Boeing 787 (B-787)

Revision: 1
Date: 2018-07-05

BOEING

Type Certificate Data Sheet (TCDS)*	TCDS Identifier/Master Series	Marketing Name	Pilot Type Rating
A-217 T00021SE (FAA)	787-8	Boeing 787	B787
A-217 T00021SE (FAA)	787-9	Boeing 787	B787
T00021SE (FAA)	787-10	Boeing 787	B787

Approved by Robert Sincennes,
Director Standards
Transport Canada, Civil Aviation
Standards Branch (AAR)

Management co-ordination sheet

Office of Primary Interest (OPI):

Roman Marushko
Program Manager, Flight Technical and Operator Certification (FTOC);
Chairman B787, TCCA Operational Evaluation Board
Transport Canada Civil Aviation
Commercial Flight Standards (AARTF)
330 Sparks Street, Ottawa, Ontario
K1A 0N8
Tel: 613-698-5433
e-mail: roman.marushko@tc.gc.ca

Date:

Deborah Martin
Chief, Commercial Flight Standards
Transport Canada, Civil Aviation
Standards Branch
Commercial Flight Standards Division (AARTF)

Date:

Table of Contents

1. Record of Revisions
2. Introduction
3. Highlights of Change
4. General
5. Acronyms
6. Definitions
7. Pilot Type Rating
8. Related Aircraft
9. Pilot Training
10. Pilot Checking
11. Pilot Currency
12. Operational Suitability
13. Miscellaneous
14. References
15. Appendix 1 Differences Legends
16. Appendix 2 Master Differences Requirements (MDR) Table
17. Appendix 3 Difference Tables

1. Record of Revisions

Revision Number	Sections(s)	Page(s) Affected	Date
0 (Original)	All	All	2012/09/26
1	All	All	2018/07/05

2. Introduction

The Transport Canada Flight Technical and Operator Certification (FTOC) section within the Civil Aviation Standards Branch is responsible for the TCCA Operational Evaluation (OE) program. FTOC’s objectives during the operational evaluation of a new or modified aircraft are to determine:

1. The acceptability of a manufacturers training program for use by Canadian operators;
2. Pilot qualification and type rating requirements including training, checking, and currency requirements, and;
3. The operational suitability of an aircraft type.

This report lists those determinations for use by:

1. TCCA Inspectors who approve training programs;
2. TCCA inspectors and Approved Check Pilots (ACPs) who conduct Pilot Proficiency Checks (PPCs) and issue Type Ratings; and
3. Aircraft operators and training providers, to assist them in developing their flight-crew member training, checking and currency programs.

Determinations made in this report are based on the evaluations of specific Boeing 787 series made in accordance with current regulations, standards and guidance. Modifications and upgrades made to the series described herein, or introduction of new related aircraft, may require amendment of the findings in this report.

3. Highlights of Change

This revision is a complete re-write of the Original issue of this report, Revision No. Original, dated September 26, 2012. This revision has been reformatted into a new standardized format. The major differences between Revision 1 and the Original Issue are:

• Incorporation of the Boeing 787-9 and Boeing 787-10;
• Major changes to content and organization of report;
• Appendix 1 changed to provide a differences legend;
• Appendix 2; Master Differences Requirements (MDR) Table revised;
• Appendix 3; Difference Tables Revised
• Appendix 4; TCCA Boeing 787 Documents on File - removed;
• Appendix 5; Head Up Display (HUD) Qualification program - removed. Information on HUD in Section 13 of report;
• Appendices 6-8; Example course footprints - removed.

4. General

4.1 Scope of Report

This OE report applies to all series of the Boeing 787. The contents of this report are harmonized with the FAA and EASA to the maximum extent possible.

NOTE:

This report uses the term B-787 when referring to the Boeing 787 in general and the terms B-787-8, B-787-9 and B-787-10 when referring to specific master series of the B-787.

4.2 Guidance Material

The TCCA OE evaluations were conducted in accordance with FAA Advisory Circular (AC) 120-53(B), Guidance for Conducting and Use of Flight Standardization Board (FSB) Evaluations, and the JAA/FAA/TCCA Common Procedures Document for Operational Evaluation Boards (CPD).

4.3 OE Report Effectiveness

Provisions of this report are effective until amended, superseded, or withdrawn by subsequent OE findings.

TCCA reserves the responsibility and authority to re-evaluate and modify sections of this report based on new or revised advisory material, amended CARs, aircraft operating experience, or the evaluation of new or modified aircraft under the provisions of the CPD or FAA AC 120-53B.

4.4 Application of OE Report

All relevant parts of this report are applicable on the effective date of this report.

4.5 Alternate Means of Compliance

The OEB Chairman, the Program Manager of FTOC and/or the Program Manager Large Aircraft Standards should be consulted when alternate means of compliance, other than those specified in this report, are proposed. An applicant will be required to submit a proposed alternate means that provides an equivalent level of safety to the provisions of the CARs and this OE report. Analysis, demonstrations, proof of concept testing, differences documentation, and/or other substantiation may be required.

In the event that alternate compliance is sought, training program credits, simulator approvals, and device approvals may be significantly limited and reporting requirements may be increased to ensure equivalent levels of training, checking, and currency are maintained. TCCA will generally not consider relief through alternate compliance means unless sufficient lead-time has been planned by an operator to allow for any necessary testing and evaluation.

4.6 AQP/OEB Report Relationship

Where an air operator has an approved Advanced Qualification Program (AQP), differences between this report and an operator’s proposed training, checking, and currency requirements under an AQP should be substantiated and documented as part of the operator’s AQP approval process. Program approvals under AQP need to ensure the provisions and requirements of this report have been addressed, and where necessary, coordination with the OEB has been completed.

4.7 B-787-8 Initial Type Training, STAR and B-777 Differences Evaluations

TCCA conducted an operational evaluation of Boeing’s B787-8 jointly with the FAA, and EASA in Seattle Washington from May to July 2010. TCCA evaluated specific courses of Boeing’s B-787 training program, identified in the B-787 Pilot Qualification Plan (PQP) as follows:

4.7.1 Course A – 20 day Full Transition initial type rating training course for the B-787 through a T5 evaluation process.

4.7.2 Course B – 13 day Shortened Transition and Rating (STAR) reduced pilot type training for pilots qualified Boeing “glass cockpit” aeroplanes to transition to the B-787. This evaluation specifically assessed differences from the B-767 to the B-787. Level E/E master training and checking differences where established.

NOTE:

Boeing “glass cockpit” aeroplanes are Boeing aircraft equipped with EFIS/PFD-ND and FMS and having commonality with the B-787 in terms of cockpit layout, system operation, and handling characteristics. The B-737NG, B-747-400, B-757, and B-767 are identified as Boeing “glass cockpit” aeroplanes.

4.7.3 Course C - 5 day differences training from the B-777 to the B-787 using a T2/T3 evaluation process. Level D/D master training and checking differences where established.

NOTE:

The baseline aeroplanes used for this comparison were an All Nippon Airways (ANA) B-777-381ER and the ANA B-787-881.

The three courses were found to be acceptable by TCCA for use as the basis of an air operator’s training program.

