is selected
• the pointer and scale are removed when the B/CRS mode is selected
Localizer Pointer and Deviation Scale
The localizer pointer indicates localizer position relative to the airplane –
• the pointer is in view when the localizer signal is received
• the scale is in view when either the APP or B/CRS mode is selected
ISFD Messages
● Attitude Messages
○ Indicates attitude display status.
ATT:RST (amber) – attitude must be reset using the attitude reset switch.
ATT 10s (amber) – 10 second attitude realignment in progress.
WAIT ATT (amber) – indicates temporary self correcting loss of attitude.
● Initialization message
INIT 90s (amber) – countdown of 90 second initialization –
• countdown stops if excessive motion is detected
• countdown resumes when motion stops
• ATT:RST displays if initialization is not complete within six minutes
Clock
Elapsed Time
Displays elapsed flight time (hours, minutes, seconds).
Automatic start-stop logic:
• on power up timer is set to 00:00
• timer begins at weight off wheels

6
 • timer stops at weight on wheels plus 30 seconds
• when on ground and V-speeds are entered into CDU (PFD “NO VSPD” flag disappears) timer resets to 00:00

Systems MFD Alternate Control Selection

DSP Controls
Do not override DSP if DSP is still functional.

Head-Up Display (HUD)

Decluttered Symbology Mode
Note: The decluttered symbology mode is not available for takeoff or go-around when TO/GA is the active pitch mode.
HUD Attitude Indications
Slip/Skid Indications
Note: Indicator below flight path vector symbol only appears during takeoff or low altitude go-around.
Angle of Attack Limit
Referenced to the flight path vector symbol. The distance between the AOA limit symbol and the flight path vector
symbol represents the margin available to stick shaker.
Displayed during any of the following:
• angle-of-attack is within 5º of stick shaker, or
• whenever stick shaker is active, or
• whenever windshear (solid) guidance cue is displayed
Horizon Line Heading Scale
Has tic marks every 5º and labels every 10º representing the heading value.
Current heading is located at a point on the horizon line where a line drawn perpendicular to the horizon line goes
through the center of the airplane symbol.

HUD Instrument Landing System Indications

Approach Reference
If the tuned ILS/GLS frequencies disagree, the frequency displayed has a horizontal line through it.
If the approach courses in the ILS/GLS receivers disagree, the course displayed has a horizontal line through it.

HUD-Unique Indications and Symbology

TO/GA Reference Line
Displayed on ground when:
• flight director TO/GA mode is active, and
• groundspeed is greater than 65 knots Displayed in air when flight director TO/GA mode is active.

Speed Error Tape and Flight Path Acceleration

Flight Path Acceleration symbol

7
Indicates the inertial acceleration (or deceleration) of the airplane along the flight path.
Removed from the display when a low-level, decreasing performance windshear is detected below 400 feet AGL.
When symbol is above the wing of the flight path vector symbol, the airplane is accelerating. When it is below the flight
path vector symbol wing, the airplane is decelerating.
Speed Error Tape
Displays difference between the indicated airspeed and the selected airspeed (on the Mode Control Panel) or flight
management system commanded airspeed.
Symbol not displayed until first flap retraction.
If the indicated airspeed is faster than the selected speed, the Speed Error Tape rises above the wing. Likewise, if the
airspeed is slower than the selected speed, the Speed Error Tape falls below the wing.

Unusual Attitude
Unusual Attitude symbology
The Unusual Attitude (UA) symbology is displayed when:
• pitch is less than -20º, or
• pitch is greater than + 35º, or
• roll exceeds 55º in either direction
The Unusual Attitude (UA) symbology remains displayed until:
• pitch angle is between -5º and 10º (relative to horizon) for 5 seconds, and
• roll angle is less than 10º for 5 seconds

Runway Edge Lines and Glideslope Reference Line

Glideslope Reference Line
Display of the glideslope or glidepath value for the active approach shown when the VREF speed is selected.
Removed from HUD at 70 feet RA.

Digital Glideslope Value

Digital glideslope or glidepath angle for the active approach.
Default value is 3º if the selected approach has no glidepath angle or no approach is selected.
Runway Symbol
Calculated position of runway edge lines. Displays only in decluttered mode. Removed from HUD at 60 feet RA.
Touchdown Aiming Point
Tick marks on runway edge lines correspond to the touchdown aiming point.

Ground Deceleration Scale

Displayed on landing. Also displayed on takeoff if a deceleration is sensed with the groundspeed above 50 knots, and
airplane is still on ground.
Once displayed, it is removed when:
• groundspeed decreases below 25 knots, or
• airplane begins accelerating, or
• airplane lifts off

8
EFIS Control Panels
The EFIS Control Panel allows control of any on-side ND. However, both pilots have access to the lower DU. If each
pilot selects an ND into a window on the lower DU, a single, full-display ND is shown. The pilot that first selected an
ND on the lower DU controls the full-display ND.

Display Select Panel

Display Select Panel (DSP) control is also available through the backup EFIS/DSP display on the SYS page. This
capability is available at all times. The DSP hardware controls remain active when the EFIS backup is enabled if the
DSP is still functional. Any available MFD window may be selected.

Instrument Display Source Selection

The AIR DATA/ATT source selector controls the source of airspeed, altitude and attitude information for the
associated PFD and HUD. They have no effect on the autoflight or navigation system.

Integrated Standby Flight Display (ISFD)

The ISFD receives airspeed and altitude from the center pitot and static air data modules. Attitude information is
provided by internal inertial sensors. ILS or GLS information is provided by the left INR receiver. The display receives
its heading information from the same source as the captain's primary flight display.

Detection of a momentary out-of-limit ISFD condition may cause the attitude display to blank and the WAIT ATT or
ATT:RST message to display. When the ATT:RST message displays, pushing the Attitude Reset switch resets the
horizon line with the airplane symbol.

On the ground, pushing the Attitude Reset switch must be accomplished with the airplane stationary. In flight, pushing
the Attitude Reset switch must be accomplished with the airplane in wings level, non-accelerated flight. During attitude
reset, the ATT 10s message displays. Failure to maintain straight and level flight for 10 seconds may result in an
ATT:RST message. If attitude reset is unsuccessful, the ATT:RST message remains displayed and the attitude is not
displayed.

Clocks
A clock is located on each AUX display. Each clock displays UTC time and date automatically generated from GPS. In
addition to time, the clocks also provide elapsed time and chronograph functions. On power up, timer is set to 00:00.
Elapsed flight time starts automatically at weight off wheels and ends at weight on wheels plus 30 seconds. When on
the ground and v-speeds are entered into CDU (PFD “NO VSPD” flag disappears) timer resets to 00:00. All clock
functions except the chrono function are identical between the two pilot stations. The pilots have independent control
of the chrono displays.

Display System Information Sources

Inertial Reference System (IRS)
9
The IRS is the primary source for attitude and inertial navigation position information.
The major components of the IRS are:
• two inertial reference units (IRU): the IRU is the primary source for independent inertial navigation position
information. The IRU processes information measured by its internal gyros and accelerometers and GPS
inputs. (Refer to Inertial Reference Unit (IRU) in Chapter 11, Section 20, for additional information.)
• two attitude heading reference units (AHRU): the AHRUs are the primary source for attitude and heading
information. (Refer to Attitude and Heading Reference Unit (AHRU) in Chapter 11, Section 20, for additional
information.)
Air Data Reference System (ADRS)
The ADRS provides primary, secondary, and standby air data. The major components of the ADRS are:
• six air data modules • two angle-of-attack sensors
• six static ports • one total air temperature probe.
• three pitot probes
Air Data
Three static ports are located on the left side of the airplane and three static ports are located on the right side of the
airplane. Left and right static ports are paired through pneumatic tubing to each of the left, center and right air data
modules. The air data modules convert static air pressure to a digital output for use by other systems.
Two pitot probes (right and center) are mounted on the right forward section of the airplane. One pitot probe (left) is
mounted on the left forward section of the airplane. An air data module is connected to each pitot probe. The air data
modules convert dynamic air pressure to a digital output for use by other systems.

Angle-of-Attack
There are two angle-of-attack sensors, one located on each side of the forward fuselage. The senors measure
airplane angle-of-attack relative to the air mass.

Total Air Temperature

A total air temperature probe is mounted outside the airplane to sense air mass temperature. The temperature sensed
by the probe is used by the ADRS to compute total air temperature. The ADRS also receives TAT measurements from
each of the EEC TAT sensors for a total of six inputs. These inputs are used to derive a weighted average, trusted
TAT.
When on the ground at less than 50 kts CAS, sensors in CAC inlets (two per inlet) provide ADRS TAT. The ADRS
selects the lower of the two CAC inlet temperatures.

Static Air Temperature

Static air temperature, displayed on the CDU PROGRESS page, comes from the ADRS, using total air temperature
probe information.

HUD - Unique Indications and Symbology

Ground Deviation - HUD Takeoff

10
These indications become active when the heading of the airplane is within 45° of the runway heading and the plane is
within 2º of the center of the ILS localizer beam or 75 feet of the GLS localizer centerline. If the airplane then deviates
more than seven meters (23 feet) right or left from the runway centerline, a flashing triangle appears, pointing in the
direction of the runway centerline, to assist in correcting for the deviation.

Flight Path Vector Symbol with Guidance Cue

The guidance cue appears at 50 feet RA on takeoff. If a HUD takeoff is selected, the guidance cue appears at the
same time as the flight path vector.
During a windshear alert condition, the guidance cue will change from hollow to solid (filled).

Angle-of-Attack Limit Symbol

When the AOA limit symbol is positioned on the flight path vector symbol (boxed ends set on the flight path vector
symbol wings), the airplane is at the stick shaker angle of attack.
The PFD contains a similar symbol called the pitch limit indicator (PLI). However, on the PFD, the PLI is displayed
relative to the airplane reference symbol, not to the flight path vector.
The AOA limit symbol is displayed during any of the following: • angle of attack is within 5º of stick shaker, or • stick
shaker is active, or • windshear alerting with (solid) guidance cue displayed

Speed Error Tape and Flight Path Acceleration

The speed error tape shows the difference between the indicated airspeed and the selected airspeed on the mode
control panel. Selected airspeed on takeoff is V2, whereas flight director guidance airspeed is V2 + 15. In order to
prevent an incorrect interpretation of the speed error tape, the symbol is not displayed until the first flap retraction.
Each 1º of speed error tape length (approximately the diameter of the flight path vector symbol circle) represents
approximately 5 knots of airspeed error. The tape length is limited to a 15 knot error indication.
To avoid confusion in controlling airplane thrust, the flight path acceleration symbol is removed from the display when
a low-level, decreasing performance windshear is detected below 400 feet AGL.

TCAS Fly-To Symbology

A corrective advisory is displayed on the HUD by a double lined box called the “fly-to box”. The fly-to box is an
indication of where the flight path vector symbol should be positioned in order to obtain vertical separation from traffic,
directing an evasive maneuver.

Runway Edge Lines

Runway edge lines is a projection of an 8,000 foot long, 200 foot wide runway, displaying the calculated position of the
runway. The runway centerline for the HUD runway edge lines is based on the localizer course, not the geographic
orientation of the runway. The runway edge lines symbol is composed of the runway edge lines with two tick marks
that correspond to the touchdown aiming point (glideslope intercept point). The symbol displays in the decluttered
mode only, and is enabled at a radio altimeter altitude of 300 feet, and removed at 60 feet.
The calculations depend on the selected course for the ILS and GLS approach procedures as well as inputs from
pitch, roll, heading, barometric altitude, localizer deviation, glideslope deviation, and the glideslope angle and elevation
from the FMS.

11
PFDs
Airspeed
CAUTION: Reduced maneuver capability exists when operating within the amber regions below the minimum
maneuvering speed or above the maximum maneuvering speed. During non-normal conditions the target speed may
be below the minimum maneuvering speed.

Attitude
A pitch limit indication is displayed at low speeds when the flaps are up and at all times when the flaps are down.

Steering Indications
The FPA uses inertial and barometric altitude inputs. The vertical FPA is unreliable with unreliable primary altitude
displays.
The flight path angle (FPA) symbol shows the selected flight path angle when the MCP FPA reference switch is
selected on with either the autopilot engaged or flight director on.

Integrated Approach Navigation (IAN) Indications

Deviation indications appear when a valid IAN approach procedure is selected. IAN approach procedure deviations
are not available with QFE selected in the FMC.

NDs
Airport and runway
Displayed when selected as the origin or destination and ND range is 10, 20, or 40 NM. Dashed runway centerlines
extend 14.2 NM.

Alternate airports
PLAN: displays up to four alternate airports at all times. MAP, MAP CTR: displays the FMC or pilot selected primary
alternate airport. Displays up to four alternate airports when the APT key is selected. Offscale airports (only with
1280NM scale selected), directional arrow relative to airplane position or PLAN center point and distance.
The electronic checklist system is not required for dispatch, and a paper checklist or other approved backup checklist
must be available on the flight deck.

Electronic Checklist (ECL)

Non-Normal Checklist Access and Checklist Icon
If the checklist for an EICAS alert message has not been opened or is incomplete, the message has an icon, a white
box to the left of the message.
If an EICAS alert message has no icon, the checklist is complete, there is no checklist for the message, or another
checklist inhibits the icon.

Electronic Checklist System Inoperative

12
If the checklist display switch is pushed and the electronic checklist system is inoperative, the message CHECKLIST
NOT AVAILABLE shows on the MFD. If the electronic checklist system has been disabled by maintenance, the
message CHECKLIST DISABLED shows on the MFD.
When the electronic checklist system is inoperative or disabled, checklist icons do not show with any EICAS
messages.

Electronic Flight Bag

Onboard Performance Tool (Typical)
PERFORMANCE
● Calculating Takeoff Performance
○ For each takeoff calculation, OPT generates two types of performance if available; an assumed
temperature method (ATM) and a full rated thrust. Both can be alternately displayed using the SHOW
FULL/ATM soft key.
○ To calculate the maximum takeoff weight (MTOW) allowed for the entered conditions, complete all the
required fields; but leave the TAKEOFF WEIGHT field blank. Select CALC to display the MTOW
performance data in the results area (no speeds are calculated). This is sometimes helpful when
planning takeoff performance for the flight.
○ If speeds are then required, enter the actual takeoff weight in the Takeoff Weight field and select
CALC again. An information message regarding the availability of assumed temperature may be
displayed. Select OK to clear the message and then select the SHOW FULL soft key to display the full
thrust takeoff data including speeds.

● Calculating Landing Performance. There are two types of landing calculations OPT can perform, dispatch and
enroute advisory.
○ To calculate a dispatch landing weight complete all the required fields; but leave the LANDING WT
field blank. Select CALC and the following values are displayed in the performance results area:
■ Limit Wt – landing limit weight for Normal, With Ice, and Low Visibility conditions if applicable
■ VREFXX – landing flaps reference speed for Normal, With Ice, and Low Visibility conditions if
applicable
■ Quick Turnaround Weight & Quick Turnaround Time
○ To calculate the enroute advisory landing data complete all the required fields and enter the
predicted landing weight in the LANDING WT field. Enter the non-normal condition in the NNC field
and then select CALC. The following are displayed in the performance results area:
■ Landing Distance - the enroute non-normal advisory landing distance
■ NNC SPD + Y - the enroute non-normal advisory landing flaps reference speed with additive if
applicable.
○ To calculate both the dispatch and the enroute landing data complete all the required fields and enter
the predicted landing weight in the LANDING WT field. Enter the required braking method in the
BRKS field. The non-normal condition in the NNC field must be NONE. Select CALC to display both
the dispatch and enroute related landing distance turn around and landing flap VREF speeds in the
performance results area.

13
 FUEL - Chapter 12
Fuel Quantity

Total fuel quantity is displayed on the primary EICAS display. Tank quantities and total fuel quantity are displayed on
the FUEL synoptic display.
Expanded fuel indications showing the left main, center, and right main tank quantities are displayed when non-normal
conditions occur.
Due to the unique shape of the 787 composite wing, fuel quantity indications can fluctuate significantly during high
pitch maneuvers, such as takeoff and go-around, especially at low fuel loads.

Fuel Temperature
It is displayed in amber when the fuel temperature approaches maximum or the fuel freeze temperature entered on the
flight management system CDU:
● PERF INIT L3 FUEL FREEZE TEMP
○ Default value from the airline policy page displays in small font and may not be deleted
○ Temperature may be crew entered or uplinked. Displays in large font.
○ When actual fuel temp is within 3ºC of the displayed value, the EICAS advisory message
FUEL TEMP LOW displays.
Fuel temperature and minimum fuel temperature are also displayed on the fuel synoptic display.

Fuel Pumps
A single pump can supply sufficient fuel to operate one engine under all conditions.
The two center tank fuel pumps are override/jettison pumps. These pumps have a higher output pressure than the left
and right main tank fuel pumps.
When less than all engines/generators are operating, there may not be sufficient electrical power to operate all fuel
pumps.
The indications that a fuel pump has load shed are that the pump switch PRESS light is illuminated and the pump is
labeled LOAD SHED on the fuel synoptic.
The left main tank contains a DC–powered fuel pump. It has no controls or indicators, other than the fuel synoptic
display. The DC pump operates automatically to provide fuel to the APU when AC power is not available and the APU
selector is ON.

Fuel Pump Operation

1
With the main tank pumps ON, a scavenge system operates automatically to transfer any remaining center tank fuel to
the main tanks. Fuel transfer begins when either main tank quantity is less than approximately 16,000 kilograms
(depending on fuel density) and the center tank pumps are off. The system is inhibited if the engine is on suction feed.
Suction Feed
When main tank fuel pump pressure is low, each engine can draw fuel from its corresponding main tank through a
suction feed line that bypasses the pumps. As the airplane climbs, dissolved air is released from the fuel in the tank
due to the decrease in air pressure. This air may collect in the suction feed line and restrict fuel flow. At high altitude,
thrust deterioration or engine flameout may occur as a result of the fuel flow reduction.
Once the dissolved air is depleted, the engine should effectively operate on suction feed.

Fuel Crossfeed
The fuel manifolds are arranged so that any fuel tank pump can supply either engine.
The valve can be opened to feed an engine from the opposite fuel tank.

Fuel Balance System

Fuel can be transferred from main tank to main tank using the fuel balance system.
Transfer stops automatically when fuel is balanced.
Fuel balance operation is inhibited for the any of the following reasons:
• refueling, defueling and ground transfer of fuel (using the refueling control panel)
• prior to engine start and the APU is off
• the fuel balance system is failed
• a center tank pump is on
• on the ground and one or both engines are running
• in flight and the fuel jettison system is active, or the FUEL DISAGREE or FUEL QTY LOW message shows

Fuel Imbalance
The difference in fuel quantity which causes the FUEL IMBALANCE message to be displayed varies with total main
tank fuel quantity.
The pointer in fuel EICAS flashes if fuel balance or crossfeed is going in the wrong direction.
Fuel balancing is accomplished by using either the fuel balance system or the manual crossfeed.
● Manual crossfeed is initiated by opening the crossfeed valve and turning off the fuel pump switches for the fuel
tank that has the lower quantity. Crossfeed may be done in any phase of flight.
● Fuel balance system is initiated by pushing the fuel balance switch. The fuel balance system may be used in
any phase of flight. It can be used on the ground if the engines are shutdown and the APU is running.

APU Fuel Feed

APU fuel is supplied from the left fuel manifold. APU fuel can be provided by any AC fuel pump supplying fuel to the
left fuel manifold or by the left main tank DC fuel pump.
On the ground, with the APU switch ON and no AC power available, the DC pump runs automatically. With AC power
available, the left aft AC fuel pump operates automatically, regardless of fuel pump switch position, and the DC fuel
pump turns off.
Fuel Jettison

2
Jettisoned overboard through jettison nozzle valves inboard of each aileron.
The fuel jettison system allows jettison from all fuel tanks
The nozzles cannot open on the ground, regardless of switch positions.
In flight, when the FUEL JETTISON ARM switch is armed and either fuel jettison NOZZLE switch is pushed ON, the
defuel/isolation valves and jettison isolation valves open
Jettison time is displayed in minutes on the fuel synoptic when the jettison arm switch is positioned on while in the air
At least 3900 kilograms of fuel remains in each main tank after jettison is complete.

Nitrogen Generation System

The Nitrogen Generation System (NGS) provides automatic full time flammability protection for the fuel system.

AFM - FUEL
Fuel Loading
Fuel density must be between 6.3 and 7.1 lb/gallon (0.7549 and 0.8507 kg/liter).

Fuel tanks may be loaded individually, simultaneously, or in any sequence. Load main tanks equally to the desired
fuel quantity or until full. Main tanks must be scheduled to be full if center tank fuel is loaded; except that up to 22,000
lb. (10,000 kg) of fuel may be loaded in the center tank with less than full main tanks provided the weight of the fuel in
the center tank plus the actual zero fuel weight does not exceed the Maximum Zero Fuel Weight, and the Center of
Gravity limits are observed. Fuel must always be used in accordance with FUEL USAGE section.

If fueling in temperatures below -45º F (-43º C), the appropriate cold weather fueling procedures must be followed.

Fuel imbalance between main tanks for taxi, takeoff and landing must not exceed:
● 1,500 lb (680 kg) when total main tank fuel exceeds 68,300 lb (30,980 kg).
● 2,500 lb (1,133 kg) when total main tank fuel is less than or equal to 41,900 lb (19,005 kg)
● A linear interpolation between 1,500 lb (680 kg) and 2,500 lb (1,133 kg) when main tank fuel is less than or
equal to 68,300 lb (30,980 kg) and greater than 41,900 lb (19,005 kg), respectively.

FCOM - FUEL LIMITATIONS

3
Fuel Temperature

Minimum Fuel Temperature Maximum Fuel Temperature

Takeoff -29ºC 49ºC

Inflight -42ºC, as well as 3ºC above freezing point 65ºC except for TS-1 fuel.
of the fuel being used.

CBT - FUEL
An amber flow line in the synoptic page shows when suction fuel feed is in progress. There is sufficient fuel flow to
operate safely from sea level to FL350.
The APU will start with suction feed if the DC fuel pump is inoperative.
On the ground, a small quantity of fuel can be in the center tank without the FUEL IN CENTER message. The
message will not showy until after initial climb, to assure that fuel is over the center tank pumps during climb.

REFUEL CONTROL PANEL

● PANEL: does a test of the panel indicators.

● SYSTEM: does a test during refueling to find if the system can close the refueling valves.
Sets different data on the related display.

Increases or decreases the value set in the display.

Sets automatic operation (ENABLE) or closes all refuel valves.

Opens and closes the refuel valves in each tank.

● NORMAL (guard closed): operation is from ground power.

● BATTERY: operation is from the battery.

4
5
 HYDRAULICS - Chapter 13
The airplane has three independent 5000 psi hydraulic systems: left, right, and center.
The hydraulic systems power the:
• flight controls • nose gear steering
• landing gear • thrust reversers
• leading edge slats • trailing edge flaps

The reservoirs are pressurized by pump outlet pressure.

Hydraulic Synoptic Display

Note: The Nose Gear Isolation Valve

(NGIV) and the Reserve Steering
Isolation Valve (RSIV) are shown on the
synoptic page. The Alternate Extend
Isolation Valve (AEIV) is not shown

Quantity (QTY) –
• displays system reservoir quantity as a
percentage of the normal service level
(1.00 is the normal service level)

Left and Right Hydraulic

1
Systems
The left and right hydraulic systems are identical.
The left/right hydraulic system powers:
• flight controls
• the left/right engine thrust reverser
• right and left wing spoilers

The left and right primary pumps are engine–driven by the related left and right engines.

