Klm Bft 346p

329 VEL WIT A439 VEL GROEN A41 VEL OUDGOUD A4

K interne correspondentie / interoffice correspondence

uw/your ref. aan/to datum/date

tel./phone no. 42718 telefax 42679 onze/our ref. SPL/NM datum/date June 28, 2004

ond./subject Amendment No. 53 to Volume I of AOM 747-400

Please find attached the following pages of the above-mentioned AOM.– Check that you have received the previous amendment.– Missing amendments or pages may be requested from SPL/YR, phone 020 - 6491540.– Insert this letter in front of your AOM (Volume II) before the Log of Pages.

IssueIndex Page

Out InNotes

0.0.2 1-8 20 21 Log of pages updated. Amendment letters upto andincluding no. 52 may be removed and destroyed.

9-10 2 3

1.1.1 8 11 12 Added FDASS in abbreviations list.

F1 1 2 Added name of PH-CKC.

1.1.2 3 6 7 Editorial, corrected paragraph numbering.

4 9 10

1.1.4 8 3 4 Corrected name of switch positon and time bracket.

9 1 2 Changed automatic release time of door lock.

1.5.10 1 4 5 Incorporated new SATCOM alerts due to installationof new IDS sofware.

F1-F2 1 - Deleted, alerts now installed on all types.

1.6.1 F1-F2 1 2 Editorial.

1.8.3 F3 1 2 Updated graphic of maindeck warning units.

1.8.7 1 7 8 Ammended FIRE MAIN DECK alert condition forcombi aircraft.

F1 1 2 Ammended maindeck fire alert conditions.

1.9.8 3 5 6 Added SPEEDBRAKE AUTO alert.

1.10.1 2 8 9

3 11 12 Paragraph re-written to incorporate new fuel

4 6 7 EICAS message logic according IDS software

5 9 10 Load.

6 7 8

7 7 8

This amendment will be effective as from June 28, 2004

- 2 -

Index Page Issue Notes

Out In

1.10.1 8 6 7 Paragraph re-written to incorporate new fuel

9 7 8 ICAS message logic according IDS software Load

10 8 9

11 8 9 EICAS message logic .

12 6 7

1.10.3 3 8 9

4 7 8 Incorporated new fuel pump EICAS

5 8 9 alerts in EICAS interface list.

6 6 7

1.13.4 F1 1 2 Changed ISFD position depiction.

F2 1 2 Updated display options of the ISFD.

1.15.8 F1 1 2 Changed description of predictive windshear alertsystem.

F2 1 2 Changed description of predictive windshear alertsystem.

F3 1 2 Editorial.

F4 1 2 Editorial.

F5 - 1 Editorial due overflow.

F6 - 1 Intentionally Left Blank.

1.15.21 1A/B 1 - Deleted. Problem solved in latest FMS software load.

1.18.5 1 4 5 Removed caret (>) from WINDSHEAR SYS alert andammended condition.Added condition for >CONFIG SPOILERS alert.

2 6 7 Crew alertness alert now possible as an advisory,caution and warning alert.

FLIGHT OPERATIONS

D. Borg

Flight Technical Manager B747-400

0.0.1 INTRODUCTION

Aircraft Operations Manual 747-400

15 JUL 2000Issue 5

0.0.1Page 1

This certifies that the KLM Aircraft Operations Manual B747-400 is based on and in agreement withthe applicable operating limitations, operating procedures and performance information of the FAAApproved B747-400 (Airplane) Flight Manual, as identified in the RLD Approved Flight Manual,including the RLD approved revisions and amendments.

This Aircraft Operations Manual may be carried on board the aircraft as a substitute for the FAAApproved B747-400 (Airplane) Flight Manual, as authorized by RLD letter, LI/VZ-5175,dated 07 June 1989.

Amstelveen, 6th June 1989

KLM FLIGHT OPERATIONS DIVISION

W. BrouwerHead Flight Technical Department

STATEMENT

The authorization to carry the Aircraft Operations Manual on board the aircraft as a substitute for the FAAApproved Airplane Flight Manual is confirmed by a relevant note in Part I of the RLD Approved FlightManual.

1. GENERAL

The Aircraft Operations Manual (AOM) is compiled by Flight Technical (SPL/NM) under authorization ofthe Director Flight Operations (SPL/NM) and is printed and distributed by the Production Control andDistribution Department (SPL/YR).

The AOM supplements the Basic Operations Manual (BOM) and contains further legal requirements andrestrictions, company directives and information considered necessary for the safe and efficientoperation of the aircraft type.

The AOM is issued to cockpit personnel in order to enable such personnel to comply with the rules andregulations of the competent authorities (RLD) as reflected by the above ’Statement’ and with additionalcompany restrictions intended to enhance the safety of operation.

Personnel to whom the manual is issued are obliged to be thoroughly familiar with its contents.Operations are to be conducted in compliance with the procedures and limitations contained in the AOMor extracts therefrom.

Nothing in this manual shall be so construed as to prevent the pilot-in-command from taking any actionwhich he considers essential to the safety of the aircraft and its occupants.

Cockpit crew members must be able to perform by heart (ready knowledge) the instructions andprocedures published in:AOM 2.2 ChecklistsAOM 2.3 Flight TechniquesAOM 2.4 System Operation

1. Normal OperationAOM 2.5 Adverse Environment Operation, except de-icing proceduresAOM 6.2 Flight Safety Instructions

6.2.1 Emergency Equipment Description6.2.4 Evacuation, except Reproduction of Evacuation Directives6.2.5 Preparation, only Minimum Time Available6.2.6 Cockpit-Cabin Communications

0.0.1 INTRODUCTION


Page 20.0.1 22 FEB 2001

Issue 4

Items which must be committed to memory (memory items) are indicated by the prefix ".They are published in:AOM 2.4 System OperationAOM 6.3 Emergency LandingsAOM 6.4 System FailuresAOM 6.5 Fire and Smoke

Limitations which must be committed to memory are indicated by an asterisk (*).

It is the responsibility of each holder of the AOM to keep the manual up-to-date. Amendments shall bestudied immediately upon receipt, and be inserted according effectivity date of mentioned amendmentletter or at first opportunity. Any discrepancies, errors or difficulties arising from or connected with theinterpretation of the text shall be reported to SPL/NM Flight Technical B747-400.

This Aircraft Operations Manual is the property of KLM and is subject to immediate recall or modification,when deemed necessary. Promulgation of its contents to third parties without authorization is prohibited,except for inspection by competent authorities.

2. AOM ON BOARD THE AIRCRAFT

An up-to-date copy of the AOM shall always be carried on board during flight.As it may be necessary to consult the AOM in flight without delay, it must be kept in a readily accessibleplace.

3. CONTENTS AND INDEXING SYSTEM

The B747-400 AOM consists of eight chapters, included in the following volumes:

Vol. I includes: Chapters 0 : INTRODUCTION1 : DESCRIPTION

Vol. II includes: Chapter 2 : OPERATING INSTRUCTIONSVol. III includes: Chapters 3 : FLIGHTPLANNING and CRUISE CONTROL

4 : PERFORMANCE5 : LOADING6 : EMERGENCY PROCEDURES7 : APPENDICES

At the bottom of each page, the designator AOM is shown followed by a group of three numerals,indicating the chapter, section and sub-section of which the page forms a part. Pages are numbered inrelation to sub-sections.A sub-section may be divided into paragraphs, which are indicated by numbers 1, 2, etc. Paragraphs maybe divided into sub-paragraphs, which are indicated by numbers 1.1, 1.2, ..., 2.1, 2.2, etc.

Example:

Chapter each Chapter is divided into Sections.

Section each Section is divided into Sub-sections.

Sub-section each Sub-section is divided into Paragraphs.

Paragraph each Paragraph is divided into Sub-paragraphs

Sub-paragraph

2.1.1-1.1

4. SYMBOLS

-oOo- ........ End of Sub-section.

0.0.1 INTRODUCTION


22 FEB 2001Issue 4

0.0.1Page 3

5. AMENDMENTS

Amendments per volume are distributed to all holders of the AOM under cover of an amendment letter.The amendment letter gives directives for revising the AOM, allows checking that all pages mentionedhave been received, and also supplies highlights or background information when considered necessary.The letters are numbered in sequence and should be retained in front of the volume concerned, thusproviding a check that all issues have been entered.

A Log of Pages for each volume is published from time to time in AOM 0.0.2, summing up all valid pagesat that date. Amendment letters, received before the issue of a Log of Pages, may then be destroyed.

The revised part of an amended page is indicated by a vertical line in the margin. This marking is notused when more than half the page has been revised or when the revision is purely editorial.

If more than half the page has been revised, this will be indicated by a vertical arrow at the left handupper corner.

Apart from the regular amendments, Temporary Instructions (printed on yellow paper) and AOM Bulletins(printed on blue paper) are sometimes issued. Temporary Instructions cover important modificationswhich are being carried out on the aircraft, trials of a temporary nature, urgently required adjustments ofoperating procedures, etc.

AOM Bulletins provide information concerning technical / operational issues resulting from in-serviceexperience. Additionally, instructions may be provided to handle long-lasting deficiencies in the fleet oron specific aircraft until the problem has been resolved or appropriate procedures have beenestablished. AOM Bulletins must be filed in AOM Volume II in front of the log of pages.

Replacements, missing amendments or pages should be ordered from the Information andDocumentation Department (SPL/YB).

6. COPYRIGHT KLM

No part of this manual or its extracts may be reproduced in any form, by print, photoprint, microfilm or anyother means, without written permission from KLM.

–oOo–

0.0.1 INTRODUCTION


Page 40.0.1 1 MAY 1993

Issue 1

INTENTIONALLY LEFT BLANK

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(Amendment no. 53 included)

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1.1 AIRCRAFT GENERAL


15 JAN 2002Issue 10

1.1 CNTPage 1

Contents:

1.1.1 GENERAL

1. General Description

2. Fleet Summary

3. Principal Dimensions

4. Danger Areas

5. Turning Radius

6. Abbreviations

1.1.2 AIRFRAME AND INTERIOR

1. Seat Lay-out

2. Cockpit Crew Rest Area

2.1 Cockpit Crew Rest Controls and Equipment

3. Location of Documentation

3.1 Stowage Compartment on the U/D behind Lavatory 14U

4. Main Deck Acces Ladder (Freighter only)

1.1.3 FLIGHT DECK


2. Panel Lay-out

3. System Operation Philosophy

4. Cockpit Seats

5. Location of Documentation

1.1.4 DOORS

1. Cabin Doors

2. Flight Deck Escape Hatch

3. Cargo Compartment Doors

4. Flight Deck Door

1.1.5 LIGHTING


2. Exterior Lighting

3. Flight Deck Lighting

4. Emergency Lights and Cabin Signs

1.1.6 WATER AND WASTE

1.1.7 EICAS INTERFACE

1. System Display

2. Alerts

–oOo–



Page 21.1 CNT 1 MAY 1993

Issue 1



1.1.1 GeneralAircraft Operations Manual 747-400

15 JAN 2003Issue 8

1.1.1Page 1

1. GENERAL DESCRIPTION

– The Boeing 747-406 aircraft in service with KLM are long range subsonic aircraft powered by fourturbofan engines.

– There are three configurations:S Non convertible (All pax only).S Convertible (Combi or All pax).S Freighter

– The aircraft is powered by four General Electric CF6-80C2 twin spool axial flow high bypass ratioengines. It is equipped with a Full Authority Digital Electronic Control System (FADEC), also referredto as Electronic Engine Control (EEC).

– An auxiliary Power Unit (APU) is located in the tail section. It is capable of supplying electrical andpneumatic power.

– Hydraulic power is supplied by four independent hydraulic systems.

– Flight control surfaces are power actuated without manual reversion. Redundancy is achieved by themultiple hydraulic system concept.

– The landing gear consists of a steerable dual wheel nose gear, two steerable 4-wheel body gears andtwo 4-wheel wing gears.

– Three independent Inertial Reference Systems (IRS) provide in conjunction with the FlightManagement System (FMS) an en route navigation capability, which is essentially independent of anyground based aids.

– The Autopilot Flight Director System (AFDS) provides flight guidance and flight director display oneach pilots panel and approach guidance with fail operational characteristics to permit CAT II/IIIautomatic approach, landing and rollout. All relevant indications are displayed on the Primary FlightDisplay (PFD).

– Two independent FMSs provide navigation guidance (lateral and vertical), with performance andenergy (fuel) management functions, to permit optimum completion of a desired flightplan.

– System descriptions, applicable to the freighter, that differ last those for the Combi/ All Fax, arepublished on green pages and are incorporated behind the page of each relevant (sub)chapter.As a reference, item numbering according the contents page is used in order to indicate where thefreighter differs from either the non--convertible or convertible configuration.



Page 21.1.1 1 AUG 2002

Issue 7

2. FLEET SUMMARY

REGISTRATION NAME CONFIG SELCAL CUST NO ACCEPTANCE

PH-BFA ATLANTA ALL PAX DJ-BG RT 531 MAY 1989

PH-BFB BANGKOK ALL PAX EH-BC RT 532 JUN 1989

PH-BFC CALGARY CONV DK-AC RT 001 SEP 1989

PH-BFD DUBAI CONV DK-AF RT 002 SEP 1989

PH-BFE MELBOURNE CONV DM-AJ RT 003 JAN 1990

PH-BFF FREETOWN CONV DM-AL RT 004 FEB 1990

PH-BFG GUAYAQUIL ALL PAX DM-BE RT 533 APR 1990

PH-BFH HONGKONG CONV EH-AF RT 005 APR 1990

PH-BFI JAKARTA CONV EH-BK RT 006 MAY 1991

PH-BFK KARACHI CONV EH-BL RT 007 MAY 1991

PH-BFL LIMA ALL PAX DM-AK RT 534 DEC 1991

PH-BFM MEXICO CONV CG-LR RT 008 FEB 1992

PH-BFN NAIROBI ALL PAX KL-JP RT 535 APR 1993

PH-BFO ORLANDO CONV BQ-EJ RT 009 OCT 1992

PH-BFP PARAMARIBO CONV KL-MP RT 010 SEP 1993

PH-BFR RIO DE JANEIRO CONV CG-KS RT 011 JAN 1994

PH-BFS SEOUL CONV KL-HP RT 012 OKT 1996

PH-BFT TOKYO CONV KM-DR RT 013 MAY 1997

PH-BFU BEIJING CONV DM-BC RT 014 SEP 1997

PH-BFV VANCOUVER CONV DM-BJ RM 801 AUG 1999

PH-BFW SHANGHAI CONV DH-BQ RM 802 OCT 2000

PH-BFY JOHANNESBURG CONV DH-KS RM 803 APR 2002



15 OCT 1996Issue 5

1.1.1Page 3

3. PRINCIPAL DIMENSIONS

– All dimensions in meters.– Maximum measurements are for empty weights.– Minimum measurements are for maximum taxi weight with full tanks.

64,94

MAX 10,39MAX 8,36

7,6

MAX 5,36

MAX 3,25 MIN 1,88

MAX 3,15MAX 5,33

MAX 19,58

MAX 9,43

34,9

MIN 5,11 MAX 7,57

MIN 1,14

MIN 1,82

3,84

11,00

22,17

68,6

70,67

6,5

9,25

11,94

27,3



Page 41.1.1 1 MAY 1993

Issue 3

4. DANGER AREAS

WARNING: During engine run shaded area shall be kept clear.

NOTE: Hazardous temperature area falls within hazardous velocity area shown.

30 M 0 M 30 M

180 M

150 M

100 M

50 M

0 M

60 M

30 M 0 M 30 M

IDLE THRUST

DATA ACCURACY + 20%

BREAK -- AWAY THRUST

WARNING:

31 KTS56 KM/H

31 KTS56 KM/H

45 KTS80 KM/H

45 KTS80 KM/H

HAZARD ZONEJET WAKE VELOCITY

EXCEEDS 31 KNOTS (56 KM/H)

HAZARD ZONEJET WAKE VELOCITY

EXCEEDS 31 KNOTS (56 KM/H)

AT POINTS CLOSER TO ENGINEAND HAZARD AREA CENTERLINE,JET WAKE VELOCITY ISCONSIDERABLE HIGHER.

R = 2,1 MR = 5,5 M

kkk kAircraft O

perations Manual

747-4001.1

AIR

CR

AFT G

ENER

AL

1.1.2A

irframe and Interior

1.1.2

Page 1

1. SEAT LA

Y-OU

T A

LL PASSEN

GER

CO

NFIG

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ATIO

N: 42C

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1 MAY 1993Issue 5

1.1.1Page 5

5. TURNING RADIUS

19.9 M

3.6 M

46.6 M

29.3 M

WI

N

G

S

P

A

N

13.8 M34.1 M

28 M 29.2 M

18.6 M

6.1 M

NOSE

COCKPIT

NOSE

GEAR

6.7 M

NOTE: Taxi Speed, G.W., C.G.,Runway Conditions andNose Wheel Steering willaffect turn radius andlocation of turn center.

CONDITION: – Turn initiated at 10 kt– 70⎪ nose steering– Body gear steering– No differential braking– Dry runway– Symmetrical thrust

Minimum PavementWidth for 180⎪ Turn



Page 61.1.1 1 JUN 1999

Issue 9

6. ABBREVIATIONS

A

AAC Aeronautical AdministrationCommunication

A/G Air/GroundA/P AutopilotA/S AirspeedA/T AutothrottleABNORM AbnormalABS Autobrake SystemA/C Air ConditioningAC Alternating CurrentACARS Aircraft Communications

Addressing and Reporting SystemACCEL AccelerationACCU AccumulatorACESS Advanced Cabin

Entertainment/Service SystemACM Air Cycle MachineACMS Aircraft Condition Monitoring

SystemACP Audio Control PanelACTR ActuatorAD Airworthiness DirectiveADC Air Data ComputerADF Automatic Direction FinderADP Air Driven PumpADS Air Data SystemADV AdvisoryAFCS Automatic Flight Control SystemAFDS Autopilot Flight Director SystemAFS Auto Flight SystemAFT Rear Part/SectionAGL Above Ground LevelAH Ampere HourAHM Aircraft Handling ManualAIL AileronALIGN AlignmentALT AltitudeALTM AltimeterALTN AlternateAM Amplitude ModulationAMP AmperesAMT Aircraft Maintenance TechnicianAMU Audio Management UnitANNUNC AnnunciatorANT AntennaAOA Angle Of AttackAOAS Angle Of Attack SensorAOG Airplane On GroundAP Assistant PurserAPB Auxiliary Power BreakerAPD Approach Progress Display

APC Aeronautical PassengerCommunication

AFDS Auto Flight Director SystemAPP ApproachAPU Auxiliary Power UnitAPUC Auxiliary Power Unit ControllerAPPROX ApproximatelyARINC Aeronautical Radio IncorporatedARR ArrivalASAP As Soon As PossibleASCTU Air Supply Control and Test UnitASP Audio Selector PanelASSY AssemblyASYM AsymmetricalATA Air Transport Association of

AmericaATC Air Traffic ControlATT AttitudeATTND AttendantAUG AugmentationAUTO AutomaticAUX AuxiliaryAVAIL AvailableAVS Audio Visual System

B

BAL BalanceBARO BarometricBAT BatteryBCU Bus Control UnitBEW Basic Empty WeightBFE Buyers Furnished EquipmentBFO Beat Frequency OscillatorBITE Build-In Test EquipmentBLD BleedBMV Brake Metering ValveBRG BearingBRKR BreakerBRNAV Basic Area NavigationBRT BrightBSCU Brake System Control UnitBTB Bus Tie BreakerBTMU Brake Temperature Monitor UnitBTL BottleBTR Bus Tie Relay

C

C CelsiusC CentigradeCA Cabin AttendantCAA Civil Aviation Authority (UK)CAB Cabin



15 APR 2003Issue 9

1.1.1Page 7

CACTCS Cabin Air Conditioning & TempControl System

CADC Center ADCCANC CancelCAP CaptureCAPT CaptainCAS Calibrated AirspeedCAT CategoryCB Circuit BreakerCCA Central Control ActuatorCCR Cockpit Crew RestCCTM Cabin Configuration Test ModuleCCW Counter ClockwiseCDU Control Display UnitCG Center of GravityCHAN ChannelCHR ChronographCIC Cabin Interphone ControllerCIT Compressor Inlet TemperatureCK CheckCKT CircuitCL Center LineCLB ClimbCLK ClockCLR ClearCMC Central Maintenance ComputerCMD CommandCMPNT ComponentCMPTR ComputerCOMM CommunicationCOMPT CompartmentCON ContinuousCONFIG ConfigurationCONT’D ContinuedCONV ConverterCOWL CowlingC/P Control PanelCPC Cabin Pressure ControllerCRS CourseCRT Cathode Ray TubeCRZ CruiseCSD Constant Speed DriveCTL Central/ControlCTR CenterCU Computer UnitCVR Cockpit Voice RecorderCW ClockwiseCWT Center Wing TankCWY Clearway

D

D-TO Derated TakeoffDA Drift Angle

DADC Digital Air Data ComputerDC Direct CurrentDCIR DC Isolation RelayDD Drift DownDECEL DecelerateDECR DecreaseDEM DemandDEPT DepartureDET DetectionDEV DeviationDFDAC Digital Flight Data Acquisition CardDFDR Digital Flight Data RecorderDH Decision HeightDISC DisconnectDISCH DischargedDIST DistanceDME Distance Measuring EquipmentDN DownDR Door

E

E/E Electric/Electronic CompartmentE/O Engine OutECS Environmental Control SystemECU Electronic Control UnitEDP Engine Driven PumpEEC Electronic Engine ControlEFC Elevator Feel ComputerEFIS Electronic Flight

Instrument SystemEGT Exhaust Gas TemperatureEICAS Engine Indication and Crew

Alerting SystemEICAS CP EICAS Control PanelEIU EFIS/EICAS Interface UnitELCU Electrical Load Control UnitELEC ElectricalELEV ElevatorEMER EmergencyENG EngineEPR Engine Pressure RatioEQUIP EquipmentET Elapsed TimeETO Estimated Time OverETA Estimated Time of ArrivalEVAC EvacuationEXH ExhaustEXT ExternalEXTING Extinguishing



Page 81.1.1 28 JUN 2004

Issue 12

F

F FahrenheitF/D FlightdeckF/O First OfficerF/S Fast/SlowFAA Federal Aviation Administration

FADEC Full Authority Digital ElectronicControl

FAF Final Approach FixFAIL FailureFAMV Fan Air Modulation ValveFCC Flight Control ComputerFCU Flap Control UnitFD Flight DirectorFDASS Flight Deck Access System SwitchFDAU Flight Data Acquisition UnitFDR Flight Data RecorderFF Fuel FlowFILT FilterFIM Fault Isolation ManualFJCC Fuel Jettison Control CardFL Flight LevelFLCH Flight Level ChangeFLT TRK Flight TrackingFMA Flight Mode AnnunciatorFMC Flight Management ComputerFMS Flight Management SystemFOD Foreign Object DamageFPA Flight Path AngleFPEEPM Floor Proximity Emergency

Escape Path MarkingsFPM Feet Per MinuteFPV Flight Path VectorFQIS Fuel Quantity Indicating SystemFREQ FrequencyFRM Fault Reporting ManualFT FeetFWD ForwardFQPU Fuel Quantity Processing Unit

G

G/A Go-AroundG/S GlideslopeGCB Generator Control BreakerGCU Generator Control UnitGE General ElectricGEN GeneratorGES Ground Earth StationGMT Greenwich Mean TimeGND GroundGP Glide PathGPM Gallons Per Minute

GPS Global Positioning SystemGPU Ground Power Unit(E)GPWS (Enhanced) Ground Proximity

Warning SystemGS Ground SpeedGW Gross WeightGYRO Gyroscope

H

H HeightHDG HeadingHF High FrequencyHI HighHIL Hold Item ListHLD HoldHOR HorizontalHP High PressureHPA Hecto PascaleHPSOV High Pressure Shutoff ValveHR HourHS High SpeedHSI Horizontal Situation IndicatorHST Horizontal Stabilizer TankHT HeightHYD HydraulicHYQUIM Hydraulic Quantity Interface

ModuleHZ Hertz

I

IAF Initial Approach FixIAS Indicated AirspeedICU Interface Control UnitIDENT IdentificationIDENT IdentifierIDG Integrated Drive GeneratorIDS Integrated Display SystemIDU Integrated Display UnitILLUM IlluminatedILS Instrument Landing SystemIM Inner/airways MarkerIMBAL ImbalanceIN InchINBD InboardINCR IncreaseIND IndicatorINIT InitializeINOP InoperativeINST InstrumentINV Static InverterIP Interstage PressureIRS Inertial Reference SystemIRU Inertial Reference Unit



15 APR 2003Issue 10

1.1.1Page 9

ISLN IsolationIVW/DL Inspectie Verkeer en Waterstaat/

Divisie Luchtvaart

J

JAA Joint Airworthiness AuthoritiesJAR Joint Airworthiness RequirementJETT Jettison

K

K KelvinKG KilogramKIAS Knots Indicated AirspeedKTS KnotsKVA Kilovolt AmpèreKW Kilowatt

L

L LeftLAT LatitudeLB PoundLCD Liquid Crystal DisplayLDG LandingLDG GR Landing GearLE Leading EdgeLGW Landing Gross WeightLH Left HandLIM LimitLKD LockedLNAV Lateral NavigationLO LowLOC LocalizerLP Low PressureLRRA Low Range Radio AltimeterLRU Line Replacable UnitLT LightLVDT Linear Variable Differential

TransducerLVL LevelLW Landing WeightLWR Lower

M

M MachMAC Mean Aerodynamic ChordMAI Maintenance ManualMAN ManualMAWEA Modularized Avionics & Warning

Electronics Assembly

MAX MaximumMCDU Multi Purpose Control and

Display UnitMCL Master Caution LightMCP Mode Control PanelMDA Minimum Descent AltitudeMDP Main Deck PalletMEA Minimum Enroute AltitudeMEC Main Equipment CenterMECH MechanicalMED MediumMEL Minimum Equipment ListMGMT ManagementMIC MicrophoneMIN MinimumMISC MiscellaneousMKR Marker BeaconMLW Maximum Landing WeightMM Middle MarkerMMO Maximum Mach Operating SpeedMSA Minimum Sector AltitudeMSG MessageMSL Mean Sea LevelMTOW Maximum Takeoff WeightMTW Maximum Taxi WeightMUX MultiplexerMWL Master Warning LightMZFW Maximum Zero Fuel Weight

N

N NewtonN1 Low Pressure Rotor (Fan) SpeedN2 High Pressure Rotor (Core) SpeedN/A Not ApplicableNAC NacelleNAI Nacelle Anti/IceNAV NavigationNAVAID Navigation AidNCD No Computed DataND Navigation DisplayNDB Navigation Data BaseNLG Nose Landing GearNM Nautical mileNO NumberNORM NormalNOZ Nozzle

O

OAC Aeronautical OperationalCommunication

OAT Outside Air TemperatureOCR Overhead Crew Rest



Page 101.1.1 1 AUG 2002

Issue 9

OEW Operating Empty WeightOM Outer MarkerOUTBD OutboardOVHD OverheadOVHT OverheatOVRD OverrideOVSP OverspeedOXY Oxygen

P

PA Passenger AddressPAX Passenger(s)P/B Push ButtonPCP Pilot Call PanelPDM Post Delivery ModificationPF Pilot FlyingPFD Primary Flight DisplayPLI Pitch Limit IndicatorPLN PlanPMP PumpPNF Pilot Not FlyingPNL PanelPOS PositionPRESS PressurePRI PriorityPRIM PrimaryPROF ProfilePROG ProgressPROT ProtectionPROX ProximityPRSOV Pressure Regulating and Shutoff

ValvePRV Pressure Regulating ValvePS Pitot StaticPSEU Proximity Switch Electronic UnitPSI Pounds per Square InchPSU Passenger Service UnitPT2 Engine Inlet PressurePTC Pack Temperature ControlPTH PathPTR Push To ResetPTT Push To TalkPWR PowerPWS Purser Work Station

Q

QNH Altimeter SettingQTY Quantity

R

R RightR/T Receiver-TransmitterRA Radio AltitudeRCL RecallRECIRC RecirculateREF ReferenceREQ RequiredRES ReserveREV ReverseRF Radio FrequencyRH Right HandRLY RelayRPM Revolutions Per MinuteRPTG ReportingRRC Rudder Ratio ChangerRST ResetRT Radio TelephonyRTE RouteRTO Rejected Take OffRTP Radio Tuning PanelRUD RudderRVDT Rotary Variable Differential

TransducerRWY Runway

S

SAT Static Air TemperatureSATCOM SATellite COMmunicationSAT-M SATcom Multi channelSBEW Standard Basic Empty WeightSCAV ScavengeSDU Satellite Data UnitSEC SecondarySEC SecondSEL Select, SelectorSELCAL Selective CallSENS SensitivitySERV ServiceSHKR ShakerSID Standard Instrument DepartureSNGL SingleSNR SensorSPD SpeedSPD LIM Speed LimitSPKR SpeakerSPLR SpoilerSRM Stabilizer trim/rudder Ratio

ModulesSSB Single Side BandSSB Split System BreakerSTA StationSTAB StabilizerSTAR Standard Terminal Arrival Route



1 JUN 1999Issue 5

1.1.1Page 11

STCM Stabilizer Trim Control ModuleSTD StandardSTOL Short Takeoff and LandingSW SwitchSYNC SynchronousSYS System

T

T/O Take-offT/R Thrust ReverserTAI Thermal Anti/IceTAS True AirspeedTAT Total Air TemperatureTBD To Be DeterminedTCAS Traffic, Alert and Collision

Avoidance SystemTD Time DelayTE Trailing EdgeTEMP TemperatureTGT TargetTHR ThrustTK TankTO/GA Take-off/Go-aroundTOC Top of ClimbTOD Top of DescentTOMAC Take-off Mean Aerodynamic

ChordTOW Take-off WeightTP Test PointTPDR TransponderTR Transformer RectifierTRK TrackTVOR Terminal VORTYP Typical

U

U/S UnserviceableU/D UpperdeckUHF Ultra High FrequencyUNBAL UnbalanceUNLKD UnlockedUNSCHD UnscheduledUPR UpperUTC Universal Time CoordinateUSB Upper Side BandUTIL Utility

V

V VoltV1 Take-off Decision Speed

V2 Scheduled Target Speed (T/O)VBV Variable Bypass ValveVENT VentilationVERT VerticalVHF Very High FrequencyVIB VibrationVLV ValveVmcg Minimum Controllable Ground

SpeedVmin Minimum Operating SpeedVMO Maximum Operating SpeedVNAV Vertical NavigationVOR VHF Omnidirectional RangeVR Rotation SpeedVREF Reference SpeedVS Vertical SpeedVSI Vertical Speed IndicatorVSV Variable Stator Vanes

W

WAI Wing Anti/IceWNSHR WindshearWPT WaypointWSHLD WindshieldWT WeightWX WeatherWXR Weather Radar

X

XFEED CrossfeedXFR Transfer

Y

YD Yaw Damper

Z

ZFW Zero Fuel WeightZTC Zone Temperature Control

–oOo–



Page 121.1.1 1 MAY 1993

Issue 1



1.1.1 GeneralAircraft Operations Manual FREIGHTER

747-400

1.1.1Page F1

28 JUN 2004Issue 2

2. FLEET SUMMARY

REGISTRATION NAME CONFIG SELCAL CUST NO ACCEPTANCE

PH-CKA Eendracht FREIGHTER AL--CP RL 681 MAR 2003

PH-CKB Leeuwin FREIGHTER AM--HS RL 682 APR 2003

PH-CKC Oranje FREIGHTER AP--EK RL 683 FEB 2004

–oOo–



747-400

Page F21.1.1 1 MAR 2003

Issue 1



1.1.2 Airframe and InteriorAircraft Operations Manual 747-400

28 JUN 2004Issue 7

1.1.2Page 3

2. COCKPIT CREW REST AREA

CREW LAVATORY

STOWAGE COMPARTMENT

BUNKS

COCKPIT CREW REST AREA

2 CREW REST SEATS

FWD

4U6U14U

CCR DOOR LATCH


1.1.2 Airframe and InteriorAircraft Operations Manual 747-400

Page 41.1.2 28 JUN 2004

Issue 10

2.1 COCKPIT CREW REST CONTROLS AND EQUIPMENT

Sitting area

Basic passenger service controls (reading light, cabin attendant call and audio) are provided on the seatarmrests.Additional environment controls are on the control box located near the middle of the aft bulkhead panel.One LCD type video screen is installed.Emergency lighting consists of a ’CREW INSIDE’ sign installed on the outside wall of the CCR.

Bunk area

Environment controls are on the control box located on the right side of head end wall just below theupper bunk.Each bunk has a reading light installed (head end). A curtain is installed along each bunk.A foldable can holder is installed per bunk (head end). The clenches are adjustable.Under the forward (foot end) side of the upper bunk a shoe box is installed.The bunk to cockpit door can not be locked from either side. During take off and landing the bunk tocockpit door must be open.A personal belongings pouch is installed per bunk for small items such as watches, glasses etc.Oxygen masks are stowed in the ceiling above the walkway. In case of oxygen mask presentation, thecrew in the bunks are alerted by a red light and a high pitch tone, which sounds for approx. 15 seconds.

3. LOCATION OF DOCUMENTATION

3.1 STOWAGE COMPARTMENT ON THE U/D BEHIND LAVATORY 14U

Access to this compartment is only possible with the Cabin Acces Key.The Cabin Acces Key fits all access doors with a key lock.

The stowage compartment contains:– Ship’s documents (sealed binder)– Supplement Information Binder (SIB)– Fault Isolation Manual (FIM)– Maintenance Manual (MAI) on microfilm– Illustrated Parts Catalog (IPC) on microfilm– Wiring Diagram Manual (WDM) on microfilmAll films, in their respective containers, are contained in a brown bag, in the compartment below thebottom shelf.

–oOo–


1.1.2 Airframe and InteriorAircraft Operations Manual FREIGHTER

747-400

1 MAR 2003Issue 1

1.1.2Page F1

1. UPPERDECK REST AREA

Coatcloset

1.1 UPPERDECK AREA CONTROLS AND EQUIPMENT

Seating area

The upperdeck seating area is equipped with 6 seats, a galley, lavatory, a stowage compartment and acoat closet.The seats are provided with a reading light and an oxygen mask stowed in the ceiling above the seat.

Cockpit Crew Rest Bunk area

The temperature of the Cockpit Crew Rest Bunk Area can be controlled at the Upper Deck CabinServices Module located in the seating area.Each bunk has a reading light, exterior window, handset, conditioned air outlet, literature pocket and acloset installed. The bunks are separated by a partition wall and a curtain.A door devides the seating area and the bunk area.Two oxygen masks are stowed above each crew rest bunk. In case of oxygen mask presentation, thecrew in the bunks is alerted by a chime when the masks are deployed.

Upper deck Cabin Services Module (CSM)

The Upper Deck Cabin Services Module (CSM) consists of a temperature control for the upper deckseating area and bunk area, controls for the upper deck and main deck lights, water quantity indicatorand the Crew Rest Reset Switch.

Temperature in the upper deck seating area and bunk can be individually controlled from 18 to 29degrees Celcius. The temperature will be set to 24 degrees Celsius when electrical power is initiallyapplied to the airplane.



747-400

Page F21.1.2 15 MAR 2003

Issue 2

From the CSM the upper deck side wall lights, upper deck lights, main deck side wall lights, main deckceiling lights, emergency lights, flight deck access lights and the dome lights can be controlled. A whitelight in the push button will be illuminated when the respective lights are on.Pushing the Emergency Lights switch wil illuminate the emergency lights regardless of the Flight DeckEmergency Light Switch.

The Flight Deck Access Light switch activates exit or entry path to or from the flight deck (mainequipment center lights, left side wal lights forward of door 1L, threshold light at door 1L, upper decklights above crew access ladder and upper deck dome lights)

The Dome switch activates the dome lights at the upper deck door and ceiling dome light.

The Crew Rest Reset Switch can be used to reactivate the airconditioning after a crew rest smokewarning.

ACTUAL

SIDEWALL LTSUPPER DECK

CEILING LTSUPPER DECK

SIDEWALL LTSMAIN DECK

CEILING LTSMAIN DECK

EMERGENCYLIGHTS

FLIGHT DECKACCES LIGHT

DOMELIGHTS

LIGHTS

CREW RESTRESET

CABIN TEMPERATURE

WATER QUANTITY

E S 1/4 S 1/2 S 3/4 S F

AIR SUPPLY

21 21U

RESET

ZONE TARGET

ZONE SELECT COOLER WARMER


3.1 STOWAGE COMPARTMENT UNDER THE SECOND OBSERVERS SEAT

All documentation is located in the stowage compartment under the second observers seat.



747-400

1 MAR 2003Issue 1

1.1.2Page F3

4. MAIN DECK CREW ACCESS LADDER

The Upper Deck crew access ladder is retraced to the ceiling during cargo loading and unloading. Allother times the ladder is extended. The smoke barrier door must be closed during taxi, take-off, flight andlanding.

Retracted

Extented

.

–oOo–



747-400

Page F41.1.2 1 MAR 2003

Issue 1



1.1.3 Flight DeckAircraft Operations Manual 747-400

15 OCT 1996Issue 4

1.1.3Page 1


The flightdeck accommodates four crew seats, two serving basic crew of two pilots and two for additionalcrew members/observers.All aircraft and system controls, that are part of operational procedures are within direct reach of eitherpilot.

FIRST OBSERVER

NAV BAG STOWAGE

FIRST OFFICER

PEDESTAL

CAPTAIN

NAV BAG STOWAGE

SECOND OBSERVER

COCKPIT CREW REST

MAIN PANEL



Page 21.1.3 15 OCT 1996

Issue 5

2. PANEL LAY-OUT

Six Cathode Ray Tube electronic displays (CRTs) are used for flight guidance, navigation and monitoringof the aircraft systems.These six displays are identical and interchangeable and can operate in any of the six positions.

The pilots panels are devoted to flight guidance and navigation information and comprise two CRTs each,one Primary Flight Display (PFD), located directly in line with the pilot’s eye reference point, and locatedinboard the Navigation Display (ND).Also provided are navigation system source selectors, ground proximity switches and the autobrakesselector, brake pressure indicator and the clocks.

The pilots center panel contains two Engine Indicating and Crew Alerting System (EICAS) displaysreferred to as the upper and lower EICAS displays because of their vertical arrangement. Under normaloperation these displays are used to display primary and secondary parameters. The EICAS controlpanel is directly above the upper EICAS display.Three mechanical standby instruments are also located on the center instrument panel for attitude,airspeed and altitude readings.The pilots center panel provides also the landing gear lever and alternate flap and gear controls.

The glareshield panel provides the AFDS mode control panel, two EFIS control panels and the EICASselect panel.On the side of the glareshield panel individual light controls are provided, together with a stopwatchbutton. On top of the glareshield is the Normal Checklist holder.

The lower part of the overhead panel is devoted to aircraft system controls and indicators. The upper partof the overhead panel consists of a circuit breaker panel (P7) and a maintenance panel. Also the aislestand flood light and the smoke removal control can be found in between the circuit breaker panels.

The pedestal provides amongst others:Navigation controls and audio control panels. MCDUs, engine controls, fuel controls, flaps andspeedbrakes. Stab trim, aileron and rudder trim, radar controls, cabin interphone controls, ATC controlpanel and emergency evacuation control panel.

The side panels contain a steering handwheel or tiller, full face oxygen mask, space for the emergencychecklist and for a navigation bag.

The first observers panel contains a full face oxygen mask and full audio communication provision. Thesoftware data loader is also situated in this panel.

A circuit breaker panel (P6) is located at the righthand side below the first observers panel.

The second observers panel contains a full face oxygen mask and audio monitor possibilities, connectedto either the F/O or first observers audio system.



1 MAY 1993Issue 3

1.1.3Page 3

BC

D

E

F

A

G

A CAPTAIN’S INSTRUMENT PANEL

B FIRST OFFICER’S INSTRUMENT PANEL

C GLARESHIELD

D CENTER INSTRUMENT PANEL

E CONTROL STAND

F AISLE STAND

G OVERHEAD PANEL



Page 41.1.3 15 OCT 1996

Issue 6

NORM

PRIEICAS

INBD CRT LWR CRT

PFD NDNORM

EICAS

HLDY

ET/CHR

CHR

MSM

HSD

DAY MO/YR

RESET

HLD

RUN

DATE

10

40

30

20

60

50

GMT

R

CL

R

CL

FMC

CDU

L

C

CDU L

FMC R

R

CLAUTO

R

CL

FLT DIR

TCELES

ECRUOS

NAV

EIU

IRS

AIR DATA

CAPTAIN’S INSTRUMENT PANEL

A

PSI X 1000

HYD BRAKEPRESS

12

3

4

0 BRAKESOURCE

DISARM

RTO

43

21

AUTOMAX

OFF

AUTOBRAKES



1 MAY 1993Issue 3

1.1.3Page 5

FIRST OFFICER’S INSTRUMENT PANEL

AIR DATA

IRS

EIU

NAV

SOURCE

SELECT

FLT DIRR

C

L

C R

L

RC

L

AUTO

FMC L

RCDU

C

RFMC

CDU

RC

L

G/S INHB

OVRDGND

PROX

G/SINHIBIT

FLAPGND PROX

CONFIG

OVRD

OVRD GR OVRD

GMT

50

60

20

30

40

10

DATE

RUN

HLD

RESET

DAY MO/YR

HSD

HLDY

MSM

CHR

ET/CHR

EICASNORM

ND PFD

LWR CRTNORM

EICASPRI

INBD CRT

B



Page 61.1.3 1 MAY 1993

Issue 4

1 7 0 0 0+ 2 3 0 02 7 02 0 0

TFC 640

3201608040

20

10 TFC 640

3201608040

20

10

THRLOC

ALTVERT SPD

DN

HDG

SELLIMITBANK

5 25

AUTO

SEL

IAS/MACH

OFF

CMDF/DON

OFF

L

APPHOLDV/S

UP

SPD

A/P ENGAGE

CMDCMD

OFF

F/DON

DISENGAGE

RC

FL CH

V NAV

L NAV

HOLD

A/T ARM

VOR R

ADF R

VOR L

ADF L ADF R

VOR RVOR L

ADF L

DH MDA

RST

MTRS

STD

IN hPa

OFF

APPVOR MAP

PLN

OFF

WXR STA WPT ARPT DATA POS

CTR

/BARO

CAUTION

WARNING

ENG

ECS

HYD DRS GEAR

CANC RCL

STAT DH MDA

RST

MTRS

STD

IN hPa

OFF

APPVOR MAP

PLN

OFF


CTR

/BARO

CAUTION

WARNINGELEC FUEL

GLARESHIELD

20

10

10

20

EXTENDED 320K.--82MEXTEND 270K--.82M

EICAS

BRTUPR LWR

EVENT RCD

AUTOEIU SEL

L C

R

TRUEHDG

NORM

LFMC

R

ALTN

WING

ALTN GEAREXTEND

NOSE/BODY

ALTN

LOCKOVRD

DN

OFF

UPRETRACT270K--.82M

ALTN FLAPS

ALTN

FLAP LIMIT1 -- 280K5 -- 260K

30-- 180K25-- 205K

IAS

6080

100

120

140

160180

200220

240250

300

350

400

KNOTS

0

BARO

1013IN. HG

92294

56

7

8

90

1

2

3MB/HPA

ALT

10-- 240K20-- 230K

SELCAL

RET EXT

OFF

ARM

CENTER INSTRUMENT PANEL

C

D

1.2AIRCONDITIONINGANDPRESSURIZATION

1.2.1Airco

nditio

ning

AircraftOperations

Manual

747-400

15MAR

1999Issue

41.2.1

Page9

Forward

Carg

oCompartm

entHeatin

gandAirco

nditio

ningSchem

atic(in

flight,H

IGHselected

)

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andPack

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FROMEQUIPMENT

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isARMED.

Forward

Carg

oA/C

GroundExhaustShutoff

Valves

(4x)

–Valve

sare

openwhentheA/C

FlowrateSelecto

risinLOW

orinHIGHandairp

laneisonthe

ground.

–Valve

sare

closedwhen:

STheA/C

FlowrateSelecto

risinOFF.

STheairp

laneisinflig

ht.


Arm

edP/B

isARMED.

Check

Valve

–Theflappervalve

closestoprovid

eairp

lane

ditch

protectio

n.

–Theflappervalve

openstoallowoutflo

wof

exhausta

ir.

Carg

oA/C

TrimShutoffValve

–Valve

isopenwhen:

STheA/C

FlowrateSelecto

risinLOW

orin

HIGHandPack

3isoperating.

–Valve

isclo

sedwhen:

STheA/C

FlowrateSelecto

risinOFF.

SCargocompartm

entte

mperature

exce

eds

32_C

.S

Ductte

mperature

exce

eds85_C

.S

Pack

3isnotoperating.


Arm

edP/B

isARMED.

Forward

Carg

oA/C

Overb

oard

Valves

(2x)

–Bothvalve

sare

fullo

penwhentheA/C

Flowrate

selecto

risinLOW

orinHIGHandairp

laneison

theground.

–Onevalve

isfullo

penandtheothervalve

iscommandedtooneofth

einterm

ediatepositio

ns

dependingonflowrateselectio

nwhenthe

airp

laneisinflig

ht.

–Bothvalve

sare

closedwhen:

STheA/C

FlowrateSelecto

risinOFF.


Arm

edP/B

isARMED.

1.2

AIRCONDITIONINGANDPRESSURIZATION

1.2.1

Airconditioning

AircraftOperationsManual747-400

Page10

1.2.1

1MAR

1994

Issue3

INTENTIONALLYLEFT

BLANK



1 MAY 1994Issue 4

1.1.3Page 7

r

S

DN

NOSE

PULL

4

8

20

3

FLAP

30

APL NOSE UPCUTOUT

r NTLA

NTLA

APL NOSE DN

AUTO

2 -- ON -- 3STAB TRIM

F

NOSE

0

FAPLMIRT

BATS

DN

APL

UPNOSE

O

1514

2

4

12

10

6

1

FLAP

5

3

1

0

5

0

1

CUTOFF

RUN43

CUTOFF

RUN2

FUEL CONTROL

F

NOSE

0

S

FAPLMIRT

BAT

APL

UP

O

1514

2

4

12

10

8

6

321

EKARB

DEEP

BRAKEPARK

25

10

5

1

UP

UP

DETENT

FLIGHT

ARM

DN

FMCCOMM

FMCCOMM

YY

VNAV

NAV

K

RADMENU

HOLDFIX

+/--0.

987

654

32

CLR/DEL

EDCBA

O

J

N

I

M

H

L

GF

Y

T

X

SRQP

WVU

PSD

LIAF

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1

PROG

RTE ARRDEP

PAGEPREV

REFINIT

NAV

VNAV

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RADMENU

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987

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32

CLR/DEL

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1

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PAGEPREV

REFINIT

CONTROL STAND

E



Page 81.1.3 15 DEC 2002

Issue 8

FMCCOMM

XPNDR

L R

ATC

I TNED

TA/RA

STBY

XPNDR

TA ONLYOFF

ALT RPTG

BLW

CLRN

ABVSACT

2 3

07

654

1

AISLE STAND

F

PUSHTO

CLO

SE

UP

HS

NP

OE

UP

HS

NP

OE

OFF

RSTALRT

TEST

PPRADV

PPRLOW

LOCKFAIL

UNLKAUTO

UNLKD DENY

+/--



15 OCT 1996Issue 4

1.1.3Page 9

ARMED ARMED

FWD AFT

FWD AFTARM

DO NOT JETT

IN TRANSITWITH FLAPS

BETWEEN1 & 5

FUEL

JETTISON

A B

SELSEL

MLWSTART

SINGLEBOTH

IGNITIONSTBY AUTO

OFF

CON

1

1 2

NORM2

ON ON ONON

VALVEVALVE

TO REMAINFUEL

AUTOSTART

3 4

L--NOZZLE--R

MLW

LDG ALTPUSH ON

T/O & LDG.11 PSIMAXP

ON ON

CABIN ALTITUDECONTROL

NORMA

B

MAN ROPEN

CLOSE

OP

CL

OUTFLOW--VALVES--

AUTO SELECT

OP

CL

MAN L

CARGO FIRE

DISCH

DISCH

AUTOPASS TEMP

AUTO

ON

VOICE RECORDER

ONSTORM

ONAUTO

OFF

AUX

1

PRESS

ON

OFF

INOP

ON

INOP

ON

ON

RESET

ALTN

NORM

ALTN

NORM

ALTN

NORM

ALTN

NORM

ELEC ENG CONTROL

1

DRIVE

BUS

GENCONT

DRIVEDISC

AVAIL

AUTOBAT

STANDBY POWER

EXT PWR 1 APU GEN 1

L UTILITY R

BATTERY

ON

OFF

ISLN

AUTO

ON ON

DRIVE

BUS

ON

OFF

ISLN

AUTO

3

DRIVE

ON

OFF

ISLN

AUTO

4

DRIVE

ON

OFF

ISLN

AUTO

ON ON

BUS BUS

2

ON

OFF

ON

OFF

ON

OFF

OFF STARTON

APU

APU GEN 2 EXT PWR 2

BUSTIE

AVAIL

AVAIL

AVAIL

OFF

ENGINE

HYD

PUMPS

DEMAND

SYSFAULT

2

PRESS

ON

PRESS

SYSFAULT

3

PRESS

ON

PRESS

SYSFAULT

4

PRESS

ON

PRESS

SYSFAULT

PRESS

ONAUTO

OFF

AUX

ONAUTO

OFFONAUTO

OFF

OVHD PANELCKT BKR GLARESHIELD

PANEL/FLOOD DOME

OFFOFFOFF

TEST

EMER LIGHTS

ARMED

FUEL XFER

MAIN 1 & 4FIRE/OVHT

ON

SERV INT

DISCH

DISCH

DISCHBTL A BTL B

DISCH

DISCH DISCH DISCH

DISCHBTL A BTL B

DISCH

APU BTL

A B A B

42 3

B A B A

DISCH

ON ON

AFT CARGO HT

TEMP

C W

HI FLOW

TRIM AIR

EQUIP COOLINGNORM

STBY OVRD

ON

GASPER

SYSFAULT

PACK RST

ON

SYSFAULT

ZONE RST

ON ON

UPR--RECIRC--LWR

C MAN W

AUTOFLT DECK

ALTN

1 2

SYSFAULT

OFFNORM

AB

1 PACKS

L ISLN

APU

WINGTAI

SYSFAULT

3 4

SYSFAULT

SYSFAULT

VALVE

ON

VALVE VALVE

OFFNORM

AB

2

OFFNORM

AB

PACKS

WINGTAI

3

R ISLN

1 2 3 4

ATTALIGN

OFF

L RIRSIRS

NAVATTALIGN

OFF

NAVATTALIGN

OFF

NAV

PASS OXYGEN

NORM

YAW DAMPER

UPPER LOWER

BRT

WINDOW HEAT

ON ON

INOPINOPOFF

LO

WIPER

1

APU

ON

OFFOFF

OFFLO

HI

WIPER

OFF

ENGINEBLEED

ON

OFF

ON

OFF

ON

OFF

ON

IND LTSTEST

HI

DIMOFFLWR

BEACON

BOTH

OFF

ON

NAV STROBE

ON

OFF OFF

WING

ON

LOGO

ON

OFF

ONONR

INBD

L

OFF

LANDING

R

OUTBD

L

PANEL/FLOODAISLE STAND

OFF

ON R

TURNOFFRWY

L

ON

WASHERON

L--WINDSHIELD--R

OFF

AUTO

NACELLE ANTI--ICE

ON

WING ANTI--ICEAUTO

1

2 3

4

OFF ON

OFF

PRESS

MAIN 4

PRESS

ON

ON

FA

DWF

DWF

FA

T

X FEEDFUEL

3

VALVEVALVERLVALVE

PRESS

ONON

21 X FEEDFUEL

CTR

OVRD 2 MAINMAIN 1

VALVE

4

ON

PRESS

PRESS

ON

ONON ONON

PRESS

ON

PRESSPRESS PRESS

PRESS

ON

PRESS

ON

PRESS

ON

PRESS

MAIN 3 OVRD

PRESS

OVERHEAD PANELNON-CONVERTIBLE AIRPLANES

G

OVERHEAD CIRCUIT BREAKER PANEL

SMOKE EVAC.

F/O

OBS AUDIO SYSTEM

CAPT

NORM

C

T

ON

OFF

ON

OFF

ON

OFF

PASSTEL

FLTTRK

VOICEREC



Page 101.1.3 1 AUG 2002

Issue 9

JETTISON

MLWOFF

TO REMAINFUEL

MLW

A B

SELSEL

START

SINGLEBOTH

IGNITIONSTBY AUTO

CON

1

1 2

NORM2

ON ON ONON

VALVEVALVE

AUTOSTART

3 4

L--NOZZLE--R

DO NOT JET


BETWEEN1 & 5

AFTFWD

M

CARGO FIRE

RA

MRA

MAIN

FWD AFT

ARMED ARMEDDISCH

DISCH

MAINDECK

ARMED

FUEL

PRESS

DWF

FA

T

3

RLVALVE

PRESS

ONON

21 X FEEDFUEL

CTR

RSTABLOVRD 2 MAINMAIN 1

VALVE

ONONON ONON

PRESSPRESSPRESS PRESS

PRESS

ON

PRESS

ON

PRESS

ON

PRESS

VALVE

MAIN 3 OVRD MAIN 4

X FEEDFUEL

VALVE

4

PRESS

ON

ON

FA

DWFON

PRESS

PRESS

ON

ON

PRESS

ON

PRESS PRESS

AUX

OFFAUTO

ON

1

AUTOOFF

CARGO

ON

OFF

SERV

INTERPHONE

ON

MAIN 1 & 4

FUEL XFER

F/O

OBS AUDIO SYSTEM

DISCH DISCH

ON

RESET

TEST

EMER LIGHTS

ARMED

CAPT

FIRE/OVHT

DISCH

DISCH

DISCHBTL A BTL B

DISCH

DISCH DISCH DISCH

BTL A BTL B

APU BTL

A B A B

42 3

B A B A

DISCH

C W

AUTO

EQUIP COOLINGNORM

STBY

SYSFAULT

ZONE RST

ALTN

PASS TEMP

1

SYSFAULT

OFFNORM1

WINGTAI

PASS OXYGEN

NORM

WINDOW HEAT

ON ON

INOPINOPOFF

LO

WIPER

1

APU

ON

OFF

OFFLO

HI

WIPER

OFF

ONHI

BEACONLANDINGOUTBDPANEL/FLOOD

AISLE STANDTURNOFFRWY

WASHERON

L--WINDSHIELD--R

NORM

VOICE RECORDER

ON

AUTOINOP

ON

INOP

ON

ALTN

NORM

ALTN

NORM

ALTN

NORM

ALTN

NORM

ELEC ENG CONTROL

1

DRIVE

BUS

GENCONT

DRIVEDISC

AVAIL

AUTOBAT

STANDBY POWER

EXT PWR 1 APU GEN 1

L UTILITY R

BATTERY

ON

OFF

ISLN

AUTO

ON ON

DRIVE

BUS

ON

OFF

ISLN

AUTO

3

DRIVE

ON

OFF

ISLN

AUTO

4

DRIVE

ON

OFF

ISLN

AUTO

ON ON

BUS BUS

2

ON

OFF

ON

OFF

ON

OFF

OFF STARTONAPU

APU GEN 2 EXT PWR 2

BUSTIE

AVAIL

AVAIL

AVAIL

OFF

PRESS

ENGINEON

HYD

PUMPS

DEMAND

SYSFAULT

2

PRESS

ON

PRESS

SYSFAULT

3

PRESS

ON

PRESS

SYSFAULT

4

PRESS

ON

PRESS

SYSFAULT

PRESS

ONAUTO

OFF

AUX

ONAUTO

OFFON

STORMOVHD PANELCKT BKR GLARESHIELD

PANEL/FLOOD DOME

OFFOFFOFF

ON ON

AFT CARGO HT

TEMP

HI FLOW

TRIM AIR

OVRD

ON

GASPER

SYSFAULT

PACK RST

ON

ON ON

UPR--RECIRC--LWR

C MAN W

AUTOFLT DECK

2

AB

PACKS

L ISLN

APU

SYSFAULT

3 4

SYSFAULT

SYSFAULT

VALVE

ON

VALVE VALVE

OFFNORM

AB

2

OFFNORM

AB

PACKS

WINGTAI

3

R ISLN

1 2 3 4

ATTALIGN

OFF

RIRSIRS

ATTALIGN

OFF

ATTALIGN

OFF

NAV

YAW DAMPER

UPPER LOWER

BRT

OFF

ON

ENGINEBLEEDOFF

ON

OFF

ON

OFF

ON

IND LTSTEST

DIMOFFLWR

BOTH

OFF

ON

NAV STROBE

ON

OFF OFF

WING

ON

LOGO

ON

OFF

ONONR

INBD

L

OFF

RL

OFF

ON RL

OFF

NAV NAV

L C

OVERHEAD PANELCONVERTIBLE AIRPLANES


G SMOKE EVAC.

OFF

AUTO

NACELLE ANTI--ICE

ON

WING ANTI--ICEAUTO

1

2 3

4

OFF ON

LDG ALTPUSH ON


ON ON


NORMA

B

MAN ROPEN

CLOSE

OP

CL

OUTFLOW--VALVES--

AUTO SELECT

OP

CL

MAN L

CAPT AUDIOSYSTEM

NORM

VHF-L DIRECT

ON

OFF

ON

OFF

ON

OFF

PASSTEL

FLTTRK

VOICEREC

ELTON ARMED RESET



15 OCT 1996Issue 5

1.1.3Page 11

3. SYSTEM OPERATION PHILOSOPHY

The Engine Indicating And Crew Alerting System (EICAS) is a very important system on the flightdeck. Acontrol panel is located on the glareshield panel and two CRTs on the center instrument panel and lowercenter panel. Inputs from the aircraft systems are processed and EICAS will:

– During Normal Operation:S monitor the systems.S display information most relevant to the actual status and the condition of the systems.

– Under Abnormal Conditions:S alert via warning lights and/or aural signal.S identify the failure.

As a consequence there is no need to monitor the overhead panel during normal operation.This panel contains the control switches and P/Bs of the main aircraft systems. A great number of theP/Bs have integrated annunciators.The annunciations indicate the mode of operation. Also, in the lower half of the P/B, failure or alertwarnings are annunciated.An illuminated warning light, in the P/B or adjacent to it, is a guide to the P/B or switch to be used.

The P/Bs consist of two types:

– Alternate Action P/BsAlternate action P/Bs have two positions. When pushed ON, the P/B is flush with the panel. Whenpushed OFF, the P/B extends. An alternate action P/B uses a mechanical shutter to show P/Bposition. In the ON position, a word or flow bar is shown. In the OFF position, the mechanical shuttercloses, and covers the word or flow bar.

– Momentary Action P/BsMomentary action P/Bs are spring loaded to the OUT position and always return to the out positionwhen released. Momentary action P/B’s have two functions. They may be used to activate ordeactivate system operation or to reset system logic. Momentary action P/Bs do not have mechanicalshutters

P/B indicator lights

Both alternate action and momentary action P/Bs may use indicator lights. Indicator lights illuminate todirect crew attention to a system where a fault exists.



Page 121.1.3 1 MAY 1993

Issue 1

ALTERNATE ACTION P/B

OFF:– Mechanical shutter is closed.

Word or Flow Bar is covered.

ON:– Mechanical shutter is retracted.

Word or Flow Bar is shown.

– The line indicates no label in this portion ofthe P/B.

MOMENTARY ACTION P/B

– PUSH TO RESET: P/B resets fault.

– Illumination of the Indicator Light alerts thecrew to system status.

– Flow bar indicates P/B engaged.



1 MAY 1994Issue 2

1.1.3Page 13

4. COCKPIT SEATS

Seats are provided for two pilots and two additional crew members/observers.

Pilot Seats

The pilot seats can be locked in any desired horizontal and vertical position for optimum eye referenceposition. The optimum position can be checked by the Eye Reference Position Indicator on thecentrepost or by the markings on the sideposts. Seat adjustments are controlled by electrical or manualmeans. Seat back, armrests and lumbar supports can be adjusted only manually. To facilitate entry, it ispossible to fold the armrest upwards and the seats move outboard during the last 4 inches of aft travel.Each seat is provided with a full harness including an inertial reel with locking handle for the shoulderharness.

Adjustable armrests

Manual overridevertical movement

Back cushion(Lumbar support)Up/down adjustment

Recline control

External power supply

PILOT SEAT OUTBD SIDE

PILOT SEAT INBD SIDE

CAPTAINS SEAT SHOWN

Thigh pad adjustment

Manual overridehorizontal movement

Horizontal/vertical movement

Back cushion(Lumbar support)In/out adjustment

Restraint systeminertial reel lock

(new configuration)

Horizontal/vertical movement(old configuration)



Page 141.1.3 1 MAY 1993

Issue 1

First Observer’s Seat

Adjustable armrests


Recline control


Inertial reel lock

Lifevest stowage

Up/down control

Lateral control

Tracklock control



1 MAY 1993Issue 1

1.1.3Page 15

Second Observer’s Seat


Lifevest stowage

Inertial reel lock

Recline control




Page 161.1.3 22 FEB 2001

Issue 4


First Observer’s stowage (RH of First Observer’s seat)

Fwd part:– Maintenance tips / MAI chapter 2 binder– Fault Reporting Manual (FRM/binder)

Aft part:– Spare and old Aircraft Maintenance Log (AML)– Spare and old Aircraft Flight Log (AFL)– Spare and old Cabin Maintenance Log (CML)– Cabin Maintenance Log in use.

Bin on Aft side pedestal

– Aircraft Maintenance Log and Aircraft Flight Log in use.

Miscellaneous

– On top of glareshield : One Normal Checklist.

– In bin below window 2L : One Emergency Checklist.– In bin below window 2R : One Emergency Checklist.

– Outboard of Captain’s seat : Navigation Bag nr 1.– Outboard of F/O’s seat : Navigation Bag nr 2.– Outboard of 2nd Observer’s seat : Navigation Bag nr 3.

–oOo–


1.1.3 Flight DeckAircraft Operations Manual FREIGHTER

747-400

1.1.3Page F1

1 MAR 2003

Issue 1


FIRST OBSERVER

NAV BAG STOWAGE

FIRST OFFICER

PEDESTAL

CAPTAIN

NAV BAG STOWAGE

SECOND OBSERVER

MAIN PANEL

2. PANEL LAY-OUT

Six Liquid Cristal Displays (LCD’s) are installed.These displays are identical and interchangeable andcan operate in any of the six positions.The displays are intermixeable with Cathode Ray Tube electronic displays (CRT).

A single Integrated Standby Flight Display is located on the center instrument panel for attitude, airspeedand altitude readings.

The first observers Audio Control Panel is located on the pedestal.



747-400

Page F21.1.3 1 MAR 2003

Issue 1

1 7 0 0 0+ 2 3 0 02 7 02 0 0

TFC 640

3201608040

20

10

THRLOC

ALTVERT SPD

DN

HDG

SELLIMITBANK

5 25

AUTO

SEL

IAS/MACH

OFF

CMDF/DON

OFF

L

APPHOLDV/S

UP

SPD

A/P ENGAGE

CMDCMD

OFF

F/DON

DISENGAGE

RC

FL CH

V NAV

L NAV

HOLD

A/T ARM

VOR R

ADF R

VOR L

ADF L

DH MDA

RST

MTRS

STD

IN hPa

OFF

APPVOR MAP

PLN

OFF


CTR

/BARO

CAUTION

WARNING

ENG

ECS

HYD DRS GEAR

CANC RCL

STAT

CAUTION

WARNINGELEC FUEL

GLARESHIELD

EXTENDED 320K.--82MEXTEND 270K--.82M

EICAS

BRTUPR LWR

EVENT RCD

AUTOEIU SEL

L C

R

TRUEHDG

NORM

LFMC

R

ALTN

WING

ALTN GEAREXTEND

NOSE/BODY

ALTN

LOCKOVRD

DN

OFF

UPRETRACT270K--.82M

ALTN FLAPS

ALTN

FLAP LIMIT1 -- 285K5 -- 265K

30-- 180K25-- 210K

10-- 245K20-- 235K

SELCAL

RET EXT

OFF

ARM

CENTER INSTRUMENT PANEL

C

D

TERR

FPVMINS

TFC 640

3201608040

20

10

VOR R

ADF R

VOR L

ADF L

DH MDA

RST

MTRS

STD

IN hPa

OFF

APPVOR MAP

PLN

OFF


CTR

/BARO

TERR

FPVMINS

“TBD”



747-400

1.1.3Page F3

1 MAR 2003

Issue 1

TAXI

JETTISON

MLWOFF

TO REMAINFUEL

MLW

A B

SELSEL

START

SINGLEBOTH

IGNITIONSTBY AUTO

CON

1

1 2

NORM2

ON ON ONON

VALVEVALVE

AUTOSTART

3 4

L--NOZZLE--R

DO NOT JET


BETWEEN1 & 5

AFTFWD

M

CARGO FIRE

RA

MRA

MAIN

FWD AFT

ARMED ARMEDDISCH

DEPRESS/ DISCH

MAINDECK

ARMED

FUEL

PRESS

DWF

FA

T

3

RLVALVE

PRESS

ONON

21 X FEEDFUEL

CTR

OVRD 2 MAINMAIN 1

VALVE

ON ONON

PRESS PRESS

PRESS

ON

PRESS

ON

PRESS

ON

PRESS

VALVE

MAIN 3 OVRD MAIN 4

X FEEDFUEL

VALVE

4

PRESS

ON

ON

FA

DWFON

PRESS

PRESS

ON

ON

PRESS

ON

PRESS PRESS

AUX

OFFAUTO

ON

1

AUTOOFF

CARGO/CABIN

ON

OFF

SERV

INTERPHONE

ON

MAIN 1 & 4

FUEL XFER

F/O

OBS AUDIO SYSTEM

DISCH DISCH

ON

RESET

TEST

EMER LIGHTS

ARMED

CAPT

FIRE/OVHT

DISCH

DISCH

DISCHBTL A BTL B

DISCH

DISCH DISCH DISCH

BTL A BTL B

APU BTL

A B A B

42 3

B A B A

DISCH

EQUIP COOLINGNORM

STBY

SYSFAULT

ZONE RST

1

SYSFAULT

OFFNORM1

WINGTAI

SUPRNMRY OXYGEN

NORM

WINDOW HEAT

ON ON

INOPINOP OFFLO

WIPER

1

APU

ON

OFF

OFFLO

HI

WIPER

OFF

ONHI

BEACONLANDINGOUTBDPANEL/FLOOD

AISLE STANDTURNOFFRWY

WASHERON

L--WINDSHIELD--R

NORM

VOICE RECORDER

ON

AUTOINOP

ON

INOP

ON

ALTN

NORM

ALTN

NORM

ALTN

NORM

ALTN

NORM

ELEC ENG CONTROL

1

DRIVE

BUS

GENCONT

DRIVEDISC

AVAIL

AUTOBAT

STANDBY POWER

EXT PWR 1 APU GEN 1

L UTILITY R

BATTERY

ON

OFF

ISLN

AUTO

ON ON

DRIVE

BUS

ON

OFF

ISLN

AUTO

3

DRIVE

ON

OFF

ISLN

AUTO

4

DRIVE

ON

OFF

ISLN

AUTO

ON ON

BUS BUS

2

ON

OFF

ON

OFF

ON

OFF

OFF STARTONAPU

APU GEN 2 EXT PWR 2

BUSTIE

AVAIL

AVAIL

AVAIL

OFF

PRESS

ENGINEON

HYD

PUMPS

DEMAND

SYSFAULT

2

PRESS

ON

PRESS

SYSFAULT

3

PRESS

ON

PRESS

SYSFAULT

4

PRESS

ON

PRESS

SYSFAULT

PRESS

ONAUTO

OFF

AUX

ONAUTO

OFFON

STORMOVHD PANELCKT BKR GLARESHIELD

PANEL/FLOOD DOME

OFFOFFOFF

ON

ON

AFT CARGO HT

TEMP

HI FLOW

TRIM AIR

OVRD

SYSFAULT

PACK RST

ON

C MAN W

AUTOFAN ____ FLT ____ DECK

2

AB

PACKS

L ISLN

APU

SYSFAULT

3 4

SYSFAULT

SYSFAULT

VALVE

ON

VALVE VALVE

OFFNORM

AB

2

OFFNORM

AB

PACKS

WINGTAI

3

R ISLN

1 2 3 4

ATTALIGN

OFF

RIRSIRS

ATTALIGN

OFF

ATTALIGN

OFF

NAV

YAW DAMPER

UPPER LOWER

BRT

OFF

ON

ENGINEBLEEDOFF

ON

OFF

ON

OFF

ON

IND LTSTEST

DIMOFFLWR

BOTH

OFF

ON

NAV STROBE

ON

OFF OFF

WING

ON

LOGO

ON

OFF

ONONR

INBD

L

OFF

RL

OFF

ON RL

OFF

NAV NAV

L C


G SMOKE EVAC.

OFF

AUTO

NACELLE ANTI--ICE

ON

WING ANTI--ICEAUTO

1

2 3

4

OFF ON

LDG ALTPUSH ON


ON ON


NORMA

B

MAN ROPEN

CLOSE

OP

CL

OUTFLOW--VALVES--

AUTO SELECT

OP

CL

MAN L

CAPT AUDIOSYSTEM

NORM

VHF-L DIRECT

ON

OFF

ON

OFF

VOICEREC

ELTON ARMED RESET

ON

OFF

C W

AUTO

MAN

FWD _____ MAIN ____ AFT

C MAN W

DECK AUTOTEMP

C W

AUTOFWD ___ LOWER ____ AFT

C W

LOBE AUTOTEMP

MAN MAN

ON

DECK



747-400

Page F41.1.3 1 MAR 2003

Issue 1

LEFTU/D

CREW REST

FMCCOMM

XPNDR

L R

ATC

I TNED

TA/RA

STBY

XPNDR

TA ONLYOFF

ALT RPTG

BLW

CLRN

ABVSACT

2 3

07

654

1

AISLE STAND

F

PUSHTO

CLO

SE

UP

HS

NP

OE

UP

HS

NP

OE

OFF

RSTALRT

TEST

PPRADV

PPRLOW

RIGHT CARGO GND

CALL

–oOo–


1.1.4 DoorsAircraft Operations Manual 747-400

1 AUG 1997Issue 3

1.1.4Page 1

1. CABIN DOORS

For emergency operating instructions refer to AOM 6.2.1-2/3 Emergency Equipment Description.

The main deck is equipped with 10 cabin doors, 5 on each side of the fuselage. With the aircraft in combiconfiguration, slide/rafts of doors 15 and 25 are removed and AUTO/MAN indication is inhibited.

The upper deck is equipped with 2 doors, one on each side.

The doors are identified by number and name:11 and 21: 1L and 1R12 and 22: 2L and 2R13 and 23: 3L and 3R14 and 24: 4L and 4R15 and 25: 5L and 5R16 and 26: L upperdeck and R upperdeck.

A door number placard is located on the wall next to the door.

Cabin door indications are displayed on the Doors synoptic. An open cabin door generates an EICASadvisory alert.

Doors 11 & 21, 12 & 22 ,14 & 24, 15 & 25 (all pax) are equipped with double lane slide/rafts.Doors 16 & 26 are equipped with double lane slides.Doors 13 & 23 are equipped with double lane ramp/off-wing slides.

11

12

13

14

15

21

22

23

24

25

12

13

1416

21

22

23

24

26

11

All pax

Combi All

1525



Page 21.1.4 1 AUG 1997

Issue 4

Main Deck Doors

A main cabin door can be opened from either the inside or outside of the aircraft by means of a doorhandle. The plug type door moves inwards then swings outwards.

An AUTOMATIC/MANUAL selector is located under an access cover above the door handle.With AUTOMATIC selected the emergency operation is armed. In MANUAL the emergency operation isnot armed.

In MANUAL the door shall be pushed outwards until the door-hold-open latch holds the door.In AUTOMATIC a power assist system takes over when the door is pushed slightly outwards. Also theslide/raft inflates.A main cabin door can be opened from outside by means of pulling out and turning the door handle. If adoor is in AUTOMATIC, pulling the door handle out of the recess will move the Yellow Door Selector toMANUAL to avoid slide inflation.

A main cabin door can be closed by releasing the door-hold-open latch and pulling the door inwards.

CAUTION: Do not open door 13 and/or 23 except for emergency purposes as these doors might bedifficult to close at high grossweight, due to distortion of the airframe.

Emergency light

Door assist handle

Door handle

Door window

Slide/raft container(Doors 13/23: Ramp/slide container)

Mode selector handle

Manual position

Clear plastic viewport

Access cover (open position)

Automatic position

Access cover (closed position)

Pressure gauge

LATCH

Outside doorhandle Door-hold-open latch



1 AUG 1997Issue 5

1.1.4Page 3

Upper Deck Doors

These semi-plug type doors move first part upwards and then swing outwards. The upper deck doors arefor emergency purposes only.

NOTE: The AUTOMATIC/MANUAL selection is contrary to the main cabin doors.

Automatic

Yellow door selectoraccess cover

Door handle

Slide pack(pack board)

Manual

OK

BATTERY

HOLD 3 SEC

BATTERY TEST

GND MODE

DOOR

2. FLIGHT DECK ESCAPE HATCH

The cockpit is equipped with a plug type inward opening escape hatch in the ceiling. This hatch providesa last resort for evacuation from the cockpit by means of the emergency escape devices for a maximumof six persons.The hatch can be opened from inside (a handle) and outside (a release trigger) of the aircraft.An open hatch does not generate an EICAS alert.



Page 41.1.4 1 MAY 1994

Issue 4

3. CARGO COMPARTMENT DOORS

Forward and Aft Cargo Doors

The doors open outward and can be operated electrically from outside or inside the aircraft or manuallypartly from out- partly from inside. Door motion can be stopped at any point by releasing andrepositioning the control switch.

BULK AFT FWD

MASTER LATCH LOCK HANDLE

Downward handle rotation after pressing the release trigger:S Removes locks from the door latches and opens two pressure

relief doors. A switch on one of the doors will activate theDOOR FWD (AFT) CARGO EICAS alert.

S Arms the door control switches to permit door opening.When raising the handle after closing the door, it should runsmoothly. Resistance during operation is indicative of latches notbeing properly closed. Improperly closed latches will also bevisually apparent through incomplete closure of the pressurerelief doors.

DOOR CONTROL SWITCHES

S Electrically powered when masterlatch lock handle extended andGnd Handling bus power available.

S Hold switch in OPEN or CLOSE tooperate the door.

Interior door control switch

FWD

Release TriggerPressure Relief Doors

8 viewing portsfor latches check

FWD

FWD



1 MAY 1994Issue 4

1.1.4Page 5

Bulk Cargo Door

Door opens inward and can be operated manually from outside or inside the aircraft. The door can bekept open by an uplatch with manual release handle installed on the compartments ceiling.

Recess

Pull and rotateto unlock

Pull and rotateto unlock

InteriorDoorhandle

Uplatch and manualrelease handle

EXTERIOR DOOR HANDLE

– Springloaded towards ’locked’– When handle is pulled from recess and

rotated to ’unlocked’ door can be pushedinward.Handle will revert to ’locked’ whenreleased.

FWD

FWD



Page 61.1.4 15 OCT 1996

Issue 3

Side Cargo Door (Combi only)

The door opens outward and can be operated electrically or manually from outside the aircraft andelectrically or partly manually from inside provided the cover plate over the interior master latch lockhandle is released. Door motion can be stopped at any point by releasing and repositioning the controlswitch. In full passenger configuration additional doorlining with electrical heating blankets is installed tomaintain passenger comfort in the door area.

FWD

WINDOW

SIDE CARGO DOOR

L--5 DOOR

POWER ON

LATCHED CLOSED

INTERPHONEDOOR UP

EXTERIOR CONTROLS -- SIDE CARGO DOOR

PRESS RELIEF DOORS


Pressing the release trigger on upper handlearea, releases exterior and interior latch lockhandles.Pulling the exterior handle:– Removes locks from the door latches and

opens two pressure relief doors. EICAS alertDOOR SIDE CARGO will be displayed.

– Illuminates LATCHED CLOSED lights ondoor control panel.

– Arms door control switch. Resistance duringoperation is indicative of latches not beingproperly closed. Improperly closed latcheswill also be visually apparent throughincomplete closure of the pressure reliefdoors.

DOOR CONTROL PANEL

DOOR UP LIGHT (Green)

Illuminated when door is in the full openposition.

DOOR CONTROL SWITCH

– Electrically powered when POWER ON lightilluminated and master latch lock handleextended.

