PMDG Boeing 747-400 Operating Manual

PMDG 747-400

Aircraft Operating Manual

REVISION 1.0

AIRCRAFT OPERATING MANUAL

&

FLIGHT MANAGEMENT COMPUTER HANDBOOK

This manual was compiled for use only with: PMDG 747-400 Queen of the Skiessimulation. The information contained within this manual is derived from multiplesources, and is not subject to revision. This manual is not be used for training orassumed to provide operating procedures for use on any aircraft. The manual is

for entertainment purposes as required by the simulator software.

It is a violation of the owner’s copyright to distribute this document or any portionthereof without permission of the author.

0 - 2 REGISTRATION / REVISION INFORMATION

Revision – 10JUN05 DO NOT DUPLICATE PMDG 747-400 - AOM

The Precision Manuals Development Group Web Site can be found at:http://www.precisionmanuals.com

Copyright © 2005, PRECISION MANUALS DEVELOPMENT GROUP

This manual and all of its contents, pages, text and graphics are protected under copyright lawsof the United States of America and international treaties. Duplication of this manual is

prohibited. Permission to conduct duplication of this manual will not be sub-contracted, leased orgiven.

Microsoft, the Microsoft Logo and Microsoft Flight Simulator are registered trademarks of theMicrosoft Corporation. Boeing, The Boeing name and certain brand marks are the property ofThe Boeing Company. Some graphics contained in this manual were taken directly from the

simulator and altered in order to suite duplication on a printed page. All images contained in thismanual were used with permission.

http://www.precisionmanuals.com

REGISTRATION AND REVISION INFORMATION 0 - 3

PMDG 747-400 - AOM DO NOT DUPLICATE Revision – 10JUN05

Welcome to the most advanced airliner simulation ever produced by PMDG!

This product represents a State-Of-The-Art approach to desktop airlinersimulations for Microsoft Flight Simulator™ Building on three years of intensivedevelopment experience for Flight Simulator, PMDG is proud to bring you one ofthe most visually immersive and complex simulations available for the desktopairliner enthusiast.

Since the release of PMDG 737: The Next Generation in July of 2003, PMDGproducts have gained worldwide recognition for our innovative use of new ideasto realistically portray the technology and challenge of commercial aviation.PMDG’s simulations are designed for use by those interested in learning aboutthe complexity of modern commercial airliners and their operation.

The simulation you have purchased represents nearly 18 months of research,testing and development work involving many resources and experts fromaround the globe, including many of today’s largest 747-400 operators.

We are certain that you will enjoy our immersive new Virtual Cockpit technologyas well as the application of high level mathematical and scientific modelingpractices designed to bring you a realistic airplane from the flex of the wings tothe manner in which the simulation flies.

All of us at PMDG are grateful that you have purchased this product and westand committed to support you in your enjoyment of this software. If you findyourself in need of support, please email us or visit our customer support forumfor help. PMDG staff is available to assist customers through these two venues.

Thank you again for your support of PMDG.

The Development TeamPrecision Manuals Development Grouphttp://www.precisionmanuals.com




The Team Behind The Team

We receive many emails each month from individuals who wish to join our betateam. We are frequently told that our “hiring minimums” for the beta team arehigher than most airlines for their air crewmembers. We take great pride on thecohesion and dedication of our beta team members, and we place significantdemands on their time, their expertise and occasionally their patience.

We would like to thank the following individuals for their contributions to thisproject:

Captain Steve WeiherCaptain Nikos AposporisCaptain John BuntingCaptain Alexei NicolovCaptain Joe Batt (By the time you read this Joe- you’ll have that stripe!)FO Robbie BurtonFO Dean ConstantinidisIR OzzyRyan MaziarzRandy Smith,Fred Clausen,George MorrisTerry YinglingAndre ReynoldsGeorge DorkofikisJerome ZimmermanPanos IliopoulosMarc BrodbeckSam KalachorasMats JohanssonAndrev ThomsenLee HetheringtonTravis WaycottKyprianos BirisMarcus SchneiderDennis Di Franco

And of course, the many fine folks from The Boeing Company and Alteon whohave helped make this project a wonderful example of desktop simulation

software.



MASTER TABLE OF CONTENTS(Organized by Chapter Topic)

SUBJECT CHAPTER

TITLE PAGE AND REVISION STATUS 0

TAKEOFF 1

CRUISE 2

LANDING 3

SPECIFICATIONS AND LIMITATIONS 4

NORMAL PROCEDURES 5

ABNORMAL PROCEDURES QRH (Quick Reference Handbook) 6

COCKPIT DISPLAY SYSTEMS 7

AUTOMATIC FLIGHT MANAGEMENT SYSTEMS 8

MANUAL FLIGHT TECHNIQUES 9

AUTOFLIGHT TECHNIQUES 10

AIRCRAFT SYSTEMS 11

FLIGHT MANAGEMENT COMPUTER 12



MASTER TABLE OF REVISIONS

PMDG strives for completeness and innovation in our products. On occasion we will issue freeupdates to our software, and we strongly encourage all customers to download and install theseupdates as they ensure the trouble-free operation of your software and add functionality that wemay not have been able to offer in the initial release version of the product.

Note: Occasionally we may also update and expand this manual to cover additional topic areasor to add additional depth to existing aircraft functions. You can obtain the most current versionof the manual free by visiting the PMDG Downloads page at www.precisionmanuals.com

REVISION HISTORY

REVISIONNUMBER

REVISION DESCRIPTION ENTEREDBY

DATEENTERED

AOM-001.0 Chapters 0 – 11 as Issued Originally PMDG 6/10/05FMC-001.0 Chapter 12 as Issued Originally PMDG 6/10/05




Manual UpdatesVersion 1.0

This manual is issued in its original format with all information being deemed current and accurateat the time of publication. If updates are issued for this manual, update information will bepresented on this page to facilitate the pilot remaining easily current with new information.

Updates:

This manual is an original edition. No updates were required.



THIS PAGE INTENTIONALLY BLANK



INTRODUCTION TABLE OF CONTENTS(Organized by Chapter Topic)

SUBJECT CHAPTERAIRCRAFT OPERATING MANUAL ......................................................................1

OPTIONS AND CUSTOMIZATION.....................................................................11COPYRIGHTS AND LEGAL OWNERSHIP ........................................................11GETTING THE MOST FROM YOUR PMDG 747- 400.......................................12THE PMDG MENU: ............................................................................................13

SAVE PANEL STATE MENU:.............................................................................14Keeping your saved flights in synch .......................................................................................14Failures Do Not Save.............................................................................................................14

LOAD PANEL STATE MENU: ............................................................................15Keeping your saved flights in synch .......................................................................................15Failures Do Not Re-Load .......................................................................................................15

FAILURES MENU:..............................................................................................16System Failure List ................................................................................................................16Activating Failures .................................................................................................................16Activating Immediate Failures ................................................................................................17Activating Timed (Armed) Failure...........................................................................................17Random Failures ...................................................................................................................17Activate Random Failures ......................................................................................................18Determine the Failure Rate ....................................................................................................18Placing Limits On Failures .....................................................................................................18Failures That Make Things Worse..........................................................................................19Failures Triggered Outside of the Menu .................................................................................19

OPTIONS MENU: ...............................................................................................20PFD – ND Menu ....................................................................................................................20AFDS Options Menu: .............................................................................................................23IRS Options Menu .................................................................................................................24Colors Options Menu .............................................................................................................25Sounds Options Menu ...........................................................................................................25Fuel Menu Item......................................................................................................................26Various Menu Items...............................................................................................................26



DISPLAY FRAME RATE TUNING MENU: .........................................................28Performance on “Less Powerful” Machines ............................................................................28PMDG Frame Rate Tuning Suggestions ................................................................................28Sound Recommendations......................................................................................................29

PMDG’S 2D PANEL VIEW SWITCH: .................................................................30Panel Switching Device..........................................................................................................30Showing / Hiding Panel Switcher Device................................................................................30Hiding Panels ........................................................................................................................30

VIRTUAL COCKPIT:...........................................................................................31Interacting with 2D and VC cockpit Panels .............................................................................32Pushback Interface ................................................................................................................34

LIMITATIONS WITHIN THE SIMULATOR..........................................................35Overview ...............................................................................................................................35Time Acceleration Limit..........................................................................................................35External Load/Fueling Programs............................................................................................35Do not use non PMDG visual Models.....................................................................................35Engine Variants .....................................................................................................................35

PMDG 747-400 LOAD MANAGER .....................................................................36Overview ...............................................................................................................................36Load Manager: ......................................................................................................................36



Options and CustomizationWhen airlines purchase an airplane a significant amount of customization goes into each aircraftin order to provide the airline customer with the exact options and capability that they require.

When modeling aircraft for Microsoft Flight Simulator, it is often difficult to include provision formany of the options that individual airlines purchase, but at PMDG we have tried hard to provideour customers with the ability to individualize their airplane!

When you run the airplane for the first time, you will notice that we have added a PMDG menuitem along the top menu bar within Microsoft Flight Simulator. The PMDG menu item is the placewhere you can find an array of options and customizations to further enhance your PMDG 747-400 experience!

The PMDG menu provides access to a host of options that can be selected by the user to add thespecter of aircraft system and engine failures or to tweak the performance and appearance of thecockpit to match the user’s favorite airline configuration!

To further enhance the custom experience, PMDG has produced dozens of liveries representingairlines operating the 747-400 worldwide. These liveries are provided at no cost to you, and canbe downloaded from www.precisionmanuals.com

PMDG has elected not to charge for airline liveries in order to provide additional value to the baseproduct that you have already purchased. Users should feel free to download the PMDG 747-400 PaintKits that are also available from the PMDG web site. These paintkits were developedby PMDG’s livery artists in order to assist users who wish to add their own customizations to thePMDG line of airplanes.

Users are free to distribute the artwork that they create, but should carefully refrain fromdistributing any files that are included in the base PMDG 747-400 package, as these files are allcopyright protected and watermarked for easy identification. PMDG aggressively prosecutescases of theft and we offer rewards for individuals providing information that leads to successfulprosecution of theft. (If you have any questions on this policy, please contact us!)

Copyrights and Legal OwnershipThe license for the PMDG 747-400 Queen of the Skies is granted to the legal purchaser of thePMDG 747-400 Queen of the Skies. Please review the license agreement carefully, as itprovides you with only limited rights. Specifically, you may not sell, resell, trade or barter thissoftware product/license without the permission of PMDG.

PMDG has made every reasonable effort to respect the copyrights of Microsoft, The BoeingCompany and other contributors to the 747-400. We have received significant support fromthroughout the airline industry and in receiving this help we have endeavored to ensure that allinformation used in the development of this product was legally presented and legally used.

PMDG does not condone the distribution of copyrighted PDF documents belonging to The BoeingCompany, Honeywell or airline operators. These documents are legally restricted fromdistribution by their copyright owners unless otherwise specified. For this reason we haveexpended significant effort to produce this manual for your use. We ask that you please join us inrespecting international copyright law and help us to protect our copyrights as well as those ofMicrosoft, The Boeing Company and others. Theft of copyrighted material ultimately hurts theentire community.




GETTING THE MOST FROM YOUR PMDG 747- 400Introduction: At PMDG we have a reputation for bringing a high degree of realism to desktopsimulation. All of us at PMDG are simulation enthusiasts who have elected to bring our “day job”specializations (Airline Transport Pilot, Aviation Maintenance, Software Development,Aeronautical Engineering, 3D Design and Animation, Graphic Design and ComputationalMathematics) to the simulation community in the form of a comprehensive and sophisticatedsimulation of a modern airliner.

For many years, phrases like: “most realistic,” “most accurate,” “Certified by Real Pilots,” or “MostAccurate Ever” have been widely used by software developers to describe their offerings to thedesktop simulation community. While some of these claims have merit, our own experience hasgenerally led us to believe that marketing is always marketing, and that the hype of realism andaccuracy is hardly ever realized in the final package. As a result, the community at large hasbecome desensitized to such effusive terms and the market as a whole suffers from inflatedexpectations and promises.

At PMDG, we believe strongly that the marketing should be factual and backed up by theaccuracy and value of the end product. Given the years of airline industry and aeronauticalengineering experience represented by the PMDG development team, we feel that our productsare unique in their ability to accurately portray not just the “book values” of a particular airplane,but also the nuances and subtleties that are normally unavailable through manuals andguesswork.

To this end, we have gone to great lengths to simulate the sophisticated environment that is themodern airliner cockpit. Using many of the same tools employed to teach pilots and mechanicshow to support the 747-400 airplane, we have worked to build a simulation that capitalizes on thestrengths of the Microsoft Flight Simulator 9.0 environment while simultaneously working aroundthe simulator’s weaknesses through the use of innovative technology and development.

Invariably there have been times when we needed to make choices between realism andusability. While Microsoft Flight Simulator is a wonderful and dynamic platform for modelingairliners, there are some aspects of Microsoft Flight Simulator that just do not function as well aswe would like, and we have worked hard to overcome them while also enhancing the realism ofthe 747-400 experience. To the greatest degree possible we have attempted to document theseshortcomings within this manual.

The PMDG 747-400 is the second “from scratch” product that PMDG has produced for theMicrosoft Flight Simulator Community. In the two years since the release of our first MicrosoftFlight Simulator based product, the PMDG 737, we have spent many hours investigating andlearning from reports made by our customers. With an eye toward eliminating many of theinterface or simulation behavior nuances that our customers did not like in the 737, we feel thatthis product successfully expands upon the strengths of our PMDG 737 while eliminating most ofthe issues that created concern for our customers.

In the following section we outline some of the many options that we have included to further yourenjoyment of the simulator. Additionally, we outline some of the “oddities” that you might comeacross within Microsoft Flight Simulator, along with an explanation of their existence. We hopeyou will find this information useful and that it will enhance your enjoyment of the PMDG 747-400!

The PMDG Development Team20JUL05



The PMDG Menu:

The PMDG menu has been added to the normal menu bar within Microsoft Flight Simulator inorder to simplify user interaction with PMDG products. From this menu the user can choose anassortment of options as described below.

PMDG Menu:The PMDG menu is an interface from which the user can customize their PMDG 747-400’soperation, equipment and reliability. The user can also save and load cockpit states from thismenu after saving flights in progress.

IMPORTANT NOTE: If you have more than one PMDG product, the PMDG menu will onlyprovide access to those options and items that affect the PMDG airplane currently being used. Ifyou see items that are grayed out (unavailable) this is your indication that the item is not availablein the 747-400, or in the 737 if that applies to your case.

PMDG Menu Options:• General: Provides access to an Options menu for customizing the 747-400, as well as a

frame rate tool for the virtual cockpit and a keyboard command interface menu.• Panel State: Provides access to Save/Load state functions, as well as the Failures

menu.• Failures menu: Provides access to the Failure and mechanical dependability menu.

General Menu Panel State Menu

Each of the menu options is described in detail in this chapter. Thorough understanding of theoptions presented via these menus will help to ensure you maximum enjoyment from the PMDG747-400 simulation.



Save Panel State Menu:

The PMDG Save Panel State Menu is used to save the current state of the panel, switches andaircraft systems from within Microsoft Flight Simulator. The Save Panel State menu presents theuser with a list of previously saved files, and a NEW button to allow the current panel state to besaved for future loading.

When the cockpit panel state is saved, the current position of switches and key systems in theaircraft are saved for future loading of the flight situation.

Keeping your saved flights in synch: We recommend using the MSFS FLIGHT/SAVE menufor saving a flight or scenario. If you save your flight using the MSFS Save Situation menu, yourcurrent cockpit state will be saved simultaneously. When you later reload this scenario, you willbe right back where you left off!

Failures Do Not Save: It is important to note that some information about the state of the aircraftwill not transfer through a saved flight state. The status of failed systems, mechanical failuresand emergencies will not be saved and reloaded when a flight is resumed. If you wish to “re-fail”systems that became inoperative on a previous flight, simply use the Failures menu toimmediately activate the desired equipment failures. When the flight is resumed, the respectivesystems will be offline again. (For more information on failures, please see the Failures menudescription later in this chapter!)



Load Panel State Menu:

The PMDG Load Panel State Menu is used to reload previously saved panel save files. Whenselected, the Load Panel State menu presents the user with a list of previously saved files.Highlight the desired file and click the OK button to reload that saved panel state.

When the cockpit panel state is loaded, the saved position of switches and key systems are resetaccording to the parameters that were saved from the original flight.

Keeping your saved flights in synch: We generally recommend matching your Save PanelState files with your Microsoft Flight Simulator saved flights. In this instance, you can reload asaved flight and the PMDG 747-400 panel state and resume the flight normally.

Failures Do Not Re-Load: It is important to note that some information about the state of theaircraft will not transfer through a saved flight state. The status of failed systems, mechanicalfailures and emergencies will not be saved and reloaded when a flight is resumed. If you wish to“re-fail” systems that became inoperative on a previous flight, simply use the Failures menu toimmediately activate the desired equipment failures. When the flight is resumed, the respectivesystems will be offline again. (For more information on failures, please see the Failures menudescription later in this chapter!)



Failures Menu:

Unless the user specifies otherwise, the PMDG 747-400 will be perfectly mechanicallydependable by default. If you desire the challenge of managing the aircraft through various typesof abnormal conditions the Failures menu will provide you with the ability to customize themechanical dependability of your aircraft

The failures menu is broken vertically into halves. The left side of the screen allows the user toselect specific systems or subsystem, while the right side of the screen allows the user to setparameters for how selected failures will occur.

System Failure List: There are more than 145 potential failure scenarios that can be triggeredby the user in the PMDG 747-400. These failure scenarios are presented in the menu on the leftside of the Failures Menu.

By using the “Sort By” pull-down menu, the user can change the display to see failures listed bySystem grouping, (Electrical, Fire, Hydraulic, etc) or by Category (Transient, Nuisance, Minor,Severe.)

Clicking on the + boxes expands the failure list display to show individual system componentsthat can be failed by the user.

Activating Failures: There are three ways that a user can fail systems in the PMDG 747-400:

• Immediate Failure• Timed Failure• Random Failure



Activating Immediate Failures: Immediate Failures are mostly self explanatory. Select thedesired system component from the left side of the Failures Menu, then check the ACTIVATE boxon the right side of the menu. When the OK button is pressed, the selected system will berendered inoperative in the simulator.

Note that in this image the blue header title on the top, right side of the menu has changed todescribe the component that has been selected for failure. Pressing the ACTIVATE button willimmediately render Autopilot 1 inoperative in the simulator.

Activating Timed (Armed) Failure: Similar to using the ACTIVATE checkbox to immediately faila system, the ARMED checkbox is used to arm a particular system for failure at a time in thefuture.

The Hrs, Min, and Sec selector windows are used to set the time from present for the desiredfailure to occur.

Random Failures: Many users are interested in the simulation of random events during thecourse of a flight in order to practice proper decision making skills and event handling techniques.



PMDG has provided a comprehensive random failures module that can simulate a rate of failuresfor specific system categories or the entire airplane as a whole, depending upon user preference.

Random failures can be assigned to limit themselves to a specific system category, (Electric,Hydraulic, etc), or to a specific failure category (Transient, Minor, Severe, etc) or they can beassigned to encompass any of the 141 possible failure scenarios.

Activate Random Failures: To activate random failures, simply choose ALL SYSTEMS in theSort By menu, or select the desired system/category on the left side of the Failures Menu.

Then, select the TRIGGER checkbox on the right side of the menu.

Determine the Failure Rate: Random failures require that the user select a “rate” at whichfailures will occur. For simplicity, this rate is described as the number of events/10hours ofairplane operation.

It should be noted that selecting 1/10 will not give you precisely one failure in a ten hour period.The figure is an rolling average of failures / flight time. As such, it is possible to have multiplesuccessive failures in close proximity to one another, but over an extended period, the rate offailures will average 1 failure for 10 hrs of flight time.

(Example: 2 failures that occur 1 minute apart might be the only failures you see during 20 hoursin flight. As such, they fit the 1/10 failure rate.)

Placing Limits On Failures: You can place limits on the types of failures you experience andthe total number of events you might experience during any given flight. You can eliminate theoccurrence of Sever Failures for example, by setting Random Failures active individually in theNuisance, Transient and Minor categories, as opposed to setting failures active for All Systems.

Additionally, if you wish to limit the total number of failures on any given flight, you can do so byselecting the STOP AFTER checkbox, and enter a number into the EVENTS FIRED window.

For example, if you wished to have a failure rate of 5 events / 10 hours of flight time, but onlywanted a maximum of 4 failures per any given flight, you can set this limitation by using the STOPAFTER checkbox



.

Failures That Make Things Worse: When activating failures within the airplane, it is importantthat the user be prepared to use the AOM in order to troubleshoot and handle subsequent failurescorrectly. Some types of failures, if not handled correctly, can lead to subsequent and often morecritical systemic failures.

Use the Abnormal Checklists provided in this manual for correctly troubleshooting and resolvingproblems with the aircraft.

Failures Triggered Outside of the Menu: Some aircraft systems are more delicate than otherswhen handled roughly. The engines, for example are sensitive to abusive movement of thethrottles, impact forces, heavy G-loading, over revving, etc. It is possible to damage the engineson the aircraft even without activating failures via the Failures Menu.

In the event that misuse or poor treatment of the airplane results in a failure, follow theappropriate Abnormals Checklist (Also known as a QRH: Quick Reference Handbook) item toresolve the problem.

Proper care and handling of the airplane is important in all regimes of flight.



Options Menu:The Options menu is where the user can customize the PMDG 747-400 experience so as tomatch their expectations for cockpit equipment setup, interface, and operation of the airplane.

The PMDG Options menu for the PMDG 747-400 is shown below:

On the left side of this menu are listed six categories in which there are options for the user toalter as desired. The categories and their function are as follows:

PFD – ND: Modify the appearance and function of the Primary Flight and Navigation Displays.AFDS: Modify the behavior of the Autopilot Flight Director System.IRS: Modify the behavior of the Inertial Navigation System.Colors: Modify the colors displayed on the PFD/ND/FMC-CDU.Sounds: Adjust various settings for the sound presentation within the simulator.Various: Numerous other options available to the user.

PFD – ND Menu:

The PFD – ND menu page allows the user to select the display type installed in the cockpit, aswell as numerous options related to the data displayed during flight.

Display Type: Two options are provided for the cockpit display type in the PMDG 747-400:



There are subtle differences between the older style CRTs and the newer technology LCDs beinginstalled in the 747-400. PMDG has provided users with the ability to choose between the twodisplay types based upon personal preference. The primary difference between the two displaytypes is the manner in which graphics are displayed on the screen.

A brief summary of differences between the two display types follows:

CRT vs. LCD Differences: Primary Flight DisplayCRT DISPLAY LCD DISPLAY

LOC/GS scales drawn inside the ADI LOC/GS Scales drawn outside the ADICRS Indicator shown CRS Indicator not shownFlight Path Vector Drawn in original format Flight Path Vector drawn in new formatTarget Heading Cue: Rectangular Target Heading Cue: Inverted Triangle.Flight Mode Annunciation background: black Flight Mode Annunciation background: greyBank Angle Indication to 45 degrees Bank Angle Indication to 60 degrees

CRT vs. LCD Differences: Navigation DisplayCRT DISPLAY LCD DISPLAY

Target Heading Cue: Rectangular Target Heading Cue: Inverted Triangle.PLAN Mode drawing original format PLAN Mode drawing in new format

Show conformal compass rose digits: The 747-400’s primary flight display has a compass rosequadrant on the bottom of the display. The magnetic heading figures displayed around the edgeof this compass rose place a significant strain on display processing power because there are somany of them. As a result, we have simplified the display mathematics by keeping the numbersvertical as they rotate around the edge of the compass. You can use this selector checkbox toalter the display to make the numbers rotate realistically with the compass card. Checking thisbox will have a significant impact on some users frame rates. If you do not have a high poweredsystem, leave this box UNCHECKED.

Flight Director Type: Two options are provided for the display of the flight director in the PMDG747-400. The Cross-Hair option provides independent pitch and roll cues for the flight director,while the single cue, commonly known as the “Flying V” provides a single combined pitch/roll cue.

Pitch/Roll Cue Single Cue (Flying- “V”)



Optionals: There are two optional data display formats that the user can select or de-select fromdisplay on the Primary Flight Display.

The Show Rising Runway option enables the display of a graphical runway on the Primary FlightDisplay during instrument approaches.

The Show GS option enables the display of the aircraft’s current Ground Speed on theNavigational display.

Note: The grayed-out options are not available in the PMDG 747-400, but represent optionspresent in other PMDG products that are not utilized in the PMDG 747-400.

ND Options: The navigation display has a few options that can be used to both de-clutter thedisplay and help improve frame rates for the displays in both 2D and VC modes.

Clip Flightplan to Compass Border: The displays in this airplane are modeled as closely to theactual aircraft as possible. Some of the animation methods used can be extremelymathematically intensive and may result in lower performance on some processors. Onemathematical method that is particularly taxing to slower computers is the circular animationcalculations required to display the flight path only within the compass confines on the NavigationDisplay. By un-checking this option, the flight path magenta track will be shown all the way to theedge of the Navigation Display. While less realistic, this will result in a drastic reduction in theamount of mathematics required when drawing the navigation display. Often times this results inhigher frame rates for some users. If you find you are getting slow frame rates, try deselectingthis option.

ARPT shows runways longer than: This option allows the user to customize the way airports aredisplayed on the Navigation Display. Commonly, airlines buy only the airport navigation data forairports capable of servicing their aircraft. For the 747-400, we recommend setting the Airportdisplay to only show airports with runways greater than 6,000 feet in length. Lowering thisnumber will display a greater number of airports, (not all of which you may be able to use!) andraising the number will lower the number of airports displayed.



AFDS Options Menu:

The Autopilot Flight Director System (AFDS) options menu provides a series of selections thatallow the user to enable or disable behaviors that are optional components in the 747-400, and/orvary slightly by airline or operator.

A/P Controls Override Option:

This option allows the user to enable the use of “Override Steering” capability to overridemomentarily autopilot commands through the use of flight control input via thejoystick/yoke/throttle.

If selected, it is possible to override steering commands to the autopilot by deflecting the flightcontrols slightly. When the controls are released the Autopilot will return to following commandsfrom the flight director.

If this option is de-selected, manipulation of the controls while the autopilot is engaged will simplydisengage the autopilot and return control of the airplane to the pilot.

TO/GA Options:

There are two options available that dictate how the airplane will behave when a TakeOff/GoAround (TO/GA) command is issued to the Autopilot Flight Director. The behavior of the actualairplane varies according to operator, so PMDG has provided both options to the user.

Wings Level: When TO/GA is selected, the steering cues provided to the pilot will ignore thelateral track mode and/or the heading bug, and instead command a wings-level departure profilefor the initial TO/GA element. To resume tracking a lateral navigation mode or heading bug, theitem needs to be re-selected on the Autopilot.

Follow HDG Select: When TO/GA is selected, the steering cues provided to the pilot will ignoreany previously selected lateral navigation modes in favor of following the heading bug.

Glideslope:

Depending on regulatory restrictions, airline operating procedures, and crew training, someairlines include an option with their aircraft to allow for the capture of the Glideslope prior to thecapture of the localizer. Checking this box will allow such activity when the aircraft is placed inapproach mode. Please use caution when checking this option to prevent controlled flight intoterrain accidents.



Flight Management System Options:

Pause at T/D: Selecting this option will instruct the simulation to pause when the aircraft reachesthe Top of Descent point on an FMC flight plan. This option allows users to leave the airplaneunattended without having to worry about missing their descent point and approach at the end ofthe flight.

IRS Options Menu:

The Inertial Reference System on the 747-400 takes 10 minutes to align itself for propernavigation. Understanding that not all users are interested in waiting such an extended period,we have provided a couple of options related to the alignment time for the IRS.

When loading an “in progress” flight, or a default scenario in which the airplane is already fullypowered and running, the IRS will default to an already aligned and active state.

For users who save flights with the airplane powered down, you may choose from the menuabove how you wish to interact with the IRS alignment time requirement. You can choose frominstant alignment to an alignment period of the length you desire (in seconds!)

Global Navigation Systems, also known as Global Positioning Systems are rapidly taking theirplace in the cockpit of modern airliners and serving as a primary navigation source.

The PMDG 747-400 is GPS/GNS enabled by default.



Colors Options Menu:

PMDG has pre-selected the correct colors for use on the displays of the PMDG 747-400.

In the instance that the user wishes to modify the color settings to suit their display monitor orpersonal tastes, we have provided the ability to do so through the color options menu.

Color modifications made through this menu are retained for future flights and must be returnedto their original settings manually by the user.

Sounds Options Menu:

In order to maximize the realism of the PMDG 747-400 simulation, we have invested significanttime in the development of sounds and audio ambiance.

We have provided the user with the option to enable or disable many of the possible audioexperiences in the cockpit in order to suit personal tastes.

De-selecting any of the options above will prevent that sound group from being played within thesimulator. It is important to note that as a result of Microsoft Flight Simulator’s internal soundlogic, it is necessary to select the “Allow sounds to play in external and VC views” option if youwish to hear most of the cockpit related sounds while outside of the 2D cockpit. We recommendleaving this box selected.

If you find that the ambient noise level is too high relative to other settings, you can adjust thevolume to suite your tastes.



Fuel Menu Item: The fuel system on the 747-400 is easily the most complicated of all theairplane’s mechanical systems. The fuel system used by Flight Simulator 9.0, however, is anoverly simplistic design that does not lend itself well to simulating a complex system such as thatused by the 747-400.

In order to accurately simulate the complexity of the 747-400 fuel system, it became necessaryfor us to make some design decisions in order to ensure that the system would operate withstability and predictability. One of these decisions was to provide you with a “fuel loader” that willautomatically load any fuel quantity within the airplane’s certified capacity.

To load fuel onto the airplane, you can use the FUEL menu item:

To adjust the desired fuel quantity, you may select any of the four radio buttons along the bottomof the menu, or you may use your mouse wheel to scroll the total quantity figure up/down in thewindow. The arrow up/down buttons are useful for small adjustments.

When you press the APPLY NOW button, the PMDG 747-400 will be fueled to the quantityspecified. Additionally, the fuel management card logic will correctly distribute fuel in accordancewith standard operating procedures for the 747-400, and correctly configure the fuel crossfeedvalves for the loaded quantity.

Please note that you should not attempt to load fuel onto the PMDG 747-400 using any otherutility, including the default Flight Simulator menus, as unpredictable behaviors may be triggeredup to and including the inability of fuel to reach the engines. For more information on the fuelsystem and its design, please see the Chapter 12 Fuel System overview.

Various Menu Items:

The various page of the PMDG Options menu contains various items that allow the user tocustomize their 747-400 experience.

TCAS Options:

TCAS: The TCAS option set allows the user to customize the manner in which TCAS interfaceswith the simulator and the amount of information displayed. TCAS can display traffic by using thetraffic information interface provided by FSUIPC, or directly from within the FS2004 InternalStructure. (If flying online- use the FSUIPC interface.)

The TCAS module can limit the amount of traffic displayed to the user on the Navigation Display.Adjust this value to suit personal taste.



The TCAS2 system used on the 747-400 automatically suppresses the display of aircraft trafficthat is not immediately in conflict with the airplane. As such, the only time traffic will be displayedis when it presents the potential for a traffic conflict and/or a resolution advisory. Some usersmay wish to be able to see non-conflicting traffic, however and selecting the Show All Non-Threatening Traffic option will allow the user to see all surrounding traffic rather than only conflicttraffic.

Weight Display Options:

This selection allows the user to choose a weight format in keeping with their region orpreference.

Panel Switcher Options:

Users who wish to display the overhead or other panels on a second monitor should select thisoption in order to allow the undocked display panels on a second monitor. Leave this optionunchecked if you are not planning to display any of the panels on a second monitor.

Ground Power / Pneumatic Air Availability:

This option allows the user to select whether ground electric/pneumatic services are available tothe aircraft. Note that the aircraft MUST be parked in order to use these services, and uponselection/de-selection, it may take up to two minutes for ground crews to connect your aircraft!

Reset Buttons:

There are some items in the cockpit that you may interact with that cannot be “reset” if youaccidentally trigger them.

The following items can be “reset” from this menu:

Brake Temp: If you abort takeoff, the brakes will accumulate temperature based on a real-worldphysical model for energy transfer and heat dissipation by the brakes. If you overheat the brakesand wish to simulate the extended cool down period, you may do so. However- you may alsoreset them instantly using this button.

Fire Bottles: As discussed, you can recharge a discharged fire bottle using this button.

EDG Drive: Occasionally in the performance of some checklists it might become necessary todisconnect the constant speed drive that powers the generator on any given engine. In the eventthat you are simulating failures for practice handling of the Abnormals Procedures, you can resetthe IDG drive from this menu. IDG’s on the actual aircraft can only be reset by maintenance.



Display Frame Rate Tuning Menu:In order to assist users in the quest for optimal frame rates, PMDG has provided users with theability to tune the update rates for the cockpit display screens.

The cockpit displays in any Microsoft Flight Simulator based aircraft are a key point of focus whenit comes to detail and frame rates. Super-smooth updates to the cockpit displays are useless ifthe scenery outside the window is completely frozen. Likewise, fluid frame rates outside of theairplane aren’t helpful if the cockpit displays are updating slowly!

To assist users with easily tuning and finding a balance between smoothness and frame rates,we have provided a frame rate tuning menu to provide users with the ability to quickly adjust andexperiment with the update rates of the cockpit displays.

A basic rule of thumb is that faster cockpit display updates will impact overall frame ratesnegatively. A slower cockpit display update rate will improve frame rates in the simulator.

It is up to each user to find the correct “balance” for their system.

You can adjust the sliders manually, and use the check box to display the update rates right onthe gauges within the simulator.

We have set the default display rate to 15 fps for the cockpit displays, as we felt that this provideda good balance for the majority of customers.

Performance on “Less Powerful” Machines: During the development of the PMDG 747-400,we have continually tested the airplane on a range of hardware setups to ensure that no designdecisions will have a strong negative impact on the frame rates of customers using machines thatare normally in the “mid range” of performance. While we cannot obviously predict what framerates will be on all machines, we have identified some specific options that you can adjust inorder to maximize your frame rates in both 2D and VC cockpits.

PMDG Frame Rate Tuning Suggestions:

1) Leave the compass rose digits “un-slanted.” You can do this by ensuring that thecheckbox in this graphic (found on the PMDG/OPTIONS/PFD-ND menu) is NOTCHECKED.



2) The 747-400, like most airliners, limits the display of information on the NavigationDisplay to the area of the display that is within the borders of the compass. This is doneto prevent cluttering the information displayed around the outside of the navigationdisplay. This is a mathematically intensive process, and by leaving the “Clip Flight PlanData to Compass Border” box NOT CHECKED you will see in improvement in framerates.

3) We have provided many free add-on liveries to enhance your enjoyment of the PMDG747-400. The livery installers are capable of installing the livery of your choice in DXT3format, or 32Bit format. DXT3 format is a very slight reduction in quality from 32Bittextures- but offers a dramatic improvement in frame rates.

Sound Recommendations: At PMDG we have put a significant amount of time and effort intodeveloping a sound package that is truly immersive in nature. You will notice that each of thethree engine types for the 747-400 sound different from the cockpit, and that the general cockpitambient noise level has been tuned for realism with the help of experienced 747-400 cockpitcrews.

We have tuned the sound package for optimum quality and realism, provided that you set yourFlight Simulator 9 sound settings up as we recommend below:



PMDG’s 2D PANEL VIEW SWITCH:As with previous PMDG products, we have provided a number optional panel views to enhancethe 2D cockpit user’s experience. In order to simplify navigation between these panels, we haveincluded a “Panel Switch” device that manages the navigation between panel views without theneed to utilize the Microsoft Flight Simulator menu system.

When first loading the PMDG 747, the Panel Switcher is located at the top, center of the screen.The device has nine buttons to facilitate view navigation and a push-pin icon in the upper leftcorner to aid in moving or pinning the device at the user’s discretion.

Panel Switching Device

Each button includes text to describe its function, and an indicator light to show when theselected view is active. The buttons on the Panel Switching Device function as follows:

CAPT: Changes view between Main 2D Panel from Captain’s viewpoint and Main 2D panel withenlarged display gauges.

OVHD: Displays overhead panel pop-up.

F/O: Cycles view between Main2D Panel from First Officer’s viewpoint and Main 2D FO Panelwith enlarged display gauges.

THR: Displays throttle console panel pop-up.

FMC: Displays FMC-CDU #1 as a pop-up. (FMC-CDU #2 can be accessed via the Views menu.)

EICAS: Displays the EICAS screen and the EICAS control panel as pop-ups.

COM: Displays the center console radio/communications panel pop-up.

CHR: Displays the chronometer panel pop-up.

MISC: Displays a panel with various miscellaneous switches.

Showing / Hiding Panel Switcher Device: The Panel Switcher Device is moveable throughoutthe screen by left click/dragging it to the desired location.

Additionally, the Panel Switcher Device can be removed from view by clicking on the pushpin inthe upper left corner. This will release the device for removal after 10 seconds without anyactivity. To return the device to view, you can select it from the VIEWS/INSTRUMENT PANELSmenu. To keep the device in view, simply set the pushpin by clicking on the upper left corner.

The Panel Switcher Device can also be shown/hidden by clicking on the center column.

Note that when moving the Panel Switcher, you might accidentally hide it behind other panels!

Hiding Panels: All pop-up panels have been provided with a “closure X” in the upper rightcorner. Clicking on the X will remove the panel from view.

Note that the CAPT and FO panels are not considered pop-up panels, so they do not haveclosure X click-spots and you can close the EICAS display by clicking on the screen.



Virtual Cockpit:The Virtual Cockpit included with PMDG 747-400 is the most advanced yet brought to market forMicrosoft Flight Simulator. Traditionally, Virtual Cockpits have used mostly flat, planarrepresentations of the 2D cockpit bitmaps in order to simulate switch movement and interactionwithin the Virtual Cockpit.

The PMDG 747-400 Virtual Cockpit is designed to accurately simulate the cockpit environmentfrom the simplest detail to the most complex. The 3D model was designed using themanufacturer’s engineering specifications for the 747-400 airplane, and as such representsfaithfully the size and space of the cockpit accurately.

There are 1200 moving parts on the PMDG 747-400. The vast majority of these parts are in thecockpit to allow users to interact with a true 3D representation of the cockpit. Out of windowviews provide accurate view angles and the perspective from different seats in the cockpit aretrue to the 747-400 airplane.

With the addition of third party software such as Active Camera, we expect that many users willfind for the first time that the PMDG 747-400 Virtual Cockpit is a true representation of “what it’slike” on the flight deck of the world’s most storied jumbo jet.

A tremendous amount of programming time and skill was dedicated to ensuring that frame ratesin the VC were nearly indistinguishable between the 2D and VC cockpits. It is our hope thatenhancing the frame rates from the Virtual Cockpit, along with ensuring smooth update rates onthe VC displays will make most simmers into “True Believers” when it comes to operating theairplane from a 3D cockpit.

When demonstrated for The Boeing Company, PMDG’s cockpit modeling technology for the 747-400 was considered to be resoundingly impressive for its ability to accurately model the 3Dcockpit environment.

We invite you to explore the cockpit, using the mouse as your hands. You will find manyinteresting and unique animations, including:

• All seats can move fore and aft on their tracks.• Jumpseats require a single click (click anywhere on seat) and will travel to there fore-

most and aft-most positions automatically• Captain and First Officer seat require a click-hold-drag, and can be moved to any position

along their track• All seat armrests can be stowed with a single click• Yokes: Click anywhere on the upper portion of the column, and the yokes will move

slightly to enhance your view of the panel.• Rudder pedal adjustment: Click the crank behind each yoke to adjust the rudder pedal

distance.• Main Cockpit Door: The cockpit door can be opened or closed with a single click, for

access to the upper deck passenger cabin.• Sun Shades on each window can be opened or closed independently with a single click.• Library Table can be extended or retracted with a single click.

A multitude of other non-essential animations await your discovery in the cockpit. Nothing to dowhile crossing the pond?



Interacting with 2D and VC cockpit Panels: Microsoft Flight Simulator has traditionally beenheavily dependant upon mouse click-spots to move switches and knobs. Often times, the clickspots are only partially intuitive and/or heavily dependent upon left clicking the correct location forthe results that you want.

When designing the PMDG 747-400, we sought to bring a more intuitive approach to the cockpit’suser-mouse interface. We have standardized the methods used to push buttons and rotateknobs in the 2D and VC environments, so as to make the entire process simple and intuitive.

Following is an overview to help you understand this new, but intuitive method for interacting withthe 2D and Virtual Cockpit panels:

PushButtons: Left click to operate these buttons to on/off.

Guarded Switches: Guarded switches have two actions:Right click to open/close the switch guard.Left click to operate the button underneath.(Note: Main Battery switch guard is spring loaded to CLOSED.)

Knobs: Knobs are rotated left/right, or may be rotated completely in rotation. When you areattempting to use a knob, you will be presented with a Left/Right arrow icon as a reminder to usethe Left/Right click functions of your mouse to rotate the knob in the desired direction.

Knobs with Embedded Push Buttons: Some knobs rotate to perform a function, but also havean embedded push button function for other functionality. Examples of this can be found on theEFIS Mode Control panel where the buttons are obvious in the middle of the knobs. Otherexamples of this are found on the AFDS MCP altitude knob, for example. You can hover themouse until you get a Left/Right arrow to adjust the value using left/right clicks. Then, hover themouse over the center of the button until you see a hand icon. This will allow you to “press on thetop of the knob” to activate the feature of that knob. Some knobs may have multiple features (theHDG SEL knob for example also has an Up/Down arrow that can be used to adjust the BankAngle selector, for example.

Recommendations for interacting with knobs: The interaction with the knobs in the 2Dcockpit is very straight forward. Simply move the mouse around until you see either a hand icon(presses a button) or an up/down or left/right icon that indicates you can use the mouse tointeract with a right/left click.



In the Virtual Cockpit we are unable to provide arrow icons similar to those in the 2D cockpit.This is a limitation of the simulator that could not be overcome using methods practical for the747-400 simulation. As such, you will find that the interaction is nearly identical, but sometimes itmay be necessary to change your position slightly in the VC in order to “click on the top of theknob” without causing it to rotate. This may take some trial and error at first, but will quicklybecome a simple way to interact with the airplane.

Differences Between 2D/VC: We tried very hard to standardize the 2D and VC cockpits toensure that the interface remains intuitive. We would like to bring one difference to your attentionwith respect to unlocking the fire handles.

In the 2D cockpit, you must click on the base of the fire handle to unlock the handle for operation.

Handle Unlock Click Spot, 2D cockpit

In the Virtual Cockpit, however, you must click on the panel UNDER the handle to unlock thehandle.

Handle Unlock Click Spot, Virtual Cockpit



Pushback Interface: On the 2D cockpit’s Center Console COM panel (COM on the panelswitching device) we have included a pushback gauge for users that wish to have a realisticpushback process from the terminal.

To activate pushback, simple right click on the RESET button in the middle of the pushbackgauge:

Using right and left clicks, you can then adjust your pushback distance and direction as displayedin the window.

DIST: Distance to be pushed.

DEG: Right and Left clicking on the degrees knob will select the direction in which the noseshould be pointed when the pushback is concluded. The number will be preceded with an L or anR to signify that the nose will point LEFT or RIGHT of its current direction. For example, L30 willindicate that at the conclusion of the pushback the nose will point 30degrees left of where itpointed at the beginning of the pushback.

To commence the pushback, left click the RESET button. The pushback is conducted usingvoice prompts. Follow the instructions of your ground crew and the pushback will be conductedautomatically.



Limitations within the Simulator

Overview: In the process of developing this highly sophisticated simulation, it became apparentto us that many of the “Default Microsoft Flight Simulator” functions are simply not effective foruse when producing a realistic simulation of a complex airliner. As such, we have developed asimulation that to that largest degree possible does not use any default Microsoft Flight Simulatorfunctionality.

Systems that have been completely customized for realism and functionality include:

Autopilot FunctionsFuel SystemEngine Performance ModelNearly All Mechanical Subsystems

Limiting our dependence upon Microsoft Flight Simulator has allowed us to use this very popularsimulation platform as a worldwide operating environment without being severely limited by theoriginal design of the simulation. Occasionally however, this means that we had to accept certainlimitations on our simulation in order to accomplish our goals.

The vast majority of limitations we have found will never be experienced by must users. A fewshould be kept in mind however, as they are essential and important to the simulation:

Time Acceleration Limit:Time Acceleration should be limited to 8x to ensure proper autopilot function.Time Acceleration should be limited to 8x to ensure proper fuel system function.(The mathematical iterations required for damping and control law become prohibitive for mostdesktop machines when run at speeds at greater than 8x, so we have not tuned the autopilot orfuel system for operation at acceleration rates faster than 8x.)

External Load/Fueling Programs:Do not use any non PMDG product to alter the aircraft.cfg file.Do not use any non PMDG product to alter the fuel load of the airplane.Do not use any non PMDG product to alter the loading of the airplane.(PMDG uses actual manufacturer data to model the Cl/Cd, moment influence and drag modelsfor our aircraft. Using this data, the aircraft’s reference point is placed realistically ahead of thenose of the airplane as per the manufacturers specifications. Most MSFS addon aircraft use theerroneous MSFS concept of placing the model’s reference point in the center of the airplane.This results in reduced realism and impacts negatively the accuracy of the airplane’s behavior.)

Do not use non PMDG visual Models:The PMDG 747-400 has 1200 animated parts. With the exception of a few basic functions, all1200 parts are controlled by PMDG’s internal simulation operation and are not controlled byMicrosoft Flight Simulator. If you attempt to replace the PMDG 747-400 visual model with a nonPMDG model, you will lose nearly all animation and function for the external model.

Engine Variants:To model properly all systems, sensors and displays for each engine model takes approximatelytwo months of intensive research and work. In order to increase the realism of the airplane’sperformance we have focused this initial release only on the GE-CF6 engine performance.Additional engine performance models (and their requisite instrumentation) are planned. Pleasesee the Engine Overview in Chapter 12 for more information.



PMDG 747-400 Load Manager

Overview: In the process of modeling PMDG aircraft, we use a different format than mostdevelopers in the implementation of the flight model. Microsoft Flight Simulator assumesincorrectly that the “reference point” from which the airplane is described is located at some pointwithin the airplane. When engineers design and build aircraft however, the reference point usedto describe the airplane and it’s various physical, inertial and lift centric properties is located infront of the nose of the airplane.

We make this decision because we are using actual mathematical models for everything from thecontrol laws of the autopilot system and autothrottles, to the manner in which the lift/drag curve ismodeled for the simulation. This process allows PMDG to put a flight model/autopilot controlprocess in place that exceeds the capabilities and performance of those that are based upon thecenter-of-rotation method used traditionally in modeling MSFS airplanes.

There is a particular down-side to this affinity for accuracy, however. Occasionally users write tous to explain that various commercial addons or free addons to load anything from passengers tocargo to fuel do not work correctly with their PMDG airplane. This is an unfortunate effect of ourmodeling decisions and we are sorry for any inconvenience that it might cause.

As will be discussed in various places in this manual, PMDG recommends that you use onlythose tools that we have provided with this package to interact with the loading of cargo,passengers and fuel into this airplane. You can access fuel loading from thePMDG/OPTIONS/FUEL menu, or from the PMDG LOAD MANAGER application.

Load Manager: The PMDG Load Manager is a comprehensive application to allow you finecontrol over the loading of your PMDG 747-400.

Using the Load Manager you can select whether your aircraft is a single, double or three classairplane. You can then select the desired load quantity for the airplane by manually filling seats,or by selecting from pre-configured loads.

You can load passengers as well as below deck cargo, then configure your required fuel for theflight, using a simple menu interface.



The PMDG Load Manager can be configured to operate in Standard Units or Metric Units basedupon user preference. By using the load configuration buttons near the top of the screen youcan select your desired load level, or randomize the load entirely. Current passenger and cargoweights are displayed in the lower quadrant of the Load Manager:

In addition to the displayed weights, the Maximum Takeoff Weight and Current Takeoff Weightare displayed, along with the maximum Zero Fuel Weight (airplane + load before fuel is added)and your current Zero Fuel weight based upon the load you have selected.



On the right side of the lower quadrant you are presented with your currently selected fuel weight,and a second window that describes the maximum fuel weight that you can carry based uponyour selected passenger and cargo load. If your current Zero Fuel Weight is low, you may carry afull load of fuel. If your Zero Fuel Weight is heavy, you will be limited in the amount of fuel thatyou can carry. (On some routes it is not possible to carry a full fuel load if you are also carrying afull passenger and cargo load….so you must trade one for the other!)

Pressing “Save to File” will update your aircraft.cfg file with the load you have selected and thiswill be reflected within Microsofit Flight Simulator when you load your PMDG 747-400.

TAKEOFF 1 - 1

PMDG 747-400 AOM DO NOT DUPLICATE Revision – 26JUL05

TAKEOFF

TABLE OF CONTENTS

SUBJECT PAGETAKEOFF SPEED CALCULATION (B747-400) ..................................................3

Overview 3

Example 3

Temperature – Altitude Region Chart 4

Slope / Wind Adjustment for V1 4

Engine Out Pitch Angle Adjustment 4

Stabilizer Trim Setting 4FLAPS 20 – MAXIMUM RATED THRUST ...........................................................5FLAPS 10 – MAXIMUM RATED THRUST ...........................................................6FLAPS 20 – 5% DERATED THRUST .................................................................7FLAPS 10 – 5% DERATED THRUST ..................................................................8FLAPS 20 – 15% DERATED THRUST ................................................................9FLAPS 10 – 15% DERATED THRUST ..............................................................10ADDITIONAL ADJUSTMENTS ..........................................................................11TAKEOFF THRUST SETTINGS.........................................................................12REDUCED N1 TAKEOFF THRUST SETTINGS (B747-400) .............................13MAX CROSSWIND COMPONENT (747-400) ....................................................14TAKEOFF PERFORMANCE / SAFETY VERIFICATION...................................15

Limitations 15

V Speed Determination 15

Minimum V Speed Conditions 15

Engine N1% Safety Check 15

Takeoff Safety Considerations 15

1 - 2 TAKEOFF

Revision – 26JUL05 DO NOT DUPLICATE PMDG747-400 AOM


TAKEOFF 1 - 3


TAKEOFF SPEED CALCULATION (B747-400)

Overview: The FMC-CDU, when initialized for correct aircraft weight, will provide baseV1/Vr/V2 speeds for Dry/Clean runway conditions and Wet/Cluttered runway conditions. Speedsmay be manually calculated using the charts and tables on the following pages.

To determine the correct V1, Vr, V2 speeds and the correct Engine-Out Pitch Attitude:

1) Find departure airport Elevation (Mean Sea Level) and Temperature.2) Enter the Temperature Altitude Region chart using the departure field elevation and

current airport temperature. (Altitude from left and temperature from the bottom.)3) Determine the letter region (A-L) where these two figures intersect on the chart. (If in the

non lettered region to the right of the chart, takeoff is not advised.)4) Determine the desired thrust setting (Full, 5%, 15% derate) and flap setting (10/20) for

takeoff.5) Using the V1,Vr,V2 table appropriate for your takeoff thrust and flap setting, read your

takeoff speeds from the appropriate letter region column based upon aircraft weight.6) On the same chart, record the pitch angle that appears in column A based upon your

aircraft weight.7) Return to this page, and adjust your calculated speeds to account for runway slope

(always 0 in MSFS) and headwind/tailwind component using the Slope / WindAdjustment for V1 below. (Negative number indicates a tail wind, positive indicates aheadwind.)

8) Using the Engine Out Pitch Adjustment chart, modify the target Engine Out pitchattitude based on the Region Letter from step three.

9) Read the CG position from the TAKEOFF REF page of the FMC-CDU. Then, using theStabilizer Trim Setting chart, determine the proper trim setting for takeoff.

Example: Use the following example as an exercise for manually calculating takeoff speeds:

Departure Airport Altitude / Temp: 5,000 MSL / 20CAircraft Weight: 350,000kgs (770,000lbs)Flap and Thrust setting for takeoff: Flaps 20 / Max ThrustRunway Slope / Wind Component 0.0 slope / 10 knot headwindCG position as reported by FMC 23%

Results from above steps:Letter Region from Temperature Altitude Chart DSpeeds from Flaps 20 Max Thrust Chart V1 – 148, Vr – 161, V2 – 171Adjustment for Headwind: +1 knot to V1/VrFinal Takeoff Speeds: V1 – 149, Vr – 162, V2 – 171Engine Out Pitch Attitude for takeoff: 14 – 1 = 13 degreesStabilizer Trim Setting: 6 degrees*

*Interpolate trim setting if required figures are between positions on the chart.

1 - 4 TAKEOFF


Temperature – Altitude Region Chart:

Using airport altitude and temperature for the departure airport, determine the Letter Region byfinding the point where the two figures intersect on the chart.

Slope / Wind Adjustment for V1:

If runway slope information is available, then adjust V1 according to this chart. Use this chart toadjust V1 based on wind conditions for takeoff (Tail wind is negative, headwind is positive.)

Engine Out Pitch Angle Adjustment:Letter Region E/O Pitch Adjustment

(Adjust from A column)B, C, D or E -1 degreeF, G -2 degreeH, I, J -3 degreeK -4 degreeL -5 degreeRead the Engine Out pitch angle from the V1VrV2 chart, (column A under Att.) then adjust usingyour Letter Region.

Stabilizer Trim Setting:

TAKEOFF 1 - 5


FLAPS 20 – MAXIMUM RATED THRUST

Temperature – Altitude RegionA B C D E F

WEIGHT

Lbs Kgs V1 Vr V2 Att V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2880 400 154 170 181 13° 155 171 181 156 172 181 158 173 181 158 173 181 159 174 181858 390 153 169 180 13° 153 170 180 154 170 180 157 172 180 157 172 180 158 173 180836 380 151 167 178 13° 152 168 178 153 168 178 155 170 178 155 170 178 157 171 178814 370 149 164 176 13° 149 165 176 150 166 176 153 167 176 153 167 176 155 168 176792 360 146 161 174 13° 147 162 174 148 163 174 151 164 174 151 164 174 152 165 174770 350 143 158 171 14° 144 159 171 145 160 171 148 161 171 148 161 171 149 162 171448 340 140 155 169 14° 141 156 169 143 156 169 145 158 169 145 158 169 147 159 169726 330 137 151 166 14° 138 152 166 140 153 166 142 155 166 142 155 166 144 156 166704 320 134 148 163 14° 135 149 163 137 150 163 140 152 163 140 152 163 141 153 163682 310 131 145 160 15° 132 146 160 134 147 160 136 148 160 136 148 160 138 149 160660 300 128 141 158 15° 129 142 158 131 143 158 133 145 158 133 145 158 135 146 158638 290 125 138 155 16° 126 139 155 127 140 155 130 142 155 130 142 155 132 143 155616 280 122 134 152 16° 123 135 152 124 136 152 127 138 152 127 138 152 129 139 152594 270 118 130 148 17° 119 132 149 121 132 149 123 134 149 123 134 149 125 135 149572 260 114 126 146 17° 115 127 146 118 129 146 119 130 145 119 130 146 121 131 146550 250 110 123 144 18° 111 124 143 112 123 143 115 126 142 115 126 143 117 127 143528 240 106 119 141 18° 107 121 141 109 121 141 111 123 140 111 123 140 113 124 140506 230 103 116 138 18° 104 117 138 105 118 138 107 119 138 107 119 138 109 120 137484 220 99 112 136 19° 100 113 136 101 114 135 103 116 135 103 116 135 105 117 134462 210 95 108 133 20° 96 110 133 97 110 133 99 112 132 99 112 132 101 113 132440 200 90 105 130 20° 92 106 130 93 107 130 95 106 129 95 108 129 97 109 129

Temperature – Altitude RegionG H I J K L

WEIGHT

Lbs Kgs V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2880 400 162 175 181 164 176 181 166 177 181858 390 161 174 180 163 175 180 165 176 180836 380 159 172 178 161 173 178 164 174 178814 370 157 169 176 159 171 176 162 172 176 165 173 176792 360 154 166 174 157 168 174 159 169 174 162 170 174770 350 152 163 171 154 165 171 157 166 171 160 167 171448 340 149 160 169 152 162 169 155 163 169 158 164 169 161 166 169726 330 146 157 166 149 158 166 151 160 166 154 161 166 157 163 166704 320 144 154 163 146 155 163 148 157 163 151 158 163 153 160 163682 310 141 151 160 143 152 160 145 153 160 148 155 160 150 156 160660 300 138 147 158 140 149 158 152 150 158 145 152 158 147 153 158 150 155 158638 290 134 144 155 137 145 155 139 147 155 142 148 155 144 150 155 147 151 155616 280 131 140 152 134 142 152 136 143 152 138 145 152 141 147 152 143 148 152594 270 128 137 149 130 138 149 132 140 149 135 141 149 137 143 149 140 145 149572 260 123 133 146 126 134 146 128 136 146 131 137 146 133 139 146 136 141 146550 250 119 129 143 122 130 143 124 132 143 127 134 143 129 135 143 132 137 143528 240 115 125 140 117 127 140 120 126 140 123 130 140 125 132 140 128 133 140506 230 111 121 137 113 123 137 116 124 137 119 125 137 121 128 137 124 130 137484 220 107 118 134 109 119 134 112 121 134 114 122 134 117 124 134 120 126 134462 210 103 114 131 105 115 131 107 117 131 110 119 131 113 120 131 116 122 131440 200 99 110 128 101 112 128 103 113 126 106 115 128 109 117 126 112 118 128

*If in the shaded area of the table, please consult the Minimum Vmcg/Vr table on page 1-11. IfVmcg and Minimum Vr values are higher than this chart’s V1/Vr values, then use the MinimumVmcg/Vr data in place of V1/Vr.

FLAPS

20MAX

THRUST

FLAPS

20MAX

THRUST

1 - 6 TAKEOFF


FLAPS 10 – MAXIMUM RATED THRUST


WEIGHT



WEIGHT

Lbs Kgs V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2880 400 168 182 188 170 183 188 173 185 188858 390 167 180 187 169 182 187 171 183 187 174 184 187836 380 165 179 185 167 180 185 170 181 185 173 182 185814 370 163 176 183 165 177 183 168 178 183 171 180 183792 360 160 173 180 162 174 180 165 175 180 168 177 180770 350 157 170 177 160 171 177 163 172 177 166 174 177448 340 154 166 175 157 168 175 160 169 175 163 171 175 166 172 175726 330 152 163 172 154 165 172 157 166 172 160 167 172 162 169 172704 320 149 160 169 151 161 169 154 163 169 156 164 169 159 166 169682 310 146 156 166 148 158 166 151 159 166 153 161 166 156 162 166660 300 143 153 164 145 154 164 148 156 164 150 157 164 153 159 164 155 161 164638 290 139 150 161 142 151 161 148 152 161 147 154 161 149 156 161 152 157 161616 280 136 146 158 139 147 158 141 149 158 144 151 158 146 152 158 149 154 158594 270 133 142 155 135 144 155 138 145 155 140 147 155 143 149 155 145 150 155572 260 129 139 152 132 140 152 134 142 152 137 143 152 139 145 152 142 147 153550 250 125 135 149 128 136 149 130 138 149 133 140 149 136 141 149 138 143 150528 240 121 131 146 123 133 146 126 134 146 129 136 146 132 138 146 134 139 147506 230 117 127 143 119 129 143 122 130 143 125 132 143 128 134 143 131 136 144484 220 112 123 140 115 125 140 118 126 140 120 128 140 123 130 140 126 132 141462 210 108 119 137 111 121 137 113 122 137 116 124 137 119 126 137 122 128 137440 200 104 116 134 106 117 134 109 118 134 112 120 133 115 122 134 118 124 134


FLAPS

10MAX

THRUST

FLAPS

10MAX

THRUST

TAKEOFF 1 - 7


FLAPS 20 – 5% DERATED THRUST


WEIGHT



WEIGHT

Lbs Kgs V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2880 400 164 176 181 167 177 181858 390 163 175 180 165 176 180836 380 162 173 178 164 174 178814 370 159 171 176 162 172 176 164 173 176792 360 157 168 174 159 169 174 162 170 174770 350 154 165 171 157 166 171 159 167 171448 340 151 162 169 154 163 169 157 164 169 160 165 169726 330 149 158 166 151 160 166 154 161 166 157 162 166704 320 146 155 163 148 156 163 151 158 163 153 159 163682 310 143 152 160 145 153 160 148 155 160 150 156 160660 300 140 149 158 142 150 158 145 151 158 147 153 158 150 154 158638 290 137 145 155 139 147 155 141 148 155 144 150 155 146 151 155616 280 133 142 152 136 143 152 138 145 152 141 146 152 143 148 152 146 149 152594 270 130 138 149 132 140 149 135 141 149 137 143 149 140 144 149 142 146 149572 260 125 134 146 128 135 146 130 137 146 133 139 146 135 140 146 138 142 146550 250 121 130 143 124 132 143 126 133 143 129 135 143 131 136 143 134 138 143528 240 117 125 140 119 128 140 122 129 140 125 131 140 127 133 140 130 135 140506 230 113 123 137 115 124 137 118 126 137 121 127 137 123 129 137 126 131 137484 220 109 119 134 111 120 134 114 122 134 116 124 134 119 125 134 122 127 134462 210 105 115 131 107 116 131 110 118 131 112 120 131 115 122 131 118 123 131440 200 101 112 128 103 113 128 108 114 126 108 116 128 111 118 126 114 120 128


FLAPS

205%

DERATE

FLAPS

205%

DERATE

1 - 8 TAKEOFF




WEIGHT



WEIGHT

Lbs Kgs V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2880 400 171 183 188 173 185 188 188858 390 169 182 187 172 183 187 174 184 187836 380 167 180 185 170 181 185 172 182 185814 370 165 177 183 167 178 183 170 179 183792 360 162 174 180 165 175 180 168 177 180770 350 160 171 177 162 172 177 165 173 177448 340 157 168 175 160 169 175 162 170 175 166 172 175726 330 154 164 172 157 166 172 159 167 172 162 169 172704 320 151 161 169 154 162 169 156 164 169 159 165 169682 310 148 158 166 151 159 166 153 160 166 156 162 166660 300 145 154 164 148 156 164 150 157 164 152 159 164 155 160 164638 290 142 151 161 144 152 161 147 154 161 149 155 161 152 157 161 154 158 161616 280 138 147 158 141 149 158 143 150 158 146 152 158 148 153 158 151 155 158594 270 135 143 155 137 145 155 140 146 155 142 148 155 145 150 155 148 151 155572 260 131 140 152 134 141 152 136 143 152 139 145 152 142 146 152 144 148 153550 250 127 136 149 130 138 149 132 139 149 135 141 149 138 143 149 141 144 150528 240 123 132 146 126 134 146 128 135 146 131 137 146 134 139 146 137 141 147506 230 119 128 143 121 130 143 124 132 143 127 133 143 130 135 143 133 137 144484 220 114 125 140 117 126 140 120 128 140 122 129 140 125 131 140 128 133 141462 210 110 121 137 113 122 137 115 124 137 118 125 137 121 127 137 124 129 137440 200 106 117 134 108 118 134 111 120 134 114 121 133 117 123 134 120 125 134


FLAPS

105%

DERATE

FLAPS

105%

DERATE

TAKEOFF 1 - 9




WEIGHT



WEIGHT

Lbs Kgs V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2880 400858 390836 380814 370 165 173 176792 360 162 170 174 164 171 174770 350 159 167 171 162 168 171448 340 156 164 169 159 165 169726 330 153 161 166 156 162 166 159 163 166704 320 151 158 163 153 159 163 156 160 163682 310 147 154 160 150 156 160 152 157 160660 300 144 151 158 147 152 158 149 154 158 152 155 158638 290 141 148 155 144 149 155 146 151 155 149 152 155616 280 138 144 152 140 146 152 143 147 152 145 149 152594 270 134 141 149 136 142 149 139 143 149 142 145 149572 260 130 136 146 132 138 146 135 139 146 137 141 146 140 143 146550 250 125 132 143 128 134 143 130 136 143 133 137 143 136 139 143528 240 121 129 140 124 130 140 126 132 140 129 133 140 131 135 140 134 137 140506 230 117 125 137 120 126 137 122 128 137 125 130 137 128 132 137 130 133 137484 220 113 121 134 115 123 134 118 124 134 121 126 134 123 128 134 126 130 134462 210 109 118 131 111 119 131 114 120 131 116 122 131 119 124 131 122 126 131440 200 105 114 128 107 115 128 109 116 126 112 118 128 115 120 126 118 122 128


FLAPS

2015%

DERATE

FLAPS

2015%

DERATE

1 - 10 TAKEOFF




WEIGHT



WEIGHT

Lbs Kgs V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2 V1 Vr V2880 400858 390 175 184 187836 380 173 182 185814 370 170 180 183792 360 168 177 180770 350 165 173 177448 340 162 170 175 165 172 175726 330 159 167 172 162 168 172704 320 156 164 169 159 165 169 161 166 169682 310 153 160 166 156 162 166 158 163 166660 300 150 157 164 152 158 164 155 160 164 157 161 164638 290 146 153 161 146 155 161 152 156 161 154 158 161616 280 143 150 158 145 151 158 148 153 158 151 154 158594 270 139 146 155 142 147 155 144 149 155 147 151 155 150 152 155572 260 135 142 152 138 144 152 141 145 152 143 147 152 146 149 152 149 150 153550 250 131 138 149 134 140 149 137 142 149 139 143 149 142 145 149 145 147 150528 240 127 135 146 130 136 146 132 138 146 135 140 146 138 141 146 141 143 147506 230 123 131 143 126 132 143 128 134 143 131 136 143 134 137 143 137 139 144484 220 119 127 140 121 128 140 124 130 140 127 132 140 130 134 140 133 135 141462 210 114 123 137 117 124 137 119 126 137 122 128 137 125 130 137 128 131 137440 200 110 119 134 112 120 134 115 122 134 118 124 133 121 125 134 124 127 134


FLAPS

1015%

DERATE

FLAPS

1015%

DERATE

TAKEOFF 1 - 11


ADDITIONAL ADJUSTMENTS

Minimum Allowed Vmcg / Vr SpeedAIRPORT PRESSURE ALTITUDE FEETAIRPORT

OAT -2000 0 2000 4000 5000 6000 8000 10000C F Vmcg Vr Vmcg Vr Vmcg Vr Vmcg Vr Vmcg Vr Vmcg Vr Vmcg Vr Vmcg Vr-55 -67 127 127 126 126 124 124 121 122 120 120 119 119 115 115 112 112-50 -58 127 127 126 126 124 124 121 121 120 120 118 118 115 115 112 112-45 -49 127 127 126 126 124 124 121 121 120 120 118 118 115 115 111 111-15 5 127 127 126 126 124 124 121 121 120 120 118 118 115 115 111 111-10 14 126 127 126 126 124 124 121 121 120 120 118 118 115 115 111 111-5 23 126 126 126 126 124 124 121 121 119 120 118 118 115 115 111 1110 32 126 126 126 126 124 124 121 121 119 119 118 118 115 115 111 1115 41 126 126 126 126 123 124 121 121 119 119 118 118 115 115 111 11110 50 126 126 126 126 123 123 121 121 119 119 118 118 115 115 111 11114 57 126 126 125 125 123 123 121 121 119 119 118 118 115 115 110 11015 59 126 126 125 125 123 123 121 121 119 119 118 118 114 114 110 11018 64 126 126 125 125 123 123 121 121 119 119 118 118 113 113 109 10919 66 126 126 125 125 123 123 121 121 119 119 117 117 113 113 108 10820 68 126 126 125 125 123 123 121 121 119 119 117 117 113 113 108 10823 73 126 126 125 125 123 123 121 121 118 118 116 116 112 112 107 10725 77 126 126 125 125 123 123 120 120 117 117 115 115 111 111 106 10728 82 126 126 125 125 123 123 119 119 117 117 114 115 110 110 105 10530 86 126 126 125 125 122 122 118 118 116 116 114 114 109 109 104 10432 90 126 126 125 125 121 121 117 117 115 115 113 113 108 108 103 10336 97 126 126 123 123 119 120 115 115 113 113 111 111 106 106 101 10140 104 124 124 122 122 118 118 113 113 111 111 108 108 104 104 99 10045 113 122 122 119 120 115 115 110 110 108 108 106 106 102 102 98 9850 122 119 119 116 116 111 111 107 108 106 106 104 104 100 100 96 9655 131 115 115 113 113 109 109 106 106 104 104 102 102 96 96 94 9460 140 112 113 111 111 108 108 104 104 102 103 101 101 96 96 92 93

If in the shaded area of the V1VrV2 table, cross reference the Vmcg and Minimum Vr valuesfrom this table. If this tables values are higher than V1/Vr, use the figures from this table inplace of V1/Vr.

What is this?: In some specific takeoff configurations, it is possible for the airplane to berotated below the “Minimum Controllable Ground Speed.” Minimum Controllable Ground Speed,or Vmcg, is the minimum speed at which the flight controls have enough aerodynamiceffectiveness that control of the aircraft can be maintained using ONLY the aerodynamic controlsin the event of an engine failure during the takeoff roll. Below Vmcg, control effectiveness willbe insufficient to control the airplane, and as such it is important that the airplane not be rotatedbelow this speed.

1 - 12 TAKEOFF


TAKEOFF THRUST SETTINGS

TAKEOFF THRUST N1 (B747-400)

When planning takeoff without all three packs operating, or with Engine Nacelle Anti Ice (NAI)ON, adjust N1 based on the table below:

TAKEOFF 1 - 13


Reduced N1 Takeoff Thrust Settings (B747-400)

Whenever possible, crews should conduct takeoffs using a derated takeoff N1 thrust setting asselected via the THRUST LIM page in the FMC. This will result in reduced engine wear, reducedmaintenance costs and reduced fuel burn. In addition, reduced thrust takeoffs normalize thetakeoff acceleration rates giving the crew adequate time to asses takeoff conditions even whenthe aircraft is lightly loaded. When a derated N1 thrust setting is selected via the FMC, it is to beconsidered the minimum thrust required under selected conditions.

Reduced Takeoff N1 should not be used when:• Braking action is reported to be less than ‘Good.’• The probability of windshear exists.• Runway is wet or cluttered.• Takeoff is to be made with a tailwind.• Antiskid system is inoperative.• Any brake is deactivated

In situations where the crew enters an Assumed Temperature into the THRUST LIM page andthe crew-entered temperature exceeds the ambient temperature, the FMC will automaticallycompute the reduced takeoff thrust required.

Crews should always enter an assumed temperature to determine V speeds if derated takeoff N1settings are being used. If the V speeds determined using the assumed temperature are lessthan the minimum V speeds according to the V1 Minimum Speeds Table, then use the minimumV speeds.

1 - 14 TAKEOFF


MAX CROSSWIND COMPONENT (747-400)

MAX AUTOLAND HEADWIND: 25ktsMAX AUTOLAND TAILWIND: 10kts

To Use: Determine Runway Heading of runway to be used. Obtain Reported WindDirection/Speed. Calculate number of degrees difference between Runway Heading andWind Direction. Result will be between 0 degrees (pure headwind) and 90 degrees (purecrosswind).

Enter grid on tangent line which represents difference between Runway Heading and WindDirection, move inward toward lower left corner until reaching wind speed arc for ReportedWind Speed. From this point, read wind speed from left border to determine HeadwindComponent, and read wind speed from bottom border to determine Crosswind Component.Labeled vertical lines represent demonstrated crosswind limitations of aircraft.

TAKEOFF 1 - 15


TAKEOFF PERFORMANCE / SAFETY VERIFICATION

Limitations:Maximum Zero Fuel Weight (MZFW): 535,000lbs 242,671kgMaximum Takeoff Gross Weight (MTOG): 875,000lbs 396,893kgMaximum Taxi Weight (MTW): 877,000lbs 397,800kgMinimum Zero Fuel Weight: (ZFW) 397,000lbs 180,076kg

Maximum Crosswind Component: See Table

V Speed Determination:Determine runway condition, N1 setting and flap setting to be used for takeoff. Use V speeds forassociated Aircraft Takeoff Gross Weight (ATOG). These speeds will normally be displayed bythe FMC after correct weights and runway conditions have been verified in the PERF INIT page.

In the event that standing water, slush and wet or dry snow is present on the usable portion of therunway, use the Wet/Cluttered Runway table speeds, and adjust the FMC calculated speeds ifnecessary. When departing from a Wet/Cluttered Runway do not use a derated thrust fortakeoff. All takeoffs from wet/cluttered runways will be made at the standard thrust setting for theaircraft weight and temperature conditions..

Minimum V Speed Conditions:For some high temperature, high altitude conditions or tailwind takeoffs, it may be necessary toadjust the V1/Vr speeds calculated by the FMC and V Speed Tables in order to ensure a propersafety margin. Use the Minimum Vmcg / Vr Table to make such adjustments. Care should betaken not to adjust V1 below the values outlined in the minimum allowable V1 Table or control ofthe aircraft may be lost in the event of an engine failure after V1..

Engine N1% Safety Check:The FMC will normally provide the crew with accurate target N1 settings for the takeoff regime offlight. Crews should exercise caution not to exceed the maximum allowable N1 settings for theengines (117.5%). Crews should cross reference the FMC calculated N1 takeoff settingdisplayed on the THRUST LIM page against the MAX Takeoff %N1 table to ensure safe N1settings are used.

Takeoff Safety Considerations:The “Eighty Knots” PNF callout is designed to alert the crew that they are entering the highspeed phase of the takeoff roll. Once this has occurred, the Captain’s should only elect to rejecta takeoff in a situation where the failure involved may prevent the aircraft from being safelyflown. A minor, or non critical failure does not constitute a valid reason to reject a takeoff while inthe high speed regime, as it may place the aircraft in greater danger than a continuance of thetakeoff roll.

Conditions which warrant a decision to reject the takeoff include, but are not limited to, enginefailures, engine or onboard fires, flight control failures or any other failure which calls intoquestion the aircraft’s ability to fly. Crews should not assume that a ‘Go’ decision has been madeupon passing 80 knots, however, as a decision relative to the nature of a failure and it’s proximityto V1 must still be made.

1 - 16 TAKEOFF



CRUISE and FUEL PLANNING 2 - 1


CRUISE

TABLE OF CONTENTSSUBJECT PAGECRUISE FLIGHT ..................................................................................................3

Overview .................................................................................................................................3

FUEL PLANNING SCHEMATIC 747-400 ............................................................5(STANDARD UNITS) ...............................................................................................................5

FUEL PLANNING SCHEMATIC 747-400 ............................................................6(METRIC UNITS).....................................................................................................................6

FUEL LOAD PLANNING......................................................................................7(Standard Units).......................................................................................................................7(Metric Units) ...........................................................................................................................8

FUEL REQUIRED TO REACH PLANNED ALTERNATE DESTINATION...........9Landing Weight at Alternate.....................................................................................................9

CONTINGENCY FUEL .........................................................................................9MAXIMUM & OPTIMUM CRUISE ALTITUDES ...................................................9

Optimum Wt.............................................................................................................................9

FOUR ENGINE MACH .86 CRUISE...................................................................10(Standard Units).....................................................................................................................10(Metric) ..................................................................................................................................11

FUEL PLANNING METHODOLOGY .................................................................12Overview ...............................................................................................................................12Determine Trip Length ...........................................................................................................12Estimate Fuel Required..........................................................................................................12Refining Fuel Calculations .....................................................................................................13

Step 1: Minimum Landing Fuel ...........................................................................................13Step 2: Alternate Fuel.........................................................................................................13Step 3: Contingency Fuel ...................................................................................................13Step 4: Flight Plan Fuel ......................................................................................................14Step 5: Takeoff Weight .......................................................................................................14Step 6: Determine Initial Cruise Altitude..............................................................................14

FMC Fuel Management .........................................................................................................16

2 - 2 CRUISE and FUEL PLANNING

Revision – 26JUL05 DO NOT DUPLICATE PMDG 747-400 AOM




CRUISE FLIGHT

Overview: Correct planning for cruise flightis extremely important for the safe andtimely operation of any aircraft. Thisbecomes particularly true when operatingthe 747-400. The tremendous range andendurance capabilities of the aircraft allowfor transition through many different flightenvironments during a single operation andit is not uncommon for flight planning tooccur fifteen to twenty hours prior toscheduled arrival at a destination airport.The time involved in long range flying mayallow for significant changes in weather orATC conditions during the course of a flight,so to ensure safe and consistent results, it isimportant that crews thoroughly understandthe inter-relation of the variables involved incruise flight planning.

The three variables most directly affectingthe aircraft’s cruise flight performance are:Planned Landing Weight, Cruise Altitudeand Cruise Speed. Increasing or decreasingany one of these variables may have asignificant impact on fuel consumption andrange capability of the aircraft. Properdetermination of aircraft load weightscombined with well thought out selection offlight level and Mach cruise speeds areintegral to accurate performance planning.

Definitions: Following are a number ofdefinitions used in flight planning.

Destination: The airport of intendedlanding for the flight.

Alternate: The airport which has beenselected by the crew as an alternate landingairport in case the Destination airport isunusable due to weather conditions, ATC orother factors.

Basic Operating Weight: The weight of theaircraft minus any passengers, baggage,cargo or usable fuel. This weight figureincludes items such as the weight of theaircraft structure, hydraulic fluid, airconditioning fluids, residual fuel, residual oil,crew, crew luggage, potable water,passenger accommodation fluids, and

normal passenger service equipmentnormally carried on board.

Payload: Weight of all passengers, bags orcargo to be carried aboard the aircraft duringflight

Zero Fuel Weight: The weight of the un-fueled aircraft after all passengers, bags andcargo have been loaded. (BOW + Payload= ZFW) This number yields the weight ofthe aircraft prior to any useable fuel beingloaded.

Maximum Zero Fuel Weight: This is theheaviest weight allowed for the airplanebefore adding fuel weight. MZFW for thisairplane as modeled is: 535,000lbs.

Minimum Landing Fuel: This is theabsolute minimum amount of fuel that willremain on the aircraft at the time theairplane lands. Specifically, this numberrepresents the weight of usable fuel stillremaining on board the aircraft in the worstcase scenario. (E.g. the crew is forced tohold enroute, flies an approach to thedestination followed by a missed approach,more holding, diverts to the alternate airportand lands.) The Minimum Landing Fuel forthe 747-400 is normally 24,000lbs. If for anyreason you expect to land with less than thisamount of fuel, it should be considered anemergency condition.

Alternate Fuel: The amount of fuel requiredto the aircraft from the Destination after amissed approach to the alternate airport.

Contingency Fuel: Fuel boarded to allowfor airborne holding, off optimum altitudeflying, off optimum speed flying, or changesin the route of flight that might increase thefuel burn enroute.

Flight Plan Fuel: This figure represents thefuel load which is required to fly the aircraftform the airport of origin to the airport ofdestination. This figure should be correctedfor winds along the route (see later in thischapter) but does not account for holding,missed approaches or other inefficiencies.



Planned Landing Weight: This figurerepresents the weight of the aircraft upontouchdown at the destination airport.(Theoretically, this is the weight of theairplane in a perfect scenario, where thecrew lands at the destination immediatelywithout holding, missed approaches, etc.Thus it represents the highest potentialweight of the aircraft upon landing.)

This weight figure is a critical limitation thatshould be carefully examined to ensure thatit does not exceed 630,000lbs.

This weight is determined by adding:

Minimum Landing Fuel+ Alternate Fuel Contingency Fuel Flight Plan Fuel Zero Fuel Weight ============= Planned Landing Weight

This figure is one of the most importantfigures in your flight plan, as it will be usedto determine nearly all other aspects of yourcruise altitude, range and fuel load. (Seeexamples later in the chapter!)

Cruise Speed: The Mach speed selectedfor use during cruise. Mach cruise speedsetting can have a significant impact on thefuel flow encountered during flight. Mach.80 is generally used for Long Range Cruiseflight, while Mach .86 is considered a HighSpeed Cruise. Fuel increases dramaticallywith an increase in mach speed.

Maximum Gross Taxi Weight: Themaximum weight at which the aircraft maybe dispatched for taxi. This is a structurallimit weight which is determined by themanufacturer to prevent over-stressingstructural members within the aircraft. Thisairplane is modeled with an 877,000lbMGTW.

Maximum Gross Takeoff Weight: Thisfigure denotes the maximum weight at whichthe aircraft may be allowed to commencethe takeoff roll. This figure is a structurallimit weight designed to prevent over-stressing of structural members within theaircraft. This airplane is modeled with an875,000lb MTOW.

Maximum Gross Landing Weight: Thisfigure denotes the maximum weight at whichthe aircraft may be allowed to land. Thisfigure is a structural limit weight designed toprevent over-stressing of structuralmembers within the aircraft. This airplane ismodeled with a 630,000lb MGLW.

Maximum Planned Takeoff Weight: UnlikeMax Gross Takeoff Weight, this figure is avariable figure and changes with each flight.This weight limit can be caused byinsufficient runway length at the departureairport, for example but most commonly isexperienced on short flights when theairplane is carrying a large payload over ashorter range.

For example, we know that the MGLW forthe airplane can never be more than630,000lbs. We also know that themaximum weight of the airplane before anyfuel is loaded must not exceed 535,000lbs.

If we are planning a flight with the MZFW at535,000lbs, we must take care to ensurethat we will land with 95,000lbs of fuel, orless. (535,000lbs + 95,000lbs = 630,000lbs)

More information on how to determineMaximum Allowable Takeoff Weight isprovided later in this chapter.

Maximum Planned Landing Weight: Thisfigure is a variable figure specific to eachflight. This weight could be a limit factorcaused by insufficient runway length at thedestination airport, or high density altitude atthe destination airport.

Weight Restrictions: During flight planning,it is important that the aircraft weight ismaintained within the parameters ofMaximum Gross Landing Weight,Maximum Gross Takeoff Weight, andMaximum Taxi Weight. As the fuelplanning schematic is being filled in, crewsshould verify weight compliance. If amaximum structural weight or maximumoperational weight is exceeded, the crewshould either consider reducing aircraftweight by removal of passengers or cargo.If passengers or cargo cannot be removed,a reduced fuel load should be boarded, withplans made for an en-route fuel stop.