The demand pumps are electric motor–driven (EMPs).

● The demand pumps provide supplementary hydraulic power for periods of high system demand. The demand
pumps also provide a backup hydraulic power source for the engine–driven primary pumps.
● In the AUTO position, the L and R demand pumps operate under the following conditions:
○ system low pressure, or
○ on the ground, for the first three minutes after the second engine is started, or
○ from takeoff thrust set to flaps retracted, or
○ during descent and landing, from gear down or RA less than 1000 feet, to groundspeed less than 40
knots, or
○ thrust reverser operation

Center Hydraulic System

The center hydraulic system powers:
• flight controls • nose gear steering
• landing gear actuation • right and left wing spoilers
• leading edge slats • trailing edge flaps

The ram air turbine (RAT) only provides hydraulic power to the center hydraulic system primary flight controls.

Center Hydraulic System Electric Pumps

Two electric motor-driven pumps (EMPs) provide hydraulic power sources for the center hydraulic system.
The two center pumps alternate as a primary pump and demand pump. The primary pump operates continuously after
the second engine is started. The center demand pump operates under the following conditions:
• system low pressure, or
• on the ground for the first three minutes after the second engine is started, or
• from takeoff thrust set until radio altitude exceeds 2000 feet
• flaps or slats are in motion, or
• during descent from when the gear lever is down and radio altitude is less than 2000 feet until groundspeed
is less than 60 knots

Center Hydraulic System Non–Normal Operation

The center hydraulic system has isolation functionality in the event of a leak. The isolation function uses a Nose Gear
Isolation Valve (NGIV), Reserve Steering Isolation Valve (RSIV), Alternate Extend Isolation Valve (AEIV) and a
reservoir standpipe. The hydraulic isolation systems ensure the flight crew can lower the landing gear and that nose
wheel steering is operational for landing, roll-out and taxi. The isolation valves operate automatically and cannot be
controlled by the crew.

Ram Air Turbine (RAT)

2
The RAT, when deployed, provides 5000 psi hydraulic power to the primary flight controls connected to the center
hydraulic system. The RAT provides hydraulic and electrical power throughout the flight envelope.
In flight, the RAT deploys automatically if any of the following occur:
• both engines have failed
• all three hydraulic system pressures are low
• loss of all electrical power to captain's and first officer's flight instruments
• loss of all four EMPs and faults in the flight control system occur on approach
• loss of all four EMPs and an engine fails on takeoff or landing

CBT - HYDRAULIC
After engine start, all 4 demand pumps come on.
The left, center and right demand pumps stop automatically 3 minutes after engine start.
When TO is set the left, center and right demand pumps come on automatically. All hydraulic pumps are on during the
takeoff and the initial climb.
After the flaps and slats are retracted to up, the left, center and right demand pumps go off.
During descent, when the flaps are in motion the center demand pump comes on automatically.
All pumps operate during the approach, the landing and thrust reverser operation. After landing when the thrust
reversers are stowed, the left and right demand pumps go off.

3
 LANDING GEAR - Chapter 14
Nose Wheel Steering Tiller
Rotate –
• turns the nose wheels up to 70º in either direction
• is summed with rudder pedal steering inputs

Hydraulic power for retraction, extension, and steering is supplied by the center hydraulic system.

The Electro-Mechanical Brake System has four Electric Brake Actuator Controllers (EBACs) and thirty-two Electric
Brake Actuators (EBAs), four per wheel brake. Autobrake and antiskid protection are provided. A brake temperature
monitor system displays the temperature for each brake on the GEAR synoptic.

A tire pressure monitor system displays pressure for each tire on the GEAR synoptic.

Air/Ground Sensing System

The system receives air/ground logic signals from sensors located on each main landing gear beam. These signals
are used to configure the airplane systems to the appropriate air or ground status.

Landing Gear Operation

Landing Gear Retraction

After retraction, the landing gear are held up by uplocks. The EICAS landing gear position indication changes to UP for
10 seconds and then blanks. With the landing gear retracted and all doors closed, the landing gear hydraulic system is
automatically depressurized.

Landing Gear Extension

The gear free–fall without hydraulic power to the down and locked position. The downlocks are powered to the locked
position, all hydraulically actuated gear doors close, and the main gear trucks hydraulically tilt to the flight position.
The EICAS caution message GEAR DISAGREE is displayed if any gear is not locked down (side and drag brace on
the same main gear not locked, or nose gear drag brace not locked) after the normal transit time. The EICAS gear
position indication changes to the expanded non–normal format, with the affected gear displayed as in transit (or UP if
the gear never unlocked from the up position).
If only one brace on a main gear is locked (either drag or side brace not locked) after the normal transit time, the
EICAS caution message MAIN GEAR DRAG BRACE L, R or MAIN GEAR SIDE BRACE L, R is displayed for the
affected gear. The EICAS gear position indication changes to the expanded non–normal format, with the affected gear
displayed as in transit.

Landing Gear Alternate Extension

The alternate landing gear extension system uses a dedicated DC powered electric hydraulic pump and center
hydraulic system fluid to extend the landing gear. Selecting DOWN on the ALTERNATE GEAR switch releases all
door and gear uplocks. The landing gear free–fall to the down and locked position. The landing gear lever position has
no effect on landing gear alternate extension.
During alternate extension, the EICAS message GEAR DOOR is displayed because all the hydraulically powered gear
doors remain open.
Following an alternate extension, the landing gear can be retracted by the center hydraulic system, if it is operating.
Select DN then UP with the gear lever to retract the landing gear.

1
Electric Brake System
The brake system is powered by four electric brake power supply units (powered by 28 Vdc Bus Distribution System).
There are four EBACs that control all eight main wheel brakes, each EBAC controlling the brake force of a fore-aft
wheel pair.
Four Electric Brake Actuators (EBAs) are provided on each main landing gear wheel brake to control the application of
braking force to the carbon disc. The EBAs are controlled by an Electric Brake Actuator Controller (EBAC).

Antiskid Protection
Antiskid protection is provided on an individual main gear wheel basis. When a wheel speed sensor detects a skid, the
braking force is reduced until skidding stops.
Touchdown and hydroplaning protection is provided using airplane inertial groundspeed.
Locked wheel protection is provided using a comparison with other wheel speeds.

Nosewheel Steering
The airplane is equipped with nosewheel steering powered by the center hydraulic system.
The tillers can turn the nosewheels up to 70º in either direction. A pointer on the tiller assembly shows tiller position
relative to the neutral setting.
The rudder pedals can be used to turn the nosewheels up to 8º in either direction.
Tiller inputs are summed with rudder pedal inputs.

Autobrake System
The autobrake system provides automatic braking at preselected deceleration rates for landing and full pressure for
rejected takeoff.
The EICAS advisory message AUTOBRAKE is displayed if the autobrake system is disarmed or inoperative, the
AUTOBRAKE selector is OFF but the system is armed, or an RTO is initiated above 85 knots but autobraking has not
been applied.

Rejected Takeoff
The RTO autobrake setting commands maximum braking pressure if:
• the airplane is on the ground , and
• groundspeed is above 85 knots, and
• both thrust levers are retarded to idle
Maximum braking is obtained in this mode. If an RTO is initiated at or below 85 knots, the RTO autobrake function
does not operate.

Landing
On dry runways, the maximum autobrake deceleration rate in the landing mode is less than that produced by full pedal
braking.
After landing, autobrake application begins when:
• both thrust levers are retarded to idle, and
• the wheels have spun up
The deceleration level can be changed (without disarming the system) by rotating the selector.
The system provides braking to a complete stop or until it is disarmed.

Autobrake – Disarm

2
The autobrake system disarms and the EICAS advisory message AUTOBRAKE is displayed if any of the following
occur:
• pedal braking applied
• either thrust lever advanced after landing
• speedbrake lever is moved to the DOWN detent after the speedbrakes have deployed on the ground
• DISARM or OFF position selected on the AUTOBRAKE selector
• autobrake fault
• normal antiskid system fault
• loss of inertial data from the Inertial Reference Units (IRUs) When the autobrake system disarms after
landing, the AUTOBRAKE selector automatically moves to the DISARM position, and removes power from the
autobrake system.

When the autobrake system disarms during takeoff, the AUTOBRAKE selector remains in the RTO position, but
automatically moves to OFF after takeoff.

Taxi Brake Release

During each manual brake application, the brake control system applies one-half of the brakes on each main landing
gear (if wheel speeds are less than 70 knots).
The system sequences through alternating wheel pairs at each brake application, reducing the number of brake
applications by each brake.
The brake pedal must be fully released to transition to the other two brakes on a main landing gear. This extends
service life and reduces brake sensitivity during taxi.
All active brakes are applied for a heavy brake application, landing rollout, RTO, or when setting the parking brake.

Parking Brake
The parking brake electric actuators are clamped in position during parking brake application and require no active
power to maintain the clamping force.
The parking brake system has a "park and adjust" feature which monitors the condition of the brakes after application
and adjusts the clamping force as needed during brake cooling.

Brake Temperature Indication

Normal range values of 0 to 4.9 are white. For values of 3.0 to 4.9, the brake symbol for the hottest brake on each
main gear truck becomes solid white.
An EICAS advisory message, BRAKE TEMP, displays when any brake registers 5.0 or higher on the gear synoptic
display until all brake temperatures are below 3.0.

FCOM Performance Inflight - Recommended Brake Cooling Schedule

● Brake temperature indication on MFD may be used 10 to 15 minutes after airplane has come to a complete
stop, or in flight with gear retracted, to determine recommended cooling schedule.
● CAUTION: 5.0 - 7.0
○ When in caution zone, wheel fuse plugs may melt. Delay takeoff and inspect after one hour. If
overheat occurs after takeoff, extend gear soon for at least 8 minutes.
● FUSE PLUG MELT ZONE:7,1 & above
○ When in fuse plug melt zone, clear runway immediately. Unless required, do not set parking brake. Do
not approach gear or attempt taxi for one hour. Tire, wheel and brake replacement may be required. If
overheat occurs after takeoff, extend gear soon for at least 12 minutes.

Tire Pressure Indication

Normal values are depicted in white. Above or below normal range values are depicted in amber.
The EICAS advisory message TIRE PRESS is displayed if any tire pressure is above or below normal range, or there
is an excessive pressure difference between two tires on the same axle.

CBT - LANDING GEAR

3
On the 787-9, to improve performance, an “early doors” function automatically pre-opens the main landing gear doors
one second after lift-off, prior to the pilot moving the gear lever to the up position. If the pilot does not move the gear
lever to UP within 30”, the main gear doors return to the closed position. During touch and go the “early doors” function
does not activate until the airplane has been on the ground for more than 30”.

Nose Wheel Steering

If the nose gear isolation valve is closed because of a leak, then normal center system fluid is not available. When this
occurs, nose wheel steering uses the remaining fluid isolated in the center system reservoir.

Landing Gear Alternate Extension

● The main landing gear do not tilt.

4
 WARNING SYSTEMS - Chapter 15
TCAS Controls (Tuning and Control Panel)
1 XXXX TCAS Display
Push – selects the desired TCAS display mode.
● ABOVE – displays TCAS traffic vertically from 2,700 feet below to 9,900 feet above current flight altitude.
● NORM (normal) – displays TCAS traffic vertically from 2,700 feet below to 2,700 feet above current flight
altitude.
● BELOW – displays TCAS traffic vertically from 9,900 feet below to 2,700 feet above current flight altitude.

TCAS Display Selection

1 Traffic (TFC) Switch
First push • TFC-ALL shows in cyan on the lower left of
navigation display and PFD mini-map
• ADS-B traffic symbol includes flight ID on the
• shows all traffic on the navigation display and the PFD mini-map navigation display only
• TCAS-only traffic shows within a range of approximately 40 nm shows
Second push • ADS-B traffic within a range of approximately 150 nm shows • TFC-FLTR shows in cyan on the lower left of
• traffic data shows in MAP or MAP CTR modes navigation display
• TFC-ALL shows in cyan on the lower left of
PFD mini-map
• ADS-B traffic symbol includes flight ID on the
navigation display if near the active ownship
runway

Third push • deselects TCAS and ADS-B traffic shown on ND and PFD mini-map
• shows only crew selected PICK TRAFFIC and ITP reference traffic

2 Traffic (TFC-ALL) Data Menu Selection

Selected –
• shows all traffic on the navigation display only
• traffic data shows in MAP or MAP CTR modes
• TFC-ALL shows in cyan on the lower left of navigation display

Traffic Alert and Collision Avoidance System (TCAS)

Proximate Traffic Display
Proximate traffic is another airplane that is neither an RA or a TA but is within:
• six miles, and
• 1,200 feet vertically

Traffic Advisories (TA) and Display

A TA is a prediction that another airplane will enter the conflict airspace in 20 to 48 seconds. TAs assist the flight crew
in establishing visual contact with the other airplane.

Resolution Advisories (RA) and Display

An RA is a prediction that another airplane will enter the TCAS conflict airspace within approximately 15 to 35
seconds. If altitude data from the other airplane is not available, no RA can be provided.

Alert Inhibited For Messages Inhibit Begins Inhibit Ends

All TCAS RAs TCAS RAs are inhibited

When RA selected on panel, TCAS switches
automatically to TA only mode and TCAS
message TA ONLY is displayed on the NDs and
mini-maps

1
 GPWS
Terrain Display

1 Lateral Map Terrain Display

When the airplane is 500 feet or more above the
highest terrain peaks or obstacles in the selected
display range, terrain peaks and obstacles are
depicted based on their elevation.

When the airplane is less than 500 feet above the

highest terrain peaks or obstacles in the selected
display range, terrain peaks or obstacles are depicted
in varying densities of green, amber, and red.

Note: When descending at a rate greater than 1,000

feet per minute, the display will depict a 30 second
advanced preview of terrain and obstacles. As a
result, color contours may appear when the airplane
is at relative heights greater than those specified
above.
Note: In areas without terrain data, look-ahead terrain
alerting and display functions are not available.
GPWS immediate alerts function normally.
Note: Terrain within approximately 400 feet of the
nearest airport runway elevation is not displayed.

Displayed automatically when:

• a look-ahead terrain alert occurs, and
• TERR not selected on either ND, and
• respective ND is in MAP or MAP CTR mode

2 Terrain Mode Annunciation

TERR (cyan) – Terrain display enabled.

3 Highest Elevation of Obstacle or Terrain Displayed

Indicates the absolute height of the highest terrain or obstacle displayed on the ND and mini-map in hundreds of feet
above sea level (MSL). The color (amber, green, or red) matches the color of corresponding obstacle or terrain being
displayed.

4 Lowest Elevation of Obstacle or Terrain Displayed

Indicates the absolute height of the lowest terrain or obstacle displayed on the ND and mini-map in hundreds of feet
above sea level (MSL). The color green matches the color of corresponding obstacle or terrain being displayed.

5 OBSTACLE and TERRAIN Annunciation

OBSTACLE – obstacle caution alert is occurring.
OBSTACLE – obstacle warning alert is occurring.
TERRAIN – look-ahead terrain caution alert is occurring.
TERRAIN – look-ahead terrain warning alert is occurring.

Displayed in all navigation display modes.

6 VSD Terrain Display

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Depicts the highest terrain within the enroute corridor:
• highest points of the terrain below and ahead of the airplane
• terrain is depicted so the actual altitude separation between the airplane and terrain is shown
• VSD terrain uses the same color coding that is used to depict GPWS on the lateral map:
• green: terrain is more than 500 feet (250 feet if gear is down) below the airplane
• amber: terrain ranges from 500 below (250 feet gear down) to 2,000 feet above the airplane
• red: terrain more than 2,000 feet above the airplane.

When an obstacle or terrain alert occurs, the respective message is displayed on the ND. When an OBSTACLE alert
occurs while a TERRAIN alert message is displayed, the OBSTACLE alert message replaces the TERRAIN alert
message. Both messages are not displayed at the same time.
The terrain display is correlated to GPS position, or to IRS position if GPS position is intermittently unavailable.

QRH - Ground Proximity Warning System (GPWS) Response

GPWS Caution
Accomplish the following maneuver for any of these aural alerts:
• CAUTION OBSTACLE • TOO LOW FLAPS
• CAUTION TERRAIN • TOO LOW GEAR
• SINK RATE • TOO LOW TERRAIN
• TERRAIN • GLIDESLOPE
• DON'T SINK • BANK ANGLE

Pilot Flying Pilot Monitoring

Correct the flight path or the airplane configuration.

The below glideslope deviation alert may be cancelled or inhibited for:

• localizer or back course approach
• circling approach from an ILS
• when conditions require a deliberate approach below glideslope
• unreliable glideslope signal
3
Note: If a terrain caution occurs when flying under daylight VMC, and positive visual verification is made that no
obstacle or terrain hazard exists, the alert may be regarded as cautionary and the approach may be continued.

GPWS Warning
Accomplish the following maneuver for any of these conditions:
• activation of the “PULL UP”, “OBSTACLE PULL UP” or “TERRAIN TERRAIN PULL UP” warning
• other situations resulting in unacceptable flight toward terrain

Pilot Flying Pilot Monitoring

• Disconnect autopilot • Assure maximum* thrust

• Disconnect autothrottle(s) • Verify all required actions have been completed and
• Aggressively apply maximum* thrust call out any omissions
• Simultaneously roll wings level and rotate to an initial
pitch attitude of 20°
• Verify the speedbrakes are retracted
• If terrain remains a threat, continue rotation up to the
pitch limit indicator or stick shaker or initial buffet

• Do not change gear or flap configuration until terrain • Monitor vertical speed and altitude (radio altitude for
separation is assured terrain clearance and barometric altitude for a minimum
• Monitor radio altimeter for sustained or increasing safe altitude)
terrain separation • Call out any trend toward terrain contact
• When clear of the terrain, slowly decrease pitch attitude
and accelerate

Note: Aft control column force increases as the airspeed decreases. In all cases, the pitch attitude that results in
intermittent stick shaker or initial buffet is the upper pitch attitude limit. Flight at intermittent stick shaker may be
required to obtain positive terrain separation. Smooth, steady control will avoid a pitch attitude overshoot and stall.

Note: Do not use flight director commands.

Note: * Maximum thrust can be obtained by advancing the thrust levers full forward if the EECs are in the normal
mode. If terrain contact is imminent, advance thrust levers full forward.

Note: If positive visual verification is made that no obstacle or terrain hazard exists when flying under daylight VMC
conditions prior to a terrain or obstacle (as installed) warning, the alert may be regarded as cautionary and the
approach may be continued.

4
 Predictive Windshear (PWS) Display and
Annunciations
1 PWS Radials
Displayed (amber) –
• PWS alert is occurring
• extend from PWS symbol to help locate windshear
event
2 PWS Symbol
Displayed (red and black) –
• PWS alert is occurring
• displays windshear location and approximate
geometric size (width and depth)
Symbol, radials, and weather radar returns displayed
automatically when:
• PWS alert occurs, and
• WXR is not selected on either ND, and
• respective ND is in MAP or MAP CTR mode
When terrain display is selected and PWS alert occurs,
weather radar display replaces terrain display.

3 WINDSHEAR Annunciation
WINDSHEAR – PWS caution alert is occurring.
WINDSHEAR – PWS warning alert is occurring.
Displayed in all navigation display modes.
GPWS Windshear Alert and PWS
Windshear alerts are enabled during takeoff, approach, and landing:
• GPWS provides an immediate windshear alert when an excessive downdraft or tailwind is occurring
• PWS provides windshear alerts when an excessive windshear condition is detected ahead of the airplane

PWS Alert System

Weather radar uses radar imaging to detect disturbed air ahead of the airplane.
PWS alerts are enabled approximately 12 seconds after weather radar begins scanning for windshear.
When PWS is scanning for windshear, radar antenna scan sweep is reduced.
Prior to takeoff, PWS alerts can be enabled by pushing the WXR switch on the EFIS control panel.
On the ground with the WXR switch pushed or not pushed, weather radar begins scanning for windshear when the
thrust of either engine is in the takeoff range and thrust reversers are not unlocked or deployed.
In flight with the WXR switch pushed or not pushed, weather radar begins scanning for windshear below 2,300 feet
radio altitude and PWS alerts are enabled below 1,200 feet radio altitude.

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PWS Alerts
MONITOR RADAR DISPLAY Windshear predicted within 3 miles and ahead of the airplane. Enabled
during takeoff and approach, below 1,200 feet radio altitude.
Windshear position displayed by PWS symbol on the NDs and mini-maps.

WINDSHEAR AHEAD Windshear predicted close to and directly ahead of airplane. Enabled
during takeoff, below 1,200 feet radio altitude.
Windshear position displayed by PWS symbol on the NDs and mini-maps.

GO AROUND, WINDSHEAR AHEAD Windshear predicted within 1.5 miles and directly ahead of the airplane.
Enabled during approach, below 1,200 feet radio altitude. Windshear
position displayed by PWS symbol on the NDs and mini-maps.

Note: Weather radar provides windshear alerts for windshear events containing some level of moisture or particulate
matter.

Immediate Windshear Alerts

(Siren) WINDSHEAR, WINDSHEAR, WINDSHEAR Excessive windshear detected by GPWS.
Enabled below 1,500 feet radio altitude.
GPWS windshear detection begins at rotation.

Alerts Inhibited During Takeoff

Alert Inhibited For Messages Inhibit Begins Inhibit Ends

New PWS caution alerts Messages are inhibited 80 knots airspeed 400 feet radio altitude

New PWS warning alerts Messages are inhibited 100 knots airspeed 50 feet radio altitude

All PWS alerts Messages are inhibited Above 1,200 feet radio altitude Below 1,200 feet RA

Alerts Inhibited During Landing

All PWS alerts Alerts are inhibited Above 1,200 feet radio altitude Below 1,200 feet RA

New PWS caution alerts Alerts are inhibited 400 feet radio altitude 80 knots airspeed

6
New PWS warning alerts Alerts are inhibited 50 feet radio altitude 100 knots airspeed

Supplementary Procedures - Adverse Weather - Windshear

Precautions
TAKEOFF
● Full rated takeoff thrust is recommended, unless the use of a fixed derate is required to meet a dispatch
performance requirement
● Use flaps 20 for takeoff unless limited by obstacle clearance and/or climb gradient. Flaps 15 may be used as a
precautionary setting and will provide nearly equivalent performance to Flaps 20
● Consider increasing VR speed to the performance limited gross weight rotation speed, not to exceed actual
gross weight VR+20kt. Set V speeds for the actual gross weight. Rotate at the adjusted (higher) rotation
speed. This increased rotation speed results in an increased stall margin, and meets takeoff performance
requirements. If windshear is encountered at or beyond the actual gross weight VR, do not attempt to
accelerate to the increased VR, but rotate without hesitation.