– Hold switch in DOOR UP or LATCHEDCLOSED to operate door.

LATCHED CLOSED LIGHT (Green)

– Illuminated when door is closed and latchedwith master latch lock handle extended.

– Closing the handle will extinguish the light.

POWER ON LIGHT (Green)

Illuminated when Main Deck Cargo bus poweris available for door operation.

DOOR CONTROL PANEL



22 FEB 2001Issue 4

1.1.4Page 7

FWD

L--5 DOOR

WINDOW

SIDE CARGODOOR

65847677DOOR CONTROL

LATCHEDCLOSEDJACK

INPHON

POWERLIGHTSRAMP

OFF

ON

SIDE CARGO

DOORCONTROL

DOOR

CLOSED

OPEN

UP

INTERIOR CONTROLS -- SIDE CARGO DOOR

SIDE DOOR CONTROL

SIDE DOORCONTROL

LATCH LOCK HANDLE RELEASE

Inward movement releases in- and exteriorlatch lock handles.


Pulling the interior handle:– Removes locks from the door latches.– DOOR SIDE CARGO alert will be displayed.– Opens two pressure relief doors.– Illuminates LATCHED CLOSED lights on

door control panels.– Arms door control switch. Resistance during

operation is indicative of latches not beingproperly closed. Improperly closed latcheswill also be visually apparent throughincomplete closure of the pressure reliefdoors.

LATCH LOCK HANDLE COVER

Inhibits door operation when cover is closed.

POWER ON LIGHT (Green)

Illuminated when Main Deck Cargo bus poweris available for door operation.

LATCHED CLOSED LIGHT (Green)

– Illuminated when door is closed and latchedwith master latch lock handles pulled.

– Subsequently closing the handles willextinguish the lights.

DOOR CONTROL SWITCH

– Electrically powered when POWER ON lightilluminated and master latch lock handleextended.

– Hold switch in OPEN or CLOSE to operatedoor.

DOOR UP LIGHT (Green)

Illuminated when door is in the full openposition.

GROUND SERVICE INTERPHONE JACK

RAMP LIGHTS SWITCH

ON:Illuminates lights in upper part of door tolight loading area.



Page 81.1.4 28 JUN 2004

Issue 4

4. FLIGHT DECK DOOR

The flight deck door is equipped with a remote controlled solenoid locking mechanism. The lockingmechanism is controlled by a selector on the pedestal. Two lights are installed on the door lock controlpanel. The upper part of the light indicates a failure of the door lock. The lower part of the light indicatesthat the Emergency Acces Code has been entered on the Flight Deck Access Panel.

Door Lock Control Panel

A

A

FLIGHT DECK DOOR LOCK INDICATORLIGHT

LOCK FAIL (AMBER)

Illuminated when:– Flight Deck Door Lock Selector in AUTO

and door lock has failed or– Flight Deck Access System switch OFF

AUTO UNLK (AMBER)

Illuminated when:– Correct UNLOCK code entered in

keypad.S Light flashes and continous chime

sounds before timer expires and doorunlocks.

FLIGHT DECK DOOR LOCK SELECTOR

AUTO:Door locked, when Flight Deck AccessSystem Switch is NORM and electricalpower available. Allows door to unlockafter entry of Emergency Access Codeand expiration of the timer.

UNLKD (Moment):Push and rotate to unlock the cockpit door.

DENY (Moment):Rejects keypad entry request andprevents further unlock code entry for5 minutes.

LOCKFAIL

UNLKAUTO

UNLKD DENY



28 JUN 2004Issue 2

1.1.4Page 9

Flight Deck Access Panel

The Flight Deck Access Panel is installed on the lefthand cabin side of the cockpit doorpost. It consists ofa 5 digit numerical panel and three indicator lights. These lights indicate the status of the door lock.Entries on the numerical keypad must always be followed by “enter”. A single digit entry causes thechime module in the cockpit to generate a chime, indicating a request to unlock the cockpit door.When the 5 digit unlock code is entered, the locking mechanism enters a controlled doorlock releasecycle which will result in an automatic release of the door lock after 30 seconds if no pilot action is taken.

1 2

3 4

5 ENT

(RED)

(AMBER)

(GREEN)

DOOR LOCK INDICATOR LIGHTS

RED:Door locked

AMBER:Correct emergency code entered.

GREEN:Door unlocked

Cockpit Chime Module

The cockpit chime module is equipped with a Flight Deck Access System Switch. This switch controls thepower supply to the door locking and crew alerting mechanisms.

FLIGHT DECK ACCESS SYSTEM SWITCH

OFF:Removes electrical power from doorlock.

NORM:Flight Deck Access System configured forflight.



Page 101.1.4 15 APR 2003

Issue 2

Deadbolt

The cockpit door incorporates a deadbolt with a key lock. The deadbolt is used primarily on ground andmay be used in flight SCD.

Deadbolt view Cockpit Side

LOCKED, KEY OPERABLE:

Cockpit deadbolt is locked, but door can be openedfrom the cabin by means of the Cabin Acces Key.

UNLOCKED:

Cockpit deadbolt is unlocked. Door can be openedfrom the cabin without a key

LOCKED, KEY INOPERABLE:

Cockpit deadbolt is locked and cannot be openedfrom the cabin.


1.1.4 DoorsAircraft Operations Manual FREIGHTER

747-400

1.1.4Page F1

1 MAR 2003

Issue 1

1. CABIN DOORS

The Main Deck is equipped with 2 Main Deck Doors, both on the left hand side of the fuselage.

The Upper Deck is equipped with 1 Crew Service door on the right hand side.

The doors are identified by number and name:11 : 1L15 : 5L26 : R Upper Deck.

Doors 11 & 15 are equipped with an escape rope.Doors 26 is equipped with a single lane slide.

Main Deck Doors

An auto/ manual selector is not installed on the main cabin doors.

Crew Service Door

The Crew Service Door can be used for normal entry and exit and as an emergency exit. The door can beopened from outside (a release trigger) and from inside (handle). Outside the airplane, pushing the tabsreleases the handles. Rotating the handles unlatches and opens the door. The exterior handles must bestowed prior to moving the door aft on the tracks. Inside the airplane, pulling the handle and rotatingtowards OPEN opens the door. Pushing the Door Latch Manual Handle releases the door from the aftstowed position and allows the door slide forward on the tracks. Rotating either the interior or exteriorhandle closes and latches the door.



747-400

Page F21.1.4 1 MAR 2003

Issue 1

2. FLIGHT DECK ESCAPE HATCH

The cockpit is equipped with a plug type inward opening escape hatch in the ceiling. This hatch providesa last resort for evacuation from the cockpit by means of the emergency escape devices for a maximumof eight persons. Six emergency escape harnasses are stowed in the Main Deck area. The descentharness is used by donning the garment, attaching the hook to a descent device, and departing throughthe overhead escape hatch.

The hatch can be opened from inside (a handle) and outside (a release trigger) of the aircraft.

An unlatched hatch generates an EICAS advisory alert.



747-400

1.1.4Page F3

1 MAR 2003

Issue 1

3. CARGO COMPARTMENT DOORS

Nose Cargo Door

The Nose Cargo Door receives electrical power from the Main Deck Cargo Handling Bus. It is controlledfrom the Nose Cargo Door and light control panel. A mechanical system operates the door whenelectrical power is not available.

OFF ON

CLOSE OPEN

LIGHT CONTROLS

NOSE CARGO DOOR CONTROLS

POWER LOCK--OUT LATCHES DOOR

ON ENGAGED CLOSED UP

OFF/ LOCK TEST LAMP DOOR

SYSTEM POWER TEST CONTROL

THRESHOLD SIDEWALL CEILING NOSE SPOT LIGHT

With the System Power switch in ON position the POWER ON and LATCHES CLOSED lights illuminate.

With the System Power switch in ON position and the Door Control switch held in the OPEN position, thedoor actuation system opens the Nose Cargo door. Door motion can be stopped at any point by releasingthe System Power switch or the Door Control switch.

–oOo–



747-400

Page F41.1.4 1 MAR 2003

Issue 1



1.1.5 LightingAircraft Operations Manual 747-400

1.1.5Page 1

1 MAY 1993Issue 3


Flightdeck Lighting

Controls for the flightdeck lights are located on the overhead panel and on the left and right sides of theglareshield.Integral lighting, surrounding each panel component, and flood lights are adjusted by these controls.

Aisle stand panel/FloodThe aisle stand panel/flood lights illuminate the thrust lever quadrant and the pedestal.

PanelThe outer portion of the Captain’s panel light control selector adjusts the brightness of integral lighting onthe Captain’s panel and the left side of the center panel. The outer control of the F/O’s panel light controlselector adjusts the brightness of the integral lighting on the F/O’s panel and the right side of the centerpanel.The inner portion of the Captain’s panel light control selector adjusts the brightness of floodlights over theCaptain’s panel and the center panel. These incandescent lights are positioned under the glareshield todirect light onto the main panels. The inner part of the F/O’s panel light control selector adjusts thebrightness of the floodlights over the F/O’s panel.

If MAIN AC power is lost, the floodlights will operate from the Standby power system.

Circuit BreakerThe control selector for the circuit breaker panel illumination and the overhead integral lighting is locatedon the left side of the overhead panel.

Glareshield panelThe glareshield is lighted by the Glareshield Panel Flood Control Selector.The outer portion controls the glareshield integral lighting and the inner portion controls the glareshieldfloodlights.

DomeThe Dome Light Control Selector regulates the brightness of the 3 dome lights. Variable intensity controlfor these lights is located on the forward overhead panel.The lights are fed from the Ground Service Bus.

Exterior and service lightingExterior lights include Landing, Logo, Strobe, Runway turnoff, Beacon, Nav and Wing lights. Switchesare located on the overhead panel.Service Lights are located at various work areas, such as wheel wells. The switches are located at theindividual service areas.

Landing LightsTwo fixed lights are installed in the leading edge of each wing.With the landing gear lever in UP or OFF, the lights are dimmed.When the lever is in the DN position and the switches in ON the lights brightness is maximum.

Runway Turnoff LightThe two runway turnoff lights are mounted on the nose gear structure and are aimed appr. 65 degrees tothe left and right of the airplane center line.When airborne, the lights are automatically extinguished.



Page 21.1.5 1 MAY 1993

Issue 4

Beacon LightOne light is installed on the top and one on the bottom of the fuselage. They are controlled by a switchlocated on the overhead panel.

Navigation lightsThere are two fixed green lights in the right wing tip, two fixed red lights in the left wing tip and two fixedwhite lights on the tail cone.

Strobe LightsThere are three white anti-collision strobe lights. One strobe is installed in each wing tip and one in thetail cone.

Wing LightsWing illumination is provided by flush-mounted lights on each side of the fuselage. The lights illuminatethe wings and engine nacelles.

Logo LightsThe lights are installed on the horizontal stabilizers to illuminate the vertical stabilizer markings.

INBOARD ANDOUTBOARDLANDINGLIGHTS-LEFTAND RIGHT

UPPERROTATINGBEACON

WINGILLUMINATIONLIGHTS-LEFTAND RIGHT

RUNWAYTURNOFFLIGHTS-LEFTAND RIGHT(ON NOSEGEAR)

LEFT NAV LIGHT

STROBE LIGHT

LOWERROTATINGBEACON

LOGO LIGHTS

RIGHT NAV LIGHT

STROBE LIGHT

WHITENAVIGATIONAND STROBELIGHTS



1.1.5Page 3

1 MAY 1994Issue 4

2. EXTERIOR LIGHTING

A

A

RUNWAY TURNOFF LIGHT SWITCHES

ON:Activates the respective left or rightrunway turnoff light.

Extinguished when in flight, regardless ofswitch position.

LANDING LIGHT SWITCHES(Outboard and inboard)

ON:Activates respective wing landing light.

Light intensity is at maximum only when thelanding gear lever is in the down position.

ONON R

INBD

L

OFF

LANDING

R

OUTBD

L


OFF

ON R

TURNOFFRWY

L

OFF



Page 41.1.5 22 FEB 2001

Issue 5

NAV LIGHT SWITCH

ON:Activates both wing and tail Nav. lights.

A

WING LIGHT SWITCH

ON:Activates wing leading edge illuminationlights.

LOGO LIGHT SWITCH

ON:Activates logo lights.

INDICATOR LIGHT SWITCH

TEST (moment):Powers all indicator lights on theflightdeck.Lights illuminate bright for 10 seconds,then dim until switch is released.

BRIGHT:Activates maximum brightness forindicator lights (day operation).

DIM:Activates intermediate brightness forindicator lights (night operation).

STROBE LIGHT SWITCH

ON:Activates strobe lights.

BEACON LIGHT SWITCH

BOTH:Activates upper and lower red anti-collisionrotating beacons.

LOWER:Activates only the lower red anti-collisionrotating light.

A

BRT

IND LTSTEST

DIMOFFLWR

BEACON

BOTH

OFF

ON

NAV STROBE

ON

OFF OFF

WING

ON

LOGO

ON

OFF



1.1.5Page 5

22 FEB 2001Issue 8

3. FLIGHTDECK LIGHTING

A

B

A

BFLIGHT DECK ACCESS LIGHTS

* There is also a P/B installed at door 12and lower main E/E hatch.

*

ONSTORM

OFF

OVHD PANELCKT BKR GLARESHIELD

PANEL/FLOOD DOME

OFFOFFOFF

DOME LIGHT CONTROL SELECTOR

ROTATE:Controls brightness of the dome lights.

Overridden by storm switch.

CIRCUIT BREAKER/OVERHEAD PANELLIGHT CONTROL SELECTOR

ROTATE:Controls brightness of the overhead circuitbreaker panel.

GLARESHIELD PANEL/FLOOD SELECTOR

ROTATE (inner):Controls left and right glareshield floodlights.

ROTATE (outer):Controls glareshield integral panel and theStandby Magnetic Compass integral lights.

STORM SWITCH

ON:Overrides normal controls for theCaptain’s, Center and F/O’s instrumentpanel flood lights, forward and aft domelights and aisle stand flood lights.

Activates lights at maximum brightness.

FLIGHT DECK ACCESS LIGHT P/B

PUSH:Illuminates exit or entry path to or from theflightdeck. The following lights areactivated:– E/E compartment lights– direct ceiling light door 2– direct ceiling lights upper deck.



Page 61.1.5 22 FEB 2001

Issue 7

B

AISLE STANDPANEL/FLOOD CONTROLSELECTOR

ROTATE (inner):– Controls intensity of aisle stand flood lights.– Overridden by storm switch.

ROTATE (outer):Controls intensity of aisle stand panel integrallight.

MAP LIGHT CONTROL SELECTOR

PULL/ROTATE:Controls brightness of Captain’s and F/O’smap spotlight.

PUSH:Light is extinguished.

The light beam can be adjusted by rotating themap spot light.

PANEL LIGHT CONTROL SELECTOR

ROTATE (inner):– Captain’s control knob controls the

captain’s and center panel floodlights.S Overridden by Storm switch.

– F/O’s control knob controls the F/O’s panelfloodlights.S Overridden by Storm switch.

ROTATE (outer):– Captain’s control knob controls the integral

lights of the captain’s main panel, left sideof the center panel, and captain’s lowerauxiliary panel.

– F/O’s control knob controls the integrallights of the F/O’s main panel, right side ofthe center panel, and F/O’s lower auxiliarypanel.

A

A

B

ONON R

INBD

L

OFF

LANDING

R

OUTBD

L


ON R

RWY

L

OFF

OUTBD

MAP

OFF

PANEL

CLOCK

INBD-- CRT --

GLARESHIELD

CRT BRIGHTNESS CONTROL

ROTATE (OUTBD):Controls the intensity of the outboard CRT.

ROTATE (INBD):

INNER:Controls the weather radar display intensityon the inboard CRT.

OUTER:Controls the intensity of the inboard CRT.

TURNOFF

OFF



1.1.5Page 7

1 FEB 2002Issue 5

A

A

MAP

LIGHTING

PANEL

OFF

1ST OBSERVER’S LIGHTING PANELCONTROL SELECTOR

ROTATE:Controls integral lighting on 1st Observer’scontrol panel and audio select panel.

1ST OBSERVER’S MAP LIGHTCONTROL SELECTOR

PULL/ROTATE:Controls brightness of 1st observer mapspot light at forward end of consoleoverhead.

PUSH:Light is extinguished.

The light beam can be adjusted by rotatingthe map spot light.



Page 81.1.5 1 FEB 2002

Issue 7

4. EMERGENCY LIGHTS AND CABIN SIGNS

Interior emergency lighting consists of flightdeck dome, door, aisle, cross-aisle, escape path and exitlights and luminescent exit signs. Floor Proximity Emergency Escape Path Marking (FPEEPM) consistsof floor mounted locator lights, spaced at intervals in the aisles, cross-aisles and stairway.Additional battery powered exit identifier lights are located at each cabin exit. When illuminated, theescape path lighting provides visual guidance for emergency evacuation when all sources of cabinlighting, more than four feet above the aisle floor, are obscured by smoke.

Exterior emergency lighting consists of escape slide and overwing area lights.

Each emergency light unit is powered by its own battery. Under normal operation the battery charge ismaintained by DC Bus 4. A fully charged battery should provide 15 minutes of emergency power.External emergency lighting is designed to illuminate all escape slides, ramps and overwing areas.Emergency lights for all doors are mounted on the respective door.

The emergency lighting system can be controlled either from the flightdeck or at door 11. The threeposition Emergency Lights Switch on the flightdeck is used to activate the system manually or to arm thesystem for automatic operation.Automatic operation occurs whenever DC power fails or is turned off.The P/B located on the handset cradle of the cabin attendant seat at door 11, can activate the systemregardless of the position of the flightdeck switch.

UPPER DECK SLIDE

EXTERNAL AREAILLUMINATED

EXTERIOR EMERGENCY LIGHTING

SLIDE / RAFT

RAMP / OFF-WING SLIDE

11 21

16 26

12 22

13 23

14 24

15 25



1.1.5Page 9

1 JUN 1999Issue 7

A

SEATBELTS Control Selector

AUTO:The FASTEN SEAT BELT in the cabin and theRETURN TO SEAT signs in the lavatories arecontrolled with reference to landing gear, flap leverposition, altitude and cabin altitude.The signs illuminate:– Until climbing through 10.300 ft and flap lever and

gear are UP.– When descending through 10.300 ft or when the

flap lever is selected out of UP or the gear isselected DOWN.

– When cabin altitude exceeds 10.000 ft.As soon as passenger oxygen system is activated,the signs remain illuminated, except the RETURNto SEAT signs in the lavatories.

ON:All signs are illuminated.

OFF:– All signs are extinguished.– When cabin altitude exceeds 10.000 ft, the signs

illuminate.As soon as passenger oxygen system is activated,the signs remain illuminated, except the RETURNTO SEAT signs in the lavatories.

NO SMOKING Control Selector

AUTO:All NO SMOKING signs are illuminated when:– Any landing gear is not in the uplock or– Cabin altitude exceeds 10.000 ft or– Passenger oxygen system is activated.

ON:All NO SMOKING signs are illuminated.

OFF:– All NO SMOKING signs are extinguished.– Signs will illuminate when:S Cabin altitude exceeds 10.000 ft orS Passenger oxygen system is activated.

EMERGENCY LIGHTS Switch (guarded)

ON:All emergency lights illuminate.

ARMED:All interior and exterior emergency lights illuminateautomatically if DC power fails or is removed.

OFF:Prevents activation of emergency lights system whenairplane electrical power fails or is turned off.Lights can still be switched on from door 11.

EMER LIGHTS

ON

ARMED

OFF

B

OFF

AUTO

OFF

AUTOON

SEATBELTS

ON

NO SMOKING

B

A

–oOo–



Page 101.1.5 1 MAY 1993

Issue 1



1.1.5 LightingAircraft Operations Manual FREIGHTER

747-400

1.1.5Page F1

1 MAR 2003Issue 1


Taxi lightsTaxi lights are installed on the nose landing gear. The taxi lights illuminate only when the Taxi Light switchis in the ON position with the aircraft on ground.

2. EXTERIOR LIGHTING

A

AONON R

INBD

L

OFF

LANDING

R

OUTBD

L


OFF

ON R

TURNOFFRWY

L

OFF

TAXI

TAXI LIGHT SWITCHES

ON:Activates the taxi light.

Extinguished when in flight, regardless ofswitch position.

OFF

ON


1.1.5 LightingAircraft Operations Manual FREIGHTER

747- 400

Page F21.1.5 1 MAR 2003

Issue 1

5. EMERGENCY LIGHTS AND CABIN SIGNS

FPEEPM is not installed on the 747--400F ER.

The emergency lighting system can be controlled either from the flightdeck or by the Emergency Lightsswitch on the Upper Deck Cabin Service Module regardless of the Flight Deck switch position.

Single lane upperdeck slide

EXTERNAL AREAILLUMINATED

EXTERIOR EMERGENCY LIGHTING

11

26

15

–oOo–


1.1.6 Water and WasteAircraft Operations Manual 747-400

15 OCT 1996Issue 5

1.1.6Page 1

Drinking water and toilet flush water is supplied from three (Combi - 7 pallet config) or four (Pax config)storage tanks located at the aft end of the forward cargo compartment. The total usable capacity is 1250liters (3 tanks) and 1660 liters (4 tanks).The water system is externally serviced at the water service panel located below the fuselage forward ofthe wing. The required water quantity can be preselected prior to refilling. Water quantity indicators arelocated at the service panel and at the Purser Work Station. Bleed air from the engines maintains apressure in the tanks during flight. When duct pressure is low, tank pressure can be supplied by anelectrically driven compressor. The pressure in the tanks provides water flow to galleys and lavatories.Two electrically operated valves are installed in the supply lines to shut-off water supply to galleys andlavatories forward or aft of the wing leading edge in case of water leakage. Each valve can be controlledfrom the Purser Work Station.

Each lavatory water system can be isolated from the distribution system by a manually operated watershutoff valve located at the base of the lavatory cabinet.Access to the shutoff valve is through a removeable panel in each individual lavatory.

VALVE HANDLE

VALVECABINET PANEL

LAVATORY WATER SHUTOFF VALVE

Water from the galleys and lavatory wash basins is drained overboard through 3 drain masts.

The toilet waste system uses a vacuum system to collect, transport and store toilet waste. The four wastetanks and associated vacuum system components are located in the bulk cargo compartment behind thecompartment sidewall lining.The vacuum system uses differential cabin pressure or vacuum blowers. The vacuum blowers operateautomatically at airplane altitudes below 16.000 ft and on the ground.A flush valve located at the base of the toilet bowl, opens two seconds after the flush switch is activatedand remains open for four seconds.Should the flush valve fail in the open position, it can be manually closed by pulling the handle locatedbelow the toilet shroud. The handle cannot be used to open the flush valve.

–oOo–


1.1.6 Water and WasteAircraft Operations Manual 747-400

Page 21.1.6 1 MAY 1993

Issue 1



1.1.6 Water and WasteAircraft Operations Manual FREIGTHER

747- 400

1 MAR 2003Issue 1

1.1.6Page F1

1. GENERAL

Drinking water and lavatory wash basin water is supplied from two storage tanks located at the aft end ofthe forward cargo compartment. The total usable capacity is 80 liters.A water quantity indicator is located on the Upper Deck Cabin Services Module.

Water from the galley and lavatory wash basin is drained overboard through a single drain mast.

The toilet waste system consist of a recirculating chemical toilet and one waste tank in a single lavatoryon the upper deck.

–oOo–


1.1.6 Water and WasteAircraft Operations Manual FREIGTHER

747- 400

Page F21.1.6 1 MAR 2003

Issue 1



1.1.7 EICAS InterfaceAircraft Operations Manual 747-400

15 MAY 1996Issue 6

1.1.7Page 1

1. SYSTEM DISPLAY

GLARESHIELD

DOORS SYNOPTIC

COMBI CONFIGURATION ONLY

M

A

M

M

M

A

A

M

MM

ENTRY 1

ENTRY 2

ENTRY 4

ENTRY 5

MAIN ELEC

UPPER DECK

ENTRY 3

FWD CARGO

ENTRY 1

ENTRY 2

ENTRY 4

BULK CARGO

ENTRY 5

UPPER DECK

ENTRY 3

AFT CARGOSIDE CARGO

CTR ELEC

SECONDARY EICAS DISPLAY

DOORS P/B

PUSH:Displays doors synoptic.

Doors Status

– Indicates door is open whenrectangle (amber) displayed.

– Indicates door is closed whenrectangle removed.

– Door nomenclature (cyan) isdisplayed continuously.

Door/Slide Mode Indication

M:Door mode selector in manualposition (white).

A:Door mode selector in automaticposition (green).

Both ’A’ and ’M’ inhibited for boththe entry doors 5 when in combiconfiguration.



Page 21.1.7 1 JUN 1999

Issue 6

2. ALERTS

EICAS Level Aural(...) - either (1), (2), (3) or (4) W - Warning

C - CautionA - AdvisoryM - Memo

B - Bellb - BeeperS - Siren

Message LevelMWL/MCL

Aural Local Condition

DOOR FWD (AFT)CARGO

CCAUTION b

-- Forward or aft cargo door notclosed and locked.

DOOR SIDE CARGO CCAUTION b

-- Main deck side cargo door notclosed and locked.

DOOR U/D FLT LK CCAUTION b

-- Upper deck door flight lockdisagreement.

DOOR BULK CARGO A -- -- -- Bulk cargo door not latched.

DOOR ELEC MAIN(CTR)

A -- -- -- Main or center electronic bayaccess door not latched.

DOOR ENTRY L 1 (2)(3) (4) (5)

A -- -- -- L 1 or 2 or 3 or 4 or 5 entry door notlatched.

DOOR ENTRY R 1 (2)(3) (4) (5)

A -- -- -- R 1 or 2 or 3 or 4 or 5 entry door notlatched.

DOOR L (R) UPPER DK A -- -- -- L or R upper deck door not latched.

DOORS ELEC A -- -- -- Both electronic bay access doorsnot latched. Will inhibit individualelectronic bay access doormessages.

DOORS ENTRY L (R) A -- -- -- Two or more left or right entry doorsnot latched. Will inhibit individualleft or right entry door messages.

DOORS UPR DECK A -- -- -- Both upper deck doors not latched.Will inhibit individual upper deckdoor messages.

> EMER LIGHTS A -- -- -- – Emergency lights switch not inthe armed position.

– Switch in armed position andemergency lights turned on bycabin attendant switch.

DOORS AUTO M -- -- -- All entry/upper deck doors inautomatic mode. Inhibited after T/Othrust is applied until one minuteafter landing.



1 JUN 1999Issue 7

1.1.7Page 3

Message ConditionLocalAuralMWL/MCLLevel

DOORS AUTO/MAN M -- -- -- Entry/upper deck doors in mixedmodes.

DOORS MANUAL M -- -- -- All entry/upper deck doors inmanual mode. Inhibited after T/Othrust is applied until one minuteafter landing.

NO SMOKING ON M -- -- -- No smoking signs are manuallyselected on.

PASS SIGNS ON M -- -- -- Passenger signs are manuallyselected on (inhibits ’SEATBELTSON’ and ’NO SMOKING ON’).

SEATBELTS ON M -- -- -- Seatbelts signs are manuallyselected on.

–oOo–



Page 41.1.7 1 JUN 1999

Issue 5



1.1.7 EICAS InterfaceAircraft Operations Manual FREIGHTER

747- 400

1 MAR 2003Issue 1

1.1.7Page F1

1. SYSTEM DISPLAY

GLARESHIELD

DOORS SYNOPTIC

ENTRY 1

ENTRY 5

MAIN ELEC

F/D OVHD

FWD CARGO

BULK CARGO

AFT CARGOSIDE CARGO

CTR ELEC


DOORS P/B

PUSH:Displays doors synoptic.

Doors Status

– Indicates door is open whenrectangle (amber) displayed.

– Indicates door is closed whenrectangle removed.

– Door nomenclature (cyan) isdisplayed continuously.

NOSE CARGO

UPPER DECK



747- 400

Page F21.1.7 15 APR 2003

Issue 2

2. ALERTS




Message LevelMWL/MCL Aural Local Condition

DOOR NOSE CARGO CCAUTION b

-- – Nose Cargo Door not closed andlocked.

– Nose Cargo Door Control Panelpowered.

DOOR R UPPER DK A -- -- -- Crew service door not closed andlocked.

DOOR ENTRY 1L, 5L A -- -- -- L1 or L5 entry door not latched.

DOOR F/D OVHD A -- -- -- Flight deck escape hatch not closedand locked

–oOo–

1.2 AIRCONDITIONING AND PRESSURIZATION


22 FEB 2001Issue 4

1.2 CNTPage 1

Contents:

1.2.1 AIRCONDITIONING


2. Main Components and Subsystems

2.1 Airconditioning Packs

2.2 Distribution System

2.3 Zone Temperature Control

2.4 Supplemental Heating Systems

2.5 Recirculation and Gasper Air System

2.6 Galley and Lavatory Ventilation System

2.7 Forward Cargo Compartment Heating and Airconditioning

2.8 Forward Overboard Valve

2.9 Aft Cargo Compartment Heating

3. Controls and Indicators

1.2.2 PRESSURIZATION



2.1 Outflow Valves

2.2 Positive Pressure Relief Valves

2.3 Negative Pressure Relief Valves


1.2.3 EQUIPMENT COOLING





1. System Display

2. Alerts

–oOo–



Page 21.2 CNT 1 MAR 1994

Issue 1



1.2.1 AirconditioningAircraft Operations Manual 747-400

1 NOV 1994Issue 4

1.2.1Page 1


The airconditioning system provides conditioned bleed air and recirculated air at a controlledtemperature throughout the passenger zones and flightdeck.

The forward cargo compartment is also provided with a temperature- and airflow-controlledairconditioning system.

The aircraft is divided into eight temperature zones: the flightdeck, upperdeck, maindeck zonesA through E and forward cargo compartment.

Air sources for airconditioning are:– Engine bleed air– APU bleed air– Ground pneumatic source

Three airconditioning packs deliver conditioned air to a distribution manifold where hot trim air andrecirculated air are added for proper temperature control in each temperature zone.Recirculation fans augment cabin air ventilation allowing packs to be operated at a reduced flow duringcruise.

Airconditioning pack control, cabin air recirculation and fault protection are all automatic.In the event of system failure a backup mode is available for temperature control.

An independent gasper air distribution system supplies recirculated air from above the cabin ceiling tothe individual air outlets located above the passenger seats.

Flightdeck crew foot and shoulder heaters are provided for crew comfort.

Maindeck cabin doors, except doors 5, are provided with electrical heaters in the supply ducts to preventcold areas around the doors.

Conditioned air is also used for:– Ventilation and cooling of electronic equipment in the flightdeck and main equipment center.– Ventilation of the galleys and lavatories.

The aft cargo compartments are heated by use of hot air from the pneumatic system.

If on the ground no pneumatic air is available for operation of the airconditioning packs, an externalairconditioning source can be connected directly to the conditioned air distribution manifold.In this case individual zone temperature control and conditioned air control for the forward cargocompartment are not available.



Page 21.2.1 22 FEB 2001

Issue 5

2. MAIN COMPONENTS AND SUBSYSTEMS

2.1 AIRCONDITIONING PACKS

Three identical airconditioning packs, located under the wing center section, remove heat from thepneumatic bleed air used by the airconditioning system.

The pack outlet temperature is regulated by positioning the ram air doors and turbine bypass valve ofeach individual pack.The pack outlet temperature of all packs is determined by the zone requiring the coolest ducttemperature.With the forward cargo airconditioning system operating, pack 3 outlet temperature is determined by thezone requiring the coolest duct temperature including the FWD cargo compartment.

Pack operation, cabin air recirculation, pack fault and overheat protection are controlled by two packtemperature controllers, A and B. Although both controllers simultaneously receive identical information,only one controller is active at a time. Controller change-over takes place automatically between flightsand in the event of a failure of the active controller.

If both pack controllers A and B fail, the airconditioning packs will continue to operate but temperaturecontrol is lost.The pack overheat protection system continues to operate normally. A pack overheat will result in a shutdown.

The amount of bleed air through each airconditioning pack is controlled by a pack valve. Each pack valvehas two flow settings, normal and high. The normal flow rate is 2/3 of the high flow rate.

On the ground, during climb and during descent, all three packs are normally at high flow. To reducebleed air demands, system logic automatically programs the packs to normal flow during cruise.With the forward cargo airconditioning system operating, pack 3 will remain in normal flow during allflight phases.

When a pack or recirculation fan fails or is selected off, the operating packs will switch automatically tohigh flow to maintain proper ventilation.

High flow can also be selected manually by pushing the HI FLOW P/B on the overhead panel.

When the packs are commanded from normal to high flow and visa versa, they will switch one by one witha time interval, to prevent cabin pressure surges.

Pack flow schedule is as follows:

HI FLOW P/BForward CargoAirflow Selection

Pack Flow duringground, climb, descent

Pack Flowduring cruiseHI FLOW P/B

Airflow Selection# 1 # 2 # 3 # 1 # 2 # 3

OFFOFFLOWHIGH

HIHIHI

HIHIHI

HINORMNORM

NORMNORMHI

NORMHIHI

NORMNORMNORM

ONOFF

LOW or HIGHHIHI

HIHI

HINORM

HIHI

HIHI

HINORM



15 MAR 1999Issue 5

1.2.1Page 3

Airconditioning Pack Schematic

Compressor

Increases pressure and temperature of thesupplied air. This increases the effectivenessof the heat exchanger.

Ozone Converter

Prevents ozone to enter the airconditioningsystem.

Dual Heat Exchanger

Ram air flows through the dual heatexchanger and cools the bleed air andcompressor discharge air.Ram air flow is controlled by the ram air inletand exit doors.

Water Separator

Removes excessive moisture.

Cooling Turbine

Expands the cooled bleed air and as a resultthe bleed air will be super-cooled.If the turbine bypass valve is open, the airbypasses the turbine.

RAM AIR INLET

CONDITIONED AIR BLEEDAIR

RAM AIR EXIT

AIRFLOW

OZONECONVERTER

ACM Turbine Bypass Valve

– Controls bypass flow of bleed air aroundturbine. The further the valve closes, themore air is forced to flow through thecompressor and turbine, so the morecooling is obtained.

– Regulates pack discharge temperature inresponse to signals from pack temperaturecontroller.

Fan

Provides cooling air flow through the dualheat exchanger during ground operation.

Pack Valve

– The valve acts as flow control and shut-offvalve for the airconditioning pack.

– As flow control valve it regulates in twomodes:S High flow.S Normal flow.

– The valve closes automatically when:S Failure is detected by the pack

temperature controller.S Pneumatic supply pressure is too low.

– Pack 2 valve closes when either pressurerelief valve is actuated.

– The valve opens when electrical power islost.

– Pack 3 valve closes if FWD, AFT orMAINDECK Cargo Fire Armed P/B isARMED.



Page 41.2.1 15 MAR 1999

Issue 5

AIRCONDITIONINGPACK 2


TRIM AIRMANIFOLD

CONDITIONEDAIR CHECK VALVE

PACK VALVE

FILTER

BLEED AIR

CONDITIONED AIR

TRIMMED/RECIRCULATED AIR

ZONE C ZONE EZONE B

CONDITIONEDAIR MANIFOLD

ZONE A ZONE D

Air Distribution Schematic

FLIGHTDECK

FWD CARGOCOMPARTMENT

CARGO A/CVALVES A AND B

CABIN SHUTOFFVALVE

2

B

ANORM

OFF

1

B

ANORM

OFF

3

B

ANORM

OFF

BLEED AIR SUPPLY

TRIM AIR

ON

FLT DECKAUTO

C W C W

AUTOPASS TEMP

ALTNMAN

UPR--RECIRC--LWR

UPR--RECIRC--LWR

GROUNDCONNECTOR FOREXTERNAL AIRCONDITIONING

SOURCE

ONON

ON ON

HIGH

LOW

OFF

FLOW SELECTOR

TRIM AIR VALVES

UPPER RECIRCULATION FANS

MASTERTRIM AIRVALVE

INOP


FORWARD CARGOCOMPARTMENT

BLEED AIR

CARGO TRIMMODULATINGVALVE

CARGO TRIMSHUTOFFVALVE

OCR

A/CUNIT

CCR

ELECTRICALHEATERS

UPPERDECK

ZTCZTC

LOWER RECIR-CULATION FANS

6

8

1315 18

20

23

25

TEMP SELECTOR (⎪C)

10

ZTC

1.6ELECTRICAL

1.6.2System

Details

AircraftOperations

Manual

747-400

15MAR

1999Issue

41.6.2

Page1

14

12

11

10

8

8

7

3

1

17

TRU1

IDG1

EXTERNALPOWER

(EXTPWR1,E

XTPWR2)

115V/400Hzfro

mgroundpowersource

scan

beconnecte

dtoareceptacle

ontheRH

forward

sideofth

efuselageinthevicin

ityof

thenose

gear.

DCBUS2

LHSYNCBUS

RHSYNCBUS EXTPWR2

EXTPWR1

EXTPWR1

APUGEN1

APUGEN2

EXTPWR2

AVAIL

AVAIL

ACBUS1

ACBUS2

ACBUS3

ACBUS4

DCBUS1

DCBUS3

DCBUS4

IDG2

IDG3

IDG4

AUTO

AUTO

AUTO

AUTO

12

34

DCTIE

BUSON

BATTERY

ON

ON

ON

ON

STA

NDBYPOWER

AUTO

BAT

OFF

F/O

XFERBUS

CAPTXFERBUS

MAIN

BATBUS

APUBATBUS

MAIN

HOTBATBUS

GNDSERVBUS

MAIN

BAT

CHARGER

APU

BAT

CHARGER

APUHOTBATBUS

APUBAT

MAIN

BAT

TRU2

TRU3

TRU4

MAIN

STBY

INV

APU

STBY

INV

1.MAIN

COMPONENTSANDSUBSYSTEMS

1.1AC/DCPOWERBUSSES

BUS

TIE

DRIVE

DISC

GEN

CONT

APUSTBYBUS

UTILIT

YUTILIT

YGALLE

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GROUNDSERVICEBUS

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ally

poweredbyACbus1.

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samesource

asgroundhandlingbus.

TRANSFORMER/RECTIFIERUNIT(TRU)4x

Converts

115VACinto28VDC.P

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theirrespective

ACbus.

DCBUSSES4x

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ofeithertheEXTPWR2orAPUGEN2is

illuminated.

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overAPUGEN2ifb

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llypoweredwhenAVAILlegend

ofeithertheEXTPWR1orAPUGEN1is

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overAPUGEN1ifb

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illuminated.

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throughtheMAIN/APUBATCHARGER.

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ally

byDCBUS3.

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oweredbytheMAIN

andAPUHOTBATTBUSrespective

ly.

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NDBYINVERTER

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respective

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1.6

ELECTRICAL

1.6.2

SystemDetails


Page2

1.6.2

1FEB1993

Issue3

INTENTIONALLYLEFT

BLANK



15 MAR 1999Issue 4

1.2.1Page 5

2.2 DISTRIBUTION SYSTEM

Conditioned air is delivered by three packs into a common duct from which it is distributed to 7 zones:the flight deck, upper deck, and main deck zones A through E. The forward cargo compartment issupplied with conditioned air directly from pack 3.

Cabin distribution ducts run along the cabin ceiling. Air enters the cabin through grills located left andright underneath the hatracks. Cabin discharge air exhausts through floor level side wall grills into thelower cargo compartment sidewall areas.The air then flows either forward to the forward overboard valve, or aft to the outflow valves.The forward overboard valve is used to improve circulation in the forward section of the airplane.On Combi airplanes a shutoff valve is installed in the overhead zone E main distribution duct. The valvecloses when the maindeck fire bottles are discharged.The flight deck distribution system distributes air through outlets at each crew station consisting of ceilingoutlets, floor and side window outlets, and the windshield nozzles.

Two ground connectors for an external airconditioning source are located in the airconditioning packcompartment.

2.3 ZONE TEMPERATURE CONTROL

Flight Deck and Passenger Automatic Temperature Control

Flight deck and passenger cabin air temperature is controlled automatically by a zone temperaturecontroller.

The target temperature for each passenger zone is a summation of the master temperature set by theflight crew, zone temperature inputs from the Purser Work Station and automatic comfort correctionsmade by the zone temperature controller in flight.Comfort corrections are made to compensate for perceived temperature changes as cabin air humidityand passenger activity decrease during flight.

With the Passenger Temperature Selector on the overhead panel in any AUTO range position, a mastertemperature is set from 18⎪C to 29⎪C. The temperature of each passenger zone may be further modifiedplus or minus 6⎪C from the selected master temperature within the range of 18⎪C to 29⎪C.This is accomplished with the cabin temperature selector panel located at the purser work station.After engine start all inputs from the cabin temperature selector panel are reset to the mastertemperature selection for all passenger zones.

On Combi airplanes the temperature of the maindeck cargo compartment (zone E) is controlledindependently of the passenger zones and can be set from 4⎪ C to 27⎪ C by means of a temperatureselector located at the loadmaster control panel near the maindeck side cargo door.

The zone temperature controller compares desired target temperatures from each zone with the actualzone temperatures to calculate the required duct temperature.The pack temperature controller regulates the pack outlet temperature to satisfy the zone requiring thecoolest duct temperature.The zone temperature controller then modulates individual zone trim air valves to add hot bleed air to theconditioned air to achieve the respective zone target temperatures.

The Flight Deck Temperature Selector is used to control flight deck temperature. The temperature rangein AUTO is from 18⎪C to 29⎪C. The Zone Temperature Controller will modulate the flightdeck trim airvalve to achieve the selected target temperature.

The master temperature, target and actual temperature for all zones are displayed on the ECS synoptic.



Page 61.2.1 22 FEB 2001

Issue 5

Passenger Backup Temperature Control

In the event of a system failure, a backup mode will activate automatically. In this case the zonetemperature controller is bypassed, the master trim air valve is driven closed and trim air is no longeradded to the conditioned air.

In the backup mode, using the Passenger Temperature Selector in the AUTO range, the pack outlettemperature can be regulated to achieve an average temperature between 18⎪C and 29⎪C.Manual control of the flightdeck zone trim air is not available.

The cabin temperature cannot be controlled through the cabin temperature selector panel.

Passenger Alternate Temperature Control

The alternate mode may be selected manually by rotating the Passenger Temperature Selector to ALTN.In this mode the zone temperature controller is bypassed and the zone trim air valves remain in the lastselected position.In this case trim air is added to the conditioned air if the master trim air valve is open.The pack outlet temperature is regulated to achieve an average cabin temperature of 24⎪C.

In the alternate mode, manual control of the flight deck trim air valve is available if the master trim airvalve is open.

The cabin temperature cannot be controlled through the cabin temperature selector panel.

Flightdeck Manual Temperature Control

With the Flightdeck Temperature Selector in Manual the flight deck trim air valve can be controlledmanually, provided master trim air is available.

2.4 SUPPLEMENTAL HEATING SYSTEMS

Crew Foot and Shoulder Heating System

Foot and shoulder heaters are provided for the captain and first officer. The shoulder heater is an electricalheater that adds heat to conditioned air flowing to the side windows and pilot shoulder area, and operatesonly in flight. A control knob located on each pilot side wall panel can be used to control the flow rate fromthe shoulder heater outlets.The foot heaters are electric plate heaters located beneath the captain’s and first officer’s feet.The heaters operate only in flight.Control switches are located on the pilot’s outboard consoles.

Cockpit Crew Rest Heating System

Two supplemental heating systems are provided, one for the bunk area and one for the seat area.Each heating system consists of an electrical heater and a control panel with variable temperatureselections.The electrical heaters add heat to the conditioned air coming from the upperdeck distribution duct.An overheat protection system limits the air temperature.

Overhead Crew Rest Airconditioning System

Two operating modes are available, a Normal mode and a Bypass mode.

In the Normal mode, conditioned air coming from the zone D distribution duct is cooled or heated by adedicated airconditioning unit.The crew can use two temperature switches to set the target temperature.

In the Bypass mode, which is used when the airconditioning unit is unserviceable, conditioned air fromthe zone D distribution duct is supplied directly into the OCR.In this case no target temperature can be selected.

CABIN

AUTOMATIC

CORRECTION

COMFORT

2423

PACKTEMP

CONTROLLERA

CONTROLLER

TEMPERATURE

ZONE

A

ACTUAL TEMP TARGET TEMPZONE

TEMPERATURE

ZONE WARMERCOOLERSELECTRESET

EDCBA

U/DF/D

COMPARTMENTFORWARD CARGO

C W

AUTO

PASS TEMP

ALTNC W

AUTO

FLT DECK

MAN

OVERHEAD PANEL

RAM AIR INLET


RAM AIR EXIT

AIRFLOW

OZONECONVERTER

PACKS1

BA

NORMOFF

MAIN DECK CARGO COMPARTMENT6

8

1315

18

20

23

25

TEMP SELECTOR (⎪C)

FWD CARGO COMPARTMENT

OVERHEAD PANEL

Zone Temperature Control Schematic

PURSER WORK STATION

(combi only)

PACKTEMP

CONTROLLERB

10



15 MAR 1999Issue 6

1.2.1Page 7



Page 81.2.1 15 MAR 1999

Issue 4

2.5 RECIRCULATION AND GASPER AIR SYSTEM

Four recirculation fans augment the packs to maintain a constant ventilation rate throughout the cabin.The fans draw cabin air through filters, then reintroduce the air into the conditioned air distributionsystem.There are two upper fans located above the main passenger compartment ceiling and two lower fanslocated below the main passenger cabin floor.The pack temperature controllers control the recirculation fans automatically.With all three packs in high flow, only the two upper recirculation fans will operate. With all three packs innormal flow, all four recirculation fans will operate.If a recirculation fan fails or is switched off, pack flow and recirculation fan operation will reconfigure tomaintain proper ventilation.

A gasper fan draws air from the area above the cabin ceiling and rises its pressure to provide positive airsupply to the individual adjustable air outlet nozzles located above the passenger seats.The gasper fan operates independently from the airconditioning system and is controlled by theGASPER P/B on the overhead panel.

2.6 GALLEY AND LAVATORY VENTILATION SYSTEM

The ventilation system draws air (odors) from the galleys and lavatories by means of exhaust fans.The air is ducted aft and dumped overboard through the outflow valves.Exhaust fan operation is controlled automatically.

2.7 FORWARD CARGO COMPARTMENT HEATING AND AIRCONDITIONING

Cargo Heating

Warm air from the equipment cooling system is discharged in the forward cargo compartment for heating.When the compartment temperature drops below 4⎪C two electrical heaters are automatically switchedon until compartment temperature reaches 10⎪C. The heaters are inhibited when the FWD cargoairconditioning system is operating.

Cargo Air Conditioning

The forward cargo compartment is supplied with conditioned air directly from pack 3.In addition hot trim air is added to achieve the selected target temperature.The controls for the forward cargo airconditioning system consist of a Cargo A/C Flow Selector and aTemperature Selector. They are located inside the forward cargo compartment near the door and are notaccessible during flight.

With the flow selector positioned in OFF, conditioned air to the cargo compartment is shut off.With the flow selector positioned in LOW, pack 3 conditioned air is routed equally to the maindeckdistribution system and the forward cargo compartment.With the flow selector in the HIGH position, all pack 3 conditioned air is routed to the forward cargocompartment.

The conditioned air is discharged overboard through a dedicated cargo exhaust system.

If an overheat condition occurs in the forward cargo compartment, the trim air to the supply duct is shutoffautomatically. In this case pack 3 maintains the compartment temperature which was sensed before theoverheat occurred.

With the forward cargo airconditioning system operating, pack 3 will always remain in normal flow duringall flight phases, to assure adequate smoke detection in the compartment.

Actual and target temperatures are displayed on the ECS synoptic.The target temperature is not displayed when the cargo airconditioning system is OFF or pack 3 is notoperating.



22 FEB 2001Issue 5

1.2.1Page 11

2.8 FORWARD OVERBOARD VALVE

The Forward Overboard Valve is located adjacent the nose gear wheel well. The valve improvesventilation in the forward section of the airplane. Valve operation is controlled automatically.

2.9 AFT CARGO COMPARTMENT HEATING

Aft cargo compartment heat is provided by bleed air from the center section of the pneumatic duct.Two temperature selections can be made by a switch located inside the bulk compartment near the door.

With the Aft Cargo Heat P/B selected ON the override valve will open. When the compartmenttemperature is lower than the selected temperature, the temperature control valve will open until theselected temperature is reached.

When the temperature control valve fails to close, the compartment temperature will reach the overheatrange. At approx. 32⎪C the override valve will take control and the compartment temperature will beregulated at this value.

Only the actual cargo compartment temperature is displayed on the ECS synoptic.

Aft Cargo Compartment Heating Schematic

TEMPERATURECONTROLVALVE

BULK CARGOCOMPARTMENT

AFT CARGOCOMPARTMENT

OVERRIDEVALVEB

LEEDAIR

SUPPLY

ON

TEMP

AFT CARGO HT

CARGOHEAT


20⎪C/65⎪F

5⎪C/40⎪F

32⎪C

5⎪C 20⎪C



Page 121.2.1 22 FEB 2001

Issue 6

3. CONTROLS AND INDICATORS

A

AFT CARGO HT

C W

AUTO

EQUIP COOLINGNORM

STBY OVRD

PASS TEMP FLT DECK

AUTO

MANC W

ZONE RST TRIM AIR UPR--RECIRC--LWR

HI FLOW PACK RST GASPER

SYSFAULT

SYSFAULT

TEMP

ALTN

R ISLN

3PACKS

B

ANORM

OFF

2

B

ANORM

OFF

VALVEVALVE

ON

VALVE

FAULTSYS

OFF

FAULTSYS

OFF

FAULTSYS

OFFBLEED

ENGINE

TAIWING

APU

L ISLN

PACKS1

B

ANORM

OFF

FAULTSYS

OFF

TAIWING

1 2 3 4

MAN L

CL

OP

AUTO SELECT--VALVES--

OUTFLOW

CL

OP

CLOSE

OPENMAN R

B

A

NORM

CONTROL

CABIN ALTITUDE

ONON

PUSH ON

MAX P

T/O & LDG.11 PSI

LDG ALT

A

ON ON ON ON

ON ON

ON ON ON ON

PACK Control Selectors (3x)

OFF:– Pack valve closed.– Extinguishes SYS FAULT light for pack that

was switched OFF.– Resets pack fault protection system for

operating packs.

NORM:– Automatically selects pack temperature

controllers ’A’ or ’B’ on alternate flights.– Automatically selects other controller in the

event of a failure of active controller.

A:Selects pack temperature controller ’A’ as theprimary controller (Automatically selects ’B’ if ’A’fails).

B:Selects pack temperature controller ’B’ as theprimary controller (Automatically selects ’A’ if ’B’fails).

PACK RESET P/B (momentary action)

SYS FAULT (amber):Illuminated when:Pack overheat or other system fault hasoccured.

PUSH:– Resets any pack in system fault mode, if fault

no longer exists.– Resets pack fault protection system.– Restarts pack after automatic shutdown if

fault no longer exists.

HIGH FLOW P/B (alternate action)

ON:– All operating packs provide high air flow.

With FWD cargo A/C system operating,pack 3 remains in normal flow during all flightphases.

– With three packs on high flow the lowerrecirculation fans are switched off.

– Memo message ’PACKS HIGH FLOW’ isdisplayed on EICAS.

OFF:Automatic operation of pack air flow.



22 FEB 2001Issue 5

1.2.1Page 13

A

AFT CARGO HT

C W

AUTO

EQUIP COOLING

NORM

STBY OVRD

PASS TEMP FLT DECK

AUTO

MANC W



SYSFAULT

SYSFAULT

TEMP

ALTN

R ISLN

3PACKS

B

ANORM

OFF

2

B

ANORM

OFF

VALVEVALVE

ON

VALVE

FAULTSYS

OFF

FAULTSYS

OFF

FAULTSYS

OFFBLEED

ENGINE

TAIWING

APU

L ISLN

PACKS1

B

ANORM

OFF

FAULTSYS

OFF

TAIWING

1 2 3 4

MAN L

CL

OP


OUTFLOW

CL

OP

CLOSE

OPENMAN R

B

A

NORM

CONTROL

CABIN ALTITUDE

ONON

PUSH ON

MAX P

T/O & LDG.11 PSI

LDG ALT

ON ON ON ON

ON ON

ON ON ON ON

A

PASSENGER TEMPERATURE Selector

AUTO:– Provides automatic control of passenger zone

temperatures.– Sets master temperature for all passenger

zones.– Selector range from ’C’ to ’W’ adjusts cabin

temperature from 18⎪C to 29⎪C.– Purser can adjust individual zone target

temperatures plus or minus 6⎪C within rangeof passenger temperature selector.

– In backup mode, selector range from ’C’ to ’W’adjusts average temperature from 18⎪C to29⎪C. Purser control of passenger zonetemperatures is inhibited.

ALTN:– Pack output temperature regulated to provide

an average temperature of 24⎪C.– Purser control of passenger zone

temperatures is inhibited.– Zone trim air valves remain in last position.– Zone temperature controller is bypassed.

TRIM AIR P/B (alternate action)

ON:Master trim air valve is open and zone trim airvalves operate automatically.

OFF:– Master trim air valve is closed.– Pack output temperature regulated in backup

mode to provide average cabin temperaturebetween 18⎪C and 29⎪C as selected by thePassenger Temperature Selector in AUTO.

– Purser control of passenger zonetemperatures is inhibited.

FLIGHT DECK Temperature Selector

AUTO:– Provides automatic control of flight deck

temperature.– Selector range from ’C’ to ’W’ adjusts

temperature from 18⎪C to 29⎪C.

MAN:– Manual control of flight deck trim air valve.– Rotating the selector towards ’C’ (cool) or ’W’

(warm) sets desired temperature.

NOTE: In MAN the selector is springloaded to the6 o’clock position.



Page 141.2.1 15 OCT 1996

Issue 4

A

AFT CARGO HT

C W

AUTO

EQUIP COOLING

NORM

STBY OVRD

PASS TEMP FLT DECK

AUTO

MANC W



SYS

FAULT

SYS

FAULTTEMP

ALTN

R ISLN

3PACKS

B

ANORM

OFF

2

B

ANORM

OFF

VALVEVALVE

ON

VALVE

FAULT

SYS

OFF

FAULT

SYS

OFF

FAULT

SYS

OFFBLEEDENGINE

TAIWING

APU

L ISLN

PACKS1

B

ANORM

OFF

FAULT

SYS

OFF

TAIWING

1 2 3 4

MAN L

CL

OP


OUTFLOW

CL

OP

CLOSE

OPENMAN R

B

A

NORM

CONTROL

CABIN ALTITUDE

ONON

PUSH ON

MAX P

T/O & LDG.11 PSI

LDG ALT

ON ON ON ON

ON ON

ON ON ON ON

A

AFT CARGO HeaT P/B (alternate action)

ON:– Override valve opens to provide bleed air to

the aft cargo compartment.– Temperature control valve closes and opens

automatically to maintain selectedtemperature (5_C or 20_C).

OFF:Shuts off all bleed air to the compartment.

TEMP (amber):– Illuminated when:S Compartment temperature exceeds 32⎪C.S Override valve closes.

NOTE: Light is inhibited on the ground or if the aftcargo temperature control valve is in theclosed position.

RECIRCulation Fan P/Bs (2x) (alternate action)

ON:Respective recirculation fans are controlledautomatically.

OFF:Respective recirculation fans are switched off.

GASPER P/B (alternate action)

ON:Turns Gasper Fan on to recirculate cabin airthrough individual gasper outlets.

OFF:Gasper Fan is switched off.

ZONE ReSeT P/B (momentary action)

SYS FAULT (amber):Illuminated when:– Any zone supply duct temperature above

85⎪C or other zone temperature controllerfault has occurred.

– Trim Air P/B switched OFF.– Master trim air valve has failed in the closed

position.

PUSH:– Resets zone temperature controller if fault no

longer exists.– Re-opens master trim air valve if duct

overheat no longer exists.



22 FEB 2001Issue 2

1.2.1Page 15

A

HEATERS

HI

LO

OFF

FOOTWSHLD AIR

ON

OFF

SHOULDER

A

FOOT Heater Switch

HI:Electric heater in floor panels under pilot’sfeet is switched to high heat.

LO:Electric heater is switched to low heat.

OFF:Electric heater is switched off.

NOTE: The heaters operate only in flight,when the floor temperature is below15⎪C.

SHOULDER Heater Switch

HI:Electric heater adds heat to conditioned airflowing to the side windows at high setting.

LO:Electric heater adds heat to conditioned airflowing to the side windows at low setting.

OFF:Electric heater is switched off.

NOTE: The heaters operate only in flight.

LOWER AUXILIARY PANEL

–oOo–



Page 161.2.1 1 MAR 1994

Issue 1



1.2.1 AirconditioningAircraft Operations Manual

747-400FREIGHTER

1.2.1Page F1

15 MAR 2003Issue 2


The Forward and Aft Lower Lobe Cargo Compartments are provided with a temperature-andairflow-controlled airconditioning system.

The aircraft is divided into seven temperature zones: the Flightdeck, Crew Rest, Upper Deck, Forwardand Aft Maindeck, Forward and Aft Lower Lobe Cargo zones.

2.1 AIRCONDITIONING PACKS

The airconditioning flow rate to the forward and aft lower lobe cargo compartments can be controlled by aflow rate selector on the overhead maintenance panel in the cockpit. Possible settings are : OFF, FWDLOW, AFT LOW, BOTH LOW, FWD HIGH and AFT HIGH.

When the Lower Lobe Cargo Conditioned Air Flow Rate Selector is positioned in OFF, the pack outlettemperature of all packs is determined by the zone requiring the coolest duct temperature.When the Lower Lobe Cargo Conditioned Air Flow Rate Selector is not OFF, the Flight Deck, UpperDeck, Crew Rest or Main Deck zones requiring the coolest temperature controls pack 1 outlettemperature.With the forward lower lobe cargo airconditioning system operating in FWD LOW or BOTH LOW, pack 3outlet temperature is determined by the zone requiring the coolest duct temperature including the FWDlower lobe cargo compartment.With the forward lower lobe cargo airconditioning system operating in FWD HIGH, pack 3 outlettemperature is controlled to maintain the FWD lower lobe cargo compartment at the temperature set bythe FWD lower lobe Temperature Selector.With the aft lower lobe cargo airconditioning system operating in AFT LOW or BOTH LOW, pack 2 outlettemperature is determined by the zone requiring the coolest duct temperature including the aft lower lobecargo compartment.With the aft lower lobe cargo airconditioning system operating in AFT HIGH, pack 2 outlet temperature iscontrolled to maintain the aft lower lobe cargo compartment at the temperature set by the aft lower lobeTemperature Selector.

With the forward lower lobe cargo airconditioning system operating, pack 3 will be in high flow during allflight phases.With the aft lower lobe cargo airconditioning system operating, pack 2 will be in high flow during all flightphases.

Pack 2 & 3 valves close if FWD, AFT or MAINDECK Cargo Fire Armed P/B is ARMED.

Pack flow schedule is as follows:

HI FLOWP/B

Fwd CargoAirflow Selection

Aft CargoAirflow Selection

Pack Flow duringground, climb,

descent

Pack Flowduring cruise

P/B Airflow Selection Airflow Selection

# 1 # 2 # 3 # 1 # 2 # 3

OFF

OFFOFFOFFLOWLOWHIGH

OFFLOWHIGHOFFLOWOFF

HIHIHIHIHIHI

HIHIHIHIHIHI

HIHIHIHIHIHI

NORMNORMHI

NORMHIHI

NORMHIHI

NORMHIHI

NORMNORMHIHIHIHI

ONOFF,LOW or

HIGHOFF,LOW or

HIGHHI HI HI HI HI HI


1.2.1 AirconditioningAircraft Operations Manual FREIGHTER

747-400

Page F21.2.1 1 MAR 2003

Issue 1

Airconditioning Pack Schematic

2.2 DISTRIBUTION SYSTEM

Conditioned air is delivered by three packs into a common duct from which it is distributed to 7 zones:the Flight Deck, Upper Deck, Crew Rest and forward and aft Main Deck. The forward lower lobe cargocompartment is supplied with conditioned air directly from pack 3. The aft lower lobe cargo compartmentis supplied with conditioned air directly from pack 2.

2.3 ZONE TEMPERATURE CONTROL

Automatic Temperature Control

The target temperature for the flight deck, forward and aft lower lobe cargo compartments and theforward and aft main deck is set at the flight deck. The target temperature for the upper deck and crewrest can be set at the Upper Deck Cabin Services Module.



747-400FREIGHTER

1.2.1Page F3

1 MAR 2003Issue 1

With the Flight Deck Temperature Selector on the overhead panel in AUTO, range, a temperature is setfrom 18�C to 29�C. The temperature for the Crew Rest and the Upper Deck can be set from 18�C to 29�Cat the Upper Deck Cabin Services Module.After engine start all settings on the Upper Deck Cabin Serives Control Temperature Selector Panel arereset to 24�C.The temperature of the forward and aft Main Deck is controlled independantly of the Flight Deck, UpperDeck and Crew Rest zones and can be set from 4�C to 29�C by means of a temperature selector locatedon the overhead panel.With the Lower Lobe Cargo conditioned Air Flow Rate Selector in OFF, the pack temperature controllerregulates the pack outlet temperature of all packs to satisfy the zone requiring the coolest ducttemperature.With the Lower Lobe Cargo conditioned Air Flow Rate Selector not in OFF, the Flight Deck, Upper Deck,Crew Rest or Main Deck zone requiring the coolest temperature controls pack 1 outlet temperature.When Pack 2 or Pack 3 is not supplying conditioned air to its respective cargo zone, the outlet packtemperature is the same as pack 1.

Backup Temperature Control

In the event of a system failure on the Flight Deck, Upper Deck or Main Deck, a backup mode will activateautomatically. In this case the zone temperature controller is bypassed, the master trim air valve is drivenclosed and trim air is no longer added to the conditioned air.

In the backup mode, using the Flight DeckTemperature Selector in the AUTO range, the pack outlettemperature can be regulated to achieve an average temperature between 18�C and 29�C.Manual control of the flightdeck zone trim air is not available.

In the event of a system failure in a lower lobe cargo compartment, the respective cargo compartmentzone trim air valve will close and the backup mode is activated in the respective cargo compartment.Positioning the temperature selector from AUTO to MAN, from MAN to AUTO, or the flow rate selector toOFF resets the lower cargo air conditioning. This allows the respective zone trim air valve to reopen andenables automatic temperature control to be reselected.

The cabin temperature cannot be controlled through the Upper Deck Cabin Services Module.

2.4 SUPPLEMENTAL HEATING SYSTEMS

Cockpit Crew Rest Heating System

Conditioned air is supplied to the bunks by a conditioned air outlet. Temperature can be set on the UpperDeck Cabin Services Module.

Overhead Crew Rest Airconditioning System

An overhead crew rest is not installed.

FORWARD LOWER LOBE CARGO

2423

PACKTEMP

CONTROLLERA

CONTROLLERTEMPERATURE

ZONE U

ACTUAL TEMP TARGET TEMPZONE

TEMPERATURE

ZONE WARMERCOOLERSELECTRESET

AFT MAINDECKU/DF/D

COMPARTMENT

RAM AIR INLET


RAM AIR EXIT

AIRFLOW

OZONECONVERTER

PACKS1

BA

NORMOFF

OVERHEAD PANEL

Zone Temperature Control Schematic

PACKTEMP

CONTROLLERB

C/R

FWD MAINDECK

CMAN

W

ON

CMAN

W CMAN

W

CMAN

W CMAN

W

FAN ___FLT ___ TMPDECK AUTO AUTO DECK AUTO

AUTO LOBE AUTO

FWD ___MAIN ___ AFT

FWD__LOWER__AFT

TEMP

AFT LOWER LOBE CARGOCOMPARTMENT

UPPERDECK CABIN SERVICES MODULE



747-400

Page F41.2.1 1 MAR 2003

Issue 1



747-400FREIGHTER

1.2.1Page F5

1 MAR 2003Issue 1

2.5 RECIRCULATION AND GASPER AIR SYSTEM

Not installed.

2.7 FORWARD LOWER LOBE CARGO COMPARTMENT HEATING AND AIRCONDITIONING

Cargo Air Conditioning

With the Lower Lobe Cargo Conditioned Air Flow Rate Selector positioned in FWD LOW or BOTH LOW,2/3 of the pack 3 conditioned air is routed to the forward lower lobe cargo compartment, and 1/3 to theother zones.With the Lower Lobe Cargo Conditioned Air Flow Rate Selector in the FWD HIGH position, all pack 3conditioned air is routed to the forward lower lobe cargo compartment.

2.9 AFT LOWER LOBE CARGO COMPARTMENT HEATING

Aft cargo compartment heat is provided by bleed air from the center section of the pneumatic duct.Two temperature selections can be made by a switch located inside the bulk compartment near the door.With the Lower Lobe Cargo Conditioned Air Flow Rate Selector in AFT LOW, BOTH LOW or AFT HIGH,AFT Cargo Heat ON and the P/B selected ON, control of the aft cargo heat system is automaticallytransferred from the compartment side wall thermostatic switch to a thermostatic switch located beneaththe cargo compartment floor. This ensures that the temperature beneath the compartment floor is at leasta minimum of 0⎪C.



747-400

Page F61.2.1 15 MAR 2003

Issue 2

Aft Cargo Compartment Heating Schematic

AFT

FWD

AFT

TEMPERATURECONTROLVALVE


AFT CARGOCOMPARTMENT

OVERRIDEVALVEB

LEEDAIR

SUPPLY

ON

TEMP

AFT CARGO HT

CARGOHEAT


20⎪C/65⎪F

5⎪C/40⎪F

32⎪C

5⎪C 20⎪C

BOTH

LOWFWD

HIGHAUTO

MANCONDITIONEDAIR

AFT CARGOTEMPERATURESELECTOR

CARGO CONDITIONEDAIR FLOW RATESELECTOR

OVERHEADMAINTENANCE PANEL

OFF



747-400

1.2.1Page F7

1 MAR 2003Issue 1

2.10 AFT CARGO COMPARTMENT AIRCONDITIONING

With the Cargo Conditioned Air Flow Rate Selector in AFT LOW or BOTH, 2/3 of pack 2 conditioned air isrouted to the aft cargo compartment and 1/3 to the Main Deck distribution system. With the Lower LobeCargo Conditioned Air Flow Rate Selector in AFT HIGH all pack 2 conditioned air is routed to the aftcargo compartment.

Actual and target temperatures are displayed on the ECS synoptic page. The target temperature is notdisplayed when the Lower Lobe Cargo Conditioned Air Flow Rate Selector is set in OFF, FWD HIGH orpack 2 is not operating.

2.11 FLIGHT DECK FAN

On the ground, the Flight Deck Fan increases the flow of conditioned air to the flight deck when at leastone pack is operating and supplies recirculated air to the flight deck when all packs are off.

The Flight Deck fan is inhibited when airborne.

2.12 FIRE ARMING AND CREW REST SMOKE DETECTION MODES

In the fire arming mode, pack operation and air distribution is configured to starve the affected zone offresh air, minimalize air movement, purge smoke from the flight deck and upper deck, and increase thesupply of fresh air to the flight deck.The increase of fresh air to the flight deck prevents smoke from reaching te upper deck area’s.

If smoke is detected in the crew rest area, the crew rest air supply valves close and remain closed untilreset. Pushing the Crew Rest Reset Push button on the Upper deck Cabin Services Module resets thevalves if smoke is no longer detected.



747-400

Page F81.2.1 1 MAR 2003

Issue 1


A

R ISLN

3PACKS

B

ANORM

OFF

2

B

ANORM

OFF

VALVEVALVE

ON

VALVE

FAULTSYS

OFF

FAULTSYS

OFF

FAULTSYS

OFFBLEEDENGINE

TAIWING

APU

L ISLN

PACKS1

B

ANORM

OFF

FAULTSYS

OFF

TAIWING

1 2 3 4

MAN L

CL

OP


OUTFLOW

CL

OP

CLOSE

OPENMAN R

B

A

NORM

CONTROL

CABIN ALTITUDE

ONON

PUSH ON

MAX P

T/O & LDG.11 PSI

LDG ALT

ON ON ON ON

A

FLIGHT DECK FAN

ON :– Flight Deck Fan operates automatically.– Inhibited when airborne.

OFF:– Flight Deck Fan is switched off.

TRIM AIR P/B (alternate action)

ON:Master trim air valve is open and zone trim airvalves operate automatically.

OFF:– Master trim air valve is closed.– Pack output temperature regulated in backup

mode to provide average cabin temperaturebetween 18�C and 29�C as selected by the FlightDeck Temperature Selector in AUTO.

– Upper Deck panel temperature control of CrewRest, Upper Deck, forward, mid, and aft MainDeck is inhibited.

FLIGHT DECK Temperature Selector

AUTO:– Provides automatic control of Flight Deck

temperature.– Selector range from ’C’ to ’W’ adjusts

temperature from 18�C to 29�C.

MAN:– Manual control of Flight Deck trim air valve.– Rotating the selector towards ’C’ (cool) or ’W’

(warm) sets desired temperature.

NOTE: In MAN the selector is springloaded to the6 o’clock position.

EQUIP COOLINGNORM

SYS

FAULT

ZONE RST

ON

ON

AFT CARGO HT

TEMP

HI FLOW

TRIM AIR

OVRD PACK RST

ON

AUTOFAN ______ FLT _______ DECK

C W

AUTO

MAN

FWD _______ MAIN _______ AFTDECK AUTOTEMP

AUTOFWD ______ LOWER ______ AFT

LOBE AUTOTEMP

ON

DECK

C WMAN

C WMAN C WMAN

C WMAN

FAULTSYS



747-400

1.2.1Page F9

1 MAR 2003Issue 1

A

R ISLN

3PACKS

B

ANORM

OFF

2

B

ANORM

OFF

VALVEVALVE

ON

VALVE

FAULTSYS

OFF

FAULTSYS

OFF

FAULTSYS

OFFBLEEDENGINE

TAIWING

APU

L ISLN

PACKS1

B

ANORM

OFF

FAULTSYS

OFF

TAIWING

1 2 3 4

MAN L

CL

OP


OUTFLOW

CL

OP

CLOSE

OPENMAN R

B

A

NORM

CONTROL

CABIN ALTITUDE

ONON

PUSH ON

MAX P

T/O & LDG.11 PSI

LDG ALT

ON ON ON ON

A

AFT CARGO HeaT P/B (alternate action)

ON:– Override valve opens to provide bleed air to

the aft cargo compartment.– Aft Airconditioning OFF:S Temperature control valve closes and

opens automatically to maintain selectedtemperature (5_C or 20_C) controlled by athermostatic switch at the compartmentsidewall.

– Aft Airconditioning ON:S Temperature is controlled by a thermostatic

switch beneath the compartment floor.

OFF:Shuts off all bleed air to the compartment.

TEMP (amber):– Illuminated when:S Compartment temperature exceeds 32�C.S Override valve closes.

NOTE: Light is inhibited on the ground or if the aftcargo temperature control valve is in theclosed position.

ZONE ReSeT P/B (momentary action)

SYS FAULT (amber):Illuminated when:– Any zone supply duct temperature above

85�C or other zone temperature controllerfault has occurred.

– Trim Air P/B switched OFF.– Master trim air valve has failed in the closed

position.

PUSH:– Resets zone temperature controller if fault no

longer exists.– Re-opens master trim air valve if duct

overheat no longer exists.

EQUIP COOLINGNORM

SYS

FAULT

ZONE RST

ON

ON

AFT CARGO HT

TEMP

HI FLOW

TRIM AIR

OVRD PACK RST

ON

AUTOFAN ______ FLT ______ DECK

C W

AUTO

MAN

FWD _______ MAIN _______ AFTDECK AUTOTEMP

AUTOFWD ______ LOWER ______ AFT

LOBE AUTOTEMP

ON

DECK

C WMAN

C WMAN C WMAN

C WMAN

FAULTSYS

–oOo–



747-400

Page F101.2.1 1 MAR 2003

Issue 1



1.2.2 PressurizationAircraft Operations Manual 747-400

15 MAR 1999Issue 4

1.2.2Page 1


The cabin is pressurized with conditioned air from the packs.Cabin altitude is controlled by regulating the discharge of conditioned air through two outflow valves atthe rear of the cabin. The system operates fully automatic and maintains the cabin differential pressure atapprox. 8.8 psi.There are two identical cabin pressure controllers, designated A and B.Although both controllers simultaneously receive identical information, only one controller is active at atime. Controller change-over takes place automatically between flights and in the event of a failure of theactive controller. The system can be operated manually by switching either one or both outflow valves tomanual control. The outflow valve not selected for manual operation remains under the control of thecabin pressure controller.

The active cabin pressure controller uses origin airport elevation, cruise altitude and landing altitudeinformation from the FMS and automatically positions the outflow valves to conform to cabin altitudeclimb and descent rate limits, differential pressure limits, and to achieve the correct landing cabinaltitude. Barometric correction for automatic pressure control is dependent on either pilot’s altimetersetting. The initial pressurization, slightly above ambient pressure, begins when the airplane reaches65 knots ground speed during take-off.The cabin pressure controller automatically sets cabin altitude slightly below destination field elevation,so that the cabin is slightly pressurized on landing. At touchdown, the outflow valves are driven to the fullopen position, depressurizing the cabin.Landing altitude can also be selected manually from 2000 feet below sea level to 14.000 feet above sealevel using the Landing Altitude Selector. In cruise, if the landing altitude is manually set to an altitudehigher than the cabin altitude, the cabin altitude will climb, at a rate set by the cabin pressure controller,to the selected altitude or 8000 feet maximum.With the system in the automatic mode, the outflow valves close automatically when cabin altitudeexceeds 11.000 feet.


2.1 OUTFLOW VALVES

Two identical flapper door type valves are located on the underside of the fuselage aft of the bulk cargocompartment. The valves control the discharge rate of compartment air and are driven by 2 actuators,one for the AUTO mode and one for the MAN mode. Valve position is indicated on the pilots overheadpanel and ECS page on the lower EICAS display.

2.2 POSITIVE PRESSURE RELIEF VALVES

Two positive pressure relief valves located on the LH side of the forward cargo compartment, protect theairplane structure against overpressure.At 9.25 psi cabin differential pressure, one or both valves will open. The valves close automatically atnormal differential pressure. If all three packs are in high flow, pack 2 shuts down automatically to assistin relieving excessive cabin pressure, if either cabin pressure relief valve opens.Pack 2 resets when both cabin pressure relief valves are closed.

2.3 NEGATIVE PRESSURE RELIEF VALVES

Four negative pressure relief valves are installed, 2 in each forward and aft cargo door. On combiairplane two additional relief valves are installed in the main deck cargo door.The valves protect the aircraft structure against negative pressure.



Page 21.2.2 1 MAR 1994

Issue 3

Cabin Altitude Control Schematic

MAX P

T/O & LDG

.11 PSI

LDG ALT

PUSH ON

OUTFLOW OUTFLOW

VALVEVALVE

ON ON

CABIN ALTITUDE

CONTROL

NORM

A

B

MAN R

OPEN

OP

CL

OUTFLOW

AUTO SELECT

OP

CL

MAN L

-- VALVES --

CABIN PRESS.

CONTROLLER

A

CABIN PRESSURE

BAROMETRICALLY CORRECTED

AIR/GROUND SIGNAL

ALTITUDE

FMS

CABIN PRESS.

CONTROLLER

B

M M M MDC

ACTUATOR ACTUATOR

AC AC DC

CLOSE



1 MAR 1994Issue 3

1.2.2Page 3


CABIN ALTITUDE AUTO SELECTOR

NORM:– Automatically selects cabin pressure

controller ’A’ or ’B’ on alternate flights.– Automatically selects the other controller in

the event of a failure of active controller.

A:– Selects cabin pressure controller ’A’ as the

primary controller (Automatically selects ’B’ if’A’ fails).

B:– Selects cabin pressure controller ’B’ as the

primary controller (Automatically selects ’A’ if’B’ fails).

OUTFLOW VALVE POSITION INDICATOR

Indicates position of outflow valve.

OP: – Open.

CL: – Closed.

OUTFLOW VALVE MANUAL P/B(alternate action)

ON:– Bypasses automatic outflow valve control and

cabin altitude limiter.– Arms associated outflow valve manual

control.

OFF:– Associated outflow valve is automatically

controlled by cabin pressure controllers.

LANDING ALTITUDE P/B(alternate action)

PUSH ON:– Overrides any landing altitude inputs to cabin

pressure controllers from the FMS.When pushed ON, landing altitude must beset manually and is displayed on EICASfollowed by ’MAN’.

PUSH OFF:– Automatic landing altitude input to cabin

pressure controllers comes from the FMS.Landing altitude information from the FMS isdisplayed on EICAS followed by ’AUTO’.