Fuel Planning Schematic 747-400(STANDARD UNITS)

Basic Operating Empty Weight: __394,000lbs__

Payload: ____________

Zero Fuel Weight: ____________(Must be less than 535,000)

Zero Fuel Weight: ____________ + Minimum Landing Fuel: ____________ + Alternate Fuel: ____________

+ Contingency Fuel: ____________

Planned Landing Weight: ____________(Must be less than 630,000)

Planned Landing Weight: ____________ + Flight Plan Fuel: ____________

Planned Gross Takeoff Weight: ____________(Must be less than 875,000)

Planned Gross Takeoff Weight: ____________ + Taxi Fuel Burn Off: ____________

Planned Taxi-Out Weight: ____________(Must be less than 877,000)

Schematic should be used to ensure compliance with structural weight limits.

Crews should verify that planned takeoff and planned landing weights are not limited by reducedrunway lengths or high density altitudes.



Fuel Planning Schematic 747-400(METRIC UNITS)

Basic Operating Empty Weight: __179,090kgs__

Payload: ____________

Zero Fuel Weight: ____________(Must be less than 242,671kg)

Zero Fuel Weight: ____________ + Minimum Landing Fuel: ____________ + Alternate Fuel: ____________

+ Contingency Fuel: ____________

Planned Landing Weight: ____________(Must be less than 285,763kg)

Planned Landing Weight: ____________+ Flight Plan Fuel: ____________

Planned Gross Takeoff Weight: ____________(Must be less than 397,727kg)

Planned Gross Takeoff Weight: ____________+ Taxi Fuel Burn Off: ____________

Planned Taxi-Out Weight: ____________(Must be less than 398,636kg)

Schematic should be used to ensure compliance with structural weight limits.

Crews should verify that planned takeoff and planned landing weights are not limited by reducedrunway lengths or high density altitudes.



FUEL LOAD PLANNING(Standard Units)

DISTANCE: When Trip Length in Nautical Air Miles falls between levels on mileage scale,interpolate time and fuel required for trip. Example: 5400 NAM @ FL410 equals11:15 and 230,000.

Table is based on following speed schedule:

CLIMB: 250 KIAS to 10,000 feet; 300 KIAS to FL310; Mach .80 above FL310CRUISE: M.86 at Optimum Altitude for aircraft weight (or step climb procedure)DESCENT: Mach .80 to FL340; 300 KIAS between FL340 and 10,000;

250KIAS below 10,000ft

WEIGHT: Table is valid only for a planned landing weight of 475,000lbs.For every 10,000lbs deviation above (below) 475,000 lbs, add (subtract) fuelburnout correction shown in “Adjust:” row on bottom of table.

Example: For 4800 NAM @ FL410 and 505,000lbs planned landing weight, fuelrequired would equal 198,000lbs + [(700lbs/hr x 3) x 10:00hrs] = 198,000lbs +21,000lbs = 219,000lbs total fuel required.

Table Represents M.86 Cruise at Optimum Altitude (or use of Step Climb Procedures)

Pressure Altitude (Feet) / True Airspeed (Knots)FL410 / 479 FL390 / 479 FL370 / 479 FL350 / 481 FL330 / 486 FL310 / 488

TripLengthNAM Flight Time (Hours:Minutes) and Fuel Burn (Pounds x 1000)

88008400 17:31 380.0 17:31 381.0 17:28 380.1 17:22 378.8 17:20 386.08000 16:43 356.0 16:42 357.0 16:39 356.2 16:33 355.2 16:30 362.0 16:23 381.07600 15:54 338.0 15:54 338.9 15:51 338.3 15:46 336.9 15:42 344.0 15:35 353.07200 15:02 316.0 15:00 317.0 14:47 315.6 14:42 315.4 14:38 321.0 14:31 331.06800 14:12 298.0 14:12 298.6 14:09 298.2 14:05 297.4 14:01 303.0 13:54 313.06400 13:22 275.0 13:21 275.8 13:18 275.2 13:13 274.6 13:09 280.0 13:03 390.26000 12:31 258.0 12:31 258.8 12:28 258.3 12:23 257.5 12:19 260.7 12:13 270.95600 11:43 238.0 11:42 237.6 11:39 237.0 11:35 239.2 11:31 244.0 11:25 254.05200 10:48 222.0 10:48 221.2 10:45 222.2 10:41 224.0 10:37 230.0 10:32 240.04800 10:00 198.0 9:58 197.4 9:55 198.2 9:51 200.0 9:47 206.0 9:42 215.04400 9:12 186.0 9:12 185.6 9:09 186.2 9:06 188.0 9:03 200.0 8:57 210.64000 8:21 169.0 8:21 169.4 8:18 169.2 8:15 171.8 8:13 176.4 8:08 184.43600 7:30 152.0 7:30 152.6 7:28 152.2 7:25 155.0 7:23 170.4 7:20 167.43200 6:43 136.0 6:43 136.6 6:42 136.2 6:40 139.0 6:38 169.8 6:35 176.42800 5:48 121.0 5:48 121.2 5:46 121.4 5:44 124.0 5:42 128.4 5:39 134.22400 5:00 103.0 5:00 102.8 4:59 103.2 4:57 105.6 4:56 108.4 4:53 113.42000 4:13 88.0 4:13 87.6 4:12 88.4 4:10 90.4 4:08 93.6 4:05 97.71400 3:21 73.0 3:21 72.6 3:19 73.2 3:18 75.0 3:18 77.6 3:15 80.81000 2:30 62.0 2:30 62.6 2:29 63.2 2:28 64.6 2:26 66.4 2:22 69.0800 1:41 46.5 1:41 47.2 1:39 48.0 1:39 48.8 1:37 50.0 1:34 51.6400 1:06 34.0 1:06 34.4 1:05 35.2 1:05 35.6 1:04 36.0 1:00 36.8Adjust: 700lbs/hr 880lbs/hr 1000lbs/hr 860lbs/hr 680lbs/hr 320lbs/hr



FUEL LOAD PLANNING(Metric Units)

DISTANCE: When Trip Length in Nautical Air Miles falls between levels on mileage scale,interpolate time and fuel required for trip. Example: 5400 NAM @ FL410 equals11:15 and 104,100kgs fuel.

Table is based on following speed schedule:

CLIMB: 250 KIAS to 10,000 feet; 300 KIAS to FL310; Mach .80 above FL310CRUISE: M.86 at Optimum Altitude for aircraft weight (or step climb procedure)DESCENT: Mach .80 to FL340; 300 KIAS between FL340 and 10,000;

250KIAS below 10,000ft

WEIGHT: Table is valid only for a planned landing weight of 216,000Kgs.For every 4,500Kgs deviation above (below) 216,000 Kgs, add (subtract) fuelburnout correction shown in “Adjust:” row on bottom of table.

Example: For 4800 NAM @ FL410 and 230,400kgs planned landing weight, fuelrequired would equal 89,800kgs + [(317Kg/hr x 3) x 10:00hrs] = 89,800kgs +9,510kgs = 99,310kgs total fuel required.

Table Represents M.86 Cruise at Optimum Altitude (or use of Step Climb Procedures)

Pressure Altitude (Feet) / True Airspeed (Knots)FL410 / 479 FL390 / 479 FL370 / 479 FL350 / 481 FL330 / 486 FL310 / 488

TripLengthNAM Flight Time (Hours:Minutes) and Fuel Burn (Kgs x 1000)

88008400 17:31 172.4 17:31 172.8 17:28 172.4 17:22 171.8 17:20 175.18000 16:43 161.5 16:42 161.9 16:39 161.6 16:33 161.1 16:30 164.2 16:23 172.87600 15:54 153.3 15:54 153.7 15:51 153.4 15:46 152.8 15:42 156.0 15:35 160.17200 15:02 143.3 15:00 143.8 14:47 143.2 14:42 143.1 14:38 145.6 14:31 150.16800 14:12 135.2 14:12 135.4 14:09 135.3 14:05 134.9 14:01 137.4 13:54 142.06400 13:22 124.7 13:21 125.1 13:18 124.8 13:13 124.6 13:09 127.0 13:03 177.06000 12:31 117.0 12:31 117.4 12:28 117.2 12:23 116.8 12:19 118.3 12:13 122.95600 11:43 108.0 11:42 107.8 11:39 107.5 11:35 108.5 11:31 110.7 11:25 115.25200 10:48 100.1 10:48 100.3 10:45 100.8 10:41 101.6 10:37 104.3 10:32 108.94800 10:00 89.8 9:58 89.5 9:55 89.9 9:51 90.7 9:47 93.4 9:42 97.54400 9:12 84.4 9:12 84.2 9:09 84.5 9:06 85.3 9:03 90.7 8:57 95.54000 8:21 76.7 8:21 76.8 8:18 76.8 8:15 99.4 8:13 80.0 8:08 83.63600 7:30 69.0 7:30 69.2 7:28 69.0 7:25 70.3 7:23 77.3 7:20 75.93200 6:43 61.7 6:43 62.0 6:42 61.8 6:40 63.1 6:38 77.0 6:35 80.02800 5:48 54.9 5:48 55.0 5:46 55.1 5:44 56.3 5:42 58.2 5:39 60.92400 5:00 46.7 5:00 46.6 4:59 46.8 4:57 47.9 4:56 49.2 4:53 51.42000 4:13 39.9 4:13 39.7 4:12 40.1 4:10 41.0 4:08 42.5 4:05 44.31400 3:21 33.1 3:21 32.9 3:19 33.2 3:18 34.0 3:18 35.2 3:15 36.71000 2:30 28.1 2:30 28.4 2:29 28.7 2:28 29.3 2:26 30.1 2:22 31.3800 1:41 21.1 1:41 21.4 1:39 21.8 1:39 22.2 1:37 22.7 1:34 23.4400 1:06 15.4 1:06 15.6 1:05 16.0 1:05 16.2 1:04 16.3 1:00 16.7Adjust: 317kg/hr 400kg/hr 454kg/hr 390kg/hr 308kg/hr 145kg/hr



Fuel Required to Reach Planned Alternate Destination

Landing Weight at AlternateNAM to

AlternateTime to

Alternate430 lb to 475 lb[195kg to 215kg]

476 lb to 540 lb[216kg to 245kg]

541 lb to 630 lb[246kg to 285 kg]

100 0:30 6600lb [3000kg] 7200lb [3,300kg] 8000lb [3600kg]200 0:41 11000lb [5000kg] 11600lb [5250kg] 13200lb [6000kg]300 0:57 14000lb [6400kg] 15700lb [7100kg] 17200lb [7800kg]400 1:10 17700lb [8000kg] 19800lb [9000kg] 21400lb [9700kg]500 1:20 21000lb [9500kg] 22500lb [10200kg] 25400lb [11500kg]

• Based on Optimum Cruise Altitude Selection• Table assumes an assured landing at planned alternate with only one approach flown.

Contingency Fuel

Contingency Fuel: In cases where the flight crew or dispatcher feels that they may encounterairborne holding while en-route, or may be required to fly at other than optimal speeds oraltitudes, it may be beneficial to add contingency fuel to the desired fuel load. The amount of fuelboarded should reflect expectations in terms of total time to be spent in airborne holding bothwhile en-route and during the approach phase of flight, and the amount of excess fuel burn thatmay be required by ATC forcing the aircraft off optimum altitudes and speeds..

Maximum & Optimum Cruise Altitudes

Altitude Optimum Wt Maximum Wt.Time to

BurnFuel Wt.

FL420 470,000lbs [213,000kg] 520,000lbs [238,000kg] -FL410 500,000lbs [227,500kg] 550,000lbs [250,000kg] 1:42FL400 520,000lbs [238,000kg] 570,000lbs [247,500kg] 1:07FL390 550,000lbs [250,000kg] 600,000lbs [272,500kg] 1:35FL380 570,000lbs [247,500kg] 630,000lbs [285,000kg] 1:02FL370 600,000lbs [272,500kg] 670,000lbs [305,000kg] 1:22FL360 630,000lbs [285,000kg] 700,000lbs [315,000kg] 1:24FL350 670,000lbs [305,000kg] 740,000lbs [335,000kg] 1:36FL340 700,000lbs [315,000kg] 770,000lbs [350,000kg] 1:14FL330 740,000lbs [335,000kg] 810,000lbs [367,500kg] 1:27FL320 770,000lbs [350,000kg] 840,000lbs [385,000kg] 1:05FL310 810,000lbs [367,500kg] 870,000lbs [395,000kg] 1:26FL300 840,000lbs [385,000kg] - 1:00

For purposes of flight planning, crews should plan to follow ICAO step climb procedures in orderto most closely mimic a constant optimum altitude climb profile. This will provide for the mostefficient fuel burn possible while working within the constraints of the ATC system.

Time to Burn Fuel Wt Explained: The Time to Burn Fuel Weight column provides an estimateof how long it will take to burn into the next highest optimum flight level, given performanceaccording to the Four Engine Mach .86 Cruise table. This information will allow crews to plan thetime to be spent at each altitude, but can also be used to help estimate the highest altitude thatcan be reached during cruise flight of a known time duration. [Example: Takeoff at 770,000lbs fora six hour flight will yield an initial cruise altitude of FL320. After six hours of cruise flight, theoptimum cruise altitude would be FL360.]



FOUR ENGINE MACH .86 CRUISE(Standard Units)

Gross Weight (x1000lbs)FLTAT

IASTAS 880.0 840.0 800.0 760.0 720.0 680.0 640.0 600.0 560.0 520.0 480.0 440.0

420-26

230475

98.022.0

91.716.8

89.815.2

410-26

235475

94.018.4

91.716.8

89.515.2

400-26

240475

N1%Fuel/Hr x 1000lbs

95.022.0

91.318.0

90.017.2

87.014.8

390-26

246475

93.720.0

92.619.2

91.418.4

89.716.8

87.214.8

380-26

252475

98.827.2

93.322.0

90.119.2

89.318.0

87.917.2

86.416.0

370-26

258475

97.526.0

93.422.0

90.118.8

89.318.0

87.917.2

86.516.0

360-26

264475

97.228.4

91.522.0

90.020.0

88.719.2

88.018.8

86.717.6

86.316.4

350-23

276476

98.529.2

95.226.0

91.522.0

90.020.4

88.718.8

88.218.8

86.717.6

85.316.4

340-21

289480

97.830.8

93.024.8

91.623.6

90.322.0

89.120.8

87.919.6

87.319.2

86.618.4

85.518.0

330-19

296482

99.032.0

95.728.0

94.927.2

90.922.4

89.621.2

88.920.8

87.920.0

87.319.2

86.618.8

85.518.0

320-17

302484

99.437.2

94.428.8

93.627.6

91.725.2

90.624.0

89.422.4

88.121.2

87.220.8

86.620.0

86.019.6

86.020.0

310-14

309486

99.5*33.6

96.7*31.6

93.626.8

92.326.0

91.725.2

90.623.6

89.421.6

88.321.6

87.220.8

86.620.4

86.020.0

85.319.2

300-12

316489

95.9*32.4

93.429.6

92.427.6

91.325.6

90.825.6

89.724.4

88.722.8

87.622.4

87.422.4

86.421.6

85.820.8

85.320.8

Shaded Area represents approximate Optimum Altitude Profile.

Adjustments:

TAS in knots is for standard TAT: Add (subtract) 1 knot/degree C above (below)standard.



FOUR ENGINE MACH .86 CRUISE (Metric)

Gross Weight (x1000lbs)FLTAT

IASTAS 880.0 840.0 800.0 760.0 720.0 680.0 640.0 600.0 560.0 520.0 480.0 440.0

420-26

230475

98.010.0

91.77.6

89.86.9

410-26

235475

94.08.4

91.77.6

89.56.9

400-26

240475

N1%Fuel/Hr x 1000Kgs

95.010.0

91.38.2

90.07.8

87.06.7

390-26

246475

93.710.0

92.68.7

91.48.4

89.77.6

87.26.7

380-26

252475

98.812.3

93.310.0

90.18.7

89.38.2

87.97.8

86.46.7

370-26

258475

97.511.8

93.410.0

90.18.5

89.38.2

87.97.8

86.57.3

360-26

264475

97.212.9

91.510.0

90.09.1

88.78.7

88.08.5

86.78.0

86.37.4

350-23

276476

98.513.2

95.211.8

91.510.0

90.09.3

88.78.5

88.28.5

86.78.0

85.37.4

340-21

289480

97.814.0

93.011.3

91.610.7

90.310.0

89.19.4

87.98.7

87.38.7

86.68.4

85.58.2

330-19

296482

99.014.5

95.712.7

94.912.3

90.910.2

89.69.6

88.99.4

87.99.1

87.38.7

86.68.5

85.58.2

320-17

302484

99.416.9

94.413.1

93.612.5

91.711.4

90.610.9

89.410.2

88.19.6

87.29.4

86.69.1

86.08.9

86.09.1

310-14

309486

99.5*15.2

96.7*14.3

93.612.2

92.311.8

91.711.4

90.610.7

89.49.8

88.39.8

87.29.4

86.69.3

86.09.1

85.38.7

300-12

316489

95.9*14.7

93.413.4

92.412.5

91.311.6

90.811.6

89.711.1

88.710.3

87.610.2

87.410.2

86.49.8

85.89.4

85.39.4

Shaded Area represents approximate Optimum Altitude Profile.

Adjustments:

TAS in knots is for standard TAT: Add (subtract) 1 knot/degree C above (below)standard.



FUEL PLANNING METHODOLOGY

Overview: Accurate fuel planning is not adifficult process, but does require someunderstanding of the charts and termsdescribed earlier in this chapter.

This section of the chapter will walk youthrough a typical fuel planning exercise tohelp you understand how the process works,and what factors should be considered.

Follow each of the steps below in order, andrefer to the definitions at the beginning ofthis chapter if you need a refresher!

For the purpose of this exercise, a flight isbeing planned using the following conditionsand parameters:

Origin: KSFODestination: KIADAlternate: KJFK

BOW: 394,000lbsPayload: 106,000lbsZero Fuel Wt. 500,000lbs

Determine Trip Length: To determine thelength of our flight, we must make stepsbeyond simply measuring the distance overthe ground. The air through which we will flyis moving, after all, so we must adjust ourplanning to account for the effects of thiswind on our flight.

The first step in planning an accurate fuelload is to determine the geographic distancewhich will be traveled during flight.

The approximate distance between SanFrancisco and Washington DC is 2,400nm.

This geographic distance must then beadjusted in order to account for the effects ofwind along the route of flight. The prevailingwinds along this route tend to be from thewest, which results in a nearly continualtailwind along the route. For the purpose ofthis exercise, we will assume that the tailwind component is 75knots along the entireroute of flight.

Determining the effect of these winds is atwo step process:

Step One: Use the Fuel Planning table(page 2-7) and find 2,400nm on the TripLength column. Moving horizontally to theright, determine the approximate time it willtake to fly the route. In this case, a 2,400NM trip will take approximately 5:00 hours.(You can approximate the time by looking atyour desired altitude, or by averaging all thetime figures in your row.)

Step Two: Multiply the wind component bythe estimated time-in-flight. We havealready assumed that the wind along thisroute is 75knots from behind the airplane.Thus, to determine it’s effect, we multiply:

Time Enroute x Wind Component 5:00hrs -75knots

(Note: Headwinds are positive numbers,tailwinds are negative numbers..)

Thus: (5:00 hours x -75kts) = -375.

By adding this result to the total flightdistance, we receive the total Nautical AirMiles to be flown. (2,400nm + -375) =2,025 NAM.

Nautical Air Miles are miles flown the airmass. Since the air itself is moving in thesame direction as our flight, we will fly fewermiles through this air mass than if we werein still air, or headed into the wind. Theeffect of wind on Nautical Air Miles to beflow is simple to remember: Headwindsmake the number larger, Tailwinds make thenumber smaller.

Estimate Fuel Required: Once again usingthe Trip Length in NAM column, enter theFuel Planning table being careful to selectthe correct flight length in NAM, as well asthe planned cruising altitude. In thisexample, we will select FL390 with a NAMtrip distance of 2,000 NAM. This yields atime/fuel estimate of 4:13 minutes in flightand 87,600lbs of fuel on board to complete



the flight. It is important for crews tounderstand that this is an estimate of fuelrequired, and that the Fuel PlanningSchematic Charts provided earlier in thischapter should be used to plan the actualfuel load.

Refining Fuel Calculations: Now that agood fuel load estimate has been calculated,it is time to refine the fuel load to account forall possible stages of the flight.

The most effective way to plan any fuel loadis to start at the end of any possible fuelscenario, and work backward to thebeginning of the flight.

For example, we will assume that in thisinstance, the weather at KIAD is marginaland we have selected KJFK as an alternateairport for the trip.

Step 1: Minimum Landing Fuel: Workingthe flight backward, we know that we want toland with at least Minimum Landing Fuel.For the 747-400, this is commonly acceptedto be 24,000lbs on international flights and19,000lbs on domestic or short haul flights.

KSFO-KIAD is a short trip for a 747-400,and the East Coast of the United States hasplenty of suitable airports for a 747, so wewill elect to use 19,000lbs as the MinimumLanding Fuel for our flight.

Note for Advanced Users: If your flightrequires a second alternate due to alternateminimums or dispatches under Exemption3585, you should work backward from thesecond alternate airport!

Step 2: Alternate Fuel: Currently we need19,000lbs of fuel on the aircraft at the time oflanding, so to this figure we are going to addthe amount of fuel it will take us to fly fromKIAD – KJFK, our alternate airport.

Refer to the Fuel Required to ReachPlanned Alternate Destination table (page2-9).

This table requires two pieces ofinformation:

1) How far is it from Destination toAlternate? (200nm between KIAD-KJFK)

2) What will the airplane weigh when ittouches down at JFK?

The distance between KIAD-KJFK is 200nm,approximately.

The weight of the airplane upon landing atJFK can be determined easily by adding our19,000lbs Minimum Landing Fuel to theZero Fuel Weight of the airplane for this trip:

In this instance, we assume that the airplanewill weigh 500,000lbs fully loaded withpassengers, bags and cargo, but withoutfuel on board.

As such, our landing weight at KJFK wouldbe:

ZFW + Min. Ldg Fuel500,000lbs 19,000lbs = 519,000lbs

With this information, enter the FuelRequired to Reach Planned AlternateDestination table using the distance to thealternate and the estimated landing weightof the aircraft at the Alternate Destination.

The table indicates that we need 11,600lbsof fuel to reach our alternate on this flight.

Thus, our total required fuel thus far is:

19,000lbs + 11,600lbs = 30,600lbs.

Step 3: Contingency Fuel: To determine ifwe need contingency fuel depends largelyupon weather conditions, known problems inthe Air Traffic Control System, and a general“feel” for the operation of the airplane thatcomes primarily through experience.

For example, if we were planning a flight toarrive at KIAD late in the evening, we arenot likely to be concerned about holding orlengthy vectors before landing. On the otherhand, KIAD tends to be a very busy airportat 4PM local time, so if we were planning toland at 4:15PM, we would carefully considerthe fact that we could expect lengthy vectorsfor landing, or, in the case of poor weather,holding enroute.



For the purpose of this planning exercise,we are assuming that the weather at KIAD ispoor enough to require the use of analternate airport in our flight planning, so wewill also assume that we are planning toland at 4:15PM during the peak of theafternoon arrivals.

As such, we will elect to add an extra :45 offuel to ensure we have enough fuel toaccount for possible holding, slow-downsand lengthy vectors to final approach.

A good rule of thumb for loadingcontingency fuel is to expect holding fuelburn at a rate of 18,000lbs / hour.

This being the case, we will elect to add :45minutes of fuel, or: 13,500lbs.

At this point, we have boarded all of the fuelrequired for any “unusual events” such asholding, diversion and landing at analternate airport.

Our fuel required thus far is:

19,000 + 11,600 + 13,500 = 44,100lbs.

Incidentally, if we depart KSFO and are ableto land at KIAD without holding or divertingto our alternate, we should have all44,000lbs of fuel still in the tanks uponlanding at KIAD.

If you are filling in the Fuel Planning Sheetfrom page 2-3, you will notice that:Zero Fuel Weight 500,000Minimum Landing Fuel 19,000Alternate Fuel 11,600Contingency Fuel 13,500 ======Planned Landing Weight 544,100

Step 4: Flight Plan Fuel: Now that wehave determined how much fuel we need tohandle all possible events at our destination,we need to add the amount of fuel requiredfor the flight itself.

To do this, we follow the “estimation”process outlined in the beginning of theexercise.

When we originally estimated the fuelrequired to fly KSFO – KIAD, we determined

that 87,600lbs was required to complete theflight using FL390 as our final cruisingaltitude.

As such, our total fuel requirement fromtakeoff in KSFO is::

Minimum Landing Fuel 19,000Alternate Fuel 11,600+Contingency Fuel 13,500+Flight Plan Fuel 87,600+ ====== 131,700

Step 5: Takeoff Weight: Calculating thetakeoff weight is a simple matter, given theinformation we have already determined:

Zero Fuel Weight 500,000Minimum Landing Fuel 19,000Alternate Fuel 11,600Contingency Fuel 13,500 ======Planned Landing Weight 544,100Flight Plan Fuel 87,600+ ======Planned Takeoff Weight 631,700

Step 6: Determine Initial Cruise Altitude:The 747-400 is a large airplane with a broadrange of capabilities. When lightly loaded,the airplane can fly easily at altitudes up to41,000 feet. When heavily loaded, theairplane will begin the trip by leveling off at31,000 feet until some fuel weight isconsumed.

It is not difficult to determine the properinitial cruising altitude once the PlannedTakeoff Weight is known.

Use the Maximum and Optimum CruiseAltitudes table (page 2-9) to determine theinitial cruising altitude for the flight.

Using our Planned Takeoff Weight of631,700lbs, move down the OptimumAltitude column until finding 630,000lbs.(Rounding numbers when using this table issatisfactory.)

From the Altitude column, we can see thatour initial “Most Optimum” cruise altitude willbe 36,000feet.



We can now calculate how high we shouldclimb during the course of our flight to KIADin order to continue flying at the “MostOptimum” altitudes for the airplane’s weight.

To do this, observe the times written in thefar right column of the table. According tothese figures, it will take 1:24 to burnenough fuel for us to consider moving to ahigher altitude in order to maintain theoptimum altitude during flight.

Repeating this exercise a few times, weknow that our flight is supposed to takeapproximately 4:13, so we can continuemoving up this column as follows:

1:24 + 1:22 + 1:02 = 3:48.

In other words, 1:24 into our flight, weshould climb from FL360 to FL 370. Then,1:22 later, we should expect to climb to FL380, and 1:02 later expect a climb to FL390.

For this flight we would expect then, to climbinitially to FL360, then climb progressively toFL390 before commencing our descent intoKIAD.

We have one more factor to consider,however!

Eastbound flights are required to operate atodd altitudes, while westbound flights areoperated at even altitudes. Thus, FL360 isnot available to us when headed eastbound,so we must limit our climb to FL350 initially,until we have burned enough fuel to reachFL370. (1:24 into our flight!)

The process of finding an optimum altitudeis made far easier by the Step Climbcalculations within the FMC-CDU, and theseare explained in detail in the chapterdetailing use of the FMC.

The fuel burned during cruise flight can becalculated by simply subtracting the figuresin the Optimum Altitude column, or bymanually determining the fuel burn at eachaltitude through use of the Four EngineMach .86 Cruise table.

By simply adding the figures in the OptimumAltitude chart, it would appear thatapproximately 80,000lbs of fuel would be

burned for this example. This coincides veryclosely to the initial estimated figure of88,700lbs.

A second, slightly more complex method tocalculate the required fuel is to use the FourEngine Mach .86 Cruise table. By enteringthe table using the initial cruise altitude(FL350) and initial aircraft cruise weight(631,700lbs in this example) it can bedetermined that the aircraft will burn fuel at arate of approximately 21.6, or 21,600lbs /hour. (This figure is interpolated betweenthe 640,000lb and 600,000lb columns.)

This fuel burn figure can then be used todetermine how long it will take to burnenough fuel that it will be necessary for theaircraft to climb in order to reach the nexthighest optimum cruise altitude. In thisexample, this would be the differencebetween 631,700lbs at the initial cruisealtitude of FL350 and the 600,000lboptimum weight at FL370. (31,700lbs)

31,700lbs / 21,600lbs/hr = 1:28

Following the same process, the fuel to beburned prior to climbing to each successivehigher altitude can be determined.

This process can be followed through eachplanned step climb to ultimately yield thetotal fuel required for the flight.

It is important, however, to consider that it isnot always possible to simply climb to thenext highest cruise altitude while burningfuel. For example, if ATC restrictions willlimit initial cruising altitude to FL320, or ifATC climb restrictions will hold the flight to alower altitude than is considered optimal,fuel burn will be higher than predicted oneither the Fuel Planning Table orMaximum and Optimum Altitudes table.(This is why we boarded contingency fuel!Use it!)

It is important that crews plan their fuel loadsbased on the most reasonable expectationsfor the flight. If it is expected that the aircraftwill be held to a lower altitude, planning thefuel load appropriately will ensure theaircraft arrives with sufficient reserves at theplanned and/or alternate destinations.



In all cases, crews should continuallymonitor actual fuel burn against plannedfuel burn. On long-range segments overwater, or unpopulated areas, early detectionof inaccuracy in fuel planning is essential tosafety of flight.

FMC Fuel Management: Use of the FMC iscovered in detail later in this chapter, butwhile we are considering fuel planning hereis a trick you can use to keep you safe whileflying:

While entering flight data into the FMC,many crews may find it beneficial to enter aRESERVES figure into the INIT PERF pageof the FMC. This figure should generallyconsist of:

Minimum Landing Fuel + Alternate Fuel +between :30 and 1:00 of fuel.

In the case of our flight to KIAD, we wouldenter a value of:Minimum Landing Fuel: 19,000Alternate Fuel: 11,600½ Contingency Fuel: (22mins) 6,250 =====FMC RESERVES entry: 37,850

Once this number is entered into theRESERVES line of the FMC-CDU, theonboard fuel system monitoring willimmediately alert the crew if it appears thatthey will land with less than 37,850lbs onboard at the destination.

The alert will come in the form of anINSUFFICIENT FUEL warning in the FMC-CDU. This alert does not indicate that youhave insufficient fuel to reach yourdestination or alternate, it simply serves toremind you that at the time you land, you willhave less than half of your Contingency fuel,plus whatever fuel is required to reach youralternate.

In this circumstance, the crew should payclose attention to events unfolding on theapproach, as any unplanned delay ormissed approach will mean that they couldbe critically short of fuel upon landing at thealternate airport.

LANDING 3 - 1


LANDING

TABLE OF CONTENTS

SUBJECT PAGEMINIMUM MANEUVERING AND LANDING REFERENCE SPEEDS ..................3GO-AROUND THRUST SETTINGS - N1 .............................................................4PERFORMANCE LIMIT WEIGHTS [LBS] ...........................................................5RUNWAY LIMIT WEIGHTS [LBS] .......................................................................6ACTUAL ALLOWABLE LANDING WEIGHT [LBS] (B747-400) .........................7PERFORMANCE LIMIT WEIGHTS [KGS]...........................................................8RUNWAY LIMIT WEIGHTS [KGS].......................................................................9ACTUAL ALLOWABLE LANDING WEIGHT [KGS] (B747-400).......................10RUNWAY WEIGHT LIMIT OVERVIEW (B747-400) ...........................................11AUTOBRAKE SYSTEM ISSUES (B747-400) ....................................................11LANDING SPEED TERMINOLOGY (B747-400)................................................11

3 - 2 LANDING



LANDING 3 - 3


MINIMUM MANEUVERING AND LANDING REFERENCE SPEEDS

Landing WeightLbs. Kgs.

Flaps0

Flaps1

Flaps5

Flaps10

Flaps20

Flaps25

Flaps30

730 330 246 226 206 186 177 173 165720 325 246 226 206 186 176 172 165710 320 245 225 205 185 175 171 164700 315 243 223 202 183 173 169 162690 313 242 222 202 182 172 168 161680 310 240 220 200 180 170 166 159670 305 239 219 199 179 169 165 158660 300 238 218 198 178 168 164 157650 295 237 217 197 177 167 162 156640 290 236 216 196 176 166 161 155630 285 234 213 194 174 164 160 153620 280 233 213 193 173 163 158 152610 275 232 212 192 172 162 157 151600 270 230 211 190 171 161 156 150590 268 229 210 189 170 159 154 148580 265 228 209 188 168 158 153 147570 260 227 207 186 167 157 152 146560 255 225 205 185 165 155 150 144550 250 223 204 183 164 154 149 143540 245 222 202 182 162 152 147 141530 240 221 201 181 161 151 146 140520 235 220 200 179 160 150 145 139510 230 218 198 178 158 148 143 137500 227 215 196 176 156 146 141 135490 225 215 195 175 155 146 140 134480 220 213 193 173 153 143 138 132470 215 212 192 172 152 142 137 131460 210 211 190 170 152 142 135 130450 205 209 189 169 149 139 133 128440 200 208 188 168 148 138 132 127430 195 206 186 166 146 136 130 125420 190 205 185 165 145 135 129 124410 185 204 184 164 144 133 127 123400 180 202 182 162 142 132 125 121

Bolded speeds within the shaded areas are above the maximum structural landing weight.

All speeds are for International Standard Atmospheric conditions and may vary slightly accordingto local temperature, humidity and altimeter setting.

3 - 4 LANDING


GO-AROUND THRUST SETTINGS - N1

N1 Go-Around thrust settings are provided for crew use in the event that the automated FMCbased TO/GA system is unavailable/inoperative.

When hand flying an approach, crews are encouraged to use maximum available thrust toinitiate the Go-Around procedure. Lower thrust settings may compromise the safety of theaircraft during the critical transition from approach to go-around.

Use of the TO/GA switch, when possible, is the best method of thrust management in the eventof a Go-Around.

TempF/C

SeaLevel

2000 ft600 M

4000 ft1200M

6000 ft1800M

8000 ft2400M

10000ft3000M

12000ft3600M

13000+4000 M+

120 / 49 101.8 104.2 106.4 108.6 110.8 111.6 111.6 111.6110 / 43 101.6 104.5 106.9 109.4 111.2 111.3 111.3 111.3100 / 38 102.5 104.5 106.6 109.3 110.6 110.6 110.6 110.690 / 32 103.6 105.1 107.2 109.7 110.4 110.4 110.4 110.480 / 27 105.9 106.6 108.9 109.4 110.4 110.4 110.4 110.470 / 21 104.6 105.6 106.7 108.0 110.0 110.1 110.1 110.160 / 16 103.7 104.9 106.1 107.0 108.6 109.3 109.6 109.650 / 10 102.5 103.7 104.7 105.8 107.7 108.2 109.1 109.240 / 04 101.5 104.2 104.2 105.2 106.7 107.2 108.1 109.330 / -01 100.4 102.4 103.5 104.2 105.8 106.3 107.2 108.620 / -07 99.5 101.0 102.2 103.2 104.6 105.1 106.2 107.410 / -12 99.0 100.2 101.4 102.6 104.0 104.5 105.2 106.80 / -18 97.7 98.8 100.2 102.6 102.7 103.2 104.0 105.5

-20 / -29 95.1 96.3 98.0 98.6 100.1 100.4 102.5 103.0

LANDING 3 - 5


PERFORMANCE LIMIT WEIGHTS [Lbs](Weights listed in thousands of pounds.)

[Match airport temperature to airport pressure altitude to obtain Performance Limit Weight.]

FLAPS

25OATF / C

SeaLevel

2000Pres. Alt

4000Pres. Alt

6000Pres. Alt

8000Pres. Alt

120/49 842.0 781.6 NA NA NA110/43 875.0 835.0 773.1 NA NA100/38 875.0 875.0 819.2 759.1 701.290/32 875.0 875.0 875.0 835.0 787.180/27 875.0 875.0 875.0 835.6 787.570/21 875.0 875.0 875.0 836.1 782.760/16 875.0 875.0 875.0 836.5 788.250/10 875.0 875.0 875.0 836.9 788.640/4 875.0 875.0 836.9 784.9 736.530/-1 875.0 875.0 837.4 785.3 736.820/-7 875.0 875.0 837.6 786.0 737.2

10/-12 875.0 875.0 838.0 785.5 737.60/-18 875.0 875.0 838.5 786.2 738.1

-20/-29 875.0 875.0 839.1 786.6 738.9

FLAPS

30OATF/C

SeaLevel

2000Pres. Alt

4000Pres. Alt

6000Pres. Alt

8000Pres. Alt

120/49 802.6 747.3 NA NA NA110/43 856.6 797.0 738.7 NA NA100/38 875.0 842.6 781.8 725.2 672.290/32 875.0 875.0 817.5 758.0 712.680/27 875.0 875.0 843.7 781.8 724.170/21 875.0 875.0 848.1 798.0 741.360/16 875.0 875.0 848.3 798.2 752.550/10 875.0 875.0 848.5 798.4 752.740/4 875.0 838.0 787.7 737.4 691.930/-1 875.0 838.3 787.9 737.6 692.120/-7 875.0 838.5 788.2 737.8 692.6

10/-12 875.0 838.5 788.6 738.3 693.00/-18 875.0 838.7 788.8 738.5 693.2

-20/-29 875.0 839.1 789.0 739.2 693.4

3 - 6 LANDING


RUNWAY LIMIT WEIGHTS [Lbs](Weights in thousands of pounds.)

[Match runway length to airport pressure altitude to obtain Runway Limit Weight.]

FLAPS

25Press.

Alt5000ft

Runway6000ft

Runway7000ft

Runway8000ft

Runway9000ft

Runway10000ftRunway

10000 438.4 568.3 689.3 795.3 865.2 875.09000 465.0 590.4 719.6 811.3 875.0 875.08000 487.1 613.8 742.2 827.3 875.0 875.07000 504.2 634.6 765.4 842.0 875.0 875.06000 520.8 655.4 781.6 857.2 875.0 875.05000 537.7 697.6 795.6 872.6 875.0 875.04000 554.9 697.6 810.3 875.0 875.0 875.03000 572.7 719.3 825.0 875.0 875.0 875.02000 590.0 740.9 839.6 875.0 875.0 875.01000 609.0 841.8 854.4 875.0 875.0 875.0S.L. 627.6 773.7 869.3 875.0 875.0 875.0

FLAPS

30Press.

Alt5000ft

Runway6000ft

Runway7000ft

Runway8000ft

Runway10000ftRunway

10000 497.9 615.4 737.0 796.9 875.09000 512.6 637.4 748.5 808.3 875.08000 529.4 659.3 760.4 819.0 875.07000 545.9 679.7 771.5 830.6 875.06000 563.7 700.2 782.5 841.7 875.05000 581.2 721.0 793.6 853.6 875.04000 598.9 737.6 805.0 865.8 875.03000 617.1 748.6 816.1 875.0 875.02000 635.3 759.5 827.1 875.0 875.01000 653.6 770.4 839.1 875.0 875.0S.L. 528.9 781.0 850.5 875.0 875.0

LANDING 3 - 7


ACTUAL ALLOWABLE LANDING WEIGHT [Lbs] (B747-400)

Use: Obtain both Runway and Performance Limit Weights from tables on 3-5 and 3-6. Enterweights (in XXX.X format) into appropriate columns below. Add or subtract from weights as

described in the sub-boxes of each associated column. When reaching the bottom, compare thefinal Performance Limit Weight and Runway Limit Weights. Use the highest weight as the

maximum landing weight for the given runway. BE SURE NOT TO EXCEED 630.0 (630,000lbsMAX GROSS LANDING WEIGHT.

3 - 8 LANDING


PERFORMANCE LIMIT WEIGHTS [Kgs](Weights listed in thousands of Kgs.)

[Match airport temperature to airport pressure altitude to obtain Performance Limit Weight.]

FLAPS

25OATF / C

SeaLevel

600MPres. Alt

1200MPres. Alt

1800MPres. Alt

2400MPres. Alt

120/49 382.0 354.5 NA NA NA110/43 397.0 378.8 350.7 NA NA100/38 397.0 397.0 371.6 344.3 318.190/32 397.0 397.0 397.0 378.8 357.080/27 397.0 397.0 397.0 379 357.070/21 397.0 397.0 397.0 379.3 355.060/16 397.0 397.0 397.0 379.4 357.550/10 397.0 397.0 397.0 379.6 357.740/4 397.0 397.0 379.6 356.1 334.130/-1 397.0 397.0 379.8 356.2 334.220/-7 397.0 397.0 379.9 356.5 334.4

10/-12 397.0 397.0 380.1 356.3 334.60/-18 397.0 397.0 380.3 356.6 334.8

-20/-29 397.0 397.0 380.6 356.8 335.2

FLAPS

30OATF/C

SeaLevel

600MPres. Alt

1200MPres. Alt

18000MPres. Alt

2400MPres. Alt

120/49 364.1 339.0 NA NA NA110/43 388.6 361.5 335.1 NA NA100/38 397.0 382.2 354.6 328.9 304.190/32 397.0 397.0 370.1 343.8 323.280/27 397.0 397.0 382.7 354.6 328.570/21 397.0 397.0 384.7 361.2 336.360/16 397.0 397.0 384.8 362 341.350/10 397.0 397.0 384.8 361.9 341.440/4 397.0 380.1 357.3 334.5 313.830/-1 397.0 380.2 357.4 334.6 313.920/-7 397.0 380.3 357.5 334.6 314.6

10/-12 397.0 380.3 357.7 334.9 314.30/-18 397.0 380.4 357.8 335.0 314.4

-20/-29 397.0 380.6 357.9 335.3 314.5

LANDING 3 - 9


RUNWAY LIMIT WEIGHTS [Kgs](Weights in thousands of Kgs.)

[Match runway length to airport pressure altitude to obtain Runway Limit Weight.]

FLAPS

25Press.

Alt1500M

Runway1800M

Runway2100M

Runway2400M

Runway2700M

Runway3000M

Runway3000M 198.9 257.8 312.6 360.7 392.5 397.02700M 210.9 267.8 326.4 368.0 397.0 397.02400M 220.9 278.4 336.7 375.3 397.0 397.02100M 228.7 287.9 346.8 381.9 397.0 397.01800M 236.2 297.3 354.5 388.8 397.0 397.01500M 243.9 316.4 360.9 395.8 397.0 397.01200M 251.7 316.4 367.6 397.0 397.0 397.0900M 259.8 326.3 374.2 397.0 397.0 397.0600M 267.6 336.1 380.8 397.0 397.0 397.0300M 276.2 350.8 387.6 397.0 397.0 397.0S.L. 284.7 381.7 394.3 397.0 397.0 397.0

FLAPS

30Press.

Alt1500M

Runway1800M

Runway2100M

Runway2400M

Runway3000M

Runway3000M 225.8 279.1 334.3 361.5 397.02700M 232.6 289.1 339.5 366.6 397.02400M 240.1 299.1 340.9 371.5 397.02100M 247.6 308.3 349.9 376.8 397.01800M 255.7 317.6 354.9 381.8 397.01500M 263.6 327.1 359.9 387.2 397.01200M 271.7 334.6 365.2 392.8 397.0900M 279.9 339.6 370.2 397.0 397.0600M 288.2 344.5 375.2 397.0 397.0300M 296.5 349.5 380.6 397.0 397.0S.L. 330.6 354.3 385.8 397.0 397.0

3 - 10 LANDING


ACTUAL ALLOWABLE LANDING WEIGHT [Kgs] (B747-400)

Use: Obtain both Runway and Performance Limit Weights from tables on 3-5 and 3-6. Enterweights (in XXX.X format) into appropriate columns below. Add or subtract from weights as

described in the sub-boxes of each associated column. When reaching the bottom, compare thefinal Performance Limit Weight and Runway Limit Weights. Use the highest weight as the

maximum landing weight for the given runway. BE SURE NOT TO EXCEED 285.8(285,800Kgs) MAX GROSS LANDING WEIGHT.

LANDING 3 - 11


RUNWAY WEIGHT LIMIT OVERVIEW (B747-400)

The Landing Runway Limit Tables provided here are calculated based on a normal approach,flown at the specified flap setting and VREF speed with a 50 foot (15 meter) threshold crossing,no wind, no spoilers, no reverse thrust, minimal aircraft float, and maximum braking. Crewsshould keep in mind that these figures were acquired using a new aircraft with new brakes andtires, so actual performance of an in-service aircraft may vary slightly. Runway Limit Weights inexcess of the known structural weight limit are included for emergency use should a forcedlanding in excess of the Structural Limit Weight be required. Inclusion of these figures doesnot imply permission to land the aircraft above the Structural Limit Weight, and crews areencouraged to land the aircraft in such a condition only as a matter of last recourse.

If required to land the aircraft while still above the Structural Limit Weight, crews shouldanticipate a hot-brake condition, and ensure that adequate ground safety precautions are takenprior to arrival.

AUTOBRAKE SYSTEM ISSUES (B747-400)

Unlike a simple anti-skid system, the autobrake system used aboard the 747-400 aircraft isdesigned to modulate brake pressure to all sixteen main gear brake systems in order to providethe aircraft with a specific rate of deceleration. This rate of deceleration will be provided andmaintained regardless of the use of spoilers or reverse thrust. The rate of deceleration isprovided according to the settings below:

Setting 1: 4ft [1.2 M]/Second/Second Setting 4: 7.5ft [2.3 M]/Second/SecondSetting 2: 5ft [1.5 M]/Second/Second MAX AUTO: 11ft [3.4 M]/Second/SecondSetting 3: 6ft [1.8 M]/Second/Second

When used, spoilers and reverse thrust will reduce the total energy that would otherwise beabsorbed by the brake systems. By reducing the amount of energy absorbed into the brakepads, spoilers and reverse thrust reduce the overall wear of the brake systems and aircraft tires.As such, crews are encouraged to use reverse thrust commensurate with safety and control ofthe aircraft on all landings.

LANDING SPEED TERMINOLOGY (B747-400)

__REF: The calculated reference speed for a specific flap configuration. (e.g. 30REF for a flaps30 approach.) This speed is used to calculate the actual target speeds at which the aircraft willbe flown. 30REF, 25REF speeds etc can be found on the Landing Speeds Table (3-3).

Target Speed: The speed at which the approach should be flown. Target speed should equal25REF+5 or 30REF+5 knots. To this figure, add 1/2 steady wind plus the full gust factor (up to amaximum of 20 knots.)Threshold Speed: Speed crossing the threshold. Equal to 25REF or 30REF plus the full gustfactor, up to a maximum of 20kts.

Autoland Target Speeds: The speed at which the Autoland/Autothrottle approach is flown.Equal to 25REF+5 or 30REF + 5 knots, regardless of wind conditions. The Autothrottle correctsfor normal wind gust conditions through the airspeed and acceleration sensing system. Whenperforming hand- flown approaches with the autothrottle activated, apply normal wind and justcorrections.

3 - 12 LANDING



SPECIFICATIONS AND LIMITATIONS 4 - 1


PERFORMANCE REQUIREMENTS AND LIMITATIONS

TABLE OF CONTENTS

SUBJECT PAGEAVIONICS ..................................................................................................................................3

AUTOLAND - MAXIMUM WIND COMPONENT.......................................................................3AUTOPILOT - MINIMUM ALTITUDE TO ENGAGE .................................................................3INERTIAL REFERENCE SYSTEM (IRS) .................................................................................3

EMERGENCY EQUIPMENT.......................................................................................................4

EMERGENCY ESCAPE SLIDES - DOOR MOUNTED ............................................................4OXYGEN PRESSURE - CORRECT RANGE...........................................................................4OXYGEN PRESSURE READING ADJUSTMENTS: ................................................................4

ENGINES....................................................................................................................................4

EICAS ENGINE INSTRUMENT SETTING INDICATORS ........................................................4EGT AND THRUST MAXIMUM ...............................................................................................4ENGINE INDICATING AND CREW ALERTING SYSTEM (EICAS) .........................................4CONTINUOUS ENGINE IGNITION .........................................................................................4OIL PRESSURE......................................................................................................................5OIL QUANTITY .......................................................................................................................5OIL TEMPERATURE...............................................................................................................5REVERSE THRUST................................................................................................................5RPM - MAXIMUM ALLOWABLE..............................................................................................5STARTER ENGAGEMENT LIMITATIONS ..............................................................................5

FIRE PROTECTION ...................................................................................................................5

CARGO FIRE PROTECTION ENVELOPE ..............................................................................5

FUEL ..........................................................................................................................................6

FUEL CAPACITY ....................................................................................................................6FUEL IMBALANCE - MAXIMUM LIMITS .................................................................................6FUEL JETTISON.....................................................................................................................6FUEL LOADING ......................................................................................................................6FUEL TEMPERATURE ...........................................................................................................6FUEL USAGE..........................................................................................................................7LANDING FUEL - MINIMUM ALLOWABLE .............................................................................7

4 - 2 SPECIFICATIONS AND LIMITATIONS


HYDRAULICS.............................................................................................................................8

AUTO-BRAKE SYSTEM..........................................................................................................8FLAPS/SLATS EXTENSION ALTITUDE - MAXIMUM..............................................................8HYDRAULIC QUANTITY - MINIMUM......................................................................................8INFLIGHT SPOILERS .............................................................................................................8TIRE PRESSURE....................................................................................................................8TIRE PRESSURE ADJUSTMENTS.........................................................................................8

ICE AND RAIN............................................................................................................................8

ANTI ICE SYSTEMS ...............................................................................................................8ENGINE ANTI-ICE ..................................................................................................................8KNOWN ICING CONDITIONS .............................................................................................. 10RAIN REPELLENT ................................................................................................................ 10APU STARTER LIMITATIONS .............................................................................................. 10

PNEUMATICS ..........................................................................................................................10

AVIONICS/EQUIPMENT COOLING (GROUND OPERATIONS) ........................................... 10PRESSURIZATION - CABIN DIFFERENTIAL LIMITS........................................................... 11

AUTOLAND / INSTRUMENT LANDING SYSTEM ...................................................................11

AUTOLAND/INSTRUMENT LANDING SYSTEM................................................................... 11AUTOLAND - FLAP SETTING LIMITS .................................................................................. 11AUTOLAND - APPROACH GLIDESLOPE SLOPE LIMITS.................................................... 11

SPEEDS ...................................................................................................................................12

MAXIMUM TURBULENT AIR PENETRATION SPEED ......................................................... 12STALL SPEEDS.................................................................................................................... 14STRUCTURAL WEIGHTS..................................................................................................... 14

GENERAL LIMITATIONS.........................................................................................................14

CERTIFICATION STATUS .................................................................................................... 14FLIGHT CREW REQUIREMENTS ........................................................................................ 14FLIGHT LOAD ACCELERATION LIMITATIONS.................................................................... 14PRESSURE ALTITUDE - MAXIMUM..................................................................................... 14RUNWAY SLOPE LIMITATIONS .......................................................................................... 14

MINIMUM TURNING RADIUS ..................................................................................................15

MINIMUM TURNING RADIUS: .............................................................................................. 15



PERFORMANCE REQUIREMENTS AND LIMITATIONS

OVERVIEW: The following list of items have been accumulated from the aircraft manufacturer’sknown limitations and requirements for operating the 747-400 aircraft, as well as from industryoperators of the 747-400 and regulatory bodies responsible for the safe operation civil aircraft.This body of knowledge is brought together in this section in order to condense the variousaircraft requirements and performance limitations to a single reference for crew use.

The following list of items is not considered to be conclusive of all operating conditions, andcrews should use sound judgment and Standard Operating Principles to ensure the safeoperation of the aircraft.

The following list is organized alphabetically by major subject matter.

AVIONICS

Autoland - Maximum Wind ComponentMaximum Wind Component Wind Speed

True Headwind Component 25 KnotsTrue Tailwind Component 10 KnotsMaximum Crosswind Component 25 KnotsMaximum One Engine-Out Crosswind 5 KnotsMaximum CAT III Autoland Crosswind 10 Knots

Autopilot - Minimum Altitude to EngageAfter Takeoff Autopilot Engagement 250ft [76 meters] AGL or greaterNon-Precision Approach No Lower Than 360ft [110 meters] AGLILS Approach, Single Autopilot Okay down to 50ft [15 meters] below DH/MDA,

but not less than 50ft [15 meters] AGL.

Inertial Reference System (IRS)• The inertial Reference System is capable of providing magnetic heading and track

information between 73° North Latitude and 60° South Latitude while in NAV mode.• Crews are cautioned against operating in darkness or IFR conditions into airports north of

73° North Latitude or airports south of 60° South Latitude if the airport navigation aids arereferenced to Magnetic North, as this will result in dangerously unreliable navigation data.



EMERGENCY EQUIPMENT

Emergency Escape Slides - Door Mounted• Whenever passengers are carried, all door mounted evacuation slides must be armed and

engaged prior to taxi, and must remain so until the aircraft is being prepared for passengerdeplaning.

Oxygen Pressure - Correct RangeCrew Oxygen System 1,650 psiPassenger Oxygen System 1,600 psiPortable Oxygen Bottles 1,600 psi

Oxygen Pressure Reading Adjustments:• Temperature > 70°F: Add 3 psi per 1°F above 70°F

[Temperature > 21°C: Add 6 psi per 1°C above 21°C]

• Temperature < 70°F: Subtract 3 psi per 1° below 70°F[Temperature <21°C: Subtract 6 psi per 1°C below 21°C]

ENGINES

EICAS Engine Instrument Setting IndicatorsMaximum N1 Engine Operating Limitation REDMaximum Allowable Thrust (Cautionary) AMBERCurrent/Normal Thrust Settings WHITE/GREEN

EGT and Thrust Maximum

Engine Activity Time LimitEICAS Marking

Color EGT (°C)Ground Start 40 Sec Red Bar 870°CTakeoff. G/A 5 min Red Bar 960°CMax. Continuous EGT None Amber Bar 925°CStandard Flight EGT None White/Green 750°C

Engine Indicating and Crew Alerting System (EICAS)• If EICAS displays limit bars which are more conservative than the above book settings,

crews must observe the EICAS limits. EICAS limits are determined based on currentatmospheric and altitude conditions.

• Crews are advised not to blank the engine vibration display during takeoff, as this mayprovide an early indication of engine imbalance and or impending engine failure.

Continuous Engine Ignition• Continuous Ignition should be selected ON during inflight encounters with heavy

precipitation, and during severe turbulence. Continuous Ignition should be ON as a safetyconcern during takeoff and landing if birds are present in the airport vicinity.



Oil PressureMinimum Idle: 10

Other than Idle: 20Oil QuantityMinimum Before Engine Start 22 Quarts

Oil TemperatureEngine Activity Time Limit Temperature (°C)Maximum Continuous None 160°CMaximum Temporary 15 Min 175°CMaximum for Setting Takeoff Thrust N/A 50°C

Reverse ThrustFlight Condition Permissible Use of Reverse ThrustIn Flight ProhibitedOn Landing Rollout while still >80kts Full Reverse until 80kts, then reduce to idle.On Landing Rollout <80kts. Idle only.Power Back from Gate or Parking Prohibited per engine manufacturer.

RPM - Maximum AllowableN1 117.5%N2 112.5%

Starter Engagement LimitationsStarter Engagement Activity Required Cooling TimeStarter Engagement <=5 Minutes Until Engine De-spools to 0 RPM N2Starter Engagement =>5 Minutes Time Equal to Starter ON time (ex 6min=6min)

• Maximum Continuous Starter Engagement Limit: 15 Minutes without cooling.• Maximum Starter Re-Engagement RPM: 20% N2

FIRE PROTECTION

Cargo Fire Protection EnvelopeMaximum Recommended Flight Time fromSuitable Airport to ensure Cargo Fireprotection.

180 Min



FUEL

Fuel Capacity Pounds KgsOutboard Wing Tanks (Tanks 1 and 4) (each) 29,100lbs 13,200 kgInboard Wing Tanks (Tanks 2 and 3) (each) 83,800lbs 38,011kgReserve Tanks (Left and Right) (each) 8,800lbs 3,991kgStabilizer Tank 22,900lbs 10,387kgCenter Tank 119,500lbs 54,204kgTOTAL FUEL 386,000lbs 175,087kg

• These are structurally limited fuel quantities which can only be achieved with extremely highdensity fuel.

Fuel Imbalance - Maximum Limits Pounds KgsMaximum Allowable Fuel Weight Difference Between OutboardTanks 1 & 4

3,000lbs 1,361kg

Maximum Allowable Fuel Weight Difference Between InboardTanks 2 & 3

6,000lbs 2,722kg

Maximum Allowable Fuel Weight Difference Between Inboard andOutboard Tanks after Reaching ‘Fuel Tank to Engine’ Condition

6,000lbs 2,722kg

• Fuel Imbalance Warnings may not appear on EICAS until after limit is exceeded.

Fuel Jettison• Do not attempt to Jettison fuel with flaps in transit between 1° and 5°• Ensure fuel jettison is completed prior to selecting flaps to 25° or 30° to ensure proper FMC

calculated landing weights.

Fuel Loading• Load inboard and outboard wing tanks equally or within balance limits• Once outboard wing tanks are full, load inboard wing tanks.• Once all wing tanks are full, load reserve tanks.• After all wing and reserve tanks are full, load center tank.• While initially loading fuel into the center tank, note should be taken of the aircraft balance

and tip limits, with fuel being stored in the stabilizer tank in conjunction with the center tankwhenever balance limits permit.

Fuel TemperatureFuel Type Minimum MaximumJet A -37 +49JP5 -43 +49Jet A-1 -44 +49

• If fuel temperature approaches minimum temperature in flight, crews should consider a flightlevel change to warmer altitudes, or increasing speed to increase TAT.

• After bringing fuel temperature up to, or above minimum temperatures, crews shouldcarefully asses the use of higher, colder altitudes for flight.

• In cases where the fuel temperature indicator is inoperative, the fuel tank temperature shouldbe considered to equal True Air Temperature.



Fuel UsageFuel Tank Condition Required Crew Action FSMC Logic ResultAll Tanks Full Select all Valve and

Pump switches ON.When Flaps Extended:FSMCs close crossfeed valves 2 &3. Override pumps fuel engines 1 &4, main tank pumps fuel engines 2 &3.

When Flaps Retracted:FSMCs open crossfeed valves 2 &3. Override pumps in center tankfuel all engines.

Center Tank <=36,287 Kgs None FSMCs activate transfer fromstabilizer tank to center tank(inhibited on ground). Overridepumps in center tank fuel allengines.

Stabilizer Tank Empty.EICAS message ‘FUEL PUMPSTAB’ is displayed and lowpressure lights are illuminated.

Confirm Tankquantities. Select bothStabilizer pumpswitches OFF.

Override Pumps in center tankprovide fuel to all four engines.

Center tank quantity reaches907 Kgs:EICAS message ‘FUEL OVRDCTR’ is displayed and lowpressure lights illuminate.

Confirm Tankquantities. Select bothCenter pump switchesOFF.

A scavenge pump operatesautomatically to transfer remainingfuel in center tank to main tank 2.(Inhibited on ground.)

FSMCs activate override pumps 2 &3. Main tank 2 fuels engines 1 & 2.Main tank 3 fuels engines 3 & 4.

Main Tank 2 or 3 quantityreaches 18,144 Kgs:

None FSMCs activate transfer fromreserve tanks 2 & 3 to associatedmain tanks.

Main Tank 2 quantity is equalto or less than main tank 1, ormain tank 3 is equal to or lessthan main tank 4:EICAS message ‘FUELTANK/ENG’ is displayed.

Confirm tank quantities.Select override pumpswitches OFF andcrossfeed switches 1 &4 OFF.

Main tank pumps fuel associatedengines until engine shutdown.

Landing Fuel - Minimum AllowableFuel On Board at Touchdown (Ensures adequate boost pump coverage.) 2,000lb 924kgFuel to Execute a Go-Around 4,800lb 2,176kgExpected Fuel Quantity Indicator Error (Max designed indicator error.) 2,450lb 1,100kgMinimum Desired Landing Fuel Total 9,250lb 4,200kg

• Minimum Desired Landing Fuel Total: Ensures a safe quantity of fuel on board at the timethe aircraft crosses the runway threshold. This is a worst case scenario considered withmaximum fuel quantity indicator error. Does not include fuel minimums required by FederalAviation Regulations and sound flight planning.



HYDRAULICS

Auto-Brake System• Use manual braking when anti-skid is inoperative or upon any indication of system fault.

Flaps/Slats Extension Altitude - MaximumMaximum Allowable Extension Altitude 20,000ft [6,100 M]

Hydraulic Quantity - MinimumMinimum Hydraulic Quantity at Dispatch Time 72% of system capacity

Inflight SpoilersVisual Meteorological Conditions Not recommended below 1,000ft [305 M] AGL.Instrument Meteorological Conditions Use not recommended after FAF

Tire PressureNose Gear Tires 195 - 205 psiMain Gear Tires 205 - 215 psi

• Tire mounted pressure indicators are only valid for pressure readings after tires, brakes andwheels have cooled to ambient temperature (allow approximately 1hr after parking for anormal landing, 2hrs after a hard braking condition.)

• Tire pressure requirements are based upon the design structural limit weight of the aircraft.

Tire Pressure Adjustments• Temperature >70°F: Add 1 psi per 3°F above 70°F

[Temperature >21°C: Add 2 psi per 3°C above 21°C]

• Temperature <70°F: Subtract 1 psi per 3°F below 70°F[Temperature <21°C: Subtract 2 psi per 3°C below 21°C]

ICE AND RAIN

Anti Ice Systems• Engine and Wing Anti-Ice systems should not be operated when OAT >10°C during ground

operations, or when TAT >=10°C during flight.

Engine Anti-Ice• Engine anti-ice must be selected ON during all ground and flight operations when icing

conditions exist or are anticipated.• Engine anti-ice does not need to be used during climb and cruise segments when the

temperature is less than -40°C SAT.• Engine anti-ice must be activated prior to, and operated during a descent in icing conditions.

Engine anti-ice should be activated even if the temperature falls below -40°C SAT during thedescent.

• During ground operations lasting more than ten minutes in icing conditions, engine anti-icecapabilities must be reinforced by momentarily selected a thrust setting of 50% N1 for each



engine (separately). Use caution for jet blast and FOD dangers associated with accumulatedice or snow on taxiways and runways.



Known Icing Conditions• Icing conditions are said to exist for taxi, takeoff and landing operations when:Outside Air Temperature 10°C (50°F) or below

and/or:

• Visible moisture of any form is present (clouds, fog, visibility of 1 mile or less, snow, rain,sleet or ice crystals).

• Standing water, snow, slush or ice accumulations are present in a form which may beingested by the engines or freeze to nacelles, blades or sensors.

• Icing conditions are said to exist in flight when:Total Air Temperature 10°C (50°F) or below

and:

• Visible moisture of any form is present (clouds, fog, visibility of 1 mile or less, snow, rain,sleet or ice crystals).

Rain Repellent• Do not apply repellent to a dry windshield. If repellent is inadvertently discharged onto

window, do not activate windshield wipers. Allow repellent to disperse in the aircraftslipstream.

• Apply repellent only in rain or snow conditions which restrict forward visibility through thecockpit windscreen.

• Crews are required to make appropriate logbook entries if rain repellent is used in flight.

APU Starter LimitationsTime off between APU start attempts 1 Minute

PNEUMATICS

Airplane altitude vs. Cabin Altitude

Avionics/Equipment Cooling (Ground Operations)OAT °F (°C) Cooling Required94 to 105°F[34° to 41°C]

At least one air conditioning pack or equivalentground cooling equipment operating, or at leastone forward and one aft entry doors open onopposite sides of the aircraft.

106 to 120°F[41° to 49°C]

At least on air conditioning pack or equivalentground cooling equipment operating.

Greater than 120°F [49°C]

Two air conditioning packs or equivalentground cooling equipment operating.



Pressurization - Cabin Differential LimitsTakeoff and Landing 0.11 psiMax Differential – Operating 9.4 psiMax Differential - During Climb 9.4 psi

AUTOLAND / INSTRUMENT LANDING SYSTEM

Autoland/Instrument Landing System

EquipmentCAT IIIbAutolandLand 3

CAT IIIaAutolandLand 3

CAT IIAutolandLand 2

CAT I

Autopilots 3 CMD 3 CMD 2 CMD1 Flight

Director or1 Autopilot

Electronic ADIs 2 2 2 1 for PilotFlying

ILS Deviation Indicator 2 2 2 1Radar Altitude Readout with DH 2 2 2 Not RequiredAFDS Mode annunciation 2 2 2 Not RequiredMissed Approach AttitudeGuidance

Required Required Not Required Not Required

Autoland Status Annunciators 2 2 1 for PilotFlying

Not Required

IRUs (in NAV mode) 3 3 2 Not RequiredAutothrottle 1 1 Not Required Not RequiredAC Electric Power Source 2 2 2 Not RequiredHydraulic Systems 3 3 3 2Rollout Guidance Required Not Required Not Required Not RequiredAutobrakes Required Not Required Not Required Not RequiredWindshield Wipers 2 2 2 Not RequiredMarker Beacons* 1 1 1 Not RequiredReversers 2 Not Required Not Required Not RequiredOperative Engines 3 3 2 1Antiskid Required** Not Required Not Required Not Required

*If approach to be flown requires Marker beacon use to determine DH or AH** If RVR is below 600ft [180 Meters.]

Autoland - Flap Setting Limits• Autoland is only approved for settings of flap 25 or flap 30.

Autoland - Approach Glideslope Slope LimitsMinimum Glideslope Angle 2.50°Maximum Glideslope Angle 3.25°



SPEEDS

VA - Design Maneuvering Speed (KIAS/ Mach)Sea Lvl 10,000ft

[3000M]20,000ft[6000M]

29,000ft[9000M]

30,000ft[9000M]

34,000ft[10000M]

36,000ft[11000M]

40,000ft[12000M]

300 315 330 336/.86 - - - -

VFE - Flaps Extension Speeds - Maximum (KIAS)Flaps 1 Flaps 5 Flaps 10 Flaps 20 Flaps 25 Flaps 30

280 260 240 230 205 180

VLO / VLE - Landing Gear Limit Speeds - Maximum (KIAS / Mach)VLO - Retraction 270 KIAS / .82M

VLO - Extension 270 KIAS / .82MVLE - Extended 320 KIAS /.82M

Maximum Tire Limit Speed 204 Knots Ground Speed

VMO / MMO - Maximum Operating Limit Speeds (KIAS / Mach)20,000ft & Lower[6000M & Lower]

25,000ft[7600 M]

30,000ft[9200 M]

35,000ft[10,700 M]

40,000ft[12,200 M]

365 365/.880 340/.900 309/.900 269/.900

• VMO / MMO - Shall not be exceeded during any phase of flight.

VMCG

- Minimum Controllable Ground Speed (Same as Minimum Allowable V1 Setting)

Pres. Alt. <50F<10C

60F15C

70F21C

80F27C

90F32C

100F38C

110F43C

120F43C

130F54C

13000ft [4000 M] 106 104 101 97 -- -- -- -- --10000ft [3000 M] 108 107 104 100 98 -- -- -- --8000ft [2400 M] 110 108 107 105 100 96 -- -- --6000ft [1800 M] 113 113 112 108 105 102 97 -- --4000ft [1200 M] 117 116 116 115 110 106 102 -- --2000ft [600 M] 118 117 117 117 113 110 106 100 --S.L. 119 118 118 118 117 115 112 106 100

Maximum Turbulent Air Penetration Speed15,000ft [4600 meters] and higher altitude 290 KIAS / .780M



15,000ft [4600 meters] and lower altitude 250 KIAS



Stall SpeedsFlapPOS

GearPOS 213 231 250 268 286 304 322 340 358 376 394

0 UP 152 159 166 172 178 184 189 196 202 208 2141 UP 136 140 147 152 157 162 167 172 177 183 1895 UP 129 132 137 143 147 152 157 163 167 176 180

10 UP 124 130 134 139 143 149 153 159 163 167 17220 UP 121 126 129 134 138 143 148 152 156 163 16625 DN 116 120 125 129 134 138 142 146 152 156 16030 DN 112 116 120 123 128 132 136 140 146 150 152

• ISA Conditions

Structural Weights Pounds KgsMaximum Taxi 877,000lb 397,800kgMaximum Takeoff 875,000lb 396,893kgMaximum In-flight Landing 650,000lb 294,835kgMaximum Landing 630,000lb 285,763kgMaximum Zero Fuel 535,000lb 242,671kg

GENERAL LIMITATIONS

Certification StatusThe 747-400 is certified under the 747 Type Certificate, in the Transport Category, US FARParts 25 and 36.

Flight Crew RequirementsMinimum Captain and First Officer

Flight Load Acceleration LimitationsFlaps Up +2.5 g to -1.0 gFlaps Down +2.0 g to 0.0 g

Pressure Altitude - MaximumTakeoff and Landing 8,400ft [2,560 Meters]Operating 42,000ft [12,800 Meters]

Runway Slope LimitationsMaximum +/- 2%



MINIMUM TURNING RADIUS

Minimum Turning Radius: 47 Meters for 180º TurnConducted using a slow continuous turn with functional body gear steering. No differentialbraking during turn. Nose and Tail will turn within arc traced by wing tip.

NORMAL PROCEDURES 5 - 1


NORMAL PROCEDURES

TABLE OF CONTENTS

SUBJECT PAGE

NORMAL PROCEDURES ....................................................................................3FIRST OFFICER’S FLIGHT DECK PREFLIGHT .....................................................................3CAPTAIN’S FLIGHT DECK PREFLIGHT.................................................................................8CAPTAIN’S FLIGHT DECK PREFLIGHT.................................................................................9FINAL COCKPIT PREPARATION ......................................................................................... 10PUSHBACK AND START...................................................................................................... 11ENGINE START.................................................................................................................... 12AFTER START...................................................................................................................... 13TAXI OUT.............................................................................................................................. 13TAKEOFF.............................................................................................................................. 14AFTER TAKEOFF ................................................................................................................. 15CLIMB ................................................................................................................................... 15CRUISE................................................................................................................................. 15INITIAL APPROACH ............................................................................................................. 16FINAL APPROACH ............................................................................................................... 16TAXI IN.................................................................................................................................. 16PARKING AND SHUTDOWN................................................................................................ 17LEAVING AIRCRAFT ............................................................................................................ 17

5 - 2 NORMAL PROCEDURES

Revision – 26JUL05 DO NOT DUPLICATE PMDG 747-400AOM




NORMAL PROCEDURES

OVERVIEW: The following sets of procedures follow step by step through the processesrequired to fly the PMDG 747-400. These normal procedures are divided by major flight phaseand should provide a basic guideline for accomplishing the major procedures required duringflight. Although these checklists do not need to be removed from the manual and followed on astep by step basis, crews are encouraged to develop a pattern of behavior which ensures that allof the following steps are accomplished in the correct order and format. Use of the in flightchecklist procedures (bolded checklist steps) is required of crewmembers.

In the interest of containing operating costs, external ground power should be used during theinitial cockpit preparation. This will allow the crew to delay APU start until immediately beforedeparture. In circumstances where the quality of an external power connection is an issue, orwhen ground based aircraft cooling is not available, crews may elect to start the APU at theirdiscretion in the interest of preserving an on-time departure and passenger climate comfort.

In Cold Weather Operations crews should ensure that the cockpit has not been set up foraircraft deicing operations by ground crew. If this is determined to be the case, crews areadvised not to begin cockpit preparation until clearing their actions with the ground crew in orderto prevent damage to the aircraft or injuries to ground personnel.

FIRST OFFICER’S FLIGHT DECK PREFLIGHT(If aircraft is already powered, start below dashed line.)BATTERY SWITCH ................................................................................................................ONSTANDBY POWER SELECTOR ........................................................................................AUTOHYDRAULIC DEMAND PUMP SELECTORS ........................................................................OFFEXT PWR SWITCHES 1 & 2 (If Available).................................................................................ON If no EXT Power Available: INBD CRT SELECTOR ………………………………………………………………EICASALTERNATE FLAP SELECTOR ..........................................................................................OFFLANDING GEAR LEVER ...................................................................................................DOWNFLAP POSITION INDICATOR AND FLAP LEVER ..........................................................AGREEAPU BLEED SWITCH ...........................................................................................................OFFAPU (IF NEEDED) ...........................................................................................................START

Rotate APU selector to START, then release to ON. After APU has spooled up and is running,APU GENERATOR 1 and or 2 AVAIL lights will illuminate. Push APU GENERATOR 1 and or 2switches. Do not select or de-select both simultaneously. Verify ON light illuminates and AVAILlight extinguishes.

APU GEN SWITCHES ..............................................................................................VERIFY ONELECTRONIC ENGINE CONTROL SWITCHES NORM Verify ALTN lights extinguished and guards are closed.IRS SELECTORS ………………………………………………………OFF, then NAV, then ALIGN Set switches to NAV when IRS Align time counters reach 0 on Nav Display.



ELECTRICAL PANEL EICAS ELEC PAGE ………………………………………………………………………….DISPLAY L, R UTILITY BUS SWITCHES..............................................................................................ON Verify OFF light extinguished. BUS TIE SWITCHES ......................................................................................................AUTO Verify ISLN lights extinguished. GEN CONT SWITCHES......................................................................................................ON Verify OFF and DRIVE lights illuminated.NAV LIGHTS ..........................................................................................................................ON

For safety, Nav lights should remain illuminated whenever aircraft has functioning electrical powerprovided by APU, ground power, or engine generators. If operating only on battery power, NavLights should be selected OFF.

BATTERY .........................................................................................................................CHECKRotate the Standby Power selector to BAT and verify the BAT DISCH or BAT DISCH APUmessage appears on the EICAS and the OFF light does not illuminate. Rotate the selector toAUTO and verify the EICAS message is cleared and the OFF light does not illuminate.

HYDRAULIC PANEL: EICAS HYD PAGE ………………………………………………………………………….DISPLAY Hydraulic SYS FAULT and demand pump PRESS lights ILLUMINATED

HYD DEMAND PUMP SELECTORS 1-4 ………………………………………………………..OFF HYD ENG PUMP SWITCHES 1 - 4.......................................................................................ON

EMERGENCY LIGHTS SWITCH ………………………………………………ARMED (guard closed)

FIRE CONTROL PANEL: ENGINE FIRE SWITCHES…………………………………………………………………………..IN BTL A DISCH and BTL B DISCH lights …………………………………………..EXTINGUISHED APU BTL DISCH light ……………………………………………………………….EXTINGUISHED APU FIRE SWITCH ………………………………………………………………………………….IN CARGO FIRE DISCH light …………………………………………………………EXTINGUISHED CARGO FIRE ARM SWITCHES …………………………………………………………………OFF Verify FWD and AFT lights extinguished

ENGINE START PANEL: ENGINE START SELECTORS 1 - 4 ...........................................IN, LIGHTS EXTINGUISHED STANDBY IGNITION SELECTOR ...............................................................................NORM CONTINUOUS IGNITION SWITCH ..................................................................................OFF AUTO IGNITION SWITCH ..........................................................................................SINGLE AUTOSTART SWITCH ......................................................................................................ON

FUEL JETTISON PANEL EICAS FUEL PAGE ………………………………………………………………………….DISPLAY FUEL JETTISON SELECTOR ..........................................................................................OFF



L, R, JETTISON NOZZLE SWITCHES ...........................................OFF, NOT ILLUMINATED



FUEL PANEL:FUEL DISTRIBUTION AND TOTAL FUEL QUANTITY ................................................CHECK All XFEED Switches ………………………………………………………………………………..ON Verify VALVE lights extinguish FUEL PUMP SWITCHES .........................................................................................ALL OFF Verify PRESS lights illuminate on all eight MAIN pump switches. If APU is running, MAIN 2 AFT pump PRESS light will extinguish Verify PRESS lights are extinguished on:

MAIN2/3 OVRD PumpsCENTER L/R PumpsHORIZONTAL STAB L/R Pumps

ANTI ICE PANEL: EICAS ECS PAGE ………………………………………………………………………….DISPLAY NACELLE ANTI-ICE SWITCHES ……………………………………………………………OFF Verify VALVE lights extinguish. WING ANTI-ICE SWITCH ………………………………………………………………….OFF Verify VALVE lights extinguish. WINDOW HEAT SWITCHES ………………………………………………………………ON Verify INOP lights extinguished. WINDSHIELD WIPER SELECTORS ……………………………………………………..OFF

PAX OXYGEN SWITCH ………………………………………………………….NORM (guard closed)YAW DAMPER SWITCHES……………………………………………………………………………ON

CABIN ALTITUDE PANEL: OUTFLOW VALVES …………………………………………………………..VERIFY OPEN LANDING ALTITUDE SWITCH …………………………………………………………..AUTO OUTFLOW VALVE MANUAL SWITCHES …………………………………………………OFF CABIN ALTITUDE AUTO SELECTOR …………………………………………………..NORM

ECS Panel: PASSENGER TEMPERATURE SELECTOR ……………………………………………….AUTO FLIGHT DECK TEMPERATURE SELECTOR ………………………………………………..AUTO ZONE SYS FAULT light ……………………………………………………………EXTINGUISHED TRIM AIR SWITCH ………………………………………………………………………………..ON UPR, LWR RECIRC FAN SWITCHES ..............................................................................ON

If ground based cooling is being used during temperatures exceeding 85°F, LWR RECIRC FANshould be switched on at least 20 minutes prior to passenger boarding in order to evacuatewarmer air from lower deck E&E spaces.

AFT CARGO HEAT SWITCH …………………………………………………………………….OFF EQUIPMENT COOLING SELECTOR ………………………………………………………..NORM

If OAT is less than 70°F, set to NORM. If above 70°F, set to OVRD. HIGH FLOW SWITCH …………………………………………………………………………….OFF GASPER SWITCH ………………………………………………………………………………….ON



PNEUMATICS PANEL Pack SYS FAULT Light …………………………………………………………….EXTINGUISHED PACK SELECTORS 1, 2, AND 3 ..................................................................................NORM L, R ISLN SWITCHES ...................................................................................................OPEN Verify VALVE lights extinguished. Engine Bleed air SYS FAULT lights ……………………………………………….EXTINGUISHED APU BLEED SWITCH .......................................................................................................ON

Allow the APU to operate for at least one full minute before activating APU bleed switch. ENG BLEED SWITCHES ...................................................................................VERIFY ON

LIGHTING PANEL: COCKPIT LIGHTING …………………………………………………………………..AS DESIRED EXTERIOR LIGHTING LANDING LIGHTS INBD/OUTBD ……………………………………………………OFF RUNWAY TURN-OFF LIGHTS ……………………………………………………….OFF TAXI LIGHTS……………………………………………………………………………..OFF BEACON ………………………………………………………………………………..OFF NAV LIGHTS …………………………………………………………………..VERIFY ON STROBE …………………………………………………………………………………OFF WING LIGHTS …………………………………………………………………………..OFF LOGO LIGHTS ……………………………………………………………………………ON

SECONDARY EICAS STAT PAGE......................................................................................DISPLAYEICAS ADIVISORY/CAUTION/WARNING MESSAGES.......................................CHECK/ERASE

FMC-CDU:See FMC Guide (Chapter 12) for detailed FMC instructions.

IDENT PAGE.................................................................................................................SELECT Verify airplane model number and engine model number. Verify NAVDATA is current. (Download updates from www.navdata.at) POS INIT PAGE..............................................................................................................SELECT REFerence AIRPORT ENTER ICAO Set IRS Position ENTER UTC VERIFY ROUTE PAGE SELECT ORIGIN/DESTINATION ENTER ROUTE ENTER ACTIVATE PUSH EXEC key PUSH DEP/ARR PAGE DISPLAY Runway and SID for departure SELECT ROUTE PAGE DISPLAY SID and route VERIFY EXEC key PUSH NAV/RAD PAGE DISPLAY

http://www.navdata.at)



Navigation Radios VERIFY INIT REF PAGE DISPLAY

CENTER CONSOLE RADIOS:WEATHER RADAR AS DESIRED Note: Wx Radar Functionality not modeled.RADIO TUNING PANEL AS DESIREDAUDIO PANEL AS DESIREDAILERON AND RUDDER TRIM ..................................................................................SET ZERO

TRANSPONDER: TRANSPONDER MODE SELECTOR STANDBY ATC SWITCH TEST Verify TCAS System Test Passes. ATC SWITCH AS DESIRED

AUTOBRAKES SELECTOR RTOCLOCK VERIFY/SET AS DESIRED

CRT SELECTORS: LOWER CRT SELECTOR NORM INBOARD CRT SELECTOR NORM

GROUND PROXIMITY: Ground PROX light EXTINGUISHED Ground proximity FLAP OVERRIDE SWITCH OFF Ground proximity CONFIG/GEAR OVERRIDE SWITCH OFF Ground Proximity TERRAIN OVERRIDE SWITCH OFF

ALTERNATE FLAPS/GEAR: LANDING GEAR LEVER DOWN ALTERNATE FLAPS SELECTOR OFF ALTERNATE FLAPS ARM SWITCH OFF ALTERNATE GEAR EXTEND SWITCHES OFF

HEADING REFERENCE SELECTOR NORMSECONDARY EICAS ‘STAT’ PAGE DISPLAY Hydraulic Quantity Verify RF Not Displayed Oxygen Pressure Sufficient for Flight

EICAS CONTROL PANEL:CAUTION MESSAGES CANCEL



CAPTAIN’S FLIGHT DECK PREFLIGHTCAPTAIN’S EFIS CONTROL PANEL SET AS DESIRED

AUTOPILOT MODE CONTROL PANEL: FLIGHT DIRECTOR SWITCHES …………..…………………………………………………ON AUTOTHROTTLE ARM SWITCH .................................................................................... OFF BANK LIMIT SELECTOR........................................................................................AS DESIRED AUTOPILOT DISENGAGE BAR……………………………………………………………………UP HDG INDICATOR ............................................................................SET RUNWAY HEADING ALT INDICATOR ...............................................................SET INITIAL CLEARED ALTITUDE

FMC-CDU: ACTIVE NAVIGATION DATA CHECK POS INIT Key PUSH Present Position CHECK UTC CHECK ROUTE Line Select Key PUSH Route of Flight VERIFY INIT REF Key PUSH INDEX Line Select Key PUSH APPROACH Line Select Key PUSH FLAP/SPEED Line VERIFY BLANK INIT REF Key PUSH

CENTER CONSOLE: PARKING BRAKE SET SPEEDBRAKE LEVER DOWN REVERSE THRUST LEVERS DOWN FLAP LEVER SET Position Lever to Agree with Flap Position. FUEL CONTROL SWITCHES CUTOFF STABILIZER TRIM CUTOUT SWITCHES AUTO(Guards Closed) Stab Trim Cutout Function not modeled in this version. RADIO TUNING PANEL AS DESIRED AUDIO PANEL AS DESIRED

PASSENGER SIGNS: NO SMOKING SELECTOR AUTO or ON SEATBELTS SELECTOR AUTO or ON

CLOCK VERIFY/SET AS DESIRED

CRT SELECTORS: LOWER CRT SELECTOR NORM INBOARD CRT SELECTOR NORM



PRIMARY FLIGHT DISPLAY (Both Capt and FO): FLIGHT MODE ANNUNCIATION VERIFY Autothrottle Mode BLANK Roll Mode TO/GA Pitch Mode TO/GA Autopilot Flight Director Status FD

DISPLAYS NORMAL Verify no flags displayed. Verify no V SPD flag displayed until V-Speeds selected. HEADING BUG CHECK Verify matches AFDS MCP Window ALTIMETER SET

NAVIGATION DISPLAY (Both Captain and FO): HEADING/TRACK CHECK ROUTE DISPLAYED DISPLAY CHECK Verify no flags displayed.