QRH - Man-Maneuvers - Windshear Warning

Predictive windshear warning during takeoff roll: (“WINDSHEAR AHEAD, WINDSHEAR AHEAD” aural)
• prior to V1, reject takeoff
• after V1, perform the Windshear Escape Maneuver
Windshear encountered during takeoff roll:
• If windshear is encountered prior to V1, there may not be sufficient runway remaining to stop if an RTO is
initiated at V1. At VR, rotate at a normal rate toward a 15 degree pitch attitude. Once airborne, perform the
Windshear Escape Maneuver.
• If windshear is encountered near the normal rotation speed and airspeed suddenly decreases, there may not
be sufficient runway left to accelerate back to normal takeoff speed. If there is insufficient runway left to stop,
initiate a normal rotation at least 2,000 feet before the end of the runway even if airspeed is low. Higher than
normal attitudes may be required to lift off in the remaining runway. Ensure maximum thrust is set.
Predictive windshear warning during approach: (“GO-AROUND, WINDSHEAR AHEAD” aural)
• perform Windshear Escape Maneuver or, at pilot's discretion, perform a normal go-around
Windshear encountered in flight:
• perform the Windshear Escape Maneuver
Note: The following are indications the airplane is in windshear:
● windshear warning (two-tone siren followed by “WINDSHEAR,WINDSHEAR,WINDSHEAR”) or
● unacceptable flight path deviations: recognized as uncontrolled changes from normal steady state
flight conditions below 1000 feet AGL, in excess of any of the following:
○ 15 knots indicated airspeed
○ 500 FPM vertical speed
○ 5 degrees pitch attitude
○ 1 dot displacement from the glideslope
○ unusual thrust lever position for a significant period of time

Windshear Escape Maneuver

Pilot Flying Pilot Monitoring

MANUAL FLIGHT

• Disconnect autopilot • Verify maximum* thrust

• Push either TO/GA switch • Verify all required actions have
• Aggressively apply maximum* thrust been completed and call out any
• Disconnect autothrottle(s) omissions
• Simultaneously roll wings level and rotate toward an initial pitch attitude of 15°

7
• Verify the speedbrakes are retracted
• Follow flight director TO/GA guidance (if available)**

AUTOMATIC FLIGHT

• Push either TO/GA switch.*** If TO/GA is not available, disconnect autopilot • Verify GA* thrust
and autothrottle(s) and fly manually. • Verify all required actions have
• Verify TO/GA mode annunciation been completed and call out any
• Verify GA* thrust omissions
• Verify the speedbrakes are retracted
• Monitor system performance****

MANUAL OR AUTOMATIC FLIGHT

• Do not change gear or flap configuration until windshear is no longer a factor • Monitor vertical speed and
• Monitor vertical speed and altitude altitude
• Do not attempt to regain lost airspeed until windshear is no longer a factor • Call out any trend toward terrain
contact, descending flight path, or
significant airspeed changes

Note: Aft control column force increases as the airspeed decreases. In all cases, the pitch attitude that results in
intermittent stick shaker or initial buffet is the upper pitch attitude limit. Flight at intermittent stick shaker may be
required to obtain positive terrain separation. Smooth, steady control will avoid a pitch attitude overshoot and stall.

Note: * Maximum thrust can be obtained by advancing the thrust levers full forward if the EECs are in the normal
mode. If terrain contact is imminent, advance thrust levers full forward.

Note: ** Do not exceed the Pitch Limit Indication.

WARNING: **** Severe windshear may exceed the performance capability of the AFDS. The pilot flying must be
prepared to disconnect the autopilot and autothrottle(s) and fly manually.

Alerts Displayed on the PFD

1 - Autopilot Engaged Alert

NO AUTOLAND (amber) – The autoland system is not available. Displayed when the airplane descends below 100
feet radio altitude during an approach in which the
autopilot is flying a FMC computed glidepath.

2 - Thrust Asymmetry Minimum Speed

Indicates the minimum control speed for operation
with a large thrust asymmetry.

3 - Time Critical Warnings

● ENG FAIL (red) – ENGINE FAIL alert is
occurring.
● PULL UP (red) – PULL UP alert is
occurring.
● SPEEDBRAKE (red) – SPEEDBRAKE alert
is occurring
● WINDSHEAR (red) –
• predictive WINDSHEAR AHEAD
alert or immediate WINDSHEAR
alert is occurring
• all other GPWS alerts inhibited
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Airspeed Alerts
Stall Warning
Warning of an impending stall is provided by left and right stick shakers, which independently vibrate the left and right
control columns.

Airspeed Low
The EICAS caution message AIRSPEED LOW is displayed and the box around the current airspeed indication on the
PFD is highlighted amber when airspeed is below minimum maneuvering speed.
This indication is accompanied by a beeper and Master WARNING/CAUTION light.

Thrust Asymmetry Minimum Speed (TAMS)

TAMS is displayed on the speed tape to provide pilots with situational awareness of the minimum control speed for
operation with a large thrust asymmetry.
TAMS varies with weight and CG but will always be at least 10 knots above minimum control speed during takeoff or
go-around.
When airspeed decreases to TAMS, the AIRSPEED, AIRSPEED aural sounds and the Master WARNING light
illuminates.

Overspeed Warning
The EICAS warning message OVERSPEED is displayed if airspeed is greater than VMO/MMO. The message remains
displayed until airspeed is reduced below VMO/MMO.
This indication is accompanied by a siren and Master WARNING light.

Landing Configuration Warnings

LANDING GEAR
The landing configuration warning system alerts the crew the landing gear is not extended for landing.
The EICAS warning message CONFIG GEAR is displayed if:
● The airplane is in flight, and
● Any landing gear is not down and locked, and
○ either thrust lever closed and radio altitude less than 800 feet, or
■ Pushing either Master WARNING/CAUTION reset switch silences the siren and extinguishes
the Master WARNING lights. The message remains displayed until the Thrust levers are
advanced or landing gear is down and locked.
○ FLAP lever in landing position
■ The siren cannot be silenced by pushing a Master WARNING/CAUTION reset switch and the
message remains displayed. The siren sounds and the message is displayed until the landing
gear is down and locked or GEAR OVRD is selected to OVRD on the GPWS page of the
TCP.

SPEEDBRAKE
Speedbrake Lever Extended Beyond ARMED During Landing
In flight, the EICAS caution message SPEEDBRAKE EXTENDED alerts the crew if:
• the SPEEDBRAKE lever is extended beyond ARMED with airplane radio altitude 15 feet or greater, and one
or more of the following conditions:
• radio altitude is 800 feet or less, or
• FLAP lever in landing position, or
• thrust lever angle 5 degrees or more above idle stop for 15 seconds

When SPEEDBRAKE EXTENDED message is displayed in flight, pushing either Master WARNING/CAUTION Reset
switch silences the siren and extinguishes the Master CAUTION lights. The EICAS message remains displayed until
the SPEEDBRAKE lever is DOWN or at ARMED.

9
Speedbrake Warning During Rollout
The SPEEDBRAKE warning alerts the crew that the speedbrake has not deployed during landing or during a rejected
takeoff. The warning is displayed on both PFDs and both HUDs and is accompanied by a Master WARNING light and
aural SPEEDBRAKE, SPEEDBRAKE.

MCP Selected Altitude Alert

Approaching MCP Selected Altitude
At 900 feet prior to reaching the selected altitude a highlighted white box is displayed around the selected altitude and
the current altitude on the PFD. The highlights are no longer displayed when within 200 feet of the selected altitude.

Departing MCP Selected Altitude

When departing the selected altitude by 200 feet, the EICAS caution message ALTITUDE ALERT is displayed, and a
highlighted amber box is displayed around the current altitude. The message and amber highlight are no longer
displayed when:
• subsequently reapproaching to within 200 feet of the selected altitude, or
• a new MCP altitude is selected, or
• departing more than 900 feet from the selected altitude

MCP Selected Altitude Alert Inhibits

MCP selected altitude alerts are inhibited when:
• glideslope captured, or
• landing flaps selected and landing gear down and locked
Bank Angle Voice Annunciations
The voice alert BANK ANGLE sounds if bank angle exceeds 35°, 40°, and 45°.
The voice alert BANK ANGLE also sounds at low altitudes during takeoff and landing for bank angles as small as 10°.

Altitude Voice Annunciations During Approach

Approaching Minimums Voice Annunciation
GPWS provides the voice annunciation APPROACHING MINIMUMS at 80 feet above the altitude set by the Captain's
MINS selector on the EFIS Control Panel.

Minimums Voice Annunciation

GPWS provides the voice annunciation MINIMUMS at the altitude set by the Captain's MINS selector on the EFIS
Control Panel.

Alert Inhibits
GPWS immediate windshear alert inhibits all PWS, TCAS, and other GPWS alerts.
When TA/RA is selected on the transponder panel and a GPWS or PWS warning alert occurs, TCAS automatically
inhibits RA mode.

Alerts Inhibited During Takeoff

Alert Inhibited For Messages Inhibit Begins Inhibit Ends

Red ENG FAIL on both Engines not producing commanded Engine start 65 knots airspeed
PFDs ENG FAIL on both thrust and rate of thrust increase
HUDs insufficient; same condition as EICAS
messages ENG THRUST L, R

EICAS caution message Messages are inhibited Engine start Six knots before V1
ENG THRUST L, R

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 Alerts Inhibited During Takeoff

Alert Inhibited For Messages Inhibit Inhibit Ends

Begins

Master CAUTION lights Beeper: New EICAS 80 knots 400 feet radio altitude or 20
● If the Master CAUTION lights illuminate caution airspeed seconds after lift-off, whichever
before reaching 80 knots airspeed, they messages occurs first. If rejected takeoff
continue to be illuminated when 80 knots displayed initiated above 80 knots, inhibit
airspeed is exceeded and cannot be during inhibit continues until airspeed is less
extinguished until the inhibit ends. than 75 knots.
● If new EICAS caution messages are
displayed during the inhibit, the beeper
sounds and the Master CAUTION lights
illuminate when the inhibit ends.

All EICAS advisory messages Messages are 80 knots 400 feet radio altitude or 20
inhibited airspeed seconds after lift-off, whichever
occurs first, or if takeoff thrust
not selected on both engines. If
rejected takeoff initiated above
80 knots, inhibit continues until
airspeed is less than 75 knots.

Master WARNING lights Bell: New EICAS V1 or 400 feet radio altitude or 25
● If the Master WARNING lights illuminate warning rotation, seconds after inhibit began,
and fire bell sounds before reaching V1, messages which- whichever occurs first.
they continue to be illuminated and sound FIRE displayed ever
when V1 is exceeded. during inhibit. occurs
● If new FIRE messages are displayed first.
during the inhibit, the bell sounds when
the inhibit ends.

Master WARNING lights Siren: New EICAS V1 or 400 feet radio altitude or 25
● If the Master WARNING lights illuminate warning rotation, seconds after inhibit began,
and siren sounds before reaching V1, they messages which- whichever occurs first.
continue to be illuminated and sound displayed ever
when V1 is exceeded during inhibit, occurs
● If new EICAS warning messages are except FIRE first.
displayed during the inhibit, the siren
sounds when the inhibit ends.

Alerts Inhibited During Landing

Master CAUTION lights Beeper All EICAS caution messages, LAND 2 or LAND 3 75 knots airspeed, or
except: displayed on PFD, and 40 seconds elapse, or
AUTOPILOT 200 feet radio attitude 800 feet radio altitude
AUTOTHROTTLE DISC
SPEEDBRAKE EXTENDED

EICAS Event Record

11
Pushing the EICAS EVENT RCD switch records currently displayed engine indications and additional EICAS
maintenance information. Up to five events may be recorded by the first five pushes. The system also records out of
limit parameters and related conditions automatically when a system parameter is exceeded.

12
 ETOPS
Operator Rules: ICAO Annex 6, Air Ops CAT OP, FAR 121, NAA Rules, AMC 20-6, AC 120-428

ETOPS en-route Alternate Aerodrome: an adequate aerodrome may be designated as an ETOPS en-route
alternate if, according to SPA.ETOPS.100, at the expected time of use, is available and equipped with necessary
ancillary services such as air traffic services (ATS), sufficient lighting, communications, weather reporting, navigation
aids and emergency services and has at least one instrument approach procedure available. (Refer to paragraph
8.5.1.6(2) below).
Additionally, the minimum acceptable rescue and fire fighting (RFFS) category for an ETOPS en-route alternate is 4,
under the condition that at least 30 minutes' notice will be given to the aerodrome prior the arrival of the aeroplane.
Rescue and Fire Fighting Services B787-8 cat 8

Aerodromes Minimum acceptable aerodrome RFFS cat

RFFS cat for each aerodrome should be equal to or better than the
Departure and destination aerodrome aeroplane RFFS cat.
One cat below the aeroplane RFFS cat may be accepted.

Departure and destination aerodrome in

case of temporary downgrade, for a
period of time not exceeding 72h. Two categories below the aeroplane RFFS cat.
------------------------------------------------------
Take-off alternate, destination alternate
and en-route alternate aerodromes.

ETOPS en-route alternate aerodrome RFFS Cat 4 under the condition that at least 30min notice will be given
to the aerodrome operator prior to the arrival of the aeroplane.

ETOPS Area: an operator is authorized to conduct ETOPS flights within an area where the diversion time, at any
point along the proposed route of flight, to an adequate ETOPS en-route alternate aerodrome, is within the operator´s
approved diversion time (under standard conditions in still air) at the approved one-engine-inoperative cruise speed.
Equitime Point (ETP): is a point on the route which is located at the same flying time (considering the day wind
and temperatures conditions) from the two associated suitable ETOPS en-route alternate airports.
ETOPS Entry Point: is the first point on the route which is at more than 60min flying time at the approved OEI
cruise speed (under standard conditions and still air) from an adequate aerodrome.
ETOPS Exit Point: is the point on the route, following an ETOPS segment, which is at 60min flying time at the
approved OEI cruise speed (under standard conditions and still air) from an adequate aerodrome.
Critical Point (CP): is the point, along the route, for which the difference between the standard fuel expected to
be on board (fuel to continue) and the required ETOPS diversion fuel (fuel to divert) is minimum, or negative, in which
case, the carriage of additional ETOPS fuel reserves (ADD ETOPS) will be required.
The Critical Point is usually, but not necessarily, the last ETP within the ETOPS segment.

In-Flight Shutdown: For ETOPS, all IFSDs occurring from take-off decision speed (V1) until touch-down shall be
counted.
This definition excludes the cessation of the functioning of an engine when immediately followed by an automatic
engine relight and when an engine does not achieve desired thrust or power but is not shutdown. These events as well
as engine failures occurring before V1 during take-off or after touch-down, although not counted as IFSD, shall be
reported to the Authority in the frame of continued airworthiness for ETOPS.

8.5.1.6 ETOPS Flight Preparation and Planning

Before each ETOPS flight, in addition to the normal preparation of any flight, the dispatcher on duty must:
- Ensure that for the ETOPS sector, the selected en-route alternate airports (adequate airports) are suitable.
- Determine the position of each equitime point (ETP).
- Determine the position of the critical point and its associated fuel requirement.

Suitable ETOPS En-Route Alternate Aerodromes

A suitable aerodrome, for dispatch purposes, is an adequate aerodrome where, for the required period of suitability,
the following requirements are met:
- The ETOPS Dispatch Weather Minima in terms of ceiling and visibility are satisfied.
- Forecast crosswind component is within the limitations of the aeroplane taking into account the runway
condition (dry, wet or contaminated).
- The aerodrome is available and equipped with necessary ancillary services such as air traffic services (ATS),
sufficient lighting, communications, weather reporting, navigation aids and emergency services and has at
least one instrument approach procedure available.

ETOPS Dispatch Weather Minima

An aerodrome may be nominated as an ETOPS en-route alternate for flight planning if the available forecast weather
conditions for a period commencing at the earliest potential time of landing and ending one hour after the latest
nominated time of use of that aerodrome, equal or exceed the criteria required by table below.
These ETOPS weather planning minima apply until dispatch.
When determining the usability of an instrument approach, forecast wind plus any gusts should be within operating
limits, and within the maximum crosswind limitations taking into account the runway condition (dry, wet or
contaminated) plus any reduced visibility limits.
Conditional forecast (usually TAFOR) elements need not be considered, except that a PROB 40 or TEMPO condition
below the lowest applicable operating minima should be taken into account. A PROB 30 shall not be taken into
account.
When dispatching under the provisions of the MEL, those MEL limitations affecting instrument approach minima
should be considered in determining ETOPS alternate minima.

ETOPS Planning Minima

Approach Type Minimum Ceiling Minimum Visibility

Precision Approach Authorised DH/DA + 200 ft Authorised Visibility + 800 m

Non-Precision App Authorised DH/DA + 400 ft Authorised Visibility + 1500 m

CAT II App 300 ft 1200m (or RVR=1200m)

CAT III App 200ft 800m (or RVR=550m)

Planning Minima - Destination Alternate, Fuel ERA and En-Route Alternate

Type of App Minimum Ceiling Minimum Visibility

CAT II and III CAT I RVR

CAT I Ceiling must be at or above the MDH Non-Precision RVR/VIS

Non-Precision App Ceiling must be at or above MDH + 200ft Non-Precision RVR/VIS + 1000m

Circling Circling Circling

Period of Suitability
To declare an adequate en-route alternate aerodrome as suitable to support a given flight, the requirements
established in point (2) above shall be checked during a required period of validity, also referred to as the period of
suitability. The required period of validity starts at the earliest estimated time of arrival at the considered en-route
alternate aerodrome and ends one hour after the latest estimated time of arrival at this aerodrome.
If the dispatch of a flight is delayed by more than one hour, the dispatcher shall monitor weather forecasts and airport
status at the nominated en-route alternates to ensure that they remain within the specified planning minima
requirements until dispatch.
IWFR ANNEX: the flight planning system could provide meteorological information for some airports that are not
authorised by the Company for certain uses for the aircraft type that performs the flight. This part of the dispatch
document is used to inform about these cases. The lack of authorisation does not prevent an airport to be adequate
for this use.

8.5.1.7 Flight Crew Procedures

Dispatch
At least two pilots of the crew shall be present to prepare the dispatch. The pilot assigned as PF shall read the
“Planificación de Vuelos ETOPS” form and fulfil the “Despacho de Vuelos ETOPS y/o MNPSA”, being assisted by the
PNF when required, check of meteorology information, NOTAMs, etc.
Cockpit Preparation
● The PF will insert the ETOPS entry and exit points (ENTRY1, EXIT1, ENTRY2, EXIT2, etc.) and equitime
points (ETP1, ETP2, ETP3, etc.):
- B787: through the page “RTE 2 LEGS” using the coordinates of each one as shown in the
corresponding section of the OFP.
● Special attention shall be dedicated to the uploading (via ACARS, or manual entries if not available) of wind
data for all phases of flight and all waypoints along the route.
En-route Monitoring
The applicable en-route minima at each alternate airport (ceiling and visibility) for en-route decisions are the normal
published minima, taking into account serviceable landing navaids and crew qualification. The ETOPS dispatch
weather minima do not apply once in flight.
The In-Flight Monitoring (IFM) module of the LIDO flight planning system performs a continuous check of the
meteorological and AIS information and triggers warning messages in case of any variation that could affect an
individual ETOPS flight. These messages are automatically sent to the aircraft via ACARS.

Before reaching the ETOPS Entry Point

Prior to proceeding beyond the ETOPS Entry Point, the flight crew shall evaluate:
a) The forecast weather for the window of suitability;
b) Aeroplane status; (For the B787 fleet, an EICAS message is displayed in case of non-normal condition of
the aircraft systems.)
c) Fuel remaining; and
d) Field conditions, aerodrome services and facilities at designated ETOPS en-route alternates.
For items a) and d) above, the In-Flight Monitoring (IFM) module of LIDO system ensures the flight crew is informed
about any change that could affect the flight.
Additionally, according to AMC 20-6 rev2, the flight crew shall check the remaining fuel prior to proceeding beyond the
ETOPS Entry Point.
● The B787 fleet is ETOPS 180 min. approved for operations crossing the Atlantic.

One Engine Inoperative speed(s)

This speed can be selected in the speed range extending between the best lift/drag speed and MMO/VMO,
considering the remaining engine thrust to be at Maximum Continuous Thrust (MCT) or less.
The ETOPS one-engine-inoperative speed selected by Air Europa is:
● B787: MCT / Mach 0.84 / 310 KIAS
This selected speed schedule is used to establish the area of operation (maximum diversion distance). However, as
permitted by the regulations, the pilot in command has the authority to deviate from this planned speed schedule after
completing the assessment of the actual situation.

8.5.2.3 Critical Fuel Scenario

According to EASA AMC 20-6 rev.2, three diversion scenarios at the Critical Point must be considered:
- Engine failure alone.
- Engine failure + pressurisation failure.
- Pressurisation failure alone.
The ETOPS Critical Fuel Scenario is the scenario requiring the highest diversion fuel.
LIDO flight planning system analyses all three scenarios and determines the most critical one including this
information under column “COND” in the “ETOPS/ETP CRITICAL POINT INFORMATION” section of the OFP with the
following codes:
- 1X: engine failure alone.
- DX: engine failure + pressurisation failure.
- DC: pressurisation failure alone.
8.5.2.4 ETOPS Fuel Planning
For the computation of the ETOPS critical fuel reserves and of the complete ETOPS critical fuel planning, the
diversion fuel shall include the following fuel provisions:
- Fuel required from the critical point to the diversion aerodrome in the worst case (one or two engines
operative at the associated speed (310kt) and at cruising flight level FL100 or higher if supplemental oxygen
on board allows it).
 - Addition of 5% of the above fuel quantity to account for errors in wind forecasting.
- Fuel penalty due to aeroplane performance degradation (use a factor of 5% if there is no data available).
- Fuel for 15 minutes holding at 1500 ft above field elevation.
- Fuel for an instrument approach and landing.
- Fuel due to any MEL or CDL items, when applicable.
- Fuel to account for APU use (only for the one engine inoperative scenario, if APU is operative).
- Fuel to account for icing effects (if forecast).

8.5.2.4.2 Icing
The most critical scenario must be corrected, taking into account the greater of:
A. The effect of airframe icing during 10 % of the time during which icing is forecast, including ice
accumulation on unprotected surfaces, and the fuel used by engine and wing anti-ice during this period.
B. Fuel for engine and if appropriate wing anti-ice for the entire time during which icing is forecast.
Unless a reliable icing forecast is available, icing may be presumed to occur when the Total Air Temperature (TAT) is
less than +10°C, or if the outside air temperature (OAT) is between 0°C and -20°C with a relative humidity of 55 % or
greater.
Icing conditions will be considered only for the segment between ETPs and Entry/Exit points of the ETOPS areas and
their correspondent ETOPS alternates. An approximated and conservative percentage value of the affected route will
be determined and increased by a 20%.

8.5.2.7 Aeroplane Systems

All A330 and B787 aircraft of Air Europa are equipped with HF (dual) and SATCOM for voice communications, the
latter also used for data link communications. In addition, all A330 and B787 aeroplanes of Air Europa are equipped
with FANS for ATC data link communications (CPDLC and ADS-C). More information about FANS is included in
paragraph 12.4.5 of this manual.

8.5.3.1 ETOPS Area and Routes, Approved Area(s) of Ops and Assoc. Limiting Distances
The ETOPS area of operations is the airspace within which the distance to an ETOPS adequate aerodrome is less
than the ETOPS Max Diversion distance.
The ETOPS maximum diversion distance from an adequate aerodrome is determined in accordance with:
- ISA conditions.
- No wind.
- Optimum diversion level after engine failure.
- Single engine diversion speed schedule.
- The remaining engine operating at MCT.

To determine the ETOPS maximum diversion distance from an adequate airport, the one-engine-inoperative diversion
speed selected by Air Europa, as stated in paragraph 8.5.2.1.(4) above, is:
- B787: M.84/310 KIAS.

Air Europa defines an aeroplane weight at diversion that is considered for the ETOPS maximum diversion distance
calculation. This datum shall be the resultant aeroplane gross weight after subtracting the weight of the fuel used
during a time equivalent to the approved diversion time from the maximum take off weight.
This will be a conservative value since we are considering the aircraft gross weight at the first point from which a
theoretical diversion with the approved time limit could be initiated after departing at the maximum take off weight.