OUTFLOW VALVES MANUAL CONTROL SWITCH(springloaded to center)

Controls position of outflow valve(s) in manualmode.

OPEN: – Valve(s) move towards open.

CLOSE: – Valve(s) move towards closed.

A

AFT CARGO HT

C W

AUTO

EQUIP COOLING

NORM

STBY OVRD

PASS TEMP FLT DECK

AUTO

MANC W



SYS

FAULT

SYS

FAULTTEMP

ALTN

R ISLN

3PACKS

B

ANORM

OFF

2

B

ANORM

OFF

VALVEVALVE

ON

VALVE

FAULT

SYS

OFF

FAULT

SYS

OFF

FAULT

SYS

OFFBLEEDENGINE

TAIWING

APU

L ISLN

PACKS1

B

ANORM

OFF

FAULT

SYS

OFF

TAIWING

1 2 3 4

MAN L

CL

OP

AUTO SELECTCL

OP

CLOSE

OPENMAN R

B

A

NORM

CONTROL

CABIN ALTITUDE

ONON

PUSH ON

MAX P

T/O & LDG.11 PSI

LDG ALT

ON ON ON ON

ON ON

ON ON ON ON

--VALVES--

OUTFLOW

LANDING ALTITUDE SELECTOR

ROTATE: – Sets landing altitude when in ’MAN’.

A



Page 41.2.2 15 OCT 1996

Issue 5

In the maindeck cargo compartment two panels are installed, one on each side.Both panels are equipped with a horn and one panel with a DECOMP warning light.When the passenger oxygen system is actuated, both horns will sound for approx. one minute and theDECOMP light will be illuminated.The aural warning can be silenced by the horn cancel P/B.

DECOMPCARGOSMOKE

PRESS TO TEST

HORN CANCEL

HORN DECOMP WARNING LIGHT (yellow)

HORN CANCEL P/B

PARTITIONB

A

A B HORN

–oOo–


1.2.3 Equipment CoolingAircraft Operations Manual 747-400

22 FEB 2001Issue 7

1.2.3Page 1


The equipment cooling system provides cooling air for flightdeck equipment and the electrical andelectronic (E & E) compartment equipment racks. The system uses internal cooling fans and valves todirect cool cabin air from inside the lower fuselage into the equipment racks. The warm exhaust air isducted overboard, or into the forward cargo compartment.

The system has three modes of operation: NORM mode, STBY mode and OVRD mode.The NORM and STBY mode are used on the ground and in flight.The OVRD mode is only used in flight.

With the Equipment Cooling Selector in NORM, both the supply and exhaust fan operate and the bypassand smoke/override valves are closed. With engines not running and the forward cargo A/C system OFF,warm exhaust air is ducted either through the inboard exhaust valve into the forward cargo compartment,or through the ground exhaust valve overboard, depending on outside air temperature.

On the ground, with one or more engines running on each wing, the system configures for flight. In theflight configuration, exhaust air is ducted into the forward cargo compartment and the ground exhaustvalve is closed to allow cabin pressurization after take-off. If the equipment cooling system is notcorrectly configured for flight after engine start, the STBY mode may be used.

With the Equipment Cooling Selector in STBY, the system functions the same as in NORM mode, exceptthat the ground exhaust valve is always closed and the exhaust air is ducted into the forward cargocompartment, regardless of outside air temperatures.

The OVRD mode can provide equipment cooling in flight and can be selected in case of inadequatecooling airflow (fan failure), overtemperature or smoke detection.

With the Equipment Cooling Selector in OVRD, both cooling fans are turned off, the inboard supply andinboard exhaust valves are closed and the smoke/override valve opens to an overboard vent, allowingcabin differential pressure to create a reverse air flow through the equipment racks.

The equipment cooling system automatically configures to the OVRD mode when the FWD orAFT CARGO FIRE ARM P/B is set to the ARMED position.

With the Equipment Cooling Selector in either NORM or STBY, the system compensates for a singlecooling fan failure, by closing the inboard supply and inboard exhaust valves and by opening the bypassvalve to allow internal circulation of the cooling air through the flight deck and main equipment racks.There will be no airflow to the forward cargo compartment.

When the forward cargo A/C system is selected ON, the equipment cooling system will operate asfollows:– During ground operation equipment cooling air is ducted overboard through the ground exhaust

valve, irrespective of the outside air temperature, until engine start.– After engine start, and inflight until an altitude of 15.000 ft is reached, and from top of descent,

equipment cooling air circulates internally (inboard supply valve and inboard exhaust valve closed,bypass valve open).

– Above 15.000 ft until top of descent, the system operates normally, with cooling air exhausting in theforward cargo compartment.

Smoke and no-airflow detection devices will generate the EICAS warning alert EQUIP COOLING.



Page 21.2.3 15 MAR 1999

Issue 5


GROUND EXHAUST VALVE

BYPASS VALVE

INBOARD EXHAUST VALVE

E6/E9 VALVE

SMOKE/OVERRIDEVALVE INBOARD SUPPLY VALVE

AREAAROUND PANELS

FLIGHT DECK

AREAAROUND PANELS

E & E COMPT

CLEANER

E6 / E9RACKS

SMOKEDETECTOR EXHAUST

COOLING FAN

SUPPLYCOOLING FAN

CABIN AIR

CENTEREQUIP. CENTER

CRT’s COCKPITPANELS

E & ERACKS

OVERBOARD

HEATERS (2x)


SCHEMATIC SHOWN DURING FLIGHT IN NORMAL OR STANDBY MODE(FORWARD CARGO A/C SYSTEM OFF)

OVERBOARD


BYPASS VALVE


E6/E9 VALVE

SMOKE/OVERRIDEVALVE INBOARD SUPPLY VALVE

AREAAROUND PANELS

FLIGHT DECK

AREAAROUND PANELS

E & E COMPT

CLEANER

E6 / E9RACKS


COOLING FAN

SUPPLYCOOLING FAN

CENTEREQUIP. CENTER


E & ERACKS

OVERBOARD

HEATERS (2x)


OVERBOARD

SCHEMATIC SHOWN DURING FLIGHT IN OVERRIDE MODE(FORWARD CARGO A/C SYSTEM OFF)



1 FEB 2002Issue 8

1.2.3Page 3


–oOo–

EQUIPment COOLING Selector(Forward Cargo A/C System OFF)

STBY:– Ground exhaust valve closes.– Inboard exhaust valve opens.– Bypasses automatic control to reconfigure

system for flight.– With a single cooling fan failure:S Inboard supply and inboard exhaust valves

are closed and the bypass valve opens toallow internal circulation of equipmentcooling air.

NORM:– Equipment cooling airflow from both cooling

fans.– Ground operation with engines not running is

based on OAT:S Equipment cooling air is exhausted

overboard above 7⎪C OAT, or into forwardcargo compartment below 7⎪C OAT.

– With two or more engines running:S Equipment cooling air is exhausted into

forward cargo compartment.S Ground exhaust valve closes.

– With a single cooling fan failure:S Inboard supply and inboard exhaust valves

are closed and the bypass valve opens toallow internal circulation of equipmentcooling air.

OVRD:– Inboard exhaust valve closes.– Ground exhaust valve closes, if open.– Inboard supply valve closes.– Smoke/override valve opens.– Differential pressure exhausts equipment

cooling air overboard.– Both cooling fans are off.

AFT CARGO HT

C W

AUTO

EQUIP COOLING

NORM

STBY OVRD

PASS TEMP FLT DECK

AUTO

MANC W



SYS

FAULT

SYS

FAULTTEMP

ALTN

ON ON ON ON

ON ON

A

A

EQUIPment COOLING Selector(Forward Cargo A/C System ON)

STBY:– Ground exhaust valve closes.– Bypasses automatic control to reconfigure

system for flight.– With a single cooling fan failure:S Equipment cooling valves close to allow

internal circulation of equipment coolingair.

NORM:– Equipment cooling airflow from both cooling

fans.– On the ground and engines not running:S Equipment cooling air is exhausted

overboard. Inboard supply valve open andinboard exhaust valve closed.

– With two or more engines running:S Ground exhaust valve closes.S Inboard supply valve closes and bypass

valve opens. Equipment cooling aircirculated internally until 15.000 ft.

– Above 15.000 ft until top of descent:S Equipment cooling air exhausted into

forward cargo compartment.– Top of descent until landing:S Equipment cooling air circulated internally.

– Landing until engine shutdown:S Equipment cooling air exhausted

overboard.– With a single cooling fan failure:S Inboard supply and inboard exhaust valves

are closed and bypass valve opens to allowinternal circulation of equipment coolingair.

OVRD:– Inboard exhaust valve closes, if open.– Ground exhaust valve closes, if open.– Inboard supply valve closes, if open.– Smoke/override valve opens.– Differential pressure exhausts equipment

cooling air overboard.– Both cooling fans are off.



Page 41.2.3 1 MAR 1994

Issue 1



1.2.3 Equipment CoolingAircraft Operations Manual FREIGHTER

747-400

1.2.3Page F1

1 MAR 2003Issue 1


On the ground, with one or more engines running on each wing, the system configures for flight. Flightconfiguration depends on the position of the Lower Lobe Cargo Conditioned Air Flow Rate Selector andthe temperature selected by the Forward Lower Lobe Cargo Temperature Selector.With FWD Airconditioning in FWD HIGH, FWD LOW or BOTH LOW and the temperature selected islower than 10� C, the equipment cooling air is recirculated in a closed loop mode. With higher selectedtemperatures or forward airconditioning not selected on the inboard exhaust valve is open and the warmequipment cooling exhaust air discharges into the forward cargo compartment.

With the Equipment Cooling Selector in STBY, the system functions the same as in NORM mode.

The OVRD mode can provide equipment cooling in flight and can be selected in case of inadequatecooling airflow (fan failure), overtemperature or smoke detection.With the Equipment Cooling Selector in OVRD, both cooling fans are turned off, the inboard supply andinboard exhaust valves are closed, flight deck equipment cooling source valve opens to the E/Eequipment cooling duct, and the smoke/override valve opens to an overboard vent, allowing cabindifferential pressure to create a reverse air flow through the equipment racks.

The equipment cooling system automatically configures to the OVRD mode when the FWD, AFT or MAINCARGO FIRE ARM P/B is set to the ARMED position, and turns off all airflow and heat into lower cargocompartments.

With two or three packs operating, the Flight Deck Equipment Cooling Source Valve directs conditionedair into the Flight Deck electrical equipment

When the forward cargo A/C system is selected ON, the equipment cooling system will operate asfollows:– During ground operation equipment cooling air is ducted overboard through the ground exhaust

valve, irrespective of the outside air temperature, until engine start.– After engine start, and inflight until an altitude of 15.000 ft is reached, and from top of descent,

equipment cooling air circulates internally (inboard supply valve and inboard exhaust valve closed,bypass valve open).

– Above 15.000 ft until top of descent, the system operates normally, with cooling air exhausting in theforward cargo compartment.

Smoke and no-airflow detection devices will generate the EICAS warning alert EQUIP COOLING.



747-400

Page F21.2.3 1 MAR 2003

Issue 1



BYPASS VALVE


E6/E9 VALVE

SMOKE/OVERRIDEVALVE

INBOARD SUPPLY VALVE

AREAAROUND PANELS

FLIGHT DECK

AREAAROUND PANELS

E & E COMPT

CLEANER

E6 / E9RACKS


COOLING FAN

SUPPLYCOOLING FAN

CABIN AIR

CENTEREQUIP. CENTER


E & ERACKS

OVERBOARD

HEATERS (2x)


SCHEMATIC SHOWN DURING FLIGHT IN NORMAL OR STANDBY MODE(FORWARD CARGO A/C SYSTEM OFF)

OVERBOARD


BYPASS VALVE


E6/E9 VALVE

SMOKE/OVERRIDEVALVE

INBOARD SUPPLY VALVE

AREAAROUND PANELS

FLIGHT DECK

AREAAROUND PANELS

E & E COMPT

CLEANER

E6 / E9RACKS


COOLING FAN

SUPPLYCOOLING FAN

CENTEREQUIP. CENTER


E & ERACKS

OVERBOARD

HEATERS (2x)


OVERBOARD

SCHEMATIC SHOWN DURING FLIGHT IN OVERRIDE MODE(FORWARD CARGO A/C SYSTEM OFF)

CONDITIONEDAIR

FLIGHT DECKEQUIPMENTCOOLING

SOURCE VALVE

CONDITIONEDAIR

FLIGHT DECKEQUIPMENTCOOLING

SOURCE VALVE



747-400

1.2.3Page F3

1 MAR 2003Issue 1


–oOo–

AFT CARGO HT

C W

AUTO

EQUIP COOLINGNORM

STBY OVRD

PASS TEMP FLT DECK

AUTO

MANC W



SYSFAULT

SYSFAULT

TEMP

ALTN

ON ON ON ON

ON ON

A

A

EQUIPment COOLING Selector(Forward Cargo A/C System OFF)

STBY:– Ground exhaust valve closes.– Inboard exhaust valve opens.– Bypasses automatic control to reconfigure system for flight.– With a single cooling fan failure:S Inboard supply and inboard exhaust valves are closed and the bypass valve opens to allow internal

circulation of equipment cooling air.

NORM:– Equipment cooling airflow from both cooling fans.– Ground operation with engines not running is based on OAT:S Equipment cooling air is exhausted overboard above 7�C OAT, or into forward cargo compartment

below 7�C OAT.– With two or more engines running:S Equipment cooling air is exhausted into forward cargo compartment.S Ground exhaust valve closes.

– With a single cooling fan failure:S Inboard supply and inboard exhaust valves are closed and the bypass valve opens to allow internal

circulation of equipment cooling air.– Flight Deck Equipment Cooling Source Valve directs conditioned air into flight deck electrical equipment

OVRD:– Inboard exhaust valve closes.– Ground exhaust valve closes, if open.– Inboard supply valve closes.– Smoke/override valve opens.– Differential pressure exhausts equipment cooling air overboard.– Both cooling fans are off.– Flight Deck Equipment Cooling Source Valve opens to E/E equipment cooling duct



747-400

Page F41.2.3 1 MAR 2003

Issue 1




22 FEB 2001Issue 5

1.2.4Page 1

1. SYSTEM DISPLAY

EICAS SELECT PANEL

ECS P/B (momentary action)

PUSH:– Displays environmental control system (ECS)

synoptic on the secondary EICAS display.– Displays duct pressure and cabin altitude

indications on the primary EICAS display.

SECOND PUSH:– Secondary EICAS display blanks.– Duct pressure and cabin altitude indications

no longer displayed.


AIR CONDITIONING AND PRESSURIZATION SYNOPTIC DISPLAY

DUCT

PSI

30

2

DUCT

PSI

0EXT AIR

PACK CONTROL

43 ENGENG1

OFF

OFF

1

A

2

WING

TAI

NAC

TAI

NAC

TAI

WING

TAI

PACK CONTROL

3

B

APU

20AFT

109

24 22

242222

2424252423242424

24 23

HI FLOW

MAN

MASTER

FWD

EA DCB

U/DF/D

AUTO

CL

OPRL

OUTFLOW VALVES

TEMP C

FLOW LINES

Air flow through duct

No air flow

The air flow displayed is generated by the displayedvalve positions, switch positions, and pack status. Itdoes not display actual air flow, therefore the displaymay not represent the actual system operation.

Zone Temperatures

F/D, U/D, A, B, C, D and E:– Zone target temperatures (magenta) on the left

and actual temperatures (white) on the right forthe respective air conditioning zone.

– Target temperatures not displayed when:S ALTN mode is selected.S All Packs are in OFF.S Operating in the Back-up mode.

MASTER:– Temperature setting of Passenger Temperature

Selector.

FWD:– Zone target temperature on the left and actual

temperature on the right when Cargo A/Csystem is selected ON.

– Target temperature not displayed when:S Cargo A/C system is selected OFF.S Pack 3 is selected OFF, with Cargo A/C

system selected ON.

AFT:Actual temperature of aft cargo compartment.

OUTFLOW VALVE POSITION

OUTFLOW VALVE CONTROL SOURCE

HI FLOW

– Pack operating in HI FLOW mode.– Indication removed in normal flow or when pack

is OFF.– Inhibited for Pack 3 when FWD Cargo

Compartment A/C system is operating.

PACK CONTROL

OFF:Pack valve closed.

A or B:– Indicates pack controller in use.



Page 21.2.4 22 FEB 2001

Issue 5

BLEED AIR PRESSURE

Left and right wing duct pressures (psi).– White : Duct pressure normal.– Amber : Duct pressure 11 psi or below.

CABIN ALTITUDE

– White : Cabin altitude normal.– Amber : Cabin altitude above 8500 ft.– Red : Cabin altitude above 10.000 ft.

CABIN RATE OF CLIMB/DESCENT

CABIN DIFFERENTIAL PRESSURE

– White : Diff. pressure normal.– Amber : Diff. pressure 9.0 psi and above.– Red : Diff. pressure 9.2 psi and above.

AUTOMATIC LANDING ALTITUDESELECTION (white)

LANDING ALTITUDE

– Automatic altitude input comes from FMS.– Initially displays origin field elevation.

Switches over to the destination landing altat 400 NM from the origin or halfway theroute, whichever comes first.

– Inhibited if both cabin pressure controllersA and B fail.

– Inhibited if both left and right outflowvalves are in manual control.

– Default value is 2000 without airport entryin FMS.

LANDING ALTITUDE

– Altitude manually selected using landingaltitude selector.

– Inhibited if both cabin pressure controllersA and B fail.

– Inhibited if both left and right outflowvalves are in manual control.

MANUAL LANDING ALTITUDE SELECTION(amber)

Duct Pressure, Cabin Altitude, Rate, Landing Altitude andDifferential Pressure are displayed automatically when:

– Landing altitude control in manual.– Cabin altitude in caution (amber) or warning (red) range.– Cabin differential pressure in caution (amber) or warning

(red) range.– ECS or ENG synoptic selected on secondary EICAS

display.– Either duct pressure 11 psi or less.– Following EICAS alerts displayed:S CABIN ALT AUTOS LANDING ALTS OUTFLOW VLVS BLD DUCT LEAK

LDG ALT 118 AUTO αP 8.8

CAB ALT 6250 RATE 0

30 DUCT PRESS 30

PRIMARY EICAS DISPLAY

LDG ALT 5333MAN




22 FEB 2001Issue 6

1.2.4Page 3

2. ALERTS






CABIN ALTITUDE WWARNING

S-- Cabin altitude exceeds 10.000 ft.

CABIN ALT AUTO CCAUTION b

-- – Loss of input from or failure ofboth cabin pressure controllers.

– Manual mode selected.

EQUIP COOLING CCAUTION b

-- – Low flow in equipment coolingair supply duct.

– Low flow in flightdeck supplyduct.

– Smoke detected in equipmentcooling air exhaust.

– Equipment cooling air supplyovertemp.

– Equipment cooling air exhaustfan fail with either the inboardexhaust valve or bypass valvenot in the commanded position.

– No flow through rack whensystem in override mode.

– Ground exhaust valve not incommanded position.

– Inhibited when any cargo firearmed P/B is activated.

> E/E CLNG CARD A -- -- -- – Control card failure.– Invalid or missing data.

LANDING ALT A -- -- -- – Disagreement between FMClanding altitude selected andcabin pressure controller targetaltitude.

– Landing altitude controlselected in manual mode.

OUTFLOW VLV L (R) A -- -- -- – Auto control of L or R outflowvalve inoperative.

– Manual selected.



Page 41.2.4 22 FEB 2001

Issue 7


PACK 1 A -- --SYSFAULT

– Neither pack temp controller isin control of pack 1 for30 seconds.

– Pack 1 high pack outlet temp.– High compressor outlet temp.– Out of sequence of turbine

bypass valve and ram air inletand exit doors.

– Pack valve closed and selectorON.


– Neither pack temp controller isin control of pack 2 for30 seconds.



– Either pressure relief valveactuated and pack 2 shut down.



– Neither pack temp controller isin control of pack 3 for 30seconds.



– Any cargo fire armed P/Bactivated and pack 3 shutdown


PACK CONTROL A -- --SYSFAULT

Automatic temperature control of allpacks has failed.

PRESS RELIEF A -- -- -- One or both pressure relief valvesopen and pack 2 fails to shutdownwith all 3 packs operating in highflow.

TEMP CARGO HEAT A -- --TEMP

– Aft cargo compartment tempabove 32⎪C (when aft cargoheat system is operating).

– Inhibited if the aft cargotemperature control valve is inthe closed position.



15 MAR 1999Issue 6

1.2.4Page 5


TEMP ZONE A -- --SYSFAULT

– Any zone supply duct tempabove 85⎪C.

– Critical zone temp controllerfailure.

– Master trim air valve failedclosed.

> TEMP CARGO A/C A -- -- -- – Fwd cargo a/c duct temp above85⎪C.

– Fwd cargo compartment tempabove 32⎪C.

– Inhibited on the ground.

> TRIM AIR OFF A -- -- -- Master trim air valve commandedclosed.

PACK 1 (2) (3) OFF M -- -- -- – Pack 1, 2 or 3 selected off.– Inhibited by pack 1, 2 or 3

advisory message.

PACKS HIGH FLOW M -- -- -- Packs high flow manually selectedby HI flow P/B.

PACKS OFF M -- -- -- – All 3 packs switched off.– All 3 pack valves closed.– Inhibited by pack 1, 2, 3

advisory messages. Inhibits allother pack off memos.

PACK 1 + 2 OFF M -- -- -- Packs 1 and 2 selected off.



–oOo–



Page 61.2.4 15 MAR 1999

Issue 5




747-400

1.2.4Page F1

1 MAR 2003Issue 1

1. SYSTEM DISPLAY

FWD22

U/D

23

EICAS SELECT PANEL

ECS P/B (momentary action)

PUSH:– Displays environmental control system (ECS)

synoptic on the secondary EICAS display.– Displays duct pressure and cabin altitude

indications on the primary EICAS display.

SECOND PUSH:– Secondary EICAS display blanks.– Duct pressure and cabin altitude indications

no longer displayed.


AIR CONDITIONING AND PRESSURIZATION SYNOPTIC DISPLAY

DUCT

PSI

30

2

DUCT

PSI

0EXT AIR

PACK CONTROL

43 ENGENG1

OFF

OFF

1

A

2

WING

TAI

NAC

TAI

NAC

TAI

WING

TAI

PACK CONTROL

3

B

APU

109

24

2222

2424

24

HI FLOW

MAN

FWD

F/D

AUTO

CL

OPRL

OUTFLOW VALVES

FLOW LINES

Air flow through duct

No air flow

The air flow displayed is generated by the displayedvalve positions, switch positions, and pack status. Itdoes not display actual air flow, therefore the displaymay not represent the actual system operation.

Zone Temperatures

F/D, U/D, C/R,FWD Main Deck and AFT MainDeck:– Zone target temperatures (magenta) on the left

and actual temperatures (white) on the right forthe respective air conditioning zone.

– Target temperatures not displayed when:S All Packs are in OFF.S Operating in the Back-up mode.

FWD:– Zone target temperature on the left and actual


– Target temperature not displayed when:S Cargo airconditioning system is selected

OFF, AFT LOW or AFT HIGHS Pack 3 is selected OFF, with Cargo A/C

system selected ON.

AFT:– Zone target temperature on the left and actual


– Target temperature not displayed when:S Cargo airconditioning system is selected

OFF, FWD LOW or FWD HIGHS Pack 2 is selected OFF, with Cargo A/C

system selected ON.

OUTFLOW VALVE POSITION

OUTFLOW VALVE CONTROL SOURCE

HI FLOW

– Pack operating in HI FLOW mode.– Indication removed in normal flow or when pack

is OFF.

PACK CONTROL

OFF:Pack valve closed.

A or B:– Indicates pack controller in use.

1016

AFT

23C/R

24

AFT



747-400

Page F21.2.4 1 MAR 2003

Issue 1

2. ALERTS




MESSAGE LEVEL MWL/MCL

Aural Local CONDITION

TEMP ZONE A -- --SYSFAULT

– Any zone supply duct tempabove 85�C.

– Critical zone temp controllerfailure.

– Master trim air valve failedclosed.

– Forward cargo compartmenttrim air valve failed close.

– Aft lower cargo compartmenttrim air valve failed close

– Forward cargo compartmentoverheat.

– Aft lower cargo compartmentoverheat.

–oOo–

1.3 AUTOMATIC FLIGHT


1 JUN 1999Issue 6

1.3 CNTPage 1

Contents:

1.3.1 GENERAL


2. MCP Mode Selector Switches

3. Mode Annunciation

4. Mode Failures

5. Land 2 / Land 3

6. Flare

7. No Autoland

8. Stabilizer Trim Bias

9. Speed Control / Protection

1.3.2 AUTO PILOT FLIGHT DIRECTOR SYSTEM


2. Functions and Modes

2.1 AFDS Engagement/Disengagement

2.2 Roll Modes

2.3 Pitch Modes

2.4 Common Modes

2.5 Go-Around

2.6 Windshear Recovery Guidance

3. Altitude Alerting


4.1 PFD - Flight Mode Annunciation (FMA)

4.2 Flight Director Bars

4.3 Annunciations during an Automatic Landing

1.3.3 AUTOTHROTTLE SYSTEM


2. Functions and Modes

2.1 Thrust

2.2 A/T Engagement/Disengagement

2.3 Modes


3.1 PFD - Flight Mode Annunciation (FMA)

3.2. THR Rating Indications

1.3.4 YAW DAMPER





1. Alerts–oOo–



Page 21.3 CNT 1 SEP 1993

Issue 1




1 JUN 1999Issue 6

1.3.1Page 1


The Autoflight System consists of the Autopilot Flight Director System (AFDS) and the AutothrottleSystem (A/T). The Flight Management System (FMS) automatically manages pitch, roll and thrustthrough simultaneous control of the AFDS and A/T to optimize lateral and vertical flight path guidancethrough all flight phases.The AFDS is a triple system consisting of three individual Flight Control Computers (FCCs) and a singleMode Control Panel (MCP). The MCP provides coordinated control of autopilot, flight director, altitudealert and autothrottle functions.

Input signals to the system (Air Data, IRS, Radio Altimeter, selected FMS, MCP) are processed throughthree FCCs. Computer information can then simultaneously provide commands to aircraft controlsurfaces and flight director display.

The three FCCs, identified as left, center and right, send control signals to their respective A/P controlservos which operate the flight controls through three separate hydraulic systems. The selected A/Pcontrols the ailerons and elevator continuously.The rudder is only controlled during an ILS approach with two or three A/Ps engaged.

During an ILS approach with all three A/Ps engaged, the three FCCs are powered by separate electricalsources.

Nose wheel steering is added during automatic rollout following an automatic landing.

A/P, F/D and A/T control modes are selected on the MCP.Mode of operation is annunciated on the Primary Flight Display (PFD).

The system provides the following path control functions for automatic and/or manual (flight director)control of the airplane:– Flight Level Change (FLCH)– Heading Select (HDG SEL)– Heading Hold (HDG HOLD)– Vertical Speed (V/S)– Altitude (ALT)– Localizer (LOC)– Attitude (ATT)– Takeoff/Go-Around (TO/GA)– Approach (APP)

S Includes LOC, G/S, FLARE and ROLLOUT.– Lateral Navigation (LNAV)– Vertical Navigation (VNAV)

2. MCP MODE SELECTOR SWITCHES

MCP switches are pushed to select a mode. A light bar in the lower half of each switch illuminates toindicate that the mode has been selected and not more than that. Engagement is annunciated on thePFD. See sub para 3.

Typical example: SPD

------



Page 21.3.1 22 FEB 2001

Issue 6

3. MODE ANNUNCIATION

Mode arming (white) and engagement (green) are shown at the Flight Mode Annunciation (FMA) on thePFD divided into three display segments defined as A/T, Roll and Pitch.At initial engagement, an attention box around the mode is displayed for 10 seconds.

e.g.: LOC

4. MODE FAILURES

When the AFDS detects an invalid input signal a mode failure is generated.Mode failures are indicated by an AMBER line drawn through the respective mode on the FMA, and areaccompanied by the caution alert >AUTOPILOT on EICAS.The A/P will not disengage.

e.g.: LOC

Any mode failure in either pitch or roll causes the respective FD command bar to disappear.

As long as the mode failure exists, the autoflight system will operate in the attitude stabilizing mode.The pitch and/or roll attitude will be stabilized at the value which exists at the moment of mode failure.

The Inertial Reference Units, which normally calculate the aircrafts magnetic heading and track, willcompute these parameters referenced to true north as outlined according the figure in AOM 1.13.2-3.Whenever selecting either the HDG HOLD or HDG SEL mode in this area, a mode failure will occur.Selecting the HDG REF switch - located on the EICAS control panel - to the TRUE position will restorenormal system operation.

NOTE: The LNAV mode is not affected when flying north (south) of 73⎪N (60⎪S) because of an automaticfunction in the Flight Management Computer (FMC) which is independent of the HDG REF switchposition.

5. LAND 2 / LAND 3

The Autoflight System is certified for automatic approaches down to CAT IIIB landing minima, includingN-1.Autoland status, which is displayed below the FMA on the PFDs, provides information relative to thestatus of the AFDS systems for CAT 2 and CAT 3 approaches with automatic landing and rollout.With LAND 3 annunciated, the level of redundancy is such that the occurrence of any single fault wouldnot prevent the system from making an automatic landing. (fail operational).Any fault, which downgrades the level of redundancy, is shown as LAND 2 or NO AUTOLANDWith LAND 2 annunciated, the level of redundancy is such that any single fault does not cause asignificant deviation from the flight path. (fail passive).

Degradation of system redundancy is also annunciated on EICAS. Either > NO LAND 3 or> NO AUTOLAND alert can be displayed.The autoland system does not have to be in the approach mode nor in the multi-channel operation forthese alerts to be displayed.The alerts will be displayed as a caution between 1500 and 200 ft and as an advisory for all other flightphases. These alerts may be generated from the moment of power up.Whenever during a stabilized approach, while LAND 3 is annunciated, a total ILS failure occurs resultingin a mode failure of LOC and GS, the aircraft will follow a ’path in space’ based on inertial system signals.Faults that do not require immediate crew action or recognition and are related to a degradation whichoccurs below 200 ft RA, will appear as an EICAS STATUS message upon autopilot disconnect aftertouchdown.



1 JUN 1999Issue 4

1.3.1Page 3

6. FLARE

The land capability manoeuvres the aircraft within a very strictly defined touchdown zone on the runway.To accomplish this requirement, the flare control law is based on a ’path in space’ concept.To minimize the touchdown dispersion within the touchdown zone, tight vertical path control is required.System control requires a certain signal offset, necessary in order to establish the aircraft on the requiredvertical path and intended touchdown point.Since the system does not utilize any direct lift-control devices, pitch is entirely achieved throughelevator. This can imply abrupt pitch activity at low altitudes.

Flare will be initiated between 60 and 40 ft AGL, depending on sinkrate. Target sinkrate upon touchdownis 90 ftm, while the target touchdown point is situated 450 ft beyond the glideslope/runway interceptpoint. Average touchdown pitch attitude is 4.0 degrees.Parameters used in the flare calculation are groundspeed, vertical speed, pitch attitude, pitch attituderate, radio altitude, radio altitude rate, and calculated vertical and longitudinal position with respect to theILS signals.

7. NO AUTOLAND

Changes in autoland status, which occur below 200 ft RA, are not annunciated on the PFD’s except forthe message NO AUTOLAND.

If at 600 ft AGL the autoflight system has not transitioned to LAND 3 or LAND 2 when APProach has beenselected, the message ’NO AUTOLAND’ will be annunciated on the PFD.

8. STABILIZER TRIM BIAS

A stabilizer trim-up bias will be introduced below 200 ft during a dual channel approach (LAND 2annunciated), to induce a pitch-up manoeuvre in case of an inadvertent autopilot disconnect during flare.

A trim-up bias will not be induced during a triple channel approach and landing.Should an autopilot disconnect during a triple channel flare than the flare will be conducted normally bythe remaining channels.

During a single channel approach a flare manoeuvre is not certified.

9. SPEED CONTROL/PROTECTION

Speed control and protection prevents the aircraft from exceeding the speed envelope as calculated bythe FMS when in VNAV mode, or the FCC in any other mode except the Vertical Speed mode (V/S).

V/S is the only mode during which there is no speed protection other than the basic autopilot warningindicating that the minimum manoeuvring or maximum operating speed has been reached (VMO/MMO andFlap placard speed).The basic autopilot warning consists of:– AFDS mode failure indication (amber bar drawn through the mode annunciation).– EICAS Caution alert ’>AUTOPILOT’.– Aural tone (beeper).

Without interference, the aircraft will continue to accelerate or decelerate.

–oOo–



Page 41.3.1 1 SEP 1993

Issue 1



1.3.2 Auto Pilot Flight Director SystemAircraft Operations Manual 747-400

1 SEP 1993Issue 3

1.3.2Page 1


The system consists of the following parts:– Three (3) Flight Control Computers (FCC)– One (1) Mode Control Panel (MCP)– Nine (9) FCC controlled hydraulic servos.

Control of the AFDS is via:– MCP on the glareshield– TO/GA switch on the throttle levers– A/P disengage switch on the control wheels– Multi-purpose Control Display Unit (MCDU)– FD source selectors on pilot’s panels

AFDS visual and aural indications are:– F/D pitch/roll bars on PFDs.– Flight Mode Annunciators (FMA) on the PFDs– Master warning and caution lights on the glareshield– EICAS alerts– Siren and Beeper.



Page 21.3.2 1 JUN 1999

Issue 4

MODE CONTROL PANEL (GLARESHIELD)

RFMC

LFMC

ADC

IRS

ILS

LRRA

LFCC

CFCC

RFCC

FMCL R

HYDRAULICFLIGHT CONTROL

ACTUATORS

FLIGHT CONTROLSURFACES

HYD 3 HYD 1 HYD 2

FD CMD

L HYDSERVOS

C HYDSERVOS

R HYDSERVOS

BARS

DATA BUS

ANALOG SIGNAL

MECHANICAL LINKAGE

THR

SPD

L NAV

V NAV

FL CH HOLD

SEL

F/D

ON

OFF

A/T ARM

OFFSEL

IAS/MACH

2 00 2 07 3 002+ 0 0071

BANKLIMIT

5 25

AUTOON

UP

HOLDV/S

LOC

APP

CMD CMDCMD CMD F/D

ON

OFF

DISENGAGE

HDG VERT SPD ALTA/P ENGAGE

L C R

FMCMASTERSELECTOR



15 OCT 1996Issue 5

1.3.2Page 3

2. FUNCTIONS AND MODES

A

A

THR

SPD

L NAV

V NAV

FL CH HOLD

SEL

F/D

ON

OFF

A/T ARM

OFFSEL

IAS/MACH

2 00 2 07 3 002+ 0 0071

BANKLIMIT

5 25

AUTOON

UP

HOLDV/S

LOC

APP

CMD CMDCMD CMD F/D

ON

OFF

DISENGAGE

HDG VERT SPD ALTA/P ENGAGE

L C R

AFDS Modes

In all modes to be discussed, subsystems are to be considered operative and properly set.Three types of modes can be distinguished:– Roll– Pitch– Common.

2.1 AFDS ENGAGEMENT/DISENGAGEMENT

Flight Director Switch

ON (F/D engagement):– Respective pilot command bars in view– Command bars operational in current AFDS mode– F/D annunciation appears on respective PFD– A/P not engaged:S On ground:

– Pitch/Roll annunciation:S In flight:

– More than 5⎪ bank:Steering commands maintain present attitude

– Less than 5⎪ bank:– A/P engaged:S On ground and in flight:

Active Autopilot mode remains annunciated.

OFF (F/D disengagement):– Command bars not in view.– Command bars in view when after pushing TO/GA P/B the

airspeed is greater than 80 KTS and the flaps are out of up.Pitch/Roll annunciation:

TO/GA | TO/GA

ATT | V/S

HDG HOLD | V/S

TO/GA | TO/GA

THR

SPD

F/D

ON

OFF

A/T ARM

OFF



Page 41.3.2 15 OCT 1996

Issue 5

CMD CMDCMD CMD

DISENGAGE

A/P ENGAGEL C R

Autopilot ENGAGE P/B

PUSH:– CMD annunciation appears on both PFDs.

– If both F/Ds off:S Vertical Speed window is synchronized with current V/SS More than 5⎪ bank, PFD annunciation:S Less than 5⎪ bank, PFD annunciation:

– If either F/D on:S Active F/D mode annunciations remain displayed

Remaining P/Bs will illuminate automatically when APP P/B ispushed prior to and during approach.

ATT | V/SHDG HOLD | V/S

Autopilot DISENGAGE Bar

PUSH DOWN:– Exposes amber stripe– Disengages all engaged A/Ps from Flight Control Servos.– Prevents A/P engagement.

LIFT UP:– Conceals amber stripe– Permits A/P engagement.

Autopilot Disengage P/B(Momentary action)

PUSH:– Disengages all engaged A/Ps (normal disengagement)– Master Warning Lights illuminate– EICAS alert ’AUTOPILOT DISC’ displayed.– Aural warning siren soundsS When the A/P has been disengaged automatically:

– Resets EICAS alert.– Silences aural warning

SECOND PUSH:– Resets Master Warning Lights and EICAS alert.– Silences aural warning when A/P has not been disengaged

automatically

Pressing the control wheel disengage P/B twice (short interval), willsound the aural warning for one (1) second even when the A/P isnot engaged.



15 OCT 1996Issue 6

1.3.2Page 5

2.2 ROLL MODES

HOLD

SEL

2 07

BANKLIMIT

5 25

AUTO

HDG

Heading Window

– Displays selected heading– Initializes to 000 when power is first applied– Automatically changes to selected ILS front course heading at LOC

capture.

Heading Hold (HDG HOLD)

A/P rolls wings level and then holds present heading.

Engagement– By pushing the HDG HOLD P/B– When either F/D is engaged while no A/P in CMD (< 5⎪ bank).– If an AP is engaged in CMD while the associated FD is not operational

(< 5⎪ bank).– When any active roll or common mode is disengaged and is not

replaced by another (armed) mode.– A mode failure occurs when above 73⎪N (60⎪S) and the HDG REF

switch, located on the EICAS control panel, is not switched to TRUE– If the HDG REF switch, located on the EICAS control panel, position is

changed, the AFDS commands a heading change.

Disengagement– When any other roll or common mode becomes active.

Heading Select (HDG SEL)

Inner selector (push)– AFDS controls roll to acquire and maintain heading.– Not active if engaged in APP roll mode.

Middle selector (turn)– Airplane will turn in the direction of turning the HDG SEL knob even if

turned more than 180⎪.– When HDG SEL is selected after the knob is rotated first, a turn is

commanded along the shortest route towards the selected heading.

Outer selector (turn)– Allows to choose five fixed bank limits or an automatic function.– The fixed limits are applicable in Heading Select only.S Auto:

– Varies between 25-15 degrees when true airspeed (TAS) isbetween 332-381 knots. When TAS is more than 381 knots,bank limit is 15 degrees.

– Limits to 15 degrees during TO when:S Flaps up and CAS < V2+90.S One engine out and flaps not up and CAS < V2+20.

S Fixed: - 5, 10, 15, 20, 25.– Selected value is the maximum, regardless of airspeed or flap

position.

Engagement– Pushing heading select knob (inner knob).– A mode failure occurs when operating at latitudes as outlined in the

figure of AOM 1.13.2-3 and the HDG REF switch, located on the EICAScontrol panel, is not switched to TRUE.

– If the HDG REF switch, located on the EICAS control panel, position ischanged the AFDS changes to HGD HOLD.

Disengagement– When any other roll or common mode becomes active.



Page 61.3.2 22 FEB 2001

Issue 6

L NAV

V NAV

FL CH

Lateral Navigation P/B (LNAV)

The FMS fully controls the aircraft along a predetermined route.Guidance is available with up to two engines inoperative.

Bank angle is limited to:– 17.5⎪ when within 2.5 NM distance to the active leg and the

intercept angle is 45⎪ or less.– 25⎪ during normal leg change.– 30⎪ when a holding pattern is active.

Armed– Airplane is more than 2.5 NM from active leg– Localizer mode not engaged– LNAV mode arming is displayed in white below the active roll

mode.

Engaged– Active flightplan has been entered into FMS and– At 50 ft RA when armed prior to T/O– Airplane is at or within 2.5 NM on turning radius from active leg

and on intercept heading.– LNAV mode engagement is displayed in green in the roll mode

window.

Disarmed– By pressing a second time the LNAV P/B on the MCP– By arming another roll mode.

Disengaged– When any other roll mode becomes active.

Localizer Mode (LOC)

Armed– LOC mode arming is displayed in white below the active roll

mode.

Engaged– Within capture criteria based on speed and intercept angle– Intercept track angle within 120⎪ of Localizer course– Selected heading cursor and MCP heading window slews to the

inbound heading allowing a missed approach heading to be set

Disarmed– Second push of LOC P/B– Selecting other roll mode.

Disengaged– Selecting other roll mode– Engaging TO/GAS Before LOC capture aircraft maintains present track.S After LOC capture the aircraft maintains the localizer course.

– Disengage AP and turn both FD/s off

When engaging an A/P with only F/D in the LOC mode, HDG HLDwill be displayed momentarily after which LOC will be the activemode again.

LOC

APP



1 JUN 1999Issue 7

1.3.2Page 7

2.3 PITCH MODES

Vertical Speed Mode (V/S)

Engagement– By pushing the V/S P/B.– When an A/P is engaged in CMD and no F/D is switched on.– In flight, when either F/D is switched on and no A/P is in CMD.– The existing V/S value will be displayed in the V/S window.

Disengagement– When a selected altitude is reached.– When G/S, VNAV, FLCH or ALT HLD mode is engaged.– By engaging TO/GA.– The window will go blank.

UP/DN

– Sets vertical speed in Vertical Speed Window.– Selection range limit: - 8000 to +6000 fpm in 100 fpm increments– Mode is used to ascend or descend at a selected rate of climb.– The AFDS maintains the current V/S at moment of engagement.– The selected V/S is displayed as a magenta stripe on the V/S

indicator which is located on the PFD.

Speed Protection

Speed protection prevents the aircraft from exceeding the speedenvelope for the current configuration based on calculations of theFMC or the FCC in case of invalid FMC data.

V/S is the only mode during which there is NO SPEEDPROTECTION other than the protection by the AFDS warning,indicating that the minimum manoeuvring or maximum operatingspeed has been reached. (VMO/MMO and Flap placard speed)

The warning consists of:– AFDS mode failure indication (Bar drawn through the mode

annunciation)– EICAS caution alert ’>AUTOPILOT’– Aural tone (beeper).– Amber speed box (low speed) around speed indication on

PFD.

Without interference, the aircraft will continue to accelerate ordecelerate into the EICAS warning alert ’OVERSPEED’ or thecaution alert ’AIRSPEED LOW’.

3 002+

DN

UP

V/S

VERT SPD



Page 81.3.2 15 OCT 1996

Issue 5

0 0071

HOLD

ALT

ALTITUDE HOLD (ALT)

Engagement– Captures and holds altitude at time of P/B operation.– Automatically when reaching the desired altitude when not in

VNAV mode.

Disengagement– When any other pitch mode had been selected either manual or

automatic.

ALTITUDE (ALT)

This mode acquires and maintains the altitude selected and isdivided in a control (select) and hold mode.For both modes there is only one annunciation: ALT

Altitude Window– Displays selected altitude.– Indication reads 10.000 ft when power is first applied.– Displayed altitude is reference altitude for altitude alerting and

level off.

ALTITUDE SELECTOR

ROTATE:Changes the displayed value in the altitude window and on thePFD in 100 ft increments.Range from 0 to 50.000 Ft.

PUSH:– During climb or descent, each push of the alt select knob

deletes the next FMS waypoint constraint between theairplane and the selected altitude.

– During cruise, or when no constraint exist, setting the altitudewindow above/below the FMS cruise altitude resets the FMSdisplayed cruise altitude.

– When operating in VNAV PTH or VNAV ALT mode, a climb ordescent will be initiated.

– If within 50 NM from the T/D and with the altitude window setbelow the cruise altitude, the DES NOW will be initiated in theFMS.



15 OCT 1996Issue 5

1.3.2Page 9

L NAV

V NAV

FL CH

Flight Level Change (FLCH)

Combines the A/T and pitch control of the AFDS to cause theairplane automatically to climb or descent to a new selected altitudewith selected airspeed controlled through elevator.A/T controls thrust to maintain a vertical speed proportional to therequested altitude change.

Engagement– By pressing FLCH P/B.– Selects FLCH mode and sets IAS/MACH Window to the FMC

target speed (window open).– AFDS pitch channel holds target airspeed.– A/T is controlling thrust.– The thrust limit changes to CLB when in CRZ or to CON when in

N-1.– FLCH SPD is annunciated in the pitch window on the PFD.– Selecting a new speed or altitude is always possible.– At selected altitude the pitch mode changes to ALT.

Disengagement– When selecting an other pitch mode.– When the selected altitude is reached.S The pitch mode changes to ALT mode and A/T changes to

SPD mode.



Page 101.3.2 15 OCT 1996

Issue 4

L NAV

V NAV

FL CH

Vertical Navigation (VNAV)

Combines the A/T and pitch control of the AFDS to cause theairplane to acquire and maintain vertical path and thrust guidancecommands generated by the FMS.Guidance is available with up to two engines inoperative.VNAV can be divided into three sub-modes:

– VNAV SPD:S commands pitch to hold target speed.S A/T engages in THR REF, THR, IDLE or HOLD as required by

phase of flight.

– VNAV PTH:S commands pitch to maintain target altitude calculated by FMC

(VNAV profile).S A/T engages in SPD mode.

– VNAV ALT:S commands pitch to maintain MCP selected altitude

(intermediate level-off).S A/T engages in SPD mode.

During climb or descent, AFDS captures and holds either thealtitude displayed in the Altitude Window or the FMS target altitude,whichever is reached first

ArmedWhen VNAV P/B is pushed and– Airplane altitude is less than 400 ft AGL.– Glideslope mode not engaged.

Disarmed– Second push before engagement.– Selecting APP mode.

Engaged– Automatically at 400 ft AGL when VNAV is armed prior to T/O.

At acceleration height, pitch commands a reduced climb rateto achieve the greater of:S 250 ktsS VREF + 100S Speed transition.

– When pushing VNAV P/B and airplane altitude is more than 400ft AGL and G/S mode is not engaged.

– Engagement will not occur when VNAV is armed prior to IRSalignment completion.

Disengaged– When any other pitch mode becomes active.



1 JUN 1999Issue 7

1.3.2Page 11

2.4 COMMON MODES

These modes are combinations of pitch and roll modes.

Take Off Mode (TO/GA)

– Take-off is a F/D only function of the AFDS system whichdisplays pitch and roll commands for climb out while theautothrottle maintains take-off thrust.

– TO/GA is annunciated in both the pitch and roll window on thePFD.

– Windshear recovery is provided by means of trading speed forattitude proportional to the shear rate under decreasingheadwind conditions.

– At 250 Ft. AGL A/P may be engaged.

– Pitch Take-Off mode (TO/GA)S Target airspeed is 10 kts above V2 as set on MCP.S During take-off the pitchbar is commanded to a fixed attitude

of approximately 8 degrees up.S At liftoff pitch commands an attitude of 15 degrees or below

PLI.S Commands pitch attitude to maintain V2 + 10.S The target airspeed will reset to the current airspeed at VNAV

capture with a maximum of 25 kts, whenever above the targetfor 5 sec.

S If an engine failure occurs, pitch commands will be:10. V2 if airspeed below this value.11. Existing speed if between V2 and V2 + 10.12. V2 + 10 if airspeed is above this value.

– Roll Take-Off mode (TO/GA)S Commands rollbar to wings level prior to liftoff.S Maintains ground track after liftoff.

Armed– With all A/P’s disengaged and both FD’s off, selection of TO/GA

occurs when the first F/D is positioned on.

Engaged– Pushing a TO/GA switch starts the take--off phase when the flaps

are out of UP.

Disengaged– TO/GA mode is terminated by engaging any other pitch or roll

mode.– If LNAV/VNAV were armed prior to T/O:S Roll : at 50 ft RA, LNAV will engage.S Pitch : at 400 ft RA, VNAV will engage.

FLIGHT

DETENT

ARM

DN

UP

CUT OFF

FUEL CONTROL

CUT OFF

RUN1 2 3 4

RUN



Page 121.3.2 1 SEP 1993

Issue 4

LOC

APP

Approach Mode (APP)

This mode captures and tracks the ILS and guides the airplaneduring flare, alignment for, and rollout on the runway centerline.

The approach mode can be used when:– Only the F/D is engaged.– Only one A/P is in command (CMD on the PFD) and;S Two A/Ps are available (NO LAND 3 annunciated on EICAS

and LAND 2 annunciated on the PFD).S Three A/Ps are available (LAND 3 annunciated on the PFD).

The approach mode comprises the following flight phases:– LOC and G/S arming– LOC and G/S capture– Alignment– Flare– Rollout.

Arming/EngagingPushing APP P/B causes:– The other A/P systems to arm for subsequent automatic

engagement which occurs when localizer and glide slope arecaptured and radio alt. goes through 1500 ft.

– The remaining A/P CMD P/B light bars to illuminate.– LOC and GS annunciation to be displayed in either white or

green for arm and capture respectively.– Either LOC or GS can capture first.– GS capture to occur if intercept angle is within 80 degrees to the

localizer course.– Localizer capture to occur based on speed and intercept track

angle within 120⎪ of localizer course.

Upon engagement– LAND 2 or LAND 3 can be annunciated.– NO AUTOLAND or LAND 2 will be annunciated when applicable

system failures exists.– ROLLOUT and FLARE appear in white below the active roll and

pitch modes on the PFD.– Rudder control is engaged when LAND 2 or LAND 3 is

annunciated.

Disarming/Disengaging

Before LOC and G/S capture:– Push APP P/B a second time– Select other pitch or roll mode.

LOC captured and G/S armed:– Select other roll mode.

G/S captured and LOC armed:– Select other pitch mode.

After LOC and G/S captured:– Engage TO/GA mode or disengage A/Ps and switch off both

F/Ds.



1 AUG 1997Issue 6

1.3.2Page 13

Rudder Control and Runway Align Operation

Rudder control is accomplished by the AFDS during a multi-channel approach. Automatic ruddercompensation is provided for an asymmetric thrust condition resulting from an engine failure conditionduring a coupled approach and the eventual Go-around. Rudder inputs are also necessary for runwayalignment.When LAND 3 or LAND 2 is annunciated, rudder control is active from each individual A/P through adedicated actuator.

When an engine-out is detected prior to the annunciation of LAND 2 or LAND 3, a sideslip manoeuvremight be initiated at 1300 ft, dependant on the direction and the magnitude of the existing crosswind.When the engine fails during the annunciation of LAND 2 or LAND 3, the sideslip manoeuvre will beinitiated instantaneously.

NOTE: If the A/Ps are disconnected or disconnect in an asymmetric thrust condition with rudder controlactive, the rudder will return to the trimmed position, unless the pilot exerts the rudder pedal forcerequired to maintain the required rudder position.

Align

Runway alignment is operative during a multi-A/P approach.Its purpose is to reduce the crab angle established during acrosswind condition on an approach prior to an automatic landing.

Operation is as follows:– When the crab angle is greater than 5⎪, alignment will start at

500 ft RA (1300 ft during N-1) when LAND 2 or LAND 3 isannunciated.A/P systems initiate a forward slip to reduce the crab angle to 5⎪.At 200 ft. RA remaining crab angle is reduced until the bankangle reaches 5⎪.

– When the required crab angle is less than 5⎪, runway alignmentoccurs at 200 ft AGL.

– Wing leveling from the slip is initiated when the ROLLOUT modeis engaged at 5 ft. RA.

– Activation is not displayed.

LOC

APP



Page 141.3.2 1 SEP 1993

Issue 5

Flare

The FLARE mode is a multi-A/P mode. It is not intended for singleA/P or F/D only operation.

Armed– When LAND 3 or LAND 2 is annunciated on both the PFDs.– FLARE is displayed in white below the active pitch window on

both PFDs.

Engaged– Between 40 and 60 ft RA, depending on sinkrate prior to flare,

reduces the rate of descent to approx. 100 ft/min.– The FLARE engaged annunciation replaces the G/S captured

annunciation on both the PFDs.– At 30 feet RA the A/T starts retarding the Thrust Levers to idle

and the A/T annunciation changes from SPD to IDLE at 25 ft.– If a slip exists due to runway alignment, the wings are levelled

when ROLLOUT mode is engaged.– The A/Ps start lowering the nose smoothly towards the runway at

5 feet RA plus 2 seconds.

Disengaged– At touchdown.– Annunciation disappears.

LOC

APP Rollout

Rollout is a multi-A/P approach mode that provides runwaycenterline rollout guidance following touchdown.It is not intended for single A/P or F/D only operation.

Armed– When LAND 3 or LAND 2 is annunciated on both PFDs.– ROLLOUT is displayed in white below the active roll mode on the

PFDs.

Engaged– At approximately 5 feet RA.– Wing leveling from a slip is initiated.– ROLLOUT replaces the LOC captured annunciation.– Localizer centerline is maintained by A/P control of rudder and

nose wheel steering.

Disengaged– Upon A/Ps disconnect.



22 FEB 2001Issue 6

1.3.2Page 15

Go-around Mode (TO/GA)

A fully automatic go-around is normally performed with multi-A/Poperation. However, a single A/P or a F/D only go-around can alsobe made.With the TO/GA mode engaged, the AFDS controls pitch and rollwhile the A/T increases thrust, as required, to establish a 2000 fpmclimb.If a touchdown occurs after initiation, the go-around will continue.

Armed– Upon G/S capture.– When flap 1 is set during approach.– T.E. flaps in landing position.– Arming is not annunciated on the PFD although the thrust

reference mode on the primary EICAS display will change intoGA.

Disarmed– The TO/GA mode remains armed until 2 seconds below 5 feet

RA during approach.

Engaged– Pushing either or both TO/GA switches during the approach,

engages the TO/GA mode for the pitch and roll mode and theTHR mode for A/T.

– TO/GA appears on both the pitch and roll FMAs on the PFDs.– Pitch increases to hold selected speed as thrust increases.– Roll channel control maintains ground track present at mode

engagement.– AFDS maintains the number of A/P channels in CMD at the time

of G/A engagement.

Disengaged– Below 400 feet RA only when disengaging AFDS.– At selected go-around altitude.

Pitch mode changes to ALT.– At LNAV and VNAV engagement.

When armed after G/A engagement and a missed approachprocedure was added to the FMS approach path.

– FIRST ENGAGED A/P remains in CMD when multi channel wasengaged.

– TO/GA remains the roll mode until another mode is selected.

Maintains current groundtrack except when LOC was the previousmode, then the runway localizer course will be maintained.

FLIGHT

DETENT

ARM

DN

UP

CUT OFF

FUEL CONTROL

CUT OFF

RUN1 2 3 4

RUN



Page 161.3.2 1 SEP 1993

Issue 4

2.5 WINDSHEAR RECOVERY GUIDANCE

AFDS provides windshear protection during flight whenever TOGA is annunciated in the FMA on thePFDs.Guidance is accomplished gradually according values in the following table.

ACTUAL V/SPitch Command

ALL ENG OPER E/OPitch Command

> 1200ft/m > 600ft/m Speed control.

1200 - 600ft/m 600-0ft/m Trading speed control for attitude control.

600 - 0ft/m -- Attitude 15⎪ or slightly below PLI.



1 SEP 1993Issue 5

1.3.2Page 17

3. ALTITUDE ALERTING

Altitude alerting occurs when approaching or deviating the altitude selected on the MCP.The selected altitude appears as a magenta display above the altitude indicator on the PFD.

Approaching a selected Altitude

At 900 ft prior to the selected altitude, a white box will be displayed around each of the selected altitudeand current altitude displays.At 300 ft prior to the selected altitude, the white boxes are no longer displayed.

AFDSMCP

ALT

1 7 0 0 0

FLIGHT PROFILE CLARIFICATION

⎬⎬ No indications.DDD White box displayed around the selected altitude and current altitude displays.VVV – EICAS caution message ’>ALTITUDE ALERT’ is displayed.

– The box around the current altitude changes to amber.– Master caution lights will illuminate.– Beeper will sound.

+900’

--300’

--900’

ALTITUDESELECTED

+300’

AURAL ALERT (CAUTION)

AURAL ALERT (CAUTION)

Deviating from a Selected Altitude by 300 Feet:– Master Caution Lights illuminate.– Beeper sounds.– EICAS caution alert >ALTITUDE ALERT is displayed.– Current altitude box changes to amber.

Upon returning to within 300 ft from the selected altitude:– Master Caution lights extinguish– EICAS caution alert is no longer displayed.– Current altitude box changes to white.

Altitude deviation alert can be reset by changing the selected altitude.

NOTE: 1. Altitude alerting is inhibited in flight upon glide slope capture or with landing flaps selectedand gear down.

2. EICAS Advisory alert >ALT ALERT SYS is displayed for a system failure.



Page 181.3.2 22 FEB 2001

Issue 4


4.1 PFD - FLIGHT MODE ANNUNCIATION (FMA)

A

AFDS ENGAGED/AUTOLAND STATUS(green)

– FD– CMD– LAND 2– LAND 3– NO AUTOLAND (amber)

AFDS ROLL MODES ENGAGED (green)

– TO/GA– HDG HOLD– HDG SEL– LNAV– LOC– ROLLOUT– ATT

AFDS PITCH MODES ENGAGED (green)

– TO/GA– ALT– V/S– VNAV PTH– VNAV SPD– VNAV ALT– G/S– FLARE– FLCH SPD

Mode changes are emphasized for 10seconds by a green box drawn around themode.

AFDS PITCH MODES ARMED (white)

– G/S– FLARE– VNAV

AFDS ROLL MODES ARMED (white)

– LOC– ROLLOUT– LNAV

A

SPD LOC GS

LAND 3

ROLLOUT FLARE

LOC amber line = mode fail



15 OCT 1996Issue 4

1.3.2Page 19

4.2 FLIGHT DIRECTOR BARS

2020

1010

1010

FD

A

A

FLIGHT DIRECTOR COMMAND BARS

– Displayed any time the respective F/Dswitch on the MCP is in ON and therespective Inertial Reference Unit (IRU) is inthe NAV mode of operation.

– Biased out of view when:S Respective IRU is switched to the ATT

mode of operation on the IRS ModeSelect Panel when the groundspeed isbelow 60 Kts.

S The FCC has detected a dual IRU failurewhen the groundspeed is above 60 kts.

S A mode failure has been detected.S The selected FLT DIR (FCC) fails which

will be accompanied by a FD flag.



Page 201.3.2 1 JUN 1999

Issue 5

4.3 AUTOLAND ANNUNCIATIONS

LAND 2 annuciation inhibited.

200 ft. RALAND 3

Below 1500 ft. RA

SPD LOCROLLOUT

G/SFLARE

LAND 3

LAND 3

LAND 3

TO/GAArmed but not displayed

500 ft. RA

SPD LOC

G/S CAPTURE

LOCROLLOUT

SPD

CMD

Runway alignstarts when crab angle > 5

40 -- 60 ft. RA

IDLE

FLAREG/S

IDLE

LOCROLLOUT

FLARE

25 ft. RA

5 ft.RA

ROLLOUT FLARE

APPSelected

SPD HDG SEL

CMD

LOCVNAV PTH

G/S

VNAV PTHG/S

SPD

CMD

LOC CAPTURE

LOC

(MCP heading window, PFD, and ND selectedheading move to selected course.)

⎪

Runway align starts when crab angle < 5⎪

–oOo–


1.3.3 Autothrottle SystemAircraft Operations Manual 747-400

1 NOV 1995Issue 3

1.3.3Page 1


THR

SPD FL CH

A/T ARM

OFFSEL

IAS/MACH

2 00

MODE CONTROL PANEL

DATA BUS

ANALOG SIGNAL

MECHANICAL LINKAGE

FMCL R

EFIS/EICASINTERFACE

UNITS

FLIGHTMANAGEMENTCOMPUTERS

CTR INST PNL

PRIMARYEICASDISPLAY

SECONDARYEICASDISPLAY

UPPER EICAS CRT

LOWER EICAS CRT

FADEC

A/TSERVO

MCDUs

F

A

I

L

D

S

P

Y

VNAV

SPZ

INITREF

PREVPAGE

DEPARR

RTE

PROG

PAGENEXT

LEGSEXEC

BRT

2 3

4 5 6

7 8 9

. 0 +/--

HOLD

MENUNAVRAD

FIX

O

F

S

T

M

S

G

U V W

P Q R S

X

T

Y

F G

L

H

M

I

N

J

O

A B C D E

DEL / CLR

K

ATC

FMC

COMM

4321

5

3

1

00

1

5

3

1

--

N1

EGT

9 2 9 2 2 9 29 9 9 9

TAT --8c CRZ. . .

CAB ALTLDG ALT

RATEP

6250 08 8AUTO200 .

TOTAL FUEL 100TEMP +10c

0 11

2222FAN

898889

17171

11 11

N

I

P

2

BB2N

T

Q

BV

LIO

LIO

LIO

9 9

86868686

LPT

. . . .AIL

SPL SPL

ELEVAIL

RUD

TO EIUs

> ENG 4 SHUTDOWN

99.2 99.2 99.2 11.1

714 714 714 57

3.3 3.3 3.3 3.3

96.2 96.2 96.2 96.2

FF

ENGINE TRIM



Page 21.3.3 1 JUN 1999

Issue 6

2. FUNCTIONS AND MODES

The autothrottle (A/T) system provides automatic thrust control from take off initiation through climb,cruise, descent, approach and landing or go-around. The A/T system consists of the Thrust ManagementFunction of the Flight Management Computer (FMC), a portion of the controls and indicators on theAFDS MCP and a single electric servo system which actuates all the thrust levers simultaneously.

A/T operation is controlled through mode and speed selection from the MCP and thrust limits selection onthe MCDU. When in VNAV, the FMC selects A/T modes and target thrust values.The system can be used with or without either AP or FD and is available up to one engine inoperative.In case of a dual FMC failure, or with two or more engines inoperative, the autothrottle is inoperative.

A/T warnings and thrust limit values are displayed on EICAS.Mode annunciation is displayed on both PFDs.

The A/T system moves all thrust levers to the selected thrust reference value as displayed on primaryEICAS. The thrust levers then remain stationary while the Full Authorized Digital Electronic Control(FADEC), generally called Electronic Engine Control (EEC), trims each engine to equalize the thrustthrough control by the master FMC, as selected with the FMC master selector.This trim margin is 1.5% N1 (equals 5% thrust) below 20.000 ft.Above 20.000 ft this trim authority is expanded to 2.5% N1 (equals 10% thrust)

The thrust levers may be manually positioned without disengaging the A/T during all flightphases.However, except for thrust HOLD mode, the system shall reposition the thrust levers to the appropriatetarget thrust after hands off, except when one engine remains operating at the thrust limit.

The A/T system can be armed by the A/T ARM switch on the MCP.Mode engagement is either manual or automatic.Modes can be disengaged (A/T disconnect) by using either A/T disconnect switch on the outboard side ofpower levers 1 and 4, or by switching the arming switch on the MCP to OFF.

2.1 THRUST

The autothrottle operates in response to manual mode requests made on the MCP as well as automaticmode requests through the FMS when the autoflight VNAV mode is active.Reference thrust limits can be selected on the FMS THRUST LIM(it) page.Limit values are calculated for maximum thrust and assumed temperature derated thrust.Adjustments are made for:– N1 equalization via the EECs to prevent throttle stagger (Engine trim).– Approach idle when the anti-ice system is operating or CON Ignition is selected ON.

Thrust Reference

The Thrust Management Function calculates a Reference N1 based on existing pressure altitude andeither entered FMC assumed temperature or ambient temperature data from the air data computer, forthe following Thrust Rating Modes:TO -- take-offD-TO -- assumed temperature take-off (derated)CLB -- climbCLB 1 -- climb oneCLB 2 -- climb twoCRZ -- cruiseCON -- continuousGA -- go-around



15 JUL 2000Issue 8

1.3.3Page 3

These modes can be selected manually on the FMS Thrust Limit Page. The selected Thrust Referenceas well as the Thrust Rating Mode is displayed above the N1 indicators on EICAS.

Thrust Reference Mode Transition

When in VNAV, the Thrust Reference Mode will automatically transition for the respective phase of flight.When an engine failure is detected during take-off, before transition to CLB thrust at 1500 ft, CON thrustwill be automatically selected when flaps are selected UP and speed > VREF + 98.Obtaining CON thrust limit when an engine failure occurs after the 1500/climb thrust transition, requires amanual selection by means of the ENG OUT prompt.When VNAV is not active and an engine out is activated, CON thrust limit mode is selected through theFMS THRUST LIMIT page, by selecting FLCH mode or pushing the THR button.

Climb Thrust Schedule

CLB rating as well as CLB 1 and CLB 2 derates are automatically determined and selected depending onthe selected assumed temperature as follows:– Take-off thrust reduction up to 5% results in - CLB– Take-off thrust reduction of 5 - 15% results in - CLB 1, which is a fixed 10% reduction of CLB.– Take-off thrust reduction above 15% results in - CLB 2, which is a fixed 20% reduction of CLB.

CLB 1 and CLB 2 derates are gradually removed from 10.000 feet upwards to reach full CLB thrust at15.000 feet.In cruise, thrust reference defaults to CRZ.These schedules are airline policy and set as default values on the FMS PERFormance FACTORS page.

Thrust Lever Control

To prevent hunting thrust levers during periods of stable flight, the system consist of a low activity controlmode during stabilized cruise flight (long term) and a high activity control mode during transitions (shortterm).

In the low activity control mode the autothrottle sets N1 to the estimate for the flight condition, withadjustment to track the selected speed (or mach) target over the long term. It will tend to ignoreshort-term disturbances (turbulence).The conditions for the low activity mode are:– Altitude above 20.000 ft.– Vertical speed less than 100 fpm.– Operation is not within 5 knots of the applicable min. and max. speed limits as indicated on the PFD.– Autothrottle is operating in SPD.– Flaps are up.– Bank angle less than 4 degrees.

If these conditions are not met, regular speed control (more aggressive) will be provided to obtain therequired autothrottle response in order to maintain speed.



Page 41.3.3 1 AUG 2002

Issue 8

2.2 A/T ENGAGEMENT/DISENGAGEMENT

THR

SPD

A/T ARM

OFF

AUTOTHROTTLE DISCONNECT SWITCH(momentary action)

A/T Engagement/Disengagement

Armed– By selecting A/T arm switch on the MCP to arm position.– Allows for EEC engine thrust equalization, controlled through the

FMS.

Engaged– By selecting either manually, or automatically via FMS, one of

the following modes:S THR:

– First push of TO/GA switch for GO-AROUND or selectionof FLCH. A/T applies thrust necessary to establish arequired vertical speed of 2000 ft/min.

S THR REF:– A/T controls thrust to the selected limit displayed on

primary EICAS except for GO-AROUND where it indicatesfull rated thrust after the second push of the TO/GA switch.

S SPD:– A/T controls thrust to maintain speed selected in Speed

Window or, if VNAV mode engaged, the speed asprogrammed by the FMC.

S IDLE:– A/T retards thrust levers fully aft in VNAV mode or during

flare (autoland).S HOLD:

– A/T servo deactivated at 65 KTS in T/O or when thrustlevers reach aft stop in FLCH and VNAV mode. Manualoverride during FLCH or VNAV idle mode. (Thrust leversremain in existing position or where manually placed.)

For Go-Around with no A/P and F/D engaged, first push of theTO/GA switch engages A/T in THR REF mode to provide full ratedthrust.

DisengagedManually by:– positioning the A/T arm switch to OFF,– pushing either A/T Disconnect P/B on thrust levers 1 and 4.Automatically when:– a fault in the operating mode is detected.– any reverse thrust lever is moved to the reverse position.

10 sec. after reverse thrust levers are down, autothrottle isarmed until flaps are UP. Pushing TOGA activates autothrottlein THR REF mode.

– more than one engine is inoperative,– the FMC master selector is selected from one FMC to the

other,– the (selected) master FMC fails.EICAS caution alert to be reset by a second push of thedisconnect switch or selecting an other A/T mode.The EICAS caution alert and aural alert are inhibited when thedisengage occurs due to the selection of reverse thrust.

FLIGHT

DETENT

ARM

DN

UP

CUT OFF

FUEL CONTROL

CUT OFF

RUN1 2 3 4

RUN



1 AUG 2002Issue 9

1.3.3Page 5

2.3 MODES

IAS/MACH Selector (revolving and momentaryaction)

ROTATE:– Sets speed in speed window and the

command speed on the PFD.– Not operative if speed window is blank.

PUSH:– In VNAV, alternately opens and closes the

speed window display between blank and thecurrent FMC VNAV target speed.

– Thrust can be up to the current limit.

THR

SPD

L NAV

V NAV

FL CH

A/T ARM

OFF

SEL

IAS/MACH

2 00

IAS/MACH P/B (momentary action)

PUSH:Alternately changes IAS/MACH window displaybetween current IAS and current MACH value.

SPEED/MACH P/B

Operative above 400 ft RA only.Not active in VNAV, FLCH, TOGA mode or whenA/T is disengaged.

PUSH:– SPD will be annunciated on the PFD.– A/T controls thrust to maintain the command

speed displayed in the IAS/MACH windowand on the PFD. Subject to minimum andmaximum speed limits.

THRUST P/B

Operative above 400 ft RA only.Not active in VNAV, FLCH, TOGA mode or whenA/T is disengaged.

PUSH:– When pitch mode is ALT or V/S and thrust

limit is not GA:S THR REF will be annunciated on the

PFD.S The thrust limit will change to reference

CLB thrust limit, when not already as aresult of FLCH or VNAV mode, or CON forengine out.

– When pitch mode is ALT or V/S and thrustlimit is GA while autothrottle is SPD:S First push changes the thrust limit to CLB.S Second push changes the autothrottle

mode into THR REF. Speed will bemaintained through elevator.

IAS/MACH Window

OPEN:– When SPD, FLCH, V/S or TOGA is the active

mode.– Displays selected speed when IAS/MACH

selector controls command speed.– Display range from 100 - 399 kts and .40 -

.95 Mach.S During climb, changes from IAS to Mach

at approximately .84.S In descent, changes from Mach to IAS at

approximately 310 kts.

CLOSED (blank):When FMS controls command speed.

Flight Level Change (FLCH) P/B

Combines the A/T system and the pitch control ofthe AFDS to cause the airplane automatically climbor descent to a new selected altitude with speedcontrolled through elevator and thrust by A/T.

Engaged– By pressing FLCH P/B.– A/T is controlling thrust and engages in THR

mode.– When the throttle levers reach the aft stop,

HOLD is annunciated.– During takeoff and climb the thrust limit will be

the current limit.– Thrust limit changes to CLB, or CON if in N-1,

when in cruise.– FLCH SPD is annunciated in the pitch window

on the PFD.– At selected altitude, A/T engages from thrust

mode to SPD mode.

Disengaged– When selecting another pitch mode.– When the selected altitude is reached.S The pitch mode changes to ALT mode and

A/T changes to SPD mode.



Page 61.3.3 1 JUN 1999

Issue 6

FLIGHT

DETENT

ARM

DN

UP

CUT OFF

FUEL CONTROL

CUT OFF

RUN1 2 3 4

RUN

TO/GA

– Takeoff is a F/D only function of the AFDS system which displayspitch and roll commands for climb out while the autothrottlemaintains takeoff thrust.

Take-off– Selected on ground by switching any F/D to ON.– TO/GA is annunciated on both pitch and roll windows on the

PFDs.– The desired thrust limit is selectable on the FMS THRUST LIM

page during preflight and is indicated on primary EICAS.– Pushing the TO/GA switch(es) at an IAS less than

50 kts engages A/T in Thrust Reference (THR REF) andadvances the thrust levers to the limit as indicated on primaryEICAS. Flap position must be out of UP.

– At 65 KTS IAS, A/T servo disengages and HOLD mode isdisplayed.

– If not engaged by 50 kts IAS, it cannot be engaged until above400 ft AGL.

– Second push of the TO/GA switch(es) in flight cancels any T/Othrust derate. THR REF remains displayed and EICAS displaysfull rated thrust limit: TO.

– During the HOLD phase of the take-off, thrust must be manuallyadjusted, if necessary.

HOLD is terminated when:– At 400 ft RA and in VNAV.– Pushing THR P/B above 400 ft RA when not in VNAV.– Second push of the TO/GA switch(es) in flight.– Upon FLCH mode engagement.– When a non take-off thrust limit is selected on the FMS THRUST

LIM page.

Go-Around– Armed whenever the thrust reference mode on the primary

EICAS display indicates G/A.– Pushing either TO/GA switch during the approach engages the

TOGA mode for pitch and roll and THR mode for A/T.Thrust is set to aim for 2000 ft/m climb.If a touchdown occurs after the initiation, the go-around willcontinue.

– A second push of the TO/GA switch(es) selects full go-aroundthrust. THR REF is annunciated on the PFD.

– With no A/P in command and with the F/D off, pushing theTO/GA switch(es) once, engages A/T in the THR REF mode toprovide full go-around thrust.

Go-Around termination– At selected go-around altitude.– When any other mode is selected above 400 ft RA– At LNAV and VNAV engagement.

When armed after G/A engagement and a missed approachprocedure is added to the FMS approach path:S A/T mode changes from THR into THR REF.S EICAS thrust limit display changes to CLB.

– When LNAV and VNAV not engaged THR P/B has to be selectedto obtain CLB thrust limit and subsequent SPD mode.When the flaps are not retracted beyond flap 5 after a missedapproach and subsequent a non precision approach will beaccomplished, the G/A THR LIM will appear again when thelanding flap position is reached.



1 NOV 1995Issue 4

1.3.3Page 7


3.1 PFD - FLIGHT MODE ANNUNCIATION (FMA)

Mode changes are emphasized for 10seconds by a green box drawn around themode.

COMMAND AIRSPEED CURSOR

Same as selected Target Speed.

PFD

10 10

10 10

20

80100

--8

140

180 2002

80

000

200

400

6

1

1

2

6

2

V1

200

180

160

120

100

IN

--200

FD

HOLD

VR

29.83

0

TO/GATO/GA

132 MAG

VNAVLNAV

A

A

AUTOTHROTTLE MODES(Green)

– THR– THR REF– HOLD– IDLE– SPD

SELECTED TARGET SPEED

– Indicates airspeed as manually selectedwith IAS/Mach selector on the MCP.

– Computed by FMC when IAS/Machindicator on the MCP is blank.



Page 81.3.3 1 AUG 1997

Issue 6

3.2 THR RATING INDICATIONS

A

40.2 76.8 76.8 76.8REV 95.2 95.2 95.2TAT +15c D-TO +38c

N1


TAT (⎪C, WHITE)

Displays total air temperature.

THRUST REFERENCE MODE (GREEN)

Displays thrust reference mode selected by theFMS for the particular flightphase.

Modes:– TO : maximum take-off thrust.– D-TO : assumed temperature derated

take-off thrust (variable thrustderate).

– CLB : maximum climb thrust.– CLB 1 : fixed derate climb thrust

(10% reduction of CLB).– CLB 2 : fixed derate climb thrust

(20% reduction of CLB).– CON : maximum continuous thrust.– CRZ : maximum cruise thrust.– G/A : maximum go-around thrust.

REFERENCE N1 (%, GREEN)

– Displays reference thrust selected by theFMS.

– Not displayed when reverse thrust isactivated.

ASSUMED TEMPERATURE (⎪C, GREEN)

Displays assumed temperature as selected bycrew in FMS.

THRUST REVERSER STATUS (REV)

– Displayed when reverse thrust is activated.– Amber : reverser unlocked or in transit.– Green : reverser fully deployed.

REFERENCE/TARGET N1 INDICATOR

– Green : Displays reference N1 when theFMS is commanding thrust to alevel required to hold thecommanded airspeed.Autothrottle mode is SPD.When in descent while FLCHSPD is the autopilot mode andautothrottle is in HOLD mode.

– Magenta : Displays target N1 whenthe FMS is commanding thrustto a target. Autothrottle modeTHRUST REF.

– Not displayed when reverse thrust isactivated.

NOTE: When the autothrottle is notengaged, display will be in magentaonly.

–oOo–


1.3.4 Yaw DamperAircraft Operations Manual 747-400

15 OCT 1996Issue 4

1.3.4Page 1


Yaw control is provided by the rudder control system.

Two independent yaw damper systems operate in flight continuously to improve airplane directionalstability and turn coordination. The upper and lower yaw damper actuators are powered by hydraulicsystems 3 and 2 respectively. Yaw damper inputs do not result in rudder pedal motion.

