8/29/2019 Boeing 787 Systems Manual
Section Page #s Date Original All All 2012-09-26 CONTENTS PART I – B-787 TRAINING, CHECKING, AND CURRENCY REQUIREMENTS. PART 2 SUPPLEMENTAL REPORT. 1 PURPOSE AND APPLICABILITY 1.1 OEB Report Specifications.
This Transport Canada Civil Aviation ( TCCA) Operational Evaluation Board ( OEB) report specifies the TCCA pilot qualification requirements (training, checking, and currency) and operational requirements for operating the Boeing 787 (B-787) aeroplane under CAR Part VII, Subpart 5. The B-787 is a related aeroplane to the Boeing 777 (B-777).
Pilot qualification credits may also be granted to pilots qualified on other Boeing “glass cockpit” equipped aeroplanes. The guidelines and recommendations contained in this report apply to TCCA Inspectors including Principal Operations Inspectors ( POI)s and Approved Check Pilots ( ACP) employed by Canadian commercial operators. This OEB report follows the guidance provided by the JAA/ FAA/ TCCA Common Procedures Document for Operational Evaluation Boards ( CPD) and FAA Advisory Circular AC120-53A. This report also follows Transport Canada policy contained in Transport Canada Policy Letters, PL 136 and PL 173. It is expected that air operators will fully comply with OEB report MDR and ODR provisions including footnotes.
Partial or selective application of the provisions will require the demonstration of an acceptable means of compliance with the applicable regulations, standards, and guidance material. This report addresses the B-787 series aircraft as specified in the Transport Canada Type Certificate Data Sheet ( TCDS) A-217.
Aviation pioneers Orville and Wilbur Wright had a mission: Fly forward for as long as possible, maintain speed, land at a point at least as high as the takeoff point and carry one pilot. In December 1903, the Wrights did just that, flying 852 feet (260 m) in 59 seconds. Today, expectations are much higher. For example, as the world’s most advanced family of jetliners, the 787 Dreamliner is designed to carry as many as 290 passengers as far as 8,500 nautical miles (15,750 km) — a third of the way around the Earth.
So it’s no surprise that to meet today’s missions, airplane electrical systems have been transformed from the single electric spark the Wright Brothers needed to the highly engineered, redundant systems that make modern jet travel possible. Airplane power basics On an airplane, the electrical system produces, controls and distributes power to all the other systems that need it — flight deck displays, flight controls, in-flight entertainment and more. It’s much like the electrical system in your house, which carries electricity throughout the rooms to power your lights, television and so forth. Unlike your house, though, the airplane generates electricity as it flies.
Airplanes don’t fly on battery power. Generators on the engines make power in flight.
The traditional airplane: electrical and pneumatic systems On a traditional airplane, power is extracted from the engines in two ways to power other airplane systems:. Generators driven by the engines create electricity. A pneumatic system “bleeds” air off the engines to power other systems (e.g., hydraulics).
Modern jet engines are very efficient, but removing that high-energy air robs them of some energy. A pneumatic system means that the engines produce less thrust, so they must be bigger, work harder and use more fuel. The system also means more weight, fuel burn and maintenance due to the heavy ducts and equipment needed to manage that hot air. The 787: A more-electric system The 787 Dreamliner uses more electricity, instead of pneumatics, to power airplane systems such as hydraulics, engine start and wing ice protection. Benefits of the 787’s innovative, more-electric design include:.
More efficient power generation, distribution and use — including new remote power distribution units, which reduce wiring and save weight (approximately 20 miles, or 32 km, less wiring than on the 767). Better fuel efficiency — better for airlines and the environment. Lower maintenance costs and fewer maintenance tasks. Less drag and noise. Because the 787 uses more electricity than do other Boeing airplanes, the 787 generates more electricity, via six generators: two on each engine and two on the auxiliary power unit (APU, a small turbine engine in the tail). On the ground, the 787 can be started without any ground power: The APU battery starts the APU generators, which start the APU to power the engine generators, which then start the engines. In flight, the four engine generators are the primary sources of electrical power; the APU generators are secondary.
