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B744F/-8FSummary

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Table of Content:

Chapter: Page:

General 3Bleed Air Systems 4 to 5Anti-ice, Rain 6Automatic Flight 7 to 8Communications 9Electrical 10 to 11Engines, APU 12 to 13

Fire Protection 14 to 15Flight Controls 16 to 18Fuel 19 to 20Hydraulics 21Landing Gear & Brakes 22 to 23Electronic Checklist & Warning Systems 24 to 25

Please be aware that this unofficial technical summary is for Information Only and should not be used for actual flight operations.

The Airplane Flight Manual (AFM) is the only legal based document for the B747.

Please write your comment or suggestion to: korsslot@hotmail.com

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General page 3 of 25

The B747F/-8Fcan transport 124/140tons of cargo up to 4450/4390NM. Maximum cruising altitude FL45.100, maximum operating speed 0.92/0.92.

Maximum Weights:MZFW: 610.000/719.000lbs, MTW: 877.000/978.000lbs, MTOW: 875.000/975.000lbs, MLW: 652:000/759.000lbs

Dimensions:Length 70.7m/76,3m/ 231,9 ; Width to wingtips 64.9m/68,4m/ 213/224; Height of the tail 19.06m/19,4m/ 62,5 ; Height to the cockpit 9.89m / 32,4 Eyeheight 8.66m / 28,4 ; Turning radius min 46.6m/52,4m/ 152,9/172; the first 26.65m /87,4are not visible from the cockpit.

Alternate Action Switch (Positions On or Off):Positions On or Off, On: Button pressed, ON or a Flow Bar displayed. Off: OFF or nothingdisplayed;line in the upper or lower half means no label in this portion of the switch.

Momentary Action Switch (spring loaded to the extended position):Activate or deactivate systems or reset system logic. The switch display indicates system status.EICAS (Engine Indication and Crew Alerting System):System synoptics and Status display selected in secondary EICAS. If one CRT fails primary EICAS has priority and will always be displayed on theremaining CRT. Only ENG, FUEL, GEAR can then be displayed in compressed form on the remaining EICAS CRT. Master mind is MAWEAStorm Light Switch:Storm Light Switch in ON position overrides controls and illuminates the following lights at maximum brightness: dome lights; aisle stand flood lights;glareshield lights, F/Os and CMDs lights!Outboard and Inboard Landing Lights:Light intensity at maximum only when LDG gear in down position otherwise reduced light intensity.Taxi Lights and Runway Turnoff Lights:

The runway turnoff lights beam 65 to the left and right of the airplane centerline. Lights extinguish when air/ground sensing system in air mode.Beacon Lights:LOWER: activates only lower red anti-collision beacon light; BOTH: activates upper and lower red anti-collision beacon lights.No Smoking and Fasten Seatbelt Sign:Anytime passenger oxygen deploys, NO SMOKING and FASTEN SEAT BELTS signs illuminate.Alert Messages:Warnings: red(bell, siren, wailer) ; Cautions: amber(beeper); Advisories: amberand indented byone character. Messages preceded by a>means: no abnormal procedure, informative nature only,required crew action obvious. On the 747-8, a message that does not have a white checklisticon has the same meaning.New messages displayed on top of their message group.Cautions and Advisories can be cancelled by pressing CANC switch or recalled by using the RCLswitch. Warnings are displayed on top of every page and can not be cancelled.Memo Messages:White in primary EICAS, show selected normal system condition, cant be erased, always on the bottom of the list.Status Messages:Indicate faults which may affect airplane dispatch ability, on primary EICAS only the Status cue, the message itself will be found on the STAT page, assoon as shown the Status cue will disappear until after landing, inhibited from after engine start until 30 min after liftoff, inhibited by Secondary EngineExceedance Cue.Secondary Engine Exceedance CueVVVVVVCyan engine parameter on secondary display is exceeded, displayed until parameter returns to normal inhibits display of Status cue.

Supernumerary Oxygen Switch:RESET: (spring-loaded) flow control units closed electrically when cabin altitude below 12000ftNORM: system activates if cabin altitude reaches approximately 14000ft.ON: (spring-loaded) cabin oxygen masks drop. Supernumerary oxygen flows for 195 minat cabin altitude 25000 ft

Cockpit Oxygen Masks:When mask is pulled 2 and left oxygen panel door is open microphone and oxygenflow is activated, yellow cross and OXY ON 1.is in view when oxygen f lows.

TO RESET: close left panel door and press RESET AND PRESS TO TEST button . 3.oxygen is turned off and mask microphone is deactivated instead boom microphone is

activated. Preflight check: drop of 30 psi or greater per mask indicates crew oxygenshutoff valve may be closed.

.1. NORMAL/100% Switch:N- supplies an air/oxygen mixture on demand (the ratio depends on cabin altitude).100%- supplies 100% oxygen on demand (not an air/oxygen mixture) for 3h 10 min..2. Oxygen Mask Emergency/Test Selector:Rotate (in the direction of the arrow) - supplies 100% oxygen under positive pressureat all cabin altitudes (protects against smoke and harmful vapors).

PRESS TO TEST- tests the positive pressure supply to the regulator..3. Protective Strip:There is a protective strip of clear plastic on the top portion of the lens. In case ofcondensation build-up caused by rapid depressurization, vision can be restored bypeeling off this strip using the tab on the right side.

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Bleed Air Systems page 4 of 25

Air Conditioning System Users:Conditioned bleed air is used for: main deck cargo, lavatory, upper deck, flight deck, flightdeck crew rest, aft cargo bay, equipment cooling.Air Conditioning System Description

The airplane is divided into seven (7) temperature zones, they are referred to as the flight

deck, upper deck, crew rest, forward main deck cargo, aft main deck cargo, forward lower

lobe cargo and aft lower lobe cargo. Bleed air is supplied from the bleed air system to 3 air

conditioning packs. The conditioned air from the packs is supplied to a conditioned air

manifold, and is distributed to the upper deck zones and main deck cargo. The forward lower

lobe cargo compartment can be supplied with conditioned air directly from Pack 3.The aft

lower lobe cargo compartment can be supplied with conditioned air directly from Pack 2.

Temperature requirements vary from zone to zone. Zone temperature control is maintained

throughout the airplane by adding warm trim air to the conditioned air. Two (2) pack

controllers, A and B, provide air conditioning pack control. With the pack control selector

in the NORMAL position, the system automatically selects controller A or B on an

alternating flight basis. Trim air is hot air obtained directly from the bleed air supply. With the

trim air switch ON, trim air can supplement conditioned air to satisfy the temperature

requirements of each individual zone. Trim air for the forward and aft lower lobe cargo zones

is supplied directly from the bleed air duct and is not controlled by the master trim air valve.With the trim air switch OFF, bleed air is not available for cabin zone temperature

adjustments and the pack output temperature is regulated to provide an average flight deck

temperature of 24 C. Trim air AFT or FWD shut off automatically when Lower Lobe Cargo

Conditioner Air Flow Rate (LLCCAFR) selector OFF, pack 2 or 3 shutdown and AFT or FWD

lower cargo air conditioning supply duct overheat. On the 747-8, Conditioned air from all

three packs flows into the conditioned air manifold. The conditioned air manifold

supplies air only to the main cargo deck. To improve efficiency, three lower circulation

fans pull air from below the main deck and add it to mixers at each air condition pack.

The flight deck, upper deck and crew rest areas are supplied with unmixed air directly

Bleed Air Users:Bleed air is used for: Air conditioning (including Trim Air) & Pressurization, Equipmentcooling (redirected cabin air), Wing anti-ice, Engine anti-ice, Engine start, Leading edgeflaps, Aft cargo heat, Cargo smoke detection(not for -8), Hydraulic reservoir pressurization,Potable water tank pressurization, Air driven hydraulic demand pumps and nitrogen generationsystem.Bleed Air System description:Bleed air is taken from either intermediate pressure (IP) or high pressure (HP) engine section.

HP air is used during low power setting conditions. The Pressure Regulating Valve (PRV) limitsand regulates bleed pressure and bleed temperature. The NAI bleed air is taken before theEngine Bleed Valve (EBV). The bleed air temperature is controlled via a fan air precooler. TheEngine Bleed Valve prevents reverse flow except for engine start. If an EBV switch is OFF therespective PRV is closed as well, however NAI is still available when switched on manually orautomatically. In case an air overheat is detected the system logic closes EBV and PRV. At highaltitude ozone concentration is reduced by two catalytic converters. The converters are fullyautomatic controlled by the system logic via a Bypass Valve and a Converter Valve. APU bleedair is available when the APU reaches 95% N1 through the APU Bleed Air Isolation Valve. ACheck Valve prevents reverse flow.Isolation Valves:Two Isolation Valves allow to split the bleed air system into sections L, C, R. If the center ductsection is isolated, pack 2 trim air (cabin temperature zones in backup control mode), potablewater pressurization, cargo smoke detection, aft and bulk cargo heating are not available anymore. If the left or right duct section is isolated, a maximum of one air conditioning pack onassures sufficient bleed air is available from the two engines which supply air to the unaffected

duct sections.Controls and Indications:Bleed air duct pressure is indicated on the ECS synoptic page. Pressure is amber at 11 psi orbelow. The cabin altitude indications on the upper EICAS are only displayed if: ECS or ENGsynoptic page is selected, the landing altitude is manually selected, cabin altitude or cabindifferential pressure is in caution or warning range.

System Fault Light:Nacelle anti-ice may not be available(at low power settings) and Illuminated for:

Bleed air overheat Bleed air overpressure HP bleed valve open when commanded closed PRV open when commanded closed

NAI available with bleed switch ON or OFF except:PRV Failed Closed *PRV Closed due to Bleed OVHT *

Start Valve not closed *HP Bleed Valve Failed Open(not available with Bleed switch OFF)

Thrust REV available with bleed switch ON or OFF, Except: * asteriskOn the 747-8, the Thrust Reversers are hydraulicaly operated

from pack 1 and 3. In the event that both packs 1 and 3 are failed or selected off,a backup valve from pack 2 opens to allow mixed air to enterthe flight deck, upper deck and crew rest area. Pack 2 supplies mixed conditioned air to the aft lower lobe cargo compartment when commandedon. Pack 3 supplies mixed conditioned air to the lower lobe cargo compartment when commanded on. If for some reason the trim air is not

available, backup modes control the temperature by regulating the output temperature of the packs.