FINAL COCKPIT PREPARATION

FUEL CHECK Verify Fuel Quantity in FMC-CDU, EICAS and your flight plan match.FMC ROUTE OF FLIGHT.....................................................................................................VERIFY RUNWAY, SID..............................................................................................................ENTER

On DEPARTURES pages select the runway and SID if applicable.FMC PERF INIT PAGE ZFW .............................................................................................................................ENTER RESERVES ..................................................................................................................ENTER COST INDEX ...............................................................................................................ENTER CRZ ALT.......................................................................................................................ENTERFMC THRUST LIM PAGE OAT ..............................................................................................................................ENTER THRUST RATING ........................................................................................SELECT, CHECK

Verify thrust rating N1% performance numbers are reflected on upper EICAS display.FMC TAKEOFF PAGE TAKEOFF FLAP SETTING ..........................................................................SELECT, VERIFY RUNWAY CONDITION .............................................................................ENTER WET/DRY TAKEOFF SPEEDS ................................................................................CONFIRM, VERIFYFMC VNAV CLB PAGE SPEED/TRANSITION ALT ..........................................................................................ENTER SPD/RESTR ...............................................................................................................ENTER

Enter clean maneuvering speed in the SPD/RESTR line for VNAV use below 3000 feet AGL.



MCP IAS/MACH INDICATOR ...............................................................................SET TOV2+10APU (IF NOT RUNNING) ................................................................................................START

Rotate APU selector to START, then release to ON. After APU has spooled up and is running,APU GENERATOR 1 and or 2 AVAIL lights will illuminate. Push APU GENERATOR 1 and or 2switches. Do not select or de-select both simultaneously. Verify ON light illuminates and AVAILlight extinguishes.

FUEL PUMPS AND OVERRIDE FUEL PUMPS..........................................................................ON Select Pumps ON only for tanks containing fuel.FUEL CROSSFEEDS................................................................................................................SET

If tank quantity 2 is more than 1 and tank 3 is more than 4: All crossfeeds ON.If tank quantity 2 is less\equal to 1 and tank 3 is less\equal to 4: Crossfeeds 1 & 4 OFF, Overridepumps 2 & 3 OFF

STAB TRIM ............................................................................................CHECK SET IN GREEN

SECONDARY EICAS DOORS PAGE DISPLAY Verify all doors secured.BEFORE START CHECKLIST ...................................................................................PERFORM

PUSHBACK AND START

DOORS CLOSED ............................................................................................................VERIFYPUSHBACK/START CLEARANCE ..................................................................................OBTAINBEFORE PUSHBACK CHECKLIST.............................................................................PERFORMPUSHBACK COMMUNICATIONS/GND SVC INTERCOM .............................................COMPLYHYDRAULIC DEMAND PUMP SELECTOR 4 ........................................................................AUXHYDRAULIC DEMAND PUMP SELECTORS 1-3 ................................................................AUTORED ANTI-COLLISION BEACON .....................................................................................BOTHPACK SELECTORS........................................................................................ONE ON or ALL OFFRECALL SWITCH PUSH Verify only appropriate alert messages displayed.SECONDARY EICAS ‘ENG’ DISPLAY.............................................................................DISPLAYEICAS CANCEL .................................................................................................................PUSH



ENGINE START

DUCT PRESSURE ......................................................................................................MONITORVerify that sufficient duct pressure exists for a normal engine start. Duct pressure should exceed 30 psiimmediately after ENGINE START SELECTOR is pulled. Duct pressures below this level increases theprobability of an abnormal or hot start. If duct pressure is low, close opposite side cross bleed valveSTART ENGINE NUMBER ____ .............................................................................ANNOUNCE Engines 1 & 4 and engines 2 & 3 may be started simultaneously.

AUTOSTART IN USE:FUEL CONTROL SWITCH ____ .........................................................................................RUNENGINE START SELECTOR .......................................................PULL, VERIFY ILLUMINATIONENGINE INDICATIONS ..............................................................................................MONITOR

Monitor N2 indication for engine rotation and observe oil pressure indication. Maximum motoring isreached when N2 stops increasing for five seconds. At 25% N2 or maximum motoring, whichever isless, but not less than the N2 start bar:

EICAS ENGINE INDICATIONS ..................................................................................MONITORAt approximately 50% N2:

ENG START SELECTOR ...........................................VERIFY ILLUMINATION EXTINGUISHEDAfter starter cutout and RPM stabilization of engine:START ENGINE NUMBER ____ ..................................................REPEAT FOR ALL ENGINES Engines 1 & 4 and engines 2& 3 may be started simultaneously.

MANUAL START:ENGINE START SELECTOR .......................................................PULL, VERIFY ILLUMINATIONFUEL CONTROL SWITCH ____ .........................................................................................RUN Verify N2% RPM has reached magenta start line before introducing fuel.ENGINE INDICATIONS ..............................................................................................MONITOR

Monitor N2 indication for engine rotation and observe oil pressure indication. Maximum motoring isreached when N2 stops increasing for five seconds. At 25% N2 or maximum motoring, whichever isless, but not less than the N2 start bar:

EICAS ENGINE INDICATIONS ..................................................................................MONITORAt approximately 50% N2:

ENG START SELECTOR ...........................................VERIFY ILLUMINATION EXTINGUISHEDAfter starter cutout and RPM stabilization of engine:START ENGINE NUMBER ____ ..................................................REPEAT FOR ALL ENGINES Engines 1 & 4 and engines 2& 3 may be started simultaneously.



AFTER START

APU SELECTOR ...................................................................................................................OFFIf extended delays are anticipated which may require engine shutdown, leave APU running.

HYDRAULIC DEMAND PUMP SELECTOR 4 ......................................................................AUTOENG ANTI-ICE SWITCHES ..................................................................................AS REQUIRED If <10C with visible moisture, turn Engine Anti-Ice ON.AFT CARGO HEAT AS REQUIRED

PNEUMATICS L/R ISOLATION SWITCHES .......................................................................................OPEN PACK SELECTORS 1, 2, AND 3 ..................................................................................AUTO

Ensure engines have stabilized at idle for at least 2Min prior to engaging packs.EICAS RCL SWITCH .......................................................................................................CHECKRELEASE FROM PUSHBACK/GND SVC ........................................................................VERIFYFLAPS ...................................................................................................................................SETAFTER START/TAXI CHECKLIST..............................................................................PERFORM

TAXI OUT

SECONDARY EICAS STAT DISPLAY ...........................................................................DISPLAYFLIGHT CONTROLS .......................................................................................................CHECK

Move rudder and control column through full range of motion, verify flight control range of motion bywatching the flight control indicators on the display.

SECONDARY EICAS ENG MODE .................................................................................SELECTTAKEOFF PERFORMANCE ........................................................................................CONFIRM

Verify takeoff performance speeds to determine if still acceptable. If aircraft weight changed duringboarding/departure period, ensure that PERF INIT page has been updated and is accurate.

VNAV CLB PAGE ..........................................................................................................DISPLAYCABIN CREW TAKEOFF NOTIFICATION ....................................................................PROVIDEWhen cleared onto active runwayEICAS CAUTION/ADVISORY AND STATUS MESSAGES ...............RECALL/CANCEL/CHECK

Ensure all cautionary messages have been addressed prior to takeoff.PACKS …………………………………………………………………………………..AS DESIRED/REQUIREDBEFORE TAKEOFF CHECKLIST ...............................................................................PERFORM



TAKEOFF

LANDING LIGHTS ...................................................................ON FOR INCREASED VISIBILITYSTROBE LIGHTS ...................................................................................................................ONHDG INDICATOR ..................................................................................................................SET

Set assigned departure heading or runway heading.CONTINUOUS IGNITION .......................................................................................................ONPARKING BRAKE ........................................................................................VERIFY RELEASEDTAKEOFF THRUST ..............................................................................................................SET

Takeoff thrust can be set manually, or by advancing throttles beyond 70% N1 and pressing the TO/GAbutton. If the EICAS warning CONFIG is received early in the takeoff roll, discontinue the takeoff andcorrect the problem, which will be displayed on the upper EICAS.

ENGINE INDICATIONS ...............................................................................................MONITORAIRSPEED 80 KNOTS .............................................................................................ANNOUNCEAIRSPEED V1 ...........................................................................................................ANNOUNCEAIRSPEED Vr ..........................................................................................................ANNOUNCEINITIAL CLIMB .........................................................................................................ESTABLISHPOSITIVE RATE OF CLIMB ...........................................................................................VERIFYVertical speed indicator and radio altimeter will register a positive rate of climb prior to the main gearleaving the runway. As such, crews are advised to refrain from retracting the landing gear until at least a500 feet per minute rate of climb is registered on the vertical speed indicator.GEAR ......................................................................................................................................UP



AFTER TAKEOFF

HDG MODE/L NAV MODE ..............................................................................................SELECTTurn the HDG select knob to the desired heading or reset the heading and press to activate.Alternately, push the L NAV switch and verify that L NAV is annunciated on the PFD.

AUTOPILOT....................................................ENGAGE AS DESIRED ONCE ABOVE 250 FEETFLAPS ..............................................................................................RETRACT ON SCHEDULEV NAV MODE .................................................................................................................SELECT

Verify CLB is displayed as the thrust limit on the upper EICAS display and the throttles adjust to aclimb setting. Set the IAS/MACH indicator on the MCP to at least the clean maneuvering speed.

When above 1200 feet AGL:ENG START SELECTOR ...................................................................................................AUTOANTI-ICE SWITCHES .........................................................................................................AUTOCONTINUOUS IGNITION ....................................................................................AS REQUIREDLANDING GEAR LEVER ......................................................................................................OFFPACK CONTROL SELECTORS 1, 2, AND 3 ....................................................................NORMAFTER TAKEOFF CHECKLIST .................................................................................PERFORM

CLIMB

CLEARED ALTITUDE ................................................................VERIFY SET IN MCP WINDOWWING/ENGINE ANTI-ICE .....................................................SELECT AS REQUIRED OR AUTOL NAV (IF NOT ALREADY SELECTED) .......................................................................SELECT

When cleared to resume own navigation, select L NAV and ensure that L NAV is displayed on the PFD.ECON CLB .........................................................................................................VERIFY ACTIVE

Observe ACT ECON CLB page displayed on VNAV CLB page or selected MCP speed if applicablewhen passing through 10,000 ft. Commanded speed should agree with displayed flight performance.

CABIN SIGNS .....................................................................................................AS REQUIREDWhen passing transition altitudeALTIMETERS ..........................................SET AND ANNOUNCE QNE (29.92 In Hg or 1013hPa)After passing FL180LANDING LIGHTS .................................................................................................................OFF

CRUISE

LEVEL OFF .................................................................................................................PERFORMFLIGHT PROGRESS, PERFORMANCE AND NAVIGATION .......................................MONITORFUEL SYSTEM ............................................................................................................MONITORARRIVALS PROCEDURE ......................................................................ENTER AS REQUIRED

On ARRIVALS page, enter as much of the expected arrival procedure as possible. Verify routing usingthe MAP mode on the ND.



INITIAL APPROACH

ATIS ...............................................................................................................................OBTAINAPPROACH BRIEFING ........................................................................................ACCOMPLISHDH AND MDA BUGS ........................................................................................CHECK AND SETLANDING DATA ..............................................................................................CHECK AND SET

Determine correct REF speed for the planned landing weight and flap setting. Verify values againstFMC computed values, the adjust or accept FMC computed figures.

SEATBELT SELECTOR ..........................................................................................................ONEICAS RECALL ................................................................................................................CHECKAUTOBRAKES SELECTOR ................................................................................AS REQUIRED

See landing techniques section for detailed information regarding the use of the autobrakes.At FL180:WING LIGHTS .....................................................................................................AS REQUIREDWhen passing through transition level:ALTIMETERS ..................................................................................SET AND ANNOUNCE QNHFLAPS ..................................................................................................................AS REQUIRED

Expect varying speed vectors during the approach phase of the flight. When a flap level is selected, setMCP speed to the flap maneuver speed +10 knots. Do not use the flaps as air brakes to slow theaircraft; rather, slow the aircraft using appropriate throttle input and extend the flaps according to theflap deployment schedule displayed on the PFD.

APPROACH CHECKLIST ...........................................................................................PERFORM

FINAL APPROACH

AUTOFLIGHT SYSTEMS .....................................................................................AS REQUIREDLOCALIZER CAPTURE ...................................................................ANNOUNCE AS REQUIREDLANDING GEAR ........................................................................................DOWN AND VERIFYSPEED BRAKE ....................................................................................................................ARMFINAL APPROACH CHECLIST .................................................................................PERFORMGLIDE SLOPE CAPTURE ................................................................ANNOUNCE AS REQUIREDMCP MISSED APPROACH ALTITUDE .................................................................................SETAUTOFLIGHT SYSTEM (AS REQUIRED) ....................................................................MOINTORAUTOLAND OPERATION (IF USED) ...........................................................................MONITOR

TAXI IN

SPOILERS ................................................................................................VERIFY RETRACTEDAUTO BRAKES SELECTOR .................................................................................................OFFWhen clear of the active runway:LANDING LIGHTS .................................................................................................................OFFWHITE ANTI-COLLISION LIGHTS .......................................................................................OFFAUTOTHROTTLE ARM SWITCH .........................................................................................OFFFLIGHT DIRECTOR SWITCH ..............................................................................................OFF



FLAPS .........................................................................................................................RETRACTSTABILIZER TRIM ..........................................................................................................4 UNITSWEATHER RADAR ................................................................................................................OFFAPU ......................................................................................................................AS REQUIREDENGINE AND WING ANTI-ICE SWITCHES .........................................................................OFF

PARKING AND SHUTDOWN

PARKING BRAKE .................................................................................................................SETSEATBELT SELECTOR ........................................................................................................OFFENGINE BLEED SWITCHES ................................................................................................OFFObserve VALVE lights illuminateIf APU OFF Perform Next Line:GROUND/EXTERNAL POWER GEN ................................................WHEN AVAIL, SELECT ONIf APU ON Perform Next Line:APU GEN CTRL SWITCHES 1 AND 2 ......................................................................SELECT ONAfter completing APU ON/APU OFF sections from above:FUEL CONTROL SWITCHES 1, 2, 3, 4 (IN ORDER) ....................................................CUTOFFHYDRAULIC PUMPS ...........................................................................................................OFFFUEL PUMP SWITCHES .....................................................................................................OFFRED ANTI-COLLISION LIGHT SWITCH ...............................................................................OFFEXTERIOR LIGHTS ...........................................................................................AS REQUIREDSECONDARY EICAS STATUS DISPLAY ........................................................................SELECTEQUIPMENT COOLING SELECTOR ....................................................................................SET

If OAT is less than 70°F, set to NORM. If above 70°F, set to OVRD.PNEUMATICS PANEL APU BLEED SWITCH .......................................................................................................ON L AND R ISLN SWITCHES ............................................................................................OPENPARKING CHECKLIST ..............................................................................................PERFORM

LEAVING AIRCRAFT

PNEUMATIC PANEL PACK SELECTORS ........................................................................................................OFF UPR AND LWR RECIRC FANS ........................................................................................OFF APU BLEED SWITCH ......................................................................................................OFFAPU SELECTOR ..................................................................................................................OFF Allow APU to run without bleed or generator load for at least 1 minute before shutting down.STBY POWER SELECTOR ...................................................................................................OFFBAT SWITCH .......................................................................................................................OFF

ABNORMAL PROCEDURES QRH 6 - 1


ABNORMAL PROCEDURES

BY EICAS MESSAGE BY EICAS MESSAGE

TABLE OF CONTENTS(Alphabetic by EICAS Message)

SUBJECT PAGEAILERON LOCKOUT ……………………………………………………………….…………….6-34AIR/GND SYSTEM …………………………………………………………..………………6-52>AIRSPEED LOW ………………………………………………………..………………6-54>ALT CALLOUTS ………………………………………………………..………………6-54ALT DISAGREE ………………………………………………………..…………………6-36>ALTITUDE ALERT ………………………………………………………..………………6-54>ANTI-ICE NAC ………………………………………………………..…………………6-27>ANTI-ICE WING ………………………………………………………..…………………6-27ANTISKID ………………………………………………………..………………6-52ANTISKID OFF ………………………………………………………………..............…6-52>ATTITUDE ………………………………………………………..…………………6-36AUTOBRAKES …………………………………………………………………..………..6-52>AUTOPILOT ………………………………………………………..…………………6-29>AUTOPILOT DISC ………………………………………………………..…………………6-29>AUTOTHROT DISC ………………………………………………………..…………………6-29>BARO DISAGREE ………………………………………………………..…………………6-36>BAT DISCH APU ………………………………………………………..…………………6-30>BAT DISCH MAIN ………………………………………………………..…………………6-30>BATTERY OFF ………………………………………………………..…………………6-30BLEED 1, 2, 3, 4 ……………………………………………………………..…………………6-20BLEED DUCT LEAK L, C, R ……….………………………………………………………………6-21BLEED HP ENG 1, 2, 3, 4 ………………………………………………………..…………………6-22>BLEED ISLN APU ………………………………………………………..…………………6-22BLEED ISLN L, R ………………………………………………………..…………………6-22>BLEED 1, 2, 3, 4 OFF ………………………………………………………..…………………6-22BLEED 1, 2, 3, 4 OVHT/PRV ………………………………………………………..……………6-23>BODY GEAR STRG ………………………………………………………..………………6-53>BOTTLE LOW APU ………………………………………………………………………….6-13>BOTTLE LOW L ENG A, B ………………………………………………………………………….6-13>BOTTLE LOW R ENG A, B ………………………………………………………………………..6-13BRAKE LIMITER ………………………………………………………..………………6-53>BRAKE SOURCE ………………………………………………………..………………6-53BRAKE TEMP …………………………………………………………………......……………..6-53CABIN ALITITUDE ………………………………………………………………...………………..6-7>CARGO DET AIR ………………………………………………………………………….6-13>CGO BTL DISCH ………………………………………………………………………….6-13>CONFIG FLAPS ………………………………………………………..………………6-54>CONFIG GEAR ………………………………………………………..………………6-54>CONFIG GEAR CTR ………………………………………………………..………………6-54>CONFIG PARKING BRK ………………………………………………………..………………6-54>CONFIG SPOILERS ………………………………………………………..………………6-54>CONFIG WARNING SYS ………………………………………………………..………………6-54>DET FIRE APU ………………………………………………………………………….6-13>DET FIRE/OHT 1, 2, 3, 4 …………………………………………………………………….6-13

6 - 2 ABNORMAL PROCEDURES QRH

Revision - 26JUL05 DO NOT DUPLICATE PMDG 747-400 AOM

DOOR FWD CARGO ……………………………………………………………..…………………6-19DOOR AFT CARGO ……………………………………………………………..…………………6-19DOOR ENTRY L, R 1, 2, 3, 4, 5 ………………………………………………..…………………6-19DOOR L, R UPPER DK ………………………………………………..…………………6-19>DRIVE DISC 1, 2, 3, 4 ………………………………………………………..…………………6-30E/E CLNG CARD ………………………………………………………..…………………6-23ELEC AC BUS 1, 2, 3, 4 ………………………………………………………...………………….6-31ELEC BUS ISLN 1, 2, 3, 4 …………..……………………………………………...………………6-31ELEC DRIVE 1, 2, 3, 4 ……………………………………………………………..……………….6-32ELEC GEN OFF 1, 2, 3, 4 …………….…………………………………………...………………..6-32>ELEC SSB OPEN ………………………………………………………..…………………6-32ELEC UTIL BUS L, R ………………………………………………………....………………….6-32>EMER LIGHTS ……………………………………………………………..…………………6-18ENG 1, 2, 3, 4 AUTOSTART …………………………………………………...……………………...6-5>ENG 1, 2, 3, 4 CONTROL …………………………………………………...……………………...6-5ENG 1, 2, 3, 4 EEC MODE …………………………………………...……………………................6-6ENG 1, 2, 3, 4 FAIL ……………………………………………………………………………………6-6ENG 1, 2, 3, 4 FUEL FILTER ………………………………………………………………………6-7ENG 1, 2, 3, 4 FUEL VALVE ………………………………………………………………………6-7>ENG 1, 2, 3, 4 LIM PROT ……………………………………………………………………………..6-7ENG 1, 2, 3, 4 LOW IDLE ……………………………………………………………………………..6-7ENG 1, 2, 3, 4 OIL FILT ………………………………………………………………………………6-8ENG 1, 2, 3, 4 OIL PRESS ………………………………………………………...………………….6-8ENG 1, 2, 3, 4 OIL TEMP …………….……………………………………………...………………..6-8ENG 1, 2, 3, 4 REVERSER …………………………………………………………………………..6-9>ENG 1, 2, 3, 4 RPM LIM …………………………………………………………………………..6-9>ENG 1, 2, 3, 4 SHUTDOWN ………………………………………………………………………….6-9ENG 1, 2, 3, 4, START VLV ………………………………………………………………………….6-9>ENG CONTROLS …………………………………………………...…………………...6-5ENG IGNITION ……………………………………………………………………………………..6-7EQUIP COOLING ………………………………………………………………....………………..6-23>IDLE DISAGREE …………………………………………………………………………………..6-10FIRE APU ……………………………………………………………………….....…………..6-14FIRE CARGO AFT ……….……………………………………………………………………….6-14FIRE CARGO FWD ………………………………………………………………………….6-15FIRE ENG 1, 2, 3, 4 ……………..………………………………………………..………………….6-15FIRE WHEEL WELL ………………………………………………………………..…………………6-16FLAPS CONTROL ………………………………………………………………...…………………..6-34FLAPS PRIMARY ………………………………………………………………....…………………..6-35>FMC MESSAGE ………………………………………………………..…………………6-37FUEL IMBAL 1-4 ………………………………………………………..…………………6-39FUEL IMBAL 2-3 ………………………………………………………..…………………6-39FUEL IMBALANCE ………………………………………………………..…………………6-39>FUEL JETT A, B ………………………………………………………..…………………6-39FUEL JETT SYS ………………………………………………………..…………………6-40FUEL OVRD 2, 3 AFT, FWD ………………………………………………………..………………6-41FUEL OVRD CTR L, R ………………………………………………………..………………6-41FUEL PRESS ENG 1, 2, 3, 4 ………………………………………………………..………………6-42FUEL PUMP 1, 4 AFT, FWD ………………………………………………………..………………6-43FUEL PUMP 2, 3 AFT, FWD ………………………………………………………..………………6-43FUEL PUMP STAB L, R ………………………………………………………..………………6-42FUEL QTY LOW ………………………………………………………..………………6-44FUEL RES XFR 2, 3 ………………………………………………………..………………6-44FUEL STAB XFR ………………………………………………………..………………6-44>FUEL TANK/ENG ………………………………………………………..………………6-45>FUEL TEMP LOW ………………………………………………………..………………6-45



FUEL TEMP SYS ………………………………………………………..………………6-45FUEL X FEED 1, 4 ………………………………………………………..………………6-45FUEL X FEED 2, 3 ………………………………………………………..………………6-46GND PROX SYS ………………………………………………………..………………6-55>GPS ………………………………………………………..…………………6-37HEAT L, R AOA ………………………………………………………..…………………6-27HEAT L, R TAT ………………………………………………………..…………………6-27HEAT P/S CAPT, F/O ………………………………………………………..…………………6-27HEAT P/S L, R AUX ………………………………………………………..…………………6-27HEAT WINDOW L, R ………………………………………………………..…………………6-27HYD CONTROL 1, 4 ………………………………………………………..………………6-47HYD OVHT SYS 1, 2, 3, 4 ……………………………………………………….………………….6-47HYD PRESS DEMAND 1, 2, 3, 4 ………….……………………………………...…………………6-49HYD PRESS ENG 1, 2, 3, 4 ……………………………………………………....………………….6-51HYD PRESS SYS 1, 2, 3, 4 ……………………………………………………..…………………..6-49HYD QTY LOW 1, 2, 3, 4 ………………………………………………………..………………6-51>IDLE DISAGREE ……………………………………………………………………………………6-10>IRS AC CENTER, LEFT, RIGHT ………………………………………………………..………6-37IRS CENTER, LEFT, RIGHT ………………………………………………………..………………6-37>IRS DC CENTER, LEFT, RIGHT ………………………………………………………..………6-37>IRS MOTION ………………………………………………………..…………………6-38>JETT NOZ ON ………………………………………………………..………………6-46>JETT NOZ ON L, R ………………………………………………………..………………6-46>JETT NOZZLE L, R ………………………………………………………..………………6-46LANDING ALT ……………………………..……………………………………...………………….6-23NAI VALVE 1, 2, 3, 4 ………………………………………………………..…………………6-28>NO AUTOLAND ………………………………………………………..…………………6-29>NO LAND 3 ………………………………………………………..…………………6-29OUTFLOW VALVE L, R ………………………………………………………..…………………6-24>OVERSPEED ………………………………………………………..………………6-55OVHT ENG 1, 2, 3, 4 NAC ………………………………………………….............……………….6-16PASS OXYGEN ON …………………………………………………………..…………………6-18PACK 1, 2, 3 ………………………………………………………………….........………………6-24PACK CONTROL ………………………………………………………..…………………6-25>SCAV PUMP ON ………………………………………………………..………………6-46SPEEDBRAKE AUTO ………………………..……………………………………………………….6-35>SPEEDBRAKES EXT ………………………………………………………..…………………6-35STARTER CUTOUT 1, 2, 3, 4 ………………………………………………………………………6-11>STBY BUS APU ………………………………………………………..…………………6-33>STBY BUS MAIN ………………………………………………………..…………………6-33TEMP CARGO HEAT ………………………………………………………..…………………6-25TEMP ZONE ………………………………………………………..…………………6-25TRANSPONDER L, R ………………………………………………………..…………………6-38>TRIM AIR OFF ………………………………………………………..…………………6-26WAI VALVE LEFT, RIGHT ………………………………………………………..…………………6-28>X FEED CONFIG ………………………………………………………..………………6-46>YAW DAMPER LWR, UPR ……………………………………………………..…………………6-35



ABNORMAL PROCEDURES BY FAILURE TYPE BY FAILURE TYPE

TABLE OF CONTENTS(Alphabetic by Failure Type)

SUBJECT PAGEDEPRESSURIZATION ………………………………………………..…………………6-18ENGINE FAILURE/FLAMEOUT ……………………………………………………………………..6-6ENGINE FIRE ………………………………………………………………………………………6-12ENGINE LIMIT/SURGE/STALL ……………………………………………………………………6-10ENGINE SHUTDOWN ………………………………………………………………………………6-6ENGINE IN FLIGHT START ………………………………………………………………………..6-10EQUIPMENT COOLING ……………………………………………………………………………..6-23EVACUATION ………………………………………………..…………………6-18FIRE APU ………………………………………………………………………………………..6-14FIRE IN ENGINE …………………………………………………………………………………….6-15FIRE WHEEL WELL …………………………………………………………………………………6-16FUEL LEAK (SUSPECTED) IN FLIGHT ……………………………………………………………6-40LOSS OF PRESSURIZATION ………………………………………………..…………………6-18MULTIPLE ENGINE FAILURES ………………………………………………………………….6-6PASSENGER EVACUATION ………………………………………………..…………………6-18REVERSER UNLOCKED ……………………………………………………………………………6-11SMOKE/FUMES IN AIR CONDITIONING ………………………………………………………..6-17SMOKE/FUMES/FIRE ELECTRICAL ………………………………………………..……………6-17TWO ENGINES INOPERATIVE …………………………………………………………………….6-6



ENG 1,2,3,4 AUTOSTART

Condition: Autostart system has failed to start the engine, or fault detected in autostartsystem, or start parameters exceeded, or EGT rising rapidly approaching limitduring manual start.

CREW ACTION:FUEL CONTROL SWITCH ………………………………………………………………..CUTOFF

If on the ground: If Engine Start Light extinguished: Allow N2 to decrease below 20% AUTOSTART SWITCH ……………………………………………………….OFF (Allows Engine Motoring) ENGINE START SWITCH ………………………………………………..PULL Motor Engine for 30 seconds. ENGINE START SWITCH ………………………………………………………IN

Do not accomplish the following checklists: AUTOSTART OFF ENGINE SHUTDOWN

>ENGINE 1, 2, 3, 4 CONTROL

Condition: Electronic Engine Control (EEC) system fault present.

CREW ACTION:Monitor engine performance.

>ENG CONTROLS

Condition: Three or four Electronic Engine Control (EEC) systems operating in a degradedcondition and lack complete redundancy.

CREW ACTION:Monitor engine performance.

ENGINES

NON-NORMAL CHECKLISTS



ENG 1, 2, 3, 4 EEC MODE

Condition: Engine EEC in alternate control mode.

Light: ALTN (in switch)

CREW ACTION:THRUST LEVER (Each Engine, Individually) ……………………RETARD TO MID POSITIONEEC MODE SWITCH (Associated engine) ……………………………………………….ALTN One switch at a time, methodically push all switches to ALTN

Maximum thrust limiting not available.Autothrottle is available.

ENG 1, 2, 3, 4 FAIL(ENGINE FAILURE/SHUTDOWN)

Condition: Engine failure or flameout.

CREW ACTION:THRUST LEVER …………………………………………………………..CLOSEEngine Conditions permitting, operate at idle for two minutes to allow engine to cool and stabilize.

FUEL CONTROL SWITCH …………………………………………………………CUTOFFTRANSPONDER MODE SELECTOR ………………………………………………..TA ONLY

DO NOT ACCOMPLISH THE FOLLOWING CHECKLIST:ENGINE SHUTDOWN

ENG 1, 2, 3, 4 FAIL(MULTIPLE ENGINE FLAMEOUT / STALL)

Condition: Engines have flamed out, or engines have abnormal indications or exceededlimits or engines make abnormal noises, or engines respond abnormally to thrustlever movement.

CREW ACTION:FUEL CONTROL SWITCH (Affected Engines) …………………………CUTOFF, THEN RUN

If EGT rises rapidly approaching EGT takeoff limit: FUEL CONTROL SWITCH (affected engines) CUTOFF, THEN RUNThe multi-engine in-flight start limit is the takeoff limit. EGT turns red at the ground/single engine

in-flight start limit. Autostart protects the maximum takeoff limit.

If airspeed less than 220 KIAS: PACK CONTROL SELECTORS ………………………………………………….SET Set a maximum of one pack on. ENGINE START SWITCH (affected engines) …………………………………….PULL

If autostart switch OFF:



Monitor EGT during engine start.

ENGINE 1, 2, 3, 4 FUEL FILTER

Condition: An impending fuel filter bypass exists on the affected engine.

CREW ACTION:Monitor engine closely, as erratic engine operation and flameout may occur due to fuel

contamination as a result of filtering bypass.

ENGINE 1, 2, 3, 4 FUEL VALVE

Condition: Engine fuel valve or fuel spar valve position disagrees with the commandedposition.

CREW ACTION:If on ground, do not attempt an engine start.

ENG IGNITION

Condition: Ignition system fails to provide ignition when continuous ignition switch is ON.

CREW ACTION:STANDBY IGNITION SELECTOR ………………………………………………………………1 OR 2

>ENG 1, 2, 3, 4 LIM PROT

Condition: Electronic Engine Control in alternate control mode and command N1 exceedsmaximum rating

CREW ACTION:Monitor engine performance closely, and prevent engine RPM exceedance.

ENG 1, 2, 3, 4 LOW IDLE

Condition: Engine idle not in approach setting when commanded.

CREW ACTION:THRUST LEVER (affected engine) ……………………………………………………ADVANCE (Advance thrust lever until message is no longer displayed)



ENG 1, 2, 3, 4 OIL FILT

Condition: Engine oil filter contamination approaching bypass condition.

CREW ACTION:THRUST LEVER …………………………………………………………RETARD Retard thrust lever slowly until message no longer displayed.

If ENG OIL FILT message remains displayed with thrust lever closed: FUEL CONTROL SWITCH ………………………………………………….CUTOFF TRANSPONDER MODE SELECTOR ………………………………………….TA ONLY


ENG 1, 2, 3, 4 OIL PRESS

Condition: Oil pressure reaches red line limit.

CREW ACTION:OIL PRESSURE INDICATION ………………………………………………………..CHECKIf oil pressure at or below red line limit: THRUST LEVER ……………………………………………………CLOSE FUEL CONTROL SWITCH ………………………………………………….CUTOFF TRANSPONDER MODE SELECTOR ………………………………………….TA ONLY

DO NOT ACCOMPLISH THE FOLLOW CHECKLIST: ENGINE SHUTDOWN

ENG 1, 2, 3, 4 OIL TEMP

Condition: Oil temperature reaches amber band.

CREW ACTION:THRUST LEVER (Affected engine) …………………………………………………….RETARD Retard thrust lever slowly until temperature decreases.

If temperature does not decrease below red line limit or remains in amber band for longer than 15minutes:

THRUST LEVER ………………………………………………………..CLOSE FUEL CONTROL SWITCH ……………………………………………………..CUTOFF TRANSPONDER MODE SELECTOR ………………………………………..TA ONLY

DO NOT ACCOMPLISH THE FOLLOWING CHECKLIST: ENGINE SHUTDOWN



ENG 1, 2, 3, 4 REVERSER

Condition: Fault detected in reverser system.

CREW ACTION:Additional system failures may cause in flight deployment.

If indication is accompanied by vibration, yaw or other indication of reverser sleeve insecurity:

THRUST LEVERL ………………………………………………………RETARDFUEL CONTROL SWITCH (Affected engine) ……………………………………………CUTOFTRANSPONDER MODE SELECTOR …………………………………………………TA ONLY


>ENG 1, 2, 3, 4 RPM LIM

Condition: Engine thrust is limited by N2 red line limit.

>ENG 1, 2, 3, 4 SHUTDOWN

Condition: Engine Fire switch pulled, or engine Fuel Control Switch in CUTOFF

ENG 1, 2, 3, 4 START VLV

Condition: Start valve position disagrees with commanded position.

CREW ACTION:In-flight or ground start using bleed air source may be unsuccessful.

In flight: Increase airspeed until X-BLD no longer displayed before attempting start.



ENGINE IN-FLIGHT START

Condition: Following a flameout or precautionary shutdown, when no fire or apparentdamage has occurred.

CREW ACTION:Monitor EGT during start.If X-BLD not displayed: FUEL CONTROL SWITCH ………………………………………………………….RUNIf X-BLD displayed: ENGINE START SWITCH ………………………………………………………….PULL If Autostart switch ON: FUEL CONTROL SWITCH ………………………………………………….RUN If Autostart switch OFF: FUEL CONTROL SWITCH ………………………………………………….RUN Position to RUN when N2 exceeds fuel-on indicator

ENGINE LIMIT / SURGE / STALL

Condition: Engine indications abnormal, or approaching or exceeding limits, or abnormalengine noises heard, or abnormal engine response to thrust lever movementoccurs.

CREW ACTION:THRUST LEVER (affected engine) …………………………………………………..RETARD Retard until indications remain within normal limits or return to normal.If EGT continues to increase toward the limit or abnormal condition continues:

ENGINE BLEED AIR SWITCH (affected engine) …………………………………..OFF

If EGT continues to increase toward the limit or abnormal condition continues:

FUEL CONTROL SWITCH (affected engine) ………………………………..CUTOFF TRANSPONDER MODE SELECTOR ………………………………………….TA ONLY Do not accomplish the following checlists: ENGINE SHUTDOWN

If EGT stabilized or decreasing and other engine indications are normal:

THRUST LEVER (affected engine) …………………………………………………..ADVANCE Ensure engine indications and performance remain within limits.

>IDLE DISAGREE

Condition: On or more engine idle settings disagrees with the idle commanded.



REVERSER UNLOCKED

Condition: REV annunciation displayed with reverse thrust not intentionally selected.

CREW ACTION:With no yaw, loss of airspeed or buffet: Operate engine normally.

With yaw, loss of airspeed or buffet: FUEL CONTROL SWITCH (affected engine) ……………………………………..CUTOFF TRANSPONDER MODE SELECTOR ……………………………………………..TA ONLY

Do not accomplish the following checklist: ENGINE SHUTDOWN

Buffet may be reduced by decreasing airspeed. Landing preparation: Use flaps 25 and VREF30+20 knots for landing.

STARTER CUTOUT 1, 2, 3, 4

Condition: Start valve fails to close.

CREW ACTION:ENGINE START SWITCH ……………………………………………………………INIf STARTER CUTOUT message remains displayed: ENGINE BLEED AIR SWITCH (Affected engine) …………………………………….OFF Nacelle anti-ice for affected engine is not available. Reverser thrust for affected engine is not available.

TWO ENGINES INOPERATIVE

Condition: Two engine landing required.

CREW ACTION:Autothrottle is inoperative.LANDING PREPARATION: Use flaps 25 and Vref25 for landing. PACK CONTROL SELECTORS …………………………………….TWO PACKS OFF GROUND PROXIMITY FLAP OVERRIDE SWITCH ……………………………..OVRD

User Flaps 1 for go-around. Commit point is gear down.

Plan to fly final approach with gear down and flaps 10.

Plan to extend flaps to 20 at 500 feet and flaps to 25 when touchdown target is assured.



FIRE ENG 1,2,3,4SEVERE ENGINE DAMAGE OR SEPARATION

Condition: Fire detected in the engine, or airframe vibrations detected with abnormal engineindications.

Light: Respective Fire switch and Fuel Control switch is illuminated.

CREW ACTION:THRUST LEVER …………………………………………………………..CLOSEFUEL CONTROL SWITCH …………………………………………………………CUTOFFENGINE FIRE SWITCH ……………………………………………………………PULLIf FIRE ENG message remains displayed: ENGINE FIRE SWITCH …………………………………………………….ROTATE If after 30 seconds FIRE ENG message remains displayed: ENGINE FIRE SWITCH ………………………..ROTATE TO OTHER BOTTLETRANSPONDER MODE SELECTOR …………………………………………………TA ONLY




>BOTTLE LOW APU

Condition: APU fire extinguisher bottle pressure low.

>BTL LOW L ENG A, B

Condition: Left wing fire extinguisher bottle A or bottle B pressure low.

>BTL LOW R ENG A, B

Condition: Right wing fire extinguisher bottle A or bottle B pressure low.

>CARGO DET AIR

Condition: Cargo smoke detection airflow insufficient.

>CGO BTL DISCH

Condition: On the ground, a cargo fire extinguisher bottle pressure is low. In flight, bottles Aand B are discharged.

>DET FIRE APU

Condition: APU fire detection loops A and B failed.

>DET FIRE /OHT 1, 2, 3, 4

FIRE PROTECTION




Condition: Engine fire/overheat detection loops A and B have failed.



FIRE APU

Condition: Fire detected in the APU.

Light: APU (in switch)

CREW ACTION:APU FIRE SWITCH ………………………………………………….PULL AND ROTATE Rotate to discharge fire bottle into APU.

DO NOT ACCOMPLISH THE FOLLOWING CHECKLIST:APU

FIRE CARGO AFT

Condition: Smoke detected in lower aft cargo compartment

Light: AFT (in switch)

CREW ACTION:AFT CARGO FIRE ARM SWITCH …………………………………………………………..ARMED Pack 3 shuts down.PACK 3 CONTROL SELECTOR ……………………………………………………………..OFFPACK 1 or PACK 2 CONTROL SELECTOR ……………………………………………………….OFF Maximum of 1 pack should be left on.CARGO FIRE DISCHARGE SWITCH ……………………………………………………….PUSH 215 minutes of fire suppression is available.

If airplane above 8,000ft: LANDING ALTITUDE SWITCH …………………………………………………………MAN LANDING ALTITUDE CONTROL …………………………………SET 8,000-8,500 FEET Set landing altitude between 8,000 and 8,500 to command cabin altitude to 8,000

feet. Prior to descent: LANDING ALTITUDE SWITCH ………………………………………………..AUTO

Plan to land at the nearest suitable airport, even if indication is cleared.DO NOT ACCOMPLISH THE FOLLOWING CHECKLIST:LANDING ALT



FIRE CARGO FWD

Condition: Smoke detected in lower aft cargo compartment

Light: FWD (in switch)

CREW ACTION:FWD CARGO FIRE ARM SWITCH ………………………………………………………ARMED Pack 3 shuts down.PACK 3 CONTROL SELECTOR …………………………………………………………………OFFPACK 1 or PACK 2 CONTROL SELECTOR ……………………………………………………….OFF Maximum of 1 pack should be left on.CARGO FIRE DISCHARGE SWITCH ……………………………………………………………PUSH 215 minutes of fire suppression is available.

If airplane above 8,000ft: LANDING ALTITUDE SWITCH ……………………………………………………………MAN LANDING ALTITUDE CONTROL ……………………………………SET 8,000-8,500 FEET Set landing altitude between 8,000 and 8,500 to command cabin altitude to 8,000

feet. Prior to descent: LANDING ALTITUDE SWITCH ……………………………………………….AUTO

Plan to land at the nearest suitable airport, even if indication is cleared.DO NOT ACCOMPLISH THE FOLLOWING CHECKLIST:LANDING ALT

FIRE ENG 1,2,3,4SEVERE ENGINE DAMAGE OR SEPARATION

Condition: Fire detected in the engine, or airframe vibrations detected with abnormal engineindications.

Light: Respective Fire switch and Fuel Control switch is illuminated.

CREW ACTION:THRUST LEVER CLOSEFUEL CONTROL SWITCH CUTOFFENGINE FIRE SWITCH PULLIf FIRE ENG message remains displayed: ENGINE FIRE SWITCH ROTATE If after 30 seconds FIRE ENG message remains displayed: ENGINE FIRE SWITCH ROTATE TO OTHER BOTTLETRANSPONDER MODE SELECTOR TA ONLY

If indication of fire is not extinguished, plan to land at nearest suitable airport.




FIRE WHEEL WELL

Condition: Fire detected in a main wheel well.

CREW ACTION:Observe gear EXTEND limit speed (270K/0.82M)LANDING GEAR LEVER …………………………………………………………DOWN

Do not use FMC fuel predictions with gear extended. If landing gear must be retracted for airplane performance: When FIRE WHEEL WELL message no longer displayed: Wait 20 minutes. (Ensures fire is extinguished.) LANDING GEAR LEVER UP

Plan to land at nearest suitable airport.

OVHT ENG 1, 2, 3, 4 NAC

Condition: Overheat detected in an engine nacelle.ENGINE BLEED AIR SWITCH OFF (Stops flow of bleed air through the leak)THRUST LEVER RETARD Retard slowly until OVHT ENG NAC message no longer displayed.

If OVHT ENG NAC message remains displayed: THRUST LEVER CLOSE FUEL CONTROL SWITCH CUTOFF TRANSPONDER MODE SELECTOR TA ONLY

DO NOT ACCOMPLISH THE FOLLOWING CHECKLIST: BLEED OFF ENGINE SHUTDOWN



SMOKE / FUMES AIR CONDITIONING

Condition: A concentration of air conditioning smoke/fumes is identified.

CREW ACTIONS:OXYGEN MASKS AND SMOKE GOGGLES ONCREW COMMUNICATIONS ESTABLISHRECIRCULATION FAN SWITCHES (both) OFF Removes fans as a possible source of smoke/fumes. Stops recirculation of smoke/fumes

and increases fresh air flow.APU SELECTOR OFFIf smoke/fumes continue: ISOLATION VALVE SWITCHES OFF Isolates left and right sides of the bleed air system. PACK 2 CONTROL SELECTOR OFF

Do not accomplish the following checlists: CARGO DET AIR TEMP ZONE TRIM AIR OFF If smoke/fumes continue: PACK 3 CONTROL SELECTOR OFF If smoke/fumes continue: PACK 3 CONTROL SELECTOR NORM PACK 1 CONTROL SELECTOR OFF ISOLATION VALVE SWITCH (unaffected side) ON PACK 2 CONTROL SELECTOR ONIf smoke/fumes persist: Plan to land at the nearest suitable airport.

SMOKE/FUMES/FIRE ELECTRICAL

Condition: Electrical smoke/fumes/fire is identified.

CREW ACTION:OXYGEN MASKS AND SMOKE GOGGLES ONCREW COMMUNICATIONS ESTABLISHRECIRCULATION FAN SWITCHES (both) OFF Removes fans as a possible source of smoke/fumes. Stops recirculation of smoke/fumes

and increases fresh air flow.

If smoke/fumes/fire source is know: ELECTRICAL POWER (affected equipment) REMOVE If practical, remove power from the affected equipment by switch or circuit

breaker in the flight deck or cabin.



PASSENGER EVACUATION

Condition: Evacuation of passengers and crew is required.

CREW ACTION:PARKING BRAKE SETFUEL CONTROL SWITCHES (ALL) CUTOFFOUTFLOW VALVE MANUAL SWITCHES ONOUTFLOW VALVES MANUAL CONTROL OPENPASSENGER EVACUATION INITIATEENGINE FIRE SWITCHES PULL AND ROTATE Rotate all engine fire switches in the same direction.APU FIRE SWITCH UNLOCK, PULL AND ROTATE.

RAPID DEPRESSURIZATION(CABIN ALTITUDE)

Condition: Cabin Altitude Excessive

CREW ACTION:OXYGEN MASES ONCREW COMMUNICATIONS ESTABLISHCABIN ALTITUDE AND RATE CHECKIf cabin altitude unctonrollable: PASSENGER OXYGEN SWITCH ONDESCENT ACCOMPLISH

>EMER LIGHTS

Condition: Emergency lights switch not ARMED, or emergency lights switch ARMED andemergency lights activated.

PASS OXYGEN ON

Condition: Passenger oxygen system activated.

When passenger oxygen no longer required: PASSENGER OXYGEN SWITCH RESET, RELEASE TO NORM

DOORS/MISC




DOOR FWD/AFT CARGO

Condition: Aft cargo door not closed and latched and locked condition sensed.

LANDING ALTITUDE SWITCH MANUAL

LANDING ALTITUDE CONTROL SET 8,000 FEET Set landing altitude to 8,000 feet to command cabin altitude to 8,000 feet. Reduces cabin differential pressure to reduce risk of door separation.

If airplane altitude at or below 8,000 feet: LEVEL OFF INITIATE

If airplane altitude above 8,000 feet: DESCENT INITIATE Descend to lowest safe altitude or 8,000 feet, whichever is higher.

After level off, allow sufficient time for cabin altitude to stabilize.

OUTFLOW VALVE MANUAL SWITCHES (both) ONOUTFLOW VALVES MANUAL CONTROL OPEN Postiion outflow valves fully open to depressurize airplane. Once depressurized, the crew

may change altitude as necessary.

Do not accomplish the following checklists: CABIN ALT AUTO LANDING ALT OUTFLOW VLV L, R

DOOR ENTRY L, R 1,2,3,4,5DOOR L, R UPPER DK

Condition: Main deck entry door not closed and latched condition sensed.

PRESSURIZATION CHECK Check pressurization system for normal operation. Instruct flight attendant to check door

handle. If not closed, position to closed. If pressurization system indicatesnormal operation, continue flight using normal procedures.



BLEED 1, 2, 3, 4

Condition: Engine bleed overpressure, or High Pressure bleed valve or Pressure regulatingvalve failed to close when commanded.

Lights: SYS FAULT

CREW ACTION:ENGINE BLEED AIR SWITCH (Affected Engine) OFF

NACELLE ANTI-ICE SWITCH (Affected Engine) ON

If NAI VALVE message for affected engine displayed: Nacelle-Anti-ice for affected engine not available. ANTI-ICE message may be displayed. NACELLE ANTI-ICE SWITCH (Affected engine) OFFIf NAI VALVE message for affected engine not displayed: Operate nacelle anti-ice normally.

Do not accomplish the following checklist: BLEED OFF

AIR SYSTEMS




BLEED DUCT LEAK L, C, R

Condition: Bleed air leak or overheat along left, center or right duct section.

CREW ACTION:If BLD DUCT LEAK C message displayed: ISOLATION VALVE SWITCHES (both) OFF PACK 2 CONTROL SELECTOR OFF APU SELECTOR OFF AFT CARGO HEAT SWITCH OFF TRIM AIR SWITCH OFF PASSENGER TEMPERATURE SELECTOR AS DESIRED

Cargo smoke detection no longer available. Do not use ground pneumatic air.

Do not accomplish the following checklists: CARGO DET AIR TEMP ZONE TRIM AIR OFF

If BLED DUCT LEAK L or R message displayed: ISOLATION VALVE SWITCH (affected side) OFF ISOLATION VALVE SWITCH (unaffected side) ON ENGINE BLEED AIR SWITCHES (Affected side) OFF Isolates the air source and maintains pressure on the unaffected side. PACK CONTROL SELECTOR (affected side) OFF HYDRAULIC DEMAND PUMP 1 or 4 (affected side) OFF WING ANTI-ICE SWITCH OFF Do not use wing anti-ice.

Do not accomplish the following checklists: BLEED OFF HYD PRESS DEMAND 1 OR 4 (affected side)

LANDING PREPARATION: Leading Edge flaps operate in secondary mode. Allow additional time during approach for

flap extension. (not modeled in this version.) PACK CONTROL SELECTORS SET Maximum one pack on.

Do not accomplish the following checklists: FLAPS PRIMARY



BLEED HP ENG 1, 2, 3 ,4

Condition: HP (high pressure) bleed valve failed closed.

CREW ACTION:None.

Sufficient bleed air may not be available for nacelle anti-ice if N1 less than 70% at or above10,000 feet or less than 55% below 10,000 feet.

BLEED ISLN L, R

Condition: Isolation Valve switch position and valve position disagree.

Light: VALVE (on ISLN switch)

CREW ACTION:If attempting duct isolation and isolation valve will not close: ISOLATION VALVE SWITCH (unaffected side) OFF PACK 2 CONTROL SELECTOR OFF

>BLEED ISLN APU

Condition: APU bleed air isolation valve position disagrees with commanded position.

Light: VALVE (on APU Bleed switch)

CREW ACTION:None.

> BLEED 1, 2, 3, 4 OFF

Condition: Engine Bleed Air switch OFF, engine operating, and engine bleed air valveclosed.

Light: OFF (on BLEED switch)

CREW ACTION:Correct switch position as required.



BLEED 1, 2, 3, 4 OVHT/PRV

Condition: Engine bleed air overheat or PRV failed closed.

CREW ACTION:None.

Nacelle anti-ice not available for affected engine.Reverse thrust not available for affected engine.

>E/E CLNG CARD

Condition: Fault in equipment cooling system and system no fully functional.

CREW ACTION:None.

EQUIP COOLING

Condition: With Equipment Cooling selector in NORM or STBY, airflow inadequate oroverheat or smoke detected; or with selector in OVRD, differential pressure forreverse flow inadequate; or ground exhaust valve not in commanded position.

CREW ACTION:Avionics/electronic equipment and displays may become unreliable or fail.

ON GROUND: EQUIPMENT COOLING SELECTOR STBY

IN FLIGHT: EQUIPMENT COOLING SELECTOR OVERRIDE If EQUIP COOLING message remains displayed, or redisplays:

Plan to land at nearest suitable airport.

LANDING ALT

Condition: Disagreement between controller landing altitude and FMC landing altitude.

CREW ACTION:LANDING ALTITUDE SWITCH MANLANDING ALTITUDE CONTROL SET Manually set landing altitude.



OUTFLOW VALVE L, R

Condition: Automatic control of outflow valve inoperative, or respective Outflow ValveManual switch ON.

CREW ACTION:OUTFLOW VALVE MANUAL SWITCH (affected valve) ONPACK CONTROL SELECTOR ON PACK OFFOUTFLOW VALVES MANUAL CONTROL CLOSE Position affected ouflow valve closed.

PACK 1, 2, 3

Condition: Pack controller fault, or pack operation fault, or pack overheat, or pack 2shutdown with either cabin pressure relief valve open, or a shutoff of all enginebleed air.

Light: SYS FAULT (pack operation fault or overheat only)

CREW ACTION:If one or two PACK messages displayed: TRIM AIR SWITCH ON PACK CONTROL SELECTOR (affected packs) “A” PACK RESET SWITCH PUSH If PACK messages remain displayed or are displayed again: PACK CONTROL SELECTOR (affected packs) “B” PACK RESET SWITCH PUSH If PACK messages remain displayed or are displayed again: PACK CONTROL SELECTOR (Affected packs) OFF

If PACK1, PACK 2, PACK 3 messages displayed: Pressurization is lost. If CABIN ALTITUDE message displayes: PASSENGER OXYGEN SWITCH ON DESCENT ACCOMPLISH Without delay, close thrust levers, extend speedbrakes and descent and

VMO/MMO. Level off at lowest safe altitude or 10,000 feet whichever is higher.

Avoid icing conditions. Nacelle and wing anti-ice may be inoperative.



PACK CONTROL

Condition: Automatic control of outlet temperature of all packs has failed.

CREW ACTION:PACK RESET SWITCH PUSHNote: If PACK CONTROL message remains displayed or is displayed again, packs continue to

operate but air outlet temperature is not controlled.

If PACK CONTROL message remains displayed or is displayed again: TRIM AIR SWITCH ON Packs may overheat and shutdown at lower altitudes during descent. If TEMP ZONE messages is displayed: Cabin temperature cannot be controlled. If TEMP ZONE message is not displayed: Pack outlet temperature cannot be reduced to decrease cabin temperature. Note: Passenger cabin temperatures may be controlled with passenger

temperature selector and cabin temperature panel.

TEMP CARGO HEAT

Condition: Overheat detected in aft cargo compartment when aft cargo heat system isoperating.

CREW ACTION:If aft cargo heat not required: AFT CARGO HEAT SWITCH OFF On extended flights, aft cargo compartment temperature may decrease to below

freezing. Note: If aft cargo heat is left on, the system cycles at a higher temperature and alternately

displays TEMP CARGO HEAT message.

TEMP ZONE

Condition: Zone duct overheat, or master trim air valve failed closed, or zone temperaturecontroller failed.

Light: SYS FAULT

CREW ACTION:ZONE RESET SWITCH PUSHIf TEMP ZONE message remains displayed or is displayed again within five minutes: TRIM AIR SWITCH OFF PASSSENGER TEMPERATURE SELECTOR SET If zone temperature controller failed, all cabin zones are maintained at a

moderate temperature.

Do not accomplish the following checklist: TRIM AIR OFF



>TRIM AIR OFF

Condition: Master trim air valve closed. Flight deck and passenger cabin temperaturecontrolled in backup mode.

CREW ACTION:None.



>ANTI-ICE NAC

Condition: Any nacelle anti-ice system on, TAT greater than 12C and ice detector does notdetect ice.

CREW ACTION:NAI SWITCHES OFF

>ANTI-ICE WING

Condition: Either Wing Anti-Ice system on, TAT greater than 12C and ice detector does notdetect ice.

CREW ACTION:WAI SWITCH OFF

HEAT L, R AOAHEAT L, R TAT

HEAT P/S CAPT, F/OHEAT P/S L, R AUX

Condition: Heat failure on respectiveprobe.

CREW ACTION:None.

Flight in icing conditions may result in erroneous flight instrument indications.

HEAT WINDOW L, R

Condition: Window heat of respective windshield not powered.

Light: INOP

CREW ACTION:WINDOW HEAT SWITCH(affected window) OFF 10 SEC, THEN ONIf HEAT WINDOW message remains displayed: WINDOW HEAT SWITCH OFF

ICE-RAIN PROTECTION




NAI VALVE 1, 2, 3, 4

Condition: Respective nacelle anti-ice valve not in commanded position.

CREW ACTION:If nacelle anti-ice switch ON: Nacelle anti-ice not available for affected engine. (Valve has failed closed)

If nacelle anti-ice switch OFF, while TAT above 10C: Flight conditions permitting, avoid high thrust settings. (Valve has failed open)

WAI VALVE LEFT RIGHT

Condition: Respective wing anti-ice valve not in commanded position.

CREW ACTION:If wing anti-ice switch ON: WING ANTI-ICE SWITCH OFF (Valve has failed closed.)

If wing anti-ice switch OFF: WING ANTI-ICE SWITCH ON (Valve has failed open)

After landing: ENGINE BLEED AIR SWITCHES (affected side) OFF ISOLATION VALVE SWITCH (affected side) OFF



>AUTOPILOT

Condition: Selected autopilot operating in a degraded mode. Engaged roll and/or pitchmode may have failed.

CREW ACTION:Select different autopilot.

>AUTOPILOT DISC

Condition: All engaged autopilots have disengaged.

CREW ACTION:Determine cause. Correct as desired.

>AUTOTHROT DISC

Condition: Autothrottle has disconnected.


>NO AUTOLAND

Condition: Autoland not available.


>NO LAND 3

Condition: Autoland system does not have redundancy for triple channel Autoland.


AUTOMATIC FLIGHT




>BAT DISCH APU

Condition: APU Battery discharging.

CREW ACTION:Correct as necessary.

>BAT DISCH MAIN

Condition: Main Battery discharging.


>BATTERY OFF

Condition: Battery Switch OFF

Light: OFF (in battery switch)

CREW ACTION:Ensure/Correct battery switch position as required.

>DRIVE DISC 1, 2, 3, 4

Condition: Generator Drive Disconnect switch pushed, IDG has disconnected.

CREW ACTION:None.Drive must be reset by maintenance when aircraft is landed.

ELECTRICAL SYSTEM




ELEC AC BUS 1, 2, 3, 4

Condition: AC bus unpowered.

Light: OFF, ISLN

CREW ACTION:GENERATOR CONTROL SWITCH OFF, THEN ON Attempt only one reset of generator control breaker.If ELEC AC BUS message remains displayed: Do not attempt to close bus tie breaker.

If ELEC AC BUS 1 or 4 message remains displayed: Avoid icing conditions. For AC bus 1 failure, flight in icing conditions may result in unreliable Captain’s

and standby flight instrument indications. For AC bus 4 failure, flight in icing conditions may result in unreliable First

Officer’s flight instrument indications. Autothrottle is inoperative. LNAV/VNAV modes inoperative. Reference N1 blank. Do not accomplish the following checklists: HEAT P/S CAPT, F/O HEAT P/S L, R AUX

If ELEC AC BUS message no longer displayed but , ELEC BUS ISLN message is displayed: BUS TIE SWITCH OFF, THEN AUTO

Attempt only one reset of bus tie breaker.

ELEC BUS ISLN 1, 2, 3, 4

Condition: Bus tie breaker open.

Light: ISLN (on bus tie switch)

CREW ACTION:BUS TIE SWITCH OFF, THEN AUTO

Attempt only one reset of bus tie breaker.



ELEC DRIVE 1, 2, 3, 4

Condition: IDG oil pressure low or IDG oil temperature high.

Light: DRIVE (on Generator Disconnect switch)

CREW ACTION:GENERATOR DRIVE DISCONNECT SWITCH (Affected generator) PUSH (prevents damage to IDG)

Do not accomplish the following checlists: DRIVE DISC ELEC GEN OFF

ELEC GEN OFF 1, 2, 3, 4

Condition: Generator control breaker open.

Light: OFF

CREW ACTION:GENERATOR CONTROL SWITCH OFF, THEN ON Attempt only one reset of generator control breaker.

>ELEC SSB OPEN

Condition: Split System Breaker open when commanded closed.

CREW ACTION:None.

ELEC UTIL BUS L, R

Condition: One or more galley or utility bus unpowered, or galley emergency power switchoff.

Light: OFF

CREW ACTION:UTILITY POWER SWITCH OFF, THEN ON Attempt only one reset of Utility Power switch. Leave Utility Power switch ON. (Allows unaffected Utility Bus to maintain power.)



>STBY BUS APU

Condition: APU standby bus unpowered.


>STBY BUS MAIN

Condition: Main standby bus unpowered.




AILERON LOCKOUT

Condition: Aileron lockout actuator position disagrees with commanded position.Outboard ailerons may be locked out in low speed envelope, or activeduring high speed envelope.

CREW ACTION: At high airspeed, avoid large or abrupt control wheel inputs. Crosswind limit for landing is

20 knots.

FLAPS CONTROL

Condition: Flap control units inoperative.

CREW ACTION:Limit airspeed to the flaps 5 placard speed while flaps are between UP and 5.

Plan additional time for flap operation.ALTERNATE FLAPS ARM SWITCH …………………………………… ALTN ALTERNATE FLAPSSELECTOR …………………………………………………………… . AS REQUIREDPosition alternate flap selector to EXT orRET to extend or retract flaps on schedule.

If expanded flap position indication inoperative:• autopilots are inoperative• outboard ailerons are unlocked

During flap extension, maintain flaps UP maneuvering speed. Slow to flaps 5 maneuvering speedafter 3 minutes and 45 seconds with Alternate Flap selector in EXT. Slow to flaps 25 approachspeed after 5 minutes total. Do not fly in stick shaker. Extend gear after flaps extended.

GROUND PROXIMITY FLAPOVERRIDE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD During flap retraction, do notexceed 20,000 feet untilflaps are up. At gross weights above 308,443 kilograms, limit angle of bank to 15 degrees untilflaps are up.

If flap retraction required, accelerate to flaps 5maneuvering speed. After 90 seconds, accelerate to flaps5 placard. After 5 minutes total with Alternate Flap selector in RET, accelerate to climb speed. Donot fly in stick shaker.

Use flaps 25 and VREF25 for landing.

Note: Due to limitations of the simulator, the extension times for standard and alternate flapssystems are not currently modeled in the PMDG 747-400.

FLIGHT CONTROLS




FLAPS PRIMARY

Condition: One or more flap groups are operating in secondary control mode.

CREW ACTION:Plan additional time for flap operation.

Note: Due to limitations of the simulator, the extension times for standard and alternate flapssystems are not currently modeled in the PMDG 747-400.

SPEED BRAKE AUTO

Condition: A fault is detected in the automatic ground spoiler system.

CREW ACTION:DO NOT ARM SPEEDBRAKE LEVER.Extend spoilers manually after landing.

>SPEEDBRAKES EXT

Condition: Speedbrakes extended at an inappropriate flight condition.

CREW ACTION:Check Speedbrake position.Retract Speedbrakes if not desired or reduce thrust lever position to idle if speedbrakes desired.

>YAW DAMPER LWR, UPR

Condition: Yaw damper failure or power failure to the yaw damper control unit.

Light: INOP (on switch)

CREW ACTION:Ensure power to Yaw Damper and/or that Yaw Damper switch is engaged.



ALT DISAGREE

Condition: Captain and First Officer uncorrected altitude indications disagree by more than200 feet.

CREW ACTION:LANDING PREPARATION: Maintain visual conditions if possible. Establish landing configuration as early as practical. Use Radio altitude for terrain clearance reference (available below 2,500 feet.) Use electronic and visual glide slope indicators, where available.

NOTE: Flight not permitted in RVSM airspace. Transponder altitude received by ATC may not be reliable.

>ATTITUDE

Condition: Instrument comparator senses disagreement between Captain’s nd First Officers’selected IRS attitude output.

>BARO DISAGREE

Condition: Captain’s and First Officer’s barometric reference settings differ for more thanone minute.

CREW ACTION:Determine correct barometric setting for both units.

INSTRUMENTS




>FMC MESSAGE

Condition: A high priority FMC message exists.

>GPS

Condition: Dual GPS failure.

CREW ACTION:Do not rely upon GPS information for navigation purposes.

IRS CENTER, LEFT , RIGHT

Condition: Inertial Reference Unit fault detected.

CREW ACTION: IRS SOURCE SELECTORS (Operable IRU) ……………………………………………………L, C or R IRS MODE SELECTOR (Affected IRU) ………………………………………………………….ATT Alignment takes 30 seconds.

If IRS message not displayed: IRS HEADING ……………………………………………………….ENTER Enter heading on the SET IRS HEADING line of the CDU POS INIT page. IRS heading may have to be updated periodically.

If IRS message is still displayed: IRS MODE SELECTOR (Affected IRU) ………………………………………………………..OFF

>IRS AC CENTER, LEFT, RIGHT

Condition: AC Power interrupted to respective IRS.

>IRS DC CENTER, LEFT, RIGHT

Condition: DC Backup Power respective IRS has failed.



>IRS MOTION

Condition: Excessive airplane motion detected during alignment.

CREW ACTION:Stop airplane motion until IRS alignment complete.

Verify position correct and reenter if necessary.

TRANSPONDER L, R

Condition: Affected ATC transponder has failed.



FUEL IMBAL 1-4

Condition: Fuel difference of 3,000lbs between main tanks 1 and 4.

CREW ACTION:Consider the possibility of an engine fuel leak. If fuel imbalance has occurred without indicationsof a leak, configure fuel pumps and crossfeed valves as required to balance fuel. When fuelbalanced, return to normal fuel system configuration.

FUEL IMBAL 2-3

Condition: Fuel difference of 6,000lbs between main tanks 2 and 3.


FUEL IMBALANCE

Condition: Fuel difference of 6,000lbs between inboard main tanks (2 and 3) and outboardmain tanks (1 and 4) after reaching FUEL TANK/ENG condition.


>FUEL JETT A, B

Condition: Selected fuel jettison system has failed.

FUEL SYSTEM




FUEL JETT SYS

Condition: Fuel total les that fuel to remain and one fuel nozzle valve open or both jettisoncards failed.

CREW ACTION:FUEL JETTISON NOZZLE VALVE SWITCHES (both) ……………………………………….OFFFUEL JETTISON SELECTOR …………………………………………………………….OFF

FUEL LEAK ENGINE

Condition: An in-flight engine fuel leak suspected or confirmed.

CREW ACTION:One or more of the following may be evidence of a fuel leak:

• Visual observation of fuel spray from strut/engine.• Excessive engine fuel flow.• Total fuel quantity decreasing at an abnormal rate.• FUEL DISAGREE message on CDU scratchpad.• INSUFFICIENT FUEL message on CDU scratchpad.• FUEL QTY LOW EICAS message.• FUEL IMBAL 1-4 EICAS message.• FUEL IMBAL 2-3 EICAS message.• FUEL IMBALANCE EICAS message

If engine fuel leak suspected:

STABILIZER TANK PUMP SWITCHES ………………………………………………..OFF CENTER WING TANK PUMP SWITCHES ………………………………………………OFF CROSSFEED VALVE SWITCHES (ALL) ……………………………………………….OFF OVERRIDE PUMP 2 AND 3 SWITCHES ………………………………………………..OFF Identify affected engine system by observing one mail fuel tank quantity decreasing faster

than other main tank fuel quantities.

An increase in fuel imbalance of approximately 1100lbs or more in 30 minutes should beconsidered an engine fuel leak.

Conditions permitting, have a crew member visually check for engine fuel leak.

DO NOT ACCOMPLISH THE FOLLOWING CHECKLISTS:FUEL IMBAL 1-4

FUEL IMBAL 2-3 FUEL IMBALANCE X FEED CONFIG

If no engine fuel leak: Resume normal fuel management.

If FUEL DISAGREE – PROG 2 displayed: TOTALIZER or CALCULATED ………………………………………………SELECT USE Select most accurate indication.



If engine fuel leak confirmed: THRUST LEVER (affected engine) ………………………………………………….CLOSE Conditions permitting, operate at idle for two minutes to allow engine to cool and

stabilize.

FUEL CONTROL SWITCH (Affected engine) CUTOFF TRANSPONDER MODE SELECTOR TA ONLY

DO NOT ACCOMPLISH THE FOLLOWING CHECKLISTS: ENGINE SHUTDOWN

Use TOTALIZER to determine fuel remaining. After engine shutdown, all remaining fuel can be used for operating engines.

Resume normal fuel management procedures.

If FUEL QTY LOW message displayed: CROSSFEED VALVE SWITCHES (ALL) …………………………………………………ON MAIN PUMP SWITCHES (ALL) ……………………………………………………………ON Avoid high nose up attitude and excessive acceleration and deceleration.

FUEL OVRD 2, 3 AFT, FWD

Condition: Low pump pressure detected when pump activated.

Light: PRESS (on switch)

CREW ACTION:If single fuel pump inoperative: Continue normal operations.

If both override pumps in tank 2 or 3 inoperative: OVERRIDE PUMP 2 AND 3 SWITCHES ……………………………………………….OFF MAIN PUMP 1 AND 4 SWITCHES …………………………………………………………OFF When FUEL TANK/ENG message displayed: MAIN PUMP 1 AND 4 SWITCHES ……………………………………………..ON CROSSFEED VALVE 1 AND 4 SWITCHES …………………………………….OFF

FUEL OVRD CTR L, R


Light: PRESS (on switch)

CREW ACTION:If single center wing tank override pump inoperative and center wing tank quantity greater than

1800lbs:

CENTER WING TANK PUMP SWITCH ……………………………………………….OFF MAIN PUMP 1 AND 3 SWITCHES …………………………………………………………OFF



When the other center wing tank pump message is displayed: MAIN PUMP 1 AND 4 SWITCHES ……………………………………………..ON Resume normal fuel management.

FUEL PUMP STAB L, R

Condition: Low Pump pressure detected when pump activated.

Light: PRESS

CREW ACTION: If single pump inoperative: Continue normal operations.

FUEL PRESS ENG 1, 2, 3, 4

Condition: Engine on suction feed.

CREW ACTION:CROSSFEED VALVE SWITCHES (ALL) ONMAIN PUMP SWITCHES (Related tank) ONIf both main pumps in tank 1 or 4 inoperative: The last 7,000lbs of fuel in the affected tank available only by suction feed. OVERRIDE PUMP 2 AND 3 SWITCHES ON When FUEL OVRD 2 and 3, AFT and FWD messages displayed: Fuel in main tanks 2 and 3 is standpipe level 7,000lbs. OVERRIDE PUMP 2 AND 3 SWITCHES OFF CROSSFEED VALVE 1 AND 4 SWITCHES OFF

DO NOT ACCOMPLISH THE FOLLOWING CHECKLIST: FUEL PRESS ENG



FUEL PUMP 1, 4 AFT , FWD


Light: PRESS (in switch)


If Both main pumps in tank 1 or 4 inoperative: The last 7,000lbs of fuel in the affected tank available only by suction feed. When FUEL TANK/ENG message displayed: When the FUEL OVRD 2 and 3, AFT and FWD messages displayed: The last 7,000lbs of fuel in the affected tank must be suction fed. OVERRIDE PUMP 2 AND 3 SWITCHES OFF CROSSFEED VALVE 1 AND 4 SWITCHES OFF

DO NOT ACCOMPLISH THE FOLLOWING CHECKLISTS:FUEL PRESS ENG

FUEL XFER 1+4

FUEL PUMP 2, 3 AFT , FWD


Light: PRESS (in switch)


If Both main pumps in tank 2 or 3 inoperative: The last 7,000lbs of fuel in the affected tank available only by suction feed.

OVERRIDE PUMP 2 AND 3 SWITCHES …………………………………………………ONWhen FUEL TANK/ENG message is displayed: CROSSFEED VALVE 1 AND 4 SWITCHES ………………………………….OFF

When the FUEL OVRD 2 and 3, AFT and FWD messages displayed: The last 7,000lbs of fuel in the affected tank must be suction fed. OVERRIDE PUMP 2 AND 3 SWITCHES ……………………………OFF CROSSFEED VALVE SWITCH (affected tank) …………………….OFF

DO NOT ACCOMPLISH THE FOLLOWING CHECKLISTS:FUEL PRESS ENG



FUEL QTY LOW

Condition: Fuel quantity 2,000lbs or less in one or more main tanks.

CREW ACTION:Consider the possibility of an engine fuel leak. If a fuel leak is suspected or confirmed, do not

accomplish this procedure until the FUEL LEAK ENGINE checklist is completed.

CROSSFEED VALVE SWITCHES (ALL) …………………………………………………………ONMAIN PUMP SWITCHES (ALL) …………………………………………………………………..ON

Plan to land at the nearest suitable airport.Avoid high nose up attitude and excessive acceleration and deceleration.

FUEL RES XFR 2, 3

Condition: Reserve transfer valves not in commanded position. Fuel in affected tank notavailable if the quantity does not decrease.

CREW ACTION:If reserve tank fuel remains trapped, reduce maximum operating speed: Vmo/Mmo ……………………………………………325 KIAS/0.92 Mach

FUEL STAB XFR

Condition: Horizontal stabilizer fuel fails to transfer.

CREW ACTION:STABILIZER TANK PUMP SWITCHES ONIf FUEL STAB XFR message remains displayed: CENTER WING TANK PUMP SWITCHES OFF CROSSFEED VALVE 1 AND 4 SWITCHES OFF OVERRIDE PUMP 2 AND 3 SWITCHES OFF STABILIZER TANK PUMP SWITCHES OFF

Stabilizer and center wing fuel tanks not available.

WARNING: DO NOT JETTISON FUEL.

If gross weight when FUEL STAB XFR first displayed was less than 832,000lbs: Usable fuel is all fuel in tanks 1 and 4 plus the fuel in tanks 2 and 3 down to 17,000lbs to

maintain CG within limits.

If gross weight when FUEL STAB XFR first displayed was greater than or equal to 832,000bs: Usable fuel is all fuel in the main fuel tanks (1, 2, 3, 4). Land before main tank 2 or 3

empty to maintain CG within limits.



>FUEL TANK/ENG

Condition: Main tank 2 quantity equal to or less than Main Tank 1 quantity, or Main Tank 3quantity equal to or less than main Tank 4 quantity and crossfeed valve 1 or 4open.

OR

On the ground after refueling or initial electrical power established with main tank2 quantity less than or equal to tank 1 plus 1,100lbs and tank 3 less than or equalto main tank 4 plus 1,100lbs and crossfeed valve 1 or 4 is open.

>FUEL TEMP LOW

Condition: Fuel temperature -37C or less.

CREW ACTION:Increase TAS or find warmer flight levels.

FUEL TEMP SYS

Condition: Fuel temperature sensing inoperative.

CREW ACTION:Use total air temperature (TAT) as indication of fuel temperature.

FUEL X FEED 1, 4

Condition: Fuel crossfeed valve position disagrees with commanded position.

CREW ACTION:If FUEL TANK/ENG message is displayed: CROSSFEED VALVE 2 AND 3 SWITCHES OFF Note: A closed crossfeed valve prevents related engine from being provided fuel from

any tank other than related main tank.

FUEL X FEED 1,4 and FUEL TANK/ENGE message remain displayed.

DO NOT ACCOMPLISH THE FOLLOWING CHECKLIST:X FEED CONFIG



FUEL X FEED 2, 3

Condition: Fuel crossfeed valve position disagrees with commanded position.

CREW ACTION:CROSSFEED VALVE 2 AND 3 SWITCHES OFF (Prevents lateral imbalance. Fuel in the center wing tank is provided to engines 1 and 4

only)NOTE: A closed crossfeed valve prevents related engine from being provided fuel from any tank

other than related main tank.

With center wing tank fuel when the FUEL TANK/ENG message displayed, delay tank-to-engineprocedure until FUEL OVRD CTR L or R message displays and center wing tankquantity less than 2,000lbs.

DO NOT ACCOMPLISH THE FOLLOWING CHECKLIST:X FEED CONFIG

>JETT NOZ ON

Condition: Both fuel jettison nozzle valves open.

>JETT NOZ ON L, R

Condition: Fuel jettison nozzle valve open.

>JETT NOZZLE L, R

Condition: Fuel jettison nozzle valve position disagrees with commanded valve position.

Light: VALVE (on switch)

>SCAV PUMP ON

Condition: Center wing tank scavenge pump operating while airplane is on the ground.

>X FEED CONFIG

Condition: One or more fuel crossfeed valves incorrectly configured.



HYD CONTROL 1, 4

Condition: Hydraulic control system inoperative.

CREW ACTION:DEMAND PUMP SELECTOR (affected system) ON (Ensures system hydraulic pressure during periods of high demand.)Affected system indications may be inoperative.

HYD OVHT SYS 1, 2, 3, 4

Condition: Excessive hydraulic system temperature.

Light: SYS FAULT

CREW ACTION:If autopilot operating on affected system (as listed below), disconnect autopilot prior to

depressurizing hydraulic system.ENGINE PUMP SWITCH (affected system OFFDEMAND PUMP SELECTOR (affected system) OFFWhen HYD OVHT SYS message no longer displayed: DEMAND PUMP SELECTOR AUTO Do not accomplish the following checklist: HYD PRESS ENGIf HYD OVHT SYS message displayed again: DEMAND PUMP SELECTOR OFF

Do not accomplish the following checklist: HYD PRESS SYSNOTE: Degraded or inoperative system items:System 1:AUTOPILOT C OFFAirplane may enter ground mode when gear extended for landing.

INOPERATIVE ITEMS: Left Outboard elevator Inboard trailing edge flap hydraulic operation. Nose and body gear steering. System 1 alternate brake source.

THE FOLLOWING CONDITIONS EXIST IF AIRPLANE ENTERS GROUND MODE IN FLIGHT: Wing anti-ice inoperative when EICAS message WAI VALVE displayed. Reverse thrust levers active in flight. Approach idle minimum thrust setting inoperative. Minimum maneuvering speed indication inoperative. Speedbrake lever flight detent automatic stop inoperative.

HYDRAULIC SYSTEM




Automatic ice detection system inoperative. Transponder disabled. Upper deck doors may be unlocked in flight. TCAS operative in TA ONLY mode.

System 2:AUTOPILOT R OFFStabilizer trim rate reduced.Spoiler capability reduced.

INOPERATIVE ITEMS: System 2 alternate brake source.

System 3:AUTOPILOT L OFFStabilizer trim rate reduced.Spoiler capability reduced.

System 4:Spoiler capability reduced.

Airplane may enter ground mode when gear extended for landing.

INOPERATIVE ITEMS: Right outboard elevator. Outboard trailing edge flap hydraulic operation. Wing gear hydraulic extension and retraction. (not modeled in sim) System 4 primary brake source. Autobrakes.

THE FOLLOWING CONDITIONS EXIST IF AIRPLANE ENTERS GROUND MODE: Wing anti-ice inoperative when EICAS message WAI VALVE displayed. Autothrottle inoperative. Reverse thrust levers active in flight. Approach idle minimum thrust setting inoperative. Minimum maneuvering speed indication inoperative. Speedbrake lever flight detent automatic stop inoperative. Automatic ice detection system inoperative. Transponder disabled. Upper deck doors may be unlocked in flight. TCAS operative in TA ONLY mode.

LANDING PREPARATION:

If system 1 or 4 is inoperative: Trailing edge flaps operate in secondary mode. Allow additional time during approach for

flap extension. (Due to sim limitations, time differences are not modeled.)ALTERNATE GEAR EXTEND SWITCH ALTN LANDING GEAR LEVER DOWN

If system 4 is inoperative: AUTOBRAKE SELECTOR OFF

If more than one HYD PRESS SYS message displayed: Use flaps 25 and VREF 30+20 for landing. Crosswind limit is 20 knots.



Plan to land at the nearest suitable airport.

If systems 1 and 4 are inoperative: Trailing edge flaps operate in secondary mode. Allow additional time during approach for

flap extension.

DO NOT ACCOMPLISH THE FOLLOWING CHECKLIST:FLAPS PRIMARY

LANDING GEAR LEVER OFFALTERNATE GEAR EXTEND SWITCHES ALTN After all gear indicate down: LANDING GEAR LEVER DOWNAUTOBRAKES SELECTOR OFF

Automatic ground spoilers are inoperative. Extend ground spoilers manually.

If systems 2 and 3 are inoperative: Stabilizer trim and elevator feel are inoperative. Avoid abrupt elevator movement. Autopilots are inoperative.

HYD PRESS DEM 1, 2, 3, 4

Condition: Demand pump output pressure low.

Light: PRESS

CREW ACTION:DEMAND PUMP SELECTOR (Affected system) ONIf HYD PRESS DEM message remains displayed: DEMAND PUMP SELECTOR (affected system) OFF (Avoids system contamination and/or pump damage.)

HYD PRESS SYS 1, 2, 3, 4

Condition: Loss of hydraulic system pressure.

Light: PRESS and SYS FAULT

CREW ACTION:DEMAND PUMP SELECTOR(Affected system) ONENGINE PUMP SWITCH (Affected system) OFF (Avoids system contamination and/or pump damage)DO NOT ACCOMPLISH THE FOLLOWING CHECKLIST: HYD PRESS ENG

If HYD PRESS SYS message remains displayed: DEMAND PUMP SELECTOR (affected system) OFF



Note degraded or inoperative system items below. Complete landing preparation early.

System 1:AUTOPILOT C OFFAirplane may enter ground mode when gear extended for landing.

INOPERATIVE ITEMS: Left Outboard elevator Inboard trailing edge flap hydraulic operation. Nose and body gear steering. System 1 alternate brake source.