4.8 Differences from B-787 to B-777

In February 2012, in Seattle Washington, TCCA conducted an operational evaluation of differences training for pilots qualified on the B-787 to become qualified on the B-777. This training was designated as Course E by Boeing and specifically compared differences between the B-787-8 and B-777-300ER. Level D/D master training and checking differences where established.

4.8 Operational Evaluation of B787-9

In March 2014 in Seattle Washington, TCCA participated jointly with the FAA and EASA to evaluate differences between the B-787-8 and B787-9 using a T1 evaluation process. Level A/A master training and checking differences where established. Boeing has designated the differences training in the form of a handout as Boeing Course D.

4.9 Operational Evaluation of B787-10

In December 2017 in Charleston South Carolina, TCCA participated jointly with the FAA and EASA to evaluate differences between the B-787-8, B-787-9 and B787-10 using a T1 evaluation process. Level A/A master training and checking differences where established. Boeing has expanded the scope of Boeing Course D to include the B-787-10.

5. Acronyms

6. DEFINITIONS

These definitions are for the purposes of this report only.

6.1 Base Aircraft - An aircraft identified for use as a reference to compare differences with another aircraft.

6.2 Current – A crewmember meets all requirements to operate the aircraft under the applicable CAR or CASS.

6.3 Differences Tables – Describe the differences between a pair of related aircraft, and the minimum levels operators must use to conduct differences training and checking of flight crewmembers. Difference levels range from A to E.

6.4 Master Differences Requirements (MDR) – Specifies the highest training and checking difference levels between a pair of related aircraft derived from the Differences Tables.

6.5 Mixed Fleet Flying (MFF) – The operation of a base aircraft and one or more related aircraft for which credit may be taken for training, checking, and currency events.

6.6 Operational Evaluation (OE) – A TCCA evaluation of the pilot qualifications requirements of an aircraft type (pilot type rating, minimum flight crewmember training, checking and currency requirements, and unique or special pilot qualification requirements (e.g., specific flight characteristics, no-flap landing)), operational suitability of an aircraft type and the Original Equipment Manufacturer (OEM) training program.

6.7 Operational Suitability – A determination during an operational evaluation that an aircraft or system may be used in the Canadian airspace system and meets the applicable operational regulations (e.g., CAR subparts 604, 605, 701,702,703,704 and 705 as applicable).

6.8 Qualified – A flight crewmember holds the appropriate licenses and ratings as required by the applicable operating regulations.

6.9 Related Aircraft – Any two or more aircraft of the same make with either the same or different type certificates that have been demonstrated and determined by TCCA to have commonality.

6.10 Seat Dependent Tasks – Maneuvers or procedures using controls that are accessible or operable from only one flight crewmember seat.

6.11 Special Emphasis Area – A training requirement unique to the aircraft, based on a system, procedure, or maneuver, which requires additional highlighting during training. It may also require additional training time, specialized training devices or training equipment.

6.12 Specific Flight Characteristics – A maneuver or procedure with unique handling or performance characteristics that TCCA has determined must be checked.

7. Pilot Type Rating

7.1 The Pilot Type Rating

The Boeing 787 type rating designation is B787.

8. Related Aircraft

8.1 Related Aircraft on same TCDS

The B-787-8 and B-787-9 are related aircraft on TCCA TCDS A-217.

NOTE

The B-787-10 has not been type certified in Canada and is therefore not included on TCDS A-217.

8.2 Related Aircraft on different TCDS

The B-787 is related to the B-777.

NOTE

The use of differences training to transition between the B-787 and B-777 and conduct MFF requires exemptions to specific provisions of CAR 705.106, and CASS 725.106 and CAR 705.113. Appendices 2 and 3 provide the training and checking credits between the B-787 and B-777.

9. Pilot Training

9.1 Previous Experience

The provisions of this section apply to all B-787 training programs for pilots who have experience in CAR 705 airline, or similar operations in multi-engine transport turbojet aeroplanes.

Pilots receiving B-787 training should have previous operational experience in multi-engine transport category turbojet aircraft, highly integrated avionics, high altitude operations, HUD, ECL and FMS. Pilots without this experience may require additional training.

The STAR course requires that pilots be qualified on the specific Boeing “glass-cockpit” aeroplane.

9.2 Training Areas of Special Emphasis

Pilots must receive special emphasis training in the following areas:

NOTE

Special Emphasis Flight Training requires corresponding special emphasis ground training.

9.2.1 Initial Ground Training

Pilots must receive special emphasis on the following areas during initial ground training:

• Electronic Checklist (ECL) including us of Paper QRH back-ups.
• Electronic Flight Bag (EFB).
• Head Up Display (HUD).
• Tuning Control Panel (TCP).
• Display Management.
• Engine variants (GE or Rolls Royce) if in the same fleet. Pilots should be exposed to alternate EICAS presentations by means of illustrations or graphic media to assure proper display interpretation and use by the flight deck crew.

9.2.2 Flight Training

Pilots must receive special emphasis training on the following areas during flight training:

9.2.2.1 Initial Flight Training

• FBW Envelope Protection; Aircraft response to bank angle indications and protections, thrust asymmetry protection, enhanced underspeed (stall) and overspeed protection.
• FBW speed stability characteristics and aircraft trimming.
• Head Up Display (HUD) – Training to include HUD unique symbology, use of HUD during unusual attitudes, crosswind landing (non-conformal displays) and night visual landings with minimal ambient lighting (black hole approach).
• Use of Alternate Navigation System through Display Control Panel (DCP)

9.2.2.2 Initial and Recurrent Flight Training

• FBW Flight Control Modes.
• AFDS and Autothrottle airspeed protections during various phases of flight.
• Automatic Landings – Training must be conducted in a B-787 FFS or the actual aeroplane for air operators conducting automatic landings.

9.3 Specific Flight Characteristics

There are no specific flight characteristics.

9.4 Seat Dependent Tasks

There are no seat dependent tasks.

9.5 Regulatory Training Requirements Not Applicable to the B-787 series

Tuck and Mach buffet training: Demonstration of the aircraft’s overspeed protection capabilities is an acceptable substitute.

9.6 Flight Simulation Training Devices (FSTD)

There are no specific systems, procedures, or maneuvers that are unique to the B-787 that require a specific FSTD for training.

9.7 Training Equipment

There are no specific systems or procedures that are unique to the B-787 that require specific training equipment.

9.8 Differences Training Between Related Aircraft

The minimum training difference levels between the related aircraft identified in Section 8 are provided in Appendices 2 and 3.

10. Pilot Checking

10.1 Landing from a No Flap or Non Standard Flap Approach

The probability of flap extension failure on the B-787 is extremely remote due to system design. A demonstration of a partial flap approach and landing during a CASS 725 Schedule 1 PPC is therefore required.

10.2 Specific Flight Characteristics

There are no specific flight characteristics.

10.3 Seat Dependent Tasks

There are no seat dependent tasks.

10.4 Other Checking Items

10.4.1 Initial and Recurrent Checking

• Proficiency with manual and automatic flight.
• FMS operation and FMS failures.
• FMS/Global Positioning Satellite (GPS) navigation (departures and approaches) proficiency if these type operations are approved for the operator.
• Proper management of speed and attitude stability functionality of flight controls in normal operations.
• Proper use and knowledge of the Look Ahead Terrain Function of the enhanced ground proximity warning system (EGPWS) (if installed). Initial and recurrent checking.
• Proper use of the EFB.