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Pressurization System Manual Operation:

With both outflow MAN switches to ON the system can be operated manually, all automaticfunctions are bypassed.

.

Equipment Cooling:A fully automatic, independent equipment cooling system uses cool air from the cabin forcooling of the flight deck equipment and the electronic compartment equipment racks.The warm air is exhausted into the forward cargo compartment, recirculated in a closed-loop mode or ducted overboard. On ground with the cooling selector in NORM, andmoderate ambient temperatures (above 7C) the air is ducted via the Ground ExhaustValve overboard, below 7C into the forward cargo compartment.With the LLCAFR selector in the FWD LOW, FWD HIGH, or BOTH position, and the forward temperature isselected below 10C, the inboard valve is closed, and the equipment cooling exhaust air is re-circulated in aclosed loop mode. Above 10C, the air is ducted into the forward cargo compartment. With one or more enginesrunning on each wing, the system is configured for flight, the Ground Exhaust Valve closed, Inboard ExhaustValve open. The air is ducted into the forward cargo compartment. Same can be achieved with the coolingselector on STBY.

Fan Failure:With the Equipment Cooling selector in NORM or STBY, the system normally configures to closed-loop mode if asingle internal fan fails. In closed-loop mode, the Inboard Supply Valve and the Inboard Exhaust Valve andGround Exhaust Valve are closed. An OVRDmodeprovides equipment cooling in flight if all internal fans areinoperative. Via the Smoke Override Valve, air is drawn with cabin differential pressure through the racks andvented overboard. The message EQUIP COOLINGis displayed on the EICAS if:

System airflow inadequateOverheat or smoke detected

Ground Exhaust Valve not in commanded positionWith selectorin OVRD, differential pressure for reverse flow cooling is inadequate

If the message occurs during flight; cooling selector OVRD.If the message occurs on the ground; cooling selector STBY.

OFF: The Lower Lobe cargo compartments are not airconditioned. All of Pack 2 and Pack 3 air is diverted to the

conditioned air manifold, which air conditions the Main Deckand Upper Deck.

LOW-FWD: Pack 3 air conditions output to the forwardLower Lobe cargo compartment and supplies air () to theconditioned air manifold.

LOW-AFT: Pack 2 air conditions output to the aft LowerLobe cargo compartment and supplies air () to theconditioned air manifold.

LOW-BOTH: Pack 2 and Pack 3 air condition both of theiroutput Lower Lobe cargo compartments and supply air () tothe conditioned air manifold.

LLCCAFR:

HIGH-FWD:All of Pack 3 airconditions the forward Lower Lobecargo compartment.

HIGH-AFT: All of Pack 2 airconditions the aft Lower Lobecargo compartment.

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FLT Deck & Upper Deck:In the AUTO range, the flight deck temperature can beadjusted between 18 C and 29 C. In the MANual range itallows the trim air valve to be operated manually.

Main Deck & Lower Lobes:In the AUTO range, the main deck and Lower Lobe CargoZone Temperatures can be adjusted between4 C and 29 C . MANual range idem as above.

Cargo Heat:The forward cargo is heated by air exhausted from the

electric & electronic compartment. Aft cargo heat isprovided by bleed air from the center section of the bleedair duct. A thermal switch in the compartment opens andcloses the temperature control valve (TCV). TCV isnormally closed when the aft cargo conditioning is ON butif the temperature decreases to 4 C the TCV opens andgives heat to the compartment.

Cargo Fire:With the Main Deck Fire Extinguishing Armed switch ARMEDand the CARGO FIRE DEPRESSURIZE - DISCHARGEswitch pushed, the airplane depressurizes to a cabin pressurealtitude of 25.000 ft. The rate of depressurization is 9.000ft/min to a cabin altitude of 20.000 ft, and then 2.500 ft/min toa cabin attitude of 25.000 ft.

Cabin Pressurization System:

Cabin pressurization is controlled by regulating the dischargeof conditioned cabin air through the outflow valves. The valvesnormally operate in parallel and are controlled by two cabinaltitude controllers. Only one controller is active, the other oneis standby. Positive and negative pressure relieve valvesprotect the fuselage against excessive pressure differential. Ifpressure becomes excessive (over 9.4psi), one or bothvalves open and pack 2 shuts down to assist in relievingexcess cabin pressure. When the valves are closed again,pack 2 resets. The controllers calculate a cabin pressurizationschedule according to actual values and FMC flight planinformation. In MAN mode the FMC is bypassed and onlyactual rate and altitude information is processed. For T/O andLDG the system provides a small positive pressurization(max. 0.11psi) to cause a smooth transition. At touch downthe outflow valves open to depressurize the cabin. Maximum

cabin altitude is 8000ft, max differential pressure 8.8psi,above the indication is amber. Above 9.1psi the indicationturns red. Maximum descent rate is 450 ft/min. The cabinaltitude limiter closes both outflow valves if cabin altitudeexceeds 11000ft.

Cautions triggered at8.500ft.CABIN ALTITUDE Warning at 10.000ft (resets at 9.500)

Origin Field elevation

Cruise Altitude

Time to Climb

Time to decent

Dest. Field elevation

CABIN

ALTITUDE

CONTROLLER

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Anti-ice, Rain page 6 of 25

Nacelle Anti-Ice:For anti-icing the engine nacelles receive hot air out of the bleed air system Operation in-flight (ON and AUTO) and on ground (ON only) is possible. A spray duct in the engine cowlreleases bleed air thereby providing ice protection. With nacelle anti-ice on, continuousignition and approach idle is selected through EEC automatically.NAI is not available when: PRV has been closed due to a Bleed OVHT

PRV has failed closedHP bleed valve failed to openStart valve is not closed.

Anti-Ice Use:Wing and nacelle anti-ice should not be used above 10 C.

EICAS Display:WAI and NAI is indicated on the upper EICAS. It can be monitored on the ECS synopticpage as well.

Ice Detectors:2 Ice Detector probes, one on each side of the aircraft, provide information to the automaticice detection system. The system controls the automatic operation of nacelle and wing anti-ice. It operates inflight only.

Working Principle:The outer stick of the ice detector probe is flexible. With ice build up the frequency of itsvibration changes. After a certain vibration change is sensed a heater turns on and melts theice. When the frequency returns to its initial value the heater turns off. The length of thecycle is scale for the intensity of icing.

Primary Ice detecting System:The primary ice detection system does not operate on the ground. Thereforethe nacelle anti-ice system must be manually controlled on the ground and duringtakeoff. The operation of wing anti-ice system is inhibited on the ground.

Probe Heating:4 pitot-static probes, 2 TAT probes, 2 AOA must be heated in order toreceive proper information during adverse weather conditions. The pitot-staticprobes and the AOAs heating system operates automatically whenever anyengine is running. The TAT heating system operates in flight only.

Trigger Points:The auto logic has different trigger points for WAI and NAI. Wing anti-ice will be commanded on at heaviericing conditions (10probe cycles) than nacelle anti-ice (2probe cycles).

Windshield Heating:All cockpit windows are electrically heated. An electric controller maintains constant temperature for thewindshields. The window heat switches control heating for the forward windshields only. Pushing a windowheat switch off for 10s then on resets a windshield heat controller fault. Side windows are automatic

X

X

Wing Anti-Ice:Only the range outboard of the inboard engine is de-iced by hot bleedair ducted in a spray tube. -8; A larger portion of the inboard LE isheated on the 747-8. With leading edge flaps extended the autologic prevents wing anti-ice even when entering icing conditions.Wing anti-ice is inhibited on ground.

Windshield Washer System:Both windshields are equipped with a washer system and are treated with a hydrophobic coating which causes water droplets to roll off with minimalwind.

Windshield Wipers:2 windshield wipers are installed. They have two speed settings to choose from.

Drain Masts, Water Supply Lines:Electric heaters prevent formation of ice in drain masts and water supply lines. The water and waste heat system has no cockpit controls andindications. There are two power settings switched by the ground safety relay: low power setting for operation on ground and a high setting inflight.

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Automatic Flight page 7 of 25

Modes:Mode selection on MCP is indicated in the FMA in the PFD.New Modes are green boxed for 10 s. Flight director sourceselector used to select an operational FCC.A/T System:Consists of thrust management functions of FMC, part ofMCP, Thrust lever servos.A/T Override:

Anytime possible by moving thrust levers. Levers revert toprevious position after hands off, except in A/T HOLD mode.THR switch:The thrust switch is normally used during takeoff and climbas a method of thrust reduction (selected CLB, 1, 2 or CONwith N-1) when VNAV is not used. During an approach theTHR could function as a TO/GA switch.

THR REF HDG HOLD ALT

Autoflight System:Consists of: AFDS (Autopilot Flight Director System) and A/T (Autothrottle).Inputs are: MCP, FMC, Thrust levers, TO/GA switches, A/T disconnect switches, A/Pdisengage switches.

Flight Deck Preparation:

FDs ON, TO/GA, TO/GA in the FMA; SPD, HDG, ALT is manually set

in the MCP.

Takeoff Preparation:

Holds

Selected Speed Will Not Exceed

Climb Thrust Limit

A/T on THR set passing 65 KIAS passing 50ft passing 250ft, A/P on passing 400ftVNAV engaged

TO/GA switches pressed A/T commands THR REF, passing 65 kts the A/T reverts to the HOLD mode (for RTO), at lift off FD follows ground track until50ft where LNAV is engaged and followed. FD commands V2 + 10 kts pitch, if speed is more than V2 + 10 kts, target speed is reset to V2 + 25 kts.

Passing 400ft VNAV is engaged, thrust changes to THR REF and actual SPD is indicated on the PFD.

.. TO/GATO/GA

TO/GA TO/GA

LNAV VNAV

A/T armed, LNAV and VNAV armed, LNAV, VNAV displayed in white in the FMA(TO/GA switches are now hot).

