787 Limitation

1. Maximum Takeoff and Landing Tailwind

1. Maximum Takeoff and Landing Tailwind

* Use high altitude airport operation procedures when operating above 8,000 feet pressure altitude. (Refer to Automatic Pressurization Control - Landing Airport Elevation At or Above 8,000 Feet in Chapter SP, Section 2, for additional information.)

**Note:** The capability of the airplane has been satisfactorily demonstrated for takeoffs and landings with tailwinds up to 15 knots. This does not constitute operational approval to conduct takeoffs or landings with tailwind in excess of 10 knots.

## Turbulent Air Penetration Speed

1. Turbulent air penetration speed (in severe turbulence) is defined as:

• 290 KIAS below 25,000 feet

• 310 KIAS/.84 Mach (whichever is lower) at and above 25,000 feet.

## Operational Information

The maximum demonstrated crosswind for takeoff is 35 knots and for landing is 33 knots.

[Option – HF radios]

1. Do not operate HF radios when refueling.

## Non–AFM Operational Information

[Option – English / Metric units]

1. Do not operate weather radar in a hangar or within 50 feet (15.25 meters) of any fuel spill.

**Note:** The hangar restriction does not apply to the weather radar test mode.

### RVSM Operations

Do not fly in RVSM airspace on ISFD alone. The standby altimeter does not meet RVSM altimeter accuracy requirements.

## Non-AFM Operational Information

Prior to takeoff the maximum allowable difference between Captain’s or First Officer’s altitude display and field elevation is 75 feet.

### Graphical Exit Signs

All passengers must be informed of the graphical exit signs, by an approved briefing, prior to each takeoff and landing.

### Passenger Evacuation

Main door emergency power assists and evacuation slide systems must be armed with the door mode select levers in the automatic position and the electronically dimmable door windows must be in the clear state prior to taxi, takeoff and landing whenever passengers are carried.

### Flight Deck Security Door

Verify that an operational check of the Flight Deck Access System has been accomplished according to approved procedures once each flight day.

### Maximum Taxi Weight

[Model 787-8]

[Model 787-8]
502,500 Pounds
[Model 787-9]
545,000 Pounds | 227,930 Kilograms
[Model 787-8]
380,000 Pounds
[Model 787-9]
425,000 Pounds | 172,365 Kilograms
[Model 787-8]
355,000 Pounds

# Autoland capability may only be used for operations into runways at or below 8400 feet airport field elevation.

[Model 787-8]

# With LAND 2 or LAND 3 annunciated and glidepath angles greater than 3.25 degrees, the autopilot must be disengaged below 100 feet AGL.

If the glidepath angle for approach is greater than 3.77 degrees, the autopilot must be disengaged no later than 50 feet below DH/MDA.

[Option – HUD takeoff]

## Low Visibility (HUD) Takeoff

[Option – FAA rules]

Low weather minima takeoff may only be performed using ILS guidance on U.S. Type II or Type III ILS facilities.

[Option – EASA rules]

Low weather minima takeoff may only be performed using ILS guidance.

Maximum wind component speeds when takeoff weather minima are predicated on HUD takeoff operations:

## Automatic Landing

Maximum wind component speeds when landing weather minima are predicated on autoland operations:

# The minimum glideslope angle is 2.5 degrees.

Autoland capability may be used with flaps 20, 25, or 30, with both engines operative or with one engine inoperative.

The autopilot flight director system (AFDS) autoland status annunciation must have LAND 2 or LAND 3 displayed.

## Non-AFM Operational Information

Operational approval is required for low visibility operations using HUD TO/GA.

## **Communications**

### Flight Deck Communications Systems (Datalink)

Datalink messages sent from the COMPANY format or received with a .COMM or .PRINTER on EICAS are limited to messages which will not create an unsafe condition if:

• the message or parts of the message are delayed or not received, or

• the message is delivered to the wrong recipient, or

• the message content may be frequently corrupted

However, datalink messages can be transmitted and received via the COMPANY format if they are verified per approved operational procedures.

### Audio Control Panel (ACP)

Use of the captains or first officers ACP to establish a SATCOM/cabin conference is prohibited.