10.4.2 All Types of Checking

• Use and knowledge of map displays, raw data, flight director, and Autopilot Flight Director System (AFDS) should be demonstrated, particularly during instrument approaches.
• ECL during normal and non-normal procedures.
• Proper use and knowledge of the Predictive wind shear system (if installed).
• Proper use of the HUD to include all phases of flight.

10.5 Flight Simulation Training Devices (FSTD)

There are no specific systems, procedures, or maneuvers that are unique to the B-787 that require a specific FSTD for checking.

10.6 Equipment

There are no specific systems or procedures that are unique to the B-787 that require specific equipment.

10.7 Differences Checking Between Related Aircraft

There are no differences checking required between the B-787-8 and the B-787-9.

Pilots must receive difference checking between the B-787 and B-777. The level of checking is specified in Appendix 3 Differences Tables.

10.7.1 Alternating PPC for B-777 and B-787

For Mixed Fleet Flying (MFF) between the B-777 and B-787 aircraft, PPCs should alternate for pilots in command (PICs) and other flight crewmembers. The preflight and equipment examination portion of initial and recurrent proficiency checks should address each aircraft operated by the flight crewmember in MFF.

11. Pilot Currency

There are no additional currency requirements for the B-787 other than those already specified in CAR 705.

11.1 Differences Currency between Related Aircraft

There are no differences currency requirements between the B-787-8 and B-787-9.

There are no differences currency requirements for CAR 705 MFF of the B-787 aircraft and B-777 aircraft. Takeoff and landing credit may be permitted between B-787 and B-777 variations. Takeoffs and landings performed in one aircraft variation are equivalent to those performed in the other aircraft variation.

12. Operational Suitability

The B-787 series aircraft is operationally suitable for operations under CAR 705.

13. Miscellaneous

13.1 Forward Observer Seat

The B-787 center forward and right forward observer seats as installed by FAA Type Certificate TC T00021SE have been evaluated by the FAA and determined to meet requirements of FAR 121.581(a), FAR 125.317(b), FAR 135.75(b) and Advisory Circular (AC) 120-83. The forward center jumpseat is identified as the primary forward observer seat. TCCA has accepted the findings of the FAA in the absence of any TCCA regulatory criteria regarding a forward observer seat.

13.2 Landing Minima Categories

The B-787-8, B-787-9 and B-787-10 is considered Category C aircraft for the purposes of determining "straight-in landing weather minima.”

13.3 Normal Landing Flaps

The B-787 normal "final landing flap settings" are Flap settings 25 and 30.

13.4 ETOPS

The B-787-8 and B-737-9 meet the TCCA Design Features and Criteria (Chapter 2) of TP6327 (June 2007 Edition) certification criteria for ETOPS operations. TCCA operational approval is required to conduct ETOPS.

NOTE

The B-787-10 is not included in this subsection because it is not type certified in Canada.

13.5 HUD

The B-787 is equipped with a dual HUD as standard equipment. Training in the use of HUD for all phases of flight is integrated into the initial type training programs described in Section 4. Areas of special emphasis related to HUD training and checking are provided in Sections 9 and 10 respectively. A TCCA approved Level C or D Full Flight Simulator (FFS) equipped with a dual HUD with day and night visual displays is required for the flight training and checking of HUD maneuvers.

The TCCA OE did not evaluate the use of HUD for operational credit in reduced and low visibility flight operations.

14. References

1. FAA Flight Standardization Board (FSB) for the Boeing 787 at http://fsims.faa.gov/
2. FAA Advisory Circular AC120-53B, Change 1, Guidance for Conduction and Use of Flight Standardization Board Evaluations, dated October 24, 2016
3. JOEB OPS/FCL Common Procedures For Conducting Operational Evaluation Boards, dated June 10, 2004
4. Transport Canada Policy Letter, PL 173. Flight Crew Member Qualification Credits for Transition Programs and Mixed Fleet Flying Programs, dated July 25, 2007
5. Transport Canada Publication (TP) 1490, Manual of All Weather Operations (Categories II and III) Fourth Edition, 06/2011, or later edition of this manual
6. Transport Canada Publication (TP) 6327, Safety Criteria for Approval of Extended Range Twin-Engine Operations (ETOPS) dated June 2007
7. TCCA Type Certificate Data Sheet A-217, Issue No. 25, dated December 21, 2017 or later issue.

Appendix 1 Differences Legends

Training Differences Legend

Differences Level	Type	Training Method Examples	Conditions
A	Self-instruction	Operating manual revision (HO) Flight crew operating bulletin (HO)	Crew has already demonstrated understanding on base aircraft (e.g. updated version of engine). Minor or no procedural changes required. No safety impact if information is not reviewed or is forgotten (e.g. different engine vibration damping mount). Once called to attention of crew, the difference is self-evident.
B	Aided instruction	Audiovisual presentation (AV) Tutorial computer based instruction (TCBI) Stand-up instruction (SU)	Systems are functionally similar. Crew understanding required. Issues need emphasis. Standard methods of presentation required.
C	Systems Devices	Interactive (full-task) computer based instruction (ICBI) Cockpit procedures trainers (CPT) Part task trainers (PTT) Level 4 or 5 flight training device (FTD 4-5)	Training can only be accomplished through systems training devices. Training objectives focus on mastering individual systems, procedures, or tasks versus highly integrated flight operations or “real-time” operations. Training devices are required to assure attainment or retention of crew skills to accomplish more complex tasks usually related to aircraft systems.
D	Maneuvers Devices	Level 6 or 7 flight training device (FTD 6-7) Level A or B full flight simulator (FFS A-B)	Training can only be accomplished in flight maneuver devices in a real-time environment. Training requires mastery of interrelated skills versus individual skills. Motion, visual, control loading, and specific environmental conditions may be required.
E	Level C/D FFS or Aircraft	Level C or D full flight simulator (FFS C-D) Aircraft (ACFT)	Motion, visual, control loading, audio, and specific environmental conditions are required. Significant full task differences that require a high fidelity environment. Usually correlates with significant differences in handling qualities.

Checking Differences Legend

Differences Level	Checking Method Examples	Conditions
A	None	None
B	Oral or written exam Tutorial computer based instruction self-test (TCBI)	Individual systems or related groups of systems.
C	Interactive (full-task) computer based instruction (ICBI) Cockpit procedures trainers (CPT) Part task trainers (PTT) Level 4 or 5 flight training device (FTD 4-5)	Checking can only be accomplished using systems devices. Checking objectives focus on mastering individual systems, procedures, or tasks.
D	Level 6 or 7 flight training device (FTD 6-7) Level A or B full flight simulator (FFS A-B)	Checking can only be accomplished in flight maneuver devices in a real-time environment. Checking requires mastery of interrelated skills versus individual skills. Motion, visual, control loading, and specific environmental conditions may be required.
E	Level C or D full flight simulator (FFS C-D) Aircraft (ACFT)	Significant full task differences that require a high fidelity environment.

Appendix 2 Master Differences Requirements (MDR) Table

These are the minimum levels of training and checking required, derived from the highest level in the Differences Tables in Appendix 3. Differences levels are arranged as training/checking.