Takeoff:

THR REF TO/GA TO/GA

LNAV VNAV

FD

HOLD TO/GA TO/GA

LNAV VNAV

FD

HOLD LNAV TO/GA

VNAV

FD

THR REFLNAVVNAV SPD

CMD

HOLD LNAV TO/GA

VNAV

CMD

SPD switch:The speed switch is inactive in the FL CH, VNAV, or TO/GAmode. In the speed mode, the A/T holds the selected speedshown in the IAS MACH window, but will not exceed theselected thrust limit.

VNAV:A/T modes and target thrust setting selected by FMC.Modes: VNAV PTH, VNAV SPD, VNAV ALT.FL CH:In the FL CH mode, the A/T controls thrust for automaticclimbs and descents while the AutoPilot Flight Director pitchmaintains the selected speed set in the IAS MACH Window.TO/GA switch:Pushing the TOGA switch when inflight (windshear) cancelsany takeoff reduced thrust (D-TO2). THR REF is stilldisplayed on the PFD and the reference thrust becomes fulltakeoff thrust (TO). Pushing the TOGA switch when theF/Ds are not on, pop up the F/Ds when the airspeed is

above 80 knots.Caution: Pressing a TO/GA switch while flaps are out of upwill activates the A/T in THR REF modeduring ground operations!Speed Protection:Available from the min maneuvering speedup to 5knots below the lowest of the maxspeed for gear, flaps, VMO and MMOlimits in all A/T modes, except in VS !

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Page 8 of 25

FLCH:Flight level change is a coordinated pitch and thrust mode which provides automatic climbs and descents to preselected altitudes. Mode activation is indicatedby FLCH appearing in the PFD.The flight level change mode ends with an automatic level-off. The result is level flight in the altitude mode at the preselectedaltitude (ALT). While in the FLCH mode, the autopilot uses the elevatorto maintain the speed displayed in the IAS/mach window with a SPD in the pitch modedisplay. Adding thrust by A/T will allow the airplane to climb (THR). Reducing thrust will allow the airplane to descend (IDLEHOLD).

VNAV Climb:Activation occurs if VNAV is armed, the performance initialization is complete, and the radio altitude is above 400ft. VNAV speed is computed by the FMC andis displayed on the FMS CDU climb page. The FMC also automatically displays the VNAV command speed on the PFD. When the FMC is controlling speed, theIAS/mach window is blank. During a VNAV climb, VNAV SPDis displayed on the PFD. This indicates that A/P pitchis maintaining VNAV climb speed.Duringa VNAV climb, THR REFis displayed on the PFD. This indicates that the A/T is maintaining reference thrust.

VNAV Climb, Level Off:During a VNAV level-off due to a FMS waypoint altitude constraint or reaching the FMS cruising level, the A/T maintains speed and the autopilot pitch maintainsthe FMS altitude. VNAV PATH is displayed.To accomplish speed intervention, push the IAS/mach selector. This displays the current VNAV target speed.Rotating the IAS/MACH selector increases or decreases the target speed without disengaging VNAV.

VNAV Alt. Intervention:To accomplish altitude intervention during a climb or a (late) descent, an intervention altitude can be set in the MCP. The airplane automatically levels off at theselected MCPaltitude. VNAV ALTis displayed.Selecting a new altitude and pushing the altitude select knob initiates the continuation of the VNAV climb ordescent profiles. Each push of the altitude selector deletes the next waypoint constraint.

VNAV Cruise:When the airplane reaches VNAV cruising altitude, the autothrottle maintains speed, the autopilot pitch maintains theFMS altitude. VNAV PTHand the cruisethrust reference is displayed on EICAS, cruize (CRZ) thrust reference is displayed.

VNAV Descent:A VNAV descent automatically begins at the top-of-descent point. During the descent the thrust levers retard to IDLEand the autopilot pitch maintains theVNAV descent path.HOLDis displayed on the PFD when the thrust levers are at idle.

Headwind:During a VNAV descent, an unforecasted headwind will cause the airplane to drop below the VNAV Path. As the airplane drops below the VNAV Path, the FMCdirects an increase in pitch to maintain the path. As speed decreases, the FMC directs thrust to increase to maintain speed. The A/T mode changes to SPD.

Tailwind:During a VNAV descent, an unforecasted tailwind will cause the airplane to move above the VNAV Path. As the airplane moves above the VNAV path, the FMCdirects a decrease in pitch to maintain the path, and speed will increase. The FMC message, drag required, is displayed when drag is required to maintain theVNAV path. If speed increase is excessive, or the airplane is too far above VNAV Path, the FMC directs a departure from the path. The FMC directs pitch toincrease, and the autopilot pitch mode changes to VNAV SPD. During a VNAV descent, as the airplane reaches the speed transition altitude, the FMC directspitch to increase for speed reduction. As the new speed is reached, the FMC directs a pitch change to maintain VNAV path at the new airspeed.LNAV:Pushing the LNAV switch arms the LNAV mode. LNAV is displayed on the PFD in white. There are three conditions required to engage LNAV. LNAV activates ifan active flight plan has been entered into the FMS-CDU and the airplane is above 50ftRAand within 2,5 NMof the active Leg.If the LNAV switch is pushedoutside 2,5 NM, LNAV will arm. LNAV will engage at the point to turn to intercept the active leg.Once LNAV is engaged, the A/P is directed to fly the active routeto the last route waypoint.If the airplane passes over the last route waypoint, LNAV remains active and commands the airplane to maintain the last heading.LNAV is terminated by capturing the localizer, or selecting another roll mode such as heading select or heading hold.HDG, Bank:

To select a HDG press SEL on the HDG turning knob. Bank limit selector is active in HDG only. In AUTO bank varies between 15 - 25 depending on TAS, flapposition and V2.LOC interception:Upon interception of ILS, the HDG is automatically set to LOC front course in the HDG window.Approach:Passing 2500 ft the rising RWY indication will be displayed. A captured approach mode can only be inhibited by selecting TO/GA or switching the A/P and FDoff. Triple channel approach (LAND 3), AC and DC busses isolated, AC BUS 4 on synchronous bus will replace automatically any failed bus (fail operational).Triple channel operation starts after a pre-autoland test has been satisfactorily at 1500 ft RA. Should any AFDS failure occur in LAND 3 below 200 ft RA theLAND 2 (fail passive) annunciation is inhibited.

At 1500ft RA:LAND 3in the FMA, ROLLOUT and FLARE are armed. or or

Below 500 ft rudder control is active for RWY alignment.

At 4060ft RA:A/P starts to FLARE, TDZ indication is active.

At 25ft RA:During flare A/T retards throttles, speed mode changes to IDLE.

At 5ft RA:LOC mode is replaced by ROLLOUTmode.

Touch down:

During touch down the approach switch bar is off, G/S indication on the FMA erased, MDA pointer visible are is no longer indicated. Activating thrust lever in

reverse disconnects A/T, mode changes from IDLE to blank. During rollout A/P controls rudder and nose wheel steering, manual steering is inhibited until A/P is

disengaged.

Go around:

The TO/GA mode is armed as long the flaps are out of up or G/S is captured. TO/GA switch pushed moves throttles forward and rotation starts for a rate ofclimb of 2000 ft/minin the THRmode. Roll controlled to maintain ground track. The elevators are controlling pitch to maintain the selected speed which is the

higher of MCP speed or speed at go around initiation. Full G/A thrust is available with a second push in the THR REFmode. All three A/Ps still engaged. When

selecting any other mode (earliest at 400 ft) the triple channel A/P operation and the A/P rudder operation is cancelled.

SPD LNAV VNAV PTH

HOLD LNAV VNAV SPD

THR REF LNAV VNAV SPD

SPD LNAV VNAV PTH

SPD LNAV VNAV ALT

SPD LNAV VNAV PTH

IDLE LNAV VNAV PTHHOLD

THR LNAVFLCH SPD ALT

SPD LOC FLAREROLLOUT

IDLE LOC FLAREROLLOUT

IDLE ROLLOUT FLARE

THR TO/GA TO/GA

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Communications page 9 of 25

Radio Tuning Panel:Consists of 3 VHF (L, C, R); 2 HF (L, R); AM (amplitude modulation). The HF sensitivity is direct wired to thecorresponding HF radio. The panels can be switched off if faulty, HF remains active. If tuning is done from theoffside the offside tuning light illuminates on all involved radio tuning panels. If any VHF or HF frequency is keyed formore than 30 sec, it is disabled by the stuck microphone protection.Dashes appear in the frequency window.

Audio Panel:The transmitter select switch selects related transmitter and corresponding audio on if not selected manually. Onlyone transmitter at a t ime. Selcall monitors VHF and HF, if call received call light illuminates, reset by pushing thetransmitter select switch or by transmitting on that radio. Audio off is not possible for selected transmitter oremergency frequency (121.50) transmitter.

Sat Comm:Uses audio panels transmitter selectors, volume control and FMC CDU pages. ACARS is automatic.3 channels are used (2 voice communication, 1 ACARS), they are set on VHF centre. Do not use VHF centre for ATCcommunication with ACARS operational.

Public Address System:PA announcements can be made to the upper deck seating area, lavatory, and the crew rest areas.

Observer Audio System:Allows CMD or F/O to use observer audio panel.

Service and Cargo/Cabin Interphone Switches:Connects the service, cargo and upper deck interphones to the flight interphone.The service Interphone provides communication between numerous service jacks located throughout the airplane.The Cargo Interphone provides communication between loading personnel.The Upper Deck Interphone provides communication between the flight deck and the upper deck crew rest areas.

Flight Deck CALL system:An incoming call from an upper deck crew rest area, the main deck cargo area, or the nose wheel well, will illuminatethe respective switch and sound a chime on the flight deck.Pushing the Upper Deck or Crew Rest left or right switches on the pilot's call panel sounds a chime and illuminates acall light at the respective location.Pushing the Cargo call switch illuminates the fight deck call switches on the loadmaster amplifier panels and winginspection stations on the main cargo deck. A tone also sounds on the main cargo deck.Pushing the Ground call switch sounds a three second horn in the nose wheel well.

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Power Sources:AC power (115 V 400 Hz) sources are: 4 engine driven generators in flight, 2 APU driven generators, 2 external power units on ground only. DC power(28 V) is transformed from AC power or available from the MAIN BAT or APU BAT. The APU cannot provide electrical power in flight.Synchronous Bus:Each IDG (integrated drive generator) feeds its own AC bus, they are all connected to the synchronous bus.Bus Tie Switch:Connects the generator via the Bus Tie Breaker to the synchronous bus and controls the DC isolation relays. The isolation light monitors only the Bus TieBreaker but not the DC isolation relay.