B787-8 RR Trent 1000

Speed Schedule: MCT M.84/310 KIAS

Diversion Time (min) Gross Weight (kg) Max. Diversion Distance (NM) Meridian Arc (degrees)*

60 221.400 433 7,20

120 215.600 843 14,03

138 213.950 967 16,09

180 210.100 1259 20,95

* Cuando se emplee el mapa de trazado, y se dibuje a mano, el radio de los circulos (medido en arcos de meridiano)
se tomará a la latitud correspondiente al aeropuerto alternativo ETOPS utilizado.

8.5.3.2 Selection of ETOPS Alternate Aerodromes

Should the applicable MSA at the ETOPS alternate aerodrome be higher than 10,000 ft, an alternate arrival route into
such aerodrome shall be determined. If not feasible, the aerodrome shall not be eligible as an ETOPS alternate.

8.5.3.3 Meteorological Facilities and Availability of Information for In-Flight Monitoring

ETOPS Flight Watch
Air Europa receives copy of ADS-C data link reports sent by the A330 and 787 aircraft to connected ATC units. These
reports include actual and foreseen position.
Moreover, Air Europa establishes an additional ADS-C connection with the A330 and B787 aircraft (PMIARUX
address) to receive periodic reports every 30 minutes in order to ensure permanent aircraft surveillance, independently
of the aircraft connections with ATC units.
If necessary, the Company can establish contact with the A330 and B787 aircraft through: - Voice communication
(VHF, HF and/or SATCOM). - Data link (ACARS).

8.5.3.4 Specific ETOPS Information on the OFP

● CFUEL Trip Fuel required for routing from current ETOPS position to the ETOPS alternate airport, including
icing fuel.
● FOB+C Estimated Remaining Fuel at ETOPS Position incl. Contingency Fuel = remaining TRIP + CONT +
ALTN + FINAL RES + ETOPS ADD + ADD RCF.
● FOB-C Estimated Remaining Fuel at ETOPS Position excl. Contingency Fuel = remaining TRIP fuel + ALTN +
FINAL RES + ETOPS ADD + ADD RCF
● COND Indication of most critical flight case for the current ETOPS position. Possible values are:
○ 1X = 1 engine out
 ○ DC = decompression
○ DX = decompression + 1 engine out.

PRESENTACIÓN CURSO DE CONVERSION

HISTORIA ETOPS
1985-2007
●
2007-2012
●

●
2010-2012
● EASA amplia a +180min
2012-
●

● FAA igual.

Las rutas descargadas a veces vienen con el SLOP incluido. CUIDADO con lo puntos que pueden estar mal!!!!
 FAA Ops Specs Part 129
En cursiva, normativa AIR OPS. Para ver diferencias.

A003. Aircraft Authorized for Operations to the United States

(3) The foreign air carrier is not authorized data link communications.

A027. AEA is NOT AUTHORISED to conduct Land and Hold Short Operations (LAHSO) at designated U.S. airports
and specified runway configurations.

B035. Class I Navigation en route in U.S. Airspace Using Area or Long-Range Navigation
Systems
● Unless the RNAV route specifically requires GPS or GNSS equipage, aircraft on the RNAV route must be
within air traffic control (ATC) radar surveillance and communication, except for
○ Operations in Alaska: the entire portion of the intended route of flight, using the RNAV or long-range
navigation systems, shall be under ATC radar surveillance.
● Aircraft that are not equipped with GPS or GNSS shall return to use of airways navigation when ATC radar
fails.
● An RNAV system may be used if the aircraft’s position can be “reliably fixed” at least once each hour using
airway navigation facilities to the degree of accuracy required for ATC. This system must be certificated for
use in IFR flight for the conduct of Class I navigation over the routes being flown.
● The airborne navigation equipment (VOR, DME, ADF) required to navigate is installed and operational.
1
C052. Straight-in Non-Precision, APV and Cat I Precision Approach and Landing Minima -
All U.S. Airports
Conditions and Limitations
● AEA shall NOT use any IFR IAP unless:
○ It is promulgated under 14 CFR Part 97, or
○ The procedure has been constructed using FAA Order 8260.3 (TERPS), or
○ The procedure has been prescribed by the U.S. military agency
● Runway Visual Range
○ TDZ RVR reports, when available for a particular rwy, are CONTROLLING for all approaches to and
landings on that rwy.
■ The MID RVR and ROLLOUT reports (if available) provide ADVISORY information to pilots.

(CAT.OP.MPA.305 The touchdown zone RVR shall always be controlling. If reported and relevant, the midpoint and stopend RVR shall also be
controlling. The minimum RVR value for the midpoint shall be 125 m or the RVR required for the touchdown zone if less, and 75 m for the stopend.
For aircraft equipped with a rollout guidance or control system, the minimum RVR value for the midpoint shall be 75 m.)

■ Visibility values below ½ statue mile are not authorized and shall not be used.
■ The MID RVR report may be substituted for the TDZ RVR report if the TDZ RVR report is not
available.

Reduce Precision CAT I Landing Minima

● 200 feet DH and 1800 RVR (550m). AEA is authorized precision CAT I landing minima as low as 1800 RVR to
approved rwys without TDZ lights and/or RCL lights, including rwys with installed but inop TDZ lights and/or
RCL lights, in accordance with the following requirements:
○ Must be equipped with an approved FD, AP or HUD approved for at least CAT I ops that provide
guidance to DA. Single pilot operations are prohibited from using the FD to reduced CAT I landing
minima without the accompanying use of an AP or HUD.
○ Should the FD, AP or HUD malfunction or be disengaged during the app, the flightcrew must execute
a missed approach unless the app can be continued with the use of an operational FD, AP or HUD, or
visual reference has been established.
○ The Part 97 SIAP must have an 1800 RVR minimum.

C055. Alternate Airport IFR Weather Minimums

2
AEA is authorized to derive alternate airport weather minimums from Table 1 below. Alternate airport minimums
exercised by AEA under these operations specifications shall not be less than those alternate minimums that are
authorized by the State of the Operator.
● Special limitations and provisions
○ In no case shall AEA use an alternate weather minimum other than any applicable minimum derived
from this table.
○ In determining alternate airport weather minimums, AEA shall not use any published IAP which
specifies that alternate airport weather minimums are not authorized.
○ When determining the suitability of a rwy, wind including gust must be forecast to be within operating
limits, including reduced visibility limits, and should be within the manufacturer’s max demonstrated
crosswind.
○ All conditional forecast elements below the lowest applicable operating minima must be taken into
account. Additives are applied only to the height value (H) to determine the required ceiling.
○ Credit for alternate minima based on CAT II or CAT III capability is predicated on authorization for
engine inop CAT III ops for AEA, aircraft type and qualification of flightcrew for the respective CAT II
or CAT III minima applicable to the alternate airport.

Table 1 - Alternate Airport IFR Weather Minimums

Approach Facility Configuration Ceiling Visibility

For airports with at least one operational navigational Add 400 ft to Add 1 sm or 1600m to the landing
facility providing a staight-in non-precision app proc, or MDA(H) or minimum
CAT I precision app, or, when applicable, a circling DA(H), as
maneuver from an IAP. applicable.

For airports with at least two operational navigational Add 200 ft to Add ½ sm or 800m to the higher
facilities, each providing a straight-in app proc to different higher DA(H) authorized landing min of the two app
suitable rwys. or MDA(H) of used.
the two app
used

One useable authorized CAT II ILS IAP 300 ft ¾ sm (1200m) or RVR 4000 ft
(1200m)

One useable authorized CAT III ILS IAP 200 ft ½ sm (800m) or RVR 1800 ft (550m)

Type of Approach CAT.OP.MPA.185 - Planning Minima

CAT II and CAT III CAT I RVR

CAT I Non Precision RVR/VIS. The ceiling must be at or above the MDH

Non Precision Non Precision RVR/VIS + 1000 m

The ceiling must be at or above the MDH + 200 ft

Circling Circling

C056. IFR Takeoff Minimums

● When takeoff minima are equal to or less than the applicable standard takeoff minima, AEA is authorized to
use the following lower than standard State of the Operator authorized takeoff minima:

3
 ○ B787 ¿?
○ A330: 500/500/500 150m/150m/150m
● If the weather conditions at the airport of takeoff are below AEA’s landing minimums for that airport, the
airplane may not depart unless an alternate for departure is designated and:
○ The ceiling and visibility at the alternate at the time of departure, as well as the estimated time of
arrival at the alternate airport, is at or above the alternate minimums specified in CO55.
(CAT.OP.MPA.185 ….during a period commencing one hour before and ending one hour after the ETA…)
● The following limitations must be met:
○ All takeoff operations based on RVR, must use RVR reports from the locations along the rwy.
○ For operations at or above RVR 1600 ft:
■ The TDZ RVR report, if available, is controlling.
■ The MID RVR report may be substituted for an unavailable TDZ report.
○ For operations below 1600 ft:
■ A minimum of two operative RVR reporting systems are required.
■ All available RVR reports are controlling, except a fourth far-end RVR which is advisory only.
(AMC1 SPA.LVO.100 ...for a LVTO below 400m the required RVR value is achieved for all the relevant RVR reporting points.)

C059. CAT II Ops

● REQUIRED RVR REPORTS

Note: * = RVR reports not required, but if available, reports are controlling at minimum values shown.
○ The TDZ RVR report is required and controlling.
○ The MID RVR report, if available, is controlling.
○ The Rollout RVR report, if available, is controlling for operations at TDZ 1600 RVR or greater.
○ The Rollout RVR report, if available, is controlling for all CAT II operations below 1600 RVR, except:
■ A MID or Far end RVR report, if available, may be substituted for a rollout RVR report if not available. Far End RVR
reports are advisory unless substituted for the Rollout RVR. MID field reports substituted for unavailable rollout
reports must report 600 RVR or greater; Far End reports must report 300 RVR or greater.

(CAT.OP.MPA.305 The touchdown zone RVR shall always be controlling. If reported and relevant, the midpoint and stopend RVR shall also be
controlling. The minimum RVR value for the midpoint shall be 125 m or the RVR required for the touchdown zone if less, and 75 m for the stopend.
For aircraft equipped with a rollout guidance or control system, the minimum RVR value for the midpoint shall be 75 m.)

● AEA is authorized to conduct CAT II app subject to the following restrictions:

○ Required rwy lights: HIRL, TDZ and CL.
○ Required app lights: ALSF-1 or ALSF-2. Sequenced flashing lights may be inoperative.
○ If only TDZ RVR is available: 1600 RVR minimum.
○ If TDZ and Rollout RVR available: TDZ 1200 RVR minimum.
4
 ● AEA is authorized to CAT II to TDZ 1000 RVR when the app is identified as standard CAT II app with an
additional chart note saying “RVR 1000 authorized with specific OpSpec, MSpec or LOA approval and use of
A/L or HUD to touchdown”
● APPROACH REQUIREMENTS
○ The crosswind component on the rwy is 15 kts or less.
○ 15% additional rwy length is available.

C060. CAT III Ops

Table 1

B787-8

B787-8

● REQUIRED RVR REPORTING EQUIPMENT

○ Fail-operational Landing System Using Fail-operational Rollout Control Systems

■ For CAT III langing minimums as low as TDZ RVR 300 (75m), MID RVR 300 (75m) and
Rollout RVR 300 (75m) require:
● The TDZ, MID and Rollout RVR reporting systems are normally required and are
controlling for all operations.
● If one of these RVR reporting systems is termporarily inop, these operations may be
initiated and continued using the two remaining RVR reporting systems. Both RVR
reports are controlling.
■ For CAT III landing minimums as low as TDZ RVR 600 (175m), MID RVR 600 (175m) and
operative Rollout RVR require the following:
● The TDZ, MID and Rollout RVR reporting systems be used.
● TDZ and MID RVR reports are controlling for all operations while the Rollout report
provides advisory information to pilots.

● OPERATING LIMITATIONS
○ AEA shall not begin the final approach segment of a CAT III instrument approach procedure, unless
the latest reported controlling RVR for the landing rwy is at or above the minimums authorized for the
operation being conducted.
○ All CAT III approaches, once established on the final approach segment (after the final approach fix),
may continue the app if the RVR decreases below the applicable authorized minima, as appropiate.

(CAT.OP.MPA.305 If the reported RVR/VIS is less than the applicable minimum the approach shall not be continued: below 1 000 ft
above the aerodrome; or into the final approach segment in the case where the DA/H or MDA/H is more than 1 000 ft above the
aerodrome.
If, after passing 1 000 ft above the aerodrome, the reported RVR/VIS falls below the applicable minimum, the approach may be continued
to DA/H or MDA/H.)

○ The crosswind component on the rwy is 15 kts or less.

C075. Circling Maneuvers and/or Contact App
● AEA is NOT authorized for circling maneuvers.
● AEA is NOT authorized for contact approaches.

C077. Terminal Visual Flight Rules, Limitations and Provisions

5
 ● Terminal arrival IFR - Visual approach or a Charted Visual Flight Procedure (CVFP)
○ The flightcrew may accept a visual approach or a CVFP.
■ For a visual app without CVFP the flightcrew must be able to establish and maintain visual
contact with the airport or maintain visual contact with the traffic to be followed as directed by
ATC.
■ Reported visibility not lower than 3 statute miles and reported ceiling must be 1,000 feet or
greater.

FAA. Contact Approaches

A contact approach cannot be initiated by ATC.
The main differences between a
· Contact approach
o A pilot must request a contact approach.
o May be approved with 1 mile visibility if the flight can remain clear of clouds.
· Visual approach
o May be assigned by ATC or requested by the pilot.
o Requires the pilot to have the airport in sight, or a preceding aircraft to be followed,
o The ceiling must be at least 1,000 feet AGL with at least 3 SM visibility.

6
 NAT HLA
Regulatory Docs: NAT 007, WATRS OPS Policy Proc., MO A, MO B, DOC 7030 NAT SUPP, DOC 4444

MO A
8.3.2.2.2 NAT HLA Airspace (Class II airspace)
La navegación MNPS es aplicable dentro del Minimum Navigation Performance Specifications Airspace (MNPSA) del
Atlántico Norte, que comprende:

1. Desde FL285 a FL420; 1. From FL285 to FL420;

2. Desde el paralelo 27°N al Polo Norte; 2. From parallel 27°N to the North Pole;
3. Hacia el Este hasta el límite de los CTAs de Santa María Oceánica, Shanwick Oceánica y Reykjavik;
4. Hacia el Oeste hasta el límite de los CTAs de Reykjavik, Gander Oceánica y Nueva York Oceánica,
excluyendo el área al Oeste del 60°W y al Sur de 38° 30'N.

8.3.2.2.3 MNPS Equipment

Los requisitos mínimos de equipo de navegación son: The minimum navigation equipment requirements are:
A. Navegación Lateral
Dos sistemas de Navegación de Largo Alcance (LRNS) totalmente operativos. Un LRNS puede ser uno de los
siguientes:
(i) Un Sistema de Navegación Inercial (INS);
(ii) Un Sistema Global de Navegación por Satélite (GNSS); o
(iii) Un Sistema de Navegación que utilice la señal de uno o varios Sistemas de Referencia Inercial (IRS) o
cualquier otro sistema sensor que cumpla con los requisitos MNPS.
Cada LRNS deberá ser capaz de proporcionar a la tripulación una indicación continua de la posición del avión
respecto a la ruta deseada.
Los B787 de Air Europa disponen de 2 LRNS independientes formado por 2 IRU, 2 AHRU como componentes del
ERS (Earth Reference System) y 2 INRR (integra ILS, VOR, MB, GPS, GLS).
ACLARACIÓN BOEING a email de Arrieta
“A fully operational 787 has 3 independent long range navigation systems. A navigation sy stem requires a FMF, CDU, ND, and long range
navigation sensor. The 787 has considerable flexibility which allows for meeting the above requirements. For example, there are 5 MFD windows
which can display a CDU.
Refer to the attached page from the AFM. The 787 can meet the requirements for at least two long rang navigation systems per the AFM paragraph:
"The Flight Management Computer System (FMCS) has been shown to meet the requirements of FAA Advisory Circular (AC) 25-15 for long range
navigation with the following equipment operational at departure:
1) Two Flight Management Computer Function (FMCF); and
2a) Two Inertial Reference Units (IRU); or
2b) One IRU, one Attitude Heading Reference Unit (AHRU) and one Global Positioning System (INR-GPS)."
Note per the above that an AHRU with GPS meets the requirement for a long range navigation sensor. Two such systems, along with the two IRUs,
means that there are a total of 4 independent long range navigation sensors.
There are 3 FMFs installed, thus the number of long range navigation systems is limited by this to 3.
Note also that the MEL allows dispatch with either an IRU or AHRU inop.”

La separación longitudinal mínima está expresada en minutos de reloj. Los dispositivos que vayan a ser utilizados
para indicar la hora de paso por un waypoint deberán ser precisos y estar sincronizados con una referencia de tiempo
UTC antes de iniciar un vuelo en el espacio aéreo MNPS.

8.3.2.2.4 The Organised Track System - OTS (NAT tracks)

El OTS es un sistema de tracks en el espacio aéreo MNPS del Atlántico Norte que se construye cada 12 horas por los
Centros de Control Oceánicos de Gander (periodo nocturno) y Shanwick (periodo diurno) considerando los tracks que
puedan requerir Nueva York, Reykjavik y Santa Maria en sus OCAs.
El OTS tiene en cuenta que los picos de tráfico hacia el Oeste parten de Europa por la mañana, mientras que los
tráficos hacia el Este parten de Norteamérica por la tarde/noche.

Durante el periodo diurno el track situado más al Norte, en su punto de origen, es designado como Track “A” (Alpha),
el siguiente más al Norte como Track “B” (Bravo), etc.
En periodo nocturno el track situado más hacia el Sur, en su punto de origen, es designado como Track “Z” (Zulu), el
siguiente más al Sur como Track “Y” (Yankee), etc.
Normalmente las horas de validez del OTS son las siguientes:
- Diurno para vuelos hacia el Oeste: 1130-1900 UTC a 30°W.
- Nocturno para vuelos hacia el Este: 0100-0800 UTC a 30°W.
In general, the westbound OTS signal will be published using FL310 to FL390. Gander will publish the eastbound OTS
signal using FL310 to FL400. However, FL310 will only be used for “New York Tracks”.
Note: For this procedure, “New York Tracks” are eastbound OTS Tracks which originate in the New York area and are
separated from the main OTS by more than one degree at 30W.

Durante la validez del OTS las rutas random deberán ser planificadas al menos 60 NM al norte o al sur del OTS.
En los tracks exteriores (el más al norte y el más al sur) se puede entrar o salir por cualquier punto del track.
Fuera del periodo de validez de los dos OTS se deberán planificar rutas random. Los tráficos hacia el Este que
tengan previsto cruzar el 30°W a las 1030 UTC, o más tarde, y los tráficos hacia el Oeste que tengan previsto cruzar
el 30°W a las 0000 UTC, o más tarde, deberían planificarse evitando el OTS.
Las North American Routes (NAR) consisten en una serie numerada de rutas predeterminadas que conectan los
puntos de salida y entrada de los tracks oceánicos con la estructura de rutas del espacio aéreo doméstico
norteamericano en ambas direcciones.

8.3.2.2.9 MNPSA Separation

La separación dentro de la MNPSA se basa en:
● 60 NM de separación lateral,
● 10 minutos de separación longitudinal (se podrá reducir a 5min si el precedente va más rápido), y
● 1.000 ft de separación vertical mínima entre FL290 y FL410.
Con el fin de mantener la separación longitudinal, se aplicará la técnica del Número de Mach, con el nº de Mach
requerido en la autorización ATC oceánica. Es obligatorio ajustarse estrictamente al nº de Mach asignado y cualquier
cambio debido a turbulencia, etc., debe ser inmediatamente comunicado a ATC.
Tras abandonar el espacio aéreo oceánico se mantendrá el nº de Mach asignado dentro del espacio aéreo controlado
doméstico a menos que la unidad ATC apropiada autorice un cambio.
Se vigilarán las ETAs a cualquier punto dentro del MNPSA y/o la ETA al punto de entrada en el Área de Control
Oceánica (OCA) y si hubiera un cambio de 3 minutos o más, se avisará a ATC.
Las solicitudes de cambio de nivel y/o nº de Mach serán autorizadas por ATC siempre que sea posible. Durante los
step-climbs (y step-descents) dentro del MNPSA se mantendrá el último nº de Mach asignado. Si esto no fuera
posible, se avisará a ATC en el momento de la solicitud.

8.3.2.2.10 Plan de Vuelo ATS para operar en MNPSA

En la casilla 10 del Plan de Vuelo ATS se deberá incluir:
● “X” para indicar que el vuelo dispone de aprobación para operar dentro de NAT MNPSA.
● “W” (RVSM),
● “J5” (CPDLC FANS 1/A SATCOM INMARSAT),
● “R” (PBN approved)
● “D1” (ADS-C with FANS 1/A capabilities).
En la casilla 15 se hará constar la velocidad propuesta:
● Velocidad verdadera de crucero (TAS).
● Punto de entrada en el área oceánica y nº de Mach de crucero.
● Punto de salida del área oceánica y velocidad de crucero en nudos.
● Se especificará, mediante coordenadas geográficas o como waypoint con su nombre, cada punto en el que
se planifique un cambio de nº de Mach o de nivel de vuelo.
Todos los vuelos que habitualmente proceden:
● En dirección Este u Oeste, deberían ser normalmente planificados de modo que los incrementos de 10° de
longitud especificados por debajo del 70°N (20°W, 30°W, 40°W, etc.) se crucen a grados enteros de latitud. Al
norte del 70°N se planificarán incrementos de 20° de longitud (20°W, 40°W, etc.).
● En dirección Norte o Sur, deberían ser normalmente planificados de modo que los paralelos de latitud
separados en incrementos de 5° especificados (65°N, 60°N, 55°N, etc.) se crucen a grados enteros de
longitud.
Además, en la casilla 15 del plan de vuelo ATS deberá figurar la abreviatura NAT seguida de la letra del código
asignado al track solamente cuando el vuelo esté planificado para operar a lo largo de toda la extensión de la ruta
OTS.

8.3.2.2.12 Plotting Charts

During the flight, a position check shall be made by the flight crew at each waypoint and the present position plotted 10
minutes after passing each waypoint, writing down present time and flight level.
Misuse of the Master Document can result in GNEs occurring and for this reason strict procedures regarding its use
shall be followed. These procedures include the following:
● Only one Master Document is to be used on the flight deck. However, this does not preclude other crew
members maintaining a separate flight log (in their copy of the OFP).
● During the pre-flight checks FMGC generated or inserted waypoints shall be carefully compared to Master
Document waypoints and cross checked by both pilots. Identical names shall be used for storing waypoints
defined by coordinates in the FMGC and entering them on the Master Document.
● The PF shall write the FMGC generated waypoint name on the Master Document against the relevant
waypoint co-ordinates after checking that the waypoint has been correctly inserted into the FMGC
(coordinates, track and distance to the next waypoint).
● Then, after the proper checks, the PNF will circle the waypoint name on the Master Document, to signify that
insertion of the correct co-ordinates in the navigation computers has been double-checked independently by
him.
● The PNF will also tick the circled waypoint name on the Master Document, to signify that the relevant track
and distance information between waypoints has been double-checked by him.
● During the flight, the PF shall cross out the circled waypoint name, to signify that the aircraft has overflown the
waypoint concerned and that track and distance to the next waypoint are consistent with those on the OFP.

