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pedal inputs from the pilot to electronically command the flight control surfaces.
The system provides conventional control feel and pitch responses to speed and
trim changes. The system electronic components provide enhanced handling
qualities and reduce pilot workload.
The primary flight control system is highly redundant, with three operating
modes: normal mode, secondary mode, and direct mode. The primary flight
controls are powered by redundant hydraulic sources. The secondary flight
controls, high lift devices consisting of flaps and slats, are hydraulically powered
with an electrically powered backup system.
Pilot Controls
The pilot controls consist of:
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.
The F/O’s control wheel can be rotated approximately 8 degrees beyond the initial
stop if sufficient force is applied during ground checks.
The speedbrake lever allows manual or automatic symmetric actuation of the
spoilers.
The pilot controls command these system electronic components:
• four actuator control electronics (ACEs)
• three primary flight computers (PFCs).
The ACEs receive input signals from all pilot controls. The ACEs send control
signals to the primary flight control surfaces. Each ACE is assigned to different
actuators on the control surfaces. No single ACE controls more than one actuator
on a control surface. Some ACEs are not assigned to all control surfaces.
• two control columns • the speedbrake lever
• two control wheels • the flap lever
• two pairs of rudder pedals • rudder trim selector
• control wheel pitch trim
switches
• alternate pitch trim switches
787 Flight Crew Operations Manual
Flight Controls -
System Description
9.20.2 Boeing Proprietary
The EICAS caution message FLIGHT CONTROLS is displayed if:
• multiple ACE and/or hydraulic system failures cause the loss of a
significant number of control surfaces, or
• other flight control system faults are detected.
The ACEs can transmit pilot control inputs directly to the control surfaces, or they
can send the pilot inputs to the PFCs. When the ACEs are sending pilot inputs to
the PFCs, the ACEs receive control commands back from the PFCs and use the
commands to position the flight control surfaces.
The PFCs use information from other airplane systems (such as air data, inertial
data, flap and slat position, engine thrust, and radio altitude) to compute control
surface commands for enhanced handling qualities. See Primary Flight Control
System Modes in this Section for a description of these handling quality
enhancements.
The autopilot also sends commands to the PFCs, which then produce control
surface commands. See Chapter 4, Automatic Flight.
Flight Control Surfaces
Pitch control is provided by:
• two elevators
• a movable horizontal stabilizer.
Roll control is provided by:
• two flaperons
• two ailerons
• fourteen spoilers.
Yaw control is provided by:
• single rudder
The two elevators and horizontal stabilizer work together to provide pitch control.
A detailed description of pitch control is given in a separate section later in this
chapter.
The flaperons and ailerons provide roll control, assisted by asymmetric spoilers.
The flaperons are located between the inboard and outboard flaps on both wings.
In the normal mode, they are used for roll control with the flaps either retracted or
extended. For increased lift, the flaperons move down and aft in proportion to
trailing edge flap extension.
The ailerons are located outboard of the outboard flaps on each wing. For
increased lift, the ailerons move down for flaps 5, 15, and 20, to improve takeoff
performance.
787 Flight Crew Operations Manual
Flight Controls -
System Description
Boeing Proprietary 9.20.3
In the normal mode, the ailerons are locked out during high speed flight; the
flaperons and spoilers provide sufficient roll control. During low speed flight,
these panels augment roll control.
During takeoff, approach, and landing, the ailerons and flaperons droop
symmetrically in unison with the flaps and the spoilers symmetrically droop in
unison providing continuous extension over the flaps. This droop is available in
all flight control modes.
Yaw control is provided by a single rudder. During takeoff, the rudder becomes
　
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