Standby Power Selector:

In AUTO the STBY Bus is powered by any available source, in BAT position theSTBY Bus is connected to the Hot Battery Bus, thereby the battery charger isdisabled. The standby power is then available for approx. 30 min.Split System Breaker (SSB):APU and EXT PWR feed although in the synchronous bus. As they can not besynchronized, the bus is split by the SSB into a left and a right side if both areconnected at the same time.

Transfer Busses:Essensial flight instruments and selected navigation equipment are connected tothe transfer busses. F/O transfer bus is powered by AC bus 2, Capt transfer bus ispowered by AC bus 3. AC bus 1 is backup.The Captain's transfer bus powers theAPU standby bus.

Ground Handling Bus Main Deck Cargo Handling Bus

Electrical Page 10 of 25

Utility Bus:Each AC bus supplies a Utility Bus. They are monitored by an ELCU (electronic load control unit). If electrical loads exceed power available, the ELCUautomatically shed utility bus loads as needed to ensure that power is available to critical and essential equipment. There is no EICAS message whenshedding the load. Airplane systems powered by Utility busses include crew rest lighting, selected air conditioning components, lavatory equipment, galley

power, two fuel boost pumps, three fuel override jettison pumps, miscellaneous equipment, and electrical outlets.Abnormalities:Only one attempt to reset a system should be made.Failure of a generator to synchronize:If a generator fails to synchronize the bus tie breaker opens and the ISLN light illuminates.IDG Drive Failure:When high oil temperature or low oil pressure in a generator with the engine running is sensed the amber DRIVE light illuminates.A generator drive disconnected in flight, either manually or automatically can only be reconnected on ground by maintenance.

28 V DC power syst:Two batteries: APU Battery, Main Battery. When AC power is available, DC busses 1 to 4 are supplied by the ACbusses 1 to 4 via four TRUs (transformer rectifier units). The 4 DC busses are interconnected by DC isolationrelays to a DC tie bus, to cover for a TRU failure.

Hot Battery Busses:Hot wired to the batteries, this assures that vital components are always powered, for example for fire fighting.Power is normally supplied by the battery chargers from the ground service bus. Battery status is displayed on thelower EICAS STAT page.

Battery Busses:They are supplied by DC bus 3 in normal condition or via the Hot Battery Busses if DC bus 3 is powerless.

Standby Busses:Flight critical items are supplied ( PFD, ND, FMC) by the APU and Main standby bus, whichitself is powered by Capt. transfer bus via AC bus 3, AC bus 1 (ground service bus) or theAPU/Main battery (min 30 min) via the APU/Main hot battery bus and the standby inverter.

Ground Handling Bus:It powers the fuelling system, lower cargo handling equipment, lower cargo doors andAUX HYD pump 1 and 4. It is only powered by APU GEN 1 or EXT PWR 1 are available orON. If both are available EXT PWR is used. This bus is inhibited in flight.

Main Deck Cargo Handling Bus:The main deck cargo handling bus is powered automatically whenevereither EXT PWR 2 orAPU GEN 2 is available only. If both power sources are available EXT PWR 2 powers thebus. EXT PWR 2 or APU GEN 2 cannot power main airplane electrical busses and the maindeck cargo handling bus at the same time. Selecting the power sourceON will de-energizethe bus. If both EXT PWR 2 and APU GEN 2 are available, selecting EXT PWR 2 ON willtransfer main deck cargo handling power to APU GEN 2.

Ground Service Bus:The ground service bus is powered on the ground and in flight whenever AC bus 1 ispowered. Provides power to cabin lighting, service outlets, upper deck doors, nav lights,main tank 2 and 3 aft fuel pumps (for APU) and battery chargers.

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Engines, APU page 12 of 25

Fuel/Oil

Heat

Exchanger

B

Spar

Valve

Accessory

Gear Box

Fuel

Filter

1st

Stage

Pump

2nd

Stage

Pump

Oil

Engine

Fuel

Valve

Fuel

Metering

Unit

FUEL

Engine

accessory gearbox.The fuel is heated by engine oil as it flows through the engine's fuel/oil heatexchanger. After the fuel/oil heat exchanger, fuel passes through a filter where solid contaminantsare removed. The filter has a bypass feature that prevents engine fuel starvation if the filterbecomes clogged. From the bypass filter, fuel flows to the fuel metering unit. The engine fuel valveallows metered fuel to flow to the engine fuel nozzles.The EICAS advisory message, ENG FUELVLV, is displayed when the position of the Fuel Control Switch and the position of the spar valve orthe engine fuel valve disagree.

Fuel

Scavenge

Pump

B

Oil

Filter

Oil

PumpOil

Reser-

voir

Fuel/Oil

Heat

Exchanger

Accessory Drive

Engine Controls:Consist of: Two position fuel control switches with lever lock (they control spar valve and engine fuel valve), Thrust levers, Reverse thrust levers, Ignitioncontrols, Engine start switches with integrated start valve light, Engine autostart switches, EEC mode control switches, EEC maintenance panel.

Engine Fire Switch:Closes: spar valve, engine fuel valve, engine bleed air valve, trips engine generator, shuts off hydraulic fluid to theengine-driven hydraulic pump, depressurizes engine-driven hydraulic pump, arms both engine fire extinguishers.

Engine Fuel System:Fuel flows from the tank to the spar valve.With the spar valve open, fuel flows to the first stage fuel pump. The pump is driven by the

engine's accessory gearbox.There after the fuel flows into the second stage fuel pump. This pump is also driven by the engine's.

Engine Oil System:The oil system is self-contained. It cools and lubricates the engine bearings and accessory gearbox.Oil is supplied from the reservoir to the oil pump. The pump is driven by the engine's accessorygearbox.The oil is distributed to the engines gear box and bearings. After the gearbox assemblyand bearings have been lubricated, the oil is scavenged from the engine by a scavenge pump. Thescavenge pump is driven by the accessory gearbox. The oil is cooled by fuel as it passes throughthe engine's fuel/oil heat exchanger. The oil passes through a filter to remove solid contaminants.

The filter has a bypass feature which prevents engine oil starvation if the filter becomes clogged.The oil returns to the reservoir.The ENG OIL PRESSEICAS message and the oil pressure engineindications use separate sensors. Both sensors are located prior to oil distribution to the enginebearings. The oil quantity is displayed in magenta when the value is equal to or less than 4.0.The minimum oil pressure is 10psi. The maximum oil temperature is 160 Cfor continuousoperation, transient operation max 175 Cfor 15 min.

Specific indications during engine start:EGT start limit: displayed until engine is stabilized. Fuel on indicator: shows minimum N2 to switchthe fuel control switch to run during a manual start. Red oil pressure indication: inhibited duringengine start and shut down.

Engine Autostart:

Conditions: APU bleed 30 PSI, APU electricity, 2 packs off to reduce bleed consumption, autostartswitch to AUTO. Sequence: 4, 3, 2, 1, simultaneous start of two engines approved. Process: Startswitch pulled, bleed air valve open, start valve armed. Fuel control switch to RUN, spar valve opens,start valve opens (start valve light illuminated in start switch), starter running. 16% N2 EEC opens

engine fuel valve and energizes one igniter. 50% N2 starter cut out, ignition off, starter switch popsin, starter valve and bleed air valve close (start valve light out). Engine continues to accelerate andstabilizes at approx. 64% N2. The EGT start limit line disappears.Limitations: EEC monitors EGT and N2 until engine stabilizes, crew monitors Oil PressandN1.-8; The EEC makes three attempts before aborting the autostart sequence.

Engine Manual Start:Conditions: APU bleed, APU electricity, 2 packs off to reduce bleed consumption, autostart switch toOFF. Process: Start switch pulled, bleed air valve open, start valve open (start valve lightilluminated in start switch), ignition armed, starter running, N2 increasing. When N2 rpm reaches thefuel-on indicator, the fuel control switch to RUN, spar valve and engine fuel valve open, one igniterenergized. EGT increases within 25 sec. N1 begins turning and oil pressure increases. Startercutout occurs automatically at 50% N2, ignition goes off, starter switch pops in, starter valve andbleed air valve close (start valve light out). Engine continues to accelerate and N2 stabilizes atapprox. 64% N2. The EGT start limit line disappears.Limitations: crew monitors wet, hot, hung start, locked N1and oil pressure.

Abort start when: No EGT rise within 25seconds EGT rising rapidly toward start limit (750 C, 870 Cmax 40 sec) N2 RPM fails to stabilize at idle

No N1 or oil pressure by idle N2 RPM (EGT start limit line disappears)

The 747-8 is equipped with a full time automatic engine start system. There is no manual

start procedure.

General Electric CF6-80C2-B1F/GEnx-2B67(57,900/66,500lbs takeoff thrust)High bypass ratio turbofan engine, 2 rotor system.N1: fan, low pressure compressor, low pressure turbineN2: high pressure compressor, high pressure turbine.Fan produces about 80% of thrust. Bleeds at the 8

thand 14

thstage. HPT, LPT with active clearance

control. Engine control through fly by wire. FADEC, EEC, FMU equipped.

EEC (Electronic Engine control):Controls: Ignition, Thrust, Reverse Thrust, BVs (bleed valves), VSVs(variable stator vanes), ActiveClearance Control. Powered by its own generator.Supplemental Control Unit: Part of the EEC, controls autostart functions.

Engine Indications:N1, EGT, N2, FF, OIL T, OIL P, OIL Q, VIB.

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Page 13 of 25

:

Engine Limit Indications:

Normal Digital whiteWhite bar

Caution Digital amberAmber bar

Note: Caution indication is inhibited for 5 min after TO/GA switchpushed during T/O and G/A

>Maximum Digital redRed bar

Back to Normal afterExceedance

Digital whiteWhite barRed box(exceedance reminder)

Note: Switching between CANC and RCL toggles the white box andthe red exceedance reminder box.

.