THE FOLLOWING CONDITIONS EXIST IF AIRPLANE ENTERS GROUND MODE IN FLIGHT: Wing anti-ice inoperative when EICAS message WAI VALVE displayed. Reverse thrust levers active in flight. Approach idle minimum thrust setting inoperative. Minimum maneuvering speed indication inoperative. Speedbrake lever flight detent automatic stop inoperative. Automatic ice detection system inoperative. Transponder disabled. Upper deck doors may be unlocked in flight. TCAS operative in TA ONLY mode.

System 2:AUTOPILOT R OFFStabilizer trim rate reduced.Spoiler capability reduced.

INOPERATIVE ITEMS: System 2 alternate brake source.

System 3:AUTOPILOT L OFFStabilizer trim rate reduced.Spoiler capability reduced.

System 4:Spoiler capability reduced.

Airplane may enter ground mode when gear extended for landing.

INOPERATIVE ITEMS: Right outboard elevator. Outboard trailing edge flap hydraulic operation. Wing gear hydraulic extension and retraction. (not modeled in sim) System 4 primary brake source. Autobrakes.

THE FOLLOWING CONDITIONS EXIST IF AIRPLANE ENTERS GROUND MODE: Wing anti-ice inoperative when EICAS message WAI VALVE displayed. Autothrottle inoperative. Reverse thrust levers active in flight. Approach idle minimum thrust setting inoperative. Minimum maneuvering speed indication inoperative.



Speedbrake lever flight detent automatic stop inoperative. Automatic ice detection system inoperative. Transponder disabled. Upper deck doors may be unlocked in flight. TCAS operative in TA ONLY mode.

LANDING PREPARATION:

If system 1 or 4 is inoperative: Trailing edge flaps operate in secondary mode. Allow additional time during approach for

flap extension. (Due to sim limitations, time differences are not modeled.)ALTERNATE GEAR EXTEND SWITCH ALTN LANDING GEAR LEVER DOWN

If system 4 is inoperative: AUTOBRAKE SELECTOR OFF

If more than one HYD PRESS SYS message displayed: Use flaps 25 and VREF 30+20 for landing. Crosswind limit is 20 knots.

Plan to land at the nearest suitable airport.

If systems 1 and 4 are inoperative: Trailing edge flaps operate in secondary mode. Allow additional time during approach for

flap extension.

DO NOT ACCOMPLISH THE FOLLOWING CHECKLIST:FLAPS PRIMARY

HYD PRESS ENG 1, 2, 3, 4

Condition: Associated Engine Driven Hydraulic pump has failed.

>HYD QTY LOW 1, 2, 3, 4

Condition: Hydraulic Quantity Low.



AIR/GND SYSTEM

Condition: Air/Ground sensing system failed to air position.

CREW ACTION:LANDING PREPARATION: One symmetrical pair of thrust reversers is inoperative. Auto speedbrake deployment

inoperative. When deployed manually, spoilers extend to flight position.Autobrake system inoperative.

ANTISKID

Condition: Fault detected in antiskid system

CREW ACTION:Braking effectiveness may be reduced.Note: Autobrake system inoperative. Use minimum braking consistent with runway conditions

to reduce possibility of tire blowout.

ANTISKID OFF

Condition: Antiskid power off on all wheels, or parking brake lever released and the parkingbrake valve not fully open, or brake system control unit power loss.

CREW ACTION:Use brakes with caution. Braking effectiveness reduced.Note: Autobrake system inoperative. Use minimum braking consistent with runway conditions

to reduce possibility of tire blowout.

AUTOBRAKES

Condition: Autobrakes disarmed or inoperative or autobrakes armed with autobrakesselector OFF, or RTO initiated and autobrakes have not been applied.

CREW ACTION:AUTOBRAKES SELECTOR OFF, THEN AS DESIREDIf AUTOBRAKES message remains displayed: AUTOBRAKES SELECTOR OFF

LANDING GEAR/BRAKING




>BODY GEAR STRG

Condition: Body gear steering unlocked when commanded locked, or system pressurizedwhen not commanded.

BRAKE LIMITER

Condition: Brake torque limiter failure on more than one wheel per truck, or parking brakelever released and the parking brake valve not fully open, or brake unit controlsystem power loss.

CREW ACTION:Brake with caution.

>BRAKE SOURCE

Condition: Brake system pressure from hydraulic systems 1, 2, and 4 are low.

BRAKE TEMP

Condition: Temperature of one or more brakes excessive. One or more brakes havereached a temperature where fuse plug melting may occur.

CREW ACTION:If practicable: Observe gear EXTEND limit speed (270K/0.82M) LANDING GEAR LEVER DOWN (Allows cooling air to flow around brakes) When indication of high brake temperature is cleared: LANDING GEAR LEVER UP

If on the ground: Allow a minimum of 70 minutes brake cooling time.



>AIRSPEED LOW

Condition: Airspeed less than minimum maneuvering speed.

>ALT CALLOUTS

Condition: Altitude advisories and minimums annunciations are no longer provided.

>ALTITUDE ALERT

Condition: Airplane has deviated more than 300 feet from MCP selected altitude.

>CONFIG FLAPS

Condition: Flaps not in takeoff position when airplane on the ground, airspeed less than V1,three or more Fuel Control switches in RUN position, and engine 2 or 3 thrust intakeoff range.

>CONFIG GEAR

Condition: Any landing gear not down and locked when any thrust lever closed below 800feet radio altitude or when flaps are in a landing position.

>CONFIG GEAR CTR

Condition: Body gear steering not centered when airplane on the ground, airspeed less thanV1, three or more Fuel Control switches in RUN, and engine 2 or 3 thrust intakeoff range.

CONFIG/GPWS




>CONFIG PARKING BRK

Condition: Parking brake set when airplane on the ground, airspeed less than V1, three ormore Fuel Control switches in RUN, and engine 2 or 3 thrust in takeoff range.

>CONFIG SPOILERS

Condition: Speedbrake lever not DOWN when airplane on the ground, airspeed less thanV1, three or more Fuel Control switches in RUN and engine 2 or 3 thrust intakeoff range.

>CONFIG WARN SYS

Condition: Fault detected in the configuration warning system.

GND PROX SYS

Condition: GPWS alerts may not be provided.

CREW ACTION:NOTE: Some or all GPWS alerts are not available. GPWS alerts which occur ARE VALID AND

SHOULD BE COMPLIED WITH.

>OVERSPEED

Condition: Airspeed exceeds Vmo/Mmo

COCKPIT OVERVIEW 7 - 1


COCKPIT OVERVIEW

TABLE OF CONTENTS

SUBJECT PAGECOMMUNICATION SYSTEMS.............................................................................3

Radios .....................................................................................................................................3ACARS....................................................................................................................................3

NAVIGATION SYSTEMS .....................................................................................4Overview .................................................................................................................................4VOR Navigation Radios ...........................................................................................................4Instrument Landing System......................................................................................................4Automatic Direction Finding (ADF) ...........................................................................................4Distance Measuring Equipment (DME).....................................................................................5ILS Marker Beacon Sensing.....................................................................................................5Transponder ............................................................................................................................5Weather Radar ........................................................................................................................5Air Data Computers .................................................................................................................5Inertial Reference System........................................................................................................5Radio Altimeters ......................................................................................................................5Ground Proximity Warning System (GPWS):............................................................................6Mode 1 - Excessive Descent Rate............................................................................................6Mode 2 - Excessive Terrain Closure Rate ................................................................................6Mode 3 - Altitude Loss After Takeoff or Go Around...................................................................6Mode 4 - Unsafe Terrain Clearance .........................................................................................6Mode 5 - Glideslope Deviation .................................................................................................6Mode 6 - Altitude Advisories.....................................................................................................7Mode 7 – Windshear................................................................................................................7Altitude Alerting System...........................................................................................................7Approaching a selected altitude ...............................................................................................7Deviation from a selected altitude ............................................................................................7

COCKPIT DISPLAY SYSTEMS ...........................................................................8Overview .................................................................................................................................8Electronic Flight Instrument System (EFIS ...............................................................................8Layout and Controls.................................................................................................................8

PRIMARY FLIGHT DISPLAY...............................................................................9Overview .................................................................................................................................9Primary Flight Display Information............................................................................................9Airspeed Indication ................................................................................................................10

7 - 2 COCKPIT OVERVIEW


AUTOPILOT FLIGHT DIRECTOR SYSTEM MODE ANNUNCIATION: ............11Attitude Indicator....................................................................................................................12Vertical Speed Indication .......................................................................................................13Altitude Indication ..................................................................................................................14

ELECTRONIC FLIGHT INSTRUMENT SYSTEM MODE CONTROL PANEL(EFIS/MCP).........................................................................................................15

Overview ...............................................................................................................................15Setting/Displaying Minimums .................................................................................................16Setting Barometric Altimeter...................................................................................................16VOR/ADF Display Selectors...................................................................................................17Selecting a NAV Display Type ...............................................................................................17Selecting Navigation Display Range.......................................................................................17Adding Information to the Nav Display....................................................................................17

NAVIGATION DISPLAY.....................................................................................18Overview ...............................................................................................................................18Navigation Display Modes......................................................................................................18MAP Mode.............................................................................................................................18MAP Mode (Centered Compass.............................................................................................20PLN Mode .............................................................................................................................20VOR Mode.............................................................................................................................21VOR Mode (Centered Compass) ...........................................................................................21APP Mode .............................................................................................................................22APP Mode (Centered Compass) ............................................................................................22

NAVIGATION DISPLAY SYMBOLOGY.............................................................23

PRIMARY EICAS DISPLAY...............................................................................27Overview ...............................................................................................................................27

SECONDARY EICAS DISPLAY.........................................................................28Overview ...............................................................................................................................28Secondary EICAS Display Modes ..........................................................................................28Secondary EICAS MCP .........................................................................................................29ENG Synoptic ........................................................................................................................29STAT Synoptic.......................................................................................................................29ELEC Synoptic ......................................................................................................................29FUEL Synoptic.......................................................................................................................30ECS Synoptic ........................................................................................................................30HYD Synoptic ........................................................................................................................30DRS Synoptic ........................................................................................................................30GEAR Synoptic......................................................................................................................31

COCKPIT OVERVIEW 7 - 3


COMMUNICATION SYSTEMS

Radios: The 747-400 has three Very HighFrequency (VHF) communication radios fornormal radio communications and two HighFrequency (HF) communication radios foruse while out of standard VHF radiocommunications range. All five radios canbe tuned from any of the three radio tuningpanels in the cockpit.

Microsoft Flight Simulator does not have afunctional HF radio model and limits the numberof VHF radios that it is possible to model. Assuch we have not modeled the functionality ofHF radio or the third COM radio.

The radio tuning panels onboard the 747-400 are located on the control pedestal.Each radio tuning panel has a liquid crystaldual frequency display, which shows boththe active and standby frequencies.

Crewmembers can select between the twofrequencies by using the flip-flop keybetween the two frequency windows.

ACTIVE FREQUENCY INDICATOR

STANDBY FREQUENCY INDICATOR

ACARS: (Arinc Communications Addressingand Reporting System) automaticallycommunicates information related to thedisposition of the flight via a high speeddigital data link to ground personnel over theARINC proprietary VHF radio network.

Control of the ACARS system is normallythrough the center FMC Multi-Mode ControlDisplay Unit (MCDU), located on the controlpedestal. Any of the three MCDUs may be

used, however, provided only one is used ata time.

ACARS is capable of transmitting selectedcompany reports and information, flight dataand aircraft system status via discreetcompressed transmissions. The ACARSsystem automatically transmits the aircraftas being OUT of the gate, OFF the ground,ON the ground at destination or IN the gate.These reports are made using the landinggear Air/Ground sensing equipment, as wellas parking brake disposition and cabindoors. All cabin doors except the upperdeck, 3L, 3R and 4R provide statusinformation to the ACARS system.

The OUT time reported is the time at whichthe parking brake is released after all theaircraft doors have been closed.

The OFF time reported is recorded ataircraft liftoff and is transmitted after a shortdelay to ensure accuracy.

The ON time reported is recorded at aircrafttouchdown time and is transmitted after ashort delay to ensure accuracy.

The IN time is reported as the last time theparking brake is set before the opening ofany doors.

During the course of the flight it is possibleto automatically or manually update theEstimated Time of Arrival (ETA) at thedestination airport. Crews are encouragedto use this feature in order to ensurepersonnel at the downline station canaccurately predict the arrival time of theaircraft.

ACARS functionality is to be added as partof a future update. It is intended to includeweather reporting capability and OOOI timesreporting and recording.

7 - 4 COCKPIT OVERVIEW


NAVIGATION SYSTEMS

Overview: The 747-400 has two VHFnavigation radios, three ILS/MLS receivers,and two ADF navigation radios installed.The VHF radios (designated Left and Right)provide dedicated VOR navigation radiosupport and can be tuned automatically bythe FMC-CDU or manually by the crew.Both ADF receivers can be tuned manuallyby the crew.

VOR Navigation Radios: Both VORreceivers are linked to directly to the FMC,and provide VOR navigation bearing andcourse deviation information to the crew viathe Navigation Display.

Under normal operating conditions, the crewwill leave the VOR receivers to be tunedautomatically by the Flight ManagementComputer. The FMC uses a logic process inorder to choose VOR frequencies thatfacilitate triangulation of the current aircraftposition as a backup to Inertial navigationand GPS position data. The VOR receiverantennas are located near the top of thevertical stabilizer.

The VOR receivers can be tuned manuallyby using the NAV RAD page on anyFMC/MCDU.

VOR bearing pointers and information canbe displayed on the navigation display if thecrew selects the VOR L/R switches ON fromthe EFIS-Mode Control Panel. VOR bearingpointers are available in all navigationmodes except PLN.

Instrument Landing System: The 747-400carries triple redundant ILS receivers. TheILS system can be manually tuned by thecrew, or automatically tuned by the FMC.

The localizer portion of the ILS shares theVOR antenna located in the verticalstabilizer until localizer capture. Once thelocalizer has been captured, reception isswitched to the dedicated ILS-Localizerantennas located on the radome bulkhead.This is done to prevent ILS signal blankingor distortion that may result at higher pitchangles when the nose of the airplane

protrudes into the line-of-sight path betweenthe Localizer transmitter and the VORantennae on the vertical stabilizer.

ILS-Glideslope acquisition antennas are alsolocated in the radome, with trackingantennas located in the leading edge of thenose gear doors. Glideslope receptionswitches from the radome receivers to thenose gear door receivers when the landinggear are selected down.

When active, the tuned ILS frequency will bedisplayed on the Primary Flight Display(PFD) and Navigation Display (ND) if APR(approach) mode has been selected. Theflight management computer will receive theappropriate frequency and display thedecoded ILS station identifier for the crew aswell.

ILS tuning, either manual or automatic isinhibited under all of the followingcircumstances:

• When localizer and Glideslope capturedand autopilot engaged.

• Aircraft on the ground, within localizercoverage, heading within 45 degrees offront course and groundspeed in excessof 40 knots.

• Flight Director engaged, localizer orGlideslope captured and radio altitudeless than 500 feet AGL.

Localizer and Glideslope deviation bars, aswell as ILS identifier or frequency, DMEinformation (if available) and selectedapproach course information will bedisplayed on the PFD when the ILS isproperly tuned. The ND will display localizerdeviation bars, Glideslope deviation bars,runway heading and the ILS frequency,course and DME information when theassociated ND is selected to approach.

Automatic Direction Finding (ADF): The747-400 carries two ADF receivers. Thereis one integral sense and loop antenna foreach receiver. Either ADF radio can providebearing information to a selected station.

COCKPIT DISPLAY SYSTEMS 7 - 5

PMDG 747-400 AOM DO NOT DUPLICATE Revision – 10JUN05-001

The ADF systems can be tuned from theNAV RAD page of the FMC/MCDU.

The ADF bearing pointers for the left andright systems can be displayed on thenavigation displays in all modes except PLN.The ADF pointers can be selected using theADF/VOR selectors on the EFIS/ModeControl Panel.

Distance Measuring Equipment (DME):The 747-400 carries two 5-channel DMEradios to provide distance information to theFMC. This information is displayed on theND when a DME channel is tuned. Theradios are tuned automatically by the FMC.

The FMC manages use of the DMEchannels, and will use channels 1 and 2 forposition update, 3 and 4 for navigation andchannel 5 for the ILS system.

DME information derived from channels 3through 5 is displayed on the ND if the crewhas selected the appropriate navigationdisplays. The identifiers of stations tuned onchannels 1 and 2 are displayed on the FMCPOS REF page.

ILS Marker Beacon Sensing: The markerbeacon receiver is a functioning part of theleft VOR receiver and provides data to thePrimary Flight Display for visual and audiointerpretation of outer, middle and innermarker signals.

Transponder: The 747-400 carries a dualtransponder system that is controlled from asingle transponder control panel on thecenter console.

The Transponder control also has integratedcontrols for TCAS display formats andmodes, as well as an IDENT button.

Clock: Two clocks located on theinstrument panel provide GMT, elapsed timeand chronometer functions for the crew.

The clocks also report GMT to the FMC andthe flight recorders.

Weather Radar: Weather radar is notcurrently modeled.

Air Data Computers: The 747-400 air datacomputer includes two digital air datacomputers, two angle of attack sensors, twoTAT temperature probes, four pitot-staticprobes and two flush mounted static airsensors.

Inertial Reference SystemThe 747-400 has three Inertial ReferenceUnits, or IRUs. Each IRU uses laser gyroaccelerometers to provide:

• Acceleration• Attitude• Ground speed• Latitude and longitude information to all

instruments and systems requiringinertial data

• Track• True and magnetic heading• Wind direction and speed

Considered together as a group, the IRU’scomprise the Inertial Reference System. Itis important to note that the IRS does notnavigate or provide direct navigationcommands to any system on the aircraft.Instead the IRS provides continual inertialposition reference, which is transmitted tothe FMC, which then uses the information inthe process of navigational computations.

IRS position information can only beupdated with the aircraft stationary, on theground, via pilot entry of position datathrough a CDU.

If the IRS loses both AC and DC power inflight, alignment will be lost and the FMC willcease using IRS information for navigation.An IRU can be restarted in flight in theattitude mode to provide attitude information.

Radio Altimeters: The 747-400 carriesthree radio altimeters which supply the flightcontrol computers with radio altitudeinformation below 2,500 feet. Thisinformation is displayed on the PFD forcrewmember use.

7 - 6 COCKPIT DISPLAY SYSTEMS

Revision – 10JUN05-001 DO NOT DUPLICATE PMDG 747-400AOM

The left radio altimeter supplies data to theGround Proximity Warning System and theAircraft Configuration Warning System.

Ground Proximity Warning System(GPWS): The GPWS alerts the flight crewto potential hazards associated withdeviation from flight path conditions andprovides visual and aural warnings or alertswhen the airplane is flown into one of theseconditions.

The GPWS computer uses input from thefollowing systems, and must have access toall the below listed systems in order togenerate indications appropriate to theconditions of flight.

• An operating Air Data Computer• An operating stall warning system• Gear lever position• Left and center flap control units• Left EFIS control panel• Left FMC• Left ILS receiver• Left IRS• Left Radio altimeter

There are seven basic modes with specificindications for each separate mode. Inaddition, some modes have multiple sub-modes, which are described below. Voicewarnings are incorporated to help identifythe cause of the warning or alert and to helpthe crew identify the flight condition threatand respond immediately.

Mode 1 - Excessive Descent Rate:Monitors for excessive rate of descent,regardless of aircraft configuration. Initialwarning is comprised of the aural voice alertof “SINK RATE” and activation of the amberGND PROX/G/S inhibit light switch. If theexcessive rate of descent is not corrected,the secondary warning of “WHOOPWHOOP PULL UP” sounds and the mastercaution light illuminates. A red PULL UPmessage is displayed on both the Captain’sand the First Officer’s PFD.

Mode 2 - Excessive Terrain Closure Rate:Monitors for excessive terrain closure ratewhen the landing gear and flaps are not inthe landing configuration or while the flaps

are in the landing configuration without thegear being lowered.

Sub-mode 2A (Gear and Flaps out ofposition.) Aural voice alert of “TERRAIN,TERRAIN” and the amber GRND PROX/G/SINHIBIT light illuminates. If the excessiveclosure rate is not arrested, the auralwarning changes to “WHOOP WHOOPPULL UP” and the master caution lightilluminates. A red PULL UP message isdisplayed on both the Captain’s and the FirstOfficer’s PFD.

Sub-mode 2B (Flaps positioned for landingwith gear retracted.) Provides a repeatedaural alert of “TERRAIN TERRAIN” and theamber GND PROX/G/S INHIBIT lightilluminates. If the excessive closure ratecontinues below 700 feet radio altitude andthe landing gear are not in the down andlocked position, the aural changes to“WHOOP WHOOP PULL UP” and the redmaster caution light is illuminated. A redPULL UP message is displayed on both theCaptain’s and the First Officer’s PFD.

Mode 3 - Altitude Loss After Takeoff orGo Around: If the airplane begins todescend during takeoff or during a go-around, (while still below 700 feet radioaltitude) an aural warning of “DON’T SINK”is heard and the amber GND PROX/G/SINHIBIT light illuminates.

Mode 4 - Unsafe Terrain Clearance:Monitors for unsafe terrain clearance whilethe gear are in the up and locked or intransit position, or the flaps are not in thelanding positions.

Sub-mode 4A (Unsafe terrain clearancewith gear up.) provides an aural alert of“TOO LOW GEAR” or “TOO LOWTERRAIN” depending upon speed andaltitude.

Sub-mode 4B (Unsafe terrain clearance withflaps not in landing position.) provides therepeated aural alert “TOO LOW FLAPS” or“TOO LOW TERRAIN” depending uponspeed and altitude.

Mode 5 - Glideslope Deviation: If theaircraft deviates more than 1.3 dots belowthe glideslope, provides the repeated aural



alert “GLIDESLOPE.” Volume of warningincreases if condition is not immediatelycorrected.

Mode 5 can be inhibited for approacheswhich are expected to deviate from theintended Glideslope, such as visualapproach after brake out of IFR conditionsunder special circumstances, or a turningIGS approach.

Mode 6 - Altitude Advisories: Providesvoice call-outs of radio altitude at 400,300,200,100,50,40,30,20 and 10 feet abovethe touch down point.

If the Captain has set the DH in the PFD,Mode 6 will announce “MINIMUMS” at theselected altitude.

Mode 7 – Windshear: Monitors flightconditions for excessive downdrafts ortailwinds. If such conditions are detected anaural alert of “WINDSHEAR” follows a twotoned siren. A red WINDSHEAR” messageis displayed on both PFDs during allwindshear alerts..

The Autopilot Flight Director System (AFDS)will provide windshear guidance in both pitchand roll modes.

When active, the windshear warning inhibitsall other GPWS warning modes. Modes 1-6will remain inhibited until the windshearcondition ceases or an escape maneuver(such as pressing the TO/GA switch) isinitiated.

The proper windshear escape maneuver isto press either TO/GA switch twice. Thiswill initiate an automated go-around bytoggling the autothrottles to full power,(thrust levers forward and removal of anypower de-rate selected in the FMC) andcause the flight directors to command a 15degree nose up target pitch attitude, orslightly below the pitch limit indicator for agiven phase of flight, whichever is lower.

If the flight director switches were off duringthe windshear alert, activation of the TO/GAswitches will cause the command bars tobecome active in order to provide pitch androll guidance.

Altitude Alerting System: The altitudealerting system functions as a backgroundsystem in much the same manner as theGPWS and is designed to alert the flightcrew when approaching and departing anMCP selected altitude.

Approaching a selected altitude:900 feet prior to reaching the altitudeselected in the MCP altitude window, a whitebox will be displayed around the altitudedisplay on the Captain’s and First Officer’sPFD.

At 300 feet prior to the selected altitude, thewhite box is removed.

Deviation from a selected altitude:If the altitude alerting system detects avariation exceeding more than 300 feet fromthe MCP selected altitude the following alertis provided:

• Master Caution Light illuminate• Caution alert chime sounds• EICAS caution message ALTITUDE

ALERT is displayed.• Current altitude box changes to amber.

If the altitude variation exceeds 900 feet, orreturns to within the 300-foot envelope:

• Master Caution light extinguishes• EICAS caution message is no longer

displayed.• Current altitude box changes to white.

Altitude alerting is inhibited when the landinggear is selected in the down and lockedposition and the flaps are selected in thelanding position, or after Glideslope captureduring the approach.



COCKPIT DISPLAY SYSTEMS

Overview: The 747-400 uses an integrateddisplay system, which consists of six flatpanel CRTs or six flat panel LCD screens.The screens are referred to by theirgeographic position on the panel:

Outboard (Captain’s or FO’s)Inboard (Captain’s or FO’s)UpperLower (See lettered outline, below.)

Each crewmember has two screens locateddirectly in front of the crew member station.Each of these screen pairings is known asan Electronic Flight Instrumentation System,or EFIS.

Electronic Flight Instrument System(EFIS): The EFIS is comprised of two eightinch by eight inch square flat panel CRTdisplays. The outboard CRT is the PrimaryFlight Display (PFD) and the inboard is theNavigation Display (ND). Each pilot hasboth a PFD and a ND screen.

The EFIS system receives flight and aircraftperformance data such as attitude, verticalspeed, heading, track and locationinformation from the Inertial ReferenceSystems (IRS), as well as flight backgroundinformation, progress information and mapbackground information from the FlightManagement Computer (FMC). Thisinformation is presented to the Captain andFirst Officer in the form of a moving mapdisplay and dynamic, graphic flightinstrument displays designed to reduce pilotworkload.

Layout and Controls: To operate theairplane effectively, it is important thecrewmembers understand that controls aregenerally grouped into logical positions onthe panel. The EFIS/Mode Control Panelallows the crew to customize the informationdisplayed on each EFIS (Primary FlightDisplay / Navigation Display) pairing for theCaptain and FO. These controls are detailedbelow.



PRIMARY FLIGHT DISPLAY

Overview: The PFD presents graphicalinterpretations of traditional aircraftperformance and flight control instruments.Airplane attitude indications, flight directorcommands, deviation from localizer orGlideslope indications, airspeed, headingand rate of climb/descent are all presentedin a concise, graphical format designed toreduce pilot workload while flying theaircraft.

Information displayed on the PFD is brokendown into six distinct areas:

• Autopilot Flight Mode Annunciation• Airspeed Indication• Attitude Indication• Altitude Indication• Vertical Speed Indication• Heading Indication

This information is laid out in a formatcentered around the attitude indicator inorder to reduce pilot information scan time.

Primary Flight Display - Layout

Primary Flight Display Information: ThePFD provides all of the interpretive data thepilot will need to fly the aircraft. Pitch andbank attitude, airspeed, airspeed trend,autopilot modes, altitude, vertical speed,commanded altitude and airspeed, headingprecision approach information, and flightdirectors are all represented.

The information presented on the PFD istaken directly from a combination of InertialReference Computers and the Air DataComputer. Should any data becomeunreliable or unusable, an amber flag will bedisplayed in place of the associated graphicdisplay.

Each of the information sub-groups isdiscussed below.

Airspeed Indication

Autopilot Mode AnnunciationAutothrottle/ Roll/ Pitch

Attitude Indication

Vertical Speed Indication

Altitude Indication

Heading Indication



Airspeed Indication: Airspeed isdisplayed on a moving tape with dynamicspeed information such as structural limits,stall speed, maneuvering speeds and trendinformation overlaid onto the display.

Command Speed Display: Displays airspeedselected via the MCP IAS/Mach Command Speedknob. Displays FMC determined speed if IAS/Machwindow is blank.

Maximum Speed Strip: Displays maximum structuralspeed or gear/flap placard speed, whichever isapplicable.

Maximum Maneuvering Speed: Displays maximumsafe maneuvering speed and shows margin to highspeed buffet, stick shaker and overspeed warning.

Airspeed Trend Vector: Shows airspeed trend indirection of arrow. Tip of arrow shows where airspeedwill be in ten seconds at current trend.

Current Airspeed Display: Displays current airspeed.

Command Speed Bug: Displays airspeed selected viathe MCP IAS/Mach Command Speed knob. IfIAS/Mach window is blank then bug shows currentspeed commanded by FMC. Should always showsame number as command speed display.

Flap Setting Indicator Track: Below 20,000 MSL,current and next flap setting will be shown. REFmarking indicates currently selected landing REF speedaccording to FMC.

Minimum Maneuvering Speed: Indicates minimumsafe maneuvering speed and shows margin to stallwarning and stick shaker activation.

Minimum Speed/Stall Speed: Displays currentminimum speed for aircraft configuration.

Current Mach Number: Displays current Machnumber.



Autopilot Flight Director System ModeAnnunciation:The Autopilot Flight Director System controlsaircraft performance across the full flightregime by managing three primary AFDSautopilot regimes. These regimes are:

• Autothrottle• Roll• Pitch

The AFDS will control flight in each of theseregimes by selecting particular modes foreach regime. The status of these modes,and the AFDS as a whole is displayed onthe PFD above the attitude indicator.

The AFDS mode annunciator consists ofthree mode annunciators that display bothcurrent and armed modes for each of theautothrottle, roll and pitch regimes.

Autothrottle Modes:

• THR Thrust Mode• THR REF Thrust Reference Mode• IDLE Throttles Closed• HOLD Thrust Holding Mode• SPD Thrust Speed Mode

Each of these modes is explained in greaterdepth in the Flight Management Systemschapter, but are listed here for reference.

Roll modes:

• TO/GA Takeoff/Go Around• LNAV Lateral Navigation• HDG SEL Selected Heading• HDG HOLD Hold Current Heading• LOC Track Localizer• ROLLOUT Track Runway• ATT Attitude Hold


Pitch modes:

• TO/GA Takeoff/Go Around• VNAV Vertical Navigation• VNAV SPD VNAV Speed Mode• VNAV PTH VNAV Path Guidance• VNAV ALT VNAV Altitude• FLCH SPD Flight Level Change• V/S MCP Vertical Speed• ALT MCP Altitude Hold• G/S Track Glideslope• FLARE Flare Guidance


AFDS modes are:

• FD Flight Director• CMD Autopilot ON• LAND 2 Degraded Autoland• LAND 3 Full Autoland• NO AUTOLAND Autoland Failed


AUTOTHROTTLE ROLL PITCH

AUTOPILOT FLIGHT DIRECTOR MODEANNUNCIATOR



Attitude Indicator: The attitude indicatorprovides a significant technological advanceover traditional cockpit display instruments.This is due in large part to the significantamount of information that can be displayedgraphically on the instrument based on theparticular flight mode or maneuver beingperformed. The Attitude indicator isdemarked in 2.5º pitch increments, and hasa fully overlaid flight director command barmode. Dynamic pitch limit bars visuallydemonstrate the maximum attainable pitchangle in any given flight mode or maneuver.Localizer and glideslope markers, as well asmarker beacons, radio altitude indicator andangle of bank indications round out theinformation spectrum displayed on thisinstrument.

Flight Path Vector: (Not shown) A circular reticledisplayed on the PFD which shows instantaneousaircraft inertial direction.

Approach Reference: Displays selected ILS identifier(frequency only if not identified.) DME if available.

AFDS Mode Annunciator: Displays current AFDSmode.

MDA/RA Indication: Depending on mode of flight, willdisplay MDA/DH as set on MCP. Radio Altitudedisplayed below 1500 feet.

Angle of Bank/ Slip Indicator: Upper triangle displaysangle of bank. Lower box indicates slip/skid in turn.

Marker Beacon: Displays OM, MM, IM color coded.

Pitch Limit Indicator: Absolute aircraft pitch limitgiven current aircraft configuration/regime of flight.Pitching up to this mark will induce a stall.

Pitch Ladder: Pitch ladder delimited in 2.5ºincrements.

Airplane Attitude: Airplane attitude display (alwayscentered.)

Flight Director Command Bars: Displayed when F/Dselected ON.

Glideslope Indicator: Standard glideslope indication.Diamond not filled when fully deflected.

Localizer Indicator: Standard localizer indication.Diamond not filled when fully deflected.

DH Indication: DH displayed when selected and set onMCP.



Vertical Speed Indication: The verticalspeed indication is derived directly from theIRS, and as such can be considered aninstantaneous reading of vertical speed.The vertical speed indicator has a needle,which fluctuates vertically against a graphicdisplay and as such is capable of showingboth the rate of climb/descent, and also thevertical speed trend.

At vertical speeds in excess of 400 feet perminute, a numerical display of vertical speedwill appear below the graphic display.

Vertical Speed Bug: Shows target vertical speed asselected in the MCP V/S command window.

Vertical Speed Needle: Needle indicates currentvertical speed and moves to show rate of change invertical speed.

Vertical Speed Rate Scale Delineation: VerticalSpeed scale against which Vertical Speed Needle isread.

Vertical Speed Display: Number indicates verticalspeed. Displayed only when vertical speed exceeds400 feet per minute.

Heading Indication: The heading indicatoris a composite graphic display which showsboth aircraft heading and aircraft track,further simplifying wind correction anglesboth in cruise and on approach.

Heading Pointer: Indicates current heading.

Drift Angle/Ground Track Pointer: Shows groundtrack currently computed by FMC.

Heading Bug: Heading bug as set in MCP commandheading window.

Heading Reference: Displays MAG for magneticnorth, TRU for true north as selected by headingreference switch.

Current MCP Selected Course: Shows coursecurrently selected in MCP command heading window.Should match location of heading bug, but unlikeheading bug will always be visible in spite of currentheading.



Altitude Indication: Displays altitude ascomputed by the air data computer.Information is displayed in a graphicalformat against a moving background displayshowing both current altitude and trenddirection.

Default display is to standard foot indication.If desired, a crew selection of metric unitscan be displayed, and varies from thediagram below only in that a metric notationbox is displayed directly above the numericcurrent altitude display. In addition a metricaltitude will be displayed above the MCPselected altitude display at the top of thealtitude indicator tape.

MCP Selected Altitude Display: Displays altitudecurrently selected in MCP command altitude window.

MCP Selected Altitude Bug: Shows altitude currentlyselected in the MCP command altitude window. Showssame altitude as displayed in the MCP selected altitudedisplay (above).

Current Altitude Display: Shows current,instantaneous altitude indication.

Barometric Setting Indicator: Displays barometricsetting currently being used by air data computer tocalculate altitude. Will display STD when set to ISAstandard 29.92 IN. May be selected to display inMillibars.

MDA: (Not Shown) A magenta index line displaying thecurrently selected MDA altitude.



ELECTRONIC FLIGHT INSTRUMENT SYSTEM MODECONTROL PANEL (EFIS/MCP)

Overview: The primary method forcustomizing the information displayed by theEFIS is through use of the EFIS-ModeControl Panel. One EFIS-MCP for eachpilot is located at each end of the glareshieldpanel. The EFIS-MCP provides acentralized control for selecting settings,modes and ranges on the NavigationDisplay, as well as buttons to displaynavigation aids, waypoints and airportinformation directly onto the moving mapdisplayed on the Navigation Display.

ND Mode Selector ND Range Selector

INFORMATION DISPLAY BUTTONS

On this panel are also controls to set theDecision Height (DH) and Minimum DescentAltitude (MDA), as well as barometricsettings in inches of Mercury (in. Hg) orhectoPascals (hPa). A pressure switch hasbeen included which allows the crew toselect between the use of feet or meters onthe PFD.

DH/MDA Selector [Outer Ring]IN / hPa Select [Outer]

Altitude Select [Inner](Twist/Push to Set)

BARO Setting [Inner] (Twist/Push to Set)

Meters/Feet Select

Two, three position toggle switches allow thepilot to activate display of the left and rightVOR/ADF bearing pointers on theNavigation Display.

Flight Path Vector ON/OFF Pressure Switch

LEFT VOR/ADF/HIDE SELECTOR

RIGHT VOR/ADF/HIDE SELECTOR



Setting/Displaying Minimums: There aretwo types of approach altitude minimumsthat can be set from the EFIS/MCP.

RADIO: Determines approach minimums byusing radar altimeter data to compute HeightAbove Touchdown (Displayed as HA onapproach charts). Most commonly used onprecision approaches like an ILS.

BARO: Uses barometric pressure altitude todetermine the Minimum Descent Altitude.(Displayed as MDA on approach charts.)Most commonly used on non-precisionapproaches like a VOR approach.

To select between RADIO and BAROminimums, place the mouse directly over theword MINS on the EFIS/MCP. Left-Clickingwill switch the knob between the twosettings.

Radio/Baro Change click area:

After selecting RADIO or BARO, you canchange the HA/MDA altitude by left/rightclicking when you are presented with a“Left/Right” arrow icon. This will cause theminimums display on the Primary FlightDisplay to change in response to yourclicking.

MDA display:

To reset or clear the selected HA/MDAsetting, simply press the reset button in themiddle of the switch (RST).

Setting Barometric Altimeter: Barometricaltimeter can be selected to display inHg(inches of mercury) or HPA (hectopascals),based on pilot preference.

To change between the two, hover themouse over the BARO test located abovethe switch. This will cause the mouse cursorto change to a hand. Left clicking will rotatethe knob between IN/HPA.

To change the altimeter setting, move themouse near the knob until you arepresented with the “Left/Right” click arrow.You can then left/right click to adjust thebarometric setting.

Pressing the Standard button (STD) will setthe barometric pressure to “Standard”setting (29.92 inHG, for example.)

Pressing the MTRS button will cause thealtitude information on the primary flightdisplay to show METERS.



VOR/ADF Display Selectors: Informationrelated to currently tuned ADF/VORs can bedisplayed on the Navigation display byselecting the Left/Right VOR/ADF switchesto the desired position, including OFF.

Selecting either switch to VOR or ADF willcause the station information to be displayedon the lower left right corner of theNavigation display respectively. VORstations are displayed in green, while ADFstations are displayed in blue.

Receiver information (VOR L/ VOR R),station identifier, and DME distanceinformation are also displayed if theinformation is available.

On the navigation display compass rose,selecting a VOR or ADF will cause asimilarly matched arrow to indicate currentazimuth for the station.

Station Azimuth Arrow:

STATION INFORMATION DISPLAYS

Selecting a NAV Display Type: The 747-400 has four display types (Approach, VOR,Map and Plan modes.) Each mode can bedisplayed in two formats, with the exceptionof PLAN which is only available in a singleformat.

The Navigation type is done by using theNavigation Display Selector on theEFIS/MCP.

This selector can be rotated left and rightusing left/right mouse clicks.

To change between the Expanded CompassRose and the Full Compass Rose format,simply press the CTR button in the middle ofthe switch.

Selecting Navigation Display Range: Therange of the navigation display is selectableat increments between 10nm and 640nmusing the range selector knob on theEFIS/MCP.

The center push button on this knob can bepressed to display TCAS traffic information,provided that TCAS information is beingprovided by the Transponder. (Transponderswitch in TA/RA or TA ONLY position.)

Adding Information to the Nav Display: Abottom row of six buttons on the EFIS/MCPcan be used to add or remove informationfrom the navigation display in order to aidsituational awareness.

Optional overlays include Weather (radarnot modeled in this version), STA(VOR/Navigation Stations), WPT (navigationwaypoints), ARPT (Airports), DATA(navigation data related to route of flight)and POS (positional information.)

All of these switches can be used tocustomize the navigation display for optimaluse in any regime of flight.



NAVIGATION DISPLAYOverview: EFIS allows each pilot to have ahighly customizable Navigation Display(ND). Through the EFIS-MCP, each pilotcan tailor the information displayed in orderto provide the maximum benefit for theparticular flight regime or maneuver.

The Navigation Display is capable ofproviding flight planning assistance in theform of a PLN mode, navigation andsituational awareness in the form of a MAPmode, as well as general navigation andapproach capabilities in the VOR and APPmodes.

Navigation Display Modes: There are fouroperating modes for each ND, includingMAP, PLN, VOR and APP mode. The modeselection directly controls how information isdisplayed to the flight crew, and indirectlycontrols the operation of other avionicsequipment aboard the aircraft in order toperform the display functions required.

MAP Mode: MAP mode is the normaloperating mode for most phases of flight inthe 747-400, as it provides the mostcomplete situational awareness for the flightcrew while performing routine navigationand flight operations. This mode presentsinformation against a moving map

background and is oriented with the airplanetrack to the top of the display.

Information displayed includes:• Heading• Trend Vectors• Range to Altitude Intercept• Wind Direction, relative bearing and

speed• Ground Speed• True Air Speed• Distance and Time to Go• Radio selection data• ADF and VOR pointer indications• ETA and selected navigational data

points as provided in the FMC database.• Weather Radar Returns

The range displayed by the MAP mode canbe adjusted to suit crew needs using theEFIS-MCP Range Selector. MAP modedistance can be adjusted from 10nm to640nm.

The MAP mode can be displayed in eitherthe expanded mode, shown, or as a fullcompass rose similar to a conventional HSI.The crew can switch between these twomodes by pressing CTR button in the modeselector switch on the EFIS-MCP.

A representative breakdown of MAP modedisplay capabilities is provided below.

(The following display graphics are providedin black and white to aid in clarity andsimplicity when printing this document.)



MAP Mode:

Heading PointerIndicates the actual magnetic heading of theaircraft. (MAP and PLN modes.)

Groundspeed / True AirspeedDisplays the current groundspeed andairspeed of the aircraft. (Same in all modes.)

Wind Direction/Speed and Relative WindBearingDisplays the wind direction and speed.Vector arrow shows wind bearing relative todisplay. (MAP and PLN modes.)

Heading BugIndicates heading selected using the MCPheading selector. After changing orselecting a heading, a dotted line will extendfrom the aircraft marker to the heading bugfor 10 seconds. The heading bugautomatically swings to the localizer courseat localizer capture during approaches.

Left/Right VOR/ADF InformationVOR - Displays VOR identifier and DMEdata. If VOR is not yet identified, displaysVOR frequency. If only DME signal isidentified, VOR identifier is small font.

ADF - Displays ADF frequency andidentifier. Frequency only is shown untilADF is identified.

Route Line(Magenta) Shows active flight plan in FMC.(Dashed White) Unconfirmed modificationsto flight plan.(Blue dashed) Inactive route

Vertical Deviation IndicatorShows altitude deviation from the selectedvertical profile. Displayed in the MAP modeduring descent only. Scale is capable ofshowing deviation of +/-400 feet. If verticaltrack data fails, the letters VTK will bedisplayed. Deviation indication functions inthe same manner as an ILS glideslopeindicator.

Magnetic Track/Heading DisplayIndicates magnetic track (TRK - MAG) inMAP or PLN modes. Indicates magneticheading (HDG - MAG) in VOR or APPmodes.

Nautical Miles to Next WaypointDisplays distance to next fix on flight plan.

ETA DisplayCurrent estimated time of arrival at nextwaypoint on FMC plan.

Active WaypointIndicates the next active waypoint in theFMC flight plan. (Displayed in MAP andPLN modes only.)



MAP Mode (Centered Compass):By pressing the CTR (inner) button on theND Mode selector, the crew can alter theMAP mode display between the enlargedcompass rose and the Centered Compassdisplay (below).

The full compass rose displays an entirecompass rose similar to a conventional HSIinstrument, with markings delineated atmajor headings. The background movingmap remains displayed behind the compassrose.

LEFT VOR NEEDLE RIGHT VOR NEEDLE

Crews are cautioned to note that unlike theexpanded compass MAP display, the fullcompass rose MAP display shows thecurrent aircraft location in the center of thedisplay.

When complying with ATC heading vectors,be sure to use the triangular headingindicator on the outside of the compass rosefor heading indication.

When attempting to fly a specific track, (asin when tracking a specific VOR radial) usethe vertical distance bar and the TRK/MAGnumeric display at the top of the compassrose for airplane ground track information.

Airplane heading and airplane ground trackindicators will almost always differ to windsaloft, and using the correct indicator for theflight maneuver is important for accurateflight technique.

PLN Mode:PLN mode provides a static map display onthe lower two thirds of the ND. The mapdisplay is always oriented toward true north.The top third of the display retains the samedynamic heading/track presentation as inMAP mode. PLN mode range and radiotuning remain the same as in MAP mode.

PLN mode can be used to step through anentire flight plan to ‘look ahead’ fornavigation and planning purposes. Thecurrent ‘Center Point’ of the PLN modedisplay can be stepped forward using theFMC in RTE LEGS mode (see FMC guide.)

PLAN mode varies slightly if you haveselected an LCD cockpit vs. the standardCRT cockpit, but functionality remainslargely the same.

DYNAMIC DISPLAYShows aircraft heading, track, heading bug, tuned VORinformation and speed/wind information as in MAPmode.

STATIC FLIGHT PLAN DISPLAYDisplays a static route map of the flight plan ascurrently entered into the FMC. This view is orientedtoward True North, and can be stepped through theentire flight plan via the FMC.



VOR Mode:VOR mode provides an ‘aircraft heading-up’oriented, expanded compass rose displaywith specific information related to VORnavigation included. This display shows thefollowing information:

− VOR receiver identification− Frequency− Course− Distance− Ground Speed− True air speed− Wind Direction, relative bearing and

speed.− TO/FROM information

AIRCRAFT TRACK VECTORShows actual aircraft track corrected for wind deviation.

HEADING INDICATORDisplays aircraft magnetic heading at top of display.

DIRECT TO/FROM STATION STEER LINEIndicates the course directly to/from tuned station.

COURSE DEVIATION INDICATORShows left/right deviation from course.

TO/FROM FLAGDisplays current to/from/off status of selected VOR.

VOR STATION FREQUENCY/COURSE/DMEDisplays current VOR use, frequency, course and DMEinformation.

VOR Mode (Centered Compass):A full compass version of the VOR modecan be displayed by pushing on the NDcontrol selector switch. This will display afull compass rose VOR similar to aconventional HSI display.

AIRCRAFT TRACK VECTORShows actual aircraft track corrected for wind deviation.

COURSE DEVIATION INDICATORShows left/right deviation from course

COURSE DEFLECTION INDICATOR:

TO/FROM FLAGDisplays current to/from/off status of selected VOR.

Crews accustomed to using MAP modedisplays are cautioned to be aware that inVOR mode, aircraft heading is alwaysdisplayed at the top of the compass rose,while the aircraft track is displayed by adynamic course deflection indicator (CDI)which provides a representation of aircraftground track.

Altering aircraft heading until the CDImatches the desired ground track will greatlysimplify the process of correcting forcrosswind conditions while flying.

Range selection, weather radar and othercapabilities of the PLN mode are the sameas in MAP mode.

Weather radar display is inhibited in the fullcompass rose mode to reduce clutter andinformation overload.



APP Mode:APP mode provides an ‘aircraft heading-up’oriented expanded compass rose displaywith specific information related to ILSapproach navigation included. This displayshows the following information:

− ILS nav data source− Frequency− Course / Track− DME distance− ADF Bearing functions− Ground speed− True air speed− Wind direction, relative bearing and

speed− Localizer and glideslope deviation.

ILS STATION FREQUENCY/COURSE/DMEDisplays current ILS use, frequency, course and DMEinformation.

GLIDESLOPE DEVIATION INDICATORStandard glideslope deviation indicator.

Range selection, weather radar and othercapabilities of the APP mode are the sameas in MAP mode.

APP Mode (Centered Compass):With the ND mode selector in APP, pushingthe mode control switch will provide a fullcompass rose display similar to aconventional HSI display. Weather radar isinhibited in the full compass rose display toreduce clutter.

ILS GLIDESLOPE DEFLECTION INDICATORFunctions as a standard glideslope deflection indicator.

ILS LOCALIZER DEFLECTION INDICATORFunctions as a standard HIS showing ILS localizerleft/right course deviation.

AIRCRAFT TRACK VECTOR LINEDisplays actual aircraft track when corrected for winddeflection.

Crews accustomed to using MAP modedisplays are cautioned to be aware that inAPP mode, aircraft heading is alwaysdisplayed at the top of the compass rose,while the aircraft track is displayed by adynamic course deflection indicator (CDI)which provides a representation of aircraftground track.

Altering aircraft heading until the CDImatches the desired ground track will greatlysimplify the process of correcting forcrosswind conditions while flying.



NAVIGATION DISPLAY SYMBOLOGYThe following symbols can be displayed on the ND depending on EFIS-MCP switch settings. Allsymbols appear in colors that group the indications into certain categories as described below:

( G ) GREEN Indicates engaged flight mode displays which are dynamic in condition.( W ) WHITE Indicates present status situation, scales, armed flight mode displays.( M ) MAGENTA Indicates command information, pointers, symbols, fly-to-condition.( B) BLUE Indicates non-active or background information.( R ) RED Indicates a critical warning.( A ) AMBER Cautionary messages.

SYMBOL NAME REMARKS APPLICABLEMODE(S)

GS417 GroundspeedIndication (W)

Current Groundspeed

TAS452 True AirspeedIndication (W)

Current true airspeed displayed above 80 knots.

326°/25 Wind Bearing/Speedand Direction Arrow(W)

Indicates wind bearing, wind speed in knots, andwind direction with respect to display orientation andheading/track reference.

AAAAA Active WaypointIdentifier (W)

Indicates active LEGS page waypoint currentlynavigating to.

VOR L,RILS L, C, R

Receiver Reference(M) - Autotuned(G) - Manually

Indicates receiver referenced for the display.

116.00or

CSN

ILS/VOR Frequencyor Identifier Display(G)

Frequency displayed before identifier is decoded.Decoded identifier replaces the frequency. Smallfond indicates only DME information is beingreceived.

74.8 NM Distance Display (W) Indicates distance to current active waypoint.

DME 74.8 DME Based DistanceDisplay (W)

Indicates DME distance to the referenced navaid.

0835.4Z ETA Display (W) Indicates FMC calculated ETA for active waypoint.

CRS 074 Course Display (W) Indicates VOR or ILS localizer front course.

Track Orientation(G), Indicator (W)and Reference (G)

Indicates number under pointer is a track. Boxdisplays actual aircraft track.

Heading Orientation(G), Indicator (W)and Reference (G)

Indicates number under pointer is a heading. Boxdisplays actual aircraft heading.




MAG or TRU Heading/TrackReference (G)

Indicates heading/track is referenced to magneticnorth or true north.

Expanded Compass(W)

360° are available, but only 90° are displayed at anygiven time.

Heading Pointer (W) Indicates airplane heading when selected mode hasa TRK orientation.

Aircraft TrackIndicator (W)

Indicates airplane track when selected mode has aHDG orientation.

Selected HeadingMarker (M)

Indicates the heading set by MCP or FMC. A dottedline (M) may extend from the marker to the airplanesymbol immediately after the heading has been setor changed.

LEFT VOR (G) orLEFT ADF (B)Bearing Indicator

Displays bearing TO (head of pointer) or FROM (tailof pointer) a tuned VOR or ADF station, dependingon EFICP selection.

RIGHT VOR (G) orRIGHT ADF (B)Bearing Indicator

Displays bearing TO (head of pointer) or FROM (tailof pointer) a tuned VOR or ADF station, dependingon EFICP selection.

Present TRACK lineand Range Scale (W)

Displays the aircraft’s instantaneous track resultingfrom present heading and wind conditions. In VORand APP mode only displayed if weather radar isselected..

Airplane Symbol (W) Represents the airplane and indicates its position atthe apex of the triangle.

Airplane Symbol(W) Represents the airplane and indicates its position atthe center of the symbol.

Airport Identifier andRunway (W)

Displayed when selected as origin or destinationand ND range is 80, 160, 320 or 640 nm.

Airport and Runway(W)

Displayed when selected as origin or destinationand ND range is 10, 20, or 40nm. Dashed

centerlines extend outward 14.2nm.

Active Waypoint (M) Active Waypoint- Represents the waypoint theaircraft is currently navigating to.

Flight Plan Route:Active (M)

Modified (W)Inactive (B)

The active route is displayed with a continuous line(M) between waypts. Active route modifications aredisplayed with short dashes (W) between waypts.Inactive routes are displayed with long dashes (B)

between waypts.




VOR (B, G)DME/TACAN (B, G)

VORTAC (B, G)

When STA MAP switch is selected ON, appropriatenavaids are displayed. Tuned VHF navaids are

displayed in green, regardless of STA switch. Whena navaid is manually tuned, the selected course and

reciprocal are displayed.Airport (B) When ARPT MAP is selected ON, airports within the

map area are displayed.

Route DataActive Waypt (M)Inactive Waypt (W)

When DATA is selected ON, altitude and ETA forroute waypoints are displayed.

Off RouteWaypoint (B)

When WPT is selected ON, data base waypoints noton the selected route are displayed in ND ranges of

10, 20 or 40 nm.

Selected ReferencePoint and BearingDistance Information(G)

Displays the reference point selected on the FMS-CDU ‘FIX’ page. Bearing and/or distance from the

Fix are displayed with dashes. (G)

*IRS Position (W) When POS MAP switch selected ON, indicates IRS

position relative to FMC position if they differ.

Weather RadarReturns (R, A, G, M)

Multicolored returns are displayed when theWeather Radar is selected ON. Most intense areasare displayed in red, lesser intensity as amber, andlowest intensity in green. Turbulence is displayed in

magenta. (Not modeled)Trend Vector (W)

[Dashed Line]Predicts the aircraft directional trend at the end of30, 60 and 90 second intervals. Each segment

represents 30 seconds. Based on bank angle andground speed.

Holding Pattern:Active Route (M)

Modified Route (W)Inactive Route (B)

A fixed size holding pattern appears when in theflight plan. This pattern increases to correct sizewhen holding. Does not display entry LNAV will

command aircraft to fly.Procedure Turn:Active Route (W)

Modified Route (W)Inactive Route (B)

A fixed size procedure turn appears when in theflight plan. This pattern increases to correct size

when holding. Does not display entry LNAV will fly.

Altitude InterceptionRange (G)

Displays the range where the MCP altitude will bereached. Based on vertical speed and

groundspeed.

Altitude Profile Pointand Identifier (G)

Represents the FMC calculated T/C (Top of Climb),T/D (Top of Descent), S/C (Step Climb), and E/D

(End of Descent). Deceleration and predictedaltitude/ETA points have no identifier.

Marker Beacon (W) Displayed when in data base and required for aparticular approach procedure. (Not modeled)

Course DeviationIndicator (M) and

Scale. (W)

Displays LOC or VOR course deviation. Deviationindicator points in direction of VOR course or ILSselected course set in the CDU NAV RAD page.




Selected CoursePointer (W) and Line

(M)

Displays selected course set in the CDU NAV RADpage.

Glideslope Pointer(M) and Deviation

Scale (M)

Displays glideslope position and deviation in ILSmode.

North Pointer (G) Indicates map background is oriented andreferenced to true north.

Vertical Pointer andDeviation Scale (W)

Displays vertical deviation from selected verticalprofile (pointer) during a descent only. Scaleindicates +-400 feet deviation. Digital display

provided when pointer over +-400 feet.

TO/FROM Indicator(W)

Located near airplane symbol. Displays VORTO/FROM indication.

TOFROM

TO/FROM Display(W)

Displays VOR TO/FROM indication.

STAWPTARPT

MAP optionsselections. (B)

Displays map data as selected respective EFIScontrol panel.

VOR L, RADF L, R

VOR (G) or ADF (B)Reference.

Located lower left and right corners. Representspositions of VOR/ADF switches on the EFIS controlpanel.

CDU L, C, R MAP sourceannunciation. (G)

Displays ND source if CDU is selected on respectiveNAV source selector. (Not modeled in V1.x)

VOR L, RILS L, C, R

Source Nav Data(G)

Displays source of nav radio data.

IRS( 3 )IRS( L )IRS( C )IRS( R )

IRS/FMC statusupdate (G)

Displays IRS/FMC update status based on the IRSsystem. Transition from IRS(3) to any otherannunciation highlighted by a green box for 10seconds.

DDVD

LOC

FMC-Radio updatestatus (G)

Displays FMC radio update mode.DD = DME, DMEVD = VOR, DMELOC = Localizer.



PRIMARY EICAS DISPLAY

Overview: The primary EICAS display isthe upper, midships CRT. The primaryEICAS is located in a place where it is easilyviewed and monitored by all cockpitcrewmembers.

Designed to provide maximum informationusability with minimum clutter, the primaryEICAS provides a concise picture of engineoperating performance, cabin altitudeindications, duct pressure, fuel status, flapand gear indication and any alert or statusmessages which may require the attentionof the crew.

The primary EICAS is not a dynamic display,as it is the primary method for crews toreceive and monitor the status of a numberof primary flight systems. As such, themanner in which information on the displaycannot be customized.

The information displayed on the primaryEICAS is displayed in zones, which are laidout as follows:

Primary Engine Indications: Graphically displays N1thrust setting for each engine. N1 limits are depicted bya horizontal amber bar, with engine limits depicted by ared horizontal bar. Throttle target setting is shown by awhite horizontal bar. N1 thrust settings and currentclimb/cruise power mode is displayed in green at thetop of the engine instrumentation display.

Alert/Caution List: Dynamic display list depicts anysystem faults detected.

In Flight Engine Start Limits: Envelope for an enginestart in flight is displayed in the event an inflight start isnecessary.

Gear Indicator: Displays landing gear status.

Flaps Indicator: Displays flap status as a singlevertical bar with degree numbers in green. In the eventof a flap system fault, a wider display depicting eachmoving flap section will become visible.

Fuel Indicator: Current Fuel Status.

Duct Pressure Indicator: Displays current ductpressure for bleed duct system.

Cabin Altitude Indication: Current cabin altitude andpressurization system status.



SECONDARY EICAS DISPLAY

Overview: The secondary EICAS display isthe lower midships CRT. The secondaryEICAS is located directly ahead of thethrottle quadrant, immediately below theprimary EICAS, where it is easily viewedand monitored by both cockpit crewmembers.

The secondary EICAS provides systemstatus and secondary engine indications tothe crew. Seven different display modesplus a specialized status display are offered,and can be accessed through the EFIS-MCP.

Secondary EICAS Display Modes: Thesecondary EICAS has eight independentdisplay modes which can be used by thecrew to monitor and asses the status ofmajor systems aboard the aircraft. Thesemodes, which are described morethoroughly in the respective Aircraft Systemschapter, are accessed by pressing theassociated Secondary EICAS display modeswitch on the EICAS-MCP.

Full Screen Synoptic Modes:(Accessed by pressing associated Mode SelectorSwitch on the EFIS Mode Control Panel.)

• DRS – Status display for all hatches and doors.• ECS – Environmental system status and overview.• ELEC – Electrical system status and overview.• ENG – Secondary engine indications.• FUEL – Fuel system status and overview.• GEAR – Gear status and condition.• HYD – Hydraulic system status and overview.

Status Display:(Accessed by pressing STAT Mode Selector Switch onthe EIFS Mode Control Panel.)

Hydraulic System Status

APU Operation Indications

Oxygen System Indications

Status Message List

Flight Control Position Indication



Secondary EICAS MCP: The secondaryEICAS is controlled using the EICAS MCP.

The EICAS MCP is located on the right endof the Autopilot Mode Control Panel, or via apopup menu in the 2D cockpit.

The EICAS MCP allows the crew tointerface with the primary and secondaryEICAS displays through the use of individualstatus screen selector buttons, andCANCEL/RECALL pressure switches forcontrolling the Primary EICAScaution/warning list.

ENG Synoptic: The ENG display providessecondary engine performance informationsuch as N2 rotation, Fuel Flow, Oil pressure,temperature and quantity, as well as enginevibration indication.

STAT Synoptic: The STAT displayprovides status information for numeroussystems onboard the aircraft includinghydraulics, the APU, battery indication andflight control position information.

ELEC Synoptic: The ELEC synopticprovides a graphical overview of theelectrical system condition and operation,including power sources (Ground power,APU generators, engine generators) busses,bus tie breakers and an overview ofelectrical flow.



FUEL Synoptic: The FUEL synopticprovides a status and operation overview ofthe fuel system. Easily one of the mostcomplex systems on the aircraft, graphicalinformation describing quantity, use and flowis presented in a manner to simplify thecrew’s workload.

ECS Synoptic: The ECS synoptic providesan overview of the Environmental ControlSystem, and includes pressurization,temperature, pneumatic air source and flowinformation, as well as anti ice systemoperation and configuration.

HYD Synoptic: The Hydraulic synopticprovides operation and condition informationrelated to the hydraulic system pumps,quantity, pressure and temperatureinformation as well as usage and flow.

DRS Synoptic: The doors synopticprovides a simple condition overview of allexterior and service entries to the aircraft.



GEAR Synoptic: The gear synopticprovides an overview of landing gearcondition, as well as door position andtire/brake temperature conditions on eachmain and body landing gear, as well as thenose gear tires.




AUTOMATIC FLIGHT MANAGEMENT SYSTEMS 8 - 1


AUTOMATIC FLIGHT MANAGEMENT SYSTEMS

TABLE OF CONTENTS

SUBJECT PAGEFLIGHT MANAGEMENT SYSTEMS....................................................................3

Overview .................................................................................................................................3Flight Management System Outlined........................................................................................3

AUTOPILOT FLIGHT DIRECTOR SYSTEM........................................................3Overview .................................................................................................................................3AFDS Mode Control Panel.......................................................................................................5Flight Control Computers (FCCs ..............................................................................................5AFDS Systems ........................................................................................................................5AUTOTHROTTLE Command Modes .......................................................................................6ROLL Command Modes ..........................................................................................................6PITCH Command Modes.........................................................................................................7AFDS Command Modes ..........................................................................................................7Autoland Status/Fault Modes ...................................................................................................8Autothrottle ..............................................................................................................................8

FLIGHT MANAGEMENT COMPUTER ................................................................9Overview .................................................................................................................................9FMC/CDU..............................................................................................................................10

AFDS MODE CONTROL PANEL.......................................................................11AFDS MCP............................................................................................................................11MCP Layout...........................................................................................................................11Flight Director Switches .........................................................................................................11Thrust/Speed Modes..............................................................................................................11Autothrottle Arm Switch..........................................................................................................11Activating TO/GA...................................................................................................................11THR Switch ...........................................................................................................................12SPD Switch ...........................................................................................................................12Selector Knob........................................................................................................................12SEL Switch............................................................................................................................12IAS/Mach Window .................................................................................................................12FLCH Switch..........................................................................................................................13Bank Limit Selector................................................................................................................13HDG Selector Knob ...............................................................................................................13HDG Window.........................................................................................................................13HDG Hold Switch...................................................................................................................13VNAV Switch .........................................................................................................................14VERT SPD Window...............................................................................................................14LNAV Switch..........................................................................................................................14V/S Switch.............................................................................................................................14ALT Window..........................................................................................................................15

8 - 2 AUTOMATIC FLIGHT MANAGEMENT SYSTEMS


Altitude Selector Knob ...........................................................................................................15ALT HOLD Switch..................................................................................................................15A/P FCC Engage CMD Switches ...........................................................................................15FCC DISENGAGE Bar...........................................................................................................15APP Switch............................................................................................................................16LOC Switch ...........................................................................................................................16



FLIGHT MANAGEMENT SYSTEMS

Overview: The Flight Management System(FMS) on the 747-400 is designed to providefully integrated and redundant vertical andlateral flight path management. This isaccomplished by a close marriage offunctionality between the FlightManagement System and the AutopilotFlight Director System (AFDS).

In order to effectively understand how touser the FMC and AFDS, it is important tounderstand the roles that each of thesesystems plays in the operation of theaircraft:

The FMS determines “where” the airplaneneeds to be and communicates thisinformation to the AFDS.

The AFDS determines “how” the airplanewill get there and communicates thisinformation to the flight controls, and to thecrew via the flight director.

The crew interacts with the FMS primarilythrough the FMC-CDU, and with the AFDSprimarily via the Autopilot Flight Director/Mode Control Panel (AFDS/MCP)

Although the 747-400 FMS is capable ofmanaging all phases of flight from takeoff totouchdown and rollout, the crew is under noobligation to use any of the systems

provided. The strength of operating the 747-400 and its advanced systems however, liesin the increased operational efficiency of theaircraft when these systems are in use.The FMS provides greater precision,significantly reduced overall operatingexpense, reduced wear and tear on theairframe and significantly reduced pilotworkload during critical phases of flight.

Flight Management System Outlined:The 747-400 FMS uses a number ofmethods to interact with and receive inputfrom the crew:

• Radio Navigation Systems (VOR/ADF,etc).

• Inertial Reference System.• Air Data Computers.• Electronic Flight Instrumentation System

(EFIS).• Engine Instrumentation and Crew

Alerting System. (EICAS).• Flight Management Computer (FMC).• Autopilot Flight Director System.

All of these systems operate independently,yet are integrated to control the aircraft inpitch, roll, yaw and acceleration withprecision in all phases of flight.

AUTOPILOT FLIGHT DIRECTOR SYSTEM

Overview: The Autopilot Flight DirectorSystem integrates functions of the autopilotsystem, the flight director system, and theautomatic stabilizer trim system in order toprovide complete flight regime control. TheAFDS is comprised of three Flight ControlComputers (FCCs) which operate in parallelwith each other to provide highly precisecommand and control.

Any individual FCC can provide full flightmanagement for all modes of flight, except

for Autoland, where two and three FCCs areused in order to provide for redundancy andincreased accuracy.

The three FCCs are denoted as Left, Centerand Right and can be activated by pressingone of the FCC activation switches on thefar right side of the AFDS/MCP. Anyengaged FCC can be disconnected bypressing the Autopilot Disconnect button onthe yoke, or by pressing the DISCONNECT



button located just below the FCC engagebuttons.

Each FCC has an independent powersource when activated will provide flightcontrol input directly to the flight controlsthrough three independent hydraulicsystems. As such, each FCC can beallowed to have full independent control ofall aircraft flight control surfaces, or multipleFCCs can be operated in tandem to providefull fail-safe operation for coupledapproaches and autoland.

The pitch and roll cues used by the FCCs tocontrol the aircraft can be displayed on thePrimary Flight Display by selecting either theCaptains or First Officer’s Flight Directorswitch to ON.

(The F/D switches are located on both endsof the AFDS/MCP, one each for the captainand first officer.)

Selecting the Flight Director to ON will causethe AFDS to display it’s pitch and roll cuesdirectly on the Primary Flight Display. TheF/D will provide pitch and roll cues that thecrew can follow while flying the aircraft byhand, or these cues can be used to providedirect monitoring of autopilot commands tothe flight controls.

The flight director steering cues can bedisplayed in two different formats,depending upon user preference.

The most intuitive format is the Pitch/Rollbar display because it provides andindependent pitch bar, and an independentroll bar overlaid upon the Primary FlightDisplay.

The second format that can be used is asingle cue format known as a “Flying V” or“Flying Wing.” While less intuitive forbeginners this type of flight director isactually easier to use than the pitch/roll barsabove.

(You can choose between your desired flightdirector format by using thePMDG/OPTIONS menu item withinMicrosoft Flight Simulator. See Chapter00_Introduction for more information..)



AFDS Mode Control Panel: The FlightDirector is a wonderful tool for reducing pilotworkload, but in order to function effectively,the crew must be skilled at instructing theflight director as to the desired flight path.

The Flight Director is controlled by the crewthrough Autopilot Flight DirectorSystem/Mode Control Panel (AFDS/MCP).

The AFDS/MCP is located on the glareshield, and provides direct control of allAFDS functions.

The AFDS/MCP has lighted functionswitches which allow the crew to controlwhich modes are being used by theautopilot/flight director. There switches aregrouped by function, primarily SPEED,ROLL and PITCH.

The AFDS/MCP can sometimes beconfusing for pilots unaccustomed to fullyintegrated autopilots but it is simple toremember that the AFDS/MCP allows thecrew to tell the flight director how to managespeed, pitch and roll in order to navigate theairplane along the desired flight path.

(Modes that can be used are described indetail later in this chapter.)

LNAV, VNAV, FLCH, THR and SPD modeare all available for crew selection, as wellas heading, airspeed, altitude and verticalspeed.

Any activated mode can be disengaged byselecting a different command mode on theMC, or by disengaging all operatingautopilots and deselecting the flight director.

If VNAV, LNAV, LOC or APP modes arearmed, the mode can be disengaged bypressing the associated switch a secondtime.

If the aircraft is on an approach and LOCand G/S capture has already occurred, thenselecting a different command mode will notdisengage the autopilot. When fully coupledfor an approach the only method available todisengage the AFDS is to disengage theautopilot and deselect the flight directors.Pressing the TO/GA switch will also

disengage the approach after LOC and G/Scapture.

Flight Control Computers (FCCs): Thefunction of the FCCs is to integrate thefunctions of the flight director and theautopilot systems. Each individual FCCprovides control commands directly to itsassociated autopilot control servo. Thisservo operates the flight controls directlythrough an individual hydraulic system. Thethree autopilot servo systems are poweredusing hydraulic systems 1, 2, and 3.

If only one autopilot is engaged, it is capableof controlling the pitch and roll axes of flight.In this mode, the yaw dampers provide foryaw control when the aircraft receives a rollcommand from the FCC, resulting in fullycoordinated flight using just one autopilot. Inthe event of a failure affecting the engagedsingle autopilot, the failure will beannounced on the PFD by an amber linedrawn through the autopilot mode. AnEICAS warning message and alert tones willalso alert the crew to such a failure.

If multiple FCCs are engaged, (two or three)and the AFDS has entered approach mode,the FCCs combine to provide pitch, roll andyaw control. Full rudder control ismaintained and will automatically providerunway alignment at touchdown, as well asyaw compensation input in the event of anengine failure during a precision approach.

In a multiple autopilot approach with acrosswind, the FCCs will use rudder inputand bank angle to slip the aircraft for runwayalignment. The bank angle available islimited and in stronger crosswind conditionsthe FCCs may use a combination of slip andcrab to maintain runway alignment.

If a failure affecting all three FCCs occurs onapproach, an autopilot disconnect will result.If a failure results in loss of either pitch or rollmodes, the associated flight directorcommand bar will be removed from thePFD. In cases where both pitch and rollmode are affected, the flight director will beremoved entirely and replaced with a faultflag.

AFDS Systems: The AFDS, in conjunctionwith the FCC’s, is capable of providing full



regime, three dimensional control of theaircraft in all phases of flight. This isaccomplished by autopilot control of theaircraft in three separate regimes:

• Autothrottle• Roll Mode• Pitch Mode

During flight, the status of each of theseautopilot modes is displayed on the primaryflight display at all times. The AFDS modeannunciator provides the crew withimportant information regarding the currentand armed modes for the autothrottle, rolland pitch modes. The lower portion of theAFDS also displays the current commandmode of the AFDS system.

AUTOTHROTTLE ROLL PITCH

AUTOPILOT FLIGHT DIRECTOR MODEANNUNCIATOR

AUTOTHROTTLE Command Modes:While thrust can be set manually by thecrew at any time, the autothrottle is anefficient and precise method of maintainingaccurate and efficient use of engine powerthroughout the flight envelope. Autothrottlemodes which may be announced of theAFDS mode annunciator are:

THR: Thrust autothrottle mode. Thrustsetting is based on FMC calculated thrustrequirements to maintain a commandedvertical speed such as in a climb to altitude.

THR REF: Thrust is set to maintain currentthrust limit setting as calculated/determinedthrough FMC THRUST LIM page. Thrust

limit is displayed on upper EICAS displayabove engine indications.

IDLE: Throttles in transit to idle thrustposition.

HOLD: Throttles set but disengaged fromautothrottle servo in order to protect againstuncommanded thrust setting changes, as induring takeoff roll.

SPD: Speed autothrottle mode. Thrust isset to maintain a commanded aircraft speed.Most often associated with VNAV managedclimb or descent modes where pitch andpower are modulated to target a particularaircraft speed, not a particular climb/descentperformance. Rate of climb or descent willbe a result of maintaining desired aircrafttarget speed through the adjustment ofaircraft pitch. Autothrottle will not violatethrust limits or aircraft speed limits.

ROLL Command Modes: The Roll modecommands bank angles so as to result inspecific turn rates or velocity vectors. Theautopilot will attempt to maintain the desiredflight path, which can be dictated by asimple heading bug command setting, or bya complex series of waypoint programmedinto the FMC. At no time will any autopilotroll mode exceed the bank limit selector ormaneuvering speed limits in order tomaintain course. Roll modes which may bedisplayed on the AFDS mode annunciatorare:

TO/GA: Commands bank angle in order tomaintain ground track during takeoff or goaround maneuver. Ground track will bemaintained based on track disposition attime of engagement and behaviors selectedvia the options menu.

LNAV: Commands bank to follow activeFMC route as displayed on the navigationdisplay. If on ground, LNAV mode will armto engage when passing through 50 feetAGL.

HDG SEL: Commands bank angle tomaintain heading selected in MCP headingwindow.



HDG HOLD: Commands bank to holdpresent heading. If current bank angle isgreater than 15º, will hold heading at timewings are level.

LOC: Commands bank to capture localizerwhen intercept track does not exceed +/-60º. Once captured, will command bank tomaintain localizer.

ROLLOUT: Mode will announce on passing1500 feet AGL and engage at 5 feet AGL.Commands to follow runway centerline ontouchdown.

ATT: Commands bank angle to maintaincurrent bank at time first Flight Directorswitch is selected on if Flight Directors andAutopilots have been off.

PITCH Command Modes: Pitch modecommands aircraft pitch to maintainaltitude, vertical speed, airspeed orclimb/descent path. Pitch mode is nearlyalways directly linked to actions in the Thrustmode. Pitch mode inputs can come fromthe MCP altitude command knob, the MCPvertical speed knob or the FMC directly.When used in conjunction with a Thrustmode, Pitch mode becomes a powerful toolto manage climbs and descents to highdegrees of accuracy and efficiency, as theautopilot will use both pitch and thrust tomaintain commanded airspeed whilenavigating a vertical climb or descent path.Pitch modes which may be announced onthe AFDS mode annunciator are:

TO/GA: Commands pitch angle required fortakeoff or go around. On ground, mode isarmed and will command for 8º nose uppitch, followed by required flight directorclimb pitch after ground clearance.

VNAV: VNAV armed to engage on passing400 feet AGL.

VNAV SPD: Commands pitch up/down tomaintain selected airspeed.

VNAV PTH: Commands pitch up/down tomaintain selected FMC altitude or FMCcalculated VNAV descent path.

VNAV ALT: Commands pitch up/down tomaintain MCP commanded altitude.

FLCH SPD: Commands pitch to maintainspeed selected in MCP IAS/Mach windowduring an altitude change. Will change toALT when MCP altitude is captured.

V/S: Maintains vertical speed selected inMCP V/S window. Will change to ALT whenMCP commanded altitude is captured.

ALT: Commands pitch to maintain altitudeset in MCP altitude window or when ALTHOLD switch is pushed on MCP.

G/S: Commands pitch to maintainglideslope when intercept track does notexceed +/- 40º of front course. Will followglideslope once engaged.

FLARE: Announced below 1500 feet, willengage between 60-40 feet AGL.Commands pitch to reduce sink rate.Disengages at touchdown and lowersnosewheel slowly to runway.

AFDS Command Modes: The status of theentire AFDS system is also displayed on theAFDS mode annunciator. This displayprovides the crew with immediate feedbackon the current operating mode of the AFDSsystem. Displayed modes may be any ofthe following:

FD: Any flight director is selected ON whileautopilots are disengaged. Pilot mustmanually follow Flight Director steeringqueues.

CMD: Any autopilot is selected ON and isproperly engaged.

LAND 2: Displayed below 1500 AGL toadvise crew of autoland degradation due to1 autopilot failure or being out of synch.Approach and landing is being managed byremaining two autopilots.

LAND 3: Displayed below 1500 AGL toadvise crew that all three autopilots haveengaged and are coupled for an autolandapproach.

NO AUTOLAND: Advises crew of loss ofautoland system due to system fault orautopilot failure. No FLARE or ROLLOUTmodes are available.



Autoland Status/Fault Modes: Theautoland mode is announced directly on thePFD, and provides the crew with importantinformation regarding the status of theautoland system.

LAND 3: Indicates that all three FCCs arecoupled and operating for the approach.The LAND 3 indicates that any single failureduring the approach will not result in adegradation of autoland systemscapabilities.. This mode is known as Fail-Operational.

If a fault occurs during a multiple autopilotapproach, an autoland status message willbe displayed on the PFD to alert the crew tothe autoland status and any autolanddegradations which can be expected.These mode announcements are as follows:

LAND 2: Indicates that only two FCCs areonline and functioning for the approach.Any single failure during the approach willnot result in a significant deviation from theapproach. This mode is known as Fail-Passive.)

NO AUTOLAND: Indicated if any failureoccurs which inhibits the autopilots ability toland the aircraft.

Any system failure which occurs during anapproach that does not directly impact theability of the aircraft to perform an autolandwill not be announced until after touchdown.This is done to prevent crew distraction forfailures which do not inhibit the capabilitiesof the activated autoland mode.

Once below 200 feet AGL, any detectedfailures in the autoland system will not beannounced to the PFD unless they cause acomplete failure of the autoland system. Inthis case, NO AUTOLAND will be displayedon the PFD, and will remain displayed untilthe autopilots are disengaged and manualcontrol of the aircraft is taken.

Autothrottle: The autothrottle system usesthe FMCs to directly control throttle input formaximum fuel conservation. Theautothrottle is capable of providing for fullflight throttle management from takeoff torollout.

Whenever engaged, the autothrottle systemwill provide speed limit protection bymodulating thrust to prevent exceeding limitsrelated to flap settings, angle of attack andmaximum structural speeds.

The FMC will display the thrust limit for thecurrent regime of flight on the EICASdisplay, and provides commands directly tothe autothrottle so as not to exceed thesethrust limits in any mode of flight.

The autothrottle can accept automatic inputdirectly from the FMC entered flight planwhenever VNAV is selected, or manuallyfrom the crew via the MCP.

MCP modes available to the crew forselection include, thrust (THR), speed(SPD), flight level change (FLCH) andVNAV. The autothrottle will provide speedprotection in all of these modes.

The autothrottle sets thrust by moving allthrottles together simultaneously. Theautothrottle will maintain the relative positionof the throttles, and stop throttle movementat the moment the first throttle reaches thedesired thrust setting. The autothrottle thenadjusts each engine individually to equalizethrust.

Any throttle can be moved while theautothrottle is engaged, however theautothrottle will return the throttle to itscommanded position once it is released.

When the autothrottle mode HOLD isannounced on the PFD, the autothrottleservo is disconnected to prevent inadvertentor uncommanded movement of theautothrottle. The HOLD mode engagesautomatically when the aircraft acceleratesabove 65 knots during the takeoff. HOLDcan also engage in flight in VNAV and FLCHmodes if autothrottle movement isoverridden or stopped manually.

The autothrottle will disconnect in anysituation where a fault is detected in theengaged autothrottle mode, or if any reversethrust lever is raised to reverse idle. Theautothrottle will also disengage if more thanone engine fails in flight, or if both FMCs fail.



If the autothrottle is armed in flight, butdisengaged, it will automatically re-engage ifany pitch or autothrottle mode is selected onthe MCP.

Flap limit speeds, angle of attack, andairplane configuration limit speeds aremonitored by the AFDS and the FMCs in allpitch and autothrottle modes except V/Smode. If an overspeed is anticipated, eitherthe AFDS will adjust pitch or the autothrottlewill adjust thrust to prevent exceeding aspeed limitation. (This is performed bywhichever system is operating in a speedprotected mode at the time.)

Since it is not possible for the simulator toprovide throttle position control to thejoystick, it is recommended that you monitorthe current autothrottle position, andanticipate where thrust might need to be inthe event that you disengage theAutothrottle. Keeping some sense ofawareness of your current thrustrequirements will prevent you from beingsurprised in the event that you accidentallydisconnect the autothrottle and have asudden, rapid increase or decrease in thrustbased upon the joystick throttle setting.

FLIGHT MANAGEMENT COMPUTER

Overview: The 747-400 carries twoindependent FMCs which run in parallel toeach other in order to maximize accuracy,and eliminate errors.

The FMCs are accessed through the Left orRight Computer Display Units, (CDUs). Acenter FMC/CDU is supplied, however it iscoupled to the ACARS system and shouldonly be used for access to the FMC in theevent of a failure of the left and right CDUs.

The FMCs contain a full database ofnavigation aids, waypoints, airports, airways,runways, SIDS, STARS, company routeinformation and aircraft performance data.

The FMCs are loaded by ground personnel,and the databases are updated every twentyeight days.

(You can download most-current NAVDATAinformation from www.navdata.at, and mostcurrent SID/STAR data from the downloadspage at www.precisionmanuals.com.SID/STAR data is provided for the PMDGFMC by PlanePath, and the files are freelyavailable by download from our site. Mostcurrent AIRAC cycle navdata is provided bywww.Navdata.at)

During flight, the FMC will monitor thedatabase for a combination of VOR andVOR/DME stations at high angles of

intercept to the route of intended flight.During the flight, the FMC will autotune theVHF navigation equipment to provide updateand verification of current aircraft position,and to provide position, radial and DME datato the crew for navigation purposes.

The FMCs will use this method of monitoringcurrent aircraft positioning unless this sourceof information is not available or sufficient.In this situation, the FMC will obtain anaverage position as computed by the threeIRS systems. The FMCs are not capable ofupdating the IRS system if they detect adiscrepancy between the FMC computedposition and the IRS computed position.

The FMCs are capable of using thedatabase and aircraft performanceinformation stored in its non-volatile memoryto provide complete lateral and verticalnavigation. This is accomplished byinterfacing with and providing commands tothe AFDS and autothrottle systems.

The FMCs will use route, weather andaircraft performance data to operate theaircraft in the most economical fashion forany given flight regime.

For GPS equipped aircraft, the FMCs willuse GPS data as a primary navigation datasource unless the onboard sensingequipment determines that GPS accuracy

http://www.navdata.at


http://www.Navdata.at)



has become degraded or is unavailable. Inthis instance, the FMCs will revert to VORcross referencing and IRS positioninformation respectively.

In theory there should be no situation inwhich the FMCs are unable to receiveaccurate and current aircraft position data.

FMC/CDU: The CDU is the tool the crewuses to interface with the FMC. The CDUalso provides a means for the FMC todisplay information for crew use.

The FMC will display information related tothe flight on the EFIS monitors, as well asthrough a series of CDU menus known aspages.

A CDU line containing small boxes is asignal to the crew that information must beentered for proper FMC operation. A linecontaining dashes indicates information thatis optional for entry, but which will providefor more accurate FMC operation.