All navigational information appearing on the Master Document must be checked against the best available prime
source data. When a re-route is necessary, a new Master Document shall be prepared for the changed portion of the
flight. Use the “Printing functions” “Inflight Report” for that purpose, once the new clearance has been entered into the
FMGS.
In cases where the original Master Document is to be used, the old waypoints must be clearly crossed out and the
new ones carefully entered in their place. The checks listed in the previous paragraphs must be carried out in respect
of all new or revised waypoints.

8.3.2.2.14 Oceanic ATC Clearance

Pilots should request oceanic clearance as early as possible from the first OCA within which the aircraft will operate.
Such clearances, although in most cases obtained some time before reaching the oceanic boundary/entry point, are
applicable only from that entry point.
It is recommended to request the Oceanic Clearance at least 40 minutes prior to the OCA entry point ETA.
La solicitud de autorización oceánica incluirá: The request for oceanic clearance shall include:
● Call sign.
● OCA entry point and ETA.
● Requested FL and Mach number.
● Any change to the filed flight plan for the OCA segment of the flight.
● The highest acceptable FL which can be maintained at the OCA entry point.
● A request for a SELCAL check.

An abbreviated clearance will be issued when the aircraft is cleared to operate along the whole length of an OTS
route. An abbreviated clearance will include the following:
● Clearance limit
● Cleared track identified by the track code letter.
● Cleared FL(s).
● Cleared Mach number.
● If the aircraft is designed to report meteorological information en route, the phrase "SEND MET REPORTS"
will be included.
In all other circumstances full details of the cleared track shall be provided in the ATC clearance.
The oceanic clearance may be obtained via data link in case of a properly equipped aircraft (refer to Air Europa Data
Link Manual).
Both pilots should listen and separately record the oceanic clearance.
El PNF deberá hacer la colación completa de la autorización y el PF comprobará que la colación es correcta y
coincide con la autorización copiada por él.
Antes de iniciar la copia de la autorización, el PNF se asegurará que el PF esté a la escucha.
Una vez colacionada la autorización oceánica (o confirmada por DL), se notificará al centro ATC “doméstico” que se
ha recibido dicha autorización y el nivel de vuelo autorizado.
En el caso de recibirla vía data link, ambos pilotos, por separado, leerán la autorización y verificarán que coincide con
la esperada (plan de vuelo actualizado) o comprobarán la nueva ruta autorizada por la OCA. El sistema DL da la
posibilidad de rechazar (“REFUSE”) o acusar recibo de (“ACK”) (Acknowledge) la autorización. En ambos casos se
debe esperar respuesta de la OCA; con una nueva propuesta en el primer caso, si fuera posible; o una confirmación
de la OCA (“Clearance Confirmed”) tras haber recibido nuestro “ACK”.

Dado que este mensaje estará incluido en la impresión de todas las comunicaciones CPDLC al final del vuelo, no
hace falta hacer una impresión individual de la confirmación de la autorización recibida.

If the oceanic clearance differs from the route originally requested and/or the oceanic flight level differs from the
current flight level, a revised domestic clearance shall be obtained to ensure compliance with the oceanic clearance.

8.3.2.2.14.1 Oceanic Clearances for Flights originating from the NAM, CAR or
SAM Regions and entering NAT MNPS Airspace via the New York OCA
In September 2012, New York Center changed the way in which Oceanic Clearances are delivered to aircraft that
enter the NAT via the New York Oceanic CTA.
There are three elements to an Oceanic Clearance: Complete Route, Flight Level and Mach number. These elements
do not have to be issued in the same clearance. Additionally, these elements may not be issued by the same ATS
Provider. For example, the Route portion may be issued by one ATC Unit, the Oceanic Altitude issued by another and
finally the Mach Number by a third. The receipt of all three elements, even if not received at the same time, constitutes
receipt of an Oceanic Clearance and no further request for one is necessary. The detail of the procedures followed
may differ depending on the ICAO region from which the flight originates.
For aircraft planning to enter the NAT via the New York OCA from the NAM, CAR or SAM regions, the IFR clearance
to destination received at the departure aerodrome from Air Traffic Control constitutes the Route portion of the
Oceanic Clearance. Once airborne, and prior to entry into the NAT, aircraft will be assigned a Mach number and an
Altitude by the FAA.
Note: For the purpose of this procedure,”complete route” is defined as any route clearance with a clearance limit of the
aircraft's destination.
The only exception to this procedure is for aircraft entering the New York Oceanic CTA from the Piarco ACC. For
these aircraft, Piarco ACC will issue all three elements of the Oceanic Clearance (route, Mach number and flight level)
prior to entry into the New York Oceanic CTA.
In cases where aircraft have been cleared via a North Atlantic Organized Track (NAT OTS), the Track Message
Identification (TMI) number will be confirmed prior to reaching the NAT OTS entry fix.
If any difficulty is encountered obtaining the elements of the Oceanic Clearance, the flight crew shall not hold while
awaiting a Clearance unless so instructed by ATC. The flight crew shall proceed on the cleared route into MNPS
Airspace and continue to request the Clearance elements needed.

8.3.2.2.18 Strategic Lateral Offset Procedures (SLOP)

This procedure for offsets is applied according the following guidelines:
a) Along a route or track there will be three positions that an aircraft may fly:
● centreline or one or two miles right;
b) Offsets will not exceed 2 NM right of centreline; and
c) Offsets left of centreline must not be made.
SLOP is a standard operating procedure for the entire NAT region and flight crews are required to adopt this
procedure as is appropriate.
In this connection, it should be noted that: Aircraft without automatic offset programming capability must fly the
centreline.
To achieve an equal distribution of flying the centreline or 1 NM right or 2 NM right of centerline, it is recommended
that flight crews of aircraft capable of programming automatic offsets should randomly select flying centreline or an
offset. In order to obtain lateral spacing from nearby aircraft (i.e. those immediately above and/or below), flight crews
should use whatever means are available (e.g. TCAS, communications, visual acquisition, GPWS) to determine the
best flight path to fly.
Flight crews may apply an offset outbound at the oceanic entry point and must return to centreline prior to the oceanic
exit point unless otherwise authorized by the appropriate ATS authority or directed by the appropriate ATC unit.
Aircraft transiting ATS Surveillance-controlled airspace mid-ocean should remain on their already established offset
positions.
There is no ATC clearance required for this procedure and it is not necessary that ATC be advised.
Voice position reports should be based on the waypoints of the current ATC clearance and not the offset positions.

8.3.2.2.19 Procedures in the Event of Navigation System Degradation or

Failure
If after take-off, abnormal navigation indications relating to INS or IRS systems occur, they should be analysed to
discover their cause. Unless the flight can proceed safely using alternative approved navigation sources only, the flight
crew should consider landing at the nearest appropriate airfield to allow the problem to be fully investigated and fixed.
Under no circumstances should a flight continue into oceanic (NAT HLA) Airspace with unresolved navigation system
errors, or with errors which have been established to have been caused by inertial platform misalignment or initial
position insertion error.
● One LRNS fails before the OCA boundary is reached
○ Landing at a suitable aerodrome before the boundary or returning to the aerodrome of departure;
○ Diverting via one of the special routes described previously in 8.3.2.2.6;
○ Obtaining a re-clearance above or below NAT HLA airspace.
● One LRNS fails after the OCA boundary is crossed
○ Once the aircraft has entered oceanic airspace, the flight crew should normally continue to operate the
aircraft in accordance with the Oceanic Clearance already received, appreciating that the reliability of
the total navigation system has been significantly reduced.
○ The flight crew should however:
■ Assess the prevailing circumstances (e.g. performance of the remaining system, remaining
portion of the flight in NAT HLA airspace, etc.);
■ Prepare a proposal to ATC with respect to the prevailing circumstances (e.g. request
clearance above or below NAT HLA airspace, turn-back, obtain clearance to fly along one of
the special routes, etc.);
■ Advise and consult with ATC as to the most suitable action;
■ Obtain appropiate re-clearance prior to any deviation from the last acknowledged Oceanic
Clearance.
● The remaining LRNS fails after entering NAT HLA airspace
○ Immediately notify ATC;
○ Make best use of procedures specified above relating to attempting visual sightings and establishing
contact on VHF with adjacent aircraft for useful information;
○ Keep a special look-out for possible conflicting aircraft, and make maximum use of exterior lights;
○ If no instructions are received from ATC within a reasonable period consider climbing or descending
500 ft, broadcasting action on 121.5 MHz and advising ATC as soon as possible.
Note: This procedure also applies when a single remaining system gives an indication of degradation of performance,
or neither system fails completely but the system indications diverge widely and the defective system cannot be
determined.
● Complete failure of navigation systems computers
A characteristic of the navigation computer system is that the computer element might fail, and thus deprive
the aircraft of steering guidance and the indication of position relative to cleared track, but the basic outputs of
the IRS (LAT/LONG, drift and groundspeed) are left unimpaired. A typical drill to minimise the effects of a total
navigation computer system failure is suggested below:
a) Use the basic IRS/GPS outputs to adjust heading to maintain mean track and to calculate ETAs.
b) Draw the cleared route on a chart and extract mean true tracks between waypoints.
c) At intervals of not more than 15 minutes plot position (LAT/LONG) on the chart and adjust heading
to regain track.

8.3.2.2.20 In-flight Contingency Procedures

The general concept of these oceanic in-flight contingency procedures is, whenever operationally feasible, to offset
from the assigned route by 15 NM and climb or descend to a level which differs from those normally used by 500 ft if
below FL410 or by 1.000 ft if above FL410.
(a) Initial Action
The aircraft should leave its assigned route or track by initially turning at least 45° to the right or left whenever this is
feasible. The direction of the turn should, where possible, be determined by the position of the aircraft relative to any
organised route or track system (e.g. whether the aircraft is outside, at the edge of, or within the system). Other factors
which may affect the direction of turn are: direction to an alternate airport, terrain clearance, levels allocated on
adjacent routes or tracks and any known SLOP offsets adopted by other nearby traffic.
(b) Subsequent Action
An aircraft that is able to maintain its assigned flight level, after deviating 10 NM from its original cleared track
centreline and therefore clear of any potentially conflicting traffic above or below following the same track, should:
● Climb or descend 1.000 ft when above FL410.
● Climb or descend 500 ft when below FL410.
● Climb 1.000 ft or descend 500 ft if at FL410.
An aircraft that is unable to maintain its assigned flight level should, whenever possible, initially minimise its rate of
descent when leaving its original track centreline and then when expected to be clear of any possible traffic following
the same track at lower levels, expedite descent to an operationally feasible flight level, which differs from those
normally used by 500 ft if below FL410 (or by 1.000 ft if above FL410).
Before commencing any diversion across the flow of adjacent traffic, aircraft should, whilst maintaining the 15 NM
offset track, expedite climb above or descent below the vast majority of NAT traffic (i.e. to a level above FL410 or
below FL280), and then maintain a flight level which differs from those normally used: by 1.000 ft if above FL410, or by
500 ft if below FL410.
However, if the pilot is unable or unwilling to carry out a major climb or descent, then any diversion should be carried
out at a level 500 ft different from those in use within MNPSA, until a new ATC clearance is obtained.
NATDoc007 - 2017Edition
 CHAPTER 1
OPERATIONAL APPROVAL AND AIRCRAFT SYSTEM REQUIREMENTS FOR FLIGHT IN THE NAT HLA

1.3 HORIZONTAL NAVIGATION REQUIREMENTS FOR UNRESTRICTED NAT HLA OPERATIONS

Longitudinal Navigation
1.3.1 Time-based longitudinal separations between subsequent aircraft following the same track (in-trail) and between
aircraft on intersecting tracks in the NAT HLA are assessed in terms of differences in ATAs/ETAs at common points.
The time-based longitudinal separation minima currently used in the NAT HLA are thus expressed in clock minutes.
The maintenance of in-trail separations is aided by the application of the Mach Number Technique. However, aircraft
clock errors resulting in waypoint ATA errors in position reports can lead to an erosion of actual longitudinal
separations between aircraft. It is thus vitally important that the time-keeping device intended to be used to indicate
waypoint passing times is accurate, and is synchronised to an acceptable UTC time signal before commencing flight in
the NAT HLA.
Lateral Navigation
Equipment
1.3.2 There are two navigational equipment requirements for aircraft planning to operate in the NAT HLA.
● One refers to the navigation performance that should be achieved, in terms of accuracy.
● The second refers to the need to carry standby equipment with comparable performance characteristics

State approval of unrestricted operation in the NAT HLA may presently be granted to an aircraft equipped as follows:
a) with at least two fully serviceable Long Range Navigation Systems (LRNSs). A LRNS may be one of the
following:
● one Inertial Navigation System (INS);
● one Global Navigation Satellite System (GNSS); or
● one navigation system using the inputs from one or more Inertial Reference System (IRS) or any other
sensor system complying with the NAT HLA requirement.
(B787 MEL: solo un IRU o un AHRU pueden estar inoperativos.)
b) each LRNS must be capable of providing to the flight crew a continuous indication of the aircraft position
relative to desired track.
c) it is also highly desirable that the navigation system employed for the provision of steering guidance is
capable of being coupled to the autopilot.

1.8 DATA LINK MANDATED AIRSPACE

1.8.1 Phase 2A of the ICAO NAT Region Data link Mandate was implemented on 05 February 2015. In this phase the
CPDLC/ADS-C mandated airspace includes all OTS tracks at FLs 350 to 390, inclusive. To flight plan or fly in the
altitude band FL350-390 inclusive on any OTS Track, aircraft must be equipped with and operating FANS 1/A or
equivalent CPDLC and ADS-C.

1.10 TRIALS AND FUTURE DEVELOPMENTS

Since from 30 January 2020, Milestone 4 of the MNPS to PBN NAT Transition Plan will take effect and the current
NAT HLA will be re-designated for “PBN Based Operations”
North Atlantic Data Link Mandate
● Phase 2A, commenced 5 February 2015: the mandate incorporates FL350 to FL390 on all NAT OTS tracks;
 ● Phase 2B, commencing 7 December 2017: will incorporate FL350-FL390 throughout the ICAO NAT Region;
● Phase 2C, commencing 30 January 2020: will incorporate FL290 and above throughout the ICAO NAT
Region.
Some airspace will be excluded from the mandates, including ATS surveillance airspace; airspace north of 80° North;
and New York Oceanic FIR. Aircraft not DLM equipped may be permitted to operate on the TANGO Routes and other
specified routings during Phase 2B. Any such exemptions will be promulgated via ANSP State AIS.
Together such new requirements will improve the safety of flight in the Region and permit the use of reduced lateral
and longitudinal separation minima (RLatSM & RLongSM), thereby enhancing airspace capacity and providing more
fuel efficient profiles for operators

The Implementation Plan for the Trial Application of RLongSM in the NAT Region
● The nominal longitudinal separation standard employed in the NAT HLA is 10 minutes.
● One such trial is currently running in the Gander and Shanwick OCAs. In this trial a 5 minutes longitudinal
separation minima is being applied between pairs of aircraft equipped with and operating ADS-C and CPDLC.

The Draft Implementation Plan for the Trial Application of RLatSM in the NAT Region.
● In December 2015 the first phase of North Atlantic trials of reducing the lateral separation minimum to 25 NM
was commenced. In this “RLatSM” Phase 1, 25 NM lateral separation is implemented by establishing ½
degree spacing between two specified core OTS tracks and a central track, within the vertical limits applicable
to the airspace associated with the NAT Region Data Link Mandate (FL350 – 390). Only aircraft with the
appropriate Required Navigation Performance (RNP4) approval and operating Automatic Dependent
Surveillance-Contract (ADS-C) and Controller Pilot Data Link Communications (CPDLC), are permitted to
operate on these ½ degree spaced tracks.
● The second Phase of this RLatSM implementation is expected to commence in 2017. In this Phase ½ degree
spacing will be established between all OTS tracks, within the vertical limits of the NAT Data Link Mandate
(FL350 -390). At least two months advanced notification of the commencement of this Phase of RLatSM will
be provided through the NAT States' AIS.

The NAT Region is envisaged as the first place that satellite based ADS-B ATS surveillance will be used (Iridium
Communications Inc.)

CHAPTER 2
THE ORGANISED TRACK SYSTEM (OTS)

It should be appreciated, however, that use of OTS tracks is not mandatory. Currently about half of NAT flights utilise
the OTS. Aircraft may fly on random routes which remain clear of the OTS or may fly on any route that joins or leaves
an outer track of the OTS. There is also nothing to prevent an operator from planning a route which crosses the OTS.
However, in this case, operators must be aware that whilst ATC will make every effort to clear random traffic across
the OTS at published levels, re-routes or significant changes in flight level from those planned are very likely to be
necessary during most of the OTS traffic periods.
When the expected volume of traffic justifies it, tracks may be established to accommodate the EUR/CAR traffic axis
or traffic between the Iberian Peninsula and North America. Extra care is required when planning these routes as they
differ slightly from the 'core tracks' in that they may cross each other (using vertical separations via different flight level
allocations), and in some cases may not extend from coast-out to coast-in (necessitating random routing to join or
leave)
The fact that a specific flight level is not published for a particular track does not necessarily mean that it cannot be
made available if requested
The hours of validity of the two OTS are normally as follows:
● Day-time OTS 1130 UTC to 1900 UTC at 30ºW
● Night-time OTS 0100 UTC to 0800 UTC at 30ºW

CHAPTER 3
OTHER ROUTES AND ROUTE STRUCTURES WITHIN OR ADJACENT TO THE NAT HLA

North American Routes (NARs)

3.3.1 The North American Routes (NARs) consist of a numbered series of predetermined routes which provide an
interface between NAT oceanic and North American domestic airspace. The NAR System is designed to
accommodate major airports in North America.
The use of NARs is, however, not compulsory.
Canadian Domestic Track Systems
3.3.4 Within Canada there are three track systems: the Northern Control Area tracks (NCAs), the Southern Control
Area tracks (SCAs) and the Northern Organised Track System (NOROTS); these provide links for NAT traffic
operating between Europe and North America to central and western North American airports.
Routes between North America and the Caribbean area
3.3.5 An extensive network of routes linking points in the United States and Canada with Bermuda, the Bahamas and
the Caribbean area are defined in the New York OCA West. This network has been known as the West Atlantic Route
System (WATRS). Since 5 June 2008 the original WATRS airspace together with portions of the Miami Oceanic
airspace and the San Juan FIR have been designated as “WATRS Plus Airspace”. In this airspace New York Air
Route Traffic Control Center (ARTCC) applies
● FANS1/A and RNP 4: 30 NM lateral and 30 NM longitudinal separation minima, and
● FANS1/A and RNAV 10 (RNP 10): 50 NM longitudinal separation minimum
between appropriately authorized and equipped aircraft (pairs of aircaft with the same authorization and equipment).
Shannon Oceanic Transition Area (SOTA) and Northern Oceanic Transition Area (NOTA)
3.3.6 Parts of the Shanwick OCA are designated as the
● Shannon Oceanic Transition Area (SOTA), not included in the NAT HLA. Therefore flights within SOTA
routing such that they are subject to an Oceanic Clearance, are required to be NAT HLA Approved. SOTA has
the same vertical extent as the Shanwick OCA
● Northern Oceanic Transition Area (NOTA), included in the NAT HLA and hence NAT HLA requirements are
still applicable from FL285 to FL420 in NOTA. NOTA has the same vertical extent as the Shanwick OCA
Brest Oceanic Transition Area (BOTA)
3.3.10 Part of the Shanwick OCA is designated as the Brest Oceanic Transition Area (BOTA). BOTA is not included in
the NAT HLA. Hence only flights routing such that they are subject to an Oceanic Clearance, are required to be NAT
HLA Approved. BOTA has the same vertical extent as the Shanwick OCA,
Brest Oceanic Transition Area (BOTA)
Aircraft operating within the Gander Oceanic Transition Area (GOTA) may not require a SLOP
procedure if in contact with Gander ACC on VHF and within radar coverage.

CHAPTER 4
FLIGHT PLANNING

4.1 FLIGHT PLAN REQUIREMENTS

All flights which generally route in an eastbound or westbound direction should normally be flight planned so that
specified ten degrees of longitude (20°W, 30°W, 40°W etc.) are crossed at whole degrees of latitude; and all generally
northbound or southbound flights should normally be flight planned so that specified parallels of latitude spaced at five
degree intervals (65°N, 60°N, 55°N etc.) are crossed at whole degrees of longitude.
4.1.3 All flights should plan to operate on great circle tracks joining successive significant waypoints.

Routings
4.1.6 Outside of the OTS periods operators may flight plan any random routing, except that during a period of one
hour prior to each OTS period:
● Eastbound flights that cross 30°W less than one hour prior to the incoming/pending Westbound OTS (i.e. after
1029 UTC); or
● Westbound flights that cross 30°W less than one hour prior to the incoming/pending Eastbound OTS (i.e. after
2359 UTC),
should plan to remain clear of the incoming/pending OTS structure.

4.1.8 Crews of all NAT flights at or above FL290, even those that will transit the NAT above the NAT HLA (i.e. above
FL420) or through the NAT HLA but are not planned to use the OTS, must be given both the organised track message
and relevant amendments to it. Copies must be available on-board the aircraft. (N.B. In the event of a contingency or
diversion, knowledge of the location of the OTS tracks will be useful to the crew of any NAT high level flight). Should
more than one version of the daily Track Message have been issued, then crews should be issued the entire revised
version together with an appropriate explanation to relate differences between versions. Each successive version will
be identified by the TMI and an alphabetic suffix. e.g. 243A, 243B etc.

Flight Levels
4.1.11 During the OTS Periods (eastbound 0100-0800 UTC, westbound 1130-1900 UTC) aircraft intending to follow
an OTS Track for its entire length may plan at any of the levels as published for that track on the current daily OTS
Message. However, with effect from 05 February 2015 Phase 2A of the NAT Data Link Mandate was implemented.
From that date all NAT OTS Tracks in the altitude band FL350-390 are subject to the FANS equipage requirement.
FANS1/A (or equivalent) equipage and operation will be required to plan and/or fly on any OTS Track at FL350 -
FL390, inclusive. The Remarks section of the OTS Message carries such notification.

4.1.12 Trials of reduced lateral separation of (nominally) 30 NMs (RLatSM) were commenced in December 2015. Two
core OTS Tracks are designated and a central ½ Degree spaced Track between them is published. To plan or fly on
any of these three Tracks at FL350 – 390 inclusive aircraft must be RNP 4 Approved

4.1.13 Flights which are planned to remain entirely clear of the OTS or which join or leave an OTS Track (i.e. follow an
OTS track for only part of its published length), are all referred to as Random Flights. Pilots intending to fly on a
random route or outside the OTS time periods, may plan any flight level(s) irrespective of direction (i.e. there is no
need in the NAT HLA to plan in accordance with the ICAO Annex 2 Table of Cruising Levels) .

4.1.15 If a flight is expected to be level critical, operators should contact the initial OAC prior to filing of the flight plan
to determine the likely availability of specific flight levels.

ATC Flight Plans

Also currently 50 Nm lateral separation standard is implemented in the New York Oceanic East and Santa Maria
Oceanic FIRs between aircraft meeting RNAV 10 (RNP 10) or RNP 4 specifications.
Note: Reduced lateral separation standards are currently implemented in the New York East and Santa Maria FIRs and in the
WATRS Plus Airspace. RNAV 10 (RNP 10) or RNP 4 Approval is required in order to benefit from these reduced separations
employed here. Any NAT HLA Aircraft intending to also fly through these airspaces should ensure that its RNP Approval status is
also included in the filed Flight Plan. Specifically such operators should:
● annotate ICAO Flight Plan Item 10 (Equipment) with the letters “R” and “Z”, and
● annotate Item 18 (Other Information) with, as appropriate, “PBN/A1” or “PBN/L1” (no spaces).