Abnormal Engine Start in Autostart:During ground start before starter cutout., the EEC shuts off fuel and ignition if it detects no light off, an impending hot start, or a hung start. The enginecontinues to motor.The EEC resupplies fuel and ignition for a second start attempt, it makes three start attempts before aborting the autostart sequence.After starter cutout, the EEC immediately aborts the autostart sequence if it detects an impending hot start or a compressor stall. The EICAS cautionmessage, ENGINE AUTOSTART, is displayed when the EEC aborts the autostart sequence.

Engine In-Flight Start:When fuel control switch is cutoff and fire switch is in, in-flight start envelope is displayed in upper EICAS. Start envelope shows current FL or max. startaltitude (FL 300), whichever is lower, and airspeed range for in-flight start FL 300220-330 KTS. On the lower EICAS theX-BLDstart indication isdisplayed whenever the in-flight start envelope is shown and airspeed (< 220 kts) is too low for wind milling start. Autostart will reacts to hung start or to EGTreaching the takeoff limit, both igniters are used. Hot start is allowed until max T/O EGT limit 960 Cwith Multiple Engine Flameout. Autostart will not abort

automatically and will continue the in-flight start indefinitely. Do not manually abort the autostart when the EGT turns red. EGT turns red when EGT exceedsthe start limit line (750 C).

EEC Normal Control Mode:Thrust is set, based on thrust lever position. The EEC commands the fuel metering unit to adjust fuel flowuntil actual N1 equals commanded N1 and keeps thrust constant independent of OAT, pressure and bleedrequirements.

EEC Overspeed Protection:At thrust settings above idle, the EEC monitors N1 and N2 RPM to prevent rotor overspeed even thoughthe thrust lever is commanding more thrust.

EEC Alternate Control Mode:In ALT mode there is no thrust limiting, max. N1 is reached before full thrust lever position. Thrust does notchange when EEC transfers control from NORMAL mode to ALT mode automatically. Thrust increaseswhen ALT mode is selected manually. Moving the Thrust Levers aft before manually selecting the alternatemode prevents exceeding maximum N1. If control for any EEC transfers from normal to alternate, the A/Pdisconnects. The A/P can be activated after all EECs are manually transferred to alternate mode.

EEC Thrust Regimes:Minimum Idle: Minimum thrust calculated by EEC, most phases of flight and ground ops.

Minimum idle is a lower thrust than approach idle.Approach Idle: Higher thrust as minimum idle to improve engine response, up to 5 sec after touch

down and during thrust reverser operation.Commanded when: Flaps in landing position

NAI ON CON IGNITION ON.

Engine Ignition, (automatic for -8)SINGLE EEC alternates igniter 1 and igniter 2 after every second ground start.

EEC selects both igniters for in-flight start or flameout.BOTH Selects all igniters.

Selected igniters operate when any of the following occur: during start, when N2 RPM is less than 50% trailing edge flaps out of up position. nacelle anti-ice ON engine flameout

Reverse Thrust:.Pneumatically/-8; hydraulicalyactuated. Raising the reverse levers to the idle reverse position (REVwhile in transit) disengages auto throttle andengages auto speedbrake if speedbrake was not armed. When reversers fully deployed (REV), full reverse thrust is available. Thrust limits areautomatically controlled by the EEC when operating in reverse thrust mode. Reaching 60 kts, reverse thrust should be cancelled.

Engine Shut Down:3 min cooling must be observed. Fuel control switch to CUTOFF.

APU:APU can be operated in flight up to 20000 ft.Inflight start is not possible. APU has two generators for ground operation only. APU bleed air is availablein the air for one pack only up to 15000 ft. The APU can be started either via a transformer rectifier unit or via the APU battery. It consists of an inletdoor, APU controller, APU fire detection system, APU fire extinguisher system, APU fuel valve, APU bleed valve, DC fuel pump and an APU starter.

APU Run, APU Shutdown:The EICAS memo message APU RUNNINGis displayed when the APU selector is ON and APU N1 RPM exceeds 95% N1. APU selector to OFFbegins shutdown by closing APU bleed air valve. The APU continues running unloaded for a 1 min cool down period, the APU shuts down.The battery switch must remain ON for 2 min until shutdown is complete for fire detection and extinguishing. If battery is switched off the APU shutsdown immediately.

TAT -14c CRZ

95.2 95.2 95.2 95.2

117.5 105.2 95.2 95.2

N1

EGT

960 925 662 662

X

X-BLD

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Fire Protection page 14 of 25

Lavatory Fire Fighting:The extinguisher bottle is automatically activated by the temperaturesensor in the waste area. No EICAS message. The smoke detectortriggers an aural warning and EICAS >SMOKE LAVATORY appears.

Crew Rest Areas:Smoke detectors are installed in the crew rest areas. An aural warningsounds in the crew rest and an EICAS message >SMOKE CREW RESTappears.

Lower Cargo CompartmentEach lower cargo compartment is equipped with 4 dual loop smokedetectors, boththe A and B sensor loops must detect smoke to producean EICAS fire signal FIRE CARGO AFT.Fault monitoring of the sensor loops occurs when the fire protectionsystem is tested. If a fault is detected in one sensor, the systemautomatically configures itself for single loop operation.

Main Deck Cargo CompartmentThe main deck cargo compartment is divided into three fire detectingareas, FWD, MID and AFT.

Sixteen dual loop smoke detectors monitors the main deck and functionin the same as in the lower cargo compartments. If smoke is detected,an EICAS master warning message FIRE MN DK appears.

Protected Systems:Engines, APU, Lower Cargo Compartments and Lavatory are equipped with firedetection and extinguishing systems.

Detection only:Is granted for the four main gear wheel wells and the Main Deck. In case of fireof Main Deck, the method for extinguishing fire is by reducing the oxygenconcentration.

Detection Systems:Two different detection systems: Fire detector loops for Engines, APU and Maingear wheel wells. Additionally the Engines are equipped with dual overheatdetector loops. Photo cell smoke detectors are installed throughout all Cargocompartments, Lavatory and Crew rest areas.

Indications and Warnings:All indications and warnings are active as long as a fire, overheat or smokecondition is sensed.

Extinguishers:Engine fire extinguishing by 2 bottles for each wing near inboard engine andfuselage. Any of the two bottles can be discharged to either engine. APU by 1bottle installed at the APU fire wall. 4 bottles (A, B, C, D) located near theforward cargo compartment are available for FWD and AFT cargo fire fighting.

NB: Once you discharge extinguishing agent into a cargo hold, the other hold nolonger is protected.

Automatic Test:An automatic test of all fire, overheat and cargo compartment smoke detectionsystems is performed, when initial power up occurs. The test is continued forengines and APU as long as electrical power is available. These test do notgenerate any indications. The wheel well and the bleed duct leak detector loopsare only tested during manual test.

Main Landing Gear Wheel Well:Each Landing gear wheel well contains a single loop detector.

Engine Fire Detector Loop:Every engine is equipped with a dual loop fire detector (A and B).Both loops must sense a firefor activation FIRE ENG.

Overheat Detector Loop:Each engine is equipped with a dual loop overheat detector (A and B)Bothloops must sense an overheat for EICAS alerting OVHT ENG NAC.

APU Fire Detector Loop:The APU is equipped with a dual loop fire detector (A and B).Both loops must detect a fire for an APU fire warning with any engine running.Anyloop with all engines off.

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.

Page 15 of 25Fire Fighting:

Cargo Fire Arm Switch MAIN DECK:Main deck fire suppression is enabled; two packs are turned off and one pack remains open withflow reduced; equipment cooling configured to closed loop and all airflow to main deck andairflow / heat into lower cargo compartment turned off; master trim air valve is closed.-8; turnsoff all recirculation fans, nitrogen generation system and shuts down galley chiller.

Cargo Fire Arm Switch FWD or AFT:Two packs are turned off and one pack remains open with flow reduced; lower cargocompartment fire extinguishers are armed; equipment cooling configured to override and airflow-heat into lower cargo compartment turned off; master trim air valve is closed, -8; turns off allrecirculation fans and the nitrogen generation system .

Cargo Fire Depressurization/Discharge Switch:In case of fire of Main Deck, the method for extinguishing fire is by reducing the oxygenconcentration. Main Deck initiates airplane depressurization to a cabin altitude of 25000 ft.

In case of fire of one of the lower lobes: Initiates the automatic discharge sequence to provideeffective agent concentration for 210 minutesprotection. Bottles A and B are dischargedimmediately. Bottles C and D+(E and F)discharge after a brief delay and maintain a meteredflow (210 min). If not previously discharged, bottles C and D, +(E and F)will discharge upontouchdown.NB: Once you discharge extinguishing agent into a cargo hold, the other hold nolonger is protected.

Engine Fire Switch:All fire switches are protected by a mechanical lock against unintended pulling. The lock isreleased by a fire signal, the fuel control switch in cutoff.

Fire Switch Pulled: Bleed air valves close Fuel valves close Generator field breaker trips Arms thefire extinguisher bottle Hydraulic pump depressurizes

If pulling the engine fire switch does not extinguish the fire, rotate the switch to the left or rightand hold against the stop for one second and discharges one of the fire fire bottles. If the fire isnot out after 30 sec, discharge the other bottle The fire warning indications are removed whenthe fire condition no longer exist.

APU Ground Control Panel:Located near the right body gear wheel well. The panel contains: APU FIRE WARNING HORN,APU FIRE light, APU STOP switch, APU FIRE CONTROL switch, APU EXTINGUISHERDISCHARGE switch. Pulling the APU FIRE CONTROL switch has the same effect as pulling the

APU fire switch in the cockpit. Silencing the fire bell in the cockpit, silences the warning horntoo.

APU Fire:APU fire detected with all engines shutdown:Only one detection loop is necessary to detect a fire, the APU shuts down and the bottle isdischargedautomatically.APU fire detected with any engine running:Both loops must detect a fire, the extinguisher bottle needs to be dischargedmanually.

APU Fire Switch:The switch is electrically locked to the in position when no fire is detected.

Fire switch pulled: Fuel and Bleed air valves closesShuts down the APU Air inlet door closes Gen field breaker trips Fire bottle arms

If the fire still exists, discharge the fire bottle by rotating the fire switch in either direction and hold against the stop for one sec.