The CDUs are very specific about allowingcorrect data entry into the data fields. TheCDU will not accept illogical references, orreferences which are not usable given thecapabilities of the FMC.

The CDU provides a MENU key whichallows the crew to select either the FMCfunctions of the CDU, or access to theACARS capabilities of the CDU.

Detailed instructions for operating theFMC/CDUs are provided in chapter 12.



AFDS MODE CONTROL PANEL

AFDS MCP: The AFDS Mode ControlPanel is located on the glare shield. This isone of the principle means used by the crewto communicate with and control the AFDSduring most phases of flight. The MCPcontains switches to select and arm FCCsas well as various pitch, roll and axis modesof the AFDS. In addition, the MCP allowsthe crew to override an FMC commandedmode, or manually select heading, speed,altitude and vertical speed.

MCP Layout: The MCP layout is designedto allow for an intuitive interface between thecrew and the AFDS. Similar functions onthe MCP are clustered together.

Flight Director Switches: Located oneither end of the MCP, the Flight Directorswitches enable or disable the display offlight director command bars on the PFD.

Thrust/Speed Modes: All of the AFDSmodes which use speed intervention andspeed protection are clustered around theIAS/Mach speed selector knob.

Autothrottle Arm Switch: When selectedON, this switch arms the autothrottle. Theautothrottle will engage when any of thefollowing speed intervention/verticalnavigation modes are engaged:

• FLCH• VNAV

• TO/GA• THR• SPD

If the flight director is selected OFF and theautothrottle is armed, the autothrottle willrevert to the SPD mode until flight directorsare rearmed, or unless THR mode ismanually selected.

If VNAV is already engaged at the time theA/T ARM switch is selected ON, theautothrottle will engage in the appropriatemode for the regime of flight.

Activating TO/GA: The TAKEOFF/GO-AROUND switch is an important function inthe cockpit of a modern airliner, as it allowsfor the immediate activation of theautothrottle during takeoff, or in the eventthat a missed approach is required.

It is not possible to “easily” implementswitches that are normally found under yourhand on the throttles, so we have made a“click spot” available on the AFDS/MCP tosimulate a simple interface for TO/GA.

The TO/GA click spot is located on thescrew, immediately next to the A/T ARMswitch.



THR Switch: If current mode is FLCH,SPD, VNAV SPD, VNAV PTH, VNAV ALT orTO/GA, pressing the THR switch changesthe thrust limit to the CLB thrust setting.This setting will be displayed on the PrimaryEICAS. This does not affect the autothrottlemode, but changes the thrust limit allowed.

If any other mode is currently selected,pressing THR will select the autothrottleTHR REF mode and the throttles advance tothe currently displayed thrust limit.

Pressing switch will not illuminate light bar.

Inhibited below 400 feet AGL.

SPD Switch: If pressed, the autothrottle isengaged in speed mode. SPD will beannunciated on the PFD and the throttle willcontrol thrust to maintain the IAS/Machdisplayed in the IAS/Mach MCP window.SPD mode will not exceed minimum ormaximum speed limits, and cannot beengaged while the autothrottle is in THRREF mode.

Selector Knob: Changes the valuedisplayed in the IAS/Mach window andupdates the command speed bug on thePFD.

If VNAV mode is engaged, the window willusually be blanked, as the speed input andcontrol commands are being managed bythe FMC. If VNAV mode is active and thespeed selector knob is pushed then theFMC commanded speed will be displayed.

If the autothrottle is operating in FLCH, SPDor TO/GA mode, the display will not beblanked.

SPD is inactive if in FLCH, VNAV or TO/GAmode.

SEL Switch: Allows the crew to manuallyselect an reading in Knots or Mach.

IAS/Mach Window: Indicates current orselected VNAV speed unless VNAV isalready engaged. PFD command airspeedbug is manipulated using this setting.Indicator will be blank when VNAV mode isengaged. When VNAV is engaged, speedand speed bugs are placed under control ofthe FMC.

Window automatically displays Machnumber when accelerating beyond .84 Machand will automatically revert to knots whendecelerating below 310 knots.



FLCH Switch: Pressing FLCH (Flight LevelChange) disengages other active pitchmodes and integrates pitch and autothrottlecontrol to effect altitude changes.

If the IAS/Mach indicator is blank: Indicatorwill un-blank and display the FMC targetspeed. If the FMC target speed is invalid,then FLCH will use the existing airspeed forthe climb or descent. If the IAS/Machindicator is not blank: Command speed forthe climb will remain as displayed.

The Autothrottle will adjust power asrequired to maintain the desired speedduring climb or descent. AFDS will use pitchcontrol to moderate speed in associationwith thrust.

When MCP altitude is reached, the pitchmode changes to altitude hold and ALT isdisplayed on the PFD. The autothrottleholds the commanded speed and SPDmode is engaged.

Bank Limit Selector: Allows the crew tomanually set a bank limit on the aircraft, orto allow the AFDS and FMC to calculate anddetermine the bank angle limits based onaircraft configuration and performancefactors.

AUTO limits AFDS commanded bank angleto 15-25 degrees, depending on TAS, flapposition and aircraft weight. (Bank angle will

decrease from 25 to 15 degrees at speedsbetween 332 and 381 knots.)

If LNAV mode is engaged, bank angle willbe limited to 15 degrees when speed isbelow V2 + 90 knots and flaps are up, or anengine fails when flaps are not up, or TAS isgreater than 381 knots.

Bank angle is limited to 8 degrees whenbelow 200 feet AGL.

If knob is set to any setting other than auto,then the AFDS bank angle will be limited tothat number of degrees regardless ofairspeed and aircraft configuration.

HDG Selector Knob: Allows magneticheading to be selected in the HDG window.If pushed after a heading is selected, theHDG mode will engage and issuecommands to the AFDS to fly the selectedheading.

HDG Window: Indicates magnetic headingselected using heading selector knob. Iflocalizer has been captured, HDG windowwill display localizer inbound course.

HDG Hold Switch: Engages heading holdmanually. When pressed, AFDS willmaintain current heading. If bank angleexceeds 15 degrees, AFDS will maintainheading at time the wings roll level.



VNAV Switch: Pressing the VNAV switcharms or engages the vertical navigationmode of the FMS, and transfers pitch andspeed modes of the AFDS and autothrottleto the FMC.

VNAV mode instructs the AFDS to fly avertical profile as it is described in the FMCand updated or modified by the crew.

If VNAV is engaged, VNAV mode appears ingreen on the PFD. If VNAV mode is onlyarmed, VNAV mode appears in white on thePFD.

VNAV mode will not engage (but will arm) ifthe FMC Performance Initialization page isincomplete.

VNAV mode is disengaged by any of thefollowing:

Engaging TO/GA, FLCH, V/S, ALT, or G/Spitch modes or if VNAV switch is pushed asecond time before VNAV engagement.

VERT SPD Window: Displays currentvertical speed at time V/S speed is pushedto engage V/S mode. Displays selectedvertical speed as selected using V/S knob.Range is –8000 fpm to +6000 fpm.

LNAV Switch: Pressing LNAV switch armsor engages the lateral navigation mode ofthe FMS, and transfers roll and yaw(heading) control for the AFDS to the FMC.

LNAV will engage as long as the aircraft isabove 50 AGL and within 2.5 miles of theplanned track. If the aircraft is outside ofthese parameters, LNAV mode will arm andengage when the aircraft moves within theseparameters (e.g.- after takeoff).

LNAV mode will be displayed in greed onthe PFD if LNAV mode is engaged. If LNAVmode only arms, but does not engage,LNAV mode will be displayed in white on thedisplay.

If LNAV arms, but the aircraft is not on anintercept heading to planned track, the FMCscratch pad will show the text NOT ONINTERCEPT HEADING, and the previouslyarmed roll mode will remain active.

LNAV mode is disengaged by any of thefollowing:

Selecting HDG HOLD or HDG SEL modes.At localizer capture or if LNAV switch ispushed a second time before LNAVengagement.

V/S Switch: engages V/S mode. AFDS willmaintain V/S set in V/S window. V/S doesnot provide speed protection in the climb ordescent.



ALT Window: Displays altitude as selectedusing the altitude selector knob. Displayedaltitude is target altitude for all AFDS, FMSand altitude alert functions. AFDS and FMCwill not allow a climb or descent through thedisplayed altitude. If altitude has beencaptured, AFDS and FMC will not allow theaircraft to depart from displayed altitudeunless a V/S mode has been selected.

Altitude Selector Knob: Allows selectionof altitude in the ALT window. The AltitudeSelection Knob has a pressure switch andcan be pressed to the following effect:

During a climb or descent, pushing thealtitude selection knob will delete the nextwaypoint altitude constraint between theairplane and the altitude displayed in theALT window. (For example: during a stepdescent, pressing the altitude selection knobwill delete the next level off point, provided itis above the MCP altitude displayed in theALT window.)

If climbing, and no waypoint related altituderestrictions exist, pressing the ALT knob willtransfer the MCP ALT value to the FMC.

When pushed during cruise, the MCP ALTknob will transfer the MCP ALT value to theFMC, and the new altitude becomes thecruise altitude. If in VNAV ALT or VNAVPTH modes, VNAV will automatically initiatethe required climb or descent.

If at cruise, and within 50nm of the Top OfDescent point, selecting a lower altitude inthe MCP altitude window, then pressing theMCP ALT knob causes the DES NOWfeature to become active, and the AFDS willinitiate a 1,250 ft/min descent rate untilintercepting the VNAV calculated descentpath, at which point it will enter the VNAVdescent path.

ALT HOLD Switch: Manually engagesaltitude hold mode. AFDS will capture andhold the altitude as indicated at the time theswitch is pushed.

A/P FCC Engage CMD Switches:Pressing switch engages associated FCCand places it in CMD mode. If both flightdirector switches are off, autopilot willengage in roll mode of HDG HOLD or ATT,and pitch mode will be V/S.

FCC DISENGAGE Bar: Pulling down forcesall autopilots to disengage, or prevents themfrom being activated.



APP Switch: Arms or engages the AFDS tocapture and track the localizer and glideslope. LOC and G/S are armed (displayedin white on PFD) only prior to actual captureof localizer and glideslope. AFDS cancapture localizer or glideslope in any order,and upon capture each will display in greento show that LOC and G/S modes are bothactive.

(Some carriers have a modified AFDS toallow G/S capture ONLY if LOC capture hasalready taken place. You can select theformat you wish from the PMDG/OPTIONSmenu within Flight Simulator.)

LOC capture can occur when aircraft track iswithin 120 degrees of the front course, G/Scapture can occur when the intercept trackangle is within 80 degrees of the localizercourse.

Once LOC and G/S capture have occurred,additional functioning autopilot FCCs willarm for engagement as the aircraftdescends through 1,500 AGL. When theadditional FCC’s engage, the autopilotsystems will connect to isolated powersources.

APP mode can be terminated prior tolocalizer or glide slope capture by pushingthe APP switch a second time, or byselecting LOC, LNAV or VNAV modes tooverride APP mode.

APP mode will also disengage if localizer iscaptured and different roll mode is selected.If the glideslope only has been captured,selection of a different pitch mode willdisengage the APP mode.If TO/GA is selected, or the flight directorsare selected OFF at any time, APP modewill disengage.

LOC Switch: Arms or engages the AFDSto capture and track the localizer. LOC isarmed only (displayed in white on PFD) priorto actual localizer capture. The currentAFDS roll mode will remain active untillocalizer capture and LOC capture can occurif aircraft track is within 120 degrees oflocalizer course. LOC display will change togreen when LOC mode becomes activeupon localizer capture.

LOC mode can be disengaged by pressingthe LOC switch a second time prior to LOCcapture, or by selecting the flight directorsOFF, or engaging the TO/GA mode.

MANUAL FLIGHT TECHNIQUES 9 - 1

PMDG 747-400AOM DO NOT DUPLICATE Revision – 26JUL05

MANUAL FLIGHT TECHNIQUES

TABLE OF CONTENTS

SUBJECT PAGEGROUND TAXI OPERATIONS ............................................................................3

Overview: ................................................................................................................................3Turning Radius: .......................................................................................................................3Taxi Turns: ..............................................................................................................................3Turning Procedure ...................................................................................................................3Taxiing In Congested Areas.....................................................................................................3FOD Hazards...........................................................................................................................3Engine Thrus ...........................................................................................................................4Taxi Speed ..............................................................................................................................4Brake Heating/Cooling.............................................................................................................4Directional Control Issues ........................................................................................................4

TAKEOFF PROCEDURES...................................................................................5Takeoff Speeds .......................................................................................................................5Takeoff Position.......................................................................................................................5Throttle Advance......................................................................................................................5Takeoff Roll .............................................................................................................................5Proper Rotation for Takeoff ......................................................................................................6Crosswind Takeoff ...................................................................................................................6Rejected Takeoff......................................................................................................................6Engine Failure During Takeoff..................................................................................................7Double Engine Failure .............................................................................................................8

CLIMBOUT PROCEDURES.................................................................................9Initial Climb..............................................................................................................................9Acceleration in the Climb .........................................................................................................9Engine failure in/during climb .................................................................................................10Double Engine Failure ...........................................................................................................10

CRUISE PROCEDURES ....................................................................................10Optimum Altitude ...................................................................................................................10Fuel Economy........................................................................................................................10Known Fuel Consumption Increases ......................................................................................10

DESCENT PROCEDURES ................................................................................11Leaving Cruise.......................................................................................................................11Speedbrake Usage ................................................................................................................11

9 - 2 MANUAL FLIGHT TECHNIQUES


APPROACH PROCEDURES .............................................................................11Initial Approach......................................................................................................................11Approach Speeds ..................................................................................................................11Flaps Usage ..........................................................................................................................12Stabilized Approach...............................................................................................................12Precision Approach and Landing (ILS) ...................................................................................12Three Engine ILS Approach...................................................................................................13Non-Precision Approaches ....................................................................................................13Circling to Land......................................................................................................................13Missed Approach ...................................................................................................................13

LANDING PROCEDURES .................................................................................14Landing Geometry .................................................................................................................14Flare......................................................................................................................................14VASI......................................................................................................................................15PAPI......................................................................................................................................15Crosswinds............................................................................................................................15Runway Braking.....................................................................................................................15Reverse Thrust ......................................................................................................................16

MISCELLANEOUS FLIGHT TECHNIQUES.......................................................17Emergency Descent...............................................................................................................17Stalls .....................................................................................................................................17Steep Turns...........................................................................................................................17Fuel Temperature Issues .......................................................................................................17



GROUND TAXI OPERATIONS

Overview: The significant size of the 747-400 requires additional vigilance on the partof the crew to ensure safe operation in theground environment. Special care shouldbe taken to ensure that tight maneuveringspaces are avoided unless guidemen areused to prevent collision with groundstructures or equipment. In addition, therelative height of the cockpit viewperspective can make judging distancedifficult and crews should use additionalcaution.

Turning Radius: The 747-400 has anextraordinary pavement requirement in orderto conduct a 180 degree turn. A minimum of153 feet of pavement width is required toreverse course on the ground in a singleturn. In spite of this, the 747-400 has arelatively tight turning radius which facilitatesmovement on standard 75 foot widetaxiways.

Taxi Turns: The use of body gear steeringallows the 747-400 to make a 90 degreeeasily even on 75 foot wide taxiways. Inany case where body gear steering isunavailable or should fail, crews are advisednot to attempt turns of 90 degrees or greateron taxiways less than 100 feet wide.

The cockpit of the 747-400 is located sevenfeet ahead of the nose gear. This allowsboth crew members relatively unobstructedviews during turns.

Turning Procedure: To safely conduct aturn on 75 foot wide taxiways, allow thecockpit to travel approximately twenty feetbeyond the centerline of the desired taxiwaybefore commencing the turn. (12 feet forsteering radius and 7 feet for cockpit offsetdistance.) This will ensure that the aircraftwill safely negotiate a 90 degree turn. Thissame procedure applies when lining theaircraft up on a runway or gate area lead-inline.

FOD Prevention: When taxiing on 75 footwide taxiways, both outboard engines willextend over unpaved surfaces. Extreme

caution should be used when selectingthrust settings for these engines in order toprevent FOD damage to the engines,nacelles and rear fuselage areas. If indoubt, use the inboard engines for taxiingand leave the outboard engines at idlethrust.

Taxiing In Congested Areas: The 747-400cockpit affords a relatively good vantagepoint for taxi operations. Care should beexercised, however, as a number of areassurrounding the aircraft are not visible to thecockpit crew, and could represent potentialcollision hazards for unseen personnel andequipment operating within close proximityto the aircraft. Affirmative communicationswith ground handling personnel should bemaintained prior to movement.

When taxiing in congested areas, thewinglets can be used to assist with depthperception and gauging the distance to thewing tip. Due to the location of the center ofthe turning radius, a minimum of 12 feet inlateral clearance is required for the wing tipsas the wing will project forward slightlyduring the turn. The wing tips will describethe most outward arc of the 747-400sturning radius, so 73 feet of forwardclearance is required if measuring from thenose of the aircraft.

The captain should always taxi the aircraft,unless for safety reasons this is notpossible.

When approaching the gate area, the firstofficer should do all possible to provideguidance and obstacle clearanceinformation to the captain, who may bewatching the guideman or Accupark systemand be unaware of an approaching hazard.

FOD Hazards: Aside from the alreadymentioned hazard of the outboard enginesprojecting over unpaved areas, crewsshould be mindful that snow plowed intowind rows, snow removal equipment,construction vehicles, mounds ofconstruction debris, and small upward



slopes adjoining the taxiway can pose aserious hazard to the outboard engines.

Never attempt to taxi beyond an obstacle byassuming the wing will have verticalclearance. When completely fueled, thedownward wing flex will result in engine podclearance of just 4 feet on the inboardengines and just 5 feet on the outboard.

Engine Thrust: At low gross weights (lessthan 600,000lbs) it is possible to taxi withonly two engines running. At medium grossweight (less than 650,000lbs) it is possibleto taxi with three engines running. At highergross weights, all four engines should bestarted prior to taxi.

Due in part to the distance separating thecockpit and the engines, engine noise levelwill be very low from the pilot’s perspectiveand N1% readings should always be usedfor determining safe taxi thrust levels.

The aircraft will respond slowly the throttlemovement, and crews should neveradvance the throttles beyond 40% N1without having obtained clearance fromground personnel to ensure damage is notdone to surrounding buildings, equipment oraircraft.

Care should also be taken to note that athigher N1 settings, the jet blast may kick updebris from unimproved surfaces, causingpotential damage to the aft fuselage,horizontal and vertical stabilizers, as well aspotential injury to ground personnel.

Once forward movement is established, idlethrust is usually sufficient to maintain a safetaxi speed.

Taxi Speed: Care should be taken tomanage the taxi speed of the 747-400,particularly at high gross weights. If theexpected takeoff runway is a long distancefrom the gate, a slower taxi speed isrecommended to protect against tire sidewall overheating.

When negotiating turns, proper care shouldbe taken to ensure excessive side loading isnot placed on the tires or landing gear,especially at high gross weights.

The following speeds are the maximumallowable taxi speeds:

Straight Taxiway 25 knots45 Degree Turn 15 knots90 Degree Turn 10 knots.

From the cockpit it will be very difficult toaccurately judge ground speed, and crewsare advised to use the ground speedreadout on the upper EICAS for speedmanagement.

Brake Heating/Cooling: Proper careshould be taken not to overheat the brakeassemblies while taxiing, as this will reducetheir effectiveness in the event of a rejectedtakeoff.

If braking is needed in order to reduce taxispeed, first reduce thrust to idle, thensmoothly apply brake pressure until thedesired taxi speed is reached. Do not apply,remove and re-apply brake pressure (“ridingthe brakes”) in order to manage taxi speed,as this reduces the effectiveness of brakecooling.

Differential braking is not recommendedwhile taxiing.

Directional Control Issues: The largesurface area of the vertical stabilizer willcause the 747-400 to have a tendency to‘weathervane’ on windy days.

On wet taxiways, care should be taken whensteering to prevent nose wheel skidding, asthis may result in loss of directional control.In the event of a nose wheel skid, do notturn the steering tiller to the point ofactivating body gear steering, as this willaggravate the condition as the body gearturn into the direction of the skid. Usedifferential braking or thrust as necessary tocorrect the skid and bring the aircraft to acomplete stop before continuing.



TAKEOFF PROCEDURESTakeoff Speeds: The speeds appropriatefor the takeoff weight of the aircraft shouldhave been selected and confirmed in theTAKEOFF PERF page of the FMC duringthe initial cockpit setup. If the FMC has notregistered confirmed takeoff speeds, anamber NO V-SPD warning will be displayedon the PFD, near the top of the airspeedscale.

Takeoff speeds are computed using crewinput, and the appropriate V speedindicators and flaps setting markers will bedisplayed on the airspeed scale. Not allsettings will be visible at any given time.

Takeoff Position: Under normal operatingconditions the extended runwayrequirements and relatively wide turningradius of the 747-400 do not allow a ‘runningtakeoff’ to be made. The takeoff roll shouldbegin deliberately from a full stop after theaircraft has been properly aligned with therunway centerline.

If a short delay is anticipated once in thetakeoff position, the parking brake should beset in order to protect against inadvertentmovement of the aircraft due to thrust, windor runway slope conditions. Due to theheight of the cockpit above ground level,movement may not be obvious to a crewimmersed in other tasks.

Upon receipt of the takeoff clearance, theaircraft lights should be configuredaccording to the appropriate checklist, andthe parking brake released.

Throttle Advance: The throttles on the747-400 are shorter than the throttles onprevious versions of the aircraft. As such,there is less ‘throw’ when bringing thethrottles up from idle to the takeoff thrustposition.

If the autothrottle is not being used to settakeoff thrust, the PF should advance thethrottles until reaching approximately 60%N1. Once engine readings have stabilized,the throttles should be advanced to takeoffpower, with final throttle adjustments being

made before the aircraft has accelerated to80 knots.

After reaching 80 knots in the takeoff roll,the throttles should only be adjusted to keepthe engines within operating parameters.

If the autothrottle is being used to set takeoffthrust, the PF should bring the throttlessmoothly forward until approximately 70%N1 is displayed on the EICAS. Once engineindications have stabilized, the TO/GAswitch should be pressed.

As the throttles advance to their FMCdetermined position, it is important that thePF back the throttles up with a hand, andthe hand should only be removed uponreaching V1. Observe also the autothrottleannunciator or on the PFD should read THRREF.

In all cases, the crew should be mindful thatthe engine power settings do not exceed thegreen maximum power settings displayedabove the engine power strips on the EICASdisplay.

Takeoff Roll: At the beginning of thetakeoff role, the PF should maintain slightforward pressure on the controls in order toensure proper directional control throughfirm contact between the nose wheels andthe runway surface. This is not to imply thanuse of the tiller above more than 20 knots isacceptable.

Directional control should be maintainedthrough the use of coordinated rudder andaileron input to ensure a straight takeoff withminimum roll tendency on rotation.

The PNF will call out “80 knots” at theappropriate time, as an indication to the PFthat the aircraft has entered into the highspeed regime of the takeoff.

At 80 knots, the PF should begin to releasethe forward pressure held on the flightcontrols.



The PNF will call “V1” when the indicatedaircraft speed is still 5 knots lower than theactual V1 speeds setting. This buffer isincluded in recognition of the fact that a no-go decision immediately before V1 can bemore effectively made if the PF is aware ofthe rate of acceleration to V1.

Upon reaching V1, the PF should removethe hand which was used to back up thethrottles. This is done to enforce the godecision, and to prevent a reactive decisionto reject a takeoff after reaching V1.

At Vr, the PNF will call “Rotate,” as a signalfor the PF to begin applying back pressureon the controls to raise the nose of theaircraft from the runway.

A proper rate of rotation is 3º per seconduntil a target pitch attitude of approximately8 - 10º nose up is attained. Tail contact withthe runway will occur at pitch attitudesexceeding 11º nose up. In gusty conditions,the rotation may be delayed slightly in orderto prevent inadvertent over-rotation inducedby wind gusts.

A proper rate of rotation will lead to theaircraft attaining V2 at 35 feet above therunway surface. Early, rapid or excessiverotation can extend the takeoff run, cause atail strike condition, and/or activate the stickshaker and stall warning.

Proper Rotation for Takeoff: Theimportance of proper rotation techniquescannot be over stressed with an airplane thesize of the 747-400.

Rotating at too rapid a rate (more than 3degrees per second) or rotating before Vrcan lead to a tail strike as the aircraft leavesthe runway, causing significant damage andinspection requirements to the airframe.

Likewise, under-rotation can be equallyhazardous due to the tendency to elongatethe takeoff roll.

At proper rotation rates, where the airplaneis rotated at 3 degrees /second into the flightdirector bars, the distance that a fully loaded747-400 will cover from the Vr until theaircraft is passes through 35 feet AGL istypically 2,500ft.

If rotated at half of the normal rotation rate(1.5 degrees/second) the distance a fullyloaded 747-400 will travel from Vr to 35’AGL increases to 3,500 feet.

If the airplane is under-rotated and allowedto lift off at a higher speed than planned, thedistance between Vr and 35’ AGL increasesto 3,700.

Crosswind Takeoff: As with other aircrafttypes, the most effective method to maintaindirectional control during the takeoff is touse rudder for directional control asnecessary, and aileron input to control rolltendency.

As the aircraft accelerates, the control inputsshould be gradually reduced so as toachieve a smooth liftoff without banking thewings. An uneven bank angle on rotationproduces a risk of engine nacelle damagefrom striking the runway surface.

Rejected Takeoff: Given the size andrequired takeoff speeds of the 747-400, it isextremely important the crews understandthat a decision to reject a takeoff is notmade because the airplane can stop. A



decision to reject a takeoff is made becausethe airplane will not fly.Once entering the high speed regime of thetakeoff role, a decision to reject the takeoffshould only be made if, from the captain’sperspective, a failure occurring prior to V1sufficiently calls into question the ability ofthe aircraft to fly safely. Crews should keepin mind that rejecting the takeoff at highspeed may place the aircraft at higher riskthan the initial failure.

A decision to reject the takeoff should bemade with authority, and in time that brakingcan be applied before V1 is reached. Thepilot flying should quickly reduce thethrottles to idle, disengage the autothrottleand apply reverse thrust.

If set to RTO, the autobrakes should activatewhen the throttles are returned to idle. If theautobrakes do not activate, the crew shouldapply maximum manual brakingcommensurate with safety.

Reverse thrust should be applied normally,with maximum symmetric thrust being usedin the event of an engine failure.

Engine Failure During Takeoff: In theevent that an engine fails on takeoff but adecision to continue the takeoff is made,directional control must be maintained byapplying rudder to the side opposite that ofthe failed engine. The amount of rudderrequired to maintain directional control willdepend on aircraft weight, crosswindinfluence, airspeed at the time of the failureand which engine failed. It is important thatonly enough rudder be applied to maintaindirectional stability as additional rudder willproduce excess drag or cause the aircraft toyaw away from the failed engine. Thiscondition is undesirable because it mayresult in yaw oscillations during the takeoffroll which will reduce the overallcontrollability of the aircraft.

After an engine failure, avoid rotating theaircraft early or excessively. Rotatesmoothly at Vr and continue the takeoffnormally, accelerating to V2. The pitchattitude during the early climb will be slightlylower than that normally required for an allengines operating takeoff. (Usually 2º lowerthan the normal climb out angle.) Maintain

V2 until reaching the Engine OutAcceleration Height. (E/O Accel Ht.) as setin the FMC takeoff page. On passing theE/O Acceleration Height, lower the nose byone half of the climb pitch attitude, andbegin a normal acceleration and flapretraction sequence. (e.g. from 15° to 8°pitch.) Do not descend during theacceleration sequence. After completion ofthe flap retraction sequence, reduce thrustto the maximum continuous thrust setting,(CON) and continue the climb profile.

In the event the engine failure occurs afterreaching V2, but before reaching V2 + 10,maintain the speed at which the aircraft wastravelling at the time of the engine failure.Use pitch to maintain airspeed, and acceptwhatever rate of climb results unlessobstacle clearance is an issue. Climb to theE/O Acceleration Height and commence theacceleration and flap retraction as describedabove.

If the engine failure occurs at V2 + 10, thenuse pitch to maintain this speed untilreaching the E/O Acceleration Height andcommencing the acceleration and flapretraction sequence as described above.

If the engine failure occurs at a speedgreater than V2 + 10, use pitch to reducespeed to V2 + 10 and climb to the flapretraction/acceleration altitude. Thistechnique will give the best rate of climb forthe given available thrust. The abovedescribed procedure for acceleration andflap retraction applies.

Failure of an engine on one side of theaircraft will cause a yaw tendency towardthe failed engine. Opposite rudder inputshould be applied using trim with enoughrudder deflection to eliminate the aircraft’stendency to change heading. The aircraftshould be considered properly trimmed ifyaw tendency is eliminated and the yokecan be held without aileron input. Althougha slight banking may be noticed, usingailerons to level the wings will cause anincrease in aerodynamic drag, resulting in aless efficient wingform, reduced lifteffectiveness and reduced climbperformance.



Double Engine Failure: In the event that asecond engine fails, continue with the E/OAcceleration Height procedure. In somecases, a second engine failure at high grossweight and slow speed will require a slightreduction in thrust on the surviving outboardengine in order to maintain control of theaircraft. This is due to the decreasedeffectiveness of the rudder at slowairspeeds, and will become less of aconcern as the aircraft accelerates. For thisreason it is extremely important that theaircraft not be decelerated after a secondengine failure.



CLIMBOUT PROCEDURESInitial Climb: In a normal takeoff condition,the pitch attitude required to maintain V2+10knots in the climb is 15-17º nose up. In lightairplane configurations, this pitch attitudemay be exceeded in order to maximize therate of climb. (Provided the airspeed is notallowed to drop below V2+10.)

Some consideration to passenger comfortshould be given to if the climb anglerequired to maintain V2+10 exceeds 25ºnose up pitch. If this is a concern, a slightreduction in N1 is the best way to reduceclimb angle.

If a turn is required during the initial climboutphase of the flight, bank angle should belimited to 15º or less. In cases where theflight director is being used, bank attitudeaccording to the flight director is satisfactory,as the flight director takes aircraft speed,weight and stall factors into account.

Acceleration in the Climb: If the flightdirectors are not being used in the climb, thepitch angle should be reduced whenclimbing through the Flap AccelerationHeight as set on the FMC Takeoff page.Pitch angle should be reduced by not morethan ½ of the pitch required to maintainV2+10. For example, if 16º nose up wasrequired, then the pitch angle can bereduced to 8º nose up, but not lower. Thiswill allow the aircraft to begin accelerating inthe climb.

Flaps should be retracted according the flapretraction schedule on the airspeedindicator. During the flap retractionsequence, do not select the next flap settinguntil the aircraft has accelerated beyond theamber warning band (on the airspeedindicator) for the next flap setting.

Acceleration should be continued untilreaching 30 REF + 100 or 250 KIAS,whichever is greater. In US airspace wherespeeds above 250 knots are prohibitedbelow 10,000 MSL, notify ATC of theadditional speed requirement prior toreaching 250 knots.

30REF + 100 KIAS is used because itprovides the best climb gradient for a givenweight and thrust performance. Additionally,in level flight, 30REF+100 providesminimum drag and best fuel economy for anon cruise flight environment.

The maneuvering speed flap schedule isdisplayed on the airspeed indicator andfunctions as follows:

Climb Target Speed 30 REF + 100FLAPS 0 30 REF + 80FLAPS 1 30 REF + 60FLAPS 5 30 REF + 40FLAPS 10 30 REF + 20FLAPS 20 30 REF + 10FLAPS 25 25 REFFLAPS 30 30 REF

The simplest way to determine 30 REF +100 is to add 20 knots to the Flaps Upspeed bug on the PFD airspeed indicator.30 REF + 100 can also be determined bychecking the FMC Approach page.

If necessary, modify the pitch, power andflap settings as required in order to complywith ATC clearances or SID requirements.

When reaching Flaps 5, the crew shouldselect the Climb Thrust setting by pressingthe FLCH switch, the THR switch, or via theFMC Climb page. Verify the appropriateCLB setting is displayed on the EICASengine display. Once in this mode, enginethrust settings will be automatically adjustedfor maximum cost/climb performance givencurrent environmental conditions and climbrequirements.

Using the normal flap retraction sequenceduring the climb/acceleration will provideadequate margin for maneuvering. At grossweights exceeding 750,000lbs, bank angleshould be limited to 15º while at airspeedsbelow 30REF + 100. At all times, however,flight director commands may be followed,as the flight director selects bank anglescommensurate with the current flight profile.



Engine failure in/during climb: Onceabove the E/O Acceleration Height, selectthe ENG OUT mode on the FMC ClimbPage. Selecting the engine out mode willchange the commands sent to the VNAVsystem in order to cope with the changedflight characteristics.

After ENG OUT mode is selected, VNAV willcontinue the climb at engine out climb speeduntil reaching cruise altitude, or themaximum engine out cruise altitude,whichever is lower.

If the aircraft is above the maximum engineout cruise altitude, VNAV will commence adrift down procedure with level out uponreaching the maximum engine out cruisealtitude. Upon reaching the requiredaltitude, VNAV will command a speed

change to Long Range Cruise mode. Alonger acceleration to cruise speed shouldbe anticipated after level off.

Double Engine Failure: In the event of asecond engine failure in the climb, it isimportant to adjust the thrust level of theremaining engines so as to minimize theamount of rudder deflection required tomaintain heading. This is especially true ifboth engines fail on the same side of theaircraft.

Remaining engines should be brought toMaximum Rated thrust as soon as ruddereffectiveness permits.

VNAV will manage to the climb or drift downto the two engine out cruise level.

CRUISE PROCEDURES

Optimum Altitude: The FMC VNAV Cruisepage will display both the Optimum cruisealtitude and Maximum Cruise Altitude for thecurrent flight configuration. The Optimumaltitude will give the best ratio of groundmileage for fuel consumed.

Normally, a cruise altitude as close to theOptimum altitude should be selected. Flightabove the optimum altitude will reduce themargin between cruise speed and stallspeed. Flight above optimum altitudeshould be avoided if autothrottles areinoperative.

Fuel Economy: The FMC will continuallymonitor and report on fuel usage during thecourse of a flight. If a change in flightconditions reduces the range of the aircraftand causes a fuel reserves reduction, theFMC message INSUFFICIENT FUEL will bedisplayed.

FMC monitoring of the required fuel leveldoes not remove crew responsibility formonitoring and managing the useful fuelload.

Factors which can cause a change in therequired fuel load include, but are not limitedto:

• Improper Trim Settings• Unbalanced Fuel Load• Excessive Throttle Adjustments• Flight Higher Than Optimum Altitude• Lower Than Planned Cruise Altitude• Temperatures Higher Than Forecast• Faster Airspeed Than Planned• Slower Airspeed Than Planned• Higher than forecast wind conditions.• Infarcts enroute holding.• Unforecast altitude changes.

Known Fuel Consumption Increases:

Enroute Climb of 4,000 feet: 2,000-3,000lbsM.01 over planned speed: 2% Increase2,000 above Optimum Alt: 2% Increase4,000 above Optimum Alt: 3.4% Increase4,000 below Optimum Alt: 4% Increase8,000 below Optimum Alt: 12% Increase



DESCENT PROCEDURESLeaving Cruise: The descent process canbe conducted manually by taking control ofthe flight, or by selecting a lower assignedaltitude in the MCP and pressing FLCH orVNAV. A descent may also be initiated byentering a lower FL___ in the FMC VNAVCruise Page.

Higher profile descents may require the useof speed brakes in order to reach altitude orspeed targets during the descent. Indescents requiring the use of speed brakes,it is important that level off at the lowerassigned altitude be anticipated so thatspeed brakes can be retracted and thrustincreased to obtain a smooth level outprocedure. Late reduction of speed brakesand cause uncomfortable G loading andpassenger discomfort.

The use of flaps to increase aerodynamicdrag in order to facilitate a higher descent

rate is not recommended in the 747-400, asthis places significant wear and tear on theflaps, flap track and flap actuatormechanisms. If additional drag is required,speedbrakes are recommended.

Speedbrake Usage: In all cases wherespeed brakes are used, the speed brakesshould be closed before thrust is added.There are no altitude or speed constraintsfor operating the speed brakes, however,crews should keep in mind that speedbrakeusage with greater than Flaps 10 selectedcauses additional stress loading to beplaced on the trailing edge flaps. This stressloading is a direct result of air passingthrough the wing surface gap left by speedbrake deployment. Although this processwill not adversely affect controllability of theaircraft, it does place additional wear andtear on the flap track mechanisms.

APPROACH PROCEDURES

Initial Approach: Crew workload during theapproach portion of the flight increasessteadily right up to the point of touchdown.As such, the earlier a crew is prepared withall weather, runway and approachinformation the more distributed theworkload will become.

A strong approach briefing allows the crewto plan ahead for various contingencies suchas vectoring through congested airspace,unusual approach procedures, emergencyprocedures, weather related contingencies,etc.

The crew should have all informationregarding ATIS, NOTAMS and aircraftperformance data collected prior todescending below 10,000 feet.

Approach Speeds: The speed bugsdisplayed on the ND airspeed indicator arecontinually computed and updated by the

FMC. Speeds are based on the aircraftweight and fuel remaining. When speed ismaintained at these airspeed/flap limits, afull safety margin for aerodynamic stall ismaintained.

The maneuvering speed for a specific flapsetting is displayed using a green indexmarker with the associated flap numberbeside it.

Prior to entering the approach, the landingflap setting should be selected in the FMCAPPROACH REF page. This page willshow both the 25 REF and 30 REF speedsgiven the current aircraft weight. Theselected flap setting and REF speed shouldbe selected and entered at Line Select Key4R. Once selected, the FMC will notcontinue to adjust the REF speed to reflectcontinued fuel burn. If significant weightchange is experienced due to prolongedholding, reselecting a REF speed is



necessary to update approach and flapmaneuvering speeds.

When selecting speeds independently ofATC instructions, selecting an MCP speedwhich is 10 knots higher than the flapmaneuvering speed bug will provide astable, efficient flight envelope with acomfortable margin for banking turns whichmay be required by ATC.

Flaps Usage: To ensure a normal,stabilized approach, it is good technique tohave Flaps 5 selected by the time the initialapproach is commenced.

Proper deployment technique is to set thenext flap setting as the airspeed passesthrough the next highest flap settingmaneuver speed. For example, selectingflaps 20 will be done as airspeed slowsthrough the flaps 10 maneuver speed.

Stabilized Approach: A stabilizedapproach is important to a consistent andsafe landing technique. This is particularlytrue in the 747-400 aircraft.

A stabilized approach is defined byaccomplishment of the following beforereaching 1000 feet AGL on an instrumentapproach or 500 feet AGL on a visualapproach:

• Landing configuration (gear and flaps)• On descent profile (ILS Localizer and

glide slope, published non precisionprofile, or when conditions have beenmet to allow a visual approach belowDH or MDA on a non precisionapproach.)

• Speed within 5 knots of target REFspeed.

• Rate of descent not in excess of 1000fpm on precision approach or 1200 fpmon non precision approach.

• Engines spooled up normally tomaintain speed and rate of descent.

In order to facilitate a stabilized approach,crews should plan to have the landing geardown and the final approach checklistcompleted prior to crossing the outermarker.

If the approach is unstable, or becomesunstable below 1000 feet on an instrumentapproach or 500 feet on a visual approach,initiate a go around.

Precision Approach and Landing (ILS):The initial approach can be flown using anumber of different modes in the autoflightmode, regardless of whether a manual orautomatic landing is anticipated. The HDGSEL and LNAV modes can be used forlateral tracking of the flight path and VNAV,FLCH or V/S can be used for altitudechanges. Generally VNAV is considered tobe the preferred method, as the VNAVprogram provides speed management notfound in the V/S mode, and as such canmake for a smoother approach with lesssignificant throttle movement and thrustchanges. When VNAV mode is not usable,or at the crews discretion, FLCH will providefor speed management during a descent,but will result in increased throttle movementand cabin noise during small altitudechanges. For small altitude changes, use ofthe V/S mode will minimize autothrottlethrust changes until the new, lower altitudeis reached.

Passenger comfort is maximized and enginewear and tear are minimized when changesin required thrust settings are anticipatedand accounted for by the crew. Forexample, when the landing gear arelowered, timely selection of the next slowerspeed required for the approach willeliminate the need for the autothrottle toincrease thrust in order to compensate forincreased drag from the landing gearimmediately prior to a thrust change for adecrease in approach speed.

Whenever possible, it is helpful to enter thelanding runway into the FMC DEP/ARRpage, as this will display an extendedrunway centerline in the ND MAP mode,which can help with spatial awareness.

When turning onto the localizer interceptheading and commencing the approach,select APP mode on the ND. The expandedcompass rose or full compass rose (HSI)provide for the best approach informationdisplay.



If LNAV is being used to manage lateraltrack navigation, use caution to ensure thatthe aircraft actually captures the ILSlocalizer. In some cases, the aircraft willcontinue to fly the LNAV approach headingwithout actually capturing the localizer,which can lead to dangerous descentconditions if a glideslope capture occurs.

After localizer capture, the heading bug willupdate to reflect to inbound approachcourse. If a large intercept angle was beingflown, the autopilot will perform one interceptmaneuver before stabilizing on the localizer.At intercept angles less than 30 degrees, theautopilot will not require an interceptmaneuver.

The aircraft should be configured for finalapproach prior to reaching the finalapproach fix, and the MCP speed set to 30REF + 10 at the first indication of glide slopemovement after localizer intercept. This willensure an accurate glide slope intercept atthe appropriate speed for the approach.Landing flaps setting should be selectedimmediately after capturing the glideslope,with the MCP speed set to final approachspeed for the landing flaps setting.Normally, landings will be performed at flaps25 unless runway or weather conditionsdictate the use of flaps 30.

Upon glideslope capture, G/S mode will bethe active mode displayed on the PFD.

Three Engine ILS Approach: A normalapproach should be flown to a flaps 25 orflaps 30 landing. Normal approach speedsshould be used. When flying the approachwith an engine out, it is important the crewstabilize the aircraft on the final approachspeed prior to reaching the outer marker.This will provide an opportunity to re-trim theaircraft as required to eliminate yawtendencies at the slower approach speeds.Once the aircraft is trimmed, an normalapproach and landing can be flown.

In some cases, the crew may desire to zeroout any trim influence prior to flying theapproach. This will require that the crewmanually input the control deflectionsnecessary to eliminate the yaw tendenciesof the aircraft. While this is a higher work-

load solution, it is available to the crew andshould be completed prior to reaching thefinal approach fix.

Crews should resist the temptation to adjustrudder trim after crossing the final approachfix as this may distract crew members fromflying the approach effectively.

Non-Precision Approaches: When flyingnon precision approaches, the aircraft mustbe in the landing configuration prior toreaching the final approach fix. FinalDescent checklist should be completed priorto crossing the final approach fix as well.Landing flaps should be set and landingspeed selected on the MCP speed selectorprior to commencing the descent to theMDA.

A rate of descent should be used which willallow visual acquisition of the runwayenvironment (commensurate with MDA) intime to align the aircraft with the landingrunway.

During NDB approaches, the MAP CTRmode provides a good picture of needletracking throughout the approach.

During VOR approaches, the VOR or MAPmodes provides a good situationalawareness picture of the approach.

Circling to Land: When circle to landminimums are met and wind conditionsrequire such a maneuver, the pilot flyingmust maintain visual contact with the fieldonce descent below the clouds incompleted. When circling, bank angles inexcess of 30 degrees should be avoided.Flaps 20 and the associated flaps 20maneuvering speed is recommended for theapproach portion of the procedure as well asthe circling maneuver. Once the turn to finalis commenced, extend landing flaps andcommence a normal visual approach profile.

Missed Approach: To execute the missedapproach, press the TO/GA switch andimmediately rotate the aircraft to the pitchattitude commanded by the flight director.(Approximately 15º nose up.) Select flaps20, but leave the landing gear in the downposition until a positive rate of climb isdisplayed on the VSI.



LNAV or the MCP Heading Select can beused for lateral track navigation of themissed approach procedure. If altitude andspeeds are displayed on the LEGS page,

VNAV can be used for vertical profile.Retract flaps on schedule and accelerate asneeded for the holding pattern or ATCvectors for an additional approach.

LANDING PROCEDURESLanding Geometry: Two factors makelanding the 747-400 a challenge from theperspective of the pilot; the long wheel baseof the aircraft and relative height of thecockpit above the runway.

To make consistently accurate and safelandings, it is important that the pilot have afirm understanding of the 747-400sgeometry in the landing configuration.

The standard ICAO glideslope installationrequires the glideslope to intersect therunway surface 1,000 feet from thethreshold. In this configuration, a 2.5ºglideslope will have a runway thresholdcrossing height (TCH) of 66 feet.

On the 747-400, however, the ILS receiversare located on the nose gear doors, 21 feetbelow the cockpit. As such, if the aircraft isperfectly on glideslope at threshold crossingand flying at the Flight Director commandedpitch angle of 4º nose up, the pilot’sviewpoint will cross the runway threshold at87 feet. The landing gear of the 747-400are located behind and below both thecockpit and the ILS glideslope receivershowever, and will cross the runwaythreshold at only 44 feet.

If the aircraft is flown to the runway in thisconfiguration without a normal flare, themain gear will touch down approximately500 feet from the runway threshold.

If a moderate flare is accomplished, ratherthan simply flying the aircraft onto therunway, the flight path of the main landinggear can be expected to lengthen bybetween 500 and 1000 feet.

It is recommended that the aircraft be flaredto touch down on the runway surfacebetween 1,000 and 1,500 feet from the

threshold. As such, the pilot should use the1,500 foot markings on the runway as thevisual aim point for the approach.

Coincidentally, this aim point will provide agood visual reference for flying both a 2.5ºand 3º glide slope, and result in anappropriately placed touchdown usingnormal flare technique.

Flare: At 50 feet radio altitude above therunway surface, the throttles should bemoved to idle. At 30 feet radio altitude, noseup pitch should be increased from theapproach angle to approximately 6º noseup. If accomplished correctly, the aircraftshould settle onto the runway withoutextended floating.

Keeping power added during the flare maycause extended floating in ground effect justabove the runway surface, which willsignificantly increase landing distance.Crews are likewise cautioned not to continueto increase nose up pitch during the flare asthis may cause a rapid decay in airspeed,reducing aircraft controllability and reducingthe effectiveness of immediate go aroundthrust should it be needed. In addition, apitch attitude of 11º nose up will causefuselage contact with the runway surfaceupon main gear touchdown.

The recommended approach and landingtechnique is to fly a visual aim point 1,500feet down the runway. Reduce thrust to idlebeginning at 50 feet, with the flarecommencing at 30 feet. Fly the aircraft ontothe runway surface and commence therollout procedure.

Effective use of this procedure willconsistently result in a runway touchdownbetween 1,000 and 1,500 feet from thethreshold.



VASI: If landing on a runway equippedwith a standard two bar VASI system, usecaution during the last 200 feet of the visualapproach. Most VASI systems areconfigured to provide a 2º - 3º glideslope tointersect the runway surface 1,000 feet fromthe runway threshold. Crews should use theVASI system for approach guidance initially,but convert to the 1,500 foot aim pointmethod described above for the finalapproach and touchdown portion of theflight.

If a three bar VASI is provided for use bylong bodied aircraft, 747-400 crews areadvised to use this visual approach cue forguidance to the runway surface as thesecond bars are aligned to provide atouchdown zone 1,500 – 1,700 feet from therunway threshold.

PAPI: Most major airport facilities areconverting to the higher precision PAPIsystem. PAPI placement relative to thetouchdown zone will vary, but is generallyaligned to give an approach pathintersecting the runway 1,000 feet from therunway threshold. Crews should employ thesame methods which apply to standard twobar VASI approaches.

Crosswinds: Due to the large verticalsurface of the tail and characteristics uniqueto the four main gear assembly of theaircraft, the 747-400 requires specialhandling during crosswind landings.

When the flying a coupled approach, theautopilot will fly most of the approach withthe airplane’s nose crabbed into the wind.Passing 500 feet, the autopilot will de-crabthe aircraft and fly the remainder of theapproach and touchdown in a wing lowattitude.

As the airplane touches down on the runwaysurface, the upwind wing will be lower thanthe downwind wing, and enough rudderinput will be applied to keep the aircraftaligned with the runway centerline.

This is the best technique for landing theaircraft in a crosswind condition, as itprovides the best directional control of the

aircraft upon touchdown and minimizes wearand tear on the airframe and landing gear.

It is important to note, however, that oncethe main gear touch the runway surface, abank angle of greater than 8º will cause theouter engine nacelle to contact the runwaysurface. This bank angle is the limitingfactor in determining the maximumcrosswind component of the 747-400 andshould be strictly adhered to.

After the nose has been lowered to therunway, rudder and steering tiller input maybe required to keep the aircraft aligned withthe runway during deceleration due to thereduced effectiveness of spoilers andailerons after touchdown.

This is increasingly more important if theaircraft touches down on the runway surfacewith a slight crab. Due to the design of the747s four wheeled main landing gear trucks,the airplane has a strong tendency to travelin the direction of the main gear. As such, aslight nose into the wind deflection canresult in the aircraft travelling toward theupwind side of the runway during the rollout.This should be immediately and preciselycorrect with rudder input while lowering thenose wheel to the runway surface.

Autobrakes provide the best brakingresponse during crosswind landingsbecause of the difficulty in applying evenbrake pressure to rudder pedals that aredisplaced in order to provide rudderdeflection for the final phase of theapproach. As such, crews are advised touse autobrakes whenever possible oncrosswind landings.

Runway Braking: To understand theimportance of steady brake pressureapplication, it is important to understand thatthe antiskid system which is used to preventwheel locking and skidding monitors frictionbetween the tires and the runway surfacethrough a deliberate modulation and testingof braking power to the main gear. If theautobrakes are overridden by flight crewapplication of braking pressure, this processof runway sampling starts again from thebeginning. Repeated pumping of the brakepedals by the flight crew can increase thelanding roll by as much as 75% in some



cases. Crews are advised to apply a steadyrate of pressure on the brake pedals whenautobrakes are not used.

The autobrake system allows for settings 1 –4 and MAX. Autobrakes are recommendedfor any landing being accomplished on arunway shorter than 10,000 feet, or at highgross landing weights on longer runways.During the approach segment of the flight,select the autobrakes power setting requiredfor the landing.

After touchdown, brake application isindicated by a positive rate of decelerationbeginning one or two seconds aftertouchdown. The braking is appliedgradually, with the full selected brakingpower being applied as the nose wheeltouches the runway surface.

If the autobrakes system fails (usuallyaccompanied by an EICAS warning), applymanual brake pressure.

Use of reverse thrust will augment thebraking system and reduce wear on thebrake systems. Regardless of whether ornot reverse thrust is applied, the autobrakesystem seeks a target rate of deceleration(see Landing chapter), rather than a certainbrake power. This will result in a consistentand smooth rate of deceleration aftertouchdown.

The autobrake system is designed to bringthe aircraft to a complete stop upontouchdown, so crew intervention is requiredif a full stop is not desired. Simply disarmthe autobrakes system by selecting OFFafter passing through 60 knots and reducingreverse thrust to idle.

Autobrakes may also be disarmed bymoving the speedbrake lever to the downposition or advancing the throttles.

Reverse Thrust: The 747-400 has aparticularly large rudder, which leads tomuch greater rudder effectiveness attouchdown and rollout speeds than on manyother conventional aircraft. As such, there isno need to wait for nose gear touchdown toengage and use reverse thrust during thelanding roll.

Application and amount of reverse thrust issubject to the discretion of the flight crew.When touching down on wet or slipperyrunways, every effort should be made toensure that only symmetrical reverse thrustis applied. On dry runways, asymmetricalthrust should only be applied with extremecaution, as this may pose a significantdirectional control problem to the flight crew.

When passing through 80 knots beginmoving the throttles so as to reach reverseidle by 60 knots. Use of reverse thrustlevels higher than idle when forward speedis below 60 knots increases the potential forFOD ingestion and engine surging due toingestion of engine exhaust.

The engines should be brought to forwardidle by the time taxi speed is reached.

If directional control problems areencountered during the landing rollout, it isimportant that they be identified and solvedquickly in order to keep the aircraft on therunway centerline and under control.

If a skid is detected during the landing roll:

• Reduce reverse thrust to idle if at highlevels of reverse thrust.

• Verify correct control inputs for currentcrosswind conditions. (aileron into thewind and opposite rudder)

• Use forward differential thrust, ifnecessary to restore directional control.



MISCELLANEOUS FLIGHT TECHNIQUES

Emergency Descent: At the firstindication of a cabin altitude /cabin pressureproblem, the crew should immediately donoxygen masks. A quick trouble shootingprocess is to verify that all packs are normaland to close all isolation valves. If this doesnot remedy the problem, or if it is obviousthat cabin altitude is uncontrollable, anemergency descent should be commencedat once.

An emergency descent is best performedunder control of the autopilot, as thisreduced the crew workload and allows themto focus on issues related to localizing andidentifying the aircraft problem.

Immediately select 14,000 feet or MinimumEnroute Altitude, whichever is higher in theMCP Altitude window. Press FLCH, extendthe speedbrakes and verify the MCPcommanded airspeed is in the usable range.

Passing through 16,000 feet begin preparingfor a controlled level out by selecting 290knots in the MCP speed window. Retractspeedbrakes and apply thrust as necessaryduring the level out and consult the requiredchecklists.

Stalls: An aerodynamic stall in any aircraftconfiguration, flight mode, or at any altitudeis an unacceptable flight condition for the747-400. At the first warning of animpending stall, (stick shaker or stall buffet):

• Throttles: Full Forward• Pitch: Adjust to minimize loss of

altitude. Intermittent stick shaker isacceptable in order to preventground or obstacle contact.

• Wings: Level• Configuration: Do not change flap

or gear settings until recovery fromthe stall is complete.

Steep Turns: Turns in excess of 30º arenot normally accomplished during normaloperating modes. For pilot familiarity withthe aircraft in all regimes of flight, is

important the flight crews be able to managesteeper bank angles should they benecessary or desired.

Entry into a 45º bank should beaccomplished with the MCP speed set to280 KIAS. Level flight can be maintainedwith only 2.5º - 3.5º of nose up pitch in theturn. Use of stabilizer trim is recommendedto eliminate approximately half of therequired flight column control input requiredto maintain level flight in the turn.

Fuel Temperature Issues: At higheratmospheric levels, extremely low ambientair temperatures may cause concern for fueltemperature management. During extendedcruise operations, the fuel temperature willtrend slowly toward True Air Temperature.When this reaches the lower limit ofallowable fuel temperatures (see 4-6) waxcrystals will form and settle in the tanks,causing fuel system congestion and possiblefuel starvation. Cold soaked fuel can beprevented by descending to lower altitudeswhere the TAT is higher, or by increasingMach number. A 0.01Mach increase willresult in an increase of up to .7°C in TAT. Insevere cases, a descent to lower altitudeswill be required.



INTENTIONALLY BLANK

PROCEDURES AND PROFILES 10 - 1


PROCEDURES AND PROFILES

TABLE OF CONTENTS

SUBJECT PAGEAUTOFLIGHT NORMS ........................................................................................3

Overview .................................................................................................................................3Aircraft Control.........................................................................................................................3Control Norms .........................................................................................................................3Autothrottle ..............................................................................................................................3MCP Command Speed Bug.....................................................................................................3FMC / CDU..............................................................................................................................3MCP Heading Bug...................................................................................................................4AFDS Mode Annunciators........................................................................................................4

TAKEOFF MODES...............................................................................................4Takeoff Modes/Selections........................................................................................................4Takeoff ....................................................................................................................................4Initial Climb..............................................................................................................................4Usable Pitch Modes.................................................................................................................5Flap Acceleration Height ..........................................................................................................5

CLIMB MODES ....................................................................................................5Climb Speed/Altitude ...............................................................................................................5Step Climbs.............................................................................................................................6Optimum Altitude .....................................................................................................................6Maximum Altitude ....................................................................................................................6

CRUISE ................................................................................................................6Cruise Speeds .........................................................................................................................6Cost Index ...............................................................................................................................6ECON cruise mode..................................................................................................................7ENG OUT mode ......................................................................................................................7

DESCENT.............................................................................................................7Descent Mode .........................................................................................................................7Descent Path...........................................................................................................................7Vertical Path ............................................................................................................................8VNAV Speed Management ......................................................................................................8

10 - 2 PROCEDURES AND PROFILES


APPROACH .........................................................................................................8LNAV/VNAV Requirements......................................................................................................8Approach Selection..................................................................................................................8Manual Waypoint Entry............................................................................................................8Fix and VOR Radial Displays...................................................................................................8Use of Procedure Turns...........................................................................................................8

PRECISION APPROACHES (ILS) .......................................................................9Initial Approach........................................................................................................................9NAV Display Modes.................................................................................................................9Final Approach (Cat I)..............................................................................................................9Final Approach (Cat II/III) .......................................................................................................10Missed Approaches ...............................................................................................................11

NON PRECISION APPROACHES.....................................................................11LNAV/VNAV ..........................................................................................................................11VOR mode.............................................................................................................................11Final Approach ......................................................................................................................11

TAKEOFF PROFILE - NORMAL........................................................................13ILS APPROACH - COUPLED ............................................................................14ILS APPROACH – MANUAL .............................................................................15NON PRECISION APPROACH – USING VNAV................................................16NON-PRECISION APPROACH – USING V/S....................................................17CIRCLE TO LAND FROM INSTRUMENT APPROACH ....................................18VISUAL APPROACH .........................................................................................19



AUTOFLIGHT NORMS

Overview: To a great extent, the advantageof operating the 747-400 aircraft is derivedthrough use of the flight managementsystem. (FMS). From simple tasks such asproviding raw aircraft performance data tomuch more sophisticated tasks like fullyautomated flight, the flight managementsystem used aboard the 747-400 cansignificantly reduce pilot workload andaircraft operating costs. A full review ofevery available FMS mode is not within thescope of this manual, however, this sectionwill provide a brief overview ofrecommended techniques.

Aircraft Control: The 747-400 can becontrolled through three primary methods:

• Manual control manipulation.• The Flight Management

Computer/Computer Display Unit.(FMC/CDU)

• Mode Control Panel. (MCP)

Manual control is effected through the use ofthe traditional aircraft controls such as thecontrol column, rudders, throttles and flightinstruments.

Control via the FMC/CDU is a direct result ofproviding performance data andexpectations to the Flight ManagementSystem through use of the FMC/CDU. Thisregime of flight is covered more adequatelyin the FMC Guide.

Control via the MCP is effected through useof the flight management modes andselectors presented to the crew inconjunction with data and performancerequirements entered into the FMC/CDU.

In conjunction with one another, theFMC/CDU and MCP present the crew with avery powerful flight management capability.

Control Norms: The close interactionbetween the FMC and the MCP requiresthat certain norms be observed whenadjusting parameters on the MCP.

Observing these norms will, for the mostpart, eliminate accidental or unexpectedresults from the FMS.

Autothrottle: Autothrottles should be usedto control engine thrust settings in nearly allphases of flight. In situations whereexcessive engine ‘hunting’ or excessivethrust changes are caused by turbulence,mountain wave activity, or in the case offlying a manual approach, the throttles canbe disengaged.

In some cases, the autothrottle willdisengage automatically as a safety of flightmechanism. This can occur if the aircraft isoperating too close to the overspeed buffet,to close to the stall buffet, or in some casesif significant turbulence in flight.

If the A/T ARM switch is in the armedposition, and either the FLCH or TO/GAswitches are pressed, the autothrottle willreengage.

MCP Command Speed Bug: Thecommand speed bug should always be setto the desired steady state speed regardlessof the regime of flight or whether theautothrottle is engaged. This will preventaccidental over/under speed conditions.Note that when VNAV is engaged, the MCPspeed bug will be blanked, as the speedrequirements entered into the FMC takepriority unless overridden with a manualMCP speed bug setting.

FMC / CDU: Proper FMC/CDU pagedisplay is important if the crew is to gain themaximum information advantage from theFMC. Recommended FMC/CDU displaymodes are listed below according to theappropriate regime of flight:

Flight Mode FMC PageTaxi THR REFTakeoff VNAV CLBCruise VNAV CRZDescent VNAV DESCENTLanding LEGS



MCP Heading Bug: The MCP heading bugshould always be set to the current or nextintended heading as appropriate. Settingthe bug to the existing heading serves as areminder to both crew members of an ATCor procedure assigned heading, and makesidentification of heading deviations easier.Setting the heading bug to an expectedheading can reduce pilot workload during aturn, or during a missed approach.

AFDS Mode Annunciators: Autopilotoperating modes (A/T. ROLL and PITCH)are only annunciated at the top of the PFD.It is important that crew membersunderstand, monitor and interpret theinformation displayed here. Complete list ofautothrottle, roll and pitch modes can befound in the PFD chapter.

TAKEOFF MODES

Takeoff Modes/Selections: As part of thecockpit preparation, a takeoff and climbthrust mode should have been selected onthe FMC TAKEOFF REF page. The MCPheading bug should be set to runwayheading, or to a pre assigned ATC “flyheading” command. The MCP commandspeed bug should be set to V2, and V1should be correctly displayed on the PFD.

Prior to commencing the takeoff roll, crewmembers should review the FMC LEGSpage for any climb constraints immediatelyafter takeoff. The pilot not flying (PNF)should keep this mode displayed during thetakeoff in order to facilitate rapid changes inrouting, should they become necessary.

The pilot flying (PF) should display theVNAV CLB page in order to monitor climbrequirements and performance.

Climb constraints, heading and speedmodifications immediately after takeoff arenormally managed through the MCP.

Takeoff: An autothrottle takeoff isaccomplished by advancing the throttlesmanually to 70% N1. After engine thrustsettings have stabilized, the TO/GA switchwill transfer control of thrust setting to theFMS. Both crew members should back upthrottle movement with one hand in thesame manner as when setting thrustmanually.

At 80 knots, verify the autothrottle modeannunciator shows HOLD as the currentmode. The A/T HOLD mode preventsinadvertent movements should anautothrottle or FMS system failure occur. Ifthe HOLD mode fails to engage it will not bedisplayed on the PFD. This is not a causefor alarm, but it does mean that the throttlesare not being protected from uncommandedthrust changes related to a system fault. Inthis situation it is even more important thatcrew members back the throttles up duringthe takeoff roll.

The aircraft should be rotated according toschedule and in accordance with the takeoffdiscussion in the Manual Flight Techniquessection.

The A/T HOLD mode should remaindisplayed until the autopilot pitch modetransitions out of the TO/GA mode, or untilclimb thrust is requested through use of theTHR switch.

Initial Climb: After rotation, the flightdirector bars will command pitch and rollattitudes required. Flight director pitchcommands will result in an airspeed of V2 +10 knots in the initial climb, although arotation after V2 may result in a speed ofrotation speed + 10 knots. In either case,the command bars should be followed foroptimal aircraft performance.

If LNAV was not armed prior to commencingthe takeoff roll, it should be selected after



gear retraction is complete and the climbhas been stabilized.

If the route of flight is going to require ATCvector procedures or flight to a certainintercept before being turned over to LNAV,use the MCP commanded heading, speedand altitude bugs until the LNAV mode canbe engaged.

NAVAIDS and appropriate radials can bedisplayed using the NAV RADIO page of theFMC/CDU.

Usable Pitch Modes: Under normalcircumstances VNAV will be armed prior tocommencing the takeoff roll and will takeover the autopilot pitch mode at 400 feetAGL. The use of VNAV to manage thetakeoff profile is the preferred method,provided the appropriate required VNAVroute navigation data was entered into theFMC TAKEOFF REF page prior to takeoff.

An alternate method is to allow the TO/GAmode to manage the vertical profile up to theflap retraction height before selecting eitherthe VNAV or FLCH modes to manage thevertical profile. Both of these modes will useFMC TAKEOFF REF page data to provideoptimal aircraft performance, and bothmodes provide for speed limit protection toprevent overspeed during the flap retractionsequence.

Autopilot: The autopilot is certified to beengaged at any altitude above 250 feet

AGL. Crews should avoid engaging theautopilot if the aircraft is significantly out oftrim or aircraft pitch/roll attitudes varysignificantly from the flight director commandbars, as this will cause a strong and rapidreadjustment of the flight path which may beextremely uncomfortable for passengers.

Flap Acceleration Height: When VNAV isengaged, the Auto Flight Director Systemwill automatically commence a reduced rateof climb in order to facilitate forwardacceleration.

Retract flaps normally according to the flapretraction schedule displayed on theairspeed indicator, and verify that theappropriate CLB thrust mode is displayed onthe EICAS display.

If VNAV is not being used for the climb,select FLCH and set the command speedbug to 30 REF + 100 to initiate theacceleration process. Climb thrust bypressing the MCP THR switch.

Continue the climb and acceleration asallowed according to noise abatementprocedures and ATC instructions. If anyspeed restrictions or minimum crossingaltitude restrictions are imposed during theclimb, they are normally managed byentering them into the FMC/CDU altituderestriction entry line in the FMC VNAV CLBpage.

CLIMB MODESClimb Speed/Altitude: The FMC has afunctioning internal database of airportinformation including approaches, SIDs,STARs and in most cases speed restrictionsprior to reaching the transition altitude. (Inthe USA this will always be 250 knots whilebelow 10,000 feet MSL). When VNAV isengaged, the AFDS will accelerate to thisrestriction speed or 30 REF + 100,whichever is higher, and maintain this speedduring the climb. The speed which will beused by the AFDS can be seen by the PF on

the FMC VNAV CLB page, which should bevisible during this phase of flight.

VNAV will select the higher 30 REF + 100speed in order to provide for fullmaneuverability of the aircraft. Typically thisspeed will exceed 250 knots for aircraftgross weights in excess of 630,000 pounds.

During the climb process, the AFDS will alsomonitor the LEGS page for any waypointrelated speed restrictions or altitude related



restrictions entered into the VNAV CLIMBpage. VNAV will immediately adhere to anyclimb restraints entered into the LEGS pageof the FMC/CDU as well as any MCPselected altitude restraints. Generally it iseasier to enter and remove ATC climbrestraints through use of the MCP commandaltitude bug.

During the climb, the FMC will provide climbspeeds for both the ECON climb thrustmode and the ENG OUT climb thrust mode.In addition, the FMC will also provide theMAX ANGLE climb speed, which will resultin the maximum angle of climb for a givenaircraft weight. (e.g.: the shortest grounddistance covered to reach cruising altitude.)

Although a MAX RATE speed is notprovided directly by the FMC, this speed canbe approximated by adding 25 knots to theMAX ANGLE speed up to speeds of Mach.84.

The ECON climb speed will provide aconstant speed/constant Mach scheduleoptimized as a function of aircraft weight,selected cruise altitude and predicted Top ofClimb wind and temperature conditions.

Both the ECON and ENG OUT speeds canbe overridden by IAS/Mach entries directlyinto the CLIMB page, or by MCP commandbug selection.

Step Climbs: Step climbs can beperformed as necessary by entering thedesired altitude directly into the VNAVCRUISE page, or by selecting the newaltitude using the MCP command altitudebug and pressing FLCH.

Step climbs can be attached to enroutewaypoints or to optimum step pointscalculated by the FMC.

It is important to note that the FMCcalculates optimum step to points by lookingat aircraft gross weight, the current costindex, flight conditions, route of flight, speedmode and the difference between thecurrent altitude and the new altitude. TheFMC does not, however, take intoconsideration optimal flight path informationbased on current wind conditions.

Optimum Altitude: Optimum altitude iscomputed as a function of cost index, flightplanned, distance and selected cruise thrustmode. The resultant displayed altitude iswhere the FMC feels the lowest operatingcost per mile can be realized.

Maximum Altitude: Maximum altitude isdetermined by the FMC, and is the highestaltitude at which the aircraft can maintain asteady selected cruise speed in the currentthrust setting with adequate stall and buffetmargins.

CRUISE

Cruise Speeds: The default cruise speedmode for the 747-400 is economy (ECON)cruise. The cruise speed is automaticallycalculated by the FMC and displayed onboth the FMC VNAV CRZ page and thePROGRESS page. Additionally, thecomputed cruise speed is displayed directlyon the PFD airspeed indicator via thecommand airspeed bug.

The crew may also select an ENG OUTcruise profile on the VNAV CRZ page ifrequired.

ECON cruise is computed as a function ofgross weight, cruise altitude, cruise altitudewinds and cost index. ECON attempts toprovide the lowest operating cost for thecurrent flight parameters, and takes intoaccount changing altitudes, winds and flightperformance configuration.

Cost Index: The cost index entered by thecrew will directly affect the calculated ECONcruise speed. Cost Index values range from0 to 99, with 0 being the Least Cost cruiseoption. Entry of Cost Index 0 will result inmaximum long range cruise operation for



the 747-400. Generally, cost indexesgreater than 60 will be limited by enginethrust limits or airframe Mach speed limits.

ECON cruise mode: ECON cruise modewill automatically adjust the ECON cruiseairspeed during the flight to account forshifting wind conditions.

Headwinds will increase the speeddemanded by ECON cruise as the FMCattempts to minimize total airborne time byfinding a least cost function of required fuelburn vs. ground speed and time enroute.

Likewise, tailwinds will cause the FMC tocall for a lower ECON cruise speed in orderto take advantage of greater ground speed

as a result of tail winds. In these conditions,the FMC will attempt to minimize total tripfuel burn by reducing thrust required tomaintain a particular ground speed.

ENG OUT mode: The ENG OUT cruisemode can provide significant advantages inthe event of an engine failure in the highaltitude regime of flight. By selecting ENGOUT cruise mode on the FMC VNAV CRZpage, the crew will immediately be given thebest forward airspeed to maximize availablealtitude and aircraft energy. This will resultin the optimum drift down rate and airspeedand will minimize altitude loss during the driftdown procedure.

DESCENT

Descent Mode: As in cruise mode, theFMC will attempt to minimize total operatingcost of the airplane by providing a least costspeed for the purpose of the descent. Theprofile used by the FMC will provide adescent at the ECON cruise speed fromcruising altitude down to the transitionaltitude entered on the VNAV page. TheFMC will then adjust the forward airspeed toreflect the speed restriction – 10 knots. Thedescent speed and altitude will further bemodified to reflect and waypoint drivenaltitude and speed restrictions.

For this reason it is extremely important theLEGS pages accurately reflect the plannedarrival procedure and profile. The arrivalprocedure can be entered either manually,or by selecting the procedure from theARRIVALS page in the FMC.

There are essentially two parts to thedescent profile: Descent Path and DescentSpeed.

Descent Path: For the FMC to calculate adescent path, at least one waypoint musthave been entered on the LEGS page with aspeed/altitude constraint below cruisealtitude. The FMC will then use thisinformation, along with any other LEGS

page waypoint related airspeed/altituderestrictions to build a descent profile basedon an idle thrust descent. The path will bedesigned to reflect forecast wind valuesentered into the DES FORECASTS page.

Occasionally it will not be feasible to performan idle thrust descent from cruise due tostep down descent requirements of someSTARs or unusual terrain crossingrequirements.

In such instances, or any other instancewhere an idle thrust descent is not feasible,the FMC will adjust the rate of descent usingelevator input to increase or decrease therate of descent. In such situations, theautothrottle will be used to maintain forwardairspeed at the target descent speed duringthe procedure, or the FMC will call for theuse of speedbrakes to prevent accelerationin the descent.

When deceleration is required during adescent from cruise in order to meet aspeed restriction (passing through 10,000feet MSL in the USA, for example) the FMCwill use a vertical speed of 500 fpm and idlethrust to effect the deceleration.



Should deceleration be required prior toentering a descent, the FMC will perform thedeceleration while still in level flight prior toentering the descent.

Vertical Path: The FMC will calculate avertical path using optimum descent speeds.The descent path will also reflect anywaypoint driven altitude restrictions. Theserestrictions can be entered into the LEGSpage, or manually overridden via the MCPaltitude setting.

VNAV Speed Management: Due to theVNAV system’s speed interventioncapabilities, VNAV is a good tool to use

during the descent portion of the flight ifcompliance with ATC speed instructions isrequired. VNAV will attempt to maintain thevertical profile of the originally planneddescent through the addition or reduction ofthrust via the autothrottle and application ofelevator control inputs.

Crews should use caution, however, as theuse of VNAV speed intervention capabilitieswill tend to result from excursions from theplanned descent profile in cases where thenew aircraft speed varies significantly fromthe originally planned descent speed. In thiscase, use of thrust or speedbrakes may berequired to maintain the descent profile.

APPROACH

LNAV/VNAV Requirements: The LNAVand VNAV programs provide a powerful toolto assist crews in planning, navigating andflying the approach portion of the flight. Inorder to be used, LNAV/VNAV requires thata series of waypoints be present on theLEGS page of the FMC. This informationcan be loaded in a number of ways:

• Approach Selection• Manual Entry• Fix/VOR Radial Displays

Approach Selection: The FMC/CDUARRIVALS page allows the crew to selectthe approach procedure, as well as a STARprocedure, should one be available. Byselecting the STAR and approach procedurein this manner, the crew is automaticallyloading the series of waypoints required byLNAV/VNAV into the LEGS page of theFMC.

If the approach which will be flown does nothave an appropriate procedure entered intothe FMC database, crews may select asimilar approach and modify it once enteredinto the LEGS page. (For example, an NDBapproach can be built from a similar VORapproach with minimal effort if many of thewaypoints used are identical. This willreduce crew workload and programmingtime considerably.) Crews are advised touse caution, however, as a manually

adjusted program may no longer provideadequate obstruction and terrain clearanceonce modified.

Manual Waypoint Entry: This is thelonghand method of building an approach inthe FMC/CDU LEGS page. Approachprocedures can be built by using waypoints,bearing/distance fixes from waypoints,existing intersections, radials and evenlatitude/longitude combinations.

This type of approach profile planning willrequire significant time and crew attention.As such, plan on having this informationentered prior to descending below 18,000feet.

Fix and VOR Radial Displays: If awaypoint is entered with the appropriateradial are entered into the FIX page, arepresentative course line will be created onthe MAP display. Similarly, manual tuning ofa VOR will cause a radial line to bedisplayed on the MAP displayed, althoughthis radial cannot be tracked by LNAVunless it is entered directly into the LEGSpage.

Use of Procedure Turns: Some nonprecision approaches will require the use ofa procedure turn to align with the inboundcourse. Because of the high forwardairspeed requirements of the 747-400, it isimportant the crews pay special attention to



the 10 mile protected airspace placedaround non precision approaches.

When flying a procedure turn, selecting flaps5 and setting the flaps 5 maneuvering speed+ 10 knots will generally provide a safe andmanageable speed during non precisionapproaches.

In addition, use of the MAP display modewill provide additional spatial awareness tothe crew, and assist in minimizing crewworkload during this critical phase of flight.

PRECISION APPROACHES (ILS)

Initial Approach: During the approachphase of the flight, HDG SEL or LNAV canbe used for lateral flight path tracking, andVNAV, FLCH or V/S for the vertical profile.Use of LNAV and VNAV requires that theapproach be defined in the LEGS pages, asdiscussed above.

In cases where ATC restrictions andvectoring do not remove the airplane fromthe planned flight path, VNAV and LNAVcan be used to bring the aircraft down to thepoint of initial approach entry. If ATC issuesvectors or constraints on airspeed andaltitude, these changes are best managedthrough the MCP HDG, SPD and ALTmodes, as re-arranging information on theFMC/CDU LEGS page at low altitude willremove one crew member from flying theairplane.

During earlier phases of the approach, thecrew may find that time is available toupdate the approach path information in thelegs page. Subject to time constraints, thisis an encouraged activity, as it will providethe autoflight mechanisms with moreappropriate raw flight and navigation data.

If entering updated information into the FMCis not feasible due to heavy traffic in theterminal area, turbulence, aircraft controlissues or because of an extremely busyATC environment, crews are encouraged touse the off path descent circles to assist invertical flight path guidance during theapproach.

Use of the ‘direct to’ capabilities of the FMCwill clean up the display if additionalapproach information is not desired.

During the descent portion of the approach,VNAV and FLCH are the recommendeddescent modes, as both modes will alsomanage aircraft speed in the vertical profile.V/S should be used for small altitudechanges.

NAV Display Modes: The NAV displayprovides a number of display modes.Moving between display modes at theappropriate time in the approach will allowthe crew to use them effectively during aprecision approach.

During the initial approach phase, the MAPview allows the crew to maintain spatialawareness through the use of anappropriately scaled view of the approachand surrounding environs. Once the aircrafthas been placed on a heading to interceptthe localizer and glideslope, switching toAPP mode will provide either a standard HSIstyle full compass rose view with glideslopeand course deviation indicator, or anexpanded compass view of the sameinstrument.

Use of the ND APP display mode is usefulfor managing a precision approach incrosswind conditions, as the displayprovides both heading and course trackinformation overlaid with deviation from thelocalizer. This allows for simpleinterpretation of drift angle correctionneeded to maintain the localizer inboundcourse, thus significantly reducing pilotworkload.

Final Approach (Cat I): If LNAV is beingused to manage lateral track navigation, usecaution to ensure that the aircraft actuallycaptures the ILS localizer. In some cases,the aircraft will continue to fly the LNAV



approach heading without actually capturingthe localizer, which can lead to dangerousdescent conditions if a glideslope captureoccurs.

After localizer capture, the heading bug willupdate to reflect to inbound approachcourse. If a large intercept angle was beingflown, the autopilot will perform one interceptmaneuver before stabilizing on the localizer.At intercept angles less than 30 degrees, theautopilot will not require an interceptmaneuver.

At the first sign of glideslope movementtoward capture, immediately select flaps 20and set the MCP command speed bug to 20REF + 10 knots. The final approachchecklist should be completed and thelanding gear lowered prior to crossing thefinal approach fix.

At glideslope capture, the PFD annunciatorwill change to G/S. Immediately selectlanding flaps and change the MCPcommand speed bug to the landing REFspeed.

At decision height, disconnect the autopilotand continue the remainder of the approachand landing by hand. Disconnect theautothrottle by touchdown.

Final Approach (Cat II/III): When weatherconditions are below Cat I minimums,autoland must be used to land the 747-400.Due to cockpit height and wheel baselength, the minimums used in Cat II and CatIII operations do not allow for manual controllandings from an automated approach.

The initial approach phase of flight isidentical to the Cat I initial approach,however as the airplane descends below1,500 feet, the FLARE and ROLLOUTautopilot modes will arm and be displayedon the PFD. In addition, the PFD will showLAND 2 or LAND 3 as active.

Once LAND 2 or LAND 3 is annunciated, themulti autopilot approach has commenced.During this phase of flight, the autopilot willcontrol all pitch and roll modes, as well asautothrottle, rudder and spoilers.

Should autopilot disconnection be necessaryafter LAND 2 or LAND 3 anunciation, crewsare advised to use caution regarding rudderinput, as the rudder will return to the positiondictated by the rudder trim indicator. Inextreme cases, such as a single or doubleengine failure, this trimmed position can besignificantly different from the rudderposition being held by the autopilot. Crewsshould be prepared to exert rudder pressureto maintain coordinated flight if the autopilotsare disconnected.

Prior to reaching DH, both pilots shouldmonitor the approach for correctness andaccuracy. If an autoland fault which wouldrequire higher landing minimums is detectedprior to reaching DH, then the approachshould not proceed below these minimumsunless visual contact is made with thelanding environment.

If an aircraft system fault is announced onthe EICAS prior to reaching the DH, crewmembers should identify the problem andensure that it will not impact the autopilot’sability to fly the airplane. If the aircraftsystem is not determined to be critical to theautoland approach, continue the approachas normal, performing any abnormalchecklists required once the aircraft hassafely landed.

Once below DH, the duplicate systems ofthe autopilot should allow for safe control ofthe aircraft in spite of any failures that mighttake place. Crews should only interact withthe aircraft controls or disconnect theautopilot if it is clearly evident that theautopilot is not performing correctly.

In some cases, aircraft system faults will bedetected and announced on the EICASsystem after the aircraft has passed belowDH. During the Cat IIIb certification of theaircraft and flight systems, carefulconsideration was given to testing thecapabilities of the autoland system and itsability to land the aircraft in spite of bothminor and major system faults. Crewmembers should resist the desire to overridethe autopilot or flight control inputs oncebelow DH, as the autopilot will still land theaircraft safely.



This can be difficult, especially in a situationwhere the failure (such as an engine failureor fire) would normally require immediateand decisive crew action. Crew action canbe initiated once the aircraft has begun thedeceleration part of the rollout.

On landing, the crew should monitor theflare, touchdown and landing rollout. Verifyspoiler deployment and autobrakes usage.Reverse thrust should be applied manually.The autopilot should remain engaged until asafe stop or runway turnoff can be madeand proper visual contact with the ground isassured.

Missed Approaches: The TO/GA switchmust be pressed to initiate an automatic goaround via the FMS. Once the TO/GAswitch has been pressed, the aircraft willenter a go around profile for pitch andpower. If desired, LNAV and VNAV mayneed to be reselected after initiating a go-around.

Select flaps 20 and set the command speedbug for 20 REF + 10. Once a positive rateof climb is assured, raise the landing gear.Monitor acceleration and retract the flaps onschedule, just as in a manual go around.

NON PRECISION APPROACHESLNAV/VNAV: Although a non precisionapproach can be flown entirely by hand, useof the automated flight systems can greatlyreduce pilot workload, and improve safetywhen flying non precision approaches. Useof the autopilot altitude modes and descentmodes can prevent flight path excursionsbelow authorized altitudes.

The use of LNAV/VNAV systems requiresthe same level of planning and preparationas a precision approach, however the AFDSsystem will not track an NDB or VOR coursein the same manner in which it tracks alocalizer course. In order to fly a specificradial or course, this information must havebeen entered into the LEGS page of theFMC/CDU beforehand.

Once again, the ability of the pilot to tailorthe ND display modes provides an excellentand powerful method to navigate withprecision during the approach.