Boeing 787 Systems Architecture
Power runs from the generators to four alternating current (AC) buses, where it is either distributed for use as is (235 V AC) or converted to what other systems need. Other power sources for the 787 include the main battery, used primarily for brief ground operations and braking; the APU battery, which helps start the APU; and ground power, which can connect through three power receptacles. The main battery, APU battery and ram air turbine also are available as backup power in flight in the unlikely event of a power failure. As with every Boeing airplane, the 787 includes many layers of redundancy for continued safe operation, and the electrical system is no exception.
Boeing 787 Systems Review
For example, Boeing has demonstrated that the 787 can fly for more than 330 minutes on only one engine and one of the six generators and land safely. Safety is designed in The Boeing Company works to a specific design philosophy so that designs meet or exceed federal regulations. Boeing designs to preclude failure — that is, so that systems won’t fail. Then Boeing goes further, assuming failure will occur and designing for the proper protections. Boeing also designs so that no single failure will cause an accident; for example, by including redundant systems, separating systems in space and functions — so that the loss of one doesn’t cause the loss of another — and providing standby and protective systems. The 787 completed 5,000 hours of flight testing and an equal amount of test time on the ground. That testing demonstrated that the airplane performs as designed.
The 787 successfully completed the Boeing program to test and validate the design as well as the most robust certification program ever conducted by the U.S. Federal Aviation Administration. The 787 electrical system was certified along with the airplane on Aug.
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You probably won't find one online publically available as it's proprietary information. However you can probably purchase one at There are several United Airlines flight manuals for the 747/737, Canadian 767, Piedmont 737, etc. Usually there will be several manuals - the systems manual which is type specific. Has all the gory details about the various systems in the aircraft. But nothing on checklists or how to fly or operate the aircraft.
Then the flight manual which is airline specific - has the flight and operational limitations, normal, abnormal, emergency checklists, procedures for the various phases of flight: pre-flight, takeoff, cruise, approach, training manevuers (stalls, steep turns, etc) Although this manual is written by the airline, it is most likely based heavily on the manufacturer's flight manual. Every type from fighters to helicopters from air forces around the globe Props and jets from the good old days Views from inside the cockpit Passenger cabin shots showing seat arrangements as well as cargo aircraft interior Pictures of great freighter aircraft Aircraft flying government officials Our large helicopter section. Both military and civil versions Everything from the Goodyear blimp to the Zeppelin Beautiful shots taken while the sun is below the horizon Accident, incident and crash related photos Photos taken by airborne photographers of airborne aircraft Aircraft painted in beautiful and original liveries Airport overviews from the air or ground Tail and Winglet closeups with beautiful airline logos.
Section Page #s Date Original All All 2012-09-26 CONTENTS PART I – B-787 TRAINING, CHECKING, AND CURRENCY REQUIREMENTS. PART 2 SUPPLEMENTAL REPORT. 1 PURPOSE AND APPLICABILITY 1.1 OEB Report Specifications. This Transport Canada Civil Aviation ( TCCA) Operational Evaluation Board ( OEB) report specifies the TCCA pilot qualification requirements (training, checking, and currency) and operational requirements for operating the Boeing 787 (B-787) aeroplane under CAR Part VII, Subpart 5.
The B-787 is a related aeroplane to the Boeing 777 (B-777). Pilot qualification credits may also be granted to pilots qualified on other Boeing “glass cockpit” equipped aeroplanes. The guidelines and recommendations contained in this report apply to TCCA Inspectors including Principal Operations Inspectors ( POI)s and Approved Check Pilots ( ACP) employed by Canadian commercial operators.
Boeing 787 Systems
This OEB report follows the guidance provided by the JAA/ FAA/ TCCA Common Procedures Document for Operational Evaluation Boards ( CPD) and FAA Advisory Circular AC120-53A. This report also follows Transport Canada policy contained in Transport Canada Policy Letters, PL 136 and PL 173. Brunvoll bow thruster manual. It is expected that air operators will fully comply with OEB report MDR and ODR provisions including footnotes.
Partial or selective application of the provisions will require the demonstration of an acceptable means of compliance with the applicable regulations, standards, and guidance material. This report addresses the B-787 series aircraft as specified in the Transport Canada Type Certificate Data Sheet ( TCDS) A-217.
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