Loop Failures:For complete loop failures the warning massage >FIRE TEST FAIL is presented, the faulty loop is shown on the lower EICAS status page.For single loop failures, the loop is configured to single loop operation

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Flight Controls page 16 of 25

Primary Flight Controls:The primary flight controls are:Ailerons, Elevators, Rudder and arepowered by all four hydraulicsystems.

Secondary Flight Controls:

Secondary flight controls are:Stabilizer, Flaps, Spoilers.The stabilizer and flaps are poweredby two systems, the spoilers bythree systems.

The TE and LE flaps increase thewing area by 20% and increase thelift by 90%.

Control Input Transfer:Pilot inputs are transmitted to theFeel & Trim mechanism and fromthere via cable to the HydraulicActuators. Feel forces at the controlwheel are produced by Feel & Trim

mechanisms in all three axis. Theyare hydraulic powered.

Ailerons:Roll commands are executed by the inboard and outboardailerons. The outboard ailerons are electrically locked outabove 235 kts, with the inboard and midspan LE flapslogic. An override mechanism allows either control wheel tomove should the other one jam. Roll control is thenavailable through the ailerons on the wing corresponding tothe free wheel. -8; The inboard ailerons are mechanical

controlled and droop for takeoff and landing (FL10 orgreater). The outboard ailerons are fly-by-wirecontrolled and droop only for takeoff (FL 10 and 20

only).

Elevators:Divided into inboard and outboardcontrol surfaces. Inboard elevatorposition is used as control input forthe respective adjacent outboardelevator actuator. Outboardelevators are actuated by only onehydraulic system each. Shearoutsbetween inboard and outboard

elevator allow movement of thehealthy system should a jamoccur. An elevator feel mechanismprovides artificial feel force at thecontrol column. The forceincreases as airspeed increases.The feel mechanism is powered byHYD SYS 2and HYD SYS 3. Theloss of one of the hydraulicsystems does not affect feelforces. If both systems fail, feelforces are provided by mechanicalsprings and are no longer afunction of airspeed.

Elevator Indication:Left and right outboard elevator position are indicated on the EICAS STAT page.

Stick Shaker:At Minimum airspeed indication (black-red)

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RUDDER:Two rudders are installed forredundancy. The upper withthree hydraulic actuators, thelower with two hydraulicactuators. -8; The lowerrudder is double hinged andallows the rudder toincrease its range ofmovement for better yawcontrol. Two rudder ratiochanger gradually reduceeach rudder surfacesresponse to pedal inputs asairspeed increases. Two yawdampers, one for each rudder,provide dutch roll protectionand turn coordination.Operation of the yaw dampershas no effect on the rudderpedals. They are powered byHYD SYS 2 and HYD SYS 3

page 17 of 25

InFlight Speedbrake

Horizontal Stabilizer:A movable horizontal stabilizer provides pitch trim. Trim inputs are transferred electricallyinto two separate stabilizer trim control modules. They are powered by HYD SYS 2andHYD SYS 3. The actuator outputs are mechanically summed. One actuator only produces

half trim rate. One A/P uses always only one actuator (half trim rate), multiple A/Ps useboth actuators (normal trim rate). At high airspeed trim rate is automatically reduced. Eachmodule is equipped with a brake. Which prevents the stabilizer from being moved by aerodynamical forces. The brakes are released when the respective hydraulic motor receivespressure from its module.

Leading Edge Flaps:

14 LE flaps on each wing provide liftincrease, grouped into outboard, midspanand inboard. The inboard are Kruger TypeFlaps, while the midspan and outboard areVariable Chamber Type Flaps.The inboard and midspan group willautomatically retract when reverse thrust isapplicated.

Trailing Edge Flaps:On each wing are 2 trailing edge flapgroups, inboard and outboard. Each flapgroup has its own flap drive unit.The flaps are triple slotted. The inboardflaps are powered by HYD SYS 1, theoutboard flaps by HYD SYS 4. Oppositetrailing edge flap groups are mechanicallyconnected to maintain symmetry.

Spoilers:On each wing 6 spoiler panels are installed. Each spoiler panel is powered by a single hydraulicsource. The spoiler system is grouped in flight and ground spoilers. Two separate spoiler mixerscombine control wheel input and speed brake lever position into deflection of the spoiler panels.This function works with speed brakes as well as with ground spoilers. The 4 inboard spoilerpanels on each wing act as Inflight speed brake. All except left and right inboard spoiler panelsfunction as flight spoilers to support the ailerons.-8; All spoiler panels are used for roll controland fly-by-wire controlled.On ground all 12 panels act as ground spoilers. Large rudderinputs, during the takeoff roll above 100 kts, cause a pair of spoilers to extendmomentarily to assist in yaw control.Flaps:

3 identical flap control units command and control the movement of both the leading and trailingedge flaps. They provide position information to EICAS and other systems. The FCUs provideasymmetry protection and a flap load relieve function against excessive air loads for the trailingedge flaps. Any one of the 3 FCUs is sufficient to fulfill all functions and to operate the wholesystem. The FCUs operate in two control modes, the Primaryand the Secondary.

Primary mode: LE Flaps are driven with bleed air, TE Flaps are driven with hydraulic.

Secondary mode: LE Flaps and TE Flaps are driven electrically. Asymmetry protection isprovided in primary and secondary mode, flap load relieve function in primary mode only.

Alternate mode: All flaps may be extended and retracted by an alternatecontrol modebypassing the flaps control units. The system utilizes the electrical motors. The flaps can only beextended to FL25.

Flight Spoilers

Ground Spoilers 3223-44 / 44- 3223

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page 18 of 25

.

PRIMARY MODE SECONDARY MODE ALTERNATE MODE

Condition Normal modeIf any group fails, secondary mode for

failed group + corresponding group on

other wing also in secondary mode

If 3 FCUs would fail.

or

FL lever inoperativeEICAS message FLAP DRIVE FLAP PRIMARY FLAP DRIVE FLAP CONTROL

Power sourceLE: Bleed Air

TE: Hydraulic System 1, 4All Electric

SequencingFlap 1: LE Flaps inboard + midspan, TE Flaps 0

Flap 5: All LE Flaps+ TE Flaps 5

Extention: All simultaneously.Retraction: Le FL retract when

inboard TE Flaps are up.

Flap load relief Yes No

TE asymmetric

protection Yes(by the FCUs) No

The gate at 20 prevents inadvertent retraction of TE flaps past G/A setting. When the flap lever is moved from UP to flaps 1 detent,only the inboard and midspan LE flap groups extend. -8; All LE flaps extend.The TE flaps remain UP. When flap 5 is selected theTE flaps move flaps 5 position and the outboard LE edge flap groups extend. The combined flaps position is displayed on the EICAS.In secondary mode flap indication on EICAS is changing to expanded display. The flap limit speeds are 5 kts higher then the -400.Flap Load Relief:Flap load relief protects the flaps from excessive airloads. Flap load relief is available with flaps 20, 25 or 30 selected. If airspeed isexcessive at flaps 20, 25 or 30. The flaps automatically retract to flaps 10,20 or 25. It does not function in the secondary or alternatemode.The EICAS advisory message >FLAP RELIEFis displayed when the flap Load relief system is active.Leading Edge Flaps Indication:White Box Outline - leading edge flap group retracted.White Crosshatch - leading edge flap group in transit.Solid Green Box - leading edge flap group extended.Amber Border - drive unit is inoperative with flap group retracted.Amber Solid Box - drive unit is inoperative with flap group extended.Amber Crosshatch - drive unit is inoperative with flap group partially extended.Trailing Edge Flaps Indication:White - position of inboard and outboard trailing edge flaps.Amber - asymmetry or drive failure has occurred in related group.Flap Malfunction Summary:

Aileron Trim Switches:The aileron should not be trimmed with an autopilot engaged. Two electrical aileron trim switches change theaileron neutral position inside the Feel & Trim mechanism. Trimming the aileron deflects the control wheels into thedesired direction. The amount of deflection is shown on the aileron trim indicator on top of the control column.Aileron position is indicated on the EICAS STAT page.

Rudder Trim:Rudder trim is activated by turning the spring loaded rudder trim selector. The rudder trim input changes the neutralposition inside the Feel & Trim mechanism. Rudders and pedals move accordingly. Rudder position is displayed onthe EICAS STAT page. Pickups for the position indicators are on the outboard elevators.

Stabilizer Trim:There are 3 different stabilizer trim switches installed. One on each control wheel and an alternate stabilizer trim

switch on the central pedestal. To trim the stabilizer both half of the trim switch have to be operated simultaneously.Activating the control wheel trim switch disconnects the A/P. With multiple A/P active the trim switches are inhibited.The Alternate Trim Switches control stabilizer movement via a different channel and will override, and do notdeactivate the A/P. They provide an increased range of stabilizer travel.

STAB TRIM CUTOUT switches:The Stabilizer Trim Cutout switches control the hydraulic power supply. The AUTO position allows automatic cutoutof the respective hydraulic system in case of unscheduled stabilizer trim by holding the stick in opposite direction oftrim. In case the automatic cutout does not occur and the stabilizer is moving without any command, the EICASmessage STAB TRIM UNSCHD will appear. CUTOUT position shuts off hydraulic power. ON position overrides theautomatic cutout function and supplies hydraulic power.

Stabilizer Trim Indicator:They show the actual stabilizer position. A red stabilizer indicator OFF flag is in few should the indicator fail. Amovable green band is incorporated. It indicates the acceptable range of trim for takeoff. There are 3 bandpositions: Mid band, Nose downband and Nose upband. The correct setting of the trim is crosschecked with an

olio pressure switch indication in the nose gear.

Speedbrake Lever:The speedbrake lever has 4 positions: Down, Armed, Flight Detent, Up. During flight speedbrake lever movement islimited to the mid travel Flight Detent position by an automatic stop.With an EICAS message SPEEDBRAKE AUTO, an automatic ground spoiler system fault occurs, the speedbrakemight come up during flight! On ground full travel is available either automatic or manual. When the speedbrakelever is in the ARMED position, throttles 1 and3are near the closed position, and the main landing gear touchdown, the speedbrake lever is automatically driven to the UP position. If the pilot does not arm the ground spoilersfor landing, then the speedbrake lever is automatically driven to the UP position and the ground spoilers extend,when reverse thrust lever2or4are pulled to the idle detent. If the ground spoilers extended after landing, and ago-around must be made, the speed brake lever is automatically driven to the DN position and the spoilersretracted, when thrust lever 1or3is advanced from the closed position.