MAP mode generally provides the bestoverall situational awareness during theinitial approach, and allows the crew to gaina situational awareness of what courses andturns will be required to enter the aircraftonto the final approach course. This modeis also of benefit with the final approachcourse does not align directly with therunway, as it allows the crew to determinethe maneuvers which will be required toalign the aircraft with the runway.

VOR mode: The ND VOR mode is usefulwhen flying VOR or NDB approaches thatrequire tracking of a specific course. VORCTR mode is most useful, because it placesthe aircraft at the center of the compassrose and the VOR/ADF needles track can beeasily read for bearing to station information.In addition, the VOR mode supplies bothheading and track information, which allowsflight crews to make simple headingcorrections to maintain the correct track for apublished approach.

If a VOR or ADF approach is to be flown,use LNAV to manage lateral tracknavigation. If the approach profile is notdescribed properly on the LEGS page,crews may need to use the MCP HDG SELmode.

If a localizer only approach is being flown,use the LOC mode.

Final Approach: In order to be properlystabilized on the approach course as earlyas possible, flaps 10 should be set by thetime the aircraft is turned onto the finalinbound course. The MDA should alreadyhave been set.

Once the aircraft has leveled on the inboundcourse, set the MCP altitude command bugto the MDA, or the next 100 foot incrementabove the MDA if the MDA is a non-hundred



number. (Ex: 350 foot MDA would be set as400 feet on the MCP altitude commandbug.)

Approximately 5 miles from the finalapproach fix, lower the landing gear and setflaps 20. Select 20 REF + 10 on the MCPcommand speed bug. Final approachchecklists should be completed beforecrossing the final approach fix.

At the final approach fix, select landing flapsand set the MCP speed bug to landing REFspeed. Commence the descent aftercrossing the final approach fix, and set theV/S mode to manage the rate of descent asnecessary. Do not select a rate of descentgreater than 1,200 fpm.

When passing the MDA, set the missedapproach altitude into the MCP altitudecommand bug in order to minimize workloadin the event of a missed approach.

The autothrottle should be disconnectedprior to touchdown.



TAKEOFF PROFILE - NORMAL



ILS APPROACH - COUPLED



ILS APPROACH – MANUAL



NON PRECISION APPROACH – USING VNAV



NON-PRECISION APPROACH – USING V/S



CIRCLE TO LAND FROM INSTRUMENT APPROACH



VISUAL APPROACH




AIRCRAFT SYSTEMS 11 - 1


AIRCRAFT SYSTEMS

TABLE OF CONTENTS

SUBJECT PAGEAIR CONDITIONING / PRESSURIZATION..........................................................6

Overview .................................................................................................................................7Cabin Temperature..................................................................................................................7Air Conditioning Packs.............................................................................................................7Pack Control ............................................................................................................................8Pack Hi Flow Mode..................................................................................................................8Recirculation Fans...................................................................................................................8Trim Air....................................................................................................................................8Equipment Cooling ..................................................................................................................9Gasper Operation ....................................................................................................................9Humidifie .................................................................................................................................9Secondary EICAS Indications ..................................................................................................9Master Target Temperature: ....................................................................................................9Pressurization Overview ........................................................................................................10Cabin Altitude Control ............................................................................................................10Landing Altitude.....................................................................................................................10Outflow Valves.......................................................................................................................10Cabin Altitude Warning ..........................................................................................................10AIR CONDITIONING/PRESSURIZATION EICAS MESSAGES..............................................11

ELECTRICAL SYSTEM .....................................................................................12Overview ...............................................................................................................................12AC Power ..............................................................................................................................12IDG Drive Disconnects...........................................................................................................12APU / External Power ............................................................................................................13Split System Breaker .............................................................................................................13Power Switching/Preferencing ...............................................................................................14AC Bus Tie System................................................................................................................14Autoland Configuration ..........................................................................................................14Batteries ................................................................................................................................14DC Power ..............................................................................................................................14DC Tie Bus............................................................................................................................15Battery Busses ......................................................................................................................15Main Standby Power..............................................................................................................15APU Standby Power ..............................................................................................................15Transfer Busses.....................................................................................................................15Ground Handling Bus.............................................................................................................16Ground Service Bus...............................................................................................................16Utility and Galley Busses .......................................................................................................16Load Shedding ......................................................................................................................17EICAS ELEC Synoptic ...........................................................................................................17ELECTRICAL CONTROL PANEL DIAGRAMS.......................................................................18SECONDARY EICAS DISPLAY - ELECTRICAL SYSTEM SYNOPTIC .................................19Bus Equipment Overview.......................................................................................................20APU Battery Bus Equipment ..................................................................................................20APU Hot Battery Bus Equipment............................................................................................20

11 - 2 AIRCRAFT SYSTEMS


Main Battery Bus ...................................................................................................................20Main Hot Battery Bus.............................................................................................................20Main Standby Bus..................................................................................................................20APU Standby Bus..................................................................................................................20AC Bus 1 ...............................................................................................................................20AC Bus 2 ...............................................................................................................................21AC Bus 3 ...............................................................................................................................21AC Bus 4 ...............................................................................................................................21DC Bus 1...............................................................................................................................21DC Bus 2...............................................................................................................................21DC Bus 3...............................................................................................................................22DC Bus 4...............................................................................................................................22ELECTRICAL SYSTEM EICAS MESSAGES .........................................................................22

ENGINES AND ENGINE SYSTEMS ..................................................................23Overview ...............................................................................................................................23Electronic Engine Controls.....................................................................................................23EEC NORMAL Mode .............................................................................................................24EEC ALTERNATE Mode........................................................................................................24Engine Indication ...................................................................................................................25Engine Vibrometers ...............................................................................................................25Engine Fuel System...............................................................................................................25Engine Starter/Ignition Systems .............................................................................................25Oil System .............................................................................................................................26Reverse Thrust Capabilities ...................................................................................................26ENGINE START/CONTROL SWITCHES...............................................................................28PRIMARY / SECONDARY EICAS ENGINE DISPLAYS .........................................................29ENGINE THRUST REVERSER ACTIVATION DIAGRAM .....................................................31

FIRE DETECTION / SUPPRESSION SYSTEMS ...............................................32Fire/Overheat Indications.......................................................................................................32Cargo Compartment Fire Detection/Suppression....................................................................32Lower Cargo Fire Switches ....................................................................................................33APU Fire Detection/Suppression............................................................................................33APU Fire/Shutoff Handle........................................................................................................33APU BTL DISCH Light ...........................................................................................................33Using Fire Handles ................................................................................................................33Engine Fire Detection/Suppression ........................................................................................33Engine Fire/Shutoff Handles ..................................................................................................34Lavatory Fire Detection/Suppression......................................................................................34Wheel Well Fire Detection......................................................................................................34FIRE/Overheat Testing ..........................................................................................................34Importance of Procedures......................................................................................................34OVERVIEW OF ENGINE FIRE SUPPRESSION SYSTEM.....................................................35FIRE CONTROL SYSTEM EICAS MESSAGES:....................................................................36

FLIGHT CONTROLS..........................................................................................37Overview: ..............................................................................................................................37Elevators ...............................................................................................................................37Elevator Position Indication....................................................................................................37Horizontal Stabilizer...............................................................................................................37Important Note on Trimming...................................................................................................37Ailerons .................................................................................................................................37Spoilers .................................................................................................................................38



Spoiler Position Indication......................................................................................................38Speedbrake Handle Function.................................................................................................38Rudder ..................................................................................................................................39FLIGHT CONTROL CONFIGURATION .................................................................................40Leading and Trailing Edge Flaps............................................................................................41Trailing Edge Flaps................................................................................................................41Leading Edge Slats................................................................................................................41Flap Position Indicators..........................................................................................................42FLIGHT CONTROLS EICAS MESSAGES: ............................................................................43

FUEL SYSTEM...................................................................................................44Overview ...............................................................................................................................44Fuel Pump Systems...............................................................................................................44Fueling ..................................................................................................................................44Fuel Management..................................................................................................................45Main Tank Fuel Pumps ..........................................................................................................45Main Tank 2 and 3 Override/Jettison Pumps..........................................................................45Center Wing Tank Fuel Pumps ..............................................................................................45Crossfeed Manifold and Valves..............................................................................................45Reserve Tank Transfer Valves...............................................................................................46Main Tank 1 and 4 Transfer Valves........................................................................................46Operating With Center Wing Tank Fuel ..................................................................................46Operating With Center Wing Tank Empty...............................................................................47Fuel Quantity Indicating System (FQIS) .................................................................................47Fuel Jettison System..............................................................................................................47Fuel Transfer .........................................................................................................................48Secondary EICAS Fuel System Synoptic ...............................................................................48FUEL SYSTEM AND EICAS FUEL SYSTEM DEPICTION .....................................................49FUEL SYSTEM CONTROL PANEL DIAGRAM ......................................................................49FUEL SYSTEM CONTROL PANEL DIAGRAM ......................................................................50FUEL CONTROL PANEL / FUEL PUMP SCHEMATIC ..........................................................51FUEL SYSTEM EICAS MESSAGES......................................................................................52

HYDRAULIC SYSTEM.......................................................................................53Overview ...............................................................................................................................53Hydraulic Reservoirs..............................................................................................................53Engine Driven Pumps ............................................................................................................53Auxiliary Demand Pumps.......................................................................................................53Electric AUX System..............................................................................................................54Hydraulic System 1................................................................................................................54Hydraulic System 2................................................................................................................54Hydraulic System 3................................................................................................................54Hydraulic System 4................................................................................................................54Hydraulic System 4 AUX........................................................................................................54EICAS STAT Screen Hydraulic Indicators ..............................................................................54Hydraulic Quantity Warning....................................................................................................54SECONDARY EICAS DISPLAY - HYDRAULIC SYSTEM SYNOPTIC....................................55Secondary EICAS HYD Display .............................................................................................55HYD Display Examples..........................................................................................................55Hydraulic Reservoir Quantity Indicator ...................................................................................55HYDRAULIC SYSTEM CONTROL PANEL ............................................................................56SYS FAULT Light ..................................................................................................................56DEM PUMP PRESS Light......................................................................................................56Demand Pump Selector.........................................................................................................56



ENG PUMP Switch ................................................................................................................56ENG PUMP PRESS light .......................................................................................................56HYDRAULIC SYSTEM EICAS MESSAGES...........................................................................57

ICE AND RAIN PROTECTION...........................................................................58Overview ...............................................................................................................................58Probe Heat ............................................................................................................................58Nacelle Anti-Ice .....................................................................................................................58

LANDING GEAR ................................................................................................60Overview ...............................................................................................................................60Landing Gear.........................................................................................................................60Landing Gear Position Indicators ...........................................................................................60Expanded Gear Disagree Indicator ........................................................................................60Landing Gear Brake System ..................................................................................................60Antiskid..................................................................................................................................61Autobrakes ............................................................................................................................61Ground Steering ....................................................................................................................61Landing Gear Configuration Warning .....................................................................................62Secondary EICAS Display - Landing Gear Synoptic ...............................................................62

LIGHTING SYSTEMS.........................................................................................63Overview ...............................................................................................................................63Storm Lights ..........................................................................................................................63Circuit Breaker/Overhead Panel Dimmer................................................................................63Glareshield/Panel Flood Dimmer............................................................................................63Dome Light ............................................................................................................................63Aisle Stand Panel Flood Dimmer............................................................................................63Landing Lights .......................................................................................................................63Runway Turnoff Lights ...........................................................................................................63Runway Turnoff Lights ...........................................................................................................63Taxi Lights.............................................................................................................................63Beacon Lights........................................................................................................................63Navigation Lights ...................................................................................................................63Strobe Lights .........................................................................................................................64Wing Lights............................................................................................................................64Logo Lights............................................................................................................................64Indicator Lights Test...............................................................................................................64Screen Dimming....................................................................................................................64Emergency Lights..................................................................................................................64

PNEUMATIC SYSTEMS ....................................................................................65Overview ...............................................................................................................................65External Air............................................................................................................................65APU Bleed Air........................................................................................................................65Engine Bleed Air ....................................................................................................................65Engine Bleed Air Valve ..........................................................................................................65Engine Bleed Switch..............................................................................................................65Nacelle Anti-Ice .....................................................................................................................66Distribution ............................................................................................................................66Pneumatic System Indications ...............................................................................................66SECONDARY EICAS DISPLAY - PNEUMATIC SYSTEM SYNOPTIC ...................................67Secondary EICAS Pneumatic Indications...............................................................................67



Pneumatic System Control Panel...........................................................................................67Isolation Valve Switch............................................................................................................67SYS FAULT Lights.................................................................................................................67APU Bleed Air Switch ............................................................................................................67Engine Bleed Air Switches .....................................................................................................67



INTENTIONALLY BLANK



AIR CONDITIONING / PRESSURIZATIONOverview: To provide cabin airconditioning, air from the pneumaticmanifold is directed to three air conditioningpacks. Ozone is removed by catalyticconverters, and after passing through one ofthe three packs, the conditioned air enters acommon air conditioning manifold fordistribution to the cabin.

Conditioned air is then circulated to thecockpit, the upper deck area, and one of fivemain deck cabin condition control zones.Output temperature of the air conditioningpacks is determined by the single zonewhich requires the coolest air output. Theair destined for other zones is warmedabove this temperature level by the additionof hot air from the pneumatic system (trimair.)

ECS Overhead Panel

Cabin Temperature: Cabin temperature iscontrolled by air conditioning in sevenindependent temperature control zones:Five on the main passenger deck, one onthe upper deck and one in the cockpit.Conditioned air is provided by three airconditioning packs located below decks inthe center section of the airplane. Packcontrol, cabin air recirculation, faultprotection and overheat protection are allautomatic. Temperature is controlledautomatically to selected levers for the flightdeck and passenger zones. A backup modeof temperature control is available in theevent of system failures.

The air conditioning packs can operateusing pressurized bleed air from theengines, APU or an external pneumaticground source.

Temperature control is managed byadjusting the temperature of the airconditioned output from the packs to thecoolest zone requirement. Other zones arethen heated using a modulated amount oftrim air to meet commanded temperaturerequirements in those zones. Unlessmanually set, the temperature controlselectors will target an average cabintemperature of 24ºC.

The forward cargo compartment is heatedby the equipment cooling air exhaust fromthe flight compartment and the equipmentcenter. The aft cargo compartment takeshot bleed air directly from the center bleedair duct. Temperature is regulated by atemperature sensing probe and a regulatorvalve. Control of aft cargo heat can beeffected through use of the Aft Cargo Heatswitch on the overhead ECS panel.

The air conditioning system synopticprovides an overview of the aircrafttemperature control zones in the upper leftcorner. This overview includes the mastertemperature setting, target and averagetemperature for each zone, plus the currenttemperature of the forward and aft cargocompartments.

Air Conditioning Packs: Bleed air from thepneumatic manifold passes through twosections of the dual heat exchanger. Thefirst section cools the bleed air then passesit into a compressor for the air cyclemachine. As a result of compression thetemperature of the air increases, so it is thenrouted to the secondary section of the dualheat exchanger, where it is cooled. The



compressed, cooled air then passes throughthe turbine section of the pack where itexpands rapidly causing further cooling. Acondenser/separator eliminates excessmoisture which is produced during theexpansion process.

To prevent ice forming in thecondenser/separator, the temperature of airflowing through the mechanism is controlledby mixing hot air from the compressionstage of the pack.

The air conditioning packs and heatexchangers produce significant amounts ofheat during normal operation. Additionallythey consume bleed air resources from theengines thus increasing EGT values andreducing engine efficiency. It isrecommended that two packs be turned offduring takeoff.

The packs themselves are cooled byinducing air flow over the heat exchangerduring ground operation, and by ram airduring in-flight operation.

Pack Control: Pack control is handled bytwo pack controllers, A and B. Each packcontroller has three control channels, one foreach pack. If either pack controller fails,control will automatically switch to the othercontroller.

Pack controllers can be selectedautomatically, or manually by positioning thepack control selector to NORM, A or B.Provided bleed air is available, this willcause the selected controller to commandpack operation.

In the event of a pack overheat or a fault inthe pack controller, an EICAS advisorymessage is displayed, the pack SYSTEMFAULT light illuminates and the respectivepack valve closes automatically, resulting ina pack shutdown. Pack three will shut downautomatically if any Cargo Fire Extinguishingsystem is armed, and pack two will shutdown automatically if the cabin becomesover-pressurized.

The Pack Controller logic will automaticallychange the pack control mode betweeneach subsequent flight. The pack controlmode can be read from the secondary

EICAS screen for the Environmental ControlSystem (ECS screen.) The pack controlmode is denoted by the letter A or Bassociated with each pack.

If left in NORM, the airplane willautomatically alternate between A and B onsubsequent flights, or the control mode maybe selected manually by the crew in theevent a particular control mode fails.

Pack Hi Flow Mode: Packs normallyoperate in HI FLOW mode at all timesexcept cruise flight. During cruise, thepacks will operate in low flow in order toincrease efficiency and reduce pneumaticdemands on the engines. This may beoverridden by selecting HI FLOW on thepack control switch if desired or necessary.An EICAS memo indicating the HI FLOWsetting will be displayed in order to remindthe crew that the Hi Flow switch is ON andthe pack flow setting is not being managedautomatically.

Recirculation Fans: In order to recirculatepassenger cabin air through the manifoldsystem, four recirculation fans are installed,two overhead and two under floor. Therecirculation fans operate in conjunction withthe air conditioning packs, and arecontrolled by the pack controller. Unlessmanually overridden, the lower recirculationfans will only operate during cruise. Thishelps to reduce engine bleed air demandand fuel consumption. The fans must beactivated using the switches on theoverhead ECS panel.

If a fan overheat is detected, electricalpower is automatically removed from thatfan. If a fan is not operating because of anoverheat, it has failed or the RecirculationFan switch is OFF, system logicreconfigures the pack flow and recirculationfan operating combination to maintainproper ventilation to the cabin.

Trim Air: In order to regulate temperaturedifferences between zones, heated air from



the bleed ducts is used to modulate airtemperature in different zones. This airflowis called Trim Air, and the control for thisfunction is located on the ECS OverheadPanel.

Equipment Cooling: The equipmentcooling system provides cooling air for theflight deck electrical equipment and theelectronics and equipment center racks.This system directs cooler air from the lowerfuselage into the equipment racks andexhausts warmer air to the forward cargocompartment.

The Equipment Cooling system operates inthree modes; NORM, STBY and OVRD.The modes are selected using theequipment cooling selector on the ECSportion of the overhead panel.

On the ground without engine power, theNORM setting will automatically causewarmer exhaust air to be ducted to theforward cargo compartment or out theground exhaust valve if the ambienttemperature is greater than 45º F.

With the selector on STBY, the systemfunctions the same as in NORM mode. Thesystem will not exhaust warmer air out theground exhaust valve, regardless of ambienttemperature, however.

With the selector in OVRD, the equipmentcooling system is deactivated and anoutboard vent is opened, creating airflowacross the equipment, through the supplyduct and overboard through the use of cabindifferential pressure.

Gasper Operation: In order to improveairflow to the passenger service unitslocated above each passenger seat row, agasper system is used to add additionalairflow through the overhead ducting.Operation of this system is controlled by thegasper switch on the overhead ECS panel.

Humidifier: In order to improve humiditylevels which are traditionally very low inpack conditioned air, operation of thehumidification system can be controlledusing the HUMID switch on the overheadECS panel. The humidification system re-introduces moisture to the airflow rather than

routing it through the evaporator.Humidification levels will vary depending onthe number of packs in operation.

Secondary EICAS Indications: A synopticof the air conditioning system is provided onthe Environmental Control Systems (ECS)page, which is selected using the ECSswitch on the secondary EICAS controlpanel.

Main Deck Temperature by Zone:

Flight Deck/Upper Deck Temp:

Master Target Temperature:

FWD and AFT Cargo Zone Temp:

Pack Controller and Hi Flow Indication:



Pressurization Overview: The cabin ispressurized with conditioned air from the airconditioning packs. Cabin altitude iscontrolled by regulating the discharge ofconditioned air through two outflow valves atthe rear of the cabin. The system isnormally fully automatic but the outflowvalves may be positioned manually ifrequired due to a system failure or as aresult of some contingency with the normalsystem or requirement in the event of anonboard smoke source. There are twocabin altitude controllers designated A andB. Although both controllers simultaneouslyreceive identical information, only onecontroller is active at a time.

Pressurization Control Panel

Cabin Altitude Control: The active cabinaltitude controller uses origin airportelevation, cruise altitude and landing altitudeinformation from the FMS and automaticallypositions the outflow valves to conform tocabin altitude climb and descent rate limits,differential pressure limits and to achieve thecorrect landing cabin altitude. The initialpressurization, slightly above ambientpressure, begins when the airplane reaches65 knots ground speed. The cabin altitudecontroller automatically sets cabin altitudeslightly below destination field elevation sothe cabin is pressurized slightly on landing.At touchdown, the outflow valves open,depressurizing the cabin.

Landing Altitude: Landing altitude may beentered manually into the cabin altitudecontroller using the Landing Altitude knob.This switch allows selection of numericalsettings from 1,000feet below sea level to14,000 feet MSL. Normally the landingaltitude is set automatically by informationreferenced to the FMS. An EICAS advisorymessage LANDING ALT is displayed if thelanding altitude information is not available

from the FMC The message is inhibited ifboth cabin altitude controllers A and B fail.

Outflow Valves: The outflow valves arelocated on the bottom of the aircraft aft ofthe lower aft cargo compartment. They arebifold type valves that operate independentlyof each other. Each outflow valve has an ACmotor and a DC motor. The AC motor isused to position the outflow valve whenoperating in the automatic mode ofoperation. An EICAS advisory messageOUTFLOW VLV L (R) is displayed ifautomatic control is inoperative or themanual mode is selected for the respectivevalve. An EICAS caution message CABINALT AUTO is displayed if both cabin altitudecontrollers are inoperative or both outflowvalves are in the manual mode.

If either Outflow Valve Manual switch is ON,the Outflow Valves Manual control may beused to open or close the respective outflowvalve using the slower operating DC motor.The outflow valve not selected for manualoperation remains under the control of thecabin altitude controller. When an OutflowValve Manual switch is ON, the cabinaltitude controller and the cabin altitudelimiter are bypassed for the respectiveoutflow valve. If both Outflow Valve Manualswitches are ON, all automatic cabin altitudecontrol functions are bypassed. Outflowvalve position indicators are located on thecabin altitude panel and the ECS synoptic.

Cabin Altitude Warning: The EICASwarning message CABIN ALTITUDE isdisplayed and a siren sounds if cabinaltitude exceeds 10,000 feet. The messageis no longer displayed and the siren silenceswhen cabin altitude descends below 9,500feet. The siren may also be silenced bypushing the Master Warning/Caution Resetswitch. With the system operating in theautomatic mode, the outflow valvesautomatically close when cabin altitudeexceeds 11,000 feet.



AIR CONDITIONING/PRESSURIZATION EICAS MESSAGES:

CABIN ALTITUDE Cabin altitude exceeds 10,000 feet.

CABIN ALT AUTO Failure of both cabin altitude controllers or both outflow valveMANUAL switches ON.

EQUIP COOLING With Equipment Cooling selector in NORM or STBY, airflow isinadequate, or overheat or smoke detected. With selector inOVRD, differential pressure for reverse flow cooling isinadequate, or ground exhaust valve not in commanded position.

>E/E CLNG CARD Message inhibited in flight.On Ground: Control card failure.

LANDING ALT Disagreement between FMC landing altitude and cabin pressurecontroller landing altitude.

OUTFLOW VLV L(R) Auto control of L or R outflow Valve inoperative, or MANUAL wasselected for the respective valve.

PACK 1, 2, 3 Pack Controller FaultPack Operation FaultPack overheat or Pack 2 shutdown with either cabin pressurerelief valve open.

PACK CONTROL Automatic control of outlet temperature of all packs has failed.

PRESS RELIEF Either pressure relief valve actuates and pack 2 fails to shutdown.

TEMP CARGO HEAT Cargo compartment overheat and the temperature control valvefailed to close. (Inhibited on ground)

TEMP ZONE Zone duct overheat sensed or master trim air valve failed closedor zone temp controller failed.Cabin temperature control is in backup mode.

>TRIM AIR OFF Master trim air valve commanded closed.

PACK 1,2,3 OFF Pack 1, 2, 3 off. Inhibited by PACK 1,2,3 advisory message.

PACKS HI FLOW Packs hi flow manually selected by HI FLOW switch.

PACKS OFF All 3 packs selected off.

PACKS 1+2 OFF Packs 1 and 2 selected off.

PACKS 2+3 OFF Packs 2 and 3 are selected off.

PACKS 1+3 OFF Packs 1+3 are selected off.



ELECTRICAL SYSTEMOverview: The electrical system on the747-400 is highly automated, and wasdesigned from the beginning to both reducepilot workload and provide a higher level ofdependability. The electrical systemprovides for automatic system faultdetection, automatic system fault isolationand reconfiguration, load management, on-line power, no-break power switching, ACand DC system status monitoring andmaster frequency referencing. The electricalsystem is also designed to automaticallyconfigure itself to provide the tripleredundant power required by the autopilotsystem for full autoland capability.

Electrical Control Panel

AC Power: Each engine contains anIntegrated Drive Generator (IDG) which isattached to a constant speed drive locatedin the accessory section of it’s respectiveengine. The constant speed drive providesa constant, normal rotation for the generatoracross a broad range of engine RPM.

Each IDG provides 115 volt, 400 hertz ACpower to its individual bus, and is capable ofproviding 90 KVA. Each IDG incorporates agenerator, a constant speed drive and an oilcooling system. The oil cooling system is astandard configuration Fuel/Oil heatexchanger which serves the dual purpose ofheating the fuel system and cooling the IDG.

IDG Drive Disconnects: The constantspeed drive that operates the IDG in eachengine can be separated from the accessorysection in the event of a fault or failure. TheIDG Drive Disconnect switches located onthe Electrical Panel on the overhead provideaccess to this disconnect function.Disconnecting an IDG drive should only beconducted at the request of maintenance, orin the conduct of an Abnormal Checklist, asthe disconnect action will cause the loss ofthat generator for the remainder of the flight.

When starting or shutting down an engine, itis not uncommon to see the DRIVEannunciation in the IDG Disconnect switch.This annunciation indicates that the constantspeed drive lacks sufficient oil pressure orrotational energy to provide adequate powerfrom an IDG.

NOTE: Once an IDG is disconnected, itcannot be reactivated in flight.Disconnected IDGs must be inspected andreset by ground maintenance personnel.

We have provided an IDG reconnect optionin the PMDG/OPTIONS/VARIOUS menu inorder to allow for the practice of failurescenarios that might call for an IDGdisconnect in flight.



APU / External Power: While on theground, it is possible to provide AC power tothe 747-400 via an external power source orthe Auxiliary Power Unit generator. Theelectrical system is designed so that bothmethods of providing electrical power can beused simultaneously on different portions ofthe electrical system.

Two non-paralleled 90KVA generators aredriven by the APU and are capable ofproviding 115 Volt, 400 hertz AC power toeach AC system while the aircraft is on theground.

To simulate differences in various airportfacilities around the world, PMDG hasincluded a logic parameter that will provideExternal Ground Power for EXT1 whenselected from thePMDG/OPTIONS/VARIOUS menu. (SeeChapter 00 Introduction for moreinformation.) Occasionally, the groundpower will also be made available on EXT2.

Split System Breaker: The electricalsystem on the 747-400 is divided into twosystems, Left and Right. The left system iscomprised of Bus 1 and 2, while the rightsystem is comprised of Bus 3 and 4. Thetwo sides are separated by a Split SystemBreaker (SSB). The SSB condition willalternate between open and closed basedon a complex logic designed to ensureredundancy and protection of the entireelectrical system.

If the left and right sides of the airplane arepowered by non IDG sources (EXT1 andAPU2, for example) then the SSB will open,allowing each to power its own side of theairplane.

To understand the behavior of the SSB, it isimportant to understand that the only powersources that can be paralleled on the 747-400 are IDGs. All other power sources mustoperate independently on their side of theairplane.

For example if External Power is active onboth sides of the airplane, the SSB will beopen. If APU power is active on both sidesof the airplane, the SSB will be open. If

IDGs are powering both sides of theairplane, the SSB will be closed.

It is possible to power the left and right sidesof the airplane using dissimilar powersources. If the right side of the airplane ispowered by an APU generator, while the leftside is powered by Ground Power, then theSSB will open to allow both sides to receivepower from the selected source whilepreventing them from being paralleled.

When first beginning to power the aircraft,the behavior of the SSB will depend uponwhat power sources are AVAILABLE.(AVAILABLE means that the source isavailable for use, but has not been selectedas an ACTIVE power source.) If only EXT1is showing as AVAIL on the electrical panel,then the SSB will remain open when EXT1is selected.

The only way to close the SSB, thusproviding power to the entire airplane, is fora power source to be AVAILABLE for theright side of the airplane, whether it is in useor not.

For example, if only EXT1 is available, it willpower the left side of the airplane whenselected ON. The right side will remainunpowered unless:

EXT2 becomes AVAILABLE.APU2 becomes AVAILABLE.

It is not necessary to select either EXT2 orAPU2 on, it is only necessary that they beavailable in order to provide power to triggerthe SSB to close.

If the second source (either APU or EXTPWR) is selected for the other side of theaircraft, the SSB will open and both systemswill run from their selected power sources.

In the event that two power sources are inuse powering each the left and the rightsystem, the SSB provides a safety backup inthe event one source should fail. If one of



the two power sources fails, the SSB willclose automatically, and power will continueto be provided to both the Left and Rightsystems without interruption.

Power Switching/Preferencing: Whenboth systems are being powered by enginedriven IDGs, selection of either an APU orEXT power source will automatically takeboth IDGs on that side of the electricalsystem offline, and will instead providepower from the newly selected source.

If APU or EXT power is selected on theother side of the electrical system, then theentire electrical system will be powered fromnon IDG sources. (And the SSB will remainopen!)

If the entire system is being powered by nonIDG sources, the SSB is open. If an IDG isthen brought online on the right side of thesystem, the IDG will take over powerproduction from the previously selectedpower source, but the IDG will remain OPENbecause the left side of the airplane is beingpowered by a non IDG source.

If an IDG is then selected for the left side ofthe electrical system, the SSB will close, andboth sides will be powered by IDG sources.

When power is transferred from IDGs to anAPU or EXT source, the systemautomatically synchronizes the electricalcurrent to ensure a no-break powercondition is maintained.

AC Bus Tie System: There are four ACbuses on the 747-400, each is directlypowered by its respective IDG, or alternatelyby the system bus in the event therespective IDG has failed or is offline.

Each of the AC buses is connected to the tiebus by a Bus Tie Breaker (BTB). Placingthe BUS TIE switch in AUTO will commandthe BTB to open and close automatically inorder to maintain the integrity of the systemin the event of a system fault. If the BUSTIE switch is placed in ISLN, the BTB andthe DC ISLN relay will open, separating thatAC bus from the rest of the system.

If the power on an AC bus becomesunsynchronized, the BTB will openautomatically and the isolated bus willcontinue to operate from it’s own IDG.

Conversely, if the IDG is not able to maintainacceptable power quality for the AC bus,then the respective generator controlbreaker will open and the bus tie will close topower the bus form the synchronous bus.

Autoland Configuration: During autolandmaneuvers, AC buses 1-3 are automaticallyisolated in order to provide redundant powerto each of the FCCs.

Batteries: The 747-400 has two nickel-cadmium batteries. One battery is the mainbattery and the other powers the APUstarter. Each battery has a battery chargerwhich is powered by the external powersource. The batteries, if fully charged, canprovide power to all standby loads for aminimum of 30 minutes.

DC Power: Four 75 amp Transformer-Rectifiers (TR’s) are powered, one by eachAC bus. The TR’s provide power to DC



buses 1-4, respectively. The DC buses canbe paralleled or isolated.

DC Tie Bus: With the BUS TIE switch inAUTO, each DC isolation relay operatesautomatically, and will remain closed if noDC faults are detected. With the BUS TIEswitch set to ISLN, the respective system isopened, which isolates the DC bus from thetie bus and leaves it powered only by therespective AC bus and TR.

Battery Busses: There are four batterybusses:

Main Battery Bus Main Hot Battery Bus APU Battery Bus APU Hot Battery Bus

The hot busses are always connected totheir respective batteries and are normallypowered by the ground service bus throughthe battery chargers if the ground servicebus is powered.

The main and APU battery busses arenormally powered by DC bus 3.

On a cold aircraft with AC bus 3 and /or DCbus 3 unpowered, when the battery switch ispushed ON, the main hot battery bus andthe APU hot battery bus automatically powertheir respective main battery busses.

Main Standby Power: Power to the Mainand APU Standby busses is primarilycontrolled by the STANDBY POWERselector in conjunction with the BatterySwitch.

Under normal conditions, the Main StandbyBus receives its power from AC bus 3.

In the event that AC bus 3 is unpowered andthe STANDBY POWER selector is in the

AUTO position, the Main Standby bus will bepowered from the main standby inverter.The standby inverter will draw it’s powerfrom AC bus 1 (via the ground service bus,the main battery charger and the main hotbattery bus). The BATTERY switch must beon for this backup to function properly.

If both AC bus 1 and AC bus 3 areunpowered, the standby bus is poweredfrom the main battery through the main hotbattery bus and the standby inverter.Battery power can be expected to power themain standby bus for at least 30 minutes.The battery switch must be ON and thestandby power selector must be in theAUTO position for this transfer to take place.

If the STANDBY POWER selector is rotatedto the BAT position and the battery switch isON, the standby bus is powered by the mainbattery via the main hot batter bus and thestandby inverter. The APU battery bus ispowered by the APU battery through theAPU hot battery bus. (In this configurationthe APU battery chargers are disabled.)The standby bus can be powered in thisconfiguration for at least 30 minutes. (Thisconfiguration is not used in any flightoperation and is used primarily bymaintenance.)

APU Standby Power: With the STANDBYPOWER selector in AUTO, flight criticalitems can also be powered by the APUstandby power bus automatically in theevent of a critical loss of AC power.

The APU standby bus will automaticallyprovide power to the primary EICAS,captains PFD, ND and CDU, the VORreceivers and the ILS receivers.

Transfer Busses: Many of the captain’sand first officer’s flight instruments receiveAC power from their respective transferbusses. The captain’s transfer bus isnormally powered by AC bus 3 and the firstofficer’s transfer bus is normally powered byAC bus 2. AC bus 1 provides automaticbackup for both transfer busses. There areno flight deck controls or indicators for thetransfer busses.

Captains Transfer Bus Equipment:• Avionics and Warnings



• System Status Assembly• Center Air Data Computer• Center Engine Instrumentation Unit• Left FMC• Left High Frequency Radio• Left Navigation Display• Left Primary Flight Display• APU Standby Bus

First Officer s Transfer Bus Equipment• Secondary EICAS• Autothrottle Servo• Right Air Data Computer• Right EFIS Control Panel• Right Engine Instrumentation Unit• Right FMC• Right High Frequency Radio• Right Navigation Display• Right Navigation Display• Right Primary Flight Display•

Ground Handling Bus: The GroundHandling Bus is powered by either APU1generator or EXT1 power source.

The bus is powered automatically wheneverexternal power or APU power isAVAILABLE, whether or not that powersource is selected ON. If both APU andEXT power are available, priority goes toexternal power. The ground handling buscan only be powered with the aircraft is onthe ground. If any three engines areoperating above 75% N2 the groundhandling bus will inhibit. There are no flightdeck indicators for the Ground HandlingBus.

Ground Handling Bus Equipment:• Fueling System• Cargo Systems• Cargo Deck Lighting• Auxiliary Hydraulic Pump 4

Ground Service Bus: The Ground ServiceBus is normally powered automatically byAC bus 1. Although not modeled in thisversion, if AC bus 1 is not powered while theaircraft is on the ground, there is a button atthe door 2L flight attendant control panelthat allows the Ground Service Bus to beconnected to the ground handling bus inorder to provide power to the cabin forcleaning, preparation while the aircraft has

AVAILABLE power, but is not activelyconnected.

Ground Service Bus Equipment:• Main and APU battery chargers• Fuel pump for APU start.• Horizontal stabilizer pump for

defueling.• Upper deck doors• Flight deck floodlights• Navigation lights• Cabin and service lighting• Cabin service power outlets

Utility and Galley Busses: Each main ACbus provides power to a utility bus and agalley bus. Each utility and galley bus iscontrolled by a separate electrical loadcontrol unit (ELCU) which protects theelectrical system from utility and galley busfaults and provides load shedding functions.The ELCUs are controlled by the left andright utility power switches located on theoverhead electrical panel.

With the left utility power switch ON, theutility and galley busses 1 and 2 areactivated and the busses are poweredaccording to ELCU logic. Similarly, the rightutility power switch activates utility andgalley busses 3 and 4.

A guarded Emergency Power Off switch islocated in each galley. If this switch ismoved to the OFF position, an EICASadvisory message ELEC UTIL BUS L, R isdisplayed and the OFF light in the respectiveutility power switch illuminates. In this event,cycling the utility power switch to OFF thenON will not reset the indications because theswitch in the galley is forcing the powerdisconnect.



The utility power switch should remain in theON position after cycling, however as thispermits the remaining utility and galleybusses to be powered.

Load Shedding: In the event that ACpower availability decreases due to engineor generator failure, the ELCUs reduce ACpower load requirements by shutting downthe galley buses until AC power availabilityincreases, or until the AC load has beenreduced to a level sustainable with thecurrent supply.

During load shedding, associated EICASalert messages and illumination of the utilityswitch OFF lights are inhibited. However,the following EICAS advisory messagesmay be displayed in the order showndepending upon fuel system configurationand the extent of load shedding:

• FUEL PUMP 3 FWD• FUEL OVRD 2 FWD• FUEL OVRD 3 FWD• FUEL OVRD CTR L• FUEL PUMP 2 FWD

If available power increases, ELCU logic willreturn power to shed busses to the degreesustainable power is available.

EICAS ELEC Synoptic: The EICAS ELECsynoptic displays the current status of theentire bus tie system. The SSB, each of theIDGs, GEN CONT, BUS TIEs and ISLNswitches are displayed in graphic format toquickly allow the crew to asses thedisposition of the electrical system.Electrical flow is depicted by heavy greenbars. During autoland, the EICAS ELECdisplay will be inhibited once the FlightControl Computers engage for autoland.



ELECTRICAL CONTROL PANEL DIAGRAMS(Overhead)

Standby Power Selector:OFF: Disconnects the main and APUstandby buses from all power sources.Standby power is not available.

AUTO: Allows main and APU standby busesto be powered automatically from AC bus 3or batteries.

BAT: Powers the main and APU standbybuses from their respective batteriesprovided the BATTERY switch is ON.

Battery Switch:ON: Enables main and APU batteries andenables backup power.

OFF: Disconnects main and APU batteries.

APU GEN ON Lights: Indicates APUpower breaker is closed.

APU GEN AVAIL Lights: Indicates thatoutput voltage and frequency of the APUgenerator are within normal limits and ready.

APU GEN Switches: Allows selection/de-selection of power APU generator power tobus.

EXT PWR Switch: Allows selection/de-selection of external power to bus.

EXT PWR AVAIL Lights: Indicates thatexternal power unit is connected and voltageand frequency are within normal limits.

EXT PWR ON Lights: Indicates externalpower contactor is closed.

BUS TIE Switches:AUTO: Allows bus tie breaker and DCisolation relay to close automatically ifrequired.

OFF: bus tie breaker and DC isolation relayopen.

UTILITY Power Switches:ON: Each switch powers two galley and twoutility buses unless load reduction isnecessary.

OFF: Respective galley and utility buses aredisconnected from AC power. (Resetscircuitry on buses.)



BUS TIE ISLN Lights: Respective AC busis isolated from the tie bus as the bus tiebreaker is opened due to a fault or theswitch has been selected OFF.

GEN CONT Switches:ON: Closes the generator field and allowsthe generator control breaker to closeautomatically when required.

OFF: Opens generator field and controlbreaker.

GEN OFF Lights: Generator controlbreaker is open.

DRIVE DISC Switches: Disconnects IDGfrom the engine. Can only be reconnectedon the ground.

DRIVE Lights: Generator drive has low oilpressure or high oil temperature.

SECONDARY EICAS DISPLAY - ELECTRICAL SYSTEM SYNOPTIC

DRIVE TEMP/PRESS: Indicates high driveoil temperature or low drive oil pressure.

Split System Breaker (SSB):[Closed] Connects both tie bus halves.[Open] splits tie bus into two halves.

ISLN: Indicates respective BTB is open.

Utility/Galley: [amber] Utility busunpowered. [green] Utility bus powered.

BUS: [amber] Bus unpowered.[green] Bus powered.

GEN CONT: [ON] Generator field closed.[OFF] Generator field open. (Resets)



Bus Equipment Overview: Following is anon-conclusive list describing the equipmentpowered by the primary busses in the ACand DC systems on the 747-400.

APU Battery Bus Equipment:APU battery overheat protectionAPU DC fuel pumpAPU fire/bleed duct overheat loops A and BCabin interphoneCaptain’s interphoneElectronic Engine Control 1-4 channel AEngine 1-4 fire/overht detect loops A and BEngine 1-4 speed sensors 1 and 2Engine start air control First officer’sinterphone Left VHFLeft radio communication panelNacelle anti-ice valve actuate 1-4Observer's interphonePassenger address systems 1-4Primary landing gear display and controlService interphone

APU Hot Battery Bus Equipment:APU duct overheat APU fire warning hornAPU inlet doorAPU primary controlIRU left, center, and right DCLeft and right outflow valves

Main Battery Bus:APU alternate controlE/E cooling smoke overrideEngine 1-4 fuel control valvesEngine 1-4 fuel crossfeed valvesFlight deck dome lightsFlight deck storm lightsFlight deck, captain’s indicator lightsGenerator drive disconnect 1-4Hydraulics EDP supply 1-4Left ILS antenna switchLeft and right manual cabin pressurizationLeft aural warningLeft stabilizer trim/rudder ratio moduleLeft stick shakerOxygen resetOxygen valve and indicationParking brakePrimary trailing edge flap control DCStabilizer trim alternate control Standbyaltimeter vibratorStandby attitude indicatorStandby attitude indicator ILS deviation barsUpper yaw damper

Main Hot Battery Bus:ACARS DCAPU fire extinguisherAPU fuel shutoff valveEngine 1-4 fire extinguishers A and BEngine 1-4 fuel shutoff valveFire switch unlockGalley/Utility ELCU control bus 1-4Generator Control Units 1-4Hydraulic system 2 and 3ELCU controlIRS on battery warningLower cargo fire extinguisherMain battery overheat protection

Main Standby Bus:Avionics and warning systemFlight control 1L and 2L ACLeft ADCLeft EFIS controlLeft EIULeft FMS-CDULeft ILSLeft VORPrimary trailing edge flap control ACRMIStandby ignition 1-4Standby instrument lightsUpper EICAS

APU Standby Bus:Left FMCLeft PFDLeft ND

AC Bus 1:Center FCCCenter FMS-CDUCenter ILSCenter IRUCenter radio altimeterEngine 1 probe heatEngines 1-4 igniter 1Flight control 1R ACL and R wing gear alt extensionLE flap drive group A controlLeft AOA heatLeft aux pitot probe heatLeft pitot probe heatLeft TAT probe heatTR unit 1Voice recorder



AC Bus 2:ACARS ACBody gear steering controlFlight control 2R ACLeft and right wing anti-ice valvesLower rudder ratio changerRight ADFRight ATC transponderRight DME Right FCCRight ILS Right IRURight radio altimeterRight VORRight weather radar R/TTR unit 2Wheel well fire detectionWindow heat 1R, 2L, 3R

AC Bus 3:Engines 1-4 igniter 2Engines 2 and 3 probe heatFirst officer’s panel lightsGlare shield flood lightsGPWSLE flap drive group B controlLeft ADFLeft ATC transponderLeft DME Left FCCLeft IRULeft radio altimeterLeft weather radar R/TObserver’s panel lightsOverhead panel lights 2Pilot’s main panel flood lightsTCASTR unit 3Upper rudder ratio changerWindow heat 2R and 3L

AC Bus 4:Captain’s panel lightsEngine 4 probe heatEngines 1-4 vibration monitorGlare shield panel lightsLeft and right body gear alt extensionNose gear alt extensionOverhead and P7 panel lightsOverhead panel lights 1Right AOA heatRight aux pitot probe heatRight pitot probe heatRight TAT probe heatTR unit 4Window heat 1LWindshield washer pump

DC Bus 1:Auto cabin press controller AFirst officer’s digital display lightsFirst officer’s indicator lightsFlight control 1R DCFlight deck door releaseFuel system management card AFuel transfer valve main 1Fuel transfer valve reserve 2A and 3AGround safety relayHYDIM system 4Hydraulic demand pump 1 controlHydraulic sys 1 EDP depress controlIgnition controlLeft center and main 3 jettison valvesLeft FMCS autothrottle servo

DC Bus 2:Auto cabin press controller BFlight control 2R DCFuel system management card BFuel transfer valve main 4Fuel transfer valve reserve 2B and 3BHYDIM system 3Hydraulic demand pump 2 controlHydraulic sys 2 EDP depress controlLanding gear alt display and controlLower yaw damperNose gear steering - primaryOutboard aileron lockoutRight center and main 2 jettison valvesRight FMCS autothrottle servoRight MCP Right refuelRight stabilizer trim controlRight stabilizer trim rateRight stabilizer trim shutoffRight stick shakerWing anti-ice control



DC Bus 3:Aileron trim controlCenter VHFFuel jettison controller A Fuel quantity 1HYDIM system 2Hydraulic demand pump 3 controlHydraulic quantity indicatorHydraulic sys 3 EDP depress controlInboard TE flap controlLeft Jettison nozzle valve controlLeft MCPLeft stabilizer trim controlLeft stabilizer trim rateLeft stabilizer trim shutoffLeft windshield wiperMaster trim air controlNose gear steering – alternateOverhead and P7 panel lightsPack temperature controller A

Rudder and stabilizer indicatorsRudder trim controlSpeed brake auto controlWindshield rain repellent

DC Bus 4:Fuel jettison controller BFuel quantity 2Hyd sys 4 EDP depress controlHYDIM system 1Hydraulic demand pump 4 controlOutboard TE flap electric controlPack temperature controller BRight Jettison nozzle valve controlRight windshield wiperSpeed brake flight detentSpoiler and aileron position indicationWindshield washer

ELECTRICAL SYSTEM EICAS MESSAGES:>BAT DISCH MAIN Respective battery is discharging.>BAT DISCH APU Respective battery is discharging.

>BATTERY OFF Battery Switch is off.

>DRIVE DISC 1,2,3,4 Generator drive disconnect switch pushed, IDG manuallydisconnected.

ELEC AC BUS 1,2,3,4 AC Bus is unpowered. Additional related messages displayedfor unpowered equipment.

ELEC BUS ISLN 1,2,3,4 Bus tie breaker is open. (Inhibited when ELEC AC BUS isdisplayed)

ELEC DRIVE 1,2,3,4 Low IDG oil pressure, or high IDG oil temperature. Inhibitedwhen IDG disconnected manually.

ELEC GEN OFF 1,2,3,4 Generator control breaker is open with respective enginerunning. Inhibited when ELEC AC BUS message is displayed.

>ELEC SSB OPEN Split system breaker is open when commanded closed.

ELEC UTIL BUS L, R, OFF Galley or Utility bus has tripped off, or Utility power switch L or Ris positioned off, or Galley Emergency Power Off switch wasactivated. Inhibited during load shedding.

>STBY POWER OFF Standby bus is unpowered.

>STBY BUS AP APU Standby bus is not powered.

>STBY BUS MAIN Main standby bus is not powered.



ENGINES AND ENGINE SYSTEMS

Overview: The 747-400 has three enginevariants certified for the airframe.

• General Electric CF6-80C2BF1F@62,100lbs thrust.

• Rolls Royce RB211- 524H2T@59,500lbs thrust.

• Pratt & Whitney PW4062 @ 63,300lbs thrust.

Note that there are an array of enginevariants by each manufacturer currentlyflying on the wings of 747-400s. As variousengine offerings have been improved uponto match the needs of 747-400 operators,engine model variant availability haschanged over time. Operationally thedifferences between model variants isgenerally quite small.

The PMDG 747-400 engine mathematicalperformance model is based upon the GECF6-80C2BF1F engine model at 58,000lbsof thrust. Extensive engine performancedata was used to produce an engine thrustand operative model that most closelyresembles its real world counterpart.

We recognize that users may wish to fly a747-400 that uses engines other than theCF6, (BA for example uses only the RRengine on their airplanes) and as such wehave provided all three engine modelsattached to the visual model of the airplane.

It is important understand that while we haveincluded visual models of each engine type,we have only designed a singlemathematical model for engineperformance. This mathematical model isbased upon the GE CF6 engine.

The Rolls Royce and Pratt & Whitneyengines are instrumented significantlydifferently than the GE engine offering. (TheRR engine is a three spool engine, forexample, and the PW engine uses EPRrather than N1% for thrust control) As such,producing three engine performancemathematical models would also haverequired changes to engine displays, engine

behavior calculations, autothrottle controllaws and numerous small, but significantcockpit items.

We may at a future date offer additionalengine performance mathematical models.For most operators, the engine differencesbetween airplanes represent almostinsignificant performance differences for theairplane.

The GE CF6 engines are two rotor turbofanengines with the N1 and N2 stagesindependent of each other. The N1 rotorconsists of a fan, a low pressure compressorsection and a low pressure turbine section.The N2 rotor consists of a high pressurecompressor section and a high pressureturbine section. The N2 section drives theaccessory pack for each engine, and thebleed air powered starter connects to the N2rotor.

Each engine is fully monitored andcontrolled by an independent ElectronicEngine Control (EEC) which monitorsthrottle input and manages engine controlautomatically to provide peak efficiency in allregimes of flight. The EEC draws powerfrom a dedicated alternator located withinthe engine accessory pack, and is notdependent on the aircraft electrical system.

EEC data on engine performance for eachengine is displayed via the EICAS system inthe cockpit.

Throttle control is provided for the full rangeof forward and reverse thrust. Fuel controlis provided via FUEL CONTROL switches,engine start is controlled by engine STARTswitches and ignition control via IGNITIONswitches.

Electronic Engine Controls: The EEC is asystem of sensors, actuators andvibrometers located within the enginenacelle, the engine casing and within theengine itself. The EEC reads and interpretsraw data from each sensor as well as control



input from cockpit controls and switches.The EEC maintains full control authority overthe engine at all times, and providesprotection from exceeding engine limitationssuch as temperature and rotational speed.

EEC NORMAL Mode: In the normal mode,the EEC sets thrust by controlling N1%based on the throttle position. The EECincreases thrust from idle to maximum asthe throttle is moved through its entire rangeof motion. Thrust will reach maximum N1 atthe full forward throttle position. MaximumN1 is the maximum thrust available from theengine, regardless of flight enveloperestrictions. Maximum thrust is availableduring any phase of flight, regardless ofother restrictions.

When accelerating the engine, EEC willmonitor parameters within the engine toensure that no limitations are exceeded.Fuel flow to the engine is strictly controlledin order to prevent over temperatureconditions during rapid increases in thrust.

Once engine thrust is stabilized, the EECwill continually adjust engine fuel meteringand other parameters based onenvironmental conditions in order tomaintain the thrust setting demanded by thethrottles. This eliminates the need for re-trimming the throttles during the climb, orconstant engine performance monitoring.As such, a fixed throttle position will deliverthe same engine performance throughout aclimb or descent.

The EEC will automatically adjust engineperformance to compensate for bleed airsystem loads such as those imposed bywing and engine nacelle anti-ice, cabinpressurization or in flight engine starts.

When idle thrust is selected, the EEC willchoose between approach idle or minimumidle thrust setting. Minimum idle is a loweridle setting used during ground and taxioperations. Approach idle is a higher idlepower setting used if the flaps and landinggear are out of the UP position. This higheridle power setting will reduce the timeneeded for the engines to spool from idle toa go around power setting.

The EEC also provides engine overspeedprotection. If either the N1 or N2 rotorsapproach the engine overspeed envelope,the EEC will adjust fuel metering to preventrotor speed from exceeding the operatinglimit.

EEC ALTERNATE Mode: In the alternatemode, the EEC sets thrust by controlling N1RPM based on throttle position. Thealternate mode does not provide thrustlimiting at maximum N1% if Maximum N1 isreached at a throttle position less than fullforward. The throttles must be adjusted tomaintain desired thrust as environmentalconditions and bleed requirements change.

If the EEC detects a fault and can no longercontrol the engine using the normal mode, ittransfers control automatically to thealternate mode. The alternate control modecan also be selected manually using theELEC ENG CONTROL switch on theoverhead panel for each enginerespectively.

EEC Control Panel

The alternate mode provides equal orgreater thrust than the normal mode for thesame throttle position. Thrust does notchange when the EEC transfers controlautomatically from the normal to alternatemode. Thrust increases when control isselected manually. When thrust is greaterthan idle, the throttle should be moved afterprior to manually selecting the alternatemode so thrust does not exceed maximumN1%.

The EEC’s have redundant systems. A lossof redundancy may degrade EEC operation.If three or more EECs are operating in thisdegraded condition, the EICAS advisorymessage ENG CONTROLS is displayed.The EICAS advisory message ENGCONTROL is displayed if one EEC systembecomes unreliable. The ENGE CONTROL



and ENG CONTROLS messages aredisplayed only on the ground.

If control for any EEC transfers from thenormal to the alternate mode, theautothrottle disconnects automatically. Theautothrottle can be re-engaged after allEECs are again in the normal mode.

Engine Indication: Engine parameters asmeasured by the EEC are displayed on theEICAS system in the cockpit. The primaryEICAS display will provide a full time tapedepiction of N1 setting and EGT. N2, fuelflow, engine oil and vibration parameters aredisplayed on the secondary EICAS ENGdisplay.

The vertical tape displays provide valuableinformation to the crew in the form ofnumerical and relative data. The numericalperformance of each parameter (N1 forexample) is displayed, as well as a verticaltape displaying performance relative to thewhole range. This also allows for cautionranges and maximum values to be displayedsimply.

If an engine is shut down in flight, primaryand secondary reporting information on theengine such as N1 and EGT will not bedisplayed because the power necessary forthe EEC to operate will not be available. Assuch, the EEC will cease functioning and nodata will be reported for that engine.

Normal operating range for engine variablesis displayed by the vertical white tape.Caution ranges are depicted by a horizontalamber bar. Warning ranges are depicted bya horizontal red bar.

If any indication reaches a caution orwarning range, it will change color toindicate that the caution or warning rangehas been entered. If the secondary CRThas been blanked, it will automaticallyactivate at the ENG page if an abnormalengine indication is detected.

Engine Vibrometers: Each engine usesvibrometers to monitor engine vibration inboth the N1 and N2 rotors. The rotor whichis producing the most vibration will beannunciated on the secondary EICASengine display. If a system fault prevents

the EEC from being able to determine whichrotor is causing the highest level of vibration,an average base vibration level for theengine will be displayed under the header ofBB, instead of N1or N2.

Engine Fuel System: Fuel is carried toeach engine via the fuel ducting systemwithin the wing and engine struts. Fueltransfers through the ducting under pressurefrom fuel pumps located within the fueltanks. The first stage engine fuel pump thenadds additional pressure to the fuel as it ispassed to the Fuel/Oil Heat Exchanger. Hotengine oil from the IDGs warms the fuel as itpasses through the Fuel/Oil HeatExchanger. Fuel is then passed through afilter to remove contaminants, and additionalpressure is added by the second stage fuelpump before the fuel passes through thefuel metering unit. The fuel metering unitadjusts fuel flow to the thrust requirementsdetermined by the EEC. Fuel flows, finally,through the engine fuel valve for distributionto the engine itself.

Fuel is allowed to flow to the engine as longas the engine fire shutoff handle is IN, theFUEL CONTROL switch is in the RUNposition and the engine fuel pumps areproviding fuel pressure. Fuel pumps willprovide pressure as long as the N2 rotor isturning.

Fuel flow to the engine is shut off any timethe N2 rotor stops turning, the FUELCONTROL switch is placed outside of RUN,or the fire handle is pulled OUT.

Fuel flow through the fuel system from tankto engines can be monitored by selectingthe FUEL synoptic on the secondary EICAS.Valve open/closed position can bemonitored, as well as flow through and crossfeed. Fuel flow is shown in green.

In the event of a loss of fuel pump pressureto an engine, each engine is able to suctionfuel only from it’s respecting wing tank.Indication of suction fuel feed is displayedon the secondary EICAS in amber.

Engine Starter/Ignition Systems: Eachengine has a bleed air powered startermotor connected to the N2 rotor of theengine. If no engines are currently



operating, bleed air is normally provided bythe APU, but may also be provided by aground unit with an air pressure bottle.

If bleed air pressure from a ground source isused to start an engine, bleed air ductpressure can be provided to the secondengine on the same side by closing thebleed duct valve on the opposite side fromthe engines being started. To produceenough duct pressure, it may be necessaryto advance the throttle on the runningengine to approximately 60% N1. Thrustcan be reduced to idle once the secondengine has started.

After starting both engines on the sameside, the bleed ducts can be opened toprovide bleed air pressure to start theremaining engines.

Bleed air is transferred to the starter motorwhen both the start valve and the enginebleed air valve are open. Both valves willopen automatically when the START switchis pulled. The START light will illuminate,indicating that the start valve has openedand bleed air is flowing to the engine.

Each engine has two igniters which operateindependently of one another, orsimultaneously depending on the position ofthe AUTO IGNITION selector. (Both orSingle.)

In order to reduce the likelihood ofinadvertent engine stalls, the ignition systemwill activate any time a start selector ispulled, or if engine nacelle anti-ice isselected ON. The ignition system will alsoactivate any time the CON IGNITION(Continuous Ignition) switch is selected ON,or the flaps are selected out of the UPposition.

The ignition system will deactivate whenanti-ice is selected off, or when the flaps arein the UP position, or when the fuel controlswitch is placed in the cutoff position,depending on the flight requirement.

Oil System: Each engine has anindependent fuel reservoir. Engine oil iscirculated through the engine underpressure to lubricate and cool engine parts.

The oil itself is cooled by passing the oilthrough a combination of Oil/Air HeatExchanger and a Fuel/Oil Heat Exchanger.This process both provides heat to the fuelsystem and cooling to the engine oil system.

Engine oil temperature and pressure aredisplayed on the secondary EICAS ENGdisplay.

Reverse Thrust Capabilities: Each engineis capable of providing both forward andreverse thrust, depending on the flightsituation and crew need. Reverse thrust isavailable while the aircraft is on the ground.

Each engine has an independent,hydraulically actuated fan air reverser. Thehydraulic pressure needed to actuate thereverser comes from the associated enginedriven hydraulic system, and as such, lossof the hydraulic system will cause loss of thehydraulics required for reverser operation.

Actuation of the thrust reverser can onlyoccur when the throttles are in the idleposition. Actuation causes the reversersleeve to move aft, exposing a series ofshroud vanes designed to redirect fan airforward with the help of fan blocker doorswhich redirect fan air flow into the vanesrather than through the engine.



Actuation of the reverser system willdisengage the autothrottle.

The primary EICAS will display REV inamber next to the engine instrumentation toindicate actuation of the reversers. TheREV annunciation will remain amber whilethe reversers are in transit to the deployedposition, or when they are in transit to thestowed position. When REV is annunciatedin green, it is safe to apply reverse thrust.

An amber REV indication in flight indicatesthat the reverser sleeve has released fromthe stowed position and hydraulic pressureis being used to return the sleeve to thestowed and locked position.

During the application of reverse thrust, theEEC will automatically monitor engineperformance, and calculate a maximum N1and fuel flow for engine reverse thrust inorder to prevent exceeding any enginelimitations during the reverse thrust.



ENGINE START/CONTROL SWITCHES

Fuel Control Switch: [Run] allows fuel flowto the associated engine.[Cutoff] discontinues fuel flow and ignition.

Fire Warning Lights: Fire warning lightsare located within the fuel control switchpost to indicate a fire. Light extinguishes iffire is no longer detected.

ENGINE START Switches: Pulling initiatesengine start by opening the start valve,engine bleed air valve and arming theappropriate ignition system. At 50% N2, theswitch returns to the run position, whichcloses the start valve and engine bleed airvalves.

STBY IGNITION Selector: [NORM] AC busprovides power to the selected igniter.Standby bus will automatically providepower if main bus fails.

AUTO IGNITION Selector: Allowsselected igniter to operate automatically if anengine is being started with N2 less than50%, or if flaps are out of UP or if enginenacelle anti-ice is selected ON.

AUTOSTART Selector: Allows functioningof autostart, which will monitor engineperformance and automatically start/re-startengines during engine startup and in flight.

IGNITION CON Switch: [ON] Igniterselected on AUTO IGNITION switch will

operate continuously as long as the FUELCONTROL switches are out of CUTOFF.



PRIMARY / SECONDARY EICAS ENGINE DISPLAYS

N1 Display Indicator: Displays actual N1.Changes to red if at N1 limit.

Reference Annunciation: Indicatesreference N1 limit for current thrustreference mode. Will indicated REV inamber when reverser is in transit. REVchanges to green when reverser deployed.

EGT Display Indicator: Displays actualEGT. Displays white while in normaloperating range, amber at max continuouslimit and red at maximum start or takeoffEGT limit. During takeoff/go around, changeto amber is inhibited for five minutes.

Maximum N1 Limit: (Red) Max allow N1.

Reference N1 Indicator: (green) IndicatesN1 limit for the thrust mode. Indicates[magenta] target N1 as commanded by theFMC when VNAV is engaged.

Command N1 Position: (white)Indicatescurrent throttle position and N1 that willresult from this throttle position.

.

Thrust Mode Annunciation: Indicatescurrent selected thrust mode from whichreference thrust limits are being set by theFMC. Possible settings are:

TO Maximum Takeoff ThrustTO 1 Derate 1 Takeoff (-5%)TO 2 Derate 2 Takeoff (-15%)D-TO Assumed Temperature TakeoffD-TO-1 Derate 1 Assumed Temperature

TakeoffD-TO-2 Derate 2 Assumed Temperature

TakeoffCLB Maximum Climb ThrustCLB 1 Derate Climb 1 SelectedCLB 2 Derate Climb 2 SelectedCON Maximum Continuous ThrustCRZ Maximum CruiseG/A Maximum Go-Around Thrust

Assumed Temperature: (Not shown here)Indicates assumed temperature as enteredinto FMC.

Relative Position Indicators: Rising tapedisplay (white on EICAS) indicates relativeposition of current setting relative to entireavailable range.



NAI Annunciation: Nacelle Anti Iceannunciation [green] indicates that nacelleanti ice is selected ON.

WAI Annunciation: (Not shown here)Wing Anti Ice annunciation [green] indicatesthat wing anti ice is selected ON.

Fuel Flow Indicator: Displays fuel flow in1,000lbs / hour

Oil Pressure Indicator: Displays oilpressure in digital and scale format.

Oil Temperature Indicator: Displays oiltemperature in digital and scale format.

Oil Quantity Indicator: Displays oil quantityin digital format.

Vibration Source: Indicates the vibrationsource displayed. Displays source with thehighest level of vibration.

[N1] – N1 rotor vibration.[N2] – N2 rotor vibration.[BB] – broadband vibration: source cannotbe determined.



ENGINE THRUST REVERSER ACTIVATION DIAGRAM

REVERSERSTOWED

REVERSER UNLOCKED(IN TRANSIT)REV displayed in amber on EICAS

REVERSER DEPLOYEDREV displayed in green on EICAS



FIRE DETECTION / SUPPRESSION SYSTEMSOverview: The 747-400 uses acomprehensive system of fire detection andsuppression for all four engines, the APUand the cargo spaces. Fire detection (butnot suppressions) is provided for the landinggear bays.

The fire detection system is automaticallytested when electrical power is first suppliedto the aircraft, and fire detection remainscontinual until power is removed.

The fire detection system used in theengines, APU and cargo spaces consists ofa double loop system for redundancy. Thesystem logic will automatically reconfigureitself for single loop operation in the event asystem fault is detected in one of the twosystems.

Fire/Overheat Indications: Fire warningsare related to the crew through activation ofthe master warning light, individualilluminated red fire shutoff handles for eachof the engines and the APU, as well as theforward and aft cargo compartments.Engine fires will also cause a red warninglight to illuminate in the FUEL CONTROLswitch for the affected engine, and redwarning indications on the primary EICASwill become active.

When activated, the fire warning bell will ringintermittently, so as not to severely disruptcrew communications in a fire emergency.The fire bell will ring for one second, thenpause for ten seconds before ringing again.The fire warning bell can be silenced byextinguishing the fire or pushing the masterwarning light once.

Crew rest area smoke detectors, as well aslavatory smoke detectors, will providecockpit warning signals.

Overheat indicators are cautionary in nature,and will cause the master caution light toilluminate in conjunction with the associatedcautionary EICAS message. An attentionalert beeper will sound rapidly, four times inone second to indicate an overheat systemfault.

In order to prevent crew distraction duringcritical phases of flight, the fire warning belland master warning light are inhibited whilethe aircraft is between V1 and 400 feetduring takeoff, or twenty five seconds,whichever is longer. All other warningmethods will still operate during this blackoutperiod

Cargo Compartment FireDetection/Suppression: Fire detection inthe forward and aft cargo areas of theaircraft is handled by two pairs of flowthrough type smoke detectors. The flowthrough smoke detectors use a pneumatictype venturi to induce flow through over apair of optical sensors.

In order to trigger a FIRE CARGO warningon the primary EICAS (with associatedmaster warning light and sirens) bothsensors in a single smoke detection modulemust detect the presence of smoke.

Fire suppression is provided by four chargedfire bottles located in the center of theaircraft. The bottles are armed by pressingthe CARGO FIRE EXTINGUISHINGARMED switch on the fire suppression panelThis will arm all four fire suppression bottlesto discharge.

The ducting system which connects the fourfire suppression bottles is designed so as toallow all four bottles to be discharged into asingle cargo compartment.

The fire suppression system is activated bypressing the fire suppression switch on thefire suppression control panel. Pressing thisswitch will cause bottles A and B to fullydischarge into the cargo compartment wherethe smoke was detected.

After approximately 30 minutes bottles Dand C will begin to discharge into the cargospace under a metered flow of suppressant.Combined, the four fire suppression bottleswill provide a total of 195 minutes of firesuppression to a single cargo compartment.It is not possible to discharge to multiplecargo compartments.



If the discharge switch is pushed while theaircraft is on the ground, all four bottlesdischarge immediately, however bottles Cand D still maintain a metered flow into thetarget compartment.

If the fire suppression process is startedwhile airborne, bottles C and D willautomatically discharge when the air groundsensor determines that the aircraft haslanded.

Lower Cargo Fire Switches: The lowercargo fire switches are used for arming arespective compartment should a firewarning be generated.

The FWD switch, when pushed, displays anARMED indication and accomplishes thefollowing:

• Turns off Pack 3.• Turns off all fans.• Arms respective squibs in the cargo

extinguisher bottles.• Configures equipment cooling to

override mode and turns off airflowand heat into the forwardcompartment.

The AFT switch, when pushed, displays anARMED indication and accomplishes thefollowing:

• Turns off Pack3• Turns off all fans.• Arms respective squibs in the cargo

extinguisher bottles.• Configures equipment cooling to

override mode and turns off airflowand heat into the forwardcompartment.

• Turns off aft cargo heat.

APU Fire Detection/Suppression: A dualloop fire detection system is used to firedetection in the APU compartment itself.Although the APU uses a dual loop firedetection system, only one of the two loopsmust detect a fire in order to trigger a fireindication in the cockpit. This varies fromthe fire detection parameters used forengines because of the location of the APUin relation to critical aircraft control system.

Fire detection by either loop will trigger a firewarning in the cockpit via a master cautionlight and a FIRE APU indication on theprimary EICAS.

APU Fire/Shutoff Handle: Illuminates if afire is detected in the APU. Pulling handleinitiates shutdown of APU, closes fuel valve,bleeds and arms the fire suppressionsystem.

APU BTL DISCH Light: Indicates lowpressure in the APU fire extinguisher bottle.

Using Fire Handles: To realistically modelthe steps required to activate engine/apu firesuppression, we have modeled the need forthe pilot to pull the engine/apu firesuppression handle OUT in order to activatethe suppression mechanisms.

To model pulling the fire handle OUT, wehave used similar techniques for both the 2Dand Virtual cockpit:

Engine fire handles• 2D: Click at the base of the handle

to pull.• VC: Click on the panel “behind” the

handle to pull.

APU Fire Handles:• 2D: Click on the far right side of

handle to pull• VC: Click on the panel “behind” the

handle to pull.

Engine Fire Detection/Suppression:Engine fire detection is provided through theuse of a double loop fire detection systemwhich monitors for engine/nacelle fire andoverheat conditions. In order for a fire oroverheat warning to be tripped, both loops ofthe fire/overheat detection system must trip.



Fire suppression for the engines is availablefrom two fire suppression bottles installed ineach wing. The bottles on the left wingprovide fire suppression for engines 1 and 2,while the bottles in the right wing provide firesuppression for engines 3 and 4.

Engine fire suppression is activated bypulling the associated engine fire handle andtwisting to discharge either the A or B firebottle. The fire warning will extinguish whenthe fire is no longer detected. If greaterextinguishing capability is needed, thesecond fire bottle can be used by twistingthe fire handle in the opposite direction.

Engine Fire/Shutoff Handles: Illuminatesupon fire detection in associated engine.Pull handle to close engine fuel valves andbleeds, disengage engine driven functionsand hydraulics and arm fire bottle. Twistinghandle activates fire suppression system.

BTL DISCH Lights: Indicates low pressurein the associated fire extinguisher bottle.

Lavatory Fire Detection/Suppression:Each lavatory has installed a single,standard operation smoke detector whichemits an audible signal in the event smokeis detected.

Fire suppression is provided by one dualnozzle, heat activated Halon fire

extinguisher located under the sink. Theextinguisher operates independently of thesmoke detector, and is independent ofaircraft power in order to operate. Theextinguisher will automatically discharge onestream of Halon directly into the garbagebin, the second will be discharged in thearea immediately underneath the sink.

Wheel Well Fire Detection: The WheelWell fire detection system consists of asingle loop detector in each main gear wheelwell. If a fire condition in any main gearwheel well is sensed by a detection loop, afire warning is activated. There is noextinguishing system installed for fire in thewheel wells.

FIRE/Overheat Testing: In addition to thecontinuous testing of engine and APUdetection systems, testing of all dual loopfire/ overheat detectors and cargocompartment smoke detectors occursautomatically when electrical power isinitially applied to the aircraft. Pushing theFire/Overheat Test switch manually initiatesthe tests. The EICAS warning messageTEST IN PROG is displayed when the test ismanually initiated. On the actual aircraft it isnecessary to hold the test switch in whileconducting the Fire/Overheat test. Thisprocedure is not practical within MSFS sinceit is necessary to check the state oflights/warnings on three different panels, sowe have instead modeled this switch as a 10second test process that will run once theswitch is pressed.

After pressing the switch, check forfire/warning lights on the overhead panel,main panel and throttle console.

At the conclusion of the Fire/Overheat test,either a FIRE TEST PASS or a FIRE TESTFAIL message will be displayed.

Importance of Procedures: It is vitallyimportant that the appropriate Abnormalprocedures be followed in the event of afire/overheat warning in flight. Failure tofollow correct procedure may lead toadditional damage to the aircraft and or lossof control in flight.



.OVERVIEW OF ENGINE FIRE SUPPRESSION SYSTEM

(Left and Right Wing Identical)



FIRE CONTROL SYSTEM EICAS MESSAGES:FIRE CARGO AFT Smoke detected in the lower aft cargo compartmentFIRE CARGO FWD Smoke detected in the lower forward cargo compartment

FIRE ENG 1,2,3,4 Engine fire condition detected, or airframe vibrations withabnormal engine indications.

FIRE WHEEL WELL Fire indication in one of the main gear wheel wells.

FIRE APU APU Fire condition detected

>FIRE TEST PASS Indicates manual fire test has passed.

>FIRE TEST FAIL Indicates manual fire test has failed. (Displays with related failuremessages.)

>TEST IN PROG Indicates manual fire test in progress

EQUIP COOLING Automatic equipment cooling function has failed, or equipmentcooling air supply temperature is excessive, or air flow rate to theflight deck Electronics and Equipment bay is low, or smoke isdetected in the equipment cooling exhaust air, or ground exhaustvalve not in commanded position.

>SMOKE DR 5 REST Smoke is detected in door 5 crew rest area. Recirculation fansautomatically shut down and air conditioning packs switch to HIFLOW.

>BOTTLE LOW APU APU fire extinguisher bottle pressure is low. (Associatedannunciator on overhead panel as well.)

>BTL LOW L (R) ENG A B Engine fire extinguisher bottle A or B pressure is low.(Associated annunciator on overhead panel as well.)

>CARGO DET AIR Insufficient airflow is available for smoke detection.

>CGO BTL DISCH On the ground: A cargo fire bottle pressure is low.In flight: Fire bottle A and B are discharged.

>DET FIRE APU APU fire detection loops A and B have both failed.

>DET FIRE/OHT 1,2,3,4 ENGINE fire/overheat detection loops A and B have both failed.

>SMOKE LAVATORY Smoke is detected in a lavatory.



FLIGHT CONTROLSOverview: The flight control system on the747-400 is powered by the four independenthydraulic systems. Each system provideshydraulic power to the flight controls in orderto provide for maximum redundancy.

The primary aircraft controls, rudder, aileronand elevator, are supplemented byhydraulically powered speedbrakes, spoilersand a hydraulically adjustable horizontalstabilizer. The wing trailing edge flaps arealso hydraulically powered. The leadingedge slats are powered pneumatically.

The flight controls use a computergenerated tactile feedback to simulatecontrol pressure to the yoke. Due to thelarge size of the flight control surfaces, itwould not be feasible for direct controlfeedback, as significant control pressureswould be required by the crew at highairspeeds. The flight controls are designedsuch that the aircraft will respond in a similarfashion to control input regardless of speed,weight and center of gravity.

All flight control surfaces can be controlledby the autopilot just as they are controlled bythe crew, with the exception of spoilers andspeedbrakes which must be manuallyactivated. Provision is made for additionalprotective systems, such as a flap load reliefsystem to prevent damage to the flap jacksand fairings.

Elevators: There are four elevator surfaceson the 747-400, two on each side of theaircraft. The inboard elevator surfacesreceive hydraulic power from twoindependent hydraulic systems each andreceive control input directly from the controlcolumn. The outboard elevator surfaces aremechanically linked to the inboard surfaces,and receive hydraulic power from oneindependent hydraulic source each. Controldeflection is used to actively pitch the noseof the aircraft up or down. Trim control isprovided by the horizontal stabilizer.

Outboard Left: Hydraulic System 1.Inboard Left: Hydraulic System 1/2Inboard Right: Hydraulic System 3/4Outboard Right: Hydraulic System 4

Elevator Position Indication: Thesecondary EICAS STAT page contains adisplay featuring indexing for both elevators.

Horizontal Stabilizer: The horizontalstabilizer is moved by hydraulic powersupplied by systems 2 and 3. The hydraulicmotors drive a jackscrew actuator whichcauses the stabilizer to move up or down.Control of this system is via the horizontalstabilizer trim switches in the cockpit.

Stabilizer trim position is shown in thecockpit on the stabilizer trim positionindicator. The green band will indicate thenormal trim range setting for takeoff.

Autopilot control of the stabilizer trimmechanism is via electric control of thehydraulic actuators, allowing the AFDSsystem full access to the stabilizer trimrange.

Important Note on Trimming: Anautomatic override system is in place whichwill disconnect any trim input (either manualor via the Autopilot if the crew placespressure on the control column in theopposite direct of the trim input. If you areexperiencing problems with trim inputs,ensure that your controller is properlycalibrated.

Ailerons: Each of four ailerons receiveshydraulic power from two independent



hydraulic sources each. Loss of any onesystem will not impair the ability of the crewto deflect the ailerons through their full rangeof travel.

Aileron One: Hydraulic systems 1/2Aileron Two: Hydraulic systems 1/3Aileron Three: Hydraulic systems 2/4Aileron Four: Hydraulic systems 3/4

Two sets of ailerons are provided on eachwing. The outboard ailerons areautomatically locked out when the flaps arein the UP position and airspeed increasesbeyond 235 KIAS or .52 Mach. Reducingspeed below these threshold limits, orselecting flaps out of UP will restoreoutboard aileron function.

The inboard aileron set does not lock out inany speed or configuration.

If necessary, aileron trim can be applied inorder to maintain wings level flight. Theproper procedure is to provide control inputsufficient to maintain the desired bank angle,then add or subtract trim until controlpressure is no longer required, and the flightcontrols are level from the perspective of thepilot. This will prevent an inadvertent rolltendency caused by spilt flap conditions orengine out situations.

When the airplane is parked and hydraulicsare depressurized, it is not uncommon to theinboard ailerons deflected downward fromtheir normal, neutral position. The outboardailerons should not normally exhibit thisbehavior.

Spoilers: Each wing has 6 spoilers. Thetwelve total spoilers are numbered from leftto right, 1 through 6 on the left wing and 7through 12 on the right wing.

The four inboard spoilers on each wing(Spoiler plates 3,4,5,6 on the left side, and7,8,9,10 on the right side) function asspeedbrakes in flight.

On the ground, all six spoiler panels on eachwing function as ground spoilers. Thespeedbrake and ground spoiler functions arecontrolled with the speedbrake lever.

Spoiler mixers combine behaviors of the rollcontrol and spoiler functions to provide bothspeedbrake and spoiler control whennecessary.

Spoiler Position Indication: The positionof one spoiler panel on each wing isdisplayed on the EICAS secondary enginedisplay. On the left wing, the position of thefourth spoiler panel in from the wingtip isdisplayed. This panel functions as a flightspoiler, speedbrake and ground spoiler. Onthe right wing, the position of the outboard-most spoiler panel is displayed. This panelfunctions as a flight spoiler and groundspoiler only. Therefore, speedbrakeextension is not indicated on the right wingspoiler position indicator in flight.

Speedbrake Handle Function: Thespeedbrake lever input is limited to the mid-travel FLIGHT DETENT position by anautomatic stop in flight.

The speedbrakes should not be used withtrailing flaps extended past flaps 20 in orderto prevent excessive wear on the flap jackmechanisms.

Upon touchdown, all twelve spoilers functionas lift canceling devices and will fully deflecton manual command of the speedbrakehandle, or automatically if the speedbrakehandle is placed in the ARMED positionprior to touchdown.

The ground spoilers will activateautomatically upon landing when all threeconditions are met:

• The Speedbrake lever is in the ARMposition.

• Thrust levers 1 and 3 are near theclosed position.

• The main landing gear touch down.

The speedbrake lever will be automaticallydriven to the UP position, extending thespoilers if the following conditions are met:

• The speedbrake lever is in theDOWN position.

• Thrust levers 1 and 3 near theclosed position.

• The main landing gear are on theground.



• Reverse thrust is selected onengines 2 or 4.

This provides automatic ground spoilerfunction for Rejected Take Off conditionsand provides a backup to the automaticground spoiler function for landing if thespeedbrake lever is not armed during theapproach.

For Go-Around protection or rejectedlandings, if thrust lever 1 or 3 is advancedfrom the closed position, the speedbrakelever is automatically driven to the DOWNposition. This function occurs regardless ofwhether the ground spoilers wereautomatically or manually extended.

The speedbrake lever can always bemanually extended or returned to the downposition.

In the event of a hydraulic system failure,the spoilers and speed brakes will lock in thedown position in order to prevent spoilerfloat and the loss of associated lift.

Rudder: Yaw control is provided by tworudder devices; the upper rudder and lowerrudder. Each rudder control surface ispowered by two independent hydraulicsystems, and accepts control input via arudder ratio changer which modulatesrudder deflection based on airspeed.

Rudder trim is applied by deflecting therudder manually to the desired position, thenadding rudder input until the control pedalsreach a new neutral position. Electricalcontrol of the hydraulic actuators on therudder will deflect the rudder thecommanded amount.

The rudder function is supplemented by twofully independent yaw damper systemsdesigned to improve aircraft directionalstability, and to improve aircraft roll rate andturn performance during turns.

The yaw dampers receive hydraulic controlfrom hydraulic systems 2 and 3. Yawdamper deflections are applied directly tothe rudder control surfaces in proportion toany turn or yaw tendencies detected by theIRS yaw sensors located in the nose and tailof the aircraft.

Yaw damper rudder input cannot be sensedby the crew via the rudder pedals, and willnot interfere with crew rudder input.



FLIGHT CONTROL CONFIGURATION

Leading Edge Slats:

Inboard Spoilers (Speed Brakes):

Inboard Aileron:

Outboard Spoilers:

Outboard Aileron:

Inboard Trailing Edge Flaps:

Outboard Trailing Edge Flaps:

Horizontal Stabilizer:

Inboard Elevator:

Outboard Elevator:



Leading and Trailing Edge Flaps: Theleading and trailing edge flaps are operatedby either a primary drive system or asecondary drive system. The primary drivesystem is normal for all phases of flightunless a system fault has been detectedwhich prevents the primary system fromfunctioning. The secondary system canthen be used to change flap configurations.

Flap movement is managed by threeindependent flap control units which provideflap position information to the EICASdisplay, provide for flap load relief ifrequired, and prevent asymmetric flapdeployment.

Trailing edge flaps are driven by hydraulicpower, while the leading edge flaps aredriven by pneumatic power. Flap position iscommanded by the flap position handle.

If the flaps fail to move to, or reach thecommanded position, the flap control unitswill automatically switch to the secondaryactuation and display mode for the affectedflap group. When secondary mode isactuated, the flap drive mechanisms aredriven using electric power. Flap groups willswitch to secondary operation in symmetrybetween the wings, which preventsasymmetric flap deployment.

Secondary flap deployment is significantlyslower than primary flap deployment.

