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aerodynamically effective at approximately 60 knots.
Flaps and slats provide high lift for takeoff, approach, and landing.
Symmetric spoilers are used as speedbrakes.
Flight Control Surface Locations
Flaps (2 Per
Side)
Aileron Elevator
Spoilers
(7 Per
Side)
Krueger
Flaps (1
Per Side)
Rudder
Stabilizer
Flaperon
Slats (6 Per Side)
787 Flight Crew Operations Manual
Flight Controls -
System Description
9.20.4 Boeing Proprietary
Actuator Control Electronics/Hydraulic Power Distribution
C
L
R
C C
L R
C1 C2
E
R
C2
E
L
C1
L R
1
2
3
4
5 6 7 8
14
13
12
11
9 10
C
L
R E
E
L
R
L R
R
L
E
R L E R
C
C
C
C
C
C R
C1
L
R
R
C2
C1 L
R C2 L R C2 C2 L
C2
C1
C1
R
L
L
C2
Outboard Spoilers
Inboard Spoilers
Flaperon
Aileron
Stabilizer
Elevator
ACE Source
Left , center 1,
center 2, or right.
Hydraulic System
Source
Left, center, or
right.
Rudder
Electric System
Source
C1
R
L
787 Flight Crew Operations Manual
Flight Controls -
System Description
Boeing Proprietary 9.20.5
Primary Flight Control System Modes
There are three primary flight control system modes (flap and slat system modes
are described later in this section):
• normal
• secondary
• direct.
All the modes use the same pilot controls and flight control surfaces.
Flight Control System Normal Mode
In the normal mode during manual flight, the ACEs receive pilot control inputs
and send these signals to the three PFCs. The PFCs verify these signals and
information from other airplane systems in order to compute control surface
commands. These commands are then sent back to the ACES. The four ACES
send enhanced signals to the flight control surface actuators.
When the autopilot is engaged, the autopilot system sends commands to the PFCs.
The PFCs generate control surface commands, which are then sent to the ACEs in
the same manner as pilot control inputs. The autopilot commands move the pilot
controls to provide indications of what the autopilot is doing. If the pilot overrides
the autopilot with control inputs, the PFCs disconnect the autopilot and use the
pilot control inputs. The autopilot is only available during normal mode operation.
Refer to Chapter 4, Automatic Flight, for autopilot operation.
After the hydraulic systems are shut down, the PFCs self–test. During the test,
various EICAS alert and status messages display, trim indicator information
blinks, and various failure indications display on the flight controls synoptic.
When the self test is complete, the EICAS messages disappear, and the trim
indicator and synoptic display return to normal. This happens about two minutes
after the EICAS caution message HYD PRESS SYS L+C+R is displayed.
Flight Envelope Protection
The flight envelope protection system reduces the possibility of inadvertently
exceeding the airplane's flight envelope. The flight envelope protection system
provides crew awareness of envelope margins through tactile, aural, and visual
cues. The protection functions do not reduce pilot control authority. The
protection functions are described later in this section and include:
• stall protection
• overspeed protection
• roll envelope bank angle protection.
787 Flight Crew Operations Manual
Flight Controls -
System Description
9.20.6 Boeing Proprietary
Normal Mode
STABILIZER
ELEVATORS
SPOILERS
AILERONS
FLAPERONS
RUDDER
ACTUATOR
CONTROL
ELECTRONICS
FLIGHT
COMPUTERS
PRIMARY
AUTOPILOTS
Surfaces
Control
PFCs
• redundant
• contain enhanced
control features
• generate all control
surface commands.
Pilot or autopilot control inputs command the PFCs
to generate control surface commands.
Mode
Control
Panel
Inputs
Pilot Control Inputs ACEs
Provide redundant
control in each axis
787 Flight Crew Operations Manual
Flight Controls -
System Description
Boeing Proprietary 9.20.7
Flight Control System Secondary Mode
When the PFCs can no longer support the normal mode due to internal faults or
　
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