Related Aircraft ↓		Base Aircraft →
Pilot Type Rating		B777	B777	B777	B787	B787	B787
		B-777-200/ -200ER/ -200LR/ -200F	B-777-300	B-777-300ER	B-787-8	B-787-9	B-787-10
B777	B-777-200/ -200ER/ -200LR/ -200F	Not Applicable	A/A (1) SATCOM B/A/A (2) FANS DATALINK/RNP B/A/A	A/A (1) SATCOM B/A/A (2) FANS DATALINK/RNP B/A/A	D/D (3)	D/D (3)	D/D (3)
B777	B-777-300	B/A (1) SATCOM B/A/A (2) FANS DATALINK/RNP B/A/A	Not Applicable	A/A (1) SATCOM B/A/A (2) FANS DATALINK/RNP B/A/A	D/D (3)	D/D (3)	D/D (3)
B777	B-777-300ER	B/A (1) SATCOM B/A/A (2) FANS DATALINK/RNP B/A/A	A/A (1) SATCOM B/A/A (2) FANS DATALINK/RNP B/A/A	Not Applicable	D/D (3)	D/D (3)	D/D (3)
B787	B-787-8	D/D (4)	D/D (4)	D/D (4)	Not Applicable	A/A	A/A
B787	B-787-9	D/D (4)	D/D (4)	D/D (4)	A/A	Not Applicable	A/A
B787	B-787-10	D/D (4)	D/D (4)	D/D (4)	A/A	A/A	Not Applicable

NOTES:

• (1) Addition of SATCOM may require additional training.
• (2) Addition of FANS/DATA LINK may require additional training
• (3) “TAC-off” requires D level training and checking
• (4) HUD qualification requires D level training and checking

Appendix 3 Difference Tables

Table	From Base Aircraft	To Related Aircraft	Page
Difference Table	B-777-300ER	B-787-8, B-787-9, B-787-10	21
Difference Table	B-787-8, B-787-9, B-787-10	B-777-300ER	32
Difference Table	B-787-8	B-787-9	42
Difference Table	B-787-9	B-787-8	44
Difference Table	B-787-8	B-787-10	47
Difference Table	B-787-9	B-787-10	49
Difference Table	B-787-10	B-787-8	51
Difference Table	B-787-10	B-787-9	54
Maneuver Difference Table	B-777-300ER	B-787-8, B-787-9, B-787-10	56
Maneuver Difference Table	B-787-8, B-787-9, B-787-10	B-777-300ER	57
Maneuver Difference Table	B-787-8	B-787-9, 787-10	58
Maneuver Difference Table	B-787-9, 787-10	B-787-8	59

This Design Differences table from the B-777- 300ER to the B-787-8, B-787-9 and B-787-10, was proposed by The Boeing Company and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

FROM BASE AIRCAFT : 777-300ER TO RELATED AIRCRAFT : 787-8, 787-9, 787-10	DESIGN	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING
	DIMENSIONS	787-8 Length = 186 feet 1 inches (56.74 meters) Height = 55 feet 6 inches (16.92 meters) Wing Span = 197 feet 3 inches (60.12 meters) Nose gear to main gear = 74 feet 9 inches (22.80 meters) 787-9 Length = 206 feet 1 inches (62.82 meters) Height = 55 feet 10 inches (17.02 meters) Wing Span = 197 feet 3 inches (60.12 meters) Nose gear to main gear = 84 feet 9 inches (25.80 meters) 787-10 Length = 224 feet 5 inches (62.82 meters) Height = 55 feet 10 inches (17.02 meters) Wing Span = 197 feet 3 inches (60.12 meters) Nose gear to main gear = 94 feet 9 inches (25.80 meters)	No	No	A	A
	FLIGHT DECK	FLIGHT DECK ARRANGEMENT - PFD/ND format, large displays PILOT'S FIELD OF VIEW: Pilot eye height (above ground) Minor differences Flight deck overhead hatch. Non-opening number two windows	No	No	A	A
	CABIN	787 max passenger capacity is variable by customer choice	No	No	A	A
	CARGO	BULK CARGO Left side	No	No	A	A
	ENGINES	Rolls Royce Trent 1000 General Electric GEN X	No	Yes	A	A
	LIMITATIONS	WEIGHT/CG DIFFERENCE Size/type/system limitations VMO/MMO Flap Placard Speeds	No	Yes	A	A
	21 – AIR CONDITIONING	CONTROLS AND INDICATORS Panel layout PACKS: Electric compressors ALTERNATE VENTILATION: New Function (787-9, 787-10) EQUIPMENT COOLING: Forward and Aft System - Smoke EICAS message CARGO HEAT SYSTEM: Switch types Automated functions	No	Yes	B	B
	22 - AUTOFLIGHT	MODE CONTROL PANEL MCP 2 line windows (Speed, Heading, and Altitude) Future uplink feature Integrated Approach Navigation Bank limit selector AFDS FLIGHT MODE ANNUCIATIONS: Same except addition of Integrated Approach Navigation and GLS AUTOMATIC FLIGHT APPROACH AND LANDING: Same except addition of Integrated Approach Navigation and GLS	No	Yes	B	B
	23 - COMMUNICATIONS	CONTROLS AND INDICATORS: New Tuning Control Panel (TCP) VHF, HF, PA, CABIN/FLIGHT AND SERVICE INTERPHONE Control resides in Tuning Control Panel (TCP) SATCOM Control resides in Tuning Control Panel (TCP) AUDIO CONTROL PANEL Same except PA MIC switch function	No	Yes	B	B
	24 - ELECTRICAL POWER	ELECTRICAL CONTROL PANEL System architecture – functionally equivalent No bus tie switches Additional Engine Generator and Drive Disconnect switches Additional APU Generator switch Additional external power switches AC ELECTRICAL Four Engine Starter Generators Two APU Starter Generators No backup generators AC ELECTRICAL POWER DISTRIBUTION No flight instrument transfer busses DC ELECTRICAL System architecture – functionally equivalent BATTERY/STANDBY POWER SYSTEM System architecture – functionally equivalent AUTOLAND System architecture – functionally equivalent	No	Yes	B	B
	25 - EQUIPMENT/FURNISHING	FLIGHT DECK GENERAL ARRANGEMENT: Non-opening number two windows Flight deck door controls to aisle stand and alerting EICAS Flight Deck Overhead hatch C/Bs panels location – Main display system	No	Yes	A	A
	25 - EMERGENCY EVAC	EMERGENCY EVACUATION PANEL - Same functions – Integrated aisle stand panel	No	No	A	A
	26 - FIRE PROTECTION	APU FIRE CONTROLS AND INDICATORS: Same panel/location More automation CARGO FIRE CONTROLS AND INDICATORS: Same panel/location Additional automation for composite structure protection	No	Yes	A	A
	27 – FLIGHT CONTROLS	FLIGHT CONTROL SYSTEMS Roll - Roll rate command – same handling Yaw - Yaw rate command – same handling FLIGHT ENVELOPE PROTECTION: Enhanced Stall Protection (ESP) STABILIZER TRIM: Electrical back-up trim control Electrically actuated TRIM INDICATORS: Indicator location on primary EICAS display Aileron trim eliminated THRUST ASYMMETRY COMPENSATION: No TAC Switch – available full time Embedded in flight control law Yaw rate based FLAP LOAD RELIEF Functionally equivalent but different threshold sensing ALTERNATE FLAP OPERATION Alternate mode – minor differences CRUISE FLAPS SYSTEM New performance enhancement system with EICAS message	No	Yes	A	A
	28 - FUEL	FUEL TANKS: Fuel Tank Capacities differ Fuel tank inerting system CONTROLS AND INDICATORS: Panel layout – minor differences One Crossfeed Fuel balance switch FUEL PUMPS: Center tank pump operation – minor differences	No	Yes	B	B
	29 – HYDRAULIC POWER	CONTROLS AND INDICATORS: Panel layout HYDRAULIC SYSTEMS: 5000 psi	No	Yes	A	A
	30 - ICE AND RAIN	WIPER PANEL Same panel location Washer switches WING ANTI-ICE Electric heater blankets	No	Yes	A	A
	31 - FLIGHT INSTRUMENT DISPLAYS	EFIS CONTROL PANEL PFD/ND CONTROLS Map switches moved to soft controls - minor ND mode selector – rotary control display selection ND range selector - .5 – 1280 NM DISPLAY SELECT PANEL Panel layout four DSPs Synoptic soft switches – software menu EICAS display position switch PFD/MFD SELECTOR PFD/MFD functionally similar to INBD DSPL selector Different location INSTRUMENT SOURCE SELECTORS Air data/attitude different switch type NAV switch eliminated DSPL CTRL switch eliminated CURSOR CONTROL Minor differences - additional rotary control DISPLAY FORMATS: Enhanced large format capabilities Clock integrated in display format Airport map Vertical Situation Display (VSD) STANDBY FLIGHT INSTRUMENTS Same instrument minor relocation	No	Yes	C	C
	31- FLIGHT INSTRUMENT DISPLAYS	HEAD UP DISPLAY (HUD): Dual installation	No	Yes	D	D
	32 - LANDING GEAR	MAIN GEAR: Twin tandem bogie assembly (4 wheels) No aft axle steering NOSE WHEEL STEERING TILLER: Steer by wire - Functionally equivalent Nose gear cutout switch BRAKES: System operation – functionally equivalent Electric brakes Battery indication vs. accumulator	No	Yes	A	A
	34 – NAVIGATION	CONTROL DISPLAY UNIT Display based CDU Cursor Controls Message/Help window FLIGHT MANAGEMENT SYSTEM Added design features INERTIAL REFERENCE SYSTEM Air data system separate TRANSPONDER PANEL Control integrated into the Tuning Control WEATHER RADAR CONTROL PANEL Control integrated into the Tuning Control Alternate NAV Function in Tuning Control Panel (TCP)	No	Yes	B	B
	36 - PNEUMATIC	BLEED AIR CONTROL PANEL Overhead Panel	No	No	A	A
	49 - APU	SYSTEM OPERATION Bleed Air and electric power Air Turbine Starter	No	No	A	A
	52 - DOORS	8 entry doors – minor differences	No	No	A	A
	70 - POWER PLANT	ENGINES: GE90-115B - engine type design	No	Yes	A	A
	73 - ENGINE FUEL AND CONTROL	EEC SYSTEM Functionally equivalent	No	No	A	A
	77- ENGINE INDICATING	INDICATORS Minor differences for each engine manufacturer	No	Yes	B	B
	80 - STARTING	CONTROLS AND INDICATORS Panel layout System operation Pneumatic starter	No	Yes	B	B