Due to limitations within the simulator, it isnot possible to adequately model thesignificant time difference between primaryand secondary flap actuation

When any trailing edge flap groups switch tosecondary deployment due to a hydraulicpressure failure, they will automaticallyreturn to primary deployment if hydraulicpower is restored. If the trailing edge flapsare switched to secondary mode whilehydraulic power is available, however, theywill not return to primary mode until theyhave been fully retracted and the hydraulicmode system automatically resets.

Leading edge flaps operating in secondarymode will always remain in secondary mode

until reaching the commanded flap position,regardless of whether or not pneumaticpower becomes available.

An alternate flap deployment method isavailable to the crew which allows all flaps tobe electrically driven. When the alternateflaps actuator is set to ALTN, the flapposition command handle becomesinoperative, and flap setting needs to bedetermined by commanding the flaps ALTNdrive up or down as needed.

Trailing Edge Flaps: The trailing edgeflaps are comprised of an inboard and anoutboard set on each wing. All four sets oftrailing edge flaps are driven by separatehydraulic systems. The outboard flaps aredriven by systems 1 or 4, while the inboardtrailing edge flaps are driven by systems 2or 3.

In the event of the loss of any hydraulicsystem, that trailing edge flap set willautomatically revert to secondary flapdeployment.

A flap load relief system, managed by theflap control units protects the trailing edgeflap system from being operated atexcessive airspeeds while in the flaps 25 orflaps 30 range. At airspeeds in excess of178 knots, the flaps control units willreposition the flaps from the 30 position tothe 25 position. At airspeeds in excess of203 knots, the flaps control units willreposition the flaps from the flaps 25position to the flaps 20 position.

If the flaps are being deployed using thesecondary or alternate system, flap loadrelief is not available.

Leading Edge Slats: Each wing has threeseparate sets of leading edge slats. Thesegroups are geographically divided on thewing by the wing pylons, and are describedby their location on the wing. The flapgroups are OUTBOARD, MIDSPAN andINBOARD respectively.

Each wing has a total of fourteen leadingedge slats. The eleven outboard and mid-span slats are variable camber flaps, while



the three inboard slats are of the Kruegertype.

The leading edge slats deployment andretraction schedule is tied to the flapcommand positions of flaps 1 and flaps 5.With the flap command handle is movedfrom UP to 1, the inboard and mid-spanslats deploy. When the command handle ismoved from flaps 1 to flaps 5, the outboardslats deploy.

For all leading edge slats, there is only anextended and retracted position. There isno mid range position.

If the ALTN flap deployment method isrequired due to a system failure or hydraulicfailure, all leading edge flap groups deploysimultaneously. Crews are cautioned thatthe airplane may tend to balloon at the flaps1 setting due to the abnormal deployment ofthe outboard leading edge slats group at thissetting.

When reverse thrust is selected aftertouchdown, the inboard and mid-span slatsretract in order to dump lift from the primarylifting surfaces of the wing, as well as toimprove the structural life of the leadingedge devices.

Flap Position Indicators: Flap indicationsare provided on the primary EICAS display,and are driven directly by the flap controlunits and the associated flap positionsensors located within the flap systems.

During normal operation, the flap positionindicator is comprised of a single verticaltape with a horizontal band to depict thecommand flap setting and a white verticaltape to depict current flap position. Onlanding, the leading edge slat retractionsequence will cause the flap positionindicator to show flaps are in transit. This isnormal.

If any fault is detected which requires theactivation of the secondary or alternate flapsystems, a larger, expanded flap positionindicator is displayed. This indicator willprovide graphically, information on thecurrent position of each flap subgroup, aswell as any failure information related to thepositioning of flap or slat groups. An amberX drawn in the position of any flap groupindicates failure of the flaps position sensor.

Leading Edge Flap Groups:

Trailing Edge Flap Groups:



FLIGHT CONTROLS EICAS MESSAGES:STAB TRIM UNSCHED Uncommanded stabilizer motion is detected and automatic

cutout does not occur, or alternate stabilizer trim switches areused with the autopilot engaged.

AILERON LOCKOU Aileron lockout actuator position disagrees with commandedposition.

FLAPS CONTROL Flap control units are inoperative, or alternate flap mode isarmed.

FLAPS DRIVE One or more flap groups have failed to drive in the secondarycontrol mode, or an asymmetry condition is detected.

FLAPS PRIMARY One or more flap groups are operating in the secondary controlmode.

>FLAP RELIEF Flap load relief system is operating.

>FLT CONT VLVS Flight control valve is closed.

RUD RATIO SNGL Rudder ration changer has failed.RUD RATIO DUAL

SPEEDBRAKE AUTO Fault detected in the automatic ground spoiler system.

>SPEEDBRAKES EXT Speedbrakes are extended at an inappropriate flight condition.(Throttles forward of idle.)

STAB GREENBAND Nose gear pressure sensor disagrees with computed stabilizertrim green band. (The airplane is not correctly trimmed fortakeoff.)

>STAB TRIM2 3 Stabilizer trim automatic cutout has occurred or stabilizer trimswitch in CUTOUT or trim commanded and respective actuatorfailed to function.

>YAW DAMPER UPR LWR Associated yaw damper failure or respective yaw damper switchis OFF



FUEL SYSTEM

Overview: The fuel system on the 747-400is designed to provide the maximumcapacity possible in order to increase aircraftrange, hold time, and service capabilities.

The fuel system is capable of holding 57,164gallons of Jet-A fuel. At a fuel density of6.7lbs, this provides a maximum fuel weightof 382,600 pounds.

Fuel is carried in four main tanks, a centerwing tank, two wing reserve tanks, and anadditional tank located within the horizontalstabilizer. Any engine can draw fuel fromany fuel tank on the aircraft, however fuelcan only be suction fed from the main wingtanks in the event of fuel pump failures.

A fuel jettison system is available in theevent fuel weight needs to be discharged. A“Fuel to Remain” level system is installed.

When the fuel pumps are switched OFFprior to engine start, each main tank switchshould display a low pressure light. Theselights will be extinguished on the override,center tank and stabilizer tank switches.

The automated fuel loading distributionsystem logic distributes fuel to minimizewing bending.

The fuel system on the PMDG 747-400 iseasily the most complex part of the airplanefrom a behavior and logic standpoint. Thisportion of the airplane took more than 10weeks to program because of its complexityand automation behaviors, and because ofthe severe limitations imposed on fuel usageby the primitive fuel tank model used byMicrosoft Flight Simulator 9.

In order to accurately simulate the fuelsystem on the 747-400, it was necessary todevelop tools to allow the user to change thefuel load in the airplane without using thedefault MSFS fuel menu.

To change the fuel load in the airplane, usethe PMDG/OPTIONS/VARIOUS menu, andscroll your mouse wheel over the fuel figure

to increase or decrease the figure to suityour needs.

When you then hit OK the fuel requestedwill be loaded on the aircraft, properlyconfigured for the correct tanks based uponthe quantity loaded.

The PMDG 747-400 fuel system maintains aperpetual fuel figure, so leaving thesimulator and returning (at the end of aflight, for example) will instruct the simulatorto reload the fuel-on-board figure from whenyou left the simulator.

We recommend that under no circumstanceshould you use the default MSFS fuelloading menu, as this will createunpredictable and undesired results with theairplane.

Fuel Pump Systems: Each main tank andthe stabilizer tank have two AC-powered fuelboost pumps to provide fuel under pressureto the engines. In addition, main tanks 2and 3 (inboard tanks) and the center wingtank each have two AC powered overridefuel jettison pumps.

Each fuel pump has an actuator switchlocated on the overhead fuel control panel inthe cockpit. When AC power is supplied tothe aircraft turning the APU start selector toSTART will automatically activate the maintank 2 aft fuel boost pump. In the event ACpower is not available, a DC-powered fuelboost pump will provide fuel pressure. TheAPU always draws its fuel supply from maintank 2.

When either of the center wing tank fuelpumps detects low fuel pressure, a centerwing tank fuel scavenge pump isautomatically activated. This pump willscavenge the remaining fuel in the centertank and pump it into main tank 2.

Fueling: Fueling stations for the aircraft arelocated on either wing, between the twowing engines. Each station contains twoidentical fueling couples and manual shutoff



valves. Electrical power for fuelingoperations must be provided by the APU,aircraft battery or an external power source.

The left wing fueling station contains afueling control panel just outboard andadjacent to the left wing fueling station. Thispanel contains all controls necessary fordistributing fuel properly and according tothe dispatch request.

Manual magnetic-type dripless fuel quantitymeasuring sticks are located in all fueltanks.

A vented surge tank is located near the tip ofeach wing. The vent is a NACA type venturiwhich will provide positive pressure on thefuel tanks during cruise.

If the stabilizer tank fuel pump is switchedON during fueling operations, this may leadto transfer of fuel destined for the stabilizertank. This is the only effect that should beanticipated if fuel pumps are active duringfueling, and can be prevented by selectingthe stabilizer tank fuel pump OFF prior tofueling.

Fuel Management: Fuel management logicon the 747-400 is highly automated in orderto reduce pilot workload. The automatedsystem logic is also designed to reduceairframe flexing and wing structure stressdue to fuel loading.

Heavier fuel loads requiring use of thecenter wing fuel tank are handled differentlythan lighter loads not requiring center tankfuel.

Main Tank Fuel Pumps: Each main tankcontains two AC powered fuel pumps thatare each capable of providing adequate fuelfor one engine operating at takeoff power, ortwo engines at cruise power.

On the secondary EICAS fuel page, eachpump is depicted with an icon. The color ofthe icon is descriptive of the pump’s currentstate.

Green: Pump is selected active and has nofaults detected, even if it is not supplyingfuel to an engine.

Blue: Pump is selected active, but basedupon FMCS logic it has been placed instandby mode.

Amber: A fault is detected in the pump or thepump’s activity disagrees with the FMCSlogic.

White: The pump is selected off.

Main Tank 2 and 3 Override/JettisonPumps: Main tanks 2 and 3 also containtwo AC powered override/jettison pumpswhich can operate to a standpipe fuel levelof approximately 7,000lbs remaining in theassociated tank.

Each override/jettison pump can provideadequate fuel to two engines during takeoffor cruise conditions.

Override/jettison pumps 2 and 3 areinhibited from operating when pressure isdetected from both Center Wing Tankoverride/jettison pumps. Output pressure ofthe override/jettison pumps is greater thanthe output of the main fuel pumps.

Center Wing Tank Fuel Pumps: TheCenter Wing Tank contains two AC poweredoverride/jettison pumps. Each overridejettison pump can provide adequate fuel fortwo engines during takeoff or cruiseconditions. The output pressure of theoverride/jettison pumps is greater than theoutput pressure of the main fuel pumps.With main fuel pumps and override/jettisonpumps operating simultaneously, theoverride/jettison pumps will provide fuel tothe engines. However, one CWToverride/jettison pump does not overridemain tank 2 and 3 override/jettison pumps ormain tank 1 and 4 main fuel pumps.

Crossfeed Manifold and Valves: Acommon fuel manifold connects all maintanks and the CWT. There are fourcrossfeed valves in the fuel manifold.

Crossfeed valves 1 and 4 are manual andwill remain set in whatever position iscommanded by their respective switches.

Crossfeed valves 2 and 3 are automatic,and while responding to position commandsfrom the switches, they will respond



programmatically to the Fuel ManagementSystem Cards in order to direct fuel flowcorrectly for specific flight modes.

For example, before takeoff if the crossfeed2 and 3 valves have been commanded openbut the fuel control panel switches, thevalves will close when takeoff flaps areextended. This provides tank to engineoperation for engines 2 and 3.

Following flap retraction, the valves willreturn to the switch commanded position.

If the Crossfeed valve 2 and 3 switches areset to the closed position, there is noautomatic control for these valves and theywill remain closed.

Reserve Tank Transfer Valves: Eachreserve tank contains two transfer valves.These valves automatically transfer fuel bygravity feed from the reserve tank into theirrespective inboard main fuel tank when themain tank 2 or 3 fuel quantity decreases to40,000lbs.

This feed activity is depicted on thesecondary EICAS fuel display.

Main Tank 1 and 4 Transfer Valves: Maintank 1 and 4 each contain one transfer valvewhich allows fuel to transfer by gravity fromthe outboard main tank to it’s respectiveinboard main tank. Each valve allowsgravity transfer to approximately 7,000lbsremaining in the outboard main tank.

Manual Operation: Manual operation ofthese valves is available while the aircraft ison the ground, primarily for maintenancepersonnel. This function is not modeled inthe PMDG 747-400.

Automatic Operation: Automatic operation ofthese valves occurs during fuel jettison.When either main tank 2 or main tank 3 fuelquantity decreases to 20,000lbs duringjettison, both main tank 1 and 4 transfervalves are automatically opened by the FuelManagement System Cards.

Operating With Center Wing Tank Fuel: Iffuel is contained in the center fuel tank, allcrossfeed valves should be opened prior toengine start. In addition all override/jettison

and main tank boost pumps should beactivated for tanks containing fuel.

Control of the fuel system is handled in anautomated fashion by the Fuel SystemManagement Cards. The FSMCs willmonitor flap setting and adjust the fuelsystem logic to provide a redundant fuelsupply during takeoff in case of electrical orfuel pump system failures.

The FSMCs will close crossfeed valves 2and 3 when takeoff flap settings aredetected on the ground. The center wingtank will provide fuel to engines 1 and 4,while engines 2 and 3 will receive fuel fromtheir respective main tank. In thisconfiguration, the override/jettison pumps fortanks 2 and 3 will be inhibited fromoperating.

When flaps are retracted, the FSMCsautomatically re-open crossfeed valves 2and 3, and the center tank will now providefuel to all four engines.

The FSMCs will monitor the fuel level of thecenter wing tank. When the center wingtank fuel quantity has decreased to80,000lbs fuel will be transferred from thestabilizer tank to the center wing tank.

When this fuel transfer is completed, thecrew will receive an EICAS advisorymessage indicating FUEL PUMP STAB.This indicates that the AC-powered fuelpumps in the stabilizer tank have detected



low fuel pressure. Stabilizer pump switchesshould be selected off when the tankindicates empty.

When the center wing tank fuel quantity isdecreased to approximately 2,000lbs, theEICAS advisory message FUEL OVRD CTRwill be displayed, indicating one of theoverride/jettison pumps has detected lowoutput pressure. The center wing tankoverride/jettison pumps should be selectedOFF at this time. The center wing tankscavenge pump will begin operatingautomatically to transfer remaining fuel tomain tank 2. This pump will operate until itdetects low output pressure, indicating thatthe center wing tank is now empty, or until120 minutes have passed.

Note: When Center Wing Tank quantity hasdropped below 5,000lbs there are occasionswhen the center wing tank pumps cannotprovide full override of the outboard maintank pumps. As a result a shared flowsituation results with approximately 2,000lbsof fuel being consumed from each outboardmain tank prior to display of the EICASadvisory message FUEL OVRD CTR L, R.This condition is normal, and is not indicatedby green fuel flow lines on the secondaryEICAS fuel display.

The FSMCs will activate override/jettisonpumps 2 and 3 when the FUEL OVRD CTRmessage is displayed. The override/jettisonpumps 2 will supply fuel to engines 1 and 2,while override/jettison pumps 3 will fuelengines 3 and 4.

If the crew turns off the center wing tankoverride/jettison pumps, or experiences afuel pump failure prior to having used all thefuel contained in the center wing tank, thescavenge pump will begin transferring fuelautomatically from the center tank at thesame time the FSMCs begin transferringfuel from the reserve wing tanks. This willoccur when main tank 2 or 3 fuel quantitydecreases to 40,000lbs. Fuel transfers fromeach reserve tank into its respective maintank 2 or main tank 3 respectively.

When main tank fuel quantity for all fourmain tanks is equal, the EICAS advisorymessage FUEL TANK/ENG is displayed. Atthis time, the crew should verify fuel tank

quantities, close crossfeed valve switches 1and 4, and push off the override / jettisonpump switches. Main tank fuel pumps willprovide fuel for their respective engines untilshutdown.

Operating With Center Wing Tank Empty:When the center wing fuel tank is empty,fuel operations are slightly less complex. Ifmain tank 2 and 3 fuel quantity exceedsmain tank 1 and 4 quantity, open allcrossfeed valves and turn on all main tankfuel boost and override/jettison pumps. Inthis configuration, the FSMCs will draw fuelfrom main tanks 2 and 3 until main tank fuelquantity is equal, at which time the fuelsystem should be reconfigured as describedabove for tank-to-engine fuel feed.

If main tank fuel quantities are equal beforeengine start, open only crossfeed valves 2and 3 and turn on only the main tank boostpumps. In this configuration main tank fuelpumps will provide fuel for their respectiveengines until shutdown.

Fuel Quantity Indicating System (FQIS):The FQIS measures the total fuel weight ofthe aircraft, as well as the fuel weight ofeach individual tank. This information isdisplayed both in the cockpit and on thefueling station panels.

The indicating system is comprised of tankunits and compensators which measure fuelvolume, as well as densitometers whichmeasure fuel density. The fuel weight isthen continuously updated to the secondaryEICAS and the fueling station panel.

Fuel temperature is only measured frommain tank number 1. This information isdisplayed directly on the primary EICAS.

Fuel Jettison System: The fuel jettisonsystem is designed to allow the crew toautomatically jettison fuel to a pre-determined level. This level can be selectedby rotating the “Fuel To Remain” knob onthe fuel jettison panel.

Selecting either A or B jettison system willdisplay the fuel to remain information on theprimary EICAS.



The fuel management system will calculatefuel jettison time and display it on thesecondary EICAS fuel page.

When the fuel jettison system is selected,pushing either of the FUEL JETTISONNOZZLE switches ON activates all of theoverride/jettison pumps in tanks currentlycontaining fuel. The four fuel jettison valveswill also be opened, and the number 1 andnumber 4 main transfer valves armed. Thejettison nozzles will open at this time.

Pushing the second FUEL JETTISONNOZZLE switch to ON will open the fueljettison valves.

Fuel jettison will end automatically when thetotal fuel quantity is reduced to the fuel toremain quantity selected by the crew. Thefuel to remain quantity indication changescolor to white and flashes for 5 seconds, andall override/jettison pumps will bedeactivated. The fuel system should bemanually reconfigured for FSMCs operationat the conclusion of any fuel jettison in orderto prevent fuel imbalance or inadvertent fuelstarvation of an engine.

Fuel Transfer: Fuel can be gravitytransferred from main tank 1 to main tank 2and main tank 4 to main tank 3 respectively.This is accomplished by pressing the FUELXFER MAIN 1 & 4 switch to ON.

Secondary EICAS Fuel System Synoptic:The fuel synoptic display can be called upon the secondary EICAS display by pressingthe FUEL switch on the EICAS controlpanel. The display shows the currentoperating status of each individual fuelpump, as well as the fuel quantities of eachtank, and the aircraft as a whole. Indicatorswill also be displayed to show fuel transfereither by gravity or scavenge pumps, as wellas normal, under pressure fuel flow (greenbanding).



FUEL SYSTEM AND EICAS FUEL SYSTEM DEPICTION

Reserve Tank 3Main Tank 4Main Tank 3

Center Wing TankStabilizer Tank

Main Tank 2Main Tank 1Reserve Tank 2



FUEL SYSTEM CONTROL PANEL DIAGRAM

Fuel Crossfeed Valves: Allows transferbetween systems when open. Separatestank pumping systems when closed.

CTR Wing Tank Boost Pump Switches:Left and Right Pumps.

MAIN Tank 2 Boost Pump Switches:FWD and AFT pumps.

MAIN Tank 2 OVRD Pump Switches: FWDand AFT pumps.

MAIN Tank 1 Boost Pump Switches: FWDand AFT pumps.

STAB Tank Boost Pump Switches: Leftand Right Pumps.

MAIN Tank 3 Boost Pump Switches:FWD and AFT pumps.

MAIN Tank 3 OVRD Pump Switches:FWD and AFT switches.

MAIN Tank 4 Boost Pump Switches: FWDand AFT Pumps.



FUEL CONTROL PANEL / FUEL PUMP SCHEMATIC



FUEL SYSTEM EICAS MESSAGES:>XFEED CONFIG One or more fuel crossfeed valves incorrectly configured.

>ENG 1,2,3,4 FUEL VLV Engine fuel valve or fuel spar valve position disagrees withcommanded position.

FUEL AUTO MGMT Both fuel management cards have failed and stabilizer fuel hasbeen transferred.

FUEL X FEED 1,2,3,4 Crossfeed valve is not in commanded position.

FUEL IMBALANCE Fuel difference of 6,000lbs between inboard main tanks (2 and3) and outboard main tanks (1 and 4) after reaching FUEL TANK/ ENG condition.

FUEL IMBAL 1-4 Fuel difference of 3,000 pounds between main tanks 1 and 4.

FUEL IMBAL 2-3 Fuel difference of 6,000 pounds between inboard tanks 2 and 3.

>FUEL JETT A B Selected jettison system has failed.

FUEL JETT SYS Fuel total less than fuel to remain and one nozzle valve open orboth jettison cards failed.

FUEL PRESSURE ENG Engine is on suction feed

FUEL PUMP 1,2,3,4 FWD Respective fuel pump is inoperative.FUEL PUMP 1,2,3,4 AFTFUEL OVRD 2,3 FWDFUEL OVRD 2,3 AFTFUEL OVRD CTR L, RFUEL PUMP STAB L, R

FUEL QTY LOW Fuel quantity is 2,000lbs or less in one or more main tanks.

FUEL RES XFR 2,3 Reserve transfer vales not in commanded position.

FUEL STAB XFR Horizontal stabilizer fuel fails to transfer.

>FUEL TANK/ENG Main tank 2 quantity is equal to or less than main tank 1 quantity,or main tank 3 quantity is equal to or less than main tank 4quantity and crossfeed valve 1 or 4 is open.

>FUEL TEMP LOW Fuel temperature is -37C or less

>FUEL TEMP SYS The fuel temperature system is inoperative.

>JETT NOZZLE L (R) Nozzle valve position disagrees with commanded position.

>JETT NOZZLE ON Fuel jettison nozzle valve is open.>JETT NOZZ ON L, R Fuel jettison nozzle valve is open.



HYDRAULIC SYSTEMOverview: The 747-400 has fourindependent hydraulic systems installed,one per engine. The systems are numbered1 through 4 in accordance with the enginenumbering.

Each hydraulic system is comprised of ahydraulic reservoir, and engine drivendemand pump and an air driven demandpump. The engine driven demand pumpsare located within the engine nacelle of eachengine, and are driven by the accessorydrive. The reservoir for each system islocated in the engine pylon, above andbehind the engine.

Engine number 4 has an electrically drivenAUX hydraulic system, which can only beactivated while the aircraft is on the ground,and is used primarily to power the brakesduring towing operations.

Hydraulic power is used to operate thefollowing systems:

• Autopilot Servos• Brakes• Flight Controls• Landing Gear• Nose and Body Gear Steering• Spoilers• Stabilizer Trim• Thrust Reversers• Trailing Edge Flaps

Hydraulic Reservoirs: Each hydraulicsystem has an independent reservoir whichis located in the engine pylon. The reservoiris pressurized using regulated air from thepneumatic system.

Hydraulic reservoir quantity is measured anddisplayed on the secondary EICAS display.In the event the hydraulic reservoir needs tobe replenished, all four systems can beserviced from a single location in the leftbody gear bay.

Hydraulic fluid is cooled by hydraulic fluidheat exchangers installed in the main fueltanks. This process provides fuel heatingand hydraulic system cooling.

A SYS FAULT light on any of the fourhydraulic systems can indicate either lowhydraulic pressure, low reservoir quantity orhigh hydraulic fluid temperature.

Engine Driven Pumps: The engine drivenpumps are located in the accessory sectionof each engine nacelle and connected to theaccessory drive. The pumps providepressure to the hydraulic system when theengine is rotating and the ENGINE PUMPswitch is in the ON position. If the enginepump switch is selected OFF, or if theengine fire shutoff handle is pulled, enginedriven pump will not operate.

Auxiliary Demand Pumps: There are fourauxiliary hydraulic demand pumps on the747-400. Auxiliary Demand Pump (ADP) 1and 4 are powered by pneumatic bleed air,while ADP 2 and 3 are driven by AC electricpower.

The auxiliary demand pumps can beoperated in AUTO or ON (continual). Thepumps are normally placed in AUTO whichwill cause the demand pump for eachsystem to operate whenever low systempressure output is detected from the enginedemand pump. The system will also providepressure if the FUEL CONTROL switch forthe engine is placed in the shutoff position.

Hydraulic systems 1 and 4 will activate toprovide supplemental pressure when theflaps are in transit, and whenever flaps areselected out of UP during flight. Thisbehavior requires that the Auxiliary Pumpselector switch be in the AUTO position.

If an Auxiliary demand pump is activated asa result of low output pressure from anEngine Driven Pump, it will continue tooperate for 14 seconds after sensing that itis no longer needed because of correctoutput pressure from the Engine DrivenPump.

This delay is designed to prevent rapidpressure fluctuations.



The status of the ADPs is shown on thesecondary EICAS hydraulic display. ADPpumps can appear in the following status:

Blue: Pump in standby modeprogrammatically.

Amber: A fault is detected or the pump hasfailed to activate when required.

White: Normal operating condition.

Electric AUX System: Hydraulic system 4has an electrically driven auxiliary pumpinstalled just aft of the reservoir in thenumber 4 engine pylon, adjacent to thedemand pump. This electric AUX systemwill provide system pressure to the number4 hydraulic system for brake operationduring ground towing. The system willautomatically cease providing pressure oncethe engine driven pump begins providingoutput that is within system parameters. Ifthe selector switch is left in the AUXposition, an EICAS advisory message willremind the crew to rotate the selector toAUTO.

Hydraulic System 1: The number 1hydraulic system provides hydraulic powerto:

• Center Autopilot Servos• Engine 1 Thrust Reverser• Flight Controls• Alternate Brakes• Trailing Edge Flaps• Nose and body gear actuation and

steering.


• Right Autopilot Servos• Engine 2 Thrust Reverser• Flight Controls• Alternate Brakes• Stabilizer Trim


• Left Autopilot Servos• Engine 3 Thrust Reverser• Flight Controls• Stabilizer Trim


• Engine 4 Thrust Reverser• Flight Controls• Normal Brakes• Trailing Edge Flaps• Wing Gear Actuation

Hydraulic System 4 AUX: The number 4AUX hydraulic system provides hydraulicpower to:

• Normal Brakes

EICAS STAT Screen Hydraulic Indicators:When the STAT switch is pressed on theEICAS control panel, the flight control statusdisplay will be brought up on the secondaryEICAS display. The top portion of thisscreen display is dedicated to providing abasic overview of the hydraulic systemstatus, as displayed below.

Hydraulic Quantity Warning: The STATdisplay provides a LO quantity indicatorwhen hydraulic quantity has dropped todangerously low levels in the hydraulicreservoir. Warnings displayed in amber.



SECONDARY EICAS DISPLAY - HYDRAULIC SYSTEM SYNOPTIC

Secondary EICAS HYD Display: TheEICAS HYD display provides valuableinformation regarding the current state of thehydraulic systems. Graphic and numericdisplays of hydraulic quantity, numerictemperature and pressure display, as wellas hydraulic pump status indicators and flowschematics make trouble shooting andidentifying hydraulic system problemssignificantly easier.

Engine Driven Pump: Box will display OFFif pump fails or is selected OFF.

AUX Demand Pump: Circle will displayOFF if pump fails or is selected OFF.

Hydraulic Power Flow Bar: Green flow barindicates current hydraulic power flow.

Hydraulic System Numeric Data:General health of the hydraulic system isdisplayed here. Out of limits data isdisplayed in amber or red

HYD Display Examples: The HYD displaybelow shows four HYD system scenarios.

SYSTEM 1: Engine Driven Pump ON. AuxPressure Demand Pump ON. (Systemproducing normal HYD power.)

SYSTEM 2: Engine Driven Pump OFF. AuxDemand Pump ON. (System producingnormal HYD power.)

SYSTEM 3: Engine Driven Pump OFF. AuxDemand Pump ON. Shutoff Valve CLOSED.(EDP not producing HYD power due to FIRESHUTOFF handle being activated.)

SYSTEM 4: Engine Demand Pump ON. AirPressure Demand Pump AUTO. (Systemconfigured for normal operation andproducing normal HYD power.)

Shut Off Valve: If FIRE SHUTOFF handleis pulled, shutoff valve will display aCLOSED position.

Hydraulic Reservoir Quantity Indicator:Displays a graphical interpretation of thelevel of hydraulic fluid contained within thesystem. Displayed as a percentage of theFULL capacity. As quantity drops, levelindicator drops. (Compare SYS 3 and SYS4.)



HYDRAULIC SYSTEM CONTROL PANEL

SYS FAULT Light: Indicates low outputpressure, low reservoir quantity or high fluidtemperature.

DEM PUMP PRESS Light: Indicates theDEMAND PUMP selector is OFF, the pumpis operating, and output pressure is low.May also indicate that pump has failed tooperate.

Demand Pump Selector: Allows crewselection of the appropriate demand pumpmode.

OFF: Shuts off appropriate pump.

AUTO: Causes demand pump to operate ifthe engine driven pump pressure falls belownormal levels, or when the FUEL CONTROLselector switch is set to CUTOFF, or whenthe hydraulic shutoff valve has beencommanded closed by the FIRE SHUTOFFvalve.

ON: Pump operates continually.

ENG PUMP Switch: When selected ON,allows the engine driven hydraulic pump toprovide pressure to the hydraulic system.

ENG PUMP PRESS light: Indicates lowengine driven pump output pressure whenilluminated.



HYDRAULIC SYSTEM EICAS MESSAGES:HYD OVHT SYS 1,2,3,4 Excessive hydraulic system temperature.

HYD PRESS DEM 1,2,3,4 Demand pump output pressure is low.

HYD PRESS ENGE 1,2,3,4 Engine pump output pressure is low.

HYD CONTROL 1,4 Auto control of hydraulic system demand pumps is inoperative.

HYD PRESS SYS 1,2,3,4 Loss of system pressure.

>HYD QTY HALF 1,2,3,4 Hydraulic quantity is ½ normal service level.

>HYD QTY LOW 1,2,3,4 Hydraulic quantity is 0.34 normal service level.



ICE AND RAIN PROTECTIONOverview: The 747-400 has acomprehensive package of anti-icing forsensors, probes, engines and flight controlsurfaces. The operation of these anti-icesystems is largely automatic and requires nointeraction from the crew.

Anti-ice systems for engines and wingsrequire only modest attention from the crew.

Probe Heat: Operation of the probe heatsystem is fully automatic. Four pitot-staticprobes and two angle of attack probes areelectrically heated for anti-ice protectionwhenever any engine is operating. Twototal air temperature probes are electricallyheated for anti-ice protection only in flight.

The primary EICAS will display an advisorymessage to indicate that a probe heater hasfailed or power to the heater is not present.An EICAS advisory message will also bedisplayed if ground/air logic has failed toremove power and a TAT probe is heatedon the ground.

Nacelle Anti-Ice: The engines receiveanti-ice protection through the nacelle anti-ice system. Nacelle anti-ice may beoperated in flight and on the ground asrequired.

When NAI is selected ON, bleed airpressure opens the nacelle anti-ice valve

allowing bleed air to flow to the respectiveengine inlet cowl. However, bleed air is notavailable for nacelle anti-ice operation whenthe pressure regulating valve has beenclosed due to:

• Bleed air overheat• The High Pressure bleed valve

failed to open.• The start valve is not closed.

When NAI is selected ON with the enginebleed valve closed, the High Pressure bleedvalve remains closed, but the NAI receivesrequired bleed air from the system.

An advisory message and the VALVE lightlocated in the NAI switch will illuminate inthe event that the NAI valve and switchposition disagree. Display of the EICASmessage is delayed for three seconds toallow for valve transit time.

NAI should be operated in conditions wherevisible moisture is present and thetemperature is 10°C of less. If NAI isselected ON when the temperature isgreater than 12°C or greater, and EICASadvisory message will remind the crew todeselect NAI.

Wing Anti-Ice: Pushing the Wing Anti-Ice(WAI) switch ON opens a valve in each wingthat allows bleed air to flow from the enginesto a series of spray tube ducts in the leadingedge of the wing. WAI is ineffective whenthe leading edge flaps are extended, andcannot be activated while the aircraft is onthe ground.

EICAS displays an advisory message andthe WAI valve light illuminates in the eventthat a valve disagrees with the commandedposition of the switch. The EICAS messageis delayed three seconds in order to preventtransient messages while the valves are intransit.

WAI should be operated in conditions wherevisible moisture is present and thetemperature is 10°C of less. If WAI isselected ON when the temperature isgreater than 12°C or greater, and EICAS



advisory message will remind the crew todeselect WAI.Primary EICAS display: Each of four NAIvalves (one per engine) are displayed on theprimary EICAS as a status advisory to thecrew when NAI is in operation.

Both WAI valves are displayed as advisorieswhen WAI is in operation as well.

Secondary EICAS display: The secondarysynoptic ECS display also provides the crewwith an indication of NAI and WAI activity.

NAI and WAI operation is identified by theNAI and WAI chutes shown on therespective engine and wing valve identifiersshown in green.

The airflow displayed is generated by thedisplayed valves positions, switch positionsand pack status. The display does not showactual air flow and therefore the display maynot represent the actual system operation.

EICAS MESSAGES:>ANTI ICE Any anti-ice system is on and TAT is greater than 12C.

HEAT P/S CAPT F/O Heater failure on associated probe.HEAT P/S L, R AUXHEAT L, R TATHEAT L, R AOA

NAI VALVE 1,2,3,4 Nacelle anti-ice valve is not in commanded position.

WAI VALVE LEFT, RIGHT Wing anti-ice valve is not in commanded position.

.



LANDING GEAROverview: The nose gear on the 747-400 isa standard, two-wheel, non-braked stearablenose gear design. The main landing gearare comprised of four main gear trucks,each with four wheels. The two wingmounted gear are referred to as the WingGear, and the fuselage mounted gear arereferred to as the Body Gear.

Hydraulic power for the landing gear isprovided by systems 1 and 4. System oneprovides power to the nose and body gear,while system four provides power to thewing gear. In the event of hydraulic failure,an alternate gear extension system isavailable which electrically releases the up-locks and allows aerodynamic loading andlanding gear weight to lower the gear to thelocked position.

Braking is provided by both a normal and analternate system, each equipped withantiskid systems. Autobraking capability isprovided for the normal brake system only.

Landing Gear: Then main landing gear onthe 747-400 is an extremely complexarrangement of wing and body gear withvery tight clearance tolerances during theretraction process. As such, each of thewing and body gear assemblies is equippedwith sensors to determine if the gear is inthe proper position prior to allowingactuation of the landing gear lever.

These sensors require that the wing gear bein a tilted position and the body gear in acentered position before the gear up handlewill unlock. Under normal conditions, thiswill occur within three seconds of aircraftliftoff.

In addition to unlocking the landing gearlever, a number of other aircraft functionsare directly linked to the main and body geartilt sensors, as well as a nose gear liftoffsensor which detects weight on the nosegear assembly. Unless all of these sensorsare correctly positioned, the crew may notbe able to retract the landing gear, or utilizeother air/ground specific systems.

The landing gear doors are powered by thehydraulic system which powers the landinggear sub-system. Hydraulic power isrequired for landing gear door closure.

During the gear retraction sequence, theautobrake system will apply brake pressureto eliminate will movement before thelanding gear are in the up and lockedposition. The nose gear uses a snubbingprocess to eliminate wheel movement duringthe retraction process.

Landing Gear Position Indicators: Thelanding gear position indicator is displayedon the primary EICAS when the landing gearare extended

The landing gear position indicator isremoved from the EICAS display when thelanding gear are in the up and lockedposition.

Expanded Gear Disagree Indicator: If anyabnormal condition exists with the landinggear the EICAS will provide an expandedgear position display to show the dispositionof all five gear assemblies. This expandeddisplay will also appear if the ALTN GEARextension switch is pushed, or if a GEARDISAGREE warning message is present

DN indicates gear system down and locked.Crosshatches indicate gear not down andlocked.

If any gear position sensor fails, it will bereplaced on the expanded EICAS gearindicator with an amber X.

Landing Gear Brake System: The normalbrake system is powered by the number 4



hydraulic system, with a brake pressureaccumulator.

The 747-400 is equipped with carbonbrakes. The braking capabilities provided bycarbon brakes are such that automatic braketorque limiting systems are installed toprevent excessive stress from being placedon the landing gear by over braking. Ifexcessive brake torque is sensed by theantiskid system, the wheel transducer willtrigger an antiskid signal to alleviate brakepressure on that wheel.

Each wheel is equipped with a braketemperature monitoring system, whichprovides direct temperature indication tosecondary EICAS GEAR display. Thisdisplay allows the crew to monitor thetemperature of each individual brake subsystem.

Antiskid: The anti skid system is entirelyautomated, and does not include any cockpitcontrols. The system receives input fromtransducers in each main wheel, and uses areference velocity provided by the IRSground speed signal to prevent wheellocking, skidding and hydroplaning.

Autobrakes: The autobrake system alsoreceives power from hydraulic system 4.The system is designed to operate inconjunction with the automated flightsystems to provide predictable decelerationrates during a rejected takeoff, or duringlanding. The rate of deceleration can beselected by a cockpit control capable ofbeing set to RTO, 1, 2, 3, 4 or MAX AUTO.Setting 1 will provide a deceleration rate of 4ft/sec2, while MAX AUTO will provide adeceleration rate of up 11 ft/ sec2.

The RTO setting will provide maximumbraking pressure automatically if thethrottles are moved to idle after the aircrafthas accelerated beyond 85 knots.

The autobrake system will automaticallydisarm itself after aircraft liftoff. The systemwill also disarm in the following situations:

• Advancing any throttle beyond idleforward after touchdown.

• Antiskid System Malfunction.

• Application of brake pressure by thecrew,

• Autobrake System Malfunction.• Moving the autobrake selector switch to

DISARM or OFF.• Moving the speedbrake selector handle

to DN after landing.• Normal Brake System Malfunction.

In the event that the normal braking systemprovided by hydraulic system 4 isinoperative, an alternate braking system isprovided by system 1, or system 2 (shouldsystem 1 fail as well.) Brake pressure isselected automatically, and will switchimmediately if the system in use beginsproviding low output pressure.

The alternate braking systems are providedthrough separate brake lines and throughseparate metering systems. The alternatebrake system has all the normal brakecapabilities of antiskid, but does not provideautobrake capability. This will beannounced on the primary EICAS if thealternate brake system is being used.

Ground Steering: In order to allow foradequate rudder usage during the highspeed portion of the takeoff and landingphase of flight, nose gear steering is limitedto 7º of deflection from the rudder pedalthrow. For proper ground steering, eachcrew member is provided with a steeringtiller which allows the nose wheel steeringassembly to be rotated to 70 degrees ineither direction. This tiller should be usedfor taxi operations.

Any time the aircraft ground speed is lowerthan 15 knots and the steering tiller is usedto deflect the nose wheels beyond 20ºdeflection, the body gear steering isautomatically actuated, turning the bodygear in the direction opposite the nose gear.This action dramatically reduces the turningradius of the 747-400, as well as reducingthe amount of scrubbing received by thebody gear tires. If aircraft speed increasesbeyond 20 knots while body steering isenabled, the system will automaticallycommand the body gear to center theirsteering mechanisms. An EICAS warningwill sound if the body gear are not properlypositioned for takeoff. Taking off with the



body gear steering out of synchronizationwill prevent gear retraction.

Body gear steering is provided by hydraulicsystem 1. There is no backup system forthis function.

Landing Gear Configuration Warning: Ifthe aircraft detects the landing gear are notproperly configured when the flaps arecommanded to flaps 25 or 30, and theaircraft is below 800 feet AGL, a landinggear configuration warning will sound.

This warning will also sound in any casewhere the landing gear system detects agear assembly is not locked down, or isimproperly positioned. Pushing theGEAR/CONFIG OVRD switch will lock outthis automated warning system.

CONFIG GEAR OVRD:

Secondary EICAS Display - Landing GearSynoptic: When the EICAS control panelGEAR switch is pressed, the secondaryEICAS displays a GEAR overview whichdepicts the current tire pressure, braketemperature, and door assemblyconfiguration for each landing gear subassembly. This display can be used todiagnose landing gear problems, as well asto monitor brake temperatures and tirepressures after abnormal takeoff/landingsituations.

Tire Pressure Indication:

Brake Temperature Indication: Normalrange is 0-4 and is displayed in white.Caution range is 5-9 and is displayed inamber.

Gear Door Configuration: Cross hatchesindicate door in transit or landing gear out ofsynch.



LIGHTING SYSTEMS

Overview: The aircraft lighting systemprovides for flight deck, passenger cabin,cargo and service compartment lighting aswell as exterior and emergency lighting.

Storm Lights: The storm light switch is anoverride switch that sets all interior cockpitlights to a high brightness setting in order tocombat night blindness resulting fromlightning in close proximity to the airplane.This switch function is not modeled in thePMDG 747-400.

Circuit Breaker/Overhead Panel Dimmer:This dimmer knob controls the night lightingbrightness on the overhead panel and circuitbreaker panel above and behind theoverhead panel. Rotate the knob left/right toactuate its function at night.

Glare shield/Panel Flood Dimmer: Thisdimmer knob controls the night lightingbrightness on the main panel andglareshield. Rotate the knob left/right toactuate its function at night.

Dome Light: This dimmer knob is used toset the brightness of cockpit overheadlighting.

Aisle Stand Panel Flood Dimmer: Thisdimmer knob controls the night lightingbrightness on the center console/aisle stand.Rotate the knob left/right to actuate itsfunction at night.

Landing Lights: Two fixed landing lightsare installed in the leading edge of eachwing. Each light is controlled by the L or ROUTBD or L or R INDB switch. When alanding light switch is in the ON position, the

wing landing light is at maximum brightnessif the landing gear are selected DOWN. Thelight is dimmed automatically when thelanding gear are not in the down position.(This dimming functionality is not modeled inthe PMDG 747-400)

Runway Turnoff Lights: The two runwayturnoff lights are mounted on the nose gearstructure and are aimed approximately 65degrees to the left and right of the airplanecenterline.

Runway Turnoff Lights: The L and R RWYTURNOFF switches on the overhead panelcontrol the lights. The air/ground sensingsystem determines he conditions when thelights illuminate or extinguish based oninterface with the air/ground sensor. Theturnoff lights will only operate while theaircraft is on the ground.

Taxi Lights: The TAXI light switch on theoverhead panel controls the taxi light. Thetaxi lights are located on the nose landinggear. The air/ground sensing systemdetermines the conditions when the lightsilluminate or extinguish provided that thelight switch is in the ON position. With theswitch ON, the taxi lights illuminate when theair/ground sensing system is in the groundmode.

Beacon Lights: The BEACON light switchon the overhead panel controls the red anti-collision lights. On the aircraft there are twobeacon strobes, Lower and Upper that canbe operated individually. This functionality isnot modeled in the PMDG 747-400, andinstead the beacons have an ON and OFFcondition.

Navigation Lights: The navigation lightsswitch controls the aircraft position lights.The position lights are two fixed position



green lights on the right wingtip, and twofixed position red lights on the left wingtip,and two fixed white lights on the tail conenear the APU exhaust outlet.

Strobe Lights: The strobe lights switch onthe overhead panel controls the three whitestrobe lights. One strobe light is installed oneach wing tip and one on the tail cone.

Wing Lights: The wing lights switch on theoverhead panel activates wing leading edgeillumination lights. The lights illuminate thewing leading edge and engine nacelles. Thelights are flush-mounted on the fuselage.

Logo Lights: The logo lights are installedon the horizontal stabilizers to illuminate thevertical stabilizer markings to improvevisibility of the airplane.

Indicator Lights Test: This switch is usedto test the function of light bulbs throughoutthe cockpit. This functionality is not modeledin the PMDG 747-400.

Screen Dimming: The PMDG 747-400 hasthe ability to dim the individual screenswithin the cockpit. The knobs for thisfunctionality are included in the VirtualCockpit, and are not available in the 2Dcockpit. The dimmer knobs are located tothe left/right of each pilot on the edge of theglare shield.

Emergency Lights: The passengeremergency exit lights are controlled usingthe switch on the overhead fire controlpanel. These lights should be ARMED anytime the aircraft is in operation. They should

be turned to ON to aid an evacuation, andturned OFF when the airplane is shut down.

An EICAS message will alert the crew if thestatus of the emergency exit lights does notmatch the operation of the aircraft.



PNEUMATIC SYSTEMS

Overview: The engines, APU or anexternal air bottle can provide pressure airfor the pneumatic system. The pneumaticsystem on the 7474-400 distributes highpressure air to the following systems:

• Air Pressure Driven Hydraulic DemandPumps.

• Aft Cargo Heat.• Cabin Air Conditioning.• Cabin Air Pressurization.• Cargo Smoke Detection System• Engine Start.• Hydraulic Reservoir Pressurization

System.• Nacelle Anti Ice (In conjunction with

Engine Bleed Air).• Potable Water System Pressurization.• Wing Anti Ice.• Leading Edge Devices.

External Air: External air can be suppliedto the pneumatic system via two separateconnectors while the aircraft is on theground. The connectors are located on thebottom of the fuselage, just aft of the airconditioning packs, and are usually onlyused to provide engine starting pneumaticpressure in the event APU pneumaticpressure is unavailable. The use ofpneumatic air is depicted by a green EXTAIR on the secondary EICAS ECS display.

APU Bleed Air: The APU supplies airthrough a bleed air valve to the pneumaticsystem. If started while on the ground, theAPU can provide pneumatic support to thesingle operating air conditioning pack, whichwill allow full engine power to be dedicatedto takeoff thrust. The APU can be used forair conditioning purposes up to 15,000 feet,

by which time pneumatic support of the airconditioning packs should have beentransferred to the engines.

Engine Bleed Air: Each engine is capableof providing temperature limited bleed airthrough a pressure regulating valve (PRV).The PRV will automatically meter theamount of bleed air based on systemdemand and engine thrust setting.

During high thrust conditions, such astakeoff or cruise, the PRV will modulateengine bleed air through the Intermediatepressure bleed valve. During low thrustflight conditions, the PRV will modulate tosupply bleed pressure from the highpressure bleed stage, based on systemdemand.

Engine bleed air temperature is regulated byan engine mounted pre-cooler. The pre-cooler functions as a heat exchanger, usingfan air to cool engine bleed air. The systemregulates the temperature of engine bleedair by modulating the amount of fan airallowed to enter the heat exchanger.

Engine Bleed Air Valve: The engine bleedair valve regulates the engine bleed air toprovide normal bleed air system pressure. Italso prevents reverse flow of bleed air fromthe duct, except during engine starting. Ifthe air pressure in the bleed duct fromanother source is higher than the bleed airfrom an engine, the engine bleed valve willclose. The engine bleed air valve will openautomatically when engine bleed airpressure is sufficient to produce forward airflow.

Engine Bleed Switch: Pushing an enginebleed air switch ON allows the system logicand bleed air pressure to open the HP bleedvalve, the Pressure Regulating Valve andthen allows bleed air pressure to open therespective engine bleed air valve tointroduce air flow into the bleed air duct.The respective engine bleed air switch OFFlight is illuminated when an engine bleed airvalve is not open.



Nacelle Anti-Ice: Bleed air for NAIoperation is available to the engine even ifthe bleed switch is selected off. Thefollowing conditions will prevent bleed airfrom being available for the engine NAIoperation:

• The PRV has failed closed.• The PRV has been closed due to a

bleed air overheat.• The start valve is not closed.• The HP bleed valve failed open.

Distribution: The pneumatic system iscapable of accepting bleed air from anyengine, and distributing it to any unitrequiring bleed air. To isolate a pneumaticleak, a bleed duct leak or overheatcondition, either of the isolation valves canbe selected closed. This will protect theintegrity of the rest of the bleed air system.

Pneumatic System Indications:Pneumatic duct pressure in the left and rightpneumatic ducts is continually displayed onthe primary EICAS. The secondary EICASECS display provides a detailed overview ofthe pneumatic system status based uponswitch positions and sensors. The status ofeach bleed valve and isolation valve can beseen, as well as NAI, WAI functions andcurrent pneumatic system pressure on bothsides of the pneumatic system. .



SECONDARY EICAS DISPLAY - PNEUMATIC SYSTEM SYNOPTIC

Secondary EICAS Pneumatic Indications:The secondary EICAS pneumatic display iscontained on the Environmental ControlSystems (ECS) screen. This screencontains environmental control indications,cabin pressurization indications, as well as aschematic of the pneumatic bleed airsystem.

Pneumatic System Isolation Valves:

Pneumatic System Duct PressureIndicator:

Pneumatic Air Pressure Flow (green):

APU Bleed Valve (shown closed):

Engine Bleed Valves (shown open):

Pneumatic System Control Panel: Thepneumatic system is controlled using thepneumatic system control panel, which islocated on the overhead panel. This panelis comprised of controls for both thepneumatic and pack control systems.

Isolation Valve Switch: Open or closeassociated ISLN valve. VALVE lightilluminated indicates associated valvedisagrees with switch position.

SYS FAULT Lights: Indicate bleed airoverheat or overpressure, pressureregulating valve or high pressure bleedvalve open when switch position requirethem to be closed.

APU Bleed Air Switch: [ON] Valve openswhen switch is placed on and APU N1% isgreater than 95%. VALVE light illuminatedindicates valve position disagrees withcommanded switch position.

Engine Bleed Air Switches: [ON] Enginebleed air valve, pressure regulating valve,and high pressure bleed valve open. [OFF]Engine bleed air valve, pressure regulatingvalve and high pressure bleed valve closed.



CENTER PEDESTAL SYSTEMS

Overview: The center pedestal houses awide array of functions from communicationand ATC to autobrakes and passengerwarning signs.

Communications Radios: Thecommunications radios are modeled toincorporate nearly all MSFS functionality.Based on the lack of integrated audiocircuitry within MSFS, we have not modeledthe ability to monitor audio input onsecondary channels.

To use the communications radios, selectthe desired frequency in the STANDBYwindow, then use the frequency flip-flop keyto move the frequency to the ACTIVEwindow.

Navigation Radio Signal Monitoring: Theradio frequency identifier information isprimarily monitored by automatic systemsaboard the airplane. When a signal hasbeen positively identified, it’s identifyinginformation accompanies it’s display on theNavigation Display.

Autobrakes: The Autobrakes selector isfound on the center pedestal. Select theswitch to RTO for Rejected Takeoffactivation of the braking system.

Select landing settings of 1 –MAX, based onyour desire level of braking upon landing.For a full description of autobrakefunctionality please see chapter 3.

Flight Control Trimming: Flight controltrim controls are found on the centerconsole.

Transponder and TCAS Controls:Transponder and TCAS controls areencapsulated in a single TransponderControl Unit.

Transponder biasing for ABOVE andBELOW traffic, relative altitude (Absolute orRelative) as well as ATC IDENT controls arefound here.

The transponder control knob must be set toeither TA or TA/RA (Traffic Advisory orTraffic Advisory/Resolution Advisory) inorder to display TCAS information on theNavigation Display.

FMC USER’S MANUAL 12 - 1

PMDG 747-400 AOM DO NO DUPLICATE Revision –26JUL05


TABLE OF CONTENTS

SUBJECT PAGEFLIGHT MANAGEMENT COMPUTER ................................................................5

Overview .................................................................................................................................5The FMCs................................................................................................................................5CDU ........................................................................................................................................6

DISPLAY SCREEN ..............................................................................................6CDU Display............................................................................................................................6Title Line..................................................................................................................................6Data Lines ...............................................................................................................................6Scratchpad ..............................................................................................................................6Line Select Keys......................................................................................................................6Annunciators............................................................................................................................7Function and Mode Keys .........................................................................................................7

FLIGHT MANAGEMENT SYSTEM INTERNAL FUNCTIONS .............................8Performance Management.......................................................................................................8Navigation Management ..........................................................................................................8Guidance Management............................................................................................................9Thrust Management.................................................................................................................9

FMC DISPLAY PAGES ACCESSED WITH MODE KEYS.................................10Overview ...............................................................................................................................10MENU Key.............................................................................................................................10INIT REF Key ........................................................................................................................11INIT/REF INDEX KEY DISPLAY DIAGRAM...........................................................................12RTE Key................................................................................................................................13DEP/ARR Key .......................................................................................................................13EXEC Key .............................................................................................................................13NEXT PAGE/PREV PAGE Keys ............................................................................................13NAV RAD Key .......................................................................................................................14PROG Key.............................................................................................................................14VNAV Key .............................................................................................................................14

FLIGHT MANAGEMENT COMPUTER INITIALIZATION...................................16Overview ...............................................................................................................................16Conventions ..........................................................................................................................16Required Entry Boxes ............................................................................................................16Crew Data Entry/Selection Lines............................................................................................16Down-selection/Up-selection..................................................................................................16

12 - 2 FMC USER’S MANUAL


PRE-FLIGHT FMC INITIALIZATION PROCESS ...............................................17Overview ...............................................................................................................................17IDENT Page ..........................................................................................................................17POS INIT Page......................................................................................................................18RTE Page..............................................................................................................................19PERF INIT Page....................................................................................................................20

BUILDING A FLIGHT PLAN ..............................................................................22Overview ...............................................................................................................................22Conventions ..........................................................................................................................22RTE Page..............................................................................................................................22Using Airways to define a route..............................................................................................23A Defined Airway Segment ....................................................................................................23Using Navigation Database Waypoints...................................................................................23SELECT DESIRED WPT page...............................................................................................23RTE Page Variable Modes.....................................................................................................24RTE LEGS Page....................................................................................................................24Maximum Number of Flight Plan Legs....................................................................................26

DEFINING AND USING CUSTOM WAYPOINTS...............................................27Overview ...............................................................................................................................27Navigation Fix Entry...............................................................................................................27FMC Navigation Database Defined Waypoints.......................................................................27Along Track Waypoints ..........................................................................................................27Place Bearing/Distance Waypoints.........................................................................................28Course Intersection (Place Bearing/Place Bearing) Waypoints ...............................................29Latitude/Longitude Waypoints ................................................................................................29SELECT DESIRED WPT Page ..............................................................................................30

FMC ARRIVAL/DEPARTURE PROCEDURES..................................................32DEP/ARR INDEX Page..........................................................................................................32DEPARTURES Page.............................................................................................................32ARRIVALS Page....................................................................................................................33Changing a SID/STAR/RWY..................................................................................................34

FMC FLIGHT PLAN MODIFICATION ................................................................35Overview ...............................................................................................................................35Direct-To................................................................................................................................35Intercept Course ....................................................................................................................35Inserting A Navigation Fix ......................................................................................................37Deleting a Navigation Fix: ......................................................................................................37

FMC TAKEOFF PROCEDURES........................................................................39Overview ...............................................................................................................................39THRUST LIM Page................................................................................................................39TAKEOFF REF Page.............................................................................................................40



FMC CLIMB OPERATIONS ...............................................................................43Overview ...............................................................................................................................43CLB Page..............................................................................................................................43FMC Climb Profile Logic ........................................................................................................44FMC Climb / MCP Altitude Selector Interaction ......................................................................44Constraint Deletion ................................................................................................................45Level Off/Resume Climb ........................................................................................................45Cruise Altitude Changes ........................................................................................................45

FMC CRUISE OPERATIONS.............................................................................46Overview ...............................................................................................................................46CRZ Page..............................................................................................................................46Step Climb Operations...........................................................................................................48Cruise Altitude Modification....................................................................................................48

FMC DESCENT OPERATIONS .........................................................................49Overview ...............................................................................................................................49CRZ Page..............................................................................................................................49DES Page..............................................................................................................................49DESCENT FORECASTS Page..............................................................................................50Descent Profile Logic.............................................................................................................51FMC Descent / MCP Altitude Selector Interaction...................................................................51

FMC APPROACH PROCEDURES ....................................................................52Overview ...............................................................................................................................52APPROACH REF Page .........................................................................................................52

FMC RADIO OPERATIONS...............................................................................53Overview ...............................................................................................................................53NAV RADIO Page..................................................................................................................53FMC Position Updating Logic.................................................................................................54

FMC FLIGHT REFERENCE AND CREW SUPPORT ........................................55Overview ...............................................................................................................................55POS REF Page .....................................................................................................................55PROGRESS Pages ...............................................................................................................55RTE DATA Pages..................................................................................................................57WINDS Page .........................................................................................................................58







Overview: The 747-400 uses a fullyintegrated Flight Management System, inconjunction with other interfaced equipmentsuch as the Autopilot Flight Director,Autothrottle and Navigation System providesa fully automatic, full regime flight controland information display system. Thebackbone of the FMS is the FlightManagement Computer.

Boeing is currently in the process ofupgrading the operating software for the747-400 FMC/CDU. This simulation wasbuilt with the most current availableinformation and may differences from earlierFMC simulations/manuals as a result.

The FMC takes input and sensoryinformation from throughout the aircraft andis capable of providing flight control,navigation, thrust management, map displayand performance optimization. The FMCprovides output directly to the autoflightsystems in the form of flight director steeringcommands, thrust queues and autoflightmode management.

The FMC is the central backbone of theentire FMS package on the 747-400, andinterfaces with the following systems:

• Flight Control Computers (FCCs)• Air Data Computer• Fuel Quantity Indicating System• Weight and Balance Computer• VOR• DME• ILS/MLS Systems• Inertial Reference System• Digital Clock• Autopilot Flight Director System• Mode Control Panel• FMC Database• FMC/CDU (Crew inputs)• Autothrottle Servo• Electronic Interface Unit

In addition, the FMC provides commands orinformation directly to the following systems,although it does not receive information fromthese systems:

• Integrated Display System (PFD & ND)• Electronic Engine Controls• ADF•The FMC performs the following majorfunctions.

• Flight Planning• Navigation Computation• Navigation Display• Navigation Radio Tuning• Guidance Commands (pitch, roll and

thrust)• Interface to Inertial Reference System

(IRS)• Performance Optimization• Thrust Limit Calculation• Autothrottle Control• Polar Navigation Capability

The FMCs: The 747-400 FMS consists oftwo Flight Management Computers whichare located in the electronics and equipmentbay. Each FMC is comprised of fiveprocessors, and integrates data receivedfrom the air data sensors, crew input,navigation radios, engine and fuel sensorysystems, inertial reference system andinternal navigation database. Thisinformation is then used to provide steeringcommands to the autoflight systems in bothroll and pitch modes, as well as to theautothrottle servos. Navigation andpositional data is provided to the NavigationDisplay.

Each FMC is capable of receiving inputindependent of the other, and both systemswill continually compare input/processresults to ensure information consistency onboth FMCs. If inconsistencies are detected,a resynchronization process is automaticallyinitiated.

Flight crew interaction with the FMCs takesplace via the FMC/CDU (Control DisplayUnit.) There are three CDUs located in thecockpit of the 747-400. One at the captainsside of the throttle console, one at the first



officers side of the throttle console, and onelocated just aft of the throttles. Normaloperation will see the captain and firstofficers using the CDUs at their individualstations, however the center CDU can beused by a crew member should one of theCDUs fail. The center CDU is usuallyresponsible for managing ACARS functionsin an automated fashion.

CDU: The CDU is comprised of a datadisplay screen with six line select keys oneach side of the screen. The data displayscreen shows 14 lines of data 24 characterswide. Numeric and Alphabetic keys areprovided for crew input. Fifteen function andmode keys are provided to assist the crew inselecting and managing FMC functions.

Line Select Keys

Display Screen

Annunciators

Function Keys/Mode Select Keys

CDU Display: The CDU display screen iscomprised of 14 data lines capable ofdisplaying 24 characters across in large orsmall font. The display is broken into threedistinct areas.

Text in muted font indicates that the functionis not available or cannot be modified by theuser in the simulator.

Title Line: Top line of the display. Showstitle of the current page display.

Data Lines: Six pairs of lines which containdata for the display page shown. Lines mayalso contain prompts for data input by thecrew. The upper line in each line pair iscalled the Header Line, while the lower lineis called the Data Line. Lines and line pairsare referenced by their association with theLine Select Keys (LSKs) on either side ofthe display. (Hence 1L, 4R, etc.)

Scratchpad: The last line of the display is ascratchpad which allows for alpha numericinput by the crew, or down-selection of FMCdata from other lines.

Line Select Keys: The CDU display has sixLine Select Keys (LSK) on each side of thescreen in order to facilitate data input andmanipulation. The keys are identified bytheir position relative to the display and theirsequence from top to bottom. (e.g. TheLSKs are identified as either Left or Rightand are numbered from 1 to 6 starting at thetop.)

The LSKs are used for the followingfunctions:

• Down-selection of data from a particularline to the scratchpad (if the scratchpadis empty.)

• Up-selection of data from the scratchpad to a data line.

• Access to data or function identified byLSK.



Annunciators: Two mode annunciators aremodeled in the PMDG 747-400:

MSG: Illuminates when an FMC generatedmessage is displayed in the scratchpadarea.

OFST: Illuminates when a parallel offsetpath is in use.

Function and Mode Keys: The PMDG747-400 FMC has fifteen function/modekeys located below the CDU display screen.These keys assist in the performance of anumber of functions, including pageselection and navigation of the FMCsfunction pages.

INIT REF: Accesses the initialization andreference pages.

RTE: Accesses the route pages.

DEP/ARR: Accesses the departures andarrivals procedure pages.

ATC: Function not modeled.

VNAV: Accesses the VNAV climb cruiseand descent pages

FIX: Provides access to fix informationpages.

LEGS: Accesses the legs pages.

HOLD: Provides access to the hold pages.

FMC/COMM: Function not modeled.

PROG: Accesses the progress pages.

EXEC: The execute command key for theFMS. The button contains a small lightedbar which will illuminate to indicate amodification has been selected and needs tobe confirmed by pressing the execute key.Any page which has modification capabilitywill also have an ERASE prompt to allow thecrew member to cancel a selectedmodification. Selecting either the EXECkey, or pressing the LSK designated by theERASE cursor will cause the lighted bar toextinguish.

MENU: Provides access other MCDU drivenfunctions, such as ACARS. Key allowsmovement between FMC functions andACARS.

NAV/RAD: Accesses the navigation radiotuning page.

PREV PAGE: Accesses individual pages ofa multiple page display. (Route pages, forexample, tend to be longer than one page.)

NEXT PAGE: Accesses individual pages ofa multiple page display.

Two additional keys are located at thebottom of the numerical keypad which willbe frequently used:

DEL: A single press of this key inserts theword DELTE into the scratch pad. UploadDELETE to an LSK in order to delete theinformation contained on that line.

CLR: Single presses of key will cause thelast character in the scratchpad to beerased. A longer press of the key will eraseentire contents of scratchpad.

.



FLIGHT MANAGEMENT SYSTEM INTERNAL FUNCTIONS

Performance Management: The FlightManagement System (FMS) is capable ofmanaging nearly all aspects of aircraftperformance so as to optimize precision andeconomy of flight. The FMS is only capableof performing this function if it has beenproperly initialized at the beginning of flight.

The performance model used by the FMStakes into account fuel flow, engine data,altitude, gross weight of the aircraft, flaps,airspeed, Mach, temperature, vertical speed,acceleration and location within aprogrammed flight plan to determine theoptimum performance for the aircraft at anygiven moment. Crew interface with the FMScomes via the FMC, primarily, but also bythe Autopilot Mode Control Panel and flightcontrols.

The performance management modelingused by the FMS attempts to provide a leastcost performance solution for all phases offlight, including climb, cruise and descent.The default cruise performancemanagement setting is ECON, or economycruise.

The airplane and engine data models areused to provide an optimum vertical profilefor the selected performance mode. Duringthe climb, an optimum Mach speed targetand a corresponding thrust target arecomputed by the FMS, with the speed targettransmitted to the vertical guidance functionof the autoflight director system. The AFDSwill then generate commands to the elevatorin order to maintain the correct pitch for therequired speed. Thrust setting commandsare delivered to the autothrottle servos bythe FMS, and used in conjunction with thepitch setting commands to maintain theoptimum speed and climb as directed by theFMS.

During cruise, an optimum Mach setting iscomputed and thrust setting commands aredelivered to the autothrottle.

During descent, a vertical path is computedbased on the flight plan entered into theFMC. The FMS will evaluate expected wind

conditions, aircraft speed, altitude, positionrelative to the planned end-of-descent pointand any intermediate altitude or speedconstraints between the aircraft and the end-of-descent point. This information will bepassed to the AFDS for pitch based speedand vertical speed control and theautothrottles for vertical speed and thrustmanagement. In ideal conditions, an idlethrust optimum descent profile is flown,however in many cases thrust and pitch willbe varied to account for wind conditions orto ensure proper tracking of the verticaldescent profile.

Navigation Management: The FMSautomatically selects and tunes VHR Omni-Range (VOR) and Distance MeasuringEquipment (DME) in order to constantlyupdate the position and speed of the aircraft.This information is used in conjunction withthe Inertial Reference System (IRS) toensure accuracy in all phases of flight.

For properly equipped aircraft, the FMS willuse GPS as a primary navigationinformation source unless GPS navigationaccuracy is determined to be insufficientaccording to FMS navigation precisionparameters.

The FMS will primarily attempt to combineGPS information, DME position informationcorrected for slant range and position fromthree Inertial Reference Units (IRUs). If nousable GPS or VOR/DME information isavailable, the FMS will monitor aircraftposition based on IRS data only, until theaircraft is determined to be in a locationwhere DME/VOR information is once againavailable for position and velocity crosschecking and or GPS information becomesreliable.

The FMS navigation management systemwill also compute and provide true andmagnetic track information, drift angle,magnetic variation for the current aircraftlocation and vertical flight path information.

The FMC automatically determines whichVOR/DME combinations will yield the best



result given their position relative to theaircraft.

Guidance Management: Two-dimensionalflight path management is available along anFMC programmed flight path in either thevertical navigation mode (VNAV) or lateralnavigation mode (LNAV). Both of thesemodes are selected on the Mode ControlPanel (MCP). When used together, theFMS is capable of providing fully integratedthree dimensional flight path managementalong the FMC defined flight path.

The LNAV guidance function compares theairplane’s position generated by thenavigation function to the desired flight pathaccording to the FMC programmed flightpath. Steering commands are issued to theAFDS in order to keep the aircraft navigatingcorrectly along the programmed route offlight.

In all phases of an LNAV managed flight, theFMS will monitor cross track error, which isdefined as the lateral distance separatingthe aircraft from it’s desired path of flight.Roll and steering commands are provided tothe AFDS Flight Control Computers in orderto correct the cross track error.

The FMS is capable of providing a greatcircle Direct-To track to any point on theFMC programmed flight path.

The VNAV guidance function controls theaircraft along the vertical flight path regimeas defined by the FMC entered flight pathand the aircraft’s performance limitations.

The vertical navigation function takespositional data from the navigation functionand the lateral navigation function (ifselected) and compares it to the verticalprofile as defined in the FMC entered flightplan. The vertical navigation function thenprovides pitch and thrust commands to theAFDS in order to maintain the proper verticalprofile for the current phase of flight.

For vertical performance modes wherevertical speed is unconstrained (mostclimbs) the VNAV system will provide pitchand thrust commands to the AFDS so as tomaintain the most efficient climb based onthe current thrust mode selected.

When speed is controlled by elevator input,the AFDS autothrottle will be given a targetthrust setting by the vertical navigationfunction.

When vertical speed is controlled byelevator, aircraft speed will be managed bycommands to the AFDS autothrottle toadjust thrust as necessary for the descentprofile.

Thrust Management: The FMS thrustmanagement function is capable ofperforming autothrottle control lawcalculations based on commands from thenavigation function, as well as direct crewinput from the FMC, throttle position, orAFDS autothrottle commands.

The autothrottle control law functionprovides automatic N1 equalization in allmodes of flight, as well as thrust limitprotection and N1 thrust requirementcalculations to maintain MCP or AFDSrequired speed and thrust settings.

Autothrottle modes can be selected oroverridden by the crew as required.



FMC DISPLAY PAGES ACCESSED WITH MODE KEYS

Overview: The PMDG 747-400 FMC hasfifteen mode keys available on theFMC/CDU. These keys provide access to anumber of functions within the FMC whichwill be used by the crew during variousphases of flight.

MENU Key: The MENU key providesaccess to the FMC and other aircraft sub-systems which use the CDU for input orcontrol. When pressed, the MENU keybrings up the following display screen on theCDU:

Note that when press the menu key, you arepresented with the FMC MENU page, andthe title MENU is presented at the top of thepage. The page title line will help you tounderstand where within the FMC functionyou are currently working.

This same page is the first page displayedby the FMC/CDU when power is initiallyprovided to the aircraft. The MENU pageallows the crew to select which FMS subsystems they wish to access within the

CDU. The following options are currentlyavailable in the PMDG 747-400 FMC:

• FMC: Accesses FMC functions.• ACARS: Accesses the ACARS system.• EICAS CP: Reversion control of EICAS.

The FMC key will bring up the last displayedFMC page. The ACARS key will display theACARS control page. The EICAS CP lineselect key will bring up the reversionarycontrol page for the EICAS system.

The FMC and ACARS indicators will befollowed by one of the following prompts:

<ACT> Indicates that the sub-system iscurrently active and operating.

<SEL> Indicates that the pilot has selectedthe sub-system but the MCDU has not yetestablished active communications with thatsub-system.

There are four items displayed on the MENUdisplay screen which are not currentlymodeled in the PMDG 747-400. If the LSKfor these functions are pressed, theFMC/CDU will simply ignore the request asthe functions are not available. Thesefunctions are listed below:

• SAT-M• SAT-S• ACMS• CMC• MEMORY• EFIS CP



INIT REF Key: When pressed, the INITREF key will provide access to one of thefollowing pages:

• IDENT• POS• PERF• THRUST LIM• TAKEOFF• APPROACH

The FMC will automatically display the pagewhich is most appropriate for the currentphase of flight. During the preflight phase,for example, the FMC will begin bydisplaying the IDENT or POS pages so as toallow the crew to begin initializing the FMC.

During the approach phase of flight, theFMC will automatically choose theAPPROACH page, etc.

If the page displayed is not the page desiredby the crew, pressing the LSK which has the<INDEX prompt (usually 6L) will return theCDU to the following screen:

The INIT/REF INDEX page allows crewaccess to the following initialization andreference pages:

• IDENT: Aircraft identification and navdatabase verification page.

• POS: Position Initialization (on ground)or Position Reference page (in flight).

• PERF: (Located on page 2/2 of PERFpage) Performance initialization page(Gross weight, Fuel Loading, CostIndex, etc.)

• THRUST LIM: Thrust performancemode selection page.

• TAKEOFF: Takeoff parameter referenceand initialization page.

• APPROACH: Approach reference andinitialization page.

• NAV DATA: Nav data reference page.

One function listed on the INIT/REF INDEXpage is not currently modeled in the PMDG747-400:

• MAINT



INIT/REF INDEX KEY DISPLAY DIAGRAM



RTE Key: When pressed, the RTE keyprovides access to the active route ormodified active route page. If a route hasnot been activated by the crew, RTE 1 isautomatically displayed.

The route being displayed is described bythe title line of the RTE display, and can beany of the following:

RTE 1 or ACT RTE 1 or MOD RTE 1• Route 1 was displayed.• Route 1 is active.• No route was activated.

RTE 2 or ACT RTE 2 or MOD RTE 2• Route 2 was displayed.• Route 2 is active.

DEP/ARR Key: The DEP/ARR keyaccesses the DEPARTURES andARRIVALS pages and the DEP/ARR INDEXpage.

These pages are used to select publisheddeparture procedures (Standard Instrument

Departures, or SIDs) and published terminalarrival procedures, (Standard TerminalArrivals, or STARs).

The DEP/ARR INDEX page allows the crewto select (using the appropriate LSKs) theappropriate DEP procedure, or an ARRprocedure for either of two routes loadedinto the FMC.

EXEC Key: The EXEC key is only activewhen the light bar contained within the keyis illuminated. The key is used to confirmand changes to the vertical and lateral routeplan.

At any time the EXEC key is active, an<ERASE prompt will appear on the CDUdisplay in order to facilitate cancellation ordeletion of a proposed action.

NEXT PAGE/PREV PAGE Keys: TheNEXT PAGE and PREV PAGE keys areused in conjunction with CDU displays whichoccupy more than one page on the CDUdisplay. Multiple page CDU displays areindicated by the use of page numbering inthe upper right hand corner of the CDUdisplay.

A wrap around feature is included so that ifthe NEXT PAGE key is pressed again whenthe current page is the last in the display,



(e.g. 5/5) then the first page of the display(1/5) will be displayed next. This featurealso works for the PREV PAGE key.

NAV RAD Key: The NAV RAD keyaccesses the NAV RADIO page, whichallows the crew to monitor FMS automatednavigation radio tuning, or to manuallyoverride the auto-tune sequence.

The NAV RAD page is allows the crew tomonitor auto-tuning activity, or to manuallytune a desired frequency for VOR1/VOR2,ADF1/ADF2 or the ILS.

A small ‘A’ next to a frequency indicates thatthe station has been auto-tuned fornavigation verification. An ‘M’ indicates thatthe frequency is manually selected by thecrew. Station identifier information appearsin the center of the display, along withcurrent redial TO the selected station.

Likewise, desired OBS course for a VORcan be manually entered by up-selecting acourse from the scratch pad to either LSK2L or 2R.

PROG Key: The PROG key accesses theflight PROGRESS pages. These pagesprovide navigation fix, distance to go, fuel,

ETE, headwind/crosswind information, crosstrack and vertical track error, fuel totalizerand fuel usage information to the crew.

VNAV Key: The VNAV key accesses thevertical navigation profile pages. Thesepages are comprised of CLB (climb) CRZ



(cruise) and DES (descent) pages that aredifferentiated by their title lines.

Much like the INIT REF key, the FMC willautomatically display the appropriate VNAVpage for the current mode of flight. If otherVNAV mode pages are needed, they maybe accessed using the NEXT PAGE/PREVPAGE keys.

CLB VNAV PAGE:

VNAV CRZ PAGE:

VNAV DES PAGE:



FLIGHT MANAGEMENT COMPUTER INITIALIZATION

Overview: The flight managementcomputer is easily the most complicatedinstrument on the flight deck of the 747-400.Proper initialization and usage of the FMC isa key part of crew member knowledge, andwill greatly enhance both the accuracy andeconomy of aircraft operation.

The FMC initialization and usage process isdesigned as a beginning to end processcovering all phases of flight, with multipleoptions, alternative modes and informationdisplays for each phase.

In order to facilitate effective learning of theFMC process, this manual divides FMCusage into nine specific flightregime/operating methods:

• Database Editing/Management• Pre-Flight• Flight Planning• Takeoff• Climb• Cruise• Radio• Navigation• Descent• Approach

Conventions: Certain conventions shouldbe recognized by crew members in order toinput and manipulate data effectively in theFMC/CDU.

Required Entry Boxes: Boxes in any CDUdisplay line indicate that information isrequired by the FMC in order to be properlyinitialized. Examples include Gross Weight,Startup Position, etc.

Crew Data Entry/Selection Lines: Dashedlines allow for crew entry of specific datawhich is unique to each individual flight,such as departure airport, destinationairport, speed/altitude restrictions, flapacceleration heights, etc.

Down-selection/Up-selection: In order tofacilitate the accurate and efficient transferof data, a ‘down-selection’ capability is a keycomponent of the FMC/CDU. By pressingthe line select key adjacent to any line ofdata, that data is copied to the scratch pad.By then pressing an LSK you can up-selectthe information to another line.

For example, pressing LSK next to the GPSPOS on the image above transferred thelong position data to the scratchpad.Pressing the LSK next to SET IRS POS willup-select the position information to thatline, fulfilling the need to update the IRSposition data.



PRE-FLIGHT FMC INITIALIZATION PROCESS

Overview: When power is first applied tothe aircraft, the FMC conducts a full self testand is then ready for crew preflightinteraction. The preflight portion of FMCoperation prepares the flight managementsystem for flight by initializing parameterssuch as aircraft location, destination, weight,fuel load and flight plan.

IDENT Page: When first powered, the FMCwill display the MENU page.

Pressing the LSK 1L key, (the <FMCprompt) will enter the FMC function area anddisplay the IDENT page, as follows:

The IDENT page is described by the IDENTtitle page line at the top of the displayscreen. The data which appears on theIDENT page allows the crew to verify theaccuracy of FMC operation for the knownaircraft type, and cannot be changed fromwithin the CDU. The data appearing on this

page should not change on a regular basis,but it is important that this preflight check beaccomplished in order to protect againstsystem faults or improper system reloadsduring updates and/or changes to the FMCsystem or FMC database.

Line 6 at the bottom of the screen containstwo prompts, <INDEX, which will display theINIT REF INDEX page, and POS INIT>,which will display the Position Initializationpage of the FMC. During the preflightinitialization, following the prompts in the 6Rposition will take the crew member throughthe entire initialization process.

The following information is provided on theIDENT page:

MODEL: The airplane model is displayed inline 1L.

ENGINES: The installed engine type isdisplayed in line 1R.

NAV DATA: The navigation databaseidentifier and life cycle information isdisplayed on line 2 of the CDU. The AIRACcycle and effective dates are shown here. Ifthe database is out of date, an updatedversion can be downloaded fromhttp://www.navdata.at.

OP PROGRAM: The operational programidentifier is displayed in line 4L. Thisnumber is the part number of the FMC’ssoftware operations program. If both FMCsdo not have the same software load thesystem will remain locked at the IDENTpage.

DRAG / FUEL FLOW: Aircraftdemonstrated drag adjustment (from norm)and the resultant demonstrated fuel flowadjustment (from norm) are displayed in 5L.This information is used on the actualaircraft to account for changes in the aircraftperformance relative to it’s originalengineering specifications. It is not relevantto the simulator.

http://www.navdata.at.



CO DATA: Company data identifier isdisplayed in line 5R.

POS INIT Page: The POS INIT page allowsfor position initialization of the InertialReference System (IRS). The POS INITpage is selected by pressing LSK at thePOS INIT> prompt, or by selecting <POSINIT from the INIT/REF INDEX page.

The primary function of this page is toinitialize the airplane’s starting position forthe Inertial Reference System. This is doneby entering a “starting position” into the 6RLSK to satisfy the box prompts that indicatethe IRS is in need of starting position data.

The fields displayed on the POS INIT pageare as follows:

LAST POS: This reference position is thelast recorded position of the aircraft at thetime the aircraft was powered down, or atthe time the brakes were last set. Ifdetermined to be applicable, this informationcan be down-selected via the scratchpad tosatisfy the position initialization requirementsof line 4R.

Crews are advised to use caution whendown-selecting the LAST POS referenceposition, as it may contain accumulated IRSdrift inaccuracy from the previous flight. Inaddition, if the aircraft has been towed to anew gate or moved while the IRS was notaligned, the reference position will beinaccurate.

Additionally, if the LAST POS data containsthe shutdown information from a flight youended at a different airport, it will have asignificant negative impact on theperformance of the FMC for your new flight.

We recommend the use of GPS positionwhen available as it is generally consideredto be most accurate and current.

REF AIRPORT: Entry of a reference airportICAO code (International Civil AviationOrganization) will provide an IRS referenceposition to become available in 2R. Thisreference position can be down-selected viathe scratchpad to satisfy the position needsof 4R if desired.

This can be easily accomplished by enteringthe ICAO airport code into the scratch pad:

Then up-select to the 2L LSK:

This will add the additional positioninformation of the airport starting position tothe right side of the CDU screen, thusproviding a third option for positioninformation for the FMC.

Note: To give a good example of why theLAST POS information should be used onlywhen carefully checked, we shut theairplane down at the conclusion of aprevious flight, then loaded the simulator ata different airport. Notice the vast differencein position information between the GPSposition, AIRPORT position and the LASTPOSITION displayed on this image!



GATE: The gate position reference allowsthe crew to select a Lat/Lon positionreference based upon the gate at which theaircraft is currently parked. This function isdependant upon whether or not the gateposition is included in the airport’s SIDSTARfile.

SET IRS POS: The prompt boxes at 4Rindicate that current aircraft position has notbe initialized, or that any of the InertialReference Units are in the align mode. (Ifneither of these conditions is true, then 4Rwill be blank.)

To satisfy the prompt boxes at line 4R, thereference latitude/longitude position can beentered directly into the scratch pad, thenline selected to 4R, or by -selection of theLAST POS or REF AIRPORT or GPSreference position via the scratch pad.

Once the position initialization process issatisfied, the POS INIT page will have threecomplete reference positions entered inlines 1R, 2R and 4R.

GMT: Line 5L displays the current time inGMT according to the airplane’s clock.

POS INIT Completion: Once the POS INITprocess has been completed, the <INDEX

prompt at 6L will display the INIT/REFINDEX page, or the ROUTE> prompt at 6Rwill display the route pages.

RTE Page: The RTE page allows for entryof the origin, destination, company routename and flight number for the plannedflight. The RTE page also allows theplanned departure runway to be entered inorder to facilitate proper use of StandardInstrument Departure procedures storedwithin the FMC database.

The RTE page is accessed either bypressing the RTE key on the FMC/CDUkeypad or by selecting the ROUTE> promptfrom the POS INIT page.

The fields displayed on the RTE page are asfollows:

ORIGIN: The airport of origin for the flight.Valid entries include any four letter ICAOairport code.

DEST: Airport of destination. Valid entriesinclude any four letter ICAO airport code.



FLT NO: Airline code and flight number.Valid entries are any alpha numericcombination not including + or -. The flightnumber will automatically be displayed onthe PROGRESS page as well, and may bechanged but not deleted. Entry of the flightnumber into the RTE page will automaticallyenter the flight number for both RTE 1 andRTE 2.

CO ROUTE: The title name of an FMCdatabase stored Company Route. Enteringa CO ROUTE in 2L will open this route foruse.

RUNWAY: The runway prompt allows forselection of the departure runway. This willallow the FMC to properly plan navigationfrom the correct runway navigation point andoffer the correct departure procedures forthat runway.

RTE 2: Allows for entry and modification ofsecond FMC memory stored route.