With the yaw damper switches ON, the systems are powered. If a yaw damper fault exists, hydraulicpower is removed automatically from the system, the EICAS advisory alert >YAW DAMPER UPR (LWR)is displayed and the respective yaw damper inoperative light illuminates. The alert is displayed and boththe lights illuminate during IRU alignment or if all three IRU’s are inoperative.The alert messages disappear and the lights extinguish when only one IRU has been aligned.If one yaw damper is inoperative, the remaining yaw damper is capable of providing the required controlinputs through its respective rudder, although yaw damper performance at low airspeeds in turbulencemay be reduced.

Pushing the yaw damper switch OFF removes hydraulic power from the system.The >YAW DAMPER UPR (LWR) alert is displayed and the INOP light illuminates.



Page 21.3.4 15 OCT 1996

Issue 3


YAW DAMPERUPPER LOWER

ADC

IRS

EIUMODAL

SUPPRESSIONACCLRM

YAW DAMPER SYSTEM

EICAS DISPLAY

>YAM DAMPER UPR>YAM DAMPER LWR

TASIASAOA

ROLL ATTROLL RATEYAW RATELAT ACCELGND SPD

YAW DAMPERMODULE

INOP INOP



1 SEP 1993Issue 4

1.3.4Page 3


A

YAW DAMPER(alternate action)

ON:– P/B pushed ON.

INOP (amber):Illuminates when;

– Yaw damper P/B OFF.– Yaw damper inoperative.– No hydraulic power in system 3 and 2

for upper/lower system respectively.– IRS Alignment in progress.

Extinguished (ON legend visible)– Yaw damper operative.– When on ground after power up and any

IRS has been aligned. (In NAV)

YAW DAMPERUPPER LOWER

INOP INOP

A

–oOo–



Page 41.3.4 1 SEP 1993

Issue 1




1 JUN 1999Issue 7

1.3.5Page 1

1. ALERTS






> AUTOPILOT DISC WWARNING

S-- Loss of all engaged autopilots.

> AUTOPILOT CCAUTION b

-- – Active autopilot control modefailure.

– Autopilot is in ground test.

> AUTOTHROT DISC CCAUTION b

-- – Manual or automaticdisengagement of autothrottlesystem.

– Failure to remove power fromA/T servo.

> NO AUTOLAND CCAUTION b

-- – Loss of autoland system duringapproach between 1500 ft and200 ft.

– When at 600 ft the AFDS hasnot transitioned to LAND 3 orLAND 2 when APP has beenselected.

> NO LAND 3 CCAUTION b

-- Degradation in autoland systemduring approach between 1500 ftand 200 ft.

> NO AUTOLAND A -- -- -- – Loss of autoland system prior toapproach.

– Inhibited when all 3 IRUs not inNAV.

> NO LAND 3 A -- -- -- Degradation in autoland systemprior to approach.

> YAW DAMPER UPR(LWR)

A -- --INOP

– Upper or lower yaw damperinoperative.

– Actuator fault.– IRUs off or in align.– Engage switch off.– Module power off.

–oOo–



Page 21.3.5 1 JUN 1999

Issue 7


1.4 AUXILIARY POWER UNIT

ContentsAircraft Operations Manual 747-400

15 MAY 1995Issue 3

1.4 CNTPage 1

1.4.1 GENERAL


1.4.2 SYSTEM DETAILS



1. System Display

2. Alerts

–oOo–




Issue 1




22 FEB 2001Issue 8

1.4.1Page 1


The Pratt & Whitney PW901A Auxiliary Power Unit (APU) is a self-contained, twin spool turbine enginelocated in the unpressurized tailcone of the airplane. A fire wall isolates the APU from flight criticalstructures and control surfaces.

The unit has a self-contained oil system. The oil quantity indication is displayed on the EICAS statusdisplay.

Fuel is supplied to the APU from main tank 2.

A full authority electronic APU Controller (APUC) monitors APU starting, operation and shutdown. Itkeeps APU operation within limits and shuts down the APU automatically, when any operating limit isexceeded.

The APU drives two 90 KVA generators which are capable of supplying the entire electrical system of theairplane for normal ground operations.Electrical power supply is not available in flight.

On ground the APU provides air to the pneumatic system for operation of components which requirebleed air. The APU has adequate bleed air capacity to run all air conditioning packs except during enginestart. With no pneumatic load on the APU, pneumatic pressure is approx. 25 psi.During engine start the APU increases the pneumatic pressure to approx. 40 psi.In flight the APU can provide pneumatic pressure for one pack up to 15.000 ft.The APU may be operated in flight up to 20.000 ft.

Start

The Battery P/B must be ON for start and operation of the APU.An APU start requires both MAIN and APU batteries.During APU start, the 28 Volt APU battery supplies power to the starter, the air inlet door on the right sideof the fuselage, the DC fuel pump, the APU controller and the APU fire detection system.The APU battery charger is disconnected during APU starter engagement.The MAIN battery supplies power for the APU fire extinguisher, the APU fuel valve and standby power forthe APU controller.Rotating the APU selector momentarily from OFF to START initiates the automatic start sequence.The APU fuel valve and the APU inlet door open simultaneously. Either the APU DC fuel pump or, if ACpower is available, the main tank 2 aft fuel pump starts running. On later aircraft also main tank 3 aft fuelpump starts running. When the inlet door is sensed fully open, starter engages and following light-up theAPU accelerates to its operating speed.The APU cannot be started in flight.

Run

The EICAS memo message APU RUNNING is displayed whenever the APU selector is in the ON positionand the APU N1 exceeds 95%. The AVAIL lights in the APU generator P/Bs illuminate when both thefrequency and voltage are within limits.



Page 21.4.1 15 MAY 1996

Issue 3

Shutdown

The automatic shutdown sequence is initiated by rotating the APU selector to OFF. If open, the APUbleed air isolation valve closes and the APU generators automatically shed their electrical load and theyare not available during the shutdown cycle. The APU bleed VALVE light illuminates while the valve is intransit and the APU generator AVAIL lights extinguish.The APU controller incorporates a time delay of 60 seconds to permit APU cooling before shutdown. Thiscooldown sequence protects the unit from thermal shock. If a limit is exceeded or a fire is detected, theAPU shuts down immediately without delay.When the cooling cycle is completed, the APU decelerates, the APU fuel valve closes and at 20% N2, theAPU air inlet door closes. When the door is closed, power is removed and shutdown is completed.

The Battery P/B should remain ON until APU cooldown cycle is completed.If the Battery P/B is positioned OFF prior to completion of the 60 seconds cooldown cycle, the APU shutsdown immediately in order to prevent APU operation without fire detection.

For a description of the APU panel in the RH Body Gear Wheel Well, refer to AOM 1.8.2.

–oOo–



747-400

1.4.1Page F1

1 MAR 2003Issue 1


Start

The APU can be started using either battery power or through a dedicated APU transformer/ rectifierwhich is powered by utility bus 4.The APU start Source Selector is located on the aft maintenance panel.If the transformer/ rectifier should overheat during an APU--T/R start, starting power is transferred to thebattery and start is continued. Any further start attempts with an overheated TR are inhibited.

–oOo–



Page F21.4.1 1 MAR 2003

Issue 1



1.4.2 System DetailsAircraft Operations Manual 747-400

15 OCT 1996Issue 5

1.4.2Page 1


APU SELECTOR

ON:– Energizes control and protective

circuits.– Opens APU fuel valve and air inlet door.– Arms APU bleed air isolation valve.– Energizes either APU DC fuel pump or,

if AC power is available, main tank 2 aftfuel pump (on later aircraft also maintank 3 aft fuel pump).

START:– Initiates automatic start sequence. It is

a momentary position, springloaded toON.

OFF:– Closes the APU bleed air isolation

valve.– Disconnects the APU generators from

the electrical busses.– Initiates automatic shutdown sequence.

Shutdown occurs when cooling cycle iscompleted.

– Resets fault circuitry.

A

A

–oOo–



Page 21.4.2 15 MAY 1995

Issue 1




15 MAY 1995Issue 4

1.4.3Page 1

1. SYSTEM DISPLAY

APU parameters may be read on the Status page on the secondary EICAS display.EGT, N1 and N2 RPM and oil quantity are displayed. When the APU is off, no values are displayed(blank).

APU : EGT 500 N1 100.0 N2 92.6 OIL QTY 0.85

N1 and N2 RPM (%)

APU rotation speeds in percent.


EGT

APU exhaust gas temperature in ⎪C.

OIL QUANTITY

APU oil quantity:– 1.00 indicates full.– RF or LO appears next to the oil quantity

indication.S RF (magenta):

Immediate servicing not required.APU operation is unrestricted.APU controller monitors if oil limits arenot exceeded.

S LO (magenta):Low oil quantity exists.Unit requires servicing.



Page 21.4.3 1 JUN 1999

Issue 5

2. ALERTS






APU A -- -- -- – APU fire handle pulled with APUselector in on position.

– APU automatic fault detectionshutdown occurred with APUselector in on position.

– APU selector in off position, cooldown cycle completed and APUN1 remains above 95%.

APU DOOR A -- -- -- APU door disagrees withcommanded position.

APU FUEL A -- -- -- – APU fuel valve disagrees withcommanded position.

– APU fuel pump low pressurewhen commanded on.

APU RUNNING M -- -- -- APU selector in on position andAPU N1 above 95%.

–oOo–

1.5 COMMUNICATIONS


22 FEB 2001Issue 12

1.5 CNTPage 1

Contents:

1.5.1 GENERAL


2. Audio Control Panel

3. Antenna Location

4. Backup Audio System

1.5.2 VHF AND HF COMMUNICATION

1. VHF Communication

2. HF Communication

3. RTP


1.5.3 SATCOM

1. System Description



4. MCDU Pages

1.5.4 ACARS

1. General

2. Data Exchange

3. Alert Messages

4. MCDU Pages

4.1 ACARS MENU

4.2 FLIGHT LOG 1/2

4.3 FREE TEXT MESSAGE

4.4 MSGS RCVD LIST

4.5 MSGS SENT LIST

4.6 MET REPS

4.7 TIME BASE

1.5.5 OPEN (INTENTIONALLY)

1.5.6 SELCAL

1. General


1.5.7 INTERPHONE SYSTEM

1. Flight Interphone

2. Service Interphone

3. Cabin Interphone

4. Call System


1.5 COMMUNICATION


Page 21.5 CNT 1 JUN 1999

Issue 2

1.5.8 PASSENGER ADDRESS SYSTEM



1.5.9 MISCELLANEOUS COMPONENTS AND CONTROLS



1. Alerts

–oOo–

1.5. COMMUNICATIONS


22 FEB 2001Issue 8

1.5.1Page 1


A digitally controlled communications system is installed, consisting of the following:– Three VHF radio’s.– Two HF radio’s.– SELCAL.– Aircraft Communications Addressing and Reporting System (ACARS).– Flight interphone system.– Service interphone system.– Passenger Address System (PAS).– Satellite Communication (SATCOM).

An Audio Management Unit (AMU) provides control of the system.

Three Audio Control Panels (ACPs), located at captain’s, F/O’s and first observer station, are used toselect any system for monitoring and/or transmission.Each pilot station, as well as the first observer station, consists of a jackbox, boomset, handmic. andan Audio Control Panel (ACP).The second observer station consists of jackbox and headset.The jackboxes provide connection of a boomset and headset with the Audio Management Unit.In addition, the oxygen masks each have a microphone.

Three Radio Tuning Panels (RTP), installed on the pedestal, provide tuning control for the VHF and HFradio’s.Only one radio can be selected at a time on an individual RTP.

Two speakers are installed in the cockpit.Each speaker monitors individual audio signals selected on the captain’s and F/O’s ACP.

The speakers will be muted when keying captain’s (F/O’s) hand or boom microphone for radio orinterphone.

2. AUDIO CONTROL PANEL

The audio control panels (ACPs) are used to transmit and receive on any communication radio, the flight,service and cabin interphone sytems and the passenger address system.

A

1.5. COMMUNICATIONS


Page 21.5.1 22 FEB 2001

Issue 4

VHF

MICCALL

L C R FLT CAB PA

VOR ADF

INT

APP MKR

SPKR

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MIC

R/T

HF

L R

SAT

L

L

R

RV B R

VHF VHF

LRC

A

L R

MIC INDICATION (10x) (white)

ILLUMINATED:Indicates respective transmitter selected.

CALL INDICATION (9x) (white)

ILLUMINATED:– Indicates call has been received by

SELCAL, ground crew, cargoloadmaster, flight attendant or SATCOMon the respective receiver.

– High tone chime sounds.– Resets when transmitter is selected or,

if already selected, when PTT switch ispushed.Not applicable for SAT.

– PA does not have CALL indication.– Pushing twice on CAB will call door 11.

PILOT PRIOR will be displayed on theinterphone station indicator when thephone at door 11 is lifted off hook.

NOTE: When PA MIC indication isilluminated, calling the flightdeckfrom the cabin using 31 is notpossible.

RECEIVER SELECTED LIGHT (10x) (green)

ILLUMINATED:– Indicates respective receiver audio is

selected on manually.– Automatically when 121.5 is selected on

the respective VHF set.

SPEAKER SELECTOR/VOLUME CONTROL(momentary action)

PUSH:Selects speaker audio OFF or ON.

ROTATE:Varies speaker volume.

Muted at both sides when a hand or boommike is used.

TRANSMITTER P/Bs (10x)(momentary action)

PUSH:– Selects respective radio or system for

transmission from this crewstation.

– Only one can be selected at a time.– Illuminates respective MIC

indication.– Automatically selects the respective

receiver although without the receiverselected light to be illuminated.PUSH-TO-TALK SWITCH

(springloaded to center)

R/T:Keys boom or oxygen mask mic onselected transmitter.

INT:Keys boom or oxygen mask mic on flightinterphone system.

Remains active when OBS AUDIO SYSTEMswitch on overhead panel is in the CAPT orF/O position.

For Navigation Receiver Audio Control,refer to AOM 1.15.

RECEIVER SELECTOR/VOLUME CONTROL(10x) (momentary action)

PUSH:Selects respective receiver audio OFF orON.

ROTATE:Varies respective receiver volume.

1.5. COMMUNICATIONS


22 FEB 2001Issue 3

1.5.1Page 3

3. ANTENNA LOCATION

LOC CAPTURE + VOR

HF

ADF

VHF

ATC

WEATHER RADAR

LOCTRACKANT

ILS G/S CAPTURE

ILS G/S TRACK

VHF

ATC

DME

(TRANSMIT)

(RECEIVE)

LRRA (3x2)

MARKER BEACON VHF

TCAS

TCAS

SATCOM

1.5. COMMUNICATIONS


Page 41.5.1 1 JUN 1999

Issue 4

4. BACKUP AUDIO SYSTEM

A

A

OBS AUDIO SYSTEM

NORM

CAPT F/O

VHF--L DIRECT

NORM

CAPT AUDIO SYSTEM

OBSERVER AUDIO SYSTEM SWITCH(lever locked)

Allows Captain or F/O to use ObserversAudio Control panel.

CAPT and F/O ACP push to talk switchremain operable.

CAPT:Connects Captains Hand Mike, BoomMike/headset, Headphone, Oxygen MaskMike, Speaker and Control Wheel PTTswitch to the Observer’s Audio ControlPanel.

NORM:Audio control in normal operation.

F/O:Connects F/Os Hand Mike, BoomMike/headset, Headphone, Oxygen MaskMike, Speaker and Control Wheel PTTswitch to the Observers Audio ControlPanel.

The second observer headset is normallyconnected to First Observers ACP.

CAPTAIN AUDIO SYSTEM SWITCH(if installed) (lever locked)

If a loss of communications occurs, allowsCaptain’s side to communicate on VHF-Ltransceiver directly, if operable.

NORM:Audio control in normal operation.

VHF-L DIRECT:Connects Captains Boom Mike/headset,Control Wheel and ACP PTT switchesdirectly to VHF-L. Volume control notavailable.

–oOo–

1.5. COMMUNICATIONS


747-400

1.5.1Page F1

1 MAR 2003Issue 1


Each pilot station consists of a jackbox, boomset, handmic and an Audio Control Panel. The firstobservers Audio Control Panel is located on the aft pedestal.

2. AUDIO CONTROL PANEL

Three audio control panels (ACPs) are located on the pedestal.

A

1.5. COMMUNICATIONS


747-400

Page F21.5.1 1 MAR 2003

Issue 1

VHF

MICCALL

L C R FLT INOP PA

VOR ADF

INT

APP MKR

SPKR

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MIC

R/T

HF

L R

SAT

LL

RR

V B R

VHF VHF

LRC

A

L R

MIC INDICATION (10x) (white)

ILLUMINATED:Indicates respective transmitter selected.

CALL INDICATION (9x) (white)

ILLUMINATED:– Indicates call has been received by

SELCAL, ground crew, cargoloadmaster or SATCOM on therespective receiver.

– High tone chime sounds.– Resets when transmitter is selected or,

if already selected, when PTT switch ispushed.Not applicable for SAT.

– PA does not have CALL indication.

RECEIVER SELECTED LIGHT (10x) (green)

ILLUMINATED:– Indicates respective receiver audio is

selected on manually.– Automatically when 121.5 is selected on

the respective VHF set.

SPEAKER SELECTOR/VOLUME CONTROL(momentary action)

PUSH:Selects speaker audio OFF or ON.

ROTATE:Varies speaker volume.

Muted at both sides when a hand or boommike is used.

TRANSMITTER P/Bs (10x)(momentary action)

PUSH:– Selects respective radio or system for

transmission from this crewstation.

– Only one can be selected at a time.– Illuminates respective MIC

indication.– Automatically selects the respective

receiver although without the receiverselected light to be illuminated.

PUSH-TO-TALK SWITCH(springloaded to center)

R/T:Keys boom or oxygen mask mic onselected transmitter.

INT:Keys boom or oxygen mask mic on flightinterphone system.

Remains active when OBS AUDIO SYSTEMswitch on overhead panel is in the CAPT orF/O position.

For Navigation Receiver Audio Control,refer to AOM 1.15.

RECEIVER SELECTOR/VOLUME CONTROL(10x) (momentary action)

PUSH:Selects respective receiver audio OFF orON.


–oOo–

1.5 COMMUNICATIONS

1.5.2 VHF and HF CommunicationAircraft Operations Manual 747-400

22 FEB 2001Issue 9

1.5.2Page 1

1. VHF COMMUNICATION

Three VHF communication radios, designated L (left), R (right) and C (center) are installed and eachradio consists of a transceiver and an antenna. VHF L uses an antenna on top of the fuselage.Each VHF radio may be tuned by any of the three Radio Tuning Panels (RTPs). Selection of a VHF radiofor transmitting and monitoring is through the Audio Control Panel (ACP).A keyline interlock function prevents the keyline from blocking the selected frequency (sticking mike) bydisconnecting the keyline after 30 seconds of continuous transmission.A beeping sound will be heard to warn for pending disconnect, 25 sec. after the PTT switch is pressed.Releasing the PTT switch momentarily enables transmission again.

2. HF COMMUNICATION

Two HF communication radios, designated L (left) and R (right) are installed. Each HF radio may betuned by any of the three RTPs. Selection of a HF radio for transmitting and monitoring is through theACP.Simultaneous transmission is not possible because of the installation of only one antenna for bothsystems. This implies blockage of reception on one system while the other is transmitting.HF sensitivity is adjusted on the RTP. The left HF sensitivity is adjusted on the Captain’s RTP. The rightHF sensitivity is adjusted on the First Officer’s RTP.’AM’ can be selected for Amplitude Modulation. When AM is not selected the HF system operates inthe’USB’ mode.

3. RTP

The frequency selector knobs are used to select the desired frequency, which is displayed in the LiquidCrystal Display (LCD) STANDBY indicator.By depressing the frequency transfer P/B, the standby frequency becomes active and the activefrequency becomes the standby.The RTPs are designated Left, Center and Right and are located on the aisle stand.An Offside Tuning Light on each RTP indicates that a communication radio normally associated with thatRTP is being tuned by another RTP or this RTP is tuning a radio associated with another RTP.If a RTP fails, the RTP can be disconnected from the radios.

The left RTP is normally associated with VHF L and HF L. The right RTP is normally associated with VHFR and HF R.

The OFF button is pressed to disable a failed panel (e.g. when blocking the other Radio Tuning Panels).

1.5 COMMUNICATIONS

1.5.2 VHF and HF CommunicationAircraft Operations Manual 747-400

Page 21.5.2 22 FEB 2001

Issue 8


VHF and HF frequencies can be changed independently. The last selected frequency will stay ’active’,but any radio set can be monitored when either VHF or HF is selected. When an RTP is selected tooff-side, frequency will change to off-side selected. If all RTPs are selected to the same radio andfrequency is changed on either one, the other two will change simultaneously.

–oOo–

HF SENSitivity Control

ROTATE:Adjusts sensitivity ofrespective HF, also whenrespective RTP has beenswitched off by pushing theRTP OFF P/B.

HF RAMHF L

VHF RVHF CVHF L

FFO

OFF

HF SENS

STANDBYACTIVE

. .

A

A

AM P/B (momentary action)

PUSH:Selects HF to AM or USB.

ILLUMINATED:AM is selected.

EXTINGUISHED:USB is selected.

RADIO TUNING PANEL (RTP)

RTP OFF P/B (white, momentary action)

PUSH:– Turns respective RTP OFF/ON.– Light illuminates when off.

Frequency Transfer P/B (momentaryaction)

PUSH:Transfers standby frequency to activefrequency indicator and retunes selectedradio.

Radio Selection Indicator (white)

ILLUMINATED:– Indicated radio selected.– Tuned frequency is displayed in the

active frequency indicator.

Radio Selection P/Bs (momentary action)

PUSH:– Selects radio to be tuned.– Tuned frequency is displayed in the

active frequency indicator.

Frequency Selector

ROTATE:Selects standby frequency of the selectedradio.

Standby Frequency Indicator

Displays preselected frequency of selectedradio.

Offside Tuning Light (white)

ILLUMINATED:– Radio normally associated with this RTP

is being tuned by another RTP.– This RTP is tuning a radio associated

with another RTP.

Active Frequency Indicator

Displays tuned frequency of selected radio.

1.5 COMMUNICATIONS

1.5.3 SATCOMAircraft Operations Manual 747-400

22 FEB 2001Issue 7

1.5.3Page 1

1. SYSTEM DESCRIPTION

A global coverage multi channel (6) single SATellite COMmunication system (SATCOM) providescompany voice and data communication through Ground Earth Stations (GES) via orbiting satellites.

SATCOM is used for:– Duplex voice communication to (pre) selected addresses (telephone numbers), controllable through

all three MCDUs and accessible through the ACP.– ACARS data communication when VHF service is not available (no coverage) or VHF C is not

selected to ACARS in the active window.– Cabin/Passengers telephone services.

Basic MCDU control and display functions/philosophy/rules, as described in AOM 1.15.9 apply.Only two symbols are added:

pressing the adjacent LSK will activate a function of the systemindicates entering data in this field is optional.


The system’s architecture consists of a Satellite Data Unit (SDU) which provides for the overall controland monitoring of voice/data signals and selections, antenna steering, interface to ACARS and the audiomanagement system. Control is through the MCDUs and the ACPs.

In order to determine aircraft position for log-on to the appropriate satellite, both the Left and RightInertial Reference Unit provide position and attitude information to the SDU.


Access for the various SATCOM options is obtained through the SATCOM MAIN MENU page byselecting < SAT via LSK 3L on the MCDU MENU page.A PASS TEL ON/OFF interrupt switch is located on the cockpit overhead panel.

INITREF

DEPARRRTE

PROGLEGSEXEC

BRT

FIX

MENUNAVRAD

HOLD

VNAVATC

FMCCOMM

MENU Key

Selects MCDU MENU page to allow for interfacewith systems that utilize the MCDU.

<SAT

Selects the Multi-Channel SATCOM system foraccess to typical pages.

ON

OFF

PASSTEL

CENTER MCDU

OVERHEAD PANEL

PASS TEL Switch (guarded)

ON:Passenger telephone services connected toSATCOM.

OFF:Passenger telephone services selected OFF.

1.5 COMMUNICATIONS


Page 21.5.3 22 FEB 2001

Issue 3

Channel Status Indicator (Title line of LSK 2L & 4L on MAIN MENU page)The following annunciations can be the contents of the channel status indicator (title line 2L and 4 L) onthe SATCOM MAIN MENU page.

SAT (.) AVAILABLESystem ready to support a call.

SAT (.) NOT AVAILABLEEither the system is not ready to support a call, due to system failures, or not logged-on.

SAT (.) DIALING/CONNECTEDDisplayed from the time an air-to-ground call is initiated until the connection has been establish, at whichtime the status changes to CONNECTED.

SAT (.) INCOMING CALLA ground-to-air call has been received.

SAT (.) CAMPED-ONDisplayed when a cockpit initiated call is waiting for an available channel.

SAT (.) CALL FAILA call in progress has been terminated by the system due to a higher priority ground-to-air call or anequipment failure.Data line 2L will display the following messages when appropriate:GRND FAILURE (GES equipment failure)GRND CONGEST (No ground circuits available)INVAL NUMBER (Invalid number dialled)SERVICE N/A (Service not available).

Additional Status Indicator (Title line of LSK 2L & 4L on MAIN MENU page)Air-to-Ground;Mnemonic or manually dialed number of the selected phone number is displayed.

Ground-to-Air;GND-AIR CALL displayed when channel status is CONNECTED.PRIORITY (.) displayed when channel status is INCOMING CALL.

Priority Levels

PRI 1: for EMERGENCY and distress calls only.PRI 2: for regulatory and flight safety related calls which are referred to as Aeronautical Operational

Communication (AOC).PRI 3: for non flight safety related calls such as Aeronautical Administration Communication (AAC).PRI 4: for Aeronautical Passenger Communication (APC).

WARNING: Do not use priority 1 (PRI 1) for calls other than EMERGENCY.Alarms will be activated in GESs all around the world.

1.5 COMMUNICATIONS


15 JAN 1995Issue 2

1.5.3Page 3

4. MCDU PAGES

SATCOM MAIN MENU

Access is obtained through the MCDU MENU page by selecting <SATProvides for means of establishing, answering and terminating calls.

SUBMENU LSK

– Provides access to the SATCOM SUBMENUpage.

– Reverts to pages which are not for operationaluse.

Additional Status Indicator

Displays indepth information to call in progress.

Call Initiation/Termination

– MAKE CALLInitiates a cal when pushed.Displayed when a manual or preset phonenumber is selected.

– PREEMPTTerminates any call in progress.

– ANSWER CALLAn ground-to-air call is established and waitingto be answered.

– ACK CALLAn air-to-ground call is acknowledged.

Channel Status Indicator

Indicates the channel status and the state of thecall in progress.After power-up the page will show only ’SAT 1 (2)AVAILABLE’ in the label line 2L and 4Lrespectively.

DIRECTORY LSK

Provides access to the DIRECTORY page.

Call Termination/Priority

– CANCEL CAMPPrevious activated call, which is cued-up orcamped-on, will be cancelled.

– END CALLAir-to-Ground call will be terminated.Disappears automatically whenever the groundparty terminates the call (goes on-hook).

– REJECTGround-to-Air call will be rejected.

Air-to-Ground call:

WARNING: Do not use priority 1 (PRI 1) for callsother than EMERGENCY.Alarms will be activated in GESs allaround the world.

– PRI 1, 2, 3 or 4.Default is 4.Displayed when MAKE CALL is displayed in 2Lafter phone number preselection via theDIRECTORY page.S SMALL font;

Protected numbers.S LARGE font;

Manual entered and unprotected numbers.

1.5 COMMUNICATIONS


Page 41.5.3 1 FEB 2002

Issue 4

DIRECTORY

Access is obtained through the SATCOM MAIN MENU page by selecting DIRECTORY>.Provides the means of selecting a category list from which a predefined number can be selected or atelephone number can be entered for manual dialing.

Category Phone Number Lists

Provides access to the required category list page.

MANUAL DIAL

Preselects the manually entered telephone numberin the scratchpad after which the pageautomatically reverts to the SATCOM MAIN MENUpage, where the number appears in the AdditionalStatus Indicator.

The last entered number is displayed in label line5L when this page is accessed.

A valid phone number consists of:– SATCOM access code (00)– Country code– Area code– Local phone number– 18 characters allowed.

RETURN>

Causes the display to return to the SATCOM MAINMENU page.

SAT 1

Alteration between channel 1 and 2 possible.

PRI 1 (2, 3, 4)

Phone call priority.Can be altered.

WARNING: Do not use priority 1 (PRI 1) for callsother than EMERGENCY.Alarms will be activated in GESs allaround the world

1.5 COMMUNICATIONS


1 FEB 2002Issue 5

1.5.3Page 5

CATEGORY NUMBER LIST

Access is obtained through the DIRECTORY page by selecting the LSK adjacent to the applicablecategory list.Enables the initiation of a phone call from a pre-defined phone number list.Also provides a means of modifying, adding and sorting numbers within the present list.

Basically, all the numbers in the category lists are protected, however numbers that are unprotected andthat can be altered will be indicated by brackets surrounding the applicable mnemonic.

Phone Number List

Available phone numbers and their associatedmnemonics within the category list.

Pressing the LSK adjacent to the required numberresults in:– Pre-selection of the number and automatic

reversion to the SATCOM MAIN MENU page.– The scratchpad message ’PROMPT

REQUIRED’ when the prompt is not presentindicating the absence of satellite log-on.

PRI 1 (2, 3, 4)

Phone call priority.Can be altered for both protected an unprotectednumbers.– Appears in small font for protected numbers.– Appears in large font for unprotected numbers.

WARNING: Do not use priority 1 (PRI 1) for callsother than EMERGENCY.Alarms will be activated in GESs allaround the world

SAT 1 (2)

Active SATCOM channel.SAT 1 refers to SAT L andSAT 2 refers to SAT R on ACP.

RETURN>

Causes the display to return to the DIRECTORYpage.

MAKE CALL (label line)

Indicates that selecting a number will cause thepage to switch to the MAIN MENU page for actualcalling.Blank if selecting a call for the given SAT channelindicated at LSK 1R is not possible.

Brackets

Only displayed when the maximum (25) number ofallowed phone numbers for that category is notreached.

Allows for entry of a new phone number, includingmnemonic and priority in any order.– All numeric characters will be treated as a phone

number.– An entry with at least one alpha character will be

interpreted as a mnemonic.– The maximum characters for a mnemonic is 14.

If the number is entered before the mnemonic, asystem generated mnemonic, using the categoryname followed by an index number and priority 4,will be assigned.

SORT

Phone numbers will be sorted within the categoryin alphabetic order by their mnemonic.

–oOo–

1.5 COMMUNICATIONS


Page 61.5.3 1 NOV 1994

Issue 1


1.5 COMMUNICATIONS

1.5.4 ACARSAircraft Operations Manual 747-400

22 FEB 2001Issue 9

1.5.4Page 1

1. GENERAL

The Aircraft Communication Addressing and Reporting System (ACARS) provides a two-way digitalcommunication between the aircraft and ground data networks via a VHF or SATCOM channel. Thisfeature is referred to as Uplink and Downlink. Part of the downlink communication happens automaticallyand requires no crew action.Operating the system is through the center MCDU.

System Overview

The system consists of a management unit only.This unit interfaces with existing systems for control, communication and printing via the C-MCDU,VHF-C and the cockpit printer.Other inputs are derived from the captains clock and the FMS.At aircraft power up, VHF-C will default to an ACARS controlled frequency and the RTP-C will default toVHF-C. The ACTIVE window of RTP-C will read ’ACARS’.With ACARS displayed in the active window, the ACARS management unit is basically connected toVHF-C and will automatically tune VHF-C in a predeterminate sequence through four dedicated DATAfrequencies until data exchange from a groundstation has been established.Automatic data exchange through SATCOM will be established when communication through VHF-C islost.

Rotating the frequency selector on the RTP with ACARS displayed in the STANDBY window will replaceACARS for a frequency. ACARS can be retuned to the standby window by selecting a frequency higher orlower than the VHF communication frequency range.

Options

Various types of data can be exchanged such as:– CMC stored system faults– ACMS determined limit exceedances from various systems– Movement events– ETA and diversions– Weather information– ATC (Ocean clearances)– Freetext (Company messages)

2. DATA EXCHANGE

The reason for communication can be divided in:– Automatic:

S At predetermined moments such as:– Take-off– Landing– ETA Amsterdam minus 4 hours. (CMC stored system fault download).

S When certain sub-systems exceed their limit, which is detected by ACMS.E.g.: Hard Landing, Turbulence, Flap Overspeed and Engine parameters.

– Semi-automatic:S following an uplink request by maintenance for ’reading’ CMC fault history.

– Manual:S initiated by the crew to obtain a weather report.S initiated by the crew/ground to send a freetext message

NOTE: 1. All messages, both uplink and downlink and stored in memory for display and print, will becleared at flight completion.

2. Any downlink message will automatically contain doc. data like flight number, aircraftregistration and time. Data remains stored in a ground database.

1.5 COMMUNICATIONS


Page 21.5.4 15 OCT 1996

Issue 8

3. ALERT MESSAGES

When the C-MCDU is not logged-on to ACARS, relevant scratchpad messages are suppressed.Therefore, certain system conditions which require crew attention will be displayed as an EICAS advisoryalert or memo message. For advisory alerts, refer to AOM 2.4.5.

Memo messages

– ’VHF DATA OFF’This message is displayed as long as VHF-C is not tuned to an ACARS controlled frequency; either’ACARS’ is not displayed in the ACTIVE window of the C-RTP or a voice frequency is selected via theACARS page ’VOICE SELECT’.This message has priority over all other ACARS related memo messages.

– ’ACARS MESSAGE’Will be displayed together with the scratchpad message ’MESSAGE RECEIVED’ when an uplink hasbeen received.Clearing the scratchpad message also clears the memo message.

– ’PRINTER MESSAGE’Will appear together with the scratchpad message ’MESSAGE PRINTING’ when a print uplink hasbeen sent which causes an instant print on the cockpit printer.The messages disappear automatically 5 minutes after the print cycle has been completed.

4. MCDU PAGES

4.1 ACARS MENU

This page can be accessed by selecting the C-MCDU MENU key and pushing the LSK adjacent to theACARS prompt, or by selecting LSK 6L when on a sub menu page.

NOTE: VOICE and ACARS STAT selectionsare not for operational use.

1.5 COMMUNICATIONS


22 FEB 2001Issue 8

1.5.4Page 3

4.2 FLIGHT LOG 1/2

This page can be accessed by selecting the < FLT LOG prompt on the ACARS MENU page, or byselecting the PREV page mode key if on FLIGHT LOG 2/2 page.It contains FMS data displayed in small font prior to take-off. If not loaded through FMS automatically,manual entry of FLT NO, ORIGIN and DEST is possible during ground operation only.Data will then appear in large font.When a diversion is entered, either manually or derived from entering a new destination in the FMS, adownlink message with the new destination will be sent automatically.

DIVERTED

After lift-off this field will be filled with thediverted destination either manual or derivedfrom entering a new destination in the FMS.

Once this field is filled a downlink will be sentautomatically.

PRINT

A copy of the joined contents of both theFLIGHT LOG pages will be printed on thecockpit printer.

FLT NO - ORIGIN - DEST

Those fields will reflect the FMS entered flightnumber, origin and destination. Otherwisebox prompts will be displayed. Cannot bechanged manually when loaded through FMSinitializationContents will be frozen after liftoff.

ALT 1, 2, 3

Basic purpose not in use for KLM.Entered stations will be propagated to theMET REPS page.

1.5 COMMUNICATIONS


Page 41.5.4 15 JAN 1995

Issue 6

FLIGHT LOG 2/2

This page can be accessed by selecting the NEXT page when on FLIGHT LOG 1/2 page.It reflects the movement time events which reflect:PUSH BACK : All doors closed and parking brakes released.OFF BLOCKS : The moment of last parking brake release before (first) flap selection during taxi-out.AIRBORNE : Liftoff.TOUCH DOWN : Touch down.ON BLOCKS : Last parking brake set event which will be filled in at first door open.

Any time an event field is updated either manual or automatic, an automatic downlink message of thatevent will be generated.

BLOCKTIME

Time between off blocks and on blocksevents.Dashes will remain displayed until the onblocks time has been determined.

ETA

Estimated Time of Arrival which is derivedfrom the FMS active route ETA. A downlinkwill be generated when the ETA is firstacquired after liftoff. A downlink is also sentwhen a new ETA differs more than 15 minutesfrom the previous ETA or, when time to go isless than one hour, differs more than 5minutes from previous ETA. Manually enteredETA will no longer be updated automatically.

Movement Time Events

Will display 4 dashes prior to the event.Actual events will be displayed automatically.Manual entry is allowed although asubsequent detected event will overwrite themanual entry.Once an event is determined and the field isupdated, manual entry will cause thescratchpad message ’FIELD LOCKED’ to bedisplayed.

AIRTIME

Time the aircraft has been airborne.Dashes will remain displayed until the touchdown time has been determined.

DATE and UTC

Derived from the captain’s clock. If data isinvalid or not available, box prompts will bedisplayed.Manual override is not possible.

PRINT

A copy of the joined contents of both theFLIGHT LOG pages will be printed on thecockpit printer.

1.5 COMMUNICATIONS


1 JUN 1999Issue 5

1.5.4Page 5

4.3 FREE TEXT MESSAGE

This page can be accessed by selecting the <FREE TEXT prompt on theACARS MENU page or when selecting LSK 6L on the FREE TEXT ADDRESS page.Freetext provides a means of datalink communication with a selectable department within the groundorganization at Amsterdam and outstations.The amount of text that can be entered and downlinked is 20 text lines of 24 characters each.The first 10 characters of the text will be used as a title in the messages sent list (MSGS SENT LIST).

<TO

Selection will call up the FREE TEXTADDRESS page.The address field next to the TO prompt willbe blank until an address has been entered inthe scratchpad and subsequently selected ora pre-defined address is selected on theFREE TEXT ADDRESS page.

Title Line

LSK 6R title line will reflect either the sentmessage status or the system status.– QUEUED, the message has been queued.– SENDING, the message has been

transmitted.– ACKD, the message has been

acknowledged.– VHF COMM, VHF communication link is

available.– VOX MODE, voice mode selected.– SATCOM, when;S VHF communication is not available.S ACARS has been de-selected on the

RTP (’ACARS’ in STANDBY window).– NO COMM, communication not available.

’NO COMM’ will not be shown whencommunication is lost while in the sendingsequence (QUEUED, SENDING, ACKD)except when leaving the page.

Free Text Lines

24 characters per line possible.20 lines per message.Page overflow will create a new lineautomatically unless it is the last linepossible.

SEND

Selection will generate the downlink of themessage.If no address has been entered on the FREETEXT ADDRESS page, the scratchpadmessage ’NO ADDRESS’ will appear

TITLE LINE

The first text line is used to enter themessage title.This title may be up to 10 characters and willbe used in the MSGS SENT LIST todistinguish all the messages sent.

1.5 COMMUNICATIONS


Page 61.5.4 1 JUN 1999

Issue 3

FREE TEXT ADDRESS

This page can be accessed by selecting the <TO prompt on the FREE TEXT MESSAGE page.The first two addresses are defaulted to Movement control and Maintenance Control.Two entry fields are available for entering the following selectable addresses:– SPLOSKL (Flight Technical Dept)– SPLNMKL (Chief Pilot)– SPLKKKL (Flight Ops)– SPLNTKL (Flight training)

NOTE: For KLM enroute stations refer to regional ROM.

The selected address will be reflected in the address field adjacent to the <TO prompt on the FREE TEXTMESSAGE page.

AMSLM and SPLTO

Selecting either address causes the displayto return to the FREE TEXT MESSAGE pageshowing the selected address in the addressfield.’KL’ will be appended to the selected addresson the FREE TEXT MESSAGE page.

Selectable Addresses

– Entry of any address is allowed and willautomatically return the display to theFREE TEXT MESSAGE page showing theselected address in the <TO field(e.g. SPLOSKL).

– Entered addresses will be cleared afterflight completion.

– Can be overridden.

<RETURN TO MSG

Returns display to the FREE TEXTMESSAGE page.

1.5 COMMUNICATIONS


1 JUN 1999Issue 3

1.5.4Page 7

4.4 MSGS RCVD LIST

This page can be accessed by selecting the < MSGS RCVD prompt on theACARS MENU page, or by pressing LSK 6L on the ACARS MSG RCVD page.Uplinked messages will have predetermined titles.These titles consist of a prefix and a suffix and depend on the originator of the message and the contents.

Orginators PREFIX

– Maintenance Support Centre (SPLTO)– Flight Technical Department (SPLOS)– Movement Control (AMSLM)– Chief Pilot (SPLNM)– Flight Ops (SPLKK)– Flight training (SPLNT)– Enroute station prefixes will be

preceeded by the three letter stationcode (e.g. SINTEC = SingaporeMaintenance Department)

MAINTFLTTECAMS/LMCH PILFLOPSFLT TR

The suffix indicates the contents as follows:– REQ = Request– ADV = Advice– MSG = Random message except for request and advice– DEF = Deficiency (Can be sent by Maintenance Support Centre only).The title of the latest message received will be displayed adjacent to LSK 1L.If the contents of a message has not been displayed yet, its title will appear in large font.

Messages Received Summary List

Displays the message title and the time themessage has been originated. Title willappear in large font until the message hasbeen displayed once. The latest receivedmessage will appear adjacent to LSK 1L.

Selection will cause the ACARS MSG RCVDpage to be displayed.

The message will be deleted when theadjacent LSK is selected while DELETE isdisplayed in the scratchpad.

The scratchpad message ’VOICE MODE’ willbe displayed when ACARS has beende-selected on the RTP (’ACARS’ inSTANDBY window).

1.5 COMMUNICATIONS


Page 81.5.4 15 JAN 1995

Issue 2

ACARS MSG RCVD

This page can be accessed by selecting the LSK adjacent to the required message on the MSG RCVDLIST page.

FROM

Displays the originator. (E.g.: SPL/OS)

DTG

Date and Time group.Displays Date, Hour and Minute of theoriginator uplink initiation.

Message Text Lines

If the message contains more than 7 lines,page numbering will be displayed.

PRINT

Selection will print all pages of the messageon the cockpit printer.

TITLE

Title as indicated on the MSGS RCVD LISTpage.E.g.: Flight Technical Dept. Advice.


1.6ELECTRICAL

1.6.2System

Details

AircraftOperations

Manual

747-400

15MAR

1999Issue

51.6.2

Page3

TRU1

IDG1

DCBUS2

LHSYNCBUS

RHSYNCBUS

EXTPWR2

EXTPWR1

EXTPWR1

APUGEN1

APUGEN2

EXTPWR2

AVAIL

AVAIL

ACBUS1

ACBUS2

ACBUS3

ACBUS4

DCBUS1

DCBUS3

DCBUS4

IDG2

IDG3

IDG4

AUTO

AUTO

AUTO

AUTO

12

34

DCTIE

BUSON

BATTERY

ON

ON

ON

ON

STA

NDBYPOWER

AUTO

BAT

OFF

F/O

XFERBUS

CAPTXFERBUS

MAIN

STBYBUS

MAIN

BATBUS

APUBATBUS

MAIN

HOTBATBUS

GNDHDLG

BUS

GNDSERVBUS

MAIN

BAT

CHARGER

APU

BAT

CHARGER

APUHOTBATBUS TRU2

TRU3

TRU4

MAIN

STBY

INV

APU

STBY

INV

1.2AC/DC/SWITCHINGRELAYS

BUS

TIE

DRIVE

DISC

GEN

CONT

MAINDECKCGOHDLG

BUS

APUSTBYBUS

UTILIT

YUTILIT

YGALLE

YGALLE

Y

SPLITSYSTEMBREAKER(SSB)

Closesautomatica

llywhen:

–Bothsyn

chr.b

usse

sare

poweredbyan

IDG.

–OnlyoneAPUoroneEXTpoweris

selecte

dtoonesid

eofth

eSYNCBUS.

Opensautomatica

llywheneithersid

eofth

esyn

chr.b

usispoweredbyanAPUGENor

EXTPWRatth

esametim

e.

GROUNDHANDLINGBUSXFERRELAY

–Selects

theavailablepowersource

.

–EXT1haspriority

overAPUGEN1when

bothAVAILlegendare

illuminated.

GROUNDSERVBUSSELECTRELAY

–Selects


.

–EXT1haspriority

overAPUGEN1when

bothAVAILlegendsare

illuminated.

–Canbeselecte

deitherbyGNDSERVP/B

atD

R12orbyaP/B

locatedonthecockp

itoverheadmaintenance

panel.

GROUNDSERVBUSXFERRELAY

Selects

powersource

forgroundservice

bus:

–Groundpower(eitherAPUorEXTPWR).

–ACbus1.

–Energize

dwhenACbus1isnotpowered.

–Canbeselecte

deitherbyGNDSERVP/B

atD

R12orbyaP/B

locatedonthecockp

itoverheadmaintenance

panel.

DCISOLATIONRELAY(DCIR)4x

ConnectD

Cbustothetie

bus.

–Closes:

automatica

llywhentheACbusse

sare

poweredandbustie

switch

isinAUTO.

–Openswhen:

SBUSTIE

P/B

ispushedtoOFF.

SInautolandoperation.

(Exce

ptfo

rDCIR

4)

SAfaultis

detecte

d.

MAIN/APUSTBYBUSXFERRELAY

Switch

espowersource

fortherespective

standbybusautomatica

llywhentheprim

ary

powersource

fails.

BATTERYBUSXFERRELAY

Connects

APUandMAIN

BATBUStoDC

BUS3.

–Closeswhen:

SSTBYPWRselecto

risinOFForAUTO.

SACBUS3powered.

SDCBUS3powered.

–Openswhen:

SACBUS3unpowered.

SDCBUS3unpowered.

MAIN

BATTERYBUSRELAY

Connects

APU/M

AIN

HOTBATBUStoits

respective

BATBUS.

–Closeswhen:

SBATTERYP/B

isON.

SBatterybusse

snotpoweredfro

mDC

BUS3whenACBUS3isunpowered.

–Openswhen:

SBATTERYP/B

isOFF.

SACBUS3powered.

ACBUS3VOLTA

GESENSERELAY

De-energize

swhenACBUS3becomes

unpowered.

MAIN

DECKCGOHANDLINGXFERRELAY

–Selects


.–

EXT2haspriority

overAPUGEN2when

bothAVAILlegendsare

illuminated.

ENGINESANDAPURUNNING.EXTPWRNOTCONNECTED.NOFA

ULTS.

CAPT/F/O

XFERBUSRELAY

–Selects


.–

De--energize

swhentheprim

arypower

source

becomesunpowered.

14 2356

78

1

4

3

5

6

2

7

8

8

911

9

9

10

1011

APUBAT

MAIN

BAT

89

APU

GEN1

APU

GEN2

SPLIT

SYSTEM

BREAKER

1.6

ELECTRICAL

1.6.2

SystemDetails


Page4

1.6.2

1FEB1993

Issue3

INTENTIONALLYLEFT

BLANK

1.5 COMMUNICATIONS


1 JUN 1999Issue 3

1.5.4Page 9

4.5 MSGS SENT LIST

This page can be accessed by selecting the <MSGS SENT prompt on the ACARS MENU page.It displays all free text messages, which are to be sent or have been sent.After pressing SEND on the FREE TEXT MESSAGE page, time and title will be added to this list.QUEUED will be displayed i.s.o. time until communication has been (re)established.

MSGS SENT Summary LIST

Selection will display required message to beviewed. Each message in memory will bedisplayed in order of age.The title is the first 10 characters entered intext line 1 of the free text message.

Messages queued for transmission will bedisplayed in small font with the text QUEUEDabove the title.

QUEUED will be replaced by hhmm while thetitle will change into large font indicating thatthe message has been sent andacknowledged by the groundbase system.

DELETE is possible, but only when themessage has been sent and acknowledged.

ACARS MSGS SENT

This page can be accessed by selecting the LSK adjacent to the required message on the MSGS SENTLIST page.The message will be displayed with seven lines of text per message in large font if not yet transmitted.After acknowledgement, the lines will change into small font.

TO

Displays the address which is selected on theFREE TEXT ADDRESS page.E.g.: SPL/OS (Flight Techn. Dept.)

ACARS Message Sent

Message text lines. If the message containsmore than 7 lines, page numbering will bedisplayed.

PRINT

Selection will print all pages of the messageon the cockpit printer.


1.5 COMMUNICATIONS


Page 101.5.4 15 JAN 1995

Issue 2

4.6 MET REPS

This page can be accessed by selecting the MET REPS> prompt on the ACARS MENU page.Three types of weather information report requests will be displayed.The actual destination station is preset at LSK 1R.Four individual airport identifiers can be entered at LSKs 2-5R for each type of the selected weatherreport.

METAR

Meteorological Aerodrome Report.– Station actual weather report– Applicable for each individual entered

station at the righthand LSKs.

TAF-FC

Terminal Aerodrome Forecast– Forecast valid for 9 to 12 hours.– Update every 3 hours.– Applicable for each individual entered


TAF-FT

Terminal Aerodrome Forecast– Forecast valid for more than 12 hours.– Update every 6 hours.– Applicable for each individual entered


SEND

Selection will generate a downlinktransmission when communication isavailable otherwise it will be queued, untilcommunication has been re-established afterwhich sending will be performed.

Title Line

LSK 6R title line will reflect either the sentmessage status or the system status.– QUEUED, the message has been queued.– SENDING, the message has been


acknowledged.– VHF COMM, communication link is

available.– VOX MODE, voice mode selected.– SATCOM, when ACARS has been

de-selected on the RTP (’ACARS’ inSTANDBY WINDOW).

– NO COMM, communication not available.

STA-1

Displays actual destination station.Can be overwritten.

STA-2/STA-5

– Any station identifier in ICAO format canbe entered.

– ALT stations from the FLIGHT LOG 1/2page will be propagated, when entered.

1.5 COMMUNICATIONS


1 MAR 1996Issue 2

1.5.4Page 11

4.7 TIME BASE

This page provides accurate time and can be accessed by selecting the <TIME BASE prompt on theACARS MENU page.

ACARS TIME

Indicated time reflects the UTC derived fromthe service provider (ACARS ground system).

DIFFERENCE

Indicates difference between time indicationof both clocks.

TIME RQST

Initiates a downlink and a subsequent uplinkto update the indicated ACARS TIME.

Title Line

LSK 6R title line will reflect either the sentmessage status or the system status..– QUEUED, the message has been queued.– SENDING, the message has been


acknowledged.– VHF COMM, communication link is

available.– VOX MODE, voice mode selected.– SATCOM, when;S VHF communication not available.S ACARS has been de-selected on the

RTP (’ACARS’ in STANDBY window).– NO COMM, communication not available.

’NO COMM’ will not be shown whencommunication is lost while in the sendingsequence (QUEUED, SENDING, ACKD)except when leaving the page.

CLOCK

Displays UTC of Captain’s clock.

The scratchpad message ’TIME BASEDISCREPANCY’ appears whenever onblocks and the difference between CLOCKand ACARS TIME is greater than 2 minutes.

–oOo–

1.5 COMMUNICATIONS


Page 121.5.4 15 JAN 1995

Issue 1


1.5 COMMUNICATIONS

1.5.6 SELCALAircraft Operations Manual 747-400

1 JUN 1999Issue 3

1.5.6Page 1

1. GENERAL

Ground Stations desiring communication with the cockpit can use SELCAL. The incoming call illuminatesthe respective radio CALL indication on the ACP and a hi-tone chime sounds. The Call indication is resetby selecting the respective Transmitter Selector or by using any MIC PTT switch when respectiveTransmitter Selector has already been selected.The SELCAL decoder accepts inputs from the three VHF and two HF communication systems, whentuned to appropriate frequencies as incorporated in the route documentation.

The hi-chime is inhibited at:Take-off : Application of take-off power (75% N1) until altitude is above 400 ft AGL.Approach: Below 800 ft AGL and speed greater than 80 kts.


CALL Indication (white)

ILLUMINATED:– A call has been received by the

respective receivers.– High tone chime sounds.– Resets when the respective Transmitter

Selector is selected or by using any MICPTT switch when respective TransmitterSelector has already been selected.

VHF

MICCALL

L C R FLT CAB PA

VOR ADF

INT

APP MKR

SPKR

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MIC

R/T

HF

L R

SAT

L

L

R

RV B R

VHF VHF

LRC

L R

AISLE STANDAND

OBSERVER’S PANEL

1.5 COMMUNICATIONS

1.5.6 SELCALAircraft Operations Manual 747-400

Page 21.5.6 1 NOV 1994

Issue 1


1.5 COMMUNICATIONS

1.5.7 Interphone SystemAircraft Operations Manual 747-400

1 NOV 1994Issue 1

1.5.7Page 1

1. FLIGHT INTERPHONE

The Flight Interphone System permits communication between flight crew members. Ground personnelcan access the interphone system through a jack in the nose wheel well.The Flight Interphone System is accessed by using the Boom or Oxygen Mask Microphone and the INTposition of a Push-To-Talk Switch. The system may also be accessed by selecting the FLT TransmitterSelector and using the R/T position of a Push-To-Talk Switch, or the Hand Microphone. The system ismonitored by selecting the FLT Receiver Selector/Volume Control on the ACP.

2. SERVICE INTERPHONE

The Service Interphone System is used for communication between maintenance personnel at variouslocations around the airplane. The service interphone system can be connected to the Flight InterphoneSystem with the Service Interphone Switch located on the overhead panel.

On COMBI aircraft a Cargo Interphone System is installed to establish communication with theloadmaster.The Cargo Interphone System can be connected to the Flight Interphone System with the CargoInterphone Switch located on the overhead panel.

A SERVICE INTERPHONE Switch

ON:Connects service interphone and flightinterphone together.

OFF:Allows independent operation of theservice and flight interphone systems.

CARGO INTERPHONE Switch (combi)

ON:Connects cargo interphone and flightinterphone together

OFF:Independent operation of cargo and flightinterphone system.

INTERPHONE

SERV CARGO

OFF

ON

A

1.5 COMMUNICATIONS


Page 21.5.7 22 FEB 2001

Issue 3

3. CABIN INTERPHONE

The cabin interphone system permits communication between the flight deck and flight attendantstations.

The cabin interphone system is accessed by using the Boom or Oxygen Mask Microphone, the HandMicrophone. The Boom or Oxygen Mask Microphone is used by selecting the CABIN TransmitterSelector and using the R/T position of a Push-To-Talk Switch. The Hand Microphone is also used with theCABIN transmitter selected. The system can then be monitored by selecting the CABIN ReceiverSelector/Volume Control.

Selecting the CABIN Transmitter Selector activates the Pilots’ Call Panel (PCP). The PCP is located onthe aisle stand and is used to select the desired station to be called.

Codes for the desired stations to be called from the cockpit can be found in the PCP DIRECTORY which isshown below. At the receiving cabin station a pink call light illuminates and a chime sounds once.

INTERPHONE DIRECTORYCODE ADDRESS CODE ADDRESS11 DOOR 1 LEFT 41 PA C-CLASS (Business Mn and Upr Deck)12 DOOR 2 LEFT 42 PA M-CLASS (Economy Class)13 DOOR 3 LEFT 44 PA CREW REST (CCR and OCR)14 DOOR 4 LEFT 46 PA ALL AREAS (excl. CCR and OCR)15 DOOR 5 LEFT 4P PA ALL PRIOR (excl. CCR and OCR)21 DOOR 1 RIGHT 52 GALLEY M/D (Maindeck)22 DOOR 2 RIGHT 55 ALL CALL23 DOOR 3 RIGHT 56 GALLEY U/D (Upperdeck)24 DOOR 4 RIGHT 61 OHD CREW REST (OCR)25 DOOR 5 RIGHT16 U/D LEFT DOOR P1 GRD CREW CALL33 PILOT PRIOR P2 CARGO CALL (Maindeck)34 PURSER STA (Purser Station) P3 U/D CREW REST (CCR)

ADDITIONAL INTERPHONE DISPLAYMessage DescriptionPILOT ALERT PP is dialed from any cabin station.PILOT PRIOR When phone at cabin door 11 is lifted off hook after pushing twice on CAB

transmitter P/B on the ACP.PA IN USE PA announcement is in progress from any cabin station and the PCP has

been activated. Can be overridden by using the direct PA selection on theAudio Control Panel or 4P via the PCP.

PARTY LINE A second station is called in sequence while the first called station is still online. (Only possible when the cabin attendant uses code 31). Up to threeparties can access the party line.

VIDEO IN USEDIRECTORYW (..) Numbers of calls waiting to be answered.

VHF

MICCALL

L C R FLT CAB PA

VOR ADF

INT

APP MKR

SPKR

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MIC

R/T

HFL R

SAT

LL

RR

V B R

VHF VHF

LRC

L R

1.5 COMMUNICATIONS


1 JUN 1999Issue 2

1.5.7Page 3

4. CALL SYSTEM

The call system informs the flight crew that communication is desired from a ground station, the groundcrew, the cargo loadmaster or a flight attendant. The respective CALL indication on the ACP illuminates.There is no PA CALL indication on the ACP.

Cabin Call

Flight attendants desiring communication with the flight deck use the Flight Attendant Handsets. Theincoming call illuminates the CAB CALL indication on the ACP and sounds a hi-tone chime. The CALLindication is reset by selecting the CAB Transmitter P/B.

The hi-chime is inhibited at:– Take-off;

Application of take-off power (75% N1) until altitude is above 400 ft AGL.– Approach;

Below 800 ft AGL and speed greater than 80 knots.

Three (3) incoming calls can be stored for subsequent handling.The Interphone Station Indicator will display a ’W’ and the number of the stored location which placed thecall.

Ground Crew Call

Ground Crew desiring communication with the flight crew uses the Flight Deck Call Switch on the nosewheel panel. The incoming call illuminates the FLT CALL indication and sounds a hi-tone chime. TheCALL indication is reset by selecting the FLT Transmitter P/B.

Cargo Loadmaster Call

Cargo loadmaster desiring communication with the flight crew uses the Flight Deck Call Switch on thecargo loadmaster panel near the Side Cargo Door. The incoming call illuminates the FLT CALL indicationand sounds a hi-tone chime. The CALL indication is reset by selecting the FLT Transmitter P/B.The cargo interphone switch on the overhead panel must be switched on to connect the loadmaster withthe flight interphone.

1.5 COMMUNICATIONS


Page 41.5.7 22 FEB 2001

Issue 3


ARESET P/B

PUSH:Cancels call or incorrectly selected mode.

NEXT P/B

PUSH:– Connects the flight deck with the next

caller, provided the next caller has nothung up. W (..) displayed.

– If no other calls in progress or on hold,scrolls through the code directory.

Interphone Station Indicator

Displays location and code for station callingor being called.

521

NXT RST

P643

A

PILOT CALL PANEL

Interphone Keys

Selecting the two digit code calls therespective station/PA area provided theCABIN Transmitter P/B on the ACP isselected.

1.5 COMMUNICATIONS


1 NOV 1994Issue 1

1.5.7Page 5

Push-To-Talk P/Bs (momentary action)

PUSH:Connects handset mike to selected PAarea for announcement. Only required forPA use.

Cabin Interphone Keys (momentary action)

Selecting the two digit code calls therespective station or PA area.

FLIGHT ATTENDANTS PANELS

P

T

3

T

P

T

T

P R

654

21

Flight Attendants’ Handset

Provides communication with other handsetsor the PA system.

Reset P/B (momentary action)

PUSH:Cancels call or incorrectly selected code.

–oOo–

1.5 COMMUNICATIONS


Page 61.5.7 1 NOV 1994

Issue 1


1.5 COMMUNICATIONS

1.5.7 Interphone SystemAircraft Operations Manual FREIGHTER

747-400

1.5.7Page F1

1 MAR 2003Issue 1

2. CARGO INTERPHONE SYSTEM

On the main deck two Loadmaster’s Amplifier Panels and four Wing Inspection Station Call panels havetwo--way call capability with the flight deck.

An incoming call illuminates the FLT CALL indication on the ACP, sounds a chime and illuminates theCARGO Call indication on the Interphone panel.

The cargo Interphone system can be connected to the flight interphone system with the Cargo/CabinInterphone Switch on the overhead panel.

From these stations two--way interphone communication with the flightdeck is possible via the CargoInterphone System.When using the wing inspection station call panels, a handset has to be taken from an other location.

LOADMASTER AMPLIFIER PANEL AND

LOADMASTER HANDSET

WING INSPECTION STATION CALL PANEL


LOADMASTER AMPLIFIER PANEL AND

LOADMASTER HANDSET



1.5 COMMUNICATIONS


747-400

Page F21.5.7 1 MAR 2003

Issue 1

3. UPPER DECK INTERPHONE

The upper deck interphone system permits communication between the flight deck and the left or rightcrew rest bunk.

An incoming call illuminates the FLT CALL indication on the ACP, sounds a chime and illuminates theLEFT or RIGHT CREW REST Call indication on the interphone panel.

The upper deck interphne system can be connected to the flight interphone system with the Cargo/CabinInterphone switch on the overhead panel.

4. CALL SYSTEM

The call system informs the flight crew that communication is desired from a crew rest bunk, cargoloadmaster station or ground crew.

An incoming call illuminates the FLT CALL indication on the ACP, sounds a chime and illuminates therelated Call indication on the interphone panel.The call indication is reset after a 60 seconds time delay.

Upper deck call system

There is no interphone communication possible between the flight deck and the upper deck seating area.Flight crew desiring communication with crew members in the seating area can activate the call light andchime installed in this area by pressing the U/D Call Switch on the Interphone Panel.

1.5 COMMUNICATIONS


747-400

1.5.7Page F3

1 MAR 2003Issue 1

A

A

Ground Call switch

PUSH:– Sounds three seconds horn in

nose wheel well

Illuminated (white):– A call has been received from

nose wheel well.

Gargo Call switch

PUSH:– Illuminates the Flight Deck Call

switch on Loadmaster Amplifierpanels and Wing InspectionStation Call panels and sounds atone in main cargo deck area.

Illuminated (white):– a call has been received from

the main deck cargo area.

To speak, select the FLT transmitterselector on the ACP. The Cargo/CabinInterphone switch must be in ON toconnect the cargo interphone system withthe flight interphone.

Upperdeck Call switch

PUSH:– Illuminates call light and sounds

chime in upper deck seatingarea. The call light is reset aftera time delay of 20 seconds.

Crew Rest Call switch

PUSH:– Calls left or right Crew Rest

bunk area

Illuminated (white):– A call has been received from

the left/right Crew Rest bunkarea.

To speak, select the FLT transmitterselector on the ACP. The Cargo/CabinInterphone switch must be in ON toconnect the upper deck interphonesystem with the flight interphone.

INTERPHONE PANEL

U/D

CREW REST

LEFT RIGHT CARGO GND

CALL

1.5 COMMUNICATIONS


747-400

Page F41.5.7 1 MAR 2003

Issue 1


1.5 COMMUNICATIONS

1.5.8 Passenger Address SystemAircraft Operations Manual 747-400

1 JUN 1999Issue 2

1.5.8Page 1


The Passenger Address System (PAS) allows cabin announcements to be made from the flight deck orFlight Attendant Handsets. The PA system is accessed by using the Boom, Oxygen Mask Microphone orHand Microphone. The Boom or Oxygen Mask Microphone is used by selecting the PA TransmitterSelector and using the R/T position of a Push-To-Talk Switch. The Hand Microphone is also used with thePA Transmitter Selector. The system is monitored by selecting the PA Receiver Selector/Volume Control.

Selecting the PA Transmitter Selector provides direct access to all PA areas, overriding all otherconversations. A specific PA area as well as all other PA codes can be selected using the CABTransmitter Selector and the Pilot Control Panel.Flight Attendants can use any of the Flight Attendant Handsets to access the PA system.

When the PAS is used by a cabin attendant handset, PA IN USE will be displayed on the Pilot ControlPanel.

The EICAS status message PASS ADDRESS 1 or PASS ADDRESS 2 will be displayed in case one PAcontroller has failed.Pushing the ALTERNATE SYSTEMS/PASSENGER ADDRESS P/B on the Cabin ConfigurationTest Module (CCTM) at cabin door 22 will select the alternate controller for operation.The P/B will illuminate during operation of the alternate controller.


PROGRAM

ENTER CLEAR

TEST NORMAL

CABIN CONFIGURATION

MENU SELECT

MODE SELECT

FUNCTION SELECT

ALTERNATE SYSTEMS

TESTMODE

PASSENGERADDRESS

CABININTERPHONE

PASSENGERSERVICES

CABINSERVICES

Cabin Configuration / Test Module (CCTM)(located at cabin door 22)

–oOo–

1.5 COMMUNICATIONS

1.5.8 Passenger Address SystemAircraft Operations Manual 747-400

Page 21.5.8 1 NOV 1994

Issue 1


1.5 COMMUNICATIONS

1.5.9 Miscellaneous Components and ControlsAircraft Operations Manual 747-400

1 JUN 1999Issue 3

1.5.9Page 1


A

B

C

Control Wheel (PTT) Switch (springloadedto center)

MIC:Keys oxygen mask or boom microphoneon selected transmitter.

INT:Keys oxygen mask or boom microphoneon flight interphone system.

Boom Mike

– Transmits on the selected transmitterwhen PTT switch is used.

– Deactivated when LH door of oxygen maskcontainer is open.

Hand Mike

– Transmits on the selected transmitter.– Has integral push-to-talk P/B.– Deactivated when VHF-L DIRECT is

selected (refer to AOM 1.5.1).

Oxygen Mask Mike

– Transmits on the selected transmitterwhen LH door of oxygen mask container isopen and PTT switch is used.

– Deactivated when:S The LH door of the oxygen mask

container is closed and the RESETlever is pushed.

S VHF-L DIRECT is selected (refer toAOM 1.5.1).

NOTE: For description of the Oxygen MaskContainer, refer to AOM 1.7.2-3.

INT

MIC

A

C

B

SIDEWALL PANELS

CONTROL WHEEL

1.5 COMMUNICATIONS

1.5.9 Miscellaneous Components and ControlsAircraft Operations Manual 747-400

Page 21.5.9 1 NOV 1994

Issue 1

Boom Mic/Headset Jack

Provides system input/output for boommicrophone and headset.

Headset Jack

Provides audio system output for headset.

Handmic Jack

Provides system, input/output for hand mike.

A

C

B

SIDE PANELS

PILOTS’ SIDEWALLS

PILOTS’ SIDEWALLS

Speaker Assembly

Controlled by speaker control on respective ACP.

HEADSETBOOM MIC/

HEADPHONE

B

C

A

–oOo–

1.5 COMMUNICATIONS


28 JUN 2004Issue 5

1.5.10Page 1

1. ALERTS





> DATALINK AVAIL A -- -- -- Datalink available again after atemporary loss.

> DATALINK LOST A -- -- -- Datalink feature has been lost.

> DATALINK SYS A -- -- -- Total loss of datalink capability dueto ACARS MU failure.

> RADIO TRANSMIT A -- -- -- Any HF or VHF transceiver is keyedfor longer than 30 seconds.

ACARS MESSAGE M -- -- -- An uplinked message has beenreceived.

PRINTER MESSAGE M -- -- -- An uplinked message is beingrouted to the printer.

>SATCOM A -- -- -- SATCOM system has failed.

>SATCOM DATA A -- -- -- ACARS data communicationsthrough SATCOM system notavailable.

>SATCOM VOICE A -- -- -- SATCOM voice communication notavailable due to SATCOM voicesystem failure. ACARS datacommunication through SATCOM isavailable.

>SATVOICE AVAIL A -- -- -- SATCOM voice capabilityreestablished after a temporaryloss.

>SATVOICE LOST A -- -- -- SATCOM voice capabilitytemporarily lost due to a reasonother than SATCOM system failure.

SATCOM CALL M -- -- -- Ground-to-air voice call received.

SATCOM MESSAGE M -- -- -- Information of voice call statusavailable on CDU SATCOM pages.

VHF DATA OFF M -- -- -- VHF-C selected to voice frequency.

–oOo–

1.5 COMMUNICATIONS


Page 21.5.10 1 NOV 1994

Issue 1


1.6 ELECTRICAL


1 FEB 1993Issue 3

1.6 CNTPage 1

1.6.1 SYSTEM DESCRIPTION


2. AC Power Supply

2.1 IDG

2.2 Bus Tie System

2.3 Auxiliary Power

2.4 Power Switching at Engine Start

2.5 Power Switching at Engine Shutdown

2.6 Transfer Busses

2.7 Standby Power

2.8 Ground Handling Bus

2.9 Maindeck Cargo Handling Bus

2.10 Ground Service Bus

2.11 Utility and Galley Busses

2.12 Load Shedding

3. DC Power Supply

3.1 Primary DC Power

3.2 Secondary DC Power

4. Autoland Bus Isolation



1.1 AC/DC/Power Busses

1.2 AC/DC/Switching Relays

1.3 Standby Power

1.3.1 Main Standby Bus on Standby Power

1.3.2 APU Standby Bus on Standby Power

1.4 Utility and Galley Busses



1. System Display

2. Alerts

–oOo–

1.6 ELECTRICAL


Page 21.6 CNT 1 FEB 1993

Issue 1


1.6 ELECTRICAL


15 OCT 1996Issue 3

1.6.1Page 1


The electrical power system provides generation and distribution of AC and DC power.It is designed to be automatic in normal operation. Faults in any part of the system are automaticallydetected and isolated.The system can be divided in AC power supply, DC power supply, auxiliary power and standby power.Auxiliary power consists of external power and APU generated power.Switches in the AC system allow to establish normal operating conditions and to override some automaticfunctions, if required.The fully automatic DC system is normally powered by the AC system through transformer/rectifier units.Simplified system behaviour can be seen on the EICAS synoptic display.

2. AC POWER SUPPLY

2.1 IDG

Each engine drives an Integrated Driven Generator (IDG) which contains the generator and the constantspeed drive in one housing. The IDGs supply the primary AC power and are connected to four AC bussesthrough the Generator Control Breaker (GCB).With the Generator Control P/Bs pushed ON, and IDG power quality acceptable, system logicautomatically closes the GCBs.

2.2 BUS TIE SYSTEM

Each AC bus is connected to a synchronous bus through a Bus Tie Breaker (BTB). This allows paralleloperation through the synchronous bus. The IDGs can be paralleled in any combination.In case of a failure the IDG can be disconnected from its engine and the respective AC bus will bepowered from the synchronous bus through the BTB.If the power of an AC bus becomes unsynchronized, the respective BTB opens automatically, leaving thebus to be powered by its own generator.

The synchronous bus is divided into two independent parts by a Split System Breaker (SSB) to allow theaircraft to be powered by two separate auxiliary power sources for load distribution. The SSB will closeautomatically whenever either side of the synchronous bus becomes unpowered.Each selected power source will synchronize with the previous source (if any) for a period of time, toprovide for an uninterrupted power transfer.

2.3 AUXILIARY POWER

Two APU driven generators and/or two external power sources can be connected to the aircraft while onthe ground. The two external power receptacles are located on the RH side of the fuselage in the vicinityof the nose landing gear.The external power sources and the APU generators cannot be paralleled. Therefore, the SSB will openautomatically when an auxiliary power source is selected on each side of the synchronous bus.

However, when one APU generator is not available (AVAIL legend not illuminated) and the remainingAPU generator is powering the whole synchronous bus, the SSB will open upon selection of an externalpower source on the side of the failed APU generator. The APU generator initially powering thesynchronous bus will remain powering its side of the synchronous bus. Although, when an external powersource powers the entire aircraft, selecting the opposite APU GEN will result in the SSB to remain closedand the external power source to be disconnected.

Auxiliary power must be available on each side of the synchronous bus on a combi aircraft forgroundhandling purposes.

1.6 ELECTRICAL


Page 21.6.1 15 MAR 2001

Issue 5

2.4 POWER SWITCHING AT ENGINE START

When an engine is started with an auxiliary power source selected on either side of the synchronous buswhile the respective Generator Control P/B is ON and the Bus Tie P/B is in AUTO, the IDG will beconnected to its side of the synchronous bus through the AC bus.The previous power source is disconnected automatically and the SSB will remain open.Starting an engine on the other side causes the IDG to power that side of the synchronous bus and theSSB to be closed automatically.When only one auxiliary power source is powering the synchronous bus the SSB will remain closed,allowing the IDG to power both sides of the synchronous bus, and the auxiliary power source will bedisconnected.

2.5 POWER SWITCHING AT ENGINE SHUTDOWN

Selecting either auxiliary power source will open the SSB and power its side of the synchronous bus.The relevant IDGs will be disconnected automatically.Selecting any auxiliary power source on the opposite side leaves the SSB open and disconnects theIDGs on that side as well.

2.6 TRANSFER BUSSES

Many of the Captain’s and F/O’s flight instruments receive AC power from their respective transfer bus.The Captain’s transfer bus (CAPT XFER BUS) is normally powered by AC bus 3 and the F/O’s transferbus (F/O XFER BUS) is normally powered by AC bus 2. AC bus 1 provides automatic back-up power forboth transfer busses.

2.7 STANDBY POWER

Several flight critical systems are powered by the main and APU standby busses (MAIN/APU STBY BUS)which will be powered when:– BATT P/B is ON.– STBY power selector in AUTO.Normal power for the MAIN STBY BUS is AC BUS 3, for the APU STBY BUS the CAPT XFER BUS.If AC power is totally lost, the standby busses are powered by their respective batteries and standbyinverters.The capacity of the batteries will guarantee the standby bus power for 30 minutes.

For equipment powered by the respective standby busses, refer to AC Bus Equipment List (2.13).

1.6 ELECTRICAL


22 FEB 2001Issue 7

1.6.1Page 3

2.8 GROUND HANDLING BUS

The ground handling bus can only be powered on the ground. Power sources are either EXT PWR 1 orAPU GEN 1.

There are no flightdeck controls or indications for this bus.

The Ground Handling Bus powers:– The fueling system.– The lower cargo compartments handling equipment.– The lower AFT & FWD cargo doors.– The lower cargo compartments lights.– The auxiliary hydraulic pumps 1 and 4.

2.9 MAINDECK CARGO HANDLING BUS

The Maindeck Cargo Handling Bus can only be powered on the ground. Power sources are either EXTPWR 2 or APU GEN 2.

There are no flightdeck controls or indications for this bus.

The Main Deck Cargo Handling Bus powers the entire maindeck cargo handling equipment and the sidecargo door.

2.10 GROUND SERVICE BUS

The Ground Service Bus is powered automatically:

On the ground, if;– AC Bus 1 is powered.– AC Bus 1 is not powered, the same source powering the ground handling bus can be connected by

means of a Ground Service P/B on the flight attendant panel at door 12 or by the Ground Service P/B onthe cockpit overhead maintenance panel.

In flight, if;– AC Bus 1 is powered.

The Ground Service Bus powers:– The main and APU battery chargers.– An APU fuel pump.– The horizontal stabilizer pumps for de-fueling.– The upperdeck doors.– The flightdeck floodlights.– The cabin and service lighting.– Miscellaneous service outlets and equipment.

1.6 ELECTRICAL


Page 41.6.1 1 FEB 1993

Issue 6

2.11 UTILITY AND GALLEY BUSSES

Each main AC bus powers a utility bus and a galley bus. Each utility and galley bus is controlled by aseparate Electrical Load Control Unit (ELCU) which protects the electrical system from utility and galleybus faults and provides load shedding functions in case of overload.

The Utility Busses power, amongst others:– Passengers Lighting– Passengers Video– Passengers Entertainment– Recirculation Fans– Several Fuel Pumps

2.12 LOAD SHEDDING

Electrical system overload protection is provided by a load management system which monitors thenumber of operating generators and their load.When an overload condition is sensed, the system reduces power demand on the operating generatorsby commanding individual ELCUs to shed their respective loads.Loads are shed one at the time until the overload condition is relieved. Galley busses are shed first,followed by utility busses.

During load shedding the EICAS advisory alert ELEC UTIL BUS L(R) and the Utility OFF lights in theUTILITY P/Bs on the overhead panel are inhibited.

However, the following EICAS alert messages may be displayed in the order shown and dependent onthe number of shedded busses:– FUEL PUMP 3 FWD– FUEL OVRD 2 FWD– FUEL OVRD 3 FWD– FUEL OVRD CTR L– FUEL PUMP 2 FWD

If the overload condition is relieved, the load management system automatically restores utility and galleybusses in the reverse order of shedding.

1.6 ELECTRICAL


15 MAR 2001Issue 8

1.6.1Page 5

2.13 AC BUS EQUIPMENT LIST

This list gives a summary of the most essential items and/or systems which are powered by therespective busses.