This Design Differences table, from the B-787-8, B-787-9 and B-787-10 to the B-777- 300ER, was proposed by The Boeing Company and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

FROM BASE AIRCAFT : 787-8, 787-9, 787-10 TO RELATED AIRCRAFT : 777-300ER	DESIGN	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING
	GENERAL	LONG RANGE	No	No	A	A
	DIMENSIONS	777-300ER Length = 242 feet 4 inches (73.9 meters) Height = 60 feet 10 inches (18.54 meters) Wing Span = 212 feet 7 inches (64.8 meters) Nose gear to main gear = 102 feet 5 inches (31.2 meters)	No	No	A	A
	FLIGHT DECK	FLIGHT DECK ARRANGEMENT PFD/ND format, smaller displays PILOT'S FIELD OF VIEW: Pilot eye height (above ground) minor differences Number two windows on flight deck open	No	No	A	A
	CABIN	777 max passenger capacity is variable by customer choice	No	No	A	A
	CARGO	BULK CARGO Right side	No	No	A	A
	ENGINES	General Electric Model GE90-115B	No	Yes	A	A
	LIMITATIONS	WEIGHT/CG DIFFERENCE - Size/type/system limitations VMO/MMO Flap placard speeds differ	No	Yes	A	A
	21 – AIR CONDITIONING	CONTROLS AND INDICATORS Panel layout PACKS: Engine Bleed Air ALTERNATE VENTILATION: - N/A EQUIPMENT COOLING: Forward System Only CARGO CARGO HEAT SYSTEM: Switch types Automated functions	No	Yes	B	B
	22 – AUTOFLIGHT	MODE CONTROL PANEL MCP single windows (speed, heading, and altitude) Bank limit selector AFDS FLIGHT MODE ANNUCIATIONS: Same except no Integrated Approach Navigation or GLS AUTOMATIC FLIGHT APPROACH AND LANDING: Same except no Integrated Approach Navigation or GLS	No	Yes	B	B
	23 – COMMUNICATIONS	CONTROLS AND INDICATORS: Radio Tuning Panel VHF, HF, SATCOM, PA, CABIN/FLIGHT AND SERVICE INTERPHONE Controlled by audio control panel Tuning on radio control panel (VHF and HF) AUDIO CONTROL PANEL Same except PA MIC switch function	No	Yes	B	B
	24 – ELECTRICAL	ELECTRICAL CONTROL PANEL System architecture – functionally equivalent Bus tie switches One Engine Generator and Drive Disconnect switch per engine One APU Generator switch Two external power switches AC ELECTRICAL Two Engine Starter Generators One APU Starter Generators Two backup generators AC ELECTRICAL POWER DISTRIBUTION Two flight instrument transfer busses DC ELECTRICAL System architecture – functionally equivalent BATTERY/STANDBY POWER SYSTEM System architecture – functionally equivalent AUTOLAND System architecture – functionally equivalent	No	Yes	B	B
	25 - EQUIPMENT/ FURNISHING	FLIGHT DECK GENERAL ARRANGEMENT: Two opening number two windows Flight deck access system switch to flight deck side door post C/Bs panels location – overhead panel	No	Yes	A	A
	25 - EMERGENCY EVAC	EMERGENCY EVACUATION PANEL Same functions – Integrated aisle stand panel	No	No	A	A
	26 - FIRE PROTECTION	APU FIRE CONTROLS AND INDICATORS: Same panel/location - Less automation CARGO FIRE CONTROLS AND INDICATORS: Same panel/location	No	Yes	A	A
	27 – FLIGHT CONTROLS	PRIMARY FLIGHT CONTROL SURFACES Roll: different mix same roll effect FLIGHT CONTROL SYSTEMS Roll - Roll rate command – same handling Yaw - Yaw rate command – same handling FLIGHT ENVELOPE PROTECTION: Functionally equivalent STABILIZER TRIM: Alternate pitch trim levers TRIM INDICATORS: Pitch trim on Control Stand Aileron trim on control wheel/column Rudder trim on aft aisle stand THRUST ASYMMETRY COMPENSATION: TAC Switch on overhead panel Engine thrust based FLAP LOAD RELIEF Functionally equivalent but different threshold sensing ALTERNATE FLAP OPERATION Alternate mode – minor differences CRUISE FLAPS SYSTEM None	No	Yes	A	A
	28 - FUEL	FUEL TANKS: Fuel Tank Capacities differ No Nitrogen generating system (NGS) CONTROLS AND INDICATORS: Panel layout – minor differences Two Crossfeed No fuel balance switch FUEL PUMPS: - Center tank pump operation – minor differences	No	Yes	B	B
	29 – HYDRAULIC POWER	CONTROLS AND INDICATORS: Panel layout HYDRAULIC SYSTEMS: 3000 psi CENTER HYDRAULIC SYSTEM Two air-driven demand pumps Two electric pumps	No	Yes	A	A
	30 - ICE AND RAIN	WIPER PANEL Same panel location Washer switches WING ANTI-ICE Bleed air heats three midwing leading edge slats on each wing	No	Yes	A	A
	31 - FLIGHT INSTRUMENT DISPLAYS	EFIS CONTROL PANEL PFD/ND CONTROLS Map switches on EFIS panel ND mode selector – EFIS control panel ND range selector – 10 - 640 NM DISPLAY SELECT PANEL (DSP) Panel layout One DSP INBOARD DISPLAY CONTROLS functionally similar to PFD/MFD selector Different location INSTRUMENT SOURCE SELECTORS Air data/attitude different switch type NAV switch DSPL CTRL switch CURSOR CONTROL Minor differences - no rotary control DISPLAY FORMATS: Smaller format capabilities Clock on left and right forward panels Airport map on EFB No Vertical Situation Display (VSD) STANDBY FLIGHT INSTRUMENTS Same instrument minor relocation	No	Yes	C	C
	31 - FLIGHT INSTRUMENT DISPLAYS	HEAD UP DISPLAY (HUD): - None	No	No	A	A
	32 – LANDING GEAR	MAIN GEAR: Each gear has six wheels in tandem pairs Has aft axle steering NOSE WHEEL STEERING TILLER: Hydraulic powered - Functionally equivalent BRAKES: System operation – functionally equivalent Hydraulic brakes Brake accumulator pressure indicator	No	Yes	A	A
	34 - NAVIGATION	CONTROL DISPLAY UNIT Conventional CDU FLIGHT MANAGEMENT SYSTEM Functionally equivalent AIR DATA INERTIAL REFERENCE SYSTEM (ADIRU) One ADIRU, one SAARU, eight air data modules TRANSPONDER PANEL On aft aisle stand WEATHER RADAR CONTROL PANEL On aft aisle stand Alternate NAV CDUs can be used if both FMCs fail	No	Yes	B	B
	36 - PNEUMATIC	BLEED AIR CONTROL PANEL Overhead panel	No	No	A	A
	49 - APU	SYSTEM OPERATION Bleed Air and electric power - Air Turbine Starter	No	No	A	A
	52 - DOORS	DOORS: Eight entry doors - same	No	No	A	A
	70 - POWERPLANT	ENGINES: GE90-115B - engine type design differences	No	Yes	A	A
	73 – ENGINE FUEL AND CONTROL	EEC SYSTEM Functionally equivalent	No	No	A	A
	77 – ENGINE INDICATING	INDICATORS Minor differences for each engine manufacturer	No	Yes	B	B
	80 - STARTING	CONTROLS AND INDICATORS Panel layout System operation Pneumatic starter	No	Yes	B	B

