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be displayed.
Standby Magnetic Compass
A standard liquid–damped magnetic standby compass is provided. A card located
near the compass provides heading correction factors.
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. Elapsed flight time starts automatically
at weight off wheels and ends at weight on wheels plus 30 seconds. 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)
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)
• two attitude heading reference units (AHRU)
787 Flight Crew Operations Manual
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System Description
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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.
The IRUs are described in Chapter 11, Flight Management, Navigation.
Attitude Heading Reference Units (AHRU)
The AHRUs are the primary source for attitude and heading information. The
AHRUs are described in Chapter 11, Flight Management, Navigation.
Air Data Reference System (ADRS)
The ADRS provides primary, secondary, and standby air data. The major
components of the ADRS are:
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. The center static ports are also connected to an independent air data
module to provide static pressure to the standby airspeed indicator and the standby
altimeter.
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. These air data
modules convert dynamic air pressure to a digital output for use by other systems.
The center pitot probe also provides dynamic pressure to the standby air data
module.
Angle–of–Attack
There are two angle–of–attack vanes, one located on each side of the forward
fuselage. The vanes measure airplane angle–of–attack relative to the air mass.
• eight air data modules
• six static ports
• three pitot probes
• two angle–of–attack vanes
• one total air temperature probe.
787 Flight Crew Operations Manual
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System Description
Boeing Proprietary 10.20.15
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.
Static Air Temperature
Static air temperature, displayed on the CDU PROGRESS page, comes from the
ADRS, using total air temperature probe information.
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Flight Instruments, Displays Chapter 10
Head-Up Display System Description Section 22
Boeing Proprietary 10.22.1
10.22 Flight Instruments, Displays-Head-Up Display System Description Introduction
The airplane is equipped with two head-up displays (HUD); one for each pilot.
These displays operate independently from each other.
HUD are supplementary flight instrument display systems. The system projects
flight data symbology onto a transparent glass "combiner" screen in the pilot’s
forward field of vision. This allows the pilot see the data while looking through
the forward windscreen. Any monitoring of other displays like the ND or EICAS
is done on those respective displays.
The HUD and PFD receive flight data from the same sources, thus HUD
indications will match (repeat) PFD indications, though data format and
　
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