4.2 FLIGHT PLANNING REQUIREMENTS ON SPECIFIC ROUTES

Flights Planning on the Organised Track System
4.2.1 If (and only if) the flight is planned to operate along the entire length of one of the organised tracks, from oceanic
entry point to oceanic exit point, as detailed in the NAT Track Message, should the intended organised track be
defined in Item 15 of the flight plan using the abbreviation 'NAT' followed by the code letter assigned to the track.
4.2.2 Flights wishing to join or leave an organised track at some intermediate point are considered to be random route
aircraft and full route details must be specified in the flight plan. The track letter must not be used to abbreviate any
portion of the route in these circumstances.

Flights Planning to Operate Without Using HF Communications

The carriage of functioning HF communications is mandatory for flight in the Shanwick OCA, even if the pilot intends
using alternative media for regular ATS air-ground contacts.
Such strict routing restriction may not apply in all NAT Oceanic Control Areas. Some may permit the use of SATCOM
Voice to substitute for or supplement HF communications.
Any operator intending to fly through the NAT HLA without fully functional HF communications or wishing to use an
alternative medium should ensure that it will meet the requirements of its State of Registry and those of all the relevant
ATS Providers throughout the proposed route.

CHAPTER 5
OCEANIC ATC CLEARANCES

There are three elements to an Oceanic Clearance: Route, Speed and Level, and do not have to be issued in the
same clearance. Additionally, these elements may not be issued by the same ATS Provider.
Note: For the purpose of this procedure,” complete route” is defined as any route clearance with a clearance limit of
the aircraft's destination.
5.1.2 Oceanic Clearances are required for all flights within NAT controlled Airspace (at or above FL60). Pilots should
request Oceanic Clearances from the ATC responsible for the first OCA
● It is recommended that pilots should request their Oceanic Clearance at least 40 minutes prior to the Oceanic
entry point ETA except when entering the Reykjavik area from the Scottish or Stavanger areas, then the
clearance should be requested 20 minutes before the Oceanic entry point ETA.
 ● To assist the OAC in pre-planning optimum airspace utilisation, when requesting an oceanic clearance the
pilot should notify the OAC of the maximum acceptable flight level possible at the boundary,
● If requesting an OTS track, the clearance request should include the next preferred alternative track.
● At some airports situated close to oceanic boundaries or within the NAT Region, it may be necessary to obtain
the Oceanic Clearance before departure. These procedures are detailed in relevant State AIPs, which should
be consulted prior to departure. On the east side of the NAT, this will apply to departures from all Irish
airfields, all UK airfields west of 2° 30'W and all French Airfields west of zero degree longitude. Oceanic
Clearances for controlled flights leaving airports within the region are issued by the relevant ATS unit prior to
departure.

After obtaining and reading back the clearance, the pilot should monitor the forward estimate for oceanic entry, and if
this changes by 3 minutes or more, unless providing position reports via ADS-C, the pilot must pass a revised estimate
to ATC
Furthermore it must be recognised that if the entry point of the oceanic route on which the flight is cleared differs from
that originally requested and/or the oceanic flight level differs from the current flight level, the pilot is responsible for
requesting and obtaining the necessary domestic re-clearance to ensure that the flight is in compliance with its
Oceanic Clearance when entering oceanic airspace.
If pilots have not received their Oceanic Clearance prior to reaching the Shanwick OCA boundary, they must contact
Domestic ATC and request instructions to enable them to remain clear of Oceanic Airspace whilst awaiting such
Clearance. This is not the case for other NAT OCAs into any of which flights may enter whilst pilots are awaiting
receipt of a delayed Oceanic Clearance. Pilots should always endeavour to obtain Oceanic Clearance prior to entering
these other NAT OCAs; however if any difficulty is encountered the pilot should not hold while awaiting Clearance
unless so directed by ATC. In such circumstances, pending receipt of the Oceanic Clearance, the aircraft should
continue to maintain the flight level cleared by the current control authority.

5.2.4 For aircraft cleared by Shanwick OAC on random routings in the NAT Region the present procedure of reading
the full track co-ordinates as part of the Oceanic Clearance and requesting from the pilot a full read back of the co-
ordinates is expected to continue. Gander and Reykjavik OACs may, however, issue clearances for random routings
which specify “via flight plan route”. Nevertheless, in all circumstances regarding random route clearances, pilots are
required to read back the full track co-ordinates of the flight plan route, from the oceanic entry point to the exit point.
5.6 OCEANIC FLIGHTS ORIGINATING FROM THE NAM, CAR OR SAM REGIONS AND ENTERING THE NAT
HLA VIA THE NEW YORK OCA EAST
There are three elements to an Oceanic Clearance; Complete Route, Flight and Mach number. These elements do not
have to be issued in the same clearance. Additionally, these elements may not be issued by the same ATS Provider.
For example, the Route portion may be issued by one ATC Unit, the Oceanic Altitude issued by another and finally the
Mach Number by a third. The receipt of all three elements, even if not received at the same time, constitutes receipt of
an Oceanic Clearance and no further request for one is necessary.
For aircraft planning to enter the NAT via the New York Oceanic East FIR from the NAM Region or the New York
Oceanic West FIR, the IFR clearance to destination received at the departure aerodrome from Air Traffic Control
constitutes the Route portion of the Oceanic Clearance. Once airborne, and prior to entry into the NAT, aircraft will be
assigned a Mach number and an Altitude by the FAA.
Example one: on a flight from Santo Domingo (MDSD) to Madrid (LEMD), Santo Domingo ACC issues a clearance
with a complete route; later, San Juan Center issues the aircraft a clearance to its requested altitude and Mach
number. At this point, all three required elements (route, Mach number and flight level) have been received and the
flight has an Oceanic Clearance. A subsequent change to any element(s) of the Oceanic Clearance does not alter the
others.
The only exception to this procedure is for aircraft entering from the Piarco CTA and thence through the southern
(non-NAT HLA) portion of the New York East FIR. For these flights Piarco ACC will issue all three elements of the
Oceanic Clearance prior to entry into the New York Oceanic CTA.

5.7 CLEARANCES INCLUDING VARIABLE FLIGHT LEVEL

Within the NAT, on occasion when traffic permits, aircraft are cleared for a cruise climb or to operate within a block of
flight levels
● CRUISE CLIMB (ICAO): “An aeroplane cruising technique resulting in a net increase in altitude as the
aeroplane mass decreases“. As far as is known, no current aircraft have the capability to automatically
conduct a cruise climb. Cruise climb can however be approximated by the pilot instructing the aircraft to climb
in small incremental steps (for example 100 or 200 feet at a time) as the weight of the aircraft decreases and
the optimum flight level increases. It is therefore imperative that aircraft conducting a cruise climb do not under
any circumstances descend. A cruise climbing aircraft may only climb or maintain a level.
○ Request a cruise climb when the desire is to gradually climb as the aircraft weight decreases and the
optimum flight level increases.
○ ONLY CLIMB OR MAINTAIN LEVEL, NEVER DESCEND

● BLOCK OF FLIGHT LEVELS: the pilot may operate anywhere within the block of levels and may climb and/or
descend within the block as desired. ATC will not release the protection of the block of flight levels, regardless
of flight level reports from the aircraft, until the block clearance is cancelled.
○ Request a block of flight levels when there is a requirement to vary the aircrafts altitude up or down for
instance due to factors such as turbulence or icing.
○ CLIMB AND/OR DESCEND FREELY WITHIN THE ASSIGNED BLOCK OF FLs.

CHAPTER 6
COMMUNICATIONS AND POSITION REPORTING PROCEDURES

ATS COMMUNICATIONS
6.1.1 It is important that pilots appreciate that routine air/ground ATS Voice communications in the NAT Region are
conducted via aeradio stations staffed by communicators who have no executive ATC authority. Messages are relayed
by the ground station to/from the air traffic controllers in the relevant OAC. This is the case, whether communications
are via HF, GP/VHF or SATCOM Voice.

HF Voice Communications
Hence frequencies from the lower HF bands tend to be used for communications during night-time and those from the
higher bands during day-time. Generally in the North Atlantic frequencies of less than 7 MHz are utilised at night and
frequencies of greater than 8 MHz during the day.
When initiating contact with an aeradio station the pilot should state the HF frequency in use. HF Radio operators
usually maintain a listening watch on more than one single frequency. Identification by the calling pilot of the particular
frequency being used is helpful to the radio operator.
SELCAL (B787 MEL: May be inoperative provided alternate procedures are established and used: HF and/or VHF freq. Is continuosly monitored.)
When using HF communications and even when using ADS-C and/or CPDLC, pilots should maintain a listening watch
on the assigned frequency, unless SELCAL is fitted, in which case they should ensure the following sequence of
actions:
● provide the SELCAL code in the flight plan
● check the operation of the SELCAL equipment, at or prior to entry into Oceanic airspace, with the appropriate
aeradio station. (This SELCAL check must be completed prior to commencing SELCAL watch); and
● maintain thereafter a SELCAL watch.
(B787 MEL ATA 23-11-01 High Frequency (HF) Communication Systems
One may be inoperative while conducting operations that require two LRCS provided:
a. SATCOM voice or datalink operates normally.
b. Alternate procedures are established and used.
c. SATCOM coverage is available over the intended route of flight.
d. If SATCOM Voice is to be used over the intended route of flight, SATCOM Voice short codes (INMARSAT) or direct dial commercial
numbers (IRIDIUM) must be available. If not available, prior coordination with appropriate ATS (FIR) facility is required.
NOTE: SATCOM is to be used only as a backup to normal HF communications unless otherwise authorized by the appropriate ATS facilities.
NOTE: Two HF Systems are required for unrestricted operations in the NAT MNPS airspace. One HF is required for short haul operations in the
NAT MNPS airspace and not crossing the North Atlantic provided alternate communication procedures are published for the airspace concerned.
NOTE: For routes or part thereof in RNAV 10 airspace without VHF coverage, two HF Systems are required.
NOTE: The intended flight route correspond to any point on the route including diversions to reach alternate aerodromes required to be selected by
the operational rules.)

VHF Voice Communications

It is important for the pilot to appreciate that when using GP/VHF, as with HF and SATCOM Voice, these
communications are with an aeradio station and the pilot is not in direct contact with ATC.
● [Radio Station name] Control: indicates that the pilot is communicating directly with an air traffic controller
● [Radio Station name] Radio: indicates that the pilot is communicating with a radio operator who is relaying
messages between the pilot and the appropriate control facility.
SATCOM Voice Communication
Since oceanic traffic typically communicate with ATC through aeradio facilities, routine SATCOM Voice calls should be
made to such a facility rather than the ATC Centre. Only when the urgency of the communication dictates otherwise
should SATCOM Voice calls be made to the ATC Centre. SATCOM voice communication initiated due to HF
propagation difficulties does not constitute urgency and should be addressed to the air-ground radio facility.
When using SATCOM, pilots must simultaneously operate SELCAL or maintain a listening watch on the assigned HF
frequency.

Data Link Communications

(B787 MEL: 23-27-01B Both datalink inop. For airspace where FANS (CPDLC and/or ADS-C) is not mandated, may be inop. Use available voice
communication sys with ATC.
Similar to SATCOM Voice usage, Pilots electing to use Data link communications for regular ATS communications in
the ICAO NAT Region remain responsible for operating SELCAL (including completion of a SELCAL Check), or
maintaining a listening watch on the assigned HF frequency.
Flights equipped with FANS CPDLC and /or ADS-C should ensure that the data link system is logged on to the
appropriate control area when operating within the NAT south of 80 North. This applies even when the aircraft is
provided with ATS surveillance services. CPDLC provides communication redundancy and controllers will in many
cases use CPDLC for communication even though the pilot is maintaining a listening watch on the assigned DCPC
VHF frequency. ADS-C furthermore enables ATC to perform route conformance monitoring for downstream waypoints.

If a flight experiences an equipment failure AFTER departure which renders the aircraft non-DLM compliant, requests
to operate in the NAT Region Data Link Airspace will be considered on a tactical basis. Such flights must indicate
their non-DLM status prior to entering the airspace. If the failure occurs while the flight is in NAT Region Data Link
Mandate Airspace, ATC must be immediately advised. Such flights may be re-cleared so as to avoid the airspace, but
consideration will be given to allowing the flight to remain in the airspace, based on tactical considerations.
If a flight experiences an equipment failure PRIOR to departure which renders the aircraft non-DLM compliant, the
flight should not flight plan to enter the NAT Regional DLM Airspace.

6.2 INTER-PILOT AIR-TO-AIR VHF FACILITY 123.45 MHZ AND EMERGENCY FREQUENCY 121.5 MHZ
The frequency 121.5 MHz should be continuously monitored by all aircraft operating in the NAT Region so as to be
prepared to offer assistance to any other aircraft advising an emergency situation.
An air-to-air VHF frequency has been established for world-wide use when aircraft are out of range of VHF ground
stations which utilise the same or adjacent frequencies. This frequency, 123.45 MHz, is intended for pilot-to-pilot
exchanges of operationally significant information (N.B. It is not to be used as a “chat” frequency).
123.45 MHz may be used
● To relay position reports via another aircraft in the event of an air- ground communications failure.
● May also be used by pilots to contact other aircraft when needing to coordinate offsets required in the
application of the Strategic Lateral Offset Procedures (SLOP).
If necessary initial contact for relays or offset coordination can be established on 121.5 MHz, although great care must
be exercised should this be necessary, in case this frequency is being used by aircraft experiencing or assisting with
an ongoing emergency.
Therefore in order to minimise unnecessary use of 121.5 MHz, it is recommended that when possible aircraft
additionally monitor 123.45 MHz when flying through NAT airspace.
6.3 POSITION REPORTING
Time and Place of Position Reports
6.3.1 Unless otherwise requested by Air Traffic Control, position reports from flights on routes which are not defined by
designated reporting points should be made at the significant points listed in the flight plan.
Unless providing position reports via ADS-C, if the estimated time for the ‘next position', as last reported to ATC, has
changed by three minutes or more, a revised estimate must be transmitted to the ATS unit concerned as soon as
possible.
6.3.5 Pilots must always report to ATC as soon as possible on reaching any new cruising level.

Contents of Position Reports

6.3.6 For flights outside domestic ATS route networks, position should be expressed in terms of latitude and longitude
except when flying over named reporting points.
● For flights whose tracks are predominantly east or west, latitude should be expressed in degrees and minutes,
longitude in degrees only.
● For flights whose tracks are predominantly north or south, latitude should be expressed in degrees only,
longitude in degrees and minutes. However, it should be noted that when such minutes are zero then the
position report may refer solely to degrees (as per examples below).

Addressing of Position Reports

6.3.11 Position reports for aircraft operating on tracks through successive points on the mutual boundary of two OCAs
(e.g. when routing along the 45ºN parallel), should be made to both relevant OACs. (In practice this only requires an
addition to the address. (e.g. “Shanwick copy Santa Maria”.)

6.4 “WHEN ABLE HIGHER” (WAH) REPORTS

6.4.1 Prior advice to ATC of the time or position that a flight will be able to accept the next higher level can assist ATC
in ensuring optimal usage of available altitudes. A WAH Report must be provided by all flights entering the NAT HLA
portion of the New York OCA and entering the Santa Maria OCA.
Provision of WAH Reports on entering other NAT OCAs is optional or they may be requested by any OAC.
Information thus provided of the aircraft's future altitude “ability” will not automatically be interpreted by ATC as an
advance “request” for a step climb. It will be used as previously indicated to assist ATC in planning airspace utilisation.
However, should the pilot wish to register a request for one or more future step climbs, this may be incorporated in the
WAH report by appropriately substituting the word “Request” for the word “Able”.
Although optimal use of the WAH reports is in conjunction with a Position Report, a WAH report can be made or
updated separately at any time.

6.5 METEOROLOGICAL REPORTS

6.5.1 In accordance with Amendment 75 to ICAO Annex 3 - Meteorological Service for International Air Navigation,
with effect from 18 November 2010 aircraft are no longer required to provide voice reports of MET observations of
wind speed and direction nor outside air temperature.
6.5.2 When an ATS unit establishes an event contract with an aircraft to provide ADS–C position reports, it may also
establish an additional periodic report contract (e.g. with a 30 mins interval). Such ADS– C periodic reports, unlike
event reports, contain wind and temperature data and thereby satisfy the MET authorities requirements for the
provision of MET data. However, it must be appreciated that any such automated MET Reports do not include
information on any observations of special or non-routine significant meteorological phenomena, such as
moderate/severe turbulence or icing, volcanic ash, thunderstorms, etc.. Therefore any pilot providing position reports
via data link, who encounters any such significant meteorological phenomena should report this information via voice
or, if appropriate, via a CPDLC free text downlink message. The format to be used for the reporting of such
observations should, where appropriate, be by reference to geographical co-ordinates.

6.6 HF COMMUNICATIONS FAILURE

General Provisions
1. The pilot of an aircraft experiencing a two-way ATS communications failure should operate the SSR
Transponder on identity Mode A Code 7600 and Mode C.
2. When so equipped, an aircraft should use Satellite Voice Communications to contact the responsible aeradio
station via special telephone numbers/short codes published in State AIPs. However, it must be appreciated
that pending further system developments and facility implementations the capability for Ground(ATC)-initiated
calls varies between different NAT OACs.
 3. If the aircraft is not equipped with SATCOM Voice then the pilot should attempt to use VHF to contact any
(other) ATC facility or another aircraft, inform them of the difficulty, and request that they relay information to
the ATC facility with which communications are intended.
4. The inter-pilot air-to-air VHF frequency, 123.45 MHz, may be used to relay position reports via another aircraft.
5. In view of the traffic density in the NAT Region, pilots of aircraft experiencing a two-way ATS communications
failure should broadcast regular position reports on the inter-pilot frequency (123.45 MHz) until such time as
communications are re-established.

Communications Procedures for Use during Poor HF Propagation Conditions

● Pilots should first try using alternative HF frequencies to contact the intended aeradio station. Aeradio stations
providing air-ground services in the NAT Region do co-operate as a network and it may, even then, still be
possible to communicate with another aeradio station in the NAT network on HF and request that they relay
communications.
● Whenever aircraft encounter poor HF propagation conditions that would appear to adversely affect air-ground
communications generally, it is recommended that all pilots then broadcast their position reports on the air-to-
air VHF frequency 123.45 MHz. Given the density of traffic in the NAT Region and the fact that in such poor
propagation conditions ATC will be unable to maintain contact with all aircraft, it is important that even those
aircraft that have been able to establish SATCOM Voice contact also broadcast their position reports.

Procedural ATC Environment

If a NAT aircraft loses the possibility of communications with the relevant OAC at any time after receiving and
acknowledging a clearance, and the pilot elects to continue the flight, then the aircraft must adhere strictly to the
routing and profile of the last received clearance until exiting the NAT Region. Pilots must not unilaterally revert to their
filed flight plan.

Operational Procedures following Loss of HF Communications Prior to Entry into the NAT
● On-Board HF Communications Equipment Failure
○ Due to the potential length of time in oceanic airspace, it is strongly recommended that a pilot,
experiencing an HF communications equipment failure prior to entering the NAT, whilst still in
domestic airspace and still in VHF contact with the domestic ATC Unit, does not enter NAT airspace
but adopts the procedure specified in the appropriate domestic AIP and lands at a suitable airport.
○ Should the pilot, nevertheless, elect to continue the flight then every effort must be made to obtain an
oceanic clearance and the routing, initial level and speed contained in that clearance must be
maintained throughout the entire oceanic segment. Any level or speed changes required to comply
with the Oceanic Clearance must be completed within the vicinity of the oceanic entry point.
○ If, however, an oceanic clearance cannot be obtained, the individual aircraft suffering radio
communications equipment failure should enter oceanic airspace at the first oceanic entry point, level
and speed contained in the filed flight plan and proceed via the filed flight plan route to landfall. The
initial oceanic level and speed included in the filed flight plan must be maintained until landfall. Any
subsequent step-climbs included in the filed flight plan must not be executed.

● HF Blackout
○ These poor propagation conditions are very likely to affect many aircraft simultaneously and multiple
diversions of “lost comms” aircraft might create further difficulties and risks.
 ○ As with the equipment failure situation, aircraft approaching the NAT and losing ATC communications
as a result of poor HF radio propagation conditions should, if already in receipt of an oceanic
clearance, follow the routing specified in that clearance and maintain the initial cleared level and
speed throughout the oceanic segment i.e. through to landfall.
○ However, in these HF Blackout circumstances, if no oceanic clearance has been received, the aircraft
must remain at the last cleared domestic flight level, not only to the ocean entry point but also
throughout the whole subsequent oceanic segment (i.e. until final landfall). This is in stark contrast to
the equipment failure case. In such HF Blackouts, pilots must not effect level changes to comply with
filed flight plans. Such aircraft should, maintain the last cleared level and, enter oceanic airspace at
the first oceanic entry point and speed contained in the filed flight plan, then proceed via the filed flight
plan route to landfall.

Operational Procedures following Loss of HF Communications after Entering the NAT

If the HF communications equipment failure occurs or HF Blackout conditions are encountered after entering the NAT
then :
● The pilot must proceed in accordance with the last received and acknowledged Oceanic Clearance, including
level and speed, to the last specified oceanic route point (normally landfall). After passing this point, the pilot
should conform with the relevant AIP specified State procedures/regulations and if necessary rejoin the filed
flight plan route by proceeding, via the published ATS route structure where possible, to the next significant
point contained in the filed flight plan.

Summary of Operational Procedures Required following Loss of Air/Ground ATS Comms in the NAT Region
● Equipment Failure before receiving an Oceanic Clearance:
○ Divert or fly the Flight Plan route, speed and initial planned oceanic level to landfall.
● Blackout encountered (in an HF comms Domestic ATC environment) before receiving an Oceanic Clearance:
○ Continue at Domestic cleared level and follow flight planned route and speed to landfall.
● Equipment Failure or Blackout after receiving an Oceanic Clearance:
○ Fly that clearance to landfall.
In all cases, after landfall rejoin, or continue on, the flight planned route, using appropriate State AIP specified
procedures for the domestic airspace entered.

6.8 OPERATION OF TRANSPONDERS

All aircraft operating as IFR flights in the NAT Region shall be equipped with a pressure- altitude reporting SSR
transponder. Unless otherwise directed by ATC, pilots flying in the NAT FIRs will operate transponders continuously in
Mode A/C Code 2000, except that the last assigned code will be retained for a period of 30 minutes after entry into
NAT airspace or after leaving a radar service area.
(All aircraft transitioning from Miami Center and San Juan CERAP into WATRS Area via fixed ATS routes shall remain on their last assigned beacon
code.)

CHAPTER 7
 APPLICATION OF MACH NUMBER TECHNIQUE
Pilots must recognise that adherence to the assigned Mach Number is essential. No tolerance is provided for. Pilots
must not utilise Long Range Cruise or ECON FMC modes when transiting the NAT HLA. If an immediate temporary
change in the Mach Number is essential, e.g. due to turbulence, ATC must be notified as soon as possible.

7.4 PROCEDURE AFTER LEAVING OCEANIC AIRSPACE

After leaving oceanic airspace pilots must maintain their assigned Mach Number in domestic controlled airspace
unless and until the appropriate ATC unit authorises a change.