This Design Differences table, from the B-787-8, to the B-787-9, was proposed by The Boeing Company and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

FROM BASE AIRCAFT : 787-8 TO RELATED AIRCRAFT : 787-9	DESIGN	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING
	GENERAL	Increased dimensions and passenger capability	No	No	A	A
	DIMENSIONS	Length = 206 feet 1 inches (62.82 meters) Height = 55 feet 10 inches (17.02 meters) Wing Span = 197 feet 3 inches (60.3 meters) Nose gear to main gear = 84.9 feet	No	No	A	A
	FLIGHT DECK	Flap handle quadrant: added 10, 17, and 18 detents	No	No	A	A
	CABIN	Passenger capacity increased and is variable by customer	No	No	A	A
	CARGO	Increased cargo capacity	No	No	A	A
	ENGINES	Thrust increase available on Rolls Royce Trent 1000 General Electric GEN X	No	No	A	A
	LIMITATIONS	Weight/CG difference Changed Flap Placard to annotate 10, 17, and 18 flap speeds	No	No	A	A
	21 – AIR CONDITIONING	ALTERNATE VENTILATION VALVE - Deleted	No	No	A	A
	21 - PRESSURIZATION	Alternate Ventilation System differences. Display of outflow valve position differs to reflect system differences.	No	No	A	A
	22 - AUTOFLIGHT	No differences	No	No
	23 - COMMUNICATIONS	No differences	No	No
	23 - COMMUNICATIONS	No differences	No	No
	24 - ELECTRICAL POWER	No differences	No	No
	25 - EQUIPMENT/FURNISHING	No differences	No	No
	25 - EMERGENCY EVAC	No differences	No	No
	26 - FIRE PROTECTION	No differences	No	No
	27 – FLIGHT CONTROLS	Additional takeoff flap settings 10,17,18	No	No	A	A
	28 - FUEL	Fuel tank Capacities differ slightly	No	No	A	A
	29 – HYDRAULIC POWER	No differences	No	No
	30 - ICE AND RAIN	No differences	No	No
	31- FLIGHT INSTRUMENT DISPLAYS	No differences	No	No
	32 – LANDING GEAR	No differences	No	No
	34 - NAVIGATION	No differences	No	No
	36 - PNEUMATIC	No differences	No	No
	49 - APU	No differences	No	No
	52 - DOORS	No differences	No	No
	70 - POWER PLANT	Thrust increase available on engines	No	No	A	A
	73 - ENGINE FUEL AND CONTROL	No differences	No	No
	77 - ENGINE INDICATING	No differences	No	No
	78 - EXHAUST	No differences	No	No
	80 - STARTING	No differences	No	No

This Design Differences table from the B-787-9 to the, B-787-8 was proposed by The Boeing Company and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

