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787 Flight Crew Operations Manual
Supplementary Procedures -
Adverse Weather
SP.16.8 Boeing Proprietary
Wing Anti-ice Operation - In-flight
Ice accumulation on the flight deck window frames, windshield center
post, or windshield wiper arm, or side windows may be used as an
indication of structural icing conditions and the need to turn on wing
anti–ice.
The wing anti–ice system may be used as a de–icer or anti–icer in flight
only. The primary method is to use the automatic ice detection system
which acts as a de–icer by allowing ice to accumulate before turning
wing anti–ice on. This procedure provides the cleanest airfoil surface,
the least possible runback ice formation, and the least thrust and fuel
penalty.
The secondary method is to select the WING ANTI–ICE selector ON
when wing icing is possible and use the system as an anti–icer.
The airplane is capable of continued safe flight and landing in icing
conditions in the event of an in-flight failure of the wing anti-ice
system.
CAUTION: Do not use wing anti-ice when TAT is above 10°C.
Manual Use of Wing Anti-ice
When manual use of wing anti–ice is needed:
WING ANTI–ICE switch ...........................................ON PM
When manual use of wing anti–ice is no longer needed:
WING ANTI–ICE switch .........................AUTO or OFF PM
Cold Temperature Altitude Corrections
Extremely low temperatures create significant altimeter errors and greater
potential for reduced terrain clearance. When the temperature is colder
than ISA, true altitude will be lower than indicated altitude.
The following altitude correction procedures should be considered when
operating at or near airports where high terrain and/or obstacles exist in
combination with very cold temperatures (-30°C / -22°F or colder), or
when en route minimum altitudes are affected by terrain clearance:
• no corrections are required for reported temperatures above 0°C /
32°F
• corrections apply to QNH and QFE operations
• pilots should not correct altimeter barometric reference settings
787 Flight Crew Operations Manual
Supplementary Procedures -
Adverse Weather
Boeing Proprietary SP.16.9
• ATC assigned altitudes or flight levels should not be adjusted for
temperature
• apply corrections to all published minimum departure, en route and
approach altitudes, including missed approach altitudes, according
to the table below. Advise ATC of the corrections
• MDA/DA settings should be set at the corrected minimum altitudes
for the approach
• subtract the elevation of the altimeter barometric reference setting
source (normally the departure or destination airport elevation)
from the published minimum altitude to be flown to determine
“height above altimeter source”
• enter the table with Airport Temperature and with “height above
altimeter source.” Read the correction where these two entries
intersect. Add the correction to the published minimum altitude to
be flown to determine the corrected indicated altitude to be flown.
To correct an altitude above the altitude in the last column, use
linear extrapolation (e.g., to correct 6000 feet or 1800 meters, use
twice the correction for 3000 feet or 900 meters, respectively)
• if the corrected indicated altitude to be flown is between 100 foot
increments, set the MCP altitude to the closest 100 foot increment
above the corrected indicated altitude to be flown.
Altitude Correction Table (Heights and Altitudes in Feet)
Airport
Temp
°C
Height Above Altimeter Source (feet)
200 300 400 500 600 700 800 900 1000 1500 2000 3000
0° 20 20 30 30 40 40 50 50 60 90 120 170
-10° 20 30 40 50 60 70 80 90 100 150 200 290
-20° 30 50 60 70 90 100 120 130 140 210 280 420
-30° 40 60 80 100 120 140 150 170 190 280 380 570
-40° 50 80 100 120 150 170 190 220 240 360 480 720
-50° 60 90 120 150 180 210 240 270 300 450 590 890
787 Flight Crew Operations Manual
Supplementary Procedures -
Adverse Weather
SP.16.10 Boeing Proprietary
Altitude Correction Table (Heights and Altitudes in Meters)
After Landing Procedure
CAUTION: Taxi at a reduced speed. Use smaller tiller and rudder
inputs, and apply minimum thrust evenly and smoothly.
Taxiing on slippery taxiways or runways at excessive
speed or with high crosswinds may start a skid.
Do the normal After Landing Procedure with the following modifications:
After prolonged operation in icing conditions with the flaps extended,
　
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