MAIN STANDBY BUS APU STANDBY BUS

– Left MCDU– Left EIU & ADC– Left VOR & ILS– Left EFIS control panel– Upper EICAS– TE Flap primary control– MAWEA power A– Standby Ignition (all engines)

– Left FMC– Left PFD & ND

AC 1 AC 2

– Center AFDS– Center IRS, FCC & MCDU– Center ILS & Radio Altimeter– Ground Proximity Warning Sys– Transformer Rectifier 1– Wing Gear alternate extend– LE Flap Alt/Sec drive group 4– Scavenge Pump– INB Landing lights– Probe Heat Pitot Left & AUX Pitot Left– Probe Heat AOA Right– Backup power for both Captains and F/Os

Transfer busses– Ground Service bus

S Main 2 AFT boost pumpS STAB pump Left & RightS MAIN & APU Battery chargersS BEACON, NAV & LOGO lights

– Part of Left Utility busS Main 3 FWD Boost pumpS Various galley equipment and cabin lights

– Right AFDS– Right IRS & FCC– Right VOR, ILS, DME & ADF– Right ATC XPDR & Radio Altimeter– Right Weather Radar– Transformer Rectifier 2– Main 1 AFT boost pump– Main 4 FWD boost pump– Hyd DEMAND pump 2

Body Gear Steering Arm– LE Flap Alt/Sec drive group 1– F/Os Transfer bus (normal power)– ACARS– Probe Heat TAT Left– Window Heat 1R, 2L & 3R– Part of Left Utility bus

S CTR pump LeftS OVRD pumps 2 FWD & 3 FWDS Captains seat electric powerS Gasper FanS Various galley equipment and cabin lights

1.6 ELECTRICAL


Page 61.6.1 15 MAR 2001

Issue 3

AC 3 AC 4

– Left AFDS– Left IRS & FCC– Left DME & ADF– Left ATC XPDR & Radio Altimeter– Left Weather Radar– Transformer Rectifier 3– Main 3 AFT boost pump– CTR pump Right– Hyd DEMAND pump 3– TE Flaps OUTB Alt/Sec drive– LE Flaps Alt/Sec drive group 2– Captains Transfer bus (normal power)– Satcom– OUTB Landing lights– Probe Heat AUX Pitot Right– Window Heat 2R & 3L– Flight Recorder– Cockpit Printer– Pack Temperature Controller A– Part of Utility bus Right

S Right MCDUS Main 2 FWD boost pumpS Upper Recirc fansS F/Os Seat electric powerS Various galley equipment

– Transformer Rectifier 4– Main 1 FWD boost pump– Main 4 AFT boost pump– OVRD pumps 2 AFT & 3 AFT– Probe Heat TAT Right & Pitot Right– Probe Heat AOA Left– Window Heat 1L– Nose and Body Gear alternate extend– TE Flap INB Alt/Sec drive– LE Flap Alt/Sec drive group 3– Pack Temperature Controller B– Windshield Washer– Part of Utility bus Right

S Lower Recirc fansS Various galley equipment

CAPTAINs TRANSFER BUS F/Os TRANSFER BUS

– Center EIU & ADC– MAWEA power B– HF Left

– Right FMC & MCDU– Right EIU– Right PFD & ND– Right EFIS control panel– Right ADF– Lower EICAS– HF Right– FMC Auto Throttle servo

1.6 ELECTRICAL


22 FEB 2001Issue 1

1.6.1Page 7

3. DC POWER SUPPLY

3.1 PRIMARY DC POWER

Primary power for the DC busses is obtained from the main AC busses through fourTransformer/Rectifier Units (TRUs).The four main DC busses are normally interconnected with a DC tie bus through DC Isolation Relays(DCIRs), when the BUS TIE P/Bs are in AUTO.This DC tie bus causes each DC bus to remain powered if the respective AC bus or TRU fails.DC isolation relay opens when BUS TIE P/B is in OFF or during autoland bus isolation.

3.2 SECONDARY DC POWER

The secondary DC power system is divided into a MAIN hot battery bus and a MAIN battery busrespectively an APU hot battery bus and an APU battery bus.The hot battery busses are normally powered from AC bus 1 through a dedicated battery charger foreach hot battery bus.The MAIN and APU battery busses are normally powered from DC bus 3.Secondary DC power is obtained from the MAIN and APU battery which are always connected to theirrespective hot battery bus.The MAIN and APU hot battery busses will automatically power their respective MAIN and APU batterybusses if a failure is detected in the DC bus 3 power source.

The following systems are powered by the respective hot battery busses:

MAIN HOT BATTERY BUS APU HOT BATTERY BUS

– Engine 1-2-3-4 fire extinguishers A and B– Engine 1-2-3-4 fuel shutoff valves– APU fire extinguisher– APU fuel shutoff valve– Lower and Maindeck cargo fire extinguishers– Fire Switch unlock– Evacuation Signal

– IRU Left, Center and Right– Left and Right Outflow valves– APU inlet door– APU primary control

4. AUTOLAND BUS ISOLATION

When the Autoflight Director System is engaged in the autoland mode, AC and DC busses 1, 2 and 3 areautomatically isolated from the synchronous bus.This provides an independent power source for each of the three autopilots.AC bus 4 continues to power the synchronous bus and will automatically power any other bus in theevent that its generator fails.During autoland bus isolation the AC Bus Isolation Lights do not illuminate, the EICAS advisory alertELEC BUS ISLN (...) is inhibited and the ELEC synoptic is not available.Any failure in the autoland bus isolation will cause the EICAS advisory alert ’NO LAND 3’.

–oOo–

1.6 ELECTRICAL


Page 81.6.1 22 FEB 2001

Issue 1


1.6 ELECTRICAL


747-400

1.6.1Page F1

28 JUN 2004Issue 2

2.7 STANDBY POWER

The Integrated Standby Flight Display is powered by a dedicated battery/ charger.The battery is capable of providing power for up to 150 min. after loss of power to the main battery bus.

2.9 MAINDECK CARGO HANDLING BUS

The Main Deck Cargo Handling bus is powered on the ground when external 2 or APU generator 2 isavailable. An interlock prevents either source from powering main electrical busses and the main deckcargo handling bus simultaneously.

When both External or APU power sources are available, selecting only the number one auxiliary powersource ON ensures the Main Deck Cargo Handling Bus remains powered by the number two auxiliarypower source.

Pushing the available Power Source 2 switch ON de--energizes the main deck cargo handling bus. Whenboth external power 2 and APU generator 2 are available, external power is used. Pushing ExternalPower 2 switch ON transfers Main Deck cargo handling loads to APU generator 2.

The Main Deck Cargo Handling Bus powers the entire maindeck cargo handling equipment, Nose Doorand the side cargo door.

2.10 GROUND SERVICE BUS

The Ground Service Bus is powered automatically:

On the ground, if;– AC Bus 1 is powered.– AC Bus 1 is not powered, the same source powering the ground handling bus can be connected by

means of a Ground Service P/B on the Ground Service Panel at door 11

In flight, if;– AC Bus 1 is powered.

The Ground Service Bus powers:– The main and APU battery chargers.– An APU fuel pump.– The Flight Deck floodlights.– The upperdeck lighting.– Miscellaneous service outlets and equipment.

2.11 UTILITY BUSSES

Galley busses are not installed on the 747--400 Freighter

Each main AC bus powers an utility bus.

The Utility Busses power, amongst others:– Galley equipment– Several Fuel Pumps

1.6 ELECTRICAL


747-400

Page F21.6.1 28 JUN 2004

Issue 2

2.13 AC BUS EQUIPMENT LIST

AC 1 AC 2

– Ground Service busS Upperdeck LightsS Crew Rest LightsS Aft Dome Light

– Taxi Lights

– Part of Left Utility busS Various galley equipment

AC 3 AC 4

– Cargo Handling BusS Maindeck Ceiling lightsS Maindeck Sidewall lightsS Loading lightsS Ramp lightsS Threshold lights

– Part of Right Utility busS Various galley equipment

– Flight deck FAN

3.2 SECONDARY DC POWER

MAIN BATTERY BUS

– Integrated Standby Flight Display

–oOo–

1.6 ELECTRICAL


15 MAR 1999Issue 5

1.6.2Page 5

1.3 STANDBY POWER

1.3.1 MAIN STANDBY BUS ON STANDBY POWER

Description of standby power source switching when AC BUS 3 is unpowered.

The normal power source for the MAIN STBY BUS is AC BUS 3.When the AC BUS 3 becomes unpowered, the following sequence of events will take place:– The next relays will de-energize;

S MAIN STBY BUS XFER RELAY. 10

S AC BUS 3 VOLTAGE SENSE RELAY. 13

S BATTERY BUS XFER RELAY. 12

– DC BUS 3 will be disconnected from the MAIN and APU BAT BUS.

– The MAIN BATTERY RELAY 6 will be energized through the BATTERY P/B and the

de-energized BATTERY XFER RELAY 12 , connecting the MAIN and APU BAT BUSses to theirrespective HOT BAT BUS.

The MAIN STBY BUS is now powered from the GND SERV BUS (originally AC BUS 1) through theMAIN BAT CHARGER, MAIN HOT BAT BUS, MAIN BAT BUS and the MAIN STBY INV.

DC BUS 3

DC TIE BUS

ON

BATTERY

STANDBY POWERAUTO

BATOFF

CAPT XFER BUS

MAIN BAT BUS

APU BAT BUS

MAIN HOT BAT BUS

GND SERV BUS

APU HOT BAT BUS

TRU

MAINSTBYINV

APUSTBYINV

APU STBY BUS

OFF

DRIVEDISC

GENCONT

DRIVE

AC BUS 3

ISLN

BUSTIE

AC BUS 1

AUTO

MAINBAT

CHARGER

APUBAT

CHARGER

10

10

13126

MAINBAT

APUBAT

AC BUS 3 UNPOWERED

BUS POWERED

BUS UNPOWERED

AUTO

MAIN STBY BUS

1.6 ELECTRICAL


Page 61.6.2 15 MAR 1999

Issue 5

1.3.2 APU STANDBY BUS ON STANDBY POWER

Description of standby power sources when AC BUS 1 & 3 are unpowered.

The normal power source for the APU STBY BUS is the CAPT XFER BUS.An unpowered AC BUS 3 will have no effect on the CAPT XFER BUS since it automatically switchesover to AC BUS 1.

When also AC BUS 1 becomes unpowered, the APU STBY BUS XFER RELAY 10 de-energizesallowing the APU STBY BUS to be powered from the APU BATTERY through the APU HOT BAT BUSand the APU STBY INV.

The main and APU battery are now the ultimate power source for the respective standby bus.Utilization time is 30 minutes.

DC BUS 3

DC TIE BUS

ON

BATTERY

STANDBY POWERAUTO

BATOFF

CAPT XFER BUS

MAIN STBY BUS

MAIN BAT BUS

APU BAT BUS

MAIN HOT BAT BUS

GND SERV BUS

APUBAT

CHARGER

APU HOT BAT BUS

TRU

MAINSTBYINV

APUSTBYINV

APU STBY BUS

AC BUS 1 & 3 UNPOWERED

OFF

DRIVEDISC

GENCONT

3

AUTO

AC BUS 3

ISLN

BUSTIE

AC BUS 1

1

ISLN

OFF

4

MAINBAT

CHARGER

2

10

10

13126

MAINBAT

APUBAT

BUS POWERED

BUS UNPOWERED

DRIVE DRIVE

AUTO

1.6 ELECTRICAL


15 OCT 1996Issue 4

1.6.2Page 7

1.4 UTILITY AND GALLEY BUSSES

L -- UTILITY -- R

UTILITY BUS

ELCU ELCU ELCU ELCU

UTILITY BUS UTILITY BUS UTILITY BUS

AC BUS 1

ELCU

GALLEY BUS

AC BUS 2

ELCU

GALLEY BUS

AC BUS 3

ELCU

GALLEY BUS

AC BUS 4

ELCU

GALLEY BUS

GEN

CONT

Electrical Load Control Unit (ELCU) (8x)

– Protects the load of the generator system.– Sheds its respective load, in a specified priority, until the load is within the capacity of the generating

system. No alert will be generated other than a color change of the respective bus on the ELECsynoptic page.

– Protects the bus against overload.– Galley located emergency switches are installed to switch off an entire galley block, which will

generate an EICAS advisory alert ELEC UTIL BUS L (R) and illuminate the OFF legend in theUTILITY P/B on the overhead panel.

1.6 ELECTRICAL


Page 81.6.2 1 FEB 2002

Issue 5


A

Generator Drive Disconnect P/B (4x)(momentary action, guarded)

PUSH:– Disconnects IDG from the engine.– Can only be reconnected on the ground

with engines not running.

DRIVE (amber):– Generator drive has low oil pressure.– Excessive oil temperature.– Generator control breaker open due to

uncorrectible generator frequency fault.

Generator Control P/B (4x)(alternate action)

ON:– Closes generator field.– Allows generator control breaker to

close automatically when system logicpermits.

BLANK:– Opens field and generator control

breaker.– Resets fault trip circuitry.

OFF (amber):Generator control breaker is open.

STANDBY POWER Selector

OFF (push to turn):– Main and APU standby bus

disconnected from all power sources.– Standby power not available.

AUTO:Allows main and APU standby bus to bepowered from available standby sources.

BAT:– Powers main and APU standby bus

from batteries with battery switch on.– Not for operational use.

BATTERY P/B (alternate action, guarded)

ON:Batteries available as a backup powersource for battery busses and AC standbybusses.

BLANK:Disconnects batteries from battery busses.

OFF (amber):Battery P/B is OFF and battery is isolated.

A

1.6 ELECTRICAL


15 OCT 1996Issue 3

1.6.2Page 9

A

A

BUS TIE P/B (4x) (alternate action)

AUTO (white):Enables the bus tie breaker and respectiveDC isolation relay to close or openautomatically when system logic requires.

BLANK:Opens the bus tie breaker and respectiveDC isolation relay and resets fault circuitry.

ISLN (amber):– Respective AC bus is isolated from the

synchronous bus.– P/B is OFF.

EXTERNAL POWER CONTROL P/B(momentary action)

ON (white):The external power is connected to thesynchronous bus.

AVAIL (white):– External power is plugged in and

voltage and frequency are within normallimits.

– Extinguished when in use.

APU GENERATOR CONTROL P/B(momentary action)

ON (white):APU GEN is connected to the synchronousbus.

AVAIL (white):– APU generator output voltage and

frequency are within normal limits.– Extinguished when in use.

1.6 ELECTRICAL


Page 101.6.2 22 FEB 2001

Issue 4

A

UTILITY POWER P/B(alternate action)

ON (white):Powers two galley ELCUs and two utilityELCUs.

BLANK:– Opens and resets all four ELCUs.– Resets fault circuitry.

OFF (amber):– One or more ELCUs are opened

automatically by protection circuits.– If selected to OFF.– Galley located emergency P/B in OFF.

A

B

OPEN

BREAKERSPLIT SYSTEM

SPLIT SYSTEM BREAKER SWITCH(springloaded toggle, guarded)

PUSH:– Opens or closes the split system

breaker.– Only operative on the ground.

SPLIT SYSTEM BREAKER LIGHT (white)

ILLUMINATED:Split system breaker is open.

B

–oOo–

1.6 ELECTRICAL


22 FEB 2001Issue 5

1.6.3Page 1

1. SYSTEM DISPLAY

EICAS CONTROL PANEL


MAIN BATTV-DC

APU BATTV--DC

28

27

A-DC

A-DC

15

10

DIS

CHG

APU:EGT

OXY PR:CREW

STATUS P/B(momentary action)

PUSH:Displays status page on secondaryEICAS.

BATTERY VOLTAGE (V)

Main and APU battery voltage.

BATTERY CURRENT (A)

Main and APU battery current in amps.

BATTERY CHARGE STATUS

DIS:Indicates respective battery isdischarging

CHG:– Indicates respective battery is

charging.– When battery current is zero charge

status is blank.

1.6 ELECTRICAL


Page 21.6.3 15 OCT 1996

Issue 5

EXT 1 APU 1 APU 2 EXT 2

SSB

DRIVE

BUS TIE

1 2 3 4

UTILITYGALLEY

UTILITYGALLEY

ISLN

OFFOFF

ISLN


NOTE: – Synoptic displays represents each systemin any possible condition

– AC Bus 1 isolated from synchronous bus– AC Bus 2 normal operation– AC Bus 3 powered from synchronous bus– Generator 3 off– AC Bus 4 unpowered, IDG 4 disconnected

and BTB 4 isolated– During autoland the message

’ELECTRICAL SYNOPTIC INHIBITEDFOR AUTOLAND’ will be displayed when’ELEC’ synoptic is selected.

POWER FLOW

NO POWER FLOW

EICAS CONTROL PANEL

UTILITYGALLEY

UTILITYGALLEY

GEN CONT

SPLIT SYSTEM BREAKER

CLOSED:Connects both sides of the synchronousbus.

OPEN:Splits synchronous bus into twoseparate busses.

ELECTRICAL P/B(momentary action)

PUSH:Displays electrical synoptic onsecondary EICAS.

ISLN

(amber):Indicates respective BTB is open.

BUS 1 (2,3,4)

(amber):Respective bus unpowered.

(green):Respective bus powered.

UTILITY

(amber):– Respective utility bus unpowered.– Utility bus is load shedding

(green):Respective utility bus powered.

DRIVE TEMP/PRESS

(amber):– High oil temperature.– Low oil pressure.

GALLEY

(amber):– Respective galley bus unpowered.– Galley bus is load shedding

(green):Respective utility bus powered.

1.6 ELECTRICAL


15 MAR 1999Issue 6

1.6.3Page 3

2. ALERTS






ELEC AC BUS (...) CCAUTION b

-- – AC BUS (...) unpowered.– Inhibits ELEC GEN OFF (...)

and ELEC BUS (...) ISLN.

ELEC GEN OFF (...) CCAUTION b OFF

ONGEN (...) control breaker open andengine (...) running.

> BAT DISCH APU A -- -- -- APU battery discharging.

> BAT DISCH MAIN A -- -- -- Main battery discharging.

> BATTERY OFF A -- --OFF

Battery P/B off.

> DRIVE DISC (...) A -- --DRIVE

– DRIVE DISC P/B pressed andfrequency under 200 hz.

– Inhibits ELEC DRIVE (...).

ELEC BUS ISLN (...) A -- --ISLN

AUTO– BUS (...) TIE breaker open.– Inhibited during autoland and

ELEC AC BUS (...).

ELEC DRIVE (...) A -- --DRIVE

– IDG (...) low oil press.– Oil temp above 185⎪C and

engine (...) running.– GCB open due to uncorrectable

generator fault.

> ELEC SSB OPEN A -- -- Aft overheadpanelOPEN

The split system breaker is tripped.

ELEC UTIL BUS L A -- --OFF

ON– Utility BUS 1 or 2 unpowered.– Galley BUS 1 or 2 unpowered

(not load shed).– Entire galley block switched off

by the galley located emergencyswitch.

ELEC UTIL BUS R A -- --OFF

ON– Utility BUS 3 or 4 unpowered.– Galley BUS 3 or 4 unpowered

(not load shed).– Entire galley block switched off

by the galley located emergencyswitch.

1.6 ELECTRICAL


Page 41.6.3 15 MAR 1999

Issue 6


> STBY BUS APU A -- -- -- APU standby BUS unpowered.

> STBY BUS MAIN A -- -- -- MAIN standby BUS unpowered.

–oOo–

1.7 EMERGENCY EQUIPMENT


1 MAY 2002Issue 4

1.7 CNTPage 1

Contents:

1.7.1 GENERAL


1.7.2 OXYGEN SYSTEM


1.1 Cockpit Crew Oxygen System

1.2 Passenger Oxygen System



1.7.3 EVACUATION SIGNAL SYSTEM



1.7.4 SMOKE EVACUATION HANDLE



1.7.5 EMERGENCY ESCAPE DEVICE



1.7.6 FIXED EMEGENCY LOCATOR TRANSMITTER




1. Alerts

–oOo–



Page 21.7 CNT 1 AUG 1994

Issue 1


1.7. EMERGENCY EQUIPMENT


1 AUG 1994Issue 3

1.7.1Page 1


This chapter contains only descriptions of aircraft systems.

For operation and location of loose emergency equipment refer to:– AOM 6.2.1 -- Emergency Equipment Description– AOM 6.2.2 -- Emergency Equipment Location.

For operation of emergency lights refer to AOM 1.1.5 -- Lighting.

–oOo–



Page 21.7.1 1 AUG 1994

Issue 1



1.7.2 Oxygen SystemAircraft Operations Manual 747-400

13 AUG 2001Issue 4

1.7.2Page 1


Oxygen is available from two independent systems:– Cockpit Crew Oxygen System.– Passenger Oxygen System.

The oxygen cylinders for both systems are located in the Lower Forward Cargo Compartment and areprovided with a blow-out plug for protection against excessive pressure.A green oxygen blow-out disc is located at the right forward fuselage to permit outside visual inspectionof the blow-out plug condition.

Oxygen system pressures are displayed on the EICAS Status page.

1.1 COCKPIT CREW OXYGEN SYSTEM

The Cockpit Crew Oxygen System uses diluter demand regulators with full face quick donning oxygen masksat each cockpit station.

Pure (100%) oxygen may be selected.In N(normal) the demanded oxygen is mixed with ambient air. The mixing ratio is dependent on cabinaltitude.The higher the cabin altitude, the more oxygen is supplied.

Selecting EMERGENCY will supply 100% oxygen under pressure at any cabin altitude.

1.2 PASSENGER OXYGEN SYSTEM

The Passenger Oxygen System provides oxygen masks at all crew rest areas (CCR/OCR), cabin crewstations, passenger seats (in Passenger Service Units (PSU) above the seats), galleys, and in all lavatories.

The system activates automatically, if the cabin altitude reaches 14.000 ft or more. It can also be activatedmanually from the cockpit at any cabin altitude.

Upon activation of the system, the flow control units produce a pressure surge, which releases the oxygenmask stowage doors and permits the masks to drop within reach of crew and passengers. Additionally, the’NO SMOKING’ and ’FASTEN SEAT BELT’ signs will illuminate, the ’RETURN TO CABIN’ signs in thelavatories are inhibited, video monitors in the cabin will switch off and the cabin lights will come on bright.

When oxygen is presented in the CCR bunk area, the occupying crew is alerted by an Oxygen Alert IndicatorLight next to each bunk. An aural warning will sound. Masks will be dropped in the aisle. In the CCR seatarea, masks will be dropped from overhead PSUs.

The oxygen flow to a mask begins when the mask is pulled down. The system provides a continuous flow ofpure oxygen. The flow is controlled as a function of cabin altitude. The user of the mask inhales pure oxygenuntil the reservoir bag on the mask is empty, then inhales ambient air during the remainder of the inhalationcycle.

System logic enables reset of passenger oxygen supply only if the cabin altitude is below 12.000 ft.



Page 21.7.2 15 MAY 1996

Issue 4


P

MASK

P

EICASSECONDARY

OXY PR:

CREW 1850 PASS 1850

BLOW OUTPLUGS

RESET

MEDIUM PRESSURE

HIGH PRESSURE

OVERBOARDDISCHARGEPORT (WITHGREEN DISC)

PASS OXYGEN

14,000 FTPNEUMATIC

MASK DROP

FASTEN SEAT BELTS

NO SMOKING

OVERHEADPANEL

CREW &

REGULATORS

FLOWCONTROL

OBSERVER

UNITS

P

CREWOXYGENOXYGEN

PASS

CYLINDERS CYLINDER

PSU

PSU

RELEASE

OXYGEN SYSTEM DIAGRAMLOW PRESSURE

NORM

ON

SHUTOFF VALVEOXYGEN CYLINDER

> CREW OXY LOW

PRIMARY EICAS



15 MAY 1996Issue 4

1.7.2Page 3


AND

TEST

RESET

OXYGEN

MASK100%

PUSH

N

A

STOWED OXYGENMASK/REGULATOR

MASK RELEASE LEVERS (red)

If squeezed and pulled:– Mask releases from stowage box.– Mask harness inflates.– Oxygen flows to regulator.– Flow indicator momentarily shows a yellow

cross.

If released again:– Mask harness contracts, fitting to head and face.

Left container door Right container door

A

TEST/RESET LEVER (springloaded)

If pushed and mask stowed (TEST):– Short burst of oxygen flows to mask.– Flow indicator momentarily shows yellow cross.– Mask mike is activated, boom mike is

de-activated. When a PTT switch is pushed,oxygen flow can be heard over the cockpitspeakers.

If pushed after mask is restowed and the leftcontainer door is closed (RESET):– Oxygen supply is shut-off and OXY ON flag is

removed.– Boom mike is activated, mask mike is

de-activated.

OXYGEN MASK CONTAINER

A transparent protective cover plate is installed ontop of the oxygen mask container.

If left container door is open:– Oxygen flows to regulator and OXY ON flag is

displayed.– Mask mike is activated, boom mike is

de-activated.

If left container door is closed and TEST/RESETlever pressed:– Oxygen supply is shut-off, OXY ON flag

removed.– Boom mike is activated, mask mike is

de-activated.

FLOW INDICATOR

Yellow cross:– Oxygen flow.

Black:– No oxygen flow.



Page 41.7.2 1 AUG 2002

Issue 5

MASK MICROPHONE

The mask mike is activated according to leftcontainer door logic.

REGULATOR

EMERGENCY/TEST SELECTOR

Rotation in direction of arrow provides 100%oxygen under positive pressure.

PRESS TO TEST:When pushed, oxygen flows through regulator.

DILUTER LEVER

N(ormal):Diluted oxygen is available on demand.The higher the cabin altitude, the more oxygen issupplied.

100%:Pure oxygen is available on demand.

HARNESS (shown inflated)

Inflates when Mask Release Levers are squeezed.

MASK VISOR

Equiped with a protective strip of clean plastic onthe top portion of the lens. Strip can be removedusing the tab on the right side in case of icingcauded by special depressurisation.

MASK VISOR

Equiped with a protective strip of clear plastic onthe top portion of the lens. Strip can be removedusing the tab on the right side in case of icingcaused by rapid depressurisation.



1 AUG 1994Issue 1

1.7.2Page 5

GLARESHIELD

STAT P/B

PUSH:– Displays status page on secondary EICAS

display.

A


OXYGEN PRESSURE

– Pressure (in PSI) in the oxygen cilinders.

ON

RESET

NORM

PASS OXYGEN

C

OVERHEAD PANEL

OXY PR:

1850CREW 1850 PASS

B

PASSENGER OXYGEN SWITCH(guarded and springloaded to NORM)

ON:– Oxygen masks are dropped and oxygen flow

will be initiated.

NORM:– Passengers oxygen will be activated

automatically if the cabin altitude is at orabove 14.000 feet.

RESET:– Oxygen will be shut-off electrically, if cabin

altitude is below 12.000 feet.

C

A

B

–oOo–



Page 61.7.2 1 AUG 1994

Issue 1



1.7.2 Oxygen SystemAircraft Operations Manual FREIGHTER

747- 400

1.7.2Page F1

1 MAR 2003Issue 1


Oxygen is available from two independent systems:– Cockpit Crew Oxygen System.– Supernumerary Oxygen System.

1.2 SUPERNUMERY OXYGEN SYSTEM

The supernumerary Oxygen System provides oxygen masks at all crew rest seats, crew rest bunks, andlavatory.

When oxygen is presented in the crew rest bunk area, the occupying crew is alerted by an Oxygen AlertIndicator Light next to each bunk. An aural warning will sound. Two masks will be dropped above the eachbunk.

The supernumerary oxygen system provides 195 minutes of oxygen at a cabin altitude of 25000 ft.


1.7.2 Oxygen SystemAircraft Operations Manual FREIGHTER

747- 400

Page F21.7.2 1 MAR 2003

Issue 1

GLARESHIELD

STAT P/B

PUSH:– Displays status page on secondary EICAS

display.

A


OXYGEN PRESSURE

– Pressure (in PSI) in the oxygen cilinders.

ON

RESET

NORM

SUPRNMRY OXY

C

OVERHEAD PANEL

OXY PR:

1850CREW 1850 PASS

B

SUPERNMRY OXYGEN SWITCH(guarded and springloaded to NORM)

ON:– Oxygen masks are dropped and oxygen flow

will be initiated.

NORM:– Supernumerary oxygen will be activated

automatically if the cabin altitude is at orabove 14.000 feet.

RESET:– Oxygen will be shut-off electrically, if cabin

altitude is below 12.000 feet.

C

A

B

–oOo–


1.7.3 Evacuation Signal SystemAircraft Operations Manual 747-400

1 AUG 1994Issue 4

1.7.3Page 1


An Evacuation Signal System will provide evacuation alerts in the cockpit, at all cabin attendant stations andat the load master’s station. The alerts consist of:– A pulsating horn at all stations.– A flashing amber EVAC light in the cockpit.– A highlighted EVACUATE prompt at each cabin attendant panel, located near each cabin door.

The system is activated when the Evac Signal Command switch in the cockpit is ON.If this switch is in ARM, the system is activated when the Evacuate Command P/B on the cabin attendantpanel at door 11 is pushed.If the Evac Signal Command switch in the cockpit is OFF, the system is de-activated. However, if in this casethe Evacuate Command P/B on the cabin attendant panel at door 11 is pushed, the evacuation signals willbe activated in the cockpit only, as an indication that an evacuation may be required.


A

S

H

EVACPRESS TO TEST

SHUTOFF

HORN

EVACUATION SIGNAL

U

P

ACOMMAND

ARM

OFF

ON

EVAC LIGHT

Flashes amber if:– Evac Signal Command switch ON.– Evac Signal Command switch ARM or OFF and

Evacuate Command P/B on the cabin attendantpanel at door 11 pushed.

– The light is PRESSed TO TEST.

HORN

Produces a pulsating audio tone if:– Evac Signal Command switch ON.– Evac Signal Command switch ARM or OFF and

Evacuate Command P/B on the cabin attendantpanel at door 11 pushed.

HORN SHUTOFF P/B

When pushed silences horn.

EVACUATION SIGNAL COMMAND SWITCH(guarded)

ON:Evacuation signals are activated at all stations.

ARM:Pushing the Evacuate Command P/B on the cabinattendant panel at door 11 activates evacuationsignals at all stations.

OFF:– Evacuation signals are de-activated.– Pushing the Evacuate Command P/B on the

cabin attendant panel at door 11 onlyactivates evacuation signals in the cockpit.



Page 21.7.3 15 MAR 1998

Issue 3

EVACUATE PROMPT

Highlighted if:– Evac Signal Command switch ON.– Evac Signal Command switch ARM and

Evacuate Command P/B is pushed.

EVACUATE COMMAND P/B (guarded)

PUSH:– Activates evacuation signals, provided the

Evac Signal Command switch is in ARM.– Activates evacuation signals in cockpit only

when EVAC SIGNAL command switch in OFF.

CABIN ATTENDANT PANEL AT DOOR 11

COMMAND

EVACUATE

LIGHTS/CHIME

TRESHOLDLIGHT

WORKLIGHT

CHIME OFF

–oOo–


1.7.3 Evacuation Signal SystemAircraft Operations Manual FREIGHTER

747-400

1.7.3Page F1

1 MAR 2003Issue 1


An Evacuation Signal System is not installed.

–oOo–



Page F21.7.3 1 MAR 2003

Issue 1



1.7.4 Smoke Evacuation HandleAircraft Operations Manual 747-400

1 AUG 1994Issue 3

1.7.4Page 1


The smoke evacuation handle provides means for smoke removal from the flightdeck when the airplaneis pressurized. When pulled, it opens a shutter located in the AFT of the flightdeck ceiling. Smoke isremoved due to differential pressure.


A


A

SMOKE EVACUATION HANDLE

PULL:– Opens flightdeck smoke evacuation shutter.– Effective only if airplane pressurized.

–oOo–


1.7.4 Smoke Evacuation HandleAircraft Operations Manual 747-400

Page 21.7.4 1 AUG 1994

Issue 1



1.7.5 Emergency Escape DeviceAircraft Operations Manual 747-400

1 AUG 1994Issue 4

1.7.5Page 1


Six devices are stowed above the first observer station.

Removing one from the container will cause the internally spring-loaded handle to extend and permitsexit without feeling resistance initially, until the device has been carried through the cockpit escape hatch.

Inertial reels limit the speed of descent.


DESCENT LINE CABLEATTACHED TOTHE AIRCRAFTSTRUCTURE

HANDLE GRIP

A

A

–oOo–


1.7.5 Emergency Escape DeviceAircraft Operations Manual 747-400

Page 21.7.5 1 AUG 1994

Issue 1



1.7.5 Emergency Escape DeviceAircraft Operations Manual FREIGHTER

747-400

1.7.5Page F1

1 MAR 2003Issue 1


Eight devices are stowed above the first observer station.

Six emergency escape harnasses are stowed in the Upper Deck cabin. The descent harness is used bydonning the garment, attaching the hook to a descent device, and departing through the overheadescape hatch. The harnesses are stowed in a pouch on the lavatory wall.


DESCENT LINE CABLEATTACHED TOTHE AIRCRAFTSTRUCTURE

HANDLE GRIP

A

A

FASTENING EYE FOR ESCAPE HARNAS

–oOo–


1.7.5 Emergency Escape DeviceAircraft Operations Manual FREIGHTER

747-400

Page F21.7.5 1 MAR 2003

Issue 1



1.7.6 Fixed Emergency Locator TransmitterAircraft Operations Manual 747-400

1 AUG 2002Issue 7

1.7.6Page 1


An ELT is installed forward of door 5 on airplanes delivered after 2001. The ELT is activated by highdeceleration forces, or by setting the ELT switch to ON. The ELT can be deactivated by placing the ELTswitch to RESET.


A

A

ELT

RESETARMEDON

EMERGENCY LOCATOR TRANSMITTER Switch(guarded)

ON:Transmits emergency locator signal.

ARMED:Transmits emergency locator signal if activated byhigh deceleration forces.

RESET:Ends transmission of emergency locator signal.


1.7.6 Fixed Emergency Locator TransmitterAircraft Operations Manual 747-400

Page 21.7.6 1 MAY 2002

Issue 2




1 MAY 2002Issue 1

1.7.7Page 1

1. ALERTS






PASS OXYGEN ON A -- -- -- Passenger oxygen flow control unitactuated.

> CREW OXY LOW A -- -- -- Pressure of crew oxygen at orbelow 500 psi.

> ELT ON A -- -- -- Fixed Emergency LocatorTransmitter activated.

–oOo–



Page 21.7.7 1 MAY 2002

Issue 1




747- 400

1.7.7Page F1

1 MAR 2003Issue 1

1. ALERTS





SUPRNMRY OXYGENON

A -- -- -- Supernumerary oxygen flow controlunit actuated.

–oOo–



747- 400

Page F21.7.7 1 MAR 2003

Issue 1


1.8 FIRE PROTECTION


15 MAY 1995Issue 3

1.8 CNTPage 1

1.8.1 ENGINE FIRE PROTECTION


1.1 Fire Detection System

1.2 Overheat Detection System

1.3 Fire Extinguishing System



1.8.2 APU FIRE PROTECTION


1.1 Fire Detection System




1.8.3 CARGO COMPARTMENT FIRE PROTECTION


1.1 Smoke Detection System




1.8.4 WHEEL WELL FIRE PROTECTION


1.8.5 LAVATORY FIRE PROTECTION


1.1 Lavatory Smoke Detection System

1.2 Lavatory Fire Extinguishing System



1.8.6 CREW REST FIRE PROTECTION


1.1 Cockpit Crew Rest

1.2 Overhead Crew Rest


1. Alerts

–oOo–

1.8 FIRE PROTECTION



Issue 1


1.8. FIRE PROTECTION

1.8.1 Engine Fire ProtectionAircraft Operations Manual 747-400

15 MAY 1995Issue 5

1.8.1Page 1


Each individual engine is provided with a Fire Protection System. The system is divided in a Fire DetectionSystem, an Overheat Detection System and a Fire Extinguishing System. Both detection systems workindependently of each other.

1.1 FIRE DETECTION SYSTEM

The Fire Detection System is composed of two loops (designated loop A and B). The loops are installedparallel to each other in the engine nacelle.

The detector loops are automatically tested during initial airplane power-up and can also be tested manuallyby maintenance.

The detector loops are continuously monitored by a Fire/Overheat Detection Unit:– In normal operation, both loops must detect a fire condition to activate the FIRE ENG (...) warning

alert (AND logic).– If a fault is detected in one of the two loops, the system automatically reconfigures for single loop

operation. The remaining operable loop is then able to provide the necessary signals.– If both fire loops detect a fault, the system is not capable of generating a fire warning alert and the

EICAS advisory alert >DET FIRE/OHT (...) will be displayed.

1.2 OVERHEAT DETECTION SYSTEM

The Overheat Detection System is composed of two loops (designated loop A and B). The loops areinstalled parallel to each other in the engine nacelle.

The detector loops are automatically tested during initial airplane power-up and can also be tested manuallyby maintenance.

The detector loops are continuously monitored by a Fire/Overheat Detection Unit:– In normal operation, both loops must detect an overheat condition to activate the OVHT ENG (...)

NAC caution alert (AND logic).– If a fault is detected in one of the two loops, the system automatically reconfigures for single loop

operation. The remaining operable loop is then able to provide the necessary signals.– If both overheat loops detect a fault, the system is not capable of generating an overheat caution alert

and the EICAS advisory alert >DET FIRE/OHT (...) will be displayed.

1.3 FIRE EXTINGUISHING SYSTEM

Two fire extinguisher bottles (designated A and B) are installed in each wing. They are located in the wingleading edge, just inboard of the inboard engine.

The bottles in the left wing provide extinguishing agent for engines 1 and 2. The bottles in the right wingsupply engines 3 and 4.

One or both bottles may be discharged into either engine on a wing.



Page 21.8.1 15 MAY 1995

Issue 5


AB

DISCH

DISCHBTL B

DISCHBTL A

21BA

DISCH

AFIREEXTBTL

BFIREEXTBTL

FIRE/OVHTDETECTION

UNIT

FIRE EXTINGUISHER BOTTLES

– Two bottles are installed in eachwing.

– Each bottle can be dischargedinto either engine.

FIRE/OVERHEAT DETECTORLOOPS

Two parallel fire detector loops andtwo parallel overheat detectorloops are installed in each enginenacelle.

FIRE/OVERHEAT DETECTION UNIT

– Tests the fire and overheat detector loops during initial power-up and duringmanual test.

– Monitors the fire and overheat detector loops continuously after power-up.– The following alerts can be generated:S FIRE ENG (...) warning alert if:

– Both fire detector loops sense a fire.– One fire detector loop senses a fire and the other senses a fault.

S OVHT ENG (...) NAC caution alert if:– Both overheat detector loops sense an overheat.– One overheat detector loop senses an overheat and the other senses a fault.

S >DET FIRE/OHT (...) advisory alert if:– Both fire detector loops sense a fault.– Both overheat detector loops sense a fault.

– No alerts are generated when only one of the loops is triggered and the othergives no response.

FIRE/FAULTSIGNALS

A

B

A

B

OVERHEAT/FAULT SIGNALS OVERHEAT/FAULT SIGNALS

ENGINE 1 ENGINE 2

NOTE: Left wing shown,right wing similar.

A AB B



15 MAY 1995Issue 7

1.8.1Page 3


A

B

ARMED ARMED

FWD AFT

FWD AFT

1B

2A

DISCH

A B

3B A

4

BTL A BTL BDISCH DISCHBTL A BTL B

DISCHDISCHDISCHDISCH

DISCH

DISCH

CARGO FIRE

DISCH

APU BTLDISCH

APUDISCH

A

B A

C

B

ARMED

MAINDECK

RUN

FUEL CONTROL

RUN1 2 3 4

CUTOFF CUTOFF

BTL A(B) DISCH LIGHT (amber)

Illuminates if pressure of the respective fireextinguisher bottle is low.

ENGINE FIRE HANDLE

IN:– Normal position, mechanically locked.– Lock will be removed automatically:S In case of an engine fire or,S After the Fuel Control Switch has been

selected to CUTOFF.– Lock can be removed manually by pushing the

Lock Override Button.

OUT:– Closes associated Fuel Spar and Engine Fuel

Valves.– Closes associated PRSOV.– Isolates associated IDG from the electrical

system.– Depressurizes and shuts off hydraulic fluid to

associated EDP.– Arms associated squibs in fire extinguisher

bottles.

ROTATE (hold for at least 1 sec):– Discharges selected fire extinguisher bottle into

respective engine nacelle.– Rotating all Engine Fire Handles in the same

direction, will discharge a different fireextinguisher bottle into each engine nacelle.

Illuminates red as long as a fire is detected,irrespective of Engine Fire Handle position.

FUEL CONTROL SWITCH

Illuminates red as long as a fire is detected,irrespective of Fuel Control Switch position.

C

LOCK OVERRIDE BUTTON

PUSH and HOLD:Manually unlocks the associated Engine FireHandle.

–oOo–



Page 41.8.1 15 MAY 1995

Issue 1



1.8.2 APU Fire ProtectionAircraft Operations Manual 747-400

15 MAY 1995Issue 5

1.8.2Page 1


Fire protection for the APU is provided by a Fire Detection System and a Fire Extinguishing System.

Controls and indicators are provided:– In the cockpit– On the APU Ground Control Panel in the RH Body Gear Wheel Well, to alert ground personnel.

1.1 FIRE DETECTION SYSTEM

The Fire Detection System is composed of two loops (designated loop A and B). The loops are installedparallel in the APU compartment.

The detector loops are automatically tested during initial airplane power-up and can also be testedmanually by maintenance.

The detector loops are continuously monitored by a Fire Detection Unit:– In normal operation, either loop detecting a fire condition will activate the FIRE APU warning alert

(OR logic).– If a fault is detected in one of the two loops, the system automatically isolates the faulty loop.

The OR logic implicates that the remaining loop is able to provide the necessary signals.– If both fire loops detect a fault, the system is not capable of generating an APU fire warning alert and

the EICAS advisory alert >DET FIRE APU will be displayed.

When a fire is detected, the APU will shutdown automatically.


One fire extinguisher bottle is installed just in front of the APU firewall. It discharges into the APUcompartment.

If an APU fire is detected on the ground, the fire extinguisher bottle will automatically discharge 10seconds after automatic shutdown.



Page 21.8.2 15 MAY 1995

Issue 4


FIRE DETECTION UNIT

– Tests the fire detector loops during initial power-upand during manual test.

– Monitors the fire detector loops continuously afterpower-up.

– The following alerts can be generated:S FIRE APU warning alert if either fire detector

loop senses a fire.S >DET FIRE APU advisory alert if both fire

detector loops sense a fault.

FIREDETECTION

UNIT

A B

FIRE DETECTOR LOOPS

Two parallel fire detector loops (A and B) areinstalled in the APU compartment.

FIRE EXTINGUISHER BOTTLE

One bottle is installed in front of the APU firewall.

APUFIREEXT BTL



15 MAY 1995Issue 6

1.8.2Page 3


A

A

APU FIRE HANDLE

IN:– Normal position, mechanically locked.– Lock will be removed automatically in case of

an APU fire.– Lock can be removed manually by pushing the

Lock Override Button.

OUT:– Closes APU Fuel Valve.– Closes APU Bleed Air Valve.– Isolates both APU Generators from the

electrical system.– Shuts down APU immediately, if automatic

shutdown has not occurred.– Arms squib in APU fire extinguisher bottle.– Silences horn in wheel well.

ROTATE (hold for at least 1 sec):– Discharges fire extinguisher bottle into APU

compartment.– Handle may be rotated in either direction.

Illuminates red as long as a fire is detected,irrespective of APU Fire Handle position.

ARMED ARMED

FWD AFT

FWD AFT

1B

2A

DISCH

A B

3B A

4



DISCH

DISCH

CARGO FIRE

DISCH

APU BTLDISCH

APUDISCH

B A

ARMED

MAINDECK

C

CLOCK OVERRIDE BUTTON

PUSH AND HOLD:Manually unlocks the APU Fire Handle.

APU BTL DISCH LIGHT (amber)

Illuminates if pressure of the APU fire extinguisherbottle is low.



Page 41.8.2 1 JUN 1999

Issue 6

A APU GROUND CONTROL PANEL(RH BODY GEAR WHEEL WELL)

A

APU FIRE

STOPAPU

EXTINGUISHER

APU FIRE SHUTDOWN MODULE M 869

WARNING HORN

APU FIRE

CONTROLPULL DOWN

PUSH BUTTON

SECONDS

MINIMUM

APU

HOLD 5

APU FIRE WARNING HORN

– An aural warning sounds intermittently if an APUfire is detected on the ground.

– The aural warning can only be silenced by:S Extinguishing the fire.S Pulling the APU Fire Control Handle.S Pulling the APU Fire Handle (cockpit).

APU FIRE LIGHT (red)

Illuminates as long as an APU fire is detected.

APU BOTTLE DISCHARGE P/B

PUSH:Discharges armed APU fire extinguisher bottle intoAPU compartment.

DISCHARGE

APU FIRE

APU STOP P/B

PUSH (minimum 5 sec):Shuts down APU immediately.

APU FIRE CONTROL HANDLE

PULL:– Shuts down APU immediately, if automatic

shutdown has not occurred.– Arms squib in APU fire extinguisher bottle.– Silences APU Fire Warning Horn.

–oOo–


1.8.3 Cargo Compartment Fire ProtectionAircraft Operations Manual 747-400

1 JUN 1999Issue 6

1.8.3Page 1


Fire protection for the Forward, the Aft and (on combi aircraft) the Main Deck Cargo Compartments isprovided by a Smoke Detection System and a Fire Extinguishing System.

1.1 SMOKE DETECTION SYSTEM

The Smoke Detection System is a draw-through air sampling system. Bleed air from the pneumaticsystem is used to create a vacuum, which pulls the sample air through Smoke Detector Modules.Multiple sample air pick-up points are provided in each cargo compartment. The EICAS advisory alert>CARGO DET AIR is displayed if there is insufficient air flow for smoke detection.

Each Smoke Detector Module has two photo-cell detector loops (designated loop A and B).

The Smoke Detector Modules are automatically tested during initial airplane power-up and can also betested manually by maintenance. Only if during a test a fault is detected in one of the loops, the affectedmodule automatically reconfigures for single loop operation. The loops are not monitored for faults afterthe test.Consequently if a loop fails after a test is completed the module cannot provide a smoke signal. After thenext test the module is reconfigured.

During normal operation, both loops of any module must sense smoke to activate a cargo fire warningalert (AND logic). If operating in single loop configuration, the remaining operable loop of that module iscapable of providing the necessary signals.

Forward and Aft Cargo Compartment

Both the Forward and Aft Cargo Compartment are provided with two Smoke Detector Modules.

Main Deck Cargo Compartment (Combi aircraft only)

The Main Deck Cargo Compartment is divided into two zones: MID and AFT. Each zone is provided withtwo Smoke Detector Modules.

Four Cargo Smoke Warning Modules are installed:Two are installed in the passenger cabin, located in the lowered ceiling at the first luggage bin near Door12 and above the LH Cargo Partition Door. Both provide a red light and an intermittent tone wheneversmoke is detected in the Main Deck Cargo Compartment.Two are installed in the Main Deck Cargo Compartment. Both provide an intermittent tone and oneprovides a red light at the loadmaster station when smoke is detected in the Main Deck CargoCompartment.



Four fire extinguisher bottles (designated A, B, C and D) are installed in the Forward CargoCompartment. They provide extinguishing agent for either the Forward or Aft Cargo Compartment.Effective concentration is provided for 195 minutes.

Main Deck Cargo Compartment (Combi aircraft only)

Ten additional fire extinguisher bottles (designated E, F, G, H, J, K, L, M, N and P) are installed in the AftCargo Compartment. Together with the bottles A, B, C and D, they provide extinguishing agent for theMain Deck Cargo Compartment. Effective concentration is provided for 90 minutes.



Page 21.8.3 15 MAY 1995

Issue 5


NOTE: Forward Cargo Compartment shown.Aft Compartment similar.

FWD AFT

MRA

MRA

MAIN

ARMED ARMED

ARMED

DECKMAIN

AFTFWD

A B A B

FORWARD CARGO COMPARTMENT

SMOKEDETECTORMODULE

SAMPLE AIRPICK-UP POINT

FROM CENTERBLEED AIR DUCT

PHOTO-CELLDETECTORLOOPS

C

FIRE

EXT

A D

EXT

FIREFIRE

EXT

FIRE

B

EXT

TIMER TIMER

AFTFWD

DISCH

DISCH

AFTFWD

CARGO FIRE

ARMEDARMED

SMOKE DETECTION UNIT


– Tests the smoke detector loopsautomatically during initial power-upand during manual test.

– Generates FIRE CARGO FWD (AFT)warning alert if in either SmokeDetector Module:S Both loops detect a smoke condition

(normal operation).S One loop detects a smoke condition

and the other is deactivated (singleloop operation).

FWDCARGO

COMPARTMENT

AFTCARGO

COMPARTMENT

FORWARD AND AFT CARGO COMPARTMENT FIRE EXTINGUISHING SYSTEM

FORWARD AND AFT CARGO COMPARTMENT SMOKE DETECTION SYSTEM

MAINA

R

M

A

R

M MAINDECK

ARMED



22 FEB 2001Issue 6

1.8.3Page 3

MAIN DECK CARGO COMPARTMENT FIRE EXTINGUISHING SYSTEM

MAIN DECK CARGO COMPARTMENT SMOKE DETECTION SYSTEM

KLMNP

EXTFIREFIRE

EXTFIREEXT

FIREEXT

FIREEXT

EFGHJ

EXTFIREFIRE

EXTFIREEXT

FIREEXT

FIREEXT

TIMER

DFIREEXTEXT

FIREB CA

FIREEXT

FIREEXT

MAINA

R

M

A

R

M

AFTFWD

ZONE E

A B A B A BA B

FWD AFT

MAINDECK

ARMED

ARMED ARMED


SMOKEDETECTORMODULE

PHOTO-CELLDETECTORLOOPS

BTL BTL BTL BTL BTL BTL BTL BTL BTLBTL

BTL BTL BTL BTL

FROM CENTERBLEED AIR DUCT

SAMPLE AIRPICK-UP POINT


– Tests the smoke detector loops automaticallyduring initial power-up and after manual test.

– Generates FIRE MAIN DECK warning alert if, inboth zones, in either Smoke Detector Module:S Both loops detect a smoke condition (normal

operation).S One loop detects a smoke condition and the

other is deactivated (single loop operation).– Generates FIRE MN DK MID (AFT) warning alert

if, in MID (AFT) zone, in either Smoke DetectorModule:S Both loops detect a smoke condition (normal

operation).S One loop detects a smoke condition and the

other is deactivated (single loop operation).

ZONE EMID AFT

AFTFWD

DISCH

DISCH

AFTFWD

CARGO FIRE

ARMEDARMED

MAINA

R

M

A

R

M MAIN

DECK

ARMED



Page 41.8.3 13 AUG 2001

Issue 5


A

ARMED ARMED

FWD AFT

FWD AFT

1B

2A

DISCH

A B

3B A

4



DISCH

DISCH

CARGO FIRE

DISCH

APU BTLDISCH

APUDISCH

B A

ARMED

MAINDECK

A

CARGO FIRE BOTTLE DISCHARGE P/B(momentary action, guarded)

PUSH:– Discharges armed fire extinguisher bottles into

respective Cargo Compartment.S Forward or Aft Cargo Compartment:

– Bottles A and B immediately.– Bottles C and D after approximately 30

minutes or upon landing, whichevercomes first.

– Bottles C and D maintain a metered flow.– Effective extinguishing agent

concentration is provided for 195 minutes.S Main Deck Cargo Compartment:

– Bottles A, B, C and D immediately.– Bottles E, F, G, H, J, K, L, M, N and P

after approximately 8 minutes.– Bottles E through P maintain a metered

flow.– Effective extinguishing agent

concentration is provided for 90 minutes.– Closes Zone E Distribution Duct Flapper

Valve. (This valve cannot be reset fromthe flight deck.)

DISCH (amber):Illuminates if pressure of any fire extinguisherbottle is low.

FWD/AFT/MAIN DECK CARGO FIREEXTINGUISHING ARMED P/B(alternate action)

PUSH:– All:S Arms respective squibs in fire extinguisher

bottles.S Selects Pack 3 OFF.S Deactivates Upper and Lower Recirculating

FansS Deactivates Gasper Fan.S Deactivates Galley and Lavatory Ventilation

Fans.– Additionally FWD:S Closes Forward Overboard Valve.S Configures Equipment Cooling to OVRD

mode and shuts off airflow and heat intoForward Cargo Compartment.

S Shuts off Forward Cargo Airconditioning.

NOTE: Target temperature remainsdisplayed.

– Additionally AFT:S Opens Forward Overboard Valve.S Configures Equipment Cooling to OVRD

mode and shuts off airflow and heat intoForward Cargo Compartment.

S Shuts off Forward Cargo Airconditioning.

NOTE: Target temperature remainsdisplayed.

S Shuts off Aft Cargo Heat.– Additionally MAIN DECK:S Opens Forward Overboard Valve.

ARMED (white):Illuminates when arming circuit of the respectivesquibs in the fire extinguisher bottles is complete.

FWD/AFT/MAIN DECK (red):Illuminates as long as a smoke condition isdetected in the associated cargo compartment,irrespective of the position of the ExtinguishingArmed and/or Bottle Discharge P/Bs.



1 JUN 1999Issue 2

1.8.3Page 5

DECOMPCARGOSMOKE

PRESS TO TEST

HORN CANCEL

HORN

A B

A

PARTITION B

SIDE CARGODOOR

DOOR 12

C

C

CARGO SMOKE LIGHT (red)

Illuminated when:– Smoke is detected in the main deck cargo

compartment.– The light is pressed to test.

HORN CANCEL P/B

PUSH:Silences horn.

CARGO SMOKE WARNING MODULES INMAIN DECK CARGO COMPARTMENT

C

CARGO SMOKE WARNING MODULE IN CABIN

HORN

CARGO SMOKE WARNING LIGHT / TEST P/B(red, guarded)

Illuminated when smoke is detected in the maindeck cargo compartment.

PUSH (minimum 3 sec.):Tests warning tone.

RESET P/B (momentary action)

PUSH (when tone sounds):Silences horn.

HORN

–oOo–



Page 61.8.3 15 MAY 1995

Issue 1



1.8.3 Cargo Compartment Fire ProtectionAircraft Operations Manual FREIGHTER

747- 400

1.8.3Page F1

1 MAR 2003Issue 1


Fire protection for the Forward and the Aft Cargo Compartments is provided by a Smoke DetectionSystem and a Fire Extinguishing System.

Fire protection for the Main Deck Cargo Compartment is provided by a smoke Detection System and aFire Suppression System

1.1 SMOKE DETECTION SYSTEM


Both the Forward and Aft Cargo Compartment are provided with four Smoke Detector Modules.

Main Deck Cargo Compartment

The Main Deck Cargo Compartment is divided into three zones: FWD, MID and AFT.The Main CargoDeck is equipped with sixteen Smoke Detector Modules.

Crew Rest Smoke Detection

Smoke detectors are installed in crew rest bunk area’s. An aural warning sounds in the crew restcompartment when smoke is detected in that compartment. Furthermore the crew rest airconditioning willbe shut down. The system can be reset at the Upper Deck Cabin Services Module.

Lavatory smoke detection

A smoke detector is installed in the lavatory. An aural warning sounds when smoke is detected in thelavatory


Forward and Aft Cargo Compartment fire extinguishing system

Four fire extinguisher bottles (designated A, B, C and D) are installed in the Forward CargoCompartment. They provide extinguishing agent for either the Forward or Aft Cargo Compartment.Effective concentration is provided for 210 minutes.

Main Deck Cargo Compartment suppression system

The Main Deck cargo compartment is not equipped with fire extinguishing equipment. Pushing the theswitch configures equipment cooling to a closed loop and turns off two packs and airflow to all cargocompartments. Subsequently pushing the CARGO FIRE DEPRESS/DISCH switch opens the outflowvalves to initiate a controlled cabin depressurisation of 2000 ft/min to an altitude of 25000 ft.



747- 400

Page F21.8.3 1 MAR 2003

Issue 1


A

ARMED ARMED

FWD AFT

FWD AFT

1B

2A

DISCH

A B

3B A

4



DISCH

CARGO FIRE

DISCH

APU BTLDISCH

APUDISCH

B A

ARMED

MAINDECK

A

CARGO FIRE DEPRESS/DISCH P/B(momentary action, guarded)

PUSH:– Maindeck Cargo Compartment:S Opens both outvlow valvesS Controlled cabin depressurization to an

altitude of 25000 ft– Forward or Aft Cargo Compartment:S Discharges armed fire extinguisher bottles

into respective Cargo Compartment.S Bottles A en B immediately.S Bottles C and D after approximately 30

minutes or upon landing, wichever comesfirst.

S Bottles C and D maintain a metered flow.S Effective extinguishing agent concentration

is provided for 210 minutes.

DISCH (amber):Illuminates if pressure of any fire extinguisherbottle is low.

FWD/AFT/MAIN DECK CARGO FIREEXTINGUISHING ARMED P/B(alternate action)

PUSH:– All:S Shuts down two packs.S Deactivates Galley and Lavatory Ventilation

Fan.S Configures Equipment Cooling to OVRD

mode and shuts off airflow and heat intoForward and AFT Lower Lobe CargoCompartment.

– Additionally FWD & AFT:S Arms respective squibs in fire extinguisher

bottles.S Closes Forward Overboard Valve.S Shutts off AFT Cargo Heat.

– Additionally MAIN DECK:S Opens Forward Overboard Valve.

ARMED (white):Illuminates when arming circuit of the respectivesquibs in the fire extinguisher bottles is complete.

FWD/AFT/MAIN DECK (red):Illuminates as long as a smoke condition isdetected in the associated cargo compartment,irrespective of the position of the ExtinguishingArmed and/or Bottle Discharge P/Bs.

DEPRESS

DEPRESS/ DISCHARM

A

MR

MAIN



747- 400

1.8.3Page F3

28 JUN 2004Issue 2

Main Deck Cargo compartment Fire Warning

On the Main Deck, eight warning units are installed (forward of the wing, on left and right sidewallpanels).

Each warning unit has the following functions:– The rotating beacon is illuminated and the horn produces a continuous HI--HI chime in case of a Main

Deck smoke warning or in case of a decompression.– The rotating beacon is illuminated when the seat belts sign is selected ON.

All eight horns can be silenced simultaneously with a reset switch, which is installed on each unit.

Main Deck Cargo Compartment Fire Warning Horn and Switch

–oOo–



747- 400

Page F41.8.3 1 MAR 2003

Issue 1



1.8.4 Wheel Well Fire ProtectionAircraft Operations Manual 747-400

15 MAY 1995Issue 4

1.8.4Page 1


The body and wing gear wheel wells are provided with a Fire Detection System, consisting of a singledetector loop.

The detector loop can only be tested manually.

If during this test a fault is detected in the loop, no back-up loop is available.

If a fire condition in any main gear wheel well is sensed by the detector loop, a FIRE WHEEL WELLwarning alert is activated. No extinguishing system is installed in the wheel wells.

–oOo–


1.8.4 Wheel Well Fire ProtectionAircraft Operations Manual 747-400

Page 21.8.4 1 MAY 1993

Issue 1



1.8.5 Lavatory Fire ProtectionAircraft Operations Manual 747-400

1 JUN 1999Issue 7

1.8.5Page 1


1.1 LAVATORY SMOKE DETECTION SYSTEM

An ionization-type smoke detector is installed in the ceiling of each lavatory. A smoke detector isconnected to its associated Lavatory Smoke Detection Panel.

Depending on the configuration of the aircraft, four (All pax aircraft) or three (Combi aircraft) LavatorySmoke Detection Panels are installed in the cabin.– The first panel is located in the Upper Deck Galley and monitors the Upper Deck lavatories.– The second, third (and fourth) panels are located above the door of the cartlift in Galley 4 and monitor

the Main Deck lavatories.

If smoke in a lavatory is detected, the cabin crew is alerted by:– A flashing red warning light on the outside of the affected lavatory.– A red indicator light on the Lavatory Smoke Detection Panel, identifying the affected lavatory.– An intermittent high pitch tone from the horn on the Lavatory Smoke Detection Panel.

The EICAS caution alert >SMOKE LAVATORY will be displayed.

1.2 LAVATORY FIRE EXTINGUISHER SYSTEM

All lavatory waste containers are equipped with a fire extinguisher bottle. It is installed beneath thelavatory wash basin. The bottle will automatically discharge its extinguishing agent, whenever a fire isdetected in the waste container. A temperature strip inside the waste container indicates if the bottle hasbeen discharged.

A lavatory Fire Bottle Low Pressure Indication Light is installed in conjunction with a Lavatory Fire BottleLow Pressure Indication.The system consists of a low pressure sensor in the extinguisher bottle and an amber low pressure lightabove the lavatory door.The illumination of the light will not activate the smoke detection panels in the galley’s nor generate anaural warning.


1.8.5 Lavatory Fire ProtectionAircraft Operations Manual 747-400

Page 21.8.5 1 JUN 1999

Issue 3


LAVATORY

FIRE EXTINGUISHER BOTTLE

WASTE CONTAINER

LAVATORY SMOKEDETECTOR

ACCESS TO WASTECONTAINER


LAVATORY SMOKE DETECTION

Horn

POS 1

POS 2

POS 3

POS 4

POS 5

POS 6

horn-off

reset

testHORN-OFF P/B

PUSH:Silences the horn after a minimum of 3 tonecycles.

RESET P/B

PUSH:Resets detection system only if horn-off P/B ispushed first.

TEST P/B

PUSH:Tests the smoke detection system connected tothe panel.

LAVATORY SMOKE DETECTION PANEL

INDICATOR LIGHT (RED)

Illuminates if smoke is detected at the respectiveposition.

LAVATORY POSITION

Position of related toilet can be verified on decalnext to detection panel.

–oOo–


1.8.6 Crew Rest Fire ProtectionAircraft Operations Manual 747-400

1 FEB 2002Issue 7

1.8.6Page 1


1.1 COCKPIT CREW REST

The Cockpit Crew Rest (CCR) is provided with a Smoke Detection System. Fire extinguishing can only beaccomplished by means of portable equipment.

The Smoke Detection System consists of two battery operated ionization-type smoke detectors. They areinstalled on the ceiling of the CCR, one in the seat area, the other in the bunk area. A low batterycondition is indicated by an intermittent pitch tone, sounding once a minute.

If smoke in the CCR is detected, the occupying crew will be alerted by a pulsating high pitch tone from thesmoke detector.

There is no cockpit indication on EICAS and no indication on the smoke detection panel in the upper deckgalley. There is no horn-off function on the smoke detector.

1.2 OVERHEAD CREW REST

The Overhead Crew Rest (OCR) is provided with a Smoke Detection System. Fire extinguishing can onlybe accomplished by means of portable equipment.

The Smoke Detection System consists of five ionization-type smoke detectors:– Four are installed on the ceiling of the OCR.– One is installed in the OCR entry closet of the stairway area.

All smoke detectors are connected to:– An Alert Signal Panel, located in the OCR on the RH side top of the stairway.– An OCR Smoke Detection Panel, located above the door of the cartlift in Galley 4.– The EICAS caution alert > SMOKE CREW REST.

If smoke in the OCR is detected, the cabin crew is alerted by:– A SMOKE WARNING sign on the Alert Signal Panel.– Red indicator lights on the OCR Smoke Detection Panel and above the OCR entry door.– Aural warnings from the horns on the Alert Signal Panel and the Smoke Detection Panel.– The OCR ceiling lights coming on bright.

–oOo–


1.8.6 Crew Rest Fire ProtectionAircraft Operations Manual 747-400

Page 21.8.6 1 MAY 1993

Issue 2



1.8.6 Crew Rest Fire ProtectionAircraft Operations Manual FREIGHTER

747- 400

1.8.6Page F1

1 MAR 2003Issue 1


1.1 UPPER DECK CREW REST BUNK AREA

The Upper Deck Crew Rest Bunk Area is provided with a Smoke Detection System.Fire extinguishing can only be accomplished by means of portable equipment.

Each crew rest bunk is equipped with a smoke detection unit.

If smoke in the Upper Deck Crew Rest Bunk Area is detected, the occupying crew will be alerted by apulsating high pitch tone from the smoke detector.

The EICAS caution alert >SMOKE CREW REST will be displayed.

–oOo–


1.8.6 Crew Rest Fire ProtectionAircraft Operations Manual FREIGHTER

747- 400

Page F21.8.6 1 MAR 2003

Issue 1


1.8 FIRE PROTECTION


28 JUN 2004Issue 8

1.8.7Page 1

1. ALERTS





FIRE APU WWARNING

BAPUDISCH APU fire.

FIRE CARGO FWD(AFT)

WWARNING

B FWD

ARMED

AFT

ARMED

Smoke detected in forward or aftcargo compartment.

FIRE ENG (...) WWARNING

B 4

DISCHB A Engine (...) fire.

FIRE MAIN DECK WWARNING

B MAIN

ARMED

DECK

Smoke detected in any zone ofmain deck cargo compartment(combi aircraft only).

FIRE WHEEL WELL WWARNING

B-- Fire in main gear wheel well.

OVHT ENG (...) NAC CCAUTION b

-- Engine (...) nacelle overheat.

> SMOKE CREW REST CCAUTION b

– in OCR.– aboveOCRdoor.

– galley 4.

Smoke detected in OCR.

> SMOKE LAVATORY CCAUTION b

outsideabovetoiletdoor

Smoke detected in lavatory.

> BOTTLE LOW APU A -- -- APU BTLDISCH Low pressure of APU fire

extinguisher bottle.

> BTL LO L (R) ENG A(B)

A -- -- BTL ADISCH

BTL BDISCH Low pressure of A (B) engine fire

extinguisher bottle in left (right)wing.

1.8 FIRE PROTECTION


Page 21.8.7 1 JUN 1999

Issue 8


> CARGO DET AIR A -- -- -- Insufficient vacuum for cargosmoke detection system(requires any two enginesrunning).

> CGO BTL DISCH A -- --DISCH

– Low pressure of A and Bcargo fire extinguisherbottles.

– Low pressure of anyindividual cargo fireextinguisher bottle when onthe ground.

> DET FIRE APU A -- -- -- APU fire loops A and B failure.

> DET FIRE/OHT (...) A -- -- -- – Fire loops A and B engine (...)failure.

– Overheat loops A and Bengine (...) failure.

–oOo–

1.8 FIRE PROTECTION


747- 400

1.8.7Page F1

28 JUN 2004Issue 2

1. ALERTS






FIRE MAINDECK WWARNING

B MAIN

ARMED

DECK

Smoke detected in more than twozones of main deck cargocompartment.

FIRE MN DK FWD (MID)(AFT)

WWARNING

B MAIN

ARMED

DECK

Smoke detected in fwd (mid) (aft)zone of main deck cargocompartment.

> SMOKE CREW REST CCAUTION b

– abovecockpitcrewrestbunk.

Smoke detected in the crew restbunk area.

–oOo–

1.8 FIRE PROTECTION


747- 400

Page F21.8.7 1 MAR 2003

Issue 1


1.9 FLIGHT CONTROLS


1 SEP 1993Issue 4

1.9 CNTPage 1

1.9.1 GENERAL




1.9.2 ROLL CONTROL




1.9.3 PITCH CONTROL




1.9.4 YAW CONTROL




1.9.5 FLAPS




1.9.6 SPEEDBRAKES AND GROUND SPOILERS




1.9.7 STALL WARNING



1. System Display

2. Alerts

–oOo–

1.9 FLIGHT CONTROLS


Page 21.9 CNT 1 SEP 1993

Issue 1


1.9. FLIGHT CONTROLS


22 FEB 2001Issue 7

1.9.1Page 1


Control of the aircraft is achieved by:

The primary flight controls:

S Inboard and outboard ailerons.S Flight spoilers.S Inboard and outboard elevators.S Upper and lower rudder.

The secondary flight controls:

S Horizontal stabilizer.S Leading edge flaps.S Inboard and outboard trailing edge flaps.S Speedbrakes.S Ground spoilers.

All flight controls (except the leading edge flaps) are actuated by independent hydraulic systems.S The ailerons, elevators and rudders use hydraulic systems 1, 2, 3 and 4.S The spoiler system uses hydraulic systems 2, 3 and 4.S The horizontal stabilizer uses hydraulic systems 2 and 3.S The trailing edge flaps use hydraulic systems 1 and 4.

There is no manual backup for ailerons, elevators and rudders. Load feel is artificial.

The mechanical control linkages of ailerons, elevators and rudders incorporate shear-outs. If a flightcontrol jam occurs, control may be partially regained after a significant force is applied to the controls.

No trim tabs are installed on the control surfaces. Aileron and rudder trim is accomplished by electrical trimactuators, which shift the neutral position of the associated feel mechanisms.Pitch trim is accomplished by repositioning of the horizontal stabilizer.

The leading edge flaps are pneumatically actuated.As a backup, trailing edge and leading edge flaps can be operated electrically.

Flight control surface positions are displayed on the EICAS SEC ENG page. A full scale indicationcorresponds to the maximum surface deflection.

The autopilots send electrical commands to their associated hydraulic actuators. Actuator output isintroduced into the mechanical linkage of the primary flight controls. Autopilot actuator output can beoverridden with some force by the cockpit crew.

Eight guarded Flight Control Shutoff Switches, located on the overhead maintenance panel, control hydraulicpressure to:S the elevators and rudders (tail switches).S the ailerons and spoilers (wing switches).In the NORM position (guarded), hydraulic pressure is available for the respective flight controls.



Page 21.9.1 1 NOV 1994

Issue 4


GROUND SPOILERS

LEADING EDGE FLAPS

RUDDERLOWER

RUDDERUPPER

INBOARD

AILERONINBOARD

AILERONOUTBOARD

ELEVATOROUTBOARD

ELEVATORINBOARD

TE FLAP

TE FLAPOUTBOARD

STABILIZER

FLIGHT CONTROL SURFACE LOCATIONS

FLIGHTSPOILERS

SPEED BRAKES



1 JUN 1999Issue 3

1.9.1Page 3


A

TAIL SWITCHES (Guarded)

Control respective hydraulic system pressure toelevators and rudders.

WING SWITCHES (Guarded)

Control respective hydraulic system pressure toailerons and spoilers.

VALVE CLOSED LIGHTS (Amber)

Illuminate when the respective hydraulic systemFlight Control Shutoff Valve is not fully open.

A2 43

NORM

OFFSHUT

NORM

OFFSHUT

FLT CONTROL HYD POWER

TAIL

WING

CLOSEDVALVE

CLOSEDVALVE

CLOSEDVALVE

CLOSEDVALVE

CLOSEDVALVE

CLOSEDVALVE

CLOSEDVALVE

1

CLOSEDVALVE

–oOo–



Page 41.9.1 1 JUN 1999

Issue 1


1.9 FLIGHT CONTROLS

1.9.2 Roll ControlAircraft Operations Manual 747-400

22 FEB 2001Issue 5

1.9.2Page 1


The roll control surfaces on each wing are:– Two ailerons, one inboard and one outboard, each powered by two hydraulic actuators.– Five flight spoilers, each powered by one hydraulic actuator.

Control wheel inputs are mechanically transmitted via a trim and feel mechanism to:– the actuators of the inboard ailerons directly.– the actuators of the outboard ailerons via an electrically operated aileron lockout system.– the spoiler mixers.

The aileron lockout system unlocks the outboard ailerons when the leading edge flaps are extended or theairspeed is below 232 kt IAS/M.51. The outboard ailerons are locked again, when the leading edge flaps areretracted and the airspeed is above 238 kt IAS/M.53.

The spoiler mixers mechanically transmit control wheel inputs and speedbrake lever signals to the flightspoiler actuators. Control wheel movement in excess of approximately 8 degrees from neutral, or 1 unit oftrim, activates flight spoilers. The spoiler actuators are designed to allow spoiler blow down with increasingspeed and prevent spoiler float when no hydraulic pressure is available.

In case of a jammed cable system on one side, an override mechanism enables normal operation of theailerons of the opposite side and operation of half of the flight spoilers. This may require application of asignificant force to the unaffected control wheel.

Two Aileron Trim Switches are located on the pedestal. When both switches are pushed in the desireddirection, electrical trim actuators reposition the neutral point of the trim and feel mechanism.With hydraulic pressure available, the control wheels will respond accordingly.If hydraulic pressure is not available, the neutral point will still be repositioned, however the controlwheels will not move. When hydraulic pressure is restored, this will result in a control wheel deflection.An Aileron Trim Indicator is located on both control columns.

Position transmitters are installed on all four ailerons and spoilers panels 4 and 12.

Autopilot actuators drive the complete roll control linkage.

1.9 FLIGHT CONTROLS


Page 21.9.2 1 NOV 1994

Issue 3


ROLL CONTROL DIAGRAM

Position Transmitter

Override mechanism

2 Actuator with associated hydraulic system pressure

LOCKOUTDEVICE

LOCKOUTDEVICE

RIGHTSPOILERMIXER

LEFTSPOILERMIXER

LEFTAUTOPILOT

RIGHTAUTOPILOT

CENTERAUTOPILOT

SPEEDBRAKELEVER

TRIMSWITCHES

OVERRIDE

FEELANDTRIM

LEFTWNGDOWN

RIGHTWINGDOWN

AILERON

M

1.9 FLIGHT CONTROLS


1 SEP 1993Issue 3

1.9.2Page 3


A

B

A

B

AILERON TRIM SWITCHES(Springloaded to neutral)

– Both switches must be pushed simultaneously totrim ailerons in desired direction.

AILERON TRIM INDICATOR

– Indicates units of aileron trim.

AILERON

LEFT

WING

DOWN

RIGHT

WING

DOWN

AISLE STAND

–oOo–

1.9 FLIGHT CONTROLS


Page 41.9.2 1 SEP 1993

Issue 4



1.9.3 Pitch ControlAircraft Operations Manual 747-400

22 FEB 2001Issue 6

1.9.3Page 1


The pitch control surfaces on the aircraft are:S Four elevators, two inboard and two outboard. Each inboard elevator is powered by a dual hydraulic

actuator. Each outboard elevator is powered by one hydraulic actuator.S One adjustable horizontal stabilizer, powered by two hydraulic actuators.

Elevators

Control column inputs are transmitted by mechanical linkage through a feel mechanism to a dual hydraulicactuator at each inboard elevator. Each dual actuator uses two hydraulic systems.Each inboard elevator is mechanically linked to the actuator of its adjacent outboard elevator, resulting insimultaneous movement of all surfaces. Shear-outs rivets are only installed between the inboard andoutboard elevator, which allow regaining control after a jammed outboard elevator.

Artificial feel is provided by the elevator feel mechanism. A dual computer modulates hydraulic pressureinputs from hydraulic systems 2 and 3 to modify existing spring forces in the feel mechanism proportional toairspeed and stabilizer position. Failure of one hydraulic system does not affect feel forces. If both hydraulicsystems fail, feel force degrades to basic spring force reaction.

Position transmitters are installed on the left and right outboard elevator.

Autopilot actuators drive the complete elevator control linkage.

Horizontal Stabilizer

Control Wheel Stabilizer Trim Switch inputs are processed by two Stabilizer trim/Rudder ratio Modules(SRMs). The SRMs provide protection against unscheduled stabilizer trim and determine rate of trim,dependent on airspeed.

Output of each SRM controls solenoid valves in its associated Stabilizer Trim Control Module (STCM).Hydraulic pressure to the STCMs is controlled by two guarded Stab Trim Cutout Switches located on thepedestal. Each STCM routes hydraulic pressure to a trim actuator. Outputs of the two trim actuators aremechanically summed to drive the stabilizer.

The trim rate determined by the SRMs, is high when the airspeed drops below 220 kt IAS and low when theairspeed exceeds 230 kt IAS. If only one STCM is operating (single channel trim), trim rate is half of the trimrate with both STCMs operating (dual channel trim).

Alternate Stabilizer Trim Switches, located on the pedestal, bypass the SRMs and directly control bothSTCMs. They also provide an increased range of stabilizer travel.

Movement of the control columns opposite to a trim command will stop stabilizer trim. This control columncutoff function does not affect alternate stabilizer trim inputs.

Left and right autopilot commands are introduced into the left and right SRMs respectively. Center autopilotcommands are normally introduced into the left SRM, but when this one fails, into the right SRM.Single and triple autopilot engagement results in single channel trim.Dual autopilot engagement results in dual channel trim to insert a trim bias in order to assure a pitch upmovement when one or both channel(s) disconnect below 500 ft.

Stabilizer position is shown on electrically operated Stabilizer Trim Indicators located on either side of thepedestal. An green band indicator displays three bands to indicate allowable stabilizer position range fortake-off.The individual bands (aircraft-nose-down / mid / aircraft-nose-up) are automatically selected when the pilotinserts aircraft center of gravity, weight and take-off thrust deration data into the FMC. To crosscheck that thecorrect stab green band has been selected, the selection is then compared with inputs from a nose gearpressure switch.