FROM BASE AIRCAFT : 787-9 TO RELATED AIRCRAFT : 787-8	DESIGN	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING
	GENERAL	Decreased dimensions	No	No	A	A
	DIMENSIONS	Length = 186 feet 1 inches (56.74 meters) Height = 55 feet 6 inches (16.92 meters) Wing Span = 197 feet 3 inches (60.12 meters) Nose gear to main gear = 74.9 feet (22.80 meters)	No	No	A	A
	FLIGHT DECK	Flap handle quadrant: removed 10, 17 and 18 detents	No	No	A	A
	CABIN	Passenger capacity decreased and is variable by customer choice	No	No	A	A
	CARGO	Decreased cargo capacity	No	No	A	A
	ENGINES	Decreased thrust available on engines Rolls Royce Trent 1000 General Electric GEN X	No	No	A	A
	LIMITATIONS	Weight/CG difference Changed Flap Placard to eliminate 10, 17, and 18 flap limit	No	No	A	A
	21 – AIR CONDITIONING	ALTERNATE VENTILATION VALVE - Added	No	No	A	A
	21 - PRESSURIZATION	Alternate Ventilation System differences. Display of outflow valve position differs to reflect system differences.	No	No	A	A
	22 - AUTOFLIGHT	No differences	No	No
	23 - COMMUNICATIONS	No differences	No	No
	24 - ELECTRICAL POWER	No differences	No	No
	25 - EQUIPMENT/FURNISHING	No differences	No	No
	25 - EMERGENCY EVAC	No differences	No	No
	26 - FIRE PROTECTION	No differences	No	No
	27 – FLIGHT CONTROLS	Removal takeoff flap settings 10,17,18	No	No	A	A
	28 - FUEL	Fuel tank Capacities differ slightly	No	No	A	A
	29 – HYDRAULIC POWER	No differences	No	No
	30- ICE AND RAIN	No differences	No	No
	31- FLIGHT INSTRUMENT DISPLAYS	No differences	No	No
	32 – LANDING GEAR	No differences	No	No
	34 - NAVIGATION	No differences	No	No
	36 – PNEUMATIC	No differences	No	No
	49- APU	No differences	No	No
	52 - DOORS	No differences	No	No
	70 - POWER PLANT	Thrust decreased on available engines	No	No	A	A
	73 - ENGINE FUEL AND CONTROL	No differences	No	No
	77- ENGINE INDICATING	No differences	No	No
	78 - EXHAUST	No differences	No	No
	80 - STARTING	No differences	No	No

This Design Differences table from the B-787-8 to the, B-787-10 was proposed by The Boeing Company and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

FROM BASE AIRCAFT : 787-8 TO RELATED AIRCRAFT : 787-10	DESIGN	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING
	GENERAL	Increased dimensions and passenger capability	No	No	A	A
	DIMENSIONS	Length =224 Feet 1 Inch (68.3 Meters) Height = 55 Feet 10 Inches (17.0 Meters) Wing Span = 197 feet 3 inches (60.12 meters) Nose gear to main gear = 94 Feet 9 Inches	No	No	A	A
	FLIGHT DECK	Flap handle quadrant: added 10, 17, and 18 detents	No	No	A	A
	CABIN	Passenger capacity increased and is variable by customer	No	No	A	A
	CARGO	Increased cargo capacity	No	No	A	A
	ENGINES	Thrust increase available on Rolls Royce Trent 1000 General Electric GEN X	No	No	A	A
	LIMITATIONS	Weight/CG difference Changed Flap Placard to annotate 10, 17, and 18 flap speeds	No	No	A	A
	21 – AIR CONDITIONING	ALTERNATE VENTILATION VALVE - Deleted	No	No	A	A
	21 - PRESSURIZATION	Alternate Ventilation System differences. Display of outflow valve position differs to reflect system differences.	No	No	A	A
	22 - AUTOFLIGHT	No differences	No	No
	23 - COMMUNICATIONS	No differences	No	No
	24- ELECTRICAL POWER	No differences	No	No
	25 -EQUIPMENT/FURNISHING	No differences	No	No
	25- EMERGENCY EVAC	No differences	No	No
	26 - FIRE PROTECTION	No differences	No	No
	27 – FLIGHT CONTROLS	Additional takeoff flap settings 10,17,18	No	No	A	A
	28 - FUEL	Fuel tank Capacities differ slightly	No	No	A	A
	29 – HYDRAULIC POWER	No differences	No	No
	30- ICE AND RAIN	No differences	No	No
	31 - FLIGHT INSTRUMENT DISPLAYS	No differences	No	No
	32 – LANDING GEAR	Semi-levered main gear	No	No
	34 - NAVIGATION	No differences	No	No
	36 – PNEUMATIC	No differences	No	No
	49 - APU	No differences	No	No
	52 - DOORS	No differences	No	No
	70 - POWER PLANT	Thrust increase available on engines	No	No	A	A
	73 - ENGINE FUEL AND CONTROL	No differences	No	No
	77 - ENGINE INDICATING	No differences	No	No
	78 - EXHAUST	No differences	No	No
	80 - STARTING	No differences	No	No

This Design Differences table from the B-787-9 to the, B-787-10 was proposed by The Boeing Company and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

FROM BASE AIRCAFT : 787-9 TO RELATED AIRCRAFT : 787-10	DESIGN	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING
	GENERAL	Increased dimensions and passenger capability	No	No	A	A
	DIMENSIONS	Length =224 Feet 1 Inch (68.3 Meters) Height = 55 Feet 10 Inches (17.0 Meters) Wing Span = 197 feet 3 inches (60.12 meters) Nose gear to main gear = 94 Feet 9 Inches	No	No	A	A
	FLIGHT DECK	No differences	No	No	A	A
	CABIN	Passenger capacity increased and is variable by customer	No	No	A	A
	CARGO	Increased cargo capacity	No	No	A	A
	ENGINES	Thrust increase available on Rolls Royce Trent 1000 General Electric GEN X	No	No	A	A
	LIMITATIONS	Weight/CG difference - Changed Flap Placard to annotate 10, 17, and 18 flap speeds	No	No	A	A
	21 – AIR CONDITIONING	No differences	No	No	A	A
	21 - PRESSURIZATION	No differences	No	No	A	A
	22 - AUTOFLIGHT	No differences	No	No
	23 - COMMUNICATIONS	No differences	No	No
	24 - ELECTRICAL POWER	No differences	No	No
	25 - EQUIPMENT/FURNISHING	No differences	No	No
	25 - EMERGENCY EVAC	No differences	No	No
	26 - FIRE PROTECTION	No differences	No	No
	27 – FLIGHT CONTROLS	Additional takeoff flap settings 10,17,18	No	No	A	A
	28 - FUEL	Fuel tank Capacities differ slightly	No	No	A	A
	29 – HYDRAULIC POWER	No differences	No	No
	30 - ICE AND RAIN	No differences	No	No
	31 - FLIGHT INSTRUMENT DISPLAYS	No differences	No	No
	32 – LANDING GEAR	Semi-levered main gear	No	No
	34 - NAVIGATION	No differences	No	No
	36 – PNEUMATIC	No differences	No	No
	49 - APU	No differences	No	No
	52 - DOORS	No differences	No	No
	70 - POWER PLANT	Thrust increase available on engines	No	No	A	A
	73 - ENGINE FUEL AND CONTROL	No differences	No	No
	77 - ENGINE INDICATING	No differences	No	No
	78 - EXHAUST	No differences	No	No
	80 - STARTING	No differences	No	No

This Design Differences table from the B-787-10 to the, B-787-8 was proposed by The Boeing Company and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