CHAPTER 8
NAT HLA/MNPS FLIGHT OPERATION & NAVIGATION PROCEDURES

The current philosophy within ICAO is to specify the navigation system performance required for operations within a
given airspace. This concept is referred to as “Performance Based Navigation” (PBN). Within this philosophy some
navigation specifications, in addition to stating the accuracies to be achieved, also require on-board automatic integrity
monitoring and alerting functions. Such specifications are referred to as RNP-X, where X represents an accuracy of
95% containment in X Nms. However, specifications requiring the same accuracies but not requiring on-board
monitoring/alerting are referred to as RNAV-X.
With current technology, on-board automatic performance monitoring can only be carried out using GPS. Hence GPS
is mandatory for true RNP airspace (e.g. RNP 4) but is not required for RNAV airspace, including that historically and
still designated as “RNP 10”.
(B787 MEL: 34-31-05 Global Positioning Systems (GPS) One or both may be inoperative. With both inop, ADS-B Out data will be inop, but doesn’t
affect NAT ops, only Australia requires it.)

A GNE within NAT Airspace is defined as a deviation from cleared track of 10 NM or more.
Some of these errors are detected by means of long range radars as aircraft leave oceanic airspace. Other such
errors may also be identified through the scrutiny of routine position reports from aircraft.
Given that the North Atlantic is the most heavily used oceanic airspace anywhere in the world, it must therefore be
appreciated that even a single digit error in just one waypoint can result in a significant conflict potential.

8.2 GENERAL PROCEDURES

Importance of Accurate Time
It is thus vitally important that prior to entry into the NAT HLA the time reference system to be used during the flight is
accurately synchronised to UTC and that the calculation of waypoint ETAs and the reporting of waypoint ATAs are
always referenced to this system.
Thus the Pre-flight Procedures for any NAT HLA flight must include a UTC time check and resynchronisation of the
aircraft master clock.
The Use of a Master Document
Navigation procedures must include the establishment of some form of master working document to be used on the
flight deck.
● Only one Master Document is to be used on the flight deck.
● For aircraft equipped with FMS data bases, FMS generated or inserted waypoints should be carefully
compared to Master Document waypoints and cross checked by both pilots.
● The waypoint number is entered against the relevant waypoint co-ordinates to indicate that the waypoint has
been inserted into the navigation computers.
● The waypoint number is circled, to signify that insertion of the correct co-ordinates in the navigation computers
has been double-checked independently by another crew member.
● The circled waypoint number is ticked, to signify that the relevant track and distance information has been
double-checked.
● The circled waypoint number is crossed out, to signify that the aircraft has overflown the waypoint concerned.
When a re-route is necessary, some regulators recommended that a new Master Document is prepared for the
changed portion of the flight. In cases where the original Master Document is to be used, the old waypoints must be
clearly crossed out and the new ones carefully entered in their place. The checks listed in the previous paragraph
must be carried out in respect of all new or revised waypoints.

When ATC clearances or re-clearances are being obtained, headsets should be worn.

Two qualified crew members should monitor such clearances; one of them recording the clearance on the Master
Document as it is received, the other cross-checking the receipt and read-back. All waypoint co-ordinates should be
read back in detail, adhering strictly to standard ICAO phraseology, except where approved local procedures make
this unnecessary.

Position Plotting
A simple plotting chart provides a visual presentation of the intended route which, is defined otherwise only in terms of
navigational co-ordinates. Plotting the intended route on such a chart may reveal errors and discrepancies in the
navigational co-ordinates which can then be corrected immediately, before they reveal themselves in terms of a
deviation from the ATC cleared route. As the flight progresses, plotting the aircraft's present position on this chart will
also serve the purpose of a navigation cross check, provided that the scale and graticule are suitable.
Plotting the aircraft's progress on a chart can be a useful tool for contingency situations. In the event of a total loss of
long range navigation capability, a completed plotting chart will assist in the necessary reversion to Dead Reckoning.
In other contingency situations it can help is assessing separation assurance from other busy tracks or from high
terrain (e.g over Greenland).

Provision of Step-Climbs
Controllers will accommodate requests for step-climbs whenever possible. When so re-cleared, pilots should initiate
the climb without delay (unless their discretion was invited or unless a conditional clearance was issued) and those
aircraft not using CPDLC/ADS-C should always report to ATC immediately upon leaving the old and on reaching the
new cruising levels.

8.3 PRE-FLIGHT PROCEDURES

GNSS (GPS) Systems
8.3.6 As with all LRNS operations, GPS LRNS operations must be approved by the State of the Operator (or the State
of Registry for International General Aviation operations) as part of the NAT HLA operational approval. When both the
LRNSs required for unrestricted NAT HLA operations are GPSs the approval of their operation will include the
requirement to carry out Pre-Departure Satellite Navigation Prediction Programme (as shown below). When only one
of the two LRNSs required is a GPS, or for multi-sensor navigation systems, State Authorities vary as to whether they
require their operators to conduct such pre-departure programmes.
8.3.10 When GPS is being used as a supplementary navigation means or when GPS is only one of the two LRNSs
required for NAT HLA Approval (e.g. when the second LRNS is an IRS/INS installation) or in the case of multi-sensor
navigation systems, then some States of Registry may not require the operator to conduct pre-flight RAIM/FDE
prediction checks.

Loading of Initial Waypoints

The manual entry of waypoint data into the navigation systems must be a co-ordinated operation by two persons,
working in sequence and independently: one should key in and insert the data, and subsequently the other should
recall it and confirm it against source information. It is not sufficient for one crew member just to observe or assist
another crew member inserting the data.

Leaving the Ramp

Prior to leaving the ramp Zero Ground Speed indications from the LRNS should be confirmed. Any excessive Ground
Speeds noted while on chocks should be resolved by checking fault codes, the currency of data bases and RAIM (if
GPS is employed).
Prior to take-off, operators with an avionic fit which employs an electronic map display should confirm that the derived
position indicates that the aircraft is at the start of the runway.
After leaving the ramp, inertial groundspeeds should be checked
With an FMS-based system, or a GPS stand-alone system, the “Leaving the Ramp” checks should be designed to
provide assurance that the navigation information presented is indeed 'sensible'.?????

8.4 IN FLIGHT PROCEDURES

ATC Oceanic Clearance and subsequent Re-clearances
Where practicable, two flight crew members should listen to and record every ATC clearance and both agree that the
recording is correct. Standard Operating Procedures (SOPs) for LRNS must include independent clearance copy, data
entry (Coordinates and/or named waypoints), and independent crosschecks to verify that the clearance is correctly
programmed. These procedures must also be used when enroute changes are entered. This task cannot be
delegated. Any doubt should be resolved by requesting clarification from ATC.

In the event that a re-clearance is received when temporarily only one pilot is on the flight deck, unless the re-
clearance is an ATC instruction that requires immediate compliance, any flight profile, mach number or routing
changes should not be executed, nor should the Navigation or Flight Management Systems be updated, until the
second pilot has returned to the Flight Deck and a proper cross-checking and verification process can be undertaken.

Indeed errors associated with re-clearances continue to be the most frequent cause of Gross Navigation Errors in the
North Atlantic HLA. Therefore, in both of these circumstances the situation should be treated virtually as the start of a
new flight and the procedures employed with respect to the following, should all be identical to those procedures
employed at the beginning of a flight (see paragraph 8.3.17 above):
a) copying the ATC re-clearance;
 b) amending the Master Document;
c) loading and checking waypoints;
d) extracting and verifying flight plan information, tracks and distances, etc.; and
e) preparing a new plotting chart.

Approaching the Ocean

Prior to entering the NAT HLA, the accuracy of the LRNSs should be thoroughly checked, if necessary by using
independent navigation aids. In spite of all this modern technology and even if the FMS is using GPS, it is still
worthwhile to carry out a 'reasonableness' check of the FMS/GPS position, using (for example) DME/VOR distance
and bearing.
Just prior, or at entry to, the ocean pilots should attempt to determine the offsets (if any) being flown by aircraft
immediately ahead on the same track one flight level above and one flight level below.

Entering the NAT HLA and Reaching an Oceanic Waypoint

When passing waypoints, the following checks should be carried out:
1. just prior to the waypoint, check the present position co-ordinates of each navigation system against the
cleared route in the Master Document, and
2. check the next two waypoints in each navigation system against the Master Document.
3. at the waypoint, check the distance to the next waypoint, confirm that the aircraft turns in the correct direction
and takes up a new heading and track appropriate to the leg to the next waypoint.
4. before transmitting the position report to ATC, verify the waypoint co-ordinates against the Master Document
and those in the steering navigation system. When feasible the position report “next” and “next plus 1”
waypoint co-ordinates should be read from the CDU of the navigation system coupled to the autopilot.
Even if automatic waypoint position reporting via data link (e.g. ADS-C or CPDLC) is being used to provide position
reports to ATC the above checks should still be performed.
Crews should also be aware that in the NAT Region ADS-C conformance monitoring is commonly employed. ATC
establishes event contracts that will result in automatic alerts whenever the aircraft diverges from its cleared profile.
Unless previously advised by the pilot of the need for such a divergence, crews should expect ATC to query the
situation. Standardised CPDLC alert messages have been developed for use here.

Routine Monitoring
A position check should be made at each waypoint and the present position plotted 10 minutes after passing each
waypoint. For a generally east-west flight, this 10 minute point will be approximately 2 degrees of longitude beyond the
oceanic waypoint.
It is good practice to cross check winds midway between oceanic waypoints by comparing the flight plan, LRNS and
upper milli-bar wind charts data. Such a cross check will also aid crews in case there is a subsequent contingency
situation requiring the use of Dead Reckoning.

8.5 SPECIAL IN-FLIGHT PROCEDURES

Strategic Lateral Offset Procedures (SLOP)
1. along a route or track there will be three positions that an aircraft may fly: centreline or one or two miles right
(Note: SLOP provisions as specified in ICAO PANS-ATM Doc.4444 were amended 13 November 2014 to include the use of “micro-offsets
 of 0.1 Nms for those aircraft with this FMS capabilty. Appropriate guidance for the use of this amended procedure in the North Atlantic is
under study and hence pending);
2. offsets will not exceed 2 NM right of centreline; and
3. offsets left of centreline must not be made.
SLOP is now a standard operating procedure for the entire NAT Region and pilots are required to adopt this procedure
as is appropriate.
● Aircraft without automatic offset programming capability must fly the centreline.
● To achieve an equal distribution of flying the centreline or 1 NM right or 2 NM right of centerline, it is
recommended that pilots of aircraft capable of programming automatic offsets should randomly select flying
centreline or an offset. In order to obtain lateral spacing from nearby aircraft (i.e. those immediately above
and/or below), pilots should use whatever means are available (e.g. ACAS/TCAS, communications, visual
acquisition, GPWS) to determine the best flight path to fly.
● An aircraft overtaking another aircraft should offset within the confines of this procedure, if capable, so as to
create the least amount of wake turbulence for the aircraft being overtaken.
● Pilots may contact other aircraft on the air-to-air channel, 123.45 MHz, as necessary; to co- ordinate the best
wake turbulence mutual offset option.
● Pilots may apply an offset outbound at the oceanic entry point and must return to centreline prior to the
oceanic exit point unless otherwise authorized by the appropriate ATS authority or directed by the appropriate
ATC unit.
● Aircraft transiting ATS Surveillance-controlled airspace mid-ocean should remain on their already established
offset positions.
● There is no ATC clearance required for this procedure and it is not necessary that ATC be advised.
● Voice Position reports should be based on the waypoints of the current ATC clearance and not the offset
positions.
Pilots should attempt to determine the offsets (if any) being flown by aircraft immediately ahead on the same track one
flight level above and one flight level below. And then select an offset which differs from those. If this is not possible or
practical, then pilots should randomly choose one of the three flight path options.

8.6 POST-FLIGHT PROCEDURES

Inertial Navigation System Accuracy Check
At the end of each flight, an evaluation of accuracy of the aircraft's navigation systems should be carried out.
(AEA: Con velocidad superior a 15kts anotarlo en el TECHLOG)

CHAPTER 9
RVSM FLIGHT IN THE NAT HLA

A ‘W' must be entered into Item 10 of the ICAO flight plan to indicate that the aircraft is approved for flight at RVSM
levels; the letter ‘X' must still be included to show that the aircraft satisfies NAT HLA lateral navigation performance
requirements.

In-Flight – Before Operating in the NAT HLA

Most flights will approach the NAT HLA through European or North American RVSM airspaces. It is therefore
expected that continuous monitoring of the serviceability of the aircraft's height keeping systems will have been
undertaken. Nevertheless, in view of the significant change of operating environment (i.e. to indirect surveillance and
communications) it is recommended that a final confirmation of the aircraft systems serviceability is performed
immediately prior to entering the NAT HLA. An altimeter cross check should be carried out; at least two primary
altimeters must agree within plus or minus 200 ft. The readings of the primary and standby altimeters should be
recorded to be available for use in any possible subsequent contingency situations.

In-Flight – Entering and Flying in the NAT HLA

When passing waypoints, or at intervals not exceeding 60 minutes (whichever occurs earlier), or on reaching a new
cleared flight level, a cross-check of primary altimeters should be conducted. If at any time the readings of the two
primary altimeters differ by more than 200 ft, the aircraft's altimetry system should be considered defective and ATC
must be informed as soon as possible.
it is important to ensure, by manually overriding if necessary, that the aeroplane neither undershoots nor overshoots
the cleared level by more than 150 ft.
To avoid possible risks from any of the foregoing situations, it is therefore essential in the NAT HLA that pilots not
using CPDLC/ADS-C always report to ATC immediately on leaving the current cruising level and on reaching any new
cruising level.

9.2 EQUIPMENT FAILURES

The following equipment failures must be reported to ATC as soon as practicable following their identification:
a) loss of one or more primary altimetry systems; or
b) failure of all automatic altitude-control systems
The aircraft should then follow the appropriate procedure described in Chapter 12 – “Procedures in the Event of
Navigation System Degradation or Failure”, or as instructed by the controlling ATC unit.

Chapter 17. After entering NAT RVSM Airspace.

1. Pilot-in-command options are to:
1.1. continue with the original clearance if ATC can apply another form of aircraft separation (i.e. lateral,
longitudinal or 2,000 ft vertical separation);
1.2. request ATC clearance to climb above or descend below NAT RVSM Airspace if ATC cannot provide
adequate separation from other traffic; or
1.3. execute contingency procedures to offset from track and flight level if ATC cannot provide adequate
separation from other aircraft. The pilot-in-command will maintain any offsets until a revised ATC
clearance can be obtained.
2. Dispatcher Actions
2.1. OPTION (2) – if the pilot-in-command elects to follow Option (2) then the pilot-in-command should
contact the dispatcher who will evaluate the clearance with due consideration for the effect on fuel
consumption, time en-route, any MEL/CDL issues and/or other operational factors. The dispatcher
shall make a recommendation to the pilot-in command on whether to continue on to the destination, or
the dispatcher will amend the release to allow the aircraft to proceed to an intermediate airport or
return back to the departure airport. The pilot will then either confirm the new clearance with ATC or
request a new clearance to another airport. The final decision rests with the pilot-in command.
2.2. OPTION (3) – if the pilot-in-command elects to follow Option (3), then when time permits, the pilot-in
command will advise the dispatcher of any offset made from track or/and flight level. No action by the
dispatcher is required since the effect on performance should be minimal.
 CHAPTER 10
ATS SURVEILLANCE SERVICES IN THE NAT HLA

The carriage of ADS-B has not been mandated in the NAT.

10.2 OPERATION OF SSR TRANSPONDERS

All aircraft operating as IFR flights in the NAT Region shall be equipped with a pressure- altitude reporting SSR
transponder.
Unless directed by ATC, pilots flying in the NAT FIRs will operate transponders continuously in Mode A/C Code 2000,
except that the last assigned code will be retained for a period of 30 min after entry into NAT airspace or after leaving
a radar service area.

10.3 OPERATION OF ADS-B TRANSMITTERS

To allow correlation of a Flight ID to a flight plan, the Flight ID must exactly match the ACID entered in Item 7 of the
ICAO flight plan.

CHAPTER 11
MONITORING OF AIRCRAFT SYSTEMS AND CREW PERFORMANCE
Monitoring of Operational Height-keeping Performance
The introduction of RVSM Airspace into the NAT Region has increased the necessity for consistent and accurate
reporting by pilots and ATC units, of all deviations of 90 m (300 ft) or more from the cleared flight level, whatever the
cause.

11.4 Monitoring of ACAS II Performance

Following an RA event, or other significant ACAS II event, pilots and controllers should complete an ACAS II RA
report.

11.7.8 The NAT CMA will take follow-up action in the following circumstances:
a) when reports are received from ATS Provider units, or other sources, that detail for any reason operational errors
that have resulted in an aircraft being at a level 90 m (300 ft) or more from its cleared flight level. Follow–up action with
the appropriate State of Registry will normally only be taken when the information contained in the reports is not
sufficiently comprehensive to determine the cause of the deviation;
b) when reports are received from height monitoring systems indicating that aircraft altimetry system performance may
not be compliant with the RVSM airworthiness requirements. i.e. measurements which are in magnitude equal to, or
greater than, the following criteria:
● Total Vertical Error (TVE) : 90 m (300 ft);
● Altimetry System Error (ASE) : 75 m (245 ft); or
● Assigned Altitude Deviation (AAD) : 90 m (300 ft) and;
c) when receiving reports from ATS Provider units of height deviations of 90 m (300 ft) or more resulting from
turbulence, ACAS/TCAS manoeuvres or contingency action.
 CHAPTER 12
PROCEDURES IN THE EVENT OF NAVIGATION SYSTEM DEGRADATION OR FAILURE

For unrestricted operation in the NAT HLA an approved aircraft must be equipped with a minimum of two fully
serviceable LRNSs. NAT HLA Approved aircraft which have suffered any equipment failures prior to NAT entry that
result in only a single LRNS remaining serviceable may still be flight planned and flown through the NAT HLA but only
on specified routes established for this purpose.
If after take-off, abnormal navigation indications relating to INS or IRS systems occur, they should be analysed to
discover their cause. Unless the flight can proceed safely using alternative approved navigation sources only, the pilot
should consider landing at the nearest appropriate airfield to allow the problem to be fully investigated, using technical
assistance if necessary. Under no circumstances should a flight continue into oceanic (NAT HLA) airspace with
unresolved navigation system errors, or with errors which have been established to have been caused by inertial
platform misalignment or initial position insertion error.

12.2 LOSS OF NAVIGATION/FMS CAPABILITY

Some aircraft carry triplex equipment (3 LRNSs) and hence if one system fails, even before take-off, the two basic
requirements for NAT HLA operations may still be met and the flight can proceed normally. The following guidance is
offered for aircraft having state approval for unrestricted operations in the NAT HLA and which are equipped with only
two operational LRNSs:
One System Fails Before Take-Off
(B787MEL solo permite despacho con 1 FMC inop.)

One System Fails Before the OCA Boundary is Reached

The pilot must consider:
a) landing at a suitable aerodrome before the boundary or returning to the aerodrome of departure;
b) diverting via one of the special routes described previously;
c) obtaining a re-clearance above or below the NAT HLA.

One System Fails After the OCA Boundary is Crossed

Once the aircraft has entered oceanic airspace, the pilot should normally continue to operate the aircraft in accordance
with the Oceanic Clearance already received, appreciating that the reliability of the total navigation system has been
significantly reduced.
The pilot should however,
● assess the prevailing circumstances (e.g. performance of the remaining system, remaining portion of the flight
in the NAT HLA, etc.);
● prepare a proposal to ATC with respect to the prevailing circumstances (e.g. request clearance above or
below the NAT HLA, turn-back, obtain clearance to fly along one of the special routes, etc.);
● advise and consult with ATC as to the most suitable action;
● obtain appropriate re-clearance prior to any deviation from the last acknowledged Oceanic Clearance.

When the flight continues in accordance with its original clearance (especially if the distance ahead within the NAT
HLA is significant), the pilot should begin a careful monitoring programme:
 ● to take special care in the operation of the remaining system bearing in mind that routine methods of error
checking are no longer available;
● to check the main and standby compass systems frequently against the information which is still available;
● to check the performance record of the remaining equipment and if doubt arises regarding its performance
and/or reliability, the following procedures should be considered:
○ attempting visual sighting of other aircraft or their contrails, which may provide a track indication;
○ calling the appropriate OAC for information on other aircraft adjacent to the aircraft's estimated
position and/or calling on VHF to establish contact with such aircraft (preferably same track/level) to
obtain from them information which could be useful. e.g. drift, groundspeed, wind details.

The Remaining System Fails After Entering the NAT HLA

The pilot should:
● immediately notify ATC;
● make best use of procedures specified above relating to attempting visual sightings and establishing contact
on VHF with adjacent aircraft for useful information;
● keep a special look-out for possible conflicting aircraft, and make maximum use of exterior lights;
● if no instructions are received from ATC within a reasonable period consider climbing or descending 500 feet,
broadcasting action on 121.5 MHz and advising ATC as soon as possible.
Note: This procedure also applies when a single remaining system gives an indication of degradation of performance,
or neither system fails completely but the system indications diverge widely and the defective system cannot be
determined.

Complete Failure of Navigation Systems Computers

A characteristic of the navigation computer system is that the computer element might fail, and thus deprive the
aircraft of steering guidance and the indication of position relative to cleared track, but the basic outputs of the IRS
(LAT/LONG, Drift and Groundspeed) are left unimpaired. A typical drill to minimise the effects of a total navigation
computer system failure is suggested below. It requires comprehensive use of the plotting chart.
● use the basic IRS/GPS outputs to adjust heading to maintain mean track and to calculate ETAs.
● draw the cleared route on a chart and extract mean true tracks between waypoints.
● at intervals of not more than 15 minutes plot position (LAT/LONG) on the chart and adjust heading to regain
track.

CHAPTER 13
SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES
If an aircraft is unable to continue its flight in accordance with its ATC clearance, a revised clearance should be
obtained, whenever possible, prior to initiating any action, using the radio telephony distress (MAYDAY) signal or
urgency (PAN PAN) signal as appropriate.
If prior clearance cannot be obtained, an ATC clearance should be obtained at the earliest possible time and, in the
meantime, the aircraft should broadcast its position (including the ATS Route designator or the Track Code as
appropriate) and its intentions, at frequent intervals on 121.5 MHz (with 123.45 MHz as a back-up frequency).
If, however, the aircraft is in an area where ATC communications are being conducted on VHF, pending receipt of any
re-clearance, the position and intentions should be broadcast on the current control frequency, rather than 121.5 or
123.45 MHz.
It is appreciated that in such emergency situations communication with ATC may not be the highest priority for flight
crews. Hence until a revised clearance is obtained the specified NAT in-flight contingency procedures should be
carefully followed.
In general terms, the aircraft should be flown at a flight level and/or on a track where other aircraft are least likely to be
encountered. Maximum use of aircraft lighting should be made and a good look-out maintained. If ACAS/TCAS is
carried, the displayed information should be used to assist in sighting proximate traffic.

13.3 SPECIAL PROCEDURES

The general concept of these Oceanic in-flight contingency procedures is, whenever operationally feasible, to offset
from the assigned route by 15 NM and climb or descend to a level which differs from those normally used by 500 ft if
below FL410 or by 1000 ft if above FL410.

Initial Action
The aircraft should leave its assigned route or track by initially turning at least 45° to the right or left whenever this is
feasible. The direction of the turn should, where appropriate, be determined by the position of the aircraft relative to
any organised route or track system (e.g. whether the aircraft is outside, at the edge of, or within the system). Other
factors which may affect the direction of turn are: direction to an alternate airport, terrain clearance, levels allocated on
adjacent routes or tracks and any known SLOP off sets adopted by other nearby traffic.