Spoiler Position Indication:On the EICAS STAT page the position of one spoiler on each wing is displayed. On the left wing it is the position of

the fourth spoiler panel in from the wing tip. On the left wing it is the position of the most outboard spoiler panel.

Flaps Lever:Has 7 fixed detents and controls LE as well as TE flaps. The flaps lever position is electrically transmitted to theFCU. Detents 1 and 20 are designed as gates. The gate at position 1 prevents inadvertent retraction of LE groups.

EICAS FLAP DRIVE :When a asymmetry is detected, theavailable flap groups can be positionedin the Primary or Secondary mode withadditional approach speeds. Do notuse alternate mode, which could resultin FLT control or fuselage damage.Alternate Flaps Selector:During alternate flaps operation the flaplever is inoperative and the flapsindication on the EICAS changes intothe alternate display.The alternatemode provides no asymmetryprotection and uses simplifiedsequencing.

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Fuel page 19 of 25

.

Tanks:The aircraft is equipped with a total of 7 fuel tanks and 2 surgetanks at the wing tips. The total fuel capacity is approximately360.000 LB, 404.000 LB(depending on fuel density).

Suction Feed:Each engine can draw fuel from its corresponding main tank

through a suction feed line that bypasses the pumps. At highaltitude, thrust deterioration or engine flameout may occur.

Main Pumps:Each main tank contains 2 AC motor driven main fuel pumps,one pump provides fuel flow capacity for 1 engine at T/O thrustcondition or 2 engines at CRZ thrust.

Override Pumps:Main tank 2, 3 and the center tank contains 2 AC motor drivenoverride pumps. 1 pump provides enough fuel for 2 engines atT/O or CRZ thrust conditions. The override 2 and 3 pumps areeither controlled by the switch or system logic. The pressureoutput of the override pumps is higher than that of the main tankpumps.Therefore, with both the override- jettison pumps andmain pumps operating, the override-jettison pumps will supply

fuel to the engines. They operate to a fuel level of about 7000lbs in the respective tank and are also used as jettison pumps.

APU fuel pump:Main pump 2 and 3 aft provides fuel to the APU if AC power isavailable. If AC power is not available, a DC pump in main tank 2provides fuel to the APU.

Scavenge Pumps:4 jet scavenge pumps in the center tank, pump fuel to the maintank 2 and 3. Scavenge begins when main tank 2 or 3 fuelquantity decreases to approximately 60.000 lbs.

Crossfeed Manifold:A common Crossfeed Manifold connects the four main and thecenter tank. There are 4 crossfeed valves in the fuel manifold.Crossfeed valve 2 and 3 are controlled by system logic.

Tank Transfer Valves:Main tank 1 and 4 contains a tank transfer valve which allows gravity fuel transfer from the outboard to the inboard main tanks. Each reserve tank contains 2tank transfer valves which allow gravity fuel transfer from the reserve tank to the inboard main tanks. These valves are automatically controlled. Transfer ispossible to a level of about 7000lbs remaining in the outboard tank. During fuel jettison the valves are opened automatically when the fuel quantity in maintank 2 or 3 decreases to about 20000lbs.

Fuel jettison system:Two independent fuel jettison control systems are installed. They are in charge of the fuel jettison valves and jet pipes.Fuel jettison is only possible out of the main tanks 2, 3, and the center wing tank. The main override pumps, center tankoverride pumps act as fuel jettison pumps. The pumps are triggered by system logic. For safety reasons the main tankscannot be emptied below 7000lbs each due to a standpipe. Selecting MLW displays the fuel to remain quantity whichputs the airplane at maximum landing weight (652.000) plus 2.200 lbs, when jettison is complete. The jettison time will beindicated on the lower EICAS fuel synoptic page.

Fuel Management Cards:Two identical fuel system management cards control the fuel valves and pumps according the fuel management logic.

Refuelling:For refuelling a fuelling station with 2 hose connectors is located at each wing. Next to the left station a fuelling controlpanel is installed. Normally the distribution is controlled automatically but manual control of each refuelling valve ispossible. Gravity refuelling of the main tanks is available via overwing fill ports.

652.000

- ZFW

To Remain

>FUEL IMBALANCE

1 + 4

2 + 3

2 3

1 4

Difference >

6000 lbs

>FUEL IMBAL 1-4

Differ by

3.000 lbs

Differ by

6.000 lbs

2 3

1 4

>FUEL IMBAL 2-3

verride Pumps

Indications:Total fuel quantity and fuel temperature is displayed in the lower right corner of the upper EICAS. The fueltemperature is measured in main tank 1. The fuel temperature must be maintained 3 Cabove the fuel freezingtemperature. In case of a decrease below37C an EICAS message >FUEL TEMP LOWis triggered. The fuelsystem is shown on the fuel synoptic page of the lower EICAS. A quantity indication in compacted format is althoughavailable. Several fuel pages are accessible through the CDU of the FMC (PRF INIT page, PROG page 2/3). If there is a difference of 9.000lbs or morebetween the Totalizer and Calculated fuel quantity, a CDU message is displayed FUEL DISAGREEPROG 2. This discrepancy occurs between the FMCcomputed fuel used and the Fuel Quantity Indicating System (FQIS) totalizer fuel used.

Imbalance:Main tank 2 and 3are continuously monitored for fuel imbalance. If the imbalance exceeds 6000lbs an EICASmessage >FUEL IMBALANCEis triggered.Main tank 1 and 4: If the imbalance exceeds 3000lbs an EICAS message is triggered.If the total fuel quantity of the outboard tanks against the inboard tanksexceeds 6000lbs an EICAS message istriggered.

-8; Nitrogen Generation SystemThe NGS coverts bleed air to nitrogen-enriched air in order to reduce the flammability of CWT and operatesduring all phases of flight. Automatic shutdown happens when a CARGO FIRE ARM switch is ARMED, engine out operations, and EQUIP COOLINGselector is positioned to OVRD.

On the -8 the reserve tanks feed fuel to main 1 & 4 instead of main 2 & 3.

Therefore, the reserve tanks have been renamed 1 & 4.

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page 20 of 25

Fuel Balancing:

Condition Limitation Balancing

Imbalance between tank 1 and 4 Max. allowable imbalance is 3000lbs Open the crossfeed valves 1, 4Close the crossfeed valves 2, 3

Turn off the fuel pumps in the low tank

Turn off the override pumps in the main tank 2, 3

Imbalance between tank 2 and 3 Max. allowable imbalance is 6000lbs Turn off the fuel pumps in the low tankImbalance between outboard tanks 1,4against inboard tanks 2,3

Max. allowable imbalance of totaloutboard fuel (more) against totalinboard fuel (less) is 6000lbs

Open all crossfeed valves

Turn off the fuel pumps in the low tanks

After Engine Start:>17.000 lbs; After engine start, all engines will be fed from the CWT. All main pumpsare operating, but they are overridden because the output pressure is lower than thatof the CWT pumps. Override 2 & 3 pumps are inhibited from operating by systemlogic when pressure is detected from both CWT override pumps.

Takeoff, flaps down:The fuel system logic close automatically crossfeed valves 2 and 3 when the flaps areextended to takeoff position.Engines 1 & 4 are fed from the center tank.Engines 2 &3 are fed from respective main tank pumps.With less than 17.000 lbs in the CWT and CWT override pumps are switched off, theoverride pumps 2 & 3 are activated and provide fuel to engines 1 & 4.Engines 2 & 3 are fed from their respective main pumps.

After takeoff, flaps up:

After takeoff, when the flaps are retracted, crossfeed valves 2 and 3 open by fuelsystem logic automatically. All engines are fed from the center tank. Shared flowsituation between CWT and outboard main tanks when CWT quantity drops below5.000lbs. When 2.000lbs of fuel are consumed from each outboard tank an EICASmessage>FUEL LOW CTRwill appear when the CWT quantity is 7.000lbs and > 5 pitch in climb, 3.000lbs and < 5 pitch in cruise.

Center tank empty (244.000 lbs total fuel):If the CWT override pumps indicate low pressure, the main tank 2 &3 override pumpsare activated automatically and an EICAS message >FUEL PRESS CTRwill appear.Center tank override pumps should be switched off when quantity is below 3000lbs.Engines 1, 2, are now fed from main tank 2 via the crossfeed manifold.Engines 3, 4 are fed from main tank 3.An EICAS message >FUEL OVD CTR appears when CWT switches are OFF and theCWT quantity is 4.000lbs or more with FUEL TANK/ENGis displayed.First the override pumps 2 & 3 have to be switched off, thereafter thecrossfeedvalves 1 & 4 have to be closed.This configuration remains until the end of the flight.

Closeswith

T/O flaps

Closeswith

T/O flaps

O

N

O

N

1

2 3

4

C

R2 R3R2 R3

Either tank reaches

18,100 kgs

Turn Off

Turn Off

Turn Off

Turn Off

Either tank reaches

40.200lbs

Fuel Quantity Low:The EICAS message FUEL QTY LOWis displayed if the tank quantity of any main tank decreased below 2000lbs.

Crossfeed valve control:With the flaps selected to the T/O position, crossfeed valves 2 and 3 are closed by system logic. Therefore during T/O engine 1 and 4 are supplied by thecenter tank override pumps (if fuel in the center tank), engines 2 and 3 are supplied by main tank 2 and 3 pumps.Fuel consumption during flight:

Airborne,

flaps up,Valve

opens

Airborne,

flaps up,Valve

opens

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Hydraulics page 21 of 25

Hydraulic UsersHydraulic System 1, 4 Hydraulic System 2, 3

.

Hydraulic System Controls Demand Pump Pressure Light Logic

Demand Pump activation Logic

Syst 1 & 4:

AirDemand Pump

ElecAux Pump

General Description / Engine Driven pump EDP:Four independent hydraulic systems 1, 2, 3 ,4. The fluid reservoir ispressurized by regulated air from the pneumatic system. An enginedriven pump pressurizes the system to 3000psi. A SOV (Shut OFFValve) is installed in the supply line operated by the engine fire switch.