FROM BASE AIRCAFT : 787-10 TO RELATED AIRCRAFT : 787-8	DESIGN	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING
	GENERAL	Decreased dimensions	No	No	A	A
	DIMENSIONS	Length = 186 feet 1 inches (56.74 meters) Height = 55 feet 6 inches (16.92 meters) Wing Span = 197 feet 3 inches (60.12 meters) Nose gear to main gear = 74 feet 9 inches (22.80 meters)	No	No	A	A
	FLIGHT DECK	Flap handle quadrant: removed 10, 17 and 18 detents	No	No	A	A
	CABIN	Passenger capacity decreased and is variable by customer choice	No	No	A	A
	CARGO	Decreased cargo capacity	No	No	A	A
	ENGINES	- Decreased thrust available on engines - Rolls Royce Trent 1000 - General Electric GEN X	No	No	A	A
	LIMITATIONS	Weight/CG difference Changed Flap Placard to eliminate 10, 17, and 18 flap limit	No	No	A	A
	21 – AIR CONDITIONING	ALTERNATE VENTILATION VALVE - Added	No	No	A	A
	21 - PRESSURIZATION	Alternate Ventilation System differences. Display of outflow valve position differs to reflect system differences.	No	No	A	A
	22 - AUTOFLIGHT	No differences	No	No
	23 - COMMUNICATIONS	No differences	No	No
	24 - ELECTRICAL POWER	No differences	No	No
	25 - EQUIPMENT/FURNISHING	No differences	No	No
	25 - EMERGENCY EVAC	No differences	No	No
	26 - FIRE PROTECTION	No differences	No	No
	27 – FLIGHT CONTROLS	Removal takeoff flap settings 10,17,18	No	No	A	A
	28 - FUEL	Fuel tank Capacities differ slightly	No	No	A	A
	29 – HYDRAULIC POWER	No differences	No	No
	30 - ICE AND RAIN	No differences	No	No
	31 - FLIGHT INSTRUMENT DISPLAYS	No differences	No	No
	32 – LANDING GEAR	No differences	No	No
	34 - NAVIGATION	No differences	No	No
	36 – PNEUMATIC	No differences	No	No
	49 - APU	No differences	No	No
	52 - DOORS	No differences	No	No
	70 - POWER PLANT	Thrust decreased on available engines	No	No	A	A
	73 - ENGINE FUEL AND CONTROL	No differences	No	No
	77- ENGINE INDICATING	No differences	No	No
	78 - EXHAUST	No differences	No	No
	80 - STARTING	No differences	No	No

This Design Differences table from the B-787-10 to the, B-787-9 was proposed by The Boeing Company and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

FROM BASE AIRCAFT : 787-10 TO RELATED AIRCRAFT : 787-9	DESIGN	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING
	GENERAL	Decreased dimensions and passenger capability	No	No	A	A
	DIMENSIONS	Length = 224 Feet 1 Inch (68.3 Meters) Height = 55 Feet 10 Inches (17.0 Meters) Wing Span = 197 feet 3 inches (60.12 meters) Nose gear to main gear = 94 Feet 9 Inches	No	No	A	A
	FLIGHT DECK	No differences	No	No	A	A
	CABIN	Passenger capacity increased and is variable by customer	No	No	A	A
	CARGO	Increased cargo capacity	No	No	A	A
	ENGINES	Thrust decrease Rolls Royce Trent 1000 General Electric GEN X	No	No	A	A
	LIMITATIONS	Weight/CG difference	No	No	A	A
	21 – AIR CONDITIONING	No differences	No	No	A	A
	21 - PRESSURIZATION	No differences	No	No	A	A
	22 - AUTOFLIGHT	No differences	No	No
	23 - COMMUNICATIONS	No differences	No	No
	24 - ELECTRICAL POWER	No differences	No	No
	25 - EQUIPMENT/FURNISHING	No differences	No	No
	25 - EMERGENCY EVAC	No differences	No	No
	26 - FIRE PROTECTION	No differences	No	No
	27 – FLIGHT CONTROLS	No differences	No	No	A	A
	28- FUEL	Fuel tank Capacities differ slightly	No	No	A	A
	29 – HYDRAULIC POWER	No differences	No	No
	30 - ICE AND RAIN	No differences	No	No
	31 - FLIGHT INSTRUMENT DISPLAYS	No differences	No	No
	32 – LANDING GEAR	No semi-levered gear	No	No
	34 - NAVIGATION	No differences	No	No
	36 – PNEUMATIC	No differences	No	No
	49 - APU	No differences	No	No
	52- DOORS	No differences	No	No
	70- POWER PLANT	Thrust decrease	No	No	A	A
	73 - ENGINE FUEL AND CONTROL	No differences	No	No
	77 - ENGINE INDICATING	No differences	No	No
	78- EXHAUST	No differences	No	No
	80 - STARTING	No differences	No	No

This Maneuver Differences table from the B-777-300ER to the B-787-8, B-787-9 and B-787-10 was proposed by The Boeing Company and modified by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

FROM BASE AIRCAFT : 777-300ER TO RELATED AIRCRAFT : 787-8, 787-9, 787-10	MANUEVER	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING
	Exterior Preflight	Minor differences	No	No	A	A
	Preflight Procedures	Minor Differences due to systems	No	Yes	A	A
	Before Start Procedures	Minor differences	No	Yes	B	B
	Taxi	Minor differences (Airport Map on EFB)	No	Yes	B	B
	HUD operations	Integral dual HUD	No	No	D	D
	Engine failure/V1	Minor differences (TAC off)	No	No	D	D
	ILS/GLS Normal	No differences (no GLS)	No	No
	Go-Around (All Eng)	Minor differences (TOGA to LNAV optional)	No	Yes	A	A
	ILS Eng Inop	Minor differences (TAC off)	No	No	D	D
	Go-Around	Minor differences (TAC off)	No	No	D	D
	Manual Landing (One Eng)	Minor differences (TAC off)	No	No	D	D
	Non-ILS app	Minor differences (no Integrated Approach Navigation)	No	Yes	A	A

This Maneuver Differences table from the B-787-8, B-787-9 and B-787-10 to the B-777-300ER has been included by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

FROM BASE AIRCRAFT : 787-8, 787-9, 787-10 TO RELATED AIRCRAFT : 777-300ER	MANUEVER	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING
	Exterior Preflight	Minor differences	No	No	A	A
	Preflight Procedures	Minor Differences due to systems	No	Yes	A	A
	Before Start Procedures	Minor differences	No	Yes	B	B
	Taxi	Minor differences (Airport Map on EFB)	No	Yes	B	B
	Engine failure/V1	Minor differences (TAC off)	No	No	D	D
	Go-Around (All Eng)	Minor differences (TOGA to LNAV optional)	No	Yes	A	A
	ILS Eng Inop	Minor differences (TAC off)	No	No	D	D
	Go-Around	Minor differences (TAC off)	No	No	D	D
	Manual Landing (One Eng)	Minor differences (TAC off)	No	No	D	D
	Non-ILS app	Minor differences (no Integrated Approach Navigation)	No	Yes	A	A

This Maneuver Differences table from the B-787-8 to the B-787-9 and B-787-10 was proposed by The Boeing Company and modified by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

FROM BASE AIRCAFT : 787-8 TO RELATED AIRCRAFT : 787-9, 787-10	MANUEVER	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING
	Takeoff Procedures	Added takeoff flap positions: 10, 17, 18	No	No	A	A

This Maneuver Differences table from the B-787-9 and B-787-10 to the B-787-8 was proposed by The Boeing Company and modified by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

FROM BASE AIRCAFT : 787-9,787-10 TO RELATED AIRCRAFT : 787-8	MANUEVER	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING
	Takeoff Procedures	Removed takeoff flap positions: 10, 17, 18	No	No	A	A