If the stabilizer is trimmed outside the displayed green band, the Take-off Configuration Warning will beactivated when thrust on engine 2 or 3 is increased to the take-off range.



Page 21.9.3 1 NOV 1994

Issue 3


ELEVATOR CONTROL DIAGRAM



3

4

1

2

1 4

HYD SYS 3

HYD SYS 2

ELEVATORFEEL

AIRSPEED

STABILIZER POSITION

LEFTAUTOPILOT

CENTERAUTOPILOT

RIGHTAUTOPILOT



1 NOV 1994Issue 3

1.9.3Page 3

STABILIZER CONTROL DIAGRAM

TRIMACTUATOR

TRIMACTUATOR

LEFTSTABILIZER

TRIMCONTROLMODULE(STCM)

RIGHTSTABILIZER

TRIMCONTROLMODULE(STCM)

ONCUTOUT

ONCUTOUT

STAB TRIM

AUTO

CUT OUT

HYD SYS 3 HYD SYS 2

AUTO AUTOCONTROLCOLUMNCUTOFF

CONTROLCOLUMNCUTOFF

AUTO AUTO

LEFTSTAB TRIM/

RUDDER RATIOMODULE(SRM)

RIGHTSTAB TRIM/

RUDDER RATIOMODULE(SRM)

AIRSPEEDAIRSPEED

LEFTAUTOPILOT

CENTERAUTOPILOT

RIGHTAUTOPILOT

ALTERNATE STABILIZERTRIM SWITCHES

CONTROLWHEELSTABILIZER

TRIM SWITCHES



Page 41.9.3 1 JUN 1999

Issue 5


–oOo–

A

B C

CONTROL WHEEL STABILIZER TRIM SWITCHES(Springloaded to neutral)

– Both switches on a control wheel must be movedsimultaneously to trim the stabilizer in the desireddirection.

– No trim is commanded if the trim switches on theleft and right control wheel are moved to oppositedirections.

– Trim signals are processed by both SRMs.– If a single autopilot is engaged, switch operation

causes autopilot disengagement.– In case of multi autopilot engagement, trimming

with these switches is inhibited.

ALTERNATE STABILIZER TRIM SWITCHES(Springloaded to neutral)

– Both switches must be moved simultaneously totrim stabilizer in desired direction.

– Bypass the SRMs.– Override autopilot trim commands and do not

cause A/P disengagement.

STAB TRIM CUTOUT SWITCHES (Guarded)

ON:– Respective hydraulic system pressure is

admitted to the STCM.– No automatic cutout occurs if unscheduled

stabilizer trim is detected.

AUTO (guarded position):– Respective hydraulic system pressure is

admitted to the STCM.– System pressure is automatically cut out if

unscheduled stabilizer trim is detected.– If automatic cutout has occurred, system

pressure remains shut off, until the switch isplaced in ON.

CUTOUT:– Respective hydraulic system pressure to the

STCM is cutout.

A

C

B

N

T

L

A

N

T

L

A

APL NOSE DN

APL NOSE UPCUT OUT

2 -- ON -- 3

STAB TRIM

O

T

U

A

6

8

10

12

4

APLNOSEDN

OFF

APL

UP

STAB

RIM

T

1415NOSE

2

0

STABILIZER TRIM INDICATOR

– Indicates stabilizer position in units of trim.– Green bands indicate allowable stabilizer position

range for take-off.– Mid green band continuously displayed.– Aircraft-nose-down or aircraft-nose-up green

bands displayed, depending on FMS insertedTOMAC (on ground only).

– Off flag is in view, if the trim indicator isinoperative.


1.9.4 Yaw ControlAircraft Operations Manual 747-400

15 MAR 2001Issue 6

1.9.4Page 1


The vertical stabilizer is provided with an upper and lower rudder, powered by respectively three and twohydraulic actuators. One actuator can adequately control its related rudder. The actuators are mechanicallycontrolled by dual interconnected and adjustable rudder pedals.

Artificial feel is provided by a single feel and trim mechanism.

Airspeed information from the Air Data Computers is provided to the Stabilizer trim/Rudder ratio Modules(SRMs). The Rudder Ratio Changer (RRC) control circuits in the SRMs command the RRC actuators to varythe input from the rudder pedals to the hydraulic rudder actuators. So, as airspeed increases, rudderdeflection is gradually reduced, while rudder pedal travel is not limited. This way the aerodynamic effect of acertain rudder pedal input is always the same, irrespective of airspeed, and the vertical stabilizer is protectedagainst stresses which can result from large rudder deflections at high airspeed.

If an RRC fails, the response of the respective rudder to pedal inputs remains the same as it was when thefailure occurred, regardless of changes in airspeed. For the affected rudder, full deflection may not beavailable at low airspeeds or excessive deflection could result from pedal inputs at high airspeeds. Theoperable RRC still fully controls its associated rudder.

Position transmitters for EICAS surface position indicator are installed on the upper and lower rudder.

A Rudder Trim Selector on the pedestal electrically changes the neutral position of the feel and trimmechanism. Rudder trim is indicated on the Rudder Trim Indicator. A Rudder Trim Center P/B returns, ifactivated, the rudder trim to zero. Maximum trim is 80% of available rudder travel.

Each rudder is provided with an independent yaw damper system.(For system description, refer to AOM 1.3.4)



Page 21.9.4 1 JUN 1999

Issue 5


RUDDER CONTROL DIAGRAM



LOWER

ON

INOP

M

M

2

LOWER

CONTROLLER

DAMPER

YAW

3

CHANGER

UPPER

RATIO

RUDDER

M

AND

TRIM

FEEL

CONTROLLER

DAMPER

YAW

UPPER

3

UPPER

1

4

3

2

INOP

ON

CTR

CENTER

NOSE

LEFT

RUDDER TRIM

NOSE LEFT NOSE RIGHTUNITS

0510 5 10

NOSE

RIGHTR

EDDU

R

AIRSPEED

AIRSPEED

RIGHTAUTOPILOT

CENTERAUTOPILOT

LEFTAUTOPILOT

(SRM-L)

CHANGER

LOWER

RATIO

RUDDER

(SRM-R)



15 MAY 1996Issue 4

1.9.4Page 3


A

CTR

CENTER

NOSE

LEFT

NOSE

RIGHT

RUDDER TRIM

NOSE LEFT NOSE RIGHTUNITS

0510 5 10

R

EDDU

R

AISLE STAND

RUDDER TRIM INDICATOR

– Indicates units of rudder trim.– OFF is displayed when electrical power is not

available.

RUDDER TRIM SELECTOR(Springloaded to neutral)

ROTATE:– Trims rudder in desired direction.– If Rudder Trim Center P/B was pushed, stops

rudder trim movement.

RUDDER TRIM CENTER P/B

– When pushed, moves rudder trim to zero.When pushed again, stops rudder trim movement.When rudder trim is zero, P/B is deactivated.

– CTR light illuminates when trim is moving to zero.

A

OFF

–oOo–



Page 41.9.4 1 SEP 1993

Issue 4



1.9.5 FlapsAircraft Operations Manual 747-400

15 MAY 1996Issue 5

1.9.5Page 1


Each wing is provided with Leading Edge (LE) flaps and Trailing Edge (TE) flaps.S The LE flaps consist of three groups on each wing. The outboard section is designated group 1, the

midspan section is group 2 and the inboard section is group 3.Groups 1 and 2 are formed by eleven sets of variable camber flaps on each wing.Group 3 is formed by three sets of Krueger flaps on each wing.

S The TE flaps consist of two groups on each wing. Both the inboard and outboard sections are tripleslotted Fowler flaps.

Flap lever position is transmitted to three identical Flap Control Units (FCUs), which sequence and monitorflap operation. They provide asymmetry protection, control the flap load relief function and provide flapposition information to EICAS and other systems. Normally the FCUs operate in the Primary control mode,but will automatically revert to Secondary control mode when a failure occurs. Secondary mode operation ismuch slower than Primary mode operation.

Flap and flap lever position are indicated on the primary EICAS display.10 Seconds after all flaps are fully retracted, the entire indication is removed from view,

Primary and Secondary LE flap operation

In the Primary control mode:S the LE flaps are driven pneumatically from the bleedair duct.S the LE flap groups 2 and 3 retract, if reverse thrust levers 2 & 3 or 1 & 4 are pulled to the interlock

position.

If any LE flap group fails to move to the commanded position, the FCUs automatically switch after 35seconds to the Secondary mode for the respective LE flap group and its opposite group, driving the flapsthrough electric motors. If a failure occurs in LE flap group 2 or 3, both groups 2 and 3 and their oppositegroups switch to the Secondary mode.However, due to the rapid rate of Primary mode flap movement, the non-affected side will already be fullyextended or retracted, before switching to Secondary mode. This configuration will require only a slightcontrol wheel action.The LE flap groups remain in the Secondary mode, until the flaps reach the commanded position.

Primary and Secondary TE flap operation

In the Primary control mode the inboard TE flaps are operated by hydraulic system 1 and the outboardTE flaps by hydraulic system 4.

If any inboard or outboard TE flap fails to move to the commanded position, the FCUs automatically switch tothe Secondary mode for the respective TE flap and its opposite group, driving the flaps through electricmotors.If the inboard or outboard TE flaps are driven in the Secondary mode due to a lack of hydraulic systempressure, the FCUs automatically switch back to Primary mode operation when hydraulic pressure isrestored.However, if the respective TE flaps are driven in the Secondary mode with hydraulic pressure available, theFCUs will switch back to Primary mode operation, after the applicable TE flap group is fully retracted.

If a TE flap asymmetry is detected, operation of the asymmetric flap group is immediately shut down,whether in Primary or Secondary mode.

The flap load relief function of the FCUs protects the TE flaps from excessive structural loads.If flap airspeed limits are exceeded with the flap lever in the 25 or 30 position, the flaps automatically retractto the 20 or 25 position. They extend back to the selected position when the airspeed is sufficiently reduced.Flap load relief is only available in the Primary control mode.



Page 21.9.5 1 JUN 1999

Issue 5

Alternate flap operation

An Alternate control mode, which bypasses the FCUs, can be selected manually.All flaps are electrically operated by a simplified control system.Maximum TE flap extension is 25. No asymmetry protection and no flap load relief are provided.


LEADING EDGE FLAPS CONTROL DIAGRAM

M(ELECTRIC)

SECONDARY/ALTERNATE MODE

(PNEUMATIC)

PRIMARY MODE

GROUP 1

GROUP 2

GROUP 3

ALTN

ARM

(3)

UNITS

CONTROL

FLAP

EXT

OFF

RET

ALTN FLAPS

TO

FLAPS

LEADING EDGEFLAP DRIVE UNIT

BLEED

AIR



15 MAY 1996Issue 4

1.9.5Page 3

TRAILING EDGE FLAPS CONTROL DIAGRAM

SECONDARY/ALTERNATE MODE

PRIMARY MODE

(ELECTRIC)

(HYDRAULIC)

HYD SYS 4

FLAP

UNIT

DRIVE

OUTBD

FLAP

INBD

DRIVE

UNIT

HYD SYS 1

HYD

PRESS

TO

FLAPS

FLAP DRIVE UNITTRAILING EDGE

M

FLAP

CONTROL

UNITS

(3)TO RIGHTOUTBD FLAP

TO RIGHTINBD FLAP

ALTN FLAPS

OFF

EXT

ARM

ALTN

RET



Page 41.9.5 15 MAY 1996

Issue 5


B

FLAPS RETRACTEDTRAILING EDGE

RETRACTEDALL FLAPS

ALL LEADING

RANGE

RANGELANDING

TAKEOFF

EXTENDEDGROUPSEDGE FLAP

INBOARD AND MIDSPANLEADING EDGE FLAPGROUPS EXTENDED.

ALTN FLAPS

ALTN

FLAP LIMIT1 -- 280K5 -- 260K10 -- 240K

25 -- 205K30 -- 180K

ARM

RETOFF

EXT20 -- 230K

A

A

B

FLAP GATES

Prevent inadvertent retraction of:– At 1 gate : LE flap groups 2 and 3.– At 20 gate : the flaps past go-around flap

setting.

ALTN FLAPS ARM P/B

ALTN:– Arms the Alternate control mode.– Bypasses the FCUs.– The flap lever is inoperative.– Arms the Alternate Flaps Selector.– Shuts off bleed air to LE flap drive units.– Shuts off hydraulic power to TE flap drive

units.

ALTERNATE FLAP SELECTOR

If activated, LE and TE flaps are electricallydriven, if ALTN FLAPS ARM P/B is in ALTN.

EXT:All LE and TE flaps begin extendingimmediately. TE flaps extend to max 25.

RET:All LE flaps retract after the inboard TE flapsare retracted.

OFF:Alternate flaps are deactivated.

FLAP LEVER

– Positions LE flaps pneumatically and TE flapshydraulically (Primary control mode).

– Positions LE and/or TE flaps electrically(Secondary control mode) if flaps fail to drivepneumatically or hydraulically.

– Secondary mode sequencing is the same asPrimary mode sequencing.

– When the flap lever is moved:S from UP to 1:

LE flap groups 2 and 3 extend.S from 1 to 5:

LE flap group 1 extends and the TE flapsmove to the 5 position.

S to 10, 20, 25 and 30:TE flaps move to the selected position.

– The reverse sequence occurs during flapretraction.



15 MAY 1996Issue 3

1.9.5Page 5


F

L

A

S

P20

FLAP POSITION INDICATION(Primary control mode)

– Combination display of LE and TE flap positions.– Indicates position of slowest flaps (white).– Indication removed from view, 10 seconds after all

LE and TE flaps are fully retracted.

FLAP LEVER POSITION

Magenta:– Flaps are in transit to position selected by flap

lever.– LE flap groups 2 and 3 are in transit during

reverse thrust operation.

Green:All LE and TE flaps are in the selected position.

5

S

P

A

L

FLAP LEVER POSITION

Magenta:Flap(s) position not in agreement with selectedflap lever position.

Green:All LE and TE flaps are in the selected position.

LE FLAP POSITION INDICATION

Outline indication:– White:

LE flap group retracted.– Amber:

LE flap group retracted and disagrees with flaplever position.

Solid indication:– Green:

LE flap group extended.– Amber:

LE flap group extended and disagrees with flaplever position.

Striped indication:– White:

LE flap group in transit.– Amber:

LE flap group still in transit after normal in-transittime.

F

TE FLAP POSITION INDICATION

White:Normal indication.

Amber:– Respective TE flaps disagree with flap lever

position after normal in-transit time.– Flap asymmetry exists.


FLAP POSITION INDICATION(Secondary control mode)

– Automatically expands to display all individual flappositions, if any flap position is non-normal orwhen flap control is in the Secondary mode.

– If LE or TE flap position data are invalid, an amberX will appear inside the respective tape.



Page 61.9.5 15 MAY 1996

Issue 1


S

P

A

L

F

5 5

25 25

FLAP POSITION INDICATION(Alternate control mode)

– Automatically expands to display all flap positionswhen:S Alternate control mode is armed.S All 3 FCUs fail.

– Same indications as in Secondary mode, except:S Flap lever position not indicated.S Flap position index marks indicated next to the

outer tapes.S Maximum flap position is flaps 25.

–oOo–


1.9.6 Speedbrakes and Ground SpoilersAircraft Operations Manual 747-400

1 JUN 1999Issue 3

1.9.6Page 1


Each wing is equipped with 6 spoiler panels, each powered by one hydraulic actuator.– The 5 outboard panels function as flight spoilers and assist the ailerons to provide roll control.

(Refer to Roll Control, AOM 1.9.2.)– The 4 inboard panels function as speedbrakes.– All 6 spoilers panels function as ground spoilers.– The spoiler panels are numbered 1 thru 6 (left wing) and 7 thru 12 (right wing).

Speedbrake lever and control wheel roll inputs are combined by the spoiler mixers to extend or retract spoilerpanels, when speedbrakes or ground spoilers are in use.

In flight, a solenoid actuated lock limits speedbrake lever input to the FLIGHT DETENT position. This limitsspoiler deflection to a mid-travel position. During speedbrake lever movement towards FLIGHT DETENTspoiler panels 3, 4, 9 and 10 gradually extend to full travel position (45⎪). Panels 5 and 8 gradually extend tomaximum of 20⎪. Just forward of the FLIGHT DETENT position, panels 6 and 7 extend from zero to 20⎪ .The lock is de-activated on the ground, allowing the speedbrake lever to be moved fully aft to the UPposition, extending all spoiler panels to their full travel positions.

Position transmitters are installed on spoiler panels 4 and 12.Panel 4 functions as a flight spoiler, speedbrake and ground spoiler. Panel 12 functions only as a flightspoiler and ground spoiler. Therefore, speedbrake extension is not indicated on the right wing spoiler positionindication on EICAS.

1

GROUND SPOILERS

AILERONINBOARD

AILERONOUTBOARD

TE FLAPOUTBOARD

FLIGHTSPOILERS

SPEED BRAKES

234

56

78

9 10 11 12



Page 21.9.6 1 NOV 1994

Issue 4


SPOILER CONTROL DIAGRAM



MIXERSPOILERRIGHT

MIXERSPOILERLEFT

FLIGHT

DETENT

ARM

DN

UP



1 JUN 1999Issue 5

1.9.6Page 3


A

A

SPEEDBRAKE LEVER

DN (detent):– Automatic movement to UP will occur after landing

or rejected T/O if all of the following conditions arefulfilled:S Thrust levers 1 and 3 retarded to less than 50%

of their travel.S Reverse thrust lever 2 or 4 pulled to the

interlock position.S Both wing gears not tilted with hydraulic system

4 pressurized or both body gears down andlocked and not tilted with hydraulic system 1pressurized.

ARM:– Automatic movement to UP will occur on the

ground if all of the following conditions are fulfilled:S Thrust levers 1 and 3 retarded to less than 50%

of their travel.S Both wing gears not tilted with hydraulic system

4 pressurized or both body gears down andlocked and not tilted with hydraulic system 1pressurized.

FLIGHT DETENT:– Spoiler panels extend to their maximum in-flight

positions.– In-flight speedbrake lever movement is manual

and limited to FLIGHT DETENT by a solenoidactuated lock.

UP:– Spoiler panels extend to their full travel

positions.– Provides indication of automatic ground spoiler

extension.– Can manually be selected in the event of

automatic system failure.– Movement from UP to DN can be performed

manually or automatically by advancing thrustlever 1 or 3 beyond 50% of its travel.

DN

ARM

FLIGHT

DETENT

UP

CONTROL STAND

–oOo–



Page 41.9.6 1 SEP 1993

Issue 4


1.9 FLIGHT CONTROLS

1.9.7 Stall WarningAircraft Operations Manual 747-400

1 JUN 1999Issue 4

1.9.7Page 1


The Stall Warning System comprises two identical Stall Warning Computers, which receive signals from:

Source Parameter(s)

Angle of attack sensorsAir Data Computers (ADCs)Inertial Reference Units (IRUs)Flight Management Computers (FMCs)Flap Control Units (FCUs)Speedbrake leverLanding gear

angle of attackairspeed and altitudeacceleration, pitch and pitch rateinitial low speed buffet onsetLE and TE flap positionpositionposition and ground/flight mode

When approaching the stall, a signal from either Stall Warning Computer activates stick shakers on bothcontrol columns. The Stall Warning System function is enabled when the airspeed is > 140 kts or the pitchis > 5⎪. Disabling occurs when speed drops below 40 kts.

–oOo–

1.9 FLIGHT CONTROLS

1.9.7 Stall WarningAircraft Operations Manual 747-400

Page 21.9.7 1 NOV 1994

Issue 1


1.9 FLIGHT CONTROLS


1 JUN 1999Issue 5

1.9.8Page 1

1. SYSTEM DISPLAY


ELEV AILAIL

SPL SPL

RUD

ENG STAT

ELEC FUEL ECS

HYD DRS GEAR

RCLCANC

EICAS CONTROL PANEL

ENG P/B

PUSH:– Displays SEC ENG page on the secondary

EICAS display.– Flight Control Surface Position Indications will

not be displayed when in Compacted displaymode in case of LWR CRT failure.(Refer to AOM 1.17.8).

Rudder Position

Indicates upper and lower rudder position.

Spoiler Position

Indicates position of spoilers panels 4 and 12.

Aileron Position

Indicates inboard and outboard aileron position.

Elevator Position

Indicates left and right outboard elevator position.

1.9 FLIGHT CONTROLS


Page 21.9.8 1 AUG 2002

Issue 6

2. ALERTS






FLAPS CONTROL CCAUTION b

-- Left, center and right FCU not incontrol of both LE and TE flaps.

FLAPS DRIVE CCAUTION b

-- – Inboard or outboard TE flapasymmetry.

– Inboard or outboard TE flapshutdown.

– Inboard or outboard TE flapdisagrees, while operating insecondary control mode.

– LE flap shutdown.– Any LE flap group disagrees,

while operating in secondarycontrol mode.

– Inhibited by FLAPS CONTROLalert.

FLAPS PRIMARY CCAUTION b

-- – Inboard or outboard TE flapdisagrees, while operating inprimary control mode.

– Any LE flap group disagrees,while operating in primarycontrol mode.

– Inhibited by FLAPS CONTROLor FLAPS DRIVE alert.

STAB TRIM UNSCHD CCAUTION b

-- – Any uncommanded stabilizermotion without automatic trimcutout action.

– alternate stabilizer trim hasbeen used with autopilotengaged.

AILERON LOCKOUT A -- -- -- Either or both aileron lockoutactuator unlocked when it should belocked, or locked when it should beunlocked, or failed.

RUD RATIO DUAL A -- -- -- Upper and lower rudder ratiofunction fail.

RUD RATIO SNGL A -- -- -- Upper or lower rudder ratio functionfail.

1.9 FLIGHT CONTROLS


28 JUN 2004Issue 6

1.9.8Page 3


SPEEDBRAKE AUTO A -- -- -- – Air/ground disagreement.– Autospeedbrake actuator not

retracted when handle is notarmed.

– Control circuit fault.

> SPEEDBRAKES EXT CCAUTION b

-- Speedbrake lever beyond armdetent and one (or more) of thefollowing conditions:1. Airplane between 15 ft and

800 ft radio altitude.2. Landing flaps set (FLAPS 25

or 30).3. Airplane above 15 ft and two or

more thrust levers forward of theclosed position.

> FLAP RELIEF A -- -- -- Load relief in progress.

> FLT CONT VLV A -- -- VALVECLOSED

Aft overhead panel

One or more hydraulic system flightcontrol valves closed.

> STAB GREENBAND A -- -- -- – Nose gear pressure switchdisagrees with FMC computedgreenband (on ground only).

– Invalid CG entered into MCDU.

> STAB TRIM 2 (3) A -- -- -- Stabilizer trim automatic cutout hasoccurred, or stabilizer trim cutoutswitch in CUTOUT, or no trim actionwhen commanded.

–oOo–

1.9 FLIGHT CONTROLS


Page 41.9.8 1 JUN 1999

Issue 4


1.10 FUEL


1 JUN 1999Issue 4

1.10 CNTPage 1

Contents:

1.10.1 GENERAL

1. Fuel Storage

2. Fuel Management

2.1 Automatic Fuel Management

(All tanks containing fuel)


(CWT empty and quantity in main tank 2 or 3 > main tank 1 or 4)


(CWT empty and quantity in main tank 2 or 3 < main tank 1 or 4)

3. Fuel Transfer

4. Fuel Jettison

5. Fueling



1.1 Fuel Supply System

1.2 Refuel/Defuel System


2.1 Fuel Quantity Indication Diagram

2.2 Fuel Panel

3. System Overview


1. System Display

2. Alerts

–oOo–

1.10 FUEL


Page 21.10 CNT 1 FEB 1993

Issue 1


1.10 FUEL


1 JUN 1999Issue 7

1.10.1Page 1

1. FUEL STORAGE

In the non-convertible all pax configuration the fuel is stored in three tanks in the left wing, in three tanksin the right wing and in a center wing tank (CWT). In the convertible configuration (combi to pax and viceversa), an extra horizontal stabilizer tank (HST) is installed.

In the tip of each wing and in the right hand horizontal stabilizer tip, a vent surge tank is installed. It isconnected to the atmosphere and to the tanks by vent pipes. During flight positive air pressure on the fuelis supplied through an airscoop, located underneath each surge tank. On ground it prevents tankoverpressure during refueling. In case of high thermal expansion or a refuel/defuel valve failure, thesetanks serve as expansion chambers. Each wing tank is connected to the vent tank in its own wing. Thecenter wing tank vents into the left or right wing vent tank.

Tank Location and Capacity

MAIN TANK 4 (MAIN 4)

VENT SURGE TANK

13100 kg

CENTER WING TANK (CWT)51500 kg

MAIN TANK 2 (MAIN 2)37640 kg


RESERVE TANK 2 (RES 2)3960 kg

VENT SURGE TANK

HOR. STAB TANK9900 kg

VENT SURGE TANK


RESERVE TANK 3 (RES 3)3960 kg

(HST)

TOTAL USABLE FUEL (based on SG of .793 kg/ltr)170.800 kg (HST installed)160.900 kg (HST not installed)

1.10 FUEL


Page 21.10.1 28 JUN 2004

Issue 9

2. FUEL MANAGEMENT

Introduction

Fuel management system cards (FMSCs) automatically control crossfeed valves, fuel transfer valves andfuel pumps according to normal fuel management logic.

Pumps

Each main tank contains two AC motor driven main (MAIN) fuel boost pumps. A single MAIN pump has theflow capacity to provide adequate fuel to one engine at take-off thrust conditions or two engines at cruiseconditions.Main tanks 2 and 3 also contain two AC motor driven override/jettison (OVRD) pumps. They will override thetwo MAIN pumps in the main tanks, due to higher output pressure. Each OVRD pump is capable of supplyingfuel to two engines during take-off and cruise conditions and operates to a standpipe level of approx. 3200 kgremaining fuel in the associated main tank.

The CWT contains two AC motor driven override/jettison (CTR) pumps. Each pump is capable of supplyingfuel to two engines during take-off and cruise conditions. A single CTR pump does not provide enoughpressure to override the main tanks 2 and 3 OVRD pumps or the MAIN tank pumps in main tanks 1 and 4.

The horizontal stabilizer tank contains two AC motor driven transfer/jettison pumps. Each pump has theability to transfer all HST fuel to the CWT.

Both CWT and HST fuel pump operation are subject to minimum fuel quantity restrictions. These restrictionsprevent a possible dry-running of the fuel pumps. EICAS alerts provide indication for the switching of theCWT and HST fuel pumps. These alerts are generated using fuel tank quantity and aircraft pitch angle. Pitchangles of² 5� are considered to be climb attitudes, while pitch angles < 5� are considered to be cruiseattitudes. During climb, minimum fuel quantities for fuel pump operations for both tanks are higher thanthose during cruise. This is caused by the fuel moving to the aft parts of a tank when the pitch increases,thereby increasing the chance of a dry running pump.

MAIN 2 AFT fuel pump supplies the APU. With the APU running, the PRESS light of this pump will beextinguished when the airplane is on AC power, even with the pump P/B in the OFF position.On airplanes with a hydromechanical scavenge system in the CWT, MAIN 3 AFT fuel pump also operateswhen the APU is running to prevent tank to tank transfer.

Fuel Transfer Logic

After engine start with the TE flaps still in the up position, all crossfeed (X FEED) valves are open andprovided the CTR pump P/Bs were selected on, the engines are fed from the CWT.If the CWT was left empty or the CTR pump P/Bs were not selected on, the OVRD pumps in main tank 2provide fuel to the engines 1 and 2 and the OVRD pumps in main tank 3 provide fuel to the engines 3 and4.

The X--FEED valves 2 and 3 will close automatically 40 sec. after the TE flaps have reached the take--offposition. Engines 2 and 3 are fed from respectively main tanks 2 and 3, while engines 1 and 4 are fedeither from the CWT, from main tanks 2 and 3 when the CWT is empty or with CTR pump P/Bs notselected on, or from main tanks 1 and 4 when in tank to engine configuration.

After take--off, X FEED valves 2 and 3 are opened automatically when the TE flaps have reached the 5position. If the CWT contains fuel and with CTR pump P/Bs selected on, all engines are fed from theCWT.

When fuel quantity in the CWT reaches aproximately 3200 kg with pitch² 5� (climb) or 1300 kg withpitch < 5� (cruise), the EICAS alert >FUEL LOW CTR L (R) will be activated, indicating that both CTRpump P/Bs must be switched off.Switching off the CTR pump P/Bs will activate the main 2 and 3 override/jettison pumps.

1.10 FUEL


28 JUN 2004Issue 12

1.10.1Page 3

If the CTR pump P/Bs were selected off during climb, the EICAS alert >FUEL OVRD CTR L (R) will beactivated during cruise, indicating that the CTR pump P/Bs must be selected on again.

When during cruise the EICAS alert >FUEL PMP STAB L (R) is activated, the applicable STAB pumpP/Bs must be switched on. When the CWT fuel quantity reaches aproximately 36.500 kg, the transfervalves in the CWT and HST are opened and the STAB pumps are activated and fuel is transferred fromthe HST to the CWT. When the EICAS alert >FUEL LO STAB L (R) is activated, the applicable STABpump must be switched off and the transfer valve closes automatically.

When fuel quantity in the CWT decreases below aproximately 2300 kg, it is possible that, in addition tothe feeding from the CWT, fuel is used from main tanks 1 and 4. This amount can be about 900 kg pertank.

The CWT has an automatic scavenge system installed to transfer residual fuel from the CWT to maintank 2 or to main tank 2 and 3 depending on aircraft registration.On earlier aircraft the system consist of an electrical scavenge pump, wich is activated when fuel transferfrom the reserve tanks to main tanks 2 and 3 is initiated. The activation terminates after 120 minutes orno flow for 5 minutes, whichever occurs first. An arrow will appear on the fuel synoptic when thescavenge pump is operating.On later aircraft a hydromechanical system scavenges the fuel from the CWT to main tank 2 and 3 bymeans of four jet pumps. The scavenge operation is controlled by float valves. Scavenge will start whenmain tank 2 or 3 quantity decreases to aproximately 27.200 kg.With this system installed there is no arrow displayed on the fuel synoptic when fuel scavenge takesplace.

When the fuel quantity in main tanks 2 and 3 becomes less than approximately 18.150 kg, the reservetank transfer valves are automatically opened and reserve tanks 2 and 3 are emptied by gravity into maintanks 2 and 3.

When the fuel quantity in main tank 2 or 3 is equal to or less than the fuel quantity in main tanks 1 or 4,the EICAS alert >FUEL TANK/ENG will be displayed. The OVRD pumps in main tanks 2 and 3 have to beswitched off manaully and X FEED valves 1 and 4 have to be closed.Each engine is than fed from its associated tank.

When before departure the fuel quantity in main tank 2 or 3 is less than or equal (+500 kg) to the fuelquantity in main tanks 1 or 4, X FEED valves have to be closed and all MAIN pumps have to be switchedon. Each engine will be supplied from its associated main tank for the whole flight (tank to engineconfiguration). The interface between the TE flaps and crossfeed valves 2 and 3 will remain active.

Acceleration Effects on Fuel Distribution

With low fuel loads in the main tanks a temporary display of the FUEL PUMP FWD alert(s) may occurduring take--off, climb or go--around.

The alert(s) will no longer display after the airplane is level and no longer accelerating.

1.10 FUEL


Page 41.10.1 28 JUN 2004

Issue 7

2.1 AUTOMATIC FUEL MANAGEMENT

Initial condition: all tanks containing fuel, HST installed.

Pump P/B OFF Pump P/B ONPump logic armed Pump operating Fuel flow No fuel flow

AFTER ENGINE START AND FLAPS RETRACTED– All pumps ON/except STAB pumps.– All X FEED valves open.– CTR pumps feeding all engines.

STABRES 3RES 2

CWT

MAIN 1

MAIN 2 MAIN 3

MAIN 4

1

2 3

4

MAIN MAIN

OVRD OVRD

CTR

HST

MAIN MAIN

T.E. FLAPS AT TAKE-OFF POSITION– X FEED valves 2 + 3 closed automatically.– CTR pumps feeding engine 1 and 4.– MAIN pumps 2 feeding engine 2.– MAIN pumps 3 feeding engine 3.

RES 3RES 2

1

2 3

4

STAB

CWT

MAIN 1

MAIN 2 MAIN 3

MAIN 4

MAIN MAIN

OVRD OVRD

CTR

HST

MAIN MAIN

1.10 FUEL


28 JUN 2004Issue 10

1.10.1Page 5

AFTER TAKE-OFF AND T.E. FLAPS NOT IN TAKE-OFF POSITION

– X FEED valves 2 and 3 open automatically.– CTR pumps feeding all engines.

RES 3RES 2

1

2 3

4

STAB

CWT

MAIN 1

MAIN 2 MAIN 3

MAIN 4

MAIN MAIN

OVRD OVRD

CTR

HST

MAIN MAIN

> FUEL PUMP STAB (L and/or R) EICAS ALERT DISPLAYED

– Switch applicable STAB pump P/B(s) to ON.– Transfer valves in CWT and HST open.– STAB pump(s) are activated.– CTR pumps feeding all engines.

When >FUEL LO STAB L EICAS alert is displayed:– Switch Left STAB pump P/B to OFF.

When >FUEL LO STAB R EICAS alert is displayed:– Switch Right STAB pump P/B to OFF.

RES 3RES 2

1

2 3

4

STAB

CWT

MAIN 1

MAIN 2 MAIN 3

MAIN 4

MAIN MAIN

OVRD OVRD

CTR

HST

MAIN MAIN

1.10 FUEL


Page 61.10.1 28 JUN 2004

Issue 8

>FUEL LOW CTR (L and/or R) EICAS ALERT DISPLAYED

– CTR pumps must be switched OFF.– OVRD pumps in main tanks 2 and 3 are automatically

activated and feeding all engines.

RES 3RES 2

1

2 3

4

STAB

CWT

MAIN 1

MAIN 2 MAIN 3

MAIN 4

MAIN MAIN

OVRD OVRD

CTR

HST

MAIN MAIN

MAIN TANK 2 OR 3 CONTAINS APPROX. 27.000 KG

With a hydromechanical scavenge system installed, four jet pumps scavenge the remaining CWT fuel tomain tank 2 and 3.


– Reserve tanks transfer valves open automatically.Valves remain open for remainder of flight.

– Electrical scavenge pump in the CWT starts to operateto transfer the remaining CWT fuel intomain tank 2. Pump stops automatically after 120 minutesor when no flow is sensed for more than 5 minutes.

RES 3RES 2

1) Only displayed with an electricalscavenge system installed.

1)1

2 3

4

STAB

CWT

MAIN 1

MAIN 2 MAIN 3

MAIN 4

MAIN MAIN

OVRD OVRD

CTR

HST

MAIN MAIN

1.10 FUEL


28 JUN 2004Issue 8

1.10.1Page 7

>FUEL TANK/ENG EICAS ALERT DISPLAYED(quantity in main tank 2 or 3 � main tank 1 or 4)

– Switch OVRD pumps in main tanks 2 and 3OFF manually.

– Close X FEED valves 1 and 4 manually.

Each engine is fed fromits associated main tank.

– >FUEL TANK/ENGEICAS alert no longer displayed.

RES 3RES 2

1

2 3

4

STAB

CWT

MAIN 1

MAIN 2 MAIN 3

MAIN 4

MAIN MAIN

OVRD OVRD

CTR

HST

MAIN MAIN

1.10 FUEL


Page 81.10.1 28 JUN 2004

Issue 7


Initial condition: CWT empty and quantity in main 2 or 3 > main 1 or 4. HST installed.

AFTER ENGINE START AND FLAPS RETRACTED

– All MAIN pumps ON.– OVRD pumps main 2 and 3 on.– All X FEED valves open.– OVRD pumps in main tanks 2 and 3 are

automatically activated and feeding all engines.

RES 3RES 2

1

2 3

4

STAB

CWT

MAIN 1

MAIN 2 MAIN 3

MAIN 4

MAIN MAIN

OVRD OVRD

CTR

HST

MAIN

MAINMAIN MAIN

T.E. FLAPS AT TAKE-OFF POSITION

– X FEED valves 2 and 3 automatically closed.– MAIN pumps 2 feeding engine 2,

MAIN pumps 3 feeding engine 3.– OVRD pumps in main tank 2 feed

engine 1 and OVRD pumps in main tank3 feed engine 4.

RES 3RES 2

1

2 3

4

STAB

CWT

MAIN 1

MAIN 2 MAIN 3

MAIN 4

MAIN MAIN

OVRD OVRD

CTR

HST

MAIN MAIN

1.10 FUEL


28 JUN 2004Issue 8

1.10.1Page 9


– X FEED valves 2 and 3open automatically.

– OVRD pumpsin main tanks 2 and 3 arefeeding all engines.

RES 3RES 2

1

2 3

4

STAB

CWT

MAIN 1

MAIN 2 MAIN 3

MAIN 4

MAIN MAIN

OVRD OVRD

CTR

HST

MAIN MAIN


With a hydromechanical scavenge system installed, four jet pumps scavenge the remaining CWT fuel tomain tank 2 and 3.


– Reserve tanks transfer valves open automatically.– Electrical Scavenge pump in the CWT starts to operate

to transfer the remaining CWT fuel intomain tank 2. Pumps stops automatically after120 minutesor when no flow is sensed for more than 5 minutes.

RES 3RES 2

1)


1

2 3

4

STAB

CWT

MAIN 1

MAIN 2 MAIN 3

MAIN 4

MAIN MAIN

OVRD OVRD

CTR

HST

MAIN MAIN

1.10 FUEL


Page 101.10.1 28 JUN 2004

Issue 9

>FUEL TANK/ENG EICAS ALERT DISPLAYED(quantity in main tank 2 or 3 � main tank 1 or 4)

– Switch OVRD pumps in main tanks 2 and 3OFF manually.

– Close X FEED valves 1 and 4 manually.

Each engine is fed fromits associated main tank.

– >FUEL TANK/ENGEICAS alert no longer displayed.

RES 3RES 2

1

2 3

4

STAB

CWT

MAIN 1

MAIN 2 MAIN 3

MAIN 4

MAIN MAIN

OVRD OVRD

CTR

HST

MAINMAIN

1.10 FUEL


28 JUN 2004Issue 9

1.10.1Page 11


Initial condition: CWT empty and quantity in main 2 or 3 � main 1 or 4(Tank/Engine configuration). HST installed.

AFTER ENGINE START AND FLAPS RETRACTED

– All MAIN pumps ON.– X FEED valves 1 and 4 closed.– X FEED valves 2 and 3 open.– Each engine is fed from

its associated main tank.

RES 3RES 2

1

2 3

4

STAB

CWT

MAIN 1

MAIN 2 MAIN 3

MAIN 4

MAIN MAIN

OVRD OVRD

CTR

HST

MAIN MAIN

T.E. FLAPS AT TAKE-OFF POSITION

– All MAIN pumps ON.– Each engine is fed from

its associated main tank.– X FEED valves 2 and 3

closed automatically.

RES 3RES 2

1

2 3

4

STAB

CWT

MAIN 1

MAIN 2 MAIN 3

MAIN 4

MAIN MAIN

OVRD OVRD

CTR

HST

MAIN MAIN

1.10 FUEL


Page 121.10.1 28 JUN 2004

Issue 7


– All MAIN pumps ON.– Each engine is fed from

its associated main tank.– X FEED valves 2 and 3

open automatically.

1

2 3

4

RES 3RES 2STAB

CWT

MAIN 1

MAIN 2 MAIN 3

MAIN 4

MAIN MAIN

OVRD OVRD

CTR

HST

MAIN MAIN

1.10 FUEL


1 JUN 1999Issue 6

1.10.1Page 13

3. FUEL TRANSFER

A common fuel manifold connects all main tanks and the center wing tank. There are four crossfeed(X FEED) valves installed in the fuel manifold.

Each reserve tank contains two transfer valves. These valves are automatically controlled to transfer fuelto the inboard tanks. The fuel is transferred by gravity.

Main tanks 1 and 4 each contain one transfer valve which allows fuel transfer from the outboard to theinboard main tanks. The fuel is transferred by gravity.When during fuel jettison either main tank 2 or 3 fuel quantity decreases below 9070 kgs, both main tanks1 and 4 transfer valves open automatically.If transfer of fuel from outboard main tanks to inboard main tanks is required, the valves may be openedmanually using the fuel transfer main 1 & 4 P/B on the overhead panel.In both cases minimum transfer level for main tanks 1 and 4 each is approx. 3200 kg.

1.10 FUEL


Page 141.10.1 1 JUN 1999

Issue 3

4. FUEL JETTISON

When required the fuel jettison system dumps fuel overboard. The fuel jettison system automaticallyjettisons fuel down to a preselected level. The jettison control system controls fuel balancing betweenmain tank 2 and 3 during jettisoning. If fuel balancing is necessary between main tanks 2 and 3, theOVRD pumps in the low tank deactivate automatically until the tanks are balanced. When the system isactivated, by selections on the fuel jettison panel, the override/jettison pumps in main tank 2 and 3 andthe CWT (OVRD and CTR pumps) and the transfer/jettison pumps in the HST (STAB pumps) start tooperate, provided they are armed for operation (P/Bs ON). The (required) jettison valves, jettison/transfervalves and the respective wingtip jettison nozzle valves are opened and EICAS will show thepreselected fuel to remain. On the fuel synoptic display the jettison time will be shown. This jettison timewill vary as it is related to the actual dump rate. Average dump rate is approximately 2000 kg/min.When dumping to minimum fuel remaining, HST, CWT, RES 2 and 3 will be empty.Main tank 1 and 4 minimum transfer level is approximately 3200 kg each.Main tank 2 and 3 minimum OVRD pump level is approximately 3200 kg each.Total minimum remaining is approximately 12.800 kg.During dumping, fuel supply to the engines is provided by the MAIN pumps only.Fuel jettison is terminated automatically, when total fuel quantity decreases to the fuel to remain quantity.The fuel to remain quantity indication flashes for 5 sec. and changes color from magenta to white. Thejettison control system deactivates all operating OVRD, CTR and STAB pumps.The respective pump EICAS advisory messages are displayed until the Fuel Jettison Selector is OFF.

HST

TRANSFER/JETTISON (STAB)PUMP

DUMPING IN PROGRESS

JETTISON NOZZLEVALVE

JETTISON/TRANSFERVALVE

TRANSFERVALVE

TRANSFER/JETTISONVALVE

TRANSFERVALVE

TRANSFERVALVE

OVERRIDE/JETTISONPUMP JETTISON VALVECWT

RES 2

MAIN TANK 1

MAIN TANK 2 MAIN TANK 3

RES 3

MAIN TANK 4

(OVRD)

OVERRIDE/JETTISON(CTR) PUMP

5. FUELING

The pressure fueling system provides a rapid means of filling the fuel tanks. The system distributes fueleither automatically according a predetermined schedule or manually by valve selection on the refuelpanel. The normal method of refueling and defueling is at two couplings under each wing and controlledfrom the fueling panel located at the lefthand wing.Overwing gravity refueling is possible for the individual main tanks. The fuel quantity indicating systemprovides automatic overfill protection.For fueling procedure, refer to AOM 7.4.3.

–oOo–

1.10 FUEL


747- 400

1.10.1Page F1

15 APR 2003Issue 2

1. FUEL STORAGE

A horizontal stabilizer tank (HST) is not installed.

–oOo–

1.10 FUEL


Page F21.10.1 1 MAR 2003

Issue 1


1.10 FUEL


1 JUN 1999Issue 5

1.10.2Page 1


1.1 FUEL SUPPLY SYSTEM (simplified schematic)

MAIN PUMP (8x)

The pump is controlled by the MAIN pumpP/B.

X FEED VALVE (4x)

The X FEED valve is installed in the fuelsupply manifold. By opening all valves anyengine can be supplied from any tank.

APU FUEL PUMP (1x)

The pump installed in main tank 2 is DCpowered and provides fuel to the APU if ACpower is not available.

HST TRANSFER/JETTISON VALVES (2x)(convertible only)

The valve is automatically controlled by thefuel management computer and the fueljettison system.

OVERRIDE/JETTISON PUMP (6x)(OVRD and CTR pumps)

The pump is controlled by the OVRD or CTRpump P/B. There are 2 pumps installed in theCWT and in main tank 2 & 3.The pump has a greater capacity than themain tank pump.The pumps are controlled automatically bythe fuel jettison system.Main tanks 2 and 3 OVRD pumps are alsocontrolled automatically by the fuelmanagement computer.

HST TRANSFER/JETTISON (STAB) PUMP(2x) (convertible only)

Each pump is capable of transferring fuel tothe CWT. The pumps are controlledautomatically by the fuel jettison system andfuel management computer.The pumps can be deactivated by manuallyswitching the P/B’s.

ENG 1

ENG 2 ENG 3

ENG 4

MAIN 1

OVRD 2

MAIN 2

CTR

MAIN 3

OVRD 3

MAIN 4

APU

STAB

1.10 FUEL


Page 21.10.2 1 FEB 1993

Issue 3

Reserve Tank Transfer Valve (4x)

The transfer valves are automaticallycontrolled to transfer fuel from the reservetank to the inboard main tank.

Main Tank Transfer Valve (2x)

The valve can be opened and closed bypushing the fuel transfer main 1 & 4 P/B.The valve is automatically controlled by thefuel jettison system.

LH SIDE SHOWN(RH SIDE SIMILAR)

1.10 FUEL


1 JUN 1999Issue 5

1.10.2Page 3

1.2 REFUEL/DEFUEL SYSTEM

A

MAINTENANCE PANEL

reserve 2 & 3XFER

CWT SCAVENGEPUMP 1)

OFF

ON

CLOSE

OPEN

SEE OPERATIONSMANUAL PRIORTO USING ONGROUND

2 3 4 5

BATT

NORM

POWER

FUELING PANEL

VALVE POSITION/CONTROL (MANUAL)OVERFILL

ALL VALVESPRESELECTCONTROL

OPEN

CLOSED

QTY X 1000

ACTUALPRESELECT

TOTAL CENTER

RESET

OPEN

CLOSED

TOTAL FUEL

OPEN

CLOSED

CENTER MAIN 2 MAIN 1 RESERVE 2

MAIN 3 MAIN 4 RESERVE 3 H. STAB

STAB.POSITION

ISOLVALVE

TEST

GAGES SYS

ISOLATION VALVE

PUMP

FUELING STATION (2)

PRESSUREFUELING VALVE

B

B

SECONDARYREFUELVALVE

PILOTFLOATVALVE

SURGE

RESERVE 2

MAIN 1

MAIN 2

CENTER

MAIN 3

MAIN 4

RESERVE 3

SEC. VAL.

A

VENT

BOX

SURGE

VENT

BOX

H. STAB

1) Only installed when elec scavenge pump system is installed.

1.10 FUEL


Page 41.10.2 1 JUN 1999

Issue 6


2.1 FUEL QUANTITY INDICATION DIAGRAM

1

2 3

4

MAIN 1

13.1

9.9

MAIN 2

37.6

MAIN 3

37.6MAIN 4

13.1

4.0 4.0

HST

RES 2 RES 3

CWT

51.5

FUEL QUANTITY PROCESSOR

170.8

FMC

51500 KGCENTERWINGTANK 37640 KG

MAIN TANK 337640 KG

MAIN TANK 2

13100 KGMAIN TANK 4

13100 KGMAIN TANK 1

3960 KGRES 3

3960 KGRES 2

VENT BOX VENT BOX9900 KGHOR. STAB TANK

TOTAL FUEL

FUEL TEMPSENSOR

PRIMARYEICAS DISPLAY

TOTALFUEL

TEMP -10C

1.10 FUEL


1 AUG 2002Issue 9

1.10.2Page 5

2.2 FUEL PANELOVERRIDE/CENTER (CTR) PUMP P/B (2x)

ON:Pump operates.

OFF:Pump is switched off.

PRESS:Illuminates amber, when pump outputpressure is low and system logic requirespump to operate.

FUEL X FEED VALVE 2 AND 3 P/B (2x)(guarded)

Activated by automatic system logic.

Flow bar in view:Valve is controlled automatically.

Flow bar not in view:Valve closed.

VALVE:Comes on amber, when valve positiondoes not agree with system logic positionas well as valve is in transit.

PRESSPRESS

PRESS PRESS

PRESS

FWD

PRESS

4

VALVE

FUELX FEED

MAIN 4MAIN

VALVE

PRESS

PRESS PRESS PRESS

PRESSPRESSPRESS PRESS

VALVE

MAIN 1 OVRDL STAB R

CTR

FUELX FEED

PRESS

VALVE L R

T

AF

FWD

PRESS

31 2

A

T

AF

A

2 MAIN 3 OVRD

ON ON ON ON ON ON

ONONONONON ON

ON ON

ON ON

STABILIZER (STAB) PUMP P/B (2x)(convertible only)

ON:Pump operates, when system logicrequires.



MAIN PUMP P/B (8x)

ON:Pump operates.


PRESS:Comes on amber, when pump outputpressure is low or when pump is switchedoff.

OVERRIDE (OVRD) PUMP P/B (4x)

ON:Pump operates, when automatic systemlogic requires.



FUEL X FEED VALVE 1 AND 4 P/B (2x)

Flow bar in view:Valve open.

Flow bar not in view:Valve closed.

VALVE:Comes on amber, when valve positiondoes not agree with P/B position as well asvalve is in transit.

1.10 FUEL


Page 61.10.2 1 JUN 1999

Issue 8

A

BA

B

JETTISON

FUEL

TO REMAIN

L--NOZZLE--R

FUEL OFFMLW MLW

SEL SEL

BA

ON

VALVE

ON

VALVE

DO NOT JETTWITH FLAPSIN TRANSITBETWEEN1 & 5

FUEL XFER

MAIN 1 & 4

ON

FUEL JETTISON CONTROL SELECTOR

The jettison control system consists of twoseperate systems A or B:

MLW:The jettison system is armed. When thefuel jettison nozzle valves are selectedopen, the system will dump until the Max.Landing Weight + 1000 kg is reached.

OFF:The system is disarmed. The remainingvalue is removed from EICAS.

SEL:The jettison system is armed.and allowsfuel to remain value to be changed byrotating the Fuel To Remain selector.Whenthe fuel jettison nozzle valves are opened,the system will dump, until the selectedEICAS value is reached.

FUEL JETTISON NOZZLE VALVEL AND R P/B

ON:All OVRD, CTR and STAB pumps startrunning, provided pump P/Bs are on, thetanks contain fuel. The system is armed bythe fuel jettison control selector. Thejettison valves, transfer/jettison valves andthe respective wingtip jettison nozzle valveare opened.

OFF:– All override/jettison pumps and transfer/

.jettison pumps are deactivated.– The wingtip jettison nozzle valves,

transfer/jettison valves and jettisonvalves are closed.

VALVE:Comes on amber, when the valve positiondisagrees with P/B position.

FUEL TO REMAIN SELECTOR

Rotating the selector will select the fuel toremain after jettison. This quantity will bedisplayed on EICAS, after the fuel jettisonsystem has been armed.

FUEL X FER MAIN 1 & 4 (guarded)

ON:Transfer valves are opened.

BLANK:Transfer valves are closed and onlyopened when automatically required.

1.10 FUEL


1 FEB 1993Issue 5

1.10.2Page 7

3. SYSTEM OVERVIEW

PRESSPRESS

PRESS PRESS

PRESS

FWD

AF

PRESS

4

VALVE

FUELX FEED

MAIN 4MAIN 3 OVRD

VALVE

PRESS

PRESS PRESS

PRESSPRESS

VALVE

MAIN 1 OVRD 2 MAIN

CTR

FUELX FEED

PRESS

VALVE L R

T

AF

FWD

PRESS

31 2

PRESS PRESS

L STAB R

A

A

CTR

PRESS

L

PRESS

ENG 1

ENG 2 ENG 3

ENG 4

FUEL MANAGEMENT PANEL

HOR. STAB. TANK

CONVERTIBLE ONLY

CONVERTIBLE ONLY

MAIN TANK 1

MAIN TANK 2

CWT

MAIN TANK 3

MAIN TANK 4

RES 2 RES 3

PRESS

R

–oOo–

1.10 FUEL


Page 81.10.2 1 FEB 1993

Issue 1


1.10 FUEL


1 JUN 1999Issue 6

1.10.3Page 1

1. SYSTEM DISPLAY

EICAS CONTROL PANEL

ENG STAT

ELEC FUEL ECS

HYD DRS GEAR

RCLCANC

Fuel flow

No fuel flow


TOTAL FUEL QUANTITY

FUEL SYNOPTIC DISPLAY

NOTE: 1. All quantities are shown in thousands and in kgs.2. The fuel flow displayed on the synoptic is generated

by the displayed valve positions and pump status.It does not display actual fuel flow, therefore thedisplay may not represent the actual systemoperation.


TOTAL FUEL QUANTITY

FUEL P/B

PUSH:Displays fuel system synoptic on secondaryEICAS display, or compacted fuel quantityindications on the primary EICAS display ifsecondary EICAS display fails.

Fuel Temperature

– Fuel temperature from main tank 1.– During jettison operation, fuel to remain is

displayed i.s.o. fuel temperature– Color changes to amber if fuel temperature is

less than -37⎪ C.

Fuel Quantity

Amber:Displayed amber when a fuelimbalance situation exist

White:Displayed white when normal

KGS X

TEMP --10cTOTAL FUEL

1000170.0

4.0

37.1

10.0

4.0

37.1

51.5

KGS X 1000

1

2 3

4CENTER

MAIN 1

MAIN 2 MAIN 3

MAIN 4

RES 2 RES 3

STAB

TOTAL FUEL 170.0

13.1 13.1

BALLASTFUEL

2.4

1.10 FUEL


Page 21.10.3 1 JUN 1999

Issue 6


NOTE: All quantities are shown in thousands and in kgs.

TIME TO COMPLETE JETTISON(VARIES WITH DUMP RATE)

JETTISON NOZZLE

MAIN PUMP

CTR PUMP

STAB PUMP

OVRD PUMP

CROSSFEED VALVE

FUEL SYNOPTIC DISPLAY DURING DUMPING


COMPACTED FUEL QUANTITY INDICATIONS

TANK QUANTITY

1

2 3

4CENTER

MAIN 1

MAIN 2 MAIN 3

MAIN 4

RES 2 RES 3

STAB

JETTISON TIME TIME

JETTJETT

TOTAL FUEL 45KGS X 1000

51.5

37.1

4.0

10.0

4.0

37.1

170.0

13.1 13.1

Fuel flow

No fuel flow

KGS X

KGS X4.0

38.1

10.0

4.0

38.1

52.2

TEMP --10cTOTAL FUEL

1000

1000

FUEL QTY

13.3 13.3

173.0

FUEL TEMPERATURE

TOTAL FUEL QUANTITY

1)



TOTAL FUEL QUANTITY

TOTAL FUEL1000

TO REMAIN

170.0 KGS X

48.0 SELECTED REMAINING FUEL QUANTITYDURING FUEL JETTISON

SCAVENGE PUMP ACTIVE

BALLASTFUEL

2.4

1.10 FUEL


28 JUN 2004Issue 9

1.10.3Page 3

2. ALERTS





> FUEL BALLAST CCAUTION b

-- Center tank pumps on and onlyballast fuel remaining.

FUEL BALLAST CCAUTION b

-- Center wing tanks pumps ON withCenter wing tanks pump switchesOFF and only ballast fuel remains inCenter wing tank.

FUEL BALLAST QTY CCAUTION b

-- Current fuel ballast quantity differsfrom previous value and CTR pumpP/Bs are ON.

FUEL BALLAST SYS CCAUTION b

-- – CWT fuel quantity variable invalidand either fuel ballast variablevalid.

– FQIS totalizer fuel quantityexceeds FMC calculated fuelquantity by 2000 kg or more withthe CTR pumps P/Bs ON

FUEL JETT SYS CCAUTION b

-- – Fuel total is less than fuel toremain and at least one nozzlevalve open.

– Both jett cards fail.– Both busses fail.

FUEL PRES STAB L(R) C

CAUTION b PRESS

ON– Stab Pump P/B ON and low Fuel

Pump pressure for 5 seconds.

C

CAUTION b-- – Advisory alert >FUEL LO STAB

L(R) has been displayed for 30seconds

FUEL PRESS CTR L(R) C

CAUTION b PRESS

ON– CWT Pump P/B ON and low

Fuel Pump pressure for 3seconds.

C

CAUTION b-- – Advisory alert >FUEL LOW CTR

L(R) has been displayed for 60seconds.

FUEL PRESS ENG (...) CCAUTION b PRESS

ON

2x

Both pumps in tank (...) lowpressure and X FEED VALVEclosed.

1.10 FUEL


Page 41.10.3 28 JUN 2004

Issue 8


FUEL QTY LOW CCAUTION b

-- Less than 900 kg in any main tank.

FUEL STAB XFR CCAUTION b

-- – Horizonal stabilizer fuel fails totransfer.

– Both fuel management cardsfunctional logic failed and fuelquantity in stabilizer tankgreater than 680 kg.

– Inhibited until 35 minutes in air.– Inhibited for 15 minutes at < 5�

pitch.

APU FUEL A -- -- -- – APU fuel valve disagrees withcommanded position.

– APU fuel pump low pressurewhen commanded on.

FUEL IMBAL 1-4 A -- -- -- Fuel difference of 1360 kg betweenmain tanks 1 and 4.

FUEL IMBAL 2-3 A -- -- -- Fuel difference of 2720 kg betweenmain tanks 2 and 3.

FUEL IMBALANCE A -- -- -- – Total quantity of tanks 2 and 3 is2720 kg higher or lower thantotal quantity of tanks 1 and 4,when tank to engine config isreached.

– Inhibited 15 min from take-off.– Disappears when summation

< 450 kg.

FUEL OVRD 2 (3) FWD(AFT)

A -- --PRESS

ONLow fuel pump output pressureFWD or AFT OVRD pump tank 2 or3 with pump switched on andcommanded on by fuelmanagement.

A -- -- -- Pump switched off and main tanksnot equal.

FUEL PUMP (...) AFT A -- --PRESS

ONLow fuel pump output pressure tank(...), AFT pump.

FUEL PUMP (...) FWD A -- --PRESS

ONLow fuel pump output pressure tank(...), FWD pump.

FUEL PUMP (1) 4 FWD A -- --PRESS

ONQuantity in main tank 1 or 4 is< 6800 kg and pitch angle is >15�ANU.

FUEL RES XFR 2 (3) A -- -- -- Reserve tank 2 or 3 transfer valvesclosed when commanded open.

1.10 FUEL


28 JUN 2004Issue 9

1.10.3Page 5


FUEL TEMP LOW A -- -- -- Fuel temperature less than -37�C.

FUEL TEMP SYS A -- -- -- Fuel temperature indication notavailable.

FUEL X FEED (...) A -- --VALVE

FUEL X FEED valve disagrees withcommand, tank (...).

> FUEL JETT A (B) A -- -- -- – Jettison system A or B failure.– Bus failure.

> FUEL LO STAB L A -- -- -- Stab Tank quantity± 3600 kg and

pitch² 5� or Stab Tank quantity±1200 kg and pitch < 5� and StabPump P/B selected on with thetransfer valve open or Stab XFERcommanded.– Inhibited during Jettison.– Inhibited by Caution alert FUEL

PRES STAB L.

> FUEL LO STAB R A -- -- -- Stab Tank quantity± 3600 kg and

pitch² 5� or Stab Tank quantity±600 kg and pitch < 5� and StabPump P/B selected on with thetransfer valve open or Stab XFERcommanded.– Inhibited during Jettison.– Inhibited by Caution alert FUEL

PRES STAB R.

> FUEL LOW CTR L (R) A -- -- -- – Fuel Pump P/B ON, all enginesOFF and Less than 7700 kg fuelin CTR tank.

– In air, Pump P/B ON and² 5�

pitch with± 3200 kg or < 5�

pitch with ± 1300 kg CWT fuel.– Inhibited during Jettison.

> FUEL OVD CTR L (R) A -- -- -- – On Ground, Fuel Pump P/B OFFand more than 7700 kg Fuel inCWT Tank.

– In Air, Pump P/B OFF with²1800 kg fuel and < 5� pitch for atleast 10 minutes and eitherCWT Fuel Qty greater than FMCFuel Ballast input Qty or No FuelBallast Quantity entered inFMC.

1.10 FUEL


Page 61.10.3 28 JUN 2004

Issue 7


> FUEL PMP STB L A -- -- -- – On Ground, L Stab Pump P/B isselected ON.

– In Air for at least 30 minutes andL Stab Pump P/B is selectedOFF with > 1600 kg fuel and <5� pitch for at least 10 minutes.

> FUEL PMP STB R A -- -- ---- – On Ground, R Stab Pump P/B isselected ON.

– In Air for at least 30 minutes andR Stab Pump P/B is selectedOFF with > 1000 kg fuel and <5� pitch for at least 10 minutes.

> FUEL TANK/ENG A -- -- -- Main tanks 2 or 3 less than or equalto main tanks 1 or 4 fuel quantity(on ground: + 500 kg) and tank1 or 4 crossfeed valves not closed.In air inhibited during fuel jettison orlow fuel quantity.

> FUEL XFER 1 + 4 A -- -- -- P/B pressed in while:– Quantity in outer main tank is

smaller than quantity in innermain tank.

– On the ground.

> JETT NOZ ON A -- -- -- Both nozzle valves open.

> JETT NOZ ON L (R) A -- -- -- Left or right nozzle valve open.

> JETT NOZZLE L (R) A -- --VALVE

ONL or R jettison nozzle valvedisagrees with command position.

> SCAV PUMP ON A -- -- -- CWT fuel scavenge pump selectedon with overhead maintenancepanel switch.

> X FEED CONFIG A -- -- -- X FEED 1 or 4 valves closed andmain tanks not equal or X FEED 2or 3 valves closed and flaps not inthe take-off position.

–oOo–

1.11 HYDRAULICS


15 MAY 1996Issue 3

1.11 CNTPage 1

1.11.1 GENERAL






1. System Display

2. Alerts

–oOo–

1.11 HYDRAULICS


Page 21.11 CNT 15 MAY 1996

Issue 1


1.11. HYDRAULICS


1 AUG 2002Issue 5

1.11.1Page 1


The airplane is equipped with four independent hydraulic systems which power the primary flightcontrols, autopilot servos, spoilers, stabilizer trim, elevator feel, landing gear, flaps, brakes andnose & body gear steering.

Each system is powered by an engine driven pump and a demand pump installed in parallel. Thesystems operate at 3000 psi and are numbered by the engine which normally power it.

The pumps, reservoirs and associated components are located at the engine and engine pylon areas.

Each system is supplied by its own hydraulic reservoir and has an engine driven pump (EDP) as theprimary source of power, and a demand pump which supplements the EDP during high demandconditions.The demand pump is also capable of supplying normal system demands if an engine or EDP fails.

The hydraulic reservoirs are pressurized by the pneumatic system to prevent pump cavitation and toensure positive hydraulic fluid supply to the pump during high demand conditions.

A hydraulic fluid shutoff valve is installed in the fluid supply line to each EDP.If an Engine Fire handle is pulled, the respective hydraulic fluid shutoff valve closes.

Systems 1 and 4 have air driven demand pumps. Pneumatic power for the air driven pumps is providedfrom the bleed air manifold fed by all four engines, APU, or ground source.Systems 2 and 3 have electric motor driven demand pumps.All four hydraulic systems can be pressurized without the engines running.

In addition to an EDP and a demand pump, systems 1 and 4 have an auxiliary electric pump which can beused for ground handling operations like operation of the body gear steering system and the brakesystem.The auxiliary pumps are powered by the ground handling bus, and will consequently not operate withoutAPU GEN 1 or EXT PWR 1 electrical power.When the EDP pressurizes the system, the auxiliary pump stops running, but the Demand Pump Selectordoes not trip from AUX to the OFF position.

The EDPs are pressurized by pushing the Engine Pump P/B ON. The EDP is depressurized when eitherthe Engine Pump P/B is OFF or the Engine Fire handle is pulled. The Demand Pump Selectors havethree positions. In the ON position, the respective pump operates continuously and in the OFF positionthe pump is inoperative. In AUTO, the demand pumps operate if the respective EDP output pressure islow or the respective Fuel Control Switch is selected in CUTOFF. Additionally, the demand pumps forsystems 1 and 4 operate when TE flaps are out of the UP position during flight or when TE flaps are intransit during ground operation.

Hydraulic system quantity, temperature and pressure information is displayed on the EICAS statusdisplay and hydraulic synoptic display.

A single Hydraulic Quantity Interface Module (HYQUIM) processes quantity inputs from each reservoirtransmitter. A failure of the HYQUIM may result in erroneous hydraulic quantity indications for all fourhydraulic systems.

Hydraulic quantity levels will fluctuate as devices that use hydraulic power are activated, and will alsofluctuate with variations in temperature.

–oOo–

1.11. HYDRAULICS


Page 21.11.1 15 MAY 1996

Issue 1


1.11. HYDRAULICS


22 FEB 2001Issue 5

1.11.2Page 3

SYSTEM 1 AND 4 HYDRAULIC DIAGRAM

T

Q

P

Temperature sensor

Quantity sensor

Pressure sensor

FROM USINGCOMPONENTS

PUMPS

COMPONENTSUSINGTO

FROM

T

P

P

P

Q

4

AB

DISCH

BLEEDAIR

MAUX

E

D

E

M

A

N

D

&

A

U

X

E

N

G

I

N

4

ONAUTO

OFF

PRESS

FAULT

SYS

ON

PRESS

RESERVOIR

SHUTOFF VALVEENGINEDRIVENPUMP

AUX PUMP(ELECTRIC)

DEMAND PUMP(AIR DRIVEN)

FUEL CONTROL

4RUN

CUTOFF

FLAPS

1.11. HYDRAULICS


Page 41.11.2 15 OCT 1996

Issue 4

SYSTEM 2 AND 3 HYDRAULIC DIAGRAM

T

Q

P

Temperature sensor

Quantity sensor

Pressure sensor

PUMPS

FROM USINGCOMPONENTS

N

I

G

N

E

D

N

A

M

E

D

E

PRESS

ON

SYS

FAULT

PRESS

OFFAUTO

ON

AIRBLEED

T

Q

FROM

DISCH

AB

P

P

TOUSING

COMPONENTS

2

2

M

P

DEMANDPUMP

(ELECTRIC)

SHUTOFF VALVEENGINEDRIVENPUMP

RESERVOIR

FUEL CONTROL

2RUN

CUTOFF

1.11. HYDRAULICS


15 MAY 1996Issue 3

1.11.2Page 5


A

AUXAUX

1

PRESSENGINE

ON

OFFAUTO

ON

HYD

PUMPS

DEMAND

PRESS

SYSFAULT

2

PRESS

ON

PRESS

SYSFAULT

3

PRESS

ON

PRESS

SYSFAULT

4

PRESS

ON

PRESS

SYSFAULT

OFFAUTO

ON OFFAUTO

ON OFFAUTO

ON

A

DEMAND PUMP LOW PRESS LIGHT(amber) (4x)

Illuminated when:– Demand pump selector positioned to OFF

or AUX.– Demand pump operates and output

pressure is low.– Demand pump fails to operate.

DEMAND PUMP SELECTOR (4x)


AUTO:– Pump operates when:S Engine Pump output pressure is low.S Fuel control switch in CUTOFF.

– Pumps 1 and 4 also operate when:S TE flaps out of UP during flight.S TE flaps in transit during ground

operation.

ON:Pump operates continuously.

AUX:– Auxiliary pump (system 1 and 4)– Pump operates on the ground only

when APU or EXT electrical power isavailable (Ground handling buspowered) until engine pump pressurizeshydraulic system.

– Demand pump is disabled.

ENGINE PUMP P/B (4x)(alternate action)

ON:Pump pressurizes system when engine isrunning.

OFF:Pump is switched off. Hydraulic fluidcirculates internally for pump cooling andlubricating.

PRESS (amber):Illuminated when pump output pressure islow.

SYS FAULT LIGHT (amber) (4x)

Illuminated when:– System pressure is low.– Fluid level in reservoir is low.– Fluid temperature is high.

–oOo–

1.11. HYDRAULICS


Page 61.11.2 15 MAY 1996

Issue 1


1.11 HYDRAULICS


22 FEB 2001Issue 5

1.11.3Page 1

1. SYSTEM DISPLAY

EICAS CONTROL PANEL

DEMAND PUMP

AUXILIARY PUMP

LORF0.70 0.10

100

OFF OFF

504

2950QTY

TEMPPRESS

3502

29750.99 1.00

501

2950

EDP

SOV

OFF DEM

EDP

SOV

DEMAUX

EDP

SOV

DEM AUX

EDP

SOV

OFF

OFF DEMOFF OFF


HYDRAULIC SYNOPTIC DISPLAY

RSVRPRESS

HYD P/B

PUSH:Displays hydraulic system synoptic onsecondary EICAS display.

HYDRAULIC RESERVOIR

RSVR PRESS is displayedwhen reservoir bleed airpressure is low.

ENGINE DRIVEN PUMP

AUX PUMP

FLOW LINES

Hydraulic power flow

No power flow

The hydraulic power flow displayed isgenerated by the displayed valve positions,pump status and fluid levels. It does notdisplay actual hydraulic power flow, thereforethe display may not represent the actualsystem operation.

SHUTOFF VALVE

FLUID LEVEL

Displays relative hydraulicfluid level in the hydraulicreservoir.

HYDRAULIC FLUID QUANTITY

– Reservoir quantity of each system.– 1.00 indicates normal service level.– Value displayed is a percentage of the

normal service level.– RF displayed when reservoir requires refill

(inhibited in flight).– LO displayed when a low reservoir quantity

condition exists (at or below 0.34).

1.11 HYDRAULICS


Page 21.11.3 22 FEB 2001

Issue 5

EICAS CONTROL PANEL

SECONDARY EICAS STATUS DISPLAY

HYD QTYHYD PRHYD TEMP

RF LO1.00300050

0.75300050

0.9595050

0.333000108

1 2 3 4

STAT P/B

PUSH:Displays status page on secondary EICASdisplay.

HYDRAULIC FLUID QUANTITY

– Reservoir quantity of each system.– 1.00 indicates normal service level.– Value displayed is a percentage of the

normal service level.– RF displayed when reservoir requires refill

(inhibited in flight).– LO displayed when a low reservoir quantity

condition exists (at or below 0.34).

HYDRAULIC SYSTEM PRESSURE

Hydraulic pressure (psi) of each system.

HYDRAULIC SYSTEM TEMPERATURE

Hydraulic fluid temperature (⎪C) of each system.

1.11 HYDRAULICS


1 AUG 2002Issue 6

1.11.3Page 3

2. ALERTS






HYD PRESS SYS (...) CCAUTION b

SYSFAULT Pressure in hydraulic system (...)

less than 1200 psi.

HYD CONTROL 1 (4) A -- -- -- – Hydraulic interface module(HYDIM) inoperative.

– Demand pump automaticswitching and/or hydraulicsystem indications may not beavailable.

HYD OVHT SYS 1 (4) A -- -- SYSFAULT – EDP, demand pump, and/or

auxiliary pump case drain tempabove 105⎪C.

HYD OVHT SYS 2 (3) A -- -- SYSFAULT – EDP, and/or demand pump case

drain temp above 105⎪C.

HYD PRESS DEM (...) A -- -- PRESS – Hydraulic system (...) demandpump selector is off.

– Outlet pressure less than 1400psi when demand pump iscommanded to run.

– Demand pump selector in aux(sys 1 and 4).

– Pump is not powered.– Inhibited by hydraulic pressure

system message and on groundwith engine not running.

HYD PRESS ENG (...) A -- --PRESS

ON– Engine pump (...) output

pressure less than 1400 psi.– Inhibited with engine not

running or by hydraulic pressuresystem message.

> HYD QTY LOW (...) A -- -- SYSFAULT Hydraulic quantity in reservoir (...)

at or below 0.34.

–oOo–

1.11 HYDRAULICS


Page 41.11.3 15 MAR 1999

Issue 3


1.12 ICE AND RAIN PROTECTION


15 MAY 1995Issue 3

1.12 CNTPage 1

1.12.1 ICE DETECTION



1.12.2 NACELLE ANTI-ICE (NAI)




1.12.3 WING ANTI-ICE (WAI)




1.12.4 WINDOW HEAT




1.12.5 PROBE HEAT



1.12.6 RAIN PROTECTION





1. System Display

2. Alerts

–oOo–



Page 21.12 CNT 15 MAY 1995

Issue 1


1.12. ICE AND RAIN PROTECTION

1.12.1 Ice DetectionAircraft Operations Manual 747-400

15 MAY 1995Issue 4

1.12.1Page 1


Two ice detectors are installed on the left and right forward fuselage. Each ice detector contains acylindrical sensing element mounted on a strut attached to the fuselage. The sensing element is axiallyvibrated at its natural frequency by a property known as ’magnetostriction’ which allows the sensingelement to produce a very low amplitude vibration. As the probe accretes ice, the frequency of vibrationdecreases due to increased mass which is used to create a signal. This signal is the primary means todetect the presence of ice in flight. When ice is detected, the sensing elements are electrically heated tomelt off the accreted ice. When its natural frequency is restored, a new cycle is started. For the activationof the Nacelle Anti-Ice (NAI) and/or the Wing Anti-Ice (WAI) valves a specific logic within a prescribedtime has to be exceeded, and the nacelle and wing anti-ice switches on the overhead panel must be inthe AUTO position. Once icing conditions are no longer detected by the sensors for more than 180seconds, the NAI and WAI valves will be closed automatically.


DRIVER40 KHZ

REFERENCEOSCILLATOR

LOGICTIMER AUTO

PROBE HEAT

SELFTEST

AUTO

PROBE

ICE DETECTOR

ICE DETECTOR SYSTEM

WING ANTI-ICE(WAI) VALVES

NACELLE ANTI-ICE(NAI) VALVES

COMPARATOR

ICE DETECTOR(ONE ON EACH SIDE)

–oOo–


1.12.1 Ice DetectionAircraft Operations Manual 747-400

Page 21.12.1 15 MAY 1995

Issue 1



1.12.2 Nacelle Anti-IceAircraft Operations Manual 747-400

15 MAY 1995Issue 4

1.12.2Page 1


The engine nose cowls are anti-iced by means of engine bleed air. Whenever bleed air is required for thispurpose, FADEC will automatically adjust minimum N2 to approach idle to ensure sufficient pressure.This bleed air is dissipated in the nose cowl leading edge through a spray duct. The heated air circulatesinside the cowl and is discharged overboard through a vent in the cowl.Primary control of the Nacelle Anti-Ice (NAI) valves is by signals received from either ice detector.Activation requires two ice detection cycles, or one if ice detector heat is on for more than 15 seconds.The system is armed when airborne with the control switches in the AUTO position. The ON position ofthe switches overrides the AUTO position. After landing, with the system manually or automaticallyenergized, the engines will re-schedule to minimum N2 idle RPM limit 5 seconds after touchdown and theNacelle Anti-Ice valves will automatically close at engine shutdown.


NACELLE ANTI-ICING

SPRAYDUCT

OVERBOARDVENT

FAN

TO PNEUMATICMANIFOLD

FROM ENGINEBLEED SYSTEM

OVERBOARD

NACELLE ANTI-ICE(NAI) VALVE

PRE-COOLER

NACELLE


1.12.2 Nacelle Anti-IceAircraft Operations Manual 747-400

Page 21.12.2 1 FEB 2002

Issue 5


A

A

WING ANTI-ICE

NACELLE

AUTO

ONOFF

4

2

1

AUTO

ANTI-ICE3

OFF

ON

N1

93.5 93.5 93.5 93.5

NAINAI NAI NAI


NACELLE ANTI-ICE Switches(lever locked)

ON:– Opens Nacelle Anti-Ice valves,

irrespective of icing conditions.– Opens PRV, if closed by Engine Bleed

P/B, unless PRV has been closed by:S HP shutoff valve failed open.S Bleed air overheat condition has

occurred.S Start valve is not closed.

– Engine igniters selected by the AutoIgnition Selector and by the EECoperate continuously.

– Minimum idle setting adjusted toapproach idle when airborne.

AUTO:– Nacelle Anti-Ice valves controlled by

signals from ice detectors. Active whenairborne.

When commanded open:– PRV opens, if closed by Engine Bleed

P/B, unless PRV has been closed by:S HP shutoff valve failed open.S Bleed air overheat condition has

occurred.S Start valve is not closed.

– Engine igniters selected by the AutoIgnition Selector and by the EECoperate continuously.

– Idle setting will adjust to approach idleand re-schedule to minimum idle 5seconds after touchdown.