Demand Pump:Each hydraulic system is equipped with a Demand Pump, supportingthe EDP during high demand conditions or failure of the EDP. DemandPumps 1, 4 are driven by airfrom the bleed air system. DemandPumps 2, 3 are electricallydriven by AC power.

Standpipe Level:Demand Pumps have a lower standpipe lever, therefore they may bestill supplied, while the EDP is already running dry. This is a safetyfeature in case of a fluid leak of the EDP.

Syst 2 &3:

ElecDemand Pump

Demand Pump System Fault Light:The System Fault Light will illuminate at:

low quantitylow system pressuresystem overheat

With an EICAS message HYD PRESS DEM, theoutput pressure is low with a pump operationcommanded in the AUTO position.

Auxiliary Pumps AUX:

AUX AC motor pumps areinstalled in hydraulic system 1/4.The pumps are used on groundfor breaking capabilities andsteering while the engines arenot running. They also used inorder that more bleed air isavailable for engine start. Theyare connected to the groundhandling Bus, which is onlypowered by the APU GEN 1 orEXT PWR 1 (ON and AVAIL).

Hydraulic Indications:The quantity is indicated on thy hydraulic synoptic page in percentage of the normal fluid level.Below of full quantity,magenta lowLOappears, accompanied with the system fault light. At a

level below 75%the magenta RFappears on ground, a refill is necessary. For quantity levelabove 115%a magentaOFindicates an overfill situation. Hydraulic pressure is indicated in psi.Hydraulic temperature is indicated in C. An overheat condition exists when the temperature risesabove 105 C. These information are presented on the Hydraulic synoptic page and the Statuspage. Reservoir pressure is indicated next to the reservoir, if the bleed air pressure drops belownormal level.

Demand Pumps 1, 4:During ground operation as soon as Trailing Edge Flaps are selected, the Demand Pumps 1 & 4 are activated while the flaps are traveling to thetakeoff position. In flight, while Trailing Edge Flaps are not in up position, Demand Pumps 1 & 4 are continuously operating..System Critical Loss Combinations:Sys loss - Landing Distance (loss of ground spoiler)Sys loss - Pilot workload (alt extension of LDG)Sys loss - In-Flight (loss of stabilizer trim)

Hydraulic Quantity Interface Module:A single Hydraulic Quantity Interface Module (HYQUIM) processes quantity inputs from each reservoir transmitter. Should the HYQUIM fail thefollowing false indication may be experienced: SYS FAULT lights flashing, >HYD QTY LOWadvisory messages appearing and disappearing,EICAS hydraulic quantity indications decreasing and increasing.

-8; Ram Air Turbine:The RAT automatically deploys if 3 or more engines have failed and provides emergency hydraulic power to system 3. If the RAT fails todeploy automatically, it can be manually deployed by pushing the RAT switch on the overhead panel. The left inboard and outboardelevators are transferred to system 3 when the RAT deploys.

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Landing Gear & Brakes page 22 of 25

Brake Accumulator:

If normal or alternate brake systems are not pressurized, a normal brake accumulator maintains the pressure. It is precharged with 800 psi.

Brake Source Light:If this light illuminates, all hydraulic brake sources (HYD SYS 4, HYD SYS 1 and HYD SYS 2) are lost.

Gears:The aircraft is equipped with a steerable nose gear, two steerable body gears and two non-steerable wing gears.

Gear Tilt:The main gears have to be tilted for retraction. The wing gear retracts with the trucks hydraulicallytilted to 53 nose up. The body gear retracts to forward with the trucks tilted 8 nose up. The tilt iskept by hydraulic pressure while the gears are retracted.Additionally the wing gear tilt is mechanically locked.

Gear Lock:The main gears are mechanically locked up and down by two mechanism. The nose gear usesone mechanical lock mechanism.

Tilt Sensors:Tilt Sensors at all four main gears and at the nose gear extension sensing system switch the airground mode. Tilt position Air Mode, not tilted Ground Mode.

Gear Doors:They are partially closed with gear extended and fully closed with the gears retracted.They are either hydraulically operated or mechanically linked to the respective main gear.

Steering, Body Gear Steering:

Nose and body gear steering is powered by HYD SYS 1. The pedals steer the nose gear to a max.angle of 7, thereafter the tiller must be used up to the max. angle of 70. Tiller inputs overridepedal steering. Body gear steering serves the purpose of reducing the turn radius (min 46.6 m)and reducing tire scrubbing. It is active when nose wheel angle exceeds 20and speed is below15 kts, then the body gear turn opposite to the nose gear. Maximum body gear deflection is 13.Body gear steering is deactivated and the gear centred when wheel speed increasesabove 20 kts.

Brakes, 412:HYD SYS4powers the normal brake system,the pedals control the pressure to the left andright main gear brakes. Autobrake system isavailable with system 4 only. In case HYD SYS 4fails, the alternate brake system powered byHYD SYS1will be active.If HYD SYS 4 and HYD SYS 1 are low, HYD SYS 2powers the alternate system.

Automatic switching is performed by the Source Select Valves.Anti-Skid Protection:Each main gear wheel is individually provided with anti-skid protection when normal brakesystem is operative (4). When skidding is detected the anti-skid controller commands therespective anti-skid valve to reduce brake pressure. During alternate brake operation (1 & 2), theanti-skid is provided to wheel pairs only.

Main Gear Inflight Brake:An inflight brake system which is partof the normal brake system, forcesthe wheels of the wing and body gearto spin down during gear retraction.The systems uses hydraulic pressureof the wing gear up line for all maingear wheels. The nose gear wheelswill be stopped by means of brakepads in the nose wheel well afterretraction.Brake Torque Limiter:A brake torque limiting system isinstalled to prevent damage to thelanding gear. A brake torque sensoris attached to each wheel, whenexcessive torque is detected therespective anti skid valve releasesthe brake pressure to that wheel. Ifthe alternate braking system is used,brake torque is still sensedindividually, the release signal is sentto the alternate antiskid valve andbrake pressure is released for thewhole wheel pair.

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Page 23 of 25

Automatic Gear Lever Lock:The lever lock prevents the gear lever from beingpulled from down to up, when the main landing gearare not tilted or the main body gear are not centred.

Autobrake System (HYD 4 only):The autobrake system needs anti-skid and normal brake system (HYD4) to operate.

Autobrake Selector:

For landing 5 modes with different deceleration rates are available. The system provides braking to a completestop or until it is disarmed. To maintain the selected deceleration rate, autobrake pressure is reduced as othercontrols (thrust reversers, spoilers) contribute to the total deceleration. However, on dry runways the maximumdeceleration rate in the landing mode is less than that produced by full pedal braking. The deceleration rates forlanding are 4 ft/secat position 1 to 11 ft/secat MAX AUTO. Only manual braking can apply greater brakepressure for landing. In RTO the system always applies maximum braking and does not follow any fixeddeceleration rates.

RTO mode is active if: The airplane is on groundGroundspeed is above 85 ktsAll thrust levers are closed.

Gear Lever OFF position:In OFF position the landing gear hydraulic system is depressurized. -8; UP or DWN position only.

Alternate Gear Extension:All gears can alternatively be extended in case of a hydraulic power loss. The gear uplocks and gear door latches areelectrically released, allowing the gear to free fall, springs pull the downlocks into the locked position. Thereby the EICASdisplays the expanded gear position indication.

Gear Synoptic Page:Shows information about the tire pressure, the brake temperature and the gear door status.Brake temperature indicates the relative value of the wheel brake temperature.Normal range from 1to 4 (100-482 C)is displayed in white.High range from 5 to9 (483-865 C) is displayed in amber with EICAS BRAKE TEMP.Tire pressure is indicated in PSI. Normal value are displayed in white, abnormals in amber, the pressure for NLG isapproximate 180 psiand 200 psifor MLG.The gear door status show a hatched square if the door is not closed, otherwise it changes to closed..

Advisory Message AUTOBRAKES:The message >AUTOBRAKESis displayed on the EICAS if:System is disarmedSystem is inoperative

System is armed but the selector is OFFRTO is initiated > 85 kts but autobrakes have not been applied.

Autobrake Disarm:The autobrake system can be disarmed by manual braking,advancing any thrust lever after landing, or moving the speedbrake lever to the down detent after speedbrakes have beendeployed on ground.

Touchdown Protection:Touchdown protection of the anti-skid system prevents braking aslong as the difference between IRS groundspeed and the speed ofthe aft trucks wheels exceeds 50 kts.

Locked Wheel Protection:This is provided using a comparison with other wheel

speeds.

Limitations:Extend/Retract: 270K/.82MExtended: 320K/.82M

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Electronic Checklist & Warning Systems page 24 of 25

The checklist titleFIRE ENGINE 1is red because the warning message remainsshown on EICAS. The Fire is not out!All memory items are closed loop and therefore automatically checked offPage indicators shows that this checklist has two pages.Page 1 key is white because this page is shownWhen all steps on a page are completed the page number changes to green.

Conditional Statements:

Closed loop statements are sensed by the aircraft to determine if they are true.

True = Green

Cyan = False Do not preform this step!

In this example the conditional statement and step turned cyan because the FIREENG message did not stay shown

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Page 25 of 25 5

Takeoff phase Inhibited Devices

At V1until 400ft RA or 25 sec after V1 Master Warning Lights

Siren

Fire Bell

At 80kts until 400ft RA or 20 sec after rotation.

If an RTO is initiated above 80 kt, the master caution lights and

beeper inhibits are cancelled once groundspeed is below 75kts.

Master Caution Lights

Beeper

LDG gear lever up until 800ft RA or 140 sec after LDG gear lever

up.

EICAS>CONFIG GEARmessage

Master Warning light

Siren

Windshear Alerts:

GPWS Windshear mode 7:Mode 7 is armed at rotation, up to 1500 feet RA, and provides an immediate alert when an actualexcessive downdraft or tail wind is occurring. If windshear conditions are detected, an aural warning,consisting of a two-tone siren followed by WINDSHEAR 3x, activates. A red WINDSHEARmessagedisplays on both PFDs and the Master Warning lights illuminate.When the windshear alert is active,all other ground proximity modes are inhibited.

Predictive Windshear System (PWS):The Predictive Windshear System, or PWS, uses wind velocity data gathered by the Doppler weatherradar system to identify the existence of a windshear ahead of t