ACTIVATE: Upon completion of routeselection, whether by CO ROUTE entry, orby manual flight planning (as describedlater), the route can be activated byselecting the ACTIVATE> key (6R) andpressing the lighted EXEC mode key on theFMC/CDU keypad.

PERF INIT Page: After completing thePOS/INIT page, press the INIT/REF key.The FMC will take you to the next logicalpage in the FMC initialization sequence.This page is the PERF INIT page wheresome basic performance parameters for theflight are entered into the FMC.

The fields displayed on the PERF INIT pageare as follows:

GR WT: Aircraft Gross Weight displayed inthousands of pounds or Kilograms.Immediately to the right of the prompt boxeson line 1L, the FMC Weight and BalanceSystem (WBS) estimated aircraft weight isdisplayed in small font. GR WT can beconfirmed either by entry via the scratchpad, or by selecting (confirming) the 1LWBS estimated figure.

A confirmed GR WT figure is displayed inlarge font, while an estimated orunconfirmed figure is displayed in small font.

It is possible to delete the GR WT figure in1L, by selecting DEL, the pressing the 1Lkey. Deleting the 1L GR WT figure willcause the WBS gross weight figure to beentered into 1L in small font.

GR WT should always equal the aircraftzero fuel weight plus the total fuel weight.

FUEL: The FUEL indicator displays thecurrent fuel weight loaded in thousands ofpounds. The fuel weight will always besuffixed by one of the following:

• CALC: Fuel quantity has beencalculated by the FMC using fuel flows.Prior to engine start- this value willalways equal the quantity of fuelindicated by the Fuel Quantity IndicatingSystem.

• SENSED: Fuel quantity is the FQISvalue.

• MANUAL: Fuel quantity has beenentered manually via the FMC.



If the FQIS is deactivated or inoperative,prompt boxes will alert the crew to enter fuelquantity manually in line 2L. Fuel quantitycannot be entered or deleted manually whenSENSED is the current FUEL mode.

ZFW: The aircraft zero fuel weight isdisplayed in line 3L. Weight is displayed inthe thousands of pounds, with an optionaldecimal point. Prompt boxes alert the crewthat the ZFW must be entered manually,however confirmation of GR WT and FUELfields will automatically update the ZFWfield. ZFW figures will be displayed in smallfont until confirmed by LSK selection. Note:You can automatically populate the ZFWdata by pressing the associated LSK.

RESERVES: The reserve fuel weight isdisplayed in line 4L. Prompt boxes alert thecrew that a reserve fuel weight in thousandsof pounds must be entered. If no weight isentered, a default value of 4000 pounds willbe assumed.

The value entered for fuel reserves is usedby the FMS to determine an insufficient fuelcondition, and will also be used to calculateperformance predictions for the flight.

Cost Index: The cost index number is ascale value from 00 to 99 (0000 to 9999 onactual aircraft) which helps to determine alevel of economy for aircraft performancecalculation.

Cost index is calculated as the aircraftoperating cost divided by fuel cost. [($/houraircraft operating cost) / (Fuel Cost inCents/Pound)] A cost index of 00 will resultin the maximum cost economy, with slowclimb rates, maximum range cruise and slowdescent speeds predicted by the FMC inorder to minimize fuel burn. A high costindex will result in higher climb, cruise anddescent speeds. The cost index is designed

to provide a relative index of the cost ofaircraft operation vs. time en-route.

CRUISE ALT: The planned cruise altitude isdisplayed in 1R. Entry is in feet.

CRZ CG: Displays the FMC calculatedcruise Center of Gravity as a percentage ofmean aerodynamic chord (Percent MAC).

STEP SIZE: The planned altitude step sizeis displayed in line 5R. The FMC will defaultto a standard ICAO step size of 2000 feet.This will result in proper cruise altitudeclearance being maintained (e.g. odd flightlevels while east bound, even flight levelswhile west bound.)

The crew may override the STEP SIZE byentering any value as a four digit multiple of1000 from 0 to 9000. Entering a 0 value willresult in no step climbs being made. If nosteps are planned, it is important that 0 beentered in this field in order to accuratelypredict fuel consumption.

Deleting the pilot entered STEP SIZE willrevert the figure back to ICAO.



BUILDING A FLIGHT PLAN

Overview: The capability of the FMS toperform complete 2D navigation in either theVNAN or LNAV mode and 3D navigationwhen these modes are used together is apowerful product of the FMC. In order toutilize this capability to its fullest extent,however, requires that the FMC have acomplete and accurate route processprogrammed throughout the duration of theflight.

The ability of the crew to interact with theFMC, as well as their ability to understandand utilize its capabilities in congestedairspace and during busy departure andarrival procedures will both enhance thesafety of the operation and improve theaccuracy to which the aircraft is flown.

Conventions: One of the most powerfulflight planning features the FMC makesavailable to the crew is the stored FMCdatabase of navaids, waypoints andintersections. For flight planning purposes,the crew is able to use nearly anygeographically fixed navigation point,including fight plan defined waypoints suchas latitude/longitude points,place/bearing/distance (PBD) waypoints,along-track waypoints, course intersectionwaypoints, runway extension waypoints,final approach fixes and latitude/longitudereporting points.

Flight plans can be entered into the FMC bymanual entry, or by recalling a storedCompany Route from the stored FMCdatabase. Once entered, routes can also besaved and recalled in the future as companyroutes.

Two separate routes can be entered into theFMC, and the crew may switch betweenactive routes while in flight. At all times, thecrew should reference the title line of theRTE page to determine which route iscurrently selected as active.

RTE Page: The route page may be accessusing the RTE mode key or by select the

ROUTE> prompt when displayed on theTAKEOFF REF, POS INIT or POS REFpages.

The RTE page is used to describe theplanned route by origin, destination, flightnumber and, if available, company routename. The page is shown below, with theICAO identifiers for ORIG and DEST alreadyentered, as well as the airline code/flightnumber.

CO ROUTE: If a company route waspreviously stored for this flight, entry of thestored route name into line 3R via thescratchpad will automatically load the flightplan. This will eliminate the need to enterORIG and DEST, as well as eliminate theneed to program the route of flight in theRTE LEGS pages.

We have provided more than 350 routescovering various parts of the world. Theyare located in the FlightSimulator/PMDG/FLIGHTPLANS directory.Entering ADLBNE001, for example into the3R LSK will automatically load a flightbetween Adelaide and Brisbane.

We regret that this version of the FMC doesnot currently have the ability to actively listall saved routes for easy display within theFMC itself. This is planned for futureversions, however!

RWY: The origin airport planned runwaycan be entered into 3L Valid entries areRWxxY, where xx is the runway number and



Y is the runway designation of L, R or C asapplicable.

Using Airways to define a route: Oncethe origin and destination have been enteredit is time to begin defining the route of flightbusing airways in order to minimize theamount of manual data entry conducted bythe crew.

Airways are defined using the TO and VIAprompts as follows:

TO: This prompt, located on right side iswhere the name of fixes defining the startingand ending points of segments along theroute are entered.

VIA: This entry describes how the airplanewill reach the associated fix in the TOprompt. The VIA field may contain thefollowing:

• DIRECT• An airway segment (e.g.: J1, V305)• A SID identifier (e.g. LOOP6)• A SID with an enroute transition• An approach segment identifier (e.g.

ILS04R)• APPR TRANS for approach

transitions• MISSED APPR for missed approach

segments• ‘- - - - - -‘ indicating available for

entry.

For example, the text DIRECT indicates thatthe airplane will navigate directly to the fixdescribed under TO, but the name of anairway would indicate that the airplane is tofollow a specific airway in order to reach thefix listed under TO.And example of DIRECT to the SEA VOR isshown below:

A Defined Airway Segment: A definedairway segment has pilot defined starting

and ending waypoints. A defined airwaysegment is entered by inserting the airwayidentifier into the VIA field on the line thatfollows a TO field containing the airwaysegments starting waypoint.

Using our previous example of crossingSEA, we can use the SEA VOR as thestarting point on a Defined Airway Segmentthe follows J1 from SEA to the RED BLUFFVOR located just north of Oakland,California.

To do this, we simply enter J1 into thescratch pad and upload to the 2L LSK:

This creates prompt boxes at the 2R LSK toindicate that we are expected to list a fix atwhich we expect to leave J1. Or, describedanother way, “where are we taking J1 TO?”

In our example, we will take J1 to the RBLVOR, so we upselect RBL to 2R.

In the event that we were transitioning fromJ1 to J65, for example, we could upselectJ65 to VIA and an exit point such as SMF tothe TO column. This would instruct the FMCto build the flight plan along J1 until reachingRBL, then change to J65.

Using Navigation Database Waypoints:You can define the route of flight byindividual waypoints contained within thedatabase by entering and upselected a validwaypoint name into the TO prompt on theRTE page.

SELECT DESIRED WPT page: Whenentering a navigation fix, if an ambiguityresults from the fact that more than one fix in



the database shares a common name, theFMC will present the crew with the SELECTDESIRED WPT page from which to selectthe correct/desired WPT.

The VORs are ordered by distance from thefix prior to the entry selection, or theairplane’s current position if no fixes havebeen entered. Pressing a left side LSK willselect the desired item into the flight planautomatically.

RTE Page Variable Modes: Depending onthe phase of flight, the RTE page will displayone of three prompts at 6R.

ACTIVATE>: The ACTIVATE prompt is analert to the crew that the route currentlyselected is not an active flight plan in theFMC. Selecting ACTIVATE (when theinitialization process is complete, or duringflight when deliberately changing betweenRTE 1 and RTE 2) will activate the selectedroute.

PERF INIT>: This prompt is shown in flightwhen a flight plan is currently active in thesystem. Selecting 6R will display the PERFINIT page.

OFFSET: During non-departure/approachphases of flight, the OFFSET prompt willbecome available at 6R. This prompt allowsthe crew to select a parallel flight track offsetfrom their planned flight track by a crewspecified distance. This procedure can be

used for weather avoidance or offset flighttrack assignments from ATC. Valid entriesare LXX (where XX is a distance figurebetween 1 and 99nm) or RXX or 0, to deletea selected OFFSET.

RTE LEGS Page: The RTE LEGS page isanother area where manual entry of a flightplan may take place. The RTE LEGS pageis used during the flight planning process todefine the route of flight for the FMC on awaypoint by waypoint basis and in flight toperform operations such as a DIRECT-TOrouting. The RTE LEGS page displays theindividual legs of a flight plan as defined bytheir individual waypoints after the flight planhas been manually entered or selectedusing the CO ROUTE function or havingbeen entered on the RTE page as describedin the earlier section.

The RTE LEGS page is activated bypressing the LEGS key on the FMC/CDUkeypad.

Page 1 of the RTE LEGS page is shown forthe example KSEA-KSFO flight plan alongJ1 to RBL as described in the previoussection.

The Title line of the page describes whichroute is currently being displayed on theRTE LEGS page. The upper right handcorner shows which page of the LEGSdisplay is currently being shown. The NEXTPAGE and PREV PAGE keys are used toscan forward and back. Page 2/2 appearsas:



At the bottom of the LEGS display, the<RTE 2 LEGS prompt allows the crew todisplay RTE 2 legs and waypoints if a RTE 2has been programmed.

The ACTIVATE> prompt allows the crew toactivate the current flight plan, if this has notalready been done.

Course To Information: When navigationfixes are shown in the flight plan, the RTELEGS page provides, for each fix, a course-to heading. This course heading will appearin lines 1L through 5L, and represents thecourse that must be flown in order to reachthe next waypoint. The course displayed atthe first displayed waypoint (1L) is thecourse from the airplane’s current location tothe first waypoint displayed. (In thisexample, a course of 223 degrees will takeus to the SEA VOR.) All other courseindications are the course that must be flownfrom the previous waypoint to the nextwaypoint in the flight plan.

Leg Distance Information: The center of theRTE LEGS display provides leg distanceinformation for each leg of the flight plan.Once again, the distance displayed at 1L isthe distance from the current aircraft positionto the first navigation fix in the flight plan. Allother distance indications represent thedistance between the previous and next legsof the flight plan.

When the Navigation Display is in PLNmode, a <CTR> indicator will appear in thecenter column of the display as well.

The <CTR> indicator identifies which fix theflight plan is currently centered on whenviewed in the PLAN mode on the navigationdisplay.

The <CTR> indicator can be cycled throughall points of the flight plan in order to displayportions which may not be visible using thestandard range display settings of the ND.

To follow the flight plan sequentially throughall loaded waypoints, press the STEP>prompt at line 6R. This will move the<CTR> prompt to the next waypoint alongthe flight plan, and will update the navigationdisplay appropriately as well.The NEXT PAGE and PREV PAGE willcause larger jumps of the <CTR> indicator.

When in PLAN mode, the navigation displaywill appear as follows:

Note that the <CTR> prompt is next toDREWS intersection, which is displayed atthe center of the navigation display.

This process can be used to validate theentry of a flight plan in the FMC.

Speed/Altitude Predictions or Constraints:When the FMC flight plan is fully initialized,the FMC will calculate a set of predictedaltitude and speed values for each leg of theflight plan. These predictions appear in



small font in lines 1R through 5R. The FMSwill provide these predicted altitude andspeed values for each navigation fix unlessthe crew manually enters constraint valuesinto the flight plan.

Constraint (or desired) values may need tobe entered by the crew in order to adhere topublished approach procedures or ATCclearances. Constraint values are enteredby typing them manually into the scratchpad,then up-selecting them to the desired flightplan leg.

Altitude Constraints: The use of altitudeconstraints allows the crew to enter eitherATC assigned waypoint/altitude constraints,or to program waypoint/constraints assignedby published approach procedures. Altitudeconstraints are entered by direct entry intothe scratchpad, the up-selecting them to thedesired line of the flight plan.

The available altitude constraints are asfollows:

• AT constraints.• AT OR ABOVE constraints.• AT OR BELOW constraints.

AT constraints are used to indicate that theairplane must be at a specific altitude whencrossing the associated fix. Entry of ATconstraints can be in feet of flight level. (e.g.18000 or FL180) AT constraints are simplyentered into the scratchpad and up-selectedto the desired navigation fix LSK.

AT OR ABOVE constraints are used toindicate that the airplane should cross theassociated fix at a specific altitude, but mayalso cross at a higher altitude if the FMScalculates that it is more efficient to do sogiven the current flight disposition. The ATOR ABOVE altitude constraint can beentered in feet or flight level. (e.g. 18000 orFL180) AT OR ABOVE constraints areentered into the scratchpad in the formatXXXXXA or FLXXXA and up-selected to thedesired navigation fix LSK.

AT OR BELOW constraints are used toindicate that the airplane should cross theassociated fix at a specific altitude, but myalso cross at a lower altitude if the FMScalculates that it is more efficient to do so

given the current flight disposition. The ATOR BELOW altitude constraint can beentered in feet or flight level. (e.g. 18000 orFL180) AT OR BELOW constraints areentered into the scratchpad in the formatXXXXXB or FLXXXB and up-selected to thedesired navigation fix LSK.

Speed Constraints: Speed constraints canbe used by the crew to comply with ATCassigned speed constraints directlyassociated with a particular navigation fix.E.g. “Cross RBL at 300 knots.”

Speed constraints must always be enteredin association with an altitude constraint,and are entered numeric format from 100 to400 knots Calibrated Air Speed, followed bythe ‘/’ indicator which separates the speedconstraint from the altitude constraint. (e.g.‘XXX/FL180A’)

ABOVE and BELOW modifiers are notpossible for airspeed constraints.

Maximum Number of Flight Plan Legs:The RTE LEGS page is only capable ofstoring 120 legs per route. The capacity ofboth RTE 1 and RTE 2 combined allows fora complete flight plan entry of up to 240 legsif necessary.

If a crew member attempts to insert morethan 120 legs in either route, the ROUTEFULL prompt will appear in the scratchpad,and the attempted entry will be discarded.



DEFINING AND USING CUSTOM WAYPOINTS

Overview: On of the most powerfulfeatures of the PMDG 747-400’s FMC is theability to define waypoints based upon thelocation of other, known fixes in thenavigation database.

Making custom navigation fixes allows thecrew to define a point anywhere in 3D spacetoward which the airplane can be navigated.

Navigation Fix Entry: Navigation fixes areentered into the left side of the RTE LEGSpage individually via the scratchpad, or onthe right side of the RTE page under a TOprompt. Navigation identifiers/Fixes can becomprised of the following:

• Airport• Waypoint• NDB• VOR• VOR/DME• VORTAC• DME/TACAN• Runway• Latitude/Longitude Points• Place/Bearing/Distance Points (PBD)• Along-track waypoints• Course intersection waypoints• Runway extension waypoints• Final approach fixes

Navigation fixes can be entered into theRTE LEGS page in a number of formats. Inmost cases, crew members will navigateusing existing navigation fixes such aspublished waypoints and VORs. Thesetypes of navigation fixes can be entereddirectly into the RTE LEGS page by name,and will be called from the stored FMCnavigation database.

In some cases, however, it becomesnecessary for crew members to provideunique navigation fixes or waypoints to theFMC in order to satisfy the changing ATCrequirements, or in order to clearly define anunusual published approach for the FMS. Insuch cases, it is possible for the crew todefine navigation waypoints in the FMC

using position and altitude data relative toexisting waypoint entries.

Currently, the PMDG 747-400s FMC iscapable of accepting waypoints in thefollowing formats:

• FMC Navigation Database DefinedWaypoints/Fixes.

• Along Track Waypoints.• Place Bearing/Distance Waypoints

(PBDs)• Latitude/Longitude Waypoints.• Place Bearing/Place Bearing (Course

Intersection) Waypoints

The process for entering these five types ofwaypoints is described below.

FMC Navigation Database DefinedWaypoints: Navigation database definedwaypoints can be directly entered into theleft fields of the RTE LEGS page by enteringthe fix name into the scratchpad and up-selecting to the desired line. Valid entriesare one to five character alphanumericentries. If more than one navigation fixshares an identical name, the FMC/MCDUwill display the SELECT DESIRED WPTpage and the crew will be prompted to selectthe desired fix.

Navigation Database Defined Waypoints areuseful when:

• Navigating along a specific routethat is defined by navigation fixes.

• Navigating directly to a specific fix.

Along Track Waypoints: Along trackwaypoints are commonly used to mark adescent or climb restriction that is issued byATC in reference to a navigation fix thatexists along the route of flight.

Along Track Waypoints are the simplest ofthe custom waypoints, because they areentered exactly as issued by ATC.

For example, if ATC were to issue thefollowing climb restriction, “descend andmaintain FL180 25 miles from RBL VOR”



the crew simply enters the restriction into theFMC as an along track fix by using thefollowing format:

FFF/#DD

(Note: The # above should be replaced witheither a + or a – sign. + signifies beyond thewaypoint while a – signifies before thewaypoint.)

This, in this example, we would the followinginto the scratch pad:

Since we want this fix to precede RBL, weup-select the fix to the line containing RBL,and the FMC will insert the fix and moveRBL down a line to accommodate the new,custom waypoint.

The along track waypoint that has beencreated is now listed in the flight plan usingthe format PPPss, where PPP is the firstthree letters of the fix name upon which thecustom waypoint is based, and ss is asequence number assigned by the FMC.

ATC issued speed and altitude restrictionscan be entered on the right side of thedisplay in a SSS/AAAAA format forspeed/altitude.

Along Track Waypoints are useful when:• ATC has defined some action or

restriction along the route of flightthat is based on a distance from/to aspecific point in the flight plan.

• The crew wishes to define a point in3D space along the path of flightsuch as a Descent point or visualapproach point.

Place Bearing/Distance Waypoints: PBDwaypoints can be entered into the left fieldsof the RTE LEGS page by entering the fixdescription into the scratchpad and up-selecting to the desired line. PBD waypointswork by describing a geographic point that isat a specific bearing and a specific distancefrom a navigation fix which is alreadydefined in the flight plan or the FMCnavigation database.

PBD waypoints come in handy whendefining a point in space that is no currentlya navigation fix. For example, if ATC wereto request “after crossing RBL proceeddirect to point 42 DME on the 280 radial ofthe HNW VOR” we can easily define thispoint in the FMC, thus simplifying ournavigation solution.

The proper format for entering a PBDwaypoint into the scratchpad is as follows:

PPPPPBBB.B/DDD.D

Where PPPPP is the existing navigation fixname (1 to 5 alphanumeric characters),BBB.B is the bearing and DDD.D is thedistance. (The decimal place is consideredto be optional for both bearing anddistance.)

Thus, to define the point assigned by ATC,we enter the following into the scratchpad:

Up selecting this PBD waypoint will result inthe fix being added to our flight plan in thesame PPPss format as described above.



PBD bearing entries from 0 to 360 degreesand distance entries from 0 to 700 miles arevalid.

Place Bearing Distance Waypoints areuseful when:

• The crew must define a waypointbased upon a certain bearing anddistance from any other point in theflight plan or navigation database.

• Constructing approaches by hand tosimplify navigation to a VFR runway.

• Simplifying off-route navigation.

Course Intersection (Place Bearing/PlaceBearing) Waypoints: Course Intersectionwaypoints, also known as PlaceBearing/Place Bearing waypoints are fixesdefined by the intersection of courses fromtwo different fixes. The PB/PB waypointgarners it’s name from the fact that thewaypoint is being defined at a point which isone bearing from one place and one bearingfrom another.

For example, if ATC asked that our flightplan to cross the intersection of the 120radial from HNW and the 000 radio fromMOD, we can define the point using aPB/PB waypoint.

The proper format for entering a PB/PBwaypoint into the scratchpad is as follows:

XXXXXBBB.B/YYYYYBBB.B

XXXXX and YYYYY represent the existingnavigation fixes which are being used todescribe the PB/PB waypoint. BBB.Brepresents the bearing from each existingfix. The decimal point is optional in thebearing entries.

We then up-select this entry to our flightplan, and the new waypoint is added to ourflight plan in the PPPss format. Note thatsince this is the second waypoint we haveconstructed using the HNW VOR, thesequence number is incremented.

A second example of the PB/PB in practicalapplication comes from defining points alongan approach path. If, for example, anapproach or STAR has an altitude restrictionthat is based upon the intersection of a VORradial across your path of flight, you can usea PB/PB waypoint to make the point appearvisually on your flight plan along with theassociated speed/altitude restriction.

PB/PB waypoints can be constructed usingany fix in the flight plan or in the FMCnavigation database.

PB/PB Waypoints are useful when:• Navigating to a location that is

defined by the intersection of tworadials from other fixes.

• Defining crossing restrictions and/orspeed restrictions that are basedupon a radial from a fix crossingyour route of flight.

Latitude/Longitude Waypoints:Latitude/Longitude waypoints are pilotentered waypoints defined by a specificgeographic reference in a latitude/longitudeformat.



The proper format for entering aLatitude/Longitude waypoint into thescratchpad is as follows:

NXXXX.X/EXXXXX.XSXXXX.X/WXXXXX.X

For example, entry for a latitude/longitudewaypoint at the geographic location N78º38.8’ E120º 34.7’ would be entered asfollows:

The entry is then up-selected to the desiredline in the RTE LEGS display, where it willbe condensed for display in the route, asshown below. The expanded entry can beredisplayed on the scratchpad by pressingthe associated LSK.

This type of entry is considered a “longformat” Latitude/Longitude entry.

A short form entry is also available thatfollows the format:

NXXEXXXSXXWXXX

The position N47º 00.0’ W93º 00.0’ forexample can be entered as:

Lat/Lon Waypoints are useful when:• The route of flight is defined using

lat/lon navigation points.• The crew wishes to define lat/lon

points as reporting points duringoceanic crossings.

SELECT DESIRED WPT Page: In somecases, an ambiguity will occur when enteringnavigation data if more than one fix sharesthe same identifier. These types ofambiguities generally only occur withnavigation aids that are located in vastlydifferent geographic areas. Given thenature of the 747-400’s range and thestorage capability of the FMC navigationdatabase, it becomes important for the crewto validate the navigation aids being enteredto ensure accuracy.

The SELECT DESIRED WPT page (below)will be displayed in the event of a navigationfix name ambiguity:

All navigation aids with names identical tothat entered in the FMC scratchpad will bedisplayed. In some cases, the crew membermay need to use the NEXT PAGE/PREVPAGE keys to page through multipledisplays in order to locate the desired fix.

Specific information related to each fixdisplayed on the SELECT DESIRED WPTpage is provided in order to assist the crewmember in selecting the appropriate fix.

Identifier and Fix Type: The identifier whichwas entered into the scratchpad will appearin small font at the beginning of each line onthe display, followed by the fix typerepresented by each LSK.

Fix types available are as follows:



• ARPT• DME• ILS• ILSDME• LOC• MLS• MLSDME• NDB• TACAN• VOR• VORDME• VORTAC• WPT (waypoint)

Fix Frequency: When the fix type is a radionavigation aid, a frequency will be displayedin the appropriate line. Frequencies aredisplayed in lines 1L through 6L

Fix Position: The latitude/longitude positionof the navigation fix is displayed in lines 1Rthrough 6R.

The left or right LSK can be used to selectthe desired navigation fix from the SELECTDESIRED WPT page. Pressing any of the

LSKs will cause that navigation aid to beentered into the flight plan as normal.



FMC ARRIVAL/DEPARTURE PROCEDURES

DEP/ARR INDEX Page: The DEP/ARRINDEX page allows the crew to selectpublished arrival and departure proceduresat the origin and destination airports. STAR(Standard Terminal Arrival) and SID(Standard Instrument Departure) proceduresare contained in the FMC’s navigationdatabase and can be used in conjunctionwith departures and approaches to theairports for which they exist.

PMDG has long had a strong partnershipwith PlanePath, the provider of the vastmajority of SID/STAR procedures for thePMDG FMC. PlanePath takes one of thefew known free access SID/STARdatabases and produces a monthly updatesimilar to the Navdata AIRAC cycle.

PlanePath s FMC database is updated onthe downloads page ofwww.precisionmanuals.com on a monthlybasis as the new procedures are providedby PlanePath.

A second repository of user designedprocedures is available for download fromwww.navdata.at

We recommend that users check the varioususer sites for SID/STAR updates, as theexisting database covers only a fewthousand of the tens of thousands ofprocedures worldwide.

The DEP/ARR INDEX page is accessed bypressing the DEP/ARR key on theFMC/MCDU keypad.

The 1L, 3L and 6L keys allow for selection ofSID procedures stored in the FMC SIDdatabase. Keys 1R through 4R and 6Rallow for selection of STAR proceduresstored in the FMC STAR database. Thecenter of the display shows the crew enteredor COMPANY ROUTE entered arrival anddeparture ICAO airport codes.

Additionally, the display is divided sectionsfor RTE 1, RTE 2 and OTHER. The RTE 1and RTE 2 sections allow selection of SIDand STAR procedures for those respectiveroutes. The OTHER sections allows forinspection of SID and STAR procedures atan airfield entered into the scratchpad.

DEPARTURES Page: Departure procedureselection is made by pressing theappropriate <DEP prompt from theDEP/ARR INDEX page. The <DEP promptfor the active route should be chosen unlessthe secondary route is being built. Pressingthe <DEP prompt key will display aDEPARTURES page for the selectedairport. The DEPARTURES page allows thecrew to select the SID and associatedrunway to be used. A sampleDEPARTURES page is shown below:

Runway: The available departure runwaysfor the selected airport are listed down theright side of the screen. Pressing anassociated LSK will cause all other runwaysto be removed from the screen and a <SEL>indicator will be placed next to the selectedrunway to indicate that it has been selectedas the departure runway.


http://www.navdata.at



Selection of a departure runway beforeselection of a SID will also instruct the FMCto remove any SID procedures that do notoriginate from the selected departurerunway.

Standard Instrument Departures: The SIDSare listed on the left side of the display at 1Lthrough 5L. A SID can be selected bypressing the associated LSK. Once a SID isselected, a <SEL> indicator will appear nextto the associated SID to indicate that it hasbeen selected.

If the DEPARTURES page displayed is forthe active route or for the airport of origin,selecting a SID or runway will automaticallyinsert the appropriate fixes into the flightplan and update the runway selection on theRTE page. To alert the crew that thesechanges have been made, and to allow forverification, the EXEC key will illuminate.Pressing the EXEC key will confirm theselections, but a route discontinuity flag willbe displayed in the RTE LEGS pagesbetween the newly added SID and thepreviously programmed route.

Pressing the illuminated EXEC key willconfirm the Runway and SID selections andmake them active in the flight plan.

When the runway and SID are active in theflight plan, they will change to magenta onthe navigation display, and the <SEL>indicators will change to <ACT>.

ARRIVALS Page: Arrival procedureselection is made by pressing theappropriate ARR> prompt on the DEP/ARRINDEX page.

There will always exist two ARR> prompts inorder to account for the possibility that theflight may need to return to the departurefield.

Selecting the ARR> prompt for KSFO willallow the selection of a STAR and eventuallya runway for approach and landing.

Similar to the process used for runways andSIDs, it is important that crews understandthat the selection of a STAR will cause theFMC to remove from view any runways thatare not served by that STAR. Likewise,selecting an arrival runway will remove fromview any STARs that do not connect to theselected runway.

Standard Terminal Arrival Route: TheSTARs are listed on the left side of thedisplay at 1L through 5L. A STAR can beselected by pressing the associated LSK.Once a STAR is selected, a <SEL> indicatorwill appear next to the associated STAR toindicate that it has been selected by thecrew.



Approaches: The available approaches forthe selected airport and STAR are listed at1R through 5R. Pressing the associatedLSK will illuminate a <SEL> indicator on theselected approach to indicate that it hasbeen selected by the crew.

If the ARRIVALS page displayed is for theactive route or for the airport of destination,selecting a STAR or an approach willautomatically insert the appropriate fixes intothe flight plan. To alert the crew that thesechanges have been made, and to allow forverification, the EXEC key will illuminate.Pressing the EXEC key will confirm theselections.

Selection of an ARRIVALS procedure doesnot need to be accomplished during the pre-flight process, but is included here forbalance and clarity. Arrival procedures arenormally selected during the initial approachplanning phase of the flight.

Changing a SID/STAR/RWY: Afterselecting a SID/STAR or RWY, it maybecome necessary to change the procedureas a result of the changing ATCenvironment.

To effect the change, simply bring up theDEP/ARR page using the mode key, andpress the LSK adjacent to the item you wishto change. This will repopulate the list ofavailable options and allow a new selection.

It will be necessary to EXEC the changes inorder to enter them into the flight plan.



FMC FLIGHT PLAN MODIFICATION

Overview: During the course of a flight itoften become necessary to adjust a flightplan in the FMC in order to keep itconsistent with ATC clearances, shortenedroutings or route deviations. Using theappropriate FMC function entry to modify aflight plan greatly reduces crew workloadwhen route of flight changes are necessary.

Direct-To: Direct-To flight plan entriesinstruct the FMC to fly a course direct to aparticular fix. The fix may be part of theactive flight plan, active modified flight path,or it may be off the intended path of flight.

Direct-To routings are useful for shorteningthe route of flight when ATC clearance isobtained to eliminate certain navigation fixesin a stored flight plan, as shown below:

A Direct-To routing is performed bydisplaying the ACT RTE LEGS page or theMOD RTE LEGS page, then entering thedesired fix into the scratchpad. This can bedone by manual entry, or be down-selectingthe fix from the displayed flight plan.

After the desired fix has been entered intothe scratchpad, it should be up-selected to1L by pressing the LSK. This will create aMOD (modification) to the flight plan whichwill be visible in the FMC and on thenavigation display. The flight plan will havebeen modified to eliminate the waypointswhich are being bypassed in the Direct-Tooperation. If the Direct-To fix is the last fix inthe active flight plan, a ROUTEDISCONTINUITY warning will be displayedby the FMC. This warning can beextinguished by selecting the appropriateapproach fixes from the DEP/APP display,or by manually entering additional navigationfixes.

Pressing the EXEC key will confirm thechange, or pressing <ERASE will cancel theDirect-To selection. Once the <EXEC keyhas been pressed, the FMS will be updatedto fly Direct-To the desired fix.

Intercept Course: An intercept course issimilar to the Direct-To operation. Anintercept course instructs the FMC tointercept a particular course before flyingthat course directly to a station.



Intercept Course entries are useful forcomplying with SID and STAR transitions, orfor complying with an ATC instruction suchas, “fly heading 150 until intercepting the290 degree radial to HFD, then fly directHFD.”

Any time ATC or published route procedurescall for the crew to intercept a specificcourse or heading to/from a navigation fix,the Intercept Course entry can solve thenavigation problem simply via the FMC.

An Intercept Course entry is performed byfirst displaying the ACT RTE LEGS or MODRTE LEGS page, then entering the desirednavigation fix into the scratchpad, orselecting it to the 1L position as a DIRECT.

Once the desired station has been enteredinto the scratchpad, it should be up-selectedto 1L in the ATC RTE LEGS page.

This will change the RTE LEGS display toallow for an intercept course entry to beentered into 6R, as shown above.

6R LSK will show the current aircraft groundtrack when it first appears. This line is usedto enter the desired track TO the assignedfix.

In the current example, our flight has beeninstructed to fly a heading of 150 untilintercepting the 290 radial. As such, weenter the inbound course of 110 degrees (290-180 = 110 on the inbound course!)

This will instruct the FMS to intercept thedesired 290 radial TO the fix. The FMS willcompute a great circle course between thecurrent airplane location and the closestpoint of intercept to the desired course. Theairplane will fly this computed course unlessthe crew overrides the computation bemanually entering a heading.

In order to fly the 150 assigned heading tothe intercept, set the HDG but to 150 andpress the knob to trigger HDG SEL mode.Then re-arm LNAV.

Upon crossing the course, LNAV will turnand fly the course TO the fix asprogrammed.

Pressing the EXEC key will confirm thechange, or pressing <ERASE will cancel theIntercept Course selection. Once the<EXEC key has been pressed, the FMS andflight plan will be updated.

If the crew wishes to fly a particular headingor ATC assigned course until intercept, thiscan be accomplished by selecting thatheading in the MCP heading selectorwindow and pressing the HDG knob.

If LNAV is armed, LNAV will engage andbegin tracking the inbound course when the



aircraft approaches the intercept courseentered into 6R.

Inserting A Navigation Fix: During flight itmay become necessary to insert a newnavigation fix into the flight plan in order tocomply with ATC procedures or instructions.

This is accomplished by first displaying theRTE LEGS page for the active route (pressthe LEGS key on the FMC/CDU keypad.)The fix identifier can then be typed directlyinto the RTE LEGS page scratchpad, andup-selected to the desired line of the flightplan.

When up-selecting a navigation fix to anexisting flight plan, the FMC will add the newfix to the line selected, and move allfollowing navigation fixes down in thesequence. When inserting fixes into a flightplan, the FMC will display a set of promptboxes in the line immediately following thenew fix, along with the message ROUTEDISCONTINUITY. This alerts the crew thatthey must confirm for the FMC whichnavigation fix will follow the newly added fix.

In order to continue navigating normally, theroute discontinuity must be removed bytelling the FMC which fix is to follow thenewly added fix.

To collapse flight plan and remove thediscontinuity, down-select the desired fix tothe scratch pad, then up-select it to the linewith the prompt boxes for the routediscontinuity.

To confirm the continuation of the route, thewaypoint identifier for the next fix in thedesired route sequence should be down-selected to the scratchpad by pressing theassociated LSK. This fix identifier can thenbe up-selected to the line containing theprompt boxes. The FMC will then re-sort theflight plan to allow the updated routing.

Pressing the EXEC key will confirm thechange or pressing <ERASE will cancel theIntercept Course selection. Once the<EXEC key has been pressed, the FMS andflight plan will be updated.

Deleting a Navigation Fix: Navigationfixes can be deleted from the active flightplan using similar methods.

From the RTE LEGS page, use the NEXTPAGE/PREV PAGE keys until the desired fixis displayed on the page, then press theDEL key on the FMC/CDU keypad.

The DELETE prompt will appear in thescratchpad, indicating that the next LSKpressed will cause deletion of thatassociated flight plan navigation fix.



The desired fix can then be deleted bypressing the associated LSK. This willcause the FMC produce a modification tothe active route which eliminates that fixfrom the flight plan.

When deleting fixes from a flight plan, theFMC will display a set of prompt boxes inthe line immediately following the deleted fix,along with the message ROUTEDISCONTINUITY. This alerts the crew thatthey must confirm the route continuity at thepoint of the deleted navigation fix.

To confirm the continuation of the route, thewaypoint identifier for the next fix in thedesired route sequence should be down-selected to the scratchpad by pressing theassociated LSK.

This fix identifier can then be up-selected tothe line containing the prompt boxes. TheFMC will then re-sort the flight plan to allowthe updated routing.



FMC TAKEOFF PROCEDURES

Overview: The FMC provides a number offunctions to assist with the takeoff planningprocess. Specifically, the FMC is capable oftaking input from the crew for calculatingtakeoff speeds, engine thrust limits, enginetakeoff thrust derates and autothrottlemanagement.

These features are used as part of thenormal pre-takeoff process, and aredescribed below.

THRUST LIM Page: The thrust limit pageprovides the crew with the ability to manuallyselect the thrust modes which will be usedby the FMS to provide thrust limits andthrust commands to the autothrottle servos.

The THRUST LIM page is displayed bypressing the THRUST LIM prompt when theINIT/REF INDEX page is displayed, or bypressing the 6R THRUST LIM> prompt fromthe PERF INIT page during pre-flight. Asample THRUST LIM page is shown below:

The THRUST LIM page displays threetakeoff thrust limit options at lines 2Lthrough 4L. Lines 2R through 4R displayclimb thrust limit options.

The top of the THRUST LIM displayprovides an entry point for a pilot-enteredassumed temperature at 1L, a currentoutside air temperature reading in the centerof line 1, and a Thrust Limit Mode indicatorin line 1R.

Pilot Entered Assumed Air Temperature:The 1L key provides the crew with the abilityto enter an assumed air temperature (SEL).

Valid entries are one or two digit entriesfrom 0 to 99. This field cannot be changedonce the aircraft exceeds sixty five knots, orafter autothrottle engagement. The field willbe removed once the aircraft becomesairborne.

How is this used?: If planning a takeoffduring a period of time when thetemperature is changing rapidly, or if theairplane is currently parked in an area wherethe ambient temperature is expected to bedifferent than the temperature encounteredon the runway, it is prudent to enter thetemperature that it is expected the takeoffwill be conducted in.

For example, if the airplane is parked in theshade of a large hangar, but the runway is indirect sunlight on a hot day, it can beexpected that there will be a performanceimpacting temperature difference betweenthe current OAT (shown on the screen) andthe assumed temperature.

Outside Air Temperature: The Air DataComputer measured OAT is displayed in thecenter of row 1.

Thrust Limit Mode: The currently selectedthrust limit mode is displayed in small font inthe header line for 1R. In addition, the N1%limit for this thrust mode is displayed in largefont at 1R. If the thrust limit mode has beenreduced by the assumed temperature entry,the thrust limit mode entry will be precededby the “D-“ derate indicator.

Following are the available thrust limitmodes:

TO TakeoffTO 1 Takeoff 1TO 2 Takeoff 2GA Go-AroundCON ContinuousCRZ CruiseCLB ClimbCLB 1 Climb 1CLB 2 Climb 2



Takeoff thrust and Takeoff thrust Derates:Lines 2L through 4L show the availabletakeoff thrust limit modes which may beselected by the crew. In order, they are:

• TO: Takeoff is the normal takeoff thrustmode.

• TO 1: Takeoff 1 is the 5% deratedtakeoff thrust limit mode.

• TO 2: Takeoff 2 is the 15% deratedtakeoff thrust limit mode.

The takeoff thrust limit mode is selected bypressing the associated LSK. When a modeis selected, the <SEL> indicator will move tothe associated line to indicate which mode iscurrently selected. In addition, the takeoffthrust limit mode will be displayed in 1R.Selecting either TO 1 or TO 2 will overrideany assumed air temperature figure enteredinto 1L by the crew.

Climb Thrust and Climb Thrust Derates:Lines 2R through 4R show the availableclimb thrust limit modes which may beselected by the crew. In order, they are:

• CLB: Climb is the normal climb thrustmode.

• CLB 1: Climb 1 the 10% derated climbthrust limit mode.

• CLB 2: Climb 2 is the 20% derated climbthrust limit mode.

The desired climb thrust limit mode is armedby pressing the associated LSK. When amode is selected, the <ARM> indicator willmove to the associated line to indicate whichmode is currently armed.

If a derated takeoff thrust limit was selected,the FMC will automatically suggest anoptimal climb thrust derate given currenttemperature or assumed temperatureentries. This mode can be changed bysimply selecting a different climb thrustmode.

In Flight Thrust Modes: When airborne, theTHRUST LIM page will not display takeoff orclimb thrust modes. These modes will bereplaced by the in-flight thrust limit modes.

These modes will be displayed in lines 1Lthrough 3L of the THRUST LIM page, andare as follows:

• GO AROUND: Go around thrust limit.

• CONTINUOUS: Continuous maximumallowable thrust limit.

• CRUISE: Cruise limit thrust .

Go around thrust is a limit mode provided forgo around conditions, where high enginethrust settings are required for a short periodof time.

Continuous thrust limit mode provides thehighest thrust output possible from theengines in continuous operation. This modeis useful in situations involving a singleengine failure while the aircraft is at highgross weights, or multiple engine failures athigh cruise altitudes. This thrust limit modewill provide the highest thrust outputpossible without damaging the remainingengines.

Cruise thrust limit mode is the normaloperating thrust limit mode for normal cruiseflight operations.

TAKEOFF REF Page: The TAKEOFF REFpage provides information pertaining totakeoff performance and settings. Thisinformation includes such settings as flapacceleration height, engine out accelerationheight, thrust reduction height, runway slopeand wind condition information, runwaycondition, takeoff speeds, trim and runwayposition shift information.

Flap Setting/Flap Acceleration Height: Theplanned flap setting (flaps 10 or flaps 20)



can be entered at line 1L, along with thedesired flap acceleration height. If an invalidtakeoff flap setting is entered manually at1L, an error message will be generated.The takeoff flap setting must be correct inorder for the FMC to generate the correcttakeoff speeds.

The flap acceleration height is entered infeet, and indicates the altitude above fieldelevation at which the crew desires to beginacceleration to climb speeds. Thisinformation will be used by VNAV todecrease pitch and begin the accelerationprocess. Valid entries range from 400 to9999 feet.

This height should take into considerationfactors such as terrain elevation surroundingthe departure airport, noise abatementrequirements and the desire to have at least1500 feet of altitude above airport elevationbefore reducing the initial climb rate in orderto accelerate for flap retraction.

Engine Out Acceleration Height: The crewmay manually select an engine-outacceleration height by entering the valueinto line 2L. This is the height at which theflight director and VNAV will begin todecrease pitch for acceleration and flapretraction in the event of an engine failureduring takeoff. Valid entries range from 400to 9999 feet.

This height should take into considerationfactors such as terrain elevation surroundingthe departure airport, as well as the ability ofthe airplane to climb effectively on 3 enginesgiven the departure weight of the aircraftand the navigation procedure required to beflown after departure. This altitude willnormally be slightly lower than the standardFlap Retraction/Acceleration height.

Thrust Reduction: The thrust reductionaltitude described in 3L describes thealtitude or flap setting at which thrust is

reduced from the takeoff setting to the climbsetting. This will occur automatically ifVNAV and the autothrottle are engaged.The armed thrust mode, as selected in theTHRUST LIM page, is displayed at thecenter of line 3. This indicates which thrustmode the FMC will use when it begins toreduce power from the initial takeoff setting.

Valid entries for thrust reduction can be anyaltitude between 400 and 9999 (feet abovefield elevation) or any flap position entrysuch as 1, 5. An entry of 5 will arm thethrust reduction to commence when theflaps are retracted past 5 degrees in flight.

Wind/Slope: Line 4L provides runwaywind/slope information to enhance takeoffperformance computations on slopedrunways, or runways with aheadwind/tailwind component. A headwindis described by the ‘H’ indicator, followed bythe headwind component. A tailwind isdenoted by the use of a ‘T’ indicator.

The FMC will use this information to adjustthe calculated takeoff performance.

Runway upsweep and downslide isindicated by a U or a D respectively.

Runway Condition: Line 5L allows for pilotentry of the takeoff runway condition. Thisinformation is used by the FMC during thetakeoff speed calculation process. Validentries are DRY for dry and unclutteredrunways, and WET for wet or clutteredrunways.

Takeoff Speeds: V1, VR and V2 referencespeeds are displayed in lines 1R through3R. The speeds are initially displayed insmall font, to indicate that they have beencomputed by the FMC based on pilotentered performance initialization.

The crew is responsible for validating theaccuracy of these computed takeoff speedsby manually checking them against themanufacturer specified takeoff speeds.

Takeoff speed should be confirmed to theFMC by pressing each of the three LSKsindividually after the speeds have beenverified. Once confirmed, the speeds will bedisplayed in LARGE font.



Takeoff speeds can be overridden ormanually entered by the flight crew ifdesired. Valid entries are any three digitnumber from 100 to 300.

If any changes are made to the takeoffperformance initialization after the V1, Vr,V2 speeds have been selected, the FMC willautomatically remove them and display a VSPEEDS DELETED warning. This is anindication to the crew that it is necessary toreturn to the TAKEOFF REF page andrevalidate the takeoff performance.

Stabilizer Trim / Center of Gravity: Thecenter of gravity and stabilizer trim settingsare displayed on 4R. The CG value will beremoved once the airplane is airborne.

Position Shift on Runway: Line 5R allowsfor pilot entry of an updated position alongthe planned departure runway. Thisprocedure is used to update the FMS thatthe aircraft is not entering the takeoff rollfrom the threshold of the planned runway,and instead may be using an intersectiondeparture. The position update functionallows the pilot to enter a valuerepresentative of ‘distance from actualrunway threshold’ to alert the FMS at thetime the TO/GA switch is pressed.

This feature is not currently modeled in thePMDG 747-400.



FMC CLIMB OPERATIONS

Overview: The FMC provides a number ofmethods to assist the crew in planning,managing, and effecting a precise andeconomical climb regime of flight. The FMCaccepts climb performance demands fromcrew member entries, and adjust aircraftperformance via the FMS and autothrottleservos.

CLB Page: The climb page allows crewaccess to current and upcoming climbconditions and climb profile information.The active climb speed mode is alwaysdisplayed in the CLB page.

The CLB page is accessed through theVNAV key on the FMC/MCDU keypad. Atypical CLB page is shown below:

CRZ ALT: The cruise altitude is displayed at1L with the header of CRZ ALT. The currentcruise altitude is displayed if one has beenselected and CLB is the active mode. If thecurrent altitude is not displayed, 1L willcontain prompt boxes which can be replacedby up-selecting the desired cruise altitudefrom the scratchpad.

Speed Mode: The currently selected cruisespeed mode is displayed in small font at 2L,along with the selected Mach number andcalibrated airspeed.

Modes displayed at 2L include:

• ECON SPD: Economy speed mode.

• SEL SPD: Manually selected speedmode.

• MCP SPD: MCP speed mode.• LIM SPD CLB: Limit speed climb• E/O SPD: Engine Out speed mode.

ECON CLB is the default climb mode, andwill provide the best economy in the climbgiven the current aircraft configuration andcost index. The ECON CLB mode can beselected by pressing the <ECON promptwhen the speed mode is not active.

SEL SPD mode is initiated whenever aspeed restriction is being observed.

MCP SPD CLB is initiated by setting aspeed in the MCP window and pressing theMCP speed knob.

LIM SPD CLB is active when the desiredspeed is greater than the maximum aircraftspeed, or less than the minimum speedallowed for the current aircraft configuration.This mode is displayed when the FMS ispreventing overspeed or stall buffet speedsfrom being flown.

E/O CLB is active when the ENG OUT> LSKhas been pressed following an engine failurein the climb. E/O CLB will provide the bestclimb gradient speed given the currentaircraft configuration.

Speed Transition: The speed transition isdisplayed in line 3L. The transitionspeed/altitude defaults to 250/10000, but willchange to reflect a higher performance limitspeed of the aircraft if aircraft speedperformance is a factor due to high grossweights.

Speed Restriction: The SPD RESTR fieldsat 4L allow for manual crew entry of aspeed/altitude restriction. Valid entries inthis line follow the format:

SSS/AAAAA



Where SSS is the CAS speed restriction,and AAAAA is the valid altitude for therestriction.

Next Climb Constraint: Line 1R displays thenext climb constraint called for by the FMCprogrammed flight plan. The header line for1R shows ‘AT’ and the name of the nextnavigation fix. This line will be blank if noclimb constraint exists at the listednavigation fix.

Climb constraints will be displayed in theSSS/AAAAA format, with the above or belowmodifier attached to the altitude.

Direct entry of a speed/climb constraintcannot be entered directly from this page,and must be entered in the RTE LEGSpage.

Transition Altitude: Line 3R displays thetransition altitude. This value defaults to5000 feet MSL, but can be changed by up-selecting a new value from the scratchpad.

Maximum Climb Angle/Maximum Altitude:The speed which will yield the maximumclimb angle given the current aircraftconfiguration is displayed in line 4L.

In the event of an engine failure, the MAXANGLE speed will be replaced with theengine out maximum altitude figure for thecurrent aircraft configuration.

Engine Out Climb Mode: Selecting the ENGOUT> prompt at 5R will result in FMCcalculation of engine-out speed schedules,performance predictions and guidance.When selected, the FMC will detect whichengines are not operating, and adjustperformance predictions and guidanceaccordingly. If the FMC detects that allengines are operating, then performancepredictions for a single outboard enginefailure will be used.

All Engine Climb Mode: If the ENG OUT>prompt was selected, it will be replaced withthe ALL ENG> prompt. Selection of thisprompt will return FMC calculations to an allengines operating mode.

Climb Direct: In cases where the altitudeselected in the MCP altitude window

exceeds an altitude restriction defined onthe RTE LEGS page, the CLB DIR> promptwill be displayed at 6R. This prompt allowsthe crew to delete all climb restraints belowthe MCP selected altitude.

This feature can be used when the route offlight has programmed altitude climbconstraints which are cancelled by an ATCcommand to “climb and maintain” a higheraltitude.

When CLB DIR is selected, the EXEC lightwill illuminate to indicate that the action mustbe confirmed by the crew. When the EXECkey is pressed, the FMC will initiate a climbdirectly to the MCP entered altitude, and willcancel all altitude constraints between theairplane and the MCP selected altitude.

FMC Climb Profile Logic: The FMC isprogrammed for a default climb logic whichwill select a 250 knots or minimum cleanairspeed for a climb to 10,000 feet, followedby an economy climb to cruise altitude. Thecrew may modify this climb profile via theRTE LEGS page.

In the event that the FMC cannot complywith the next altitude restriction programmedinto the RTE LEGS page, (either due to rateof climb or speed related concerns) theprompt UNABLE NEXT ALT will bedisplayed.

FMC Climb / MCP Altitude SelectorInteraction: The process which the FMCuses to process input from both the FMCprogrammed flight plan and the MCPAltitude Selector is called “AltitudeIntervention.” This process allows fordeletion of altitude constraints using theMCP knob, as well as level off/resume climboperations.



Constraint Deletion: If the airplane isclimbing, the pilot may select an altitude inthe MCP altitude window that is between thecurrent aircraft altitude and the programmedcruise altitude. Doing so will delete the nextaltitude constraint between the aircraftaltitude and the MCP selected altitude.Subsequently pressing the MCP altitudeknob will delete, one at a time, anyadditional altitude restrictions between theaircraft and the MCP selected altitude.

Level Off/Resume Climb: If the MCPaltitude knob is set to an altitude that islower than the programmed cruise altitude,the aircraft will level off at the MCP selectedaltitude. To resume the climb, a higheraltitude should be dialed into the MCPaltitude window and the MCP altitude knobshould be pressed.

Cruise Altitude Changes: Cruise altitudechanges can also be effected via the MCPaltitude knob. Selecting a higher cruisealtitude in the MCP altitude window andpressing the MCP altitude knob willautomatically update the cruise altitude tothe MCP altitude window selected altitude.



FMC CRUISE OPERATIONS

Overview: Use of the FMC for cruise flightgreatly reduces en-route pilot workload, andsimplifies the process of providing thegreatest level of operating economy possiblewith the aircraft. The Cruise capabilities ofthe FMC include fuel management, engineout operations, VNAV cruise modes andaltitude step climb operations.

CRZ Page: The CRZ page provides thecrew with access to current and upcomingcruise profile information. Informationdisplayed in the CRZ page includes thecurrent commanded cruise altitude, cruisespeed, N1% target settings, step climb size,next step to fix, next waypoint ETA and fuel,optimum and maximum cruise altitude andengine out cruise setting information.

A sample CRZ page is shown below:

Speed Mode: The active speed mode isdisplayed in the title line of the CRZ pagedisplay. The prefix ACT indicates that thecruise performance mode is active.

Cruise performance modes which may bedisplayed are as follows:

ECON: The economy cruise performancemode is the default cruise performancemode, and will yield the lowest aircraftoperating cost based on the cost indexselected. ECON cruise is only availablewhen all engines are operating.

MCP: MCP selected speed cruiseperformance mode allows the pilot to select

the cruise speed based on the MCP speedwindow setting. This mode is initiated byselecting a desired speed in the MCP speedwindow and pressing the MCP speed knob.

LIM SPD: The limit speed cruiseperformance mode is activated when thetarget speed exceeds either the upper orlower limits of the aircraft speedperformance limitations envelope.Examples include overspeed or buffetmargins. The LIM SPD indicator will bevisible in any cruise operation where theFMC is providing speed envelope protection.

E/O: The Engine Out cruise performancemode provides the best cruise altitudeperformance in either the single engine outor double engine out operation. This modeis selected by pressing the ENG OUT>prompt after an engine failure in flight.

LRC: Long range cruise mode can beselected for long flights where speed istraded in order to maintain fuel efficiency forlong range flight. To activate LRC, press theLRC prompt at 6L, then EXEC the changewhen the EXEC key illuminates.

Each of the cruise performance modes listedabove will also use a VNAV cruise functionin order to provide for vertical guidance.The current VNAV cruise mode is alsodisplayed in the title line of the CRZ page,and the modes are as follows:

CRZ: Cruise operation is indicated whenthe airplane is in level flight with all enginesoperative.

CRZ CLB: Cruise climb is indicated whenthe airplane is climbing to a specified targetaltitude as defined by a step climb or MCPselected target altitude change.

CRZ DES: Cruise descent is indicatedwhen the airplane is descending to aspecified target altitude as defined by theFMC entered flight plan, or by a MCPselected target altitude change.



D/D: Drift down is indicated when the FMCbegins a drift down procedure due to enginefailure at high altitude. The D/D mode willremain as the active VNAV cruise mode untilthe maximum engine out altitude has beenreached and the aircraft has leveled out.

Cruise Altitude: Line 1L of the CRZ pageshows the current selected cruise altitude.This information will always be displayedunless a descent mode is activated. Promptboxes in the CRZ ALT line indicate that crewentry of cruise altitude is required.

Cruise Speed: As long as an active cruisealtitude is selected and the aircraft is notdescending, line 2L of the CRZ page willdisplay the current cruise mode in small font.The current target cruise speed will be indisplayed in both CAS and Mach formatusing large font.

N1% Target: The N1% target is displayed inline 3L. This figure is calculated by the FMCas the target N1% setting based on currentaircraft altitude, speed and gross weight.

Step Size: Line 4L displays the currentlyselected step size. The value of the step willreflect either a crew entered value or ICAO,for a default 2000 foot ICAO defined stepsize. This value can be changed directly beup-selecting a new, four digit integer that isa multiple of 1000.

If step climbs are not desired, a value of 0should be entered into this field.

Step To Next Altitude: The next anticipatedstep fix is displayed in line 1R of the CRZpage. This information allows the crew toplan for upcoming step climb procedures. Ifthe step climb was derived by the FMCbased on the step size schedule, the altitudewill be displayed in small font. If the stepclimb was pilot entered, it will appear inlarge font.

The Step To field cannot be manuallyupdated until after the aircraft has passedthe last planned step climb waypoint, orwhen an altitude is displayed on this line insmall font.

Entries to this field are made in a standardaltitude format into the scratchpad and up-selected to the appropriate line.

Step Climb Condition Indicator: Line 2Lprovides the crew with information related toupcoming step climb status. One of thefollowing will be displayed in 2L:

NOW: Indicates that the aircraft hascrossed the specified fix and a step climb tothe next step altitude can be commenced.

AT: Indicates that a step climb to the stepaltitude entered in line 1R can take place atthe specified location/fix.

AVAIL AT: Indicates that a step climb to thestep altitude entered in line 1R cannot takeplace at the specified location/fix. This ismost likely due to MAX ALT restrictions.The displayed DTG/ETA figures indicatewhen the planned step climb may beinitiated.

TO T/D: Indicates that the aircraft is within200 miles of the top-of-descent point. Thedisplayed DTG/ETA is to the top-of-descentpoint.

TO AAAAA: Indicates that the airplane ismore than 200 miles from the top-of-descentpoint, but that an engine out drift downprocedure is in progress. AAAAArepresents the new cruise altitude ascalculated by the FMC.

NONE: Indicates that the FMC hasdetermined that no step climb is necessary,or that no step climb should be made.

Next Waypoint ETA/Fuel: Line 3R displaysthe current ETA for crossing the nextwaypoint in the flight plan. This line alsodisplays the expected fuel–on-board figureat the time of waypoint crossing. Fuelcomputations are made under theassumption that all intermediate step climbswill be performed as normal.

Optimum/Maximum Altitude: Line 4Rdisplays the FMC computed optimum cruisealtitude and maximum cruise altitude.



Optimum cruise is calculated based oncurrent aircraft configuration, cost index, triplength and cruise mode.

Maximum cruise altitude is calculated basedupon the highest usable altitude given thecurrent aircraft configuration, thrust limits,cruise mode, buffet limits and maximumoperating speed.

These figure will be automatically adjustedby the FMC in the event of an engine failureduring the cruise portion of the flight.

Engine Out Cruise Operation: In the eventof an engine failure in flight, selecting theENG OUT> prompt at 5R will instruct theFMC to provide engine-out speedschedules, performance predictions andflight guidance.

In the event that the aircraft is above themaximum engine out altitude at the time ofthe engine failure, the cruise altitude willautomatically be lowered to the engine outmaximum altitude.

Step Climb Operations: Although stepclimb capability and step climb points arecalculated by the FMC, the responsibility foractually performing the step climb rests withthe crew.

Step climbs are executed by changing theMCP altitude window to reflect the desirednew cruise altitude. Pressing the MCPaltitude knob will cause the FMC to enter acruise climb.

No step climbs can be executed without pilotinteraction.

The FMC makes fuel and flight performancecalculation based on the assumption that allstep climbs will be made. If flight conditionspreclude making the appropriate stepclimbs, the step climb indicator should bereset to 0.

Two methods can be used for computingand effecting step climbs.

Optimum Step Climb: The optimum stepclimb looks to gain the greatest benefit fromairplane performance improvement as fuelweight is burned off. Because drift climbs

are not practical in the controlled airspaceenvironment, the FMC will attempt toaverage out aircraft performance byproviding step climbs which will most closelyapproximate a drift climb.

The FMC will calculate the step pointsneeded based on factors such as cruiseperformance mode and current aircraftweight, and will compute climbs based onICAO step size or the step interval enteredinto the FMC.

The step climb will be calculated to the nextstep altitude, but cannot exceed themaximum altitude upon reaching that steppoint. No step climbs will be initiated within200 miles of the top-of-descent.

Planned Step Climb: Planned step pointsare specified by the crew using crew enteredmodifications in the RTE LEGS page of theFMC. A planned step entry is made on theRTE LEGS page by entering the stepaltitude at a specific waypoint followed by ‘S’to indicate a step point. The FMC will followplanned steps in the flight plan until nofurther planned steps are encountered. Ifthe FMC determines that further step climbscan be made, they will be computed underthe optimum step climb calculationdescribed earlier.

Cruise Altitude Modification: Theselected cruise altitude can be modifiedeither by direct entry into the CRZ page, orby selecting a new altitude using the MCPaltitude knob. (Pressing the knob willcommand the altitude change.)

If the MCP altitude is set to an altitude that ishigher than the current cruise altitude, thecruise altitude will be updated to the newaltitude. If the MCP altitude is set to analtitude that is lower than the current cruisealtitude and the aircraft is more than 50miles from the top-of-descent, the cruisealtitude will be updated to the new altitudeand a descent commenced.

If the MCP altitude is set to an altitude that islower than the current cruise altitude and theaircraft is within 50 miles of the top-of-descent, an early descent will be initiated ata rate of 1250 fpm until the normal descentpath is intercepted.



FMC DESCENT OPERATIONS

Overview: The FMC descent capabilitiesprovide for descent planning and execution.A planned descent can only exist when alateral route containing at least one descentconstraint is active in the RTE LEGS page.

The descent planning features of the FMCallow the crew to set speed transitions,descent path restrictions, and waypointdependent speed and altitude constraints.

CRZ Page: The CRZ page displayed whenpressing the VNAV key on the FMC containsa single item to help crews maintainawareness of the beginning of descentphase. On line 3, the FMC will display a TOT/D to count down distance to the Top ofDescent point for the flight.

DES Page: The descent page provides thecrew with access to descent planning andinformation. The DES page is selected bypressing the VNAV key on the FMC/MCDUkeypad. The NEXT PAGE/PREV PAGEkeys may need to be used if the aircraft isstill at cruise altitude. A sample DES pageis displayed below:

The following information is provided on theDES page:

E/D AT: The End of Descent At informationdisplayed in 1L describes the altitude andwaypoint at which the descent is planned toend.

ECON SPD: Line 2L contains the descentspeed mode information. The currentdescent speed mode is displayed in smallfont in the 2L header line. The descentspeed is displayed in large font, in theCAS/Mach format.

Descent speed modes available are:

ECON DES: The economy descent modewill yield the lowest aircraft operating costbased on the entered cost index. TheECON DES mode will attempt to provide anidle thrust descent unless wind conditionsencountered during the descent requirethrust.

MCP SPD DES: The MCP selected speeddescent mode is a pilot selected descentspeed mode. To initiate this mode, the pilotpushes the MCP speed select knob. Thespeed of the descent can then be adjustedby selecting the desired speed in the MCPspeed selector window.

LIM SPD DES: The limit speed descentmode becomes active in cases where thetarget descent speed exceeds thecapabilities of the airframe in either theoverspeed regime, or the stall buffet margin.The limit speed is flown by the verticalguidance function.

END OF DES: The prompt END OF DES isdisplayed in the descent speed mode linewhen the aircraft has passed theprogrammed end of descent constraintwaypoint.

SPD TRANS: Line 3L displays the speedtransition altitude. The line contains thetransition speed, followed by the transitionaltitude in a SSS/AAAAA format. This field



may not be updated manually, but it may bedeleted by pressing the FMC/MCDUDELETE key, then pressing 3L.

SPD RESTR: Line 4L provides the crewwith the ability to enter an altitudedependent speed restriction. The linecontains transition speed, followed by thetransition altitude in a SSS/AAAAA format.The altitude entry must be an altitude belowthe cruise altitude, but above the End ofDescent altitude.

AT: Line 1R contains the descent constraintwaypoint as defined in the RTE LEGS pageof the flight plan. The header line contains‘AT’ followed by the navigation fix identifierto which the descent constraint is assigned.The constraint is displayed in the DES pageexactly as it appears in the RTE LEGSpage. The descent constraint cannot beupdated or changed from the DES page, butit may be deleted. Deleting the constraintwill remove it from the lateral route.

DES NOW: When the aircraft is notcurrently descending, but the MCP altitudeselector is set below the current altitude, theDES NOW prompt will be displayed at 6R.The DES NOW> prompt deletes allclimb/cruise constraints and commences anearly descent. The rate of descent will beapproximately 1250 feet per minute until theaircraft intercepts the originally plannedvertical descent path which would havecommenced at the top-of-descent mark.

DES DIR: When the aircraft is descendingand the MCP altitude selector is set belowthe current aircraft altitude, the DES DIR>prompt will be displayed. Pressing theassociated LSK will delete all altitudeconstraints between the aircraft and theMCP selected altitude and the FMC willcommand a descent to reach the MCPaltitude. Upon reaching the MCP selectedaltitude, the vertical guidance function of theFMC will capture the originally computedvertical path for the remainder of the

descent. Unless deleted or modified, allremaining descent constraints will beadhered to.

OFFPATH DES: The offpath descent pageprovides access to “Clean” and speed brakedirect descent profiles if the crew does notwish to use the FMC calculated descentpath. This page can be access through the<OFFPATH DES prompt in 6L of the DESpage or DESCENT FORCASTS page.

DESCENT FORECASTS Page: TheDESCENT FORCASTS page allows thecrew to enter and use forecast values forwind, transition level, anti-ice settings anddescent wind direction information. Asample DESCENT FORECASTS page isshown below:



The following information is provided on theDESCENT FORECASTS page:

TRANS LVL: The transition level for thedestination airport is displayed in 1L. Thetransition level can be modified by up-selecting from the scratchpad.

ALT and WIND DIR/SPD: Lines 2 through 5contain pilot entered wind direction andspeed information for specific altitudes.Altitude entries can be entered and up-selected in either the FLAAA or AAAAAformat. Wind direction and speedinformation can be entered and up-selectedin a DDD/SSS format.

During the initial data entry, wind speedsmust be entered in conjunction with winddirection. For subsequent entries, however,partial entries containing only a direction oronly a speed update can be made.

Wind altitude speed and direction entries aremade by the crew, and assist the FMC incomputing the descent profile as defined inthe flight plan.

Descent Profile Logic: The defaultdescent profile logic is to effect an economydescent form cruise altitude to the transitionaltitude. After passing through the transitionaltitude, 240 knot descent is commanded.The crew may manually override the defaultdescent profile through the use of speedand/or altitude constraints entered into theRTE LEGS page. The descent profile canalso be modified using the MCP speedand/or altitude selector knobs. Acombination of RTE LEGS entries and MCPselections can be used to adhere to ATCinstructions, or to expedite the descentprofile as needed.

During the descent, the aircraft willoccasionally reach the descent limit speedregime while attempting to maintain thecalculated vertical profile. This can occur asa result of headwinds or tailwinds, or windforecasts not being entered correctly in theDESCENT FORCASTS page. The DRAGREQUIRED prompt is generally a goodindication of a tail wind condition or descentovershoot, while the THRUST REQUIREDprompt generally indicates headwinds, ordescent undershoot.

In cases of descent undershoot andovershoot, once the aircraft reaches the limitspeeds (upper or lower limits) the verticalguidance function of the FMC will commandthe aircraft to depart the planned verticalprofile while maintaining a descent that mostclosely follows the planned descent profile.

Adding drag or thrust as required willnormally return the aircraft to the planneddescent path.

FMC Descent / MCP Altitude SelectorInteraction: The process which the FMCuses to process input from both the FMCprogrammed flight plan and the MCPAltitude Selector is called “AltitudeIntervention.” This process allows fordeletion of altitude constraints using theMCP knob, as well as level off/resumedescent operations.

Constraint Deletion: If the airplane isdescending, the pilot may select an altitudein the MCP altitude window that is betweenthe current aircraft altitude and theprogrammed end of descent altitude. Doingso will delete the next altitude constraintbetween the aircraft altitude and the MCPselected altitude. Subsequently pressingthe MCP altitude knob will delete, one at atime, any additional altitude restrictionsbetween the aircraft and the MCP selecteddescent altitude.

Level Off/Resume Descent: If the MCPaltitude knob is set to an altitude that isbetween the current airplane altitude and theend of descent altitude constraint, theaircraft will level off at the MCP selectedaltitude. To resume the descent, a loweraltitude should be dialed into the MCPaltitude window and the MCP altitude knobshould be pressed.



FMC APPROACH PROCEDURES

Overview: The FMC approach initializationprocess can assist in the effective transitionfrom the descent to the approach andlanding phase of flight. The FMC providesthe crew with rapid approach calculations forweight/speed data and provides referenceinformation for the touchdown.

APPROACH REF Page: The approachpage provides the crew with informationdirectly related to the final approach tolanding process. A sample APPROACHREF page is shown below:

The following information is provided on theAPPROACH REF page:

GROSS WT: Line 1L provides the currentairplane gross weight in thousands ofpounds unless the figure has been manuallyadjusted by the crew. Manual adjustment ofthe GROSS WT figure is accomplished byup-selecting a manually entered figure fromthe scratchpad. Valid entries are three digitswith an optional decimal point. Crewentered GROSS WT values are used forpredictive purposes only, and do not affectaircraft computation of actual gross weight.

Runway Length: Line 4L contains runwayreference information to assist the crew inplanning the touchdown and stopping phaseof flight. The header line in 4L will displaythe ICAO airport identifier, followed by therunway number and L/C/R designator.

Runway length reference information isprovided in large font in 4L, and is displayedin both feet and meters.

FLAPS/VREF: The Vref reference speedsfor both the flaps 25 and flaps 30 settingsare provided in lines 1R and 2Rrespectively. These Vref values are directlyreported from the aircraft performancedatabase, and will change as the GROSSWT figure in 1L changes.

FLAPS/SPEED: After reviewing theinformation contained in the APPROACHREF page, the crew can select the desiredlanding flap setting by down-selecting fromeither 1R or 2R, then up-selecting thisinformation to 4R.

Additionally, the crew may manually enter adesired flap setting/Vref speed by enteringthe information into the scratchpad in theformat FF/SSS.

If it becomes necessary to update the flapsetting/speed entered into 4R, either the flapsetting or the speed value may be updatedindividually. It is necessary, however, toenter them together initially.

The pilot selected flaps setting/Vref speedselector can be deleted by pressing theFMC/CDU DELETE key, the pressing 4R.This will cause the normal speed tape on theprimary flight display to show both the flaps25 and flaps 30 Vref speeds.



FMC RADIO OPERATIONS

Overview: The radio tuning function isalmost entirely managed by the automatedlogic functions of the FMC. This alleviatesthe crew from having to manually tunesuccessive radio navigation aids, and allowsgreater concentration to be placed onterminal navigation procedures, as well astraffic awareness. Understanding what theautomated FMC navigation radio functioncan and cannot do, however, will help thecrew to gain the most from the FMC radiotuning system.

NAV RADIO Page: The NAV RADIO page,displayed below, provides an overview ofhow the navigation radios are currentlytuned, as well as the ability to manually tunethe radios should the crew desire.

VOR L/R: Lines 1L and 1R providefrequency tuning information for the left andright VHF navigation radios. The currentlytuned VOR station frequency is displayed inlarge font, along with the frequencyidentifier, if the FMC auto-tuning functionwas able to identify the VHF transmitter.

Directly between the frequency and stationidentifier information, a small font tuningindicator allows the crew to determine whattype of tuning mode is currently beingemployed by each VHF radio.

A: Auto-selection. The FMC hasautomatically selected a navaid which willyield the best position and cross radialnavigation update information due to it’sposition relative to the path of intendedflight.

M: Manual selection. The displayed stationor frequency was tuned manually be up-selecting the frequency from the scratchpad.

P: Procedure selection. This FMC selectednavigation aid was selected because it isrequired by the active flight plan procedure.(Can be true of SIDs, STARs, Cruise flightor approach.)

R: Route selection. This FMC selectednavigation aid was selected because it is thenext VOR on the flight plan within 250nautical miles of the airplane or the intendedpath of flight.

VOR navigation information can be updatedmanually in a number of formats.

• Navaid Identifier Name (NNNN)• VOR/DME Frequency (FFF.FF)• Frequency/Course (FFF.FF/CCC)• Navaid Identifier/Course (NNNN/CCC)

A manual entry in the above formats willresult in the closest matching navaid beingtuned. If entered, the corresponding courseinformation will be entered in 2L/Rrespectively.

If a manually entered VHR navaid is deleted,the corresponding VHF radio channel willrevert to auto-tuning mode.

CRS: Line 2L and 2R each display thecurrent navigation course information relatedto manual, procedure or route tunednavigation fixes in lines 1L and 1Rrespectively. This information is notdisplayed for autotuned navigation aids.Course information can be updatedmanually by up-selecting a three digit coursefrom the scratchpad.

RADIAL: The current radial being receivedfrom the navigation fix tuned in either 1L or1R is displayed in the center of line 2.

ADF L/R: Line 3L/R displays ADF tuninginformation. ADF frequencies are displayedin four digit format, and can be manuallyupdated from the scratchpad if desired.



Course information cannot be selected whenmanually tuning ADF frequencies.

ILS-MLS: Line 4L displays the ILS or MLSstation tuned by the FMC. When an ILS orMLS station is tuned, but is not currentlyactive, the PARK indicator will be displayedadjacent to the ILS/MLS frequency identifier.The ILS frequency and front courseinformation will be displayed for bothmanually and auto-tuned stations. Thisinformation will be displayed when theairplane is within 200 miles of the top ofdescent and the approach procedure isselected and entered in the RTE LEGS flightplan.

If an ILS or MLS frequency is manuallytuned, auto-tuning capabilities of the ILS-MLS channel will be inhibited until themanually tuned station is deleted.

PRESELECT: Using the pre-select promptsat 6L and 6R, the crew may manually enterfrequency/identifier/course entrycombinations that may be required for uselater in flight. This prevents the crew fromhaving to continually re-enter manual navaidselection information to the scratchpadduring the busy departure and approachprocess, but ensures that required navaidscan quickly be made available should theybe needed.

FMC Position Updating Logic: The FMCuses the auto-tuning process to update FMSposition data throughout the course of aflight. By auto-tuning navigation fixes whichthe FMC determines will provide the bestcross bearing information, the FMC is ableto accurately triangulate the current aircraftposition for continual update to the ND andthe FMS.

Three different strategies are used by theFMC auto-tuning logic during this process.

DME/DME Tuning: (RHO-RHO) DME/DMEupdating uses the distance values obtainedfrom two DME transmitters who’s positionsare known to the FMC. The FMC thenperforms time/range/intercept calculationson the data received from both DMEtransmitters in order to triangulate thecurrent aircraft position.

VOR/DME Tuning: (RHO-THETA)VOR/DME updating uses the distance andbearing information from a single VOR/DMEtransmitter to update the current aircraftposition to the FMS and the ND.



FMC FLIGHT REFERENCE AND CREW SUPPORT

Overview: The FMC is capable of providingthe crew with information regarding theperformance of the aircraft during flight, aswell as supporting information which canhelp the crew to make informed andaccurate decisions.

POS REF Page: The position referencepage displays the current computed positionand ground speed according to the FMCand each individual IRS flight controlcomputer. The page also displays whichnavaids are currently being used by theFMC auto-tune system to provide positiondata to the FMC.

Page 2/3 FMC POS: Line 1L displays thecurrent FMC computed aircraft position andthe source of it’s current position data. Inthe event the position update capability ofthe FMC fails or is inhibited, this line will beblanked by the FMC.

Page 3/3 IRS L/C/R: The IRS computedposition for each of the three IRS flightcontrol computers is displayed in lines 2Lthrough 4L respectively. If data becomesunreliable from any of the three systems, theassociated line will be blanked by the FMC.

RAD UPDATE: Pressing the <PURGEprompt at 5L deletes the current FMCcomputed position and replaces it with thecurrent IRS computed position data. Thismay become necessary if it is determinedthat the FMC computed position hasbecome corrupt or inaccurate. Pressing the<PURGE prompt once will display a<CONFIRM prompt, indicating that thepurge sequence is armed and must beconfirmed. Leaving the POS REF pagebefore confirming the <PURGE selection willcancel the request.

GS: Lines 1R through 4R display thecurrent computed ground speed accordingthe FMC (1R) and each of the three IRScomputers respectively (2R through 4R).

NAV STA: Line 5R displays the navaidswhich are being used by the FMC forposition update and position computation. Ifthe FMC is using VOR/DME or DME/DMEstations for position update, the associatedfix names will be displayed in 5R, else thedisplay will be blanked.

PROGRESS Pages: The progress displayoccupies two display pages, and can becalled up by pressing the PROG key on theFMC/MCDU.

The first progress display page is shownbelow. Note that the crew entered flightnumber, as well as the page referenceinformation is contained in the title line ofboth pages.



LAST / ALT: Line 1L displays the identifierof the last navigation fix most recently over-flown. This line will be blank if there is noactive flight plan programmed, the first leg isstill being flown, or after flight completion.The ALT indicator in the center of line 1shows the airplane altitude at the time of fixcrossing.

ATA / FUEL: Line 1R displays the actualtime of arrival at the last fix in the flight planin the center of the display line. The rightside of the display line shows the FMCcomputed fuel remaining figure at the timethe fix was crossed.

TO / DTG: Lines 2L through 4L display theactive navigation fix identifier (2L) the nextfix in the programmed flight plan (3L) andthe final destination (4L), as well as the FMCcomputed distance-to-go before reachingeach of this respective locations.

ETA / FUEL: Lines 2R through 4R displaythe estimated time of arrival at therespective navigation points in each line, aswell as the expected fuel-on-board whenreaching that fix.

DEST: Line 4L can be used to check DTG,ETA and estimated FUEL on board for analternate destination or an intermediatewaypoint by up-selecting the appropriatedestination or navigation identifier to 4L fromthe scratchpad. Alternate values entered to4L are for informational purposes only andwill not change any part of the active flightplan. Leaving the displayed PROGRESSpage will return 4L to the flight plandestination.

If no modification has been made to 4L,DEST is displayed, which indicates that the

destination shown matches the destinationon the RTE page.

If an alternate airport identifier has beenadded to 4L, the prompt DIR TOALTERNATE is displayed to indicate thatthe figures being displayed represent theFMC computed values for a flight directlyfrom current position to the entereddestination.

If a navigation fix contained in the activeflight plan is entered into 4L, the prompt ENROUTE WPT is displayed. This indicatesthat the fix entered is included in the activeflight plan, and that the data displayed is theFMC expected values based upon a flightalong the active flight plan.

Command Speed Mode: Line 5L shows theactive VNAV command speed mode usingsmall font in the header line. The currentCAS/Mach number are displayed in largefont. Line 5L will display any of the followingmodes:

• ECON SPD• SEL SPD• E/O SPD• LIM SPD• MCP SPD• VREF+80

Next Constraint: Line 5R displaysinformation related to the next constraintexpected based on the RTE LEGS pageentered flight plan and aircraft performance.This information is displayed in small fontusing the header line at 5R. Line 5R alsodisplays in large font the estimated time ofarrival at the next constraint, as well as theFMC computed distance-to-go to reach theconstraint.

Values appearing in header line of 5Ridentify the type of constrain which will beencountered, and can be any of thefollowing:

• TO STEP CLB: Step climb• TO T/C Top of Climb• TO T/D Top of Descent• TO E/D End of Descent• LEVEL AT Level flight attained during a

VNAV driftdown.



• NOW The airplane has passedthe most recent constraint.

• NONE No constraint active.

The second PROGESS page is reached byusing the NEXT PAGE/PREV PAGE keys,and is displayed below:

Wind: Line 1 contains three wind indicatorswhich display dynamically computed windvalues from the FMC. H/WIND displays theaggregate headwind component, WINDdisplays the actual computed wind directionand speed, and X/WIND displays thecrosswind component and direction.Crosswind component is denoted with an Lor R for left and right, respectively.

Track Error: Line 2 displays both cross trackerror (XTK ERROR) and vertical track error(VTK ERROR) in nautical miles and feet.

XTK ERROR is displayed in nautical mileswith a L and R designator to indicate that theaircraft has drifted left or right of courserespectively. Distance values are displayedup to 99.9 nautical miles.

VTK ERROR is displayed in feet, with a +and – sign to indicate deviation above andbelow planned flight track. Vertical trackerror is displayed when the aircraft is in thedescent phase of flight.

TAS / FUEL USED / SAT: Line 3 displaysthe current true air speed, the total fuel usedby all four engines, and the current static airtemperature.

Individual Fuel Usage by Engine: Theheader line of line 4 displays an enginenumber for each engine. Immediately belowthat number, in large font, is the FMC

computed fuel quantity used by each enginerespectively.

Fuel Quantity Comparison: Line 6 providesa comparison between the fuel quantitymeasured using the Fuel Quantity IndicatingSystem, (FQIS) and the FMC computed fuelremaining based on usage. Failure of eitherthe FQIS or the fuel flow sensors will causethese values to be blanked in order toprevent erroneous comparison.

If the fuel values detected by the FQIS differfrom the values computed by the FMC bymore than 9,000 pounds, the FMCmessage, FUEL DISAGREE – PROG 2/2will appear to alert the crew thatPROGRESS page 2/2 needs to beexamined.

When the page is selected after the FUELDISAGREE message is displayed, two <useprompts located at 5L and 5R will promptthe crew to choose which fuel value shouldbe used by the FMC to track fuel values forthe remainder of the flight. Until a selectionis made, the FMC will continue to use FMCcalculated numbers.

Both prompts will be blanked if the crewmakes a manual fuel quantity entry into thePERF INIT page.

RTE DATA Pages: The RTE DATA pageallows the crew access to ETA, computedfuel remaining and wind data for allprogrammed legs of the active flight plan.The RTE DATA page is displayed byselecting the RTE DATA> prompt from theRTE LEGS page.



The RTE DATA page is divided in to fourcolumns. The entire remaining portion ofthe flight plan can be paged through usingthe NEXT PAGE / PREV PAGE keys on theFMC/MCDU keypad.

ETA: Estimated time of arrival at theassociated fix given current flight progressaccording to the entered flight plan.

WPT: Each navigation fix remaining isdisplayed on a separate line. The name ofeach fix is displayed in this column in largefont.

FUEL: The FMC computed fuel remainingupon reaching each associated fix isdisplayed in small font.

W>: Each navigation fix remaining in theflight plan is given it’s own WINDS page,where the crew can examine windconditions at the associated fix.

WINDS Page: The WINDS page allow forcrew review of forecast wind andtemperatures aloft at representative altitudesalong the route of flight. The WINDS pageis accessed using the W> prompt for eachassociated fix in the RTE DATA pages.

This function is not currently modeled in thePMDG 747-400.

Documents

PMDG Boeing 747-400 Operating Manual