– If valves are open during landing theyremain open until engine shutdown.

OFF:Nacelle Anti-Ice valves closed.

Nacelle Anti-Ice Status (green)

Displayed when Nacelle Anti-Ice valve isopen.

–oOo–


1.12.3 Wing Anti-IceAircraft Operations Manual 747-400

15 MAY 1995Issue 3

1.12.3Page 1


The wing leading edges (outboard of engines 2 and 3) are anti-iced by means of engine bleed air takenfrom the pneumatic manifold. The bleed air is dissipated in the wing leading edges through a spray duct.Primary control of the control valves (one per wing) is by signals received from the ice detectors.Activation requires ten ice detector cycles. The system is armed when airborne and leading edge flapsretracted with the control switches in the AUTO position. The ON position of the switches is active whenairborne, irrespective of leading edge flaps position. Wing anti-ice is ineffective when leading edge flapsare extended. On the ground the wing anti-ice system is deactivated.


SPRAYHOLES

SPRAYDUCTAIR OUTLET

(6 PER WING)

PNEUMATICMANIFOLD

SPRAYDUCT

FWD

WING ANTI-ICE SYSTEM

WING ANTI-ICE(WAI) VALVE

ICE DETECTOR

SPRAY DUCTWAI VALVE

(ONE ON EACH SIDE)


1.12.3 Wing Anti-IceAircraft Operations Manual 747-400

Page 21.12.3 1 FEB 2002

Issue 4


WING ANTI-ICE SWITCH(lever locked)

ON:Wing Anti-Ice valves open, irrespective oficing conditions, provided:– Airborne– Bleed air pressure available.

AUTO:Wing Anti-Ice valves controlled by signalsfrom ice detectors, provided:– Airborne– LE flaps retracted– Bleed air pressure available.

OFF:Wing Anti-Ice valves closed.

WING ANTI-ICE STATUS (green)

Displayed when WING Anti-Ice valve is open.

A

WING ANTI-ICE

NACELLE

AUTO

ONOFF

4

2

1

AUTO

ANTI-ICE3

OFF

ON

N1

93.5 93.5 93.5 93.5

WAI WAI


A

–oOo–


1.12.4 Window HeatAircraft Operations Manual 747-400

1 JUN 1999Issue 4

1.12.4Page 1


Electric Control

All six flightdeck windows are electrically heated.

Window Heat P/Bs, located on the overhead panel, control heating for the windshields(windows 1L and 1R).Electric power for the windshields is thermostatically modulated to maintain a constant temperature asrequired for anti-ice and anti-fogging protection. An EICAS advisory alert is displayed when heating tothe respective windshield is failed or selected off.

Heating for the side windows (2L, 2R, 3L and 3R) for anti-fogging protection is automatic. No flightdeckcontrols and EICAS alerts are provided. Electric power is available for side window heating whenever theAC electrical system is powered. Power for the side windows is thermostatically controlled, but notmodulated. Heating is either on or off.

Pneumatic Control

Additional anti-fogging is provided by air, drawn from the flightdeck conditioned air supply and directedacross the windshields and side windows.

Windshield Air Switches, located near the Captain’s and F/O’s sidewall, control anti-fogging air to therespective windshields.

Shoulder Air Flow Selectors, located at the Captain’s and F/O’s sidewall, control the airflow to the sidewindow air outlets. Additional heating of side window air is provided by electric shoulder heaters(Ref: AOM 1.2.1). To prevent an overheat condition, the amount of side window air that is not required,is dumped in an area behind the flightdeck panels.


FLIGHTDECK WINDOWS

NO. 3LNO. 2L

NO. 1L

NO. 3RNO. 2R

NO. 1R

(viewed from inside)


1.12.4 Window HeatAircraft Operations Manual 747-400

Page 21.12.4 1 JUN 1999

Issue 4


B

ON

WIPERWIPER L--WINDSHIELD--R

HI

LO

OFF

RAIN REP

INOP INOP

ONON

WASHER

RAIN REP

HI

LO

OFF

OFF

ON

WSHLD AIR

A

A

WINDOW HEAT

WINDOW HEAT P/B (alternate action)

ON:Controlled anti-ice and anti-fogging heatapplied to respective windshield.

OFF (blank):Electric heat to respective windshieldswitched off.

WINDSHIELD AIR SWITCH(lever locked)

ON:Supplemental anti-fogging air is suppliedto window 1.

OFF:Anti-fogging air is switched off.

B

WINDOW HEAT INOPERATIVE LIGHT(amber)

Illuminated:– Windshield overheat or controller fault

has been detected.– Power disconnected from respective

windshield.

CAIR

SHOULDER AIR FLOW SELECTOR

Rotate anti-clockwise:Airflow increases.

Rotate clockwise:Airflow decreases.

C

–oOo–


1.12.5 Probe HeatAircraft Operations Manual 747-400

15 MAY 1995Issue 3

1.12.5Page 1


A probe and sensor anti-icing system prevents formation of ice on the pitot-static probes, Angle Of Attack(AOA) sensors and Total Air Temperature (TAT) probes.

The system consists of electric heaters incorporated into each probe and sensor. No flightdeck controlsare provided.

Four pitot-static probes and two AOA sensors are heated when airborne. On the ground they are heatedwhenever any engine is running. An EICAS advisory alert is displayed if any heater fails or power to theheater is not present.

Two TAT probes are heated when airborne. On the ground the heaters are not operating. An EICASadvisory alert is displayed if any heater fails or power to the heater is not present. The alert is alsodisplayed if the air/ground logic has failed to remove power and a TAT probe is heated on the ground.


ANGLE OFATTACK SENSOR

PITOT-STATICPROBES

TOTAL AIRTEMPERATUREPROBES

(ONE ON EACH SIDE)

(TWO ON EACH SIDE)


1.12.5 Probe HeatAircraft Operations Manual 747-400

Page 21.12.5 15 MAY 1995

Issue 1



1.12.6 Rain ProtectionAircraft Operations Manual 747-400

15 OCT 1996Issue 4

1.12.6Page 1


Wipers

Both windshields are equipped with independently controlled, two speed windshield wipers withself-parking facilities.

Windshield Washer System

A washer solution, pumped from a common container, is available individually to the windshields(1L and 1R). In conjunction with the wipers it provides a means of windshield cleaning.


Windshield Washer System

CAPTAIN’S LOWER SIDE PANEL

LOW LEVELREFILLBOTTLE

LOW LEVEL REFILL BOTTLE

Minimum level for normal operation.


1.12.6 Rain ProtectionAircraft Operations Manual 747-400

Page 21.12.6 15 OCT 1996

Issue 4


ON

WIPERWIPER L--WINDSHIELD-R

HI

LO

OFFINOP INOP

ONON

WASHER

WINDOW HEAT

HI

LO

OFF

A

A

WINDSHIELD WIPER SELECTOR

OFF:Associated wiper turned off andsequenced to stowed position.

LO:Associated wiper operate at low speed.

HI:Associated wiper operate at high speed.

WINDSHIELD WASHER SWITCH(spring loaded)

ON:– Applies washer fluid.– Use wiper on associated windshield

after application.

–oOo–



15 MAY 1995Issue 3

1.12.7Page 1

1. SYSTEM DISPLAY

FLOW LINES

Air flow through duct green

No air flow

The air flow displayed is generated by thedisplayed valve positions, switch positionsand pack status. It does not display actual airflow, therefore the display may not representthe actual system operation.

GLARESHIELD

ENG STAT

ELEC FUEL ECS

HYD DRS GEAR

RCLCANC

DUCTPSI

0

DUCTPSI

30

ENGENG 2

1

A

2

WINGTAI

NAC

TAI

NAC

TAI

TAI

PACK CONTROL

3

BPACK CONTROL

APU

WING

3 41

OFF OFF

OFF

EXT AIR


WING ANTI-ICE

NACELLE ANTI-ICE

ECS P/B

PUSH:– Displays environmental control system

synoptic on secondary EICAS display.– Displays duct pressure on primary

EICAS display.



Page 21.12.7 22 FEB 2001

Issue 7

2. ALERTS






> ICING NAC CCAUTION b

-- Left and right ice detector detectsice and any nacelle anti-ice systemis off while airborne or the valvefails to open.

> ANTI-ICE NAC A -- -- -- Any nacelle anti-ice systemselected on and tat above 12⎪c andice detector does not detect ice.

> ANTI-ICE WING A -- -- -- Wing anti-ice system selected onand tat above 12⎪c and ice detectordoes not detect ice.

HEAT L (R) AOA A -- -- -- Left or right angle of attack probeheat power or continuity loss.

HEAT L (R) TAT A -- -- -- – Left or right total air temperatureprobe heat power or continuityloss.

– On ground when probe isheated.

HEAT P/S CAPT (F/O) A -- -- -- Captain’s or first officer’s main pitotheat power or continuity loss.

HEAT P/S L (R) AUX A -- -- -- Left or right auxiliary pitot heatpower or continuity loss.

HEAT WINDOW L (R) A -- --INOP

ON– Left or right controller fault.– Left or right heater fault.– Left or right sensor fault.– Left or right P/B off.

> ICE DETECTORS A -- -- -- Left and right ice detector failed.

> ICING WING A -- -- -- Ice detector detects ice and winganti-ice system is off while airborne.

NAI VALVE (...) A -- -- -- Engine (...) anti-ice valve disagreeswith command with engine running.

WAI VALVE LEFT(RIGHT)

A -- -- -- Left or right wing anti-ice valvedisagrees with command.

–oOo–

1.13 INSTRUMENTS AND RECORDERS


22 FEB 2001Issue 7

1.13 CNTPage 1

Contents:

1.13.1 AIR DATA SYSTEMS1. General Description


2.1 Pitot/Static Source Select Diagram

2.2 Location of Probes and Ports

2.3 ADC Signal Flow


1.13.2 INTEGRATED DISPLAY SYSTEM1. General Description



3.1 EFIS Controls

3.2 Source Selectors

3.3 PFD -- General and Failure Flags

3.4 PFD -- Attitude and Guidance

3.5 PFD -- Speedscale

3.6 PFD -- Altimeter

3.7 PFD -- Vertical Speed Indicator

3.8 PFD -- Heading Indicator

3.9 ND -- General and Failure Flags

3.10 ND -- Symbology

3.11 ND -- VOR/ADF Switches

3.12 ND -- Approach Mode

3.13 ND -- VOR Mode

3.14 ND -- MAP Mode

3.15 ND -- PLAN Mode

3.16 ND -- MAP P/Bs

3.17 EFIS Control Panel -- Option Availability Matrix

3.18 Alternate EFIS Control

3.19 CRT Display Switching

3.20 CRT Display Option Table

1.13.3 SECONDARY INSTRUMENTS1. General Description


2.1 Electronic Clock

1.13.4 STANDBY INSTRUMENTS1. General Description


2.1 Standby Horizon

2.2 Standby Airspeed Indicator

2.3 Standby Altimeter

2.4 Standby Compass



Page 21.13 CNT 22 FEB 2001

Issue 5

1.13.5 RECORDERS



1.13.6 WEIGHT AND BALANCE SYSTEM



1.13.7 AIRCRAFT CONDITION MONITOR SYSTEM



1. Alerts

–oOo–


1.13.1 Air Data SystemsAircraft Operations Manual 747-400

1 JUN 1999Issue 5

1.13.1Page 1


Air Data SourcesThe airplane is equipped with 5 independent air data systems consisting of:– Captain/First Officer pitot– Captain/First Officer static– Auxiliary pitot 1/2– Auxiliary static 1/2– Alternate static.

Air Data Source SelectTwo Air Data Computers (L/R-ADC) receive inputs from the Captain’s and First Officer’s pitot and staticsystems respectively.The Center ADC (C-ADC) is a hot standby, with inputs from the AUX 2 pitot and AUX 1 static system.If the Captain selects the C-ADC, it remains referenced to the AUX 2 pitot and AUX 1 static system. If theFirst Officer selects the C-ADC, the C-ADC references to the First Officer’s pitot and AUX 2 static system.Once the Captain’s side is selected to the C-ADC, selecting the First Officer’s source selector to theC-ADC has no effect on the pitot/static system source but only on the data retrieval.

Sub SystemsEach ADC processes additional inputs from:– Total Air Temperature (TAT) probe– Angle of Attack Sensor (AOAS)– Baro correction from the EFIS control panel with the MCDU as a backup, in case of an EFIS control

panel failure.

OutputsProcessed signals supplied to the related flight instruments are:– MACH– SAT– IAS– AOA– ALT– ALT RATE– TAT– OVERSPEED

Standby InstrumentsThe standby instruments (airspeed and altimeter) are directly connected to the AUX 1 Pitot and Alt static.

Static Air TemperatureStatic Air Temperature (SAT) is displayed on the MCDU PROG page 2/2.

Total Air TemperatureTotal Air Temperature (TAT) is displayed on EICAS. TAT indication on the ground approximates OAT.



Page 21.13.1 13 AUG 2001

Issue 6


2.1 PITOT/STATIC SOURE SELECT DIAGRAM

PITOT STATIC DIAGRAM

RIGHTSTATIC

LEFT AIR DATACOMPUTER

RIGHT AIR DATACOMPUTER

CAPTAIN’S STATICUPPER

LOWER

UPPER

LOWER AUX STATIC 1

AUX PITOT 2

FIRST OFFICER’S STATIC

AUXPITOT 1

ALTERNATE STATIC SOURCE

STANDBYAIRSPEED

STANDBYALTIMETER

AUX STATIC 2

CAPTAIN’S STATIC AND

ALTERNATE STATIC

FIRST OFFICER’S STATIC

AUXILIARY STATIC

PITOT

STATIC LEFT

ELEVATOR FEELCOMPUTER

CENTER AIR DATACOMPUTER

AIRCRAFT SYSTEMS AIRCRAFT SYSTEMS

BAROCORR.

TAT-R

AOA (R)AOA (L)

TAT-L

BAROCORR.

ELEVATOR FEEL STATIC

AIR DATAR

C

L

RH SOURCE SELECT

CAPTAIN SOURCESEL TO ANY POSITIONAND F/O SOURCE SELNOT TO ’C’.

CAPTAIN SOURCESEL TO ANY POSI-TIONAND F/O SOURCESEL NOT TO ’C’.

F/O SOURCESEL TO ’C’.

F/O SOURCESEL TO ’C’.



1 APR 1994Issue 3

1.13.1Page 3

2.2 LOCATION OF PROBES AND PORTS

ANGLE OF ATTACK SENSOR

PITOT-STATIC PROBES

TOTALAIR TEMPERATUREPROBES

ALTERNATE STATIC PORT

ANGLE OF ATTACK SENSOR

PITOT-STATIC PROBES

TOTALAIR TEMPERATUREPROBES

ALTERNATE STATIC PORT

UPPER/LOWER

UPPER/LOWER





Page 41.13.1 1 JUN 1999

Issue 4

2.3 ADC SIGNAL FLOW

AURALWRNGS

FLAPCTRL UNIT

FLTDATAREC

STAB TRIMRUDD RATIOMODULE

EEC(FADEC)

CABINPRESSCTRL

ATCIRS

FMC

FCC

YAWDAMPER

STALLWRNGCPTR

ALTALERT

GRNDPROX

C ADC

L ADC R ADCR

CL

AIR DATA

EIU

L

CR

AIR DATA

R

CLAUTOEIU

CAPTPFD/ND

F/OPFD/ND

L

C RAUTOEIU

CAPTAIN

CAPTAIN F/O

F/O

FLT TRK



1 APR 1994Issue 2

1.13.1Page 5


Baro setting

A

EFIS CONTROL PANELSLEFT AND RIGHT(GLARESHIELD)

BARO CONTROL (middle)

ROTATE:– Selects the barometric value on the respective

PFD.– If STD is displayed and a barometric value is

selected, the barometric value will bedisplayed as a preset value below STD.

BARO SELECTOR (outer)

Selects either IN (INCHES Hg) or HPA(Hectopascals) as the barometric reference.

BARO STANDARD P/B (inner)(momentary action)

PUSH:– Selects/deselects the standard barometric

setting (29.92 in Hg/1013 hPa) as the altimeterreference on the respective PFD.STD or barometric value will be displayed.

TFC

DH MDA

RST

MTRS BAROIN HPA

PLNMAPVOR

APPVOR L

OFF

ADF L

WXR STA ARPT DATA POS

10

20

40 80 160

640

320

ADF R

OFF

WPT

VOR R

STD

CTR

A

–oOo–



Page 61.13.1 1 APR 1994

Issue 1



1.13.2 Integrated Display SystemAircraft Operations Manual 747-400

1 AUG 1997Issue 4

1.13.2Page 1


The Integrated Display System (IDS) consists of three (3) identical EFIS/EICAS Interface Units (EIUs),which receive airplane systems information. The EIUs then create the following displays on six (6) CRTs.PFD – Primary Flight DisplayND – Navigation DisplayEICAS – Engine Indicating Crew Alerting System

Cathode Ray Tubes (CRT)

The CRTs are referred to as the outboard CRTs, inboard CRTs, upper CRT and lower CRT. The outboardand inboard CRTs are located on the Captain’s and First Officer’s panel. These CRTs normally displaythe flight and navigation information (PFD and ND). The upper and lower CRTs are on the center paneland normally display EICAS information. If a CRT fails, either automatic and manual switching allows thedisplays to be transferred to an operable CRT. If a CRT color fails, the display changes color but allindications remain distinguishable and none of the information is lost.

Electronic Flight Instrument System (EFIS)

The Electronic Flight Instrument System (EFIS) consists of the Primary Flight Display (PFD) and theNavigation Display (ND).

Primary Flight Display (PFD)

The PFD presents a dynamic color display of all the parameters necessary for flight path control. Sourceselectors determine the source of information to the PFD. The PFD contains the flight modeannunciation, airspeed, attitude, altitude, vertical speed and heading indications.

– The airspeed indication displays current airspeed/mach, selected airspeed/mach, airspeed limits,recommended airspeeds and reference speeds, as well as speed trends.

– The attitude indication displays the airplane’s attitude as referenced to the horizon.

– Glideslope, localizer and other approach information are also displayed.

– Flight director bars are displayed when selected on the Mode Control Panel (MCP).A pitch limit indication is displayed when flaps are out of up.

– The altitude indication displays current altitude and selected altitude in feet. Current and selectedaltitude are displayed in meters as well, when selected on the respective EFIS control panel.

– Decision height, radio altitude and minimum descent altitude are displayed to the left of the altitudeindication. Barometric setting is displayed below the altitude indication.A touchdown zone (TDZ) indicator is displayed on the altitude scale indicating the landing altitude.Decision height, minimum descent altitude and barometric setting are adjusted using the respective EFIScontrol panel.

– The vertical speed indication displays current inertial vertical speed damped by baro vertical speedfrom the ADC. When vertical speed is greater than, or equal to 400 feet per minute, a digital display isadded. The readout is above the vertical speed indication if climbing and below if descending.Also the selected vertical speed is displayed.

– The heading indication displays current heading, selected heading, heading reference and drift angle.

– When the attitude signals from the IRSs differ by more than 3 degrees, an amber ROLL and/or PITCHlegend will be annunciated in the lower right and left corner of the attitude display.



Page 21.13.2 1 JUN 1999

Issue 4

Navigation Display (ND)

The ND presents a (selectable) dynamic color display of flight progress.Source selectors provide the source of information to the ND. The various display modes are labeledMAP, VOR, APP (approach), and PLN (plan).

– The MAP mode presents information against a moving map background. Displayed informationincludes track, heading, route, trend vector, range to altitude, wind, time to align, distance to andestimated time of arrival over the next waypoint and selected navigation data points. MAP mode isthe recommended display for most phases of flight.

– The VOR and APP modes are similar to the MAP mode. The selected navigation radio displays eitherVOR or Approach navigation information.

– The PLN mode presents a static map background with route data oriented to true north. The activeroute can be viewed using the MCDU LEGS pages (ref AOM 1.15.9 for details).

– Heading is supplied by the selected IRS. The ND compass rose can be referenced to magnetic northor true north.

– The compass display is automatically referenced to true north beyond certain latitudes. If the ND isreferenced to true north, either manual or automatic, and the airplane descends 2000 feet with morethan 800 feet per minute, the heading reference box changes to amber and flashes for 10 seconds.The box returns to white when the airplane climbs 2000 feet with more than 500 feet per minute.

– Passing 84⎪N flying northbound, the IRS/FMC update (status) annunciation on the left and right NDwill change into either IRS(L), IRS(C) or IRS(R) provided IRS(3) has been the previous mode.Internal voting (a comparison of each IRS position with the other two) will determine which IRS will beused by each FMC as the reference for navigation.This also causes the scratchpad message “SPLIT IRS OPERATION’.Annunciation will return to IRS(3) automatically when passing 84⎪N again flying southbound.

– Track is supplied by the FMC as by the NAV Source Selector.

– Weather radar information may be displayed on the ND. Weather radar information is available inMAP, MAP center, VOR and Approach.Radar range is limited to 320 NM.

– Various failure conditions may be displayed on each ND. A blank screen results when a power failureor CRT overtemperature occurs. Partial loss of color capability may cause an odd color presentation.Invalid information results in the display of a failure flag.No computed information removes alphanumeric information and replaces numeric information withdashes.The message ’EXCESS DATA’ will be displayed when required data exceeds computer capacity.



1 APR 1994Issue 3

1.13.2Page 3


FIRE PROTECTION

AIR CONDITIONING/

AUTOPILOT/

FLIGHT DIRECTORS

ICE/RAIN

PROTECTION

PRESSURIZATION

DOORS

LANDING GEAR

HYDRAULICS

FLIGHT

CONTROLS

ELECTRICAL

FUEL

ENGINES

APU

INTEGRATED DISPLAY SYSTEM PRINCIPLE DIAGRAM

NAVIGATION

RADIOS

OUTBOARD

CRT

INBOARD

CRT

UPPER

CRT

LOWER

CRT

INBOARD

CRT

OUTBOARD

CRT

AIR DATA

COMPUTERS

EIUs

MCDUs

FLIGHT CONTROL

COMPUTERS

STALL WARNING

COMPUTERS

IRUs

MAWEA(SEE NOTE)

WEATHER

RADARS

NOTE: MAWEA = Modularized Avionics and Warning Electronics Assembly

FMC

CDU

L

C

CDU L

FMC R

NAV

FMCs

FMC L

CDU R

C

RFMC

CDU

NAV MCDUs

FMCs

CAPTAIN F/O



Page 41.13.2 22 FEB 2001

Issue 6


3.1 EFIS CONTROLS

EFIS Control Panel– The EFIS control panel provides control of symbology options, modes and range for the respective

PFD and ND.– In the event of an electrical malfunction of the EFIS control panel, the functions can be controlled

through the respective MCDU. On later MCDU models, control of EFIS functions can also betransferred to the MCDU at pilots discretion.

Source Select SwitchingThe information sources for each PFD and ND are selected with the source selectors.Selections can be made on either side of the main instrument panel for:– Flight director– NAV source– EFIS/EICAS Interface Unit (EIU)– Inertial Reference System (IRS)– Air Data Computer (ADC)

CRT Brightness Controls– The brightness of each CRT can be varied. The outboard and inboard CRT brightness controls are

located on the glareshield. The upper and lower CRT brightness controls are located on the EICAScontrol panel.

– Light sensors located above the glareshield and near each CRT measures ambient light level at eachunit and automatically adjusts CRT brightness.

Heading Reference Switch– A Heading Reference Switch is installed on the EICAS control panel. It permits selection of a

magnetic or true reference for the NDs, PFDs, Autopilot Flight Director System (AFDS) and FMCs .

Automatic Heading Reference Change– An Automatic Heading Reference Change of the PFD and ND will occur as outlined in the figure

below. When operating in the shaded area, the PFD and ND will reference to true north.

True South Pole

70⎪ N

True North Pole

82⎪ N

80⎪ W

130⎪ W

120⎪ E

160⎪ E

60⎪ S

82⎪ S



1 FEB 2002Issue 5

1.13.2Page 5

METRIC ALTITUDE SELECTOR

PUSH:Displays meters, additionally to feet, on therespective PFD altitude indication.

TFC

DH MDA

RST

MTRS BAROIN HPA

PLNMAPVOR

APPVOR L

OFF

ADF L


10

20

40 80 160

640

320

ADF R

OFF

WPT

VOR R

STD

CTR

A

DH/MDA SELECTOR (outer)

Allows either DH (Decision Height) or MDA(Minimum Descent Altitude) altitude selecting onrespective PFD.

DH/MDA CONTROL (middle)

ROTATE:Selects the DH or MDA altitude on the respectivePFD.

DH RESET SWITCH (inner)(momentary action)

PUSH:Resets the DH alert on respective PFD.

GLARESHIELD

EFIS CONTROL PANEL

– Left EFIS control panel controls Capt’s PFD and ND.– Right EFIS control panel controls F/O’s PFD and ND.

TRAFFIC P/B (TFC)(Alternate action)

PUSH:– Enables TCAS symbol display on the ND.– Cancels TCAS FAIL on the ND when

displayed.A TA/RA condition or an EFIS control panel failurewill result in automatic symbol display.

A



Page 61.13.2 1 APR 1994

Issue 3

TFC

DH MDA

RST

MTRS BAROIN HPA

PLNMAPVOR

APPVOR L

OFF

ADF L


10

20

40 80 160

640

320

ADF R

OFF

WPT

VOR R

STD

CTR

A

GLARESHIELD

VOR/ADF SWITCH

Displays VOR or ADF information on respective ND.

VOR:– Displays VOR pointer and VOR tuned.

OFF:– Removes VOR and ADF displays.

ADF:– Displays ADF pointer and ADF tuned.

ND MODE SELECTOR (outer)

– Selects desired Navigation Display.– Ground speed is displayed in all modes.– Controls only respective ND.

APP

– Displays heading up (HDG), expanded compassrose, and ILS navigation information.

– Displays selected ILS receiver, ILS frequency,DME and ILS course.

APP CTR

– Displays heading up (HDG), full compass rose,and ILS navigation information.

– Displays selected ILS receiver, ILS frequency,DME and ILS course.

– Weather radar display is inhibited.

VOR

– Displays heading up (HDG), expanded compassrose, and VOR navigation information.

– Displays selected VOR, VOR frequency, VORcourse, and TO/FROM indication.

VOR CTR

– Displays heading up (HDG), full compass rose,and VOR navigation information.

– Displays selected VOR, VOR frequency, VORcourse, and TO/FROM indication.

– Weather radar display is inhibited.

MAP

– Displays heading up (HDG), expanded compassrose, and FMC generated map information,airplane position, and heading.

– Displays active waypoint data.– Displays vertical path deviation at TOD.

MAP CTR

– Displays heading up (HDG), full compass rose,and FMC generated map information, airplaneposition, and heading.

– Displays active waypoint data.– Displays vertical path deviation at TOD.

PLN (PLAN)

– Displays a static, true north up, route depiction.– Allows route step-through using the MCDU legs

page.– Weather radar display is inhibited.

ND RANGE SELECTOR

– Selects desired nautical mile range on therespective ND.

CENTER P/B (inner)

PUSH:– Displays full compass rose for APP, VOR and

MAP positions.

A



1 AUG 1997Issue 4

1.13.2Page 7

3.2 SOURCE SELECTORS

CDU C

CDU L

FMC R

FMC L

R

CL

R

CL

R

CLAUTO

R

C

L

FLT DIR

T

C

E

L

E

S

E

C

R

U

O

S

NAV

EIU

IRS

AIR DATA

A

A

EIU SOURCE SELECTOR

Selects EIU providing information to the respectivePFD and ND.

L: Left EIU selected.

AUTO: Automatically switches to an operable EIU.Captain’s automatically selects left, thencenter, then right. First Officer’sautomatically selects right, then center,then left.

C: Center EIU selected.

R: Right EIU selected.

AIR DATA SOURCE SELECTOR

Selects ADC providing airspeed and altimeterinformation to the respective PFD, TAT probe data tothe primary EICAS and input to respective A/P and tothe EECs.

L: – Left ADC selected.– Left TAT probe data on EICAS.

C: – Center ADC selected.– Right TAT probe data on EICAS.

R: – Right ADC selected.– Left TAT probe data on EICAS.

PILOT’S PANELS (LH SIDE SHOWN)

IRS SOURCE SELECTOR

– Selects IRS providing attitude and vertical speedinformation to the respective PFD.

L: Left IRU selected.

C: Center IRU selected.

R: Right IRU selected.

– The source for heading, wind direction andspeed, slip/skid, track angle, drift angle, andground speed displayed on the PFD and NDdepends on the status of the IRUs, FMCs andposition of the IRS and NAV Source Selectors.To provide uninterrupted display information,IRU selection is automatic and independent ofthe Source Selector Position.

– Captain’s selector selects IRU for autobrakesreference.

NAVIGATION SOURCE SELECTOR

– Selects FMC providing information to therespective PFD and ND.

– Selects CDU providing information to therespective ND during standby navigation*.

FMC L: Left FMC selected.

FMC R: Right FMC selected.

CDU L: Left CDU selected (standby navigation).

CDU C: Center CDU selected (standby navigation).

* See for Standby Navigation AOM chapter 1.15.

FLIGHT DIRECTOR SOURCE SELECTOR

Selects Flight Control Computer (FCC) providing forFlight Director (FD) command bar operation.

L: Left FCC selected.

C: Center FCC selected.

R: Right FCC selected.



Page 81.13.2 1 AUG 1997

Issue 4

-- CRT --OUTBD

CRT SELECTORS AND BRIGHTNESS CONTROLS

INBD CRT

NORM

PRI

EICAS

LWR CRT

PFD ND

NORM

EICAS

LWRUPR

BRT

EICAS

A

B

C

PILOT’S PANELS

GLARESHIELD

EICAS CONTROL PANEL

AC

LOWER CRT SELECTOR

Selects display on the lower CRT

EICAS PRI:Displays primary EICAS display.

NORM:Displays synoptic as controlled through the EICAScontrol panel.Displays primary EICAS functions if upper CRTfails.

ND:Displays associated ND.

INBOARD CRT SELECTOR

Selects display on the inboard CRT.

EICAS:Displays secondary or primary EICAS display.

NORM:Normally displays ND.Displays PFD automatically if outboard CRT fails.

PFD:Displays associated PFD.

INBOARD CRT BRIGHTNESS KNOB

ROTATE (outer):Adjusts respective inboard CRT brightness.

ROTATE (inner):Adjusts weather radar brightness on respectiveinboard CRT.

INBD

LOWER CRT BRIGHTNESS KNOB

ROTATE (outer):Adjusts lower CRT brightness.

ROTATE (inner):Adjusts weather radar brightness when selectedon the lower CRT

UPPER CRT BRIGHTNESS KNOB

ROTATE:Adjusts upper CRT brightness.

OUTBOARD CRT BRIGHTNESS KNOB

ROTATE:Adjusts respective outboard CRT brightness.

B



22 FEB 2001Issue 5

1.13.2Page 9

HEADING REFERENCE SWITCHCENTER PANEL

TRUE

HDG

NORM

A Heading Reference Switch (lever locked)

Selects heading reference for PFDs, NDs, AFDS andFMC.

TRUE:References true north.

NORM:References magnetic or true north depending onlatitude.

A

GS

13.5

355 /15ILS L 110.0

DME055CRS090HDG

322 TAS 315

TRUE

NORM

TRUEGS

13.5

350 /15ILS L 110.0

DME

055CRS085HDG322 TAS 315

MAG

MAG

TRU

PFD ND

110

110



Page 101.13.2 1 AUG 2002

Issue 5

3.3 PFD - GENERAL AND FAILURE FLAGS

LIMSPD

HEADING

SPEED (Airspeed)

SEL SPD

S/G

VERTICAL SPEED

HDG

V

TRE

TLA

PFD FAILURE FLAGS (amber)

FLIGHT DIRECTOR

GLIDE SLOPE

ALTITUDE

MACH

LOCALIZER

RADIO ALTITUDE

ATTITUDE

FD

RADH

DPS

LOC

ATT

MACH

SPEED LIMIT

DECISION HEIGHT

SELECTED SPEED

HEADING INDICATION

VERTICAL SPEED INDICATION

ALTITUDE INDICATION

ATTITUDE INDICATION

AIRSPEED INDICATION

FLIGHT MODE ANNUNCIATOR

NOTE: 1. Flags appear for the failure of the respective source.Explanation in chapter concerned.

2. SPD flag inhibits: SEL SPD, NO V SPD, SPD LIM and MACH flags.

HOR. DEV

VERT.

DEV

VNO

SPD

NOTDZ

NO TOUCHDOWN ZONE



22 FEB 2001Issue 5

1.13.2Page 11

A

PFD TYPICAL EXAMPLE

50020

80

0003

143

200

100

0

FLAREROLL OUTLOC G/SSPD

REF

1010

1010

62

1

1

2

6

200

400

600

800

700

120

160

180MM

IBFIDME 13.5 560

CRS 128 MDA800

LAND 3

20

29.89

DH200

137

IN128

MAG

A



Page 121.13.2 22 FEB 2001

Issue 6

3.4 PFD - ATTITUDE AND GUIDANCE

2020

10 10

1010

ROLLPITCH

WINDSHEAR

PFD

Attitude Indication (blue/brown)

– Displays aircraft’s attitude.– Entire indication is removed and ATT flag

displayed if selected IRU fails.– Specific indication is removed if information for

that indication is not computed or invalid.

Bank Scale (white)

Scale marks at 0⎪, 10⎪, 20⎪, 30⎪, 45⎪.

Attitude Comparator (amber)

Either PITCH and/or ROLL may be displayed whenthe captains and F/O pitch and roll attitude differ bymore than 3⎪.

Slip Indication (white)

Displaces to indicate a slip.

Pitch Limit Indication (yellow)

– Indicates pitch limit above which stick shakeroccurs for existing flight conditions.

– Displayed when flaps are selected out of UP.– Maximum indication 32⎪ .

Flight Director Command Bars (magenta)

– Indicates selected flight director commands.– Removed if respective Flight Director switch is

OFF or Flight Director selected and respectiveflight control computer fails, or selected flightmode is invalid.

Airplane Symbol (black) (border white)

Indicates the airplane attitude.

NOTE: For TCAS symbology refer to AOM 1.18.3.

Horizon Line and Pitch Scale (white)

– Indicates the selected IRU horizon relative to theairplane symbol.

– Pitch scale is in 2.5⎪ increments.

Bank Indicator or Skypointer

Indicates aircraft’s bank. Top points to sky.



15 OCT 1996Issue 4

1.13.2Page 13

10 10

10 10

DME 13.5IBFI

OM

CRS 128

Marker Beacon Annunciation

– IM (white): Indicates over airways or innermarker beacon.

– MM (yellow): Indicates over middle markerbeacon.

– OM (cyan): Indicates over outer markerbeacon.

Approach Course (white)

– Selected approach course is displayed.– Information provided by the FMS.

Glide Slope Deviation and Scale (magenta)

– Indicates glide slope position relative to theairplane.

– Scale and pointer not displayed when ILS is nottuned.

– Diamond fills in solid when within 2 dots.– Not displayed and G/S flag displayed with invalid

information.– Turns amber and diamond flashes for excessive

deviation.

Localizer Deviation and Scale (magenta)

– Indicates localizer position relative to the airplane.– Scale and pointer not displayed when ILS is not

tuned.– Not displayed and LOC flag displayed with invalid

information.– Diamond fills in solid when within 2 dots.– Expands when AFS LOC mode is active.– Turns amber and diamond flashes for excessive

deviation.

Ground Proximity Warnings (red)

Refer to 1.18.

WINDSHEAR

Approach Reference (white)

– Displays receiver identifier or frequency and DME.– Information provided by the approach receiver.– If tuned only, frequency is displayed.– If the frequencies from the L, C or R ILS

receivers are not identical, a yellow horizontalline is drawn through the center of the frequencyread out.



Page 141.13.2 1 JUN 1999

Issue 6

3.5 PFD - SPEEDSCALE

220

260

280

300

240

200

242

.532

Command Speed (magenta)

– Displays airspeed selected in IAS/MACH Windowon the MCP (V2 during Take-off).

– Displays FMC target airspeed when IAS/MACHWindow is blank.

– Not displayed and SEL SPD flag displayed in casesource information is invalid.

Maximum Speed (red)

– Indicates maximum operating speed as limited bythe lowest of the following:S VMO/MMO

S Landing gear placard speedS Flap placard speed.

– Not displayed and SPD LIM flag displayed with nocomputed data or invalid information.

Maximum Manoeuvring Speed (amber)

– Indicates manoeuvre margin to high speed orMach buffet.

– Not displayed with no computed data, invalidinformation, or when VMO/MMO restricted.

Current Airspeed (white/amber)

– Indicates indicated airspeed (IAS) in knots.– Not displayed if selected ADC fails.– Airspeed box changes to amber if current airspeed

is less than the minimum manoeuvring speed.

Command Speed (magenta)

– Indicates airspeed selected in IAS/MACH Windowon the MCP.

– Indicates FMC target airspeed when IAS/MACHWindow is blank.

– Not displayed when source data not available.

Minimum Manoeuvring Speed (amber)

– Indicates manoeuvre margin to stick shaker or lowspeed buffet.

– Not displayed with no computed data or invalidADC information.

Minimum Speed (red)

– Indicates airspeed at which stick shaker or lowspeed buffet occurs.

– Not displayed and SPD LIM flag displayed with nocomputed data or invalid ADC information.

Airspeed Indication (white)

– Displays indicated airspeed (IAS) in knots.– Entire indication is removed and SPD flag

displayed if respective ADC fails.– Displays 30 knots with no computed data.

Current Mach (white)

– Displays ADC Mach.– Not displayed with no computed data.

Mach flag displayed with invalid information.



1 APR 1994Issue 4

1.13.2Page 15

REF180 156

110V1155

VR160

V1

140

120

1220

SPD

NOV

LIMSPD

NO V SPD (amber)

V-speeds not yet validated on the MCDU(TAKE-OFF REF page).

160REF

UP

5

202

10

5

180 10

1

20

SPD LIM (amber)

PFD detected signal failure or no computed data ofmin/max speed display.

FLAP MANOEUVRING SPEEDS (green)

– Indicates current flap setting speed and next flapsetting speed.

– Displayed below 20200 feet.

LANDING REFERENCE SPEED (green)

Indicates VREF as selected on the MCDU.

V1 speed value displayed at top of speed scalewhen selected and value is off scale.

REF speed value displayed at bottom of speedscale when selected and value is off scale.

TREND INDICATION (green)

Indicates rate of acceleration or decelerationtowards indicated speed which will be reachedafter 10 seconds. Longer arrow denotes a largerrate.

TAKE-OFF REFERENCE SPEEDS (green)

– Indicates V1 and VR as validated on the MCDUTAKE-OFF REF page.

– Displayed for take-off.



Page 161.13.2 1 JUN 1999

Issue 5

3.6 PFD -- ALTIMETER

1

1

1

400

6001

200

1

1

800

400

500

MDA1310

DH200

1400

RADIO ALTITUDE INDICATOR (white)

– Displays radio altitude below 2500 ft AGL.– Turns amber when at DH.– Not displayed with no computed data.– Not displayed and RA flag displayed with invalid

information.

ALTITUDE INDICATION (white)

– Displays aircraft’s altitude.– Entire indication is removed and ALT flag

displayed if selected ADC fails.– Specific indication is removed if information for

that indication is not computed or invalid.

DECISION HEIGHT (DH) (green)

– Displays decision height selected on therespective EFIS Control Panel (ECP).

– Not displayed when negative DH is selected orno computed data.

– Not displayed and DH flag displayed when DHinformation is invalid.

– When the RA is at or below the set DH, thedisplay is replaced with a 3 sec. flashing largeamber DH, then a steady amber indication.

– Alert function resets:S Automatically on go-around when 75 ft above

selected decision height.S Upon landing.S Manually by pushing RST on the EFIS

Control Panel.

MINIMUM DESCENT ALTITUDE (MDA) (green)

– Displays MDA selected on the EFIS ControlPanel.

– Not displayed when MDA selected below -100 ft.

CURRENT ALTITUDE (white)

– Indicates aircraft’s altitude.– Altitude box changes to bold white when within

900-300 ft and approaching the selectedaltitude.

– Altitude box changes to amber when deviatingfrom the selected altitude and altitude alert isactivated.

– Not displayed if selected ADC fails.

SELECTED ALTITUDE (magenta)

– Indicates altitude selected in Altitude Window onthe MCP.

BAROMETRIC SETTING INDICATOR (green)(amber)

– Indicates barometric setting as selected on theEFIS control panel.

– STD is displayed when the Baro Standard P/Bon the EFIS control panel is pushed.

– If STD is selected, a barometric setting can bepreselected. The preset barometric setting isdisplayed in white below STD and is selectedwith the STD P/B. Blank until BARO selector isrotated.

– Display changes to amber and is boxed whenthe barometric setting is displayed and climbing300 ft above transition altitude or if STD is setand descending 300 ft below transition level andprovided the MCP altitude is selectedaccordingly.

29.89 IN.STD

SELECTED ALTITUDE (magenta)

– Displays altitude selected in Altitude Window onthe MCP.

– Altitude box changes to bold white when within900-300 ft and approaching the selectedaltitude.



22 FEB 2001Issue 6

1.13.2Page 17

00

29.89 IN. NO TOUCHDOWN ZONE FLAG (amber)

Displayed when there is no FMC or cabin altitudeinformation, and touchdown zone indicator notdisplayed.

TOUCHDOWN ZONE INDICATOR (amber)

– Displays hatch mark with the upper edgeindicating the landing altitude.

– Not displayed when there is no FMC or CabinAltitude Control information.

NOTDZ

SELECTED METRIC ALTITUDE (magenta)

– Displays altitude in meters as selected in feet inthe Altitude Window on the MCP.

– Selected by Metric Altitude Selector (MTRS P/B)on the EFIS control panel.

CURRENT METRIC ALTITUDE (white)

Indicates altitude in meters when selected by MTRSP/B on respective EFIS control panel.

10 000

3000M

1

2

1

6

2040

12M

2

6

3.7 PFD -- VERTICAL SPEED INDICATOR

VERTICAL SPEED INDICATION (white)

– Displays vertical speed derived from referenceIRU and also reference ADC for damping.

– Entire display is removed and VERT flag appearswhen a failure is detected.

VERTICAL SPEED (white)

Indicates vertical speed.2

1

2

1

2000

6

6

SELECTED VERTICAL SPEED (magenta)

– Indicates vertical speed selected in Vertical SpeedWindow on the MCP.

– Display is removed when not in V/S mode.

VERTICAL SPEED (white)

– Displays vertical speed when greater than 400feet per minute.

– Display is above vertical speed indications whenclimbing and below when descending.NOTE: For TCAS symbology refer to AOM 1.18.3.



Page 181.13.2 1 APR 1994

Issue 4

3.8 PFD -- HEADING INDICATOR

MAG132

PFD

HEADING INDICATION (white)

– Displays IRS heading.– Entire indication is removed and the HDG flag

displayed if the selected IRU fails.

CURRENT HEADING POINTER (white)

Indicates current heading.

SELECTED HEADING (magenta)

– Indicates heading selected in the Heading Windowon the MCP.

– Indicates inbound course when localizer iscaptured.

TRACK POINTER (white)

Displays current track computed by the FMC orselected IRU when FMC data are invalid.

HEADING REFERENCE (green)

Displays selected heading reference.MAG -- Magnetic.

-- True.TRU



1 JUN 1999Issue 4

1.13.2Page 19

3.9 ND -- GENERAL AND FAILURE FLAGS

HDG 140

13.5

18.5ELN

FRED

TAS338 350110 /40GS GRH

MAG

20

E/D

+5

VOR L

GRH

WXR

NM

DME

VOR R

DME 22.3IRS(3)

DD DKK

0838.4 Z

A

TYPICAL EXAMPLE (MAP mode shown)

A

NOTE: For TCAS symbology refer to AOM 1.18.3.

GS TAS

TIME TO ALIGNL 7+ MIN

C 7+ MIN

R 7+ MIN



Page 201.13.2 22 FEB 2001

Issue 5

A

ND

– FAILURE FLAGS (amber)S Loss of valid information removes the

affected symbol and displays failure flag asappropriate.

S Location varies depending on ND modeselected.

– FAILURE INDICATIONSS No computed data will replace the number with

dashes.S The message ’EXCESS DATA’ will be

displayed on the ND when the amount ofselected data is in excess of display capacity.

ADFL

VORL

DME L

ADFR

VORR

DME R

DME LEFT

VOR LEFT OR ADF LEFT

MAP, VOR, APPVOR RIGHT OR ADF RIGHT

DME RIGHT

TRACKHEADING

G

LOCALIZER VOR, APP

K

T

V

/

S

MAP

VOR OR

GLIDE SLOPE

VERTICAL TRACK

MAP

VOR R

VOR L

LOC

EXCESS DATA

EXCESS DATA

MAP, VOR, APP

A

MAP, VOR, APP

MAP, VOR, APP

MAP, VOR, APP

MAP, VOR, APP

MAP

MAP, PLAN

MAP

FLAG Mode in whichthey may appear.

TRK

HDG DME LDME R VOR, APPDME

1.11.HYDRAULICS

1.11.2System

Details

AircraftOperations

Manual

747-400

22FEB

2001Issue

51.11.2Page

1

1.MAIN

COMPONENTSANDSUBSYSTEMS

NORMAL

RIGHTINBD

ACTUATION

BRAKES

AILE

RON

RIGHTOUTBD

LOWERRUDDER

AILE

RON

RIGHTINBD

ELE

VATOR

5,6,7,8SPOILE

RS

FLA

PS

OUTBDTE

ELE

VATOR

RIGHTOUTBD

WINGGEAR

1,4,9,12SPOILE

RS

LEFT

3SYSTEM

AUTOPILO

T

SYSTEM

ALTERNATE

LEFTINBD

LEFTOUTBD

ACTUATIONLE

FTINBD

INBDTE

LEFTOUTBD

ACTUATION

BRAKES

UPPERRUDDER

AILE

RON

AILE

RON

FLA

PS

BODYGEARELE

VATOR

ELE

VATOR

NOSEGEAR

STEERING

NOSEGEAR

CENTER

AUTOPILO

TRIGHT

AUTOPILO

T

2SYSTEM

STABILIZ

ER

TRIM

FEEL

ELE

VATOR

BRAKES

ALTERNATE

2,3,10,11

4SYSTEM

STEERING

BODYGEAR

DEMAND

PUMP

(airdriven)

1

BLEEDAIR

NONRETURNVALV

E

HYDRAULIC

RESERVOIR

(4x)

–Ahydraulic

reservo

irisinsta

lledineach

system.

Thereservo

irsare

airp

ressu

rizedtoavoidpump

cavita

tionandtoensure

hydraulic

fluidsupply

durin

ghighdemandconditio

ns.T

hisairp

ressu

reissuppliedbythepneumatic

system.

–Each

reservo

irisprovid

edwith

sensorsfor:

SLowfluidlevel.

SLowairpressu

re.

FLUID

SHUTOFFVALV

E(4x)

Afluidshutoffva

lveinthesupplylineofeach

enginedrive

npumpiso

latesfluidsupplytothe

pump,w

henrespective

enginefire

handleispulled.

ENGINEDRIVENHYDRAULIC

PUMP(EDP4x)

–Each

enginedrive

savaria

bledisp

lacementtyp

epump,w

hich

istheprim

arypowersource

tothe

systems.

–Whenelectrica

lpowerislostth

epumpscontinue

topressu

rizethesyste

ms.

–Pumpisdepressu

rizedwhen:

SFire

handleispulled.

SEnginepumpP/B

isinOFF.

DEMANDPUMP(4x)

–SupplementstheEDPduringhighdemand

conditio

ns.

–Suppliesnorm

alsyste

mdemandsifa

nengineor

EDPfails.

–Syste

m1and4have

airdrive

ndemandpumps.

–Syste

m2and3have

electric

motordrive

ndemandpumps.

–Demandpumpssyste

m1and4areidentica

land

interch

angeablewith

theenginedrive

npumps.

AUX(IL

IARY)PUMP(2x)

–Alowcapacity

electrica

llydrive

npumpis

insta

lledinsyste

m1and4.

–Pumpoperatesonthegroundonly.

APUGEN1orEXTPWR1mustb

eAVAIL.

SPOILE

RS

AUX

PUMP

(electric)

ENGINE

DRIVEN

PUMP

ENGINE

DRIVEN

PUMP

DEMAND

PUMP

(electric)

ENGINE

DRIVEN

PUMP

DEMAND

PUMP

(electric)

ENGINE

DRIVEN

PUMP

AUX

PUMP

(electric)

DEMAND

PUMP

(airdriven)

1.11.

HYDRAULICS

1.11.2

SystemDetails


Page2

1.11.2

15MAY

1996

Issue3

INTENTIONALLYLEFT

BLANK



1 JUN 1999Issue 6

1.13.2Page 21

3.10 ND - SYMBOLOGY

The following symbols can be displayed on each ND depending on EFIS control panel switch selection.General color presentation is as follows:GREEN (G) : Indicates engaged flight mode displays, dynamic conditions.WHITE W) : Indicates present status situation, scales, armed flight mode displays.MAGENTA (M) : Indicates command information, pointers, symbols, fly-to condition.BLUE (B) : Indicates non-active or background information.RED (R) : Indicates warning.AMBER (A) : Indicates cautionary information, faults, flags.

TOP PART (CORNER)Symbol Name Color Applicable Mode(s) Remarks

350 /15 WIND BEARING/ SPEEDand (W)DIRECTION (W)

MAP, MAP CTRVOR, VOR CTRAPP, APP CTRPLAN

Windspeed indication will bedisplayed when IAS is over100 kts and windspeed is over6 kts. Removed at 4 kts. Thewind vector value is computedas the vector between thevelocity vector and thegroundtrack vector. The velocityvector value has a magnitudeequal to the TAS and a directionequal to the current heading.The groundtrack vector has amagnitude equal to the FMSgroundspeed and a directionequal to the current track. Theindication is unreliable when ayaw or sideslip is present.Direction is magnetic or true,depending on ND headingorientation.

L 7+ MINC 7+ MINR 7+ MIN

TIME TO ALIGN ALL Time remaining until IRSalignment is completed.

GS 310 GROUND SPEEDINDICATION (W)

ALL Current ground speed.

TAS 312 TRUE SPEEDINDICATION (W)

ALL Current true airspeed.Displayed above 100 kts.

GRH ACTIVE WAYPOINTIDENTIFIER (M)

MAP, MAP CTRPLAN

Indicates active flight planwaypoint currently navigating to.

VOR L, RILS L, C, R

RECEIVERREFERENCE (G)

VOR, VOR CTRAPP, APP CTR

Indicates receiver referencedfor the display.

116.80or

SEA

ILS/VOR FREQUENCYor IDENTIFIER DISPLAY

(G)


Frequency displayed beforeidentifier is decoded. Decodedidentifier replaces thefrequency.

124 NM DISTANCE DISPLAY(W)

MAP, MAP CTRPLAN

Indicates distance to the activewaypoint.

DME 24.6 DME DISTANCEDISPLAY (W)


Indicates DME distance to thereferenced navaid.

0835.4z ETA DISPLAY(W)

MAP, MAP CTRPLAN

Indicates FMC calculated ETAfor the active waypoint based onthe actual wind (thus GS).



Page 221.13.2 22 FEB 2001

Issue 7

COMPASS ROSE ASymbol Name Color Applicable Mode(s) Remarks

CRS 135 COURSE DISPLAY(W)


Indicates VOR course or FMCrunway course.

TRACK INDICATOR(W)


Indicates airplane track whenselected mode has headingorientation.

SELECTED HEADINGMARKER (M)

ALL, except PLAN Indicates the heading set by theMCP.

DASHED HEADINGLINE (M)

MAP, MAP CTRVORAPP

Line is displayed from theselected heading marker to theairplane symbol. In MAP modewith LNAV, LOC, or ROLLOUTengaged, the line is removed10 seconds after the selectedheading is moved.

VOR or (G)ADF BEARING-- LEFT (B)

MAP, MAP CTRVOR VOR CTR

Displays bearing to (head) orfrom (tail) tuned station, ifselected on the respective EFIS

VOR or (G)ADF BEARING-- RIGHT (B)


pcontrol panel.

40

PRESENT TRACK LINEand RANGE SCALE

(W)

MAP, MAP CTRVOR, APP

Instantaneous track resultingfrom present heading and wind.Displayed in VOR or APP modewhen weather radar or TCAS isselected.

263HDG MAG HEADINGORIENTATION, (G)INDICATION and (W)REFERENCE (G)

MAP, MAP CTRVOR, VOR CTRAPP, APP CTRPLAN

Indicates number under pointeris a heading. Box displaysactual heading.

TRU

MAG or HEADING REFERENCE(G)

ALL Indicates heading/track isreferenced to magnetic north ortrue north.Switching from TRU to MAGdisplays a box around MAG for10 seconds.

EXPANDED COMPASS(W)

MAP, APP,VOR, PLAN

360⎪ are available but only 90⎪are displayed.

MAP DISPLAY

Symbol Name Color Applicable Mode(s) Remarks

KABC

22L

AIRPORT IDENTIFIERAND RUNWAY

(W)

MAP, MAP CTRPLAN

Displayed when selected asorigin or destination and NDrange is 80, 160, 320 or 640 nm.

KTEB

AIRPORT (B) MAP, MAP CTR When ARPT MAP P/B isselected, airports within the maparea are displayed. Origin anddestination airports are alwaysdisplayed independent of ARPTP/B.



1 AUG 1997Issue 4

1.13.2Page 23

MAP DISPLAY


22L

AIRPORT AND RUNWAY(W)

MAP, MAP CTRPLAN

Displayed when selected asorigin or destination and NDrange is 10, 20 or 40 nm.Dashed runway centerlineextend outward 14.2 nm.

AMBOY

WAYPOINT:ACTIVE (M)INACTIVE (W)

MAP, MAP CTRPLAN

Active - Represents thewaypoint the airplane iscurrently navigating to.Inactive - Represents waypointon the active route.

MLF

OFF ROUTEWAYPOINT (B)

MAP, MAP CTR When WPT MAP P/B isselected, data base waypointsnot on the selected route aredisplayed in ND ranges of 10,20 or 40 nm.

KILMR

PARBY

AMBOY

FLIGHT PLAN ROUTE:ACTIVE (M)MODIFIED (W)INACTIVE (W)

MAP, MAP CTRPLAN

The active route is displayedwith a continuous line (M)between waypoints. Active routemodifications are displayed withshort dashes (W) betweenwaypoints. Inactive routes aredisplayed with long dashes (B)between waypoints.

0835Z

12000

KILMRROUTE DATA:ACTIVE WPT (M)INACTIVE WPT (W)

MAP, MAP CTR When the DATA MAP P/B isselected, altitude and ETA forroute waypoints are displayed,based on the predicted windand dynamic performance data.

HOLDING PATTERN:ACTIVE ROUTE (M)MODIFIED ROUTE (W)INACTIVE ROUTE (B)

MAP, MAP CTRPLAN

A fixed size holding patternappears when in the flight plan.This pattern increases to correctsize when holding.

PROCEDURE TURN:ACTIVE ROUTE (M)MODIFIED ROUTE (W)INACTIVE ROUTE (B)

MAP, MAP CTRPLAN

A fixed size procedure turnappears when in the flight plan.It increases to correct size forthe procedure turn.

OFFSET PATH ANDIDENTIFIER:ACTIVE ROUTE (M)MODIFIED ROUTE (W)

MAP, MAP CTRPLAN

Presents a dashed line parallelto and offset from the active ormodified route. Selected on theMCDU ACT RTE page.

ALTITUDE RANGEARC

(G)

MAP, MAP CTR Displays the range where theMCP altitude will be reached.Based on vertical speed andground speed.



Page 241.13.2 1 JUN 1999

Issue 7

MAP DISPLAY


T/D

ALTITUDE PROFILEPOINT AND IDENTIFIER

(G)

MAP, MAP CTR Represents a FMC calculatedT/C (top-of-climb), T/D(top-of-descent), S/C (stepclimb) and E/D(end-of-descent). Decelerationand predicted altitude/ETApoints have no identifier.

ENERGYMANAGEMENTCIRCLES:CLEAN (B)SPEED BRAKE (W)

MAP, MAP CTR Displays clean and speedbrakeenergy management circles asselected on OFFPATH DESpage.

VOR (B, G)DME/TACAN (B, G)VORTAC (B, G)

MAP, MAP CTR When STA MAP P/B is selected,appropriate navaids aredisplayed. Tuned VHF navaidsare displayed in green,regardless of the STA P/B. Amanually selected course andreciprocal are displayed.

ABC

SELECTEDREFERENCE POINTandBEARING DISTANCEINFORMATION (G)

MAP, MAP CTRPLAN

Displays the reference pointselected on the MCDU FIXpage. Bearing and/or distancefrom the Fix are displayed withdashes.

* IRS POSITION

(W)

MAP, MAP CTR Indicates IRS position relative toFMC position, when POS MAPP/B selected ON.

VOR/DME RAW DATARADIAL andDISTANCE (G)

MAP, MAP CTR When POS MAP P/B selectedon, radial extends from airplanetoward navaid used forupdating. If co-located DMEdata received, tick markdisplayed at DME distance;radial extends to edge of displayif no valid DME data received.

WEATHER, AIRCRAFT POSITION AND DEVIATION


WEATHER RADARRETURNS

(R, A, G, M)


When the Weather Radar isselected ON, weather returnsare displayed. Most intenseareas are displayed in red.Lesser intensity amber andlowest intensity green.Turbulence is displayed inmagenta.

AIRPLANE SYMBOL(W)


Current airplane position is atthe apex of the triangle.



1 AUG 1997Issue 4

1.13.2Page 25

WEATHER, AIRCRAFT POSITION AND DEVIATION


AIRPLANE SYMBOL(W)

VOR CTR,APP CTR

Current airplane position is atthe center of the symbol.

TREND VECTOR (W) MAP, MAP CTR Predicts airplane directionaltrend at the end of 30, 60 and 90second intervals. Each segmentrepresents 30 seconds. Basedon bank angle and groundspeed. Vector exist of 1, 2 or 3segment for 10, 20, 40 NM andgreater range selectionrespectively.

VERTICAL POINTERand DEVIATION SCALE

(W)

MAP, MAP CTR Displays vertical deviation fromselected vertical profile (pointer)during descent only. Scaleindicates plus or minus 400 ftdeviation. Digital displayprovided when pointer over 400ft deviation.

COURSE DEVIATIONINDICATOR (M)DEVIATION SCALE (W)


Displays LOC or VOR deviation.Relative to the VOR or ILSselected course.

SELECTED COURSEPOINTER and (W)LINE (M)


Displays selected course set onthe NAV RAD page in theMCDU.

GLIDESLOPEPOINTER and (M)DEVIATION SCALE (W)

APP, APP CTR Displays glideslope position anddeviation in ILS mode.



Page 261.13.2 22 FEB 2001

Issue 6

BOTTOM PART (L/R CORNERS)


N NORTH POINTER (G) PLAN Indicates map background isoriented and referenced to truenorth.

TO/FROMINDICATOR

(W)

VOR CTR Located near airplane symbol.Displays VOR TO/ FROMindication.

TOFROM

TO/FROMDISPLAY (W)

VOR, VOR CTR Displays VOR TO/FROMindication.

WXRSTAWPTARPTTFC

TA ONLY

MAP OPTIONS (B)SELECTION

MAP, MAP CTR Displays map data as selectedon the respective EFIS controlpanel using the respective P/B.

VOR L, RADF L, R

VOR or (G)ADF REFERENCE (B)

MAP, MAP CTRVOR, VOR CTRAPP, APP CTR

Located at lower left or rightcorner. Represents positions ofVOR/ADF switches on the EFIScontrol panel.

116.80or

SEA

VOR FREQUENCY orIDENTIFIER DISPLAY

(G)


Frequency displayed beforeidentifier is decoded. Decodedidentifier replaces thefrequency. Small font indicatesonly DME information is beingreceived.

DME 24.6 DME DISTANCE (G)DISPLAY


Indicates DME distance to thereferenced navaid.

CDUL, C, R

MAP SOURCEANNUNCIATION

(G)

MAP, MAP CTR Displays ND source if CDU isselected on respective NAVsource select switch.

IRS (3)IRS (L)IRS (C)IRS (R)

IRS/FMC UPDATESTATUS

(G)

MAP, MAP CTR Displays IRS/FMC updatestatus based on the IRSsvalidity.Transition from IRS (3) to anyother annunciation highlightedby a green box for 10 seconds.

DDVDLOC

LOC-DDLOC-VD

FMC- RADIO UPDATESTATUS

(G)

MAP, MAP CTR Displays FMC radio updatemode.DD = DME-DMEVD = VOR-DMELOC = LocalizerLOC-DD = Localizer and

DME-DMELOC-VD = Localizer and

VOR-DME



22 FEB 2001Issue 5

1.13.2Page 27

3.11 ND - VOR/ADF SWITCHES

TFC

DH MDA

RST

MTRS BAROIN HPA

PLNMAPVOR

APPVOR L

OFF

ADF L


10

20

40 80 160

640

320

ADF R

OFF

WPT

VOR R

STD

CTR

140HDG

DKK

VOR RDD

22.3DMEIRS(3)

MAG

WXR

395ADF L

+5

13.5

GRH

NM

0838.4zTAS355 350

010⎪ /40GS

ADF L(BLUE)

VOR R(GREEN)

HDG 14013.5

TAS355 350GS GRHMAG

NM

0838.4 Z

DKK

MAP CTR

MAP

010⎪ /40



Page 281.13.2 22 FEB 2001

Issue 4

3.12 ND - APPROACH MODE

APP CTR

APP

GS

13.5

350 /15ILS L 110.0

DME

055CRS090HDG MAG

MAGHDG 090

322 TAS 315

Course Pointer(selected runway heading)

Track Indicator(WX radar not selected)

Selected Heading

Airplane Symbol

Glide Slope Pointerand Deviation Scale

Compass Rose

Current Headingand Reference

Groundspeed

True Airspeed

Selected localizer course

Approach ReceiverReference (source)

Track Indicator

Airplane Symbol

Wind Bearing/Speedand Direction

Localizer DeviationIndicator and Scale

GS

350 /15322 TAS 315

13.5

ILS L 110.0

DME

055CRS

Heading Pointer

ILS Frequency

ILS/DME Distance

TFC

DH MDA

RST

MTRS BAROIN HPA

PLNMAPVOR

APPVOR L

OFF

ADF L


10

20

40 80 160

640

320

ADF R

OFF

WPT

VOR R

STD

CTR



22 FEB 2001Issue 5

1.13.2Page 29

3.13 ND - VOR MODE

090HDG MAG

MAGHDG 090

315TAS

Airplane Symbol

To/From Indicator

Course Pointer (selectedcourse to NAVAID)

Track Indicator(WX radar not selected)

Selected Heading

Compass Rose


VOR

Airplane Symbol

VOR ReceiverReference (source)

Track Indicator

VOR CTR

To/From Indicators

FROM

350 /1513.5DME055CRS

VOR L 116.80GS

FROM

322

Course DeviationIndicator and Scale

315TAS

350 /15GS 322

13.5DME

055CRS

VOR L 116.80

Heading Pointer

VOR FreguencySelected CourseDistance to NAVAID

Groundspeed

True Airspeed

Wind Bearing/Speedand Direction.orTime remaining (in min-utes) as long as IRS’sare in align mode whenon ground.

TFC

DH MDA

RST

MTRS BAROIN HPA

PLNMAPVOR

APPVOR L

OFF

ADF L


10

20

4080 160

640

320

ADF R

OFF

WPT

VOR R

STD

CTR



Page 301.13.2 22 FEB 2001

Issue 5

3.14 ND - MAP MODE

140HDG

MAP

DKKVOR R

DD

22.3DMEIRS(3)

GRH

MAG

18.5DME

WXR

ELN

DKK

VOR L

+5

ELN

HDG 14013.5

18.5ELN

FRED

TAS338 350110 /40GS GRH

MAG

20

E/D

+5

VOR L

GRH

MAP CTR

WXR

NM

DME

VOR R

DME 22.3IRS(3)

DD DKK

Vertical Pointerand DeviationScale

0838.4


Weather Radar Status

IRS/FMC UpdateStatus

Active Route

Present Track Lineand Range Scale

Trend Vector

Airplane Symbol

Groundspeed

Left VOR/ADF Pointer

Right VOR/ADF Pointer

Compass Rose

Z

13.5

GRH

NM

0838.4 Z

TAS338 350110 / 40GS

LH NAV Radio RH NAV Radio

For details, ref AOM 1.15.8

Active Waypoint

FMC Radio Update Status

Active Waypoint IdentifierETODistance to go

True Airspeed

DH MDA

RST

MTRS BAROIN HPA

PLNMAPVOR

APPVOR L

OFF

ADF L


10

20

4080 160

640

320

ADF R

OFF

WPT

VOR R

STD

CTR

Selected Heading

10

10

TFC



1 APR 1994Issue 3

1.13.2Page 31

3.15 ND - PLAN MODE

NOTE: PLAN mode has no CTR option.

HDG 140 MAG

PLN

True north up depiction of the route.

Top portion same as MAP display

0GS

N

SAU BERKS

19L

OSTER

BRIJJ

TAILS

HADLY

Holding pattern North Up Identifier

Flight Plan

Flight PlanWaypoint

Runway

TFC

DH MDA

RST

MTRS BAROIN HPA

PLNMAPVOR

APPVOR L

OFF

ADF L


10

20

40 80 160

640

320

ADF R

OFF

WPT

VOR R

STD

CTR



Page 321.13.2 1 APR 1994

Issue 3

3.16 ND - MAP P/Bs

TFC

DH MDA

RST

MTRS BAROIN HPA

PLNMAPVOR

APPVOR L

OFF

ADF L


10

20

40 80 160

640

320

ADF R

OFF

WPT

VOR R

STD

CTR

A

MAP P/Bs (momentary action)

– Selects information to be displayed on respectiveND.

– P/Bs may be selected simultaneously.– A second push removes the information.– The message ’EXCESS DATA’ will be displayed

on the ND when the amount of selected data isin excess of display capacity.

POS

– Displays IRS positions and raw data radialsextended from the airplane toward the VORstations displayed on the MCDU NAV RAD page.

– If co-located DME data received, tick markdisplayed at DME distance.

– Radial extends to edge of display if no valid DMEdata received.

– Displayed in MAP and MAP CTR ND modes.

DATA

– Displays estimated time over waypoint andconstraint altitude at each waypoint.

ARPT

– Displays airports in nav data base.All airports with runways longer than 2000 m areshown.Runway bearing strength not taken into account.

WPT

– Displays waypoints in data base if ND RangeSelector in 10, 20, or 40 NM range.

STA

– Displays low altitude NAVAIDs if ND RangeSelector is in 10, 20, or 40 NM range.

– Displays high altitude NAVAIDs if ND RangeSelector is in 80, 160, 320, or 640 NM range.

WXR

– Powers radar transceiver selected on WeatherRadar Control Panel.

– With WXR FAIL displayed on ND, cancels WXRFAIL message.

– Reflection up till 320 NM when range selector isat 640 NM.

A



22 FEB 2001Issue 5

1.13.2Page 33

DH MDA

RST

MTRS BAROIN HPA

PLNMAPVOR

APPVOR L

OFF

ADF L


ADF R

OFF

WPT

VOR R

STD

CTR

A B

WXR

VD

40

WXR

336 /15GS

IRS(3)

GRH

32.5 NM

Z

FREQ

352

+5

GRH

TAS 3380835.4

HDG MAG140

A

B

VD

GS

STA

IRS(3)

40

YKM

ELN

FREQ

352

SBJ

GRH

TAS338 GRH

32.5 NM

Z0835.4

STA

HDG MAG140336 /15

Selected Option

VORTAC

C D E FRANGE DISAGREE DISPLAY

When a range disagree is detected betweenselected and displayed range the message’RANGE DISAGREE’ will be displayed andthe MAP information will be removed.

WX RADAR FAILURE DISPLAY

Applicable weather radar failure messageswhich can be displayed are:– WXR WEAK– WXR ATT– WXR FAIL– RSTR INOPFor details, refer to AOM 1.15.8.

WEATHER RETURN

WX MODES DISPLAY

The following weather radar modeannunciations can be displayed depending onmode selection (ref AOM 1.15.8).– WXR– WXR + T– MAP

10

20

40 80 160

640

320

TFC



Page 341.13.2 22 FEB 2001

Issue 4

VD

MATTH

ANVIL

WPT

IRS(3)

20

FREQ

WPT

BISSL

SEA24GRH

GRH

32.5 NM

Z0835.4HDG MAG140GS 352 TAS 338

336 /15

C

D

VD

KDKK

KKWK

KMAT

APRT

IRS(3)

40

FREQ

ARPT

GRHKYKM

GRH

32.5 NM

Z0835.4HDG MAG140

336 /15GS 352 TAS 338

Waypoints not onthe Selected Route

Selected Option

Airport(s)within theMap Area

Selected Option



22 FEB 2001Issue 5

1.13.2Page 35

0835Z

0839Z18870

/15GS

IRS(3)

40

24000

FREQ

352

GRH

TAS 338

DATA

VD

HDG MAG140 GRH0835.4

NM32.5336

E

F

IRS(3)

40

FREQ

YKM

ELN

GRH

***

POS

VD

GRHHDG MAG1400835.4 Z

NM32.5/15

GS352 TAS338336

DATA Selected.No optiondisplayed

Altitude andETO at RouteWaypoints based on

IRU POSIndication

Raw DataRadial

VOR/DME Raw DataPosition Indication

POS Selected.No Option displayed

Z

predicted wind



Page 361.13.2 22 FEB 2001

Issue 4

3.17 EFIS CONTROL PANEL - OPTION AVAILABILITY MATRIX

RANGE (NM10 20 40 80 160 320 640

MAPSWITCHES

10 20 40 80 160 320 640

WXR X X X X X X X **

STA * X X X X X X X

WPT X X X -- -- -- --

ARPT X X X X X X X

DATA X X X X X X X

POS X X X X X X X

X = available-- = not available

* = 10 - 20 - 40 nm ⎬ Low level NAVAIDS80 ⎬ 640 nm ⎬ High level NAVAIDS

** = till 320 nm



1 FEB 2002Issue 6

1.13.2Page 37

3.18 ALTERNATE EFIS CONTROL

Earlier MCDU models

In the event of an electrical malfunction of the EFIS control panel, control of EFIS options can beobtained via the MCDU by pushing the EFIS CP line select key (1R) on the MENU page.TCAS symbol presentation cannot be controlled but will be displayed automatically if selected OFF priorto the control panel failure.

6

LORTNOCSIFE

< S

OV

PPA

NLP

C T R >

>

>

R >

>

E TSORAB

2 NI29.9

S< E L

E L >

>

M A P >

ED

RCNIGNAR E

RCGNAR E<

<MN01 ---- -- ----------------

O

D< H

O P T I N S

TESER

M O D E

5 TF03

E TSHD

E TS

TF0001

ADM

BARO SET

– Sets barometric setting.– Entry of S or STD displays 29.92 IN or

1013 HPA on the BARO SET line anddisplays STD on the PFD.

DH SET

Sets the DH.

DH RESET

Resets DH alert.

MODE

– Operation same as ND Mode Selector.– See EFIS CONTROL PANEL (ND).

OPTIONS

Selects EFIS OPTIONS page below.

RANGE DECREASE

Subsequent pressing decreases NDdisplayed range.

RANGE INCREASE

Subsequent pressing increases ND displayedrange.

A

A

MDA SET

Sets the MDA.

SIFE

>

>

>

>

>

>

<

O P T I O N S

< WX R

< O S

P T

S T A

S

W

S E L > < S E L >

< S E L > < S E L >

PA R T

ATAD

A D F

C O N T R O L

<

-------------- ---- -- -------------------- -- ---- --

P

< RM T

EFIS OPTIONS PAGE

– Controls PFD and ND options if EFIScontrol panel fails.

– See EFIS CONTROL PANEL (PFD) andEFIS CONTROL PANEL (ND) for detaileddescription of individual options.

A

CONTROL

Returns to EFIS CONTROL page above.

OV R S< E L >

NOTE: WXR option functions only when WXR is initially selected ON on the operable EFIS ControlPanel.



Page 381.13.2 22 FEB 2001

Issue 4

Later MCDU models

In the event of an electrical malfunction of the EFIS control panel, control of EFIS options can beobtained via the MCDU by pushing the EFIS CP line select key (1R) on the MENU page. In case of amechanical failure of one or more options, control can be transferred to the MCDU by pushing the CTLPNL line select key (3R) on the MENU page.

6

LORTNOCSIFE

< S

OV

PPA

NLP

C T R >

>

>

R >

>

E TSORAB

2 NI29.9

S< E L

E L >

>

M A P >

ED

RCNIGNAR E

RCGNAR E<

<MN01 ---- -- ----------------

OO P T I N S

M O D E

A

A

R A D / B A R O S E L

< R A D ⎢ B A R OM I N S S E T

3 5 0 FT

< M I N S R E S E T

BARO SET

– Sets barometric setting.– Entry of I or H changes the displayed value

to inches Hg or hPa respectively.– Entry of S or STD displays 29.92 IN or

1013 HPA on the BARO SET line anddisplays STD on the PFD.

OPTIONS

Selects EFIS OPTIONS page below.RANGE DECREASE

Subsequent pressing decreases NDdisplayed range.

RANGE INCREASE

Subsequent pressing increases ND displayedrange.

SIFE

>

>

>

>

>

<

O P T I O N S

< WX R

< O S

P T

S T A

S

W

S E L > < S E L >

< S E L > < S E L >

PA R T

ATAD

C O N T R O L

T F C

<

---- ---- -- --------------

P

< RM T

< T E R R CONTROL

Returns to EFIS CONTROL page above.

MINS RESET

PUSH:Resets the minimums alert on the PFD.

O F F⎢ A D F ⎢ V O R >

S E L A D F / V O R

EFIS OPTIONS PAGE

– Controls PFD and ND options if EFIScontrol panel fails.

– See EFIS CONTROL PANEL (PFD) andEFIS CONTROL PANEL (ND) for detaileddescription of individual options.

MODE

– Operation same as ND Mode Selector.– See EFIS CONTROL PANEL (ND).

SEL ADF/VOR

PUSH:Sequentially selects ADF, VOR or OFF forthe pointer display on the ND.

MINS SET

– Entered minimums display on respectivePFD.

– BARO selected in 2L, valid entries are-1001 to 15000 feet.

– RAD selected in 2L, valid entries are -20 to999 feet.

RAD/BARO SEL

PUSH:Alternately selects radio altimeter (RAD) orbarometric altimeter (BARO) as theminimums reference on the PFD. Selectedmode displays in large font.



22 FEB 2001Issue 5

1.13.2Page 39

3.19 CRT DISPLAY SWITCHING

The Cathode Ray Tube source switching is either automatic or manual, all depending on the nature of thefault. Manual switching is done by the inboard and lower CRT selectors on either pilots’ instrument panel.If both lower CRT selectors are out of ’NORM’ position, the Captain’s selection will have priority over thelower CRT except for primary EICAS display. Captain’s selections also available when on standby power.

DISPLAY

EICAS

PRIMARY

DISPLAY

EICAS

SECONDARY

EICAS

INBD CRT

PRI

EICASNORM

LWR CRT

PFDNDNORM

INBD CRT

NORM

PRI

EICAS

LWR CRT

PFD NDNORM

EICAS

ND PFDNDPFD

DISPLAY

EICAS

PRIMARY

EICAS

INBD CRT

PRIEICAS

NORM

LWR CRT

PFDNDNORM

PFD

INBD CRT

NORM

PRI

EICAS

LWR CRT

PFD NDNORM

EICAS

ND

ND PFD

DISPLAY

EICAS

SECONDARY

DISPLAY

EICAS

PRIMARY

EICAS

INBD CRT

PRI

EICASNORM

LWR CRT

PFDNDNORM

INBD CRT

NORM

PRI

EICAS

LWR CRT

PFD NDNORM

EICAS

PFD ND PFD

Normal

LH Inbd CRT Failure

LH Outbd CRT FailureAutomatic switching of PFD to inbd CRT



Page 401.13.2 22 FEB 2001

Issue 4

PFDNDPFD

EICASNORM

NDPFD

LWR CRT

EICAS

PRI

NORM

INBD CRT

NORMND PFD

LWR CRT

NORMEICASPRI

INBD CRT

EICAS

SECONDARY

EICAS

DISPLAY

PRIMARY

EICAS

DISPLAY

DISPLAY

EICAS

PRIMARY

DISPLAY

EICAS

SECONDARY

EICAS

INBD CRT

PRI

EICASNORM

LWR CRT

PFDNDNORM

INBD CRT

NORM

PRI

EICAS

LWR CRT

PFD NDNORM

EICAS

PFD ND PFD

PFDPFD

EICASNORM

NDPFD

LWR CRT

EICAS

PRI

NORM

INBD CRTNORM

ND PFD

LWR CRTNORM

EICASPRI

INBD CRT

EICAS

PRIMARY

EICAS

DISPLAY

SECONDARY

EICAS

DISPLAY

Lower CRT Failure

Upper CRT FailureAutomatic switching of Primary EICAS Display to lower CRT

Upper and Lower CRT Failure



22 FEB 2001Issue 1

1.13.2Page 41

3.20 CRT DISPLAY OPTION TABLE

All options of display are contained in the table below.Example for use:PFD display:– Normal on LH/RH outboard CRT.– Option for display on LH/RH inboard CRT either automatically or manual.– Impossible to be displayed on UPR/LWR CRT.