Subsequent Action
An aircraft that is able to maintain its assigned flight level, after deviating 10 NM from its original cleared track
centreline and therefore laterally clear of any potentially conflicting traffic above or below following the same track,
should :
a) climb or descend 1000 ft if above FL410
b) climb or descend 500 ft when below FL410
c) climb 1000 ft or descend 500 ft if at FL410
An aircraft that is unable to maintain its assigned flight level (e.g due to power loss, pressurization problems, freezing
fuel, etc.) should, whenever possible, initially minimise its rate of descent when leaving its original track centreline and
then when expected to be clear of any possible traffic following the same track at lower levels and while subsequently
maintaining a same direction 15 NM offset track, descend to an operationally feasible flight level, which differs from
those normally used by 500 ft if below FL410 (or by 1000 ft if above FL410).

Before commencing any diversion across the flow of adjacent traffic or before initiating any turn-back (180°), aircraft
should, while subsequently maintaining a same direction 15 NM offset track , expedite climb above or descent below
the vast majority of NAT traffic (i.e. to a level above FL410 or below FL280), and then maintain a flight level which
differs from those normally used: by 1000 ft if above FL410, or by 500 ft if below FL410. However, if the pilot is unable
or unwilling to carry out a major climb or descent, then any diversion or turn-back manoeuvre should be carried out at
a level 500 ft different from those in use within the NAT HLA, until a new ATC clearance is obtained.

If these contingency procedures are employed by a twin engine aircraft as a result of the shutdown of a power unit or
the failure of a primary aircraft system the pilot should advise ATC as soon as practicable of the situation, reminding
ATC of the type of aircraft involved and requesting expeditious handling.

13.4 DEVIATIONS AROUND SEVERE WEATHER

If the aircraft is required to deviate laterally from track to avoid weather (e.g. thunderstorms), the pilot should request a
revised clearance from ATC and obtain essential traffic information prior to deviating. This is the case even when a
pilot expects to have to deviate by a relatively small distance (e.g. less than 10 NM). However, if for any reason such
prior revised ATC clearance cannot be obtained, and only in such a circumstance, the contingency procedures
described at paragraph 13.4.4 below should be adopted. But, nevertheless, in the meantime efforts should be
continued to obtain an appropriate revised ATC clearance.
If in receipt of a revised clearance, it should be followed in all its provisions. If such a revised clearance is received
after the pilot has commenced the contingency procedures, this revised clearance will then supersede any and all of
the provisions within the contingency procedures.
Only in the event that a revised ATC clearance has not been obtained, the following contingency deviation procedures
should be adopted in their entirety:
● If possible, deviate away from the organized track or route system;
● Establish communications with and alert nearby aircraft broadcasting, at suitable intervals: aircraft
identification, flight level, aircraft position (including ATS route designator or the track code) and intentions, on
the frequency in use (when VHF) and on frequency 121.5 MHz (or, as a back-up, on the VHF inter-pilot air-to-
air frequency 123.45 MHz);
● Watch for conflicting traffic both visually and by reference to ACAS/TCAS (if equipped);
● Turn on all aircraft exterior lights.
● For deviations of less than 10 NM, aircraft should remain at the level assigned by ATC;
● For deviations of greater than 10 NM, when the aircraft is approximately 10 NM from track, initiate a level
change of 300 ft.

Route centre line track Deviations>19 km (10 NM) Level change

EAST (000° 179° magnetic) LEFT DESCEND 90 m (300 ft)

RIGHT CLIMB 90 m (300 ft)

WEST (180° 359° magnetic) LEFT CLIMB 90 m (300 ft)

RIGHT DESCEND 90 m (300 ft)
 ● When returning to track, regain the last assigned flight level, when the aircraft is within approximately 10 NM
of centre line.
The pilot should inform ATC when weather deviation is no longer required, or when a weather deviation has been
completed and the aircraft has returned to the centre line (or previously adopted SLOP Offset) of its cleared route.

13.5 WAKE TURBULENCE

Any pilot who encounters a wake turbulence event when flying in NAT HLA should ensure that a detailed report is
provided and that a copy is forwarded to the North Atlantic Central Monitoring Agency. After the expiry of the current
ICAO programme, and in the absence of any other relevant mandatory reporting arrangements, the reporting form
included at Attachment 3 to this Manual could be used for this purpose.
The Strategic Lateral Offset Procedures (see Chapter 8) are now standard operating procedures throughout the NAT
Region. Thus when flying within the NAT HLA, if the aircraft encounters wake turbulence and the pilot considers it
necessary to offset from the current track then the pilot may only elect to fly another of the three options allowable in
SLOP (i.e. Cleared Track centre-line, or 1 NM or 2 NM right of centre-line). It is no longer possible to offset left of the
track centre-line to avoid wake turbulence. If neither of the remaining SLOP offset tracks are upwind of the other
aircraft which is causing the wake turbulence, then the pilot should co-ordinate with the other aircraft via the inter-pilot
frequency 123.45 MHz, and perhaps request that the other aircraft adopt an alternative (SLOP) allowable downwind
offset. If wake turbulence is encountered, even if it is subsequently avoided by judicious use of offsets, a report should
still be made. If turbulence is encountered but the pilot is unsure whether the cause is wake vortex or perhaps Clear
Air Turbulence, a report should be submitted annotated to this effect.

13.6 ACAS/TCAS ALERTS AND WARNINGS

All Resolution Advisories (RAs) should be reported to ATC:
a) verbally, as soon as practicable; and
b) in writing, to the Controlling Authority, after the flight has landed, using the necessary procedure and forms,
including, when appropriate, the ‘Altitude Deviation Report Form' shown at Attachment 2 to this Manual.

CHAPTER 17
GUIDANCE FOR DISPATCHERS

Planning a Random Route

Dispatchers planning NAT flights originating in south Florida or the Caribbean should consider the effect of traffic from
South America operating north eastwards to the USA, when deciding on flight levels. Although the dispatcher should
plan optimum flight levels, adequate fuel should be carried so that a NAT flight can accept a lower altitude (FL260 or
FL280) until east of 70˚W.
Any flight planning to leave an OTS track after the oceanic entry point must be treated as a random route. The track
letter must not be used to abbreviate any route segment description.

ATTACHMENT 4
ICAO FPL COMPLETION FOR A NAT FLIGHT
Item 9: H HEAVY, to indicate an aircraft type with a maximum certificated take-off weight of 136 000 kg (300 000 lb)
or more.
Item 10:

S - if standard COM/NAV/approach aid equipment for the route to be flown is carried and serviceable (VHF RTF,
VOR and ILS)

D - DME H - HF RTF J4 - CPDLC FANS 1/A VDL Mode 2

G - GNSS I - Inertial Navigation J5 - CPDLC FANS 1/A SATCOM

F - ADF E3 - PDC ACARS M1 - ATC RTF SATCOM (INMARSAT)

W - RVSM approved X -NAT HLA approved Y - VHF with 8.33 kHz channel spacing

R - PBN approved
Item 18 of the flight plan, following the PBN/ indicator.
A1 - RNAV 10 (RNP 10)
B1 - RNAV 5 all permitted sensors
D1 - RNAV 1 all permitted sensors

L - Transponder - Mode S, including aircraft identification, pressure-altitude, extended squitter (ADS-B) and
enhanced surveillance capability
B1 - ADS-B with dedicated 1090 MHz ADS-B ‘out' capability
D1 - ADS-C with FANS 1/A

WATRS PLUS
CTAs Affected
The WATRS structure redesign and 50 NM lateral separation will be implemented in the Atlantic portion of the Miami
Oceanic CTA, the San Juan CTA/FIR and the West Atlantic Route System (WATRS).
New York Oceanic airspace outside of WATRS will be transition airspace. 50 NM lateral separation may be applied in
this airspace between aircraft authorized RNP 10 or RNP 4.

Lateral Separation Standards to Be Applied

● 50 NM lateral separation will be applied in the WATRS Plus CTAs between aircraft authorized for RNP 10 or
RNP 4 operating at any altitude above the floor of controlled airspace.
 ○ NOTE: Since December 2013 in this airspace, pairs of aircraft with RNP 4 and FANS1/A Approvals
may receive clearances by ATC using 30 NMs lateral and 30 NMs longitudinal separation minima; and
pairs of aircraft with RNP 10 and FANS1/A Approvals may be cleared for 50 NMs longitudinal
separation.
● 50 NM lateral separation may be applied in the New York Oceanic CTA/FIR outside of WATRS between
aircraft authorized RNP 10 or RNP 4 operating at any altitude above the floor of controlled airspace.
● Within the WATRS Plus CTAs, the lateral separation standard applicable to NonRNP10 aircraft will be 90 NM.
Policies for application of other lateral separation standards in airspace outside the WATRS Plus CTAs are not
affected.

Operation on Routes Within the WATRS Plus CTAs Not Requiring RNP 10 or RNP 4
Authorization
Operation on certain routes that fall within the boundaries of WATRS Plus CTAs will not be affected by the introduction
of RNP 10 and 50 NM lateral separation. Operation on the following routes will not be affected:
● Routes that are flown by reference to ICAO standard ground-based navigation aids (VOR, VOR/DME, NDB),
such as the routes in the airspace between Florida and Puerto Rico.
● Routes which are located within radar and VHF coverage.
● Special Area Navigation (RNAV) routes located in the airspace between Florida and Puerto Rico. The RNAV
Y-Routes are not part of the WATRS Plus route structure.

RNP 10 or RNP 4 Authorization: Policy and Procedures forAircraft and Operators

● In accordance with ICAO guidance, RNP 10 and RNP 4 are the only navigation specifications (nav specs)
applicable to oceanic and remote area operations. Other RNAV and RNP nav specs are applicable to
continental en route, terminal area and approach operations.
● RNP 10 and RNP 4 authorization require aircraft equipage with at least two LRNS with functionality and
display adequate for the operation.
● Unless otherwise approved, the basic RNP 10 time limit is 6.2 hours between position updates for aircraft on
which Inertial Navigation Systems (INS) or Inertial Reference Units (IRU) provide the only source of long
range navigation

Extended RNP 10 time limits of 10 hours and greater are already approved for many IRU systems.

Pilot and Dispatcher Procedures: Basic and In-flight Contingency Procedures

● LRNS Failure or Malfunction After Entry Onto WATRS Plus Oceanic Routes or Areas. The following is
WATRS Plus CTA policy for LRNS failure or malfunction enroute:
 ○ To conduct operations as an RNP 10 or RNP 4 operator/aircraft, at least two RNP 10 or RNP 4
authorized LRNSs shall be operational at entry on to oceanic route segments or areas in the WATRS
Plus CTAs.
○ After entry on to an oceanic route segment or area within the WATRS Plus CTAs, if an LRNS fails or
malfunctions and only one LRNS remains operational, the pilot shall inform ATC. ATC will
acknowledge and monitor the situation. The aircraft may continue on the cleared route provided that,
in the pilot’s judgment, the remaining LRNS will enable the aircraft to be navigated within
approximately 10 NM of the cleared route centerline. If that is not the case, then paragraph (3) below
applies
○ If, in the pilot’s judgment, the aircraft cannot be navigated within approximately 10 NM of the cleared
route centerline:
■ the pilot shall advise ATC of the situation and coordinate a course of action
■ the pilot shall: consider the best option to maintain the safety of the operation (e.g., continuing
on route or turning back); whenever possible obtain an ATC clearance before deviating from
cleared route or flight level and keep ATC advised.
■ ATC will establish an alternative separation standard as soon as practicable, coordinate the
safest course of action with the pilot and monitor the situation.
■ if coordination with ATC cannot be accomplished within a reasonable period of time, the pilot
should consider climbing or descending 500 feet, broadcasting action on 121.5 and advising
ATC as soon as possible.
● In-flight Contingency Procedures (e.g., Rapid Descent, Turn-back, Diversion). In-flight contingency procedures
for oceanic airspace now published in FAA Notices, posted on the WATRS Plus Website and published in
ICAO Document 4444 must be emphasized in pilot training/knowledge programs. The published procedures
are applicable to the WATRS Plus CTA reduction of lateral separation from 90 NM to 50 NM. The full text of
the in-flight contingency procedures is published on the WATRS Plus Webpage under “Operating Policy” in
Section 2.
● Maneuvering to Avoid Convective Weather in a 50 NM Separation Environment. Pilots are required to
maneuver (deviate) around convective weather on a regular basis in the course of WATRS Plus operations.
Weather deviation procedures, therefore, must be emphasized in accordance with the following:
○ It is imperative that pilots keep ATC advised of their intentions during the initial weather avoidance
maneuver and any subsequent maneuvers to avoid convective weather.
○ For distress or urgent situations, direct Air/Ground and Ground/Air satellite telephone service
(SATVOICE) is available for communication with New York Oceanic, San Juan Center and ARINC.
(See the WATRS Plus Webpage for details).
○ Pilots must be aware of the provision to climb or descend 300 feet (depending on the direction of flight
and direction of deviation from track) to mitigate the chance of conflict with other aircraft when forced
to deviate without a clearance.

● Strategic Lateral Offset Procedures (SLOP). Pilots should use SLOP procedures in the course of regular
oceanic operations.
○ The Strategic Lateral Offset Procedure will be in force throughout the New York Oceanic FIR and in
oceanic airspace in the San Juan FIR.
○ Bermuda. Aircraft transiting radar-controlled airspace in the vicinity of Bermuda may remain on their
established offset positions.
 ○ Aircraft entering airspace in the San Juan FIR must return to centerline at the oceanic exit point,
where direct controller-pilot VHF or UHF voice communication is available

Flight of Aircraft Previously Authorized RNP 10 or RNP 4 with One Long-Range Navigation
System Operational
Failure or Malfunction of LRNS Enroute, One LRNS Operational Prior to Entering a WATRS Plus CTA.
In the situation where at least two LRNS are operational at takeoff, but LRNS failure or malfunction occurs en route
and only one LRNS remains operational, the pilot shall take action to inform ATC. Approximately 175-125 NM prior to
entering a WATRS Plus CTA, the pilot shall report to ATC that only one LRNS is operational and request that ATC
amend the flight plan item 18 entry to delete “PBN/A1” or “PBN/L1” and enter “RMK/NONRNP10” in accordance with
paragraph 1.4a. In addition, after entering on to a WATRS Plus oceanic route or area, the pilot shall report the
“NonRNP10” status of the aircraft in accordance with paragraph 1.4b.

EUR/SAM
OPERATIONS WITHIN EUR/SAM CORRIDOR RVSM AIRSPACE
The EUR/SAM corridor is the airspace over the South Atlantic area within the FIRs of Canary Is, Dakar Oceanic,
Atlantic and Sal Oceanic is designated RVSM/RNP10 airspace (between FL290 and FL410 inclusive).

CANARY IS
Wake Turbulence
An aircraft encountering wake turbulences should notify ATC and request a revised clearance.
DATA LINK SERVICES
CPDLC/ADS-C services are available in the Canaries FIR/UIR.
STRATEGIC LATERAL OFFSET PROCEDURES (SLOP)
SLOP will be usable throughout the Canaries FIR.

CAPE VERDE
LONGITUDINAL SEPARATION
The minimum longitudinal separation applied within Sal Oceanic FIR/UIR is:
● 10 minutes or 80NM derived by RNAV, when the Mach Number Technique (MNT) is applied on designated
controlled oceanic routes in the EUR/SAM corridor within the Dakar Oceanic, Recife, Sal Oceanic FIR’s;
● 10 minutes on the portion of UR976 and on the portion of UA602 for traffic not destined to NAT region without
application of the MNT;
● 10 minutes for crossing traffic within Sal Oceanic FIR;
● 20 minutes in all other cases.
Use of Geographic Coordinates
All aircraft not equipped with ADS-C/CPDLC, crossing common FIR boundary Dakar Oceanic/Sal and vice versa on
west of UN741 shall overfly the entry/exit compulsory reporting points established along that boundary. However, the
use of any entry/exit waypoints, based on geographical coordinates is allowed for ADS-C/CPDLC-equipped aircraft
only.
FLEXIBLE TRACK SYSTEM
Flexible routings are implemented within Sal FIR/UIR (GVSC) above FL245. Within Sal airspace users will be able to
plan user-preferred trajectories through the use of 5 letter waypoint name codes. Route portions between waypoints
will be indicated by means of “DCT” instruction.

ATLANTIC OCEAN RANDOM ROUTING RNAV AREA

(AORRA BRAZIL)
Is the volume of airspace between FL290 and FL410 inclusive within the Atlantico, Comodoro Rivadavia, Ezeiza
Oceanic, Johannesburg Oceanic, Luando Oceanic and Montevideo FIR.
Flights operating within the AORRA shall enter and exit AORRA via charted gates. Aircraft may track via a flight plan
preferred track between these gates. Prior to entering or after exiting the AORRA at a particular gate, aircraft are to
comply with the fixed route structure associated with that particular entry or exit point or as instructed by ATC, and are
required to flight plan accordingly.
In cases where there is no fixed route structure, Standard Instrument Arrival (STAR) or Standard Instrument Departure
(SID), soon after entering/leaving the AORRA that supports the origin/destination of a specific flight, aircraft may
enter/leave the AORRA out of the gates.
ADS/CPDLC will be utilized in AORRA airspace by suitably equipped service providers to provide this kind of
communication and/or surveillance to aircraft equipped with FANS 1/A Functionalities. Operators are to note that in
some sectors of the random routing air space, ADS/CPDLC is the primary form of communication, with HF as
secondary means of communication.
No aircraft shall flight plan to operate in the AORRA airspace unless it is RPN10 certified to operate in this airspace by
the State of Registry or the State of operator as the case may be, except in limited circumstances.
FLIGHT PLANS
When it is intended to operate an aircraft in AORRA airspace, RNP10 compliance shall be indicated by placing an “R”
in box 10 of the flight plan form. Flight plans shall contain entry and exit points to AORRA and the estimated time for
every 5º of longitude.
GENERAL PROCEDURES
If an aircraft cannot enter or continue the flight in compliance with the ATC clearance issued and/or cannot maintain
the precision required for the specified navigation performance in the airspace, ATC will be advised immediately.
Position reporting shall be required at entry/exit gates, every 10º longitude, and any other position required by ATC.
(AORRA LIBERIA: Position reporting shall be required at entry/exit gates, 05W, 10W, 15W, 20W, 25W as well as any other position required by
ATC.)
 ETOPS / HLA CHECKLIST WEATHER DEVIATIONS
Preflight If no ATC clearance: Broadcast intentions, turn all exterior lights on. Less than 10NM,
Master Document vs CDU…………………………………………………...Checked ±2º / ±2NM remain at the FL assigned. More than 10NM:
Altimeters…………………………………………………………………….…………………..±75ft
Route centre line track Deviations > 10 NM
LRNS………………………………………………………………………..At least two operational
Groundspeed check…………………………………………………………………..Should be 0kt EAST (000° 179° magnetic) LEFT! DESCEND 300 ft / CLIMB 300 ft
WEST (180° 359° magnetic) RIGHT! CLIMB 300 ft / DESCEND 300 ft
Prior to Oceanic Entry
Altimeters………………………………………….…………………………………………….±200ft
Oceanic Clearance………………………….………………………………………………...Obtain When returning to track, regain assigned FL when at 10NM of centerline. Inform ATC.
CPDLC / ADS-C if required…………………….…………………………………………….Log on B787 ADS-C UM130 REPORT PASSING: will only occur when the aircraft is within 21 NM
SLOP procedure………………………………………………………….……………………….Set of the aircraft active flight plan route. Create a parallel offset consistent with the cleared deviation.
Aircraft status (e.g. SATCOM)…….……………………………………………………….Checked
HF SELCAL check………………………………………………………………….………..Perform
FIR OCEANIC REQUEST
After Oceanic Entry REMARKS
LOGON OEP MESSAGE
Assigned Mach Number……………………………………………………………………Maintain LPPO Min 40’ before OEP MAX FL at OEP
VHF Freq. 123,45 and 121,5……………………………………………….……………………Set 10’-25’ SELCAL CHECK, FIR/OCA NEXT ABLE HIGHER AT --:--Z
Squawk 2000, 30’ after oceanic entry…………………………………………………………..Set KZWY* FL & MACH requested
Approaching WPT. ……………………………………Check coordinates of that WPT and next 10’-25’ SELCAL CHECK, FIR/OCA NEXT ABLE HIGHER AT --:--Z
Overhead WPT……………….…Transitions to next leg (track, distance, time with FPL, wind) EGGX 30’-90’ before OEP (Voice 40’ before 45N) 2º OTS, MAX FL at OEP
10’ after passing a WPT..…………………………………………………………….………….Plot 10’-25’ SELCAL CHECK, FIR/OCA NEXT No entry w/o OCL
Contingency proc. (IFSD, depressurization, navigation, weather)……….……….……Review Sent RCL 90’ from OEP.
CZQX If OCL via voice (2330z/0730z), 200nm of freq. location.
MAX FL at OEP
10’-25’ SELCAL CHECK, FIR/OCA NEXT
Prior to ETOPS Entry
FMC Fix page (Alternates, entry point, ETP, exit point) ……………………….………….….Set TTZP OCL request 30’ before TTZP/KZNY boundary
On entry a CPDLC position report should
- 15’ be made to verify that Piarco is CDA
Weather. …………………………………………………………………………………….…Obtain
“IF NO CLEARANCE RECEIVED WITHIN 15’ (CZQX: 30’ OF OEP) REVERT TO VOICE PROCEDURES END OF
Aircraft status. ………………………………………………………………………………Checked MESSAGE.” If this message is not received within 5 minutes of sending the RCL, the crew should request the
Cabin status. ………………………………………………………………………………..Checked clearance via voice.
FMC Alternate page. ……………………………………………………………………………..Set If the flight enters an oceanic CTA followed by ATS surveillance airspace, next CTA should not be stated.
If domestic frequency assignment not received by 10 minutes prior to entry into the next CTA, request the frequency,
stating the current CTA exit fix or coordinates.
Cruise into ETOPS *Flights entering Bermuda Radar Airspace shall receive an END SERVICE msg and shall re-logon to KZWY prior to
Weather. ………………………………………………………………………………………Update enter New York OCA when advised by ATC to contact ARINC on HF
ETOPS Critical Fuel. ………………………………………………………………………….Check !
FIR LOGON AT ENTRY WPT REMARKS
SOOO >30’ ! SELCAL check at ATC discretion
Logon being mandatory for aircraft equipped with
RADIO COMM. FAILURE (Try other HF, SATCOM, nearby aircraft for relay) GCCC FANS1/A flying south of parallel 25N or west of
(Select FANS in COMM page)
! Equipment Failure before receiving an Oceanic Clearance: 15’-30 meridian 20W.
Logoff 10’ after leaving FIR if not auto.
• Divert or fly the Flight Plan route, speed and initial planned oceanic level to 15’-45’ manual logon transfer from
GVSC Auto logon transfer to GVSC.
GVSC to GOOO, GCCC and LPPO.
landfall. 15’-30’ If 10’ to boundary and no logon " Manual logon
Ensure no connection after leaving.
! Blackout encountered (in an HF comms Domestic ATC environment) before GOOO Auto logon transfer to GOOO. At the boundary if no EXPECT SELCAL CHECK
receiving an Oceanic Clearance: 15’-30’ logon " Manual logon ! Do not contact. If no ADS-C, report ETA change > 2’
• Continue at Domestic cleared level and follow flight planned route and SBAO Do not contact. SELCAL check at ATC discretion
15’-30’
speed to landfall.
! Confirm CPDLC CDA: One CPDLC position report at boundary entry point.
! Equipment Failure or Blackout after receiving an Oceanic Clearance:
• Fly that clearance to landfall. When entering the next ATSU, confirm successful transfer observing the change in active
indication provided by the aircraft.