# Backing the airplane with use of reverse thrust is prohibited.

### Engine Fire Bottle

[Option - RR Trent 1000 2 engines] [Rolls-Royce Trent 1000 2 engines]

If the airplane has been parked, un-powered, in an environment below -40° F (-40°C), the temperature of the compartment air surrounding the engine fire extinguishing bottles must be warmed to -10° F (-23° C) or greater and maintained at this temperature for a minimum of 1.5 hours before engine start. Verify the appropriate warming procedure was accomplished, prior to engine start.

## Tailwind and Crosswind

[Option – RR engines]

Ground wind operating envelope:

• with a tailwind component and total wind greater than 42 knots, limit engines to taxi power

• for crosswinds greater than 45 knots, limit engines to taxi power

• for winds greater than 65 knots, do not run engines

[Option – GE Block 4 & PIP1 engines] Ground wind operating envelope:

[GEnx-1B G03, G04 and /P1G01 engines]

• for crosswinds greater than 37 knots, limit thrust to a setting normally used for taxi (45% N1).

• with a tailwind component greater than 5 knots and winds greater than 34 knots, limit thrust to a setting normally used for taxi (45% N1).

• for winds greater than 55 knots, limit engine thrust to idle.

[Option – GE PIP2 engines] Ground wind operating envelope:

[GEnx-1B /P2G01 and /P2G02 engines]

• for crosswinds greater than 40 knots, limit thrust to a setting normally used for taxi (45% N1)

• with a tailwind component greater than 5 knots and winds greater than

35 knots, limit thrust to a setting normally used for taxi (45% N1)

• for winds greater than 55 knots, limit engine thrust to idle

[Option – GE PIP2 engines] Alternate EEC Mode:

maximum takeoff and landing tailwind component - 10 knots

## Flight Controls

Takeoff is permitted only in the normal flight control mode.

# Avoid rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw (e.g. large side slip angles) as they may result in structural failure at any speed, including below VA.

Do not extend flaps above 20,000 feet.

## **Flight Instruments, Displays**

### Electronic Flight Bag (EFB)

EFB portable keyboard and attaching cable (if installed) must be stowed during takeoff and landing.

## **Fuel**

### Fuel Temperature

Maximum tank fuel temperature at takeoff is 49° C (120° F) for Jet A, Jet A-1, JP-5, JP-8 or TS-1.

Inflight fuel temperature is limited to 65° C (150° F) for Jet A, Jet A-1, JP-5 or JP-8.

Inflight fuel temperature for TS-1 is limited to 57° C (135° F) at or above 35,000 feet and 65° C (150° F) below 35,000 feet.

Tank fuel temperature prior to takeoff must not be less than -29° C (-20° F).

[Option - RR engines]

In-flight tank fuel temperature must be maintained at least -42° C, as well as 3° C above the freezing point of the fuel being used. The use of Fuel System Icing Inhibitor additives does not change the minimum fuel tank temperature limit.

[Option - GE engines]

In-flight tank fuel temperature must be maintained at least 3° C above the freezing point of the fuel being used. The use of Fuel System Icing Inhibitor additives does not change the minimum fuel tank temperature limit.

### Fuel Loading

Main tanks must be scheduled to be full if center tank fuel is loaded.

[Option – English / Metric units]

**Note:** The center tank may contain up to 22000 pounds / 10000 kilograms of fuel with less than full main tanks provided center tank fuel weight plus actual zero fuel weight does not exceed the maximum zero fuel weight, and center of gravity limits are observed.

## Landing Gear

[Option - EASA rules]

Towbarless towing is prohibited, unless either:

• nose landing gear torque links are disconnected, or

• towbarless towing operations are performed in compliance with appropriate operational requirements using towbarless towing vehicles that are designed and operated to preclude damage to the airplane nose wheel steering system, or which provide a reliable and unmistakable warning when damage to the steering system may have occurred

## **Warning Systems**

### GPWS - Look-Ahead Terrain Alerting

Do not use the terrain display for navigation.

The use of look-ahead terrain alerting and terrain display functions are prohibited within 15 NM of takeoff, approach or landing at an airport or runway not contained in the GPWS terrain database. Refer to Honeywell Document 060-4267-000 for airports and runways contained in the installed GPWS database.

### TCAS

Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with a TCAS resolution advisory. Evasive maneuvers must not be based solely on information from the traffic display or traffic advisory (TA) without visually sighting the traffic.