CRT

DISPLAYLH OUTBD LH INBD UPPER LOWER RH INBD RH OUTBD

PFD NORMAL AUTO 1)MAN 1)

-- -- AUTO 1)MAN 1)

NORMAL

ND -- NORMAL -- MAN 3) NORMAL --

PRIMARY EICAS -- MAN NORMAL AUTO 2)MAN 2)

MAN --

SECONDARY EICAS -- MAN -- NORMALMAN

--

For explanation of 1), 2) and 3), see Failure Related Switching below.

FAILURE RELATED SWITCHING

AUTO MANUAL

1) LH/RH OUTBD FAILURE LH/RH INBD CRT SELECTOR TO PFD

2) UPPER FAILURE LOWER CRT SELECTOR TO POSITION EICAS PRI (CAPTAIN PRIORITY)

3) Not applicable LH/RH LWR CRT SELECTOR TO POSITION ND

– EICAS on INBD CRT Selector has priority over LWR CRT Selector.– LH EFIS control has priority over RH EFIS control when selecting both LWR CRT Selectors to ND.

–oOo–



Page 421.13.2 22 FEB 2001

Issue 1



1.13.2 Integrated Display SystemAircraft Operations Manual FREIGHTER

747-400

Issue 11.13.2

Page F122 FEB 2001

3.4 PFD - GENERAL AND FAILURE FLAGS

PFD TYPICAL EXAMPLE

50020

80

0003

0

200

400

600

800MM

IBFI/128⎪DME 13.5

128HMAG

Bank and Slip Indicator

Bank Indicator fills amber when bankangle ∫ 35⎪. When bank angle ® 33⎪,amber color and fill are removed.Slip Indicator fills amber when maximumdeflection is reached for one second andbank angle ∫ 35⎪. When bank angle ® 33⎪fill color is white.When slip is reduced, fill is removed.

Flight Mode Annunciation

Background color gray.

NO V SPD Flag

NO V SPD displayed vertically.

ILS Localizer and Glideslope Indication

ILS Localizer and Glideslope scales andpointers displayed outside attitude display.

Approach Reference

Approach Course displayed next to thereceiver identifier.

Marker Beacon Annunciation

Circle around Marker Beacon annunciationdisplayed in white, yellow or cyan.Background color black.

Heading Reference

Heading Reference indicated by suffix H.

Selected Heading

Selected Heading indicated by V-notchedsymbol.

914M

152M

Current Metric Altitude

Metric M displayed in cyan.

Bank Scale

Scale marks at 0⎪, 10⎪, 20⎪, 30⎪, 45⎪ and50⎪.

NOVSPD

Selected Metric Altitude

Metric M displayed in cyan.



747-400

1.13.2Issue 2Page F2

15 MAR 2003

3.16 ND -- PLAN MODE

160

NOTE: Airplane symbol represents current position and heading.

PLN

SAU BERKS

19L

OSTER

BRIJJ

HADLY

North Up Identifier

SAU0835.4

NM150.5/15

GS TAS 338336352

EW

320

160

320S

N

TFC

RADIO BARO

RST

MTRS BAROIN HPA

PLNMAPVOR

APPVOR L

OFF

ADF L


10

2040 80 160

640

320

ADF R

OFF

WPT

VOR R

STD

CTR

TERR

5

MINS FPV



747-400

Issue 11.13.2

Page F315 MAR 2003

3.10 ND - SYMBOLOGY

The following symbols can be displayed on each ND when a Predictive Windshear (PWS) alert occurs:

RED and BLACK (R/B): Indicates Warning (PWS).AMBER (A): Indicates cautionary information (PWS).

MAP DISPLAY


PREDICTIVEWINDSHEAR RADIALS(A)PREDICTIVEWINDSHEAR(R/B)

MAP, MAP CTR,VOR, APP

Will be displayed when a PWSalert is occuringLocation and approximategeometric size (width anddepth) will be displayed inalternating red and black arcs.PWS radials extend upwardsfrom the PWS symbol to helplocate the windshear area.

WINDSHEAR WINDSHEARWARNING:CAUTION (A)WARNING (B)


Will be displayed when a PWSAlert is occuring.



747-400

1.13.2Issue 1Page F4

15 MAR 2003


1.13. INSTRUMENTS AND RECORDERS

1.13.3 Secondary InstrumentsAircraft Operations Manual 747-400

1 AUG 1997Issue 3

1.13.3Page 1


Electronic Clock

A clock is located on each pilot’s panel. The clock provides UTC, date, elapsed time and a chronograph.If power is removed, the display blanks but the time and data remain powered.UTC is provided to the FMC, ACARS, ACMS and the flight recorder by the Captain’s clock.The chronograph switch located on the glareshield controls the respective clock chronograph.If the captains clock fails, time is derived from the F/O clock.


1.13.3 Secondary InstrumentsAircraft Operations Manual 747-400

Page 21.13.3 1 APR 1994

Issue 2


2.1 ELECTRONIC CLOCK

A

CLOCK

B

RUN

10

DATE

40

30

20

60

50

CHR

RUN

RESET

ET/CHR

GMT

A

GLARESHIELD

PILOTS’ PANELS

BDATE SWITCH

PUSH:– Displays alternately day and month, then year

on GMT display.– Subsequent selection will display UTC on the

GMT display.

GMT DISPLAY

– Displays UTC.– Displays day and month, then year, alternately, if

DATE switch depressed.

ET/CHR DISPLAY

– Displays Elapsed Time or Chronograph minutes.– Chronograph display overrides ET display.– ET continues to run and will display after

Chronograph is reset.

CHRONOGRAPH SECOND HAND

Indicates chronograph seconds.

CHRONOGRAPH (CLOCK) P/B

PUSH:Subsequent pushing starts, stops, resets thechronograph.

GMT/DATE SET SWITCH

Sets UTC and Date for clock reference.

HSD (Hours Slew, Day):Advances UTC hours or days as selected by Dateswitch.

MSM (Min Slew, Month):Advances UTC minutes or month as selected byDate switch.

HLDY (Hold, Year):Stops UTC indicator time and sets seconds tozero, or advances year as selected by Dateswitch.

RUN:Starts UTC indicator counting.

ELAPSED TIME SWITCH

Controls the elapsed time function.

RESET:Returns ET display to zero (spring loaded to HLD).

HLD (HOLD):Stops ET display at indicated ET.

RUN:Starts ET display counting.

–oOo–


1.13.4 Standby InstrumentsAircraft Operations Manual 747-400

1 APR 1994Issue 2

1.13.4Page 1


Standby Horizon

The self-contained standby horizon is installed on the center instrument panel. The standby horizon ispowered by the main battery bus.

Standby Airspeed Indicator

The standby airspeed indicator is installed on the center instrument panel. It receives pitot pressure fromauxiliary pitot source 1 and static pressure from the alternate static source.

Standby Altimeter

The standby altimeter is installed on the center instrument panel. It receives static pressure from thealternate static source.

Standby Compass

The standby compass is installed on the centerpost above the glareshield. A deviation correction card isattached.



Page 21.13.4 22 FEB 2001

Issue 4


2.1 STANDBY HORIZON

A

AIRPLANE SYMBOL

– Indicates aircraft’s position.

BANK ANGLE SCALE

– Provides indication of aircraft bank angle.– Scale marks at 0, 10, 20, 30, 45 degrees

BANK ANGLE INDICATOR / SKYPOINTER

– Indicates aircraft bank angle.

OFF FLAG (red)

Appears when:– Instrument fails.– Power supply fails.

PITCH SCALE

– Provides indication of aircraft pitch attitude.– Freedom in pitch is 90 degrees.– Pitch scale is in 5⎪ increment.

CAGING CONTROL

PULL:– Provides for fast erection (caging) of the gyro.– Levels horizon with airplane symbol.

CENTER PANEL

A



1 APR 1994Issue 2

1.13.4Page 3

2.2 STANDBY AIRSPEED INDICATOR

AIRSPEED POINTER

– Indicates uncorrected airspeed.

0

KNOTS

400

350

300

250

240

220200

180

160

140

120

100

8060

IAS

A

B

CENTER PANEL

A

2.3 STANDBY ALTIMETER

ALT

1013

5

MB/HPA

BARO

7 3

2

1

0

9

8

6 4

29 92IN. HG

B ALTITUDE INDICATOR

– Displays uncorrected altitude.

CENTER PANEL

ALTITUDE POINTER

– Indicates uncorrected altitude.– One full rotation is 1000 feet.

BAROMETRIC SETTING INDICATOR

– Indicates barometric setting.

BAROMETRIC SETTING CONTROL

ROTATE:– Selects barometric setting.



Page 41.13.4 1 APR 1994

Issue 2

2.4 STANDBY COMPASS

A

CENTERPOST ABOVE GLARESHIELD

15 12 E 6 STANDBY MAGNETIC COMPASS

– Displays magnetic heading.

A

–oOo–


1.13.4 Standby InstrumentsAircraft Operations Manual FREIGHTER

747-400

28 JUN 2004Issue 2

1.13.4Page F1


The self contained Integrated Standby Flight Display is installed on the center instrument panel. TheISDFD is powered by the main battery bus. Airspeed information is derived from auxiliary pitot source 1and the alternate static source. Altimeter information is derived from the alternate static source. ILSinformation is derived from the left ILS receiver.


2.1 INTEGRATED STANDBY FLIGHT DISPLAY (ISFD)

A


1.13.4 Standby InstrumentsAircraft Operations Manual FREIGHTER

747-400

Page F21.13.4 28 JUN 2004

Issue 2

2.2 integrated standby flight display

AIRSPEEDINDICATIONS

Scales ranges from 30knots to 520 knots inten knot increments.Current airspeed isboxed and indicatesairspeed in one knotincrements.

APPROACH MODE DISPLAY

BLANK:No approach deviation datadisplayed.

APP:ILS localizer and glideslopedeviation data displayed.

BCRS:Reverses sensing for localizerpointer during back courseapproaches.

ATTITUDE DISPLAY

Displays aircraft attitude. Redchevrons show during unusualattitutes. Chevrons point towardthe horizon line.

BAROMETRIC SETTING UNITS P/B

Push to change the units of the barometric pressure setting.

APPROACH MODE P/B

Push to select approach mode.

A

CENTER INSTR UMENT PANEL

HP/INAPP

RSTATT BARO

10

10

APP 29.92 IN13200

13000

12600

4020712

160

180

220

240

20 10

DISPLAYBRIGHTNESS P/B

+ :Used to increasedisplay intensity.

-- :Used to decreasedisplay intensity.

ATTITUDE RESET P/B

Aligns horizon line withaircraft attitude.Push at least twoseconds to initiate.Reset takesapproximately 10seconds.

GLIDESLOPE POINTER AND DEVIATIONSCALE

POINTER:– Indicates glideslope position.– Is in view when APP mode selected

and the glideslope signal is received.– Is not displayed when BCRS mode is

selected.

SCALE:– Indicates deviation.– Is in view when APP mode is

selected.– Is not displayed when BCRS mode is

selected.

BAROMETRIC SETTING

AMBIENT LIGHT SENSOR

Automatically adjust display intensity forambient lighting condition.

ALTITUDE INDICATIONS

Current altitude is boxed and indicatesaltitude in increments of thousands,hundreds and twenty feet.

LOCALIZER POINTER AND DEVIATIONSCALE

POINTER:– Indicates localizer position relative to

aircraft.– Is in view when APP mode selected

and the localizer signal is received.– Is displayed when BCRS mode is

selected.

SCALE:– Indicates deviation.– Is in view when APP mode is

selected.– Is displayed when BCRS mode is

selected.

BAROMETRIC SELECTION KNOB

Rotate to change barometric setting.Push center of knob to select standardbarometric setting. STD is displayed in theupper right corner of the display.

1514 161713


1.13.5 RecordersAircraft Operations Manual 747-400

22 FEB 2001Issue 5

1.13.5Page 1


Two recorder systems are installed:– Cockpit Voice Recorder (CVR)– Digital Flight Data Recorder (DFDR).

CVR

The CVR is a sealed, fire and impact resistant unit located just aft of cabin door 15. The CVR records:– Cockpit conversation– All communications via the audio selector panel– Aural warnings– P/A.

Recording is either on a continuous loop magnetic tape for 30 minutes, or on a digital solid state recorderfor 2 hours. Solid state recorders comply with JAR requirements for new delivered airplanes from 1999onwards.

The control panel, which has test and erase buttons, is located on the aft overhead panel.The cockpit area microphone is on the forward overhead panel.The complete recording can be erased/deleted on the ground with parking brake set.

Control of the recorder is via a two position switch on the overhead panel.

ON: Solenoid held until first engine start, then springloaded to auto.

AUTO: Recorder runs from first engine start until 5 minutes after last engine shutdown.

In order to save evidence for incident investigation a safe guarded ON/OFF switch is located on thecockpit overhead panel.

DFDR

The DFDR is a sealed, fire and impact resistant unit located just aft of cabin door 15.Mandatory data of the last 25 hours of flight history is continuously recorded for post flight accidentanalysis.The flight recorder runs automatically from first engine start until last engine shutdown and records datafrom the Aircraft Condition Monitoring System (ACMS).



Page 21.13.5 22 FEB 2001

Issue 5


A

TEST ERASE

HEADSET

COCKPIT VOICE RECORDER

600 OHMS

A

Magnetic Tape CVR Control Panel

Solid State CVR Control Panel

ACOCKPIT VOICERECORDER

ERASEHEADSET

HOLD5 SEC

TEST

HEADSET Jack

– Possibility to connect headset to monitor playback ofvoice audio.

– Not for operational use.

ERASE Button (momentary action)

With the airplane on the ground and parking brake set, allrecordings are erased when this button is pressed for 3seconds.

TEST Button (green, momentary action)

PUSH:After a slight delay and no fault are detected, a tonemay be heard through a headset plugged intoHEADSET jack.

Monitor Indicator

Used for test purpose only. Pointer moves twice into thegreen arc. Indicates that all channels are recording properly.

TEST Light (green)

ILLUMINATED (green):When the TEST switch is depressed for 5 seconds ormore with voice recorder ON.

ERASE Button (red, momentary action)

With the airplane on the ground and parking brake set, allrecordings are erased when this button is pressed for 3seconds.

HEADSET Jack

– Possibility to connect headset to monitor tonetransmission during test, or to monitor playback ofvoice audio.

– Not for operational use.

TEST Button (momentary action)

If pressed and held will activate selftest of the CVR. Thepointer moves into the green arc indicating that recording iscorrect.



22 FEB 2001Issue 2

1.13.5Page 3

D

C

ON

AUTO

VOICE RECORDER

Voice Recorder Microphone

Area microphone for the magnetic tape voice recorder.

ON

OFF

VOICEREC

VOICE RECORDER

ON:Solenoid held until first engine start, then springloaded toAUTO.

AUTO:Recorder operates from first engine start until 5 minutesafter last engine shutdown.

VOICE REC Switch (guarded)

ON:Voice recorder is operating under control of the VOICERECORDER switch.

OFF:Voice recorder is off.

Voice Recorder Microphone

Area microphone for the solid state voice recorder.

BD

C

–oOo–



Page 41.13.5 1 SEP 1999

Issue 1



1.13.6 Weight and Balance SystemAircraft Operations Manual 747-400

1 JUN 1999Issue 4

1.13.6Page 1


The Weight and Balance System (WBS) determines the aircraft’s gross weight and center of gravity,using signals of 18 gear mounted load sensors.The system’s information is displayed on the MCDU.Gross weight is indicated on the performance initialization page - PERF INIT - while the center of gravityis indicated on the takeoff reference page - TAKE-OFF REF -.

If the WBS is not available, the GR WT field will appear in box prompts and the CG field shall bedisplayed with dashes.


Gross Weight Line

– FMC calculated GW using WBS inputs isdisplayed in small font with a caret.

– Line selection of computed GW or pilot entry ofGW changes display to large font, with FMC/WBScomputed GW displayed adjacent in small font.

– Entered automatically in large font if ZFW isentered.

Trim/Center of Gravity Line

– CG is displayed in small font with a caret.Calculated by FMC using WBS inputs.

– Line selection or pilot entry displays CG in largefont.

– Dash prompts are displayed if required WBSinputs are not available.

– Trim field is blank until CG and GR WT areselected or entered.

– FMC computed trim is displayed in small font ifwithin the Stab Trim Green Band range.Otherwise, the trim field remains blank.

L 0

5

0

YRD

5 01

R

T

DO NCYW

W I N / S L O

H

W3 1 0R 0 M

T A K E OF F R E FV 1

V

V 2

R

< I N D E X-- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- --

P E L E FTHF L A / A C C

/ 3 0 0 F T

>TK

E / O A C C E L TH

H R R E D U C I OT N

D P E T R I M C G

P O S S H I F T

1BLC0

1 0 0 F T

00 / U 0 . 0 %

S >

2 0E F

ER F

1 4 8

2 2. 3

-- -- -- -- -- -- --L I MT H R U T

6

R

R

>TK1

>TK1 4 1

2 9

. %C R Z C G

-- ----RHT U S T L I M

S T E P S I Z E

C

>

SVR EEE S

D------------------------------------------

XENI<

XEDNITSOC

WF

LEU

TLAZRCTR1/1

R.

W

LA

D VE TINIFRP

C

A3853 .

F

869 .

G

Z

.2

3.03 6

6 4 0

I C A O

8 5

MCDU

–oOo–


1.13.6 Weight and Balance SystemAircraft Operations Manual 747-400

Page 21.13.6 1 APR 1994

Issue 1



1.13.7 Aircraft Condition Monitor SystemAircraft Operations Manual 747-400

15 MAR 1999Issue 3

1.13.7Page 1


The Aircraft Condition Monitor System (ACMS) records over thousand (1000) parameters for post flightanalyses such as engine trend, performance, autoland and system behaviour.Also certain system limitations, once exceeding the maintenance limit, will generate exceedance reportsto facilitate maintenance in determining the cause.Some system exceedances require maintenance actions before the next flight.Therefore a particular set of reports will be printed in the cockpit after engine shutdown (to preventdistraction) whenever the maintenance limit for these particular parameters have been exceeded.

These reports are:– FLAP/GEAR OVERSPEED REPORT– OVERWEIGHT LANDING REPORT– HARD LANDING REPORT– TURBULENCE REPORT– CLEAN OVERSPEED REPORT

130392 20:30:05B747-400 FLAP/GEAR OVERSPEED REPORT

RPRTID

ACTUAL VALUES AT EXCEEDANCE:

ACID FLT DEP DEST DATEAAA 440 00 PH--BFX KL641 EHAM KJFK 130392

FLCT0007

FMAL 200215

GMT1225

DMUSNISCNNNN AAAA

SWID

A FLAP POSITIONA NOSE GEAR IN TRANSITA NOSE GEAR DOWN/LOCKED

A CASA MACH NUMBER

PRESSURE ALTITUDE

:

:

:

::

:DNL

265 KTS

05.0 DEG

+ 5000 FEET0.452 MACH

NO

PARAMETERS WHICH CAUSED THIS EXCEEDANCEARE MARKED WITH A ’>’

130392 20:30:05B747-400 TURBULENCE REPORT

RPRTID

MAX/MIN VERT ACC VALUE OF TOTAL FLIGHT:


FLCT0007

FMER 172530

GMT1018

DMUSNISCNNNN AAAA

SWID

MAX VERT ACC

MIN VERT ACCFLAPLI

:::

SN.NNNN.N

SN.NN

GDEGG

FLAPLI : NN.N DEG

ZZZZZZGMT

ZZZZZZ

NNNNISC

NNNN

LIMIT VALUES:

MAX VERT ACCMIN VERT ACCFLAPLI :

::

< 0.5-- 1.0+ 2.5

GGUP

DEG

FLAPS

> 0.5-- 0.00+ 2.00

GGDOWN

DEG

FLAPS

130392 20:30:05B747-400 HARD LANDING REPORT

RPRTID

ACTUAL VALUES AT TOUCH DOWN:


FLCT0007

FMRO 201225

GMT1825

DMUSNISCNNNN AAAA

SWID

IVVMAX VERT ACCMIN VERT ACC

FLAPLIGROSS WEIGHT

:

:

:

:

:SN.NN

NN.N

SNNNN

NNNNNN

SN.NNG

DEG

FT/MIN

KG

GNNNNNNNN

ISC

LIMIT VALUES AT TOUCH DOWN:

IVV

MAX VERT ACCMIN VERT ACC

FLAPLIGROSS WEIGHT

:

:

:

:

:-- 0.50

< 0.5

-- 900

NOT APPLICABLE

+ 2.10FLAPS UP

GG

FT/MIN

DEG

FLAPS+ 1.60-- 0.50

> 0.5

DOWNGG

DEG


1.13.7 Aircraft Condition Monitor SystemAircraft Operations Manual 747-400

Page 21.13.7 1 SEP 1999

Issue 4

190592 15:45:00B747-400 CLEAN OVERSPEED REPORT

RPRTID

MAXIMUM VALUES OF EXCEEDANCE:


FLCT0003

FMER 140610

GMT2058

DMUSNISCNNNN NNNN

SWID

MAX CASMAX MACH NUMBERCORRES PRESSURE ALTITUDE

TIME IN EXCEEDANCE

:

:

::SNNNNN

NNN

NNN.NN.NNN

ACTUAL PALT AT EXCEEDANCE: SNNNNN FEET

FEET

SECS

KTSMACH

LIMIT VALUES:

CASMAX NUMBER

::

NNN.N KTSN.NNN MACH

<27500 FEET>27500 FEET

PALT

130392 20:30:05

B747-400 OVERWEIGHT LANDING REPORT

RPRTID ACID FLT DEP DEST DATEAAA 420 00 PH--BFX KL641 EHAM KJFK 130392

FLCT0007

FMRO 201225

GMT1825

DMUSNISCNNNN AAAA

SWID

ACTUAL VALUES AT TOUCH DOWN:

GROSS WEIGHT

:

:

:

:

:290800 KG

IVVMAX VERT ACC

MIN VERT ACC

+1.15

+0.99

-- 0150 FT/MINGG

DEGFLAPLI 30.0

LIMIT VALUES:

GROSS WEIGHT

:

:

:

:

:285800 KG

IVVMAX VERT ACC

MIN VERT ACCFLAPLI

NOT APPLICABLE

NOT APPLICABLENOT APPLICABLE

NOT APPLICABLE

Abbreviations:

RPRTID : Report IdentificationFLCT : FlightcountISC : Input Subframe CountDMUSN : Data Management Unit Serial NumberSWID : Software IdentificationIVV : Inertial Vertical Velocity

FM : Flight ModeS CL : ClimbS ER : EnrouteS DC : DescentS AL : Approach/LandS RO : Roll OutS GA : Go Around

–oOo–

AEICAS

LWR

EVENT RCD

AUTO

EIU SEL

L C

R

A

EVENT RECORD P/B (momentary action)

Possibility of recording up to 5 events including a special mark tosimplify identification.

PUSH:– ACMS will record sorted data for a period of time.– A snapshot of all CMC maintenance pages will be taken

and stored for postflight analyses.



22 FEB 2001Issue 8

1.13.8Page 1

1. ALERTS






> ATTITUDE CCAUTION b

-- Captain and F/O pitch and or rollIRS attitude readouts differ by 3degrees or more.

> ADC (LEFT)(CENTER) (RIGHT)

CCAUTION b

-- Failure of the respective ADC.

> AIRSPEED LOW CCAUTION b

-- Current airspeed is below theminimum manoeuvring speed.

ALT DISAGREE CCAUTION b

-- Captain and F/O altitude indicationdiffer by more than 200 ft.

IAS DISAGREE CCAUTION b

-- Captain and F/O airspeed indicationdiffer by more than 5 kt.

> AOA RIGHT A -- -- -- – Right angle off attach sensorfailure.

– ADC-C selected on the F/Osource select.

– Effective on the ground only.

> BARO DISAGREE A -- -- -- Captain and F/O using differentbarometric reference settings formore than 1 minute.

> EFIS/EICAS C/P A -- -- -- Both EFIS control panels havefailed or MCDU control of EFIScontrol panel is active.

> EFIS CONTROL L (R) A -- -- -- Left or right EFIS control panel hasfailed or MCDU control of EFIScontrol panel is active.

> EIU LEFT A -- -- -- – Left EIU failed or off.– Effective on the ground only.

> SOURCE SEL ADC A -- -- -- Both pilots PFD/ND on same ADC.

> SOURCE SEL EIU A -- -- -- Both pilots PFD/ND on same EIU.

> SOURCE SEL F/D A -- -- -- Both pilots on same flight directorsource (FCC channel).

> SOURCE SEL IRS A -- -- -- Both pilots PFD/ND on same IRS.

> SOURCE SEL NAV A -- -- -- Both pilots PFD/ND on same FMCor same MCDU.

–oOo–



Page 21.13.8 15 MAR 1999

Issue 4


1.14 LANDING GEAR


15 MAY 1996Issue 3

1.14 CNTPage 1

1.14.1 GENERAL


1.14.2 RETRACTION AND EXTENSION



1.14.3 NOSE AND BODY GEAR STEERING



1.14.4 BRAKE SYSTEM


1.1 Normal Brake System

1.2 Alternate Brake System

1.3 Parking Brake System

1.4 Autobrakes System

1.5 Antiskid System

1.6 Brake Temperature and Tire Pressure System


3. System Overview


1. System Display

2. Alerts

–oOo–

1.14 LANDING GEAR


Page 21.14 CNT 15 MAY 1996

Issue 1


1.14. LANDING GEAR


15 MAY 1996Issue 3

1.14.1Page 1


The 747-400 has four main gear and a steerable nose gear. The main gear consist of two steerable bodygear and two non-steerable wing gear. The nose and body gear steering systems are powered byhydraulic system 1.

Each main gear has four wheels per truck while the nose gear has two wheels. The nose and main gearwheels are interchangeable and fitted with fusible plugs which protect against tire and wheel burst incase of overheated brakes. Each main wheel is equipped with a carbon brake unit. No brake units areinstalled on the nose gear.All gear assemblies are equipped with an oil/nitrogen shock absorber.

The nose and body gear must be centered and all main gear trucks must be tilted to allow retraction intothe wheel wells. Gear truck tilting is accomplished by hydraulic actuators which rotate the trucks to anose-up attitude at airplane lift-off.

Nose and body gear extension and retraction is powered by hydraulic system 1 while hydraulic system 4provides power to retract and extend the wing gear.Alternate gear extension is provided by free-fall capability of all gear.

The forward nose wheel doors, inboard wing gear doors and outboard body gear doors are hydraulicallyoperated while the remaining gear doors are mechanically operated by their respective gear.

The operating mode of various airplane systems is controlled by an air/ground sensing system.Ground/Flight sensing is provided by:– tilt position sensors on the main gear.– a nose gear strut extension sensing system.When a combination of main gear tilt sensors indicate that the gear are tilted (air mode) or not tilted(ground mode), an air respectively ground signal is provided to control various system functions.The nose gear strut extension sensing system provides a signal to control functions in the stall warningand nose gear steering systems.

Normal and alternate brake systems are installed. The normal brake system is powered by hydraulicsystem 4 while the alternate brake system is powered by systems 1 or 2.Autobrakes are only available through the normal brake system.Anti-skid protection is provided in both brake systems.A brake temperature monitoring system and a tire pressure monitoring system are installed. Indicationsare displayed on the EICAS gear synoptic.

1.14. LANDING GEAR


Page 21.14.1 15 MAY 1996

Issue 1

HYDRAULICALLYOPERATED DOORS

GEAR OPERATED DOORS

NOSE GEAR

WING GEAR

BODY GEAR

WING GEAR

GEAR OPERATED DOORS

HYDRAULICALLYOPERATED DOORS

GEAR AND DOOR LOCATION

LEFTWING GEAR

1 2

3 4

13 14

15 16

9 10

11 12

5 6

7 8

RIGHTWING GEAR

LEFTBODYGEAR

RIGHTBODYGEAR

NOSEGEAR

17 18

WHEEL POSITION NUMBERING

–oOo–

1.14. LANDING GEAR

1.14.2 Retraction and ExtensionAircraft Operations Manual 747-400

15 MAY 1996Issue 3

1.14.2Page 1


Operation is controlled by the Landing Gear Lever located on the center main instrument panel. The leveroperates two selector valves via a mechanical linkage. One valve controls the nose and body gear, the othervalve the wing gear. The selector valves direct hydraulic pressure in accordance with UP or DOWN selectionof the Landing Gear Lever.

On the ground, the landing gear lever is prevented from being moved to UP by an automatic lever lock. Thelever lock is controlled by main gear tilt sensors and body gear steering sensors. When any main gear is nottilted or either body gear is not centered, the lever lock is engaged and the landing gear lever cannot bemoved beyond the OFF position.

In flight, with the main gear tilted, and both body gear centered, the lever lock is automatically released. If thelever lock fails to release, it can manually be overridden by pushing the LOCK OVRD button.

The landing gear operation is sequenced in such a way that a landing gear door must be fully open before itsgear retracts or extends. A door closes only when its gear is fully retracted or extended.

The nose and main gear are hydraulically locked down. The down locks are released hydraulically when thelanding gear lever is selected UP. After retraction, the gear are held in the up position by uplocks.The gear doors are kept in the closed position by hydraulic pressure.If hydraulic pressure is lost, the gear and doors are held in the up position by mechanical latches.

When selecting the landing gear lever in the DOWN position, the gear and gear doors are hydraulicallyunlocked.

With the landing gear lever in the OFF position the landing gear retraction/extension system isdepressurized. The main gear truck tilting system remains pressurized.

Alternate gear extension is activated by pushing the respective ALTN GEAR EXTEND P/Bs. The gearuplocks and gear door latches are released by individual electric motors, allowing the gear to free fall.Gravity and air loads extend the gear and springs pull the downlocks into the locked position.The associated hydraulically actuated gear doors remain open after alternate extension.

Two independent sensor systems are used for gear and door position indication on EICAS.

If any gear position disagrees with the landing gear lever position after the normal gear transit time, theEICAS caution alert GEAR DISAGREE will be displayed.

The EICAS advisory alert GEAR DOOR is displayed if any hydraulically actuated gear door is not closedafter the normal gear transit time. This alert is inhibited if alternate gear extension is selected.

1.14. LANDING GEAR


Page 21.14.2 15 MAY 1996

Issue 3


A

A

CENTER PANEL

ALTN

WING

ALTN

RETRACT270K-.82M

UP

OFF

DN

EXTEND 270K-.82MEXTENDED 320K-.82M

ALTN GEAREXTEND

NOSE/BODY

LOCKOVRD

LANDING GEAR LEVER

The lever must be pulled out of its detent beforeselecting any of the following three positions:

UP:Commands gear retraction.Down locks are released and up side of gearactuators are pressurized.Up selection is only possible when all maingears are in the tilted position and both bodygears are centered.During gear retraction main gear wheel rotationis automatically stopped by the brake system.At the end of the nose gear retraction cycle, thenose wheels are slowed down by snubber pads.

OFF:Landing gear hydraulic system is depressurized.

DN:Commands gear extension.Uplocks are released and downside of gearactuators are pressurized.

ALTERNATE GEAR EXTENSION P/Bs (2x)(alternate action, guarded)

ALTN:– Nose and Body gear or Wing gear uplocks

and related gear doors are released.– Landing gear will extend by gravity.– After gear extension, hydraulically actuated

gear doors remain open.

LEVER LOCK OVERRIDE BUTTON

PUSH:Releases the landing gear lever lockmechanically.

1.14. LANDING GEAR


15 MAY 1996Issue 3

1.14.2Page 3

A




A

A

A

DOWN

GEAR

UP UP

DN DN

GEAR

GEAR

GEAR POSITION INDICATION (NORMAL)

– Green:All gear down and locked.

– White:Gear in transit.

– White:All gear up and locked.Indication disappears 10 secondsafter all gear are up and locked.

DOWN

UP

GEAR POSITION INDICATION (NON-NORMAL)

Expands automatically to display all gear positionsif:– any gear position is non-normal.– an alternate gear extend P/B is activated.– the normal indication system is inoperative.

– White:Gear in transit.

– White:Gear up and locked.

– Green:Gear down and locked.

– Amber ’X’ symbols within white boxesfor all five gears are displayed when novalid landing gear position indicationdata is available.

UP

DN

UP

–oOo–

1.14. LANDING GEAR


Page 41.14.2 15 MAY 1996

Issue 1


1.14. LANDING GEAR

1.14.3 Nose and Body Gear SteeringAircraft Operations Manual 747-400

13 AUG 2001Issue 4

1.14.3Page 1


The nose and body gear steering systems are powered by hydraulic system 1.Low speed directional control is through use of the nose wheel steering tillers located at each pilot’sstation. The tillers can turn the nose wheel 70 degrees in either direction.A pointer on the tiller shows in which direction the nose wheel is turned. Two yellow marking stripesindicate a nose wheel steering angle of approximately 40 degrees in either direction.Tiller inputs override rudder pedal steering inputs. The rudder pedals provide limited nose wheel steeringwith a maximum angle of 7 degrees in either direction.

Body gear steering is automatically armed when ground speed decreases through 15 knots. As speedincreases through 20 knots, the body gear is centered and body gear steering is deactivated.

When the nose wheel steering angle exceeds 20 degrees, both body gear turn opposite to the nose geardirection to decrease turn radius and reduce tire scrubbing. When the nose wheel steering angle is lessthan 20 degrees, the body gear remain centered.

If either body gear is not centered and engine 2 or 3 thrust is in take-off range, the EICAS warning alert> CONFIG GEAR CTR is displayed.

1.14. LANDING GEAR

1.14.3 Nose and Body Gear SteeringAircraft Operations Manual 747-400

Page 21.14.3 15 MAY 1996

Issue 4


A

B

PILOTS’ SIDEWALL

A

B

RUDDER PEDALS

– Nose wheel steering up to 7⎪ in either directionis possible by means of the rudder pedals.

– Interconnection with nose wheel steering isdisengaged when nose gear strut is extended.

– Steering by means of the rudder pedals will drivethe tillers.

NOSE WHEEL STEERING TILLER (2x)

– The nose wheel steering tillers areinterconnected and control the nose wheels to70⎪ in either direction.

– The tillers override rudder pedal inputs.

NOSE WHEEL INDICATOR

Indicates steering direction.

MARKING STRIPES (yellow)

When nose wheel indicator is aligned with markingstripes, nose gear steering angle is approx. 40⎪.

–oOo–

1.14. LANDING GEAR

1.14.4 Brake SystemAircraft Operations Manual 747-400

22 FEB 2001Issue 4

1.14.4Page 1


1.1 NORMAL BRAKE SYSTEM

The normal brake system is powered by hydraulic system 4.The pilots brake pedals provide independent control of pressure to the left and right main gear brakes.In flight, during gear retraction, the main gear wheels are automatically braked.The nose wheels are braked at the end of the retraction cycle by means of snubber pads located in thenose wheel well.

1.2 ALTERNATE BRAKE SYSTEM

The alternate brake system is powered by hydraulic system 1 or 2. In the event that hydraulic system 4pressure is low, alternate brake system power is provided by hydraulic system 1. If hydraulic pressure insystems 4 and 1 are low, hydraulic system 2 powers the alternate brake system. Pressure-operatedselector valves provide brake source selection.

1.3 PARKING BRAKE SYSTEM

The parking brake can be set with either the normal or alternate brake systems pressurized. When thenormal and alternate brake systems are not pressurized, brake pressure is maintained by the parking brakeaccumulator which is charged by hydraulic system 4. When hydraulic system 4 pressure is low, and system 1or 2 pressure is normal, the accumulator isolation valve closes, storing pressure in the parking brakeaccumulator. If hydraulic systems 4, 1 and 2 are not pressurized, the isolation valve opens and the normalbrake system is pressurized by the accumulator. Sufficient pressure is stored in the accumulator to set andhold the parking brake, but the accumulator is not designed to stop the airplane. When the parking brakesare set, the pedals are locked in the depressed position and the parking brake valve will be closed.

1.4 AUTOBRAKES SYSTEM

The autobrakes system is powered by hydraulic system 4.The system permits automatic braking during landing rollout or during a rejected take-off (RTO).Anti-skid protection is provided during autobrakes operation.Autobrakes are armed for landing by positioning the Autobrakes Selector to one of the five landingdeceleration rates. Brakes are automatically applied when thrust levers are closed, the ground mode issensed and wheel speed is in excess of 60 kts.The system provides braking to a complete stop or until autobrakes are disarmed.A new deceleration rate may be selected without disarming the system.With autobrakes selected to RTO before take-off, maximum brake pressure (3000 psi) is appliedautomatically when all thrust levers are closed and ground speed is above 85 knots. When the RTO isinitiated below 85 knots, autobrakes are not activated.

The autobrakes system disarms immediately if an autobrake or normal anti-skid system fault occurs.Disarming also occurs if any of the following actions are taken during autobrakes operation:– Manual braking.– Advancing any Thrustlever after a rejected take-off or after landing.– Moving the Speedbrake Lever to the DN detent after speedbrakes have been deployed on the

ground.– Selecting the Autobrakes Selector to DISARM or OFF.When the autobrakes system disarms, the selector moves to DISARM, except for RTO, where theselector remains in the RTO position.

Selecting the Autobrakes Selector to OFF removes power from the system. After take-off, the selectorautomatically moves to OFF.

The EICAS advisory alert AUTOBRAKES is displayed if the autobrakes system is disarmed or inoperative,the Autobrakes Selector is OFF but the system is armed, or an RTO is initiated above 85 kts but brakes havenot been applied.

1.14. LANDING GEAR


Page 21.14.4 22 FEB 2001

Issue 4

1.5 ANTISKID SYSTEM

Each main gear wheel is individually provided with anti-skid protection when normal brakes areoperative. Wheel speed is compared with airplane inertial deceleration and the speed of the otherwheels. When skidding is initially detected, the anti-skid controller commands the respective anti-skidvalve to reduce brake pressure.

During alternate brake operation, anti-skid is provided to wheel pairs instead of individual wheels.

To prevent damage to the landing gear, a brake torque sensor is provided at each wheel brake to detectexcessive torque during braking. When excessive torque is detected on an individual wheel, a signal issent to the related anti-skid valve to release brake pressure to that wheel.

If the alternate brake system is used and brake torque is sensed on an individual wheel, the signal is sentto the alternate anti-skid valve and brake pressure is released on a paired wheel basis.

In addition to skid protection, touchdown braking protection is provided by comparing wheel speed toIRS groundspeed.Before landing, all anti-skid valves are closed preventing pressure supply to the brake units. Attouchdown, wheel speed signals remove the touchdown protection and brake pressure is supplied.

During ground roll the speed of each wheel is compared with a wheel on the same side of each truck.Detection of a locked wheel results in brake pressure release of the slow wheel until spin-up recurs.

1.6 BRAKE TEMPERATURE AND TIRE PRESSURE SYSTEM

Main gear wheel brake temperatures are displayed in units on the EICAS gear synoptic. If secondaryEICAS is not available, wheel brake temperatures are displayed on primary EICAS when the GearSynoptic P/B is pushed. The EICAS advisory alert BRAKE TEMP is displayed when any braketemperature is equal to or greater than 5 units.

A tire pressure indicating system displays all 18 tire pressures on the EICAS gear synoptic page.The EICAS caution or advisory alert TIRE PRESSURE is displayed if one or more tire pressure are out oflimits. The caution alert is displayed on the ground if take-off thrust has not been applied. The advisoryalert is only displayed after take-off thrust has been applied as well as during flight.

1.14. LANDING GEAR


15 MAY 1996Issue 3

1.14.4Page 3


B

A

B

A

CAPTAIN’S PANEL

CONTROL STAND

BRAKE PRESSHYD

0

4

2 1

BRAKESOURCE

PSI X 10003

NORMAL BRAKEACCUMULATOR

PARKING

BRAKE

PULL PARKING BRAKE LEVER

– To set parking brake:S Fully depress both brake pedals.S Pull lever.S Release brake pedals.

– To release parking brake:S Depress both brake pedals simultaneously.

BRAKE SOURCE LIGHT (amber)

Illuminated when:No active brake source is available.

BRAKE ACCUMULATOR PRESSUREINDICATOR

Indicates brake accumulator pressure.

1.14. LANDING GEAR


Page 41.14.4 22 FEB 2001

Issue 4

A

DISARM

OFFMAXAUTO

RTO

12

3

4

AUTOBRAKES

A

AUTOBRAKES SELECTOR

The Selector must be pushed to rotate from OFF toDISARM position and vice versa. The Selector isspringloaded to DISARM and solenoid held in theselected position.

– The autobrakes system is armed by selecting thedesired mode; the positions 1, 2, 3, 4 or MAXAUTO can be armed in flight or on the ground withall Thrust Levers retarded. RTO can only bearmed on the ground.

– Arming is only possible when:S Normal Anti-skid system is serviceable.S Hydraulic system 4 pressure is available.S No failure exists in the autobrake system.

– Activation of the RTO mode is accomplished whenthrust levers are closed, the ground mode issensed and ground speed is above 85 kts.The Autobrakes Selector will return to OFFautomatically when aircraft leaves the ground.

– Activation of the autobrakes after landing isaccomplished when thrust levers are closed, theground mode is sensed and wheel speed isabove 60 kts.

– After touchdown the autobrakes system controlsthe deceleration according to the selected mode:S 1 -- (4.0 ft/sec2)S 2 -- (5.0 ft/sec2)S 3 -- (6.0 ft/sec2)S 4 -- (7.5 ft/sec2)S MAX AUTO - (11 ft/sec2)

– In case of RTO the autobrakes system appliesmaximum brake pressure (3000 psi).

– The selected mode is displayed as a memomessage on EICAS.

– At any time, the autobrakes system can bedeactivated by:S Operating the brake pedals.S Advancing any thrust lever.S Moving the speedbrake lever to the DN detent

after speedbrakes have been deployed onground.

S Moving the Autobrakes Selector to DISARM orOFF.

The first three actions cause the autobrakes systemto disarm and the Autobrakes Selector will return toDISARM when in landing mode. The AutobrakesSelector remains in the RTO position after systemdisarms during a rejected take-off.

CAPTAIN’S PANEL

1.14. LANDING GEAR


15 MAY 1996Issue 3

1.14.4Page 5

3. SYSTEM OVERVIEW

VALVE

BRAKE

PARKING

METERING

RETURN

ACCUMULATOR

VALVE

ISOLATION

WING GEAR WING GEAR

RIGHT

NORMAL BRAKE SYSTEM DIAGRAM

ANTISKID VALVES

ANTISKID VALVESANTISKID VALVES

ANTISKID VALVES

RIGHT

BODY GEARBODY GEAR

LEFT

LEFT

VALVE

SHUTTLEMODULE

CONTROL

AUTOBRAKE

VALVE

SHUTTLE

4

RTO

AUTOBRAKES

32

1

AUTOMAX

OFF

DISARM

SYS 4

HYD

NORMAL

VALVE

NORMAL

VALVE

ALT BRAKE SYST

PRESS

CONTROLLER

ANTISKID

METERING

BRAKE

PULL

PARKING

BRAKE PRESSHYD

0

4

2 1

PSI X 10003

BRAKE

ACCUMULATOR

AUTOBRAKE PRESSURE

MANUAL BRAKE PRESSURE

RETURN PRESSURE

1.14. LANDING GEAR


Page 61.14.4 15 MAY 1996

Issue 3

ALTERNATE BRAKE SYSTEM DIAGRAM

CONTROLLER

ANTISKID

ALTN

VALVES

ANTISKID

ALTN

VALVES

ANTISKID

ALTN

VALVES

ANTISKID

ALTN

VALVES

ANTISKID

HYD SYS 1

RETURN

VALVE

SELECT

SOURCE

HYD SYS 2

RETURN

VALVE

METERING

ALTN

RETURNVALVE

SELECT

SOURCE

BODY GEARBODY GEAR

RIGHTLEFT

WING GEAR

RIGHT

WING GEAR

LEFT

RETURN

VALVE

METERING

ALTN

MANUAL BRAKE PRESSURE

RETURN PRESSURE

1.14. LANDING GEAR


15 MAY 1996Issue 2

1.14.4Page 7

ACCUMULATOR

ALTERNATE

VALVES

RETURNRETURNRETURN

VALVES

SHUTTLE

BRAKES

VALVE

BRAKE ACCUMULATOR

HYD SYS 1

SOURCE

SELECT VALVE

OPERATED

PRESSURE

HYD SYS 4

ISOLATION

VALVES

METERING

ALTERNATE

VALVES

NORMAL

VALVES

METERING

NORMAL

SOURCE

SELECT VALVE

OPERATED

PRESSURE

ANTISKID

BRAKE SOURCE SELECTION DIAGRAM

HYD SYS 2

ANTISKID

P P

BRAKESOURCE

–oOo–

1.14. LANDING GEAR


Page 81.14.4 15 MAY 1996

Issue 1


1.14 LANDING GEAR


22 FEB 2001Issue 5

1.14.5Page 1

1. SYSTEM DISPLAY

2

2 2

2 2

2 2

2 2

2

2

2

6 50

BRAKE TEMP

CLOSED CLOSED

CLOSED

CLOSED

TIRE PRESS

GEAR DOORS

185 185

200

200 200

200

200

200

200

2 2200200

2

200200

200200200200

EICAS CONTROL PANEL


BRAKE TEMP

85

2 22

2 2

2

2 2

22

2

2

2

2


COMPACTED BRAKE TEMPERATURE INDICATIONS

BRAKE TEMPerature

– Indicates a relative value of maingear wheel brake temperature.

– Values range from 0 to 9 units.0 to 4 units (white) - Normal range.5 to 9 units (amber) - High range.

TIRE PRESSure

Indicates tire pressure in psi.

– Normal tire pressure displayed inwhite.

– Non normal tire pressure displayedin amber.

GEAR DOOR Status

– Door not closed orPrim and/or Alt positionsensor failed.

– Door closed.CLOSED

BRAKE TEMPERATURE IN UNITS

GEAR P/B (momentary action)

PUSH:– Displays gear synoptic on secondary EICAS

display.– Displays brake temperature indications and tire

pressure indications.– Displays landing gear door positions.– Displays compacted brake temperature

indications on the primary EICAS if only oneCRT is available for EICAS.

1.14 LANDING GEAR


Page 21.14.5 15 MAR 1999

Issue 4

2. ALERTS






AIR/GND SYSTEM CCAUTION b

-- Air/Ground logic failure due toprimary and/or alternate powersupply failure.

> BRAKE SOURCE CCAUTION b

BRAKESOURCE All hydraulic brake pressure

sources (no. 4, no. 1 and no. 2) arebelow 1400 psi.

GEAR DISAGREE CCAUTION b

-- – Primary and alternate systemsboth indicate any geardisagrees with gear leverposition up or down.

– Any gear down with gear leverposition off.

GEAR TILT CCAUTION b

-- – Primary and alternate systemsboth indicate any gear not tiltedwhen airborne.

– Inhibited when hyd presssystem 1 or 4 alert is displayed.

TIRE PRESSURE CCAUTION b

-- Abnormal tire pressure conditiondetected by the tire pressureindication system, when on theground and take-off thrust is notapplied.

ANTISKID A -- -- -- – Antiskid fault for one or morewheels in active brake system(normal or alternate).

– Inhibited by antiskid offmessage.

ANTISKID OFF A -- -- -- – Antiskid power off on all 16wheels.

– Parking brake valve not fullyopen with parking brakereleased.

AUTOBRAKES A -- -- -- – Autobrakes disarmed.– Autobrakes inoperative.– Solenoid valve open when

autobrake switched off.

1.14 LANDING GEAR


15 MAR 1999Issue 4

1.14.5Page 3


> BODY GEAR STRG A -- -- -- – Primary and alternate systemsboth indicate any body gearsteering actuator unlockedwhen system not armed.

– System pressurized when notarmed.

BRAKE LIMITER A -- -- -- – Brake torque limiter failure onmore than one wheel for anytruck.

– Parking brake valve not fullyopen with parking brakereleased.

– Brake control system powerloss.

BRAKE TEMP A -- -- -- Any brake temp is equal to orgreater than 5 units.

GEAR DOOR A -- -- -- – Primary and alternate systemsboth indicate any landing geardoor open while the gear is notin transit.

– Inhibited when alternate gear isselected.

TIRE PRESSURE A -- -- -- Abnormal tire pressure conditiondetected by the tire pressureindication system, during take-off,flight and until 30 sec after landing.

AUTOBRAKES ( ) M -- -- -- Autobrakes (1) (2) (3) (4) selected.

AUTOBRAKES MAX M -- -- -- Autobrakes MAX AUTO selected.

AUTOBRAKES RTO M -- -- -- Autobrakes RTO selected.

PARK BRAKE SET M -- -- -- Parking brake set (handle set andparking brake valve closed).

–oOo–

1.14 LANDING GEAR


Page 41.14.5 15 MAR 1999

Issue 4


1.15 NAVIGATION


1 JUN 1999Issue 6

1.15 CNTPage 1

Contents:

1.15.1 IRS




1.15.2 ADF


1.15.3 DME



1.15.4 ILS




1.15.5 VOR/MKR




1.15.6 ATC



1.15.7 RADIO ALTITUDE



1.15.8 WEATHER RADAR



1.15 NAVIGATION



Issue 7

1.15.9 FMS - GENERAL


1.1 Flight Management Functions

1.2 Master/Slave Concept


2.1 System Interface

2.2 Display Interface

2.3 Data Base

3. Controls and Indications

3.1 MCDU Keys

3.2 MCDU Display

3.3 FMC Master Selector

1.15.10 FMS - FUNCTIONAL OVERVIEW

1. System Terminology

2. Notations

2.1 Runway Related Fixes

2.2 Turn Points

2.3 Airport Reference Points

2.4 Duplicate Identifiers

2.5 Conditional Waypoints

2.6 Pilot Defined Waypoints - Identifier Assigned by FMC

3. MCDU Scratchpad Messages

1.15.11 FMS - LATERAL GUIDANCE (LNAV)

1. General

2. Position Determining

3. Navigation Radio Tuning

4. Polar Region

5. Bank Angle Limits

1.15.12 FMS - VERTICAL GUIDANCE (VNAV)

1. General

1.1 Take-off

1.2 Climb and Cruise

1.3 Descent

2. Maximum and Optimum Altitude

3. Engine-out

4. Speed Control

1.15.13 FMS - WIND, FUEL AND TIME

1. Wind

2. Fuel

3. Time

1.15 NAVIGATION


1 JUN 1999Issue 2

1.15 CNTPage 3

1.15.14 STANDBY NAVIGATION SYSTEM (SNS)

1. General

2. System Components

3. Memory

4. Lateral Navigation

5. ND/PFD Corner Display

6. MCDU Pages

6.1 ACT IRS LEGS Page

6.2 IRS PROGRESS Page

6.3 ALTN NAV RADIO Page

1.15.15 FMS - MENU PAGE

1.15.16 FMS - INIT/REF PAGES

1. Page Access Overview On Ground

2. Page Access Overview In Flight

3. INIT/REF INDEX Page

4. IDENT Page

5. POS INIT Page

6. POS REF Page

7. PERF INIT Page

8. THRUST LIMIT Page (on ground)

9. THRUST LIMIT Page (in flight)

10. TAKE-OFF REF Page

11. APPROACH REF Page

12. REF NAV DATA Page

1.15.17 FMS - RTE PAGE

1. RTE 1 Page

1.15.18 FMS - DEP/ARR PAGES

1. Pages Overview

2. DEP/ARR INDEX Page

3. DEPARTURES

4. ARRIVALS

1.15.19 FMS - ATC PAGE

1.15.20 FMS - VNAV PAGES

1. ACT XX KT CLB Page

2. ENGINE OUT CLIMB Page

3. CRUISE Page

4. ENGINE OUT CRUISE Page

5. DESCENT Page

6. DESCENT FORECAST Page

7. OFFPATH DESCENT Page

1.15 NAVIGATION



Issue 2

1.15.21 FMS - FIX PAGE

1.15.22 FMS - LEGS PAGES

1. RTE LEGS Page

2. DIRECT/INTERCEPT Page

3. APPROACH INTERCEPT Page

4. ROUTE DATA Page

5. WAYPOINT WIND Page

6. SELECT DESIRED WAYPOINT Page

1.15.23 FMS - HOLD PAGES

1. ROUTE HOLD Page

2. RTE 1 LEGS (HOLD) Page

1.15.24 FMS - FMC COMM PAGE

1.15.25 FMS - PROG PAGES

1. PROGRESS Page

2. POSITION REPORT Page

1.15.26 FMS - NAV RAD PAGE

1. NAVIGATION RADIO Page


–oOo–

1.15 NAVIGATION

1.15.1 IRSAircraft Operations Manual 747-400

1 AUG 2002Issue 7

1.15.1Page 1


The Inertial Reference Systems (IRS) consist of three Inertial Reference Units (IRU) and are controlled via asingle control panel which is located on the overhead panel. When operating in the navigation mode, eachIRU provides:– attitude– acceleration– ground speed and track– true and magnetic heading– present latitude and longitude– wind speed and direction.

Alignment and Navigation (NAV)

About 10 seconds after positioning the IRS Mode Selector to the NAV position the EICAS memo messageIRS ALIGN MODE (..) is displayed indicating the start of alignment. Alignment requires approximately tenminutes. Remaining alignment time, when less than 7 minutes, is displayed in the LH upper corner of theNavigation Display.Alignment can be accomplished only while the airplane is parked.Present position (latitude and longitude) must be entered during alignment.This entry is made on the POS INIT page of the MCDU.The FMS will compare inserted position against last computed position. Large differences between positionswill not be accepted (e.g. East instead of West) unless consistently inserted three times.When the entered present position differs with the last known position as stored in memory, by more thanone (1) degree latitude or longitude, than the MCDU scratchpad message ENTER IRS POSITION appears.In addition, when the distance between the entered present position and the origin airport as activated in theFMS, differ by 6 nm or more, than the scratchpad message IRS POS/ORIGIN DISAGREE appears.The system automatically enters the NAV mode when the selector is in NAV, present position has beenentered and alignment is complete. Position can be re-entered until any IRU is in the NAV mode.The memo message IRS ALIGN MODE (..) will disappear when the respective IRS has entered the NAVmode.The airplane should not be moved during alignment. If the airplane is moved during alignment, the EICASadvisory alert IRS MOTION is displayed and the alignment stops until the motion stops. Then the alignmentcontinues.

Dealing with errors

During a trip of several flights, accumulated IRS errors can be removed by a thirty-second realignment,accomplished while the airplane is parked. It is accomplished by selecting ALIGN and entering latitude andlongitude. Then the selector is repositioned to NAV. However NAV POS (FMC) will not update. If during thesubsequent flight leg nav updating is lost, the FMC will gradually flush all updates and refer back to the lastentered position during a full alignment cycle. As the KLM route structure is mostly long haul, and fullalignment takes not more than 10 minutes, this procedure is not used in day to day operation, in order toprevent large accumulated errors.

Attitude (ATT)

If alignment is lost when inflight, indicated by the EICAS advisory alert IRS LEFT (CENTER) (RIGHT), therespective IRS NAV mode is inoperative for the remainder of the flight. However, attitude information can stillbe obtained by moving the selector to ATT. This relevels the system and provides attitude display on thePFD. Some attitude errors may occur during acceleration. After acceleration, errors are slowly removed. Theattitude mode can also provide magnetic heading signals, but a magnetic input is required to initialize theIRS heading. This heading entry is made on the POS INIT page of the MCDU and must be updatedperiodically.

1.15 NAVIGATION


Page 21.15.1 15 MAR 1999

Issue 5

Electrical Power

The system can operate on AC or DC power.At system initialization, after positioning the mode selector to NAV, the system goes through a test cycle toensure that the unit can be powered from the APU battery.When AC power is lost (aircraft on STBY PWR), the IRUs are powered by the APU battery.IRU left and right remain powered from the APU battery for at least 30 minutes.The center IRU will shutdown after 5 minutes to preserve reserve power.If an IRU loses both AC and DC power, alignment is lost.

The EICAS advisory alerts >IRS AC LEFT (CENTER)(RIGHT) and/or >IRS DC LEFT(CENTER)(RIGHT) willbe displayed when the respective power source is not available.

1.15 NAVIGATION


1 AUG 1997Issue 5

1.15.1Page 3


WXR

L IRU

GPWC

L CDU

L FCC

R EIU

C EIU

L EIU

WXR

C CDU

C FCC

LWR YD

UPR YD

R CDU

R FCC

R IRUC IRU

IRSMODE

SELECTOR

L FMC R FMC

1.15 NAVIGATION


Page 41.15.1 1 NOV 1995

Issue 3


NAVATTALIGN

OFF

L

NAVATTALIGN

OFF

NAVATTALIGN

OFF

C RIRSIRS

A

A

IRS Mode Selector (3x)

– Controls operating mode of related IRU.– Must be pulled out to move from NAV position.

OFF:Alignment is lost.All updates removed.

ALIGN (When parked and momentarily selected):– Initiates alignment.– Removes sensor errors when selected from

navigation mode.

NAV:– Permits system to enter NAV mode after

completing alignment.– Sends IRU data to airplane system for normal

operations.

ATT:– Permits system to enter attitude mode.– Position and velocity data are lost until

system realigned on ground.– Requires magnetic heading input from

MCDU.

1.15 NAVIGATION


1 AUG 2002Issue 7

1.15.1Page 5

GS TAS

TIME TO ALIGNL 7+ MIN

C 7+ MIN

R 7+ MIN

A

A

Set IRS Heading Line

– Entering heading resynchronizes (updates) IRUmagnetic heading signal for all IRUs in attitudemode. Returns to dashes when the IRUs haveaccepted the update.

– Valid entry is three character heading.– Blank except when an IRU is in attitude mode.

Reference Airport Line

– Valid entry is four character ICAO airport identifiercontained in the data base.

– Entry displays airport reference point latitude andlongitude.

– Entry deletes previous gate numbers and allowsanother gate entry, if contained in the NavigationDatabase (NDB).

– Blank at liftoff.

Gate Line

– Entering reference airport displays dashes andallows gate entry.

– Valid entry is gate identifier contained in the NDBfor reference airport.

– Entry displays gate latitude and longitude.– Blanks at liftoff or returns to dashes with a different

REF AIRPORT entry.

TIME TO ALIGN

IRS remaining alignment time when less than7 minutes.

Set IRS Position Line

– Boxes displayed when any IRU in align mode andpresent position not yet entered.

– Entry can be via the keyboard or line selectingLAST POS, REF AIRPORT or GATE.

– Entering latitude and longitude sends presentposition to all inertial reference systems.

– Position can be re-entered until any IRU is in theNAV mode.

– Blank except when an IRU is in align mode.

NDBB

Last Position Line

Displays position as calculated by flight managementcomputer at previous IRU shutdown.

1.15 NAVIGATION


Page 61.15.1 1 NOV 1995

Issue 2

A

A

N1

EGT

TAT -- 8c CRZ

IRS ALIGN MODE L

IRS ALIGN MODE C

IRS ALIGN MODE R

EICAS Memo Messages

Memo message IRS ALIGN MODE (L), (C), (R)displayed during alignment until respective IRUhas entered the NAV mode.

99.2 99.2 99.2 11.1

714 714 714 57

99.299.299.299.2


–oOo–

1.15. NAVIGATION

1.15.2 ADFAircraft Operations Manual 747-400

1 NOV 1995Issue 4

1.15.2Page 1


A dual ADF system is installed. Each system consist of an integral sense loop antenna and a receiver. Theantenna’s are mounted on top of the fuselage and the receivers are installed in the center equipment center.Tuning the ADF receivers is accomplished using the Flight Management System (FMS) Multifunction ControlDisplay Units (MCDU’s). If the MCDU is interfaced with an operating Flight Management Computer (FMC),tuning is accomplished using the NAV RAD key to access the NAV RADIO page. The FMC master selectoron the center instrument panel selects the FMC that is responsible for tuning the ADF receivers. ADFbearing is displayed on the ND.ADF audio selection and volume control is through the audio control panel.

The receiver is tuned by entering a valid ADF frequency. The ADF receiver is defaulted to the ADF mode ofoperation. If the ANT(enna) mode is desired, requiring an omni directional reception, enter the letter A afterthe frequency.Entering the letter B will result in the BFO mode of operation.

1.15. NAVIGATION

1.15.2 ADFAircraft Operations Manual 747-400

Page 21.15.2 15 OCT 1996

Issue 4

VHF

MICCALL

L C R FLT CAB PA

VOR ADF

INT

APP MKR

SPKR

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MIC

R/T

HF

L R

SAT

L

L

R

RV B R

VHF VHF

LRC

L R

VOR/ADF RECEIVER SELECTOR

Selects required receiver to be monitored.

VOR/ADF RECEIVER VOLUME CONTROL

PUSH:Selects respective receiver ON or OFF.


B

B

A

AADF (L/R) LINE

– Valid entries are (XXXX.X).– Frequencies are followed by tuning mode status

A (ANT), B (BFO) and Blank (ADF).

PRESELECT LINE

– Valid entries are VOR, VOR/COURSE, ADF,ILS/COURSE.

– Entries are retained through power interrupt andflight completion.

140HDG

OAADF R

DD

IRS(3)

MAG

WXR

1304.5 11LADF L

+5

13.5

GRH

NM

0838.4zTAS345 350

250 /50GS

CC

NORMAL TUNING CONTROL DISPLAY ALTERNATE TUNING CONTROL DISPLAY(FMS OPERATIONAL) (FMS NOT OPERATIONAL)

NAV FILTER SELECTOR

Filters VOR, ADF or ILS audio.– V(Voice): Only voice audio can be heard.– B(Both): Voice and range audio can be heard.– R(Range): Only range audio can be heard

(NAVAID identifier).

NOTE: ADF audio may not be heard usingRANGE due to frequency deviations inexcess of the filter range.

–oOo–

1.15 NAVIGATION

1.15.3 DMEAircraft Operations Manual 747-400

15 MAR 1999Issue 5

1.15.3Page 1


Two DME systems are installed, each consisting of a five channel interrogator and an antenna.Tuning of the five independent channels is through the FMCs.

Tuning

Both DMEs will be automatically tuned either by the left or right FMC, depending on the position of the FMCmaster selector on the center instrument panel. Manual tuning is through the FMC via the NAV RADIO pageon the MCDU.If neither FMC is operating, tuning is accomplished using the ALT NAV RADIO page accessible via the NAVRAD key on the MCDU. Manual tuning of the left and right DME is then performed exclusively by the left andright MCDU.

Frequency Scanning

Each DME has five independent tuning channels which can be controlled through either FMC.Two channels are dedicated for autotune, two will be used for manual, route and procedure tuning, while thefifth channel is for ILS/DME.The FMS is continuously looking for the best pair via the autotune channels to establish DME-DME radioupdate.This channel tuning scenario implies that the displayed DMEs on the ND are not necessarily those used forradio updating.

Indication

Visual:DME is displayed on the ND in the APPROACH, VOR and MAP mode.ILS/DME distance is displayed on the PFD during approach when the ILS receivers are tuned to anILS/DME frequency.

The display will show dashes when the receiver output is valid but no signals are received whichindicates No Computed Data (NCD).

The display will turn blank on both NDs and both PFDs when the selected FMC (Master) fails.

Audible:DME audio can be heard by using the VOR receiver control on an audio select panel.When an ILS with a co-located DME has been tuned, DME audio is heard by using the APP receivercontrol.

1.15 NAVIGATION


Page 21.15.3 15 MAR 1999

Issue 4


SEACRS 055DME 13.5

VORIDENTIFIER

DMEDIS-TANCE

NORMAL DISPLAY

HDG13.5

18.5ELN

GRHMAG

VOR L

NM

DME

VOR R

DME 22.3IRS(3)

DD DKK

0838.4 ZFLAREROLL OUT

LOC G/SSPD

IBFIDME 13.5

VOR R116.80DME 28.5

VORFREQUENCY

VOR AND DMEIDENTIFIERS INVALID

VOR RSEADME -- -- --

DMEDISTANCE3 DASHES

DME NCD

VOR RSEA DME

DISTANCEBLANKED

DME DISTANCE INVALID

116.30CRS 055DME 13.5

VORFREQUENCY

VOR AND DME IDENTIFIERSINVALID

SEACRS 055DME -- -- --

DME NCD

SEACRS 055

DME INVALID

DMEDISTANCEBLANKED

ISEACRS 055DME 13.5

NORMAL DISPLAY

DME DISTANCE -- ND MAP MODE DISPLAY

DME DISTANCE -- ND VOR MODE DISPLAY

110.10CRS 135DME -- -- --

ILSFREQUENCY

110.10CRS 135 DME

DISTANCEBLANKED

DME DISTANCE -- ND APPROACH MODE DISPLAY

DME NCD DME DISTANCE INVALID

200

SPD

180

IBFIDME 4.5

137 LOCLNAV

LAND 2

NORMAL DISPLAY

200

SPD

180

IBFIDME -- -- --

137 LOCLNAV

LAND 2

DME NCD

200

SPD

180

IBFI137 LOC

LNAV

LAND 2

DME DISTANCE INVALID

DMEDISTANCEBLANKED

DME DISTANCE -- PFD APPROACH MODE DISPLAY

SMALL FONT = DMELARGE FONT = VOR(EITHER FREQUENCY OR IDENT)

PFD ND

1.15 NAVIGATION


15 OCT 1996Issue 4

1.15.3Page 3

A

NORMAL TUNING CONTROL DISPLAY

ALTERNATE TUNING CONTROL DISPLAY

RIGHT VOR/DMESTATION

LEFT VOR/DMESTATION

ILS/DME FREQUENCY

PRESELECTEDSTATION

PRESELECTEDSTATION

TUNING MODE:A = AUTOTUNEM = MANUAL TUNINGR = ROUTE TUNINGP = PROCEDURE TUNING

PRESELECTEDSTATION

ILS/DME STATION

ON SIDE VOR/DMESTATION

C

A

(FMS OPERATIONAL)

(FMS NOT OPERATIONAL)

B

B

1.15 NAVIGATION


Page 41.15.3 15 OCT 1996

Issue 2

C

NAV Filter Selector

Filters VOR, ADF or ILS audio.

V(Voice):Only voice audio can be heard.

B(Both):Voice and range audio can be heard.

R(Range):Only range audio can be heard(NAVAID identifier).

VHF

MICCALL

L C R FLT CAB PA

VOR ADF

INT

APP MKR

SPKR

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MIC

R/T

HF

L R

SAT

L

L

R

RV B R

VHF VHF

LRC

L R

–oOo–

1.15 NAVIGATION

1.15.4 ILSAircraft Operations Manual 747-400

1 AUG 2002Issue 7

1.15.4Page 1


ILS, GPS (and MLS) signals are processed through three independent Multi Mode Receivers(MMR L, C and R). LOC and G/S signals are obtained either from the capture antenna or the track antenna.The antenna location is:S underneath the radome for both the localizer track and glideslope capture.S in the vertical fin for localizer capture.S on the nosegear doors for glideslope track.Switching over from the capture antenna to the track antenna is accomplished at the selection of the APP orLOC mode for localizer and gear down for glideslope. The EICAS alert ’ILS ANTENNA’ will be displayedwhen either LOC or G/S antennas fail to switch over to the track antennas.

Tuning

The three independent ILS receivers in the MMR’s are normally auto-tuned by the FMCs whenever a flightplan has been entered including an arrival and a ILS equipped runway.The FMC will auto-tune the ILS when either:– within 150 miles of the destination airport.– within 50 miles of T/D.Manual tuning is through the FMC by entering a frequency and course on the NAV RADIO page on theMCDU. In the event that both FMCs fail, the MCDUs are used as a standby tuning source by using the NAVRAD key to obtain the ALTN NAV RADIO page on the L/C/R MCDU for ILS L/C/R respectively.The tuned frequency is displayed on the PFD and on the ND when in the Approach mode.Whenever the signal is identified, by a decoder within the ILS receiver, the decoded identifier is displayed.If the tuned ILS frequencies or courses disagree between the ILS receivers, an amber horizontal line isdrawn through the associated frequency and/or course.

Tuning inhibition

Manual and autotuning is inhibited after LOC or G/S capture when either:– An A/P is engaged.– The FD is engaged and the altitude is less than 500 ft RA.

Indication

The PFD provides localizer and glideslope deviation. When the ND is in APP mode, localizer and glideslopedeviation and selected frequency and course are displayed.Localizer deviation is normally displayed by a white, four-dot scale and solid magenta diamond pointer.This display will change into a two mark expanded scale when the AFDS is engaged in LOC and subsequentROLLOUT mode where either mark represents half a dot-deflection.When ground speed is less than 30 kts or RA is greater than 200 ft and neither AFDS mode is armed,display will revert back to standard localizer scale.The magenta diamond deviation pointers for LOC and G/S changes from solid to open when the deviation isoff scale.

1.15 NAVIGATION


Page 21.15.4 1 AUG 2002

Issue 3

Deviation warning

Localizer or Glideslope display will change from white to amber and the deviation pointers (diamonds) willflash 4 times a second for:– Excessive deviation;

When either the autopilot or FD is engaged in the APP mode and:S The G/S deviation is more than .8 dot for more than one second and the HAT is between 500 ft

and 100 ft RA.S The LOC deviation is more than .3 dot for more than one second and the HAT is between 500 ft

and 0 ft RA.– Localizer not captured;

S Active when descending below 950 ft RA in approach, with LNAV engaged and LOC armed.

System fault indication

Antenna switching position is monitored by AFDS and EICAS.The caution alert ’ILS ANTENNA’ is displayed when two or more antennas fail to switch.In case of ’no computed data’ (receiver valid but no signal received) the LOC and G/S deviation pointers areremoved but the scale is retained.


ILSILSILS

MCDUMCDU

FMCL R

FMC

FMC

MCDU

PFD

ND

PRIMARYEICAS

SECONDARYEICAS

ILSEIUILS

receiver

1.15 NAVIGATION


15 OCT 1996Issue 4

1.15.4Page 3


A

A

ILS Line

– Valid entries are ILS frequency and course.– Deletion of ILS will return display to PARK.

VOR, CRS and ADF lines areblanked when on center MCDU.

B

ILS Line Select Key

– Valid entries are ILS frequency and course.– Prompt caret and frequency/course displayed

after ILS, LOC, or Back Course approachselected and:S greater than 50 miles of T/D andS within 200 miles of T/D or more than halfway

along the route, whichever comes first.S prior to FMC descent; line selection changes

tuning status to M.– PARK and prompt caret are no longer displayed

when radio is tuned.– Entry of frequency/course is automatic with

selection of an approach.– Radio tunes within set range of station.

B

NORMAL TUNING DISPLAY(FMS OPERATIONAL)

ALTERNATE TUNING DISPLAY(FMS NOT OPERATIONAL)

Preselect Line

– Valid entries are VOR, VOR/COURSE, ADF, ILS/COURSE.

– Entries are retained through power interrupt andflight completion.

1.15 NAVIGATION


Page 41.15.4 22 FEB 2001

Issue 6

A

B

B

10 10

10 10

DME 13.5IBFI

OM

CRS 128

A

ND

Expanded Localizer Deviation and Scale

– Displayed when LOC is captured with anA/P or F/D engaged, to provide a moresensitive display.

– Rectangle equals one half dot deviation.

Glideslope and Localizer Deviation and Scale

– Diamonds fill in solid when 2 dots from center.– Localizer or Glideslope display will change from white to amber and the deviation

pointers (diamonds) will flash 4 times a second at:– Excessive deviation;

When either the autopilot or FD is engaged in the APP mode and:S The G/S deviation is more than .8 dot for more than one second and the HAT is

between 500 ft and 100 ft RA.S The LOC deviation is more than .3 dot for more than ones second and the HAT is

between 500 ft and 0 ft RA.– Localizer not captured alert;S Active when descending below 950 ft in approach, with LNAV engaged and LOC

armed.

GS

13.5350 /15

ILS L 110.0

DME

055CRS090HDG MAG

322 TAS 315

C

1.15 NAVIGATION


1 NOV 1995Issue 1

1.15.4Page 5

VHF

MICCALL

L C R FLT CAB PA

VOR ADF

INT

APP MKR

SPKR

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MICCALL

MIC

R/T

HF

L R

SAT

L

L

R

RV B R

VHF VHF

LRC

L RApproach Receiver Selector

Selects ILS Left (L), Center (C), Right (R) or Marker(MKR) receiver to be monitored.

Approach Receiver Volume Control

PUSH:Selects respective receiver ON or OFF.


C

ACP

–oOo–

1.15 NAVIGATION


Page 61.15.4 1 NOV 1995

Issue 1


1.15. NAVIGATION

1.15.5 VOR/MKRAircraft Operations Manual 747-400

1 FEB 2002Issue 7

1.15.5Page 1


Two independent systems, designated VOR-L (left) and VOR-R (right), are installed.Each system consist of a receiver and an antenna.Output is used for indication on the Navigation Display (ND) and by the Flight Management Computer (FMC)for position updating.

Tuning

The VOR receivers are automatically tuned by the FMCs if a flight plan has been previously entered andwhen at least one of the FMCs is operational.

Manual tuning is through the FMC via the NAV RADIO page on the MCDU, by means of ident or frequencytuning.Because the FMS needs present position to determine the NAVAID frequency paired to an ident, ident tuningis inhibited when the IRS is OFF or the align phase is active. Course selection is also through the MCDU.In the event that both the left and right FMC fail, the MCDU’s are used as a standby tuning device by usingthe NAV RAD key to call up the ALTN NAV RADIO page. The VOR receiver is then frequency tuned from theonside MCDU.

Tuning Status

Tuning status options, which will be displayed on the FMS NAV RADIO page adjacent to the frequencies, canbe as follows:A -- Auto : Automatic tuning by the master FMC relative to the aircraft present position.R -- Route : FMC selects navaids on the active route. The navaid is the next VOR, previous VOR or a

downpath VOR on the active route and within 250 NM of aircraft position.P -- Procedure: When the tunable NAVAID is a waypoint on the active DEP/ARR procedure.M -- Manual : Manual tuned via the NAV RADIO page. ’M’ prevents A, R and P.

Indication

VOR parameter display is on the ND when:– The ND is selected to VOR. They consist of:

VOR bearing, deviation, system source annunciation, TO/FROM indication, tuned frequency, course andflag warning for the on-side VOR.

– The ND is selected to MAP. They consist of:System source annunciation, ident or frequency.

Raw data pointers and frequency or ident can be called up for by selecting either VOR-OFF-ADF switch toVOR on the EFIS control panel.Station ident audio is through the ACPs.

System Self Monitoring

When no-computed data has been determined (absence of signals while system is healthy), the coursearrow and TO/FROM annunciation are removed from view and dashes replace the alphanumericdisplays.In case of invalid data (system not healthy) or when the selected FMC (Master) fails, deviation bar andscale, TO/FROM annunciation, course arrow and alphanumeric displays will be blank.

Marker Beacon

The marker beacon receiver is part of each VOR receiver, but is activated only in the LH VOR.Displays of the outer (OM), middle (MM) and inner/airways (IM) marker is on the PFD in the RH upper cornerof the attitude sphere. The associated aural can be monitored via the ACP.

1.15. NAVIGATION


Page 21.15.5 22 FEB 2001

Issue 4


VOR L

TO L ILS RCVR

TO R ILS RCVR

R

VOR

REC

L

VOR

REC

MAGHDG090

FROM

GS305TAS312350⎪ / 15

VOR L 116.8005513.5

CRSDME

VOR L116.80 116.80

FMCL R

FMCL R

R FMC

L FMC

EIU

090HDG MAG

FROM

GS305TAS312350⎪ / 15

VOR L 116.8005513.5

CRSDME

VOR L116.80

VOR L116.80

EIU

EIU

CAPT ND

F/O ND

VOR/LOC ANTVERT STAB TIP

MCDU

MCDU

VOR FREQSEL CRS

VOR FREQSEL CRS

AUTOTUNING

AUTOTUNING

MKR BEACON ANTENNALOWER FUSELAGE

1.15. NAVIGATION


15 OCT 1996Issue 3

1.15.5Page 3


A

B

Klm Bft 346p

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